Erfurt tram

Erfurt tram
Combino on the field
Basic information
Country	Germany
city	Erfurt
opening	May 13, 1883
electrification	June 1, 1894
operator	SWE EVAG
Transport network	VMT
Infrastructure
Route length	45.2 km
Gauge	1000 mm ( meter gauge )
Power system	750 V DC overhead line
Operating mode	Furnishing operation
Stops	87
Depots	3
business
Lines	6th
Clock in the peak hours	10 min
vehicles	16 MGT6D , 60 Combino
statistics
Reference year	2016
Passengers	38.1 million
Residents in the catchment area	170 thousand
Mileage	3.7 million kmdep1
Route network (as of 2009)

The Erfurt tram is the backbone of local public transport in the Thuringian capital of Erfurt . The meter-gauge network of the Erfurter Verkehrsbetriebe (SWE EVAG) with six lines has a route length of 45.2 km, is one of the medium-sized tram operators in Germany and in 2016 had around 105,000 passengers per day. Outside the city center, it runs largely on tracks that are independent of individual traffic (72% of the total network) and is referred to by the transport companies as the “Erfurt Stadtbahn”.

history

The beginnings as a horse-drawn tram (1883-1894)

The tram administration building from 1883

Until 1873 Erfurt was a fortress town, the border of which was the city fortifications from the 15th century. When the walls were torn down, the city was also able to expand and grow outward, increasing distances and raising the question of a local public transport system. From 1880 onwards, the first plans to build a tram came up, which were mainly promoted by the Erfurt mayor Richard Breslau and the mayor of Ilversgehofens , Friedrich Filß . In accordance with the state of the art at the time, a horse-drawn tram was built by 1883 , which was put into operation at Whitsun of the same year (May 13, 1883). The management was the responsibility of the Erfurter Straßenbahn AG , a private stock corporation. On the three lines, horse trams from the Danish manufacturer Scandia A / S from Randers ran every 5 minutes (closest cycle) to 20 minutes (thinnest cycle) , which did not stop at stops, but on demand. A little later, however, stops were introduced to ensure greater security. The depot was set up on Magdeburger Allee . The red line ran from Ilversgehofener Platz over the Anger, the Regierungsstraße and the Pförtchenstraße to the Steigerstraße (at that time the final stop was named after the local excursion restaurant “Flora”). The green line ran from Anger via Hirschgarten and Löberstraße to today's Thuringia Hall (at that time the final stop was still called “Schießhaus”) and was shortened in late autumn 1883, then it no longer began at Anger, but at Hirschgarten. In order to cope with the incline on Arnstädter Straße, additional horses had to be harnessed in Löberstraße. The third line was planned as a yellow line, but then went into operation as a white line and led from Andreastor via Domplatz and Anger to the main station.

The electric tram up to the First World War (1894–1918)

In the meantime Erfurt had grown from 55,000 inhabitants to 76,000 inhabitants and the horse-drawn tram could no longer meet the transport needs. Therefore, on September 6, 1893, a purchase contract was signed with Union-Elektricitäts-Gesellschaft (later AEG) from Berlin , which bought the railway for 310,000 marks and electrified it by 1894. Three years after the opening of the first electric tram in Halle , an electric tram also ran in Erfurt. The first test drives were carried out on May 28, 1894, before regular electrical operation began on June 1, 1894. However, the change did not take place abruptly, but took a few months until August 20, 1894. Some of the old horse-drawn tram cars were converted into electric powered rail cars or sidecars. The tram network was still single-tracked with passing points, which turned out to be extremely cumbersome. In 1912, the gradual expansion of all lines to two tracks began. Since connecting various suburbs, such as Hochheim or Melchendorf, to the tram network did not seem profitable, a plan for a supplementary bus network was drawn up by 1913. Its realization and the further expansion of the tram network, however, prevented the outbreak of the First World War in 1914. During the war, the tram was also used to transport soldiers, goods and wounded (hospital wagons were set up for this purpose) to and from the main train station , the hospital in Nordhäuser Strasse and the Barracks on the southern edge of the city. At that time, a trip cost 12 pfennigs, a tariff that was valid until the end of the GDR in 1989.

The development of the tram between the world wars (1918–1945)

City map from 1925 with tram routes

A Gotha T2 car (built in 1938) at the main station

In 1920 the city of Erfurt acquired the majority of the financial difficulties of the Erfurter Elektrische Straßenbahn AG, with which the tram passed into municipal ownership. This step was common at the time and was also carried out in most other German cities (e.g. municipal takeover of Leipziger Verkehrsbetriebe in 1919). The trams were given a new color scheme in 1921. Previously they were red and beige, now the cars have been painted white and have black decorative stripes, which was retained until 1957. In the period between 1918 and 1922, some tram sections were dismantled, in the sense of demilitarization, especially those that led to barracks, but also those that had become unprofitable. It was not until 1924 that investments could be made again, especially in the further double-track expansion of the network, which was completed in 1930, and in the procurement of new vehicles . In 1925, the pre-war plans for a supplementary bus network were taken up again and the first routes were opened. The Erfurt tram continued to grow, like the city, which now has 140,000 inhabitants, so that in 1930 the second depot on Nordhäuser Strasse was inaugurated. In the same year, the lines previously named after colors were converted to a numbering system.

After the National Socialists came to power in 1933, the tram line to the Jägerkaserne in the south of the city, which had been dismantled in 1918, was restored, and routes to the city's two airfields in Bindersleben and on the Roten Berg were planned, but their construction was not completed. From 1936, all vehicles for the tram were obtained from the Gothaer Waggonfabrik , which produced cheaper and more reliably than other car manufacturers. By 1944, 36 new railcars and sidecars had been acquired. In addition, the first turnouts received an electric drive during this period, which simplified operation. In 1936, employees of the tram began to consider the construction of standardized railcars, which were continued after the war and became a reality in 1957 with the first Gothawagen . A cooperation between the Erfurt tram and the Gothaer Waggonfabrik became the GDR standard railcar, which shaped the image of trams in the GDR until it was replaced by Tatra trams in 1967. At the end of the 1930s, work began on building the first reversing loops at the ends of the line, which were supposed to enable operation with built-in railcars. In April 1945, the tram network was damaged by artillery fire, so that operations had to be stopped.

The tram up to the first "general traffic plan" (1945–1970)

In 1955 a train travels on Ostringtrasse across the station forecourt

In 1946 the operation of the tram was resumed, but uncertainties remained due to constant power cuts until 1951, which impaired traffic. In the post-war period, the Erfurt tram was also used to transport rubble from the city center to the rubble dumps on the outskirts. For this purpose, wagons were attached to railcars. Another unusual task was the transport of bodies by tram hearse to the main cemetery on the western edge of the city. Worldwide there were only such hearse in Erfurt and Durban ( South Africa ). In 1948, in addition to trams and buses, a third public transport system was introduced in Erfurt: the Erfurt trolleybus , which operated until 1975.

In 1951, the municipal business enterprise became the VEB Erfurter Verkehrsbetriebe. In the 1950s, a recovery began and the tram made increasing profits. The last ends of the route were now provided with turning loops, but the tram was increasingly perceived as slow and backward. Their route network still had structures similar to those at the opening in 1883 and was essentially limited to the city center, which made modern operation difficult. This only changed with the general traffic plans of the 1970s, which brought a surge in modernization. The 1968 summer timetable provided for the following route network (today's place names in brackets):

line	route	Travel time (min)	Stations	Train sequence (min) ( HVZ / Mon-Fri during the day)
1	Erfurt-Nord ( Nordbahnhof ) ↔ Young Pioneers Square (Ilversgehofener Platz) ↔ Breitscheidstrasse (Lutherkirche / SWE) ↔ Anger ↔ Theaterstrasse / Neuwerkstrasse ↔ Dalbergsweg	20/19	15th	3 ¹ /6
2	iga ↔ Gothaer Platz ↔ Domplatz ↔ Anger ↔ Central Station ↔ Am Stadtpark (Löberwallgraben)	19/17	9	15/15
3	Clinics of the Medical Academy (University) ↔ Domplatz ↔ Anger ↔ Central Station ↔ Käthe-Kollwitz-Straße	20th	13	3-6 ² /6
4th	Breitscheidstraße ↔ Leipziger Straße ↔ Central Station ↔ Klement-Gottwald-Straße (coffee funnel) ↔ Thuringia Hall	19th	14th	3-6 ³ /6
5	Main cemetery ↔ Westbahnhof ↔ Gothaer Platz ↔ Domplatz ↔ Anger ↔ Central Station ↔ Klement-Gottwald-Straße (coffee funnel) ↔ Steigerstraße	24/25	17/16	3-6.5 ⁴ / 6.5

¹ The Eichenstraße - Dalbergsweg section was only served every 6 minutes, even during rush hour.

² The main station - Käthe-Kollwitz-Straße section was only served every 6 minutes, even during rush hour traffic. The additional trains continued via the main station to Am Stadtpark (Löberwallgraben).

³ The Am Stadtpark - Thüringenhalle section was only served every 6 minutes, even during rush hour.

⁴ The sections Hauptfriedhof - Gothaer Platz (loop Ludwigstraße) and Am Stadtpark - Steigerstraße were only served every 6.5 minutes, even during rush hour traffic. The unusual 6.5-minute cycle was still to be found on several tram lines until 1978, and on the bus network until 1990.

The expansion to the express tram in the new prefabricated building areas (1970-1992)

The first new lines were already completed in 1983

In 1984 Gothawagen were still in use

The establishment of the residential areas Erfurt-Nord (50,000 inhabitants) and Erfurt-Südost (40,000 inhabitants) in the 1970s and 1980s represented a significant intervention in the urban structure of Erfurt . This shifted the transport needs considerably, to which the Erfurt transport companies responded had to. For example, old, narrow lines in the city center were shut down and express tram lines separated from individual traffic were relocated to the newly built districts. The route into Rieth (districts Berliner Platz and Rieth ) was built in 1974, that to Europaplatz in 1978 (district of Moskauer Platz ), that to Urbicher Kreuz 1979–1987 (districts of Herrenberg and Melchendorf ), that to Wiesenhügel 1985 (district of Wiesenhügel ) and that to Zoopark 1990–1992 ( Roter Berg district ). This was a first step in the direction of today's light rail system, which should run as far as possible from private transport. The expansion of the route network went hand in hand with the complete conversion of the vehicle fleet. In 1975 the first Tatra KT4 trams were procured, which replaced the old Gothawagen by 1987 . A total of 156 cars of this type were purchased. Another depot was built in 1988, this time at Urbicher Kreuz in the southeast of the city.

After the reunification in 1990, the VEB Erfurter Verkehrsbetriebe became the Erfurter Verkehrsbetriebe AG (EVAG), which remained in municipal ownership. EVAG has been part of the municipal utilities since 1996 and has been calling it SWE EVAG since 2008.

The tram becomes a light rail (from 1992)

In the 1990s, the first priority was the rehabilitation of ailing sections of the route. In addition, stops and passenger information systems were renewed and the vehicle fleet was modernized. For this purpose, the Tatra railways were rebuilt, and from 1994 the first low-floor railways of the type MGT6D were purchased by Duewag . In 2000, another new type of car was added with the Combinos from Siemens . In addition, after 1990, for the first time since 1914, fares were increased, from 12 pfennigs per trip to a level that made economic operation possible.

In 1996 the Erfurt city council decided to expand the tram under the title Stadtbahn . A tram is understood here to be a tram that uses routes that are largely separated from other traffic. The new lines from GDR times already corresponded to this idea, so that now almost all lines can be driven in this way. In addition, the light rail construction concept comprised five new lines, which again considerably enlarged the network. Between 1997 and 2000 the line from Anger via Leipziger Straße to Ringelberg in the east was built. In 2000/2001, a gap was built between Domplatz in the east and Gothaer Platz in the west through the Brühl and the line was extended from egapark in the west of the city to the P + R square at the Erfurt exhibition center . From 2002 to 2005, the railway line was extended from the main cemetery in the west of the city via Erfurt Airport to Bindersleben . The last new line to go into operation in 2007 was the connection from the Salinenstrasse stop on Magdeburger Allee to Rieth . The light rail construction program was thus completed and a reorganized network of six lines, which run every 10 minutes, was introduced. Due to the bundling of lines, there is a denser cycle on many routes.

One of the longest business interruptions in peacetime was caused by the onset of winter at Christmas 2010. On Christmas Eve the operation was stopped and was completely inactive until December 27th after 40 centimeters of fresh snow had fallen. The clearing work continued and so it was only after ten days, on January 3, 2011, that the entire route network could be used again.

From March 11 to October 25, 2013 there was the most drastic line closure in the history of the Erfurt Stadtbahn. The main route between Anger and Domplatz was not open to trams due to the redesign of the fish market and Schlösserstraße. The following line network was operated:

Tagnet:

line	route	Travel time (min)	Stations	Vehicle use
2	P + R Messe ↔ mdr / Kinderkanal ↔ egapark ↔ Gothaer Platz ↔ Domplatz South / North ↔ University ↔ Europaplatz	24	19th	Combino , MGT6D
3	Europaplatz ↔ Rieth ↔ Salinenstraße ↔ Anger ↔ Central Station ↔ Urbicher Kreuz	43	31	Combino , MGT6D
4th	Bindersleben ¹ ↔ Airport ¹ ↔ Main Cemetery ↔ Gothaer Platz ↔ Anger ↔ Hanseplatz / FH ↔ Ringelberg	36	27	Combino
5	Zoopark ↔ Salinenstraße ↔ Anger ↔ Central Station ↔ Thuringia Hall	28	19th	MGT6D , Combino
6th	Domplatz South / North ↔ University ↔ Rieth ↔ Salinenstraße ↔ Anger ↔ Central Station ↔ Wiesenhügel	43	31	MGT6D , Combino
bold = primarily used vehicle type

¹ The section Bindersleben - main cemetery was only served every 20/30 minutes during the day, only every 10 minutes during rush hour on weekdays, and only every 40 minutes in the evening.

The tram line 1 was replaced by lines 3 and 5, so it no longer ran. The closed section Anger - Domplatz was bypassed extensively in the rail replacement service (line R) (Mon - Fri: every 10 minutes, Sat every 15 minutes, runs until 9 p.m.).

The route section Hauptbahnhof - Steigerstraße was served by rail replacement services (Line S) due to the overloading of the route in Magdeburger Allee (Mon - Sun: every 15 minutes).

Night network:

line	route	Stations
N3	Europaplatz ↔ Rieth ↔ Salinenstraße ↔ Anger ↔ Central Station ↔ Wiesenhügel ↔ Urbicher Kreuz	34

Line N1 was discontinued because line N3 served the corresponding route sections.
In addition, there were bus line 2 starting at Domplatz to Europaplatz and lines 4 starting at Anger to Ringelberg, as before, the N30 to Stotternheim (route of the tram 5), N51 to Hochheim and N90 to Marbach.

On October 19, 2014, the driving voltage was changed from 600 volts to 750 volts. Since the Tatra wagons that had remained in the fleet up to that point could not be converted for this purpose, they were taken out of service at the same time. In the meantime, the voltage has been reduced to around 720 volts because the heaters in the Combino vehicles cannot tolerate the high voltage.

With the timetable change on February 9, 2015, the night network was reorganized. The previous night bus routes have been abolished and replaced by additional tram rides from Anger via Brühler Garten to the main cemetery (line 4), to Ringelberg (line 2) and to Lutherkirche, Grubenstrasse and Zoopark (line 5). Most of these additional trips only take place on the nights before non-working days when the previous night buses were also running. Line 5 also runs before working days, but only between Brühler Garten and Lutherkirche or Grubenstrasse.

From April 9 to November 16, 2018, the route between Anger and Domplatz was again closed to light rail traffic due to the renovation of Marktstrasse. The proven network from 2013 is used, with slight modifications being made:

line	route	Travel time (min)	Stations	Vehicle use
1	Domplatz Süd / Nord ¹ ↔ University ↔ Rieth ↔ Salinenstraße ↔ Anger ↔ Central Station ↔ Wiesenhügel	43	31	Combino , MGT6D
2	P + R Messe ↔ mdr / Kinderkanal ↔ egapark ↔ Gothaer Platz ↔ Domplatz South / North ¹ ↔ University ↔ Europaplatz	24	19th	Combino , MGT6D
3	Europaplatz ↔ Rieth ↔ Salinenstraße ↔ Anger ↔ Central Station ↔ Urbicher Kreuz	43	31	Combino , MGT6D
4th	Bindersleben ² ↔ Airport ² ↔ Main Cemetery ↔ Gothaer Platz ↔ Anger ↔ Hanseplatz / FH ↔ Ringelberg	36	27	Combino
5	Zoopark ↔ Salinenstraße ↔ Anger ↔ Central Station ↔ Thuringia Hall	28	19th	MGT6D , Combino
bold = primarily used vehicle type

¹ In the evening traffic, lines 1 and 2 are coupled at Domplatz, and there are continuous journeys from the Wiesenhügel to the Messe P + R area and vice versa.

² The Bindersleben - main cemetery section is only served every 20/30 minutes during the day, only every 10 minutes during rush hour on weekdays, and only every 40 minutes in the evening.

The tram line 6 will be replaced by a bus line 6 on the section Hauptbahnhof - Steigerstraße, as the route through Magdeburger Allee is busy (Mon - Sun: every 15 minutes).

In contrast to 2013, the R rail replacement service is not used. In addition, the line from Domplatz to Wiesenhügel is now referred to as Line 1.

Night network

line	route
1	Domplatz Süd / Nord ↔ Rieth (daily; from Rieth continue as N3 over Wiesenhügel to Urbicher Kreuz)
N3	Europaplatz ↔ Rieth ↔ Salinenstraße ↔ Anger ↔ Central Station ↔ Wiesenhügel ↔ Urbicher Kreuz (daily)
4th	(Main cemetery ↔) Brühler Garten ↔ Ringelberg (only on nights before non-working days)

Line N1 is discontinued because line N3 serves the corresponding route sections.

future

In the near future, the vehicle fleet in particular will be modernized. The renovation of the Combino cableways has already been completed. In addition, twelve three-part Combinos were purchased in 2011 and 2012. The MGT6D is currently also being refurbished and equipped with new components such as LED displays outside as well as LED screens and a renewed passenger compartment inside. This means that the high-floor Tatra railways from the 1980s can now be dispensed with.

The route network is also being modernized. This is done in the context of street renovations in the corresponding areas, as most recently in 2008/2009 at Gothaer Platz or 2013 in the Schlösserstraße / Fischmarkt area. In the outer areas of the network, electronic train destination displays are not yet installed at the stops everywhere .

With regard to new lines, the land use plan of the city of Erfurt still contains the route from the exhibition center to Schmira , which was originally also included in the light rail construction program, but has not yet been implemented. There are currently no concrete construction plans for this. In the local transport plan for 2014 to 2018, a new light rail route between Thomaskirche (Schillerstraße) and Karl-Marx-Platz through Puschkinstraße is suggested. This is intended to relieve the congested route through Bahnhofstrasse and ensure the connection to the south of Erfurt even in the event that Bahnhofstrasse is closed (e.g. during football matches). This measure would also include the conversion of the coffee funnel into a triangular track.

As part of the development of the new station district on the site of the former freight station, a new tram line from the south side of the main station with crossing under the railway tracks at Schmidtstedter Tor is currently (2014) being discussed. The line would cross the city ring, loop through the new station district and then through Thälmannstrasse, before finally flowing into the existing line network in the Leipziger Platz area. It would therefore correspond in parts to line 4, which was abandoned in 1973.

It is recommended that the 10-minute intervals be extended to 6.30 p.m. (based on the Anger) on the sections Nordhäuser Straße – Domplatz – city center, city center – main station – Wiesenhügel / Urbicher Kreuz and city center – Magdeburger Allee for the coming years.

Today's line network

Day network

With the inauguration of the last section of the light rail program on October 5, 2007, a newly organized daily network with a 10-minute cycle came into force on all lines during rush hour . A single bus line is also integrated into the 10-minute cycle, which is why it was given a single-digit line number. It is line 9, which leads from Daberstedt via the main station, Liebknechtstraße and Johannesplatz to the north station.

For events in the trade fair / ega area and during Advent, tram line 7 also commutes from the Thuringia Hall via Anger and Domplatz to the Messe P + R square.

line	route	Length (km)	Travel time (min)	Stops	regular vehicle use
1	Europaplatz ¹ ↔ Rieth ↔ Salinenstraße ↔ Anger ↔ Central Station ↔ Thuringia Hall (/ Steigerstraße ² )	9.4	29	22nd	Combino , MGT6D
2	P + R Messe ↔ egapark ↔ Anger ↔ Hanseplatz / FH ↔ Ringelberg	9.2	24	20th	Combino , MGT6D
3	Europaplatz ↔ University ↔ Domplatz North ↔ Anger ↔ Central Station ↔ Urbicher Kreuz	12.3	36	27	Combino , MGT6D
4th	Bindersleben ³ ↔ Airport ³ ↔ Main Cemetery ↔ Domplatz Süd ↔ Anger ↔ Central Station ↔ Wiesenhügel	12.8	39	28	Combino , MGT6D
5	Zoopark ↔ Anger ↔ Central Station ⁴	6.5	19th	15th	Combino, MGT6D
6th	Rieth ↔ University ↔ Domplatz Nord ↔ Anger ↔ Central Station ↔ Steigerstraße (/ Thüringenhalle ² )	7.4	25th	17th	Combino, MGT6D
bold = primarily used vehicle type

¹ Between Rieth and Europaplatz only in daytime traffic Monday to Saturday.

² In the evening and early weekend traffic, line 1 runs in the direction of Rieth from Steigerstrasse and south to Thüringenhalle, line 6 runs in the direction of Rieth from Thüringenhalle and south to Steigerstrasse.

³ The Bindersleben ↔ Main Cemetery section is only served every 20/30 minutes during the day, only every 10 minutes during rush hour on weekdays and every 40 minutes in the evening.

⁴ In the morning school traffic, individual trips are made to the Brühler Garten instead of to the main train station.

Night network

The timetable change in autumn 2010, with the marketing name ERNA ( He wade Na chtlinie weekends) which abolished hitherto existing special night network expanded its transport supply 20-1 pm. Since then, all lines have been running every 20 minutes on the same routes as during the day. On the weekend nights after 1 a.m., a new night network consisting of various bus and tram lines was in effect.

Since February 9, 2015, the night network has only consisted of tram lines without a specific name:

line	route
N1	Europaplatz ↔ Rieth ↔ Lutherkirche / SWE ↔ Anger (daily, but before working days only from 4 a.m.; from Anger, continue as N3 over Wiesenhügel to Urbicher Kreuz)
2	Brühler Garten ↔ Anger ↔ Hanseplatz / FH ↔ Ringelberg (only on nights before non-working days; in some cases to / from Brühler Garten further than line 4 from / to the main cemetery)
N3	(Europaplatz ↔ Rieth ↔ University ↔ Domplatz Nord ↔) Anger ↔ Hauptbahnhof ↔ Wiesenhügel ↔ Urbicher Kreuz (daily; trips to / from Anger run from / on line N1 via Lutherkirche / SWE and Rieth to Europaplatz)
4th	Main cemetery ↔ Gothaer Platz ↔ Brühler Garten ↔ Anger (only on nights before non-working days; sometimes to / from Anger continue as line 5 to the zoo park or line 2 from / to Ringelberg)
5	Brühler Garten ↔ Anger ↔ Lutherkirche / SWE ↔ Grubenstraße (↔ Zoopark) (to the Zoopark only one trip before non-working days, on days before working days only to Lutherkirche or Grubenstraße; sometimes coming from line 4 from the main cemetery)

The busy intersection at the coffee funnel at peak times is often the reason for delays on the tram

Integration into the public transport network

Day travel the rail reaches a relatively high punctuality, because it operates for the most part on the individual traffic separate paths and roads that have been approved only for local traffic. If there is a high volume of traffic, delays can occur, especially in the area south and west of the coffee funnel (line 1), as the trains here sometimes run together with other traffic on federal highways 4 and 7. If there is very heavy traffic, there is also a traffic jam on Andreasstrasse / Nordhäuser Strasse between Domplatz and Bergstrasse (lines 3 and 6), which affects punctuality. Another problem are parking offenders in the city center who park too close to the tram tracks.

The EVAG city bus network, which opens up the area around Erfurt, is closely linked to the city railways. Many lines are feeders to the light rail network and are linked to it accordingly. EVAG has been part of the Mittelthüringen transport association since 2006 , so that single tickets can be purchased when switching to the railroad ( DB , Erfurter Bahn , Süd-Thüringen-Bahn ). At the moment, however, the main station is the only point of connection between the railway and the light rail. A light rail runs at the north station, but it stops at some distance from the station. There are no railway stops at other points where the light rail and the railroad meet (e.g. in Schillerstrasse and Leipziger Strasse).

Route network

From the Anger north to the zoo park

Length: 6.0 km; Street: Johannesstrasse - Magdeburger Allee - Stotternheimer Strasse; Lines: 1, 5

Stadtbahn am Anger at night

The bridge of the light rail over the Nordhäuser Bahn

The route from the Anger to the northern outskirts was built in 1883. It leads from the Anger, past the Kaufmannskirche , where the route to the Ringelberg branches off at a rail triangle, into Johannesstrasse , which it follows to the Johannestor. The bridge there over the flood ditch has construction defects, so that since 2010 it has not been allowed to be used by two railways at the same time (limitation to 24 tons). The route then turns into Magdeburger Allee , on which it is guided in a noise- insulating grass track . On May 13, 1883, the line was opened as the northern part of the Red Line, initially to the depot on Magdeburger Allee. In July 1883 the continuation to today's Ilversgehofener Platz was put into operation. At that time, Ilversgehofen was still an independent municipality in which there were numerous industrial settlements. The next extension of the line took place in 1893 when it was continued from Ilversgehofener Platz to the village station, today's Erfurt-Nord station on the Erfurt – Nordhausen railway line . This happened as part of the electrification of the horse-drawn tram by the Union-Elektricitäts-Gesellschaft , which had bought the line. The station remained the end point of the route for almost 100 years. Later, reversible loops were created here, first in Vollbracht- (from 1951), then in Metallstraße (from 1972), which are now dismantled. In 1977, construction began on the Roter Berg residential area for around 15,000 residents on the northern edge of the city . In order to connect this residential area, the tram route should be extended. One obstacle here was the Nordhäuser Bahn, which ran at ground level . An unsatisfactory solution was the construction of a prestressed concrete bridge for the tram over this line. Its pillars are on Magdeburger Allee, which has since no longer been continuously accessible as a road. In addition, it is not possible to change between trams and trains with short distances. Ultimately, the bridge visually degrades the surroundings, as it obscures the visual axes. Construction work began in March 1988 and lasted until 1992. On September 29, 1990, the first construction phase from Salinenstrasse to Grubenstrasse was opened. A bus station and a turning loop were built on Grubenstrasse, and later also a P + R car park. On August 23, 1992, the extension of the route from Grubenstrasse via Stotternheimer Strasse to the Roter Berg residential area was finally put into operation, with the only level crossing with a railroad track in the area of the An der Lache stop (goods track to the neighboring industrial plant) he follows. Light rail vehicles can also be loaded onto railway wagons via this freight track, since a tram runs parallel to the freight track. The end of the route is the Wendeschleife at the Thuringian Zoopark Erfurt , which also received a tram connection. A further extension of the line is unlikely, as the buildings behind the zoo park are very thin and do not justify the construction of a tram. Since 2007, the line to Rieth has branched off to the west at the Salinenstraße stop. Lines 1 and 5 share the same route as far as Salinenstraße; after that, it is only served by line 5.

From the Anger east to the Ringelberg

Wendeschleife Ringelberg, 2009 still on the green field

Length: 4.7 km; Street: Krämpferstrasse - Leipziger Strasse - Walter-Gropius-Strasse; Line: 2

The route from the Anger to the Ringelberg leads through the Krämpfervorstadt to the eastern edge of the city. It was opened for the first time as part of the White Line in 1904, then until the now defunct Nordhäuser Bahnhof on Leipziger Strasse . Among other things, this required the construction of the bridge over the Flutgraben in Krämpferstrasse. However, this line was dismantled again in 1922 and replaced by a bus line. In 1953 a line of the Erfurt trolleybus was opened on this route , this time to the Ringelberg stairs. However, this line had the same fate in 1975 as in 1922. On August 29, 1997, construction began on the line from Anger to Ringelberg. It was the first line to be built as part of the light rail program. The first short section from the Anger through the Krämpferstraße to the Krämpfertor was put into operation on December 7, 1998. The further course via Leipziger Platz and Leipziger Strasse to the junction with Walter-Gropius-Strasse and on this to the end point on Ringelberg went into operation on March 27, 2000. Together with their construction, the adjacent public areas were renovated and the surrounding area was upgraded. The route runs almost continuously on a track that is separate from the rest of the traffic and, in addition to the Gründerzeit residential area of Krämpfervorstadt, also connects the residential estate on the Ringelberg and the Erfurt University of Applied Sciences to the light rail network. A further extension from the terminus is not possible, but could be connected at the intersection of Leipziger Strasse and Walter-Gropius-Strasse in the direction of Kerspleben . However, this does not currently justify the density of buildings there. Line 2 currently runs on the route from Anger to Ringelberg.

From the Anger to the southeast to Weimarische Strasse

Length: 1.3 km; Street: Trommsdorffstraße - Weimar Straße; closed: 1922

The tram route from Anger to Weimarische Strasse remained a short episode . Like the line on Leipziger Strasse, it was opened in 1904. The connection was part of the Blue Line and led from the Anger over Trommsdorffstrasse to the Schmidtstedter Bridge. From 1912 it crossed the Ostring-Trasse there and continued under the Thuringian Railway to the east on Weimarian Strasse, which it followed to the junction with Rudolstädter Strasse. This tram line ended there. It tied parts of northern Daberstedt (tenement houses) and the industrial operations on Weimarische Strasse to the tram network. In 1922 this line was closed. A restart of this route is theoretically conceivable, but when Weimarische Strasse was renovated in the 1990s, no route was kept free for a tram route. This could be done the next time the road is fundamentally renovated, but the volume of traffic on Weimarische Strasse does not currently justify a tram line. As the area is an urban development area, this could change in the further future.

From the main train station to the southeast to Wiesenhügel and Urbicher Kreuz

Length: 6.3 km + 0.8 km; Street: Windthorststrasse - Friedrich-Ebert-Strasse - Kranichfelder Strasse; Lines: 3, 4

Rear-to-rear traction by Tatra Railways in 1989 in Erfurt-Südost

Construction of the line from the main train station to the southeast began in 1912 when a tram line was laid through Windthorststrasse and Friedrich-Ebert-Strasse to the barracks on the edge of the Steigerwald. It led to today's Käthe-Kollwitz-Straße. As early as 1918, however, the southern section was dismantled and the route shortened to the confluence with Häßlerstrasse. This happened in the spirit of demilitarization after the First World War, when the barracks were also reduced in size. In 1935 the line was rebuilt. In 1943 the first reversing tram loop in Erfurt was built here. It stayed that way in the following decades. When the construction of the Erfurt-Südost prefabricated building complex began at the end of the 1970s , the tramway there began to be extended. In 1979 a new turning loop was put into operation at the employment office and at the same time the terminus on Käthe-Kollwitz-Straße was closed. In 1981 the route was led from this turning loop to the east on Melchendorfer Strasse to Kranichfelder Strasse, in the middle of which it runs. The next final stop was today's social security center stop with another turning loop. As early as 1983 the tram route was extended again, this time to Melchendorf , where a turning loop was created. In addition, a tram underpass was built at the intersection of Kranichfelder Strasse and Am Wiesenhügel. In 1985, a branch line was built on the meadow hill , which branches off shortly before the final stop in Melchendorf. The section of the southeast route from Melchendorf to Windischholzhausen went into operation in 1987. Since the turning loop there was not yet completed, a shuttle operation by means of rear-to-rear traction from two Tatra wagons or tractions consisting of a standard multiple unit (KT4D) and a "fake" two-directional multiple unit (equipped with a second driver's cab in our own workshop) first had to be carried out ) be driven. In 1989 this problem was resolved by building a turning loop on the route that was extended to today's Urbicher Kreuz. The final stop was initially called Windischholzhausen and was renamed Urbicher Kreuz in 2007, as the place with this name is a relative distance away. There is a small bus station there. At the end of the route is the Urbicher Kreuz depot, which was completed in 1990. An extension of the route beyond the Urbicher Kreuz to the nearby village of Niedernissa would be conceivable. Today the route is mainly used to develop the residential area Erfurt-Südost, the industrial area in Windischholzhausen with its large industrial companies ( X-Fab , Bosch Solar Energy , etc.) and is served by lines 3 (to Urbicher Kreuz) and 4 (to Wiesenhügel) drive on.

The route on Arnstädter Straße to the south to the Thüringenhalle

Combino at the Thuringia Hall in EVAG colors

Length: 1.2 km; Street: Arnstädter Strasse; Line 1

On Kaffeetrichter a tram route turns south. It was put into operation as early as 1883 and began at the Hirschgarten at that time . However, the section between Hirschgarten and Kaffeetrichter has been closed since 1939. This left only the southern part, which has since been approached from the main station via the old ring route. When the line went into operation in 1883, the areas to the right and left of the railway were still largely undeveloped. The line was mainly used for excursion traffic, as it ended directly at the Steigerwald and at the shooting house, a restaurant. That is why the tram shareholders repeatedly called for the line to be closed, but the city administration stopped it. When the Wilhelminian style district of the Löbervorstadt was completed at the beginning of the First World War, the tram line could also be operated profitably. In the interwar period, important facilities such as the Steigerwald Stadium , the Thuringia Hall and today's Thuringian Parliament were built along the route . This profile ensures that the route is still relatively lightly used in normal traffic, but that it reaches its capacity limits at major events such as football matches or concerts in the Thuringia Hall. A P + R parking lot at the Thüringenhalle, which is located on the access road from the federal motorway 4 to Erfurt, ensures further utilization . The turning loop at the Thüringenhalle was built in 1953. A further extension of the route to the south is neither necessary nor feasible due to the terrain profile. Line 1 runs on the route today.

From Gothaer Platz to the southwest to the fair

MGT6D 612 at the fair

Length: 2.5 km; Street: Gothaer Strasse; Line: 2

The history of the tram route on Gothaer Straße began in 1904 with the opening of a short route from Benaryplatz on the ring route via Gothaer Platz to the beginning of Meineckestraße on Gothaer Straße. This route was only extended in 1960 when the International Horticultural Exhibition (iga) was held in Erfurt . The area behind the Citadel Cyriaksburg , today's egapark , which was also connected to the tram for this event, became its site. Since the area was still used for events and as a recreation area after the iga, the route there was retained. After reunification, the areas on Gothaer Strasse west of the egapark became an urban expansion area. In addition to a few own homes, the Erfurt trade fair and the Thuringia State Broadcasting House , in which the children's channel and the Thuringia editorial team of the MDR are based, were built here. This made an extension of the tram route necessary, which went into operation in 2001 and leads to the new P + R area behind the fair. The original plans even included an extension to Schmira , which was not implemented, but remains possible. A large car park was created at the end of the line, which is located directly on an arterial road leading to the autobahn and is intended to bring additional passengers to the tram line, which is not very busy in bad weather (no ega visitors) or no events at the exhibition center. Line 2 runs on the route today.

From Gothaer Platz west to Bindersleben

Tram at the rural terminus at Bindersleben

Length: 5.2 km; Street: Rudolfstrasse - Binderslebener Landstrasse; Line: 4

Another route that begins at Gothaer Platz is the tram route to Bindersleben. It was started in 1934 when it first led through Heinrichstrasse and Binderslebener Landstrasse to the main cemetery . In doing so, it opened up residential areas, partly with own homes and partly with apartment buildings, as well as the Erfurt-West train station on the Erfurt – Nottleben Kleinbahn , which - after the tram connection - began here from 1939 (previously it led in a wide arc around the city to the Erfurt train station) North). In 1967 the small railway was then completely shut down. The first structural changes to the route took place in 1980. At that time, Heinrichstrasse was expanded together with Hannoversche Strasse to form the city motorway that leads to Erfurt-Nord . In the course of this, the tram was relocated to Rudolfstrasse, which runs parallel to Heinrichstrasse, to the east. An additional turning loop was created on Günterstraße. The Erfurt Justice Center is also located there with the Federal Labor Court and various other courts. From the Bindersleben knee, the new route was brought back onto the old route. After reunification, the ambitious expansion of the airport in Erfurt began. The expansion also included the construction of spacious office and residential complexes at the airport as well as its connection to the tram, which was realized as part of the light rail program. To this end, the route from the main cemetery via the airport to the edge of the village of Bindersleben was extended. Line 4 runs on this route today. As the development of the airport area fell short of expectations, individual trains on Line 4 in daytime traffic already end at the main cemetery, so that on the outer section of the route on weekdays there is sometimes a 10-minute and sometimes a 20-minute Tact exists. At the weekend, they run every 30 and 40 minutes. The route ends today on the outskirts of the city, so that a further extension does not currently make sense. Nevertheless, an extension to Bindersleben-West is planned in the old light rail program, but this has not yet been implemented.

From Domplatz north to Europaplatz and Rieth

Length: 4.7 km + 1.1 km; Street: Andreasstrasse - Nordhäuser Strasse; Lines: 3, 6

Maiden voyage of the first Tatra KT4D in Rieth (1976)

Tram route at the Helios Klinikum in the middle of Nordhäuser Strasse

The second main route to the north of Erfurt begins at Domplatz. The first section through Andreasstrasse to Andreastor was opened as early as 1883 . As early as 1893, the route on Nordhäuser Strasse was extended to Baumerstrasse. This was followed by two short extensions to today's university in 1899 and to the clinic in 1903. The second depot was established there in 1930. It stayed that way for the time being. It was not until the residential area Erfurt-Nord was built in 1970 that the route on Nordhäuser Strasse was extended again. Initially, the Pappelstieg Wendeschleife was built at the hospital in 1973, which was the final stop until 1981 and has only been an operating line since then . In 1974 a new line into the Rieth was inaugurated. It leads north from the clinic along Nordhäuser Straße and later turns east onto Warschauer Straße and Vilniuser Straße. In the Rieth, a turning loop in the form of a block bypass was created at Platz der Völkerfreundschaft, which is also the name of the terminus. As early as 1978, the tram route from the Warschauer Strasse junction was extended northwards to the final stop at Bukarester Strasse, which was later renamed Ulan-Bator-Strasse and then again to Europaplatz. This northern section connects the residential area Moskauer Platz , the eastern section the Rieth and the southern section up to Warschauer Straße the Berliner Platz . An extension of the route from Europaplatz through the Gispersleben district with its 4000 inhabitants to the Gispersleben station on the Nordhäuser Bahn would be conceivable . This would bring a direct connection of the prefabricated building areas, the clinic and the university to the rail traffic to Nordhausen and Kassel . However, the narrow streets in Gispersleben present a difficulty here. The route is used by lines 3 (to Europaplatz) and 6 (to Rieth). In addition, line 1 also runs from Magdeburger Allee from Rieth via Warschauer Straße to Europaplatz.

The ring route via Domplatz, Hauptbahnhof and Steigerstraße

Lines in the Steigerstrasse area

Combino 644 in front of the Erfurt Cathedral

Length: 4.8 km (closed: 0.9 km); Lines: 1 (Anger – Kaffeetrichter: 1.2 km), 3 (Domplatz – Hauptbahnhof: 1.4 km), 4 (Gothaer Platz – Hauptbahnhof: 2.7 km), 6 (Domplatz – Steigerstraße: 2.7 km)

The ring route from Domplatz in the north via the Anger, Hauptbahnhof, Kaffeetrichter, the Pförtchenbrücke and Benaryplatz to the Domplatz is no longer continuous, but large sections of it are still used today.

The eastern part from Domplatz via Marktstraße , Fischmarkt, Schlösserstraße, Anger and Bahnhofstraße to the main station was opened in 1883 and today represents the most important route in the Erfurt network. Lines 3, 4 and 6 and run between Anger and Domplatz Lines 1, 3, 4, 5 and 6 between Anger and the main train station. In 1893, the second section was the connection from the main train station through Schillerstraße to the Kaffeetrichter, over which a north-south line had operated since 1883. Lines 1 and 6 run here. Around 1960, this section received a turning loop through a block bypass at Löberwallgraben, which makes it possible to start and end journeys at the main station. Line 5 currently operates this loop. The ring line was completed in 1899 with the construction of three more sections. One led from the coffee funnel through Schillerstraße to the west to Steigerstraße, where there was a connection to a line built in 1883 through Dalbergsweg. The second section led from the Pförtchenbrücke through the Straße des Friedens to Benaryplatz. It is the only disused section of the ring; traffic ended here in 1922. The third section of the ring led from Benaryplatz through Brühl to Domplatz. This section was closed in 1978, but reopened with the 2001 light rail program. Line 4 currently operates here.

The route between Anger and Domplatz was completely closed to trams from March 11 to October 25, 2013. In the course of the redesign of the Fischmarkt and Schlösserstraße, the Fischmarkt stop was built on a low floor and other necessary maintenance work was carried out on switches and in the track bed, which would have become due in the near future. In addition, the curve from Fischmarkt to Marktstrasse has been softened so that two lanes can now meet there without any problems.

The east-west route of the city center (Anger - Steigerstraße / Gothaer Platz)

In 1964 the section in Dalbergsweg was closed, but the tracks are still there

Length: 1.9 km (new) or 2.2 km (old); Street: Anger - Regierungsstrasse - Melanchthonstrasse - Brühler Strasse (new) or Anger - Regierungsstrasse - Wilhelm-Külz-Strasse - Dalbergsweg - Pförtchenstrasse - Steigerstrasse (old); Lines: 2, 5 (new) or closed in 1964/1978 (old)

This line went into operation in 1883. It first led from the Anger through the Regierungsstrasse, Wilhelm-Külz-Strasse and Dalbergsweg to Pförtchenstrasse and on to Steigerstrasse. This route was changed in 1895 when a new terminal was built in Hochheimer Straße and the route now led from Dalbergsweg into Hochheimer Straße and no longer into Steigerstraße. Steigerstraße was then approached from the main station via the ring route. The intersection of the east-west route with the ring route took place at the Steigerstrasse / Schillerstrasse intersection, from which this route led over Pförtchenstrasse to the Pförtchenbrücke and the ring route over Reichartstrasse - Hochheimer Strasse to the Pförtchenbrücke, on which two tracks (one per line ) were relocated. After 1922 the ring route no longer existed and the east-west route ended on Hochheimer Strasse on the corner of Milchinselstrasse, the former ring route on the corner of Steigerstrasse and Milchinselstrasse (without meeting the east-west route). When the east-west route received its second track around 1930, it was relocated to another street for reasons of space, namely from the corner of Dalbergsweg / Wilhelm-Külz-Strasse on over Dalbergsweg and Neuwerkstrasse to Angerbrunnen, where it is back on the opposite track met. In 1964, the route was shortened so that it no longer ended at Hochheimer Strasse, but at Dalbergsweg. To turn around, a new junction was used on the corner where the directional tracks on Dalbergsweg and Wilhelm-Külz-Straße used to separate. Steigerstrasse was given a turning loop through a block bypass, so that the last terminus in Erfurt was now equipped with a turning loop. As part of the reorganization of the tram network according to the general traffic plans of the 1970s, the route in Dalbergsweg was then completely shut down and a new line was opened from Karl-Marx-Platz at the end of Neuwerkstrasse through Lutherstrasse, past Brühler Garten to Gothaer Platz . This route was constructed and fenced in with the ballast track bed construction method, which is unsuitable for city centers. This was changed in the 1990s, since then there has been a grass track that allows pedestrians to cross again without any problems. This line also replaced the line from Domplatz to Gothaer Platz, which was also closed in 1978. The background to this construction measure was the relief of the Domplatz – Anger line, on which, in addition to the western lines, the northern lines also ran, which experienced a significant increase in frequency due to the construction of the newly built residential areas in Erfurt-Nord. That is why the two western lines (to the egapark and to the main cemetery) were led over the Hirschgarten to the Anger from 1978 and no longer over the Domplatz. The east-west route remained divided between Angerbrunnen and Brühler Garten, the track to Anger runs through Neuwerkstrasse and the track to Gothaer Platz through Government Street. You can also turn around at the Brühler Garten. Line 2 now runs the entire east-west route.

The north-south route of the city center (Domplatz - coffee funnel)

Length: 1.1 km; Street: Long Bridge - Löberstrasse; closed: 1939

The north-south route ran as a green line from Domplatz via Hirschgarten, where it met the east-west route, to the coffee funnel, where it continues south to the Thuringia Hall. The section between Hirschgarten and Kaffeetrichter was put into operation in 1883 and ran through Löberstraße with an initially level crossing with the Thuringian Railway , which was not replaced by a bridge until 1893–1897. The section between Hirschgarten and Domplatz across the Lange Brücke and Kettenstrasse was opened in 1899. Since this line was particularly narrow and did not allow double-track expansion, it was shut down in 1939 and dismantled in the early 1950s. Instead, the trains ran on the eastern route via Domplatz - Anger - Hauptbahnhof - Kaffeetrichter.

The Ostring from the main train station via Leipziger Platz to Magdeburger Allee

The Ostring crossed the Schmidtstedter knot at this point

Length: 2.8 km; Street: Kurt-Schumacher-Strasse - Thälmannstrasse - Liebknechtstrasse; closed: 1973

The Ostring route was opened in 1912 as the brown line. It connected the main train station via the Schmidtstedter Brücke (where it crossed the Anger ↔ Weimarian Straße line until 1924), Thälmannstraße, Leipziger Platz , Liebknechtstraße, Rosa-Luxemburg-Straße and Breitscheidstraße (in the opposite direction via Bebelstraße - Mehringstraße) with Magdeburger Allee and led through the densely populated workers' quarters of the Krmpfervorstadt and the Johannesvorstadt . It was shut down in 1973 because its tracks were in the way of the expansion of the Schmidtstedter node in the southeast of the old town. However, the closure made little sense, as many people live in the areas served by the Ostring and there is a great need for transport. This is partly covered by the route from Anger to Ringelberg (line 2) that crosses Leipziger Platz and partly by bus line 9, which runs every 10 minutes on the route. A resumption of tram operations on the Ostring with an extension to Johannesplatz would better connect the eastern inner-city areas and open up greater transport potential. However, a tram route would be relatively slow here, as it is often difficult or impossible to implement a route that is separate from individual traffic. Currently (2014) a partial reopening of the line on the Leipziger Platz, Thälmannstrasse section as part of a new tram line to develop the new station district on the site of the former freight station is being discussed. Here too, however, the problem of crossing the city ring at the Schmidtstedter junction arises.

The connecting route from Rieth to Magdeburger Allee

Length: 1.2 km; Street: Mainzer Strasse - Riethstrasse - Vollbrachtstrasse; Line 1

This route is the youngest part of the Erfurt tram network. It leads from Rieth over Mainzer Straße, Riethstraße and Vollbrachtstraße to the east to Magdeburger Allee, which it reaches at the Salinenstraße stop. This route went into operation in 2007 and connects some residential and commercial areas in the north of Erfurt to the tram network and above all improves the connection between the prefabricated building areas in Erfurt-Nord and the partly inner-city areas along Johannesstrasse and Magdeburger Allee .

Development of the route network

Tram operation in Erfurt began in 1883 on a network about nine kilometers long, which was expanded to about 23 kilometers by 1912. The total length remained almost constant until 1983. Since then it has grown to its current length of around 45 kilometers thanks to numerous new lines.

The development of the route network is described below. Today's designations and street names are used, which may differ from earlier ones.

opening	route	Roads used	Length (m)	Shutdown	today's lines
May 13, 1883	Zoo park	Anger ↔ Johannesstrasse ↔ Magdeburger Allee ↔ Luther Church	1800		1, 5
May 13, 1883	East West	Anger ↔ Government Street ↔ Brühler Garten	1000		2
May 13, 1883	East West	Brühler Garten ↔ Wilhelm-Külz-Strasse ↔ Wilhelm-Külz-Strasse / Dalbergsweg	400	December 11, 1978	-
May 13, 1883	East West	Wilhelm-Külz-Straße / Dalbergsweg ↔ Dalbergsweg ↔ Pförtchenbrücke	300	May 1, 1964	-
May 13, 1883	East West	Pförtchenbrücke ↔ Pförtchenstraße ↔ the corner of Steigerstraße / Reichartstraße	200	1924	-
May 13, 1883	East West	Steigerstrasse / Reichartstrasse ↔ Steigerstrasse ↔ Steigerstrasse / Nerlystrasse	300		1, 6
May 13, 1883	ring	Anger ↔ Schlösserstraße ↔ Fischmarkt ↔ Marktstraße ↔ Domplatz	800		3, 4, 6
May 13, 1883	Europaplatz	Domplatz ↔ Andreasstraße ↔ Andreastor	700		3, 6
May 13, 1883	North South	Hirschgarten ↔ Löberstrasse ↔ coffee funnel	600	April 26, 1938	-
May 13, 1883	Thuringia Hall	Coffee funnel ↔ Arnstädter Straße ↔ Thuringia Hall	1200		1, 6
Late June 1883	ring	Anger ↔ Bahnhofstrasse ↔ Central Station	500		1, 3, 4, 5, 6
July 1883	Zoo park	Luther Church ↔ Magdeburger Allee ↔ Ilversgehofener Platz	900		1, 5
June 1, 1894	Zoo park	Ilversgehofener Platz ↔ Magdeburger Allee ↔ Erfurt-Nord train station	500		1, 5
August 20, 1894	Europaplatz	Andreastor ↔ Nordhäuser Straße ↔ Baumerstraße	500		3, 6
August 20, 1894	ring	Central station ↔ Schillerstraße ↔ coffee funnel	700		1, 5, 6
June 1, 1895	ring	Coffee funnel ↔ Schillerstraße ↔ corner Steigerstraße / Reichartstraße	800		1, 6
December 22, 1899	North South	Domplatz ↔ Kettenstrasse ↔ Lange Brücke ↔ Neuwerkstrasse ↔ Hirschgarten	600	April 26, 1938	-
December 22, 1899	ring	Domplatz ↔ Domstraße ↔ Mainzerhofstraße ↔ Brühler Straße ↔ Benaryplatz	1300	December 11, 1978 *	(4)
December 22, 1899	ring	Steigerstrasse / Reichartstrasse ↔ Reichartstrasse ↔ Hochheimer Strasse / Reichartstrasse	200	Summer 1922 *	(1), (6)
December 22, 1899	ring	Pförtchenbrücke ↔ Hochheimer Strasse ↔ the corner of Hochheimer Strasse and Reichartstrasse	200	May 1, 1964	-
December 22, 1899	ring	Pförtchenbrücke ↔ Strasse des Friedens ↔ Brühlerwallstrasse ↔ Benaryplatz	600	Summer 1922	-
December 31, 1899	Europaplatz	Baumerstrasse ↔ Nordhäuser Strasse ↔ University	600		3, 6
June 1, 1903	Europaplatz	University ↔ Nordhäuser Straße ↔ Klinikum	500		3, 6
December 10, 1904	Ringelberg	Anger ↔ Krämpferstraße ↔ Leipziger Platz ↔ Leipziger Straße ↔ Nordhausen train station	1600	Summer 1922 *	(2)
December 10, 1904	Weimar Street	Anger ↔ Trommsdorffstraße ↔ Schmidtstedter Bridge ↔ Weimarian Straße ↔ Weimarian Straße / junction Rudolstädter Straße	1300	Summer 1922	-
December 10, 1904	Fair	Benaryplatz ↔ Gothaer Platz ↔ Gothaer Straße ↔ corner Gothaer Straße / Meineckestraße	400		2
May 26, 1912	Ostring	Magdeburger Allee ↔ Breitscheidstraße ↔ Rosa-Luxemburg-Straße ↔ Liebknechtstraße ↔ Leipziger Platz ↔ Thälmannstraße ↔ Schmidtstedter Bridge ↔ Willy-Brandt-Platz ↔ Central Station	2800	January 12, 1973	-
May 26, 1912	Urbicher cross	Central station ↔ Windthorststraße ↔ Häßlerstraße	1000		3, 4
May 26, 1912	Urbicher cross	Häßlerstrasse ↔ Friedrich-Ebert-Strasse ↔ Käthe-Kollwitz-Strasse	900	December 1918 *	(3), (4)
1924	East West	Angerbrunnen ↔ Neuwerkstrasse ↔ Karl-Marx-Platz	500		2
1924	East West	Karl-Marx-Platz ↔ Dalbergsweg ↔ Wilhelm-Külz-Straße / Dalbergsweg	300	December 11, 1978	-
1924	East West	Corner of Hochheimer Straße / Reichartstraße ↔ Hochheimer Straße ↔ corner of Hochheimer Straße / Nerlystraße	200		1, 6
June 20, 1934	Bindersleben	Gothaer Platz ↔ Heinrichstrasse ↔ Binderslebener Knie	600	3rd October 1980	-
June 20, 1934	Bindersleben	Binderslebener Knie ↔ Binderslebener Landstrasse ↔ Main Cemetery	1200		4th
August 11, 1935	Urbicher cross	Häßlerstrasse ↔ Friedrich-Ebert-Strasse ↔ Pachelbelstrasse	600		3, 4
August 11, 1935	Urbicher cross	Pachelbelstrasse ↔ Friedrich-Ebert-Strasse ↔ Käthe-Kollwitz-Strasse	300	2nd December 1979	-
November 7, 1960	Fair	Corner of Gothaer Strasse / Meineckestrasse ↔ Gothaer Strasse ↔ ega	1100		2
March 1963	ring	Corner of Steigerstraße / Reichartstraße ↔ Reichartstraße ↔ corner of Hochheimer Straße / Reichartstraße	200		1, 6
March 1963	East West	Corner of Hochheimer Straße / Nerlystraße ↔ Nerlystraße ↔ corner of Steigerstraße / Nerlystraße	200		1, 6
May 1st 1973	Europaplatz	Clinic ↔ Pappelstieg	300	April 30, 1981 ¹	-
October 7th 1974	Europaplatz	Klinikum ↔ Nordhäuser Straße ↔ Warschauer Straße	800		3, 6
October 7th 1974	Europaplatz	Warschauer Strasse ↔ Vilniuser Strasse ↔ Rieth	1100		1, 3, 6
April 2, 1978	Europaplatz	Warschauer Strasse ↔ Nordhäuser Strasse ↔ Europaplatz	1500		1, 3
December 11, 1978	East West	Karl-Marx-Platz ↔ Lutherstraße ↔ Brühler Garten ↔ Melanchtonstraße ↔ Gorkistraße ↔ Brühler Straße ↔ Gothaer Platz	1100		2
2nd December 1979	Urbicher cross	Pachelbelstraße ↔ Employment Agency	200		3, 4
3rd October 1980	Bindersleben	Gothaer Platz ↔ Rudolfstraße ↔ Binderlebener Landstraße ↔ Binderslebener Knie	900		4th
April 30, 1981	Urbicher cross	Employment Agency ↔ Melchendorfer Straße ↔ Kranichfelder Straße ↔ Social Insurance Center	1100		3, 4
October 6, 1983	Urbicher cross	Social Insurance Center ↔ Kranichfelder Straße ↔ Wiesenhügel junction	1000		3, 4
October 6, 1983	Urbicher cross	Branch Wiesenhügel ↔ Melchendorf	400		3
June 7, 1985	Urbicher cross	Junction Wiesenhügel ↔ Am Wiesenhügel ↔ Wiesenhügel	800		3, 4
October 6, 1987	Urbicher cross	Melchendorf ↔ Drosselberg ↔ Catholic Hospital ↔ Windischholzhausen	1400		3
September 15, 1989	Urbicher cross	Windischholzhausen ↔ Urbicher Cross	600		3
September 29, 1990	Zoo park	Erfurt-Nord train station ↔ Magdeburger Allee ↔ Grubenstrasse	400		5
23rd August 1992	Zoo park	Grubenstrasse ↔ Stotternheimer Strasse ↔ Am Roten Berg ↔ Roter Berg ↔ Zoopark	2500		5
May 24, 1998	Ringelberg	Anger ↔ Krämpferstrasse ↔ Krämpfertor	400		2
May 27, 2000	Ringelberg	Krämpfertor ↔ Krämpferstrasse ↔ Leipziger Platz ↔ Leipziger Strasse ↔ Walter-Gropius-Strasse ↔ Ringelberg	4200		2
August 18, 2001	Fair	Ega ↔ Gothaer Straße ↔ P + R Messe	1200		2
November 24, 2001	ring	Domplatz ↔ Domstraße ↔ Mainzerhofstraße ↔ Brühler Straße ↔ Gothaer Platz	1400		4th
June 20, 2005	Bindersleben	Main cemetery ↔ Binderslebener Landstrasse ↔ Airport ↔ Bindersleben	3400		4th
October 5, 2007	Ilversgehofen-Rieth	Magdeburger Allee ↔ Vollbrachtstraße ↔ Riethstraße ↔ Mainzer Straße ↔ Rieth	1200		1

* The route was later reopened

^{1 converted} to operating line

Graphic representation of the development of the route network in the inner city area

Vehicle fleet

Traction	Transport capacity (people)	Use (lines in the daytime network, on workdays)
1 × MGT6D (E)	175	2, 5, 6 (rarely 1, in evening traffic 3, 4)
2 × MGT6D (E)	350	3 (in school traffic 4)
1 × 5-Combino	155	1, 2, 4, 5, 6 (in evening traffic 3)
1 × 5-part combino + 1 × 3-part combino or 1 × 3-part combino + 1 × 5-part combino	260	3, 4 (for events also 2)
2 × 3-Combino	210	1, 2, 4, 5, 6

The first trams in Erfurt were obtained from many different manufacturers and some were bought second-hand from other cities. From 1936 onwards only vehicles from the Gothaer Waggonfabrik were bought and the fleet was standardized. The last trams from Gotha production were delivered to Erfurt in 1967. Then, until 1990, all railways were purchased from the manufacturer ČKD Tatra from Prague in accordance with the COMECON agreement . After reunification, there was competition among manufacturers again, so that vehicles from DUEWAG and Siemens have been purchased since then . Sidecars were only newly acquired until 1968, later only a few conversions of railcars into sidecars took place in-house, but the use of sidecars in regular service - unlike in Leipzig, for example - has been a thing of the past since the 1980s. Shortly after the fall of the Wall in 1990, two eight-axle type M light rail cars arrived from Essen, which stayed in Erfurt for around a year for testing purposes. However, in the future, low-floor wagons were given preference, so that these wagons only remained an episode.

KT4D

Traffic with KT4D at the fish market, 1983

A former Erfurt car in EVAG paint in Lemberg

At the beginning of the 1970s, ČKD Tatra developed the short-articulated railcar KT4D in Prague . The new price per vehicle was 344,000 marks (1990). The railcar is 18.11 meters long and has all-wheel drive with an output of 4 × 40 kW. The KT4D has a capacity of 90 passengers (modernized). By 1990, the Erfurt public transport company had purchased 156 railcars. The triple traction was tested for the first time in Germany on July 29, 1981. From December 1981 it was initially run in trial operation, then after a year it was run on schedule. The then 54-meter-long train set has a transport capacity of up to 300 and more people and is only on route 3. In October 1981, rear-to-rear traction was introduced in Erfurt. As a result, sections of the route could be driven without a turning loop.

By 1999, 62 Tatra railcars had been modernized. It started with railcar 515 in 1992, the last was railcar 435, which was put together shortly before from the A part of the former wagon 435 and the B part of wagon 434. Railcar 401 is the last in Erfurt to be preserved in its original condition. In September 2013 EVAG still owns 11 KT4D. Only four of these vehicles are now used in regular service. Three are parked, three railcars are used for special traffic on city tours (birthday tram, see below) and one as a work car. The remaining 145 cars were scrapped or sold, initially to other cities in Eastern Germany, and later to all of Eastern Europe. Two KT4Ds (405 and 435) have been fitted with a second driver's cab for construction site and shuttle traffic (today the second driver's cab is rarely used, most recently for shuttle traffic between Gothaer Platz and Brühler Garten during winter 2010/2011). However, since they only have doors on one side, they are referred to as "fake" bidirectional vehicles. However, the KT4D 435 was sold to Jena in January 2013, where it will find a future as a work car. In September 2016, the KT4D 405 also left the Erfurt rail network and has been in the railway museum in Weimar ever since. The KT4D 401 also went to the local railway museum on permanent loan in July 2018. The last car with classic accelerator control thus left the state capital.

Seven new Tatra cars were sold to Cottbus as early as 1991 . Further sales of older, in the meantime modernized, Tatras took place in the 2000s. 32 were sold to Tallinn , 15 to Gotha , eleven to Lemberg , eight to Liepāja , five to Görlitz and four to Pjatigorsk . In 2011 and 2012 some of the last Tatra wagons used for passenger transport were replaced by new 3-part Combinos. Nevertheless, some KT4Ds received a general inspection so that they could be used in the event of a possible onset of winter, as they proved to be more robust than the newer cars.

The KT4D have not been in regular service since October 19, 2014, as the contact wire voltage was increased to 750 volts at that time and the vehicles were not equipped for this voltage. Four Tatra carriages were converted to the new voltage and equipped with a chopper control . Three are to be used for city tours, another railcar has been converted into a work railcar and is used with a snow plow in winter.

MGT6D

MGT6D (E) 608 at the Anger

After a vehicle had already been borrowed from Halle (Saale) for test purposes, the first low-floor multiple units of the MGT6DZ type (bi- directional variant ) arrived in Erfurt in 1994 . The price per vehicle was 3.3 million DM. The vehicle is 28.6 meters long and 2.3 meters wide. It took a long time before these wagons could be freely used in the entire network, as the narrow section between Fischmarkt and Domplatz in particular had to be rebuilt. The MGT6D (two-way version) has room for 171 people, the MGT6DE (one-way version) 175 people. With an output of 4 × 105 kW, the vehicles reach a top speed of 70 km / h. The low entry height of 30 centimeters makes the vehicle barrier-free with a low-floor portion of 70 percent . In Erfurt there are 16 MGT6Ds (4 of them bidirectional and 12 one-way vehicles) in regular service.

The final assembly of the one-way vehicles took place in the Erfurt maintenance workshop of DB Regio AG. The car bodies were delivered from Bautzen, the electrical equipment from Uerdingen. The plan was to build further vehicles for further trams in Thuringia, due to the decision of the Jena tram (GT6M from Adtranz); Gera (conversion from KT4D to KTNF 8); Nordhausen (at that time no Nf - later Combino) and Gotha (at that time no Nf - later used GT8N from Mannheim) these plans were rejected again.

The wagons can drive in double traction. Double units made up of one-way vehicles can often be found on line 3 and less often on line 4. Double traction from bidirectional vehicles also occasionally run on these lines. The only three existing doors per vehicle were seen as problematic, as they could make it difficult to swiftly exchange passengers. For this reason, no further procurement was made, which is why EVAG subsequently switched to buying Combino ropeways. In practice, however, the few doors are not a problem.

From 2011 to 2014 all MGT6D were refurbished. The vehicles were given new paint and a refurbished passenger compartment. Among other things, new LED line displays and LCD screens were installed inside. In 2014 all vehicles also received a new integrated on-board information system (IBIS) of the Trapeze ITT type.

Combino

5-part Combino Advanced in Johannesstraße

Combino Classic (car 723) at Europaplatz

In 2000 EVAG bought seven five-part Combinos of the Basic type. From 2002 to 2005, 41 three and five-part Combino Advanced were added. Twelve more three-part Combino Classic were put into service in 2011 and 2012. The EVAG thus owns a total of 60 Combinos (36 five-part and 24 three-part). These are 100% low-floor and reach a top speed of 70 km / h. The five-part Combinos have six doors and a capacity of 155 people. The three-part versions have four doors and are approved for 105 people.

Double units of the five-part and three-part type run Monday to Friday mainly on line 3, some during rush hour on line 4.Three-part double units run on lines 1, 2, 4, 5 and 6 on weekdays, and especially on the line at weekends 3. Five-part Combinos are used from Monday to Saturday on lines 1, 2, 4, 5 and 6, and on Sunday also on line 3.

All Combinos built up to 2003 were renewed from 2005 to 2009. The remaining vehicles have already been delivered with refurbished elements. Seven five-part vehicles of the Advanced type received a wheel flange rail lubrication system and thus replaced the former 430 rail lubrication car (marked with a red dot). Two Basics, nine five-part Advanced, two three-part Advanced and all twelve Classics have a passenger counting device (marked with a blue dot). In 2014 all vehicles received a new integrated on-board information system (IBIS) of the Trapeze ITT type.

Tramlink

On February 2, 2018, Stadtwerke Erfurt published the tender documents for the delivery of up to 24 multi-articulated low-floor trams for delivery by 2021. A Europe-wide negotiation process with an upstream participation competition is intended . The intention is to give a maximum of three providers the possibility of an indicative offer. The following technical features are required:
- Meter gauge (1000 mm)
- Multi-articulated construction - One
-way vehicle (doors on the right-hand side)
- Maximum car body width of 2,300 mm
- Maximum axle load of 10 tons
- 100% low-floor area
- Electrodynamic braking to a standstill
- Smallest drivable arc diameter 16 m
- Strongest longitudinal incline 6%
- Contact wire voltage 750 V DC
- 240 persons authorized to transport (total of seats and standing places for 4 people / m²)
- Entry height 300 mm above SE (new wheel tires, unoccupied vehicle)

For maintenance purposes, it should be technically possible to carry out a so-called quick separation into 2 maneuverable parts with a maximum length of 32 m on the vehicle, if necessary using an auxiliary chassis. The work for quick disconnection from the erection of the fully operational vehicle as well as the combination of both vehicle parts from the positioning to the unrestricted operational capability may not exceed 2 hours according to the tender documents. Door arrangements: 7 passenger doors are required, 5 of which must be double doors, 2 may be single doors. The two individual doors may only be located in the end modules, the first must be in front of the first undercarriage, the last behind the last undercarriage. It is noticeable that the Combino already has the same arrangement, only the total number of doors here is 6 instead of 7. The client requires proof of certification "Gluing on rail vehicles and rail vehicle parts class A1" according to DIN 6701 - it can result from this that the client wants glued panes. The applicant must provide evidence of at least 1 reference project, the delivery of at least 5 multi-articulated trams in meter gauge design in the years 2010 to 2017, up to 2 further reference projects (completed delivery and acceptance according to § 62 BOStrab) can increase the value.

A joint use of the previous maintenance infrastructure is essential, adjustments to the infrastructure of the Erfurt tram are excluded if they are related to the delivery of the trams. Traction operation is not planned. In the medium term, the procurement of these vehicles is planned as replacement procurement (earlier) for the MGT6D (E) to be parked. Timing of the negotiation process: Requests to participate had to be submitted by March 5, 2018, 12:00 noon. In week 11/2018 the request to submit an offer was made which has to be made by week 18/2018. Stadtwerke Erfurt want to check the offers within 3 weeks of submitting them. The so-called rounds of negotiations will take place in week 21 and 22/2018. The request for the submission of the binding offers should take place in week 28/2018, submission is here in week 30/2018. The order will be awarded in week 39/2018, 8 vehicles are to be delivered by December 31, 2020, and 6 more vehicles by March 15, 2021. 10 option vehicles by the year 2026. A company / group of companies may only apply once. An application as an individual supplier and as a member of another delivery group is not permitted according to the tender documents and leads to the exclusion of all offers in which this company is involved.

The contract was awarded to Stadler in October 2018. The Tramlink vehicles are built in Valencia (Spain) and Berlin-Pankow. The 14 vehicles are scheduled to go into operation at the end of 2020. The new trams cost 56 million euros and offer space for 248 passengers and 102 seats.

Special vehicles

EVAG also owns some special vehicles that are necessary for route maintenance or that are used as historical railcars for tourist purposes.

On work vehicles there are u. a .:

T2D with the possibility of attaching a snow plow, wagon number: 2
G4-65 from 1967 for maintenance work on the catenary (originally a goods transport wagon, converted with the A-part of a second wagon), wagon number: 21 (only used in the Southeast depot)
KT4D from 1979 as a multifunctional vehicle for measuring, driving school or lubrication trips (converted from January 2006 to November 2010, previously rail lubrication car until January 2006 as car number 430), car number: 1

Vehicles were modernized in earlier years in order to increase their useful life and value, and well-preserved vehicles were also passed on to other transport companies (e.g. Eisenach, Mühlhausen, Nordhausen). However, this led to the fact that, compared to other cities, the idea of using museum cars came up quite late or, with the standard railcar of the Gotha design from 1938, a suitable car could only be bought back relatively late. Compared to museum vehicles in other cities, the type of conservation tends to be historical rather than historical (use of pantographs with two contact strips on the pantograph head on railcars of the Gotha type (railcars 3, 92, 178, 190), installation of catering facilities (dispenser, tables) and Corresponding decoration (table lamps) of the interior of one of the sidecars of the Gotha design (sidecar 274) or conversion to convertible cars (sidecar 275), complete conversion of the interior for catering purposes (bar, toilet, air conditioning) and corresponding decoration of one of the railcars of the Gotha design (Railcar 190), modern advertising (for city tours) on Tw 178 and large-scale decoration on Tw 190), use is primarily in the tourist area.

The following exist on historical vehicles that are used for city tours, for example:

Standard railcar from 1938 from the Gothaer Waggonfabrik , in regular service in Erfurt until 1965, then in Eisenach and Gotha (until 1980), wagon number: 92

T2D built in 1967 by ČKD in Prague, in regular service in Gotha until 1992, car number: 3

G4-65 from 1965 and 1967 from the Gothaer Waggonfabrik, in regular service in Gotha until 1992 and 2000, wagon number: 178 ( parked since 2014 ) and 190

Associated sidecar from 1967 and 1969, also in regular service in Gotha until 1999 and 2001, car number 274 (bar car) and 275 (convertible car)

KT4D from 1986, red and white paint, 1994-2014 with a special exterior design (from 1994 "100 years of electric tram", from 2003 "120 years of Erfurt local transport", from 2008 "125 years of Erfurt local transport"), in regular service until 1999, 2015 Conversion to chopper control, car number: 512

KT4D from 1987, red and white paint, in regular service until 2013, car number: 520, currently under renovation

KT4D from 1987, red and white paint, in regular service until 2013, conversion to chopper control in 2013, car number: 522

KT4D from 1987, red and white paint, in regular service until 2012, conversion to chopper control in 2014, car number: 530

Depots and turning facilities

Tram depot on the Nordhäuser route (clinic)

EVAG maintains three depots for the tram. The oldest is located on Magdeburger Allee, near Luther Church (on lines 1 and 5), the second on Nordhäuser Straße, near Klinikum (on lines 3 and 6) and the largest and youngest on Urbicher Kreuz in the southeast of Erfurt (terminus line 3). As a provisional solution in the time before the construction of the depot at Urbicher Kreuz, there was a multi-track free parking area opposite the depot on Nordhäuser Strasse, which was connected via the loop at Pappelstieg (site is now part of the clinic, overbuilt with a parking garage).

Most trains of the Erfurt Stadtbahn are one-way vehicles , which means that they need a reversing loop. These are located at the terminus Europaplatz (lines 1/3), Thüringenhalle (1), Ringelberg (2), P + R-Platz Messe (2), Urbicher Kreuz (3), Bindersleben (4), Wiesenhügel (4), Zoopark (5), Löberwallgraben (5), Steigerstraße (6) and Rieth (6). There is also a turning loop at the intermediate terminus of line 4 at the main cemetery, which is used by every second train outside of rush hour traffic. Additional turning loops or block bypasses that z. Some of them are not constantly used in regular service, are located on Pappelstieg (Marie-Elise-Kayser-Straße 3/6), on Grubenstraße (5), on Neuwerkstraße (2), on Brühler Garten (2), on Günterstraße (4), at the Employment Agency (3/4), at the Social Insurance Center (3/4) and in Melchendorf (3). The turning facility at the Brühler Garten is used by schoolchildren as well as by individual trips at the edge of the day. There are a total of 21 reversible loops. Theoretically, there are additional turning possibilities at track triangles, which are located at the junction to Wiesenhügel (3/4), at the main station (1/3/5), at the Anger (1/3/4/5/6) and at Nordhäuser / Warschauer Straße (1/3/6), as well as at the track triangles and turning loops at / in the depots.

literature

Dietmar Grosser: It all started with the horse-drawn tram , Thüringer Allgemeine , Erfurt, April 10, 2017
Hans Wiegard: The tram in Erfurt. 100 years of the electric tram 1894–1994 . Schweers + Wall, Aachen 1995, ISBN 3-921679-84-2 .
Hans Wiegard: The Erfurt tram - local transport in Thuringia's capital . GeraMond Verlag, Munich 2001, ISBN 3-7654-7190-9 .
Sebastian Paschinsky, Ronald Glembotzky: Around the Anger; 125 years of the tram in Erfurt. In: Strassenbahn Magazin , July 2008ff.
Volker Unruh, Manfred Hobe, Thomas Hildebrand: The Erfurt tram . (published by Thüringer Straßenbahnfreunde e.V.) Sutton-Verlag, Erfurt 2008, ISBN 978-3-86680-250-6 .

Web links

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

Individual evidence

↑ Statistical half-yearly report of the city of Erfurt I / 2017, p. 23. (PDF; 1.1 MB)
↑ The EVAG - facts and figures
↑ Timetable and information. Valid from May 27, 1968. VEB (K) Erfurter Verkehrsbetriebe.
^ Information from EVAG
↑ thueringer-allgemeine.de Thüringer Allgemeine from November 20, 2015
↑ New timetable from February 9, 2015
↑ Construction work on Marktstrasse from April 9th. In: Stadtwerke Erfurt. Retrieved April 14, 2018 .
↑ ^a ^b ^c Combino Basic Combino Advanced 5-part Combino 3-part www.strassenbahn-erfurt.de
↑ ^a ^b Local Transport Plan 2014–2018. P. 45 (PDF)
↑ Erfurt is to get a new tram line. In: Thüringer Allgemeine from June 25, 2014.
↑ Route portrait at Turntable Online
↑ ^a ^b Route portrait at Turntable Online
↑ Route portrait at Turntable Online
↑ Route portrait at Turntable Online
↑ Route portrait at Turntable Online
↑ Route portrait at Turntable Online
↑ Measure with Google Maps
↑ ^a ^b KT4D www.strassenbahn-erfurt.de
↑ Information from EVAG
↑ MGT6D MGT6DE www.strassenbahn-erfurt.de
↑ Tender documents from Stadtwerke Erfurt for the procurement of 14 + 10 tram cars [1]
↑ News: Stadler manufactures new EVAG trams . Stadtwerke Erfurt. October 1, 2018. Accessed on October 10, 2018: “The contract has been awarded: EVAG has commissioned the Swiss rail vehicle manufacturer Stadler to build 14 new trams. The new trams are being developed, designed and manufactured by a consortium of two Stadler subsidiaries, Stadler Pankow GmbH, based in Berlin and Stadler Valencia SAU, based in Valencia, Spain. The Tramlink model will drive through the state capital from the end of 2020. The Tramlink will bring the people of Erfurt from A to B even more comfortably and with a length of 42 meters it will also offer significantly more passengers space. Up to 248 passengers can be accommodated in the generously designed interior of the vehicles, 102 of them on seats. "
↑ Swiss manufacturer Stadler builds new trams for Erfurt . MDR television. October 1st, 2018. Archived from the original on October 4th, 2018 .: “Each of the new trams should be able to carry 248 passengers, 102 of them on seats. The new railways cost a total of 56 million euros, of which the European Union and the country are contributing 26 million. "
↑ Work car www.strassenbahn-erfurt.de
^ Special wagons www.strassenbahn-erfurt.de
↑ Track plan (PDF; 204 kB)

[1] Statistical half-yearly report of the city of Erfurt I / 2017, p. 23. (PDF; 1.1 MB)

[2] The EVAG - facts and figures

[3] Timetable and information. Valid from May 27, 1968. VEB (K) Erfurter Verkehrsbetriebe.

[4] Information from EVAG

[Heizungen_in_Erfurter_Straßenbahnen_steigen_im_Winter_reihenweise_aus-5] thueringer-allgemeine.de Thüringer Allgemeine from November 20, 2015

[6] New timetable from February 9, 2015

[:0-7] Construction work on Marktstrasse from April 9th. In: Stadtwerke Erfurt. Retrieved April 14, 2018 .

[Combino-8] Combino Basic Combino Advanced 5-part Combino 3-part www.strassenbahn-erfurt.de

[Nahverkehr-9] Local Transport Plan 2014–2018. P. 45 (PDF)

[10] Erfurt is to get a new tram line. In: Thüringer Allgemeine from June 25, 2014.

[11] Route portrait at Turntable Online

[do-2172301-12] Route portrait at Turntable Online

[13] Route portrait at Turntable Online

[14] Route portrait at Turntable Online

[15] Route portrait at Turntable Online

[16] Route portrait at Turntable Online

[17] Measure with Google Maps

[kt4d-18] KT4D www.strassenbahn-erfurt.de

[19] Information from EVAG

[MGT6D-20] MGT6D MGT6DE www.strassenbahn-erfurt.de

[21] Tender documents from Stadtwerke Erfurt for the procurement of 14 + 10 tram cars [1]

[22] News: Stadler manufactures new EVAG trams . Stadtwerke Erfurt. October 1, 2018. Accessed on October 10, 2018: “The contract has been awarded: EVAG has commissioned the Swiss rail vehicle manufacturer Stadler to build 14 new trams. The new trams are being developed, designed and manufactured by a consortium of two Stadler subsidiaries, Stadler Pankow GmbH, based in Berlin and Stadler Valencia SAU, based in Valencia, Spain. The Tramlink model will drive through the state capital from the end of 2020. The Tramlink will bring the people of Erfurt from A to B even more comfortably and with a length of 42 meters it will also offer significantly more passengers space. Up to 248 passengers can be accommodated in the generously designed interior of the vehicles, 102 of them on seats. "

[23] Swiss manufacturer Stadler builds new trams for Erfurt . MDR television. October 1st, 2018. Archived from the original on October 4th, 2018 .: “Each of the new trams should be able to carry 248 passengers, 102 of them on seats. The new railways cost a total of 56 million euros, of which the European Union and the country are contributing 26 million. "

[24] Work car www.strassenbahn-erfurt.de

[25] Special wagons www.strassenbahn-erfurt.de

[26] Track plan (PDF; 204 kB)


Baden-Württemberg	Freiburg im Breisgau \| Heilbronn \| Karlsruhe ( tram and light rail ) \| Kehl (Strasbourg) \| Heidelberg \| Mannheim \| Stuttgart \| Ulm \| Weil am Rhein (Basel)
Bavaria	Augsburg \| Munich \| Nuremberg \| Wurzburg
Berlin	Berlin
Brandenburg	Brandenburg an der Havel \| Cottbus \| Frankfurt (Oder) \| Potsdam \| Schöneiche near Berlin \| Strausberg \| Woltersdorf
Bremen	Bremen
Hesse	Darmstadt \| Frankfurt am Main ( tram and light rail ) \| Kassel ( tram and RegioTram )
Mecklenburg-Western Pomerania	Rostock \| Schwerin
Lower Saxony	Braunschweig \| Hanover
North Rhine-Westphalia	Bielefeld \| Bochum / Gelsenkirchen ( tram and light rail ) \| Bonn \| Dortmund \| Duisburg ( tram and light rail ) \| Düsseldorf ( tram and light rail ) \| Essen ( tram and light rail ) \| Cologne \| Krefeld \| Mülheim / Oberhausen
Rhineland-Palatinate	Ludwigshafen am Rhein \| Mainz
Saarland	Saarbrücken
Saxony	Bad Schandau \| Chemnitz \| Dresden \| Goerlitz \| Leipzig \| Plauen \| Zwickau
Saxony-Anhalt	Dessau \| Halberstadt \| Halle (Saale) \| Magdeburg \| Naumburg (Saale)
Thuringia	Erfurt \| Gera \| Gotha \| Jena \| Nordhausen