Braunschweig tram

Braunschweig tram
Alstom NGT8D at the Rathaus station with lock (2009)
Basic information
Country	Germany
city	Braunschweig
opening	October 11, 1879
electrification	October 28, 1897
operator	Braunschweiger Verkehrs-GmbH
Transport network	VRB
Infrastructure
Route length	39.62 km
Gauge	1100 mm
Power system	Overhead line with 600 volts =
Operating mode	Furnishing operation
Stops	81
Depots	1
business
Lines	6th
Line length	51.1 km
Clock in the peak hours	15th
Clock in the SVZ	30th
vehicles	For regular service: 42 low-floor articulated multiple units 14 high-floor articulated multiple units 18 high-floor sidecars
statistics
Residents in the catchment area	250 thousand
Mileage	2.5 million km per year
Network plan 2018

The Braunschweig tram has been the backbone of local public transport in Braunschweig since 1879 . After efforts to discontinue the tram network in the 1960s , as a result of which many sections of the route were shut down, new sections were opened again from 1970. Since 1995, low-floor wagons have been procured from Adtranz and later from Alstom / Bombardier .

Today the network, with a gauge of 1,100 millimeters, which is now unique in Germany, consists of five lines and comprises around 51 kilometers of lines and 39.6 kilometers of route length. Of these, 81 percent run on their own track.

The tram is operated by the Braunschweiger Verkehrs-GmbH . In the 1990s, under the name RegioStadtBahn, plans began to connect railway lines from the region with the city center via the tram network. For this purpose, some sections of the route were equipped with three- rail tracks. In 2010, however , the regional association for the greater Braunschweig area made the political decision not to implement the project.

history

Beginnings

Entrance of the Friedrich. Wilhelmstrasse in Braunschweig on the day the horse-drawn railway opened, October 11, 1879

The history of local passenger transport in Braunschweig began in 1873 when the first horse-drawn bus service was set up. The first negotiations to build a regular tram route go back to 1875 when Belgian and British companies applied for concessions. However, the talks initially failed. It was not until 1878 that James Lesly Waker ( sic! ) Offered to build the first lines from the Braunschweig train station to the infantry barracks, from the train station to the Kreuzkloster and from the train station to Richmond Castle.

The Braunschweigische Creditanstalt issued shares for the company to be founded, "City of Brunswik Tramway Comp." (Sic!), But these were only subscribed to to a small extent. On October 11, 1879, the City of Brunswik Tramway Comp. the first horse-drawn railway line on perforated rails . These were hollow rails with holes four centimeters in diameter at a distance of five centimeters in the running surface. These holes were one- inch high tenons attached to the wheel rims . This system was to be tested in Braunschweig for use on the London tram . In addition to this unique system, the Briton James Lesly Waker also chose the track width of 1100 millimeters. Two years later, this gauge was only chosen for the Lübeck tram and in Kiel .

The perforated rail system did not prove itself, however, as it was very prone to failure and the wagons often derailed, especially in curves. Traffic was stopped at the beginning of 1881 and the line converted to grooved rails . The road rail company Braunschweig resumed traffic on July 1, 1881 after the horse-drawn tram cars were converted. On July 17, 5,000 people were transported from Bahnhofstrasse to the trade exhibition. The route network was gradually expanded, so that in 1896 four routes with a total length of 13 kilometers and 110 horses were operated. In November of the same year, the company received approval to introduce electrical operation for the inner-city lines, but also for the connection to the nearby Wolfenbüttel . The route network grew to a length of 32 km. The headquarters were not far from Richmond . In 1897 the fleet consisted of 55 railcars and 44 trailers.

Horse-drawn railroad tracks 1893

course
Nordbahnhof - Bohlweg - Kohlmarkt - Friedrich-Wilhelm-Platz - Westbahnhof	The network plan of the horse-drawn railway around 1893
Fallersleber Tor - Casparistraße - Münzstraße - Bruchtorwall - Augusttor - Richmond
Main cemetery - Marienstift - Adolfstraße - Steinweg - Old Town Market - Hohetor
Kohlmarkt - Old Town Market - Petritor - White Horse

Until World War II

On October 28, 1897, the first electrically operated tram ran in Braunschweig. It ran on the 11.6 km route from Augustplatz via Melverode and Klein Stöckheim to the neighboring town of Wolfenbüttel . In addition to passenger transport, the tram between Braunschweig and Wolfenbüttel was used for goods transport from 1899 to 1921. From 1902 four-axle vehicles from the United States were supposed to drive on this route, which, however, were too wide. Alternatively, were from 1915 Maximum railcars of Herbrand used. By 1909, additional routes were put into operation and line numbers were introduced. Braunschweig thus already had a tram network with a total length of 30.6 kilometers:

0000000000 The network plan in 1909 The network plan in 1936 0000000000
line	course	opening
1	Richmond - Auguststrasse - Stobenstrasse - Bohlweg ( town hall ) - Hagenmarkt - Wendenstrasse - Hamburger Strasse (Schützenhaus)	November 19, 1897
2	Richmond - Auguststrasse - Stobenstrasse - Bohlweg - Hagenmarkt - Wendenstrasse - Schleinitzstrasse - Small parade ground (today the House of Science ) - North Station	November 19, 1897
3	Frankfurter Strasse - Friedrich-Wilhelm-Platz ( train station ) - Friedrich-Wilhelm-Strasse ( main post office ) - Münzstrasse - Ruhfäutchenplatz - Casparistrasse - Hagenmarkt - Fallersleber Strasse - Gliesmaroder Strasse - Gliesmarode station	December 11, 1897
4th	Madamenweg - Sonnenstraße - Old Town Market - Neue Straße - Sack - Marstall - Town Hall - Steinweg - Court Theater - Ducal Museum - Adolfstraße - Leonhardstraße - Marienstift - Main Cemetery (from 25 September 1904)	February 17, 1898
5	Ölper - Ducal Hospital - Celler Strasse - Petritor - Breite Strasse - Old Town Market - Brabandtstrasse - Friedrich-Wilhelm-Platz (train station) - Bruchtorwall - Augusttor	April 8, 1899
6th	Stadtpark - Husarenstraße - Altewiekring - Kaiser-Wilhelm-Straße - Hoftheater - Steinweg - Bohlweg - City Hall	March 1, 1898
7th	Kastanienallee - Helmstedter Straße - Municipal Museum - Langedammstraße - Damm - Kohlmarkt - Friedrich-Wilhelm-Straße (main post office) - Friedrich-Wilhelm-Platz (train station) - Westbahnhof (from 1911)	March 1, 1898
A.	Augusttor - Wolfenbüttel ( train station )	October 28, 1897

From 1928, bus routes were introduced to supplement the tram network. In 1937, the tram network reached its largest expansion to date at 36.2 kilometers. 18 million passengers were carried with 95 railcars and 78 sidecars each year. On October 14, 1941, the new depot in Georg-Westermann-Allee was inaugurated.

post war period

Although numerous buses and trams, as well as the infrastructure in some cases, were severely damaged or destroyed during the Second World War , it was already possible in May 1945, just a few weeks after the occupation of the city by US troops (April 12, 1945), to to operate a first tram line in the city again. As early as 1946, the network was largely restored and the tram carried 58.8 million passengers. In 1948 the power supply was changed from roller pantographs to hoop pantographs .

Shrinkage of the tram network in the 1950s and 1960s

Car number 86 in the 1950s

The incipient predominance of car traffic in transport policy also led to the tram becoming less important in Braunschweig. On July 1, 1954, the line to Wolfenbüttel was discontinued. On December 6, 1959, the line to Ölper was closed and in 1963 tram traffic to Riddagshausen ended , although the line ran on its own track. Since then, no more trams have run over the city limits of Braunschweig. The route network had thus shrunk to 12 kilometers by 1969. However, the construction of the new main train station from 1957 onwards prevented the Braunschweig tram from being completely shut down. A contract between the city of Braunschweig and the Deutsche Reichsbahn from 1938 forced the city to build a tram connection to the new main station.

Tram routes 1963

line	course
1	Central Station - Augusttor - Town Hall - Hamburger Strasse - Siegfriedviertel	The network plan in 1963
2	Richmond - August Gate - City Hall - Stadium
3	Main station - Augusttor - town hall - Gliesmarode
4th	Frankfurter Strasse - Friedrich-Wilhelm-Platz - Augusttor - City Hall - Crematorium

New routes to the satellite towns and extensions from 1970

The network plan in 1989

Because of the growing problems with private transport, the city council of Braunschweig decided to connect new parts of the city with tram routes on their own tracks (called Stadtbahn). The Heidberg / Melverode settlement with 12,000 inhabitants and a school center, built from 1959 onwards, was connected on August 24, 1970 with a new line (line 2). This runs from Heinrich-Büssing-Ring to Sachsendamm without crossing and is designed for a speed of 60 km / h. A special feature of this route is that it runs between the Braunschweig-Süd motorway junction and the branching out on Sachsendamm in the median of the A 36 .

In addition, the branch to the stadium was extended to the stadium on November 19, 1973 to Rühme, end point "Lincoln Settlement" (line 2) and the branch to Gliesmarode on February 22, 1974 to the end point "Volkmarode Grenzweg" (line 3).

The Weststadt, built from 1960 and with 23,000 inhabitants, was joined on May 28, 1978 with a 9.2 kilometer long new line - completely on a special railway body - with the two endpoints "Weserstraße" (line 3) and "Am Lehmanger" (line 5) Connected tram network. With a later extension of the eastern branch, the Broitzem district was opened up on September 23, 1989. The turning loop "Am Lehmanger" has not been used in regular service since then and was dismantled in 2017.

The section between Hagenmarkt and Radeklint went into operation on November 14, 1987 (line 4).

New light rail concept 1992

In 1992 a new light rail concept was drawn up for the further development of the network. Among other things, the concept contained the following goals:

• At the instigation of the Gifhorn district , an extension of the existing tram from Wenden to Gifhorn was to be investigated.
• In addition, should the track by turning amounting Black Mountain a turnoff to Watenbüttel and Völkenrode be investigated.
• Alternatively, a route via Lehndorf , Kanzlerfeld and the Physikalisch-Technische Bundesanstalt (PTB) to Watenbüttel and Völkenrode should be investigated.
• An extension of the existing tram route from Volkmarode to Dibbesdorf and Hondelage was to be investigated.
• In addition, a junction to Gliesmarode Nord and Querum was to be examined from the route to Volkmarode .
• An extension of the existing route from Weststadt to Timmerlah and possibly further towards Salzgitter or Vechelde
• A junction from the existing route to Gartenstadt , Rüningen and Leiferde with a possible extension to Salzgitter or Wolfenbüttel
• Another extension of the now built line from Stöckheim to Wolfenbüttel should also be investigated.
• An additional extension of the existing route Braunschweig Hauptbahnhof - Heidberg to Südstadt and Rautheim
• An extension from today's stop at Helmstedter Straße (at that time crematorium ) through the Lindenbergsiedlung and the southern part of the city to Mascherode

The exhibition line A or 10

Between May 4 and 13, 1991, exhibition line A from the Radeklint to the “Richmond” endpoint, from where the main entrance to the exhibition center was within walking distance, ran to the Harz + Heide exhibition center. The line ran annually for around ten days during the time of the fair until 2007 and was referred to as line 10 from 2001. With the end of the Harz + Heide trade fair, the exhibition line also ended. Part of the few hundred meters long stretch from the threading out of Wolfenbütteler Strasse to the “Richmond” turning loop was the last single-track section in Braunschweig. The entire branch from the branching out at the Jahnplatz stop to the turning loop has now been dismantled.

The twin-line concept and expansion of the light rail from 1996

On January 1, 1996 the so-called "twin lines" were introduced. This meant that at rush hour almost every branch of the route was used by at least two lines, whose basic 20-minute intervals were superimposed into 10-minute intervals. The concept therefore offered on the one hand more connections in the light rail network without changing trains, but on the other hand had the disadvantage that the connections to shuttle buses that ran every 30 minutes were made on different lines and were therefore more difficult to notice than before. Outside of the rush hour, there was usually only one line per branch. With the timetable change on October 12, 2008, most of the twin lines were discontinued. Lines 6 and 9 remained in operation for additional trips in school and commuter traffic until July 2009.

The twin lines from 1996 to 2008

line	Endpoints	course	Remarks
1	( Stöckheim ) - Central Station - Radeklint	(Stöckheim - Melverode - Bürgerpark) - Central Station - J. ‑ F. ‑ Kennedy ‑ Platz - City Hall - Radeklint	Extension to Stöckheim from October 15, 2006.
2	(Crematorium) - ( Central Station ) - Siegfriedviertel	(Helmstedter Straße - Leonhardplatz) - (Central Station - J. ‑ F. ‑ Kennedy ‑ Platz) - (Leonhardplatz - Magnitorwall) - City Hall - Hamburger Straße - Siegfriedviertel	Traffic via J. ‑ F. ‑ Kennedy ‑ Platz section until December 10, 2005. Traffic to the crematorium until 08/05/2001 via the main station, then the main station terminus until December 10, 2005, then via Magnitorwall without stopping at the main station back to the crematorium.
3	Weststadt Weserstraße - people marauding	Weserstraße - Donaustraße - Europaplatz - (J. ‑ F. ‑ Kennedy ‑ Platz) - (Friedrich-Wilhelm-Straße) - City Hall - Volkmarode	Traffic via J. ‑ F. ‑ Kennedy ‑ Platz until July 18, 1998, then via Friedrich-Wilhelm-Straße.
4th	Heidberg - ( Central Station ) - Rühme - ( Wenden )	Heidberg - (Leisewitzstraße) - (Central Station) - J. ‑ F. ‑ Kennedy ‑ Platz - City Hall - Hamburger Straße - Rühme - (Wenden)	Extension after turning from 08/29/1999. Traffic via Leisewitzstrasse until October 24, 2004, then via the main train station.
5	Broitzem - Central Station	Broitzem - Donaustraße - Europaplatz - (J. ‑ F. ‑ Kennedy ‑ Platz) - (Friedrich-Wilhelm-Straße) - Castle - Magnitorwall - Central Station	Traffic via J. ‑ F. ‑ Kennedy ‑ Platz until July 18, 1998, then via Friedrich-Wilhelm-Straße.
6th	Broitzem - ( Radeklint ) - ( Siegfriedviertel )	Broitzem - Donaustraße - Europaplatz - J. ‑ F. ‑ Kennedy ‑ Platz - City Hall - (Radeklint) - (Hamburger Straße - Siegfriedviertel)	Traffic to Siegfriedviertel between 08/06/2001 and 12/10/2005, otherwise to Radeklint.
7th	Weststadt Weserstraße - Rühme - ( Wenden )	Weserstraße - Donaustraße - Europaplatz - (J. ‑ F. ‑ Kennedy ‑ Platz) - (Friedrich-Wilhelm-Straße) - City Hall - Hamburger Straße - Rühme - (Wenden)	Traffic via J. ‑ F. ‑ Kennedy ‑ Platz until July 18, 1998, then via Friedrich-Wilhelm-Straße. Extension after turning from 08/05/2001.
8th	Heidberg - Volkmarode	Heidberg - Leisewitzstraße - J. ‑ F. ‑ Kennedy ‑ Platz - City Hall - Volkmarode
9	Crematorium - Radeklint	Helmstedter Strasse - Leonhardplatz - Magnitorwall - Georg-Eckert-Strasse - City Hall - Radeklint	Operation between 08/06/2001 and 12/10/2005.

The network plan in 2009

During the existence of the twin lines, the light rail network was also expanded: in 1998 the line through Friedrich-Wilhelm-Strasse (which has now been converted into a pedestrian zone) and Waisenhausdamm was reopened in the city center. In 1999 the northern tram route from Rühme to Wenden was extended. In 2004 the section Hauptbahnhof - Bürgerpark was opened and in 2006 the Sachsendamm - Stöckheim line followed . In 2009 the new depot at the main freight station was put into operation and the two previous depots at Altewiek and Hamburger Straße were closed.

New planning of the city administration of Braunschweig 2013

In August 2013, the City Council of Braunschweig decided to primarily examine the urban railway network for expedient expansions and additions in the course of updating the traffic development plan. The city would like to involve citizens more in this process.

As a first step within the scope of this participation, there was the possibility of making suggestions, suggestions and ideas for the expansion and development of the Braunschweig urban railway network. The city administration hired two planning offices to provide support, which carried out the necessary investigations into the expected demand and the structural feasibility. This resulted in a total of nine possible corridors, which were presented at a public event in December 2013 and put up for discussion. In addition, the further procedure was explained in this event.

The network expansions planned by 2030

The nine proposed corridors were examined in more detail from April 2014 by representatives of two engineering offices, Braunschweiger Verkehrs-GmbH and the city of Braunschweig. In the course of this study, six of the nine potential routes were selected to be subjected to a profitability test. The results of the audit were presented in January 2017 and the urban railway expansion concept derived from it was approved in spring 2017. The realization is being pursued under the title "Stadt.Bahn.Plus."

The following corridors are to be implemented as part of the urban railway expansion concept. The best possible routes are sought in the context of citizen workshops. Complete implementation is targeted by 2030. Construction of the first line is scheduled to begin in 2020.

• Route extension (approx. 1.2 km) from Volkmarode-Moorhüttenweg to Volkmarode-Nord including the construction of an additional turning loop on Querumer Straße (workshops begin in December 2017)
• Route extension (approx. 3.4 km) from Helmstedter Straße via Lindenberg to Rautheim (workshops start in December 2017)
• Construction of a new line (approx. 3.4 km) from the main train station via Salzdahlumer Straße to Heidberg
• Construction of a new route (approx. 4 km) for the "Campusbahn" from Hamburger Straße via the northern ring area to Querum
• New route (approx. 0.8 km) of the western inner-city route from Radeklint to Friedrich-Wilhelm-Platz
• New line (approx. 5.1 km) from Radeklint via Lehndorf to Kanzlerfeld

Current line network

Track plan 2018

The five-line network has existed since July 12, 2009, with lines 2 and 4 being referred to as metro lines until September 2012 and lines 1, 3 and 5 until January 2016.

On October 3, 2019, the schedule was standardized to a 15-minute basic cycle for daily traffic, with line 3 being compressed to a 5/10 minute cycle on the entire route on school days. In addition, line 10 was added, which only runs during the day from Monday to Friday and condenses line 1 between the main station and Rühme. Early in the morning, in the evening and on Sundays, all lines run every 30 minutes. Only lines 1, 3 and 5 run every 30 minutes late in the evening and on Sunday mornings until around 10:00 a.m. On weekends there is continuous night traffic on lines 1 and 3 with connections at the town hall at 12:00 a.m., 1:10 a.m., 2:20 a.m. and 3:30 a.m.

In the mornings on school days there are some amplifier trips, which are referred to as " e-cars ". In addition, numerous additional trains run between the main train station and the stadium during Eintracht Braunschweig's home games .

Junctions are located at the town hall and the main train station . The Rathaus stop serves as the main connection point for the tram and bus lines in the evening and on weekends, at these times the lines at the town hall wait for connections. The main station is served by lines 1, 2, 5 and 10, at the town hall and Hagenmarkt all tram lines stop with the exception of line 5. The interchange Schloss / Georg-Eckert-Straße is served by all lines.

line	Endpoints	course	Stops (NVZ)	Driving time (NVZ)	Remarks
1	Stöckheim - turning	Stöckheim - Melverode - (Heidberg) - Central Station - J. ‑ F. ‑ Kennedy ‑ Platz - City Hall - Hamburger Straße - Stadium - Rühme - Wenden	34 (37)	45 min (51 min)	Line 1 only runs at the end of the day (when line 2 is not running) via Heidberg.
2	Heidberg - Siegfriedviertel	Heidberg - Leisewitzstrasse / Central Station - Castle - Town Hall - Hamburger Strasse - Siegfriedviertel	22nd (24)	29 min (33 min)	Line 2 only runs at the end of the day and on weekends via the main station, at the other times via Leisewitzstraße.
3	Weststadt Weserstraße - people marauding	Weststadt Weserstraße - Donaustraße - Cyriaksring - Europaplatz - Friedrich-Wilhelm-Straße - City Hall - Hagenmarkt - Volkmarode	26th	35 min	On school days, line 3 is compressed to a 5/10 minute cycle along the entire route.
4th	Helmstedter Strasse - Radeklint	Helmstedter Straße - Am Magnitor - City Hall - Radeklint	13	16 min
5	Broitzem - Central Station	Broitzem - Weststadt Donaustraße - Cyriaksring - Europaplatz - Friedrich-Wilhelm-Straße - Castle - Am Magnitor - Central Station	20th	26 min
10	Central station - boast	Central Station - J. ‑ F. ‑ Kennedy ‑ Platz - City Hall - Hamburger Strasse - Stadium - Rühme	18th	26 min	Line 10 only runs daily Monday to Friday and only every 30 minutes during holidays.

Discarded plans

Combined bus and tram station in front of the main station , in front: three -rail track for the formerly planned RegioStadtBahn Braunschweig , May 2006

With a planned RegioStadtBahn , the Braunschweig area should be connected to the city center according to the Karlsruhe model . In the city, tracks of the Braunschweig tram should be used, in the surrounding area routes of the Deutsche Bahn should be used. Endpoints were planned in Salzgitter , Goslar , Bad Harzburg , Schöppenstedt , Gifhorn and Uelzen .

Because the Braunschweig tram has a track width of 1100 millimeters, the inner city route of the RegioStadtBahn was equipped with a three- rail track as a preliminary construction work . The first expansion stage of the RegioStadtBahn should be put into operation in 2014. Since the railroad lines in the surrounding area are not electrified, hybrid vehicles should be purchased because of the mixed traffic through-route, which draw their traction current from their own diesel generator as well as from the overhead line (15 kV DB or 600 V tram). Due to the high costs for the multi-system vehicles, the project was ended in 2010 by the new association director of the Braunschweig region's regional association, Hennig Brandes. Instead, the connections between rail and tram are to be improved by 2014. This means that the investments made in three-rail tracks on the Braunschweig tramway until 2010 are lost. Some of the three-rail tracks are still in place, while the rest were dismantled as part of construction work.

vehicles

Railcar 113 from the wagon factory Gebrüder Credé from 1940, in the original beige-green paint

As in other cities in West Germany, the Braunschweig tram began to modernize its fleet of vehicles after the Second World War. The on chassis war damaged two-axle cars manufactured building cars followed the dressing trolley , which was realized as new construction on the new chassis. Both types of vehicles featured a further development of the war tram car is. In 1957 followed by several wide-body and articulated cars , all of which means cars were. Since the mid-1970s, the first two digits of the wagon number indicate the year of purchase or the year of conversion; older wagons were then renumbered accordingly. The vehicle generations scheduled to be deployed in 2019 are highlighted in gray:

image	Numbers	piece	Manufacturer	Art	Type	axes	low-floor	Years of construction	Remarks
	1–12, later 6251–6262	12	LHB	Open-plan railcar		4th	No	1957	to match sidecar 201–210, 1961–1962 at Credé and DWM converted to six-axle articulated wagons, retired between 1979 and 1984
	201-210, later 5771-5780	10	DWM	Large sidecar		4th	No	1957	Suitable for railcars 1–12, retired between 1976 and 1984, 201 (5771) received as a museum car
	31–35, later 6263–6267	05	Duewag	Articulated railcar	GT6	6th	No	1962	Car 35 (6267) has been preserved as a museum car
	13-18, later 6951-6956	06th	LHB	Articulated railcar		6th	No	1969	Body parts made of glass fiber reinforced plastic , reproduced hundreds of times by the Bucharest tram from 1971 in a simplified form as type V3A , car 15 (6953) preserved, but not operable
	36-43, later 7351-7358, 7551-7556, 7751-7762	26th	Duewag	Articulated railcar	Mannheim type	6th	No	1973-1977	7762 converted into eight-axle 0051 in 2000 after a serious accident (see below), except for 7553, 7751, 7752, 7753, 7755, 7756, 7758, 7759, 7761 all retired, car 41 (7356) since 2008 museum car
	211-216, later 7471-7476	06th	Duewag	Large sidecar	Mannheim type	4th	No	1974	Four of the six sidecars were converted for use behind the NGT8D railcars as follows: 7476 at the end of 2007, 7475 at the end of 2008, 7472 in mid-2009 and car 7471 at the beginning of 2010. The last of the three doors was removed because these trains would otherwise be too long for some platforms. The first such team ran regularly in regular service from October 13, 2008.
	7771-7776	06th	LHB	Large sidecar	Mannheim type	4th	No	1977	Duewag under license
	8151-8165	15th	LHB	Articulated railcar	GT6	6th	No	1981	Braunschweig type light rail car , suitable for sidecars 8171–8182 and 8471–8472, 8163 scrapped after an accident
	8171-8182, 8471-8472	14th	LHB	Large sidecar	B4	4th	No	1981-1984	Braunschweig type light rail car , suitable for railcars 8151–8165
	9551-9562	12	Adtrance	Articulated railcar	GT6S	6th	Yes	1995	first low-floor car
	0051	01	Duewag	Articulated railcar		8th	partially	2000	By inserting a low-floor middle section from car 7762, new drive control, passenger compartment in the design of the 1995 low-floor car, planned retrofitting of further cars not implemented for cost reasons, christened Norrköping , nickname pot-bellied pig (now retired) The middle section was used in the Cottbus railcars 129 inserted.
	0751-0762	12	Alstom / Bombardier	Articulated railcar	NGT8D	8th	Yes	2007	Similar cars operate in Darmstadt , Gera and Magdeburg . Six cars (0754-0759) are equipped with a coupling for sidecar operation.
	1451-1468	18th	Solaris	Articulated railcar	Solaris Tramino	8th	Yes	2014	Line service since April 13, 2015
	1951-1957	7th	Solaris	Articulated railcar	Solaris Tramino II	8th	Yes	2019	Apart from minor improvements, it is identical to the "Solaris Tramino". The first car was delivered on August 22, 2019 and has been in regular service since May 6, 2020. All 7 vehicles are to be delivered by September 2020.

Furthermore, the motor coaches 103 and 113 and the sidecar 250 are still in the museum's collection. A restoration is also planned for railcar 82.

literature

• Braunschweiger Verkehrs-AG (ed.): How we are moving forward. 100 years of electrical. The tram in Braunschweig. Berlin Druck GmbH, Bremen 1997.
• Dieter Höltge: The Braunschweig tram. Local passenger transport in Braunschweig . 1st edition. GeraMond-Verlag, Munich 1997, ISBN 3-932785-00-2 .
• Dieter Höltge: The Braunschweig tram. Local passenger transport in Braunschweig . 2nd, revised edition. GeraMond-Verlag, Munich 2004, ISBN 3-7654-7195-X .
• Jens-Christian Moritz: The tram in Braunschweig - routes and vehicles are changing. Sutton, Erfurt 2017, ISBN 978-3-95400-851-3 .

Web links

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

• Braunschweiger Verkehrs-GmbH
• Braunschweig Local Transport Interest Group V.
• City.Bahn.Plus program
• Vehicle fleet list (tram)
• Line chronicles of the Braunschweig tram lines up to 2008

Individual evidence

1. ↑ ^{a b} Figures, data, information on Braunschweiger Verkehrs-GmbH (PDF; 682 kB)
2. ↑ ^{a b c d e} Ribbentrop: Braunschweigische Straßenbahn , In: Rudolf Blasius (Hrsg.): Braunschweig in the year MDCCCXCVII. Festschrift for the participants in the LXIX meeting of German natural scientists and doctors. Meyer, Braunschweig 1897, ( digitized version ), p. 589.
3. ^ Ribbentrop: Braunschweigische Straßenbahn , In: Rudolf Blasius (Hrsg.): Braunschweig in the year MDCCCXCVII. Festschrift for the participants in the LXIX meeting of German natural scientists and doctors , Braunschweig 1897, p. 590
4. ↑ ^{a b c d e f g} Route in 1906
5. ↑ ^{a b c d e} Linienchronik Braunschweig , as of October 2008, accessed on February 20, 2018
6. ↑ City of Braunschweig's light rail concept from 1992 (PDF; 6.8 MB)
7. ↑ ^{a b} Lines from 1996 to 2016 , trams in Braunschweig 2009–2016
8. ↑ Jörn Stachura: The "Century Project" of the Verkehrs-AG Braunschweiger-Zeitung.de , May 8, 2008.
9. ^ City of Braunschweig's light rail concept from 2013
10. ↑ Braunschweiger Verkehrs-GmbH: Current timetables and route network plans , website, accessed on February 26, 2018
11. ↑ Braunschweiger Verkehrs-GmbH: Timetable of the school booster trips ( memento of the original from February 26, 2018 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. , As of December 15, 2017 (PDF), accessed on February 26, 2018 
12. ↑ Dieter Prüschenk: Greens: This is a political disaster. Braunschweiger-Zeitung.de , August 19, 2009.
13. ↑ Planning for RegioStadtBahn project discontinued , Zweckverband Greater Braunschweig ( Memento from July 21, 2011 in the Internet Archive )
14. ↑ Sven Steinke: ZGB presents an alternative concept to the “RegioStadtBahn”. In: Eisenbahnjournal Zughalt.de. November 10, 2010, accessed April 8, 2012 . 
15. ↑ Braunschweiger Verkehrs-GmbH - The Tramino: The most modern light rail technology for Braunschweig. Retrieved June 10, 2020 .