Bremen tram

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tram
Bremen tram
image
Low-floor railway near the Domsheide
Basic information
Country Germany
city Bremen
opening June 4, 1876
operator BSAG
Transport network Transport association Bremen / Lower Saxony
Infrastructure
Route length 79 km
Gauge 1435 mm ( standard gauge )
Power system 600 volt DC overhead line
Stops 163
Depots Sebaldsbrück, Gröpelingen, Neue Vahr and Neustadt
business
Lines 8, plus 2 express lines and 3 night lines
Line length 121 km
Clock in the peak hours 6-10 minutes
Clock in the SVZ 10-20 minutes
Cruising speed 20.7 km / h
vehicles 2 GT8N-2
low-floor cars 43 GT8N-1
low-floor cars 76 GT8N low-floor cars
13 museum trains
15 work cars (2018)
Network plan
Line network (2019)

The Bremen tram is the most important means of public transport in Bremen . The standard gauge network with a line length of 121 kilometers is operated by the Bremer Straßenbahn AG . The first electric tram ran in 1892. After a phase of stagnation, the route network has been gradually expanded since 1998. The network is only used with low-floor vehicles.

Route network

With the exception of the Bremen-Nord area, the urban area is served by tram lines in its shape drawn along the Weser and in some areas north and south of the city center. Since the late 1990s, steps have been taken to connect settlements and suburbs further outside the urban area. Central junctions are the main train station , the Am Brill intersection and the Domsheide .

Lines followed by an "S" (1S, 4S and 5S) are high-speed tram lines that stop at fewer stops and therefore travel faster from one terminal to the other or to the city center. Before the introduction of matrix displays , they were marked with a red line number as a special feature .

Lines preceded by "N" (N1, N4, N10) are night lines that run daily from around 11:30 pm instead of some day lines on the same route. The other daily lines do not run at night.

The Bremen tram runs in the one-way system, so that turning loops are necessary at the end stops .

The route overviews can be found under local transport in Bremen .

Line overview

line Line route Stops
1 Huchting, Roland Center - Am Brill - Central Station - Osterholz - Mahndorf Station 44
2 Sebaldsbrück - Sebaldsbrück train station - Am Brill - Walle train station - Gröpelingen 33
3 Weserwehr - Weser Stadium - Am Brill - Europahafen - Gröpelingen 29
4th Lilienthal - Borgfeld - Central Station - Red Cross Hospital - Arsten 49/39
5 Bürgerpark - Exhibition Center - Central Station - Europahafen - Gröpelingen 14th
6th North University - Schwachhausen - Central Station - Airport - South Airport 25th
8th Kulenkampffallee - Central Station - Am Neuen Markt - Huchting, Roland-Center 21/24
10 Sebaldsbrück - train station Sebaldsbrück - main station - Walle station - Gröpelingen 32

History of the line management

Horse tram

The first horse-drawn tram route between Bremen (Herdentor) and the Vahrster bridge was opened by the "Bremen horse course" after only six weeks of construction on June 4, 1876, 1877 by Horn extended.

On November 3, 1879, the rival company "Große Bremer Pferdebahn" opened the second horse-drawn tram line from Hastedt to Walle , the main features of which still exist today as line 2. On August 5, 1880, the line from Markt to Buntentor was added, on which the Weser was crossed for the first time, in 1881 the "Ringbahn" Nordstraße - Markt - Am Dobben - Bahnhof - Kaiserstraße (Bgm.-Smidt-Straße). In the following years, the routes from Herdentor to the city to the stock exchange (1883) and from Buntentor to Arsterdamm (1884) were extended. In 1888 a new line was opened from the Freihafen to Faulenstraße and in 1889 it was extended through Langenstraße to the stock exchange. The line to the Hohentor was also opened in 1889.

electrification

The first electric tram in Bremen in 1890
Tram in the street in front of the stone gate around 1900
Old and new town with tram routes at the beginning of the 20th century

In 1890, on the occasion of the Northwest German Trade and Industry Exhibition in Bremer Bürgerpark, the route from the stock exchange to the exhibition grounds of the Bremer horse-drawn tram was electrified on a trial basis in cooperation with the Thomson-Houston Electric Company from Boston. For the first time in Germany, the pantograph was supported by the car and not attached to the overhead line . After the end of the exhibition, the facility was dismantled in accordance with the license. However, the system had proven so successful that the “Bremer Pferdebahn” was renamed “Bremer Straßenbahn” in 1891 and, on May 1, 1892, the Börse - Horn line operated permanently electrically. In the following year, the line to the Hohentor was switched to electrical operation. Only the line in the free port was operated with horses until 1909 and then completely discontinued.

In 1899 the “Bremer Straßenbahn” merged with the “Große Bremer Pferdebahn” to form the “Bremer Straßenbahn”. In 1900, almost all the lines added by the merger were electrified. The last remaining horse tram in Bremen was the short connection from Hastedter Heerstraße to Sebaldsbrücker Heerstraße . Here, a railway line was crossed at ground level so that no overhead line could be built. Electric operation only began in 1913, after the railway had been raised and tunneled under. It is not clear whether the horse-drawn tram only ran here until 1911 or 1913. After that there was no longer a horse-drawn tram in Bremen.

1900 to 1908

In the following years the network was expanded rapidly. In 1900 the Ringbahn was built (later named as Line 1), in 1901 the first section of Line 7 to Woltmershausen , also in 1901 Line 2 was extended from Walle to Gröpelingen . The six kilometer long line 8 from Gröpelingen to the then state border to Burg was enforced by a burger community committee and opened in 1903 after four months of construction. When today's Hermann-Böse-Strasse was built in 1905, it was given a tram route to the then newly created Am Stern square .

In 1908 line numbers from 1 to 8 were introduced to make it easier for passengers to find their way around.

Route of the trams in 1908 
line Route section
1 (Ringbahn) Hauptbahnhof - Breitenweg - Düsternstraße - Panzenberg - Utbremer Straße - Hansastr. - Europahafen - Heinkenstr. - Langenstrasse - Market - Ostertor - Dobben - Central Station
2 Gröpelingen (Lindenhofstr.) - Brill - Markt - Hastedt (depot), then as a horse-drawn tram to Sebaldsbrück (Zeppelinstr.)
3 AG Weser - Brill - Markt - Hohwisch (depot)
4th Horn - Dobben - Central Station - Stock Exchange
5 Bürgerpark - Hauptbahnhof - Markt - Arsterdamm
6th Bürgerpark - Central Station - Brill - Pappelstr.
7th Parkallee (Am Stern) - Central Station - Markt - Woltmershausen (Duntzestr.)
8th Gröpelingen (Lindenhofstr.) - Burg (Lesumbrücke)

1909 to 1920

With the new line 9 from Hemmstraße via Admiralstraße - Findorfftunnel - Hauptbahnhof to Sankt-Jürgen-Straße , Findorff also got a connection to the tram network in 1913 . The route to western Schwachhausen was extended in 1911 from Stern to Wachmannstrasse and in 1914 to Hartwigstrasse .

Today's Friedrich-Ebert-Straße was rebuilt in Neustadt, and in October 1914 a new route to Gastfeldstraße was opened and served by line 5. The old route through Buntentorsteinweg was taken over by line 4 for the first time.

The First World War slowed down the expansion of the network. The port railway, which only opened in 1911, was discontinued in 1916. In 1916, the route through Langenstrasse was abandoned, line 1 (Ringbahn), like lines 2 and 3, was run through the parallel Obernstrasse. But already in 1919 the new line 10 Hauptbahnhof - Elisabethstraße and in 1920 the new line 12 to the Osterholz cemetery were put into operation.

Route of the trams in 1920 
line Route section
1 (Ringbahn) Utbremer Straße - Hansastr. - Lloydstrasse - Europahafen - Faulenstr. - Brill - Markt - Ostertorsteinweg - Dobben - Central Station - Panzenberg - Utbremer Straße
2 Gröpelingen (Lindenhofstr.) - Brill - Markt - Sebaldsbrück (Zeppelinstr.)
3 Emder Str. - Brill - Markt - Hohwisch (depot)
4th Horn - Dobben - Central Station - Market - Arsterdamm
5 Central station - market - Gastfeldstrasse
6th Bahnhofstrasse - Brill - Poplar / Donaustr.
7th Hartwigstrasse - Central Station - Market - Woltmershausen (Duntzestr.)
8th Gröpelingen (Lindenhofstr.) - Burg (Lesumbrücke)
9 Findorff (Hemmstr.) - Central Station - Dobben - St.-Jürgen-Str.
10 Elisabethstrasse - Panzenberg - Central Station
12 (new from May 1, 1920)
Sebaldsbrück (Zeppelinstr.) - Osterholzer Friedhof

1921 to 1940

In the west of Bremen, line 3 was extended to AG Weser (today: Use Akschen stop) in 1921 or 1924 . Line 11, opened in 1926 from AG Weser to Norddeutsche Hütte (today: Hüttenstrasse), was the successor to the port railway that had been discontinued ten years earlier. At times there were even continuous trips on line 11 to the city center. The Gröpelingen depot has also existed since 1926 and has been the western terminus for line 2 since then. In 1927, line 10 was only extended to Waller Bahnhof.

In 1926 the Sebaldsbrück depot was also opened, line 2 from Esmarchstraße (Sebaldsbrück train station) to the depot was extended and “12” was shortened accordingly. In the same year, line 12 was extended at its eastern end on Osterholzer Heerstraße to Osterholzer Landstraße .

In 1927 the tram line in Findorff, which has ended at Bürgerpark since 1890 (and again today), was extended through Eickedorfer Strasse to Hemmstrasse. With that, Findorff was opened up by two routes, and a ring traffic could be set up. Line 9 was the first line to be permanently discontinued in 1927 or 1930, the line number of which was subsequently not reassigned. All sections were taken from other lines. The eastern section came to line 10, which still runs between the main station and Steintor today. The newly established lines 15 and 16 have been strengthening operations in Neustadt since 1927.

In 1933, line 7 in Woltmershausen reached its greatest length: it was extended on Rablinghauser Landstrasse to Bakeweg in Rablinghausen . This was the fifth terminus on this route after Hohentor (1889), Rose-Mühle (1901, today Zwischenahner Straße), Deichschart (1903, today Dötlinger Straße) and Stromer Straße (1909).

In 1936, line 10 was extended from the municipal hospitals through Bismarckstrasse to Friedrich-Karl-Strasse.

Line 2 to Gröpelingen runs through Obernstrasse , 1938

In 1938 the bus shed was built in Horn; the depot was demolished in 1969.

In 1939 a new west bridge was inaugurated. This made it possible to set up a new route from Pappelstrasse via Hohentorsheerstrasse and the new bridge to the west of Bremen (Emder Strasse), which line 15 traveled on.

As early as August 5, 1939, the BSAG had to employ female conductors, as the male staff was becoming scarce due to the massive conscription of the NSDAP regime to prepare for war .

At the beginning of the war there were two line extensions: in November 1939 line 3 to the Weserwehr , where it still ends today, and in June 1940 line 5 at the airport from Hünefeldstraße to the Focke-Wulf -Werke on Neuenlander Straße ( Abandoned in 1945). At that time, both opened up the locations of large armaments factories. In 1940, the Bremen tram network had reached its maximum extent and consisted of the following lines:

Route of the trams in 1940 
line Route section
1 (Ringbahn) Utbremer Straße - Hansastr. - Lloydstrasse - Europahafen - Faulenstr. - Brill - Markt - Ostertorsteinweg - Dobben - Central Station - Panzenberg - Utbremer Straße
2 Gröpelingen - Waller Bahnhof - Brill - Markt - Ostertorsteinweg - Sebaldsbrück
3 AG Weser - Brill - Market - Ostertorsteinweg - Weser Weir
4th Horn - Dobben - Central Station - Market - Arsterdamm
5 Hemmstraße - Bürgerpark - Central Station - Market - Airport - Focke-Wulf -Werke
6th Hemmstraße - Bürgerpark - Central Station - Brill - Vulkanstr.
7th Hartwigstrasse - Hauptbahnhof - Markt - Westerstraße - Rablinghausen
8th Gröpelingen - castle
10 Waller Bahnhof - Panzenberg - Central Station - Dobben - St.-Jürgen-Str.
11 AG Weser - North German Hut
12 Sebaldsbrück - Osterholz
15th Hemmstraße - Admiralstraße - Findorfftunnel - Breitenweg - Hauptbahnhof - Markt - Pappelstraße - Neustadtsbahnhof - Stephanibrücke - Emder Straße
16 Gastfeldstrasse - Brill - Hauptbahnhof - Wachmannstrasse

1941 to 1960

During the Second World War , there was severe damage to tracks, overhead lines , buildings and vehicles. The Ringbahn was set as the first line in 1942. From April 22, 1945, there were no more trams at all. At the end of the war, only 10% of the vehicles were operational and 80% of the overhead lines were destroyed.

Of the thousands of forced laborers who had been called to work in Bremen during the war, some of them were transported by the Bremen tram from the barracks to the workplaces, which was organized by the Bremen Chamber of Commerce and Industry .

On June 13, 1945, the first trams could run again.

Route of the trams on September 26, 1945 
line Section on the old town side of the Weser:
3 Groepelingen - AG Weser - Brill - Markt - Weser weir
4th Horn - Central Station - Domshof
5 Bürgerweide - Central Station - Domshof
11 Rekumer Str. - North German Hut
line Section on the Neustadt side of the Weser:
4th Leibnizstrasse - Arsterdamm
5 Brückenstraße - Airport (Stuhrer Weg)
16 Brueckenstrasse - Pappelstrasse - At the dike

The Sebaldsbrück depot ran with line 2 from November 1, 1945 as an island operation (without connection to the rest of the network) to Deichbruchstrasse, where passengers could walk to line 3. On December 4, the connection to Gröpelingen was re-established, in the west of Bremen, however, until March 9, 1946 only on the route 3.

Route of the trams on February 27, 1946 
line Section on the old town side of the Weser:
2 Gröpelingen - AG Weser (route 3) - Brill - Markt - Sebaldsbrück
3 Groepelingen - AG Weser - Brill - Markt - Weser weir
4th Horn - Central Station - Domshof
5 Bürgerweide - Central Station - Domshof
7th Hartwigstrasse - Central Station - Domshof
7th Wachmannstrasse - Hauptbahnhof - Domshof
(according to the daily newspaper from 1946, the line number may be a misprint)
10 Waller Bahnhof - Hauptbahnhof - Domshof
11 Rekumer Str. - North German Hut
line Section on the Neustadt side of the Weser:
5 Leibnizplatz - Airport (Stuhrer Weg)
7th Rablinghausen - Osterstrasse / Friedrich-Ebert-Strasse - Arsterdamm
16 Leibnizplatz - Pappelstr. - At the dike

In the period that followed, almost all routes were restored. Since all Weser bridges had been destroyed, the network was initially divided into two parts. With the reopening of the Great Weser Bridge on November 29, 1947, lines 4, 5, 7 and 15 were able to connect both sides of the Weser again.

Route of the trams from November 29, 1947 
line Route section
2 Gröpelingen - Waller Bahnhof - Brill - Markt - Ostertorsteinweg - Sebaldsbrück
3 Gröpelingen - AG Weser - Brill - Markt - Ostertorsteinweg - Weser weir
4th Horn - Dobben - Central Station - Market - Arsterdamm
5 Hemmstraße - Bürgerpark - Central Station - Market - Airport
6A Hemmstraße - Bürgerpark - Central Station - Brill
6N On the dike - Vulkanstrasse
7th Hartwigstrasse - Central Station - Markt - Pappelstrasse - Hohentorsheerstrasse - Rablinghausen
8th Gröpelingen - castle
10 Waller Bahnhof - Panzenberg - Central Station - Dobben - St.-Jürgen-Str.
11 AG Weser - North German Hut
12 Sebaldsbrück - Osterholz
15th Hemmstrasse (- Admiralstrasse - Findorfftunnel - Breitenweg, for the time being diversion via Bürgerpark) - Central Station - Markt - Pappelstrasse - Neustadtsbahnhof - Westbrücke
16 Brill - Hauptbahnhof - Wachmannstrasse

The pre-war network was almost restored. The two routes via Admiralstrasse and Westerstrasse followed shortly thereafter, the Bürgermeister-Smidt-Brücke in 1952. Only two short routes were permanently suspended: the extension of line 10 through Bismarckstrasse and the tram connection over the Westbrücke (line 15). The west bridge was rebuilt at the end of 1947 as Stephanibrücke with a width of only nine meters and without tram tracks, line 15 continued directly in front of it, in 1950 it was withdrawn to the Neustadtsbahnhof due to a lack of passenger demand.

Line 8 was closed in 1949 by order of the American military administration , as it viewed it as an obstacle to their traffic movements. It was initially converted to trolleybuses on the Gröpelingen (depot) - Burg / Apotheke route, and from 1961 to diesel buses.

From 1949, line 3 finally runs to Gröpelingen. Line 11 was shortened accordingly. The same was already used in 1945 in the first post-war period, when Gröpelingen could not be reached again with Line 2.

Line 12 from Sebaldsbrück to Osterholzer Friedhof, which had its first post-war journey on August 17, 1946, was a single-track line on the side of a federal road. In May 1950, when two parallel bus lines were already running from Sebaldsbrück to Oberneuland and Osterholz, the operating time was limited to a few hours per day. On June 19, 1952, line 12 was discontinued without replacement.

A second crossing of the Weser resulted from the construction of the Mayor Smidt Bridge, which opened on June 28, 1952 . As before the war, lines 6 and 16 ran here. At the same time, all north-south lines were reorganized. The attempt to systematize the numbering system resulted in many changes on lines 5, 6, 7, 15 and 16, only line 4 kept its route under its old number and line 7 kept its branch to Rablinghausen. The names for the ring traffic in Findorff followed a new principle: instead of changing the line number on Hemmstrasse, the lines now ran in a circle - line 7 clockwise, line 5 in the opposite direction.

Route of the trams from June 28, 1952 
line Route section
2 Gröpelingen - Waller Bahnhof - Brill - Markt - Ostertorsteinweg - Sebaldsbrück
3 Gröpelingen - AG Weser - Brill - Markt - Ostertorsteinweg - Weser weir
4th Horn - Dobben - Central Station - Market - Arsterdamm
5 Findorffring (counter-clockwise) - Hauptbahnhof - Markt - Pappelstraße - Neustadtsbahnhof
6th Hemmstrasse - Bürgerpark - Hauptbahnhof - Brill - Pappelstrasse Gastfeldstrasse
7th Findorffring (clockwise) - Hauptbahnhof - Markt - Westerstraße - Rablinghausen
10 Waller Bahnhof - Panzenberg - Central Station - Dobben - St.-Jürgen-Str.
11 AG Weser - North German Hut
15th Wachmannstrasse - Central Station - Market - Airport
16 Vulkanstraße - Brill - Hauptbahnhof - Hartwigstraße

Line 16 was extended on December 17, 1955 from Vulkanstraße by 800 meters to Ochtum . The new terminal was named Grolland , although this district only begins behind the Ochtum. A ground-level extension to the center of Grolland was planned soon, but was never built. When it opened, the terminal did not yet have a reversing loop, the construction of which was requested two years later.

Line 6 was extended to Gastfeldstrasse from January 5, 1958, to develop the new Südervorstadt building complex.

The new main workshop on Flughafenendamm was completed in 1959.

The route to Wachmannstrasse was extended to Riensberg from November 16, 1959. Again, the tours of lines 15 and 16 in the Schwachhausen area were swapped: Line 16 now ran again through Wachmannstrasse, 15 went to Hartwigstrasse and was extended to Kulenkampffallee from 1960 .

Route of the trams at the end of 1960
line Route section
2 Gröpelingen - Waller Bahnhof - Brill - Markt - Ostertorsteinweg - Sebaldsbrück
3 Gröpelingen - AG Weser - Brill - Markt - Ostertorsteinweg - Weser weir
4th Horn - Dobben - Central Station - Market - Arsterdamm
5 Findorffring (counter-clockwise) - Hauptbahnhof - Markt - Pappelstraße - Neustadtsbahnhof
6th Hemmstrasse - Bürgerpark - Central Station - Brill - Pappelstrasse - Gastfeldstrasse - Kirchweg
7th Findorffring (clockwise) - Hauptbahnhof - Markt - Westerstraße - Rablinghausen
10 Waller Bahnhof - Panzenberg - Central Station - Dobben - St.-Jürgen-Str.
11 AG Weser - North German Hut
15th Kulenkampffallee - Hartwigstrasse - Central Station - Market - Airport
16 Grolland - Brill - Central Station - Wachmannstrasse - Riensberg

1961 to 1998

Line closures from 1963 to 1972

The terminus of line 11, Klöckner-Werke. The single-track line was closed in 1970.

During this time, some routes were closed:

  • Line 10 (1963): The section through St.-Jürgen-Straße was discontinued. From November 11, 1963, line 10 ran from Steintor like line 2 to the Bennigsenstraße stop, then via a newly built single-track route to the new terminal at Georg-Bitter-Straße and back to the west like line 3 via Hamburger Straße. In Walle, the route from Waller Ring to Waller Friedhof was extended and a turning loop was set up there. This also made it possible to use modern equipment trolleys. The section in St.-Jürgen-Str. is still shown today in the printed TK50 , sheet L 2918, as serration. When Lower Saxony stopped showing trams in this map series, the deletion of the long-defunct route was forgotten.
  • Line 5 (1964): Line 5 closed (last at Bremen-Neustadt station - Hemmstraße). In the Neustadt some stops lose their direct connection to the market. Only lines 6 and 7 run to Findorff, the line numbers on Hemmstraße will be changed again (as they did until 1952). Line 6 now runs with trailers.
  • Line 7 (1965): On May 30, 1965, trams of line 7 ran for the last time. The route from Westerstraße to Rablinghausen was identical to bus line 24, the western part of Findorffring to Hemmstraße on partly different roads by bus line 25 replaced. Both bus lines have operated almost unchanged in these sections since then.
  • On Friedrich-Ebert-Strasse, the two stops on line 15, "Kornstrasse" and "Erlenstrasse", were canceled without replacement in January 1967 in order to accelerate the flow of traffic.
  • Line 6 (Gastfeldstraße - Hemmstraße) was discontinued in June 1967 and replaced by bus line 26. Since then, the Findorff district has been completely cut off from tram traffic. In Neustadt, only buses have been used since the closure of the Brill crossing (construction work on the Brill tunnel began) on April 3, 1967. From October 7, 1968, when the construction work on the Brill was finished, bus route 26 ran Mondays to On Fridays in the early rush hour, trams again from Kirchweg via Brill to the “Turbine”. It is not known when the last trip took place. The rails in Gastfeldstrasse were still in place until autumn 1993, but the overhead line had been dismantled long before that. The line in Pappelstrasse was retained as an operating line until 2001 .
  • Lines 5 and 6 (1967): In 1967 the previous lines 15 and 16 received the line numbers of the discontinued lines 5 and 6.
Line 3 at the Goosestrasse stop in 1981 in the then wide new Hafenrandstrasse. Previously, the rails in the direction of Gröpelingen ran through adjacent narrow residential streets.
  • Line 11 (1970): Gröpelingen (depot) - North German hut (Klöckner-Werke)
  • Line 4 (1972): Horn - Domshof ; the Kirchbachstrasse - Arsterdamm section had already been taken over by the new line 1 in 1967. A new line 4 was opened in 1998 on the Horn-Lehe - Arsten route.

Network expansions from 1963 to 1976

However, these attitudes were also countered by some new lines.

  • The new line 1 ran from June 18, 1967 between Arsterdamm and Blockdiek . The section up to Kirchbachstraße was taken over by line 4, the subsequent route through the Vahr to Blockdiek was a new building.
  • Line 1 was extended from Blockdiek to Osterholz in 1968 .
  • The then line 1 (today line 4) was extended in 1973 from Arsterdamm to Arsten .
  • The then line 6 (now line 1) was extended from Grolland to Huchting in 1976 .

Others

Lines 2, 3 and 10 were re-routed in the area between Mitte and Walle in the 1960s.

Route relocation of lines 2, 3 and 10 between Mitte and Walle (details):
year line laying
1962 Line 2
Line 3 		On December 21, 1962, tram lines 2 and 3 were moved from the Korffsdeich-Neptunstraße to Hans-Böckler-Straße . In the further course, line 2 no longer runs via Hansestraße, but via the newly built Bürgermeister-Hildebrand-Straße and Landwehrstraße.
1964 Line 10 From November 9, 1964, the straight line route 10 from the Bürgermeister-Smidt-Strasse / corner of Breitenweg via Breitenweg and Utremer Strasse to Hansestrasse with the three intermediate stops Findorff-Unterführung, Doventorsdeich and Panzenberg was abandoned. The Breitenweg high road was built here, and car traffic has been over the old route ever since. Line 10 was relocated to the longer route via Faulenstraße, Daniel-von-Büren-Straße , Doventorsteinweg, Landwehrstraße and Hansestraße with four additional turns. For half a year it even ran like lines 2 and 3 via the vocational training center, as the Doventorsteinweg section was not completed until 1965.
1971 Line 2
Line 10 		In 1971 tram lines 2 and 10 were taken from Hansestr. - Utbremer Str. Into the street Wartburgstr. - St.-Magnus-Str. relocated to the Hansestr. intersection, which is important for car traffic. / Utbremer Str. To relieve tram traffic. The move was delayed by a local resident lawsuit.
In April 1987 trams passed through the Domshof for the last time, in the same month the route was moved to the parallel Violenstraße .

Line 10 ran from 1963 to Georg-Bitter-Straße and Waller Friedhof , in 1975 it was extended to Sebaldsbrück and Gröpelingen. The route through Georg-Bitter-Strasse and the Wendeschleife at Waller Friedhof, both built in 1963, will remain operational routes.

The main transfer point was moved from Markt to Domsheide in 1965.

In the 22 years from 1976 to 1998, the network and the route of the tram remained practically unchanged. The only relevant measure in 1987 was the construction of new tracks in Violenstrasse while at the same time abandoning the historical route over the Domshof.

Route of the trams from 1976 to 1998
line Route section
1 Osterholz - Blockdiek - Vahr - Dobben - Central Station - Domsheide - Arsten
2 Gröpelingen - Waller Bahnhof - Brill - Domsheide - Ostertorsteinweg - Sebaldsbrück
3 Gröpelingen - AG Weser - Brill - Domsheide - Ostertorsteinweg - Weserwehr
5 Kulenkampffallee - Central Station - Domsheide - Airport
6th Riensberg - Central Station - Brill - Grolland - Huchting
10 Gröpelingen - Waller Bahnhof - Hauptbahnhof - Dobben - Sebaldsbrück

1998 to 2013

Track plan 2002
Route network 2019
  • Line 4: Reopened in May 1998 to Horn-Lehe and from December 1998 on the previous south branch of line 1 extended to Arsten Süd. In December 2002 the extension was made on Leher Heerstraße , Lilienthaler Heerstraße and Borgfelder Heerstraße to Borgfeld.
  • Line 6: New construction of a tram route from the airport embankment to the airport (opened on May 23, 1998, one week earlier the old route of line 5 to the airport was closed). On October 10, 1998 extension from Riensberg to university.
  • With the reopening of line 4, the line network was reorganized. Line 1 received the section of line 6 south of the Weser, which took over the route to the airport from line 5. Line 5 initially came from Kulenkampffallee from Domsheide to Huckelriede, with the section Hauptbahnhof - Kulenkampffallee being served together with the new line 8, which continued from the main station to Huchting. With the opening of the connection through Westerstrasse / Osterstrasse, lines 5 and 8 swapped their route in the city center: Line 5 now ran via Am Brill instead of Domsheide , while Line 8 now ran via Domsheide instead of Am Brill. Since the number of passengers on the south branch of line 5 remained low, line 8 has been running to Kulenkampffallee alone since winter 2002/03. Line designation 5 was used until 2014 for repeater trips on line 4, which, coming from Arsten, already end in Horn-Lehe instead of Borgfeld. Since the timetable change on April 1, 2006, line 8 has only run to Huchting during the day. In the evening from around 8:30 p.m., line 8 trips from Kulenkampffallee end at the main station. Then the cars drive via Am Brill to Westerstraße and from here via Domsheide and the main train station to Kulenkampffallee.
  • Line 3: The new route through Überseestadt , between Hansator and Faulenstrasse , parallel to the previously existing route was opened in December 2006. The track in the city center was built as a four-rail track on a stretch of around 800 meters, since in addition to the tram, the freight trains to Kellogg's operated in two directions (production stopped in 2019). The previous line in Hans-Böckler-Strasse was retained as an operating line.
  • Line 1 was extended in March 2012 from Osterholz via Tenever and the Weserpark shopping center to Nusshorn and in April 2013 further to Mahndorf station.

Since 2014

Extension of line 4 to Falkenberg 2014

One of the first trams on line 4 in the direction of Falkenberg (August 1, 2014)
Car with tram mailbox of Citipost , 2009

Line 4 was extended on August 1, 2014 beyond Borgfeld by Lilienthal to Falkenberg . This is the first time that the Bremen tram will also be running in the Lower Saxony area around the city.

The city of Bremen and the municipality of Lilienthal signed the contract for this in 2006. After the council of the municipality of Lilienthal initially rejected a proposal for funding on March 17, 2009 with 13 to 12 votes, but then approved an improvement achieved through renegotiations with Bremen on May 11, 2009 with 14 to 10 votes, signs were placed in July 2010 which announced the start of construction in autumn 2010. Construction began in May 2011. The opening has been postponed several times. Due to the bankruptcy of the general contractor in August 2013, construction work was delayed. The total costs are around 64 million euros including the additional costs of 10 million euros caused by the delay and the bankruptcy.

Operating restrictions due to lack of wagons from 2014

Due to the high repair costs for the GT8N wagons, the 3S line was permanently discontinued from October 2, 2014. School traffic on 10E has been switched to buses. Individual repeater trips on lines 1E, 2E, 6E and 10E were omitted, line 8 only ran in the afternoon every 15 minutes.

As the situation worsened, there were further restrictions on tram traffic from October 5, 2015. All amplifier trips on lines 4E and 6E were canceled, and buses were used in the afternoon on the route from the university to the main train station. Line 8 was limited to the southern section Monday to Friday and only ran the loop Huchting - Brill - Domsheide - Huchting every 20 minutes, the northern section from Kulenkampffallee to Domsheide was only used by buses.

Since October 31, 2016, line 8 has been continuously driven by trams again, but only every 20 minutes. In the morning rush hour traffic, the loop continues, but now in the opposite direction, so that there is a 10-minute cycle from Huchting to Domsheide.

New line 5 to Überseestadt 2019

With the timetable change on March 30, 2019, line 5 was newly established. It leads from the Bürgerpark via Überseestadt to Gröpelingen. It connects the Überseestadt and the waterfront directly to the main station.

Planned network expansions

Lines 1 and 8

In Huchting, the extension of line 1 to Mittelhuchting (Bruxelles-Strasse) and line 8 to Stuhr and Weyhe-Leeste is planned from the Roland-Center . The lines are also to be run over the tracks of the Bremen-Thedinghauser Eisenbahn (BTE). The council of the municipality of Stuhr gave the green light for line 8 in 2009, but the Huchting advisory board rejects the extension of line 1, demands that bus lines 57 and 58 be retained as an inner-local ring traffic and wants the route to Stuhr via Kirchhuchtinger Landstrasse . A second planning approval decision was submitted in June 2016 ; construction should start at the beginning of 2017, and line 8 should be completed at the end of 2019. However, since there is also a lawsuit against this, construction work could not begin in 2017. Following an agreement with the last plaintiff, construction work is expected to start in autumn 2020.

Lines 2 and 10

It was also planned to extend lines 2 and 10 via their current terminus at Sebaldsbrück to Osterholzer Landstrasse (line 2) or to the Daimler plant (line 10). In February 2012, however, the Senator for Transport announced that further plans to extend both lines would be suspended. Instead, the funds are to be used for a 1.9 kilometer connection between lines 2 and 10 (stop: Bennigsenstraße) and line 1 (stop: Julius-Brecht-Allee ).

More suggestions

Currently (2020) a development of the Überseestadt along the Konsul-Smidt-Straße up to the edge of the turning basin and an extension of the line 8 to the university to relieve the line 6 is being examined. In addition, in 2019, as part of concepts for the “car-free city center”, it was proposed to move the tram from Obernstraße to Martinistraße.

vehicles

Current vehicle inventory

GT8N-2

A series of 77 Avenio vehicles from Siemens is currently under construction. The first vehicle was delivered in March 2020. 15 GT8N-2s should be operational by December 2020. The first GT8N-2 are to be used from mid-September.

The delivery of the 77 vehicles is divided into two parts. 42 vehicles are delivered with the wagon numbers 3201-3242. Another 35 vehicles are given the wagon numbers 3401-3435 and are approved for both BOStrab and EBO routes. This affects the tram extension of lines 1 and 8.

The contract for the delivery of 67 cars was signed in June 2017 and increased to 77 cars in January 2018, with an option for 7 more cars. This acquisition follows a decision by the Bremen Senate in November 2015 to purchase 67 new railways at a price of 210 million euros and the tender from January 2016

GT8N

GT8N 3016 from BSAG

From 1993 to 1996 AEG rail vehicles purchased 78 GT8N low-floor multiple units. These differ from the prototype GT6N from 1990 (see below) mainly in that they are longer than the prototype with four vehicle parts and eight pairs of wheels and the installation of pedestals in the interior can largely be dispensed with.

Derailments like those that occurred in Berlin with the low-floor GT6 of the same type did not occur in Bremen.

The GT8N vehicles make up the majority of the BSAG's tram fleet. Car 3067 was retired in 2001 after being damaged in an accident. Car 3033 was parked in May 2013 and should only be used as a spare parts dispenser, but has been in use again since November 2016. Car 3017, rammed from the side of a truck in March 2016 in Gröpelingen, has been used as a driving school car since the repairs in 2018. The first vehicles have been parked and scrapped since the end of 2019.

Since the 2015 winter timetable there have been cuts in tram traffic due to disproportionate failures of the GT8N. The expected durability of 30 years in the 1990s was calculated for a planned mileage of 55,000 kilometers per year, but the actual mileage was much higher, with some vehicles up to 90,000 kilometers in one year. The Schwachhaus branch of tram line 8 was temporarily served by buses.

The general overhaul of 10 GT8Ns originally planned for 2016 has not been pursued since January 2018. Instead, Siemens is supplying another 10 GT8N-2s. The establishment of a GT8N vehicle reserve was refused by the BSAG due to lack of space.

GT8N-1

GT8N-1 3102 from BSAG

Since the end of 2005, 43 new railcars of the Flexity family from the manufacturer Bombardier have been purchased.

At 2.65 meters, these cars are significantly wider than the vehicles previously used (2.30 meters). In order to be able to use them, the track spacing had to be increased in the entire network. This has already been taken into account for renovations and new buildings, especially initially for the inner city area. Line 6 was the first that the new vehicles could use continuously, followed by line 1. Line 3 was added in October 2010 after the track construction work in the Bremer Steintor was completed at the end of the summer holidays. Since autumn 2013, the wagons can be used in almost the entire network, only on lines 2 and 10 this has only been possible since January 2020. In addition, there are still bans on encountering trams of the GT8N-1 type in a few places on the network, such as at the Brahmsstraße junction or at the exit from the Richard-Dunkel-Straße operating track.

The main reason for the procurement of wider vehicles was the higher passenger capacity while the length of the vehicles remained the same. Since these vehicles only consist of 3 wagon segments, articulated wagons are operating in Bremen for the first time that have one wagon segment less than bogies, which significantly reduces the wear on the wheel flanges. The two middle bogies are not exactly under the joints, but under the middle car body , a principle that enables a longer car length with the same curve maneuverability and has proven itself for decades on high-floor trains of the Freiburg tram (type Düwag GT8 type Freiburg ). With the Bombardier trains, BSAG acquired a standard rail vehicle for the first time in a long time that was not developed from scratch to meet Bremen's needs.

The continuous low-floor design of the vehicle was dispensed with. The new vehicles only offer a low-floor share of around 70 percent, but all entrances to the vehicle are in the low-floor area.

First 34 vehicles were ordered and delivered by 2009. In addition, an option to purchase a further nine vehicles was exercised. In 2010 the first car of the optional series was delivered. Due to flood damage at the Bombardier plant in Bautzen , the remaining eight vehicles could not be delivered until 2012.

Former and historic vehicles

Historic trams of the BSAG, from left to right: two-axle vehicle from 1947, three-axle articulated vehicle from 1956, two-axle vehicle from 1904 (photo from 2005)

In addition to the vehicles from the company's fleet, there are also museum vehicles. Many of these vehicles are operational and approved for passenger traffic and are used on special occasions or for city tours. The museum vehicles are maintained and operated by the Friends of the Bremen Tram Association. V.

Two-axle wagons

Two-axle railcar 117 in front of the depot in Gröpelingen (1963)

There are three two-axle railcars in the museum's holdings, these are railcars 49, 134 and 701.

The railcars 49 and 134 come from a series of 147 railcars in total, which were manufactured by the Bremen tram from 1900 to 1907. The railcar 49 (nickname: "Molly") was built in 1900 and after its last use it was parked in 1956 as an advertising car . The vehicle was largely returned to its original condition in 1962. In 1992 the vehicle was revised to its present-day condition with pantographs . The vehicle is operational, but not approved for passenger use.

The railcar 134 was built in 1904 and used in regular service until 1954, after which the vehicle was used as a driving school car until 1974 under the designation LW1 and finally as a shunting car until it was shut down in 1979. The railcar was restored by the Rostocker Verkehrsbetriebe from 1991 to 1992 and returned to its condition from 1939. Since then, this vehicle has been one of the operational museum cars.

The first new tram vehicles after the end of the war were built by "Bremer Maschinenbau und Dockbetrieb GmbH". This was founded by AG Weser in 1946 because the Allies had banned shipbuilding at that time. From 1947 to 1949, based on the model of the Lindner railcars from 1940/41, a series of 25 two-axle railcars (No. 700 - 724) with accompanying sidecars (No. 1700 - 1724) was built. Undestroyed car parts from pre-war units were also used.

Three railcars and five trailer cars were dismantled as early as 1956, with parts being used for the three-axle cars that were newly built at the time. Two railcars were converted to sidecars, one to a rail grinding car. In 1965 it was converted to run without a conductor. In 1970 there were still 14 railcars, which were renumbered 886–899, but were hardly or not at all used after that. From 1977 onwards, three cars were given to the Hanover Tram Museum and scrapped there until 2003.

Two of the 25 railcars have been preserved in Bremen:

  • Railcar 701, built in 1948, was in regular service until 1970, then served as a shunting railcar and was parked in 1985 as an inoperable museum vehicle. In the period from 1991 to 2001 the car was bought by the Friends of Bremer Straßenbahn e.V. V. and the BSAG and since then has also been one of the operational museum vehicles.
  • Railcar 722, built in 1949, was in regular service until 1969, after which it was converted to the SS1 rail grinding car and used as such until 1998. After donating some spare parts for the reconditioning of the 701 railcar, it is currently being reconditioned for the 1727 sidecar. The number follows the numbers of the other two railcars of this series, 1725 and 1726, which were converted into sidecars. A deployment is then planned behind the railcars 701 and 134.

From 1963, thirty of the two-axle sidecars of various designs originally used were converted for conductors-less equipment operation and used behind GT4 railcars. From 1970 they carried the numbers 951 to 980. The lines 6 and 10 at that time operated basically in this form, occasionally they were also used on lines 3 and 5. In 1977 all of these sidecars were retired and scrapped.

"Hansa" type large-capacity car with four axles

T4b-Tw 815 on line 16 at Riensberg (1963)
T4b-Tw 824 in the Sebaldsbrück depot (1986)

The first five large-capacity railcars with the type designation T4a and the car numbers 801–805 with their associated sidecars 1801–1805 were built in 1952 by Linke and Hofmann in Salzgitter. They were used in Bremen since 1953, initially only on Line 2. Due to the shortage of materials, reconditioned used engines were installed. The technology was not yet fully developed, there were some design defects, the brakes failed for the first time after a week of use, which did not cause any significant damage. Starting in 1954, Hansa-Waggon in Bremen and the Esslingen machine factory built the railcars 806–827 with their sidecars 1806–1825 under the type designation T4b. They were a constructive further development of the T4a and had much better driving characteristics.

The open-plan cars are significantly longer than all other articulated cars used in Bremen. To prevent them from swinging too far to the side in the curves, the car bodies were built narrower at both ends, which resulted in their characteristic round, cigar-like shape. On the route over the bowl basket, the cars could not be used before the narrow curve there was converted.

The T4a last only ran on line 5 and were scrapped in 1977. The T4b were mainly used on Line 3 in the 1970s. In the 1980s there were fewer and fewer cars, and they were now only used on line 10. In 1989 there were still five open seating cars; the last use in regular service was in 1990. This means that cars of this type had been in use for almost 40 years.

The railcars 811 and 827 as well as the sidecars 1806 and 1815 have been preserved as museum vehicles. In contrast to train 827/1815, train 811/1806 is operational.

Three-axle articulated wagon GT3 "Ackerwagen"

GT3-Tw 918 at the terminus Arsterdamm (1963)
GT3-Tw 927 at the terminal point Gröpelingen (1963)

This probably unique vehicle type is basically a two-axle wagon that is connected to a single-axle trailer via a joint. This design principle led to a somewhat jerky and noisy driving style, which quickly earned the new car the affectionately mocking nickname “farm wagon”. This construction method was chosen on the one hand to use parts from already ordered but not yet completed two-axle railcars, and on the other hand to have to employ fewer staff. A train with a railcar and a sidecar of this type could carry about as many passengers as a two-axle train with a railcar and two sidecars, but required one less conductor. They were equipped with automatic sliding doors that rattled when opening and closing and were designed for passenger flow: get in at the back at the conductor's seat , get out at the front. The benches were made of compressed wood, the floor of slatted wood.

From 1955 to 1958 a total of 28 railcars 901–928 and the associated sidecars 1901–1928 were produced. Compared to the large capacity trains purchased immediately beforehand, the trains were much cheaper to purchase and could accommodate slightly more passengers.

The cars were mainly used on line 4 (Arsterdamm - Horn) until 1967. In addition, they ran on line 2 until newer GT4 cars were acquired, then on line 3. Line 4 was shortened to Domshof in 1967 and since then has only been served with individual GT3 railcars without sidecars. Longer trains would not have fit into the turning point and were no longer needed due to the parallel bus routes. The trains with sidecars were then used in regular service on lines 3 and 5 or as e-cars during rush hour , especially on line 1E.

In 1969 the first two GT3 railcars were scrapped after accidents. Due to the reduced demand for sidecars, ten sidecars were retired and scrapped in 1969. At only twelve years of age, these sidecars were unusually short.

In 1970 the railcars were renumbered 831–856 and the sidecars 931–948. In the meantime, all other types of trams had been converted to run without a conductor. Eight GT3 railcars were also converted for use on Line 4. However, the remaining GT3 railcars and all GT3 sidecars kept their conductors' seats, as conversion no longer seemed worthwhile.

On April 29, 1972, car 850 (ex 922) was the last tram car on the old line 4 in Horn. When this line was completely discontinued, the scheduled use of the GT3 vehicles also ended. After that there were only e-car deployments. These quickly became rarer, as two additional employees were required as conductors for each use of a GT3 train. There was no farewell trip; the date of the last use is unknown, in any case no later than 1977. The last GT3 sidecars were probably scrapped in 1980.

Three GT3 railcars were converted into work railcars between 1977 and 1981. In the process, they lost their characteristic features, in particular their joint and the single-axle trailer, which were replaced by a second driver's cab. Their type designation was changed from GT3 (three-axle articulated railcar) to T2 (two-axle railcar). One car was in stock as the AT4 until 2016, the other two are still in use today as the AT5 and AT6.

The railcar 917 (renumbered in 1970 to 846) is the only GT3 car that still exists today. With him, the Great Weser Bridge (today Wilhelm Kaisen Bridge) was opened in 1960 . Around 1970 the Schaffnerplatz was expanded and push buttons were attached next to the rear door so that passengers could open it by themselves. It was one of the last cars on the old line 4 until 1972. From 1977 to 1980 it was Bremen's first party car. Then it was parked in Sebaldsbrück as not operational and rusted to itself outside the covered hall. From 2001 it was extensively restored and returned to its original condition from the 1950s. The car body, the interior, the chassis and the engines as well as the entire electrical system were thoroughly overhauled. Since some technical documents were missing, the restoration was improvised or reconstructed on the basis of photos, e.g. B. the Schaffnerplatz. Since 2002, just in time for the extension of tram line 4 to Borgfeld, car 917 has been an operational museum vehicle.

Short articulated trolley type "Bremen" (older GT4)

GT4a-Tw 419 at the terminal point Gröpelingen (1963)
GT4c-Tw 454 with sidecar on Bremen market square (1991)

These vehicles were built by Hansa Waggonbau in Bremen from 1959 to 1968 . A further development based on the GT4, built in the Josef Rathgeber wagon factory , was put into operation in Munich as the P2 or P3 series , of which up to three trains are still in scheduled service today.

There were the following types: GT4 (prototype, car number 401), GT4a (car numbers 402-419) built in 1961/62, GT4b (car numbers 420-444) built in 1963 and GT4c (car numbers 445-474) built in 1967. In 1982 five trams ( Car numbers Tw 80–84, Bw 218–222) of the same type were taken over from the Bremerhaven tram that was then discontinued . In Bremen, these were given car numbers 475–479 and Bw numbers 644–648.

The vehicles were in regular service in Bremen until the 1990s. Then 42 railcars and 39 sidecars were handed over to the Timișoara tram in Romania, some of them are still in use there with the old company numbers and new paintwork.

Cars 402, 442, 445, 446 and 460 remained in Bremen. Car 402 was used as a driving school car from 1974 to 2009. 442 was on the road as a party car from 1980, and 446 as a “children's train” from 1994. Tw 460 has been used as a rail grinding car under number 3985 since 1997. Motor coaches (Tw) 446 and sidecars (Bw) 1458 have been preserved as an operational museum train. No. 445 served as a “Kultourbahn” before the “Partitour” was built. Tw 445 was appropriately parked in 2009 and Tw 446 was chosen as the new museum railcar.

GT4 and GB4

Tram train from GT4f and GB4f at Bremen main station (railcar 3540 with sidecar 3740)
BSAG high-floor train consisting of a younger type of short articulated car (GT4f railcar and GB4f trailer)
Wagon no. Surname
503 Georg Droste
507 Admiral Brommy
510 Arnd von Gröpelingen
521 Ansgar
523 Countess Emma
524 Johann Smidt
525 Adam of Bremen
527 Hans
541 Lüder von Bentheim
542 Alma Rogge
543 Heini Holtenbeen
561 Roland (the giant)

The younger type of Bremen short-articulated cars, i.e. the four-axle high-floor railcars GT4d-f and the matching GB4d-f sidecars , were a further development of the first Bremer GT4 delivered by Hansa Waggonbau from 1959 to 1968 .

In 1973 the Wegmann & Co. company from Kassel delivered the new light rail cars of the type GT4d (car number 501-511) with sidecar GB4d (701-711). Further deliveries were made in 1974 with the GT4e (512–522) and GB4e (712–722) and in 1977 with the GT4f (523–561) and GB4f (723–758). On November 5, 1979, on the occasion of the 575th birthday of Bremen's landmark, car 561 was christened “Roland”. On May 31, 1980, another ten vehicles were christened with the names of famous Bremen personalities. In the mid-1990s, another vehicle was named for the Romanian city of Timișoara. The three-digit wagon numbers were changed to four-digit numbers in 1992 by adding the number 3 in front.

These articulated trolleys from Wegmann & Co are 17.55 meters long, 2.30 meters wide and 3.07 meters high and offer space for 138 people (44 seats and 94 standing places). They are constructed according to the same principle as their predecessors of type GT4c from the production of Hansa Waggonbau in Bremen (and like the Tatra KT4 articulated wagons that were common in the former RGW area ): there is a bogie under the middle of both wagon segments . The buckling of the car when cornering is actively controlled hydraulically (or with older types still by a linkage). This construction differs fundamentally from articulated wagons from DÜWAG -Wagen u. Ä. Common, where there is a bogie near the ends of the car and a so-called Jakobs bogie under the joint (or in the GT8 under each of the two joints).

Since 2009, all scheduled services have been carried out with low-floor trains. Some GT4f remained stationed as reserve cars at the depots until 2013 and were used at events in the Weser Stadium, and if newer vehicles failed, they were also used in regular service. The last train (3530/3734) scheduled to be used in passenger traffic was in stadium traffic on December 21, 2013.

The whereabouts of the 61 railcars and 58 trailer cars are as follows:

  • 38 railcars with 39 sidecars, i.e. most of the vehicles, were handed over to the Timișoara tram in Romania between 2002 and 2010 . Most of them are still in use there today. In June 2014, a program began to comprehensively modernize 30 railcars, which were converted from 2015 to 2018 and have been renamed Armonia since then .
  • 17 railcars and 15 sidecars were scrapped in Bremen between 2006 and 2015.
  • two railcars and a sidecar went to the Hannoversche Tram Museum in Wehmingen in 2009 .
  • a sidecar was used from 1986 to 1989 to convert two railcars to GT6s (see below).
  • four railcars and two sidecars are still available in Bremen today (as of November 2015). Cars 3538 and 3548 are used as driving school cars, 3561 as party cars, 3557 and 3747 are to be refurbished into museum cars, car 3724 is parked in Syke as an advertising medium.

GT6

GT6 561 "Roland the Riese" in the final stop at Gröpelingen, 1987

Two of the Wegmann GT4s were converted into 28.4 m long GT6 cars in 1986 (Tw 561) and 1989 (Tw 560) by inserting a middle segment also supported by a central bogie (each made from one half of the 758 sidecar) from 1992 bore the numbers 3561 and 3560. This type had two 163 kW engines and offered 67 seats and 140 standing places. They were in use until 1999. Car 3560 was scrapped in April 2005, car 3561 was converted into a "Partitour" (party train) (see below).

Low-floor prototype GT6N

GT6N 801 as a demonstration vehicle in Berlin, Landsberger Allee, 1991

In the 1990s, the old Hansa short articulated trolleys from the 1960s were due for replacement. After BSAG had already procured low-floor vehicles in the bus sector, future trams should also have low-floor entrances. In 1989, BSAG presented a prototype . This three-part, six-axle articulated railcar of the type GT6N was the first tram railcar to offer a completely low-floor car floor. The construction was based on that of the three-part converted high-floor Wegmann light rail vehicles.

In November 1991 the vehicle was in Berlin for demonstration purposes , where 150 vehicles of this type were subsequently ordered. The prototype was handed over to the Norrköping tram company in Sweden in 1999 , but came back to Bremen in 2011.

Special vehicles

Partitour (party track)

Party tram 3561 on the Domsheide

In 1977 a vehicle was converted into a party car for the first time. It was the GT3 car 846 (originally 917), which only therefore escaped scrapping and could later be restored as a museum car. From 1980 the GT4c car 442 took over this task, this car is also still there. Car 3561 has been in service since 2004, built as a GT4 since 1976 and converted into a three-part, six-axle GT6 multiple unit (see above) in 1986 under the name “Partit o ur” as a party and cultural train.

Driving school car

Converted railcars that were previously in regular service are used as driving school cars. The railcar 402 of the type GT4a from 1961 was a driving school car from 1975 to 2009. Then he was turned off. 3548 (since 2008) and 3538 (since 2009) of the GT4f type from 1977 are currently used as driving school vehicles.

Rail grinding car 3985

Rail grinding car 3985

The rail grinding car was built in 1967 as a type GT4c powered rail car and used in regular service with car number 3460. In 1997 it was converted to a rail grinding car, and the vehicle was given the car number 3985. Since its conversion, the motor car has had a firmly coupled trailer from the Windhoff company that contains the actual grinding device. In addition, the vehicle has a second pantograph , which is equipped with a roller to protect the contact line from icing with antifreeze in winter in cold weather.

Track equipment trolley

Track equipment trolley

The EGW single-track device wagon is used when a tram train breaks down or derails. For this purpose, the vehicle has suitable clutches for the various types of tram and additional brakes so that it has enough braking power even when another tram train is being towed. There are also hydraulic presses and other tools on board to lift a derailed train and put it back on track. The two-axle vehicle was built in 1954 as railcar 651 by the BSAG itself. In some cases, parts from vehicles destroyed in the war were used, such as the railcar. Before it was converted into a single-track device wagon in 1974, the vehicle was in regular service.

AT4 to AT6 work cars

The three work cars AT4, AT5 and AT6 were built in 1980/81 from old, decommissioned GT3 railcars . As a special feature, the AT6 car has a driver's cab on its roof to check the correct position of the contact line. The AT6 also serves as a towing vehicle for the GMW 1 track measurement train . The AT4 and AT5 cars do not have this pulpit.

Track measuring car GMW 1

The three-part track measuring train was built by BSAG in the early 1980s. Parts from older vehicles were also used here. This vehicle is used to measure the track network and thus the early detection of damage. Occasionally, this vehicle is also borrowed and used by other companies; For example, the vehicle was already in use on the Düsseldorf Rheinbahn .

See also

literature

Web links

Commons : Tram transport in Bremen  - Collection of pictures, videos and audio files

Individual evidence

  1. ↑ According to BSAG in figures 2012 (PDF; 596 kB) it was 114.6 km in 2012, plus the short extension to Mahndorf from 2013 and 5.5 km to Lilienthal in 2014
  2. ↑ The first horse tram in Bremen ( Memento from February 28, 2014 in the Internet Archive ) (former BSAG website in the Internet archive, February 28, 2014)
  3. ↑ a b c d e f g h i j k l m Chronology ( Memento from February 15, 2014 in the Internet Archive ) (former BSAG website)
  4. ↑ a b c d The New Town and its tram ( Memento from January 4, 2012 in the Internet Archive )
  5. ↑ From the history of Langenstrasse, Weser-Kurier of March 12, 1960, p. 33, online only for subscribers
  6. ↑ Andreas Mausolf and Wilhelm Esmann, Bremer trams 1892-1992 / 100 years of electrical line operation , ISBN 978-90-288-5283-9 Excerpt
  7. ^ The new town and its tram ( Memento from January 4, 2012 in the Internet Archive )
  8. ↑ Burgers fought for their line 8 - 75 years ago the first tram came from Bremen, Weser-Kurier from August 2, 1978, p. III, online only for subscribers
  9. ↑ a b c d Hans-Otto Busche: Linienführung 1920, in: Zauber der Kulissen, Weser-Kurier from October 19, 1960, p. 6, online only for subscribers
  10. ↑ a b c The history of the Findorff tram ( Memento from December 13, 2013 in the Internet Archive )
  11. ↑ a b c Line chronicle of all lines at all times (private website)
  12. ↑ a b c d e f From Sebaldsbrück to Osterholz ( Memento from December 13, 2013 in the Internet Archive )
  13. ↑ a b Anke Velten: Weser-Kurier was the last tram through Findorff on July 17, 2017
  14. ↑ With the tram line 7 to Woltmershausen ( Memento from February 15, 2014 in the Internet Archive )
  15. ↑ a b c d e From the "hospital tram" to tram line 10 ( Memento from September 27, 2013 in the Internet Archive )
  16. ↑ a b c d The history of line 15 ( Memento from November 7, 2011 in the Internet Archive )
  17. ^ Lydia Niehoff: 550 years of independence. Chronicle of the Bremen Chamber of Commerce . Schünemann, Bremen 2001, ISBN 3-7961-1827-5 , p. 163
  18. ↑ Verkehrsnetz der Bremer Straßenbahn AG, Weser-Kurier of September 26, 1945, p. 3, online only for subscribers
  19. ↑ Verkehrsnetz der Bremer Straßenbahn AG, Weser-Kurier of February 27, 1946, p. 34, online only for subscribers
  20. ^ New route plan of the tram, Weser-Kurier of November 25, 1947, p. 3, online only for subscribers
  21. ↑ Tram operation of line 12, Weser-Kurier from May 6, 1950, p. 4, online only for subscribers
  22. ↑ The 7 drives for Findorff pudding, Weser-Kurier of April 26, 1952, 2nd supplement, online only for subscribers
  23. ^ Director drove first train to Ochtum, Weser-Kurier from December 19, 1955, p. 3, online only for subscribers
  24. ↑ In November to the Ochtumbrücke - further extension planned, Weser-Kurier of November 5, 1955, p. 3, online only for subscribers
  25. ↑ Wendeschleife at the end of the "16" in Grolland applied for, Weser-Kurier of September 21, 1957, p. 5, online only for subscribers
  26. ^ The new section of line 6, Weser-Kurier of December 4, 1957, p. 5, online only for subscribers
  27. ^ The new section of line 6, Weser-Kurier from January 4, 1958, p. 4, online only for subscribers
  28. ↑ Lines 15 and 16 are exchanged, Weser-Kurier from November 6, 1959, online only for subscribers
  29. ^ Line 10 only to Waller Friedhof, Weser-Kurier of April 23, 1963, p. 12, online only for subscribers
  30. ^ With self-service in the Vahr, Weser-Kurier of November 8, 1963, p. 10, online only for subscribers
  31. ↑ Line 5 is discontinued, Weser-Kurier of April 28, 1964, p. 12, online only for subscribers
  32. ↑ Only a few initial difficulties noticeable, Weser-Kurier of June 2, 1965, p. 15, online only for subscribers
  33. ↑ Faster through Ebert-Strasse, Weser-Kurier of January 16, 1967, p. 9, online only for subscribers
  34. ↑ Brill-Kreuzung becomes impassable, Weser-Kurier of March 29, 1967, p. 13, online only for subscribers
  35. ^ Every six minutes a vehicle, Weser-Kurier, October 5, 1968, p. 10, online only for subscribers
  36. ↑ Gastfeldstrasse without tram tracks, Weser-Kurier of October 8, 1993, p. 19, online only for subscribers
  37. ^ Opening trip of line 1, Weser-Kurier from June 19, 1967, p. 11, online only for subscribers
  38. ↑ Korffsdeich is now free of trams, Weser-Kurier of 20 December 1962 Page 11 online for subscribers
  39. ↑ From Monday on, line 10 will be diverted, Weser-Kurier of November 7, 1964, p. 6 online only for subscribers
  40. ↑ The rails are already there, line 2 not for the time being, Weser-Kurier of October 6, 1971, p. 18 online only for subscribers
  41. ^ The tram on new ways, Weser-Kurier of April 18, 1987, p. 11, online only for subscribers
  42. ↑ www.anbombination-ost.de (Bremen Senate and BSAG)
  43. ↑ Bau-Journal Mahndorf (BSAG March 24, 2013, PDF; 1.9 MB)
  44. ↑ Continuation of line 4 to Falkenberg (Lilienthal municipality). Archived from the original on August 27, 2010 ; accessed on September 2, 2015 .
  45. ↑ Company Walthelm filed for insolvency ( Memento of 14 December 2013, Internet Archive ) press release dated August 22, 2013
  46. ↑ Financing of the additional costs in the third construction phase of tram line 4 from Bremen-Borgfeld to Lilienthal-Falkenberg. (PDF) Retrieved May 30, 2017 .
  47. ↑ Tram line 4 connects Bremen and Lilienthal ( Memento from October 16, 2014 in the Internet Archive )
  48. ↑ Winter timetable from October 4, 2014 ( Memento from October 6, 2014 in the Internet Archive )
  49. ↑ High damage level leads to restrictions BSAG press release of September 29, 2015
  50. ↑ As of October 31, 2016, line 8 will again be used continuously by trams (notice from BSAG)
  51. ↑ Bremen gets a new tram line in April 2019 Weser-Kurier June 12, 2018
  52. ↑ BSAG.de: Line 5 to Überseestadt - the new network for Überseestadt
  53. ↑ Martin Kowalewski: Huchtinger against tram expansion . Article in the Nordwest-Zeitung on May 18, 2017. Retrieved May 18, 2017.
  54. ↑ Tram lines 1 and 8 through Bremen, Stuhr and Weyhe - "A milestone" district newspaper June 2, 2016
  55. ↑ Tram magazine issue 11/2017 page 9f
  56. ↑ Tram magazine issue 4/2020 page 21
  57. ↑ name = "Connection East" name = "Future Rail"> Extension of lines 1, 2 and 10 in the east of Bremen (Journal of BSAG, April 2008, PDF file; 2.9 MB)
  58. ↑ name = "Change of plan"> Bremen is expanding the tram network. Weser Kurier, February 1, 2012, accessed on December 11, 2013 .
  59. ↑ Tram magazine issue 4/2020 page 17
  60. ↑ [1]
  61. ^ New tram fleet for Bremen comes from Siemens. January 31, 2018, accessed July 15, 2018 .
  62. ↑ Bremen Senate invests in new trams (Bremen Senate, press release November 10, 2015)
  63. ↑ Invitation to tender GT8N-2
  64. ↑ a b c d e f fleet list
  65. ↑ Elke Hoesmann: Ten passengers injured - turning truck rams a tram in Großerelingen, Weser-Kurier of March 12, 2016, p. 10, online only for subscribers
  66. ↑ Car 49: with a photo at BSAG ( memento from December 13, 2013 in the Internet Archive ) and on a private website
  67. ↑ Car 134: with photo on BSAG ( memento from January 2, 2014 in the Internet Archive ) and on a private website
  68. ↑ a b c Bremen's large capacity tram magazine (reading sample), accessed on March 9, 2017
  69. ↑ Car 701: with photo on BSAG ( memento of December 13, 2013 in the Internet Archive ) and on a private website
  70. ↑ Car 1727: with photo at BSAG ( Memento from September 25, 2008 in the Internet Archive )
  71. ↑ Photo of a two-axle sidecar converted for the conductors-free facility operation, May 1965 on sporvognsrejser.dk, there search for "Bremen joint car 442"
  72. ↑ Museum car
  73. ↑ Car 811: with photo at BSAG ( Memento from September 25, 2008 in the Internet Archive )
  74. ↑ Car 827: with photo at BSAG ( Memento from January 2, 2014 in the Internet Archive )
  75. ↑ Car 917: with photo on BSAG ( memento of December 13, 2013 in the Internet Archive ) and on a private website
  76. ^ Paul Homann: VGB-Nachrichten. (PDF; 2.2 MB) p. 6; Date: Monday, September 1, 1980 , accessed July 30, 2017 .
  77. ^ Paul Homann: VGB-Nachrichten. (PDF; 2.2 MB) p. 19; Date: Sunday, February 13, 1983 , accessed April 19, 2019 .
  78. ↑ Car 445: with photo on BSAG ( memento from December 24, 2013 in the Internet Archive ) and on a private website
  79. ↑ Weser Kurier, November 6, 1979, p. 15
  80. ↑ Weser Kurier, June 2, 1980, p. 13
  81. ↑ Wegmann, the new life (July 9, 2014) ( Memento from July 11, 2014 in the web archive archive.today )
  82. ↑ Strassenbahn Magazin 4/2014, p. 45
  83. ↑ BSAG vehicle inventory 1999 (PDF; 417 kB)
  84. ↑ Tram work car ( Memento from February 10, 2014 in the Internet Archive )
  85. ↑ BSAG vehicles
  86. ↑ Track measuring car ( Memento from February 22, 2014 in the Internet Archive )
  87. ↑ Focus on the tram. 5/2004
Cities with trams and light rail vehicles in Germany
Baden-Württemberg

Freiburg im Breisgau  | Heilbronn  | Karlsruhe ( tram  and light rail ) | Kehl (Strasbourg)  | Heidelberg  | Mannheim  | Stuttgart  | Ulm  | Weil am Rhein (Basel)

Bavaria

Augsburg  | Munich  | Nuremberg  | Wurzburg

Berlin

Berlin

Brandenburg

Brandenburg an der Havel  | Cottbus  | Frankfurt (Oder)  | Potsdam  | Schöneiche near Berlin  | Strausberg  | Woltersdorf

Bremen

Bremen

Hesse

Darmstadt  | Frankfurt am Main ( tram  and light rail ) | Kassel ( tram  and RegioTram )

Mecklenburg-Western Pomerania

Rostock  | Schwerin

Lower Saxony

Braunschweig  | Hanover

North Rhine-Westphalia

Bielefeld  | Bochum / Gelsenkirchen ( tram  and light rail ) | Bonn  | Dortmund  | Duisburg ( tram  and light rail ) | Düsseldorf ( tram  and light rail ) | Essen ( tram  and light rail ) | Cologne  | Krefeld  | Mülheim / Oberhausen

Rhineland-Palatinate

Ludwigshafen am Rhein  | Mainz

Saarland

Saarbrücken

Saxony

Bad Schandau  | Chemnitz  | Dresden  | Goerlitz  | Leipzig  | Plauen  | Zwickau

Saxony-Anhalt

Dessau  | Halberstadt  | Halle (Saale)  | Magdeburg  | Naumburg (Saale)

Thuringia

Erfurt  | Gera  | Gotha  | Jena  | Nordhausen