Cologne Stadtbahn

Template:Infobox Metro The Cologne Stadtbahn is a lightrail network oprated in in Cologne and neighbour area. She will meet alternately as Underground and has a network of 194 kilometers. Of which run about 27 km in tunnels and five more miles than elevated. There are eleven line. In addition, the Cologne train via the railway and the ports and freight Cologne (HGK) with the Bonn Stadtbahn links. Operators of light rail in Cologne, the Cologne transport companies (KVB). On lines 16 and 18 also operate vehicles SWB bus and train. The trains are almost always in double header, in exceptional cases and on Sundays and public holidays will be on the line 13 are driven with a cart. Throughout the network, charges of the transport association Rhein-Sieg are applied.

History

Cologne tram

In 1877 took the first Cologne horse courses on the operation. These horse trams was a private company, which affects mainly the transport operation between Cologne and the still unincorporated suburbs. The first all-urban routes, the "running track" was first built in 1879 by a second company (Fusion 1882). The necessary expansion into the rapidly growing suburbs were in the opinion of Cologne made too slowly and the investment in the electrification did not want to risk the horse car companies. Therefore, the city took over on 1 January 1900 the tramway company and commenced as soon as possible, an electrification of the network. At the same route many branches were built in the Cologne city. In the narrow streets of the densely populated inner city existed as a dense network.
Between 1904 and 1912 also have special railway lines in the more distant suburbs were built. This reversed in the densely built-up area on the tracks of the tram and further out mostly on his own path with full-body ground-like character. The suburban trains are different from the tram up to the 1960s through its own, usually larger vehicles and the line number with letters, while the city lines had numbers.
Even before the First World War there were plans to build a subway, as the population of Cologne, gradually approaching one million. But followed because of the war and its aftermath and the Great Depression, these plans have any consequences.
After the incorporation of the town Cologne-Mülheim to Cologne in 1914 should it take until the year 1933, to the local trams, light railways Mülheimer'a part of Cologne's trams were.

Expansion of light rail

The dense tram network that existed in the pre-war period in the city of Cologne was, after the destruction of the Second World War built up only partially and inadequately again. Thus, the main station, its transfer to the Aachener Straße or Hansaring was always in conversation, was connected by a branch line with the rings. The connection of the main station to the other city routes was missing. This was partly due to the expansion plans for a car-friendly city, in part, the network was also too closely and did some very narrow streets. Even then, however, was both the lack of a north-south route in the city and the fact that the Central Station only a branch line leading from the Kaiser-Wilhelm-Ring forth, perceived as a shortcoming.
Therefore saw in 1956 the Council adopted the City of Cologne General Transport Plan, inter alia, the construction of a new underground line, which should pass under the north-south direction, the inner city. This tunnel was not designed as in other cities as underground, but rather as a laid underground tram, for which the term U-Straßenbahn (underground tram) was found. This meant a similar concept as in above-ground tram routes, so tight curve radii, short distances between stops, junctions on the same level and for trams appropriate platform. At the end of the tunnel, the trains should run again as normal tram, although the expansion was on its own roadbed already ahead early. For this mode - tunnel in narrow streets and high-load, or as a road or cross-country train - later, the term light rail was chosen.
This term has been in general usage of Cologne but not enforced. The Cologne speak either of the Underground or the Stadtbahn. The beginnings of the light rail construction in Cologne can be seen against the background that there was at that time no commitments to financing by state and federal governments, at worst, the city of Cologne would therefore have the investment costs alone. Under these conditions in 1963 with the construction of the inner city road tunnel between Magnus and the station Dom/Hauptbahnhof started. In November 1968 this first phase could be put into operation. Until 1970 was with the other branches of Neumarkt - Poststr. - Barbarossa and Neumarkt - Poststr. - Severinstr. the core of the underground rail network completed in the downtown area. Almost all subsequently built tunnel, however, no new routes, but replace existing or former above-ground routes.
Advantageous for the expansion of light rail were the - mainly the Rhine - railway lines, which for decades had its own railway tracks. Moreover, in Cologne, the most tram routes since the 1950s, expanded for a vehicle width of 2.5 meters. Trams in other cities at that time had a maximum width of 2.30 meters. These additional inches made it possible to use its 2.65-meter-wide LRV B on streetcar tracks, which were then gradually extended to light rail standards.
Early on it was in Cologne, including mixed mode between tram and train. When in 1898 the Vorgebirgsbahn of the Cologne-Bonn railway (KBE) on the Luxembourg road to Cologne was come, the 1906, Rhine railway used on the banks of the Rhine from the beginning track of the Cologne tram. In 1893, opened in Cologne-Frechen-Benzelrath Railway (KFBE) was rebuilt 1914 narrow gauge of the standard gauge and has been taken over by the KVB 1955 for Railway Construction and Operating Rules (EEO) approved trams operated. As early as the mid-1960s, it was planned to integrate the features of the Rhine and Vorgebirgsbahn in the rail network. This required, however, only suitable vehicles are developed in the subsequent period that met both the requirements of a railway, as a part of the city rail tunnel traffic.
The Cologne city construction, it is almost characteristic, that the plans were determined by continuously changing requirements and parameters. An example of this is the length of the platforms. During the first railway stations for two consecutive holding 30 m long light rail trains were designed later, the state of North Rhine-Westphalia's funding of fitness for three - or sometimes even four - light rail cars coupled together type B dependent. This led to platform lengths up to 110 m, with the significantly shorter aerial platforms allow at most one double header of 55 m length. Similarly, changing the route planning: The curve radii were increased, largely avoided at grade junctions. The outer branches of the tunnel route network are designed for a speed of 70 mph. The distances between stations are based mostly on the other hand, there pre-existing above-ground tram routes.
A target design for the final stage of the network, such as at the U-Bahn in Munich or Berlin, there is not. Were built on the lines in the order in which it appeared to relieve traffic along the roads at the lowest price. So as the first phase after the downtown tunnel not the route in the rings or the East-West line was built as a second tunnel under downtown, but the heavily loaded Neusser Street in Nippes tunneled. Around the same time the satellite town under construction Chorweiler was connected to the network.
Many of the ramps that lead from the tunnel to the surface, are constructed as temporary, so the continuation of the tunnel is relatively easy here. The lack of objective planning result, however, that in the existing network of very few constructed provisions, such as the shell finished crossing stations and hydrants are.
The combined operation of tram and light rail vehicles was bound only to side platforms with a platform height of up to 35 cm. Only in 1985 with the construction of the first section was begun, was the only navigable for light rail vehicle and having center platforms with a platform height of 90 cm.
Since the summer of 2006 driving in Cologne no longer classic trams. However, decided some years ago to rebuild the city council and city planning from financial reasons, not the entire network to operate with the high-floor light rail vehicles. So it was decided at the beginning of the 1990s for a separation of the network into a high-floor area, whose platforms have now been developed mainly to 90 cm high and a low floor area, which has a platform height of 35 cm. A first line bundle was changed in 1994 to low-floor operation, another followed 2003rd This leads to the curious fact that at some stations (eg Christophstr.) Do not stop the escalators to platform height, but you have to climb three more steps down to get to platform level. These stations were originally intended, it later to 90 cm height of the platform to expand what is now become obsolete.

Grid

Today's line numbers are largely historical reasons, therefore, no clear separation of points for high floor / low floor available. The colors used are similar to those of the route map s. Schedule-line publications and names on the vehicle do not wear color information.
During the day on weekdays all lines run at least every 10 minutes, which are superimposed on some city routes three, even four lines on a section. On some outer branches, especially outside the city limits, all day, a 20-minute intervals will be offered in the morning are more foreign branches thinned out. Line 18 runs all day in a 5-minute intervals, the lines 1, 7, 9 and 15 are in the rush hour condenses on sections. In the off-peak hours and on weekends every 15 minutes (on outer branches, 30 minutes) down. On the nights of Saturday and Sunday on most lines, a hour is maintained.
<- Table to keep clear, is the full line profile's below ->

! Course! Length! Average! Distance between stops
1| | willow - Junkersdorf - Neumarkt - Bf Deutz - Brück - Bensberg Junkersdorf Bridge in rush hour 5 minutes | | 26.5 km 19.9 km in Cologne | | 28.9 km / h 27.1 km / h in Cologne | | 736 m 710 m in Cologne
3| | Mengenich - Bocklemünd - Ehrenfeld Bf - Bf West - Friesenplatz - Neumarkt - Bf Deutz - Holwell (- Thielenbruch) outside the rush hour only to Holweide | | 21.5 km | | 26.3 km / h | | 717 m
4| | Bocklemünd - Bickendorf - Ehrenfeld Bf - Bf West - Friesenplatz - Neumarkt - Bf Deutz - Schlebusch evening and Sunday morning until Bickendorf | | 21.7 km | | 28 , 3 km / h | | 775 m
5| | Butzweilerhof - Neuehrenfeld - Bf West - Friesenplatz - Dom / Hbf - Reichenspergerplatz | | 9.8 km | | 23.5 km / h | | 653 m
7| | Frechen - Marsdorf - Brown Field - Neumarkt - Porz - Zündorf except during rush-Frechen brown field 20 minutes (partly Frechen-Mars village) </ small> | | 25.8 km 22.0 km in Cologne </ small> | | 22.4 km / h 26.4 km / h in Cologne </ small> | | 806 m 956 m in Cologne </ small>
9| | Sülz - University - Bf South - Neumarkt - Bf Deutz - Königsforst during rush hours on school days 5-minute intervals University - Bf Deutz </ small> | | 16.0 km | | 25.9 km / h | | 727 m
12| | Merkenich - Niehl - rings - Fries Place - ruler morning 20-minute intervals Merkenich - Niehl </ small> | | 17.0 km | | 22.7 km / h | | 654 m
13| | Sülzgürtel - Belts ü. Ehrenfeld Bf - Bf Mülheim - Holweide on Sundays and public holidays as a short-stretch | | 16.2 km | | 29.5 km / h | | 736 m
15| | Chorweiler - Longerich - rings - Friesenplatz - Ubierring during rush 5-minute intervals Longerich - Ubierring | | 15.2 km | | 24.0 km / h | | 705 m
16| | Niehl - Metro Station Dom / Hauptbahnhof - Neumarkt - Ubierring - Sürth - Wesseling - Bonn main station - Bonn-Bad Godesberg Sürth from 20 minutes (during rush hour from Wesseling) | | 45, 6 km 19.9 km in Cologne | | 33.4 km / h 29.1 km / h in Cologne | | 950 m 905 m in Cologne	-	18| | Thielenbruch - Bf Mülheim - Metro Station Dom / Hauptbahnhof - Neumarkt - mountain climbing - Brühl - Bornheim - Bonn Hbf Buchheim Klettenberg 5-minute intervals, from Brühl 20 minutes | | 48 , 4 km 18.1 km in Cologne | | 33.4 km / h 26.5 km / h in Cologne | | 1008 m 724 m in Cologne

Furthermore, it will return in the morning five scheduled amplifiers Porz on the university and in the evening of four scheduled to Ubierring Buchheim and change every line of their number at a certain stop, because they continue on a different line than before.
=== Low-level network ===

East-west lines

The west-east line bundle was in 1994 in regard to the delivery of the first low-floor light rail vehicles formed by the west line 9 receivedDeutz-Kalker Badits current lines. After the modification of the surface node at the Neumarkt'Line 1 was already fully equipped in 1995 with 35 cm high platform s, allowing for continuous access to the data used in low-floor light rail vehicles. On the other lines, the stops were being successively with platforms: the Westast Line 9 was rebuilt in 1998, that of line 7 the following year. The Ostast Line 7 has been completely renovated since 2005. With the conversion of the terminus of line 9 Sülz in June 2005, the expansion of the west-east lines was completed.
After the conversion of the Rings lines on low-floor, not all low-floor scheduled lines are served with appropriate vehicles. During the delivery of low-floor vehicles in the K4500 series from 2005 to 2007 were, therefore, on some amplifiers, line 1 and line 8 of the then temporarily used high-floor vehicles. Since the delivery of all low-floor vehicles on all K4500 series of low-floor lines, only the low-floor vehicles in the series K4000 and K4500 are used for vehicle shortages both series in double traction.
The common section Neumarkt-Hay-Deutz bridge reached at peak times, 30 trains per hour per direction, the same train density, as has the downtown tunnel all day and, if this relieves some years by the North-South light rail , will be the most heavily loaded line in the Cologne city rail network.
History of the lines 1, 7 and 9

Circle Lines

The rings lines exist in its current form since the timetable change on 14 December 2003, when the second stage of low-floor concept has been realized. Since then runs the number 12 on the rings | added and the line 15 to the Route 18 north of the Linienast exchanged Ebert place instead of by the [City Tunnel] [# City Tunnel]. Thus, the high-floor and low-level nets are routed as far as possible. Only on the belt line between Aachener Str / Str Dürener belt / belts, lines 7 and 13, and on the southern ring route (of courseBarbarossatoUbierring ) together with the line , 16 run or high-and low-floor vehicles in mixed traffic. The latter is up to the commissioning of the North-South Light Rail maintained, then the line remains there between 15 and Eifelstraße Ubierring' 'as the only line.

The conversion of the Rings lines was the "smallest" of several variants studied to extend the low-floor network and provided an advantage is that very few stops modifications were necessary. The main counter-argument was that the Ford works as a major customer of Job Ticket's value to a direct connection to the main laid from which they were cut off by the guide line 12 on the rings.
All rings lines are now fully equipped with 35-inch platforms. The raised platform at the station Hansaring was established in 2003 scaled back to 35 inches, the raised platform at the last stop Chorweiler in August 2006 made usable by Aufschottern the tracks for low-floor vehicles. Accordingly be used on the line 12 low-floor vehicles since 2003, has been on the line 15 2006th The Südast line 12 (Eifelstraße-inch rule) was from October 2006 to August 2007, equipped with central platforms and was out of operation during the construction phase. Previously, there had to be entered from street level.

High-floor network

As a high-floor network, the remaining lines (lines 3, 4, 5, 13, 16, 18) of the rail network together. Their commonality is that they are served with traditional light rail vehicles the vehicle floor is about one meter above the track. For a continuous entry in those vehicles accordingly hochflurige platforms are required. The outer branches of the high-floor network are already almost completely equipped with such high platforms, exceptions are a few stops along the Riehler street in the north of the city, almost all stations of thebelt-line13 (the only tangent) and , - because of the mixed traffic with EEO vehicles - the overland stations on line 16 between Wesseling and the Bonn's city limits. By 2010, none of the above-ground stations on line 5 after Ossett had a raised platform.

File:Koeln-rail sueven.jpg

high floor stopSuevenstraßein Deutz

In the downtown area had to be long at almost every stop from lower platforms joined by hinged steps. A reconstruction was usually not possible as yet to December 2003, Tramway vehicles with fixed stages drove through the downtown tunnel. But even here below the expansion ahead now. The busiest underground stations Neumarkt and Dom/Hauptbahnhof in 2004 and 2005, converted to high platforms, in early October 2006, the two stations, Appellhofplatz / Breite Straße Poststraße and raised on high-floor level. The stop Breslauer Platz, which is taken in the course of construction of the north-south subway line since August 2007 with no dependents, following its reopening also have high platforms. to rebuild the station is still Appellhofplatz / armory.
The stopSeverin Streetis the construction of the North-South rail about 50 meters towards moved Severinbrücke and then rebuilt with high-floor platforms.

Former alignments

Line! Lines! by! to
1	Junkersdorf - Müngersdorf - Brown Field - Rudolf Court - Neumarkt - Haymarket - Deutz / Messe - lime - high mountain - Merheim - Brück - Refrath - Bensberg	| 06/15/2002
	Sülz, Hermeskeiler Square - University - Zülpicher Court - Neumarkt - Haymarket - Deutz / Messe - lime - high mountain - Merheim - Brück - Refrath - Bensberg	| 01/08/1980
	Bocklemünd - Bickendorf - Venlo st / belt - Hans-Böckler-Platz - Brabant Street - Rudolf Court - Neumarkt - Haymarket - Deutz / Messe - lime - high mountain - Merheim - Brück - Refrath - Bensberg	| 10/18/1970
	Bocklemünd - Bickendorf - Venlo st / belt - Hans-Böckler-Platz - Brabant Street - Rudolf Court - Neumarkt - Haymarket - Deutz / Messe - lime - high mountain - Merheim - Brück, Mauspfad	| 11/06/1967
	Bickendorf, bow on Erlenweg - Akazienweg - Venloer Straße / Gürtel - Hans-Böckler-Platz - Brabant Street - Rudolf Court - Neumarkt - Heumarkt - Deutz / Messe - lime - high mountain - Merheim - Brück, Mauspfad	| 10/10/1965
2	set(between Neumarkt and Frechen replaced by line 7)	30/05/1999
	Benzelrath - Frechen - Mars village - Lindenthal - Brown Field - Rudolf Court - Neumarkt (- Haymarket - Deutz - Poll - Porz - Zündorf)	| 30/05/1999
	Benzelrath - Frechen - Mars village - Lindenthal - Brown Field - Rudolf Court - Neumarkt (- Haymarket - Deutz / Messe - lime - Vingst - Ostheim)	| 09/24/1994
	Sülz, Hermeskeiler Square - University - Zülpicher Court - Neumarkt - Haymarket - Deutz - Vingst - Ostheim	| 02/08/1980
	yardstick, Southern Cemetery - Barbarossaplatz - Neumarkt - Dom / Hbf.	| 10/18/1970
	yardstick, Southern Cemetery - Barbarossaplatz - Zülpicher Court - Mauritius Church - Neumarkt - Post Road - Barbarossaplatz - Measure, South Cemetery	| 10/05/1969
	yardstick, Southern Cemetery - Barbarossaplatz - Post Street - Neumarkt - Rudolf Platz - Brabant Road - Venlo road - Bocklemünd	| 06/11/1967
	Bocklemünd - Venlo road - Brabranter road - Rudolf Court - Neumarkt	| 08/11/1959
	Bickendorf, bow on Erlenweg - Venlo road - Brabant Street - Rudolf Court - Neumarkt - Haymarket - Deutz - Mülheim, Wiener Platz (- level house on Emberg)	| 21/10/1956
3	Bocklemünd - Venlo st / belt - Hans-Böckler-Platz - Friesenplatz - Neumarkt - Severinstr. - HE Deutz / Messe - Buchheim - Holwell - Dellbrück - Thielenbruch
	during the metro construction in Ehrenfeld only from Venlo st / belt	| 5 / 1992
4	Bocklemünd - Venlo st / belt - Hans-Böckler-Platz - Friesenplatz - Neumarkt - Severinstr. - HE Deutz / Messe - Mülheim - level house - thin forest - Schlebusch;
	during the metro construction in Ehrenfeld only from Outer Kanalstr. above ground on Neuehrenfeld	| 5 / 1992
5	Ossett - Neuehrenfeld - Friesenplatz - Dom / Hbf. - Ebert Court - Reichenspergerplatz	| 2010
	Ossett - Neuehrenfeld - Friesenplatz - Dom / Hbf. - Ebert Court - Reichenspergerplatz - Zoo / Flora - Mülheim - Höhenhaus, Neurath way	| 1992
6	set(replaced by compression of the line 15)	6 / 2007
	Longerich - Weiden - trinkets - Ebert, (the "6 North")	| 6 / 2007
	Dom / Hbf - Neumarkt - Barbarossaplatz - Chlodwigplatz - Ubierring ("6 South")	| 6 / 2007
	Longerich - Weiden - trinkets - Ebertplatz - Friesenplatz - Rudolf Court - Barbarossaplatz - Chlodwigplatz - Ubierring	| 10 / 2006	-	Longerich - Weiden - trinkets - Ebertplatz - Friesenplatz - Rudolf Court - Barbarossaplatz - Chlodwigplatz - Bayenthal - Marie Castle, south park	| 9 / 2002
	7	Sülz, Hermeskeiler Square - University - Zülpicher Court - Neumarkt - Haymarket - Deutz - Poll - Porz - Zündorf	| 1999
Junkersdorf - Müngersdorf - Brown Field - Rudolf Court - Neumarkt - Haymarket - Deutz - Poll - Porz - Zündorf		| 08/02/1980
8	set(replaced by compression of lines 7 and 9)	6 / 2007
	University - Zülpicher Court - Neumarkt (- Poll - Porz) / (- Bf Deutz / Messe)	| 6 / 2007
	adjusted	| 1999
	Müngersdorf (stadium) - Aachener Str - Rudolf Court - Neumarkt - Haymarket - Deutz / Messe - lime - high mountain - Merheim - Brück (- Refrath)	| 08/02/1980
9	Chorweiler - Heimersdorf - Longerich - trinkets - Ebertplatz - Dom / Hbf - Neumarkt - Deutz - lime - Vingst - Ostheim - Rath-Heumar - Forest King	| 9 / 1994
10	set(replaced by compression of the line 12)	9 / 1994
	yardstick, Southern Cemetery - Barbarossaplatz - Rudolf Court - Friesenplatz - Ebertplatz - trinkets - Niehl - Merkenich	| 9 / 1994
	Klettenberg - Barbarossaplatz - Rudolf Court - Friesenplatz - Ebertplatz - trinkets - Niehl - Ford plants, oil port;	| 11/09/1986
11	set(replaced by line 18)	09/11/1986
	Klettenberg - Barbarossaplatz - Neumarkt - Dom / Hbf - Ebertplatz - Mülheim - level house, Neurath way	| 11/09/1986
12	yardstick, Southern Cemetery - Barbarossaplatz - Neumarkt - Dom / Hbf. - Ebert Court - trinkets - Niehl - Merkenich	| 12 / 2003
13	Sülzgürtel - Lindenthal - Brown Field - Ehrenfeld - trinkets - Riehl - Mülheim - level house, Neurath way	| 05/31/1997
	Sülzgürtel - Lindenthal - Brown Field - Ehrenfeld - trinkets - Riehl - Mülheim, Wiener Platz	| 1993
	Sülzgürtel - Lindenthal - Brown Field - Ehrenfeld - Neuehrenfeld, Takuplatz	| 08/25/1974
	Sülzgürtel - Lindenthal - Brown Field - Ehrenfeld - Bilderstöckchen, Longericher st	| 1970
14	adjusted	2003
	KölnMesse - Deutz / Messe - Neumarkt - Dom / Hbf. (use only on show days) </ small>	| 2003
15	Thielenbruch - Dellbrück - Buchheim - Mülheim - Ebertplatz - Friesenplatz - Rudolf Court - Barbarossaplatz - Chlodwigplatz - Ubierring	| 12 / 2003
	Thielenbruch - Dellbrück - Buchheim - Mülheim - Ebertplatz - Friesenplatz - Rudolf Court - Barbarossaplatz - Chlodwigplatz - Ubierring - Rodenkirchen - Sürth	| 1994
	Ossett - Neuehrenfeld - Friesenplatz - Neumarkt - Severin Bridge - Deutz - Mülheim - level house, Neurath way (only during peak hours) </ small>	| 1972
16	Bonn-Bad Godesberg - Bonn Hbf - Wesseling - Sürth - Rodenkirchen - Ubierring - Barbarossaplatz - Rudolf Court - Friesenplatz - Ebertplatz - Niehl, Sebastianstr.	| 6 / 2007
	Bonn-Bad Godesberg - Bonn Hbf - Wesseling - Sürth - Rodenkirchen - Ubierring - Barbarossaplatz - Neumarkt - Dom / Hbf - Ebertplatz - Mülheim - Buchheim, Herler Street	| 2003
	Bonn-Bad Godesberg - Bonn Hbf - Wesseling - Sürth - Rodenkirchen - Ubierring - Barbarossaplatz - Neumarkt - Dom / Hbf - Ebertplatz - Mülheim, Wiener Platz	| 31/05/1997
	Rodenkirchen, Siegfried Route - Rhine River - Ubierring - Chlodwigplatz - Barbarossaplatz - Rudolf Court - Friesenplatz - Ebertplatz - Mülheim - Buchheim - Dellbrück - Thielenbruch	| 08/11/1978
17	adjusted	10/2006
	Ubierring - Chlodwigplatz - Barbarossaplatz - Neumarkt - Dom / Hbf - Ebertplatz - Mülheim - Buchheim, Herler road (only in the evenings and weekends)	| 10/2006
	Ubierring - Chlodwigplatz - Barbarossaplatz - Rudolf Court - Friesenplatz - Ebertplatz - Niehl, Sebastianstraße (only in the evenings and weekends)	| 12/2003
	Klettenbergpark - Barbarossaplatz - Neumarkt - Dom / Hbf - Ebertplatz - Reichenspergerplatz	| 1992
18	Bonn Hbf - Brühl - mountain climbing - Sülzgürtel - Barbarossaplatz - Rudolf Court - Friesenplatz - Ebertplatz - Mülheim - Buchheim - Dellbrück - Thielenbruch	| 6 / 2007
	Bonn Hbf - Brühl - mountain climbing - Sülzgürtel - Barbarossaplatz - Neumarkt - Dom / Hbf - Ebertplatz - trinkets - Longerich - Heimersdorf - Chorweiler	| 10 / 2003
	Bonn Hbf - Brühl - mountain climbing - Sülzgürtel - Barbarossaplatz - Neumarkt - Dom / Hbf - Ebertplatz - Mülheim	| 9 / 1994
	Bonn, the Rhine railway station - Brühl - mountain climbing - Sülzgürtel - Barbarossaplatz operation by the Cologne-Bonn railway </ small>	| 11/09/1986
19	set(replaced by compression of the line 18)	6 / 2007
	Klettenberg - Sülzgürtel - Barbarossaplatz - Neumarkt - Dom / Hbf ("19 South")	6 / 2007
	Breslauer Platz - Ebertplatz - Mülheim - Buchheim, Herler Str ("19 North")	| 6 / 2007
	Klettenberg - Sülzgürtel - Barbarossaplatz - Neumarkt - Dom / Hbf - Ebertplatz - Mülheim - Buchheim, Herler st	| 10/2006
	Klettenberg - Sülzgürtel - Barbarossaplatz - Rudolf Court - Friesenplatz - Ebertplatz - Niehl, Sebastianstr.	| 12 / 2003
	Hürth-Hermülheim - mountain climbing - Sülzgürtel - Barbarossaplatz - Rudolf Court - Friesenplatz - Ebertplatz - Niehl, Sebastianstr.	| 1992
	Hürth-Hermülheim - mountain climbing - Sülzgürtel - Barbarossaplatz - Rudolf Court - Friesenplatz - Ebertplatz - trinkets - Weiden - Niehl	| 1991
	Brühl Mitte - Brühl East - Berzdorf - Wesseling cross train, powered by the Cologne-Bonn railway </ small>	| 31/05/1981
20	set(replaced by line 2)	02/08/1980
	Benzelrath - Frechen - Mars village - Lindenthal - Brown Field - Rudolf Court - Neumarkt	| 08/02/1980
	Benzelrath - Frechen - Mars village - Lindenthal - Brown Field - Rudolf Court - Neumarkt (- Haymarket - Deutz - Poll only in peak hours </ small>	| C. 1970

New constructions

The beginning of the reconstruction of the Cologne tram on tram-standard can not specify a single event. Since the mid-1960s were almost continuously tunnels and some buildings built above ground, and placed in almost any project other parameters were based were, and some even changed between successive phases. Similarly, there were a number of overall plans, which rarely had a long-term portfolio. Therefore be handled in the following sections, the new buildings in chronological order.

Downtown Tunnel

Appellhofplatz in the downtown tunnel state before the conversion to high-level platforms

The downtown tunnel was 1968-1970 in stages into operation. First, the traffic on the [| Dom / Hauptbahnhof underground station ]]- [U-Bahnhof Dom / Hbf Friesenplatz was included in the following year Appellhofplatz-Barbarossaplatz. At the StationAppellhofplatzwas an underground Gleisdreieck, where the track fromFriesenplatz'Central Stationto pass under the other tracks. In October 1970, followed by the sections Poststraße, Severinbrücke and Dom / Hauptbahnhof - Breslauer Platz. Behind the station Breslauer Platz a temporary ramp was built. The also temporary ramp at the Barbarossaplatz as such is still in use.
The downtown tunnel route as U-tram has been created. Therefore, he has some very tight turns and several branches of the same height (for example, the triangular junction Appellhofplatz). Currently operate on the route three lines in the 10-minute, and a line in the 5-minute intervals.

Chorweiler

File:Koeln-rail heimersdorf.jpg

Tunnel Station Heimersdorf

The first is the start of subway-like section developed the new line to connect the built in the 1970s satellite town Chorweiler in the north of Cologne. In 1971 the construction of the first, 2.3 km long section: On a separate track system, he diverted in Longerich on the existing tram route crosses under the military ring road and crossed the highway A 1 to the underground station Heimersdorf. About 200 meters behind the end line in a temporary loop.
In 1973, the route, partly in trough position, but mostly in the tunnel, a mile to the terminus Chorweilerextended. Here the trail ends in a common tunnel railway station with the S-Bahn line p. 11
Until 1994, ended the line 9 with Achtachserwagen in Chorweiler. As part of the route network reform in 1994 is now the line went 18 of Bonn coming with high-floor light rail vehicles. A few years later was reduced in favor of a height equal input and exit the platform track by 55 centimeters. End of 2001 it was decided to extend the low-floor system on the ring route and the route branches to Chorweiler, Merkenich and ruler. In order Chorweiler height equal input and Austeigen at 35 inches above rail level high platforms to enable 2006, the platform track was re aufgeschottert. Since then go to line 15, which swapped their 2003 Northern lines by Thiel break with the line 18 low-floor vehicles.

Ebertplatz, trinkets and belt-high rail

B-car on line 13 on the belt-high train

In 1974, it came to the biggest operation of tunnel routes: The routes from Breslauer Platz and Hansaring by Zoo, and the Neuss street with an underground four-track station at Ebertplatz. The station is designed for efficient operation. Almost all branches are run free height. The two tunnels from Ebert Hansaring place to have a cross-connection, so that an underground turn loop. Also on Reichenspergerplatz the tunnel nozzle was used in the direction of Amsterdam street for the establishment of a turning loop. Since the planning of the West Rail for the construction of the S-Bahn trunk line was advanced, was the portion of Ebertplatz up behind the railway underpass at the Hansaring included. Here is a stop on the train had been planned. Likewise, the construction of the north-eastern ports to the north-south drive of the tunnel for light rail like doctors'.
Together with the completion of the downtown section of the construction of a tunnel under the road Neusser was treated with priority. In the district of Nippes Neuss road traffic and close the main shopping street and the distance to the left of the Rhine north of Cologne is at that time was the busiest stretch of the entire network outside the city center. To achieve a maximum driving time reduction from the north of Cologne, under the Neuss street were large distances between stops elected to the price of a worse development impact. For cost reasons, the tunnel, only to stopMollwitzstraßeare out. Originally an underground tour was intended to target Wilhelm-Straße, where the route splits into two branches. So, the present tunnel ramp is designed as a temporary ramp.
The then planning for the road saw an early extension of the belt as a four-lane road from Bilderstöckchen prior to the Mülheim Bridge. Therefore, this route also, mainly as a elevated railway helped build. The route followed by the walnut street at the belt line, which runs up there in the middle strip of the belt, and combines this with the Mülheim Bridge. The railway line between Cologne and Neuss, however, will go under the tunnel, here is an underground station(money street / park belt)and then change to the S-Bahn. At the entrance to the bridge, the belt track meets in the middle lane of the road Riehler also fully-developed cross-free route from Reichenspergerplatz. To create the space necessary to overcome the differences in height, the two lines intersect on several local levels within the station, Central Cologne,before they are merged. <- The Tower StationNeusser Str / beltis due to its distributor located in the basement level now often viewed as bad planning. It has to be taken into account, however, that this station should be located in accordance with the plans of the 1970s, under and above a busy intersection. For a ground-level distribution level would have been virtually impossible. ->

Deutz

Deutz Subway

low-floor light rail in the U-Bahnhof Deutz / Messe

In Cologne, the Rhine, the first rail tunnel in four phases from the suburbs into town to open in the years 1976 to 1983. After it had been laid in high mountain station in 1964, thestreetin Frankfurt a trough, because the ramp to the first tunnel section with the StationFulda Streetwas put into operation. The subsequent tunnel in lime, Vingst and Deutz was followed in three other phases 1980, 1981 and 1983. At the Stationlime Chapelthreaded the track for Königsforst from crossings. The branchDeutz-Kalker Badsince 1994 is only used as a service track to the depot to tie Merheim to the high-floor network. However, during the initial and Einrückfahrten transported to and from Merheim often passengers on this branch. These trains are often but not always, marked asE-line.
Between stops U-Bahnhof Deutz-Kalker Bad and U-Bahnhof Deutz / Messe also resulted in a four-track underground parking area. In the station on train station Cologne Messe / Deutz was created as input to a scheduled lowering of lines 3 and 4 a further stop level in the shell, which is now the only major investment ruin in the Cologne city rail network.
Parallel to the tunnel the Deutz Bridge was a Railway for such widened, that light rail was a completely separate receive from private route.

Rhine railway

[[File: KVB2252 Schoenhauser Str.jpg | thumb | Schönhauser Str station on the Rhine before the new building] | left]

Main article: Rhine railway

Since 1978, the line 16 is a cross-country line: At the height of thestopMarienburg (nowHeinrich-Lübke-shore), they branched off from their usual route in the town of [[Rheinufer | Rodenkirchen] ] on the banks of the Rhine railway in the Cologne-Bonn railway (KBE), which leads to Bonn. For the urban rail system was different from the later Karlsruhe chosen solution converted the railroad to run on rail cars, instead of constructing light rail cars for the permissive use on railways. Which was already on the CFU with direct current operated Rhine railway to another voltage (750 V instead of 1200 V) changed, the Inductive-command has been using magnetic Train stop n and supplements the retooled course for the narrow tire of the light rail cars. The route will continue but as a railway line to the EEO operated, there being on the southern sector also continues to rail freight wagons. On the line 16 first vehicles arrived at the Cologne Bonn network, with up to 1984 in Wesseling joined the crew.
Even the KBE in 1971 had a new breakpointRodenkirchen South(TodayMichael Hoven) inaugurated in 1979 was also taken of the breakpointvictoryin street operation. In the 1990s, all stops have been upgraded to Wesseling with raised platforms, so this section of line can only be traversed with light rail cars, since the platforms stand in the EEO gauge.

Friesenplatz - Gutenbergstraße

tunnel from Fries place Gutenbergstr

The downtown tunnel was extended in 1985 by Fries seat. At the stop Hans-Böckler-Platz/BahnhofWest,where it direct lifts from the platforms onto the platform of the DB-Bahnhof Köln West indicates that the tunnel height free of branches extending after Ehrenfeld, moves under the Green Belt inside to the north and reached the bus stop'Gutenbergstraße the surface again.
The opening of this section, the range of lines 3 and 4 by Ehrenfeld has been decommissioned. Both lines use the new tunnel, and fromSubbelrather Street / Beltis a diversion route, which met on the street outside channel back to the old route to Bocklemünd.

Vorgebirgsbahn

Main article: Vorgebirgsbahn

As eight years earlier, the bank of the Rhine Railway, 1986, the Vorgebirgsbahn was completely converted to rail operation. Since the gauging and electrification in the 1930s used between the tram terminus and Vorgebirgsbahn Barbarossaplatzand Klettenberg the same track. In Cologne, the changes limited to the urban rail system in the first CHANGED vehicle use and the closure of the CFU-terminus Barbarossaplatz, modifications were only on the EEO-line beginning at the Cologne city limits, is necessary. During the changeover, while the tram lines 10 and 11 were replaced by light rail, allowing the return loop Klettenberg subsequently be replaced by a turning track. In the years 1990 to 1992 the section was finally retrofitted with raised platforms in the middle position, which could be built without Gleisverschwenkungen because the tracks in the course of the Luxembourg road have a very large distance.
For the year 2012/13, the construction of a short tunnel behind the system turn Klettenberg is planned as an astonished-looking underpass crossing the Luxembourg road with the military ring road.

Rings Tunnel

station Christoph / MediaPark

Since 1987, the tunnel is below the rings. He closed on Hansaring to the existing tunnel from place to Ebert and passes under the Rudolfplatz above-ground east-west route. On the frieze course of the Rings-tunnel passes under the city tunnel on a second platform level. This is the only completely underground crossing in Cologne, which has fallen because of the overlapping side platforms slightly angled. On Zülpicher place the tunnel leads to a formerly very small above-ground station, located next to a railway crossing. This stop was in the early summer of 2006 - the second lane at the expense of car - a little wider. The modification was necessary because of a change will have to shift factory tours during the construction of the north-south light rail number of connections. Thus, the capacity of the platforms on the expected volume of passengers has been adjusted.
The ring-tunnel is the last Cologne railway tunnel that was built with low side platforms.
In August 1999 the station Christopher Street / Media Park was the scene of the worst accident in recent Cologne railway history, as the city sprinter prototype unabated drove into a stationary train.

Ehrenfeld

K5000 onLine 3 andLine 4 at the bus stop outside canal street

The tunnel by Ehrenfeld opened in two stages: Since 1989 is the one from Hans-Böckler-Platz to stop Venloer released street / belt. In addition to the belt line there also connect to the DB-train station in Cologne-Ehrenfeld is made. In a second phase of construction 1992 the urban rail system was to Bocklemünd added. In Bocklemünd (first for lines 3 and 4, and since 2002, the last stop, line 4) the potential for changing to bus lines on a Combined platform.
The Ehrenfeld tunnel differs in several respects from the previous tunnels: the first time is a tunnel from the outset been equipped with high platforms, also have the stops of central place side platforms. From the experience with the tunnel under the road Neusser the distances between stops compared to the original plan have been reduced significantly in order to achieve better development. As a premiere date has been waived in favor of a more complex standard wall tile design.

Amsterdam street

Tunnel ramp between'andChildren's Hospital Reichenspergerplatz

Also in 1992 the light rail line from Reichenspergerplatz opened for Niehler Sebastian Street. The route was planned as early as the 1960s, which is why the beginning of the 1970s next to a tunnel junction on Reichenspergerplatz also an approximately 300 meter long tunnel section at a crossroads and the HGK-route to Niehler port was built as an input. Since the latter tunnel temporary cultivation of mushrooms had been abused, he was nicknamedmushroom tunnels get.
The rest of the line runs above ground in the middle strip of Amsterdam Road and is mostly occupied by green track. The platforms are designed as a central platforms and are designed for Cologne conditions very difficult, and more particularly, the upper poles of art.

Mülheim

File:K-town ground-muelheim.jpg

Tunnel station Mülheim'

On 1 June 1997 opened Mülheim tunnel starts on the ramp of Mülheim bridge passes under a stop to the Viennese court, runs along the Frankfort road to DB-station Köln-Mülheim and ends above ground in [ [Cologne-Buchheim | Buchheim.]] He is the first rail tunnel in Cologne, which was dug with a TBM in two tubes in the built environment through. The excavation began in point home in December 1992. A year later, the tunnel boring machine is again at its starting point and had dug in the meantime, two tunnels with a total length of 2.5 kilometers.
The stop Wiener Platzis just under the lowered space area, which merges into the intermediate level of the station. For several skylights daylight into the station. ThestopMülheim is significantly lower. Nevertheless, the ceiling reaches to just below the surface, giving the plant a striking appearance. From the city train station platform, there is a continuous lift up onto the platform of the S-Bahn tracks.
Before this line was built, an above-ground tram line from Vischeringstraße existed at the Viennese court. They threaded from behind the short stop Vischeringstraße from track direction Deutz and crossed a short time later, the Highway A 3 on a bridge before it opened into the street Bergisch Gladbach. The entire route to the Vienna court was in the middle lane of the road, where there were also the stops. The route had three stops.Herler ring, Mülheim RingandMontanusstraßeat the stationRingis a two-pronged Mülheimer turning loop was off the road. The entire route was twofold. The old station was located'Wiener space above ground, about 50 meters north of the present, at the intersection Clevischer ring / Bergisch Gladbach road and had a two-track turning loop in today's gardens.

Bensberg

K4500 in Bensberg

Line 1 in 2000 at its eastern end in Bergisch Gladbach Bensberg -[[]] extended: A tunnel is the route out at the center of Bensberg the new underground terminusBenson. The above ground ahead of the tunnel entrance Earlier last stop, which had carried the nameBensonwas renamedThe Hoppe Kamp.
The 487 meters long tunnel begins at the old station and will continue almost flat, while the surrounding land rises significantly. 242 meters were run driven in, the tunnel portal and the new station was created in an open design. The new stopBensonis 14 meters below the surface. Across the street there are two parking decks of a underground. Behind the bus stop, even a short piece which for a proposed extension to Moitzfeld is provided.

Mengenich

Line 3 was extended in 2002 above ground of the new station BocklemündMengenich Ollenhauerring. This is the first stage of construction of an originally planned extension toBocklemünd or Mengenich Görling center. The second phase of construction should be done as a tunnel. The 944-meter long extension would have about 45 million Euro tasted and was evaluated in the Integrated Transport Planning NRW with a benefit-cost ratio of -0.37, Thus, no opportunity was given to state funding. Instead, the City Council decided in 2006 an above-ground solution that would certainly be much cheaper, but only at the edge of residential development along leads. For pursuing high-priority extension along Military Ring Road, several variants were developed that provide for stops in the amount Toller Road, Schumacher ring or Buschweg and should be in the course of the year presented in 2008 for public participation <ref. > Information of the Office of bridges and light rail the city of Cologne on 7 May 2008 </ref>
In a third phase, the route could at a later time via the A 1 for Köln-Pesch can be extended.
The opening drive to Ollenhauerring was also the first official use of the new light rail vehicles of the type K5000.

Pastures

terminusWeiden West

On the same day as the extension to Mengenich was also in 1956 and abandoned lines at the western end of Line 1 re-opened: their recent end pointJunkersdorfwas the line to stopSchool Streetin [[Cologne-Weiden | Willows] ] extended.

A particular problem arose in the reconstruction of the section that runs past the headquarters of the TV station RTL: To avoid interference with the broadcasts by shocks, the rails had on an elaborate Mass -Spring-System is installed.

To the Football World Cup 2006 Line 1 ofstreeteducation was extended to the newly-built S-Bahn stop grazingWestagain. On her new endpoint shall take the line 1 perpendicular to the high-speed line between Cologne and Aachen, on the lines of S 12 and S 13 provide, particularly in the west new connection relationships . The purpose of this measure was to make the RheinEnergieStadion from both directions with the light rail to reach: So far, at home games of the 1 been Deutz station, Neumarkt and the stadium used | FC Cologne]] on a large scale increase travel between the [[Köln Messe / Deutz. The new connection to the S-Bahn at the Bonn road was hoped, better manage this demand peaks.

In addition to the new terminus a Park and ride square developed with 430 parking spaces. In particular, in contrast to the line 7 at the nearest P + R parking houseprethe system is unexpectedly full capacity, so that it now extends a further 270 to 700 seats.

Butzweilerhof

Line 5 was the timetable change on 12 December 2010 at its northwestern end by 1.85 kilometers into the industrial area Butzweilerhof extended. In order to implement the project as quickly as possible, the building without assistance from the state or the Federal Republic was funded by the KVB, with the support of the local businesses. 5 million euros were contributed by local companies in the industrial area Butzweilerhof, the remaining 13 million were paid by the KVB.

The route crosses the railroad track of the HGK

Expansion

Accessibility stopdevelopedEmberg On Line 4

The main project, north-south subway line is for the near future for the city of Cologne railway, especially to ensure a step-free entry to all stops in the foreground. While the low floor lines have for some years at all stations on appropriate platforms in the high-floor network, the conversion of stops in the downtown area started because of the long mixing operation with low-floor lines in 2003. The stations of the Downtown Tunnel have been or will be converted gradually to high platforms. With the commissioning of makeshift raised platforms at thestreetSeverin end of May 2010, the lines 3 and 4 of the first fully upgraded high floor lines in Cologne. After conversion of most downtown stations, the lack of high-level platforms to focus on the line 5 to Ossendorf, the belt line (line 13) and the line 16

Furthermore, many stations are still retrofitted with lifts to area-wide Accessibility produce. Thestop Dom / Hbfwas rebuilt according to June 2007, the underground stationHE Deutz / Messeis retrofitted with lifts at the time. A busy and not yet accessible underground station is the stop Friesplace.

Line	1	3	4	5		7	9	12	13		15	16		18
stop	37	31	29	17		33	24	27	23		23	49		49
... with high platforms
31	29	10
9		3	.
... without platforms

Remarks

North-South light rail

Main article: North-South light rail

The north-south subway line is the current major project to build a north-south route to relieve the downtown tunnel and to accelerate the line 16 The first phase of the north-south light rail is drilled in two tubes from the market street in the south under archaeologically interesting layers. Between the cathedral and Philharmonie they are connected to the two smaller tunnels that lead under the tracks of the railway station to the Breslauer Platz. The second phase branches off at BonnWallfrom the tunnel to the north-south railway from, is partially above ground led to the Rhine and connects to the station "Schönhauser Streettoto the existing bank of the Rhine route. The line 16 is thus accelerated, because the detour over the rings until Barbarossaplatz is no longer necessary to enter the downtown tunnel. Moreover, by the mixing operation of high-and low-floor corridor of the southern struggle is ended.

On 3 March 2009 broke ground for three to five minutes in the excavation of the track change on a Waidmarkt. In the resulting crater crashed at 13:58 clock, the Historical Archive of Cologne and two adjacent buildings that were destroyed. Two residents of a neighborhood of the collapsed buildings died {{

East-west light rail

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Rhine crossing under

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Since the 1970s, is discussed to have run the east-west lines in the area of ​​the city underground. Therefore, the mezzanine level of the new stopHayof the North-South light rail is built so that it can accommodate the east-west lines. In the course of construction of the tunnel, the stop rings Rudolfplacedesigned to be a later construction of a third level of architectural and structural point of view is possible (Turmbahnhof_ (U-Bahn )). The problem is the Neumarkt, because there is no constructed provisions. be drilled, creating a new east-west tunnel would far below the existing rail tunnel. Not expected to be less complicated connections between the platforms and the plains.

In February 2006 the Council of Cologne City Council's decision, the plans for an East-West tunnel in concrete terms. In this tunnel, the track would be relocated from Haymarket to the university road. Thus, the light rail would be removed from the surface on the Neumarkt. This is to accommodate a realignment of the traffic surface to be created in which the traffic moved completely to the south side, and thus the former island of the Neumarkt is terminated.

The administration developed different models for the construction. If necessary for a realization of public funds actually available after completion of the plan available with the completion of the new tunnel earlier than expected in 2016. Also KVB chief Juergen Fenske was an East-West tunnel "if, then in long-term perspective for realistic

For the route of the east-west light rail there has long been conceptually different ideas, which differ in length from each other:

• Short version: West ramp up the Deutz bridge Hahnstraße
• Medium style: West ramp up the Deutz bridge Aachener Weiher
• Long version: Ostrampe Deutz bridge to Melaten with branch line to the Sülz under the streets or in the Aachen University of pond.

The plans for an east-west tunnels, through years of massive criticism, especially because the above-ground lines have already achieved a high standard of development. In addition to the Greens also rejected the forum Cologne transport initiatives, which among other VCD, ADFC, Pro Bahn and the circle rail transport are organized in the Rhineland, an underground leadership on the left bank of east-west axis for town planning and financial reasons. It is rather the retention of the above-ground light rail line, while massive reduction of road surface required of today's car traffic, and proposed a use of the released funds to develop other public transport projects (see below) in Cologne.

Further plans

All plans for further network expansion and the expansion of existing lines are due to the enormous financial requirements of the North-South light rail and also shifted to the medium for Cologne not available financial aid from federal and state to distant future. A short list of some specific plans:

• Extension of line 3 to the Görling center. Could then be a link to Köln-Pesch.
• Extension of the north-south route from south to Arnold height Cologne-Meschenich
• Extension of Line 1 of Bensberg from further east on Bergisch Gladbach-Moitzfeld to Herkenrath / Kuerten peak
• Extension of line 5 on the industrial estate on Butzweilerhof addition to Cologne Longerich and there connection to the S-Bahn and / or the light rail line 15
• Connection for Cologne-Ram village either from Bocklemünd (line 4) or willow-West (Line 1)
• Extension of the belt line (line 13) in the south to the DB-section (planned S-Bahn-West Ring), then on to the banks of the Rhine
• Upgrading of the road to the Neuss Mollwitzstraße reference to Wilhelm-Straße
• Barrier-free expansion of the line 5 between the tunnel end Gutenbergstraße to Nussbaumer street, and the stop Margaretastraße
• Extension of the line 7 to the development area in Zündorf Ranzeler road and then later on Niederkassel to Bonn-Beuel
• Extension of Line 7 in Frechen to the development area and possibly further to the pit Carl Habbelrath
• Branch line from Hürth-Hermülheim to Hürth Center

Abandoned lines

Also, the Cologne tram was not spared by the big waves aside the 1950 and 1960s. However, this was preceded by the Second World War, in which a large part of the city of Cologne - was destroyed - and with it of course, the tram network. Some of the routes at that time destroyed, especially in the inner city, were not rebuilt, but by bus replaced lines or alternative routings. The city center of Cologne was the first back underground through the underground tram construction of the tram, this time, opened up attractive. The shutdowns in 1955 consisted mainly of the suburban railways. How short-sighted these closures were demonstrated by the fact that were replaced in the last thirty years, some of these lines by parallel S-Bahn lines. Another abandoned lines was rebuilt.

There were also in the 1960s some extensions of the tram network, for example, was the Ford factory in Niehl and the district Longerich connected to the network.

Abandoned lines

• The stretch of road Nittumer (city limits) to Schlebusch (1958) (cemetery, at what was then southern edge)
• The section from Thielenbruch to Bergisch Gladbach (1957-58), since 1975, S-Bahn S 11 (Köln - Bergisch Gladbach)
• The route from Cologne-Mülheim Leverkusen after Opladen (1956/58), since 1991, S-Bahn S 6 (Cologne - Leverkusen - Dusseldorf)
• The route from Cologne-Junkersdorf to Weiden (1956), built up since 2002
• The way from Mansfield to Arnold height (1951), is as 3 Construction phase of the north-south railway to be built up again in 2010
• The section from Bonntor to Raderthal, Anna (1957)
• The stretch of road Chlodwigplatz of Bonn, Koblenz Street and International Consultants for Cologne-Marienburg (line 6), 2002 replaced in preparation for the construction of the north-south light rail, by bus line 106
• The the Light Railway Siegburg-Zündorf owned stretch of Porz-Zündorf of Niederkassel for Troisdorf and Siegburg. A reconstruction of the section of Zündorf by Langel and possibly more later on Niederkassel to Bonn for a long time talking.
• On the so-called cross train (then line 19) there are no persons more since 1981. The trains ran through the middle of Brühl Brühl North, Bridge Bruhl, Brühl East, North Berzdorf, Berzdorf, Wesseling north to Wesseling. Since there occurs an extensive freight HGK, the track was not degraded. For single and Ausrückfahrten of the depot Wesseling the section is traversed by light rail vehicles.

Set aside or renamed stations since 1980

• Outer canal road (Neuehrenfeld)(now Iltisstraße)
• Deutz station, and Constantin Justinianstraße Street(underground today: Bahnhof Deutz / Messe; above ground later train station Deutz / KölnArena; today: Bahnhof Deutz / LANXESS arena)
• Bayenthalgürtel (Marienburg)(later International Consultants / belt)
• Bensberg (old)(renamed: In Hoppe Kamp)
• Bickendorf shut down
• Bonntor (Bayenthal)
• Deutz Bad(today: Deutz-Kalker Bad / LANXESS arena & college)

File:K-town ground-fixheider.jpg

Abandoned stop'Fixheide way

• Fixheide Path (Höhenhaus), replaced byInWeidenbruch
• Ford, Oil Port (Niehl)
• Frank Street (Rodenkirchen)
• Gotenring (Deutz)(later Deutz-Kalker Straße)
• Gumprechtstraße (Ehrenfeld)
• Herler ring (Buchheim)
• Homarstraße (Ving)
• Internal channel road (Ehrenfeld)
• Lime market (extra stop during the Subway building)
• Keupstraße (Bergisch Gladbach on the road), later Montanusstraße (Mülheim)

Kitsch * Straße (Lindenthal)

• Mountain climbing (mountain climbing), today Klettenbergpark'
• Krückelstraße (Poll)
• Marienburg (now Heinrich-Lübke-Ufer)
• Marie Castle, South Park (Marienburg)
• Marie Burger Street (Marienburg)
• Maternusstrasse (Rodenkirchen)
• Fair / Gymnasium(later KölnMesse / Osthallen; today: KölnMesse)
• Militärringstraße (Bayenthal)
• Mülheimer ring (Buchheim)
• Müngersdorf(now age military ring)
• New Hoefer Avenue (jelly)
• Neurather ring (height house)(later Höhenhaus, Neurath way)
• Poll, highway (Poll), replaced by Baumschulenweg'
• Rixdorfer Street(now Mülheim, Berlin Street)
• Rochusstraße (Bickendorf), renamedExternal Kanalstr.
• Roland Street (Newtown South)
• Schönhauser Straße (Bayenthal)(later Koblenz Road)
• Stadium (now the Rhein Energie Stadium)
• South Bridge (Poll)
• Tacitusstraße (Bayenthal)
• Tulpenweg (Zündorf)
• Venloer Wall (Neustadt-Nord)
• Vingst East (Ving)
• Drawn glass works (Zündorf)(later Porz glass works)

Fleet

The Cologne tram has always had a diverse fleet of vehicles. In the 125 year history since the introduction of the horse tram reflects almost all the technological developments that have in the field of road and rail. In tram museum Thielenbruch some of which are on display, some in working order.

Prewar

With the electrification of the tramway and the approximately 1901-1907, while building its network to the suburbs have been in 15 years acquired more than 300 railcars. Because of the very close and many curves in the center of Cologne, these vehicles were designed as two-axle vehicle.

Major suppliers were the two Cologne manufacturervan der Zypen & Charlier,later West wagon and 1917 Linke-Hofmann taken over [[Herbrand (Carriage Factory) | Waggonfabrik Herbrand] ]. The trains ran mostly with one or two trailer, for which initially the old horse tram cars were rebuilt.

Some of the suburban rail lines already in 1906 four-axle cars were used. Again, the Beiwagenbetrieb was common.

In the late 1920s were supplied by West wagon long car lines for the city, still as a two-axle, but with the possibility of the passenger flow: The guard did not have to go to the passengers, but passengers were at the entrance past the conductor. 1939 West Wagon provided for the high traffic around line 18 for the first time vehicles were equipped with newly developed three-axle steering racks. Also located in these vehicles stop using bulb n was exciting for its time a sensation.

Postwar

The Second World War had devastating consequences for the car park: When the war ended were operational by formerly almost 1000 vehicles still 37th Until the mid-1950s there were no funds for new acquisitions, so there was that a major vehicle defect. In addition to the refurbishment of damaged vehicles were supplied by West wagon building cars with new chassis setups on the destroyed pre-war vehicles.

Finally, when money for a major procurement program was made available to first vehicles were ordered for the suburban lines, as the trade share of these lines had more than doubled. 1955-57 gave West wagon train and sidecar, which had, in the center of the vehicle with two center doors. In the vernacular, they were known for their easy rocking driving a carSamba. These railcars have been following the inclusion of the suburban railways in the tram network in part sold to the Linz local train and leased to the Siegburg-and seven mountain railway. More suburban railway vehicles were in 1958 by the Berlin | purchased car-Union German car and engine factories (DWM), which could provide for the Berlin-subsidies and the use of old parts very cheap. These cars had only a middle initial. A portion of these cars were in the late 1960s to the Badner Bahn sold in Vienna that made her go there until the 1990s.

The urban transport in 1956 yielded 80 four-axle wagon west area motor coach (300-379, then 1301-1380), which were designed with a width of 2.5 meters. After 1957, the fire of a tram train several people had called, was in 1960 banning the use of cars with wooden body passenger. Now, to be upgraded within a few years, much of the fleet had, there were reasons of cost, no follow-on order for the Greater West wagon train cars. Instead went to a comprehensive reconstruction program in which the first articulated created by two-axle vehicles were extended with a two-axle trailer. Also provided the six-axis articulated Berlin DWM 40 cars were equipped with motors for reasons of cost of pre-war vehicles. Of the 40 six-axis robots were later extended to eight-axle 30. All vehicles were taken out of the restructuring program for its economical engine after 10 to 15 years, the eight-axle reached Berlin after all an age of 20 years.

Increasing staff shortages led the beginning of the 1960s a second wave of modernization in which the focus was on as large vehicles and trailers for schaffner free operation. From 1963 began the procurement of two sets with a total of 112 six-axis Duewag-unit car and 60 matching sidecar. Compared to the standard car Duewag these vehicles with 2.5 meters were broader and longer. Similarly, eight-axle Duewag 1964/65 32-unit trucks were supplied with two joints (series 38xx). Since the Beiwagenbetrieb was not approved in the new tunnel systems by the supervisory authority, began in 1968 a major reconstruction program: All the trailers were used to build from them the rear part of eight-axle articulated trams of type GT 8 (series 30xx and 31xx), the six-axis were extended by new middle parts of the top 37 eight-axle series. With GT-8-new deliveries there were 199 last articulated. To meet the increased passenger volume into account and the capacity of the tunnel to increase by less trains, 1983 39 Düwag cars for use in double header were modified. The last vehicles of this series and thus the last of the classic trams in Cologne were completed in 2006 out of service.

Painting

Until the 1980s were in Cologne, as in almost all of Germany painted tram car in beige. The Western-type wagon had a narrow pale green stripes, the car Düwag their typical frieze below the window with the "Düwag-pointed" at the front and in the area of ​​the skirts a narrow ribbon.

By 1980 the Düwag car were painted according to the LRV B from 1973 that came with red and white window band joists, where the "Düwag-Spitz" was retained.

Presence

LRVs K4500

In 1973, the first two prototypes were of the | supplied LRV B light rail vehicle B. It was originally developed specifically for Cologne needs and has long been the most common vehicle of the Cologne train. The high-floor light rail vehicle B in the 1973-1996 were four generations in a total of 172 units purchased, now runs on all high-floor lines. Currently, the first generation (2000s) will be phased out. All 28 cars of the second generation (2100er) are to be modernized from 2010 to 2016.

Vehicles now make the Flexity Swift family of the manufacturer Bombardier Transportation from most of the fleet. On the low-floor network drive since 1995 a total of 124 low-floor light rail vehicles K4000, which were increased in the years 2005 to 2007 by 69 cars in a series K4500, to meet the increased vehicle demand by newly created low-floor lines. The B-cars were completed in 2002/2003 by 59 hochflurige K5000, which are used on all lines, which operate on B-cars. Another 15 vehicles in this series have been ordered in view of the commissioning of the north-south subway line in 2011.

- Class = "hintergrundfarbe6"	Numbers! Type! Year! Comments	-	| B100s | | 1973-1978 | | split front windshield, single doors behind the cab in phasing 2095-99: up to 1992 Cologne-Bonn railway Cart 2012: Museum wagons, 2031, 2032, 2035 and 2049 remain in 2020	-	| B100s | | 1984/85 | | 2 Generation B-cars, on glass sliding doors converted 2192-99: up to 1992 Cologne-Bonn railway, 2100er to be rebuilt and then renamed in 2400er	-	| B80D | | 1987-1992 | | only a driver's cab	-	| B80D | | 1988/89 | | only a driver's cabin, built by Waggon Union	-	| B80D | | 1995/96 | |	-	| K4000 | | 1995-1998, 2002 <-? -> | | Low-floor	-	| K4500 | | 2005-2007 | | Low-floor	-	| K5000 first Type series | | 2002-03 | | 15 more ordered	-	| K5000 second Type series | | 2010/11 | first car has already delivered and partly already in use |

On all lines the vehicles run in double header, rarely single wagons are used. Technically, could operate up to four units together. Upper and underground station platform buildings of the 1970s have mostly to quadruple tractions later underground stations at least triple traction. Above ground, however, were increased since the 1980s to only platforms built in which only double traction can handle. The use of longer trains therefore usually requires extensive modifications and is therefore only being considered, but not planned specifically.

Depots

As with all major road and rail services were also in Cologne, the tendency to run instead of many small to few large depots. To make the necessary inputs and Ausrückfahrten not be too long, there are also some shunting, where several cars can be parked outside the peak demand. In addition, for most single and Ausrückfahrten who are passengers of passengers to a bus stop in front of the depot usual. However, these trips are not always published in the schedules.

Current depots

Wesseling

The depot Wesseling is in a depot of the Rhine railway already operating since 1906. The setting of the CFU-lines, the systems were adopted in 1986 by the KVB and expanded. Today the vehicles for use on the high floor-lines 16 and 18 are located. Wesseling is the smallest of Cologne depots and in the context of merger considerations of the transport services from Cologne and Bonn, constantly mentioned as a candidate for closure .

West

The depot in western Cologne-Brown Field is the heart of the KVB. On the grounds of the depot are also the central control, management and the construction yard. The depot was opened in 1924 and expanded several times since then. The problem is that the site can not be expanded as residential and office buildings surrounding the terrain entirely. Therefore, it was in the 1980s, plans to close the depot and a new depot instead of Ossendorf | build [Longerich] [Cologne Longerich] and. These were canceled for financial reasons again.

Merheim

The most advanced depot of KVB, the plant in Merheim. 1994, it was made to the site of a former landfill site in operation. The depot has shelves and warehouses for maintenance and cleaning for up to 150 vehicles. A possible extension of the system for another 50 vehicles were provided for in the construction plans already.

via Lime | date, the depot only to the route of Cologne-Deutz is connected to Benson. Another access route to the north on the line Mülheim Thielenbruch Although since the beginning of the construction plans provided to date has been set as yet.

Stadium parking area

In the construction of sports facilities in Müngersdorf built in 1923 at the Aachen street and a larger parking area in the decades to modernize and over again. This was mainly used to provide trains for the transportation of the audience for a sporting event.

Since the circulating on the Aachen city street line 1 is the line with most passengers in Cologne now, the clock is compressed in the rush hours. A portion of the required rail car is parked outside the rush hour on the six-track sidings on the RheinEnergieStadion.

Sidings Porz

Shortly after the station Porz market is also a parking area, which is double track and be placed on the amplifier units morning to the university.

Sidings Zündorf

At the southern end of the line 7 in Porz-Zündorf there is another single-track sidings, which was built in 2000. It was necessary since the extension path to the remote Zündorf are too long and cumbersome from the depots Merheim and West, the conveniently located depots Porz and Deutz existed but no longer, and the nearby parking area Porz was too small.

Sidings Deutz

The underground parking area in Cologne-Deutz is located east of thestop Bahnhof Deutz / Messe. It was created during the construction of underground tunnels Deutzer 1983rd The plans for the construction of the depot Merheim and the related closure of the depot Deutz were so at this time already in practice that the construction of this parking area was deemed operationally necessary. It's four tracks.

Sidings Merkenich

[|] Merkenich [Cologne-Merkenich] another parking area built only in 2005 after the end of the line was 12. Here to stay a few vehicles in lines 12 and 15, which would have because of the great distance to the depots otherwise too long travel time to the morning start of operation. It is double track. The coaches of the line 15 under the 5-minute clock pause in the rush hour here and then thread from the Wilhelm-Straße set in the normal range. One can view these features as additional features of the line 12 as they take up passengers here, but operate as line 15. Also some trains as a line 15 to the cemetery and Longerich likewise take on passengers. Both variants are not clearly indicated in the timetable.

Abandoned depots

Entrance of the stationThielenbruchin the hall of the former depot

Even with the conversion of the horse railway electrical equipment, several banks (as they were then called) was closed. Other deposits have been retained, and others in the course of the extensions of the network built in the suburbs again.

The following list is based on the closing date with the most recently closed depots are first mentioned:

Thielenbruch

In the district of Dellbrück located Thielenbruch depot was opened in 1906, the suburban trains of the two lines after Bergisch Gladbach record. After the end of the traffic on the section Thielenbruch - Bergisch Gladbach 1958, the depot was on the last stop.

The opening of the depot was Merheim Thielenbruch unnecessary and was closed 1994th In addition, expansion or modernization would have been difficult to accomplish because the halls were now listed.

Thus, the two vacant warehouses used for other purposes were fed: in one of the warehouses covered the Museum Vehicles in KVB, into the other hall, the local stop (current lines 3 and 18) installed.

East

The other right bank depot, which is 1994 with the opening of the depot was closed Merheim, the depot in east Deutz on the road Gummersbach. This depot was built in 1902 with the inclusion of electric power is on the right bank opened in the following years repeatedly expanded and modernized. He served as road and suburban rail operation site.

The building was demolished after the closure. In its place are now Wohnhäuer along the Deutz-Kalker street, a park and training center of the Kölner Haie.

Sülz

The depot in Sülz, at the terminus Hermeskeilerplace(today's No. 9) was located, opened in 1927th Lack of expansion and the location in a residential area led in 1986 to close. As a replacement of the former depot of the CFU in Wesseling was prepared for light rail. Today the site is built in Sülz with multi-story residential buildings. Sülz were in 1950-1959, the few Cologne O-Bus s home.

Porz

The little depot in Porz was on the suburban trains of the line charge to Porz. With this line, he opened 1909th Following the integration of commuter lines in the tram network it was unnecessary and was closed 1973rd For a time he was still serving as a bus depot.

Weidenpesch

Also at the smaller depots in 1902, this holiday complex was in Weidenpesch, only a few meters south of the main workshop. The depot was closed in 1969 than for the construction of the subway under the road anyway Neusser before major changes were on the rail network north of Cologne.

South

The depot in south Bayenthal was built in 1877 for the horse track and later rebuilt and enlarged several times.

From 1955 he served increasingly as a bus depot, while the three were decommissioned at the depot tram lines running past two in the 1950s. After the enlargement and modernization of depots East and brown box it was closed in 1967 for the tram area. A small part of the railway tracks was used as a parking area for a long time but for some there for eight trains of the lines to Marienburg, ruler and Rodenkirchen. Since from the 1990s an increasing proportion of bus KVB has been transferred to private companies, while the overall Busbestand of the company. Thus, the depot south was reached in 1996 and completely demolished.

Mülheim

The depot in Mülheim was built in 1913 as a depot of the then independentMülheimer small cars. Following the acquisition of that company by the urban railways in 1933, he was mainly used for vehicles of the suburban railway to Opladen on Leverkusen. This line with the line labeled "O" is set in the fall of 1958, which brought the closure of the depot with him.

Main workshop

The main workshop of the Cologne rail located in Weidenpesch. She is in operation since 1923. Here, although no vehicles are located, but here, all general inspections and major repairs made. Similarly, here takes place the commissioning of new vehicles and the phasing out old vehicles. For fitting and removal of such vehicle, the main workshop at the (freight) rail network of HGK is connected.

Also conversions take place here. Thus, made in the postwar years and the early 1960s extensive alterations, which resembled more a part of new construction. , The reconstruction of discarded vehicles to service vehicles is done here. In addition, here is the maintenance of dual-system light rail vehicles from other carriers.

Technology

signal signal Hp term3,backed by magnetic train stop between the rails

As in most German light rail networks, the vehicles run on standard gauge tracks and are powered by overhead line s. In the contact wire DC with a voltage of 800 V is introduced, the vehicles are designed for a supply voltage of 750 volts. Due to the development of light rail from the tram network, can be found in older systems such as the Downtown Tunnel and on street corners relatively narrow radius curves to about 25 meters. In comparison, the Stuttgart light rail, the routes were marked out with a minimum curve radius of 50 meters.

The vehicles use the road space, the maximum allowable vehicle width of 2.65 meters. In the vehicles four seats are side by side in groups of seats, with the newer series K5000 and K4500 partly in rows. The platforms are located in high-floor network 90, the power in the low floor 35 cm above the ARL. The platforms are all designed for a minimum of almost 54 meters long double traction. The shortest platforms in the above-ground network have found a length of 50 meters, thus requiring precise stopping point, the longest railway platforms with 110 meters length in the tunnel stationFulda road.

Interlocking

The rail network is controlled by the KVB 16 signal box e, all from the central control station depot in West be controlled remotely. Most positioners are working in relay technology, the three interlocking systems of the stations Cathedral, Appellhofplatz and Neumarkt in the downtown tunnels were 2006/2007 by electronic interlocking systems (replacing ESTW).

The rail sections in the railway network of the | are the ports and freight Cologne HGK, are controlled by the network control center in Kendenich, remote-controlled signal boxes are also located in Brühl-Vochem, <- - at least!> Merten, Roisdorf, Hersel, Sürth and Wesseling and Frechen and Bickendorf, Niehl (both freight only). The centralization of control in Kendenich is finished with the switching of the Rhine River from the central railway interlocking interlocking Wesseling after Kendenich since 2008. The interlocking of the Rhine River line (line 16) are remote-controlled relay interlocking. The interlocking of Vorgebirgsbahn (line 18) and Frechen are ESTW (SIMIS SICAS and B). Niehl Bickendorf and are remote-controlled relay interlocking systems of the type SpDrL 30th

Signal System

On most above-ground lines is driven with drive signals in control. In space distance with full signaling in all tunnels on the belt-high track, the track Reichenspergerplatz - Mülheim bridge - Wiener space and the right-bank sections of the lines 1, 3 (part), down 9 and 18. The signal system of the KVB only knows main Signal e, where besides the usual signals Hp0(red light, "Stop") and1Hp (green light, "go") is a Hp was added at additional signal3(yellow light, "Go! expect stop") as distant signal replacement. A special feature is the signalHp 3with additional speed signal "2": This signal word indicates the driveway in a still partially occupied track with a maximum of 20 mph and is used in the downtown tunnel to allow a denser sequence of moves.

On lines of HGK match the signals of the railway signal regulation.

Command

In the entire area of ​​the signalized light rail network, including the EEO light rail lines and the Bonn light rail, the magnetic drive lock is used as a train control system. In addition, there are a lot of the time or signal-dependent Geschwindigkeitsprüfabschnitten record-enabled. The routes are also accessible with the KVB-command up to 70 km / h on the routes are part of HGK, 100 km / h may.

Passenger information

In the passenger information, there are very different states: in the rail cars into service, there have been recorded message devices that have been retrofitted since the late 1970s and in the tram car. In the early 1990s have been upgraded in all light rail vehicles at least two screens to display the next stop. As the recent announcements have been in power to change some pieced together clearly audible and dialect were stained to be used since 2003 by Petra Glunz-Grosch newly eingesprochen announcements.

Just in time for the timetable change on 12 December 2010 were theeast-west lines(1, 7, 9) with new announcements, which - based on the results of the line 13, where the announcements were previously tested - have a higher information content and hence all possible changes (light rail, bus, regional, long-distance) Say. For the first time in Cologne at key stations such as used at the tram stopstation Deutz / Messe / LANXESS arenaand an English version, they say, but only significant transition for tourists.

Because of the variety of platforms since the exit page is only announced if the platform to the right is left.

The stations of the inner city tunnels were equipped with the passage of time destination displays n that's on the approach line and end of the next train. The other lines were gradually dynamic passenger information displays, in Cologne, described asMOFIS, provided that show the expected departure time of the next two moves, supplemented in some cases by a third line for current operating information. For several years, both systems are partially replaced by new, larger display, which are more trains and also announce incoming train with additional instructions to the flight path.

In addition to the displays on the platform will be installed to change buses, increasingly large area indicator, see the trains (and in some cases coaches) all directions.

Questions

The question of whether it is the light rail Cologne completely network to a light rail, or in parts is still a streetcar is not to answer clearly and depends ultimately on the used definition of two terms. be that of operators, politicians and the press, the terms "streetcar", "light rail" and "underground" almost freely exchanged, not the easy answer.

The term "underground" can be ruled out relatively easy, since each line at least a road at the same height (and no unconditional right of way) crossing can and are thus not independent from the traffic.

The distinction between light rail and tram will be further complicated by the fact that high-floor and low-level flying partially traveled the same routes and at the same platforms hold, so there only low-floor vehicles feature a stepless entry. For a description of the low-floor systems, the rail lines is the fact that just these lines for the use of K4000 cars have been modified extensively.

In addition to the integrated equipment with low platforms, these lines over long distances on segregated tracks with priority at intersections. The most obvious deviation from this standard is found in the autumn of 2007 completed Südast Line 12 While driving the vehicle on its own rail body, but they have priority at intersections circuits, and the central platforms enable a stepless entry. In addition, the low-floor vehicle complies K4000 - apart from its floor level - in its properties more like a rail car as a classic streetcar. In particular, it provides the minimum curve radius requirements that apply to a tram as atypical, why had many close turning loops are replaced by sweeping tracks. In summary, it can be stated that the low-floor lines - provided the vehicle - the current development state of the rail-quality criteriaseparation from the roadandcontinuous accessas well or perform even better than the high-floor lines.

Where, however, still the lane must be shared with the automotive market is an increased risk of congestion exists and remains a driving sight (§ 49 BOStrab) be the norm.

Statistics

- Style = "background-color: # d8d8d8; text-align: center;"	Year! 1883! 1901! 1914	1928	1939	1948	1960	1980	1999	2007! 2008! 2009	-	railcar | | - | | 110 | | 510 | | 611 | | 569 | | 280 | | 374 | | 306 | | 348 | | 381 | | 368 | | 367	- Style = "background-color: # f0f0ff"	sidecar | | 106 | | 339 | | 594 | | 752 | | 607 | | 301 | | 254 | | - | | - | | - | | - | | -	-	Length (km) | | 35 | | 55.9 | | 134.3 | | 156.0 | | 174.4 | | 148.3 | | 130.0 | | 157.5 | | 190.3 | | 192.2 | | 192.2 | | 192.2	- Style = "background-color: # f0f0ff"	operating revenue (million vehicle kilometers) </ small> | | 1.7 | | 6.7 | | 26.2 | | 55.5 | | 49.3 | | 20.6 | | 26.8 | | 17.0 | | 17.0 | | 17.3 | | 17.1 | | 17.1	-	Passengers carried (millions) </ small> | | ~ 7 | | 31.0 | | 124.9 | | 202.8 | | 172 , 2 | | 147.1 | | 131.3 | | 129.2 | | 172.5 | | 190.5 | | 197.7 | | 201.0

Literature

• Dieter Höltge, Axel Reuther:trams and trains in Germany, Volume 7: Cologne, Düren, Aachen. EK-Verlag, 2001, ISBN 3-88255-338-3
• Christoph Groneck:Cologne / Bonn railway album. Robert Schwandl Verlag 2005, ISBN 3-936573-07-7
• Doris Lindemann / Cologne transport companies (Hg):Cologne mobility - 125 years of cars and buses. Du Mont Verlag 2002, ISBN 3-8321-7177-0
• Axel Reuther:fleet of Cologne's streets and suburban railways 1901-1990. Association Focus tram, Berlin 1991, ISBN 3-926524-10-3

Links

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• homepage of the Cologne transport companies
• information on the construction of the north-south light rail
• Historic Streetcar Köln eV
• Gallery at the European Railway Server
• railway network in the city of Cologne train as a Google Earth Overlay

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[[Category: City Bahn Rhein-Sieg | Cologne]!]

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