Regensburg tram

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Cars 6 and 19 meet at Arnulfplatz, taken between 1910 (commissioning of the TW 19) and 1914 (postmark of the postcard)

The Regensburg tram was a local means of public transport in Regensburg that was in operation from 1903 to 1964.

history

In Regensburg, the construction of an electricity supply began at the time of Mayor Oskar von Stobäus in February 1900. The first power station was built in Augustenstrasse and had its first major customer, St. Emmeram Castle . The operator of the electrical works was Elektrizitäts-Aktiengesellschaft Schuckert & Co. , with which the city had signed a 50-year contract. The contract also included the operation of a tram, which began operating with two lines at the end of Mayor Stobäus' term in 1903. In June 1909 the city bought the E-Werk and the tram with all accessories from the Elektrizitäts-Aktiengesellschaft for 1,900,000 Marks with the contract beginning on August 1, 1909. While the E-Werk subsequently had an operating surplus of 111,000 Marks in 1911 achieved, the tram generated a deficit from 1911 because a third line had to be set up after the eastern city expansion. In addition, the wagons and tracks had been taken over in a worn condition, so that operational reliability and replacement purchases caused high costs. Furthermore, the magistrate had decided to reduce the working hours for drivers, conductors and inspectors from 10.5 hours to 9.75 hours, while at the same time significantly increasing (approx. 13%) the previous average wage from 1,181 marks to 1,340 marks per year. The communalization brought about a significant increase in purchasing power for the staff at prices of 2 marks for 1 kg of meat and 0.4 marks for 1 kg of bread. The communalization had thus brought about a social advance and an improvement in the conditions of use for the staff, which was not financed by increasing fares but by increasing the per capita debt of the entire city's population.

Routing

The meter gauge Regensburg tram was on 21 April 1903, two of Nuremberg built company Schuckert & Co. lines opened. Both lines crossed the old town in north-south and east-west directions and ran:

In 1909, the lines with the associated power station became the property of the city. The network was gradually expanded until the 1930s.

  • on January 29, 1911 from Maximilianstrasse to the new barracks
  • on August 1, 1915 from the Ostentor to the slaughterhouse
  • on October 1st, 1933 from Stadtamhof to Reinhausen Bridge to the Walhallabahn
  • on July 1, 1936 from Prinz-Rupprecht-Strasse to Pürkelgut

At the beginning of the Second World War, the network had a route length of 12.3 kilometers. Due to the destruction in the war, only 10.4 kilometers could be put into operation after the damage was repaired. Line 2 was no longer operational after the Stone Bridge was blown up on April 23, 1945. Line 1 was initially operated from Arnulfsplatz toprüfunging in 1946 , and finally the entire line was operated again. Line 3 was put back into operation from 1946 to 1955. The rebuilding of the Nibelungen Bridge, which was destroyed in the war, in 1950 and the associated increase in private motorized traffic caused considerable problems at the siding at the southern bridgehead with the track position on the north side of the road.

In 1953 the Regensburg trolleybus was installed between the main train station and the Konradsiedlung , but it disappeared from the cityscape again in 1963. This was led over the Nibelungen Bridge and crossed tram line 3. Line 4 was only able to resume operations to Kumpfmühl in 1947 due to war damage; it ran a short time later as line 2. The shutdown took place in the fall of 1959. The last section, line 1prüfunging – Pürkelgut, was shut down on August 1, 1964.

Arrival of railcar 46 and sidecar 79 in Darmstadt in August 1964

At the time of the greatest network expansion, the following lines were in operation:

1 Prüfening-Arnulfsplatz-Domplatz-Maximilianstrasse / HBF-Stobäusplatz-Pürkelgut

2 Central Station – Domplatz – Stadtamhof – Reinhausen

3 Domplatz – Ostentor – Schlachthof

4 Arnulfsplatz – Justice building – Kumpfmühl

The electrically operated passage under the Stone Bridge, built in 1914, took its drive energy from the tram network. With the shutdown of the tram, the operation of the ship passage was also stopped.

vehicles

Restored sidecar 79 during transport
Restored sidecar 79 during transport
Restored sidecar 79 at the Ostengassenfest 2018
Restored sidecar 79 at the Ostengassenfest 2018
Sidecar 80 in Darmstadt-Kranichstein

The most modern Regensburg cars, the association cars, were sold cheaply to the Darmstadt tram and used there for a long time. These were railcars 45–48 and sidecars 77–80, which were given the new numbers 86–89 and 199–202 at HEAG . From there, a tram consisting of railcar 47 and sidecar 79 came back to its old home on November 27, 1990, where it stood as a memorial in the bus depot until 2017.

Identical vehicles from the Munich wagon factory Josef Rathgeber are still in use on the Würzburg tram as "Schoppenexpress" and in Darmstadt as "Datterich-Express".

Location of the railcars:

  • 45/86: Scrapped January 22, 1992
  • 46/87: July 17, 1989 at the Mannheim Central Workshop; Spare parts dispenser; scrapped
  • 47/88: November 27, 1990 to Regensburger Verkehrsbetriebe; Monument in front of the bus depot
  • 48/89: Scrapped July 25, 1990

Location of the sidecar:

  • 77/199: Scrapped October 1, 1991 in Darmstadt
  • 78/200: November 14, 1994 to Freundeskreis Stadtmuseum; May 4th, 1995 to Naumburg (Saale) as a party sidecar; 1999 in Eberstädter Wagenhalle as a hairdressing salon. The car body serves as the office of the Galleriagrande furniture store in Darmstadt-Eberstadt
  • 79/201: November 27, 1990 to Regensburger Verkehrsbetriebe; Monument in front of the bus depot
  • 80/202: shut down in 1994; Museum car in Darmstadt

Technical data railcar:

Mechanical manufacturer: Rathgeber Electrical manufacturer: SSW

Length: 11,512 mm, width: 2,134 mm, height: 3,250 mm, weight: 12,800 kg, power: 2 × 60 kW

Technical data sidecar:

Manufacturer mechanical: Rathgeber

Length: 11,512 mm, width: 2,134 mm, height: 3,250 mm, empty weight: 8,040 kg

Initiative to preserve the last Regensburg tram train

The historical tram association of Regensburg was founded on the occasion of the 50th anniversary of the closure on August 1, 2014. The aim is to preserve the last Regensburg tram that is at the RVB depot. After a collection of signatures exceeded the goal of symbolic signatures in 2014, Lord Mayor Joachim Wolbergs agreed to bring the topic to the city council. The cost of the restoration is estimated at between 200,000 and 300,000 euros, which the city cannot fully cover. The first 25,000 euros were reached in August 2015.

At the beginning of September 2015, the interest group presented its new usage concept for a regular museum operation on the Regensburg Donaulände between the Museum of Bavarian History and the Marina Quartier. The concept provides for the railcar to be set up at the new parking garage on the Wöhrd. In October, the interest group was given the legal form of a registered association .

After the 2017 Citizens' Festival, railcar 47 and sidecar 79 were transported to the new hall in Dieselstrasse, where the Haber & Brandner company is carrying out the restoration. The order to restore the sidecar was placed on August 1, 2017.

For the restoration of the railcar, the IG suggested to the city council in September 2017 that the historic tram train should be used as a memorial for tourists. However, the variant initially envisaged by the Heidelberg transport planning office LTE, extending the port railway track under the Nibelungen Bridge , from the White Villa along the banks of the museum to the Iron Bridge and also connecting the new marina district , has proven to be impractical. In a discussion with the Regensburg City Planning Office, an alternative route from the main train station to the cathedral was suggested.

The restored sidecar 79 was presented to the Regensburg population at the Regensburg Ostengassenfest from June 22nd to 24th, 2018.

On July 14, 2020, the Association of Historic Tram Regensburg eV was able to successfully complete the collection of donations for the restoration of the 100,000 euros required in 2014.

Plans to introduce a light rail system

The introduction of a light rail system has been discussed in Regensburg for a number of years in order to improve the attractiveness of local public transport . On June 19, 2018, the Regensburg planning committee decided to reintroduce the Regensburg tram with 100 percent approval of all political currents.

The tram as an attraction in the old town of Regensburg

The Historical Tramway Interest Group 2017 proposed the concept of profitable, subsidy-free use of the tram as an attraction for the old town of Regensburg and for the revitalization of Maximilianstrasse . After the redesign in 2002, Maximilianstrasse lost a lot of its image among the population. The local newspaper ran the headline “Der Maxstraße lacks charm”. The lack of uniqueness of the street and the lack of a “feel-good atmosphere” could, in the opinion of the IG Historische Straßenbahn, be reawakened by using the historic tram, as in the case of Istanbul, where a historic tram is at Tunel-Platz starts, carries 6,000 passengers a day and is now one of the most important recognition symbols of Istanbul (see İstiklal Caddesi ).

literature

Web links

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

Individual evidence

  1. ↑ Dieter Albrecht: Regensburg im Wandel, studies on the history of the city in the 19th and 20th centuries . In: Museums and Archives of the City of Regensburg (Hrsg.): Studies and sources on the history of Regensburg . tape 2 . Mittelbayerische Verlags-Gesellschaft mbH, Regensburg 1984, ISBN 3-921114-11-X , p. 190 .
  2. ↑ http://www.strassenbahnregensburg.de/news.php?id=8
  3. ↑ Cost estimate by FWM Hennigsdorf in March 2015
  4. ^ Interest group for historical trams in Regensburg Interest group for historical trams in Regensburg
  5. ↑ Report on this from the Mittelbayerische Zeitung  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.@1@ 2Template: Toter Link / scontent-fra3-1.xx.fbcdn.net  
  6. ↑ www.strassenbahnregensburg.de (PDF)
  7. ↑ http://www.strassenbahnregensburg.de/news.php?id=47
  8. ↑ Mittelbayerische.de: The tram is returning to the old town . In: Mittelbayerische Zeitung . ( Mittelbayerische.de [accessed on September 17, 2017]).
  9. ↑ Wochenblatt.de: The restoration of the old tram has started . In: Wochenblatt.de . ( wochenblatt.de [accessed on September 17, 2017]).
  10. ↑ Mittelbayerische.de: Tram finds a weatherproof home . In: Mittelbayerische Zeitung . ( Mittelbayerische.de [accessed on September 17, 2017]).
  11. ↑ Mittelbayerische.de: Tram fans present a new vision . In: Mittelbayerische Zeitung . ( Mittelbayerische.de [accessed on September 17, 2017]).
  12. ↑ Private investment for the historic tram train . In: From the region for the region, Regensburg city-Umlandbahn . September 17, 2017 ( wordpress.com [accessed September 17, 2017]).
  13. ↑ Reporting on www.mittelbayerische.de , [accessed on February 7, 2019].
  14. ↑ Traffic investigation in 2005 ( Memento of the original from November 3, 2007 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. @1@ 2Template: Webachiv / IABot / www.regensburg.de
  15. ^ Regensburg - Stadtbahn decided unanimously . Online at www.idowa.de, accessed on September 7, 2018.
  16. ↑ June 8th 2013 5:02 pm: Maxstraße lacks charm. Retrieved July 26, 2019 .

Remarks