Jena tram

Jena tram
Basic information
Country	Germany
city	Jena
opening	April 6, 1901
operator	Stadtwerke Jena / Jena local transport
Transport network	Central Thuringia Transport Association
Infrastructure
Route length	23.26 km
Track length	45.21 km
Gauge	1000 mm ( meter gauge )
Power system	660 V (+165 V, −200 V)
Stops	48
Depots	3
business
Lines	5
Line length	79.81 km
Cruising speed	22.17 km / h
vehicles	38 low-floor multiple units (33 GT6M-ZR , 5 Solaris Tramino Jena )
statistics
Reference year	2018
Residents in the catchment area	107 thousand
Employee	about 300
Schematic network plan, current status

The tram Jena took on 6 April 1901 as the ninth electric tram in Thuringia to operate on that track width is 1000 mm.

history

1901 to 1945

In the years 1894 to 1898, the Jena municipal council examined how a power plant for the public power supply with a connected tram could be financed and built. Both private and communal variants were discussed. These activities resulted in a concession agreement with the Berliner Bank , which was signed on January 14, 1899. This bank in turn commissioned the Eisenbahnbau-Gesellschaft Becker & Co. GmbH, Berlin, with the planning and construction work. The plans were approved by the local council on July 13, 1899, and work began immediately.

From March 22, 1901, the state police acceptance of the routes took place in sections and on April 6, operation on the route Elektro Zentrale – Schubertsburg (today Nordschule – Mühlenstraße) via Dornburger Straße, Spittelplatz, Saalbahnhofstraße, Löbdergraben, Holzmarkt, Engelplatz, Neugasse, Vor added to Neutor and Kahlaische Strasse. In addition, a line ran from the Saalbahnhof , to which there was a branch line from Spittelplatz, via the same route to Engelplatz and on through today's Westbahnhofstrasse to the Westbahnhof . The third line ran from the Camsdorfer Bridge over Steinweg, Saalstraße, Leutrastraße (built over, south of Johannisstraße), Johannisplatz, Bachstraße, Quergasse, Wagnergasse, Kaiser-Wilhelm-Straße (today August-Bebel-Straße) and Erfurter Straße to the end Paper mill (today Mühltal). A cross connection was established from Schillerstraße through Leutragraben to Johannisplatz. On June 25, 1901, the extension from the electrical center via Dornburger and Naumburger Strasse to Zwätze was opened.

The first serious accident occurred on February 3, 1903, when the driverless motor coach 13 rolled down Kaiser-Wilhelm-Straße and overturned after the 90 ° curve to Quergasse. The car was unoccupied and people were not harmed.

Tram on the Camsdorfer Bridge around 1917

End of the route at the old Burgau Bridge , around 1934

The first major network expansion took place in 1908 when the tram was extended from Schubertsburg via Winzerla to Burgau on October 18 . On January 1, 1909, the steep east-west route through the historic city center (Saalstrasse - Kirchplatz - Leutrastrasse - Johannisplatz) was shut down and the trains on the Mühltal - Camsdorfer Brücke line turned off at Steinweg into Löbdergraben and crossed the existing route Holzmarkt, Engelplatz and Leutragraben to Johannisplatz. Since then, the central stop for all lines has existed on the Holzmarkt. Five years later, on May 30, 1914, the next new line from the Camsdorfer Bridge to Jena Ost, Schlippenstrasse, was put into operation, which was extended to An der Trebe at the end of 1914. In the course of the First World War there were initially minor restrictions in traffic, but from September 1917 there were more severe restrictions, which extended to the temporary closure of some lines. Because of the involvement of the male population in the war, there was a lack of drivers, which is why women were used as conductors for the first time .

As of 1920, as a result of inflation, fares rose to 8.00 marks and the number of journeys fell. The tram operation could no longer be maintained and was completely stopped on October 19, 1922. Trams only started running again in Jena on May 24, 1924, and prices were again in the range of 15 to 25 pfennigs . With the reopening, the route of the Mühltal line was changed again in the city center and the trains now ran from the Holzmarkt instead of over Engelplatz and through Schillerstraße directly through Teichgraben to Leutragraben. The route between Engelplatz / Schillerstraße and Leutra- / Teichgraben was dismantled.

In 1928 two bus routes were introduced, but they were not profitable and were discontinued at the end of 1932.

In 1930, the Mühltal route from Johannisplatz directly to the west through Wagnergasse and the complicated route through Bachstrasse and Quergasse was abandoned after today's Strasse des 17. Juni had been built for through traffic to Weimar. In April 1935, the route to Burgau in the Ahornstrasse / Rudolstädter Strasse area was straightened and extended to Lobeda . Three years later, in January 1938, a second attempt was made to introduce omnibus traffic in Jena. In 1939 the tram lines were changed, the following lines now operated:

• Lobeda – Holzmarkt (city center) –Zwätz
• Jena Ost – Holzmarkt (city center) –Mühltal
• Westbahnhof – Holzmarkt (city center) –Saalbahnhof

In the course of the Second World War there were again restrictions in driving operations, which led to the temporary suspension of the Westbahnhof – Saalbahnhof line in October 1943; As a result of the area bombing and the demolition of the Camsdorfer Bridge in April 1945, operations were completely stopped and on May 5, 1945 it was resumed on some routes. During the nights, the rubble of the destroyed city center was transported to Burgau and Winzerla with the help of a railcar and tipping trucks.

Line 1 train with a Reko multiple unit, a Gotha and a Reko sidecar in Teichgraben, 1987

Gotha railcar in front of Reko sidecar on line 2 in Steinweg, 1987

Coupling end point Jena Ost of line 2, train with destination display Winzerla, June 1987. At that time an additional stationary motor car was in use there.

1945 to 1969

After the end of the Second World War, the following tram lines operated in Jena:

• Lobeda – Burgau – Winzerla – city center – North II – Löbstädt – Zwätze
• Camsdorfer Brücke – Jena Ost (island operation with two railcars remaining in Jena Ost)
• Mühltal – Holzmarkt (city center)
• Westbahnhof – city center – hall station

On July 13, 1946, the rebuilt Camsdorfer Bridge was inaugurated, which again provided a continuous tram connection between the city center and Jena Ost. Material bottlenecks in the post-war period made it necessary to shorten the routes in Lobeda and Mühltal by a few hundred meters. The track material obtained was needed for repairs in the city center; the Lobeda route remained shortened until operations were closed in 1967. The bus operation completely collapsed in 1948 due to a lack of fuel and spare parts. On July 1, 1949, VEB (K) Städtischer Verkehr Jena was founded.

In 1951 the first LOWA ET50 trams produced in the GDR were delivered. The years from 1954 onwards were characterized by the renewal of the existing systems and the introduction of some technical innovations. In 1957, the catenary system was converted in order to be able to use railcars with pantographs . From 1959 to 1961, the Teichgraben – Holzmarkt – Ernst-Thälmann-Ring (today Löbdergraben) between the Anatomy Tower and the Rotem Turm was widened and the tramway was continuously laid on two tracks in the middle of the lane. At the completely redesigned Holzmarkt, a double-track triangular track, a new stop and an office building with a waiting hall, staff rooms and ticket sales were created. At the beginning of the 1960s, the vehicles used in regular service were converted from the BSI compact coupling to the Scharfenberg coupling , which was already factory-fitted to the Gothawagen delivered from 1959 . The LOWA cars and some "Thuringian" sidecars received 24-volt systems (including: converter, battery, flashing system , signal system that can be operated from the driver's seat) and electrical couplings on the Scharfenberg coupling. This meant that they could be used in mixed trains with Gotha and Reko cars, which was often used until they were retired.

In 1961 and 1962, the lines between Scharnhorststraße and the hospital and between Paradiesbahnhof and Felsenkeller were expanded to double tracks. On the latter section, the second track initially served mainly to handle the stadium traffic, only from 1971 as a regular crossing track. On May 15, 1963, however, line 3 between Westbahnhof and Saalbahnhof was replaced by bus line 15, and the two branches from Spittelplatz to Saalbahnhof and from Engelplatz to Westbahnhof were later dismantled. At the beginning of the 1960s, the line in Jena-Ost was extended from An der Trebe to the current terminal.

In 1962 the line from Schillerstraße / Engelplatz, which was closed in 1922, through northern Schillerstraße to Leutragraben was rebuilt in the city center as part of a large block bypass Holzmarkt. In 1964, a turning loop north of the previous terminal in Zwatzen went into operation, which enabled the use of one-way wagons on line 1 between the Holzmarkt block bypass and Zwatzen. During this time, passengers also had to be prepared for further innovations. As early as 1958, with sidecar operation, the railcars were driven as visual card cars. From 1964, the installation of payment boxes in the vehicles began in order to save the remaining conductors and to relieve the drivers. Depending on the workforce and the type of vehicle (the payment box took up a lot of space in the narrow entry areas of the old wagons), however, mixed trains consisting of sight card, payment box and conductor wagons could still be found for years. Large signs on the vehicle indicated the payment boxes; only after the complete changeover to payment box operation (around 1968) were these notes painted on.

In 1966, an expert opinion on solving the local traffic problems in Jena was submitted, which suggested the gradual conversion of tram operations to buses by 1985. Shortly afterwards, the short-lived project of an Alweg railway for Jena as an inner-city express means of transport was created, and today's Stadtrodaer Straße was also under construction as a feeder to the future satellite town of Neu-Lobeda . Therefore, the tram route from Winzerla to (Alt-) Lobeda was closed on June 16, 1967 and replaced by bus line 13, the Winzerlaer line to Jena-Ost instead of Zwatzen.

The Wendeschleife Winzerla, which existed from 1969 to 1986

In order to create space for the administration building of the new heating and power station , a new end point was built opposite the old Winzerla passing point, but west of Rudolstädter Straße, as a single-track turning loop with stump track and a new access route. This facility was released on June 23, 1969. Mover carriage could not go before 1987 in regular service to Winzerla yet because still could be boarded only from the sidewalk at three stops of the single-track line.

The route to the Mühltal in August-Bebel-Straße in November 2011

From now on, the Mühltal line only operated in rush hour traffic to Jena-Ost and with a sidecar. Outside of this time, solo railcars ran as line 4, turning over a temporary track change in Ernst-Thälmann-Ring (in front of the "Capitol" cinema). On June 1, 1969, the route from the city center to the Mühltal was replaced by bus line 16, but the dismantling of the tracks dragged on until 2012. Since the Winzerla route branch only allowed a 15-minute cycle from Winzerla-Jena-Ost, line 2E also ran during rush hour with two-car trains from the oldest existing vehicles from the city center to Jena-Ost.

1970 to 1990

In the meantime, the Jena tram had reached the shortest route length since the 1920s with around 11.5 km, which was only to be enlarged again 27 years later. In the Winzerla area, however, the need for traffic increased.

The alternative point on Kerbelweg, built in 1971

In 1971 an alternative point was created at the Kerbelweg stop in order to be able to serve the entire line 2 in rush hour traffic every 7.5 minutes; line 2E could thus be omitted. In the same year, all railway systems from the city center to the north to the Milchhof were double-tracked, so that from the city center to North II (today Altenburger Strasse) it was possible to travel at 3-minute intervals. In North II, the railcars were moved to the main tracks using a double track change . In the 1970s, a seven-track storage facility was built north of the Wendeschleife Zwatzen to alleviate the space problems in the depot. In contrast, the track changeover at the “Capitol” and all points leading to the northern track of the Teichgraben were removed, as they were hardly needed but were badly worn. In 1974 the last old and LOWA vehicles also disappeared from passenger traffic, which now ran exclusively with 28 railcars and 53 sidecars of the Gotha and Reko design.

Manually operated pressure validator that was used in Jena from 1975

On May 25, 1975, the payment boxes were replaced by pressure validators; since then it has no longer been possible to buy tickets in the car. Since machines were not used until the beginning of the 1990s, an extensive network of ticket sales points with staff service had to be maintained. Nevertheless, it was difficult to buy tickets in the evenings and on weekends.

In 1977 the route network of the Jena tram included the following lines:

• Line 1: Holzmarkt (city center) –Nord II – Zwatzen
• Line 1E: Holzmarkt (city center) –Nord II (only during rush hour)
• Line 2: Jena Ost – Holzmarkt (city center) –Winzerla

At the end of the 1970s, for reasons of foreign trade, the energy industry in the GDR was briefly and almost unilaterally geared towards local lignite as an energy source , which was associated with the increased expansion of electrically operated means of transport . Plans to shut down tram networks were not pursued. The development of the new building area Winzerla (planned for 16,000 inhabitants) was therefore carried out with the tram, which was expanded to two tracks from the Felsenkeller to Winzerla between 1984 and 1986. From September 27, 1987, line 1 ran again from Winzerla to Zwätze. Line 2 only ran in rush hour traffic from Jena-Ost to Winzerla, during the other times only to the city center and with a sidecar. This was the first time in around 15 years that two-car trains were in use in Jena.

The shortage of diesel fuel in the GDR as well as problems with the procurement, quality and suitability for winter of the buses to be used in the direction of Lobeda led to studies from 1981 on how the new Lobeda development area could be opened up by tram. In comparison to the existing bus traffic , which is similar to a BRT system, it was hoped that fewer personnel would be required, since the trams could form trains. In 1985 the city administration announced the specific goal of starting construction in the five-year plan period 1986–1990 and using Tatra trams on the network. Until the political upheaval in 1989/90, however, construction work could neither be started nor new vehicles bought.

Since 1990

Tram stop at Jena-Göschwitz train station

Tram bridge over the Saale between Jena Göschwitz and Lobeda

Workshop in the Burgau depot

First modernizations from 1991

The Jenaer Nahverkehrsgesellschaft mbH was founded on July 1, 1990 . In October 1991, the city council decided to expand the route network and renovate the existing lines. From 1991 to 1995 most of the tracks north and east of the city center were renewed; Preparatory work on some sections had been carried out since 1989. The junction from Löbdergraben into Steinweg has been expanded to form a Gleisdreieck , which enables direct traffic between Jena-Nord and Jena-Ost if necessary. The block bypass from Holzmarkt to Teichgraben was dismantled in 1992 due to the redesign of Engelplatz; for this purpose, a stump end point was created in Teichgraben to turn line 2, by reinstalling the switch formerly leading from the Holzmarkt in the direction of Mühltal.

The parking facility east of the Dornburger Strasse depot received a washing facility , two through tracks and a northern exit through Clara-Zetkin-Strasse; the connection to the route is now via triangular tracks. For the first time since the existence of the Jena tram, vehicles were able to turn around in the depot without maneuvering. In 1994 a computer-aided operations control system was introduced . With three new or reopened stops on the route to Zwätze (University, Scharnhorststraße, Naumburger Straße), the development of the area has been improved.

The network expansion according to Lobeda

On June 16, 1993 the groundbreaking ceremony for the new lines towards Lobeda in Erlanger Allee took place. This project also includes a modern depot in Burgau, which, however, was initially only set up as a storage facility and workshop; the foundation stone for the construction of the main workshop took place in July 1998.

The new network in the south of Jena was built from the end points in the direction of the city center, as the planning in the Lobeda / Burgau area was simple and some areas had already been kept free for the railway. Between the stops Burgaupark and Lobeda, the route that existed from 1934 to 1967 could be followed for around 600 m. The introduction to the city center took place with the new Kronengasse – Am Volksbad line; the old route from Winzerla was connected to it via Knebelstrasse. In the city center, the track structure was relocated along the Löbder- and Teichgraben from the middle to the north side of the carriageway and led to the new end point “ Ernst-Abbe-Platz ”. All branches of the new lines were designed as triangular tracks, which enables direct connections between all end points. On special occasions, for example, a ring traffic can be driven around the Oberaue .

From April 1 to 6, 1996, the first trams ran on a section of the new construction network: Between Lobeda-Ost and Lobeda-West there was a public shuttle service with two Gotha railcars every 20 minutes to get around the railway facilities before the warranty period expired to check for defects. The wagons had been brought to the route by road for this purpose, as there was still no connection to the rest of the network. On December 16, 1996, the line from the Damaschkeweg Gleisdreieck to Lobeda-Ost was released and used by line 3 Winzerla – Lobeda-Ost. Exactly one year later, on December 16, 1997, the complete new line from the city center via the Oberaue and Burgau to the two new endpoints Lobeda East and Lobeda West was officially opened. The old route in the course of the Neugasse was closed and dismantled soon afterwards.

The low-floor cars are coming - the Gotha cars are going

The expanded route network required more and more modern vehicles; The Jena trams corresponded to the technical standard of the 1930s. The first low-floor wagon was delivered to Jena on December 16, 1995. In 1996 and 1997, nine further cars followed in two delivery lots . These 19 vehicles only allowed the service of the lines between the city center or Winzerla and Lobeda as well as individual journeys on Line 1. Since a complete replacement of the old wagons with new vehicles (the calculated demand was 36 to 38 wagons) could not be financed at this time, an option for 20 more low-floor wagons was agreed with ADtranz . However, again for financial reasons, only 14 of these were called off and delivered between spring 2002 and May 2003.

The scarce stock of articulated vehicles had led to problems at times; so from 1998 to 2002 line 3 had to be broken on weekdays in Lobeda-West and used from there to Winzerla with Gothawagen.

Gothawagen as a GT6M replacement vehicle at the Lobeda stop in July 2003

The section Lobeda-Ost – Lobeda-West of line 3 was served in the case of an accident-related lack of vehicles in the rail replacement service. The low-floor wagons achieved a very high mileage during this time, and the general inspection was sometimes due after five years. The continuous night traffic between Zwätze and Lobeda-Ost (40-minute intervals every day of the week), which was introduced when the timetable was changed in 1998, also contributed to this. In the summer of 2003, JeNah had enough low-floor vehicles to ensure regular tram operation and was able to remove Gothawagen from regular service. Originally not planned, it was last used for island operations in Jena-Ost during the renovation of the Camsdorf Bridge from April 2004 to April 2005.

Railcar 118 finally parked at the end of the line in Jena-Ost, November 2004

These construction site assignments (and thus the use of T57) ended on October 31, 2004.

The new line to Göschwitz

From 2007 to 2009 a new line was built between Burgau and Lobeda-West through Göschwitz , which opens up the industrial area and the train station. The first section between Lobeda-West and Göschwitzer Bahnhof was completed on May 20, 2009 and has been used by line 3 as planned since then. However, operation was still carried out with restrictions on the frequency of use. On December 17, 2009, the second section between Göschwitz and Burgau was ceremoniously opened, and a new route network was introduced at the same time. The branch east of the Burgaupark stop was, unlike the new buildings in the 1990s, not designed as a triangular track. The line touches the old Saale bridge Jena-Burgau , which was reached by tram on a different route until 1934, and has a stop there.

Developments from 2011: Traminos, timetable improvements

On June 11, 2011, representatives of Jenah in Poland signed the contract for 5 new 3-part Solaris Tramino , which are to increase the annual mileage to 2,375,100 kilometers by the 2nd quarter of 2013. In particular, the route Winzerla - Burgau - (Alt) Lobeda - Lobeda-Ost should be better served.

When the timetable changed in December 2015, there was another change in the Winzerla area. From now on, all trains between Jena-Ost and Winzerla will run as Line 2 every ten minutes. From there every second train continues as line 3 to Lobeda-Ost. On Saturdays and Sundays, lines 2 and 3 both run every 20 minutes and thus merge in Winzerla.

New line to heaven

In September 2017, the planning approval for the double-track expansion of the branch to Zwätz and the new line to Heaven was issued. Construction began on September 7, 2018; in the first construction phase (intersection Camburger Strasse / Naumburger Strasse / Am Egelsee to intersection Naumburger Strasse / Flurweg) they are expected to last until mid-2020. The entire street space including all underground installations will be completely rebuilt. The turning loop in Zwätz was previously given a bitumen lane for turning the buses of the rail replacement service. The further construction progress north of Löbstedt is currently (September 2018) not yet scheduled.

Lines

Track plan of the Jena tram (as of 2012)

On December 17, 2009, a new route network was introduced due to the opening of the new Göschwitz – Burgau route.

Day network

line	course	Cycle (minutes)
1	Naumburger Str. - City Center - Burgaupark - Göschwitz Train Station - Lobeda-West (- Lobeda-East only at night )	20th
2	Jena-Ost - city center - Damaschkeweg - Winzerla - (further than line 3 Mon-Fri in daytime traffic only every 2nd train )	10
3	(from line 2) - Winzerla - Burgaupark - Göschwitz train station - Lobeda-West - Lobeda-Ost	20th
4th	Naumburger Str. - City Center - Burgau Park - (Old) Lobeda - Lobeda-West	20th
5	Ernst-Abbe-Platz - city center - Burgaupark - (old) Lobeda - Lobeda-Ost	7/8
SEV	Zwatzen - Altenburger Str. ( Replacement rail services for lines 1 and 4 due to construction work )	20th

Outside the school holidays, the frequency is increased on lines 1, 4 and 5 in the mornings and afternoons.

Lines 1 and 4 alternate on the fly, and in Lobeda-West the wagons then switch to the other line. Between the terminus at Naumburger Str. And Burgaupark , the two lines overlap at 10-minute intervals.

Until the timetable change in December 2017, Line 1 only ran Mondays to Fridays, after which it was extended to all weekdays. In addition, the day lines have been running late and night traffic every 30 minutes until around midnight on their usual routes, then lines 1 and 2 every hour, with line 1 running via Lobeda-West to Lobeda-East. The night network (see below) that had existed up until then was no longer available.

Late and night traffic network

Until the timetable change in December 2017, there was a separate late-night and night traffic network, which consisted of the following lines:

line	course	Cycle (minutes)	last ride from the center
33	Jena-Ost - city center - Ernst-Abbe-Platz	30th	shortly before midnight
34	Zwatzen - city center - Winzerla - (old) Lobeda - Lobeda-West - Lobeda-East	30 40 (midnight - 4 a.m.)	Continuous operation every day of the week
35	Ernst-Abbe-Platz - Burgau Park - Göschwitz train station - Lobeda-Ost	30th	shortly after midnight

Construction work / expansion plans

The traffic development plan of the city of Jena considers in plan case P2:

• The extension of the route in the Zwatzen district by several stations to the Kingdom of Heaven with the terminus at the northern confluence of Carl-Orff-Straße due to the development of new residential areas on the northern periphery of Jena (length approx. 750 m): The prerequisite for this is the double-track expansion of the still single-track route between the Naumburger Straße stop and Zwätze so that trams can meet in this section as well. In addition, the requirement in Section 15, Paragraph 5 of the BOStrab is implemented and road safety is improved. The cost of the project is estimated at eight million euros. Construction work began in September 2018. The prerequisite was a city council resolution and approval of funding. The city will have to finance the double-track expansion to Zwatzen itself, as no funding is available for new buildings flush with the street. From Zwätz onwards, a separate track was initially planned for the new route. The planning approval procedure began in summer 2016; after a controversial discussion, the aim is now to ensure that the track is flush with the road along the entire route. The Wendeschleife Zwätze, which is still retained in the first plans, is to be abandoned in favor of a stump end at the Naumburger Straße stop.
• The development of the Lobeda-Süd commercial area (length approx. 1,400 m): junction from Karl-Marx-Allee into Emil-Wölk-Strasse, this to the motorway and then beyond to Brusselser Strasse, to follow this east.
• The extension to Jenaprießnitz / Wogau (length approx. 2,400 m): Continuation over Karl-Liebknecht-Straße, turning to Löbichauer Straße and following this up to the village.
• The party "Bündnis 90 / Die Grünen" suggested in May 2009 that line 5 be extended from Ernst-Abbe-Platz along the Leutra (by converting the footpath into a tram route) in the direction of the western suburb, including the facilities of the university clinic in the western part of Jena to connect with the Klinikum 2000 in Lobeda-Ost. In the period 2016/2017, almost all clinics will be relocated to Lobeda and there is currently no longer any need for such an extension of line 5. The renewal plan is currently no longer being pursued.

vehicles

Numbering of the vehicles

1901 to 1963

The vehicles were numbered consecutively, starting with 1. Railcars originally had numbers below 30, sidecars from 30. The highest number achieved in this system is 71; some numbers were assigned to different vehicles up to three times.

1964 to 1980

The vehicles were numbered with three digits. The numbers of the railcars began with 1, those of the sidecar with 2, those of the work wagons with 4. Wagons, which were foreseeable to be retired, were placed at the end of the group of hundreds.

1981 to 1992

With the connection of the Jena local transport to the Gera transport combine, the EDP numbering scheme common in many GDR transport companies was introduced, consisting of vehicle series, serial number and control number, preceded by the internal company section code ("7" for local transport Jena). This resulted in eight-digit numbers.

Since 1993

Within a vehicle category, three-digit numbers are used again. The numbers of the Gotha / Reko wagons begin with 1, those of the GT6M-ZR with 6, those of the Tramino vehicles with 7. There are no uniform rules for special vehicles; sometimes the last part of the EDP number from the 1980s is still used.

Vehicles for regular services

1901

On April 6, 1901, tram operation in Jena began with 17 motor vehicles (multiple units) and four trailer cars from the Breslau stock corporation . The railcars were given the numbers 1–17, the sidecars the numbers 30–33. Around 1930, five of the railcars were converted into sidecars (no. 38-42), others were converted into working railcars and some chassis were used for the construction of freight wagons. The sidecars 40, 41 and 42 were not retired until 1959. At the age of 58, they were the longest-running passenger vehicles in Jena. The last work railcar of this type was scrapped in 1966.

1909

Four sidecars were obtained from the Norddeutsche Waggonfabrik Bremen and designated with the numbers 34–37. They were retired between 1959 and 1963.

1914

Due to the growing need for transport and the extension of the route, the AG for the manufacture of railway material in Görlitz procured five new railcars. They were given the numbers 18–22; two cars from 1964, the numbers 191 and 192. These railcars had glazed driver's cabs and sliding doors. Four of the railcars were converted into work cars, the last car of this type was scrapped in 1969.

1929/1930

In 1929 and 1930 a total of ten railcars were put into operation by Gothaer Waggonfabrik AG under the numbers 23–32 (from 1964: 101–110). These vehicles and those of the next series taken over from Weimar were called the "Thuringian wagon type" because of their production in the region. In 1967 one car was converted into a working motor vehicle (retirement in 1977) and in 1969 three cars were converted into sidecars 213–215 (retirement from 1972–1975), the rest of them scrapped between 1967 and 1971.

1937

After the Weimar tram was shut down in 1937 , the Jena company bought ten of the series from 1929/1930 almost identical railcars for a total of 181,853 marks. Six vehicles were immediately converted into sidecars. Four were used as railcars after adjustments, but were also converted to sidecars in 1963/1964. The entire series (last no. 204-212) was turned off between 1972 and 1975.

1943

The Jena tram was assigned six sidecars (No. 49–54, later 291–296) built in 1915 by the Belgian company Ateliers Germain , originally intended for Turkish tram operators. The vehicles are often referred to as spoils of war in the literature; their location before the implementation in Jena and the circumstances of this implementation could not yet be specifically determined. The old-fashioned but relatively large vehicles for Jena could only be dispensed with in the mid-1960s.

1951

Former Jena Tw 102 of the type T57 in Istanbul (Tw 202)

Bombardier GTM6-ZR low-floor car

The Solaris Tramino 705 Lugoj on the Camsdorfer Bridge towards Jena-Ost

1951 to 1956 eight LOWA railcars ET50 and ET54 (numbers 1-8, later 111-118) and four sidecars EB50 / EB54 (numbers 55-58, later 221-224) were procured, in 1967 another five used cars from the Gotha tram (Railcar No. 109 and 110, sidecar 225–227). The sidecar 221 and 222 were 1964 in Leipzig mover carriage rebuilt circuitry to the Gothawagen T2-62 adjusted only used between the city center and Zwätzen and submitted to Gera 1974th The other wagons were taken out of service until 1973. In 1995, the Jenaer Nahverkehr bought a vehicle and turned it into a historic railcar.

1959

In the years 1959 to 1962 Jena received eight railcars of the type T57 (numbers 9-16, from 1964 121-128) and thirteen sidecars B57 (numbers 59-71, from 1964 231-243), two of which were powered by VEB Waggonbau Gotha - and four sidecars were previously used briefly in Gera . With these vehicles, Scharfenberg couplings and pantographs found their way into Jena. The Jena company bought another ten T57 and seven B57 in 1992 from Brandenburg , Cottbus and Görlitz , including the last car built for the Stralsund tram, which was shut down in 1966 and which was used in the Stralsund paint scheme. Acquiring this vehicle type, which had been out of date for many years, made sense because, on the one hand, additional bidirectional vehicles were required for construction site traffic and, on the other hand, no decision had yet been made about the expansion of the tram network in Jena and the number and type of new vehicles required. In the 1990s, eighteen T57 (No. 101–118) and seventeen B57 (No. 151–167) were in the inventory as passenger vehicles, plus a work car that was taken over from Plauen in 1988.

After the vehicles were replaced by GT6M, all T57s except the burned-out 111 could continue to be used or sold as complete vehicles, some of them as conversion objects or for stationary use. Among other things, five Jena T57s were put back into operation in Turkish tram companies, three in Naumburg and two in Jena itself. In contrast, there was little interest in the B57; ten cars were scrapped in April 2005 because there were no subsequent users.

1963

From the tram Erfurt , in 1912 the were apparently due to extreme vehicle defect, three wagon factory Weimar AG built railcars (Nos. 36-38) taken over and rebuilt shortly afterwards in the sidecar 201-203. The wagons, which were uncomfortable due to the very high and steep entrances, ran almost exclusively in rush hour trains, but could not be retired until 1970.

1964

From 1964 to 1973, the Jena acquired operating ten Gotha railcar in facility design types T2-61, T2-62 and T2D (Nos. 130-139) and twenty matching sidecar B2-62 and B2D (Nos. 251-270) of which three motor coaches and six sidecars had previously been used in Halle for some time . In 1987 a multiple unit and two sidecars from Gera were added. The cars, which were popular with passengers because of their smoothness and equipped with electric door openers, proved, however, to be very inflexible, as until 1987 they could only turn around in the city center and in Zwätz in regular service. If line 1 was interrupted due to construction work, which was often the case for months, especially in the 1970s, the one-way wagons had to be completely parked and replaced by two-way wagons or rail replacement services.

Since no fundamental change in this condition was foreseeable after the political change in the GDR, most of the cars of these types, although the most modern Jena cars, were parked from 1992 and soon afterwards were sold for stationary use or scrapped. The last use in scheduled services is known from the spring of 1996. One motor car and two trailer cars were converted into a driving school train, and one motor car was handed over to Brandenburg due to an urgent need for vehicles.

1970

In the years 1970 to 1974, the Jena company put ten Reko TZ70 / 1 railcars (No. 109–118) and twenty Reko BZ70 / 1 side cars (No. 204–215, 223–230) into service. In 1992 a sidecar from Görlitz was added. In the 1990s, the inventory was constantly reduced through decommissioning, but the last sidecar was not parked until spring 2003. Three vehicles were still operational in reserve in Jena until 2016; two motor coaches and one sidecar were delivered to Naumburg; a railcar got on the tourist tram to Istanbul.

A specialty is the 1997 conversion of four railcars (No. 136-139) for push-pull train operation without train control ("Pärchenbetrieb"). In this type of operation, developed by Strausberger Eisenbahn in 1982 , two railcars are coupled, the rear one switched as a trailer and the leading one Car pulled without engaging its own drive; At a stump end, both carriages swap roles. In an extreme emergency, these unconventional trains should replace individual GT6Ms, if their very tightly calculated inventory would have been further reduced due to failures. In test drives, however, they did not prove themselves for the intended purpose. The push-pull train equipment was removed from the four railcars, and the vehicles were then mostly in reserve until they were sold.

1995

From 1995 to 2003, 33 low-floor vehicles of type GT6M-ZR were delivered to Jena. They initially covered the additional demand for the new lines and replaced the old two-axle motor coaches and sidecars by 2003. With these cars, a new color scheme was introduced for the exterior paintwork for the first time since the 1920s, which has been used in the Jena local transport buses since 1991. On May 30, 2017, the transport company announced that it wanted to paint 14 GT6M vehicles in the dark blue color scheme of the Tramino railways; The model vehicle for this is car 621.

In September 2017, the transport company reported on plans to replace the GT6M with a successor model, expected from 2022, as the wagons have covered almost 3 million kilometers and the end of their useful life is almost reached. It is checked whether these cars should be longer and wider (within the framework of the clearance profile ) or shorter than the GT6M, but which can be coupled to form trains.

2013

In spring 2011, new vehicles were put out to tender in order to expand the stock. The procurement of three vehicles with an option for two more was put out to tender. In July 2011, Solaris was awarded the contract, which had already delivered several buses to Jena local transport in the previous years. The start of production for the Jenaer Tramino was July 2012, the delivery took place from August to November 2013. Five vehicles were built because the option for the other two vehicles was redeemed at the same time. Since January 13, 2014, one of the five railcars has been in regular service, the tram drivers continued to be trained on the remaining vehicles. The Traminos have been used on all lines since the driver training courses were completed.

The vehicles were delivered in a new color scheme developed by the Jena-based ART-KON-TOR group, which is part of the newly developed corporate design of Stadtwerke Jena.

Vehicle numbers

Annual average number of cars

	1998 (*)	1999	2000	2001	2002	2003	2004	2005	2006	2007-12	2013 (**)	since 2014
Solo multiple units	24	23	23	23	19th	11	9	6th	2	-	-	-
Articulated railcar	19th	19th	19th	19th	22nd	32	33	33	33	33	35	38
Total railcars	43	42	42	42	41	43	42	39	35	33	35	38
sidecar	28	27	27	27	22nd	19th	18th	8th	4th	-	-	-

^(*) estimated

^(**) a total of 5 new TW type Solaris Tramino, delivery 08/2013 - 11/2013

Vehicle kilometers

Car kilometers in thousands of kilometers per year

	1998 (*)	1999	2000	2001	2002	2003	2004	2005	2006	2007	2008	2009	2010	2011	2012	2013 (*)
Solo multiple units	607	538	595	578	485	57	56	-	-	-	-	-	-	-	-	-
Articulated railcar	1691	1685	1680	1678	1727	2224	2117	2192	2215	2211	2238	2170	2264	2280	2234	2278
Total railcars	2298	2223	2275	2256	2212	2281	2173	2192	2215	2211	2238	2170	2264	2280	2234	2278
sidecar	810	741	770	773	688	33	-	-	-	-	-	-	-	-	-	-

^(*) extrapolated

Special vehicles

(The curriculum vitae of the vehicles can be found in the fleet lists of the Association of Nahverkehrsfreunde Naumburg-Jena eV - see web link.)

Ready-to-use special vehicles

Historic railcar 26

Historic train Tw 26 in the Burgau depot.

Historic train Tw 26, inside

The railcar built in 1929 for the Eisenach tram, a "Thuringian Car" built in Gotha, was transferred to Jena in 1976 for the 75th anniversary event of the tram, in order to be able to present this type of car used in Jena for 45 years. In 1985/86 it was technically restored to its original state, but was given a traditional paintwork based on the first Jena vehicles from 1901. It was first used in this form in 1986 on the occasion of the 750th anniversary of the first documentary mention of Jena.

Party train - Tw 666 (type GTW6)

Party train at the depot

In 2003 the Jenaer Nahverkehrsgesellschaft bought a GTW6 from the Heidelberger Versorgungs- und Verkehrsbetriebe GmbH and converted it into a party train. It was built in 1966 by DÜWAG in Düsseldorf. In Jena it has been used for various events since 2004 and can also be booked privately.

Gotha / Reko traditional train (Tw 101, Bw 64, Bw 207)

These vehicles were selected from the reserve stock in 2016 and can be combined to form typical train sets, such as those used in Jena regular services from 1959 to 2004. Car 101 is preserved in the operational condition from 1993. Sidecar 207 (originally car 189) has been labeled in the delivery condition from 1973 since the end of 2018. Sidecar 64 (originally car 155) is still in the delivery condition from 1959.

Track maintenance railcar 105

The car was created in 2003/2004 from the passenger railcar 105 and contains u. a. a rail grinding device and control devices for the snow plow.

Snow plow 190

The rail-mounted snow plow on a Tatra chassis has been in stock since 2012.

KT4D work car 490

The former Erfurt KT4D, who has two driver's cabs, came to Jena in 2013.

Parked and former special vehicles

(Only vehicles are listed here that were withdrawn from the inventory after 1989.)

LOWA-Tw 27

The Tw 27, of the type ET50, was put into service with the Gera tram in 1951. In 1963 it was converted into a one-way vehicle by the main workshop "Heiterblick" (HWH) of the Leipziger Verkehrsbetriebe. In 1991 it was converted from Gera to the Naumburg tram. Five years later the implementation took place in Jena. After a general inspection in 1997, it has been ready for special trips in Jena since 1998. The trolley was parked in March 2016 and moved to Halle on September 8, 2016, as the planned elimination of the Zwatzen turning loop means that one-way trolleys can be used less and less.

Reko / Gotha reserve car (Tw 134, Bw 156, Bw 187)

From 2002 to 2016, these wagons, together with wagons 101, 155 and 189, each formed a type-specific Reko and Gotha reserve train, but no regular line use of one of these wagons in Jena during the period mentioned is known. Since the vehicle inventory is sufficient after the Traminos went into operation, the wagons were parked in March 2016. Sidecars 156 and 187 were purchased from machine dealer Ulrich Müller in Pfungstadt in December 2016, and railcar 134 was handed over to Liberec in August 2017. The last public special trip of the Reko three-car train took place on May 21, 2016.

Driving school train (Tw 145, Bw 197 and 199)

The first one-way Gotha multiple unit delivered to Jena (No. 131, from 1993: 145) was converted into a driving school car based on the model of the Brandenburger driving school car 334 in 1993 after it had been tested for some time in Jena. The sidecars 197 and 199, which were no longer useful in regular service, were externally adapted to the railcar in 1999 and used together with it, as the handling of three-car trains had to be taught in driver training, but one-way and two-way vehicles could not be electrically coupled in Jena. After the wagons were no longer needed in Jena, in 2016 the wagons 145 and 197 were handed over as historical vehicles to the Liberec tram and Bw 199 to the Kirnitzschtalbahn (planned to be used in regular service there after conversion).

583 work railcar

This Gotha-Atw was taken over from Plauen in 1988. After car 105 was converted into a work car, it was used almost exclusively as a shunting vehicle in the Dornburger Strasse storage facility and was handed over to Liberec in October 2017.

literature

• 100 Years of the Tram in Jena - A History with a Future (Brochure, “Stadtverkehr” special edition), EK-Verlag, Freiburg (Brsg), 2001, ISBN 3-88255-839-3
• Author collective under the direction of Dr.-Ing. Gerhard Bauer: Tram archive 4th room Erfurt / Gera · Halle (Saale) / Dessau . Transpress VEB Verlag for Transport, Berlin 1984, pp. 173-184.
• Dr. Gerhard Bauer / Norbert Kuschinski: The trams in East Germany. Volume 2: Saxony-Anhalt, Thuringia . Schweers + Wall, Aachen 1994, ISBN 3-921679-80-X , pp. 57-63.
• 75 years of the Jena tram 1901 to 1976 (series of postcards with a short chronicle and list of track extensions 1959–1975), Verlag Bild und Heimat, Reichenbach im Vogtland, 1976
• Customer magazines "JeNah Aktuell" issues No. 1/1997 to 4/2012 and "Express" from issue 1/2013
• Timetable booklets of the Jena local transport company and its predecessor companies (available from 1977)

Web links

Commons : Tram Jena  - Collection of images, videos and audio files

• Jena local transport company with network plan 2019 (PDF; 1.7 MB)
• Local transport friends Naumburg-Jena e. V. with car list
• Jena Trams (historical network maps and photos)
• Tram in Jena (only photos of modern vehicles, no location information)
• Pictures at phototrans.de

Individual evidence

1. ↑ 100 Years of the Tram in Jena - A History with a Future (Brochure, “Stadtverkehr” -Special Edition), EK-Verlag, Freiburg (Brsg), 2001, page 22, ISBN 3-88255-839-3
2. ↑ Photo of the converted car 215 in: Author collective: StraßenbahnArchiv 4 , transpress Verlag für Verkehrwesen Berlin 1984, page 181
3. ^ Konrad Spath: Monorail project in Jena. Retrieved April 1, 2017 . 
4. ^ Wilhelm Riesner: Die Energiewirtschaft in Ostdeutschland, In: eBWK Vol. 61 (2009) No. 12 , Springer-VDI-Verlag, 2009. Accessed on April 17, 2017.
5. ↑ New tracks for the Tatra Mountains . Press conference with Lothar Schmerbauch, City Councilor for Energy, Transport and Communications. In: Thüringische Landeszeitung, local edition Jena, April 20, 1985.
6. ↑ Thomas Naumann: 20 years of German unity - example Jena and its tram , In: Stadtverkehr , ISSN  0038-9013 , issue 11/2010, p. 19
7. ^ Last scheduled use of the "Gotha-Wagen" Nahverkehrsfreunde Naumburg - Jena eV
8. ↑ The ring is closed on the Saale. In: strassenbahn-magazin.de. December 16, 2009, accessed December 21, 2019 . 
9. ^ New trams ( Memento from April 2, 2015 in the Internet Archive ) Jenaer Nahverkehrsgesellschaft, press release July 2011
10. ^ Local traffic Jena: Rail replacement traffic between Zwätz and Altenburger Straße. Retrieved September 23, 2018 . 
11. ↑ VEP Jena 2002 ( Memento from July 19, 2011 in the Internet Archive ) (PDF; 82.2 MB), City of Jena Traffic Planning and Civil Engineering Office, January 2003. Retrieved on February 15, 2011.
12. ↑ A tram extension worth millions into Heaven is coming. OTZ, November 7, 2013, accessed on January 3, 2014 . 
13. ↑ Site plans 3-6, as of April 2016, planning by HI Bauprojekt GmbH Jena. Retrieved October 16, 2016 . 
14. ↑ Vehicle numbers in the GDR. Retrieved November 5, 2016 . 
15. ↑ Wolfram Scheibe: The "Thuringian Car". On the history and significance of the traditional car 26 of the Jena tram. Nahverkehrfreunde Naumburg-Jena eV and Jenaer Nahverkehrsgesellschaft mbH, self-published by the editors, brochure without year
16. ↑ Lehnhart / Jeanmaire: Trams in Eastern Europe - A study of trams and their vehicles: German Democratic Republic, People's Republic of Poland . Verlag Eisenbahn, Villigen (Switzerland), 1975, ISBN 3-85649-025-6 , signature for Fig. 80
17. ↑ Such vehicles (as railcars) are documented, for example, from the year 1928 by the Izmir tram: John Rossman: Tram Views of Asia - Turkey. Retrieved February 19, 2017 . 
18. ↑ In particular, it is unclear from whom they were captured and whether this happened as a result of the 1st or 2nd World War; see the following discussion on www.drehscheibe-online.de: Tram Jena, origin of the Belgian sidecars 1943–1967? Retrieved February 19, 2017 . 
19. ^ Thomas Kliem: Tram2000 Istanbul. Retrieved November 27, 2016 . 
20. ^ Ivo Köhler: Reko cars. The harder way of driving the tram . Society for Transport Policy and Railways e. V. (GVE), Berlin, 1996. ISBN 3-89218-045-8 , pages 111/112
21. ^ Jena local transport message archive: How will our trams look in the future? May 30, 2017. Retrieved September 17, 2017 . 
22. ↑ Thomas Beier: Jenaer Nahverkehr wants to put new multiple units into service. Ostthüringer Zeitung, Jena local section, September 1, 2017, accessed on September 17, 2017 . 
23. ↑ New tram presented in Jena ( Memento from November 9, 2013 in the Internet Archive )
24. ↑ Tower PR: The "ICE for local traffic": ART-KON-TOR designs the latest generation of trams - Tower PR. Retrieved September 17, 2017 . 
25. ↑ [J] Additional historical sidecar? Retrieved December 22, 2018 . 
26. ↑ Local traffic Jena: three-car train. Historic vehicles of the Jena local transport . Info flyer, as of September 2018
27. ↑ IFTEC GmbH: Rail-bound snow plow, technical description. Retrieved October 17, 2016 . 
28. ↑ List of Jena tram cars on the website of Nahverkehrsfreunde Naumburg-Jena eV. Accessed on October 16, 2016 . 
29. ^ Tino Zippel: Farewell to the Jena Reko tram train. Ostthüringer Zeitung, local edition Jena, May 23, 2016, accessed on October 17, 2016 . 
30. ↑ Christoph Heuer: List of Gothawagen of the Brandenburg tram. Retrieved October 17, 2016 .