Flensburg tram car 36 in Gera (2012)

Tram depot: Depot Zoitzbergstraße, Betriebshof GVB.
YouTube name: HStrab.
Date: April 3, 2012 - April 4, 2012.
City: Gera (Germany).

Flensburg tram car 36 in Gera (2012) — The video shows
Geraer Verkehrsbetrieb (GVB)
Operational

Gera tram line 1: Zwötzen - Untermhaus
Operational

Gera museum tram 12 (ex Gera railcar 12), manufacturer Maschinenfabrik Augsburg-Nürnberg (MAN), signed line 1 Untermhaus.

Gera service vehicle 106 (ex Dresden service vehicle 222 168), manufacturer Tatra, type T4D-MS.

Tram Museum Skjoldenæsholm
Open regularly

Skjoldenæsholm railcar 36 (ex Flensburg railcar 36), manufacturer Hannoversche Waggonfabrik (HAWA)/Siemens, signed line 1 Ostseebadweg.

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Photos of Gera tram line 1: Zwötzen - Untermhaus

12:14

Gera Tram - Impressions (2010)Compilation of various videos of the Gera tram.By 777whitestone - September 24, 2010.

6:00

Gera Trams (2010)A trailer for http://www.pmpfilms.com/index.html, the worlds largest range of transport films, see website for shopping, links and list.By DaveSpencer32 - June 20, 2010.

35:07

Documentary OnTour Tram Gera (2013)Join us on a 35-minute journey on the Gera tram. GVB operates three lines in Thuringia's third-largest city. They use both Tatra vehicles from CKD and Alstom low-floor trams. In addition to the main line 3, which connects the northeast and southwest every five minutes, there are two supplementary lines, 1 and 2, and in the depot, you'll find a few very special vehicles that you wouldn't normally expect to find here... The NVP team welcomes you to our report on Gera's on-tour operations. We are at the Heinrichstraße stop, the central hub of the GVB network. But first, let's get an overview of the entire Gera network. Line 1 connects the districts of Unterm Haus and Zwozen in 10 minutes, stopping at 13 locations along a 20-minute route. Usually, only low-floor NGT8G vehicles are used here. Line 2, however, does not stop at Heinrichstraße and runs exclusively in the southern part of the city. It connects Loser, Zeulsdorf, and Zwozen Bahnhof in 30 minutes with a single service, taking 10 minutes to reach its new stops. The Fußbrücke stop connects to line 3, which heads toward the city center. Line 3, not only the longest route but also the most frequent in the GVB network, connects Biblach Ost in the north with destinations every 5 minutes. Lusan has 25 stops and a travel time of 34 minutes. At Lusan Brüte, the 5-minute cycle is broken, so only every other service continues to Zollsdorf. This is also the only line still using the Tatra trams, as we will see later. You can always track our current location using the pearl necklace displayed on our site. Here, you can see the GVB rail grinding car, which is common on the network, especially during winter. Shortly after leaving Heinrichstraße, line 3 crosses a building on its way to Sorgemarkt. Unusually, the tunnel consists of two consecutive tubes separated by a pedestrian zone and crossing, with no crossing possibility for pedestrians—they need to go around the building via the pedestrian zone. We are at that pedestrian crossing between the tunnels. The light at the end of the tunnel is Heinrichstraße. Sorgemarkt gets its name from the nearby shopping street, though it does not border the tram route, but is behind the houses here. You can also take the tram from there—the old town and town hall are reachable via a short walk. We are now between the "Sorgarkt" stop and the next, "Leipziger Straße." Here, line 3 leaves the backyard and soon crosses the northern end of the pedestrian zone. From Leipziger Straße, we’ll take a ride toward Berufsakademie. The next stop is "Straß über ja Kön wir auchchäiter," followed by "Berufslichkeit z." [Applause] We’ve now traveled a significant part of line 3, reaching the southern section at the "Fehrbrücke" stop. Here, line 3 meets line 2, which only runs in the south. The switches to the right lead to the depot and are not used during normal operation. From the pedestrian bridge that gives the stop its name, you get a good overview. Let's go up there. The route continues into Lusan via Laune Brüte and finally to Zeulsdorf. From there, you can see the Gleisdreieck railway station again. The route straight ahead belongs to line 2. Our picture of the month for April is being taken now—we are at the Lusan Brüte stop or loop. As mentioned earlier, the 5-minute break on line 3 is broken here. Until a few years ago, line 2 also ended at this loop, but rising passenger numbers extended its route further to Zollsdorf. Drivers usually have only one break at most loops, and only one service runs in the loop, leaving little buffer. Now we are at the southern terminus of Lusan Zeulsdorf—the stops are a bit further forward, and the actual loop begins just a few meters behind. [Applause] Here, we see a vehicle on line 2, which is the only service that operates the route alone all day. From Zollsdorf, we’ll take you on a ride to Lusan Laune. Last stop, next stop: Relle to a rerß next halstellea lau ST. I disappear. We’ve now changed routes to line 2 at GVB Betriebshof. Here, we see an old friend— the rail grinder.By nahverkehrsportal - April 13, 2013.

See all about Gera tram line 1: Zwötzen - Untermhaus.

Photos from Geraer Verkehrsbetrieb (GVB)

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Gera tram, low-floor articulated railcar (2011)Tram views in October 2011.By Mahufi11 - October 15, 2011.

5:23

Gera Tram (2015)Gera has the second oldest electric tram in Germany and it was opened on 22 February 1892nd The GVB has 3 lines which are served by 12 NGT8G, 6 and 28 KT4D KTNF8. Currently there are the Geraer transport companies in an insolvency proceeding.By Straßen-und Eisenbahn Deutschland - October 11, 2015.

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Ride in the driver's cabin Line 2 - Gera and its tram (2009)Gera and its tram - ride in the driver's cabin on line 2. The stops for a direct journey: 2:15 GVB depot 3:20 Lusan triangular junction 4:10 pedestrian bridge 6:15 Lusan/Laune 7:15 Zeulenrodaer Straße 8:40 Lusan/Brüte 10:25 Lusan/Brüte 11:40 Zeulenrodaer Straße 12:55 Lusan/Laune 14:40 pedestrian bridge 15:25 Lusan triangular junction 16:25 GVB depotBy Vakuumverduenner - 2009.

See all photos from Geraer Verkehrsbetrieb (GVB).

Photos from Tram Museum Skjoldenæsholm

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Tram model exhibition '40 years of the Skjoldenaesholm Tram Museum' (2018)Tram model exhibition '40 years of the Tram Museum in Skjoldenaesholm'.By HStrab - July 24, 2018 - July 29, 2018.

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The tramway museum - winter time (2021)By SporvognDK.
January 9, 2021.

27:47

Odense Sporveje 100 years (1911-2011)On October 5, 1911, A/S Odense Elektriske Sporvej began operations. On the same day, the old Odense tram will leave from the Sporvejsmuseet to Flakhaven in Odense and will be on display at Denmark's Railway Museum for the rest of October. The fifth of October — is it exactly 100 years since the Odense Electric Tramway Company began operating its first track? And on this centennial, October 5th, can you see the old Odense track, now at the Gedsholm Tramway Museum in front of Odense City Hall, just as it appeared when first shown to the public on September 12, 1997, after being fully renovated from October 6 through the rest of the month? Can you view the track at the Danish Railway Museum, which currently hosts an exhibition about modern trams and light rail, now making their way back to Denmark's three historic tramway cities: Odense, Copenhagen, and Aarhus? If anyone knows the history of the Odense Tramway, it's Ole Iskov. His father worked for the Odense Tramway Company, and his deep interest in tramways stems from a lifelong fascination. Ole Esgaard authored a book about the Odense Tramway, published by the Tramway Historical Society in 1986. You're mentioned in the foreword of that book. The American author Ray Bradbury’s book, "Dandelion Wine," features a main character, Douglas, who at 12 years old experiences something about the tramway in his hometown in the USA. Why did you mention that book? I can't help but compare it to myself. I was also me—I was 14 when they closed the Odense tramway—and I feel the same way as Douglas in "Dandelion Wine," which isn’t a science fiction book, unlike Bradbury’s usual style. He says something like, "The nice carriage driver comes and drives his tram and says, Hey kids, hop in—it's free today. It’s the last day," Douglas says, "the last day." They can't do that forever—he’d driven the tram his whole life, knew its sounds, its smell, and so on. And I think the same thing happened to me, too. When I arrived in Odense in 1950 and worked with the tramway for two and a half years, I always knew it was going to close—a beautiful day. But it wasn’t until July 1, 1952, when I saw all the carriages idle in Sønderborg, that it really hit me—no more trams. It was serious. Never again. And what strikes me is that the same thing happens again in R. Bredberg’s book. I moved from Svendborg to Odense in January 1950 because my father, a machinist at Svendborg Municipal Electricity Company, was hired as a foreman at Odense Tramway. He was trained as a machinist and apprenticed with Thomas B. Trige before attending the Mechanical Engineering School. He knew Thomas B. Trige, and apprentices usually received a few kind words from him when they became "Svenne." So, my father attended the Mechanical Engineering School and became a machinist, working alongside an electrical installer. He also worked with AP Møller for a few years in the 1930s, including on the tanker Jan Mærk. Mærk came ashore before the war and was employed by the Copenhagen Lighting Service, working at HC Ørstedsværket and the good damage repair shop. My father also chose his predecessor, the old post foreman Andersen, a trained machinist. That’s why it felt right for me to come to Odense, just like Odense's tracks. Even though I knew from the newspapers that it was going to shut down, I already had a slight interest in the trams of Copenhagen. I was born in Copenhagen and lived on line five, which was the last tram line there, so I had it in my blood. The first time I was with my father in the depot, I saw all the trams—it was truly exciting. They were mostly out and running, but some remained in the depot. Strangely, I even got a greeting from the depot director that day. He thought it was fun to walk around and see what kind of kids were in the depot. He was always kind. I’d previously gone for a ride in Odense and was very excited. The trams I saw were red and blue. I was used to the yellow ones in Copenhagen. It was fortunate that my father's face meant we kids got free passes—though only on school days or weekdays, not on weekends, holidays, or evenings. But when the trams finally ran, I gradually learned all the motor cars—and I remember every single one. Number 12 was one of them, sold to Uppsala in 1945, along with number six. I knew many drivers—I eagerly stood close to them—and even many conductors, though I'm not sure they all knew me. I was a shy boy, after all. But the conductors were nice, and I always enjoyed my rides.By SporvognDK - 1911 - 2011.

See all photos from Tram Museum Skjoldenæsholm.

Last updated: April 18, 2026.