Former Basel Railway starts regular service (2021)

YouTube name: Oscar am Freitag-TV.
Date: December 7, 2021.
City: Gotha (Germany).

Thüringerwaldbahn und Straßenbahn Gotha
Operational

Gotha tram line 1: Hauptbahnhof - Kreiskrankenhaus
Operational

Gotha regional line 4 Thüringerwaldbahn: Hauptbahnhof - Tabarz
Operational

At 1:07 p.m., Tim Maiwald began his trip on line 4 to Bad Tabarz from the Gotha local transport terminal. What made it noteworthy was that it was his first regular ride on tram #222—and also the first official trip of the former Basler Bahn.

A blue ribbon was prepared in advance: not for the fastest Atlantic crossing, but because cutting a ribbon is part of the handover ceremony. The supervisory board members of Thüringerwaldbahn und Straßenbahn GmbH (TWSB), including Matthias Wenzel, Emanuel Cron, and supervisory board chairman Michael Brychcy, along with his predecessor and former district administrator Konrad Gießmann, and the TWSB managing director, were given scissors. They did what scissors are meant to do and cut the ribbon after the countdown led by chairman Michael Brychcy.

In August 2018, the first two of six vehicles arrived in Gotha. There were four out of eight trains built by the Swiss company "Schindler Waggon" between 1978 and 1981 on behalf of Baselland Transport AG. Converting them to German standards proved to be much more complex than initially expected and was marked by many new surprises. Additionally, the pandemic also contributed to delivery bottlenecks and delays. The #221 is currently being worked on and already features the TWSB colors. Managing Director Koch believes it can be put into service next spring. A six-month plan must be created for the complex conversion, which means that the sixth and last ex-Basel train will likely not be approved until spring 2024.

It's been a little over three years since we first reported on a train like this that was purchased here from Basel. Today is a special day, the day when this train will go into operation for the first time. We are present and will speak with Mr. Koch to discuss the reasons. We're also quite happy because we were already allowed to take a test ride on the train with the number 222. So, finally, we've done it. We're now on the line. It took a long time, but we made it. Mr. Koch, how does it feel now that we've finally achieved this? I mentioned earlier that it was first reported three years ago, when the train was purchased. Right now, we feel excellent. The first train is running. We can now convert the others to the same condition, and it is working. We're also very proud of our employees who made it possible for this train to now be in regular service. In March, when the train was first ready to run, they stated that once it has been approved, a six-month service schedule will be implemented for the subsequent trains.

There are still a few trains waiting in the garage, but the next one is already well along in its reconstruction and should be operational soon. Will these six months of reconstruction be sufficient, meaning it will take about two to three years until all trains are running properly? All tram drivers have now been trained for the new train, although not all of them have yet completed the training. There are approximately two authorized drivers who are permitted to operate the vehicle. Does it now only run the Thuringian Forest Railway route to Batabas, or can it also operate within the urban area? No, it can run all lines, including the urban route. Will it also be used twice on that line or on Line 1? Okay, then we will have to get used to the new situation, and we wish your colleagues and the railway safe travels.

Thank you very much. Mr. Ren, you have probably covered the most kilometers with the new tram. Can you also take the inaugural trip? I only completed the initial section up to the station; my colleague will take over from here. What does that mean? Test run with the next train, or what? We are still conducting test runs with train 221, and there are some issues to resolve. Is it easy for him to say goodbye now? That was his train for a while, so to speak. It’s easy for me because I have another sister to train—no, actually five more, if I'm right. Exactly, and we are pleased that this continues here. Good day, thank you. We have just heard from Klaus Renau that he has been allowed to conduct the test runs. The first official run towards Batabat will start immediately with Tim Meiwald. Hello, Meiwald. When did you first learn that the trains were allowed to run? Since Monday, so since yesterday.

Have you already driven the routes, or was today the first official run? I’ve only done the introductory run so far, and today is the first official run. Have you driven everything before, all the TWSB vehicles except the 56? The question Renner also asked was, of course, what is so different about this train—how does it drive much more comfortably than any other? It runs smoothly into the switches, into the WE Gzer difference from car to now. Then I wish you lots of fun with the new train; you get to Batabat and back again. Thank you very much, and have a good trip.

Hauptbahnhof → Kreiskrankenhaus → Orangerie → Huttenstraße → Bahnhofstraße → Tabarz → Friedrichroda.

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Photos of Gotha regional line 4 Thüringerwaldbahn: Hauptbahnhof - Tabarz

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Gotha: Thuringian Forest Railway becomes more barrier-free (2012)The first low-floor car has started operating on the Thuringian Forest Railway's forest railway line 4 between Tabarz and Gotha. This will make things a little easier for people with disabilities or mothers with strollers in the future. This tram will be seen more often in the Gotha tram network from now on, especially on the forest railway line 4 between Tabatz and Gotha. It is the new tram from Thuringian Forest Railway and Tramway Gotha GmbH. It is the first low-floor tram to operate, and reaching this point hasn't been easy. Dieter Schädel explained that it was very challenging because the used vehicle market in the tram sector is also very tight. A new tram involves very high investment costs, and many companies currently lack the resources. Last year, we looked into all transport companies with a 1000 mm gauge that might sell such vehicles. We found what we needed in Ludwigshafen. There, you could buy four low-floor trams from the GT6 series from 1961 to 1964. They were converted for wheelchair access in Gotha in the early 1990s, where they were adapted to our own technology. As a company, we now have separate validation systems. We have company-specific ticket vending machines. We made some upgrades to the onboard lighting, making it more energy-efficient and safer. One tram with transport to Gotha costs €19,000, and another €300,000 was spent on renovating all four. This investment was 50% funded by the Free City of Thuringia. The improvements have been well received by people with disabilities and mothers with strollers, as they previously found it hard to climb the steps on the tram. The second of the four trams is expected to begin operations this year, with the remaining two following in 2013. Operation on the Gotha line is planned for 8 to 10 years. The only remaining task now is to work on making the last stop at the Gotha Orangery accessible to everyone, in collaboration with the city.By Funke Thüringen - TA - OTZ - TLZ - September 24, 2012.

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Thüringerwaldbahn (2018)A little tram and the Thuringian Forest Railway in Gotha Track recording along the Thuringian Forest Railway / Gotha tram The Gotha tram runs almost exclusively with old vehicles. 3 Düwag GT8N and the 19 Kt4D, some of which have been modernized, are in operation. I can only recommend this service to tram fans!By Tatra477 & Tram-MD - May 8, 2018.

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Seven minutes of winter enjoyment on the Thuringian Forest Railway (2018)Just in time for the start of the winter holidays, there was a load of snow for the children in the Thuringian Forest. Reason enough to visit the Thuringian Forest and Gotha Tramway.By Straßen Bahn unterwegs mit dem Schienenonkel - February 6, 2018.

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12:36

Documentary Thuringian Forest Railway and Gotha Tram - Part 1 (2020)An excellent documentary about the Gotha tram and the Thuringian Forest Railway. The documentary was very well-structured, engaging, and informative, especially since the Gotha tram is exciting both in terms of vehicle operation and the routes. The quality of the documentary was also excellent. Thumbs up, stay healthy, and LG Beni. The tram is the most important means of transportation in Thuringia's fifth-largest city and connects it via the Thuringian Forest Railway to the Thuringian Forest. In this documentation, you will learn more about the route network and its more than 100-year history. We hope you enjoy it. As early as 1800, the idea of establishing a horse-drawn tram was considered. However, these plans did not gain support, so it wasn’t until 1893 that the city council decided to build an electric tram. The route runs from the central station to the election—now the road. The Gotha tram is 127 kilometers long and has been electric from the start. After the tram was sold to Index ITC AG in 1897, which now belongs to RWE, there were major plans to expand the route network to a railway via rural roads. Of the six routes considered, only today's line 4 was ultimately built. Bad Tölz was developed in 1812. The depot on Waltershäuser Straße was opened and is still in use today. Two years later, construction began on the line via Waltershausen to Tabarz. However, due to World War I and its aftermath, construction was suspended between 1915 and 1928, and it was only completed in 1929. Similar to World War II, traffic was regulated between 9:45 and 9:47, then was nationalized and placed under municipal utilities. In 1954, the tram received new vehicles from the Gothaer Wagon Factory, the only tram manufacturer in the GDR. As a result, this freight car remains a household name for many today. In 1971, the inner-city line in Waltershausen was opened. After Gotha’s tram production stopped in 1967 in favor of importing Tatra trams from Czechoslovakia, Gotha received its first KTV railcar, which was a war trophy. Some of these were still running in 1981. Interestingly, freight traffic on the interurban routes occurred between 1982 and 1988. After reunification, the state-owned company was transformed into a limited liability company operated by municipalities along the route. To modernize the vehicle fleet, used trains began operating in the following years. The six trains from Mannheim were introduced in the 1990s, and routes were gradually modernized. Simultaneously, it was necessary to improve connections to the city, so 62 six-axle Bogestra trains were purchased for line 1 from the central station to Sunthausen. This also enabled direct turnarounds at the Gleisdreieck in Waltershausen. However, aside from one example, these vehicles are no longer in service today. In 2002, line 1 was extended from 2000 to the new terminus at the hospital—the first and last extension of this route. Regarding the vehicles, the fleet includes three preserved original units: cars numbered three, four, and six. Additionally, cars 3, 107, 117, and 319 were acquired from the Herforder Straße coal plant in the early 2000s. Vehicles 207, 308, and Traut 11 still have their accelerator controls. Tett 1617 vehicles also feature accelerator controls on both side doors as they are used on line 6, which ends at the Gleisdreieck cinemas. In 2012, the first low-floor vehicles, Bottas 4 g/t Achten, were acquired from Mannheim, with three still operating today, representing the only low-floor units in the fleet. To replace the Tatras, which were delivered directly according to quota, six B4 models from the Basel tram system were also added in 2009–2010, and they are still in operation. Besides planned vehicles, a few preserved historic tram lines mark the beginning of this network's ongoing history. For example, line 71 RB 20 runs on a two-hourly schedule from Dresden via Leipzig, Frankfurt, to Wiesbaden, with stops as noted in 2007. Now, let's look at line 2, which runs up to Rote Straße and shares the same route as lines 1 and 4 up to that point. It operates Monday through Friday from 8 a.m. to 5 p.m. every 20 minutes, then until 10 p.m., and runs all day on weekends approximately every 30 minutes. The 3-kilometer route takes about 12 minutes. Shortly after leaving the central station, it passes through Bahnhofstraße to the same stop. West of this is the over-500-year-old Cutter Castle Park, covering 37 hectares, leading up to the next stop, the Orangery, which continues onward. The landmark that gives the hotel its name was built in 1700 and is planned to be the German Orangery Museum in the future. Also, here is Friedenstein Castle, built in the 17th century, serving as a gateway to the city center.By Regionalzugverband - July 4, 2020.

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Documentary Thuringian Forest Railway and Gotha Tram - Part 2 (2020)Welcome to the second part of our guide about the street bank robber and the Thuringian Forest. Today, we focus on routes of lines 1, 4, and 6 toward Tabarz and Waltershausen. We hope you enjoy our journey. We will stop again because lines 1 and 4 here share their first stops with the route of line 2, which we already covered in part 1. We will take you directly to the Rote Straße stop, where the routes split. At this stop, you can easily reach the mothers' center in Macht as well as the Margarethenkirche. While the vehicles on line 2 go straight ahead, those on lines 1 and 4 turn left into Gartenstraße. Later in the evening, we will follow this route ourselves, starting from the middle of Main Street. We will circle the Gotha center, then reach the Gartenstraße and Bertha von Suttner Platz stops. After Miconos Platz, we cross Waltershäuser Straße and pass stops 18 at Bergstraße and Ernst Straße near the local Wagenhalle, which is the depot of TBS B. Further toward Sunthausen, the line runs single-track through Schöne Aussicht and Inselberg Straße to Sunthausen. This district has a village-like atmosphere, with small single-family houses along Sunthausen Weg. At the Gleisdreieck junction, lines 1 and 4 split toward the hospital loop. Then they continue on the interurban route toward Boxberg. The stop at the district hospital is the terminus. The Streifen is the newest part of the Gotha tramway. From here, line 4 reaches the interurban section toward Boxberg and Werdershausen. At Boxberg, there's another turning loop. The journey continues along the interurban route to Leine. In Mauthausen’s urban area, we arrive at the small Obershausen stop. Welcome to the Gleisdreieck. What does it mean here? The city is connected to Sondershausen by six lines. Each side has an ascent, making all travel directions possible. Here, it’s daytime. Earn six is coordinated with the four routes, allowing seamless transfers. We want to take a quick detour with line 6 to Mauthausen. Tram line 6 mostly runs along Goethestrasse, passing through Northstop for Goethestrasse and Albrechtstrasse. My house was near the city train station. The South Thuringia Railway connected Fröttstädt to Friedrichroda. In the past, the Waltershausen station’s turning loop was still in use. Today, the line 6 traffic is handled in two directions at the square. Below, it still doesn’t feel like another country—judge and relatives at the Körpers station are back at Waltershäuser. At Gleisdreieck, we continue by line 4 toward Bad Tölz to Das Haus Schnipsen. From Schnitzen, the Thuringian Forest Railway runs parallel to the South Thuringian Railway to Fröttstädt, passing through stops 100 ICE to Friedrich or Reinartz station. Besides Waltershausen with 10,000 residents, Friedrichroda with about 700 inhabitants is the third largest town along the Thuringian Forest Railway. It’s recognized as a health resort. The charming buildings create a beautiful setting in the heart of the Thuringian Forest. The journey on line 4 ends soon. It passes Marin Glashülle and reaches its final stop in Bad Tölz. The Thuringian Forest Railway has now arrived at its destination, Bad Tölz. This town, with a population of 5,000, lies below Großes Insel Berg. The train begins its return. If you haven’t visited yet, you should go to Gottéron, a peaceful little town in the Thuringian Forest accessible by country roads. The scenic trip through the forest and neighboring Gotha is a must for every tram enthusiast, mainly because of the historic carriages. This concludes our documentation. Thank you for watching and listening. Have a great day, and see you next time here on the regional association channel.By Regionalzugverband - July 18, 2020.

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New Škoda tram tested in Gotha (2023)The Thüringer Waldbahn und Straßenbahn GmbH Gotha (TWSB) is currently testing a brand-new Škoda tram. Starting in 2025, TWSB will gradually add new vehicles; therefore, they are now seeking suitable models for their fleet. The Škoda tram is intended for Rhein-Neckar-Verkehr GmbH Mannheim and was shipped directly from the factory in Pilsen to Gotha. On September 20, 2023, interested visitors had the chance to ride the forest railway line between Gotha and Bad Tabarz free of charge. 00:00 Leaving the hall 00:28 Interview with Klaus Rennau, TWSB Gotha 01:34 Collaboration between TWSB and RNV 02:07 Information on the selection process for new vehicles 03:41 Is everything in Gotha suitable for the Škoda tram? 04:30 Some technical information 06:16 Advantages of the bidirectional railway 07:00 How did the Škoda tram arrive in Gotha? 08:48 Plans for purchasing new vehicles for TWSB 09:55 Information on costs 10:53 Interview with tram driver Marlon Meyer, RNV Mannheim 12:54 And now, we’re heading off on the route! September 20th is World Children's Day, and today we are at the Thuringian Forest Railway and Tramway GmbH in Gotha, where we have once again arranged to meet Mr. Rennerau, as he has something special to share. Currently, a new tram has been running for about a week, having just arrived from the factory in Pilsen. This tram will, of course, stay here for a few more days. How did this whole story come about? It marks the first step toward the future of the Forest Railway, which aims to acquire new vehicles for its fleet in the years to come. Yes, Aschenbren, for the first time in all these years, we have managed to include the procurement of new vehicles in the local transport plan, and we are currently in the prequalification phase. We are examining the market to see which manufacturers offer what vehicles. Our colleagues at Rhein Neckerverkehre are in the middle of their procurement process, which means they have ultimately chosen the vehicle behind us, based on the tender, as the most suitable for their needs. In the past, we have repeatedly used vehicles from R. Necker, specifically the Mannheimers, to increase the number of low-floor vehicles in the area. At some point, we decided to test the newly designed RNV vehicle on the Goar route network. It was a somewhat impulsive idea to suggest relocating the car from the Pilsen delivery site, where it is assembled, to the pit stop before it heads to Mannheim. We then put this plan into action, and you can see the results behind us. The reason for this vehicle test is straightforward. We naturally want to save time during the prequalification process, which allows for thorough calculations. However, in practice, there are often one or two things you can't predict. This is why banks conduct stress tests. Here, we are conducting a stress test for two purposes: first, to assess the vehicle's equipment—how do passengers receive it? We’re observing that today. Second, how the vehicle functions within our infrastructure, and what we need to adapt if necessary. If you look at social media, you’ll see reactions that might have surprised some—they range from many people speaking out positively about the new railway, to discussions about how the Thuringian Forest Railway and tram are losing some of their unique charm with the old railway lines. The numbers may vary, but logically, we have to provide better transportation options for both passengers and drivers. The primary concerns are passenger comfort, which affects not only the driver but also everyone on board. Lastly, we need to upgrade to standard technology and adhere to new standards and regulations. Our current vehicles are over 30 years old, and the supply of spare parts is limited. As the saying goes, if I fit my grandma with a new pacemaker, her heart might still work a little better, but that doesn't mean she'll run a marathon—other parts are worn out. Regarding the new track, a press release mentioned that it is slightly wider, measuring 2.40 meters in width. You’ve already conducted some test runs. Does the vehicle pass smoothly through all areas? You can see from the decorative panel on the wheel arches that new stops have been added to the route network, designed to accommodate both rail and bus services. Currently, we have five old stops remaining that need to be converted to meet new standards and enable the use of low-floor vehicles. The stops have to be upgraded regardless, so we will handle that. Apart from that, the entire network appears to be functioning well, and the vehicles are running smoothly across it. Now, about the track—how big, heavy, and costly is it? To start with the basics, the vehicle is 30.5 meters long. We are working with what’s called a drum train. Our colleagues at DERV don’t just operate trams but also trains, which means for the experts, they drive to BUSTRAPP and ESBO. For us, we only need the BUSTRAPP, which makes us a street vehicle.By Oscar am Freitag-TV - September 20, 2023.

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Last updated: September 3, 2026.