Woltersdorf tram

Rahnsdorf, Bahnhof - Woltersdorf, Schleuse tram line 87
Tram cars at the Rahnsdorf S-Bahn station
Route map of the Woltersdorf tram
Route length:	5.6 km
Gauge :	1435 mm ( standard gauge )
Power system :	600 volts  =
Maximum slope :	67  ‰
Legend Rahnsdorf, train station Fichtenauer Weg (closed after 1942) Waldweiche (since 1954) State border Berlin / Brandenburg Birch frame (closed after 1942, previously: Birkenallee) Goethestrasse (opened after 1942) Field switch (until 1954) Eichendamm (since 1954) Lerchenstrasse Berliner Platz (since 2006) Fasanenstrasse Thälmannplatz (formerly: Lindenallee) Depot Church (closed after 1942) Flower Street Hospital (formerly: Kurhaus) Woltersdorf , Schleuse (formerly: Woltersdorfer Schleuse)

The Woltersdorf tram is a standard-gauge regional tram . It operates on the eastern outskirts of Berlin and connects the Berlin-Rahnsdorf station with the Oder-Spree district nearby Brandenburg municipality Woltersdorf . With its route length of only 5.6 kilometers, which has remained unchanged at both ends since it opened in May 1913, despite various expansion plans, the company is one of the smallest tram operators in Germany, making Woltersdorf the smallest German municipality with its own tram. In addition, it is one of the last companies to use the Gotha car manufactured in the GDR . The owner and operator has been Woltersdorfer Straßenbahn GmbH , abbreviated WS , since 1991 , half of which belongs to the municipality of Woltersdorf and half to the Oder-Spree district. On January 1, 2020, Schöneicher-Rüdersdorfer Straßenbahn GmbH took over operational management for 22.5 years.

Due to the scenic route through the Berlin Forest Köpenick and the community of Woltersdorf to the edge of the Rüdersdorfer Heide , the tram also plays an important role in the excursion traffic of Berliners. Mainly, however, it serves as a feeder from Woltersdorf to the Berlin S-Bahn at Rahnsdorf station .

history

Planning and construction

Towards the end of the 19th century, there was increased settlement activity in Woltersdorf and the neighboring rural communities and manor districts, mainly due to the influx of Berliners. The first traffic connection in the village was a steamboat connection from Kalkberge via Woltersdorf to Erkner from 1876 , which was later separated at the Woltersdorf lock . In 1882 a trucking company from Kalkberg set up a horse-drawn bus line on the same route, which, unlike ships, could be operated all year round. Shortly thereafter, a second line followed between Woltersdorf and Erkner station , in which the community contributed financially. In 1896 the community also laid out a footpath from the village center to Neu-Rahnsdorf train station (today in the Berlin-Wilhelmshagen district).

Considerations for a rail connection to Woltersdorf around 1898/99 envisaged a small railway from Erkner via Woltersdorf and Kalkberge to Herzfelde . Shortly thereafter, the project resulted in plans for a narrow-gauge electric tram from Erkner to Kalkberge. In addition to the tram, the affected communities should also be connected to the power grid, for which the construction of a power plant in Erkner was planned. Within Woltersdorf, this route should run through today's E.-u.-J.-Rosenberg-Strasse and Rüdersdorfer Strasse. The project failed because the municipality of Erkner to build a gasworks decided and to disputes between the municipality Woltersdorf and planning Co. electricity company Wandruszka & came.

Also in 1898 the community of Woltersdorf drew up a development plan for the areas west of the village center. In 1903 the merchant Bruno Wilhelmi founded the Schönblick villa colony on this site. Due to the increase in population, there was a greater need for transport in the direction of Berlin. In 1905, the Schönblick landowners' association suggested the construction of a tram from Rahnsdorf station via Schönblick to Woltersdorf. The merchant Siebe submitted a draft contract to the municipality, which it also approved. After initial difficulties, the Rahnsdorf – Woltersdorf GmbH electric tram was founded on May 24, 1909 . On July 29, 1909, the local government decided to support the construction of the railway. On April 2, 1910, the company then applied to the responsible supervisory authority to build the railway. The execution failed because Siebe went bankrupt shortly afterwards and no suitable replacement could be found. The company therefore dissolved again on August 7, 1911.

Since Woltersdorf wanted to participate in the project with 50,000 marks, the Schönblick merchant Heinrich Polte again suggested building the railway in July 1911. He campaigned for the community to build and operate the tram itself; the necessary capital should be raised by subscribing interest guarantees. On September 27, 1911, the municipal council decided unanimously to build the railway. The community created building capital of 250,000 marks for ten years by subscribing to certificates of commitment. The rentier Gustav Janke had the largest share in the creation of this sum with 60,000 marks. He therefore claimed the delivery of the annual balance sheets, the sending of ongoing reports from the community and a seat and one vote on the tram construction commission. In addition, the municipality had to undertake to give Orenstein & Koppel - Arthur Koppel AG the preference to build it. In order to simplify the financing, the neighboring colonies of Fichtenau and Grätzwalde as well as the community of Klein-Schönebeck (today all districts of Schöneiche near Berlin ) should participate in the construction of the railway. In turn, these demanded that the railway should run over their area.

So there were three different routes up for debate:

• The southern variant led from the train station in a straight line to Fichtenauer Straße (today Berliner Straße) in Schönblick, then via this and the main street and Schleusenstraße to the lock. It reached Woltersdorf municipality after 2.1 kilometers and was the shortest variant at 5.6 kilometers.
• The northern variant led from the train station first to Fichtenau and from there on to the southern edge of Grätzwalde. After 3.8 kilometers it reached Woltersdorfer area and continued along Schönblicker Straße, An den Fuchsbergen and Vogelsdorfer Straße to the main street and on like the first line. Their length was 7.2 kilometers. In addition, this line should include a 2.4-kilometer branch from Fichtenau to Klein-Schönebeck.
• As a compromise line, a middle variant was proposed, which initially ran like the southern variant from Rahnsdorf to the outskirts of Schönblick and met the northern line via today's Chamissostraße, Heinrich-Heine-Straße and Ebereschenallee. Their length was 6.1 kilometers.

The municipality of Kalkberge was also offered a financial contribution. Instead, it decided to connect to the Friedrichshagen – Schöneiche benzene railway .

Polte was vehemently in favor of the shortest route and pointed out that guiding the railway over foreign territory would entail additional costs for using the roads. After Janke had spoken out in favor of this line, most of the draftsmen followed him. On November 5, 1911, the municipality then applied for approval of the tram to the small railway supervisory authority. After three months of negotiations, the Prussian Minister for Public Works Paul von Breitenbach spoke out in favor of approval on February 21, 1912. On March 20, 1912, the district president of Potsdam Rudolf von der Schulenburg issued the certificate of approval for the electric tram from Rahnsdorf station to Woltersdorf Schleuse ; it was published on March 29, 1912 under the number 700 in the Official Gazette of the Royal Government of Potsdam and the City of Berlin. A few days later the Greater Berlin Association , which was also responsible for public transport apart from the state railways, began its work.

As agreed with Janke, the municipal council granted Orenstein & Koppel permission to build the railway on July 29, 1912 after a settlement with other providers. Problems arose at the eastern end of the route in Hauptstrasse and Schleusenstrasse, where the topography required two sections of gradient with a gradient of 67 per thousand. The track had to change the side of the road in these sections in order to reduce the incline. The supervisory authority also requested the installation of magnetic rail brakes in the vehicles . On December 6, 1912, the agency set fares and stops for the first time; on April 10, 1913, it specified the dates and published the timetable. In addition, she provided 1,000 marks for advertising. Further decisions regarding car advertising, liability insurance for the cars and the program of the opening ceremony followed on May 2, 1913. On May 17, 1913, the tram from Rahnsdorf station to Woltersdorf Schleuse could begin regular operation with four motor coaches and six sidecars .

Beginnings until 1945

Woltersdorf tram timetable, valid from May 1, 1916

With the outbreak of the First World War in the summer of 1914, the first problems arose in the company. The traffic figures fell drastically, and a large part of the staff was drafted. As in other companies, women, mostly relatives of the people concerned, took over the work as conductors. As not all of the cars were needed due to the drop in passengers, the Prussian military administration ordered two sidecars to be given to the Spandau tram on loan . They worked there from January 1917 for a monthly rent of 100 marks each and came back to Woltersdorf at the end of the war.

In the period that followed, the number of passengers rose sharply, but income fell due to the simultaneous rise in inflation . The first price increase for the single ticket occurred as early as May 1916. Starting in the 1920s, further fare adjustments were made at ever shorter intervals. At the same time, the company was unable to carry out repairs and to pay the staff appropriately. Between November 8, 1923 and March 31, 1924, part of the staff was therefore dismissed and drove as a one-man operation. A complete cessation of operations could, however, be prevented.

After 1923, the tram registered more passengers again, which was due, among other things, to the fact that the municipality granted unemployed skilled workers free travel to their qualifications in Berlin. The stops at Blumenstrasse, Lerchenstrasse and Lindenallee (today Thälmannplatz) were given permanent waiting halls in 1925. In the same year a curved track was installed from the depot in the direction of Rahnsdorf. In addition to the elimination of sawing drives , it was possible to turn the carriages to avoid uneven wear of the wheel sets. The following winter, the company purchased a fifth railcar . In 1927 the open platforms of the sidecar were closed. On July 4, 1926, the railway had to temporarily interrupt operations. A storm led to flooding in the village and made streets and rail tracks impassable. In the 1920s, the railway was also used to transport mail bags .

On April 19, 1929, the company received approval for the preparatory work to extend the route via Erkner, Fangschleuse and Grünheide to Alt Buchhorst. Due to the lack of financial resources and a complicated bridge over the flak canal , it was not implemented. In the same year, the Berliner Verkehrs-Gesellschaft (BVG) started operating the tram route from Friedrichshagen station to Rahnsdorf / Waldschänke. The track networks of both companies were separated from each other by just under a kilometer. Plans are said to have arisen as early as 1919 to extend the railway beyond Rahnsdorf to the Müggelsee lido . The operator, however, doubts the existence of this plan.

During the Second World War , the Woltersdorf tram recorded the highest number of passengers in its history. In 1944 it carried 2.9 million people, including many Berliners, who sought protection from the bombing in the area. In order to increase performance, the railway received the prototype of the war tram car  (KSW) previously used by BVG in the same year . In April 1945 traffic came to a standstill due to the war.

Post-war period and GDR

After provisional repairs to the power supply systems and the overhead contact line, as well as after salvage of the wagons parked on the forest stretch, the first trains could run again in July 1945. Part of the vehicle fleet was damaged by an air mine detonated near the tram station , but none of the vehicles had to be retired.

The forest switch built in 1954 also served as a border control point until the 1970s, in 1993

For the transition between the city ​​of Berlin, which is under the four-power status , and the Soviet occupation zone or the German Democratic Republic , border controls were carried out at the Rahnsdorf S-Bahn station from 1949. From April 6, 1953, this took place at the field switch in Schönblick and from mid-1954 on the specially constructed forest switch not far from the city limits, where a control house for the border guards was built. After the Berlin Wall was built, border controls were still carried out in isolated cases until the 1970s.

Also in 1949, the tram and power station operations, which had been jointly administered by the municipality, were organizationally separated. The operator was now the VE Kreis-Verkehrs- und Transportbetrieb . In 1952, the railway was transferred to a community-owned company , the VEB (G) Verkehrsbetrieb Woltersdorf . In 1956 the Fürstenwalde district took over the management. On June 1, 1963, the railway was merged with the Schöneich tram to form VEB (K) Verkehrsbetrieb Schöneiche-Woltersdorf (VSW). Although the two railways were spatially and operationally separate from each other, the amalgamation of the administrative expenses reduced and workshop capacities to be better utilized.

Railcar 7 being relocated in Rahnsdorf, 1972

In 1969 the VSW was affiliated to VEB Kraftverkehr und Spedition Fürstenwalde as a rail transport division. In the following year, this was again merged with the other transport companies in the Frankfurt district as part of the formation of the combine . The official name of the tram operation has since been VEB Kombinat Kraftverkehr Frankfurt / Oder, VEB Kraftverkehr Fürstenwalde, branch rail traffic, operating point Woltersdorf . In addition to the Woltersdorfer tram, the aforementioned Schöneich tram and the Strausberger railway belonged to the rail transport branch .

As a result, the company received fewer funds to maintain its systems. Above all, however, the wages could not keep up with the level of the local industry, so that a large part of the staff emigrated. The lack of staff therefore led to the introduction of conductors-free operation (OS operation) on October 7, 1969 and the installation of payment boxes in the car. Since these made dodging more than easy, on April 6, 1976, the railway introduced punching devices in the vehicles. Collective cards of the Dresden and Berlin transport companies served as tickets.

In 1977 the first Gothawagons arrived from Schwerin , which were supplemented by other vehicles by the end of the 1980s, including from Dessau and Dresden . The vehicles are still in use today. At the same time, the refurbishment of the first historic cars began.

On June 6, 1980, the Blumenstrasse stop, which had previously been in a curve, was relocated. This meant that there was no need for conductors in the sidecar, as the driver could watch the passenger change in the rearview mirror. In the following year, a break room for the employees was built at Rahnsdorf train station.

1990 until today

Rehabilitation of the forest stretch near Rahnsdorf, 1990

With the turnaround , the combine operations and the companies connected to it came under the administration of the Treuhandanstalt . On January 1, 1991, the Woltersdorf operations center transferred it to Woltersdorfer Straßenbahn GmbH . With the Schöneicher-Rüdersdorfer Straßenbahn GmbH (SRS), which emerged from the Schöneiche site on the same day, there was a joint administration based in Schöneiche near Berlin. Kraftverkehr Fürstenwalde / Spree GmbH , which in turn was subordinate to Märkische Transport- und Maintenancegesellschaft mbH (MTI), was a shareholder in both railways . The Treuhandanstalt wanted to transfer the companies, all of which were successor companies to the Transport Combine, to municipal sponsorship as quickly as possible. Until then, she saw the respective local authorities as obliged to maintain local transport. These in turn pointed out that the Treuhand, as the owner of the operations, had to pay for their financing. Since the Fürstenwalde district itself could not provide any funds for local transport, on February 1, 1991 all local public transport in the district was threatened, including the tram in Woltersdorf.

Logo of Woltersdorfer Straßenbahn GmbH

The Treuhandanstalt initially agreed to continue financing the transport company, so the appointment date was postponed to February 8, 1991. Since no agreement could be reached between the Treuhand and the state of Brandenburg by then, the bus traffic in the district ceased operations on that day. The trams of Schöneiche and Woltersdorf, however, were granted a grace period. The trust then agreed to make an equalization payment on a credit basis with a deadline of March 18, 1991. Since then, the tram has received operating subsidies from the state every six months.

On June 2, 1991, the line received the number 87 as part of a uniform line number assignment for the trams of Berlin, Woltersdorf, Schöneiche, Strausberg and Potsdam. Since the previous year, the railway was a member of the Berlin-Brandenburg transport association, which among other things makes the Berliner Zeitkarten was extended to Woltersdorf and other areas.

Also from 1990 the first 2.1 kilometer section between Rahnsdorf and the Berlin city limits could be renovated. Another 1.5 kilometers in Schönblick and at the level of Blumenstrasse followed in 1991, and they were partly paid for with funds from the Municipal Transport Financing Act . In 1992 the section in Schleusenstraße was renewed and the tram was equipped with a radio system.

On June 30, 1993, the Treuhandanstalt transferred the Woltersdorfer tram retroactively to January 1, 1992 to the Fürstenwalde district and the Woltersdorf community, each of which received half of the shares. After the district reform of December 5, 1993, the newly created Oder-Spree district took over the shares of the former Fürstenwalde district.

Railcar 28 ^II at Berliner Platz, 2012

From 1995 the Woltersdorf tram began to gradually renovate the contact line systems and to completely renew the stops. At the same time, the railcars at Mittenwalder Gerätebau (MGB) were fully inspected and modernized. A cooperation agreement with the Verkehrsverbund Berlin-Brandenburg (VBB) has existed since March 26, 1998 . As of January 1, 2004, the agency agreement with SRS was terminated and a separate administration was set up as a result.

In December 2005, preparations began for the construction of a siding at Berliner Platz, located between the Lerchenstrasse and Fasanenstrasse stops, where a new building area was being built at that time. After half a year of construction, the turnout went into operation on May 15, 2006. The stop has been in service since June 23, 2006. At the same time, the scheduled use of sidecars ended. Instead, an additional solo multiple unit has been running between the Rahnsdorf S-Bahn station and Berliner Platz during rush hour, reducing the distance between cars from 20 minutes to ten minutes.

In 2012 the company employed 20 people. Around 630,000 people are transported annually.

For some years now, the carriages have been provided with Christmas decorations on the inside during the Christmas season and a loudspeaker at each end that is used to provide Christmas music. An LED light chain is attached outside.

On January 1, 2020, Schöneicher-Rüdersdorfer Straßenbahn (SRS) will take over the operation of the tram for 22.5 years. The Oder-Spree district decided this after a negotiation process with a call for competition, in which the SRS was the only participant. The operating facilities and vehicles remain the property of WS and are to be taken over and maintained by way of a usage contract .

Infrastructure

Route

A sign in Schleusenstrasse warned that the track would change sides twice in 1990

The route begins at the Rahnsdorf S-Bahn station on the Lower Silesian-Märkische Bahn , about one kilometer as the crow flies from the Rahnsdorf / Waldschänke final stop of the Berlin tram . The connection point of the Woltersdorf tram is north of the road to Fichtenau. The route first crosses the Fredersdorfer Mühlenfließ as well as the aforementioned road and then leads in an east-northeast direction for about two kilometers in a straight line through the Köpenick forest . At the edge of the forest area, the train crosses the border to Woltersdorf.

The track continues along Berliner Straße through the Schönblick district. The first 1.3 kilometers to the Berliner Platz stop, the train runs on a special track body with Vignole rails north of the carriageway, then on grooved rails in a lateral position. At the Eichendamm stop, Berliner Straße turns in a south-easterly direction.

At Thälmannplatz there is a track triangle for turning the vehicles and connected to it the junction to the depot in Vogelsdorfer Straße. From Thälmannplatz, the route continues through Rudolf-Breitscheid-Strasse (formerly Hauptstrasse). At the Blumenstraße stop, the train turns into Schleusenstraße and changes the side of the lane to the next hospital stop. The final stop is in the immediate vicinity of the Woltersdorf lock . The section between Thälmannplatz and Schleuse has two descents with a gradient of up to 67 per thousand. The track changes the side of the road in this section to lengthen the incline.

The entire route is single-track and has five turnouts. In addition to the two coupling ends, these are located on Thälmannplatz, Berliner Platz and in front of the Woltersdorf border in the Köpenicker Forest. The forest turnout serves only as a company turnout and not as a stop. There are a total of ten stops along the route, all of which have waiting rooms.

Depot

Depot in Vogelsdorfer Straße, 2010

The Woltersdorfer tram depot is not far from the Thälmannplatz stop on Vogelsdorfer Straße. It includes a four-car hall, workshops as well as shower and changing rooms. To the left of the hall there is an open area for parking the cars.

The farm was in operation in 1913 and was fenced in in 1915. From 1926 onwards, the employees carried out woodwork and paintwork themselves, and had their own workshop since 1950. Wheelset and forging work had previously been carried out in the wagon hall, as it offered enough space. The workshop includes carpentry, paint shop and locksmith's shop as well as a larger hall for work on the car bodies and chassis and wheel sets. The company is able to carry out almost all work in its own workshop. External companies only undertake repairs to the electrical units. A stationary Scharfenberg coupling has been in place since 1981 to check the electrical systems and to preheat the sidecar . In 1997/98 the depot was completely renovated.

Traction power supply

Until 1949, the municipality jointly managed the tram and the power station. The building was located on the municipal property at the corner of Hauptstrasse and Seestrasse and, from 1912, replaced an older power station at the lock. The electricity was generated by two 100 HP suction gas motors from MAN , which drove two DC dynamos with an output of 60 kilowatts at 700 volts via flywheels and steel belts . A backup battery served as support.

Since the responsible personnel changed several times during the First World War and only inferior fuels and lubricants were available due to the shortage of materials, the crankshaft of one of the suction gas engines broke apart in the spring of 1917. The other engine also malfunctioned several times, so that the operating times of the railway had to be restricted several times. After the responsible operations manager, Keller, died in August 1918, the railway had to do without a replacement until November 1918. On December 24, 1918, the community of Woltersdorf was therefore connected to the network of the Berlin electricity works, so that the plant has only served as a converter station since then.

In February 1922, the community decided to purchase a mercury vapor rectifier system as a replacement for the worn-out motors , for which they took out a loan of 756,000 marks. As a result of inflation, it corrected this amount four times, so that the price in January was 14 million marks. The actual value was 45,000 gold marks. In March 1923, the plant could be installed. It was fed by two transformers from the high-voltage network of the Märkische Elektrizitätswerke. The three glass bulbs were the first of their kind to work with a voltage of 750 volts and a current of 150 amperes. The continuous output of all pistons was therefore around 330 kilowatts, with the maximum load on the tram being around 300 kilowatts.

With the administrative separation of the power station and tram operation in 1949, the power supply had to be separated from each other. In 1958, the installation of a mercury vapor rectifier system on the depot area began. The system worked fully automatically and had been in operation since 1963.

The power is supplied via a single catenary and grinding arm at a voltage of 600 volts direct current . The line has three line separators , six more are located in the area of ​​the depot. Since the railcars were initially equipped with lyre brackets , the catenary had to be hung higher at the end stops in order to enable the bracket to be folded down. After the commissioning of a new railcar with pantographs in 1926, the other four railcars were also equipped with these pantographs. In 1969/70 and from 1995 to 1998 the contact line systems were renewed. In the last measure, the mercury vapor rectifier was replaced by thyristors and the nominal voltage was reduced from 750 volts DC at the factory, as the Gotha cars used are standard equipment for 600 volts. The cantilevers, which up to now mostly originate from the opening period, have been replaced by those in historical form.

Passenger service

Tariff

Tariff information, 2012

Tariff development

date	Fare (total distance)
May 17, 1913	0.20 marks
May 1, 1916	0.25 marks
Jan 15, 1919	0.30 marks
(Omissions)
Nov 23, 1923	150,000,000,000.00 marks
Jan. 1, 1924	0.25 RM
Jan. 1, 1929	0.30 RM
1944	0.25 RM
Jul. 1945	0.25 RM
Jul. 1948	0.25 DM / east
Feb 1, 1991	0.50 marks
Jan. 1, 1992	1.20 marks
Jan. 1, 1993	1.40 marks
Jan. 1, 1994	1.60 marks
(Omissions)
Apr 1, 2008	1.20 euros
Jan. 1, 2015	1.30 euros

The Woltersdorf tram has been charging a route-dependent tariff since the beginning, with the layout and fare of the individual sections varying. In 1913, a fare of 20 pfennigs was planned for the entire route, and the railway also offered weekly and monthly tickets. The first price increase for season tickets took place in January 1915, and in May 1916 that for single tickets from 20 to 25 pfennigs. Sections cost 10–20 pfennigs depending on the length. As a result of the progressive inflation , the community was forced to further raise tariffs after the end of the war. While the single trip cost 30 pfennigs on January 15, 1919, it was 150 billion marks on November 23, 1923. With the introduction of the Rentenmark , the price was set at 25 pfennigs. From January 1, 1929, a single trip cost 30 pfennigs.

In 1944, the railway simplified the tariff. The single fare was reduced to 25 pfennigs, while the number of types of tickets - such as partial or season tickets - was reduced from 22 to five. This fare was valid - in the current currency - until February 1, 1991. Since then the price has risen several times to its current level.

The current single fare of 1.30 euros for full-paying guests and 1.00 euros for reduced rates has been in effect since January 1, 2015; Short-haul tickets for four stops within Woltersdorf cost 90 cents in both cases. In addition, daily and monthly tickets are offered that are only valid for the tram. The VBB tariff applies in parallel to this company's own tariff, the entire route is in the Berlin C tariff area.

Operational management

The 1913 timetable provided for a half-hourly car sequence during the day and hourly during off-peak times. After the outbreak of World War I, the train only ran every two hours due to the lack of staff. After the end of the war there was again a half-hourly service, which was compressed to a quarter-hourly service during rush hour. At the beginning of the summer timetable in 1927, an operator also operated between Rahnsdorf station and the field switch. This timetable was valid until operations ceased in April 1945. Mainly two-car trains consisting of a multiple unit and a sidecar were used.

After resuming operations in July 1945, the railway ran three trains every 20 minutes. The length of the trains used was based on the seasons. In the summer months, three-car trains ran continuously, in winter, however, mainly single-unit railcars, which were hung with one or two sidecars in the morning or in the afternoon. From 1966 to 1980, a single multiple unit drove between Rahnsdorf and Fasanenstrasse during rush hour, which meant that there was a ten-minute cycle on this section. Since the line has not been equipped with signals to this day, the installers drove in the successor operation. The train in front had a yellow sign with a green triangle on the front wall, which signaled to the oncoming train that it had to wait for another train to cross. The Gothawagen, which was taken over at the end of the 1970s, basically only drove with a sidecar due to their larger capacity, although in winter these were only used during rush hour traffic.

Outside of rush hour traffic, the sidecars that were not needed were parked in the depot or, as here, at the Rahnsdorf S-Bahn station, in 1990

In 1969, the railway introduced OS operation (without conductors), which brought the use of payment boxes in the car. As a result the dodger rate rose significantly, the operation proceeded to 1976 to introduce Druckknopfentwerter. Since then, tickets have to be purchased in advance or from the driver. Conductors were still available until May 29, 2006 to move the sidecars at the terminal stops.

Line 87 currently runs on weekdays with two railcars between Rahnsdorf S-Bahn station and Schleuse every 20 minutes; during rush hour, an additional railcar is used as an electric car between Rahnsdorf S-Bahn station and Berliner Platz, which takes ten minutes condensed. At the start of operations around 4 a.m. and before the end of operations around midnight, the cars drive every 40 minutes. On the weekends, the line runs between 5 a.m. and midnight, with a 20-minute cycle between 9 a.m. and 8 p.m., otherwise 40-minute cycles. The available sidecars are only used on special occasions with increased traffic. The travel time from Rahnsdorf to the lock is 16 minutes, on the weekends 15 minutes, which corresponds to an average cruising speed of 21 or 22.4 km / h.

vehicles

Depot with motor car 31, behind it work motor car 9, side car 90 and motor car 7 (from right to left), 1990

The Woltersdorf tram currently has six multiple units and two sidecars for regular passenger service. The vehicles are Gothawagen type T57 / B57 and came used to Woltersdorf from 1977. In addition, there is a tractor, a tower car , a box truck and a snow plow as work vehicles, as well as two historical trains, each consisting of a motor car and a sidecar, a third motor car is being refurbished. The historic Maximumwagen  2990 from Berlin has also been on loan since the company's 95th anniversary in 2008 . Until it was returned in 2013, it was used alongside the other historic vehicles for special trips and the like. The cars are all bidirectional vehicles .

development

1913 to 1945

The first series comprised four multiple units and six sidecars, which the general contractor Orenstein & Koppel delivered. The ten cars came from the plant in Spandau and ran under numbers 1 to 4 and 21 to 26. The railcars already had closed entry platforms , the interior was separated from this by sliding doors. The windows could be pushed down. The wooden seats were arranged in a 2 + 1 compartment shape and offered a total of 18 passengers. The drive took place via two direct current series motors of the type U 140 from AEG with an output of 33 kilowatts each and a slip ring drive switch. Because of the steep incline in Schleusenstraße, the railcars had rail brakes . Lyrabügel were used as pantographs and were replaced by pantographs in 1925.

Unlike the railcars, the sidecars were only intended for summer operation and accordingly had open platforms and no heating. By order of the Prussian military authorities, the company had to sell sidecars 25 and 26 to the Spandau tram for a monthly rent of 100 marks in January 1917. They came back to Woltersdorf after the end of the war. In 1927 the platforms were closed and electrical heaters installed. The chassis were lengthened with Peckham suspension.

In 1925/26 a railcar with steel superstructures manufactured by Christoph & Unmack added to the fleet. The car with the number 5 had closed platforms and a lantern roof pulled over the platforms . The electrical equipment was again supplied by AEG, and two motors with 34 kilowatts each were installed. The railcar was considered the prototype of the type 22 of the Leipzig tram .

In 1940/41, the former railcar 2 of the disused Salzburg tram came to Woltersdorf, where it continued under number 6. The car, designed by MAN in 1908, had half-open platforms and less space than the other cars, which is why it was primarily - from 1956 onwards - exclusively used as a work car.

On January 27, 1944, an air mine detonated near the depot , as a result of which part of the vehicle fleet was damaged and could no longer be used. In order to maintain operations, the Woltersdorfer tram received the prototype of the war tram car (KSW). Since this was still subjected to a three-month test phase in Berlin, a Berlin Maximum railcar drove during this time. In mid-1944 KSW came to Woltersdorf with the number 7.

1945 to 1977

Apart from damage, the Woltersdorf tram recorded no war losses in its vehicle fleet. From the end of 1950 to 1951, railcar 3 and trailer 23 came on loan to Stahnsdorf , where they operated as an island on line 96 from Seehof to Machnower Schleuse.

In 1956, the Woltersdorf tram took over the type TF 26 railcar from the BVG. The company Orenstein & Koppel had manufactured the car in 1926 for the flat railway of the elevated railway company , where it was number 14. In 1929 he came to the BVG. It was given wagon number 6 ^II in Woltersdorf , the previous motor coach 6 was already running as a work motor vehicle without a wagon number at that time.

In 1959, another used vehicle was the 107 ^II railcar of the Potsdam tram that came to Woltersdorf. The car was built by Lindner in Ammendorf in 1907 to start electrical operations in Potsdam . In Woltersdorf he was given the number 8.

Railcar 16 on arrival in Rahnsdorf, 1973

Since the previous fleet was on the one hand worn out and on the other hand very diverse, the railway acquired six type TF 13/25 railcars from BVG in 1962 . The wagons were from 1913, were, in contrast to the Woltersdorf wagons of the same year of construction, in better condition and also offered more space. They were initially given the car numbers 10 to 15. Car 10 was initially used without major modifications, while the following vehicles were subject to major modifications. Among other things, the platforms were converted and sliding doors were installed instead of transfer doors. The entire interior including the seating was changed. In addition, the vehicles received a 24-volt electrical system to supply the auxiliary circuits for indicators, exterior lighting and the departure signals. As the workshop could only convert one car at a time, the entire process dragged on until 1968. In the following year, the modifications were also made to railcar 10, which was then given the number 16. The KSW railcar was also subjected to minor changes at this time.

As a replacement for the sidecars from the opening year, Woltersdorf received three KSW sidecars each from Magdeburg and Strausberg in 1968 and 1969 . They received the car numbers of the sidecars that had previously been taken out of service. Cars 21 ^II , 22 ^II , 24 ^II and 26 ^II received new upholstered seats, interior trim made of Sprelacart and light strips. The side windows were divided in the upper quarter because the required safety glass could not be supplied in the required sizes. Sidecar 23 ^II was converted in 1973, Sidecar 25 ^II in 1976. Before that, both sidecars and the other sidecars were subjected to a general inspection. Up until that time, only the Albert coupling was used , which normally required two people to maneuver.

From 1977

Stricter requirements of the responsible supervisory authority as well as increasing problems in the spare parts inventory required the company to use newer cars at the end of the 1970s. At the same time, the Schwerin tram changed its fleet to large-capacity Tatra T3 D trains, so that the company was able to dispose of excess two-axle wagons. In 1977 Woltersdorf got four Gotha railcars of the type  Gothawagen T57 , three Gotha sidecars type B57 and one Reko sidecar type BZ70. The latter was used immediately with the number 21 ^III , the remaining cars, however, went to the main workshop in Brückfeld of the Magdeburg tram, where they received their main inspection and minor optical corrections were made to them. At the beginning of 1978 two motor coaches and one trailer with the numbers 12 ^II , 13 ^II and 26 ^{III came} to Woltersdorf. All of these newer vehicles were equipped with a Scharfenberg coupling so that the shunting work at the terminal stops and at Thälmannplatz could be carried out by the driver of the railcar alone.

Interior view of railcar 28 ^II , 2012

Shortly afterwards, the company adapted most of the wagon numbers to the inventory numbers used in parallel. These four-digit numbers were valid for the entire inventory of the combine and provided a number in the 8800 range for the trams. The future wagon numbers usually corresponded to the last two digits of the inventory number. The formerly Berlin railcars 11, 14 and 15 were given the numbers 24 to 26 shortly before they were retired, the KSW sidecars 22 to 25 the numbers 82 to 85. The Gothawagen already in use now had the numbers 28 (ex 12 ^II ), 27 ( ex 13 ^II ), 88 (ex 26 ^III ) and 87 (ex 21 ^III ). The other Gothawagons were given the numbers 29, 89, 90 and 92. The car number 91 carried a LOWA sidecar , which came from the Dessau tram in 1978 and went to Berlin via Woltersdorf as a historic sidecar. A railcar, also offered from Dessau, was not taken over because of its structural condition and scrapped on site. The KSW railcar with the inventory number 8820 should have received the wagon number 20 according to this system, but kept its old number.

Also in 1978 two T57 Gotha cars from Dessau came  to Woltersdorf, followed in 1979 by a TZ69 Berlin Reko railcar. They were given the numbers 30, 38 and 39. The KSW trailer cars were then taken out of service, cars 83 to 85 served as storage space for a company based in Woltersdorf from 1979 and were scrapped about ten years later. In the last year of operation, car 85 was still used as a cargo wagon after the seats on the platforms were expanded. Car 82 was preserved as a reserve vehicle and was later refurbished into a historic vehicle.

In the early 1980s, the cars got a new color scheme. Instead of the ivory-colored base paint with green stripes, the cars now had a blue stripe and a light blue paint job in the lower apron area.

The Reko railcar 39, with its chassis-free design, was unique in the railcar fleet and, because of the internal shoe brake instead of the usual disc brake, was more complex to maintain. The vehicle therefore went to Strausberg in May 1986 with the number 07. As a replacement, the company received a T57 multiple unit of the Dresden tram , which was given the number 31.

Car 30 went to Magdeburg for the main inspection around the same time, car 28 received the same in Woltersdorf. As this took longer than planned, car 30 was given number 28 ^II on its return and car 28 was given number 30 ^II one year later . After the return of car 28, car 38 also went to Magdeburg for the main inspection and was given car number 32 on its return.

Car 29 in a different paint scheme, 2012

Car 29 was the last railcar to receive its general inspection until 1991. The sidecars were also overhauled during the same period. The railcar and sidecar 89 were painted completely blue with a dark blue stripe below the window area. It was planned to paint the other cars similar to the Schöneich tram in the same scheme, but with different colors. Since the sidecars at Thälmannplatz were attached to the oncoming railcar, this would have led to colorful trains, which is why the company refrained from further repainting.

The Reko sidecar 87 was parked in March 1991, so that since then only Gotha cars have been used regularly.

The railcars 27, 28 ^II , 29, 30 ^II and 32 were modernized in 1995/96 at Mittenwalder Gerätebau, car 31 followed in 2006. The sheet metal was renewed as was the flooring; Fabric seats, push-button door openers and static converters built in and the front window enlarged. The sidecars were modernized and fully inspected in our own workshop by 2005. Sidecar 88 also received the originally existing aluminum trim; it was handed over to Chemnitz in 2008, where it is used as a historic sidecar. Sidecar 92 was not affected by this measure and was scrapped in 2006. Since 2005, railcar 27, like railcar 31, has also had a music system and fairy lights for special occasions. The Woltersdorf tram has six multiple units and two trailer cars available for regular operation. However, the sidecars have only been used since 2006 when there are large numbers of passengers. Since 2008, a railcar taken over from Dresden has been undergoing refurbishment. It will later operate under number 33.

Work car

Working railcar 19 on the depot, 2012

Several work vehicles were available for the Woltersdorf tram, whereby the railcar 2, the Salzburg railcar 6 and the Potsdam railcar 8 were previously in passenger traffic. Car 2 served as a work car from 1967 to 1974 and was then parked. In 1987/88 it was converted into a historic railcar. After its takeover, railcar 6 was mainly used for business purposes, at the latest after taking over the Berlin TF 26 it operated without a wagon number. Retired in 1965, it was scrapped in 1967. At that time it was the last remaining Salzburg tram car. Railcar 8 served as a work car from 1965 to 1967, after which a kindergarten acquired the car body . In 1981 it was dismantled.

In 1974 the company took over the work car 721 032 (ex A125) from BVB. The box tractor was built in 1952 at LOWA in Berlin-Johannisthal on the chassis of a U3l car from the 1920s. The company classified him under number 2 ^II . It served as an auxiliary equipment vehicle. In 1984 it was given the number 9 because the historic railcar 2 was to be rebuilt. In 1996 it went to the Oldtimer Museum Rügen , now the car is privately owned. As a replacement for the LOWA car, the Woltersdorf tram acquired a work car from the Berlin tram in 1998. The reko car with the number 4534 drives in Woltersdorf with the number 19.

A tower cart from 1913 and a box cart from 1925 are available as sidecars . In 2004, a snow plow was purchased from the Frankfurt (Oder) tram and has been in use since 2005.

Historic wagons

Railcar 2 from 1913 next to railcar 32 in the depot, 2012

Railcar 7 in the original dark livery as a guest in Rostock, 1992

The historic Woltersdorf tram fleet consists of three motor coaches and two trailer cars. These are railcar 2 and sidecar 24 from the opening year 1913, a KSW train consisting of railcar 7 and sidecar 22 ^II and the former Berlin railcar 218.

A refurbishment of the older cars was planned from the end of the 1960s. At the same time, the last pre-war cars were retired in Berlin, some of which were to remain as historic vehicles. However, the BVG assumed that the cars should be removed from the track network of the Berlin tram. After a short period of parking in the Plänterwald , the wagons came to Woltersdorf, where the first of them were restored. Woltersdorfer Wagen 24 was also put on the open space next to the depot after it was parked in 1968. Car 2 served as a work car until 1974 and was then also parked. A reconditioning was not possible at that time, because the responsible tram working group of AG 1/11, today's Monument Preservation Association Berlin, was fully occupied with reconditioning the Berlin wagons.

After the Berlin wagons parked in Woltersdorf had been removed, the refurbishment of wagon 2 started in 1987. It was presented on the occasion of the company's 75th anniversary in 1988. As the relevant materials were partially missing, the vehicle did not fully correspond to the delivery condition. From 1999 to 2003, therefore, a new main inspection was carried out in which only parts of the floor frame, the partition walls and the skylight structures were retained.

The refurbishment of the associated sidecar 24 began in spring 1991. The car body was rebuilt and the platforms reopened. Existing original parts such as the seats were reinstalled. It was presented on the occasion of the company's 80th anniversary in 1993.

The war tramway car 7 officially served as an operating reserve until 1996, but was previously used for anniversaries. In 1992 it was returned to its original condition as part of a general inspection; Bumper and buffer cladding, indicators and interior paintwork were removed, and the car body received its originally sand-colored paint. In 1996, the management decided to repaint in order to ensure a uniform appearance in use with sidecar 22.

Sidecar 22 was in regular service until around 1979 and was then parked. The reconditioning began in 1993. Since the car had been exposed to the weather without protection, it showed numerous rust damage. All paneling as well as the outer sliding doors had to be replaced and the front panels renewed. To restore the original condition, the floor was given a red covering and the side windows were replaced by one-piece panes and a new paint was applied. Employees of the Frankfurt tram also helped with the renovation, the financing came from an appeal for donations launched by a fanatic. On August 2, 1996, the Woltersdorf tram presented the sidecar as the fourth historic car.

The former Berlin railcar 5403 (ex  SSB  218) of the type TDS 08/24 was restored to its original condition in Woltersdorf and presented on the occasion of the 100th anniversary in 2013. The vehicle will stay in Woltersdorf permanently.

Guest vehicles

Railcar 2990 next to sidecar 22 in the depot, 2012

In 1944, 1973/74 and since 2008 Berlin Maximum Cars were on loan in Woltersdorf. The first use during the Second World War concerned the Maximumwagen 5282, which came to Woltersdorf as a replacement during the test drives of the KSW prototype in Berlin. Since part of the vehicle fleet had been damaged by an air mine that exploded near the depot, the Woltersdorf tram needed the vehicle to keep operations going.

In memory of this mission, the Maximumwagen 5274, which was reconditioned in Woltersdorf and which was reconditioned as the second historic Berlin vehicle in 1973, was used on the occasion of the 60th anniversary of the company in Woltersdorf. In April 1974 it was transferred to Berlin.

In 2005 the idea came up to use another maximum railcar on the occasion of the 95th anniversary of the company. The choice fell on the 2990 car, which had been returned to its delivery condition. The car, which was initially in working order in 1981, could only be presented at exhibitions after new editions from 1990, so that from 2006 it was necessary to recondition it. After 18 months, the car could be used in passenger traffic from the beginning of May 2008. In November 2013 the car returned to Berlin.

Vehicle overview

The following table lists all railcars and sidecars that were used on the Woltersdorf tram. Also included are the years of construction, takeover and, if available, storage, manufacturer, number of seats and standing places as well as comments on origin, renumbering or similar. Second or third bookings of a wagon number are indicated by corresponding indices. The cars are sorted according to the first assigned number; if they have been redrawn, these numbers are entered in the adjacent columns. The abbreviation o. No. Indicates that the vehicle was in use without a number.

The table first lists the railcars, then the sidecars. Work vehicles, historic railcars and guest vehicles are sorted in the respective table with a corresponding note. Vehicles currently available are also highlighted in color, depending on their function, and the valid vehicle number is highlighted in bold. Regular service vehicles are highlighted in green, work vehicles in yellow and historic vehicles in blue.

Vehicle overview

Wagon no.			Manufacturer	Construction year	takeover	switched off	seating places	standing places	Remarks
1.	2.	3.
1	-	-	O&K / AEG	1913	1913	1965	18th	37	scrapped approx. 1969
2	-	-	O & K / AEG	1913	1913	-	18th	37	1967–1974 ATw, 1987/88 for hist. Tw
II2 II	9	-	LOWA / LEW	1952	1974		-	-	ATw, ex Berlin 721 032, 1984 in 9, 1996 to Prora , privately owned since 2011
3	-	-	O & K / AEG	1913	1913		18th	37	1950–1951 on loan in Stahnsdorf, scrapped in 1966
4th	-	-	O & K / AEG	1913	1913	1967	18th	37	Car body as a shed to Hennickendorf, scrapped around 1980
5	-	-	C&U / AEG	1925	1925		20th	32	Scrapped in 1967
6th	o. no.	-	MAN / SSW	1908	1941	1965	18th	16	ex Salzburg 2, 1956–1965 ATw (without number), scrapped in 1967
6 II	10 II	-	O & K / AEG	1926	1956	1971	24	35	ex Berlin 4362, 1968 in 10 II , 1980 to Berlin as hist. Tw
7th	-	-	Uerdingen / AEG	1943	1944	-	12	50	1944 on loan in Berlin as 6221, 1996 as hist. Tw
8th	-	-	Lindner / SSW	1907	1959	1967	18th	35	ex Potsdam 107 II , 1965–1967 ATw, car body at kindergarten in Woltersdorf, scrapped around 1981
10	16	-	O & K / AEG	1913	1962		24	34	ex Berlin 5644, in operation in 1964, in 1969 in 16, scrapped in 1978
11	26th	-	O & K / AEG	1913	1962		24	34	ex Berlin 5617, in operation in 1965, 1978 in 26, 1978 to Berlin as hist. Tw 3208, later to Prora
12	-	-	O & K / AEG	1913	1962		24	34	ex Berlin 5622, in operation in 1966, scrapped in 1978
12 II	28	30 II	Gotha / LEW	1960	1977	-	22nd	60	ex Schwerin 21 III , 1978 in 28, 1987 in 30 II
13	-	-	O & K / AEG	1913	1962		24	34	ex Berlin 5611, in operation in 1966, scrapped in 1978
13 II	27	-	Gotha / LEW	1960	1977	-	22nd	60	ex Schwerin 22 III , 1978 in 27
14th	24	-	O & K / AEG	1913	1962		24	34	ex Berlin 5632, in operation in 1967, in 1978 in 24, scrapped in 1979
15th	25th	-	O & K / AEG	1913	1962	1978	24	34	ex Berlin 5630, operational in 1968, 1978 in 25, 1987 to Berlin as historical Bw 47 (processing planned)
19th	-	-	Raw / LEW	1965	1998	-	-	-	ATw, ex Berlin 4534
29	-	-	Gotha / LEW	1961	1977	-	22nd	60	ex Schwerin 24 III
30th	28 II	-	Gotha / LEW	1959	1978	-	22nd	60	ex Dessau 42, 1987 in 28 II
31	-	-	Gotha / LEW	1959	1986	-	22nd	60	ex Dresden 213 206
33	-	-	Gotha / LEW	1957	2008	-	22nd	60	in preparation, ex Theater Junge Generation , 1997 ex Dresden 201 602
38	32	-	Gotha / LEW	1960	1987	-	22nd	60	ex Dessau 44, 1987 in 32
39	-	-	Raw / LEW	1969	1979		22nd	52	ex Berlin 223 025, 1986 to Strausberg 07
218	-	-	LHW / S&H	1913	2008		24		ex Berlin 5403, 2013 to the historical Tw
2990	-	-	GBS / AEG	1910	-		30th		hist. Tw, 2008–2013 on loan from Berlin
5274	-	-	Gotha / AEG	1912	-		28		hist. Tw, 1973/1974 on loan from Berlin
5282	-	-	GBS / AEG	1913	-		30th	41	On loan from Berlin in 1944
Wagon no.			Manufacturer	Construction year	takeover	switched off	seating places	standing places	Remarks
1.	2.	3.
o. no.	17th	-	OK	1913	1913		-	-	Tower lore, number since 1989
o. no.	18th	-		1925	1925		-	-	Box truck, number since 1989
20th	-	-			2004		-	-	Snow plow; ex Frankfurt (Oder), in use since 2005
21st	-	-	OK	1913	1913		12	40	Scrapped in 1966
21 II	-	-	Uerdingen	1944	1968	1977	20th	64	ex Strausberg 17, scrapped in 1981
21 III	87	-	Raw	1975	1977	1990	22nd	69	ex Schwerin 63 III , 1978 in 87, scrapped in 1994
22nd	-	-	OK	1913	1913		12	40	Scrapped in 1967
22 II	82	22 II	Uerdingen	1944	1968		20th	64	ex Strausberg 19, 1978 in 82, 1993 as hist.Bw 22
23	-	-	OK	1913	1913		12	40	1950–1951 on loan to Stahnsdorf, 1967 to Neuenhagen to kindergarten, 1982 scrapped
23 II	83	-	Uerdingen	1944	1968		20th	64	ex Magdeburg 231, 1978 in 83, 1979–1989 at WEA Woltersdorf as a warehouse, scrapped in 1990
24	26A	24	OK	1913	1913	1968	12	40	1968 in 26A, 1991 as hist. Bw 24
24 II	84	85 II	Uerdingen	1944	1969		20th	64	ex Strausberg 18, 1978 in 84, 1978 in 85 II , 1979–1989 at WEA Woltersdorf as warehouse
25th	-	-	OK	1913	1913		12	40	1917/1918 on loan in Spandau , scrapped in 1968
25 II	85	-	Uerdingen	1944	1968		12	69	ex Magdeburg 244, 1978 in 85, 1979–1989 at WEA Woltersdorf as a warehouse, scrapped in 1992
26th	24A	-	OK	1913	1913	1968	12	40	1917/1918 on loan in Spandau, 1968 in 24A, scrapped in 1972
26 II	-	-	Uerdingen	1944	1968		20th	69	ex Magdeburg 242, scrapped in 1979
26 III	88	-	Gotha	1961	1977		22nd	66	ex Schwerin 67, 1978 in 88, 2008 to Chemnitz as hist. Bw
89	-	-	Gotha	1960	1977		22nd	66	ex Schwerin 64 II , in operation in 1978
90	-	-	Gotha	1960	1977		22nd	66	ex Schwerin 65 II , in operation in 1978
92	-	-	Gotha	1961	1977		22nd	66	ex Schwerin 66, in operation in 1979, scrapped in 2006

See also

• List of cities with trams
• List of trams in Europe

literature

• Collective of authors: 60 years of Woltersdorf trams . Ed .: VEB Kombinat Kraftverkehr Frankfurt [Oder]. Frankfurt (Oder) 1973.
• Author collective: Tram Archive 5. Berlin and the surrounding area . transpress VEB Verlag for Transport, Berlin 1987, ISBN 3-344-00172-8 .
• Monument Preservation Association Berlin Local Transport: Berliner Umlandbahnen. Woltersdorf tram . Ed .: Berlin Passenger Association IGEB. Publisher GVE, 1992.
• Ivo Köhler: 100 years of Woltersdorf trams . VBN Verlag Bernd Neddermeyer, Berlin 2013, ISBN 978-3-941712-30-0 .
• Michael Müller: The tram of the community Woltersdorf . In: Verkehrsgeschichtliche Blätter . Issue 3, 1983.
• Michael Alexander Populorum: Trams of Europe (2): Trams in the Berlin area. Part 1: Woltersdorf tram. Schöneiche tram. In: Series of publications by the Documentation Center for European Railway Research (DEEF). Volume 9, Mercurius Verlag, Grödig / Salzburg 2013, Railway Research Austria.

Web links

Commons : Tramways in Woltersdorf  - Collection of pictures, videos and audio files

• Official website of Woltersdorfer Straßenbahn GmbH
• Electrically into the Jrüne - excursion trams around Berlin episode 792 of the TV show Eisenbahnromantik with a report on the 100th anniversary

Individual evidence

1. ↑ ^{a b c d e f g h} Monument Preservation Association Berlin Local Transport: Berliner Umlandbahnen. Woltersdorf tram . Ed .: Berlin Passenger Association IGEB. Verlag GVE, 1992, p. 10-15 .
2. ↑ ^{a b} Monument Preservation Association Berlin Local Transport: Berliner Umlandbahnen. Woltersdorf tram . Ed .: Berlin Passenger Association IGEB. Verlag GVE, 1992, p. 8/9 .
3. ^ Ivo Köhler: Tram history (s). Railways to Schöneiche and Rüdersdorf . Ed .: Monument Preservation Association for Local Transport Berlin. Verlag GVE, Berlin 1997, ISBN 3-89218-047-4 , p. 6-10 .
4. ↑ ^{a b c d e f g h i j k l m n o p q} History in bullet points. Woltersdorfer Straßenbahn GmbH, accessed on June 14, 2012 . 
5. ↑ ^{a b c d e f g h i j k l m n o p q} Michael Müller: For the 70th company anniversary: ​​The tram of the community Woltersdorf . In: Verkehrsgeschichtliche Blätter . Volume 3, 1983, pp. 59-68 .
6. ↑ ^{a b} Monument Preservation Association Berlin Local Transport: Berliner Umlandbahnen. Woltersdorf tram . Ed .: Berlin Passenger Association IGEB. Verlag GVE, 1992, p. 16/17 .
7. ↑ ^{a b c d e f g} Monument Preservation Association Berlin Local Transport: Berliner Umlandbahnen. Woltersdorf tram . Ed .: Berlin Passenger Association IGEB. Verlag GVE, 1992, p. 18-21 .
8. ↑ ^{a b} Author collective: Tram archive 5. Berlin and surroundings . transpress, Berlin 1987, ISBN 3-344-00172-8 , pp. 332-340 .
9. ↑ ^{a b c d e f} Information from Woltersdorfer Straßenbahn GmbH.
10. ^ ^{A b c d e} Monument Preservation Association for Local Transport Berlin: Berliner Umlandbahnen. Woltersdorf tram . Ed .: Berlin Passenger Association IGEB. Verlag GVE, 1992, p. 22-26 .
11. ↑ ^{a b c d e f g h i j k l m n o p} Monument Preservation Association Berlin Local Transport: Berliner Umlandbahnen. Woltersdorf tram . Ed .: Berlin Passenger Association IGEB. Verlag GVE, 1992, p. 31-43 .
12. ↑ ^{a b} Monument Preservation Association Berlin Local Transport: Berliner Umlandbahnen. Woltersdorf tram . Ed .: Berlin Passenger Association IGEB. Verlag GVE, 1992, p. 50-53 .
13. ^ Ivo Köhler: Tram history (s). Railways to Schöneiche and Rüdersdorf . Ed .: Monument Preservation Association for Local Transport Berlin. Verlag GVE, Berlin 1997, ISBN 3-89218-047-4 , p. 35-40 .
14. ↑ ^{a b c} Monument Preservation Association for Local Transport Berlin: Berliner Umlandbahnen. Woltersdorf tram . Ed .: Berlin Passenger Association IGEB. Verlag GVE, 1992, p. 27-30 .
15. ↑ The company. Woltersdorfer Straßenbahn GmbH, accessed on June 22, 2012 . 
16. ↑ News in brief. Woltersdorf . In: Berliner Verkehrsblätter . No. 779 , June 2019, p. 119 .
17. ^ Monument Preservation Association Berlin Local Transport: Berliner Umlandbahnen. Woltersdorf tram . Ed .: Berlin Passenger Association IGEB. Verlag GVE, 1992, p. 44/45 .
18. ^ ^{A b c d e} Monument Preservation Association for Local Transport Berlin: Berliner Umlandbahnen. Woltersdorf tram . Ed .: Berlin Passenger Association IGEB. Verlag GVE, 1992, p. 46-49 .
19. ↑ ^{a b} Monument Preservation Association Berlin Local Transport: Berliner Umlandbahnen. Woltersdorf tram . Ed .: Berlin Passenger Association IGEB. Verlag GVE, 1992, p. 78 .
20. ↑ ^{a b} Sigurd Hilkenbach, Wolfgang Kramer: The trams in Berlin . 3. Edition. alba, Düsseldorf 1994, ISBN 3-87094-351-3 , p. 148-151 .
21. ↑ Prices & tariffs. Woltersdorfer Straßenbahn GmbH, accessed on August 23, 2017 . 
22. ↑ Timetable of the Woltersdorf tram. (PDF; 51 kB) Woltersdorfer Straßenbahn GmbH, December 11, 2011, accessed on June 6, 2012 . 
23. ↑ ^{a b} Sidecar 24 of the Woltersdorf tram. Monument Preservation Association Berlin, January 20, 2010, accessed on May 30, 2012 . 
24. ↑ ^{a b} Railcar 7 of the Woltersdorf tram. Monument Preservation Association Berlin, January 21, 2010, accessed on May 29, 2012 . 
25. ↑ ^{a b} Sidecar 22 of the Woltersdorf tram. Monument Preservation Association Berlin, January 21, 2010, accessed on May 29, 2012 . 
26. ↑ Gothawagen in Woltersdorf. In: Gothawagen.de. Retrieved August 25, 2012 . 
27. ↑ ^{a b} Car No. 92. Woltersdorfer Straßenbahn GmbH, accessed on June 7, 2012 . 
28. ↑ ^{a b} Woltersdorfer Straßenbahn GmbH car park list. In: tram-info. December 27, 2013, accessed January 26, 2014 . 
29. ↑ ^{a b} Railcar 2 of the Woltersdorf tram. Monument Preservation Association Berlin, January 20, 2010, accessed on May 29, 2012 . 
30. ↑ ^{a b c} Monument Preservation Association for Local Transport Berlin: Berliner Umlandbahnen. Woltersdorf tram . Ed .: Berlin Passenger Association IGEB. Verlag GVE, 1992, p. 74/75 .
31. ↑ Car No. 9. Woltersdorfer Straßenbahn GmbH, accessed on June 6, 2012 . 
32. ↑ Robert Leichsenring: Historic Tram treasures on Ruegen. In: tram2000.blog. April 18, 2011, accessed June 6, 2012 . 
33. ↑ ^{a b} Monument Preservation Association Berlin Local Transport: Berliner Umlandbahnen. Woltersdorf tram . Ed .: Berlin Passenger Association IGEB. Verlag GVE, 1992, p. 54-59 .
34. ↑ ^{a b} Railcar 2990 of the Great Berlin Tram. Monument Preservation Association Berlin, September 28, 2009, accessed on May 30, 2012 . 
35. ^ Wilhelm is back in Berlin. Monument Preservation Association Berlin, November 29, 2013, accessed on December 31, 2013 . 
36. ^ Monument Preservation Association Berlin Local Transport: Berliner Umlandbahnen. Woltersdorf tram . Ed .: Berlin Passenger Association IGEB. Verlag GVE, 1992, p. 76/77 .
37. ↑ Car No. 20. Woltersdorfer Straßenbahn GmbH, accessed on June 7, 2012 . 
38. ↑ Car No. 87. Woltersdorfer Straßenbahn GmbH, accessed on June 7, 2012 . 

Coordinates: 52 ° 26 ′ 36 "  N , 13 ° 45 ′ 50"  E

This article was added to the list of excellent articles on October 21, 2012 in this version .