Freiburg Metro

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Freiburg Metro

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Latest News. It closed the settlement gap between the Wiehre and Littenweiler and therefore from the beginning had a connection with Freiburg city centre.

In the same year, the first motor bus from Freiburg was set up from Hohenzollernplatz to Betzenhausen. In , the operating company built the last part of the new stretch of track between Rennweg and Komturplatz, where a second depot was opened at the same time.

In return, the operation of the short branch line between today's stop at Rennweg and Güterbahnhof, which was for the first time on a passenger route was abandoned.

After the Schauinslandbahn was opened on 17 July , the tram's directorate finally applied for a two-track extension between Wiesenweg and Günterstäler Tor on 23 January , in order to improve the feeder service to the Talstation.

The company also planned a four-kilometre long new stretch of track to connect the mountain railway network to the tram network. In doing so, the side carriages had to be suspended in Günterstal and motor cars had to be operated on their own up to the Talstation.

The high costs for the maintenance garage in Günterstal and five additional rail cars led to the decision of using this connection as an alternative to the bus routes.

Line 6 served from then on between Schwabentorbrück and the Wiehre train station. From , members of the SA and the SS as well as members of the Hitler Youth received a tariff reduction by one unit price of ten Reichspfennigs on any route.

Jews were forbidden from using public trams. On 8 November , the facilitating of operations in a southern direction led to a relief for the tram network.

As a result, the level crossing was no longer in use. The neutralisation of the railway also affected the tram network. At the time, there was no direct connection between Höllentalbahn and Line 6.

From to , the annual number of passengers doubled to more than ten million passengers as a motorised private transport almost came to a standstill as a result of the crude oil crisis.

However, no new vehicles could be procured. In , the city council decided to introduce the trolley bus as a third mode of urbanised transport after diesel had become scarce to operate buses.

Georgen and, optionally, the second tram network had to be changed over to the entire tram network. Construction began with the setting of the first overhead mast on 1 August As a result of the Second World War, there were delays to the overhead line material and ordered vehicles.

After the war, construction was not continued. During the air attack on Freiburg on 27 November , several vehicles as well as half of the overhead network were destroyed.

Amongst others, rail car 1 was destroyed at the railway depot, car 7 by detonations in the Nord depot and two sets of carriages from vehicle 53 and the side carriage of in front of the City Theatre.

Carriage 44 and side carriage were hit at Bismarckallee. A further 26 vehicles were badly damaged by the bombs. From 15 April onwards, all trams were stopped as the electrical crossing had been destroyed during the war.

From as early as 26 May , the operating company resumed the Holzmarkt-Günterstal and Oberlinden-Littenweiler routes after repairing the tracks and overpass on these slightly damaged sections of the route.

After a temporary bridge had been erected for the Rheintalbahn at Komturplaty, the entire Zähringen-Günterstal route was up and running again for lines 1 and 2 from 4 October Line 5 was interrupted by bombing on the Blue Bridge until From 1 September , a shuttle service had been established.

Reconstruction plans included numerous varieties of trams. Ultimately, it was decided to maintain the original routes in order to preserve the accessibility and importance to the city centre.

A changeover to trolley bus operation was always critically seen by planners after it failed to start during the Second World War.

The trolley bus operation in a densely built city centre can never reach the performance of a railroad. Until , additional services were provided after evening shows at Theater Freiburg , the so-called "Theaterwagen".

The lack of managers and desire to save jobs led to the commissioning of the so-called "Sputnik trams", which were named after the first artificial earth satellite in They had the same capacity as a two-axle carriage and side carriage but could be handled by one conductor using a one-way embarking and disembarking system.

They were also the first Freiburg uni-directional vehicles but could only be used on Line 4. A provisional triangular junction had been set up at the terminus station at Littenweiler.

They had already been using the turning loop instigated in at the other end of the commuter station. Another novelty of the early s were the three-car coaches, consisting of a motor coach and two side carriages.

At the end of , the operating company closed Line 5 for "economic and traffic reasons" and replaced it with the then bus line H.

The reason for the decommissioning was, among other things, the poor introduction into the traffic area.

A conversion to a more efficient route with its own railway body was therefore not possible. In addition, modern traction units could not be used on the curvy track.

Thus, as in the early days, there were only four lines. In order to spare the cumbersome marshalling operation at the triangular junction of line 4, the VAG installed a turning loop at Littenweiler.

The old loop at Komturplatz did increasingly prove to be a hindrance to traffic because of the cramped situation.

By shortening the track in Littenweiler, the network had shrunk by almost 30 percent within a few years, from In , the city tram produced their first unmanned traction coaches with a red "S" on a white background.

However, due to safety reasons, the side cars and most of the older units had to continue to operate on the basis of their manually operated doors.

Nevertheless, individual units which had been procured before were also adapted for one-man operation.

On 1 and 2 February , the so-called Freiburg price struggles provided nationwide attention. At that time, some 2, people protested against price increases, occupied Bertoldsbrunnen and thereby stopped all trams.

Their resistance however was unsuccessful. Whilst many other cities discussed the decommissioning of trams, Freiburg tended to maintain and modernise towards the end of the s.

In , due to the above-average urban planning to the west, a first general traffic plan was adopted. New buildings formed a decisive approach to promote the maintenance and expansion of inner-city tram transport.

In , a first small series of modern eight-axle articulated trams manufactured by Dueweg came into use with a view to further expansion.

They could also be operated single handed and transport exactly as many passengers as the mutli-staffed three-car or four axle units with two-axle side cars.

The articulated trams were specially designed for Freiburg's narrow streets with a four-axle centre wagon and a saddle-mounted end car with a bogie.

In the same year, however, a rationalisation commission was convened, which was to examine a complete changeover to bus operation.

This is one thing, however, one can completely ignore nowadays: the time of the streets is over. In the future, they will be increasingly degraded in our cities.

The municipal council finally confirmed the general public transport plan of with a large majority in Especially for the western districts, they still sensed a connection with trams was more sensible.

In contrast to the recent trend, motorised traffic from the Old City was forbidden and only trams were allowed.

Whilst the inner city ring was being constructed, a single-track parallel section across from the Greifneggring was put into operation between the Schwabentor and Schwabentorbrücke.

At the same time, the existing stretch across the Schwabentorring had bene restored. The reason for this measure was the comparatively smaller width of the Schwabentorring, which did not have enough space for a separate track unit and two lanes for traffic.

The additional possibility of the so-called Schwabentor loop was also considered through this neutralisation. Due to the connection between the older and newer routes, trams heading towards the city centre from Littenweiler could be reversed before they reached Schwabentor.

On 17 March , the first groundbreaking ceremony for the almost urban railway standards with an independent railroad track was extended to Landwasser by Mayor Eugen Keidel and Secretary of State Rolf Böhme.

At the start of the s, the first existing stretches of track were given their own body, such as the section between Komturplatz and Zähringen.

On 9 December , a new stretch of line was opened heading towards Padauallee is seen as the start of the city railway era.

Since then, the new stop of Hauptbahnhof main train station has enabled direct access to the railway lines. In the same year, the VAG increased the voltage from volts to the conventional volts of direct current.

When Line 5 was introduced, a larger line network took place as did the individual colour coding of the routes. These were now visible in the form of roll signs on each tram.

Line 1 replaced Line 4 as the main line, with the newly introduced circle routed Line 3, there was also a second line on which trams could be used.

At about the same time, a nationwide debate began concerning the introduction of a cost-effective and transferable "environmental protection monthly ticket", based on the system used in Basel , where it had been operational since 1 March and quickly adopted in other Swiss cities such as Bern and Zurich.

Associated price reductions were countered by passenger growth, which nevertheless led to improvements in the company's business. Many German transport companies, including VAG, did not fit into the concept of its high publicity.

They were supported by the former Association of German Transport Companies, the municipal top associations and large sections of the scientific community who frequently and repeatedly warned against the introduction of these tickets.

On 24 July , the municipal council decided to introduce the first "environmental protection monthly ticket" despite the VAG rejecting the proposal.

This system started in October This move of introducing a cost-effective and transferable monthly ticket led to a rise in passenger numbers by 12 percent in and by 23 percent the following year, this meant by five million to Despite the considerable price reduction, the VAG made an increase of , Deutsche Mark in alone.

In addition, the Transport Community of Freiburg was founded in , together with the rural districts of Emmendingen and Breisgau-Hochschwarzwald , leading to Freiburg not complying with the norm of having multiple tariff zones but instead had only one.

The passenger increase by almost a quarter within a few months was able to be managed relatively well by the readily-available tram units. However, because the number of passengers using the network drastically increased in , which was not anticipated by the VAG, ten used GT4-trams from Stuttgart's tram network had to be taken on by the VAG.

The reason for this was because of the conversion to the Stadtbahn in Stuttgart replacing trams. They were, therefore, the first and only used trams in the history of VAG to be purchased.

A novel feature of Freiburg was the use of multiple units and the division of leading and guided units. The trams, referred colloquially as "Spätzlehobel" [35] which were always used in Freiburg in their yellow and white Stuttgart livery, were only replaced by new trams in The Regio-Umweltkarte, introduced on 1 September , provided for itself, and previously, its own intermediate stages, partly for jumping passenger growth.

Therefore, the VAG used the outdated Sputnik trams from until The Regio-Umweltkarte in addition to its own monthly ticket, had a connection card available for travel across neighbouring regions costing 15 Deutsche Mark.

In , the environmental points ticket also led to a reduction in ticket prices by about 25 percent which was also the case in Basel.

This led to a spark in further traffic and environmental issues across Germany [32]. In , the VAG completed the project of providing a tram line to Landwasser by extending the former terminus at Paduaallee by 1.

This meant Lines 3 and 4 now passed over Stühlinger bridge. When the first motor trams of the GT8N series were delivered, the VAG was able to offer its passengers a low-floor entry starting from This was to be the third tramway network to do so after Würzburg and Bremen.

The rapid development of low-floor technology during these years reflected in Freiburg's way of obtaining trams. If the first trams only had a low-floor section of seven percent and therefore a depth rise of five doors, the second low-floor generation of had a low-floor section of 48 percent and barrier-free access to three out of the four doors.

From , only low-floor units were purchased. Parallel to investments in vehicle parking, VAG equipped almost all older stops across the network to have 24 centimetre high platforms.

The route runs parallel to Berliner Alllee and crosses the B31 a and the Dreisam. This meant that the Western Railway Depot received a railway link for the first time.

The northern depot was demolished in , while the southern depot now houses a museum. The link to the newly developed district of Rieselfeld was established in On this 1.

The terminal loop at Rieselfeld turns around a residential building, the so-called "Tram-Turm". After 40 years, the Haslach district had a tram network when Line 7 was first opened between Am Lindenwäldle and Pressehaus in October There was controversy when the link connecting Pressehaus and the Innenstadt were taking place.

The costs for this project amount to about 30 million Euros. Later, it was decided to implement the first-named routed as part of the "Stadtbahn Rotteckring".

The district of Vauban, built on the site of a former barracks in , also had access to the tram network in after three years of construction.

The tram had on the most part its own green body. On 15 March , the 1. Part of this project was also the construction of the stop at Reutebachgasse about 50 metres to the north.

Part of the terminal loop is located at the Gundelfinger boundary, so trams leave the region of Freiburg here. The cost of this construction project amassed From the beginning of June to the end of October , tracks at the junction of Bertoldsbrunnen were renovated after the points had broken out.

One operational feature during this period was the GT8N-operated Line 1 heading east, because a provisional depot had to be erected at Möschlschleife due to the lack of a track connection to the depot.

By counting the number of passengers on the night services in November , it was reported that a high four-digit number of passengers use the service a night.

The last expansion was the partial commissioning of the "Stadtbahnmesse", which started on 14 June [48] to Technische Fakultät on 11 December Since February , the normal spelling of "Messe" has been used.

The five tram lines, all of which are cross-city routes , serve a total of 73 stops. The average distance between stops in was metres. Trams run between 5am and am Monday to Friday, and non-stop at weekends.

The line length is This is likely to run until December The entire network is located within tariff zone A, which means that for a tram ride, the tariff is level 1.

The model of success is the so-called "Regio-Karte". It is readily available and is valid throughout the network. Single tickets cost 2.

In addition, a day ticket Regio 24 and various other tickets are also available. Bikes are not permitted in any tram on the network.

There are ticket machines in all carriages and at important stops. Passengers wanting to buy tickets from the driver is no longer possible and has been the case since the start of The following table shows all openings and closures in passenger-oriented trams.

Temporary routes are not included. Lines were originally given letters before they were allocated Arabic numerals in Each line had its own destinations, which differed in colour.

The official introduction of colour-coded lines took place in the Summer of However, these were not displayed at all times on trams, but were only partly used for internal distinction or listed on the transit map.

As a special feature, the VAG introduced a line reform in , when the colours of the lines were changed and coloured roll signs were introduced to display the line number.

This was also only the case in a few other German cities. The night service "Safer Traffic" was originally served by buses from , but have largely been tram-operated since 14 December In , after a good experience with the GT8 Geamatic, which was delivered in , a further series of ten vehicles were commissioned with service numbers on the route to Landwasser.

The high-floor uni-directional trams were delivered with the white and red Freiburg livery and have two front headlights.

The second series used for the first time a direct current controller, which was operated via set point transmitter.

It allows a largely jerka-free acceleration and deceleration. Compared to the first series, which had scissor pantographs , the second series had single-arm pantographs.

Tram is now used as an historic tram, tram was scrapped in and trams and were sold to the Ulm tram network in , where they were merged into a two-wheeled tram using number Since , the use of these trams are usually limited to the morning rush hour or as an additional service to SC Freiburg 's home games.

From to , trams and were again put into use due to the renovation of the GT8Zs. For this purpose, tram , which had not been used for years, had to be reactivated and was the first tram to have an LED display, whilst the remaining vehicles were renovated in March Due to the introduction of the second Urbos series at the start of , tram was retired once more.

In , Duewag delivered another series of eleven developed GT8s for a unit price of 2. Unlike its predecessors, the GT8N have a low-floor middle section, which allows a barrier-free entry.

In , all trams had a matrix display installed. The trams were modernised by the Czech company Cegelec, who replaced the obsolete thyristor technology with relatively new insulated-gate bipolar transistors IGBT technology, which was a further development to the thyristor.

The modernisation process was completed in ,. In recent years, the GT8N's usage has been shifted to lines 3 and 5.

The eleven trams are generally only used on weekdays. At the beginning of the s, Freiburg was looking for modern low-floor trams. For this reason, it was a good idea to order a series of 26 GT8Y with a low-floor share of 48 percent in to start the Haid route.

The purchase price was 4 million Deutsche Mark each. At the same time, the last remaining GT4s were decommissioned. For more than 20 years of operation, there were some instances of rusting, but this has been eradicated since they were modernised in In addition, Cegelec replaced the electronics including two new liquid crystal displays in the centre cabin and replacing the seat cushions.

In early , , , and were being modernised and therefore were not in use. After a test phase in , during which time operation on line 3 was limited, trams that had been modernised were running on lines 2 and 5 from March When the route to Rieselfeld and Haslach had been opened, the need for trams continued to rise.

For this reason, a series of nine trams was ordered from Duewag's successor company Siemens. The first seven-part bi-directional trams were delivered in Because of serious design deficiencies, all Combinos had to be withdrawn from circulation in Some screws had become loose and had to be resolved, causing considerably restricted operation.

The reason behind this, which occurred worldwide, was a false calculation of the body. Erroneous values were calculated on high-floored units.

Tram was artificially aged in order to gain more insights into the strength of the bodies. The refurbishment of the Combinos continued until , but now and are fully operational once more.

Originally, only nine were planned, while car was delivered as a replacement for the scrapped Combino. The seven-part bi-directional trams differed from their predecessors by having a rounder-shaped head.

The entire passenger section was air-conditioned. In the Combino Basics, this was only in the cab. On 4 February , the Spanish company CAF was awarded the contract to produce twelve 43 metre long seven-sectioned bi-directional trams.

The first tram was numbered and arrived on 17 March Delivery of the second series, numbers to was between February and July The following rail cars were procured for trams, which are currently no longer used for regular services.

Until , the company only had access to two-axle or short four-axle maximum rail cars, and from this year onwards, only articulated trams. On the other hand, large-scale units were never used in Freiburg.

All previously cancelled units were high-floored. In the months of May to September, the route between Paduaallee and Stadthalle took place on the first Saturday of the month, and stops at all intermediate stations could be used free of charge.

After decommissioning, given to Halle tramway. Used in Lodz from to , later scrapped or used for spare parts.

Originally, the departmental trams were numbered up from From , a grinder tram, sold in to Halberstadt. The general paintwork for all municipal trams in was yellow with brown side panels made of teak.

Advertisement was strictly rejected since otherwise "the elegance of the tram" would suffer considerably.

We do not deny the effectiveness of advertising on our trams, but we doubt that it will contribute to the increase in tourism, when posters are placed on the wage, with the recommendation of water, alcohol-free drinks, cigarettes etc.

There was only a lull in the ban on advertising during the economic crisis of July Since them, internal commercial advertising was tentatively approved.

On the basis of strong criticism from the citizens and the directorate of the trams, which advertised on the exterior as "speckled and striped monsters", the cit took over the jurisdiction from and decided in a voted in a concept of tram advertisement.

This earmarked that urban enterprises should be given the opportunity to advertise on the inside of the trams and that the exterior should be left as a compromise.

As a result, another form of vehicle advertising was established in The first customer of such a reclaiming tram was the Sarrasani Circus.

The National Socialists used these advertisements as a means of propaganda and labelled rail car 13 with the slogan "We're going to England!

Lord Mayor Wolfgang Hoffman introduced the advertising on side-mounted roof-mounted signs in and announced that he would finance an additional bus service every year.

From now on, roof plates have been installed on all vehicle generations up the GT8N series and are still used today as an advertising platform.

This step allowed for the first time advertising on the body's surface. After the GT8K's were procured in , the company also introduced a red and white colour scheme, which replaced the cream-coloured design with green trim strips.

On the one hand, the new varnishing was based on the colours of Freiburg's coat of arms, and on the other hand, by the youngest light rail companies of that time, where they were particularly active.

These areas were in the Rhine-Ruhr area, but also Frankfurt and Nuremberg. Gradually, the older vehicles were repainted. The Combinos are predominantly painted in red.

In terms of the Combino Basics, there are white stropes between the driver cabins above and below the windows. The Combino Advanced has a black stripe, with a white strop over it and white doors.

In , GT8N was painted to give this vehicle a more modern look. A characteristic of the new design are the light grey base and the red "VAG tail".

The tram remained a single place and the painting was now partly removed for a whole advertisement. Whilst the GT8Z were being renovated, since October , several trams of this series have been given a new paint finish, which is based on the paintwork seen on the Urbos.

The basic colours of red and white were maintained and supplemented by black stripes. The first series of two-axle railcars from could transport 31 passengers.

Inside the tram there were two wooden horizontal benches, which together accommodated for 16 people. The large side windows could be darkened with curtains.

The lighting and handrails for standing passengers were attached to the tram deck. In , three matching side cars were put into operation.

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3 comments

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