Tram Goerlitz

Tram Goerlitz
Car line 2 in the direction of Biesnitz / Landeskrone between the Jakobstunnel and the train station / south exit
Basic information
Country	Germany
city	Goerlitz
opening	May 25, 1882
electrification	December 1, 1897
operator	GVB
Transport network	ZVON
Infrastructure
Route length	11.8 km
Track length	17.5 km
Gauge	1000 mm ( meter gauge )
Power system	600 volt DC overhead line
Stops	25th
Depots	1
business
Lines	2
Line length	13.6 km
Clock in the peak hours	20 min
Clock in the SVZ	30 min
vehicles	17 KT4D 1 “Hopfenexpress” party car ( Duewag GT 6 type “ Mannheim ”) 1 AEG standard car - Steinfurt, Königsberg 1897 1 T 26/28 - WUMAG, Görlitz 1928 1 horse-drawn tram - Herbrand, Ehrenfeld / Cöln 1882
statistics
Reference year	2014
Passengers	4.455 million (including bus)
Mileage	450,592 km per year
Employee	80

The Görlitz tram has been running in the city of Görlitz since May 25, 1882 . After a few line closures, two lines still operate on a network of around 12 kilometers in length . The tram opens up large parts of the Görlitz core city and its districts. The surrounding districts of the city and districts not connected to the tram network are connected to the tram network by urban and regional bus services .

The tram crosses the city ​​center in a north-south direction and touches the historic old town . Both tram lines start in the northern part of Königshufen and separate at the train station / south exit. Line 1 continues south to Weinhübel and line 2 continues south-west to Biesnitz to the foot of the Landeskrone . Tram traffic in the western district of Rauschwalde was stopped in 1986. The last line shutdown took place in 2004, when the relatively short section of tram between Heiliges Grab and the Virchowstraße / Klinikum loop was replaced by the B city bus.

history

planning

The history of the Görlitz tram began at the end of the 19th century with the increasing demand for public transport. The city fathers began to think about building a tram in 1872, but it wasn't until 1881 that the city, the engineer Konzuczek and the banker Moritz Goldstein signed a contract, which provided for the operation of a city tram. It had a term of 40 years. The decision was initially made on a horse-drawn tram in standard gauge (gauge: 1,435 mm).

The horse tram

Restored horse tram of the Görlitz tram

The Görlitzer horse-drawn tram started operating on May 25, 1882 on a 3.2 km long section between Nikolaigraben and the train station via Hugo-Keller-Straße - Kaisertrutz - Obermarkt - Postplatz . On June 4, 1882, operations began on the second line between Kaisertrutz and the train station via Klosterplatz - Mühlweg - Moltkestraße - Blockhausstraße. The second line was extended in June 1882 by 1.3 km to a total of 3.7 km to the Schützenhaus. Due to the steep incline on Blockhausstraße, this line was partly driven by three horses. The half-timbered wagon shed is said to have been located between Hotherstrasse and Rothenburger Strasse. However, the exact location is no longer known. All that is known is that the horses were housed in the courtyard of the inn "To the golden sun" on Demianiplatz .

Line network map 1886

Line network of the horse-drawn tram 1882
Line designation from Dec. 31, 1890	Line course	length
I.	Nikolaigraben - Postplatz - train station	3.2 km
II	Kaisertrutz - train station - Schützenhaus	3.7 km

On May 12, 1883, another 400 m long section was opened from Klosterplatz along the south side of the Obermarkt to the Untermarkt . The first shutdown took place on October 1, 1883. This section between Nikolaigraben and Jägerkaserne was only used for operational trips to and from the car shed until 1889. In April 1889, the transport company rented a piece of land at Bahnhofstrasse 29 directly next to the “Zur Post” hotel and set up its operating facilities there.

The 4 km long circular line from the train station via Blockhausstraße - Moltkestraße - Obermarkt - Kaisertrutz and via Bautzner Straße - Landskronstraße - Leipziger Straße - Salomonstraße back to the station was put into operation on September 23, 1890. At the same time, operations between Kaisertrutz and Jägerkaserne were stopped.

The network now consisted of three lines:

Line network of the horse-drawn railway 1890
line	Line course	length
I.	Ringbahn: Train station - Blockhaus - Obermarkt - Bautzner Straße - Train station	3.8 km
II	Untermarkt - Postplatz - train station	2.4 km
III	Station - Schützenhaus	1.3 km

In 1892 the horse-drawn tram became the sole property of the Berlin banker Moritz Goldstein and on June 5 of the same year a horse-drawn bus line was opened between the Jewish cemetery and the foot of the Landeskrone. The extent to which it belonged to the horse tram has been forgotten. The tram now had 12 carriages, 58 horses and had a route length of 6.9 km with a track length of 7.4 km. From June 1, 1893 to May 31, 1894, it carried 730,000 passengers and the following year even 4,000 more passengers.

On October 1, 1896, the Allgemeine Elektricitäts-Gesellschaft ( AEG ) from Berlin took over the business.

Electrification and re-gauging

Catenary masts on the south side (on the right in the picture) of the Obermarkt

With the takeover of AEG, preparations began for the switch to electrical operation and a change of gauge to meter gauge (gauge: 1000 mm). The necessary approval from the Liegnitz regional council was granted on August 27, 1897 and the contract was signed for a period of 40 years on the condition that the network be electrified within one year. AEG supplied and installed the electrical systems for the overhead contact line (500  V DC voltage ), for the power supply and the electrical equipment for the trams. The cars were built in the Görlitz wagon factory Lüders .

On December 1, 1897, the grand opening of the electric tram service took place. The entire network was covered with special vehicles. The guests were also able to visit the depot on Zittauer Strasse. In the following days, all three lines were released one after the other. Electrical operation began on December 2nd on the Ringbahn line, on December 5th on the Untermarkt - Schützenhaus line and finally on December 9th on the Rauschwalder Straße - City of Prague line. The new line III began on Rauschwalder Straße, which later became the Görlitzer Kreisbahn train station, and led over Demianiplatz, past the town hall and over to the Ostvorstadt over Reichenberger Brücke (today: Stadtbrücke ) to the “Stadt Prag” inn. Another network expansion took place on 20 May 1898 and the commencement of operation between Sattigstraße and the Jewish cemetery on the Six-City Place . The Sechsstädteplatz was not yet crossed diagonally, but the bypass took place via the extension of Kamenzer Straße. From 1906 a second bypass was added for the opposite direction via Biesnitzer Straße and the extension of Kunnerwitzer Straße. From the Jewish cemetery until the opening of the last section of the track in 1899, the horse buses continued to run to the Landeskrone.

Electric line network 1898
line	Line course	length
I.	Untermarkt - train station - Schützenhaus	2.8 km
II	Ringbahn: Train station - Blockhaus - Obermarkt - Bautzner Straße - Train station	3.8 km
III	Rauschwalder Strasse - Demianiplatz - "City of Prague" inn	5.3 km
IV	Postplatz - train station - Jewish cemetery	4.3 km

Operation by ALOKA (1900 to 1945)

Tram 23 on the Ringbahnlinie II in the direction of the train station at the southern end of Moltkestrasse (today: James-von-Moltke-Strasse )

The historic car 29 was created in 1971 from car 103, which was last used as a work car. Except for the color scheme and number, it corresponds to the Bydgoszcz car from 1911.

In 1899, however, AEG decided to cede operations to Allgemeine Lokal- und Straßenbahngesellschaft AG (ALOKA) (from 1923 Allgemeine Lokalbahn und Kraftwerke AG (ALOKA) ), in which it owned the majority of the shares. The company remained in their possession from January 1, 1900 until the end of the war in May 1945. The new operator began building a new depot on Zittauer Strasse in 1901. However, the depot was not inserted between the existing buildings, as was sometimes assumed, but was created as part of a development plan that included the building area. Even then, the depot had two entrances from Zittauer Strasse and had nine storage and maintenance tracks, as well as a workshop area.

On May 18, 1900, line III in the Oststadt, across the Neisse, was extended by 1.9 km from the “Stadt Prag” inn via Schenkendorffstrasse to Moys . The expansion of the line network east of the Neisse thus reached its maximum. In the summer of 1905, the Lower Silesian Trade and Industry Exhibition took place on Friedrichsplatz at the Hall of Fame . A total of 1.5 million visitors were counted - the Görlitz tram transported over 400,000 additional passengers this year. A 250 m long siding was laid in Victoriastraße and an additional turnout in Schmidt-Straße to connect the exhibition grounds. For the expected additional traffic, 5 motor coaches and 9 sidecars were borrowed from other ALOKA companies, such as Bromberg . Some were later transferred to the Görlitz car park and some have been preserved to this day.

Since 1906, Arabic numerals have been used for the line designation. With the opening of a new 1.6 km long section between Demianiplatz and the new hospital over the Grünen Graben on December 20, 1907, a restructuring of the line network became necessary.

Line network 1907
line	Line course	length
1	Hospital - train station - rifle house	4.0 km
2	Ringbahn: Train station - Blockhaus - Obermarkt - Bautzner Straße - Train station	3.8 km
3	Rauschwalder Strasse - Demianiplatz - Moys	5.4 km
4th	Untermarkt - Postplatz - Landeskrone	5.2 km

With this extension, the Görlitz tram had reached a route length of 16.1 km. In the following years, lines 1 and 2 each carried almost 500,000 passengers, and lines 3 and 4 approximately 1,000,000 passengers per year. In the 1913 financial year, 3.3 million passengers were carried, the highest ever number of passengers. The 35 railcars covered 1.2 million kilometers. Back then, as in many German cities, the sidecar operation was purely a seasonal business. The 25 sidecars together came to just 117,032 km.

With the beginning of the ALOKA operational management, a payment box system was introduced where a normal trip cost 10 pfennigs. In April 1914, the payment box system was replaced by conductors on all lines, but had to be discontinued with the beginning of the First World War and the associated shortage of staff. It is not known whether this was a reason for the closure of the Ringbahn in 1915. What is known, however, is that track material from the Ringbahntrasse that is no longer required was still used for the construction of new lines until the mid-1920s.

Line network 1918
line	Line course
1	Hospital - train station - rifle house
2	Untermarkt - Postplatz - Landeskrone
3	Rauschwalder Strasse - Demianiplatz - Moys

With the acceptance of the freight sidings for the tram on June 24, 1918 in the area of ​​the hospital, at the district station on Rauschwalder Strasse and on Demianiplatz, a new chapter in Görlitz tram opened - freight traffic on tram tracks , for example for the transport of coal between Freight station and hospital. Further rail connections were planned, but were not implemented.

After the First World War, in October 1921 the network was expanded by 1.7 km between the Rauschwalder Strasse district station and the suburb of Rauschwalde . The reason for the expansion was the increasing construction activity on Reichenbacher Strasse and Reichertstrasse, as well as the strong increase in population in Rauschwalde.

Restored WUMAG railcar

In the crisis years of the Weimar Republic of 1923/24 only drastic austerity measures, u. a. strong reduction of the cycle times, prevent a closure of the tram service. In the long run, however, the outdated vehicle fleet could no longer provide attractive local transport. In the years that followed, this led to the acquisition of new wagons and a fundamental modernization, especially of the railcar fleet. Therefore, on January 31, 1925, ALOKA initially ordered three modern railcars from WUMAG, which emerged from the Lüders wagon construction factory . They went down in history as WUMAG railcars.

In 1928 there were 26 railcars, 25 trailer cars , 6 freight cars and 8 special cars. The company offered 133 employees wages and salaries and in 1928 carried exactly 4,138,294 passengers.

The section to the southern suburb of Leschwitz (from 1936 Weinhübel ) was inaugurated on August 7, 1930. Line 1 ran from the Schützenhaus down the vineyard , past the “Zeltgarten” restaurant, and continued along Zittauer Strasse to the terminus at the former Swiss house.

Line network 1930
line	Line course	length
1	Hospital - train station - Schützenhaus - Leschwitz	5 km
2	Untermarkt - Postplatz - Train Station - Landeskrone	7.5 km
3	Rauschwalder Strasse - Demianiplatz - Moys	5 km

In 1930 the tram tracks ran to Untermarkt (around the middle line)

In the mid-1930s there was a largely double-track expansion in the city center due to a higher volume of traffic and changes to the routes, e.g. B. at Postplatz. He received a turning triangle, which now made descents in all directions possible. From then on, Demianiplatz also served as a central stop. In front of the station, Bahnhofstrasse was widened and the tracks were modernized for a similar reason, namely the increasing motor vehicle traffic. The station forecourt lost its pavilions and green spaces, among other things. There were also changes outside the center, so from 1937 the tram crossed Sechsstädteplatz diagonally and the route over Rauschwalder Strasse between Landskronstrasse and Kreisbahnhof was now shifted to the new route over Brautwiesenplatz and Brautwiesenstrasse. In 1939, the route over the Obermarkt to the Untermarkt fell victim to the redesign of both squares.

In 1938 a bus line reappeared in the line network, it ran from the hospital via the train station and the Reichenberger Bridge to the eastern part of the city to the front-line combatant settlement and on to Leopoldshain . A little later there was an extension from the hospital to the Görlitz airfield .

In addition to the three main tram lines, the new line network temporarily also had two lines for additional traffic. Line 4 strengthened Line 2 between Büchtemannstraße (Jewish cemetery) and what was then Hagspihlstraße (today: Heilige-Grab-Straße, roughly at the level of the junction to Königshufen). Line 5 strengthened lines 1 and 3 between the regional train station and the “Stadt Prag” inn.

Line network 1939
line	Line course
1	Weinhübel - train station - Demianiplatz - district station - Rauschwalde
2	Hospital - Hagspihlstrasse - Demianiplatz - train station - Büchtemannstrasse - Landeskrone
3	Demianiplatz - “City of Prague” inn - Moys
4 (amplifier traffic)	Hagspihlstrasse - Demianiplatz - train station - Büchtemannstrasse
5 (amplifier traffic)	District train station - Demianiplatz - "City of Prague" inn

With the beginning of the Second World War , similar to the First World War, there was a shortage of personnel, which this time was not covered by personnel savings, but mainly by French prisoners of war and the increase in the number of hours. The above-average load, lower maintenance and lack of material led to heavy wear and tear on the equipment. For fear of possible air raids , decentralized parking of the cars not in use was ordered, as well as the interior lighting was replaced by blue lamps for reasons of blackout and the headlights covered with slit masks, similar to motor vehicles. Fortunately, these precautions were never seriously needed in Görlitz.

Post War and Reconstruction

In the first post-war years Görlitz had over 100,000 inhabitants, including many refugees from Silesia and other areas east of the Neisse. The eastern part of the city had been placed under Polish administration. The Reichenberger Brücke, which the tram also used on its way to Moys, was blown up by the Wehrmacht on May 7, 1945, thus separating the tram network east of the Neisse from the main network. Despite considerations, this section of the route has not recently been reactivated. The war also ended in the western part of the city on May 9 with the shutdown of the tram. Some sections of the route, such as B. at Jakobs "tunnel" or the Jakobuskirche, were impassable after being hit by artillery. On June 2, eight workers began the necessary clean-up work and repairs to the routes and rolling stock. Shortly afterwards, two lines ran again on shorter sections of the route every 20 minutes. Line 1 ran between Demianiplatz and Schützenhaus, line 2 between Büchtemannstraße and Stadthalle. From July 1945 the next sections could be reopened. So now trains with sidecars ran again between Rauschwalde and Weinhübel or Landeskrone and Stadthalle.

On February 1, 1946, a new line and tariff structure was introduced.

Line network 1946
line	Line course
1	Rauschwalde - Demianiplatz - train station - Weinhübel
2	Hospital - Demianiplatz - Train Station - Büchtemannstrasse - Landeskrone
3	City Hall - Liberation Square (Postplatz) - Railway Station - Büchtemannstrasse

Cars were now also used in special and late-night traffic. There was an express line "S" between Rosa-Luxemburg-Straße in Rauschwalde and Demianiplatz. It only stopped at a few stops and was mainly used for rush hour traffic. E-cars commuted on special occasions, such as boxing matches in the town hall, soccer games on the Eiswiese not far from the Büchtemannstraße stop or circus events at the “Haus der Jugend” (formerly Schützenhaus). Most of them traveled between Liberation Square (Postplatz) and the respective venue.

From the WUMAG railcar to the Tatra KT4D (1949 to 1990)

In the beginning, the administration took over the "Kommunale Wirtschaftsunternehmen" (KWU), a company form similar to the municipal utility company. On June 30, 1946, the company became a VEB (K) state-owned company in the city of Görlitz . The systematic reconditioning of the worn wagons began in 1950 with the WUMAG car number 30.

According to the timetable from 1956, five tram lines ran again in Görlitz, including three main lines and two lines with additional traffic. A curiosity was that lines 2 and 3 had the same course, only the clock was offset by 7½ and 10 minutes respectively. Line 4 reinforced line 1 on a section.

Line network and frequency 1956
line	Line course	Tact
1	Rauschwalde - Demianiplatz - train station - Goethestrasse (House of Youth) - Weinhübel	15/20 min
2	Hospital - Demianiplatz - Train Station - Büchtemannstrasse - Landeskrone	15/20 min
3	Hospital - Demianiplatz - Train Station - Büchtemannstrasse - Landeskrone	15/20 min
4th	Rosa-Luxemburg-Strasse - Demianiplatz - Bahnhof - Goethestrasse (House of Youth)	20 min
5	Demianiplatz - town hall	20 min

Gotha motor coaches and sidecars on Liberation Square (today: Postplatz), 1959

From the mid-1950s, the LOWA unit two-axle vehicles of the type ET 54 were the first new build vehicles to hit the city's tracks after more than 25 years. In the years that followed, these and above all the successors to the Gothaer standard design ( type Gotha T 57 , T2-61 , T2-62 and the Reko type TE 70-1) gradually replaced the other, older vehicles. Since all of these standard vehicles were not designed for operation on the Görlitz tracks, there were problems with the large center distances in corners that were too tight. This was noticeable by a squeaking when cornering. Some of the vehicles supplied to Görlitz was for the facility operation designed, so the transport company began in 1964 with the establishment of turning options at the endpoints of the line 2. On 7 October 1964, the turning loop Virchowstraße near the hospital at the Girbigsdorfer road was ceremoniously inaugurated. The facility operation (on line 2) could only be started after the route along Promenadenstrasse between Büchtemannstrasse and the Landeskrone terminus had been renovated. For this purpose, Vignole rails were laid in a separate track bed on the northwest side of the street, and a turning triangle was built at the end stop at the foot of the Landeskrone to turn the trams. The section was opened on January 1, 1965. On line 1, however, the expansion of the terminal stops with turning options has been postponed further and further, with reference to their medium-term closure. The conversion was limited to the relocation of the overtaking track required for shunting from the street to the sidewalk side.

From the end of the war, conductors returned to the Görlitz tram to stabilize operations . They carried the typical conductors' bags with ticket pads and a gallop changer . In addition to selling tickets and checking tickets, they were also responsible for ensuring safety when the tram trains started up. In addition, they had to lock the doors on one side of the car and open the other side on line 1 between Rauschwalde and Weinhübel from the Rauschwalder Straße (towards Rauschwalde) and from Sonnenland (towards Weinhübel) stops, as the exit side changed. From 1961 on, tram trains ran for the first time in Görlitz, where the railcars were reserved for season ticket holders . They were clearly labeled as sight card cars. From that time on, conductors only drove in the sidecar. In 1965 the slow departure from the conductors began. Next to the entrances of the conductorless carriages “OS” signs (without conductors) were attached, and signs with the inscription “Without conductors with payment box ” were also visible on the side. The railcars and sidecars had to be converted for use without a conductor; for this purpose, warning bells and lights were installed inside and outside of the doors, and payment boxes were installed in the entry areas. After getting into the car, the fare had to be thrown through the slot in the payment box, then a lever could be operated that released a section of the ticket for demolition. So that the correct payment of the fare could be checked, viewing windows were attached to the front of the boxes through which the inserted coins were visible for three more levers and only then fell into the collection box. Despite the relatively low fare of 20 or 10 pfennigs at the time, numerous washers and buttons were found when emptying the car.

Line network 1964
line	Line course
1	Rauschwalde - Demianiplatz - train station - House of Youth - Weinhübel
2	Virchowstraße - hospital - Demianiplatz - train station - Büchtemannstraße - Landeskrone
3	Liberation Square (Postplatz) - City Hall

These payment boxes were gradually introduced on all lines until 1966, with the exception of line 3. On line 3, everything remained the same for the time being. Although it performed an important feeder function from Liberation Square (today: Postplatz) to the residential and recreational areas around the city ​​park and to events in the city hall, its operation on the ailing route was no longer profitable. Its end was sealed with the regrouping of the city bus routes in 1966. The tracks, overhead lines and stops of the discontinued line 3 remained for the time being and notices were posted on the timetable boards that it was a temporary closure. In the end, the systems were almost completely dismantled in the 1970s. A similar approach to the closure of the route was shown again after the turn in the section between Heilige-Grab-Strasse and Virchowstrasse.

Towards the end of the 1960s, the external condition of the trams deteriorated once again, which led to extensive refurbishments on Gotha, WUMAG and LOWA vehicles. During the main and interim inspections, not only the technical condition was examined, but also the external condition. The outer paneling was repaired, in some cases even completely new paneling was carried out, and the vehicles were given new paintwork on a polyurethane basis. The Gotha wagons lost their decorative strips and the WUMAG wagons their wooden rub strips when they were re-lined.

In April 1977, the cashless operation with validators was introduced, in which tickets purchased in advance had to be validated after entering the vehicle using an electromechanically generated stamp. The triggering of the stamp pressure was caused by a light barrier located inside the box. The imprint now gave information about the day and month as well as the car number and line. The driver could change another digit at each terminal stop.

Gotha railcar with sidecar on line 1 at Demianiplatz, October 1986

From 1 January 1982, the majority of the local East German transport companies in state-owned motor transport went combines over. The management of the Görlitzer tram was transferred to Kraftverkehr Görlitz , which in turn belonged to Kraftverkehr Dresden . The increasing wear and tear of the route equipment and the lack of adaptation to the needs of the population in the newly created development areas on the outskirts of the city almost led to the closure of the tram and conversion into a pure bus service. A sign of this was the takeover of the section of Line 1 between Haus der Jugend (Goethestrasse) and Weinhübel by regular buses. The tram now turning from Rauschwalde at the newly created turning loop at Goethestrasse and Zittauer Strasse.

The rapidly increasing car and truck traffic on trunk road 6 , which at that time still ran through Rauschwalde, was not conducive to the tram tracks. Due to the poor condition of the route, the section from the Rauschwalde coupling end point (today at about the height of the ARAL petrol station) to the “Zwei Linden” stop was discontinued, and shortly afterwards the remaining section up to Brautwiesenplatz.

Tatra KT4D in the original, red / white paintwork (already with the new Stadtwerke logo after the fall of the Wall) on line 2 in front of the post office at the train station shortly after the exit from the "Jakobstunnel"

In 1978, work began on the Königshufen development area - the largest development area in Görlitz in the north of the city. Initially, no new line to the area was planned, but with the steep rise in oil prices, plans quickly changed. The route bends a few meters west of the Heiliges Grab stop towards the north, parallel to Friedhofstraße and then leads in a straight line to the walls of the cemetery. The construction turned out to be relatively difficult, as extensive straightening had to be carried out near the cemetery and a corner house at the confluence of the separate railway line on Heiligen-Grab-Straße had to be blown up. Further modifications to the network became necessary with the arrival of the first Tatra KT4D trains. The sections Demianiplatz - Heilige-Grab-Straße and the confluence Königshufen - Virchowstraße were renovated and the narrow curve on Heiligen-Grab-Straße was widened to the Grüner Graben. On March 7, 1986, operations on the new route were initially only taken up to the Alexander-Bolze-Hof. Until then, the new construction route had a length of 2.2 km. Operation on the 0.3 km long route that follows today with the multi-track turning facility on Wiesengrund was only started on December 30, 1986. Until then, bidirectional vehicles were necessary, which had to be moved to the Alexander-Bolze-Hof stop.

With the completion of the above-mentioned turning loop in Königshufen and the bundling of the lines to Königshufen, which is now possible, the last section of Rauschwalder Line 3 was removed from the tram timetable. Lines 1 and 2 now both began in Königshufen and went to the Haus der Jugend (Goethestrasse) and the Landeskrone, respectively. In the 1987 and 1988 timetables, a high-speed connection for rush-hour traffic appeared again for a long time - line 4 between Königshufen and Demianiplatz (10-minute intervals). In autumn 1987 the new line to Weinhübel followed, the tram now ran again from Goethestrasse to Weinhübel (now the Erich-Weinert-Strasse stop). In contrast to the old route, the route led up and down the vineyard on a separate, single-track section.

The Tatra railcars were also increasingly found at the end of the 1980s, at the end of 1989 there were still 7, later another 9, some of them used, were added. Initially, the use in double traction caused difficulties. However, these could be eliminated with the renovation of the traction power supply and the superstructure.

Line network and timing May 1988
line	Line course	Tact
1	Königshufen - Demianiplatz - Bahnhof - Goethestrasse (House of Youth)	20/30 min
2	Königshufen - Demianiplatz - train station - Landeskrone	20/30 min
3	Virchowstraße - hospital - Demianiplatz - train station - Büchtemannstraße	20/30 min
4th	Königshufen - Demianiplatz	10 min (rush hour)
5	Königshufen - Demianiplatz - Train station - Goethestrasse (House of Youth) - Weinhübel Nord (Erich-Weinert-Strasse)	20 min

After the fall of the Wall until today

Tatra KT4D car number 6, 1992

Renovation work at the depot

After the reunification, the Görlitzer Stadtwerke took over the tram operation. The Gotha wagons gradually disappeared from the cityscape by mid-1992 and with them the characteristic squeaking in the curves. They were replaced KT4D trains with by now 16 modernized Tatra chopper control and two from Mannheim convicted sechsachsige Duewag-articulated cars from Mannheim model . But not only the vehicle fleet has been thoroughly rejuvenated, but also the depot, on the area of ​​which a new wagon hall and pass-through washing line were built by 1993/1995. Furthermore, numerous sections of the route (e.g. upper Berliner Straße, Sechsstädteplatz - Fröbelstraße and Friedhofstraße - Wendeschleife Wiesengrund) have been renewed or two-tracked, the catenary system between Sechsstädteplatz and the terminus at Landeskrone has been reconstructed and an overhead contact line has been built and the central stop Demianiplatz has been renovated. All of these measures were necessary to increase the effectiveness of the operation and thus to ensure the survival of the tram. With the exception of a few examples, the old Gotha wagons went to the tram companies in Jena and Schöneiche . The twelve remaining cars were dismantled and scrapped at the Wendeschleife in Königshufen by February 1993. In December 1991, the new Tatra trains also opened the 1 km long, neutrased section between Erich-Weinert-Strasse and the new Weinhübel loop. The tram now ended in the middle of the new building area.

In 2014, both tram lines together covered 450,592 timetable kilometers. That was almost 100,000 kilometers less than all city bus routes combined.

Line network and cycle 1995
line	Line course	Tact
1	Virchowstraße - Demianiplatz - train station - Weinhübel	20 min
2	Königshufen - Demianiplatz - train station - Landeskrone	20 min
3	Königshufen - Demianiplatz - train station - Weinhübel	20 min
4th	Virchowstraße - Demianiplatz - train station - Landeskrone	60 min (evening traffic)

Tram depot on Zittauer Strasse

Car 311 on the wheelset grinding stand in the workshop of the depot

Almost the entire vehicle fleet was required for the day-to-day operation of the three lines, so and because of the growing population decline after the fall of the Wall, efforts were made to reduce the network to two lines again. This happened in 2000, from now on line 1 ran every 10 minutes from Königshufen to Weinhübel and line 2 every 20 minutes from Virchowstraße to Landeskrone. With the commissioning of the new section between Alexander-Bolze-Hof and Königshufen / Am Marktkauf in January 2002, three lines were created again. The new line 3 ran every 20 minutes from Königshufen / Am Marktkauf to Weinhübel and, with Line 1, which now also ran every 20 minutes, reduced the frequency of journeys to Weinhübel to the previous 10-minute cycle. In November 2003, mortality began on installments for the Heilige-Grab-Strasse and Virchowstrasse section. First, the line from Virchowstraße to Demianiplatz (now line 1) was shortened and the lines of lines 2 and 3 changed. Line 2 has been running from Königshufen / Am Wiesengrund to the Landeskrone and line 3 from Königshufen / Am Marktkauf to Weinhübel. To this day, the lines and the respective 20-minute intervals have been retained for both lines. On the other hand, a rail replacement service (SEV 1) was started on line 1 due to the poor condition of the track, similar to the closure of the line to the town hall. However, this was replaced in 2007 by the relocated bus line B. The tracks on Heiligen-Grab-Straße and Girbigsdorfer Straße were removed and the overhead line dismantled, only the tracks on the turning loop at Virchowstraße remained, thus closing the chapter of this route.

After the fall of the Wall, the city founded Stadtwerke Görlitz AG , which also included the transport company. Since 1996 this has been legally independent as Verkehrsgesellschaft Görlitz GmbH (VGG). After the city transferred its majority stake in Stadtwerke AG to Vivendi Environnement (later Veolia Environnement , today Transdev ) in 2001 , the transport company was transferred to its subsidiary Connex , which operates in the East Saxony region. a. the Connex Sachsen GmbH for operation. With the change of operator on the Neißetalbahn from the Lausitzbahn (Connex) to the East German Railway , Connex Sachsen moved its headquarters to Leipzig. The control center in the administrative building of the VGG for the Transdev traffic in the Leipzig region has remained in Görlitz until today.

On January 1, 2019, the Görlitzer Verkehrsbetriebe took over the operation of the trams and city buses for a period of 10 years. For the timetable change on January 6, the 20-minute intervals of both lines were postponed by two hours on Saturdays. At the same time, the previous line 3 was renumbered to line 1 and the end point "Königshufen Am Marktkauf" was renamed "Königshufen NeissePark".

Concept tram 2010

City bus line B and then tram line 3 (now 1) at the Demianiplatz transfer stop

After a future study, a concept for the future of the Görlitz tram was drawn up in 1997 in the Görlitz city council. This study, sponsored by the state of Saxony, certified that Görlitz city traffic used a higher percentage of local public transport (approx. 16%) compared to other cities in East Saxony such as Bautzen (approx. 8%). The concept included a radial network of trams and buses in peripheral traffic, more precisely a new line to Rauschwalde and a line to the neighboring Polish town of Zgorzelec were planned, as well as an extension of the tram from Königshufen to the hospital. This should cost around 25 million euros. Little of the plans has been implemented to date, for example a route from the Alexander-Bolze-Hof stop to Marktkauf as the first section to the Görlitz Clinic . The plans for a line to Poland are now on hold, as the cross-border bus line P is already very low. It doesn't look much better for the line to Rauschwalde, although traffic areas for a possible construction were taken into account in the renovation of the Brautwiesenstrasse and Landskronstrasse, but there is no money for the construction. The financial situation for the tram worsened again in 2010 after the city of Görlitz gave up the district freedom. The financial resources from the district are not flowing in the expected amount, and so the operation of the tram remains uncertain due to insufficient budget funds.

Starting in the city of Zgorzelec, a new attempt for a cross-border tram line started in 2012. The mayor of Zgorzelec has already received support from the Lower Silesian Voivodeship . Costs for investment and operation as well as the route should be determined in order to be able to apply for European funding. The aim was to implement it by 2020.

today

Lines and tact

Today the Görlitzer Verkehrsbetriebe operate two tram lines, one of them also in the late hours between 7.30pm and midnight.

Current line operation
line	course	Hold	Travel time	Rhythm in rush hour	Clock in late hours
 1	Weinhübel - Bahnhof - Demianiplatz - Alexander-Bolze-Hof - Königshufen NeißePark / (- Königshufen Am Wiesengrund) in the evening traffic every half hour	17th	24/25 min	20 min	30 min
 2	Biesnitz / Landeskrone - train station - Demianiplatz - Alexander-Bolze-Hof - Königshufen Am Wiesengrund	17th	24/25 min	20 min	-

On weekdays between 5:00 a.m. and 7:30 p.m., three round trips are required for both lines . Line 1 is used with KT4D double traction (except during school holidays). On Saturdays there is a 20-minute cycle on both lines until around 4 p.m., from 4 p.m. the 30-minute cycle applies, which requires two round trips. On Sundays and public holidays, both lines run every 30 minutes with two round trips each.

Late traffic, which is valid until midnight, begins at around 7:30 p.m. At that time there was only one tram line left. Line 1 runs two rounds every 30 minutes, but alternately serves both terminal stops in Königshufen every half hour during late traffic. In the evening, the Bahnhof / Südschluss stop serves as a transfer stop between tram line 1 and bus line N, which also serves the stops on the tram route to Biesnitz.

Route network

Line network with the current routes and the disused route sections

Route network of the Görlitz tram

Legend Turning loop NeissePark Königshufen / Neisse Park Königshufen middle Wendeschleife Am Wiesengrund Königshufen depot Königshufen / Am Wiesengrund Alexander-Bolze-Hof Change of track At the cemetery high Street Change of track End of the separate track body Virchowstrasse turning loop Virchowstrasse Clinic Zeppelinstrasse End of the single-track section Grief Holy grave Jump Jäger barracks Change of track Rauschwalde Two linden trees Rosa-Luxemburg-Strasse Intertank Railway line Dresden-Görlitz and Berlin-Görlitz End of the single-track section Rauschwalder Strasse Brautwiesenplatz Lutherplatz Demianiplatz Turning triangle Postplatz Moltkestrasse Mühlweg Brueckenstrasse City Hall Lusatian Neisse (since 1945: German-Polish border) Viktoriastrasse "City of Prague" "Café Sanssouci" Schenkendorffplatz Schenkendorffstrasse Railway line to Kohlfurt Railway line to Lauban "City of Görlitz" Beginning of the single-track section On Winterfeldstrasse Moys - Am Rothwasser Beginning of the separate track body Change of track End of the separate track body Postplatz Hospitalstrasse Beginning of the separate track body railway station End of the separate track body Change of track Görlitz - Węgliniec railway line Train station / south exit Beginning of the separate track body Six City Square Lutherstrasse (Dir. Biesnitz) Beginning of the single-track section Lutherstrasse (direction Königshufen) Alternative point and bus stop Büchtemannstrasse Johann-Sebastian-Bach-Strasse Alternative point and bus stop Geschwister-Scholl-Straße (direction Biesnitz) Geschwister-Scholl-Straße (direction Königshufen) Grundstrasse Final stop Biesnitz / Landeskrone Turning triangle Landeskrone Change of track Carl-von-Ossietzky-Strasse Animal park Car hall Tram station Depot & workshop Goethestrasse turnaround loop Goethestrasse Railway line Görlitz - Zittau Sonnenland Beginning of the separate track body and the single-track section Vineyard Beginning of the former route to Weinhübel Tent garden Weinhübel Erich-Weinert-Strasse Alternative point and stop Weinhübel Mitte Weinhübel Wendeschleife Weinhübel

Königshufen / NeissePark - Alexander-Bolze-Hof

The short section between the turning loop at NeißePark and the Alexander-Bolze-Hof stop was only put into operation in spring 2002. This makes it the youngest section of the tram network. Only the Königshufen Mitte stop is located between the NeißePark stop , which is located directly on the Wendeschleife, and the Alexander-Bolze-Hof stop . On the double-track section between the Wendeschleife and the confluence with the route towards the city center, the tram crosses Hussitenstraße, Schlesische and Lausitzer Straße. All road crossings are secured by traffic lights.

Königshufen / Am Wiesengrund - Heilige-Grab-Straße

Wendeschleife at the final stop Königshufen / Am Wiesengrund

The other route in the Königshufen district begins east of the Hope Church . The multi-track turning loop was put into operation at the end of 1986. Previously, two-way vehicles from Gotha ran to the Alexander-Bolze-Hof stop , where they changed tracks . The Königshufen cogeneration plant is located within the turning loop . The more extensive track systems were once also used to park vehicles. After the turning loop, the tram crosses Friedhofstraße before the final stop Am Wiesengrund , which can only be used by pedestrians at this point. The Am Wiesengrund stop opens up the eastern part of the residential area as well as the residential area on Minna-Herzlieb-Straße. After the stop, the route runs in a wide curve to the south. Before the Alexander-Bolze-Hof stop , the western route from the Neisse Park joins. The tram now runs parallel to Lausitzer Straße on the west side and the cemetery wall of the New Cemetery on the east side. Before the street Am Stadtgarten, the route runs east again; this is where the Am Friedhof stop is located . Then it swings south again and runs down a long mountain into the city center. The Hohe Straße stop is at the foot of the mountain . After the stop, the tram leaves its separate track for the first time and turns onto Heilige-Grab-Straße. This is where the railway lines to Königshufen and the Wendeschleife Virchowstraße at the clinic separated until 2004.

Heilige-Grab-Straße - train station / south exit

KT4D train 316 at the Jägerkaserne on Grünen Graben

The section between Heilige-Grab-Straße and Jägerkaserne has existed since 1907. After the new line to Königshufen joins Heilige-Grab-Straße, the route leads past the Holy Sepulcher to the stop of the same name. In the further course the tram turns into the Grüner Graben at the former full cloth factory, today's branch of the employment agency. The street climbs steadily to the Jägerkaserne, where the tram crosses a roundabout. A traffic light system at the junction with Pontestrasse and one at the roundabout give the tram the right of way. The Jägerkaserne stop is south of the roundabout . The section between Jägerkaserne and Kaisertrutz has existed since the horse-drawn tram opened. At the Kaisertrutz, however, the former route turned onto the Obermarkt . With the opening of the circular railway line, it crossed the Grünen Graben from the Obermarkt to the north around the Kaisertrutz and on to Bautzener Straße. Since the opening of the railway line to the hospital in 1907, the tram has continued on the current route between Kaisertrutz and Demianiplatz past the Annenschule and at the back of the theater .

After the tram has passed the theater, it turns south-east onto Demianiplatz in front of the historic department store . The central transfer station Demianiplatz is located here . Until 1986 the tram line from Rauschwalde also ran at Demianiplatz. It ran parallel to the long side of the theater and then turned into Bautzener Straße.

To get to Postplatz , which is only a few meters south , the tram line curves past the Frauenkirche . The development between Demianiplatz and Postplatz, including the elongated Art Nouveau building of the former Hotel Victoria, prevented direct lines. At the square between the Frauenkirche and the post office, the so-called Posteck, there is still a track triangle. Today it is only used for turning trips in construction site traffic or special trips. It is the remainder of the junction of the tram route to Moys or, since 1945, only to the town hall.

On the north side, the tram bypasses the circular lawn of the Postplatz on a short separate track and changes its direction of travel again to the south on Berliner Straße , which is now used as a pedestrian zone . At the Berlin street the stop is in front of the Sparkasse Post Place and south of the intersection Berliner Straße / Hospitalstraße the stop Hospital Road . At the southern end of Berliner Straße, the tram arrives at the train station and turns east on a short separate track directly in front of the train station parallel to Bahnhofstraße. The train station stop is also here . In front of the train station, the Ringbahn from Bahnhofstrasse once came together. It continued along Bahnhofstrasse to the blockhouse. The tram lines to Weinhübel and to the Landeskrone leave their own railroad tracks at the level of the roundabout and pass under the railway lines in the direction of Hagenwerder and Poland through the so-called Jakobstunnel . To the south of the underpass, the railway line swings back to the west, where the two southern branches of the route separate at station level in front of the station mission. The branches of the route are linked by a connecting track that enables direct journeys from the Landeskrone towards the zoo, the depot and Weinhübel. When traveling in the opposite direction, the railways have to switch to the opposite track for a short time using the simple change of track.

Train station / south exit - Biesnitz / Landeskrone

Car line 2 in the direction of Königshufen on Biesnitzer Strasse at the Pestalozzistrasse junction

After the acute-angled junction at the south exit of the train station, the tram arrives at the Bahnhof / Südprüfung stop . The stop connects the two lines 1 and N in late-night traffic. The tram route in the direction of Landeskrone continues on Kunnerwitzer Straße and across Sechsstädteplatz . On the southwest side of this square, the tram crosses Kamenzer Straße and then runs on a separate track on the north side of the Biesnitzer Straße - Promenadenstraße to the foot of the Landeskrone. Before the train crosses Lutherstraße, it reaches the Lutherstraße stop on the outskirts of the city ; the double-track section ends here. To the west of Lutherstraße is the stop in the city center. The tram then crosses Reichertstrasse, August-Bebel-Platz and Büchtemannstrasse. West of Büchtemannstraße is the stop of the same name. There is also a turnout at the stop. As a rule, the out-of-town and in-town trams meet here in rush hour . Past the Jewish cemetery, the tram line crosses Pestalozzi and Froebelstrasse. The Biesnitz district and the ascent to the foot of the Landeskrone begin behind Fröbelstrasse . The parallel street changes its name to Promenadenstraße. The Johann-Sebastian-Bach-Straße stop is at the intersection of Promenadenstraße and Johann -Sebastian-Bach-Straße . The Geschwister-Scholl-Straße stop out of town is located between the next two road crossings, Wiesenweg and Geschwister-Scholl-Straße . There is also a turnout at this stop. To the west of Geschwister-Scholl-Straße is the one-track stop in the city center.

After crossing Friesenstrasse, the train passes the Hohenzollernburg on the right. It is used as a rehearsal site for the New Lusatian Philharmonic . The Grundstraße stop is to the west of the Hohenzollernburg . After the stop, she crosses the street of the same name. On the way to the final stop Biesnitz / Landeskrone at the foot of Görlitz's local mountain, the train crosses Königshainer Strasse, Elderunderweg and Fliederweg. At the end of the line there is a triangular track that enables trams to turn around. To do this, the tram drives forward into the curved track and the subsequent straight north. Then the last point passed is changed and the car is backed up. When reversing, the tram arrives at the beginning of Schlaurother Straße; the entrance to Schlaurother Straße is secured with a traffic light system. This time, too, the switch that was last passed is changed and the car moves forward to the boarding stop in the direction of the city center.

Train station / south exit - Weinhübel

Tatra car 308 at the final stop Weinhübel

The tram to Weinhübel leads from the junction at the station / south exit further south up the ascent parallel to the St. Jakobus Cathedral . The train station / south exit stop is in front of the entrance to the church. At the end of the ascent at the Jakobuskirche, the tram line turns onto Zittauer Straße and now runs south in the middle of the street to the vineyard slope. South of the intersection of Biesnitzer Strasse and the confluence with Fischerstrasse is the Tierpark stop in front of the municipal nature reserve . To the south of the zoo, east of Zittauer Strasse, is the tram depot with the depot. The stop in front of the depot is only used when necessary.

At the edge of the southern part of the city, the railway reaches the confluence of Goethestrasse and Zittauer Strasse. The platform is in the middle of the street, out of town. The stop in the city center is at the same level, but without a platform. On the square east of Zittauer Strasse, a turning loop is only used for operational turning. Until the commissioning of the new section to Weinhübel, the cars turned here from the direction of the city center. After the tram has left the Goethestraße stop , it will reach the vineyard after a few meters. Before the double-track section ends, the train crosses the railway line to Hagenwerder, which crosses under the road in a deep valley cut.

The single-track route leads down the vineyard on a separate track. At the foot of the vineyard, the tram turns into the new district, crosses the lanes out of town on federal highway 99 and reaches the Erich-Weinert-Straße stop . Until the old route to Weinhübel was discontinued, the vehicles continued to run on the west side of Zittauer Strasse. The tram then crosses Julius-Motteler- and Erich-Weinert-Straße. The Weinhübel Mitte stop is south of Erich-Weinert-Straße . The stop on the former shopping street has an alternative point. After the two tracks of the passing point have reunited, the line crosses Friedrich-Engels-Straße on Kaufland. The route now leads past the residential estate on Paul-Linke-Straße. The street led to the construction of the new road to Zittauer Strasse. A transition was not realized after the construction of the route. The street section east of the tram line has been called Zur Kernschmiede since then. The tram now passes the Weinhübel elementary school and then reaches Leschwitzer Straße. On the area between Leschwitzer Straße, Stauffenbergstraße and Erich-Oppenheimer-Straße is the turning loop with the double-track terminus at Weinhübel. There are parking areas in the middle of the turning loop. The street crossings of the lanes out of town on Zittauer Straße, Friedrich-Engels-Straße and Leschwitzer Straße each have a traffic light system with priority switching for the tram.

Former routes

Postplatz - City Hall - Moys

Until 1966, the route led from the post office via Schützenstraße and turned into Mühlweg at the Mühlweg / Bismarckstraße intersection. The stop of the same name was located near the confluence with Moltkestrasse (today: James-von-Moltke-Strasse). The Mühlweg stop was further east . The tram followed the Mühlweg to Otto-Müller-Park (today: Park of Peace). The park was affected by the railway on the northern Schmidtstrasse (today: Louis-Braille-Strasse), at the end of which was the Brückenstrasse stop .

A tram crosses the Reichenberger Bridge (around 1900)

The tram line now swiveled in the direction of the town hall and crossed the Lausitz Neisse over the Reichenberger bridge . There was also a stop for visitors to cultural, political or sporting events near the town hall. After the war ended in 1945, the route ended at the town hall. The coupling terminal was on Furtstrasse.

After the tram had crossed the Neisse, it stopped at the Viktoriastraße station and then followed Reichenberger Straße (today: ulica Marszałka Józefa Piłsudskiego) to the intersection with Prager Straße. For the Lower Silesian Trade Exhibition in 1905, a branching tram line to the exhibition grounds at the Upper Lusatian Hall of Fame was built on Viktoriastraße (today: ulica Wolności) . At the intersection of Reichenberger and Prager Strasse, the train gradually changed its direction of travel to the south. On Prager Strasse, the tram served the Stadt Prag stop in front of the inn of the same name. Until the expansion of the line network in 1900 to the then suburb of Moys, the trams of line III coming from the district station on Rauschwalder Strasse ended here.

After the network was expanded in the direction of Moys, the route continued on Schenkendorffstrasse (today: Ulica Warszawska) to the south. The next stop was at Cafe Sanssouci (Schenkendorffstrasse 27) and was also named after the restaurant. The following stops were Schenkendorffplatz and Schenkendorffstrasse. The railway line now also crossed the railway line to Kohlfurt and then the Silesian Mountain Railway . The train had reached the Moys district and now ran along Seidenberger Straße (today: Ulica Łużycka). The first stop in Moys was at the Stadt Görlitz inn (Seidenberger Strasse 16). Here, too, the bus stop was named after the restaurant that was roughly opposite the junction with Moyser Straße (today: Ulica Krzysztofa Kamila Baczyńskiego). After the stop, the single-track section began. On the single-track section there was only the stop An der Winterfeldstrasse and the terminus Moys - Am Rothwasser north of the bridge over the Rothwasser . There was a siding through which the railcar could be moved.

Demianiplatz - Rauschwalde

The route to Rauschwalde began on the east side of the theater on Demianiplatz and led past the theater to the Bautzner Strasse intersection. Here the tram turned west onto Bautzner Strasse. The route followed the road to the confluence with Landeskronstrasse. There was a bus stop on Landeskronstrasse at the level of Lutherplatz. Now the route continued to Brautwiesenplatz. The Brautwiesenplatz stop of the same name was located in the middle of the square's lawn . The route continued along Brautwiesenstrasse to Rauschwalder Strasse. The Rauschwalder Strasse stop was located near the consumer association in the north and the railway loading ramps in the south .

Shortly after the railway underpass beneath the railway line to Berlin and Dresden and the freight line to the Schlauroth marshalling yard, the tram line became single-track and now ran westward on the left side of the street along Reichenbacher Straße. At the level of the former brickworks machine factory Roscher was the Intertank stop , named after the gas station opposite, which is now used by a motorcycle club. The next stop was at the junction with Rosa-Luxemburg-Straße, after which the stop was named. The Müller & May railway signaling construction site was once located here . The next stop was at the dance hall Zwei Linden . It was used as a coupling point some time before the closure. Previously, this was at the same level as today's gas station at the long-term Rauschwalde terminus .

Heilige-Grab-Strasse - Virchowstrasse / Clinic

The tram ran between the Holy Sepulcher and the hospital for around 100 years (1907-2004). The line continued on two tracks from the Holy Sepulcher on the Holy Sepulcher Street. Since the mid-1980s, the new line to the Königshufen development area has branched off at Friedhofstrasse. The first stop was the Kummerau stop . It was level with the Jahnturnhalle. To the west of the stop at the level of the confluence with the prefabricated buildings, the line became single-track. Before crossing the intersection with Zeppelinstrasse or Nieskyer Strasse, there was the Zeppelinstrasse stop . After the traffic lights, the single-track route led up Girbigsdorfer Straße to the main entrance of the hospital. The coupling point was located here until the 1960s. In October 1964, the western turning loop on Virchowstraße was put into operation. The Wendeschleife was north of Girbigsdorfer Strasse between Liebigstrasse and Virchowstrasse. At the westernmost of the three tracks was the platform of the Virchowstraße terminus . There was another through and a siding. The track systems of the line were dismantled in 2012 except for the turning loop.

vehicles

image	Wagon number	Construction year	Overpass off	Manufacturer	Type
	9	1882		Herbrand	Horse-drawn carriage
	23	1928		WUMAG Görlitz	T 26/28
	29	1897	Bromberg (1905 to Görlitz) (1971 replica from work car 103)	Steinfurt / AEG Koenigsberg
	301	1983		ČKD Tatra Mountains	KT4D-C
	302	1987		ČKD Tatra Mountains	KT4D-C
	303	1987		ČKD Tatra Mountains	KT4D-C
	305	1987		ČKD Tatra Mountains	KT4D-C
	306	1987		ČKD Tatra Mountains	KT4D-C
	308	1990		ČKD Tatra Mountains	KT4D-C
	309	1990		ČKD Tatra Mountains	KT4D-C
	310	1990		ČKD Tatra Mountains	KT4D-C
	311	1990		ČKD Tatra Mountains	KT4D-C
	312	1988	Erfurt (1992 to Görlitz)	ČKD Tatra Mountains	KT4D-C
	313	1988	Erfurt (1992 to Görlitz)	ČKD Tatra Mountains	KT4D-C
	314	1988	Erfurt (1992 to Görlitz)	ČKD Tatra Mountains	KT4D-C
	315	1988	Erfurt (1992 to Görlitz)	ČKD Tatra Mountains	KT4D-C
	316	1988	Erfurt (1992 to Görlitz)	ČKD Tatra Mountains	KT4D-C
	317	1979	Cottbus (1998 to Görlitz)	ČKD Tatra Mountains	KT4D-C
	318	1979	Cottbus (1998 to Görlitz)	ČKD Tatra Mountains	KT4D-C
	319	1979	Cottbus (1998 to Görlitz)	ČKD Tatra Mountains	KT4D-C
	322 Hop Express	1971	Mannheim (1995 to Görlitz)	DUEWAG	GT 6

The Tatra articulated trains 304 and 307 were scrapped in 2010.

The Leipzig Transport signed on 11 June 2019 Memorandum of Understanding with the Görlitzer transport companies for the joint procurement of new trams. A Europe-wide tender for innovative vehicles is expected to start in 2019, with the aim of exploring the possibilities of automated driving in particular. The first new trams of the new type are to be used in Leipzig and Görlitz from the mid-2020s.

Transportation of goods and mail

The transport companies took on special tasks at times. After the First World War, the tram also transported goods. In the 1950s, on the other hand, it carried mail bags from the central post office 1 at the train station to the other branch post offices in Biesnitz, Rauschwalde and Weinhübel. For this purpose, an employee of the post office 1 handed mail bags and a box key to the respective train driver at certain times, who brought the mail to the nearest mast of the branch post office. Boxes were attached to these masts, in which the mail bags could be inserted after opening with the corresponding key. A clerk at the branch post office then opened the boxes with a spare key and removed the bags. It is not known how long this procedure was used.

literature

• Andreas Riedel: The chronicle of the Görlitz tram . Schweers + Wall, Aachen 1997, ISBN 3-89494-106-5 .
• Andreas Riedel: The age of the standard two-axle vehicle . Legends on Görlitz tram tracks. Stadtbild-Verlag, Görlitz 2011, ISBN 978-3-942538-17-6 .
• Andreas Riedel: The Wumag wagons . Legends on Görlitz tram tracks; undisputed star in the 125-year history of our tram. Stadtbild-Verlag, Görlitz 2007, ISBN 978-3-939655-36-7 .
• Ines is different: On the road with the “Funkenkutsche” / 100 years of the electric tram in Görlitz . Booklet accompanying the special exhibition of the municipal art collections. Ed .: Municipal art collections . Oettel-Verlag, Bad Muskau 1997, ISBN 978-3-932693-30-4 .
• Norbert Kuschinski: Building bridges over the Neisse . By tram to Poland; Goerlitz. In: Tram magazine . No. 11 , 2005, p. 30-35 .
• Christian Volz; Andreas Trillmilch; Hans-Jürgen Henning: Tram in private hands . One year of partial privatization of the public transport in Görlitz. In: Local transport . No. 7/8 , 2002, p. 43-47 .
• Norbert Kuschinski: A pearl with problems . The tram in Görlitz in the 125th year of its existence. In: Tram magazine . No. 5 , 2007, p. 24-31 .

Web links

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

• Website of the Görlitzer Verkehrsbetriebe
• Private website about the Görlitz tram
• Vehicle fleet list on tram-info.de

Individual evidence

1. ^ Association of German Transport Companies (ed.): VDV Statistics 2010 . Association of German Transport Companies (VDV), Cologne 2011, p. 48, 60 ( online [accessed April 1, 2013]).
2. ↑ data. In: goerlitzer-strassenbahn.de. Retrieved May 26, 2016 . 
3. ^ ^{A b} Association of German Transport Companies (publisher): VDV statistics 2014 . Association of German Transport Companies V. (VDV), Cologne 2015, p. 58 ( online [accessed June 3, 2016]).
4. ↑ ^{a b} General report of the city of Görlitz according to Art. 7 Paragraph 1 of Regulation (EC) 1370/2007 for the year 2014. (PDF) In: goerlitz.de. Retrieved June 3, 2016 . 
5. ^ Andreas Riedel: The chronicle of the Görlitzer tram . Schweers + Wall, 1997, ISBN 3-89494-106-5 , pp. 10 .
6. ↑ Chronicle of the Görlitzer tram lines on www.repage.de ( Memento of the original from November 1, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. 
7. ^ Andreas Riedel: The chronicle of the Görlitzer tram . Schweers + Wall, 1997, ISBN 3-89494-106-5 , pp. 10 ff .
8. ^ Andreas Riedel: The chronicle of the Görlitzer tram . Schweers + Wall, 1997, ISBN 3-89494-106-5 , pp. 14 .
9. ↑ Chronicle: 1897–1898. In: goerlitzer-strassenbahn.de. Retrieved May 26, 2016 . 
10. ^ Andreas Riedel: The chronicle of the Görlitzer tram . Schweers + Wall, 1997, ISBN 3-89494-106-5 , pp. 14th ff .
11. ^ Andreas Riedel: The chronicle of the Görlitzer tram . Schweers + Wall, 1997, ISBN 3-89494-106-5 , pp. 28 .
12. ^ Andreas Riedel: The chronicle of the Görlitzer tram . Schweers + Wall, 1997, ISBN 3-89494-106-5 , pp. 33 .
13. ^ Andreas Riedel: The chronicle of the Görlitzer tram . Schweers + Wall, 1997, ISBN 3-89494-106-5 , pp. 36, 39, 81 .
14. ^ Andreas Riedel: The chronicle of the Görlitzer tram . Schweers + Wall, 1997, ISBN 3-89494-106-5 , pp. 39, 81 .
15. ^ Andreas Riedel: The chronicle of the Görlitzer tram . Schweers + Wall, 1997, ISBN 3-89494-106-5 , pp. 40 .
16. ^ Andreas Riedel: The chronicle of the Görlitzer tram . Schweers + Wall, 1997, ISBN 3-89494-106-5 , pp. 41 f .
17. ^ Andreas Riedel: The chronicle of the Görlitzer tram . Schweers + Wall, 1997, ISBN 3-89494-106-5 , pp. 47, 52 .
18. ^ Andreas Riedel: The chronicle of the Görlitzer tram . Schweers + Wall, 1997, ISBN 3-89494-106-5 , pp. 49 .
19. ^ Andreas Riedel: The chronicle of the Görlitzer tram . Schweers + Wall, 1997, ISBN 3-89494-106-5 , pp. 50 .
20. ^ Andreas Riedel: The chronicle of the Görlitzer tram . Schweers + Wall, 1997, ISBN 3-89494-106-5 , pp. 52 ff .
21. ^ Andreas Riedel: The chronicle of the Görlitzer tram . Schweers + Wall, 1997, ISBN 3-89494-106-5 , pp. 56, 87 .
22. ^ Andreas Riedel: The chronicle of the Görlitzer tram . Schweers + Wall, 1997, ISBN 3-89494-106-5 , pp. 59, 62 .
23. ^ Andreas Riedel: The chronicle of the Görlitzer tram . Schweers + Wall, 1997, ISBN 3-89494-106-5 , pp. 62 ff .
24. ^ Andreas Riedel: The chronicle of the Görlitzer tram . Schweers + Wall, 1997, ISBN 3-89494-106-5 , pp. 67 ff .
25. ^ Verkehrsgesellschaft Görlitz GmbH. In: vgg-goerlitz.de. Retrieved May 26, 2016 . 
26. ↑ Timetable change on January 6th. Görlitzer Verkehrsbetriebe, December 17, 2018, accessed on January 8, 2019 . 
27. ↑ Direct award of a public service contract in accordance with Art. 5 Paragraph 2 Regulation (EC) No. 1370/2007 in tram and city bus traffic in the large district town of Görlitz to the GVB (Görlitzer Verkehrsbetriebe GmbH).
28. ↑ City council sets the course for the start of operations at Görlitzer Verkehrsbetriebe GmbH (GVB) from January 2019
29. ↑ Ralph Schermann: Görlitz tram plans were only visions. In: Saxon newspaper . December 31, 2009, accessed July 4, 2010 . 
30. ↑ Zgorzelec wants a tram across the border. In: Saxon newspaper. January 27, 2012. Retrieved January 27, 2012 . 
31. ↑ vgg-goerlitz.de → Görlitz city traffic route map
32. ↑ Technology - TW. In: goerlitzer-strassenbahn.de. Retrieved May 26, 2016 . 
33. ↑ tram-info.de: Fleet List Verkehrsgesellschaft Görlitz GmbH. Retrieved December 24, 2010 . 
34. ^ Andreas Riedel: The chronicle of the Görlitzer tram . Schweers + Wall, 1997, ISBN 3-89494-106-5 , pp. 94 ff .
35. ↑ lvz.de: Görlitz and Leipzig want to buy innovative trams together . Retrieved June 12, 2019 . 
36. ^ Andreas Riedel: The chronicle of the Görlitzer tram . Schweers + Wall, 1997, ISBN 3-89494-106-5 , pp. 45 .