Teltower Kreisbahnen
The Teltower Kreisbahnen was a municipal company owned by the Teltow district , which existed from 1906 to 1921 and operated three tram lines.
history
They were created on April 1, 1906, when the then Teltow district purchased two tram companies. The new municipal own operation included a meter-gauge section, the Berlin-Lichterfelde-Lankwitz-Steglitz-Südende-Mariendorf electric tram . Its first section was opened by Siemens & Halske AG on May 15, 1881 as the world's first electric tram from the cadet institute in Lichterfelde to the station of the Berlin-Anhalt Railway , which later became the Lichterfelde Ost station . In addition to this Electric Railway Lichterfelde , there were further sections to Steglitz and Mariendorf on March 4, 1895 and April 3, 1913, among others. The original power supply by means of the running rails has been replaced over the years by the overhead line operation that is common today. In 1914 the route was 15 kilometers long.
The standard gauge, second part was the tram Berlin-Lichterfelde-Seehof-Teltow-Stahnsdorf-Kleinmachnow (lock) . It had emerged from the Dampfstraßenbahn AG of the central administration for Secundairbahnen Herrmann Bachstein , which had started operations on July 8, 1888 to Teltow, in 1891 to Stahnsdorf and on October 15, 1905 to the Kleinmachnow lock .
One year after the transition to the Teltow district, on March 30, 1907, the latter also introduced electric operation on this route in passenger traffic. For this purpose, a new depot was built in Stahnsdorf in 1907. The line number was at times 100 or Z.
In freight transport, steam locomotives continued to be used until freight transport was taken over on July 21, 1909 by the Teltower Industriebahn , to which there was a track connection. An extension took place on November 2, 1912 with the route Handelplatz - Lichterfelde Süd . This meant that the standard gauge section was also 15 kilometers long.
The Altglienicke (church) –Adlershof-Altglienicke station tram , which began operating on June 5, 1909 on a standard-gauge, electrified line two kilometers in length , formed a spatially separate third part of the Teltower Kreisbahn . Three years later, the Cöpenick municipal tram extended its network to Adlershof station and established a track connection to the Teltower Kreisbahnen route.
In 1909 the Teltower Kreisbahnen took over the operation of the Steglitz tram . After new vehicles were procured, the cars previously used there were used on the Lichterfelde Süd – Händelplatz line.
The statistics from 1914 show a vehicle fleet of 34 electric railcars, 14 sidecars and seven work cars.
With the founding of Greater Berlin in 1920, all local tram companies were also combined. The Teltower Kreisbahn was initially a special case: the administration was still in the independent Teltow district, even if it had lost a large part of its territory to Berlin. The Teltower Kreisbahn now ran almost its entire network in foreign territory, namely in Berlin. Only after lengthy negotiations did the "Teltower Kreisbahnen" and its entire route network become part of the Berlin tram on April 16, 1921 . The narrow-gauge lines were partially re-gauged, partially closed on February 14, 1930 and replaced by bus lines.
Further history of line 96 in Teltow
In the Teltow district, only the seven-kilometer stretch from Stahnsdorf via Teltow to the city limits remained, which played a special role as an island operation after the Second World War .
It continued to be operated by the Berlin tram. In 1929 the section from Teltow to Potsdamer Strasse / Lindenstrasse was expanded to two tracks, only the section from Stahnsdorfer Hof to the lock always remained a single track. As a result, from 1930 the trams could run as line 96 continuously from Stahnsdorf via Teltow and Tempelhof to Berlin-Mitte. Closed at the end of the war in 1945, line 96 was put back into operation on January 24, 1946, now shortened to Tempelhof station .
After the currency reform in 1948 , the line passed through two currency areas, the fare was always to be paid in the currency that was valid at the boarding stop. From 1949 the city limits even became the border between West Berlin and the GDR . After the BVG split up on August 1, 1949, the line remained with BVG-West.
After the arrest of a BVG conductor in the GDR in October 1950 at another location, BVG-West also withdrew line 96 to the city limits on October 16, 1950. A replacement rail service was set up for the GDR section of the route, which was particularly congested during rush hour and therefore could not meet the demands of the passengers in the long run.
For example, a switch was built on the city limits in GDR territory and the former Stahnsdorf tram station was reactivated. On December 18, 1950, a makeshift tram service was started from the Machnower lock to the Berlin city limits. The operator was initially the nearby Potsdam tram , but only for a period of 4 days. Then the BVG-Ost took over the line. Their depot was much further away, but it was possible to use the connected network across West Berlin for workshop trips, which was not possible from Potsdam. The passengers could drive right up to the border on both sides and then cross it on foot.
The border was temporarily closed and reopened on September 11, 1954. However, it remained closed to West Berliners. The continuous track connection was destroyed, so that the "political island operation" now became a real island operation. BVG-Ost was only able to maintain this with great difficulty. Transfer trips were only possible by truck, which was expensive. However, there were still a large number of people changing between lines 96 (east) and 96 (west), whereby the cardinal points are always to be understood politically - line 96 (east) was the geographically western part of the old line 96. The BVG - The route traveled east every 30 minutes and every 20 minutes during rush hour.
On August 13, 1961, the GDR closed all borders with West Berlin, and the Berlin Wall was built . Line 96 (east) lost most of its passengers as a result. On October 31, 1961, the tram was discontinued and replaced by buses. The last remains of the track can still be found today at Ruhlsdorfer Platz in Teltow.
Line 96 (West) was converted to buses in 1966 as one of the last tram lines. It was also the only West Berlin tram line whose line number was retained - it was only renamed to 184 in the 1990s. It still runs under this number from Teltow to Tempelhof on the route of the former Teltower Kreisbahnen.
literature
- Sigurd Hilkenbach, Wolfgang Kramer: The trams in Berlin . alba, Düsseldorf 1992, ISBN 3-87094-344-0 , p. 41 f .
Web links
- The Teltower circular path to Kleinmachnow, lock on www.berliner-verkehrsseiten.de
Individual evidence
- ↑ a b c d The Teltower Kreisbahn to Kleinmachnow, lock at www.berliner-verkehrsseiten.de
- ↑ a b c d e f g Norbert Loßberger (1905 - 1978): The tram from Lichterfelde Süd - Machnower Schleuse online as a scan (around 1960)
- ↑ Historical network maps from 1925 and 1936 at www.berliner-verkehrsseiten.de (PDF)