Augsburg tram

Augsburg tram
Combino 844 on line 4 in the turning loop at the main station
Basic information
Country	Germany
city	augsburg
opening	May 8, 1881
operator	AVG
Transport network	AVV
Infrastructure
Route length	45.4 km
Gauge	1000 mm ( meter gauge )
Power system	750 volt DC overhead line
Stops	92
Tunnel stations	0 (one under construction)
Depots	1
business
Lines	5, plus 2 special lines
Clock in the peak hours	5 min
Clock in the SVZ	15 minutes
vehicles	7 Düwag M8C 11 Adtranz GT6M 41 Siemens Combino NF8 27 Bombardier Cityflex CF8
Top speed	70 km / h
statistics
Reference year	2012
Passengers	34.247 million annually (2012)
Residents in the catchment area	393 thousand
Route network

The Augsburg tram forms the backbone of public transport in Augsburg and is the second largest tram system in Bavaria after Munich and ahead of Nuremberg and Würzburg . The meter-gauge network is 45.4 kilometers long and is served by five lines . The tram, which opened in 1881, carries around 61 million passengers a year and is now operated by Augsburger Verkehrsgesellschaft mbH (AVG). It crosses the city limits in three places, so that part of the network is in the neighboring cities of Friedberg and Stadtbergen . The tram network is supplemented by the city bus service , which began in 1927 , and the Augsburg trolleybus also ran in the city between 1943 and 1959 .

history

Horse tram (1881–1898)

In 1880, King Ludwig II of Bavaria granted the license to operate a horse-drawn tram in Linderhof Palace and in the then independent communities of Göggingen , Lechhausen and Pfersee . Thereupon Charles de Féral and Emil von Pirch founded the Augsburger Trambahn AG on November 19, 1880 with the help of Berlin bankers as financiers , which had a share capital of 1.25 million marks. On May 8, 1881, the first horse-drawn tram line between Perlach and the main train station went into operation; it was designed in the standard gauge of 1435 millimeters. In the same year, another 16 kilometers were added, on which a total of six lines ran, which were marked with so-called signal colors . In 1881 the following network existed:

Horse tram number 19

Ludwigsplatz (Perlach) - Central Station

Drentwettstrasse - Göggingen

Ludwigsplatz (Perlach) - Ortisei

St. Ulrich - Pferseer Strasse

Windgasse (Pfärrle) - Central Station

Metzgplatz - Lechhauser Straße (Restaurant Sonne)

Steam tram (1886–1887)

In order to make operations more efficient, Augsburger Trambahn AG investigated the introduction of a steam tram . To this end, on June 14, 1886, it received approval for a trial run on the Gögginger route. This existed between September 12, 1886 and June 15, 1887, when the existing horse-drawn carriages served as sidecars behind the three borrowed tram locomotives from Krauss-Maffei . However, the steam operation was not accepted by the population. They felt badly annoyed by smoke, soot and noise. It remained in trial operation and was then returned to the manufacturer.

Electrical operation

Introduction (1898)

This railcar, built in 1898, belongs to the first generation of electric vehicles

From 1895, the company Schuckert & Co. from Nuremberg carried out tests on a meter-gauge and electrified route; regular electrical operation began on September 1, 1898, after the last horse-drawn tram had run the day before. The existing network was partially shut down most of a track width of 1000 millimeters umgespurt . The former horse-drawn railcars were also re-gauged in 1901 and 1908 and from then on served as sidecars behind the electric railcars, including open summer cars . At the time of electrification, the following four lines were in operation, the network length increased from 12.3 to 14.370 kilometers:

white line	Lechhausen Schlößle - Pfersee Eberlestrasse
green line	Oberhausen Drentwettstraße - Göggingen Town Hall
blue line	Königsplatz - Red Gate
Red line	Perlach - Haunstetter Strasse

In 1900 Schuckert & Co finally founded the private Elektro Straßenbahn AG , which from then on managed the entire operation.

Municipalization (1908)

In 1908 the company was communalized under the new name Städtische Straßenbahn Augsburg and from then on continuously expanded. In 1913, in addition to the signal colors, the following line numbers were introduced:

Line 1 (white)	Lechhausen Schlößle - Pfersee Leitershofer Strasse
Line 2 (green)	Kriegshaber - Göggingen Town Hall
Line 3 (blue)	Oberhausen Hirblinger Strasse - infantry barracks
Line 4 (red)	Central station - Schertlinstrasse

In 1917 line 5 Senkelbach –Barfüßerbrücke went into operation, followed in 1920 by line 6 Hauptbahnhof - Hochzoll . Between 1920 and 1960, the tram reached its largest for the time being with six lines. The end of the First World War and the economic crisis of the 1920s prevented the originally planned extensive expansion of the network.

During the National Socialist era, the urban infrastructure companies were concentrated under the roof of the newly founded Stadtwerke Augsburg in 1938 . Due to economic constraints, but also in accordance with the National Socialist doctrine of generally giving priority to automobiles or omnibuses and trolleybuses over rail traffic, no further significant extensions were made. The only exception was the short extension of line 6 to Hochzoll Mitte on May 9, 1934. During the Second World War , many vehicles were destroyed by the Allied attacks. As a result, as in many other German cities, there was a shortage of vehicles, which is why wagons taken over from Genoa helped out. They were the first Augsburger way vehicles and had to be returned after the war to Italy again.

After the Second World War

So-called war tram car (KSW) on Königsplatz

The lines destroyed in the war were all repaired. Damaged vehicles were rebuilt and partially modernized, whereby the wooden car bodies were laminated. In 1948 Augsburg received the first new vehicles after 1945 with the so-called war tramcars (KSW). They were ordered during the war, finally delivered without a motor and received drives from older railcars - converted to sidecars.

From 1956, the first open- plan cars in the form of steering three-axle vehicles were finally used; they were the first Augsburg vehicles with automatic doors. In the 1950s, as in many German cities, the network was greatly reduced in favor of bus traffic. In addition to the discontinuation of repeater lines 7 and 14, this included, in particular, the closure of line 3 in 1952 and lines 5 and 6 in 1960. Omnibuses drove to more distant development areas such as Hochzoll and Friedberg. From 1964, articulated vehicles were also used for the first time .

In 1964, the Stadtwerke switched the railcars to one-man operation without conductors, and from then on, passengers had to open the doors themselves with a push button. The buttons in the car also served as a stop request button . By eliminating the permanent conductor's seat and abandoning the passenger flow , more people could be transported from now on.

Discussion of attitudes in the 1970s

Mannheim-type tram on Königsplatz

On March 1, 1971, new tickets were introduced, which were suitable for automatic validators for the first time . Stadtwerke Augsburg bought the first of these electrical validators from the Stadtwerke München and used them until 1976, before they were replaced by newly purchased devices. In 1973 the Stadtwerke wanted to finally part with the labor-intensive two-car trains that were still in use as electric cars at the time. This was achieved by procuring used vehicles from the Aachen tram, which was then closed . With the associated abandonment of sidecar operation, the last conductors could be saved, from now on only articulated railcars operated.

In the years 1973 to 1976 the operator planned to discontinue the tram. Although there were enough wagons available at the time, the city of Augsburg therefore ordered twelve new double articulated railcars of the Mannheim type in 1974 in the hope of line extensions , which were delivered in 1976 and given away to the public transport company to prevent closure. Ultimately, however, they only replaced older vehicles.

In 1977 the new bus stop triangle was opened on Königsplatz and the historic bus stop ("Pilz") from 1905 was demolished in April 1977 in protest of the population. In 1985, modern light rail vehicles came to Augsburg for the first time . Such a vehicle had previously been loaned from Essener Verkehrs-AG in May 1980 and tested across the network.

Expansion and modernization since 1990

The Königsplatz before the renovation

New Königsplatz building a few days before the opening

The trend reversed in the 1990s when the attractiveness for passengers was continuously improved. On October 1, 1990, the then existing tram lines 1, 2 and 4 (line 3 was only revived as a new line in 1996) on weekdays the five-minute cycle . The resulting increase in passenger numbers and the gradual expansion of the route required the short-term procurement of used GT4 vehicles from Stuttgart. The low-floor era also began in 1993 .

At the same time, the route was expanded. On September 10, 1994, the extension of line 1 to the new Ostfriedhof went into operation, on April 27, 1996, the new line 3 followed to Inninger Strasse, and on November 13, 1999, the special trade fair line 9.

In 2000, vehicles with an extendable wheelchair ramp came to Augsburg for the first time . On June 10, 2001, the extension of line 4 to P&R Augsburg Nord went into operation, followed on November 29, 2001 by the extension of line 2 to P&R Augsburg West. Special stadium line 8 was inaugurated on July 26, 2009. In 2009 Augsburg received vehicles with air conditioning for passengers for the first time with the CityFlex type .

After the trams increasingly reached their capacity limits in the 2000s, they have been upgraded for further increases in passenger numbers since 2010 with the Augsburg mobility hub project, which cost 214 million euros . The first measure was the line to Friedberg, which opened on December 12, 2010. It is served by the new line 6, which runs on almost the same route as the previous line 6. Between 2011 and December 15, 2013, the overloaded central transfer station at Königsplatz was again extensively rebuilt and expanded for reasons of capacity and safety.

business

Lines

There are currently five regular tram lines and two special lines, Line 8 for football matches in the WWK arena and Line 9 for major events in the Augsburg Exhibition Center , such as the Augsburg Spring Exhibition . If rail replacement services have to be used, the buses used in this case are marked with a "B" in front of the line number.

	Rule line	Diameter line	Lechhausen New East Cemetery - Göggingen	25 stops
	Rule line	Diameter line	Augsburg West P + R - Haunstetten North	29 stops
	Rule line	Diameter line	Stadtbergen - Haunstetten West P + R	26 stops
	Rule line	Radial line	Oberhausen Nord P + R - main station	13 stops
	Rule line	Radial line	Central station - Friedberg West P + R	15 stops
	Special line	Radial line	(Hauptbahnhof -) Königsplatz - Stadium	(16) 15 stops
	Special line	Radial line	(Main station -) Königsplatz - exhibition center	(12) 11 stops

If lines 8 and / or 9 operate, line 6 will be diverted to the loop at the theater . Twice a year there is also an increased number of passengers on line 4 during the Plärrer time in the evening hours, which is covered by repeater buses between the main station and Plärrer. After stopping at Plärrer, they turn around at Wertachbrücke without using the stop of the same name.

Tact

Regular tram lines run every Monday through Friday, 6:30 to 8:00 and 12:00 to 18:30 in the five-minute clock , in between and after that - all day or on holiday - every seven and a half minutes. Every ten minutes on Saturdays from 8:00 a.m. and on weekdays before 6:30 a.m., on Sundays and public holidays from 9:00 a.m. and daily from 8:15 p.m. every 15 minutes. In the off- peak hours there is a hunt group in all directions at Königsplatz .

In the center there are closer spacings due to line overlaps. On the Königsplatz - Rathausplatz section, for example, a train runs every two and a half minutes, in the Königsplatz - Rotes Tor section, the car sequence is 100 seconds on average, as is the Hauptbahnhof - Königsplatz section. On school days, seven additional reinforcement courses are also offered in sections during the morning rush hour .

Stops

University stop

The platforms of many stops are 52 meters long. The minimum length is 42 meters so that they can also be operated by the Combinos. Most of the stations are also barrier-free and equipped with ticket machines and a passenger information system. Usually - after pressing a large push button - an announcement of the departure times, lines and destinations, as well as additional information, such as. B. Diversions and delays offered. All stops are demand stops .

Depots

Red Gate depot

Former warrior depot

Red Gate / Baumgartnerstrasse

The only remaining depot of the Augsburg tram is near the Red Gate on Baumgartnerstraße. Integrated into it is a part of the building that was built in 1838 by the Munich-Augsburger Eisenbahn-Gesellschaft as the station hall of the first Augsburg main station. The old depot was finally demolished for capacity reasons - with the exception of the listed main hall -, rebuilt with ongoing operations and reopened in 2001. During the construction work, the vehicles were moved to the former Senkelbach depot. For reasons of space, some trams are guarded and parked in the stadium loop at night. The depot is on the route of line 6, and an operating route through Maximilianstrasse, Milchberg and Remboldstrasse also serves as a direct access from the north .

Warlords

Originally built in 1910 as a purely sidecar hall and opened in 1911, the facility was later also used to accommodate railcars. It is located at Ulmer Straße 174 and was closed in 1976. Until the extension of line 2 to P&R Augsburg West, the access to the depot still served as a planned turning point in the form of a track triangle , which has only been used exceptionally since 2001. The departure platforms have also been in the hall since 1996 . The building is a listed building and was built in 1988, 1995/1996 (with renovation). The hall has been closed for renovation work since 2014. (see also the list of monuments in Augsburg-Kriegshaber )

Lechhausen

The depot has been abandoned, the building and the remains of track that are no longer connected to the tram network are still there. The area is to the "Friends of the Augsburger Tram e. V. ”, which can accommodate a large part of the inoperable museum cars.

Senkelbach / Wertachstrasse

The former tram and bus depot I Senkelbach on Wertachstrasse, which last only served as a car shed, dates from 1897 and is a listed building. The site was sold in 2011 and reopened as the Mazda Museum Augsburg in 2017 .

vehicles

→ Main article : Augsburg trams

An overview of the history of the tram vehicles and types that were and are used in Augsburg can be found in the main article given above. There you will also find information about current work vehicles as well as technical details and special occurrences of the Augsburg tram vehicles.

Planning

Network expansion

Line 1 east

An extension of line 1 to Hochzoll with crossing of line 6 to Hochzoll station is being investigated .

Line 2 south

According to the 2015 local transport plan, the long-term destination network of the tram includes that line 2 from Haunstetten Nord to Haunstetten Süd is to be extended.

Line 3

An extension of the tram line 3 from the final stop Haunstetten West on Inninger Straße to the Königsbrunn bus station is planned , whereby the construction has already been postponed several times due to the unclear distribution of costs between the partners involved. On March 24, 2015, the Königsbrunn city council made a decision in principle for the extension into the city area. The implementation of the project is targeted by 2019. On December 3, 2015, the Augsburg district and the city of Königsbrunn agreed on the framework conditions for the planning, construction, operation and financing of the extension of line 3. After that, Stadtwerke Augsburg will cover the 4.6 kilometer stretch from Inninger Strasse in Augsburg to Königsbrunner Build and finance the Königstherme. An initial estimate assumes costs of around 34 million euros. The municipal utilities hope for 80 percent funding from the federal government and the Free State. The route between Haunstetten-West and Königsbrunn center would have six intermediate stops. Approximately ten minutes are calculated as travel time. It would take just under half an hour to drive from Königsbrunn center to Königsplatz. This is about as much as the express bus currently needs. The tram between the previous terminus in Haunstetten and the new terminus in Königsbrunn is to run every quarter of an hour and would therefore run four times as frequently as the bus. The municipal utilities assume around 10,000 passengers a day. Königsbrunn will thus have a direct connection to the Augsburg universities, vocational schools and the FOS / BOS. The way to the WWK-Arena would also be short. The entire southern district will then be connected by tram via the regional buses of the AVV.

In autumn 2019, construction work began to extend Line 3 from the current terminus on Inninger Strasse to Königsbrunn Zentrum.

Line 4 south

Line 4 south is to open up the high field and the Augsburg innovation park . From Sebastian-Buchegger-Platz, the new line will follow the railway tracks in a southerly direction and from there be connected to the stadium loop via Firnhaberstraße, Messeschleife and Universitätsstraße.

Line 5

In the future, line 5 will travel via Bürgermeister-Ackermann-Straße and P + R Augsburg West to the Augsburg Clinic (University Clinic since January 1, 2019) and replace bus line 32, which currently runs every 15 minutes on weekdays. The route, which costs around 60 million euros, extends over a length of about 4.3 kilometers in the plans and has 8 stops. The public utilities anticipate an increase in daily passenger numbers from 3500 today (bus line 32) to around 8000 in the future. In addition, it is planned that the new tram line at the newly built stop under the main station will form a line with line 6 (to Friedberg-West) and so for the first time a coherent east-west axis for the tram through the entire city area is created.

In 2014, a planning variant prevailed in which the route at Sebastian-Buchegger-Platz was to be split up (so-called “winged variant”). In the direction of the city, the route in the plans leads over Perzheimstrasse and Hörbrotstrasse to the station tunnel. Coming out of town, however, it follows Rosenaustraße and Augsburger Straße when coming from the station tunnel.

In the further course it was originally supposed to drive together with the existing line 3 over the Luitpoldbrücke and after the local railway crossing turn right into Hessenbachstraße. From there it was planned to run the route along the local railway track to Bürgermeister-Ackermann-Straße. This route would have required significant interventions in the tree population and in the allotment gardens. In addition, the planned local railway crossing turned out to be extremely demanding and cost-intensive in terms of safety. After a public dialogue, the city council decided at the beginning of 2017 against the route via Hessenbachstrasse and instead chose the “Holzbachstrasse variant”.

From Holzbachstraße the route swings to Bürgermeister-Ackermann-Straße, where it is to continue in the middle of the street to the previous terminus of line 2. From there, the plans envisage the use of the existing route of line 2 to the clinic. A new turning loop is planned at the clinic as the terminus for line 5. An extension of Line 5 beyond the Augsburg Clinic to the neighboring Neusäß is also under discussion.

The schedule has been adjusted several times over the years. According to the managing director of Stadtwerke, the planning approval procedure should have been initiated in the city council meeting in March 2018 in the course of the same year. However, this did not happen. After an estimated processing time of around two years, a construction time of around three years must be expected.

Line 6

The Friedberg SPD has proposed an extension of line 6 to Friedberg station. The city council supported the proposal to have this project examined for its chances of realization. Among other things, it is about the route. The mayor of Friedberg can imagine, for example, that the Friedberg festival area will also be included in the layout.

Stadtwerke Augsburg are open to an extension: “Mobility cannot end at the Augsburg city limits”.

The Friedberg City Council is examining the possibility of extending the route into the city center.

Central Station

With the construction of the tram tunnel at the main station , an underground turning loop for line 4 is also to be created. The previous loop through Bahnhofstrasse and Huebnerstrasse should continue to be available for special lines 8 and 9 and for operational disruptions. The completion of the station renovation, including the tunnel, was originally planned for 2019, but is expected to be postponed until 2022. After the completion of line 5, it will be operationally linked to line 6 at the main station to provide a direct connection between P + R Augsburg West or Augsburg Hospital and P + R Friedberg West to offer.

Tram line over Maximilianstrasse

In 2013 it was decided that a tram line should be routed over Maximilianstrasse as planned from 2016. However, it is not yet clear which one. From the original 57 proposals, the city and municipal utilities selected four and had them examined externally. City archaeologists also announced in September 2013 that they would need at least two years for excavations on Maximilianstrasse , as interesting finds can be expected there. In the course of the construction work, the strong arching is also to be reduced and the street is to be repaved to give it a more space-like appearance.

• Wing of line 2: between Moritzplatz and Rotem Tor, the trams run alternately on Maximilianstraße or Königsplatz.
• Division of line 2: Line 2 is divided into two different lines (north and south). The southern line goes back to Haunstetten via Maximilianstrasse, Königsplatz and Konrad-Adenauer-Allee . The northern line goes back to Augsburg West via Rathausplatz, Maximilianstraße, Rotes Tor, Königsplatz and Moritzplatz.
• Ring line : A separate line runs from Königsplatz via Rotes Tor, Milchberg, Maximilianstraße and Moritzplatz back to Königsplatz.
• Wing 6: between the Gärtnerstrasse and Königsplatz stops, the trams run alternately on Maximilianstrasse and the Rote Tor. In December 2014 it became known that this could not be realized until 2020 at the earliest.

Primove project

On May 26, 2010, Bombardier Transportation GmbH and Stadtwerke Augsburg signed a project contract for the use of trams without overhead lines. Bombardier has developed a process called Primove that enables driving without a contact wire. This was tested in the Augsburg trade fair loop, further developed and made ready for series production there. For the test drives on the 600-meter-long trade fair loop, the Variobahn number 4149 of the Rhein-Neckar-Verkehr came to Augsburg, which was leased by Bombardier for this purpose. The project was supported by the Augsburg University of Applied Sciences .

Stadtwerke Augsburg planned to expand Maximilianstrasse without overhead lines. However, the Augsburg tram fleet was just being modernized at the time and retrofitting would have been too expensive. Therefore, the project was stopped again in the planning phase. Alternatively, on May 31, 2012, Bombardier presented vehicles with inductive energy transmission .

Tram Museum

The "Friends of the Augsburger Tram e. V. ”are planning the construction of a tram museum with the support of Stadtwerke Augsburg . The disused depot at Wertachstrasse was initially considered as the location, but it was sold to Auto Frey, who has set up a Mazda Museum there. As an alternative, they wanted to integrate the museum into the existing Augsburg railway park . In the meantime, however, this project was no longer pursued.

Postponed projects

• The project for the construction of three routes from the main train station via Hochfeld to the trade fair or in the opposite direction via Karlstraße to line 1 in the Rathaus-Jakobertor section, and from Lechhausen to the Hammerschmiede.
• A new route over the Leonhardsberg, as a replacement for the guided tour over the steep Perlachberg, for tram types that have since been decommissioned and for the historic trams.
• A new turning loop at the Jakobskirche near the fountain, as a replacement for the dismantled loop coming from the direction of Rathausplatz, as today only the turning loop at the Barfüßerbrücke stop comes from the new Ostfriedhof.
• A turning loop at the bus depot in Lechhauser Straße to turn around early in the event of a fault.
• A break of line 1 at the Schlössle. One part of the line continues to the new Ostfriedhof, or later to the Hochzoll train station and one part of the line goes on a new route to the Hammerschmiede and / or Firnhaberau.
• A ring line in the inner city area
• A museum line with historic trams

Discarded projects

• Ring closure between lines 2 and 3 in Königsbrunn
• Ring closure between lines 2 and 5 at the P + R Augsburg West or at the Klinikum / BKH (technically possible, but not implemented due to subsequent errors in the timing)
• further ring lines at the main station.
• A second turning loop at Theodor-Heuss-Platz in the opposite direction. Ultimately, the new turning loop in Schülestrasse replaced the existing system, which also meant that turning trips to the Rotes Tor depot were no longer necessary. In the course of the second Königsplatz renovation, the loop, which was previously only accessible from Königsplatz, was therefore shut down and dismantled.
• An alternative route through Prinzregentenstrasse to connect lines 3 and 4 between the main station and the theater (in the case of the tram tunnel under the main station, a branch towards Prinzregentenstrasse is still being built as a precaution, in order to possibly implement this project later).
• An alternative route between the municipal utilities and the theater via Karlstrasse, for a connection from lines 1 and 2 to line 4, in order to be able to forego rail replacement services at events on the Rathausplatz, for example Engelssingen.
• A stop in the Pferseer railway underpass with access to the platforms, discarded in favor of the station tunnel.
• Construction of a new depot at the former Augsburg depot , near the Augsburg railway park . Instead, the Rotes Tor depot was renovated and expanded.
• Reactivation of the route via Bahnhofstrasse.
• Extension of line 2 (previously 4) to Königsbrunn.

Others

In March 2011, the Augsburg City Council rejected by a large majority on a proposal from the Greens and parts of the CSU, a ban on advertising for beer to adopt in the Augsburg trams. Such a ban was excessive, it said in the explanation.

See also

• Augsburg city buses
• Mobility hub Augsburg

Trivia

• The departure on Perlachberg (line 1) with a negative gradient of 11% is one of the steepest downhill sections of the track used by trams in Germany. It is thus on par with the tram in Neunkirchen (Saar) (11%), which also drove it upwards.

literature

• Albrecht Sappel: To Königsplatz and back! 100 years of urban traffic in Augsburg . Alba, Düsseldorf 1981, ISBN 3-87094-325-4 .
• Herbert Waßner: 100 years of Augsburg local transport vehicles in the picture . F. d. AS, Augsburg 1998.
• Friends of the Augsburger Tram (ed.): Review of 20 years of "Friends of the Augsburger Tram" . 2009.
• Dieter Höltge and Michael Kochems: Stadtwerke Augsburg - Verkehrs-GmbH. In: Trams and light rail vehicles in Germany. Volume 10: Bavaria. EK-Verlag, Freiburg 2006, ISBN 978-3-88255-391-8 , pages 12 to 66

Web links

Commons : Straßenbahn Augsburg  - Collection of pictures, videos and audio files

• Friends of the Augsburger Tram e. V.
• Stadtwerke Augsburg
• Augsburg City project with mobility hub

Individual evidence

1. ↑ Archived copy ( Memento of the original from May 23, 2012 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. facts and figures 
2. ↑ Archived copy ( memento of the original from July 20, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. 
3. ↑ Archived copy ( Memento of the original from April 3, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. 
4. ↑ DVV Media Group GmbH: Augsburg: The number of passengers increases significantly to more than 60 million . In: Bus & Train . ( busundbahn.de [accessed April 4, 2017]).
5. ↑ The horse tram and the steam train at www.fdas.de
6. ↑ http://www.fdas.de/pages/strassenbahnen/beiwagen/wagen-61-76.php
7. ↑ http://www.tram-augsburg.com/Geschichte
8. ↑ Archived copy ( memento of the original from December 15, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. 
9. ↑ Herbert Waßner: 100 years of Augsburg local transport vehicles in the picture. FdAS, Augsburg 1998
10. ↑ ^{a b c d e f} Albrecht Sappel: Once to Königsplatz and back! 100 years of urban traffic in Augsburg . Alba, Düsseldorf 1981, ISBN 3-87094-325-4 .
11. ↑ http://www.tram-augsburg.com/Geschichte
12. ^ VGA newspaper , issue 3 from September 1990.
13. ^ ^{A b} Dieter Höltge and Michael Kochems: Trams and light rail vehicles in Germany. Volume 10: Bavaria. EK-Verlag Freiburg 2006, ISBN 978-3-88255-391-8 , page 34ff
14. ^ Official website of the Augsburg City project
15. ↑ http://www.augsburger-allgemeine.de/augsburg/Kletterpartie-fuer-Fahrgaeste-id32300047.html
16. ^ Augsburg.de: More trams in the evening , accessed on November 18, 2017
17. ↑ http://www.augsburger-allgemeine.de/augsburg/Stadtwerke-Neuer-Takt-kom-an-id32430492.html
18. ↑ Augsburger Allgemeine : Opening: Europe's first Mazda Museum opened in Augsburg , accessed on August 8, 2017.
19. ^ Line 1, Stadtwerke Augsburg ( Memento of the original dated November 2, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. Retrieved September 26, 2013 
20. ↑ [1]
21. ↑ The tram to Königsbrunn must come from Augsburger Allgemeine from May 9, 2013, accessed on September 26, 2013
22. ↑ City of Königsbrunn: Resolution from the meeting book of the City Council of the City of Königsbrunn from March 24, 2015: Basic decision to extend tram line 3 to Königsbrunn
23. ↑ [2]
24. ↑ [3]
25. ↑ [4]
26. ↑ [5]
27. ↑ Development plan No. 900, City of Augsburg ( Memento from September 27, 2013 in the Internet Archive )
28. ↑ Local transport plan for the local traffic area Augsburg 2015plus, p. 180 Tram destination network Augsburg, accessed on November 15, 2017 ( Memento of the original from August 2, 2016 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. 
29. ↑ Augsburger Allgemeine: Confusion about line 5 . Article of March 21, 2018.
30. ^ Augsburger Allgemeine: Tram: Line 5 should go through Holzbachstrasse . Article dated November 24, 2016, accessed June 17, 2018.
31. ↑ Citizens' Dialogue GoWEST - the new line 5 Summary of the results , accessed on June 17, 2016.
32. ↑ Augsburger Allgemeine: This is how line 5 should run in the future . Article dated December 13, 2014, accessed June 17, 2018.
33. ↑ Augsburger Allgemeine: Will tram line 5 go to Titania in Neusäß in the future? . Article dated December 2, 2016, accessed June 17, 2018.
34. ↑ Augsburger Stadtzeitung: There are still many hurdles for line 5 . Article of April 4, 2018.
35. ↑ https://m.augsburger-allgemeine.de/friedberg/Wie-gut-laeuft-die-Linie-6-nach-Friedberg-id53826701.html
36. ↑ https://m.augsburger-allgemeine.de/friedberg/Linie-6-bis-in-die-Friedberger-innenstadt-Wie-koennte-das-aussehen-id55097026.html
37. ↑ Archived copy ( memento of the original dated February 9, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. 
38. ↑ http://www.augsburger-allgemeine.de/augsburg/Ab-2016-faehrt-die-Tram-durch-die-Maxstrasse-id25165836.html
39. ↑ http://www.augsburger-allgemeine.de/augsburg/Maxstrasse-wird-mindest-zwei-Jahre-spaeter-verbind-id27060512.html
40. ↑ http://www.augsburger-allgemeine.de/augsburg/Neue-Vorschlaege-fuer-die-Tram-in-der-Maxstrasse-id28539377.html
41. ↑ http://www.augsburger-allgemeine.de/augsburg/Stadtwerke-Vorerst-soll-keine-Tram-durch-die-Maxstrasse-fahren-id32377932.html
42. ↑ Contact- wireless energy transmission for trams and light rail vehicles . In: Eisenbahn-Revue International . No. 9 , 2009, ISSN  1421-2811 , p. 118-120 .
43. ^ Catenary-free tram in Augsburg , Stadtwerke Augsburg
44. ↑ http://www.augsburger-allgemeine.de/augsburg/Mazda-Museum-im-ehemaligen-Tramdepot-id17285146.html
45. ↑ http://www.augsburger-allgemeine.de/augsburg/Stadtraete-wollen-keine-Bierwerbung-auf-der-Tram-id14112576.html
46. ↑ http://www.augsburger-allgemeine.de/augsburg/Die-Bierwerbung-bleibt-id14448656.html
47. ↑ https://www.strassenweb.de/augsburg/am-perlachberg-261289.html