Tram Mülheim / Oberhausen

Tram Mülheim is a redirect to this article. For the tram of the former city of Mülheim am Rhein see history of the Cologne tram # Mülheimer Kleinbahn .

Tram Mülheim / Oberhausen
An Oberhausen tram on the way to the Mülheim depot
Basic information
Country	Germany
city	Mülheim an der Ruhr Oberhausen
operator	Ruhrbahn (Mülheim) Stadtwerke Oberhausen
Transport network	VRR
Infrastructure
Route length	36.2 km
Gauge	1000 mm ( meter gauge )
Power system	750 volt DC overhead line
Depots	1
business
Lines	3
Clock in the peak hours	15th
Clock in the SVZ	30th
vehicles	15 Bombardier M8D-NF2 8 (10) NF6D 2 (5) M6-NF
Network map (as of 2015), light rail in dark blue, shut down after 2012 in gray

The tram in the cities of Mülheim an der Ruhr and Oberhausen initially had a separate history.

From 1897 a meter-gauge electric tram operated in both Mülheim an der Ruhr and Oberhausen . After the last tram line in Oberhausen's urban area was shut down in 1974, tram traffic in Oberhausen was resumed in 1996 and has since been part of the Mülheim tram system.

In Mülheim an der Ruhr, light rail construction began in the 1970s. As a result, one tram line was replaced by a standard-gauge light rail line and two tram lines in the city center were led through the light rail tunnel. The other lines remained above ground and were threatened by a discussion about savings after 2000, which led to the first cessation of operations.

There are currently three meter-gauge lines running on the 36.2-kilometer route network. In addition, one line each of the standard-gauge Duisburg tram and the standard-gauge Essen Stadtbahn operate in Mülheim .

history

Tram in Mülheim an der Ruhr

An MVG tram on line 110 (discontinued)

The first plans for the construction of an electric tram in Mülheim go back to the 1890s. It was intended to connect the surrounding communities to the city of Mülheim. An ulterior motive was to facilitate the incorporation of these places. On July 9, 1897, the routes from Kahlenberg via the city center and Styrum to Oberhausen and from the city center to the border in Heißen were opened. The route to Oberhausen in particular was characterized by three railway lines that had to be crossed, particularly unpunctuality and immense delays.

The route to Heißen was extended to Heißen, Kirche on November 20, 1889. On July 10, 1900, another line from Eppinghofen via Dümpten to Lipperheidebaum was put into operation. This route had no direct line connection to the rest of the network, the connecting track in Aktienstraße was only used for operational trips. In the following years, due to the incorporation of Broich , Dümpten ( Oberdümpten ), Heißen , Holthausen , Saarn , Speldorf and Styrum ( Oberstyrum ) from the former district of Mülheim an der Ruhr , the route network was expanded.

Alstaden , Unterdümpten and Unterstyrum were incorporated into Oberhausen (Rhineland), but the lines in Unterdümpten and Unterstyrum still belonged to the Mülheim tram and were also operated by it.

Opening date	route
January 4, 1910	Extension in Eppinghofen
March 22, 1910	Eppinghofen - Holthausen
October 13, 1910	Heißen - Essen-Frohnhausen border
February 5, 1911	Elimination of the level crossings in the direction of Oberhausen
May 13, 1911	Mülheim station - Styrum station - Styrum Poststrasse
June 1, 1911	City center - Saarn
June 11, 1911	Saarn - Waldschlösschen
June 15, 1911	Main station Duisburg - city center Mülheim
December 20, 1911	Wilhelmsplatz - Dimbach
December 20, 1911	Holthausen - Hustadtstrasse
April 7, 1912	Waldschlösschen - Uhlenhorst
July 20, 1913	Holthausen - Steinknappenweg
May 1, 1915	Essen-Frohnhausen - Essen city ​​center

Thus, at the beginning of 1914, the Mülheim tram company had 37.4 kilometers of routes on which it operated nine lines. During the First World War , the tram in Mülheim, as in other cities, began transporting goods . This led to a reduction in passenger traffic.

The next line extension came on July 29, 1919, when the line from Aktienstraße to Borbeck was opened. Another connection to the network in Essen was established. In the 1920s, additional routes were put into operation:

Opening date	route
July 10, 1924	Hustadtstrasse - New Cemetery
June 5, 1927	New cemetery - Windmühlenstrasse
November 23, 1928	Windmühlenstraße - airfield
November 23, 1928	Dimbeck - Werdener Weg

Until the Second World War , the tram operated ten lines. From September 15, 1939, the war resulted in restrictions. In 1942 the route network was redesigned to make better use of the remaining wagons and to keep operations going. In 1943, after the rubble had been cleared by the bombing, Eppinghofer Strasse was widened, so that a double-track expansion was carried out here. Between March 27 and April 23, 1945, traffic was suspended due to acts of war. On June 28, 1950, after the war damage had been repaired and the necessary bridges had been rebuilt, the reconstruction was completed. At that time, the Mülheim tram company operated nine lines.

On November 29, 1951, the line from Eppinghofen to Dümpten was extended with a new line to Oberdümpten on its own track bed. The old route to the Lipperheidebaum to the former colliery Oberhausen (today part of the Bermensfeld district ) was operated for a while from the former stop at the mayor's office in Dümpten to Oberhausen-Dümpten, Wehrstrasse, with an old commuting railcar. After Mülheim began to introduce open- plan cars , they were forced to build turning loops or turning triangles at the end points , as the cars were only set up for one-way traffic. In 1954, the line in the city center was moved from Schlossstrasse to Leinweberstrasse. In addition, from 1958 the B 1 , today's A 40 , was expanded into an expressway on which the tram was given its own track in the middle of the street.

In the 1960s, work began on converting some tram lines to bus operation. The routes from Styrum to Raffelberg, from the city center to Saarn and from the city limits in Landwehr to Oberhausen were given up. Thus, at the beginning of the 1970s, there were still six lines with a line length of 86.8 kilometers.

Tunnel construction for the Rhein-Ruhr urban railway

From the 1970s, attempts were also made in Mülheim to convert the tram into a light rail . The following routes should be built:

route
Essen - Heißen - Mülheim - Broich - Duisburg
Oberhausen - Dümpten - Mülheim - Broich - Uhlenhorst - Saarn
Essen-Schönebeck - Aktienstraße - Mülheim - Airport - Essen-Bredeney (only intended in the form, then discarded in the further planning)

The already existing connection between Essen and Mülheim was to be the first to be expanded as a model and test route to become a city railway line. After renovations in Essen and Mülheim, trial operations started in December 1976. On May 29, 1977, the regular operation of the U18 began from Wiener Platz ( today: Hirschlandplatz ) in Essen to Heißen, church in Mülheim. The extension to Mülheim Hauptbahnhof went into operation on November 3, 1979. With that the tram traffic on this section of the route was stopped.

From January 1, 1980, the Mülheim an der Ruhr tram company was a member of the Rhein-Ruhr transport association . In order to avoid duplicate line numbers in the network area, all lines were given new numbers, whereby Mülheim was assigned the 100 range together with Essen.

Track plan of Mülheim city center (as of 2013)

Separation of normal and meter gauge in Broich: at the back right the meter gauge route branches off to Uhlenhorst, on the right in front it goes regular lane to Duisburg, left meter gauge to the depot.

In the following years, line 102 and the standard gauge Duisburg line 901 were laid underground in the inner city area. The construction work was completed in 1996. A planned connection of the 901 line from Duisburg with the U18 from Essen was not implemented partly for financial, but mainly for political reasons. The different wheelset dimensions and train control systems are problematic here. While the standard gauge network in Essen is operated as a model line of the Rhein-Ruhr Stadtbahn with a long-distance rail profile, the tram dimensions have been retained in the standard-gauge networks of the Duisburg transport company and the Rheinbahn from the beginning.

When Stadtwerke Oberhausen AG (STOAG) initiated a renaissance of the tram in Oberhausen in the 1990s, line 112, which ran to the city limits, was extended to the Oberhausen area.

Closures after 2010

In contrast to the cities of Bochum or Essen, the dismantling of the tram network began in Mülheim in 2012.

On April 2, 2012, line 104 was shortened by the section between the main cemetery and the airfield - officially for technical reasons - because the closure would have required approval from the supervisory authority of the district government of Düsseldorf . Subsequently, with a decision of March 14, 2013, this refused the permanent cessation of tram traffic. The technical deficiencies were "brought about by improper failure to perform proper maintenance". Nevertheless, the route has been permanently without rail traffic since then.

On October 3, 2015, the branch of line 110 between Thyssenbrücke and Wendeschleife Friesenstraße in Styrum was closed.

In both cases, buses have taken over the operation.

• Bus 130 goes to the airport, which starts at the main cemetery, the new end point of tram 104, and continues to Essen - Haarzopf , Fulerum and the Rhein-Ruhr-Zentrum .
• Bus line 128 has been on the way to Styrum since October 4, 2015 on the route of the discontinued 110. The routes are identical between Friesenstrasse and Rathausmarkt. The 128 bus runs from Rathausmarkt to the main train station , and from Friesenstrasse there is an extended connection to the southern edge of Oberhausen - Alstadens .

Tram in Oberhausen

The former tram network (1897–1974)

Past and present: meeting of the tram generations on the new Oberhausen public transport route

A horse-drawn bus ran regularly between the Oberhausen station on the line of the Cologne-Minden Railway , which went into operation in 1847, and today's main station in Mülheim an der Ruhr on the Bergisch-Märkische Eisenbahn and Rhenish Railway lines . The first plans for a tram date back to 1893. Considerations to set up a joint operation with the neighboring town of Mülheim an der Ruhr failed. In 1896, the Siemens & Halske company began building a local tram from the border between the municipalities of Styrum and Oberhausen, which opened on April 4, 1897. On July 9, 1897, the 7.61-kilometer route to the city limits to Osterfeld was extended by 1.2 kilometers.

In order to connect the independent communities in the vicinity of Oberhausen and also to better cope with the works traffic from Oberhausen, the Oberhausen tram - the first municipal electric tram company in Germany - decided to build additional routes:

• 25 September 1897 connection to Sterkrade (3.7 kilometers)
• December 16, 1899 route through Oberhausen (4.8 kilometers)
• December 21, 1898 Connection Borbeck - SEG in Essen - This one kilometer long route and the two kilometer long route opened on July 12, 1900 connected the trams in Essen , Mülheim and Oberhausen for the first time .

Restored railcar TW 25 from 1899

In 1901 five lines could be operated. Up until 1912 there were only minor changes. This was followed by the further expansion of the 23.3-kilometer route network:

• May 14, 1912 Connection of the Hugo colliery (2.4 kilometers)
• October 22, 1912 from the main train station to Lirich (3.7 kilometers)
• October 23, 1913 from Sterkrade to Buschhausen (2.8 kilometers)
• April 3, 1915 route to part of the municipality of Frintrop, which today belongs to Dümpten (2.6 kilometers)

A total of four tram lines operated in this network.

On September 7, 1919, a line was opened from Saarn via Styrum to the station forecourt in Oberhausen, but there was no connection to the rest of the network.

In the economically difficult phase of high inflation , the city council of Oberhausen decided to shut down the tram in March 1923. However, since the Deutsche Reichsbahn had to suspend its traffic for long distances due to the occupation of the Ruhr area , and the trams were forced to take over passenger transport, this shutdown did not take place.

During this time joint traffic with the neighboring transport companies began. It all started with a route to Essen . For this purpose, a connection between Essener Strasse in Oberhausen and Knappenstrasse in Essen was created. But traffic came to a standstill again on the first day. The contact wire in Essen was suspended so high that the pantographs of the vehicles from Oberhausen had no contact. The railcars from Essen had pantograph slips that were too narrow for the lateral deflection of the catenary in Oberhausen, which would have led to bow derailments in arches. The first lines could only go into operation after the necessary adjustments. On November 23, 1928, joint traffic with Mülheim an der Ruhr began .

When the towns of Osterfeld and Sterkrade were combined with Oberhausen in 1929, the new town had also become the owner of the routes operated by Vestische Straßenbahnen GmbH , with which there has also been joint traffic since then.

Although the city of Oberhausen had also become the owner of the tracks for the Hamborner trams and the Ruhrorter Straßenbahn AG , there was never any joint traffic with these two companies. The result was that in addition to the company's own operation, there were also vehicles from five other tram companies running in the area of ​​the city.

In the 1930s, a total of eight tram lines were operated in Oberhausen.

In 1940 the shares of the former town of Sterkrade in the Ruhrorter Straßenbahn AG district and the Hamborn urban trams were sold to the Duisburger Verkehrsgesellschaft AG , which was founded on January 1, 1940 . On June 23, 1943, operations in large parts of the network became impossible due to a heavy bomb attack and could only be maintained temporarily until March 27, 1945. Due to the approaching front, this also had to be interrupted. On April 20, 1945, traffic was resumed on six lines.

By 1960, the network was able to be rebuilt and expanded in numerous places, so that in 1960 the maximum route length was reached with 14 lines and 38.3 kilometers of route, 24.5 kilometers of which were double-track.

The following table shows the route of the Oberhausen tram in 1960.

	Line course
1	Holten Bf  - Hugo Colliery  - Sterkrade - Center - Werksgasthaus  - Oberhausen Hbf  - Oberhausen-Styrum  - Mülheim-Styrum station  - Mülheim
2	Buschhausen Bf  - Buschhausen Mitte  - Sterkrade Bf  - Sterkrade -Mitte - Vestische Straße - Osterfeld  Mitte - Osterfeld Süd Bf  - Osterfelder Straße - rolling mill - factory inn  - Oberhausen Hbf
3	Alstaden  - Bebelstraße - Oberhausen Hbf  - Knappenviertel  - blast furnaces Essener Straße
4th	Lirich Westfriedhof - Oberhausen Hbf  - Rolandstrasse - Wehrplatz - Dümpten
5	Oberhausen Hbf  - factory inn  - rolling mill - blast furnaces Essener Straße - Lipperheidebaum - border Frintrop  - Essen
6th	Lipperheidebaum - Mellinghofer Straße - Wehrplatz
10 (Hamborn)	Buschhausen Abzw. Hamborn (connection to line 2) - Hamborn
10 (vestical)	Jacobi Colliery - Bergstrasse - Osterfeld - Osterfeld Süd Bf - Bottrop
11	Holten Bf - Holten Market - Hamborn
15th	Oberhausen Hbf  - B223  - Mülheim  - Wehrplatz
17th	Sterkrade Bf - Sterkrade Mitte - Jacobi Colliery - Bottrop

1. ↑ ^{a b c} The Werksgasthaus stop is now called TZU

Closure of the first tram network (from 1963)

As early as 1963, the dismantling of the first tram routes in the Oberhausen city area began. As the line closures progressed, the city council of Oberhausen decided on July 5, 1965 to completely shut down the tram and to replace all operations with buses. However, since a contractual obligation had been entered into a long time beforehand to rebuild the line on the new route of Sterkrader Strasse, Oberhausen received the first express tram route on its own railroad on January 14, 1966 . However, all tram lines of the Stadtwerke were gradually discontinued by October 13, 1968. When on October 19, 1974 the line between Klosterhardt and the city limits to Bottrop was also discontinued by the Vestische trams, the city area was rail-free.

Reintroduction of the tram (from 1996)

Play media file

Video of the departure of a tram from the Neue Mitte stop in the direction of Sterkrade (2011)

Car 205 on the public transport route north of the Neue Mitte stop in the direction of Neumarkt (2008)

In the 1990s, the return to the tram began. In the course of the new construction of the CentrO in the Neue Mitte on a former ironworks site, the City Council of Oberhausen made the decision on February 7, 1994 to reintroduce the tram. This makes Oberhausen the first German city to open a completely new tram network as part of the global tram renaissance . The construction work began on August 4, 1994. A former Thyssen works railway line was converted into the so-called ÖPNV-Trasse Oberhausen , on which both trams and buses can run. The new route is 8.4 kilometers long and runs from the Mülheim Landwehr stop along Mülheimer Strasse, Danziger Strasse and Schwarzstrasse to Oberhausen Central Station . There it swings in a north-easterly direction onto the railway embankment and runs parallel to the Deutsche Bahn tracks on the local public transport route. This crosses under Buschhausener Strasse and Mülheimer Strasse and from Winkelriedstrasse follows the former works railway line to the north. It extends in the elevated position on the railway line Duisburg-Dortmund New Center, crosses the Rhine Herne channel , serving the district iron home and reaches parallel to the railway line Oberhausen Arnhem the Stumpfendstelle at the station in Sterkrade . On June 1, 1996, the official opening train ran from Mülheim across the city limits to Oberhausen. In the first year of operation, only every second train ran from the Landwehr terminal in Mülheim to Oberhausen, so that line 112 only ran the section Mülheim Landwehr - Oberhausen Hauptbahnhof - Neue Mitte - Oberhausen-Sterkrade station every 20 minutes. Line 116 was also used between Oberhausen main train station and Sterkrade train station to increase the number to a 10-minute cycle.

A separate depot did not have to be built for the new Oberhausen tram, as there was sufficient maintenance and storage capacity available in the Mülheim Broich depot. Mülheim takes on the training of the drivers and the maintenance of the vehicles and receives an initial fee of 0.9 million DM annually from Oberhausen . Stadtwerke Oberhausen procured six low-floor tram cars of the type DUEWAG NF6D for the reintroduction of trams , which are based in Mülheim and are used together with their Mülheim sister vehicles. This type was first used in the Ruhr area on the Bochum / Gelsenkirchen tram and was purchased at a unit price of 3.6 million D-Marks.

From June 1997, all routes on line 112 ran to Oberhausen, so that trams run every 10 minutes throughout the city during rush hour and off- peak hours . This meant that line 116 could be dispensed with.

The plan was to extend the tram to the Schmachtendorf district by the turn of the millennium . However, this project was postponed. In the course of the renovation of the road bridge over the railway, the construction of the first 800 meter long section from the Sterkrade station to Neumarkt began in May 2003. On October 30, 2004 the extension of the route was ceremoniously opened with invited guests and on November 1, 2004 the scheduled operation began. In the south, the new route is also used by regular buses.

On June 9, 2013, the range of transport in Oberhausen's urban area was reduced to a 20-minute cycle Monday through Friday. Only in the morning rush hour does the tram run between the city limits of Mülheim / Oberhausen and the OLGA-Park every 10 minutes. The section in Sterkrade, which was only opened in 2004, is only served every 20 minutes during peak hours.

Since January 8, 2017, the trains have been running on the entire route every 15 minutes.

Current line network

As of September 19, 2017

line	Line route	Frequency Monday to Friday	Clock on Saturdays	Frequency on Sundays and public holidays	Vehicle use	comment
102	MH Uhlenhorst - city center - Mülheim Hbf - MH Oberdümpten	15 ′	15 ′	30 ′ / 15 ′	M8D-NF2	Meter gauge
104	Essen branch Aktienstr. - MH border Borbeck - Rathausmarkt - Stadtmitte (- Kaiserplatz (only sa)) - Max Planck Institute - MH main cemetery	15 ′	15 ′ (Borbeck - city center border) 30 ′ (Abzw. Aktienstrasse - Borbeck border; city center - main cemetery / Kaiserplatz)	30 ′	M8D-NF2
112 / NE12	OB Neumarkt - OLGA-Park - Neue Mitte - Oberhausen Hbf - Landwehr - Stadtmitte - Kaiserplatz - MH Hauptfriedhof	15 ′	15 ′	30 ′ / 15 ′	NF6D M8D-NF2
		60 ′ NE 12 OLGA-Park - Kaiserplatz	60 ′ NE12 OLGA Park - Kaiserplatz	60 ′ NE12 OLGA Park - Kaiserplatz
		individual journeys NE 12 Neumarkt - OLGA-Park	individual journeys NE12 Neumarkt - OLGA park	individual journeys NE12 Neumarkt - OLGA park
901	DU-Obermarxloh - Ruhrort - Duisburg Hbf - Zoo / Uni - MH-Monning - Broich - city center - Mülheim Hbf	15 ′	15 ′	30 ′ (in Mülheim)	N10CDU	Tram Duisburg , standard gauge

Future development

Planning in Mülheim an der Ruhr

There are currently plans to continue saving on the tram network until 2023. It is planned to discontinue lines or sections of the route, cancel stops and thin out the cycle. Line 102 will only run between Oberdümpten and Broich Friedhof and the section to Uhlenhorst will be omitted. In addition, the stops Schloß Broich, Buchenberg and Bessemerstr. can no longer be served. Line 104 is to be completely discontinued and line 112 is only to run between OB-Neumarkt and Oppspring or Tilsiter Str. And the stops Weißenburger Str., Rathausmarkt, Sandstr., MH-West and Dümptener Str. Are no longer to be served . Line 901 will be completely discontinued in the Mülheim city area and will only run between DU-Obermarxloh Runde and DU-Zoo / Uni. As a replacement for the Mülheim branch of line 901 and the northern branch of line 104, a new Metrobus line will then run every 15 minutes. In addition, it is still being examined to extend the U18 line to the Ruhr West University, which would also be affected by the savings measures. A total of 7 million euros should be saved. (As of May 22, 2019)

For a long time, the extension of line 112 from Kaiserplatz via Dickswall and Tourainer Ring to the main train station (above ground) was considered the most likely new route. The construction of an above-ground bus station to replace the current bus tunnel, which is not absolutely necessary, was planned as an advance payment for the implementation. However, these plans were abandoned in favor of maintaining tram traffic to Wertgasse in the event that line 110 (see above) was abandoned, at least by the majority of the council members.

Most promising are the plans to take line 102 to the Saarner Kuppe in order to reconnect the lively Saarn district to the tram network, which has not been supplied with attractive public transport for a long time. The route would lead on Heuweg via Saarner Straße, Straßburger Allee, Quellen- or Hagenauer Straße to Luxemburger Allee and then end in the area of ​​Brussels Allee. The route was kept free. The Heuweg - Uhlenhorst section is therefore at risk of being closed; In this case, the “Waldschlößchen” stop would in future be served by omnibus, whereby an extension of line 134 would be the most likely option, while the “Uhlenhorst” stop would be eliminated without replacement. The extension of tram line 102 to Saarn is registered in the public transport requirement plan of the state of North Rhine-Westphalia 2017–2030.

In view of the difficult budget situation in the city of Mülheim an der Ruhr, however, this plan is only supported by a minority of council members, so implementation seems unlikely at the moment.

Further concrete expansion plans are not planned for the time being. In the next few years, efforts will probably focus on maintaining and accelerating the existing lines, but proponents of radical austerity measures are also considering a massive cut or even the complete abolition of the existing network, especially since some lines are already due to maintenance backlogs on the fleet partly served by buses.

The possibility of extending the Ruhr tunnel to Duisburg by shortening tram line 901 and correspondingly lengthening the U18 light rail line and possibly connecting it to the U79 line to Düsseldorf has been put on record. In view of the cost perspective, both Duisburg and Mülheim have no interest in an underground extension of the U18 to Duisburg. As an alternative, Duisburger Strasse is to be rebuilt, thereby speeding up tram line 901. However, consideration is being given to extending the U18 line at least to the Rosendahl depot in order to improve the development of the university of applied sciences planned in the immediate vicinity.

On December 18, 2013, after long discussions, the Mülheim city council passed the new local transport plan, which provides for significant cuts in the tram. The following changes are planned:

1. Line 102 will be withdrawn from the Uhlenhorst stop to the Waldschlößchen, where a new connection point to the bus will be created, which will in future connect to the Uhlenhorst terminal. Since no course can be saved on the tram, the savings here are hardly worth mentioning.
2. Line 104 runs from Mülheim city center every 20 minutes to Kaiserplatz or every 20 minutes via the route 110 to Oppspring, from where it continues to the main cemetery endpoint. According to an agreement with the district government, the section between the main cemetery and the airport is now to be finally closed, so that dismantling can be expected soon.
3. Line 110 will be completely abandoned, the section between Thyssenbrücke and Friesenstrasse is to be opened up by a bus line, the route from Mülheim city center will in future be served by line 104.
4. Line 112 will be extended from Kaiserplatz via today's route 104 to the main cemetery.
5. The tram network is also to be reduced to a 15-minute cycle from 2017, when all 15 Flexity Classic (M8D-NF2) ordered have been delivered. This would significantly reduce the need for vehicles and would be able to offer a completely barrier-free tram network. To this end, the bus network is to be adapted in parts, whereby the dismantling of parallel traffic demanded by the district government will not happen.

From these politically motivated cuts, line 110 was discontinued in October 2015. The operating costs increased as a result of the newly established bus line compared to the previous tram operation. The same effect would also occur if line 102 was shortened, which is why this shutdown was initially not implemented for financial reasons.

It is also planned to renovate the Hauptbahnhof tram station from mid / late 2019 to 2022 and create a new roof structure. The existing 1970s-style, closed roof over the entrances to the two central platforms and the passage between the “Forum” shopping center and the DB platforms is to be replaced by an open construction made of glass for fire protection reasons.

Planning in Oberhausen

Tram line 105 at the terminus Unterstraße in Essen-Frintrop.

It is planned that far in Essen-Frintrop ending line 105 of Essen tram to extend to Oberhausen. From Frintrop it will initially run along Essener Straße and at the level of Mellinghofer Straße on the former site of the steelworks. It is then to be given a route between CentrO and the Rhine-Herne Canal and flow into the public transport route in a southerly direction at the gasometer level. The construction project should go into operation by 2018. However, in a council decision in Oberhausen on March 8, 2015, these plans were rejected by 57 percent votes against and a turnout of 23.26 percent. A realization of this project has therefore failed for the time being. According to a survey by Radio Essen , 59% of Essen residents want line 105 to be extended to Oberhausen. However, at the end of November 2015, the extension of tram line 105 from the cities of Essen and Oberhausen was again registered for the public transport requirement plan of the state of North Rhine-Westphalia, which will apply from 2017 to 2030. This means that from 2017 it will be possible to establish the tram connection between Essen and Oberhausen in the period up to 2030. In the 2017 local transport plan, the planned implementation of tram line 105 has been updated.

In earlier plans it was planned not to merge with the local public transport route, but rather to lead the new route of line 105 four kilometers further via Duisburger, Concordia, Friedrich-Karl and Poststrasse to Oberhausen main station and on to Havensteinstrasse, in order to do that too The city center of Alt-Oberhausen can be better accessed by tram. In 2001, in connection with the “Zukunftspark O.Vision” project, it was announced that line 105 would be extended to the former steelworks site on Osterfelder Strasse, where the disused production hall was to be transformed into a “breathtaking public transport station”. However, these plans could not be implemented, which is why all further plans to extend the route are subject to feasibility.

See also : ÖPNV-Trasse Oberhausen # Tram line 105  and tram route Essen – Oberhausen

In addition, an approximately two-kilometer connection from the intersection of Danziger / Mülheimer Strasse via Danziger Strasse and the Zechenbahn (road) to Mülheim-Dümpten to the Auf dem Bruch stop is to be created in the medium term . The standardized assessment was carried out for this section as early as the 1990s. This measure is also registered in the public transport requirement plan of North Rhine-Westphalia 2017–2030.

In addition to these projects linking the two cities, an extension of tram line 112 to Schmachtendorf is also planned. This is to be led along Weseler Straße past Alsfeld and the Dunkelschlag settlement to the Holten train station and then from there directly to Schmachtendorf Mitte to the Heinrich Böll Comprehensive School. The route should be located completely east of the Oberhausen – Arnhem railway line . This measure is also registered in the public transport requirement plan of North Rhine-Westphalia 2017–2030. The extension of tram line 112 to Schmachtendorf is planned in the current local transport plan. However, the extension of tram line 105 to Oberhausen has priority over the extension of tram line 112 to Schmachtendorf.

literature

• Dieter Höltge: Trams and light rail vehicles in Germany. Volume 4: Ruhr area. EK-Verlag, Freiburg i.Br. 1994, ISBN 3-88255-334-0 .
• Stefan Göbel: The new STOAG . In: city ​​traffic . No. 7 , 1996, ISSN  0038-9013 , pp. 6-12 .

Web links

Commons : Tram Mülheim an der Ruhr  - Collection of pictures, videos and audio files

Commons : Straßenbahn Oberhausen  - Collection of pictures, videos and audio files

• Website of the Ruhrbahn Mülheim
• STOAG website
• Private page about the Oberhausen tram
• Complete track network
• Remnants of former tram routes in the Rhine-Ruhr-Wupper area
• Tram-Germany - MhVG fleet lists with pictures and information of the trams and light rail vehicles
• Tram Germany - STOAG fleet lists with pictures and information of the trams

Individual evidence

1. ↑ Mirco Stodollick: Mülheim's application to cap tram line 104 rejected. WAZ, March 22, 2013, accessed March 22, 2013 . 
2. ↑ Route map of the Oberhausen tram in 1960
3. ^ Westdeutsche Allgemeine Zeitung: City of Mülheim registers tram to Saarn as a funding project
4. ↑ State increases funding for line 105 between Oberhausen and Essen. on: derwesten.de , October 18, 2011.
5. ↑ Stoag plans to extend tram line 105 by 2018 . on: derwesten.de , January 22, 2014.
6. ^ City of Oberhausen: referendum on March 8, 2015 - overall result
7. ↑ Radio Essen Large Radio Survey ( Memento of the original from June 20, 2015 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. 
8. ↑ ^{a b c} Westdeutsche Allgemeine Zeitung: STOAG continues to rely on line 105
9. ^ Westdeutsche Allgemeine Zeitung: Line 105: Second attempt for the expansion
10. ↑ ^{a b} Oberhausen local transport plan from 2017
11. ↑ Planning for line 105. on: strab-ob.de , July 13, 2004.
12. ^ Rainer Suhr: Visions for 8000 new jobs. Oberhausen plans for the future on the former steelworks site. In: Oberhausen '02 - a yearbook. Pp. 27-31.