Tram Gdansk

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tram
Tram Gdansk
image
Basic information
Country Poland
city Danzig
opening 1873
operator MDT Gdańsk
Infrastructure
Route length 56.7 km (2016)
Track length 106.9 km (2016)
Gauge 1435 mm ( standard gauge )
Power system 600 V = overhead line
Stops 122
Depots Wrzeszcz and Nowy Port
business
Lines 11
Line length 146 km
Cruising speed 13.8 km / h
vehicles 151
statistics
Passengers 157 million / year (2010)
Mileage 6.25 million km / yeardep1
Network plan
Route map Gdansk 2015

The Gdańsk tram is an important part of the public transport system in the Polish city ​​of Gdańsk ( Gdańsk in Polish ). It belongs to the ZKM Gdańsk ( Zakład Komunikacji Miejskiej w Gdańsku , German Danzig Municipal Transport Company ) and is operated by the ZTM Gdańsk ( Zarząd Transportu Miejskiego w Gdańsku , German Municipal Transport Company Danzig ) founded in 2005 .   

history

Horse tram in Gdansk
Konstal 105Na in the Stogi turning loop
Barrier-free converted DUEWAG N8C from 1981

Horse tram

The Danzig horse-drawn tram, which was taken down by the police on June 21, 1873 and finally officially opened on June 23, 1873, was the eighth tram in the German Empire after Berlin , Hamburg , Stuttgart , Leipzig , Frankfurt , Hanover and Dresden . The concession for this was granted in 1871 to build two lines to Langfuhr ( Polish: Wrzeszcz ) and St. Albrecht ( Polish: Św. Wojciech ). The contract was awarded to the German Horse Railway Company from Berlin , which initially allowed a year to pass without activities after the award and decided not to run the route to St. Albrecht. For this, the construction of the single-track line to Langfuhr and Oliva ( Oliwa in Polish ) began in May 1872 , significantly further than originally intended.

The company Grums from Hamburg-Hammerbrook delivered 18 deck-seat cars based on the concept of the Danish engineer A. F. Møller as initial equipment ; they cost 5,000 marks each  . These and 100 draft horses were available for the opening  . The route began at the Hoher Tor , led over the north promenade and over the Große Allee to Langfuhr and further on the Chaussee to Oliva. From the first delivery series, car number 3 has been preserved as a historic vehicle since 1895 without roof space.

Soon after the opening, the route to Langfuhr was shortened and the company was auctioned off in 1877 due to the deficit. Among the buyers was Oskar Kupferschmidt , who had taken over the management of the company in 1873 and was to determine the fate of this and the successor companies until 1923.

The new owners first built - now trading as the Danzig Tramway - the likewise single-track line to Ohra ( Orunia in Polish ) on which only light single-horse cars ran, while after Langfuhr the deck-seated cars continued to run with two horses. The uniform 30-minute cycle was condensed to a ten-minute cycle on the route to Langfuhr in the afternoon. A standard fare of 20 pfennigs was applied to each line.

In the years 1884 to 1888 an inner city network was built, which was subsequently changed several times. So was built in 1884 on the paved fortress dam (North Promenade), the first double-track route that circumnavigated by two breaches in the city wall the High Gate and the floor tower over over Long Street and Long Market for Long Garter Gate ( Polish Brama Żuławska ) led. A branch line followed Weidengasse from Langgarten to the Lenzgasse depot. This enabled the operation of two city lines from the Pomeranian train station on the north promenade to Lenzgasse and Langgarter Tor. The starting point of the Langfuhrer line was moved to the Long Market. Another city line went into operation in 1885, running on a single track from Lenzgasse via Central-Bahnhof, Poggenpfuhl, Hundegasse, Großer Wall and Webergasse over the dams to the fish market, with a connection to the other lines at Langgasse. In 1886 the line to Schidlitz-Emaus ( Polish: Siedlce ) went into operation, with which the company operated three city and three suburban lines.

electrification

As early as 1891, the company was considering electrifying the 21 kilometers of the route, but it turned out to be impossible to implement in view of the low financial strength. Thus, the company was offered for sale on October 10, 1894 and finally bought on October 16, 1894 by the Allgemeine Lokal- und Straßenbahngesellschaft (ALSAG), based in Berlin, in order to carry out the electrification. From the beginning of 1895, the upper seats were removed from the double-decker cars so that they could be used under catenary . They were then used as a sidecar for the electric vehicles until after World War II .

In the contract with the city, which came into force on January 1, 1896, it was stipulated that electrification should not be associated with any deterioration in terms of operations or tariffs. It was also agreed to procure ten large and 30 small railcars (with a 25 percent operating reserve ), take over the existing horse-drawn tram cars and build the power station on the Krebsmarkt 9 site ( Targ Rakowy in Polish ). The general local and tram company took over the management.

The first test run took place on June 26th, the first regular ride of the electric tram on the suburban lines to Ohra and Emaus on August 12th, 1896. The simultaneous commissioning of the city lines was delayed by concerns of the Reichspost , so that their electrical operation began at the same time on December 5, 1896. The stops designated for getting off were about 150 meters apart; boarding was permitted anywhere after making it known. The fare was now ten pfennigs. On the outer routes to Ohra and Emmaus was run in 15-minute intervals, which the establishment of a turnout for the cruising of the trains approximately in the middle of the track-related (the traveling time from Danzig to Ohra was about 14 minutes). On the outer line to Langfuhr there should still be a ten-minute cycle in the afternoon, so it was provided with a second track as far as Langfuhr Markt and also extended by a further 500 meters of single-track route. The bypassing of the Hohe Tor was abandoned and the Langfuhr line now ran from Langgasser Tor via the coal and wood market to Neugarten ( Nowe Ogrody in Polish ). The line to Schidlitz (Emaus) now began at the coal market, the horse-drawn tram depots in Ohra and Schidlitz were closed.

After the new Central train station was opened in October 1896 , the following city lines operated:

  • Central train station - Lenzgasse, 2.8 kilometers, every ten minutes
  • Central train station - Langgasser Tor, 2.18 kilometers, every ten minutes
  • Heumarkt - Ohra, 3.25 kilometers
  • Lenzgasse - fish market, 2.47 kilometers, eight-minute intervals.

The tram network had reached an operating length of 19.2 kilometers, with more than 25 percent (5.7 kilometers) on the route to Langfuhr. Outside the depots there were around 25 kilometers of tracks.

The problem for the company was that there were one swing bridge and four bascule bridges in the network ; The most famous of the bascule bridges is the Milk Can Bridge ( Most Stągiewny in Polish ). For the first time, the problem of traction power supply had to be solved for movable bridges . On the other hand, it was not possible to lay the supply lines parallel to the contact lines, as was often the case at the time. This was relatively easy to solve at the swing bridge, where four jib masts carried the catenary. Special swivel beam constructions were arranged on the bascule bridges. They could be rotated in their joints and kept the contact lines taut when the bridge was closed. When the bridge was raised, the swivel beams lay against the railing of the bridge flaps and were taken away by them. The sagging contact line was previously switched off during this process. AEG had this solution patented.

In 1899, the company decided to extend the Langfuhr line via Legstrieß ( Strzyża Dolna in Polish ) to Oliva and to Legstriess the second track. On May 8, 1901, this line went into operation. A simultaneous extension of the line from Ohra to St. Albrecht was not carried out despite an existing permit. The reason is presumed that the extension to Oliva did not have the desired economic success and consequently prevented further extensions. On October 1, 1901, the operation was carried out with 67 motor coaches and 67 trailer cars.

A competing company was also founded in 1899: Danziger Elektro Straßenbahn AG . Behind this company stood, among others, the Aktiengesellschaft Elektrizitätswerke, formerly OL Kummer & Co. in Dresden and the Nordische Elektricitäts- und Stahlwerke AG Danzig . It planned, built and operated the line Kassubischer Platz - Neufahrwasser ( Nowy Port in Polish ) - Brösen ( Brzeźno in Polish ), which was opened in three sections: Brösen - Neufahrwasser on July 9, 1900, Neufahrwasser - Schichau - Werft on September 15, 1900 , and Schichau-Werft - Kassubischer Platz on October 27, 1900. The power plant and depot were located in Neufahrwasser.

The line was well used from day one, thanks to the workers' traffic at the Schichau shipyard. This prompted the company to extend it very quickly: On May 12, 1901, the Kassubischer Platz - Krantor section was opened. It was followed on May 26, 1901 by the section Brösen - Langfuhr- (New) Scotland, four kilometers of which ran on its own track. This meant that this company had a route length of 14.3 kilometers with a track length of 16.8 kilometers. In 1901 the company had 20 railcars and 16 trailer cars.

Union of the two companies

On July 1, 1903, both companies merged to form Danziger Elektro Straßenbahn AG (ALSAG's stake was 77.5 percent, from 1909 it held the majority of the shares), with Oskar Kupferschmidt - the previous head of the larger company - from now on as director of the new company was.

On June 8, 1904, a connection from the main train station via the Maze Bridge to the Langfuhr - Langer Markt line was put into operation, on which a special line to the large agricultural exhibition was set up, which took place behind Halben Allee. On July 18, 1908, the Oliva - Glettkau ( Polish: Jelitkowo ) route, which is still used today, was opened, and on December 8, 1908, the short extension from Langgarter Tor to the Werdertor ( Polish: Brama Elbląską ), which was broken off in 1925 . No further routes went into operation until the First World War . Although there were plans for a connection to Heubude ( Stogi in Polish ) in 1915 , this route did not go into operation until 1927. In 1917 the plans for a tram from Oliva to the neighboring town of Sopot were finally abandoned. In 1915 the company counted 19,888,354 passengers.

In 1905 four railcars were purchased, in 1906 seven sidecars, and in 1908 two more railcars. In 1912 the number of sidecars was increased to 96, in 1913 to 102, which were again reduced by three by 1915, so that the number was 99 again in 1915. In 1912 there were 93 railcars in stock, in 1913 five more were procured, so that in 1914 there were 98 railcars. The company also owned nine special vehicles, including snow plows , blasting trucks, and coal trucks.

The following lines were operated at that time, the line numbers were introduced in 1914:

  • Line 1: Langer Markt - Oliva (alternately via main station and promenade)
  • Line 2: Langer Markt - Langfuhr ( amplifier line for line 1)
  • Line 3: Hauptbahnhof - Ohra (from 1914: Line 6)
  • Line 4: Kohlenmarkt - Emaus (from 1914: Line 7)
  • Line 5: Hauptbahnhof - Weidengasse (from 1914: Line 3)
  • Line 6: Hauptbahnhof - Werdertor (Kleinbahnhof) (from 1914: Line 4)
  • Line 7: Hauptbahnhof - Lenzgasse (from 1914: Line 5)
  • Line 8: Krantor - Brösen
  • Line 9: Langfuhr - Brösen
  • Line 10: Oliva - Glettkau

The First World War led to significant restrictions, and the inadequate maintenance of the vehicles and track systems led to numerous derailments in 1918 . At the beginning of 1917, the preparatory subgrade work for the route to Heubude was stopped, also due to a lack of coal for the construction locomotive. Until then, they were carried out by prisoners of war and later by common workers. The first 160 conductors were employed in Gdansk in 1915. A year later, the number grew to 210 while only 24 conductors were still on duty. In 1916 the first female drivers were employed on the Gdańsk tram.

Interwar period

The inadequate supply of coal forced city lines 3, 4 and 5 to be closed on January 14, 1919. The Langfuhr - Brösen - Neufahrwasser connection was temporarily closed, i.e. line 9 entirely and line 8 partially. "It is unlikely that line 10 will continue to be operated." There were further restrictions in 1919, a concrete implementation is not known. So the theater cars were canceled, all lines stopped operating between 10 p.m. and 11 p.m. Line 6 was withdrawn to the riding arena, line 7 only started from Silberhütte. Lines 1 and 2 were only used from the Kohlenmarkt and the north promenade was no longer served. With the coal saved as a result, the Langfuhr-Brösen-Neufahrwasser connection, i.e. line 9 and part of line 8, was resumed every hour. The situation did not normalize until Christmas 1919, so that, with the exception of lines 4 and 5, normal line operations could be resumed. The shortening of lines 6 and 7 remained.

Line 5 was reopened on January 18, 1922, but was finally closed on June 15, 1922. With the doubling of fares that year, inflation also began in the Free City of Danzig , which had existed since 1920 , and ended only in October 1923 with the introduction of the Danzig guilder currency . This is reflected in the number of users: while a total of 13,747,862 passengers were counted in 1923, the number almost doubled in 1924 to 26,940,665 passengers. In July 1924, city line 4 was put back into operation, at which time the first efforts to renovate track systems, overhead lines and vehicles were made. The previously dark red paint with decorative lines, which came from the early days of the common company, was gradually replaced by ivory. The first new vehicles were ordered: they were low-floor wagons with a center entry, the first five railcars and twelve sidecars of which were delivered by Waggonfabrik Danzig in 1925 and went into operation on line 2 to Langfuhr. They also had pantographs to which the other lines and vehicles were gradually converted. Only the single-track lines to Ohra (line 6) and Emaus (line 7) retained the pantographs that were customary up until then . The railcars on line 7 to Emaus had two, which were created depending on the direction of travel.

In 1924, some lines were also equipped with illuminated signal lanterns to make them easier to identify in the dark. The two “outer lines” 9 and 10 remained without color coding, there was no risk of confusion between lines 2 and 8 due to their different routes.

  • line 1 to Oliva: white with sloping red stripes ( Signal board white-red line)
  • line 2 to Langfuhr and line 8 to Brösen: white ( Signal board white svg)
  • line 3 to Weidengasse: red ( Signal board Rot.svg)
  • Line 4 to Kneipab (until 1925: Werdertor): green ( Signal board Grün.svg)
  • Line 6 to Ohra: white with an oblique green stripe ( Signal board white-green line)
  • line 7 to Emaus: yellow ( Yellow signal board)

On July 1, 1927, the new double-track line from Kneipab to Heubude (beach hall) was opened. The short stretch from the Kleinbahnhof to the former Werdertor was closed because the new line used the (extended) Breitenbachstraße that was connected there. A new car shed with eight tracks also went into operation in Heubude, which was located at the end of the village in the direction of Danzig. The Danziger Waggonfabrik supplied 24 two-axle powered vehicles and ten large middle- floor sidecars of the Bergmann type for their operation . These wagons, which were only used in Gdansk, quickly became popular as haybuds due to their striking appearance and the fact that they ran (almost) exclusively on line 4 and were still in service until the end of the 1970s. With this new line, the total route length was now 44.74 kilometers, the track length 78.92 kilometers. In 1927 7,472,128 wagon kilometers were covered and 30,768,111 passengers were carried.

In 1928, the Danzig wagon factory delivered ten two-axle middle-floor railcars, which were mainly used on Line 8, which has since been renewed and partially re-routed. This renewal of line 8 came to an end in 1929 with the commissioning of a completely new route between Schichau-Werft and Neufahrwasser via Paul-Beneke-Weg (which avoided the numerous crossings with the port railway and eliminated the resulting high susceptibility to delays).

In 1928, electric train braking was introduced on Line 1, 22 sidecars received electric heating and 42 railcars were fitted with pantographs.

In 1930, six two-axle and ten four-axle vehicles were added from the Danzig wagon factory. The two-axle vehicles were mainly used on the new line 5 Weidengasse - Heeresanger (later: Lotnisko in Polish , i.e. airport ), which contained a new line from Ostseestrasse via Max-Halbe-Platz (intersection with line 9) to Ringstrasse and to Ostseestrasse corresponded to line 3 via Langer Markt and the Langfuhrer lines. This completed the network expansion during the German period. In 1940 the following lines were operated on the 43.48 kilometer long network (14.60 kilometers of which were single-track):

  • Line 1: Theaterplatz - Langfuhr (every 5 minutes, in early and late evening traffic, every 10 minutes)
  • Line 2: Theaterplatz - Langfuhr - Oliva (every 5 minutes, in early and late evening traffic 10 minutes)
  • Line 4: Hansaplatz - Heubude Strand (every 10 minutes)
  • Line 5: Weidengasse - Heeresanger (every 5 minutes)
  • Line 6: Reitbahn - Ohra (8-minute intervals, late evening traffic 15-minute intervals)
  • Line 7: Silberhütte - Emaus (every 8 minutes, late evening traffic every 15 minutes)
  • Line 8: Neufahrwasser - Krantor (every 10 minutes, every 15 minutes on Sundays)
  • Line 9: Neufahrwasser - Brösen - Langfuhr (10-minute intervals for the continuous connection, additional 10-minute intervals for supplementary trips in the Neufahrwasser – Brösen and Brösen – Langfuhr sections, this final stop was also known as Brunshöfer Weg , a rail connection to the Langfuhrer lines never existed from there)
  • Line 10: Oliva - Glettkau (10-minute intervals, 30-minute intervals in early traffic, 15-minute intervals in late evening traffic)

From 1930 to 1944, due to the difficult economic situation in Gdansk, no new vehicle was purchased as planned. The need was covered by extensive renovations in the company's own workshop, including some new buildings on existing chassis. In 1939, at the beginning of the Second World War , the company owned 104 railcars, 99 sidecars, two freight cars and 26 special vehicles. In 1940 the company received ten sidecars, which the Danzig wagon factory had built for the Warsaw tram , which were not accepted when the war broke out. To replace the oldest vehicles, which were still indispensable, the company received five railcars and ten sidecars in dark brown camouflage from the Fuchs Waggonfabrik in 1944 from the first series of war tramcars (KSW) .

Share over 800 RM from Verkehrsbetriebe Danzig-Gotenhafen AG from August 1942

In the late 1920s and 1930s, the company tried hard to improve the inadequate depot capacity. The solution offered was a 38,000 square meter site at the conclusion of the peace in Hochstrieß between Langfuhr and Oliva. Although the site was acquired in 1930 and the construction plans were completed, construction did not begin until 1934. In the spring of 1935, the depot was opened. In addition to the main workshop, converter station, a twelve-track hall for the wagons of the Langfuhrer Linien and three staff residences, a garage was built for bus transport to Sopot. Since the site offered space for expansion, this depot is still in operation today.

In 1942, the transport company Danzig-Gotenhafen was founded , merging with the companies in the neighboring cities . This shifted the company's focus to neighboring cities. The stake of Allgemeine Lokal- und Kraftwerke AG (ALOKA), renamed from ALSAG in 1923 , which in 1940 was 34.6 percent, fell to 27.7 percent, which was nominal when the company was taken over by Poland. In 1942 a single-track loop was built in Oliva ( castle , from 1945 pl. Inwalidow ) for journeys from the direction of Langfuhr, which, apart from the war damage, remained in operation until 1948. That was the last route change until the end of the Second World War.

"Despite all the difficulties, Danzig's tram operation was quite modern at the beginning of the Second World War. In particular, the low-floor four-axle cars were ... by far the most modern that could be found on East German tram tracks, and it may have been due to the isolated location of Danzig. that they weren't as famous as Dresden's ' Großer Hecht '. "

-

Second World War

At the latest with the bombardment of March 24, 1945, which triggered a two-day fire, the fighting in the Battle of East Pomerania and the capture of the city by the Red Army on March 30, 1945, tram operations in Danzig temporarily ended.

After the Second World War , trams stopped because the track and overhead line were badly damaged. The reconstruction, which began immediately after the war, was completed in 1947.

The idea of ​​a tram from Gdansk to Sopot was born before the First World War. The chance of a realization only came about in 1926, when a Berlin company agreed to bear the construction and subsequent maintenance costs. The reason why the railway was not built is unknown. The growing need for transport after the Second World War forced the two cities to build the 2.8 km long route from Oliwa to Sopot, the cost of which was estimated at 12 million złoty . On November 10, 1946, the line was put into operation. However, it was discontinued as early as 1960, because the most important central road connection of today's Tricity (Gdańsk-Sopot-Gdynia) was widened and the tram was an obstacle. However, tram passengers were able to switch to the S-Bahn, which had been introduced in the meantime, and which handled the traffic more quickly.

Current route network

The the last renewal in 2015. 56.9 km long route network exclusively of diameter lines operated that the central station as the main station Gdańsk Główny own. The connection to the other cities of Trojmiasto Sopot and Gdynia is made by suburban and regional trains with transitions to the tram at the main station, in Wrzeszcz and in Zaspa. Another transition to it from regional transport was created in 2015 with the terminal in Brętowo. The stops and stations of the S-Bahn and regional transport are spatially up to around 300 meters away from the nearest tram stop.

Line overview October 22, 2015
line map course
2 Gdańsk przebiegLinii2.png Łostowice Świętokrzyska ( German  : Schoenfeld, Heiligkreuzstraße ) - Havla - Witosa - Armii Krajowej - Brama Wyzynna - Dworzec Główny (main station) - Zwycięstwa - Opera - Haller - Zaspa ( German  : Saspe ) - Przymorze - Oliwa ( German  : Oliva )
3 Gdańsk przebiegLinii3.png Brzeźno ( German  : Brösen ) - Hallera - Opera - Zwycięstwa - Dworzec Główny (Hbf) - Brama Wyżynna - Armii Krajowej - Chełm Witosa ( German  : Stolzenberg, Witosstr ).
4th Tram line 4 in Gdańsk.svg Jelitkowo ( German  : Glettkau ) - Pomorska - Chłopska - Zaspa - Rzeczypospolitej - Hallera - Zwycięstwa - 3 Maja (back: Hucisko) - Dworzec Główny (Hbf) - Nowe Ogrody - Kartuska - Siedlce ( German  : Emaus )
5 Tram line 5 in Gdańsk.svg Strzyża PKM ( German  : Hochstrieß, Bf. ) - Grunwaldzka - Wrzeszcz ( German  : Langfuhr ) - Hallera - Brzeźno - Nowy Port (Oliwska) ( German  : Neufahrwasser, Olivaer Str. )
6th Tram line 6 in Gdańsk.svg Łostowice Świętokrzyska  - Havla - Witosa - Armii Krajowej - Brama Wyżynna - Dworzec Główny ( Central Station ) - Zwycięstwa - Opera - Wrzeszcz - Wita Stwosza - Oliwa - Jelitkowo
7th Tram line 7 in Gdańsk.svg Łostowice Świętokrzyska  - Havla - Witosa - Armii Krajowej - Brama Wyżynna - Dworzec Główny (Hbf) - Jana z Kolna - Marynarki Polskiej - Nowy Port (Oliwska)
8th Tram line 8 in Gdańsk.svg Jelitkowo  - Przymorze - Zaspa – Hallera - Jana z Kolna - Dworzec Główny (central station) - Brama Wyżynna - Podwale - Przedmiejskie - Siennicka – Przeróbka - Stogi Pasanil / Stogi Plaża ( German  : Heubude, Pasanil / Heubude )
9 Tram line 9 in Gdańsk.svg Strzyża PKM  - Wrzeszcz - Grunwaldzka - Opera – Zwycięstwa - Dworzec Główny (Hbf) - Brama Wyżynna - Podwale Przedmiejskie - Siennicka - Przeróbka ( German  : Troyl )
10 Tram line 10 in Gdańsk.svg Brętowo PKM ( German  Brentau, Bf. ) - Rakoczego - Nowolipie - Siedlce - Kartuska - Nowe Ogrody - Hucisko - Wały Jagiellońskie - Podwale Grodzkie - Wały Piastowskie - Jana z Kolna - Marynarki Polskiej - Wolności - Zajezdnia Nowy Port (tram depot) / Nowy Port (Góreckiego) ( German  : Neufahrwasser, Goreckistr. )
11 Tram line 11 in Gdańsk.svg Chełm Witosa ( German  : Stolzenberg, Witosstr . ) - Armii Krajowej - Brama Wyżynna - Dworzec Główny (Hbf) - Zwycięstwa - Opera - Wrzeszcz - Grunwaldzka - Wita Stwosza - Oliwa - Przymorze - Zaspa
12 Tram line 12 in Gdańsk.svg Migowo ( German  : Müggau ) - Bulońska - Rakoczego - Nowolipie - Siedlce - Kartuska - Nowe Ogrody - Hucisko - Wały Jagiellońskie - Podwale Grodzkie - Błędnik - Zwycięstwa - Grunwaldzka - Wojska Polskiego - Wita Stwosza - Oliwa

vehicles

Vehicles up to 1945

Apart from purely statistical figures and a few statements about the development and commissioning of low-floor railcars and sidecars (built by Waggonfabrik Danzig), which, however, represented the pride of the company at the beginning of the Second World War, there is so far the data used up to 1945 nothing further known. The respective inventory figures, if available, have been incorporated in the history section.

Vehicles from 1945

The fleet of vehicles that existed in 1945 was transferred to the Polish administration; the vehicles from the time the company was founded were still in use in 1967. The line strips were replaced by pin boards, the line signage by large round sheet metal pin boards on the front and rear with the line number, usually black numbers on a white background.

From 1948 on, the Polish manufacturer Konstal developed numerous railcars and sidecars of the types Konstal N to Konstal 5N on the structural basis of KSW , all of which were used in different numbers. They gradually replaced the old vehicles from the German era.

In autumn 1969 the first six-axle articulated railcar of the type 102N was tested by Konstal in Danzig and used regularly from 1970. Compared to the conventional vehicle fleet, these cars represent a major step forward. Travel comfort has increased significantly thanks to the easier entry and the comfortable padded seats. The new drive technology of the articulated cars allowed much higher travel speeds. Progress was embodied in the rather progressive (for the time) looking angular shape of the front. Only five 102N wagons were delivered to Gdansk, as the successor series 102Na were equipped with the conventional fronts of the Warsaw 13N wagons. The six-axle vehicles were used in Gdansk until 1988.

In 1997, two Konstal 114Na wagons were purchased, which for the first time in Gdańsk have a partially low-floor wagon floor. They were followed by a total of four Konstal NGd99 cars in 1999/2000 . This type of car already had a low-floor share of over 50 percent of the car floor and a more modern design. At the beginning of the 21st century, low-floor railcars from the manufacturers Alstom , Bombardier and Pesa were acquired and the N light rail cars taken over from Dortmund and Kassel were modernized. These vehicles make it possible to drive on new lines with a gradient of up to five percent.

With the exception of the few cars that have not been modernized, the tram vehicles have video surveillance with local storage of the image data in the vehicle. Since 2010, vehicles have been christened in the names of famous people associated with the city of Gdansk.

image Type Years of construction Number of cars
(parked) 		Accessibility Explanation
Konstal 105NCh.JPG Konstal
105Na
105NCh
105NAs		 1977 34 (17) 2 - The first 105Na vehicles were purchased in February 1981, another 30 were added in 1983, the last new vehicles came in 1990. By 2004, all 105N vehicles had been upgraded to the 105Na type. All of these vehicles have been stationed at the Nowy Port depot since 2012.
Car numbers 1202 to 1415
Konstal 114Na Gdansk.JPG Konstal
114Na		 1997 2 1 Handicap reverse blue background.svg With these vehicles, 15% low-floor vehicles were in use for the first time . Initially only on line 12, then on lines 3 , 5 , 8 and 9 .
Car numbers 1501 and 1502
Konstal NGd99.JPG Alstom
NGd99		 1999 4 1 Handicap reverse blue background.svg Vehicles with three cars and 70% low-floor on line 2 . The first car from 1999, the others from 2000 onwards.
Car numbers 1001 to 1004
Bombardier NGT6-2 Gdansk Chelm.JPG Bombardier
NGT6		 2007 3 1 Handicap reverse blue background.svg The first vehicle was delivered on Dec. 3, 2007 and put into service on Dec. 19, 2007. PLN 21.5 million was paid for three vehicles .
Car numbers 1005 to 1007
Moderus Beta MF 01 (N8C) .jpg DUEWAG N8C-NF 1978-1986 41 1 + 21 2 Handicap reverse blue background.svg Refurbished used vehicles of the type N8C, which were procured from Dortmund and Kassel from 2007 to 2010 . 3 Modertrans Poznań has carried out reconstruction and modernization since 2009: installation of a low-floor middle section with additional entrances on both sides and changes to the vehicle fronts . In May 2014, ZKM Gdańsk bought another 16 N8C vehicles from KVG Kassel, built in 1981, for € 672,000, around a third of the new price. Further processing cost PLN 18.3 million.
Car numbers 1107 to 1154 (ex. Dortmund, original number with a prefixed 1 ) and 1161 to 1176 (ex. Kassel 401 to 416)
PESA 120Na in Gdansk December 2010.JPG Pesa
120Na		 2010 35 1 Handicap reverse blue background.svg The first vehicle was delivered on Sept. 20, 2010 and put into service on Oct. 2, 2010. ZKM Gdańsk purchased 35 wagons for PLN 305.5 million.
Car numbers 1011 to 1045
128NG-1051, Gdańsk Brętowo, 2015-09-25 (Muri WG 2015-34) .jpg Pesa
128NG		 2014 5 1 Handicap reverse blue background.svg The first vehicle was delivered on November 10, 2014 and put into service on January 30, 2015. The five vehicles cost a total of PLN 54 million.
Car numbers 1051 to 1055
Total number of vehicles (trains) 151 (121)

1 in the Wrzeszcz depot
2 in the Nowy Port depot
3 Purchase of the following wagons from Dortmund (year - wagon number): 2007 - wagons 133 and 140; 2008 - wagons 108, 110, 113, 114, 125, 136, 138, 139, 141; 2009 - wagons 109, 111, 112, 115, 116, 119, 120, 121, 124, 129, 131, 135, 137, 143; 2010 - Cars 107, 117, 118, 122, 123, 126 and 127. Purchase of the cars from Kassel with the numbers 401 to 416.

Namesake

The namesake ( cartridge ) of the locomotives used are:

Konstal 114Na:

  • 1501 - Stanisława Przybyszewska

Bombardier Flexity Classic NGT6-2GD:

Pesa Swing 120NaG:

Pesa Jazz Duo 128NG:

  • 1051 - Aram Rybicki
  • 1052 - Erich Volmar
  • 1053 - Jan Wulff
  • 1054 - Lesser Giełdziński
  • 1055 - Willi Drost

literature

  • Siegfried Bufe: Trams in West and East Prussia . Motorbuch-Verlag, Stuttgart 1985, ISBN 3-613-01082-8 .
  • Robert Schwandl: Tram Atlas Poland Poland . 1st edition. Robert Schwandl Verlag, Berlin 2017, ISBN 978-3-936573-50-3 , pp. 22–29 , chapter Gdańsk (German, English).

Web links

Commons : Tram Gdansk  - Collection of pictures, videos and audio files

Individual evidence

  1. ↑ Rozkłady jazdy - lista przystanków. ZTM Gdańsk, accessed on January 6, 2016 (Polish).
  2. ↑ location depot Strzyży
  3. ↑ Nowy Port depot
  4. ↑ About the Gdańsk City Transport Company. Retrieved January 4, 2016 (Polish).
  5. ↑ Information on former trams from Dortmund
  6. ↑ a b c d e f g Sebastian Zomkowski: Tramwajem Przez Gdańsk . Gdansk, 2015 (Polish). ISBN 978-83-941251-0-3 .
  7. ↑ Trams in Free City of Danzig on danzig-online.pl, accessed on January 18, 2016 . Deviating from this, Bufe, p. 10 describes it as the "Deutsche Straßeneisenbahngesellschaft", which should not be the case, there are other references for the name "German Horse Railway Company", such as B. Entry in Gedanopedia . Retrieved January 18, 2016.
  8. ^ Siegfried Bufe: Trams in West and East Prussia . Motorbuch-Verlag, Stuttgart 1985, ISBN 3-613-01082-8 , p. 10 .
  9. ^ Siegfried Bufe: Trams in West and East Prussia . Motorbuch-Verlag, Stuttgart 1985, ISBN 3-613-01082-8 , p. 23 .
  10. ^ Siegfried Bufe: Trams in West and East Prussia . Motorbuch-Verlag, Stuttgart 1985, ISBN 3-613-01082-8 , p. 10 f .
  11. ^ Siegfried Bufe: Trams in West and East Prussia . Motorbuch-Verlag, Stuttgart 1985, ISBN 3-613-01082-8 , p. 11 .
  12. ↑ entry in the Gedanopedia . Retrieved January 18, 2016.
  13. ↑ a b c Gerd Kleinewefers: Pioneers of the traffic. Deutsche Straßen- und Eisenbahn AG 1835–1985. Commerzbank AG (ed.), Frankfurt undated, without ISBN. Pp. 162/163. The statement that AEG was the buyer (Bufe, p. 17) is not correct, but the Allgemeine Lokal- und Straßenbahngesellschaft (ALSAG) worked closely with AEG.
  14. ^ Siegfried Bufe: Trams in West and East Prussia . Motorbuch-Verlag, Stuttgart 1985, ISBN 3-613-01082-8 , p. 11 f .
  15. ^ A b c Siegfried Bufe: Tramways in West and East Prussia . Motorbuch-Verlag, Stuttgart 1985, ISBN 3-613-01082-8 , p. 17 .
  16. ^ Siegfried Bufe: Trams in West and East Prussia . Motorbuch-Verlag, Stuttgart 1985, ISBN 3-613-01082-8 , p. 16 .
  17. ^ Siegfried Bufe: Trams in West and East Prussia . Motorbuch-Verlag, Stuttgart 1985, ISBN 3-613-01082-8 , p. 16 f .
  18. ^ A b c d e Siegfried Bufe: Trams in West and East Prussia . Motorbuch-Verlag, Stuttgart 1985, ISBN 3-613-01082-8 , p. 19 .
  19. ^ A b c Siegfried Bufe: Tramways in West and East Prussia . Motorbuch-Verlag, Stuttgart 1985, ISBN 3-613-01082-8 , p. 22 .
  20. ↑ Bufe
  21. ^ Siegfried Bufe: Trams in West and East Prussia . Motorbuch-Verlag, Stuttgart 1985, ISBN 3-613-01082-8 , p. 23 .
  22. ^ A b Siegfried Bufe: Trams in West and East Prussia . Motorbuch-Verlag, Stuttgart 1985, ISBN 3-613-01082-8 , p. 27 .
  23. ^ A b c d Siegfried Bufe: Trams in West and East Prussia . Motorbuch-Verlag, Stuttgart 1985, ISBN 3-613-01082-8 , p. 28 .
  24. ^ A b Siegfried Bufe: Trams in West and East Prussia . Motorbuch-Verlag, Stuttgart 1985, ISBN 3-613-01082-8 , p. 36 .
  25. ^ A b Siegfried Bufe: Trams in West and East Prussia . Motorbuch-Verlag, Stuttgart 1985, ISBN 3-613-01082-8 , p. 35 .
  26. ↑ Gerd Kleinewefers: Pioneers of the traffic. Deutsche Straßen- und Eisenbahn AG 1835–1985. Commerzbank AG (ed.), Frankfurt undated, without ISBN. P. 164.
  27. ↑ The location of the single-track end loop at today's ul. Mikolaja Reja / al. Niepodległości see here , accessed on January 24, 2016.
  28. ↑ Route plan as of October 22, 2015
  29. ^ Siegfried Bufe: Trams in West and East Prussia . Motorbuch-Verlag, Stuttgart 1985, ISBN 3-613-01082-8 , p. 39 .
  30. ↑ a b c Thomas Naumann: Danzig: Tram on course for growth. In: Stadtverkehr 12/2015 , ISSN  0038-9013 , pp. 24–31
  31. ↑ Overview of the vehicles with model name, origin and number ; accessed on January 6, 2016
  32. ↑ DTI provides the video surveillance for the vehicles (English); accessed on January 6, 2016
  33. ↑ Information on the takeover of N8C from Dortmund. Retrieved January 1, 2016 .
  34. ↑ Information on the takeover of N8C from Kassel. Retrieved January 4, 2016 .
  35. ↑ Farewell to the old high-floor railways. Retrieved January 4, 2016 .
  36. ↑ Patroni tramwajów gdańskich. 2017, Retrieved May 16, 2019 (Polish).