Heidelberg tram

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Heidelberg tram
Variobahn on line 23 on the Theodor-Heuss-Brücke
Basic information
Country Germany
city Heidelberg
Eppelheim , Leimen
opening 1885
operator RNV
Transport network VRN
Route length 25.1 km (including 2.85 km RNK)
Formerly the largest
+ 9 km (+ 18 km overland) (all former routes, not rebuilt)
Track length 44.3 km (+ 3.05 km NCR)
Gauge 1000 mm ( meter gauge )
Power system 750 volt DC overhead line
Stops 63
Depots 1
Lines 6th
Line length 41 km
Clock in the peak hours 10 min
Clock in the SVZ 30 min
Cruising speed 17.7 km / h
vehicles 2 GT8 ,
Top speed 70 km / h
Reference year 2017
Network plan
Schematic route network plan (September 2019)

The Heidelberg tram is an important provider of local public transport in Heidelberg . The meter-gauge tram network is via two overland routes operated according to the Railway Construction and Operating Regulations for Narrow Gauge Railways (ESBO), which formerly belonged to the Upper Rhine Railway Company (OEG), which has since been dissolved , also with the Mannheim / Ludwigshafen tram and the Bad Dürkheim – Ludwigshafen railway -Oggersheim linked.

The first electric tram ran in 1901. The tram network has been operated by Rhein-Neckar-Verkehr GmbH (RNV) since 2009 . The network also leads from the Heidelberg urban area to the neighboring communities of Leimen and Eppelheim. The Rhein-Neckar-Kreis pays around six to seven euros per train kilometer for journeys there ; in 2010 it was only 3.40 euros per train kilometer .


Suburban railways

In 1883 the Leferenz brothers received a concession for a local railway from Heidelberg to Schriesheim and on to Weinheim , which they could not realize for financial reasons. In 1887 they sold the concession to Herrmann Bachstein , who had already received the concession for the Mannheim – Weinheim route in 1886 . The central administration for Secundairbahnen Herrmann Bachstein opened this in the same year, followed in 1890 by the Weinheim – Heidelberg route along the Bergstrasse , which leads via Leutershausen , Schriesheim, Dossenheim and Handschuhsheim .

In 1891 the Mannheim – Heidelberg route via Wieblingen , Edingen and Neckarhausen was completed. In 1897 the railway became part of the Süddeutsche Eisenbahn-Gesellschaft (SEG) and in 1911 became the Upper Rhine Railway Company.

1871–1901: horse-drawn tram

Car 13 of the Heidelberg horse tram in the siding at Kornmarkt. (1896)

The history of urban public transport in Heidelberg began in 1871 with requests for a license to build a horse-drawn tram , all of which were initially rejected. Even when the horse-drawn tram opened in neighboring Mannheim in 1878, people in Heidelberg were still rather skeptical. It was not until 1883 that the concession for the horse-drawn tram was granted, but subject to conditions. In March 1885 "the Heidelberger Straßen- und Bergbahn Gesellschaft Leferenz und Co. (HSB) was founded, which immediately began with the construction work and opened the first line from the main station to the market square on May 13th . This followed on September 8th The route from Bayrischer Hof to Römerplatz and on July 22nd, 1886, the route network reaches a length of 3.7 kilometers with the opening of the line from the main train station to Steigerweg. In 1887 the company is renamed the Heidelberger Straßen- und Bergbahn AG . On March 30th, 1890 they opened the first section of the Heidelberg mountain railway.On April 1, 1890, a 6-minute cycle was introduced in Bergheimer Strasse, and exactly eight years later on the route to Rohrbach.

In 1892 the horse-drawn tram carried 934,685 passengers with its 12 closed and 8 open wagons, 37 horses and 33 human employees. Due to the rapidly increasing number of passengers on the horse-drawn tram, there were already considerations from 1895 on building a more powerful electric tram instead of the horse-drawn tram. Again, there were numerous negotiations that delayed implementation.

On February 28, 1900, the city of Heidelberg bought three quarters of the shares in HSB. In 1901, the horse-drawn tram with 45 equestrial and 40 human employees as well as 14 closed and 10 open wagons carried around 1.61 million passengers.

1901–1926: Electric tram

Pedestrians and trams in Heidelberg at Bismarckplatz, looking towards Hauptstraße (Hotel Darmstädter Hof, today Darmstädter-Hof-Centrum) (approx. 1895)

The towns of Rohrbach , Leimen , Nussloch and Wiesloch to the south of Heidelberg also strived for better transport connections, as the Rhine Valley Railway had passed them a long way. The first requests for a license were made in 1886. On June 6, 1900, the Deutsche Eisenbahn-Gesellschaft was granted approval for the Heidelberg – Wiesloch electric tram , the first section of which opened on July 23, 1901, almost a year after construction began on August 1 . She got her car from the local wagon factory Fuchs . The horse-drawn tram tracks between Heidelberg Central Station and the cemetery were also used, which initially led to delays due to the negotiations. For this reason, operations from the cemetery to Kaiserstraße only started on August 22nd, four days later the extension to Bunsenstraße. The remaining section to the station forecourt followed on October 21, 1901.

In the early days, the railway was able to make good profits by transporting stones from the quarry in Nussloch to the cement works in Leimen . This freight traffic did not end until 1918, when the Leimen – Nussloch material ropeway was built for this task .

In March 1902, construction work began on the electric tram in Heidelberg. The first car ran in the same month - from March 16 - between the main train station and the cemetery, as the electrified tram route to Wiesloch could be used here. The construction work on the rest of the route lasted until October. The depot west of the slaughterhouse was handed over on October 5th. The last horse-drawn tram ran on October 6, 1902, and the next day the electric tram service between the slaughterhouse, the main train station and the Karlstor opened in the main street at four-minute intervals. Some of the horse-drawn tram cars continued to be used as trailers for the electric tram; the last surviving horse-drawn tram is now in the Hanover Tram Museum . The horse tram depot between Poststrasse and Römerstrasse was sold in 1903.

Approval for the first extensions followed on October 23, 1903, and construction began on November 16. The section up to Kussmaulstrasse in Neuenheim was opened on March 1st, then on April 30th, 1904 the remaining stretch to the Grüner Hof in Handschuhsheim. It ran on a single track next to the single track of the SEG, as it did in Bergheimer Straße, and ended at today's daycare center in Handschuhsheimer Landstraße. In 1912, the line was moved to Mittelstrasse (today's Steubenstrasse) and led west past the Tiefburg to Biethstrasse. From 1919 the trains ended at the siding at Grahampark south of the Tiefburg.

On July 1, 1905, the Heidelberg - Wiesloch electric tram was acquired by the city of Heidelberg for 1.9 million marks and leased to HSB as the operator. On July 24, 1923, HSB took over the suburban railway - which in 1910 still had a branch line from Rohrbach to Kirchheim - from the city of Heidelberg and paid the purchase price with shares, making the city the majority shareholder in HSB.

Further line extensions followed: On April 30, 1910, the line to Schlierbach was approved, which went into operation on November 1, 1910 after a bus line set up at the end of October 1905 on this line was discontinued due to unprofitability; On November 4, 1912, the approval for the extension to Neckargemünd Hanfmarkt followed, construction of which began on May 15, 1913 and which went into operation on April 1, 1914.

On April 16, 1914, it was decided to build the single-track line to Eppelheim Rathaus, after the city of Heidelberg had been granted the concession on August 9, 1905. The Schlachthaus – Czernystraße line was opened for passenger traffic on June 8, 1914, and the section from Güteramtsstraße (today's Czernyring) to the new freight yard on September 1, 1914, where hospital transports were carried out until June 1, 1915. From January 20, 1919, the tram tracks in the freight yard were dismantled. The construction of the actual route began on July 13th. After the outbreak of the First World War , construction was stopped for the time being, but resumed in November, whereby the line despite the difficult economic situation on 3rd / 4th. April 1919 could be opened.

On November 2, 1914, a "war timetable" came into force.

With 16.7 million passengers in 1919, HSB carried more passengers this year than in previous years. In the previous year there were only 8.9 million passengers.

During the hyperinflationary period, HSB came into such severe economic distress that it completely ceased operations from November 26, 1923 to January 21, 1924. Gradually, HSB then put its route network back into operation. The tracks at Bismarckplatz were rebuilt by April 13, 1924. In autumn 1925 the level before the war was reached again.

1926–1945: Further network expansion

In the following years, thanks to the better financial situation, two more routes were opened:

  • On March 17, 1926, the very controversial line to Wieblingen, which was in direct competition with the OEG, was opened. The OEG offered to electrify the route to Wieblingen and to let the HSB operate its own regular service there until the OEG itself would be able to implement a better connection. However, this was rejected by the city at the request of the Wieblingen residents and the construction of the new route through the center of Wieblingen was decided on September 15, 1921. The building permit was granted on August 10, 1925.
  • On 8./9. April 1927 the overland line from Eppelheim via Plankstadt to Schwetzingen was opened, where there was a connection to the Schwetzingen – Ketsch tram . It was approved by the Baden state on September 13, 1912 and by the citizens' committee on May 14, 1914, and construction began on November 8, 1926.

In the agreement for the incorporation of Rohrbach, the city administration stipulated that it would use the introduction of 7-minute traffic on the electric tram to Rohrbach . This was achieved by setting up line 9 on March 17, 1930, but the line was closed again on February 1, 1931.

In 1928 a 6-minute cycle was introduced on all city lines until shortly before midnight, and a 4-minute cycle on the main road.

Since 1929, the two adjacent single-track lines of the HSB and OEG have been used jointly as a double-track line, but this has not changed the ownership structure. At the same time, a spacious track system was built on Bismarckplatz .

On December 1, 1929, the tram line to the new freight yard was put back into operation, but it was closed again on July 17, 1930.

A carriage of the Heidelberg horse tram driving through Karlstor.

In 1933 the Neckargemünder line was merged with the Wieblinger line as the "Neckar Valley Railway". From December 11, 1936, the line from Karlstor to Schlierbach Bahnhof was double-track.

After construction began on February 10, 1939, the last route before the Second World War was the route over the Hindenburg Bridge (today Ernst-Walz Bridge ) to the surgical clinic, which had opened a month earlier and was used on July 3, 1939, which was used during the war to transport the wounded .

In November 1939, due to the construction of the 656 federal motorway, the tram route to Wieblingen was relocated to Vangerowstrasse in order to reduce the load on the Mannheimer Strasse / Bergheimer Strasse / Bundesstrasse 37 / Bundesautobahn 656 (since 1998 as B 37) junction.

From January 30 to October 6, 1940 and from August 11, 1941 to September 1, 1948, line 3 was closed due to a lack of personnel, as well as from October 27, 1943 to January 19, 1944 and from October 9, 1944 to the Line 1. On March 5, 1944, a shortened Sunday timetable was introduced.

Since the city was largely spared from bombing raids during the war, tram traffic only came to a complete standstill when the Neckar bridges were blown up and the American troops marched in on March 29, 1945.

From May 19, 1945, operations from Franz-Knauff-Strasse to Leimen were resumed, and from May 26, trains to Wieblingen and Plankstadt started running again, and from the following day to Schlierbach. On June 1, the trains to Kirchheim followed, the next day those from Brückenstraße to Handschuhsheim and on September 10 the line to Neckargemünd. After the "Wooden Friedrich" was built by Grün & Bilfinger as a replacement for the blown up Friedrichsbrücke , trains were again able to run between Bergheim and Neuenheim. From December 21st, this was also used by the OEG, which was the first railway in the region to cross the Neckar again. Only the route to the surgical clinic was only reopened on May 23, 1953 - when the new Ernst Walz Bridge opened. For the Handschuhsheim route, wagons were moved to this side of the Neckar before the bridge was blown up.

1945–1962: post-war period

On September 3, 1945, the Heidelberg tram and mountain railway company acquired the Walldorf tram , with which there was never a track connection. This was shut down on August 1, 1954.

At the beginning of the 1940s, the route to Handschuhsheim am Grahampark was interrupted, and from around 1946 it leads around the Tiefburg.

The construction of the “Weststadtring” through Bahnhofstrasse, Römerstrasse and Schillerstrasse began in 1947. It was put into operation in a northerly direction on August 28, 1948, the second track on July 11, 1949. As part of this measure, the second track in the middle of the street in Rohrbacher Strasse was built and put into operation on November 1. On April 1, 1949, the stump tracks on the station forecourt were replaced by a turning loop.

On November 1, 1953, a signaling system was put into operation to secure the single-track section in the main street between Karlsplatz and Neckarhelle.

The relocation of the main train station brought about a major change. Although plans for this were made very early on, construction work did not begin until 1908, but due to the war there were repeated delays and plan changes, so that the new station could only be opened by Theodor Heuss on May 5, 1955 . In the area of ​​the old train station there is now the electoral complex.

The tram connection to the new station is provided by the route through Karl-Metz-Straße, which opened on May 8, 1955, with the stop in front of the north exit that was in operation on December 3, and the one built from March 11, 1956 and on July 1, 1956 opened route from Adenauerplatz through Neue Straße, which was still under construction at the time, today's Kurfürsten-Anlage.

In 1956, HSB took over the site of the old slaughterhouse, which moved to the intersection of Czernyring / Speyerer Strasse near the new freight station and was given a siding there, as a new depot.

Share for DM 100 in Heidelberger Straßen- und Bergbahn AG from November 1960

As an experiment, open-plan cars from Düsseldorf were used from October 6, 1958.

The last new line to be built before the wave of decommissioning in the following years was the 400-meter-long stretch from the surgical clinic (now Jahnstrasse) to the Bunsen grammar school. Before that, on April 25, 1955 - a good week before the surrounding street opened - the Surgical Clinic stop was relocated to the other side of the intersection.

On March 12, 1960, the terminals of the lines to Kirchheim, Leimen and Wiesloch were moved from the old terminal in Bahnhofstrasse to the newly created Wendeschleife at Seegarten (today Adenauerplatz). In the longer term, this should be the new central transfer point in the tram network, as the situation on Bismarckplatz turned out to be unsatisfactory. The necessary branches were created, but never connected to the route in the Kurfürsten complex and a new route through Sofienstrasse.

Also in 1960, the depot was rebuilt in such a way that access is via Karl-Metz-Straße instead of Bergheimer Straße. On December 31, 1961, the wagon hall in Wiesloch was given up.

1962–1982: time of grid dismantling

The sharp increase in car traffic from the mid-1950s also posed problems for HSB. On the one hand, some of the routes were very narrow and prone to accidents, but the number of passengers has now also declined. The Neckar Valley Railway from Karlstor via Schlierbach to Neckargemünd was shut down as the first line on May 27, 1962 and replaced by buses. In 1966 the line to Wieblingen was closed.

On June 30, 1963, the joint traffic with the OEG was expanded: The line from the junction at the Handschuhsheimer Steubenstraße to the city limits of Dossenheim was expanded to double tracks and also used by HSB line 6.

The maintenance hall including the washing facility on the eastern edge of the depot was put into operation on March 10, 1965.

On January 2, 1966, the conductors-less operation began.

The loop at Bismarckplatz was taken out of service on August 13, 1966. Instead, a connection was created from the Seegarten to Bergheimer Strasse (only in this direction); The lines 10 and 11 stopped from now on southwest of the Bismarckplatz at the Hansa-Haus in the Rohrbacher Straße. On May 31, 1968, the loop around the Karlstor was replaced by two butt tracks.

When the timetable changed in December 1968, the stop "Römerkreis Ost" was renamed "Stadtbücherei".

After a fare increase on June 15, 1969, there was a red dot campaign with demonstrations and track blockades. After an announcement of the mayor's crackdown and a two-day shutdown of operations did not end the protests, the fare increase was withdrawn on June 21st. On June 12, 1971, there was another demonstration against fare increases with around 3,000 participants.

In 1970, in the new general transport plan drawn up by Professor Karl-Heinz Schaechterle from Ulm, it was proposed to reduce the tram network to a trunk network. The only thing left to do here was the Handschuhsheim – Leimen route and a branch via the main train station to Eppelheim. The busiest route through the main street to Karlstor was also called into question.

In 1971 the city of Heidelberg had to implement a tough emergency program because the HSB got into a financial crisis that threatened its existence. A heavily thinned-out timetable came into force on September 1st. The route to the Tiefburg in Handschuhsheim was shut down without replacement. At the same time as these restrictions, a tariff increase came into force. Demonstrations against these measures took place from September 1st to 4th, which led to a partial blockade of public transport. On December 5th, the timetable was changed again and some of the deteriorations in early and late traffic were somewhat mitigated.

In the next few years the following routes were closed:

  • October 1, 1972 Rohrbach Market - Kirchheim
  • June 17, 1973 Leimen - Wiesloch
  • January 6, 1974 Eppelheim Town Hall - Schwetzingen

For the last two lines, in addition to the financial situation of HSB, the expiry of the licenses for these lines was decisive. At first the route from Seegarten to Leimen was also abandoned, but this led to protests from passengers and business people along the route. The turning loop and the Seegarten stop were also taken out of service on June 17, 1973. On December 1, 1974, line 2 was again extended by the 390 m long route to Kirchheimer Weg.

A joint tariff of the OEG and HSB has existed in the city of Heidelberg since 1974. In 1975 the holding company Heidelberger Versorgungs- und Verkehrsbetriebe GmbH (HVV) was founded, the main subsidiaries of which are Stadtwerke Heidelberg AG and HSB.

On January 7, 1975, the depot in Leimen was given up, as it had become dispensable due to the closure of the lines to Wiesloch and Kirchheim.

From June 19 to 29, 1975, demonstrations broke out again after the announcement of 25% increases in fares. Among other things, this led to track blockades and hundreds of injuries from the use of water cannons and irritant gas.

HSB type GT6Z tram next to the depot

On June 4, 1976, the busiest tram line from Bismarckplatz across the main street to Karlstor was shut down. This followed the ideas of Professor Schaechterle to convert the main street into a pedestrian zone without a tram. The plan was to replace the tram with an underground means of transport (including a magnetic levitation train ), but that never happened. Instead, bus routes were set up that bypassed the old town, but did not serve the main branch, Hauptstrasse.

From April to June 24, 1978, the track systems at Bismarckplatz were rebuilt, and on July 29, the transfer track north of the bus stop system was put into operation. The new Rohrbach Süd stop was opened on April 21, 1979. On July 20, 1981, line 3 in Leimen was again extended to the cemetery on the remaining track.

1982–1995: First new lines built after the war

In 1982 the supervisory boards of the HVV and HSB voted to keep the tram. The votes each went in favor of the tram. The local council also recognized that the tram in Heidelberg is an indispensable part of local transport in the city.

On August 7, 1982 a test drive with the HSB car 80 to Mannheim and Weinheim took place.

In 1983 a bus workshop was built in the Bergheim depot east of the tram depot.

On August 23, 1984 there was a major fire in the depot. Three six-axle and one eight-axle articulated wagons were destroyed, but only eight-axle wagon 204 was rebuilt. Until the new delivery of eight M8C trams - the procurement of only four vehicles was planned before the fire - there was no sufficient vehicle reserve available, so that individual journeys in the rail replacement service had to be made with buses. In addition, parts of a recently renovated workshop hall and the archive were affected. In the same year, Karl-Metz-Strasse was closed to motor vehicle traffic with the exception of local traffic.

In July 1986 the tracks at the Tiefburg were removed.

From February 1987 to October 30, 1988, Berliner Straße was rebuilt and the local tram route from Bunsen-Gymnasium to the Blumenthalstraße West stop (now the Technologiepark) was extended. In addition, the Czerny Bridge, newly built since April 15, 1985, was opened to traffic on June 29, 1988. The last single-track line in the Heidelberg city area was history. The bridge was only successfully built at the second attempt, because on November 26, 1985, when the bridge was first pushed in, a steel girder weighing 400 mg buckled, lay on the overhead line of the railway systems below and therefore had to be torn down again. The new building cost 28.5 million German marks.

In 1989 the Rhein-Neckar Transport Association (VRN) was finally founded. Since then, a common tariff has applied on all lines in the Rhine-Neckar area. As a preliminary step, there was a community tariff for season tickets.

In 1993 the OEG changed its route via the main train station and Kurfürsten plant to Bismarckplatz. For this purpose, a new line was built, which starts from the direction of Wieblingen shortly before the former OEG freight station - which was partially demolished at the same time -, passes under the Czerny bridge and reaches the existing tram line at the main station. The planning for this route relocation had already started in 1983.


Track plan 2013

On November 1, 1995, the last section of the tram line built since October 1994 through Berliner Straße to the OEG-Handschuhsheim station was opened. After a good quarter of a century, this gap was finally closed.

On May 30, 1999, the Mönchhofplatz and Ladenburger Straße stops were combined to form the Schröderstraße stop.

At the end of 2002, the OEG train station in Handschuhsheim (today the Hans-Thoma-Platz stop ) was expanded to include a butt track, so that line 21 extended from the technology park can start and end here. Since then, there has also been a continuous five-minute cycle on Berliner Straße.

From April 2, 2002 to November 16, 2002 and from August 29, 2005 to September 31, 2007, the eastern route through Neuenheim was renewed, with line 5 being diverted via Bergheimer Strasse and Berliner Strasse and turning from Bergstrasse at Bismarckplatz. Line 21 was omitted during construction.

In August 1996, the local council decided to plan a tram route through Schwetzinger Straße to Kirchheim. In 2005, the then Lord Mayor Beate Weber commissioned a new line to Kirchheim (cemetery), which was put into operation shortly before her end of office and before it was finally completed on December 9, 2006. The new line 26 has been running this route since December 10, 2006. Originally, a connection between Sandhausen and Walldorf was also planned to this line, with a ring closure via Nussloch and Leimen and a connection to the current line 23.Simultaneously with the allocation of the lines 720, 721 and 722 to the Werner bus company, which has been operating since the 9th December 2007 connect the communities in the south of Heidelberg, an extension of the tram tracks of line 26 via Sandhausen to Walldorf was rejected by the Sandhausen town council. The reason given was the incalculable costs for the community.

Since December 9, 2007, Sandhausen and Walldorf have also been connected to the Moonliner every hour on weekends.

On January 16 and 17, 2015, the polarity of the power supply to the Heidelberg network was reversed and thus aligned with the other RNV routes.

Direct connection of the Bergstrasse from Schriesheim to Neuenheimer Feld: on November 26, 2014, the Schriesheim municipal council approved the plans. This extension of line 24 over a section of the OEG at peak times every 20 minutes went into operation on December 13, 2015.

From 2015

Several new construction and renovation projects in the tram network were planned as the "Mobility Network Heidelberg", most of which were implemented:

  • Reconstruction of the Kurfürsten-Anlage Ost (July 2015)
    Expansion of the Kurfürsten-Anlage Ost: This included the renewal of the route between Römerkreis and Adenauerplatz with the merging of the Adenauerplatz and Poststrasse stops to form the new Seegarten stop. The new public transport route can be used by buses in both directions along its entire length. The measure was implemented in 2015.
  • Development of the Neuenheimer Feld ( university ): the route should have been built on short sections without overhead lines in order not to influence measurements by the university institutes; the plan was to use the “ supercap ” trams that had already been procured for this purpose and that can store charge in goldcap capacitors. On June 23, 2014, the Karlsruhe regional council handed over the planning approval decision for the tramway development of Neuenheimer Feld to the city of Heidelberg. On May 11, 2016, the planning approval decision was declared invalid by the Baden-Württemberg Administrative Court.
  • New building Bismarckplatz - Universitätsplatz : The measure could not be implemented within the framework of the mobility network.
  • Reconstruction Leimen - Nussloch - Wiesloch (extension of line 23): This route was not included in the mobility network because the expected benefits in relation to the costs were insufficient.
  • Ride on the day of the timetable change after the Czernyring was renovated, December 9, 2018
    New Bahnstadt building : In the first construction phase, line 22 was relocated from Eppelheimer Strasse to the “Green Mile” in the new Bahnstadt district. In the second construction phase, a connection between the line to Eppelheim and the line to Kirchheim was built in the south of the main station . Construction of the tram in Bahnstadt began in 2016. Both construction phases are to be carried out at the same time. The new route went into regular operation on December 18, 2018.
  • Reconstruction at the main station
    Reconstruction of the tracks at the main station: The stop on the north side of the main station has been expanded to four tracks since May 2018, completely redesigned and opened on September 10, 2019. The preparatory work at the main train station began in May 2018. The main work began at the beginning of the 2018 summer vacation and the four-track stop was put into operation in September 2019.
  • Tram on the new bridge over the A5 motorway between Eppelheim and Heidelberg
    Reconstruction of the Henkel-Teroson-Straße - Kranichweg route (line 22) with barrier-free conversion of the stops in Pfaffengrund and new construction of the bridge to Eppelheim and extension of the double-track route in Eppelheim. This construction measure was carried out parallel to the construction of the new railway city line.

The planning and the planning approval procedure for the route through Neuenheimer Feld were completed. However, a legal dispute was pending between the city of Heidelberg and the university. On May 11, 2016, the Baden-Württemberg Administrative Court ruled that the plan approval decision, which should get the route underway, was defective. The plans were thus declared invalid. Now the planning has to start over. In the case of the old town tram, the city council of Heidelberg has not yet been able to agree on a route. Construction planning could only begin after a corresponding municipal council resolution.

On December 17, 2017, the first construction phase of the Bahnstadt and Pfaffengrund projects was completed with the commissioning of the Gadamerplatz - Eppelheimer Terrasse - Henkel-Teroson-Straße - Kranichweg / Stotz section.


Last functional railcar of type II (railcar 80, built in 1956 by the Heidelberg Waggonfabrik Fuchs) at Bismarckplatz in Heidelberg

At the opening in 1902, three cars, which had been built by the Falkenried vehicle workshop in 1901, were taken over from the Mannheim tram . The first series built by the local wagon factory Fuchs , which differed from the Mannheim wagons mainly in the window layout (Mannheim had the window sequence short - long - long - short, Heidelberg four windows of equal size) was ordered in 1902. Fuchs then remained the sole supplier to HSB until 1958. Like other cities in West Germany, HSB began to modernize its vehicle fleet after the Second World War. Since Heidelberg was hardly a target of air raids during World War II, the Heidelberg trailer , unlike in many western German cities, was not built on the chassis of two-axle vehicles that had been destroyed in the war, but purely new buildings. They were followed in 1956 by the first aid cars, which were supplied as sidecars and railcars. Both vehicle types represented a further development of the war tram car.

From 1960 the first articulated cars were ordered from Düwag in Düsseldorf. There were 13 one- way cars of the unit type Gt6 , which were given the road numbers 201 to 213. As a special feature, cars 209 to 213 for the overland route to Schwetzingen also had doors on the left. In 1968 the first three cars were sold to Mannheim, in 1971 and 1974 the rest to the Mainz tram . There the left-hand doors were locked, after the replacement in Mainz and Mannheim, the vehicles were sold to Gotha (201 and 203), to the Zagreb tram (202) and to Elbing in Poland (all others except 205). Car 205 ended up in a tram museum in Schwerte, after its closure the car was sold to the Arad tram in Romania.

Since Heidelberg had few final loops, three bidirectional cars of the type Gt6Z were purchased in 1964 (214-217). In 1966, eight more articulated cars of this type followed with the numbers 218–225, and in 1968 another series of four vehicles (226–229). The largest single order from Heidelberg to date of 15 vehicles was necessary in view of the expected line closures and the abolition of the turning loops. From 1973, the 230–244 cars released the last one-way cars. They differed in a few details from the previous series. For example, these were no longer designed for sidecar operation and had spring-loaded brakes . For the heavily used line 3 from Handschuhsheim to Leimen, four eight-axle articulated railcars Gt8Z were finally procured in 1975. They were the last two-way wagons of the Düwag standard design.

After a fire in the depot in 1984 and the total loss of three six-axle vehicles (216, 224 and 242) and the severe damage to the eight-axle 204, there was a severe shortage of wagons. The planned procurement of four M8C light rail cars was expanded to eight, which were delivered from 1985 with the car numbers 251-258

MGT6D low-floor car in Eppelheim

From 1995, the HSB also switched to low-floor vehicles, twelve vehicles of the type MGT6D (261-272) were procured. In contrast to similar vehicles in other cities, these have a car front based on the M-car and passenger doors on both sides in the front and rear.

In 2002, the first vehicles of the type were Variobahn of Bombardier in achtachsiger execution delivered, which are designed for bi-directional operation. They have car numbers 273–280. The youngest contingent, cars 3281–3288, was delivered in 2009. These eight new vehicles are equipped with energy storage devices of the MITRAC Energy Saver type, which also enables journeys without overhead lines. This should be of particular importance for the planned new route through the Neuenheimer Feld, as part of the route had to do without contact wires to protect sensitive measuring instruments at the university.

RNV work car 1301 in Ludwigshafen, near the Pfalzbau stop, from an oncoming tram.

The conventional six-axle vehicles remained in service for a relatively long time. After the delivery of the MGT6D, only wagons 214, 215 and 217 were converted into grinding wagons, the former stayed - now with the number 200 - in Heidelberg, the other two went to Mannheim, where they were given the company numbers 1301 and 1302. It was only gradually that the six-axle vehicles of the second and third series were parted with. Car 221 went to Jena as a party car , 223 was scrapped after a serious rear-end collision. The 14 remaining GT6s built in 1973 were combined into seven permanent train sets in the new millennium in order to take account of the increased passenger numbers. They were used on Line 3 until the new Variobahns were delivered. On this heavily used line, operation with the M8C was no longer appropriate for the passenger numbers. The last of these double units left the company in 2010. Fourteen six-axle vehicles of the second to fourth series went to the Schöneicher-Rüdersdorfer tram , where at the beginning of 2019 four cars were still in service and one as a work car. The rest served as a spare part donor or was lost after accidents or the expiry of the deadline.

With the commissioning of the double traction, the M8C switched to Line 4, which previously only ran Solo GT6s and, in some cases, eight-axle vehicles. Line 1 - which established the important connection between Bismarckplatz and the main train station - could now also be served by eight-axle vehicles.

From October 2007 three eight-axle articulated railcars of the OEG (mostly numbers 82, 85 and 87) were on loan in Heidelberg, they were used on line 21. However, they were only suitable to a limited extent for this application, as getting on and off quickly led to delays due to the design with only three access doors during rush hour. It was a temporary solution that has now ended. Instead, today RNV6 of the OEG are regularly used on all lines, i. H. 21, 22, 23, 24 and 26 are used.

The eight M8C were equipped with a low-floor middle section until 2013. Since the two eight-axle vehicles 202 and 204 were withdrawn from scheduled services in 2018, non-barrier-free high-floor vehicles have only been used on Line 5 at peak times.

The different types are currently used as follows:

  • 21 : MGT6D, M8C-NF, RNV6, RNV8
  • 22 : MGT6D, M8C-NF, RNV6
  • 23 : RNV8, MGT6D, RNV6, M8C-NF
  • 24 : M8C-NF, MGT6D, RNV6, RNV8
  • 26 : MGT6D, M8C-NF, RNV6, RNV8

Museum vehicles

In 2004, the Heidelberg Historic Tramway Association was founded in Heidelberg . V. founded with the focus on the preservation of historical tram vehicles. The association is now part of the community of interests for Nahverkehr Rhein-Neckar e. V. risen. Its inventory includes railcar 44 (built in 1925), side car 153 (built in 1928), railcar 80 (built in 1956) and the eight-axle 204 (built in 1975).

Line chronicle

Line network from 1913

Line numbers were first introduced in 1913.

Handschuhsheim - Bismarckplatz - Schlachthof (today's depot)
Central station - Bismarckplatz - Karlstor
Central station - mountain cemetery
Karlstor - Schlierbach
(from 1914) Karlstor - Neckargemünd
Central station - Rohrbach - Kirchheim
Central station - Rohrbach - Leimen
Central station - Rohrbach - Leimen - Wiesloch
(from 1919) Central Station - Rohrbach
(from 1919) Slaughterhouse - Eppelheim
(from 1927) Slaughterhouse - Eppelheim - Schwetzingen
(from 1926) Slaughterhouse - Wieblingen

Line network from 1929

Central station - Bismarckplatz - Karlstor
Handschuhsheim - Bismarckplatz - slaughterhouse - freight yard
Central station - mountain cemetery
Karlstor - Schlierbach
Karlstor - Neckargemünd
Central station - Rohrbach - Kirchheim
Central station - Rohrbach - Leimen
Central station - Rohrbach - Leimen - Wiesloch
Central station - Rohrbach
Bismarckstraße - (via OEG tracks) - Schlachthof - Eppelheim
Bismarckstrasse - (via OEG tracks) - Schlachthof - Eppelheim - Schwetzingen
Bismarckstrasse - (via OEG tracks) - Schlachthof - Wieblingen

The Wendeschleife at Bismarckplatz was opened in 1929. Operation of the route to the freight station was discontinued in 1930. In 1939 line 2A was opened to the surgical clinic. Line 10 was discontinued on October 1, 1945.

Line network from 1946

Central station - Karlstor - Schlierbach
Tiefburg - Bismarckplatz - slaughterhouse
Wieblingen - Bergheimer Strasse - Bismarckplatz AND
Schlierbach - Neckargemünd
Central station - Rohrbach - Kirchheim
Central station - Rohrbach - Leimen - Wiesloch
Bismarckplatz - Eppelheim - Schwetzingen

In 1948, further sections of the route were opened in Weststadt. The lines 6 and 8 drove the local ring Bahnhofstraße – Römerstraße – Schillerstraße – Rohrbacher Straße in the direction of the sun's rotation, the line 3 vice versa. In 1952, the route to the surgical clinic was reopened and served with line 1A.

Line network from 1956

In 1956, the line was opened through the Kurfürsten facility to connect the new main station.

Karlstor - Bismarckplatz - Surgical Clinic (from 1959 to Bunsen High School)
Tiefburg - Bismarckplatz - Bergheimer Straße - Central Station (further than 2K)
Karlstor - Bismarckplatz - Neue Straße (today's Kurfürstenanlage ) - Central Station (more than 2)
Tiefburg - Bismarckplatz - Neue Straße - Bergfriedhof
Wieblingen - Bergheimer Strasse - Bismarckplatz - Karlstor - Schlierbach
Neckargemünd - Schlierbach - Karlstor - Bismarckplatz - Bergheimer Straße - Central Station - Seegarten - Bismarckplatz - Karlstor - Schlierbach - Neckargemünd
Bahnhofstrasse - Rohrbacher Strasse - Rohrbach - Kirchheim
Bahnhofstrasse - Rohrbacher Strasse - Rohrbach - Leimen
Bahnhofstrasse - Rohrbacher Strasse - Rohrbach - Leimen - Nussloch - Wiesloch
Rohrbach Ortenauer Straße - Christ Church - Central Station - Surgical Clinic (from 1959 to Bunsen High School)
Bismarckstrasse - Bergheimer Strasse - Pfaffengrund - Eppelheim
Bismarckstrasse - Bergheimer Strasse - Pfaffengrund - Eppelheim - Plankstadt - Schwetzingen
(from 1959) Bismarckstrasse - Bergheimer Strasse - Wieblingen

With a length of 45.2 km, this was the largest state of the Heidelberg tram network. In 1960, the terminus in Bahnhofstrasse was replaced by a loop at Seegarten / Adenauerplatz.

Line network from 1963

The changes to lines 2K, 4 and 5 took effect when the line to Schlierbach was closed in 1962.

Karlstor - Bismarckplatz - Bunsengymnasium
Tiefburg - Bismarckplatz - Bergheimer Straße - Central Station (more than 5)
(until 1966) Wieblingen - Bergheimer Straße - Bismarckplatz - Karlstor
Karlstor - Bismarckplatz - Neue Straße - Central Station (more than 2)
Handschuhsheim North - Bismarckplatz - Christ Church - Rohrbach - Kirchheim
Seegarten - Rohrbacher Straße - Rohrbach - Leimen
Seegarten - Rohrbacher Straße - Rohrbach - Leimen - Nussloch - Wiesloch
Rohrbach Ortenauer Straße - Christ Church - Central Station - Bunsen High School
Bismarckstrasse - Bergheimer Strasse - Pfaffengrund - Eppelheim
Bismarckstrasse - Bergheimer Strasse - Pfaffengrund - Eppelheim - Plankstadt - Schwetzingen

Line network from 1967

Karlstor - Bismarckplatz - Bunsengymnasium
(until 1971) Tiefburg - Bismarckplatz - Kurfürstenanlage - Hauptbahnhof - Bergheimer Straße - Bismarckplatz - Tiefburg
Karlstor - Bismarckplatz - Bergheimer Straße - Central Station - Kurfürstenanlage - Bismarckplatz - Karlstor
Handschuhsheim Nord - Bismarckplatz - Christ Church - Rohrbach - Kirchheim (from November 1972 only to Rohrbach Ortenauer Straße; from July 1973 to Leimen)
(until July 1973) Seegarten - Rohrbacher Straße - Rohrbach - Leimen
(until July 1973) Seegarten - Rohrbacher Straße - Rohrbach - Leimen - Nussloch - Wiesloch
Rohrbach Ortenauer Straße - Christ Church - Central Station - Bunsen High School
Seegarten - Bergheimer Straße (back via the main station) - Pfaffengrund
Seegarten - Bergheimer Straße (back via the main station) - Pfaffengrund - Eppelheim - Plankstadt - Schwetzingen

Line network from January 1974

Karlstor - Bismarckplatz - Central Station - Bunsengymnasium
Karlstor - Bismarckplatz - Bergheimer Straße - Pfaffengrund - Eppelheim
Handschuhsheim Nord - Bismarckplatz - Christ Church - Rohrbach - Leimen
Rohrbach Ortenauer Straße - Christ Church - Central Station - Bunsen High School

Line network from July 1976

Handschuhsheim Nord - Bismarckplatz - Hauptbahnhof - Bunsengymnasium (from 1988 to Blumenthalstraße West / Technologiepark)
Bismarckplatz - Bergheimer Straße - Pfaffengrund - Eppelheim (from the end of 1976 to 1978 the route Adenauerplatz - Bergheimer Straße - Pfaffengrund - Eppelheim - back via the main station - was used)
Handschuhsheim Nord - Bismarckplatz - Christ Church - Rohrbach - Leimen
(from 1980 from Rohrbach Süd) Rohrbach Ortenauer Straße - Christ Church - Central Station - Bunsengymnasium (from 1988 to Blumenthalstraße West / Technologiepark)

Line network from 1995 to 2006

Bismarckplatz - Hauptbahnhof - Blumenthalstraße West / Technologiepark (from 2002 to Handschuhsheim OEG / Hans-Thoma-Platz)
Bismarckplatz - Bergheimer Strasse - Pfaffengrund - Eppelheim
Handschuhsheim Nord - Bismarckplatz - Christ Church - Rohrbach - Leimen
Handschuhsheim North - Central Station - Christ Church - Rohrbach South
5 R
OEG tour: Weinheim - Handschuhsheim - Bismarckplatz - Kurfürstenanlage (without a stop at Adenauerplatz) - Central Station - Edingen - Mannheim

Line network from December 2006

Tram lines Heidelberg.png
Round trip: Weinheim - Handschuhsheim - Bismarckplatz - Seegarten - Central Station - Edingen - Mannheim - Viernheim - Weinheim
(since June 2016) Bismarckplatz - Hauptbahnhof - Edingen - Mannheim Hauptbahnhof - Ludwigshafen - Maxdorf - Bad Dürkheim (RNV- Express , Sundays and public holidays in the summer months)
Bismarckplatz - Central Station - Handschuhsheim OEG / Hans-Thoma-Platz
Bismarckplatz - Bergheimer Strasse - Pfaffengrund - Eppelheim
Handschuhsheim Nord - Bismarckplatz - Christ Church - Rohrbach - Leimen
(since 2015 in the HVZ Schriesheim - Dossenheim -) Handschuhsheim Nord - Hauptbahnhof - Christ Church - Rohrbach Süd
Bismarckplatz - Montpellier Bridge - Kirchheim

Line network 2019

Tram lines-Heidelberg-2019-01.svg

For the renovation of the main station stop, it is closed for a long time, which led to changes in the line network. Initially, from July 26th, line 5 was diverted via Berliner Straße, line 21 was replaced by line 25 and line 26 was shortened. When the timetable changed in December 2018, the western Kurfürstenanlage was closed, which resulted in the following network of routes together with the commissioning of the route through Bahnstadt:

Round trip: Weinheim - Handschuhsheim - Bismarckplatz - Römerstraße - West Central Station - Edingen - Mannheim - Viernheim - Weinheim
Bismarckplatz - Hauptbahnhof - Edingen - Mannheim Hauptbahnhof - Ludwigshafen - Maxdorf - Bad Dürkheim (RNV- Express , Sundays and public holidays in the summer months)
Handschuhsheim Hans-Thoma-Platz - Technology Park - Römerstrasse - Seegarten - Christ Church - Rohrbach Süd
Bismarckplatz - Seegarten - Montpellier Bridge - Bahnstadt - Pfaffengrund - Eppelheim
Handschuhsheim Nord - Bismarckplatz - Christ Church - Rohrbach - Leimen
(Schriesheim - Dossenheim -) Handschuhsheim Nord - Hauptbahnhof West (and SEV bus to Bergfriedhof or later to Rohrbach Süd)
Bismarckplatz - Römerstraße - Czernybrücke - Bahnstadt - Kirchheim

Present and Future

Line overview

line route
5 Weinheim - Mannheim - Heidelberg - Weinheim: ( OEG )

Weinheim - Viernheim - Käfertal - Mannheim city ​​center - Seckenheim - Edingen - Wieblingen - Central Station - Bismarckplatz - Neuenheim - Handschuhsheim - Dossenheim - Schriesheim - Greater Saxony - Lützelsachsen - Weinheim

21st Bismarckplatz - Central Station - Technology Park - Hans-Thoma-Platz:

Bismarckplatz - Seegarten - City Library - Public Works - Central Station - Depot - Jahnstraße - Bunsengymnasium - Technology Park - Heiligenberg School - Hans-Thoma-Platz

→ Operating time between 7 am and 7 pm, only Mon – Fri

22nd Bismarckplatz - Ringstrasse - Bahnstadt - Pfaffengrund - Eppelheim:

Bismarckplatz - Seegarten - City Library - Ringstrasse - Montpellier Bridge - South Central Station - Gadamerplatz - Eppelheimer Terrasse - Henkel-Teroson-Strasse - Marktstrasse - Kranichweg / Stotz - Jakobsgasse - Eppelheim Town Hall - Kirchheimer Strasse

23 Handschuhsheim - Neuenheim - Bismarckplatz - Weststadt - Rohrbach - Leimen :

Burgstraße - Biethsstraße - Hans-Thoma-Platz - Kapellenweg - Blumenthalstraße - Kussmaulstraße - Brückenstraße - Bismarckplatz - Seegarten - City Library - Roman District South - Christ Church - S-Bahn station Weststadt / Südstadt - Bergfriedhof - Bethanien Hospital - Rheinstraße - Markscheide - Eichendorffplatz - Rohrbach Markt - Ortenauer Strasse - Freiburger Strasse - Rohrbach Süd - cement works - Johannes-Reidel-Strasse - Georgi-Marktplatz - Kurpfalz-Centrum - Moltkestrasse - Leimen cemetery

→ from 9:00 p.m. only from Bismarckplatz, late-night traffic and early weekend traffic until 9:00 a.m. in the direction of Handschuhsheim, served by line 5

24 (Schriesheim -) Handschuhsheim - Technologiepark - Hauptbahnhof - Weststadt - Rohrbach Süd:

(Schriesheim Bahnhof - Schriesheim Süd - Dossenheim Nord - Dossenheim Bahnhof - Dossenheim Süd -) Burgstraße - Biethsstraße - Hans-Thoma-Platz - Heiligenbergschule - Technologiepark - Bunsengymnasium - Jahnstraße - Depot - Central Station - Stadtwerke - Römerkreis Süd - Christ Church - S-Bahn station Weststadt / Südstadt - Bergfriedhof - Bethanien Hospital - Rheinstrasse - Markscheide - Eichendorffplatz - Rohrbach Market - Ortenauer Strasse - Freiburger Strasse - Rohrbach Süd

→ Operation from Schriesheim only in rush hour (6:30 am - 8:00 am and 4:30 pm - 6:00 pm) every 20 minutes

26th Bismarckplatz - Bergheimer Straße - Bahnstadt - Kirchheim :

Bismarckplatz - Old Indoor Swimming Pool - Römerstraße - Adult Education Center - Depot - Czernybrücke - Gadamerplatz - South Central Station - Rudolf-Diesel-Straße - Messplatz - Ilse-Krall-Straße - Albert-Fritz-Straße - Odenwaldstraße - Kirchheim Town Hall - Kirchheim Cemetery

All lines are operated by the RNV. The infrastructure of the tram network (routes to BOStrab) is owned by HSB. Lines 21 to 24 were designated 1 to 4 until the timetable change on December 10, 2006. Line 26 was introduced at the same time, but was previously planned as line 6. Line 5 (formerly OEG) runs on the Mannheim - Weinheim - Heidelberg - Mannheim circuit in both directions. In the cities of Mannheim and Heidelberg it runs on the tram networks. Line 5 runs as a railway on the overland routes. The infrastructure of the railway lines is owned by MVV Verkehr GmbH, which took over MVV OEG AG in full in 2009. Since then, the name OEG no longer exists formally.

Vehicle fleet

The current stock of tram cars of the RNV at the Heidelberg location are currently:

RNV tram cars in Heidelberg
Düwag GT8ZR (RNV 3202) in 2014
Düwag M8C-NF (RNV 3256)
Düwag MGT6D3 (RNV 3265)
Bombardier RNV8 (RNV 3279)
Bombardier RNV8 (RNV 3285)
Düwag GT6 double units (RNV 3299)
Düwag GT8ZR (RNV (3) 204) by Carsten Kruse
  • 2 eight-axle articulated railcars GT8 from Duewag, built in 1975 (only for operational purposes and driving school, one actually museum car, car numbers 3202 and 3204)
  • 8 eight-axle M8C light rail cars from Duewag, built in 1985 and 1986, converted to M8C-NF, numbers 3251 to 3258
  • 12 six-axle low-floor wagons MGT6D from Duewag, years of construction 1994 and 1995, numbers 3261 to 3272
  • 16 eight-axle Rhein-Neckar-Variobahn trains from Bombardier, built in 2002 and 2003 (numbers 3273 to 3280 without energy storage), as well as in 2009 and 2010 (numbers 3281 to 3288 with energy storage)

After their end of use, the last six-axis trucks in Heidelberg were parked in the Ludwigshafen-Rheingönheim depot for a long time, but were handed in or scrapped by January 2019.


The tram route in Leimen, the last section of which had to be closed in summer 2019 due to road damage, is to be renewed.

Discussions are ongoing in Heidelberg about the building of a new depot that has been urgently needed for a long time. In connection with this, there are also considerations about a route to the Patrick-Henry-Village and possibly further to Schwetzingen.

Former plans


  • Dieter Höltge: Tramways and Stadtbahnen in Deutschland , Vol. 6, Baden, Ek-Verlag (Dec. 1999), ISBN 3-88255-337-5
  • Frank Muth: Trams in Heidelberg . Munich 2003, ISBN 3-7654-7197-6
  • Robert Basten and Claude Jeanmaire: Heidelberg trams . Villingen (Switzerland) 1986, ISBN 3-85649-053-1
  • Helmut Röth: On rails between the Odenwald and the Palatinate. Photographs 1955–1976. Ludwigshafen am Rhein, Pro Message publishing house. 2006. 168 pages. ISBN 3-934845-18-5 . 297 old photographs.
  • Verkehrsverbund Rhein-Neckar (ed.): In one line. Railway history in the Rhine-Neckar triangle. Ludwigshafen, Pro Message publishing house. 2004. 112 pages. ISBN 3-934845-17-7

Web links

Commons : Trams in Heidelberg  - Collection of pictures, videos and audio files

Individual evidence

  1. VRN: VRN annual report 2011 on public service obligations according to Art. 7 Para. 1 VO 1370/07. (PDF; 96 KiB) p. 4 , accessed on January 22, 2017 .
  2. VRN: VRN annual report 2012 on public service obligations according to Art. 7 Para. 1 Regulation 1370/07. (PDF; 109 KiB) p. 5 , accessed on January 22, 2017 .
  3. VRN: VRN annual report 2014 on public service obligations according to Art. 7 para. 1 Regulation 1370/07. (PDF; 393 KiB) p. 4 , accessed on January 22, 2017 .
  4. VRN: VRN annual report 2010 on public service obligations according to Art. 7 Para. 1 Regulation 1370/07. (PDF; 71 KiB) p. 4 , accessed on January 22, 2017 .
  5. a b c d e http://www.s197410804.online.de/Zeiten/1850.htm
  6. a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak http://www.s197410804.online.de/ Times / 1900.htm
  7. a b c d e http://www.s197410804.online.de/Zeiten/1933.htm
  8. a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj http://www.s197410804.online.de/Zeiten /1965.htm
  9. a b c d e f g h i j k l m n o p q r http://www.s197410804.online.de/Zeiten/1945.htm
  10. http://www.s197410804.online.de/BILDER/HoelzernerFriedrich.jpg
  11. https://mao-projekt.de/BRD/BW/KAR/Heidelberg_MIE_HSB_Fahrpreiserhoehung_1975.shtml
  12. Press text on polarity reversal ( memento of the original from January 19, 2015 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. on the RNV website @1@ 2Template: Webachiv / IABot / www.rnv-online.de
  13. ^ Local council resolution : Line 24 will in future run to Schriesheim , Rhein-Neckar-Zeitung from November 27, 2014.
  14. ^ Official gazette of the city of Heidelberg, 22nd year, issue No. 26 June 25, 2014
  15. Tram to Bahnstadt: Information on planning. In: heidelberg.de/mobinetz. Rhein-Neckar-Verkehr GmbH and City of Heidelberg, accessed on May 4, 2016 .
  16. https://www.rnz.de/nachrichten/heidelberg_artikel,-heidelberg-erstmals-faehrt-eine-strassenbahn-durch-die-bahnstadt-_arid,324556.html
  17. Ceremonial opening of the new main station stop. Fast and safe on the move on four tracks. City of Heidelberg, September 10, 2019, accessed on September 28, 2019 (German).
  18. On new tram tracks in Heidelberg's southwest. In: heidelberg.de/mobinetz. Rhein-Neckar-Verkehr GmbH and the city of Heidelberg, December 18, 2017, accessed on December 18, 2017 .
  19. http://ww2.heidelberg.de/stadtblatt/2018/stabla_2018_29_umbau_hauptbahnhof.pdf Stadtblatt special supplement "Conversion of the main station station: traffic junction becomes safer and more efficient" July 18, 2018 / week 29 / 26th year