Basel tram

Basel tram
Siemens Combino on line 14 on the Mittlere Brücke
Basic information
Country	Switzerland
city	Basel
opening	May 6, 1895
electrification	since opening
operator	Basler Verkehrs-Betriebe (BVB) Baselland Transport AG (BLT)
Transport network	TNW
Infrastructure
Route length	79 km
Gauge	1000 mm ( meter gauge )
Power system	600 volt DC overhead line
Operating mode	Furnishing operation
business
Lines	13 (BVB: 9, BLT: 4)
Clock in the peak hours	7.5 minutes
Clock in the SVZ	15 minutes
Line network (as of 2017)

The Basler tram network is served by both Basler Verkehrs-Betriebe (BVB) and Baselland Transport AG (BLT)

The Basel tram , usually called the tram there, is the tram system of the Swiss city ​​of Basel . It has existed since 1895 and is now operated by Basler Verkehrs-Betriebe (BVB). These emerged in 1946 from the predecessor company Basler Strassen-Bahnen ( B.St.B. ). The inner-city tram network includes the outer lines Basel – Aesch , Basel – Dornach , Basel – Pratteln and Basel – Rodersdorf , which are licensed as light rail, but Baselland Transport AG (BLT) is responsible for their infrastructure . Some BLT trams run in the city area and BVB trams on the outside routes in Baselland.

The forerunners of the Basel tram were the horse-drawn buses that began operating in 1881 . The first electric tram ran on May 6, 1895, when the line between Centralbahnplatz ( SBB train station ) and the old Baden train station (now Messeplatz ) went into operation. Today the route network covers 79 kilometers. Expansion plans include expanding the existing network by around 14 kilometers.

Lines and operations

See also : Basel tram lines

See also : Former Basel tram lines

Regular operation and night network

The Basel trams run daily from approx. 5 a.m. to 1 a.m. on the following day. During rush hour from Monday to Saturday every 7.5 minutes, on Sundays every 10 minutes. During the off-peak hours, every 15-minute cycle is offered. Different frequencies arise on those sections of the route that are not served by every course, such as between Ettingen and Rodersdorf on line 10. The operational lines also do not run daily during the entire operating time. The lines E11, 17 and 21 are generally referred to as operational lines, the same applies to line 1 on the SBB - Badischer Bahnhof section and line 2 on the Badischer Bahnhof - Riehen border section.

The current tram network in Basel consists of 13 lines, nine of which are served by BVB and four by BLT (as of: 2018 timetable):

operator	line	route	length	Stations	Travel time	opening	last innovation	course
	1	Dreirosenbrücke - SBB railway station (- Badischer Bahnhof )	07.272 km	13 (20)	27/26 minutes	May 6, 1895	June 30, 2001
	2	Binningen Kronenplatz - Eglisee (- Riehen border)	06.009 km	16 (26)	26/31 minutes	April 14, 1897	December 9, 2018 (actually October 22, 2018)
	3	Gare de Saint-Louis (F) - Burgfelderhof - Birsfelden Hard	09.509 km	25th	32/32 minutes	May 10, 1897	December 9, 2017
	6th	Allschwil village - Riehen border	12,592 km	35	40/39 minutes	July 1, 1905	August 1, 2002
	8th	Neuweilerstrasse - Kleinhüningen - Weil am Rhein station / center (D)	10.211 km	30th	34/36 minutes	July 5, 1912	December 14, 2014
	10	Dornach Bahnhof - Ettingen Bahnhof (- Flüh Bahnhof - Rodersdorf Station)	25.974 km	34 (38/40)	62/63 minutes	October 6, 1902	June 30, 2001
	11	Saint-Louis border - Aesch village	14.235 km	34	44/43 minutes	December 7, 1907	October 14, 2002
	E11	Theater - Reinach Süd	11,600 km	29	29/29 minutes	October 14, 2002	-
	14th	Dreirosenbrücke - Pratteln Schlossstrasse	12.811 km	31	38/38 minutes	April 1, 1916	June 30, 2001
	15th	Bruderholz - Messeplatz	05.365 km	21st	17/22 minutes	December 17, 1910	June 30, 2001
	16	Bruderholz - Schifflände	05.484 km	18th	20/21 minutes	May 15, 1930	October 16, 1972
	17th	Ettingen train station - Schifflände (- Wiesenplatz )	12.215 km	18 (26)	34/36 minutes	1st January 1975	October 25, 1986
	21st	St. Johann railway station - Badischer Bahnhof	03.451 km	10	11/11 minutes	February 18, 2002	March 9, 2009

The number of stations in brackets refer to shortened lines.
The information on travel time relates to the longest route on a line. The travel times for the specified travel direction and the opposite direction are shown separately.

On the nights from Friday to Saturday as well as Saturday and Sunday, the BVB and BLT offer a total of four night tram lines , whereby the two BVB lines are operationally linked at Barfüsserplatz, those of the BLT at the theater. There are three courses on each of the two nights, each departing at 1.30 a.m., 2.30 a.m. and 3.30 a.m. from the theater or Barfüsserplatz:

operator	line	route	Stations
	N6	Barfüsserplatz - Riehen border	21st
	N10	Theater - Ettingen train station	15th
	N11	Theater - Reinach Süd	22nd
	N14	Barfüsserplatz - Pratteln Schlossstrasse	20th

Special operation

Operational changes occur at major recurring events such as the Basel Carnival , the Autumn Fair , the Federal Celebration on the Rhine, at FC Basel cup celebrations or during construction sites. Large-scale changes in operation can occur, particularly in the event of events affecting the inner city axis. BVB and BLT are implementing two different operating concepts on the three days of Carnival in Basel alone: ​​each for the “Cortège” on Monday and Wednesday and for the “Gässle” on Monday and Wednesday evening and from Tuesday noon.

During major events, both BLT and BVB use special courses and in some cases offer extended operating hours. For example, on the three days of Carnival in Basel, trams run almost continuously on line 10 towards the countryside and back. Before and after games in St. Jakob-Park, there are also numerous extra tram courses in addition to bus courses; these courses on line 14 usually run between St. Jakob and the Schifflände .

prehistory

Plan by the French firm Féral & von Pirch for a horse-drawn tramway network from 1880.

Basel was the first Swiss city to welcome the railway when on June 15, 1844 the first train arrived at the provisional station on Vogesenstrasse. Ten years later, the provisional Central Station near Aeschenplatz and, in 1855, the first Baden station on the area of ​​today's Messeplatz opened its doors. From the three outlying train stations you could get to the city center on foot, by horse-drawn cart or stagecoach. The horse-drawn carriages can therefore be seen as the historical forerunners of today's tram. However, because of the high prices, this type of transportation was reserved for the wealthier.

After the Basler Droschkenanstalt was founded in 1853, eighteen cabs operated from May 1, 1854. Eight years later, the shareholders sold the company on. The emerging competition between wage-drivers and the cab company was followed by government regulations, which came into force on August 28, 1856. The use of a cab experienced its heyday in the 1860s and 70s. From June 11, 1881, horse busses also ran, in Swiss German - analogous to horse trams - called Rösslitram. They were operated by the Tram-Omnibus Basel company on a rapidly changing network, but mainly on the main line between the city's two most important train stations. However, the company had to contend with financial difficulties during the entire operating time. With the introduction of the tram in 1892, the time of the Basel horse-drawn buses also ended.

Between 1874 and 1882, ten license applications were submitted in Basel, which envisaged the construction of a horse-drawn tram. The projects all envisaged a connection between the Centralbahnhof and the Badischer Bahnhof, and outside branches should also have run to the suburbs. Birsfelden, Allschwil, the then still independent fishing village of Kleinhüningen and the neighboring German town of Sankt Ludwig are mentioned by name.

history

Historic company building on Kannenfeldplatz

Demands for a rail-bound tram arose in the late 1880s. One of the most formative advances was presented on January 24, 1890, this dealt with the construction of an approximately star-shaped tram network starting from the market square. Right from the start, those responsible for the project around the first director of the Birsigthalbahn , John Brüstlein, planned to operate with electricity, but without overhead lines, but with batteries. For the planned network, some far-reaching corrections and new roads would have to be made in Basel's old town. An expert opinion from Zurich commissioned by the Basel government council led to two further formative decisions. On the one hand, the Basel tram should not be in private, but cantonal care from the start. And the line network should follow the existing streets so that a “center point” Barfüsserplatz offers itself.

Since the political circles did not agree on the operating mode, electric versus horse-drawn tram, the execution of the electrically operated tram using overhead lines or accumulators and the priority of the construction itself, the project was delayed at the beginning. Initially, after a resolution passed by a large council, the government expected the opening of a horse-powered tram from the end of 1893 to the beginning of 1894. Since this type of drive was soon viewed as out of date, the original plans were abandoned. In March 1894 the government submitted a project to the Grand Council to build an electric tram, and the first construction work began in the summer of the same year. On March 6, 1895, the Basel tram began operating on the Centralbahnhof - Barfüsserplatz - Claraplatz - Badischer Bahnhof line. Over the next few decades, the network was continuously expanded, with lines also being built to nearby countries and the neighboring canton of Baselland due to the geographic features .

The tram developed into a factor in the social policy of the canton of Basel-Stadt from the very beginning. Workers' subscriptions were introduced just two years after the start of operations, which enabled working men to get to work with little effort and to be present with the family at lunchtime. The tram employees organized themselves into associations from 1896, for example the depot workers (1896), the drivers (1897) or the construction and route workers (1904). A year later, these groups founded an umbrella organization, the "Central Association of Basler Strassenbahn-An Arbeiter". Further associations were formed by the end of the 1920s. As a result of mergers, the cantonal section of the Association of Public Service Personnel, VPOD, and the Neutral Trams Association, or NStV for short, still existed at the Basel trams from 1948.

In July 1905, the trams went on strike for the first time. An internal two-tier system with regard to wages and an annual "test" for second-class employees led to resentment among tram drivers. The lower-classified staff was given a grade at the end of the year. A report was kept of each member, in which misconduct was noted. This list was used to determine grades as well as subjective factors. Thus, the personal impressions of the examiner could ultimately decide on promotion to first class and the associated wage increase. The strike was unsuccessful, and the required reduction in working hours from ten to nine hours a day was not implemented. The two central strike points were not legally changed until 1906 (class model, 9.5-hour day) and 1909 with the introduction of the 9-hour day.

During the Second World War , the cross-border lines were interrupted at the border, with the foreign route sections being operated on a shuttle service. The mobilization led to the fact that for the first time women were employed by the Basel trams as billeteers to replace their men. This with the advantage that the women were already familiar with the company. In order to be able to continue to master the balancing act between work and household, the women worked "half shifts", four instead of the eight hours a day that was usual at the time. Around a hundred volunteers answered the call, but they received neither wages - this was still paid to the men, the women received a daily "needle money" of CHF 1.50 - nor permanent employment.

On April 24, 1947, a tram coming from the SBB train station raced unchecked into a curve in the area of ​​the stops on Aeschenplatz . The motor vehicle collided with an oncoming tram and knocked its trailer off the rails. The second trailer of the accident train derailed, slid across the stop and rammed a tram waiting at the stop. 6 people died on the tram island, 47 others were injured, some seriously.

→ Main article : Basel tram accident

After the Second World War , the cross-border sections (of the tram network at that time, i.e. still without the Birsigthalbahn ) gradually disappeared completely, and in 1966 the Johanniter route also fell victim to the emerging individual traffic. It was initially replaced by buses and two years later by the Basel trolleybus , which supplemented the tram between 1941 and 2008. Ambitious, albeit politically driven, plans called for the underground lines of Greater Basel's inner city to be relocated, and the “ Basel underground ” project failed however, at the enormous costs and the indeterminable risks. The planned closure of further routes was prevented by tram supporters.

Train from two generations of motor vehicles at the Spalentor

In 1974 the four companies Trambahn Basel-Aesch (TBA), Birseckbahn (BEB), Birsigthalbahn (BTB) and Basellandschaftliche Ueberlandbahn (BUeB) merged to form Baselland Transport AG (BLT). Three of the four routes belonging to these companies were connected to the urban network from the start, and in 1984 the fourth was added with the connection to Rodersdorf.

In the future, the Basel network should grow again, both in the city and again in neighboring countries. A total of 19 kilometers of new line will be added. Both tram companies are pushing the modernization of the company and the partly outdated infrastructure. In addition to the commissioning of the electronic passenger information at the turn of the millennium, the design of the stop boards is to be renewed in the future. The stops themselves will all be rebuilt to be handicapped accessible by 2023, and the shelters will be renewed as required.

Network development

Track plan 2013

The “General Trassenbahn-Netz” of the city of Basel in the version from 1913. In comparison, today's network and previously existing sections.

The two main routes in the city center (1895–1897)

Old Badischer Bahnhof - Middle Bridge - Centralbahnhof

The first Basel tram line had its starting point in 1895 analogous to the old bus route at the old Badischer Bahnhof , which was located on the area of ​​today's exhibition center. The line led through Clarastrasse to Claraplatz and from there through Rheingasse. The tram crossed the Rhine over the former Mittlere Brücke , half of which was made of wood and was demolished on May 27, 1903. During the new construction, the tram drove over a temporary facility before the new Mittlere Brücke could be inaugurated on November 11, 1905. On the big Basler Rhine the tram reached the landing stage . From the Schifflände , Basel's first line led through Eisengasse into the city center, via Marktplatz and Barfüsserplatz up the Steinenberg (colloquially also known as Theaterberg ) to the junction at the Handelsbank (later called Bankverein, today renamed Bankenplatz). There the tram crossed the Aeschenvorstadt and drove into the Aeschenplatz , which was originally planned as the location for the Centralbahnhof. The Aeschenplatz was crossed in a right-hand bend, the line continued through the Aeschengraben and flowed from the north into the Centralbahnplatz, the forecourt of the former Centralbahnhof Basel , which was the second terminus.

At a later point in time, the route was relocated in two places: At the Schifflände from Eisengasse to Marktgasse, between Marktplatz and Barfüsserplatz from Gerbergasse to Falknerstrasse.

The former Centralbahnhof is now called Bahnhof SBB, but the old expression is still used in everyday language. The adjacent Centralbahnstrasse and Centralbahnplatz also bear witness to the name. The former main line today forms the backbone and at the same time the bottleneck of the Basel tram network. Lines 6, 14 and 15 run from today's Messeplatz through Clarastrasse to Claraplatz, before lines 8 and 17 are added. After crossing the Rhine over the Mittlere Brücke , lines 11 and 16 also follow at the Schifflände . The Schifflände - Barfüsserplatz section consequently uses seven lines, and line 3 from the Kohlenberg also arrives at Barfüsserplatz. At the adjacent Steinenberg-Gleisdreieck, lines 6, 16 and 17 turn right to the theater , and lines 10 and E11 join from there at the same time. Seven lines (3, 8, 10, E11, 11, 14, 15) use the section from Steinenberg to Bankverein and on to Aeschenplatz. At Aeschenplatz, lines 3 and 14 turn left to Hardstrasse, lines E11 and 15 continue straight ahead towards St. Jakobs-Denkmal and lines 8, 10 and 11 turn right to SBB train station.

Old Badischer Bahnhof - Wettsteinbrücke - Centralbahnhof

On April 14, 1897, the second main line was put into operation to connect the two central train stations in Grossbasel and Kleinbasel . Coming from the old Badischer Bahnhof , the route led straight through the eastern Riehenring, which was then called Bahnhofsstrasse. There the tram turned right into Riehenstrasse, after a left curve it reached Hammerstrasse and finally Wettsteinplatz. Starting from Wettsteinplatz, the tram crossed the Rhine and drove from the north to the Handelsbank, where the line intersected with the first trunk line. The route led straight ahead into the Elisabethenanlage and followed the street to its end. After a short left and right curve, the line reached Centralbahnplatz, the second final stop.

The Wettsteinlinie is often used as an alternative route in the event of closures and disruptions in the city center. Line 2 travels regularly on the SBB - Elisabethen - Bankverein railway station, and line 1 during rush hour. Up to three lines (1, 2 and 15) run from the Bankverein in the direction of Wettsteinplatz.

First lines outside the center (1897–1900)

Claraplatz - Klybeck Castle - Kleinhüningen

At the same time as the Wettstein Line, the section between Claraplatz and Klybeckschloss was put into operation. At Claraplatz, this line branched off from the main line to the north and led through Klybeckstrasse to the Feldbergstrasse intersection. From there, following the Klybeckstrasse, it reached the border to the formerly independent village of Kleinhüningen . A fork led to the new Klybeck depot. From May 16, the route continued via Kleinhüningerstrasse to the Wiesenbrücke bridge, where the center of the village was reached. On September 29th, the last piece went into operation, the village center was opened up. The final stop was then still north of the meadow .

In 1907 the ring was closed by laying tracks through Gärtnerstrasse to Wiesenplatz, where a new depot was built. A connecting track to the existing route was led through Inselstrasse. In 1940 a second ring closure was completed at the terminus at Kleinhüningen near the meadow, which was moved from the right to the left in 1960.

Nowadays, the route to Kleinhüningen is used by line 8, and to Wiesenplatz from Monday to Saturday afternoon also by line 17 of the BLT .

On December 14, 2014, the extended line 8 to Weil am Rhein station (Germany) went into operation.

Missionsstrasse - Barfüsserplatz - Birsfelden

Just one month after the opening of the line over the Wettstein Bridge , the third line between Missionsstrasse and the suburb of Birsfelden in the canton of Basel-Landschaft was put into operation. The newly built west branch branched off to the west at Barfüsserplatz and led up the Kohlenberg to the Lyss. From the Lyss, the line continued through the Spalenvorstadt, past the Spalentor through the Missionsstrasse to its end, where the end stop of the same name was located. The east branch of the third line led from Aeschenplatz in a northerly direction through the St. Albananlage, past the St. Alban-Tor , into the Breite district . Then the Basel tram crossed the canton border for the first time: following the main road, it reached the second terminus, Schulstrasse in Birsfelden.

In 1932 the route in the village center of Birsfelden was extended further to the Hardwald, where it reached today's terminus. Considerations to extend the line along the Auhafen into the industrial area Schweizerhalle were and are, but are not part of the official plans.

On the short section Barfüsserplatz - Lyss, or in its vicinity, are today the St. Leonhard High School , the Leonhardskirche , the Music Academy of the City of Basel and the college building of the University of Basel at Petersplatz . The entire route is part of line 3 and has been used by it since the start of operations. Line 3 is the only one that runs on the Kohlenberg in Basel .

Due to the steep gradient on the Kohlenberg of 7.96% - according to the railway ordinance, a 4% gradient is permitted for new lines, and a maximum of 7% gradient under special conditions - only highly motorized trams are allowed to run on this line.

Barfüsserplatz - Heuwaage - Morgartenring

The fourth line opened on June 1, 1900. Coming from Barfüsserplatz , the route branched off to the right into Steinentorstrasse and led past the theater to Heuwaage. At the Heuwaage, the route went up the Auberg into Austrasse and followed it to the shower bath in the southwest of the city. From the shower bath, the route followed the Allschwilerstrasse to Allschwilerplatz and on to the newly built depot and simultaneous final stop at Morgartenring. The line ended directly at the canton border in the suburb of Allschwil .

The fourth line is now part of line 6 and is only used from the Auberg. Exceptions are courses of other lines that enter the Morgartenring depot; these travel this section either completely from the theater or from the shower bath. The section between the theater and the Heuwaage is used by four lines (6, 10, E11 and 16).

Expansion in the city, expansion to the surrounding area and neighboring countries (1900-1918)

Ship landing - state border - St. Ludwig

The fifth line began on June 30, 1900 at the Dance of Death and was only connected to the Schifflände on September 1 of the same year . The line ran through St. Johanns-Vorstadt past the Johanniterbrücke to St. Johanns-Tor . From there the route ran through the Elsässerstrasse to the state border at St. Ludwig, which at that time still belonged to the German Empire. Three weeks later, the Basler Strassen-Bahnen passed a state border for the first time. The tracks were extended to the German customs station at the level crossing of the Weil - St. Ludwig line . For decades the line 5 respectively. 15 the route until it was exchanged for line 11. However, it has ended at the national border since the 1950s. Another extension to the Saint-Louis station was considered several times, but postponed because of the need to raise a railway bridge. The construction project was only implemented from 2015 .

Schützenhaus - Johanniterbrücke - Badischer Bahnhof

In 1900 the tram route over the Johanniterbrücke was opened, which established a connection between the routes to St. Ludwig and Kleinhüningen. The inner ring was expanded on both sides over the next few years. In the south past the hospitals through Schützenmattstrasse to the Schützenhaus, where a connection to the outer ring and the route to Neubad was created. In the north, the line led via Erlenmatt to Schönaustrasse and along this to the new Badischer Bahnhof.

In 1966, operations on the entire route were completely converted to bus operation. In 2014 an initiative to rebuild a section of the former line, the connection between the Badischer Bahnhof and the Riehenring, the so-called Tramstecke Erlenmatt, was rejected by the electorate, but the rebuilding is still under discussion.

Aeschenplatz - Güterstrasse - SBB train station

The sixth line brought the tram to the Gundeldinger district south of the Centralbahnhof. Starting at Aeschenplatz, the route led into St. Jakobsstrasse, up to the monument to the Battle of St. Jakob, and turned there in a slight right-hand bend into Münchensteinerstrasse. Following this, the track field of the Swiss Central Railway was crossed via Münchensteinerbrücke and the Gundeli was reached. The line led through Thiersteinerallee in a right curve to Tellplatz and into Güterstrasse, at the end of which was the first terminus south of Centralbahnhof. The line was later expanded, after a right turn over the Margarethenbrücke and another right turn near the market hall to the SBB train station.

The former line 5 ran the entire route between St. Ludwig and Güterstrasse. Today the section from Aeschenplatz is used by lines E11 and 15, before BLT lines 10 and 11 come from the train station and all lines cross the Münchensteinerbrücke. After the bridge, the E11 and 15 lines again travel alone to Thiersteineralle, where the Bruderholz lines 15 and 16 alternate. The Güterstrasse section is used by the E11 and 16 lines. Line 2 is then added and all three lines cross the Margarethenbrücke. Lines E11 and 16 drive down the inner Margarethenstrasse to Heuwaage, while line 2 turns right and goes together with lines 1 and 8 to the SBB train station.

Austrasse - Wielandplatz

On the Heuwaage - Morgartenring route, a ghost route branched off twice in the history of the Basel tram at Austrasse . Both times, a double lane through Schützenmattstrasse and Weiherweg with the final stop on Wielandplatz was built as a temporary measure. From mid-May to mid-October 1901, the national trade fair was held on the outer rifle mat. From July 5 to 9, 1912, the 56th Swiss Federal Gymnastics Festival took place on the Schützenmatte, at which 15,000 gymnasts and 10,000 visitors were present. After both occasions, the tracks were dismantled again.

Münchensteinerbrücke - Dreispitz - Dornach

→ Main article : Basel – Dornach railway line

In 1902 the next section was opened. It branched off from the Münchensteinbrücke to the Dreispitz , from there along the Jura Railway across the canton border through the Neuewelt area to Münchenstein . Several engineering structures were necessary because the route crossed the Jura Railway twice and crossed the Birs . From Münchenstein the line continued to the higher village of Arlesheim and from there finally down to Dornach train station in the canton of Solothurn. After the station, the line led to Dornachbrugg in the center of the village, where the line had its final stop.

The entire route of the suburban railway from Dornach to the Münchensteinerbrücke and from there to Aeschenplatz was used by the Birseckbahn . The short section between Dornach train station and Dornachbrugg was later canceled.

Today, BLT lines 10, 11 and E11 travel the route from Münchensteinerbrücke to Dreispitz, where a new tram depot has been built. Immediately afterwards, lines 11 and E11 branch off, while line 10 serves the entire route between the junction at Dreispitz and Dornach .

Margarethenbrücke - Brausebad - St. Johann

In 1903 and 1904 a line was built between the SBB railway station and the Lysbüchel, which was laid out as an outer ring and connected the districts of Bachletten , Gotthelf , Iselin , Am Ring and western St. Johann to the network.

It led at the market hall to the west over the stone viaduct along the stone ring to the Schützenhaus and on to the shower bath, where the route crossed the Allschwil line. From there the line continued to Burgfelderplatz and at this point crossed the route to the Burgfelden border. The line continued to Kannenfeldplatz and St. Johann train station . Finally, the line merged south in the Lysbüchel into the line to the border at St-Louis. In 1935 the route was relocated, after the St. Johann train station it led through Voltastrasse to Voltaplatz. In 1963 there was another change, the Kannenfeldplatz - Voltaplatz section was relocated to Gasstrasse and the St. Johann train station was no longer served. The last change to date was made in 2009, when the section was relocated to the state in 1935 and thus with the renewed connection of the St. Johann train station.

The section from the market hall to the Schützenhaus is now used by lines 1 and 8, where line 8 branches off in the direction of Neubad. Line 1 travels the entire route to St. Johann station alone. In addition to line 1, the last section to Voltaplatz is also used by operational line 21.

Morgartenring - Allschwil

In 1905, the line was extended from the previous Morgartenring terminus beyond the canton border to Allschwil. The route followed the main road, along the village church and the brickworks to the old village center and has always been used by line 6.

There were and are considerations to build a connection from the brickworks along the Letten district to the nearby terminus of line 8 at Neuweilerstrasse, with which line 8 could be extended to Allschwil Dorf.

Münchensteinerstrasse - Ruchfeld - Aesch

→ Main article : Basel – Aesch railway line

The overland route to Münchenstein , Reinach and Aesch was built from 1906 and went into operation on December 7, 1907. From 1926 on, the line was continuously expanded to double-track, curiously, however, the last single-track section was not eliminated until 2000 when it was replaced with a loop of track.

The line has always been served by the Basel-Aesch tramway as line 11 and ended at Ruchfeld with the Basel-Dornach railway line . The suburban railway also ended on Basler Boden at Aeschenplatz . When the BLT was founded, line 11 was automatically transferred to the transport company. In addition, the E11 service line serves the section to Reinach Süd on weekdays.

Old Badischer Bahnhof - Riehen village

In 1908, after Kleinhüningen , Riehen, the second municipality in Basel, together with Basel itself, was opened up by tram. The original route led from the old Badischer Bahnhof over the Riehenring through the Iststeinerstrasse to the Schwarzwaldallee. From there she followed along the Eglisee, the long alders, the Bäumlihof and the Habermatten to the center of Riehen. In 1913, the Iststeinerstrasse section was closed when the new Badischer Bahnhof was put into operation and relocated to Rosentalstrasse.

Line 7 used to run to Riehen, now the route is used by line 6. During rush hour, a few lines on line 2 also run to Riehen Dorf, while line 2 already turns regularly in Basel at the Eglisee.

Lysbüchel - Hüningen

From 1910 a branch line branched off at Lysbüchel, just before the state border near St. Ludwig, crossed the tracks of the industrial railway of the Sandoz chemical plant, and led across the border to Hüningen into the German Reich. There the route ended at the train station. After the First World War , Hüningen passed to France and the village was renamed Huningue .

The route was discontinued and canceled in 1961, today a bus line operated by the Alsatian Distribus operates on the former route.

Riehen village - Riehen border - Lörrach

→ Main article : Lörrach tram

In 1914 the line was extended from the village center to the state border. The relocation of the tracks in the German border community of Lörrach could not be realized until 1919 due to the First World War, despite the completion of the planning.

The extension led from the village church of Riehen along Weilstrasse and Lörracherstrasse to the state border. The final stop Lörrach (train station) was reached via the stops Stetten Grenz - Stetten - Imbachstraße - Baumgartnerstraße - Marktplatz. Cross-border operations ceased during the Second World War . In 1967 the tram operation in Lörrach was converted to bus operation.

The route to Lörrach was driven away from line 6 from the start. This is still the case today on the existing route on the Swiss side.

Thiersteinerallee - Jakobsberg - Bruderholz

In 1915, Basel's local mountain, and with it the Bruderholz district, received its first tram line. This led through the Thiersteineralle past the Heiliggeistkirche , turned left into Gundeldingerstrasse and led steeply towards Jakobsberg at Leimgrubenweg. From there, the route wound up in a narrow and steep S-curve up to the Bruderholz.

The route was used by line 15 from the start, but the lines changed several times over the years. With the commissioning of the second Bruderholz route, a ring was closed, which is why there is no turning loop on the Bruderholz as a special feature .

Nowadays the section is used by line 16, which then becomes line 15 on the Bruderholz and goes down the western section. Conversely, line 15 on the Bruderholz becomes line 16. Such a line change will only take place one more time on the Dreirosenbrücke , where lines 1 and 14 alternate.

Aeschenplatz - St. Jakob - Muttenz - Pratteln

→ Main article : Basel – Pratteln railway line

In 1916 the St. Jakob area was opened up. The route branched off to the right at Hardstrasse north of Aeschenplatz and led via Sevogelplatz and the Zeughaus down to St. Jakob, where today there are spacious sports facilities, including the home stadium of FC Basel , St. Jakob-Park . In 1921 the line was extended to Muttenz , and a year later to Pratteln .

From the beginning there were expansion plans which provided for an extension of the line to the canton capital Liestal and even as far as Sissach , but all of them were discarded.

The route was used by the Basellandschaftliche Ueberlandbahn from the time it was founded , and with the establishment of the BLT it changed operationally to BVB. Initially, line 12 served the route to St. Jakob. Later, a unique vehicle drove the section on the extended route to Muttenz and Pratteln ; the line 12/14/22. This used a different line number depending on the end point.

Today the entire route is used by line 14, the section in the area of ​​the canton of Baselland on behalf of the BLT. There were considerations to hand over the operational line 14 to the BLT, but this has never been implemented so far.

Expansion after the First World War (1918–1934)

Schützenhaus - Neubad - Neuweilerstrasse

In 1919 a section was opened which opened up the Neubad district in Basel. This route branched off to the left at the Schützenhaus and followed the Schützenmatte to Neubad . In 1926, it was extended to today's end point, Neuweilerstrasse.

From the opening, the section was used by line 18, today line 8 operates there.

An extension to the Letten district in Allschwil is planned as part of the 2020 tram network, an extension to the center of the village of Allschwil is also being considered as part of the considerations.

Missionsstrasse - Burgfelden border

After the stretch from Missionsstrasse to Kannenfeldpark , at that time still a cemetery, was extended in 1906, the stretch was built in 1930 to close to the state border. Line 3 took over this section in full and continues to use it unchanged today.

The extension of the line from the final stop at Burgfelden Grenz to St-Louis train station in France was built between 2015 and 2017 and will go into operation in December. This means that the Burgfelderhof areas in Basel and the Bourgfelden district will be connected to the Basel tram network.

Bruderholz - Wolfsschlucht - Tellplatz

The ring route over the Bruderholz was completed in 1930 with the construction of the western route. It led from the Bruderholz through the Wolfsschlucht in relatively tight bends down to the Bruderholzstrasse in the Gundeldinger district and from there straight on to Tellplatz.

The route is now served by line 15, previously lines 16 and 26 operated there.

St. Johann - Dreirosenbrücke - sample fair

With the construction of the Dreirosenbrücke in 1934 , a connection was created between the St. Johann quarter and the Badischer Bahnhof, which was planned years before the bridge was built. From Voltaplatz the route led over the new bridge, crossed the line to Kleinhüningen and led through Brombacherstrasse. After a right-hand bend, the route led on the Riehenring to the old Badischer Bahnhof, today's Messeplatz. This closed the last section on the outer ring.

Today the route is used by line 1/14 and operational line 21 on the entire section.

Margarethen - Binningen

In 1934 the Dorenbach Viaduct was inaugurated. A new tram line led from Margarethen to the right on the viaduct, crossed it and then turned left to Binningen , where the route led through the main road to Kronenplatz and found its final stop.

The turning loop used to be in a roundabout, which led to problems, especially in times of heavy traffic. In 2008, the loop was moved a few hundred meters to the east in order to simplify traffic on Kronenplatz. The route was previously served by line 7, today line 2 operates.

Tunnel plans in the city center, conversion to bus, discontinuation of international routes (1934–1984)

After 1934, the Basel tram network did not experience any major expansions. The cross-border lines to Saint-Louis (1957), Huningue (1961) and Lörrach (1967) have been abolished and switched to bus service. The route over the Johanniterbrücke experienced the same fate in 1966, and two years later there was a changeover from car to trolleybus . Already in the 1950s there were plans to convert the Barfüsserplatz - Burgfelden Grenz branch into bus service. However, these were never realized.

As part of the overall traffic plan for the city of Basel, it was planned to move certain sections of the route underground as a subway.

In its complete execution, the underground railway network would have formed an approximate triangle with various outer branches. The ring Barfüsserplatz - Schifflände - Claraplatz - Messeplatz - Wettsteinplatz - Aeschenplatz - Barfüsserplatz would have run completely underground, with the exception of the section over the Wettsteinbrücke itself. To the outside, the routes Barfüsserplatz - Music Academy, Schifflände - St. Johanns would be -Tor, Claraplatz - barracks, Messeplatz - Hirzbrunnen, Aeschenplatz - Hardstrasse / Denkmal / Aeschengraben and Theater - Heuwaage run in tunnels, with ramps at the end of the respective branches. The section Brombacherstrasse - Messeplatz, which still exists today, would have been completely closed.

In 1963 the route was relocated, the section between Kannenfeld- and Voltaplatz was relocated to Gasstrasse and thus no longer led directly past St. Johann station. This route was restored to its old condition in 2009, and the tracks were again removed from the Gasstrasse.

Integration of BTB and renewed expansion abroad (since 1984)

Hay scales - Rodersdorf

→ Main article : Basel – Rodersdorf railway line

A major innovation took place in 1984 when the BLT railway line to Rodersdorf - which had been known as Line 17 since 1974 - was connected to the city network. For this purpose, a connection to the tram network was built at the Heuwaage. Since then, new connecting arches at the theater have also enabled continuous tram operation between the Rodersdorfer and Dornach routes. This created the new diameter line 10. The line 17 now operates as an operational line between Wiesenplatz and Ettingen, also beyond its former main line. The Leymen train station is located in France, so that foreign countries can be reached again.

SBB railway station - Peter Merian - Münchensteinerbrücke

In 2001, a new tram route was opened in Basel for the first time in around 65 years. With the redesign of the Centralbahnplatz, the suburban lines from the Birsigtal and Birseck, lines 10 and 11 of the BLT, should also run through the station.

For this purpose, a new line was built which branches off to the south at Centralbahnplatz, leads through Centralbahnstrasse and then leads on its own route on the edge of the track hall and the east entrance of the station on a viaduct to the Münchensteinerbrücke. A new Peter Merian stop was built on the viaduct , which offers a direct connection to the newly built Peter Merian and Jacob Burckhardt houses , which include the law faculty of the University of Basel and part of the Northwestern Switzerland University of Applied Sciences .

Kleinhüningen - Weil am Rhein

Extension of tram line 8 to Weil am Rhein in Germany.

From the end of 2008 to mid-2014, the extension of line 8 to Weil am Rhein was the first construction of a cross-border tram route in Europe after the Second World War. The costs, including two newly built bridges, amounted to CHF 104 million . At the beginning of 2008, the financing partners agreed that 77% of the costs would be borne by the Swiss state and the canton of Basel-Stadt . The rest was borne by the Basler Verkehrs-Betriebe (BVB), the state of Baden-Württemberg and the city of Weil am Rhein , among others .

The route leads from the Gärtnerstrasse straight on over the Gärtnerstrasse bridge and the Kleinhüningeranlage, crosses the port area on three further newly built bridges, the port canal of the port basin 2 and finally reaches the border between Germany and Switzerland at the border crossing Basel / Weil- Friedlingen . There is the Weil am Rhein Grenz stop, which is only served in the direction of Basel . The trams are legally considered to have entered Switzerland when the first door is on Swiss territory. This enables customs controls even though the rest of the vehicle is still on German soil.

On the German side, the route runs along Zollstrasse past the Rhein Center and then turns right into Hauptstrasse. After crossing the Friedlingen district, the line crosses the track field of the Rheintalbahn and finally ends after the Weil am Rhein Bahnhof / Zentrum stop in a turning loop at Weil (Rhein) train station .

The German section is operated according to the Tram Construction and Operating Regulations (BOStrab). This required, among other things, the retrofitting of the vehicles with brake lights and hazard lights and the appointment of an own operations manager. Another difference to the Swiss network is the lack of priority, which requires security with St. Andrew's crosses .

The first test drives took place on September 29, 2014. The official inauguration took place on December 12, 2014, while the scheduled operation for the timetable change began on December 14, 2014. Every second course on line 8 was extended from Kleinhüningen to Germany, so that there was a 15-minute cycle. The cycle was tightened in several steps in 2015: BVB introduced the 7.5-minute cycle on Saturday afternoons as early as January 2015, and from Monday to Friday afternoons for the official timetable change in December 2015. At the same time, the general quarter-hourly service was introduced in the evenings.

The German severely disabled ticket is valid from Weil to Claraplatz .

A planned extension of the route within Weil am Rhein to Läublinpark (and possibly to the Vitra Campus) will not be pursued for the time being due to a lack of finances, but will nevertheless be implemented in the future.

Burgfelden border - Saint-Louis

Extension of tram line 3 to Saint-Louis, France.

From 2015 to 2017 a connection with Saint-Louis was established through the Bourgfelden district. This is the first time that line 3 has been running a new route since 1930, and for the first time in 60 years Basler trams are running again in France (if you don't count BLT line 10 via Leymen ). The first construction work on the French side began on April 22nd, 2015. The new route leads through areas that are difficult or impossible to reach by public transport. The restoration of the former line 5, as it had existed for around 50 years, is not planned.

On September 10, 2015, the Swiss Federal Office of Transport issued the building permit for the section on Swiss soil between today's final stop at Burgfelden Grenz and the national border. Construction work on the approximately 500-meter-long Swiss section began as planned in autumn 2015, with the groundbreaking on November 23. The Swiss section with the new turning loop at the national border went into operation on July 31, 2017. The French section was opened with a celebration on Saturday, December 9, 2017, one day before the actual timetable change.

The new line leads from the former terminus at Burgfelden Grenz , now known as Waldighoferstrasse , to the Burgfelderhof border crossing , where a new turning loop was created. The previous turning option at the Burgfelden Grenz stop has been removed . Four new stations were built in St-Louis , with these being served by every second route on Line 3. Immediately after the border, the new line passes the Pfaffenholz sports center, first on the southern, then eastern edge and reaches the first new stop on French soil, Saint-Exupéry, near the local school center and swimming pool. Via rue du Dr. Marcel Hurst and Rue Jean Mermoz, which runs parallel to Flughafenstrasse, the line continues to Place Mermoz , where there is a stop of the same name. Via Avenue Genéral de Gaulle, line 3 crosses Flughafenstrasse and reaches the Soleil stop at the intersection with Boulevard de l'Europe . Line 3 runs along Boulevard de L'Europe over a still undeveloped area, the future Quartier de Lys. Via Rue Alexandre Freund, the line finally reaches the current final stop Gare de Saint-Louis on the west side of the station of the same name, where a Park + Ride facility will be built by spring 2018. The first tracks for the future planned northern continuation towards EuroAirport have already been laid and run along the car park.

Reversible loops

There are 33 reversible loops on the Basel tram network , not counting the internal depot reversing options. Outside Basel, the loops Aesch Dorf, Allschwil Dorf, Binningen Kronenplatz, Birsfelden Hard, Dornach Bahnhof, Ettingen, Flüh, Muttenz Wartenberg, Pratteln Dorf, Reinach Süd, Riehen Grenz, Rodersdorf, Gare de Saint-Louis and Weil am Rhein Bahnhof are in regular operation / Center used. In Basel itself, these are the SBB train station, Badischer Bahnhof, St. Johann station, Burgfelderhof, Eglisee, Riehen Dorf, Neuweilerstrasse, Schifflände, St-Louis Grenz and Wiesenplatz.

Line 8 in Kleinhüningen does not serve a turning loop in the actual sense, but runs counterclockwise via Ciba - Wiesenplatz - Kleinhüningen - Inselstrasse - Ciba. In 2014, the Weil am Rhein Bahnhof loop was created at the new terminus of line 8.

Lines E11 and 15 each run a larger circuit across several stations in the city center in only one direction of travel. Lines 1/14 and 15/16 exchange numbers at the terminus Dreirosenbrücke and Bruderholz, respectively; there is no turning option there.

Loops on the entire network can be found in Arlesheim Dorf, Basel Aeschenplatz, Basel Heuwaage, Basel Jakobsberg, Basel Morgartenring, Basel MParc, Basel Schänzli, Münchenstein Dorf and Reinach Surbaum.

Former reversible loops were located in Basel at the Burgfelden Grenz stops, now known as Waldighoferstrasse, and the so-called Rosental loop on the exhibition grounds. Outside the city, there was a turning loop at the Muttenz Dorf stop; this was removed in 1997 and replaced by the Wartenberg loop located in the open field.

Future plans

Since the tram network has not undergone any major changes for many decades, but the city and the surrounding area have changed significantly in some cases, considerations for numerous new trampoline projects have come about. The government of the canton of Basel-Stadt had commissioned a study on future network design, which was published under the name “Tramnetz 2020” and which takes up some of the ideas that have been required for a long time. In addition, further project ideas are listed in the structure plan of the canton of Basel-Stadt.

Network optimizations

• Relief of the inner city axis : In the inner city, the busy axis between Bankenplatz (Bankverein station), Barfüsserplatz, the Schifflände and Claraplatz is to be relieved through additions.
• Unbundling of central nodes: The tram node Bankenplatz and the SBB train station are to be unbundled , Aeschenplatz is to be redesigned for greater security and clarity. The unbundling at the Bankverein station is achieved by strictly crossing the lines in the direction of Steinenberg / Aeschengraben with those in the direction of Elisabethenstrasse / Wettsteinbrücke. Lines that turn, like line 15 today, should no longer exist in regular operation. At the SBB train station , the line 8 will no longer run via Aeschengraben to Aeschenplatz, but via Elisabethenstrasse in the direction of Bankverein.

Route relocations

• St. Johanns-Vorstadt: Today's route in St. Johanns-Vorstadt would be relocated to Spitalstrasse.
• Austrasse: In order to be able to form a tram junction Schützenhaus , line 6 would be routed from the Schützenmattstrasse stop to the Schützenhaus. The tracks in the Austrasse between the Brausebad and Schützenmattstrasse stops would either be canceled or retained as service tracks.

New lines in the city

• Petersgraben: The route through the Petersgraben would on the one hand represent a diversion option in the event of route closures, and the inner city axis could be relieved permanently by relocating one or more lines. The new line would branch off at Lyss (Universitätsspital station on line 3), pass the University of Basel and join the existing line at the University Hospital in St. Johanns-Vorstadt (Universitätsspital station on line 11).
• Claragraben: Similar to the route in Petersgraben, the Claragraben tram would also offer diversion and relief options. This would connect Wettsteinplatz and Claraplatz directly by tram. The new route would be driven by line 8, which now runs via the city center axis.
• Grenzacherstrasse: On the other side of Wettsteinplatz, a new line is to lead through Grenzacherstrasse to Schwarzwaldstrasse and on to Badischer Bahnhof . This gave the eastern Wettstein district, Hoffmann-La Roche and the Tinguely Museum a connection to the tram network. Four new stations are planned, similar to today's bus stops: Rosengartenweg , Hoffmann-La Roche , Tinguely Museum and Wettsteinallee .
• Klybeck - Kleinhüningen: Another new line would lead from the Riehenring, west past the new Erlenmatt city area, to the Wiesenkreisel and via the Klybeck area to Kleinhüningen. An original variant envisaged a route from Wiesenkreisel via Hochbergerstrasse and Stücki to Hochbergerplatz in Kleinhüningen.
• Kleinhüningen - Huningue (F): Conceived as a continuation of the Klybeck-Kleinhüningen line, this new line would lead from Kleinhüningen via Hochbergerplatz to the Rhine port and from there via a newly built Rhine bridge to Huningue in France.
• Rheininsel: Following Klybeckstrasse, this line would lead via Uferstrasse to the border triangle.
• Leimgrubenweg: As with the Tram Claragraben and Tram Petersgraben projects, two existing routes would also be connected by a short new route. A branch is planned from Gundeldingerstrasse (Leimgrubenweg stop of line 16) via Leimgrubenweg to the Dreispitz stop (S-Bahn, tram lines 10, 11, E11).
• Dreispitz - St. Jakob: This project could be carried out in two variants; as a direct continuation of the Leimgrubenweg tram project via Walkeweg to St. Jakob or via Brüglingerstrasse, whereby the new route would branch off a few meters after the Dreispitz stop.
• Tram 30: Depending on the variant, this new line would be equivalent to a partial or complete "revitalization" of the connection via Johanniterbrücke, which was closed in 1966. The section Riehenring - Feldbergstrasse - Johanniterbrücke is to be regarded as definitive. From there there are two variants, analogous to the route removed in 1966 via Bernoullianum - Spalentor to the Schützenhaus or via St. Johanns-Vorstadt - the new Petersgraben - Steinengraben - Steinenschanze line to the SBB train station.

Border area and agglomeration

• St-Louis (F) - Technoport (F) / EuroAirport: Line 3 is to be extended from its new end point St-Louis Bahnhof (F) via the Technoport development area to EuroAirport from 2017 . In a first stage, line 3 would be extended by one station until 2021, then in the second stage, depending on the variant, by two to three stations to the Technoport area or to the EuroAirport .
• Weil (D): An extension of line 8 from Weil am Rhein station to the city center was temporarily discarded due to high costs and lack of finance. A continuation is planned to the Läublinpark and from there towards the Vitra Design Museum.
• St-Louis border - St-Louis Gare Est (F): The extension of line 11 (former line 15) from the current terminus St-Louis border to St-Louis station (east side) has been postponed, as there is one in St-Louis Railway bridge would have to be raised.
• St-Louis border - Huningue (F): As an alternative, tram line 11 is to be extended to Huningue - similar to the former line 25.
• Huningue (F) - St-Louis Gare Est (F): Planned as a continuation of the Kleinhüningen - Huningue line, via a newly built Rhine bridge, this line would continue from Huningue via Rue de Huningue to the core of Saint-Louis, and from there lead to the train station.
• Neuweilerstrasse - Letten: At the other end, line 8 is to be extended to the new Letten district in Allschwil. Continuation would be possible in the direction of Allschwil Dorf or Gartenstrasse - Bachgraben commercial area.
• Pratteln - Salina Raurica - Augst: Line 14 is to be extended from its current terminus Pratteln to Augst via the industrial quarter Grüssen and the new Salina Raurica quarter .

Planned sections

From	To	via	planned
Badischer Bahnhof	Kleinhüningen	Klybeck area	approx. 2026
Wettsteinplatz	Claraplatz	Claragraben	open
Badischer Bahnhof	Wettsteinplatz	Schwarzwaldstrasse - Tinguely Museum - Roche - Grenzacherstrasse	open
Riehenring	SBB train station	Heuwaageviadukt - Petersgraben / Schützenhaus - Spalentor - Johanniterbrücke	open
university	University Hospital	Petersgraben	idea
Neuweilerstrasse	Allschwil Latvians		idea
Kleinhüningen	St-Louis Gare Est (F)	Rheinhafen - Huningue (F) - Rue de Huningue (F)	idea
St-Louis border	Huningue (F)	Avenue de Bâle (F)	idea
St-Louis Gare Ouest (F)	EuroAirport	Technoport	idea
Ciba	Tri-border region	Uferstrasse - Rheinhafen	idea
Jakobsberg	St. Jacob	Leimgrubenweg - Dreispitz - Dreispitz train station	idea
University Hospital	Voltaplatz	Spitalstrasse - UKBB Children's Hospital	idea
Pratteln	Augst	Regards - Salina Raurica	idea

Discarded plans

Planning up to the First World War

The Basel tram network should have been expanded through various plans. In 1894 the idea of ​​a meter-gauge railway line from Riehen via Bettingen to the Chrischona , the so-called Chrischonabahn, was born . In 1913 plans were drawn up for the construction of the Wettsteinplatz - Hörnli - Grenzach line. In Hüningen, the route that ended there should have been extended to Neudorf (today Village-Neuf). In the network design from 1913, a route is drawn on the outermost ring between Dorenbach and Kannenfeldplatz, as well as a connection between Lyss (today the university) and Gerbergasse, for which a new street should have been built in the old town.

Modern times

• Tram route Baleo : Planned from 2006 to 2009, the new route would have branched off at the Münchensteinerbrücke and would have led along Grosspeterstrasse, past the Wolf freight station, to St. Jakobs-Strasse. A little south of the Zeughaus stop, the new line would have connected to the Hardstrasse - St. Jakob - Pratteln line. The project was not pursued further due to a lack of passenger potential.
• Tram Erlenmatt: The new line would have branched off at the musical theater in Erlenmattstrasse, would have led to the new Erlenmatt district and then via Schwarzwaldallee to the Badischer Bahnhof . A referendum was held against the building, and the electorate narrowly rejected the building on May 18, 2014. The plans were thus rejected.
• Dreispitz – Broadway: A branch line was to lead from Leimgrubenweg over a new main axis (“Broadway”) through the Dreispitz area and end at the motor vehicle test station in Münchenstein.
• Margarethenstich: Tram line 17 should branch off at Dorenbach via the connection to be built at Margarethenstich, to Margarethen and from there to the SBB train station. The voting population of the canton of Basel-Landschaft rejected a realization loan on September 24, 2017.

Rolling stock

Basler Verkehrs-Betriebe

Motor vehicle

image	Type	Numbers	designation	number	Manufacturer	Years of construction	Remarks
	Be 4/4	457	Swiss standard car	1	Schindler	1967-1968	Be 4/4 457 as a museum vehicle of the "rubber cow" series.
	Be 4/6	627-628	Duewag standard car	2	Duewag	1972	In February 2016, the last wagons in this series were decommissioned and loaded to Belgrade. The 627 and 628 cars were retained as party / event trams in the BVB's inventory of vintage cars.
	Be 4/4	477-502	Cornichon	25th	Schindler	1986-1987	The running boards on some cars have begun to be converted so that these cars can continue to be used in regular operation even after all stops have been converted (according to BehiG standards).
	Be 4/6 p	659-686	Rubber gums	28	Schindler	1990-1991	Originally Be 4/6, extended 1997–1999 with a low-floor middle section (“sedan chair”). In the course of 2017, all vehicles were taken out of service and returned to Sofia in Bulgaria .
	Be 6/8	301-328	Combino	28	Siemens	2000-2002	Mainly run on lines 6 and 8, occasionally also on line 3
	Be 6/8	5001-5044	Flexity 2	44	Bombardier	2014-2016
	Be 4/6	6001-6017	Flexity 2	17th	Bombardier	2016-2017	Mainly operate on lines 15 and 16

Despite existing contracts with BLT for the joint procurement of Stadler Tango vehicles, Basler Verkehrs-Betriebe signed the largest single order in the company's history at the end of January 2012. Bombardier Transportation won this order for 220 million Swiss francs in October 2011; 60 Bombardier Flexity 2 trams are to be delivered from the third quarter of 2014 . At the beginning of 2014, the BVB Board of Directors decided, due to the positive change in financing conditions, to order an additional copy instead of a price reduction from its own resources, as the costs of the overall order remain the same. On September 4th, 2014 at night, the first Flexity arrived in Basel. On November 7, 2014, the first vehicle (5001) was officially presented and named «Basilisk». The vehicle 5002 has been called " Weil am Rhein " since December 12, 2014 .

Trailer

image	Type	Numbers	designation	number	Manufacturer	Years of construction	Remarks
	B4	1430, 1433-1437, 1439, 1441-1448, 1450-1453, 1455, 1457-1461, 1465, 1467, 1471, 1474, 1478, 1483, 1498-1500, 1504	Swiss standard car	35	Schindler / FFA	1962-1972
	B4	1449, 1456, 1463-1464, 1466, 1468-1470, 1472-1473, 1475-1477, 1479-1481, 1484-1497, 1501-1503, 1505-1506	Swiss standard car	35	Schindler / FFA	1967-1972	Provided with a low-floor middle section («sedan chair») as part of a complete overhaul

Company car

Rail maintenance car 2330

Xe 2/2 2021, 2022, 2023, built in 1927/31, snow plows

Xe 4/4 2330, built in 1995, track maintenance car, nickname «Suugerli»

Historic vehicles

Museum car 181

Historic tram at Peter Merian, Be 2/2 156, built in 1919/1920

Ce 2/2 4, 1970 conversion from Be 2/2 30; ex Ce 2/2 58, built in 1900. With the technically appropriate C 281, forms the so-called anniversary train for the 75th anniversary of BVB, out of service.

Ce 2/2 47 "Anggebliemli", built in 1900, ex Ce 2/2 75, in revision from October 2005, re-commissioning in May 2006

Ce 4/4 450 "Dante Schuggi", built in 1914, ex Ce 4/4 401, ex Be 4/4 400

Ce 2/2 126, built in 1908

Be 2/2 156, built in 1919/1920

Ce 2/2 163, built in 1921

Be 2/2 181, built in 1925, from 1948 81, after installing air brake in 1950 again 181

Be 2/2 190, built in 1927,

Ce 2/2 215, built in 1933

Be 4/4 413 "Pythagoras", built in 1948

C 281, built in 1906; Summer car , ex B2 1062, (matching car for Ce 2/2 4, out of service)

C 309, year of construction 1897/1908; Reconstruction from trailer C2 319 ex Ce 2/2 19 (out of service since January 2015)

C 331, built in 1913; ex B2 1131

C 371, ex B2 1171, built in 1921

C 423, ex B2 1223, built in 1932

B2 1045, built in 1938 as C 260 "Badwännli", operational museum car without roof (out of service since April 2013)

B2 1077, built in 1900, summer car, operational museum car

B2 1193, built in 1927, operational museum car

B3 1303, built in 1933

Baselland Transport AG

→ Main article : Baselland Transport

Depots and workshops

BVB depot Wiesenplatz

On the Basel network

Four of the six depots and workshops that existed on the Basel tram network over the years still exist today.

The main Klybeck workshop is in the north of the quarter of the same name, at the Ciba stop. It was opened in 1897. Nearby, further north, is the Wiesenplatz depot at the stop of the same name in the south of the Kleinhüningen district. It is the largest of the Basel depots and until 2004 consisted of 25 parking tracks. In 2004, part of the depot was destroyed by fire, with four cars falling victim to the flames. In 2011 the depot was completely put back into operation after a three-year construction period. The Allschwilerstrasse / Morgarten depot is located at the Morgartenring stop on the canton border near Allschwil and replaced the Hammerstrasse depot when it opened in 1900. The fourth Dreispitz depot is located in the area of ​​the same name, at the M Parc stop, and was the last depot to be opened to date. In 1938 and 1941 the track field was expanded, and in 1950 a superstructure workshop was added.

The Hammerstrasse and Claragraben depots, which are located close together, were created when they opened in 1895. The Hammerstrasse depot was given up again in 1900, and little is known about the Claragraben depot. In 2005, remnants of the depot were discovered during construction work, which was probably closed again shortly after the opening.

On the suburban routes

All existing and former depots and workshops are, or have been, built and used by Baselland Transport AG and its predecessors.

The two large existing depots are in Leimental and Birseck. The Hüslimatt depot is located at the tram stop of the same name on lines 10 and 17 in the industrial area of ​​the municipality of Oberwil . It was built from 1981 to 1983 and modernized and expanded in 2007. The Ruchfeld depot is located in the Dreispitz area , on the soil of the municipality of Münchenstein , near the canton border with Basel-Stadt and was opened in December 1994. It lies between the stations Dreispitz and Ruchfeld (lines 11 and E11) or Dreispitz and Neue Welt / Grün 80 (line 10).

Former depots and storage halls were located at the Birsigtalbahn in Rodersdorf and the Oberwil village center, on the Birseckbahn in Arlesheim and on the Basel-Aesch tramway in Aesch . The former still exists today, but is no longer used.

Trivia

Station Flüh-Mariastein in Bättwil

• The Waldenburgerbahn is run as line 19 of the Basel tram, but in reality this numbering was never used and the WB is not considered part of the tram network. Only the numbering on the timetable indicates the curiosity.
• The Schützenstrasse station on line 14 in Muttenz is named after a street that does not exist in the municipality. The adjacent street is called Schützenhausstrasse .
• Since the redesign of the station area, the terminus of line 10 Dornach Bahnhof is no longer in the eponymous municipality of Dornach in the canton of Solothurn , but entirely on the ground in the neighboring municipality of Arlesheim in the canton of Basel-Landschaft .
• The Flüh station on line 10 is called Flüh-Mariastein on the station building and refers to the village of Flüh in the municipality of Hofstetten-Flüh and the Mariastein monastery (the second most important pilgrimage site in Switzerland) in the municipality of Metzerlen-Mariastein , but is neither in Flüh still in Mariastein, but on the ground of Bättwil , which also has its own station.
• Crossed out line signals , which used to indicate with a red diagonal bar that the route was not driven to the final stop, are no longer used in Basel today.

See also

• List of stops of the Basel tram

literature

• Basler Verkehrs-Betriebe (BVB, ed.), Stephan Appenzeller: Basel und seine Tram , Christoph Merian Verlag, Basel 1995. ISBN 3-85616-063-9
• Stephan Appenzeller: 1895: Basel receives a tram. 100 years of Basel transport companies. In: Basler Stadtbuch 1995 , pp. 32–35.
• Bernhard Kußmagk: "Limitless Joy ". In: Straßenbahn Magazin , issue 3/2018, p. 22

Movie

• SWR: Railway romance - 100 years of the Basel tram (episode 163)

Web links

Commons : Trams in Basel  - Collection of images, videos and audio files

• Website of the Basler Verkehrs-Betriebe
• Baselland Transport AG website
• detailed network descriptions
• Website for the tram extension to Weil am Rhein
• Report on the tram network 2020 (pdf; 4.4 MB)
• Tram Basel.ch

Individual evidence

1. ^ Stephan Appenzeller: Basel and its tram. , 1995, pp. 22-23.
2. ↑ Route: (Old) Badischer Bahnhof (1895) on g-st.ch
3. ↑ Strategic planning of the Basel region tram network 2020 (PDF; 4.4 MB) Brief report. Building and Transport Department of the Canton of Basel-Stadt, Building and Environmental Protection Directorate of the Canton of Basel-Landschaft, March 2012, p. 41 , accessed on August 16, 2017 . 
4. ↑ BVB Annual Report 2017, line statistics, p. 20
5. ↑ BLT Annual Report 2017, list of routes and route length, p. 60
6. ↑ Media release from the Building and Transport Department of the Canton of Basel-Stadt
7. ^ Stephan Appenzeller: Basel and its tram. , 1995, pp. 12-13.
8. ^ Stephan Appenzeller: Basel and its tram. , 1995, pp. 13-14.
9. ^ Stephan Appenzeller: Basel and its tram. , 1995, pp. 22-26.
10. ^ Stephan Appenzeller: Basel and its tram. , 1995, pp. 16-17.
11. ^ Stephan Appenzeller: Basel and its tram. , 1995, p. 34.
12. ^ Stephan Appenzeller: Basel and its tram. , 1995, pp. 34-35.
13. ^ Stephan Appenzeller: Basel and its tram. , 1995, pp. 35-41.
14. ^ Stephan Appenzeller: Basel and its tram. , 1995, pp. 62-70.
15. ^ Stephan Appenzeller: Basel and its tram. , 1995, pp. 74-77.
16. ^ Stephan Appenzeller: Basel and its tram. , 1995, pp. 102-106.
17. ↑ the departure station of the Swiss Central Railway (SCB)
18. ↑ Tasks and goals. (No longer available online.) Tram 8 - limitless, archived from the original on December 13, 2014 ; accessed in January 2015 . 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.  
19. ↑ What incline can a tram handle? ( Memento of the original from September 29, 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. «Tram 8 - limitless» 
20. ↑ General traffic plan for Basel (short version, PDF). Building Department of the City of Basel, accessed on August 6, 2017 . 
21. ↑ Jasmin Grasser: Tram line 8 will only become limitless in 2014 In: Basellandschaftliche Zeitung . October 8, 2012, accessed November 1, 2012
22. ↑ New tram line Basel – Weil - With the tram across the border - deutschlandradiokultur.de
23. ↑ ^{a b} Basel: Tram to Weil opened . In: Blickpunkt Straßenbahn , issue 1/2015, pp. 3–5
24. ↑ By tram across the border. In: Badische Zeitung , October 18, 2014.
25. ↑ Hannes Lauber: The first tram from Basel reaches Weil am Rhein. In: Badische Zeitung , September 29, 2014.
26. ↑ 2.8 million passengers - the frequency is increased. 20 minutes, accessed April 22, 2016 . 
27. ↑ https://www.oepnv-info.de/freifahrt/uebersichten/auslaendische-streckenabschnitte-von-bussen-und-strassenbahnen/busse-und-strassenbahnen-im-bereich-basel-riehen-und-rheinfelden-schweiz
28. ↑ tram3.info. Time schedule. Canton of Basel-Stadt, accessed on April 22, 2015 . 
29. ↑ The way for the extension of tram 3 is clear. Badische Zeitung, accessed on April 22, 2015 . 
30. ↑ Federal government grants building permit for the extension of Basel tram line 3 to the state border. (No longer available online.) Federal Office of Transport, archived from the original on March 5, 2016 ; accessed on September 11, 2015 . 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.  
31. ^ Tram 3 Basel - Saint-Louis station: Groundbreaking ceremony for the extension of the tram line to Saint-Louis. tram3.info, accessed on April 22, 2016 . 
32. ↑ Commissioning of the new loop. (PDF) (No longer available online.) Basler Verkehrs-Betriebe, Grenzwachtkommando Basel, archived from the original on July 31, 2017 ; accessed on July 31, 2017 . 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.  
33. ↑ The extension of tram line 3 to Saint-Louis is open! Basler Verkehrs-Betriebe, accessed on December 10, 2017 . 
34. ↑ Plan de situation. (PDF) (No longer available online.) Communauté de Communes des Trois Frontières, archived from the original on January 6, 2015 ; Retrieved April 22, 2015 . 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.  
35. ^ Extension of BVB line 3 to Gare de Saint-Louis. (Video) Retrieved December 10, 2017 . 
36. ↑ Strategic planning of the Basel region tram network 2020. Brief report. (PDF) (No longer available online.) Office for Mobility of the Canton of Basel-Stadt, archived from the original on February 15, 2015 ; accessed on March 13, 2017 . 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.  
37. ↑ ^{a b c d e f g h i j structure} plan of the Canton of Basel-Stadt Chapter M1.2 Tram. Canton of Basel-Stadt, accessed on March 13, 2017 . 
38. ↑ Strategic Planning Tramnetz Region Basel 2020. Short report, p. 42. (PDF) (No longer available online.) Office for Mobility of the Canton of Basel-Stadt, archived from the original on February 15, 2015 ; accessed on March 13, 2017 . 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.  
39. ^ Tram Grenzacherstrasse-Schwarzwaldstrasse. Office for Mobility of the Canton of Basel-Stadt, accessed on March 13, 2017 . 
40. ↑ Tram Klybeck-Kleinhüningen. Office for Mobility of the Canton of Basel-Stadt, accessed on March 13, 2017 . 
41. ↑ 3 country. Retrieved June 13, 2018 . 
42. ↑ 3 country. Retrieved June 13, 2018 . 
43. ^ Tram 30. Office for Mobility of the Canton of Basel-Stadt, accessed on March 13, 2017 . 
44. ↑ Extenstion Tram 3.CC3F, accessed on March 13, 2017 . 
45. ↑ Even more trams - line 8 is to be even longer. Basellandschaftliche Zeitung, accessed on March 13, 2017 . 
46. ↑ Basel agglomeration program with projects for 2.4 billion. Telebasel, accessed on March 13, 2017 . 
47. ↑ 3 country. Retrieved June 13, 2018 . 
48. ↑ The 8er is supposed to drive over the canton border to Allschwil. Basellandschaftliche Zeitung, accessed on March 13, 2017 . 
49. ^ Salina Raurica. Office for Spatial Planning of the Canton of Basel-Landschaft, accessed on March 13, 2017 . 
50. ↑ Tram Klybeck. Office for Mobility of the Canton of Basel-Stadt, accessed on June 13, 2018 . 
51. ↑ Tram Claragraben. Office for Mobility of the Canton of Basel-Stadt, accessed on June 13, 2018 . 
52. ↑ Tram Grenzacherstrasse. Office for Mobility of the Canton of Basel-Stadt, accessed on June 13, 2018 . 
53. ↑ Tram 30. Office for Mobility of the Canton of Basel-Stadt, accessed on June 13, 2018 . 
54. ↑ By train from Riehen to the Chrischona. Yearbook z'Rieche , accessed August 6, 2017 . 
55. ↑ End of the Dreispitz-Bahn - the renovation is to take place in stages. Basler Zeitung, accessed on March 13, 2017 . 
56. ^ Tram Margarethenstich. (No longer available online.) Basel-Stadt civil engineering department, archived from the original on July 2, 2018 ; accessed on March 13, 2017 . 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.  
57. ↑ Federal and cantonal referendums of September 24, 2017. Canton of Basel-Landschaft, accessed on August 6, 2017 . 
58. ↑ BVB press release of April 20, 2016: Farewell to two special types of BVB tram ( memento of the original from April 29, 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. , accessed April 25, 2016. 
59. ↑ Cucumber trams continue to the east. In: Baz-Online. January 18, 2017. Retrieved January 19, 2017 . 
60. ↑ Biggest Tram Order in Basel's history . In: _Railvolution . tape 12 , no. 1 , 2012, p. 20 .
61. ↑ tramoldtimer-basel.ch