Bielefeld tram
| Basic data | |
| Country | Germany |
|---|---|
| city | Bielefeld |
| Transport network | Westphalian tariff |
| opening | 1991 |
| Lines | 4th |
| Route length | 38.0 |
| Stations | 65 |
| Tunnel stations | 7th |
| use | |
| Shortest cycle | 5 min. |
| Passengers | 34.82 million / year |
| Residents in the catchment area | approx. 350,000 |
| Employee | 433 |
| vehicles | 24 M8C , 36 M8D , 5 MB4, 16 GTZ8-B |
| operator | moBiel |
| Gauge | 1000 mm |
| Power system | 750 volt DC overhead line |
The Bielefeld Stadtbahn is a public transport system in Bielefeld . It is operated by moBiel GmbH , a subsidiary of Stadtwerke Bielefeld . The Stadtbahn developed from the Bielefeld tram , which had existed since 1900 , by building an inner city tunnel between 1978 and 1991 and equipping the outer routes with independent or special railway bodies to a large extent . A type of vehicle purchased for light rail operations, the M light rail vehicle , replaced the Düwag articulated vehicle . Four lines have been running since a new line was built towards the university in 2000. In 2011, the vehicle fleet was supplemented by new GTZ8-B light rail vehicles .
history
The history of the Bielefeld Stadtbahn began in the 1960s with the decision not to shut down the existing tram , but to expand it into an efficient transport system alongside individual transport . In keeping with the times, the focus was on the design of a car-friendly city . Far-reaching plans for wide road connections, for example through today's Ravensberger Park , were rejected by large parts of the population and ultimately prevented. There were also considerable discussions about the expansion and tunneling of the tram. The first decisive council resolutions for a “Stadtbahn” based on the Cologne model were made in 1966, initially for a tunnel section on Beckhausstrasse, and in March 1970 for the entire Stadtbahn system. An important prerequisite was the funding program of the federal and state governments of North Rhine-Westphalia , which made it difficult to keep conventional trams, but provided for up to 90% of the construction costs for modern light rail systems.
The basis of the light rail system should therefore be an underpass of the inner city. This solution did not meet with universal approval; it found support especially in the ranks of the SPD ; the necessary council resolutions and decisions were accordingly made by majorities of the SPD and later also together with the Greens . The construction of university line 4 also took place in the 1990s under a red-green majority on the council.
The first 250 m long tunnel section was built under Herford Street with the Beckhausstrasse underground station (line 2), which was completed in 1971. Almost 23 years passed from the start of construction in September 1969 to the opening of the tram with the commissioning of the tunnel system between the Rathaus stop and the three tunnel exits Sudbrackstraße, Herford Straße and Jöllenbecker Straße. Because of the long and very extensive construction work in the city, the slogan "Bielefeld - the friendly construction site at the Teutoburg Forest", which is still in use today, was coined.
tram
The first Bielefeld tram route from Schildescher Rettungshaus (today's Johannesstift hospital ) to Brackwede -Dorf began operation on December 20, 1900. Due to the profitable operation, the construction of the second line from the main train station to Sieker began in 1902 . The construction of a third line planned for 1914 was initially prevented by the outbreak of the First World War . Line 3 from Oststraße to Lange Straße then went into operation in 1928.
After all war damage from the Second World War had been repaired, the first thoughts about the future of the railway arose. The rapidly growing individual traffic increasingly caused mutual hindrance to the flow of traffic. In the mid-1950s, the lines in the city center were therefore heavily redesigned. The city had already decided to keep the tram, but it was no longer allowed to drive through the narrow Bahnhofstrasse. Traffic areas also had to be given up on Jahnplatz. In 1957 only two lines ran through this square, line 3 was given a new route and now crossed the other lines in Herford Street. From the end of the 1950s, the route network was expanded and extended in the outskirts of the city.
In the 1980s, passenger numbers fell. The previous 10-minute intervals, which had been partially compressed into 5-minute intervals in the main traffic by emergency vehicles, was therefore abandoned. There was then a 12-minute cycle and a 40-minute cycle in the off-peak times. One reason for the lack of attractiveness was the transfer situation between the tram, urban and other bus routes.
The Berliner Platz stop between the train station and Jahnplatz served as the central meeting point for the railways . Here line 3, which went via Kesselbrink , Friedrich-Ebert-Straße, Herford Straße to Feilenstraße, met the other two lines. Since the tram on Herford Street did not have its own track structure, it was often stuck in traffic between Berliner Platz (now Willy-Brandt-Platz) and Jahnplatz. The central transfer point for the city buses was Jahnplatz, which was only served by tram lines 1 and 2. Bus passengers from the eastern parts of the city were able to take line 3 at Viktoriastraße, otherwise they had to change trains again after just one tram stop from Jahnplatz, with correspondingly long waiting times. Lines 1 and 2 again did not have a common transfer point with some regional bus routes operated by Post and DB because they ended at the Kesselbrink bus station. The travel time from the main train station to Jahnplatz was therefore quite long, and during the 40-minute intervals there were also the waiting times for the rendezvous at Berliner Platz.
History of the Bielefeld tram → Local traffic in Bielefeld
Conversion to a light rail
The completion of the first tram tunnel was followed by a construction freeze for the other planned sections and the light rail as a whole. In September 1977 the tunnel construction could be continued at the main station. A fourth line in the west of Bielefeld was taken into account through the construction of blind tunnels.
An important prerequisite was the merging of all lines between the town hall and the main train station. The necessary relocations of lines 1 and 3 (from Kesselbrink to town hall through Nikolaus-Dürkopp-Straße) took place in June 1983 and October 1986. This led to a significantly improved connection to line 3, especially to the city buses at Jahnplatz, but it went the rail connection from the eastern part of the city to Kesselbrink was lost. Line 1 now used the double-track connection between Landgericht and Adenauerplatz, which was already completed in 1962 and which was separated from the rest of the traffic and which had previously been used mainly for transfers to the depot. Since the journeys of line 12 from Senne to Sieker could no longer serve Jahnplatz, a new line 18 was set up for early and late journeys over the route of line 3 to Sieker Mitte, which is on Nikolaus-Dürkopp-Strasse in the city center came a little closer than line 12 via Kreuzstrasse – Detmolder Strasse.
In addition to the tunnel construction, the expansion to the light rail required a renewal of large parts of the infrastructure and the replacement of the vehicle fleet. The previous eight-axle Düwag articulated wagons (GT 8) were not suitable for tunnel operation and had to be replaced. The first M8S cars were delivered in 1976 and initially used on Line 3, followed by M8C trains in 1982. In addition, there was the barrier-free redesign of the stops with elevated platforms in a uniform roofed design. All stops received ticket machines . With the start of light rail operations, ticket sales in the vehicles were discontinued.
Other measures served to accelerate operations: special railway bodies and traffic light priority circuits as well as traffic light fuses for the remaining low-level stops. In the course of the renovation, some stops have been omitted or merged. As a result, the footpaths have lengthened, for example in the areas of Feilenstrasse, Mellerstrasse, Kreuzstrasse and at Nicolaifriedhof (Herford Strasse). Tunnel operation brought the greatest time savings combined with a considerable increase in performance. On April 28, 1991 the inner city tunnel was put into operation and the tram became the "StadtBahn Bielefeld".
In the 1990s, the network was strengthened by an extension of line 3 in an easterly direction (Sieker Mitte to Stieghorst, 5 stops, 1995/96) and the construction of the new line 4 (town hall - university , 7 stops, April 2, 2000) enlarged. In August 2000, the transport company of Stadtwerke Bielefeld was spun off, and moBiel GmbH was created. In 2002, line 4 was extended by two more stops to the end point Lohmannshof . The Universität stop ( 52 ° 2 ′ 21 ″ N , 8 ° 29 ′ 49 ″ E ) is the largest above-ground stop on the light rail network. A covered bridge connects the tram and parking garages with the main university entrance.
In 2013, line 2 was in a planning and expansion phase. In the Milse district , this line was extended by two stops to the final stop in Altenhagen. The opening of the section took place on December 6, 2015.
Line network
The line network consists of four main and four supplementary lines.
Main lines
Lines 1 to 3 are diameter lines , line 4 is reversed as a radial line to Dürkopp Tor 6 . The main line network has a length of 38.1 km. During the rush hour , the carriages sometimes change lines. a. Trains Lohmannshof – Senne or Stieghorst. The vehicles reach an average cruising speed of 21.9 km / h. The mean stop distance is 450 m.
| line | Line route | Travel time | Stops |
|---|---|---|---|
| 1 | Schildesche - Hauptbahnhof - Jahnplatz - Bethel - Brackwede - Senne | 28 min. | 22nd |
| 2 | Altenhagen - Milse - Baumheide - Central Station - Jahnplatz - Sieker | 26 min. | 21st |
| 3 | Babenhausen -Süd - Hauptbahnhof - Jahnplatz - Sieker Mitte - Stieghorst Zentrum | 25 min. | 20th |
| 4th | Lohmannshof - University - Central Station - Jahnplatz - Dürkopp Tor 6 | 15 minutes. | 11 |
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There is continuous regular traffic until about 1:30 a.m. Operation begins on weekdays at around 5:00 a.m., on Saturdays at around 6:30 a.m. and on Sundays and public holidays between 8:30 a.m. and 9:00 a.m. On weekdays and Saturdays during the day there is a 10-minute cycle, otherwise every 15-minute cycle. Reinforcement trains are required on line 4 in school and student traffic (every 5 minutes) and for football games in the SchücoArena (every 2 to 3 minutes), and on lines 1 and 3 in school traffic as well Light rail traffic around 3:30 p.m., followed by night buses. On New Year's Eve, all lines run every 15 minutes until 4:30 a.m.
Supplementary lines
The Bielefeld Stadtbahn used to assign a separate line number for each possible connection. Today there are four additional lines for single trips in addition to the main lines. Other different line operations have the line designation and color of the finish line (e.g. the blue "1" for the destination Senne) or an "E".
| 10 | Lohmannshof - University - Central Station - Jahnplatz - Stieghorst Center | 10 |
| 12 | Sieker - Adenauerplatz - Brackwede - Senne | 12 |
| 13 | Schildesche - Hauptbahnhof - Jahnplatz - Sieker | 13 |
| 18th | Sieker Mitte - Hospital Mitte - Adenauerplatz - Senne | 18th |
Lines 12, 13 and 18 are trips to and from the Sieker depot. Line 18 uses the connection from the depot to the Sieker Mitte stop; However, the line designation on the vehicle for the opposite direction is the "E". It is used to bring early trips to Senne or late trips from Senne to the depot closer to the city center (service at the Nikolaus-Dürkopp-Straße stop ). Emergency vehicles operate in student traffic and for events ( Arminia Bielefeld's games in the SchücoArena , concerts). Non- stop trips from Rudolf-Oetker-Halle or Lohmannshof to Stieghorst, Senne and Sieker or other combinations (e.g. Milse - Stieghorst) are then offered. These lines bear the line designation of the finish line or an "E". An exception is line 10, which also runs in the late evening.
In the past, other requirement lines were used or line numbers were used:
Line 14 Milse - Senne : was mostly only driven in the direction of Senne in order to transfer the solo car from line 2 to line 1 in late traffic.
Line 15 Babenhausen Süd - Sieker : Until 1999/2000 it was mainly used to reinforce line 3 at events in the Schüco Arena. With the commissioning of line 4 on April 2, 2000, it became superfluous, since line 4 serves the Schüco Arena at the Rudolf-Oetker-Halle directly.
Line 16 Babenhausen Süd - Senne : was a pure folk festival line that was used primarily for the Brackwede district festival “Glückstalertage” and the Christmas market. Due to insufficient capacity utilization, this line was last operated in 1998.
Line 17 Schildesche - Stieghorst : always had only a subordinate meaning. It was only used in school traffic with one morning trip and was discontinued in 1993; Since October 2012, however, this route has been served again with three morning trips towards Schildesche and one trip towards Sieker Mitte. The signs are as line 1 or E.
Line 19 Milse - Stieghorst : served school traffic with one trip in each direction. This service still exists today, but it is signposted with the respective main line number (2 or 3). Signage as line 19 is no longer provided for the PC control of the display elements used today .
Night and morning traffic
On weekend nights and before public holidays, eight night bus routes (N1 to N6, N9, N12) serve the lines of the light rail network. These lines begin and end shortly after the hour at the central bus meeting point at Jahnplatz. The entire night network consists of 13 radial lines , some of which are designed as a ring and also reach all parts of the city in the suburbs. (In the regional area, additional lines run from Sennestadt and Herford with a branch and supplementary lines.)
In autumn 2002, early morning traffic was restricted on weekends. As a replacement, the night bus service was extended to around 6:30 a.m. on Saturdays and to around 8:30 a.m. on Sundays and public holidays. For example, it replaces line N 1 and tram line 4 with a different route. This has resulted in a round-the-clock transport service on weekends. In early morning traffic, only part of the night network is served, the lines in the suburbs are greatly shortened. The important transfer point at the main train station is poorly integrated. The night bus line N 3 goes to Europaplatz on the back of the station (new station district), two lines have stops near the station. From most parts of the city, however, the main station can only be reached on foot from Jahnplatz, as the necessary change at the bus meeting point takes up to 8 minutes and the travel time with the buses is also considerably longer than with the tram.
At the Jahnplatz tram stop , three trains (short trains with M8C) can stop one behind the other at both platforms. This was used for years for a direct connection operation in the evening hours (and Sunday mornings). Increased passenger numbers in evening traffic and better vehicle use (the 30-minute connection led to idle times of almost 30 minutes, e.g. in Milse) made it possible in autumn 2003 to increase the frequency to 15-minute intervals. B. to Senne and Lohmannshof possible.
Infrastructure
Route network
The Bielefeld Stadtbahn has a meter-gauge rail network with a track length of 74.1 km. The combined depot for light rail and buses is located at the terminus of line 2 in Sieker . It can also be reached from line 3 from the Sieker Mitte stop .
The heart of the network is the inner city tunnel. It starts north of the Rathaus stop and leads via the Jahnplatz underground station to the four-track Hauptbahnhof station. To the north of the main train station, four routes branch off for one line each. While the route in the direction of Schildesche (line 1) is led to the surface via a ramp, one or two underground stations each follow on the other routes.
The final stops at Schildesche , Senne , Sieker , Babenhausen Süd and Lohmannshof have turning loops . There is an additional loop at Kattenkamp (line 1). There are other sweeping tracks in Brackwede (occasionally the end point of emergency trips on Line 1), Schüco (Line 2) and between Graf-von-Stauffenberg-Straße and Rudolf-Oetker-Halle (for events in the SchücoArena , Line 4).
In 2009, the Milse terminus was converted from a turning loop into a sweeping system with two butt tracks with an elevated platform. This was done in preparation for an extension of Line 2 to Milse-Ost, in order to facilitate access and to create space for a spacious park and ride facility. The final stop at Stieghorst Zentrum is also designed with butt tracks and elevated platform; an extension in the direction of Hillegossen was taken into account during construction.
For line 4, there is a sweeping track within the track between the Rathaus and Landgericht stops. Since December 2019, line 4 has ended in the Dürkopp Tor 6 sweeping system. The Obernstraße terminus (opposite the Kunsthalle ) is an additional turning option for this line, as the system at the town hall is not sufficient for reinforcement trips during peak traffic times (students, events). It also serves as an alternative stop for line 1 in the event of disruptions in the inner city area.
Stops
There are seven underground stations: Jahnplatz and Hauptbahnhof (all lines), Beckhausstraße (line 2, opened in 1971), Wittekindstraße and Nordpark (line 3, opened in 1991), and Siegfriedplatz and Rudolf-Oetker-Halle (line 4, opened in 2000). The Baumheide stop (line 2, opened in 1978) is located in a covered incision and is therefore similar to a tunnel stop.
Of the 57 above-ground stops (including Nikolaus-Dürkoppstrasse and Obernstrasse), 42 are equipped with predominantly uniformly designed elevated platforms , and 15 still have low platforms. The Heidegärten stop has high platforms but no barrier-free access. 48 stops have barrier-free access, which is implemented by an elevator at the underground stations. These stops are color-coded in the moBiel network plan.
Smoking is prohibited in the underground stations . On June 1, 2007, all above-ground stations were declared smoke-free zones on a voluntary basis .
For the Rudolf-Oetker-Halle stop , moBiel commissioned the artist Tim Methfessel to paint raw concrete walls. The works, which Methfessel described not as graffiti but as wall design , were completed in early 2009. The images refer to the nearby SchücoArena by Arminia Bielefeld .
Hauptbahnhof underground station
Jahnplatz underground station
Wall painting at the Rudolf-Oetker-Halle underground station
Main entrance to Siegfriedplatz underground station
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Linking with other means of transport
The Hauptbahnhof stop is located between Bahnhofsplatz and the Stadthalle. There is no direct access from the train station to the tram (approx. 2 minutes' walk). The underground station can be reached via moving walks and elevators . The possibility of a tunnel connection has been discussed several times, but is not considered feasible.
Another possibility to change to the regional train is in Brackwede. Brackwede train station is below the tram stop. It can be reached via a staircase and a 4-minute walk.
The central transfer stop for the city and regional buses is Jahnplatz ( bus station ). At the terminus of lines 1 to 3 there are bus stations with direct connections and the like. a. to Jöllenbeck , Ubbedissen and Sennestadt . Other important connection points exist at the church in Brackwede, at Lohmannshof, at the university, Deciusstrasse, Sieker Mitte, Baumheide and at Betheleck.
Since the Stadtbahn went into operation, many regional bus routes have been withdrawn from the city center and now begin at the end of the Stadtbahn (including the lines in the direction of Enger , Spenge , Herford ) or in Brackwede (lines to Schloß Holte-Stukenbrock , Gütersloh via Friedrichsdorf ). Due to the shortened line routes, the cycle could partly be condensed.
Park-and-ride spaces are located at the end of the lines . The university offers the largest P + R facility with multi-storey car parks and parking spaces directly at the tram stop. There are additional parking spaces on line 4 between the Wellensiek and Lohmannshof stops . There is a large P + R space at the end of line 2 in Milse with 200 parking spaces. Covered bike-and-ride areas are shown in the moBiel network map.
vehicles
A total of 74 type M light rail cars are available, which are divided into the M8C and M8D series.
Double units have been used on all lines and at all times of the day since autumn 2011 ; Exceptions to this rule are the use of single units of type GTZ8-B on lines 2 and 4 (only on weekends and public holidays), as well as single units of type M8C in the late afternoon Evening hours on line 3.
The M8D can be reinforced by an intermediate car coupled between two cars. Until October 2012, this only happened on line 4 (Rathaus - Lohmannshof), but since then it has also been used on line 1 (Senne - Schildesche) and on emergency vehicles commuting between Lohmannshof and Brackwede / Senne. For this reason, the first door of the multiple unit can be locked at the stops that have too short platform edges (e.g. Bethel).
| Type | Years of construction | Number ordered |
Number available |
Vehicle numbers |
length | width |
|---|---|---|---|---|---|---|
| M8C | 1981-1983 1986-1987 |
44 | 24 | 516-559 | 26.64 m | 2.30 m |
| M8D | 1994 1998 |
36 | 36 | 560-595 | 27.19 m | 2.30 m |
| MB4 | 1999 | 5 | 5 | 14.42 m | 2.30 m | |
| GTZ8-B | 2011–2012 2020–2022 |
40 | 16 | 5001-5016 | 34.30 m | 2.65 m |
M8C series
In the years 1981/83 and 1986/87, 44 eight-axle light rail vehicles (cars 516-559) made by Duewag / ABB of the type M8C were put into service.
The M8C is an eight-axle (M 8 C) light rail vehicle for meter gauge operation ( M 8C) with DC chopper control (English C hopper). The car is a two-way car and rests as an eight-axle vehicle on four bogies with two axles each. The bogies at the ends of the cars are motor bogies with electric motors of 150 kW rated power each. They reach a top speed of 80 km / h, but only 70 km / h are permitted in Bielefeld. The light rail cars are 26.64 m long, 2.3 m wide and offer 54 seats and 171 standing places (at 0.125 m² / person).
In Bielefeld, the M8C cars only run as a multiple unit (two M8C cars coupled); the previously common use as a single traction in late traffic and on weekends was given up in autumn 2011.
The cars 517-520 were taken out of service at the turn of the millennium for cost reasons and have been at the depot in Sieker ever since. Since the parked cars served as a spare part dispenser for the other M8C cars and therefore some important electronic parts were missing, they were no longer ready to drive for safety reasons. In addition, they no longer had a pantograph . From the beginning of 2010, the usable parts were removed from all four wagons and the bodies then sent for scrapping. On April 16, the last of the four cars was scrapped.
After successful new orders of type “Vamos” (GTZ8-B) railcars, the older M8C models are gradually being phased out.
M8D series
In 1994 and 1998, 36 eight-axle vehicles (cars 560-595) made by Siemens / Adtranz of the type M8D were put into service.
The M8D is an eight-axle (M 8 D) light rail vehicle for meter- gauge operation ( M 8D) with three-phase drives (M8 D ). The carriage is provided as a device vehicle built and rests as achtachsiges vehicle on four bogies, each with two axes. Two water-cooled three-phase motors with a nominal output of 95 kW each are integrated into the bogies at the ends of the wagons. The M8D wagons with the coupling are a total of 27.19 m long and 2.3 m wide and have an unladen weight of 34,000 kg. They offer a total of 63 seats and 153 standing places. They have a top speed of 90 km / h, but only 70 km / h are allowed in Bielefeld.
In the Bielefeld route network, the M8D car is only used as a coupled two-car train (traction) in order to be able to operate in two directions. The operation of an M8D car as a solo car (individual M8D) is not permitted, as it only has a closed driver's cab and an auxiliary control stand that is not ZUB-compatible. The auxiliary control stand (also emergency control stand) is therefore only used for maneuvering purposes in the depot or in emergencies under the instructions of the traffic control center.
Sidecar MB4 series
In 1999 five non-motorized four-axle trailer cars were purchased from Siemens / Adtranz. The 14.42 m long and 2.3 m wide vehicles have 26 seats and 55 standing places. They are used as an intermediate car between two M8D vehicles. The cars have their own pantograph for on-board power supply and heating.
A long train (M8D + MB4 + M8D) can carry a maximum of 390 people, whereby the capacity of the M8D car is twice as large as that of an intermediate car. The sidecars were purchased exclusively for the university line 4; This was the only way to cope with the very high number of passengers on this line, especially at peak times. Today, new, spacious Vamos vehicles are available for the 4, the intermediate cars are now also used to reinforce Line 1.
Vamos
1st order 2009
In 2009 MoBiel placed an order for the production of 16 new Vamos light rail vehicles with a consortium made up of Vossloh Kiepe and HeiterBlick . The first vehicle was delivered at the end of June 2011, scheduled use was planned for October 2011 on the Lohmannshof - Rathaus and Sieker - Milse routes (lines 4 and 2), but was delayed until December 20, 2011 due to a longer test phase. The eight sets ( two coupled bidirectional vehicles each) have been in operation since the end of 2012.
At approx. 70 m, a double traction is roughly as long as two M8D vehicles plus MB4 sidecar, but offers more space for passengers and luggage. In addition, u. a. a width of 2.65 m, which is made possible by tapering the height of the elevated platforms to 2.3 m. The Vamos were specially developed for the high level of passenger use in the university's peak traffic. For this reason, the seat / standing ratio is only approx. 1: 3. From the beginning, it was planned to operate on the much less used Line 2 as a single traction. Compared to the previous double units, the number of seats available here was reduced by around 50 percent thanks to the Vamos. The vehicles have five passenger doors on each side (three of which have folding steps) and up to 240 seats (52 permanent seats and 16 folding seats ). The new light rail cars will replace some of the old M8C light rail cars; 16 sets of this type have already been sold. In contrast to the previous light rail series, the GTZ8-B have air conditioning, which increases passenger comfort considerably, especially in summer. The driver's cab and passenger compartment have separate air conditioning.
It is planned to use these vehicles on all four lines. As an advance payment for the wider trains, which are longer than the previous double traction, the track center distance has already been increased where necessary and the platforms of Line 2 and some of Line 1 have been extended. Preparations for the Vamos mission on Line 3 will largely be completed in 2015. Double and single units are then used. Today, single vamos also travel on line 4 during the school and semester break.
2nd order 2017
In December 2017, another 24 new Vamos light rail vehicles were ordered from the manufacturer consortium Heiterblick / Kiepe-Electric. On the one hand, this is intended to replace the M8C vehicles, on the other hand, the steadily increasing number of passengers is also taken into account. The vehicles will initially be used on lines 2 and 4. For use on Line 3, the necessary renovation work must first be completed.
The delivery of the vehicles will begin in early 2020 and should be completed by the end of 2022.
other vehicles
In the course of the replacement of the Düwag articulated trolleys by the M8C series, two vehicles were converted and given a new task.
The first is a sanding trolley that removes unevenness on the rails by means of a sanding device underneath the (unlike the original vehicle) four-axle middle section. By removing these corrugations , wear and tear on the track systems and vehicles is reduced, thereby avoiding disturbing driving noises.
In 1990 the car was composed of two GT8 vehicles (built in 1960 and 1963) to enable bidirectional operation. For this purpose, two front sections and a middle section were combined to form a new vehicle. The vehicle is 26 m long and 2.2 m wide and has a top speed of 60 km / h.
The second converted on their own GT8-car is the rafter Express called party car which can be rented and is traveling with the guests the entire route network. For this purpose, some of the seating was removed from the car and a bar, dance floor and toilets were installed instead.
The cars from 1963 were adapted for this purpose in 1999. As with the grinding car, two front cars were used. The 25.75 m long and 2.2 m wide vehicle reaches a top speed of 50 km / h. There are 28 seats and 22 standing places.
In addition moBiel has several road-rail vehicles used for maintenance and installation work as well as a street sweeper are used.
Historic vehicles
In addition to a non-roadworthy two-axle tram from 1926, moBiel has again owned a historic vehicle from the 1960s since July 2008. The eight-axle train (type GT 8, built in 1962, Duewag) was brought back to the Innsbruck tram after many years of service . After a conversion (adjustment from 600 volts to today's 750 volts) and small repairs, historical trips between Sieker and Senne have been offered since May 2011. The elevated platforms and the tunnel sections cannot be operated with the vehicle.
Expansion planning
In an expansion concept called moBiel 2030 , several expansions of the light rail network are discussed. The city of Bielefeld commissioned TransportTechnologie-Consult Karlsruhe GmbH to prepare a potential analysis in which 15 individual expansion projects were examined. The study was completed in December 2011. Of the investigated, partly alternative projects, three were found to be particularly economical and recommended for implementation (new line 5 to Heepen, extension of line 3 via Stieghorst to Hillegossen, extension of line 1 to Sennestadt).
The network planned for the 2030 target comprises the following measures:
- Altenhagen (Milse-Ost)
- The tram line 2 was extended by 1.2 km and two stops to the new end point Altenhagen on Mecklenburger Strasse (Moenkamp residential area). Construction work began at the end of 2014. The opening of the section took place on December 6, 2015. The construction costs are around 15 million euros. The conversion of the former terminus 'Milse' from a turning loop into a stump end point with a P + R system and a central bus stop was already in preparation for further construction. The transfer hub will remain in place even after the extension has been completed.
- College campus
- Line 4 is to be extended from Lohmannshof via Dürerstraße to Schloßhofstraße. Two new stops are being built on the 1,310-meter-long route. This should open up the new university campus. It is calculated on the basis of building costs of € 7.13 million. The plan approval procedure is currently running.
Further planning provides for a cross connection from Jöllenbecker Straße (line 3) to the intended end point of university line 4. That would u. a. a development of the university campus from two directions. The 1,470 m long route would have three stops and the construction costs would amount to € 13.87 million. This measure is described as not profitable in the study mentioned above, but some operational advantages are mentioned. A bilateral connection of the university campus would enable safe operation to the university in the event of disruptions on line 4 and better connect Jöllenbeck, Schildesche and some surrounding areas to the university. In the study, the two possible additions to line 3 towards Jöllenbeck or to the university campus were only considered separately, not the economic viability of both extensions together. - Dürkopp Gate 6
- Line 4 was briefly extended via the August-Schroeder-Straße stop to Dürkopp Tor 6 . The extension has operational reasons: The wider Vamos vehicles cannot reach the Obernstrasse sweeping system due to insufficient track spacing in Kreuzstrasse. The single-track Niederwall sweeping system is not sufficient for stable operation of the Uni-Linie and the emergency trips of peak traffic. The aim is to build the facility at Niederwall u. a. can also be used for the other lines in the event of operational disruptions. Construction costs of € 2.77 million were calculated for the approximately 200 m long route with elevated platform on a single-track sweeping system. There were protests by residents against the construction of this route, who feared a higher level of noise pollution in their living area. The extension was rejected by the municipality in February 2012, and a week later the urban development committee approved the construction. Work on the short extension began in September 2018 and was completed in July 2019. The new route has been used as a replacement terminus for line 3 since April 13, 2019, as the route of line 3 in August-Bebel-Straße and Oelmühlenstraße was interrupted by extensive canal and road construction work. At the same time, two new elevated platforms were built in this area by the beginning of December 2019. Here, a provisional, ground-level terminal stop in front of the sweeping system was approached, as the elevated platform at the end of the route was not yet completed. On July 3, 2019, the elevated platform was opened to passenger operations.
- Stieghorst – Hillegossen
- Line 3 is to be extended from the current end point Stieghorst to Hillegossen. The extension is 2350 meters long and has four stops. The construction costs amount to € 24.05 million. The additional revenues would exceed the additional operating costs, so that the implementation of this measure is recommended.
- However, this route collides with existing buildings and there are residents' protests against this measure. As an alternative and due to changed framework conditions, the extension of line 2 Sieker-Hillegossen will be examined again in 2018. [outdated]
- City center – Heepen
- The Heepen district is to be developed through a 7.2 km long route with 17 stops. With the concept known as “Tram 5”, an above-ground route was discussed. The route could connect to the extension to the Dürkopp gate 6. Alternatively, a low-floor tram is under discussion, which would reach the city center above ground and end at Jahnplatz or Adenauerplatz. The construction costs are estimated at € 78.3 million. The new route would have a significant impact on the current bus network and could lead to major savings there. The expansion and operation of the line can be carried out cost-covering. Implementation of the measure was therefore recommended. The Bielefeld City Council carried out a public survey on the continuous line from Sennestadt to Heepen and the associated new construction of an above-ground tram line . In this poll, a majority of voters decided against building this line. Mobiel then stopped planning. Basically, however, this decision only affected the plans for line 5, not the expansion plans in general.
- Senne – Sennestadt
- The Sennestadt district is to be developed by extending Line 1. The route has a length of 6 550 m and has nine stops. The estimated construction costs are € 42.86 million. 11,800 residents are connected to the light rail system. Because of the profitability of the measure, the report recommends its implementation.
- Sieker – Sieker middle
- The connection between the terminus of line 2 (or the depot) to the Sieker Mitte stop of line 3 is being considered primarily for operational reasons. The 780 m long route would get a new stop, the construction costs would amount to € 7.61 million. In connection with the saving of empty trips to the depot, the measure could be economical, which would have to be examined more closely. Today there is a single-track operating route here, which is also used as a diversion route for line 2 or 3 in the event of operational disruptions.
- Sieker – Hillegossen
- The 4,080 m extension of Line 2 would include nine stops. It is an alternative to the extension of line 3 from Stieghorst. The construction costs would amount to € 54.83 million. However, the higher effort would be offset by a lower additional development compared to measure 3. This variant is therefore rejected as not being economical.
- In 2018, the city will have the extension checked again by the transport company. With the barracks on Detmolder Straße becoming vacant in 2019, the conditions for this route have changed significantly. The future use of the barracks that will be vacated is about apartments, businesses, universities or public institutions. The route leads directly past the barracks and would connect this area well to local public transport.
- Already largely planned and discarded due to insufficient profitability:
- Babenhausen South – Theesen (–Jöllenbeck)
- It was planned to extend line 3 from Babenhausen-Süd by 2270 meters to Theesen and on towards Jöllenbeck . For this purpose, a plan approval procedure was initiated in 2002, but the further planning was then suspended for financial and political reasons (changing council majorities in favor of the CDU). The stops were Westerfeldstrasse, Theesen-Mitte and Theesen-Homannsweg with a hairpin bend and a junction for bus traffic in the direction of Jöllenbeck / Enger / Spenge. The construction costs were estimated at € 22.24 million. Due to the low population density in the area of the extension, the potential analysis (2012) advises against the implementation of this measure, as a result, the planning approval procedure was discontinued by the Detmold district government at the end of January 2013.
A further route to Jöllenbeck would have six stops and a length of 4,100 m. Costs of € 31.82 million are forecast. This section is estimated in the report to be somewhat more economical than the first construction phase. Nevertheless, it is viewed overall as a non-profitable investment and implementation is not recommended. The route should nevertheless be kept free for this measure, as the framework conditions can change in the long term.
The following extensions were also examined for economical operation:
- Schildesche – Obersee
- This 1,760 m extension of Line 1 would have four stops. The construction costs would amount to € 18.42 million. The extension is considered uneconomical and its implementation is not recommended.
- Brackwede / Church – Brackwede-Süd
- The 1,660 m long route would branch off from the line 1 in Brackwede / Kirche and lead to Brackwede-Süd station on the Sennebahn , it would have four stops. The construction costs would amount to € 20.74 million. Despite a high number of inhabitants in the catchment area, the report comes to the conclusion that the implementation of the measure would not be profitable and is therefore not recommended.
- Brackwede / Bahnhof – Kupferhammer / Ummeln
- This 4 740 m long route would also connect to the route of Line 1. She would get seven stops; there would be construction costs of € 39.35 million. However, since the potential demand is below average, the measure would not be profitable and is therefore not recommended.
- Lohmannshof – Großdornberg
- The 2,420 m long route with four stops would connect to the current terminus of line 4. It was only investigated as an alternative to the planned extension to the university campus. The construction costs were estimated at € 17.4 million, but the implementation of the measure was not recommended due to the lack of profitability.
literature
- Robert Schwandl: Rhein-Ruhr-Stadtbahn-Album 2. Gelsenkirchen, Bochum, Herne, Dortmund + Special Bielefeld . Berlin 2006, ISBN 3-936573-08-5
- Egon Brogi: Bielefeld, Die Stadtbahn - Free rail across the board . Waldbröl 1991, ISBN 3-9802690-0-0
- Rainer Kotte: The Bielefeld tram through the ages: 90 years of local transport . Lübbecke 1989, ISBN 3-922657-74-5
- Reinhard Vogelsang: History of the City of Bielefeld: From the November Revolution in 1918 to the end of the 20th century . Volume 3, Gieselmann Druck und Medienhaus, Bielefeld 2005, ISBN 3-923830-11-4 , pages 413-415
Web links
Individual evidence
- ↑ a b Hundreds of Altenhagen residents greet their new tram. nw.de, December 6, 2015, accessed on January 20, 2020 .
- ↑ As of December 7th: Construction work completed ( Memento from December 14th, 2019 in the Internet Archive )
- ^ MoBiel: Design of the stop Rudolf-Oetker-Halle 2009. In: youtube.com
- ↑ staubach website + office. Retrieved May 22, 2009.
- ^ Vamos GTZ8-B light rail car. Kiepe Electric GmbH, accessed on April 18, 2019 .
- ↑ MoBiel buys 24 new Vamos light rail vehicles. nw.de, January 4, 2018, accessed on January 20, 2020 .
- ↑ Sparrenexpress - Celebrate on rails
- ↑ A contemporary witness on rails - our OldtimerBahn. mobiel.de, accessed on January 20, 2020 .
- ↑ From December 6th, the Stadtbahn will travel to Altenhagen. nw.de, October 27, 2015, accessed on January 20, 2020 .
- ↑ Westfalen-Blatt dated February 22, 2012 ( page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.
- ↑ Stop "Dürkopp Tor 6" inaugurated. mobiel.de, July 4, 2019, accessed on January 21, 2020 .
- ^ Bielefelder vote against tram line 5. In: Neue Westfälische Online. Retrieved June 14, 2014 .
- ^ MoBiel statement on the »No« in the public vote on the expansion of the StadtBahn. (No longer available online.) Archived from the original on May 29, 2014 ; accessed on June 14, 2014 .
- ↑ a b City wants to check expansion of tram line 2, Joachim Uthmann. nw.de, November 21, 2017, accessed on August 12, 2018 .
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