Fahrzeugwerkstätten Falkenried

Fahrzeugwerkstätten Falkenried, commonly known as Falkenried, was a Hamburg transportation-equipment company associated principally with tramcar and urban-rail vehicle development and manufacture. It operated from 1882 to 1965 as a tram and metro-carriage developer and manufacturer, while its bus-development activities continued until 1980. The company took its name from Falkenried street in the Eppendorf district of Hamburg, where its works were located for much of its historical existence. Falkenried served the needs of Hamburg’s urban transport system while also supplying vehicles to customers outside Germany. One documented export contract came in 1897, when it delivered fifteen horse-drawn cars to Kristiania Sporveisselskab in Oslo. The cars were approximately 6.6 metres long and remained in service until 1939, although they spent most of their later working lives as trailers. Falkenried subsequently supplied electrically operated tramcars and trailers to Kristiania Elektriske Sporvei, including a tram and trailer in 1899, four trams in 1913–1914, and two additional trams in 1925. The company’s corporate relationship with Hamburg’s municipal transport operator became increasingly close. Falkenried became part of Hamburger Hochbahn in 1918 and was described as a subsidiary of that organization from June 1968. Its manufacturing role changed as transport policy in Hamburg shifted during the post-war period. In the mid-1950s, the Hamburg Senate decided to replace the city’s streetcar network with a combination of subway services and buses. This reduced the long-term importance of tram production and encouraged Falkenried and its parent organization to concentrate more heavily on bus-related engineering and development. At the end of the 1950s, Hamburger Hochbahn’s head of technology, O. W. O. Schultz, established design criteria for buses intended for Hamburg service. These included prominent destination displays at the front, side and rear; three-part route-number displays; raised rear exhaust pipes; high roofs to improve interior height; folding doors flush with the bodywork to support automated washing; and slightly angled windshields intended to reduce glare. Büssing, Magirus-Deutz and the MAN/Krauss-Maffei partnership developed or supplied prototypes reflecting the so-called Hamburg type. Hamburger Hochbahn later ordered series of modified Magirus-Deutz Saturn II vehicles, subsequently designated 150 S 10, as well as Büssing 11 R/U 7 H buses in the Hamburg configuration. The MAN/Krauss-Maffei prototype also contributed to the development of the Metrobus concept. Falkenried’s historical vehicle-development and manufacturing activities ended in stages: tram and metro-carriage production ended in 1965, while bus development continued until 1980. The former Eppendorf works remained associated with the company until 1999. In its present form, Falkenried is a bus-maintenance subsidiary of Hamburger Hochbahn, operating from the Hochbahn bus depot in Hummelsbüttel. It is therefore best understood not as a contemporary independent vehicle manufacturer, but as a historically important Hamburg transport-engineering name that survives within the operational structure of the city’s public-transport operator.

Falkenried was established in Hamburg in 1882 and became associated with the design and construction of vehicles for urban public transport. Its original scope included tramcars and later metro carriages, placing the company within the industrial network that supported the expansion and modernization of European streetcar systems. The company’s name derived from Falkenried street in Eppendorf, the Hamburg location of its works. Its work was not confined to Hamburg. In 1897, Falkenried delivered fifteen horse-drawn cars to Kristiania Sporveisselskab in Oslo. These vehicles were around 6.6 metres long and remained in service until 1939, though most of their later service was as trailers. The company also supplied Kristiania Elektriske Sporvei with a tram and trailer in 1899, four trams in 1913–1914, and two more in 1925. These contracts demonstrate Falkenried’s participation in the international market for urban-rail vehicles during the transition from horse traction to electric operation. A major corporate change occurred in 1918, when Falkenried became part of Hamburger Hochbahn. Its integration with Hamburg’s principal urban transport organization connected the company more directly to the city’s fleet requirements and transport policy. Falkenried continued to be identified as a vehicle-development and manufacturing operation, but its strategic environment changed after the Second World War. During the 1950s, Hamburg authorities began moving away from streetcars in favor of subway trains and buses. The Hamburg Senate’s decision to replace the streetcar system with this combination of modes reduced the importance of new tram production. By the end of the decade, engineering attention had turned more strongly toward buses. O. W. O. Schultz, Hamburger Hochbahn’s head of technology, formulated a set of requirements for buses suitable for Hamburg service. The specifications addressed passenger information, visibility, exhaust placement, interior height, door design and windshield geometry. They reflected the practical requirements of a large municipal fleet, including compatibility with automated washing equipment and improved driver and passenger conditions. Several manufacturers responded to the Hamburg requirements. Büssing, Magirus-Deutz and MAN/Krauss-Maffei produced or tested prototypes associated with the Hamburg type. Hamburger Hochbahn then acquired series of modified Magirus-Deutz Saturn II buses, later known as the 150 S 10, and two series of Büssing 11 R/U 7 H buses in the Hamburg design. The MAN/Krauss-Maffei prototype also served as a basis for the development of the Metrobus. Falkenried’s role during this period was therefore connected less with a single mass-market branded bus and more with the engineering and specification environment of Hamburg’s operator. The company’s tram and metro-carriage development and manufacturing activities ended in 1965. From June 1968, Falkenried was treated as a subsidiary of Hamburger Hochbahn, reinforcing its position inside the group. Bus-development work continued until 1980, reflecting the long transition from rail-vehicle manufacture to road-transport engineering. The historic Eppendorf site remained connected with Falkenried until 1999. Today, Falkenried survives as a bus-maintenance subsidiary of Hamburger Hochbahn. Its current base is located at the Hochbahn bus garage in Hummelsbüttel. The surviving organization is consequently a continuation of the Falkenried name within public-transport operations rather than the original independent tram and metro-carriage manufacturer. Its historical importance lies in its contribution to Hamburg’s tram and bus engineering, its export of early tramway vehicles to Oslo, and its role in the technical transition from streetcars to subway and bus transport.

• 1999

  Falkenried leaves its historic Eppendorf works

  [1]Falkenrieden.wikipedia.org

  The company’s long association with its Falkenried street site in Eppendorf ends.

• 1980

  Bus-development activities end

  [1]Falkenrieden.wikipedia.org

  The company’s historical bus-development phase concludes, completing its transition away from vehicle development and manufacture.

• 1968

  Falkenried operates as a Hamburger Hochbahn subsidiary

  [1]Falkenrieden.wikipedia.org

  From June 1968, Falkenried is identified as a subsidiary of Hamburger Hochbahn.

• 1965

  Tram and metro-carriage manufacturing ends

  [1]Falkenrieden.wikipedia.org

  Falkenried’s tram and metro-carriage development and manufacturing activities conclude.

• 1955

  Hamburg shifts transport policy toward subway and bus services

  [1]Falkenrieden.wikipedia.org

  Following a mid-1950s decision by the Hamburg Senate, the city begins replacing streetcars with subway trains and buses, changing Falkenried’s product and engineering priorities.

• 1925

  Final documented Oslo tram deliveries

  [1]Falkenrieden.wikipedia.org

  Two additional trams are built for Kristiania Elektriske Sporvei.

• 1918

  Falkenried becomes part of Hamburger Hochbahn

  [1]Falkenrieden.wikipedia.org

  The company is incorporated into the organization of Hamburg’s principal urban-transport operator.

• 1913

  Further Oslo electric-tram orders

  [1]Falkenrieden.wikipedia.org

  Falkenried supplies four electric trams to Kristiania Elektriske Sporvei during 1913–1914.

• 1899

  Electric tram and trailer supplied to Oslo

  [1]Falkenrieden.wikipedia.org

  The company builds one tram and one trailer for Kristiania Elektriske Sporvei.

• 1897

  First documented Oslo horsecar delivery

  [1]Falkenrieden.wikipedia.org

  Falkenried delivers fifteen horse-drawn cars to Kristiania Sporveisselskab in Oslo. The vehicles remain in service until 1939, primarily as trailers during their later years.

• 1882

  Falkenried is established in Hamburg

  [1]Falkenrieden.wikipedia.org

  The company begins operations as a Hamburg-based developer and manufacturer of urban-transport vehicles, later becoming known for tramcars and metro carriages.

Historically positioned as an urban-transport engineering and vehicle-manufacturing specialist serving Hamburg’s public-transport system and selected external tramway customers. Its modern role is primarily operational and maintenance-oriented within Hamburger Hochbahn rather than that of an independent vehicle producer.

• Tram vehicles · 1897

  Horse-drawn tramcars

  Falkenried produced horse-drawn tramcars during the early period of urban streetcar development. In 1897 it supplied fifteen cars to Kristiania Sporveisselskab in Oslo. The vehicles were approximately 6.6 metres long and remained in service until 1939, although they were used mainly as trailers for much of their later operational life.

• Electric tram vehicles · 1899

  Electric tramcars and trailers

  The company built electric tram equipment for overseas customers during the transition from horse traction to electric operation. Documented deliveries to Kristiania Elektriske Sporvei included one tram and trailer in 1899, four trams in 1913–1914, and two trams in 1925.

• Urban rail vehicles

  Metro carriages

  Metro-carriage development and manufacture formed part of Falkenried’s historical rail-vehicle activities. This line ended in 1965 as Hamburg’s transport strategy increasingly favored subway operations supported by buses and as the company’s role shifted away from rail-vehicle production.

• Bus development

  Hamburg-type bus engineering

  Falkenried’s later engineering environment was shaped by Hamburger Hochbahn requirements for buses suited to Hamburg operations. The specifications emphasized large destination displays, high roofs, raised rear exhausts, flush folding doors compatible with automatic washing systems, and angled windshields designed to reduce glare. Manufacturers including Büssing, Magirus-Deutz and MAN/Krauss-Maffei developed vehicles or prototypes reflecting these requirements.

• Public-transport maintenance

  Bus maintenance services

  Falkenried’s present-day role is as a bus-maintenance subsidiary of Hamburger Hochbahn. It operates from the Hochbahn bus garage in Hummelsbüttel, supporting the maintenance of the parent organization’s bus operations rather than selling vehicles under an independent consumer brand.

• 1955

  Shift from streetcars toward subway trains and busesStrategy

  Background

  Hamburg’s Senate decided during the mid-1950s to replace the city’s streetcar system with a transport model centered on subway trains and buses.

  Action taken

  Falkenried and its parent organization placed greater emphasis on bus development and reduced the strategic importance of tram and metro-carriage manufacturing.

  Aftermath

  Tram and metro-carriage activities ended in 1965, while bus-development work continued until 1980. The organization ultimately evolved into a bus-maintenance subsidiary within Hamburger Hochbahn.

  Source

1. 1Falkenrieden.wikipedia.org