Kraichgaubahn

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Karlsruhe – Heilbronn
Route of the Kraichgau Railway
Route number : 4201 (Grötzingen – Eppingen)
4950 (Crailsh. – HN – Eppingen)
Course book section (DB) : 710.4
(until about 2009:
  710.4 (Achern – Karlsruhe – Eppingen) and
  710.42 (Eppingen – Heilbronn – Öhringen) ;
until about 1998: 776;
until about 1970: 564;
until about 1950: 321b;
until about 1945: 304a)
Route length: 64.8 km
Gauge : 1435 mm ( standard gauge )
Route class : D4
Power system : 15 kV, 16.7 Hz  ~
Maximum slope : 12 
Minimum radius : 450 m
Top speed: Grötzingen-Bretten 110 km / h
Bretten-Heilbronn 100 km / h
Dual track : Jöhlingen – Wössingen
at Gölshausen station
at Eppingen station
at Schwaigern
Leingarten – Heilbronn canal bridge
Route - straight ahead
from Karlsruhe Hbf
BSicon .svgBSicon ABZg + l.svgBSicon uABZ1 + fr.svg
Karlsruhe light rail from Durlach
BSicon .svgBSicon STR.svgBSicon uHST.svg
2.78 0
0.000
Grötzingen train station 102  m
BSicon .svgBSicon BHF.svgBSicon uSTR.svg
0.000 Grötzingen 102  m
BSicon .svgBSicon ABZgr.svgBSicon uSTR.svg
0.034 after Mühlacker
BSicon .svgBSicon STR.svgBSicon uWECHSEL.svg
0.0 / 0.3 Grötzingen VBK / AVG
BSicon .svgBSicon STR + GRZq.svgBSicon STR.svg
0.089 Grötzingen DB / AVG
BSicon .svgBSicon DST.svgBSicon DST.svg
0.100 Grötzingen AVG
BSicon .svgBSicon KRZr + l.svgBSicon STRr.svg
0.549 AVG route to Söllingen
Stop, stop
0.807 Grötzingen Oberausstraße (since 1992; Bft)
Stop, stop
2,650 Berghausen Hummelberg (since 1992)
Tunnel - if there are several tunnels in a row
5.500 Jöhlinger Tunnel (226 m)
Stop, stop
6.900 Jöhlingen West (since 1992; Bft)
Station without passenger traffic
Jöhlingen
Stop, stop
7.349 Jöhlingen train station 174  m
Station, station
9,895 Woessingen 184  m
Stop, stop
10.400 Wössingen Ost (since 2003; Bft)
Stop, stop
13,347 Dürrenbüchig (since 1906) 184  m
Stop, stop
15.727 Bretten- Rinklingen (since 1992)
BSicon STR + l.svgBSicon KRZo.svgBSicon .svg
West Railway from Bruchsal
BSicon BHF.svgBSicon BHF.svgBSicon .svg
17,183 Boards 170  m
BSicon STRr.svgBSicon STR.svgBSicon .svg
Westbahn to Bietigheim-Bissingen
Stop, stop
18.022 Bretten city ​​center (since 1992; Bft)
Stop, stop
18.655 Bretten Wannenweg (since 1992)
Tunnel - if there are several tunnels in a row
19.008 Bretten Tunnel (217 m)
Stop, stop
19,393 Bretten School Center (since 1992)
Stop, stop
20,112 Bretten copper painting (since 1997)
Station, station
21.000 Gölshausen (since 1906) 204  m
Stop, stop
22.400 Gölshausen industrial area (since 2002; Bft)
Tunnel - if there are several tunnels in a row
22.800 Gölshausen Tunnel (150 m)
Station, station
24.983 Bauerbach 210  m
BSicon STR.svg
Plan-free intersection - below
SFS Mannheim – Stuttgart
valley bridge Bauerbach (748 m)
BSicon STR.svg
BSicon STR.svg
Stop, stop
28,000 Oberderdingen - Flehingen industrial area
(see 1997; Bft)
BSicon STR.svg
Station, station
28.611 Supplication 176  m
Station, station
32.028 Zaisenhausen 177  m
Station, station
34.893 Sulzfeld (Baden) 193  m
Stop, stop
36,200 Sulzfeld Ravensburg for registered groups
Tunnel - if there are several tunnels in a row
36.400 Sulzfeld Tunnel (350 m)
Station, station
39.900 Eppingen West (since 1997; Bft)
Station, station
40.756 Eppingen 190  m
Station without passenger traffic
41.900 Stebbach
   
43.268 to Steinsfurt
Kilometers change
43.441
140.008
former property line
Stop, stop
136,800 Gemmingen West (since 2000)
Station, station
136.113 Gemmingen 220  m
Station, station
133.173 Stetten am Heuchelberg 214  m
Station, station
130.996 Schwaigern West (since 2000; Bft)
Station, station
129.910 Schwaigern (Württ) 186  m
Stop, stop
129,000 Schwaigern Ost (since 2002)
Stop, stop
126.200 Leingarten West (Bft; until 1970: Schluchtern) 174  m
Stop, stop
125,800 Leingarten Mitte (since 1999; Bft)
Station, station
125.060 Leingarten (until 1970: Großgartach) 170  m
Stop, stop
124.375 Leingarten Ost (since 1999; Bft)
Stop, stop
121,800 Böckingen West (since 2009)
Stop, stop
120,600 Böckingen Vocational School Center (see 1999)
BSicon STR.svg
   
119.700 Heilbronn Hbf Em
to Heilbronn Gbf (until 1995)
165  m
BSicon STR.svg
Stop, stop
119.890 Böckingen Sun Well (since 2001)
   
119.619 Heilbronn transition DB / AVG
Blockstelle, Awanst, Anst etc.
119.400 Heilbronn Canal Bridge (Bft)
   
Frankenbahn from Stuttgart
   
119.100 Bridge over the Neckar Canal (43 m)
   
Inner city route of the HN light rail (since 2001)
Station, station
118.600 Heilbronn main station 158  m
   
Frankenbahn to Würzburg
Route - straight ahead
to Crailsheim

Swell:

The Kraichgau Railway is a 64.8 km long railway line in the Kraichgau region in northwest Baden-Württemberg . It leads from Karlsruhe via Bretten and Eppingen to Heilbronn and was completed in 1880. The line gained international fame from 1992 when it was converted into the world's first two-system light rail line , and the section between Karlsruhe and Bretten is thus a nucleus of the so-called Karlsruhe model .

geography

topography

In its western part, the route runs across the main flow direction of the Kraichgau watercourses. The latter flow in a north-westerly direction, while the railway from Karlsruhe to Eppingen strives north-east. The resulting change from mountain to valley forces the railway to take a winding course. A total of five ridges are crossed between the valleys of Pfinz , Walzbach, Saalbach , Kraichbach , Elsenz and Lein , three of which are tunnels. Only between Flehingen and Sulzfeld can the valley of the Kohlbach be used on a somewhat longer stretch. In the eastern part, the natural conditions are more favorable, here the route runs largely through the valley of the Lein.

Route

The Kraichgau Railway begins at the Karlsruhe- Grötzingen station , where it branches off to the left from the Karlsruhe – Mühlacker railway line . Initially, the line is single-track, followed by a first double-track section between Jöhlingen West and Wössingen East. In front of the Bretten train station, it crosses the Württemberg Westbahn at no level , on which the S9 line of the Karlsruhe Stadtbahn and the Regional Express Heidelberg– Stuttgart operate today . From Bretten- Gölshausen to the Gölshausen Industrie stop and from Eppingen West to Eppingen Bahnhof , it again runs on two tracks , with several crossing stations in between. After Eppingen, the Eppingen – Steinsfurt railway branches off to the left, and from Leingarten West the Kraichgau Railway is double-tracked again. In Heilbronn Hbf it meets the beginning of the Heilbronn light rail and the Heilbronn port railway as well as the third platform of the Frankenbahn and leads to platform 6 of the main station.

history

History of origin until 1880

Around 1870 the central Kraichgau was surrounded by four railway lines. These goods:

The square described by these lines encompassed a wide area in the border region between Baden and Württemberg around the town of Eppingen in Baden. These and their surrounding areas, which were traditional transit routes for trade routes, threatened to be left behind by traffic flows and general economic development and had therefore repeatedly advocated the construction of a railway line through this region. The Württemberg city of Heilbronn, which wanted better transport routes to the west, and Karlsruhe also supported these demands.

Grötzingen station

So the plan came up to build a line from Karlsruhe (more precisely: Grötzingen ) via Bretten and Eppingen to Heilbronn. In addition to local needs, larger contexts also played a role here, namely the idea of ​​a direct line as possible from France towards Nuremberg and from there further east. For the sake of such a direct connection, the aforementioned route to Heilbronn was given preference over a purely Baden route that would have connected from Bretten to the Meckesheim-Jagstfelder Bahn.

The project received approval from government agencies in both countries. However, the Baden government did not see itself in a position to implement it quickly because it was busy with other railway constructions (mainly the Black Forest Railway ). In order to accelerate the construction, the city of Karlsruhe under Mayor Wilhelm Florentin Lauter offered to build the Baden section to Eppingen under its own direction and to let the state railways use it, which would initially pay a rent and later buy back the line in installments.

The Baden government accepted this suggestion, and the law of March 30, 1872 decided to build it. However, negotiations with Württemberg had to be conducted before construction began. These resulted in a state treaty concluded on December 29, 1873, which provided for further connections between the states in the Neckar Valley and Kinzigtal . Württemberg was to build the Heilbronn – Eppingen section; Eppingen was designated as a change station. The Baden section was to cross the Westbahn in Bretten. Until then, this was operated by Württemberg over the entire length. H. also on Baden territory between Ruit (near Bretten) and Bruchsal. In order to avoid the crossing of a Baden railway with a Württemberg railway, Baden claimed its right of repurchase, which it had under the contract for the Western Railway for the section located on its territory. Negotiations about this dragged on for several years until the state treaty of November 15, 1878, the Bruchsal – Bretten section fell to Baden in return for compensation.

Due to a financial crisis in the Baden railway system, the city of Karlsruhe initially found it difficult to find a contractor for the line, so that the concession could only be granted on November 15, 1876. The contractor was Ph. Holzmann & Cie in Frankfurt am Main . On October 15, 1879, the Grötzingen – Eppingen line was opened; As early as October 10, 1878, the Württemberg State Railways opened the section between Heilbronn and Schwaigern , and on August 7, 1880, the gap between Eppingen and Schwaigern was closed. The planning and construction of the Wuerttemberg section was subordinate to senior building officer Carl Julius Abel , on the Baden side Max Becker was in charge of the Grand Ducal Baden State Railways . In the discussion about the routing of the remaining section, the local council of the then still independent municipality of Stetten am Heuchelberg presented the planners with a fait accompli: The local stop was built before it was known whether the route would affect the place at all.

With the completion of the line, the Baden State Railways, in an amendment to the original agreements, took over full ownership of the railway by taking over the loan of 12 million marks issued by Karlsruhe. The number of passengers on the Kraichgaubahn rose continuously in the years that followed.

1880 to 1945

Overpass over the country road in Jöhlingen after completion in 1879
The same overpass via federal highway 293 in May 2020

In 1900 the Kraichgau Railway was also connected to the Meckesheim-Jagstfelder Railway by a connection to Steinsfurt . This connection ran along the Elsenz .

The towns of Dürrenbüchig and Gölshausen (today districts of Bretten) on the Kraichgau Railway had complained that they had not been given a stop. Her request was subsequently granted in 1906. In 1888 the two-track expansion of the Bretten – Eppingen – Heilbronn section took place as part of a military supply route from Central Germany via Nuremberg, Crailsheim, Heilbronn, Bretten, Bruchsal, Zweibrücken into the Saar region and to Lorraine. The importance of the connection in peacetime, however, remained low, and the desire for express train connections between Karlsruhe and Würzburg / Nuremberg via the Kraichgau Railway was not heard by the railway administrations. However, from 1906 to 1914 the luxury trainParis - Karlsbad -Express” was run over the Kraichgau Railway due to the overload at Stuttgart Central Station . It was considered a wing train of the Orient Express via Nuremberg to Karlsbad. However, the outbreak of World War I brought the end of this long-distance train.

On March 31, 1920, the Baden and Württemberg State Railways were merged into the newly established Deutsche Reichsbahn-Gesellschaft . However, due to the reparation payments that Germany had to pay after losing the First World War, there was no money for further expansion of the railway line. Efforts in the following years to extend the Durlach – Bretten section to two tracks were unsuccessful. From 1935 so-called "diesel railcars" of the type VT 137 were used for the first time .

German Federal Railroad (1945–1992)

Class 628 railcars ready for departure with destination Karlsruhe in Heilbronn Hbf (February 1995)

Towards the end of the Second World War , the Kraichgau Railway, like most other railway lines, suffered severe damage. Since the Wehrmacht blew up bridges in Grötzingen and Rinklingen, the route between Karlsruhe and Bretten was not passable for several months, and rail traffic from Karlsruhe to Kraichgau had to be routed via Bruchsal. At the same time, the line was part of the only rail connection between Karlsruhe and Stuttgart until the Bietigheimer railway viaduct was reopened in August 1945 .

The era of scheduled steam operation ended in May 1972 . From then on the wrong Kraichgaubahn railcars and locomotives of the 218 series and the 212 series strung silver Ling trains. From 1976 the Deutsche Bundesbahn had plans to shut down the regional line together with the line between Eppingen and Sinsheim. For example, the two-track section between Bretten and Heilbronn was largely reduced to one track. At that time there was strong resistance against the closure plans among the population, with special trains and road blockades the people of Eppingen in particular drew attention to themselves.

In the late 1980s, class 628 diesel multiple units took over passenger transport. At the same time, operations between Bretten and Heilbronn were partially suspended on weekends.

Takeover by AVG and expansion into a light rail system (since 1992)

Train at the Gölshausen terminus (Aug. 1995)
Gölshausen tunnel, for the electrification the track was moved in the middle
Light rail train in Eppingen in December 2005

Subsequently, the Albtal-Verkehrs-Gesellschaft (AVG), a company of the city of Karlsruhe, took over the costs for the modernization and electrification of the route as part of a pilot project from around 1990. The current system used by Deutsche Bahn was the 16.7 Hz alternating current.

The line was integrated into the Karlsruhe Stadtbahn network on September 25, 1992 in the Karlsruhe – Bretten-Gölshausen section as line “B” after the first light rail line, the Albtalbahn , opened in 1957 , was designated as line “A”. While the latter was operated continuously with direct current, line B changed not only the legal status but also the electricity system when it transitioned from the tram to the railway network. At the same time, this was the final step in the history of the development of the “Karlsruhe Model”.

While the existing train stations were modernized, numerous new stops were also created, especially in the city of Bretten, for example the “Stadtmitte” stop closer to the center. The AVG also rebuilt several sections of the route that had been removed from one track to double-track, while the second continuous track from Jöhlingen West to Wössingen East was completely new. Since all the tunnels were also designed to have two tracks, continuous electrification of the route was possible without great expense, as the individual track only had to be relocated in the middle of the tunnel.

The success of the new light rail line was immediate: instead of the previous average of 1,800 travelers, 8,500 passengers used the train between Karlsruhe and Bretten every day at the beginning of 1993. Even on the railcar journeys of the Bundesbahn, the number of passengers grew. Since regular trains were now also offered on Sundays, the number of rail travelers even increased by 30-fold. So an extension of the light rail line beyond Bretten made sense. In 1996 the remaining through DB trains from Karlsruhe to Heilbronn were abandoned. From then on, these only ran between Bretten-Gölshausen and Heilbronn.

When the tram was extended to Eppingen on June 1, 1997, the DB trains still ran between Eppingen and Heilbronn, before the tram reached Heilbronn's main station on September 26, 1999, after a tram had been running on weekends from March 1999 There had been preliminary operations between Eppingen and Heilbronn. On November 5, 2000, the Böckingen-Sun Fountain stop and the second track Böckingen-Berufsschulzentrum - Heilbronn Hbf were also put into operation. The conversion of the Eppingen – Heilbronn section cost around 72 million German marks , or around 55.2 million euros. In 2000 the Bretten train station was completely modernized. Since July 21, 2001, the Kraichgaubahn trains have been running beyond Heilbronn main station to the city center, since 2004 to the eastern outskirts and since December 10, 2005 after two and a half years of construction on a section of the Heilbronn – Crailsheim railway line to Öhringen .

Between 2003 and 2004 the Kraichgau Railway was part of the "longest light rail line in the world" when scheduled continuous journeys from Freudenstadt via the Murg Valley Railway to Karlsruhe and on to Heilbronn were possible with a length of 155 km and a travel time of over 3½ hours. However, since this route was too susceptible to delays and at the same time the extension to Öhringen was due, it had to be given up again and the route was changed in the direction of Baden-Baden-Achern. The 2005/2006 timetable offered a continuous daily connection from Öhringen to Freudenstadt with a travel time of 4 hours and 14 minutes.

On December 11, 2009, the Böckingen West stop was inaugurated, which had been built in the eight months before for around 1.6 million euros.

The level crossing in km 119.898 at the Böckingen Sununnen stop was taken out of service on February 11, 2019 and replaced by an underpass and on March 28, 2019 by a level crossing for pedestrians and cyclists with a safety system of the type BÜP93 / LzF-ÜS in km 119.902 .

The Ministry of Transport plans to set up an express connection from Karlsruhe to Heilbronn from December 2022 that does not serve the city centers. These trains could not be operated by AVG due to public procurement regulations. These services were awarded to DB Regio as part of network 7b “Karlsruhe Networks”, which will use Alstom Coradia Continental multiple units there . It is expected that the implementation of the plans of the Ministry of Transport could require the establishment of two tracks between Schwaigern and Leingarten, for which the planning and construction costs are estimated at around 14 million euros. According to the Ministry of Transport, the state of Baden-Württemberg could possibly assume half of the eligible construction costs.

Since the introduction of the express connections between Karlsruhe main station and Heilbronn one of three hourly connections to the Karlsruhe city center will have to be canceled, the district of Karlsruhe is planning to expand the section between Grötzingen and Bretten in order to be able to offer 3 light rail connections per hour in addition to the express connection in the future. The two-track expansion between Grötzingen Pfinzbrücke and the Jöhlinger Tunnel and between Wössingen Ost and Dürrenbüchig is planned. The planning also includes an additional dirt track in the Gölshausen / Bauerbach area

business

Bretten station

operator

The electrified route is now operated by the Albtal-Verkehrs-Gesellschaft as a section of the S4 line (Karlsruhe – Bretten – Heilbronn – Öhringen) with modern electric multiple units of the types GT8-100C / 2S , GT8-100D / 2S-M and ET 2010 , they was leased by AVG from Deutsche Bahn for 25 years .

The Karlsruher Verkehrsverbund (KVV) and the Heilbronner Hohenloher Haller Nahverkehr (H3NV) are involved in the route and meet in Eppingen. Other networks are affected.

Newly built Bretten Stadtmitte stop for the tram
The crossing with the Frankenbahn at Heilbronn Central Station, designed for the expansion of the tram , view from the driver's cab

Stop on the go

The platform height on top of the rail is in Wössingen East, Bretten, Gölshausen industry as well as in all hold between Epping and Heilbronn 55 cm, thus a more equal entry into the preferably used is medium-floor rail vehicles of the type GT 8-100D / 2S-M possible. At all other stops, the platform height is 38 cm.

All platforms have a length of at least 120 m, so that in times of particularly high traffic - especially in morning business and school traffic - the use of multiple units is possible. However, since the inner city areas in Karlsruhe and Heilbronn are only designed for a double traction due to structural restrictions, trains rarely run in maximum length, also because of the effort involved in separating and merging trains in front of the inner cities.

The section from Grötzingen (kilometer 0.0) to behind Eppingen (kilometer 43.5) has the official route number 4201. The following section to Heilbronn (kilometer 140.0 to 118.6) is part of route 4950, which begins in Crailsheim whose zero point is already the Goldshöfe station on the Upper Jagstbahn .

The subsequent stops in Heilbronn city center are the station forecourt (with change from EBO to BOStrab and power system change), Neckar Tower at Kurt-Schumacher-Platz , City Hall , Harmonie , Friedensplatz , tax office and Pfühlpark . Immediately after this station there is the ramp for the transition to the Heilbronn – Crailsheim line with the opposite system change: from BOStrab back to EBO.

Timetable

Non-stop trains run twice an hour between Karlsruhe and Heilbronn, each connection being an “ express train ” with a smaller number of stops. The regular travel time between the marketplaces of the two major cities is 98 minutes, with an express train it is 81 minutes.

By the end of 2010, express trains started on the Rhine Valley Railway in Achern and ended in Weinsberg , while the other trains run to Öhringen . As far as Gölshausen, the offer will be increased by one more trip every hour, and there will also be one or two additional trips every hour from Schwaigern, which will be connected to Öhringen.

Since December 2003, the so-called Kraichgau Sprinter has been traveling from Karlsruhe to Heilbronn twice a day in each direction . This only stops en route in Karlsruhe-Durlach, Bretten and Eppingen and takes 61 minutes. In contrast to the normal light rail trains that run through Karlsruhe city center, the Kraichgau Sprinter will bypass it. It is also the fastest train connection that has ever existed between the two cities: the Paris-Karlsbad Express used to take 76 minutes without a stop (1906–1914).

Freight transport

AVG freight train diesel locomotive during shunting work in Eppingen (December 2005)

Even if the Kraichgau Railway connects the cities of Karlsruhe and Heilbronn, at no point was there any significant long-distance rail freight traffic between the two cities or beyond. The route was mainly important for agriculture in the fertile Kraichgau, especially during the beet campaign for the removal of sugar beets. This form of transport was discontinued by Deutsche Bahn at the end of 1993, as was the case on all other Baden-Wuerttemberg railways. In 2001, as part of the “ MORA C ” rationalization program, even the complete discontinuation of freight transport was under discussion. As a result, after the passenger traffic, the AVG also took over the freight traffic on the Kraichgau Railway between Bretten and Heilbronn, while there had been no rail customers in freight traffic between Karlsruhe and Bretten for a long time.

AVG currently serves rail sidings in Eppingen (two metal processing companies and the Raiffeisen goods cooperative) and in Sulzfeld (one metal processing company).

See also

literature

  • Karlsruhe Federal Railway Directorate : 100 years of the Kraichgaubahn 1879-1979 . Self-published, Heidelberg 1979.
  • Dieter Ludwig : The Kraichgaubahn: Rail traffic between Karlsruhe and Eppingen from the beginning until today . Regional culture publishing house, Ubstadt-Weiher 2004, ISBN 3-89735-289-3 .
  • Klaus Bindewald: The Heilbronn Stadtbahn: Rail traffic between Eppingen and Öhringen . Regional culture publishing house, Ubstadt-Weiher 2005, ISBN 3-89735-416-0 .
  • Karl Müller: The Baden railways in a historical-statistical representation . Heidelberger Verlagsanstalt und Druckerei, Heidelberg 1904 ( uni-koeln.de ).
  • Hans-Wolfgang Scharf: The railway in Kraichgau. Railway history between the Rhine and Neckar . EK-Verlag, Freiburg (Breisgau) 2006, ISBN 3-88255-769-9 .

Web links

Commons : Kraichgaubahn  - album with pictures, videos and audio files

Individual evidence

  1. DB Netze - Infrastructure Register
  2. Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
  3. ^ Karl Müller: The Baden railways in a historical-statistical representation . Heidelberger Verlagsanstalt und Druckerei (Hörning and Berkenbusch), 1904, p. 174 ( limited preview in Google Book search).
  4. 100 years of the Kraichgaubahn p. 82/83.
  5. ^ Andreas Janikowski, Jörg Ott: Germany's S-Bahn. History, technology, operations. transpress, Stuttgart, 2002, ISBN 3-613-71195-8
  6. ^ A b c Andreas Berk, Günter Koch and Dieter Ludwig: Stadtbahn and its development: Step-by-step construction of the network. In: Commissioning of the tram in downtown Heilbronn - the Heilbronn region realizes its visions. Archived from the original on January 16, 2017 ; accessed on January 16, 2017 .
  7. Financing. In: karlsruher-modell.de. TransportTechnologie-Consult Karlsruhe GmbH (TTK), accessed on January 16, 2017 .
  8. Böckingen-West tram stop inaugurated. Heilbronner Demokratie GmbH & Co. KG, December 11, 2009, accessed on March 10, 2017 .
  9. Major changes to the NBS-AT and NBS-BT. (PDF) Archived from the original on October 2, 2019 ; accessed on October 2, 2019 .
  10. Karlsruher Netze: DB Regio is to receive a contract for transport services. Ministry of Transport Baden-Württemberg, July 27, 2019, accessed on January 20, 2020 .
  11. a b Reto Bosch: Does the pact bring a better rhythm for the light rail? Heilbronner Demokratie GmbH & Co. KG, August 25, 2017, accessed on August 27, 2017 .
  12. ↑ Local public transport (ÖPNV) - progress report on further infrastructure projects. Meeting template KT / 41/2020 for the district council. Karlsruhe district , July 16, 2020, accessed on July 27, 2020 .
This version was added to the list of articles worth reading on January 3, 2006 .