Wuerzburg tram

Wuerzburg tram
Tram on the Löwenbrücke over the Main
Basic information
Country	Germany
city	Wurzburg
opening	April 8, 1892
operator	Würzburg Tramway GmbH
Transport network	Mainfranken transport association
Infrastructure
Route length	19.7 km
Track length	42 km
Gauge	1000 mm ( meter gauge )
Power system	750 V = overhead line
Stops	47
Depots	2
business
Lines	5
vehicles	41 (on scheduled services)
statistics
Passengers	20 million a year

The Würzburg tram - colloquially known as "Straba" (with the short a of the stressed first syllable) - was opened in 1892 as the first tram line in Würzburg, initially as a horse-drawn tram and switched to electric operation in 1899/1900. After two shutdowns and the system dispute in the 1960s, the existence of the tram is now secured. Together with omnibus traffic, it forms the backbone of local public transport in Würzburg and is operated by Würzburger Straßenbahn GmbH , a subsidiary of the municipal utility and transport company. The 19.7 kilometer long route network is electrified with 750  volts DC and has been expanded almost entirely to two tracks. In the five lines of nearly 20 million passengers annually.

history

The beginnings: the long way to the horse tram

As early as 1875 there were first initiatives in Würzburg to build a horse-drawn tram , which the city categorically rejected due to the limited space and lack of demand. The fortifications around the city had only been removed a few years earlier, but the majority of the population still lived within the earlier fortifications and could thus reach most of the inner-city destinations on foot. Twelve years later, in 1887 - in the meantime many cities had already introduced a horse-drawn tramway since 1872 - there was another discussion about the construction of a rail-bound inner-city transport system. The efforts of the Association for the Promotion of Tourism were crowned with success, in order to take account of the increasing volume of traffic and to give the city growth impetus, the Würzburg City Administration approved the construction of two horse-drawn tram lines from the new main station to the Bürgerbräu and to the neighboring southern town of Randersacker. However, these plans could not be implemented for the time being, as the costs for the route to Randersacker were estimated to be too high. In order not to have to give up the horse-drawn tram and to keep the risk for the city as low as possible, the private Würzburg tram, Havestad, Contag & Cie, was commissioned by the city to carry it out on August 3, 1891 . The project was now gaining momentum, and construction work on the connection between the main train station and the Sanderau district was progressing rapidly. On April 8, 1892, the 2.2 kilometer long section Sanderau (Sanderrasen) - Dom (Domstrasse) - Sandgasse (called Schönbornstrasse after the extension in 1899) was removed and opened for scheduled passenger traffic on the following day. The entire route to the train station went into operation on April 30, 1892 and delighted the mayor at the time, who then announced new inner-city routes and extensions to Heidingsfeld, Höchberg, Zell, Dürrbach and the Guttenberger Forest. The great economic success of the first horse-drawn tram enabled the rapid construction of a second connection from the cathedral to the cemetery, which was opened on May 20, 1893.

During the construction of the first two lines - due to the historical street structure, which mainly consisted of narrow and winding streets - extreme challenges were necessary due to the sometimes very tight curve radii. After the builder Balthasar Neumann had already modified the cityscape in the 17th century, a gradual change in the streetscape and an adaptation to traffic requirements began in the middle of the 19th century. In addition to the Kaiserstraße already laid out when the new station was built, the previous Sandgasse, in which only one track could be laid, was demolished from 1896 and a much wider and representative shopping street was created with Schönbornstraße. Thus, a central axis had been created from the new train station via Kaiserstraße, Juliuspromenade and Schönbornstraße to the market square, which the tram traveled along its entire length. In view of the ongoing economic success, further lines were planned, such as a branch from the existing first line in Kaiserstraße via Theater- and Ottostraße to Sanderglacis. But this project was not implemented, nor was the construction of a steam-powered line in the Guttenberg Forest.

The electric tram

Towards the end of the 19th century, the horse-drawn tram had already been replaced in many cities by an electric tram that was cheaper to operate and maintain. Würzburg also envisaged an early electrification of the network by the turn of the century and its expansion. After the power station went into operation on April 1, 1899, nothing stood in the way of this project from a technical point of view. On July 10, 1899, Würzburger Straßenbahn AG was finally founded, which took over the horse-drawn tram system. The implementation of the operation was incumbent on the electricity company vorm. Schuckert & Cie from Nuremberg, who was the founder of the company and owned 75 percent of the shares. It was commissioned by the magistrate in 1897 to build the power station and was thus able to procure cheap electricity. As at the time of the horse-drawn railway, extensive network expansions were planned, but an agreement was made on a few significant routes. On the one hand, the construction of a line to Zellerau was pushed forward, but the first electric tram ran from the main train station via Kaiserstrasse and Theaterstrasse and Residenzplatz, circled the Glacis and ended at Sanderglacisstrasse. Now that the first step of the system change had been completed, the electrification of the horse-drawn railway lines and the deferred Zellerau line could be pursued.

The first section between the city center and Wörthstrasse in the eastern part of Zellerau was opened on September 4, 1900, on September 5, the main station - Sanderau line was electrified until the age of the horse-drawn tram ended on September 7. The expansion of the tram was then continued. On November 6, 1900, the Zellerau line was extended from its previous endpoint on Wörthstrasse to Oberzell and thus crossed the Würzburg city limits for the first time. On June 8, 1901, the route from Sanderstraße to Hofmann'schen Scheune in Steinbachtal was opened, which was completed on March 29, 1902 with the extension to the Waldhaus. This route, which was primarily used for excursion traffic, led through the still relatively sparsely populated areas along Mergentheimer Straße and in the Steinbachtal and first touched the soil of the then independent town of Heidingsfeld. On October 6, 1909, the Grombühl district, a district for railway employees created at the end of the 19th century, received its tram connection. To connect with the existing network, a new clasp was built through Ludwigstrasse, which replaced the route through Semmelstrasse and to the cemetery. The expansion had thus come to an end for the time being and in 1909 the Würzburg tram had a meter-gauge network with one east-west and two north-south lines, which had grown from 4.6 to 14.1 kilometers compared with the horse-drawn tram era. At that time the city already had over 80,000 inhabitants.

The initially overwhelming economic success of the horse-drawn tram and later the tram, however, did not last. This was due, among other things, to the overland routes to Oberzell and the Steinbachtal, which are popular in excursion traffic but are otherwise not heavily frequented, but the trams were bound to operate them as well as the contractually agreed fares. In contrast, the east-west line between Zellerau and Grombühl was the main contributor to economic stability. After the outbreak of the First World War, it was initially possible to increase the number of passengers, but the effects of the war also had an impact on tram operations. The shortage of coal prevented a reliable supply of electricity, traffic had to be reduced and in some cases temporarily suspended. In 1919, the tracks were dismantled at various points and sold as scrap iron.

The drastic rise in inflation and the ever increasing shortage of coal led to the cessation of operations on April 20, 1920. Because the city as a contractual partner urged to resume trips, legal disputes and a settlement ensued. In the end, the construction, operating and leasing contract was terminated, the city received all track and overhead line systems, while the fleet of vehicles, the depot and other buildings fell to Baldam-Werke, a subsidiary of Siemens-Schuckert-Werke.

Tram in the interwar period

Würzburg initially spent the years after 1920 without a local public transport system. However, the city administration continued to pursue the goal of reviving tram traffic whenever possible and opposing the general German trend of the decline of trams. However, no new contractual agreement regarding the continuation of tram operations was reached between the two previous partners. This led to the foundation of the Neue Würzburger Straßenbahnen GmbH on June 5, 1924, in which the city of Würzburg held 60 percent and the Bayerische AG für Energiewirtschaft 40 percent of the shares. The track and overhead line systems transferred to the city in 1920 could be incorporated into the new company through their majority stake, the other operating systems as well as the vehicle fleet had to be bought from the Baldam works. On September 18, 1924, Neue Würzburger Straßenbahn GmbH started operating with tram line 1 Hauptbahnhof - Dom - Sanderau. For the route, which was almost continuously expanded to two tracks, among other things, still usable rails from the no longer served routes were used.

In a north-easterly direction, the line was then extended to the Grombühl district and was able to use some of the existing track systems from before the First World War. In order to link it to the existing network, the previous route through Ludwigsstrasse was abandoned in favor of a new route along the Haugerring. The Grombühler route branch now served the western part of the district, the Luitpoldkrankenhaus, the high-volume eastern part, initially remained without a tram connection for financial reasons. Only the private donation of the ophthalmologist Josef Schneider, who emigrated to the United States of America , could the route be extended to its planned end point and opened on January 20, 1926. Otherwise, the Neue Würzburger Straßenbahn GmbH limited itself in the first years of operation mainly to making improvements to the existing infrastructure, such as the double-track and straightened expansion of the line to the Sanderau and track renewals in the city center. After the single line had reached its maximum length, the plans to introduce a second line in the Zellerau matured. It was opened after around four months of construction on May 25, 1927, connected to Line 1 on Juliuspromenade and from there led over the Alte Kranen, the Luitpoldbrücke as well as Wörthstraße and Frankfurter Straße to the Bürgerbräu. In 1929 the construction of a tram line from Sanderring to Heidingsfeld began, to which the city of Würzburg had committed itself in the 1928 contract for the incorporation of Heidingsfeld. On August 3, 1929, the section Sanderring - Zollhaus Steinbachtal was opened, followed by the remainder as far as Heidingsfeld on December 17, 1929.

The line network existed to this extent until the end of the Second World War in 1945. The following vehicles were available in 1939: 24 railcars, 10 sidecars and 5 special cars.

Expansion to the tram

Kranenkai in 1980: Today the tram climbs up the approach to the Friedensbrücke on a grass track (right edge of the picture).

In the 1990s, the classic Würzburg tram was gradually expanded into a modern transport system. In addition to the procurement of new types of low-floor vehicles , this also included the modernization of the tracks and the track. Following the principle of the newly emerging urban railway trend, the routes in Würzburg where trams and cars shared a lane were removed and instead - if space was possible - a separate track body was created. It was hoped that these very cost-intensive construction measures would accelerate the speed of travel and increase the number of passengers. By embedding the rails in lawns , the cityscape could also be beautified in some places and the tram routes could be better integrated into existing green areas.

View from Barbarossaplatz to Juliuspromenade, before the conversion to a pedestrian zone: The central stop of the network, which is located here today, was not yet created in 1979.

In the 1990s, separate tracks for the tram were set up in Frankfurter Strasse in the Zellerau district and in Virchowstrasse in Grombühl.

The most costly measure of this kind, however, was the widening of the Friedensbrücke , which took place from 1998 onwards . The trams, which were often stuck in traffic jams on the bridge, could now be guided over the Main on a separate track. At the same time, a section of grass track was put into operation in the adjacent Kranenkai. In connection with the establishment of a pedestrian zone in the upper Julius promenade, a new central transfer stop was built around the same time, which from then on replaced the stops at Barbarossa and Dominikanerplatz .

Today, with the exception of the inner city section and part of the route branch in the Sanderau district as well as the block loop in Grombühl, all routes are largely on "Stadtbahn standard".

Another component was the barrier-free equipment of the stops. Since the new tram vehicles with their low-floor entrances already offer good conditions for disabled passengers, the raising of the platform edges should make it possible to achieve complete accessibility . Since the beginning of 2006, more and more tram stops have been equipped with display boards for dynamic passenger information .

Route network

Tram 212 at the Rathaus stop . In the background the Würzburg Cathedral.

The route network of the Würzburg tram is around 42 kilometers long and, apart from the eight turning loops and the route through the old town of Heidingsfeld, has been expanded to consist of two lanes. In regular traffic, 47 stops are served, the majority of which are already barrier-free in both directions.

Main line main station - Sanderring

Trunk line
Legend Route from Grombühl Central Station East (out of town) Branch to the turning loop Central Station West (towards the city) Branch to the turning loop Barbarossaplatz (closed) Route to Hubland (planned) Julius promenade Route to the Zellerau Dominikanerplatz (closed) Dom town hall Neubaustraße Sanderring Route to Heidingsfeld Route to the Sanderau

The main line of the Würzburg tram network is the section Hauptbahnhof - Sanderring, which all lines - at least partially - use. It starts at the main train station and then takes you via the Juliuspromenade, Dom, Rathaus and Neubaustraße stops to the Sanderring transfer station, which means it crosses the entire old town. Since the route mostly leads through pedestrian zones, the tracks are continuously embedded in the pavement as grooved rails. On the drive through the old town you get to see a variety of Würzburg sights, such as the Juliusspital , the market square with the Falkenhaus and Marienkapelle , the Neumünster and the St. Kilian Cathedral and the town hall at Grafeneckart.

When the Juliuspromenade was redesigned, which began in March 1998, the Barbarossaplatz and Dominikanerplatz stops that had been served up to that point were merged into a central Juliuspromenade transfer stop with several platform sections for the various lines. Great emphasis was placed on the barrier-free equipment, thanks to which it is now possible to board the low-floor trams almost at ground level.

In the autumn of 2006, a Würzburg city council proposed to introduce a free city tram as part of the planned construction of the “Würzburg Arcaden” shopping center at the main train station. H. to no longer charge a fare on the main route section. The proposal was rejected by a narrow majority in the city council, apart from that the controversial arcade project was rejected in December 2006 as part of a referendum.

The turning loop on the station forecourt goes around the Killiansbrunnen and is driven counter-clockwise. Trains from the city center come into the loop from the south. The rail connection to and from Grombühl is located on the south-eastern edge of the square. The temporary stop Hauptbahnhof Ost is located here . It is already outside the turning loop and can only be used in the direction of Grombühl. In the north of the square, at the level of the station entrance, there is a double-track section of track where train overhauls can take place. The Hauptbahnhof West stop is on the western edge of the square and is still on the turning loop.

Monday to Friday, due to the circulation link, the trams of line 2 coming from Zellerau switch to line 3 in the direction of Heuchelhof at the Hauptbahnhof West stop . Trains returning from the Heuchelhof take line 2 back to Zellerau after a short stop at the main train station.

Branch main station - Grombühl

Branch Grombühl
Legend Main route from the main train station Central Station East (out of town) Berlin Square Grombühlbrücke Branching of the turning loop Brücknerstrasse Wagnerplatz Josefskirche Felix Fechenbach House Pestalozzistrasse Senefelderstrasse Robert-Koch-Strasse University Hospital Area D Route to ZOM / ZIM (planned)

The branch to Grombühl is the only one north of the city center. It begins at the main station, where a provisional stop at Hauptbahnhof Ost has been set up for trains in the direction of Grombühl , while journeys in the opposite direction use the Hauptbahnhof West station . From the station forecourt, the tracks initially run parallel to the Haugerring in the direction of Berliner Platz . Behind the stop, the line branches off in its own track bed onto the Grombühlbrücke and thus crosses the east exit of the main station.

After leaving the bridge, a large, single-lane block loop begins. On the lower Petrinistraße, the route leads to the east and serves the stops Wagnerplatz , Felix-Fechenbach-Haus and Senefelderstraße . After the stop Uni-Klinikum Area D , the route turns 180 degrees and leads back on Robert-Koch-Straße, a little further north and higher, where the station of the same name with the additional name Uni-Klinikum Area B / C is located. This is where the expansion to the center for operative and internal medicine will follow from 2016. At the Pestalozzistraße / Uni-Klinikum Area A stop , the trams take a longer break and usually switch from line 1 to line 5 or vice versa. Here you can, among other things, change to bus lines 13 and 24. After a stop at the Josefskirche in Matterstockstraße, the route leads over Brücknerstraße back down to the Grombühlbrücke.

Branch Juliuspromenade - Zellerau

Zellerau branch
Legend Main route from the main train station Julius promenade Main route to the Sanderring Ulm court Alter Kranen (closed) Congress Center Friedensbrücke over the Main Talavera Nautiland Woerthstrasse Hartmannstrasse DJK sports center Siebold Museum Branching of the turning loop Bürgerbräu Line to Oberzell (dismantled)

The branch to the Zellerau district branches off the main route west of the Juliuspromenade stop and reaches the banks of the Main via the Ulmer Hof stop - already on its own lane . A section of grass track begins at the level of the old crane , which initially runs parallel to the crane quay. Between the Congress Centrum and Talavera stops, the line crosses the Main on the Friedensbrücke, which has had two separate routes for car and tram traffic since its expansion in the late 1990s. At the western bridgehead, Dreikronenstraße is crossed at a traffic light crossing, which is directly connected to the Talavera stop , which functions as a park-and-ride station with two large parking spaces in the immediate vicinity . The Nautiland stop (formerly Neunerplatz ) follows in the further course of the green section . Upon reaching the Wörthstraße station , the line then leaves the grass track and turns into Frankfurter Straße, which it then drives to its end point. As far as Hartmannstraße , the trains still run in mixed traffic with cars, then a separate route begins again in the middle of the street, for which the former four-lane Frankfurter Straße was reduced to two lanes when the urban railway was expanded. This is followed by the stations DJK-Sportzentrum (formerly Schorkstraße ) and Sieboldmuseum . Shortly before the final stop at Bürgerbräu (formerly Mainaustraße ), the route out of town leaves Frankfurter Straße in order to enable trams to turn around by means of a small block bypass on its own track. Before the route returns to the fork in the middle of Frankfurter Straße, the end stop at the edge of the road near the intersection of Frankfurter Straße and Mainaustraße is reached, where you can change to bus line 22 in the direction of Zell am Main and Margetshöchheim . The remains of the earlier continuation of the tram line to Oberzell were removed during renovation work in autumn 2006.

Branch Sanderring - Sanderau

Sanderau branch
Legend Main route from the main train station Sanderring Route to Heidingsfeld Eichendorffstrasse Marriage holding house Arndtstrasse Fechenbachstrasse Sanderau depot Branching of the turning loop Koenigsberger Strasse

A type GT-N tram at the entrance to the Wendeschleife Sanderau.

The Sanderau route begins at the Sanderring transfer station . Immediately after the stop, cross the street of the same name, drive through a short section of the Ringpark and cross Sanderglacisstraße, before the route leads on its own lane through Virchowstraße to the Eichendorffstraße stop . From there it goes on to Ehehaltenhaus , where the tram line turns into Friedrich-Spee-Straße and, due to lack of space, continues on grooved rails that are embedded in the roadway floor. Since the supraregional car traffic runs through the parallel Randersackerer Straße, mainly only local traffic runs in mixed operation with the tram. At the intersection with Arndtstraße there is another station, which is located in the street area and is initially only accessible for disabled people towards the city center. The Fechenbachstraße stop is also in the street and is directly in front of one of the two depots of the Würzburg tram. After passing the access points to the depot, the route leading out of town swings to its own track bed at the roadside, while the tracks leading into town continue to be on Friedrich-Spee-Straße. At the intersection with Königsberger Straße there is the final stop of the same name with a turning loop. There is a parking lot in the middle of the loop. At the end of the tram you can change to bus line 34 in the direction of Heidingsfeld and in the direction of Frauenland , Gerbrunn and Lengfeld .

Since lines 1 and 4 are linked during the week, there is a change between lines 1 and 4 in the Sanderau loop in regular service. Vehicles coming from Grombühl as line 1 change to line 4 at Königsberger Straße and continue to Zellerau. Trams that return from Zellerau as line 4 then switch back to line 1 in Sanderau and return to Grombühl.

Sanderring - Heidingsfeld branch

Route branch Heidingsfeld
Legend Main route from the main train station Sanderring Route to the Sanderau Ludwigsbrücke over the Main Lion Bridge Rowing center Judenbühlweg Steinbachtal Dallenbergbad Frankenbahn / route to Treuchtlingen Wendeschleife (no regular service) Andreas-Grieser-Strasse Reuterstrasse Route to the Heuchelhof Klosterstrasse Walther School Branching of the turning loop Ostbahnhof

The Heidingsfeld route branch also began at the Sanderring , but immediately afterwards crossed the Main via the Ludwigsbrücke (popularly known as the Löwenbrücke), which, unlike the Friedensbrücke, has no separate tram tracks. Between the Löwenbrücke and Ruderzentrum (formerly Haus des Sports ) stops , a section of grass track runs parallel to Mergentheimer Straße and leads via the Judenbühlweg and Steinbachtal stops to the Dallenbergbad stop . Behind the stop there is a single-track turning loop that is not used in regular operation of lines 3 and 5 that run here. The tracks to Heidingsfeld are in the middle of the lane after crossing under the Konrad-Adenauer Bridge and are designed as conventional railway tracks. After the Andreas-Grieser-Straße stop, there is the double-track Reuterstraße transfer station , where bus lines 16, 31, 33 and 34 stop. Three tracks were in operation by July 2014. From the beginning of August, the Reuterstraße stop was completely rebuilt and has since been made completely barrier-free.

The continuation of the tram route into the Heidingsfeld city center was shut down for scheduled traffic in June 2001. From the Reuterstraße stop, it initially ran on a single track on Wenzelstraße in the middle of the street through the old town of Heidingsfeld. Via Klosterstraße with the stop of the same name you got to the Waltherschule stop (at Winterhäuser Straße 1). From here the route ran on a single track in a large block loop around a green area. The rails, which were initially on the right-hand side of Kirchhofstrasse, led to the former terminus opposite the Ostbahnhof , which was in its own track bed. The following section of the route back to the fork at the Waltherschule ran along the narrow street Am Ostbahnhof. From here it went back towards the city. Contrary to most of the Würzburg turning loops, the block bypass in Heidingsfeld was driven clockwise so that the trains could run in a one-way street after leaving the Ostbahnhof station. The route through the Altort is now served by bus line 16 in regular service. In regular operation, it was last used in 2006 during track construction work between the Reuterstraße and Klingenstraße stops from line 5 to turn. In addition, the rentable “Schoppenexpress” regularly traveled the entire Heidingsfeld branch.

On July 19, 2013, the route to Heidingsfeld was driven one last time as part of a public special trip and then finally stopped. In the meantime (as of 2015), part of the tracks at the level of the town hall and near the Reuterstraße stop has been removed. This means that the route is no longer passable. In the course of the planned reactivation of the Heidingsfeld-Ost train station, however, the removal of the tracks has been heavily criticized.

Branch Heidingsfeld - Heuchelhof

Route branch Heuchelhof
Legend Route from downtown Reuterstrasse Route to Heidingsfeld Klingenstrasse Railway line to Treuchtlingen Heriedenweg Steep section Berner Strasse Strasbourg ring Vienna Ring Madrid ring Route to Rottenbauer Branching of the turning loop Athenian ring

The line to the Heuchelhof district was put into operation in 1989. It begins with the junction from the Heidingsfeld route branch and then crosses a section of grass track on the edge of Reuterstraße . At the intersection with Andreas-Grieser-Straße it changes back to the railway construction with sleepers. This is followed by the Klingenstraße and Heriedenweg stops in the middle of the street on Stuttgarter Straße. At the outskirts of Heidingsfeld, the route branches off to the left into the two-lane Heuchelhofstrasse. This is where the 9.1 percent steep route to Heuchelhofberg begins, at the end of which the district of the same name begins. Before that, the A3 motorway bridge is crossed. At the level of the first development, a greened section of the route begins again. The stations Berner Straße and Straßburger Ring are still in the middle of the street. To make it easier to cross Heuchelhofstrasse, there is a pedestrian traffic light on Berner Strasse and a pedestrian bridge on Straßburger Ring, which safely connects both tram platforms with the residential areas beyond the lane. Behind the stop, the train changes to a grass track on the right-hand side of the road, along which the Wiener Ring and Madrider Ring stops have been created. While the route to Rottenbauer and the Heuchelhof depot now branches off to the left, the grass track section continues a few meters further to the turning loop on the Athener Ring , which is the final stop of line 3 during normal operation.

Route branch Heuchelhof - Rottenbauer

Rottenbauer branch
Legend Route from Heidingsfeld Madrid ring Route to the Athens Ring Heuchelhof depot Max-Mengeringhausen-Strasse Brombergweg Branching of the turning loop Rottenbauer

The extension from Heuchelhof to Rottenbauer was completed in 1997, making it the historically youngest tram route in the WSB network. It begins with the track crossing between the Madrid and Athens Ring. Here the Heuchelhofstraße is crossed and in a cut in the terrain it goes to Stauffenbergstraße, past the new depot of the Würzburg tram. The route runs parallel to the street through the Heuchelhof industrial park, which is accessed from the Max-Mengeringhausen-Straße stop . The route then continues on to Rottenbauer. The Brombergweg stop was set up for the new development area in the north of the village, followed by the Rottenbauer terminus with a turning loop for line 5, which has existed since November 30, 1989 and was extended in 1997 from Heuchelhof to Rottenbauer.

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Line network

Würzburger Straßenbahn GmbH has the following two main lines (daily), 3 secondary lines (Mon-Fri) and 2 express lines (on school days) (as of December 2012) :

line	Route	Travel time	Length*
1	Grombühl Uni-Kliniken - Hauptbahnhof - Juliuspromenade - Stadtmitte - Sanderring - Sanderau (does not run on weekends)	31 min.	10.4 km
2	Main station - Juliuspromenade - Wörthstraße - Zellerau (does not run on weekends)	14 min.	8.0 km
3	Main station - Juliuspromenade - city center - Sanderring - Steinbachtal - Heidingsfeld - Heuchelhof (does not run on weekends)	32 min.	19.3 km
4th	Sanderau - Sanderring - Stadtmitte (- Juliuspromenade - Hauptbahnhof - Juliuspromenade) - Wörthstraße - Zellerau (evenings and weekends via the main station)	25 min. **	12.6 km **
5	Grombühl University Clinics - Central Station - Julius Promenade - City Center - Sanderring - Steinbachtal - Heidingsfeld - Heuchelhof - Rottenbauer	42 min.	26.2 km
504	Rottenbauer - Heuchelhof - Heidingsfeld (only stop at Reuterstraße) - Steinbachtal (no stop) - Sanderring - city center - Wörthstraße - Zellerau (only on school days)	32 min	***
505	Rottenbauer - Heuchelhof - Heidingsfeld (only stop at Reuterstraße) - Steinbachtal (no stop) - Sanderring - city center - main station (only on school days)	35 min	***

* The information relates to both directions of travel, i.e. H. a complete line circulation ** Without a loop over the main station *** As there is no scheduled line circulation, no route can be specified for this.

Express lines

In the morning work and school traffic, the two express lines 504 and 505 supplement the offer, which were marked with a red line number until the introduction of matrix displays . They run from Rottenbauer to the main train station or Zellerau and only stop at the Reuterstraße transfer station between Berner Straße and Sanderring. Because of the high demand, the express lines were initially operated in double traction after the delivery of the new GT-N railcars. In the meantime, however, this option is no longer used in scheduled traffic. Therefore the express lines are almost always overcrowded. In total (on school days) there are two trips on line 504 and five trips on line 505.

Timetable offer

Lines 1–5 run every 12 minutes until 9 a.m. during the week and every 15 minutes from 9 a.m. onwards. With the exception of the Madrid Ring - Rottenbauer section, at least two lines overlap in many places 7.5-minute intervals result, in the inner city section Juliuspromenade - main station and cathedral - Sanderring and even four lines run in parallel. Nevertheless, there was no denser timetable offer there, as for a long time two lines generally left the main station at the same time. According to the WSB, this fact, which has often been criticized by passengers , was necessary to ensure the 7/8 minute intervals on the outer branches. In addition, a change to this previous regulation would lead to signaling problems, as the tram crosses the Röntgenring immediately after leaving the Hauptbahnhof West stop. With the new roadmap, which came into force in 2017, these problems have been resolved.

Lines 1, 2 and 3 will be closed in the morning and evening hours as well as on weekends and during the summer holidays. Operation will then be exclusively via lines 4 and 5, both of which run on Saturdays (and during the summer holidays) every 10 minutes and in the evening, and on Sundays and public holidays every 20 minutes (every 30 minutes on Sunday morning) . Because of the hunt group on the Juliuspromenade on the common trunk route, they drive every three minutes in a row. In order to connect the Zellerau and Sanderau to the main station, line 4 travels the loop Juliuspromenade - Hauptbahnhof - Juliuspromenade during these off-peak times, which is otherwise bypassed by the direct connection between the Dom and Ulmer Hof stops. The resulting increase in travel time on line 4 between the city center and Zellerau has been heavily criticized by passengers.

During the spring folk festival, the Kiliani folk festival and the Mainfrankenmesse, additional trips are offered on line 2 in the evenings and on weekends. Line 2 then runs every 20 minutes between the main train station and Zellerau. On “Mantel Sunday”, line 5 between the main train station and Rottenbauer is compressed to a 10-minute cycle during the day.

Continuous night traffic is only available on the night from New Year's Eve to New Year's Eve, when lines 4 and 5 each run every 30 minutes. Only on line 5 there is a daily night trip from Grombühl to Rottenbauer. At the weekend, the tram sections (with the exception of the Sanderring - Dallenbergbad and Congress-Centrum - Wörthstraße) are used every hour by night buses 91 to 99.

vehicles

For passenger service 41 trams currently are three different types are used, all directional vehicles are:

•   6 three-part GTW-D8. (Vehicle numbers 236, 238, 243 to 246)
• 14 three-part GT-E. (Vehicle numbers 201 to 214)
• 20 five-part GT-N. (Vehicle numbers 250 to 269)

In addition, there are some special vehicles that are only used for special trips or act as work vehicles :

• historic GT-H railcar . (Number 272)
• historical two-axle train Schoppen-Express for special occasions. (Numbers 291 and 292, Rathgeber 1954/1951 ( association type ), acquired 1983/1989 from Darmstadt tram , there Tw 13 and Bw 183)
• Rail maintenance train (number 295, conversion from a Düwag eight-axle vehicle taken over from Bielefeld in 1984 )
• Electric locomotive (number 299, Esslingen 1945, taken over from Stuttgart in 1984 )
• snow plow

All vehicles are meter gauge and designed for operation under 750 volts direct current. In addition to the trains required for scheduled operation, the Würzburg tram also has various maintenance vehicles, such as a rail grinding car or a snow plow. A historic tram that has been converted into a "Schoppen-Express" can also be rented for special occasions.

Current fleet

Type GT-N

A GT-N in the Sanderau depot

For the extension of the Heuchelhof route to Rottenbauer and to replace the six-axle GT-H model taken over from Hagen, a tender for 20 new trams was issued in 1992 . Since the GT-E, which was ten percent low-floor, had extremely good experiences, a completely low-floor vehicle was now required. In addition, an all-axle drive was again necessary for use on the steep section to the Heuchelhof district . Ultimately, Linke-Hofmann-Busch prevailed for the wagon construction part and Siemens for the electrical part. The five-part vehicle is equipped with twelve wheel hub motors with 70 kW each, which enable acceleration to a maximum of 70 km / h. The GT-N offers a total of 82 seats and 78 standing places. In 1996 the new trains were delivered. Initially, it was used on line 2 (Hauptbahnhof – Zellerau), but was gradually expanded to the other lines. Today they can be found on the entire route network. With the exception of car 250, which has the WSB design, all GT-N are rented out as full advertising vehicles.

Type GT-E

Car 210 drives through Schönbornstrasse at the Dom stop

When the new Heuchelhof district was to be connected to the Würzburg tram network by means of a steep stretch, the purchase of new tram cars was inevitable. As a novelty compared to the older railcars, the almost 33-meter-long trains of the new vehicle series have an all-axle drive with four 189 kW motors and a low-floor middle section to make it easier for older or physically disabled passengers in the Heuchelhof center for the disabled to travel by train. At certain stations with sufficiently high platforms , the low construction allows for barrier-free entry and exit . The maximum speed is 70 km / h. At the end of 1988, Linke-Hofmann-Busch and Siemens delivered the first of a total of fourteen GT-E, a three-part facility railcar with a total of eight axles. It was given vehicle number 201. The identical railcars 202 to 214 followed in 1989. Today the GT-E are used on all lines in Würzburg. Most of them are covered with full advertising.

Type GTW-D8

Car 246, here on a photo from 1988, is still in use as one of six 2020 GTW-D8s

In 1967 and 1968 the Würzburg tram procured ten six-axle Duewag articulated wagons of the type GTW-D6. The two-part cars have two 120 kW series motors from BBC , with which they can reach a top speed of 65 km / h. The Würzburg GTW-D6 were given the numbers 231 to 233 (built in 1967) and 234 to 240 (built in 1968).

In 1975 another eight Düwag trams came to Würzburg, but they were already equipped as eight-axle vehicles ex works. They were therefore given the designation GTW-D8 and the vehicle numbers 241 to 248. To be able to cope better with the additional weight of the built-in middle section, they were given two engines with 150 kW power. The top speed remained the same.

In 1982 the ten articulated wagons of the first series were converted to eight-axle vehicles with an additional middle section. Since then they have been called GTW-D8. In terms of performance, however, they were not adapted to the vehicles of the second series.

The GTW-D8 used to be on all valley lines. Today they can only be used in the morning rush hour and after school to expand capacity. Due to their weak braking and drive performance and the lack of train control, they are not suitable for traffic on the Heuchelhof steep section and are therefore only used on the valley sections. However, it is not possible to use the GTW-D8 in normal vehicle circulation during the 15-minute cycle, since the valley line 2 is circumferentially linked to the steep line 3 and the valley lines 1 and 4 also form a common circuit with the steep line 5. The high-floor wagons are therefore only used on the four circuits of line 4 every 12 minutes and on the three reinforcement courses at rush hour from the Sanderau depot in the direction of Grombühl and Zellerau. For trips to and from the Heuchelhof depot, they have to be towed over the steep section.

In 2020 the six cars 236, 238 and 243 to 246 will still be in operation; they will be used from the Sanderau depot. The 233-235 cars were sold to a company in Salzgitter , while the 231, 232, 237, 240 to 242 and 247 cars were scrapped in Würzburg in November 2010. Only cars 239 and 248 remain as inoperable vehicles in Würzburg. As usual with the Würzburg tram, a large part of the parked and roadworthy Düwag vehicles are fully advertised . An exception to this is car 236, which is in the WSB design analogous to GT-N number 250.

Although they are one-way vehicles, the GTW-D8 also have doors on the left-hand side of the vehicle: a single-leaf door behind the driver's seat and a double-leaf door at the rear.

• 

  GTW-D6 232 with BW 262 on Bahnhofplatz (1979)

• 

  Rear view with left-hand door of the GTW-D8 245 (right) on Dominikanerplatz, left GT-H 274 (1980)

• 

  GTW-D8 241 at Bahnhofplatz (1979)

• 

  Front view of the GTW-D8 244 with door on the left, next to it on the right GT-H 275 (1979)

Former fleet

Tram train type GT-H

GT-H 272 on a factory trip near Hartmannstrasse.

In 1975 the Würzburg tram took over twelve six-axle bi-directional articulated railcars type Düwag GT6 from the Hagen tram . Six of the vehicles (ex Hagen 70 to 75) were built in 1962 and were given car numbers 270 to 275 in Würzburg, the second half (ex Hagen 76 to 81) built in 1963 were given the numbers 276 to 281. The newly used type designation GT-H indicates the former location of the vehicles. Over time, much of the GT-H was to mover carriage rebuilt. In addition, nearly all vehicles in the last few years of operation in Würzburg received large-scale vehicle advertisements.

After 20 new trams came to Würzburg with the GT-N in 1996, the GT-H became superfluous. In 1997 four vehicles 271, 274, 276 and 279 were handed over to the Arad tram in Romania . Almost a year later, the 270, 273, 275, 277, 278 and 281 cars went to the Grudziądz tram in Poland . Today a GT-H is still operational in Würzburg with railcar 272. Another vehicle, the GT-H 280, is no longer roadworthy directly next to the Heuchelhof depot on the grounds of a sports field and serves as a lounge there.

Future fleet

One-way low-floor articulated railcar

As of October 30, 2018, the WVV, as the operator of the Würzburg tram, tendered the production of delivery of 18 low floor articulated trams. In addition, an option for a further nine vehicles has been tendered if the route extension Frauenland / Hubland comes. There is a negotiated procedure with a prior call for competition. The deadline for submitting requests to participate was December 3, 2018, 2 p.m.

The trams to be delivered must meet the following characteristics:

- modular vehicle concept which allows later extension
- advertised vehicle length approx. 36 meters, extension option to max. 42 meters
- 1000 mm track width
- 2400 mm car body width
- 3100 - 3200 mm car height to the outer edge of the cove (above SO)
- 750 V DC contact line voltage
- Central
running gears are not permitted - Car body in fully welded lightweight steel construction (with welded side wall and roof sheet metal)
- Maximum speed 70 km / h
- entry height 340 mm above sea level SOK
- smallest drivable track curve radius 17.5 m
- at least four double doors with a clear width of 1300 mm distance from front edge of 1st door to rear edge of last door max. 34 meters
- all wheel sets driven and braked
- 220 people capacity (approx. 75 seats / 145 standing places for 4 people / m²)
- maximum axle load 11 tons
- three-phase synchronous motors

The manufacturer can choose between retractable, non-retractable and partially retractable chassis. The tender contains specifications about the permissible turning angles depending on the type of chassis. When using one of the last two variants, the wheels must be longitudinally coupled; a motor drives two wheels on each side of the vehicle via a transmission. Wheelset shafts are not permitted. When using retractable trolleys, the WVV requests hollow-bored wheelset shafts. The wheelbase in the chassis is 1,800 mm.

In addition, the new vehicles must have four secure parking spaces for wheelchair users. A barrier-free access option which guarantees that a maximum of 50 mm to the stop curb as a gap are required. The loss of stopping time when operating this technical facility is limited to 20 seconds. Ramps inside the vehicle may not have a longitudinal incline of 6% if they are used by wheelchair users, other ramps may have a longitudinal incline of up to 12%. Steps to common areas may be provided in front of the first and after the last door.

The manufacturer must also guarantee that the ramp between Heidingsfeld and Heuchelhof on lines 3 and 5 with a longitudinal incline of 91 per thousand over a length of approx. 1600 meters can be driven.

Wheel set noises must be minimized by installing wheel flange lubrication. Driver assistance systems are to be provided; the tender does not contain any further specifications. The WVV requires 30 years and 2,500,000 kilometers for the service life of the vehicles. It is therefore assumed that the vehicles will have the same service life as the GT-E from 1992 that are now to be replaced. The vehicles should be commissioned around 2021; the tender does not contain a specific date for when the first and when the last vehicle must be delivered.

As a special feature, the WVV optionally requires 20 USB charging sockets in the area of ​​the seats. Air conditioning in the passenger compartment is now also optionally advertised as state of the art.

In November 2019, the planning, environment and mobility committee of the Würzburg city council (November 5, 2019) and the city council itself (November 14, 2019) had to decide whether the first series of 18 vehicles should be ordered with the additional optional equipment.

According to a meeting draft of the committee and the city council, the costs for the optional equipment are:

20 USB charging sockets per vehicle: € 15,234 one-time costs per vehicle (€ 274,212 for 18 vehicles)
WiFi hotspot per vehicle: € 12,163 one-time costs per vehicle (€ 218,934 for 18 vehicles) and € 6,500 costs per year for operating the
passenger compartment air conditioning: 119,630 € one-time costs per vehicle (€ 2,153,340 for 18 vehicles) and around € 115,000 per year for operating costs for 18 vehicles.

These figures were offered by the most economical bidder, the final offers had to be received by WVV by October 14, 2019. It has not yet been announced which manufacturers will receive the delivery orders. The Planning, Environment and Mobility Committee took note of the draft resolution on November 5, 2019 and decided, in the light of it, that all three optional equipment items should be ordered.

On December 9th, the contract for the procurement of the new vehicles was signed by WVV managing director Thomas Schäfer and Samuel Kermelk, managing director of HeiterBlick GmbH . The vehicles have 76 seats and 147 standing places. Each tram has an output of 760 kilowatts (1033 hp) and weighs 49.4 tons. The two large special usable areas for wheelchairs, strollers and bicycles in the passenger compartment are particularly passenger-friendly. The vehicles will be equipped with large infotainment monitors, air conditioning and 20 USB charging sockets. The new vehicles will be delivered in stages between 2022 and 2023/2024.

Depots

Würzburger Straßenbahn GmbH has two depots. The older of the two is in Sanderau at the Fechenbachstrasse stop. After the opening of line 5 to Heuchelhof and the purchase of new trains, the capacities of the Sanderauer depot were no longer sufficient, so an additional depot was built in the Heuchelhof-Rottenbauer industrial park at the former Stauffenbergstraße stop.

Future development

Expansion of the route network

For several decades there have been efforts to further expand the Würzburg tram network. New lines to the districts of Versbach, Lengfeld and Frauenland as well as to the communities close to the city of Höchberg, Randersacker, Gerbrunn and Zell (Main) - Margetshöchheim are under discussion. Due to the poor budget situation in the city of Würzburg and the general financial shortage, these projects are currently not being pursued. In contrast, the following plans are currently under discussion:

Grombühl

planned extension of Grombühl
Legend from Petrinistraße into Robert-Koch-Strasse University hospital areas B and C University Hospital Area A Branching of the turning loop Oberdürrbacher Strasse

The continuation of the tracks in the Grombühl district by about one kilometer from the previous turning point on Robert-Koch-Straße to the new centers for operative medicine (ZOM) and internal medicine (ZIM) of the university hospital . The tracks of the new line will be led over Josef-Schneider-Straße and Oberdürrbacher Straße to the ZOM and will be given a turning loop on Straubmühlweg. In addition to the final stop “Oberdürrbacher Straße” in the Wendeschleife, two intermediate stops are planned: The stop “University Clinic Area B and C” is being built on Robert-Koch-Straße in the area of ​​the head and women's clinic. The stop “Uniklinikum Area A” at the intersection of Oberdürrbacher Straße and Lindleinsstraße is being built in the catchment area of ​​ZOM and ZIM.

On March 9, 2010, the government of Lower Franconia granted building permits for the 1.3-kilometer extension . In December 2015, government funding of 17.9 million euros was promised, the construction costs are 27 million euros.

On June 9, 2016, the city council made the implementation binding. Before construction of the tram line begins, numerous supply lines for the hospital have to be relocated. The start of construction for this was planned for the end of 2016, the construction of the tram is to begin in 2017 at the end loop and be completed by 2020. In February 2020, the construction of the media channel, which is a prerequisite for the construction of the track systems, finally began. The construction of the media channel should be completed by July 2021. The tenders for the tram track construction should be submitted as early as spring 2020, so that the first work on the tram traffic systems can begin in the third quarter of 2020. Completion of the tram route is planned for 2024. The total cost of the expansion is now 38 million euros.

Frauenland and Hubland

planned "Hubland line"
Legend Main route from the main train station Barbarossaplatz Main route to Juliuspromenade Mainfrankentheater / residence Ottostrasse Südbahnhof Railway line and city ​​ring south ( B19 ) Frauenlandplatz Wittelsbacherplatz Holzbühlweg Hubland South Campus Hubland North Campus Hubland Eschenallee Branching of the turning loop Washington Street

Another line is to cover Frauenland , the University on Hubland, the newly emerging district of the former Leighton Barracks, and possibly Gerbrunn. The connection to the Hubland is inevitable due to the increasing number of students, especially since the expansion of the University of Applied Sciences on Sanderheinrichsleitenweg will provide additional passengers. The previous connection by bus has long since reached its capacity limit, which is why the university lines 114 and 214, which run during the semester, had to be launched in addition to lines 10, 14 and 34. With 28,000 passengers per day, the line would be the most frequently used tram line in Würzburg.

The route that will open up the Mainfrankentheater , the Residenz , the Südbahnhof , the university buildings on Wittelsbacherplatz and Hubland as well as the university expansion and the site of the State Garden Show 2018 on the Leigthon site was already found by the Würzburg city council in June 2009. In July 2012, the planning approval for the expansion was initiated by the government of Lower Franconia and the planned route was specified in detail. The completion was intended for the State Garden Show 2018.

The WVV has published information and a route network plan with all the line extensions planned by 2018: Contrary to the often used designation Line 6 for the new line, this is to be integrated into the existing twin line concept after completion and from lines 2 and 3, which previously ended at the main station to be served. The following route is planned:

• Line 2: Zellerau - Juliuspromenade - Hauptbahnhof - Frauenland - Hubland
• Line 3: Heuchelhof - Heidingsfeld - Sanderring - Stadtmitte - Juliuspromenade - Frauenland - Hubland

Line 2 will provide access to the main station in both directions with a short spur journey, while line 3 will turn directly onto the new line behind the Juliuspromenade. The routes of the other tram lines will not change. A journey time of 17 minutes is planned between Juliuspromenade and the Wendeschleife on Hubland.

In June 2013, the Würzburg tram's supervisory board announced that completion for the 2018 State Garden Show was no longer possible. The slow progress of the planning approval process with 450 objections is responsible for this. In March 2014, the WSB presented extensive changes to the plan, for which the government carried out a new consultation process. This new procedure has not yet led to a plan approval, so the progress of the project remains open.

In November 2019, a third design procedure started as part of the planning approval, which had become necessary, among other things, due to new sound-technical investigations and an update of the traffic forecast beyond the year 2025. At the end of January 2020, 57 objections that were received in the course of the third interpretation were passed on to the WSB for comment. The planning approval decision is not expected before the end of the first half of 2020.

Lindleinsmühle

The connection to the IKEA store on Bundesstraße 19 in the Lindleinsmühle district (currently connected by bus route 25). In addition to the furniture store and other commercial space, a residential area and a football stadium are to be built there. In order to develop this new development area sensibly with local public transport, according to city planner Christian Baumgart, the tram (line 7) should be brought there. The route ran over Versbacher Strasse and Hessenstrasse to the new IKEA store. Two stops would be planned within the new residential and commercial area. As an alternative to a tram line, the city is also looking into a cable car line to the IKEA.

Redesign of the station area

One of the most important projects, however, is the renovation of the station forecourt and the construction of a new central tram stop in front of the station building. This would result in the situation that has existed since 1996 with the three stops Hauptbahnhof West (in front of the pavilions on the western edge of the station square for trains in the direction of the city center), Hauptbahnhof Ost (on Haugerring out of town for trains in the direction of Grombühl) and Hauptbahnhof Mitte (directly in front of the station building as an additional relief stop for getting off).

Coming from Grombühl, the new route runs over the previous car park and in the middle between the station building (right) and sales pavilions (left). The single-track route for turning ends at the cross street from the left. The new ZOB is to be built on the square on the right.

According to the plans, a new, double-track L-shaped line will run across the station square. Coming from Kaiserstraße, this follows the western part of the previous turning loop to the apex in front of the station building. From there, the route will continue in a straight line to the east across the area of ​​the current short-term car park in the direction of Grombühl. The stops will be built in the middle between the station building and the eastern pavilions in both directions. In the area of ​​the parking lot and the Am Quellenbach multi-storey car park, the new central bus station with adjacent parking lots to the east is planned in the immediate vicinity of the new tram stop .

The second part of the previous tram turning loop in front of the eastern pavilion will be omitted and will be replaced by a more spacious, single-track route. As before, this branches off at the Kaiserstraße / Röntgenring intersection, then follows the Haugerring on the southern edge of the station square. A passing track is being built in the area of ​​the previous station Hauptbahnhof Ost. At the western edge of Haugerglacisstraße, the line then penetrates the Ringpark, in order to rejoin the double-track new line in the area of ​​the previous short-term car park. In addition, a relocation of the track leading in the direction of Grombühl from Haugerring to Haugerglacisstraße is planned so that trains can enter the new stop directly.

In 2005, the knot seemed to have broken through when the Essen company Management für Immobilien AG (mfi) wanted to build a shopping center ("Würzburg Arcaden" ) at the main train station and, as a concession to the city, redesign the station forecourt, renature part of the ring park and the construction finance a new tram stop and the relocation of the bus station. The likelihood of a realization is now a long way off again, since in a referendum on December 3, 2006 the controversial project was rejected with around 49 to 51 percent of the votes. The city council now wants to promote the development of a shopping center on Kardinal-Faulhaber-Platz, as the sale of the building areas could generate financial means for the city that could be invested in redesigning the station area.

Long-term destination regional light rail

Another project is represented in particular by the Würzburg Tramway Interest Group (IWS), the Verkehrsclub Deutschland (VCD) and the Agenda 21 public transport working group: The connection of the five railway lines from Gemünden (Main) , Schweinfurt , Kitzingen , Ochsenfurt that meet at the main station and Lauda and the inner-city tram network with a regional light rail based on the Karlsruhe model . This project, which goes by the name of "Mainfrankenbahn", is rejected by the CSU city ​​council faction, as they believe it would require high investment sums, among other things because of the different gauges of the two modes of transport in the tram network, a three-rail track would be necessary. Despite their fundamental rejection of this project, the CSU advertised in the context of the arcade discussion that routes should already be kept free at the station for possible system change points. A realization in several small steps is suggested by the proponents. In the first stage, these plans provide for a separate further development of the existing tram and rail networks, while in a later expansion stage they could be merged. At the moment the "Mainfrankenbahn" operates exclusively as a regional train between Schlüchtern, or Lohr and Bamberg, Karlstadt and Treuchtlingen, and as a regional express also between Würzburg and Nuremberg. The further development of this project is open, but will probably not take place in the foreseeable future.

Expansion of dynamic passenger information

A relatively new WVV project is the installation of display boards for dynamic passenger information at all important tram stops. This project began in early 2006 with the construction of a test facility at the Mainaustraße terminus in Zellerau. In the inner city all tram stops and some bus stops are now equipped with these displays. Since the relatively large display boards disrupt the cityscape, their erection at the central cathedral and town hall stops was postponed by the WVV until more compact displays were available in 2012. WVV was the first public transport company in Europe to use TETRA- based digital radio to transmit information. Over time, more and more stops are to be equipped with the display boards, which cost € 16,000 each.

gallery

• 

  GT-E (front and rear view) at the main train station

• 

  Track loop main station with GT-N at the departure platform towards the city center, to the left the tracks to the city center

• 

  GT-E and GT-N (rear view) in the pedestrian zone

• 

  GT-N turns into Juliuspromenade at Gleisdreieck

• 

  GT-E at Kranenkai, doorless side

literature

• Wolfgang Hendlmeier: Handbook of German Tram History. Volume 1: Text and illustrations , with Theodor Alt ... Translator: Ronald Copson, John H. Young, self-published by W. Hendelmeir, Munich [Ascholdinger Str. 1] 1981, p. 90 ff. DNB 820393525 , OCLC 256386516 .
• Thomas Naumann: History of the Würzburg tram: from horse-drawn carriage to light rail , Beck, Würzburg 1982, DNB 840676751 , OCLC 74608992 .
• Thomas Naumann, Christian Langenheim: Stadtbahn für Würzburg: ways out of the crisis in urban traffic, facts, arguments, solutions , self-published, Würzburg 1985, OCLC 632285196 .
• Thomas Naumann: The Würzburg tram. A walk through a hundred years of local public transport , Würzburg tram, Würzburg 1992, OCLC 165462976 .
• Maria-Luise Feldhaus; Cornelia Wehrhahn: The Würzburg tram: Start 100 years ago: an exhibition by the Würzburg City Archives on the 100th anniversary of the Würzburg tram , August 1992 - March 1993, Würzburg City Archive , 1992 OCLC 633883005 .
• Dieter Höltge: Trams and light rail vehicles in Germany. Volume 10: Bayern , EK-Verlag Freiburg 2006, ISBN 978-3-88255-391-8 , pp. 343-392; (Earlier edition: Deutsche Strassen- und Stadtbahnen. Volume I: Bayern. Zeunert, Gifhorn 1977, ISBN 3-921237-33-5 , p. 215 ff).
• Wolfgang Klee: Where does Würzburg want to go? - Tram perspectives in Lower Franconia. In: Tram magazine. Issue 6/1999.
• Martin Pabst: Low-floor in Würzburg - New cars and changes in the route network. In: Tram magazine. Issue 4/1997:
• Stefan Vockrodt: Building blocks with character - Director X cars drive twice in Würzburg. In: Tram magazine. Issue 4/2005.

Web links

Commons : Trams in Würzburg  - Collection of pictures, videos and audio files

• Würzburger supply and transport company
• Interest group Würzburg tram
• The unofficial website of the Würzburg tram
• Schematic route network plan for the tram
• Information and vehicle list of the Würzburg tram (private homepage)

Individual evidence

1. ↑ ^{a b} Facts and figures of Würzburger Straßenbahn GmbH on wvv.de, accessed on December 1, 2012.
2. ^ Horst-Günter Wagner : The urban development of Würzburg 1814-2000. In: Ulrich Wagner (Hrsg.): History of the city of Würzburg. 4 volumes, Volume I-III / 2, Theiss, Stuttgart 2001-2007; III / 1–2: From the transition to Bavaria to the 21st century. Volume 1, 2007, ISBN 978-3-8062-1478-9 , p. 402.
3. ^ Horst-Günter Wagner: The urban development of Würzburg 1814-2000. 2007, p. 402.
4. ^ Sybille Grübel: Timeline of the history of the city from 1814-2006. In: Ulrich Wagner (Hrsg.): History of the city of Würzburg. 4 volumes, Volume I-III / 2, Theiss, Stuttgart 2001-2007; III / 1–2: From the transition to Bavaria to the 21st century. Volume 2, 2007, ISBN 978-3-8062-1478-9 , pp. 1225-1247; here: p. 1233 f.
5. ↑ Fahrgastverband Lower Franconia 12/05 ( Memento of 11 November 2007 at the Internet Archive ) on pro-bahn.de, accessed on 5 February 2011th
6. ^ WVV: Renaming of the stop "Neunerplatz" to "Nautiland" . November 6, 2019. Online at www.wvv.de. Retrieved December 9, 2019.
7. ↑ Experience Würzburg: Renaming of the final stop “Mainaustraße” to “Bürgerbräu” . September 30, 2016. Online at www.wuerzburgerleben.de. Retrieved June 5, 2019.
8. ↑ Blickpunkt Tram 6/2013, p. 117
9. ^ Ernst Lauerbach: Heimatfreunde Heidingsfeld for the east station. In: Main-Post . February 11, 2015, accessed November 4, 2015 . 
10. ^ Sybille Grübel: Timeline of the history of the city from 1814-2006. In: Ulrich Wagner (Hrsg.): History of the city of Würzburg. 4 volumes, Volume I-III / 2, Theiss, Stuttgart 2001-2007; III / 1–2: From the transition to Bavaria to the 21st century. Volume 2, 2007, ISBN 978-3-8062-1478-9 , pp. 1225-1247; here: p. 1245 f.
11. ↑ Night bus in Würzburg. Retrieved July 7, 2019 . 
12. ↑ ^{a b c} vehicle types at WSB on nahverkehr-franken.de
13. ^ Dieter Höltge: Trams and light rail vehicles in Germany. Volume 10: Bayern, EK-Verlag Freiburg 2006, ISBN 978-3-88255-391-8 , page 384ff
14. ↑ Party train on wuerzburger-strassenbahn.info
15. ↑ Technical data - GT-N railcar on nahverkehr-franken.de
16. ↑ ^{a b c list of} the Würzburg tram fleet with current advertisements on nahverkehr-franken.de
17. ↑ Light rail car GT-N on wuerzburger-strassenbahn.info
18. ↑ Technical data - GT-E railcar on nahverkehr-franken.de
19. ↑ Light rail car GT-E on wuerzburger-strassenbahn.info
20. ↑ Technical data - GTW-D8 railcar on nahverkehr-franken.de
21. ↑ GTW-D8 tram on wuerzburger-strassenbahn.info
22. ↑ Focus on Tram 1/2020, p. 125 f.
23. ↑ Vehicle fleet list of the former Hagen tram with whereabouts on tram-info.de
24. ↑ Invitation to tender: Delivery of 18 low-floor, one-way articulated tram cars. October 20, 2018, accessed July 20, 2019 . 
25. ↑ Call for tenders: Meeting template of the planning, environment and mobility committee and city council from the council information system of the city administration of Würzburg (template - / 0100-7857-1-1 / 2017). Retrieved November 10, 2019 . 
26. ^ Resolutions from the council information system of the Würzburg city administration (submission - / 0100-7857-1-1 / 2017). Retrieved November 10, 2019 . 
27. ↑ New trams. Retrieved May 1, 2020 . 
28. ↑ Planning approval decision for the continuation of tram lines 1 and 5 (PDF; 1.5 MB) accessed on November 29, 2012.
29. ↑ Measures to extend the tram lines 1 and 5 in Würzburg have started early , press release from the government of Lower Franconia
30. ↑ Green light for longer trams in Grombühl , Mainpost from December 18, 2015
31. ↑ Extension of tram lines 1 and 5 in Grombühl decided by the city council on the website of the Würzburg tram community
32. ^ Lines 1 and 5 in Grombühl: Contract signed , Mainpost dated December 26, 2019
33. ↑ ^{a b} The tram to Hubland on wvv.de, accessed on April 17, 2017.
34. ↑ New tram should run until 2017 In Main-Post on June 23, 2010.
35. ↑ Planning approval by the government of Lower Franconia , accessed on September 6, 2012.
36. ↑ Without the tram to the State Garden Show , Mainpost from June 18, 2013
37. ↑ Planning approval for the extension of the Würzburg tram into the districts of Frauenland and Hubland goes into the second round , press release of the government of Lower Franconia from April 30, 2014
38. ↑ IHK: Straba line 6 should be implemented quickly , Mainpost dated February 6, 2020
39. ↑ Public transport: With the cable car through Würzburg? March 31, 2019, accessed July 7, 2019 . 
40. ↑ Experience Würzburg - Will Würzburg still get a cable car? In: Experience Würzburg. April 3, 2019, accessed on July 7, 2019 (German). 
41. ↑ Ideas and realization competition - Würzburg Arcaden | Central station | Station forecourt  ( page no longer available , search in web archives ) (PDF; 5.4 MB)
42. ^ Controversial large-scale project "Würzburg Arcaden" has been canceled for the time being. In: The world . November 12, 2004, accessed December 1, 2012.
43. ^ Deutsche Bahn AG, Passenger Transport Division, Marketing eCommerce: Franconia: Mainfrankenbahn. Retrieved July 7, 2019 . 
44. ↑ Statement of the Verkehrsclub Deutschland on the Mainfrankenbahn
45. ^ Proposal by the German Transport Club for a regional light rail network in the Würzburg region
46. ↑ Report on the Mainfrankenbahn from the Working Group on Local Public Transport of Agenda 21 ( Memento from September 27, 2007 in the Internet Archive )
47. ↑ WVV is concerned about the cityscape: no passenger information at the cathedral. mainpost.de, December 21, 2010, accessed on February 5, 2011 . 
48. ↑ Straba: display board keeps passengers up to date. mainpost.de, August 13, 2009, accessed on February 5, 2011 .