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    By , patronage recovered and reached a level of about 40 million passengers annually. The economic recovery after made possible the expansion of its network to neighbouring towns like Knielingen , Daxlanden and Rintheim This line operated until , but, due to the lack of housing on the line, only during the summer bathing season.

    The Great Depression made further route expansion in those years impossible. Passenger numbers fell and the deficit rose. As a result, attempts were made to economise through the use of trailers instead of additional trams.

    The tramway was affected by the Second World War. At first, the main effects of the war were the lack of staff and materials, so that, as in the First World War, women were employed as conductors and drivers, while the workforce was male only during peacetime until the early s.

    Blackout measures were taken as a protection against air raids: Due to the fuel shortage trucks operations were restricted during the war years, so trams carried mail between Karlsruhe station and the main post office as well as fruit and vegetable shipments from the market hall to various retailers.

    As in the First World War, passenger numbers also rose considerably during the Second World War, reaching 66 million passengers in The tramways were damaged by a bombing raid in and the tram network was closed by massive raids and could only be partly restored to operation.

    Apart from the damage to the network, two tramcars and three trailers were destroyed. After the occupation of Karlsruhe in April , the tram service was gradually brought back into operation.

    By , the reconstruction was complete, although some bridges had been given only temporary repairs. The carriage of fruit, vegetables and mail by tram ended with the normalisation of conditions.

    Soon after the Second World War a structural change occurred in an urban development that had a significant impact on public transport and so also for Karlsruhe.

    This involved the creation of new, large housing estates on the periphery that had to be connected to the city. From the s, there has been increased suburbanisation, which has led to significant growth in the neighbouring municipalities, which continues to date.

    In parallel with this there has been a change in the economic structure: The emergence of mass motorisation led to increasing competition for the trams.

    In addition the increasing car traffic led to increased congestion on the tram routes. In contrast, the tramway network in the early s was still the same as it was in The difficult economic situation of the s and material deprivation and destruction during the Second World War did not permit modernisation of vehicles and equipment.

    Unlike many other cities that closed their tramway networks, Karlsruhe started to modernise its network: In several places wider parallel roads were built next to tram lines.

    A pedestrian zone was established in the inner city next to the tram lines from The only route converted to bus operations was a short line to Beiertheim closed in New lines were built from to close gaps in the network and to connect new neighbourhoods to the tram network.

    Thus, connection were built to Waldstadt in , to Nordweststadt in , to Rheinstrandsiedlung in and to Oberreut in The rolling stock was renewed with the procurement of 23 four-axle tram cars from and 75 six-and eight-axle articulated trams between and , so that the pre-war two-axle trams were withdrawn from the operating fleet by the early s.

    New vehicles introduced from allowed conductor-less operation and thus made further rationalisation of operations possible. The acquisition of the Alb Valley Railway and the Busenbach-Ittersbach railway along with the Albtal-Verkehrs-Gesellschaft Alb Valley Transport Company, AVG in and their regauging and connection to the tramway network allowed AVG vehicles to operate on the tracks of Verkehrsbetriebe Karlsruhe , giving direct services between the surrounding countryside and central Karlsruhe.

    Further enhancements in the region came after with the integration of the Hardt Railway in the AVG and the development of the Karlsruhe model of tram-train operations.

    In , Verkehrsbetriebe Karlsruhe was converted into a public company, previously it had been a public utility owned by the city. Despite the extensive modernisation, passenger numbers stagnated between and at around 40 million annually.

    Karlsruhe tram 6. Karlsruhe Tramway car Karlsruhe tramways - geo. Local tram outside Karlsruhe Hauptbahnhof - geo. Marktplatz Karlsruhe Februar Misty morning at Wolfartsweier - geo.

    S4 tram waitinng for departure. Track works outside Karlsruhe Hauptbahnhof - geo. Tram and Stadtbahn car at the Pyramid - geo.

    Tram at Karlsruhe Bahnhofvorplatz - geo. Tram at Karlsruhe Marktplatz - geo. Tram at Marktplatz, Karlsruhe - geo. The Alb Valley Railway was connected to the tram system and electrified as a tramway, so that modified trams could run through between the southern outskirts and Karlsruhe city centre.

    For this it negotiated with Deutsche Bundesbahn to use the Hardt Railway Karlsruhe-Neureut- Eggenstein-Leopoldshafen , sharing with the local goods traffic, and reached an agreement at the end of the s.

    In and the Stadbahn was extended north to Leopoldshafen and Linkenheim-Hochstetten and to the Forschungszentrum Karlsruhe , again sharing existing railway tracks.

    This line connects the northeast with the southwest suburbs. This route through the centres was preferred to a route on the edge of these localities or in a tunnel because it was seen as promoting development.

    While the development of the lines to the nearby northern and southern municipalities could be achieved by use of the Alb Valley and Hardt Railway and by building new tram lines, this was not true of the eastern suburbs.

    Therefore, shared operations over the existing railway lines was considered, although they were electrified, at least in sections, with the 15 kV system of the main-line railway.

    This connecting line also contains the equipment that controls the change between the two electrification systems. The unexpected success of the new Stadtbahn line between Karlsruhe and Bretten passenger numbers increased fivefold in just a few weeks led to an accelerated development of the Stadtbahn system in the s.

    The modernisation and integration of additional lines resulted in the following extensions:. Stadtbahn cars of the Karlsruhe type have been used since such as class GTC.

    The fleet includes 60 single-current vehicles for the direct current services only and operate on lines S1, S11 and S2.

    This type was derived from the Stadtbahnwagen B. In the autumn of , 30 new two-car Flexity Swift sets were ordered, with an option for a further 45 sets.

    To bridge the bottleneck in deliveries at the end of three Flexity Link sets were borrowed from the Saarbahn. These were mostly built on the newer line especially the Murg Valley, Enz Valley, the line to Odenheim and the Kraichgau line to Eppingen while the older routes have been only been sporadically raised to this height.

    The older two-system and all single-system high-floor Stadtbahn vehicles do not offer barrier-free entry. The single-system Stadtbahn vehicles are to be replaced by low-floor vehicles by in preparation for the opening of the Stadtbahn tunnel being built in central Karlsruhe.

    The tender for these vehicles is being prepared. There are currently no stops in Karlsruhe city with platforms providing level access to two-system vehicles such as those used on lines S 4 and S 5.

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