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Currently, the tramway network is run by five lines. The expansion of the tram network since has served as an example of the "renaissance of the trams" in Germany.

At the start of , 72 trams were available for regular use. Five of these were high-floored , 37 partial and 30 low-floored.

In total, the trams serve 20 out of the 28 districts in Freiburg. After Freiburg was connected to the railway network via the Rhine Valley railway from , there was an intercity transport links between the Hauptbahnhof and the Wiehre Train Station, which used the " Hell Valley Railway " for the first time in From , horse-drawn buses, operated by two different private companies, transported citizens throughout the town.

On the 8th May, , the city council made the decision to build an electric transport system in Stühlinger. Reasons for it included the University of Freiburg's increasing requirement for light and power and the planned refurbishment of the town's trams.

A survey carried out in by the city council resulted in a power requirement for more than 20, incandescent lamps.

The acting mayor at the time Otto Winterer decisively ensured the fast implementation of the trams. Because the supply of hydropower in the environment was too low, the decision was made to generate electricity by means of a steam power plant.

The tram's planners saw Freiburg Bächle in the Old City as problematic, since it was feared that the trams could fall into the Bächle in the event of a derailment.

In addition, it had to be ensured that the entrances on the Bächle side remained closed. In the end, the advice of a senior engineer from the trams in Hamburg project, who "could not recommend the building of platforms next to the Bächle under any circumstances" and was pleading that the Bächle be covered.

This was ignored in order to preserve the Bächle as a landmark of Freiburg. This work was undertaken by the city and municipal building authorities.

At the same time as the tram network, Freiburg had access to electric road lighting which was powered by the same electricity plant.

On Friday 30 August , the first test run took place, [4] with the first public serving trams operating in the autumn. From 14 October on, the two lines A and D went into operation before lines B and C, which opened on 2 December The original length was nine kilometres and had 34 stops.

The latter two routes were only able to operate once the Schwabentor had been converted. For the two-tracked tramway, it was extended, similar to that of the Martinstor, with a second passageway.

Freiburg was the fourth tram network installed within the Grand Duchy of Baden. In contrast to the older networks in Heidelberg , Karlsruhe and Mannheim , which were all electrified three months before the plant opened in Freiburg, trams in the Breisgau were powered by electricity from the outset and used lyric current collectors.

The power plant opened on 1 October and regularly produced direct current. In the first year, 61 percent of the , Kilowatt hours were used by the tram network.

This was until , when it received its own supply. At the start, this is how the network ran:. For train crossings, seven evasions were accessible on the single-track east-west route.

During the morning peak , up to 18 trams were used simultaneously, whilst nine others were in reserve. In the inner city, a more dense supply resulted from the superposition of Lines A and D.

As a single line, the one to Güterstal, as was the case at the time, was operated from the outset by a trailer car. For this purpose, there was a transfer line at the two terminals of Rennweg and Günterstal.

There were four open summer carriages available for the strong holiday traffic during this season. The section serving Hauptbahnhof and Schwabentorbrücke was served by twelve cars an hour.

However, due to the single-track infrastructure, the trams on lines B and C always ran very close behind each other. An operational feature from the earlier years was the level junction of the interurban route to Günterstal with Höllentalbahn, which had not yet been electrified.

From as early as , the tram was able to transport more than three million passengers. The horse-drawn bus lines in their last full year of operation in had transported a mere 50, passengers.

This should have served to make the orientation easier for locals. Within the inner city, the operating company introduced a uniform tariff of ten pfennigs in Passengers were asked to keep their money readily available for payment when they disembarked and give it to the conductor.

This then brought the trip time down to 10 minutes. In order to further increase capacity on this route, three more summer trailers were put into operation in the same year [11].

Soon, the first extensions were installed. At the beginning of the summer schedule in by Alter Messplatz, also called Bleicheweg, was added to the loop at Stadthalle - the first terminal loop in Freiburg.

The terminating station at that point was Waldsee , named after the waters in the recreation area of Möslepark.

The name of the area of Waldsee emerged much later. In the following year, the two-track expansion of lines B and C, with the exception of the short single-track section between Bleicheweg and Waldsee, was completed.

The route was designed to be double-tracked right from the start for five-minute cycles. The new Line 5 operated on a ten-minute cycle and used the "Blue Bridge" to cross the main railway line.

Further destinations included the districts of Haslach, Herdern and Zähringen as well as a short extension in Wiehre:.

Zähringen had only belonged to Freiburg from , the tram connection was part of the Merger treaty. In addition, four other stretches of track were already being planned, but could not be implemented because of the First World War.

Furthermore, an overland stretch from Günterstal via Horben and Schauinsland to Todtnau was being planned. The planners had hoped for a quick connection to the tourist friendly Southern Black Forest.

During the First World War, a large part of the workforce was conscripted for military service. Of the staff, which originally consisted of employees, only eight of them were retained.

As a result, women were employed for the first time by the Armed Forces from After the war had broken out, the tram network was needed to transport the wounded to numerous lazaretto s across the city.

The trams intended for transporting injured people were waiting for the lazaretto trains at the loading stations. The carriages and sidecarriages were able to transport twelve heavy wounds.

A further connection between the trams and the Grand Duchy of Baden State Railway arose in in the civilian part of the Güterbahnhof.

The company therefore procured ten freight trucks and rebuilt the three open summer carts The connection still existed until the start of the s, when the GT8K motor coaches were delivered to Freiburg via a partially four-lane line.

In addition, the company pushed the two-track expansion of existing routes. Thus, the second track between Wonnhalde and Wiesenweg went into operation on the route towards Günterstal at the end of During the war, a severe accident occurred immediately after an air attack on the level crossroads at Hellentalbahn.

On 12 October around 9: The tram numbered 32 and the booth were smashed, the driver was severely injured. The conductor and the only passenger escaped with only minor injuries.

In the same year, the colour coding of lines was also introduced in order to facilitate the orientation to the passengers.

Because of the Hyperinflation in the Weimar Republic , daily passenger numbers decreased from 40, in to under 3, in At the same time, the price for a one-way journey increased from 15 pfennigs to billion Reichsmark.

Thus, the tram became increasingly unattractively and an adjustment of the whole enterprise was imminent.

Line 6 was discontinued on 16 October and the cycles of the other lines waned. The situation only improved when the Rentenmark was introduced in November In , a further extension went into operation in the suburb of Littenweiler, which had been incorporated in It was to be opened in the same year as the Merger treaty and was one of the reasons for the community giving up its independence.

The course of this would have led to the centre of Littenweiler, however, directly after the loop at Stadthalle, a further crossroads with Höllentalbahn became necessary.

After the line was extended to Littenweiler, the garden city of Waldsee, which had only been established after the First World War, also profited.

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: 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 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 0: 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.

VAG operates a network comprising tram lines, bus routes, and a gondola lift. The network carries an average of , passengers a day.

The backbone of the network is based on four tram lines. Coordinated with these are 26 bus lines connecting interchange points to surrounding areas.

In addition, the Schauinslandbahn provides access to the summit of Schauinsland mountain. VAG operates its lines by a fleet of 62 trams and buses.

Regular tram intervals are five minutes line 1 and 7. An extension of tram line 2 green of 1. The increasing service quality and quantity increased the number of passengers from 46 million in to 73 million in From Wikipedia, the free encyclopedia.

Retrieved from " https: Freiburg im Breisgau Public transport operators of Germany Transport in Baden-Württemberg establishments in Germany Transport companies established in CS1 German-language sources de Articles with German-language external links Commons category with local link different than on Wikidata Coordinates not on Wikidata.

Views Read Edit View history.

Especially for the western districts, they still sensed a connection with trams was more sensible. Spatenstich für die 38 Millionen Euro teure Tramtrasse zum Messegelände. Septemberabgerufen am The five-tracked hall offered space for 30 two-axle trams. The reason for the decommissioning was, www.vag-freiburg other things, the Beste Spielothek in Asselermoor finden introduction into the traffic area. The fold-able seats on the inside also facilities access to the side of the tram. The lighting and handrails for standing passengers were attached to the tram deck. In addition, Cegelec replaced the electronics including two new liquid crystal displays in the centre cabin and replacing the seat cushions. The seating in the Sputniks, obtained inwas arranged for the first time facing the direction of travel. For this reason, it was a good idea to order a series of 26 GT8Y with robert de niro casino trailer low-floor share of 48 percent in to start the Haid route. In Beste Spielothek in Selverde finden, a first small series of modern eight-axle articulated trams manufactured by Dueweg came into use with a view to further expansion. VAG kauft Trams bei spanischem Hersteller. Trams run between 5am and 0: The multi-purpose trams, the Sputnik articulate trams and the GT4 in two-way design were fitted with seats made from the inexpensive wooden material of Durofol. In the future, they will be increasingly degraded www.vag-freiburg our cities.

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Generelle Unternehmensgeschichte, aber zumindest der Weg vom Elektrizitätswerk zum Kunden der badenova würde mich interessieren, ebenso die Einführung des Busbetriebs. Greifen und bewegen der Karte bis die Mousetaste losgelassen wird, zoomen bei Doppelklick. Greifen und bewegen der Nadel bis die Maustaste losgelassen wird. Nikolausfahrt Eine mittlerweile liebgewonnene Tradition im Erlebniswagen ist die Nikolausfahrt. Oktober um Die Linie 11 Richtung St.

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: 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 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 0: 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.

In contrast to previous vehicles, a conversion into an open salon carriage was possible. For this purpose, the glass panes framed with bronze could be completely put into the parapet.

In addition, the new trailers were equipped with fold-able arm rests and spring-loaded padding for the first time.

The multi-purpose trams, the Sputnik articulate trams and the GT4 in two-way design were fitted with seats made from the inexpensive wooden material of Durofol.

In contrast, the used trams from Stuttgart were equipped with artificial leather seats. The seating in the Sputniks, obtained in , was arranged for the first time facing the direction of travel.

The fold-able seats on the inside also facilities access to the side of the tram. The first two GT8 series had seats made of plastic , while trams purchased since were equipped with fabric upholstery.

This only includes the seat surface for the GT8N, while the rear surfaces were also padded. Initially, the , square metre site served exclusively as a depot for buses, but was designed from the outset for a later takeover by the tram networtk.

Today, all the workshops and administration conducted by the VAG are located at this site next to large storage areas for buses and trams.

The depot, which used to offer space for a good 50 vehicles, was expended by a further 17 bays in to create additional capacities for the Urbos.

The southern depot located in the district of Wiehre has existed since and was until one of the two regular depots for the network.

The erection of this depot was not included in the building contract of the network, but was taken over the municipal building authority.

The art nouveau buildings were expanded in and around a rear house and an intermediate building. In addition, the car hall, which was initially designed for 35 vehicles, was supplemented by a further storage hall, so that 77 vehicles could be stationed after it was converted.

After the second building had been opened at the northern depot, only five course cars and buses served the depot. After the new western depot was connecting to the network in , the depot lost he last remaining regular scheduled services.

The eastern hall now serves the local fire brigade. As a result of the continuous expansion of the fleet due to greater usage, the southern depot reached its full capacity limits in the s.

The five-tracked hall offered space for 30 two-axle trams. From then on, a large proportion of new trams were delivered to the northern depot, since the depot was much better connected to the road and rail network in comparison to the southern depot.

The embankment to the railway station was also nearby. On 15 April , the second storage unit was put into operation, which could accommodate 48 additional two-axle vehicles.

After the western depot opened, the northern depot lost its importance. Until , the GT8K was still used as a standstill in the storage rooms before the building was demolished in to allow for residential development of the site.

The company stationed work vehicles on site and kept a scrap yard where dismantled carriages broken up. In the s, the yard was closed down and railway connections dismantled.

An opening is scheduled for The crossing at the Hauptbahnhof is a problem because the existing underpass can not be used for this route.

A sub-tunnelling of this section with an underground station at Hauptbahnhof Nord or a bridge could be a possibility. The route to Gundelfingen is part of the project "Stadtbahn to northern Freiburg's districts and Gundelfingen".

In April , representative of the CDU and the Greens based in Gundelfingen launched a cross-party public opinion poll on the further development of the tramway.

Georgen, with more than 10, inhabitants, is Freiburg's largest district without a tram connection. Because of the previous existing services the operating started immediately.

VAG operates a network comprising tram lines, bus routes, and a gondola lift. The network carries an average of , passengers a day.

The backbone of the network is based on four tram lines. Coordinated with these are 26 bus lines connecting interchange points to surrounding areas.

In addition, the Schauinslandbahn provides access to the summit of Schauinsland mountain. VAG operates its lines by a fleet of 62 trams and buses.

Regular tram intervals are five minutes line 1 and 7. An extension of tram line 2 green of 1. The increasing service quality and quantity increased the number of passengers from 46 million in to 73 million in From Wikipedia, the free encyclopedia.

Retrieved from " https: Freiburg im Breisgau Public transport operators of Germany Transport in Baden-Württemberg establishments in Germany Transport companies established in CS1 German-language sources de Articles with German-language external links Commons category with local link different than on Wikidata Coordinates not on Wikidata.

Das Gasthaus Beste Spielothek in Drößigk finden den Gleisen. Februarabgerufen am In the long-term, the following new stretches of line are also planned []. For train crossings, seven evasions were accessible on the single-track east-west route. Inside the tram there were two wooden horizontal benches, which together accommodated for 16 people. Www.vag-freiburg previously cancelled units were high-floored. From Wikipedia, the free encyclopedia. VAG operates its lines by a fleet of 62 trams and buses. Therefore, the VAG used the outdated Sputnik trams from until Discuss Proposed since August After the line was extended to Littenweiler, the garden city of Waldsee, which had only casino uniklinik regensburg established after the First World War, las vegas casino highest payout profited. After 40 years, the Haslach district had a tram network when Line 7 was first opened between Am Lindenwäldle and Pressehaus in October During the war, a severe accident occurred immediately after an air attack on the level crossroads at Hellentalbahn. After the war, construction was not continued. Tunibergschule in Opfingen nicht anfahrbar Freiburg: In anderen Projekten Commons. Firma Schwarz, Merdingen, "Tuniberg-Express". November und vom Um diese Seite optimal zu nutzen sollten sie Javasript aktiveren! Greifen und bewegen der Nadel bis die Maustaste losgelassen wird. Da wird vielleicht der ein oder andere überrascht sein, wie viel Freiburg zu bieten hat — aber natürlich schauen wir auch über den Atlantik in die Filmmetropole Hollywood. Veraltet nach Jahr Um diese Seite optimal zu nutzen sollten sie Javasript aktiveren! Mo - Fr Sa Sonn- und Feiertag. Generell wird das aktuelle Datum mit Uhrzeit angenommen.

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