KS Copenhagen 3 part (1899-1972)

YouTube name: Jean MIRÉ MAISON.
Date: 1899 - 1972.
City: Copenhagen (Denmark).

KS Copenhagen 3 part (1899-1972) — The video shows
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Copenhagen tram line 3: Mozarts Plads - Strandboulevarden
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5:00

Farewell to the old carriages - On a trip with line 16 (1966)50 years ago - on 1 May 1966 - Copenhagen's Sporveje decommissioned the last old two-axle carriages. The Tram History Society organized a number of trips on different tram lines - in this film you can see a look back at the trip on 5 June 1966, which took place on line 16.By SporvognDK - June 5, 1966.

8:36

Line 16 transitions to bus operation (1970)On 26 April 1970, the Copenhagen tram line 16 switched to bus operation.By SporvognDK - April 26, 1970.

Postcard: Copenhagen tram line 3 with railcar 84 on Blegdamsvej (1958-1961)Blegdamsvej at the then Blegdamshospital on a spring day around 1960. Motor car no. 84 was built in 1901 by Vulcan in Maribo. The sidecar is from the series no. 1321-1360, which was built by Scadia in Randers in 1914-15.By Henrik Boye, Sporvejshistorisk Selskab (SHS) - 1958 - 1961.

Postcard: Copenhagen tram line 3 with railcar 442 near Frederiksholm Sydhavns Plads (1927)HT Museum trams and buses Islevdalvej 119, 2610 Rødovre KS-vehicle train at Frederiksholm (Sydhavns Plads). Scandia built 25 transverse-seated motor cars (no. 422-446) in 1915-20 and 100 transverse-seated side cars (no. 1361-1460) in 1916-20. The museum has no. 430 in its collection. Decommissioned in 1965. April 1927.By Henrik Boye, HT museum, Københavns Sporveje (KS) - April 1927.

Postcard: Copenhagen tram line 3 with railcar 490 on Enghavevej (1959-1961)Kgs. Enghave local history association & archive 1986-2011 25 years Line 3 on Enghavevej approx. 1960. The viaduct was built in 1909, when a freight line was built from Valby Station through Sydhavnen to the Central Station to relieve the direct track. Sydhavn Station was built here in 1970.By Henrik Boye, Kgs. Enghave Lokalhistoriske Forening & Arkiv, Københavns Sporveje (KS) - 1959 - 1961.

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6:42

A walk around Vesterbro (1960-1970)Old Vesterbro in the 1960s – Experience Copenhagen before the transformation. 🎧 Listen in! This video features audio from my podcast, "Know Your City", where I, along with archaeologist and city walker Hanne Fabricius (known from the History Quiz on DR), delve into the history of Vesterbro. 📢 The podcast can be heard on all paid podcast and audiobook services – and completely FREE on eReolen! 📽️ In this unique video recording, you see: ✔️ Street life in Vesterbro, as it looked over 60 years ago ✔️ Trams, small shops, and everyday life in Copenhagen ✔️ People on the streets – from children playing to adults on their way to work 📜 Do you want to delve deeper into history? Listen to the entire episode of "Know Your City" and learn more about Vesterbro's development over the years. 🔔 Subscribe for more historical recordings! Original clip: City Engineers Directorate film collection, TMF film. The clip has been restored to 2K resolution and interpolated to 60 FPS using artificial intelligence. The most important thing about Vesterbro is that what is today called Vesterbrogade, which partly lies on old country roads or the old main road—since roads change over time—is that the original country road into the city port dates back, let's say, to the Viking Age. That’s where most of Zealand originally came from. If you're from Funen, Jutland, Lolland, Falster, Germany, England, and so on, you're coming through the Middle Ages along that country road into Vesterport. Picture yourself arriving from the countryside and looking down toward the island where the fish market and houses are today—the old shoreline actually ran along Halmtorvet and Sønderboulevard. Previously, there was a sea view when entering the city. Large green fields, cattle, and grass once lined the area. We know from the 13th century that the city's citizens could pasture their cattle without paying grazing taxes, which were a tax on the city's common land. The term 'fælledpakken,' which is preserved in Amarfælde, refers to the city's shared grazing area. As for Vesterbro, as we know it today, it appears like a big bridge guard. When did it start taking shape? It actually only formed in the latter half of the 19th century, after 1852, when the military demarcation line was moved. This line arose after the Swedish siege of 168-60—when they burned parts of Vesterbro, among other areas. After they withdrew, the city required protection, so they established a demarcation zone—a kind of invisible line. Initially, it was positioned inside the lakes, extending to Copenhagen's fortifications—Vestervold, Nørrevold, and Østervold—where only low, lightweight buildings could be constructed. This was because, in the event of an attack, these areas could be burned to prevent enemy access. It was effective for its purpose until the English arrived in 1807, when they established a British military presence of 30,000 soldiers around Copenhagen. Once they left, the line was moved outward—roughly to where Karlsberg is today—and followed Pileal, Allegade, Jagtvej, all the way to Falkoneralæ and out to Øresund. This larger zone only permitted low-rise, light buildings—anything except brick or stone, just a single story. That might have worked well in the 18th century, but by the 19th century, industrialization and population growth caused a boom. People poured into the city from the countryside, especially from the west, and expanded beyond Copenhagen's walls. The town was exploding—adding floors to existing buildings, extending into backyards—and eventually, space became scarce. In 1852, it was evident that the existing arrangement was unsustainable. The demarcation line was moved back to the lakes—restoring the original line—and by 1870, it was abolished entirely as Copenhagen's fortifications were dismantled. After that, from 1852 to the 1920s, there was significant development along the bridge crossings. For comparison, Vesterbro’s population grew from 1,711 in 1841 to 6,500 by 1901. Once the demarcation line was gone, streets were laid out over the old field ditches, building on both sides—and that’s when it became quieter and more peaceful. But then came explosive growth, and they filled in the water. In the 1890s, Vesterbro’s terrain was doubled with land reclamation. Specifically, they filled in Langshavej—an entire stretch—so if you're arriving by train in Copenhagen, you might imagine spotting a Viking ship sticking its nose up between the tracks. This history is closely tied to Vesterbro's development, especially the amusement park scene. The story starts in the 17th century, with the emergence of the first amusement parks in the 18th century. Picture that in Vesterbro, there were once large plots of land, which at some point during the 18th century were divided into two big pieces of land.By Kend Din By - 1960 - 1970.

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Amager in the old days (1899-1972)By Claus Frandsen.
1899 - 1972.

7:22

40 years ago - line 7 switches to bus operation (1971)What a great film, great pictures, but it always gives me a little stab in the heart when I see trams. Just think if they had preserved this form of transport and modernized the network, it wouldn't have been necessary to reinvent the wheel, as our current talk about light rail goes on a lot.By SporvognDK - April 25, 1971.

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The two trams from Alexandria return - TV-Lorry (2001)It was a shame that Washington, DC's streetcars were eliminated from September 1958 to January 1962. Had the Washington streetcars been kept, the 99 Copenhagen Duwag streetcars could have been bought by the Washington Metropolitan Area Transit Authority in 1969 and served from 1970 to 2015. Then, two former Copenhagen Streetcars could have been transported back from Washington, DC, to Copenhagen via the Antonov 225, the world's largest freight plane. I recall the streetcars in Copenhagen from my visit to the city in 1969-1970 when I was 7 years old. I am too young to remember the Washington, D.C., streetcars in their first guise. Very ambitious. I'm sure D.C. would've ordered trams/streetcars a bit closer to home. The problem, I reckon, was that, like the railroads, there was an increasing interest in cars, which unfortunately killed most of the streetcar lines around the US. I think it was Detroit where General Motors bought the entire network, only to close it and eventually force people into cars. But it's not a big shame. Watching, I see the Düsseldorf cars were abandoned at the same period. In Brazil, Rio de Janeiro has a significant number of parked vehicles that are left stopped and abandoned in the weather after work. This is a real big shame! Egypt was a strong presence in this field, as it began operating the Alexandria tram in 1863 AD and started using electricity in 1902 AD. It operates in the tram network of the city of Alexandria, including the sand line known as the Blue Tram, the city center line, and is an icon that starts from the branch lines, such as the line west of the city, called the Yellow Tram. The government's e-mail continued the development of the city's tram network. More information and pictures: https://alymousa.blogspot.com/2019/11/blog-post_26.htmlBy Peter Andersen - 2001.

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Last tram in Copenhagen (1972)Private recordings - without sound - from the last day with line 5 and thus with trams in Copenhagen. Incl. Farewell procession on 23 April with veteran trams and buses. 8 mm narrow film, digitized in 2018, photographer John Lehmann BøghBy John Lehmann - April 22, 1972.

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Last updated: March 2, 2026.