Since late 2016, the first Generation 15 vehicles have been in operation, replacing the previous 1972 articulated railcars. These new models, with updated colors and without full advertising wraps, now define the look of the suspension railway.
In Vohwinkel, a train has turned around for the return trip to Oberbarmen. The layout is similar to its predecessor model, with 42 seats and 88 standing places. The passenger area is fully monitored by video. The train departs from Vohwinkel, showcasing the technical advancements of Generation 15.
This generation is a complete redesign, now equipped with AC motors and regenerative braking, alongside a new safety system known as WTC. The operating voltage has also been increased from the previous 600 volts to 750 volts, allowing a top speed of 65 km/h, though the track is only cleared for 60 km/h. Just past the Sonnborner Straße station, the line reaches the Wupper River at the 27-kilometer mark, following the river’s course from about 12 meters above.
The route design is unique, requiring almost no ground-level space, with a remarkable structure. In the Wupper area, slanted support pairs run between the tracks. The Hauptbahnhof (main station) is a central stop, with the Döppersberg station in place since 1926. The surrounding area has been completely redesigned in recent years, with the previously dividing street now routed through a tunnel.
Looking back to the 1990s, at the Oberbarmen terminal, car number two exits the loop. The GTW 72 series, delivered by MAN from 1972 to 1975 in 28 units, features the then-common orange and blue color scheme and replaced older models entirely. Wolfgang Dandorfer, the longest-serving suspension railway driver in Wuppertal during the ’90s, reflects, “Wuppertal without its suspension railway is unimaginable.” Other cities like Berlin and Cologne have subways, but Wuppertal’s unique topography made that option far too costly. Thus, the decision was made to build the suspension railway instead.
The Werther Bridge is one of the few stations that remains almost in its original state. For passengers, Wuppertal without the suspension railway is also unthinkable. Not only is it essential for traffic flow along the valley axis, but it also serves as an iconic landmark. “You simply can’t build a subway here,” says Peter Leidig, adding, “It’s the best transportation solution for Wuppertal’s terrain.” Since 1948, the suspension railway has operated under the Wuppertaler Stadtwerke, now responsible solely for operations and vehicles, while the entire infrastructure transferred to the city of Wuppertal in 2013.
In total, there are 20 stations, nearly all of which have been rebuilt or extensively modernized in recent years. The Ohligsmühle stop is newly constructed. Just before Vohwinkel, the long stretch begins at only about eight meters above the road. The portal supports give the structure its stability, and we float along past elegant house façades, moving toward the final station at Vohwinkel.
