Tram kiel
| Tram kiel | |
|---|---|
 Duewag large-capacity railcar 251 in June 1963
at the Schloßgarten stop | |
 A map of the network in 1960
| |
| Gauge : | 1100 mm |
The Kiel tram was opened on July 8, 1881 as a horse-drawn tram with a gauge of 1100 mm. The gauge was retained until the end of operation in 1985, it was based on a conversion of the British gauge 3 feet 6 inches (1067 mm) back into metric dimensions and was only used in Germany on the trams in Lübeck and Braunschweig . The switch to electrical operation took place in 1896. The operator of the railway at that time was the Allgemeine Lokalbahn- und Kraftwerke AG (ALOKA). From 1942 until it was closed on May 4, 1985, the railway was operated by Kieler Verkehrs-AG (KVAG).
The horse-drawn tram lines (1881-1896)
The first line led from Rondeel via Sophienblatt and the former train station on a circular route via Wall, Prinzengarten, Markt and Holstenstraße back to Rondeel. On August 30, operations began on the route Börse (Wall) - Seebadeanstalt Düsternbrook.
In 1890, operations were started from Baustraße via Holtenauer Straße to Waitzstraße and to the summer restaurant Meltz (Holtenauer Straße / Wrangelstraße).
The first line was extended beyond the Rondeel to the forest meadow in 1892. It led over Hamburger Chaussee, Sophienblatt, Klinke (today: Holstenplatz), Fleethörn, Muhliusstraße, Dreiecksplatz, Holtenauer Straße. These wagons on this line were pulled by a horse, only on the uphill stretch (Talanow speaks of Muhliusstrasse, perhaps the entire section from Fleethörn to Dreiecksplatz) was a second horse harnessed.
The second line led from the stock exchange through Damenstrasse (now Wall) and Wasserallee (below the castle), along Düsternbrooker Weg to the seaside resort at the time, at the height of today's Kiel Yacht Club. The line had a branch that led through the palace gardens and Dänische Strasse to the market. The wagons were generally drawn by two horses.
The rail network of the two lines was connected by tracks in the palace garden and in Brunswiker Strasse.
Further development
The first electrically operated line was opened on May 12, 1896. It led from what was then the main train station via Holtenauer Strasse to Belvedere. Two more lines were opened in the same year. On February 6th, the first tram ran from the main train station to the east bank in Gaarden. On May 3rd of the same year, a line from the Gaarden ferry pier via Gaarden to Wellingdorf was put into operation. There was a transitional tariff with the ferry. The Gaarden depot went into operation for both lines in the same year. In 1908 line numbers were introduced:
- Line 1: Knorrstraße - Markt - Central Station - Waldwiese
- Line 2: (Ringlinie) Hbf. - Ringstrasse - Knooper Weg - Waitzstrasse - Feldstrasse - Fleethörn - Hbf.
- Line 3: Hohenzollernring - Fleethörn - Seegartenbrücke - Seebadeanstalt Düsternbrook
- Line 4: Hbf. - Gaarden
- Line 5: Ferry Gaarden - Wellingdorf
In 1907 a contract was signed between the city of Kiel and ALOKA, which resulted in an increased expansion of the network. Gradually, the network was expanded to double-track with up to ten lines, so that before the end of the First World War it had a length of 40 km, on which 122 railcars and 29 sidecars traveled.
The route network from 1910:
- Line 1 Waldwiese, Bahnhof, Belvedere, Knorrstraße
- Line 2 train station, Ringstrasse, Knooper Weg, Waitzstrasse, Feldstrasse, Schloßgarten, Bahnhof
- Line 3 Eichhof, parade ground, Neumarkt, boat harbor, seaside resort
- Line 4 Neumarkt, Bahnhof, Kaistr., Blessmanndamm, Kaiserstr.
- Line 5 ferry Wilhelminenhöhe, Norddeutsche Str., Kaiserstr., Ellerbek, Wellingdorf (from 1901 to 1921)
- Line 6 Hohenzollernring, Seebadeanstalt
- Line 7 Neumarkt, Schloßgarten, Brunswiker Str., Belvedere
- Line 8 Neumarkt, Wellingdorf (only from 1922)
- Line 9 Kirchhofallee / Calvinstrasse, train station, Schloßgarten, Feldstrasse.
- Line 10 Hohenzollernring, Seegarten
In 1937 Hafenrundfahrt GmbH (founded in 1905) and Holsteinische Autobusgesellschaft mbH (founded in 1933) merged to form Kieler Verkehrs AG (KVAG). On July 1, 1942, it also took over tram traffic, which until then had been operated by Allgemeine Lokalbahn- und Kraftwerke AG (ALOKA). In return, ALOKA received shares in KVAG. This means that there was a transport company in Kiel that combined all transport (tram, bus routes and shipping) under one roof.
trolleybus
From 1942, trolleybuses were used instead of a new tram line to connect the new Elmschenhagen district to the Kiel transport network. The trolleybus was to be found in Kiel until 1964, on January 27, 1964 the last line was switched to diesel buses.
The route began at the main train station and branched out in Elmschenhagen. Operation began with Italian trolleybuses, but they had to be returned to Italy in 1946. With the damaged wagons left behind, traffic could be resumed after their repair in December 1945. In 1947/48, 14 trolleybuses were delivered to Kiel by Henschel , so that traffic could be resumed on a larger scale.
The route network from 1950 to 1964:
- Line 5: Hauptbahnhof - Kleinbahnhof, 1.9 km, replacement for tram, discontinued December 12, 1960;
- Line R: Hauptbahnhof - Reichenberger Allee, 6.2 km, discontinued January 1, 1963;
- Line S: Hauptbahnhof - Kroog, 7.9 km, discontinued January 1, 1963;
- Line T: Hauptbahnhof - Toweddern, 6.1 km, discontinued January 27, 1964.
After the Second World War
With the end of the war , local traffic in Kiel came to a complete standstill on April 4, 1945, and the first trains did not run again until the end of July. However, traffic was restored to pre-war levels by 1949, only the routes between Seegarten and Niemannsweg and from the main train station to the small train station remained closed. On July 16, 1950, the line in Wik was extended to Herthastraße as the first new line. The first turning loop was created here. In 1950 the tram was taken out of southern Holstenstrasse and relocated to Neue Strasse (today Andreas-Gayk-Strasse), in 1953 the tram was also shut down in northern Holstenstrasse and instead led via Wall and Burgstrasse (now Eggerstedtstrasse) to the market.
Kiel was a nationwide pioneer in the introduction of the conductorless tram with a city-wide standard tariff and the self-validation of tickets by passengers. In 1952, the first conductorless carriages were used on Line 2. Entry was with the driver, who initially also validated the ticket.
Due to the decision to abolish the tram in Kiel with the general traffic plan of 1977, line 4, the last tram line in Kiel, was closed on Saturday, May 4th, 1985. At 8:20 p.m., the last DÜWAG large capacity multiple unit 270 with Uerdinger sidecar 81 reached the Gaarden depot.
The main lines in the post-war period
Line 1: Wik , Herthastraße - Schulensee (shutdown 1967)
Line 2: New University - Hauptbahnhof / - Hasseldieksdamm (from 1963) (shutdown 1969)
Line 3: Eichhof - Hassee (shutdown 1965)
Line 4: Holtenau - Wellingdorf ferry (shutdown 1985 )
Line 7: Hasseldieksdamm - Hauptbahnhof (became part of line 2 in 1963)
line 1
Route: Herthastraße, Feldstraße, Brunswiker Straße, Hbf., Hamburger Chaussee, Schulensee
In addition to line 2, only line 1 was expanded and extended in the post-war period, namely in 1950 by the section from Düvelsbeker Weg to Herthastraße. From the 1950s, the line had turning loops at both terminals and additional turning triangles at Diesterwegstrasse and the forest tree nursery . From 1957/58, the first four-axle DÜWAG large-capacity railcars 241-252 were used in solo operation on this line . While the northern section in the Wik was consistently double-tracked, there were many single-track sections on the southern branch to Schulensee . A special feature was a track loop in the area of the waterworks in Schulensee. The reason for the discontinuation of the line in 1967 was the construction of the four-lane Theodor-Heuss-Ring ( B76 ), which crosses the Hamburger Chaussee and thus the tram line. For cost reasons, it was decided to use a bridge that is only designed for car traffic.
Line 2
Route: Neue Universität, Olshausenstraße, Holtenauer Straße, Brunswiker Straße, Hbf./ (from 1963) Holstenbrücke, Exerzierplatz, Möllingstraße, Hasseldieksdammer Weg
In addition to line 1, only line 2 was expanded and extended in the post-war period, namely in 1955 to include the section Holtenauer Straße - Neue Universität . Mainly self-built vehicles as well as DÜWAG association types I and II acquired from Lübeck were used on line 2 .
Until 1963 the line ran from the New University to the main train station, where it was turned by means of a track change . With the closure of line 7 in 1963, line 2 took over the branch to Hasseldieksdamm and drove from the old town line (Wall) via Berliner Platz directly to Hasseldieksdamm without touching the main station. The line thus had turning loops at both endpoints, but it was never used by open-plan cars. The alleged reason for the discontinuation was the non-existent possibility to cross the federal railway tracks in Hasseldieksdamm for an extension to the new Mettenhof district .
Line 3
Route: Hassee, Kirchhofallee, Ringstrasse, Hbf., Holstenbrücke, parade ground, Eckernförder Strasse, Eichhof
In the 1950s, line 3 only got a turning loop at its end point "Eichhof". The space available did not allow another turning point at its end point in Hassee . Therefore, open- plan cars were never used on this line . Until the end of 1965, it was operated with older one-way vehicles or the association types I and II acquired from Lübeck (before they were converted into one-way vehicles). The alleged reason for the discontinuation was the non-existent possibility to cross the railroad tracks in Hassee for an extension.
Line 4
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Route: Holtenau ferry, Holtenauer Straße, Bergstraße, Holstenbrücke, Hbf., Augustenstraße, Werftstraße, Schönberger Straße, Wellingdorf
Line 4 was the longest and most important line of the Kiel tram because it connected the west and east banks and served the largest Kiel industrial companies in shipbuilding Krupp Germaniawerft and Howaldtswerke (HDW) and the naval arsenal on their line through Gaarden .
It had been equipped with turning loops at the Wellingdorf terminal and the Holtenau ferry since the 1950s and had further turning options through loops in Werftstrasse, in the Gaarden depot, at the Belvedere and through the "disaster loop", an old town passage on the tracks of the discontinued lines 1 and 2 through the palace garden. In Gaarden, the last single-track section of the Kiel tram was in the narrow Schulstrasse / Augustenstrasse.
From the early 1960s, the six-axle articulated railcars from DÜWAG with converted two-axle trailer cars were used, as well as, after Line 1 was discontinued, the four-axle DÜWAG large-capacity railcars in double traction.
From 1984 the line no longer went directly to Berliner Platz via Bergstrasse, but instead via the “disaster loop” (Brunswiker Str., Schlossgarten).
Line 7
Route: Hasseldieksdamm, Wilhelmplatz, Rathausstrasse, Holstenbrücke, railway embankment, Auguste-Viktoria-Strasse
Line 7, coming from Hasseldieksdamm, went over Berliner Platz and then not like all other lines into Andreas-Gayk-Strasse, but into Auguste-Viktoria-Strasse, which ends directly in front of the station building. There the line had its own terminus with a turning triangle , from which a track led to the main line on the Sophienblatt.
The line was integrated into line 2 in 1963 after it no longer served the old circuit from the main station to Reventlouallee from 1959. In the post-war period, KVAG's own buildings with the nickname “Strampelmax” (because of the foot switch) were usually used on line 7. This involved rebuilding equipment trolleys in our own workshop.
Depots
Rondeel
The first depot was put into operation on July 9, 1881 for the horse-drawn tram. It was lying on the Rondeel on the Sophienblatt. A double-track hall for 18 horse-drawn trams, a stable and an administration building were built there. In 1895/96 the stable was converted into a two-track hall for twenty carriages and a three-track hall was built. In 1955 the property was sold to the city. In 1962 the facilities were demolished.
Gaarden
The Gaarden depot was put into operation on October 1, 1900 at today's Werftstrasse, the line leading to Gaarden not until February 1901. A car shed for 32 motor vehicles and 16 side cars as well as a workshop with offices and various ancillary buildings were part of it. A power station with machines and a boiler house was connected to the depot, which generated electricity for the tram network until it was taken over from the city network. An expansion was necessary as early as 1908. In 1958, a new depot with a 14-track wagon hall for around 100 wagons and an inspection and washing hall was built right next to the previous depot, at the current location. The smithy and the catenary maintenance department were also located here. A new workshop for trains and buses was built on the previous site. The depot was in operation until the end of the tram and was then converted into a pure bus depot.
Wik
The Wik depot was opened on August 1, 1908 on the Hohenrade road with a six-track hall. In 1939 it was expanded to include an eight-track hall. It was closed on October 1st, 1968. Later a Karstadt branch was opened there, which has since been replaced by an apartment complex.
vehicles
The first railcars had open stages, which were initially provided with front windows and later with side doors. Instead of five or six side windows, three larger ones were installed. The front windows were also enlarged with larger panes. From around 1930, the cube-shaped line number box at the front right and rear left on the roof of the railcar and sidecar was striking. Only the Lübeck wagons and the DÜWAG open-plan / articulated multiple units had a number box in the middle above the destination sign. After 1945, the pantographs were switched from pantographs to pantographs .
| design type | Construction year | Manufacturer | designation | number | Retirement | Remarks |
|---|---|---|---|---|---|---|
| Horse-drawn carriage | ||||||
| B2 ZR | 1881-1883 | Waggonbau Noell, Würzburg; Popp | 1-18 | 18th | from 1900 | later used as a sidecar. |
| Railcar | ||||||
| T2 ZR | 1900 | Steinfurt | 19-53 | 35 | five windows | |
| T2 ZR | 1900 | Herbrand | 54-59 | 6th | six windows | |
| T2 ZR | 1900-1906 | Herbrand | 117-146 (ex 80-109) |
30th | 1960-1966 | 1949–1952 six railcars were converted. 130: 1953 driving school car, 1981 at HSM ; 140 to VVM ; 146 to Braunschweig (103, reconstructed there) |
| T2 ZR | 1908-1909 | Falkenried | 147-188 (ex 150-191) |
42 | 1960-1966 | 1941–1947 Conversion of three railcars, most recently with a driver's seat and a conductor's seat |
| T2 ZR | 1913-1915 | Hansa | 189-211 (ex 192-214) |
23 | until 1960 | |
| T2 ZR | 1940 | Wismar | 212-226 | 15th | 1967-1969 | 1959–1962 partial reconstruction (sloping front), 215 and 216 after reconstruction beaded side wall; 215 1971 to Braunschweig 116 |
| T2 ZR | 1951 | DÜWAG | 191-200 | 10 | from 1969 | Association railcars , 1960 from Lübeck 240-249, remodeling folding doors, remodeling 1,965 ER, folding doors |
| T2 ZR | 1949/1950 | DÜWAG | 201-205 | 5 | 1969-1981 | Superstructure railcar , from Lübeck 251–255 in 1960, converted to sidecar 80, 82–85 in 1964 |
| T2 ER | 1953-1956 | Self-made | 231-237 | 7th | 1969 | |
| T4 ER | 1953-1958 | DÜWAG | 241-252 | 12 | 1985 | 1964 Conversion to double traction control, cars 247-252 became trailer cars, installation of a second front door for one-man operation. 241 to VVM Schönberger Strand (operational) |
| GT6 ER | 1960-1961 | DÜWAG | 261-275 | 15th | 1985 | 262 1985 to HSM (scrapped), 269 Motor Technica Museum Bad Oeynhausen |
| sidecar | ||||||
| B2 ZR | 1900 | Lindner | 111-126 | 16 | ? | seven cars in 1917 or 1920 to Braunschweig (there 235–241) |
| B2 ZR | 1908 | Herbrand | 125-134 | 10 | Conversion 193 to Bw 36–45 | |
| B2 ZR | 1913 (1896-97) | Steinfurt, Herbrand | 135-147 | 13 | Conversion from Tw series 19–59 | |
| B2 ZR | 1928 | Self-made | 6-13 | 8th | 1966 | Conversion from Bw series 135–147 |
| B2 ZR | 1899 | Herbrand | 14-28 | 15th | 1966-67 | 1917 from Braunschweig |
| B2 ZR | 1900 | Lindner | 29-35 | 7th | 1966/67 | Conversion from Bw 111–126 |
| B2 ZR | 1931 (1908) | Herbrand | 36-45 | 10 | Conversion from Bw 125-134 | |
| B2 ZR | 1930/31 (1896/97) | Self-made (Herbrand) | 46-57 | 12 | 1961-1967 | Conversion from Tw series 19–59 |
| B2 ZR | 1908 | Uerdingen | 58-82 | 25th | War loss: 58, 60, 75, 79, 80, 82; Remainder: 1969-1985 | 15 cars converted in 1964 B2 ER with folding doors: 61, 63, 64, 66, 68–74, 76–78, 81; 62 1984 to Braunschweig (250) |
| B2 ZR | 1949 | Uerdingen | 86-87 | 2 | 1967, 1975 | War tram cars |
| B2 ZR | 1950 | Elze | 88-90 | 3 | 1966/67 | |
| B2 ER | 1964 (1949-50) | Own workshop (DÜWAG) | 80 II , 82 II -85 | 5 | 1969-81 | Conversion from Tw 201–205, ex Lübeck; 80 1984 to VVM |
Remarks: B eiwagen, E domestic R ichtungs cars, G elenk- T railcars, T railcars, Z WEI R ichtungs cart, 2 , 4 , 6 axes
The Kiel tram after 1985
VVM Schoenberg
When Schoenberger beach VVM is now the largest number of the preserved vehicles to be found Kiel tram. The collection there includes railcars 140, 195, 196, 197 (chassis only), 241, 354 and sidecars 64, 68 (chassis only) and 80.
other
- Bw 61 in Traum GmbH (formerly "Traumfabrik"), Kiel
- Bw 62 at the Braunschweig transport company
- Bw 63 probably still available in Oeynhausen
- Tw 269 probably still available in Oeynhausen
- ATw 350 at the Hanoverian Tram Museum
- ATw 352 at the Verkehrsbetriebe Braunschweig as Museum Tw 103
Railroad
The track structure of the Kiel tram has been dismantled throughout the city with a few exceptions. In October 2006 there were only remnants of rails in Eggerstedtstrasse and the former Belvedere loop. Both remains of the track do not belong to the route regularly used by the last line 4, but were only used as an alternative route in the city center or for early turning in the northwest, the route in Eggerstedtstrasse also in the last year before the closure to the route over shut down the Bergstrasse a year earlier.
outlook
After the last tram line was discontinued in 1985 and the tracks were dismantled in the following years, considerations were made to introduce a StadtRegionalBahn Kiel based on the Karlsruhe model in Kiel. There was a feasibility study in 1998 and a preliminary study in 2006. After that, in a first phase, a route was to be built around the fjord with a branch to the university and a connecting route to the Gablenz Bridge, on which regional trains from Neumünster , Preetz and Schönberg were to switch to the light rail tracks. During the construction of the new Gablenz Bridge, the later installation of track bodies was already planned. On the routes to Schönberg and Preetz, the construction of new stops was proposed, within the city the intention was to orientate themselves on the route of the old line 4. The structural difference to the tram should primarily be the changed track width, which would have made it possible to use regional trains in the city. In a second phase, a connection to the Mettenhof district via the Scandinaviendamm was proposed, as well as the extension of the university route to Suchsdorf and Eckernförde.
In May 2015, the mayor of Kiel Ulf Kämpfer (SPD) announced the temporary end of the “StadtRegionalBahn Kiel” project . Since the surrounding districts (with the exception of Plön district) could not get used to the idea of the “StadtRegionalBahn Kiel”, Kiel will now concentrate only on one tram within the city area. If necessary, this can still be expanded beyond the city limits. The Kiel – Schönberger Strand railway line should also play a role in these plans . The city of Kiel now estimates that the number of inbound and outbound commuters has risen to more than 100,000 people. Many of them would have to accept a time-consuming change at Kiel Central Station when traveling to or from Kiel . This condition is to be significantly improved by a modern tram and the Kiel – Schönberger Strand route in Kiel.
Literature and film
- Bruno Bock: Beloved, unloved Kiel tram . Koehlers Verlagsgesellschaft, Herford 1985, ISBN 3-7822-0366-6 .
- Andreas Mausolf: The tram in Kiel . Schweers + Wall, Aachen 1990, ISBN 3-921679-49-4 .
- Kay Gerdes and Ulrich Sodemann: The Kiel tram . DVD, Uni-Online Press, ISBN 3-86564-000-1 .
- Helmut Schulzeck and Peter Bartelt: I still dream of the tram . VHS video (self-published)
- tram-TV: Long forgotten trams - The Kiel tram . DVD, tram-TV Verlag, ISBN 978-3-943846-03-4 .
Individual evidence
- ↑ Talanow, Jörg: Kiel - as it was , Droste, Düsseldorf 1976, ISBN 3-7700-0429-9 , p. 10
- ↑ Mausolf, p 29
- ↑ Hannelore Pieper-Wöhlk, Dieter Wöhlk: Do you remember? Long hair, short skirts, rock music in the Star Palast, the 68s ... ... and the 1972 Olympics - stories and anecdotes from Kiel in the 60s and 70s. Herkules Verlag, Kassel 2009, ISBN 978-3-937924-89-2 , p. 18.
- ^ Dieter Höltge: Streets and light rail vehicles in Germany. Volume 2: Lower Saxony / Bremen . 2nd Edition. Eisenbahn-Kurier, Freiburg 1992, ISBN 3-88255-336-9 ( formally incorrect ) , p. 60 .
- ↑ Preliminary study of the StadtRegionalBahn Kiel (PDF; 726 kB) Summary of the results from the work packages of the ARGE SRB Kiel, Spiekermann GmbH - Rhein-Consult GmbH - ARGUS GmbH
- ↑ Article from www.shz.de of May 12, 2015: "Mayor Ulf Kämper - Kiel: Off for the Stadtregionalbahn - instead tram?"
Web links
- VVM Museum Railway Schönberg
- Friends of the Tram, Kiel
- On the history of local public transport in Kiel
- StadtRegionalBahn study by the city of Kiel
- Stadtregionalbahn at the Forum Nahverkehr Kiel