Strausberg Railway

Strausberg Railway
A Flexity at the last stop at Lustgarten
Course book section (DB) :	none, formerly 107c
Route length:	6.192 km
Gauge :	1435 mm ( standard gauge )
Power system :	750 volts  =
Maximum slope :	10  ‰
Minimum radius :	100 m
Legend from Berlin former transfer track to the DB 0.0 S-Bahn station (DB name: Strausberg) to Herzfelde to Küstrin to Strausberg North 0.8 Landhausstrasse 2.1 Hammer mill 3.2 City forest 3.5 Hegermühle 3.9 Wolfstal (until 2011) Heinrich-Heine-Strasse (since 2011) 4.5 Käthe-Kollwitz-Strasse 5.3 Elisabethstrasse 6.0 Strausberg City (formerly the train station) 6.2 Pleasure garden 6,0 Big street 6.5 Marketplace 6,0 Badstrasse 7.1 State youth home

Station building Strausberg Stadt, 1992

Strausberger railway until 1920 Strausberger Kleinbahn , the name is an east of Berlin situated tram -betriebs in the Brandenburg town of Strausberg in the district Oderland . At the same time, this is also the current name of the transport company that operates the railway, Strausberger Eisenbahn GmbH (STE) .

The tram line 89 connects the city center with the peripheral Strausberg station on the Prussian East Railway . There is a connection to the S5 line of the Berlin S-Bahn and to the regional train line RB26, which is currently operated by the Niederbarnimer Eisenbahn .

Since 2006 there has only been passenger traffic on the Strausberg Railway in accordance with the Tram Construction and Operating Regulations (BOStrab). Until 1995 there had also been regular freight traffic on their main route . Furthermore, the Strausberger Eisenbahn has maintained the electric Straussee ferry since 1951 . The historic station facilities of the Strausberg Railway are recorded on the list of architectural monuments in Strausberg .

history

History and commissioning

The original plan was to move the route of the Eastern Railway, which opened in autumn 1867, closer to the city of Strausberg. However, a guided tour of the Wolf Valley failed because the city and private landowners were not prepared to surrender the required land. Therefore, Strausberg remained on the sidelines in terms of traffic after the opening of the Ostbahn. A horse-drawn bus line was set up by private companies between the city and the train station, but soon - especially on Sundays and public holidays in the summer season - it was no longer able to cope with the volume of traffic and "reinforcement cars " in the form of farmer's carts were necessary.

The increase in small industry in the course of the Wilhelminian era made an improvement in traffic conditions desirable in the rural and arable town . The start of suburban traffic from Berlin, the trains of which ended in Strausberg station on October 1, 1891, did not lead to the planned construction of a horse-drawn railway line . The Kleinbahngesetz (Kleinbahngesetz) passed by the Prussian state parliament in the summer of 1892 finally provided the basis for a fundamental change in the unfortunate traffic situation. It enabled the construction of a " secondary railway " with operating and installation conditions that were simplified compared to normal railway operations with relatively little capital expenditure.

In response to the desire to establish a better connection to the Ostbahn station, a stock corporation was founded on May 2, 1893, in which the province of Brandenburg and the district of Oberbarnim participated. In view of the expected income, the necessary capital of 330,000 marks was raised without difficulty. The Strausberger Eisenbahn A.-G. was then able to apply for a license, which was granted in the form of a permanent license for the purpose of transporting people and goods. The construction contracts for a single-track, standard-gauge small railway were awarded immediately, the construction of the railway was carried out by the Berlin civil engineering company Lenz & Co. The fact that the costs exceeded the estimated amount by 70,000 marks turned out to be unproblematic.

After only four and a half months of construction, the 6.2 km long was on August 17, 1893 spur track between the stations Strausberg suburb and Strausberg city to be opened. At first it only served the three intermediate stations Landhaus (today Landhausstrasse) , Schlagmühle and Hegermühle . A rail link to the Prussian Eastern Railway was created for freight traffic, which meant that freight cars could be handed over without reloading. The railway was initially operated with small two-axle steam locomotives and developed well. The operating center of the Strausberger Kleinbahn was the Strausberg Stadt station , where there was a locomotive shed , a goods handling facility and a reception building .

In the operating year 1895/96, the railway carried 114,332 passengers and 10,081 tons of goods, 488,403 passengers and 28,382 tons of goods in the operating year 1909/1910. The constant increase in traffic due to the commuters to Berlin and those coming from there ensured good dividends for the shareholders.

Electrification and expansion

Rekozug at the Landhausstrasse stop, 1993

Hegermühle station junction - the tram track on the left, the railroad track on the right

Shortly before the First World War , the first plans to convert the railway to electrical operation were drawn up, but as a result of the war, these could not be pursued any further. After one had to rent passenger cars from the state railway in the summer of 1920 to cope with the excursion traffic, the project became topical again. In addition, a complete realignment was planned, but the idea of ​​a guided tour along today's Ernst-Thälmann-Strasse was not implemented.

In order to bring the railway - which bypassed the built-up urban area of ​​Strausberg to the east - closer to the residential areas and the city center, the Strausberg Railway opened a new line electrified with 750 V DC on March 16, 1921 . This branches off at the Hegermühle station from the original route towards Strausberg Stadt station and from there - as a tram and using grooved rails - is largely routed along the street. The new terminus was then as now at the Lustgarten near the Strausberg Stadt train station . From April 1, 1921, the rest of the route was also used by electric trains. The Berliner Bergmann-Elektrizitäts-AG set up the lines for electrical operation, supplied the first locomotive (No. 12) and the electrical equipment for the first railcars . As new stops were added, travel time was reduced by just one minute to 17 minutes. The route length used for passenger traffic from then on was 7.1 kilometers, the old route between Hegermühle and Strausberg Stadt was retained for freight traffic.

The main point of operation of the railway was still the Strausberg Stadt station , where a new three-hour depot for the electric vehicles was built. This depot was connected to the new Lustgarten line end point by means of an approximately 100-meter-long connecting curve , so that Strausberg Stadt train station could now be reached via both lines. In 1926, the inner city route was extended twice: first the 300 m long Lustgarten - Marktplatz section went into operation on February 8, 1926 , followed by the 600 meter long marketplace - provincial institution (later the State Youth Home ) section on April 16, 1926 . A planned extension to Strausberg Nord was not made. For some time the Strausberger Railway became the property of the city, which it sold to a private company in the early 1930s.

From 1934, the expansion of the Strausberg industrial and commercial area on the small railway line began with the military armament. In addition to the Diamant shoe factory, formerly Tack, a Fritz Werner AG ammunition factory under the cover name Märkische Walzwerk GmbH and the Alfred Friedrich aircraft repair factory were located there . In the southern part of the site, directly on the railway line, there was a warehouse for foreign and forced laborers from the armaments factories, while barracks existed in the north of the city. There was a brisk freight traffic on the line, and in rush hour there were even locomotive-hauled passenger trains on the freight line with electric locomotives No. 12 and No. 15 in front of two-axle passenger cars and a four-axle express train car. Despite the proximity of the barracks and the armaments works, Strausberg was largely spared from air raids. However, during the fighting for Berlin , the railway systems, and in part also the vehicles, were badly damaged. In April 1945 the railway was stopped. After the Second World War, the Soviet armed forces maintained a supply base in the industrial and commercial area.

After the Second World War

Railcar 05 and locomotive 15 at the station, 1991

From late summer 1945 there was hourly traffic again, initially between Hegermühle and Lustgarten . It was not until 1946 that the entire route could be used again. When the nationalization of the company threatened after the end of the war in 1945 , the city of Strausberg was able to point out that it now owned around 95 percent of the shares - the Strausberger Eisenbahn thus escaped integration into the Deutsche Reichsbahn . The corporation was dissolved and the city took over the operation under the name "Strausberger Tram". In 1949 it was converted into a municipal commercial enterprise (KWU) and operated under the name "KWU der Stadt Strausberg, Railway Department". In 1951 the railway was converted into a state-owned company (VEB) and was henceforth again called the "Strausberger Railway". Until about 1948, goods traffic was carried out by the Reichsbahn with steam locomotives, and only then again with the company's own electric locomotives.

Track in the direction of the Landesjugendheim in Grosse Strasse , 1992

August 2004: Railcar 22 of the Strausberger Eisenbahn at the terminus of the S-Bahn station , in the background the transfer track to Deutsche Bahn, which was abandoned at the end of 2005

After the war, passenger traffic was initially carried out with a 40-minute train sequence, then at 30-minute intervals. The expansion of the Berlin S-Bahn traffic to Strausberg station in 1948 made it necessary to adapt to its 20-minute train sequence. The new S-Bahn line to Strausberg Nord , opened in 1955, did not prove to be a major competitor due to its location and frequency.

In 1969 the Strausberger Eisenbahn was assigned to VEB Kraftverkehr Frankfurt (Oder) and thus lost its operational independence. On October 1, 1970, the Lustgarten - Landesjugendheim section was closed; the threat of total closure in the 1980s was not carried out due to the lack of fuel in the GDR . The junkyard in Hegermühlenstrasse and the barracks of the Soviet Army ensured significant freight traffic on the Hegermühle - Strausberg Stadt freight line until 1990 . After the withdrawal of the Russian armed forces (which emerged from the Soviet Army in 1991) in the early 1990s , most of the freight traffic ceased. After the other connection owners showed no interest in further rail transport, the freight traffic was only carried out sporadically and finally abandoned completely at the end of 2005 - at that time the rail connection to DB Netz AG was terminated. As a result, the siding was cut in early 2006 and the Strausberger Railway became an island operation . The no longer required freight line from Hegermühle station through the former BHG area (today's Strausberg trading center) on Goethestrasse and the abandoned barracks area (now built with single-family houses) to the old Strausberg Stadt small station - i.e. the original small railway line - was finally dismantled in 2006 .

Today's operation

The Strausberger Eisenbahn is currently operated as follows (from or to the Lustgarten terminus, as of December 12, 2010):

Weekdays except Saturdays	Circulation 1	from 4:46 am	until 8:39 pm	24 pairs of trains
Weekdays except Saturdays	Circulation 2	from 5:06 am	until 10:19 p.m.	26 pairs of trains
Saturdays, Sundays and public holidays	Circulation 1	from 7:06 am	until 10:19 p.m.	23 pairs of trains

There is a fixed 20-minute cycle with two circuits with connections to and from every S-Bahn. At the weekend there is a rigid 40-minute cycle with only one round trip. Crossing is only possible in the Hegermühle station (formerly the train station), all other stations of the railway are simple stops (former stops ) with no meeting place . The one-way journey takes 14 minutes each, the turning time at both terminals is seven minutes.

The new Heinrich-Heine-Straße stop went into operation on December 11, 2011. At the same time, the Wolfstal stop a little further south was taken out of service.

vehicles

October 2005: The historic railcar 16 in front of the depot, this is located on the site of the former Strausberg Stadt train station. The loner number 30 of the type T6C5 can be seen on the left edge of the picture

When operations opened in 1883, the railway had two B-coupled steam locomotives, four two-axle 1st and 2nd class passenger cars and a boxcar for general cargo. In 1909/10 there were three B-coupled locomotives, five passenger cars, a freight car and a combined mail and baggage car. A C-coupled steam locomotive named "Neudamm" was added in 1913. Presumably all of them were used vehicles acquired from the Reichsbahn.

For electrical operation, the Wismar wagon factory procured three four-axle railcars and four identical trailer cars . The heavy vehicles had closed platforms with sliding doors, lantern roofs in express train design, 24 transverse and 8 longitudinal seats. They had maximum bogies , two 50 hp engines  and lyre pantographs . The railcars initially had the road numbers 1M to 3M, the trailer cars 1A to 4A. For this purpose, a two-axle Bo electric locomotive with an output of 110 hp, which was later given the road number 12, and a mail and baggage trailer (No. 1P) were acquired. From 1928 the vehicles were re-designated as 1 to 3 (railcars), 4 to 7 (sidecars) and 8 (mail and baggage sidecars). In the same year, Wismar purchased a further engine (No. 9) and two trailer cars (No. 10 and 11) that corresponded to those of the first delivery. In the 1930s, the trumpet clutches were replaced by compact clutches.

In 1940 the two-axle railcars 5 and 7 came from the Rheinbahn Düsseldorf, which were given the numbers 14 and 16 in Strausberg. Car 13 was a two-axle weed killing car. Road number 15 was given to an electric locomotive with the axle arrangement Bo, which was purchased around 1943 and which may have previously been in use on the Hamburg port railway . In 1944 four type KSW trailer cars (no. 17 to 20) were taken over, but car 20 was not used due to war damage and was scrapped. Little is known about the three two-axle passenger cars and one four-axle express train car that existed from 1941, presumably rental vehicles.

Reco multiple unit 04 in front of the wagon hall, left the track to the small station and locomotive 14, 1992

Locomotive 15 ^II type EL 4

A Tatra KT8D5 at the final stop Lustgarten

Interior of a KT8D5 railcar of the Strausberger Eisenbahn

In the war years, the vehicles were poorly maintained and were also damaged. In the course of minor modifications, the plain bearings were partially replaced by roller bearings , and sidecars 4 to 6 were given upholstered seats. In 1957, the first vehicles were scrapped with cars 7 and 11, but in the same year, the BVG -Ost brought the motor coaches 4302 and 4305 of the type TF 21 S , which were given the numbers 2 ^II and 8. Railcar 2 was scrapped after an accident in 1958, one year later the post and baggage car 8. In 1959, Strausberg received the type TF 14/24 S railcars 4120, 4124 and 4125 from BVG-Ost , but these were never used.

In 1963, LEW Hennigsdorf delivered a two-axle electric locomotive of the type EL 4 for freight traffic , which was initially given the road number 15b (later: 15 ^II ). In 1974 the identically constructed locomotive 14, initially delivered as locomotive 1 to the Stralau glassworks in 1960, was added. Locomotive 12 was handed over to Leipzig in the early 1970s, locomotive 15 (since 1963: 15a) was scrapped.

In 1966, Tw 2 ^{II was} scrapped, and from 1967 a total of eleven four-axle low-floor center-entry railcars came from the Leipzig transport company , of which only eight were used and their commissioning dragged on until 1978. Tw 9 was retired in 1968 and the KSW sidecar was handed over to the Woltersdorf tram . The sidecars 4, 5, 6 and 10 received air brakes for operation with the Leipzig railcars. The latter operated in a train set from 1971, whereby due to the lack of multiple traction capability, only the leading car ran as a railcar. Railcar 3 burned out in 1971.

After the discontinuation of freight transport, the two electric locomotives were only used sporadically from the beginning of the 1990s. In 2004 and 2005 they were given on permanent loan to the Buckower Kleinbahn .

After the planned discontinuation of passenger transport arranged energy-saving measures was averted due to the early summer of 1980, the railway 1980 to 1986 seven cars traction and four sidecar of the type received Reko in bidirectional version of Kombinat Berliner Verkehrsbetriebe (BVB).

In 1995 the company took over three Tatra type KT8D5 cars from Košice . The three vehicles built in 1989 and 1990 were extensively modernized and were given the car numbers 21 to 23. After a fire in 2006, railcar 23 was shut down until 2008.

In 2003 a prototype of the type T6C5 was taken over from Siemens . This was built in 1998 by ČKD as a demonstration vehicle for the USA in order to establish a sales market there. The deployment took place in New Orleans , where it also operated briefly in regular service. In 2001 the company was sold to Siemens. It was added to the inventory under car number 30, but was shut down for a while due to a lack of spare parts. However, it currently runs regularly on weekends when there is less capacity. For a while, this car was also used during the week during rush hour as an additional school course .

Car 05 previously used as a student course - the last still operational Strausberger Reko car TZ 69 - could be retired in 2004 after the arrival of the T6C5. Today it is a historic vehicle.

The historic railcar 16 is also in the fleet, it came from the Düsseldorf tram to Strausberg in 1940 , originally (until 1937) it was used by the Mettmann tramway . Since October 31, 2005, however, it has been parked without an operating permit.

In 2010, a Berlin Flexity vehicle was used in Strausberg for test drives . In connection with the order from the Berliner Verkehrsbetriebe , the Strausberger Eisenbahn subsequently procured two six-axle bidirectional vehicles of this type. Since the end of March 2013, the two vehicles with the numbers 0041 and 0042 in the yellow color scheme typical of Berlin have been used in regular service.

table

This table lists all vehicles that have been used in passenger traffic since the electrification of the Strausberger Railway. These were exclusively bidirectional vehicles . Vehicles marked in bold are still in stock.

Overview of railcars

number	Manufacturer	Type	axes	Construction year	takeover	Submission	Remarks
1	Wismar / Bergmann		4th	1921	1921	1980	Retired in 1980; Refurbishment to the historic railcar canceled; Scrapped in 2005
2	Wismar / Bergmann		4th	1921	1921	1958	Retired in 1958
2 II	Falkenried / Siemens	TF 21 S	2	1921	1965	1966	ex Berlin 4302; Retired in 1966
2 III	Gotha / Sachsenwerk / miner		4th	1929	1967	1975	ex Leipzig 1046 II ; Retired in 1975
2 IV	C&U / miner		4th	1929	1968	1980	ex Leipzig 1010 II ; in use from 1976; Retired in 1980
3	Wismar / Bergmann		4th	1921	1921	1971	Burned out in 1971
3 II	Bautzen / Sachsenwerk / miner		4th	1929	1971	1981	ex Leipzig 1037 II ; Retired in 1981
4th							see 14
5	Bautzen / Sachsenwerk / miner		4th	1929	1968	1981	ex Leipzig 1038 II ; Retired in 1981
7th	Gotha / Sachsenwerk / miner		4th	1929	1967	1981	ex Leipzig 1047 II ; Retired in 1981
8th	Falkenried / Siemens	TF 21 S	2	1921	1965	1980	ex Berlin 4305; 1971 as a work car; 1980 to Berlin, refurbishment to the historical railcar planned
8 II	Bautzen / Sachsenwerk / miner		4th	1929	1971	1981	ex Leipzig 1025 II ; Retired in 1981
9	Werdau / Bergmann		4th	1928	1928	1968	Retired in 1968
9 II	Bautzen / Sachsenwerk / miner		4th	1929	1971	1981	ex Leipzig 1030 II ; Retired in 1981
10	Gotha / Sachsenwerk / miner		4th	1929	1967	1971	ex Leipzig 1048 II ; Retired in 1971
10 II	Bautzen / Sachsenwerk / miner		4th	1929	1971	1981	ex Leipzig 1031 II ; Retired in 1981
14th	Duewag / SSW		2	1924	1940	1983	ex Düsseldorf 5, 1938 ex Mettmann ; 1971 in 4; Retired in 1983
16	Duewag / SSW		2	1924	1940	1980	ex Düsseldorf 7, 1938 ex Mettmann 27; 1980 as a work car; 1993 as a historic railcar; 2012 at Strausberg Airfield
01	Raw Sw / LEW	Item 69	2	1969	1980	1997	ex Berlin 223 024; Retired in 1997
02	Raw Sw / LEW	Item 69	2	1969	1981	1995	ex Berlin 223 023; Retired in 1995 and sent to kindergarten
03	Raw Sw / LEW	Item 69	2	1969	1981		ex Berlin 223 020; 1990 in 05 II ; switched off
03 II							see 05
04	Raw Sw / LEW	Item 69	2	1969	1981	1997	ex Berlin 223 021; Retired in 1997
05	Raw Sw / LEW	Item 69	2	1969	1981	1997	ex Berlin 223 019; 1990 in 3 II ; Retired in 1997
05 II							see 03
06	Raw Sw / LEW	Item 69	2	1969	1981		ex Berlin 223 022
07	Raw Sw / LEW	Item 69	2	1969	1986	2005	ex Woltersdorf 39; 1979 ex Berlin 223 025; Retired in 2005 and sent to elementary school
21st	ČKD Tatra Mountains	KT8D5	8th	1990	1995	2015	Articulated tram , ex Košice 527, sold to Prague in 2015
22nd	ČKD Tatra Mountains	KT8D5	8th	1989	1995		Articulated tram, ex Košice 503, modernized in 2014 to the KT8D5.RN2S, since then with a low-floor middle section
23	ČKD Tatra Mountains	KT8D5	8th	1989	1995	2014	Articulated tram, ex Košice 505, sold to Prague in 2014
30th	ČKD Tatra Mountains	T6C5	4th	1998	2003		ex New Orleans
0041	Bombardier	Flexity Berlin	6th	2013	2013		Articulated tram, low-floor
0042	Bombardier	Flexity Berlin	6th	2013	2013		Articulated tram, low-floor

Overview sidecar

number	Manufacturer	Type	axes	Construction year	takeover	Submission	Remarks
4th	Wismar		4th	1921	1921	1971	1970 in 11 II ; Retired in 1971
5	Wismar		4th	1921	1921	1971	1970 in 12; Retired in 1971
6th	Wismar		4th	1921	1921	1971	Retired in 1971
7th	Wismar		4th	1921	1921	1957	Retired in 1957
10	Werdau		4th	1928	1928	1971	Retired in 1971
11	Werdau		4th	1928	1928	1957	Retired in 1957; Processing to HBw canceled; Scrapped in 2005
11 II							see 4
12							see 5
17th	Uerdingen	KSW	2	1944	1944	1968	to Woltersdorf 21 II ; Retired in 1981
18th	Uerdingen	KSW	2	1944	1944	1968	to Woltersdorf 24 II ; Retired in 1979
19th	Uerdingen	KSW	2	1944	1944	1968	to Woltersdorf 22 II ; 1993 as historical Bw in Woltersdorf
20th	Uerdingen	KSW	2	1944	1944	1945 (?)	Loss of war
001	Raw Sw	BZ 69	2	1969	1981	1999	ex Berlin 269 047; Retired in 1999
001 II							see 002
002	Raw Sw	BZ 69	2	1969	1981	2005	ex Berlin 269 044; 1998 in 001 II ; Retired in 2005 and sent to school
003	Raw Sw	BZ 69	2	1969	1981		ex Berlin 269 043; switched off
004	Raw Sw	BZ 69	2	1969	1981	199x	ex Berlin 269 041; 199x retired

particularities

Even before the re-concession from EBO to BOStrab, the railway had numerous tram characteristics:

The road sign 224 of the StVO

• Despite the earlier legal classification as a railway , passenger transport is traditionally carried out with classic tram vehicles. Even before the license was changed, the Strausberg Railway was mostly perceived by the general public as a tram. It was also always referred to as such by the company itself.
• For many years the Strausberger Eisenbahn has been using the road sign 224 of the road traffic regulations known from tram and bus routes to mark its stops . Between 1938 and 1987 this symbol was also included in the BOStrab, but it is unusual in railway operations according to EBO.
• Also unusual for a railway was the use of direction indicators according to the road traffic licensing regulations , commonly known as blinkers, for the Strausberger Eisenbahn's railcars . These are not prescribed according to the EBO, but were necessary earlier for the Strausberger Eisenbahn because it has been driving in the street space since 1921 and therefore has to indicate changes in the direction of travel to other road users.
• Regardless of the use of tram vehicles , the rail profile of the Strausberger Eisenbahn corresponds to the norms common in rail traffic. The tram vehicles used have been adapted accordingly and have matching wheel tires . These are 115 millimeters wide, it is a so-called "mixed profile". In contrast to this, "real" railway tires are a little wider.
• The line number 89 has been running the train since the introduction of a uniform numbering concept for the tram lines in Berlin and the surrounding area on June 2, 1991. While the Berlin tram lines were reserved the numbers from 1 to 86, the Woltersdorf tram received the number 87, the Schöneich tram the Number 88 and the Potsdam tram numbers 90 to 99.
• In the GDR, the Strausberger Railway was one of the few railway companies alongside the Deutsche Reichsbahn. Most of the private railway companies, however, were nationalized on April 1, 1949 and integrated into the DR.
• As one of the few non-federally owned railways (NE), the Strausberger Eisenbahn was not integrated into the so-called NE kick-off tariff at the time of its status as a railway operator . That means, in the exchange traffic between the state railway and the Strausberg railway, no through tickets could be purchased. The STE had not been listed in the railway course books either since the early 1950s.
• In addition to the regular network tariff of the Verkehrsverbund Berlin-Brandenburg, the Strausberger Eisenbahn also has a special STE in-house tariff. Passengers who only take line 89 and do not change to other VBB means of transport can thus enjoy slightly cheaper tickets. For example, a single ticket currently only costs 1.30 euros instead of 1.50 euros according to the regular VBB tariff.

Company name

Logo of the Strausberg Railway

The railway company was founded in 1893 as Strausberger Kleinbahn AG. In 1920, with the involvement of the Province of Brandenburg, the district of Oberbarnim and the city of Strausberg, the Strausberger Eisenbahn AG was founded, which now ran the company. From 1946 it was called the Strausberger Tram. On January 1, 1970, it was incorporated into the rail transport branch of VEB Kombinat Kraftverkehr Frankfurt (Oder). The railway company has been operating as Strausberger Eisenbahn GmbH since January 1, 1991; today it is a wholly-owned subsidiary of the city of Strausberg.

Stop names

April 2006: Railcar 21 is waiting for its turning point at the Lustgarten terminus on the city side

Hegermühle station with railcar 07, 1992

Some stops changed their names over the years, some of them are still known today by their old name (e.g. Strausberg Vorstadt):

Today's or last name	Earlier names
S-Bahn station	Strausberg Vorstadt Kleinbahnhof, Strausberg Vorstadt, Strausberg
Landhausstrasse	Country house
Hammer mill	-
City forest	At the city forest
Hegermühle	-
Wolfstal	Gau School
Heinrich-Heine-Strasse	-
Käthe-Kollwitz-Strasse	Eckardtstein settlement, Eckardstein settlement, Eckardstein
Elisabethstrasse	-
Strausberg city	Strausberg City Kleinbahnhof
Pleasure garden	Straussee Ferry (Lustgarten), Strausberg City (Ferry)
Big street	-
Marketplace	Lenin Square
Badstrasse	-
State youth home	Provincial Institution

gallery

• 

  Transfer track to the Strausberger Railway at Strausberg S-Bahn station

• 

  Strausberg Stadt railway station station, 1990

• 

  Bus shelter at the station "Landhaus" (Landhausstrasse)

• 

  Refurbished bus shelter at the "Schlagmühle" station (Rosa-Luxemburg-Straße)

See also

• Interurban tram
• Narrow-gauge railway Klingenthal – Sachsenberg-Georgenthal (also a railway that was used with adapted tram vehicles)
• List of railway lines in Brandenburg and Berlin
• List of German railway companies

literature

• Mathias Hiller, Ivo Köhler: 100 years of the Strausberg Railway. GVE, Berlin 1993, ISBN 3-89218-019-9 .
• Ivo Köhler: Strausberger Railway. Of steam trains, cops, trams and overhead line ferries. GVE, Berlin 2013, ISBN 978-3-89218-210-8 .
• Michael Alexander Populorum: Trams in the Berlin area. Part 2: Strausberger Eisenbahn Tram 89 (= European trams, Vol. 3; = Series of publications by the Documentation Center for European Railway Research (DEEF), Vol. 10). Mercurius Verlag, Grödig / Salzburg 2014.

Web links

Commons : Strausberger Eisenbahn  - Collection of images, videos and audio files

• Website of the Strausberger Eisenbahn GmbH
• History of the Strausberg Railway on bahnstrecken.de
• History of the route on berliner-bahnen.de
• The Strausberger Railway on www.bahnfotokiste.de
• Course book table from 1944
• The Strausberg Railway on www.spvd.cz (Czech, with route map, siding and historical pictures)

Individual evidence

1. ↑ www.kleinbahn-buckow.de ( Memento from October 23, 2007 in the Internet Archive )
2. ^ Annual review 2006 by Strausberger Eisenbahn GmbH ( Memento from October 2, 2015 in the Internet Archive )
3. ↑ ^{a b c d e f g h i j k l m n o p q r s} Die Strausberger Eisenbahn in: Der Stadtverkehr 11–12 / 1980, p. 506 ff.
4. ↑ www.buckower-kleinbahn.de ( Memento from September 4, 2007 in the Internet Archive )
5. ↑ New Straba stop "Heinrich-Heine-Straße" ( Memento from July 13, 2012 in the web archive archive.today )
6. ↑ www.bahnfotokiste.de
7. ↑ Delivery order - D-Strausberg: tram cars
8. ^ Michael Dittrich: New tram cars in Strausberg . In: Berliner Verkehrsblätter . No. 5 , 2013, p. 87 .
9. ^ ^{A b} Author collective: Tram Archive 5. Berlin and the surrounding area . transpress VEB Verlag for Transport, Berlin 1987, ISBN 3-344-00172-8 , p. 331 .
10. ↑ ^{a b} fleet list Strausberger Eisenbahn GmbH. (No longer available online.) In: tram-info. March 4, 2013, archived from the original on June 23, 2013 ; Retrieved March 26, 2013 . 

Coordinates: 52 ° 31 '58 "  N , 13 ° 50' 10"  E