El tranvía de Berlín (en alemán : Straßenbahn Berlin ) es el principal sistema de tranvías de Berlín , Alemania . Es una de las redes de tranvías más antiguas del mundo, tiene sus orígenes en 1865 [6] y es operada por Berliner Verkehrsbetriebe (BVG), que fue fundada en 1929. [6] Se destaca por ser el tercer sistema de tranvía más grande en el mundo, después de Melbourne y San Petersburgo . [7] El sistema de tranvía de Berlín se compone de 22 líneas [1] que operan en un ancho estándarred, con casi 800 paradas y casi 190 kilómetros (120 millas) de longitud de ruta y 430 kilómetros (270 millas) de longitud de línea . [4] Nueve de las líneas, llamadas Metrotram, operan las 24 horas del día y están identificadas con la letra "M" antes de su número; [2] las otras trece líneas son líneas regulares de tranvía de la ciudad y se identifican con un número de línea. [3]
Tranvía de Berlín | ||||||||||||||||||||||||||||
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
Operación | ||||||||||||||||||||||||||||
Lugar | Berlín , alemania | |||||||||||||||||||||||||||
| ||||||||||||||||||||||||||||
|
La mayor parte de la red reciente se encuentra dentro de los límites de la antigua Berlín Oriental ; las líneas de tranvía dentro de Berlín Occidental han sido reemplazadas por autobuses durante la división de Berlín. Sin embargo, la primera extensión a Berlín Occidental se inauguró en 1994 en la actual M13. En la zona este de la ciudad también hay tres líneas de tranvía privadas que no forman parte del sistema principal, mientras que al suroeste de Berlín se encuentra el sistema de tranvía de Potsdam , con su propia red de líneas.
Historia
En 1865, se estableció un tranvía para caballos en Berlín. En 1881, se inauguró en la ciudad la primera línea de tranvía eléctrico del mundo. Numerosas empresas operadoras privadas y municipales construyeron nuevas rutas, por lo que a fines del siglo XIX la red se había desarrollado con bastante rapidez y los tranvías de caballos habían sido reemplazados por los eléctricos. En 1930, la red tenía una longitud de ruta de más de 630 km (391 millas) con más de 90 líneas. En 1929, todas las empresas operativas se unificaron en la BVG. Después de la Segunda Guerra Mundial , BVG se dividió en una compañía oriental y otra occidental, pero se reunió nuevamente en 1992, después de la caída de Alemania Oriental . En Berlín Occidental, en 1967, se habían cerrado las últimas líneas de tranvía. Con la excepción de dos líneas construidas después de la reunificación alemana , el tranvía de Berlín sigue limitado a la parte este de Berlín.
Autobuses a caballo
El sistema de transporte público de Berlín es el más antiguo de Alemania . En 1825, Simon Kremser abrió la primera línea de autobús de Brandenburger Tor a Charlottenburg , ya con un horario. [8] El primer servicio de autobús dentro de la ciudad funcionó desde 1840 entre Alexanderplatz y Potsdamer Bahnhof . Lo dirigía Israel Moses Henoch , que había gestionado el servicio de taxis desde 1815. [9] [10] El 1 de enero de 1847, la Koncessionierte Berliner Omnibus Compagnie (Compañía de autobuses concesionaria de Berlín) inició su primera línea de autobuses para caballos. El creciente mercado fue testigo del lanzamiento de numerosas empresas adicionales, con 36 empresas de autobuses en Berlín en 1864.
Tranvías para caballos
El 22 de junio de 1865, la apertura del primer tranvía a caballo de Berlín marcó el comienzo de la era de los tranvías en Alemania, que se extendía desde Brandenburger Tor a lo largo de la actual Straße des 17. Juni (carretera 17 de junio) hasta Charlottenburg . Dos meses más tarde, el 28 de agosto, se amplió a lo largo de Dorotheenstraße hasta Kupfergraben, cerca de la actual Museumsinsel ( Isla de los Museos ), una terminal que todavía está en servicio. Al igual que el autobús para caballos, muchas empresas aprovecharon el nuevo desarrollo y construyeron redes de tranvías para caballos en todas las partes del área urbana actual. En 1873, se abrió una ruta desde Rosenthaler Platz a Gesundbrunnen , para ser operada por el nuevo Große Berliner Pferde-Eisenbahn (Gran Ferrocarril Caballo de Berlín) que más tarde se convertiría en la empresa dominante en Berlín bajo el nombre de Große Berliner Straßenbahn (GBS; Gran tranvía de Berlín).
Electrificación
El 16 de mayo de 1881, la región de Berlín volvió a hacer historia en el transporte. En el pueblo de Groß-Lichterfelde , que se incorporó a Berlín-Steglitz 39 años después, Werner von Siemens inauguró el primer tranvía eléctrico del mundo . El tranvía eléctrico en Groß-Lichterfelde se construyó a 1000 mm ( 3 pies 3+3 / 8 en) de vía métrica y salió corriendo de la estación de cercanías de hoy,Lichterfelde Ost, a la escuela de cadetes enZehlendorfer Straße(hoyFinckensteinallee). Inicialmente, la ruta estaba pensada simplemente como una instalación de prueba. Siemens la llamó "línea elevada quitada de sus pilares y vigas" porque quería construir una red de líneas elevadas eléctricas en Berlín. Pero el escéptico ayuntamiento no le permitió hacerlo hasta 1902, cuando se abrió la primera línea elevada.
Las primeras pruebas de tracción eléctrica en el ancho estándar de Berlín comenzaron el 1 de mayo de 1882, con suministro aéreo y en 1886 con baterías , no tuvieron mucho éxito. La tracción eléctrica de los tranvías de ancho estándar en Berlín se estableció definitivamente en 1895. La primera línea de tranvía con un suministro de vía aérea corría en una zona industrial cerca de la estación de Berlín-Gesundbrunnen . La primera línea en una zona más habitada operó con baterías durante su primer año; cuatro años después se instaló una catenaria. En 1902, se completó la electrificación con cableado aéreo, a excepción de un número muy pequeño de líneas en la periferia.
La última línea de tranvía tirada por caballos cerró en 1910.
Tranvías subterráneos
El 28 de diciembre de 1899, fue posible viajar bajo tierra, incluso bajo el Spree , una vez finalizado el Spreetunnel entre Stralau y Treptow . Por problemas estructurales, se cerró el 25 de febrero de 1932. De 1916 a 1951, el tranvía tuvo un segundo túnel, el Lindentunnel , que pasaba bajo el conocido bulevar Unter den Linden .
Gran variedad de empresas hasta la constitución de la BVG
La historia de las empresas de tranvía de la Berlin Strassenbahn es muy complicada. Además de las empresas privadas, que a menudo cambiaban debido a adquisiciones , fusiones y quiebras , las ciudades de Berlín , Spandau , Köpenick , Rixdorf ; los pueblos Steglitz , Mariendorf , Britz , Niederschönhausen , Friedrichshagen , Heiligensee y Französisch Buchholz , y Kreis Teltow (distrito de Teltow) tenían compañías de tranvía municipales.
La compañía operadora privada más importante fue Große Berliner Pferde-Eisenbahn (Gran Ferrocarril Caballo de Berlín), que se llamó a sí misma Große Berliner Straßenbahn (GBS) (Gran Tranvía de Berlín) después de comenzar la electrificación. GBS adquirió casi todas las demás empresas a lo largo de los años. En 1920, el GBS se fusionó con las empresas municipales BESTAG y SSB para convertirse en Berliner Straßenbahn (Tranvía de Berlín), que se reorganizó en 1929 en la recién formada Berliner Verkehrs-AG ( BVG ) (Compañía de Transporte de Berlín) municipal . Además del tranvía, la BVG también se hizo cargo de las líneas ferroviarias elevadas y subterráneas y las rutas de autobús que anteriormente eran operadas principalmente por Allgemeine Berliner Omnibus-Actien-Gesellschaft (ABOAG) (Corporación General de Autobuses de Berlín).
La siguiente tabla incluye todas las empresas que operaban tranvías en el Berlín actual antes de la formación de la BVG. El color de fondo de cada línea marca el método de conducción que la compañía respectiva utilizó para atender sus líneas en el momento de la formación (azul = tranvía de caballos, amarillo = tranvía de vapor, blanco = tranvía eléctrico, rojo = tranvía de benzol).
Primera línea abierta | Compañía operadora | Calibre (mm) | Fecha de adquisición | Asumido por | Observaciones especiales |
---|---|---|---|---|---|
1865-06-22 | Berliner Pferde-Eisenbahn-Gesellschaft (BPfEG) | 1.435 | 1894-09-26 | BChS | primer tranvía para caballos en Alemania |
1871-11-01 | Westend -Terrain-Gesellschaft H. Quistorp & Co. | 1.435 | 1878 | BPfEG | |
1873-07-08 | Große Berliner Pferde-Eisenbahn (GBPfE) | 1.435 | 1898-01-25 | GBS | |
1877-01-01 | Neue Berliner Pferdebahn-Gesellschaft (NBPfG) | 1.435 | 1900-01-01 | GBS | |
1879-04-01 | Große Internationale Pferde-Eisenbahn-Gesellschaft (GIPfEG) | 1.435 | 1886 | GBPfE | fundada ya en marzo de 1872 |
1881-05-16 | Elektrische Straßenbahn der Gemeinde Groß-Lichterfelde | 1.000 | 1895-03-04 | ESGLSS | El primer tranvía eléctrico de Alemania |
1882-10-18 | Cöpenicker Pferde-Eisenbahn (CPE) | 1.435 | 1903 | SSC | |
1885-06-13 | Pferde-Eisenbahn der Gemeinde Rixdorf | 1.435 | 1887-01-01 | GBPfE | |
05/05/1886 | Davy, Donath & Co. | 1.435 | 1888-12-22 | BDK | |
1887-08-06 | Pferde-Eisenbahn der Gemeinde Mariendorf | 1.435 | 1888-01-01 | GBPfE | |
1888-05-18 | Wilmersdorf - Schmargendorfer Dampfstraßenbahn Reymer & Masch (WSD) | 1.435 | 1888-12-22 | BDK | |
1888-07-01 | Dampfstraßenbahn Groß-Lichterfelde - Seehof - Teltow | 1.435 | 1891-05-31 | DLSTS | |
1888-12-22 | Berliner Dampfstraßenbahn-Konsortium (BDK) | 1.435 | 1898-10-01 | WBV | también operaba algunos tranvías para caballos |
1891-05-17 | Straßenbahn Friedrichshagen | 1.000 | 16-12-1906 | SSC | en 1894 asumido por el pueblo, electrificado y recuperado a ancho estándar a partir de la toma de posesión por SSC |
1891-05-31 | Dampfstraßenbahn Groß-Lichterfelde - Seehof - Teltow - Stahnsdorf | 1.435 | 1906-04-01 | TKb | |
1891-06-04 | Pferdebahn Tegeler Chaussee - Tegel | 1.435 | 1891-06-04 | GBPfE | |
1891-08-01 | Pferde-Eisenbahn der Gemeinde Britz | 1.435 | 1891-08-01 | GBPfE | |
1892-06-05 | Spandauer Straßenbahn Simmel, Matzky & Müller (SpS) | 1.000 | 1920-12-08 | Berliner Straßenbahn | el 1894-09-01 la gestión asumida por Allgemeine Deutsche Kleinbahn-Gesellschaft (ADKG), la electrificación finalizó el 1896-03-18, desde el 1899-03-04 la gestión por AEG , reconducida al ancho estándar el 1907-10-26, comprado por la ciudad de Spandau el 1909-07-01 |
1892-07-01 | Pferde-Eisenbahn der Gemeinde Niederschönhausen | 1.435 | 1892-07-01 | GBS | |
1894-09-26 | Berlín-Charlottenburger Straßenbahn (BChS) | 1.435 | 15/05/1919 | GBS | electrificación finalizada el 1900-10-01 |
1895-03-04 | Elektrische Straßenbahnen Groß-Lichterfelde - Lankwitz - Steglitz - Südende (ESGLSS) | 1.000 | 1906-04-01 | TKb | |
1895-09-10 | Siemens y Halske | 1.435 | 1899-07-01 | MEJOR | |
1898-01-25 | Große Berliner Straßenbahn (GBS) | 1.435 | 1920-10-01 | Berliner Straßenbahn | electrificación terminada el 1902-12-15, comprada por Zweckverband Groß-Berlin el 1909-09-20 |
1898-10-01 | Westliche Berliner Vorortbahn (WBV) | 1.435 | 15/05/1919 | GBS | También operó algunos tranvías para caballos, la electrificación terminó el 1900-06-19 |
1899-07-01 | Berliner Elektrische Straßenbahn-AG (BESTAG) | 1.435 | 1920-12-01 | Berliner Straßenbahn | |
1899-07-01 | Südliche Berliner Vorortbahn | 1.435 | 15/05/1919 | GBS | |
1899-10-21 | Straßenbahn Berlín-Hohenschönhausen | 1.435 | 1906-12-10 | NBSNO | |
1899-12-18 | Gesellschaft für den Bau von Untergrundbahnen (Straßenbahn Schlesischer Bahnhof - Treptow) (SST) | 1.435 | 1909-06-22 | Berliner Ostbahnen | abrió el Spreetunnel |
15 de agosto de 1901 | Straßenbahn Niederschöneweide - Cöpenick (SNC) | 1.435 | 1909-06-22 | Berliner Ostbahnen | |
1901-10-01 | Gesellschaft für elektrische Hoch- und Untergrundbahnen en Berlín (línea de tranvía Warschauer Brücke -Zentralviehhof) | 1.435 | 1928-04-01 | BSBG | en 1910-01-01 la línea de tranvía se vendió a SSB, en lugar de abrir una nueva línea de tranvía desde Warschauer Brücke a Scharnweber- / Gürtelstraße, luego ampliada a Wagnerplatz (hoy Roedeliusplatz) en Lichtenberg |
1903 | Städtische Straßenbahn Cöpenick (SSC) | 1.435 | 1920-10-01 | GBS | |
1904-07 | Pferde-Eisenbahn der Gemeinde Französisch-Buchholz | 1.435 | 19/12/1907 | MEJOR | electrificación a partir de la adquisición por parte de BESTAG |
1905-12-03 | Straßenbahn der Gemeinde Steglitz | 1.435 | 16-04-1921 | Berliner Straßenbahn | |
1906-04-01 | Teltower Kreisbahnen (TKb) | 1.000 / 1.435 | 16-04-1921 | Berliner Straßenbahn | tranvía de vapor de DLSTS fue electrificado el 1907-03-30 |
1906-12-10 | Neue Berliner Straßenbahn Nordost (NBSNO) | 1.435 | 03-05-1910 | NÖBV | |
1908-03-23 | Elektrische Straßenbahn Spandau-Nonnendamm | 1.435 | 1914-10-01 | SpS | fundada por Siemens & Halske |
1908-07-01 | Städtische Straßenbahnen Berlín (SSB) | 1.435 | 1920-10-01 | Berliner Straßenbahn | |
1909-06-22 | Berliner Ostbahnen | 1.435 | 1920-05-01 | GBS | |
03-05-1910 | Nordöstliche Berliner Vorortbahn (NÖBV) | 1.435 | 15/05/1919 | GBS | |
07-08-1910 | Straßenbahn des Flugplatzes Johannisthal | 1.435 | 1910-10 | servicio suspendido | último tranvía de caballos en Berlín |
1912-03-09 | Schmöckwitz - Grünauer Uferbahn | 1.435 | 1924-08 | Berliner Verkehrs-GmbH | electrificación terminada el 1912-07-23 |
1913-05-29 | Straßenbahn der Gemeinde Heiligensee an der Havel | 1.435 | 1920-10-01 | Berliner Straßenbahn | |
1920-10-01 | Berliner Straßenbahn | 1.000 / 1.435 | 1923-09-10 | BSBG | Las rutas en metros son de la antigua TKb. |
1923-01-08 | Kleinbahn Spandau-West - Hennigsdorf | 1.435 | 1929-01-01 | BVG | electrificación más tarde por BVG |
1923-09-10 | Berliner Straßenbahn-Betriebs-GmbH (BSBG) | 1.000 / 1.435 | 1929-01-01 | BVG | Las rutas en metros son de la antigua TKb. |
1924-08 | Berliner Verkehrs-GmbH | 1.435 | 1925-03-01 | BSBG |
En el día de su formación, la BVG contaba con 89 líneas de tranvía: una red de 634 km (394 millas) de longitud, más de 4.000 vagones de tranvía y más de 14.400 empleados. Un tranvía promedio recorría más de 42,500 km (26,400 millas) por año. El sistema de tranvía de Berlín tenía más de 929 millones de pasajeros en 1929, momento en el que la BVG ya había aumentado su servicio a 93 líneas de tranvía.
A principios de la década de 1930, la red de tranvías de Berlín comenzó a declinar; después del cierre parcial del primer tranvía eléctrico del mundo en 1930, el 31 de octubre de 1934 siguió la línea de tranvía más antigua de Alemania. La Charlottenburger Chaussee (hoy Straße des 17. Juni ) fue reconstruida por planificadores nazis siguiendo un eje este-oeste monumental, y el tranvía tuvo que salir. En 1938, sin embargo, todavía había 71 líneas de tranvía, 2.800 vagones de tranvía y unos 12.500 empleados. En consecuencia, la red de autobuses se amplió durante este tiempo. Desde 1933, Berlín también tuvo trolebuses .
Durante la Segunda Guerra Mundial, algunas tareas de transporte se devolvieron al tranvía para ahorrar petróleo. Así se estableció un transporte extensivo de mercancías. Los bombardeos (desde marzo de 1943 en adelante) y la falta de personal y electricidad hicieron que el rendimiento del transporte decayera. Debido a la batalla final de Berlín, el sistema de tranvías finalmente colapsó el 23 de abril de 1945. Antes de la batalla, muchos tranvías destruidos y destripados se convirtieron en barricadas improvisadas (empujados por civiles / milicia Volkssturm ) en medio de las calles y en su mayoría con montones de escombros de construcción para servir como obstáculos sólidos) a través de las principales carreteras de la ciudad para detener el avance de los tanques y vehículos soviéticos que invaden Berlín. [11]
La red desde 1945
La BVG, como la mayoría de las otras instituciones de Berlín, se dividió en dos empresas diferentes el 1 de agosto de 1949. Se formaron dos empresas independientes, la BVG West en las tres secciones occidentales (con 36 líneas de tranvía) y la BVG Ost (Autoridad de Tránsito Público de Berlín Este ) (con 13 líneas) en el sector soviético. Este último se convirtió en 1969 en el VEB Kombinat Berliner Verkehrsbetriebe (BVB). El 14 de octubre de 1950 cesó el tráfico en las líneas de Berlín Occidental a los suburbios de Brandenburgo Kleinmachnow y Schönefeld ; el 15 de enero de 1953, siguió el tráfico sobre la frontera del sector del centro.
From 1949 to 1955, line by line, both companies replaced the Thomson-Houston type trolley poles of their tramcars with pantographs.
West
From 1954 onwards, a shift took place in the public transit plans of West-Berlin. From that moment, planning aimed at discontinuing the tram service and replacing it with extended underground and bus lines. The tramway system was considered old-fashioned and unnecessary since Berlin already had a well-developed underground network. From 1954 to 1962 numerous tram lines were replaced with bus routes and extended underground lines and stops. By 1962, the western part of the city had only 18 tram lines left out of the original 36.
On 2 October 1967 the final tramcar traveled through West Berlin over the last line, numbered 55—from Zoo Station via Ernst-Reuter-Square, the City Hall in Charlottenburg, Jungfernheide S-Bahn station, Siemensdamm, Nonnendammallee, Falkenseer Platz, and Neuendorfer Allee to Spandau, Hakenfelde.
Today, many MetroBus lines follow the routes of former tram lines.
The division of the city resulted in many problems and difficulties for the public transportation system. Tram lines could no longer operate through the city center, and the main tram depot was moved to Uferstraße in Western Berlin.
Line | Stretch | Withdrawn | Replaced by | Current lines (2014) |
---|---|---|---|---|
2 | Bernauer Straße, Sektorengrenze – Schöneberg, Gotenstraße Ecke Torgauer Straße | 1964-06-01 | A84, A90 | 245, M10*** |
3* | U Fehrbelliner Platz – Grüntaler Straße Ecke Osloer Straße | 1964-08-01 | A89 | U7, M13***, 104, 106 |
6 | Charlottenburg, Richard-Wagner-Platz – Neukölln, Elsenstraße /Ecke Heidelberger Straße | 1961-07-01 | A73 | M46 |
15 | Marienfelde, Daimlerstraße – Neukölln, Schulenburgpark | 1966-07-01 | A77 | 246, 277 |
21 | Straßenbahnhof Moabit, Wiebestraße – Kreuzberg, Friesenstraße | 1953-01-22 | A24 | TXL, M41, 248 |
23* | Moabit, Zwinglistraße – Wollankstraße, Sektorengrenze | 1960-05-02 | A70 | M27 |
24* | Bernauer Straße, Sektorengrenze – Wollankstraße, Sektorengrenze | 1960-05-02 | no replacement | no replacement |
25 | Schöneberg, Gotenstraße – Bernauer Straße, Sektorengrenze | 1961-09-01 | U9, A64 | U9, 106, 247 |
26 | Spreewaldplatz – Tempelhof, Industriestraße | 1963-09-29 | no replacement | U7, M29, 277 |
27 | Spreewaldplatz – Buckow, Alt-Buckow | 1964-10-01 | A91 | M44, 344 |
28 | Bahnhof Gesundbrunnen, Rügener Straße – Tegelort, Almazeile | 1958-06-01 | U6, verl. A20 | U6, 222 |
29 | Bahnhof Gesundbrunnen, Rügener Straße – Alt-Heiligensee | 1958-06-01 | U6, verl. A14 | U6, 124 |
35** | Gartenfeld – Kopenhagener Straße, Sektorengrenze | 1960-10-01 | A72 | U7, X33, M27, 327 |
36** | Kopenhagener Straße, Sektorengrenze – Bahnhof Gesundbrunnen, Rügener Straße | 1960-05-02 | A71 | 327 |
40 | Dahlem, Clayallee – Steglitz, Birkbuschstraße | 1959-10-01 | A68 | X83, 186 |
41 | Bernauer Straße, Sektorengrenze – Alt-Tegel | 1958-06-01 | A61 | U6, U8, 122 |
44 | Invalidenstraße Ecke Heidestraße – Steglitz, Birkbuschstraße | 1963-05-02 | A86 | U7, 186, 245 |
47 | Britz, Gradestraße – Rudow, Stadtgrenze | 1966-10-01 | A41 | 171 |
51 | Bahnhof Zoologischer Garten – Roseneck | 1957-05-01 | A60 | 249 |
53 | Charlottenburg, Richard-Wagner-Platz – Spandau, Hakenfelde | 1967-05-02 | A56 | 136, M45 |
54 | Charlottenburg, Richard-Wagner-Platz – Spandau, Johannesstift | 1967-05-02 | A54, AS1 | M45 |
55 | Bahnhof Zoologischer Garten – Spandau, Hakenfelde (via Siemensstadt) | 1967-10-02 | A55 | U7, 136, 139 |
57 | Wilmersdorf, Emser Platz – Grunewald, Roseneck | 1954-11-01 | A50 | 115 |
60 | Schöneberg, Lindenhof – Charlottenburg, Königin-Elisabeth-Straße | 1962-05-02 | A74 | U7, 309, 106 |
66 | Schöneberg, Wartburgplatz – Steglitz, Thorwaldsenstraße | 1963-05-02 | A83 | 187 |
68 | Bahnhof Wedding, Nettelbeckplatz – Bahnhof Wittenau (Nordbahn) | 1958-06-01 | A62 | M21, X21 |
73* | Potsdamer Platz, Sektorengrenze – Bahnhof Lichterfelde Ost | 1962-05-02 | A48, verl. A53 | M48, M85, M11 |
74* | Potsdamer Platz, Sektorengrenze – Lichterfelde, Finckensteinallee | 1963-05-02 | A83, A84 | M48, M85, 184 |
75 | Bahnhof Zoologischer Garten – Spandau, Hakenfelde (via Kantstraße) | 1966-01-24 | A94, A97 | X34, X49, 136, M49 |
76 (I) | Grunewald, Roseneck – Anhalter Bahnhof | 1954-07-01 | A19 | M19 |
76 (II) | Bahnhof Zoologischer Garten – Spandau, Johannisstift (ab 1959) | 1966-01-24 | A94, A97 | X34, X49, M45, M49 |
77 | Bahnhof Zoologischer Garten – Lichterfelde, Goerzallee | 1963-05-02 | A85 | U9, M85, 188, 285, M46 |
78 | Bahnhof Zoologischer Garten – Lichterfelde Süd, Lindenstraße | 1963-05-02 | A85 | U9, M85, 188, 285, M46 |
79 | Grunewald, Hagenplatz – U Nollendorfplatz | 1954-07-01 | A29 | M29 |
88 | Kreuzberg, Wiener Brücke – Steglitz, Stadtpark | 1961-03-01 | A75 | M29, M48/M85, 246, 181 |
94 | Oranienplatz – Neukölln, Schulenburgplatz | 1959-10-01 | A67 | M41 |
95* | Sonnenallee Ecke Schwarzer Weg – Mehringplatz | 1965-05-02 | A95 | M41 |
96* | U Mehringdamm – Lichterfelde, Goerzallee Ecke Darser Straße | 1966-05-02 | A96 | 117, 184, 248 |
98 | U Tempelhof – Marienfelde, Daimlerstraße | 1961-10-01 | A77 | U6, 277 |
99 | U Tempelhof – Bahnhof Lichtenrade | 1961-10-01 | A76 | U6, M76, X76 |
* former BVG-West/BVG-Ost before 1953-01-15 | ||||
** former BVG-West/BVG-Ost before 1953-01-15 (but only belongs to BVG-West) | ||||
*** after reunification it was reopened | ||||
actually, some of the stretches are no longer usable. |
East
Soviet Moscow, with its tram-free avenues, was the role model for East Berlin's transport planning. The car-oriented mentality of West Berlin also settled in the East, many tram lines also closing in the latter in the 1950s and 1960s. In 1967, the lines through the city center closed down at the same time as the new city expansion around Alexanderplatz was starting to develop.
However, complete elimination of the city's tram network was neither planned nor even discussed.
The following streets were constructed in order to connect the new housing estates Marzahn, Hohenschönhausen, and finally Hellersdorf to the city's tram network from the late 1970s to the early 1990s:
Date | Streets |
---|---|
1951-08-02 | Ehrlichstraße, Blockdammweg |
1951-08-02 | Buschallee (zw. Kniprodeallee [heute Hansastraße] und Suermondtstraße), Suermondtstraße |
1951-08-02 | Markgrafendamm, Hauptstraße (zw. Markgrafendamm und Karlshorster Straße) |
1953-02-15 | Groß-Berliner Damm |
1953-06-13 | Falkenberger Straße (heute Gehrenseestraße, Gartenstadt Hohenschönhausen) |
1954-05-17 | Friedenstraße, Friedrichsberger Straße, Lebuser Straße |
1962-01-28 | S-Bahnhof Adlershof (Westseite) |
1965-12-14 | Langhansstraße (zw. Gustav-Adolf-Straße und Prenzlauer Promenade) |
1966-05-18 | Stralauer Platz |
1966-08-01 | Holzmarktstraße (zw. Krautstraße und Andreasstraße) |
1966-09-16 | Stahlheimer Straße (zw. Wichertstraße und Wisbyer Straße) |
1966-12-12 | Mollstraße (zw. Leninplatz [heute Platz der Vereinten Nationen] und Hans-Beimler-Straße [heute Otto-Braun-Straße]) |
1967-01-02 | Mollstraße (zw. Hans-Beimler-Straße [heute Otto-Braun-Straße] und Prenzlauer Allee) |
1971-11-14 | Bleicheroder Straße, Stiftweg |
1975-11-02 | Herzbergstraße (ab Siegfriedstraße), Allee der Kosmonauten (bis Rhinstraße), Rhinstraße (zw. Allee der Kosmonauten und Straße der Befreiung [heute Alt-Friedrichsfelde]) |
1979-04-06 | Allee der Kosmonauten (zw. Rhinstraße und Schleife Elisabethstraße) |
1980-03-17 | Altenhofer Straße, Leninallee (heute Landsberger Allee), S-Bahnhof Marzahn |
1982-10-06 | Marzahner Promenade, Bruno-Leuschner-Straße (heute Raoul-Wallenberg-Straße), Allee der Kosmonauten (zw. Leninallee [heute Landsberger Straße] und Schleife Elisabethstraße), Trasse Lea-Grundig-Straße/Max-Hermannstraße/Trusetaler Straße (bis Schleife Henneckestraße) |
1984-12-21 | Wartenberger Straße, Rüdickenstraße, Zingster Straße |
1985-04-01 | Rhinstraße (zw. Hauptstraße und Allee der Kosmonauten) |
1985-04-01 | Leninallee (heute Landsberger Alle, zw. Allee der Kosmonauten und Betriebshof Marzahn) |
1986-10-06 | Schleife Henneckestraße bis Schleife Ahrensfelde |
1987-08-10 | Kniprodeallee, Falkenberger Chaussee (bis Prerower Platz) |
1988-08-20 | Falkenberger Chaussee (zw. Prerower Platz und Schleife Falkenberg) |
Some streets were closed, especially those too close to the Berlin Wall:
Date | Streets |
---|---|
1950-10-14 | Waltersdorfer Chaussee, Mittelstraße (Schönefeld) |
1951-03-19 | Königstraße, Spandauer Straße (zw. Königstraße und Molkenmarkt), Schloßplatz, Werderstraße, Französische Straße (bis Charlottenstraße, Lindentunnel, Oberwallstraße, Jerusalemer Straße) |
1952-01-02 | Elsenstraße (zw. Plesser Straße und Heidelberger Straße) |
1952-03-03 | Stalinallee (zw. Andreasstraße und Jacobystraße) |
1952-06-16 | Charlottenstraße (zw. Unter den Linden und Clara-Zetkin-Straße) |
1953-01-16 | Ebertstraße (zw. Potsdamer Platz und Clara-Zetkin-Straße) |
1953-01-16 | Breite Straße (Mitte) |
1953-01-16 | Wollankstraße (zw. Sektorengrenze und Breite Straße (Pankow)) |
1953-01-16 | Kopenhagener Straße, Hauptstraße (zw. Sektorengrenze und Wilhelmsruh (Pankow)) |
1953-01-16 | Bornholmer Straße (zw. Sektorengrenze und Björnsonstraße) |
1953-03-27 | Rosenfelder Straße, Irenenstraße, Weitlingstraße, Lückstraße, Nöldnerstraße, Stadthausstraße, Türrschmidtstraße |
1956-01-11 | Kommandantenstraße, Beuthstraße |
1957-06-25 | Bulgarische Straße (bis Alt-Treptow) |
1959-06-05 | Groß-Berliner Damm |
1959-08-30 | Alt-Stralau, Tunnelstraße |
1959-11-13 | Bulgarische Straße (zw. Alt-Treptow und Köpenicker Landstraße) |
1960-08-01 | Puschkinallee, Am Treptower Park (zw. Puschkinallee und Elsenstraße) |
1961-08-13 | Clara-Zetkin-Straße (zw. Ebertstraße und Planckstraße), Ebertstraße (zw. Brandenburger Tor und Reichstagufer) |
1961-08-13 | Oberbaumbrücke |
1961-08-23 | Heinrich-Heine-Straße (zw. Dresdner Straße und Schmidstraße) |
1961-09-19 | Köpenicker Straße (zw. Schillingbrücke und Brückenstraße) |
1962-01-28 | Adlergestell (zw. Dörpfeldstraße und Köpenicker Straße) |
1962-08-03 | Elisabethstraße, Karl-Marx-Allee (zw. Elisabethstraße und Leninallee) |
1965-01-07 | Hannoversche Straße |
1965-12-14 | Gustav-Adolf-Straße (zw. Langhansstraße und Prenzlauer Promenade) |
1966-04-01 | Idastraße, Wackenbergstraße, Buchholzer Straße, Blankenburger Straße |
1966-05-18 | Fruchtstraße (zw. Mühlendamm und Am Ostbahnhof) |
1966-07-04 | Breslauer Straße (zw. Andreasstraße und Krautstraße) |
1966-08-25 | Heinrich-Heine-Straße (zw. Schmidstraße und Köpenicker Straße) |
1966-09-16 | Krügerstraße, Wichertstraße (zw. Stahlheimer Straße und Gudvanger Straße), Gudvanger Straße (zw. Wichertstraße und Krügerstraße) |
1966-10-10 | Jacobystraße, Kleine Frankfurter Straße, Leninallee (zw. Alexanderplatz und Leninplatz) |
1966-10-10 | Am Ostbahnhof (zw. Fruchtstraße und Andreasstraße) |
1966-10-20 | Charlottenstraße, Taubenstraße (Wendeschleife) |
1966-12-19 | Prenzlauer Straße, Hans-Beimler-Straße (zw. Alexanderplatz und Mollstraße), Weinmeisterstraße, Jüdenstraße (Wendeschleife) |
1967-01-20 | Münzstraße, Memhardstraße, Alexanderplatz, Alexanderstraße (zw. Alexanderplatz und Wallnerstraße) |
1967-12-12 | Stralauer Allee, Markgrafendamm |
1968-10-19 | Wallnerstraße, Raupachstraße (Wendeschleife), Alexanderstraße (zw. Wallnerstraße und Holzmarktstraße) |
1969-07-01 | Dönhoffplatz (Wendeschleife) |
1969-07-01 | Stralauer Platz, Mühlenstraße, Warschauer Straße (zw. Mühlenstraße und Helsingforser Platz) |
1969-10-13 | Karlshorster Straße, Stubenrauchbrücke |
1970-08-24 | Leipziger Straße, Spittelmarkt, Wallstraße, Inselstraße, Köpenicker Straße (zw. Inselstraße und Brückenstraße), Brückenstraße, Jannowitzbrücke, Holzmarktstraße, Andreasstraße, Lebuser Straße, Friedrichsberger Straße, Friedenstraße |
1971-04-01 | Baumschulenstraße, Hasselwerderstraße, Schnellerstraße (zw. Hasselwerderstraße und Bruno-Bürgel-Weg), Bruno-Bürgel-Weg |
1971-11-08 | Damerowstraße |
1973-07-14 | Wiener Brücke (Wendeschleife), Karl-Kunger-Straße, Plesser Straße, Elsenstraße, Am Treptower Park (zw. Elsenstraße und Bulgarische Straße), Köpenicker Landstraße, Schnellerstraße (zw. Köpenicker Landstraße und Brückenstraße), Wendeschleife S-Bahnhof Schöneweide |
1975-11-01 | Straße der Befreiung |
1983-03-01 | Falkenberger Straße, Arnimstraße |
After reunification
In 1992, the West Berlin transport company BVG took over East Berlin's BVB. (In addition to bus and U-Bahn lines, the new BVG also ran the trams, by now only operating in the former East Berlin districts).
There was an attempt to shut down the tram routes running to Pankow, because the trams in Schönhauser Allee run parallel to the U2 line, though the latter does not run to Rosenthal.
In 1995, the first stretch of tram route along Bornholmer Straße was opened to the west in two stages. The Rudolf-Virchow-Klinikum and the metro stations located in Seestraße, Wedding, and Osloer Straße in Gesundbrunnen have since re-connected to the tram network.
Since 1997, the tram has stopped right at Friedrichstraße station. Previously, passengers changing between modes of transport here had to take a long walk to get to the restored train station. Since then, trams have terminated along the reversing loop "Am Kupfergraben" near Humboldt University and Museum Island.
The following year saw the re-opening of tram facilities at Alexanderplatz. These routes now arrive directly from the intersection with Otto-Braun-Straße across the square, stopping both at the U2 underground station and the overground station for regional and commuter trains, where there is a direct interchange to the U5 and U8 lines. An increase in tram accidents in the pedestrian zone was feared by critics but did not eventuate.
In 2000, the tram tracks were extended from the previous terminus at Revalerstraße, past the Warschauer Straße S-Bahn station to the U-Bahn station of the same name. Since there is no room for a return loop, a blunt ending track was built. In order to accomplish this, bi-directional vehicles were procured. However, the tracks, which were further extended in 1995 to the Oberbaumbrücke, have not yet been expanded to Hermannplatz, as had been planned.
Since 2000, the tram in Pankow has run beyond the previous terminus Pankow Kirche on to Guyotstraße, connecting the local development areas to the network.
On 12 December 2004, BVG introduced the BVG 2005 plus transport concept. The main focus was the introduction of Metrotram or Metrobus lines on very busy routes which have no U-Bahn or S-Bahn lines. On the tram network, therefore, nine MetroTram lines were introduced and the remaining lines were partially rearranged. The numbering scheme is based on that of 1993, but has undergone minor adjustments. MetroTram and MetroBus lines have an "M" in front of the line number.
Single MetroTram/MetroBus lines operate on the main radial network. As a rule, the line number corresponds to that of 1993: the M4 from lines 2, 3 and 4, the M5 from line 5, and so on. In addition, the two Pankow lines 52 and 53 were included as line M1 in the scheme. The supplementary lines of these radials continue to be numbered from 10-19, unless they augment the respective metro service. Metro services of the ring and tangential net received a number in the range 10-19; the supplementary lines retained a number in the range 20-29. An exception is the subsequently established line 37, which, together with the lines M17 and 27, travels a common route. Of the lines numbered 50-59 the only one remaining was the 50; the lines numbered 60-69 remained largely unaffected by the measures.
- M1: Niederschönhausen, Schillerstraße and Rosenthal to Mitte, Am Kupfergraben replacing 52 and 53
- M2: Heinersdorf to Hackescher Markt
- M4: Hohenschönhausen, Zingster Straße to Hackescher Markt
- M5: Hohenschönhausen, Zingster Straße to Hackescher Markt
- M6: Hellersdorf, Riesaer Straße to Schwartzkopffstraße
- M8: Ahrensfelde to Schwartzkopffstraße
- M10: Prenzlauer Berg, Eberswalder Straße to Warschauer Straße replacing 20
- M13: Wedding to Warschauer Straße replacing 23
- M17: Falkenberg to Schöneweide
In 2006, a second line was opened in the western part of the city, and the M10 line was extended beyond its former terminus Eberswalderstraße along Bernauer Straße in Gesundbrunnen to the Nordbahnhof in the district of Mitte, before being further extended to Hauptbahnhof in 2015.
In May 2007, a new line from Prenzlauer Tor along Karl-Liebknecht-Straße towards Alexanderplatz was put into operation, where the line M2 leads directly to the urban and regional train station instead of the current service via Rosa-Luxemburg-Platz to Hackescher Markt. The previous route along Alt and Neu Schönhauser Straße no longer carries regular services but operates only as a feeder line.
On September 4, 2011, a one and a half kilometer long new line from the Adlershof S-Bahn station was opened. It runs from the Adlershof science and business hub to the provisional terminus Karl-Ziegler-Straße at the campus Adlershof of the Humboldt University. The route, with three newly built stops, cost 13 million euros and was first serviced by lines 60 and 61 at overlapping 10-minute intervals. Since 13 December 2015, line 63 has run to Karl Ziegler Street, replacing line 60. The connection was originally planned for coompletion in 1999. However, the plan approval procedure was only completed in 2002. Shortly before the plan approval decision expired after five years, the project was approved on August 9, 2007, and soon after the first masts for the overhead line were set up. It is expected to carry 9,000 passengers per workday.
There are also some minor closures:
Date | Streets |
---|---|
1993-01-01 | Trasse S-Bahnhof Adlershof/Köpenicker Straße, Köpenicker Straße, Grünauer Straße, Am Falkenberg |
1993-05-23 | Hauptstraße (before Karlshorster Straße) |
1997-12-20 | Am Weidendamm (between Friedrichstraße and Planckstraße), Planckstraße (between Am Weidendamm and Georgenstraße) |
2000-09-29 | Parkstraße, Elfenallee, Gravensteinstraße (Wendeschleife), Grünstraße |
2007-05-30 | Alte Schönhauser Straße, Neue Schönhauser Straße (exists as operating distance) |
2013-08-26 | Chausseestraße (between Invalidenstraße and Wöhlertstraße), Schwartzkopffstraße, Pflugstraße, Wöhlertstraße |
Towards the Hauptbahnhof
At the timetable change on 14 December 2014, a new tram line was opened from Naturkundemuseum to Hauptbahnhof via Invalidenstraße, with the final stop at Lüneburger Straße in the district of Alt-Moabit. The double-track line is 2.3 kilometers long to the main station, and new stops have been built on the Chausseestraße, the Invalidenpark and the Hauptbahnhof. This is followed by the 1.1 km single track block bypass that has three stops at Lesser-Ury-Weg, Lueneburger Straße and Clara-Jaschke-Straße, as well as the installation area. The planned opening date has already been postponed several times. Originally planned to complete in 2002. However, the plan was caught by the Administrative Court in 2004 and revised to either 2006 and 2007. However, the first 80 metres of the track has already been built during the construction of Berlin Hauptbahnhof.[13]
A new approval procedure was completed on 15 January 2010. In April 2011, the preparatory construction work had begun. The Ministry of Transport revised the 50 metres of the length, a two-meter-wide strip of garden to the state of Berlin to provide enough space for all road users. In the course of the work on the new line sector, the line branch along, Chausseestraße (between Invalidenstraße and Wöhlertstraße), Schwartzkopffstraße, Pflugstraße, Wöhlertstraße was permanently closed on 26 August 2013. The commissioning of the new line was initially only with the line M5. With the restoration of the connection from the Nordbahnhof to the underground station Naturkundemuseum, the new line from 28 August 2015 could also be used by the lines M8 and M10.[14]
Líneas
The first horse-drawn tramlines did not use any special labeling as they were radially inferior from the respective endpoints in the center and thus had few points of contact with other lines. Only with the expansion of the network into the city center was there a need to distinguish the lines from each other. From the 1880s, most major German cities therefore used colored target signs or signal boards, sometimes both together. In Berlin, these were always kept in the same combination. As identification colors red, yellow, green and white were used, from 1898 additionally blue. The panels were one or two colors, the latter either half / half divided or in thirds with a line in the second color. However, the number of signal panels used was not sufficient to equip each line with its own color code. In addition, crossing or side by side lines should run with different signal panels. This meant that individual lines had to change their color code several times in the course of their existence. As a result of the electrification and the takeover of the New Berlin Horse Ride by the Great Berlin Horse Railways / Great Berlin Tram (GBPfE / GBS) increased their number of lines at the turn of the century abruptly. With a view of the Hamburg tram, where in the summer of 1900 for the first time in German-speaking countries line numbers were introduced, experimented the GBS from 1901 also with the numbers. In the timetables of this time, the lines were numbered, but could change their order every year. The numbering scheme should include not only the GBS but also its secondary lines. At the same time, letter-number combinations as they appeared in the timetable booklet should be avoided.
The scheme introduced on May 6, 1902 was relatively simple: single numbers were reserved for the ring lines, two-digit for the remaining lines. Initially, the tens gave information about where the line was going; 10 lines were to be found in Moabit, 60 lines in Weissensee and 70 lines in Lichtenberg. The lines of the West Berlin suburban railway were assigned the letters A to M, the Berlin-Charlottenburg tram the letters N to Z and the lines of the Southern Berlin suburban railway were numbered with Roman numerals. The 1910 taken over by the GBS northeastern Berliner Vorortbahn received in 1913 the line designation NO. The colored signal panels remained in parallel until about 1904. In addition, the lines created during this period were still colored signal panels with new, sometimes even three-color color combinations.
Insertors were marked separately from the March 1903. They bore the letter E behind the line number of their main line. In later years, these lines increasingly took over the tasks of booster drives and were therefore shown in the timetables as separate lines. On April 15, 1912, the GBS introduced the first line with three-digit number. The 164 was created by extending the 64, which was maintained in parallel. In the following months more lines were provided with 100 numbers or newly set up, usually as a line pair to the existing line.
The surrounding businesses were not affected by the change in May 1902 and set on their own markings. The lines of the urban trams and the meterspurigen lines of the Teltower circular orbits were still marked with signal panels, on the other hand, the BESTAG and in Heiligensee, not the lines, but only the targets were marked with different colored signs. In 1908, the Spandauer Straßenbahn introduced the line identification with letters, which corresponded to the initial letter of the destination (line P to Pichelsdorf, etc.), in 1917 the company switched to numbers. In Cöpenick, the lines were marked from 1906 with numbers, from 1910 additionally with colored signal panels for the individual routes (red lines to Friedrichshagen, etc.). The Berlin Ostbahnen used from 1913 also like the SBV Roman numbers as line numbers. The other companies, including the standard-gauge lines of the Teltower Kreisbahnen, did not use a line marking.
With the merger of companies for the Berlin tram, the GBS's numbering scheme was extended to cover the rest of the network. Usually, those numbers are assigned, whose lines were continued during the World War I. For example, it came about that the lines operating in Köpenick received mainly 80s numbers. Letters were still awarded to the tram lines in the BVG until 1924, after which it was reserved for the suburban tariff buses.
With the outbreak of the Second World War, the Berlin public transport companies had to stop a large part of the bus traffic to save fuel. Tram traffic has been extended accordingly. The newly established amplifier lines contributed to the distinction of the master lines 200 and 300 numbers. From 1941, the night routes of the bus and the tram networks were later classified into the 400-series numbers. The measures were existed until the end of the war. The last 100 numbers were renumbered on May 31, 1949.
After the administrative separation of the BVG initially only changed the numbering scheme. Tram lines running from the east to the west of Berlin kept their number after the grid separation in 1953 and as a result of network thinning, individual lines were disappeared. The BVG-West waived from July 1966, the prefix A on the bus lines, the BVG-Ost waived on 1 January 1968. While in the west tram traffic was stopped 15 months later, the passenger in the east could not tell from the line number whether it was a tram or bus line. The Berliner Verkehrsbetriebe therefore planned to systematise their network in the 1970s. The city center lines of the tram should receive the line numbers 1 to 30, in Köpenick should retain their 80s numbers. The remaining numbers were intended for the bus. Night lines received from 1973 uniformly 100 numbers, for the tram were initially provided only the numbers from 120. The conversion of the daily lines was only partially completed.
After the reunification, in two steps, a uniform numbering scheme was introduced, which included the lines in the state of Brandenburg. The Berlin tram was assigned the line number range from 1 to 86, then followed by the overland operations in Woltersdorf, Schöneiche and Strausberg with the numbers 87 to 89. The Potsdam tram received the 90s line numbers. E-lines were no longer listed separately in the timetable, but the amplifiers continued to operate as such until 2004. Night lines were indicated on both means of transport by a preceding N and the three-digit line numbers were henceforth intended for the bus routes. The first conversion of 2 June 1991 followed the Berlin tram lines on 23 May 1993. The network was reorganized and divided into five number ranges. The main focus was on the focus on the historical center. Single lines formed the radial main network, 10 lines their supplementary network. 20er lines were intended for the ring and Tangentiallinien. There were 50 lines in the district of Pankow, 60 lines in the district of Köpenick analogous to the bus lines there.
BVG had instituted a new line structure, where the BVG has 22 lines since 2004.[1][15] MetroTram also uses the symbol . On 12 December 2004, BVG had introduced the transport concept, BVG 2005+. The main content was the introduction of metro lines on busy routes where there are no S-Bahn or U-Bahn. In the tram network, therefore, nine tram lines under MetroTram were introduced, and the other lines have permanently rearranged. The numbering scheme is that it was similar to the 1993 scheme, but has undergone major adjustments.
Metro lines with a single digit number travel through the radial main network, as a rule, the line number corresponds to that of 1993, so the lines became 2, 3, and 4 into M4, the 5 into M5 and so on. In addition, the two Pankow lines, 52 and 53 were included as line M1 in the main scheme. The supplementary lines of the radials continue to carry 10 numbers, unless they have been merged into the amplifier of the metro line. Metro lines of the ring and tangential network received the numbers in the 10 range, whose supplementary lines retain the 20 range. An example is the retrofitted line, route 37, which together with the lines of M17 and 27 runs a common route. Of the 50 routes remained, the only one of the 50, the 60 lines were remained untouched by these measures.
Mitte, Am Kupfergraben - Niederschönhausen, Schillerstraße / Rosenthal Nord | |
S+U Alexanderplatz/Dircksenstraße - Am Steinberg (- Heinersdorf) | |
S Hackescher Markt - Hohenschönhausen, Zingster Straße / Falkenberg | |
(S+U Hauptbahnhof -) S Hackescher Markt - Hohenschönhausen, Zingster Straße | |
(S Hackescher Markt -) Landsberger Allee/Petersburger Straße - Hellersdorf, Riesaer Straße | |
(S+U Hauptbahnhof -) Landsberger Allee/Petersburger Straße - Ahrensfelde/Stadtgrenze | |
S+U Hauptbahnhof - S+U Warschauer Straße | |
Wedding, Virchow-Klinikum - S Warschauer Straße | |
(Falkenberg -) Hohenschönhausen, Gehrenseestraße - S Schöneweide | |
Mitte, Am Kupfergraben - Weißensee, Pasedagplatz | |
S+U Frankfurter Allee - Ahrensfelde/Stadtgrenze | |
S Springpfuhl - Hellersdorf, Riesaer Straße | |
S+U Lichtenberg/Gudrunstraße - S Schöneweide (via Eldenaer Straße, Frankfurter Tor, Boxhagener Straße) | |
Krankenhaus Köpenick - Weißensee, Pasedagplatz | |
S+U Lichtenberg/Gudrunstraße - S Schöneweide (via Rhinstraße, Treskowallee) | |
(Wedding, Virchow-Klinikum -) Prenzlauer Berg, Björnsonstraße - Französisch Buchholz, Guyotstraße | |
Johannisthal, Haeckelstraße - Friedrichshagen, Altes Wasserwerk | |
Adlershof, Karl-Ziegler-Straße - Rahnsdorf/Waldschänke | |
Wendenschloß - S Mahlsdorf | |
Adlershof, Karl-Ziegler-Straße - Mahlsdorf, Rahnsdorfer Straße | |
Krankenhaus Köpenick - S Schöneweide | |
S Köpenick - Alt-Schmöckwitz |
Tram line 68 was named by the National Geographic Society as one of the ten "Great Streetcar routes" worldwide.[16]
Planes futuros
Since December 2016, Berlin has planned major light rail expansion which has been revived. Earlier plans has been there since 2000 for completion between 2005 and 2010.[17] There will be no tramway closures.
Four tram projects already under development by BVG will be prioritised for construction with work beginning from 2017 to 2021. These comprise:
- A planned extension to Ostkreuz from Lichtenberg
- Berlin Hauptbahnhof - Turmstraße U-Bahn station
- Schöneweide - Wista Adlershof
- Rahnsdorfer Straße - Mahlsdorf S-Bahn station
Five more tram lines will also be developed and construction will begin after 2021, these will see trams returning to the parts of the inner West Berlin for the first time since 1960s, as well as the already dense network expansion in the city. These include:
- Alexanderplatz - Kulturforum - Kleistpark - Rathaus Steglitz
- Turmstraße - Mierendorffplatz
- Warschauer Straße S-Bahn/U-Bahn station - Hermannplatz
- connection from Heinersdorf to the Blankenburger Pflasterweg development area, and
- Pankow - Heinersdorf - Weißensee.
These are the long-term plans after 2026, which will have more direct tram networks at the West Berlin area:
- S-Bahnhof Schöneweide – Sonnenallee – Hermannplatz – Potsdamer Platz (M9/M41)
- Potsdamer Platz – Wittenbergplatz/Zoologischer Garten
- Mierendorffplatz – Jungfernheide – Urban Tech Republic (Tegel Airport)
- Pankow – Wollankstraße – Turmstraße (M 27) – Mierendorffplatz – Luisenplatz
- (Alexanderplatz –) Spittelmarkt – Lindenstraße – Hallesches Tor – Mehringdamm (it can be M2)
- Sterndamm - Johannistal Chaussee
- Lutzowstraße - Zoo
- Berlin Hauptbahnhof - Perleberger Straße
- Turmstraße - Rathaus Pankow
Further long-term plans after 2031:
- Rathaus Spandau - Hahneberg
- Falkenseer Platz - Freudstraße
- Rathaus Stegliz - Friedenfelser Straße
- Virchow-Klinikum - Ernst-Reuter-Platz - Zoologischer Garten
- Mahlsdorf - Riesaer Straße
In Johannisthal a route over the Sterndamm and the Stubenrauchstraße to the subway station Zwickauer Damm in Rudow or (planning variant) to the subway station Johannisthaler Chaussee. By the way choose the residential areas around the Zwickauer Damm and the Eisenhutweg a better public transport connection. For this route, space was reserved for the tram tracks as a preliminary step in the construction of the Hermann Gladenbeck Bridge over the A 113 and the Massantenbrücke over the Teltowkanal 2004. Likewise, the existing track bed of the Neukölln-Mittenwalder railway can be used behind the mass bridge / Hermann-Gladbeck bridge, which is just a short distance behind the underground station Zwickauer Damm.
Until 2006, there were deliberations to suspend parts of the lines M1, M2, 12, 27, 60 and 61 as soon as the parts of the road, then considered unprofitable, were to be renewed for further operation. However, these were not realized, in fact some of the mentioned routes have now been refurbished, the headways have been consolidated on them, or, as already mentioned, there are even plans for extensions.
Material rodante
Berlin's tram system has three different families of vehicles. In addition to Tatra high-floor vehicles, there are low floor six-axle double articulated GT6N and GT6N-ZR trams in unidirectional and bidirectional versions, and since 2008, the Bombardier Flexity Berlin. The Tatra KT4 trams were phased out by 2017, and the Communist-era T6A2/B6A2 trams were phased out by 2007.
The number of trams has shrunk continuously. The BVB had 1,024 vehicles, while currently there are about 600. The reduction is possible because the new low-floor cars on average achieve more than twice the mileage per year (100,000 km) (62,000 mi), and, being longer, carry more passengers and therefore rarely operate in double header.
In July 2006, the cost of energy per vehicle-kilometer was:
- tram €0.33
- coupled set €0.45
- bus €0.42
- underground train €1.18[18]
GT6N
Between 1992 and 2003 45 bidirectional GT6N-ZRs and 105 unidirectional GT6Ns were purchased. The cars have a width of 2.30 m (8 ft) and a length of 26.80 m (88 ft). They can carry 150 passengers and can run as coupled sets.
134 cars were in a risky transaction leased to a US investor and leased back. The SNB has accrued more than €157 million ($205 million) to hedge potential losses from cross-border business.[19]
In the end of 2011 and beginning of 2012 the SNB began the carriage 1006 and 1016 a sample exercise. They were provided with a new drive technology and new software such as the Flexitys. The only mutually detachable vehicles had to distinguish the new car numbers 1506 and the 1516.
Flexity Berlin
In April 2005, a European tender was issued for low floor trams, half unidirectional, and half bidirectional vehicles. The latter will respond better to the BVG and construction faults and build on certain routes for cost savings. The Vienna tramway tram type ULF was tested in passenger service.
On 12 June 2006, the BVG decided to procure new trams. These are based on the tested Incentro, referred to by Bombardier as Flexity Berlin. In October 2008, for €13 million ($17 million), four prototypes were ordered and since then extensively tested. There are one- and two-way cars, respectively 30.8 (101 ft) and 40 m (131 ft) in length, carrying about 180 or 240 passengers. Use in coupled sets is not possible.
On 29 June 2009, the Supervisory Board of the BVG decided to buy 99 Flexity cars, 40 of which will be long and 59 short versions, for €305.3 million ($397.9 million). In September 2011 the first 13 long cars began to be delivered. To replace all old Tatra cars, a further 33 costing €92.3 million ($120.3 million) may need to be ordered in 2017.[20] The trams will be manufactured at Bombardier's Bautzen works or Hennigsdorf.
In June 2012 the Supervisory Board approved the BVG 2nd Serial recall of an additional 39 trams of type "Flexity Berlin". Considering the order of over 99 vehicles from 2010, that means a total of 38 vehicles and 47 long bidirectional vehicles, as well as 53 short bidirectional vehicles will be ordered from the manufacturer, Bombardier Transportation. Thus, the SNB responds to both the very positive development of passenger numbers at the tram and allows bidirectional vehicles the eventual abandonment of turning loops and enhancing the design stops. Once this procurement is secured in 2017, then the old Tatra cars can be scrapped. The State of Berlin's funded budget is €439.1 million ($572.7 million).[21]
The new cars are equipped with 2.40 m wheel spacing, 10 cm wider than the existing low-floor trams. The track width was chosen so that modifications in the network are not necessary[22] This affects only the routes upon which the Flexities will be operated. The Flexities are unable to run in Köpenick and on parts of the network in Pankow.
In December 2015, BVG exercised an option for another 47 Flexity trams from Bombardier to handle increased ridership.[23]
Tram depots
Depots are required for storage and maintenance purposes. BVG has seven operational tram depots, five of which are used for storage of service trams:
- Kniprodestraße, in Friedrichshain on the east side of the junction of Kniprodestraße and Conrad-Blenkle-Straße. This depot is used for track storage and rail-grinding machinery only. It is on bus route 200, and the access tracks connect to tram line M10.
- Köpenick, on the west side of Wendenschloßstraße, south of the junction with Müggelheimer Straße. The depot entrance is on tram route 62.
- Lichtenberg, on the east side of Siegfriedstraße, north of Lichtenberg U-Bahn station. The depot entrance is on tram routes 21 & 37 and bus routes 240 & 256.
- Marzahn, on the south side of Landsberger Allee, east of Blumberger Damm. The depot has a tram stop on the M6 and 18 lines. Bus route 197 also passes the depot.
- Nalepastraße, on the east side of Nalepastraße, in Oberschöneweide. It is not on any tram or bus route, but its access line connects with tram routes M17, 21, 37, 63 and 67 at the junction of Wilhelminenhofstraße and Edisonstraße.
- Niederschönhausen, on the north-east corner of the junction of Deitzgenstraße and Schillerstraße. The line is on tram line M1. The depot is used for the storage of works machinery and historic, and preserved trams.
- Weissensee, on the north side of Bernkasteler Straße near the junction of Berliner Allee and Rennbahnstraße. The depot entrance is not directly passed by any bus or tram route, but tram routes 12 & 27 and bus routes 156, 255 & 259 serve the adjacent Berliner Allee/Rennbahnstraße tram stop.
Out-of-service trams returning to Nalepastraße and Weissensee depot remain in-service until reaching the special tram stop at each depot.
General view
Around Berlin there are some additional tram systems that do not belong to the BVG but are integrated with the greater VBB system:
- the Verkehrsbetrieb Potsdam (operators of the Potsdam Tramway, lines 91–99)
- the Woltersdorf Tramway (line 87, partly in Berlin)
- the Schöneiche-Rüdersdorf Tramway (line 88, partly in Berlin)
- the Strausberg Railway (line 89, a tram line located in the town of Strausberg)
The last three companies are located in the eastern suburbs at the eastern edge of Berlin. Each of them has only one line.
Ver también
- Gross-Lichterfelde Tramway
- List of urban tram networks in Germany
- Strausberger Eisenbahn
- Trams in Germany
- Potsdam Tramway
Referencias
Inline references
- ^ a b c "The company in brief Berliner Verkehrsbetriebe". BVG. Retrieved 5 March 2015.
- ^ a b "Travel information - Overview of our lines (Metrotram)". BVG. Retrieved 5 March 2015.
- ^ a b "Travel information - Overview of our lines (Tram)". BVG. Retrieved 5 March 2015.
- ^ a b "Lines & Networks - Means of transport and lines - Tram - Trams". BVG. Archived from the original on 27 July 2014. Retrieved 30 April 2014.
- ^ "Zahlenspiegel 2018" [Statistics 2018] (PDF) (in German). Berliner Verkehrsbetriebe (BVG). 31 December 2018. p. 2. Retrieved 26 June 2019.
- ^ a b "Berliner Straßenbahn mit langer Tradition" [Berlin Trams' Long Tradition] (in German). BVG. Retrieved 5 March 2015.
- ^ "Wien hat das fünftgrößte Straßenbahnnetz der Welt" [Vienna has the fifth largest tramway network in the world]. www.wienerlinien.at (in German). Wiener Linien. 2011. Archived from the original on 31 October 2013. Retrieved 31 August 2013.
- ^ Textagentur-Grimm.de: Simon Kremser
- ^ Elfi Bendikat: Öffentliche Nahverkehrspolitik in Berlin und Paris 1839 bis 1914, p. 103, at Google Books (Walter de Gruyter), Seite 103
- ^ http://www.ceciliengaerten-berlin.de/web/zeitrahmen/1800_1899.html Cecilengarten Berlin: Zeitrahmen
- ^ Tram Travels: Berliner Verkehrsbetriebe (BVG)
- ^ Wolfgang Kramer (2001), Arbeitskreis Berliner Nahverkehr e.V. (ed.), Linienchronik der Berliner Straßenbahn 1945–1993 (in German), Berlin
- ^ http://www.bvg.de/de/Aktuell/Newsmeldung?newsid=380
- ^ http://www.bvg.de/de/Aktuell/Newsmeldung?newsid=908
- ^ Official BVG tramway map (PDF)
- ^ http://travel.nationalgeographic.com/travel/top-10/trolley-rides/#page=2
- ^ http://www.railjournal.com/index.php/light-rail/berlin-plans-major-light-rail-expansion.html Berlin plans major light rail expansion
- ^ Small request in the Berlin parliament, printed matter 15/13611 (PDF, 128 KB)
- ^ Peter Neumann: Now threaten heavy losses, Berliner Zeitung, 14 November 2008
- ^ Klaus Kurpjuweit Traffic LPP-Flexity trams; art18614, 2836566 300 million for new streetcars The Guardian 1 July 2009
- ^ http://www.bvg.de/index.php/de/103842/name/Pressemitteilungen/article/1090651.html
- ^ Jürgen Sember, Hans-Eckhard Warns:.. Purchasing new trams for the Berlin Transport Authority - European tender - an experience report In: ZEVrail Glasers Annalen 131, 10 October 2007, pp. 395-401
- ^ "More Flexity Berlin trams ordered". Railway Gazette International. 21 December 2015.
Bibliography
Works in English and German
- Sigurd Hilkenbach, Wolfgang Kramer und Claude Jeanmaire: Berliner Straßenbahnen. Die Geschichte der Berliner Straßenbahn-Gesellschaften seit 1865 (Archive No. 6), Verlag Eisenbahn, Villigen AG (Schweiz), 1973, ISBN 3-85649-006-X
- Sigurd Hilkenbach, Wolfgang Kramer und Claude Jeanmaire: Berliner Straßenbahngeschichte II. Ein Bericht über die Entwicklung der Straßenbahn in Berlin nach 1920 (Archive No. 31), Verlag Eisenbahn, Villigen AG (Schweiz), 1977, ISBN 3-85649-031-0
- Sigurd Hilkenbach, Wolfgang Kramer und Claude Jeanmaire: Die Straßenbahnlinien im westlichen Teil Berlins. Der Wiederaufbau ab 1945 und die Stillegung im Westteil der Stadt bis 1967. (2 Bände) (Archive Nos. 46/52), Verlag Eisenbahn, Villigen AG (Schweiz), 1986, ISBN 3-85649-046-9
- Schwandl, Robert (2012). Schwandl's Tram Atlas Deutschland (in German and English) (3rd ed.). Berlin: Robert Schwandl Verlag. pp. 8–13. ISBN 9783936573336.
Works in German
- Arbeitsgemeinschaft Blickpunkt Straßenbahn e.V.: Straßenbahnatlas Deutschland 1996, Berlin, ISBN 3-926524-14-6
- Denkmalpflege-Verein Nahverkehr Berlin e.V.: Rekowagen - Die etwas härtere Art, Straßenbahn zu fahren, Verlag GVE, Berlin, 1996, ISBN 3-89218-045-8
- Denkmalpflege-Verein Nahverkehr Berlin e.V.: Historische Nahverkehrsfahrzeuge - Berlin und Brandenburg, Verlag GVE, Berlin, 2001, ISBN 3-89218-027-X
- Denkmalpflege-Verein Nahverkehr Berlin e.V.: 100 Jahre »Elektrische« in Köpenick, Verlag GVE, Berlin, 2003, ISBN 3-89218-082-2
- Sigurd Hilkenbach und Wolfgang Kramer: Die Straßenbahnen in Berlin, Alba, Düsseldorf, 1994, ISBN 3-87094-351-3
- Sigurd Hilkenbach und Wolfgang Kramer: Die Straßenbahn der Berliner Verkehrsbetriebe (BVG-Ost/BVB) 1949-1991, Transpress, Stuttgart, 1997, ISBN 3-613-71063-3
- Wolfgang Kramer und Heinz Jung: Linienchronik der Elektrischen Straßenbahn von Berlin. (2 volumes), Arbeitskreis Berliner Nahverkehr e.V., 1994 (Vol. 1), 2001 (Vol. 2)
- Holger Orb und Tilo Schütz: Straßenbahn für ganz Berlin. Geschichte - Konzeption - Städtebau, Jaron, Berlin, 2000, ISBN 3-89773-024-3
enlaces externos
- BVG official website
- Tram network's page on BVG website
- Berlin tramway network map
- Track plan of the Berlin tram system
- Berlin database / photo gallery and Berlin tram list at Urban Electric Transit – in various languages, including English.
- Berlin database / photo gallery at Phototrans – in various languages, including English.
This article contains information from the German-language Wikipedia article Straßenbahn Berlin.