Stralsund tram
The Stralsund tram was a local public transport system that ran in Stralsund from 1900 to 1966 . The network was at its greatest extent in the first few years after it opened, connecting the station with the old town, Kniepervorstadt, Tribseer Vorstadt and the harbor. Most recently, the route was 3.5 kilometers.
history
From 1893 onwards, the citizens of Stralsund began to work on plans to build a tram . On June 30, 1898, the civic college passed the resolution to build two lines. The first stretch should lead from Knieperdamm to Frankendamm , the second to the ferry station. The Frankendamm should be paved in the course of the construction work. On July 7, 1898, the citizenship concluded a contract with the city council for the construction of a power station to provide electricity. On July 30, 1898, the Felix Singer & Co. AG company in Berlin received an order from the city to build a tram and a power station in Stralsund. For this purpose, the Helios-Elektricitäts-AG founded the Elektricitätswerk und Straßenbahn AG Stralsund in Cologne on June 16, 1900 as a wholly-owned subsidiary. The routes were designed with a gauge of 1000 mm.
Construction work began on June 15, 1899; the opening date was set for October 1, 1899. The date had to be postponed because the electrical works in Werftstrasse only went into operation on December 22, 1899. The depot with four hall tracks was also built there. The first test drives were made on January 4, 1900 at the depot and in the Frankenvorstadt, and further trips were made with the gradual expansion of the five-kilometer route network. On March 24th, the inspection of the railway took place in the presence of several representatives of the city and the district government , the start of operations was on the following day. The train ran from 7 a.m. to 10 p.m. with three lines. The fare was a standard ten pfennigs and entitles you to change trains once. The interchanges were at the crossroads Frankendamm corner Werftstraße and Mönchstraße corner Heilgeiststraße . On request, the train stopped everywhere to get on and off.
| line | course | Cycle (in min) |
|---|---|---|
| 1 | Central Station - Bahnhofstrasse - Tribseer Damm - Marienstraße - Pencil Street - Neuer Markt - Mönchstraße - Heilgeiststraße - Wasserstraße - Frankendamm - Werftstraße (today Hafenstraße) - Hafenbahnhof | 15th |
| 2 | Hafenbahnhof - Frankendamm - Greifswalder Chaussee corner Bahnweg ( Neuer Frankenfriedhof ) | 30th |
| 3 | Heilgeiststrasse at the corner of Mönchstrasse - Mönchstrasse - Schillstrasse - Knieperdamm - Sarnowstrasse - Strandstrasse - Knieperdamm at the corner of Große Parower Strasse | 30th |
Line 1 ran from the main train station via Tribseer Damm and Pencil Street to Neuer Markt . Then they turned into the Heilgeiststraße off and got on the waterway , the Frankendamm and the Harbor Street (formerly known as Werfstraße referred) to the harbor station, where the ferry to the island of Rügen began. Line 2 followed Frankendamm from Werftstrasse and ended at Greifswalder Chaussee at the level of the cemetery in Frankenvorstadt . Line 3 began in the old town at the intersection of Heilgeiststrasse and Mönchstrasse, and ran through Mönchstrasse and Knieperwall north to the Kniepertor and on to the end point in Knieper suburb. The meter-gauge and single-track network was 5.6 kilometers long. At the main station there was a double-track coupling end point , at the other end stops there was a double-track stump with no transfer option. The sidecars , which were only used on special occasions such as Whitsun traffic or rifle festivals , had to be uncoupled at the last switch and moved by hand, the railcar drove solo to the final stop and waited there until the departure for the following railcar. In later years, however, stationary multiple units were used at the terminal stops .
On November 15, 1900 there was a first line change. Line 2 was discontinued and in its place line 1, which now runs every ten minutes, was extended to the Frankenfriedhof. The port station was served with extra trips, the timetable of which was based on the departure of the ferry boats. Line 3 continued as Line 2, on special occasions it ran every ten minutes, otherwise the half-hourly service remained.
The first major network renovation took place in the summer of 1903. The routes through Mönchstrasse and Knieperwall were abandoned in favor of a new route via Apollonienmarkt , Ossenreyerstrasse , Alter Markt and Knieperstrasse . The track construction began on June 23, 1903 and could be completed on July 14, 1903, so that the line could go into operation on July 31, 1903. When the new main station went into operation, the terminus in Bahnhofstrasse was given up on March 29, 1905 and a new coupling point was set up in front of the reception building on Tribseer Damm .
When the Helios company went into liquidation in 1910, the AG für Elektricitäts-Anlagen in Berlin took over the entire share capital. After the First World War , the city of Stralsund took a 25 percent stake in the company, whose main shareholder until 1945 was the company Elektro Licht- und Kraftanlagen in Berlin with 75 percent of the capital .
During the First World War there were plans for a route from the main train station via Jungfernstieg , Teichstrasse and Knieperdamm to Strandstrasse and a block bypass along Große Parower Strasse and Sarnowstrasse. The project did not get beyond the planning stage. During the war, trains with sidecars often ran on both lines, sometimes as hospital cars. Since part of the workforce had been called up for military service, women helped out as assistant conductors. The operator also set up fixed stops for getting on and off. The copper overhead lines were replaced by steel ones .
| year | Number Passengers |
|---|---|
| 1910 | 869.779 |
| 1938 | 2,491,000 |
| 1942 | 4,674,856 |
| 1943 | 5,370,257 |
| 1948 | 4,120,411 |
| 1949 | 4,853,274 |
Due to the advancing inflation , the clock on both lines had to be thinned to 20 minutes on November 29, 1920, there were two courses on line 1 and one on line 2. Until 1922, there were still individual amplifier trips at rifle festivals . There were further restrictions from September 20, 1922: Line 1 was withdrawn from the Frankenfriedhof by 700 meters to Gartenstraße and the train sequence was thinned to 30 minutes. Line 2 ran every half hour from the main train station to Kniepervorstadt and ended at Bürgergarten, 600 meters before the actual terminus. The operating times were from 7:00 a.m. to 7:30 p.m. Since only one course was used on both lines, the speed of travel had to be increased and the times spent at the stops shortened. As early as September 28, 1922, the lines were thinned to a 40-minute cycle. Since the necessary fare increases could not withstand the galloping inflation, the operator temporarily stopped tram traffic on November 20, 1922 at the end of operations.
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After negotiations between the electricity company and the tram company and the city, tram traffic was resumed on August 4, 1924. The lines ran every 20 minutes. The first train of line 1 left at 6 a.m., the last train at 9 p.m. from the main station. On line 2, the trains ran between 6.30 a.m. and 8 p.m. between Heilgeiststraße and Große Parower Straße. The fare was set at 15 pfennigs during the day (7 am to 8 pm) , and at 50 pfennigs in early and late morning traffic. From September 6, 1924, the lines ran every ten minutes, and the fare in early and late morning traffic was reduced to 25 pfennigs.
In 1930 a tram car collided with a locomotive on the Tribseer Damm at the junction with the Franzburger Kreisbahnen and the locomotive derailed.
For the construction of the Rügen dam , the section of the Greifswalder Chaussee, which was expanded to become the access road to the dam, had to be shortened by a few hundred meters in 1934. After the opening of the permanent connection to Rügen , the operator stopped the route to the port station, the access to the depot remained as an operating route . Since the number of passengers almost doubled between 1938 and 1943, the lines ran every 7.5 minutes during the day from December 1, 1942.
During the Second World War , during the bombing of Stralsund on October 6, 1944 , the tram depot and the railcars and buses in it were also destroyed, so that tram operations had to be stopped. After the city was declared a fortress in April 1945 , two more railcars had to be driven to Sarnowstrasse by order of the fortress commanders, where they were to serve as anti-tank barriers . The city was handed over to the Soviet Army on May 1, 1945 without a fight.
On the evening of December 23, 1947 at 6 p.m., tram operations could be resumed. The now communal Stadtwerke Stralsund served both lines every 20 minutes from 6 a.m. to 8.30 p.m. There were initially no trains on Sundays in January 1948. From August 2, 1949, the Stadtwerke extended the operating times of the railway from 5 a.m. to 11.30 p.m. There were no early and late surcharges for the fare.
After the Second World War, the city of Stralsund was the sole owner of the tram and electrical works. After several changes via VEB (K) Verkehrsbetriebe Stralsund , the tram came to VEB Kraftverkehr und Spedition Stralsund on July 5, 1961 .
From April 23, 1952, line 2 ended at the intersection of Knieperdamm and Heilgeiststraße. On August 1, 1960, the tram between the main station and Heilgeiststrasse was shut down. After the installation of a track connection from the northern Ossenreyerstraße to Heilgeiststraße, the two remaining branches could be connected to a new line 1 on February 23, 1961, which ran from Kniepervorstadt to Frankenvorstadt (3.7 km). Line 2 was closed on the same day. Despite the arrival of six new vehicles after 1950, it was not always possible to keep the 7.5-minute cycle on the line. In addition, the track system was badly worn, and individual sections were from the opening year. On April 7, 1966, the last tram in Stralsund was in regular service. Up until April 24, 1966, a railcar drove several times for DEFA film recordings . The tram traffic was completely given up in favor of the bus operation.
vehicles
In the opening year, the Stralsund tram had seven railcars and four sidecars available. The railcars 1–7, equipped with pantographs , came from the Busch wagon factory in Bautzen and had open boarding platforms . The sidecars built in 1881 came unchanged from the Rostock horse-drawn railway . An approximately 80 cm long coupling rod , which was attached between the funnel coupling of the railcar and the towing eye for the towing gear, served as a connection to the railcar . The cars were initially painted chrome yellow with a brown, green painted apron. From 1903 the railcars were painted in red with a black, green rubbing strip. In 1904 the type 8 II and 9 II railcars were added, which is why the identically designated sidecars were renumbered 12 and 13. In 1905, Tw 14 was added as the tenth motor vehicle. In 1911 it was repainted again in green with a chrome-yellow window band and chrome-yellow rubbing strip. In the course of the repainting, Tw 14 and Bw 10 as well as Tw 2 and 5 - the latter due to an oversight - exchanged the numbers.
During the period of inflation, the vehicles could only be poorly serviced. Before the shutdown of operations, a general inspection was carried out on Tw 8 II –10 II , Tw 6 was shut down and served temporarily as a spare parts donor . In 1925 the railcars were fitted with pantographs . The trailer cars were last used on June 15, 1930 and, like the railcars, were retired in 1931. Sidecar 11 was still available as a gazebo in Kniepervorstadt until 1991. Railcar 6 remained as a work car and was in service until 1938. In 1935 he was given the car number 11 II , because the car number 6 had been occupied twice by additional railcars since the new arrival in 1931.
As the second generation of vehicles, seven railcars of the Eßlinger Städtische Straßenbahn met in autumn 1931 (Tw 1 II , 2 III , 3 II , 4 II , 5 III , 6 II , 7 II ) and three railcars of the Stuttgart trams (Tw 8 III –10 III ) in the Hanseatic city. The main workshop in Stuttgart had previously overhauled the railcars and had them repainted in the Stralsund colors. The Stuttgart wagons were built in 1903 by Herbrand in Cologne , the Eßlinger railcars in 1912 by Lindner in Ammendorf . In 1938 three railcars (number 11 III , 12, 13) of the former Hamborn city trams came to Stralsund. The cars built in Uerdingen in 1910 were equipped with pantographs, which were also given to the other railcars in the following years. In 1939, the railcars of the Schwetzingen – Ketsch tram (Tw 8 IV –10 IV ) , which had been discontinued on March 31, 1938, came to Stralsund. The railcars built by MAN in 1910 had single-axle bogies. Their use made it possible to retire the less powerful Stuttgart railcars, which were handed over to the Most tram in Czechoslovakia in the same year .
During the bombing raid on Stralsund on October 6, 1944 , the Eßlinger motor coaches 1 II and 3 II , the Schwetzingen motor coach 8 III and the Hamborner motor coach 12 and 13 were largely destroyed. The remaining vehicles suffered major damage, as a result of which operations came to an end. The intact motor coaches 2 III and 5 III were moved to Sarnowstrasse for city defense, to serve as an anti-tank barrier, and were repaired after the end of the war. The bogie of Tw 13 served after the war, first as a basis for a salt Cart , 1950 sided Mathias theses shipyard Wismar the car with a new structure , he returned under number 9 V back into the service line. In the same period, the remaining railcars were numerically summarized. The transport companies decommissioned the Hamborner railcars between 1956 and 1958 and the Schwetzingen railcars in 1959. The railcars 1 IV (ex 2 III ) and 8 V (ex 10 IV ) were still used as work cars until the early 1960s and were then scrapped.
The third generation of vehicles was in use in Stralsund from October 2, 1951. On this day, Waggonbau Werdau delivered the three ET50s (Tw 10 V , 11 IV , 12 II ). In 1955 a railcar of the successor type ET54 (Tw 13 III ), in 1957 and 1958 a T57 (Tw 14 III , 15) from Waggonbau Gotha were added. As a result, most of the pre-war cars could be retired. The LOWA and Gothawagen came to the Gera tram after the cessation of operations . The tram - main workshop Heiterblick the Leipzig Transport built the ET50 before in Einrichtungsbeiwagen and ET54 in a facility railcar order.
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The Gera sidecar 230 (ex 10 V ) came to Brandenburg in 1975 , where it was used under the number 224 until 1984. The sidecars 238 and 239 (ex 11 IV , 12 II ) served as work vehicles from 1982 and were retired in 1990. The ET54 was given wagon number 136 in Gera, in 1991 it came to Naumburg as Tw 28 and in 2002 it finally joined the Frankfurt (Oder) tram , where it has been on the road as a historic 38 V railcar since 2008 . The Gothawagen received the Geraer numbers 149 II (ex 14 III ) and 150 II (ex 15). No. 149 II came to Nordhausen Tram in 1969 , which it retired in 1994. Tw 150 II came to Görlitz in 1974 as Tw 20 III , then to Jena in 1992 . From 1997 to 2003 it was in service there as the Tw 116 II , after which it was sold to Naumburg, where it operates as the historic motor coach 37.
Other work wagons were a self-built goods cart , which served as a salt wagon from 1945, and a tower wagon .
| Art | No. | Construction year | Manufacturer | Seating | Remarks |
|---|---|---|---|---|---|
| 1st generation | |||||
| Tw | 1-7 | 1900 | bush | 16 lengthways | 1911 Tw 2 in Tw 5 II , Tw 5 in Tw 2 II ; 1931 Tw 1-5, 7 retired; 1935 Tw 6 in Tw 11 II (work car); 1938 Tw 11 II retired |
| Bw | 8-10 | 1881 | 1900 ex Rostock Pfw; 1904 Vol 8-9 in Vol 12-13; 1911 Bw 10 in Bw 14 II ; Retired in 1931 | ||
| Tw | 8 II -9 II , 14th | 1904 | bush | 16 lengthways | 1911 Tw 14 in Tw 10 II ; Retired in 1931 |
| 2nd generation | |||||
| Tw | 1 II , 2 III , 3 II , 4 II , 5 III , 6 II , 7 II |
1912 | Lindner | 8 + 5 lengthways 2 crossways |
1931 ex Esslingen Tw 8-14; 1944 Tw 1 II , 3 II retired (war loss); 1948 Tw 5 III in Tw 1 III , Tw 6 II in Tw 3 III , Tw 7 II in Tw 5 IV ; 1956 Tw 5 IV retired; 1957 Tw 1 III , Tw 3 III retired; 1958 Tw 4 II retired; 1962 Tw 2 III in Tw 1 IV (work car); 1966 Tw 1 IV retired |
| Tw | 8 III -10 III | 1903 | Herbrand | 16 | 1931 ex Stuttgart Tw 95-97; 1939 to Most Tw 52-54 |
| Tw | 11 III , 12, 13 | 1921 | Uerdingen | 18 across | 1938 ex Hamborn Tw 32, 34, 35; 1944 Tw 12, 13 retired (lost in war); 1945 chassis Tw 13 conversion to flat car; 1949 Tw 11 III in Tw 6 III ; 1950 flat car (ex Tw 13) in Tw 9 V ( body car ); 1963 Tw 6 III retired |
| Tw | 8 IV -10 IV | 1910 | MAN | 18 across | 1939 ex Schwetzingen Tw 1–3; 1944 Tw 8 IV retired (lost in war); 1949 Tw 9 IV in Tw 7 III , Tw 10 IV in Tw 8 V , 1959 Tw 7 III retired, Tw 8 V in work car ( explosive wagon ); 1963 Tw 8 V retired |
| 3rd generation | |||||
| Tw | 10 V , 11 IV , 12 II | 1951 | LOWA | 1966 Tw 10 V , 11 IV , 12 II at Gera Bw 230, 238, 239 | |
| Tw | 13 II | 1955 | LOWA | 1966 to Gera Tw 136 | |
| Tw | 14 III | 1957 | Gotha | 1966 to Gera Tw 149 II | |
| Tw | 15th | 1958 | Gotha | 1966 to Gera Tw 150 II | |
| Work car | |||||
| Dev | o. no. | 1900 | Self-made | - | open cart, 1945 salt car, retired in 1966 |
| Dev | o. no. | 1950 | Self-made | - | Salt car on chassis ex Tw series 1-7, retired in 1966 |
| Dev | o. no. | - | Tower car , retired in 1966 | ||
literature
- Detlef Krüger: Done for wear and tear . In: Tram magazine . No. 129 , July 2000.
- Hans Lüddecke, Karl-Otto Friedemann: The tram in Stralsund . Ed .: Association of traffic amateurs and museum railways. Hamburg 1992, ISBN 3-923999-13-5 .
- Ulrich Theurer: The Stralsund tram . In: Tram magazine . No. October 4 , 1971.
Web links
Individual evidence
- ↑ a b c d e f g h i j k l m n o p q Hans Lüddecke, Karl-Otto Friedemann: The tram in Stralsund . Ed .: Association of traffic amateurs and museum railways. Hamburg 1992, ISBN 3-923999-13-5 , pp. 4-11 .
- ↑ a b c d e f Ulrich Theurer: The Stralsund tram . In: Tram magazine . No. 4 , October 1971, p. 73-77 .
- ↑ Statistics of the trams . In: magazine for small railways . January 10, 1903, p. 79 ( archive.org ).
- ↑ Hartmut Schröder: The first years of operation. In: History of the Stralsund tram.
- ↑ Overview map of the city of Stralsund 1: 10,000. In: Landkartenarchiv.de. 1930, accessed February 17, 2020 .
- ↑ Business openings and changes in business . In: magazine for small railways . November 10, 1903, p. 546 ( archive.org ).
- ↑ a b c d e Josef Pospichal: Stralsund tram. In: pospichal.net. Retrieved January 10, 2020 .
- ^ A b c d e Hans Lüddecke, Karl-Otto Friedemann: The tram in Stralsund . Ed .: Association of traffic amateurs and museum railways. Hamburg 1992, ISBN 3-923999-13-5 , pp. 15 .
- ^ Tram Frankfurt (Oder). Railcar 38. In: tram-ff.de. Retrieved February 12, 2018 .
- ^ Christoph Heuer: Stralsund. In: gothawagen.de. Retrieved January 10, 2020 .