Krefeld tram

Krefeld tram
Type FOC car at the Rheinstrasse stop
Basic information
Country	Germany
city	Krefeld
opening	May 3, 1883
electrification	November 1, 1900
operator	SWK Mobil
Transport network	VRR
Infrastructure
Route length	36.7 km
Gauge	1000 mm ( meter gauge )
Power system	700 volt DC overhead line
business
Lines	4th
Line length	42.9 km
vehicles	15 M8C + 31 FOC
Network plan (as of June 2013)

The Krefeld tram has been the backbone of local public transport in Krefeld since 1883 . After efforts had been made in the 1960s to shut down the tram network , as a result of which many sections of the route were discontinued, new lines were reopened in 1980. On June 9, 2013, however, the one-kilometer section to the former headquarters of Thyssen-Edelstahlwerke was shut down. In the last few years new low-floor wagons of the type Bombardier Flexity Outlook C have been purchased.

Today the meter-gauge network consists of four lines and comprises around 43 kilometers of line length and 36.7 kilometers of route length. 14.8 kilometers of this are laid on a dedicated track and run virtually unaffected by private traffic.

The tram is operated by SWK MOBIL GmbH , a division of the city-owned SWK Stadtwerke Krefeld AG . In addition, the normal-gauge lines U 70 and U 76 of the Düsseldorf Stadtbahn run in Krefeld, which run on the same route in the city center with the help of a three or four-rail track .

history

Horse and steam train

In 1883 the city of Krefeld commissioned the Berlin-based company Eisenbahnbau- und Betriebs-Gesellschaft Reymer und Masch to build a tram network. Within a year it built three meter-gauge steam railway lines to neighboring places and a horse-drawn tram to connect these lines in the city area. On January 1, 1884, the city founded the Crefeld-Uerdinger Localbahn AG and granted it a 40-year concession to operate the trams in Krefeld.

Opening date	route	Art
May 3, 1883	Rheinstrasse - Uerdinger Str. - Kaiserstr.	Steam train
May 10, 1883	Neusser Str. - Hochstr. - Friedrichstrasse	Horse tram
May 11, 1883	Thiergarten - Bockum	Steam train
May 12, 1883	Friedrichstrasse - Sternstrasse - Drießendorfer Str.	Horse tram
June 8, 1883	Bockum - level crossing in Uerdingen	Steam train
June 10, 1883	Drießendorfer Str. - Oranierring	Horse tram
July 25, 1883	Drießendorfer Str. - Hüls	Steam train
September 5, 1883	Train station - Kölner Str. - Fischeln	Steam train
November 5, 1883	Level crossing - Uerdingen, market	Steam train

This network was used by 13 steam locomotives, 30 passenger cars and 13 horse-drawn trams. The depots were located at the intersection of Vinzensstrasse and Kronprinzenstrasse (today Philadelphiastrasse) in Krefeld and Fischeln. A third depot was later opened in Hüls.

Electric tram until the First World War

Since December 15, 1898, the city has been served by Europe's first regular-gauge electric rapid transit railway - the K-Bahn operated by the Rheinische Bahngesellschaft AG . Since this railway was well received, the horse-drawn tram was at its capacity limit and the steam railway was not very popular because of its noise and emissions, the city changed the concession agreement with the operator of the railway on September 13, 1899 so that all lines should be electrified . In addition, six more lines were to be built by July 1, 1902. The original contract stipulated that the company should become the property of the city on December 31, 1942. The local railway became the city's own operation.

As a first step, the Siemens & Halske company built a power station on today's Hansastrasse . This supplied the railway with 550 volts direct current . The overhead lines were manufactured by the Union Electricitäts-Gesellschaft from Berlin. The first test drive on the route between Fischeln and Krefeld took place on October 12, 1900, the regular opening of the first line followed on November 1. The electrification work was finished at the end of 1901. The following routes were newly built by 1904:

Opening date	route
November 21, 1900	Bahnhof - Kanalstr. - Ostwall - Moerser Str. - Moerser Platz
November 19, 1900	Ostwall - Rheinstr. - Kronprinzenstr. - Cracauer Str. - Bismarckplatz
April 19, 1901	St.-Anton-Str. - St. Töniser Str.
September 18, 1901	St. Töniser Str. Train station - Uerdinger Markt
September 22, 1902	Water tower - Gladbacher Str. - Behringshof
July 31, 1903	Bismarckplatz - Hohenzollernstr. - City forest
August 6, 1903	Frankenring - Marktstr. - Karlsplatz - Westwall - Dreikönigenstr. - Alte Linner Str. - Seidenstr. - Dießemer Str. - Oppumer Str.
July 23, 1904	St. Töniser Str.station - St. Tönis

At the end of 1904, a total of six new lines in Krefeld and the surrounding area were operated by Crefelder Straßenbahn AG . They were marked with Roman numerals and colors (colored background).

number	route	Cycle (minutes)
I.	Uerdingen Markt - Bockum - Rheinstr. - Market hall - St. Tönis	15th
Yes	St. Töniser Str. - Market Halls - Rheinstr. - Thiergarten	5/10
II	Hüls - Moritzplatz - Market Hall - Hochstr./Neumarkt - Nordseite station	20th
IIa	Moritzplatz - Markthalle - Hochstr./Neumarkt - Nordseite station	5/10
III	Moerser Platz - north wall - east wall - station north side - Hubertusstr. - District Court	10
IIIa	Stadtwald - Bismarckplatz - Rheinstr. - Ostwall - station north side	10
IV	Slaughterhouse / Bahnstr. - Dreikönigenstrasse - Westwall - Marktstr./Frankenring	10
V	Fischeln - South Side Train Station - Saumstr. - Heideck / water tower - Behringshof	10
VI	Augustaplatz - Martinstr. - Graveyard	10

The network was expanded regularly until 1914. The following sections were added:

Opening date	route
November 16, 1906	District Court - Westparkstr.
April 16, 1908	Oppumer Str. - Oppum - Linn Mitte
May 31, 1908	Linn Mitte - Linn Rheinhafen
December 7, 1909	Moerser Platz - Moerser Str. - Moerser Landstr. - Traar Town Hall
December 7, 1908	Moerser Eck - Hüttenallee - City Forest
October 1, 1910	Heideck - Willich - Schiefbahn
December 8, 1908	Behringshof - steel mill
February 3, 1913	Bahnstrasse - Oberdießemer Str. - Oberdießem
September 26, 1908	Old Cemetery - Heideckstr. - New cemetery

At the beginning of the First World War there were a total of eleven lines in and around Krefeld, which, with one exception, were provided with numbers and identification colors.

number	route	Cycle (minutes)
1	Uerdingen Markt - Bockum - Zoos - Rheinstr. - Market hall - St. Töniser Str. - St. Tönis	10
2	Tiergarten - Rheinstr. - Market hall - St. Töniser Str.	10
3	Hüls - Moritzplatz - Market Hall - Ostwall - Central Station - Königshof - Fischeln	15th
4th	Moritzplatz - Markthalle - Ostwall - Hauptbahnhof - Königshof	15th
5	Frankenring - Westwall - Dreikönigenstr. - Bahnstr. - This one	20th
6th	Frankenring - Westwall - Dreikönigenstr. - Bahnstr. - Oppum - Linn - Rheinhafen	20th
7th	Moerser Platz - Ostwall - Central Station - Tannenstr. - Hubertusstrasse - District Court - barracks	10
8th	Traar - Verberg - Moerser Platz - Ostwall - Rheinstr.	60
9	Stadtwald - Bismarckplatz - Uerdinger Str. - Ostwall - Central Station - Augustaplatz - Behringshof - steelworks	10
10	Deutscher Ring - Augustaplatz - Stahldorf - Willich - Schiefbahn	60
-	Augustaplatz - Martinstr. - Graveyard	Pendulum line without a cycle

From the First to the Second World War

As in other tram companies, numerous men were drafted into the army in Krefeld, so that their posts were taken over by women. In addition, eight wagons were converted for the transport of the sick and wounded. Freight transports were added from 1917. Since this also included the transport of coal, a connection was established between Traar and Moers on February 8, 1918 and a direct connection to Moers-Homberger Straßenbahn GmbH was established . In the west, the connection to the Munich-Gladbach tram (former name of Mönchengladbach ) took place in Schiefbahn . From the time of completion, four steam-powered trains ran on these tracks between Moers, Krefeld, Willich , Munich-Gladbach and Rheydt .

After the end of the war, passenger transport between Krefeld and Munich-Gladbach began on May 19, 1919. However, travelers had to change trains in the wrong way. From November 15, 1920, there was also an electrified line between Krefeld and Moers .

As a result of inflation and the associated bottlenecks in the supply of coal, there were several shutdowns of the transport operations in the post-war years. Traffic was idle between December 21, 1919 and January 12, 1920, January 22 and February 1, 1920, and September 21 and October 15, 1923.

Despite the difficulties, the expansion of the network continued steadily. Among other things, on February 9, 1925, a continuous line was introduced between Krefeld and Munich-Gladbach. On April 1 of the same year, the jointly operated line between the two cities by Crefelder Straßenbahn AG and Moers-Homberger Straßenbahn GmbH started. At the beginning of the 1930s, numerous new routes were added.

Opening date	route
March 15, 1920	Rheinhafen - Reinholdhütte
May 1, 1922	Gladbacher Str. - Lehmheide - Heideckstr. - Water tower - Gladbacher Str.
May 15, 1926	Heideckstrasse - steel mill
May 15, 1927	Uerdinger Str. - Grenzstr. - Oppumer Str.
April 4, 1928	Uerdingen Röttgen - Kurfürstenstr. - Uerdingen train station
April 13, 1930	Uerdinger Str. - Kronprinzenstr. - Voltastr.
April 13, 1930	Friedrichstrasse - Hubertusstrasse
May 11, 1930	Friedrichsplatz - Hubertusstr.
July 30, 1930	Theaterplatz - Carl-Wilhelm-Str. - Lohstrasse - Rheinstrasse
October 12, 1930	Stadtwald - Verberg (on a separate track body)
October 12, 1930	Uerdinger Str. - Victoriastr. - Bismarckplatz
October 12, 1930	Preußenring - Westbahnhof - Frankenring - Lewerentzstr. - Tannenstrasse

In parallel to the new buildings, some routes in neighboring streets were closed. A total of 15 lines with a track length of 68 kilometers were created by October 12, 1930. The identification colors of the lines had meanwhile disappeared:

number	route	Cycle (minutes)
1	Hohenbudberg Church - Uerdingen Train Station - Bockum - Rheinstr. - Market hall - St. Tönis	30th
2	St. Töniser Str. - Obergplatz - Market Hall - Rheinstr. - Bockum - Uerdingen train station	30th
3	Hüls - Friedrichplatz - Market Hall - Ostwall - Central Station - Königshof - Fischeln	15th
4th	Inrath - Friedrichsplatz - Market Hall - Ostwall - Central Station - Königshof	15th
5	Hindenburgstrasse - District Court - Friedrichsplatz - Rheinstr. - Kronprinzenstr. - Voltastr. -That	15th
6th	Reinholdhütte - Linn - Oppum - Voltastr. - Kronprinzenstr. - Rheinstrasse - District Court - Preußenring - further than line 11	30th
7th	Stadtwald - Vluyner Platz - Moerser Platz - Ostwall - Central Station - Tannenstr. - Marktstr. - District Court - Hindenburgstr.	15th
8th	Rheinstrasse - Central station - Stahldorf - Willich church	60
9	Verberg - Stadtwald - Bismarckplatz - Ostwall - Central Station - Steel Works	15th
11	Rheinhafen - Linn - Oppum - Bahnstr. - Central Station - Tannenstr. - Frankenring - Westbahnhof - Preußenring - further than line 6	30th
12	Ruhrort - Homberg - Moers - Kapellen - Traar - Verberg - Stadtwald - Moerser Platz - Ostwall - Central Station	60
13	(Ruhrort - Homberg - Moers - Kapellen -) Traar - Verberg - Stadtwald - Moerser Platz - Ostwall - Hauptbahnhof	60
14th	Rheinstrasse - Hauptbahnhof - Stahldorf - Willich Church - Schiefbahn - Niersbrücke - Munich-Gladbach Hauptbahnhof	60
15th	Uerdingen Bahnhof - Bockum - Grenzstr. - Ostwall - Hauptbahnhof - Lehmheide - Cemetery	15th
16	Central station - Bahnstr. - Grenzstrasse - Rheinstrasse - Nordwall - Friedrichsplatz - District Court - Preußenring - Frankenring - Tannenstr. - Central Station	30th

From 1931 the city of Krefeld was the sole owner of the tram. From August 1st, it traded under the name Krefelder Verkehrs AG , or KREVAG for short . Little by little, routes were discontinued and shortened. On May 15, 1933, the terminus in Fischeln was moved back from the Südschule to Eichhornstrasse. Line 5 was discontinued on October 8 of the same year . Until 1936, traffic on the section between Rheinhafen and Reinholdhütte was still .

There were restrictions due to the war. On October 8th, the joint transport with Moers-Homberger Straßenbahn GmbH ended and the passengers had to change trains in Moers on their way to Duisburg- Rheinhausen. Since private transport had almost completely come to a standstill, the number of passengers rose so enormously that the tram was forced to use old rolling stock again. Freight traffic was also resumed. During the night between June 21 and 22, 1943, the vehicle fleet and route network were severely damaged by an air raid. 49% of all railcars and 22% of all sidecars were destroyed. In a second air raid on January 11, 1945, the restored carriage hall was completely destroyed. On March 2, 1945 operations were stopped when American troops marched in.

post war period

After the end of the war, operations began again on June 25, 1945. Almost the entire network could be used again by the end of 1946, albeit with a reduced cycle rate. Lines 1 , 3 , 5 , 6 , 8 , 12 and 14 ran again until the end of 1949 . From December 3, 1949, the Krefeld trolleybus supplemented the tram, it consisted of a single line with the number 19 and led from the main station to Benrad. On December 15, 1952, the following tram lines were in operation.

number	route
1	Fischeln - St. Tönis
2	Hohenbudberg - Central Station
5	Bockum - stainless steel plant
6th	Hüls - Rhine port
8th	Rheinstrasse - Ostwall - sloping track
9	Verberg - stainless steel plant
10	Verberg - Friedhöfe - Edelstahlwerk (in rush hour)
11	Ice stadium - Westbahnhof
12	Moers - Central Station
14th	M. Gladbach - East Wall - Rheinstr.

Even during this time, the growing competition from private transport made itself felt. Little by little, a number of lines were discontinued and replaced by buses. In order to counter the emerging discussion, an expert opinion on the future of public transport in Krefeld was ordered from Professor Johannes Schlums from the TH Hannover . The report suggested that the tram should be completely stopped and that the omnibus should be used as a replacement. He had come to the conclusion that the train was an obstacle in the public road space and that it would remain so even after renovations. With buses, he further argued, enormous costs could be saved in terms of both personnel and vehicles. Since this result was rejected by the population, Dr. Friedrich Lehner from Üstra prepared a supplementary report, which provided for a reduction to a basic network. It only envisaged the routes Bockum - St. Tönis, Eisstadion - Fischeln, Hüls - Rheinhafen and Uerdingen - Edelstahlwerk. With 25 to 15 votes, the city council decided in 1962 to implement this. The route network thus shrank from 82.7 to 43.2 kilometers. At the end of 1964 the following network was left.

A familiar sight for more than 30 years: Duewag GT 8 (in the Rheinhafen end loop)

number	route
1	Fischeln Cemetery - St. Tönis Wilhelmplatz
2	Ice stadium - main station - cemeteries / DEW operations management
3	Uerdingen train station - Bockum - main train station
4th	Hüls depot - Rheinhafen
5	(Uerdingen Bahnhof -) Bockum - Hauptbahnhof, amplifier line in the HVZ.

In the years that followed, some single-track sections were expanded, but at the same time individual parts of the network were shut down.

In the 1970s, considerations arose for a large-scale S and light rail network in North Rhine-Westphalia . In Krefeld, for example, line K (now the U76) coming from Düsseldorf was to be extended as a north-south route to Hüls and to disappear in a tunnel in the city center (between Kölner Straße and Moritzplatz) . A second, but meter-gauge tunnel section (east - west) was to run as an express tram below St. Anton-Straße and Uerdinger Straße. Both projects have not yet been implemented.

The city of Krefeld has been a member of the VRR since January 1st, 1980 . The tram lines 1-4 became the lines 041-044 .

On December 17, 1981, the first measures for so-called public transport acceleration were introduced in Krefeld. On that day, the automatic route control for all lines was put into operation, which increased the speed of the trams. Lines 042 and 043 on the route between Ostwall and Bockumer Platz were given a traffic light priority circuit, which gives them significant advantages over individual traffic.

The continuation of line 042 to Elfrath took place in two sections: a turning loop was created between Bockum, bathing center and Bockum, cemetery, which still exists today, but is no longer connected to the rail network. The route was continued to Gartenstadt and ended there with a provisional turning loop. From Bockum, Friedhof, the route no longer runs on public roads, but on its own route. The next stage of development was the underpass of the north bypass, which was a considerable construction project, as the north bypass was later to be expanded into a four-lane motorway feeder.

On April 3, 1982 the new line Bockum - Gartenstadt - Elfrath was completely opened. As early as 1980, and 81 new ones were bi-directional vehicles of the type M8 purchased.

In 1990 KREVAG was merged with Stadtwerke Krefeld GmbH.

On May 29, 1994 a new line was opened again. Line 041 has been extended by a few 100 meters and now has a common stop in Grundend with lines U70 and U76 coming from Düsseldorf and Meerbusch . Two years later, on September 6, 1996, the modernized depot was opened on Weeserweg. The cost of the renovation and modernization amounted to around 100 million DM .

In 1997 a new appraisal for the tram was commissioned. This came to the conclusion that the tram lines from Krefeld to Willich and to Moers should be reactivated. The tram should also be extended from Friedrichsplatz via the ice stadium to Benrader Straße , from Wilhelmplatz in St. Tönis to Vorst and in Hüls from the depot to the center of the village. These proposals never got beyond the planning stage.

The transport company was spun off again in 2002 as a subsidiary, SWK MOBIL GmbH .

Current line network

Light rail car M and four-rail track on Ostwall

Transition from three to four-rail track at the Rheinstrasse stop with 6NGTW number 564 and a new glass roof after the 2015 renovation

Departure platform of the final stop of line 044 in front of the car hall in Hüls

The four meter-gauge tram lines run in Krefeld and St. Tönis , two standard-gauge lines run from Düsseldorf into the city. All six run together in the center, on the east wall there are multi-rail tracks .

line	course
041	Tönisvorst-St. Tönis - Krefeld Hbf - Königshof - Fischeln - Grundend
042	Elfrather Mühle - Gartenstadt - Bockum - Krefeld Hbf - Lehmheide - Stahldorf - Edelstahlwerk Tor 3
043	Uerdingen Bf - Bockum - Krefeld Hbf
044	Rheinhafen - Linn - Oppum - Krefeld Hbf - Inrath - Hüls
U70	Krefeld, Rheinstr. - Krefeld Hbf - KR-Grundend - Meerbusch - Düsseldorf Hbf (express service)
U76	Krefeld, Rheinstr. - Krefeld Hbf - KR-Grundend - Meerbusch - Düsseldorf Hbf

On the nights from Sunday to Monday to Thursday to Friday, the tram lines run until around midnight. On the nights from Friday to Saturday and Saturday to Sunday, lines 041, 042 and 044 are in operation until around 3:30 a.m.

Development / fleet of vehicles

On the occasion of the occasion, the Flexity Outlook tram model from Bombardier from Valencia was presented in Krefeld on June 3, 2007 .

In February 2007 it was decided to continue to rely more on the tram than on the bus in the future. In the following years, 100 million euros were to be invested in the expansion and renewal of the rail network. Around half of this is to be used for the purchase of 38 new and modern trams, so that all vehicles will be gradually replaced. An expansion of the rail network is only planned with an extension in Hüls. The route will be kept free for the extension to Willich in the south, but there is no time for the implementation.

In June 2007, the delivery of 19 new trams and an option for a further 19 trains across Europe were put out to tender. The invitation to tender ended at the beginning of December 2007. On December 18, 2007, SWK announced that a decision had been made in favor of the manufacturer Bombardier . Both the Krefeld-Uerdingen- based company Siemens Mobility and the French group Alstom were rejected . The trams are manufactured in the factories in Aachen . The chassis are produced in Siegen . In September 2009 the first of the new trams arrived on Krefeld rails and started passenger service on December 21, 2009. The other 18 vehicles of the type 6NGTW were delivered month after month in pairs until August 6, 2010.

As a result of the renewal of the rolling stock, the last old 8GTW tram was taken out of service on July 15, 2010. This means that only the FOC and M8C trains are still on the road in Krefeld.

Due to the soon necessary renovation and the low utilization of the tram route between Oberschlesienstraße and Tackheide, the section was closed on June 9, 2013. Line 043 has since ended at the main train station. The Tackheide area can only be accessed by the existing bus 054 and the extended bus route 069.

From June 2014 to April 2015 and between August and December 2015 the Rheinstraße stop , the central junction of all tram and light rail lines, was rebuilt. The previous level access has been supplemented by a low-floor center platform for all railways. However, this is not barrier-free for the Düsseldorf light rail vehicles, as they are high-floor. The new glass roof was built over the Rheinstrasse stop between August and December 2015, and the new stop was opened on December 23, 2015. The U70 / U76 has been running back to Rheinstrasse since January 7, 2016 and turning a little north of the Ostwall stop.

During the renovation of the Rheinstr. the trams via Bahnstr., Philadelphiastr. and Rheinstr. diverted and thus the Dreikönigenstr. not served, for the stop Rheinstr. there were replacement stops in Rheinstr. Passengers with destination Dreikönigenstr. could from Rheinstr. or the main train station use numerous buses.

In the course of the new stop, the rail guides were also rearranged - the U76 no longer has its end position in the middle of the stop, but behind the stop between Rheinstr. and St.-Antonstr. At the stop, both systems are now led to the outside of the stop by a track network. Due to the fact that the U76 underground is not designed for low-floor trains, there was great resentment and lively discussions due to the high and therefore not barrier-free entry, which is currently also affecting the planning of the upcoming modernization of the Hauptbahnhof station for the U76 and 044.

Because of the new track layout, the Ostwall / Rheinstr. and Ostwall / St.-Anton-Str. new tracks needed. While this work was carried out between Friday afternoon (May 9, 2014) and Monday morning (May 19, 2014) in a non-stop marathon, in addition to the above-mentioned alternative route over Philadelphiastr. nor the peculiarity that the lines 041 and 044 could not go to their respective other final destination. Since the trains do not use the depot on St.-Anton-Str. could reach, they were on the disused section between the Oberschlesienstr. and the former terminus / Wendeschleife Tackheide.

That was the last active use for this section of the route; in 2016 the connection from the Oberschlesienstr. cut and the switches removed, so that you can only drive to the final stop of the 042 here.

The option of the second series FOC was redeemed, but only twelve more vehicles were ordered. These were delivered between May 23, 2014 and December 11, 2014 and have the car numbers 660 to 671. In the meantime, ten M8C's have been decommissioned. As early as November 2013, the first M8C 848 went to the junkyard, followed by the 849 (March 2014), 846 (June 2014), 832 (November 2014) and 840 (December 2014). In January and February 2015 six M8C's (831, 833, 834, 836, 837, 841) were parked, of which only 834 could be successfully reactivated in February 2016. 836 was handed over to Kempen in the night of October 4th to 5th, 2016, the other four went the way of the old iron in 2017. 833 left the junkyard depot on July 17, 2017, 841 on July 24, 2017, 831 in the third week of December 2017 and 837 on December 27, 2017. In February 2017, M8C 835 and 845 were also parked. As of January 14, 2018, seven vehicles are still active in regular service. Some of the old M8C were modernized in 2019.

statistics

	1906	1911	1928	1937	1951	1970	1996	2007	2018
Railcar	k. A.	77	71	74	57	53	41	39	38
sidecar	k. A.	67	63	61	54	28	0	0	0
Route length (km)	34.03	58.13	70.40	72.76	67.10	41.80	37.70	37.70	36.70
Operating performance (wagon kilometers)	2,972,000	4,040,000	k. A.	5,102,000	5,554,000	2,791,000	2,400,000	2,312,708
Transported people	9,846,000	14,179,000	16,182,000	14,397,000	23,625,000	13,374,000	14,000,000	23,725,000

Web links

Commons : Tram Krefeld  - Collection of pictures, videos and audio files

• Official website of the operator Stadtwerke Krefeld AG
• tramtrack.de Remnants of disused tracks, Rhine-Ruhr-Wupper area
• Tram and bus in Krefeld - current homepage about the whole public transport Krefeld with lots of photos, videos, news, fleet lists and more

Individual evidence

1. ↑ Michael Kochems: 125 years of the tram in Krefeld. In: Tram magazine. June 2008 pp. 14–23.
2. ↑ Anniversary volume "100 years of the electric tram in Krefeld"
3. ↑ tram-info.de
4. ↑ SWK invests 100 million in new trams - February 6, 2007 - SWK press release of February 7, 2007 (see the discussion page for the original text)
5. ↑ SWK tender text for the new trams. Document 2007-136176-EN
6. ↑ Tram production has started, construction takes place entirely in NRW. SWK homepage, archived from the original on March 30, 2010 ; Retrieved March 30, 2009 . 
7. ^ Article of the Rheinische Post: Bombardier builds the railway
8. ↑ The last trip of the 8GTW, Rheinische Post  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.  
9. ↑ SWK Mobil timetable changes , accessed on June 3, 2013