Munich tram

Tram Munich
Three of the series in use in the Einsteinstrasse depot (from left to right: P , R 2.2b and S )
Basic information
Country	Germany
city	Munich
opening	October 21, 1876 (horse-drawn tram) 1895 (electric)
operator	Munich transport company
Transport network	Munich Transport and Tariff Association
Infrastructure
Route length	82 km
Formerly the largest route	134 km
Track length	150 km
Gauge	1435 mm ( standard gauge )
Power system	750 volts = ( overhead line )
Stops	174
Depots	1
business
Lines	13
Clock in the peak hours	4 - 10 min.
Clock in the SVZ	20 min.
Cruising speed	18.7 km / h
vehicles	126
Top speed	60 km / h
statistics
Reference year	2018
Passengers	approx. 122 million
Residents in the catchment area	1.631 million
Mileage	1.56 billion kilometers of usable space
Geographical network plan (as of December 2018)

The Munich tram - officially and in local parlance referred to as the tram - is the tram of the city of Munich . It is operated by the Münchner Verkehrsgesellschaft (MVG) and is integrated into the Munich Transport and Tariff Association (MVV).

The Munich tram started operating on October 21, 1876. Initially, the wagons were pulled by horses, but between 1895 and 1918 the network was gradually electrified so that electric railcars replaced the animals. During the First and Second World Wars and during the Soviet Revolution , the tramway in Munich could only run to a limited extent and in 1945 operations had to be completely shut down for just under a month. After it was put back into operation, the route network was expanded and in 1964 reached its largest extension with a length of 134 km. With the newly opened subway , the tram should be replaced over the years. In 1986, however, the Munich city council decided - after massive public protests - to keep the tram, and the tram network has been expanded again since 1996.

With the exception of a section of line 25 in Grünwald, the 82-kilometer route network is exclusively in the Munich city area. According to the timetable, a maximum of 100 of 126 vehicles will be used simultaneously on thirteen routes (as of July 2019). In 2018, 122 million out of a total of 596 million passengers on the MVG were carried by tram. This corresponds to a share of 20 percent. 108 of the 174 stops are served around the clock by four night lines .

Operation and route network

The network consists of ten tram lines, which run from around 4:45 a.m. to 1:30 a.m. of the following day, usually at 10-minute intervals (20-minute intervals during the late hours) and three more only temporarily on shortened routes running lines are reinforced. When these daily lines and the underground are closed, four night lines run from Friday to Saturday and Saturday to Sunday every 15 or 30 minutes and every hour on the other nights.

Day lines

line	course	Hold.	Travel time	Tact	Late clock	OSM
	Scheidplatz - Hohenzollernplatz - Leonrodplatz - Rotkreuzplatz - Romanplatz	17th	22 min	10 min	20 min	there back
	Max-Weber-Platz - Rosenheimer Platz - Ostfriedhof - Silberhornstraße - Wettersteinplatz - Großhesseloher Bridge (only Mon-Sat, reinforced line 25)	17th	24 min	10 min	-	there back
	Romanplatz - Donnersbergerstraße - Hackerbrücke - Central Station - Karlsplatz ( Stachus ) - Sendlinger Tor - Isartor - Maxmonument - Lehel - Effnerplatz (- Arabellapark / Klinikum Bogenhausen - St. Emmeram ) (Effnerplatz - St. Emmeram only in the HVZ as reinforcement of line 17)	26 (35)	39 min (50 min)	10 min	20 min	there back
	Amalienburgstraße - Romanplatz - Donnersbergerstraße - Hackerbrücke - Central Station - Karlsplatz ( Stachus ) - Sendlinger Tor - Isartor - Gasteig - Max-Weber-Platz - Effnerplatz - Arabellapark / Klinikum Bogenhausen - St. Emmeram	41	57 min	10 min	20 min	there back
	Gondrellplatz - Westendstraße - Lautensackstraße - Trappentreustraße - South Central Station - Karlsplatz ( Stachus ) - Sendlinger Tor - Mariahilfplatz - Ostfriedhof - Giesing Bahnhof - Schwanseestraße	30th	42 min	10 min	20 min	there back
	Pasing Bahnhof - Willibaldplatz - Fürstenrieder Straße - Lautensackstraße - Trappentreustraße - Central Station - Karlsplatz ( Stachus ) Nord - Theatinerstraße - Maxmonument - Maximilianeum - Max-Weber-Platz - Berg am Laim Bahnhof	34	50 min	10 min	20 min	there back
	Moosach Bahnhof - Westfriedhof - Leonrodplatz - Stiglmaierplatz - Central Station - Karlsplatz ( Stachus )	17th	22 min	10 min	20 min	there back
	Westfriedhof - Leonrodplatz - Stiglmaierplatz - Central Station North - Karlsplatz ( Stachus ) North - Theatinerstraße - Maxmonument - Maximilianeum - Max-Weber-Platz - Ostbahnhof - Kreillerstraße - St.-Veit-Straße	28	37 min	10 min	20 min	there back
	Münchner Freiheit - Potsdamer Straße - Parzivalplatz - Schwabinger Tor - Am Münchner Tor - Anni-Albers-Straße - Domagkstraße - Schwabing Nord ( peak hours every 5 (sometimes 4) minutes, SVZ every 20 minutes, otherwise every 10 minutes)	7th	9 min	4/5/ 10 minutes	20 min	there back
	Max-Weber-Platz - Rosenheimer Platz - Ostfriedhof - Silberhornstraße - Wettersteinplatz - Großhesseloher Bridge - Grünwald , Derbolfinger Platz	23	31 min	10 min	20 min	there back
	Petuelring - Hohenzollernplatz - Kurfürstenplatz - Karolinenplatz - Karlsplatz ( Stachus ) - Sendlinger Tor (late hours: Fri / Sat every 10 min, otherwise every 20 min)	15th	20 min	10 min	10/20 min	there back
	Scheidplatz - Kurfürstenplatz - Karolinenplatz - Karlsplatz ( Stachus ) - Sendlinger Tor (only from 7 a.m. to 8 p.m. / Sun: 12 p.m. to 7 p.m., reinforced line 27)	12	16 min	10 min	-	there back
	Willibaldplatz - Fürstenrieder Straße - Lautensackstraße - Trappentreustraße - Central Station - Stiglmaierplatz - Munich University of Applied Sciences (only Mon-Fri; no operation during the Christmas and summer holidays; bus lines 19, 20 and 21 are increased)	19th	27 min	10 min	-	there back
E7	MVG Museum - Giesing Bahnhof - Ostfriedhof - Rosenheimer Platz - Ostbahnhof (only back) - Max-Weber-Platz (only during opening times of the MVG Museum; every 30 minutes)	10 13	17 min 22 min	30 min	-

• 

  A line 16 car crosses Mae West

• 

  A car on line 18 at the Maxmonument . Line 16 now runs here.

• 

  S-Wagen 2319 crosses the pedestrian zone in Theatinerstrasse

• 

  Tram leaves Munich University of Applied Sciences

• 

  Line 23 at the final stop Münchner Freiheit

Night lines

Night line N19 on St.-Veit-Straße

The following lines operate on the tram night network:

• Amalienburgstraße - Effnerplatz (section of line 17 )
• Pasing Bf - St.-Veit-Straße
  • Pasing Bf - Max-Weber-Platz like line 19
  • Karlsplatz (Stachus) - St.-Veit-Straße like line 21
• Moosach Bf - Karlsplatz (Stachus) (like line 20 )
• Petuelring - Großhesseloher Bridge
  • Petuelring - Sendlinger Tor like line 27
  • Karlsplatz (Stachus) - Ostfriedhof like line 18
  • Ostfriedhof - Großhesseloher Brücke like line 25

These lines and other night bus lines run daily from around 1:30 a.m. to 4:30 a.m. On the nights from Friday to Saturday and Saturday to Sunday, there is a 30-minute cycle, on the N19 and N27 lines even a 15-minute cycle in some sections. The night lines run every hour on the remaining nights. At the Stachus , the central meeting point for all night lines, connections between all four tram lines and the bus lines N40 and N41 are secured at 1:30 a.m., 2:30 a.m., 3:30 a.m. and 4:30 a.m. (on weekends even every half hour) .

Special trips

Since 1994 the Christkindltram has been making its rounds on the Altstadtring in December

In principle, Munich trams can be rented for special trips. There is a regular special line called Christkindltram in December , which operates a circular route with the start and end of the Sendlinger Tor stop. This tram is decorated for Christmas, Christmas music is played in the car and hot drinks and gingerbread are served. Furthermore, city ​​tours are regularly offered under the name MünchenTram ; In addition, a so-called party tram can be rented (mostly P-cars). As Christmas Tram and MünchenTram coming M-railcars in 2412 with the M-3407 sidecar used.

Construction lines

R-car on construction site line 37 with a diversion symbol

In the case of major construction work at important junctions, several lines can usually no longer run on their normal route and must be divided or rerouted. Since 2005, MVG has been using construction site lines with line numbers from 30 to 39: For example, the western branches of lines 17 and 18 were linked together, and the newly created line was given line number 37. This allows passengers to better access the Set change of line path.

In October 2017, a construction site line "U2" was used because there were obstructions in the underground between the main station and Sendlinger Tor.

The diversion symbol is used to mark a construction line, which is inserted into the position of the night line sign on the windshield of R2 and R3 cars. Instead, the older type P high-floor trains have a conspicuous yellow destination sign with a diversion symbol.

If tram lines are completely discontinued and replaced by buses in the rail replacement service , the replacement line was given a "hundred number" for some time, for example, tram line 18 becomes SEV bus line 118. Bus line 123 also ran in advance until the newly built tram line opened 23. In the meantime, however, the normal line numbers are used here. Replacement buses with the numbers 18 and 19 will be running in 2017.

Electrical equipment

Since 2001, the voltage of the contact line has been 750 volts direct current, previously 600 volts direct current was used. Different overhead line systems are used on the line network: Mainly in Munich the single contact line is used, where the contact wire is guyed between the contact line masts. On newly built routes, the catenary is more likely to be used, where the catenary is carried by an additional support rope, so that larger mast spacings are possible. A copper-alloyed contact wire with a diameter of approximately 12 millimeters is used as the overhead line.

history

The beginnings - 1876 to 1900

Horse tram

Share in Münchner Trambahn-Actiengesellschaft from 1888

Horse tram car in Munich in the 19th century on Karolinenplatz

Due to the economic upturn in the city of Munich from the middle of the 19th century and the growing number of inhabitants, the need for transport increased sharply. As in many larger cities, the tram in Munich goes back to private companies. On June 16, 1869, the wage coachman Michael Zechmeister set up a horse-powered bus network , which was also known colloquially as the Groschenwagen . The network consisted of five lines operated every 20 minutes. The goal, however, was to build a horse-drawn tram on rails, which the city did not see as worthwhile. In the same year the American SA Beer tried to get a concession for a horse-drawn tram, but he did not succeed. After horse trams had already been set up in many other cities, a consortium from Magdeburg also received a concession in Munich in 1869 to build three horse tram lines. The project failed due to funding. The Munich magistrate approved the construction of a horse-drawn tram in 1873, but the Munich police department forbade the laying of the tracks in the city center, so the project was delayed. After the Munich magistrate granted the Belgian Edouard Otlet a concession on March 26, 1876, the police department finally approved the construction. Otlet undertook to initially establish an east-west line ( Nymphenburg Palace - Nymphenburger Landstrasse - Dachauer Strasse - Bahnhofsplatz - Karlsplatz with a fork to the north via Lenbachplatz to Promenadeplatz and to the south via Sendlinger Tor and Zweibrückenstrasse to Haidhauser Bahnhof ) and a north-south line (Großwirt in Schwabing [today Münchner Freiheit ] - Schwabinger Landstraße [today Leopoldstraße ] - Ludwigstraße - Brienner Straße - Hauptbahnhof - Theresienwiese ) as a horse-drawn tram.

On October 21, 1876, the first line of the horse-drawn tram from Promenadeplatz to Burgfrieden- Maillingerstraße on what was then the city limits began operating as the first section of the east-west line. On the first day of the journey, the Munich Tramway Ed. Otlet 5092 passengers. 48 horses were acquired to operate the horse-drawn railway. A year later, the branch from Karlsplatz via Sendlinger Tor to Zweibrückenstraße was opened. After two years, all contractually agreed lines were built. Since the director of the tram company and Otlet could not speak German, the Munich magistrate decided to hand over the tram operation and the tram network to the newly founded Münchner Trambahn AG on August 25, 1882.

The horse-drawn tram was rapidly expanded again in 1882 and 1883. In 1885 there were already seven lines, which were marked by different colored line signs. Line numbers did not exist back then. Because of the long dispute with the Munich magistrate, who initially believed that the tram would deface the cityscape, the east-west old town route from Karlsplatz via Marienplatz to Isartor could not be opened until 1888. In 1890, Münchner Trambahn AG opened a ring line that ran from the station forecourt via Sendlinger-Tor-Platz, Isartor and the Maxmonument back to Bahnhofsplatz. In 1892, Münchner Trambahn AG operated nine tram lines. There were no fixed stops, the horse-drawn trams stopped when you gave the driver a sign that you wanted to get on.

Horse train network 1892:

Line color	route
White	Grünwaldpark - Karlsplatz - Promenadeplatz - Adalbertstrasse
red	Ring line : Bahnhofsplatz - Sendlinger-Tor-Platz - Isartorplatz - Maxmonument - Ludwigstraße - Theresienstraße - Bahnhofsplatz
green	Landsberger Strasse - Karlsplatz - Schwabing
White	Hoftheater - Maxmonument - Ostbahnhof - Rosenheimer Berg
green	Frauenstrasse - Au - Freibadstrasse
blue	Karlsplatz - Sendling
yellow	East-west old town route : Hauptbahnhof - Marienplatz - Ismaninger Straße
green	Färbergraben - Isartalbahnhof
White	Central station - Giesing

In 1894 the Münchner Trambahn AG owned 758 horses, this was the largest number of horses that the Munich tram ever reached. In 1895, after long negotiations with authorities and house and landowners, the line from Färbergraben to Isartalbahnhof was electrified as the first line . In this context, the pulling of horse-drawn cars as sidecars was tested for the first time. Full electrical operation on the line was approved on June 27, 1895. The electrification of the network proceeded rapidly from then on and was completed by 1900. The last horse tram ran on August 15, 1900 on the line from Promenadeplatz to Hohenzollernstrasse.

Steam tram

Steam tram 1885 at Stiglmaierplatz

On June 9, 1883, Münchener Trambahn AG opened a steam tram from the main train station to Nymphenburg. Up until 1892 there was a level crossing with the Munich – Regensburg railway line at today's Landshuter Allee . The maximum speed was 8 km / h until 1886, from 1886 12 or on some sections 16 km / h. A ticket from the central station to Nymphenburg cost 20 pfennigs. The excursion line soon experienced an unexpected rush, on Sundays the trains were usually heavily overloaded. However, there were also problems, because horse-drawn carts shied away from the noisy steam locomotives and ran through, which repeatedly led to accidents. The steam tram was therefore relocated from the narrow Nymphenburger Strasse to less busy parallel streets in 1890 . Consideration was given to building further steam tram lines, for example to Wolfratshausen , but this was no longer necessary after the construction of the Isar Valley Railway . On July 14, 1900, the steam tram operation was stopped.

Ungererbahn

→ Main article : Ungererbahn

Ungererbahn with Remise

On June 1, 1886, August Ungerer , the owner of the "Schwabinger Würmbad" (later Ungererbad ), opened an electric tram, the Ungererbahn , in Munich at his own expense, which connected his bathing establishment to the tram network. It was the third electric tram in Germany, but was discontinued in 1895 due to insufficient capacity, instead the horse-drawn tram was extended to the newly built Nordfriedhof. The electric Ungererbahn was initially replaced by a horse-drawn tram line.

Electrification and further expansion from 1895 to 1918

From 1891 the Münchner Trambahn AG planned to electrify the horse-drawn tram lines. To finance the project, the electrical system was presented to the community colleges. As a result, on June 25, 1894, an electrical test operation on the horse-drawn tram line Färbergraben – Isartalbahnhof was applied for, which the city also agreed to. The project was delayed by the late approval of the Royal Ministry of State in 1895. The overhead line could be set up in March, trial operations began from June 17 to 22, 1895, and passengers were also transported from June 23, 1895. On the same line, however, in addition to the electric tram cars, horse-drawn trams drove, as the exclusively electric operation was not approved until a week later, on June 27, 1895. The horse-drawn tram cars were now used as sidecars for tram trains. In the same year, the horse-drawn tram line from the station forecourt to Giesing was electrified and extended to the Ostfriedhof in the following year. For the time being, Münchner Trambahn AG refrained from electrifying the other horse-drawn tram lines, as it would no longer have been worthwhile due to the expiring concession to operate the tram network with the city of Munich. In a contract with the city of Munich it was decided that the Münchner Trambahn AG would receive grants for the construction of the overhead lines. In return, the city of Munich was given greater influence over the management of the tram.

Munich tram conductor (1917)

In November 1897, electrical operation was started on the horse-drawn tram line from Freibadstrasse to Heiliggeistkirche . Artist communities and the royal court criticized the overhead lines as they "spoiled" the cityscape . The Munich magistrate thereupon called for the investigation of alternative options for feeding in electricity. The Elektrizitäts-AG opened in 1896 . before Schuckert & Co. set up a test track in Goethestrasse, where the current was transmitted via contact blocks in the middle of the track. Due to the high risk of accidents, this system was not included in the planned operation, whereupon the test track was dismantled in 1902. Tests with battery-powered vehicles were also carried out, but they were also unsuccessful. On the route from the Schiller Monument via Odeonsplatz to Galeriestraße, the supervisory authority did not allow the installation of an overhead line. In order to still use electric trams on the route, a towing operation was set up on February 19, 1900, in which the railcars were pulled by small battery locomotives. For this purpose, a total of six battery locomotives were procured and parking and shunting tracks were built. After an overhead line was finally approved, operation with battery locomotives was discontinued on March 15, 1906.

The last horse-drawn tram line from Promenadeplatz to Hohenzollernstrasse was electrified on August 15, 1900. In total, electrification cost eight million marks, twice as much as originally estimated. By 1912, the network in the urban area was further consolidated in order, among other things, to be able to establish a 5-minute cycle on the most important lines. The tram ran from 5:30 a.m. to around 1:00 a.m., the fare was 10 pfennigs per trip. For workers, however, the tariffs were too expensive, so that the trams carried the most passengers on Sundays with around 160,000 annually. On weekdays, only about 120,000 passengers took the tram each year. There was a conductor in every tram, wearing a blue uniform and a silver cap. Women were not common conductors until the First World War .

The lines marked with line colors were provisionally given line numbers with Roman numerals from 1900, but they were not written on the trams. On October 11, 1905, Münchner Trambahn AG introduced official line numbers in Arabic numerals. The lines have now been marked with the line number and still with the line color.

Tram network 1906:

Line color (until 1906)	Line number (from 1906)	route
White	1	Nymphenburg - Rotkreuzplatz - Central Station - Marienplatz - Ostbahnhof
red	2	Nordring : Hauptbahnhof - Sendlinger Tor - Isartor - Max II Monument - Galeriestraße - Ludwigstraße - Theresienstraße - Hauptbahnhof
green	3	Main station - Maximiliansplatz - Odeonsplatz - Schwabing - Feilitzschstraße - Nordfriedhof
yellow Red	4th	Neuhausen - Stiglmaierplatz - Karlstrasse - Lenbachplatz - Promenadeplatz - Maximilianstrasse - Max-Weber-Platz - Ostbahnhof
green	5	Heiliggeistkirche - Gärtnerplatz - Reichenbachbrücke - Au - Freibadstraße
blue	6th	Leopold- / Hohenzollernstraße - Kurfürstenplatz - Barer Straße - Karlsplatz - Harras - Neuhofen - Boschetsrieder Straße
yellow, light red	7th	Schleissheimer / Georgenstraße - Josephsplatz - Augustenstraße - Central Station - Sendlinger Tor - Fraunhoferstraße - Ostfriedhof
	8th	Schleissheimer / Georgenstrasse - Riesenfeld
yellow, light red-green	9	Bogenhausen - Valley - Karlsplatz - Landsberger Strasse
green	10	Rindermarkt - Sendlinger Tor - Isartalbahnhof
	11	Rotkreuzplatz - Marienplatz - Ostbahnhof
	12	Südring : Hauptbahnhof - Goetheplatz - Ostfriedhof - Max-Weber-Platz - Maximilianstrasse - Promenadeplatz - Hauptbahnhof
	14th	Westfriedhof - Neuhausen - Stiglmaierplatz - Karlstrasse - Lenbachplatz - Promenadeplatz
	15th	Heiliggeistkirche - Gärtnerplatz - Reichenbachbrücke - Ostfriedhof
	16	Leopoldstrasse / Hohenzollernstrasse - Kurfürstenplatz - Barer Strasse - Karlsplatz - Harras
	17th	Schleissheimer- / Georgenstraße - Josephsplatz - Augustenstraße - Central Station - Goetheplatz - Humboldt- / Pilgersheimer Straße (- Ostfriedhof)
	18th	Waldfriedhof - Sendling - Sendlinger Tor (- Rindermarkt)
	20th	Max II Monument - Oettingenstrasse - Max Joseph Bridge

More lines were built up until the First World War. The line to the then new forest cemetery , which was built in 1904, was the first Munich tram line to run on its own track, using Vignole rails instead of the grooved rails previously laid in the streets . In 1907 the north-south route through Munich's old town from Sendlinger Tor via Rindermarkt , Marienplatz and Theatinerstraße to Odeonsplatz was laid on its own route. On July 1, 1907, the city's concession contract with Münchner Trambahn AG expired, and the city of Munich now took over tram operation as the Munich City Tramway .

On December 16, 1908, the municipal tram opened the first long - distance line to Pasing . It was run as an interurban tram behind the Munich city limits on its own, higher-lying route next to Landsberger and Agnes-Bernauer-Strasse to Pasinger Marienplatz . From 1908 until the construction of the extension to the Pasing S-Bahn station from December 9, 2012, the narrowest radius of the entire tram network was at Pasing Marienplatz, at 14.5 meters. The average speed on line 29 (now line 19) was 18 km / h. On August 12, 1910, another overland tram to Grünwald was opened as lines 25 and 35 (today line 25), which was mainly used as an excursion line to the Isar floodplain.

With the outbreak of war in 1914, there were severe restrictions in tram traffic due to mass drafting of staff and energy-saving measures. Conductors were hired for the first time in 1915 to meet staffing needs. Due to the lack of energy, the situation towards the end of the war became more and more difficult, especially as there were more and more strikes in the last days of the war.

Expansion and times of need - 1919 to 1945

The tram also suffered from the fighting during the Soviet Revolution of 1919. Overhead lines and vehicles were destroyed by the fighting, and operations had to be stopped at times.

On May 7, 1919, tram operation was resumed. From 1920 operations could run more smoothly again; track construction was also started again. From 1922, however, hyperinflation forced ever greater restrictions on operations. The tariffs rose accordingly. A ticket for the lowest tariff (2 sections) cost 1.50 marks on March 1, 1922, 5 marks on August 5, 1922, 70 marks on December 31, 1922, 1500 marks on June 29, 1923 and finally in November 1923 up to 200 billion marks.

The 1928 general line plan shows that before the Great Depression there were still extensive expansion plans for the Munich tram

Things started to improve again from 1924 - the fleet of vehicles could be modernized and new routes went into operation, e.g. B. to Ramersdorf, Berg am Laim (1926 as line 31,) sections of the planned “Great Ring” (line 22) and others - from 1929 onwards, the global economic crisis affected the operation of the Munich tramway. The tram was the dominant inner-city means of transport that had prevailed among the broader population during the First World War. In the Weimar Republic, the means of transport in Munich "achieved average values ​​of more than half a million passengers per day."

In the following decade, plans by the National Socialists envisaged an oversized renovation of the “ capital of the movement ”. The trams opposed Hitler's expansion plans. He wanted wide streets, monumental buildings and parking lots instead of rails and overhead lines. In this context, the tram should be replaced by a subway. In addition, it was decided in 1934 to introduce inner-city bus transport. Its green paintwork was adapted in 1940 to the white-blue paintwork of the trams following a directive from Hitler.

This was to demonstrate that the tram is now inadequate. "The upgrading of the buses went hand in hand with a decline in the tram. While the National Socialist city tour did not miss any opportunity to stage its construction work, it did without an opening ceremony for the only new tram route built in the 'Third Reich' between Donnersbergerstrasse and Romanplatz." The decline of the railways was not a specific feature of Munich. Christian Weber referred to Paris, where the tram was shut down between 1929 and 1938. Due to the self-sufficiency policy of the German Reich - imported fuels were required for combustion engines - the tram supporters were able to prevail from the end of 1936.

The Munich tram network was retained and was reorganized into main lines and operational lines. The following network existed on January 1, 1939:

• 01 Berg am Laim - Ostbahnhof - Marienplatz - Hauptbahnhof - Seidlstrasse - Nymphenburger Strasse - Romanplatz
• 02 north ring
• 03 Kölner Platz - Münchner Freiheit - Odeonsplatz - Central Station - Arnulfstrasse - Romanplatz - Botanical Garden
• 04 Ramersdorf or Ostbahnhof - National Theater - Karlstrasse - Nymphenburger Strasse - Hanauer Str.
• 05 Viktualienmarkt - Maria-Hilf-Platz - Candidplatz
• 06 Freimann - Stachus (or Marienplatz) - Sendlinger Tor - Harras - Waldfriedhof
• 07 Milbertshofen - Nordbad - Central Station - Fraunhoferstr. - Ostfriedhof - Perlacher Forest
• 08 Kurfürstenplatz - Stachus - Harras - Hofmannstrasse
• 09 Herkomerplatz - Ludwigsbrücke - Stachus - Westendstrasse
• 12 Südring
• 14 Isartalbahnhof - Sendlinger-Tor-Platz - Stachus - Dachauer Straße - Moosach
• 15 Viktualienmarkt or Sendlinger-Tor-Platz - Ostfriedhof - Großhesselohe
• 17 Nikolaiplatz - Nordbad - Central Station - Pilgersheimer Straße - Ostfriedhof
• 18 Kurfürstenplatz - Barer Str. - Stachus - Implerstraße - Thalkirchen (zoo)
• 19 Steinhausen - Marienplatz - Central Station - Laim - Westend
• 21 Neuhausen - Nymphenburger Str. - Seidlstrasse - Marienplatz - Ostbahnhof
• 22 Nikolaiplatz - Nordbad - Leonrodplatz - Rotkreuzplatz - Heimeranplatz - Harras (or Hofmannstraße during rush hour)
• 23 Kölner Platz (or Feilitzschplatz) - Central Station - Donnersberger Str. - Steubenplatz
• 24 Westfriedhof (Hanauer Str.) - Neuhausen - Nymphenburger Str. - Seidlstr. - Marienplatz - Ramersdorf
• 25 Viktualienmarkt - Ostfriedhof - Großhesselohe - Grünwald
• 26 Nordfriedhof - Marienplatz (or Stachus) - Sendlinger Tor - Harras - Waldfriedhof
• 27 Milbertshofen or Nordbad - main station - Fraunhoferstraße - Martinsplatz
• 28 Sendlinger-Tor-Platz - Harras - Hofmannstraße
• 29 Prinzregentenplatz - Max II Monument - Central Station - Pasing
• 30 Herkomerplatz - Max II Monument - Isartor - Isartalbahnhof
• 34 Westfriedhof (Hanauer Strasse) - Dachauer Strasse - Karlstrasse - Max II Monument - Ostbahnhof
• 38 Sendlinger-Tor-Platz or Promenadeplatz - Implerstraße - zoo
• 39 Steinhausen - Marienplatz - Laim (or Pasing)

The lines in normal font are main lines, the lines in italics are operational lines that do not run all day.

The beginning of the Second World War initially brought severe restrictions on regular services again because of the mass conscription of drivers for military service; some operational lines have been discontinued, the clock has been thinned out on other lines. From October 1, 1939, women were hired for conductors. The bombing war since 1942 had the consequence that the rail network was increasingly damaged and ultimately largely destroyed. Regular operation was hardly possible during the last months of the war in 1944 and 1945; at times the tram could no longer run at all. In some cases, temporary auxiliary trams, such as the so-called "Bockerlbahn", operated as a replacement for the trams. On April 29, 1945 there was initially a partial timetable with a few lines, but from 11:00 in the morning there was a continuous alarm because of the approaching American ground troops, and all tram traffic was stopped.

Restoration and greatest expansion - 1945 to 1972

As a result of the war, the rail network was badly damaged and operations were initially suspended. From May 22, 1945, two small outer lines operated again, namely line 7 Ostfriedhof - Friedhof am Perlacher Forst and line 19 Max-Weber-Platz - Steinhausen. The following day, line 15 was added between Ostfriedhof and Großhesseloher Brücke, and eight more lines were put into operation on May 24, 1945: Line 1 Sendlinger-Tor-Platz - Isartorplatz - Max-Weber-Platz - Ostbahnhof, line P1 Ramersdorf - Ostbahnhof - Berg am Laim, Line 6 Hofmannstraße-Harras, Line 7 Sendlinger-Tor-Platz - Ostfriedhof - Friedhof am Perlacher Forst, Line 8 Sendlinger-Tor-Platz - Waldfriedhof, Line 10 Sendlinger-Tor-Platz - Isartalbahnhof, Line 12 Max -Weber-Platz - Wettersteinplatz and line 19 Sendlinger-Tor-Platz - Müllerstraße - Max-II-Monument - Max-Weber-Platz - Steinhausen, further routes in the following days.

It went on like this, and it was not until February 16, 1947 that trains were able to run again on the east-west connection Karlsplatz (Stachus) - Marienplatz - Isartorplatz for the first time. The north-south old town crossing was no longer in operation. Even before the war, the lines in question had crossed Stachus on weekdays instead of Marienplatz. A bus line ran through the old town between Odeonsplatz and Sendlinger Tor.

By the mid-1950s, the route network was restored except for a few lines. However, the increasing individual traffic ensured that the tram had more and more problems. In the inner city area, the trams were hardly faster than pedestrian pace, and it could happen that the tram from the main train station to Marienplatz took 20 minutes. Because of this, and since Munich became a metropolis of over a million in 1957, the city resumed planning for a subway.

Route network 1964

From the end of the 1950s, new routes were built into the rapidly growing satellite towns and districts such as Hasenbergl , Freimann Nord and Fürstenried were connected to the network. This was now done using its own track structure, which was later to be used for the newly planned sub-paving tram. They should only run underground in the city center. In 1963, the following tunnels were planned for the construction of an underground tram:

• 0 Nordbad - Stiglmaierplatz - Central Station - Sendlinger Tor - Fraunhoferstraße - Giesing Bahnhof
• 0 Münchner Freiheit - Odeonsplatz - Marienplatz - Sendlinger Tor - Sendlinger Berg
• 0Heimeranplatz - Old Exhibition Grounds at Theresienhöhe - Karlsplatz - Max-Weber-Platz
• 0Kurfürstenplatz - Barer Straße - Karlsplatz - Sendlinger Tor - Grossmarkthalle (roughly at the height of today's Implerstraße underground station)

On January 24, 1964, however, the city council stopped the plans to build a light rail and instead decided to start building a “real” subway immediately .

However, the first line closures also took place at this time. As the first tram line, the "Kohlrabi Express" (line 5) Viktualienmarkt - Candidplatz was converted to bus operation in 1960 (with partly changed and expanded routes). In 1961 line 37 (Ostbahnhof - Nordbad) known as "Ruinenschleicher" was also extended to z. T. other route replaced by a bus.

As a result of the various extensions to the outer line, the Munich tram network reached its greatest extent in 1964, despite the aforementioned closures, with a route network length of 134 kilometers.

The route network from 1966 comprised the following routes:

• 01 Moosach - Hauptbahnhof - Marienplatz - Ostbahnhof - Berg am Laim
• 02 Scheidplatz - Münchener Freiheit - Tengstrasse - Augustenstrasse - Central Station - Exhibition Center - Am Harras (- Waldfriedhof)
• 03 Nymphenburg (Amalienburgstrasse) - Romanplatz - Arnulfstrasse - Central Station - Stachus - Odeonsplatz - Münchner Freiheit - Scheidplatz - Harthof
• 04 Gern (Westfriedhof) - Neuhausen - Karlstraße - Max-II-Monument - Max-Weber-Platz - Ostbahnhof
• 06 Nordfriedhof - Odeonsplatz - Stachus - Sendlinger-Tor-Platz - Am Harras - Waldfriedhof - Lorettoplatz
• 07 Milbertshofen (Anhalter Platz) - Nordbad - Stachus - Sendlinger Tor - Ostfriedhof - Friedhof am Perlacher Forst
• 08 Hasenbergl - Scheidplatz - Barer Straße - Stachus - Sendlinger-Tor-Platz - Am Harras - Ratzingerplatz - Fürstenried-West
• 09 Kleinhadern (Gondrellplatz) - Westend - Theresienwiese - Central Station - Marienplatz - Max-Weber-Platz - Bogenhausen ( Effnerplatz )
• 10 Sendlinger-Tor-Platz - Isartalbahnhof
• 11 Kleinhadern (Gondrellplatz) - Westend - Central Station - Marienplatz - Rosenheimer Straße - Michaelibad (rush hour only)
• 12 Bogenhausen (Effnerplatz) - Max-Weber-Platz - Rosenheimer Platz - Ostfriedhof - Wettersteinplatz
• 15 Sendlinger-Tor-Platz - Ostfriedhof - Großhesselohe or Grünwald
• 17 Milbertshofen (Anhalter Platz) - Nordbad - Central Station - Goetheplatz - Obergiesing (Wettersteinplatz)
• 19 Pasing - Laim - Central Station - Marienplatz - Max-Weber-Platz - Steinhausen
• 20 Bogenhausen - Tivoli - Max II Monument - Isartor - Sendlinger Tor - Thalkirchen (animal park)
• 21 Nymphenburg (Romanplatz) - Nymphenburger Strasse - Central Station - Marienplatz - Rosenheimer Strasse - Ramersdorf
• 22 Schwabing (Nikolaiplatz) - Leonrodplatz - Rotkreuzplatz - Exhibition grounds - Am Harras or Obersendling (Ratzingerplatz)
• 25 Sendlinger-Tor-Platz - Ostfriedhof - Großhesselohe - Grünwald
• 29 Pasing - Laim - Central Station - Marienplatz - Rosenheimer Strasse - Michaelibad
• 30 Nymphenburg (Amalienburgstr.) - Romanplatz - Arnulfstraße - Central Station - Lenbachplatz - Max-II-Monument - Max-Weber-Platz - Steinhausen

There were further line closures. The third line was the oldest electric line 10 from Sendlinger Tor to Isartalbahnhof in 1967. Due to the ongoing construction of the S-Bahn and U-Bahn, the old town route from Stachus via Marienplatz to Isartor was shut down in 1968 and the lines were led around the city center. Other routes had to be closed because of the construction. From 1970, line 22 (section of the large ring) no longer ran due to the conversion of the Donnersbergerbrücke into a car-friendly city motorway. With the construction and commissioning of the S-Bahn and U-Bahn in 1971 and 1972, further routes followed: There was no longer a tram in Ludwig- / Leopoldstrasse, as was the tramway from Gasteig via Rosenheimer and Weißenburger Strasse to Orleansplatz.

Discussion of attitudes - 1972 to 1990

With the commissioning of the emerging rapid transit network, some routes had to be adapted. For example, the route along Riesenfeldstrasse was withdrawn from Anhalter Platz to Petuelring so that the buses from the north could reach the subway without having to run parallel to the tram. The routes over Rosenheimer Berg to Orleansstraße and from Odeonsplatz via Ludwigstraße, Leopoldstraße to Freimann became superfluous.

In the 1970s it was planned to gradually shut down the Munich tram completely and to convert the remaining network, which would remain after the completion of the subway, to bus operation. The “advantage” of the “more flexible” buses compared to the tram was underlined in the Munich city council. Especially after the victory of the CSU in the city council elections of 1978, the tram had a difficult time. From 1985 the tram was to be treated as a discontinued operation and was to be given up completely by 1994 at the latest. Lines 1, 2, 4, 7, 8, 9 and (for the time being) 21 disappeared from 1975 to 1983, with sections being taken over by other lines, such as the southern branches of lines 2 and 7 as line 27 and line 8 south of the Harras from line 16, line 9 from line 20 (west branch to Gondrellplatz) and 19 (east branch to Effnerplatz) and the route in Barer Strasse first from line 25, later from line 18. The routes in the Lindwurm - , Augusten- and Nymphenburger Straße as well as from Neuhausen to Hanauer Straße were closed after the opening of the underground lines 1 and 8.

The recruitment efforts were also accelerated by the fact that the overhead lines were removed as quickly as possible and z. Some of the tracks were also expanded. Despite petitions from Munich citizens, line 17 was completely closed in 1983 (it was argued that the line was parallel to the S-Bahn Hauptbahnhof - Laim); only in the southern part was a replacement bus. There was also a fight over line 26 (Harras - Waldfriedhof / Lorettoplatz), which was actually a parallel service to the subway and was finally stopped in 1993 due to insufficient passenger numbers.

Renewal - 1990 to today

Tram track plan 1997

At the beginning of the 1980s, under pressure from citizens' initiatives, a rethinking in favor of the tram began in Munich, which was largely organized by the Working Group on Attractive Local Transport . In July 1986 the city council decided to keep the tram as part of the overall system. When Christian Ude was elected mayor in 1993 , he, together with the SPD and Greens parliamentary groups, campaigned intensively for the tram, which met with considerable opposition from other parliamentary groups. It was only when the cost-effectiveness of the tram had been proven that the resistance in the city council subsided. The main focus in the renewal of the Munich tram was the vehicle fleet. The fleet of cars had been neglected in the course of the recruitment debates. At the beginning of the 1990s, it was outdated in terms of technology and passenger comfort, and the procurement of spare parts was also becoming increasingly difficult. Main inspections sometimes dragged on for months because parts had to be reproduced by hand. In the 1990s and 2000s, the image of the Munich tram was to change completely. In 1991, for example, three low-floor vehicles were procured for extensive tests, also for passenger use; From 1994 to 1997 a large series of 70 low-floor wagons followed, from 1999 to 2001 the procurement of a further 20 low-floor trains, and in 2009 another 4 low-floor trains were delivered. By 2012, the MVG's entire fleet of vehicles should be fully low-floor due to the acquisition of additional new vehicles.

In the network itself, further lines were initially closed at the beginning of the 1990s, which in the affected sections was due to the completion of the subway extensions that had begun in the 1980s. The last adjustments were made in 1991 (route to Fürstenried West) and 1993 (route to Hasenbergl / Harthof). However, two lines, some of which had been closed for decades, were reopened for the first time, namely the

• Former line 17 through Arnulfstraße (route Hauptbahnhof - Romanplatz; closed in 1983, reopened on June 1, 1996)
• Osttangente (former line 12, today lines 15 and 25) between Max-Weber-Platz and Ostfriedhof (closed in 1968, reopened on November 8, 1997)

On December 12, 2009, tram line 23 between Münchner Freiheit and Schwabing Nord was opened. The tram stop “Münchner Freiheit” is roofed over by a green and white steel structure weighing around 400 tons on 18 pillars. Tram 23 crosses the Mittlerer Ring on the Schenkendorf Bridge , an 84-meter-long cable-stayed bridge .

Tram coming from St. Emmeram in Mae West

On December 10, 2011, the line between Effnerplatz and St. Emmeram (Oberföhring) went into operation, with the tram going through the Mae West sculpture at the Effnerplatz stop . The section of the route to the Cosimabad stop had already been used by a tram, but was closed due to the construction of the U4 line of the Munich subway . The new route is currently (2020) regularly used by line 17, and also by line 16 at rush hour.

Relocation of a tram track on line 19 in Pasing (2013) ⊙

In addition, all lines were accelerated between 1994 and 2004 (the first in 1994 was Line 20 between Moosach and Effnerplatz), which increased the average travel speed of Munich trams by 22 percent and saved 14 vehicles or made it possible to use them for the reopened routes.

Further modernization measures related u. a. on the barrier-free expansion of the stops, where possible with spacious, brightly lit waiting shelters, as well as the installation of displays for dynamic passenger information (DFI) at the most important stops, which made it possible to display the next departures in real time.

In the last two decades, almost all the tracks on the Munich tram were replaced during large-scale track renovation measures, so that the Munich tram is now a thoroughly modern operation in terms of rolling stock, network and operations.

On December 15, 2013, the extension of line 19 from Pasing Marienplatz by one station to Pasing train station was put into operation. The extension was planned for a long time and has been implemented since June 2012 as part of the traffic calming of the Pasing district center, which was made possible by the construction of the northern bypass Pasing . Since then, line 19 has been running from Landsberger Straße over a block loop to Pasinger Bahnhofplatz, the turning loop at Pasinger Marienplatz has been abandoned.

The last network expansion so far is the extension of line 25 from Max-Weber-Platz in Haidhausen to Berg am Laim S-Bahn station . The extension of the line uses existing tracks to the depot in Steinhausen on almost half of the route ; from Vogelweideplatz it runs on a newly built route. The section to Vogelweideplatz / Steinhausen was previously served by lines 19 and 27, so that in fact only the eastern section of the new line is truly “new”. A total of approx. 1.3 km of new tracks were laid. When the extension was announced in June 2012, the route was scheduled to open in December 2015. Since the planning approval procedure was delayed by the government of Upper Bavaria , the start of construction had to be postponed. The decision was issued on September 30, 2015, construction preparations began in November 2015. Construction of the line began on February 26, 2016, and it opened on December 10 of the same year.

vehicles

The Munich tram vehicles were mostly delivered in larger series. All cars for electrical operation up to the J-cars were initially bidirectional vehicles and were later converted to one-way vehicles.

Horse-drawn carriage and horses

Horse-drawn tram summer carriage on Rosenheimer Strasse

In the beginning, horse-drawn tram cars (closed), horse-drawn summer cars (open) and horses were procured. The first eight carriages and 76 horses were purchased in 1876 when the tram started operating. The cars were two-axle, had kerosene lamps for lighting and were with Munich Tramway Ed. Labeled otlet. In 1894 the highest level of 797 horses and around 390 horse-drawn carriages was reached. The horses - which were purchased for an average of 600 to 800 marks - could be used on average for about five to six years, then they could no longer do the heavy lifting and were sold again at much lower prices. From 1895 the tram network was electrified and the last horses were sold in 1900. The horse-drawn tram cars were converted into sidecars for the electric tram by 1904. There is only a replica from 1951.

Steam tram car

Steam tram in front of the Volksgarten Nymphenburg

Between 1883 and 1891, seven tram locomotives were purchased for the steam tram to Nymphenburg . Up to five trolleys could be attached to these. For this purpose 13 closed and 20 open sidecars were procured. The locomotives were sold after the cessation of steam operation and conversion to electrical operation in 1900. Some of them were still in use elsewhere for decades. The sidecars, like those of the horse-drawn tram, were converted for the electric tram.

Horse and steam tram cars were gradually retired in the 1920s and 1930s, the last in 1938. A few steam tram cars were still in service as work sidecars in the 1950s. No vehicle remained.

Two-axle vehicle (series Z)

Z series car in Ludwigsvorstadt

→ Main article : Munich series Z tram

From 1895 the tram was electrified. Electric vehicles also had to be purchased for this. The city initially bought 28 two-axle railcars with open platforms. Weather protection curtains were purchased for the platforms the following year. The cars each had 16 seats and 12 standing places , were seven meters long (the last vehicles eight meters) and were each equipped with a 25-hp engine. Some of the vehicles were converted into sidecars in the 1920s; some vehicles became work trucks. Some of these work trucks were in service until the 1950s and were retired by 1956 at the latest. No vehicle remained.

Battery vehicles

Since the Bavarian royal court did not want an overhead line between Brienner Strasse and Odeonsplatz up to Galeriestrasse, i.e. along the Hofgarten, between 1900 and 1906 battery- powered locomotives with two engines of 25 hp each were used there. H. the railcars had to remove their pantographs, a battery locomotive - six of which had been procured in total - was pre-tensioned, which then pulled the trains over the catenary-free route from the Schiller Monument to the Ludwig- / Galeriestraße stop and vice versa. One of the cordless locomotives was later exhibited in the Deutsches Museum and destroyed in an air raid in 1944.

Series A

Class A railcars in the local MVG Museum , the red diagonal line through the destination display signaled that the car also served the main station

→ Main article : Munich series A tram

In the course of the further electrification of the network, it was initially planned to procure additional two-axle railcars. However, the city of Munich decided in 1898 to buy larger, four-axle railcars, which were named as the A series. The vehicles had closed platforms, 9 m long car bodies and were already equipped with air brakes, among other things. They each had two maximum bogies and initially two engines with 25 hp each. In the interior, benches were placed across the direction of travel. By 1902 the unusually large number of 250 of these robust vehicles for the size of the city and the tram network at the time had been purchased. 1910–1912 the cars were equipped with more powerful engines (45 hp). In the 1920s, three large side windows were installed on some vehicles instead of the six small side windows. The A-railcars offered 22 seats and 18 (later up to 32) standing places. Four cars were converted into two twin railcars in 1936/37 , which were connected with bellows . However, this did not prove successful, u. a. because the driver could hardly reach the pantograph suspension line. Therefore it remained with two twin railcars. Some A-railcars were later converted to working railcars. Some of the railcars were still equipped with pantographs in the 1950s . The last vehicles were taken out of service in 1958–1960. One car (no. 256) has been preserved as a museum railcar.

Series B

→ Main article : Munich class B tram

In 1908, new cars had to be purchased due to the line expansion. These were designated as series B. They too were each equipped with two two-axle maximum bogies . From the beginning they had a more rounded design than the A-cars. For the first time they had the white and blue paintwork that was common in Munich up to the R2.2 on trams and the B-series on subways. The cars were each equipped with two 36 hp engines and, like the A cars, were nine meters long. They offered 22 seats and 22 standing places. In 1947 the remaining B railcars were converted into twin railcars . They were all retired by 1956. No B railcar remained.

Series C / D

Munich class D 6.3 museum car, built in 1911, in use for the opening of the new route to St. Emmeram

Another series of 100 four-axle railcars was purchased from 1910 to 1913. They too had maximum bogies, but were longer than the A and B cars. In contrast to these, they had transverse seats. They were ten meters long and initially offered 24 seats and 25 standing places (later up to 48 standing places). They were initially motorized with 2 × 45 hp. All Type C vehicles were modernized in 1930. Their appearance has been adapted to the younger series E and F (see below) and their engines have been strengthened to 2 × 71 hp. In the 1950s, the vehicles received were modernized one more time (they received, among other things, new driver's cabs and pantographs). After they had only driven on secondary lines or in the repeater mode, the last vehicles of the D series were retired in 1972. A railcar with the no. 426 was sold to the Hanover Tram Museum; the 490 car (see illustration) was preserved as a museum vehicle.

For a long time, horse-drawn tram cars and steam train trailers were used as sidecars, but from 1910 similar two-axle sidecars were delivered based on the respective maximum railcars. The sidecar series c, consisting of 201 sidecars, was delivered between 1910 and 1913. The cars were consistently two-axle and had a length of 7.80 m (car body). The last cars were scrapped in 1959. A special feature of the 1912 delivered carriage 24 was in 1928 to the Municipal circulating library Munich the Munich City Library rebuilt. It was in service until 1970 and was in the Hanover Tram Museum until 2015 . In 2015 the car was bought by the Friends of the Munich Tramway Museum and brought back to Munich. It has been in the MVG Museum since January 2016.

Series E

A class E tram

For years, war and inflation meant that no new cars could be obtained, so the shortage of cars grew. In 1925, 100 new, again four-axle motor coaches equipped with maximum bogies and two 60 hp engines each, bearing the designation "E", as well as 200 two-axle trailer cars, which were given the designation "e". The E / e vehicles were to run as three-car trains from the start. With a length of 10.60 meters, the electric railcars were a little longer than the previous vehicles. The sidecar had a length of 8.20 meters. For the first time, the platforms were closed by sliding doors, which caused displeasure among the Munich population, as this measure made it very difficult to jump open while driving. Technically, the electric railcars were equipped with two engines of 60 hp each. Unless the vehicles of the E / e series had already been destroyed in the war, they were retired in the 1960s. Two railcars were converted into working railcars; one of them was sold to the Hanover Tram Museum in 1973. An e-sidecar still exists, as well as three railcars (No. 532, 539 and 624).

Series F

Railcar F2 (built in 1930) in the traffic center of the Deutsches Museum in Munich

→ Main article : Munich series F tram

The further expansion of the network made it necessary to purchase vehicles again. In 1929 and 1930, 41 series F railcars and 100 series f trailer cars were purchased. The vehicles look similar to the electric railcars and can be distinguished from these externally mainly by the number of side windows (F-railcar five side windows, electric railcar six side windows). The railcars, which were again four-axle and equipped with 2 × 55 HP engines, were 10.80 meters long, the two-axle sidecars were 9.16 meters long. The F railcars that survived World War II were retired between 1965 and 1972. A railcar and two sidecars have been preserved as museum vehicles. The sidecar 1433 is currently parked in the Hanover Tram Museum.

Series G and K

→ Main article : Munich series G tram

Since numerous vehicles had been damaged and destroyed during World War II, the Munich municipal utilities began to rebuild car bodies on the chassis of damaged cars. In the Reichsbahn repair shop in Neuaubing , the chassis of 19 former electric cars were given a new structure; the cars were given the designation "G". The dimensions were identical to those of the electric cars; one difference was the straight lantern roof. A G-railcar has been preserved as a museum vehicle. 58 type e and f sidecars were also rebuilt; they were very similar to their predecessors, but were designated as g and h. Two G sidecars have been preserved as museum cars. Further vehicles of the series E (19 pieces) and F (10 pieces) were provided with wooden superstructures and converted to series; K railcars. They can be recognized by the narrow ends; the front end was widened in the 1950s, however, in order to be able to equip the cars with new driver's cabs. Sidecars of series e (16 pieces) were also converted to k-sidecars and; f (20 pieces) to l-sidecars (similar to the k-powered rail cars). All vehicles were retired between 1965 and 1968. No vehicle remained. As one of the last railcars of the type G1.8, the car with the No. 2971 (until 1970 No. 677) was scrapped.

Series H (foreign vehicles)

As the number of vehicles continued to decrease as a result of the war damage, more and more vehicles were borrowed from Dresden , Kattowitz , Turin , Köslin , Leipzig , Oslo and Stettin (a total of 113 multiple units and 91 sidecars) from 1943 onwards . Some of them caused problems in Munich - for example, the railcars from Oslo tended to derail due to too long wheelbases. Only the two-axle trains from Milan and Rome proved to be suitable for everyday use . For this reason, 25 railcars and sidecars each from Rome and a further twelve railcars from Milan were acquired. Internally, they were given the designation (X1 / x1 and X7). However, in order not to fall out of the numbering scheme, they are also referred to as type H. Although the trains were paid for, all Roman and Milanese wagons had to be returned after the war on the instructions of the occupying forces. However, since the twelve X7 railcars had been completely overhauled by 1946, it was decided in 1949 to purchase them again at a unit price of DM 16,000. The last railcars of this type were parked in 1959.

Series I / J (The "Heidelberger")

The Munich Museum Heidelberg at the opening of the tram route to St. Emmeram

As the shortage of vehicles grew stronger during the war, Waggonfabrik Fuchs (Heidelberg) began to build so-called war tramcars, two-axle, spacious vehicles that were used in numerous cities in Germany , based on the specifications of the Düsseldorfer Waggonfabrik . In Munich, six railcars (12 seats and 77 standing places) and twelve sidecars (12 seats, 85 standing places) were delivered by the end of the war, and by 1950 a further 28 railcars and 36 sidecars. In Munich they were called "Heidelberger" because of their origin. Most of the vehicles were retired in 1973. Two cars were converted into work cars in 1974. A railcar and a sidecar have been preserved as museum vehicles.

Series L

Since the fleet of vehicles was still far below demand even after the “Heidelberger Wagen” had been purchased, new tram vehicles were soon planned. They wanted to try a new chassis concept, the steering three- axle. For this purpose, the company Westwaggon ( Cologne ) had three-axle chassis installed in three F railcars. After successful completion of the test, the L-cars were again equipped with maximum bogies and thus dismantled to F-railcars.

M series

M / m series train at the main station, 1990

Former Munich M-car used as a work car in Bucharest, 2017

In 1950, the modernization of the fleet began with modern open- plan cars . In contrast to other companies, steering three- axle vehicles were chosen instead of four-axle vehicles . The first four railcars and two trailer cars were delivered in 1950 as a test series M 1.62 by Rathgeber . Based on the experience with the M 1, the improved M 2.63 series with eight multiple units and sidecars was delivered in 1952/53. The vehicles in this series had three doors each after problems arose in the pre-series, which had four doors. Getting on and off followed the principle of passenger flow . The last M 2 multiple unit built was the first to have the “decisive and formative face” for all other M multiple units with an inclined and rounded windshield and the line number box above the destination sign on the roof, which became “the face” of the Munich tram after the war has been. In 1975, due to the downsizing of the network, the entire M2 / m2 series withdrew from regular service.

After the M2 series wagons had proven themselves both operationally and technically in post-war traffic in Munich, the large series M 3.64 / m 3.64 were procured from 1953 with only slight structural changes. So by 1960 all old cars of the A and B series could be retired. From 1963 to 1965, 75 more M / m cars of the modified and improved series 5.65 / 5.65 were delivered. The pantographs were replaced by single-arm pantographs ; in addition, the telescopic sliding doors have been replaced by outward-opening swinging doors. For the first time, a GEAMATIC control was installed as standard. Since three-car trains, consisting of two multiple units and one side car, were planned on line 8, considerably more multiple units than side cars were procured. This type of operation was abolished in 1972, the last time two railcars drove (as a double traction) in 1983. In the 1970s, therefore, trains of the M-5.65 series often ran as two coupled railcars. From 1983, after numerous older M 4.65 type M multiple units were retired and scrapped due to new underground openings, the M-5.65 cars partly ran as a two-car train with M-4.65 sidecars. The last M-type vehicles were in regular service on December 7, 1998. From Whit Saturday (2019: From Easter Saturday) to the beginning of October, the M-4.65 / m-4.65-Set 2412/3407 is on the way as a city tour of Munich tram or in Advent as a Christkindl tram .

Series P

Tram car series P / p 3.16 / 17 on Hanauer Strasse

→ Main article : Munich series P tram

In 1959/1960 experiments were carried out with two articulated cars of the P 1.65 series based on the M tram cars. Since they required two conductors, the trains did not prove themselves and were only in service until 1975.

In 1963, Rathgeber ordered two prototype trains of a completely new type of short articulated car developed in Bremen , each consisting of a railcar and a trailer. They were called P 2 in Munich. The prototypes proved their worth, so that between 1967 and 1969 a series of 42 railcars (class P 3.16) and 38 sidecars (type p 3.17) were procured. Because of their high capacity, the P-cars were used on the busiest lines. In the 1970s and 1980s, the cars mainly ran on the subway feeder lines in the outdoor area. Because of newly built underground lines, the P-cars later moved back to inner-city lines.

The P / p-2 cars were retired in 1982 (railcars) and 1989 (sidecars). The P / p-3 trains have been retired since the 1990s, after the successors of the R 3.3 type were delivered. Between 2001 and 2003, many cars were handed in for use on the Timișoara tram and the Bucharest tram to Romania . Other trains were scrapped or given to private buyers. After only one car was temporarily used in regular service, six P-3.16 cars and five sidecars were again in regular service in mid-2014.

Since fewer vehicles were expected to be required after the new Avenio vehicles were approved, MVG parked two railcars and a sidecar at the end of 2014, and another train in 2016. Therefore, three railcars and three sidecars are currently still operational. Due to renewed serial damage to the Variobahns, the P wagons were used on up to three routes on Line 28 from January 2015. In MVG Museum another railcar was obtained as inoperable exhibit. It was dismantled as part of the procurement of spare parts in early 2016. At the moment (as of February 2020) two courses are planned on line 15.

R series (GT6N / GT8N2)

R 2.2 series

→ Main article : Munich series R tram

After two articulated railcars from Nuremberg had been tested in 1985 (listed in Munich as the N series), but had proven to be too small for the passenger volume in Munich, new short articulated railcars similar to the P series were planned.But the decision was made in Munich to produce three prototypes of one three-part low-floor wagons of the GTxN / M / S system from Adtranz as test vehicles. The three cars were delivered in 1990/91 and formed the R 1.1 series. The car had two joints and three self-supporting steel car bodies. The trams had cornering and turning loop problems as they weren't designed for that size. The three R-1.1 cars are no longer in the MVG's inventory as they were returned to the manufacturer. Nevertheless, the prototypes proved their worth, so that a series procurement of the type GT6N, referred to in Munich as the R 2.2 series, was made by MVG. Between 1994 and 1997 a total of 70 three-part low-floor trains were procured. Similar to the R 1.1 from the outside, many changes have been made to the interior. So far, two trains of type R 2.2 have been taken out of service after accidents. Towards the end of the 1990s, more low-floor vehicles with a higher capacity than the R 2.2 series were purchased. After a GT6N from Nuremberg received two newly designed double joints between the second and third part of the car from Adtranz, it became the four-part prototype of the GT8N2 . The Nuremberg test vehicle was also tested in the Munich tram network and proved itself. 20 trains of the R 3.3 operate in Munich. They were delivered between 1999 and 2001. Although the R 3.3 is based directly on the R 2.2, a modified, more angular shape was chosen for the front of the vehicle. In addition, it now has six doors and has a more modern look than its predecessor. Around 50 R 2.2 trains have been upgraded from a subsidiary of Leipziger Verkehrsbetriebe since 2010 . This should make the tram more spacious, have a higher capacity and wear the MVG colors on the outside.

S series (Variobahn)

Series S 1.4 in the depot in Einsteinstrasse

→ Main article : Munich series S tram

In order to compensate for the elimination of the last P / p wagons and the additional demand due to line 23, which opened in 2009, MVG received four Variobahn trains from Stadler Rail in 2009 as part of a joint order with VAG Nürnberg (numbers 2301 to 2304 ). On September 2, 2008, MVG announced that in addition to the four Variobahn trains that had already been ordered, ten other vehicles of the same type (numbers 2311 to 2320) had been redeemed from the option. The first Munich Variobahn, car 2301, was already completed in September 2008 and, after further fine-tuning by the manufacturer, arrived in Munich on March 11, 2009. Later, the car was also given an accumulator with which it can travel a section of about 1000 m in length without a power supply through an overhead line. In March 2012, the MVG announced that the wheels of 9 of the 11 cars used had been damaged. In August, the provisional approval was extended to May 31, 2013. The errors have now been corrected so that the final approval by the technical supervisory authority could be granted on September 30, 2013.

Series T (Avenio)

→ Main article : Munich series T tram

Series T at Max-Weber-Platz

Due to the problems with the approval and a series damage to the Variobahn, the possible option for a further eight vehicles of this type was discarded. However, as part of the 2010–2020 service offensive, MVG needs more vehicles to cope with the planned route extensions and the increased number of passengers.

On September 28, 2012, the management of SWM / MVG announced that they had ordered eight Siemens Avenio vehicles from the manufacturer Siemens . The first train was delivered on November 4, 2013. Two more of the eight vehicles were delivered in 2015 for the planned extension of line 25 to Steinhausen. The vehicles are designed in four parts with eight doors and offer space for up to 220 passengers. These vehicles are included in the MVG vehicle fleet as the T1 series.

The first regular journey with passengers took place on September 17, 2014 with car 2807 on line 19. Commissioning was originally planned for December 2013. This date could not be kept due to technical difficulties and strict approval conditions.

At the end of July 2015, the T series had to be discontinued after the provisional operating license, which was only valid until then, had not been extended by the government of Upper Bavaria.

Since September 30, 2015, the trains have had final approval from the government of Upper Bavaria for operation on line 19.

The T series vehicles, like the R 3.3 and Variobahn vehicles, are to be used on routes where high capacity is required. These would primarily be lines 17, 19, 20, 21 and 22.

After the Avenio series had proven itself in use, additional vehicles from this series were re-ordered. After the delivery of the first vehicle on December 21, 2017, the vehicles designated as the TZ (T 4.7) series were tested in two, three and four-part variants. Since December 7, 2018, the provisional operating license and the first use of the two-parter on line 12, since then up to 6 courses T2 trams have been used. The four-car was first used on line 19 on December 10, 2018. The contract for the TZ series includes 22 firm orders and options for up to 124 additional units. On July 4, 2019, 73 more four-part models were ordered from the framework contract, which will be delivered for cycle densification and a larger space from 2021.

Depots

Existing depots

Ständersstrasse (main workshop, since 1924): In 1919, 51,000 square meters of land was purchased on what was then Stadelheimer Strasse (now Ständersstrasse). Buildings were erected by 1924 so that the main workshop could move there on February 15, 1924. The main workshop was given number 1. In the 1920s, a canteen and a training workshop were put into operation. Two thirds of the facility was destroyed in the Second World War. The workshops were rebuilt. The main workshop has its own tram access, which turns in Chiemgaustraße from the route of line 18 in Schwanseestraße and continues on Aschauer Straße to Ständerstraße. After the old depot on Westendstraße was intended for the tram museum for a long time, the MVG Museum has now been established on Ständerstraße.

Einsteinstrasse in Steinhausen (since 1963): The depot on Einsteinstrasse / Seeriederstrasse could only be partially set up for open-plan cars because the exits were too narrow. It was therefore decided to build a new depot on 40,000 square meters on a site on Einsteinstrasse east of the Leuchtenbergring , which was adjacent to the Ostbahnhof. From 1959 sidings for tram cars were laid there. From 1960, halls for the tram and numerous technical facilities were built in two construction phases. On September 21, 1963, the new depot 2 was put into operation. There is a 390 square meter washing hall, a 2,475 square meter maintenance hall and a 2050 square meter workshop hall.

Former depots

Nymphenburger Strasse (1876–1928): The tram station at Nymphenburger Strasse 81 was the first to be built. It had a capacity of 90 horses and 40 wagons. From 1883 additional halls were built for the steam tramway. In 1899/1900 the depot for the electric tram was thoroughly rebuilt and now offered space for 30 electric trams. There was space for four trams at the same time in the workshop. The depot was later given number 5 and was closed on August 15, 1928 - it had long since become too small.

Wilhelmstrasse (1877–1930): The depot at Wilhelmstrasse 19 was opened as a remise for the northern Schwabinger line on October 6, 1877 as a second depot. It contained a stable building for 80 horses and a carriage shed for 20 horse-drawn carriages, from 1884 36 carriages. From 1900 the depot was thoroughly rebuilt for electrical operation. The hall offered space for 48 motor coaches and 43 sidecars. The station was finally given number 4, later number 8. In 1930 it was closed in favor of the nearby Soxhletstraße depot, but served as a catenary workshop until 1970.

Fabrikstraße (later Thierschstraße ) (1882–1900): The third depot was built at 20 Fabrikstraße. It contained a stable for 144 horses and a carriage shed for 60 wagons as well as a rear building with a car repair workshop, while the management rooms were located in the front building. The workshop was moved to a new depot on Äußere Wiener Straße in 1890. The management also moved to Äußere Wiener Strasse in 1899, and the depot was closed in 1900.

Lindwurmstrasse (1882–1898): For a few years, a temporary facility for 90 horses and 34 carriages was set up on Lindwurmstrasse between Adlzreiterstrasse and Schlachthofstrasse (today: Zenettistrasse). However, the depot was replaced by a new building on Schäftlarnstrasse in 1898.

Barthstrasse (1889–1934): In 1886 a depot was built on the property at Barthstrasse 6 (later 25) in the Westend . This had access to both Landsberger Strasse and Westendstrasse via an operating track. 60 carriages and 60 horses could be accommodated. In 1899, the previous hay and straw store was converted into a storage hall for 36 four-axle railcars (A-cars); in addition, space has also been created for sidecars. The depot was given the number 3 and was closed in 1934. The buildings were severely damaged in World War II. Stadtwerke sold the property in 1953.

Äußere Wiener Straße (1890–1926): Due to the expansion of the tram to the east of Munich, a depot was also required there. In 1889 the city of Munich bought a property at Äußere Wiener Straße 28. There, a depot for 180 horses and 54 wagons was set up on an area of ​​4800 square meters. The modifications for the electrical operation were less in this depot than elsewhere; there was space for a total of 36 electric cars. In 1899, the tram management also moved to Äußere Wiener Straße. In 1926, the depot that had been given number 2 was long too small and it was closed. Only the management stayed in place until 2001 when it moved to the new municipal utility center in Moosach.

Schäftlarnstrasse (1893–1924): A new depot was set up on the property at Schäftlarnstrasse 32 near the old Isar valley station. Initially there was space for 100 horses and 64 horse-drawn carriages. As early as 1895, the depot was converted for electrical operation. A new hall for 102 electric cars was opened in 1898. In the same year, a new main workshop was set up in the depot because the one on Äußere Wiener Straße had become too small. It became the first main workshop, and the depot was given the number 1. The depot was again considerably expanded in 1904 (4,000 square meters). In 1923/24 the main workshop moved to Stadelheimer Strasse; the depot was badly damaged in 1943 and was still used for buses for a while after the war. The whole area has been part of the wholesale market since 1958. The remains of the depot are now next to a gas station.

Hofmannstrasse (1912–1971): In 1910 the city acquired a factory site at Hofmannstrasse 38. Two years later, a new depot was built there. It was later given the number 6. The car hall provided space for 63 motor coaches and 75 sidecars. A workshop was set up as well as some service apartments. In 1925 the facility was expanded to accommodate 80 sidecars. The depot was half destroyed in World War II. It was rebuilt after the war; there was also a hall for the newly commissioned trolleybuses . In the 1950s, the system was further modernized and converted for open seating cars (series M). The depot was closed on October 19, 1971. It is under discussion to reactivate it at least partially in the course of the construction of the western bypass.

Demolition work at the depot in Schlierseestrasse

Schlierseestrasse (1913–1972): From 1912 onwards, a plot of land newly acquired by the city on Schlierseestr. 43–45 a new depot was built. It started operating as number 7 in 1913. In 1924, the depot was expanded to include a further wagon hall, and a sports field was set up for tram employees. 41 percent of the depot was destroyed in the Second World War. In 1959 he received a modern car wash. The depot was closed on May 27, 1972.

Soxhletstrasse (1913–1970): At Soxhletstrasse 14, not far from the Wilhelmstrasse depot, a new station was opened in 1913, initially with two halls for a total of 80 railcars. The depot initially had number 8, but was later given number 4 when the Wilhelmstrasse depot was closed. In 1929 a new, large wagon hall was opened. It was only minimally damaged in World War II. Before the test operation of the Munich subway began in 1967, the first subway cars were taken over here. The depot was closed on June 15, 1970 and demolished in the mid-1980s.

Äußere Wiener Strasse / Seeriederstrasse (later Einsteinstrasse / Seeriederstrasse ) (1926–1963): The old depots mostly came from the horse tram era and had become too small. They could also no longer be expanded. In 1924, the city of Munich bought a plot of land (14,700 square meters) on Äußere Wiener Straße / Kirchenstraße / Seeriederstraße in the Haidhausen district . The new depot 2 went into operation in 1926. There was space for 80 three-car trains in the carriage hall. The station was a so-called through station, which means that the trams did not have to shunt to get from the site to the main line. In front of the depot, a block with 55 apartments and the depot administration was built. During the Second World War, the depot was severely damaged and in the 1950s it was rebuilt for the open-plan cars. After the commissioning of the new depot 2 in Steinhausen on Einsteinstrasse, the Seeriederstrasse depot was shut down on September 21, 1963.

Dachauer Strasse (1928–1977): Since the depot on Nymphenburger Strasse was no longer sufficient, the city bought a 32,500 square meter property at Dachauer Strasse 104 and built the new depot 5 there by 1928. The hall had a total of 95 three-car trains Space, 45 more cars in another hall. 75 percent of the depot was destroyed in World War II and rebuilt by 1949. It received a modern car wash in the 1950s. In 1977 it was shut down as part of rationalization measures. The last halls were demolished in 2010.

Westendstraße (1934–1993): From 1925 the city tried to create a replacement for the depot in Barthstraße. For this purpose, a site of 14,700 square meters at Westendstrasse 200 was acquired in the same year. During the Great Depression , the building struggled with major financial difficulties, but was able to open in 1934. The hall offered space for 104 three-car trains on 26 tracks. For this purpose, a residential building for tram personnel was built on the corner of Zschokkestrasse. Almost two thirds of the depot was destroyed in the Second World War. It was rebuilt; from 1952 a tram line turned on the depot area. In 1964 the depot received a new washing facility and a lifting stand, as well as a new exit. The depot was closed in 1993. It was planned for a long time that the Munich Tram Museum would be built on the premises of this depot, but this then happened in the main workshop on Ständerstraße. The remaining halls were demolished in 2008; the track connections were removed. Shortly before privatization, the area was 45,000 m².

planning

Planned expansion of the tram network

• West bypass: Starting at the Aidenbachstraße underground station (U3), the new route is to follow exactly the route of today's MetroBus line 51 north to Romanplatz. A branch from the western bypass from Waldfriedhof to Lorettoplatz is no longer planned. The tracks on the line that was closed in 1993 (most recently line 26) were dismantled in summer 2010, and the former line is being used for other purposes. The disused tram tunnel at the Boschetsrieder Straße / Drygalski-Allee intersection in the Obersendling district is no longer needed and should be filled in. In March 2018, the Munich city council decided to build. The implementation depends on the progress of construction of the second S-Bahn main line , the route of which will be crossed in Laim . Therefore, the opening of the west bypass is not planned until 2027. The route between Ratzingerplatz / Aidenbachstraße and Romanplatz corresponds to the Munich trolleybus that existed from 1948 to 1966.
• North bypass: The north bypass should run between Elisabethplatz (line 27) via the Giselastraße underground station and the Englischer Garten to Tivolistraße (line 16). In the last hundred years there have been various plans for a tram line through the Englischer Garten, but none of them have been realized. The current proposal provides for the trains to be equipped with additional energy storage devices ( secondary cells ) so that they can cross the park without overhead lines. On July 14, 2017, Prime Minister Horst Seehofer endorsed the project, whereupon the Free State of Bavaria, as the owner of the English Garden, agreed to resume planning in September 2017. In January 2018, the Munich City Council asked the administration and the municipal utilities, in coordination with the Free State's specialist departments, to formally resume planning and the feasibility of a route via Münchner Freiheit . Between November 2017 and July 2019, building site examinations were carried out at a total of twelve locations and, in July 2017, tree examinations were carried out in the English Garden. In the further plan, towards the end of 2019, SWM is to be commissioned with the route decision to submit an application for plan approval. Commissioning is planned for 2025.
• : Extension from Berg am Laim via Daglfing to the SEM Nordost
• : Line 23 from Schwabing Nord to Kieferngarten underground station is to be extended to improve the development of the north of Munich . In addition, the Kieferngarten and Am Hart stations are to be connected with a new line (planned under number 24), which could then be continued at the end of line 27 at Petuelring.
• 24 : For better development of the north of Munich, the new line is to run between the Kieferngarten underground station and the Am Hart underground station .
• Central Station - Barer Strasse - Münchner Freiheit
• Wettersteinplatz - Baldeplatz - Goetheplatz - Paul-Heyse-Unterpass (with access to the main station) - Seidlstraße - Stiglmaierplatz - Maßmannstraße - Schleißheimer Straße - Nordbad - Petuelring - FIZ BMW - Am Hart - Kieferngarten - Fröttmaning
• Brudermühlstraße - Großmarkthalle - Poccistraße / Viehhof regional train stop - Sendlinger Tor - Karlsplatz - Lenbachplatz - Maximiliansplatz - Odeonsplatz - Ludwigstraße - Münchner Freiheit

Examined expansion of the tram network

In 2015, it was decided to update the Munich local transport plan. In a city council submission from the Department for Urban Planning and Building Regulations , the following new routes are proposed, which should be examined for this purpose. The local transport plan was expanded in 2020.

• ¹ : Extension from Berg am Laim toRiem train stationor to theAm Moosfeldindustrial park
• : Extension to Blumenau in the west
• ¹ : Extension toMichaelibad underground stationin the east
• Waldfriedhof – Planegg: Along Würmtalstraße like bus line 268, then like line 265 to Planegg.
• Hauptbahnhof – Silberhornstraße: Same as bus route 58/68
• South bypass: From Aidenbachstraße or the Waldfriedhof, the planned west bypass could be connected via Harras, Brudermühlstraße and Candidplatz with line 25 at Tegernseer Landstraße and further with line 17 at Giesing station.
• ¹ : Extension in the east to Trudering, from there possibly on toHaar.
• ¹ : Instead of the previously considered extension of theU1fromMangfallplatz, line 18 in the south could be extended via Stadelheimer, Naupliastraße and Seybothstraße tothe Harlaching hospitalorGroßhesseloher Brücke. Since this route is currently (2020) sufficiently served by a bus every 20 minutes, this is rather unlikely.
• ¹ : Branch off the route to St. Emmeram to one of theEnglschalkingorJohanneskirchenS-Bahn stations.
• Alte Messe - Nordbad : New route from the Schwanthalerhöhe underground station via Heimeran and Schwanthalerstraße to the main train station, where the route could be linked to the planning of the main train station and Silberhornstraße. The route continues northwards through Seidlstrasse and Schleißheimer Strasse to the Gleisdreieck am Nordbad.
• : Extension from Moosach or from Westfriedhof to Untermenzing S-Bahn station
• : Extension to the south to the planned north bypass on Giselastraße. From there the line could be led to Elisabethplatz and further towards the city center.
• ¹ : Extension of the tram from St. Emmeram toUnterföhring,but very unlikelydue to the nature of the bridge to be used over theFöhringer Ringand the cramped road situation in Unterföhring.
• Extension from Petuelring to Am Hart and Dachau
• Olympia shopping center - Johanneskirchen station : New tangent in the north of Munich (like bus route 50)
• Harras - Rotkreuzplatz - Münchner Freiheit (like bus route 53)
• Ostbahnhof - Neuperlach Zentrum (similar to bus route 55)
• Extension of the southern tram route via Giesing to the Ostbahnhof
• Am Hart - Goldschmidplatz
• Münchner Freiheit - Ingolstädter Straße - Neuherbergstraße - Dülferstraße - loop through the Hasenbergl - Feldmoching

¹ At the time of the decision, another line was operating on the affected branch

For the development of the new development area in Freiham , an alternative extension of underground line 5 or tram 19 was considered in 2015; At the beginning of 2019, the city council decided in favor of the subway.

City-suburban railway

→ Main article : Stadt-Umland-Bahn Munich

For the future decentralized expansion of the network, a city-suburban railway scenario was discussed, in which suitable vehicles could jointly use the S-Bahn, U-Bahn and tram lines to be connected.

Others

In the play Ein Wagen von der Linie 8 by folk singer Weiß Ferdl , which is still popular today , everyday incidents from the Munich tram are targeted in a loving, satirical way. Ludwig Thoma proceeds similarly in the 2nd chapter of his book Ein Münchner im Himmel . It is entitled "On the Electric". The tram was also the scene of sketches by the comedian couple Karl Valentin and Liesl Karlstadt .

literature

• 50 years of the Munich tram 1876–1926. Deukula, Munich 1926.
• M. Scheuermeyer: 75 years of the Munich tram 1876–1951. Carl Gerber, Munich 1951.
• Works lecture of the state capital Munich: The public utilities in 1958. Süddeutscher Verlag, Munich 1958, chapter The transport companies of the city of Munich , pages 58 to 87.
• Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876–1976 (=  new series of publications of the Munich City Archives . No. 060 ). 2nd Edition. City Archives, 1976, ISSN  0541-3303 .
• Heinrich Wasil: Münchner Tram - A history of the tram in Munich. Alba Buchverlag, Düsseldorf 1976, ISBN 3-87094-314-9 .
• Siegfried Bufe: Tram in Munich . Bufe specialist book publisher, Munich 1977.
• Albrecht Sappel, Claude Jeanmaire-dit-Quartier: Municipal tram in Munich. A photo report on the development of electric tram vehicles in Munich. = The trams of Munich (=  archive . No. 42 ). Verlag Eisenbahn, Villingen (Switzerland) 1979, ISBN 3-85649-042-6 .
• Martin Korsch: The trams of Munich in old views . Zaltbommel 1980, ISBN 90-288-1886-3 .
• Thomas Krauss: The Munich tram lines - a chronicle from 1976 to 1991. Contrast, Berlin 1992, ISBN 3-926524-11-1 .
• Thomas Badalec, Klaus Onnich: Munich's M-car. 50 years on three axes . InterTram Fachbuchverlag, Munich 1999, ISBN 3-934503-01-2 .
• Philipp Reindl, Mario Stiletto: Pictures from the Munich tram. H&L publications, Verlag W. Bleiweis, Schweinfurt 1999, ISBN 3-928786-49-0 .
• Thomas Badalec, Klaus Onnich: Munich's P-car. The era of large articulated trams . InterTram Fachbuchverlag, Munich 2000, ISBN 3-934503-02-0 .
• Martin Pabst: The Munich tram. Bavaria's metropolis and its tram (=  tram magazine. ). GeraMond, Munich 2000, ISBN 3-932785-05-3 .
• Thomas Badalec, Klaus Onnich: Munich's J-car. The "Heidelberg" type war trams . InterTram Fachbuchverlag, Munich 2002, ISBN 3-934503-03-9 .
• Karl Klühspies : Munich not as planned. City politics, civic will and the power of the media. Franz Schiermeier Verlag Munich 2015, ISBN 978-3-943866-25-4 . Chapter The rescue of the Munich tram. Pp. 238 to 263.
• Mathias Irlinger: The supply of the "capital of movement. Infrastructures and urban society in National Socialist Munich. Munich 2018, ISBN 978-3-8353-3205-8 .

Web links

Commons : Straßenbahn München  - Collection of images, videos and audio files

• MVG (operator of the Munich tram)
• Munich Transport and Tariff Association
• Friends of the Münchner Trambahnmuseum e. V.
• On the history of the Munich tram (lines etc.)
• Current timetable changes
• Pictures of the Munich tram
• Tram report (private page about the tram in Munich)

Individual evidence

1. ↑ ^{a b c d e f g} MVG in numbers. (PDF; 1078 kB) Münchner Verkehrsgesellschaft , July 2019, accessed on August 9, 2019 .  Several updated versions have already been published under this link.
2. ↑ Wolfgang Meier chicken: Handbook of German tram history .
3. ↑ Night route plan. (PDF) In: MVG. Retrieved October 4, 2018 . 
4. ↑ Special trips with the tram. MVG, accessed on September 17, 2016 . 
5. ↑ Christkindl Tram Munich. Munich Tourist Information, accessed on September 17, 2016 . 
6. ↑ tram-muenchen.de ( Memento from February 12, 2013 in the web archive archive.today )
7. ↑ Martin Pabst: The Munich Tram. Bavaria's metropolis and its tram (=  tram magazine, library ). GeraMond, Munich 2000, ISBN 3-932785-05-3 , pp. 10 .
8. ^ Peter Schricker: Munich local rail transport . Munich local rail transport: Tram, S-Bahn, U-Bahn, O-Bus. GeraMOnd, Munich 2005, ISBN 3-7654-7137-2 . P. 16.
9. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876–1976 (=  new series of publications of the Munich City Archives . No. 060 ). 2nd Edition. City Archives, 1976, ISSN  0541-3303 , p. 26-27 .
10. ↑ ^{a b} Martin Pabst: The Munich Tram. Bavaria's metropolis and its tram (=  tram magazine, library ). GeraMond, Munich 2000, ISBN 3-932785-05-3 , pp. 11 .
11. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876–1976 (=  new series of publications of the Munich City Archives . No. 060 ). 2nd Edition. City Archives, 1976, ISSN  0541-3303 , p. 28 .
12. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876–1976 (=  new series of publications of the Munich City Archives . No. 060 ). 2nd Edition. City Archives, 1976, ISSN  0541-3303 , p. 29-30 .
13. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876–1976 (=  new series of publications of the Munich City Archives . No. 060 ). 2nd Edition. City Archives, 1976, ISSN  0541-3303 , p. 31 .
14. ↑ ^{a b} Martin Pabst: The Munich Tram. Bavaria's metropolis and its tram (=  tram magazine, library ). GeraMond, Munich 2000, ISBN 3-932785-05-3 , pp. 13 .
15. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876–1976 (=  new series of publications of the Munich City Archives . No. 060 ). 2nd Edition. City Archives, 1976, ISSN  0541-3303 , p. 35 .
16. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876–1976 (=  new series of publications of the Munich City Archives . No. 060 ). 2nd Edition. City Archives, 1976, ISSN  0541-3303 , p. 40 .
17. ↑ Martin Pabst: The Munich Tram. Bavaria's metropolis and its tram (=  tram magazine, library ). GeraMond, Munich 2000, ISBN 3-932785-05-3 , pp. 14 .
18. ↑ Martin Pabst: The Munich Tram. Bavaria's metropolis and its tram (=  tram magazine, library ). GeraMond, Munich 2000, ISBN 3-932785-05-3 , pp. 15-18 .
19. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876–1976 (=  new series of publications of the Munich City Archives . No. 060 ). 2nd Edition. City Archives, 1976, ISSN  0541-3303 , p. 28-29 .
20. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876–1976 (=  new series of publications of the Munich City Archives . No. 060 ). 2nd Edition. City Archives, 1976, ISSN  0541-3303 , p. 30 .
21. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876–1976 (=  new series of publications of the Munich City Archives . No. 060 ). 2nd Edition. City Archives, 1976, ISSN  0541-3303 , p. 35-36 .
22. ↑ Martin Pabst: The Munich Tram. Bavaria's metropolis and its tram (=  tram magazine, library ). GeraMond, Munich 2000, ISBN 3-932785-05-3 , pp. 20-21 .
23. ↑ Martin Pabst: The Munich Tram. Bavaria's metropolis and its tram (=  tram magazine, library ). GeraMond, Munich 2000, ISBN 3-932785-05-3 , pp. 22 .
24. ↑ Martin Pabst: The Munich Tram. Bavaria's metropolis and its tram (=  tram magazine, library ). GeraMond, Munich 2000, ISBN 3-932785-05-3 , pp. 23-24 .
25. ↑ ^{a b c} Chronicle of the Munich tram from 1876 to 1964 on tram-muenchen.de. ( Memento from February 17, 2013 in the web archive archive.today )
26. ↑ Martin Pabst: The Munich Tram. Bavaria's metropolis and its tram (=  tram magazine, library ). GeraMond, Munich 2000, ISBN 3-932785-05-3 , pp. 25-27 .
27. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876–1976 (=  new series of publications of the Munich City Archives . No. 060 ). 2nd Edition. City Archives, 1976, ISSN  0541-3303 , p. 40-41 .
28. ↑ Martin Pabst: The Munich Tram. Bavaria's metropolis and its tram (=  tram magazine, library ). GeraMond, Munich 2000, ISBN 3-932785-05-3 , pp. 29 .
29. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876–1976 (=  new series of publications of the Munich City Archives . No. 060 ). 2nd Edition. City Archives, 1976, ISSN  0541-3303 , p. 41-42 .
30. ↑ Martin Pabst: The Munich Tram. Bavaria's metropolis and its tram (=  tram magazine, library ). GeraMond, Munich 2000, ISBN 3-932785-05-3 , pp. 28 .
31. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876–1976 (=  new series of publications of the Munich City Archives . No. 060 ). 2nd Edition. City Archives, 1976, ISSN  0541-3303 , p. 47 .
32. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876–1976 (=  new series of publications of the Munich City Archives . No. 060 ). 2nd Edition. City Archives, 1976, ISSN  0541-3303 , p. 48 .
33. ↑ Martin Pabst: The Munich Tram. Bavaria's metropolis and its tram (=  tram magazine, library ). GeraMond, Munich 2000, ISBN 3-932785-05-3 , pp. 31 .
34. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876–1976 (=  new series of publications of the Munich City Archives . No. 060 ). 2nd Edition. City Archives, 1976, ISSN  0541-3303 , p. 50 .
35. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876–1976 (=  new series of publications of the Munich City Archives . No. 060 ). 2nd Edition. City Archives, 1976, ISSN  0541-3303 , p. 53 .
36. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876–1976 (=  new series of publications of the Munich City Archives . No. 060 ). 2nd Edition. City Archives, 1976, ISSN  0541-3303 , p. 54 .
37. ↑ Schattenhofer, p. 54 f.
38. ↑ Schattenhofer, p. 275 ff.
39. ↑ Schattenhofer, p. 61
40. ↑ Schattenhofer, p. 63
41. ^ Mathias Irlinger: The supply of the "capital of the movement. Infrastructures and urban society in the National Socialist Munich, Munich 2018 (p. 116).
42. ^ Mathias Irlinger: The supply of the "capital of the movement. Infrastructures and urban society in National Socialist Munich, Munich 2018 (p. 69).
43. ↑ Mathias Irlinger: The supply of the "capital of the movement. Infrastructures and urban society in National Socialist Munich, Munich 2018 (p. 125).
44. ↑ Schattenhofer, p. 66 ff.
45. ↑ Schattenhofer, p. 70 f.
46. ↑ cf. the detailed descriptions in Schattenhofer, p. 73 ff.
47. ↑ Schattenhofer, p. 98 f.
48. ↑ Schattenhofer, p. 99 f.
49. ↑ Schattenhofer p. 102
50. ↑ Martin Pabst: Die Münchner Tram , Geramond Verlag 2000 (hereinafter “Pabst”), p. 68
51. ↑ Pabst, p. 70 ff.
52. ↑ Thomas Badalec and Klaus Omnich: Munich's M-Wagen - 50 years on three axles , Intertram Verlag 1999 (hereinafter Badalec), p. 63f
53. ↑ Schattenhofer, p. 108
54. ↑ Schattenhofer, p. 109
55. ^ Pabst, p. 78
56. ↑ Schattenhofer, p. 111 f.
57. ↑ Schattenhofer, p. 112
58. ↑ Schattenhofer, p. 115
59. ↑ Schattenhofer, p. 116 ff.
60. ^ Pabst, p. 92
61. ^ Pabst, p. 97
62. ↑ Pabst, p. 100
63. ↑ ^{a b} Pabst, p. 101
64. ↑ Dieter Horst: Must you maybe leave the tram ois gfoin? In: Münchner Forum (Hrsg.): 25 years Munich Forum. 1993, pp. 76-80.
65. ↑ Pabst, p. 103 ff.
66. ↑ MVG - subway, bus and tram for Munich. (No longer available online.) Archived from the original on February 16, 2015 ; accessed on October 4, 2018 . 
67. ^ Government approves new tram route. In: sueddeutsche.de. October 1, 2015, accessed March 10, 2018 . 
68. ↑ Schattenhofer, p. 222
69. ↑ Schattenhofer, p. 342
70. ↑ Schattenhofer, p. 224
71. ↑ ^{a b} Pabst, p. 183
72. ↑ Schattenhofer, p. 224 f.
73. ↑ Schattenhofer, p. 352 f.
74. ↑ Schattenhofer, p. 225
75. ↑ ^{a b} Schattenhofer, p. 344 f.
76. ↑ ^{a b} Schattenhofer, p. 358 f.
77. ↑ Schattenhofer, p. 39 f.
78. ↑ ^{a b} Schattenhofer, p. 226 f.
79. ↑ Schattenhofer, p. 346
80. ↑ Schattenhofer, p. 347
81. ↑ Schattenhofer, p. 346 f.
82. ↑ Albrecht Sappel, Claude Jeannmaire-dit-Quartier, Städtische Straßenbahn München, Verlag Eisenbahn, Villingen 1978, (hereinafter “Sappel-Quartier”), p. 313 ff.
83. ↑ Wanderbüchereiwagen 24: Return home after 42 years on tramreport.de, from June 26, 2015, accessed on November 15, 2016.
84. ↑ Schattenhofer, p. 227 f.
85. ↑ Schattenhofer, p. 246 f.
86. ↑ Pabst p. 98
87. ↑ ^{a b c d e} Schattenhofer, p. 348 f.
88. ↑ Schattenhofer, p. 354 f.
89. ↑ Schattenhofer, p. 228
90. ↑ Schattenhofer, p. 246
91. ↑ Schattenhofer, p. 354 ff.
92. ↑ Sappel, Quartier, p. 126 ff.
93. ↑ ^{a b c} Schattenhofer, p. 356 f.
94. ↑ Schattenhofer p. 366 f.
95. ↑ Sappel-Quartier, Fig. 261 f.
96. ^ Pabst 100
97. ↑ ^{a b c} Schattenhofer, p. 235
98. ↑ ^{a b c d} Schattenhofer, p. 350 f.
99. ↑ ^{a b c d} Schattenhofer, p. 365 f.
100. ↑ Schattenhofer, p. 235 ff.
101. ↑ Pabst 104 f.
102. ↑ Schattenhofer, p. 238
103. ^ Pabst p. 105
104. ↑ tram.org
105. ↑ Editor mvg.de: MVG MünchenTram back: City tours with the iconic tram. Retrieved April 30, 2019 . 
106. ^ Pabst, p. 164
107. ↑ Munich tram fleet list on tram-info.de, accessed on September 14, 2016.
108. ^ Pabst, p. 167
109. ↑ http://www.tram-muenchen.de/fahrzeuge/r1-fotos.html ( Memento from August 19, 2013 in the web archive archive.today )
110. ↑ MVG press release of May 19, 2011 ( Memento of October 16, 2014 in the Internet Archive ) (PDF file; 27 kB)
111. ↑ The Variobahn is in Munich. Tram stories, March 11, 2009, accessed March 12, 2009 . 
112. ↑ MVG press release of March 27, 2012 ( Memento of October 17, 2013 in the Internet Archive ) (PDF; 51 kB)
113. ↑ MVG press release of August 31, 2012 ( Memento of October 31, 2012 in the Internet Archive ) (PDF file; 50 kB)
114. ^ Off for new tram trains , Süddeutsche Zeitung . 5th August 2015. 
115. ↑ ovb-online.de
116. ↑ MVG press release of September 28, 2012 ( Memento of November 14, 2012 in the Internet Archive ) (PDF file; 102 kB)
117. ↑ Avenio TZ: Unloading and first test drive in the depot. December 21, 2017, accessed May 7, 2019 . 
118. ↑ Avenio TZ: Approval for nine trams is here! December 7, 2018, accessed May 7, 2019 . 
119. ↑ Avenio TZ: Four-part first use on the 19. December 10, 2018, accessed May 7, 2019 . 
120. ^ Siemens Avenio: Sales contract signed. October 1, 2015, accessed May 7, 2019 . 
121. ↑ Option redeemed: SWM and MVG order 73 Avenio four-parter. July 4, 2019, accessed July 6, 2019 . 
122. ↑ Schattenhofer, p. 307 ff.
123. ↑ Press release of the MVG of April 27, 2007 ( Memento of September 27, 2007 in the Internet Archive )
124. ↑ Schattenhofer, p. 306 f.
125. ↑ Schattenhofer, p. 286 ff.
126. ↑ Schattenhofer, p. 288 f.
127. ↑ Schattenhofer, p. 289 f.
128. ↑ Schattenhofer, p. 290 f.
129. ↑ Schattenhofer, p. 291 f.
130. ↑ Schattenhofer, p. 292 f.
131. ↑ Schattenhofer, p. 294 ff.
132. ↑ Schattenhofer, p. 296 ff.
133. ↑ Schattenhofer, p. 299 f.
134. ↑ Friends of the Munich Tramway Museum e. V., the tram in the north of Munich , Munich's first underground car . Munich, 1993.
135. ↑ Schattenhofer, p. 300 f.
136. ↑ Schattenhofer, p. 301 f.
137. ↑ Schattenhofer, p. 302 f.
138. ↑ Schattenhofer, p. 303 f.
139. ↑ tram.org Friends of the Munich Tramway Museum eV Society for Tramway History: The depot on Westendstrasse. Accessed September 6, 2014.
140. ↑ MVG: Lorettoplatz, Kriegerheimstraße, Würmtalstraße: SWM are dismantling disused tram tracks ( Memento from November 5, 2014 in the Internet Archive ) (PDF file; 45 kB) , press release from July 14, 2010
141. ↑ muenchen.de: Tram Westtangente - City Council gives the green light , March 8, 2018
142. ↑ sueddeutsche.de: City council decides route for the west bypass , March 7, 2018
143. ↑ Tram north bypass. In: Münchner Verkehrsgesellschaft . Archived from the original on April 3, 2019 ; accessed on September 15, 2019 . 
144. ↑ Decision , accessed on February 22, 2020.
145. ↑ ^{a b c In} accordance with the resolution of the Munich City Council of February 19, 2020, building on the Munich application , tram II is running. Rapid implementation of new tram connections through the city center - creating new direct connections on September 6, 2019. Accessed on February 22, 2020.
146. ↑ City council submission for the local transport plan (NVP) of the state capital Munich. (PDF; 165 kB) City of Munich, Department for Urban Planning and Building Regulations, September 30, 2015, p. 48 f. , accessed February 21, 2016 . 
147. ^ Map for the city council submission to the local transport plan (NVP) of the state capital Munich. (PDF; 2.6 MB) City of Munich, Department for Urban Planning and Building Regulations, September 30, 2015, accessed on February 1, 2016 . 
148. ↑ Local transport plan of the state capital Munich , accessed on February 19, 2020.
149. ↑ Public meeting of the General Assembly on January 23, 2019, resolution page on Item A 3. (PDF) In: www.ris-muenchen.de. Retrieved March 10, 2019 .  (PDF document)
150. ↑ SPD parliamentary group in the Munich town hall - living in Munich - traffic ( Memento from July 29, 2007 in the Internet Archive )