Wuppertaler of public utilities AG (traffic)

this article is concerned with the transport department of the Wuppertaler of public utilities AG. For the supplying department, see Wuppertaler of public utilities AG (supply).
Wuppertaler suspension railway

the transport department of the Wuppertaler of public utilities AG is a suburban traffic enterprise in the city Wuppertal and member at the traffic group Rhine Ruhr. At the 1. March of 1948 created public utilities operate today with exception of the suspension railway a pure bus enterprise. In them all the enterprises were summarized, which served the ÖPNV of the today's city Wuppertal in the area. Until 1959 the face of the ÖPNV was quite various in the city Wuppertal. Beside the bus enterprise and the suspension railway operated in the city both a meterspurige, and a regelspurige streetcar, a rack railway and in this year the introduced Oberleitungsbus.

Table of contents

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history

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Electrical streetcar Barmen - Elberfeld AG

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horse course

between the two cities Elberfeld and Barmen operated 18 starting from that. September 1854 four times daily one by the haulage contractor W. Hoewing claimant horse course, which was reset after approximately one year because of unprofitableness.

To 30. March 1862 was locked by the city administrations a contract with the entrepreneur Johann shortening from Cologne, which planned the enterprise of a horse bus line between the two places. For this purpose it acquired a property in Elberfeld. There approximately 100 horses and numerous horse buses were accommodated. The same distance between Elberfeld barrier and Oberbarmen Rittershausen as the horse courses Hoewings drove on the penalty six years before.

The citizen of Berlin civil engineer le-sing received to 26. March 1872 a 20-year old concession for the building and enterprise of a regelspurigen course. This should of Elberfeld Westend over the Friedrich Ebert road, in former times king route, the Hofauerstrasse, the Wupperstrasse and Hofkamp in Elberfeld and the avenue road, age market, which road lead value ago road and the citizens of Berlin in Barmen after knight living. This concession went to 29. October on the German horse railway company to Berlin over, to 8. April 1873 with the building of the double-railed distance began. Scarcely a half year later, at the 1. September took over this society also the enterprise of Johann shortening and addressed to 15. September a line between age market and Wichlinghausen. This distance was driven on in the 60-Minuten-Takt.

A characteristic of this distance was the Perambulatorbetrieb demanded in the concession. This looked in such a way that the cars were equipped with wheels without flange. Between the front wheels was a further pair of wheels with flange, which could be up and discharged by means of a crank. With these wheels the cars were normally held in the trace of the rails. If obstacles on the distance were, these wheels should be raised, so that the obstacles will umfahren could. Behind it one returned the rails.

The German horse railway company to Berlin announced to 16. October 1873 bankruptcy on. The building of the distance was resumed however by the official receiver. After test runs to 5. December and to 16. January 1874 took the course on a section to 10. April 1874 the enterprise up. To 17. June and to 2. Octobers 1874 were opened the two remaining sections. The course drove on the 9.5 kilometers long distance, for which it needed approximately 70 minutes, in a 60-Minuten-Takt.

In the following time the enterprise changed twice the owner. To 12. March 1875 acquired the entrepreneur Heinrich Quistrop for 1.500.000 realm Marks the horse course from the Konkursvermögen. The course ran now under the name waistcoat lp Berlin kg a.A. Heinrich Quistrop. Subsequently, it changed to 8. December 1875 into the possession of the Englishman John Weston. After a new concession was issued, the course drove Elberfeld , Brussels as Societé anonymous of the Tramways de Barmen à by the city.

The new concession did not plan also more the Perambulatorbetrieb . Since the cars were very easily built under the type of firm, it occurred again and again that stairway steps, railings and feathers/springs of the cars broke. The delays resulting from it led finally to the fact that this paragraph was removed from the concession. Thus all horse course cars got wheels with flanges.

The new society began with it, at that 23. To separate May 1876 the tracks of the double-railed distance. Thus the tracks ran no longer in the same road, but parallel in two roads. In the July of the yearly one began also to replace the two-story cars by lighter one-story cars, which could be pulled also by a horse.

The last cars of the “Perambulatorbetriebes” became starting from that 13. September 1876 superseded, because the police had forbidden their employment due to the frequent accidents. In order to master increasing traffic, 22 became starting from that. July 1878 between Elberfeld width road and Barmen Karlsplatz a further line furnished. This internal line strengthened the old distance on this section. Finally followed to 9. May 1889 an extension of the distance from Elberfeld Westend to sunning fount. Thus the course had a length of scarcely twelve kilometers.

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electrical streetcar

in the year 1894 voices became loud in the two cities, which demanded the mechanism of an electrical streetcar. To 9. May 1895 was bought up the Societé anonymous of the Tramways de Barmen à Elberfeld, Brussels by the UEG, the union Elektricitäts society from Berlin for 2.960.000 realm Marks. The concession was transferred by the municipalities to the UEG and extended until 1939.

After to 9. November the test run was successful, became to 26. January 1896 the horse railway company between west end and black brook adjusted and of the electrical streetcar taken over. The section after sunning fount followed to 5. February 1896.

After 1901 to 1903 the suspension railway etappenweise had been taken in enterprise, withdrew these numerous passengers from the streetcar. This competition prevented probably also the planned extensions after Loh, to the main station in Barmen and after Vohwinkel. Only 1909 increased the passenger numbers again. Starting from that 7. June 1913 was agreed upon with the suspension railway company and the Bergi Kleinbahn AG an operating association, at the 1. January 1914 was converted into a tariff community.

1925 were acquired by the Bergi Kleinbahn AG the distance from the fir mountain route to Gabelpunkt. This meterspurige line was supplemented around a third track, in order to be able to drive on this section with the regelspurigen cars. 1926 were built an operating track between the Weiherstrasse and for the depot in black brook, which became to drive on in the same year from a line. At the 1. January 1940 came up the electrical streetcar Barmen - Elberfeld AG in the Wuppertaler courses AG .

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Barmer mountain railway AG

the Barmer mountain railway AG became to 26. April 1892 by the city Barmen and the entrepreneurs Rudolf Ibach and Adolf Vorwerk as well as the banker Hermann Fischer based. It consisted of the rack railway to the Toelleturm, at the 1. August 1902 acquired Ronsdorf Müngstener railway and at the 1. January 1909 taken over electrical streetcar Elberfeld - Cronenberg - rem-separate.

After the net had 1926 with nearly 67 kilometers of length its largest expansion, the retreat began at 1936. To 15. May of this yearly quit the city Elberfeld the concession for the section city theatre - to Ostersbaum and changed this over to bus enterprise. After the union to the city Wuppertal designated itself the course in Wuppertaler mountain railway AG over. The enterprise came up 1940 in the Wuppertaler courses AG.

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rack railway Barmen - to Toelleturm

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Ronsdorf Müngstener railway

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electrical streetcar Elberfeld - Cronenberg - rem-separate

in the year 1896 received the union electricity company from Berlin a concession for the building and the enterprise of a meterspurigen, smallcourse-similar secondary line from Elberfeld to Cronenberg. With the construction work 1899 were begun and to 10. August 1900 was completed the course. After test runs the distance became to 15. August opens and to 18. August taken in enterprise. The course upward gradients knows in parts up to 10% up. The current supply transferred the power stations to Elberfeld.

The distance began at shower value ago the place and led at the station die bar mountain past across the station route up to the Blücherbrücke. After it had crossed the bridge on its own track body, it ran over the clover sheet route, the Grifflenberger road, the blanking race, the August branch race, the hunter yard route, the Friedenshain, the Hahnerberger road, Cronenfeld, Cronenberg, the mountain buildings road, the Oberheidter road to south mountain. With Cronenfeld a branch branched over the Hastener road up to the Ronsdorf Müngstener railway .

Subsequently, with the extension up to the Remscheider streetcar was begun. Since the course could not drive through the close curves of the steep road, pointed turns for the course were furnished, where them had to change the driving direction. For safety reasons additionally derailing switches were arranged, which had to be set with the passage by the Schaffner by hand to passage. To 15. August 1901 was taken this distance in enterprise. On this section also the Ronsdorf Müngstener railway was traversed, which, as mentions above, will not over-drive with passengers was allowed. Only starting from that 23. October 1902, after a signal tower tower and signaling devices were furnished, could be traversed the distance also with passengers. A connection to the Remscheider streetcar came off, due to a prohibition of the National Railroad as supervisory authority, only in the year 1929 .

At the 1. January 1905 the electrical streetcar Elberfeld - Cronenberg - rem-separate from the Solinger circular path AG taken over. This converted the pointed turns in hairpin curves starting from 1908 , so that the direction change could be void. At the 1. January 1909 bought the Barmer mountain railway AG the course for 1.446.000 realm Marks of the Solinger circular path AG.

At the 1. April 1912 began the Barmer mountain railway with the building of the distance from Cronenberg to Solingen. The distance became to 4. August 1914 open and was 7.3 kilometers long and possessed a 188 meter is enough for tunnel. In order to connect the distance in a further place with the remaining net, but not the track section between Gelpetal and Friedenshain, taken built by the Bergi Kleinbahn AG , in enterprise, was leased.

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Barmer streetcar

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city lines

the Barmer streetcar AG became to 16. April 1894 as regelspurige streetcar by the city Barmen based. The company Siemens & Halske got the order to build one approximately 2.4 kilometers long course from the Barmer theatre after Heckinghausen.

This distance became at the 1. September 1894 opens. To 8. November 1895 was inaugurated the second distance, from Barmen age market after Beckacker. At the 1. September 1897 follows the so-called traverse, which connected the two lines built before.

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Barmen - Schwelm - Milsper streetcar

to 7. August 1896 was closed between the municipalities Barmen , long field and Schwelm a contract over the building of a regelspurigen streetcar between these municipalities. The concession for the Barmen - long field - Schwelmer streetcar AG became to 26. October 1896 gives. At the 1. September 1897 was taken those predominantly single-railed distance in enterprise.

The Barmen - long field - Schwelmer - streetcar and the Barmer streetcar used a common Wagenpark after the opening of the lines from Barmen to Schwelm.

To 18. January 1907 was extended the distance by 3.3 kilometers from Schwelm to Milspe. Few days later, to 24. February, followed the extension after Ennepetal, where it received Ennepetal connection to the streetcar company. The society was renamed in Barmen - Schwelm - Milsper course AG.

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Kleinbahn Loh - Hatzfeld

1894 was built by the city Barmen a railroad line between the station Loh National Railroad and the Barmer slaughterhouse. An extension of this distance took place at the 1. September 1911, when the distance was extended until Hatzfeld. At the 1. December 1920 was extended the distance in Hatzfeld up to the water tower. The passenger traffic was completed on the distance by the Barmer streetcar, the distance was in the possession of the city.

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distance extensions by the Barmen - Schwelm - Milsper course and Barmer streetcar

the two enterprises planned to extend the line from Wichlinghausen over Hiddinghausen and Bommern to jokes. To 16. December 1908 was taken the first section by Beckacker over Hottenstein to Hasslinghausen in enterprise. It followed at the 1. October 1911 an extension to Hiddinghausen. The continuation until jokes failed because of the beginning of the 1. World war. 1912 followed to 13. July a development of the transverse course up to the forestry house. Far extension of the net still went to 6. August 1914 from the valley course to the urban hospital in enterprise, before the 1. World war also the remaining extensions of the net stopped.

The course transferred numerous additional tasks in the course of the war. Patient transportation and supplying travels were accomplished. In addition partial own cars were converted, partial cars of the Ronsdorf Müngstener railway were used.

The two streetcar companies went at the 1. January 1940 into the Wuppertaler courses AG over.

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Bergi Kleinbahn AG

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streetcar in Neviges

the Bergi Kleinbahn AG became to 21. June 1897 by the Continentale society for electrical enterprises in Nuremberg with seat in Neviges based. To 23. June 1897 began the enterprise on by the Continentale the society for electrical enterprises since that 11. August 1896 built distance between branch Neviges and Velbert. To 12. July 1897 was taken up on the distance from Elberfeld to Neviges the enterprise. To 1899 the following distances were taken in enterprise:

and Hösel, steam-claimant

from Velbert to holy house [

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Niederbergi streetcars

to 4. August 1902 became the distance of that the-sourly bridge in Elberfeld to light-separates opened. Since the concession forbade a railway track on Barmer area, a approximately 260 meter of long tunnels for the distance was built. In light-separate had one connection to the tracks of the Barmer mountain railway AG.

In Ronsdorf became to 26. August 1902 the distance between the technical school and the hospital inaugurated. After the building of a connecting curve at the technical school was realized to the Ronsdorfer streetcar distance of the Barmer mountain railway, between the two enterprises an agreement was made, which made it possible to together use both distances in Ronsdorf.

A distance between Elberfeld Döppersberg and Gabelpunkt, planned since 1897 , became to 29. November 1902 taken in enterprise. Thereupon the distance was sold between Gabelpunkt and station Steinbeck to the city Elberfeld. One kept however the right to share this distance there itself at this distance since that 6. February 1902 a depot found.

Between 1907 and 1908 the following sections of the net were taken in enterprise:

one had contact to numerous streetcar enterprises. Between Ronsdorf and light-separate had one a common distance with the Barmer mountain railway AG, in Steele met the courses of the meals and the Bochum; in Hattingen one could be transferred to the Metz men streetcar into the BOGESTRA and starting from 1914 into the Hattinger circular path and in tonus sheath met.

Apart from the moved topography, which increased the travel time by artificial distance extensions for the reduction of the upward gradient considerably, still different adversities came.

  • When over driving the Ruhr bridge into meal Steele each passenger had to pay two Pfennig of Brückengebühr.
  • In Elberfeld there were complex right of way regulations, which granted privileges to the north south course and the round course.
  • Security needs of the National Railroad forced so some delay.
  • In the close local through traffic in Neviges and long mountain the Schaffner before the course had to work, in order to secure the distance.
  • The terminal in lay in the downward gradient and had only one switch. This led to the fact that the motor coach had to uncouple the sidecar. Subsequently, the motor coach drove into a track. One let the sidecar roll thereafter into the other track, so that the motor coach could couple these then again. This procedure was very uncertain and became, although it came to deadly accidents, until 1951 maintained.

Starting from 1910 the following extensions of the route network were planned, which however due to the 1. World war, lack of capital or missing permission were prevented:

  • from Gelpetal over Hasten after rem-separate
  • from Elberfeld over being useful mountain and Wieden to Vohwinkel
  • from light-separate after Küllenhahn
  • from DO mountain to Neviges
  • from to meal Bredeney
  • from Hattingen over bright stone to connect Herbede and Heven after
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] Benrather

streetcar net around the Bergi Kleinbahn AG with the Ruhr district and the Rhine country a further center in Benrath one furnished. From here the following distances were opened:

of the moreover also here removals were intended, due to the 1. World war, which could not be converted difficult financial situation and missing permission:

  • from tonus sheath to Vohwinkel and the connection to the remaining network
  • of Oberbilk to the Düsseldorfer city hall and the port
  • of Oberbilk over Eller after Gerresheim

this net became at the 1. October 1911 by the city Duesseldorf bought up and to the Rhine course leases.

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Bergi Kleinbahn AG starting from 1911

at the 1. January 1914 was bought up the streetcar Barmen - Elberfeld AG by the Bergi Kleinbahn AG. In order to simplify the use of the courses within the range of the today's city Wuppertal, the electrical streetcars Barmen and the Bergi Kleinbahn AG united the suspension railway company, the streetcars of the city Elberfeld, to a consortium. It became necessary to give to the ten lines claimant by the Bergi Kleinbahn new numbers.

In the course of the 1. World war had the Kleinbahn increases the goods transport to take over. This was continued to accomplish also during Ruhr occupation. The goods traffic was kept upright in the year 1932.

Since the connection was not realized from to Bredeney, the Bergi Kleinbahn operated 1 starting from that. April 1924 every three hours a direct connection from Elberfeld to meal Steele. Starting from that 15. April extended one these up to the Viehofer place in the Essener city center, gave this connection however to 14. February 1928 because of small extent of utilization. An attempt of the high-speed traffic starting from that 15. February 1928 between Elberfeld and, starting from that 14. February 1929 only between Elberfeld and Velbert became to 4. October 1931 adjusted.

In the 20's 20. Century operated the Bergi Kleinbahn altogether five lines. As it at the 1. January 1940 in the Wuppertaler courses came up, was it already again sieves.

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north south course and round course of the city Elberfeld

to 17. February 1896 was opened in Elberfeld the meterspurige north south course of the city Elberfeld. The course had a length of 4.3 kilometers and ran from the cattle yard over the Viehhofer road, the west road, the Blücherbrücke, Johannisberg, the Elberfelder main station, die bar mountain, the barrier, the new market, Gathe, the charring route to the Uellendahler road in Mirke. The close, kurvige and upward gradient-rich distance had in parts a bank of up to 6,25%, which led to the fact that single cars were used in a 10-minutes pulse. At the new market and at the barrier the streetcar Barmen was crossed - Elberfeld.

After an extension at the 11. November 1900 was taken the so-called round course in enterprise. This distance was likewise driven on in the 10-minutes pulse in both directions. It used thereby parts of the Bergi Kleinbahn AG also. Into this distance became to 15. January 1902 a Gleisbogen at the Johannisberg inserted; the round course could in such a way reach from both directions the cattle yard.

In the same year became to 29. November the north south course around approximately 1.5 kilometers up to the Üllendahler well and to 24. December 1912 around further 1.6 kilometers to DO mountain in northern direction extends. In the south 14 came to. November 1903 of approximately 0.9 kilometers up to the Ravensberger road in addition.

In the years up to the 1. World war some distance sections were double-railed removed. Among them was also the distance from the theatre route to Ostersbaum, which starting from that 12. July 1908 to the Solinger circular path AG was leased. At the 1. January 1909 became the Barmer mountain railway AG co-lessee. In the year 1914 the north south course and the round course were bought up by the Barmer mountain railway AG.

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in the year 1927

the suspension railway company began streetcars of the suspension railway company with the building of the regelspurigen railway from Varresbeck to Schliepershäu. There the electrical streetcar Barmen - Elberfeld AG the sharing of their tracks permitted, went to 19. February 1928 the line of Elberfeld over Varresbeck after Schliepershäu in enterprise. To 30. March 1929 followed the extension from Schliepershäu to Wieden, where one had connection to the Metz men streetcar.

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Wuppertaler courses AG

the pool of the streetcars within the range of the city Wuppertal found retroactively to the 1. January 1940 instead of. Here altogether sieved regelspurige and 14 meterspurige strassenbahnlinien under a roof were summarized. It besides a line of the Rhine courses from Duesseldorf was in addition-bought. The efforts toward the purchase of further lines remained unsuccessful. Altogether the Wuppertaler courses AG was in the possession of 61.62 kilometers regelspurigen distances, 111.78 kilometers meterspurigen distance, 1.6 kilometers of rack railway distance and 13.3 kilometers of suspension railway distance. Existed six operating yards for the rule trace and eight for meter-purely.

During 2. World war came it to numerous damage and suspensions of service. Altogether 22 motor coaches, 14 sidecar and 6 rack railway motor coaches were destroyed. After to 14. April 1945 the enterprise by the American troops adjusted was, permitted one starting from May 1945 gradually the resumption of the enterprise.

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Wuppertaler of public utilities AG

streetcar net in the year 1983, red to a large extent parallel led suspension railway
the transport department of public utilities went at the 1. March 1948 from the Wuppertaler courses AG out, which on this day in Wuppertaler public utilities AG one reorganized. With a route distance of the streetcar net with good 175 kilometers the Wuppertaler of public utilities possessed the sixth-longest streetcar net in Germany. Only the citizens of Berlin transporting enterprises with approximately 573 kilometers, those Hamburg streetcars with about 217 kilometers, the Vesti streetcars GmbH with scarcely 191 kilometers and the Rhine course from Duesseldorf with nearly 183 kilometers possessed a longer route network. The streetcars drove to meals -, Ennepetal, Hattingen, Metz man, rem-separate, Schwelm, Solingen, Sprockhövel, Velbert and Wülfrath.

Despite this large net was only zögerlich tried to adapt the streetcar in the city to changing traffic conditions after the war. Even the generous development of the federal highway 7, with which the streetcar got its own subgrade in the center, could not stop the dismantling of the net. Thus the rack railway became to 4. July 1959, the meterspurige streetcar to 31. July 1970 adjusted. The regelspurige streetcar became gradually, 1984/85 the lines 602, 606, 608 and finally to 30. May 1987 the lines 601 and 611, adjusted. Development plans after Schwelm (line 608), Hasslinghausen (line 602) or to the stadium/zoo were never implemented. The attitude of the streetcar enterprise on in the last regelspurigen distances justified itself mainly by the alignment: There was a well removed valley axle from Elberfeld Westende to Oberbarmen. From it to Wieden, Elberfeld branched shorter stinging straining - north, Barmen hospital, long field and Heckinghausen. By the close roads without own subgrade and there in each case when leaving the valley to overcoming large upward gradients were to be operated this stinging straining not economically. A development in particular the streetcar with preference of the ÖPNVs before the individual traffic was into the 1980er years not yet conceivable. The largest problem for the enterprise was however probably the actually well removed valley axle. Across 8 km the distance led parallel and thus in direct competition to the suspension railway. Thus the decision had to be made in favor of of only high speedable means of transport. The streetcar as main means of transport of the city would have been surely alone economical to operate. But a deactivation of the suspension railway was impossible by their function as landmarks of the city and technical monument. A re-establishment of the streetcar is not to be expected also therefore.

Of the streetcar time in Wuppertal the Bergi streetcar museum reminds.

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Oberleitungsbus

the first thoughts about the introduction of a Obusbetriebes originate already from the years before the Second World War and were on the topography city Wuppertal back to be led. However began only at the 1. October 1949 with the first line the short history of the Obusse in Wuppertal. It led from the Rauentaler mountain after Beyenburg. The second line followed to 24. December 1950 and led from Oberbarmen to Schellenbeck. This became to 27. October 1952 around 2.4 kilometers in Oberbarmen extends. The third line followed to 5. July 1959, it replaced thereby the strassenbahnlinien 4, 10 and 14 as well as the rack railway. After some extensions the Obusnetz at the end of of 1963 at 24.7 kilometers of distance had and 33.5 kilometers is enough for linear network its largest expansion. The dismantling began to 4. May 1969 with the quiet putting of the section from long field to Oberbarmen and ended to 27. May 1972, when the last piece was changed over between Oberbarmen and Schraberg to the bus.

Thus Wuppertal up to a line of public utilities Solingen was overhead line bus-free.

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Web on the left of


Bus
Public transport companies in the traffic group Rhine Ruhr

Abellio Rail | Courses of the city Monheim GmbH | Bochum Gelsenkirchener streetcars AG | Bus traffic Rhine country GmbH | Railways Regio North-Rhine/Westphalia | Duisburger public transport company AG | Essener traffic-say | Airport Duesseldorf international | Hagener streetcar AG | Mülheimer public transport company ltd. | Niederrheini transporting enterprises AG | Niederrheini supply and traffic | Niederrheinwerke Viersen mobilely | Prignitzer railway GmbH | Regiobahn GmbH | Rhine course AG | Regional traffic Niederrhein GmbH | City bus Dormagen GmbH | Public utilities Neuss GmbH | Public utilities upper living AG | Public utilities Solingen GmbH | Streetcar Herne - Castrop Rauxel GmbH | SWK MOBIL GmbH | Transport department of the DSW21 | Transporting enterprises rem-separate GmbH | Public transport company Ennepe Ruhr | Public transport company of the city Velbert ltd. | Public transport company Hilden ltd. | Vesti streetcars GmbH | Wuppertaler of public utilities AG

 

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