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Legal affairs of the Tate brothers

2025-01-07T18:29:34Z

Jan Lukas 22: /* United Kingdom */ Remove duplicate paragraph

{{Short description|Legal issues of Andrew and Tristan Tate}}
[[File:Andrew Tate on 'Anything Goes With James English' in 2021.jpg|thumb|[[Andrew Tate]] in an interview in 2021]]
The Tate brothers, [[Andrew Tate|Andrew]] and Tristan, have been involved in a number of criminal and civil legal affairs stemming from their joint business and personal activities. As of August 2024, the brothers are facing five legal investigations—three criminal and one [[Civil case|civil]]—in Romania and the United Kingdom.<ref name="Reevell-20243">{{Cite web |last=Reevell |first=Patrick |date=May 21, 2024 |title=Andrew Tate, 'King of Toxic Masculinity,' faces 3 legal cases in 2 countries |url=https://abcnews.go.com/International/andrew-tate-king-toxic-masculinity-faces-3-legal/story?id=110170204 |url-status=live |archive-url=https://web.archive.org/web/20240619013037/https://abcnews.go.com/International/andrew-tate-king-toxic-masculinity-faces-3-legal/story?id=110170204 |archive-date=19 June 2024 |access-date=2024-06-05 |website=ABC News |language=en}}</ref><ref name=":02">{{cite web |date=8 July 2024 |title=Tate brothers accused of being serial tax evaders |url=https://www.bbc.co.uk/news/articles/cjk3xglre0ko |url-status=live |archive-url=https://web.archive.org/web/20240709023130/https://www.bbc.co.uk/news/articles/cjk3xglre0ko |archive-date=9 July 2024 |access-date=9 July 2024 |website=[[BBC News]]}}</ref><ref name=":42">{{Cite web |date=2024-08-22 |title=Andrew Tate put under house arrest in Romania as new charges emerge |url=https://www.bbc.co.uk/news/articles/clyglgy8j3eo |url-status=live |archive-url=https://web.archive.org/web/20240823142742/https://www.bbc.co.uk/news/articles/clyglgy8j3eo |archive-date=23 August 2024 |access-date=2024-08-23 |website=BBC News |language=en-GB}}</ref> In response, they filed two lawsuits against their accusers in the United States.<ref name=":6" /><ref name=":7" /> Andrew also faces an additional civil case in the United Kingdom.<ref name=":3" /> The brothers have denied all charges and allegations.

In December 2022, the brothers were arrested in [[Romania]], along with two women. In June 2023, all four were charged with [[rape]], [[human trafficking]], and forming an [[organised crime]] group to sexually exploit women. In July, two of their accusers reportedly went into hiding after a campaign of [[online harassment]], and the brothers filed a [[defamation]] lawsuit, claiming $5 million in damages against one of the accusers.

In March 2024, British police obtained an [[arrest warrant]] for the brothers as part of an investigation into rape and human trafficking. In July 2024, they began a [[civil case]] against the brothers and a third person for alleged [[tax evasion]]. In August, Romanian police raided four properties Andrew owns and expanded its investigation to include trafficking minors, sex with a minor, [[money laundering]] and attempting to influence a witness.<ref name="august2024allegations" />

== Criminal cases ==

=== Romania ===
On 11 April 2022, the [[Embassy of the United States, Bucharest|US embassy]] received a report that an American citizen was being held against her will in a property the brothers own in [[Pipera|Pipera, Romania]].<ref name="WaPo-2023">{{Cite news |title=Andrew Tate, brother charged in Romania with human trafficking |language=en-US |newspaper=[[The Washington Post]] |url=https://www.washingtonpost.com/world/2022/12/30/andrew-tate-detained-romania-brothers-crime/ |url-status=live |access-date=30 December 2022 |archive-url=https://web.archive.org/web/20221230150513/https://www.washingtonpost.com/world/2022/12/30/andrew-tate-detained-romania-brothers-crime/ |archive-date=30 December 2022 |issn=0190-8286}}</ref> Romanian police raided the home and a nearby [[Webcam model|webcam studio]] belonging to the Tates, where they discovered four women. Two of them, the American and another Romanian woman, told the police they were being held against their will, sparking an [[In rem jurisdiction|{{em|in-rem}}]]{{Efn|Meaning, "for the facts"<ref>{{Cite web |title=Cine sunt frații Tate, care au sechestrat două fete în vila lor din Pipera. Cum s-au îmbogățit |url=https://stirileprotv.ro/stiri/actualitate/cine-sunt-fratii-tate-care-au-sechestrat-doua-fete-in-vila-lor-din-pipera-cum-s-au-imbogatit.html |access-date=10 January 2023 |website=Stirileprotv.ro |language=ro |archive-date=10 January 2023 |archive-url=https://web.archive.org/web/20230110093311/https://stirileprotv.ro/stiri/actualitate/cine-sunt-fratii-tate-care-au-sechestrat-doua-fete-in-vila-lor-din-pipera-cum-s-au-imbogatit.html |url-status=live }}</ref>}} investigation into [[human trafficking]] and rape by [[Directorate for Investigating Organized Crime and Terrorism|DIICOT]], the Romanian anti-organised crime agency.<ref>{{Cite web |date=12 April 2022 |title=Fostul iubit al Biancăi Drăgușanu și fratele lui, cercetați într-un dosar de sechestrare, trafic de persoane și viol după ce anchetatorii au descins în vila lor din Pipera |url=https://www.antena3.ro/emisiuni/news-hour-with-cnn/fost-iubit-bianca-dragusanu-frate-cercetati-sechestrare-trafic-persoane-viol-635889.html |access-date=10 January 2023 |website=[[Antena 3 CNN]] |language=Romanian |archive-date=10 January 2023 |archive-url=https://web.archive.org/web/20230110090306/https://www.antena3.ro/emisiuni/news-hour-with-cnn/fost-iubit-bianca-dragusanu-frate-cercetati-sechestrare-trafic-persoane-viol-635889.html |url-status=live }}</ref><ref>{{Cite web |last=Andrei |first=Dumitrescu |date=12 April 2022 |title=EXCLUSIV {{!}} Fetele care lucrau în studiourile de videochat ale fraților Tate erau marcate ca vitele |url=https://www.gandul.ro/actualitate/exclusiv-fetele-care-lucrau-in-studiourile-de-videochat-ale-fratilor-tate-erau-marcate-ca-vitele-fusesera-tauate-cu-numele-stapanilor-19775588 |access-date=10 January 2023 |website=[[Gândul]] |language=ro |archive-date=14 January 2023 |archive-url=https://web.archive.org/web/20230114161337/https://www.gandul.ro/actualitate/exclusiv-fetele-care-lucrau-in-studiourile-de-videochat-ale-fratilor-tate-erau-marcate-ca-vitele-fusesera-tauate-cu-numele-stapanilor-19775588 |url-status=live }}</ref> The brothers were interrogated and released. At the time, they were heard as witnesses rather than suspects.<ref>{{Cite web |last=Scarlat |first=Diana |date=14 April 2022 |title=Războiul ambasadelor, într-un scandal monden cu tinere sechestrate |url=https://jurnalul.ro/special-jurnalul/razboiul-ambasadelor-intr-un-scandal-monden-cu-tinere-sechestrate-898348.html |access-date=9 January 2023 |website=[[Jurnalul Național]] |language=Romanian |archive-date=27 September 2022 |archive-url=https://web.archive.org/web/20220927092045/https://jurnalul.ro/special-jurnalul/razboiul-ambasadelor-intr-un-scandal-monden-cu-tinere-sechestrate-898348.html |url-status=live }}</ref>

==== Arrests, investigations and asset seizures ====
On 29 December 2022, the police arrested the brothers and two women.<ref>{{Cite web |date=30 December 2022 |title=Fraţii Tristan şi Andrew Tate, arestaţi pentru 30 de zile {{!}} România a ajuns în presa internațională |url=https://www.antena3.ro/emisiuni/news-hour-with-cnn/romania-a-ajuns-in-presa-internationala-cu-arestarea-fratilor-tate-influencerii-acuzati-de-trafic-661589.html |access-date=10 January 2023 |website=[[Antena 3 CNN]] |language=Romanian |archive-date=10 January 2023 |archive-url=https://web.archive.org/web/20230110090307/https://www.antena3.ro/emisiuni/news-hour-with-cnn/romania-a-ajuns-in-presa-internationala-cu-arestarea-fratilor-tate-influencerii-acuzati-de-trafic-661589.html |url-status=live }}</ref><ref>{{Cite news |last1=Wright |first1=George |last2=Murphy |first2=Matt |date=30 December 2022 |title=Andrew Tate detained in Romania over rape and human trafficking case |url=https://www.bbc.com/news/world-europe-64122628 |url-status=live |archive-url=https://web.archive.org/web/20221230011318/https://www.bbc.com/news/world-europe-64122628 |archive-date=30 December 2022 |access-date=30 December 2022 |work=[[BBC News]] |publisher= |language=en-GB}}</ref> All four are suspected of human trafficking and forming an [[organized crime|organised crime]] group, and one of them (unidentified, per Romanian law) is suspected of rape. DIICOT accuses the Tates of having recruited women through the [[Loverboy method|"loverboy" method]]—which consists of misrepresenting one's intention to commit to a romantic relationship—and forcing them to create explicit content for websites like [[OnlyFans]] as part of an organised crime group the Tates are alleged to have formed in early 2021. DIICOT identified six potential victims.<ref name="WaPo-2023" /><ref>{{Cite web |last=Dixit |first=Pranav |date=30 December 2022 |title=Andrew Tate And His Brother Have Been Arrested In Romania In Connection With A Human-Trafficking Investigation |url=https://www.buzzfeednews.com/article/pranavdixit/andrew-tate-tristan-tate-arrested-human-trafficking |access-date=10 January 2023 |website=[[BuzzFeed News]] |language=en |archive-date=10 January 2023 |archive-url=https://web.archive.org/web/20230110212447/https://www.buzzfeednews.com/article/pranavdixit/andrew-tate-tristan-tate-arrested-human-trafficking |url-status=live }}</ref>

{{Tweet |name=Greta Thunberg |username=GretaThunberg |image=Greta Thunberg 2024 03.jpg |text=this is what happens when you don’t recycle your pizza boxes |ID=1608735970131849217 |date=30 December 2022 |title=this is what happens when you don’t recycle your pizza boxes |reference=<ref>{{Cite web |last=Sharma |first=Shweta |date=2023-01-06 |title=Did the Romanian pizza box in Andrew Tate's video give away his location? |url=https://www.independent.co.uk/news/world/americas/greta-thunberg-andrew-tate-pizza-box-b2257165.html |access-date=2024-11-13 |website=The Independent |language=en |archive-date=2024-04-08 |archive-url=https://web.archive.org/web/20240408045622/https://www.independent.co.uk/news/world/americas/greta-thunberg-andrew-tate-pizza-box-b2257165.html |url-status=live }}</ref>}}

Social media rumours attributed Andrew's arrest to pizza boxes from Romanian chain Jerry's Pizza shown in a video addressed to [[Greta Thunberg]] replying to a [[List of most-liked tweets|tweet she had made at his expense]]. These rumors were denied by Romanian authorities; a spokesman for DIICOT described the rumors as "funny", but untrue.<ref>{{Cite web |last=Liles |first=Jordan |date=30 December 2022 |title=Did Andrew Tate's Video of a Jerry's Pizza Box Lead to His Arrest? |url=https://www.snopes.com/fact-check/andrew-tate-arrested-jerrys-pizza-box/ |url-status=live |archive-url=https://web.archive.org/web/20221230180348/https://www.snopes.com/fact-check/andrew-tate-arrested-jerrys-pizza-box/ |archive-date=30 December 2022 |access-date=1 January 2023 |website=[[Snopes]] |language=en}}</ref><ref name="Doak-2023">{{Cite web |last=Doak |first=Sam |date=6 January 2023 |title=Double Check: Why Was Andrew Tate Arrested? |url=https://www.logically.ai/articles/double-check-why-was-andrew-tate-arrested |url-status=live |archive-url=https://web.archive.org/web/20230305094907/https://www.logically.ai/articles/double-check-why-was-andrew-tate-arrested |archive-date=5 March 2023 |access-date=5 March 2023 |website=[[Logically (company)|Logically]] |language=en}}</ref>

In April 2023 the brothers filed criminal complaints in Romania against two of the witnesses in the case. This was characterized by the witnesses's lawyer as intimidation and the lawyer noted that the witnesses had received death threats.<ref name= "BBC Threatens" />

As of 5 January 2023, two potential victims had joined the case as civil parties and filed statements against the suspects.<ref>{{Cite web |last=Anghelescu |first=Adina |date=3 January 2023 |title=Primele plângeri la DIICOT ale victimelor lui Andrew și Tristan Tate |url=https://www.gandul.ro/stiri/exclusiv-victimele-lui-andrew-si-tristan-tate-incep-sa-faca-plangeri-la-diicot-si-cer-daune-una-dintre-acuzatii-este-de-la-tanara-care-spune-ca-a-fost-violata-de-unul-dintre-fratii-tate-19901966 |url-status=live |archive-url=https://web.archive.org/web/20230110090306/https://www.gandul.ro/stiri/exclusiv-victimele-lui-andrew-si-tristan-tate-incep-sa-faca-plangeri-la-diicot-si-cer-daune-una-dintre-acuzatii-este-de-la-tanara-care-spune-ca-a-fost-violata-de-unul-dintre-fratii-tate-19901966 |archive-date=10 January 2023 |access-date=10 January 2023 |website=[[Gândul]] |language=ro}}</ref> On 7 January, one of the Tates' lawyers said the defense team had still not obtained a copy of the evidence the prosecution presented to the judge. The lawyer also said that the Tates had not been given an accurate translation during their hearing for the 30-day extension. He requested the opportunity to confront the accusers in court and said that some of the six alleged victims DIICOT identified had not filed a complaint against the Tates.<ref>{{Cite web |last=Anghelescu |first=Adina |date=9 January 2023 |title=EXCLUSIVE. The lawyer of the Tate brothers, Eugen Vidineac, talks about the flaws in the evidence of the file instrumented by the DIICOT |url=https://www.gandul.ro/actualitate/exclusive-the-lawyer-of-the-tate-brothers-eugen-vidineac-talks-about-the-flaws-in-the-evidence-of-the-file-instrumented-by-the-diicot-find-out-why-the-us-embassy-is-in-an-unprecedented-situation-a-19904616 |access-date=10 January 2023 |website=[[Gândul]] |language=ro |archive-date=10 January 2023 |archive-url=https://web.archive.org/web/20230110090302/https://www.gandul.ro/actualitate/exclusive-the-lawyer-of-the-tate-brothers-eugen-vidineac-talks-about-the-flaws-in-the-evidence-of-the-file-instrumented-by-the-diicot-find-out-why-the-us-embassy-is-in-an-unprecedented-situation-a-19904616 |url-status=live }}</ref> Two women who have lived with the Tates have publicly defended them,<ref>{{Cite news |last1=Brown |first1=David |last2=Florea |first2=Adina |date=2 January 2023 |title=Andrew Tate: Ukrainian refugee found in Romania human trafficking raid defends influencer |language=en |work=The Times |url=https://www.thetimes.co.uk/article/andrew-tate-ukrainian-refugee-human-trafficking-romania-g3l087bvq |access-date=5 January 2023 |issn=0140-0460 |archive-date=4 January 2023 |archive-url=https://web.archive.org/web/20230104154707/https://www.thetimes.co.uk/article/andrew-tate-ukrainian-refugee-human-trafficking-romania-g3l087bvq |url-status=live }}</ref><ref>{{Cite web |date=9 January 2023 |title=Mărturie din casa fraților Tate. O fostă șefă de penitenciar povestește cum a fost tratată cât a locuit cu ei |url=https://www.antena3.ro/actualitate/fratii-tate-marturie-sefa-penitenciar-le-sare-in-aparare-662328.html |access-date=10 January 2023 |website=[[Antena 3 CNN]] |language=Romanian |archive-date=10 January 2023 |archive-url=https://web.archive.org/web/20230110090306/https://www.antena3.ro/actualitate/fratii-tate-marturie-sefa-penitenciar-le-sare-in-aparare-662328.html |url-status=live }}</ref> and two of the six alleged victims DIICOT identified have denied that they were victimised.<ref>{{Cite news |last=Williamson |first=Lucy |date=16 January 2023 |title=Andrew Tate: Bodyguard says influencer 'could be paranoid' as police widen investigation |language=en-GB |work=BBC News |url=https://www.bbc.com/news/world-europe-64285341 |access-date=16 January 2023 |archive-date=16 January 2023 |archive-url=https://web.archive.org/web/20230116191951/https://www.bbc.com/news/world-europe-64285341 |url-status=live }}</ref><ref>{{Cite web |last=Plesoianu |first=Cristina |date=9 January 2023 |title=Una dintre presupusele victime din dosarul fraților Tate i-a apărat pe britanici în direct, la Antena Stars: "Ei sunt influenceri" |url=https://spynews.ro/monden/emisiuni-tv/una-dintre-presupusele-victime-din-dosarul-fratilor-tate-ia-aparat-pe-britanici-in-direct-la-antena-stars-ei-sunt-influenceri-video-297337.html |access-date=16 January 2023 |website=Antena Spynews |language=RO |archive-date=16 January 2023 |archive-url=https://web.archive.org/web/20230116191956/https://spynews.ro/monden/emisiuni-tv/una-dintre-presupusele-victime-din-dosarul-fratilor-tate-ia-aparat-pe-britanici-in-direct-la-antena-stars-ei-sunt-influenceri-video-297337.html |url-status=live }}</ref>

Romanian authorities seized 29 assets, including 15 cars, more than 10 properties, watches, and sums of money, that belonged to the Tates or their companies, totaling almost US$4 million.<ref>{{Cite web |last=Hagstrom |first=Anders |date=15 January 2023 |title=Andrew Tate loses $4 million in assets after Romanian authorities seize luxury vehicles, watches |url=https://www.foxbusiness.com/lifestyle/andrew-tate-loses-4-million-assets-romanian-authorities-seize-luxury-vehicles-watches |url-status=live |archive-url=https://web.archive.org/web/20230116060840/https://www.foxbusiness.com/lifestyle/andrew-tate-loses-4-million-assets-romanian-authorities-seize-luxury-vehicles-watches |archive-date=16 January 2023 |access-date=16 January 2023 |website=FOXBusiness |language=en-US}}</ref><ref>{{Cite web |last1=Engels |first1=Jorge |last2=Wang |first2=Philip |last3=Tucker |first3=Emma |date=15 January 2023 |title=Romanian authorities seize nearly $4 million in assets from Andrew Tate in alleged human trafficking, rape investigation |url=https://www.cnn.com/2023/01/15/world/andrew-tate-asset-seizure-romania/index.html |url-status=live |archive-url=https://web.archive.org/web/20230116073154/https://www.cnn.com/2023/01/15/world/andrew-tate-asset-seizure-romania/index.html |archive-date=16 January 2023 |access-date=16 January 2023 |website=CNN |language=en}}</ref> If the Tates are convicted, these assets will be [[Asset forfeiture|forfeited]] to the state and used to pay civil and moral [[damages]] to any victims.<ref>{{Cite news |date=6 January 2023 |title=Romania seizes more cars in Tate case; court next week |url=https://apnews.com/article/romania-government-bucharest-business-crime-3458065c0350ec217a21c627f725272c |url-status=live |archive-url=https://web.archive.org/web/20230109014436/https://apnews.com/article/romania-government-bucharest-business-crime-3458065c0350ec217a21c627f725272c |archive-date=9 January 2023 |access-date=9 January 2023 |work=[[AP News]] |language=en}}</ref> On 14 January 2023, the cars at the Tates' home were transported to a storage location.<ref>{{cite web |last1=Ganea |first1=Octav |last2=Koper |first2=Anna |date=14 January 2023 |editor-last=Popper |editor-first=Helen |title=Romanian prosecutors take away luxury cars seized in Andrew Tate case |url=https://www.reuters.com/world/europe/romanian-prosecutors-take-away-luxury-cars-seized-andrew-tate-case-2023-01-14/ |url-status=live |archive-url=https://web.archive.org/web/20230114121136/https://www.reuters.com/world/europe/romanian-prosecutors-take-away-luxury-cars-seized-andrew-tate-case-2023-01-14/ |archive-date=14 January 2023 |access-date=14 January 2022 |website=[[Reuters]]}}</ref> On 11 December, a Romanian court rejected a request to return assets seized during the investigation.<ref>{{Cite web |date=11 December 2023 |title=Romanian court rejects influencer Andrew Tate's request to return assets seized in trafficking case |url=https://apnews.com/article/andrew-tate-assets-human-trafficking-3fbeaf482e0df1f0dc80a94a800589a2 |access-date=14 December 2023 |website=AP News |language=en |archive-date=14 December 2023 |archive-url=https://web.archive.org/web/20231214173317/https://apnews.com/article/andrew-tate-assets-human-trafficking-3fbeaf482e0df1f0dc80a94a800589a2 |url-status=live }}</ref> On 8 January 2024, the [[Bucharest Court of Appeal]] overturned this decision on appeal and ordered a new trial over the seized assets.<ref name="Seddon-2024">{{Cite news |first=Sean |last=Seddon |date=8 January 2024 |title=Andrew Tate wins legal challenge over seized assets |url=https://www.bbc.com/news/world-europe-67914864 |access-date=8 January 2024 |work=BBC News |language=en-GB |archive-date=8 January 2024 |archive-url=https://web.archive.org/web/20240108172712/https://www.bbc.com/news/world-europe-67914864 |url-status=live }}</ref><ref>{{Cite web |last=Evans |first=Holly |date=8 January 2024 |title=Andrew Tate wins latest legal challenge for the return of his seized assets |url=https://www.independent.co.uk/news/world/europe/andrew-tate-romania-trafficking-court-assets-b2475190.html |access-date=8 January 2024 |website=The Independent |language=en |archive-date=8 January 2024 |archive-url=https://web.archive.org/web/20240108212540/https://www.independent.co.uk/news/world/europe/andrew-tate-romania-trafficking-court-assets-b2475190.html |url-status=live }}</ref>

On 21 August 2024, Romanian police expanded their investigation against Andrew to include [[Trafficking of children|trafficking minors]], [[Sex with children|sex with a minor]], [[money laundering]] and [[Witness tampering|attempting to influence witnesses]].<ref>{{Cite web |title=Andrew Tate's home raided amid new claims of trafficking minors |url=https://news.sky.com/story/andrew-tates-home-raided-amid-new-claims-of-trafficking-minors-13200597 |access-date=2024-08-21 |website=Sky News |language=en |archive-date=21 August 2024 |archive-url=https://web.archive.org/web/20240821141141/https://news.sky.com/story/andrew-tates-home-raided-amid-new-claims-of-trafficking-minors-13200597 |url-status=live }}</ref><ref name=":1">{{Cite web |last=Plummer |first=Robert |date=2024-08-21 |title=Andrew Tate: Romania homes raided as investigation widens |url=https://www.bbc.co.uk/news/articles/c4gd02j64y9o |access-date=2024-08-21 |website=BBC News |language=en-GB |archive-date=21 August 2024 |archive-url=https://web.archive.org/web/20240821141141/https://www.bbc.co.uk/news/articles/c4gd02j64y9o |url-status=live }}</ref> DIICOT raided four homes belonging to Tate in [[Ilfov County]] and Bucharest in connection with new accusations and the criminal case of setting up an organised criminal group.<ref name=":2">{{Cite news |last=Weaver |first=Matthew |date=2024-08-21 |title=Armed police raid Andrew Tate's home in Romania |url=https://www.theguardian.com/uk-news/article/2024/aug/21/armed-police-raid-andrew-tate-home-romania |access-date=2024-08-21 |work=The Guardian |language=en-GB |issn=0261-3077 |archive-date=2 September 2024 |archive-url=https://web.archive.org/web/20240902005749/https://www.theguardian.com/uk-news/article/2024/aug/21/armed-police-raid-andrew-tate-home-romania |url-status=live }}</ref> The next day, Andrew and Tristan, whose property was also raided, were among six people taken into custody for allegations related to the raids.<ref name=tateandbrotheramongsix>{{cite news|url=https://www.reuters.com/world/europe/romanian-prosecutors-ask-court-extend-detention-influencer-andrew-tate-2024-08-22/|title=
Internet personality Andrew Tate ordered to be put under house arrest|first=Octav|last=Ganea|publisher=Reuters|date=August 22, 2024|accessdate=August 22, 2024}}</ref><ref name=august2024allegations /> Both Romanians and foreigners were among those arrested.<ref name=":4">{{Cite web |date=2024-08-22 |title=Andrew Tate put under house arrest in Romania as new charges emerge |url=https://www.bbc.co.uk/news/articles/clyglgy8j3eo |access-date=2024-08-23 |website=BBC News |language=en-GB |archive-date=23 August 2024 |archive-url=https://web.archive.org/web/20240823142742/https://www.bbc.co.uk/news/articles/clyglgy8j3eo |url-status=live }}</ref> Prosecutors said the new investigation involves 35 alleged victims, including a women who was a minor at the time. The accused are alleged to have made a total of $2.8 million via "sexual exploitation".<ref name=":4" /> The brothers have denied all the allegations.<ref name="august2024allegations" />

==== Rape and human trafficking charges ====
On 13 June 2023, DIICOT adjusted the charges from [[human trafficking]] to "human trafficking in continued form", a more serious charge.<ref name="Ilie-2023">{{Cite news |last=Ilie |first=Luiza |date=13 June 2023 |title=Romanian prosecutors change human trafficking charge against Andrew Tate |language=en |work=Reuters |editor-last=Osmond |editor-first=Ed |url=https://www.reuters.com/world/europe/romanian-prosecutors-change-human-trafficking-charge-against-andrew-tate-2023-06-13/ |access-date=13 June 2023}}</ref> One additional victim was identified, bringing the total to seven.<ref>{{Cite news |last=Banfield-Nwachi |first=Mabel |date=13 June 2023 |title=Romanian authorities change human trafficking charge against Andrew Tate |language=en-GB |work=The Guardian |url=https://www.theguardian.com/news/2023/jun/13/andrew-tate-romanian-authorities-change-human-trafficking-charge |access-date=13 June 2023 |issn=0261-3077 |archive-date=2 September 2024 |archive-url=https://web.archive.org/web/20240902005751/https://www.theguardian.com/news/2023/jun/13/andrew-tate-romanian-authorities-change-human-trafficking-charge |url-status=live }}</ref><ref name="Plumer-2023">{{Cite news |last=Plumer |first=Robert |date=31 March 2023 |title=Andrew Tate and Tristan Tate moved to house arrest |url=https://www.bbc.com/news/world-europe-65144651 |url-status=live |archive-url=https://web.archive.org/web/20230402044826/https://www.bbc.com/news/world-europe-65144651 |archive-date=2 April 2023 |access-date=2 April 2023 |work=[[BBC News]] |language=en-GB}}</ref><ref name="Reuters-2023">{{Cite news |date=1 April 2023 |title=Internet personality Andrew Tate moved to house arrest after court ruling |url=https://www.reuters.com/legal/internet-personality-andrew-tate-be-moved-house-arrest-lawyer-says-2023-03-31/ |url-status=live |archive-url=https://web.archive.org/web/20230402081954/https://www.reuters.com/legal/internet-personality-andrew-tate-be-moved-house-arrest-lawyer-says-2023-03-31/ |archive-date=2 April 2023 |access-date=2 April 2023 |work=[[Reuters]] |language=}}</ref> On 20 June, the four accused were indicted on charges of rape, human trafficking, and forming an organised crime group to sexually exploit women. They continue to deny all charges and remain under investigation for money laundering and trafficking of minors.<ref name="Williamson & Wright">{{Cite news |last1=Wright |first1=George |last2=Murphy |first2=Matt |date=20 June 2023 |title=Andrew Tate charged with rape and human trafficking |url=https://www.bbc.com/news/world-europe-65959097 |access-date=20 June 2023 |work=[[BBC News]] |language=en-GB |archive-date=30 June 2023 |archive-url=https://web.archive.org/web/20230630013331/https://www.bbc.com/news/world-europe-65959097 |url-status=live }}</ref> Andrew's attorney argues that Andrew was playing an [[Online identity|online character]],<ref name="Reevell-2024" /> while Andrew and his supporters have spread various conspiracy theories about the criminal charges.<ref>{{Cite web |last1=Tenbarge |first1=Kat |last2=Rosenblatt |first2=Kalhan |date=31 December 2022 |title=Andrew Tate's arrest inspires misinformation, memes and defenders online |url=https://www.nbcnews.com/tech/internet/andrew-tate-arrest-twitter-thunberg-memes-romania-post-greta-money-rcna63752 |url-status=live |archive-url=https://web.archive.org/web/20230421230817/https://www.nbcnews.com/tech/internet/andrew-tate-arrest-twitter-thunberg-memes-romania-post-greta-money-rcna63752 |archive-date=21 April 2023 |access-date=12 October 2023 |website=NBC News |language=en}}</ref><ref>{{Cite web |last1=McGrath |first1=Stephen |last2=Alexandru |first2=Andreea |date=4 August 2023 |title=Andrew Tate released from house arrest while awaiting trial on human-trafficking charges |url=https://abcnews.go.com/International/wireStory/influencer-andrew-tate-released-house-arrest-awaits-human-102011574 |url-status=live |archive-url=https://web.archive.org/web/20230909122622/https://abcnews.go.com/International/wireStory/influencer-andrew-tate-released-house-arrest-awaits-human-102011574 |archive-date=9 September 2023 |access-date=12 October 2023 |website=ABC News |agency=Associated Press}}</ref>

[[Sky News]] reported that the allegations include committing "human trafficking in Romania and other countries", including the United States and United Kingdom.<ref name="Sky-News-2024" /> [[ABC News (United States)|ABC News]] reported that the case centres around three women—of American, Moldovan, and British nationality—who accuse the Tates of "luring [them] to Romania and exploiting them on webcam".<ref name="Reevell-2024">{{Cite web |last=Reevell |first=Patrick |date=May 21, 2024 |title=Andrew Tate, 'King of Toxic Masculinity,' faces 3 legal cases in 2 countries |url=https://abcnews.go.com/International/andrew-tate-king-toxic-masculinity-faces-3-legal/story?id=110170204 |access-date=2024-06-05 |website=ABC News |language=en |archive-date=19 June 2024 |archive-url=https://web.archive.org/web/20240619013037/https://abcnews.go.com/International/andrew-tate-king-toxic-masculinity-faces-3-legal/story?id=110170204 |url-status=live }}</ref> According to the ''[[Anti-Defamation League]]'', "Prosecutors allege that [Andrew] Tate raped at least one of the women repeatedly, controlled them by threatening them with violence and financial ruin and posted pornographic videos to the women's social media accounts."<ref name="Anti-Defamation-League-2024">{{Cite web |date=1 March 2024 |title=Andrew Tate: Five Things to Know |url=https://www.adl.org/resources/blog/andrew-tate-five-things-know |url-status=live |archive-url=https://web.archive.org/web/20240208041142/https://www.adl.org/resources/blog/andrew-tate-five-things-know |archive-date=8 February 2024 |access-date=10 March 2024 |website=[[Anti-Defamation League]] |series=Center on Extremism}}</ref>

In January 2024, the case was heard in the preliminary chamber before a trial date was set.<ref name="AP-News-2024" /> In April, a Romanian court ruled that all the four defendants could be tried in the country, without specifying a trial date.<ref>{{Cite web |last1=Nicholls |first1=Catherine |last2=Mian |first2=Louis |date=26 April 2024 |title=Andrew Tate will stand trial on trafficking and rape charges, Romanian court rules |url=https://www.cnn.com/2024/04/26/europe/andrew-tate-rape-case-trial-romania-intl/index.html |access-date=28 April 2024 |website=CNN |language=en |archive-date=27 April 2024 |archive-url=https://web.archive.org/web/20240427235358/https://www.cnn.com/2024/04/26/europe/andrew-tate-rape-case-trial-romania-intl/index.html |url-status=live }}</ref><ref>{{Cite news |date=26 April 2024 |title=Andrew Tate and brother Tristan to be tried in Romania on rape and trafficking charges |url=https://www.bbc.com/news/world-europe-68907298 |access-date=28 April 2024 |work=BBC News |language=en-GB |archive-date=28 April 2024 |archive-url=https://web.archive.org/web/20240428104015/https://www.bbc.com/news/world-europe-68907298 |url-status=live }}</ref> The Bucharest Tribunal decided that the case against Andrew "met the legal criteria". The defendants have appealed the ruling and have engaged in a legal strategy of delaying and drawing out the case.<ref>{{Cite web |date=2024-04-26 |title=Andrew Tate's trial on charges of rape and human trafficking can start, a Romanian court rules |url=https://apnews.com/article/andrew-tate-romania-trial-human-trafficking-rape-4dde5de557094c6eadde73722833327a |url-status=live |archive-url=https://web.archive.org/web/20240902005910/https://apnews.com/article/andrew-tate-romania-trial-human-trafficking-rape-4dde5de557094c6eadde73722833327a |archive-date=2 September 2024 |access-date=2024-06-04 |website=AP News |language=en}}</ref><ref>{{cite web |last1=Fati |first1=Sabina |last2=Verseck |first2=Keno |date=4 November 2024 |title=Detained in Romania, Tate brothers keep delaying court case |url=https://www.dw.com/en/detained-in-romania-tate-brothers-keep-delaying-court-case/a-70656678 |url-status=live |archive-url=https://archive.today/20241208152433/https://www.dw.com/en/detained-in-romania-tate-brothers-keep-delaying-court-case/a-70656678 |archive-date=8 December 2024 |access-date=5 November 2024 |website=dw.com |publisher=DW}}</ref> In November, the Bucharest court ruled to remove certain pieces of evidence from the trial, including statements from the brothers and witness testimonies.<ref>{{Cite news |last=Ilie |first=Luiza |date=2024-09-19 |editor-last=MacSwan |editor-first=Angus |title=Romanian court moves to remove evidence from Andrew Tate human trafficking case |url=https://www.reuters.com/world/europe/romanian-court-moves-remove-evidence-human-trafficking-case-against-andrew-tate-2024-11-19/ |url-status=live |archive-url=https://archive.today/20241119125642/https://www.reuters.com/world/europe/romanian-court-moves-remove-evidence-human-trafficking-case-against-andrew-tate-2024-11-19/ |archive-date=19 November 2024 |access-date=19 November 2024 |work=[[Reuters]]}}</ref>

==== Pre-trial detention and restrictions ====
After an initial 24-hour [[Remand (detention)|pre-trial detention]] following the arrests on 29 December 2022, the judge prolonged their detention by 30 days.<ref name="WaPo-2023" /> The Tates appealed the extension, but the appeal was rejected on 10 January 2023.<ref>{{cite news |date=10 January 2023 |title=Andrew Tate loses bid to end detention in Romania |agency=BBC |url=https://www.bbc.com/news/world-europe-64222801.amp |url-status=live |access-date=10 January 2023 |archive-url=https://web.archive.org/web/20230110222016/https://www.bbc.com/news/world-europe-64222801.amp |archive-date=10 January 2023}}</ref><ref>{{Cite web |last1=Luțac |first1=Răzvan |last2=Otopeanu |first2=Cristian |date=10 January 2023 |title=Frații Tristan și Andrew Tate, aduși în fața instanței. Azi află dacă rămân în arest sau vor fi judecați în libertate |url=https://www.libertatea.ro/stiri/contestatia-lui-andrew-tate-si-tristan-tate-se-judeca-astazi-la-curtea-de-apel-bucuresti-4406464 |url-status=live |archive-url=https://web.archive.org/web/20230110091439/https://www.libertatea.ro/stiri/contestatia-lui-andrew-tate-si-tristan-tate-se-judeca-astazi-la-curtea-de-apel-bucuresti-4406464 |archive-date=10 January 2023 |access-date=10 January 2023 |website=Libertatea |language=ro}}</ref> Under Romanian law, it can be prolonged for a maximum of 180 days.<ref>{{Cite web |last=Davis |first=Charles R. |title='Misogynist' influencer Andrew Tate will be held in a Romanian jail for 30 days. Here's what his life may be like while in custody. |url=https://www.insider.com/andrew-tate-life-may-like-custody-in-a-romanian-jail-2022-12 |url-status=live |archive-url=https://wayback.archive-it.org/all/20221231183712/https://www.insider.com/andrew-tate-life-may-like-custody-in-a-romanian-jail-2022-12 |archive-date=31 December 2022 |access-date=10 January 2023 |website=[[Business Insider]] |language=en-US}}</ref> On 20 January, a Romanian court extended the brothers' pre-trial detention to 27 February;<ref>{{Cite news |last1=Williamson |first1=Lucy |last2=Armstrong |first2=Kathryn |last3=Radford |first3=Antoinette |date=20 January 2023 |title=Andrew Tate: Romania court extends police detention for influencer and brother |language=en-GB |work=[[BBC News]] |url=https://www.bbc.com/news/world-europe-64347211 |url-status=live |access-date=20 January 2023 |archive-url=https://web.archive.org/web/20230120132443/https://www.bbc.com/news/world-europe-64347211 |archive-date=20 January 2023}}</ref> the court's reasoning was based on a desire to safeguard the investigation and prevent the Tates from leaving the country.<ref>{{Cite news |last=Williamson |first=Lucy |date=27 January 2023 |title=Andrew Tate: Judge explains extended detention of 'dangerous' influencer |language=en-GB |work=[[BBC News]] |url=https://www.bbc.com/news/world-europe-64428277 |url-status=live |access-date=30 January 2023 |archive-url=https://web.archive.org/web/20230130120502/https://www.bbc.com/news/world-europe-64428277 |archive-date=30 January 2023}}</ref> On 25 January, while being taken for questioning at Romania's organised crime unit, Andrew said the case against him was "empty" and told reporters that "they know we have done nothing wrong".<ref>{{Cite news |date=25 January 2023 |title=Andrew Tate claims case against him 'empty' |language=en-GB |work=BBC News |url=https://www.bbc.com/news/world-europe-64398256 |access-date=25 January 2023 |archive-date=25 January 2023 |archive-url=https://web.archive.org/web/20230125132821/https://www.bbc.com/news/world-europe-64398256 |url-status=live }}</ref>

[[File:Bucharest - Palace of Justice (Justizpalast) - no filter (29340923631).jpg|thumb|The brothers have appealed multiple times to the [[Bucharest Court of Appeal]], located in [[Palace of Justice, Bucharest|The Palace of Justice]] (pictured). The court has overturned tribunal decisions and rejected other appeals.<ref name="Seddon-2024"/><ref name="Williamson-2024"/><ref name="Radford-2024"/><ref name="AP-News-2024"/>]]
On 1 February, the Tates appealed the decision to extend his detention. The [[Bucharest Court of Appeal]] rejected his appeal.<ref name="Williamson-2024">{{Cite news |first=Lucy |last=Williamson |date=1 February 2023 |title=Andrew Tate: Influencer's appeal against detention rejected by Romanian judges |language=en-GB |work=BBC News |url=https://www.bbc.com/news/world-europe-64485965 |access-date=2 February 2023 |archive-date=2 February 2023 |archive-url=https://web.archive.org/web/20230202094936/https://www.bbc.com/news/world-europe-64485965 |url-status=live }}</ref> That same day, Tina Glandian, a lawyer who previously represented [[Chris Brown]] and [[Mike Tyson]], was added to the defense team. She released a public statement alleging that the situation constituted a "violation of international human rights".<ref>{{Cite web |last1=Ghirda |first1=Vadim |last2=McGrath |first2=Stephen |date=1 February 2023 |title=Andrew Tate loses appeal against 30-day detention in Romania |url=https://apnews.com/article/romania-bucharest-crime-human-trafficking-cba587f3923590064b5b99610ebb6a02 |access-date=4 February 2023 |website=AP News |language=en |archive-date=4 February 2023 |archive-url=https://web.archive.org/web/20230204234132/https://apnews.com/article/romania-bucharest-crime-human-trafficking-cba587f3923590064b5b99610ebb6a02 |url-status=live }}</ref> On 21 February, a Romanian judicial institution prolonged the brothers' detention for 30 more days.<ref>{{Cite news |title=Romanian court extends Andrew Tate's detention for a third time |url=https://www.thejournal.ie/romanian-court-extends-andrew-tates-detention-for-a-third-time-6001059-Feb2023/ |date=21 February 2023 |access-date=21 February 2023 |work=[[TheJournal.ie]] |agency=[[Press Association]] |archive-date=21 February 2023 |archive-url=https://web.archive.org/web/20230221185300/https://www.thejournal.ie/romanian-court-extends-andrew-tates-detention-for-a-third-time-6001059-Feb2023/ |url-status=live }}</ref> Prosecutors allege [[Wiretapping|wiretaps]] of phone calls made by Andrew to two associates, instructing them to lobby two Romanian right-wing politicians, [[George Simion]] and [[Diana Iovanovici Șoșoacă]], to support his release.<ref>{{Cite news |last1=Ilie |first1=Luiza |last2=Ganea |first2=Octav |last3=Marshall |first3=Andrew R. c |last4=Ilie |first4=Luiza |date=28 February 2023 |title=Andrew Tate seeks to recruit right-wing politicians to his cause, wiretaps show |language=en |work=Reuters |url=https://www.reuters.com/world/europe/andrew-tate-seeks-recruit-right-wing-politicians-his-cause-wiretaps-show-2023-02-28/ |url-status=live |access-date=3 March 2023 |archive-url=https://web.archive.org/web/20230301153558/https://www.reuters.com/world/europe/andrew-tate-seeks-recruit-right-wing-politicians-his-cause-wiretaps-show-2023-02-28/ |archive-date=1 March 2023}}</ref>

On 14 March, their petition for bail was refused for the third time.<ref>{{cite web |last=Mandler |first=C |date=15 March 2023 |title=Andrew Tate and his brother are denied bail for a third time in Romania |url=https://www.cbsnews.com/news/andrew-tate-denied-bail-romania-prison-rape-human-trafficking-charges/ |access-date=16 March 2023 |website=[[CBS News]] |archive-date=16 March 2023 |archive-url=https://web.archive.org/web/20230316023417/https://www.cbsnews.com/news/andrew-tate-denied-bail-romania-prison-rape-human-trafficking-charges/ |url-status=live }}</ref> On 29 March, their detention period was lengthened until the end of April.<ref>{{Cite news |last1=Williamson |first1=Lucy |last2=Mackintosh |first2=Thomas |date=22 March 2023 |title=Andrew Tate: Brothers' custody extended by another month |language=en-GB |work=[[BBC News]] |url=https://www.bbc.com/news/world-europe-65041668 |access-date=22 March 2023 |archive-date=22 March 2023 |archive-url=https://web.archive.org/web/20230322184907/https://www.bbc.com/news/world-europe-65041668 |url-status=live }}</ref><ref>{{Cite news |last=Ilie |first=Luiza |date=29 March 2023 |title=Romanian court upholds ruling denying Andrew Tate's release on bail |language= |work=Reuters |editor-last=Oatis |editor-first=Jonathan |url=https://www.reuters.com/world/europe/romanian-court-upholds-ruling-denying-andrew-tates-release-bail-2023-03-29/ |url-status=live |access-date=31 March 2023 |archive-url=https://web.archive.org/web/20230331185828/https://www.reuters.com/world/europe/romanian-court-upholds-ruling-denying-andrew-tates-release-bail-2023-03-29/ |archive-date=31 March 2023}}</ref> On 31 March, the Bucharest Court of Appeal overturned the previous court's decision, transitioning the brothers' pre-trial detention to [[house arrest]], initially set until 29 April and later extended to the end of August.<ref name="Radford-2024">{{Cite news |first=Antoinette |last=Radford |date=21 April 2023 |title=Andrew Tate: House arrest extended another 30 days |language=en-GB |work=BBC News |url=https://www.bbc.com/news/world-europe-65351270 |access-date=13 June 2023 |archive-date=3 June 2023 |archive-url=https://web.archive.org/web/20230603103006/https://www.bbc.com/news/world-europe-65351270 |url-status=live }}</ref><ref>{{cite news |last1=McGrath |first1=Stephen |last2=Alexandru |first2=Andreea |title=Romanian court rules to keep Andrew Tate under house arrest as human trafficking case continues |url=https://abcnews.go.com/International/wireStory/romanian-court-rules-andrew-tate-house-arrest-human-101398713 |access-date=18 July 2023 |newspaper=ABC News |language=en |archive-date=18 July 2023 |archive-url=https://web.archive.org/web/20230718131105/https://abcnews.go.com/International/wireStory/romanian-court-rules-andrew-tate-house-arrest-human-101398713 |url-status=live }}</ref> In total, the four suspects, including the brothers, were held in police custody from 29 December 2022 until 31 March 2023.<ref name="Ilie-2023" />

On 4 August, their house arrest was replaced by [[judicial control]] until 2 October, allowing the four to leave their house but not [[Ilfov County]].<ref name="Topping 2023 c959">{{cite web | last=Topping | first=Alexandra | title=Andrew Tate released from house arrest by Bucharest court | website=The Guardian | date=4 August 2023 | url=https://www.theguardian.com/news/2023/aug/04/andrew-tate-released-from-house-arrest-by-bucharest-court | access-date=4 August 2023 | archive-date=2 September 2024 | archive-url=https://web.archive.org/web/20240902004438/https://www.theguardian.com/news/2023/aug/04/andrew-tate-released-from-house-arrest-by-bucharest-court | url-status=live }}</ref> On 28 September, the travel restriction was relaxed after an appeal, allowing Andrew to travel within Romania.<ref>{{Cite web |last1=McGrath |first1=Stephen |last2=Alexandru |first2=Andreea |date=28 September 2023 |title=Romanian court eases geographical restrictions on divisive influencer Andrew Tate |url=https://apnews.com/article/andrew-tate-romania-restrictions-bucharest-human-trafficking-6fb9eb5594dca82507caf565e8cf85a7 |url-status=live |archive-url=https://web.archive.org/web/20231011152804/https://apnews.com/article/andrew-tate-romania-restrictions-bucharest-human-trafficking-6fb9eb5594dca82507caf565e8cf85a7 |archive-date=11 October 2023 |access-date=12 October 2023 |website=Associated Press |language=en}}</ref> The decision was overturned on appeal, but restrictions were again relaxed by a Romanian judge on 28 November.<ref>{{Cite news |last1=Charlish |first1=Alan |last2=Singleton |first2=Sharon |date=23 November 2023 |title=Romanian judge loosens restrictions on influencer Andrew Tate |work=Reuters |url=https://www.reuters.com/world/europe/romanian-judge-loosens-restrictions-influencer-andrew-tate-2023-11-23/ |access-date=14 December 2023 |archive-date=4 December 2023 |archive-url=https://web.archive.org/web/20231204184411/https://www.reuters.com/world/europe/romanian-judge-loosens-restrictions-influencer-andrew-tate-2023-11-23/ |url-status=live }}</ref>

On 30 January 2024, the Bucharest Court of Appeal rejected Tate's appeal to relax judicial control measures, after pre-trial restrictions imposed on 18 January were extended another 60 days. The restrictions determine that he cannot leave the country.<ref name="AP-News-2024">{{Cite web |date=30 January 2024 |title=Andrew Tate loses his appeal to ease judicial restrictions as human trafficking case continues |url=https://apnews.com/article/andrew-tate-human-trafficking-romania-court-appeal-33c380daebab86e309b5b787b550fcab |access-date=31 January 2024 |website=AP News |language=en |archive-date=30 January 2024 |archive-url=https://web.archive.org/web/20240130182825/https://apnews.com/article/andrew-tate-human-trafficking-romania-court-appeal-33c380daebab86e309b5b787b550fcab |url-status=live }}</ref> On 10 May, The Bucharest Tribunal extended the same travel restrictions another 60 days,<ref>{{Cite web |date=2024-05-10 |title=Romanian court extends judicial measures against online influencer awaiting human trafficking trial |url=https://apnews.com/article/andrew-tate-romania-human-trafficking-trial-restrictions-5e0537e2255826005ddf3cb14f092427 |access-date=2024-06-04 |website=AP News |language=en |archive-date=4 June 2024 |archive-url=https://web.archive.org/web/20240604212558/https://apnews.com/article/andrew-tate-romania-human-trafficking-trial-restrictions-5e0537e2255826005ddf3cb14f092427 |url-status=live }}</ref> and on 20 May, Andrew lost his appeal in the Bucharest Court of Appeal to have the restrictions relaxed.<ref>{{Cite web |date=2024-05-30 |title=Andrew Tate loses appeal to relax judicial restrictions as he awaits human trafficking, rape trial |url=https://apnews.com/article/andrew-tate-romania-human-trafficking-4418c0192bd511656dfd4084bb3e9a31 |access-date=2024-06-04 |website=AP News |language=en |archive-date=4 June 2024 |archive-url=https://web.archive.org/web/20240604212558/https://apnews.com/article/andrew-tate-romania-human-trafficking-4418c0192bd511656dfd4084bb3e9a31 |url-status=live }}</ref> On 5 July, a Bucharest court announced that the brothers were no longer restricted to travel only within Romania. The travel restriction was lifted, allowing the brothers to travel freely within the EU.<ref>{{Cite news |last=Brown |first=Benjamin |date=July 5, 2024 |title=Andrew Tate can leave Romania but must remain in EU before trial, court rules |url=https://www.cnn.com/2024/07/05/europe/andrew-tate-leave-romania-eu-trial-intl/index.html |work=CNN |access-date=9 July 2024 |archive-date=9 July 2024 |archive-url=https://web.archive.org/web/20240709021729/https://www.cnn.com/2024/07/05/europe/andrew-tate-leave-romania-eu-trial-intl/index.html |url-status=live }}</ref> That ruling was reversed by the Bucharest Court of Appeal on 16 July.<ref>{{Cite news |date=16 July 2024 |title=Romanian court overturns EU travel approval for influencer Andrew Tate |url=https://www.rfi.fr/en/international-news/20240716-romanian-court-overturns-eu-travel-approval-for-influencer-andrew-tate |access-date=16 July 2024 |work=[[Agence France-Presse]] |publisher=[[Radio France Internationale]] |archive-date=16 July 2024 |archive-url=https://web.archive.org/web/20240716153913/https://www.rfi.fr/en/international-news/20240716-romanian-court-overturns-eu-travel-approval-for-influencer-andrew-tate |url-status=live }}</ref>

On 21 August, the brothers were held for questioning as part of a new investigation against them.<ref name="august2024investigation">{{cite news |last=Plummer |first=Robert |date=2024-08-21 |title=Andrew Tate held overnight after police raid homes in Romania |url=https://www.bbc.com/news/articles/c4gd02j64y9o |accessdate=2024-08-22 |publisher=BBC News |archive-date=23 August 2024 |archive-url=https://web.archive.org/web/20240823021500/https://www.bbc.com/news/articles/c4gd02j64y9o |url-status=live }}</ref> A hearing was held at which a Romanian judge placed Andrew under house arrest for at least 30 days amid new allegations of human trafficking and sexual intercourse with a minor.<ref name=august2024allegations /><ref name=":4" /> The arrests came one day after Romanian police raided his home in the country.<ref name=august2024allegations>{{cite news|url=https://www.cnn.com/2024/08/21/europe/romanian-police-raid-andrew-tate-home-intl-latam/index.html|title=Andrew Tate put under house arrest in Romania over new allegations|first1=Zahid|last1=Mahmood|first2=Christiana|last2=Molsescu|publisher=CNN|date=22 August 2024|accessdate=22 August 2024|archive-date=22 August 2024|archive-url=https://web.archive.org/web/20240822080333/https://www.cnn.com/2024/08/21/europe/romanian-police-raid-andrew-tate-home-intl-latam/index.html|url-status=live}}</ref><ref name=tateandbrotheramongsix /> Tristan was placed under judicial custody.<ref name=tateandbrotheramongsix />

On 5 September, the Bucharest Court of Appeal turned down prosecutors' request to jail Andrew, keeping him under house arrest. Tristan was allowed to be kept in judicial custody, but he and Andrew were allowed to communicate with the alleged victims they have children with and who deny the allegations against them.<ref>{{cite news|url=https://apnews.com/article/andrew-tate-appeal-trafficking-romania-87b33084d199adb233dfa5f47cdc452f|title=Romanian prosecutors lose appeal to jail Andrew Tate. He will remain under house arrest|first1=Stephen|last1=McGrath|first2=Nicolae|last2=Dumitrache|publisher=The Associated Press|date=5 September 2024|accessdate=6 September 2024}}</ref>

=== United Kingdom ===
Andrew was first arrested in July 2015 after two women filed complaints accusing him of rape and assault in 2014. He was again arrested on suspicion of rape in December 2015, after an accuser presented messages from Andrew in which he wrote, "I love raping you". In response to the allegations, a spokesperson for Andrew said, "Andrew vehemently denies any involvement in criminal activities such as rape or physical abuse."<ref name="Reevell-20242">{{Cite web |last=Reevell |first=Patrick |date=May 21, 2024 |title=Andrew Tate, 'King of Toxic Masculinity,' faces 3 legal cases in 2 countries |url=https://abcnews.go.com/International/andrew-tate-king-toxic-masculinity-faces-3-legal/story?id=110170204 |url-status=live |archive-url=https://web.archive.org/web/20240619013037/https://abcnews.go.com/International/andrew-tate-king-toxic-masculinity-faces-3-legal/story?id=110170204 |archive-date=19 June 2024 |access-date=2024-06-05 |website=ABC News |language=en}}</ref> In 2016, when Andrew appeared on the British reality show ''[[Big Brother (British TV series)|Big Brother]]''<nowiki/>'s [[Big Brother (British TV series) series 17|17th series]],<ref name="Weale-2023">{{Cite web |last=Weale |first=Sally |date=2 February 2023 |title='We see misogyny every day': how Andrew Tate's twisted ideology infiltrated British schools |url=https://www.theguardian.com/society/2023/feb/02/andrew-tate-twisted-ideology-infiltrated-british-schools |url-status=live |archive-url=https://web.archive.org/web/20230202102222/https://www.theguardian.com/society/2023/feb/02/andrew-tate-twisted-ideology-infiltrated-british-schools |archive-date=2 February 2023 |access-date=2 February 2023 |website=[[The Guardian]] |language=en}}</ref> ''[[Vice (magazine)|Vice]]'' later reported that he was removed because the show's producers became aware of the investigation by [[Hertfordshire Constabulary]] into him for rape.<ref name="Dodgson2">{{Cite web |last=Dodgson |first=Lindsay |title=Andrew Tate was arrested on suspicion of rape in the UK in 2015, but authorities dropped the case |url=https://www.insider.com/andrew-tate-was-arrested-on-suspicion-of-rape-uk-2015-2023-1 |url-status=live |archive-url=https://wayback.archive-it.org/all/20230707070303/https://www.insider.com/andrew-tate-was-arrested-on-suspicion-of-rape-uk-2015-2023-1 |archive-date=7 July 2023 |access-date=11 January 2023 |website=[[Business Insider|Insider]] |language=en-US}}</ref>

In 2019, after a four-year investigation, the [[Crown Prosecution Service]] declined to file charges for any of the allegations for [[sexual violence]] and [[physical abuse]], stating that the evidence "did not meet our legal test". The three women said the case was mishandled, with the police apologising for delays in the investigation; according to Tate, the police "found [exculpatory] messages from the girls' phones".<ref name="Dodgson">{{Cite web |last=Dodgson |first=Lindsay |title=Andrew Tate was arrested on suspicion of rape in the UK in 2015, but authorities dropped the case |url=https://www.insider.com/andrew-tate-was-arrested-on-suspicion-of-rape-uk-2015-2023-1 |url-status=live |archive-url=https://wayback.archive-it.org/all/20230707070303/https://www.insider.com/andrew-tate-was-arrested-on-suspicion-of-rape-uk-2015-2023-1 |archive-date=7 July 2023 |access-date=11 January 2023 |website=[[Business Insider|Insider]] |language=en-US}}</ref><ref name="Vice_2015arrest">{{Cite web |last1=Shea |first1=Matt |author-link=Matt Shea (filmmaker) |last2=Tahsin |first2=Jamie |last3=Hume |first3=Tim |date=4 January 2023 |title=Exclusive: Andrew Tate Was Arrested on Suspicion of Rape in the UK in 2015 |url=https://www.vice.com/en/article/bvm43q/andrew-tate-arrest |url-status=live |archive-url=https://web.archive.org/web/20230111182151/https://www.vice.com/en/article/bvm43q/andrew-tate-arrest |archive-date=11 January 2023 |access-date=11 January 2023 |website=[[Vice News]] |language=en}}</ref><ref name="Vice_Texts">{{cite web |last1=Tahsin |first1=Jamie |last2=Shea |first2=Matt |last3=Hume |first3=Tim |date=12 January 2023 |title='I Love Raping You': What Andrew Tate Told Woman Who Accused Him of Rape |url=https://www.vice.com/en/article/wxn3dm/andrew-tate-whatsapps-arrest |url-status=live |archive-url=https://web.archive.org/web/20230114020113/https://www.vice.com/en/article/wxn3dm/andrew-tate-whatsapps-arrest |archive-date=14 January 2023 |access-date=14 January 2023 |website=Vice News}}</ref>

In March 2024, the UK's [[Westminster Magistrates' Court]] issued an arrest warrant against both brothers and requested their [[extradition]] to the country.<ref name="march2024arrest" /><ref>{{Cite news |date=2024-03-13 |title=Romanian court approves request to extradite Andrew Tate |url=https://www.reuters.com/world/europe/internet-personality-tate-brought-court-uk-arrest-warrant-2024-03-12/ |access-date=2024-12-17 |work=Reuters |archive-date=2024-05-29 |archive-url=https://web.archive.org/web/20240529171058/https://www.reuters.com/world/europe/internet-personality-tate-brought-court-uk-arrest-warrant-2024-03-12/ |url-status=live }}</ref> According to the Tate's representative, the charges are based on allegations of sexual aggression from 2012 to 2015. [[Bedfordshire police]] said the warrant was "part of an ongoing investigation into allegations of rape and human trafficking", alongside Romanian authorities. The operation against the brothers was called Operation Moonwalk.<ref name="Dodd-2024">{{Cite news |last1=Dodd |first1=Vikram |last2=Grierson |first2=Jamie |date=2024-03-12 |title=Andrew Tate faces extradition to UK over rape and human trafficking claims |url=https://www.theguardian.com/uk-news/2024/mar/12/andrew-tate-brother-tristan-arrested-romania-uk-warrant |access-date=2024-06-04 |work=The Guardian |language=en-GB |issn=0261-3077 |archive-date=2 September 2024 |archive-url=https://web.archive.org/web/20240902005233/https://www.theguardian.com/uk-news/2024/mar/12/andrew-tate-brother-tristan-arrested-romania-uk-warrant |url-status=live }}</ref> Romanian police detained the two on 11 March after the prosecutor of the [[Bucharest Court of Appeal]] ordered them to be detained for a day until the court decided on the execution of the warrant.<ref name="Holly">{{cite web |last=Evans |first=Holly |date=12 March 2024 |title=Andrew Tate and his brother 'detained in Romania after arrest warrant issued by UK' |url=https://www.independent.co.uk/news/uk/crime/andrew-tate-arrest-warrant-detained-uk-romania-b2511121.html |access-date=12 March 2024 |website=The Independent |archive-date=12 March 2024 |archive-url=https://web.archive.org/web/20240312080644/https://www.independent.co.uk/news/uk/crime/andrew-tate-arrest-warrant-detained-uk-romania-b2511121.html |url-status=live }}</ref><ref>{{cite web |last=Rhoden-Paul |first=Andre |date=12 March 2024 |title=Andrew Tate and brother Tristan detained in Romania over UK arrest warrant |url=https://www.bbc.com/news/uk-68542187 |access-date=12 March 2024 |website=BBC |archive-date=12 March 2024 |archive-url=https://web.archive.org/web/20240312080042/https://www.bbc.com/news/uk-68542187 |url-status=live }}</ref> On 12 March, the Romanian court ruled that the brothers can be extradited to the UK only after the Romanian trial for human trafficking concludes.<ref name="march2024arrest">{{Cite news |date=12 March 2024 |title=Andrew Tate and brother Tristan can be extradited to UK, Romanian court rules |url=https://www.bbc.com/news/uk-68547871 |access-date=12 March 2024 |work=BBC News |language=en-GB |archive-date=12 March 2024 |archive-url=https://web.archive.org/web/20240312154902/https://www.bbc.com/news/uk-68547871 |url-status=live }}</ref> The brothers "categorically reject all charges".<ref>{{Cite news |last=Grierson |first=Jamie |date=12 March 2024 |title=Andrew Tate and brother Tristan arrested in Romania on UK warrant |url=https://www.theguardian.com/uk-news/2024/mar/12/andrew-tate-brother-tristan-arrested-romania-uk-warrant |access-date=12 March 2024 |work=The Guardian |language=en-GB |issn=0261-3077 |archive-date=2 September 2024 |archive-url=https://web.archive.org/web/20240902005233/https://www.theguardian.com/uk-news/2024/mar/12/andrew-tate-brother-tristan-arrested-romania-uk-warrant |url-status=live }}</ref>

According to the lawyer representing the accusers, Matthew Jury, they received information that Andrew had told [[Adin Ross]] he planned to flee Romania, and requested British police have him detained.<ref>{{cite news|url=https://www.nytimes.com/2024/03/12/world/europe/andrew-tate-arrested-uk-romania.html|title=Andrew Tate Can Be Extradited to Britain After Romanian Trial, Court Rules|newspaper=The New York Times|date=12 March 2024|first1=Derrick|last1=Taylor|first2=Amanda|last2=Holpuch}}</ref> Jury also called on [[Piers Morgan]] and [[Tucker Carlson]] to no longer give Andrew a platform, or otherwise to "properly interrogate him on the allegations", describing the spread of disinformation over the allegations in the UK and elsewhere as damaging.<ref name="Sky-News-2024">{{Cite web |title=Andrew Tate and his brother Tristan detained in Romania after arrest warrant issued by UK |url=https://news.sky.com/story/andrew-tate-and-his-brother-tristan-detained-in-romania-on-uk-arrest-warrant-13093008 |access-date=12 March 2024 |website=Sky News |language=en |archive-date=12 March 2024 |archive-url=https://web.archive.org/web/20240312074104/https://news.sky.com/story/andrew-tate-and-his-brother-tristan-detained-in-romania-on-uk-arrest-warrant-13093008 |url-status=live }}</ref>

== Civil cases ==

=== United States ===
In February 2023, the Tates' legal team confirmed that a [[cease and desist]] letter was sent to at least one of the accusers in December 2022, threatening to sue her and her parents for $300 million over alleged defamatory statements. A representative for the accuser said the brothers' threats in the United States were an attempt to stop the accuser's testimony in Romanian court. The brothers legal team denied attempting to intimidate the accuser.<ref>{{Cite web |last=Gregory |first=Andy |date=18 February 2023 |title=Andrew Tate threatens to sue accuser in bid to 'shut down' testimony |url=https://www.independent.co.uk/news/uk/home-news/andrew-tate-accuser-defamation-cease-desist-b2284865.html |access-date=14 December 2023 |website=The Independent |language=en |archive-date=14 December 2023 |archive-url=https://web.archive.org/web/20231214173317/https://www.independent.co.uk/news/uk/home-news/andrew-tate-accuser-defamation-cease-desist-b2284865.html |url-status=live }}</ref><ref name="BBC Threatens">{{Cite news |date=17 February 2023 |title=Andrew Tate threatens legal action against accuser |language=en-GB |work=BBC News |url=https://www.bbc.com/news/world-europe-64683923 |access-date=14 December 2023 |archive-date=26 December 2023 |archive-url=https://web.archive.org/web/20231226033602/https://www.bbc.com/news/world-europe-64683923 |url-status=live }}</ref> Two of the accusers reportedly went into hiding after being targeted by an [[online harassment]] campaign, described as an attempt to "scare them into silence" by a "troll army". Senior legal counsel at the [[National Center on Sexual Exploitation]], who are advising the women, alleges the Tate's following targeted her clients with thousands of online threats, including [[doxing]] the accusers, their relatives, as well as the use of [[private investigators]].<ref name="Winsor-2023">{{Cite web |last=Winsor |first=Morgan |date=15 July 2023 |title=Andrew Tate accusers forced into hiding after online harassment from 'troll army,' lawyer says |url=https://abcnews.go.com/International/andrew-tate-accusers-online-harassment/story?id=100569030 |access-date=14 December 2023 |website=ABC News |language=en |archive-date=14 December 2023 |archive-url=https://web.archive.org/web/20231214173317/https://abcnews.go.com/International/andrew-tate-accusers-online-harassment/story?id=100569030 |url-status=live }}</ref>

In July 2023, the brothers filed a [[defamation]] lawsuit against one of the accusers, their parents and two other people, in [[Palm Beach County, Florida|Palm Beach County]], Florida, seeking $5 million in damages. The Tates claim the five conspired to falsely accuse them of human trafficking and rape, costing them their freedom as well as income from social media and business ventures.<ref name="AP News-2023">{{Cite web |date=13 July 2023 |first=Terry |last=Spencer |title=Andrew Tate sues his accusers in human trafficking case |url=https://apnews.com/article/andrew-tate-lawsuit-human-trafficking-romania-florida-aacca97560a25848b03131d4aecd8ffe |access-date=14 December 2023 |website=The Associated Press |archive-date=14 December 2023 |archive-url=https://web.archive.org/web/20231214173318/https://apnews.com/article/andrew-tate-lawsuit-human-trafficking-romania-florida-aacca97560a25848b03131d4aecd8ffe |url-status=live }}</ref> One of the other people was dropped from the case by the court as the court had no jurisdiction over them.<ref>{{cite web |title=Andrew Tate's defamation lawsuit against human trafficking accuser can proceed, judge says |url=https://www.cnn.com/2024/07/25/us/andrew-tate-florida-lawsuit/index.html |website=cnn.com |date=25 July 2024 |publisher=CNN |access-date=5 November 2024 |archive-date=4 August 2024 |archive-url=https://web.archive.org/web/20240804041606/https://www.cnn.com/2024/07/25/us/andrew-tate-florida-lawsuit/index.html |url-status=live }}</ref> [[Palm Beach County, Florida|Palm Beach County]] Circuit Judge Joseph Curley allowed the brothers' lawsuit against the accuser to proceed in July 2024, while dismissing the allegations they made against her parents and some of the allegations they made against her.<ref name=":6">{{Cite web |date=24 July 2024 |first=Terry |last=Spencer |title=Andrew Tate's defamation lawsuit against human trafficking accuser can proceed, judge says |url=https://apnews.com/article/andrew-tate-human-trafficking-florida-93e37749d52ea0f1867347a3f13cea14 |access-date=21 August 2024 |website=The Associated Press |archive-date=21 August 2024 |archive-url=https://web.archive.org/web/20240821065808/https://apnews.com/article/andrew-tate-human-trafficking-florida-93e37749d52ea0f1867347a3f13cea14 |url-status=live }}</ref>

In January 2024, U.S. District Judge [[Robin L. Rosenberg]] dismissed another of the brothers' defamation lawsuits. They had sued a former [[United States Marine Corps]] sergeant who reported Andrew to the U.S. Embassy in Romania and military officials, leading to his arrest by Romanian authorities. Rosenberg ruled that the sergeant had assisted the authorities in their investigation and had done what the law encourages people to do against those they suspect of engaging in a crime.<ref name=":7">{{Cite web |date=5 February 2024 |title="Manosphere" Influencer Andrew Tate Loses Civil Case Against U.S. Marine Over Sex Trafficking Claims |first=Izzy |last=Kapnick |url=https://www.miaminewtimes.com/news/federal-judge-tosses-andrew-tates-defamation-case-over-sex-trafficking-claims-18911996 |access-date=22 July 2024 |website=Miami New Times |archive-date=22 July 2024 |archive-url=https://web.archive.org/web/20240722180515/https://www.miaminewtimes.com/news/federal-judge-tosses-andrew-tates-defamation-case-over-sex-trafficking-claims-18911996 |url-status=live }}</ref>

=== United Kingdom ===
In May 2024, the three women involved in the investigation with [[Hertfordshire Constabulary|Hertfordshire constabulary]] in the UK, along with a fourth British woman, brought a [[Lawsuit|civil case]] against Andrew in the [[High Court of Justice|High Court]] to sue for "injuries they suffered". Papers were served at his home in Romania. According to the women, the court granted them anonymity to protect them from harassment and abuse.<ref name=":3">{{Cite news |last=Sinmaz |first=Emine |date=2024-05-08 |title=Andrew Tate served with UK civil proceedings papers at Romania home |url=https://www.theguardian.com/news/article/2024/may/08/andrew-tate-served-with-uk-civil-proceedings-papers-at-romania-home |url-status=live |archive-url=https://web.archive.org/web/20240902004335/https://www.theguardian.com/news/article/2024/may/08/andrew-tate-served-with-uk-civil-proceedings-papers-at-romania-home |archive-date=2 September 2024 |access-date=2024-06-05 |work=The Guardian |language=en-GB |issn=0261-3077}}</ref><ref name=":5">{{Cite news |last=Dalton |first=Jane |date=2024-05-08 |title=Andrew Tate: Four British women sue influencer in London's High Court over rape and abuse claims |url=https://www.independent.co.uk/news/uk/crime/andrew-tate-rape-allegations-court-b2541704.html |url-status=live |archive-url=https://web.archive.org/web/20240605093104/https://www.independent.co.uk/news/uk/crime/andrew-tate-rape-allegations-court-b2541704.html |archive-date=5 June 2024 |access-date=2024-06-05 |work=The Independent |language=en}}</ref>

In July 2024, [[Devon and Cornwall Police]] began civil proceedings against Andrew, Tristan, and a woman referred to only as "J". The three are accused of [[Tax evasion#United Kingdom|paying no tax]] in any country for their online businesses, including Hustlers' University and War Room, amounting to £21 million in revenue between 2014 and 2022. The force is attempting to recover £2.8 million from several frozen bank accounts.<ref name=":0">{{cite web |date=8 July 2024 |title=Tate brothers accused of being serial tax evaders |url=https://www.bbc.co.uk/news/articles/cjk3xglre0ko |url-status=live |archive-url=https://web.archive.org/web/20240709023130/https://www.bbc.co.uk/news/articles/cjk3xglre0ko |archive-date=9 July 2024 |access-date=9 July 2024 |website=[[BBC News]]}}</ref><ref>{{Cite news |last=Grierson |first=Jamie |date=2024-07-08 |title=Andrew Tate and his brother Tristan accused of being 'serial tax evaders' |url=https://www.theguardian.com/news/article/2024/jul/08/andrew-tate-and-his-brother-tristan-accused-of-being-serial-tax-evaders |url-status=live |archive-url=https://web.archive.org/web/20240902005755/https://www.theguardian.com/news/article/2024/jul/08/andrew-tate-and-his-brother-tristan-accused-of-being-serial-tax-evaders |archive-date=2 September 2024 |access-date=2024-07-13 |work=The Guardian |language=en-GB |issn=0261-3077}}</ref> In December 2024, the Westminster Magistrates' Court ruled in favour of the [[Devon and Cornwall Police|Devon and Cornwall police]], allowing them to seize around £2.5m worth of unpaid taxes from the Tate brothers' online businesses. The [[chief magistrate]] said that the brothers' financial setup was a "straightforward cheat of the revenue" disguised as a "complex financial matrix".<ref>{{Cite web |date=2024-12-18 |title=Andrew Tate: Police can seize more than £2m from Tate brothers, court rules |url=https://www.bbc.co.uk/news/articles/cm2v1rnvrv0o |access-date=2024-12-18 |website=BBC News |language=en-GB}}</ref>

== See also ==
* [[Law of Romania]]
* [[Human trafficking in Romania]]
* [[Human trafficking in the United Kingdom]]

== Notes ==
{{notelist}}

== References ==
{{Reflist}}

{{DEFAULTSORT:Tate brothers, Legal affairs of the}}
[[Category:Legal cases]]
[[Category:United States lawsuits]]
[[Category:High Court of Justice cases]]
[[Category:Lists of lawsuits]]
[[Category:Prisoners and detainees of Romania]]
[[Category:July 2023 events in Romania]]
[[Category:March 2024 events in the United Kingdom]]
[[Category:2022 in Romania]]
[[Category:2023 in Romania]]
[[Category:2024 in Romania]]

Redis

2024-11-05T15:26:39Z

Jan Lukas 22: /* Popularity */ Give year range instead of individual years

{{Short description|Source available in-memory key–value database}}
{{Other uses}}
{{merge from|Valkey|discuss=Talk:Redis#Merge proposal|date=August 2024}}
{{Infobox software
| name = Redis
| logo = Redis logo.svg
| logo size = 200px
| logo alt =
| logo caption =
| screenshot = 
| screenshot size =
| screenshot alt =
| caption =
| author = Salvatore Sanfilippo<ref name="creator1">{{cite web |url=http://www.eu-startups.com/2011/01/an-interview-with-salvatore-sanfilippo-creator-of-redis-working-out-of-sicily/ |title=An interview with Salvatore Sanfilippo, creator of Redis, working out of Sicily |date=January 4, 2011 |last=Bernardi |first=Stefano |website=EU-Startups |publisher=Menlo Media}}</ref><ref name="creator2">{{cite web |url=https://redis.com/blog/salvatore-sanfilippo-welcome-to-redis-labs |title=Salvatore Sanfilippo: Welcome to Redis Labs |date=July 15, 2015 |last=Haber |first=Itamar |website=Redis Labs}}</ref>
| developer = Redis<ref name="creator1" /><ref name="creator2" />
| released = {{Start date and age|2009|02|26}}<ref>{{Cite web |title=Page 7 of 7 - Redis - Google Code Archive - Long-term storage for Google Code Project Hosting. |author= |work=code.google.com |date= |access-date=22 March 2024 |url= https://code.google.com/archive/p/redis/downloads?page=7}}</ref>
| latest release version = {{wikidata|property|edit|reference|P348}}
| latest release date = {{start date and age|{{wikidata|qualifier|mdy|P348|P577}}}}
| latest preview version =
| latest preview date =
| programming language = [[C (programming language)|C]]
| operating system = [[Unix-like]]<ref>{{cite web |title=Introduction to Redis |url=https://redis.io/topics/introduction |quote=Redis is written in ANSI C and works in most POSIX systems like Linux, *BSD, OS X without external dependencies.}}</ref>
| language = [[English language|English]]
| genre = [[Data store|Data structure store]], [[key–value database]]
| license = Redis Source Available License or [[Server Side Public License|SSPL]]<ref name=github20240420>{{cite web |url=https://github.com/redis/redis/blob/0b34396924eca4edc524469886dc5be6c77ec4ed/LICENSE.txt |title=LICENSE.txt |website=GitHub|date=20 March 2024 }}</ref>
}}

'''Redis''' ({{IPAc-en|ˈ|r|ɛ|d|ɪ|s}};<ref name="RedisFAQ">{{cite web |title=FAQ: Redis |url=https://redis.io/topics/faq |access-date=12 February 2022 |website=Redis.io |language=en-US}}</ref><ref>{{cite web |title=Google Groups |url=https://groups.google.com/d/msg/redis-db/MtwjZC5gCeE/f-5T-OIcCW8J |access-date=25 February 2022 |website=groups.google.com}}</ref> '''Remote Dictionary Server''')<ref name="RedisFAQ" /> is a [[Source-available software|source-available]], in-memory storage, used as a [[distributed cache|distributed]], [[in-memory database|in-memory]] [[Key–value database|key–value]] [[database]], [[Cache (computing)|cache]] and [[message broker]], with optional [[durability (database systems)|durability]].<ref name=":9">{{Cite web |title=Redis |url=https://redis.io/ |access-date=2023-07-22 |website=Redis |language=en}}</ref> Because it holds all data in [[Random-access memory|memory]] and because of its design, Redis offers low-[[Latency (engineering)|latency]] reads and writes, making it particularly suitable for use cases that require a cache. Redis is the most popular [[NoSQL]] database,<ref name=":0" /><ref>{{Cite web |last=Clark |first=Lindsay |title=Redis becomes the most popular database on AWS as complex cloud application deployments surge |url=https://www.theregister.com/2020/11/23/redis_the_most_popular_db_on_aws/ |access-date=2023-07-22 |website=www.theregister.com |language=en}}</ref><ref>{{Cite web |title=Instablinks EP 07: Redis™—The Most Popular In-Memory Database Technology |url=https://www.instaclustr.com/resources/instablinks-ep-07-redis-the-most-popular-in-memory-database-technology/ |access-date=2023-07-22 |website=Instaclustr |language=en}}</ref> and one of the most popular databases overall.<ref>{{Cite web |title=DB-Engines Ranking |url=https://db-engines.com/en/ranking |access-date=2023-07-22 |website=DB-Engines |language=en}}</ref> Redis is used in companies like [[Twitter]],<ref name=":1">{{Citation |title=Scaling Redis at Twitter | date=31 August 2014 |url=https://www.youtube.com/watch?v=rP9EKvWt0zo |access-date=2023-07-22 |language=en}}</ref><ref name=":2">{{Citation |title=Using Redis at Scale at Twitter - by Rashmi Ramesh of Twitter - RedisConf17 - | date=5 July 2017 |url=https://www.youtube.com/watch?v=QznaOSk20nU |access-date=2023-07-22 |language=en}}</ref> [[Airbnb]],<ref name=":3">{{Citation |title=AWS re:Invent 2018: Airbnb's Journey from Self-Managed Redis to ElastiCache for Redis (DAT319) | date=28 November 2018 |url=https://www.youtube.com/watch?v=eyd_8efUCwM |access-date=2023-07-22 |language=en}}</ref> [[Tinder (app)|Tinder]],<ref name=":4">{{Cite web |date=2020-01-30 |title=Building resiliency at scale at Tinder with Amazon ElastiCache {{!}} AWS Database Blog |url=https://aws.amazon.com/blogs/database/building-resiliency-at-scale-at-tinder-with-amazon-elasticache/ |access-date=2023-07-22 |website=aws.amazon.com |language=en-US}}</ref> [[Yahoo! Inc. (2017–present)|Yahoo]],<ref name=":5">{{Citation |title=AWS re:Invent 2022 - How Yahoo cost optimizes their in-memory workloads with AWS (DAT321) | date=2 December 2022 |url=https://www.youtube.com/watch?v=jEwrcpq2mLM |access-date=2023-07-22 |language=en}}</ref> [[Adobe Inc.|Adobe]],<ref name=":6">{{Citation |title=AWS re:Invent 2014 {{!}} (SDD402) Amazon ElastiCache Deep Dive | date=17 November 2014 |url=https://www.youtube.com/watch?v=cEkHBqhQnog |access-date=2023-07-22 |language=en}}</ref> [[Hulu]],<ref name=":7">{{Cite web |title=Hulu Case Study |url=https://aws.amazon.com/solutions/case-studies/hulu/ |access-date=2023-07-22 |website=Amazon Web Services, Inc. |language=en-US}}</ref> [[Amazon (company)|Amazon]]<ref name=":8">{{Cite web |title=Amazon GameOn Database Migration Case Study – Amazon Web Services (AWS) |url=https://aws.amazon.com/solutions/case-studies/amazon-gameon/ |access-date=2023-07-22 |website=Amazon Web Services, Inc. |language=en-US}}</ref> and [[OpenAI]].<ref>{{Cite web |title=Elevated API Errors |url=https://status.openai.com/incidents/fk0tcbydtybr |access-date=2023-10-28 |website=status.openai.com |language=en}}</ref>

Redis supports different kinds of [[abstract data structures]], such as [[String (computer science)|strings]], [[List (abstract data type)|lists]], [[Associative array|maps]], [[Set (abstract data type)|sets]], sorted sets, [[HyperLogLog]]s, [[bitmaps]], [[Stream (computing)|streams]], and [[spatial indexes|spatial indices]].

The project was developed and maintained by Salvatore Sanfilippo, starting in 2009.<ref>{{Cite web|date=2016-06-20|title=A conversation with Salvatore Sanfilippo, creator of the open-source database Redis|url=https://venturebeat.com/2016/06/19/redis-creator/|access-date=2021-06-29|website=VentureBeat|language=en-US}}</ref> From 2015 until 2020, he led a project core team sponsored by [[Redis Labs]].<ref name="network-world-201507">{{cite web |url=https://www.networkworld.com/article/941072/redis-labs-hires-the-creator-of-redis-salvatore-sanfilippo.html |title=Redis Labs hires the creator of Redis, Salvatore Sanfilippo |last=Kepes |first=Ben |date=July 15, 2015 |website=Network World |access-date=August 30, 2015}}</ref> Salvatore Sanfilippo left Redis as the maintainer in 2020.<ref>{{Cite web|last=Francisco|first=Thomas Claburn in San|title=Database maestro Antirez says arrivederci to Redis: Seems he wants an unstructured life writing code, not a structured one managing software|url=https://www.theregister.com/2020/06/30/redis_creator_antirez_quits/|access-date=2021-06-29|website=www.theregister.com|language=en}}</ref> In 2021 Redis Labs dropped the Labs from its name and now is known simply as "Redis".<ref>{{Cite web |date=2021-08-11 |title=Database startup Redis Labs rebrands as ... just Redis |url=https://siliconangle.com/2021/08/11/redis-labs-rebrands-redis/ |access-date=2021-08-11 |website=SiliconANGLE |language=en-US}}</ref>

In 2018, some modules for Redis adopted the [[Server Side Public License|SSPL]].<ref name="theregister.com">{{cite web|first1=Thomas|last1=Claburn|access-date=2024-03-21|title=Redis has a license to kill: Open-source database maker takes some code proprietary|url=https://www.theregister.com/2018/08/23/redis_database_license_change/|website=www.theregister.com}}</ref> In 2024, the main Redis code switched to dual-licensed under the Redis Source Available License v2 and the [[Server Side Public License]] v1.<ref name="github20240420" />

==History==
[[File:Salvatore Sanfilippo.png|right|thumb|Salvatore Sanfilippo, the original developer of Redis (photo taken in 2015)]]
The name ''Redis'' means Remote Dictionary Server.<ref name="RedisFAQ" /> The Redis project began when Salvatore Sanfilippo, nicknamed ''antirez'', the original developer of Redis, was trying to improve the scalability of his Italian startup, developing a [[Real-time computing|real-time]] web log analyzer. After encountering significant problems in scaling some types of workloads using traditional database systems, Sanfilippo began in 2009 to prototype a first proof of concept version of Redis in [[Tcl]].<ref>{{cite web |title=Tcl prototype of Redis |date=April 28, 2017 |website=GitHub Gist |last=Sanfilippo |first=Salvatore |url=https://gist.github.com/antirez/6ca04dd191bdb82aad9fb241013e88a8 |access-date=October 8, 2018}}</ref> Later Sanfilippo translated that prototype to the C language and implemented the first data type, the list. After a few weeks of using the project internally with success, Sanfilippo decided to open source it, announcing the project on [[Hacker News]]. The project began to get traction, particularly among the Ruby community, with [[GitHub]] and [[Instagram]] being among the first companies adopting it.<ref>{{cite web |title=Introducing Resque |date=November 3, 2009 |website=Blog |last=Wanstrath |first=Chris |url=https://blog.github.com/2009-11-03-introducing-resque/ |access-date=October 8, 2018}}</ref><ref>{{cite web |url=https://instagram-engineering.com/storing-hundreds-of-millions-of-simple-key-value-pairs-in-redis-1091ae80f74c |title=Storing hundreds of millions of simple key-value pairs in Redis |date=October 31, 2011 |last=Krieger |first=Mike |website=Instagram Engineering Blog |access-date=October 8, 2018}}</ref>

Sanfilippo was hired by [[VMware]] in March, 2010.<ref>{{cite web |title=VMware Hires Redis Key Developer – But Why? |date=March 17, 2010 |website=Blog |last=Shapira |first=Gwen |url=https://prodlife.wordpress.com/2010/03/17/vmware-hires-redis-key-developer-but-why/ |access-date=September 25, 2016}}</ref><ref>{{cite web |title=VMware: the new Redis home |website=Blog |date=March 15, 2010 |last=Sanfilippo |first=Salvatore |url=http://antirez.com/post/vmware-the-new-redis-home.html |access-date=September 25, 2016}}</ref><ref>{{cite web |url=http://blogs.vmware.com/console/2010/03/vmware-hires-key-developer-for-redis.html |title=VMware: The Console: VMware hires key developer for Redis |website=VMware Blog |date=March 15, 2010 |last=Collison |first=Derek |archive-url=https://web.archive.org/web/20100322191425/http://blogs.vmware.com/console/2010/03/vmware-hires-key-developer-for-redis.html |archive-date=March 22, 2010 |access-date=September 25, 2016 |url-status=dead }}</ref>

In May, 2013, Redis was sponsored by [[Pivotal Software]] (a VMware spin-off).<ref>{{cite web |url=https://redis.io/topics/sponsors |title=Redis Sponsors |last=Sanfilippo |first=Salvatore |website=Redis.io |publisher=Redis Labs |access-date=April 11, 2019}}</ref>

In June 2015, development became sponsored by [[Redis Labs]].<ref>{{cite web |url=http://antirez.com/news/91 |title=Thanks Pivotal, Hello Redis Labs |date=July 15, 2015 |last=Sanfilippo |first=Salvatore |website=<antirez> |access-date=2019-04-03}}</ref>

In August 2018, Redis Labs announced the switch to a [[source-available software]] license, [[Server Side Public License]] for some of the optional modules available for Redis,<ref name="theregister.com"/> while affirming that the core software will remain BSD-licensed.<ref>{{cite web|url=https://redis.io/blog/redis-license-bsd-will-remain-bsd/|title=Redis' License is BSD and will remain BSD|date=August 22, 2018|last=Shoolman|first=Yiftach|website=Redis.io|publisher=Redis Labs|access-date=September 30, 2024}}</ref>

In October 2018, Redis 5.0 was released, introducing Redis Stream – a new data structure that allows storage of multiple fields and string values with an automatic, time-based sequence at a single key.<ref name="redis.com">{{Cite web|url=https://redis.com/blog/redis-5-0-is-here/|title = Redis 5.0 is here!|date = 22 October 2018}}</ref>

In June 2020, Salvatore Sanfilippo stepped down as Redis' sole maintainer. Sanfilippo was succeeded by Yossi Gottlieb and Oran Agra.<ref>{{Cite web|url=https://www.theregister.com/2020/06/30/redis_creator_antirez_quits/|title=Database maestro Antirez says arrivederci to Redis: Seems he wants an unstructured life writing code, not a structured one managing software|website=theregister.com}}</ref><ref>{{Cite web|title=The end of the Redis adventure -|url=http://antirez.com/news/133|access-date=2020-11-10|website=antirez.com}}</ref>

In March 2024, Redis switched to a different proprietary software license, styled as the Redis Source Available License v2, and the [[Server Side Public License]] v1, also for its core repository,<ref name="github20240420" /> breaking the 2018 pledge. As a consequence, the [[Linux Foundation]] created a [[Fork (source control)|fork]] under the name of [[Valkey]],<ref>{{Cite web |title=Linux Foundation Launches Open Source Valkey Community |url=https://www.linuxfoundation.org/press/linux-foundation-launches-open-source-valkey-community}}</ref> allowing community maintainers, contributors, and users to continue working on an open source version of the Redis database.

==Differences from other database systems==
Redis popularized the idea of a system that can be considered a store and a [[Cache (computing)|cache]] at the same time. It was designed so that data is always modified and read from the main computer memory, but also stored on disk in a format that is unsuitable for random data access. The formatted data is only reconstructed into memory once the system restarts.

Redis also provides a data model that is very unusual compared to a [[relational database management system]] (RDBMS). User commands do not describe a query to be executed by the database engine but rather specific operations that are performed on given abstract data types. Therefore data must be stored in a way which is suitable later for fast retrieval. The retrieval is done without help from the database system in form of secondary indexes, aggregations or other common features of traditional RDBMS. The Redis implementation makes heavy use of the [[Fork (system call)|fork]] system call, to duplicate the process holding the data, so that the parent process continues to serve clients while the child process writes the in-memory data to disk.

==Popularity==
According to monthly [[DB-Engines ranking]]s, Redis is often the most popular [[key–value database]].<ref name=":0">{{cite web |url=http://db-engines.com/en/ranking/key-value+store |title=DB-Engines Ranking - popularity ranking of key-value stores |website=DB-Engines}}</ref> Redis has also been ranked the #4 [[NoSQL]] database in user satisfaction and market presence based on user reviews,<ref>{{cite web |url=http://about.g2crowd.com/press-release/best-nosql-databases-fall-2015/ |title=Best NoSQL Databases: Fall 2015 Report from G2 Crowd |publisher=G2 Crowd |access-date=2015-08-25 |archive-date=2015-08-24 |archive-url=https://web.archive.org/web/20150824012237/http://about.g2crowd.com/press-release/best-nosql-databases-fall-2015/ |url-status=dead }}</ref> the most popular NoSQL database in containers,<ref>{{cite web |url=https://www.datadoghq.com/docker-adoption/ |title=8 Surprising Facts about Real Docker Adoption |website=Datadog|date=13 June 2018 }}</ref> and the #4 Data store of 2019 by ranking website stackshare.io.<ref>{{Cite web|title=🏆 The Top 50 Developer Tools of 2019|url=https://stackshare.io/posts/top-developer-tools-2019|access-date=2020-07-28|website=StackShare|language=en}}</ref> It was voted most loved database in the [[Stack Overflow]] [https://insights.stackoverflow.com/survey/ Developer Survey] each year from 2017 to 2021.<ref>{{cite web|url=https://insights.stackoverflow.com/survey/2021#section-most-loved-dreaded-and-wanted-databases|title=Developer Survey Results 2021: Most Loved, Dreaded, and Wanted Databases|website=[[Stack Overflow]]|publisher=[[Stack Exchange]]|access-date=2021-08-23}}</ref>

==Supported languages==
Since version 2.6, Redis features [[server-side]] scripting in the language [[Lua (programming language)|Lua]].<ref>{{cite web |url=https://redis.io/commands/eval |title=EVAL – Redis |website=redis.io}}</ref>

Many [[programming language]]s have Redis [[language binding]]s on the client side, including:<ref name=redisclients>{{cite web |url=https://redis.io/clients |title=Redis |website=redis.io}}</ref> [[ActionScript]], [[C (programming language)|C]], [[C++]], [[C Sharp (programming language)|C#]], [[Chicken (Scheme implementation)|Chicken]], [[Clojure]], [[Common Lisp]], [[Crystal (programming language)|Crystal]], [[D (programming language)|D]], [[Dart (programming language)|Dart]], [[Embarcadero Delphi|Delphi]],<ref>{{cite web | url=https://github.com/danieleteti/delphiredisclient | title=Danieleteti/Delphiredisclient | website=[[GitHub]] | date=17 September 2022 }}</ref> [[Elixir (programming language)|Elixir]], [[Erlang (programming language)|Erlang]], [[Go (programming language)|Go]], [[Haskell (programming language)|Haskell]], [[Haxe]], [[Io (programming language)|Io]], [[Java (programming language)|Java]], [[Nim (programming language)|Nim]], [[Server-side JavaScript|JavaScript]] ([[Node.js]]), [[Julia (programming language)|Julia]], [[Lua (programming language)|Lua]], [[Objective-C]], [[OCaml]], [[Perl]], [[PHP]], [[Pure Data]], [[Python (programming language)|Python]], [[R (programming language)|R]],<ref>{{cite web |url=https://cran.r-project.org/web/packages/rredis/ |title=rredis: "Redis" Key/Value Database Client |last=Lewis |first=B. W. |date=5 July 2015 |website=The Comprehensive R Archive Network |access-date=2019-04-03}}</ref> [[Racket (programming language)|Racket]], [[Ruby (programming language)|Ruby]], [[Rust (programming language)|Rust]], [[Scala (programming language)|Scala]], [[Smalltalk]], [[Swift (programming language)|Swift]], and [[Tcl]]. Several client software programs exist in these languages.<ref name=redisclients />

==Data types==
Redis maps keys to types of values. An important difference between Redis and other [[structured storage]] systems is that Redis supports not only [[String (computer science)|strings]], but also abstract data types:

* [[List (computing)|Lists]] of strings
* [[Set (abstract data type)|Sets]] of strings (collections of non-repeating unsorted elements)
* Sorted sets of strings (collections of non-repeating elements ordered by a [[floating-point number]] called score)
* [[Hash table]]s where keys and values are strings
* [[HyperLogLog]]s used for approximated set cardinality size estimation, available since Redis 2.8.9 in April 2014.<ref name="redis.com"/>
* [[Stream (computing)|Stream]] of entries with consumer groups, allows you to store multiple fields and string values with an automatic, time-based sequence at a single key, available since Redis 5.0 in October 2018<ref name="redis.com"/>
* Geospatial data through the implementation of the [[geohash]] technique, available since Redis 3.2.<ref name="geo">{{cite web |url=https://github.com/antirez/redis/blob/3.2/00-RELEASENOTES |title=Redis 3.2 Release Notes |website=GitHub |access-date=2017-03-10}}</ref>

The type of a value determines what operations (called commands) are available for the value. Redis supports high-level, atomic, server-side operations like intersection, union, and difference between sets and sorting of lists, sets and sorted sets.

More data types are supported based on Redis Modules API. Note, that some of them are dual licensed, and not under the BSD 3 clause:<ref>{{Cite web |title=Redis Licensing Overview |url=https://redis.com/legal/licenses/ |access-date=2023-09-30 |website=Redis |language=en}}</ref>

* [[JSON]] – RedisJSON<ref>{{Cite web|url=https://oss.redis.com/redisjson/|title = RedisJSON - a JSON data type for Redis}}</ref> implements ECMA-404 (the JavaScript Object Notation Data Interchange Standard) as a native data type.<ref name="redis">{{cite web |url=http://redisjson.io |title=RedisJSON - a JSON data type for Redis |website=redisjson.io}}</ref>
* [https://redis.io/docs/interact/search-and-query/ Search] - A query engine for Redis, providing secondary indexing, full-text search, vector similarity search and aggregations.<ref>{{Citation |title=RediSearch |date=2023-09-30 |url=https://github.com/RediSearch/RediSearch |access-date=2023-09-30 |publisher=RediSearch}}</ref>
* [[Time series]] – RedisTimeSeries<ref>{{Cite web|url=https://oss.redis.com/redistimeseries|title = RedisTimeSeries - Time-Series data structure for Redis}}</ref> implements a time series data structure
* [[Bloom filter]], [[Cuckoo filter]], [[Count–min sketch]], and Top-K – RedisBloom<ref>{{Cite web|url=https://oss.redis.com/redisbloom/|title=RedisBloom - Probabilistic Datatypes Module for Redis}}</ref> implements a set of probabilistic data structures for Redis
* Others<ref>{{Cite web |title=Modules |url=https://redis.io/resources/modules/ |access-date=2023-09-30 |website=Redis |language=en}}</ref>
Former implementations include:

* [[Graph (discrete mathematics)|Graph]] – RedisGraph<ref>{{Cite web |title=RedisGraph - a graph database module for Redis |url=https://oss.redis.com/redisgraph/}}</ref> implements a queryable property graph
** RedisGraph has been discontinued,<ref>{{Cite web |last=Kogan |first=Lior |date=2023-07-05 |title=RedisGraph End-of-Life Announcement |url=https://redis.com/blog/redisgraph-eol/ |access-date=2023-09-30 |website=Redis |language=en}}</ref> and continued in the form of a [[Fork (software development)|fork]] called FalkorDB.<ref>{{Citation |title=FalkorDB |date=2023-09-29 |url=https://github.com/FalkorDB/FalkorDB |access-date=2023-09-30 |publisher=FalkorDB}}</ref>

==Persistence==
Redis typically holds the whole dataset in memory. Versions up to 2.4 could be configured to use what they refer to as virtual memory<ref>{{cite web |url=https://redis.io/topics/virtual-memory |title=Virtual Memory |website=Redis.io |access-date=April 11, 2019}}</ref> in which some of the dataset is stored on disk, but this feature is deprecated. [[Persistence (computer science)|Persistence]] in Redis can be achieved through two different methods. First by snapshotting, where the dataset is asynchronously transferred from memory to disk at regular intervals as a binary dump, using the Redis RDB Dump File Format. Alternatively by [[Transaction log|journaling]], where a record of each operation that modifies the dataset is added to an [[append]]-only file (AOF) in a background process. Redis can rewrite the append-only file in the background to avoid an indefinite growth of the journal. Journaling was introduced in version 1.1 and is generally considered the safer approach.

By default, Redis writes data to a file system at least every 2 seconds, with more or less robust options available if needed. In the case of a complete system failure on default settings, only a few seconds of data would be lost.

==Replication==
Redis supports [[Replication (computing)|master–replica replication]]. Data from any Redis server can replicate to any number of replicas. A replica may be a master to another replica. This allows Redis to implement a single-rooted replication tree. Redis replicas can be configured to accept writes, permitting intentional and unintentional inconsistency between instances. The [[Publish–subscribe pattern|publish–subscribe]] feature is fully implemented, so a client of a replica may subscribe to a channel and receive a full feed of messages published to the master, anywhere up the replication tree. Replication is useful for read (but not write) scalability or data redundancy.<ref>{{cite web |url=https://code.google.com/p/redis/wiki/ReplicationHowto |title=Google Code Archive - Long-term storage for Google Code Project Hosting. |website=code.google.com}}</ref>

==Performance==
When the [[Durability (database systems)|durability]] of data is not needed, the in-memory nature of Redis allows it to perform well compared to database systems that write every change to disk before considering a transaction committed.<ref name="RedisFAQ" /> Redis operates as a single process and is single-threaded or double-threaded when it rewrites the AOF (append-only file).<ref>{{cite web |url=http://antirez.com/news/111 |title=Redis on the Raspberry Pi: adventures in unaligned lands - <antirez> |website=antirez.com}}</ref> Thus, a single Redis instance cannot use parallel execution of tasks such as [[stored procedure]]s.

==Clustering==
Redis introduced clustering in April 2015 with the release of version 3.0.<ref name="cluster-release">{{cite web |url=https://github.com/antirez/redis/blob/3.0/00-RELEASENOTES |title=Redis 3.0 Release Notes |website=[[GitHub]] |access-date=2017-03-10}}</ref> The [[Computer cluster|cluster]] specification implements a subset of Redis commands: all single-key commands are available, multi-key operations (commands related to unions and intersections) are restricted to keys belonging to the same node, and commands related to database selection operations are unavailable.<ref name="clustercommands">{{cite web |url=https://redis.io/topics/cluster-spec#implemented-subset |title=Cluster Spec |access-date=2017-03-10}}</ref> A Redis cluster can scale up to 1,000 nodes, achieve "acceptable" write safety and to continue operations when some nodes fail.<ref name="cluster-commands">{{cite web |url=https://redis.io/topics/cluster-spec |title=Cluster Spec |access-date=2017-03-10}}</ref><ref name="cluster-partitions">{{cite web |url=https://redis.io/topics/cluster-tutorial |title=Cluster Tutorial |access-date=2017-03-10}}</ref>

==Use cases==
Due to the nature of the database design, typical use cases are session caching, full page cache, message queue applications, leaderboards and counting among others.<ref name="objectrocket">{{cite web |url=http://objectrocket.com/blog/how-to/top-5-redis-use-cases |title=Top 5 Redis use cases - ObjectRocket |date=7 November 2017 |website=ObjectRocket |publisher=Rackspace}}</ref> The publish–subscribe messaging paradigm allows real-time communication between servers.

[[Amazon Web Services]] offers a managed Redis service called [[Amazon ElastiCache|ElastiCache]] for Redis, [[Google Cloud Platform|Google]] offers a managed Redis service called Cloud Memorystore,<ref>{{Cite web |title=Memorystore: in-memory data store |url=https://cloud.google.com/memorystore |access-date=2023-02-03 |website=Google Cloud |language=en}}</ref> [[Microsoft]] offers Azure Cache for Redis in [[Microsoft Azure|Azure]],<ref name="Redis_Azure">{{cite web |url=https://azure.microsoft.com/en-us/services/cache/ |title=Azure Redis Cache - Redis cache cloud service - Microsoft Azure |website=azure.microsoft.com}}</ref> and [[Alibaba Group|Alibaba]] offers ApsaraDB for Redis in [[Alibaba Cloud]].<ref name="Redis_AlibabaCloud">{{cite web |url=https://www.alibabacloud.com/product/apsaradb-for-redis |title=ApsaraDB for Redis: A Key Value Database Service - Alibaba Cloud|website=www.alibabacloud.com}}</ref>

== Users ==
Redis is being used in companies like Twitter,<ref name=":1" /><ref name=":2" /><ref name="redis_twitter">{{cite web |title=How Twitter Uses Redis to Scale - 105TB RAM, 39MM QPS, 10,000+ Instances - High Scalability |url=http://highscalability.com/blog/2014/9/8/how-twitter-uses-redis-to-scale-105tb-ram-39mm-qps-10000-ins.html |website=Highscalability.com|date=8 September 2014 }}</ref> AirBnB,<ref name=":3" /> Tinder,<ref name=":4" /> Yahoo,<ref name=":5" /> Adobe,<ref name=":6" /> Hulu,<ref name=":7" /> and Amazon.<ref name=":8" />

==See also==
*[[Conflict-free replicated data type]]
*[[Memcached]]
*[[Infinispan]]
*[[Valkey]], Redis's successor as a free software project

==References==
{{Reflist}}

==Further reading==
{{Refbegin}}
* Isabel Drost and Jan Lehnard (29 October 2009), [http://www.h-online.com/open/features/Happenings-NoSQL-Conference-Berlin-843597.html Happenings: NoSQL Conference, Berlin], [[The H]]. [http://nosqlberlin.de/slides/NoSQLBerlin-Redis.pdf Slides] for the Redis presentation. [http://www.paperplanes.de/2009/10/27/theres_something_about_redis.html Summary].
* Billy Newport (IBM): "[http://www.infoq.com/presentations/newport-evolving-key-value-programming-model Evolving the Key/Value Programming Model to a Higher Level]" Qcon Conference 2009 San Francisco.
* A Mishra: "[http://blog.andolasoft.com/2013/07/how-to-install-and-configure-redis-server-on-centosfedora-server.html Install and configure Redis on Centos/ Fedora server]".
* E. Mouzakitis: "[https://www.datadoghq.com/blog/how-to-monitor-redis-performance-metrics/ Monitoring Redis Performance]"{{Refend}}

==External links==
* {{Official website|https://redis.io}}
* [https://github.com/valkey-io/valkey Valkey: Ongoing development home of the original BSD-licensed Redis software]

{{Authority control}}

{{DEFAULTSORT:Redis}}
[[Category:C (programming language) software]]
[[Category:Database caching]]
[[Category:Database management systems]]
[[Category:Distributed computing architecture]]
[[Category:Key-value databases]]
[[Category:Lua (programming language)-scriptable software]]
[[Category:NoSQL]]
[[Category:Software using the Server Side Public License]]
[[Category:Structured storage]]

Rhein Ruhr Express

2023-10-23T20:22:36Z

Jan Lukas 22: /* Infrastructure works */ Describe situation between Cologne and Dusseldorf more accurately

{{Short description|Public transit system in North Rhine-Westphalia}}

{{Infobox public transit
| area served = {{plainlist|
*[[Dortmund]]
*[[Bochum]]
*[[Essen]]
*[[Mülheim|Mülheim a. d. Ruhr]]
*[[Düsseldorf]]
*[[Cologne]]}}
| locale = [[North Rhine-Westphalia]]
| transit_type = [[Regional rail]]
| began_operation = {{Start date and age|9th December 2018}}
| lines = 7
| operator = [[National Express Germany]]
| character = Mainline rail
| vehicles = 84
| image = [[File:RRX 462 020 Herford 2003130849.jpg|frameless]]
| imagesize = 200px
| alt = Two coupled Siemens Desiro HC trains used on the RRX
| caption = Two coupled trains used on the RRX
| headway = Every 15 minutes on the main section
| website = [https://www.rrx.de/index.html www.rrx.de]
| track_gauge = 1435 mm (normal gauge)
| top_speed = {{convert|160|km/h|mph|abbr=on}}
}}

The '''Rhein-Ruhr-Express (RRX)''' is a currently under construction [[regional rail]] system in the [[Germany|German]] [[Rhine-Ruhr metropolitan region|Rhine-Ruhr area]] connecting the [[Ruhr|Ruhr Valley]] and the central [[Rhineland]]. The main goal is to provide a fast connection on its most important section from [[Dortmund]] via the Ruhr Valley to [[Cologne]] every quarter of an hour. Like the previous [[Regional-Express]]-lines the new ones will continue onward from the central section to other cities and [[States of Germany|states]]. As part of the project new [[Siemens Desiro#Desiro HC|Siemens Desiro HC]] trains, that already increased punctuality because of the higher capacity and acceleration,<ref name=":0">{{Cite web |date=14 April 2019 |title=Probleme zum Start des RRX erwartet |trans-title=Problems during the start of the RRX expected |url=https://rp-online.de/nrw/staedte/wesel/probleme-zum-start-des-rrx-erwartet_aid-38100217 |access-date=12 July 2023 |website=Rheinische Post |language=de}}</ref><ref name=":1">{{Cite web |date=18 December 2020 |title=RRX-Flotte komplett: Siemens Mobility liefert 84. und finalen Zug fristgerecht aus |trans-title=RRX-Fleet complete: Siemens Mobility delivers 84th and final train on time |url=https://press.siemens.com/global/de/pressemitteilung/rrx-flotte-komplett-siemens-mobility-liefert-84-und-finalen-zug-fristgerecht-aus |access-date=14 July 2023 |website=Siemens |language=de}}</ref> were bought and the region's infrastructure is being upgraded and expanded. Operation on the first line started in December of 2018, while four out of seven planned lines operate now in 2023. The construction is planned to be finished by 2030<ref name=":0" /> and the project is expected to replace 24,000 drives per day when finished.<ref>{{Cite web |date=31 October 2018 |title=Düsseldorf: 25 Jahre bis zum RRX |trans-title=Düsseldorf: 25 years until the RRX operates |url=https://rp-online.de/nrw/staedte/duesseldorf/duesseldorf-25-jahre-bis-zum-rrx_aid-34195851 |access-date=12 July 2023 |website=Rheinische Post |language=de}}</ref>

== Planned routes ==
Currently in 2023 there are seven planned lines that will all operate once per hour each,<ref>{{Cite web |title=Linien auf rrx.de |trans-title=Lines on rrx.de |url=https://www.rrx.de/einsteigen/linien.html |access-date=12 July 2023 |website=Rhein Ruhr Express |language=de}}</ref> but the planning is not finished as some passenger estimates from 2006 were already exceeded in 2015.<ref>{{Cite web |date=6 February 2015 |title=Verkehrsentwicklung im SPNV NRW bis 2030 |trans-title=Rail travel traffic development in NRW until 2030 |url=https://landtag.nrw.de/portal/WWW/GB_I/I.1/EK/16.WP/EK_IV/TOP_1_KaiSchulte_EKIV_SPNV-Verkehrsentwicklung_150206.pdf |url-status=dead |archive-url=https://web.archive.org/web/20180812214313/https://landtag.nrw.de/portal/WWW/GB_I/I.1/EK/16.WP/EK_IV/TOP_1_KaiSchulte_EKIV_SPNV-Verkehrsentwicklung_150206.pdf |archive-date=12 August 2018 |access-date=12 July 2023 |website=Landtag Nordrhein-Westfalen |language=de }}</ref> On the central section from Dortmund via Bochum, Essen, Mülheim a.d. Ruhr and Düsseldorf to Cologne four of the lines will provide an interlined service every quarter of an hour<ref>{{Cite web |title=Ziele & Vorteile - Rhein-Ruhr-Express |trans-title=Goals & benefits - Rhein-Ruhr-Express |url=https://www.rheinruhrexpress.de/ziele-vorteile.html |access-date=12 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref> and continue on from there to the following cities:

* {{Rcb|RRX|2|croute}} Dortmund – Hamm – Paderborn – Kassel-Wilhelmshöhe
* {{Rcb|RRX|4|croute}} Dortmund – Hamm – Bielefeld
* {{Rcb|RRX|6|croute}} Dortmund – Hamm – Bielefeld – Minden
* {{Rcb|RRX|1|croute}}/{{Rcb|RRX|2|croute}} Köln – Aachen (half-hourly)
* '''{{Rcb|RRX|4|croute}}'''/{{Rcb|RRX|6|croute}} Köln – Bonn – Koblenz (half-hourly)

The other three lines serve part of the central section, but either use parallel routes or branch off to serve the wider region. All the lines continue outwards from the central section to connect to more cities or even neighboring states. The full planned lines are:<ref>{{Cite web |title=Zielnetz auf rrx.de |trans-title=Planned network on rrx.de |url=https://www.rrx.de/vorhaben/vision/zielnetz.html |access-date=12 July 2023 |website=Rhein Ruhr Express |language=de}}</ref><ref>{{Cite web |title=Linien und Außenäste - Rhein-Ruhr-Express |trans-title=Lines and branches - Rhein-Ruhr-Express |url=https://www.rheinruhrexpress.de/linien-und-aussenaeste.html |access-date=12 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

* {{Rcb|RRX|1|croute}} Dortmund – Bochum – Bochum-Wattenscheid – Essen – Duisburg – Düsseldorf-Flughafen – Düsseldorf – Düsseldorf-Benrath – Leverkusen – Köln-Messe/Deutz – Köln – Köln-Ehrenfeld – Horrem – Düren – Langerwehe – Eschweiler – Stolberg – Aachen-Rothe Erde – Aachen
* {{Rcb|RRX|2|croute}} Kassel-Wilhelmshöhe – Hofgeismar – Warburg – Willebadessen – Altenbeken – Paderborn – Lippstadt – Soest – Hamm – Kamen – Dortmund – Bochum – Bochum-Wattenscheid – Essen – Duisburg – Düsseldorf-Flughafen – Düsseldorf – Düsseldorf-Benrath – Leverkusen – Köln-Mülheim – Köln-Messe/Deutz – Köln – Köln-Ehrenfeld – Horrem – Düren – Langerwehe – Eschweiler – Stolberg – Aachen-Rothe Erde – Aachen
* {{Rcb|RRX|3|croute}} Münster – Dortmund – Dortmund-Mengede – Castrop-Rauxel – Herne – Herne-Wanne-Eickel – Gelsenkirchen – Essen-Altenessen – Oberhausen – Duisburg – Düsseldorf-Flughafen – Düsseldorf – Neuss – Dormagen – Köln – Köln-Messe/Deutz – Köln/Bonn Flughafen
* {{Rcb|RRX|4|croute}} Bielefeld – Bielefeld-Brackwede – Isselhorst-Avenwedde – Gütersloh – Rheda-Wiedenbrück – Oelde – Neubeckum – Ahlen – Hamm-Heessen – Hamm – Kamen – Dortmund – Bochum – Essen – Mülheim – Duisburg – Düsseldorf-Flughafen – Düsseldorf – Düsseldorf-Benrath – Leverkusen – Köln-Mülheim – Köln-Messe/Deutz – Köln – Köln Süd – Brühl – Sechtem – Roisdorf – Bonn – Bonn UN Campus – Bonn-Bad Godesberg – Bonn-Mehlem – Oberwinter – Remagen – Sinzig – Bad Breisig – Brohl – Namedy – Andernach – Weißenthurm – Mülheim-Kärlich – Koblenz-Lützel – Koblenz-Stadtmitte – Koblenz
* {{Rcb|RRX|5|croute}} Wesel – Dinslaken – Oberhausen-Sterkrade – Oberhausen – Duisburg – Düsseldorf-Flughafen – Düsseldorf
* {{Rcb|RRX|6|croute}} Minden – Porta Westfalica – Bad Oeynhausen – Löhne – Herford – Bielefeld – Gütersloh – Rheda-Wiedenbrück – Oelde – Neubeckum – Ahlen – Hamm-Heessen –Hamm – Kamen – Dortmund – Bochum – Essen – Mülheim – Duisburg – Düsseldorf-Flughafen – Düsseldorf – Düsseldorf-Benrath – Leverkusen – Köln-Mülheim – Köln Messe/Deutz – Köln – Köln Süd – Brühl – Bonn – Bonn UN Campus – Bonn-Bad Godesberg – Remagen – Sinzig – Bad Breisig – Andernach – Koblenz-Stadtmitte – Koblenz
* {{Rcb|RRX|7|croute}} Osnabrück – Lengerich – Münster – Dülmen – Haltern – Recklinghausen – Herne-Wanne-Eickel – Gelsenkirchen – Essen – Mülheim – Duisburg – Düsseldorf-Flughafen – Düsseldorf

== Infrastructure works ==
To create the needed capacity for the additional trains running through the highly congested Rhein-Ruhr area<ref>{{Cite web |title=Sachstand ÜLS Strecken |url=https://fahrweg.dbnetze.com/resource/blob/4816508/abfd99f494cbb89bba722478d95e90fd/Sachstand-UeLS-Strecken-data.pdf |access-date=31 July 2023 |website=DB Netze |language=de}}</ref> new and improved infrastructure is planned along nearly every part of the route. This includes additional tracks and platforms as well as new connections and flyovers between tracks<ref>{{Cite web |title=Beschreibung - Rhein-Ruhr-Express |trans-title=Description - Rhein-Ruhr-Express |url=https://www.rheinruhrexpress.de/beschreibung.html |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref> and improved signalling.<ref>{{Cite web |title=Elektronisches Stellwerk Düsseldorf |trans-title=Electronic interlocking Dusseldorf |url=https://www.rheinruhrexpress.de/estw-duesseldorf.html |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref> The project is divided into 6 different sections (''Planfeststellungsabschnitte'' or PFA) that are also divided into smaller sub-sections with different kinds of works necessary:

=== Cologne - Düsseldorf Benrath (PFA 1) ===
In the first section more capacity is provided by moving freight trains from the tracks used by the RRX to the tracks of the [[Rhine-Ruhr S-Bahn|S-Bahn]]. For this the S-Bahn was double tracked on the entire route in the summer of 2023<ref>{{Cite web |date=24 September 2023 |title=Züge zwischen Düsseldorf-Köln rollen wieder |trans-title=Trains between Dusseldorf and Cologne running again |url=https://www.ksta.de/dpa-nrw/zuege-zwischen-duesseldorf-koeln-rollen-wieder-652981 |access-date=27 September 2023 |website=Kölner Stadt-Anzeiger |language=de}}</ref> and was given a larger distance between the two tracks. In [[Leverkusen]] the [[side platform]] was modified to be an [[island platform]] for which the former building of the station had to be demolished. Work in this section is already finished or nearing completion, with only small works left to finish in 2024.<ref>{{Cite web |title=Leverkusen: Maßnahmen und Schallschutz |trans-title=Leverkusen: works and noise protection |url=https://www.rheinruhrexpress.de/leverkusen.html |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref><ref>{{Cite web |date=31 July 2023 |title=Baustelle bringt Umleitungen und Ausfälle im Bahnverkehr |trans-title=Construction work leads to diversions and cancellations in train services |url=https://www.ksta.de/dpa-nrw/baustelle-bringt-umleitungen-und-ausfaelle-im-bahnverkehr-620035 |access-date=31 July 2023 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

=== Düsseldorf Benrath - Düsseldorf Wehrhahn (PFA 2) ===
Between Düsseldorf and Duisburg the RRX will run on two completely separate tracks. In this section two new tracks will have to be built in the southern parts while in the parts further to the north two S-Bahn lines will be put on the same tracks freeing the former S-Bahn tracks for use by the RRX. In Düsseldorf main station a new platform will also be built to accommodate the additional trains running through it. None of these parts have started construction yet.<ref>{{Cite web |title=PFA 2.0: Sechsgleisiger Ausbau |trans-title=Planning section 2.0: six track expansion |url=https://www.rheinruhrexpress.de/pfa-2-0.html |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref><ref>{{Cite web |title=PFA 2.1: neues Gleis, Umbau Brücken |trans-title=Planning section 2.1: new track, modification of bridges |url=https://www.rheinruhrexpress.de/pfa-2-1.html |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

=== Düsseldorf Wehrhahn - Duisburg (PFA 3) ===
The RRX will run on its own tracks up until Duisburg main station where it merges with the other rail traffic again, for which the entire line between the two cities will be expanded to six tracks. At [[Düsseldorf Airport]] its station will be expanded with two additional tracks and platforms as the airport is the third largest in Germany by passenger numbers and is therefore served by the trains. In the southern approach to [[Duisburg Hauptbahnhof|Duisburg main station]] new flyovers will be built to increase the capacity. No construction work has happened yet in section 3 as well.<ref>{{Cite web |title=PFA 3.0a: sechsgleisiger Ausbau, Errichtung Kreuzungsbauwerk |trans-title=Planning section 3.0a: six track line, flyover construction |url=https://www.rheinruhrexpress.de/pfa-3-0a.html |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref><ref>{{Cite web |title=PFA 3.2a: sechsgleisiger Ausbau, neue Kreuzungsbauwerke |trans-title=Planning section 3.2a: six tracks, new flyovers |url=https://www.rheinruhrexpress.de/pfa-3-2a.html |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

The part between Duisburg main station and the border to Mülheim a. d. Ruhr is included in planning section 3, but doesn't feature exclusive tracks for the RRX. In this section only minimal changes will be made to the rail line.<ref>{{Cite web |title=Duisburg PFA 3.3: Neubau vier Weichen am Hauptbahnhof |trans-title=Duisburg planning section 3.3: Renewal of four switches at main station |url=https://www.rheinruhrexpress.de/pfa-3-3.html |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

=== Mülheim a. d. Ruhr (PFA 4) ===
In the entire section in Mülheim only a few new track switches were installed and new interlocking technology was installed. This is the only section where all works are already finished, as there are so few of them.<ref>{{Cite web |title=Mülheim (Ruhr): Geplante Maßnahmen und Schallschutz |trans-title=Mülheim (Ruhr): Planned works and noise protection |url=https://www.rheinruhrexpress.de/muelheim-ruhr.html |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

=== Essen - Bochum (PFA 5) ===
In Essen and Bochum two regional rail lines, RE 16 and RB 40, will be moved to the S-Bahn tracks and shorter distances between signals will be used to increase train capacity on the non-S-Bahn tracks. Both parts of this section already have building permits, but actual work hasn't started yet.<ref>{{Cite web |title=Essen: Blockverdichtung, Bau Kreuzungsbauwerk |trans-title=Essen: block shortening, flyover construction |url=https://www.rheinruhrexpress.de/essen.html |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref><ref>{{Cite web |title=Bochum: Maßnahmen und Schallschutz |trans-title=Bochum: works and noise protection |url=https://www.rheinruhrexpress.de/bochum.html |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

=== Dortmund (PFA 6) ===
The planning of the infrastructure in Dortmund was influenced by the [[Deutschlandtakt]] so much, that large parts of it will have to be redone. Because of this, no plans have been made public yet.<ref>{{Cite web |title=Dortmund: Ausbau der Bahninfrastruktur, neue Weichenverbindungen |trans-title=Dortmund: expansion of rail infrastructure, new switches |url=https://www.rheinruhrexpress.de/dortmund.html |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

== Rolling stock ==
In contrast to most regional rail systems in Germany, the state of NRW tendered the trains to be used separately from the operator. The vehicles were then leased for 15 years to the chosen operator. This enabled more competition, as the different operators didn't need to invest into the rolling stock on their own.<ref name=":2">{{Cite web |last=Eisenring |first=Christoph |date=19 June 2015 |title=Höchste Eisenbahn für Wettbewerb |url=https://www.nzz.ch/wirtschaft/wirtschaftspolitik/hoechste-eisenbahn-fuer-wettbewerb-ld.925081 |access-date=14 July 2023 |website=Neue Zürcher Zeitung |language=de}}</ref> After a study conducted in 2011 showed that double deck trains were suitable to be used and even preferable to single deck variants due to their higher capacity and being shorter, these were selected for operation on the network.<ref name=":3">{{Cite web |date=13 October 2010 |title=Auswirkungen des Einsatzes von Doppelstocktriebwagen auf die Fahrplankonzeption und den Fahrzeugbedarf des RRX |trans-title=Consequences of the use of double-deck trains on the timetable and amount of vehicles required for the RRX |url=https://www.landtag.nrw.de/portal/WWW/dokumentenarchiv/Dokument/MMV15-290.pdf |access-date=14 July 2023 |website=Landtag Nordrhein-Westfalen |language=de}}</ref> The other requirements were a top speed of at least {{Convert|160|km/h|mph|abbr=on}}, a minimum acceleration of 1.0 m/s², [[Multiple unit|multiple-unit]] support, being [[Bi-directional vehicle|bi-directional]], the standard door height of {{Convert|76|cm|in|abbr=on}} and an existing license by the regulators.<ref name=":3" /> There were three bidders for the contract, which the [[Siemens]] Desiro HC won.<ref name=":2" /> Subsequently, 84 trains of the type were manufactured and delivered from 2018<ref name=":4">{{Cite web |date=7 December 2018 |title=Duisburg: Erste RRX-Züge nehmen Betrieb auf |trans-title=Duisburg: First RRX-trains start operation |url=https://rp-online.de/nrw/staedte/duisburg/duisburg-erste-rrx-zuege-nehmen-betrieb-auf_aid-34952127 |access-date=14 July 2023 |website=Rheinische Post |language=de}}</ref> to 2020<ref name=":1" /> for 800 million [[Euro]].<ref name=":2" /> While earlier sources mention 82 trains being built,<ref name=":4" /><ref name=":5">{{Cite web |date=6 September 2018 |title=Siemens officially opens RRX maintenance depot |url=https://press.siemens.com/global/en/pressrelease/siemens-officially-opens-rrx-maintenance-depot |access-date=14 July 2023 |website=Siemens}}</ref><ref name=":6">{{Cite web |date=26 March 2015 |title=Billion-euro order: Siemens to build Rhine-Ruhr Express |url=https://press.siemens.com/global/en/pressrelease/billion-euro-order-siemens-build-rhine-ruhr-express |access-date=14 July 2023 |website=Siemens}}</ref><ref>{{Cite web |date=6 January 2018 |title=Dormagen: Der neue RRX soll mehr Komfort bieten |trans-title=Dormagen: The new RRX will be more comfortable |url=https://rp-online.de/nrw/staedte/dormagen/der-neue-rrx-soll-mehr-komfort-bieten_aid-17715375 |access-date=14 July 2023 |website=Neuß-Grevenbroicher Zeitung |language=de}}</ref> more recent ones state 84.<ref name=":1" /><ref name=":7">{{Cite web |title=Datenblatt Desiro HC RRX - EN |url=https://assets.new.siemens.com/siemens/assets/api/uuid:c94ec23d-2e24-4bd7-842f-d9438851b8c1/siemens-mobility-desiro-hc-rrx-en.pdf |access-date=14 July 2023 |website=Siemens Mobility}}</ref> The contract also includes maintenance of the trains for 32 years raising the total volume to 1.7 billion Euro.<ref name=":6" />

Additionally to the mentioned requirements of the tender the trains feature free [[Wi-Fi]], [[air conditioning]], [[AC power plugs and sockets|power outlets]], reading lamps and folding tables at the seats and new windows that allow internet signals to pass through uninterrupted leading to a much better experience when using the internet during the train ride. This is the first time this technology has been used in a series-production train according to Siemens.<ref name=":4" /> As two trains are always used in a pair they have a total of 800 seats per train set, and the door areas and doors itself are large to accommodate the many passengers. The trains have a low noise-level inside and in addition to level boarding have wheelchair accessible areas that can also be used for [[Bicycle|bicycles]] and an accessible toilet. Each train is {{Convert|105|m|ft|abbr=on}} long, forming train sets {{Convert|210|m|ft|abbr=on}} long, with a powered single-deck car on each ends and two non-powered double-deck cars in the middle. The trains have triple-unit traction capabilities, but these are not planned to be used.<ref name=":0" /><ref name=":1" /><ref name=":7" />

Maintenance of the trains is done in a new fully digital maintenance facility in [[Eving|Dortmund-Eving]] that was opened in September of 2018, and both the trains and the service facilities are equipped with digital technology to enable preventative maintenance. According to the manufacturer the vehicles achieve an availability rate of over 99%. The maintenance facility also features exterior and interior cleaning facilities.<ref name=":5" /><ref name=":7" />

<gallery class="center" widths="200px">
File:Rheinruhrexpress-design.JPG|{{center|[[Stadler FLIRT]] of [[Eurobahn]] in RRX livery}}
File:RRX RE5 Köln Hauptbahnhof.jpg|{{center|RRX 462 030 in Köln Hauptbahnhof}}
File:RRX 462 014 Duisburg Hauptbahnhof 1904061000.jpg|{{center|RRX 462 014 in Duisburg Hauptbahnhof.}}
File:RRX 462 012 Duisburg Hauptbahnhof 1904061001.jpg|{{center|RRX 462 012 in Duisburg Hauptbahnhof.}}
</gallery>

== References ==
{{Commons category|Rhein-Ruhr-Express}}
{{reflist}}

[[Category:Regional rail in Germany]]
[[Category:2018 establishments in Germany]]

Talk:Cologne Stadtbahn

2023-10-14T19:22:40Z

Jan Lukas 22: /* Should neighborhoods in Cologne be part of the See Also section? */ new section

{{WikiProject Trains|class=c|importance=mid|refimprove=yes|streetcars=yes|subway=yes|Subway-importance=mid|DE=yes|DE-importance=low|portaldykdate=July 27, 2021}}
{{WikiProject Germany|class=c|importance=Low}}

{{Translated page|de|Stadtbahn Köln|version=224256468|insertversion=|small=no}}

== Remove /* Former lines */ section ==

The section doesn't add much value to the article, it's incomplete and not backed up by sources enough. Also it's imcomplete, only going back to the start of the Stadtbahn ages. Another option would be to move the section to the end of the article where nobody really notices it. [[User:Jan Lukas 22|Jan Lukas 22]] ([[User talk:Jan Lukas 22|talk]]) 19:51, 21 May 2023 (UTC)

== Should neighborhoods in Cologne be part of the See Also section? ==

In my opinion links to districts or neighborhoods of Cologne don't make sense as part of the See Also section, because they don't add enough information on the topic of the Cologne Stadtbahn (or other transit in Cologne). They can be linked in the description of lines running through them however.

I think that the recently added link to Ostheim should be removed again. [[User:Jan Lukas 22|Jan Lukas 22]] ([[User talk:Jan Lukas 22|talk]]) 19:22, 14 October 2023 (UTC)

Rhein Ruhr Express

2023-09-27T21:20:25Z

Jan Lukas 22: /* Infrastructure works */ The fourth track between Cologne and Düsseldorf was finished this week

{{Short description|Public transit system in North-Rhine-Westphalia}}

{{Infobox public transit
| area served = {{plainlist|
*[[Dortmund]]
*[[Bochum]]
*[[Essen]]
*[[Mülheim|Mülheim a. d. Ruhr]]
*[[Düsseldorf]]
*[[Cologne]]}}
| locale = [[North-Rhine Westphalia]]
| transit_type = [[Regional rail]]
| began_operation = {{Start date and age|9th December 2018}}
| lines = 7
| operator = [[National Express Germany]]
| character = Mainline rail
| vehicles = 84
| image = [[File:RRX 462 020 Herford 2003130849.jpg|frameless]]
| imagesize = 200px
| alt = Two coupled Siemens Desiro HC trains used on the RRX
| caption = Two coupled trains used on the RRX
| headway = Every 15 minutes on the main section
| website = [https://www.rrx.de/index.html www.rrx.de]
| track_gauge = 1435 mm (normal gauge)
| top_speed = {{convert|160|km/h|mph|abbr=on}}
}}

The '''Rhein-Ruhr-Express (RRX)''' is a currently under construction [[regional rail]] system in the [[Germany|German]] [[Rhine-Ruhr metropolitan region|Rhine-Ruhr area]] connecting the [[Ruhr|Ruhr Valley]] and the central [[Rhineland]]. The main goal is to provide a fast connection on its most important section from [[Dortmund]] via the Ruhr Valley to [[Cologne]] every quarter of an hour. Like the previous [[Regional-Express]]-lines the new ones will continue onward from the central section to other cities and [[States of Germany|states]]. As part of the project new [[Siemens Desiro#Desiro HC|Siemens Desiro HC]] trains, that already increased punctuality because of the higher capacity and acceleration,<ref name=":0">{{Cite web |date=14 April 2019 |title=Probleme zum Start des RRX erwartet |trans-title=Problems during the start of the RRX expected |url=https://rp-online.de/nrw/staedte/wesel/probleme-zum-start-des-rrx-erwartet_aid-38100217 |access-date=12 July 2023 |website=Rheinische Post |language=de}}</ref><ref name=":1">{{Cite web |date=18 December 2020 |title=RRX-Flotte komplett: Siemens Mobility liefert 84. und finalen Zug fristgerecht aus |trans-title=RRX-Fleet complete: Siemens Mobility delivers 84th and final train on time |url=https://press.siemens.com/global/de/pressemitteilung/rrx-flotte-komplett-siemens-mobility-liefert-84-und-finalen-zug-fristgerecht-aus |access-date=14 July 2023 |website=Siemens |language=de}}</ref> were bought and the region's infrastructure is being upgraded and expanded. Operation on the first line started in December of 2018, while four out of seven planned lines operate now in 2023. The construction is planned to be finished by 2030<ref name=":0" /> and the project is expected to replace 24,000 drives per day when finished.<ref>{{Cite web |date=31 October 2018 |title=Düsseldorf: 25 Jahre bis zum RRX |trans-title=Düsseldorf: 25 years until the RRX operates |url=https://rp-online.de/nrw/staedte/duesseldorf/duesseldorf-25-jahre-bis-zum-rrx_aid-34195851 |access-date=12 July 2023 |website=Rheinische Post |language=de}}</ref>

== Planned routes ==
Currently in 2023 there are seven planned lines that will all operate once per hour each,<ref>{{Cite web |title=Linien auf rrx.de |trans-title=Lines on rrx.de |url=https://www.rrx.de/einsteigen/linien.html |access-date=12 July 2023 |website=Rhein Ruhr Express |language=de}}</ref> but the planning is not finished as some passenger estimates from 2006 were already exceeded in 2015<ref>{{Cite web |date=6 February 2015 |title=Verkehrsentwicklung im SPNV NRW bis 2030 |trans-title=Rail travel traffic development in NRW until 2030 |url=https://landtag.nrw.de/portal/WWW/GB_I/I.1/EK/16.WP/EK_IV/TOP_1_KaiSchulte_EKIV_SPNV-Verkehrsentwicklung_150206.pdf |url-status=dead |archive-url=http://web.archive.org/web/20180812214313/https://landtag.nrw.de/portal/WWW/GB_I/I.1/EK/16.WP/EK_IV/TOP_1_KaiSchulte_EKIV_SPNV-Verkehrsentwicklung_150206.pdf |archive-date=12 August 2018 |access-date=12 July 2023 |website=Landtag Nordrhein-Westfalen |language=de}}</ref>. On the central section from Dortmund via Bochum, Essen, Mülheim a.d. Ruhr and Düsseldorf to Cologne four of the lines will provide an interlined service every quarter of an hour<ref>{{Cite web |title=Ziele & Vorteile - Rhein-Ruhr-Express |trans-title=Goals & benefits - Rhein-Ruhr-Express |url=https://www.rheinruhrexpress.de/ziele-vorteile.html |access-date=12 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref> and continue on from there to the following cities:

* {{Rcb|RRX|2|croute}} Dortmund – Hamm – Paderborn – Kassel-Wilhelmshöhe
* {{Rcb|RRX|4|croute}} Dortmund – Hamm – Bielefeld
* {{Rcb|RRX|6|croute}} Dortmund – Hamm – Bielefeld – Minden
* {{Rcb|RRX|1|croute}}/{{Rcb|RRX|2|croute}} Köln – Aachen (half-hourly)
* '''{{Rcb|RRX|4|croute}}'''/{{Rcb|RRX|6|croute}} Köln – Bonn – Koblenz (half-hourly)

The other three lines serve part of the central section, but either use parallel routes or branch off to serve the wider region. All the lines continue outwards from the central section to connect to more cities or even neighboring states. The full planned lines are:<ref>{{Cite web |title=Zielnetz auf rrx.de |trans-title=Planned network on rrx.de |url=https://www.rrx.de/vorhaben/vision/zielnetz.html |access-date=12 July 2023 |website=Rhein Ruhr Express |language=de}}</ref><ref>{{Cite web |title=Linien und Außenäste - Rhein-Ruhr-Express |trans-title=Lines and branches - Rhein-Ruhr-Express |url=https://www.rheinruhrexpress.de/linien-und-aussenaeste.html |access-date=12 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

* {{Rcb|RRX|1|croute}} Dortmund – Bochum – Bochum-Wattenscheid – Essen – Duisburg – Düsseldorf-Flughafen – Düsseldorf – Düsseldorf-Benrath – Leverkusen – Köln-Messe/Deutz – Köln – Köln-Ehrenfeld – Horrem – Düren – Langerwehe – Eschweiler – Stolberg – Aachen-Rothe Erde – Aachen
* {{Rcb|RRX|2|croute}} Kassel-Wilhelmshöhe – Hofgeismar – Warburg – Willebadessen – Altenbeken – Paderborn – Lippstadt – Soest – Hamm – Kamen – Dortmund – Bochum – Bochum-Wattenscheid – Essen – Duisburg – Düsseldorf-Flughafen – Düsseldorf – Düsseldorf-Benrath – Leverkusen – Köln-Mülheim – Köln-Messe/Deutz – Köln – Köln-Ehrenfeld – Horrem – Düren – Langerwehe – Eschweiler – Stolberg – Aachen-Rothe Erde – Aachen
* {{Rcb|RRX|3|croute}} Münster – Dortmund – Dortmund-Mengede – Castrop-Rauxel – Herne – Herne-Wanne-Eickel – Gelsenkirchen – Essen-Altenessen – Oberhausen – Duisburg – Düsseldorf-Flughafen – Düsseldorf – Neuss – Dormagen – Köln – Köln-Messe/Deutz – Köln/Bonn Flughafen
* {{Rcb|RRX|4|croute}} Bielefeld – Bielefeld-Brackwede – Isselhorst-Avenwedde – Gütersloh – Rheda-Wiedenbrück – Oelde – Neubeckum – Ahlen – Hamm-Heessen – Hamm – Kamen – Dortmund – Bochum – Essen – Mülheim – Duisburg – Düsseldorf-Flughafen – Düsseldorf – Düsseldorf-Benrath – Leverkusen – Köln-Mülheim – Köln-Messe/Deutz – Köln – Köln Süd – Brühl – Sechtem – Roisdorf – Bonn – Bonn UN Campus – Bonn-Bad Godesberg – Bonn-Mehlem – Oberwinter – Remagen – Sinzig – Bad Breisig – Brohl – Namedy – Andernach – Weißenthurm – Mülheim-Kärlich – Koblenz-Lützel – Koblenz-Stadtmitte – Koblenz
* {{Rcb|RRX|5|croute}} Wesel – Dinslaken – Oberhausen-Sterkrade – Oberhausen – Duisburg – Düsseldorf-Flughafen – Düsseldorf
* {{Rcb|RRX|6|croute}} Minden – Porta Westfalica – Bad Oeynhausen – Löhne – Herford – Bielefeld – Gütersloh – Rheda-Wiedenbrück – Oelde – Neubeckum – Ahlen – Hamm-Heessen –Hamm – Kamen – Dortmund – Bochum – Essen – Mülheim – Duisburg – Düsseldorf-Flughafen – Düsseldorf – Düsseldorf-Benrath – Leverkusen – Köln-Mülheim – Köln Messe/Deutz – Köln – Köln Süd – Brühl – Bonn – Bonn UN Campus – Bonn-Bad Godesberg – Remagen – Sinzig – Bad Breisig – Andernach – Koblenz-Stadtmitte – Koblenz
* {{Rcb|RRX|7|croute}} Osnabrück – Lengerich – Münster – Dülmen – Haltern – Recklinghausen – Herne-Wanne-Eickel – Gelsenkirchen – Essen – Mülheim – Duisburg – Düsseldorf-Flughafen – Düsseldorf

== Infrastructure works ==
To create the needed capacity for the additional trains running through the highly congested Rhein-Ruhr area<ref>{{Cite web |title=Sachstand ÜLS Strecken |url=https://fahrweg.dbnetze.com/resource/blob/4816508/abfd99f494cbb89bba722478d95e90fd/Sachstand-UeLS-Strecken-data.pdf |access-date=31 July 2023 |website=DB Netze |language=de}}</ref> new and improved infrastructure is planned along nearly every part of the route. This includes additional tracks and platforms as well as new connections and flyovers between tracks<ref>{{Cite web |title=Beschreibung - Rhein-Ruhr-Express |trans-title=Description - Rhein-Ruhr-Express |url=https://www.rheinruhrexpress.de/beschreibung.html |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref> and improved signalling.<ref>{{Cite web |title=Elektronisches Stellwerk Düsseldorf |trans-title=Electronic interlocking Dusseldorf |url=https://www.rheinruhrexpress.de/estw-duesseldorf.html |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref> The project is divided into 6 different sections (''Planfeststellungsabschnitte'' or PFA) that are also divided into smaller sub-sections with different kinds of works necessary:

=== Cologne - Düsseldorf Benrath (PFA 1) ===
In the first section more capacity is provided by moving freight trains from the tracks used by the RRX to the tracks of the [[Rhine-Ruhr S-Bahn|S-Bahn]]. For this the S-Bahn was double tracked on the entire route in the summer of 2023<ref>{{Cite web |date=24 September 2023 |title=Züge zwischen Düsseldorf-Köln rollen wieder |trans-title=Trains between Dusseldorf and Cologne running again |url=https://www.ksta.de/dpa-nrw/zuege-zwischen-duesseldorf-koeln-rollen-wieder-652981 |url-status=live |access-date=27 September 2023 |website=Kölner Stadt-Anzeiger |language=de}}</ref> and was given a larger distance between the two tracks. In [[Leverkusen]] the [[side platform]] was modified to be an [[island platform]] for which the former building of the station had to be demolished. Work in this section is already finished or currently under construction and nearing completion.<ref>{{Cite web |title=Leverkusen: Maßnahmen und Schallschutz |trans-title=Leverkusen: works and noise protection |url=https://www.rheinruhrexpress.de/leverkusen.html |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref><ref>{{Cite web |date=31 July 2023 |title=Baustelle bringt Umleitungen und Ausfälle im Bahnverkehr |trans-title=Construction work leads to diversions and cancellations in train services |url=https://www.ksta.de/dpa-nrw/baustelle-bringt-umleitungen-und-ausfaelle-im-bahnverkehr-620035 |access-date=31 July 2023 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

=== Düsseldorf Benrath - Düsseldorf Wehrhahn (PFA 2) ===
Between Düsseldorf and Duisburg the RRX will run on two completely separate tracks. In this section two new tracks will have to be built in the southern parts while in the parts further to the north two S-Bahn lines will be put on the same tracks freeing the former S-Bahn tracks for use by the RRX. In Düsseldorf main station a new platform will also be built to accommodate the additional trains running through it. None of these parts have started construction yet.<ref>{{Cite web |title=PFA 2.0: Sechsgleisiger Ausbau |trans-title=Planning section 2.0: six track expansion |url=https://www.rheinruhrexpress.de/pfa-2-0.html |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref><ref>{{Cite web |title=PFA 2.1: neues Gleis, Umbau Brücken |trans-title=Planning section 2.1: new track, modification of bridges |url=https://www.rheinruhrexpress.de/pfa-2-1.html |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

=== Düsseldorf Wehrhahn - Duisburg (PFA 3) ===
The RRX will run on its own tracks up until Duisburg main station where it merges with the other rail traffic again, for which the entire line between the two cities will be expanded to six tracks. At [[Düsseldorf Airport]] its station will be expanded with two additional tracks and platforms as the airport is the third largest in Germany by passenger numbers and is therefore served by the trains. In the southern approach to [[Duisburg Hauptbahnhof|Duisburg main station]] new flyovers will be built to increase the capacity. No construction work has happened yet in section 3 as well.<ref>{{Cite web |title=PFA 3.0a: sechsgleisiger Ausbau, Errichtung Kreuzungsbauwerk |trans-title=Planning section 3.0a: six track line, flyover construction |url=https://www.rheinruhrexpress.de/pfa-3-0a.html |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref><ref>{{Cite web |title=PFA 3.2a: sechsgleisiger Ausbau, neue Kreuzungsbauwerke |trans-title=Planning section 3.2a: six tracks, new flyovers |url=https://www.rheinruhrexpress.de/pfa-3-2a.html |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

The part between Duisburg main station and the border to Mülheim a. d. Ruhr is included in planning section 3, but doesn't feature exclusive tracks for the RRX. In this section only minimal changes will be made to the rail line.<ref>{{Cite web |title=Duisburg PFA 3.3: Neubau vier Weichen am Hauptbahnhof |trans-title=Duisburg planning section 3.3: Renewal of four switches at main station |url=https://www.rheinruhrexpress.de/pfa-3-3.html |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

=== Mülheim a. d. Ruhr (PFA 4) ===
In the entire section in Mülheim only a few new track switches were installed and new interlocking technology was installed. This is the only section where all works are already finished, as there are so few of them.<ref>{{Cite web |title=Mülheim (Ruhr): Geplante Maßnahmen und Schallschutz |trans-title=Mülheim (Ruhr): Planned works and noise protection |url=https://www.rheinruhrexpress.de/muelheim-ruhr.html |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

=== Essen - Bochum (PFA 5) ===
In Essen and Bochum two regional rail lines, RE 16 and RB 40, will be moved to the S-Bahn tracks and shorter distances between signals will be used to increase train capacity on the non-S-Bahn tracks. Both parts of this section already have building permits, but actual work hasn't started yet.<ref>{{Cite web |title=Essen: Blockverdichtung, Bau Kreuzungsbauwerk |trans-title=Essen: block shortening, flyover construction |url=https://www.rheinruhrexpress.de/essen.html |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref><ref>{{Cite web |title=Bochum: Maßnahmen und Schallschutz |trans-title=Bochum: works and noise protection |url=https://www.rheinruhrexpress.de/bochum.html |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

=== Dortmund (PFA 6) ===
The planning of the infrastructure in Dortmund was influenced by the [[Deutschlandtakt]] so much, that large parts of it will have to be redone. Because of this, no plans have been made public yet.<ref>{{Cite web |title=Dortmund: Ausbau der Bahninfrastruktur, neue Weichenverbindungen |trans-title=Dortmund: expansion of rail infrastructure, new switches |url=https://www.rheinruhrexpress.de/dortmund.html |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

== Rolling stock ==
In contrast to most regional rail systems in Germany, the state of NRW tendered the trains to be used separately from the operator. The vehicles were then leased for 15 years to the chosen operator. This enabled more competition, as the different operators didn't need to invest into the rolling stock on their own.<ref name=":2">{{Cite web |last=Eisenring |first=Christoph |date=19 June 2015 |title=Höchste Eisenbahn für Wettbewerb |url=https://www.nzz.ch/wirtschaft/wirtschaftspolitik/hoechste-eisenbahn-fuer-wettbewerb-ld.925081 |access-date=14 July 2023 |website=Neue Zürcher Zeitung |language=de}}</ref> After a study conducted in 2011 showed that double deck trains were suitable to be used and even preferable to single deck variants due to their higher capacity and being shorter, these were selected for operation on the network.<ref name=":3">{{Cite web |date=13 October 2010 |title=Auswirkungen des Einsatzes von Doppelstocktriebwagen auf die Fahrplankonzeption und den Fahrzeugbedarf des RRX |trans-title=Consequences of the use of double-deck trains on the timetable and amount of vehicles required for the RRX |url=https://www.landtag.nrw.de/portal/WWW/dokumentenarchiv/Dokument/MMV15-290.pdf |access-date=14 July 2023 |website=Landtag Nordrhein-Westfalen |language=de}}</ref> The other requirements were a top speed of at least {{Convert|160|km/h|mph|abbr=on}}, a minimum acceleration of 1.0 m/s², [[Multiple unit|multiple-unit]] support, being [[Bi-directional vehicle|bi-directional]], the standard door height of {{Convert|76|cm|in|abbr=on}} and an existing license by the regulators.<ref name=":3" /> There were three bidders for the contract, which the [[Siemens]] Desiro HC won.<ref name=":2" /> Subsequently, 84 trains of the type were manufactured and delivered from 2018<ref name=":4">{{Cite web |date=7 December 2018 |title=Duisburg: Erste RRX-Züge nehmen Betrieb auf |trans-title=Duisburg: First RRX-trains start operation |url=https://rp-online.de/nrw/staedte/duisburg/duisburg-erste-rrx-zuege-nehmen-betrieb-auf_aid-34952127 |access-date=14 July 2023 |website=Rheinische Post |language=de}}</ref> to 2020<ref name=":1" /> for 800 million [[Euro]].<ref name=":2" /> While earlier sources mention 82 trains being built,<ref name=":4" /><ref name=":5">{{Cite web |date=6 September 2018 |title=Siemens officially opens RRX maintenance depot |url=https://press.siemens.com/global/en/pressrelease/siemens-officially-opens-rrx-maintenance-depot |access-date=14 July 2023 |website=Siemens}}</ref><ref name=":6">{{Cite web |date=26 March 2015 |title=Billion-euro order: Siemens to build Rhine-Ruhr Express |url=https://press.siemens.com/global/en/pressrelease/billion-euro-order-siemens-build-rhine-ruhr-express |access-date=14 July 2023 |website=Siemens}}</ref><ref>{{Cite web |date=6 January 2018 |title=Dormagen: Der neue RRX soll mehr Komfort bieten |trans-title=Dormagen: The new RRX will be more comfortable |url=https://rp-online.de/nrw/staedte/dormagen/der-neue-rrx-soll-mehr-komfort-bieten_aid-17715375 |access-date=14 July 2023 |website=Neuß-Grevenbroicher Zeitung |language=de}}</ref> more recent ones state 84.<ref name=":1" /><ref name=":7">{{Cite web |title=Datenblatt Desiro HC RRX - EN |url=https://assets.new.siemens.com/siemens/assets/api/uuid:c94ec23d-2e24-4bd7-842f-d9438851b8c1/siemens-mobility-desiro-hc-rrx-en.pdf |access-date=14 July 2023 |website=Siemens Mobility}}</ref> The contract also includes maintenance of the trains for 32 years raising the total volume to 1.7 billion Euro.<ref name=":6" />

Additionally to the mentioned requirements of the tender the trains feature free [[Wi-Fi]], [[air conditioning]], [[AC power plugs and sockets|power outlets]], reading lamps and folding tables at the seats and new windows that allow internet signals to pass through uninterrupted leading to a much better experience when using the internet during the train ride. This is the first time this technology has been used in a series-production train according to Siemens.<ref name=":4" /> As two trains are always used in a pair they have a total of 800 seats per train set, and the door areas and doors itself are large to accommodate the many passengers. The trains have a low noise-level inside and in addition to level boarding have wheelchair accessible areas that can also be used for [[Bicycle|bicycles]] and an accessible toilet. Each train is {{Convert|105|m|ft|abbr=on}} long, forming train sets {{Convert|210|m|ft|abbr=on}} long, with a powered single-deck car on each ends and two non-powered double-deck cars in the middle. The trains have triple-unit traction capabilities, but these are not planned to be used.<ref name=":0" /><ref name=":1" /><ref name=":7" />

Maintenance of the trains is done in a new fully digital maintenance facility in [[Eving|Dortmund-Eving]] that was opened in September of 2018, and both the trains and the service facilities are equipped with digital technology to enable preventative maintenance. According to the manufacturer the vehicles achieve an availability rate of over 99%. The maintenance facility also features exterior and interior cleaning facilities.<ref name=":5" /><ref name=":7" />

== References ==
{{reflist}}

[[Category:Regional rail in Germany]]
[[Category:2018 establishments in Germany]]

Rhein Ruhr Express

2023-09-25T16:25:28Z

Jan Lukas 22: Submitting using AfC-submit-wizard

{{Short description|Public transit system in North-Rhine-Westphalia}}
{{Draft topics|transportation|europe}}
{{AfC topic|other}}
{{AfC submission|||ts=20230925162528|u=Jan Lukas 22|ns=118}}
{{AfC submission|t||ts=20230712160458|u=Jan Lukas 22|ns=118|demo=}}

{{Infobox public transit
| area served = {{plainlist|
*[[Dortmund]]
*[[Bochum]]
*[[Essen]]
*[[Mülheim|Mülheim a. d. Ruhr]]
*[[Düsseldorf]]
*[[Cologne]]}}
| locale = [[North-Rhine Westphalia]]
| transit_type = [[Regional rail]]
| began_operation = {{Start date and age|9th December 2018}}
| lines = 7
| operator = [[National Express Germany]]
| character = Mainline rail
| vehicles = 84
| image = [[File:RRX 462 020 Herford 2003130849.jpg|frameless]]
| imagesize = 200px
| alt = Two coupled Siemens Desiro HC trains used on the RRX
| caption = Two coupled trains used on the RRX
| headway = Every 15 minutes on the main section
| website = [https://www.rrx.de/index.html www.rrx.de]
| track_gauge = 1435 mm (normal gauge)
| top_speed = {{convert|160|km/h|mph|abbr=on}}
}}

The '''Rhein-Ruhr-Express (RRX)''' is a currently under construction [[regional rail]] system in the [[Germany|German]] [[Rhine-Ruhr metropolitan region|Rhine-Ruhr area]] connecting the [[Ruhr|Ruhr Valley]] and the central [[Rhineland]]. The main goal is to provide a fast connection on its most important section from [[Dortmund]] via the Ruhr Valley to [[Cologne]] every quarter of an hour. Like the previous [[Regional-Express]]-lines the new ones will continue onward from the central section to other cities and [[States of Germany|states]]. As part of the project new [[Siemens Desiro#Desiro HC|Siemens Desiro HC]] trains, that already increased punctuality because of the higher capacity and acceleration,<ref name=":0">{{Cite web |date=14 April 2019 |title=Probleme zum Start des RRX erwartet |trans-title=Problems during the start of the RRX expected |url=https://rp-online.de/nrw/staedte/wesel/probleme-zum-start-des-rrx-erwartet_aid-38100217 |url-status=live |access-date=12 July 2023 |website=Rheinische Post |language=de}}</ref><ref name=":1">{{Cite web |date=18 December 2020 |title=RRX-Flotte komplett: Siemens Mobility liefert 84. und finalen Zug fristgerecht aus |trans-title=RRX-Fleet complete: Siemens Mobility delivers 84th and final train on time |url=https://press.siemens.com/global/de/pressemitteilung/rrx-flotte-komplett-siemens-mobility-liefert-84-und-finalen-zug-fristgerecht-aus |url-status=live |access-date=14 July 2023 |website=Siemens |language=de}}</ref> were bought and the region's infrastructure is being upgraded and expanded. Operation on the first line started in December of 2018, while four out of seven planned lines operate now in 2023. The construction is planned to be finished by 2030<ref name=":0" /> and the project is expected to replace 24,000 drives per day when finished.<ref>{{Cite web |date=31 October 2018 |title=Düsseldorf: 25 Jahre bis zum RRX |trans-title=Düsseldorf: 25 years until the RRX operates |url=https://rp-online.de/nrw/staedte/duesseldorf/duesseldorf-25-jahre-bis-zum-rrx_aid-34195851 |url-status=live |access-date=12 July 2023 |website=Rheinische Post |language=de}}</ref>

== Planned routes ==
Currently in 2023 there are seven planned lines that will all operate once per hour each,<ref>{{Cite web |title=Linien auf rrx.de |trans-title=Lines on rrx.de |url=https://www.rrx.de/einsteigen/linien.html |url-status=live |access-date=12 July 2023 |website=Rhein Ruhr Express |language=de}}</ref> but the planning is not finished as some passenger estimates from 2006 were already exceeded in 2015<ref>{{Cite web |date=6 February 2015 |title=Verkehrsentwicklung im SPNV NRW bis 2030 |trans-title=Rail travel traffic development in NRW until 2030 |url=https://landtag.nrw.de/portal/WWW/GB_I/I.1/EK/16.WP/EK_IV/TOP_1_KaiSchulte_EKIV_SPNV-Verkehrsentwicklung_150206.pdf |url-status=dead |archive-url=http://web.archive.org/web/20180812214313/https://landtag.nrw.de/portal/WWW/GB_I/I.1/EK/16.WP/EK_IV/TOP_1_KaiSchulte_EKIV_SPNV-Verkehrsentwicklung_150206.pdf |archive-date=12 August 2018 |access-date=12 July 2023 |website=Landtag Nordrhein-Westfalen |language=de}}</ref>. On the central section from Dortmund via Bochum, Essen, Mülheim a.d. Ruhr and Düsseldorf to Cologne four of the lines will provide an interlined service every quarter of an hour<ref>{{Cite web |title=Ziele & Vorteile - Rhein-Ruhr-Express |trans-title=Goals & benefits - Rhein-Ruhr-Express |url=https://www.rheinruhrexpress.de/ziele-vorteile.html |url-status=live |access-date=12 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref> and continue on from there to the following cities:

* {{Rcb|RRX|2|croute}} Dortmund – Hamm – Paderborn – Kassel-Wilhelmshöhe
* {{Rcb|RRX|4|croute}} Dortmund – Hamm – Bielefeld
* {{Rcb|RRX|6|croute}} Dortmund – Hamm – Bielefeld – Minden
* {{Rcb|RRX|1|croute}}/{{Rcb|RRX|2|croute}} Köln – Aachen (half-hourly)
* '''{{Rcb|RRX|4|croute}}'''/{{Rcb|RRX|6|croute}} Köln – Bonn – Koblenz (half-hourly)

The other three lines serve part of the central section, but either use parallel routes or branch off to serve the wider region. All the lines continue outwards from the central section to connect to more cities or even neighboring states. The full planned lines are:<ref>{{Cite web |title=Zielnetz auf rrx.de |trans-title=Planned network on rrx.de |url=https://www.rrx.de/vorhaben/vision/zielnetz.html |url-status=live |access-date=12 July 2023 |website=Rhein Ruhr Express |language=de}}</ref><ref>{{Cite web |title=Linien und Außenäste - Rhein-Ruhr-Express |trans-title=Lines and branches - Rhein-Ruhr-Express |url=https://www.rheinruhrexpress.de/linien-und-aussenaeste.html |url-status=live |access-date=12 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

* {{Rcb|RRX|1|croute}} Dortmund – Bochum – Bochum-Wattenscheid – Essen – Duisburg – Düsseldorf-Flughafen – Düsseldorf – Düsseldorf-Benrath – Leverkusen – Köln-Messe/Deutz – Köln – Köln-Ehrenfeld – Horrem – Düren – Langerwehe – Eschweiler – Stolberg – Aachen-Rothe Erde – Aachen
* {{Rcb|RRX|2|croute}} Kassel-Wilhelmshöhe – Hofgeismar – Warburg – Willebadessen – Altenbeken – Paderborn – Lippstadt – Soest – Hamm – Kamen – Dortmund – Bochum – Bochum-Wattenscheid – Essen – Duisburg – Düsseldorf-Flughafen – Düsseldorf – Düsseldorf-Benrath – Leverkusen – Köln-Mülheim – Köln-Messe/Deutz – Köln – Köln-Ehrenfeld – Horrem – Düren – Langerwehe – Eschweiler – Stolberg – Aachen-Rothe Erde – Aachen
* {{Rcb|RRX|3|croute}} Münster – Dortmund – Dortmund-Mengede – Castrop-Rauxel – Herne – Herne-Wanne-Eickel – Gelsenkirchen – Essen-Altenessen – Oberhausen – Duisburg – Düsseldorf-Flughafen – Düsseldorf – Neuss – Dormagen – Köln – Köln-Messe/Deutz – Köln/Bonn Flughafen
* {{Rcb|RRX|4|croute}} Bielefeld – Bielefeld-Brackwede – Isselhorst-Avenwedde – Gütersloh – Rheda-Wiedenbrück – Oelde – Neubeckum – Ahlen – Hamm-Heessen – Hamm – Kamen – Dortmund – Bochum – Essen – Mülheim – Duisburg – Düsseldorf-Flughafen – Düsseldorf – Düsseldorf-Benrath – Leverkusen – Köln-Mülheim – Köln-Messe/Deutz – Köln – Köln Süd – Brühl – Sechtem – Roisdorf – Bonn – Bonn UN Campus – Bonn-Bad Godesberg – Bonn-Mehlem – Oberwinter – Remagen – Sinzig – Bad Breisig – Brohl – Namedy – Andernach – Weißenthurm – Mülheim-Kärlich – Koblenz-Lützel – Koblenz-Stadtmitte – Koblenz
* {{Rcb|RRX|5|croute}} Wesel – Dinslaken – Oberhausen-Sterkrade – Oberhausen – Duisburg – Düsseldorf-Flughafen – Düsseldorf
* {{Rcb|RRX|6|croute}} Minden – Porta Westfalica – Bad Oeynhausen – Löhne – Herford – Bielefeld – Gütersloh – Rheda-Wiedenbrück – Oelde – Neubeckum – Ahlen – Hamm-Heessen –Hamm – Kamen – Dortmund – Bochum – Essen – Mülheim – Duisburg – Düsseldorf-Flughafen – Düsseldorf – Düsseldorf-Benrath – Leverkusen – Köln-Mülheim – Köln Messe/Deutz – Köln – Köln Süd – Brühl – Bonn – Bonn UN Campus – Bonn-Bad Godesberg – Remagen – Sinzig – Bad Breisig – Andernach – Koblenz-Stadtmitte – Koblenz
* {{Rcb|RRX|7|croute}} Osnabrück – Lengerich – Münster – Dülmen – Haltern – Recklinghausen – Herne-Wanne-Eickel – Gelsenkirchen – Essen – Mülheim – Duisburg – Düsseldorf-Flughafen – Düsseldorf

== Infrastructure works ==
To create the needed capacity for the additional trains running through the highly congested Rhein-Ruhr area<ref>{{Cite web |title=Sachstand ÜLS Strecken |url=https://fahrweg.dbnetze.com/resource/blob/4816508/abfd99f494cbb89bba722478d95e90fd/Sachstand-UeLS-Strecken-data.pdf |url-status=live |access-date=31 July 2023 |website=DB Netze |language=de}}</ref> new and improved infrastructure is planned along nearly every part of the route. This includes additional tracks and platforms as well as new connections and flyovers between tracks<ref>{{Cite web |title=Beschreibung - Rhein-Ruhr-Express |trans-title=Description - Rhein-Ruhr-Express |url=https://www.rheinruhrexpress.de/beschreibung.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref> and improved signalling.<ref>{{Cite web |title=Elektronisches Stellwerk Düsseldorf |trans-title=Electronic interlocking Dusseldorf |url=https://www.rheinruhrexpress.de/estw-duesseldorf.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref> The project is divided into 6 different sections (''Planfeststellungsabschnitte'' or PFA) that are also divided into smaller sub-sections with different kinds of works necessary:

=== Cologne - Düsseldorf Benrath (PFA 1) ===
In the first section more capacity will be provided by moving freight trains from the tracks used by the RRX to the tracks of the [[Rhine-Ruhr S-Bahn|S-Bahn]]. For this the S-Bahn will be double tracked on the entire route and be given a larger distance between the two tracks. In [[Leverkusen]] the [[side platform]] will be modified to be an [[island platform]] for which the former building of the station had to be demolished. Work in this section is already finished or currently under construction and nearing completion.<ref>{{Cite web |title=Leverkusen: Maßnahmen und Schallschutz |trans-title=Leverkusen: works and noise protection |url=https://www.rheinruhrexpress.de/leverkusen.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref><ref>{{Cite web |date=31 July 2023 |title=Baustelle bringt Umleitungen und Ausfälle im Bahnverkehr |trans-title=Construction work leads to diversions and cancellations in train services |url=https://www.ksta.de/dpa-nrw/baustelle-bringt-umleitungen-und-ausfaelle-im-bahnverkehr-620035 |url-status=live |access-date=31 July 2023 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

=== Düsseldorf Benrath - Düsseldorf Wehrhahn (PFA 2) ===
Between Düsseldorf and Duisburg the RRX will run on two completely separate tracks. In this section two new tracks will have to be built in the southern parts while in the parts further to the north two S-Bahn lines will be put on the same tracks freeing the former S-Bahn tracks for use by the RRX. In Düsseldorf main station a new platform will also be built to accommodate the additional trains running through it. None of these parts have started construction yet.<ref>{{Cite web |title=PFA 2.0: Sechsgleisiger Ausbau |trans-title=Planning section 2.0: six track expansion |url=https://www.rheinruhrexpress.de/pfa-2-0.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref><ref>{{Cite web |title=PFA 2.1: neues Gleis, Umbau Brücken |trans-title=Planning section 2.1: new track, modification of bridges |url=https://www.rheinruhrexpress.de/pfa-2-1.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

=== Düsseldorf Wehrhahn - Duisburg (PFA 3) ===
The RRX will run on its own tracks up until Duisburg main station where it merges with the other rail traffic again, for which the entire line between the two cities will be expanded to six tracks. At [[Düsseldorf Airport]] its station will be expanded with two additional tracks and platforms as the airport is the third largest in Germany by passenger numbers and is therefore served by the trains. In the southern approach to [[Duisburg Hauptbahnhof|Duisburg main station]] new flyovers will be built to increase the capacity. No construction work has happened yet in section 3 as well.<ref>{{Cite web |title=PFA 3.0a: sechsgleisiger Ausbau, Errichtung Kreuzungsbauwerk |trans-title=Planning section 3.0a: six track line, flyover construction |url=https://www.rheinruhrexpress.de/pfa-3-0a.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref><ref>{{Cite web |title=PFA 3.2a: sechsgleisiger Ausbau, neue Kreuzungsbauwerke |trans-title=Planning section 3.2a: six tracks, new flyovers |url=https://www.rheinruhrexpress.de/pfa-3-2a.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

The part between Duisburg main station and the border to Mülheim a. d. Ruhr is included in planning section 3, but doesn't feature exclusive tracks for the RRX. In this section only minimal changes will be made to the rail line.<ref>{{Cite web |title=Duisburg PFA 3.3: Neubau vier Weichen am Hauptbahnhof |trans-title=Duisburg planning section 3.3: Renewal of four switches at main station |url=https://www.rheinruhrexpress.de/pfa-3-3.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

=== Mülheim a. d. Ruhr (PFA 4) ===
In the entire section in Mülheim only a few new track switches were installed and new interlocking technology was installed. This is the only section where all works are already finished, as there are so few of them.<ref>{{Cite web |title=Mülheim (Ruhr): Geplante Maßnahmen und Schallschutz |trans-title=Mülheim (Ruhr): Planned works and noise protection |url=https://www.rheinruhrexpress.de/muelheim-ruhr.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

=== Essen - Bochum (PFA 5) ===
In Essen and Bochum two regional rail lines, RE 16 and RB 40, will be moved to the S-Bahn tracks and shorter distances between signals will be used to increase train capacity on the non-S-Bahn tracks. Both parts of this section already have building permits, but actual work hasn't started yet.<ref>{{Cite web |title=Essen: Blockverdichtung, Bau Kreuzungsbauwerk |trans-title=Essen: block shortening, flyover construction |url=https://www.rheinruhrexpress.de/essen.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref><ref>{{Cite web |title=Bochum: Maßnahmen und Schallschutz |trans-title=Bochum: works and noise protection |url=https://www.rheinruhrexpress.de/bochum.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

=== Dortmund (PFA 6) ===
The planning of the infrastructure in Dortmund was influenced by the [[Deutschlandtakt]] so much, that large parts of it will have to be redone. Because of this, no plans have been made public yet.<ref>{{Cite web |title=Dortmund: Ausbau der Bahninfrastruktur, neue Weichenverbindungen |trans-title=Dortmund: expansion of rail infrastructure, new switches |url=https://www.rheinruhrexpress.de/dortmund.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

== Rolling stock ==
In contrast to most regional rail systems in Germany, the state of NRW tendered the trains to be used separately from the operator. The vehicles were then leased for 15 years to the chosen operator. This enabled more competition, as the different operators didn't need to invest into the rolling stock on their own.<ref name=":2">{{Cite web |last=Eisenring |first=Christoph |date=19 June 2015 |title=Höchste Eisenbahn für Wettbewerb |url=https://www.nzz.ch/wirtschaft/wirtschaftspolitik/hoechste-eisenbahn-fuer-wettbewerb-ld.925081 |url-status=live |access-date=14 July 2023 |website=Neue Zürcher Zeitung |language=de}}</ref> After a study conducted in 2011 showed that double deck trains were suitable to be used and even preferable to single deck variants due to their higher capacity and being shorter, these were selected for operation on the network.<ref name=":3">{{Cite web |date=13 October 2010 |title=Auswirkungen des Einsatzes von Doppelstocktriebwagen auf die Fahrplankonzeption und den Fahrzeugbedarf des RRX |trans-title=Consequences of the use of double-deck trains on the timetable and amount of vehicles required for the RRX |url=https://www.landtag.nrw.de/portal/WWW/dokumentenarchiv/Dokument/MMV15-290.pdf |url-status=live |access-date=14 July 2023 |website=Landtag Nordrhein-Westfalen |language=de}}</ref> The other requirements were a top speed of at least {{Convert|160|km/h|mph|abbr=on}}, a minimum acceleration of 1.0 m/s², [[Multiple unit|multiple-unit]] support, being [[Bi-directional vehicle|bi-directional]], the standard door height of {{Convert|76|cm|in|abbr=on}} and an existing license by the regulators.<ref name=":3" /> There were three bidders for the contract, which the [[Siemens]] Desiro HC won.<ref name=":2" /> Subsequently, 84 trains of the type were manufactured and delivered from 2018<ref name=":4">{{Cite web |date=7 December 2018 |title=Duisburg: Erste RRX-Züge nehmen Betrieb auf |trans-title=Duisburg: First RRX-trains start operation |url=https://rp-online.de/nrw/staedte/duisburg/duisburg-erste-rrx-zuege-nehmen-betrieb-auf_aid-34952127 |url-status=live |access-date=14 July 2023 |website=Rheinische Post |language=de}}</ref> to 2020<ref name=":1" /> for 800 million [[Euro]].<ref name=":2" /> While earlier sources mention 82 trains being built,<ref name=":4" /><ref name=":5">{{Cite web |date=6 September 2018 |title=Siemens officially opens RRX maintenance depot |url=https://press.siemens.com/global/en/pressrelease/siemens-officially-opens-rrx-maintenance-depot |url-status=live |access-date=14 July 2023 |website=Siemens}}</ref><ref name=":6">{{Cite web |date=26 March 2015 |title=Billion-euro order: Siemens to build Rhine-Ruhr Express |url=https://press.siemens.com/global/en/pressrelease/billion-euro-order-siemens-build-rhine-ruhr-express |url-status=live |access-date=14 July 2023 |website=Siemens}}</ref><ref>{{Cite web |date=6 January 2018 |title=Dormagen: Der neue RRX soll mehr Komfort bieten |trans-title=Dormagen: The new RRX will be more comfortable |url=https://rp-online.de/nrw/staedte/dormagen/der-neue-rrx-soll-mehr-komfort-bieten_aid-17715375 |url-status=live |access-date=14 July 2023 |website=Neuß-Grevenbroicher Zeitung |language=de}}</ref> more recent ones state 84.<ref name=":1" /><ref name=":7">{{Cite web |title=Datenblatt Desiro HC RRX - EN |url=https://assets.new.siemens.com/siemens/assets/api/uuid:c94ec23d-2e24-4bd7-842f-d9438851b8c1/siemens-mobility-desiro-hc-rrx-en.pdf |url-status=live |access-date=14 July 2023 |website=Siemens Mobility}}</ref> The contract also includes maintenance of the trains for 32 years raising the total volume to 1.7 billion Euro.<ref name=":6" />

Additionally to the mentioned requirements of the tender the trains feature free [[Wi-Fi]], [[air conditioning]], [[AC power plugs and sockets|power outlets]], reading lamps and folding tables at the seats and new windows that allow internet signals to pass through uninterrupted leading to a much better experience when using the internet during the train ride. This is the first time this technology has been used in a series-production train according to Siemens.<ref name=":4" /> As two trains are always used in a pair they have a total of 800 seats per train set, and the door areas and doors itself are large to accommodate the many passengers. The trains have a low noise-level inside and in addition to level boarding have wheelchair accessible areas that can also be used for [[Bicycle|bicycles]] and an accessible toilet. Each train is {{Convert|105|m|ft|abbr=on}} long, forming train sets {{Convert|210|m|ft|abbr=on}} long, with a powered single-deck car on each ends and two non-powered double-deck cars in the middle. The trains have triple-unit traction capabilities, but these are not planned to be used.<ref name=":0" /><ref name=":1" /><ref name=":7" />

Maintenance of the trains is done in a new fully digital maintenance facility in [[Eving|Dortmund-Eving]] that was opened in September of 2018, and both the trains and the service facilities are equipped with digital technology to enable preventative maintenance. According to the manufacturer the vehicles achieve an availability rate of over 99%. The maintenance facility also features exterior and interior cleaning facilities.<ref name=":5" /><ref name=":7" />

== References ==
{{reflist}}

Rhein Ruhr Express

2023-08-24T20:06:12Z

Jan Lukas 22: /* Infrastructure works */ Add explanation for PFA abbreviation

{{AfC submission|t||ts=20230712160458|u=Jan Lukas 22|ns=118|demo=}}

{{Infobox public transit
| area served = {{plainlist|
*[[Dortmund]]
*[[Bochum]]
*[[Essen]]
*[[Mülheim|Mülheim a. d. Ruhr]]
*[[Düsseldorf]]
*[[Cologne]]}}
| locale = [[North-Rhine Westphalia]]
| transit_type = [[Regional rail]]
| began_operation = {{Start date and age|9th December 2018}}
| lines = 7
| operator = [[National Express Germany]]
| character = Mainline rail
| vehicles = 84
| image = [[File:RRX 462 020 Herford 2003130849.jpg|frameless]]
| imagesize = 200px
| alt = Two coupled Siemens Desiro HC trains used on the RRX
| caption = Two coupled trains used on the RRX
| headway = Every 15 minutes on the main section
| website = [https://www.rrx.de/index.html www.rrx.de]
| track_gauge = 1435 mm (normal gauge)
| top_speed = {{convert|160|km/h|mph|abbr=on}}
}}

The '''Rhein-Ruhr-Express (RRX)''' is a currently under construction [[regional rail]] system in the [[Germany|German]] [[Rhine-Ruhr metropolitan region|Rhine-Ruhr area]] connecting the [[Ruhr|Ruhr Valley]] and the central [[Rhineland]]. The main goal is to provide a fast connection on its most important section from [[Dortmund]] via the Ruhr Valley to [[Cologne]] every quarter of an hour. Like the previous [[Regional-Express]]-lines the new ones will continue onward from the central section to other cities and [[States of Germany|states]]. As part of the project new [[Siemens Desiro#Desiro HC|Siemens Desiro HC]] trains, that already increased punctuality because of the higher capacity and acceleration,<ref name=":0">{{Cite web |date=14 April 2019 |title=Probleme zum Start des RRX erwartet |trans-title=Problems during the start of the RRX expected |url=https://rp-online.de/nrw/staedte/wesel/probleme-zum-start-des-rrx-erwartet_aid-38100217 |url-status=live |access-date=12 July 2023 |website=Rheinische Post |language=de}}</ref><ref name=":1">{{Cite web |date=18 December 2020 |title=RRX-Flotte komplett: Siemens Mobility liefert 84. und finalen Zug fristgerecht aus |trans-title=RRX-Fleet complete: Siemens Mobility delivers 84th and final train on time |url=https://press.siemens.com/global/de/pressemitteilung/rrx-flotte-komplett-siemens-mobility-liefert-84-und-finalen-zug-fristgerecht-aus |url-status=live |access-date=14 July 2023 |website=Siemens |language=de}}</ref> were bought and the region's infrastructure is being upgraded and expanded. Operation on the first line started in December of 2018, while four out of seven planned lines operate now in 2023. The construction is planned to be finished by 2030<ref name=":0" /> and the project is expected to replace 24,000 drives per day when finished.<ref>{{Cite web |date=31 October 2018 |title=Düsseldorf: 25 Jahre bis zum RRX |trans-title=Düsseldorf: 25 years until the RRX operates |url=https://rp-online.de/nrw/staedte/duesseldorf/duesseldorf-25-jahre-bis-zum-rrx_aid-34195851 |url-status=live |access-date=12 July 2023 |website=Rheinische Post |language=de}}</ref>

== Planned routes ==
Currently in 2023 there are seven planned lines that will all operate once per hour each,<ref>{{Cite web |title=Linien auf rrx.de |trans-title=Lines on rrx.de |url=https://www.rrx.de/einsteigen/linien.html |url-status=live |access-date=12 July 2023 |website=Rhein Ruhr Express |language=de}}</ref> but the planning is not finished as some passenger estimates from 2006 were already exceeded in 2015<ref>{{Cite web |date=6 February 2015 |title=Verkehrsentwicklung im SPNV NRW bis 2030 |trans-title=Rail travel traffic development in NRW until 2030 |url=https://landtag.nrw.de/portal/WWW/GB_I/I.1/EK/16.WP/EK_IV/TOP_1_KaiSchulte_EKIV_SPNV-Verkehrsentwicklung_150206.pdf |url-status=dead |archive-url=http://web.archive.org/web/20180812214313/https://landtag.nrw.de/portal/WWW/GB_I/I.1/EK/16.WP/EK_IV/TOP_1_KaiSchulte_EKIV_SPNV-Verkehrsentwicklung_150206.pdf |archive-date=12 August 2018 |access-date=12 July 2023 |website=Landtag Nordrhein-Westfalen |language=de}}</ref>. On the central section from Dortmund via Bochum, Essen, Mülheim a.d. Ruhr and Düsseldorf to Cologne four of the lines will provide an interlined service every quarter of an hour<ref>{{Cite web |title=Ziele & Vorteile - Rhein-Ruhr-Express |trans-title=Goals & benefits - Rhein-Ruhr-Express |url=https://www.rheinruhrexpress.de/ziele-vorteile.html |url-status=live |access-date=12 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref> and continue on from there to the following cities:

* {{Rcb|RRX|2|croute}} Dortmund – Hamm – Paderborn – Kassel-Wilhelmshöhe
* {{Rcb|RRX|4|croute}} Dortmund – Hamm – Bielefeld
* {{Rcb|RRX|6|croute}} Dortmund – Hamm – Bielefeld – Minden
* {{Rcb|RRX|1|croute}}/{{Rcb|RRX|2|croute}} Köln – Aachen (half-hourly)
* '''{{Rcb|RRX|4|croute}}'''/{{Rcb|RRX|6|croute}} Köln – Bonn – Koblenz (half-hourly)

The other three lines serve part of the central section, but either use parallel routes or branch off to serve the wider region. All the lines continue outwards from the central section to connect to more cities or even neighboring states. The full planned lines are:<ref>{{Cite web |title=Zielnetz auf rrx.de |trans-title=Planned network on rrx.de |url=https://www.rrx.de/vorhaben/vision/zielnetz.html |url-status=live |access-date=12 July 2023 |website=Rhein Ruhr Express |language=de}}</ref><ref>{{Cite web |title=Linien und Außenäste - Rhein-Ruhr-Express |trans-title=Lines and branches - Rhein-Ruhr-Express |url=https://www.rheinruhrexpress.de/linien-und-aussenaeste.html |url-status=live |access-date=12 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

* {{Rcb|RRX|1|croute}} Dortmund – Bochum – Bochum-Wattenscheid – Essen – Duisburg – Düsseldorf-Flughafen – Düsseldorf – Düsseldorf-Benrath – Leverkusen – Köln-Messe/Deutz – Köln – Köln-Ehrenfeld – Horrem – Düren – Langerwehe – Eschweiler – Stolberg – Aachen-Rothe Erde – Aachen
* {{Rcb|RRX|2|croute}} Kassel-Wilhelmshöhe – Hofgeismar – Warburg – Willebadessen – Altenbeken – Paderborn – Lippstadt – Soest – Hamm – Kamen – Dortmund – Bochum – Bochum-Wattenscheid – Essen – Duisburg – Düsseldorf-Flughafen – Düsseldorf – Düsseldorf-Benrath – Leverkusen – Köln-Mülheim – Köln-Messe/Deutz – Köln – Köln-Ehrenfeld – Horrem – Düren – Langerwehe – Eschweiler – Stolberg – Aachen-Rothe Erde – Aachen
* {{Rcb|RRX|3|croute}} Münster – Dortmund – Dortmund-Mengede – Castrop-Rauxel – Herne – Herne-Wanne-Eickel – Gelsenkirchen – Essen-Altenessen – Oberhausen – Duisburg – Düsseldorf-Flughafen – Düsseldorf – Neuss – Dormagen – Köln – Köln-Messe/Deutz – Köln/Bonn Flughafen
* {{Rcb|RRX|4|croute}} Bielefeld – Bielefeld-Brackwede – Isselhorst-Avenwedde – Gütersloh – Rheda-Wiedenbrück – Oelde – Neubeckum – Ahlen – Hamm-Heessen – Hamm – Kamen – Dortmund – Bochum – Essen – Mülheim – Duisburg – Düsseldorf-Flughafen – Düsseldorf – Düsseldorf-Benrath – Leverkusen – Köln-Mülheim – Köln-Messe/Deutz – Köln – Köln Süd – Brühl – Sechtem – Roisdorf – Bonn – Bonn UN Campus – Bonn-Bad Godesberg – Bonn-Mehlem – Oberwinter – Remagen – Sinzig – Bad Breisig – Brohl – Namedy – Andernach – Weißenthurm – Mülheim-Kärlich – Koblenz-Lützel – Koblenz-Stadtmitte – Koblenz
* {{Rcb|RRX|5|croute}} Wesel – Dinslaken – Oberhausen-Sterkrade – Oberhausen – Duisburg – Düsseldorf-Flughafen – Düsseldorf
* {{Rcb|RRX|6|croute}} Minden – Porta Westfalica – Bad Oeynhausen – Löhne – Herford – Bielefeld – Gütersloh – Rheda-Wiedenbrück – Oelde – Neubeckum – Ahlen – Hamm-Heessen –Hamm – Kamen – Dortmund – Bochum – Essen – Mülheim – Duisburg – Düsseldorf-Flughafen – Düsseldorf – Düsseldorf-Benrath – Leverkusen – Köln-Mülheim – Köln Messe/Deutz – Köln – Köln Süd – Brühl – Bonn – Bonn UN Campus – Bonn-Bad Godesberg – Remagen – Sinzig – Bad Breisig – Andernach – Koblenz-Stadtmitte – Koblenz
* {{Rcb|RRX|7|croute}} Osnabrück – Lengerich – Münster – Dülmen – Haltern – Recklinghausen – Herne-Wanne-Eickel – Gelsenkirchen – Essen – Mülheim – Duisburg – Düsseldorf-Flughafen – Düsseldorf

== Infrastructure works ==
To create the needed capacity for the additional trains running through the highly congested Rhein-Ruhr area<ref>{{Cite web |title=Sachstand ÜLS Strecken |url=https://fahrweg.dbnetze.com/resource/blob/4816508/abfd99f494cbb89bba722478d95e90fd/Sachstand-UeLS-Strecken-data.pdf |url-status=live |access-date=31 July 2023 |website=DB Netze |language=de}}</ref> new and improved infrastructure is planned along nearly every part of the route. This includes additional tracks and platforms as well as new connections and flyovers between tracks<ref>{{Cite web |title=Beschreibung - Rhein-Ruhr-Express |trans-title=Description - Rhein-Ruhr-Express |url=https://www.rheinruhrexpress.de/beschreibung.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref> and improved signalling.<ref>{{Cite web |title=Elektronisches Stellwerk Düsseldorf |trans-title=Electronic interlocking Dusseldorf |url=https://www.rheinruhrexpress.de/estw-duesseldorf.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref> The project is divided into 6 different sections (''Planfeststellungsabschnitte'' or PFA) that are also divided into smaller sub-sections with different kinds of works necessary:

=== Cologne - Düsseldorf Benrath (PFA 1) ===
In the first section more capacity will be provided by moving freight trains from the tracks used by the RRX to the tracks of the [[Rhine-Ruhr S-Bahn|S-Bahn]]. For this the S-Bahn will be double tracked on the entire route and be given a larger distance between the two tracks. In [[Leverkusen]] the [[side platform]] will be modified to be an [[island platform]] for which the former building of the station had to be demolished. Work in this section is already finished or currently under construction and nearing completion.<ref>{{Cite web |title=Leverkusen: Maßnahmen und Schallschutz |trans-title=Leverkusen: works and noise protection |url=https://www.rheinruhrexpress.de/leverkusen.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref><ref>{{Cite web |date=31 July 2023 |title=Baustelle bringt Umleitungen und Ausfälle im Bahnverkehr |trans-title=Construction work leads to diversions and cancellations in train services |url=https://www.ksta.de/dpa-nrw/baustelle-bringt-umleitungen-und-ausfaelle-im-bahnverkehr-620035 |url-status=live |access-date=31 July 2023 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

=== Düsseldorf Benrath - Düsseldorf Wehrhahn (PFA 2) ===
Between Düsseldorf and Duisburg the RRX will run on two completely separate tracks. In this section two new tracks will have to be built in the southern parts while in the parts further to the north two S-Bahn lines will be put on the same tracks freeing the former S-Bahn tracks for use by the RRX. In Düsseldorf main station a new platform will also be built to accommodate the additional trains running through it. None of these parts have started construction yet.<ref>{{Cite web |title=PFA 2.0: Sechsgleisiger Ausbau |trans-title=Planning section 2.0: six track expansion |url=https://www.rheinruhrexpress.de/pfa-2-0.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref><ref>{{Cite web |title=PFA 2.1: neues Gleis, Umbau Brücken |trans-title=Planning section 2.1: new track, modification of bridges |url=https://www.rheinruhrexpress.de/pfa-2-1.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

=== Düsseldorf Wehrhahn - Duisburg (PFA 3) ===
The RRX will run on its own tracks up until Duisburg main station where it merges with the other rail traffic again, for which the entire line between the two cities will be expanded to six tracks. At [[Düsseldorf Airport]] its station will be expanded with two additional tracks and platforms as the airport is the third largest in Germany by passenger numbers and is therefore served by the trains. In the southern approach to [[Duisburg Hauptbahnhof|Duisburg main station]] new flyovers will be built to increase the capacity. No construction work has happened yet in section 3 as well.<ref>{{Cite web |title=PFA 3.0a: sechsgleisiger Ausbau, Errichtung Kreuzungsbauwerk |trans-title=Planning section 3.0a: six track line, flyover construction |url=https://www.rheinruhrexpress.de/pfa-3-0a.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref><ref>{{Cite web |title=PFA 3.2a: sechsgleisiger Ausbau, neue Kreuzungsbauwerke |trans-title=Planning section 3.2a: six tracks, new flyovers |url=https://www.rheinruhrexpress.de/pfa-3-2a.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

The part between Duisburg main station and the border to Mülheim a. d. Ruhr is included in planning section 3, but doesn't feature exclusive tracks for the RRX. In this section only minimal changes will be made to the rail line.<ref>{{Cite web |title=Duisburg PFA 3.3: Neubau vier Weichen am Hauptbahnhof |trans-title=Duisburg planning section 3.3: Renewal of four switches at main station |url=https://www.rheinruhrexpress.de/pfa-3-3.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

=== Mülheim a. d. Ruhr (PFA 4) ===
In the entire section in Mülheim only a few new track switches were installed and new interlocking technology was installed. This is the only section where all works are already finished, as there are so few of them.<ref>{{Cite web |title=Mülheim (Ruhr): Geplante Maßnahmen und Schallschutz |trans-title=Mülheim (Ruhr): Planned works and noise protection |url=https://www.rheinruhrexpress.de/muelheim-ruhr.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

=== Essen - Bochum (PFA 5) ===
In Essen and Bochum two regional rail lines, RE 16 and RB 40, will be moved to the S-Bahn tracks and shorter distances between signals will be used to increase train capacity on the non-S-Bahn tracks. Both parts of this section already have building permits, but actual work hasn't started yet.<ref>{{Cite web |title=Essen: Blockverdichtung, Bau Kreuzungsbauwerk |trans-title=Essen: block shortening, flyover construction |url=https://www.rheinruhrexpress.de/essen.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref><ref>{{Cite web |title=Bochum: Maßnahmen und Schallschutz |trans-title=Bochum: works and noise protection |url=https://www.rheinruhrexpress.de/bochum.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

=== Dortmund (PFA 6) ===
The planning of the infrastructure in Dortmund was influenced by the [[Deutschlandtakt]] so much, that large parts of it will have to be redone. Because of this, no plans have been made public yet.<ref>{{Cite web |title=Dortmund: Ausbau der Bahninfrastruktur, neue Weichenverbindungen |trans-title=Dortmund: expansion of rail infrastructure, new switches |url=https://www.rheinruhrexpress.de/dortmund.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

== Rolling stock ==
In contrast to most regional rail systems in Germany, the state of NRW tendered the trains to be used separately from the operator. The vehicles were then leased for 15 years to the chosen operator. This enabled more competition, as the different operators didn't need to invest into the rolling stock on their own.<ref name=":2">{{Cite web |last=Eisenring |first=Christoph |date=19 June 2015 |title=Höchste Eisenbahn für Wettbewerb |url=https://www.nzz.ch/wirtschaft/wirtschaftspolitik/hoechste-eisenbahn-fuer-wettbewerb-ld.925081 |url-status=live |access-date=14 July 2023 |website=Neue Zürcher Zeitung |language=de}}</ref> After a study conducted in 2011 showed that double deck trains were suitable to be used and even preferable to single deck variants due to their higher capacity and being shorter, these were selected for operation on the network.<ref name=":3">{{Cite web |date=13 October 2010 |title=Auswirkungen des Einsatzes von Doppelstocktriebwagen auf die Fahrplankonzeption und den Fahrzeugbedarf des RRX |trans-title=Consequences of the use of double-deck trains on the timetable and amount of vehicles required for the RRX |url=https://www.landtag.nrw.de/portal/WWW/dokumentenarchiv/Dokument/MMV15-290.pdf |url-status=live |access-date=14 July 2023 |website=Landtag Nordrhein-Westfalen |language=de}}</ref> The other requirements were a top speed of at least {{Convert|160|km/h|mph|abbr=on}}, a minimum acceleration of 1.0 m/s², [[Multiple unit|multiple-unit]] support, being [[Bi-directional vehicle|bi-directional]], the standard door height of {{Convert|76|cm|in|abbr=on}} and an existing license by the regulators.<ref name=":3" /> There were three bidders for the contract, which the [[Siemens]] Desiro HC won.<ref name=":2" /> Subsequently, 84 trains of the type were manufactured and delivered from 2018<ref name=":4">{{Cite web |date=7 December 2018 |title=Duisburg: Erste RRX-Züge nehmen Betrieb auf |trans-title=Duisburg: First RRX-trains start operation |url=https://rp-online.de/nrw/staedte/duisburg/duisburg-erste-rrx-zuege-nehmen-betrieb-auf_aid-34952127 |url-status=live |access-date=14 July 2023 |website=Rheinische Post |language=de}}</ref> to 2020<ref name=":1" /> for 800 million [[Euro]].<ref name=":2" /> While earlier sources mention 82 trains being built,<ref name=":4" /><ref name=":5">{{Cite web |date=6 September 2018 |title=Siemens officially opens RRX maintenance depot |url=https://press.siemens.com/global/en/pressrelease/siemens-officially-opens-rrx-maintenance-depot |url-status=live |access-date=14 July 2023 |website=Siemens}}</ref><ref name=":6">{{Cite web |date=26 March 2015 |title=Billion-euro order: Siemens to build Rhine-Ruhr Express |url=https://press.siemens.com/global/en/pressrelease/billion-euro-order-siemens-build-rhine-ruhr-express |url-status=live |access-date=14 July 2023 |website=Siemens}}</ref><ref>{{Cite web |date=6 January 2018 |title=Dormagen: Der neue RRX soll mehr Komfort bieten |trans-title=Dormagen: The new RRX will be more comfortable |url=https://rp-online.de/nrw/staedte/dormagen/der-neue-rrx-soll-mehr-komfort-bieten_aid-17715375 |url-status=live |access-date=14 July 2023 |website=Neuß-Grevenbroicher Zeitung |language=de}}</ref> more recent ones state 84.<ref name=":1" /><ref name=":7">{{Cite web |title=Datenblatt Desiro HC RRX - EN |url=https://assets.new.siemens.com/siemens/assets/api/uuid:c94ec23d-2e24-4bd7-842f-d9438851b8c1/siemens-mobility-desiro-hc-rrx-en.pdf |url-status=live |access-date=14 July 2023 |website=Siemens Mobility}}</ref> The contract also includes maintenance of the trains for 32 years raising the total volume to 1.7 billion Euro.<ref name=":6" />

Additionally to the mentioned requirements of the tender the trains feature free [[Wi-Fi]], [[air conditioning]], [[AC power plugs and sockets|power outlets]], reading lamps and folding tables at the seats and new windows that allow internet signals to pass through uninterrupted leading to a much better experience when using the internet during the train ride. This is the first time this technology has been used in a series-production train according to Siemens.<ref name=":4" /> As two trains are always used in a pair they have a total of 800 seats per train set, and the door areas and doors itself are large to accommodate the many passengers. The trains have a low noise-level inside and in addition to level boarding have wheelchair accessible areas that can also be used for [[Bicycle|bicycles]] and an accessible toilet. Each train is {{Convert|105|m|ft|abbr=on}} long, forming train sets {{Convert|210|m|ft|abbr=on}} long, with a powered single-deck car on each ends and two non-powered double-deck cars in the middle. The trains have triple-unit traction capabilities, but these are not planned to be used.<ref name=":0" /><ref name=":1" /><ref name=":7" />

Maintenance of the trains is done in a new fully digital maintenance facility in [[Eving|Dortmund-Eving]] that was opened in September of 2018, and both the trains and the service facilities are equipped with digital technology to enable preventative maintenance. According to the manufacturer the vehicles achieve an availability rate of over 99%. The maintenance facility also features exterior and interior cleaning facilities.<ref name=":5" /><ref name=":7" />

== References ==
{{reflist}}

Rhein Ruhr Express

2023-07-31T19:09:12Z

Jan Lukas 22: Add /* Infrastructure works */

{{AfC submission|t||ts=20230712160458|u=Jan Lukas 22|ns=118|demo=}}

{{Infobox public transit
| area served = {{plainlist|
*[[Dortmund]]
*[[Bochum]]
*[[Essen]]
*[[Mülheim|Mülheim a. d. Ruhr]]
*[[Düsseldorf]]
*[[Cologne]]}}
| locale = [[North-Rhine Westphalia]]
| transit_type = [[Regional rail]]
| began_operation = {{Start date and age|9th December 2018}}
| lines = 7
| operator = [[National Express Germany]]
| character = Mainline rail
| vehicles = 84
| image = [[File:RRX 462 020 Herford 2003130849.jpg|frameless]]
| imagesize = 200px
| alt = Two coupled Siemens Desiro HC trains used on the RRX
| caption = Two coupled trains used on the RRX
| headway = Every 15 minutes on the main section
| website = [https://www.rrx.de/index.html www.rrx.de]
| track_gauge = 1435 mm (normal gauge)
| top_speed = {{convert|160|km/h|mph|abbr=on}}
}}

The '''Rhein-Ruhr-Express (RRX)''' is a currently under construction [[regional rail]] system in the [[Germany|German]] [[Rhine-Ruhr metropolitan region|Rhine-Ruhr area]] connecting the [[Ruhr|Ruhr Valley]] and the central [[Rhineland]]. The main goal is to provide a fast connection on its most important section from [[Dortmund]] via the Ruhr Valley to [[Cologne]] every quarter of an hour. Like the previous [[Regional-Express]]-lines the new ones will continue onward from the central section to other cities and [[States of Germany|states]]. As part of the project new [[Siemens Desiro#Desiro HC|Siemens Desiro HC]] trains, that already increased punctuality because of the higher capacity and acceleration,<ref name=":0">{{Cite web |date=14 April 2019 |title=Probleme zum Start des RRX erwartet |trans-title=Problems during the start of the RRX expected |url=https://rp-online.de/nrw/staedte/wesel/probleme-zum-start-des-rrx-erwartet_aid-38100217 |url-status=live |access-date=12 July 2023 |website=Rheinische Post |language=de}}</ref><ref name=":1">{{Cite web |date=18 December 2020 |title=RRX-Flotte komplett: Siemens Mobility liefert 84. und finalen Zug fristgerecht aus |trans-title=RRX-Fleet complete: Siemens Mobility delivers 84th and final train on time |url=https://press.siemens.com/global/de/pressemitteilung/rrx-flotte-komplett-siemens-mobility-liefert-84-und-finalen-zug-fristgerecht-aus |url-status=live |access-date=14 July 2023 |website=Siemens |language=de}}</ref> were bought and the region's infrastructure is being upgraded and expanded. Operation on the first line started in December of 2018, while four out of seven planned lines operate now in 2023. The construction is planned to be finished by 2030<ref name=":0" /> and the project is expected to replace 24,000 drives per day when finished.<ref>{{Cite web |date=31 October 2018 |title=Düsseldorf: 25 Jahre bis zum RRX |trans-title=Düsseldorf: 25 years until the RRX operates |url=https://rp-online.de/nrw/staedte/duesseldorf/duesseldorf-25-jahre-bis-zum-rrx_aid-34195851 |url-status=live |access-date=12 July 2023 |website=Rheinische Post |language=de}}</ref>

== Planned routes ==
Currently in 2023 there are seven planned lines that will all operate once per hour each,<ref>{{Cite web |title=Linien auf rrx.de |trans-title=Lines on rrx.de |url=https://www.rrx.de/einsteigen/linien.html |url-status=live |access-date=12 July 2023 |website=Rhein Ruhr Express |language=de}}</ref> but the planning is not finished as some passenger estimates from 2006 were already exceeded in 2015<ref>{{Cite web |date=6 February 2015 |title=Verkehrsentwicklung im SPNV NRW bis 2030 |trans-title=Rail travel traffic development in NRW until 2030 |url=https://landtag.nrw.de/portal/WWW/GB_I/I.1/EK/16.WP/EK_IV/TOP_1_KaiSchulte_EKIV_SPNV-Verkehrsentwicklung_150206.pdf |url-status=dead |archive-url=http://web.archive.org/web/20180812214313/https://landtag.nrw.de/portal/WWW/GB_I/I.1/EK/16.WP/EK_IV/TOP_1_KaiSchulte_EKIV_SPNV-Verkehrsentwicklung_150206.pdf |archive-date=12 August 2018 |access-date=12 July 2023 |website=Landtag Nordrhein-Westfalen |language=de}}</ref>. On the central section from Dortmund via Bochum, Essen, Mülheim a.d. Ruhr and Düsseldorf to Cologne four of the lines will provide an interlined service every quarter of an hour<ref>{{Cite web |title=Ziele & Vorteile - Rhein-Ruhr-Express |trans-title=Goals & benefits - Rhein-Ruhr-Express |url=https://www.rheinruhrexpress.de/ziele-vorteile.html |url-status=live |access-date=12 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref> and continue on from there to the following cities:

* {{Rcb|RRX|2|croute}} Dortmund – Hamm – Paderborn – Kassel-Wilhelmshöhe
* {{Rcb|RRX|4|croute}} Dortmund – Hamm – Bielefeld
* {{Rcb|RRX|6|croute}} Dortmund – Hamm – Bielefeld – Minden
* {{Rcb|RRX|1|croute}}/{{Rcb|RRX|2|croute}} Köln – Aachen (half-hourly)
* '''{{Rcb|RRX|4|croute}}'''/{{Rcb|RRX|6|croute}} Köln – Bonn – Koblenz (half-hourly)

The other three lines serve part of the central section, but either use parallel routes or branch off to serve the wider region. All the lines continue outwards from the central section to connect to more cities or even neighboring states. The full planned lines are:<ref>{{Cite web |title=Zielnetz auf rrx.de |trans-title=Planned network on rrx.de |url=https://www.rrx.de/vorhaben/vision/zielnetz.html |url-status=live |access-date=12 July 2023 |website=Rhein Ruhr Express |language=de}}</ref><ref>{{Cite web |title=Linien und Außenäste - Rhein-Ruhr-Express |trans-title=Lines and branches - Rhein-Ruhr-Express |url=https://www.rheinruhrexpress.de/linien-und-aussenaeste.html |url-status=live |access-date=12 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

* {{Rcb|RRX|1|croute}} Dortmund – Bochum – Bochum-Wattenscheid – Essen – Duisburg – Düsseldorf-Flughafen – Düsseldorf – Düsseldorf-Benrath – Leverkusen – Köln-Messe/Deutz – Köln – Köln-Ehrenfeld – Horrem – Düren – Langerwehe – Eschweiler – Stolberg – Aachen-Rothe Erde – Aachen
* {{Rcb|RRX|2|croute}} Kassel-Wilhelmshöhe – Hofgeismar – Warburg – Willebadessen – Altenbeken – Paderborn – Lippstadt – Soest – Hamm – Kamen – Dortmund – Bochum – Bochum-Wattenscheid – Essen – Duisburg – Düsseldorf-Flughafen – Düsseldorf – Düsseldorf-Benrath – Leverkusen – Köln-Mülheim – Köln-Messe/Deutz – Köln – Köln-Ehrenfeld – Horrem – Düren – Langerwehe – Eschweiler – Stolberg – Aachen-Rothe Erde – Aachen
* {{Rcb|RRX|3|croute}} Münster – Dortmund – Dortmund-Mengede – Castrop-Rauxel – Herne – Herne-Wanne-Eickel – Gelsenkirchen – Essen-Altenessen – Oberhausen – Duisburg – Düsseldorf-Flughafen – Düsseldorf – Neuss – Dormagen – Köln – Köln-Messe/Deutz – Köln/Bonn Flughafen
* {{Rcb|RRX|4|croute}} Bielefeld – Bielefeld-Brackwede – Isselhorst-Avenwedde – Gütersloh – Rheda-Wiedenbrück – Oelde – Neubeckum – Ahlen – Hamm-Heessen – Hamm – Kamen – Dortmund – Bochum – Essen – Mülheim – Duisburg – Düsseldorf-Flughafen – Düsseldorf – Düsseldorf-Benrath – Leverkusen – Köln-Mülheim – Köln-Messe/Deutz – Köln – Köln Süd – Brühl – Sechtem – Roisdorf – Bonn – Bonn UN Campus – Bonn-Bad Godesberg – Bonn-Mehlem – Oberwinter – Remagen – Sinzig – Bad Breisig – Brohl – Namedy – Andernach – Weißenthurm – Mülheim-Kärlich – Koblenz-Lützel – Koblenz-Stadtmitte – Koblenz
* {{Rcb|RRX|5|croute}} Wesel – Dinslaken – Oberhausen-Sterkrade – Oberhausen – Duisburg – Düsseldorf-Flughafen – Düsseldorf
* {{Rcb|RRX|6|croute}} Minden – Porta Westfalica – Bad Oeynhausen – Löhne – Herford – Bielefeld – Gütersloh – Rheda-Wiedenbrück – Oelde – Neubeckum – Ahlen – Hamm-Heessen –Hamm – Kamen – Dortmund – Bochum – Essen – Mülheim – Duisburg – Düsseldorf-Flughafen – Düsseldorf – Düsseldorf-Benrath – Leverkusen – Köln-Mülheim – Köln Messe/Deutz – Köln – Köln Süd – Brühl – Bonn – Bonn UN Campus – Bonn-Bad Godesberg – Remagen – Sinzig – Bad Breisig – Andernach – Koblenz-Stadtmitte – Koblenz
* {{Rcb|RRX|7|croute}} Osnabrück – Lengerich – Münster – Dülmen – Haltern – Recklinghausen – Herne-Wanne-Eickel – Gelsenkirchen – Essen – Mülheim – Duisburg – Düsseldorf-Flughafen – Düsseldorf

== Infrastructure works ==
To create the needed capacity for the additional trains running through the highly congested Rhein-Ruhr area<ref>{{Cite web |title=Sachstand ÜLS Strecken |url=https://fahrweg.dbnetze.com/resource/blob/4816508/abfd99f494cbb89bba722478d95e90fd/Sachstand-UeLS-Strecken-data.pdf |url-status=live |access-date=31 July 2023 |website=DB Netze |language=de}}</ref> new and improved infrastructure is planned along nearly every part of the route. This includes additional tracks and platforms as well as new connections and flyovers between tracks<ref>{{Cite web |title=Beschreibung - Rhein-Ruhr-Express |trans-title=Description - Rhein-Ruhr-Express |url=https://www.rheinruhrexpress.de/beschreibung.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref> and improved signalling.<ref>{{Cite web |title=Elektronisches Stellwerk Düsseldorf |trans-title=Electronic interlocking Dusseldorf |url=https://www.rheinruhrexpress.de/estw-duesseldorf.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref> The project is divided into 6 different sections that are also divided into smaller sub-sections with different kinds of works necessary:

=== Cologne - Düsseldorf Benrath (PFA 1) ===
In the first section more capacity will be provided by moving freight trains from the tracks used by the RRX to the tracks of the [[Rhine-Ruhr S-Bahn|S-Bahn]]. For this the S-Bahn will be double tracked on the entire route and be given a larger distance between the two tracks. In [[Leverkusen]] the [[side platform]] will be modified to be an [[island platform]] for which the former building of the station had to be demolished. Work in this section is already finished or currently under construction and nearing completion.<ref>{{Cite web |title=Leverkusen: Maßnahmen und Schallschutz |trans-title=Leverkusen: works and noise protection |url=https://www.rheinruhrexpress.de/leverkusen.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref><ref>{{Cite web |date=31 July 2023 |title=Baustelle bringt Umleitungen und Ausfälle im Bahnverkehr |trans-title=Construction work leads to diversions and cancellations in train services |url=https://www.ksta.de/dpa-nrw/baustelle-bringt-umleitungen-und-ausfaelle-im-bahnverkehr-620035 |url-status=live |access-date=31 July 2023 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

=== Düsseldorf Benrath - Düsseldorf Wehrhahn (PFA 2) ===
Between Düsseldorf and Duisburg the RRX will run on two completely separate tracks. In this section two new tracks will have to be built in the southern parts while in the parts further to the north two S-Bahn lines will be put on the same tracks freeing the former S-Bahn tracks for use by the RRX. In Düsseldorf main station a new platform will also be built to accommodate the additional trains running through it. None of these parts have started construction yet.<ref>{{Cite web |title=PFA 2.0: Sechsgleisiger Ausbau |trans-title=Planning section 2.0: six track expansion |url=https://www.rheinruhrexpress.de/pfa-2-0.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref><ref>{{Cite web |title=PFA 2.1: neues Gleis, Umbau Brücken |trans-title=Planning section 2.1: new track, modification of bridges |url=https://www.rheinruhrexpress.de/pfa-2-1.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

=== Düsseldorf Wehrhahn - Duisburg (PFA 3) ===
The RRX will run on its own tracks up until Duisburg main station where it merges with the other rail traffic again, for which the entire line between the two cities will be expanded to six tracks. At [[Düsseldorf Airport]] its station will be expanded with two additional tracks and platforms as the airport is the third largest in Germany by passenger numbers and is therefore served by the trains. In the southern approach to [[Duisburg Hauptbahnhof|Duisburg main station]] new flyovers will be built to increase the capacity. No construction work has happened yet in section 3 as well.<ref>{{Cite web |title=PFA 3.0a: sechsgleisiger Ausbau, Errichtung Kreuzungsbauwerk |trans-title=Planning section 3.0a: six track line, flyover construction |url=https://www.rheinruhrexpress.de/pfa-3-0a.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref><ref>{{Cite web |title=PFA 3.2a: sechsgleisiger Ausbau, neue Kreuzungsbauwerke |trans-title=Planning section 3.2a: six tracks, new flyovers |url=https://www.rheinruhrexpress.de/pfa-3-2a.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

The part between Duisburg main station and the border to Mülheim a. d. Ruhr is included in planning section 3, but doesn't feature exclusive tracks for the RRX. In this section only minimal changes will be made to the rail line.<ref>{{Cite web |title=Duisburg PFA 3.3: Neubau vier Weichen am Hauptbahnhof |trans-title=Duisburg planning section 3.3: Renewal of four switches at main station |url=https://www.rheinruhrexpress.de/pfa-3-3.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

=== Mülheim a. d. Ruhr (PFA 4) ===
In the entire section in Mülheim only a few new track switches were installed and new interlocking technology was installed. This is the only section where all works are already finished, as there are so few of them.<ref>{{Cite web |title=Mülheim (Ruhr): Geplante Maßnahmen und Schallschutz |trans-title=Mülheim (Ruhr): Planned works and noise protection |url=https://www.rheinruhrexpress.de/muelheim-ruhr.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

=== Essen - Bochum (PFA 5) ===
In Essen and Bochum two regional rail lines, RE 16 and RB 40, will be moved to the S-Bahn tracks and shorter distances between signals will be used to increase train capacity on the non-S-Bahn tracks. Both parts of this section already have building permits, but actual work hasn't started yet.<ref>{{Cite web |title=Essen: Blockverdichtung, Bau Kreuzungsbauwerk |trans-title=Essen: block shortening, flyover construction |url=https://www.rheinruhrexpress.de/essen.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref><ref>{{Cite web |title=Bochum: Maßnahmen und Schallschutz |trans-title=Bochum: works and noise protection |url=https://www.rheinruhrexpress.de/bochum.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

=== Dortmund (PFA 6) ===
The planning of the infrastructure in Dortmund was influenced by the [[Deutschlandtakt]] so much, that large parts of it will have to be redone. Because of this, no plans have been made public yet.<ref>{{Cite web |title=Dortmund: Ausbau der Bahninfrastruktur, neue Weichenverbindungen |trans-title=Dortmund: expansion of rail infrastructure, new switches |url=https://www.rheinruhrexpress.de/dortmund.html |url-status=live |access-date=31 July 2023 |website=Bahnprojekt Rhein-Ruhr-Express |language=de}}</ref>

== Rolling stock ==
In contrast to most regional rail systems in Germany, the state of NRW tendered the trains to be used separately from the operator. The vehicles were then leased for 15 years to the chosen operator. This enabled more competition, as the different operators didn't need to invest into the rolling stock on their own.<ref name=":2">{{Cite web |last=Eisenring |first=Christoph |date=19 June 2015 |title=Höchste Eisenbahn für Wettbewerb |url=https://www.nzz.ch/wirtschaft/wirtschaftspolitik/hoechste-eisenbahn-fuer-wettbewerb-ld.925081 |url-status=live |access-date=14 July 2023 |website=Neue Zürcher Zeitung |language=de}}</ref> After a study conducted in 2011 showed that double deck trains were suitable to be used and even preferable to single deck variants due to their higher capacity and being shorter, these were selected for operation on the network.<ref name=":3">{{Cite web |date=13 October 2010 |title=Auswirkungen des Einsatzes von Doppelstocktriebwagen auf die Fahrplankonzeption und den Fahrzeugbedarf des RRX |trans-title=Consequences of the use of double-deck trains on the timetable and amount of vehicles required for the RRX |url=https://www.landtag.nrw.de/portal/WWW/dokumentenarchiv/Dokument/MMV15-290.pdf |url-status=live |access-date=14 July 2023 |website=Landtag Nordrhein-Westfalen |language=de}}</ref> The other requirements were a top speed of at least {{Convert|160|km/h|mph|abbr=on}}, a minimum acceleration of 1.0 m/s², [[Multiple unit|multiple-unit]] support, being [[Bi-directional vehicle|bi-directional]], the standard door height of {{Convert|76|cm|in|abbr=on}} and an existing license by the regulators.<ref name=":3" /> There were three bidders for the contract, which the [[Siemens]] Desiro HC won.<ref name=":2" /> Subsequently, 84 trains of the type were manufactured and delivered from 2018<ref name=":4">{{Cite web |date=7 December 2018 |title=Duisburg: Erste RRX-Züge nehmen Betrieb auf |trans-title=Duisburg: First RRX-trains start operation |url=https://rp-online.de/nrw/staedte/duisburg/duisburg-erste-rrx-zuege-nehmen-betrieb-auf_aid-34952127 |url-status=live |access-date=14 July 2023 |website=Rheinische Post |language=de}}</ref> to 2020<ref name=":1" /> for 800 million [[Euro]].<ref name=":2" /> While earlier sources mention 82 trains being built,<ref name=":4" /><ref name=":5">{{Cite web |date=6 September 2018 |title=Siemens officially opens RRX maintenance depot |url=https://press.siemens.com/global/en/pressrelease/siemens-officially-opens-rrx-maintenance-depot |url-status=live |access-date=14 July 2023 |website=Siemens}}</ref><ref name=":6">{{Cite web |date=26 March 2015 |title=Billion-euro order: Siemens to build Rhine-Ruhr Express |url=https://press.siemens.com/global/en/pressrelease/billion-euro-order-siemens-build-rhine-ruhr-express |url-status=live |access-date=14 July 2023 |website=Siemens}}</ref><ref>{{Cite web |date=6 January 2018 |title=Dormagen: Der neue RRX soll mehr Komfort bieten |trans-title=Dormagen: The new RRX will be more comfortable |url=https://rp-online.de/nrw/staedte/dormagen/der-neue-rrx-soll-mehr-komfort-bieten_aid-17715375 |url-status=live |access-date=14 July 2023 |website=Neuß-Grevenbroicher Zeitung |language=de}}</ref> more recent ones state 84.<ref name=":1" /><ref name=":7">{{Cite web |title=Datenblatt Desiro HC RRX - EN |url=https://assets.new.siemens.com/siemens/assets/api/uuid:c94ec23d-2e24-4bd7-842f-d9438851b8c1/siemens-mobility-desiro-hc-rrx-en.pdf |url-status=live |access-date=14 July 2023 |website=Siemens Mobility}}</ref> The contract also includes maintenance of the trains for 32 years raising the total volume to 1.7 billion Euro.<ref name=":6" />

Additionally to the mentioned requirements of the tender the trains feature free [[Wi-Fi]], [[air conditioning]], [[AC power plugs and sockets|power outlets]], reading lamps and folding tables at the seats and new windows that allow internet signals to pass through uninterrupted leading to a much better experience when using the internet during the train ride. This is the first time this technology has been used in a series-production train according to Siemens.<ref name=":4" /> As two trains are always used in a pair they have a total of 800 seats per train set, and the door areas and doors itself are large to accommodate the many passengers. The trains have a low noise-level inside and in addition to level boarding have wheelchair accessible areas that can also be used for [[Bicycle|bicycles]] and an accessible toilet. Each train is {{Convert|105|m|ft|abbr=on}} long, forming train sets {{Convert|210|m|ft|abbr=on}} long, with a powered single-deck car on each ends and two non-powered double-deck cars in the middle. The trains have triple-unit traction capabilities, but these are not planned to be used.<ref name=":0" /><ref name=":1" /><ref name=":7" />

Maintenance of the trains is done in a new fully digital maintenance facility in [[Eving|Dortmund-Eving]] that was opened in September of 2018, and both the trains and the service facilities are equipped with digital technology to enable preventative maintenance. According to the manufacturer the vehicles achieve an availability rate of over 99%. The maintenance facility also features exterior and interior cleaning facilities.<ref name=":5" /><ref name=":7" />

== References ==
{{reflist}}

Talk:Rhein Ruhr Express

2023-07-16T13:17:12Z

Jan Lukas 22: Adding WikiProject tags (assisted)

Rhein Ruhr Express

2023-07-13T23:38:39Z

Jan Lukas 22: Add /* Rolling stock */

Rhein Ruhr Express

2023-07-12T16:07:10Z

Jan Lukas 22: -- Draft creation using the WP:Article wizard -- WIP: history, information on the trains, infrastructure works and operator still left to do

Module:Adjacent stations/Rhein Ruhr Express

2023-07-12T14:23:06Z

Jan Lukas 22: Manually set short name line numbers

local colors = {
["1"] = "80c7c4",
["2"] = "c29ba7",
["3"] = "c8bdb3",
["4"] = "abc66b",
["5"] = "6e9ccc",
["6"] = "edb64b",
["7"] = "e19480",
}

local p = {
["system title"] = "[[Rhein-Ruhr-Express]]",
["system icon"] = "",
["station format"] = {},
["lines"] = {
["_default"] = {
["title"] = "[[RRX %1]]",
["text color"] = "FFFFFF",
},
["1"] = {
["short name"] = "RRX 1",
["color"] = colors["1"],
["border color"] = colors["1"],
["left terminus"] = "Aachen Hbf",
["right terminus"] = "Dortmund Hbf",
},
["2"] = {
["short name"] = "RRX 2",
["color"] = colors["2"],
["border color"] = colors["2"],
["left terminus"] = "Aachen Hbf",
["right terminus"] = "Kassel Wilhelmshöhe",
},
["3"] = {
["short name"] = "RRX 3",
["color"] = colors["3"],
["border color"] = colors["3"],
["left terminus"] = "Köln/Bonn Flughafen",
["right terminus"] = "Münster",
},
["4"] = {
["short name"] = "RRX 4",
["color"] = colors["4"],
["border color"] = colors["4"],
["left terminus"] = "Koblenz Hbf",
["right terminus"] = "Bielefeld Hbf",
},
["5"] = {
["short name"] = "RRX 5",
["color"] = colors["5"],
["border color"] = colors["5"],
["left terminus"] = "Düsseldorf Hbf",
["right terminus"] = "Wesel",
},
["6"] = {
["short name"] = "RRX 6",
["color"] = colors["6"],
["border color"] = colors["6"],
["left terminus"] = "Koblenz Hbf",
["right terminus"] = "Minden",
},
["7"] = {
["short name"] = "RRX 7",
["color"] = colors["7"],
["border color"] = colors["7"],
["left terminus"] = "Düsseldorf Hbf",
["right terminus"] = "Osnabrück Hbf",
},
},
}

return p

Module:Adjacent stations/Rhein Ruhr Express

2023-07-12T14:16:16Z

Jan Lukas 22: Remove link from short name

local colors = {
["1"] = "80c7c4",
["2"] = "c29ba7",
["3"] = "c8bdb3",
["4"] = "abc66b",
["5"] = "6e9ccc",
["6"] = "edb64b",
["7"] = "e19480",
}

local p = {
["system title"] = "[[Rhein-Ruhr-Express]]",
["system icon"] = "",
["station format"] = {},
["lines"] = {
["_default"] = {
["title"] = "[[RRX %1]]",
["short name"] = "RRX %1",
["text color"] = "FFFFFF",
},
["1"] = {
["color"] = colors["1"],
["border color"] = colors["1"],
["left terminus"] = "Aachen Hbf",
["right terminus"] = "Dortmund Hbf",
},
["2"] = {
["color"] = colors["2"],
["border color"] = colors["2"],
["left terminus"] = "Aachen Hbf",
["right terminus"] = "Kassel Wilhelmshöhe",
},
["3"] = {
["color"] = colors["3"],
["border color"] = colors["3"],
["left terminus"] = "Köln/Bonn Flughafen",
["right terminus"] = "Münster",
},
["4"] = {
["color"] = colors["4"],
["border color"] = colors["4"],
["left terminus"] = "Koblenz Hbf",
["right terminus"] = "Bielefeld Hbf",
},
["5"] = {
["color"] = colors["5"],
["border color"] = colors["5"],
["left terminus"] = "Düsseldorf Hbf",
["right terminus"] = "Wesel",
},
["6"] = {
["color"] = colors["6"],
["border color"] = colors["6"],
["left terminus"] = "Koblenz Hbf",
["right terminus"] = "Minden",
},
["7"] = {
["color"] = colors["7"],
["border color"] = colors["7"],
["left terminus"] = "Düsseldorf Hbf",
["right terminus"] = "Osnabrück Hbf",
},
},
}

return p

Module:Adjacent stations/Rhein Ruhr Express

2023-07-12T14:10:19Z

Jan Lukas 22: Set short name as the same as title

local colors = {
["1"] = "80c7c4",
["2"] = "c29ba7",
["3"] = "c8bdb3",
["4"] = "abc66b",
["5"] = "6e9ccc",
["6"] = "edb64b",
["7"] = "e19480",
}

local p = {
["system title"] = "[[Rhein-Ruhr-Express]]",
["system icon"] = "",
["station format"] = {},
["lines"] = {
["_default"] = {
["title"] = "[[RRX %1]]",
["short name"] = "[[RRX %1]]",
["text color"] = "FFFFFF",
},
["1"] = {
["color"] = colors["1"],
["border color"] = colors["1"],
["left terminus"] = "Aachen Hbf",
["right terminus"] = "Dortmund Hbf",
},
["2"] = {
["color"] = colors["2"],
["border color"] = colors["2"],
["left terminus"] = "Aachen Hbf",
["right terminus"] = "Kassel Wilhelmshöhe",
},
["3"] = {
["color"] = colors["3"],
["border color"] = colors["3"],
["left terminus"] = "Köln/Bonn Flughafen",
["right terminus"] = "Münster",
},
["4"] = {
["color"] = colors["4"],
["border color"] = colors["4"],
["left terminus"] = "Koblenz Hbf",
["right terminus"] = "Bielefeld Hbf",
},
["5"] = {
["color"] = colors["5"],
["border color"] = colors["5"],
["left terminus"] = "Düsseldorf Hbf",
["right terminus"] = "Wesel",
},
["6"] = {
["color"] = colors["6"],
["border color"] = colors["6"],
["left terminus"] = "Koblenz Hbf",
["right terminus"] = "Minden",
},
["7"] = {
["color"] = colors["7"],
["border color"] = colors["7"],
["left terminus"] = "Düsseldorf Hbf",
["right terminus"] = "Osnabrück Hbf",
},
},
}

return p

Module:Adjacent stations/Rhein Ruhr Express

2023-07-12T13:56:07Z

Jan Lukas 22: Manually assign colors of the lines

local colors = {
["1"] = "80c7c4",
["2"] = "c29ba7",
["3"] = "c8bdb3",
["4"] = "abc66b",
["5"] = "6e9ccc",
["6"] = "edb64b",
["7"] = "e19480",
}

local p = {
["system title"] = "[[Rhein-Ruhr-Express]]",
["system icon"] = "",
["station format"] = {},
["lines"] = {
["_default"] = {
["title"] = "[[RRX %1]]",
["text color"] = "FFFFFF",
},
["1"] = {
["color"] = colors["1"],
["border color"] = colors["1"],
["left terminus"] = "Aachen Hbf",
["right terminus"] = "Dortmund Hbf",
},
["2"] = {
["color"] = colors["2"],
["border color"] = colors["2"],
["left terminus"] = "Aachen Hbf",
["right terminus"] = "Kassel Wilhelmshöhe",
},
["3"] = {
["color"] = colors["3"],
["border color"] = colors["3"],
["left terminus"] = "Köln/Bonn Flughafen",
["right terminus"] = "Münster",
},
["4"] = {
["color"] = colors["4"],
["border color"] = colors["4"],
["left terminus"] = "Koblenz Hbf",
["right terminus"] = "Bielefeld Hbf",
},
["5"] = {
["color"] = colors["5"],
["border color"] = colors["5"],
["left terminus"] = "Düsseldorf Hbf",
["right terminus"] = "Wesel",
},
["6"] = {
["color"] = colors["6"],
["border color"] = colors["6"],
["left terminus"] = "Koblenz Hbf",
["right terminus"] = "Minden",
},
["7"] = {
["color"] = colors["7"],
["border color"] = colors["7"],
["left terminus"] = "Düsseldorf Hbf",
["right terminus"] = "Osnabrück Hbf",
},
},
}

return p

Module:Adjacent stations/Rhein Ruhr Express

2023-07-12T13:54:18Z

Jan Lukas 22: Try manual color setting

Module:Adjacent stations/Rhein Ruhr Express/sandbox

2023-07-12T13:50:44Z

Jan Lukas 22: Manually set color again

local colors = {
["1"] = "80c7c4",
["2"] = "c29ba7",
["3"] = "c8bdb3",
["4"] = "abc66b",
["5"] = "6e9ccc",
["6"] = "edb64b",
["7"] = "e19480",
}

local p = {
["system title"] = "[[Rhein-Ruhr-Express]]",
["system icon"] = "",
["station format"] = {},
["lines"] = {
["_default"] = {
["title"] = "[[RRX %1]]",
["text color"] = "FFFFFF",
},
["1"] = {
["color"] = "80c7c4",
["left terminus"] = "Aachen Hbf",
["right terminus"] = "Dortmund Hbf",
},
["2"] = {
["color"] = "c29ba7",
["left terminus"] = "Aachen Hbf",
["right terminus"] = "Kassel Wilhelmshöhe",
},
["3"] = {
["color"] = "c8bdb3",
["left terminus"] = "Köln/Bonn Flughafen",
["right terminus"] = "Münster",
},
["4"] = {
["color"] = "abc66b",
["left terminus"] = "Koblenz Hbf",
["right terminus"] = "Bielefeld Hbf",
},
["5"] = {
["color"] = "6e9ccc",
["left terminus"] = "Düsseldorf Hbf",
["right terminus"] = "Wesel",
},
["6"] = {
["color"] = "edb64b",
["left terminus"] = "Koblenz Hbf",
["right terminus"] = "Minden",
},
["7"] = {
["color"] = "e19480",
["left terminus"] = "Düsseldorf Hbf",
["right terminus"] = "Osnabrück Hbf",
},
},
}

return p

Module:Adjacent stations/Rhein Ruhr Express/sandbox

2023-07-12T13:49:25Z

Jan Lukas 22: Test manually setting line's color

Module:Adjacent stations/Rhein Ruhr Express/sandbox

2023-07-12T13:48:19Z

Jan Lukas 22: Try removing border color

Module:Adjacent stations/Rhein Ruhr Express/sandbox

2023-07-12T13:47:25Z

Jan Lukas 22: Create sandbox

Module:Adjacent stations/Rhein Ruhr Express

2023-07-12T13:42:15Z

Jan Lukas 22: Extract line colors to different array and add border color

Module:Adjacent stations/Rhein Ruhr Express

2023-07-12T13:34:26Z

Jan Lukas 22: Add a space between RRX and the line's number in its name

local p = {
["system title"] = "[[Rhein-Ruhr-Express]]",
["system icon"] = "",
["station format"] = {},
["lines"] = {
["_default"] = {
["title"] = "[[RRX %1]]",
["text color"] = "FFFFFF",
},
["1"] = {
["color"] = "80c7c4",
["left terminus"] = "Aachen Hbf",
["right terminus"] = "Dortmund Hbf",
},
["2"] = {
["color"] = "c29ba7",
["left terminus"] = "Aachen Hbf",
["right terminus"] = "Kassel Wilhelmshöhe",
},
["3"] = {
["color"] = "c8bdb3",
["left terminus"] = "Köln/Bonn Flughafen",
["right terminus"] = "Münster",
},
["4"] = {
["color"] = "abc66b",
["left terminus"] = "Koblenz Hbf",
["right terminus"] = "Bielefeld Hbf",
},
["5"] = {
["color"] = "6e9ccc",
["left terminus"] = "Düsseldorf Hbf",
["right terminus"] = "Wesel",
},
["6"] = {
["color"] = "edb64b",
["left terminus"] = "Koblenz Hbf",
["right terminus"] = "Minden",
},
["7"] = {
["color"] = "e19480",
["left terminus"] = "Düsseldorf Hbf",
["right terminus"] = "Osnabrück Hbf",
},
},
}

return p

Module:Adjacent stations/Rhein Ruhr Express

2023-07-12T13:32:34Z

Jan Lukas 22: Link the line numbers

local p = {
["system title"] = "[[Rhein-Ruhr-Express]]",
["system icon"] = "",
["station format"] = {},
["lines"] = {
["_default"] = {
["title"] = "[[RRX%1]]",
["text color"] = "FFFFFF",
},
["1"] = {
["color"] = "80c7c4",
["left terminus"] = "Aachen Hbf",
["right terminus"] = "Dortmund Hbf",
},
["2"] = {
["color"] = "c29ba7",
["left terminus"] = "Aachen Hbf",
["right terminus"] = "Kassel Wilhelmshöhe",
},
["3"] = {
["color"] = "c8bdb3",
["left terminus"] = "Köln/Bonn Flughafen",
["right terminus"] = "Münster",
},
["4"] = {
["color"] = "abc66b",
["left terminus"] = "Koblenz Hbf",
["right terminus"] = "Bielefeld Hbf",
},
["5"] = {
["color"] = "6e9ccc",
["left terminus"] = "Düsseldorf Hbf",
["right terminus"] = "Wesel",
},
["6"] = {
["color"] = "edb64b",
["left terminus"] = "Koblenz Hbf",
["right terminus"] = "Minden",
},
["7"] = {
["color"] = "e19480",
["left terminus"] = "Düsseldorf Hbf",
["right terminus"] = "Osnabrück Hbf",
},
},
}

return p

Module:Adjacent stations/Rhein Ruhr Express/doc

2023-07-12T13:31:19Z

Jan Lukas 22: Add documentation page for Adjacent stations RRX module

{{Adjacent stations doc}}

== Lines ==
{{Rail template doc}}
{{Rail template doc|RRX|1}}
{{Rail template doc|RRX|2}}
{{Rail template doc|RRX|3}}
{{Rail template doc|RRX|4}}
{{Rail template doc|RRX|5}}
{{Rail template doc|RRX|6}}
{{Rail template doc|RRX|7}}
{{Rail template doc||end}}

<includeonly>{{Sandbox other||


}}</includeonly>

Module:Adjacent stations/Rhein Ruhr Express

2023-07-12T13:28:06Z

Jan Lukas 22: Add Adjacent stations module for the Rhein-Ruhr-Express (RRX)

local p = {
["system title"] = "[[Rhein-Ruhr-Express]]",
["system icon"] = "",
["station format"] = {},
["lines"] = {
["_default"] = {
["title"] = "RRX%1",
["text color"] = "FFFFFF",
},
["1"] = {
["color"] = "80c7c4",
["left terminus"] = "Aachen Hbf",
["right terminus"] = "Dortmund Hbf",
},
["2"] = {
["color"] = "c29ba7",
["left terminus"] = "Aachen Hbf",
["right terminus"] = "Kassel Wilhelmshöhe",
},
["3"] = {
["color"] = "c8bdb3",
["left terminus"] = "Köln/Bonn Flughafen",
["right terminus"] = "Münster",
},
["4"] = {
["color"] = "abc66b",
["left terminus"] = "Koblenz Hbf",
["right terminus"] = "Bielefeld Hbf",
},
["5"] = {
["color"] = "6e9ccc",
["left terminus"] = "Düsseldorf Hbf",
["right terminus"] = "Wesel",
},
["6"] = {
["color"] = "edb64b",
["left terminus"] = "Koblenz Hbf",
["right terminus"] = "Minden",
},
["7"] = {
["color"] = "e19480",
["left terminus"] = "Düsseldorf Hbf",
["right terminus"] = "Osnabrück Hbf",
},
},
}

return p

High-speed rail in Europe

2023-07-09T10:57:36Z

Jan Lukas 22: /* Country-specific */ Add links to planned railway projects

{{short description|Overview of the various high-speed rail systems in Europe}}
{{Use dmy dates|date=May 2015}}
[[File:High Speed Railroad Map of Europe.svg|right|thumb|300px|Operational high-speed lines in Europe]]
[[File:Networks of Major High Speed Rail Operators in Europe.gif|right|thumb|300px|Networks of major high-speed rail operators in Europe, 2019]]
'''High-speed rail''' ('''HSR''') has developed '''in Europe''' as an increasingly popular and efficient means of transport. The first [[high-speed rail]] lines on the continent, built in the 1970s, 1980s, and 1990s, improved travel times on intra-national corridors. Since then, several countries have built extensive high-speed networks, and there are now several cross-border high-speed rail links. Railway operators frequently run international services, and tracks are continuously being built and upgraded to international standards on the emerging European high-speed rail network.

In 2007, a consortium of European Railway operators, [[Railteam]], emerged to co-ordinate and boost cross-border high-speed rail travel. Developing a [[Trans-European high-speed rail network]] is a stated goal of the [[European Union]], and most cross-border railway lines receive EU funding. Several countries — France, Spain, Italy, Germany, Austria, Sweden, Belgium, the Netherlands, Poland, Portugal, Russia and the United Kingdom — are connected to a cross-border high-speed railway network.{{Citation needed|date=December 2022}}

More are expected to be connected in the coming years as Europe invests heavily in tunnels, bridges and other infrastructure and development projects across the continent, many of which are under construction now. [[Alstom]] was the first manufacturer to design and deliver a high speed train or HS-Train, which ended up in service with [[TGV]] in [[France]].

Currently, there are a number of manufacturers designing and building HSR in Europe, with criss-crossed alliances and partnerships, including Alstom, [[Bombardier Transportation|Bombardier]] (since 2021 owned by Alstom), [[Hitachi Rail|Hitachi]], [[Siemens Mobility|Siemens]], and [[Talgo]].<ref>{{cite web|url=http://www.railway-technology.com/features/feature-the-10-fastest-high-speed-trains-in-europe/|title=The 10 fastest high-speed trains in Europe|website=Railway Technology|date=27 November 2013 |access-date=2017-08-19|archive-date=18 August 2017|archive-url=https://web.archive.org/web/20170818031833/http://www.railway-technology.com/features/feature-the-10-fastest-high-speed-trains-in-europe|url-status=live}}</ref>

==Early national high-speed rail networks==
The first high-speed rail lines and services were built in the 1980s and 1990s as national projects. Countries sought to increase passenger capacity and decrease journey times on inter-city routes within their borders. In the beginning, lines were built through national funding programs and services were operated by national operators.
{{image frame
|content={{Graph:Chart
|type=line
|width=320
|height=180
|x=1985,1986,1987,1988,1989,1990,1991,1992,1993,1994,1995,1996,1997,1998,1999,2000,2001,2002,2003,2004,2005,2006,2007,2008,2009,2010,2011,2012,2013,2014,2015,2016,2017,2018,2019,2020,2021,2022
|y1=0,0,0,0,0,0,0,471,471,471,471,471,471,471,471,471,471,471,919,919,919,1112,1348,1448,1448,1866,2117,2117,2413,2413,2413,2413,2852,2938,3402,3487,3622,3762
|y2=425,425,425,425,717,717,717,839,839,1290,1290,1290,1290,1290,1290,1290,1549,1549,1549,1549,1549,1549,1884,1884,1884,1912,2058,2058,2058,2058,2058,2180,2616,2696,2734,2734,2734,2814
|y3=0,0,0,90,90,90,447,447,447,447,447,447,447,636,636,636,636,820,886,1183,1183,1272,1272,1272,1272,1272,1334,1352,1352,1352,1476,1476,1658,1658,1658,1658,1658,1658
|y4=599,619,619,709,1001,1001,1358,1995,1995,2446,2446,2446,2518,2707,2707,2707,2966,3215,3803,4100,4100,4468,5078,5389,5872,6318,6777,6795,7141,7141,7488,7650,9067,9233,9717,9802,9937,10157
|legend=
|y1Title=Spain
|y2Title=France
|y3Title=Germany
|y4Title=European Union 28 members
|xGrid=1
|yGrid=1
}}
|width=550
|caption=Evolution of length of sections of lines designed for trains that can go faster than {{cvt|250|km/h|0}}, via the European Union, Union Internationale des Chemins de Fer<ref>{{Cite web|title=Total length of the high-speed railway lines in use in selected European countries in 2020|url=https://www.statista.com/statistics/451818/length-of-high-speed-railway-lines-in-use-in-europe-by-country/|work=www.statista.com}}</ref>
|border=no
}}
{{image frame
|content={{Graph:Chart
|type=pie
|width=130
|height=130
|x=Spain, France, Germany, Italy, Austria, Poland, Belgium, United-Kingdom, Netherlands
|y1=3762,2814,1658,974,263,224,209,113,90
|y2=11,11,11,11,10,9,8,7,6,5
|showValues=
|legend=
}}
|width=400
|caption=Length of sections of lines designed for trains that can go faster than {{cvt|250|km/h|0}} by country, via the European Union, Union Internationale des Chemins de Fer{{citation needed|date=June 2022}}
|border=no
}}

===France===
[[File:Carte TGV.svg|thumb|High-speed rail in France and bordering countries]]
[[File:France TGV high speed trains.webm|thumb|Video footage of [[Train à Grande Vitesse|TGV]], [[Thalys]] and [[Eurostar]] rushing past in France (2018)]]
{{Main|High-speed rail in France}}
France was the first country to introduce high-speed rail in Europe when the [[LGV Sud-Est]] from Paris to [[Lyon]] opened in 1981 and [[TGV]] started passenger service. Since then, France has continued to build an extensive network, with lines extending in every direction from Paris. France has the second largest high-speed network in Europe, with {{Cvt|2800|km|4=0}} of operative HSR lines in June 2021,<ref>{{cite news| url=https://www.euronews.com/2021/06/01/the-need-for-speed-the-new-tgv-m-is-being-launched-in-an-era-of-global-high-speed-rail-rivl|title=The need for speed: The new TGV M is launching in an era of global high-speed rail rivalry|first= Vincent|last= Coste| website=www.euronews.com| date=1 June 2021}}</ref> only behind Spain's {{Cvt|3762|km}}.<ref name="ADIF">{{cite web|url=https://www.adifaltavelocidad.es/red-ferroviaria/red-de-alta-velocidad|title=''Red de Alta Velocidad''|publisher=ADIF|date=25 October 2022}}</ref>

The TGV network gradually spread out to other cities, and into other countries such as Switzerland, Belgium, the Netherlands, Germany, and the UK. Due to the early adoption of high-speed rail and the important location of France (between the Iberian Peninsula, the British Isles and Central Europe), most other dedicated high-speed rail lines in Europe have been built to the same speed, voltage and signaling standards. The most obvious exception is the high-speed lines in Germany, which are built to existing German railway standards. Also, many high-speed services, including TGV and ICE utilize existing rail lines in addition to those designed for high-speed rail. For that reason, and due to differing national standards, trains that cross national boundaries need to have special characteristics, such as the ability to handle different power supplies and [[railway signal|signalling]] systems. This means that not all TGVs are the same, and there are [[loading gauge]] and signalling considerations.

{| class="wikitable sortable"
|-
! Line !! Operating speed (max) !! Length !! Construction began !! Construction completed or expected start of revenue services
|-
|[[LGV Sud-Est]]
|{{convert|270|km/h|abbr=on}}then {{convert|300|km/h|4=0|abbr=on}}
|{{Cvt|409|km|4=0}}
|1976
|1983
|-
|[[LGV Atlantique]]
| rowspan="3" |{{convert|300|km/h|4=0|abbr=on}}
|{{Cvt|279|km|4=0}}
|1985
|1990
|-
|[[LGV Rhône-Alpes|LGV Rhone-Alpes]]
|{{Cvt|115|km|4=0}}
|1989
|1994
|-
|[[LGV Nord]]
|{{Cvt|333|km|4=0}}
|1989
|1996
|-
|[[LGV Interconnexion Est]]
|{{convert|270|km/h|abbr=on}}
|{{Cvt|57|km|4=0}}
|1990
|1996
|-
|[[LGV Méditerranée|LGV Méditerrannée]]
| rowspan="2" |{{convert|320|km/h|4=0|abbr=on}}
|{{Cvt|250|km|4=0}}
|1996
|2001
|-
|[[LGV Est|LGV Est Européen]]
|{{Cvt|406|km|4=0}}
|2002
|2016
|-
|[[Perpignan–Barcelona high-speed rail line|LGV Perpignan-Barcelona]]
|{{convert|300|km/h|4=0|abbr=on}}
|{{Cvt|45|km|4=0}}
|2004
|2012
|-
|[[LGV Rhin-Rhône|LGV Rhin-Rhone]]
| rowspan="3" |{{convert|320|km/h|4=0|abbr=on}}
|{{Cvt|138|km|4=0}}
|2006
|2011
|-
|[[LGV Sud Europe Atlantique]]
|{{Cvt|302|km|4=0}}
|2012
|2017
|-
|[[LGV Bretagne-Pays de la Loire]]
|{{Cvt|182|km|4=0}}
|2012
|2017
|-
|[[Contournement Nîmes – Montpellier|LGV Nîmes-Montpellier]]
|{{convert|220|km/h|4=0|abbr=on}}
|{{Cvt|80|km|4=0}}
|2013
|2018
|-
|[[LGV Bordeaux–Toulouse|LGV Bordeaux-Toulouse]]
| rowspan="2" |{{convert|320|km/h|4=0|abbr=on}}
|{{Cvt|222|km|4=0}}
|2024
|2030
|-
|LGV Bordeaux-Espagne
|{{Cvt|251|km|4=0}}
|data-sort-value=2030-07-01 | Unknown
|~ 2032
|-
|[[LGV Montpellier–Perpignan|LGV Montpellier-Perpignan]]
|Unknown
|{{Cvt|150|km|4=0}}
|2030
|2035
|-
|[[Turin-Lyon high-speed railway|Lyon-Turin]]|| {{convert|300|km/h|4=0|abbr=on}}|| {{Cvt|272|km|4=0}}|| 2007 || 2032
|}

===United Kingdom===
{{Main|High-speed rail in the United Kingdom}}

====Early developments====
[[File:43104 in Hull station.jpg|thumb|An [[InterCity 125]] train at [[Hull Paragon Interchange|Hull Paragon]] in 1982. The InterCity 125 is the world's fastest diesel train.]]
Britain has a history of high-speed rail, starting with early high-speed steam systems: examples of engines are [[GWR 3700 Class 3440 City of Truro]] and the steam-record holder [[LNER Class A4 4468 Mallard]]. Later, high-speed diesel and electric services were introduced, using upgraded main lines, mainly the [[Great Western Main Line]] (GWML) and [[East Coast Main Line]].
The [[InterCity 125]], otherwise known as the ''High-Speed Train'' (HST), was launched in 1976 with a service speed of {{convert|125|mph|abbr=on}} and provided the first high-speed rail services in Britain.<ref>{{cite journal|first=David |last=Shilton |title=Modelling the Demand for High Speed Train Services |journal=The Journal of the Operational Research Society |date=August 1982 |volume=33 |issue=8 |pages=713–722 | publisher=Operational Research Society |doi=10.1057/jors.1982.160 |jstor= 2634319|s2cid=56810453 }}</ref> The HST was [[Diesel locomotive|diesel-powered]], and the GWML was the first to be modified for the new service.<ref name='EarlyHighspeedBR'>{{Cite journal|title=High speed track on the Western Region of British Railways |journal=Proceedings of the Institution of Civil Engineers |volume=64 |issue=2 |pages=207–225 |author=Collins, R.J. |url=http://www.atypon-link.com/ITELF/doi/pdf/10.1680/iicep.1978.2755 |archive-url=https://archive.today/20130102000722/http://www.atypon-link.com/ITELF/doi/pdf/10.1680/iicep.1978.2755 |url-status=dead |archive-date=2 January 2013 |publisher=Institute of Civil Engineers |access-date=18 May 2009 |doi=10.1680/iicep.1978.2755 |year=1978 }}</ref> Because the GWML had been built mostly straight, often with four tracks and with a distance of {{Cvt|1|mi}} between [[distant signal]] and main signal, it allowed trains to run at {{convert|125|mph|abbr=on}} with relatively moderate infrastructure investments, compared to other countries in Europe. The Intercity 125 had proven the economic case for high-speed rail,<ref>{{cite news |url=http://www.railwaysarchive.co.uk/documents/DoT_WP001.pdf |title=New opportunities for the railways: The privatisation of British Rail |publisher=HMSO |location=London |page=8 |date=July 1992 |access-date=18 May 2009 |archive-date=23 October 2007 |archive-url=https://web.archive.org/web/20071023114338/http://www.railwaysarchive.co.uk/documents/DoT_WP001.pdf |url-status=live }}</ref> and British Rail was keen to explore further advances.
[[File:395_St_Pancras_International_to_St_Pancras_International_1L36_at_Hothfield.jpg|thumb|[[British Rail Class 395]] high-speed train in [[Kent]]]]
In the 1970s, [[British Rail]] began to explore new technologies for high-speed passenger rail services in the UK. While the Japanese and French railway authorities had decided to build completely new tracks for their respective [[Shinkansen]] and [[TGV]] high-speed rail systems, British Rail opted instead to develop a train capable of running on existing rail infrastructure: the [[Advanced Passenger Train]] (APT), with a top speed of {{convert|155|mph|abbr=on}}. An experimental version, the [[British Rail APT-E|APT-E]], was tested between 1972 and 1976. It was equipped with a [[Tilting train|tilting mechanism]] which allowed the train to tilt into bends to reduce cornering forces on passengers, and was powered by [[Gas turbine-electric locomotive|gas turbines]] (the first to be used on British Rail since the Great Western Railway). The line had used Swiss-built [[Brown, Boveri & Cie|Brown-Boveri]] and British-built [[Metropolitan-Vickers]] locomotives ([[British Rail 18000|18000]] and [[British Rail 18100|18100]]) in the early 1950s. The 1970s oil crisis prompted a rethink in the choice of motive power (as with the prototype TGV in France), and British Rail later opted for traditional electric [[overhead lines]] when the pre-production and production APTs were brought into service in 1980–86.<ref name="duffy">{{cite book|last=Duffy |first=Michael C. |title= Electric railways 1880–1990 |url=https://archive.org/details/electricrailways0000duff |url-access=registration |year=2003 |publisher= [[Institution of Electrical Engineers]] |isbn=978-0-85296-805-5 |page=[https://archive.org/details/electricrailways0000duff/page/402 402]}}</ref>

Initial experience with the Advanced Passenger Trains was pretty good. They had a high power-to-weight ratio to enable rapid acceleration; the prototype set record speeds on the Great Western Main Line and the [[Midland Main Line]], and the production versions vastly reduced journey times on the WCML. The APT was, however, beset with technical problems; financial constraints and negative media coverage eventually caused the project to be cancelled.<ref name="apt-newscientist">{{cite journal |author=Hamer, Mick |journal=[[New Scientist]] |location=London |title=The Abandoned Passenger Train? |url=https://books.google.com/books?id=ypTlBkI6WOEC&q=APT-E+rail&pg=PA406 |date=13 May 1982 |volume=94 |issue=1305 |page=406 |access-date=17 October 2020 |archive-date=4 April 2021 |archive-url=https://web.archive.org/web/20210404161638/https://books.google.com/books?id=ypTlBkI6WOEC&q=APT-E+rail&pg=PA406 |url-status=live }}</ref>

[[File:UK high speed rail map.png|thumb|right|Outline map of the planned HS2 rail line in the UK]]

====Current network and projects====

Trains currently travel at {{convert|125|mi/h|km/h|abbr=on}} on five lines (across at least one section): the [[East Coast Main Line]], [[Great Western Main Line]], [[Midland Main Line]], parts of the [[Cross Country Route]], and the [[West Coast Main Line]].

New dedicated high-speed lines have an operating speed of more than {{convert|250|km/h|4=0|abbr=on}}:
* [[High Speed 1]] (HS1) connects [[London]] to the [[Channel Tunnel]], with international [[Eurostar]] services running from [[St Pancras railway station|London St Pancras International]] to cities in [[France]], [[Belgium]], and the Netherlands at {{convert|186|mph|4=0|abbr=on}}.<ref>{{cite web|title=About Us – High Speed 1|url=https://highspeed1.co.uk/rail|url-status=live|archive-url=https://web.archive.org/web/20170611114622/http://highspeed1.co.uk/rail|archive-date=11 June 2017|access-date=8 April 2019}}</ref> That line is also used by high-speed commuter services from [[Kent]] to the capital, operating at top speeds of {{convert|140|mph|4=0|abbr=on}}. It opened on 14 November 2007, on time and under budget.
* A second line, [[High Speed 2]] (HS2), has been under construction since 2019<ref>{{cite web|date=19 January 2019|title=All stations to regeneration? Work on HS2 begins in earnest|website=[[TheGuardian.com]]|url=https://www.theguardian.com/business/2019/jan/19/hs2-all-stations-regeneration-work-begins-earnest-london-euston|url-status=live|archive-url=https://web.archive.org/web/20190408134627/https://www.theguardian.com/business/2019/jan/19/hs2-all-stations-regeneration-work-begins-earnest-london-euston|archive-date=8 April 2019|access-date=8 April 2019}}</ref> between London and [[Birmingham]] with later extensions to [[Manchester]] and East Midlands Parkway, [[Leicestershire]]. It will link [[London]] with major cities in the North and [[the Midlands]] at {{convert|360|kph|mph|sigfig=3|abbr=on|order=flip}} and reduce journey times to [[Scotland]]. [[High Speed 2|HS2]] is a more sustainable high-speed line critical for the UK's low carbon transport future, building several new railway stations and bridges.<ref>{{cite web |url=https://www.hs2.org.uk/what-is-hs2/ |title=What is HS2 |access-date=19 October 2021 |archive-date=19 February 2020 |archive-url=https://web.archive.org/web/20200219205351/https://www.hs2.org.uk/what-is-hs2/ |url-status=live }}</ref> Government-backed plans to provide east–west high-speed services between cities in the North of England are also in stages of development, as part of the [[Northern Powerhouse Rail]] project.<ref>{{cite web|title=Northern Powerhouse Rail|url=https://transportforthenorth.com/northern-powerhouse-rail/|url-status=live|archive-url=https://web.archive.org/web/20190404145652/https://transportforthenorth.com/northern-powerhouse-rail/|archive-date=4 April 2019|access-date=8 April 2019}}</ref>
Like Finnish and Russian counterparts, the strongest reasons for new high-speed lines are to relieve congestion on the existing network and create extra capacity.

{| class="wikitable sortable"
|+
!Line !! Operating speed (max) !! Length !! Construction began !! Construction completed or expected start of revenue services
|-
|[[High Speed 1]] || {{convert|300|km/h|4=0|abbr=on}}|| {{Cvt|108|km|4=0}}|| 1998 || 2007
|-
|[[High Speed 2]] || {{convert|330 - 360|km/h||0|abbr=on}}|| {{Cvt|530|km|4=0}}|| 2019 || 2028–2033
|}

[[File:E320_Eurostar_nearest_the_camera,_older_Alsthom_stock_behind_at_St_Pancras.jpg|thumb|[[Eurostar]] high speed trains at [[St Pancras railway station|St Pancras Station]]]]
In order to carry passengers to destinations beyond the core routes to Paris and Brussels, new [[British Rail Class 374|Class 374]] trains, also referred to as the Eurostar e320, were introduced in November 2015. A Class 374 train has 900 seats, roughly equivalent to six Airbus A320s or Boeing 737s (the aircraft typically used by [[low-cost airlines]]).

===Germany===
[[File:ICE Network.png|thumb|right|ICE network]]
{{Main|High-speed rail in Germany}}
Construction on first German high-speed lines began shortly after that of the French LGVs. Legal battles caused significant delays, so that the [[InterCityExpress]] (ICE) trains were deployed ten years after the TGV network was established. The ICE network is more tightly integrated with pre-existing lines and trains as a result of the different settlement structure in Germany, with a population more numerous by a third than that of France, on a territory smaller by a third, resulting in more than twice the population density of France. ICE trains reached destinations in Austria and Switzerland soon after they entered service, taking advantage of the same voltage used in these countries. Starting in 2000, multisystem third-generation ICE trains entered the Netherlands and Belgium. The third generation of the ICE reached a speed of {{convert|363|km/h|mph|abbr=on}} during trial runs in accordance with European rules requiring maximum speed +10% in trial runs, and is certified for {{convert|330|km/h|mph|0|abbr=on}} in regular service.

In the south-west, a new line between [[Offenburg]] and [[Basel]] is planned to allow speeds of {{convert|250|km/h|mph|0|abbr=on}}, and a new line between Frankfurt and Mannheim for speeds of {{convert|300|km/h|mph|0|abbr=on}} is in advanced planning stages. In the east, a {{convert|230|km|mi|0|abbr=on}} long line between [[Nuremberg]] and [[Leipzig]] opened in December 2017 for speeds of up to {{convert|300|km/h|mph|0|abbr=on}}. Together with the fast lines from Berlin to Leipzig and from Nuremberg to Munich, which were completed in 2006, it allows journey times of about four hours from Berlin in the north to [[Munich]] in the south, compared to nearly eight hours for the same distance a few years ago.

{| class="wikitable sortable"
|-
! Line !! Operating speed (max) !! Length !! Construction began !! Construction completed or
expected start of revenue services
|-
| [[Hanover–Würzburg high-speed railway]] || rowspan="2" | {{convert|280|km/h|4=0|abbr=on}}|| {{Cvt|327|km|4=0}}|| 1973 || 1991
|-
| [[Mannheim–Stuttgart high-speed railway]] || {{Cvt|99|km|4=0}}|| 1976 || 1991
|-
| [[Hanover–Berlin high-speed railway]] || {{convert|250|km/h|4=0|abbr=on}}|| {{Cvt|258|km|4=0}}|| 1992 || 1998
|-
| [[Cologne–Frankfurt high-speed rail line]] || {{convert|300|km/h|4=0|abbr=on}}|| {{Cvt|180|km|4=0}}|| 1995 || 2002
|-
| [[Cologne–Aachen high-speed railway]] || {{convert|250|km/h|4=0|abbr=on}}|| {{Cvt|70|km|4=0}}|| 1997 || 2002
|-
| [[Nuremberg–Munich high-speed railway]] || rowspan="3" | {{convert|300|km/h|4=0|abbr=on}}|| {{Cvt|171|km|4=0}}|| 1998 || 2006–2013
|-
| [[Erfurt–Leipzig/Halle high-speed railway]] || {{Cvt|121|km|4=0}}|| 1987 || 2015
|-
| [[Nuremberg–Erfurt high-speed railway]] || {{Cvt|191|km|4=0}}|| 1996 || 2017
|-
| [[Karlsruhe–Basel high-speed railway]] || {{convert|200 - 250|km/h||0|abbr=on}}|| {{Cvt|182|km|4=0}}|| 1987 || 1993–2031
|-
| [[Stuttgart–Wendlingen high-speed railway]] || rowspan="2" | {{convert|250|km/h|4=0|abbr=on}}|| {{Cvt|25|km|4=0}}|| 2012 || 2025 (expected)
|-
| [[Wendlingen–Ulm high-speed railway]] || {{Cvt|60|km|4=0}}|| 2012 || 2022
|}

===Italy===
[[File:Italy TAV.png|right|thumb|Italy's high-speed rail network]]
{{Main|High-speed rail in Italy}}
The earliest high-speed rail line built in Europe was the Italian "Direttissima", the [[Florence–Rome high-speed railway]] {{Cvt|254|km|4=0}} in 1978, which used [[FS Class E444]] 3 kV DC locomotives. Italy pioneered the use of the ''[[Pendolino]]'' tilting train technology. The Italian government constructor [[Treno Alta Velocità]] has been adding to the high-speed network in Italy, with some lines already opened. The Italian operator [[Nuovo Trasporto Viaggiatori|NTV]] is the first open access high-speed rail operator in Europe, since 2011, using [[Automotrice à grande vitesse|AGV ETR 575]] multiple units.

In March 2011, a contract for the second phase of construction on the [[Milan]]–[[Verona]] high-speed line was signed. This section will be {{Cvt|39|km|4=0}} long. Construction originally to be completed by 2015, it is open to Brescia since late 2016.<ref>{{cite web |url=http://www.railwaygazette.com/nc/news/single-view/view/brescia-high-speed-line-contract-signed.html |title=Brescia high speed line contract signed |publisher=[[Railway Gazette International]] |access-date=2015-03-28 |archive-date=30 November 2011 |archive-url=https://web.archive.org/web/20111130035816/http://www.railwaygazette.com/nc/news/single-view/view/brescia-high-speed-line-contract-signed.html |url-status=live }}</ref>

{| class="wikitable sortable"
|-
! Line !! Operating speed (max) !! Length !! Construction began !! Construction completed or
expected start of revenue services
|-
| [[Florence–Rome high-speed railway|Florence–Rome]] || {{convert|250|km/h|4=0|abbr=on}}|| {{Cvt|254|km|4=0}}|| 1970 || 1992
|-
| [[Rome–Naples high-speed railway|Rome–Naples]] || {{convert|300|km/h|4=0|abbr=on}}|| {{Cvt|205|km|4=0}}|| 1995 || 2005
|-
| [[Padua]]–[[Venezia Mestre railway station|Venice (Mestre)]] || {{convert|220|km/h|4=0|abbr=on}}|| {{Cvt|25|km|4=}}|| || 2007
|-
| [[Naples–Salerno high-speed railway|Naples-Salerno]] || {{convert|250|km/h|4=0|abbr=on}}|| {{Cvt|29|km|4=}}|| || 2008
|-
| [[Milan–Bologna high-speed railway|Milan–Bologna]] || rowspan="6" | {{convert|300|km/h|mph|0|abbr=on}}|| 215 km || 2002 || 2008
|-
| [[Bologna–Florence high-speed railway|Bologna–Florence]] || 79 km || 1992 || 2009
|-
| [[Turin–Milan high-speed railway|Turin–Milan]] || 125 km || || 2009
|-
| [[Milan–Verona high-speed railway|Milan–Brescia]] ||67 km || 2012 || 2016
|-
| [[Brescia]]-[[Verona]] || 48 km || 2016 || 2023<ref>{{cite web |url=https://www.fsitaliane.it/content/fsitaliane/en/media/news/2020/10/5/works-on-the-hs-hc-brescia-east-verona-line.html/ |title=Works on the HS/HC Brescia East-Verona Line |date=5 October 2020 |website=www.fsitaliane.it |access-date=23 May 2021 |archive-date=23 May 2021 |archive-url=https://web.archive.org/web/20210523005410/https://www.fsitaliane.it/content/fsitaliane/en/media/news/2020/10/5/works-on-the-hs-hc-brescia-east-verona-line.html |url-status=dead }}</ref>
|-
| [[Verona]]-[[Vicenza]] || 44 km || 2021 || 2027<ref>{{cite web |url=https://railway-news.com/work-to-start-on-latest-section-of-verona-padua-high-speed-rail-line/ |title=Work to Start on Latest Section of Verona-Padua High-Speed Rail Line |first=Keri |last=Allan |date=21 May 2021 |website=Railway News |access-date=23 May 2021 |archive-date=21 May 2021 |archive-url=https://web.archive.org/web/20210521233858/https://railway-news.com/work-to-start-on-latest-section-of-verona-padua-high-speed-rail-line/ |url-status=live }}</ref><ref>{{Cite web |url=https://www.fsitaliane.it/content/fsitaliane/en/media/news/2020/10/5/works-on-the-hs-hc-brescia-east-verona-line.html/ |title=Works on the HS/HC Brescia East-Verona Line |access-date=23 May 2021 |archive-date=23 May 2021 |archive-url=https://web.archive.org/web/20210523005410/https://www.fsitaliane.it/content/fsitaliane/en/media/news/2020/10/5/works-on-the-hs-hc-brescia-east-verona-line.html |url-status=dead }}</ref>
|-
| [[Brenner Base Tunnel]] || rowspan="4" | {{convert|250|km/h|4=0|abbr=on}}|| 56 km || 2006 || 2032<ref>{{Cite news|url = https://www.faz.net/aktuell/wirtschaft/brennerbasistunnel-wird-spaeter-fertig-17353627.html/|title = Neuer Termin 2032: Der längste Eisenbahntunnel der Welt wird später fertig|newspaper = Faz.net|access-date = 23 May 2021|archive-date = 22 May 2021|archive-url = https://web.archive.org/web/20210522000607/https://www.faz.net/aktuell/wirtschaft/brennerbasistunnel-wird-spaeter-fertig-17353627.html|url-status = live}}</ref>
|-
| [[Turin-Lyon high-speed railway|Turin-Lyon]] || 72 km || 2011 || 2030<ref>{{cite web |url=https://www.tunneltalk.com/Lyon-Turin-19Mar2020-major-contracts-for-Lyon-Turin-base-tunnel.php/ |title=Lyon-Turin begins base line tender process |access-date=23 May 2021 |archive-date=23 May 2021 |archive-url=https://web.archive.org/web/20210523010921/https://www.tunneltalk.com/Lyon-Turin-19Mar2020-major-contracts-for-Lyon-Turin-base-tunnel.php |url-status=live }}</ref>
|-
| [[Verona]]-[[Brenner, South Tyrol|Brenner]]<ref name="tunnelbuilder1">{{cite web|url=http://www.tunnelbuilder.it/headline_1908_3.htm|title=Avviato lo scavo del cunicolo esplorativo di Aica-Mules della galleria di base del Brennero |access-date=17 September 2012 |url-status=dead |archive-url=https://web.archive.org/web/20101014042911/http://www.tunnelbuilder.it/headline_1908_3.htm |archive-date=14 October 2010 }}</ref> || 180 km || 2021 || 2032
|-
| [[Tortona–Genoa high-speed railway|Milano-Genoa]]<ref name="autogenerated2">{{cite web |url=http://www.rfi.it/cms/v/index.jsp?vgnextoid=fa5db4050e64c110VgnVCM1000003f16f90aRCRD |title=Terzo Valico – Milano-Venezia e Terzo Valico – RFI |publisher=Rfi.it |access-date=2015-03-28 |url-status=dead |archive-url=https://web.archive.org/web/20150402151554/http://www.rfi.it/cms/v/index.jsp?vgnextoid=fa5db4050e64c110VgnVCM1000003f16f90aRCRD |archive-date=2 April 2015 |df=dmy-all }}</ref> || 53 km || 2011 || 2023<ref>{{cite web |url=https://www.themeditelegraph.com/en/shipping/shipowners/2019/10/14/news/high-speed-train-and-third-crossing-parallel-destinies-underground-1.38067633 |title=High-speed train and Third Crossing, parallel destinies underground |website=GEDI NEWS NETWORK S.p.A. |access-date=2020-09-30 |date=2019-10-14 |archive-date=15 August 2020 |archive-url=https://web.archive.org/web/20200815143855/https://www.themeditelegraph.com/en/shipping/shipowners/2019/10/14/news/high-speed-train-and-third-crossing-parallel-destinies-underground-1.38067633 |url-status=live }}</ref>
|-
| [[Naples]]-[[Bari]] || {{convert|200|km/h|4=0|abbr=on}}|| 147 km || 2016 || 2027<ref>{{cite web |url=https://www.railjournal.com/financial/european-investment-bank-provides-e2bn-loan-for-naples-bari-high-speed-line/ |title=European Investment Bank provides €2bn loan for Naples – Bari high-speed line |website=[[International Railway Journal]] |access-date=2021-05-23 |date=2020-09-24 |archive-date=23 May 2021 |archive-url=https://web.archive.org/web/20210523085204/https://www.railjournal.com/financial/european-investment-bank-provides-e2bn-loan-for-naples-bari-high-speed-line/ |url-status=live }}</ref>
|-
| [[Florence rail bypass]]|| ??? km/h || {{Cvt|8|km|4=}}|| ??? || 2027<ref>{{cite journal |journal=Railway Pro Magazine |url=https://online.fliphtml5.com/ylfj/bnuy/#p=33 |date=June 2022 |access-date=16 June 2022 |page=31}}</ref>
|}

The Italian high-speed railway network consists of {{Cvt|1342|km|4=0}} of lines, which allow speeds of up to {{Cvt|300|km/h|4=0}}. The safety system adopted for the network is the [[ERMTS]]/[[ETCS]] II, the state-of-the-art in railway signalling and safety.<ref>{{cite web |url=http://www.rfi.it/cms/v/index.jsp?vgnextoid=349e8c3e13e0a110VgnVCM10000080a3e90aRCRD#2 |title=La rete oggi – La rete oggi – RFI |publisher=Rfi.it |access-date=2015-03-28 |url-status=dead |archive-url=https://web.archive.org/web/20150317174611/http://www.rfi.it/cms/v/index.jsp?vgnextoid=349e8c3e13e0a110VgnVCM10000080a3e90aRCRD#2 |archive-date=17 March 2015 |df=dmy-all }}</ref> The power supply follows the European standard of 25 kV AC 50 Hz mono-phase current. The Direttissima segment is still supplied with 3 kV DC current, but it is planned that this will be conformed to the rest of the network.<ref>{{cite web |url=http://www.italferr.it/cms/v/index.jsp?vgnextoid=f37cdde3564ca110VgnVCM1000003f16f90aRCRD |title=Roma – Firenze – Alta Velocità – Alta Capacità – Italferr |publisher=Italferr.it |access-date=2015-03-28 |url-status=dead |archive-url=https://web.archive.org/web/20160122075940/http://www.italferr.it/cms/v/index.jsp?vgnextoid=f37cdde3564ca110VgnVCM1000003f16f90aRCRD |archive-date=22 January 2016 |df=dmy-all }}</ref>
[[File:Etr1000pistoialaunch.jpg|thumb|right|[[Frecciarossa 1000]] is one of the fastest trains in Europe.<ref>{{cite web |url=http://www.railway-technology.com/projects/frecciarossa-1000-very-high-speed-train/ |title=Frecciarossa 1000 Very High-Speed Train |publisher=Railway Technology |access-date=2016-05-05 |archive-date=9 August 2015 |archive-url=https://web.archive.org/web/20150809032916/http://www.railway-technology.com/projects/frecciarossa-1000-very-high-speed-train |url-status=live }}</ref><ref>{{cite news|url=https://www.cbc.ca/news/world/french-train-breaks-speed-record-1.650346|title=French Train Breaks Speed Record|website=[[CBC News]]|access-date=5 June 2019|archive-date=5 August 2020|archive-url=https://web.archive.org/web/20200805201116/https://www.cbc.ca/news/world/french-train-breaks-speed-record-1.650346|url-status=live}}</ref>]]
With the entering into service of the [[Frecciarossa 1000|ETR1000]] train-sets, which have a designed top speed of {{Cvt|400|km/h|4=0}}<ref>[https://www.hitachirail.com/products-and-solutions/rolling-stock/high-speed/ ETR1000 – Frecciarossa] on the [[Hitachi Rail Italy|Hitachi Rail]] website.</ref> and a designed commercial speed of {{Cvt|360|km/h|4=0}},<ref name="FS Frecciarossa 1000">[https://www.fsitaliane.it/content/fsitaliane/en/innovation/transport-technology/frecciarossa-1000.html Frecciarossa 1000, Trenitalia High Speed trains speeding toward the future] on the [[Ferrovie dello Stato Italiane]] website.</ref> the rail network speeds where thought to be upgraded<ref>{{cite web |url=http://www.fsnews.it/cms/v/index.jsp?vgnextoid=b613074512ad9310VgnVCM1000008916f90aRCRD |title=Frecciarossa 1000: tempi di viaggio di un'ora e 59 minuti tra Milano Rogoredo e Roma Tiburtina – Notizie – FSNews |publisher=Fsnews.it |access-date=2015-03-28 |archive-date=27 May 2013 |archive-url=https://web.archive.org/web/20130527133701/http://www.fsnews.it/cms/v/index.jsp?vgnextoid=b613074512ad9310VgnVCM1000008916f90aRCRD |url-status=live }}</ref> to safely allow trains to run at such speeds. After it entered in service in 2015, the [[Frecciarossa 1000]] underwent several speed tests along the Turin-Milan route, reaching the Italian rail speed record of {{cvt|393.8|km/h}} on 26 February 2016.<ref>{{Cite web|url=http://www.ferrovie.it/portale/articoli/1855|title=Il Frecciarossa 1000 è ancora da record|date=2016-02-26|website=Ferrovie.it|access-date=2019-06-01}}</ref> On 28 May 2018, the Italian [[Ministry of Infrastructure and Transport (Italy)|Ministry of Infrastructure and Transport]] and the [[Agenzia Nazionale per la Sicurezza delle Ferrovie|ANSF]] announced that no further tests will be carried out, as issues of ballast being suctioned by the train emerged at those speeds, and that the speed limit would be maintained at {{Cvt|300|km/h|4=0}}, which is the speed for which it is currently certified.<ref name="FS Frecciarossa 1000"/><ref>{{cite web|url=https://www.repubblica.it/economia/2018/05/28/news/alta_velocita_addio_ai_350_all_ora_il_ministero_blocca_i_test-197543601/|title=Alta velocità, addio ai 350 all'ora: il ministero chiude il dossier|date=2018-05-28|website=Repubblica.it|language=it|access-date=2019-03-15|archive-date=30 March 2019|archive-url=https://web.archive.org/web/20190330011139/https://www.repubblica.it/economia/2018/05/28/news/alta_velocita_addio_ai_350_all_ora_il_ministero_blocca_i_test-197543601/|url-status=live}}</ref><ref>{{cite web|url=https://www.railjournal.com/passenger/high-speed/rfi-fined-for-discrimination-in-planning-for-360km-h-operation/|title=RFI fined for discrimination in planning for 360km/h operation|date=2018-08-08|website=International Railway Journal|language=en|access-date=2019-03-15|archive-date=7 October 2020|archive-url=https://web.archive.org/web/20201007151500/https://www.railjournal.com/passenger/high-speed/rfi-fined-for-discrimination-in-planning-for-360km-h-operation/|url-status=live}}</ref>

The increasing success of Italy's high-speed rail networks since 2008 has been cited as one of the main reasons that the flag carrier airline [[Alitalia]], which focused on domestic flights, went bankrupt and ceased operations in October 2021 as high-speed train travel became faster, cheaper and more efficient.<ref>{{Cite news |url=https://edition.cnn.com/travel/article/italy-high-speed-trains-alitalia/index.html |title=How Italy's high-speed trains helped kill Alitalia |author=Julia Buckley |work=CNN |date=14 October 2021 |access-date=19 December 2021 |archive-date=19 December 2021 |archive-url=https://web.archive.org/web/20211219110453/https://edition.cnn.com/travel/article/italy-high-speed-trains-alitalia/index.html |url-status=live }}</ref>

===Spain===
[[File:HighSpeedSpain.svg|right|thumb|The Spanish High-speed rail network, the longest in Europe]]
{{Main|High-speed rail in Spain}}

==== Early developments ====
In 1978, the Spanish manufacturer [[Talgo]] registered the world speed record for diesel-powered trains at {{Cvt|230|km/h|4=0}} with a Talgo 4. The same company had reached successive records at {{Cvt|135|km/h|4=0}} in 1942 with a Talgo 1, {{Cvt|200|km/h|4=0}} in 1964 with a Talgo 3, and then reached {{Cvt|500|km/h|4=0}} on a static test bench in 1990 with a Talgo 350 tilting train. Following these technical benchmarks, maximum commercial speeds in the Spanish networks were set at {{Cvt|120|km/h|4=0}} in 1950, {{Cvt|160|km/h|4=0}} in 1986, and {{Cvt|200|km/h|4=0}} in 1989.<ref>{{Cite web |title=Talgo Corporate - Our History |url=https://www.talgo.com/our-history |url-status=live |access-date=30 May 2022}}</ref><ref>{{Cite web |title=Talgo: at the forefront of high-speed railway technology |url=https://www.globalrailwayreview.com/article/148/talgo-at-the-forefront-of-high-speed-railway-technology/ |url-status=live |access-date=31 May 2022}}</ref>

==== The AVE service ====
The Alta Velocidad Española ([[AVE]]) high-speed rail service in Spain has been operating since 1992, when the [[Madrid–Seville high-speed rail line|Madrid–Seville route]] started running, at speeds up to {{Cvt|300|km/h|4=0}}, and up to {{Cvt|310|km/h|4=0}} between 2011 and 2016 on a {{Cvt|60|km|4=0}} section of the [[Madrid–Barcelona high-speed rail line|Madrid–Zaragoza]] railway.<ref name="geotren-max-speeds">[https://www.geotren.es/blog/velocidades-maximas-de-los-trenes-y-de-las-lineas/ "Velocidades máximas de los trenes y de las líneas"] (maximum speeds of the trains and of the lines), last updated on 10 December 2022, accessed on 27 April 2023.</ref> More than ten other lines have been opened since 2005, including the {{Convert|621|km|adj=on}} long [[Madrid–Barcelona high-speed rail line|Madrid–Barcelona line]] in 2008. By December 2021, the total length of the [[Administrador de Infraestructuras Ferroviarias|ADIF]]-maintained network was {{Cvt|3762|km|4=0}},<ref name="ADIF" /> making it the longest in Europe, and the second longest in the world after mainland China's.

The ambitious AVE construction programme aims to connect with high-speed trains almost all provincial capitals to Madrid in less than 3 hours and to [[Barcelona]] within 6 hours. With an initial deadline set for 2020, the programme was slowed down by the [[2008–2014 Spanish financial crisis|financial crisis]]: the two main lines still under construction, the Mediterranean Corridor and the [[Madrid–Extremadura high-speed rail line|Madrid–Extremadura line]] (which would be part of the Madrid-Lisbon link), are yet to be completed.<ref>{{cite news |url=http://www.elpais.com/articulo/espana/Zapatero/promete/unir/todas/capitales/provincia/AVE/autovia/2020/elpporesp/20050712elpepinac_2/Tes |title=Zapatero promete unir todas las capitales de provincia por AVE y autovía en 2020 | Edición impresa | EL PAÍS |newspaper=El País |publisher=Elpais.com |date=2005-07-12 |access-date=2015-03-28 |archive-date=29 March 2020 |archive-url=https://web.archive.org/web/20200329105359/https://elpais.com/diario/2005/07/12/espana/1121119202_850215.html |url-status=live |last1=Muñoz |first1=Ramón }}</ref>

The Spanish and Portuguese high-speed lines are being built to European standard track gauge ([[UIC classification of locomotive axle arrangements|UIC]]) of {{RailGauge|sg}} and electrified with 25 kV at 50 Hz from [[Overhead lines|overhead wire]]. The first HSL from Madrid to Seville is equipped with the [[LZB]] train control system, and later lines with [[ETCS]].

Elsewhere in Europe, the success of high-speed services has been due in part to interoperability with existing normal rail lines. Interoperability between the new AVE lines and the older [[Iberian gauge]] network presents additional challenges. Both [[Talgo]] and [[Construcciones y Auxiliar de Ferrocarriles|CAF]] supply trains with [[variable gauge]] wheels operated by automatic gauge-changer equipment which the trains pass through without stopping ([[Alvia]]s). Some lines are being constructed as [[dual gauge]] to allow trains with Iberian and UIC gauge to run on the same tracks. Other lines have been re-equipped with sleepers for both Iberian and UIC gauge, such that the track can be converted from Iberian to UIC gauge at a later time without changing the sleepers.

The first AVE trains to link up with the French standard gauge network began running in December 2013, when direct high-speed rail services between Spain and France were launched for the first time.<ref>{{cite news |author= |title=High speed services between France and Spain launched |url=http://www.railwaygazette.com/news/high-speed/single-view/view/high-speed-launched-between-france-and-spain.html |newspaper=Railway Gazette International |date=2013-12-17 |access-date=2014-04-11 |archive-date=31 March 2014 |archive-url=https://web.archive.org/web/20140331214433/http://www.railwaygazette.com/news/high-speed/single-view/view/high-speed-launched-between-france-and-spain.html |url-status=live }}</ref> This connection between the two countries was made possible by the construction of the [[Perpignan–Barcelona high-speed rail line]] (a follow-up of the Madrid-Barcelona line), completed in January 2013,<ref>{{cite web |url=http://www.railwaygazette.com/news/passenger/single-view/view/high-speed-line-opens-between-barcelona-and-figueres.html |title=High speed line opens between Barcelona and Figueres |publisher=Railway Gazette International |access-date=2015-03-28 |archive-date=18 January 2013 |archive-url=https://web.archive.org/web/20130118114831/http://www.railwaygazette.com/news/passenger/single-view/view/high-speed-line-opens-between-barcelona-and-figueres.html |url-status=live }}</ref><ref>{{cite web |url=http://www.railjournal.com/index.php/high-speed/barcelona-figueres-high-speed-rail-line-to-open-on-january-7.html |title=Barcelona – Figueres HS line to open January 7 | International Railway Journal |publisher=International Railway Journal |date=2012-12-10 |access-date=2015-03-28 |archive-date=12 February 2013 |archive-url=https://web.archive.org/web/20130212225907/http://www.railjournal.com/index.php/high-speed/barcelona-figueres-high-speed-rail-line-to-open-on-january-7.html |url-status=live }}</ref> and its international section Perpignan-Figueres, which opened in December 2010 and includes a new {{convert|8.3|km|mi|1|adj=on}} tunnel under the [[Pyrenees]]. Another high-speed rail link connecting the two countries at [[Irun]]/[[Hendaye]] is also planned.

==== Current network and projects ====
The total length of lines is {{Cvt|3622|km|4=0}} as of 2021, with long-term plans to expand it up to {{Cvt|7000|km|4=0}}. Several new high-speed lines are under construction with a design speed of {{convert|300|–|350|km/h|abbr=on}}, and several old lines are being upgraded to allow passenger trains to operate at {{convert|250|km/h|4=0|abbr=on}}.<ref>[http://www.fomento.es/MFOM/LANG_EN/default.htm] {{webarchive|url=https://web.archive.org/web/20100209074951/http://www.fomento.es/MFOM/LANG_EN/default.htm|date=9 February 2010}}</ref><ref>{{cite web |url=http://www.adif.es/en_US/index.shtml |title=Adif – Inicio |publisher=Adif.es |access-date=2015-03-28 |archive-date=13 December 2009 |archive-url=https://web.archive.org/web/20091213104256/http://www.adif.es/en_US/index.shtml |url-status=live }}</ref>

{| class="wikitable sortable"
|-
! Line !! Operating speed (max) !! Length !! Construction began !! Construction completed or expected start of revenue services
|-
| [[Madrid–Seville high-speed rail line]] || {{convert|300|km/h|4=0|abbr=on}}|| 472 km || 1989 || 1992
|-
|[[Madrid–Toledo high-speed rail line|L.A.V. Madrid-Toledo]]
|{{Cvt|220|km/h|4=0}}
|74 km
|2003
|2005
|-
| L.A.V. [[Córdoba, Andalusia|Córdoba]]–[[Málaga]] || {{convert|300|km/h|4=0|abbr=on}}|| 155 km || 2001 || 2007
|-
| [[Madrid–León high-speed rail line|L.A.V. Madrid–Valladolid]] || rowspan="5" | {{convert|300|km/h|4=0|abbr=on}}|| {{Cvt|179.6|km|4=}}|| 2001 || 2007
|-
| [[Madrid–Barcelona high-speed rail line]] || 621 km || 1995 || 2008
|-
| [[Madrid–Levante high-speed rail network|L.A.V. Madrid–Valencia]] || 391 km || 2004 || 2010<ref name="levante">{{cite web |url=http://www.adifaltavelocidad.es/es_ES/infraestructuras/lineas_de_alta_velocidad/levante/levante.shtml |title=Líneas de alta velocidad, Línea Madrid – Castilla La Mancha – Comunidad Valenciana – Región de Murcia |publisher=ADIF |access-date=26 January 2018 |archive-date=31 January 2018 |archive-url=https://web.archive.org/web/20180131185228/http://www.adifaltavelocidad.es/es_ES/infraestructuras/lineas_de_alta_velocidad/levante/levante.shtml |url-status=live }}</ref>
|-
| [[Madrid–Levante high-speed rail line|L.A.V. Albacete–Alicante]] || {{Cvt|171.5|km|4=}}|| Unknown || 2013<ref name="levante"/>
|-
| [[Perpignan–Barcelona high-speed rail line|L.A.V. Barcelona – France–Spain border]] || 150.8 km || 2004 || 2013
|-
| [[Atlantic Axis high-speed rail line]] || {{convert|200|km/h|4=0|abbr=on}}|| {{Cvt|155.6|km|4=}}<ref>{{cite web|url=http://www.fomento.gob.es/MFOMBPrensa/Noticias/Pastor-supervisa-la-fase-final-de-las-obras-del-y/71d73c6a-d14c-4744-8954-c789fe208a75|title=Fase final de las obras del Eje Atlántico y de la nueva estación de Vigo-Urzáiz|author=|date=30 March 2015|work=fomento.gob.es|access-date=20 November 2015|archive-date=25 September 2015|archive-url=https://web.archive.org/web/20150925091526/http://www.fomento.gob.es/MFOMBPrensa/Noticias/Pastor-supervisa-la-fase-final-de-las-obras-del-y/71d73c6a-d14c-4744-8954-c789fe208a75|url-status=live}}</ref> || 2001 || 2015
|-
| [[Madrid–León high-speed rail line|L.A.V. Valladolid–León]] || {{convert|300|km/h|4=0|abbr=on}}|| 162.7 km || 2009 || 2015
|-
| [[Madrid–Levante high-speed rail line|L.A.V. Valencia–Castellón]] || {{convert|200|km/h|4=0|abbr=on}}|| 74 km || Unknown || 2018<ref name="levante"/>
|-
| L.A.V. [[Palencia]]–[[Burgos]] || {{convert|300|km/h|4=0|abbr=on}}|| 134.8 km || 2009 || 2022
|-
| L.A.V. [[Seville]]–[[Cádiz]] || {{convert|200|km/h|4=0|abbr=on}}|| 157 km || 2001 || 2015<ref name="Cadiz">{{cite web|url=http://www.lavozdigital.es/cadiz-provincia/201510/01/alvia-cadiz-transporte-20151001153154-pr.html|language=es|title=Fomento culmina la obra de alta velocidad entre Sevilla y Cádiz|work=lavozdigital.es|access-date=30 May 2016|archive-date=3 June 2016|archive-url=https://web.archive.org/web/20160603022242/http://www.lavozdigital.es/cadiz-provincia/201510/01/alvia-cadiz-transporte-20151001153154-pr.html|url-status=live}}</ref>
|-
| [[Antequera–Granada high-speed rail line|L.A.V. Antequera–Granada]] || {{convert|300|km/h|4=0|abbr=on}}|| 125.7 km || 2006 || 2019
|-
| L.A.V. [[León, Spain|León]]–[[Gijón]] || rowspan="2" | {{convert|300|km/h|4=0|abbr=on}}|| Unknown km || 2009 || data-sort-value=2020-07-01 | 2023
|-
| [[Madrid–Galicia high-speed rail line|L.A.V. Olmedo–Zamora-Galicia]] || 435 km || 2004 || 2021<ref>{{cite web |url=https://www.euroweeklynews.com/2021/12/20/ave-links-madrid-with-galicia-after-20-years/|title=AVE links Madrid with Galicia after 20 years |date=20 December 2021 |work=[[euroweeklynews.com]] |author= Chris King |access-date=16 May 2022 }}</ref><ref name="railwaygazette3">{{cite web |url=http://www.railwaygazette.com/nc/news/single-view/view/ourense-high-speed-infrastructure-ppp-out-to-tender.html |title=Ourense high speed infrastructure PPP out to tender |publisher=Railway Gazette International |access-date=2015-03-28 |archive-date=4 May 2012 |archive-url=https://web.archive.org/web/20120504114601/http://www.railwaygazette.com/nc/news/single-view/view/ourense-high-speed-infrastructure-ppp-out-to-tender.html |url-status=live }}</ref><ref>{{cite news|url=http://www.laopiniondezamora.es/zamora/2015/08/23/ave-pruebas-olmedo-zamora-comenzaran/866397.html|title=Los AVE de pruebas entre Olmedo y Zamora comenzarán a circular a finales de septiembre|author=|work=La Opinión de Zamora|date=23 August 2015|access-date=19 November 2015|archive-date=20 January 2016|archive-url=https://web.archive.org/web/20160120232128/http://www.laopiniondezamora.es/zamora/2015/08/23/ave-pruebas-olmedo-zamora-comenzaran/866397.html|url-status=live}}</ref>
|-
| L.A.V. [[Murcia]]–[[Almería]] || {{convert|300|km/h|4=0|abbr=on}}|| 184.3 km || Unknown || 2026
|-
| L.A.V. [[Burgos]]–[[Vitoria-Gasteiz]] || {{convert|300|km/h|4=0|abbr=on}}|| 98.8 km || 2009 || 2025
|-
| [[Basque Y]] || {{convert|250|km/h|4=0|abbr=on}}|| 175 km || 2006 || 2028
|-
| [[Mediterranean High Speed Corridor]]: [[Andalusia]]–[[Region of Murcia|Murcia]]–[[Valencian Community|Valencia]]–[[Catalonia]]–[[France–Spain border|French border]]<ref name="elpais1">{{cite web |url=http://www.elpais.com/articulo/cataluna/Bruselas/declarara/corredor/mediterraneo/basico/prioritario/elpepuesp/20111014elpcat_2/Tes |title=Bruselas declarará el corredor mediterráneo básico y prioritario | Edición impresa | EL PAÍS |publisher=Elpais.com |date=2011-10-14 |access-date=2015-03-28 |archive-date=29 March 2020 |archive-url=https://web.archive.org/web/20200329105358/https://elpais.com/diario/2011/10/14/catalunya/1318554439_850215.html |url-status=live }}</ref> || {{convert|250-300|km/h|4=0|abbr=on}}|| +{{convert|1300|km|4=0|abbr=on}}|| 2004 || 2013–2025
|-
| [[Madrid–Extremadura high-speed rail line|Madrid–(Cáceres–Mérida–Badajoz)–Portuguese border]]<ref name="autogenerated1"/> || 300 km/h || 437 km || 2008 || data-sort-value=2020-07-01 | after 2020
|-
| L.A.V. [[Madrid]]–[[Jaén, Spain|Jaén]] || {{convert|250-300|km/h|4=0|abbr=on}}|| Unknown km || 2015 || data-sort-value=2040-01-01 | Unknown
|-
| L.A.V. [[Madrid]]–[[Santander, Cantabria|Santander]]<ref name="railwaygazette4">{{cite web |url=http://www.railwaygazette.com/news/single-view/view/10/high-speed-concession-plan.html |title=High speed concession plan |publisher=Railway Gazette International |access-date=2015-03-28 |archive-date=12 December 2019 |archive-url=https://web.archive.org/web/20191212220933/https://www.railwaygazette.com/news/single-view/view/10/high-speed-concession-plan.html |url-status=live }}</ref> || Unknown km/h || Unknown km || Unknown || 2025
|-
| [[Madrid Atocha]]–[[Madrid Chamartín]] || 160 km/h || {{Cvt|7|km|4=}}|| Unknown || 2022<ref name="LeonsTagebuch">{{cite web |url=https://www.diariodeleon.es/articulo/leon/conexion-linea-atocha-chamartin-abrira-paso-trenes-leon-sur/202105210133312114935.html |title=La conexión de la línea de Atocha a Chamartín abrirá paso a los trenes de León al sur |publisher=Diariodeleon |access-date=2021-05-23 |archive-date=23 May 2021 |archive-url=https://web.archive.org/web/20210523090312/https://www.diariodeleon.es/articulo/leon/conexion-linea-atocha-chamartin-abrira-paso-trenes-leon-sur/202105210133312114935.html |url-status=live }}</ref>
|}
[[File:Avlo en Miraflores (51070652803).jpg|thumb|A [[Renfe Class 102]] refurbished for [[Avlo]] services]]
Three companies have built or will build trains for the Spanish high-speed railway network: Spanish [[Talgo]], French [[Alstom]] and German [[Siemens AG]]. [[Bombardier Transportation]] is a partner in both the Talgo-led and the Siemens-led consortium. France will eventually build 25 kV TGV lines all the way to the Spanish border (there is now a gap between Nîmes and Perpignan), but multi-voltage trains will still be needed, as trains travelling to Paris need to travel the last few kilometres on 1.5 kV lines. To this end, [[RENFE]] decided to convert 10 existing AVE S100 trains to operate at this voltage (as well as the French signalling systems), which will cost €30,000,000 instead of the previously expected €270,000,000 for new trains.<ref>[http://noticias.terra.es/2011/local/0202/actualidad/renfe-invertira-30-millones-en-reciclar-diez-trenes-ave-para-explotar-la-linea-madrid-paris.aspx] {{webarchive|url=https://web.archive.org/web/20120326192022/http://noticias.terra.es/2011/local/0202/actualidad/renfe-invertira-30-millones-en-reciclar-diez-trenes-ave-para-explotar-la-linea-madrid-paris.aspx|date=26 March 2012}}</ref>

The network eventually opened to operators other than RENFE, and the [[SNCF]]-owned low-cost brand [[Ouigo España]] began to serve the Madrid–Barcelona route on 10 May 2021.<ref>{{Cite web|url=https://www.europapress.es/economia/noticia-ouigo-alcanza-millon-viajeros-lanzamiento-mayo-ocupacion-97-20211129113105.html|website=[[Europa Press (news agency)|Europa Press]]|title=Ouigo alcanza el millón de viajeros desde su lanzamiento en mayo con una ocupación del 97%|date=29 November 2021}}</ref> To complement their higher-end AVE trains, RENFE launched a no-frills service called [[Avlo]] on 23 June 2021.<ref>{{Cite web|url=https://www.elperiodico.com/es/sociedad/20210623/renfe-23-junio-avlo-madrid-barcelona-11835917|website=[[El Periódico de Catalunya]]|date=23 June 2021|title=Renfe estrena el Avlo con viajes entre Madrid y Barcelona desde 7 euros}}</ref> Iryo, operated by the ILSA joint venture between [[Air Nostrum]] and [[Trenitalia]], began operation in late 2022, making Spain the first country in Europe with three competing operators of high-speed trains.<ref>{{Cite web|url=https://www.elconfidencial.com/empresas/2021-11-18/ilsa-operar-alta-velocidad-espana-iryo_3327010/|title=Ilsa comenzará a operar en la alta velocidad española a final de 2022 con el nombre de Iryo|date=18 November 2021|website=[[El Confidencial]]}}</ref><ref>{{cite web|url=https://www.cnn.com/travel/article/iryo-high-speed-train-spain/index.html|title=Spain's new high-speed trains make it Europe's rail capital|publisher=CNN|date=25 November 2022|accessdate=26 November 2022}}</ref>

==Integration of European high-speed rail network==
The '''[[Trans-European high-speed rail network]]''' is one of a number of the [[European Union]]'s [[Trans-European transport networks]]. It was defined by the Council Directive 96/48/EC of 23 July 1996.

The aim of this [[EU Directive]] is to achieve the [[interoperability]] of the European [[High-speed rail|high-speed train]] network at the various stages of its design, construction and operation.

The network is defined as a system consisting of a set of infrastructures, fixed installations, logistic equipment and rolling stock.

On 5 June 2010, the [[European Commissioner for Transport]] signed a [[Memorandum of Understanding]] with France and Spain concerning a new high-speed rail line across the [[Pyrenees]] to become the first link between the high-speed lines of the two countries. Furthermore, high-speed lines between Helsinki and Berlin ([[Rail Baltica]]), and between Lyon and Budapest, were promoted.<ref name="ingrail">{{cite web |url=http://ing.dk/artikel/109512-tre-nye-hoejhastighedsbaner-aabner-i-europa |title=Tre nye højhastighedsbaner åbner i Europa | Ingeniøren |publisher=Ing.dk |access-date=2015-03-28 |language=da |archive-url=https://web.archive.org/web/20100612142815/http://ing.dk/artikel/109512-tre-nye-hoejhastighedsbaner-aabner-i-europa |archive-date=12 June 2010 |url-status=dead |df=dmy-all }}</ref>

===Cross-border infrastructure and passenger services===

====Belgium====
{{Main|High-speed rail in Belgium}}
[[File:Réseau grande vitesse Belgique.svg|thumb|High-speed rail network in Belgium]]

Belgium's rail network is served by four high-speed train operators: [[Thalys]], [[Eurostar]], [[InterCityExpress|ICE]] and [[TGV]] trains. All of them serve [[Bruxelles-Midi / Brussel-Zuid railway station|Brussels South station]], Belgium's largest railway station. Thalys trains, which are a variant of the French TGV, operate between Belgium, Germany ([[Dortmund]]), the Netherlands ([[Amsterdam]]) and France (Paris). Since 2007, Eurostar has connected Brussels to [[St Pancras railway station|London St Pancras]], before which, trains connected to [[Waterloo International railway station|London Waterloo]]. The German [[InterCityExpress|ICE]] operates between Brussels, [[Liège]] and [[Frankfurt (Main) Hauptbahnhof|Frankfurt]].

The [[HSL 1]] is a Belgian high-speed railway line which connects Brussels with the French border. {{Cvt|88|km|4=0}} long ({{Cvt|71|km|4=0}} dedicated high-speed tracks, {{Cvt|17|km|4=}} modernised lines), it began service on 14 December 1997. The line has appreciably shortened rail journeys, the journey from Paris to Brussels now taking 1:22. In combination with the [[LGV Nord]], it has also affected international journeys to France and London, ensuring high-speed through-running by Eurostar, TGV, [[Thalys PBA]] and [[Thalys PBKA]] trainsets. The total construction cost was €1.42 billion.

The [[HSL 2]] is a Belgian high-speed rail line between Brussels and [[Liège]], {{Cvt|95|km|4=0}} long ({{Cvt|61|km|4=0}}} dedicated high-speed tracks between [[Leuven]] and [[Ans, Belgium|Ans]], {{Cvt|34|km|4=0}} modernised lines between Brussels and Leuven and between Ans and Liège) it began service on 15 December 2002. Its extension to the German border (the [[HSL 3]]) is now in use, the combined high-speed line greatly accelerates journeys between Brussels, Paris and Germany. HSL 2 is used by Thalys and [[InterCityExpress|ICE]] trains as well as fast internal [[InterCity]] services.

The [[HSL 3]] is a Belgian high-speed railway line which connects Liège to the German border. {{Cvt|56|km|4=0}} long ({{Cvt|42|km|4=0}} dedicated high-speed tracks, {{Cvt|14|km|4=}} modernised lines), it began service on 13 December 2009. HSL 3 is used by international Thalys and ICE trains only, as opposed to HSL 2 which is also used for fast internal InterCity services.

The [[HSL 4]] is a Belgian high-speed railway line which connects Brussels to the Dutch border. {{Cvt|87|km|4=0}} long ({{Cvt|40|km|4=0}} dedicated high-speed tracks, {{Cvt|47|km|4=0}} modernised lines). HSL 4 is used by Thalys trains since 13 December 2009 and it will be used starting 2010 by fast internal InterCity trains. Between Brussels and Antwerp ({{Cvt|47|km|4=0}}), trains travel at {{convert|160|km/h|4=0|abbr=on}} on the upgraded existing line (with the exception of a few segments where a speed limit of {{convert|120|km/h|4=0|abbr=on}} is imposed). At the E19/A12 motorway junction, trains leave the regular line to run on new dedicated high-speed tracks to the Dutch border ({{Cvt|40|km|4=0}}) at {{convert|300|km/h|4=0|abbr=on}}.

The completion of the Channel Tunnel rail link (High Speed 1) and the completion of the lines from Brussels to Amsterdam and Cologne led to news reports in November 2007 that both Eurostar and [[Deutsche Bahn]] were pursuing direct services from London to Amsterdam and Cologne. Both journeys would be under 4 hours, the length generally considered competitive with air travel.

The 25N line opened in 2012–2018 is designed for speeds up to {{convert|220|km/h|4=0|abbr=on}}, but is limited to {{convert|160|km/h|4=0|abbr=on}} until another existing line Mechelen-Antwerp will be upgraded. It's unknown when it will happen.

====Netherlands====
{{Main|High-speed rail in the Netherlands}}
[[File:Hslbenelux.png|thumb|upright|[[HSL-Zuid]], connected to [[Antwerpen-Centraal railway station|Antwerp]] with the [[HSL 4]]]]

[[HSL-Zuid]] ({{lang-nl|Hogesnelheidslijn Zuid}}, {{lang-en|High-Speed Line South}}) is a {{Cvt|125|km|4=0}} high-speed line in the Netherlands. Using existing tracks from [[Amsterdam Centraal]] to [[Schiphol railway station|Schiphol Airport]], the dedicated high-speed line begins here and continues to [[Rotterdam Centraal]] and to the Belgian border. Here, it connects to the [[HSL 4]], terminating at [[Antwerpen-Centraal]].<ref>{{cite web|url=http://www.hslzuid.nl/hsl/uk/lijn/index.jsp |title=HSL ZUID|access-date=10 July 2009 |url-status=dead |archive-url=https://web.archive.org/web/20090614021209/http://www.hslzuid.nl/hsl/uk/lijn/index.jsp |archive-date=14 June 2009 }}</ref> [[Den Haag Centraal]] ([[The Hague]]) and [[Breda railway station|Breda]] are connected to the high-speed line by conventional railway lines.<ref>[http://www.hslzuid.nl/hsl/uk/Transport/index.jsp] {{webarchive|url=https://web.archive.org/web/20090605162456/http://www.hslzuid.nl/hsl/uk/Transport/index.jsp|date=5 June 2009}}</ref> Services on the HSL-Zuid began on 7 September 2009.<ref name=rgi20090907>{{cite magazine | url=http://www.railwaygazette.com/news/single-view/view/10/ns-hispeed-launches-hsl-zuid-services.html | title=NS Hispeed launches HSL-Zuid services | magazine=[[Railway Gazette International]] | date=2009-09-07 | access-date=7 September 2009 | archive-date=2 July 2010 | archive-url=https://web.archive.org/web/20100702043118/http://www.railwaygazette.com/news/single-view/view/10/ns-hispeed-launches-hsl-zuid-services.html | url-status=live }}</ref> It is being served by [[Thalys]] trains from Amsterdam to [[Brussels]] and Paris, [[Eurostar]] trains to Brussels and London and domestic [[Intercity Direct]] train services.<ref>{{cite web|url=https://www.nrc.nl/|title=NRC - Nieuws, achtergronden en onderzoeksjournalistiek|first=Bart|last=Funnekotter|website=NRC|access-date=9 August 2021|archive-date=10 December 2019|archive-url=https://web.archive.org/web/20191210155435/https://www.nrc.nl/|url-status=live}}</ref>

[[HSL-Oost]] was planned, but was put on hiatus. It would connect Amsterdam Centraal via [[Utrecht Centraal railway station|Utrecht Centraal]] and [[Arnhem railway station|Arnhem]] to Germany.<ref>{{cite web |url=http://www.verkeerenwaterstaat.nl/actueel/nieuws/nieuwsarchief/pb-Kabinetsstandpunt_HSL-Oost.aspx |title=Ministerie van Infrastructuur en Milieu | Rijksoverheid.nl |publisher=Verkeerenwaterstaat.nl |access-date=2015-03-28 |archive-date=29 March 2020 |archive-url=https://web.archive.org/web/20200329105401/https://www.rijksoverheid.nl/ministeries/ministerie-van-infrastructuur-en-waterstaat |url-status=live }}</ref> The existing line from Amsterdam to Utrecht is four-tracked. Two tracks out of four are capable of {{Cvt|200|km/h|4=0}}, but the available voltage is not high enough. The line is planned to be re-electrified to 25 kV [[alternating current|AC]].

In the north, a new line called [[:nl:Lelylijn|Lelylijn]] is under study between Lelystad and Groningen, with operating speed up to {{Cvt|200|km/h|4=0}}.<ref>[https://www.lelylijn.nl/vragen-en-antwoorden-over-de-lelylijn/ Vragen en antwoorden (Questions and answers)], lelylijn.nl.</ref> This line would, along with other measures on the Amsterdam - Copenhagen corridor, allow to reduce the traveling time between these two cities down to 4h 30mn.<ref>[https://www.lelylijn.nl/article/633/initiatiefgroep-lelylijn-in-nieuw-jasje-naar-den-haag/ Initiatiefgroep Lelylijn in nieuw jasje naar Den Haag (Initiative group Lelylijn in a new way to The Hague)], lelylijn.nl.</ref>

====Paris to Frankfurt====
Admission of ICE trains onto French LGVs was applied for in 2001, and trial runs were completed in 2005. In June 2007, the [[LGV Est]] from Paris to the middle of the [[Lorraine (region)|Lorraine region]] of France was opened. For the first time, high-speed services over the Franco-German border were offered. [[SNCF]] operates the TGV service between Paris and [[Stuttgart]] via [[Strasbourg]] and a daily return journey from Paris to [[Frankfurt]] via [[Saarbrücken]], while ICE trains operate the remaining Paris to Frankfurt.

====Frankfurt to Marseille====
After the inauguration of the [[LGV Rhin-Rhône]] in 2011 a daily high-speed TGV service has been introduced between [[Frankfurt (Main) Hauptbahnhof|Frankfurt Hbf]] and [[Marseille-Saint-Charles station|Marseille St. Charles]] via Strasbourg, Mulhouse, Lyon and Valence with a total travel time under 8h.

====Channel Tunnel====
The construction of the [[Channel Tunnel]], completed in 1994, provided the impetus for the first cross-border high-speed rail line. In 1993, the LGV Nord, which connects Paris to the Belgian border and the Channel Tunnel via Lille, was opened. Initial travel times through the tunnel from London to Paris and Brussels were about 3 hours. In 1997, a dedicated high-speed line to Brussels, [[HSL 1]], was opened. In 2007, [[High Speed 1]], the Channel Tunnel Rail Link to London, was completed after a partial opening in 2003. All three lines were built to the French LGV standards, including electrification at 25 kV. The [[Channel tunnel]] itself is geometrically achievable to provide {{convert|200|km/h|4=0|abbr=on}} speed, but it is limited to {{convert|160|km/h|4=0|abbr=on}}. In 1990s it was claimed that such speed restriction is temporary.<ref>{{Cite book|url=https://books.google.com/books?id=ZuKO5CY4udEC&q=CHANNELTUNNEL+200+KM%2FH&pg=PA33|title=The Channel Tunnel: Terminals|year=1993|isbn=9780727719393|access-date=17 October 2020|archive-date=30 December 2021|archive-url=https://web.archive.org/web/20211230235955/https://books.google.com/books?id=ZuKO5CY4udEC&q=CHANNELTUNNEL+200+KM%2FH&pg=PA33|url-status=live}}</ref>

=====London to Paris and Brussels=====
Passenger trains built to specific safety standards are operated by [[Eurostar]] through the Channel Tunnel. Direct trains now travel from London St Pancras to Paris in 2h15, and to Brussels in 1h51. On 1 May 2015 Eurostar introduced a weekly service from London to Lyon, Avignon and Marseille. [[Thalys]] high-speed international trains serve the Paris to Brussels corridor, which is now covered in 1h20. Additional Thalys services extend to Amsterdam and Cologne in addition to Belgian cities.

=====London to Amsterdam and Germany=====
Both Deutsche Bahn (DB) and Eurostar have announced plans for direct services from London to new continental destinations in the Netherlands and Germany. DB have not set a date for any new service to begin, although the company did at one point hope to introduce a five-hour service to Frankfurt by 2017. A four times daily direct Eurostar service between London St Pancras and Amsterdam started running on 4 April 2018. The German manufacturer Siemens has designed trainsets to meet the strict safety standards of Channel Tunnel operation.

====Spanish-French border====
A {{convert|131|km|mi|1|adj=on}} section of the [[Perpignan–Barcelona high-speed rail line]] across the Spanish-French border opened in January 2013.<ref>{{cite news |author=Keith Barrow |title=Spain completes Iberia's high-speed link to Europe |url=http://www.railjournal.com/index.php/europe/spain-opens-iberias-high-speed-rail-link-to-europe.html |newspaper=International Railway Journal |date=8 January 2013 |access-date=17 November 2015 |archive-date=24 September 2015 |archive-url=https://web.archive.org/web/20150924085255/http://www.railjournal.com/index.php/europe/spain-opens-iberias-high-speed-rail-link-to-europe.html |url-status=live }}</ref> The line includes the new {{convert|8.3|km|mi|1|adj=on}} [[Perthus Tunnel]] under the [[Pyrenees]] and permits high-speed rail services between Spain and France.<ref>{{cite news |author= |title=Perpignan–Figueres link inaugurated |url=http://www.railwaygazette.com/news/infrastructure/single-view/view/perpignan-figueres-link-inaugurated.html |newspaper=Railway Gazette International |date=2011-01-27 |access-date=10 November 2015 |archive-date=17 November 2015 |archive-url=https://web.archive.org/web/20151117030715/http://www.railwaygazette.com/news/infrastructure/single-view/view/perpignan-figueres-link-inaugurated.html |url-status=live }}</ref> Since 15 December 2013 the French [[SNCF]] operates a [[TGV]] service between Paris and [[Barcelona]] and the Spanish [[AVE]] offers direct [[Madrid]]–[[Marseille]], Barcelona–[[Lyon]] and Barcelona–[[Toulouse]] high-speed services.<ref>{{cite news |author= |title=High speed services between France and Spain launched |url=http://www.railwaygazette.com/news/high-speed/single-view/view/high-speed-launched-between-france-and-spain.html |newspaper=[[Railway Gazette International]] |date=2013-12-17 |access-date=2014-04-11 |archive-date=31 March 2014 |archive-url=https://web.archive.org/web/20140331214433/http://www.railwaygazette.com/news/high-speed/single-view/view/high-speed-launched-between-france-and-spain.html |url-status=live }}</ref><ref>{{cite web|url=http://www.thinkspain.com/news-spain/23604/ave-rail-connection-between-barcelona-and-paris-to-open-in-december|title=AVE rail connection between Barcelona and Paris to open in December|work=thinkspain.com|date=28 November 2013|access-date=17 November 2015|archive-date=22 January 2016|archive-url=https://web.archive.org/web/20160122075940/http://www.thinkspain.com/news-spain/23604/ave-rail-connection-between-barcelona-and-paris-to-open-in-december|url-status=live}}</ref> The journey time for the TGV Paris–Barcelona service is now 6h 25min.<ref>{{cite news |author= |title=Paris-Barcelona TGVs set for December 15 launch |url=http://www.railjournal.com/index.php/europe/paris-barcelona-tgvs-set-for-december-15-launch.html |newspaper=[[International Railway Journal]] |date=2013-11-28 |access-date=10 November 2015 |archive-date=17 November 2015 |archive-url=https://web.archive.org/web/20151117220302/http://www.railjournal.com/index.php/europe/paris-barcelona-tgvs-set-for-december-15-launch.html |url-status=live }}</ref> A 60 kilometer [[Nîmes–Montpellier bypass]] is under construction and will chop 20 minutes off travel times from [[Barcelona]] to [[Lyon]] and beyond.<ref>{{cite news |url=http://www.railwaygazette.com/news/single-view/view/nimes-montpellier-funding-accord.html |title=Nimes-Montpellier funding accord |work=Railway Gazette International |date=4 December 2009 |location=London |access-date=10 November 2015 |archive-date=24 September 2015 |archive-url=https://web.archive.org/web/20150924143509/http://www.railwaygazette.com/news/single-view/view/nimes-montpellier-funding-accord.html |url-status=live }}</ref> There is on the other hand currently no funding for the missing segment of high-speed line between [[Montpellier]] and [[Perpignan]], which would cut journey times between the two countries by an additional hour.

Another high-speed rail link connecting the two countries is planned via [[Irun]]/[[Hendaye]], but is not currently funded.

====Crossing the Alps====
The north–south axis has been improved by the Swiss [[NRLA]] project already in 2007 with the [[Lötschberg Base Tunnel]] and in 2016 with the currently world's longest railway tunnel, the [[Gotthard Base Tunnel]].

Further international links between Italy and France, Switzerland, Austria and Slovenia are under way. These links all incorporate extensive new tunnelling under the [[Alps]]. European Union funding has already been approved for the [[Turin–Lyon high-speed railway]], which will connect the TGV and TAV networks, and for a link with Slovenia. In [[Slovenia]], Pendolino-based trainsets are operated by Slovenian Railways as the [[InterCitySlovenija]]. Trains connect the capital [[Ljubljana]] with [[Maribor]] and also with [[Koper]] in the summer months. One unit operated as EC Casanova on the line [[Ljubljana]]–[[Venice]], but this service was discontinued in April 2008.

Between Austria and Italy, the [[Brenner Base Tunnel]] is being constructed to upgrade the [[Berlin–Palermo railway axis]].

==Future projects adjacent to existing high-speed services==

===Magistrale for Europe===
[[File:Magistrale for Europe.gif|thumb|Planned high-speed rail link Paris – Bratislava]]
The [[Magistrale for Europe]] (MoE) is an initiative to promote railway expansion between [[Paris]] and [[Bratislava]]/[[Budapest]], passing [[Strasbourg]] and [[Munich]].<ref>{{Cite web |title=The "Main Line for Europe" Initiative |url=https://magistrale.org/en/the-main-line-for-europe-initiative/ |access-date=2023-01-09 |website=Main Line for Europe |language=en-US}}</ref> Founded in 1990, the initiative is supported by numerous cities and regions along the line.<ref>{{Cite web |title=Members |url=https://magistrale.org/en/members/ |access-date=2023-01-09 |website=Main Line for Europe |language=en-US}}</ref> Several railway projects, such as the [[LGV Est]] and [[Rastatt Tunnel|Rastatt tunnel]], have been promoted through the initiative.<ref>{{Cite web |title=The Project's Progress |url=https://magistrale.org/en/the-projects-progress/ |access-date=2023-01-09 |website=Main Line for Europe |language=en-US}}</ref>

===Austria===
{{main|High-speed rail in Austria}}
The [[Western Railway (Austria)|Western Railway]] between the capital [[Vienna]] and [[Salzburg]] is being upgraded. Most new sections have a continuous maximum design speed of {{convert|250|km/h|4=0|abbr=on}}.<ref name=obb>{{cite web
| url = http://www.ots.at/presseaussendung.php?schluessel=OTS_20080227_OTS0158
| title = ÖBB dementieren Meldungen über Verschiebung des Westbahn-Ausbaues
| publisher = [[Austria Press Agency]]
| access-date = 2015-03-28
| archive-date = 22 April 2009
| archive-url = https://web.archive.org/web/20090422052635/http://www.ots.at/presseaussendung.php?schluessel=OTS_20080227_OTS0158
| url-status = live
}}</ref> German and Austrian [[InterCityExpress|ICE]] trains operate at a maximum speed of {{convert|230|km/h|4=0|abbr=on}}, as do Austrian locomotive-hauled trains (called '''[[railjet]]''') which were launched in 2008.

The {{convert|55|km|mi|0|abbr=on}} [[Brenner Base Tunnel]] under construction will allow speeds of up to {{convert|250|km/h|4=0|abbr=on}}.<ref>
{{cite news
|title=Durchbruch am Brenner
|url=http://www.sueddeutsche.de/automobil/artikel/268/123098/
|work=[[Süddeutsche Zeitung]]
|date=2007-07-12
|language=de
|url-status=dead
|archive-url=https://web.archive.org/web/20080523153234/http://www.sueddeutsche.de/automobil/artikel/268/123098/
|archive-date=23 May 2008
|df=dmy-all
}}
</ref><ref>{{cite news
|first=Julius
|last=Müller-Meiningen
|title=Monumentales Superloch
|url=http://www.sueddeutsche.de/automobil/artikel/268/123098/
|work=[[Süddeutsche Zeitung]]
|date=2008-04-30
|language=de
|url-status=dead
|archive-url=https://web.archive.org/web/20080523153234/http://www.sueddeutsche.de/automobil/artikel/268/123098/
|archive-date=23 May 2008
|df=dmy-all
}}
</ref> The first part of the [[New Lower Inn Valley railway]] was opened in December 2012 as part of an upgrade of the line connecting the future Brenner Base Tunnel and southern Germany, which is being upgraded from two tracks to four and to a maximum design speed of {{convert|250|km/h|4=0|abbr=on}}. The section is also part of the [[Berlin–Palermo railway axis]].

The [[Koralm Railway]], the first entirely new railway line in the Second Austrian Republic has been under construction since 2006. It includes a new {{convert|33|km|mi||abbr=on}} tunnel (the [[Koralm Tunnel]]) connecting the cities of [[Klagenfurt]] and [[Graz]]. Primarily built for [[intermodal freight transport]], it will also be used by passenger trains travelling at up to {{convert|250|km/h|4=0|abbr=on}}. The time taken to travel from Klagenfurt to Graz will be reduced from three hours to one hour. The Koralmbahn is expected to be operational by 2025.

{| class="wikitable"
|-
! Line !! Operating speed (max) !! Length !! Construction began !! Service started
|-
| [[Western Railway (Austria)|Western Railway]] (Vienna - Attnang-Puchheim) || {{convert|200 to 230|km/h|4=0|abbr=on}} (per sections)<ref name="UIC_HS-Atlas_2021">[https://uic.org/spip.php?action=telecharger&arg=3456 Atlas, High-Speed Rail 2021] on the [[International Union of Railways|International Union of Railways (UIC)]] website.</ref> || {{convert|243|km|mi|0|abbr=on}}|| Unknown (past) || 1990 (Linz - Wels) to 2016 (Ybbs - Amstetten)<ref name="UIC_HS-Atlas_2021"/>
|-
| [[New Lower Inn Valley railway]] (Kundl - Baumkirchen) || 220 km/h<ref name="UIC_HS-Atlas_2021"/> || {{convert|40.236|km|mi||abbr=on}}|| Unknown (past) || 9 December 2012
|-
| [[:de:Marchegger Ostbahn|Marchegger Eastern railway]] (upgrade Vienna Stadlau - Slovakian border) || rowspan="2" | {{convert|200|km/h|4=0|abbr=on}}<ref name="UIC_HS-Atlas_2021"/> || 38 km<ref name="UIC_HS-Atlas_2021"/> || Unknown (past) || 2022 (expected)<ref name="UIC_HS-Atlas_2021"/>
|-
| [[:de:Pottendorfer Linie|Pottendorfer line]] (upgrade & new Vienna Inzersdorf Ort - Wr. Neustadt) || 47 km<ref name="UIC_HS-Atlas_2021"/> || Unknown (past) || 2023 (expected)<ref name="UIC_HS-Atlas_2021"/>
|-
| [[Koralm Railway]] (Graz - Klagenfurt) || {{convert|250|km/h|4=0|abbr=on}}<ref name="UIC_HS-Atlas_2021"/> || 125 km || 2001 || 2025 (expected)<ref name="UIC_HS-Atlas_2021"/><ref name=stiermark.orf.at>{{cite web
| url = https://steiermark.orf.at/stories/3026271/
| title = Koralmtunnel im Plan, Semmering mit Verzug
| publisher = [[steiermark.orf.at]]
| access-date = 2021-05-28
| archive-date = 12 November 2021
| archive-url = https://web.archive.org/web/20211112064430/https://steiermark.orf.at/stories/3026271/
| url-status = live
}}</ref>
|-
| [[Semmering Base Tunnel]] (Gloggnitz - Mürzzuschlag) || {{convert|230|km/h|4=0|abbr=on}}<ref name="UIC_HS-Atlas_2021"/> || 27.3 km || 2012 || 2030 (expected)<ref name=":0">{{Cite web |date=2022-04-26 |title=Further delay to Semmering Base Tunnel |url=https://www.railjournal.com/infrastructure/further-delay-to-semmering-base-tunnel/ |access-date=2022-04-27 |website=International Railway Journal |language=en-GB}}</ref>
|-
| [[Brenner Base Tunnel]] & its Austrian access (Volders-Baumkirchen - Italian border) || {{convert|250|km/h|mph|0|abbr=on}}<ref name="UIC_HS-Atlas_2021"/> || {{Cvt|46|km|4=}}<ref name="UIC_HS-Atlas_2021"/> || Summer 2006 || 2032 (expected)<ref>Brenner Base Tunnel Delayed ''[[Modern Railways]]'' issue 874 July 2021 page 80</ref><ref name=bbt-se>{{cite web
| url = https://www.bbt-se.com/tunnel/projektueberblick/
| title = Brennerbasistunnel
| publisher = [[Brenner Base Tunnel|bbt]]
| access-date = 2021-05-28
| archive-date = 31 May 2021
| archive-url = https://web.archive.org/web/20210531141214/https://www.bbt-se.com/tunnel/projektueberblick/
| url-status = live
}}</ref>
|-
| [[North railway (Austria)|North Railway]] (upgrade Gänserndorf - Břeclav, Czech Republic) || {{convert|200|km/h|4=0|abbr=on}}<ref name="UIC_HS-Atlas_2021"/> || 47 km<ref name="UIC_HS-Atlas_2021"/> || 2024 (expected)<ref name="UIC_HS-Atlas_2021"/> || 2030 (expected)
|-
| [[Western Railway (Austria)|Western Railway]] (new line Köstendorf - Salzburg) || {{convert|250|km/h|mph|0|abbr=on}}||21.3 km || 2025/2026 (expected) ||2040 (expected)
|-
| [[New Lower Inn Valley railway]] (Kundl - Brannenburg, Germany) || {{convert|230|km/h|4=0|abbr=on}}|| 25 km || Unknown (future) || Unknown (future)
|}

===Switzerland===
{{main|High-speed rail in Switzerland}}
[[File:GBT north.jpg|thumb|SBB [[EuroCity]] entering the [[Gotthard Base Tunnel]]]]
The French-Swiss co-operation [[TGV Lyria]] and German [[InterCityExpress|ICE]] lines extend into Switzerland, but given the dense rail traffic and the often difficult terrain, they do not attain speeds higher than {{convert|200|km/h|4=0|abbr=on}} (ICE3) or {{convert|160|km/h|4=0|abbr=on}} (TGV, ICE1, ICE2). The fastest Swiss train is the [[SBB RABe 501]] also named Giruno. It is operated by the [[SBB-CFF-FFS|Swiss Federal Railways]] since May 2016. They can reach higher speeds than conventional trains on the curve-intensive Swiss network, however the top speed of {{convert|200|km/h|4=0|abbr=on}} can only be reached on high-speed lines. The former [[Cisalpino]] consortium owned by the Swiss Federal Railways and [[Trenitalia]] used [[Pendolino]] tilting trains on two of its international lines. These trains are now operated by the Swiss Federal Railways and Trenitalia.

To address transalpine freight and passenger bottlenecks on its roads and railways, Switzerland launched the Rail2000 and [[NRLA]] projects.
{| class="wikitable"
|-
! Line !! Max speed !! Operating speed (passenger) !! Length !! Construction began !! Construction completed or start of revenue services
|-
| [[Mattstetten–Rothrist new line]] || 200 km/h || {{convert|200|km/h|4=0|abbr=on}}|| {{convert|45|km|mi||abbr=on}}|| 1996 || 2004
|-
| [[Solothurn–Wanzwil railway|Solothurn-Wanzwil new line]] || 200/140 km/h (per section) || 200/140 km/h (per section) || {{convert|12|km|mi||abbr=on}}|| || 2004
|-
| [[Lötschberg Base Tunnel]] || {{convert|250|km/h|4=0|abbr=on}}|| {{convert|200|km/h|4=0|abbr=on}}|| 35 km || 1994 || 2007
|-
| [[Gotthard Base Tunnel]] || 250/230 km/h (technical/authorized) || 200/230 km/h (normal/if delay) || 57 km || 1999 || 2016
|-
| [[Ceneri Base Tunnel]] || 250/230 km/h (technical/authorized) || 200/230 km/h (normal/if delay) || 15 km || 2006 || 2020
|}

==Nordic countries==

===Denmark===
{{Main|High-speed rail in Denmark}}
[[File:Danish rail network approved lines.svg|thumb|Current completed and approved high-speed lines set to be built or upgraded in Denmark]]
Denmark is currently in the process of building two high-speed corridors: An international corridor linking Sweden to Germany through [[Ny Ellebjerg station|Copenhagen South]], and a national corridor aiming to reduce travel times between the five biggest cities to less than one hour.

Denmark's two biggest cities, [[Copenhagen]] and [[Aarhus]], are about {{convert|300|km|mi|0|abbr=on}} apart, and there is a political target to reach a two-hour traveling time, and {{convert|200|km/h|4=0|abbr=on}} is set as a target speed.<ref>{{cite web|url=http://www.banekonference.dk/sites/default/files/slides/8/2013%20Dorte%20Wadum.pdf|title=Trafikplan for den statslige jernbane 2012–2027 samt Togfonden DK|language=da|publisher=Danish Transport Authority|date=2013-05-21|access-date=2013-09-21|archive-url=https://web.archive.org/web/20160816114127/http://www.banekonference.dk/sites/default/files/slides/8/2013%20Dorte%20Wadum.pdf|archive-date=16 August 2016|url-status=dead}}</ref> Some parts are planned to be rerouted because the present railway is too curvy. These new sections are to designed for at least {{convert|250|km/h|4=0|abbr=on}}.

The top speed of some parts of the main lines is {{convert|180|km/h|4=0|abbr=on}},<ref>{{cite web|url=http://www.bane.dk/db/filarkiv/6047/Bilag_14_2011.pdf|title=Maksimal strækningshastighed(max speed)|language=da|publisher=Rail Net Denmark/Banedanmark|date=2009-12-01|access-date=2013-09-21|archive-date=23 September 2015|archive-url=https://web.archive.org/web/20150923182404/http://www.bane.dk/db/filarkiv/6047/Bilag_14_2011.pdf|url-status=live}}</ref> these are however small sections of the main lines which are quickly passed onto slower sections around {{convert|140-160|km/h|4=0|abbr=on}}. Most parts of the rail network are unelectrified – thus slowing acceleration and top speed.<ref>{{cite web|url=http://www.bane.dk/db/filarkiv/6040/Bilag_08_2011.pdf|title=Elektrificering|language=da|publisher=Rail Net Denmark/Banedanmark|date=2009-12-01|access-date=2013-09-21|archive-date=23 September 2013|archive-url=https://web.archive.org/web/20130923064327/http://www.bane.dk/db/filarkiv/6040/Bilag_08_2011.pdf|url-status=live}}</ref> Since 2007 it has been common practice for the infrastructure provider [[Banedanmark]] to pad the timetables with extra time to a near European record, resulting in railway companies which only utilize the top speeds to make up for lost time.<ref>{{cite news|url=http://ing.dk/artikel/danmarks-jernbaner-er-europamestre-i-koereplansluft-159819|title=Danmarks jernbaner er europamestre i køreplansluft|language=da|newspaper=Ingeniøren|date=2013-06-21|access-date=2013-09-21|archive-date=29 September 2013|archive-url=https://web.archive.org/web/20130929191623/http://ing.dk/artikel/danmarks-jernbaner-er-europamestre-i-koereplansluft-159819|url-status=live}}</ref><ref>{{cite news|url=http://ing.dk/artikel/danske-togpassagerer-maa-leve-med-unoedvendigt-lange-rejsetider-159831|title=Danske togpassagerer må leve med unødvendigt lange rejsetider|language=da|newspaper=Ingeniøren|date=2013-06-21|access-date=2013-09-21|archive-date=29 September 2013|archive-url=https://web.archive.org/web/20130929213634/http://ing.dk/artikel/danske-togpassagerer-maa-leve-med-unoedvendigt-lange-rejsetider-159831|url-status=live}}</ref>
Some of the rolling stock running on the Danish rail network are capable of reaching {{convert|200|km/h|4=0|abbr=on}}, the [[SJ 2000]] and the [[IC4]] (the IC4 is only allowed up to 180 km/h or 112 mph in regular operation).

Denmark's unique signalling system, which contains numerous obsolete components, is being replaced with [[ERTMS]] 2, to be finished in 2030. This is a requirement for speeds higher than {{convert|180|km/h|4=0|abbr=on}}.<ref>{{cite web |url=http://timetravel.mementoweb.org/memento/2017/http://www.bane.dk/visArtikel.asp?artikelID=7786 |title=En hurtig gris bliver aldrig en væddeløbshest |language=da |publisher=Banedanmark |access-date=2013-09-21 |url-status=dead |archive-url=https://web.archive.org/web/20130923064901/http://www.bane.dk/visArtikel.asp?artikelID=7786 |archive-date=23 September 2013 |df=dmy-all }}</ref><ref>{{cite web |url=http://timetravel.mementoweb.org/memento/2017/http://www.bane.dk/visArtikel.asp?artikelID=9919 |title=Det nye signalsystem: ERTMS |language=da |publisher=Banedanmark |access-date=2013-09-21 |url-status=dead |archive-url=https://web.archive.org/web/20130923063614/http://www.bane.dk/visArtikel.asp?artikelID=9919 |archive-date=23 September 2013 |df=dmy-all }}</ref>

[[Sydbanen|The railway line from Ringsted towards]] the future [[Fehmarn Belt Fixed Link]] was upgraded to a {{convert|200|km/h|4=0|abbr=on}} doubletracked line in 2021.<ref>{{cite web|url=http://timetravel.mementoweb.org/memento/2017/http://www.bane.dk/visBanearbejde.asp?artikelID=17696|title=Ny dobbeltsporet jernbane ned til Femern Bælt|language=da|publisher=Banedanmark|access-date=2013-09-21|url-status=dead|archive-url=https://web.archive.org/web/20130923065517/http://www.bane.dk/visBanearbejde.asp?artikelID=17696|archive-date=23 September 2013|df=dmy-all}}</ref> Once the fixed link project is completed, Denmark will be able to link the Swedish high-speed lines with the rest of the European high-speed rail network. As Germany is electrifying and upgrading the [[Lübeck–Puttgarden railway]] from the current limit of between {{convert|100 and 160|km/h|4=1|abbr=on}} to {{convert|200|km/h|4=0|abbr=on}}, the only non-highspeed section will be [[Lübeck–Hamburg railway|Lübeck–Hamburg]].

In 2013 the Danish Government (consisting of the parties: the [[Social Democrats (Denmark)|Social Democrats]], the [[Danish Social Liberal Party]] and the [[Socialist People's Party (Denmark)|Socialist People's Party]]) along with the supporting party [[Red–Green Alliance (Denmark)|Red–Green Alliance]] and the opposition party [[Danish People's Party]] entered an ambitious political agreement on the infrastructure project called "The Train Fund DK". The main component of the agreement is to raise taxes on the oil companies operating in the Danish parts of the [[North Sea]] in order to raise 2,8 billion pounds{{clarify|date=May 2016}} earmarked for railway upgrades. The first priority is to reduce the travel time between Denmark's two biggest cities, [[Copenhagen]] and [[Aarhus]] to two hours. This includes upgrading all main lines to handle speeds up to {{convert|200|km/h|4=0|abbr=on}} and building three new high-speed lines with speeds up to {{convert|250|km/h|4=0|abbr=on}}, which later can be upgraded to {{convert|300|km/h|4=0|abbr=on}}. Furthermore, all main lines and many regional lines will be electrified.<ref>{{cite web|url=http://www.skm.dk/presse/presse/pressemeddelelser/9801.html|title=Regeringen, Enhedslisten og Dansk Folkeparti indgår aftale om harmonisering af beskatningen i Nordsøen|language=da|publisher=Skatteministeriet|date=2013-09-13|access-date=2013-09-21|archive-date=27 September 2013|archive-url=https://web.archive.org/web/20130927075439/http://www.skm.dk/presse/presse/pressemeddelelser/9801.html|url-status=live}}</ref><ref>{{cite web|url=http://www.trm.dk/~/media/Files/Publication/2014/Togfond%20janaur%2014/AFTALE%20OM%20TOGFONDEN%20DK%20ENDELIG.pdf|title=Togfonden DK – højhastighed og elektrificering på den danske jernbane|language=da|publisher=Trafikministeriet|access-date=2014-02-07|archive-url=https://web.archive.org/web/20140201162308/http://www.trm.dk/~/media/Files/Publication/2014/Togfond%20janaur%2014/AFTALE%20OM%20TOGFONDEN%20DK%20ENDELIG.pdf|archive-date=1 February 2014|url-status=dead}}</ref>
{| class="wikitable"
|-
! Line !! Operating speed !! Length !! Construction began !! Start of revenue services
|-
| [[Øresund Bridge|Øresund fixed link]] || {{convert|200|km/h|4=0|abbr=on}}|| {{convert|7|km|mi||abbr=on}}|| 1995 || 2000
|-
| [[Copenhagen–Ringsted Line]]<ref name="railwaygazette2">{{cite web |title=World rail infrastructure market February 2011 |url=http://www.railwaygazette.com/nc/news/single-view/view/world-rail-infrastructure-market-february-2011.html |url-status=live |archive-url=https://web.archive.org/web/20110221074516/http://www.railwaygazette.com/nc/news/single-view/view/world-rail-infrastructure-market-february-2011.html |archive-date=21 February 2011 |access-date=2015-03-28 |publisher=Railway Gazette International}}</ref>|| {{convert|250|km/h|4=0|abbr=on}} (currently {{convert|180|km/h|4=0|abbr=on}}) || {{convert|60|km|mi||abbr=on}}|| 2011 || June 2019 at {{convert|180|km/h|4=0|abbr=on}};<ref>{{cite web |date=2019-05-31 |title=Denmark launches Copenhagen – Ringsted high-speed line |url=https://www.railjournal.com/passenger/high-speed/denmark-launches-copenhagen-ringsted-high-speed-line/ |url-status=live |archive-url=https://web.archive.org/web/20190615124127/https://www.railjournal.com/passenger/high-speed/denmark-launches-copenhagen-ringsted-high-speed-line/ |archive-date=15 June 2019 |access-date=2019-06-13 |website=International Railway Journal |language=en}}</ref> upgrade to {{convert|250|km/h|4=0|abbr=on}} expected in 2023
|-
|[[Sydbanen|Ringsted]]–[[Fehmarn Belt Fixed Link|Fehmarn]] (part of [[Vogelfluglinie]])<ref>{{cite web |title=Ringsted-Femern Banen |url=https://www.bane.dk/Borger/Baneprojekter/Ringsted_Femern-Banen/Tidsplan |url-status=live |archive-url=https://web.archive.org/web/20190413094300/https://www.bane.dk/Borger/Baneprojekter/Ringsted_Femern-Banen/Tidsplan |archive-date=13 April 2019 |access-date=2019-07-02 |publisher=Bane.dk}}</ref>|| {{convert|200|km/h|4=0|abbr=on}}|| {{convert|115|km|mi||abbr=on}}|| 2013 || Expected 2029<ref>{{cite web |title=Femern A/S – The tunnel across Fehmarnbelt |url=https://femern.com/en |url-status=live |archive-url=https://web.archive.org/web/20190707092526/https://femern.com/en |archive-date=7 July 2019 |access-date=2019-06-13 |website=Femern.com |language=en}}</ref>
|}

===Finland===
[[File:Finnish railroad network speeds 2011.svg|thumb|Running speeds on the Finnish railway network]]
{{See also|High-speed rail in Finland|VR Class Sm3|Karelian Trains Class Sm6}}
In Finland the national railway company [[VR Group|VR]] operates tilting [[Alstom]] [[Pendolino]] trains. The trains reach their maximum speed of {{convert|220|km/h|4=0|abbr=on}} in regular operation on a {{convert|60|km|4=0|abbr=|adj=on}} route between [[Kerava]] and [[Lahti]]. [[Kerava–Lahti railway line|This portion of track]] was opened in 2006. The trains can run at {{convert|200|km/h|4=0|abbr=on}} on a longer route between [[Helsinki]] and [[Seinäjoki]] and peak at that speed between Helsinki and [[Turku]].<ref>{{cite web|url=http://www.rhk.fi/rataverkko/tekniset_tiedot/liikennenopeudet/ |title=Liikennenopeudet|access-date=15 July 2010 |url-status=dead |archive-url=https://web.archive.org/web/20081004200115/http://www.rhk.fi/rataverkko/tekniset_tiedot/liikennenopeudet/ |archive-date=4 October 2008 }}</ref> The main railway line between Helsinki and [[Oulu]] is being upgraded between Seinäjoki and Oulu to allow for trains to run at speeds between {{convert|160|and|200|km/h|abbr=on}}.<ref>{{cite web|url=http://www.rhk.fi/hankkeet/rakennuttaminen/ratahanke_seinajoki-oulu/|title=Ratahallintokeskus (RHK) >> Hankkeet >> Rakennuttaminen >> Ratahanke Seinäjoki-Oulu |access-date=15 July 2010 |url-status=dead |archive-url=https://web.archive.org/web/20090207055256/http://www.rhk.fi/hankkeet/rakennuttaminen/ratahanke_seinajoki-oulu/ |archive-date=7 February 2009 }}</ref> Other parts of the Finnish railway network are limited to lower speed.

Between 2007 and 2010 the Russian line from the Finnish border to Saint Petersburg was electrified and improved to allow higher running speeds. The Finnish line ([[Riihimäki – Saint Petersburg Railway]]) was also upgraded where needed, mostly to {{convert|200|km/h|4=0|abbr=on}}. In 2010, a new service called [[VR Class Sm6|Allegro]] started between Helsinki and [[Saint Petersburg]], using the improved network. The service has a journey time of 3½ hours. It utilizes a new Pendolino model, supporting both Finnish and Russian standards.<ref>{{cite web |url=http://www.vrgroup.fi/vakiolinkit/VRinforms/news_110.html |title=Karelian Trains orders high-speed trains for Helsinki-St Petersburg route |author=[[VR Group]] |date=2007-09-06 |url-status=dead |archive-url=https://web.archive.org/web/20080516143423/http://www.vrgroup.fi/vakiolinkit/VRinforms/news_110.html |archive-date=16 May 2008 |df=dmy-all }}</ref><ref name="hs.fi">{{cite web |url=http://www.hs.fi/english/article/New+high-speed+rail+link+between+Helsinki+and+St+Petersburg+likely+to+attract+business+travellers/1135245341229 |title=Finland |publisher=Hs.fi |access-date=2015-03-28 |archive-date=25 April 2009 |archive-url=https://web.archive.org/web/20090425135434/http://www.hs.fi/english/article/New+high-speed+rail+link+between+Helsinki+and+St+Petersburg+likely+to+attract+business+travellers/1135245341229 |url-status=live }}</ref> Four new trains have been delivered, with a top speed of {{convert|220|km/h|4=0|abbr=on}}. As of 2022, the service is on hold, a consequence of the [[2022 Russian invasion of Ukraine]].<ref>{{Cite web |date=2022-05-14 |title=Suspended trains, empty roads, vacant malls: Silence blankets Finland's border with Russia |url=https://www.politico.eu/article/finland-russia-border-allegro-train-helsinki-st-petersburg/ |access-date=2022-10-24 |website=POLITICO |language=en-US}}</ref>

The planned [[Helsinki–Turku high-speed railway]] featuring new track from Espoo to Salo would be capable of maximum speeds of {{convert|300|km/h|4=0|abbr=on}}, making this the fastest railway in Finland once built.

{| class="wikitable"
|-
! Line !! Speed !! Length !! Construction began !! Expected start of revenue services
|-
| ELSA-rata (Espoo-Salo Railway) || {{convert|300|km/h|4=0|abbr=on}}|| {{convert|95|km|4=|abbr=on}}|| Planned || 2031
|}

===Iceland===
A {{convert|49|km|mi|abbr=on}} long railway, the first in [[Iceland]], has been proposed to link [[Keflavík International Airport]] to the capital city of [[Reykjavík]] in order to relieve one of the country's busiest roads. The railway would accommodate high-speed trains of up to {{convert|250|km/h|4=0|abbr=on}}, with an average speed of {{convert|180|km/h|4=0|abbr=on}}, which would enable the distance to be travelled within just 18 minutes. As of 2022, the project had not advanced beyond the proposal stage.<ref>{{Cite web |last=Moerland |first=Mariska |date=2022-06-29 |title=Is there any news on Borgarlína or the airport train? |url=https://www.icelandreview.com/ask-ir/is-there-any-news-on-borgarlina-or-the-airport-train/ |access-date=2022-10-24 |website=Iceland Review |language=en-US}}</ref>
{| class="wikitable"
|-
! Line !! Speed !! Length !! Construction began !! Expected start of revenue services
|-
| Reykjavik Airport Rail Link || {{convert|250|km/h|4=0|abbr=on}}|| {{convert|49|km|4=|abbr=on}}|| Planned || 2025
|}

===Norway===
[[File:Flytoget Oslo S.jpg|thumb|The [[Flytoget]] at [[Oslo]] station, Norway ]]
{{Main|High-speed rail in Norway}}
Norway has several high speed stretches radiating from Oslo. These have speeds ranging from {{convert|200 to 250|km/h||0|abbr=on}}. Several new railroad stretches are under construction and the complete Intercity triangle from Oslo will be finished by 2030.

Norway's only high-speed line is the {{convert|64|km|mi|0|abbr=on}} Gardermobanen (The Gardermoen Railway), which links [[Oslo Airport, Gardermoen|Oslo Airport]] (OSL) with the metropolitan areas of [[Oslo]]. Here the Flytoget (the Airport Express Train) and some of the NSB (Norwegian State Railways) trains operate at speeds of up to {{convert|210|km/h|mph|0|abbr=on}}.<ref>{{cite web |url=http://www.flytoget.no/eng/About-Flytoget |title=About Flytoget |author=[[Airport Express Train]] |access-date=2008-05-28 |archive-url=https://web.archive.org/web/20071117030413/http://www.flytoget.no/eng/About-Flytoget |archive-date=17 November 2007 |url-status=dead |df=dmy-all }}</ref> Gardermobanen contributes to give rail transport a relatively high market share. Almost 38% of the OSL passengers come by train, about 21% by bus, and about 40% by car.

Some more new high-speed lines are planned to be built in the Oslo region, during the 2010 and 2020 decades. Today, however, only small parts of Norway's rail network permit speeds faster than {{convert|130|km/h|4=0|abbr=on}}.

There is a political climate for building more high-speed railway services in Norway, including long-distance lines from Oslo to [[Trondheim]], [[Bergen]], [[Stavanger]] and [[Gothenburg]]. They are assumed to be dedicated single-track high-speed railways having up to {{convert|250|km/h|4=0|abbr=on}}. This is still at the feasibility planning stages.<ref>{{cite web|url=http://www.jernbaneverket.no/english/article.jhtml?articleID=1590400 |title=Highspeed -lines: Further steps should be taken |author=[[Norwegian National Rail Administration]] |date=2008-05-13 |access-date=2015-03-28 |url-status=dead |archive-url=https://web.archive.org/web/20090201214702/http://www.jernbaneverket.no/english/article.jhtml?articleID=1590400 |archive-date=1 February 2009 |df=dmy }}</ref>

The Norwegian government is examining five lines radiating out from Oslo to Bergen, [[Kristiansand]]/Stavanger, Trondheim, Gothenburg, and [[Stockholm]]. A sixth line would be a coastal line between Bergen, Haugesund and Stavanger. At least two investigations on cost and benefit have been made. A more indepth analysis covering route analysis of the 6 lines will be made on order by the Norwegian government beginning late 2010.<ref>{{cite web |url=http://www.railwaygazette.com/nc/news/single-view/view/high-speed-study-contracts-awarded.html |title=High speed study contracts awarded |publisher=Railway Gazette International |access-date=2015-03-28 |archive-date=15 June 2011 |archive-url=https://web.archive.org/web/20110615153009/http://www.railwaygazette.com/nc/news/single-view/view/high-speed-study-contracts-awarded.html |url-status=live }}</ref>

The closest {{convert|50|–|100|km|mi|0|abbr=on}} from Oslo on each of these lines have good potential for regional trains (except towards Stockholm). Upgrade and new construction to high-speed standard have to some extent already taken place like for [[Gardermobanen]]. More is being built and is planned, but with the present ambition it will take decades to have high-speed standard the closest {{convert|100|km|mi|0|abbr=on}} from Oslo on all these lines. The ambition is to some day have {{convert|200|km/h|4=0|abbr=on}} or more to [[Halden]], [[Skien]], [[Hønefoss]] and [[Hamar]]. These projects have higher priority than the long-distance projects. They are also preconditions for the long-distance projects, since they will be used by long-distance trains.

{| class="wikitable"
|-
! Line !! Speed !! Length !! Construction began !! Start of revenue services
|-
| [[Vestfold Line|Drammen – Tønsberg]] || rowspan="2" | {{convert|200-250|km/h||0|abbr=on}}|| ≈{{convert|63|km|mi|1|abbr=on}}|| 1993 || 2012–≈2025
|-
| [[Dovre Line|Eidsvoll – Hamar]] || ≈{{convert|60|km|mi|1|abbr=on}}|| 2012 || 2015–≈2025
|-
| [[Follo Line|Oslo – Ski]] || {{convert|250|km/h|4=0|abbr=on}}|| {{convert|22.5|km|mi||abbr=on}}|| 2020 || 11 December 2022
|}
Parts of the new built route Drammen – Tønsberg is in operation with trains ([[Stadler FLIRT]]) capable of 200 km/h.

===Sweden===
{{Main|High-speed rail in Sweden}}
Newly built lines such as the West Coast Line, the Svealand line and the Bothnia line of the network can be relatively easily upgraded to {{convert|250|km/h|4=0|abbr=on}}. This requires new signalling system, new trains and perhaps other minor efforts. The old main lines are difficult to upgrade due costs for increasing the bearing of the track. Most bridges and long sections of the main lines need to be rebuilt to allow {{convert|250|km/h|4=0|abbr=on}}.

There are investigations regarding high-speed trains in Sweden, and to evaluate if the Western and Southern Mainline should be upgraded to {{convert|250|km/h|4=0|abbr=on}} or if a whole new network of high-speed railway for {{convert|280–320|km/h||0|abbr=on}} should be built between [[Stockholm]]–[[Linköping]]–[[Jönköping]]–[[Gothenburg]] and between [[Jönköping]]–[[Malmö]]–[[Copenhagen]]. The plan is to ease the situation on the existing railways that are relatively congested, combined with better travel times between both the largest three cities in Sweden, as well as fast regional trains between the cities along the routes (which today in many cases have no or slow railways).

An informal date suggestion by the Banverket is operation by year 2030. For two parts ([[Södertälje]]–[[Linköping]] and [[Mölnlycke]]–[[Bollebygd]]) detailed planning is done, and they are expected to have construction start by around 2017 and be in operation by around 2025.<ref>{{cite web |url=http://www.trafikverket.se/nara-dig/Vastra-gotaland/projekt-i-vastra-gotalands-lan/GoteborgBoras/ |title=Göteborg–Borås, dubbelspårig höghastighetsjärnväg – Trafikverket |website=Trafikverket.se |date=2016-04-21 |access-date=2016-05-05 |archive-date=17 November 2015 |archive-url=https://web.archive.org/web/20151117215216/http://www.trafikverket.se/nara-dig/Vastra-gotaland/projekt-i-vastra-gotalands-lan/GoteborgBoras/ |url-status=live }}</ref><ref>{{cite web |url=http://www.trafikverket.se/nara-dig/sodermanland/projekt-i-sodermanlands-lan/ostlanken/ |title=Projekt Ostlänken. Ny dubbelspårig höghastighetsjärnväg Järna – Linköping. – Trafikverket |website=Trafikverket.se |access-date=2016-05-05 |url-status=dead |archive-url=https://web.archive.org/web/20160504095243/http://www.trafikverket.se/nara-dig/Sodermanland/projekt-i-sodermanlands-lan/Ostlanken/ |archive-date=4 May 2016 |df=dmy-all }}</ref>

Many of the newly built railway lines in [[Sweden]] are adapted for speeds up to {{convert|250|km/h|4=0|abbr=on}}, such as [[Botniabanan]], [[Grödingebanan]], [[Mälarbanan]], [[Svealandsbanan]], [[Västkustbanan]], and [[Norway/Vänern Line|Vänernbanan]].<ref>{{cite web|url=http://www22.vv.se/bv_templates/default____22042.aspx |title=Gothenburg – Trollhättan|access-date=17 September 2012 |url-status=dead |archive-url=https://web.archive.org/web/20101027112757/http://www22.vv.se/bv_templates/default____22042.aspx |archive-date=27 October 2010 }}</ref>
The problem that is slowing down high-speed rail in Sweden is the present signaling system ([[Automatic Train Control|ATC]]), which does not allow speeds over {{convert|200|km/h|4=0|abbr=on}}. It can be upgraded, but it will not be done since it shall be replaced by the European signaling system [[ERTMS]] level 2 on major lines in the near future, allowing high speeds up to {{convert|250|km/h|4=0|abbr=on}}.<ref>{{cite web|url=http://www.trafikverket.se/Om-Trafikverket/Spraksida/English-Engelska/The-Swedish-ERTMS-Programme/|title=The Swedish ERTMS Programme |access-date=17 September 2012 |url-status=dead |archive-url=https://web.archive.org/web/20100825132302/http://www.trafikverket.se/Om-Trafikverket/Spraksida/English-Engelska/The-Swedish-ERTMS-Programme/ |archive-date=25 August 2010 }}</ref> ERTMS level 2 has been installed and is being tried out on [[Botniabanan]], and that railway allows {{convert|250|km/h|4=0|abbr=on}}, although no passenger train goes above {{convert|200|km/h|4=0|abbr=on}} for now. The train set [[Regina (train)|X55-Regina]] has been delivered to the rail company [[SJ AB|SJ]] with the max speed of {{convert|200|km/h|4=0|abbr=on}} but with the option to upgrade the [[Electric multiple unit|EMU]] to {{convert|250|km/h|4=0|abbr=on}} when possible.<ref>{{cite web|url=http://www.jarnvag.net/index.php/vagnguide/motorvagnar-i-trafik/x55 |title=Hem / Vagnguide / Motorvagnar i trafik / X55 |access-date=17 September 2012 |url-status=dead |archive-url=https://web.archive.org/web/20120818043810/http://www.jarnvag.net/index.php/vagnguide/motorvagnar-i-trafik/x55 |archive-date=18 August 2012 }}</ref> These trains haven't got increased speed as of 2022, but SJ has in 2022 ordered new [[Bombardier Zefiro|Zefiro]] trains which shall be able to go in 250 kph. Also the mix with freight trains slow down the practical speed.

There are five major high-speed projects proposed in Sweden with speeds between {{convert|250|and(-)|350|km/h|abbr=on}}.
* '''[[Norrbotniabanan]]''', [[Umeå]] – [[Luleå]], is a future major rail project that will be built for {{convert|250|km/h|4=0|abbr=on}} with mixed passenger and freight traffic in northern Sweden, mainly to relieve the highly congested and old single track [[Main Line Through Upper Norrland]] increase freight traffic, and greatly speed up passenger traffic along the coast.<ref>{{cite web |url=http://www.trafikverket.se/Privat/Projekt/Norrbotten/Norrbotniabanan/ |title=Norrbotniabanan – Trafikverket |publisher=Trafikverket.se |date=2014-01-28 |access-date=2015-03-28 |url-status=dead |archive-url=https://web.archive.org/web/20150402121001/http://www.trafikverket.se/Privat/Projekt/Norrbotten/Norrbotniabanan/ |archive-date=2 April 2015 |df=dmy-all }}</ref>
* '''[[Ostlänken]]''': [[Järna]] – [[Linköping]], which would relieve the congested and slow conventional main lines on the stretch Järna-Linköping, [[Södra stambanan]].<ref name="trafikverket.se">{{cite web|url=http://www.trafikverket.se/Privat/Projekt/Vastra-Gotaland/Gotalandsbanan/delprojekt/ostlanken/|title=Ostlänken är en cirka 15 mil lång planerad dubbelspårsjärnväg mellan Järna och Linköping. |access-date=17 September 2012 |url-status=dead |archive-url=https://web.archive.org/web/20120916015202/http://www.trafikverket.se/Privat/Projekt/Vastra-Gotaland/Gotalandsbanan/delprojekt/ostlanken/ |archive-date=16 September 2012 }}</ref><ref>{{cite web |url=http://www.trafikverket.se/PageFiles/11971/Kapacitetssituation%202009.pdf |title=Banverket Leveransdivisionen Rapport |publisher=Trafikverket.se |access-date=2015-03-28 }}{{dead link|date=November 2017 |bot=InternetArchiveBot |fix-attempted=yes }}</ref>
* '''[[Götalandsbanan]]''': Gothenburg – [[Borås]] – [[Jönköping]] – [[Linköping]], connecting to Ostlänken. It would reduce travel time Gothenburg-Stockholm from 3.05 h to 2h, and much improve some regional travel times.<ref>{{cite web |url=http://www.trafikverket.se/resa-och-trafik/jarnvag/Sveriges-jarnvagsnat/Gotalandsbanan/ |title=Götalandsbanan – Trafikverket |website=Trafikverket.se |date=2014-01-24 |access-date=2016-05-05 |archive-date=18 November 2015 |archive-url=https://web.archive.org/web/20151118044020/http://www.trafikverket.se/resa-och-trafik/jarnvag/Sveriges-jarnvagsnat/Gotalandsbanan/ |url-status=live }}</ref>
* '''[[Europabanan]]''': Jönköping – [[Hässleholm]] and [[Helsingborg]]. The discussed extension to [[Helsingør]] (Tunnel under [[Øresund]]) and Copenhagen, is now (2016) unlikely due to Danish resistance.<ref>{{cite web |url=http://www.europabanan.nu/ |title=Start |publisher=Europabanan.nu |access-date=2015-03-28 |archive-url=https://web.archive.org/web/20090923131508/http://www.europabanan.nu/ |archive-date=23 September 2009 |url-status=dead |df=dmy-all }}</ref>
* '''[[Hässleholm]]–[[Lund]]'''. The existing is fairly fast at around 160 kph, but congested with mix of local and high-speed trains. A new parallel high-speed railway between these cities is planned in detail.
The three first listed and the last, but not Europabanan, have been prospected by Trafikverket. In several cases the detailed alignment have been decided.
The Swedish Conservative government 2006–2014 showed little interest in major railway projects. But the socialist/environmentalist government has from 2014 started further negotiations on stations and other alignment. There is plan to start building Gothenburg – Borås and Ostlänken in 2019. The other railways are expected to be built some years after. As of 2022 there is no decision. A problem is that cost has been increasing a lot.

With the [[2022 Swedish general election|2022 elections]], the left-wing–green–liberal constellation lost its majority and a [[Kristersson Cabinet|new right-wing government]] was formed, which cancelled the main high-speed rail projects in southern and central Sweden.<ref>{{cite news|url=https://www.railjournal.com/passenger/high-speed/sweden-abandons-high-speed-programme/|title=Sweden abandons high-speed programme|accessdate=2023-07-04|date=2023-01-12|magazine=[[International Railway Journal]]|last=Burroughs|first=David}}</ref>

==South-east==

===Turkey===
{{update|date=January 2021}}
[[File:Rail transport map of Turkey.png|right|thumb|Turkish HSR Network: [[High-speed rail]] lines in service, those under construction, and those in the planning stages]]
{{Main|High-speed rail in Turkey}}
Turkey started building high-speed rail lines in 2003 aiming a double-track high-speed rail network through the country allowing a maximum speed of {{convert|250|km/h|mph|0|abbr=on}}<ref>{{cite web |url=http://hizlitren.tcdd.gov.tr/ |title=Index |publisher=Hizlitren.tcdd.gov.tr |access-date=2015-03-28 |url-status=dead |archive-url=https://web.archive.org/web/20150403111434/https://hizlitren.tcdd.gov.tr/ |archive-date=3 April 2015 |df=dmy-all }}</ref> Only the planned line between [[İstanbul]], [[Edirne]] and [[Kapıkule]] is situated in the European part of the country.

The first line that was built aimed to connect İstanbul to [[Ankara]] (via [[Eskişehir]]) reducing the travel time from 6 – 7 hours to 3.5 hours. The Eskişehir-Ankara line started operating regular services on 14 March 2009 with a maximum speed of {{convert|250|km/h|mph|0|abbr=on}}, being the first High Speed Rail Service in Turkey making the [[Turkish State Railways]] the 6th European national rail company to offer HSR services (although these are situated in the Asian part of the country). The Eskişehir-[[Pendik railway station|İstanbul(Pendik)]] line is inaugurated in 2014 and the line extended to [[Halkalı railway station|Halkalı]] in European side with [[Marmaray]] project via [[Marmaray Tunnel]] on 12 March 2019.

The Ankara – [[Konya]] line construction began in 2006 and inaugurated in 2011. The travel time was cut to 70 minutes on this route. The Konya – Karaman route was also began construction in 2016 and inaugurated in February 2021. The construction of the Ankara – [[Kırıkkale]] – [[Yozgat]] – [[Sivas]] line began in February 2009 and inaugurated in 26 th of April in 2023. The travel time between Ankara and Sivas is cut from 12 hours to 2.5 hours. Several other HSR line projects between major cities such as Ankara – [[Afyon]] – [[Uşak]] – [[İzmir]], Ankara – [[Kayseri]], Bilecik – [[Bursa, Turkey|Bursa]] – Bandırma, İstanbul – [[Edirne]] – [[Kapıkule]] (Bulgarian border), Karaman – Ulukışla and [[Mersin]] – [[Adana]] – [[Osmaniye Province|Osmaniye]] –[[Gaziantep]] lines are in construction phase. In addition [[Eskişehir]] – [[Afyon]] – [[Antalya]], Sivas – [[Erzincan]] and Aksaray – Ulukışla – [[Yenice, Tarsus|Yenice]] lines are planned to be built in the coming years. The Antalya – Alanya – Konya and [[Erzincan]] – [[Erzurum]] – [[Kars]] lines are also in planning phase. The total length of constructed lines is.

The first 12 high-speed trainsets are ordered from [[Construcciones y Auxiliar de Ferrocarriles|CAF]] company, Spain. Several new trainsets from Siemens were also bought for the Ankara-Konya line, now operating in all HSR lines in Turkey.

{| class="wikitable"
|-
! Line !! Speed !! Length !! Construction began !! Start of revenue services
|-
| [[Ankara]] – [[Sivas]] || {{convert|250|km/h|mph|0|abbr=on}}|| 446 km || 2009 || April 2023
|-
| [[Bandırma]] – [[Bursa]] – [[Osmaneli]]|| {{convert|200|km/h|mph|0|abbr=on}}|| {{convert|201|km|4=|abbr=on}}|| 2012 || expected 2024
|-
| [[Polatlı]] – [[İzmir]]|| {{convert|250|km/h|mph|0|abbr=on}}|| 654 km || 2012 || expected 2024 (Ankara to [[Afyonkarahisar]]) 2025 (İzmir)
|-
| [[Karaman]] – [[Ulukışla]] || rowspan="4" | {{convert|200|km/h|mph|0|abbr=on}}|| {{convert|135|km|4=|abbr=on}}|| 2016 || expected 2023
|-
| [[Mersin]] – [[Adana]] – [[Gaziantep]] || 311 km || 2020 || expected 2024
|-
| [[İstanbul|İstanbul (Halkalı)]] – [[Kapıkule]] (Bulgarian border) || 229 km || 2019 || expected 2023 ([[Çerkezköy]] to Kapıkule) 2024 (Halkalı to Çerkezköy)
|-
| [[Yerköy]] – [[Kayseri]] || 142 km || 2022 || expected 2026
|}

===Greece===
{{Main|High-speed rail in Greece}}
Development of a modern rail network for Greece has been a major goal since the 1990s. In 1996, construction of what is currently known as the [[P.A.Th.E./P.]] was given the go-ahead. The line, which should have opened by 2004, will link [[Patras]], [[Athens]], [[Thessaloniki]] and the Greece–[[North Macedonia]] and Greece–[[Bulgaria]] borders in [[Idomeni]] and [[Promachonas]] respectively. The project faced lack of funding and construction difficulties. The Athens-Thessaloniki section has been finished, allowing a travel time of 3 hours 20 minutes, a reduction of three hours.

{| class="wikitable"
|-
! Line !! Speed !! Length !! Construction began !! Expected start of revenue services
|-
| [[Patras]] – [[Athens]] – [[Thessaloniki]] – borders with Republic of North Macedonia & Bulgaria || {{convert|160-200|km/h|4=0|abbr=on}}|| approx. {{Cvt|700|km}}|| 1994 || 2022 (parts already in operation)
|}

===Hungary and Romania===
November 2007, the two countries agreed to build a high-speed line between their capital cities [[Budapest]] and [[Bucharest]]{{citation needed|date=January 2023}} which would be a part of a larger transportation corridor Paris-Vienna-Budapest-Bucharest-[[Constanța]]. {{as of|2023}}, the railway from Bucharest to Constanța support speeds up to {{convert|160|km/h|mph|abbr=on}}. The plan for a high-speed railway through Budapest-Arad-Sibiu-Brașov-Bucharest-Constanța was officially included in the revised TEN-T plan in October 2013 as part of the Rhine-Danube Corridor.<ref name="capital.ro">{{cite web |url=http://www.capital.ro/detalii-articole/stiri/cum-s-a-schimbat-harta-europeana-a-cailor-de-transport-187889.html |title=Cum s-a schimbat harta europeană a căilor de transport |publisher=Capital.ro |date=2014-07-20 |access-date=2015-03-28 |archive-url=https://web.archive.org/web/20131025203958/http://www.capital.ro/detalii-articole/stiri/cum-s-a-schimbat-harta-europeana-a-cailor-de-transport-187889.html |archive-date=25 October 2013 |url-status=dead }}</ref> In 2022, the Romanian Ministry of Transport and Infrastructure announced a 120 million euros feasibility study for the construction of a high-speed line connecting Bucharest to Constanța and the [[Port of Constanța]], as well as a line to Budapest, making use of the [[Next Generation EU|European Union Recovery Instrument]] following the COVID-19 pandemic. The study is planned to be finished by 2026. Two variants of the line to Hungary are studied, including one through the [[Olt (river)|Olt river Valley]], passing [[Sibiu]], [[Cluj-Napoca|Cluj]] and [[Oradea]] with a length of 590 kilometres and an estimated cost of 17 billion euros. The second variant is a hybrid approach, which includes sections of lower speeds taking into account geographical aspects and economic profitability.<ref>{{Cite web |title=Romania to study first high-speed railway and revamp rail infrastructure |url=https://www.railtech.com/infrastructure/2022/04/28/romania-plans-to-study-first-high-speed-railway-and-revamps-rail-infrastructure/ |access-date=2023-01-09 |website=RailTech.com |language=en-GB}}</ref>

===Hungary and Serbia===
{{Main|Budapest–Belgrade–Skopje–Athens railway|Budapest–Belgrade railway}}

As a result of negotiations between the two European countries and China, it was decided to build a high-speed line between their capital cities [[Budapest]] and [[Belgrade]], as a part of a larger corridor Budapest-Belgrade-[[Niš]]-[[Skopje]]-[[Thessaloniki]]-[[Athens]], by upgrading the current [[Budapest–Belgrade railway|Budapest–Belgrade railway line]] to {{convert|200|km/h|mph|0|abbr=on}} in Serbia and to {{convert|160|km/h|mph|abbr=on}} in Hungary.<ref name="Budapest-Belgrade first stone">[https://www.mavcsoport.hu/mav/budapest-belgrad-vasutvonal-korszerusitese-alapkoletetel A Budapest-Belgrád vasútvonal korszerűsítése - alapkőletétel (Modernization of the Budapest-Belgrade railway line: Laying the foundation)], mavcsoport.hu, 15 October 2021.</ref><ref name="who-benefits-from">{{cite news |title=Who Benefits From the Chinese-Built Hungary-Serbia Railway? |url=https://thediplomat.com/2018/01/who-benefits-from-the-chinese-built-hungary-serbia-railway/ |access-date=1 November 2019 |work=thediplomat.com}}</ref>

The construction of the railway line in Serbia started in September 2017, when the construction of the Čortanovci tunnel began.<ref>{{Cite news|url=http://infrazs.rs/2017/09/pocela-izgradnja-tunela-cortanovci/|title=Почела изградња тунела "Чортановци"|date=2017-09-18|work="Инфраструктура железнице Србије" ад|access-date=2018-10-07|language=sr-RS|archive-date=8 October 2018|archive-url=https://web.archive.org/web/20181008022801/http://infrazs.rs/2017/09/pocela-izgradnja-tunela-cortanovci/|url-status=live}}</ref> The {{Cvt|75|km}} railway for speed up to {{convert|200|km/h|mph|0|abbr=on}} between [[Belgrade Centre railway station|Belgrade]] and [[Novi Sad railway station|Novi Sad]] opened on 19 March 2022 (this part was divided in two sections: as of 2018, the [[Belgrade Centre railway station|Belgrade]] - [[Stara Pazova railway station|Stara Pazova]] {{convert|34.5|km|4=|abbr=on}} section was planned to be finished in the end of 2020 and the [[Stara Pazova railway station|Stara Pazova]] - [[Novi Sad railway station|Novi Sad]] {{convert|40.4|km|4=|abbr=on}} section in November 2021).<ref name="belgrade-novi-sad-line-reopens">[https://www.railjournal.com/infrastructure/belgrade-novi-sad-line-reopens-following-reconstruction/ Belgrade - Novi Sad line reopens following reconstruction], railjournal, 29 March 2022.</ref><ref>{{Cite news|url=http://www.politika.rs/scc/clanak/410537/Pruga-Stara-Pazova-Novi-Sad-do-novembra-2021|title=Пруга Стара Пазова – Нови Сад до новембра 2021.|work=Politika Online|access-date=2018-10-07|language=sr-RS|archive-date=8 October 2018|archive-url=https://web.archive.org/web/20181008061256/http://www.politika.rs/scc/clanak/410537/Pruga-Stara-Pazova-Novi-Sad-do-novembra-2021|url-status=live}}</ref><ref>{{Cite news|url=http://infrazs.rs/2017/11/poceli-radovi-na-modernizaciji-pruge-beograd-budimpesta/|title=Почели радови на модернизацији пруге Београд – Будимпешта|date=2017-11-28|work="Инфраструктура железнице Србије" ад|access-date=2018-10-07|language=sr-RS|archive-date=8 October 2018|archive-url=https://web.archive.org/web/20181008032817/http://infrazs.rs/2017/11/poceli-radovi-na-modernizaciji-pruge-beograd-budimpesta/|url-status=live}}</ref><ref>[https://unece.org/fileadmin/DAM/trans/doc/2019/TEM/10_Oct_2019_P2_Marko_Jeremic.pdf Railway infrastructure in the Republic of Serbia regarding strengthening rail transport connectivity], Marko Jeremić, 2019.</ref> The construction of the {{convert|107.4|km|4=|abbr=on}} section between Novi Sad and Subotica (Hungarian border) was started on 7 April 2022 and is due to be completed for the end of 2024.<ref>[http://www.sattelevizija.com/vesti/jedna_vest/pruga_od_novog_sada_do_subotice_menja_geografiju__vijadukt_kod_vrbasa_bice_dug_1_600_metara_22411123243 Pruga od Novog Sada do Subotice menja geografiju - vijadukt kod Vrbasa biće dug 1.600 metara] (The railway from Novi Sad to Subotica is changing its geography - the viaduct near Vrbas will be 1,600 meters long), 11 Apr 2022, SatTV.</ref>

The construction of the Hungarian part of the railway, {{Cvt|152|km}}, was started in October 2021 and is due to be completed by 2025.<ref>[https://www.railwaypro.com/wp/hungary-launched-belgrade-budapest-line-construction/ Hungary launched Belgrade – Budapest line construction], railwaypro.com, 8 November 2021.</ref><ref name="Budapest-Belgrade first stone"/> When the project is complete, the journey between Budapest and Belgrade should be reduced to 2h 40mn according to some sources and to 3h 30mn according to some others.<ref name="belgrade-novi-sad-line-reopens"/><ref name="who-benefits-from"/>

=== Serbia ===
After the realisation of a high speed line between Belgrade and Novi Sad, additional high speed connections within [[Serbia]] are planned as well as the modernisation of branch lines which will connect the main high speed line Subotica-[[Niš]] with neighbouring countries like North Macedonia and Bulgaria.
{| class="wikitable"
!Line{{citation needed|date=February 2023}}
!Speed
!Length
! Start of revenue services
|-
|[[Belgrade]] - [[Novi Sad]]
| rowspan="3" |{{convert|200|km/h|mph|0|abbr=on}}
|75 km
|19.03.2022 <ref>{{Cite web |last=Radović |first=Z. |date=17 March 2022 |title=Brza pruga Beograd - Novi Sad za građane se otvara u nedelju - koliko će vozova saobraćati i koje će biti cene karata |url=https://www.euronews.rs/biznis/biznis-vesti/41292/brza-pruga-beograd-novi-sad-za-gradane-se-otvara-u-nedelju-koliko-ce-vozova-saobracati-i-koje-ce-biti-cene-karata/vest |access-date=2022-06-27 |website=Euronews.rs |language=sr}}</ref>
|-
|[[Novi Sad]] - [[Subotica]]
|{{convert|108.3|km|mi||abbr=on}}
|Under construction - end of 2024 <ref>{{Cite web |last=Vojvodine |first=Javna medijska ustanova JMU Radio-televizija |title=Radovi na pruzi Novi Sad - Subotica, prvi brzi voz će proći krajem 2024. |url=https://www.rtv.rs/sr_lat/vojvodina/novi-sad/radovi-na-pruzi-novi-sad-subotica-prvi-brzi-voz-ce-proci-krajem-2024._1335065.html |access-date=2022-06-27 |website=JMU Radio-televizija Vojvodine}}</ref>
|-
|[[Belgrade]] - [[Niš]]
|{{Cvt|230|km}}
|Construction to start in June 2023.<ref name="informer-2022-04-06">{{Cite web |last=CRNOMARKOVIĆ |first=A. |title=Nema stajanja! "Soko" će i do Niša ići 200 na sat: Kreću gradnja i obnova 1.165 kilometara pruga u Srbiji! |url=https://informer.rs/vesti/drustvo/692764/soko-voz-pruga-nis |date= 6 April 2022|access-date=2022-06-27 |website=INFORMER |language=sr}}</ref> Completion expected for 2026 (partial) & 2029.<ref name="informer-2022-04-06"/><ref name="railwaypro-2023-03">[https://www.railwaypro.com/wp/serbia-obtains-eu-grant-for-corridor-x/ "Serbia obtains EU grant for Corridor X"], 2 March 2023, railwaypro.com.</ref>
|-
|[[Subotica]] - [[Horgoš]]
| rowspan="3" |{{convert|160|km/h|mph|abbr=on}}
|26.6 km
|01.08.2022 <ref>{{Cite web |first=A. |title= ZAVRŠENA MODERNIZACIJA PRUGE SUBOTICA-HORGOŠ Zablistaće punim sjajem duž dela vojvođanske ravnice - Alo.rs|url=https://www.alo.rs/vesti/drustvo/637819/zavrsena-modernizacija-pruge-subotica-horgos-zablistace-punim-sjajem-duz-dela-vojvodanske-ravnice/vest |author=Tanjug/Alo/M.V. |date=6 June 2022 |access-date=2022-06-27 |website=Alo |language=sr}}</ref>
|-
|[[Niš]] - [[Dimitrovgrad, Serbia|Dimitrovgrad]]
|80 km
|By 2025.<ref name="informer-2022-04-06"/>
|-
|[[Niš]] - [[Preševo]]
|88 km
|Early 2026.<ref name="informer-2022-04-06"/>
|}

==Other high-speed projects==
Several other countries in Europe have launched or planned high-speed rail programmes. Due to geographic challenges, these projects are likely to remain national in scope for the foreseeable future, without international links to existing high-speed networks.

===Belarus===
In 2017 Belarus authorities agreed to offer land territories to Chinese corporation [[China Railway Construction Corporation|CRCC]] for construction of a high-speed corridor between the EU and Russia through country territory. Chinese engineering companies are also interested in building highways and Russian high-speed railways running in connection with this route with possible interchange with the Moscow-Kazan high-speed corridor.<ref>{{cite web |url=http://rus-bel.online/4343-za-chas-iz-smolenska-do-minska-kitajcy-planiruyut-postroit-v-belarusi-skorostnuyu-zheleznuyu-dorogu/ |title=За час из Смоленска до Минска: китайцы планируют построить в Беларуси скоростную железную дорогу | Российско-белорусское информационное агентство |access-date=12 November 2018 |archive-date=9 November 2018 |archive-url=https://web.archive.org/web/20181109181746/http://rus-bel.online/4343-za-chas-iz-smolenska-do-minska-kitajcy-planiruyut-postroit-v-belarusi-skorostnuyu-zheleznuyu-dorogu/ |url-status=live }}</ref>

===The Baltics===
A north/south [[Rail Baltica]] line from [[Tallinn]] to [[Kaunas]] is planned to be constructed starting in 2019 and in service by 2026. The line would connect Tallinn and Kaunas via [[Pärnu]], [[Riga]] and [[Panevėžys]], while also providing connections to airports and railway terminals. The railway will be the first high-speed, 1435mm standard gauge railway in the Baltics. From Kaunas, it will be connected to the already existing high-speed network in [[Poland]]. Project speeds are {{Cvt|240|km/h|4=0}} for passenger trains and {{Cvt|120|km/h|4=0}} for freight traffic. About 80% of construction costs (totalling ca. 5 billion €) will be covered by the [[European Union]], the rest will be paid jointly by the Estonian, Latvian and Lithuanian governments. Indirectly the railway may also link [[Helsinki]], as there are plans for a Tallinn-Helsinki railway tunnel.<ref>{{cite web|url=http://railbaltic.info/et/projektist-rail-baltic/kkk|title=KKK|website=railbaltic.info|access-date=13 July 2017|archive-date=13 July 2017|archive-url=https://web.archive.org/web/20170713134324/http://railbaltic.info/et/projektist-rail-baltic/kkk|url-status=live}}</ref>

The project has been surrounded with controversy in all states, mainly due to environmental concerns and the cost of the project. According to surveys conducted to Estonia, public support remains around 60%, with the percent higher amongst people living in Tallinn and amongst people with higher education, while the percent drops in rural areas. Controversy has also surrounded the choice of route, with some proposing that the railway should also go through [[Tartu]] and [[Vilnius]]. However this has been dismissed as they are large detours, would increase the cost and bring no sufficient benefit.<ref>{{cite web|url=http://railbaltic.info/et/10-ee-sisu/490-elanike-toetus-rail-balticule-puesib-ligikaudu-60-juures|title=Elanike toetus Rail Balticule püsib ligikaudu 60% juures|website=railbaltic.info|access-date=13 July 2017|archive-date=9 June 2017|archive-url=https://web.archive.org/web/20170609170522/http://www.railbaltic.info/et/10-ee-sisu/490-elanike-toetus-rail-balticule-puesib-ligikaudu-60-juures|url-status=live}}</ref>

===Croatia===
{{main|High-speed rail in Croatia}}
With the highway construction programme in its final stages, the Croatian parliament has passed a bill to build its first high-speed line, a new [[Botovo, Croatia|Botovo]]–[[Zagreb]]–[[Rijeka]] line, with an initial maximum planned speed of 250 km/h.<ref>{{cite web |url=http://www.wieninternational.at/en/node/3426 |title=Croatia constructing Zagreb-Rijeka Adriatic express line |publisher=Wieninternational.at |access-date=2007-06-17 |archive-date=23 August 2007 |archive-url=https://web.archive.org/web/20070823023407/http://www.wieninternational.at/en/node/3426 |url-status=live }}</ref><ref>{{cite web |url=http://www.mppi.hr/default.aspx?id=3183 |title=Ministarstvo pomorstva, prometa i infrastrukture – Transport – Railway line in the V B corridor |publisher=Mppi.hr |access-date=2015-03-28 |archive-date=19 October 2013 |archive-url=https://web.archive.org/web/20131019173600/http://www.mppi.hr/default.aspx?id=3183 |url-status=live }}</ref> The high speed rail will be ready by 2030.<ref>{{cite web |title=Croatian Railways Building 400 Kilometers of High Speed Track |url=https://www.total-croatia-news.com/travel/40533-croatian-railways-high-speed |website=Total Croatia News |access-date=26 April 2023}}</ref>

===Czech Republic===
{{Main|High-speed rail in the Czech Republic}}
[[České Dráhy|Czech Railways]] have been running the [[Pendolino#Czech Republic|Super City Pendolino]] from [[Prague]] to [[Ostrava]] since 2005. The [[Pendolino]] is capable of operating at {{convert|230|km/h|mph|0|abbr=on}}, but trains that are in service are limited to {{convert|160|km/h|mph|0|abbr=on}} due to the speeds the railways were constructed for. These limits may be raised in the future to {{convert|200|km/h|mph|0|abbr=on}}, last parts of 4th transit corridor ([[Prague]] – [[České Budějovice]]) are already projected for {{convert|200|km/h|mph|0|abbr=on}}.<ref>{{cite journal |last=Navrátil |first=Martin |date=2013-05-30 |title=Radek Čech: Hledáme řešení pro rychlost 200 km/h na koridorech |trans-title=Radek Čech: We are searching solution for speed of 200 km/h on transit corridors |url=https://zeleznicar.cd.cz/zeleznicar/rozhovor/radek-cech--hledame-reseni-pro-rychlost-200-km-h-na-koridorech-/-2791/18,0,,/ |language=cs |journal=Železničář |publisher=České dráhy |access-date=2015-04-22 |archive-date=22 January 2016 |archive-url=https://web.archive.org/web/20160122075940/https://zeleznicar.cd.cz/zeleznicar/rozhovor/radek-cech--hledame-reseni-pro-rychlost-200-km-h-na-koridorech-/-2791/18,0,,/ |url-status=live }}</ref> The [[railjet]] is also capable of {{convert|230|km/h|mph|0|abbr=on}} and reaches that speed in Austria and Germany but is likewise limited to {{convert|160|km/h|mph|0|abbr=on}} in the Czech Republic.

The [[Velim railway test circuit]] contains a large {{Convert|13.3|km|adj=on}} track with a maximum allowed speed of {{convert|230|km/h|mph|0|abbr=on}} for [[tilting trains]] and up to {{convert|210|km/h|mph|0|abbr=on}} for conventional trains.<ref>{{cite web|url=http://www.cdvuz.cz/zkusebni-centrum-vuz-velim/|title=Zkušební centrum VUZ Velim :: Výzkumný Ústav Železniční, a.s. (VUZ)|website=Cdvuz.cz|access-date=2016-05-05|archive-date=17 February 2020|archive-url=https://web.archive.org/web/20200217013113/http://www.cdvuz.cz/zkusebni-centrum-vuz-velim/|url-status=live}}</ref>

The Czech Ministry of Transportation is planning a high-speed rail network which will be roughly {{convert|660|km|mi|0|abbr=on}} long.<ref>{{cite web |url=http://www.mdcr.cz/NR/rdonlyres/9032A2C5-C9BC-45B9-827F-B25F97C29F83/0/a_prz.pdf |title=KOORDINAČNÍ STUDIE VRT 2003 |author=Objednatel: Ministerstvo dopravy ČR |date=2004-07-31 |language=cs |url-status=dead |archive-url=https://web.archive.org/web/20081010123550/http://www.mdcr.cz/NR/rdonlyres/9032A2C5-C9BC-45B9-827F-B25F97C29F83/0/a_prz.pdf |archive-date=10 October 2008 |df=dmy-all }}</ref> Several studies of a possible network have been completed, but there have not yet been any concrete proposals.<ref>{{cite web |url=http://vrt.fd.cvut.cz/data/konference/28p.pdf |title=Studie VRT – analýza přepravních vztahů a výhledové možnosti dopravních systémů ve vybraných směrech |author=Objednatel: Ministerstvo dopravy ČR |date=December 2006 |language=cs |access-date=27 January 2010 |archive-url=https://web.archive.org/web/20110718170646/http://vrt.fd.cvut.cz/data/konference/28p.pdf |archive-date=18 July 2011 |url-status=dead |df=dmy-all }}</ref> There are no expectations for any operation before 2020, but Czech railway infrastructure manager ([[Správa železnic]]) has a special budget for preparatory studies. There is also promotion from side of NGOs, e.g. [[Centrum pro Efektivní Dopravu]]<ref>{{cite web |url=http://ekonomika.idnes.cz/rychlovlaky-v-cesku-0ql-/eko-doprava.aspx?c=A130103_205120_eko-doprava_hro |title=Vysokorychlostní vlaky v Česku se vrací do hry. Na plány jde 45 milionů |author=Jan Sůra |date=2013-01-04 |language=cs |access-date=9 January 2013 |archive-date=19 February 2017 |archive-url=https://web.archive.org/web/20170219022716/http://ekonomika.idnes.cz/rychlovlaky-v-cesku-0ql-/eko-doprava.aspx?c=A130103_205120_eko-doprava_hro |url-status=live }}</ref>

Both the Czech Republic and the German state of [[Saxony]] have expressed interest in a high-speed line linking Dresden and Prague via [[Ústí nad Labem]]. The line would include a tunnel through the [[Ore Mountains]] and relieve the congested [[Dresden Děčín Railway]] through the [[Elbe valley]], which as of 2016 was the only electrified line linking Germany and the Czech Republic and serves as an important freight link to the North Sea ports. However, the proposal for the Bundesverkehrswegeplan 2015 (federal transportation plan) which lays out German transportation priorities until 2030 does not include the line in its highest priority category, making construction unlikely in the near term.<ref>{{cite web|url=https://www.nbs.sachsen.de/|title=Eisenbahn-Neubaustrecke Dresden - Prag - Neubaustrecke Dresden - Prag|website=www.nbs.sachsen.de|access-date=26 April 2020|archive-date=1 August 2020|archive-url=https://web.archive.org/web/20200801162909/https://www.nbs.sachsen.de/|url-status=live}}</ref>

=== Hungary ===
In September 2022 the [[Government of Hungary|Hungarian Government]] has announced the purchase of 39 + 10 trains (composed of 7 carriages each) and 50 [[Siemens]] [[Vectron (locomotive)|Vectron]] locomotives with the purpose of upgrading up to 2/3 of the existing long-distance passenger fleet running on domestic and international [[InterCity]] services of the [[Hungarian State Railways]]. The project foresees services similar to those provided by [[ÖBB|ÖBB's]] [[railjet]] services running in [[Austria]] as well as abroad, including between [[Budapest]] and [[Vienna]] (and forward to [[Munich]] or [[Zürich|Zurich]]). The company plans to offer upgraded InterCity services on the following lines:

* [[Budapest]] – [[Miskolc]] – [[Nyíregyháza]] – [[Szolnok]] – Budapest loop
* Budapest – [[Pécs]]
* Budapest – [[Kecskemét]] – [[Szeged]]
* Budapest – [[Győr]] – Vienna (together with existing [[Railjet|ÖBB railjet]] services)
* Budapest – [[Lake Balaton]] southern shore
* Budapest – Lake Balaton northern shore (after the line's electrification)
* Budapest – [[Prague]]
* Budapest – [[Warsaw]]
* [[Budapest–Belgrade railway|Budapest – Belgrade]]
* possible services to the states of the [[Balkans|Southern Balkans]]<ref>{{Cite web |last=Flórián |first=Hecker |date=2022-09-07 |title=Railjet szintű vonatokat szerezhet be a MÁV |url=https://www.vg.hu/vilaggazdasag-magyar-gazdasag/2022/09/railjet-szintu-vonatokat-szerezhet-be-a-mav?utm_campaign=vilaggazdasag&utm_medium=Social&utm_source=Facebook&fbclid=IwAR3l1Rof_y_uoUluG8vmy2jsjFOTI7Ni-AC2fYWItgDrUerc3snQJ4UcHjQ |access-date=2022-09-09 |website=Világgazdaság |language=hu}}</ref>

The new rolling stock is capable of reaching running speeds up to {{convert|230|km/h|mph|0|abbr=on}}. However, currently the highest allowed speed limit in the country remains at 160 km/h on the Budapest – [[Hegyeshalom railway station|Hegyeshalom]] (Austrian border) line.

Furthermore, in January 2022, the Hungarian Government has also announced to conduct a feasibility study on a new high-speed line capable of reaching speeds up to 250 – 300 km/h between Budapest and [[Cluj-Napoca]], [[Transylvania]], [[Romania]].<ref>{{Cite web |title=Szolgáltatások - 42225-2020 - TED Tenders Electronic Daily |url=https://ted.europa.eu/udl?uri=TED:NOTICE:42225-2020:TEXT:HU:HTML&src=0 |access-date=2022-09-09 |website=ted.europa.eu}}</ref>

===Ireland===
In 2020 the Irish Government confirmed it will be launching a study into an approximately {{convert|500|km|mi|0|abbr=on}} high-speed railway from [[Belfast]] via [[Dublin]] to [[Cork (city)|Cork]] and [[Limerick]],<ref>{{cite web|url=https://www.railjournal.com/passenger/high-speed/study-to-investigate-belfast-dublin-cork-high-speed-line/|title=Study to investigate Belfast – Dublin – Cork high-speed line|website=International Railway Journal|date=4 August 2020|access-date=26 September 2020|archive-date=28 September 2020|archive-url=https://web.archive.org/web/20200928091349/https://www.railjournal.com/passenger/high-speed/study-to-investigate-belfast-dublin-cork-high-speed-line/|url-status=live}}</ref> which could cost around €15 billion.<ref>{{cite web|url=https://www.irishtimes.com/news/ireland/irish-news/review-of-15bn-high-speed-rail-line-linking-dublin-belfast-cork-1.4321928?mode=amp|title=Review of €15bn high-speed rail line linking Dublin, Belfast, Cork|website=Irish Times|date=5 August 2020|access-date=26 September 2020|archive-date=8 October 2020|archive-url=https://web.archive.org/web/20201008193403/https://www.irishtimes.com/news/ireland/irish-news/review-of-15bn-high-speed-rail-line-linking-dublin-belfast-cork-1.4321928?mode=amp|url-status=live}}</ref>

===Poland===
{{Main|High-speed rail in Poland}}
[[File:Polish Pendolino front 2.JPG|thumb|Polish Railways [[New Pendolino]] in Wrocław, southern Poland]]
Today, the main cities of Poland are linked by railway transport reaching {{convert|160|km/h|mph|0|abbr=on}}. On 14 December 2014, Polish State Railways started passenger service trains PKP [[Pendolino ED250]] operating {{convert|200|km/h|mph|0|abbr=on}} speed on {{convert|80|km|mi|0|abbr=on}} line Olszamowice-Zawiercie (part of railway line called [[Central Rail Line (Poland)|Central Trunk Line (CMK)]] from Warsaw to Katowice). Currently it is the line with highest railway speed in Poland. Several other sections of the Central Trunk Line will soon allow speeds of {{convert|200|km/h|mph|0|abbr=on}} (with a current speed record set up by Pendolino Train on 21 November 2013 in Poland of {{convert|293|km/h|mph|0|abbr=on}}). According to recent plans of PKP-PLK, sections of CMK between Warsaw and Gdańsk ({{convert|145|km|mi|0|abbr=on}}) and Warsaw-Kraków (additional {{convert|80|km|mi|0|abbr=on}}) will be added to present section from no later than December 2015. That will make about {{convert|300|km|mi|0|abbr=on}} of railways available for speed of {{convert|200|km/h|mph|0|abbr=on}}. Other sections will start operating at {{convert|200|km/h|mph|0|abbr=on}} in 2016.

Polish Railways for many years did not possess the rolling stock to achieve speeds over {{convert|160|km/h|mph|0|abbr=on}}. [[Polish State Railways|Polish Railways]] planned to buy Pendolino trains in 1998, but the contract was cancelled the following year by the Supreme Control Chamber due to financial losses by Polish Railways. However, a new contract with Alstom Transport worth 665 million euros was signed in May 2011 and since December 2014, 20 Pendolino units service the Katowice/Kraków – Gdynia line and Wrocław/Warsaw line. However, Pendolinos in Poland are not equipped with tilting system, which would not be very useful on the flat Polish Plains. The lack of a tilting system for the Pendolino train along with choosing Alstom Transportation despite domestic train producers was a subject of broad debate in media and Polish Railways were heavily criticised for that purchase.

Other current plans call for a 'Y' line that will connect [[Warsaw]], [[Łódź]] and [[Kalisz]], with branches to [[Wrocław]] and [[Poznań]]. The geometric layout of the line will be designed to permit speeds of {{convert|36|km/h|4=0|abbr=on}}. Construction was planned to begin around 2014 and finish in 2019. In the centre of the city of Łódź the 'Y' line will travel through a tunnel which will link two existing railway stations. One of them, Łódź Fabryczna, will be reconstructed as an underground station, work being scheduled to start in July 2010.<ref>{{cite web |url=http://lodz.naszemiasto.pl/wydarzenia/941144.html |title=Wydarzenia Łódź – NaszeMiasto.pl |publisher=Lodz.naszemiasto.pl |access-date=2015-03-28 |archive-date=1 January 2009 |archive-url=https://web.archive.org/web/20090101134836/http://lodz.naszemiasto.pl/wydarzenia/941144.html |url-status=live }}</ref> In April 2009, four companies qualified for the second phase of a public tender to prepare a feasibility study for construction of the line.
In April 2010, the tender for a feasibility study was awarded to a consortium led by Spanish company Ingenieria IDOM.<ref>{{cite news | title=Spanish consortium wins Polish high-speed rail bid: operator | date=2010-04-15 | url=http://www.expatica.com/es/news/spanish-rss-news/spanish-consortium-wins-polish-high-speed-rail-bid:-operator_37239.html | work=Expatica.com | access-date=2010-04-19 | archive-url=https://web.archive.org/web/20120910045748/http://www.expatica.com/es/news/spanish-rss-news/spanish-consortium-wins-polish-high-speed-rail-bid:-operator_37239.html | archive-date=10 September 2012 | url-status=dead | df=dmy-all }}</ref>
The feasibility study project was granted €80 million in subsidy from [[European Union]].<ref>{{cite web|url=http://forsal.pl/wiadomosci/311378_pkp_plk_rozmawia_o_szybkich_kolejach.html |title=PKP PLK rozmawia o szybkich kolejach – Komentarze surowcowe – Forsal.pl – Giełda, Waluty, Finanse – forex, notowania NBP, surowce |publisher=Forsal.pl |date=2009-04-15 |access-date=2015-03-28}}</ref> The total cost of the line including construction and train sets was estimated at €6.9bn and is planned to be financed partially by EU subsidies.<ref>{{cite web |url=http://www.railwaygazette.com/news/single-view/view//polish-high-speed-plan.html |title=Polish high speed plan |publisher=Railway Gazette International |access-date=2015-03-28 |archive-date=5 January 2015 |archive-url=https://web.archive.org/web/20150105144048/http://www.railwaygazette.com/news/single-view/view/polish-high-speed-plan.html |url-status=live }}</ref>

In 2019, the program of the [[New Central Polish Airport|Solidarity Transport Hub (STH) or Central Communication/Transport Port]] (in Polish ''Centralny Port Komunikacyjny'' or CPK) was announced by the Polish government.<ref>{{Cite web |date=30 April 2019 |title=1600 km of new lines. STH Railway Program in government plans |url=https://www.cpk.pl/en/news/1600-km-of-new-lines-sth-railway-program-in-government-plans |access-date=9 January 2023}}</ref> This project enivsages the construction of 2,000 km of high-speed railways as well as upgrades to 3,700 km of existing railways to connect the largest urban areas in Poland and surrounding countries. A [[New Central Polish Airport|new airport in central Poland]] will serve as the main transport hub for the entire country, with travel time by rail of under 2.5 hours to nearly all major Polish cities.<ref>{{Cite web |title=Railway component |url=https://www.cpk.pl/en/about/railway-component |access-date=9 January 2023}}</ref><ref>{{Cite web |date=25 May 2019 |title=10 szprych do lotniska. Program Kolejowy CPK |url=https://www.cpk.pl/pl/aktualnosci-2/10-szprych-do-lotniska-program-kolejowy-cpk |access-date=9 January 2023}}</ref> The network will also connect Poland to the planned [[High-speed rail in the Czech Republic|high-speed railway network of the Czech Republic]] and to [[Rail Baltica]].

In 2020, the speed limit was raised to {{convert|200|km/h|mph|0|abbr=on}} on the line from Warsaw to [[Gdynia]].<ref>{{cite web|url=https://www.tvp.info/51309422/rozklad-jazdy-pkp-zmiany-grudzien-2020-co-sie-zmienia-polaczenia-bilety|title=Nowy rozkład jazdy PKP. Sprawdź zmiany|date=13 December 2020|website=www.tvp.info|access-date=16 December 2020|archive-date=13 December 2020|archive-url=https://web.archive.org/web/20201213133712/https://www.tvp.info/51309422/rozklad-jazdy-pkp-zmiany-grudzien-2020-co-sie-zmienia-polaczenia-bilety|url-status=live}}</ref>

===Portugal===
{{Main|High-speed rail in Portugal}}
[[File:CPA 4009.jpg|right|thumb|250px|An Alfa Pendular train when its current livery was introduced (2017)]]
Since the 1990s, the Italian tilting train, the [[Pendolino]], runs the [[Alfa Pendular]] service, connecting Portugal's mainland from the north border to the [[Algarve]], its southern counterpart, at a speed of up to {{convert|220|km/h|mph|0|abbr=on}}.

High-speed connections between Spain and Portugal have been agreed upon and planned, but initial works had yet to begin when the projects were cancelled in 2012.<ref name="High speed programme axed">{{cite web |url=http://www.railwaygazette.com/news/infrastructure/single-view/view/high-speed-programme-axed.html |title=High speed programme axed |publisher=Railway Gazette International |access-date=2015-03-28 |archive-date=2 May 2014 |archive-url=https://web.archive.org/web/20140502033347/http://www.railwaygazette.com/news/infrastructure/single-view/view/high-speed-programme-axed.html |url-status=live }}</ref>
The Portuguese government had approved the construction of six high-speed lines from the capital [[Lisbon–Porto high-speed rail line|Lisbon to Porto]], from [[Porto]] to [[Vigo]], from [[Aveiro, Portugal|Aveiro]] to [[Salamanca]], from Lisbon to [[Faro, Portugal|Faro]], from Faro to [[Seville]] and from Lisbon to [[Madrid]], bringing the two countries' capital cities within three hours of each other, at a max speed of {{convert|350|km/h|mph|0|abbr=on}}.<ref>{{cite web|last=Gusiluz|date=2020-12-19|title=Línea de alta velocidad mixta Madrid-Lisboa|url=https://www.geotren.es/blog/linea-de-alta-velocidad-mixta-madrid-lisboa/|access-date=2021-01-22|website=Geotren|language=es|archive-date=20 December 2020|archive-url=https://web.archive.org/web/20201220074653/https://www.geotren.es/blog/linea-de-alta-velocidad-mixta-madrid-lisboa/|url-status=live}}</ref>

On 8 May 2010, The Portuguese Transport Minister signed off the 40-year PPP covering the construction of the Lisbon–Madrid high-speed line. The total cost was then put at €1.359bn for a double-track standard gauge line from [[Lisbon]] to the [[Portugal–Spain border|Spanish border]]. Also included was a broad gauge line from the Portuguese [[Port of Sines]] to the Spanish border. The line was expected to open by the end of 2013 and would reduce the journey time between Lisbon and Madrid to 2 hours 45 minutes,<ref>{{cite web |url=http://www.railwaygazette.com/news/single-view/view/10/portuguese-high-speed-concession-signed.html |title=Portuguese high speed concession signed |publisher=Railway Gazette International |access-date=2015-03-28 |archive-date=9 August 2020 |archive-url=https://web.archive.org/web/20200809000136/https://www.railwaygazette.com/news/single-view/view/10/portuguese-high-speed-concession-signed.html |url-status=live }}</ref> the project however, was cancelled in March 2012.<ref name="High speed programme axed" />
In October 2020 the government proposed a 75-minute rail link between the country's two main cities, Lisbon and Porto.<ref name="auto">{{cite web|url=https://www.rtp.pt/noticias/economia/governo-quer-linha-ferroviaria-de-alta-velocidade-entre-lisboa-e-porto_a1269081|title=Governo quer linha ferroviária de Alta Velocidade entre Lisboa e Porto|first=Rádio e Televisão de|last=Portugal|website=Governo quer linha ferroviária de Alta Velocidade entre Lisboa e Porto|access-date=25 October 2020|archive-date=16 November 2021|archive-url=https://web.archive.org/web/20211116163727/https://www.rtp.pt/noticias/economia/governo-quer-linha-ferroviaria-de-alta-velocidade-entre-lisboa-e-porto_a1269081|url-status=live}}</ref> Also, the Atlantic Axis of the Northwestern Peninsula – Eixo Atlântico do Noroeste Peninsular high-speed railway connection between Portugal and Galicia (covering all the main cities between [[Setúbal]]-[[Vigo]]) was favoured as of 2020.<ref>{{cite web |url=http://cip.org.pt/wp-content/uploads/2017/01/Ref-84.pdf |title=Projeto Ferroviário Português de Alta-Velocidade |date=2014 |website=cip.org.pt |access-date=22 January 2021 |archive-date=19 April 2021 |archive-url=https://web.archive.org/web/20210419101640/http://cip.org.pt/wp-content/uploads/2017/01/Ref-84.pdf |url-status=live }}</ref>

{| class="wikitable"
|-
! Line<ref name="autogenerated1"/> !! Speed !! Length !! Expected start of revenue services
|-
| [[Lisbon–Madrid high-speed rail line|Lisbon]]–[[Portugal–Spain border|Spanish border]] (to Madrid) || {{convert|350|km/h|mph|0|abbr=on}}|| {{convert|640|km|mi|0|abbr=on}}|| project cancelled<ref name="High speed programme axed"/>
|-
| [[Lisbon–Porto high-speed rail line]] || {{convert|300|km/h|mph|0|abbr=on}}|| {{convert|292|km|mi|0|abbr=on}}|| early project cancelled<ref name="High speed programme axed"/> and repurposed in 2020<ref name="auto"/>

|-
| [[Porto–Vigo high-speed rail line|Porto]]–[[Portugal–Spain border|Spanish border]] (to Vigo) || {{convert|250|km/h|mph|0|abbr=on}}|| {{convert|125|km|mi|0|abbr=on}}|| project cancelled<ref name="High speed programme axed"/> and repurposed in 2020
|}

===Russia===
{{Main|High-speed rail in Russia}}
Two experimental high-speed trainsets (designed for {{convert|200|km/h|mph|0|abbr=on}} operation) were built in 1974: locomotive-hauled RT-200 ("Russkaya Troika") and [[ER-200]] [[Electric Multiple Unit|EMU]]. The RT-200 set made only experimental runs in 1975 and 1980 and was discontinued due to unavailability of the ChS-200 high-speed locomotive – they were only delivered later. The [[ER-200]] [[Electric Multiple Unit|EMU]] was put into regular service in 1984. In 1992 a second [[ER-200]] trainset was built in Riga. Both sets were in operation till 28 February 2009.<ref>{{cite web |url=http://www.spbgid.ru/index.php?news=172552 |title=В последний день февраля скоростной поезд ЭР-200, 25 лет курсировавший между Петербургом и Москвой, совершил свой последний рейс. Теперь его заменит скоростной поезд 'Сапсан', построенный немецким концерном Siemens |website=Spbgid.ru |access-date=2016-05-05 |archive-date=5 March 2016 |archive-url=https://web.archive.org/web/20160305073705/http://www.spbgid.ru/index.php?news=172552 |url-status=live }}</ref>

Instead of these outdated domestic trainsets, imported trainsets have been in operation since March 2009. [[Siemens Velaro]] trainsets have operated since 2009 between [[Saint Petersburg]] and [[Moscow]], at speeds of up to {{convert|250|km/h|mph|0|abbr=on}} and since 2010 between [[Nizhny Novgorod]] and Moscow, where service is limited to {{convert|160|km/h|mph|0|abbr=on}}. The [[Karelian Trains Class Sm6|Pendolino Sm6]], similar to Finnish high-speed trains, began operation in 2010 between Saint Petersburg and [[Helsinki]] at up to {{convert|220|km/h|mph|0|abbr=on}}.

In February 2010 [[RZhD]] announced it would shortly release a proposal for a new high-speed line to be built parallel to the existing line between Saint Petersburg and Moscow due to congestion on the existing line.<ref>{{cite web |url=http://www.railwaygazette.com/news/single-view/view/10/russia-to-announce-high-speed-line-plan.html |title=Russia to announce high speed line plan |publisher=Railway Gazette International |access-date=2015-03-28 |archive-date=20 February 2010 |archive-url=https://web.archive.org/web/20100220102137/http://www.railwaygazette.com/news/single-view/view/10/russia-to-announce-high-speed-line-plan.html |url-status=live }}</ref> In April 2010 it was confirmed that a new Moscow–Saint Petersburg high-speed line with length of {{convert|660|km|mi|0|abbr=on}} and running speed of up to {{convert|400|km/h|4=0|abbr=on}} was envisioned, cutting the journey time from 3h 45m to 2h 30m. It is expected the line to include stops at both Saint Petersburg and Moscow region airports.<ref>{{cite web |url=http://www.railwaygazette.com/nc/news/single-view/view/moscow-st-petersburg-high-speed-study-to-be-submitted-next-year.html |title=Moscow – St Petersburg high speed study to be submitted next year |publisher=Railway Gazette International |access-date=2015-03-28 |archive-date=30 November 2011 |archive-url=https://web.archive.org/web/20111130031518/http://www.railwaygazette.com/nc/news/single-view/view/moscow-st-petersburg-high-speed-study-to-be-submitted-next-year.html |url-status=live }}</ref><ref>{{cite web |url=http://www.railwaygazette.com/news/single-view/view/10/rzd-launches-moscow-st-petersburg-high-speed-line-project.html |title=RZD launches Moscow – St Petersburg high speed line project |publisher=Railway Gazette International |access-date=2015-03-28 |archive-date=8 April 2010 |archive-url=https://web.archive.org/web/20100408230022/http://www.railwaygazette.com/news/single-view/view/10/rzd-launches-moscow-st-petersburg-high-speed-line-project.html |url-status=live }}</ref> On 28 January 2011, Russia announced that the high speed rail link between Moscow and Saint Petersburg will be finished on time for the [[2018 FIFA World Cup]]. The cost is expected to be "somewhere around" 10 to 15 billion euros, not including land purchases, said Denis Muratov, general director of High-Speed Rail Lines.<ref>{{cite web |url=http://russia-briefing.com/news/russian-railways-look-for-high-speed-rail-network-bids.html/ |title=Russian Railways Look for High-Speed Rail Network Bids – Russia Briefing News |publisher=Russia-briefing.com |date=2011-01-31 |access-date=2015-03-28 |archive-date=26 March 2012 |archive-url=https://web.archive.org/web/20120326130947/http://russia-briefing.com/news/russian-railways-look-for-high-speed-rail-network-bids.html/ |url-status=live }}</ref> The state will shoulder up to 70 percent of construction costs, with the remainder coming from outside investors. Most of that money is likely to come from international financial institutions, including the [[World Bank]] and the [[European Bank for Reconstruction and Development]], Muratov said. [[Sberbank]], [[VTB]] and [[Vnesheconombank|VEB]] may also be interested. In fact, construction of this new Moscow–Saint Petersburg high-speed line didn't start.

Instead of it, on 13 May 2015 the Russian government announced that [[China Railway Group]] Ltd will build a {{convert|400|km/h|4=0|abbr=on}} high speed rail link from Moscow to [[Kazan]] by 2018 in time for the 2018 FIFA World Cup where Kazan is one of the cities that will host some of the football matches. The cost of the Moscow–Kazan link is estimated at $21.4 billion. Train travel from Moscow to Kazan, the capital of the [[Republic of Tatarstan]], will be shortened to just 3.5 hours instead of the more than 14 hours that it takes now.{{Citation needed|date=December 2020}} The opening date was later changed to 2020.{{Citation needed|date=December 2020}}
{| class="wikitable"
|-
!Line
!Speed
!Length
!Expected start of revenue services
|-
|Moscow–Kazan{{Citation needed|date=December 2020}}
|{{convert|400|km/h|4=0|abbr=on}}
|{{convert|770|km|mi|0|abbr=on}} ({{convert|301|km|mi|0|abbr=on}} initial section)
|2020 (postponed after crisis)
|}

== In development ==

=== Cross border ===
{| class="wikitable sortable"
|-
! Countries
! Line
! Speed (km/h)
! Length (km)
! Construction began
! Expected start of revenue services
|-
| Austria/Italy
| [[Brenner Base Tunnel]] || rowspan="3" | {{convert|250|km/h|mph|0|abbr=on}}|| 56 || 2006 || 2032
|-
| Finland/Russia/Norway
| [[Arctic Railway]] || 526 || 2025+ || 2030+
|-
| Germany/Switzerland
| [[Karlsruhe–Basel high-speed railway]] || 182 || 1987 || 1993–2030
|-
| Germany/Czech Republic
| {{ill|Praha–Dresden railway|de|Schnellfahrstrecke Dresden–Prag}} || {{Cvt|200-320|km/h|4=}}|| 70+ || 2025 || 2030–2035
|-
| Germany/Denmark
| [[Fehmarn Belt Fixed Link]] || rowspan="2" | {{convert|200|km/h|mph|0|abbr=on}}|| 18 || 2021 || 2029
|-
| Sweden/Denmark
| [[HH Tunnel]] || 60 || Unknown || 2040 (guess)
|-
| Portugal/Spain
| [[Lisbon–Madrid high-speed rail line]]<ref name="autogenerated1">{{cite web |url=http://www.rave.pt/tabid/233/Default.aspx |language=pt |title=Alta Velocidade em Síntese |trans-title=Autenticação |publisher=Rave.pt |access-date=2015-03-28 |url-status=dead |archive-url=https://web.archive.org/web/20101004193127/http://www.rave.pt/tabid/233/Default.aspx |archive-date=4 October 2010 |df=dmy-all}}</ref> || {{convert|350|km/h|mph|0|abbr=on}}|| 640 || cancelled<ref name="High speed programme axed"/> ||
|-
| Estonia/Latvia/Lithuania
| [[Rail Baltica]] || {{convert|250|km/h|mph|0|abbr=on}}|| 870 || 2018 || 2023–2026
|-
| Estonia/Finland
| [[Helsinki-Tallinn Tunnel]] || undecided || 103 || 2025 (estimate) || 2040 (guess)
|-
| United Kingdom/Ireland
| [[Proposed British Isles fixed sea link connections|Celtic Crossing]] || rowspan="2" | {{convert|250|km/h|mph|0|abbr=on}}|| {{Cvt|41|km|4=}}<ref>{{cite web|url=https://www.newcivilengineer.com/latest/irish-sea-tunnel-could-cost-16bn-less-than-bridge-31-03-2020/|title=Irish Sea tunnel could cost £16bn less than bridge|first=Catherine|last=Kennedy|date=31 March 2020|access-date=2 April 2021|archive-date=7 April 2021|archive-url=https://web.archive.org/web/20210407054952/https://www.newcivilengineer.com/latest/irish-sea-tunnel-could-cost-16bn-less-than-bridge-31-03-2020/|url-status=live}}</ref> to {{Cvt|110|km|4=}} <ref>{{cite web|url=https://stateofwales.com/2017/10/celtic-crossing-an-irish-sea-tunnel/|title=Celtic Crossing: An Irish Sea Tunnel?|date=30 October 2017|access-date=2 April 2021|archive-date=19 January 2021|archive-url=https://web.archive.org/web/20210119101746/https://stateofwales.com/2017/10/celtic-crossing-an-irish-sea-tunnel/|url-status=live}}</ref>|| 2025+ (insisted) || 2030+
|-
| Portugal/Spain
| [[Porto–Vigo high-speed rail line]]<ref name="autogenerated1"/> || 125 || cancelled<ref name="High speed programme axed"/> ||

|}

=== Country-specific ===
{{Import style|sticky}}
{| class="wikitable sortable"
|- class="is-sticky"
! Country
! Line
! Speed (km/h)
! Length (km)
! Construction began
! Expected start of revenue services
|-
| rowspan="3" | Austria
| [[Koralm Railway]] || {{convert|250|km/h|mph|0|abbr=on}}|| {{convert|125|km|mi||abbr=on}}|| 2001 || 2026
|-
| [[North railway (Austria)|North Railway]] || {{convert|200|km/h|mph|0|abbr=on}}|| {{convert|77.9|km|mi||abbr=on}}|| Unknown || 2030 (upgrading)
|-
| [[New Lower Inn Valley railway]] (extension) || {{convert|250|km/h|mph|0|abbr=on}}|| {{convert|90|km|mi|1|abbr=on}}|| unknown || 2030
|-
| rowspan="3" | Belgium
| Line 25N || rowspan="6" | {{convert|200|km/h|mph|0|abbr=on}}|| {{convert|20|km|mi|1|abbr=on}}|| 2012 || 2020–2027
|-
| [[Belgian railway line 50A|Line 50A]] || {{convert|28.8|km|mi||abbr=on}}|| 2018 || Unknown (upgrading)
|-
| Line 96N || {{convert|13.6|km|mi||abbr=on}}|| 1997 || Unknown (upgrading)
|-
| rowspan="9" | Czechia
| Prague–České Budějovice || {{convert|166|km|mi||abbr=on}}|| 2020 || 2023–2026
|-
| Praha–Poříčany || {{convert|25.92|km|mi||abbr=on}}|| 2020 || 2023
|-
| Brno–Přerov || {{convert|90.1|km|mi||abbr=on}}|| 2021 || 2025
|-
| [[Tunnel Ejpovice|Ejpovický tunel]] || rowspan="2" | {{convert|160|km/h|mph|0|abbr=on}}({{convert|200|km/h|mph|0|abbr=on}} planned) || {{convert|4.15|km|mi||abbr=on}}|| 2018 || 2022
|-
| Praha–Plzeň || {{convert|102.85|km|mi||abbr=on}}|| 2016 (upgrading) || 2026
|-
| Praha-Brno-Ostrava || {{convert|350|km/h|mph|0|abbr=on}}|| {{convert|350|km|mi|0|abbr=on}}|| 2027 || 2035
|-
| Praha-Beroun || {{convert|300|km/h|4=0|abbr=on}}|| {{convert|24.7|km|mi||abbr=on}}|| 2028 || 2038
|-
| Brno–Breclav || rowspan="2" | {{convert|350|km/h|mph|0|abbr=on}}|| rowspan="2" | {{convert|50|km|mi|1|abbr=on}}|| 2027 || 2035
|-
| Hradec Králové–Polish Border || 2040 || 2045
|-
| rowspan="6" | Denmark
| Ringsted-Fehmarn Line || rowspan="8" | {{convert|250|km/h|mph|0|abbr=on}}|| {{convert|115|km|mi||abbr=on}}|| 2019 || 2028
|-
| Ringsted-Odense Line || {{convert|96|km|mi|1|abbr=on}}|| 2010 || 2026+
|-
| [[Randers–Aalborg line]] || {{convert|80.7|km|mi|2|abbr=on}}|| unknown || 2028+
|-
| [[Aarhus–Randers line]] || {{convert|59.2|km|mi||abbr=on}}|| unknown || 2028+
|-
| Esbjerg-Lunderskov-Flensburg || {{convert|135.9|km|mi||abbr=on}}|| unknown || 2030
|-
| [[Vestfyn Line|Middelfart-Odense new line]] || {{convert|145|km|mi||abbr=on}}|| 2022 || 2028+
|-
| rowspan="19" | Germany
| [[Karlsruhe–Basel high-speed railway#Karlsruhe–Rastatt section|Rhine Railway Karlsruhe-Rastatt]]|| {{convert|30|km|mi||abbr=on}}|| Unknown || 2024
|-
| [[Karlsruhe–Basel high-speed railway|Rhine Railway Offenburg-Basel]]|| {{convert|120|km|mi||abbr=on}}|| Unknown || 2030
|-
| [[Frankfurt–Göttingen railway|Kinzig Valley Railway (Hesse)]]|| rowspan="2" | {{convert|200|km/h|mph|0|abbr=on}}|| {{convert|80.6|km|mi|2|abbr=on}}|| 2007 || 2021 (upgrading)
|-
| [[Appenweier–Strasbourg railway]]|| {{convert|13.5|km|mi||abbr=on}}|| 2010 || 2023 (upgrading)
|-
| [[Frankfurt–Mannheim high-speed railway|Frankfurt-Manheim]]|| {{convert|300|km/h|4=0|abbr=on}}|| {{convert|85|km|mi|1|abbr=on}}|| 2025 || 2030
|-
| [[Oberhausen–Arnhem railway]]|| {{convert|200|km/h|mph|0|abbr=on}}|| {{convert|73|km|mi|1|abbr=on}}|| 2014 || unknown (upgrading)
|-
| [[Stuttgart–Wendlingen high-speed railway]]|| rowspan="3" | {{convert|250|km/h|mph|0|abbr=on}}|| {{convert|25|km|mi|1|abbr=on}}|| Unknown || 2025
|-
| [[Wendlingen–Ulm high-speed railway]]|| {{convert|59.58|km|mi||abbr=on}}|| Unknown || 2022
|-
| Ulm-Augsburg high-speed railway (parallel) || {{convert|70|km|mi|1|abbr=on}}|| 2023 || 2030
|-
| [[Hanau–Würzburg/Fulda–Erfurt high-speed railway|Hanau-Gelnhausen high-speed railway]]|| {{convert|300|km/h|4=0|abbr=on}}|| {{convert|55|km|mi|1|abbr=on}}|| 2025 || 2030
|-
| Lübeck–Puttgarden railway || rowspan="3" | {{convert|200|km/h|mph|0|abbr=on}}|| {{convert|88.6|km|mi||abbr=on}}|| 2020 || 2028 (upgrading)
|-
| Lübeck–Hamburg railway || {{convert|62.5|km|mi||abbr=on}}|| 2020 || 2027 (upgrading)
|-
| Berlin–Frankfurt-Am-Oder || {{convert|81.2|km|mi||abbr=on}}|| Unknown || 2027 (upgrading)
|-
| Bielefeld–Hannover high-speed railway || {{convert|300|km/h|4=0|abbr=on}}|| {{convert|100|km|mi|1|abbr=on}}|| unknown || 2030
|-
| [[Uelzen–Langwedel railway]] || rowspan="5" | {{convert|200|km/h|mph|0|abbr=on}}|| {{convert|97.4|km|mi||abbr=on}}|| unknown || 2030
|-
| [[Regensburg–Passau railway]] || {{convert|57.3|km|mi||abbr=on}}|| 2006 || 2030
|-
| [[Berlin–Görlitz railway]] || {{convert|114.7|km|mi||abbr=on}}|| 2023 || 2027
|-
| [[Wunstorf–Bremen railway]] || {{convert|122.3|km|mi||abbr=on}}|| unknown || 2030 (upgrading approved)
|-
| [[Stendal–Uelzen railway]] || {{convert|107.5|km|mi||abbr=on}}|| unknown || 2030
|-
| rowspan="2" | Greece
| [[Egnatia Railway]]|| rowspan="2" | {{convert|250|km/h|mph|0|abbr=on}}|| 565 || unknown || 2028+
|-
| route to Albania || 130 || unknown || unknown
|-
| Hungary
| Serbian Border-Budapest || {{convert|200|km/h|mph|0|abbr=on}}|| 152 || 2019 || 2023
|-
| rowspan="3" | Italy
| [[Brenner Railway|Verona–Brenner]]<ref name="tunnelbuilder1"/> || rowspan="2" | {{convert|250|km/h|mph|0|abbr=on}}|| 276 || Unknown || 2025
|-
| [[Tortona–Genoa high-speed railway]]<ref name="tunnelbuilder1"/> || {{convert|53|km|mi|1|abbr=on}}|| 2013 || 2023
|-
| Naples–Foggia railway || rowspan="2" | {{convert|200|km/h|mph|0|abbr=on}}|| 194 || 2012 || 2026 (upgrading)
|-
| rowspan="2" | Netherlands
| Rhine Railway || {{convert|116.3|km|mi||abbr=on}}|| Unknown || 2023
|-
| Lelylijn || {{convert|250|km/h|mph|0|abbr=on}}|| {{convert|120|km|mi|1|abbr=on}}|| Unknown || before 2030
|-
| Norway
| Drammen–Tønsberg || {{convert|200|km/h|mph|0|abbr=on}}|| {{convert|63|km|mi||abbr=on}}|| Unknown || 2025
|-
| Norway
| Dovre Line || {{convert|250 - 300|km/h|mph|0|abbr=on}}|| {{convert|110|km|mi||abbr=on}}|| 2012 || 2025
|-
| Norway
| Oslo–Ski || rowspan="7" | {{convert|250|km/h|mph|0|abbr=on}}|| {{convert|22.5|km|mi||abbr=on}}|| Unknown || 2022
|-
| Norway
| Østfoldbanen || {{convert|77|km|mi|1|abbr=on}}|| 2019 || 2024–2030
|-
| Norway
| [[Ringerike Line]] || {{convert|40|km|mi||abbr=on}}|| 2021 || 2028–2029
|-
| Norway
| [[Vestfold Line]] || {{convert|64|km|mi|1|abbr=on}}|| 1993 || 2024–2032
|-
| Poland
| Y-line || 450 || 2021 (claimed) || 2027-2030+
|-
| Poland
| CMK Północ / PKP rail line 5 || 295 || 2025+ || 2030+
|-
| Poland
| Shortcut in PKP rail line 9 || {{convert|33|km|mi|1|abbr=on}}|| 2020+ || 2025+
|-
| Portugal
| Linha do Sul (another section) || 220 || {{convert|50|km|mi|1|abbr=on}}|| 2015 || 2030
|-
| Portugal
| South Axis || {{convert|250|km/h|mph|0|abbr=on}}|| {{convert|374.7|km|mi||abbr=on}}|| 2015 || 2030
|-
| Portugal
| High-speed mainline || {{convert|300|km/h|4=0|abbr=on}}|| 298 || unknown || 2030
|-
| Russia
| [[Gorky Railway|Gor'kovskaya Railway]] (Moscow - Nizhny Novgorod) || {{convert|200|km/h|mph|0|abbr=on}}|| 421 || 2021 || 2024
|-
| Spain
| [[Mediterranean High Speed Corridor]]: [[Andalusia]]–[[Region of Murcia|Murcia]]–[[Valencian Community|Valencia]]–[[Catalonia]]–French border<ref name="elpais1"/> || {{convert|250-350|km/h|mph|0|abbr=on}}|| +{{convert|1000|km|mi|0|abbr=on}}|| || 2016–2020–2030
|-
| Spain
| [[Madrid]]–([[Cáceres, Spain|Cáceres]]–[[Mérida, Spain|Mérida]]–[[Badajoz]])–[[Lisbon]]<ref name="autogenerated1"/> || {{convert|350|km/h|mph|0|abbr=on}}|| 640 || Unknown || –
|-
| Spain
| L.A.V. [[Madrid]]–[[Santander, Spain|Santander]]<ref name="railwaygazette4"/> || Unknown || Unknown || Unknown || –
|-
| Spain
| León–Gijón high-speed rail line|| {{convert|350|km/h|mph|0|abbr=on}}|| Unknown || 2009 || 2020+
|-
| Spain
| [[Murcia–Almería high-speed rail line]]|| {{convert|300|km/h|4=0|abbr=on}}|| {{convert|184.3|km|mi||abbr=on}}|| Unknown || 2026
|-
| Spain
| L.A.V. Burgos–Vitoria-Gasteiz|| {{convert|350|km/h|mph|0|abbr=on}}|| {{convert|98.8|km|mi||abbr=on}}|| 2009 || 2023
|-
| Spain
| [[Basque Y]]|| {{convert|250|km/h|mph|0|abbr=on}}|| {{convert|175|km|mi||abbr=on}}|| Unknown || 2023
|-
| Slovakia
|[[Devínska Nová Ves]]-Czech border || rowspan="4" | {{convert|200|km/h|mph|0|abbr=on}}|| {{convert|57.8|km|mi||abbr=on}}|| 2017 || 2030
|-
| rowspan="3" | Switzerland
| Jura Foot Railway || {{convert|104.5|km|mi||abbr=on}}|| unknown (upgrading) || 2025–2030
|-
| [[Lausanne–Geneva railway]] || {{convert|66.18|km|mi||abbr=on}}|| unknown (upgrading) || 2025–2030
|-
| Simplon Railway || {{convert|191.41|km|mi||abbr=on}}|| unknown (upgrading) || 2025–2030
|-
| rowspan="10" | United Kingdom
| [[High Speed 2]] || rowspan="2" | {{convert|362|km/h|mph|0|abbr=on}}|| {{convert|230|km|mi|0|abbr=on}}|| 2017 || 2031
|-
| [[High Speed 2]] (phase 2) || {{convert|390|km|mi|0|abbr=on}}|| 2022 (planned) || 2040
|-
| [[Northern Powerhouse Rail]] || {{convert|230|km/h|mph|0|abbr=on}}|| {{convert|65|km|mi|1|abbr=on}}|| 2022 (planned) || 2035+
|-
| [[Reading–Taunton line]] || rowspan="5" | {{convert|201|km/h|mph|0|abbr=on}}|| {{convert|173.21|km|mi||abbr=on}}|| rowspan="7" | Unknown (proposed) || Before 2043
|-
| [[Bristol–Exeter line]] || {{convert|121.36|km|mi||abbr=on}}|| Before 2043
|-
| [[South West Main Line]] || {{convert|239.8|km|mi||abbr=on}}|| Before 2043
|-
| Coventry–Nuneaton-Leicester lines || {{convert|40|km|mi||abbr=on}}|| Before 2036
|-
| [[Crewe–Derby line]] || {{convert|83|km|mi|1|abbr=on}}|| Before 2036
|-
| [[Waverley Route]] || Unknown || {{convert|158.1|km|mi||abbr=on}}|| Before 2035<ref>{{cite web|url=https://www.thesouthernreporter.co.uk/news/transport/new-hs2-report-hailed-boost-case-borders-railway-extension-2882657|title=New HS2 report hailed as boost for case for Borders Railway extension|website=www.thesouthernreporter.co.uk|access-date=2 April 2021|archive-date=9 August 2021|archive-url=https://web.archive.org/web/20210809071524/https://www.thesouthernreporter.co.uk/news/transport/new-hs2-report-hailed-boost-case-borders-railway-extension-2882657|url-status=live}}</ref>
|-
| [[Welsh Marches line]] || {{convert|201|km/h|mph|0|abbr=on}}|| {{convert|225|km|mi||abbr=on}}|| Before 2036
|-
| Romania
| Bucharest-Cluj || {{convert|200|km/h|mph|0|abbr=on}}|| {{convert|497|km|mi|0|abbr=on}}|| 2020 (originally planned 2019) || 2025
|-
| Iceland
| Airport Rail Link || {{convert|250|km/h|mph|0|abbr=on}}|| {{convert|49|km|mi|1|abbr=on}}|| 2022 (planned)<ref>{{cite web|url=https://icelandmonitor.mbl.is/news/news/2019/04/03/airport_train_still_a_possibility/|title=Airport Train Still a Possibility|website=Iceland Monitor|access-date=4 March 2021|archive-date=8 November 2020|archive-url=https://web.archive.org/web/20201108001157/https://icelandmonitor.mbl.is/news/news/2019/04/03/airport_train_still_a_possibility/|url-status=live}}</ref> || 2025
|-
| rowspan="2" | Finland
| [[Helsinki–Turku high-speed railway]] || rowspan="2" | {{convert|300|km/h|4=0|abbr=on}}|| {{convert|95|km|mi|1|abbr=on}}|| (planned) || 2031
|-
| [[Itärata|East Rail Connection]] || 126 || (planned) || 2027+
|-
| rowspan="4" | Sweden
| North Bothnia Line || {{convert|250|km/h|mph|0|abbr=on}}|| 270 || 2016 || 2028
|-
| Götalandsbanan || 320 || 440 || 2017 (delayed) || 2024–2030
|-
| [[East Link Project]] || {{convert|250|km/h|mph|0|abbr=on}}|| 160 || 2017 (delayed) || 2033–2036
|-
| Örebro–Kolbäck || {{convert|200|km/h|mph|0|abbr=on}}|| {{convert|63|km|mi|1|abbr=on}}|| unknown || 2036
|-
| Ukraine
| Polish border-Lviv-Kiev-Odessa || {{convert|250|km/h|mph|0|abbr=on}}|| {{convert|900|km|mi|0|abbr=on}}|| 2021 (claimed) || 2030
|-
| Ireland
| Dublin-Cork Railway || 225 || 266 || early 2000s || 2023+
|-
| rowspan="4" | France
| LGV Bordeaux–Toulouse || rowspan="3" | {{convert|350|km/h|mph|0|abbr=on}}|| 222 || 2019 (planned) || 2032
|-
| LGV Bordeaux–Espagne (Dax to border) || {{convert|60|km|mi|1|abbr=on}}|| Unknown || 2034
|-
| LGV Montpellier–Perpignan || 150 || 2021 (planned) || 2027+
|-
| Ligne nouvelle Paris-Normandie || {{convert|250|km/h|mph|0|abbr=on}}|| 310 || 2027 (Approved) || 2035+
|}

==See also==
* [[Rail transport in Europe]]
* [[Trans-European high-speed rail network]]

==References==
{{Reflist|30em}}

==External links==
{{Wikivoyage|Rail travel in Europe}}
* [http://railturkey.org/2014/06/24/european-high-speed Rail Turkey photo report: High Speed Trains in Europe by P. Trippi, Switzerland]

{{High-speed rail}}
{{High-speed railway lines}}

{{DEFAULTSORT:High-Speed Rail In Europe}}
[[Category:High-speed rail in Europe| ]]

Cologne Stadtbahn

2023-06-21T18:45:52Z

Jan Lukas 22: /* Rolling stock */ Add a picture of the NF12/NF6 mockup

{{short description|Light rail system in Cologne, North Rhine-Westphalia, Germany}}
{{Use dmy dates|date=February 2023}}
{{Infobox public transit
| box_width = 300px
| name = Cologne Stadtbahn
| image = KVB logo.svg
| alt = KVB logo
| imagesize = 50px
| image2 = KVB4076_Severinsbruecke.jpg
| caption2 = Light rail trainset in front of the river [[Rhine]] and [[Cologne Cathedral]]
| owner = [[Kölner Verkehrs-Betriebe]]
| locale = [[Cologne]] (Köln) [[Germany]]
| transit_type = [[Light rail]] ([[Stadtbahn]])
| lines = 12
| stations = 236
| ridership = 594,520 (2019)<ref name="statistik">{{cite web |url=https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html |title=Kölner Verkehrs-Betriebe AG |publisher=kvb.koeln |access-date=4 July 2022 |archive-url=https://web.archive.org/web/20220618102453/https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html |archive-date=18 June 2022 |url-status=live }}</ref>
| annual_ridership = 217,000,000 (2019)<ref name="statistik" />
| website = [https://www.kvb.koeln/ www.kvb.koeln]
| began_operation = 1877 (horsecar)
1900 (electric tram)<ref name="history 1877">{{cite web |url=https://www.kvb.koeln/unternehmen/geschichte/1876.html |title=KVB-Geschichte von 1877 bis 1949 |publisher=kvb.koeln |access-date=4 July 2022 |archive-url=https://web.archive.org/web/20210507081801/https://www.kvb.koeln/unternehmen/geschichte/1876.html |archive-date=7 May 2021 |url-status=live |language=de}}</ref>
1968 (Stadtbahn)<ref name="history 1950">{{Cite web |title=KVB-Geschichte von 1950 bis 1984 |trans-title=KVB-History from 1950 to 1984 |url=https://www.kvb.koeln/unternehmen/geschichte/1950.html |url-status=live |archive-url=https://web.archive.org/web/20210507081843/https://www.kvb.koeln/unternehmen/geschichte/1950.html |archive-date=7 May 2021 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref>
| operator = [[Kölner Verkehrs-Betriebe]] (KVB)
| vehicles = 382 (2019)<ref name="statistik" />
| train_length = {{convert|60|m|ft|sp=us}}
| system_length = {{convert|198.5|km|mi|sp=us}} (2019)<ref name="statistik" />
| track_gauge = {{RailGauge|sg|allk=on}}
| minimum_radius_of_curvature = 
| el = 750<ref name="electrification">{{Cite web |last=Zeidler-Goll |first=Susanne |date=23 February 2016 |title=Wie kommt der Strom in die Bahn? |url=https://blog.kvb-koeln.de/wie-kommt-der-strom-in-die-bahn |url-status=live |archive-url=https://web.archive.org/web/20220118143455/https://blog.kvb-koeln.de/wie-kommt-der-strom-in-die-bahn |archive-date=18 January 2022 |access-date=4 July 2022 |language=de }}</ref> [[Volt|V]] [[Direct current|DC]] [[overhead line]]
| average_speed = {{convert|25.9|km/h|mph|abbr=on}} (2019)<ref name="statistik" />
| top_speed = 
| map = [[File:KVB Netz.svg|290px]]
| map_name = KVB system map
| map_state = collapsed
| caption = KVB logo
}}

The '''Cologne Stadtbahn''' is a [[light rail]] system in the [[Germany|German]] city of [[Cologne]], including several surrounding cities of the [[Cologne Bonn Region]] ([[Bergisch Gladbach]], [[Bonn]], [[Bornheim (Rheinland)|Bornheim]], [[Brühl (Rhineland)|Brühl]], [[Frechen]], [[Hürth]], [[Leverkusen]]-Schlebusch, [[Wesseling]]). The term ''[[Stadtbahn]]'' denotes a system that encompasses elements of [[tram]]s as well as an [[Rapid transit|underground railway]] network (''[[Rapid transit in Germany#U-Bahn|U-Bahn]]'') and [[interurban]] rail, even including three lines that are licensed as [[heavy rail]] and used by [[freight train]]s as well as Stadtbahn vehicles. Two of these lines connect the Cologne Stadtbahn to the [[Bonn Stadtbahn]]. These lines (16 and 18) are jointly operated by both cities' transport authorities, resulting in both systems and the lines connecting them sometimes collectively referred to as ''Stadtbahn Rhein-Sieg''.

The Cologne Stadtbahn is operated by the [[Kölner Verkehrs-Betriebe|Kölner Verkehrsbetriebe]] (KVB) and the Bonn Stadtbahn is operated by the Stadtwerke Bonn (SWB – City of Bonn Utilities Division). The KVB and SWB are members of the [[Verkehrsverbund Rhein-Sieg]] (VRS – Rhein-Sieg Transit Authority), formed in 1987 to consolidate the transit authorities in the metropolitan Cologne area and operate a joint fare structure.<ref name="VRS members">{{Cite web |title=Wir fahren Sie... |trans-title=We transport you... |url=https://www.vrs.de/der-vrs/verkehrsunternehmen/wir-fahren-sie |url-status=live |archive-url=https://web.archive.org/web/20200612111848/https://www.vrs.de/der-vrs/verkehrsunternehmen/wir-fahren-sie |archive-date=12 June 2020 |access-date=6 May 2020 |website=VRS |language=de}}</ref><ref name="history 1985" /> There are [[List of Cologne KVB stations|236 stations]] along {{Convert|199|km|mi|abbr=on}} of tracks,<ref>{{Cite web |date=June 2022 |title=KVB Geschäftsbericht 2021 |url=https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=3936 |url-status=live |access-date=9 August 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=9 August 2022 |archive-url=https://web.archive.org/web/20220809124034/https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=3936 }}</ref> of which 42 are underground in {{Convert|28|km|mi|abbr=on}} of tunnels.

== History ==
[[File:Station Äußere Kanalstraße.JPG|thumb|The Cologne Stadtbahn at [[Rochusplatz]] station]]

=== Horsecar and tram (1877 – 1960s) ===
The Cologne Stadtbahn traces its history to the first [[horsecar]] lines that started operating in 1877. Within a few years, several companies had built an extensive network. Because none of these companies showed interest in electrifying their lines, the city of Cologne bought them on 1 January 1900, and by 1907 all horsecar lines had been electrified or replaced by other services.<ref name="history 1877" /> Additional lines were built until 1912, including ''Vorortbahnen'' to surrounding villages outside the city limits. Outside the city center, these lines had segregated [[Right-of-way (transportation)|right-of-way]] and were more similar to "real" railroads than to trams.<ref name=USDT>{{cite book|title=Light Rail Transit: A State of the Art Review|url=https://books.google.com/books?id=yJJKFV0uwHQC&pg=PA52|year=1976|publisher=U.S. Department of Transportation, Urban Mass Transportation Administration, Office of Policy and Program Development|pages=52–56|access-date=11 January 2020|archive-date=5 July 2022|archive-url=https://web.archive.org/web/20220705142226/https://books.google.com/books?id=yJJKFV0uwHQC&pg=PA52|url-status=live}}</ref>

The dense tram network in the city center that had been present before [[World War II]] was only partially rebuilt afterwards, and the [[Köln Hauptbahnhof|''Hauptbahnhof'']] (Central Station) was not linked to important places like [[Neumarkt (Cologne)|Neumarkt]] and [[Heumarkt]] for the time being. This was partly due to the plans to make Cologne a [[Automotive city|car friendly city]] which meant that old tramways (like the north–south one) were replaced by bus service; and also due to the planned widening of vehicles which wouldn't have fit through some of the narrow streets previously served by trams. Another question was the connection between the two banks of the [[Rhine]] which had been provided by the [[Hohenzollern Bridge|Hohenzollern-]], [[Mülheim Bridge, Cologne|Mülheim-]] and [[Deutz Suspension Bridge|Deutzer Brücke]], that were all destroyed during the war. A decision was taken to dedicate the Hohenzollern Bridge solely to interregional services, while the new [[Severins Bridge]] was only finished in 1959, allowing a restructuring of tram lines.<ref name="reconstruction ww2">{{Cite web |title=Wiederaufbau und Neugestaltung |trans-title=Reconstruction and redesign |url=https://koeln-magazin.info/geschichte/wiederaufbau-und-neugestaltung-in-koeln-nach-dem-2-weltkrieg |url-status=live |archive-url=https://web.archive.org/web/20220122192400/https://koeln-magazin.info/geschichte/wiederaufbau-und-neugestaltung-in-koeln-nach-dem-2-weltkrieg |archive-date=22 January 2022 |access-date=5 July 2022 |website=Köln Magazin |language=de}}</ref><ref name="50 years underground">{{Cite web |date=11 October 2018 |title=Broschüre 50 Jahre U-Bahn |trans-title=Brochure 50 years U-Bahn |url=https://www.kvb.koeln/unternehmen/presse/publikationen/broschueren.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=770 |url-status=live |archive-url=https://web.archive.org/web/20220706145650/https://www.kvb.koeln/unternehmen/presse/publikationen/broschueren.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=770 |archive-date=6 July 2022 |access-date=5 July 2022 |website=kvb.koeln |language=de}}</ref>

=== Upgrade to a Stadtbahn (1960s – now) ===
Already in 1956, the [[Transportation planning|transportation plan]] of the city council intended a newly built tunnel through the city center in the north–south direction. An overground routing along the Nord-Süd-Fahrt (North-South-Road) would not have served many central areas and was rejected. The tunnel was not planned as a [[Rapid transit|''U-Bahn'']] as in many other cities, but rather as an [[Premetro|underground tram]]. This meant a design similar to overground trams with small turning radii, short distances between stops and low-floor platforms. At the end of the tunnels the trains were supposed to run as trams on the streets again, but in many places the trams were already separated from car traffic anyways. For this type of system – tunnels in highly congested areas, elsewhere mostly on or next to streets – the term [[Stadtbahn]] was later created. Similar concepts to separate rail and car traffic were later used in many cities in [[North Rhine-Westphalia]] and adjacent foreign cities ([[Brussels]], [[Antwerp]]).<ref name="50 years underground" />

The term Stadtbahn is not regularly used, as the system is mostly referred to as ''U-Bahn'' and sometimes ''Straßenbahn'' (tram) by officials and the KVB, and most underground stations are also marked by a big white U on blue background which refers to ''U-Bahn''. Most people in Cologne speak about the ''U-Bahn'' or ''Straßenbahn'', or just about the train or the KVB.<ref name="50 years underground" />

When construction of the first tunnel started in 1963, there was no promise of the state NRW or the federal government to finance the project, and in the worst case the city would have had to pay completely on their own. With this background, the building of the Innenstadttunnel (city center tunnel) was begun. The tunnel opened in parts between 1968 and 1970 and was designed to be continued later, when more money and higher demand could make it necessary. This was the reason why no traditional ''U-Bahn'' (metro) was built in Cologne, which is as of 2023 the [[List of cities in the European Union by population within city limits|largest city in Europe]] not to have one. Nearly all tunnels completed afterwards aren't new routes, but rather overground sections of existing lines moved to the underground.<ref name="50 years underground" />

Beneficial to the expansion of the Stadtbahn were the ''Vorortbahnen'' that mostly ran on the right side of the Rhine and usually had their own [[Right-of-way (traffic)|right-of-ways]]. Another advantage was the previous use of {{Convert|2.5|m|ftin|abbr=on}} wide trains instead of the usual {{Convert|2.3|m|ftin|abbr=on}} other cities used for their trams, which made the adjustment for the new {{Convert|2.65|m|ftin|abbr=on}} wide [[Stadtbahnwagen B]] easier.{{Citation needed|date=January 2023}}

After the ''[[Vorgebirgsbahn]]'' of the ''[[Köln-Bonner Eisenbahnen]]'' started serving [[Barbarossaplatz station|Barbarossaplatz]] over Luxemburger Straße in 1898,<ref name="line 18">{{Cite web |last=Weiß |first=Regina |date=26 January 2021 |title=Linie 18: Vom Weißkohl-Bauern-Express zur Stadtbahn Nr. 1 |trans-title=Line 18: From cabbage-farmer-express to Stadtbahn #1 |url=https://blog.kvb-koeln.de/linie-18-vom-weisskohl-bauern-express-zur-stadtbahn-nr-1 |url-status=live |archive-url=https://web.archive.org/web/20210918022705/https://blog.kvb-koeln.de/linie-18-vom-weisskohl-bauern-express-zur-stadtbahn-nr-1 |archive-date=18 September 2021 |access-date=5 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> the ''[[Rheinuferbahn]]'' used rail tracks of the trams from its start in 1906,<ref name="line 16">{{Cite web |last=Anemüller |first=Stephan |date=21 November 2017 |title=Linie 16 – eine Bahn mit Geschichte |trans-title=Line 16 – a line with history |url=https://blog.kvb-koeln.de/linie-16-eine-bahn-mit-geschichte |url-status=live |archive-url=https://web.archive.org/web/20210918004541/https://blog.kvb-koeln.de/linie-16-eine-bahn-mit-geschichte |archive-date=18 September 2021 |access-date=5 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> beginning the mix of trams and interregional rail. The ''[[Köln-Frechen-Benzelrather Eisenbahn]]'', which opened in 1893, was modified from [[Metre-gauge railway|metre-gauge]] to [[Standard-gauge railway|standard-gauge]] in 1914, and has been operated by the KVB since 1955 using [[Eisenbahn-Bau- und Betriebsordnung|EBO]] certified vehicles.<ref name="line 7">{{Cite web |last=Anemüller |first=Stephan |date=31 January 2017 |title=Linie 7: An der Sonne und über die Grenzen der Stadt |trans-title=Line 7: At the sun and beyond the city's limits |url=https://blog.kvb-koeln.de/linie-7-an-der-sonne-und-ueber-die-grenzen-der-stadt |url-status=live |archive-url=https://web.archive.org/web/20220118142810/https://blog.kvb-koeln.de/linie-7-an-der-sonne-und-ueber-die-grenzen-der-stadt |archive-date=18 January 2022 |access-date=5 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> The integration of the ''Rheinuferbahn'' and ''Vorgebirgsbahn'' was already planned in the mid-1960s, but had to be put off due to a lack of vehicles that could run on interregional rail and partially tunneled Stadtbahn.

As seen in other cities, the changing ideas on efficient traffic systems lead to differing needs for the system. An example of this is the length of the platforms. While the first platforms were designed for two coupled {{Convert|30|m|ft|abbr=on}} wagons, later the state NRW required space for three or sometimes four Stadtbahnwagen B, which lead to platforms of up to {{Convert|110|m|ft|abbr=on}} in length. The usually much shorter overground platforms currently only allow two wagons of collective {{Convert|58|m|ft|abbr=on}} length. Another changing factor was the routing itself: the curve radii were enlarged and at-grade crossings avoided. The outer parts of the tunnel network are designed for up to {{Convert|70|km/h|mph|abbr=on}}, but the distance between stations is more similar to the previous tram network, which is why the top speed is rarely reached.

There is no plan for the final state of the network as in the U-Bahn of [[Berlin U-Bahn|Berlin]], [[Munich U-Bahn|Munich]] or [[Nuremberg U-Bahn|Nuremberg]]. The lines and tunnels were built in the order which made most sense to relieve traffic at the time. Because of this and the financial insecurity if the state or federal government would finance more projects, many ramps going from the tunnels to the overground were built only provisorily to enable a later continuation of the tunnels, but no underground stations were designed to become multi-level stations serving different directions.

Initially the mixed use of trams and Stadtbahnen only allowed for low-floor platforms with a height of {{Convert|35|cm|in|abbr=on}}, which meant that the high-floor Stadtbahnen had to be (and still are) equipped with stairs. In 1985 the first part of the network was built that was only accessible for high-floor trains with a platform height of {{Convert|90|cm|in|abbr=on}}.

Since the summer of 2006, no more trams are in use in Cologne.<ref name="history 2005" /> But in the 1990s, the city council had decided to only convert part of the network for use with high-floor trains, that has since been upgraded almost completely. The first few lines were converted to low-floor operations in 1994, another few in 2003. This led to the curiosity that at some platforms the earlier-built escalators don't end at platform level, but a few steps above it, as it had been intended to raise those platforms to {{Convert|90|cm|in|abbr=on}}.<ref name="history 1985" />

Underground construction in downtown Cologne, one of [[Germany]]'s oldest cities, is often obstructed by [[archeologist]]s' legal rights to dig in all future building sites within the medieval city limits before all heavy construction machinery.<ref name="archaeology">{{Cite web |last=Schmitz |first=Alfried |title=Archäologie: "ZeitTunnel" Köln |trans-title=Archaeology: "TimeTunnel" Cologne |url=https://www.planet-wissen.de/geschichte/archaeologie/methoden_der_archaeologie/pwiegrabungenunterderstadtdasprojektzeittunnelinkoeln100.html#Bauprojekt |url-status=live |archive-url=https://web.archive.org/web/20210319052611/https://www.planet-wissen.de/geschichte/archaeologie/methoden_der_archaeologie/pwiegrabungenunterderstadtdasprojektzeittunnelinkoeln100.html#Bauprojekt |archive-date=19 March 2021 |access-date=4 July 2022 |website=planet-wissen.de |date=11 December 2019 |language=de}}</ref>

== Current routes ==
[[File:KVB Friesenplatz.jpg|thumb|Entrance to [[Friesenplatz (KVB)|Friesenplatz station]] on [[Hohenzollernring]]]]
[[File:Technical map2.png|thumb|Technical map]]
[[File:KVB2306 Appellhofplatz.jpg|thumb|Appellhofplatz/Breite Straße station before renovation]]
Because the light rail network evolved from the tram network instead of replacing it, there were numerous stations served by both light rail and tram vehicles for almost three decades. While high platforms for step less entry into light rail vehicles could be built on the outer branches, stations in the city center had to have low platforms to support trams as well. The introduction of [[low-floor]] technology in the early 1990s promised wheelchair-accessible entry throughout the network without having to build several hundred high platforms. To allow the introduction of low-floor trains without having to demolish existing high platforms, the network was divided into two sub-networks of different floor heights.<ref name="history 1985" />

On weekdays, all lines are served in 5 to 10 minute intervals from 6 am to 8 pm, with little or no service between around 1 am and about 4.30 am, and usually 15 minute intervals in the early night and early morning, as well as on Sundays. On weekends, there is an hourly service throughout the night. Because several lines overlap on the routes through the city center, some stations are served by up to 30 trains per hour in each direction.

{| class="wikitable"
|-
! !! route !! length !! avg. speed
|-
| style="background:#{{rcr|Cologne Stadtbahn|1}}; color:#fff; text-align:center;"| '''1''' || [[Köln-Weiden West station|Weiden West]] – Junkersdorf – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – [[Kalk Post (KVB)|Kalk Post]] – [[Kalk Kapelle (KVB)|Kalk Kapelle]] – Brück – Refrath – [[Bensberg (KVB)|Bensberg]] during peak hours 5-minute intervals Junkersdorf–Brück|| {{convert|26.5|km|mi|abbr=on}}<ref name="line 1" />|| {{convert|27.2|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|3}}; color:#fff; text-align:center;"| '''3''' || [[Bocklemünd Görlinger-Zentrum (KVB)|Görlinger-Zentrum]] – Mengenich – Bocklemünd – Bickendorf – [[Köln-Ehrenfeld station|Bf Ehrenfeld]] – [[Köln West station|Bf West]] – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – Buchheim – Holweide – [[Thielenbruch (KVB)|Thielenbruch]] off-peak service ends at Holweide|| {{convert|20.1|km|mi|abbr=on}} || {{convert|26.2|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;"| '''4''' || Bocklemünd – Bickendorf – [[Köln-Ehrenfeld station|Bf Ehrenfeld]] – [[Köln West station|Bf West]] – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – Mülheim, Wiener Platz – Dünnwald – Schlebusch evening service starts at Bickendorf|| {{convert|21.5|km|mi|abbr=on}} || {{convert|28.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|5}}; color:#fff; text-align:center;"| '''5''' || Sparkasse Am Butzweilerhof – Ossendorf – Neuehrenfeld – [[Köln West station|Bf West]] – [[Köln Hauptbahnhof|Dom/Hbf]] – [[Rathaus (KVB)|Rathaus]] – [[Heumarkt (KVB)|Heumarkt]]|| {{convert|10.3|km|mi|abbr=on}} || {{convert|20.4|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|7}}; color:#fff; text-align:center;"| '''7''' || Frechen – Marsdorf – Braunsfeld – [[Neumarkt (KVB)|Neumarkt]] – Poll – Porz – Zündorf Frechen–Braunsfeld served in 20-minute intervals except for peak hours || {{convert|25.5|km|mi|abbr=on}} || {{convert|25.5|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|9}}; color:#fff; text-align:center;"| '''9''' || Sülz – [[University of Cologne|Universität]] – [[Köln Süd station|Bf Süd]] – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – [[Kalk Post (KVB)|Kalk Post]] – [[Kalk Kapelle (KVB)|Kalk Kapelle]] – Ostheim – [[Königsforst (KVB)|Königsforst]] 5-minute intervals Universität–Bf Deutz except for school holidays|| {{convert|15.4|km|mi|abbr=on}}<ref name="line 9">{{Cite web |last=Pesch |first=Matthias |date=16 August 2016 |title=Meine Linie: die Linie 9 |trans-title=My line: line 9 |url=https://blog.kvb-koeln.de/meine-linie-die-linie-9 |url-status=live |access-date=17 February 2023 |website=Der Unternehmensblog der KVB |language=de |archive-date=9 December 2022 |archive-url=https://web.archive.org/web/20221209164916/https://blog.kvb-koeln.de/meine-linie-die-linie-9 }}</ref>|| {{convert|25.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|12}}; color:#fff; text-align:center;"| '''12''' || Merkenich – Niehl – [[Ebertplatz (KVB)|Ebertplatz]] – [[Köln-Hansaring station|Hansaring]] – Ringe – [[Zollstock]] Merkenich–Niehl served in 20-minute intervals from 9am to 1pm || {{convert|16.5|km|mi|abbr=on}} || {{convert|22.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;"| '''13''' || [[Sülzgürtel (KVB)|Sülzgürtel]] – Aachener Str. – [[Köln-Ehrenfeld station|Bf Ehrenfeld]] – Gürtel – [[Köln-Mülheim station|Bf Mülheim]] – Buchheim – Holweide || {{convert|16.2|km|mi|abbr=on}}<ref name="line 13" />|| {{convert|28.9|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|15}}; color:#fff; text-align:center;"| '''15''' || [[Chorweiler (KVB)|Chorweiler]] – Longerich – Ebertplatz – [[Köln-Hansaring station|Hansaring]] – Ringe – [[Ubierring (KVB)|Ubierring]] during peak hours 5-minute intervals Longerich–Ubierring || {{convert|15.2|km|mi|abbr=on}}<ref name="line 15">{{Cite web |last=Anemüller |first=Stephan |date=20 January 2023 |title=Linie 15: Seit 20 Jahren entlang der Stadtmauer |trans-title=Line 15: 20 years along the city wall |url=https://blog.kvb-koeln.de/linie-15-seit-20-jahren-entlang-der-stadtmauer |url-status=live |access-date=17 February 2023 |website=Der Unternehmsblog der KVB |language=de |archive-date=5 February 2023 |archive-url=https://web.archive.org/web/20230205001345/https://blog.kvb-koeln.de/linie-15-seit-20-jahren-entlang-der-stadtmauer }}</ref>|| {{convert|24.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|16}}; color:#fff; text-align:center;"| '''16''' || Niehl, Sebastianstraße – [[Köln Hauptbahnhof|Dom/Hbf]] – [[Neumarkt (KVB)|Neumarkt]] – Ubierring – Sürth – Wesseling – [[Bonn Hbf]] – Bonn-Bad-Godesberg 20-minute intervals from Sürth (during peak hours from Wesseling)|| {{convert|44.3|km|mi|abbr=on}}<ref name="line 16" />|| {{convert|33.3|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|17}}; color:#fff; text-align:center;"| '''17''' ||
Severinstr. – [[Chlodwigplatz (KVB)|Chlodwigplatz]] – Rodenkirchen (– Sürth) Monday to Friday, 7:00 to 8:00 and 16:30 to 18:00 to Sürth
|{{Convert|8.5|km|mi|abbr=on}}<ref name="not know kvb">{{Cite web |last=Pesch |first=Matthias |date=5 July 2016 |title=Was Sie noch nicht über die KVB wussten... |trans-title=Things you didn't know about the KVB... |url=https://blog.kvb-koeln.de/was-sie-noch-nicht-ueber-die-kvb-wussten |url-status=live |access-date=16 February 2023 |website=Der Unternehmensblog der KVB |language=de |archive-date=28 January 2023 |archive-url=https://web.archive.org/web/20230128164325/https://blog.kvb-koeln.de/was-sie-noch-nicht-ueber-die-kvb-wussten }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;"| '''18''' || [[Thielenbruch (KVB)|Thielenbruch]] – Buchheim – [[Köln-Mülheim station|Bf Mülheim]] – [[Köln Hauptbahnhof|Dom/Hbf]] – [[Neumarkt (KVB)|Neumarkt]] – Klettenberg – Brühl – [[Bonn Hbf]] 5-minute intervals Buchheim–Klettenberg, 20-minute intervals from Brühl|| {{convert|46.4|km|mi|abbr=on}}<ref name="not know kvb" />|| {{convert|33.4|km/h|mi/h|1|abbr=on}}
|}

=== Low-floor lines ===

====East-West lines====
[[Image:Koeln WestOstLinien.png|right|East-West network]]
The first step towards a low-floor light rail network was concentrating four lines on similar routes into a common east–west-corridor in 1994. These lines were quickly equipped with low platforms {{convert|35|cm|abbr=on}} above street level on every single station. While there are some stretches that can be described as classic tramway lines, the majority of the east–west-network has been upgraded to a high standard with long sections having segregated right-of-way, justifying the term "low-floor light rail" (''Niederflurstadtbahn'').

In 2006, during the [[2006 FIFA World Cup]], route 1 was extended to Weiden-West, via Schulstraße, which connects to the [[RheinEnergieStadion]].

In 2007, Line 8, which previously operated during peak hours, stopped service. All its runs were integrated into the schedules of Lines 7 and 9.<ref name="line numbering" />

* {{rcb|Cologne Stadtbahn|1|inline=route}}: Weiden West (S-Bahn) – Junkersdorf – Rheinenergiestadion – [[Aachener Straße/Gürtel station|Aachener Straße/Gürtel ]]– [[Rudolfplatz station|Rudolfplatz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Messe/Deutz station|Bf Deutz/Messe ]]– Kalk – Brück – Refrath – [[Bensberg station|Bensberg]]
* {{rcb|Cologne Stadtbahn|7|inline=route}}: Frechen – Marsdorf – [[Aachener Straße/Gürtel station|Aachener Straße/Gürtel ]]– [[Rudolfplatz station|Rudolfplatz ]]– [[Neumarkt station|Neumarkt ]]– Poll – Porz – Zündorf
* {{rcb|Cologne Stadtbahn|9|inline=route}}: Sülz – Zülpicher Straße/Gürtel – University – [[Zülpicher Platz station|Zülpicher Platz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Messe/Deutz station|Bf Deutz/Messe ]]– Kalk – Vingst – Ostheim – Rath/Heumar – [[Königsforst station|Königsforst]]

====Ring lines====
[[Image:Koeln RingeLinien.png|right|The Ring network]]
When it became clear to city authorities that the construction of a large number of additional high platforms was not financially feasible, other options were investigated. It was deemed most economical to create a second low-floor network and equip the remaining lines with high platforms. Between the stations "Ebertplatz" and "Barbarossaplatz", there are two possible routes. It was decided that the future low-floor lines would be concentrated in the tunnel underneath the [[Cologne Ring]] road, while high-floor lines would use the tunnel under the Central station.

This change was implemented in December 2003, after the high platforms at the ''Hansaring'' station were removed. In 2006, the tracks of the ''[[Chorweiler]]'' station were raised with additional gravel. Since then, all "Ringe" lines are operated with low-floor vehicles. In 2007, Line 6, which had only operated during peak hours, was replaced by additional trains of Line 15.<ref name="line numbering" />

* {{rcb|Cologne Stadtbahn|12|inline=route}}: Merkenich – Fordwerke – Wilh.-Sollmann-Straße – [[Ebertplatz station|Ebertplatz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Barbarossaplatz station|Barbarossaplatz ]]– [[Eifelstraße station|Eifelstraße ]]– Zollstock
* {{rcb|Cologne Stadtbahn|15|inline=route}}: [[Köln-Chorweiler station|Chorweiler ]]– Longerich – Wilh.-Sollmann-Straße – [[Ebertplatz station|Ebertplatz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Barbarossaplatz station|Barbarossaplatz ]]– [[Eifelstraße station|Eifelstraße ]]– [[Chlodwigplatz station|Chlodwigplatz ]]– [[Ubierring station|Ubierring]]

===High-floor lines===
[[Image:Koeln Hochflurlinien.png|200px|right|high-floor sub-network]]
The high-floor network consists of all lines operated by "classic" light rail vehicles with a floor height of roughly one meter above street level. Since separation from the low-floor network, high platforms are being built in stations in the city center at one or two per year. As of 2022, the most frequented stations have been upgraded except for the [[Barbarossaplatz station]].

Since the construction of temporary platforms at the Severinstraße station while the actual station gets modernized and connected to the North-Southern tunnel, lines 3 and 4 are Cologne's first HF lines completely equipped with level entrance. The western branch of Line 5 still has two stops (Subbelrather Straße/Gürtel and Nußbaumerstraße, both shared with Line 13) with low platforms, the rest of its stations were made high-floor when the line was extended into the Butzweilerhof industrial area.

Line 13 is also called the "beltway" ([[List of streets in Cologne#Cologne Belt|Gürtel]]) line because it is the only line that does not touch the city center. Line 13 is also called the Outer Ring line, while Lines 12 and 15 together can be called the inner ring line. Most of the line runs along a series of roads of the same name. The northern part of Line 13 is built as an elevated railway. High-floor platforms are still very rare on this line, because it shares three platforms (Dürener Straße, Wüllnerstraße, Aachener Straße/Gürtel) with the low-floor line 7 and many parts of the platforms are lined with old trees, making the upgrade more difficult.<ref name="line 13">{{Cite web |last=Weiß |first=Regina |date=7 March 2017 |title=Ringlinie, Hochbahn und Tangente: Eine Fahrt mit der Linie 13 vom Sülzgürtel bis Holweide |trans-title=Ring-line, elevated railway and tangent: a ride with line 13 from Sülzgürtel to Holweide |url=https://blog.kvb-koeln.de/ringlinie-hochbahn-und-tangente-eine-fahrt-mit-der-linie-13-vom-suelzguertel-bis-holweide |url-status=live |archive-url=https://web.archive.org/web/20210918022832/https://blog.kvb-koeln.de/ringlinie-hochbahn-und-tangente-eine-fahrt-mit-der-linie-13-vom-suelzguertel-bis-holweide |archive-date=18 September 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

Since the timetable change on 13 December 2015, a section of the north–south rail has been operated by line 17. From Severinstraße it runs through the newly built tunnel to Bonner Wall, after which it joins line 16 at Schönhauser Str. and runs alongside it to Rodenkirchen Bf. In the morning and evening peak (07:00 to 08:00 and 16:30 to 18:00), the line runs further to Sürth.

Lines 16 and 18 are the longest lines in the network, connecting Cologne to [[Bonn]] via railway lines.

* {{rcb|Cologne Stadtbahn|3|inline=route}}: Mengenich – Bocklemünd – [[Venloer Straße/Gürtel (KVB)|Venloer Straße/Gürtel ]]– [[Köln West station|Hans-Böckler-Platz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Neumarkt station|Neumarkt ]]– Severinstraße – [[Köln Messe/Deutz station|Bf Deutz/LANxess Arena ]]– Buchheim – Holweide – Dellbrück – [[Thielenbruch station|Thielenbruch]]
* {{rcb|Cologne Stadtbahn|4|inline=route}}: [[Görlinger-Zentrum station|Bocklemünd ]]– [[Venloer Straße/Gürtel (KVB)|Venloer Straße/Gürtel ]]– [[Köln West station|Hans-Böckler-Platz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Neumarkt station|Neumarkt ]]– Severinstraße – [[Köln Messe/Deutz station|Bf Deutz/LANxess Arena ]]– Mülheim – Höhenhaus –Dünnwald – Schlebusch
* {{rcb|Cologne Stadtbahn|5|inline=route}}: [[Sparkasse Am Butzweilerhof station|Sparkasse Am Butzweilerhof ]]– IKEA Am Butzweilerhof – Alter Flughafen Butzweilerhof – Rektor-Klein-Straße – Margaretastraße – Iltisstraße – Lenauplatz – Nußbaumerstraße – Subbelrather Str./Gürtel – Liebigstraße – Gutenbergstraße – [[Köln West station|Hans-Böckler-Platz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Appellhofplatz station|Appellhofplatz ]]– [[Köln Hauptbahnhof|Dom/Hbf (Central Station) ]]– [[Rathaus station (Cologne)|Rathaus ]]– [[Heumarkt station|Heumarkt]]
* {{rcb|Cologne Stadtbahn|13|inline=route}}: [[Sülzgürtel station|Sülzgürtel ]]– Zülpicher Straße/Gürtel – Dürener Straße/Gürtel – [[Aachener Straße/Gürtel station|Aachener Straße/Gürtel ]]– [[Köln-Ehrenfeld station|Venloer Straße/Gürtel ]]– Subbelrather Straße/Gürtel – Nußbaumer Straße – [[Escher Straße station|Escher Straße ]]– [[Neusser Straße/Gürtel station|Neusser Straße/Gürtel ]]– [[Amsterdamer Straße/Gürtel station|Amsterdamer Straße/Gürtel ]]– [[Slabystraße station|Slabystraße ]]– Mülheim – Buchheim – Holweide
* {{rcb|Cologne Stadtbahn|16|inline=route}}: [[Bonn-Bad Godesberg station|Bonn-Bad Godesberg ]]– [[Bonn Hauptbahnhof|Bonn Hbf (Main Station) ]]– Wesseling – Sürth – Rodenkirchen – [[Ubierring station|Ubierring ]] – [[Barbarossaplatz station|Barbarossaplatz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Hauptbahnhof|Dom/Hbf (Central Station) ]]– [[Ebertplatz station|Ebertplatz ]]– [[Reichenspergerplatz station|Reichensperger Platz ]]– [[Niehl Sebastianstraße station|Niehl]]
* {{rcb|Cologne Stadtbahn|17|inline=route}}: Severinstraße – [[Chlodwigplatz (KVB)|Chlodwigplatz ]]– Rodenkirchen (– Sürth) Monday to Friday, 7:00 to 8:00 and 16:30 to 18:00 to Sürth
* {{rcb|Cologne Stadtbahn|18|inline=route}}: [[Bonn Hauptbahnhof|Bonn Hbf (Main Station) ]]– Brühl – Klettenberg – [[Sülzgürtel station|Sülzgürtel ]]– [[Barbarossaplatz station|Barbarossaplatz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Hauptbahnhof|Dom/Hbf (Central Station) ]]– [[Ebertplatz station|Ebertplatz ]]– [[Reichenspergerplatz station|Reichensperger Platz ]]– [[Slabystraße station|Slabystraße ]]– Mülheim – Buchheim – Holweide – Dellbrück – [[Thielenbruch station|Thielenbruch]]

== Former lines ==
{{Expand section|
*Not mentioned lines that once operated: 21–27
*Only goes back to the start of the Stadtbahn era|date=July 2022|small=no}}

A list of old routes of lines and lines that stopped service. If a line's route only changed because it was expanded on one end, that change is not listed here. The highest line number ever used on the system was 27 in the 1930s.<ref name="line numbering">{{Cite web |last=Pesch |first=Matthias |date=16 February 2016 |title=Wo ist die Linie 11 geblieben? |trans-title=Where did line 11 go? |url=https://blog.kvb-koeln.de/wo-ist-die-linie-11-geblieben |url-status=live |access-date=26 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=18 January 2022 |archive-url=https://web.archive.org/web/20220118143047/https://blog.kvb-koeln.de/wo-ist-die-linie-11-geblieben }}</ref>
{| class="wikitable mw-collapsible mw-collapsed"
|- class="hintergrundfarbe5"
! Line !! Route !! from !! to
|-
| rowspan="4" Style="background-color:#{{rcr|Cologne Stadtbahn|1}}; color:#ffffff; text-align:center;" |  '''1''' 
| style="text-align:left;" | Weiden Schulstr.- Junkersdorf – Müngersdorf – Braunsfeld – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 16 June 2002 ||27 May 2006
|-
| style="text-align:left;" | Junkersdorf – Müngersdorf – Braunsfeld – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 2 August 1980 ||15 June 2002
|-
| style="text-align:left;" | Sülz, Hermeskeiler Platz – Universität – Zülpicher Platz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 19 October 1970 || 1 August 1980
|-
| style="text-align:left;" | Bocklemünd – Bickendorf – Venloer Str./Gürtel – Hans-Böckler-Platz – Brabanter Str. – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 12 June 1967 || 18 October 1970
|-
| Style="background-color:#F4D471; color:#ffffff; text-align:center;" rowspan="6"|  '''2''' 
| style="text-align:left;" | stopped service
| 30 May 1999
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt (– Heumarkt – Deutz – Poll – Porz – Zündorf)
| 25 September 1994 || 30 May 1999
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt (– Heumarkt – Deutz/Messe – Kalk – Vingst – Ostheim)
| 2 August 1980 || 24 September 1994
|-
| style="text-align:left;" | Sülz, Hermeskeiler Platz – Universität – Zülpicher Platz – Neumarkt – Heumarkt – Deutz – Vingst – Ostheim
| 19 October 1970 || 2 August 1980
|-
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Neumarkt – Dom/Hbf.
| 6 October 1969 || 18 October 1970
|-
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Zülpicher Platz – Mauritiuskirche – Neumarkt – Poststraße – Barbarossaplatz – Zollstock, Südfriedhof
| 12 June 1967 || 5 October 1969
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|3}}; color:#ffffff; text-align:center;" rowspan="3"|  '''3''' 
| style="text-align:left;" | Bocklemünd – Venloer Str./Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Buchheim – Holweide – Dellbrück – Thielenbruch
| 19 October 1970 || 15 June 2002
|-
| style="text-align:left;" |  ''during U-Bahn construction only from Venloer Str./Gürtel''
| 16 September 1989 || 30 May 1992
|-
| style="text-align:left;" | Bickendorf, Schleife am Erlenweg – Akazienweg – Venloer Str./Gürtel – Hans-Böckler-Platz – Brabanter Str. – Rudolfplatz – Neumarkt – Kleiner Griechenmarkt – Severinsbrücke – Bf. Deutz/Messe – Buchheim – Holweide – Dellbrück – Thielenbruch
| 12 June 1967 || 18 October 1970
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|4}}; color:#ffffff; text-align:center;" rowspan="5" |  '''4''' 
| style="text-align:left;" | Bickendorf, Äußere Kanalstraße – Subbelrather Straße/Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 24 June 1989 || 30 May 1992
|-
| style="text-align:left;" | Bocklemünd – Subbelrather Straße/Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 24 April 1985 || 23 June 1989
|-
| style="text-align:left;" | Bocklemünd – Venloer Str./Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 7 January 1975 || 23 April 1985
|-
| style="text-align:left;" | Bickendorf, Akazienweg – Venloer Str./Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 19 October 1970 || 6 January 1975
|-
| style="text-align:left;" | Rudolfplatz (Moltkestr.) – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus, Neurather Weg;
| 8 April 1968 || 18 October 1970
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|5}}; color:#ffffff; text-align:center;" rowspan="5" |  '''5''' 
| style="text-align:left;" | Am Butzweilerhof – Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Rathaus
| December 2012 || December 2013
|-
| style="text-align:left;" | Am Butzweilerhof – Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz
| December 2010 || December 2012
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz
| 23 May 1993 || December 2010
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz – Zoo/Flora – Mülheim – Höhenhaus, Neurather Weg
| 9 November 1986 || 22 May 1993
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz
| 25 August 1974 || 8 November 1986
|-
| Style="background-color:#BFD730; color:#ffffff; text-align:center;" rowspan="6"|  '''6''' 
| style="text-align:left;" |  stopped service
| June 2007
|-
| style="text-align:left;" | Longerich – Weidenpesch – Nippes – Ebertplatz („6 Nord“)
| October 2006 || June 2007
|-
| style="text-align:left;" | Dom/Hbf – Neumarkt – Barbarossaplatz – Chlodwigplatz – Ubierring („6 Süd“)
| October 2006 || June 2007
|-
| style="text-align:left;" | Longerich – Weidenpesch – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Ubierring
| September 2002 || October 2006
|-
| style="text-align:left;" | Longerich – Weidenpesch – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Bayenthal – Marienburg, [[Südpark (Köln)|Südpark]]
| 27 July 1974|| 7 September 2002
|-
| style="text-align:left;" | (HVZ: Fordwerke, Ölhafen -) Niehl – Weidenpesch – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Bayenthal – Marienburg, Südpark
| 19 October 1970|| 26 July 1974
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|7}}; color:#ffffff; text-align:center;" rowspan="2" |  '''7''' 
| style="text-align:left;" | Sülz, Hermeskeiler Platz – Universität – Zülpicher Platz – Neumarkt – Heumarkt – Deutz – Poll – Porz – Zündorf
| 2 August 1980 || 29 May 1999
|-
| style="text-align:left;" | Junkersdorf – Müngersdorf – Melaten – Rudolfplatz – Neumarkt – Heumarkt – Deutz – Poll – Porz – Zündorf
| 12 June 1967 || 2 August 1980
|-
| Style="background-color:#F36F21; color:#ffffff; text-align:center;" rowspan="4"|  '''8''' 
| style="text-align:left;" |  stopped service
| June 2007
|-
| style="text-align:left;" | Universität – Zülpicher Platz – Neumarkt (– Poll – Porz) / (– Bf. Deutz/Messe)
| 1999 || June 2007
|-
| style="text-align:left;" |  stopped service
| 2 August 1980 || 1999
|-
| style="text-align:left;" | Müngersdorf (Stadion) – Melaten – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück (– Refrath)
| 8 April 1968 || 2 August 1980
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|9}}; color:#ffffff; text-align:center;" rowspan="4"|  '''9''' 
| style="text-align:left;" | Chorweiler – Heimersdorf – Longerich – Nippes – Ebertplatz – Dom/Hbf – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 17 November 1973 || 24 September 1994
|-
| style="text-align:left;" | Heimersdorf – Longerich – Nippes – Ebertplatz – Dom/Hbf – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 18 May 1971 || 16 November 1973
|-
| style="text-align:left;" | Longerich – Nippes – Ebertplatz – Dom/Hbf – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 19 October 1970 || 17 May 1971
|-
| style="text-align:left;" | Longerich – Niehl – Fordwerke, Ölhafen
| 12 June 1967 || 18 October 1970
|-
| Style="background-color:#AE4A66;color:#ffffff; text-align:center;" rowspan="4"|  '''10''' 
| style="text-align:left;" |  stopped service
| 26 September 1994
|-
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Niehl – Merkenich
| 31 October 1987 || 26 September 1994
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Niehl – Fordwerke, Ölhafen;
| 25 August 1974 || 9 November 1986
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Weidenpesch – Longerich;
| 6 October 1969 || 27 July 1974
|-
| Style="background-color:#754346; color:#ffffff; text-align:center;" rowspan="2"|  '''11''' 
| style="text-align:left;" |  stopped service
| 9 November 1986
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Höhenhaus, Neurather Weg
| 27 July 1974 || 9 November 1986
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|12}}; color:#ffffff; text-align:center;" rowspan="1"|  '''12''' 
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Neumarkt – Dom/Hbf. – Ebertplatz – Nippes – Niehl – Merkenich
| 18 October 1970 || December 2003
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|13}}; color:#ffffff; text-align:center;" rowspan="4"|  '''13''' 
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Nippes – Riehl – Mülheim – Höhenhaus, Neurather Weg
| 23 May 1993 || 31 May 1997
|-
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Nippes – Riehl – Mülheim, Wiener Platz
| 25 August 1974 || 22 May 1993
|-
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Neuehrenfeld, Takuplatz
| 23 October 1972 || 25 August 1974
|-
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Bilderstöckchen, Longericher Str.
| 30 September 1963 || 22 October 1972
|-
| Style="background-color:#73C7F7; color:#ffffff; text-align:center;" rowspan="2"|  '''14''' 
| style="text-align:left;" |  stopped service
| 27 May 2003
|-
| style="text-align:left;" | KölnMesse – Deutz/Messe – Neumarkt – Dom/Hbf. ''(Fair days only)''
| 17 January 1984 || 27 May 2003
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|15}}; color:#ffffff; text-align:center;" rowspan="3"|  '''15''' 
| style="text-align:left;" | Thielenbruch – Dellbrück – Buchheim – Mülheim – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Ubierring
| 25 September 1994 || 13 December 2003
|-
| style="text-align:left;" | Thielenbruch – Dellbrück – Buchheim – Mülheim – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Ubierring – Rodenkirchen – Sürth
| 12 August 1978 || 24 September 1994
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Neumarkt – Severinsbrücke – Deutz – Mülheim – Höhenhaus, Neurather Weg ''(peak hours only)''
| 19 October 1970 || 23 October 1972
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|16}}; color:#ffffff; text-align:center;" rowspan="4" |  '''16''' 
| style="text-align:left;" | Bonn-Bad Godesberg – Bonn Hbf – Wesseling – Sürth – Rodenkirchen – Ubierring – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstr.
| October 2006 || June 2007
|-
| style="text-align:left;" | Bonn-Bad Godesberg – Bonn Hbf – Wesseling – Sürth – Rodenkirchen – Ubierring – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Buchheim, Herler Straße
| 1997 || 2003
|-
| style="text-align:left;" | Bonn-Bad Godesberg – Bonn Hbf – Wesseling – Sürth – Rodenkirchen – Ubierring – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim, Wiener Platz
| 12 August 1978 || 31 May 1997
|-
| style="text-align:left;" | Rodenkirchen, Siegfriedstraße – Rheinufer – Ubierring – Chlodwigplatz – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Mülheim – Holweide – Dellbrück – Thielenbruch
| || 11 August 1978
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|17}}; color:#ffffff; text-align:center;" rowspan="4"|  '''17''' 
| style="text-align:left;" |  stopped service
| October 2006 || December 2015
|-
| style="text-align:left;" | Ubierring – Chlodwigplatz – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Buchheim, Herler Straße (evenings and weekends only)
| December 2003 || October 2006
|-
| style="text-align:left;" | Ubierring – Chlodwigplatz – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstraße (evenings and weekends only)
| 31 May 1997 || December 2003
|-
| style="text-align:left;" | Klettenbergpark – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Reichenspergerplatz
| 9 November 1986 || 1992
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|18}}; color:#ffffff; text-align:center;" rowspan="4"|  '''18''' 
| style="text-align:left;" | Bonn Hbf – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Mülheim – Buchheim – Dellbrück – Thielenbruch
| October 2006 || June 2007
|-
| style="text-align:left;" | Bonn Hbf – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Nippes – Longerich – Heimersdorf – Chorweiler
| September 1994 || October 2003
|-
| style="text-align:left;" | Bonn Hbf – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim
| 9 November 1986 || September 1994
|-
| style="text-align:left;" | Bonn, Rheinuferbahnhof – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz Operated by [[Cologne-Bonn Railways]]
| 12 August 1978 || 9 November 1986
|-
| Style="background-color:#00B9F2; color:#ffffff; text-align:center;" rowspan="9"|  '''19''' 
| style="text-align:left;" |  stopped service
| 5 August 2007
|-
| style="text-align:left;" | Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf ("19 Süd")
| 9 October 2006 || 5 August 2007
|-
| style="text-align:left;" | Breslauer Platz – Ebertplatz – Mülheim – Buchheim, Herler Str. ("19 Nord")
| 9 October 2006 || 5 August 2007
|-
| style="text-align:left;" | Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Buchheim, Herler Str.
| 15 December 2003 || 8 October 2006
|-
| style="text-align:left;" | Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstr.
| 31 May 1992 || 14 December 2003
|-
| style="text-align:left;" | Hürth-Hermülheim – Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstr.
| 27 September 1991 || 30 May 1992
|-
| style="text-align:left;" | Hürth-Hermülheim – Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Weidenpesch – Niehl
| 9 November 1986 || 26 September 1991
|-
| style="text-align:left;" | Brühl Mitte – Brühl Ost – Berzdorf – Wesseling Inter-city operated by [[Cologne-Bonn Railways]]
| 12 August 1978 || 31 May 1981
|-
| style="text-align:left;" | Longerich – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 5 October 1964 || 19 October 1970
|-
| Style="background-color:cyan; color:#ffffff; text-align:center;" rowspan="4"|  '''20''' 
| style="text-align:left;" |  stopped service
| 2 August 1980
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt
| 10 October 1969 || 2 August 1980
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt (– Heumarkt – Deutz – Poll not so frequent)
| 6 October 1969 || 9 October 1969
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Niehl – Fordwerke, Ölhafen;
| 10 June 1967 || 8 April 1968
|}

== Past expansion ==
Due to the lack of an overarching plan on the expansion of the network, there's no single point when the tram became the Stadtbahn, and the expansion projects since the building of the ''Innenstadttunnel'' will be listed chronologically.

=== Innenstadttunnel (City center tunnel) ===
[[File:KVB2306 Appellhofplatz.jpg|alt=Stadtbahn of line 19 at station Appellhofplatz in the Innenstadttunnel|left|thumb|Station Appellhofplatz in the ''Innenstadttunnel'' before high-floor platforms were introduced]]
[[File:KVB Innenstadttunnel.svg|alt=Map of the Inenstadttunnel in its final state 1970|right|frameless]]
The ''Innenstadttunnel'' was opened in several parts from 1968 to 1970. The first part served from Dom/Hbf to Appellhofplatz reaching the surface through a temporary ramp at Friesenplatz, and in the following year the section Appellhofplatz – Barbarossaplatz was added. At the station Appellhofplatz a triangular junction was built, with the tunnel from Friesenplatz to Dom/Hbf passing under the rest of the railways. In October 1970 the sections Poststraße – Severinsbridge and Dom/Hbf – Breslauer Platz followed, with a temporary ramp built at Breslauer Platz. The ramp at Barbarossaplatz was also intended to only be temporary, but is still in use to this day (2023).<ref name="50 years underground" />

Because the ''Innenstadttunnel'' was built as an [[Premetro|underground tram]], it has small curve radii and level junctions at Appellhofplatz and Poststraße. Currently (2022) the tunnel is served by three lines with 10 min headway and one with 5 min headway.<ref name="50 years underground" /><ref name="rush hour">{{Cite web |last=Weiß |first=Regina |date=17 January 2017 |title=Rush Hour in der Innenstadt – Mehr Bahnen sind aktuell nicht drin |trans-title=Rush hour in the city center – more trains are not possible at the moment |url=https://blog.kvb-koeln.de/rush-hour-in-der-innenstadt-mehr-bahnen-sind-aktuell-nicht-drin |url-status=live |archive-url=https://web.archive.org/web/20220118142805/https://blog.kvb-koeln.de/rush-hour-in-der-innenstadt-mehr-bahnen-sind-aktuell-nicht-drin |archive-date=18 January 2022 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

=== Chorweiler extension ===
[[File:Stadtbahnkoeln-heimersdorf.jpg|thumb|Underground station Heimersdorf]]
[[File:KVB Chorweiler.svg|alt=Map of the Chorweiler extension|left|frameless|207x207px]]
The in the 1970s newly built line to the [[commuter town]] [[Chorweiler]] is the first line in Cologne to be built metro-like from the start. In 1971, the first {{Convert|2.3|km|mi|abbr=on}} long part was constructed: On a segregated right-of-way it starts from existing tram lines to the north, crosses under the Militärringsstraße and over the [[Bundesautobahn 1|A1]] to the underground station Heimersdorf. The line ended in a temporary loop about {{Convert|200|m|ft|abbr=on}} farther.<ref name="history 1950" />
[[File:2022-06-04-S-U-Chorweiler-0462.jpg|alt=An S-Bahn and a Stadtbahn at the Chorweiler Station|thumb|S-Bahn and Stadtbahn at Chorweiler station]]
In 1973 the extension was continued to its new and current (2022) underground terminus [[Köln-Chorweiler station|Chorweiler]] which is shared with the [[Rhine-Ruhr S-Bahn|S-Bahn]] line S11.<ref name="50 years underground" /><ref name="history 1950" /> Since 2003, line 15 operates this part of the network.

=== Eberplatz and Nippes tunnels ===
[[File:KVB 1970.svg|alt=Map of the tunnels around Ebertplatz|left|frameless]]
In 1974 the so far biggest opening of tunnels happened: The lines from Breslauer Platz and Hansaring to the [[Cologne Zoological Garden|zoo]] and under the Neusser Straße with a quad-platform station at Ebertplatz. The station is built for efficient operation with few grade crossings of different lines. The tunnels leading to Hansaring are connected creating an underground turning loop. At Reichensbergerplatz the start of a tunnel in the direction of Amsterdamer Straße was used for another turning loop.

In addition to the continuation of the ''Innenstadttunnel'', the tunnel under the Neusser Straße (Ebertplatz, Lohsestraße, Florastraße, Neusser Straße/Gürtel) was a priority, because the street is a narrow main street that was the most used part of the network at the time, outside of the city center. To get a higher reduction in travel time from the north parts of the city, higher stop spacing was used, at the price of a worse service for residents. Because of financing problems the tunnel had to end at the station Mollwitzstraße instead of continuing to the split of the line at Wilhelm-Sollman-Straße, and the ramp was built as a temporary solution, enabling later continuation of the tunnel.<ref name="50 years underground" /><ref name="history 1950" />
[[File:Hochbahn Gürtelstrecke Köln 1.jpg|alt=The elevated railway of line 13 lined with trees|right|frameless]]

=== Gürtel Hochbahn (elevated railway) ===
At the same time as the tunnels in Nippes, an [[elevated railway]] was finished for line 13 following the [[List of streets in Cologne#Cologne Belt|Gürtel]], which at the time was planned to be extended from [[Bilderstöckchen]] to the [[Mülheim Bridge, Cologne|Mülheim Bridge]]. The line starts at Nußbaumerstraße up to where line 13 runs in the middle of the Gürtel, and connects it with the Mülheim Bridge. The [[Lower Left Rhine Railway|Cologne-Neuss railway]] however is crossed underneath, at which a station (Geldernstraße/Parkgürtel) creates a connection to S-Bahn services. At the approach to the Mülheim Bridge the line joins the also junction-free line from the zoo. To create enough space for climbing the elevation change, the two lines cross at the station Slabystraße before joining farther along the bridge. This and the tunnels in Nippes meant that Cologne now had the longest underground/elevated railway networks of German cities that started those systems after World-War 2.<ref name="50 years underground" /><ref name="history 1950" />

=== Deutz/Kalk ===
[[File:KVB DeutzKalk.svg|alt=Map of the tunnel under Deutz and Kalk|left|frameless|267x267px]]
The first tunnel to the east of the Rhine was opened in the years 1976 to 1983. After the station Frankfurter Straße had already been lowered in 1964, the ramp to the first part of the tunnel with the station Fuldaer Straße was built there. The subsequent tunnels in [[Kalk, Cologne|Kalk]], Vingst and [[Deutz, Cologne|Deutz]] followed in 1980, 1981 and 1983.<ref name="50 years underground" /><ref name="history 1950" /> The branch to [[Königsforst station|Königsforst]] joins at station Kalk Kapelle without a junction by crossing under. Between the stations ''Deutz Technische Hochschule'' and ''Bf Deutz/Messe'' a small underground parking facility was created,<ref name="depots">{{Cite web |last=Weiß |first=Regina |date=19 April 2022 |title=Die Heimat von Bussen und Bahnen – die Betriebshöfe der KVB |trans-title=The home of trains and buses – the depots of the KVB |url=https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb |url-status=live |archive-url=https://web.archive.org/web/20220419091642/https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb |archive-date=19 April 2022 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> and in the station [[Kalk Post station|Kalk Post]] a bunker was built.<ref name ="bunker kalk">{{Cite web |last=Christ |first=Tobias |date=27 January 2013 |title=Atombunker in Köln-Kalk: Überleben im Kalker Untergrund |trans-title=Bunker in Cologne-Kalk: Surviving in Kalk's underground |url=https://www.ksta.de/koeln/atombunker-in-koeln-kalk-ueberleben-im-kalker-untergrund-22642736 |url-status=live |archive-url=https://web.archive.org/web/20220707110207/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9hdG9tYnVua2VyLWluLWtvZWxuLWthbGstdWViZXJsZWJlbi1pbS1rYWxrZXItdW50ZXJncnVuZC0yMjY0MjczNj9jYj0xNjU3MTkxNzI3MDA0JiIsInJlZmVycmVyIjoiIiwic3ViZG9tYWluIjoid3d3In0= |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

At the same time as the tunnels were built, the [[Deutz Suspension Bridge|Deutz Bridge]] was widened by building another bridge with the same profile to its south, and then moved next to the existing one. With this new construction, the Stadtbahn got a dedicated track through the middle of the bridge.<ref name="50 years underground" />

=== Rheinuferbahn ===
[[File:KVB Rheinuferbahn.svg|alt=Map of the Rheinuferbahn|right|frameless|300x300px]]
Since 1978 line 16 operates as an overland-line. At the station Marienburg (since renamed to Heinrich-Lübke-Ufer) it diverges from its previous routing to the center of [[Rodenkirchen]] to the Rheinuferbahn of the ''Köln-Bonner Eisenbahnen'' (Cologne-Bonn railways) which it follows to Bonn. Different to the solution later used in [[Karlsruhe Stadtbahn#Acquisition and extension of the Alb Valley Railway|Karlsruhe]], the railway was changed to accommodate Stadtbahn vehicles, instead of equipping Stadtbahn vehicles with the technology needed to be used on mainline railways. The Rheinuferbahn was converted to Stadtbahn service by changing its electrification from 1200 V to 750 V, upgrading the [[Punktförmige Zugbeeinflussung|train protection system]] and retrofitting the switches for the smaller wheels of the Stadtbahn vehicles. The line is still operated as a railway under EBO, with mixed freight and passenger services running on parts of it. Line 16 was the first time, that vehicles from Bonn entered Cologne's network.<ref name="line 16" /><ref name="history 1950" />

=== Friesenplatz – Gutenbergstraße ===
[[File:KVB Westbahnhof.svg|alt=Map of the tunnel from Friesenplatz to Gutenbergstraße|left|frameless]]
The ''Innenstadttunnel'' was continued from the station Friesenplatz in 1985. It diverges grade separated from the tunnel to [[Ehrenfeld, Cologne|Ehrenfeld]] at Hans-Böckler-Platz/Bahnhof West where elevators go directly from the underground station's platforms to the ones of [[Köln West station]]. The tunnel then turns north beneath the green belt and reaches the surface at the station Gutenbergstraße. During the construction of the tunnel under Venloer Straße the tunnel was used by lines 3 and 4, while usually it is only served by line 5.<ref name="history 1985">{{Cite web |title=KVB-Geschichte von 1984 bis 2004 |trans-title=KVB-History from 1984 to 2004 |url=https://www.kvb.koeln/unternehmen/geschichte/1985.html |url-status=live |archive-url=https://web.archive.org/web/20220707110213/https://www.kvb.koeln/unternehmen/geschichte/1985.html |archive-date=7 July 2022 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref><ref name="line 4">{{Cite web |last=Weiß |first=Regina |date=14 September 2021 |title=Linie 4: Direktverbindung der beiden größten Stadtteile Kölns |trans-title=Line 4: Direct connection of the two biggest neighborhoods Cologne's |url=https://blog.kvb-koeln.de/linie-4-direktverbindung-der-beiden-groessten-stadtteile-koelns |url-status=live |archive-url=https://web.archive.org/web/20210918003835/https://blog.kvb-koeln.de/linie-4-direktverbindung-der-beiden-groessten-stadtteile-koelns |archive-date=18 September 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

=== Vorgebirgsbahn ===
[[File:Vorgebirgsbahn map.png|alt=Map of the Vorgebirgsbahn|right|frameless|193x193px]]
Like the Rheinuferbahn 8 years before, the Vorgebirgsbahn was completely converted to Stadtbahn operations in 1986. Already since the electrification in the 1930s, the trams and Vorgebirgsbahn shared tracks between Barbarossaplatz and Klettenberg. With the conversion to Stadtbahn, the tram lines 10 and 11 were replaced by the Stadtbahn, which meant that the turning loop was replaced by a turning rail. In 1990 to 1992 the platforms were converted to high-floor platforms (except for Barbarossaplatz).<ref name="line 18" /><ref name="history 1985" />

=== Ring-tunnel ===
[[File:KVB Ringe.svg|alt=Map of the ring tunnel|left|frameless]]
Since October 1987 a tunnel exists under the [[Cologne Ring]]. It continues the tunnel at from Hansaring and crosses under the lines 1 and 7 at Rudolfplatz. At Friesenplatz it crosses under the ''Innenstadttunnel'' which forms the currently (2022) only completely underground station junction which is a bit messy because of the stacked side-platforms. At Zülpicher Platz the tunnel ends in a ramp to the surface.

The station Rudolfplatz was also designed as a bunker.<ref name="bunker rudolfplatz">{{Cite web |last=Christ |first=Tobias |date=26 September 2019 |title=Bunker unter Rudolfplatz: So hätten Kölner vor einem Atomangriff gerettet werden sollen |trans-title=Bunker below Rudolfplatz: How Cologne's people would have been rescued from an atomic attack |url=https://www.ksta.de/koeln/bunker-unter-rudolfplatz-so-haetten-koelner-vor-einem-atomangriff-gerettet-werden-sollen-33220628 |url-status=live |archive-url=https://web.archive.org/web/20220618074253/https://www.ksta.de/koeln/bunker-unter-rudolfplatz-so-haetten-koelner-vor-einem-atomangriff-gerettet-werden-sollen-33220628 |archive-date=18 June 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

The station Christophstraße/Mediapark was the location of the worst accident in the recent history of the Stadtbahn in 1999, when a CitySprinter prototype hit a standing train at {{Convert|50|km/h|mph|abbr=on}}.<ref name ="citysprinter crash">{{Cite web |date=23 June 2009 |title=Rückblick Köln 1999: 40 Verletzte bei KVB-Crashfahrt |trans-title=Retrospect Cologne 1999: 40 injured by KVB crash |url=https://www.ksta.de/rueckblick-koeln-1999-40-verletzte-bei-kvb-crashfahrt-12833164 |url-status=live |archive-url=https://web.archive.org/web/20220707110208/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9ydWVja2JsaWNrLWtvZWxuLTE5OTktNDAtdmVybGV0enRlLWJlaS1rdmItY3Jhc2hmYWhydC0xMjgzMzE2ND9jYj0xNjU3MTkxNzI4ODUzJiIsInJlZmVycmVyIjoiIiwic3ViZG9tYWluIjoid3d3In0= |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

=== Ehrenfeld ===
[[File:KVB Ehrenfeld.svg|alt=Map of Ehrenfeld tunnel and extension|right|frameless]]
The tunnel through Ehrenfeld was opened in two parts: the line from Hans-Böckler-Platz to Venloer Straße/Gürtel, where a connection to [[Köln-Ehrenfeld station|S-Bahnhof Ehrenfeld]] was created, in 1989, and the tunnel to Wolffsohnstraße and surface tracks to Bocklemünd in 1992, where an on-platform transfer to buses can be made.

The Ehrenfeld tunnel has multiple differentiating factors from previously built tunnels: It is the first tunnel built with high-floor platforms, and the stations have their platforms in the middle between the tracks instead of on the side. Because of the experiences with the tunnel below Neusser Straße the station spacing was reduced to get a better service for the residents.<ref name="50 years underground" /><ref name="history 1985" /><ref name="line 4" />

=== Amsterdamer Straße ===
[[File:KVB AmsterdamerStr.svg|alt=Map of the Amsterdamer Straße line|left|frameless|186x186px]]
In 1992 as well, the line from Reichensberger Platz to [[Niehl, Cologne|Niehl]] Sebastianstraße was opened. The line had already been planned in the 1960s which meant that in the early 1970s in addition to a tunnel junction at Reichensbergerplatz, a {{Convert|300|m|ft|abbr=on}} long tunnel had been built below an intersection and another rail line. The rest of the line lies on the surface in the middle of Amsterdamer Straße and is mostly built with [[green track]]. The platforms are in the middle of the tracks and feature comparatively extensive designs. The last {{Convert|300|m|ft|abbr=on}} before the terminus lie next to an elevated 6 lane road. An extension to Niehl Nord, connecting to line 12, would be possible, but is not planned at the time (2022).<ref name="50 years underground" /><ref name="line 16" />

=== Mülheim ===
[[File:KVB Muelheim.svg|alt=Map of the Mülheim tunnel|right|frameless|191x191px]]
The Mülheim tunnel was opened in June 1997, starts at the Mülheim Bridge, crosses the Wiener Platz with a station, provides a connection to [[Köln-Mülheim station]] with direct elevators from the Stadtbahn platform to the mainline rail and ends on the surface in [[Buchheim, Cologne|Buchheim]]. It is the first tunnel in Cologne built using a [[tunnel boring machine]] (TBM) under buildings. Construction started in 1992, and 2 years later the TBM had completed the two tunnel sections with a total length of {{Convert|2.5|km|mi|abbr=on}}.<ref name="50 years underground" /><ref name="history 1985" />

=== Bensberg ===
Line 1 was extended to [[Bensberg]] on its east end in 2000: Instead of ending at the previous terminus that was renamed from Bensberg to Im Hoppenkamp, it now enters a nearly {{Convert|500|m|ft|abbr=on}} long tunnel to the new terminus Bensberg in the center of the [[Quarter (urban subdivision)|quarter]]. The tunnel was necessary, because the terrain's elevation increase is to steep for trains, and the final station lies {{Convert|14|m|ft|abbr=on}} below surface.<ref name="history 1985" /><ref name="bensberg extension">{{Cite web |title=Light Rail Bensberg Central |url=https://www.daub-ita.de/en/tunnel-projects/germany/light-rail-bensberg-central/ |url-status=live |access-date=6 July 2022 |website=Deutscher Ausschuss für Unterirdisches Bauen e.V. |language=en |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707110213/https://www.daub-ita.de/en/tunnel-projects/germany/light-rail-bensberg-central/ }}</ref>

=== Weiden ===
[[File:KVB Weiden.svg|alt=Map of the Weiden extensions|left|frameless]]
On 16 July 2002 a part of west end of line 1 discontinued in 1956 was reopened. This produced an uncommon problem: Because the routing passed the past headquarters of [[RTL Group|RTL]], shaking, which could've disrupted the broadcasts, had to be avoided using a complex damping system.<ref name="history 1985" />

For the [[2006 FIFA World Cup]] the line was extended again to the newly built S-Bahn station Weiden West. At its new terminus, the line meets perpendicularly with the [[Cologne–Aachen high-speed railway]] through which S-Bahn lines S 13 and S 19 create new connections especially in a western direction. This part was built to make the [[RheinEnergieStadion]] accessible by Stadtbahn from both sides.<ref name="history 2005">{{Cite web |title=KVB-Geschichte von 2005 bis heute |trans-title=KVB-History from 2005 to now |url=https://www.kvb.koeln/unternehmen/geschichte/2000.html |url-status=live |archive-url=https://web.archive.org/web/20220707110216/https://www.kvb.koeln/unternehmen/geschichte/2000.html |archive-date=7 July 2022 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref>

At the terminus station a [[Park and ride]] facility was built with space for 430<ref name="p+r weiden expansion 1">{{Cite web |last=Machnik |first=Maria |date=9 December 2013 |title=Infrastruktur: Mehr Stellplätze in Weiden-West? |trans-title=Infrastructure: More parking space in Weiden-West? |url=https://www.ksta.de/region/rhein-erft/pulheim/infrastruktur-mehr-stellplaetze-in-weiden-west--2444738 |url-status=live |access-date=25 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=18 June 2022 |archive-url=https://web.archive.org/web/20220618083026/https://www.ksta.de/region/rhein-erft/pulheim/infrastruktur-mehr-stellplaetze-in-weiden-west--2444738 }}</ref> cars, but because other close park and rides are in a different pay zone making the ride to Cologne more expensive, it has seen high usage, and has been extended by 255 more spaces to a total of 685, with more expansions for a total of 1280 spaces planned. A bicycle tower with a capacity for 130 bicycles is also planned, and after it was supposed to be finished by 2022, planning is now expected to end around the start of 2023.<ref name="p+r weiden expansion 2">{{Cite web |last=Attenberger |first=Tim |date=27 May 2021 |title=Pendler nutzen Park-and-Ride: Stadt Köln will Parkplatz in Weiden-West ausbauen |trans-title=Commuters use Park-and-ride: City of Cologne wants to expand parking space in Weiden-West |url=https://www.ksta.de/koeln/pendler-nutzen-park-and-ride-stadt-koeln-will-parkplatz-in-weiden-west-ausbauen-38426814 |url-status=live |archive-url=https://web.archive.org/web/20220707110214/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9wZW5kbGVyLW51dHplbi1wYXJrLWFuZC1yaWRlLXN0YWR0LWtvZWxuLXdpbGwtcGFya3BsYXR6LWluLXdlaWRlbi13ZXN0LWF1c2JhdWVuLTM4NDI2ODE0P2NiPTE2NTcxOTE3MzQzNDkmIiwicmVmZXJyZXIiOiIiLCJzdWJkb21haW4iOiJ3d3cifQ== |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref><ref name="p+r weiden bicycle tower">{{Cite web |last=Esch |first=Susanne |date=9 September 2020 |title=Fahrradparkhaus für Köln-Weiden: Ein Bike Tower soll das Chaos ordnen |trans-title=Bicycle parking for Cologne-Weiden: A bike tower is supposed to end the chaos |url=https://www.ksta.de/koeln/lindenthal/fahrradparkhaus-fuer-koeln-weiden-ein-bike-tower-soll-das-chaos-ordnen-37458934 |url-status=live |archive-url=https://web.archive.org/web/20220707110215/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9saW5kZW50aGFsL2ZhaHJyYWRwYXJraGF1cy1mdWVyLWtvZWxuLXdlaWRlbi1laW4tYmlrZS10b3dlci1zb2xsLWRhcy1jaGFvcy1vcmRuZW4tMzc0NTg5MzQ/Y2I9MTY1NzE5MTczNTMyOSYiLCJyZWZlcnJlciI6IiIsInN1YmRvbWFpbiI6Ind3dyJ9 |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref><ref>{{Cite web |last=Esch |first=Susanne |date=14 November 2022 |title=Weiden-West: Kölner Turm soll mehr Pendler aufs Rad locken |url=https://www.ksta.de/koeln/lindenthal/weiden/weiden-west-koelner-turm-soll-mehr-pendler-aufs-rad-locken-370929 |url-status=live |access-date=16 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=16 November 2022 |archive-url=https://web.archive.org/web/20221116220919/https://www.ksta.de/koeln/lindenthal/weiden/weiden-west-koelner-turm-soll-mehr-pendler-aufs-rad-locken-370929 }}</ref>

===Butzweilerhof extension===
[[File:KVB Butzweilerhof.svg|200px|right|Stations on the extension]]
The [[Kölner Verkehrs-Betriebe|Kölner Verkehrsbetriebe]] (KVB) opened a {{convert|1.85|km|mi|abbr=on}} long extension from the former Ossendorf terminus into the Butzweilerhof/Gewerbegebiet Ossendorf area in December 2010.<ref name="expansion butzweilerhof">{{cite web |url=http://kvb-koeln.de/german/nachrichten/view.html?action=shownews&id=1411 |title=Kölner Verkehrs-Betriebe AG |publisher=Kvb-koeln.de |date=24 November 2008 |access-date=25 August 2013 |archive-url=https://web.archive.org/web/20120722202025/http://www.kvb-koeln.de/german/nachrichten/view.html?action=shownews&id=1411 |archive-date=22 July 2012 |url-status=dead }}</ref> Three new stations (Alter Flughafen Butzweilerhof, IKEA am Butzweilerhof and the new terminus, Sparkasse [[Am Butzweilerhof (KVB)|Am Butzweilerhof]]) were added to the existing Line 5. Construction of the extension cost about {{Currency|18 million|EUR}}, with €5 million being financed through a charge on the companies which will benefit from the extension. The remaining €13 million was financed by the [[:de:Kölner Verkehrsbetriebe|KVB Köln]] (Cologne Transit Authority).<ref name="line 5">{{Cite web |last=Anemüller |first=Stephan |date=2 May 2017 |title=Die neue Linie 5 – ein öffentlich-private Partnerschaft |trans-title=The new line 5 – a public-private partnership |url=https://blog.kvb-koeln.de/die-neue-linie-5-eine-oeffentlich-private-partnerschaft |url-status=live |archive-url=https://web.archive.org/web/20220120052407/https://blog.kvb-koeln.de/die-neue-linie-5-eine-oeffentlich-private-partnerschaft |archive-date=20 January 2022 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

The extension begins near the former Ossendorf terminus (which has been closed), crosses the tracks of the HGK, follows the southern edge of the Hugo-Eckener-Strasse with the 1st station (Alter Flughafen Butzweilerhof) being sited at the corner of Hugo-Eckener-Strasse and Köhlstrasse. It then follows a new street which continues east from Köhlstraße. The line passes the new IKEA am Butzweilerhof store (2nd station), crosses the new extension of Richard-Byrd-Straße, and ends at the intersection of Richard-Byrd-Straße and Von-Hünefeld-Straße.<ref name="line 5" />

=== Mengenich ===
[[File:KVB Mengenich.svg|alt=Map of the expansion to mengenich|right|frameless|263x263px]]
For the newly built neighborhood [[Bocklemünd/Mengenich]] a connection to the tram network has been planned since the 1960s. This connection was supposed to cross the Militärringstraße on a bridge and the run through a green space to the Autobahn A1 where the line would've ended in a turning loop. This initial planning was first lowered in priority, and later made impossible by an expansion of the Militärringstraße. In 2002, line 3 was expanded to the new terminus Mengenich Ollenhauerring as the first part of a planned expansion to the center of Görling including a tunnel. The planned tunnel was not deemed financeable by NRW and so the city council decided in 2006 that a routing along the surface, that only passed along the edge of the residential area, would be done.

Several variants of the now high priority project along Militärringsstraße to Tollerstraße, Schumacherring or Buschweg were prepared and presented to residents for discussion in 2008. On 6 February 2018 the construction of the new terminus station at Schumacherring began, with it being opened on August 27 of the same year.<ref name="history 2005" /><ref name="expansion mengenich">{{Cite web |date=6 February 2018 |title=Verlängerung der Stadtbahnlinie 3 |trans-title=Extension of line 3 |url=https://www.stadt-koeln.de/politik-und-verwaltung/presse/verlaengerung-der-stadtbahnlinie-3-1 |url-status=live |archive-url=https://web.archive.org/web/20220707110217/https://www.stadt-koeln.de/politik-und-verwaltung/presse/verlaengerung-der-stadtbahnlinie-3-1 |archive-date=7 July 2022 |access-date=6 July 2022 |website=Stadt Köln}}</ref><ref name="expansion görlinger zentrum">{{Cite web |date=28 August 2018 |title=Neue Endhaltestelle der Linie 3 "Görlinger-Zentrum" eröffnet |trans-title=New terminus of line 3 "Görlinger-Center" opened |url=https://www.kvb.koeln/aktuelles/meldung.html?action=shownews&id=84 |url-status=dead |archive-url=https://web.archive.org/web/20180830005226/https://www.kvb.koeln/aktuelles/meldung.html?action=shownews&id=84 |archive-date=30 August 2018 |access-date=6 July 2022 |website=kvb.koeln}}</ref>

=== Brühl double-track ===
In 2015 the city council approved the expansion to double-track the part of line 18 between Brühl-Mitte and Brühl-Badorf.<ref>{{Cite web |date=25 February 2015 |title=Zweigleisiger Ausbau der Linie 18 in Brühl |trans-title=Adding double track for line 18 in Brühl |url=http://www.kvb-koeln.de/german/nachrichten/view.html?action=shownews&page=1&id=2448 |url-status=dead |archive-url=https://web.archive.org/web/20150402092941/http://www.kvb-koeln.de/german/nachrichten/view.html?action=shownews&page=1&id=2448 |archive-date=2 April 2015 |website=Kölner Verkehrs-Betriebe AG}}</ref> By December 2018, the new tracks had been built, but because a new railway control center and required inspections had delays, the new track could be opened in April 2019. Additional construction such as the upgrade of platforms along the track was finished by mid 2020.<ref name="double track brühl">{{Cite web |title=Zweigleisiger Ausbau Linie 18 |trans-title=Double track expansion of line 18 |url=https://www.bruehl.de/zweigleisiger-ausbau-linie-18--2-.aspx |url-status=live |access-date=25 July 2022 |website=Stadt Brühl |archive-date=25 July 2022 |archive-url=https://web.archive.org/web/20220725154548/https://www.bruehl.de/zweigleisiger-ausbau-linie-18--2-.aspx }}</ref>

==Current and future expansion==

=== North-South Stadtbahn ===
The North-South Stadtbahn (NSS) is made up of three stages:

# Two parallel tunnels from Breslauer Platz to Marktstraße, connecting to the existing Innenstadttunnel
# A track from Bonner Wall to Schönhauser Straße connecting the route to the Rheinuferbahn
# 4 more surface stations along Bonner Straße from Marktstraße to Arnoldshöhe

==== Background ====
[[Image:KVB NordSuedStadtbahn.svg|200px|All 3 stages of the North-South rail|alt=Map of the North-South line under construction|thumb]]First considerations to connect the north and south of the city center were already undertaken in the 1970s, and actual planning was started by the city in 1983.<ref>{{Cite web |title=Nord-Süd Stadtbahn Köln: Chronik |url=https://www.nord-sued-stadtbahn.de/projekt/chronik/index.html |url-status=live |access-date=6 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170543/https://www.nord-sued-stadtbahn.de/projekt/chronik/index.html }}</ref> A direct connection of the north to the south is needed, because part of the Innenstadttunnel is operating at capacity with 30 trains per hour serving it.<ref name="rush hour" /> Because the old tunnel was built using a [[cut-and-cover]] technique, it follows major roads distant from the old city center with its narrow alleys. The first stage aims at fixing these problems, by rerouting line 16 from the Innenstadttunnel to the newly built one and building new stations directly under the old city center. Additionally, travel time on line 16 will be decreased by eight minutes and it is one of the last steps in the separation of the high-floor and low-floor networks. The new {{Convert|3|km|mi|abbr=on}} long tunnel is the first newly built line since the opening of the original downtown tunnel in 1968, while every tunnel opened in between had been a replacement for previous surface lines. It will be used by lines 5, 16 and 17 once complete.<ref>{{Cite web |title=Nord-Süd Stadtbahn Köln: Stadtbahn-Netzwerk in der Zukunft |trans-title=North-South rail Cologne: rail network in the future |url=https://www.nord-sued-stadtbahn.de/projekt/gruende/netz_zukunft.html |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170544/https://www.nord-sued-stadtbahn.de/projekt/gruende/netz_zukunft.html }}</ref>

The second stage is only to connect the line to the Rheinuferbahn, necessary for line 16's operation.<ref>{{Cite web |title=Broschüre Zweite Baustufe |trans-title=Brochure second building stage |url=https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=39 |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=25 July 2022 |archive-url=https://web.archive.org/web/20220725113507/https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=39 }}</ref>

The third stage aims to provide a better service for the residents of the Südstadt, [[Bayenthal]], Marienburg and Raderberg by extending line 5, decreasing the travel time from the end of [[Bundesautobahn 555|A 555]] to the [[Köln Hauptbahnhof|Hauptbahnhof]] from 30 minutes to just 13.<ref>{{Cite web |date=November 2017 |title=3. Baustufe Nord-Süd-Stadtbahn |trans-title=3rd building stage North-South rail |url=https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=23 |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170545/https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=23 }}</ref>

==== Tunnel collapse and delays ====
On 3 March 2009 the [[Historisches Archiv der Stadt Köln|building of the city's archive]] collapsed into the first stage's tunnel under construction on the Severinstraße between stations Severinstraße and Heumarkt, killing two people. Poor construction, the theft of necessary iron reinforcements and several ground water break-ins into the tunnel, which were not reported or controlled properly by the construction company, are among the alleged causes for this catastrophe.<ref name="ksta_protokoll">{{cite web |last= |first= |date=23 February 2010 |title=U-Bahn: Das Protokoll eines Versagens |trans-title=U-Bahn: The protocol of a failure |url=https://www.ksta.de/u-bahn-das-protokoll-eines-versagens-13065724 |url-status=live |archive-url=https://web.archive.org/web/20160321171450/http://www.ksta.de/u-bahn-das-protokoll-eines-versagens-13065724 |archive-date=21 March 2016 |access-date=22 April 2013 |website=[[Kölner Stadt-Anzeiger]] |publisher= |language=de}}</ref><ref name="ksta_fugenblech">{{cite web |title=Archiveinsturz: Beschädigtes Fugenblech als Indiz |trans-title=Archive collapse: Damaged "Fugenblech" as evidence |url=http://www.ksta.de/html/artikel/1277385900119.shtml |url-status=dead |archive-url=https://archive.today/20130206173332/http://www.ksta.de/html/artikel/1277385900119.shtml |archive-date=6 February 2013 |access-date=22 April 2013 |publisher=Ksta.de |language=de}}</ref>

In 2012, line 5 was re-routed from its previous terminus Reichensbergerplatz to the already finished part of the NSS, now serving Rathaus (city hall) station.<ref>{{Cite web |date=7 December 2012 |title=Nord-Süd Stadtbahn Köln: Ab 9. Dezember 2012 unterirdisch mit der Stadtbahn bis zum Rathaus |trans-title=North-South rail Cologne: Starting 9th of December 2012 in the underground to the city hall |url=https://www.nord-sued-stadtbahn.de/pressemitteilungen/view.html?action=shownews&page=14&id=845 |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170534/https://www.nord-sued-stadtbahn.de/pressemitteilungen/view.html?action=shownews&page=14&id=845 }}</ref> A further expansion to Heumarkt opened in December 2013.<ref name="pr_nss">{{cite web |title=Nord-Süd-Stadtbahn Köln |url=http://stadtbahn.relaunch.net/german/news/press.html?NID=737 |url-status=dead |archive-url=https://web.archive.org/web/20110724032509/http://stadtbahn.relaunch.net/german/news/press.html?NID=737 |archive-date=24 July 2011 |access-date=22 May 2022 |website=stadtbahn.relaunch.net}}</ref> The 4 stations south of the collapse, Bonner Wall to Severinstraße, and the 2nd stage of the project were opened on 13 December 2015, served by line 17.<ref name="nss new stations">{{cite web |last=Reimann |first=Anna |title=Nord-Süd-Stadtbahn in Köln: Das sind die neuen Haltestellen der KVB-Linie 17 |trans-title=North-South rail in Cologne: These are the new stations of line 17 |url=http://www.ksta.de/koeln/das-sind-die-neuen-haltestellen-der-kvb-linie-17-sote-23268438 |url-status=live |archive-url=https://web.archive.org/web/20170506014858/http://www.ksta.de/koeln/das-sind-die-neuen-haltestellen-der-kvb-linie-17-sote-23268438 |archive-date=6 May 2017 |access-date=14 April 2018 |website=ksta.de}}</ref><ref name="line 17 timetable">{{Cite web |title=Nord-Süd Stadtbahn: Linie 17 Fahrplan |trans-title=North-South rail: Line 17 timetable |url=https://www.nord-sued-stadtbahn.de/buergerfest/linie_17/fahrplan.html |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170548/https://www.nord-sued-stadtbahn.de/buergerfest/linie_17/fahrplan.html }}</ref>

The next step of the expansion will be an above ground extension from the Marktstr. Station down Bonner Straße, through Bayenthal. Construction started in January 2022 and should be completed at the end of 2025.<ref>{{Cite web |title=3. Baustufe Nord-Süd Stadtbahn |trans-title=3rd building stage North-South rail |url=https://www.stadt-koeln.de/artikel/20118/index.html |url-status=live |access-date=7 July 2022 |website=Stadt Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170533/https://www.stadt-koeln.de/artikel/20118/index.html }}</ref> Full operation of the North-South Rail Tunnel will not be achieved until 2029 due to the issues of stabilizing the section of tunnel that collapsed in 2009.<ref>{{cite web |last=Damm |first=Andreas |title=Kölner Stadtarchiv: Wer soll die U-Bahn weiterbauen? |trans-title=Cologne's City archive: Who should continue building the U-Bahn? |url=http://www.ksta.de/koeln/koelner-stadtarchiv-wer-soll-die-u-bahn-weiterbauen--23911086 |url-status=live |archive-url=https://web.archive.org/web/20160826054854/http://www.ksta.de/koeln/koelner-stadtarchiv-wer-soll-die-u-bahn-weiterbauen--23911086 |archive-date=26 August 2016 |access-date=14 April 2018 |website=ksta.de}}</ref><ref>{{Cite web |last1=Görtz |first1=Oliver |last2=Hümmeler |first2=Christian |date=11 December 2017 |title=Archiveinsturz: Nord-Süd-Stadtbahn fährt nicht vor 2025 |trans-title=Archive collapse: North-South rail won't run before 2025 |url=https://www.ksta.de/koeln/archiveinsturz-nord-sued-stadtbahn-faehrt-nicht-vor-2025-29279040 |url-status=live |archive-url=https://web.archive.org/web/20220705142224/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9hcmNoaXZlaW5zdHVyei1ub3JkLXN1ZWQtc3RhZHRiYWhuLWZhZWhydC1uaWNodC12b3ItMjAyNS0yOTI3OTA0MD9jYj0xNjU3MDMwOTQ0NTE5JiIsInJlZmVycmVyIjoiIiwic3ViZG9tYWluIjoid3d3In0= |archive-date=5 July 2022 |access-date=6 May 2020 |website=Kölner Stadt-Anzeiger |language=de-DE}}</ref><ref>{{Cite web |last=Meyer |first=Gudrun |date=24 February 2021 |title=Gleiswechsel Waidmarkt |url=https://blog.kvb-koeln.de/gleiswechsel-waidmarkt |url-status=live |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=17 September 2021 |archive-url=https://web.archive.org/web/20210917202420/https://blog.kvb-koeln.de/gleiswechsel-waidmarkt }}</ref>

==== Cost ====
The extra cost of approximately 4 million euro is planned to mitigate the negative perception of the NSS project due to the collapse as well as budget increases, late completion (originally planned for 2011) and disruption. To avoid the possible destruction of [[archaeology|archaeological]] artefacts underneath one of the oldest cities in Germany, the NSS was bored down to nearly {{Convert|30|m|ft|abbr=on}} below ground level. At the location of the future stations, however, archaeological digs were still required and are cited as one of the reasons for the already significant cost overruns. While initially estimated to cost around 600 million euro, the current price tag is calculated at around 960 million euro. Because the second stage, connecting the tunnel to the line along the Rhine river has not yet been tendered, but is expected to cost another 100 million, total cost is expected to be 1.1 billion euro.<ref>{{Cite web |last=Henning |first=Martin |date=8 February 2022 |title=Nord-Süd-Stadtbahn Köln: Streckenverlauf, Baustufen, Kosten, Dauer |trans-title=North-South rail Cologne: routing, stages, costs, duration |url=https://www.24rhein.de/koeln/innenstadt/nord-sued-bahn-koeln-streckenverlauf-baustufen-kosten-dauer-91164122.html |url-status=live |access-date=7 July 2022 |website=24 Rhein |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170533/https://www.24rhein.de/koeln/innenstadt/nord-sued-bahn-koeln-streckenverlauf-baustufen-kosten-dauer-91164122.html }}</ref>

=== StadtBahn South ===
As a 4th stage of the North-South Stadtbahn an extension from Arnoldshöhe to Rondorf and Meschenich was proposed already in 1992. This project has since been renamed to StadtBahn South and is planned independently from the North-South Stadtbahn. The first stage of the project will only reach the northern edge of Meschenich, while a second stage will continue to its southern end. The project will also connect the development area Rondorf Nord-West, where 3300 new homes will be built in the next years, directly to the city center.<ref name=":0">{{Cite web |date=5 May 2018 |title=65 Millionen: Ausbau der Stadtbahn nach Meschenich kann auf Fördergelder hoffen |trans-title=65 Million: Extension of the Stadtbahn to Meschenich is expected to be granted funds |url=https://www.rundschau-online.de/koeln/65-millionen-ausbau-der-stadtbahn-nach-meschenich-kann-auf-foerdergelder-hoffen-241243 |url-status=live |access-date=22 April 2023 |website=Kölnische Rundschau |language=de |archive-date=22 April 2023 |archive-url=https://web.archive.org/web/20230422144422/https://www.rundschau-online.de/koeln/65-millionen-ausbau-der-stadtbahn-nach-meschenich-kann-auf-foerdergelder-hoffen-241243 }}</ref><ref>{{Cite web |last=Süsser |first=Ulrike |date=27 October 2018 |title=Bis Rondorf und Meschenich: Lokalpolitiker beraten über Verlängerung der Linie 5 |trans-title=To Rondorf and Meschenich: Local politicians debate about extension of line 5 |url=https://www.ksta.de/koeln/rodenkirchen/bis-rondorf-und-meschenich-lokalpolitiker-beraten-ueber-verlaengerung-der-linie-5-299005 |url-status=live |access-date=22 April 2023 |website=Kölner Stadt-Anzeiger |language=de |archive-date=24 April 2023 |archive-url=https://web.archive.org/web/20230424160536/https://www.ksta.de/koeln/rodenkirchen/bis-rondorf-und-meschenich-lokalpolitiker-beraten-ueber-verlaengerung-der-linie-5-299005 }}</ref>

The biggest problem of the project is crossing the ''Verteilerkreisel'' at the end of the [[Bundesautobahn 555|Autobahn A 555]] directly after the last station of stage 3, ''Arnoldshöhe''. Here, several different solutions were evaluated:

* A tunnel below the roundabout
* A bridge above it
* Two at grade crossings going around the roundabout<ref name=":0" />

Evaluation showed that all three solutions were possible, with cost-benefit ratios between 1.0 for the tunnel and 1.4 for the at-grade solution, which means that all solutions are possible to be funded partially by the state and federal government. Residents preferred the at-grade solution, while the city pushed the bridge or tunnel.<ref>{{Cite web |last=Süsser |first=Ulrike |date=31 May 2017 |title=Köln Rodenkirchen: Nord-Südstadtbahn zwischen Rondorf und Meschenich in der Diskussion |trans-title=Cologne Rodenkirchen: North-South Stadtbahn between Rondorf and Meschenich being discussed |url=https://www.ksta.de/koeln/rodenkirchen/koeln-rodenkirchen-nord-suedstadtbahn-zwischen-rondorf-und-meschenich-in-der-diskussion-164809 |url-status=live |access-date=22 April 2023 |website=Kölner Stadt-Anzeiger |language=de |archive-date=22 April 2023 |archive-url=https://web.archive.org/web/20230422144421/https://www.ksta.de/koeln/rodenkirchen/koeln-rodenkirchen-nord-suedstadtbahn-zwischen-rondorf-und-meschenich-in-der-diskussion-164809 }}</ref> In March of 2023 the city council decided that the preferred solution would be the bridge, but that the at-grade solution would also be continued to be planned. This was due to the lower cost than the tunnel, the disadvantages of at-grade crossings, the about {{Convert|700|m|yd|abbr=on}} shorter route, the complete replacement of bus line 132 which currently takes 44 minutes to complete the journey into the city center, the smaller impact on the green spaces and adjacent neighborhood and because this route was intended in the planning of the development area Rondorf Nord-West removing the need to change its plans.<ref name=":1">{{Cite web |date=23 March 2023 |title=SessionNet {{!}} TOP Ö 10.13: StadtBahn Süd - Trassenfestlegung und Entscheidung zur weiteren Planung |trans-title=SessionNet {{!}} TOP Ö 10.13: StadtBahn South - Route determination and decision to continue planning |url=https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=370691 |url-status=live |access-date=22 April 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=20 April 2023 |archive-url=https://web.archive.org/web/20230420174611/https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=370691 }}</ref>

There are three stations planned in Rondorf, called ''Rondorf Nord'', ''Rondorf Mitte'' and ''Rondorf South''. The bridge above the roundabout will need to incorporate the red steel-stele that stands in the middle of the roundabout into its design. This stele is part of an artwork by [[Lutz Fritsch]] called "''Standortmitte''" ("middle of the location") that consists of two identical steles at both ends of the A 555 connecting the cities of Cologne and Bonn. To protect a [[drinking water]] protection zone the route passes through the adjacent street ''Am Wasserwerkswäldchen'' will be closed for through-traffic and a gas station located on the roundabout will also be closed.<ref name=":1" />

In Meschenich [[Park and ride|Park and Ride]] facilities are planned on both ends of the town and the Stadtbahn is supposed to operate on the street where traffic will be reduced by a bypass that's already in construction.<ref>{{Cite web |title=StadtBahn Süd für Rondorf und Meschenich |url=https://www.stadt-koeln.de/artikel/68749/index.html |url-status=live |archive-url=https://web.archive.org/web/20220813130153/https://www.stadt-koeln.de/artikel/68749/index.html |archive-date=13 August 2022 |access-date=13 August 2022 |website=Stadt Köln}}</ref><ref>{{Cite web |title=B51n: Ortsumgehung Köln-Meschenich - Bauphase |trans-title=B51n: Bypass Cologne-Meschenich - Construction Phase |url=https://www.strassen.nrw.de/de/b51n-ortsumgehung-koeln-meschenich-bauphase.html |url-status=live |access-date=22 April 2023 |website=Straßen.NRW |language=de |archive-date=22 April 2023 |archive-url=https://web.archive.org/web/20230422144423/https://www.strassen.nrw.de/de/b51n-ortsumgehung-koeln-meschenich-bauphase.html }}</ref>

The second stage of the project, continuing the line from the northern to the southern end of Meschenich, was also approved and planning was started.<ref name=":1" />

=== East-West axis ===
With line 1 being the 2nd most used line<ref name="line 1">{{Cite web |last=Weiß |first=Regina |date=12 June 2018 |title=Von Ost nach West von West nach Ost – die Linie 1 |trans-title=From east to west from west to east – line 1 |url=https://blog.kvb-koeln.de/von-ost-nach-west-von-west-nach-ost-die-linie-1 |url-status=live |archive-url=https://web.archive.org/web/20210918004306/https://blog.kvb-koeln.de/von-ost-nach-west-von-west-nach-ost-die-linie-1 |archive-date=18 September 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> and line 7 and 9 running on the same surface-level tracks in the city center, the rail section at [[Neumarkt station|Neumarkt]] is operating at capacity,<ref name="rush hour" /> while more capacity is needed especially on line 1. To address this growing issue, new {{Convert|90|m|ft|abbr=on}} long trains will be used, increasing capacity by 50%. This upgrade needs longer platforms however, for which line 1 has been divided into four parts that need different kinds of upgrades.<ref name="east west rail expansion">{{Cite web |title=Kapazitätserweiterung auf der Ost-West-Achse – Stadt Köln |url=https://www.stadt-koeln.de/artikel/66555/index.html |url-status=live |access-date=3 September 2022 |website=Stadt-Köln |language=de |archive-date=3 September 2022 |archive-url=https://web.archive.org/web/20220903211941/https://www.stadt-koeln.de/artikel/66555/index.html }}</ref>

==== West ====
This part between [[Köln-Weiden West station|Weiden West]] and Universitätsstraße runs completely on the surface in the middle of Aachener Straße. In this part, platforms and turning loops will have to be upgraded to fit the longer trains. Planning started in 2018, and between August 15 and 4 September 2022, feedback for the plans could be given online.<ref>{{Cite web |date=15 August 2022 |title=Planungen Bereich West {{!}} Beteiligungsportal der Stadt Köln |url=https://meinungfuer.koeln/owa-west |url-status=live |access-date=3 September 2022 |website=Beteiligungsportal der Stadt Köln |language=de |archive-date=3 September 2022 |archive-url=https://web.archive.org/web/20220903211945/https://meinungfuer.koeln/owa-west }}</ref> Construction is expected to start in the middle of 2027.<ref name="east west rail expansion" />

==== City Center ====
This part lies between [[Moltkestraße station|Moltkestraße]] and [[Heumarkt station|Heumarkt]]. At stations Moltkestraße and [[Rudolfplatz station|Rudolfplatz]] its two tracks run separate on one-way streets, and it then runs in the middle of the street until Heumarkt. Because of the demand in this part, both building a tunnel and a major surface-expansion are considered. The stations not rebuilt underground, whether because no tunnel is built or because it is to short to reach them, will be lengthened to accommodate the longer trains as well. Which option to use was to be decided until Q3 of 2023, but has been postponed, possibly until the start of 2024.<ref name=":2" /> Planning is anticipated to take until 2026, with construction starting in 2029 at the earliest. When construction will be finished is unclear, as it depends on the chosen option.<ref name="east west rail expansion" />

Currently the parties of [[Christian Democratic Union of Germany|CDU]], [[Social Democratic Party of Germany|SPD]] and [[Free Democratic Party (Germany)|FDP]] are for a tunnel solution, while [[Alliance 90/The Greens|Bündnis 90/The Greens]], [[The Left (Germany)|The Left]] and [[Volt Germany|Volt]] prefer a surface solution. The former group however does not have the majority in the city council as it is missing just a few people.<ref name=":2" />

===== Tunnel-expansion =====
The different tunnel options, all starting at [[Deutz Suspension Bridge|Deutzer Brücke]] (Deutz Bridge), run to:
# Neumarkt on lines 1, 7 and 9 ("short tunnel")
# Rudolfplatz on lines 1, 7 and Dasselstraße/Bf Süd on line 9 ("middle long tunnel")
# Melaten on lines 1,7 and University on line 9 in separate tunnels ("long tunnel variant A")
# Melaten on lines 1,7 and University on line 9 with a shared tunnel until Moltkestraße and subsequent routing through the green belt ("long tunnel variant B")<ref>{{Cite web |last=Meyer |first=Gudrun |date=14 March 2018 |title=Ausbau der Ost-West-Achse Kölns große Chance |trans-title=Expansion of the East-West-Axis Cologne's big chance |url=https://blog.kvb-koeln.de/ausbau-der-ost-west-achse-koelns-grosse-chance |url-status=live |archive-url=https://web.archive.org/web/20210117021607/https://blog.kvb-koeln.de/ausbau-der-ost-west-achse-koelns-grosse-chance |archive-date=17 January 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>
In an open discussion with residents, Stadtbahn users and car users in mid-2018, options 1 and 4 were rejected by everyone, while car users are against a tunnel completely. Stadtbahn users favour no tunnel or option 3, and residents support option 2 more than 3. Originally only options 1 and 2 could have been financed by the state of NRW, while 3 and 4 would have required large expenses of the city,<ref>{{Cite web |last=Meyer |first=Gudrun |date=17 July 2018 |title=Bürgerbeteiligung Ost-West-Achse: Was wollen die Kölner/innen? |trans-title=Public participation East-West-Axis: What do the people want? |url=https://blog.kvb-koeln.de/ober-oder-unterirdisch-die-buergerbeteiligung-zur-ost-west-achse |url-status=live |archive-url=https://web.archive.org/web/20210813142126/https://blog.kvb-koeln.de/ober-oder-unterirdisch-die-buergerbeteiligung-zur-ost-west-achse |archive-date=13 August 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> but changes in the funding requirements mean that funding of a tunnel to Melaten is now possible as well.<ref name=":2">{{Cite web |last=Gross |first=Paul |date=8 May 2023 |title=Köln - Ost-West-Achse: Neumarkt und Rudolfplatz könnten vier unterirdische Ebenen bekommen |trans-title=Cologne - East-West axis: Neumarkt and Rudolfplatz could get four underground floors |url=https://www.ksta.de/koeln/koelner-innenstadt/koeln-neumarkt-und-rudolfplatz-koennten-vier-unterirdische-ebenen-bekommen-566157 |url-status=live |access-date=8 May 2023 |website=Kölner Stadt-Anzeiger |language=de |archive-date=8 May 2023 |archive-url=https://web.archive.org/web/20230508063107/https://www.ksta.de/koeln/koelner-innenstadt/koeln-neumarkt-und-rudolfplatz-koennten-vier-unterirdische-ebenen-bekommen-566157 }}</ref>

The tunnel plan presented to the city council in May 2023 is one of the long variants to Melaten. The exact plans are yet to be released to the public, but reports by news agencies state the following:<ref name=":2" />

* Heumarkt station will need only minor changes to make launching the planned tunnel-boring machines possible.
* At Neumarkt station, two new underground levels with two platforms each are planned, one for lines 1 and 7 and one for line 9 remove the at-grade crossing currently present at the surface station. During the construction work the Innenstadttunnel, which was not built to accommodate the new tunnel beneath it, needs to be closed, with the current underground station then functioning as a temporary dead-end station for lines 3, 4 and 18.
* Rudolfplatz station will be the lowest part of the whole tunnel at {{Convert|35|m|ft|abbr=on}} below the surface. This is because the Ringe-Tunnel had some provisions for this new tunnel, but those do not adhere to modern standards making them unusable. The large depth is because a safety distance to these needs to be kept, and because a fourth level, probably a mezzanine, will be built.<ref name=":2" />

===== Surface-expansion =====
The plans for the option of a surface expansion were made public in November 2022. The plans aim on using a lot of the space currently given to cars for larger platforms, bicylce lanes or sidewalks. Most of the route only has one motor vehicle lane per direction planned, and bicycles would be given wide paths along the whole route. By default, stations are built with side platforms.<ref name=":3">{{Cite web |date=16 November 2022 |title=3. Fachgespräch zur Ost-West-Achse am 16. November 2022 |trans-title=3rd technical discussion about the East-West axis on 16 November 2022 |url=https://www.stadt-koeln.de/mediaasset/content/pdf66/umgestaltung/ost-west-achse-3-fachgespraech-2022-11-16-praesentation.pdf |url-status=live |access-date=8 May 2023 |website=Stadt Köln |language=de}}</ref>

* At Neumarkt, the westbound car lane would be completely removed, only leaving traffic heading to the east, while bicycles would still be able to pass the square in both directions. The plan aims for two island platforms each handling one direction of train traffic. The turning loop is completely removed in the plans. By choosing this option, the square will be integrated much better into the city center as there won't be any traffic separating the two.
* From Rudolfplatz to Moltkestraße, the trains will run on Aachener Straße in both directions, while the motor vehicle traffic will move completely to Richard-Wagner Straße.
* Moltkestraße station will most likely be built between Moltkestraße and Brüsseler Straße, but a different option right below the future S-Bahn station Aachener Straße is also being considered.<ref name=":3" />

==== Tunnel ====
The part between [[Deutzer Freiheit station|Deutzer Freiheit]] and Fuldaer Straße is already a tunnel with sufficiently long platforms. In this part accessibility will be improved and fire protection will be upgraded for the increasing amount of passengers.<ref name="east west rail expansion" />

==== East ====
The part between Höhenberg Frankfurter Straße and [[Bensberg station|Bensberg]] is overground and will be upgraded to feature longer stations, with the exception of Bensberg which is underground and already features long enough platforms, but will get improved fire protection like the other underground stations. Construction is expected to start in the middle of 2026.<ref name="east west rail expansion" />

=== Extension of line 17 to Bonn and line 7 to Langel ===
After the ''Nord-Süd-Stadtbahn'' is finished, line 17 will run alongside line 16 from [[Reichenspergerplatz station|Reichenspergerplatz]] to Sürth with a 5 min headway. The line will be extended to Bonn Hbf east of the Rhine, with the planning split into four parts:

#Building a new rail and pedestrian bridge across the Rhine, going from Godorf to Langel, and building the station ''Langel Süd'', shared with line 7.
#New track and two stations in Lülsdorf
#Upgrading a mostly single-track non-electrified freight railway between Lülsdorf, [[Niederkassel]], Rheidt and Mondorf, including 8 new stations.
#Building new track along a street between Mondorf/Bergheim and [[Beuel|Bonn-Beuel]] with 4 stations, which connects to the tracks of lines 66 and 67, from where the terminus Bonn Hbf. is then reached.
Alongside this extension, line 7 will also be extended to a new terminus in ''Langel Süd'', connecting to line 17. This is split in two parts:

# Extension from the terminus Zündorf, then ''Zündorf Nord'' to ''Zündorf Süd'' with 2 new stations''.''
# Extension from Zündorf to Langel, including 3 stations in Langel and the connection to line 17.

The project is planned to be completed in 2030, with the exception of the bridge across the Rhine, which has no estimated completion date as of now.<ref>{{Cite web |date=17 May 2022 |title=Stadtbahn Bonn-Niederkassel-Köln (Linie 17) und Verlängerung Linie 7 |trans-title=Stadtbahn Bonn-Niederkassel-Köln (line 17) and extension of line 7 |url=https://ratsinformation.stadt-koeln.de/vo0050.asp?__kvonr=105940 |url-status=live |access-date=14 January 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=14 January 2023 |archive-url=https://web.archive.org/web/20230114234211/https://ratsinformation.stadt-koeln.de/vo0050.asp?__kvonr=105940 }}</ref>

=== Stepless access to all platforms and trains ===
Because parts of the network were built before accessibility was a concern, many older stations don't feature elevators/ramps to get from street level to the platform without steps. Also, because the network started as a tram, was then partially operated with high-floor Stadtbahn vehicles, and then split into a high-floor (HF) and low-floor (LF) network, some platforms still don't feature level boarding, requiring the users to climb a few steps to enter the train. Seven of these stations can't be upgraded, because they're served by both HF and LF vehicles, while others could, but just haven't been upgraded yet. The LF lines feature level boarding everywhere, as they're compatible with old tram platforms, but parts at both ends of the trains are not accessible. Also a few LF platforms can't be reached without climbing steps, a notable example being the highly used station Friesenplatz. Equipping the HF lines with matching platforms could only be started in 2003, as until then large parts of the network were served by HF and LF lines. First the city center tunnel was converted step-by-step, and in 2010 lines 3 and 4 became the first to be fully accessible. Since then the missing platforms are concentrated on the lines 13 and 16, with a few missing on the other HF lines. Out of the 352 stations, 32 are not accessible, 12 have limited accessibility and 308 are fully accessible.<ref name="routes without steps">{{Cite web |date=December 2021 |title=Touren ohne Treppen Flyer |trans-title=Routes without steps |url=https://www.kvb.koeln/service/barrierefreiheit.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=906 |url-status=live |access-date=26 July 2022 |website=Kölner Verkehrs Betriebe AG |archive-date=26 July 2022 |archive-url=https://web.archive.org/web/20220726104943/https://www.kvb.koeln/service/barrierefreiheit.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=906 }}</ref>
{| class="wikitable"
|+
!Line
!style="background:#{{rcr|Cologne Stadtbahn|1}}; color:#fff; text-align:center;"| '''1'''
!style="background:#{{rcr|Cologne Stadtbahn|3}}; color:#fff; text-align:center;"| '''3'''
!style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;"| '''4'''
!style="background:#{{rcr|Cologne Stadtbahn|5}}; color:#fff; text-align:center;"| '''5'''
!style="background:#{{rcr|Cologne Stadtbahn|7}}; color:#fff; text-align:center;"| '''7'''
!style="background:#{{rcr|Cologne Stadtbahn|9}}; color:#fff; text-align:center;"| '''9'''
!style="background:#{{rcr|Cologne Stadtbahn|12}}; color:#fff; text-align:center;"| '''12'''
!style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;"| '''13'''
!style="background:#{{rcr|Cologne Stadtbahn|15}}; color:#fff; text-align:center;"| '''15'''
!style="background:#{{rcr|Cologne Stadtbahn|16}}; color:#fff; text-align:center;"| '''16'''
!style="background:#{{rcr|Cologne Stadtbahn|17}}; color:#fff; text-align:center;"| '''17'''
!style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;"| '''18'''
!Total
|-
|Stations
|37
|31
|29
|17
|33
|24
|27
|23
|23
|50
|8
|50
|352
|-
|with HF platforms
| –
|31
|29
|14
| –
| –
| –
| 9
| –
|40
|8
|47
|178
|-
|with LF platforms
|37
| –
| –
|3 <ref group="H">Appellhofplatz/Zeughaus, Subbelrather Str./Gürtel, Nußbaumerstr.</ref>
|33
|24
|27
|14 <ref group="H">Berrenrather Str./Gürtel, Euskirchener Str., Zülpicher Str./Gürtel, Gleueler Str./Gürtel, Dürener Str./Gürtel, Wüllnerstr., Aachener Str./Gürtel, Melatengürtel, Weinsbergstr./Gürtel, Subbelrather Str./Gürtel, Nußbaumerstr., Escher Str., Geldernstr./Parkgürtel, Slabystr.</ref>
|23
|10 <ref group="H">Reichenspergerplatz, Barbarossaplatz, Eifelstr., Ulrepforte, Chlodwigplatz, Ubierring, Urfeld, Widdig, Uedorf, Hersel</ref>
| –
|3 <ref group="H">Slabystr., Reichenspergerplatz, Barbarossaplatz</ref>
|174
|}
<references group="H" />

=== Longer trains and platforms ===
Because of the increasing demand throughout the system that can no longer be met by increasing frequency in some parts of the system,<ref name="rush hour" /><ref name="line 1" /> lines 1, 4, 9, 13 and 18 will be operated by longer trains in the future. Line 1 and possibly line 9 will have their platforms lengthened to {{Convert|90|m|ft|abbr=on}} as part of the east–west rail project, and will then be operated by {{Convert|90|m|ft|abbr=on}} long trains.<ref name="low floor trains">{{Cite web |title=Niederflurfahrzeuge |trans-title=Low floor trains |url=https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/niederflur.html |url-status=live |archive-url=https://web.archive.org/web/20220617213936/https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/niederflur.html |archive-date=17 June 2022 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref> Lines 4, 13 and 18 will have in total 39 platforms upgraded to accommodate new {{Convert|70|m|ft|abbr=on}} long trains and add sufficient fire protection for the increasing number of passengers in underground stations.<ref>{{Cite web |title=KVB modernisiert ihre Stadtbahn-Flotte |trans-title=KVB modernizes its Stadtbahn vehicles |url=https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/ |url-status=live |access-date=26 July 2022 |website=Kölner Verkehrs Betriebe AG |language=de |archive-date=26 July 2022 |archive-url=https://web.archive.org/web/20220726145121/https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/ }}</ref><ref name="customer magazine 57">{{Cite web |date=December 2021 |title=Kundenzeitung der KVB Ausgabe 57 (Dezember 2021) |trans-title=KVB Customer magazine 57 (December 2021) |url=https://www.kvb.koeln/unternehmen/presse/publikationen/koelntakt.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=3506 |url-status=live |access-date=25 July 2022 |website=Kölner Verkehrs Betriebe AG |language=de |archive-date=17 January 2022 |archive-url=https://web.archive.org/web/20220117102915/https://www.kvb.koeln/unternehmen/presse/publikationen/koelntakt.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=3506 }}</ref>

=== Other plans ===
All of these plans have been brought up by a political party, and some are in different planning stages currently.
{| class="wikitable"
|+
!Line
!Expansion
|-
| style="background:#{{rcr|Cologne Stadtbahn|1}}; color:#fff; text-align:center;" | '''1'''
|Extension from [[Bensberg|Bergisch Gladbach-Bensberg]] from further east [[Moitzfeld|Bergisch Gladbach-Moitzfeld]] to [[Gladbach-Herkenrath]] Kürten-Spitze.<ref>{{cite web |author=Claus Boelen-Partile |title=Der Zug ist noch nicht abgefahren |trans-title=The train has not yet been moved |url=http://www.ksta.de/region/rhein-berg-oberberg/kuerten/verlaengerung-der-strassenbahnlinie-1-der-zug-ist-noch-nicht-abgefahren-22746266 |url-status=live |archive-url=https://web.archive.org/web/20220705142225/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9yZWdpb24vcmhlaW4tYmVyZy1vYmVyYmVyZy9rdWVydGVuL3ZlcmxhZW5nZXJ1bmctZGVyLXN0cmFzc2VuYmFobmxpbmllLTEtZGVyLXp1Zy1pc3Qtbm9jaC1uaWNodC1hYmdlZmFocmVuLTIyNzQ2MjY2P2NiPTE2NTcwMzA5NDU5MTcmIiwicmVmZXJyZXIiOiIiLCJzdWJkb21haW4iOiJ3d3cifQ== |archive-date=5 July 2022 |access-date=28 August 2017}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;" | '''4'''
|Connection of the district Widdersdorf from Mengenich. The city initially preferred a variant using line 1 due to lower costs and better service for residents,<ref>{{cite web |title=Tagesordnungspunkt |url=https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=190629 |url-status=live |archive-url=https://web.archive.org/web/20181203202719/https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=190629 |archive-date=3 December 2018 |access-date=14 April 2018 |website=ratsinformation.stadt-koeln.de}}</ref> but it was decided that line 4 should be used.<ref>{{Cite web |last=Attenberger |first=Tim |date=18 January 2022 |title=KVB: Stadtbahn-Linie 4 soll bis Köln-Widdersdorf fahren |trans-title=KVB: Line 4 planned to run to Cologne-Widdersdorf |url=https://www.ksta.de/koeln/kvb-stadtbahn-linie-4-soll-bis-koeln-widdersdorf-fahren-39390822 |url-status=live |access-date=25 July 2022 |website=Kölner Stadt-Anzeiger |archive-date=18 January 2022 |archive-url=https://web.archive.org/web/20220118193944/https://www.ksta.de/koeln/kvb-stadtbahn-linie-4-soll-bis-koeln-widdersdorf-fahren-39390822 }}</ref> A later continuation to [[Niederaußem]] is also considered.<ref>{{Cite web |last=Teichert |first=Florian |date=15 September 2021 |title=Rhein-Erft: Große Zustimmung für Stadtbahnlinie von Köln über Pulheim nach Niederaußem |trans-title=Rhein-Erft: High approval for line from Cologne via Pulheim to Niederaußem |url=https://www.ksta.de/region/rhein-erft/rhein-erft-grosse-zustimmung-fuer-stadtbahnlinie-von-koeln-ueber-pulheim-nach-niederaussem-39031342 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=5 November 2021 |archive-url=https://web.archive.org/web/20211105073522/https://www.ksta.de/region/rhein-erft/rhein-erft-grosse-zustimmung-fuer-stadtbahnlinie-von-koeln-ueber-pulheim-nach-niederaussem-39031342 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;" | '''4'''
|An extension from Schlebusch station to a clinic inside [[Schlebusch]] or even to the city of [[Odenthal]] is in discussion, but the existing line would have to be double-tracked first.<ref name="line 4" />
|-
| style="background:#{{rcr|Cologne Stadtbahn|5}}; color:#fff; text-align:center;" | '''5'''
|Extension from Butzweilerhof to Longerich, where it could connect to the [[S-Bahn Rhein-Ruhr]] and / or line 15.
|-
| style="background:#{{rcr|Cologne Stadtbahn|7}}; color:#fff; text-align:center;" | '''7'''
|Extension to the new development area [[Grube Carl]] in [[Frechen]] and possibly further to [[Habbelrath|Frechen-Habbelrath]]. An extension to [[Kerpen]] is also already in discussion.<ref>{{Cite web |last=Reinartz |first=Patrick |date=7 October 2020 |title=KVB-Linie 7: Nächster Schritt zur Verlängerung der Strecke von Frechen nach Kerpen |trans-title=Line 7: Next step for the expansion from Frechen to Kerpen |url=https://www.ksta.de/region/rhein-erft/frechen/kvb-linie-7-naechster-schritt-zur-verlaengerung-der-strecke-von-frechen-nach-kerpen-37448278 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|Extension from Sülzgürtel to the Rhine following the [[List of streets in Cologne#Cologne Belt|cologne belt]].<ref name="line 13" /> Currently, both a surface and underground track are considered.<ref name="line 14 proposal">{{Cite web |last=Damm |first=Andreas |date=8 March 2021 |title=KVB-Linie 13: Stadtverwaltung verärgert mit U-Bahn-Ausschreibung – Linie 14 als Option |trans-title=Line 13: City council not happy with underground proposal – line 14 as an option |url=https://www.ksta.de/koeln/kvb-linie-13-stadtverwaltung-veraergert-mit-u-bahn-ausschreibung---linie-14-als-option-38151972 |url-status=live |access-date=25 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=9 March 2021 |archive-url=https://web.archive.org/web/20210309115220/https://www.ksta.de/koeln/kvb-linie-13-stadtverwaltung-veraergert-mit-u-bahn-ausschreibung---linie-14-als-option-38151972 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|Extension from Mülheim to Ostheim and later to the S-Bahnhof Frankfurter Straße<ref name="line 13" /> or completing the ring including a new crossing of the Rhine.<ref>{{Cite web |date=27 September 2022 |title=ÖPNV-Netzentwicklung - Sachstand 2022 |url=https://ratsinformation.stadt-koeln.de/vo0050.asp?__kvonr=107470 |url-status=live |access-date=16 February 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=14 January 2023 |archive-url=https://web.archive.org/web/20230114205255/https://ratsinformation.stadt-koeln.de/vo0050.asp?__kvonr=107470 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|10 stations from Berrenrather Straße/Gürtel to Venloer Straße/Gürtel will be upgraded with high-floor platforms, and some will be lengthened.<ref>{{Cite web |date=23 August 2022 |title=Beschlussvorlage - 0150_2022_Beschlussvorlage_Rat.pdf |url=https://buergerinfo.stadt-koeln.de/getfile.asp?id=801064&type=do |url-status=live |access-date=28 September 2022 |website=Informationssystem für Bürgerinnen und Bürger der Stadt Köln |language=de |archive-date=28 September 2022 |archive-url=https://web.archive.org/web/20220928170701/https://buergerinfo.stadt-koeln.de/getfile.asp?id=801064&type=do }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|Construction of two additional stations at Niehler Straße and Bolternstraße. Both will be elevated and equipped with side-platforms suitable for {{Convert|70|m|ft|abbr=on}} long trains.<ref>{{Cite web |date=26 September 2022 |title=Neubau von zwei Stadtbahnhaltestellen im Bezirk Nippes |url=https://meinungfuer.koeln/group/zwei-neue-haltestellen-fuer-die-linie-13 |url-status=live |access-date=28 September 2022 |website=Beteiligungsportal der Stadt Köln |language=de |archive-date=28 September 2022 |archive-url=https://web.archive.org/web/20220928172008/https://meinungfuer.koeln/group/zwei-neue-haltestellen-fuer-die-linie-13 }}</ref>
|-
| style="background:#888; color:#fff; text-align:center;" | '''14'''
|Construction of a new circumferential low-floor line that runs from the university on Universitätsstraße, Weißhausstraße and through Raderberg and Bayenthal before reaching the Rhine. The line could then be extended north to Ehrenfeld on Universitätsstraße/Innere Kanalstraße, and in the south it could run over a new bridge across the Rhine connecting with line 7.<ref name="line 14 proposal" /><ref name="line 14">{{Cite web |last=Akyüz |first=Adnan |date=5 March 2021 |title=Köln: Grüne fordern neue Straßenbahn-Linie 14 der KVB |url=https://www.express.de/koeln/koeln-gruene-fordern-neue-strassenbahn-linie-14-der-kvb-48057 |url-status=live |access-date=25 July 2022 |website=Express |language=de |archive-date=25 July 2022 |archive-url=https://web.archive.org/web/20220725131604/https://www.express.de/koeln/koeln-gruene-fordern-neue-strassenbahn-linie-14-der-kvb-48057 }}</ref>
|-
|{{diagonal split header|{{color|#fff|12}}|{{color|#fff|15}}|#{{rcr|Cologne Stadtbahn|12}}|#{{rcr|Cologne Stadtbahn|15}}}}
|Extension of the tunnel on the Neusser Straße from Mollwitzstraße to Wilhelm-Sollmann-Straße, as originally planned when the tunnel was built.
|-
|{{diagonal split header|{{color|#fff|3}}|{{color|#fff|18}}|#{{rcr|Cologne Stadtbahn|3}}|#{{rcr|Cologne Stadtbahn|18}}}}
|Extension from Thielenbruch to the city center of Bergisch Gladbach through the closed down Paper Fabric Zanders, which will restore a connection that had been present until 1958.<ref>{{Cite web |last=Boelen-Theile |first=Claus |date=22 January 2022 |title=KVB-Station auf Zanders-Gelände? Straßenbahn soll wieder nach Gladbach kommen |trans-title=KVB station on Zanders ground? Stadtbahn planned to run to Gladbach again |url=https://www.ksta.de/region/rhein-berg-oberberg/bergisch-gladbach/kvb-station-auf-zanders-gelaende--strassenbahn-soll-wieder-nach-gladbach-kommen-39391144 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=20 January 2022 |archive-url=https://web.archive.org/web/20220120080527/https://www.ksta.de/region/rhein-berg-oberberg/bergisch-gladbach/kvb-station-auf-zanders-gelaende--strassenbahn-soll-wieder-nach-gladbach-kommen-39391144 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;" | '''18'''
|Building a short tunnel below [[List of streets in Cologne#Militärringstraße|Militärringstraße]] to enable trains to cross the intersection every 5 minutes which is needed for the extension to Hürth-Center.<ref>{{Cite web |last=Eickler |first=Marion |date=27 January 2016 |title=Verkehr in Köln: Kreuzung am Militärring bekommt einen KVB-Tunnel |trans-title=Traffic in Cologne: Intersection at Militärring gets a new tunnel |url=https://www.ksta.de/koeln/lindenthal/kreuzung-am-militaerring-bekommt-kvb-tunnel-sote-23527634 |url-status=live |archive-url=https://web.archive.org/web/20160503091853/http://www.ksta.de/koeln/lindenthal/kreuzung-am-militaerring-bekommt-kvb-tunnel-sote-23527634 |archive-date=3 May 2016 |access-date=23 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;" | '''18'''
|Extending the city center tunnel ending at [[Barbarossaplatz station|Barbarossaplatz]] to the green belt, while building a new station at [[Köln Süd station|Bf Süd]]. Concstruction can only be started, when line 16 has moved into the new North-South-Tunnel.<ref>{{Cite web |last=Hendorf |first=Matthias |date=17 October 2022 |title=Barbarossaplatz Köln: Politik beklagt „Beamtenmikado“ |url=https://www.ksta.de/koeln/koelner-innenstadt/barbarossaplatz-koeln-politik-beklagt-beamtenmikado-352906 |url-status=live |access-date=8 May 2023 |website=Kölner Stadt-Anzeiger |language=de |archive-date=11 November 2022 |archive-url=https://web.archive.org/web/20221111165638/https://www.ksta.de/koeln/koelner-innenstadt/barbarossaplatz-koeln-politik-beklagt-beamtenmikado-352906 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;" | '''18'''
|Double-tracking the whole line to enable 10 minute headways from Cologne to Bonn on this route. Funding was approved in May 2023 and planning work started afterwards.<ref>{{Cite web |date=8 May 2023 |title=Meilenstein für den Ausbau der Stadtbahnlinie 18 |trans-title=Milestone of the expansion of Stadtbahn line 18 reached |url=https://www.bonn.de/pressemitteilungen/mai-2023/meilenstein-fuer-den-ausbau-der-stadtbahnlinie-18.php |url-status=live |access-date=8 May 2023 |website=Bundesstadt Bonn |language=de}}</ref>
|-
|{{diagonal split header|{{color|#fff|18}}|{{color|#fff|19}}|#{{rcr|Cologne Stadtbahn|18}}|#888}}
|Stichstrecke from [[Hermülheim|Hürth-Hermülheim]] to [[Hürth|Hürth-Center]] as part of line 18's service, this new service will probably operate as line 19.<ref>{{Cite web |last=Engels |first=Andreas |date=19 June 2021 |title=Hürther Verwaltung will sparen: Geplante Stadtbahn soll sonntags nicht fahren |trans-title=Hürth's council wants to cut corners: Planned Stadtbahn line won't run on Sundays |url=https://www.ksta.de/region/rhein-erft/huerth/huerther-verwaltung-will-sparen-geplante-stadtbahn-soll-sonntags-nicht-fahren-38497904 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=7 January 2022 |archive-url=https://web.archive.org/web/20220107052853/https://www.ksta.de/region/rhein-erft/huerth/huerther-verwaltung-will-sparen-geplante-stadtbahn-soll-sonntags-nicht-fahren-38497904 }}</ref>
|-
| style="background:#888; color:#fff; text-align:center;" | '''?'''
|Construction of a new railway line from Deutz to [[Flittard]] and the headquarters and route over the planned district of Mülheim-Süd; A further connection to [[Leverkusen]] (- Wiesdorf) or even to (- Opladen) is discussed.<ref>{{cite web |title=Kölner Initiative fordert Straßenbahn-Trasse bis Flittard |trans-title=Cologne initiative calls for tramway route to Flittard |url=http://www.ksta.de/koeln/muelheim/strassenbahn-trasse-bis-flittard-sote-23310146 |url-status=live |archive-url=https://web.archive.org/web/20160310003519/http://www.ksta.de/koeln/muelheim/strassenbahn-trasse-bis-flittard-sote-23310146 |archive-date=10 March 2016 |access-date=28 August 2017 |language=de}}</ref>
|}
==Rolling stock==
{{more citations needed|section|date=September 2022}}
Since the last traditional tramcars were retired in 2006, the Stadtbahn's active rolling stock consists exclusively of modern [[Articulated tram|articulated]] [[light rail vehicle]]s. All of them are about {{convert|30|m|ftin|abbr=on}} long, {{convert|2.65|m|ftin|abbr=on}} wide, seat approximately 70 passengers and are approved for speeds of up to {{convert|80|km/h|abbr=on}}. With rare exceptions, all services are operated by two units coupled together.<gallery widths="220" heights="165">
File:KVB2252 Schoenhauser Str.jpg|alt=|Third-generation Type B LRV in new livery on line 16
File:K4000 Koeln Zollstock.jpg|alt=|A K4000 low-floor tram in old livery on line 12
File:K4500 VB Presentation.jpg|alt=|A newer K4500 tram at its presentation on 18 April 2005
File:KVB5102 AeussereKanalstrasse.jpg|alt=|Two K5000 high-floor trams on lines 3 (left) and 4 (right)
File:Kvb koeln 2422.jpg|alt=|Refurbished train 2422 at Gleueler Str./Gürtel
File:Stadtbahn HF6 Koeln.jpg|alt=|A HF6 train at station Venloer Straße/Gürtel on line 13
File:Mock-Up Baueihe NF12-NF6 für Kölner Verkehrsbetriebe.jpg|A mockup of the NF12 and NF6 trains that will start operating in a few years
</gallery>

===Stadtbahnwagen B===
In 1973, Cologne received two prototypes of the [[Duewag]] [[Stadtbahnwagen B]] LRV. Since then, 172 units in four batches were delivered to Cologne until 1996. The first series (2000) is currently being retired, with only four units (2031, 2032, 2035 and 2049) currently remaining in service, the other units were either scrapped, sold to [[Istanbul Tram]], or in the case of unit 2012, donated to the [[Straßenbahn-Museum Thielenbruch]].

On 8 October 2022, a series 2300 Stadtbahnwagen Typ B caught on fire in the underground station [[Ebertplatz station|Ebertplatz]].<ref>{{Cite web |last1=Attenberger |first1=Tim |last2=Hahn |first2=Sebastian |last3=Pichireddu |first3=Sara |last4=Görtz |first4=Oliver |date=9 October 2022 |title=Sechs Personen nach Feuer am Ebertplatz verletzt |trans-title=Six people injured after fire at Ebertplatz |url=https://www.ksta.de/koeln/koelner-innenstadt/koeln-mehrere-verletzte-bei-brand-an-kvb-haltestelle-ebertplatz-345958 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155209/https://www.ksta.de/koeln/koelner-innenstadt/koeln-mehrere-verletzte-bei-brand-an-kvb-haltestelle-ebertplatz-345958 }}</ref> The cause was determined to be a technical failure by a component beneath the steps,<ref>{{Cite web |last=Attenberger |first=Tim |date=11 October 2022 |title=KVB beauftragt Gutachten zur Brandursache |url=https://www.ksta.de/koeln/ebertplatz-koeln-kvb-beauftragt-gutachten-zum-brand-einer-u-bahn-347642 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155205/https://www.ksta.de/koeln/ebertplatz-koeln-kvb-beauftragt-gutachten-zum-brand-einer-u-bahn-347642 }}</ref> and later narrowed down to an overheated power converter responsible for the breaks.<ref name="operation stop series 2300">{{Cite web |last=Berger |first=Peter |date=27 October 2022 |title=KVB zieht 32 Stadtbahn-Fahrzeuge aus dem Verkehr |url=https://www.ksta.de/koeln/koeln-kvb-zieht-rund-30-stadtbahn-fahrzeuge-aus-dem-verkehr-354056 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155205/https://www.ksta.de/koeln/koeln-kvb-zieht-rund-30-stadtbahn-fahrzeuge-aus-dem-verkehr-354056 }}</ref> The KVB then temporarily stopped operating the 33 (one source says 32<ref name="operation stop series 2300" />) trains of the series on 27 October 2022, and started operating lines 3, 5 and 13 with single, {{Convert|30|m|ft|abbr=on}} long, trains, which lead to overcrowding.<ref>{{Cite web |date=28 October 2022 |title=33 KVB-Bahnen fallen aus – So reagieren die Kölner |trans-title=33 KVB-trains not operating – how Cologne's residents react |url=https://www.ksta.de/koeln/kvb-koeln-33-strassenbahnen-fallen-aus-so-reagieren-die-kunden-366461 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155202/https://www.ksta.de/koeln/kvb-koeln-33-strassenbahnen-fallen-aus-so-reagieren-die-kunden-366461 }}</ref> The manufacturer of the component, [[ABB]], supplied a software update to KVB, which was approved by the technical authority on 10 November, and the operation of the trains resumed on 11 November 2022, the start of [[Cologne Carnival|carnival]] season in Cologne.<ref>{{Cite web |last=Attenberger |first=Tim |date=10 November 2022 |title=KVB setzt Hochflurbahnen wieder im Kölner Netz ein |trans-title=KVB resumes operation of high-floor trains in Cologne |url=https://www.ksta.de/koeln/koeln-hochflurbahnen-der-kvb-wieder-im-einsatz-370038 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155207/https://www.ksta.de/koeln/koeln-hochflurbahnen-der-kvb-wieder-im-einsatz-370038 }}</ref>
===Low-floor LRVs (K4000 and K4500)===
After tests with a low-floor tram from [[Vienna]], a similar vehicle was developed for Cologne by [[Bombardier Transportation]], later becoming part of Bombardier's standardized [[Bombardier Flexity Swift]] family. A total of 124 low-floor trams were delivered between 1995 and 1998, referred to as "K4000", with these vehicles receiving numbers starting with 4001. The [[Bombardier CR4000]] trams operating on [[Tramlink]] in Croydon, England are largely based on the K4000 stock used in Cologne.

When it was decided to create a second low-floor network, an option for high-floor vehicles was changed to additional low-floor vehicles. Bombardier developed a new low-floor tram based more on the K5000 (see below) than on the K4000. These new trams were named K4500. Delivery of 69 units started in 2005 and was completed in late 2007.

===CitySprinter===
By the time a new series of high-floor vehicles was needed, Duewag had been sold to [[Siemens Mobility|Siemens Transportation Systems]] and later dissolved, meaning that additional Type B cars were no longer being made. Siemens subsequently proposed the "[[CitySprinter]]", a high-floor derivative of its [[Combino]] series of low-floor city trams.

In August 1999, after two months of testing, the first CitySprinter prototype crashed into another tram at {{convert|50|km/h|abbr=on|sigfig=1}} at the [[Christophstraße/Mediapark station|Christophstraße/MediaPark U-Bahn station]]. The accident was caused by a simultaneous electronics shutdown resulting in the train's inability to apply its brakes. Eight people sustained serious injuries. A second prototype was produced but as a result of the crash was never delivered.

===High-floor LRVs (K5000 and K5200)===
Following the failure of the CitySprinter, Bombardier derived a high-floor tram from the K4000. 59 units, named K5000, were delivered in 2002 and 2003. The numbering was changed to 5101 at short notice to avoid re-using the number 5001, which had been the number of the ill-fated CitySprinter. Another 15 vehicles of the same design, named K5200, were delivered before 2011.

The [[Bombardier M5000]] trams used on the [[Manchester Metrolink]], England are almost identical to the K5000/K5200 series used in Cologne.

=== Refurbished Stadtbahnwagen B series 2100 (now 2400) ===
Starting in 2011, the KVB and [[Bonn Stadtbahn]] converted their old series 2100 Stadtbahnwagen B to new, modern trains now classified as series 2400. In this conversion the brake system, seats, air conditioning and the vehicle's body were completely upgraded, and the second cockpit was removed. The type got its [[Eisenbahn-Bau- und Betriebsordnung|EBO]] certification in 2016, and since then the trains can operate in the whole HF network for another 30 years. The last of the 28 vehicle was certified in April 2021.

According to the KVB, upgrading the old trains for 49 million [[Euro]] saved about 40.6 million € over buying new vehicles. Additionally, the engineers servicing the trains already know every part of the trains, knowledge that first has to be gathered with new trains. The project was the first of its kind, with a local rail operator renovating their trains. The project was only possible, because of the high quality materials used in the original 2100 trains.<ref>{{Cite web |last=Anemüller |first=Stephan |date=11 May 2021 |title=Serie 2400 komplett, viel Geld gespart |trans-title=Series 2400 finished, a lot of money saved |url=https://blog.kvb-koeln.de/serie-2400-komplett-viel-geld-gespart |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=18 September 2021 |archive-url=https://web.archive.org/web/20210918064117/https://blog.kvb-koeln.de/serie-2400-komplett-viel-geld-gespart }}</ref>

=== Flexity Swift HF6 ===
Together with the [[Rheinbahn|Düsseldorf Rheinbahn]], the KVB ordered 79 trains of the type [[Bombardier Flexity Swift]] in 2015, 59 of which were intended for Düsseldorf and 20 for Cologne. Since then, the KVB converted 7 options to orders. The first of the 27 trains arrived in December 2020, and after undergoing extensive testing they started normal passenger operation about one year later. The last trains are expected to arrive in Cologne in early 2023. The new trains are capable of achieving {{Convert|80|km/h|mph|abbr=on}}, are {{Convert|28|m|ft|abbr=on}} long, about the same length as the other trains, and include 64 seats. They are designated as series 5300.<ref name="high floor trains">{{Cite web |title=Hochflurfahrzeuge |trans-title=High floor vehicles |url=https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/hochflur.html |url-status=live |access-date=26 July 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=17 June 2022 |archive-url=https://web.archive.org/web/20220617205430/https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/hochflur.html }}</ref><ref>{{Cite web |date=19 December 2020 |title=First Bombardier HF6 high-floor light rail vehicle arrives in Cologne |url=https://www.urban-transport-magazine.com/en/first-bombardier-hf6-high-floor-light-rail-vehicle-arrives-in-cologne/ |url-status=live |access-date=26 July 2022 |website=Urban Transport Magazine |language=en |archive-date=26 July 2022 |archive-url=https://web.archive.org/web/20220726202347/https://www.urban-transport-magazine.com/en/first-bombardier-hf6-high-floor-light-rail-vehicle-arrives-in-cologne/ }}</ref><ref>{{Cite web |last=Pesch |first=Matthias |date=20 March 2021 |title=Die "Neuen" sind unterwegs – Menschen bewegen |url=https://blog.kvb-koeln.de/die-neuen-sind-unterwegs |url-status=live |access-date=4 September 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=1 October 2022 |archive-url=https://web.archive.org/web/20221001085045/https://blog.kvb-koeln.de/die-neuen-sind-unterwegs }}</ref>

=== Low-floor NF12/NF6 ===
In 2020, a contract for 62 new {{Convert|60|m|ft|abbr=on}} long NF12s and 2 half as long NF6s was given to [[Alstom]] and [[Kiepe Electric]], including options for up to 11 additional NF12s and 25 additional NF6s. Delivery and testing of 2 long and 2 short trains is planned to start in July 2024, with passenger service starting a year later. The new trains are supposed to completely replace the 124 existing K4000 LRVs.<ref name="low floor trains" /><ref>{{Cite web |date=24 January 2023 |title=Beantwortung einer Anfrage Ausschuss |url=https://ratsinformation.stadt-koeln.de/getfile.asp?id=912499&type=do |url-status=live |access-date=1 February 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=31 January 2023 |archive-url=https://web.archive.org/web/20230131231527/https://ratsinformation.stadt-koeln.de/getfile.asp?id=912499&type=do }}</ref>

The trains feature many new things previously not seen in the system. Currently all trains are composed of two 30 m units, resulting in wasted space and a safety hazard where the trains are coupled together, while the new NF12's will fully use the whole length of the trains and feature a fifth set of doors in the middle. The trains will also be equipped with a collision warning system that can detect objects up to {{Convert|80|m|ft|abbr=on}} in front of the train, issuing a warning to the driver depending on the speed of the train. The trains will feature more efficient [[air conditioning]] than previous ones, better passenger information screens and sensors that enable preventive maintenance.<ref name="low floor trains" />

For the first time in the system's history, in 2021 a design mockup was constructed at [[Thielenbruch station|tram museum Thielenbruch]] used to get feedback on [[accessibility]] and the layout of the driver's cab. In 2022, another mockup was put on public display at the museum, but was criticized, because the trains feature a {{Convert|5|cm|in|abbr=on}} "step" followed by a 6% steep ramp at the doors which is to steep to comfortably climb in a wheelchair. According to the KVB the situation on the actual trains will be better than on the mockup as the gap in between platform and train was larger than in normal operation. The internal layout of the trains can't be changed retroactively and the option of ordering new trains was discarded as well, as the trains do adhere to accessibility standards. Other measures to increase accessibility like a strap at the door, additional training for the train drivers or electric ramps are in discussion.<ref name="low floor trains" /><ref>{{Cite web |date=22 November 2022 |title=TOP Ö 7.2.14: KVB – neues Niederflur Stadtbahnfahrzeug (Arbeitstitel NF12) Hier: nicht gegebene Barrierefreiheit im Modell Stand 28.07.2022 |trans-title=TOP Ö 7.2.14: KVB – new low-floor Stadtbahn vehicle (work title NF12) here: missing accessibility in a model as of July 28 2022 |url=https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=363799 |url-status=live |access-date=15 January 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=15 January 2023 |archive-url=https://web.archive.org/web/20230115130946/https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=363799 }}</ref><ref>{{Cite web |last=Gross |first=Paul |date=26 April 2023 |title=Köln: Neue KVB-Bahnen kommen trotz Hürden für Behinderte |trans-title=Cologne: New KVB-trains are coming despite obstacles for disabled |url=https://www.ksta.de/koeln/koeln-neue-kvb-bahnen-kommen-trotz-huerden-fuer-behinderte-558163 |url-status=live |access-date=8 May 2023 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

=== Train interiors ===
<gallery>
File:KVB2000erInnenraum.jpg|B100S 2000
File:KVB2100erInnenraum.jpg|B100S 2100
File:KVB2254Innenraum.jpg|B80D 2200
File:KVB2300erInnenraum rot.jpg|B80D 2300
File:4000er Innenraum.jpg|K4000
File:Innenraum eines K5000.jpg|K5000
</gallery>

== Depots and workshops ("''Betriebshöfe''") ==
The KVB has 4 large depots and workshops, as well as a few smaller parking facilities. Historically there were 17 more depots and workshops, that have since been relocated or abandoned.<ref name="current depots">{{Cite web |last=Weiß |first=Regina |date=19 April 2022 |title=Die Heimat von Bussen und Bahnen – die Betriebshöfe der KVB |url=https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=19 April 2022 |archive-url=https://web.archive.org/web/20220419091642/https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb }}</ref><ref name="former depots">{{Cite web |last=Weiß |first=Regina |date=17 May 2022 |title=Heimat der Straßen- und Pferdebahnen – ehemalige KVB-Betriebshöfe |url=https://blog.kvb-koeln.de/heimat-der-strassen-und-pferdebahnen-ehemalige-kvb-betriebshoefe |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=17 May 2022 |archive-url=https://web.archive.org/web/20220517090745/https://blog.kvb-koeln.de/heimat-der-strassen-und-pferdebahnen-ehemalige-kvb-betriebshoefe }}</ref>

=== Current depots, workshops and parking facilities ===

==== Wesseling ====
The depot and workshop in Wesseling was first constructed by the KBE in 1906. It's the smallest one, with space for just 50 trains and 30 employees, and mainly serves the trains for lines 16, 17 and 18. It's the only depot outside of Cologne, and sometimes the old Querbahn is used to connect it to line 18. It was transferred to the KVB, when the KBE closed in 1986.<ref name="current depots" />

==== Main workshop and depot in Weidenpesch ====
The current main workshop ("''Hauptwerkstatt''", HW) of the KVB was opened in 1923, when the former HW moved from Rhieler Straße to Weidenpesch. Most heavy maintenance as well as the conversion of the series 2100 to series 2400 are done here.<ref name="current depots" />

In 2021 a new modern depot opened next to the HW, with space for 64 trains and facilities to restock sand and wash the trains, and a water collection system for the washing, as well as solar panels on the roof. Along with the new depot building, new track to connect the HW and depot to Neusser Straße were constructed, reducing operating noise especially during the night.<ref>{{Cite web |last=Anemüller |first=Stephan |date=25 May 2021 |title=Neue Heimat für 64 Stadtbahnen |url=https://blog.kvb-koeln.de/neue-heimat-fuer-64-stadtbahnen |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |archive-date=18 September 2021 |archive-url=https://web.archive.org/web/20210918071925/https://blog.kvb-koeln.de/neue-heimat-fuer-64-stadtbahnen }}</ref>

==== West ====
The depot at Scheidweilerstr. exists since 1924 when the old depot, that stood where the Aachener Weiher now is, was destroyed. After World War 2, the depot was almost completely destroyed and for the time, depots Sülz and Ost were used. In 1961 to 1964 the depot as it now is was built. The depot is known as the heart of the KVB, because the control room is situated there, as well as customer service and management. In total, about 1200 employees work at the depot and the surrounding offices. The depot has space for 60 of the trains used on lines 1, 5, 7 and 13. In 2004 and 2005, the management building was renovated and 2 new buildings were built, and in 2021 the old tracks from the 1960s were replaced. The control room is one of the most modern ones in Europe since its renovation in 2014.<ref name="current depots" />

==== Merheim ====
The depot in Merheim, that opened in 1994, is the biggest and most modern, with space for 140 trains in an area of about {{Convert|8000|m2|sqyd|abbr=on}}, and 120 employees working there. After its opening the former depots East and Thielenbruch were closed. Nearly all trains, especially on lines 3 and 4, are stored and serviced here.<ref name="current depots" />

==== Stadium ====
The parking facility at the [[RheinEnergieStadion]] was built along with the sport facilities in 1923 with 8 tracks, and has since been modernized several times. It's mainly used to provide trains to visitors of sport events and some trains only used during peak hours.<ref name="current depots" />

==== Porz ====
Just behind Porz Markt station there are two tracks were the trains running to the university in the morning are parked.

==== Zündorf ====
At the south end of line 7 there's a single track for parking created in 2000. It's necessary because going there from Betriebshof West or Merheim is time-consuming and complicated, the parking facility in Porz is to small and former depots in Deutz and Porz were closed.<ref name="current depots" />

==== Deutz ====
The quad-tracked underground parking facility Deutz is just east of Bahnhof Deutz/Messe station, and was created together with the tunnel in 1983. The plans to rebuild Merheim and close Betriebshof Deutz were concrete enough already, that this parking facility was deemed necessary.<ref name="current depots" />

==== Merkenich ====
Only in 2005 a parking facility was created at the terminus of line 12 in Merkenich for trains of lines 12 and 15, because of the long time required to get there from other depots. It was built double-tracked with space for six trains per track, and was extended in 2013 with a third track, but the first track is now used to turn the trains around, while only the 2nd and 3rd are used for parking. The trains of line 15 parking here depart as line 15 in the morning, but serve line 12's route until Wilhelm-Sollman Straße, where lines 12 and 15 join. These additional services on line 12's route are not explicitly mentioned on timetables.<ref name="current depots" />

=== Former depots ===

==== Maximinenstraße ====
In Maximinenstraße there were two depots: Starting 1877 it was the main depot, workshop and office of the first horsecar system, but an expansion of the [[Köln Hauptbahnhof|Centralbahnhof]] forced it to close in 1886. In 1888 another depot was built in Maximinenstraße, that was closed in 1902 because it was deemed to small in the electrification of the system.<ref name="former depots" />

==== Kalk ====
The depot in Kalk was also opened in 1877, housing the horses and wagons of the horsecar between Deutz and Kalk, which both didn't formally belong to Cologne at that point. When the much larger Ost-Bahnhof in Deutz was opened in 1902, the depot was closed.<ref name="former depots" />

==== Nippes ====
The depot in Nippes served the horsecar lines to Nippes and Sechzig, but had to be closed in 1903 because it was to small for the electrification.<ref name="former depots" />

==== West ====
The former Betriebshof West was built in 1877 for services to Melaten and Lindenthal, and upgraded in 1902 for use with electric vehicles. The old depot was located at the junction of Dürener Straße/(Innere) Kanalstraße and was torn down when the Aachener Weiher was constructed in 1923. Only a year later the current Betriebshof West in Scheidtweiler Straße was opened, keeping the wooden halls from the old site which later burnt down due to bombing during World War 2.<ref name="former depots" />

==== Ehrenfeld ====
The depot in Gutenbergstraße was also constructed in 1877 for the service to Ehrenfeld, and was one of the few that had enough space to be upgraded in the electrification in 1901. During World War 2 it was damaged so badly, that it was closed in 1944.<ref name="former depots" />

==== ''Süd'' (South) ====
The last depot opened in 1877 was located at Koblenzer Straße in Bayenthal, where it first housed horsecars and later electric trams. The depot was modernized regularly to keep up with new vehicle technologies, but starting in the 1950s the increasingly larger vehicles were parked and serviced in depots West and ''Ost'' more and more, until the depot sharply reduced train operation in 1967, serving only for some parking during the night. A few years later the depot was only used for buses until it closed entirely in 1996.<ref name="former depots" />

==== Mülheim ====
In 1889 a depot was built in Kranenstraße, but was to small for the electrification in 1902, and closed. The original building still exists today.<ref name="former depots" />

==== Rodenkirchen ====
Rodenkirchen saw the smallest depot of the KVB ever from 1883 to 1902. The just {{Convert|600|m2|sqyd|abbr=on}} big area had space for just four wagons and nine horses, as well as beds for the personnel, but it was probably only used by one horsecar at a time.<ref name="former depots" />

==== Weißbüttengasse ====
Located in Altstadt-Süd, the depot was opened in 1885. The building had a two-story hall, with offices on the second floor for the management, which moved there after Maximinenstraße was closed. Due to space constraints, only trains of line 18 were parked there when the depot closed in 1933. The offices were still used until 1943 when the building was destroyed in World War 2.<ref name="former depots" />

==== ''Nord'' (North) ====
In 1888 the depot at Rhieler Straße, opposite to the zoo, was opened, and in 1901 it was electrified and got an access from the Rhine's shore, but it housed the last horsecars until 1907. The workshop was closed in 1923 and moved to Merheim (now Weidenpesch). Starting 1950 only buses were parked here, and in 1956 the depot was closed.<ref name="former depots" />

==== ''Ost'' (East) ====
The depot was opened in 1902 for electric trams at Deutz-Kalker Straße in Deutz, and until its closure in 1994, when the depot in Merheim made it obsolete, the depot was modernized countless times. Today the space is used by the [[Kölner Haie]].<ref name="former depots" />

==== Merheim left-rhenish (Weidenpesch) ====
The old depot in Weidenpesch, which was called Merheim until 1952, was opened in 1902 in Jesuitengasse, and closed in 1969.<ref name="former depots" />

==== Thielenbruch ====

{{see also|Thielenbruch station}}
The depot in Thielenbruch was opened in 1902 to serve the ''Vorortbahn'' C, later G, to Bergisch Gladbach. In 1926 the depot was expanded with a second hall, and is under preservation since 1985. It was one of few depots that weren't damaged badly during World War 2, and was closed in 1994 because the new depot Merheim opened and expansion was difficult due to the preservation. The history of the depot doesn't end here though, as one hall was converted to the terminus of (now) lines 3 and 18, and in 1997 a museum opened in the other hall where the historical horsecars, trams and trains of the system are shown.<ref name="former depots" />

==== Porz ====
The depot in Porz was opened in 1909 where now Porz Markt station is located, but the area was limited by Goethestraße in the east and rail tracks in the West. In 1973 train operations were stopped, and in 1975 it was closed.<ref name="former depots" />

==== Bensberg ====
In 1913 a depot was opened at the former terminus Bensberg, that's now called Im Hoppenkamp. Starting 1945 no trains spent their time here, and in 1961 the hall that once had 4 tracks of which one had remained, was destroyed and replaced by 3 outdoor tracks. This new parking space was not needed technically, but it was built anyways to attract potential new personnel from Bergisch Gladbach by providing a close by depot. It was closed in 1967. In this place the tunnel to the current terminus Bensberg was started in 1996.<ref name="former depots" />

==== Mülheim ====
The second depot in Mülheim was opened in 1913 by the Mülheimer Kleinbahnen, because Mülheim only became part of Cologne the next year. After the city took over the Mülheimer Kleinbahnen in 1933, the depot was mainly used for the ''Vorortbahn'' O. Between 1936 and 1941 the depot was closed and used as storage, and after that it was reopened to be a reserve in case Betriebshof Ost would become inoperable by bombing. In 1958 the depot became unnecessary and was closed.<ref name="former depots" />

==== Sülz ====
In 1927 a depot was opened at Hermeskeiler Platz where now the terminus of line 9 is located, and for a short time it was the largest Betriebshof on European mainland. In World War 2 large parts of it were destroyed, and afterwards two previous tracks were used for [[trolleybus]]es that were tested in the 1950s. Because of its location in a residential area, there was no space for expansion and residents often complained about the noise. Due to these problems, the depot was closed in 1986.<ref name="former depots" />

== Technology ==
{{more citations needed|section|date=September 2022}}

Like most German Stadtbahn systems, [[Standard-gauge railway|standard-gauge]] and [[overhead line]] are used. The wires are supplied with 800 [[Volt|V]] [[Direct current|DC]],<ref name="electrification" /> and the trains are made for 750 V DC.<ref name="control room">{{Cite web |title=Leitstelle |trans-title=Control room |url=http://www.kvb-koeln.de/german/unternehmen/kvb/leitstelle.html |url-status=dead |archive-url=https://web.archive.org/web/20151105194742/http://www.kvb-koeln.de/german/unternehmen/kvb/leitstelle.html |archive-date=5 November 2015 |website=Kölner Verkehrs-Betriebe AG |language=de}}</ref> Due to the beginning of the system as a tram, the tracks feature small curve radiuses of down to {{Convert|25|m|ft|abbr=on}}; other systems like the [[Stuttgart Stadtbahn]] use radiuses of at least {{Convert|50|m|ft|abbr=on}}. The trains use the maximum legal width of vehicles on streets of {{Convert|2.65|m|ft|abbr=on}}. In most trains there are groups of 4 seats, but the newer K4500 and K5000 use some row-seating. The platform height is {{Convert|35|cm|in|abbr=on}} (low-floor network) and {{Convert|90|cm|in|abbr=on}} (high-floor network) above the rails. All platforms are built for a {{Convert|54|m|ft|abbr=on}} long [[Multiple unit|double-units]], with the smallest platforms being {{Convert|50|m|ft|abbr=on}} long requiring an exact stop. The longest platforms are on the underground station Fuldaer Straße, which is {{Convert|110|m|ft|abbr=on}} long.

=== Signalling and train protection ===
[[File:KVB Sig607 Boltensternstrasse.JPG|thumb|288x288px|A signal showing yellow and the [[train stop]] below]]
On most surface tracks, line-of-sight operation is used. The surface signals can indicate one of three things, though not all signals have all indications installed.

* Horizontal bar: Stop
* Vertical bar: Proceed straight ahead
* Diagonal bar: Proceed to the right/left

In the tunnels, on the elevated track and on some surface right-of-ways, signalling and [[Train protection system|train protection]] are used. On KVB tracks the maximum speed is {{Convert|70|km/h|mph|abbr=on}} even with these installed, while on HGK tracks up to {{Convert|100|km/h|mph|abbr=on}} are allowed, but never achieved because the trains only allow up to {{Convert|80|km/h|mph|abbr=on}}. The signals have three indications:

* Green: Proceed
* Yellow: Expect stop at next signal
* Red: Stop

In the city center tunnel, sometimes the yellow signal is used together with speed signal "2", allowing entering a partially blocked segment with up to {{Convert|20|km/h|mph|abbr=on}} to allow smaller distances between trains.

On all lines there is a kind of [[Punktförmige Zugbeeinflussung|PZB]] in use, where the inductors are located between the tracks instead of next to them like standard PZB. On the HGK lines, additional PZB equipment for freight trains is installed.<ref name="control room" /><ref>{{Cite web |last=Anemüller |first=Stephan |date=28 February 2022 |title=Signale und Zeichen der KVB – eine Einführung |trans-title=Signals of the KVB – an introduction |url=https://blog.kvb-koeln.de/signale-und-zeichen-der-kvb-eine-einfuehrung |url-status=live |access-date=28 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=1 March 2022 |archive-url=https://web.archive.org/web/20220301081734/https://blog.kvb-koeln.de/signale-und-zeichen-der-kvb-eine-einfuehrung }}</ref>

=== Passenger information ===
[[File:Großflächenanzeiger Breslauer Platz, Stadtbahn Köln-4140.jpg|thumb|Large display at [[Breslauer Platz/Hbf station]]]]
All Stadtbahn trains have speakers to play announcements, and in the 1970s the trams were retrofitted with these as well. Since the 1990s all trains are fitted with at least two displays showing the next station, or while in a station, the terminus. Because the recorded announcements became increasingly pieced together with every timetable change, they were all newly recorded in 2003. In 2010, after a previous test on line 13, the announcements on the east–west lines (1, 7, 9) got a larger amount of information with all possible connections (Stadtbahn, bus, regional- and intercity trains) being announced. Also for the first time in Cologne's history, the announcements on some important stations like [[Köln Messe/Deutz station|Bahnhof Messe/Deutz]] were also done in English, but only giving important info for tourists, but these are no longer in use. Since 1 December 2012 all announcements include the connections, and are [[Speech synthesis|computer generated]]. Because of the amount of side-platforms, the exit side is only announced when it is on the left side.<ref>{{Cite web |last=Weiß |first=Regina |date=2 May 2018 |title=Wie kommt eigentlich die Ansage in Bus und Bahn? |url=https://blog.kvb-koeln.de/wie-kommt-eigentlich-die-ansage-in-bus-und-bahn |url-status=live |access-date=28 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=27 October 2021 |archive-url=https://web.archive.org/web/20211027164844/https://blog.kvb-koeln.de/wie-kommt-eigentlich-die-ansage-in-bus-und-bahn }}</ref>

Beginning with the stations of the city center tunnel, the other stations following step-by-step, they were first equipped with digital platform displays capable of showing the next 2 trains and a line of other information. In the 2000s these were replaced by new, bigger displays capable of 3 trains and one line of information, with some playing back an audible announcement at the station when a train enters the station. Interchange stations have larger displays, that show departures of all lines on all platforms. Since February 2021, these are getting replaced again with even larger displays capable of showing more trains, and will be capable of showing videos once a system update planned for mid 2022 is installed, for example to suggest passengers alternative routes when a train is cancelled. In a further step the displays inside the trains will be replaced by similar displays as well.<ref name="history 2005" /><ref>{{Cite web |date=28 February 2020 |title=PM DFI-Anzeiger |trans-title=Press report DFI-displays |url=https://www.kvb.koeln/unternehmen/presse/pressemitteilungen.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=1582 |url-status=live |access-date=27 July 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=28 July 2022 |archive-url=https://web.archive.org/web/20220728143540/https://www.kvb.koeln/unternehmen/presse/pressemitteilungen.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=1582 }}</ref><ref>{{Cite web |title=ITCS: Verbesserte Informationen für KVB-Kunden |trans-title=ITCS: Better information for KVB-clients |url=https://www.kvb.koeln/unternehmen/projekte/itcs/index.html |url-status=live |access-date=28 July 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=28 July 2022 |archive-url=https://web.archive.org/web/20220728143541/https://www.kvb.koeln/unternehmen/projekte/itcs/index.html }}</ref>

==See also==
* [[Transportation in Cologne]]
* [[List of Cologne KVB stations]]
* [[List of rapid transit systems]]

== References ==

===Inline citations===
{{Reflist}}

===Books===
* {{cite book| first=Christoph| last=Groneck| title=Köln/Bonn Stadtbahn Album| publisher=Robert Schwandl Verlag| year=2005| isbn=3-936573-07-7}}
* {{cite book| first1=Dieter| last1=Höltge| first2=Axel| last2=Reuther| title=Straßen- und Stadtbahnen in Deutschland Band 7: Köln, Düren, Aachen| publisher=EK-Verlag| year=2001| isbn=3-88255-338-3| language=de}}
* {{cite book| editor1-first=Doris| editor1-last=Lindemann| editor2-first=Kölner| editor2-last=Verkehrs-Betriebe| title=Kölner Mobilität - 125 Jahre Bahnen und Busse| publisher=Du Mont Verlag| year=2002| isbn=3-8321-7177-0| language=de}}

== External links ==
{{Commons category|Stadtbahn Köln}}
* [http://www.kvb.koeln/en Kölner Verkehrsbetriebe Homepage in English]
* [https://www.kvb.koeln/fahrtinfo/fahrplanauskunft/index.html Kölner Verkehrsbetriebe Timetable Search]
* [https://www.vrs.de/en/drive/timetable-service Transit Authority Timetable Search in English]
* [http://www.nord-sued-stadtbahn.de/ Official Homepage for the Nord-Süd-U-Bahn Construction Project (in German only)]
{{Stadtbahn systems}}
{{Urban public transport in Germany}}

{{Authority control}}

[[Category:Transport in Cologne]]
[[Category:Light rail in Germany]]
[[Category:Tram transport in Germany]]
[[Category:Underground rapid transit in Germany]]

Talk:Cologne Stadtbahn

2023-05-21T19:51:14Z

Jan Lukas 22: /* Remove /* Former lines */ section */ new section

Cologne Stadtbahn

2023-05-08T22:20:27Z

Jan Lukas 22: Rescuing 2 sources and tagging 0 as dead.) #IABot (v2.0.9.3

{{short description|Light rail system in Cologne, North Rhine-Westphalia, Germany}}
{{Use dmy dates|date=February 2023}}
{{Infobox public transit
| box_width = 300px
| name = Cologne Stadtbahn
| image = KVB logo.svg
| alt = KVB logo
| imagesize = 50px
| image2 = KVB4076_Severinsbruecke.jpg
| caption2 = Light rail trainset in front of the river [[Rhine]] and [[Cologne Cathedral]]
| owner = [[Kölner Verkehrs-Betriebe]]
| locale = [[Cologne]] (Köln) [[Germany]]
| transit_type = [[Light rail]] ([[Stadtbahn]])
| lines = 12
| stations = 236
| ridership = 594,520 (2019)<ref name="statistik">{{cite web |url=https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html |title=Kölner Verkehrs-Betriebe AG |publisher=kvb.koeln |access-date=4 July 2022 |archive-url=https://web.archive.org/web/20220618102453/https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html |archive-date=18 June 2022 |url-status=live }}</ref>
| annual_ridership = 217,000,000 (2019)<ref name="statistik" />
| website = [https://www.kvb.koeln/ www.kvb.koeln]
| began_operation = 1877 (horsecar)
1900 (electric tram)<ref name="history 1877">{{cite web |url=https://www.kvb.koeln/unternehmen/geschichte/1876.html |title=KVB-Geschichte von 1877 bis 1949 |publisher=kvb.koeln |access-date=4 July 2022 |archive-url=https://web.archive.org/web/20210507081801/https://www.kvb.koeln/unternehmen/geschichte/1876.html |archive-date=7 May 2021 |url-status=live |language=de}}</ref>
1968 (Stadtbahn)<ref name="history 1950">{{Cite web |title=KVB-Geschichte von 1950 bis 1984 |trans-title=KVB-History from 1950 to 1984 |url=https://www.kvb.koeln/unternehmen/geschichte/1950.html |url-status=live |archive-url=https://web.archive.org/web/20210507081843/https://www.kvb.koeln/unternehmen/geschichte/1950.html |archive-date=7 May 2021 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref>
| operator = [[Kölner Verkehrs-Betriebe]] (KVB)
| vehicles = 382 (2019)<ref name="statistik" />
| train_length = {{convert|60|m|ft|sp=us}}
| system_length = {{convert|198.5|km|mi|sp=us}} (2019)<ref name="statistik" />
| track_gauge = {{RailGauge|sg|allk=on}}
| minimum_radius_of_curvature = 
| el = 750<ref name="electrification">{{Cite web |last=Zeidler-Goll |first=Susanne |date=23 February 2016 |title=Wie kommt der Strom in die Bahn? |url=https://blog.kvb-koeln.de/wie-kommt-der-strom-in-die-bahn |url-status=live |archive-url=https://web.archive.org/web/20220118143455/https://blog.kvb-koeln.de/wie-kommt-der-strom-in-die-bahn |archive-date=18 January 2022 |access-date=4 July 2022 |language=de }}</ref> [[Volt|V]] [[Direct current|DC]] [[overhead line]]
| average_speed = {{convert|25.9|km/h|mph|abbr=on}} (2019)<ref name="statistik" />
| top_speed = 
| map = [[File:KVB Netz.svg|290px]]
| map_name = KVB system map
| map_state = collapsed
| caption = KVB logo
}}

The '''Cologne Stadtbahn''' is a [[light rail]] system in the [[Germany|German]] city of [[Cologne]], including several surrounding cities of the [[Cologne Bonn Region]] ([[Bergisch Gladbach]], [[Bonn]], [[Bornheim (Rheinland)|Bornheim]], [[Brühl (Rhineland)|Brühl]], [[Frechen]], [[Hürth]], [[Leverkusen]]-Schlebusch, [[Wesseling]]). The term ''[[Stadtbahn]]'' denotes a system that encompasses elements of [[tram]]s as well as an [[Rapid transit|underground railway]] network (''[[Rapid transit in Germany#U-Bahn|U-Bahn]]'') and [[interurban]] rail, even including three lines that are licensed as [[heavy rail]] and used by [[freight train]]s as well as Stadtbahn vehicles. Two of these lines connect the Cologne Stadtbahn to the [[Bonn Stadtbahn]]. These lines (16 and 18) are jointly operated by both cities' transport authorities, resulting in both systems and the lines connecting them sometimes collectively referred to as ''Stadtbahn Rhein-Sieg''.

The Cologne Stadtbahn is operated by the [[Kölner Verkehrs-Betriebe|Kölner Verkehrsbetriebe]] (KVB) and the Bonn Stadtbahn is operated by the Stadtwerke Bonn (SWB – City of Bonn Utilities Division). The KVB and SWB are members of the [[Verkehrsverbund Rhein-Sieg]] (VRS – Rhein-Sieg Transit Authority), formed in 1987 to consolidate the transit authorities in the metropolitan Cologne area and operate a joint fare structure.<ref name="VRS members">{{Cite web |title=Wir fahren Sie... |trans-title=We transport you... |url=https://www.vrs.de/der-vrs/verkehrsunternehmen/wir-fahren-sie |url-status=live |archive-url=https://web.archive.org/web/20200612111848/https://www.vrs.de/der-vrs/verkehrsunternehmen/wir-fahren-sie |archive-date=12 June 2020 |access-date=6 May 2020 |website=VRS |language=de}}</ref><ref name="history 1985" /> There are [[List of Cologne KVB stations|236 stations]] along {{Convert|199|km|mi|abbr=on}} of tracks,<ref>{{Cite web |date=June 2022 |title=KVB Geschäftsbericht 2021 |url=https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=3936 |url-status=live |access-date=9 August 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=9 August 2022 |archive-url=https://web.archive.org/web/20220809124034/https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=3936 }}</ref> of which 42 are underground in {{Convert|28|km|mi|abbr=on}} of tunnels.

== History ==
[[File:Station Äußere Kanalstraße.JPG|thumb|The Cologne Stadtbahn at [[Rochusplatz]] station]]

=== Horsecar and tram (1877 – 1960s) ===
The Cologne Stadtbahn traces its history to the first [[horsecar]] lines that started operating in 1877. Within a few years, several companies had built an extensive network. Because none of these companies showed interest in electrifying their lines, the city of Cologne bought them on 1 January 1900, and by 1907 all horsecar lines had been electrified or replaced by other services.<ref name="history 1877" /> Additional lines were built until 1912, including ''Vorortbahnen'' to surrounding villages outside the city limits. Outside the city center, these lines had segregated [[Right-of-way (transportation)|right-of-way]] and were more similar to "real" railroads than to trams.<ref name=USDT>{{cite book|title=Light Rail Transit: A State of the Art Review|url=https://books.google.com/books?id=yJJKFV0uwHQC&pg=PA52|year=1976|publisher=U.S. Department of Transportation, Urban Mass Transportation Administration, Office of Policy and Program Development|pages=52–56|access-date=11 January 2020|archive-date=5 July 2022|archive-url=https://web.archive.org/web/20220705142226/https://books.google.com/books?id=yJJKFV0uwHQC&pg=PA52|url-status=live}}</ref>

The dense tram network in the city center that had been present before [[World War II]] was only partially rebuilt afterwards, and the [[Köln Hauptbahnhof|''Hauptbahnhof'']] (Central Station) was not linked to important places like [[Neumarkt (Cologne)|Neumarkt]] and [[Heumarkt]] for the time being. This was partly due to the plans to make Cologne a [[Automotive city|car friendly city]] which meant that old tramways (like the north–south one) were replaced by bus service; and also due to the planned widening of vehicles which wouldn't have fit through some of the narrow streets previously served by trams. Another question was the connection between the two banks of the [[Rhine]] which had been provided by the [[Hohenzollern Bridge|Hohenzollern-]], [[Mülheim Bridge, Cologne|Mülheim-]] and [[Deutz Suspension Bridge|Deutzer Brücke]], that were all destroyed during the war. A decision was taken to dedicate the Hohenzollern Bridge solely to interregional services, while the new [[Severins Bridge]] was only finished in 1959, allowing a restructuring of tram lines.<ref name="reconstruction ww2">{{Cite web |title=Wiederaufbau und Neugestaltung |trans-title=Reconstruction and redesign |url=https://koeln-magazin.info/geschichte/wiederaufbau-und-neugestaltung-in-koeln-nach-dem-2-weltkrieg |url-status=live |archive-url=https://web.archive.org/web/20220122192400/https://koeln-magazin.info/geschichte/wiederaufbau-und-neugestaltung-in-koeln-nach-dem-2-weltkrieg |archive-date=22 January 2022 |access-date=5 July 2022 |website=Köln Magazin |language=de}}</ref><ref name="50 years underground">{{Cite web |date=11 October 2018 |title=Broschüre 50 Jahre U-Bahn |trans-title=Brochure 50 years U-Bahn |url=https://www.kvb.koeln/unternehmen/presse/publikationen/broschueren.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=770 |url-status=live |archive-url=https://web.archive.org/web/20220706145650/https://www.kvb.koeln/unternehmen/presse/publikationen/broschueren.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=770 |archive-date=6 July 2022 |access-date=5 July 2022 |website=kvb.koeln |language=de}}</ref>

=== Upgrade to a Stadtbahn (1960s – now) ===
Already in 1956, the [[Transportation planning|transportation plan]] of the city council intended a newly built tunnel through the city center in the north–south direction. An overground routing along the Nord-Süd-Fahrt (North-South-Road) would not have served many central areas and was rejected. The tunnel was not planned as a [[Rapid transit|''U-Bahn'']] as in many other cities, but rather as an [[Premetro|underground tram]]. This meant a design similar to overground trams with small turning radii, short distances between stops and low-floor platforms. At the end of the tunnels the trains were supposed to run as trams on the streets again, but in many places the trams were already separated from car traffic anyways. For this type of system – tunnels in highly congested areas, elsewhere mostly on or next to streets – the term [[Stadtbahn]] was later created. Similar concepts to separate rail and car traffic were later used in many cities in [[North Rhine-Westphalia]] and adjacent foreign cities ([[Brussels]], [[Antwerp]]).<ref name="50 years underground" />

The term Stadtbahn is not regularly used, as the system is mostly referred to as ''U-Bahn'' and sometimes ''Straßenbahn'' (tram) by officials and the KVB, and most underground stations are also marked by a big white U on blue background which refers to ''U-Bahn''. Most people in Cologne speak about the ''U-Bahn'' or ''Straßenbahn'', or just about the train or the KVB.<ref name="50 years underground" />

When construction of the first tunnel started in 1963, there was no promise of the state NRW or the federal government to finance the project, and in the worst case the city would have had to pay completely on their own. With this background, the building of the Innenstadttunnel (city center tunnel) was begun. The tunnel opened in parts between 1968 and 1970 and was designed to be continued later, when more money and higher demand could make it necessary. This was the reason why no traditional ''U-Bahn'' (metro) was built in Cologne, which is as of 2023 the [[List of cities in the European Union by population within city limits|largest city in Europe]] not to have one. Nearly all tunnels completed afterwards aren't new routes, but rather overground sections of existing lines moved to the underground.<ref name="50 years underground" />

Beneficial to the expansion of the Stadtbahn were the ''Vorortbahnen'' that mostly ran on the right side of the Rhine and usually had their own [[Right-of-way (traffic)|right-of-ways]]. Another advantage was the previous use of {{Convert|2.5|m|ftin|abbr=on}} wide trains instead of the usual {{Convert|2.3|m|ftin|abbr=on}} other cities used for their trams, which made the adjustment for the new {{Convert|2.65|m|ftin|abbr=on}} wide [[Stadtbahnwagen B]] easier.{{Citation needed|date=January 2023}}

After the ''[[Vorgebirgsbahn]]'' of the ''[[Köln-Bonner Eisenbahnen]]'' started serving [[Barbarossaplatz station|Barbarossaplatz]] over Luxemburger Straße in 1898,<ref name="line 18">{{Cite web |last=Weiß |first=Regina |date=26 January 2021 |title=Linie 18: Vom Weißkohl-Bauern-Express zur Stadtbahn Nr. 1 |trans-title=Line 18: From cabbage-farmer-express to Stadtbahn #1 |url=https://blog.kvb-koeln.de/linie-18-vom-weisskohl-bauern-express-zur-stadtbahn-nr-1 |url-status=live |archive-url=https://web.archive.org/web/20210918022705/https://blog.kvb-koeln.de/linie-18-vom-weisskohl-bauern-express-zur-stadtbahn-nr-1 |archive-date=18 September 2021 |access-date=5 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> the ''[[Rheinuferbahn]]'' used rail tracks of the trams from its start in 1906,<ref name="line 16">{{Cite web |last=Anemüller |first=Stephan |date=21 November 2017 |title=Linie 16 – eine Bahn mit Geschichte |trans-title=Line 16 – a line with history |url=https://blog.kvb-koeln.de/linie-16-eine-bahn-mit-geschichte |url-status=live |archive-url=https://web.archive.org/web/20210918004541/https://blog.kvb-koeln.de/linie-16-eine-bahn-mit-geschichte |archive-date=18 September 2021 |access-date=5 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> beginning the mix of trams and interregional rail. The ''[[Köln-Frechen-Benzelrather Eisenbahn]]'', which opened in 1893, was modified from [[Metre-gauge railway|metre-gauge]] to [[Standard-gauge railway|standard-gauge]] in 1914, and has been operated by the KVB since 1955 using [[Eisenbahn-Bau- und Betriebsordnung|EBO]] certified vehicles.<ref name="line 7">{{Cite web |last=Anemüller |first=Stephan |date=31 January 2017 |title=Linie 7: An der Sonne und über die Grenzen der Stadt |trans-title=Line 7: At the sun and beyond the city's limits |url=https://blog.kvb-koeln.de/linie-7-an-der-sonne-und-ueber-die-grenzen-der-stadt |url-status=live |archive-url=https://web.archive.org/web/20220118142810/https://blog.kvb-koeln.de/linie-7-an-der-sonne-und-ueber-die-grenzen-der-stadt |archive-date=18 January 2022 |access-date=5 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> The integration of the ''Rheinuferbahn'' and ''Vorgebirgsbahn'' was already planned in the mid-1960s, but had to be put off due to a lack of vehicles that could run on interregional rail and partially tunneled Stadtbahn.

As seen in other cities, the changing ideas on efficient traffic systems lead to differing needs for the system. An example of this is the length of the platforms. While the first platforms were designed for two coupled {{Convert|30|m|ft|abbr=on}} wagons, later the state NRW required space for three or sometimes four Stadtbahnwagen B, which lead to platforms of up to {{Convert|110|m|ft|abbr=on}} in length. The usually much shorter overground platforms currently only allow two wagons of collective {{Convert|58|m|ft|abbr=on}} length. Another changing factor was the routing itself: the curve radii were enlarged and at-grade crossings avoided. The outer parts of the tunnel network are designed for up to {{Convert|70|km/h|mph|abbr=on}}, but the distance between stations is more similar to the previous tram network, which is why the top speed is rarely reached.

There is no plan for the final state of the network as in the U-Bahn of [[Berlin U-Bahn|Berlin]], [[Munich U-Bahn|Munich]] or [[Nuremberg U-Bahn|Nuremberg]]. The lines and tunnels were built in the order which made most sense to relieve traffic at the time. Because of this and the financial insecurity if the state or federal government would finance more projects, many ramps going from the tunnels to the overground were built only provisorily to enable a later continuation of the tunnels, but no underground stations were designed to become multi-level stations serving different directions.

Initially the mixed use of trams and Stadtbahnen only allowed for low-floor platforms with a height of {{Convert|35|cm|in|abbr=on}}, which meant that the high-floor Stadtbahnen had to be (and still are) equipped with stairs. In 1985 the first part of the network was built that was only accessible for high-floor trains with a platform height of {{Convert|90|cm|in|abbr=on}}.

Since the summer of 2006, no more trams are in use in Cologne.<ref name="history 2005" /> But in the 1990s, the city council had decided to only convert part of the network for use with high-floor trains, that has since been upgraded almost completely. The first few lines were converted to low-floor operations in 1994, another few in 2003. This led to the curiosity that at some platforms the earlier-built escalators don't end at platform level, but a few steps above it, as it had been intended to raise those platforms to {{Convert|90|cm|in|abbr=on}}.<ref name="history 1985" />

Underground construction in downtown Cologne, one of [[Germany]]'s oldest cities, is often obstructed by [[archeologist]]s' legal rights to dig in all future building sites within the medieval city limits before all heavy construction machinery.<ref name="archaeology">{{Cite web |last=Schmitz |first=Alfried |title=Archäologie: "ZeitTunnel" Köln |trans-title=Archaeology: "TimeTunnel" Cologne |url=https://www.planet-wissen.de/geschichte/archaeologie/methoden_der_archaeologie/pwiegrabungenunterderstadtdasprojektzeittunnelinkoeln100.html#Bauprojekt |url-status=live |archive-url=https://web.archive.org/web/20210319052611/https://www.planet-wissen.de/geschichte/archaeologie/methoden_der_archaeologie/pwiegrabungenunterderstadtdasprojektzeittunnelinkoeln100.html#Bauprojekt |archive-date=19 March 2021 |access-date=4 July 2022 |website=planet-wissen.de |date=11 December 2019 |language=de}}</ref>

== Current routes ==
[[File:KVB Friesenplatz.jpg|thumb|Entrance to [[Friesenplatz (KVB)|Friesenplatz station]] on [[Hohenzollernring]]]]
[[File:Technical map2.png|thumb|Technical map]]
[[File:KVB2306 Appellhofplatz.jpg|thumb|Appellhofplatz/Breite Straße station before renovation]]
Because the light rail network evolved from the tram network instead of replacing it, there were numerous stations served by both light rail and tram vehicles for almost three decades. While high platforms for step less entry into light rail vehicles could be built on the outer branches, stations in the city center had to have low platforms to support trams as well. The introduction of [[low-floor]] technology in the early 1990s promised wheelchair-accessible entry throughout the network without having to build several hundred high platforms. To allow the introduction of low-floor trains without having to demolish existing high platforms, the network was divided into two sub-networks of different floor heights.<ref name="history 1985" />

On weekdays, all lines are served in 5 to 10 minute intervals from 6 am to 8 pm, with little or no service between around 1 am and about 4.30 am, and usually 15 minute intervals in the early night and early morning, as well as on Sundays. On weekends, there is an hourly service throughout the night. Because several lines overlap on the routes through the city center, some stations are served by up to 30 trains per hour in each direction.

{| class="wikitable"
|-
! !! route !! length !! avg. speed
|-
| style="background:#{{rcr|Cologne Stadtbahn|1}}; color:#fff; text-align:center;"| '''1''' || [[Köln-Weiden West station|Weiden West]] – Junkersdorf – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – [[Kalk Post (KVB)|Kalk Post]] – [[Kalk Kapelle (KVB)|Kalk Kapelle]] – Brück – Refrath – [[Bensberg (KVB)|Bensberg]] during peak hours 5-minute intervals Junkersdorf–Brück|| {{convert|26.5|km|mi|abbr=on}}<ref name="line 1" />|| {{convert|27.2|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|3}}; color:#fff; text-align:center;"| '''3''' || [[Bocklemünd Görlinger-Zentrum (KVB)|Görlinger-Zentrum]] – Mengenich – Bocklemünd – Bickendorf – [[Köln-Ehrenfeld station|Bf Ehrenfeld]] – [[Köln West station|Bf West]] – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – Buchheim – Holweide – [[Thielenbruch (KVB)|Thielenbruch]] off-peak service ends at Holweide|| {{convert|20.1|km|mi|abbr=on}} || {{convert|26.2|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;"| '''4''' || Bocklemünd – Bickendorf – [[Köln-Ehrenfeld station|Bf Ehrenfeld]] – [[Köln West station|Bf West]] – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – Mülheim, Wiener Platz – Dünnwald – Schlebusch evening service starts at Bickendorf|| {{convert|21.5|km|mi|abbr=on}} || {{convert|28.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|5}}; color:#fff; text-align:center;"| '''5''' || Sparkasse Am Butzweilerhof – Ossendorf – Neuehrenfeld – [[Köln West station|Bf West]] – [[Köln Hauptbahnhof|Dom/Hbf]] – [[Rathaus (KVB)|Rathaus]] – [[Heumarkt (KVB)|Heumarkt]]|| {{convert|10.3|km|mi|abbr=on}} || {{convert|20.4|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|7}}; color:#fff; text-align:center;"| '''7''' || Frechen – Marsdorf – Braunsfeld – [[Neumarkt (KVB)|Neumarkt]] – Poll – Porz – Zündorf Frechen–Braunsfeld served in 20-minute intervals except for peak hours || {{convert|25.5|km|mi|abbr=on}} || {{convert|25.5|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|9}}; color:#fff; text-align:center;"| '''9''' || Sülz – [[University of Cologne|Universität]] – [[Köln Süd station|Bf Süd]] – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – [[Kalk Post (KVB)|Kalk Post]] – [[Kalk Kapelle (KVB)|Kalk Kapelle]] – Ostheim – [[Königsforst (KVB)|Königsforst]] 5-minute intervals Universität–Bf Deutz except for school holidays|| {{convert|15.4|km|mi|abbr=on}}<ref name="line 9">{{Cite web |last=Pesch |first=Matthias |date=16 August 2016 |title=Meine Linie: die Linie 9 |trans-title=My line: line 9 |url=https://blog.kvb-koeln.de/meine-linie-die-linie-9 |url-status=live |access-date=17 February 2023 |website=Der Unternehmensblog der KVB |language=de |archive-date=9 December 2022 |archive-url=https://web.archive.org/web/20221209164916/https://blog.kvb-koeln.de/meine-linie-die-linie-9 }}</ref>|| {{convert|25.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|12}}; color:#fff; text-align:center;"| '''12''' || Merkenich – Niehl – [[Ebertplatz (KVB)|Ebertplatz]] – [[Köln-Hansaring station|Hansaring]] – Ringe – [[Zollstock]] Merkenich–Niehl served in 20-minute intervals from 9am to 1pm || {{convert|16.5|km|mi|abbr=on}} || {{convert|22.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;"| '''13''' || [[Sülzgürtel (KVB)|Sülzgürtel]] – Aachener Str. – [[Köln-Ehrenfeld station|Bf Ehrenfeld]] – Gürtel – [[Köln-Mülheim station|Bf Mülheim]] – Buchheim – Holweide || {{convert|16.2|km|mi|abbr=on}}<ref name="line 13" />|| {{convert|28.9|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|15}}; color:#fff; text-align:center;"| '''15''' || [[Chorweiler (KVB)|Chorweiler]] – Longerich – Ebertplatz – [[Köln-Hansaring station|Hansaring]] – Ringe – [[Ubierring (KVB)|Ubierring]] during peak hours 5-minute intervals Longerich–Ubierring || {{convert|15.2|km|mi|abbr=on}}<ref name="line 15">{{Cite web |last=Anemüller |first=Stephan |date=20 January 2023 |title=Linie 15: Seit 20 Jahren entlang der Stadtmauer |trans-title=Line 15: 20 years along the city wall |url=https://blog.kvb-koeln.de/linie-15-seit-20-jahren-entlang-der-stadtmauer |url-status=live |access-date=17 February 2023 |website=Der Unternehmsblog der KVB |language=de |archive-date=5 February 2023 |archive-url=https://web.archive.org/web/20230205001345/https://blog.kvb-koeln.de/linie-15-seit-20-jahren-entlang-der-stadtmauer }}</ref>|| {{convert|24.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|16}}; color:#fff; text-align:center;"| '''16''' || Niehl, Sebastianstraße – [[Köln Hauptbahnhof|Dom/Hbf]] – [[Neumarkt (KVB)|Neumarkt]] – Ubierring – Sürth – Wesseling – [[Bonn Hbf]] – Bonn-Bad-Godesberg 20-minute intervals from Sürth (during peak hours from Wesseling)|| {{convert|44.3|km|mi|abbr=on}}<ref name="line 16" />|| {{convert|33.3|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|17}}; color:#fff; text-align:center;"| '''17''' ||
Severinstr. – [[Chlodwigplatz (KVB)|Chlodwigplatz]] – Rodenkirchen (– Sürth) Monday to Friday, 7:00 to 8:00 and 16:30 to 18:00 to Sürth
|{{Convert|8.5|km|mi|abbr=on}}<ref name="not know kvb">{{Cite web |last=Pesch |first=Matthias |date=5 July 2016 |title=Was Sie noch nicht über die KVB wussten... |trans-title=Things you didn't know about the KVB... |url=https://blog.kvb-koeln.de/was-sie-noch-nicht-ueber-die-kvb-wussten |url-status=live |access-date=16 February 2023 |website=Der Unternehmensblog der KVB |language=de |archive-date=28 January 2023 |archive-url=https://web.archive.org/web/20230128164325/https://blog.kvb-koeln.de/was-sie-noch-nicht-ueber-die-kvb-wussten }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;"| '''18''' || [[Thielenbruch (KVB)|Thielenbruch]] – Buchheim – [[Köln-Mülheim station|Bf Mülheim]] – [[Köln Hauptbahnhof|Dom/Hbf]] – [[Neumarkt (KVB)|Neumarkt]] – Klettenberg – Brühl – [[Bonn Hbf]] 5-minute intervals Buchheim–Klettenberg, 20-minute intervals from Brühl|| {{convert|46.4|km|mi|abbr=on}}<ref name="not know kvb" />|| {{convert|33.4|km/h|mi/h|1|abbr=on}}
|}

=== Low-floor lines ===

====East-West lines====
[[Image:Koeln WestOstLinien.png|right|East-West network]]
The first step towards a low-floor light rail network was concentrating four lines on similar routes into a common east–west-corridor in 1994. These lines were quickly equipped with low platforms {{convert|35|cm|abbr=on}} above street level on every single station. While there are some stretches that can be described as classic tramway lines, the majority of the east–west-network has been upgraded to a high standard with long sections having segregated right-of-way, justifying the term "low-floor light rail" (''Niederflurstadtbahn'').

In 2006, during the [[2006 FIFA World Cup]], route 1 was extended to Weiden-West, via Schulstraße, which connects to the [[RheinEnergieStadion]].

In 2007, Line 8, which previously operated during peak hours, stopped service. All its runs were integrated into the schedules of Lines 7 and 9.<ref name="line numbering" />

* {{rcb|Cologne Stadtbahn|1|inline=route}}: Weiden West (S-Bahn) – Junkersdorf – Rheinenergiestadion – [[Aachener Straße/Gürtel station|Aachener Straße/Gürtel ]]– [[Rudolfplatz station|Rudolfplatz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Messe/Deutz station|Bf Deutz/Messe ]]– Kalk – Brück – Refrath – [[Bensberg station|Bensberg]]
* {{rcb|Cologne Stadtbahn|7|inline=route}}: Frechen – Marsdorf – [[Aachener Straße/Gürtel station|Aachener Straße/Gürtel ]]– [[Rudolfplatz station|Rudolfplatz ]]– [[Neumarkt station|Neumarkt ]]– Poll – Porz – Zündorf
* {{rcb|Cologne Stadtbahn|9|inline=route}}: Sülz – Zülpicher Straße/Gürtel – University – [[Zülpicher Platz station|Zülpicher Platz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Messe/Deutz station|Bf Deutz/Messe ]]– Kalk – Vingst – Ostheim – Rath/Heumar – [[Königsforst station|Königsforst]]

====Ring lines====
[[Image:Koeln RingeLinien.png|right|The Ring network]]
When it became clear to city authorities that the construction of a large number of additional high platforms was not financially feasible, other options were investigated. It was deemed most economical to create a second low-floor network and equip the remaining lines with high platforms. Between the stations "Ebertplatz" and "Barbarossaplatz", there are two possible routes. It was decided that the future low-floor lines would be concentrated in the tunnel underneath the [[Cologne Ring]] road, while high-floor lines would use the tunnel under the Central station.

This change was implemented in December 2003, after the high platforms at the ''Hansaring'' station were removed. In 2006, the tracks of the ''[[Chorweiler]]'' station were raised with additional gravel. Since then, all "Ringe" lines are operated with low-floor vehicles. In 2007, Line 6, which had only operated during peak hours, was replaced by additional trains of Line 15.<ref name="line numbering" />

* {{rcb|Cologne Stadtbahn|12|inline=route}}: Merkenich – Fordwerke – Wilh.-Sollmann-Straße – [[Ebertplatz station|Ebertplatz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Barbarossaplatz station|Barbarossaplatz ]]– [[Eifelstraße station|Eifelstraße ]]– Zollstock
* {{rcb|Cologne Stadtbahn|15|inline=route}}: [[Köln-Chorweiler station|Chorweiler ]]– Longerich – Wilh.-Sollmann-Straße – [[Ebertplatz station|Ebertplatz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Barbarossaplatz station|Barbarossaplatz ]]– [[Eifelstraße station|Eifelstraße ]]– [[Chlodwigplatz station|Chlodwigplatz ]]– [[Ubierring station|Ubierring]]

===High-floor lines===
[[Image:Koeln Hochflurlinien.png|200px|right|high-floor sub-network]]
The high-floor network consists of all lines operated by "classic" light rail vehicles with a floor height of roughly one meter above street level. Since separation from the low-floor network, high platforms are being built in stations in the city center at one or two per year. As of 2022, the most frequented stations have been upgraded except for the [[Barbarossaplatz station]].

Since the construction of temporary platforms at the Severinstraße station while the actual station gets modernized and connected to the North-Southern tunnel, lines 3 and 4 are Cologne's first HF lines completely equipped with level entrance. The western branch of Line 5 still has two stops (Subbelrather Straße/Gürtel and Nußbaumerstraße, both shared with Line 13) with low platforms, the rest of its stations were made high-floor when the line was extended into the Butzweilerhof industrial area.

Line 13 is also called the "beltway" ([[List of streets in Cologne#Cologne Belt|Gürtel]]) line because it is the only line that does not touch the city center. Line 13 is also called the Outer Ring line, while Lines 12 and 15 together can be called the inner ring line. Most of the line runs along a series of roads of the same name. The northern part of Line 13 is built as an elevated railway. High-floor platforms are still very rare on this line, because it shares three platforms (Dürener Straße, Wüllnerstraße, Aachener Straße/Gürtel) with the low-floor line 7 and many parts of the platforms are lined with old trees, making the upgrade more difficult.<ref name="line 13">{{Cite web |last=Weiß |first=Regina |date=7 March 2017 |title=Ringlinie, Hochbahn und Tangente: Eine Fahrt mit der Linie 13 vom Sülzgürtel bis Holweide |trans-title=Ring-line, elevated railway and tangent: a ride with line 13 from Sülzgürtel to Holweide |url=https://blog.kvb-koeln.de/ringlinie-hochbahn-und-tangente-eine-fahrt-mit-der-linie-13-vom-suelzguertel-bis-holweide |url-status=live |archive-url=https://web.archive.org/web/20210918022832/https://blog.kvb-koeln.de/ringlinie-hochbahn-und-tangente-eine-fahrt-mit-der-linie-13-vom-suelzguertel-bis-holweide |archive-date=18 September 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

Since the timetable change on 13 December 2015, a section of the north–south rail has been operated by line 17. From Severinstraße it runs through the newly built tunnel to Bonner Wall, after which it joins line 16 at Schönhauser Str. and runs alongside it to Rodenkirchen Bf. In the morning and evening peak (07:00 to 08:00 and 16:30 to 18:00), the line runs further to Sürth.

Lines 16 and 18 are the longest lines in the network, connecting Cologne to [[Bonn]] via railway lines.

* {{rcb|Cologne Stadtbahn|3|inline=route}}: Mengenich – Bocklemünd – [[Venloer Straße/Gürtel (KVB)|Venloer Straße/Gürtel ]]– [[Köln West station|Hans-Böckler-Platz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Neumarkt station|Neumarkt ]]– Severinstraße – [[Köln Messe/Deutz station|Bf Deutz/LANxess Arena ]]– Buchheim – Holweide – Dellbrück – [[Thielenbruch station|Thielenbruch]]
* {{rcb|Cologne Stadtbahn|4|inline=route}}: [[Görlinger-Zentrum station|Bocklemünd ]]– [[Venloer Straße/Gürtel (KVB)|Venloer Straße/Gürtel ]]– [[Köln West station|Hans-Böckler-Platz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Neumarkt station|Neumarkt ]]– Severinstraße – [[Köln Messe/Deutz station|Bf Deutz/LANxess Arena ]]– Mülheim – Höhenhaus –Dünnwald – Schlebusch
* {{rcb|Cologne Stadtbahn|5|inline=route}}: [[Sparkasse Am Butzweilerhof station|Sparkasse Am Butzweilerhof ]]– IKEA Am Butzweilerhof – Alter Flughafen Butzweilerhof – Rektor-Klein-Straße – Margaretastraße – Iltisstraße – Lenauplatz – Nußbaumerstraße – Subbelrather Str./Gürtel – Liebigstraße – Gutenbergstraße – [[Köln West station|Hans-Böckler-Platz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Appellhofplatz station|Appellhofplatz ]]– [[Köln Hauptbahnhof|Dom/Hbf (Central Station) ]]– [[Rathaus station (Cologne)|Rathaus ]]– [[Heumarkt station|Heumarkt]]
* {{rcb|Cologne Stadtbahn|13|inline=route}}: [[Sülzgürtel station|Sülzgürtel ]]– Zülpicher Straße/Gürtel – Dürener Straße/Gürtel – [[Aachener Straße/Gürtel station|Aachener Straße/Gürtel ]]– [[Köln-Ehrenfeld station|Venloer Straße/Gürtel ]]– Subbelrather Straße/Gürtel – Nußbaumer Straße – [[Escher Straße station|Escher Straße ]]– [[Neusser Straße/Gürtel station|Neusser Straße/Gürtel ]]– [[Amsterdamer Straße/Gürtel station|Amsterdamer Straße/Gürtel ]]– [[Slabystraße station|Slabystraße ]]– Mülheim – Buchheim – Holweide
* {{rcb|Cologne Stadtbahn|16|inline=route}}: [[Bonn-Bad Godesberg station|Bonn-Bad Godesberg ]]– [[Bonn Hauptbahnhof|Bonn Hbf (Main Station) ]]– Wesseling – Sürth – Rodenkirchen – [[Ubierring station|Ubierring ]] – [[Barbarossaplatz station|Barbarossaplatz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Hauptbahnhof|Dom/Hbf (Central Station) ]]– [[Ebertplatz station|Ebertplatz ]]– [[Reichenspergerplatz station|Reichensperger Platz ]]– [[Niehl Sebastianstraße station|Niehl]]
* {{rcb|Cologne Stadtbahn|17|inline=route}}: Severinstraße – [[Chlodwigplatz (KVB)|Chlodwigplatz ]]– Rodenkirchen (– Sürth) Monday to Friday, 7:00 to 8:00 and 16:30 to 18:00 to Sürth
* {{rcb|Cologne Stadtbahn|18|inline=route}}: [[Bonn Hauptbahnhof|Bonn Hbf (Main Station) ]]– Brühl – Klettenberg – [[Sülzgürtel station|Sülzgürtel ]]– [[Barbarossaplatz station|Barbarossaplatz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Hauptbahnhof|Dom/Hbf (Central Station) ]]– [[Ebertplatz station|Ebertplatz ]]– [[Reichenspergerplatz station|Reichensperger Platz ]]– [[Slabystraße station|Slabystraße ]]– Mülheim – Buchheim – Holweide – Dellbrück – [[Thielenbruch station|Thielenbruch]]

== Former lines ==
{{Expand section|
*Not mentioned lines that once operated: 21–27
*Only goes back to the start of the Stadtbahn era|date=July 2022|small=no}}

A list of old routes of lines and lines that stopped service. If a line's route only changed because it was expanded on one end, that change is not listed here. The highest line number ever used on the system was 27 in the 1930s.<ref name="line numbering">{{Cite web |last=Pesch |first=Matthias |date=16 February 2016 |title=Wo ist die Linie 11 geblieben? |trans-title=Where did line 11 go? |url=https://blog.kvb-koeln.de/wo-ist-die-linie-11-geblieben |url-status=live |access-date=26 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=18 January 2022 |archive-url=https://web.archive.org/web/20220118143047/https://blog.kvb-koeln.de/wo-ist-die-linie-11-geblieben }}</ref>
{| class="wikitable mw-collapsible mw-collapsed"
|- class="hintergrundfarbe5"
! Line !! Route !! from !! to
|-
| rowspan="4" Style="background-color:#{{rcr|Cologne Stadtbahn|1}}; color:#ffffff; text-align:center;" |  '''1''' 
| style="text-align:left;" | Weiden Schulstr.- Junkersdorf – Müngersdorf – Braunsfeld – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 16 June 2002 ||27 May 2006
|-
| style="text-align:left;" | Junkersdorf – Müngersdorf – Braunsfeld – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 2 August 1980 ||15 June 2002
|-
| style="text-align:left;" | Sülz, Hermeskeiler Platz – Universität – Zülpicher Platz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 19 October 1970 || 1 August 1980
|-
| style="text-align:left;" | Bocklemünd – Bickendorf – Venloer Str./Gürtel – Hans-Böckler-Platz – Brabanter Str. – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 12 June 1967 || 18 October 1970
|-
| Style="background-color:#F4D471; color:#ffffff; text-align:center;" rowspan="6"|  '''2''' 
| style="text-align:left;" | stopped service
| 30 May 1999
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt (– Heumarkt – Deutz – Poll – Porz – Zündorf)
| 25 September 1994 || 30 May 1999
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt (– Heumarkt – Deutz/Messe – Kalk – Vingst – Ostheim)
| 2 August 1980 || 24 September 1994
|-
| style="text-align:left;" | Sülz, Hermeskeiler Platz – Universität – Zülpicher Platz – Neumarkt – Heumarkt – Deutz – Vingst – Ostheim
| 19 October 1970 || 2 August 1980
|-
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Neumarkt – Dom/Hbf.
| 6 October 1969 || 18 October 1970
|-
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Zülpicher Platz – Mauritiuskirche – Neumarkt – Poststraße – Barbarossaplatz – Zollstock, Südfriedhof
| 12 June 1967 || 5 October 1969
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|3}}; color:#ffffff; text-align:center;" rowspan="3"|  '''3''' 
| style="text-align:left;" | Bocklemünd – Venloer Str./Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Buchheim – Holweide – Dellbrück – Thielenbruch
| 19 October 1970 || 15 June 2002
|-
| style="text-align:left;" |  ''during U-Bahn construction only from Venloer Str./Gürtel''
| 16 September 1989 || 30 May 1992
|-
| style="text-align:left;" | Bickendorf, Schleife am Erlenweg – Akazienweg – Venloer Str./Gürtel – Hans-Böckler-Platz – Brabanter Str. – Rudolfplatz – Neumarkt – Kleiner Griechenmarkt – Severinsbrücke – Bf. Deutz/Messe – Buchheim – Holweide – Dellbrück – Thielenbruch
| 12 June 1967 || 18 October 1970
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|4}}; color:#ffffff; text-align:center;" rowspan="5" |  '''4''' 
| style="text-align:left;" | Bickendorf, Äußere Kanalstraße – Subbelrather Straße/Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 24 June 1989 || 30 May 1992
|-
| style="text-align:left;" | Bocklemünd – Subbelrather Straße/Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 24 April 1985 || 23 June 1989
|-
| style="text-align:left;" | Bocklemünd – Venloer Str./Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 7 January 1975 || 23 April 1985
|-
| style="text-align:left;" | Bickendorf, Akazienweg – Venloer Str./Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 19 October 1970 || 6 January 1975
|-
| style="text-align:left;" | Rudolfplatz (Moltkestr.) – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus, Neurather Weg;
| 8 April 1968 || 18 October 1970
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|5}}; color:#ffffff; text-align:center;" rowspan="5" |  '''5''' 
| style="text-align:left;" | Am Butzweilerhof – Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Rathaus
| December 2012 || December 2013
|-
| style="text-align:left;" | Am Butzweilerhof – Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz
| December 2010 || December 2012
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz
| 23 May 1993 || December 2010
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz – Zoo/Flora – Mülheim – Höhenhaus, Neurather Weg
| 9 November 1986 || 22 May 1993
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz
| 25 August 1974 || 8 November 1986
|-
| Style="background-color:#BFD730; color:#ffffff; text-align:center;" rowspan="6"|  '''6''' 
| style="text-align:left;" |  stopped service
| June 2007
|-
| style="text-align:left;" | Longerich – Weidenpesch – Nippes – Ebertplatz („6 Nord“)
| October 2006 || June 2007
|-
| style="text-align:left;" | Dom/Hbf – Neumarkt – Barbarossaplatz – Chlodwigplatz – Ubierring („6 Süd“)
| October 2006 || June 2007
|-
| style="text-align:left;" | Longerich – Weidenpesch – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Ubierring
| September 2002 || October 2006
|-
| style="text-align:left;" | Longerich – Weidenpesch – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Bayenthal – Marienburg, [[Südpark (Köln)|Südpark]]
| 27 July 1974|| 7 September 2002
|-
| style="text-align:left;" | (HVZ: Fordwerke, Ölhafen -) Niehl – Weidenpesch – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Bayenthal – Marienburg, Südpark
| 19 October 1970|| 26 July 1974
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|7}}; color:#ffffff; text-align:center;" rowspan="2" |  '''7''' 
| style="text-align:left;" | Sülz, Hermeskeiler Platz – Universität – Zülpicher Platz – Neumarkt – Heumarkt – Deutz – Poll – Porz – Zündorf
| 2 August 1980 || 29 May 1999
|-
| style="text-align:left;" | Junkersdorf – Müngersdorf – Melaten – Rudolfplatz – Neumarkt – Heumarkt – Deutz – Poll – Porz – Zündorf
| 12 June 1967 || 2 August 1980
|-
| Style="background-color:#F36F21; color:#ffffff; text-align:center;" rowspan="4"|  '''8''' 
| style="text-align:left;" |  stopped service
| June 2007
|-
| style="text-align:left;" | Universität – Zülpicher Platz – Neumarkt (– Poll – Porz) / (– Bf. Deutz/Messe)
| 1999 || June 2007
|-
| style="text-align:left;" |  stopped service
| 2 August 1980 || 1999
|-
| style="text-align:left;" | Müngersdorf (Stadion) – Melaten – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück (– Refrath)
| 8 April 1968 || 2 August 1980
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|9}}; color:#ffffff; text-align:center;" rowspan="4"|  '''9''' 
| style="text-align:left;" | Chorweiler – Heimersdorf – Longerich – Nippes – Ebertplatz – Dom/Hbf – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 17 November 1973 || 24 September 1994
|-
| style="text-align:left;" | Heimersdorf – Longerich – Nippes – Ebertplatz – Dom/Hbf – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 18 May 1971 || 16 November 1973
|-
| style="text-align:left;" | Longerich – Nippes – Ebertplatz – Dom/Hbf – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 19 October 1970 || 17 May 1971
|-
| style="text-align:left;" | Longerich – Niehl – Fordwerke, Ölhafen
| 12 June 1967 || 18 October 1970
|-
| Style="background-color:#AE4A66;color:#ffffff; text-align:center;" rowspan="4"|  '''10''' 
| style="text-align:left;" |  stopped service
| 26 September 1994
|-
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Niehl – Merkenich
| 31 October 1987 || 26 September 1994
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Niehl – Fordwerke, Ölhafen;
| 25 August 1974 || 9 November 1986
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Weidenpesch – Longerich;
| 6 October 1969 || 27 July 1974
|-
| Style="background-color:#754346; color:#ffffff; text-align:center;" rowspan="2"|  '''11''' 
| style="text-align:left;" |  stopped service
| 9 November 1986
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Höhenhaus, Neurather Weg
| 27 July 1974 || 9 November 1986
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|12}}; color:#ffffff; text-align:center;" rowspan="1"|  '''12''' 
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Neumarkt – Dom/Hbf. – Ebertplatz – Nippes – Niehl – Merkenich
| 18 October 1970 || December 2003
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|13}}; color:#ffffff; text-align:center;" rowspan="4"|  '''13''' 
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Nippes – Riehl – Mülheim – Höhenhaus, Neurather Weg
| 23 May 1993 || 31 May 1997
|-
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Nippes – Riehl – Mülheim, Wiener Platz
| 25 August 1974 || 22 May 1993
|-
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Neuehrenfeld, Takuplatz
| 23 October 1972 || 25 August 1974
|-
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Bilderstöckchen, Longericher Str.
| 30 September 1963 || 22 October 1972
|-
| Style="background-color:#73C7F7; color:#ffffff; text-align:center;" rowspan="2"|  '''14''' 
| style="text-align:left;" |  stopped service
| 27 May 2003
|-
| style="text-align:left;" | KölnMesse – Deutz/Messe – Neumarkt – Dom/Hbf. ''(Fair days only)''
| 17 January 1984 || 27 May 2003
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|15}}; color:#ffffff; text-align:center;" rowspan="3"|  '''15''' 
| style="text-align:left;" | Thielenbruch – Dellbrück – Buchheim – Mülheim – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Ubierring
| 25 September 1994 || 13 December 2003
|-
| style="text-align:left;" | Thielenbruch – Dellbrück – Buchheim – Mülheim – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Ubierring – Rodenkirchen – Sürth
| 12 August 1978 || 24 September 1994
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Neumarkt – Severinsbrücke – Deutz – Mülheim – Höhenhaus, Neurather Weg ''(peak hours only)''
| 19 October 1970 || 23 October 1972
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|16}}; color:#ffffff; text-align:center;" rowspan="4" |  '''16''' 
| style="text-align:left;" | Bonn-Bad Godesberg – Bonn Hbf – Wesseling – Sürth – Rodenkirchen – Ubierring – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstr.
| October 2006 || June 2007
|-
| style="text-align:left;" | Bonn-Bad Godesberg – Bonn Hbf – Wesseling – Sürth – Rodenkirchen – Ubierring – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Buchheim, Herler Straße
| 1997 || 2003
|-
| style="text-align:left;" | Bonn-Bad Godesberg – Bonn Hbf – Wesseling – Sürth – Rodenkirchen – Ubierring – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim, Wiener Platz
| 12 August 1978 || 31 May 1997
|-
| style="text-align:left;" | Rodenkirchen, Siegfriedstraße – Rheinufer – Ubierring – Chlodwigplatz – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Mülheim – Holweide – Dellbrück – Thielenbruch
| || 11 August 1978
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|17}}; color:#ffffff; text-align:center;" rowspan="4"|  '''17''' 
| style="text-align:left;" |  stopped service
| October 2006 || December 2015
|-
| style="text-align:left;" | Ubierring – Chlodwigplatz – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Buchheim, Herler Straße (evenings and weekends only)
| December 2003 || October 2006
|-
| style="text-align:left;" | Ubierring – Chlodwigplatz – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstraße (evenings and weekends only)
| 31 May 1997 || December 2003
|-
| style="text-align:left;" | Klettenbergpark – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Reichenspergerplatz
| 9 November 1986 || 1992
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|18}}; color:#ffffff; text-align:center;" rowspan="4"|  '''18''' 
| style="text-align:left;" | Bonn Hbf – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Mülheim – Buchheim – Dellbrück – Thielenbruch
| October 2006 || June 2007
|-
| style="text-align:left;" | Bonn Hbf – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Nippes – Longerich – Heimersdorf – Chorweiler
| September 1994 || October 2003
|-
| style="text-align:left;" | Bonn Hbf – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim
| 9 November 1986 || September 1994
|-
| style="text-align:left;" | Bonn, Rheinuferbahnhof – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz Operated by [[Cologne-Bonn Railways]]
| 12 August 1978 || 9 November 1986
|-
| Style="background-color:#00B9F2; color:#ffffff; text-align:center;" rowspan="9"|  '''19''' 
| style="text-align:left;" |  stopped service
| 5 August 2007
|-
| style="text-align:left;" | Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf ("19 Süd")
| 9 October 2006 || 5 August 2007
|-
| style="text-align:left;" | Breslauer Platz – Ebertplatz – Mülheim – Buchheim, Herler Str. ("19 Nord")
| 9 October 2006 || 5 August 2007
|-
| style="text-align:left;" | Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Buchheim, Herler Str.
| 15 December 2003 || 8 October 2006
|-
| style="text-align:left;" | Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstr.
| 31 May 1992 || 14 December 2003
|-
| style="text-align:left;" | Hürth-Hermülheim – Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstr.
| 27 September 1991 || 30 May 1992
|-
| style="text-align:left;" | Hürth-Hermülheim – Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Weidenpesch – Niehl
| 9 November 1986 || 26 September 1991
|-
| style="text-align:left;" | Brühl Mitte – Brühl Ost – Berzdorf – Wesseling Inter-city operated by [[Cologne-Bonn Railways]]
| 12 August 1978 || 31 May 1981
|-
| style="text-align:left;" | Longerich – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 5 October 1964 || 19 October 1970
|-
| Style="background-color:cyan; color:#ffffff; text-align:center;" rowspan="4"|  '''20''' 
| style="text-align:left;" |  stopped service
| 2 August 1980
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt
| 10 October 1969 || 2 August 1980
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt (– Heumarkt – Deutz – Poll not so frequent)
| 6 October 1969 || 9 October 1969
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Niehl – Fordwerke, Ölhafen;
| 10 June 1967 || 8 April 1968
|}

== Past expansion ==
Due to the lack of an overarching plan on the expansion of the network, there's no single point when the tram became the Stadtbahn, and the expansion projects since the building of the ''Innenstadttunnel'' will be listed chronologically.

=== Innenstadttunnel (City center tunnel) ===
[[File:KVB2306 Appellhofplatz.jpg|alt=Stadtbahn of line 19 at station Appellhofplatz in the Innenstadttunnel|left|thumb|Station Appellhofplatz in the ''Innenstadttunnel'' before high-floor platforms were introduced]]
[[File:KVB Innenstadttunnel.svg|alt=Map of the Inenstadttunnel in its final state 1970|right|frameless]]
The ''Innenstadttunnel'' was opened in several parts from 1968 to 1970. The first part served from Dom/Hbf to Appellhofplatz reaching the surface through a temporary ramp at Friesenplatz, and in the following year the section Appellhofplatz – Barbarossaplatz was added. At the station Appellhofplatz a triangular junction was built, with the tunnel from Friesenplatz to Dom/Hbf passing under the rest of the railways. In October 1970 the sections Poststraße – Severinsbridge and Dom/Hbf – Breslauer Platz followed, with a temporary ramp built at Breslauer Platz. The ramp at Barbarossaplatz was also intended to only be temporary, but is still in use to this day (2023).<ref name="50 years underground" />

Because the ''Innenstadttunnel'' was built as an [[Premetro|underground tram]], it has small curve radii and level junctions at Appellhofplatz and Poststraße. Currently (2022) the tunnel is served by three lines with 10 min headway and one with 5 min headway.<ref name="50 years underground" /><ref name="rush hour">{{Cite web |last=Weiß |first=Regina |date=17 January 2017 |title=Rush Hour in der Innenstadt – Mehr Bahnen sind aktuell nicht drin |trans-title=Rush hour in the city center – more trains are not possible at the moment |url=https://blog.kvb-koeln.de/rush-hour-in-der-innenstadt-mehr-bahnen-sind-aktuell-nicht-drin |url-status=live |archive-url=https://web.archive.org/web/20220118142805/https://blog.kvb-koeln.de/rush-hour-in-der-innenstadt-mehr-bahnen-sind-aktuell-nicht-drin |archive-date=18 January 2022 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

=== Chorweiler extension ===
[[File:Stadtbahnkoeln-heimersdorf.jpg|thumb|Underground station Heimersdorf]]
[[File:KVB Chorweiler.svg|alt=Map of the Chorweiler extension|left|frameless|207x207px]]
The in the 1970s newly built line to the [[commuter town]] [[Chorweiler]] is the first line in Cologne to be built metro-like from the start. In 1971, the first {{Convert|2.3|km|mi|abbr=on}} long part was constructed: On a segregated right-of-way it starts from existing tram lines to the north, crosses under the Militärringsstraße and over the [[Bundesautobahn 1|A1]] to the underground station Heimersdorf. The line ended in a temporary loop about {{Convert|200|m|ft|abbr=on}} farther.<ref name="history 1950" />
[[File:2022-06-04-S-U-Chorweiler-0462.jpg|alt=An S-Bahn and a Stadtbahn at the Chorweiler Station|thumb|S-Bahn and Stadtbahn at Chorweiler station]]
In 1973 the extension was continued to its new and current (2022) underground terminus [[Köln-Chorweiler station|Chorweiler]] which is shared with the [[Rhine-Ruhr S-Bahn|S-Bahn]] line S11.<ref name="50 years underground" /><ref name="history 1950" /> Since 2003, line 15 operates this part of the network.

=== Eberplatz and Nippes tunnels ===
[[File:KVB 1970.svg|alt=Map of the tunnels around Ebertplatz|left|frameless]]
In 1974 the so far biggest opening of tunnels happened: The lines from Breslauer Platz and Hansaring to the [[Cologne Zoological Garden|zoo]] and under the Neusser Straße with a quad-platform station at Ebertplatz. The station is built for efficient operation with few grade crossings of different lines. The tunnels leading to Hansaring are connected creating an underground turning loop. At Reichensbergerplatz the start of a tunnel in the direction of Amsterdamer Straße was used for another turning loop.

In addition to the continuation of the ''Innenstadttunnel'', the tunnel under the Neusser Straße (Ebertplatz, Lohsestraße, Florastraße, Neusser Straße/Gürtel) was a priority, because the street is a narrow main street that was the most used part of the network at the time, outside of the city center. To get a higher reduction in travel time from the north parts of the city, higher stop spacing was used, at the price of a worse service for residents. Because of financing problems the tunnel had to end at the station Mollwitzstraße instead of continuing to the split of the line at Wilhelm-Sollman-Straße, and the ramp was built as a temporary solution, enabling later continuation of the tunnel.<ref name="50 years underground" /><ref name="history 1950" />
[[File:Hochbahn Gürtelstrecke Köln 1.jpg|alt=The elevated railway of line 13 lined with trees|right|frameless]]

=== Gürtel Hochbahn (elevated railway) ===
At the same time as the tunnels in Nippes, an [[elevated railway]] was finished for line 13 following the [[List of streets in Cologne#Cologne Belt|Gürtel]], which at the time was planned to be extended from [[Bilderstöckchen]] to the [[Mülheim Bridge, Cologne|Mülheim Bridge]]. The line starts at Nußbaumerstraße up to where line 13 runs in the middle of the Gürtel, and connects it with the Mülheim Bridge. The [[Lower Left Rhine Railway|Cologne-Neuss railway]] however is crossed underneath, at which a station (Geldernstraße/Parkgürtel) creates a connection to S-Bahn services. At the approach to the Mülheim Bridge the line joins the also junction-free line from the zoo. To create enough space for climbing the elevation change, the two lines cross at the station Slabystraße before joining farther along the bridge. This and the tunnels in Nippes meant that Cologne now had the longest underground/elevated railway networks of German cities that started those systems after World-War 2.<ref name="50 years underground" /><ref name="history 1950" />

=== Deutz/Kalk ===
[[File:KVB DeutzKalk.svg|alt=Map of the tunnel under Deutz and Kalk|left|frameless|267x267px]]
The first tunnel to the east of the Rhine was opened in the years 1976 to 1983. After the station Frankfurter Straße had already been lowered in 1964, the ramp to the first part of the tunnel with the station Fuldaer Straße was built there. The subsequent tunnels in [[Kalk, Cologne|Kalk]], Vingst and [[Deutz, Cologne|Deutz]] followed in 1980, 1981 and 1983.<ref name="50 years underground" /><ref name="history 1950" /> The branch to [[Königsforst station|Königsforst]] joins at station Kalk Kapelle without a junction by crossing under. Between the stations ''Deutz Technische Hochschule'' and ''Bf Deutz/Messe'' a small underground parking facility was created,<ref name="depots">{{Cite web |last=Weiß |first=Regina |date=19 April 2022 |title=Die Heimat von Bussen und Bahnen – die Betriebshöfe der KVB |trans-title=The home of trains and buses – the depots of the KVB |url=https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb |url-status=live |archive-url=https://web.archive.org/web/20220419091642/https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb |archive-date=19 April 2022 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> and in the station [[Kalk Post station|Kalk Post]] a bunker was built.<ref name ="bunker kalk">{{Cite web |last=Christ |first=Tobias |date=27 January 2013 |title=Atombunker in Köln-Kalk: Überleben im Kalker Untergrund |trans-title=Bunker in Cologne-Kalk: Surviving in Kalk's underground |url=https://www.ksta.de/koeln/atombunker-in-koeln-kalk-ueberleben-im-kalker-untergrund-22642736 |url-status=live |archive-url=https://web.archive.org/web/20220707110207/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9hdG9tYnVua2VyLWluLWtvZWxuLWthbGstdWViZXJsZWJlbi1pbS1rYWxrZXItdW50ZXJncnVuZC0yMjY0MjczNj9jYj0xNjU3MTkxNzI3MDA0JiIsInJlZmVycmVyIjoiIiwic3ViZG9tYWluIjoid3d3In0= |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

At the same time as the tunnels were built, the [[Deutz Suspension Bridge|Deutz Bridge]] was widened by building another bridge with the same profile to its south, and then moved next to the existing one. With this new construction, the Stadtbahn got a dedicated track through the middle of the bridge.<ref name="50 years underground" />

=== Rheinuferbahn ===
[[File:KVB Rheinuferbahn.svg|alt=Map of the Rheinuferbahn|right|frameless|300x300px]]
Since 1978 line 16 operates as an overland-line. At the station Marienburg (since renamed to Heinrich-Lübke-Ufer) it diverges from its previous routing to the center of [[Rodenkirchen]] to the Rheinuferbahn of the ''Köln-Bonner Eisenbahnen'' (Cologne-Bonn railways) which it follows to Bonn. Different to the solution later used in [[Karlsruhe Stadtbahn#Acquisition and extension of the Alb Valley Railway|Karlsruhe]], the railway was changed to accommodate Stadtbahn vehicles, instead of equipping Stadtbahn vehicles with the technology needed to be used on mainline railways. The Rheinuferbahn was converted to Stadtbahn service by changing its electrification from 1200 V to 750 V, upgrading the [[Punktförmige Zugbeeinflussung|train protection system]] and retrofitting the switches for the smaller wheels of the Stadtbahn vehicles. The line is still operated as a railway under EBO, with mixed freight and passenger services running on parts of it. Line 16 was the first time, that vehicles from Bonn entered Cologne's network.<ref name="line 16" /><ref name="history 1950" />

=== Friesenplatz – Gutenbergstraße ===
[[File:KVB Westbahnhof.svg|alt=Map of the tunnel from Friesenplatz to Gutenbergstraße|left|frameless]]
The ''Innenstadttunnel'' was continued from the station Friesenplatz in 1985. It diverges grade separated from the tunnel to [[Ehrenfeld, Cologne|Ehrenfeld]] at Hans-Böckler-Platz/Bahnhof West where elevators go directly from the underground station's platforms to the ones of [[Köln West station]]. The tunnel then turns north beneath the green belt and reaches the surface at the station Gutenbergstraße. During the construction of the tunnel under Venloer Straße the tunnel was used by lines 3 and 4, while usually it is only served by line 5.<ref name="history 1985">{{Cite web |title=KVB-Geschichte von 1984 bis 2004 |trans-title=KVB-History from 1984 to 2004 |url=https://www.kvb.koeln/unternehmen/geschichte/1985.html |url-status=live |archive-url=https://web.archive.org/web/20220707110213/https://www.kvb.koeln/unternehmen/geschichte/1985.html |archive-date=7 July 2022 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref><ref name="line 4">{{Cite web |last=Weiß |first=Regina |date=14 September 2021 |title=Linie 4: Direktverbindung der beiden größten Stadtteile Kölns |trans-title=Line 4: Direct connection of the two biggest neighborhoods Cologne's |url=https://blog.kvb-koeln.de/linie-4-direktverbindung-der-beiden-groessten-stadtteile-koelns |url-status=live |archive-url=https://web.archive.org/web/20210918003835/https://blog.kvb-koeln.de/linie-4-direktverbindung-der-beiden-groessten-stadtteile-koelns |archive-date=18 September 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

=== Vorgebirgsbahn ===
[[File:Vorgebirgsbahn map.png|alt=Map of the Vorgebirgsbahn|right|frameless|193x193px]]
Like the Rheinuferbahn 8 years before, the Vorgebirgsbahn was completely converted to Stadtbahn operations in 1986. Already since the electrification in the 1930s, the trams and Vorgebirgsbahn shared tracks between Barbarossaplatz and Klettenberg. With the conversion to Stadtbahn, the tram lines 10 and 11 were replaced by the Stadtbahn, which meant that the turning loop was replaced by a turning rail. In 1990 to 1992 the platforms were converted to high-floor platforms (except for Barbarossaplatz).<ref name="line 18" /><ref name="history 1985" />

=== Ring-tunnel ===
[[File:KVB Ringe.svg|alt=Map of the ring tunnel|left|frameless]]
Since October 1987 a tunnel exists under the [[Cologne Ring]]. It continues the tunnel at from Hansaring and crosses under the lines 1 and 7 at Rudolfplatz. At Friesenplatz it crosses under the ''Innenstadttunnel'' which forms the currently (2022) only completely underground station junction which is a bit messy because of the stacked side-platforms. At Zülpicher Platz the tunnel ends in a ramp to the surface.

The station Rudolfplatz was also designed as a bunker.<ref name="bunker rudolfplatz">{{Cite web |last=Christ |first=Tobias |date=26 September 2019 |title=Bunker unter Rudolfplatz: So hätten Kölner vor einem Atomangriff gerettet werden sollen |trans-title=Bunker below Rudolfplatz: How Cologne's people would have been rescued from an atomic attack |url=https://www.ksta.de/koeln/bunker-unter-rudolfplatz-so-haetten-koelner-vor-einem-atomangriff-gerettet-werden-sollen-33220628 |url-status=live |archive-url=https://web.archive.org/web/20220618074253/https://www.ksta.de/koeln/bunker-unter-rudolfplatz-so-haetten-koelner-vor-einem-atomangriff-gerettet-werden-sollen-33220628 |archive-date=18 June 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

The station Christophstraße/Mediapark was the location of the worst accident in the recent history of the Stadtbahn in 1999, when a CitySprinter prototype hit a standing train at {{Convert|50|km/h|mph|abbr=on}}.<ref name ="citysprinter crash">{{Cite web |date=23 June 2009 |title=Rückblick Köln 1999: 40 Verletzte bei KVB-Crashfahrt |trans-title=Retrospect Cologne 1999: 40 injured by KVB crash |url=https://www.ksta.de/rueckblick-koeln-1999-40-verletzte-bei-kvb-crashfahrt-12833164 |url-status=live |archive-url=https://web.archive.org/web/20220707110208/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9ydWVja2JsaWNrLWtvZWxuLTE5OTktNDAtdmVybGV0enRlLWJlaS1rdmItY3Jhc2hmYWhydC0xMjgzMzE2ND9jYj0xNjU3MTkxNzI4ODUzJiIsInJlZmVycmVyIjoiIiwic3ViZG9tYWluIjoid3d3In0= |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

=== Ehrenfeld ===
[[File:KVB Ehrenfeld.svg|alt=Map of Ehrenfeld tunnel and extension|right|frameless]]
The tunnel through Ehrenfeld was opened in two parts: the line from Hans-Böckler-Platz to Venloer Straße/Gürtel, where a connection to [[Köln-Ehrenfeld station|S-Bahnhof Ehrenfeld]] was created, in 1989, and the tunnel to Wolffsohnstraße and surface tracks to Bocklemünd in 1992, where an on-platform transfer to buses can be made.

The Ehrenfeld tunnel has multiple differentiating factors from previously built tunnels: It is the first tunnel built with high-floor platforms, and the stations have their platforms in the middle between the tracks instead of on the side. Because of the experiences with the tunnel below Neusser Straße the station spacing was reduced to get a better service for the residents.<ref name="50 years underground" /><ref name="history 1985" /><ref name="line 4" />

=== Amsterdamer Straße ===
[[File:KVB AmsterdamerStr.svg|alt=Map of the Amsterdamer Straße line|left|frameless|186x186px]]
In 1992 as well, the line from Reichensberger Platz to [[Niehl, Cologne|Niehl]] Sebastianstraße was opened. The line had already been planned in the 1960s which meant that in the early 1970s in addition to a tunnel junction at Reichensbergerplatz, a {{Convert|300|m|ft|abbr=on}} long tunnel had been built below an intersection and another rail line. The rest of the line lies on the surface in the middle of Amsterdamer Straße and is mostly built with [[green track]]. The platforms are in the middle of the tracks and feature comparatively extensive designs. The last {{Convert|300|m|ft|abbr=on}} before the terminus lie next to an elevated 6 lane road. An extension to Niehl Nord, connecting to line 12, would be possible, but is not planned at the time (2022).<ref name="50 years underground" /><ref name="line 16" />

=== Mülheim ===
[[File:KVB Muelheim.svg|alt=Map of the Mülheim tunnel|right|frameless|191x191px]]
The Mülheim tunnel was opened in June 1997, starts at the Mülheim Bridge, crosses the Wiener Platz with a station, provides a connection to [[Köln-Mülheim station]] with direct elevators from the Stadtbahn platform to the mainline rail and ends on the surface in [[Buchheim, Cologne|Buchheim]]. It is the first tunnel in Cologne built using a [[tunnel boring machine]] (TBM) under buildings. Construction started in 1992, and 2 years later the TBM had completed the two tunnel sections with a total length of {{Convert|2.5|km|mi|abbr=on}}.<ref name="50 years underground" /><ref name="history 1985" />

=== Bensberg ===
Line 1 was extended to [[Bensberg]] on its east end in 2000: Instead of ending at the previous terminus that was renamed from Bensberg to Im Hoppenkamp, it now enters a nearly {{Convert|500|m|ft|abbr=on}} long tunnel to the new terminus Bensberg in the center of the [[Quarter (urban subdivision)|quarter]]. The tunnel was necessary, because the terrain's elevation increase is to steep for trains, and the final station lies {{Convert|14|m|ft|abbr=on}} below surface.<ref name="history 1985" /><ref name="bensberg extension">{{Cite web |title=Light Rail Bensberg Central |url=https://www.daub-ita.de/en/tunnel-projects/germany/light-rail-bensberg-central/ |url-status=live |access-date=6 July 2022 |website=Deutscher Ausschuss für Unterirdisches Bauen e.V. |language=en |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707110213/https://www.daub-ita.de/en/tunnel-projects/germany/light-rail-bensberg-central/ }}</ref>

=== Weiden ===
[[File:KVB Weiden.svg|alt=Map of the Weiden extensions|left|frameless]]
On 16 July 2002 a part of west end of line 1 discontinued in 1956 was reopened. This produced an uncommon problem: Because the routing passed the past headquarters of [[RTL Group|RTL]], shaking, which could've disrupted the broadcasts, had to be avoided using a complex damping system.<ref name="history 1985" />

For the [[2006 FIFA World Cup]] the line was extended again to the newly built S-Bahn station Weiden West. At its new terminus, the line meets perpendicularly with the [[Cologne–Aachen high-speed railway]] through which S-Bahn lines S 13 and S 19 create new connections especially in a western direction. This part was built to make the [[RheinEnergieStadion]] accessible by Stadtbahn from both sides.<ref name="history 2005">{{Cite web |title=KVB-Geschichte von 2005 bis heute |trans-title=KVB-History from 2005 to now |url=https://www.kvb.koeln/unternehmen/geschichte/2000.html |url-status=live |archive-url=https://web.archive.org/web/20220707110216/https://www.kvb.koeln/unternehmen/geschichte/2000.html |archive-date=7 July 2022 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref>

At the terminus station a [[Park and ride]] facility was built with space for 430<ref name="p+r weiden expansion 1">{{Cite web |last=Machnik |first=Maria |date=9 December 2013 |title=Infrastruktur: Mehr Stellplätze in Weiden-West? |trans-title=Infrastructure: More parking space in Weiden-West? |url=https://www.ksta.de/region/rhein-erft/pulheim/infrastruktur-mehr-stellplaetze-in-weiden-west--2444738 |url-status=live |access-date=25 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=18 June 2022 |archive-url=https://web.archive.org/web/20220618083026/https://www.ksta.de/region/rhein-erft/pulheim/infrastruktur-mehr-stellplaetze-in-weiden-west--2444738 }}</ref> cars, but because other close park and rides are in a different pay zone making the ride to Cologne more expensive, it has seen high usage, and has been extended by 255 more spaces to a total of 685, with more expansions for a total of 1280 spaces planned. A bicycle tower with a capacity for 130 bicycles is also planned, and after it was supposed to be finished by 2022, planning is now expected to end around the start of 2023.<ref name="p+r weiden expansion 2">{{Cite web |last=Attenberger |first=Tim |date=27 May 2021 |title=Pendler nutzen Park-and-Ride: Stadt Köln will Parkplatz in Weiden-West ausbauen |trans-title=Commuters use Park-and-ride: City of Cologne wants to expand parking space in Weiden-West |url=https://www.ksta.de/koeln/pendler-nutzen-park-and-ride-stadt-koeln-will-parkplatz-in-weiden-west-ausbauen-38426814 |url-status=live |archive-url=https://web.archive.org/web/20220707110214/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9wZW5kbGVyLW51dHplbi1wYXJrLWFuZC1yaWRlLXN0YWR0LWtvZWxuLXdpbGwtcGFya3BsYXR6LWluLXdlaWRlbi13ZXN0LWF1c2JhdWVuLTM4NDI2ODE0P2NiPTE2NTcxOTE3MzQzNDkmIiwicmVmZXJyZXIiOiIiLCJzdWJkb21haW4iOiJ3d3cifQ== |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref><ref name="p+r weiden bicycle tower">{{Cite web |last=Esch |first=Susanne |date=9 September 2020 |title=Fahrradparkhaus für Köln-Weiden: Ein Bike Tower soll das Chaos ordnen |trans-title=Bicycle parking for Cologne-Weiden: A bike tower is supposed to end the chaos |url=https://www.ksta.de/koeln/lindenthal/fahrradparkhaus-fuer-koeln-weiden-ein-bike-tower-soll-das-chaos-ordnen-37458934 |url-status=live |archive-url=https://web.archive.org/web/20220707110215/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9saW5kZW50aGFsL2ZhaHJyYWRwYXJraGF1cy1mdWVyLWtvZWxuLXdlaWRlbi1laW4tYmlrZS10b3dlci1zb2xsLWRhcy1jaGFvcy1vcmRuZW4tMzc0NTg5MzQ/Y2I9MTY1NzE5MTczNTMyOSYiLCJyZWZlcnJlciI6IiIsInN1YmRvbWFpbiI6Ind3dyJ9 |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref><ref>{{Cite web |last=Esch |first=Susanne |date=14 November 2022 |title=Weiden-West: Kölner Turm soll mehr Pendler aufs Rad locken |url=https://www.ksta.de/koeln/lindenthal/weiden/weiden-west-koelner-turm-soll-mehr-pendler-aufs-rad-locken-370929 |url-status=live |access-date=16 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=16 November 2022 |archive-url=https://web.archive.org/web/20221116220919/https://www.ksta.de/koeln/lindenthal/weiden/weiden-west-koelner-turm-soll-mehr-pendler-aufs-rad-locken-370929 }}</ref>

===Butzweilerhof extension===
[[File:KVB Butzweilerhof.svg|200px|right|Stations on the extension]]
The [[Kölner Verkehrs-Betriebe|Kölner Verkehrsbetriebe]] (KVB) opened a {{convert|1.85|km|mi|abbr=on}} long extension from the former Ossendorf terminus into the Butzweilerhof/Gewerbegebiet Ossendorf area in December 2010.<ref name="expansion butzweilerhof">{{cite web |url=http://kvb-koeln.de/german/nachrichten/view.html?action=shownews&id=1411 |title=Kölner Verkehrs-Betriebe AG |publisher=Kvb-koeln.de |date=24 November 2008 |access-date=25 August 2013 |archive-url=https://web.archive.org/web/20120722202025/http://www.kvb-koeln.de/german/nachrichten/view.html?action=shownews&id=1411 |archive-date=22 July 2012 |url-status=dead }}</ref> Three new stations (Alter Flughafen Butzweilerhof, IKEA am Butzweilerhof and the new terminus, Sparkasse [[Am Butzweilerhof (KVB)|Am Butzweilerhof]]) were added to the existing Line 5. Construction of the extension cost about {{Currency|18 million|EUR}}, with €5 million being financed through a charge on the companies which will benefit from the extension. The remaining €13 million was financed by the [[:de:Kölner Verkehrsbetriebe|KVB Köln]] (Cologne Transit Authority).<ref name="line 5">{{Cite web |last=Anemüller |first=Stephan |date=2 May 2017 |title=Die neue Linie 5 – ein öffentlich-private Partnerschaft |trans-title=The new line 5 – a public-private partnership |url=https://blog.kvb-koeln.de/die-neue-linie-5-eine-oeffentlich-private-partnerschaft |url-status=live |archive-url=https://web.archive.org/web/20220120052407/https://blog.kvb-koeln.de/die-neue-linie-5-eine-oeffentlich-private-partnerschaft |archive-date=20 January 2022 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

The extension begins near the former Ossendorf terminus (which has been closed), crosses the tracks of the HGK, follows the southern edge of the Hugo-Eckener-Strasse with the 1st station (Alter Flughafen Butzweilerhof) being sited at the corner of Hugo-Eckener-Strasse and Köhlstrasse. It then follows a new street which continues east from Köhlstraße. The line passes the new IKEA am Butzweilerhof store (2nd station), crosses the new extension of Richard-Byrd-Straße, and ends at the intersection of Richard-Byrd-Straße and Von-Hünefeld-Straße.<ref name="line 5" />

=== Mengenich ===
[[File:KVB Mengenich.svg|alt=Map of the expansion to mengenich|right|frameless|263x263px]]
For the newly built neighborhood [[Bocklemünd/Mengenich]] a connection to the tram network has been planned since the 1960s. This connection was supposed to cross the Militärringstraße on a bridge and the run through a green space to the Autobahn A1 where the line would've ended in a turning loop. This initial planning was first lowered in priority, and later made impossible by an expansion of the Militärringstraße. In 2002, line 3 was expanded to the new terminus Mengenich Ollenhauerring as the first part of a planned expansion to the center of Görling including a tunnel. The planned tunnel was not deemed financeable by NRW and so the city council decided in 2006 that a routing along the surface, that only passed along the edge of the residential area, would be done.

Several variants of the now high priority project along Militärringsstraße to Tollerstraße, Schumacherring or Buschweg were prepared and presented to residents for discussion in 2008. On 6 February 2018 the construction of the new terminus station at Schumacherring began, with it being opened on August 27 of the same year.<ref name="history 2005" /><ref name="expansion mengenich">{{Cite web |date=6 February 2018 |title=Verlängerung der Stadtbahnlinie 3 |trans-title=Extension of line 3 |url=https://www.stadt-koeln.de/politik-und-verwaltung/presse/verlaengerung-der-stadtbahnlinie-3-1 |url-status=live |archive-url=https://web.archive.org/web/20220707110217/https://www.stadt-koeln.de/politik-und-verwaltung/presse/verlaengerung-der-stadtbahnlinie-3-1 |archive-date=7 July 2022 |access-date=6 July 2022 |website=Stadt Köln}}</ref><ref name="expansion görlinger zentrum">{{Cite web |date=28 August 2018 |title=Neue Endhaltestelle der Linie 3 "Görlinger-Zentrum" eröffnet |trans-title=New terminus of line 3 "Görlinger-Center" opened |url=https://www.kvb.koeln/aktuelles/meldung.html?action=shownews&id=84 |url-status=dead |archive-url=https://web.archive.org/web/20180830005226/https://www.kvb.koeln/aktuelles/meldung.html?action=shownews&id=84 |archive-date=30 August 2018 |access-date=6 July 2022 |website=kvb.koeln}}</ref>

=== Brühl double-track ===
In 2015 the city council approved the expansion to double-track the part of line 18 between Brühl-Mitte and Brühl-Badorf.<ref>{{Cite web |date=25 February 2015 |title=Zweigleisiger Ausbau der Linie 18 in Brühl |trans-title=Adding double track for line 18 in Brühl |url=http://www.kvb-koeln.de/german/nachrichten/view.html?action=shownews&page=1&id=2448 |url-status=dead |archive-url=https://web.archive.org/web/20150402092941/http://www.kvb-koeln.de/german/nachrichten/view.html?action=shownews&page=1&id=2448 |archive-date=2 April 2015 |website=Kölner Verkehrs-Betriebe AG}}</ref> By December 2018, the new tracks had been built, but because a new railway control center and required inspections had delays, the new track could be opened in April 2019. Additional construction such as the upgrade of platforms along the track was finished by mid 2020.<ref name="double track brühl">{{Cite web |title=Zweigleisiger Ausbau Linie 18 |trans-title=Double track expansion of line 18 |url=https://www.bruehl.de/zweigleisiger-ausbau-linie-18--2-.aspx |url-status=live |access-date=25 July 2022 |website=Stadt Brühl |archive-date=25 July 2022 |archive-url=https://web.archive.org/web/20220725154548/https://www.bruehl.de/zweigleisiger-ausbau-linie-18--2-.aspx }}</ref>

==Current and future expansion==

=== North-South Stadtbahn ===
The North-South Stadtbahn (NSS) is made up of three stages:

# Two parallel tunnels from Breslauer Platz to Marktstraße, connecting to the existing Innenstadttunnel
# A track from Bonner Wall to Schönhauser Straße connecting the route to the Rheinuferbahn
# 4 more surface stations along Bonner Straße from Marktstraße to Arnoldshöhe

==== Background ====
[[Image:KVB NordSuedStadtbahn.svg|200px|All 3 stages of the North-South rail|alt=Map of the North-South line under construction|thumb]]First considerations to connect the north and south of the city center were already undertaken in the 1970s, and actual planning was started by the city in 1983.<ref>{{Cite web |title=Nord-Süd Stadtbahn Köln: Chronik |url=https://www.nord-sued-stadtbahn.de/projekt/chronik/index.html |url-status=live |access-date=6 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170543/https://www.nord-sued-stadtbahn.de/projekt/chronik/index.html }}</ref> A direct connection of the north to the south is needed, because part of the Innenstadttunnel is operating at capacity with 30 trains per hour serving it.<ref name="rush hour" /> Because the old tunnel was built using a [[cut-and-cover]] technique, it follows major roads distant from the old city center with its narrow alleys. The first stage aims at fixing these problems, by rerouting line 16 from the Innenstadttunnel to the newly built one and building new stations directly under the old city center. Additionally, travel time on line 16 will be decreased by eight minutes and it is one of the last steps in the separation of the high-floor and low-floor networks. The new {{Convert|3|km|mi|abbr=on}} long tunnel is the first newly built line since the opening of the original downtown tunnel in 1968, while every tunnel opened in between had been a replacement for previous surface lines. It will be used by lines 5, 16 and 17 once complete.<ref>{{Cite web |title=Nord-Süd Stadtbahn Köln: Stadtbahn-Netzwerk in der Zukunft |trans-title=North-South rail Cologne: rail network in the future |url=https://www.nord-sued-stadtbahn.de/projekt/gruende/netz_zukunft.html |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170544/https://www.nord-sued-stadtbahn.de/projekt/gruende/netz_zukunft.html }}</ref>

The second stage is only to connect the line to the Rheinuferbahn, necessary for line 16's operation.<ref>{{Cite web |title=Broschüre Zweite Baustufe |trans-title=Brochure second building stage |url=https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=39 |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=25 July 2022 |archive-url=https://web.archive.org/web/20220725113507/https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=39 }}</ref>

The third stage aims to provide a better service for the residents of the Südstadt, [[Bayenthal]], Marienburg and Raderberg by extending line 5, decreasing the travel time from the end of [[Bundesautobahn 555|A 555]] to the [[Köln Hauptbahnhof|Hauptbahnhof]] from 30 minutes to just 13.<ref>{{Cite web |date=November 2017 |title=3. Baustufe Nord-Süd-Stadtbahn |trans-title=3rd building stage North-South rail |url=https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=23 |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170545/https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=23 }}</ref>

==== Tunnel collapse and delays ====
On 3 March 2009 the [[Historisches Archiv der Stadt Köln|building of the city's archive]] collapsed into the first stage's tunnel under construction on the Severinstraße between stations Severinstraße and Heumarkt, killing two people. Poor construction, the theft of necessary iron reinforcements and several ground water break-ins into the tunnel, which were not reported or controlled properly by the construction company, are among the alleged causes for this catastrophe.<ref name="ksta_protokoll">{{cite web |last= |first= |date=23 February 2010 |title=U-Bahn: Das Protokoll eines Versagens |trans-title=U-Bahn: The protocol of a failure |url=https://www.ksta.de/u-bahn-das-protokoll-eines-versagens-13065724 |url-status=live |archive-url=https://web.archive.org/web/20160321171450/http://www.ksta.de/u-bahn-das-protokoll-eines-versagens-13065724 |archive-date=21 March 2016 |access-date=22 April 2013 |website=[[Kölner Stadt-Anzeiger]] |publisher= |language=de}}</ref><ref name="ksta_fugenblech">{{cite web |title=Archiveinsturz: Beschädigtes Fugenblech als Indiz |trans-title=Archive collapse: Damaged "Fugenblech" as evidence |url=http://www.ksta.de/html/artikel/1277385900119.shtml |url-status=dead |archive-url=https://archive.today/20130206173332/http://www.ksta.de/html/artikel/1277385900119.shtml |archive-date=6 February 2013 |access-date=22 April 2013 |publisher=Ksta.de |language=de}}</ref>

In 2012, line 5 was re-routed from its previous terminus Reichensbergerplatz to the already finished part of the NSS, now serving Rathaus (city hall) station.<ref>{{Cite web |date=7 December 2012 |title=Nord-Süd Stadtbahn Köln: Ab 9. Dezember 2012 unterirdisch mit der Stadtbahn bis zum Rathaus |trans-title=North-South rail Cologne: Starting 9th of December 2012 in the underground to the city hall |url=https://www.nord-sued-stadtbahn.de/pressemitteilungen/view.html?action=shownews&page=14&id=845 |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170534/https://www.nord-sued-stadtbahn.de/pressemitteilungen/view.html?action=shownews&page=14&id=845 }}</ref> A further expansion to Heumarkt opened in December 2013.<ref name="pr_nss">{{cite web |title=Nord-Süd-Stadtbahn Köln |url=http://stadtbahn.relaunch.net/german/news/press.html?NID=737 |url-status=dead |archive-url=https://web.archive.org/web/20110724032509/http://stadtbahn.relaunch.net/german/news/press.html?NID=737 |archive-date=24 July 2011 |access-date=22 May 2022 |website=stadtbahn.relaunch.net}}</ref> The 4 stations south of the collapse, Bonner Wall to Severinstraße, and the 2nd stage of the project were opened on 13 December 2015, served by line 17.<ref name="nss new stations">{{cite web |last=Reimann |first=Anna |title=Nord-Süd-Stadtbahn in Köln: Das sind die neuen Haltestellen der KVB-Linie 17 |trans-title=North-South rail in Cologne: These are the new stations of line 17 |url=http://www.ksta.de/koeln/das-sind-die-neuen-haltestellen-der-kvb-linie-17-sote-23268438 |url-status=live |archive-url=https://web.archive.org/web/20170506014858/http://www.ksta.de/koeln/das-sind-die-neuen-haltestellen-der-kvb-linie-17-sote-23268438 |archive-date=6 May 2017 |access-date=14 April 2018 |website=ksta.de}}</ref><ref name="line 17 timetable">{{Cite web |title=Nord-Süd Stadtbahn: Linie 17 Fahrplan |trans-title=North-South rail: Line 17 timetable |url=https://www.nord-sued-stadtbahn.de/buergerfest/linie_17/fahrplan.html |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170548/https://www.nord-sued-stadtbahn.de/buergerfest/linie_17/fahrplan.html }}</ref>

The next step of the expansion will be an above ground extension from the Marktstr. Station down Bonner Straße, through Bayenthal. Construction started in January 2022 and should be completed at the end of 2025.<ref>{{Cite web |title=3. Baustufe Nord-Süd Stadtbahn |trans-title=3rd building stage North-South rail |url=https://www.stadt-koeln.de/artikel/20118/index.html |url-status=live |access-date=7 July 2022 |website=Stadt Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170533/https://www.stadt-koeln.de/artikel/20118/index.html }}</ref> Full operation of the North-South Rail Tunnel will not be achieved until 2029 due to the issues of stabilizing the section of tunnel that collapsed in 2009.<ref>{{cite web |last=Damm |first=Andreas |title=Kölner Stadtarchiv: Wer soll die U-Bahn weiterbauen? |trans-title=Cologne's City archive: Who should continue building the U-Bahn? |url=http://www.ksta.de/koeln/koelner-stadtarchiv-wer-soll-die-u-bahn-weiterbauen--23911086 |url-status=live |archive-url=https://web.archive.org/web/20160826054854/http://www.ksta.de/koeln/koelner-stadtarchiv-wer-soll-die-u-bahn-weiterbauen--23911086 |archive-date=26 August 2016 |access-date=14 April 2018 |website=ksta.de}}</ref><ref>{{Cite web |last1=Görtz |first1=Oliver |last2=Hümmeler |first2=Christian |date=11 December 2017 |title=Archiveinsturz: Nord-Süd-Stadtbahn fährt nicht vor 2025 |trans-title=Archive collapse: North-South rail won't run before 2025 |url=https://www.ksta.de/koeln/archiveinsturz-nord-sued-stadtbahn-faehrt-nicht-vor-2025-29279040 |url-status=live |archive-url=https://web.archive.org/web/20220705142224/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9hcmNoaXZlaW5zdHVyei1ub3JkLXN1ZWQtc3RhZHRiYWhuLWZhZWhydC1uaWNodC12b3ItMjAyNS0yOTI3OTA0MD9jYj0xNjU3MDMwOTQ0NTE5JiIsInJlZmVycmVyIjoiIiwic3ViZG9tYWluIjoid3d3In0= |archive-date=5 July 2022 |access-date=6 May 2020 |website=Kölner Stadt-Anzeiger |language=de-DE}}</ref><ref>{{Cite web |last=Meyer |first=Gudrun |date=24 February 2021 |title=Gleiswechsel Waidmarkt |url=https://blog.kvb-koeln.de/gleiswechsel-waidmarkt |url-status=live |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=17 September 2021 |archive-url=https://web.archive.org/web/20210917202420/https://blog.kvb-koeln.de/gleiswechsel-waidmarkt }}</ref>

==== Cost ====
The extra cost of approximately 4 million euro is planned to mitigate the negative perception of the NSS project due to the collapse as well as budget increases, late completion (originally planned for 2011) and disruption. To avoid the possible destruction of [[archaeology|archaeological]] artefacts underneath one of the oldest cities in Germany, the NSS was bored down to nearly {{Convert|30|m|ft|abbr=on}} below ground level. At the location of the future stations, however, archaeological digs were still required and are cited as one of the reasons for the already significant cost overruns. While initially estimated to cost around 600 million euro, the current price tag is calculated at around 960 million euro. Because the second stage, connecting the tunnel to the line along the Rhine river has not yet been tendered, but is expected to cost another 100 million, total cost is expected to be 1.1 billion euro.<ref>{{Cite web |last=Henning |first=Martin |date=8 February 2022 |title=Nord-Süd-Stadtbahn Köln: Streckenverlauf, Baustufen, Kosten, Dauer |trans-title=North-South rail Cologne: routing, stages, costs, duration |url=https://www.24rhein.de/koeln/innenstadt/nord-sued-bahn-koeln-streckenverlauf-baustufen-kosten-dauer-91164122.html |url-status=live |access-date=7 July 2022 |website=24 Rhein |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170533/https://www.24rhein.de/koeln/innenstadt/nord-sued-bahn-koeln-streckenverlauf-baustufen-kosten-dauer-91164122.html }}</ref>

=== StadtBahn South ===
As a 4th stage of the North-South Stadtbahn an extension from Arnoldshöhe to Rondorf and Meschenich was proposed already in 1992. This project has since been renamed to StadtBahn South and is planned independently from the North-South Stadtbahn. The first stage of the project will only reach the northern edge of Meschenich, while a second stage will continue to its southern end. The project will also connect the development area Rondorf Nord-West, where 3300 new homes will be built in the next years, directly to the city center.<ref name=":0">{{Cite web |date=5 May 2018 |title=65 Millionen: Ausbau der Stadtbahn nach Meschenich kann auf Fördergelder hoffen |trans-title=65 Million: Extension of the Stadtbahn to Meschenich is expected to be granted funds |url=https://www.rundschau-online.de/koeln/65-millionen-ausbau-der-stadtbahn-nach-meschenich-kann-auf-foerdergelder-hoffen-241243 |url-status=live |access-date=22 April 2023 |website=Kölnische Rundschau |language=de |archive-date=22 April 2023 |archive-url=https://web.archive.org/web/20230422144422/https://www.rundschau-online.de/koeln/65-millionen-ausbau-der-stadtbahn-nach-meschenich-kann-auf-foerdergelder-hoffen-241243 }}</ref><ref>{{Cite web |last=Süsser |first=Ulrike |date=27 October 2018 |title=Bis Rondorf und Meschenich: Lokalpolitiker beraten über Verlängerung der Linie 5 |trans-title=To Rondorf and Meschenich: Local politicians debate about extension of line 5 |url=https://www.ksta.de/koeln/rodenkirchen/bis-rondorf-und-meschenich-lokalpolitiker-beraten-ueber-verlaengerung-der-linie-5-299005 |url-status=live |access-date=22 April 2023 |website=Kölner Stadt-Anzeiger |language=de |archive-date=24 April 2023 |archive-url=https://web.archive.org/web/20230424160536/https://www.ksta.de/koeln/rodenkirchen/bis-rondorf-und-meschenich-lokalpolitiker-beraten-ueber-verlaengerung-der-linie-5-299005 }}</ref>

The biggest problem of the project is crossing the ''Verteilerkreisel'' at the end of the [[Bundesautobahn 555|Autobahn A 555]] directly after the last station of stage 3, ''Arnoldshöhe''. Here, several different solutions were evaluated:

* A tunnel below the roundabout
* A bridge above it
* Two at grade crossings going around the roundabout<ref name=":0" />

Evaluation showed that all three solutions were possible, with cost-benefit ratios between 1.0 for the tunnel and 1.4 for the at-grade solution, which means that all solutions are possible to be funded partially by the state and federal government. Residents preferred the at-grade solution, while the city pushed the bridge or tunnel.<ref>{{Cite web |last=Süsser |first=Ulrike |date=31 May 2017 |title=Köln Rodenkirchen: Nord-Südstadtbahn zwischen Rondorf und Meschenich in der Diskussion |trans-title=Cologne Rodenkirchen: North-South Stadtbahn between Rondorf and Meschenich being discussed |url=https://www.ksta.de/koeln/rodenkirchen/koeln-rodenkirchen-nord-suedstadtbahn-zwischen-rondorf-und-meschenich-in-der-diskussion-164809 |url-status=live |access-date=22 April 2023 |website=Kölner Stadt-Anzeiger |language=de |archive-date=22 April 2023 |archive-url=https://web.archive.org/web/20230422144421/https://www.ksta.de/koeln/rodenkirchen/koeln-rodenkirchen-nord-suedstadtbahn-zwischen-rondorf-und-meschenich-in-der-diskussion-164809 }}</ref> In March of 2023 the city council decided that the preferred solution would be the bridge, but that the at-grade solution would also be continued to be planned. This was due to the lower cost than the tunnel, the disadvantages of at-grade crossings, the about {{Convert|700|m|yd|abbr=on}} shorter route, the complete replacement of bus line 132 which currently takes 44 minutes to complete the journey into the city center, the smaller impact on the green spaces and adjacent neighborhood and because this route was intended in the planning of the development area Rondorf Nord-West removing the need to change its plans.<ref name=":1">{{Cite web |date=23 March 2023 |title=SessionNet {{!}} TOP Ö 10.13: StadtBahn Süd - Trassenfestlegung und Entscheidung zur weiteren Planung |trans-title=SessionNet {{!}} TOP Ö 10.13: StadtBahn South - Route determination and decision to continue planning |url=https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=370691 |url-status=live |access-date=22 April 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=20 April 2023 |archive-url=https://web.archive.org/web/20230420174611/https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=370691 }}</ref>

There are three stations planned in Rondorf, called ''Rondorf Nord'', ''Rondorf Mitte'' and ''Rondorf South''. The bridge above the roundabout will need to incorporate the red steel-stele that stands in the middle of the roundabout into its design. This stele is part of an artwork by [[Lutz Fritsch]] called "''Standortmitte''" ("middle of the location") that consists of two identical steles at both ends of the A 555 connecting the cities of Cologne and Bonn. To protect a [[drinking water]] protection zone the route passes through the adjacent street ''Am Wasserwerkswäldchen'' will be closed for through-traffic and a gas station located on the roundabout will also be closed.<ref name=":1" />

In Meschenich [[Park and ride|Park and Ride]] facilities are planned on both ends of the town and the Stadtbahn is supposed to operate on the street where traffic will be reduced by a bypass that's already in construction.<ref>{{Cite web |title=StadtBahn Süd für Rondorf und Meschenich |url=https://www.stadt-koeln.de/artikel/68749/index.html |url-status=live |archive-url=https://web.archive.org/web/20220813130153/https://www.stadt-koeln.de/artikel/68749/index.html |archive-date=13 August 2022 |access-date=13 August 2022 |website=Stadt Köln}}</ref><ref>{{Cite web |title=B51n: Ortsumgehung Köln-Meschenich - Bauphase |trans-title=B51n: Bypass Cologne-Meschenich - Construction Phase |url=https://www.strassen.nrw.de/de/b51n-ortsumgehung-koeln-meschenich-bauphase.html |url-status=live |access-date=22 April 2023 |website=Straßen.NRW |language=de |archive-date=22 April 2023 |archive-url=https://web.archive.org/web/20230422144423/https://www.strassen.nrw.de/de/b51n-ortsumgehung-koeln-meschenich-bauphase.html }}</ref>

The second stage of the project, continuing the line from the northern to the southern end of Meschenich, was also approved and planning was started.<ref name=":1" />

=== East-West axis ===
With line 1 being the 2nd most used line<ref name="line 1">{{Cite web |last=Weiß |first=Regina |date=12 June 2018 |title=Von Ost nach West von West nach Ost – die Linie 1 |trans-title=From east to west from west to east – line 1 |url=https://blog.kvb-koeln.de/von-ost-nach-west-von-west-nach-ost-die-linie-1 |url-status=live |archive-url=https://web.archive.org/web/20210918004306/https://blog.kvb-koeln.de/von-ost-nach-west-von-west-nach-ost-die-linie-1 |archive-date=18 September 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> and line 7 and 9 running on the same surface-level tracks in the city center, the rail section at [[Neumarkt station|Neumarkt]] is operating at capacity,<ref name="rush hour" /> while more capacity is needed especially on line 1. To address this growing issue, new {{Convert|90|m|ft|abbr=on}} long trains will be used, increasing capacity by 50%. This upgrade needs longer platforms however, for which line 1 has been divided into four parts that need different kinds of upgrades.<ref name="east west rail expansion">{{Cite web |title=Kapazitätserweiterung auf der Ost-West-Achse – Stadt Köln |url=https://www.stadt-koeln.de/artikel/66555/index.html |url-status=live |access-date=3 September 2022 |website=Stadt-Köln |language=de |archive-date=3 September 2022 |archive-url=https://web.archive.org/web/20220903211941/https://www.stadt-koeln.de/artikel/66555/index.html }}</ref>

==== West ====
This part between [[Köln-Weiden West station|Weiden West]] and Universitätsstraße runs completely on the surface in the middle of Aachener Straße. In this part, platforms and turning loops will have to be upgraded to fit the longer trains. Planning started in 2018, and between August 15 and 4 September 2022, feedback for the plans could be given online.<ref>{{Cite web |date=15 August 2022 |title=Planungen Bereich West {{!}} Beteiligungsportal der Stadt Köln |url=https://meinungfuer.koeln/owa-west |url-status=live |access-date=3 September 2022 |website=Beteiligungsportal der Stadt Köln |language=de |archive-date=3 September 2022 |archive-url=https://web.archive.org/web/20220903211945/https://meinungfuer.koeln/owa-west }}</ref> Construction is expected to start in the middle of 2027.<ref name="east west rail expansion" />

==== City Center ====
This part lies between [[Moltkestraße station|Moltkestraße]] and [[Heumarkt station|Heumarkt]]. At stations Moltkestraße and [[Rudolfplatz station|Rudolfplatz]] its two tracks run separate on one-way streets, and it then runs in the middle of the street until Heumarkt. Because of the demand in this part, both building a tunnel and a major surface-expansion are considered. The stations not rebuilt underground, whether because no tunnel is built or because it is to short to reach them, will be lengthened to accommodate the longer trains as well. Which option to use was to be decided until Q3 of 2023, but has been postponed, possibly until the start of 2024.<ref name=":2" /> Planning is anticipated to take until 2026, with construction starting in 2029 at the earliest. When construction will be finished is unclear, as it depends on the chosen option.<ref name="east west rail expansion" />

Currently the parties of [[Christian Democratic Union of Germany|CDU]], [[Social Democratic Party of Germany|SPD]] and [[Free Democratic Party (Germany)|FDP]] are for a tunnel solution, while [[Alliance 90/The Greens|Bündnis 90/The Greens]], [[The Left (Germany)|The Left]] and [[Volt Germany|Volt]] prefer a surface solution. The former group however does not have the majority in the city council as it is missing just a few people.<ref name=":2" />

===== Tunnel-expansion =====
The different tunnel options, all starting at [[Deutz Suspension Bridge|Deutzer Brücke]] (Deutz Bridge), run to:
# Neumarkt on lines 1, 7 and 9 ("short tunnel")
# Rudolfplatz on lines 1, 7 and Dasselstraße/Bf Süd on line 9 ("middle long tunnel")
# Melaten on lines 1,7 and University on line 9 in separate tunnels ("long tunnel variant A")
# Melaten on lines 1,7 and University on line 9 with a shared tunnel until Moltkestraße and subsequent routing through the green belt ("long tunnel variant B")<ref>{{Cite web |last=Meyer |first=Gudrun |date=14 March 2018 |title=Ausbau der Ost-West-Achse Kölns große Chance |trans-title=Expansion of the East-West-Axis Cologne's big chance |url=https://blog.kvb-koeln.de/ausbau-der-ost-west-achse-koelns-grosse-chance |url-status=live |archive-url=https://web.archive.org/web/20210117021607/https://blog.kvb-koeln.de/ausbau-der-ost-west-achse-koelns-grosse-chance |archive-date=17 January 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>
In an open discussion with residents, Stadtbahn users and car users in mid-2018, options 1 and 4 were rejected by everyone, while car users are against a tunnel completely. Stadtbahn users favour no tunnel or option 3, and residents support option 2 more than 3. Originally only options 1 and 2 could have been financed by the state of NRW, while 3 and 4 would have required large expenses of the city,<ref>{{Cite web |last=Meyer |first=Gudrun |date=17 July 2018 |title=Bürgerbeteiligung Ost-West-Achse: Was wollen die Kölner/innen? |trans-title=Public participation East-West-Axis: What do the people want? |url=https://blog.kvb-koeln.de/ober-oder-unterirdisch-die-buergerbeteiligung-zur-ost-west-achse |url-status=live |archive-url=https://web.archive.org/web/20210813142126/https://blog.kvb-koeln.de/ober-oder-unterirdisch-die-buergerbeteiligung-zur-ost-west-achse |archive-date=13 August 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> but changes in the funding requirements mean that funding of a tunnel to Melaten is now possible as well.<ref name=":2">{{Cite web |last=Gross |first=Paul |date=8 May 2023 |title=Köln - Ost-West-Achse: Neumarkt und Rudolfplatz könnten vier unterirdische Ebenen bekommen |trans-title=Cologne - East-West axis: Neumarkt and Rudolfplatz could get four underground floors |url=https://www.ksta.de/koeln/koelner-innenstadt/koeln-neumarkt-und-rudolfplatz-koennten-vier-unterirdische-ebenen-bekommen-566157 |url-status=live |access-date=8 May 2023 |website=Kölner Stadt-Anzeiger |language=de |archive-date=8 May 2023 |archive-url=https://web.archive.org/web/20230508063107/https://www.ksta.de/koeln/koelner-innenstadt/koeln-neumarkt-und-rudolfplatz-koennten-vier-unterirdische-ebenen-bekommen-566157 }}</ref>

The tunnel plan presented to the city council in May 2023 is one of the long variants to Melaten. The exact plans are yet to be released to the public, but reports by news agencies state the following:<ref name=":2" />

* Heumarkt station will need only minor changes to make launching the planned tunnel-boring machines possible.
* At Neumarkt station, two new underground levels with two platforms each are planned, one for lines 1 and 7 and one for line 9 remove the at-grade crossing currently present at the surface station. During the construction work the Innenstadttunnel, which was not built to accomodate the new tunnel beneath it, needs to be closed, with the current underground station then functioning as a temporary dead-end station for lines 3, 4 and 18.
* Rudolfplatz station will be the lowest part of the whole tunnel at {{Convert|35|m|ft|abbr=on}} below the surface. This is because the Ringe-Tunnel had some provisions for this new tunnel, but those do not adhere to modern standards making them unusable. The large depth is because a safety distance to these needs to be kept, and because a fourth level, probably a mezzanine, will be built.<ref name=":2" />

===== Surface-expansion =====
The plans for the option of a surface expansion were made public in November 2022. The plans aim on using a lot of the space currently given to cars for larger platforms, bicylce lanes or sidewalks. Most of the route only has one motor vehicle lane per direction planned, and bicycles would be given wide paths along the whole route. By default, stations are built with side platforms.<ref name=":3">{{Cite web |date=16 November 2022 |title=3. Fachgespräch zur Ost-West-Achse am 16. November 2022 |trans-title=3rd technical discussion about the East-West axis on 16 November 2022 |url=https://www.stadt-koeln.de/mediaasset/content/pdf66/umgestaltung/ost-west-achse-3-fachgespraech-2022-11-16-praesentation.pdf |url-status=live |access-date=8 May 2023 |website=Stadt Köln |language=de}}</ref>

* At Neumarkt, the westbound car lane would be completely removed, only leaving traffic heading to the east, while bicycles would still be able to pass the square in both directions. The plan aims for two island platforms each handling one direction of train traffic. The turning loop is completely removed in the plans. By choosing this option, the square will be integrated much better into the city center as there won't be any traffic separating the two.
* From Rudolfplatz to Moltkestraße, the trains will run on Aachener Straße in both directions, while the motor vehicle traffic will move completely to Richard-Wagner Straße.
* Moltkestraße station will most likely be built between Moltkestraße and Brüsseler Straße, but a different option right below the future S-Bahn station Aachener Straße is also being considered.<ref name=":3" />

==== Tunnel ====
The part between [[Deutzer Freiheit station|Deutzer Freiheit]] and Fuldaer Straße is already a tunnel with sufficiently long platforms. In this part accessibility will be improved and fire protection will be upgraded for the increasing amount of passengers.<ref name="east west rail expansion" />

==== East ====
The part between Höhenberg Frankfurter Straße and [[Bensberg station|Bensberg]] is overground and will be upgraded to feature longer stations, with the exception of Bensberg which is underground and already features long enough platforms, but will get improved fire protection like the other underground stations. Construction is expected to start in the middle of 2026.<ref name="east west rail expansion" />

=== Extension of line 17 to Bonn and line 7 to Langel ===
After the ''Nord-Süd-Stadtbahn'' is finished, line 17 will run alongside line 16 from [[Reichenspergerplatz station|Reichenspergerplatz]] to Sürth with a 5 min headway. The line will be extended to Bonn Hbf east of the Rhine, with the planning split into four parts:

#Building a new rail and pedestrian bridge across the Rhine, going from Godorf to Langel, and building the station ''Langel Süd'', shared with line 7.
#New track and two stations in Lülsdorf
#Upgrading a mostly single-track non-electrified freight railway between Lülsdorf, [[Niederkassel]], Rheidt and Mondorf, including 8 new stations.
#Building new track along a street between Mondorf/Bergheim and [[Beuel|Bonn-Beuel]] with 4 stations, which connects to the tracks of lines 66 and 67, from where the terminus Bonn Hbf. is then reached.
Alongside this extension, line 7 will also be extended to a new terminus in ''Langel Süd'', connecting to line 17. This is split in two parts:

# Extension from the terminus Zündorf, then ''Zündorf Nord'' to ''Zündorf Süd'' with 2 new stations''.''
# Extension from Zündorf to Langel, including 3 stations in Langel and the connection to line 17.

The project is planned to be completed in 2030, with the exception of the bridge across the Rhine, which has no estimated completion date as of now.<ref>{{Cite web |date=17 May 2022 |title=Stadtbahn Bonn-Niederkassel-Köln (Linie 17) und Verlängerung Linie 7 |trans-title=Stadtbahn Bonn-Niederkassel-Köln (line 17) and extension of line 7 |url=https://ratsinformation.stadt-koeln.de/vo0050.asp?__kvonr=105940 |url-status=live |access-date=14 January 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=14 January 2023 |archive-url=https://web.archive.org/web/20230114234211/https://ratsinformation.stadt-koeln.de/vo0050.asp?__kvonr=105940 }}</ref>

=== Stepless access to all platforms and trains ===
Because parts of the network were built before accessibility was a concern, many older stations don't feature elevators/ramps to get from street level to the platform without steps. Also, because the network started as a tram, was then partially operated with high-floor Stadtbahn vehicles, and then split into a high-floor (HF) and low-floor (LF) network, some platforms still don't feature level boarding, requiring the users to climb a few steps to enter the train. Seven of these stations can't be upgraded, because they're served by both HF and LF vehicles, while others could, but just haven't been upgraded yet. The LF lines feature level boarding everywhere, as they're compatible with old tram platforms, but parts at both ends of the trains are not accessible. Also a few LF platforms can't be reached without climbing steps, a notable example being the highly used station Friesenplatz. Equipping the HF lines with matching platforms could only be started in 2003, as until then large parts of the network were served by HF and LF lines. First the city center tunnel was converted step-by-step, and in 2010 lines 3 and 4 became the first to be fully accessible. Since then the missing platforms are concentrated on the lines 13 and 16, with a few missing on the other HF lines. Out of the 352 stations, 32 are not accessible, 12 have limited accessibility and 308 are fully accessible.<ref name="routes without steps">{{Cite web |date=December 2021 |title=Touren ohne Treppen Flyer |trans-title=Routes without steps |url=https://www.kvb.koeln/service/barrierefreiheit.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=906 |url-status=live |access-date=26 July 2022 |website=Kölner Verkehrs Betriebe AG |archive-date=26 July 2022 |archive-url=https://web.archive.org/web/20220726104943/https://www.kvb.koeln/service/barrierefreiheit.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=906 }}</ref>
{| class="wikitable"
|+
!Line
!style="background:#{{rcr|Cologne Stadtbahn|1}}; color:#fff; text-align:center;"| '''1'''
!style="background:#{{rcr|Cologne Stadtbahn|3}}; color:#fff; text-align:center;"| '''3'''
!style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;"| '''4'''
!style="background:#{{rcr|Cologne Stadtbahn|5}}; color:#fff; text-align:center;"| '''5'''
!style="background:#{{rcr|Cologne Stadtbahn|7}}; color:#fff; text-align:center;"| '''7'''
!style="background:#{{rcr|Cologne Stadtbahn|9}}; color:#fff; text-align:center;"| '''9'''
!style="background:#{{rcr|Cologne Stadtbahn|12}}; color:#fff; text-align:center;"| '''12'''
!style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;"| '''13'''
!style="background:#{{rcr|Cologne Stadtbahn|15}}; color:#fff; text-align:center;"| '''15'''
!style="background:#{{rcr|Cologne Stadtbahn|16}}; color:#fff; text-align:center;"| '''16'''
!style="background:#{{rcr|Cologne Stadtbahn|17}}; color:#fff; text-align:center;"| '''17'''
!style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;"| '''18'''
!Total
|-
|Stations
|37
|31
|29
|17
|33
|24
|27
|23
|23
|50
|8
|50
|352
|-
|with HF platforms
| –
|31
|29
|14
| –
| –
| –
| 9
| –
|40
|8
|47
|178
|-
|with LF platforms
|37
| –
| –
|3 <ref group="H">Appellhofplatz/Zeughaus, Subbelrather Str./Gürtel, Nußbaumerstr.</ref>
|33
|24
|27
|14 <ref group="H">Berrenrather Str./Gürtel, Euskirchener Str., Zülpicher Str./Gürtel, Gleueler Str./Gürtel, Dürener Str./Gürtel, Wüllnerstr., Aachener Str./Gürtel, Melatengürtel, Weinsbergstr./Gürtel, Subbelrather Str./Gürtel, Nußbaumerstr., Escher Str., Geldernstr./Parkgürtel, Slabystr.</ref>
|23
|10 <ref group="H">Reichenspergerplatz, Barbarossaplatz, Eifelstr., Ulrepforte, Chlodwigplatz, Ubierring, Urfeld, Widdig, Uedorf, Hersel</ref>
| –
|3 <ref group="H">Slabystr., Reichenspergerplatz, Barbarossaplatz</ref>
|174
|}
<references group="H" />

=== Longer trains and platforms ===
Because of the increasing demand throughout the system that can no longer be met by increasing frequency in some parts of the system,<ref name="rush hour" /><ref name="line 1" /> lines 1, 4, 9, 13 and 18 will be operated by longer trains in the future. Line 1 and possibly line 9 will have their platforms lengthened to {{Convert|90|m|ft|abbr=on}} as part of the east–west rail project, and will then be operated by {{Convert|90|m|ft|abbr=on}} long trains.<ref name="low floor trains">{{Cite web |title=Niederflurfahrzeuge |trans-title=Low floor trains |url=https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/niederflur.html |url-status=live |archive-url=https://web.archive.org/web/20220617213936/https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/niederflur.html |archive-date=17 June 2022 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref> Lines 4, 13 and 18 will have in total 39 platforms upgraded to accommodate new {{Convert|70|m|ft|abbr=on}} long trains and add sufficient fire protection for the increasing number of passengers in underground stations.<ref>{{Cite web |title=KVB modernisiert ihre Stadtbahn-Flotte |trans-title=KVB modernizes its Stadtbahn vehicles |url=https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/ |url-status=live |access-date=26 July 2022 |website=Kölner Verkehrs Betriebe AG |language=de |archive-date=26 July 2022 |archive-url=https://web.archive.org/web/20220726145121/https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/ }}</ref><ref name="customer magazine 57">{{Cite web |date=December 2021 |title=Kundenzeitung der KVB Ausgabe 57 (Dezember 2021) |trans-title=KVB Customer magazine 57 (December 2021) |url=https://www.kvb.koeln/unternehmen/presse/publikationen/koelntakt.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=3506 |url-status=live |access-date=25 July 2022 |website=Kölner Verkehrs Betriebe AG |language=de |archive-date=17 January 2022 |archive-url=https://web.archive.org/web/20220117102915/https://www.kvb.koeln/unternehmen/presse/publikationen/koelntakt.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=3506 }}</ref>

=== Other plans ===
All of these plans have been brought up by a political party, and some are in different planning stages currently.
{| class="wikitable"
|+
!Line
!Expansion
|-
| style="background:#{{rcr|Cologne Stadtbahn|1}}; color:#fff; text-align:center;" | '''1'''
|Extension from [[Bensberg|Bergisch Gladbach-Bensberg]] from further east [[Moitzfeld|Bergisch Gladbach-Moitzfeld]] to [[Gladbach-Herkenrath]] Kürten-Spitze.<ref>{{cite web |author=Claus Boelen-Partile |title=Der Zug ist noch nicht abgefahren |trans-title=The train has not yet been moved |url=http://www.ksta.de/region/rhein-berg-oberberg/kuerten/verlaengerung-der-strassenbahnlinie-1-der-zug-ist-noch-nicht-abgefahren-22746266 |url-status=live |archive-url=https://web.archive.org/web/20220705142225/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9yZWdpb24vcmhlaW4tYmVyZy1vYmVyYmVyZy9rdWVydGVuL3ZlcmxhZW5nZXJ1bmctZGVyLXN0cmFzc2VuYmFobmxpbmllLTEtZGVyLXp1Zy1pc3Qtbm9jaC1uaWNodC1hYmdlZmFocmVuLTIyNzQ2MjY2P2NiPTE2NTcwMzA5NDU5MTcmIiwicmVmZXJyZXIiOiIiLCJzdWJkb21haW4iOiJ3d3cifQ== |archive-date=5 July 2022 |access-date=28 August 2017}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;" | '''4'''
|Connection of the district Widdersdorf from Mengenich. The city initially preferred a variant using line 1 due to lower costs and better service for residents,<ref>{{cite web |title=Tagesordnungspunkt |url=https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=190629 |url-status=live |archive-url=https://web.archive.org/web/20181203202719/https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=190629 |archive-date=3 December 2018 |access-date=14 April 2018 |website=ratsinformation.stadt-koeln.de}}</ref> but it was decided that line 4 should be used.<ref>{{Cite web |last=Attenberger |first=Tim |date=18 January 2022 |title=KVB: Stadtbahn-Linie 4 soll bis Köln-Widdersdorf fahren |trans-title=KVB: Line 4 planned to run to Cologne-Widdersdorf |url=https://www.ksta.de/koeln/kvb-stadtbahn-linie-4-soll-bis-koeln-widdersdorf-fahren-39390822 |url-status=live |access-date=25 July 2022 |website=Kölner Stadt-Anzeiger |archive-date=18 January 2022 |archive-url=https://web.archive.org/web/20220118193944/https://www.ksta.de/koeln/kvb-stadtbahn-linie-4-soll-bis-koeln-widdersdorf-fahren-39390822 }}</ref> A later continuation to [[Niederaußem]] is also considered.<ref>{{Cite web |last=Teichert |first=Florian |date=15 September 2021 |title=Rhein-Erft: Große Zustimmung für Stadtbahnlinie von Köln über Pulheim nach Niederaußem |trans-title=Rhein-Erft: High approval for line from Cologne via Pulheim to Niederaußem |url=https://www.ksta.de/region/rhein-erft/rhein-erft-grosse-zustimmung-fuer-stadtbahnlinie-von-koeln-ueber-pulheim-nach-niederaussem-39031342 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=5 November 2021 |archive-url=https://web.archive.org/web/20211105073522/https://www.ksta.de/region/rhein-erft/rhein-erft-grosse-zustimmung-fuer-stadtbahnlinie-von-koeln-ueber-pulheim-nach-niederaussem-39031342 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;" | '''4'''
|An extension from Schlebusch station to a clinic inside [[Schlebusch]] or even to the city of [[Odenthal]] is in discussion, but the existing line would have to be double-tracked first.<ref name="line 4" />
|-
| style="background:#{{rcr|Cologne Stadtbahn|5}}; color:#fff; text-align:center;" | '''5'''
|Extension from Butzweilerhof to Longerich, where it could connect to the [[S-Bahn Rhein-Ruhr]] and / or line 15.
|-
| style="background:#{{rcr|Cologne Stadtbahn|7}}; color:#fff; text-align:center;" | '''7'''
|Extension to the new development area [[Grube Carl]] in [[Frechen]] and possibly further to [[Habbelrath|Frechen-Habbelrath]]. An extension to [[Kerpen]] is also already in discussion.<ref>{{Cite web |last=Reinartz |first=Patrick |date=7 October 2020 |title=KVB-Linie 7: Nächster Schritt zur Verlängerung der Strecke von Frechen nach Kerpen |trans-title=Line 7: Next step for the expansion from Frechen to Kerpen |url=https://www.ksta.de/region/rhein-erft/frechen/kvb-linie-7-naechster-schritt-zur-verlaengerung-der-strecke-von-frechen-nach-kerpen-37448278 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|Extension from Sülzgürtel to the Rhine following the [[List of streets in Cologne#Cologne Belt|cologne belt]].<ref name="line 13" /> Currently, both a surface and underground track are considered.<ref name="line 14 proposal">{{Cite web |last=Damm |first=Andreas |date=8 March 2021 |title=KVB-Linie 13: Stadtverwaltung verärgert mit U-Bahn-Ausschreibung – Linie 14 als Option |trans-title=Line 13: City council not happy with underground proposal – line 14 as an option |url=https://www.ksta.de/koeln/kvb-linie-13-stadtverwaltung-veraergert-mit-u-bahn-ausschreibung---linie-14-als-option-38151972 |url-status=live |access-date=25 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=9 March 2021 |archive-url=https://web.archive.org/web/20210309115220/https://www.ksta.de/koeln/kvb-linie-13-stadtverwaltung-veraergert-mit-u-bahn-ausschreibung---linie-14-als-option-38151972 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|Extension from Mülheim to Ostheim and later to the S-Bahnhof Frankfurter Straße<ref name="line 13" /> or completing the ring including a new crossing of the Rhine.<ref>{{Cite web |date=27 September 2022 |title=ÖPNV-Netzentwicklung - Sachstand 2022 |url=https://ratsinformation.stadt-koeln.de/vo0050.asp?__kvonr=107470 |url-status=live |access-date=16 February 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=14 January 2023 |archive-url=https://web.archive.org/web/20230114205255/https://ratsinformation.stadt-koeln.de/vo0050.asp?__kvonr=107470 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|10 stations from Berrenrather Straße/Gürtel to Venloer Straße/Gürtel will be upgraded with high-floor platforms, and some will be lengthened.<ref>{{Cite web |date=23 August 2022 |title=Beschlussvorlage - 0150_2022_Beschlussvorlage_Rat.pdf |url=https://buergerinfo.stadt-koeln.de/getfile.asp?id=801064&type=do |url-status=live |access-date=28 September 2022 |website=Informationssystem für Bürgerinnen und Bürger der Stadt Köln |language=de |archive-date=28 September 2022 |archive-url=https://web.archive.org/web/20220928170701/https://buergerinfo.stadt-koeln.de/getfile.asp?id=801064&type=do }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|Construction of two additional stations at Niehler Straße and Bolternstraße. Both will be elevated and equipped with side-platforms suitable for {{Convert|70|m|ft|abbr=on}} long trains.<ref>{{Cite web |date=26 September 2022 |title=Neubau von zwei Stadtbahnhaltestellen im Bezirk Nippes |url=https://meinungfuer.koeln/group/zwei-neue-haltestellen-fuer-die-linie-13 |url-status=live |access-date=28 September 2022 |website=Beteiligungsportal der Stadt Köln |language=de |archive-date=28 September 2022 |archive-url=https://web.archive.org/web/20220928172008/https://meinungfuer.koeln/group/zwei-neue-haltestellen-fuer-die-linie-13 }}</ref>
|-
| style="background:#888; color:#fff; text-align:center;" | '''14'''
|Construction of a new circumferential low-floor line that runs from the university on Universitätsstraße, Weißhausstraße and through Raderberg and Bayenthal before reaching the Rhine. The line could then be extended north to Ehrenfeld on Universitätsstraße/Innere Kanalstraße, and in the south it could run over a new bridge across the Rhine connecting with line 7.<ref name="line 14 proposal" /><ref name="line 14">{{Cite web |last=Akyüz |first=Adnan |date=5 March 2021 |title=Köln: Grüne fordern neue Straßenbahn-Linie 14 der KVB |url=https://www.express.de/koeln/koeln-gruene-fordern-neue-strassenbahn-linie-14-der-kvb-48057 |url-status=live |access-date=25 July 2022 |website=Express |language=de |archive-date=25 July 2022 |archive-url=https://web.archive.org/web/20220725131604/https://www.express.de/koeln/koeln-gruene-fordern-neue-strassenbahn-linie-14-der-kvb-48057 }}</ref>
|-
|{{diagonal split header|{{color|#fff|12}}|{{color|#fff|15}}|#{{rcr|Cologne Stadtbahn|12}}|#{{rcr|Cologne Stadtbahn|15}}}}
|Extension of the tunnel on the Neusser Straße from Mollwitzstraße to Wilhelm-Sollmann-Straße, as originally planned when the tunnel was built.
|-
|{{diagonal split header|{{color|#fff|3}}|{{color|#fff|18}}|#{{rcr|Cologne Stadtbahn|3}}|#{{rcr|Cologne Stadtbahn|18}}}}
|Extension from Thielenbruch to the city center of Bergisch Gladbach through the closed down Paper Fabric Zanders, which will restore a connection that had been present until 1958.<ref>{{Cite web |last=Boelen-Theile |first=Claus |date=22 January 2022 |title=KVB-Station auf Zanders-Gelände? Straßenbahn soll wieder nach Gladbach kommen |trans-title=KVB station on Zanders ground? Stadtbahn planned to run to Gladbach again |url=https://www.ksta.de/region/rhein-berg-oberberg/bergisch-gladbach/kvb-station-auf-zanders-gelaende--strassenbahn-soll-wieder-nach-gladbach-kommen-39391144 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=20 January 2022 |archive-url=https://web.archive.org/web/20220120080527/https://www.ksta.de/region/rhein-berg-oberberg/bergisch-gladbach/kvb-station-auf-zanders-gelaende--strassenbahn-soll-wieder-nach-gladbach-kommen-39391144 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;" | '''18'''
|Building a short tunnel below [[List of streets in Cologne#Militärringstraße|Militärringstraße]] to enable trains to cross the intersection every 5 minutes which is needed for the extension to Hürth-Center.<ref>{{Cite web |last=Eickler |first=Marion |date=27 January 2016 |title=Verkehr in Köln: Kreuzung am Militärring bekommt einen KVB-Tunnel |trans-title=Traffic in Cologne: Intersection at Militärring gets a new tunnel |url=https://www.ksta.de/koeln/lindenthal/kreuzung-am-militaerring-bekommt-kvb-tunnel-sote-23527634 |url-status=live |archive-url=https://web.archive.org/web/20160503091853/http://www.ksta.de/koeln/lindenthal/kreuzung-am-militaerring-bekommt-kvb-tunnel-sote-23527634 |archive-date=3 May 2016 |access-date=23 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;" | '''18'''
|Extending the city center tunnel ending at [[Barbarossaplatz station|Barbarossaplatz]] to the green belt, while building a new station at [[Köln Süd station|Bf Süd]]. Concstruction can only be started, when line 16 has moved into the new North-South-Tunnel.<ref>{{Cite web |last=Hendorf |first=Matthias |date=17 October 2022 |title=Barbarossaplatz Köln: Politik beklagt „Beamtenmikado“ |url=https://www.ksta.de/koeln/koelner-innenstadt/barbarossaplatz-koeln-politik-beklagt-beamtenmikado-352906 |url-status=live |access-date=8 May 2023 |website=Kölner Stadt-Anzeiger |language=de |archive-date=11 November 2022 |archive-url=https://web.archive.org/web/20221111165638/https://www.ksta.de/koeln/koelner-innenstadt/barbarossaplatz-koeln-politik-beklagt-beamtenmikado-352906 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;" | '''18'''
|Double-tracking the whole line to enable 10 minute headways from Cologne to Bonn on this route. Funding was approved in May 2023 and planning work started afterwards.<ref>{{Cite web |date=8 May 2023 |title=Meilenstein für den Ausbau der Stadtbahnlinie 18 |trans-title=Milestone of the expansion of Stadtbahn line 18 reached |url=https://www.bonn.de/pressemitteilungen/mai-2023/meilenstein-fuer-den-ausbau-der-stadtbahnlinie-18.php |url-status=live |access-date=8 May 2023 |website=Bundesstadt Bonn |language=de}}</ref>
|-
|{{diagonal split header|{{color|#fff|18}}|{{color|#fff|19}}|#{{rcr|Cologne Stadtbahn|18}}|#888}}
|Stichstrecke from [[Hermülheim|Hürth-Hermülheim]] to [[Hürth|Hürth-Center]] as part of line 18's service, this new service will probably operate as line 19.<ref>{{Cite web |last=Engels |first=Andreas |date=19 June 2021 |title=Hürther Verwaltung will sparen: Geplante Stadtbahn soll sonntags nicht fahren |trans-title=Hürth's council wants to cut corners: Planned Stadtbahn line won't run on Sundays |url=https://www.ksta.de/region/rhein-erft/huerth/huerther-verwaltung-will-sparen-geplante-stadtbahn-soll-sonntags-nicht-fahren-38497904 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=7 January 2022 |archive-url=https://web.archive.org/web/20220107052853/https://www.ksta.de/region/rhein-erft/huerth/huerther-verwaltung-will-sparen-geplante-stadtbahn-soll-sonntags-nicht-fahren-38497904 }}</ref>
|-
| style="background:#888; color:#fff; text-align:center;" | '''?'''
|Construction of a new railway line from Deutz to [[Flittard]] and the headquarters and route over the planned district of Mülheim-Süd; A further connection to [[Leverkusen]] (- Wiesdorf) or even to (- Opladen) is discussed.<ref>{{cite web |title=Kölner Initiative fordert Straßenbahn-Trasse bis Flittard |trans-title=Cologne initiative calls for tramway route to Flittard |url=http://www.ksta.de/koeln/muelheim/strassenbahn-trasse-bis-flittard-sote-23310146 |url-status=live |archive-url=https://web.archive.org/web/20160310003519/http://www.ksta.de/koeln/muelheim/strassenbahn-trasse-bis-flittard-sote-23310146 |archive-date=10 March 2016 |access-date=28 August 2017 |language=de}}</ref>
|}
==Rolling stock==
{{more citations needed|section|date=September 2022}}
Since the last traditional tramcars were retired in 2006, the Stadtbahn's active rolling stock consists exclusively of modern [[Articulated tram|articulated]] [[light rail vehicle]]s. All of them are about {{convert|30|m|ftin|abbr=on}} long, {{convert|2.65|m|ftin|abbr=on}} wide, seat approximately 70 passengers and are approved for speeds of up to {{convert|80|km/h|abbr=on}}. With rare exceptions, all services are operated by two units coupled together.<gallery widths="220" heights="165">
File:KVB2252 Schoenhauser Str.jpg|alt=|Third-generation Type B LRV in new livery on line 16
File:K4000 Koeln Zollstock.jpg|alt=|A K4000 low-floor tram in old livery on line 12
File:K4500 VB Presentation.jpg|alt=|A newer K4500 tram at its presentation on 18 April 2005
File:KVB5102 AeussereKanalstrasse.jpg|alt=|Two K5000 high-floor trams on lines 3 (left) and 4 (right)
File:Kvb koeln 2422.jpg|alt=|Refurbished train 2422 at Gleueler Str./Gürtel
File:Stadtbahn HF6 Koeln.jpg|alt=|A HF6 train at station Venloer Straße/Gürtel on line 13
</gallery>

===Stadtbahnwagen B===
In 1973, Cologne received two prototypes of the [[Duewag]] [[Stadtbahnwagen B]] LRV. Since then, 172 units in four batches were delivered to Cologne until 1996. The first series (2000) is currently being retired, with only four units (2031, 2032, 2035 and 2049) currently remaining in service, the other units were either scrapped, sold to [[Istanbul Tram]], or in the case of unit 2012, donated to the [[Straßenbahn-Museum Thielenbruch]].

On 8 October 2022, a series 2300 Stadtbahnwagen Typ B caught on fire in the underground station [[Ebertplatz station|Ebertplatz]].<ref>{{Cite web |last1=Attenberger |first1=Tim |last2=Hahn |first2=Sebastian |last3=Pichireddu |first3=Sara |last4=Görtz |first4=Oliver |date=9 October 2022 |title=Sechs Personen nach Feuer am Ebertplatz verletzt |trans-title=Six people injured after fire at Ebertplatz |url=https://www.ksta.de/koeln/koelner-innenstadt/koeln-mehrere-verletzte-bei-brand-an-kvb-haltestelle-ebertplatz-345958 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155209/https://www.ksta.de/koeln/koelner-innenstadt/koeln-mehrere-verletzte-bei-brand-an-kvb-haltestelle-ebertplatz-345958 }}</ref> The cause was determined to be a technical failure by a component beneath the steps,<ref>{{Cite web |last=Attenberger |first=Tim |date=11 October 2022 |title=KVB beauftragt Gutachten zur Brandursache |url=https://www.ksta.de/koeln/ebertplatz-koeln-kvb-beauftragt-gutachten-zum-brand-einer-u-bahn-347642 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155205/https://www.ksta.de/koeln/ebertplatz-koeln-kvb-beauftragt-gutachten-zum-brand-einer-u-bahn-347642 }}</ref> and later narrowed down to an overheated power converter responsible for the breaks.<ref name="operation stop series 2300">{{Cite web |last=Berger |first=Peter |date=27 October 2022 |title=KVB zieht 32 Stadtbahn-Fahrzeuge aus dem Verkehr |url=https://www.ksta.de/koeln/koeln-kvb-zieht-rund-30-stadtbahn-fahrzeuge-aus-dem-verkehr-354056 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155205/https://www.ksta.de/koeln/koeln-kvb-zieht-rund-30-stadtbahn-fahrzeuge-aus-dem-verkehr-354056 }}</ref> The KVB then temporarily stopped operating the 33 (one source says 32<ref name="operation stop series 2300" />) trains of the series on 27 October 2022, and started operating lines 3, 5 and 13 with single, {{Convert|30|m|ft|abbr=on}} long, trains, which lead to overcrowding.<ref>{{Cite web |date=28 October 2022 |title=33 KVB-Bahnen fallen aus – So reagieren die Kölner |trans-title=33 KVB-trains not operating – how Cologne's residents react |url=https://www.ksta.de/koeln/kvb-koeln-33-strassenbahnen-fallen-aus-so-reagieren-die-kunden-366461 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155202/https://www.ksta.de/koeln/kvb-koeln-33-strassenbahnen-fallen-aus-so-reagieren-die-kunden-366461 }}</ref> The manufacturer of the component, [[ABB]], supplied a software update to KVB, which was approved by the technical authority on 10 November, and the operation of the trains resumed on 11 November 2022, the start of [[Cologne Carnival|carnival]] season in Cologne.<ref>{{Cite web |last=Attenberger |first=Tim |date=10 November 2022 |title=KVB setzt Hochflurbahnen wieder im Kölner Netz ein |trans-title=KVB resumes operation of high-floor trains in Cologne |url=https://www.ksta.de/koeln/koeln-hochflurbahnen-der-kvb-wieder-im-einsatz-370038 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155207/https://www.ksta.de/koeln/koeln-hochflurbahnen-der-kvb-wieder-im-einsatz-370038 }}</ref>
===Low-floor LRVs (K4000 and K4500)===
After tests with a low-floor tram from [[Vienna]], a similar vehicle was developed for Cologne by [[Bombardier Transportation]], later becoming part of Bombardier's standardized [[Bombardier Flexity Swift]] family. A total of 124 low-floor trams were delivered between 1995 and 1998, referred to as "K4000", with these vehicles receiving numbers starting with 4001. The [[Bombardier CR4000]] trams operating on [[Tramlink]] in Croydon, England are largely based on the K4000 stock used in Cologne.

When it was decided to create a second low-floor network, an option for high-floor vehicles was changed to additional low-floor vehicles. Bombardier developed a new low-floor tram based more on the K5000 (see below) than on the K4000. These new trams were named K4500. Delivery of 69 units started in 2005 and was completed in late 2007.

===CitySprinter===
By the time a new series of high-floor vehicles was needed, Duewag had been sold to [[Siemens Mobility|Siemens Transportation Systems]] and later dissolved, meaning that additional Type B cars were no longer being made. Siemens subsequently proposed the "[[CitySprinter]]", a high-floor derivative of its [[Combino]] series of low-floor city trams.

In August 1999, after two months of testing, the first CitySprinter prototype crashed into another tram at {{convert|50|km/h|abbr=on|sigfig=1}} at the [[Christophstraße/Mediapark station|Christophstraße/MediaPark U-Bahn station]]. The accident was caused by a simultaneous electronics shutdown resulting in the train's inability to apply its brakes. Eight people sustained serious injuries. A second prototype was produced but as a result of the crash was never delivered.

===High-floor LRVs (K5000 and K5200)===
Following the failure of the CitySprinter, Bombardier derived a high-floor tram from the K4000. 59 units, named K5000, were delivered in 2002 and 2003. The numbering was changed to 5101 at short notice to avoid re-using the number 5001, which had been the number of the ill-fated CitySprinter. Another 15 vehicles of the same design, named K5200, were delivered before 2011.

The [[Bombardier M5000]] trams used on the [[Manchester Metrolink]], England are almost identical to the K5000/K5200 series used in Cologne.

=== Refurbished Stadtbahnwagen B series 2100 (now 2400) ===
Starting in 2011, the KVB and [[Bonn Stadtbahn]] converted their old series 2100 Stadtbahnwagen B to new, modern trains now classified as series 2400. In this conversion the brake system, seats, air conditioning and the vehicle's body were completely upgraded, and the second cockpit was removed. The type got its [[Eisenbahn-Bau- und Betriebsordnung|EBO]] certification in 2016, and since then the trains can operate in the whole HF network for another 30 years. The last of the 28 vehicle was certified in April 2021.

According to the KVB, upgrading the old trains for 49 million [[Euro]] saved about 40.6 million € over buying new vehicles. Additionally, the engineers servicing the trains already know every part of the trains, knowledge that first has to be gathered with new trains. The project was the first of its kind, with a local rail operator renovating their trains. The project was only possible, because of the high quality materials used in the original 2100 trains.<ref>{{Cite web |last=Anemüller |first=Stephan |date=11 May 2021 |title=Serie 2400 komplett, viel Geld gespart |trans-title=Series 2400 finished, a lot of money saved |url=https://blog.kvb-koeln.de/serie-2400-komplett-viel-geld-gespart |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=18 September 2021 |archive-url=https://web.archive.org/web/20210918064117/https://blog.kvb-koeln.de/serie-2400-komplett-viel-geld-gespart }}</ref>

=== Flexity Swift HF6 ===
Together with the [[Rheinbahn|Düsseldorf Rheinbahn]], the KVB ordered 79 trains of the type [[Bombardier Flexity Swift]] in 2015, 59 of which were intended for Düsseldorf and 20 for Cologne. Since then, the KVB converted 7 options to orders. The first of the 27 trains arrived in December 2020, and after undergoing extensive testing they started normal passenger operation about one year later. The last trains are expected to arrive in Cologne in early 2023. The new trains are capable of achieving {{Convert|80|km/h|mph|abbr=on}}, are {{Convert|28|m|ft|abbr=on}} long, about the same length as the other trains, and include 64 seats. They are designated as series 5300.<ref name="high floor trains">{{Cite web |title=Hochflurfahrzeuge |trans-title=High floor vehicles |url=https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/hochflur.html |url-status=live |access-date=26 July 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=17 June 2022 |archive-url=https://web.archive.org/web/20220617205430/https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/hochflur.html }}</ref><ref>{{Cite web |date=19 December 2020 |title=First Bombardier HF6 high-floor light rail vehicle arrives in Cologne |url=https://www.urban-transport-magazine.com/en/first-bombardier-hf6-high-floor-light-rail-vehicle-arrives-in-cologne/ |url-status=live |access-date=26 July 2022 |website=Urban Transport Magazine |language=en |archive-date=26 July 2022 |archive-url=https://web.archive.org/web/20220726202347/https://www.urban-transport-magazine.com/en/first-bombardier-hf6-high-floor-light-rail-vehicle-arrives-in-cologne/ }}</ref><ref>{{Cite web |last=Pesch |first=Matthias |date=20 March 2021 |title=Die "Neuen" sind unterwegs – Menschen bewegen |url=https://blog.kvb-koeln.de/die-neuen-sind-unterwegs |url-status=live |access-date=4 September 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=1 October 2022 |archive-url=https://web.archive.org/web/20221001085045/https://blog.kvb-koeln.de/die-neuen-sind-unterwegs }}</ref>

=== Low-floor NF12/NF6 ===
In 2020, a contract for 62 new {{Convert|60|m|ft|abbr=on}} long NF12s and 2 half as long NF6s was given to [[Alstom]] and [[Kiepe Electric]], including options for up to 11 additional NF12s and 25 additional NF6s. Delivery and testing of 2 long and 2 short trains is planned to start in July 2024, with passenger service starting a year later. The new trains are supposed to completely replace the 124 existing K4000 LRVs.<ref name="low floor trains" /><ref>{{Cite web |date=24 January 2023 |title=Beantwortung einer Anfrage Ausschuss |url=https://ratsinformation.stadt-koeln.de/getfile.asp?id=912499&type=do |url-status=live |access-date=1 February 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=31 January 2023 |archive-url=https://web.archive.org/web/20230131231527/https://ratsinformation.stadt-koeln.de/getfile.asp?id=912499&type=do }}</ref>

The trains feature many new things previously not seen in the system. Currently all trains are composed of two 30 m units, resulting in wasted space and a safety hazard where the trains are coupled together, while the new NF12's will fully use the whole length of the trains and feature a fifth set of doors in the middle. The trains will also be equipped with a collision warning system that can detect objects up to {{Convert|80|m|ft|abbr=on}} in front of the train, issuing a warning to the driver depending on the speed of the train. The trains will feature more efficient [[air conditioning]] than previous ones, better passenger information screens and sensors that enable preventive maintenance.<ref name="low floor trains" />

For the first time in the system's history, in 2021 a design mockup was constructed at [[Thielenbruch station|tram museum Thielenbruch]] used to get feedback on [[accessibility]] and the layout of the driver's cab. In 2022, another mockup was put on public display at the museum, but was criticized, because the trains feature a {{Convert|5|cm|in|abbr=on}} "step" followed by a 6% steep ramp at the doors which is to steep to comfortably climb in a wheelchair. According to the KVB the situation on the actual trains will be better than on the mockup as the gap in between platform and train was larger than in normal operation. The internal layout of the trains can't be changed retroactively and the option of ordering new trains was discarded as well, as the trains do adhere to accessibility standards. Other measures to increase accessibility like a strap at the door, additional training for the train drivers or electric ramps are in discussion.<ref name="low floor trains" /><ref>{{Cite web |date=22 November 2022 |title=TOP Ö 7.2.14: KVB – neues Niederflur Stadtbahnfahrzeug (Arbeitstitel NF12) Hier: nicht gegebene Barrierefreiheit im Modell Stand 28.07.2022 |trans-title=TOP Ö 7.2.14: KVB – new low-floor Stadtbahn vehicle (work title NF12) here: missing accessibility in a model as of July 28 2022 |url=https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=363799 |url-status=live |access-date=15 January 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=15 January 2023 |archive-url=https://web.archive.org/web/20230115130946/https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=363799 }}</ref><ref>{{Cite web |last=Gross |first=Paul |date=26 April 2023 |title=Köln: Neue KVB-Bahnen kommen trotz Hürden für Behinderte |trans-title=Cologne: New KVB-trains are coming despite obstacles for disabled |url=https://www.ksta.de/koeln/koeln-neue-kvb-bahnen-kommen-trotz-huerden-fuer-behinderte-558163 |url-status=live |access-date=8 May 2023 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

=== Train interiors ===
<gallery>
File:KVB2000erInnenraum.jpg|B100S 2000
File:KVB2100erInnenraum.jpg|B100S 2100
File:KVB2254Innenraum.jpg|B80D 2200
File:KVB2300erInnenraum rot.jpg|B80D 2300
File:4000er Innenraum.jpg|K4000
File:Innenraum eines K5000.jpg|K5000
</gallery>

== Depots and workshops ("''Betriebshöfe''") ==
The KVB has 4 large depots and workshops, as well as a few smaller parking facilities. Historically there were 17 more depots and workshops, that have since been relocated or abandoned.<ref name="current depots">{{Cite web |last=Weiß |first=Regina |date=19 April 2022 |title=Die Heimat von Bussen und Bahnen – die Betriebshöfe der KVB |url=https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=19 April 2022 |archive-url=https://web.archive.org/web/20220419091642/https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb }}</ref><ref name="former depots">{{Cite web |last=Weiß |first=Regina |date=17 May 2022 |title=Heimat der Straßen- und Pferdebahnen – ehemalige KVB-Betriebshöfe |url=https://blog.kvb-koeln.de/heimat-der-strassen-und-pferdebahnen-ehemalige-kvb-betriebshoefe |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=17 May 2022 |archive-url=https://web.archive.org/web/20220517090745/https://blog.kvb-koeln.de/heimat-der-strassen-und-pferdebahnen-ehemalige-kvb-betriebshoefe }}</ref>

=== Current depots, workshops and parking facilities ===

==== Wesseling ====
The depot and workshop in Wesseling was first constructed by the KBE in 1906. It's the smallest one, with space for just 50 trains and 30 employees, and mainly serves the trains for lines 16, 17 and 18. It's the only depot outside of Cologne, and sometimes the old Querbahn is used to connect it to line 18. It was transferred to the KVB, when the KBE closed in 1986.<ref name="current depots" />

==== Main workshop and depot in Weidenpesch ====
The current main workshop ("''Hauptwerkstatt''", HW) of the KVB was opened in 1923, when the former HW moved from Rhieler Straße to Weidenpesch. Most heavy maintenance as well as the conversion of the series 2100 to series 2400 are done here.<ref name="current depots" />

In 2021 a new modern depot opened next to the HW, with space for 64 trains and facilities to restock sand and wash the trains, and a water collection system for the washing, as well as solar panels on the roof. Along with the new depot building, new track to connect the HW and depot to Neusser Straße were constructed, reducing operating noise especially during the night.<ref>{{Cite web |last=Anemüller |first=Stephan |date=25 May 2021 |title=Neue Heimat für 64 Stadtbahnen |url=https://blog.kvb-koeln.de/neue-heimat-fuer-64-stadtbahnen |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |archive-date=18 September 2021 |archive-url=https://web.archive.org/web/20210918071925/https://blog.kvb-koeln.de/neue-heimat-fuer-64-stadtbahnen }}</ref>

==== West ====
The depot at Scheidweilerstr. exists since 1924 when the old depot, that stood where the Aachener Weiher now is, was destroyed. After World War 2, the depot was almost completely destroyed and for the time, depots Sülz and Ost were used. In 1961 to 1964 the depot as it now is was built. The depot is known as the heart of the KVB, because the control room is situated there, as well as customer service and management. In total, about 1200 employees work at the depot and the surrounding offices. The depot has space for 60 of the trains used on lines 1, 5, 7 and 13. In 2004 and 2005, the management building was renovated and 2 new buildings were built, and in 2021 the old tracks from the 1960s were replaced. The control room is one of the most modern ones in Europe since its renovation in 2014.<ref name="current depots" />

==== Merheim ====
The depot in Merheim, that opened in 1994, is the biggest and most modern, with space for 140 trains in an area of about {{Convert|8000|m2|sqyd|abbr=on}}, and 120 employees working there. After its opening the former depots East and Thielenbruch were closed. Nearly all trains, especially on lines 3 and 4, are stored and serviced here.<ref name="current depots" />

==== Stadium ====
The parking facility at the [[RheinEnergieStadion]] was built along with the sport facilities in 1923 with 8 tracks, and has since been modernized several times. It's mainly used to provide trains to visitors of sport events and some trains only used during peak hours.<ref name="current depots" />

==== Porz ====
Just behind Porz Markt station there are two tracks were the trains running to the university in the morning are parked.

==== Zündorf ====
At the south end of line 7 there's a single track for parking created in 2000. It's necessary because going there from Betriebshof West or Merheim is time-consuming and complicated, the parking facility in Porz is to small and former depots in Deutz and Porz were closed.<ref name="current depots" />

==== Deutz ====
The quad-tracked underground parking facility Deutz is just east of Bahnhof Deutz/Messe station, and was created together with the tunnel in 1983. The plans to rebuild Merheim and close Betriebshof Deutz were concrete enough already, that this parking facility was deemed necessary.<ref name="current depots" />

==== Merkenich ====
Only in 2005 a parking facility was created at the terminus of line 12 in Merkenich for trains of lines 12 and 15, because of the long time required to get there from other depots. It was built double-tracked with space for six trains per track, and was extended in 2013 with a third track, but the first track is now used to turn the trains around, while only the 2nd and 3rd are used for parking. The trains of line 15 parking here depart as line 15 in the morning, but serve line 12's route until Wilhelm-Sollman Straße, where lines 12 and 15 join. These additional services on line 12's route are not explicitly mentioned on timetables.<ref name="current depots" />

=== Former depots ===

==== Maximinenstraße ====
In Maximinenstraße there were two depots: Starting 1877 it was the main depot, workshop and office of the first horsecar system, but an expansion of the [[Köln Hauptbahnhof|Centralbahnhof]] forced it to close in 1886. In 1888 another depot was built in Maximinenstraße, that was closed in 1902 because it was deemed to small in the electrification of the system.<ref name="former depots" />

==== Kalk ====
The depot in Kalk was also opened in 1877, housing the horses and wagons of the horsecar between Deutz and Kalk, which both didn't formally belong to Cologne at that point. When the much larger Ost-Bahnhof in Deutz was opened in 1902, the depot was closed.<ref name="former depots" />

==== Nippes ====
The depot in Nippes served the horsecar lines to Nippes and Sechzig, but had to be closed in 1903 because it was to small for the electrification.<ref name="former depots" />

==== West ====
The former Betriebshof West was built in 1877 for services to Melaten and Lindenthal, and upgraded in 1902 for use with electric vehicles. The old depot was located at the junction of Dürener Straße/(Innere) Kanalstraße and was torn down when the Aachener Weiher was constructed in 1923. Only a year later the current Betriebshof West in Scheidtweiler Straße was opened, keeping the wooden halls from the old site which later burnt down due to bombing during World War 2.<ref name="former depots" />

==== Ehrenfeld ====
The depot in Gutenbergstraße was also constructed in 1877 for the service to Ehrenfeld, and was one of the few that had enough space to be upgraded in the electrification in 1901. During World War 2 it was damaged so badly, that it was closed in 1944.<ref name="former depots" />

==== ''Süd'' (South) ====
The last depot opened in 1877 was located at Koblenzer Straße in Bayenthal, where it first housed horsecars and later electric trams. The depot was modernized regularly to keep up with new vehicle technologies, but starting in the 1950s the increasingly larger vehicles were parked and serviced in depots West and ''Ost'' more and more, until the depot sharply reduced train operation in 1967, serving only for some parking during the night. A few years later the depot was only used for buses until it closed entirely in 1996.<ref name="former depots" />

==== Mülheim ====
In 1889 a depot was built in Kranenstraße, but was to small for the electrification in 1902, and closed. The original building still exists today.<ref name="former depots" />

==== Rodenkirchen ====
Rodenkirchen saw the smallest depot of the KVB ever from 1883 to 1902. The just {{Convert|600|m2|sqyd|abbr=on}} big area had space for just four wagons and nine horses, as well as beds for the personnel, but it was probably only used by one horsecar at a time.<ref name="former depots" />

==== Weißbüttengasse ====
Located in Altstadt-Süd, the depot was opened in 1885. The building had a two-story hall, with offices on the second floor for the management, which moved there after Maximinenstraße was closed. Due to space constraints, only trains of line 18 were parked there when the depot closed in 1933. The offices were still used until 1943 when the building was destroyed in World War 2.<ref name="former depots" />

==== ''Nord'' (North) ====
In 1888 the depot at Rhieler Straße, opposite to the zoo, was opened, and in 1901 it was electrified and got an access from the Rhine's shore, but it housed the last horsecars until 1907. The workshop was closed in 1923 and moved to Merheim (now Weidenpesch). Starting 1950 only buses were parked here, and in 1956 the depot was closed.<ref name="former depots" />

==== ''Ost'' (East) ====
The depot was opened in 1902 for electric trams at Deutz-Kalker Straße in Deutz, and until its closure in 1994, when the depot in Merheim made it obsolete, the depot was modernized countless times. Today the space is used by the [[Kölner Haie]].<ref name="former depots" />

==== Merheim left-rhenish (Weidenpesch) ====
The old depot in Weidenpesch, which was called Merheim until 1952, was opened in 1902 in Jesuitengasse, and closed in 1969.<ref name="former depots" />

==== Thielenbruch ====

{{see also|Thielenbruch station}}
The depot in Thielenbruch was opened in 1902 to serve the ''Vorortbahn'' C, later G, to Bergisch Gladbach. In 1926 the depot was expanded with a second hall, and is under preservation since 1985. It was one of few depots that weren't damaged badly during World War 2, and was closed in 1994 because the new depot Merheim opened and expansion was difficult due to the preservation. The history of the depot doesn't end here though, as one hall was converted to the terminus of (now) lines 3 and 18, and in 1997 a museum opened in the other hall where the historical horsecars, trams and trains of the system are shown.<ref name="former depots" />

==== Porz ====
The depot in Porz was opened in 1909 where now Porz Markt station is located, but the area was limited by Goethestraße in the east and rail tracks in the West. In 1973 train operations were stopped, and in 1975 it was closed.<ref name="former depots" />

==== Bensberg ====
In 1913 a depot was opened at the former terminus Bensberg, that's now called Im Hoppenkamp. Starting 1945 no trains spent their time here, and in 1961 the hall that once had 4 tracks of which one had remained, was destroyed and replaced by 3 outdoor tracks. This new parking space was not needed technically, but it was built anyways to attract potential new personnel from Bergisch Gladbach by providing a close by depot. It was closed in 1967. In this place the tunnel to the current terminus Bensberg was started in 1996.<ref name="former depots" />

==== Mülheim ====
The second depot in Mülheim was opened in 1913 by the Mülheimer Kleinbahnen, because Mülheim only became part of Cologne the next year. After the city took over the Mülheimer Kleinbahnen in 1933, the depot was mainly used for the ''Vorortbahn'' O. Between 1936 and 1941 the depot was closed and used as storage, and after that it was reopened to be a reserve in case Betriebshof Ost would become inoperable by bombing. In 1958 the depot became unnecessary and was closed.<ref name="former depots" />

==== Sülz ====
In 1927 a depot was opened at Hermeskeiler Platz where now the terminus of line 9 is located, and for a short time it was the largest Betriebshof on European mainland. In World War 2 large parts of it were destroyed, and afterwards two previous tracks were used for [[trolleybus]]es that were tested in the 1950s. Because of its location in a residential area, there was no space for expansion and residents often complained about the noise. Due to these problems, the depot was closed in 1986.<ref name="former depots" />

== Technology ==
{{more citations needed|section|date=September 2022}}

Like most German Stadtbahn systems, [[Standard-gauge railway|standard-gauge]] and [[overhead line]] are used. The wires are supplied with 800 [[Volt|V]] [[Direct current|DC]],<ref name="electrification" /> and the trains are made for 750 V DC.<ref name="control room">{{Cite web |title=Leitstelle |trans-title=Control room |url=http://www.kvb-koeln.de/german/unternehmen/kvb/leitstelle.html |url-status=dead |archive-url=https://web.archive.org/web/20151105194742/http://www.kvb-koeln.de/german/unternehmen/kvb/leitstelle.html |archive-date=5 November 2015 |website=Kölner Verkehrs-Betriebe AG |language=de}}</ref> Due to the beginning of the system as a tram, the tracks feature small curve radiuses of down to {{Convert|25|m|ft|abbr=on}}; other systems like the [[Stuttgart Stadtbahn]] use radiuses of at least {{Convert|50|m|ft|abbr=on}}. The trains use the maximum legal width of vehicles on streets of {{Convert|2.65|m|ft|abbr=on}}. In most trains there are groups of 4 seats, but the newer K4500 and K5000 use some row-seating. The platform height is {{Convert|35|cm|in|abbr=on}} (low-floor network) and {{Convert|90|cm|in|abbr=on}} (high-floor network) above the rails. All platforms are built for a {{Convert|54|m|ft|abbr=on}} long [[Multiple unit|double-units]], with the smallest platforms being {{Convert|50|m|ft|abbr=on}} long requiring an exact stop. The longest platforms are on the underground station Fuldaer Straße, which is {{Convert|110|m|ft|abbr=on}} long.

=== Signalling and train protection ===
[[File:KVB Sig607 Boltensternstrasse.JPG|thumb|288x288px|A signal showing yellow and the [[train stop]] below]]
On most surface tracks, line-of-sight operation is used. The surface signals can indicate one of three things, though not all signals have all indications installed.

* Horizontal bar: Stop
* Vertical bar: Proceed straight ahead
* Diagonal bar: Proceed to the right/left

In the tunnels, on the elevated track and on some surface right-of-ways, signalling and [[Train protection system|train protection]] are used. On KVB tracks the maximum speed is {{Convert|70|km/h|mph|abbr=on}} even with these installed, while on HGK tracks up to {{Convert|100|km/h|mph|abbr=on}} are allowed, but never achieved because the trains only allow up to {{Convert|80|km/h|mph|abbr=on}}. The signals have three indications:

* Green: Proceed
* Yellow: Expect stop at next signal
* Red: Stop

In the city center tunnel, sometimes the yellow signal is used together with speed signal "2", allowing entering a partially blocked segment with up to {{Convert|20|km/h|mph|abbr=on}} to allow smaller distances between trains.

On all lines there is a kind of [[Punktförmige Zugbeeinflussung|PZB]] in use, where the inductors are located between the tracks instead of next to them like standard PZB. On the HGK lines, additional PZB equipment for freight trains is installed.<ref name="control room" /><ref>{{Cite web |last=Anemüller |first=Stephan |date=28 February 2022 |title=Signale und Zeichen der KVB – eine Einführung |trans-title=Signals of the KVB – an introduction |url=https://blog.kvb-koeln.de/signale-und-zeichen-der-kvb-eine-einfuehrung |url-status=live |access-date=28 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=1 March 2022 |archive-url=https://web.archive.org/web/20220301081734/https://blog.kvb-koeln.de/signale-und-zeichen-der-kvb-eine-einfuehrung }}</ref>

=== Passenger information ===
[[File:Großflächenanzeiger Breslauer Platz, Stadtbahn Köln-4140.jpg|thumb|Large display at [[Breslauer Platz/Hbf station]]]]
All Stadtbahn trains have speakers to play announcements, and in the 1970s the trams were retrofitted with these as well. Since the 1990s all trains are fitted with at least two displays showing the next station, or while in a station, the terminus. Because the recorded announcements became increasingly pieced together with every timetable change, they were all newly recorded in 2003. In 2010, after a previous test on line 13, the announcements on the east–west lines (1, 7, 9) got a larger amount of information with all possible connections (Stadtbahn, bus, regional- and intercity trains) being announced. Also for the first time in Cologne's history, the announcements on some important stations like [[Köln Messe/Deutz station|Bahnhof Messe/Deutz]] were also done in English, but only giving important info for tourists, but these are no longer in use. Since 1 December 2012 all announcements include the connections, and are [[Speech synthesis|computer generated]]. Because of the amount of side-platforms, the exit side is only announced when it is on the left side.<ref>{{Cite web |last=Weiß |first=Regina |date=2 May 2018 |title=Wie kommt eigentlich die Ansage in Bus und Bahn? |url=https://blog.kvb-koeln.de/wie-kommt-eigentlich-die-ansage-in-bus-und-bahn |url-status=live |access-date=28 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=27 October 2021 |archive-url=https://web.archive.org/web/20211027164844/https://blog.kvb-koeln.de/wie-kommt-eigentlich-die-ansage-in-bus-und-bahn }}</ref>

Beginning with the stations of the city center tunnel, the other stations following step-by-step, they were first equipped with digital platform displays capable of showing the next 2 trains and a line of other information. In the 2000s these were replaced by new, bigger displays capable of 3 trains and one line of information, with some playing back an audible announcement at the station when a train enters the station. Interchange stations have larger displays, that show departures of all lines on all platforms. Since February 2021, these are getting replaced again with even larger displays capable of showing more trains, and will be capable of showing videos once a system update planned for mid 2022 is installed, for example to suggest passengers alternative routes when a train is cancelled. In a further step the displays inside the trains will be replaced by similar displays as well.<ref name="history 2005" /><ref>{{Cite web |date=28 February 2020 |title=PM DFI-Anzeiger |trans-title=Press report DFI-displays |url=https://www.kvb.koeln/unternehmen/presse/pressemitteilungen.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=1582 |url-status=live |access-date=27 July 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=28 July 2022 |archive-url=https://web.archive.org/web/20220728143540/https://www.kvb.koeln/unternehmen/presse/pressemitteilungen.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=1582 }}</ref><ref>{{Cite web |title=ITCS: Verbesserte Informationen für KVB-Kunden |trans-title=ITCS: Better information for KVB-clients |url=https://www.kvb.koeln/unternehmen/projekte/itcs/index.html |url-status=live |access-date=28 July 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=28 July 2022 |archive-url=https://web.archive.org/web/20220728143541/https://www.kvb.koeln/unternehmen/projekte/itcs/index.html }}</ref>

==See also==
* [[Transportation in Cologne]]
* [[List of Cologne KVB stations]]
* [[List of rapid transit systems]]

== References ==

===Inline citations===
{{Reflist}}

===Books===
* {{cite book| first=Christoph| last=Groneck| title=Köln/Bonn Stadtbahn Album| publisher=Robert Schwandl Verlag| year=2005| isbn=3-936573-07-7}}
* {{cite book| first1=Dieter| last1=Höltge| first2=Axel| last2=Reuther| title=Straßen- und Stadtbahnen in Deutschland Band 7: Köln, Düren, Aachen| publisher=EK-Verlag| year=2001| isbn=3-88255-338-3| language=de}}
* {{cite book| editor1-first=Doris| editor1-last=Lindemann| editor2-first=Kölner| editor2-last=Verkehrs-Betriebe| title=Kölner Mobilität - 125 Jahre Bahnen und Busse| publisher=Du Mont Verlag| year=2002| isbn=3-8321-7177-0| language=de}}

== External links ==
{{Commons category|Stadtbahn Köln}}
* [http://www.kvb.koeln/en Kölner Verkehrsbetriebe Homepage in English]
* [https://www.kvb.koeln/fahrtinfo/fahrplanauskunft/index.html Kölner Verkehrsbetriebe Timetable Search]
* [https://www.vrs.de/en/drive/timetable-service Transit Authority Timetable Search in English]
* [http://www.nord-sued-stadtbahn.de/ Official Homepage for the Nord-Süd-U-Bahn Construction Project (in German only)]
{{Stadtbahn systems}}
{{Urban public transport in Germany}}

{{Authority control}}

[[Category:Transport in Cologne]]
[[Category:Light rail in Germany]]
[[Category:Tram transport in Germany]]
[[Category:Underground rapid transit in Germany]]

Cologne Stadtbahn

2023-05-08T22:15:51Z

Jan Lukas 22: /* City Center */ Rework the whole section with much more information about the plans for both the underground and surface expansion

{{short description|Light rail system in Cologne, North Rhine-Westphalia, Germany}}
{{Use dmy dates|date=February 2023}}
{{Infobox public transit
| box_width = 300px
| name = Cologne Stadtbahn
| image = KVB logo.svg
| alt = KVB logo
| imagesize = 50px
| image2 = KVB4076_Severinsbruecke.jpg
| caption2 = Light rail trainset in front of the river [[Rhine]] and [[Cologne Cathedral]]
| owner = [[Kölner Verkehrs-Betriebe]]
| locale = [[Cologne]] (Köln) [[Germany]]
| transit_type = [[Light rail]] ([[Stadtbahn]])
| lines = 12
| stations = 236
| ridership = 594,520 (2019)<ref name="statistik">{{cite web |url=https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html |title=Kölner Verkehrs-Betriebe AG |publisher=kvb.koeln |access-date=4 July 2022 |archive-url=https://web.archive.org/web/20220618102453/https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html |archive-date=18 June 2022 |url-status=live }}</ref>
| annual_ridership = 217,000,000 (2019)<ref name="statistik" />
| website = [https://www.kvb.koeln/ www.kvb.koeln]
| began_operation = 1877 (horsecar)
1900 (electric tram)<ref name="history 1877">{{cite web |url=https://www.kvb.koeln/unternehmen/geschichte/1876.html |title=KVB-Geschichte von 1877 bis 1949 |publisher=kvb.koeln |access-date=4 July 2022 |archive-url=https://web.archive.org/web/20210507081801/https://www.kvb.koeln/unternehmen/geschichte/1876.html |archive-date=7 May 2021 |url-status=live |language=de}}</ref>
1968 (Stadtbahn)<ref name="history 1950">{{Cite web |title=KVB-Geschichte von 1950 bis 1984 |trans-title=KVB-History from 1950 to 1984 |url=https://www.kvb.koeln/unternehmen/geschichte/1950.html |url-status=live |archive-url=https://web.archive.org/web/20210507081843/https://www.kvb.koeln/unternehmen/geschichte/1950.html |archive-date=7 May 2021 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref>
| operator = [[Kölner Verkehrs-Betriebe]] (KVB)
| vehicles = 382 (2019)<ref name="statistik" />
| train_length = {{convert|60|m|ft|sp=us}}
| system_length = {{convert|198.5|km|mi|sp=us}} (2019)<ref name="statistik" />
| track_gauge = {{RailGauge|sg|allk=on}}
| minimum_radius_of_curvature = 
| el = 750<ref name="electrification">{{Cite web |last=Zeidler-Goll |first=Susanne |date=23 February 2016 |title=Wie kommt der Strom in die Bahn? |url=https://blog.kvb-koeln.de/wie-kommt-der-strom-in-die-bahn |url-status=live |archive-url=https://web.archive.org/web/20220118143455/https://blog.kvb-koeln.de/wie-kommt-der-strom-in-die-bahn |archive-date=18 January 2022 |access-date=4 July 2022 |language=de }}</ref> [[Volt|V]] [[Direct current|DC]] [[overhead line]]
| average_speed = {{convert|25.9|km/h|mph|abbr=on}} (2019)<ref name="statistik" />
| top_speed = 
| map = [[File:KVB Netz.svg|290px]]
| map_name = KVB system map
| map_state = collapsed
| caption = KVB logo
}}

The '''Cologne Stadtbahn''' is a [[light rail]] system in the [[Germany|German]] city of [[Cologne]], including several surrounding cities of the [[Cologne Bonn Region]] ([[Bergisch Gladbach]], [[Bonn]], [[Bornheim (Rheinland)|Bornheim]], [[Brühl (Rhineland)|Brühl]], [[Frechen]], [[Hürth]], [[Leverkusen]]-Schlebusch, [[Wesseling]]). The term ''[[Stadtbahn]]'' denotes a system that encompasses elements of [[tram]]s as well as an [[Rapid transit|underground railway]] network (''[[Rapid transit in Germany#U-Bahn|U-Bahn]]'') and [[interurban]] rail, even including three lines that are licensed as [[heavy rail]] and used by [[freight train]]s as well as Stadtbahn vehicles. Two of these lines connect the Cologne Stadtbahn to the [[Bonn Stadtbahn]]. These lines (16 and 18) are jointly operated by both cities' transport authorities, resulting in both systems and the lines connecting them sometimes collectively referred to as ''Stadtbahn Rhein-Sieg''.

The Cologne Stadtbahn is operated by the [[Kölner Verkehrs-Betriebe|Kölner Verkehrsbetriebe]] (KVB) and the Bonn Stadtbahn is operated by the Stadtwerke Bonn (SWB – City of Bonn Utilities Division). The KVB and SWB are members of the [[Verkehrsverbund Rhein-Sieg]] (VRS – Rhein-Sieg Transit Authority), formed in 1987 to consolidate the transit authorities in the metropolitan Cologne area and operate a joint fare structure.<ref name="VRS members">{{Cite web |title=Wir fahren Sie... |trans-title=We transport you... |url=https://www.vrs.de/der-vrs/verkehrsunternehmen/wir-fahren-sie |url-status=live |archive-url=https://web.archive.org/web/20200612111848/https://www.vrs.de/der-vrs/verkehrsunternehmen/wir-fahren-sie |archive-date=12 June 2020 |access-date=6 May 2020 |website=VRS |language=de}}</ref><ref name="history 1985" /> There are [[List of Cologne KVB stations|236 stations]] along {{Convert|199|km|mi|abbr=on}} of tracks,<ref>{{Cite web |date=June 2022 |title=KVB Geschäftsbericht 2021 |url=https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=3936 |url-status=live |access-date=9 August 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=9 August 2022 |archive-url=https://web.archive.org/web/20220809124034/https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=3936 }}</ref> of which 42 are underground in {{Convert|28|km|mi|abbr=on}} of tunnels.

== History ==
[[File:Station Äußere Kanalstraße.JPG|thumb|The Cologne Stadtbahn at [[Rochusplatz]] station]]

=== Horsecar and tram (1877 – 1960s) ===
The Cologne Stadtbahn traces its history to the first [[horsecar]] lines that started operating in 1877. Within a few years, several companies had built an extensive network. Because none of these companies showed interest in electrifying their lines, the city of Cologne bought them on 1 January 1900, and by 1907 all horsecar lines had been electrified or replaced by other services.<ref name="history 1877" /> Additional lines were built until 1912, including ''Vorortbahnen'' to surrounding villages outside the city limits. Outside the city center, these lines had segregated [[Right-of-way (transportation)|right-of-way]] and were more similar to "real" railroads than to trams.<ref name=USDT>{{cite book|title=Light Rail Transit: A State of the Art Review|url=https://books.google.com/books?id=yJJKFV0uwHQC&pg=PA52|year=1976|publisher=U.S. Department of Transportation, Urban Mass Transportation Administration, Office of Policy and Program Development|pages=52–56|access-date=11 January 2020|archive-date=5 July 2022|archive-url=https://web.archive.org/web/20220705142226/https://books.google.com/books?id=yJJKFV0uwHQC&pg=PA52|url-status=live}}</ref>

The dense tram network in the city center that had been present before [[World War II]] was only partially rebuilt afterwards, and the [[Köln Hauptbahnhof|''Hauptbahnhof'']] (Central Station) was not linked to important places like [[Neumarkt (Cologne)|Neumarkt]] and [[Heumarkt]] for the time being. This was partly due to the plans to make Cologne a [[Automotive city|car friendly city]] which meant that old tramways (like the north–south one) were replaced by bus service; and also due to the planned widening of vehicles which wouldn't have fit through some of the narrow streets previously served by trams. Another question was the connection between the two banks of the [[Rhine]] which had been provided by the [[Hohenzollern Bridge|Hohenzollern-]], [[Mülheim Bridge, Cologne|Mülheim-]] and [[Deutz Suspension Bridge|Deutzer Brücke]], that were all destroyed during the war. A decision was taken to dedicate the Hohenzollern Bridge solely to interregional services, while the new [[Severins Bridge]] was only finished in 1959, allowing a restructuring of tram lines.<ref name="reconstruction ww2">{{Cite web |title=Wiederaufbau und Neugestaltung |trans-title=Reconstruction and redesign |url=https://koeln-magazin.info/geschichte/wiederaufbau-und-neugestaltung-in-koeln-nach-dem-2-weltkrieg |url-status=live |archive-url=https://web.archive.org/web/20220122192400/https://koeln-magazin.info/geschichte/wiederaufbau-und-neugestaltung-in-koeln-nach-dem-2-weltkrieg |archive-date=22 January 2022 |access-date=5 July 2022 |website=Köln Magazin |language=de}}</ref><ref name="50 years underground">{{Cite web |date=11 October 2018 |title=Broschüre 50 Jahre U-Bahn |trans-title=Brochure 50 years U-Bahn |url=https://www.kvb.koeln/unternehmen/presse/publikationen/broschueren.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=770 |url-status=live |archive-url=https://web.archive.org/web/20220706145650/https://www.kvb.koeln/unternehmen/presse/publikationen/broschueren.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=770 |archive-date=6 July 2022 |access-date=5 July 2022 |website=kvb.koeln |language=de}}</ref>

=== Upgrade to a Stadtbahn (1960s – now) ===
Already in 1956, the [[Transportation planning|transportation plan]] of the city council intended a newly built tunnel through the city center in the north–south direction. An overground routing along the Nord-Süd-Fahrt (North-South-Road) would not have served many central areas and was rejected. The tunnel was not planned as a [[Rapid transit|''U-Bahn'']] as in many other cities, but rather as an [[Premetro|underground tram]]. This meant a design similar to overground trams with small turning radii, short distances between stops and low-floor platforms. At the end of the tunnels the trains were supposed to run as trams on the streets again, but in many places the trams were already separated from car traffic anyways. For this type of system – tunnels in highly congested areas, elsewhere mostly on or next to streets – the term [[Stadtbahn]] was later created. Similar concepts to separate rail and car traffic were later used in many cities in [[North Rhine-Westphalia]] and adjacent foreign cities ([[Brussels]], [[Antwerp]]).<ref name="50 years underground" />

The term Stadtbahn is not regularly used, as the system is mostly referred to as ''U-Bahn'' and sometimes ''Straßenbahn'' (tram) by officials and the KVB, and most underground stations are also marked by a big white U on blue background which refers to ''U-Bahn''. Most people in Cologne speak about the ''U-Bahn'' or ''Straßenbahn'', or just about the train or the KVB.<ref name="50 years underground" />

When construction of the first tunnel started in 1963, there was no promise of the state NRW or the federal government to finance the project, and in the worst case the city would have had to pay completely on their own. With this background, the building of the Innenstadttunnel (city center tunnel) was begun. The tunnel opened in parts between 1968 and 1970 and was designed to be continued later, when more money and higher demand could make it necessary. This was the reason why no traditional ''U-Bahn'' (metro) was built in Cologne, which is as of 2023 the [[List of cities in the European Union by population within city limits|largest city in Europe]] not to have one. Nearly all tunnels completed afterwards aren't new routes, but rather overground sections of existing lines moved to the underground.<ref name="50 years underground" />

Beneficial to the expansion of the Stadtbahn were the ''Vorortbahnen'' that mostly ran on the right side of the Rhine and usually had their own [[Right-of-way (traffic)|right-of-ways]]. Another advantage was the previous use of {{Convert|2.5|m|ftin|abbr=on}} wide trains instead of the usual {{Convert|2.3|m|ftin|abbr=on}} other cities used for their trams, which made the adjustment for the new {{Convert|2.65|m|ftin|abbr=on}} wide [[Stadtbahnwagen B]] easier.{{Citation needed|date=January 2023}}

After the ''[[Vorgebirgsbahn]]'' of the ''[[Köln-Bonner Eisenbahnen]]'' started serving [[Barbarossaplatz station|Barbarossaplatz]] over Luxemburger Straße in 1898,<ref name="line 18">{{Cite web |last=Weiß |first=Regina |date=26 January 2021 |title=Linie 18: Vom Weißkohl-Bauern-Express zur Stadtbahn Nr. 1 |trans-title=Line 18: From cabbage-farmer-express to Stadtbahn #1 |url=https://blog.kvb-koeln.de/linie-18-vom-weisskohl-bauern-express-zur-stadtbahn-nr-1 |url-status=live |archive-url=https://web.archive.org/web/20210918022705/https://blog.kvb-koeln.de/linie-18-vom-weisskohl-bauern-express-zur-stadtbahn-nr-1 |archive-date=18 September 2021 |access-date=5 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> the ''[[Rheinuferbahn]]'' used rail tracks of the trams from its start in 1906,<ref name="line 16">{{Cite web |last=Anemüller |first=Stephan |date=21 November 2017 |title=Linie 16 – eine Bahn mit Geschichte |trans-title=Line 16 – a line with history |url=https://blog.kvb-koeln.de/linie-16-eine-bahn-mit-geschichte |url-status=live |archive-url=https://web.archive.org/web/20210918004541/https://blog.kvb-koeln.de/linie-16-eine-bahn-mit-geschichte |archive-date=18 September 2021 |access-date=5 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> beginning the mix of trams and interregional rail. The ''[[Köln-Frechen-Benzelrather Eisenbahn]]'', which opened in 1893, was modified from [[Metre-gauge railway|metre-gauge]] to [[Standard-gauge railway|standard-gauge]] in 1914, and has been operated by the KVB since 1955 using [[Eisenbahn-Bau- und Betriebsordnung|EBO]] certified vehicles.<ref name="line 7">{{Cite web |last=Anemüller |first=Stephan |date=31 January 2017 |title=Linie 7: An der Sonne und über die Grenzen der Stadt |trans-title=Line 7: At the sun and beyond the city's limits |url=https://blog.kvb-koeln.de/linie-7-an-der-sonne-und-ueber-die-grenzen-der-stadt |url-status=live |archive-url=https://web.archive.org/web/20220118142810/https://blog.kvb-koeln.de/linie-7-an-der-sonne-und-ueber-die-grenzen-der-stadt |archive-date=18 January 2022 |access-date=5 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> The integration of the ''Rheinuferbahn'' and ''Vorgebirgsbahn'' was already planned in the mid-1960s, but had to be put off due to a lack of vehicles that could run on interregional rail and partially tunneled Stadtbahn.

As seen in other cities, the changing ideas on efficient traffic systems lead to differing needs for the system. An example of this is the length of the platforms. While the first platforms were designed for two coupled {{Convert|30|m|ft|abbr=on}} wagons, later the state NRW required space for three or sometimes four Stadtbahnwagen B, which lead to platforms of up to {{Convert|110|m|ft|abbr=on}} in length. The usually much shorter overground platforms currently only allow two wagons of collective {{Convert|58|m|ft|abbr=on}} length. Another changing factor was the routing itself: the curve radii were enlarged and at-grade crossings avoided. The outer parts of the tunnel network are designed for up to {{Convert|70|km/h|mph|abbr=on}}, but the distance between stations is more similar to the previous tram network, which is why the top speed is rarely reached.

There is no plan for the final state of the network as in the U-Bahn of [[Berlin U-Bahn|Berlin]], [[Munich U-Bahn|Munich]] or [[Nuremberg U-Bahn|Nuremberg]]. The lines and tunnels were built in the order which made most sense to relieve traffic at the time. Because of this and the financial insecurity if the state or federal government would finance more projects, many ramps going from the tunnels to the overground were built only provisorily to enable a later continuation of the tunnels, but no underground stations were designed to become multi-level stations serving different directions.

Initially the mixed use of trams and Stadtbahnen only allowed for low-floor platforms with a height of {{Convert|35|cm|in|abbr=on}}, which meant that the high-floor Stadtbahnen had to be (and still are) equipped with stairs. In 1985 the first part of the network was built that was only accessible for high-floor trains with a platform height of {{Convert|90|cm|in|abbr=on}}.

Since the summer of 2006, no more trams are in use in Cologne.<ref name="history 2005" /> But in the 1990s, the city council had decided to only convert part of the network for use with high-floor trains, that has since been upgraded almost completely. The first few lines were converted to low-floor operations in 1994, another few in 2003. This led to the curiosity that at some platforms the earlier-built escalators don't end at platform level, but a few steps above it, as it had been intended to raise those platforms to {{Convert|90|cm|in|abbr=on}}.<ref name="history 1985" />

Underground construction in downtown Cologne, one of [[Germany]]'s oldest cities, is often obstructed by [[archeologist]]s' legal rights to dig in all future building sites within the medieval city limits before all heavy construction machinery.<ref name="archaeology">{{Cite web |last=Schmitz |first=Alfried |title=Archäologie: "ZeitTunnel" Köln |trans-title=Archaeology: "TimeTunnel" Cologne |url=https://www.planet-wissen.de/geschichte/archaeologie/methoden_der_archaeologie/pwiegrabungenunterderstadtdasprojektzeittunnelinkoeln100.html#Bauprojekt |url-status=live |archive-url=https://web.archive.org/web/20210319052611/https://www.planet-wissen.de/geschichte/archaeologie/methoden_der_archaeologie/pwiegrabungenunterderstadtdasprojektzeittunnelinkoeln100.html#Bauprojekt |archive-date=19 March 2021 |access-date=4 July 2022 |website=planet-wissen.de |date=11 December 2019 |language=de}}</ref>

== Current routes ==
[[File:KVB Friesenplatz.jpg|thumb|Entrance to [[Friesenplatz (KVB)|Friesenplatz station]] on [[Hohenzollernring]]]]
[[File:Technical map2.png|thumb|Technical map]]
[[File:KVB2306 Appellhofplatz.jpg|thumb|Appellhofplatz/Breite Straße station before renovation]]
Because the light rail network evolved from the tram network instead of replacing it, there were numerous stations served by both light rail and tram vehicles for almost three decades. While high platforms for step less entry into light rail vehicles could be built on the outer branches, stations in the city center had to have low platforms to support trams as well. The introduction of [[low-floor]] technology in the early 1990s promised wheelchair-accessible entry throughout the network without having to build several hundred high platforms. To allow the introduction of low-floor trains without having to demolish existing high platforms, the network was divided into two sub-networks of different floor heights.<ref name="history 1985" />

On weekdays, all lines are served in 5 to 10 minute intervals from 6 am to 8 pm, with little or no service between around 1 am and about 4.30 am, and usually 15 minute intervals in the early night and early morning, as well as on Sundays. On weekends, there is an hourly service throughout the night. Because several lines overlap on the routes through the city center, some stations are served by up to 30 trains per hour in each direction.

{| class="wikitable"
|-
! !! route !! length !! avg. speed
|-
| style="background:#{{rcr|Cologne Stadtbahn|1}}; color:#fff; text-align:center;"| '''1''' || [[Köln-Weiden West station|Weiden West]] – Junkersdorf – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – [[Kalk Post (KVB)|Kalk Post]] – [[Kalk Kapelle (KVB)|Kalk Kapelle]] – Brück – Refrath – [[Bensberg (KVB)|Bensberg]] during peak hours 5-minute intervals Junkersdorf–Brück|| {{convert|26.5|km|mi|abbr=on}}<ref name="line 1" />|| {{convert|27.2|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|3}}; color:#fff; text-align:center;"| '''3''' || [[Bocklemünd Görlinger-Zentrum (KVB)|Görlinger-Zentrum]] – Mengenich – Bocklemünd – Bickendorf – [[Köln-Ehrenfeld station|Bf Ehrenfeld]] – [[Köln West station|Bf West]] – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – Buchheim – Holweide – [[Thielenbruch (KVB)|Thielenbruch]] off-peak service ends at Holweide|| {{convert|20.1|km|mi|abbr=on}} || {{convert|26.2|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;"| '''4''' || Bocklemünd – Bickendorf – [[Köln-Ehrenfeld station|Bf Ehrenfeld]] – [[Köln West station|Bf West]] – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – Mülheim, Wiener Platz – Dünnwald – Schlebusch evening service starts at Bickendorf|| {{convert|21.5|km|mi|abbr=on}} || {{convert|28.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|5}}; color:#fff; text-align:center;"| '''5''' || Sparkasse Am Butzweilerhof – Ossendorf – Neuehrenfeld – [[Köln West station|Bf West]] – [[Köln Hauptbahnhof|Dom/Hbf]] – [[Rathaus (KVB)|Rathaus]] – [[Heumarkt (KVB)|Heumarkt]]|| {{convert|10.3|km|mi|abbr=on}} || {{convert|20.4|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|7}}; color:#fff; text-align:center;"| '''7''' || Frechen – Marsdorf – Braunsfeld – [[Neumarkt (KVB)|Neumarkt]] – Poll – Porz – Zündorf Frechen–Braunsfeld served in 20-minute intervals except for peak hours || {{convert|25.5|km|mi|abbr=on}} || {{convert|25.5|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|9}}; color:#fff; text-align:center;"| '''9''' || Sülz – [[University of Cologne|Universität]] – [[Köln Süd station|Bf Süd]] – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – [[Kalk Post (KVB)|Kalk Post]] – [[Kalk Kapelle (KVB)|Kalk Kapelle]] – Ostheim – [[Königsforst (KVB)|Königsforst]] 5-minute intervals Universität–Bf Deutz except for school holidays|| {{convert|15.4|km|mi|abbr=on}}<ref name="line 9">{{Cite web |last=Pesch |first=Matthias |date=16 August 2016 |title=Meine Linie: die Linie 9 |trans-title=My line: line 9 |url=https://blog.kvb-koeln.de/meine-linie-die-linie-9 |url-status=live |access-date=17 February 2023 |website=Der Unternehmensblog der KVB |language=de |archive-date=9 December 2022 |archive-url=https://web.archive.org/web/20221209164916/https://blog.kvb-koeln.de/meine-linie-die-linie-9 }}</ref>|| {{convert|25.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|12}}; color:#fff; text-align:center;"| '''12''' || Merkenich – Niehl – [[Ebertplatz (KVB)|Ebertplatz]] – [[Köln-Hansaring station|Hansaring]] – Ringe – [[Zollstock]] Merkenich–Niehl served in 20-minute intervals from 9am to 1pm || {{convert|16.5|km|mi|abbr=on}} || {{convert|22.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;"| '''13''' || [[Sülzgürtel (KVB)|Sülzgürtel]] – Aachener Str. – [[Köln-Ehrenfeld station|Bf Ehrenfeld]] – Gürtel – [[Köln-Mülheim station|Bf Mülheim]] – Buchheim – Holweide || {{convert|16.2|km|mi|abbr=on}}<ref name="line 13" />|| {{convert|28.9|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|15}}; color:#fff; text-align:center;"| '''15''' || [[Chorweiler (KVB)|Chorweiler]] – Longerich – Ebertplatz – [[Köln-Hansaring station|Hansaring]] – Ringe – [[Ubierring (KVB)|Ubierring]] during peak hours 5-minute intervals Longerich–Ubierring || {{convert|15.2|km|mi|abbr=on}}<ref name="line 15">{{Cite web |last=Anemüller |first=Stephan |date=20 January 2023 |title=Linie 15: Seit 20 Jahren entlang der Stadtmauer |trans-title=Line 15: 20 years along the city wall |url=https://blog.kvb-koeln.de/linie-15-seit-20-jahren-entlang-der-stadtmauer |url-status=live |access-date=17 February 2023 |website=Der Unternehmsblog der KVB |language=de |archive-date=5 February 2023 |archive-url=https://web.archive.org/web/20230205001345/https://blog.kvb-koeln.de/linie-15-seit-20-jahren-entlang-der-stadtmauer }}</ref>|| {{convert|24.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|16}}; color:#fff; text-align:center;"| '''16''' || Niehl, Sebastianstraße – [[Köln Hauptbahnhof|Dom/Hbf]] – [[Neumarkt (KVB)|Neumarkt]] – Ubierring – Sürth – Wesseling – [[Bonn Hbf]] – Bonn-Bad-Godesberg 20-minute intervals from Sürth (during peak hours from Wesseling)|| {{convert|44.3|km|mi|abbr=on}}<ref name="line 16" />|| {{convert|33.3|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|17}}; color:#fff; text-align:center;"| '''17''' ||
Severinstr. – [[Chlodwigplatz (KVB)|Chlodwigplatz]] – Rodenkirchen (– Sürth) Monday to Friday, 7:00 to 8:00 and 16:30 to 18:00 to Sürth
|{{Convert|8.5|km|mi|abbr=on}}<ref name="not know kvb">{{Cite web |last=Pesch |first=Matthias |date=5 July 2016 |title=Was Sie noch nicht über die KVB wussten... |trans-title=Things you didn't know about the KVB... |url=https://blog.kvb-koeln.de/was-sie-noch-nicht-ueber-die-kvb-wussten |url-status=live |access-date=16 February 2023 |website=Der Unternehmensblog der KVB |language=de |archive-date=28 January 2023 |archive-url=https://web.archive.org/web/20230128164325/https://blog.kvb-koeln.de/was-sie-noch-nicht-ueber-die-kvb-wussten }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;"| '''18''' || [[Thielenbruch (KVB)|Thielenbruch]] – Buchheim – [[Köln-Mülheim station|Bf Mülheim]] – [[Köln Hauptbahnhof|Dom/Hbf]] – [[Neumarkt (KVB)|Neumarkt]] – Klettenberg – Brühl – [[Bonn Hbf]] 5-minute intervals Buchheim–Klettenberg, 20-minute intervals from Brühl|| {{convert|46.4|km|mi|abbr=on}}<ref name="not know kvb" />|| {{convert|33.4|km/h|mi/h|1|abbr=on}}
|}

=== Low-floor lines ===

====East-West lines====
[[Image:Koeln WestOstLinien.png|right|East-West network]]
The first step towards a low-floor light rail network was concentrating four lines on similar routes into a common east–west-corridor in 1994. These lines were quickly equipped with low platforms {{convert|35|cm|abbr=on}} above street level on every single station. While there are some stretches that can be described as classic tramway lines, the majority of the east–west-network has been upgraded to a high standard with long sections having segregated right-of-way, justifying the term "low-floor light rail" (''Niederflurstadtbahn'').

In 2006, during the [[2006 FIFA World Cup]], route 1 was extended to Weiden-West, via Schulstraße, which connects to the [[RheinEnergieStadion]].

In 2007, Line 8, which previously operated during peak hours, stopped service. All its runs were integrated into the schedules of Lines 7 and 9.<ref name="line numbering" />

* {{rcb|Cologne Stadtbahn|1|inline=route}}: Weiden West (S-Bahn) – Junkersdorf – Rheinenergiestadion – [[Aachener Straße/Gürtel station|Aachener Straße/Gürtel ]]– [[Rudolfplatz station|Rudolfplatz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Messe/Deutz station|Bf Deutz/Messe ]]– Kalk – Brück – Refrath – [[Bensberg station|Bensberg]]
* {{rcb|Cologne Stadtbahn|7|inline=route}}: Frechen – Marsdorf – [[Aachener Straße/Gürtel station|Aachener Straße/Gürtel ]]– [[Rudolfplatz station|Rudolfplatz ]]– [[Neumarkt station|Neumarkt ]]– Poll – Porz – Zündorf
* {{rcb|Cologne Stadtbahn|9|inline=route}}: Sülz – Zülpicher Straße/Gürtel – University – [[Zülpicher Platz station|Zülpicher Platz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Messe/Deutz station|Bf Deutz/Messe ]]– Kalk – Vingst – Ostheim – Rath/Heumar – [[Königsforst station|Königsforst]]

====Ring lines====
[[Image:Koeln RingeLinien.png|right|The Ring network]]
When it became clear to city authorities that the construction of a large number of additional high platforms was not financially feasible, other options were investigated. It was deemed most economical to create a second low-floor network and equip the remaining lines with high platforms. Between the stations "Ebertplatz" and "Barbarossaplatz", there are two possible routes. It was decided that the future low-floor lines would be concentrated in the tunnel underneath the [[Cologne Ring]] road, while high-floor lines would use the tunnel under the Central station.

This change was implemented in December 2003, after the high platforms at the ''Hansaring'' station were removed. In 2006, the tracks of the ''[[Chorweiler]]'' station were raised with additional gravel. Since then, all "Ringe" lines are operated with low-floor vehicles. In 2007, Line 6, which had only operated during peak hours, was replaced by additional trains of Line 15.<ref name="line numbering" />

* {{rcb|Cologne Stadtbahn|12|inline=route}}: Merkenich – Fordwerke – Wilh.-Sollmann-Straße – [[Ebertplatz station|Ebertplatz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Barbarossaplatz station|Barbarossaplatz ]]– [[Eifelstraße station|Eifelstraße ]]– Zollstock
* {{rcb|Cologne Stadtbahn|15|inline=route}}: [[Köln-Chorweiler station|Chorweiler ]]– Longerich – Wilh.-Sollmann-Straße – [[Ebertplatz station|Ebertplatz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Barbarossaplatz station|Barbarossaplatz ]]– [[Eifelstraße station|Eifelstraße ]]– [[Chlodwigplatz station|Chlodwigplatz ]]– [[Ubierring station|Ubierring]]

===High-floor lines===
[[Image:Koeln Hochflurlinien.png|200px|right|high-floor sub-network]]
The high-floor network consists of all lines operated by "classic" light rail vehicles with a floor height of roughly one meter above street level. Since separation from the low-floor network, high platforms are being built in stations in the city center at one or two per year. As of 2022, the most frequented stations have been upgraded except for the [[Barbarossaplatz station]].

Since the construction of temporary platforms at the Severinstraße station while the actual station gets modernized and connected to the North-Southern tunnel, lines 3 and 4 are Cologne's first HF lines completely equipped with level entrance. The western branch of Line 5 still has two stops (Subbelrather Straße/Gürtel and Nußbaumerstraße, both shared with Line 13) with low platforms, the rest of its stations were made high-floor when the line was extended into the Butzweilerhof industrial area.

Line 13 is also called the "beltway" ([[List of streets in Cologne#Cologne Belt|Gürtel]]) line because it is the only line that does not touch the city center. Line 13 is also called the Outer Ring line, while Lines 12 and 15 together can be called the inner ring line. Most of the line runs along a series of roads of the same name. The northern part of Line 13 is built as an elevated railway. High-floor platforms are still very rare on this line, because it shares three platforms (Dürener Straße, Wüllnerstraße, Aachener Straße/Gürtel) with the low-floor line 7 and many parts of the platforms are lined with old trees, making the upgrade more difficult.<ref name="line 13">{{Cite web |last=Weiß |first=Regina |date=7 March 2017 |title=Ringlinie, Hochbahn und Tangente: Eine Fahrt mit der Linie 13 vom Sülzgürtel bis Holweide |trans-title=Ring-line, elevated railway and tangent: a ride with line 13 from Sülzgürtel to Holweide |url=https://blog.kvb-koeln.de/ringlinie-hochbahn-und-tangente-eine-fahrt-mit-der-linie-13-vom-suelzguertel-bis-holweide |url-status=live |archive-url=https://web.archive.org/web/20210918022832/https://blog.kvb-koeln.de/ringlinie-hochbahn-und-tangente-eine-fahrt-mit-der-linie-13-vom-suelzguertel-bis-holweide |archive-date=18 September 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

Since the timetable change on 13 December 2015, a section of the north–south rail has been operated by line 17. From Severinstraße it runs through the newly built tunnel to Bonner Wall, after which it joins line 16 at Schönhauser Str. and runs alongside it to Rodenkirchen Bf. In the morning and evening peak (07:00 to 08:00 and 16:30 to 18:00), the line runs further to Sürth.

Lines 16 and 18 are the longest lines in the network, connecting Cologne to [[Bonn]] via railway lines.

* {{rcb|Cologne Stadtbahn|3|inline=route}}: Mengenich – Bocklemünd – [[Venloer Straße/Gürtel (KVB)|Venloer Straße/Gürtel ]]– [[Köln West station|Hans-Böckler-Platz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Neumarkt station|Neumarkt ]]– Severinstraße – [[Köln Messe/Deutz station|Bf Deutz/LANxess Arena ]]– Buchheim – Holweide – Dellbrück – [[Thielenbruch station|Thielenbruch]]
* {{rcb|Cologne Stadtbahn|4|inline=route}}: [[Görlinger-Zentrum station|Bocklemünd ]]– [[Venloer Straße/Gürtel (KVB)|Venloer Straße/Gürtel ]]– [[Köln West station|Hans-Böckler-Platz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Neumarkt station|Neumarkt ]]– Severinstraße – [[Köln Messe/Deutz station|Bf Deutz/LANxess Arena ]]– Mülheim – Höhenhaus –Dünnwald – Schlebusch
* {{rcb|Cologne Stadtbahn|5|inline=route}}: [[Sparkasse Am Butzweilerhof station|Sparkasse Am Butzweilerhof ]]– IKEA Am Butzweilerhof – Alter Flughafen Butzweilerhof – Rektor-Klein-Straße – Margaretastraße – Iltisstraße – Lenauplatz – Nußbaumerstraße – Subbelrather Str./Gürtel – Liebigstraße – Gutenbergstraße – [[Köln West station|Hans-Böckler-Platz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Appellhofplatz station|Appellhofplatz ]]– [[Köln Hauptbahnhof|Dom/Hbf (Central Station) ]]– [[Rathaus station (Cologne)|Rathaus ]]– [[Heumarkt station|Heumarkt]]
* {{rcb|Cologne Stadtbahn|13|inline=route}}: [[Sülzgürtel station|Sülzgürtel ]]– Zülpicher Straße/Gürtel – Dürener Straße/Gürtel – [[Aachener Straße/Gürtel station|Aachener Straße/Gürtel ]]– [[Köln-Ehrenfeld station|Venloer Straße/Gürtel ]]– Subbelrather Straße/Gürtel – Nußbaumer Straße – [[Escher Straße station|Escher Straße ]]– [[Neusser Straße/Gürtel station|Neusser Straße/Gürtel ]]– [[Amsterdamer Straße/Gürtel station|Amsterdamer Straße/Gürtel ]]– [[Slabystraße station|Slabystraße ]]– Mülheim – Buchheim – Holweide
* {{rcb|Cologne Stadtbahn|16|inline=route}}: [[Bonn-Bad Godesberg station|Bonn-Bad Godesberg ]]– [[Bonn Hauptbahnhof|Bonn Hbf (Main Station) ]]– Wesseling – Sürth – Rodenkirchen – [[Ubierring station|Ubierring ]] – [[Barbarossaplatz station|Barbarossaplatz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Hauptbahnhof|Dom/Hbf (Central Station) ]]– [[Ebertplatz station|Ebertplatz ]]– [[Reichenspergerplatz station|Reichensperger Platz ]]– [[Niehl Sebastianstraße station|Niehl]]
* {{rcb|Cologne Stadtbahn|17|inline=route}}: Severinstraße – [[Chlodwigplatz (KVB)|Chlodwigplatz ]]– Rodenkirchen (– Sürth) Monday to Friday, 7:00 to 8:00 and 16:30 to 18:00 to Sürth
* {{rcb|Cologne Stadtbahn|18|inline=route}}: [[Bonn Hauptbahnhof|Bonn Hbf (Main Station) ]]– Brühl – Klettenberg – [[Sülzgürtel station|Sülzgürtel ]]– [[Barbarossaplatz station|Barbarossaplatz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Hauptbahnhof|Dom/Hbf (Central Station) ]]– [[Ebertplatz station|Ebertplatz ]]– [[Reichenspergerplatz station|Reichensperger Platz ]]– [[Slabystraße station|Slabystraße ]]– Mülheim – Buchheim – Holweide – Dellbrück – [[Thielenbruch station|Thielenbruch]]

== Former lines ==
{{Expand section|
*Not mentioned lines that once operated: 21–27
*Only goes back to the start of the Stadtbahn era|date=July 2022|small=no}}

A list of old routes of lines and lines that stopped service. If a line's route only changed because it was expanded on one end, that change is not listed here. The highest line number ever used on the system was 27 in the 1930s.<ref name="line numbering">{{Cite web |last=Pesch |first=Matthias |date=16 February 2016 |title=Wo ist die Linie 11 geblieben? |trans-title=Where did line 11 go? |url=https://blog.kvb-koeln.de/wo-ist-die-linie-11-geblieben |url-status=live |access-date=26 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=18 January 2022 |archive-url=https://web.archive.org/web/20220118143047/https://blog.kvb-koeln.de/wo-ist-die-linie-11-geblieben }}</ref>
{| class="wikitable mw-collapsible mw-collapsed"
|- class="hintergrundfarbe5"
! Line !! Route !! from !! to
|-
| rowspan="4" Style="background-color:#{{rcr|Cologne Stadtbahn|1}}; color:#ffffff; text-align:center;" |  '''1''' 
| style="text-align:left;" | Weiden Schulstr.- Junkersdorf – Müngersdorf – Braunsfeld – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 16 June 2002 ||27 May 2006
|-
| style="text-align:left;" | Junkersdorf – Müngersdorf – Braunsfeld – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 2 August 1980 ||15 June 2002
|-
| style="text-align:left;" | Sülz, Hermeskeiler Platz – Universität – Zülpicher Platz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 19 October 1970 || 1 August 1980
|-
| style="text-align:left;" | Bocklemünd – Bickendorf – Venloer Str./Gürtel – Hans-Böckler-Platz – Brabanter Str. – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 12 June 1967 || 18 October 1970
|-
| Style="background-color:#F4D471; color:#ffffff; text-align:center;" rowspan="6"|  '''2''' 
| style="text-align:left;" | stopped service
| 30 May 1999
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt (– Heumarkt – Deutz – Poll – Porz – Zündorf)
| 25 September 1994 || 30 May 1999
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt (– Heumarkt – Deutz/Messe – Kalk – Vingst – Ostheim)
| 2 August 1980 || 24 September 1994
|-
| style="text-align:left;" | Sülz, Hermeskeiler Platz – Universität – Zülpicher Platz – Neumarkt – Heumarkt – Deutz – Vingst – Ostheim
| 19 October 1970 || 2 August 1980
|-
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Neumarkt – Dom/Hbf.
| 6 October 1969 || 18 October 1970
|-
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Zülpicher Platz – Mauritiuskirche – Neumarkt – Poststraße – Barbarossaplatz – Zollstock, Südfriedhof
| 12 June 1967 || 5 October 1969
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|3}}; color:#ffffff; text-align:center;" rowspan="3"|  '''3''' 
| style="text-align:left;" | Bocklemünd – Venloer Str./Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Buchheim – Holweide – Dellbrück – Thielenbruch
| 19 October 1970 || 15 June 2002
|-
| style="text-align:left;" |  ''during U-Bahn construction only from Venloer Str./Gürtel''
| 16 September 1989 || 30 May 1992
|-
| style="text-align:left;" | Bickendorf, Schleife am Erlenweg – Akazienweg – Venloer Str./Gürtel – Hans-Böckler-Platz – Brabanter Str. – Rudolfplatz – Neumarkt – Kleiner Griechenmarkt – Severinsbrücke – Bf. Deutz/Messe – Buchheim – Holweide – Dellbrück – Thielenbruch
| 12 June 1967 || 18 October 1970
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|4}}; color:#ffffff; text-align:center;" rowspan="5" |  '''4''' 
| style="text-align:left;" | Bickendorf, Äußere Kanalstraße – Subbelrather Straße/Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 24 June 1989 || 30 May 1992
|-
| style="text-align:left;" | Bocklemünd – Subbelrather Straße/Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 24 April 1985 || 23 June 1989
|-
| style="text-align:left;" | Bocklemünd – Venloer Str./Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 7 January 1975 || 23 April 1985
|-
| style="text-align:left;" | Bickendorf, Akazienweg – Venloer Str./Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 19 October 1970 || 6 January 1975
|-
| style="text-align:left;" | Rudolfplatz (Moltkestr.) – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus, Neurather Weg;
| 8 April 1968 || 18 October 1970
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|5}}; color:#ffffff; text-align:center;" rowspan="5" |  '''5''' 
| style="text-align:left;" | Am Butzweilerhof – Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Rathaus
| December 2012 || December 2013
|-
| style="text-align:left;" | Am Butzweilerhof – Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz
| December 2010 || December 2012
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz
| 23 May 1993 || December 2010
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz – Zoo/Flora – Mülheim – Höhenhaus, Neurather Weg
| 9 November 1986 || 22 May 1993
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz
| 25 August 1974 || 8 November 1986
|-
| Style="background-color:#BFD730; color:#ffffff; text-align:center;" rowspan="6"|  '''6''' 
| style="text-align:left;" |  stopped service
| June 2007
|-
| style="text-align:left;" | Longerich – Weidenpesch – Nippes – Ebertplatz („6 Nord“)
| October 2006 || June 2007
|-
| style="text-align:left;" | Dom/Hbf – Neumarkt – Barbarossaplatz – Chlodwigplatz – Ubierring („6 Süd“)
| October 2006 || June 2007
|-
| style="text-align:left;" | Longerich – Weidenpesch – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Ubierring
| September 2002 || October 2006
|-
| style="text-align:left;" | Longerich – Weidenpesch – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Bayenthal – Marienburg, [[Südpark (Köln)|Südpark]]
| 27 July 1974|| 7 September 2002
|-
| style="text-align:left;" | (HVZ: Fordwerke, Ölhafen -) Niehl – Weidenpesch – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Bayenthal – Marienburg, Südpark
| 19 October 1970|| 26 July 1974
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|7}}; color:#ffffff; text-align:center;" rowspan="2" |  '''7''' 
| style="text-align:left;" | Sülz, Hermeskeiler Platz – Universität – Zülpicher Platz – Neumarkt – Heumarkt – Deutz – Poll – Porz – Zündorf
| 2 August 1980 || 29 May 1999
|-
| style="text-align:left;" | Junkersdorf – Müngersdorf – Melaten – Rudolfplatz – Neumarkt – Heumarkt – Deutz – Poll – Porz – Zündorf
| 12 June 1967 || 2 August 1980
|-
| Style="background-color:#F36F21; color:#ffffff; text-align:center;" rowspan="4"|  '''8''' 
| style="text-align:left;" |  stopped service
| June 2007
|-
| style="text-align:left;" | Universität – Zülpicher Platz – Neumarkt (– Poll – Porz) / (– Bf. Deutz/Messe)
| 1999 || June 2007
|-
| style="text-align:left;" |  stopped service
| 2 August 1980 || 1999
|-
| style="text-align:left;" | Müngersdorf (Stadion) – Melaten – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück (– Refrath)
| 8 April 1968 || 2 August 1980
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|9}}; color:#ffffff; text-align:center;" rowspan="4"|  '''9''' 
| style="text-align:left;" | Chorweiler – Heimersdorf – Longerich – Nippes – Ebertplatz – Dom/Hbf – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 17 November 1973 || 24 September 1994
|-
| style="text-align:left;" | Heimersdorf – Longerich – Nippes – Ebertplatz – Dom/Hbf – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 18 May 1971 || 16 November 1973
|-
| style="text-align:left;" | Longerich – Nippes – Ebertplatz – Dom/Hbf – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 19 October 1970 || 17 May 1971
|-
| style="text-align:left;" | Longerich – Niehl – Fordwerke, Ölhafen
| 12 June 1967 || 18 October 1970
|-
| Style="background-color:#AE4A66;color:#ffffff; text-align:center;" rowspan="4"|  '''10''' 
| style="text-align:left;" |  stopped service
| 26 September 1994
|-
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Niehl – Merkenich
| 31 October 1987 || 26 September 1994
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Niehl – Fordwerke, Ölhafen;
| 25 August 1974 || 9 November 1986
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Weidenpesch – Longerich;
| 6 October 1969 || 27 July 1974
|-
| Style="background-color:#754346; color:#ffffff; text-align:center;" rowspan="2"|  '''11''' 
| style="text-align:left;" |  stopped service
| 9 November 1986
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Höhenhaus, Neurather Weg
| 27 July 1974 || 9 November 1986
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|12}}; color:#ffffff; text-align:center;" rowspan="1"|  '''12''' 
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Neumarkt – Dom/Hbf. – Ebertplatz – Nippes – Niehl – Merkenich
| 18 October 1970 || December 2003
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|13}}; color:#ffffff; text-align:center;" rowspan="4"|  '''13''' 
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Nippes – Riehl – Mülheim – Höhenhaus, Neurather Weg
| 23 May 1993 || 31 May 1997
|-
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Nippes – Riehl – Mülheim, Wiener Platz
| 25 August 1974 || 22 May 1993
|-
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Neuehrenfeld, Takuplatz
| 23 October 1972 || 25 August 1974
|-
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Bilderstöckchen, Longericher Str.
| 30 September 1963 || 22 October 1972
|-
| Style="background-color:#73C7F7; color:#ffffff; text-align:center;" rowspan="2"|  '''14''' 
| style="text-align:left;" |  stopped service
| 27 May 2003
|-
| style="text-align:left;" | KölnMesse – Deutz/Messe – Neumarkt – Dom/Hbf. ''(Fair days only)''
| 17 January 1984 || 27 May 2003
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|15}}; color:#ffffff; text-align:center;" rowspan="3"|  '''15''' 
| style="text-align:left;" | Thielenbruch – Dellbrück – Buchheim – Mülheim – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Ubierring
| 25 September 1994 || 13 December 2003
|-
| style="text-align:left;" | Thielenbruch – Dellbrück – Buchheim – Mülheim – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Ubierring – Rodenkirchen – Sürth
| 12 August 1978 || 24 September 1994
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Neumarkt – Severinsbrücke – Deutz – Mülheim – Höhenhaus, Neurather Weg ''(peak hours only)''
| 19 October 1970 || 23 October 1972
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|16}}; color:#ffffff; text-align:center;" rowspan="4" |  '''16''' 
| style="text-align:left;" | Bonn-Bad Godesberg – Bonn Hbf – Wesseling – Sürth – Rodenkirchen – Ubierring – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstr.
| October 2006 || June 2007
|-
| style="text-align:left;" | Bonn-Bad Godesberg – Bonn Hbf – Wesseling – Sürth – Rodenkirchen – Ubierring – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Buchheim, Herler Straße
| 1997 || 2003
|-
| style="text-align:left;" | Bonn-Bad Godesberg – Bonn Hbf – Wesseling – Sürth – Rodenkirchen – Ubierring – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim, Wiener Platz
| 12 August 1978 || 31 May 1997
|-
| style="text-align:left;" | Rodenkirchen, Siegfriedstraße – Rheinufer – Ubierring – Chlodwigplatz – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Mülheim – Holweide – Dellbrück – Thielenbruch
| || 11 August 1978
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|17}}; color:#ffffff; text-align:center;" rowspan="4"|  '''17''' 
| style="text-align:left;" |  stopped service
| October 2006 || December 2015
|-
| style="text-align:left;" | Ubierring – Chlodwigplatz – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Buchheim, Herler Straße (evenings and weekends only)
| December 2003 || October 2006
|-
| style="text-align:left;" | Ubierring – Chlodwigplatz – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstraße (evenings and weekends only)
| 31 May 1997 || December 2003
|-
| style="text-align:left;" | Klettenbergpark – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Reichenspergerplatz
| 9 November 1986 || 1992
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|18}}; color:#ffffff; text-align:center;" rowspan="4"|  '''18''' 
| style="text-align:left;" | Bonn Hbf – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Mülheim – Buchheim – Dellbrück – Thielenbruch
| October 2006 || June 2007
|-
| style="text-align:left;" | Bonn Hbf – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Nippes – Longerich – Heimersdorf – Chorweiler
| September 1994 || October 2003
|-
| style="text-align:left;" | Bonn Hbf – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim
| 9 November 1986 || September 1994
|-
| style="text-align:left;" | Bonn, Rheinuferbahnhof – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz Operated by [[Cologne-Bonn Railways]]
| 12 August 1978 || 9 November 1986
|-
| Style="background-color:#00B9F2; color:#ffffff; text-align:center;" rowspan="9"|  '''19''' 
| style="text-align:left;" |  stopped service
| 5 August 2007
|-
| style="text-align:left;" | Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf ("19 Süd")
| 9 October 2006 || 5 August 2007
|-
| style="text-align:left;" | Breslauer Platz – Ebertplatz – Mülheim – Buchheim, Herler Str. ("19 Nord")
| 9 October 2006 || 5 August 2007
|-
| style="text-align:left;" | Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Buchheim, Herler Str.
| 15 December 2003 || 8 October 2006
|-
| style="text-align:left;" | Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstr.
| 31 May 1992 || 14 December 2003
|-
| style="text-align:left;" | Hürth-Hermülheim – Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstr.
| 27 September 1991 || 30 May 1992
|-
| style="text-align:left;" | Hürth-Hermülheim – Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Weidenpesch – Niehl
| 9 November 1986 || 26 September 1991
|-
| style="text-align:left;" | Brühl Mitte – Brühl Ost – Berzdorf – Wesseling Inter-city operated by [[Cologne-Bonn Railways]]
| 12 August 1978 || 31 May 1981
|-
| style="text-align:left;" | Longerich – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 5 October 1964 || 19 October 1970
|-
| Style="background-color:cyan; color:#ffffff; text-align:center;" rowspan="4"|  '''20''' 
| style="text-align:left;" |  stopped service
| 2 August 1980
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt
| 10 October 1969 || 2 August 1980
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt (– Heumarkt – Deutz – Poll not so frequent)
| 6 October 1969 || 9 October 1969
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Niehl – Fordwerke, Ölhafen;
| 10 June 1967 || 8 April 1968
|}

== Past expansion ==
Due to the lack of an overarching plan on the expansion of the network, there's no single point when the tram became the Stadtbahn, and the expansion projects since the building of the ''Innenstadttunnel'' will be listed chronologically.

=== Innenstadttunnel (City center tunnel) ===
[[File:KVB2306 Appellhofplatz.jpg|alt=Stadtbahn of line 19 at station Appellhofplatz in the Innenstadttunnel|left|thumb|Station Appellhofplatz in the ''Innenstadttunnel'' before high-floor platforms were introduced]]
[[File:KVB Innenstadttunnel.svg|alt=Map of the Inenstadttunnel in its final state 1970|right|frameless]]
The ''Innenstadttunnel'' was opened in several parts from 1968 to 1970. The first part served from Dom/Hbf to Appellhofplatz reaching the surface through a temporary ramp at Friesenplatz, and in the following year the section Appellhofplatz – Barbarossaplatz was added. At the station Appellhofplatz a triangular junction was built, with the tunnel from Friesenplatz to Dom/Hbf passing under the rest of the railways. In October 1970 the sections Poststraße – Severinsbridge and Dom/Hbf – Breslauer Platz followed, with a temporary ramp built at Breslauer Platz. The ramp at Barbarossaplatz was also intended to only be temporary, but is still in use to this day (2023).<ref name="50 years underground" />

Because the ''Innenstadttunnel'' was built as an [[Premetro|underground tram]], it has small curve radii and level junctions at Appellhofplatz and Poststraße. Currently (2022) the tunnel is served by three lines with 10 min headway and one with 5 min headway.<ref name="50 years underground" /><ref name="rush hour">{{Cite web |last=Weiß |first=Regina |date=17 January 2017 |title=Rush Hour in der Innenstadt – Mehr Bahnen sind aktuell nicht drin |trans-title=Rush hour in the city center – more trains are not possible at the moment |url=https://blog.kvb-koeln.de/rush-hour-in-der-innenstadt-mehr-bahnen-sind-aktuell-nicht-drin |url-status=live |archive-url=https://web.archive.org/web/20220118142805/https://blog.kvb-koeln.de/rush-hour-in-der-innenstadt-mehr-bahnen-sind-aktuell-nicht-drin |archive-date=18 January 2022 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

=== Chorweiler extension ===
[[File:Stadtbahnkoeln-heimersdorf.jpg|thumb|Underground station Heimersdorf]]
[[File:KVB Chorweiler.svg|alt=Map of the Chorweiler extension|left|frameless|207x207px]]
The in the 1970s newly built line to the [[commuter town]] [[Chorweiler]] is the first line in Cologne to be built metro-like from the start. In 1971, the first {{Convert|2.3|km|mi|abbr=on}} long part was constructed: On a segregated right-of-way it starts from existing tram lines to the north, crosses under the Militärringsstraße and over the [[Bundesautobahn 1|A1]] to the underground station Heimersdorf. The line ended in a temporary loop about {{Convert|200|m|ft|abbr=on}} farther.<ref name="history 1950" />
[[File:2022-06-04-S-U-Chorweiler-0462.jpg|alt=An S-Bahn and a Stadtbahn at the Chorweiler Station|thumb|S-Bahn and Stadtbahn at Chorweiler station]]
In 1973 the extension was continued to its new and current (2022) underground terminus [[Köln-Chorweiler station|Chorweiler]] which is shared with the [[Rhine-Ruhr S-Bahn|S-Bahn]] line S11.<ref name="50 years underground" /><ref name="history 1950" /> Since 2003, line 15 operates this part of the network.

=== Eberplatz and Nippes tunnels ===
[[File:KVB 1970.svg|alt=Map of the tunnels around Ebertplatz|left|frameless]]
In 1974 the so far biggest opening of tunnels happened: The lines from Breslauer Platz and Hansaring to the [[Cologne Zoological Garden|zoo]] and under the Neusser Straße with a quad-platform station at Ebertplatz. The station is built for efficient operation with few grade crossings of different lines. The tunnels leading to Hansaring are connected creating an underground turning loop. At Reichensbergerplatz the start of a tunnel in the direction of Amsterdamer Straße was used for another turning loop.

In addition to the continuation of the ''Innenstadttunnel'', the tunnel under the Neusser Straße (Ebertplatz, Lohsestraße, Florastraße, Neusser Straße/Gürtel) was a priority, because the street is a narrow main street that was the most used part of the network at the time, outside of the city center. To get a higher reduction in travel time from the north parts of the city, higher stop spacing was used, at the price of a worse service for residents. Because of financing problems the tunnel had to end at the station Mollwitzstraße instead of continuing to the split of the line at Wilhelm-Sollman-Straße, and the ramp was built as a temporary solution, enabling later continuation of the tunnel.<ref name="50 years underground" /><ref name="history 1950" />
[[File:Hochbahn Gürtelstrecke Köln 1.jpg|alt=The elevated railway of line 13 lined with trees|right|frameless]]

=== Gürtel Hochbahn (elevated railway) ===
At the same time as the tunnels in Nippes, an [[elevated railway]] was finished for line 13 following the [[List of streets in Cologne#Cologne Belt|Gürtel]], which at the time was planned to be extended from [[Bilderstöckchen]] to the [[Mülheim Bridge, Cologne|Mülheim Bridge]]. The line starts at Nußbaumerstraße up to where line 13 runs in the middle of the Gürtel, and connects it with the Mülheim Bridge. The [[Lower Left Rhine Railway|Cologne-Neuss railway]] however is crossed underneath, at which a station (Geldernstraße/Parkgürtel) creates a connection to S-Bahn services. At the approach to the Mülheim Bridge the line joins the also junction-free line from the zoo. To create enough space for climbing the elevation change, the two lines cross at the station Slabystraße before joining farther along the bridge. This and the tunnels in Nippes meant that Cologne now had the longest underground/elevated railway networks of German cities that started those systems after World-War 2.<ref name="50 years underground" /><ref name="history 1950" />

=== Deutz/Kalk ===
[[File:KVB DeutzKalk.svg|alt=Map of the tunnel under Deutz and Kalk|left|frameless|267x267px]]
The first tunnel to the east of the Rhine was opened in the years 1976 to 1983. After the station Frankfurter Straße had already been lowered in 1964, the ramp to the first part of the tunnel with the station Fuldaer Straße was built there. The subsequent tunnels in [[Kalk, Cologne|Kalk]], Vingst and [[Deutz, Cologne|Deutz]] followed in 1980, 1981 and 1983.<ref name="50 years underground" /><ref name="history 1950" /> The branch to [[Königsforst station|Königsforst]] joins at station Kalk Kapelle without a junction by crossing under. Between the stations ''Deutz Technische Hochschule'' and ''Bf Deutz/Messe'' a small underground parking facility was created,<ref name="depots">{{Cite web |last=Weiß |first=Regina |date=19 April 2022 |title=Die Heimat von Bussen und Bahnen – die Betriebshöfe der KVB |trans-title=The home of trains and buses – the depots of the KVB |url=https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb |url-status=live |archive-url=https://web.archive.org/web/20220419091642/https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb |archive-date=19 April 2022 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> and in the station [[Kalk Post station|Kalk Post]] a bunker was built.<ref name ="bunker kalk">{{Cite web |last=Christ |first=Tobias |date=27 January 2013 |title=Atombunker in Köln-Kalk: Überleben im Kalker Untergrund |trans-title=Bunker in Cologne-Kalk: Surviving in Kalk's underground |url=https://www.ksta.de/koeln/atombunker-in-koeln-kalk-ueberleben-im-kalker-untergrund-22642736 |url-status=live |archive-url=https://web.archive.org/web/20220707110207/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9hdG9tYnVua2VyLWluLWtvZWxuLWthbGstdWViZXJsZWJlbi1pbS1rYWxrZXItdW50ZXJncnVuZC0yMjY0MjczNj9jYj0xNjU3MTkxNzI3MDA0JiIsInJlZmVycmVyIjoiIiwic3ViZG9tYWluIjoid3d3In0= |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

At the same time as the tunnels were built, the [[Deutz Suspension Bridge|Deutz Bridge]] was widened by building another bridge with the same profile to its south, and then moved next to the existing one. With this new construction, the Stadtbahn got a dedicated track through the middle of the bridge.<ref name="50 years underground" />

=== Rheinuferbahn ===
[[File:KVB Rheinuferbahn.svg|alt=Map of the Rheinuferbahn|right|frameless|300x300px]]
Since 1978 line 16 operates as an overland-line. At the station Marienburg (since renamed to Heinrich-Lübke-Ufer) it diverges from its previous routing to the center of [[Rodenkirchen]] to the Rheinuferbahn of the ''Köln-Bonner Eisenbahnen'' (Cologne-Bonn railways) which it follows to Bonn. Different to the solution later used in [[Karlsruhe Stadtbahn#Acquisition and extension of the Alb Valley Railway|Karlsruhe]], the railway was changed to accommodate Stadtbahn vehicles, instead of equipping Stadtbahn vehicles with the technology needed to be used on mainline railways. The Rheinuferbahn was converted to Stadtbahn service by changing its electrification from 1200 V to 750 V, upgrading the [[Punktförmige Zugbeeinflussung|train protection system]] and retrofitting the switches for the smaller wheels of the Stadtbahn vehicles. The line is still operated as a railway under EBO, with mixed freight and passenger services running on parts of it. Line 16 was the first time, that vehicles from Bonn entered Cologne's network.<ref name="line 16" /><ref name="history 1950" />

=== Friesenplatz – Gutenbergstraße ===
[[File:KVB Westbahnhof.svg|alt=Map of the tunnel from Friesenplatz to Gutenbergstraße|left|frameless]]
The ''Innenstadttunnel'' was continued from the station Friesenplatz in 1985. It diverges grade separated from the tunnel to [[Ehrenfeld, Cologne|Ehrenfeld]] at Hans-Böckler-Platz/Bahnhof West where elevators go directly from the underground station's platforms to the ones of [[Köln West station]]. The tunnel then turns north beneath the green belt and reaches the surface at the station Gutenbergstraße. During the construction of the tunnel under Venloer Straße the tunnel was used by lines 3 and 4, while usually it is only served by line 5.<ref name="history 1985">{{Cite web |title=KVB-Geschichte von 1984 bis 2004 |trans-title=KVB-History from 1984 to 2004 |url=https://www.kvb.koeln/unternehmen/geschichte/1985.html |url-status=live |archive-url=https://web.archive.org/web/20220707110213/https://www.kvb.koeln/unternehmen/geschichte/1985.html |archive-date=7 July 2022 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref><ref name="line 4">{{Cite web |last=Weiß |first=Regina |date=14 September 2021 |title=Linie 4: Direktverbindung der beiden größten Stadtteile Kölns |trans-title=Line 4: Direct connection of the two biggest neighborhoods Cologne's |url=https://blog.kvb-koeln.de/linie-4-direktverbindung-der-beiden-groessten-stadtteile-koelns |url-status=live |archive-url=https://web.archive.org/web/20210918003835/https://blog.kvb-koeln.de/linie-4-direktverbindung-der-beiden-groessten-stadtteile-koelns |archive-date=18 September 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

=== Vorgebirgsbahn ===
[[File:Vorgebirgsbahn map.png|alt=Map of the Vorgebirgsbahn|right|frameless|193x193px]]
Like the Rheinuferbahn 8 years before, the Vorgebirgsbahn was completely converted to Stadtbahn operations in 1986. Already since the electrification in the 1930s, the trams and Vorgebirgsbahn shared tracks between Barbarossaplatz and Klettenberg. With the conversion to Stadtbahn, the tram lines 10 and 11 were replaced by the Stadtbahn, which meant that the turning loop was replaced by a turning rail. In 1990 to 1992 the platforms were converted to high-floor platforms (except for Barbarossaplatz).<ref name="line 18" /><ref name="history 1985" />

=== Ring-tunnel ===
[[File:KVB Ringe.svg|alt=Map of the ring tunnel|left|frameless]]
Since October 1987 a tunnel exists under the [[Cologne Ring]]. It continues the tunnel at from Hansaring and crosses under the lines 1 and 7 at Rudolfplatz. At Friesenplatz it crosses under the ''Innenstadttunnel'' which forms the currently (2022) only completely underground station junction which is a bit messy because of the stacked side-platforms. At Zülpicher Platz the tunnel ends in a ramp to the surface.

The station Rudolfplatz was also designed as a bunker.<ref name="bunker rudolfplatz">{{Cite web |last=Christ |first=Tobias |date=26 September 2019 |title=Bunker unter Rudolfplatz: So hätten Kölner vor einem Atomangriff gerettet werden sollen |trans-title=Bunker below Rudolfplatz: How Cologne's people would have been rescued from an atomic attack |url=https://www.ksta.de/koeln/bunker-unter-rudolfplatz-so-haetten-koelner-vor-einem-atomangriff-gerettet-werden-sollen-33220628 |url-status=live |archive-url=https://web.archive.org/web/20220618074253/https://www.ksta.de/koeln/bunker-unter-rudolfplatz-so-haetten-koelner-vor-einem-atomangriff-gerettet-werden-sollen-33220628 |archive-date=18 June 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

The station Christophstraße/Mediapark was the location of the worst accident in the recent history of the Stadtbahn in 1999, when a CitySprinter prototype hit a standing train at {{Convert|50|km/h|mph|abbr=on}}.<ref name ="citysprinter crash">{{Cite web |date=23 June 2009 |title=Rückblick Köln 1999: 40 Verletzte bei KVB-Crashfahrt |trans-title=Retrospect Cologne 1999: 40 injured by KVB crash |url=https://www.ksta.de/rueckblick-koeln-1999-40-verletzte-bei-kvb-crashfahrt-12833164 |url-status=live |archive-url=https://web.archive.org/web/20220707110208/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9ydWVja2JsaWNrLWtvZWxuLTE5OTktNDAtdmVybGV0enRlLWJlaS1rdmItY3Jhc2hmYWhydC0xMjgzMzE2ND9jYj0xNjU3MTkxNzI4ODUzJiIsInJlZmVycmVyIjoiIiwic3ViZG9tYWluIjoid3d3In0= |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

=== Ehrenfeld ===
[[File:KVB Ehrenfeld.svg|alt=Map of Ehrenfeld tunnel and extension|right|frameless]]
The tunnel through Ehrenfeld was opened in two parts: the line from Hans-Böckler-Platz to Venloer Straße/Gürtel, where a connection to [[Köln-Ehrenfeld station|S-Bahnhof Ehrenfeld]] was created, in 1989, and the tunnel to Wolffsohnstraße and surface tracks to Bocklemünd in 1992, where an on-platform transfer to buses can be made.

The Ehrenfeld tunnel has multiple differentiating factors from previously built tunnels: It is the first tunnel built with high-floor platforms, and the stations have their platforms in the middle between the tracks instead of on the side. Because of the experiences with the tunnel below Neusser Straße the station spacing was reduced to get a better service for the residents.<ref name="50 years underground" /><ref name="history 1985" /><ref name="line 4" />

=== Amsterdamer Straße ===
[[File:KVB AmsterdamerStr.svg|alt=Map of the Amsterdamer Straße line|left|frameless|186x186px]]
In 1992 as well, the line from Reichensberger Platz to [[Niehl, Cologne|Niehl]] Sebastianstraße was opened. The line had already been planned in the 1960s which meant that in the early 1970s in addition to a tunnel junction at Reichensbergerplatz, a {{Convert|300|m|ft|abbr=on}} long tunnel had been built below an intersection and another rail line. The rest of the line lies on the surface in the middle of Amsterdamer Straße and is mostly built with [[green track]]. The platforms are in the middle of the tracks and feature comparatively extensive designs. The last {{Convert|300|m|ft|abbr=on}} before the terminus lie next to an elevated 6 lane road. An extension to Niehl Nord, connecting to line 12, would be possible, but is not planned at the time (2022).<ref name="50 years underground" /><ref name="line 16" />

=== Mülheim ===
[[File:KVB Muelheim.svg|alt=Map of the Mülheim tunnel|right|frameless|191x191px]]
The Mülheim tunnel was opened in June 1997, starts at the Mülheim Bridge, crosses the Wiener Platz with a station, provides a connection to [[Köln-Mülheim station]] with direct elevators from the Stadtbahn platform to the mainline rail and ends on the surface in [[Buchheim, Cologne|Buchheim]]. It is the first tunnel in Cologne built using a [[tunnel boring machine]] (TBM) under buildings. Construction started in 1992, and 2 years later the TBM had completed the two tunnel sections with a total length of {{Convert|2.5|km|mi|abbr=on}}.<ref name="50 years underground" /><ref name="history 1985" />

=== Bensberg ===
Line 1 was extended to [[Bensberg]] on its east end in 2000: Instead of ending at the previous terminus that was renamed from Bensberg to Im Hoppenkamp, it now enters a nearly {{Convert|500|m|ft|abbr=on}} long tunnel to the new terminus Bensberg in the center of the [[Quarter (urban subdivision)|quarter]]. The tunnel was necessary, because the terrain's elevation increase is to steep for trains, and the final station lies {{Convert|14|m|ft|abbr=on}} below surface.<ref name="history 1985" /><ref name="bensberg extension">{{Cite web |title=Light Rail Bensberg Central |url=https://www.daub-ita.de/en/tunnel-projects/germany/light-rail-bensberg-central/ |url-status=live |access-date=6 July 2022 |website=Deutscher Ausschuss für Unterirdisches Bauen e.V. |language=en |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707110213/https://www.daub-ita.de/en/tunnel-projects/germany/light-rail-bensberg-central/ }}</ref>

=== Weiden ===
[[File:KVB Weiden.svg|alt=Map of the Weiden extensions|left|frameless]]
On 16 July 2002 a part of west end of line 1 discontinued in 1956 was reopened. This produced an uncommon problem: Because the routing passed the past headquarters of [[RTL Group|RTL]], shaking, which could've disrupted the broadcasts, had to be avoided using a complex damping system.<ref name="history 1985" />

For the [[2006 FIFA World Cup]] the line was extended again to the newly built S-Bahn station Weiden West. At its new terminus, the line meets perpendicularly with the [[Cologne–Aachen high-speed railway]] through which S-Bahn lines S 13 and S 19 create new connections especially in a western direction. This part was built to make the [[RheinEnergieStadion]] accessible by Stadtbahn from both sides.<ref name="history 2005">{{Cite web |title=KVB-Geschichte von 2005 bis heute |trans-title=KVB-History from 2005 to now |url=https://www.kvb.koeln/unternehmen/geschichte/2000.html |url-status=live |archive-url=https://web.archive.org/web/20220707110216/https://www.kvb.koeln/unternehmen/geschichte/2000.html |archive-date=7 July 2022 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref>

At the terminus station a [[Park and ride]] facility was built with space for 430<ref name="p+r weiden expansion 1">{{Cite web |last=Machnik |first=Maria |date=9 December 2013 |title=Infrastruktur: Mehr Stellplätze in Weiden-West? |trans-title=Infrastructure: More parking space in Weiden-West? |url=https://www.ksta.de/region/rhein-erft/pulheim/infrastruktur-mehr-stellplaetze-in-weiden-west--2444738 |url-status=live |access-date=25 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=18 June 2022 |archive-url=https://web.archive.org/web/20220618083026/https://www.ksta.de/region/rhein-erft/pulheim/infrastruktur-mehr-stellplaetze-in-weiden-west--2444738 }}</ref> cars, but because other close park and rides are in a different pay zone making the ride to Cologne more expensive, it has seen high usage, and has been extended by 255 more spaces to a total of 685, with more expansions for a total of 1280 spaces planned. A bicycle tower with a capacity for 130 bicycles is also planned, and after it was supposed to be finished by 2022, planning is now expected to end around the start of 2023.<ref name="p+r weiden expansion 2">{{Cite web |last=Attenberger |first=Tim |date=27 May 2021 |title=Pendler nutzen Park-and-Ride: Stadt Köln will Parkplatz in Weiden-West ausbauen |trans-title=Commuters use Park-and-ride: City of Cologne wants to expand parking space in Weiden-West |url=https://www.ksta.de/koeln/pendler-nutzen-park-and-ride-stadt-koeln-will-parkplatz-in-weiden-west-ausbauen-38426814 |url-status=live |archive-url=https://web.archive.org/web/20220707110214/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9wZW5kbGVyLW51dHplbi1wYXJrLWFuZC1yaWRlLXN0YWR0LWtvZWxuLXdpbGwtcGFya3BsYXR6LWluLXdlaWRlbi13ZXN0LWF1c2JhdWVuLTM4NDI2ODE0P2NiPTE2NTcxOTE3MzQzNDkmIiwicmVmZXJyZXIiOiIiLCJzdWJkb21haW4iOiJ3d3cifQ== |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref><ref name="p+r weiden bicycle tower">{{Cite web |last=Esch |first=Susanne |date=9 September 2020 |title=Fahrradparkhaus für Köln-Weiden: Ein Bike Tower soll das Chaos ordnen |trans-title=Bicycle parking for Cologne-Weiden: A bike tower is supposed to end the chaos |url=https://www.ksta.de/koeln/lindenthal/fahrradparkhaus-fuer-koeln-weiden-ein-bike-tower-soll-das-chaos-ordnen-37458934 |url-status=live |archive-url=https://web.archive.org/web/20220707110215/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9saW5kZW50aGFsL2ZhaHJyYWRwYXJraGF1cy1mdWVyLWtvZWxuLXdlaWRlbi1laW4tYmlrZS10b3dlci1zb2xsLWRhcy1jaGFvcy1vcmRuZW4tMzc0NTg5MzQ/Y2I9MTY1NzE5MTczNTMyOSYiLCJyZWZlcnJlciI6IiIsInN1YmRvbWFpbiI6Ind3dyJ9 |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref><ref>{{Cite web |last=Esch |first=Susanne |date=14 November 2022 |title=Weiden-West: Kölner Turm soll mehr Pendler aufs Rad locken |url=https://www.ksta.de/koeln/lindenthal/weiden/weiden-west-koelner-turm-soll-mehr-pendler-aufs-rad-locken-370929 |url-status=live |access-date=16 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=16 November 2022 |archive-url=https://web.archive.org/web/20221116220919/https://www.ksta.de/koeln/lindenthal/weiden/weiden-west-koelner-turm-soll-mehr-pendler-aufs-rad-locken-370929 }}</ref>

===Butzweilerhof extension===
[[File:KVB Butzweilerhof.svg|200px|right|Stations on the extension]]
The [[Kölner Verkehrs-Betriebe|Kölner Verkehrsbetriebe]] (KVB) opened a {{convert|1.85|km|mi|abbr=on}} long extension from the former Ossendorf terminus into the Butzweilerhof/Gewerbegebiet Ossendorf area in December 2010.<ref name="expansion butzweilerhof">{{cite web |url=http://kvb-koeln.de/german/nachrichten/view.html?action=shownews&id=1411 |title=Kölner Verkehrs-Betriebe AG |publisher=Kvb-koeln.de |date=24 November 2008 |access-date=25 August 2013 |archive-url=https://web.archive.org/web/20120722202025/http://www.kvb-koeln.de/german/nachrichten/view.html?action=shownews&id=1411 |archive-date=22 July 2012 |url-status=dead }}</ref> Three new stations (Alter Flughafen Butzweilerhof, IKEA am Butzweilerhof and the new terminus, Sparkasse [[Am Butzweilerhof (KVB)|Am Butzweilerhof]]) were added to the existing Line 5. Construction of the extension cost about {{Currency|18 million|EUR}}, with €5 million being financed through a charge on the companies which will benefit from the extension. The remaining €13 million was financed by the [[:de:Kölner Verkehrsbetriebe|KVB Köln]] (Cologne Transit Authority).<ref name="line 5">{{Cite web |last=Anemüller |first=Stephan |date=2 May 2017 |title=Die neue Linie 5 – ein öffentlich-private Partnerschaft |trans-title=The new line 5 – a public-private partnership |url=https://blog.kvb-koeln.de/die-neue-linie-5-eine-oeffentlich-private-partnerschaft |url-status=live |archive-url=https://web.archive.org/web/20220120052407/https://blog.kvb-koeln.de/die-neue-linie-5-eine-oeffentlich-private-partnerschaft |archive-date=20 January 2022 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

The extension begins near the former Ossendorf terminus (which has been closed), crosses the tracks of the HGK, follows the southern edge of the Hugo-Eckener-Strasse with the 1st station (Alter Flughafen Butzweilerhof) being sited at the corner of Hugo-Eckener-Strasse and Köhlstrasse. It then follows a new street which continues east from Köhlstraße. The line passes the new IKEA am Butzweilerhof store (2nd station), crosses the new extension of Richard-Byrd-Straße, and ends at the intersection of Richard-Byrd-Straße and Von-Hünefeld-Straße.<ref name="line 5" />

=== Mengenich ===
[[File:KVB Mengenich.svg|alt=Map of the expansion to mengenich|right|frameless|263x263px]]
For the newly built neighborhood [[Bocklemünd/Mengenich]] a connection to the tram network has been planned since the 1960s. This connection was supposed to cross the Militärringstraße on a bridge and the run through a green space to the Autobahn A1 where the line would've ended in a turning loop. This initial planning was first lowered in priority, and later made impossible by an expansion of the Militärringstraße. In 2002, line 3 was expanded to the new terminus Mengenich Ollenhauerring as the first part of a planned expansion to the center of Görling including a tunnel. The planned tunnel was not deemed financeable by NRW and so the city council decided in 2006 that a routing along the surface, that only passed along the edge of the residential area, would be done.

Several variants of the now high priority project along Militärringsstraße to Tollerstraße, Schumacherring or Buschweg were prepared and presented to residents for discussion in 2008. On 6 February 2018 the construction of the new terminus station at Schumacherring began, with it being opened on August 27 of the same year.<ref name="history 2005" /><ref name="expansion mengenich">{{Cite web |date=6 February 2018 |title=Verlängerung der Stadtbahnlinie 3 |trans-title=Extension of line 3 |url=https://www.stadt-koeln.de/politik-und-verwaltung/presse/verlaengerung-der-stadtbahnlinie-3-1 |url-status=live |archive-url=https://web.archive.org/web/20220707110217/https://www.stadt-koeln.de/politik-und-verwaltung/presse/verlaengerung-der-stadtbahnlinie-3-1 |archive-date=7 July 2022 |access-date=6 July 2022 |website=Stadt Köln}}</ref><ref name="expansion görlinger zentrum">{{Cite web |date=28 August 2018 |title=Neue Endhaltestelle der Linie 3 "Görlinger-Zentrum" eröffnet |trans-title=New terminus of line 3 "Görlinger-Center" opened |url=https://www.kvb.koeln/aktuelles/meldung.html?action=shownews&id=84 |url-status=dead |archive-url=https://web.archive.org/web/20180830005226/https://www.kvb.koeln/aktuelles/meldung.html?action=shownews&id=84 |archive-date=30 August 2018 |access-date=6 July 2022 |website=kvb.koeln}}</ref>

=== Brühl double-track ===
In 2015 the city council approved the expansion to double-track the part of line 18 between Brühl-Mitte and Brühl-Badorf.<ref>{{Cite web |date=25 February 2015 |title=Zweigleisiger Ausbau der Linie 18 in Brühl |trans-title=Adding double track for line 18 in Brühl |url=http://www.kvb-koeln.de/german/nachrichten/view.html?action=shownews&page=1&id=2448 |url-status=dead |archive-url=https://web.archive.org/web/20150402092941/http://www.kvb-koeln.de/german/nachrichten/view.html?action=shownews&page=1&id=2448 |archive-date=2 April 2015 |website=Kölner Verkehrs-Betriebe AG}}</ref> By December 2018, the new tracks had been built, but because a new railway control center and required inspections had delays, the new track could be opened in April 2019. Additional construction such as the upgrade of platforms along the track was finished by mid 2020.<ref name="double track brühl">{{Cite web |title=Zweigleisiger Ausbau Linie 18 |trans-title=Double track expansion of line 18 |url=https://www.bruehl.de/zweigleisiger-ausbau-linie-18--2-.aspx |url-status=live |access-date=25 July 2022 |website=Stadt Brühl |archive-date=25 July 2022 |archive-url=https://web.archive.org/web/20220725154548/https://www.bruehl.de/zweigleisiger-ausbau-linie-18--2-.aspx }}</ref>

==Current and future expansion==

=== North-South Stadtbahn ===
The North-South Stadtbahn (NSS) is made up of three stages:

# Two parallel tunnels from Breslauer Platz to Marktstraße, connecting to the existing Innenstadttunnel
# A track from Bonner Wall to Schönhauser Straße connecting the route to the Rheinuferbahn
# 4 more surface stations along Bonner Straße from Marktstraße to Arnoldshöhe

==== Background ====
[[Image:KVB NordSuedStadtbahn.svg|200px|All 3 stages of the North-South rail|alt=Map of the North-South line under construction|thumb]]First considerations to connect the north and south of the city center were already undertaken in the 1970s, and actual planning was started by the city in 1983.<ref>{{Cite web |title=Nord-Süd Stadtbahn Köln: Chronik |url=https://www.nord-sued-stadtbahn.de/projekt/chronik/index.html |url-status=live |access-date=6 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170543/https://www.nord-sued-stadtbahn.de/projekt/chronik/index.html }}</ref> A direct connection of the north to the south is needed, because part of the Innenstadttunnel is operating at capacity with 30 trains per hour serving it.<ref name="rush hour" /> Because the old tunnel was built using a [[cut-and-cover]] technique, it follows major roads distant from the old city center with its narrow alleys. The first stage aims at fixing these problems, by rerouting line 16 from the Innenstadttunnel to the newly built one and building new stations directly under the old city center. Additionally, travel time on line 16 will be decreased by eight minutes and it is one of the last steps in the separation of the high-floor and low-floor networks. The new {{Convert|3|km|mi|abbr=on}} long tunnel is the first newly built line since the opening of the original downtown tunnel in 1968, while every tunnel opened in between had been a replacement for previous surface lines. It will be used by lines 5, 16 and 17 once complete.<ref>{{Cite web |title=Nord-Süd Stadtbahn Köln: Stadtbahn-Netzwerk in der Zukunft |trans-title=North-South rail Cologne: rail network in the future |url=https://www.nord-sued-stadtbahn.de/projekt/gruende/netz_zukunft.html |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170544/https://www.nord-sued-stadtbahn.de/projekt/gruende/netz_zukunft.html }}</ref>

The second stage is only to connect the line to the Rheinuferbahn, necessary for line 16's operation.<ref>{{Cite web |title=Broschüre Zweite Baustufe |trans-title=Brochure second building stage |url=https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=39 |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=25 July 2022 |archive-url=https://web.archive.org/web/20220725113507/https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=39 }}</ref>

The third stage aims to provide a better service for the residents of the Südstadt, [[Bayenthal]], Marienburg and Raderberg by extending line 5, decreasing the travel time from the end of [[Bundesautobahn 555|A 555]] to the [[Köln Hauptbahnhof|Hauptbahnhof]] from 30 minutes to just 13.<ref>{{Cite web |date=November 2017 |title=3. Baustufe Nord-Süd-Stadtbahn |trans-title=3rd building stage North-South rail |url=https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=23 |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170545/https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=23 }}</ref>

==== Tunnel collapse and delays ====
On 3 March 2009 the [[Historisches Archiv der Stadt Köln|building of the city's archive]] collapsed into the first stage's tunnel under construction on the Severinstraße between stations Severinstraße and Heumarkt, killing two people. Poor construction, the theft of necessary iron reinforcements and several ground water break-ins into the tunnel, which were not reported or controlled properly by the construction company, are among the alleged causes for this catastrophe.<ref name="ksta_protokoll">{{cite web |last= |first= |date=23 February 2010 |title=U-Bahn: Das Protokoll eines Versagens |trans-title=U-Bahn: The protocol of a failure |url=https://www.ksta.de/u-bahn-das-protokoll-eines-versagens-13065724 |url-status=live |archive-url=https://web.archive.org/web/20160321171450/http://www.ksta.de/u-bahn-das-protokoll-eines-versagens-13065724 |archive-date=21 March 2016 |access-date=22 April 2013 |website=[[Kölner Stadt-Anzeiger]] |publisher= |language=de}}</ref><ref name="ksta_fugenblech">{{cite web |title=Archiveinsturz: Beschädigtes Fugenblech als Indiz |trans-title=Archive collapse: Damaged "Fugenblech" as evidence |url=http://www.ksta.de/html/artikel/1277385900119.shtml |url-status=dead |archive-url=https://archive.today/20130206173332/http://www.ksta.de/html/artikel/1277385900119.shtml |archive-date=6 February 2013 |access-date=22 April 2013 |publisher=Ksta.de |language=de}}</ref>

In 2012, line 5 was re-routed from its previous terminus Reichensbergerplatz to the already finished part of the NSS, now serving Rathaus (city hall) station.<ref>{{Cite web |date=7 December 2012 |title=Nord-Süd Stadtbahn Köln: Ab 9. Dezember 2012 unterirdisch mit der Stadtbahn bis zum Rathaus |trans-title=North-South rail Cologne: Starting 9th of December 2012 in the underground to the city hall |url=https://www.nord-sued-stadtbahn.de/pressemitteilungen/view.html?action=shownews&page=14&id=845 |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170534/https://www.nord-sued-stadtbahn.de/pressemitteilungen/view.html?action=shownews&page=14&id=845 }}</ref> A further expansion to Heumarkt opened in December 2013.<ref name="pr_nss">{{cite web |title=Nord-Süd-Stadtbahn Köln |url=http://stadtbahn.relaunch.net/german/news/press.html?NID=737 |url-status=dead |archive-url=https://web.archive.org/web/20110724032509/http://stadtbahn.relaunch.net/german/news/press.html?NID=737 |archive-date=24 July 2011 |access-date=22 May 2022 |website=stadtbahn.relaunch.net}}</ref> The 4 stations south of the collapse, Bonner Wall to Severinstraße, and the 2nd stage of the project were opened on 13 December 2015, served by line 17.<ref name="nss new stations">{{cite web |last=Reimann |first=Anna |title=Nord-Süd-Stadtbahn in Köln: Das sind die neuen Haltestellen der KVB-Linie 17 |trans-title=North-South rail in Cologne: These are the new stations of line 17 |url=http://www.ksta.de/koeln/das-sind-die-neuen-haltestellen-der-kvb-linie-17-sote-23268438 |url-status=live |archive-url=https://web.archive.org/web/20170506014858/http://www.ksta.de/koeln/das-sind-die-neuen-haltestellen-der-kvb-linie-17-sote-23268438 |archive-date=6 May 2017 |access-date=14 April 2018 |website=ksta.de}}</ref><ref name="line 17 timetable">{{Cite web |title=Nord-Süd Stadtbahn: Linie 17 Fahrplan |trans-title=North-South rail: Line 17 timetable |url=https://www.nord-sued-stadtbahn.de/buergerfest/linie_17/fahrplan.html |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170548/https://www.nord-sued-stadtbahn.de/buergerfest/linie_17/fahrplan.html }}</ref>

The next step of the expansion will be an above ground extension from the Marktstr. Station down Bonner Straße, through Bayenthal. Construction started in January 2022 and should be completed at the end of 2025.<ref>{{Cite web |title=3. Baustufe Nord-Süd Stadtbahn |trans-title=3rd building stage North-South rail |url=https://www.stadt-koeln.de/artikel/20118/index.html |url-status=live |access-date=7 July 2022 |website=Stadt Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170533/https://www.stadt-koeln.de/artikel/20118/index.html }}</ref> Full operation of the North-South Rail Tunnel will not be achieved until 2029 due to the issues of stabilizing the section of tunnel that collapsed in 2009.<ref>{{cite web |last=Damm |first=Andreas |title=Kölner Stadtarchiv: Wer soll die U-Bahn weiterbauen? |trans-title=Cologne's City archive: Who should continue building the U-Bahn? |url=http://www.ksta.de/koeln/koelner-stadtarchiv-wer-soll-die-u-bahn-weiterbauen--23911086 |url-status=live |archive-url=https://web.archive.org/web/20160826054854/http://www.ksta.de/koeln/koelner-stadtarchiv-wer-soll-die-u-bahn-weiterbauen--23911086 |archive-date=26 August 2016 |access-date=14 April 2018 |website=ksta.de}}</ref><ref>{{Cite web |last1=Görtz |first1=Oliver |last2=Hümmeler |first2=Christian |date=11 December 2017 |title=Archiveinsturz: Nord-Süd-Stadtbahn fährt nicht vor 2025 |trans-title=Archive collapse: North-South rail won't run before 2025 |url=https://www.ksta.de/koeln/archiveinsturz-nord-sued-stadtbahn-faehrt-nicht-vor-2025-29279040 |url-status=live |archive-url=https://web.archive.org/web/20220705142224/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9hcmNoaXZlaW5zdHVyei1ub3JkLXN1ZWQtc3RhZHRiYWhuLWZhZWhydC1uaWNodC12b3ItMjAyNS0yOTI3OTA0MD9jYj0xNjU3MDMwOTQ0NTE5JiIsInJlZmVycmVyIjoiIiwic3ViZG9tYWluIjoid3d3In0= |archive-date=5 July 2022 |access-date=6 May 2020 |website=Kölner Stadt-Anzeiger |language=de-DE}}</ref><ref>{{Cite web |last=Meyer |first=Gudrun |date=24 February 2021 |title=Gleiswechsel Waidmarkt |url=https://blog.kvb-koeln.de/gleiswechsel-waidmarkt |url-status=live |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=17 September 2021 |archive-url=https://web.archive.org/web/20210917202420/https://blog.kvb-koeln.de/gleiswechsel-waidmarkt }}</ref>

==== Cost ====
The extra cost of approximately 4 million euro is planned to mitigate the negative perception of the NSS project due to the collapse as well as budget increases, late completion (originally planned for 2011) and disruption. To avoid the possible destruction of [[archaeology|archaeological]] artefacts underneath one of the oldest cities in Germany, the NSS was bored down to nearly {{Convert|30|m|ft|abbr=on}} below ground level. At the location of the future stations, however, archaeological digs were still required and are cited as one of the reasons for the already significant cost overruns. While initially estimated to cost around 600 million euro, the current price tag is calculated at around 960 million euro. Because the second stage, connecting the tunnel to the line along the Rhine river has not yet been tendered, but is expected to cost another 100 million, total cost is expected to be 1.1 billion euro.<ref>{{Cite web |last=Henning |first=Martin |date=8 February 2022 |title=Nord-Süd-Stadtbahn Köln: Streckenverlauf, Baustufen, Kosten, Dauer |trans-title=North-South rail Cologne: routing, stages, costs, duration |url=https://www.24rhein.de/koeln/innenstadt/nord-sued-bahn-koeln-streckenverlauf-baustufen-kosten-dauer-91164122.html |url-status=live |access-date=7 July 2022 |website=24 Rhein |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170533/https://www.24rhein.de/koeln/innenstadt/nord-sued-bahn-koeln-streckenverlauf-baustufen-kosten-dauer-91164122.html }}</ref>

=== StadtBahn South ===
As a 4th stage of the North-South Stadtbahn an extension from Arnoldshöhe to Rondorf and Meschenich was proposed already in 1992. This project has since been renamed to StadtBahn South and is planned independently from the North-South Stadtbahn. The first stage of the project will only reach the northern edge of Meschenich, while a second stage will continue to its southern end. The project will also connect the development area Rondorf Nord-West, where 3300 new homes will be built in the next years, directly to the city center.<ref name=":0">{{Cite web |date=5 May 2018 |title=65 Millionen: Ausbau der Stadtbahn nach Meschenich kann auf Fördergelder hoffen |trans-title=65 Million: Extension of the Stadtbahn to Meschenich is expected to be granted funds |url=https://www.rundschau-online.de/koeln/65-millionen-ausbau-der-stadtbahn-nach-meschenich-kann-auf-foerdergelder-hoffen-241243 |url-status=live |access-date=22 April 2023 |website=Kölnische Rundschau |language=de |archive-date=22 April 2023 |archive-url=https://web.archive.org/web/20230422144422/https://www.rundschau-online.de/koeln/65-millionen-ausbau-der-stadtbahn-nach-meschenich-kann-auf-foerdergelder-hoffen-241243 }}</ref><ref>{{Cite web |last=Süsser |first=Ulrike |date=27 October 2018 |title=Bis Rondorf und Meschenich: Lokalpolitiker beraten über Verlängerung der Linie 5 |trans-title=To Rondorf and Meschenich: Local politicians debate about extension of line 5 |url=https://www.ksta.de/koeln/rodenkirchen/bis-rondorf-und-meschenich-lokalpolitiker-beraten-ueber-verlaengerung-der-linie-5-299005 |url-status=live |access-date=22 April 2023 |website=Kölner Stadt-Anzeiger |language=de |archive-date=24 April 2023 |archive-url=https://web.archive.org/web/20230424160536/https://www.ksta.de/koeln/rodenkirchen/bis-rondorf-und-meschenich-lokalpolitiker-beraten-ueber-verlaengerung-der-linie-5-299005 }}</ref>

The biggest problem of the project is crossing the ''Verteilerkreisel'' at the end of the [[Bundesautobahn 555|Autobahn A 555]] directly after the last station of stage 3, ''Arnoldshöhe''. Here, several different solutions were evaluated:

* A tunnel below the roundabout
* A bridge above it
* Two at grade crossings going around the roundabout<ref name=":0" />

Evaluation showed that all three solutions were possible, with cost-benefit ratios between 1.0 for the tunnel and 1.4 for the at-grade solution, which means that all solutions are possible to be funded partially by the state and federal government. Residents preferred the at-grade solution, while the city pushed the bridge or tunnel.<ref>{{Cite web |last=Süsser |first=Ulrike |date=31 May 2017 |title=Köln Rodenkirchen: Nord-Südstadtbahn zwischen Rondorf und Meschenich in der Diskussion |trans-title=Cologne Rodenkirchen: North-South Stadtbahn between Rondorf and Meschenich being discussed |url=https://www.ksta.de/koeln/rodenkirchen/koeln-rodenkirchen-nord-suedstadtbahn-zwischen-rondorf-und-meschenich-in-der-diskussion-164809 |url-status=live |access-date=22 April 2023 |website=Kölner Stadt-Anzeiger |language=de |archive-date=22 April 2023 |archive-url=https://web.archive.org/web/20230422144421/https://www.ksta.de/koeln/rodenkirchen/koeln-rodenkirchen-nord-suedstadtbahn-zwischen-rondorf-und-meschenich-in-der-diskussion-164809 }}</ref> In March of 2023 the city council decided that the preferred solution would be the bridge, but that the at-grade solution would also be continued to be planned. This was due to the lower cost than the tunnel, the disadvantages of at-grade crossings, the about {{Convert|700|m|yd|abbr=on}} shorter route, the complete replacement of bus line 132 which currently takes 44 minutes to complete the journey into the city center, the smaller impact on the green spaces and adjacent neighborhood and because this route was intended in the planning of the development area Rondorf Nord-West removing the need to change its plans.<ref name=":1">{{Cite web |date=23 March 2023 |title=SessionNet {{!}} TOP Ö 10.13: StadtBahn Süd - Trassenfestlegung und Entscheidung zur weiteren Planung |trans-title=SessionNet {{!}} TOP Ö 10.13: StadtBahn South - Route determination and decision to continue planning |url=https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=370691 |url-status=live |access-date=22 April 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=20 April 2023 |archive-url=https://web.archive.org/web/20230420174611/https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=370691 }}</ref>

There are three stations planned in Rondorf, called ''Rondorf Nord'', ''Rondorf Mitte'' and ''Rondorf South''. The bridge above the roundabout will need to incorporate the red steel-stele that stands in the middle of the roundabout into its design. This stele is part of an artwork by [[Lutz Fritsch]] called "''Standortmitte''" ("middle of the location") that consists of two identical steles at both ends of the A 555 connecting the cities of Cologne and Bonn. To protect a [[drinking water]] protection zone the route passes through the adjacent street ''Am Wasserwerkswäldchen'' will be closed for through-traffic and a gas station located on the roundabout will also be closed.<ref name=":1" />

In Meschenich [[Park and ride|Park and Ride]] facilities are planned on both ends of the town and the Stadtbahn is supposed to operate on the street where traffic will be reduced by a bypass that's already in construction.<ref>{{Cite web |title=StadtBahn Süd für Rondorf und Meschenich |url=https://www.stadt-koeln.de/artikel/68749/index.html |url-status=live |archive-url=https://web.archive.org/web/20220813130153/https://www.stadt-koeln.de/artikel/68749/index.html |archive-date=13 August 2022 |access-date=13 August 2022 |website=Stadt Köln}}</ref><ref>{{Cite web |title=B51n: Ortsumgehung Köln-Meschenich - Bauphase |trans-title=B51n: Bypass Cologne-Meschenich - Construction Phase |url=https://www.strassen.nrw.de/de/b51n-ortsumgehung-koeln-meschenich-bauphase.html |url-status=live |access-date=22 April 2023 |website=Straßen.NRW |language=de |archive-date=22 April 2023 |archive-url=https://web.archive.org/web/20230422144423/https://www.strassen.nrw.de/de/b51n-ortsumgehung-koeln-meschenich-bauphase.html }}</ref>

The second stage of the project, continuing the line from the northern to the southern end of Meschenich, was also approved and planning was started.<ref name=":1" />

=== East-West axis ===
With line 1 being the 2nd most used line<ref name="line 1">{{Cite web |last=Weiß |first=Regina |date=12 June 2018 |title=Von Ost nach West von West nach Ost – die Linie 1 |trans-title=From east to west from west to east – line 1 |url=https://blog.kvb-koeln.de/von-ost-nach-west-von-west-nach-ost-die-linie-1 |url-status=live |archive-url=https://web.archive.org/web/20210918004306/https://blog.kvb-koeln.de/von-ost-nach-west-von-west-nach-ost-die-linie-1 |archive-date=18 September 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> and line 7 and 9 running on the same surface-level tracks in the city center, the rail section at [[Neumarkt station|Neumarkt]] is operating at capacity,<ref name="rush hour" /> while more capacity is needed especially on line 1. To address this growing issue, new {{Convert|90|m|ft|abbr=on}} long trains will be used, increasing capacity by 50%. This upgrade needs longer platforms however, for which line 1 has been divided into four parts that need different kinds of upgrades.<ref name="east west rail expansion">{{Cite web |title=Kapazitätserweiterung auf der Ost-West-Achse – Stadt Köln |url=https://www.stadt-koeln.de/artikel/66555/index.html |url-status=live |access-date=3 September 2022 |website=Stadt-Köln |language=de |archive-date=3 September 2022 |archive-url=https://web.archive.org/web/20220903211941/https://www.stadt-koeln.de/artikel/66555/index.html }}</ref>

==== West ====
This part between [[Köln-Weiden West station|Weiden West]] and Universitätsstraße runs completely on the surface in the middle of Aachener Straße. In this part, platforms and turning loops will have to be upgraded to fit the longer trains. Planning started in 2018, and between August 15 and 4 September 2022, feedback for the plans could be given online.<ref>{{Cite web |date=15 August 2022 |title=Planungen Bereich West {{!}} Beteiligungsportal der Stadt Köln |url=https://meinungfuer.koeln/owa-west |url-status=live |access-date=3 September 2022 |website=Beteiligungsportal der Stadt Köln |language=de |archive-date=3 September 2022 |archive-url=https://web.archive.org/web/20220903211945/https://meinungfuer.koeln/owa-west }}</ref> Construction is expected to start in the middle of 2027.<ref name="east west rail expansion" />

==== City Center ====
This part lies between [[Moltkestraße station|Moltkestraße]] and [[Heumarkt station|Heumarkt]]. At stations Moltkestraße and [[Rudolfplatz station|Rudolfplatz]] its two tracks run separate on one-way streets, and it then runs in the middle of the street until Heumarkt. Because of the demand in this part, both building a tunnel and a major surface-expansion are considered. The stations not rebuilt underground, whether because no tunnel is built or because it is to short to reach them, will be lengthened to accommodate the longer trains as well. Which option to use was to be decided until Q3 of 2023, but has been postponed, possibly until the start of 2024.<ref name=":2" /> Planning is anticipated to take until 2026, with construction starting in 2029 at the earliest. When construction will be finished is unclear, as it depends on the chosen option.<ref name="east west rail expansion" />

Currently the parties of [[Christian Democratic Union of Germany|CDU]], [[Social Democratic Party of Germany|SPD]] and [[Free Democratic Party (Germany)|FDP]] are for a tunnel solution, while [[Alliance 90/The Greens|Bündnis 90/The Greens]], [[The Left (Germany)|The Left]] and [[Volt Germany|Volt]] prefer a surface solution. The former group however does not have the majority in the city council as it is missing just a few people.<ref name=":2" />

===== Tunnel-expansion =====
The different tunnel options, all starting at [[Deutz Suspension Bridge|Deutzer Brücke]] (Deutz Bridge), run to:
# Neumarkt on lines 1, 7 and 9 ("short tunnel")
# Rudolfplatz on lines 1, 7 and Dasselstraße/Bf Süd on line 9 ("middle long tunnel")
# Melaten on lines 1,7 and University on line 9 in separate tunnels ("long tunnel variant A")
# Melaten on lines 1,7 and University on line 9 with a shared tunnel until Moltkestraße and subsequent routing through the green belt ("long tunnel variant B")<ref>{{Cite web |last=Meyer |first=Gudrun |date=14 March 2018 |title=Ausbau der Ost-West-Achse Kölns große Chance |trans-title=Expansion of the East-West-Axis Cologne's big chance |url=https://blog.kvb-koeln.de/ausbau-der-ost-west-achse-koelns-grosse-chance |url-status=live |archive-url=https://web.archive.org/web/20210117021607/https://blog.kvb-koeln.de/ausbau-der-ost-west-achse-koelns-grosse-chance |archive-date=17 January 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>
In an open discussion with residents, Stadtbahn users and car users in mid-2018, options 1 and 4 were rejected by everyone, while car users are against a tunnel completely. Stadtbahn users favour no tunnel or option 3, and residents support option 2 more than 3. Originally only options 1 and 2 could have been financed by the state of NRW, while 3 and 4 would have required large expenses of the city,<ref>{{Cite web |last=Meyer |first=Gudrun |date=17 July 2018 |title=Bürgerbeteiligung Ost-West-Achse: Was wollen die Kölner/innen? |trans-title=Public participation East-West-Axis: What do the people want? |url=https://blog.kvb-koeln.de/ober-oder-unterirdisch-die-buergerbeteiligung-zur-ost-west-achse |url-status=live |archive-url=https://web.archive.org/web/20210813142126/https://blog.kvb-koeln.de/ober-oder-unterirdisch-die-buergerbeteiligung-zur-ost-west-achse |archive-date=13 August 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> but changes in the funding requirements mean that funding of a tunnel to Melaten is now possible as well.<ref name=":2">{{Cite web |last=Gross |first=Paul |date=8 May 2023 |title=Köln - Ost-West-Achse: Neumarkt und Rudolfplatz könnten vier unterirdische Ebenen bekommen |trans-title=Cologne - East-West axis: Neumarkt and Rudolfplatz could get four underground floors |url=https://www.ksta.de/koeln/koelner-innenstadt/koeln-neumarkt-und-rudolfplatz-koennten-vier-unterirdische-ebenen-bekommen-566157 |url-status=live |access-date=8 May 2023 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

The tunnel plan presented to the city council in May 2023 is one of the long variants to Melaten. The exact plans are yet to be released to the public, but reports by news agencies state the following:<ref name=":2" />

* Heumarkt station will need only minor changes to make launching the planned tunnel-boring machines possible.
* At Neumarkt station, two new underground levels with two platforms each are planned, one for lines 1 and 7 and one for line 9 remove the at-grade crossing currently present at the surface station. During the construction work the Innenstadttunnel, which was not built to accomodate the new tunnel beneath it, needs to be closed, with the current underground station then functioning as a temporary dead-end station for lines 3, 4 and 18.
* Rudolfplatz station will be the lowest part of the whole tunnel at {{Convert|35|m|ft|abbr=on}} below the surface. This is because the Ringe-Tunnel had some provisions for this new tunnel, but those do not adhere to modern standards making them unusable. The large depth is because a safety distance to these needs to be kept, and because a fourth level, probably a mezzanine, will be built.<ref name=":2" />

===== Surface-expansion =====
The plans for the option of a surface expansion were made public in November 2022. The plans aim on using a lot of the space currently given to cars for larger platforms, bicylce lanes or sidewalks. Most of the route only has one motor vehicle lane per direction planned, and bicycles would be given wide paths along the whole route. By default, stations are built with side platforms.<ref name=":3">{{Cite web |date=16 November 2022 |title=3. Fachgespräch zur Ost-West-Achse am 16. November 2022 |trans-title=3rd technical discussion about the East-West axis on 16 November 2022 |url=https://www.stadt-koeln.de/mediaasset/content/pdf66/umgestaltung/ost-west-achse-3-fachgespraech-2022-11-16-praesentation.pdf |url-status=live |access-date=8 May 2023 |website=Stadt Köln |language=de}}</ref>

* At Neumarkt, the westbound car lane would be completely removed, only leaving traffic heading to the east, while bicycles would still be able to pass the square in both directions. The plan aims for two island platforms each handling one direction of train traffic. The turning loop is completely removed in the plans. By choosing this option, the square will be integrated much better into the city center as there won't be any traffic separating the two.
* From Rudolfplatz to Moltkestraße, the trains will run on Aachener Straße in both directions, while the motor vehicle traffic will move completely to Richard-Wagner Straße.
* Moltkestraße station will most likely be built between Moltkestraße and Brüsseler Straße, but a different option right below the future S-Bahn station Aachener Straße is also being considered.<ref name=":3" />

==== Tunnel ====
The part between [[Deutzer Freiheit station|Deutzer Freiheit]] and Fuldaer Straße is already a tunnel with sufficiently long platforms. In this part accessibility will be improved and fire protection will be upgraded for the increasing amount of passengers.<ref name="east west rail expansion" />

==== East ====
The part between Höhenberg Frankfurter Straße and [[Bensberg station|Bensberg]] is overground and will be upgraded to feature longer stations, with the exception of Bensberg which is underground and already features long enough platforms, but will get improved fire protection like the other underground stations. Construction is expected to start in the middle of 2026.<ref name="east west rail expansion" />

=== Extension of line 17 to Bonn and line 7 to Langel ===
After the ''Nord-Süd-Stadtbahn'' is finished, line 17 will run alongside line 16 from [[Reichenspergerplatz station|Reichenspergerplatz]] to Sürth with a 5 min headway. The line will be extended to Bonn Hbf east of the Rhine, with the planning split into four parts:

#Building a new rail and pedestrian bridge across the Rhine, going from Godorf to Langel, and building the station ''Langel Süd'', shared with line 7.
#New track and two stations in Lülsdorf
#Upgrading a mostly single-track non-electrified freight railway between Lülsdorf, [[Niederkassel]], Rheidt and Mondorf, including 8 new stations.
#Building new track along a street between Mondorf/Bergheim and [[Beuel|Bonn-Beuel]] with 4 stations, which connects to the tracks of lines 66 and 67, from where the terminus Bonn Hbf. is then reached.
Alongside this extension, line 7 will also be extended to a new terminus in ''Langel Süd'', connecting to line 17. This is split in two parts:

# Extension from the terminus Zündorf, then ''Zündorf Nord'' to ''Zündorf Süd'' with 2 new stations''.''
# Extension from Zündorf to Langel, including 3 stations in Langel and the connection to line 17.

The project is planned to be completed in 2030, with the exception of the bridge across the Rhine, which has no estimated completion date as of now.<ref>{{Cite web |date=17 May 2022 |title=Stadtbahn Bonn-Niederkassel-Köln (Linie 17) und Verlängerung Linie 7 |trans-title=Stadtbahn Bonn-Niederkassel-Köln (line 17) and extension of line 7 |url=https://ratsinformation.stadt-koeln.de/vo0050.asp?__kvonr=105940 |url-status=live |access-date=14 January 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=14 January 2023 |archive-url=https://web.archive.org/web/20230114234211/https://ratsinformation.stadt-koeln.de/vo0050.asp?__kvonr=105940 }}</ref>

=== Stepless access to all platforms and trains ===
Because parts of the network were built before accessibility was a concern, many older stations don't feature elevators/ramps to get from street level to the platform without steps. Also, because the network started as a tram, was then partially operated with high-floor Stadtbahn vehicles, and then split into a high-floor (HF) and low-floor (LF) network, some platforms still don't feature level boarding, requiring the users to climb a few steps to enter the train. Seven of these stations can't be upgraded, because they're served by both HF and LF vehicles, while others could, but just haven't been upgraded yet. The LF lines feature level boarding everywhere, as they're compatible with old tram platforms, but parts at both ends of the trains are not accessible. Also a few LF platforms can't be reached without climbing steps, a notable example being the highly used station Friesenplatz. Equipping the HF lines with matching platforms could only be started in 2003, as until then large parts of the network were served by HF and LF lines. First the city center tunnel was converted step-by-step, and in 2010 lines 3 and 4 became the first to be fully accessible. Since then the missing platforms are concentrated on the lines 13 and 16, with a few missing on the other HF lines. Out of the 352 stations, 32 are not accessible, 12 have limited accessibility and 308 are fully accessible.<ref name="routes without steps">{{Cite web |date=December 2021 |title=Touren ohne Treppen Flyer |trans-title=Routes without steps |url=https://www.kvb.koeln/service/barrierefreiheit.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=906 |url-status=live |access-date=26 July 2022 |website=Kölner Verkehrs Betriebe AG |archive-date=26 July 2022 |archive-url=https://web.archive.org/web/20220726104943/https://www.kvb.koeln/service/barrierefreiheit.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=906 }}</ref>
{| class="wikitable"
|+
!Line
!style="background:#{{rcr|Cologne Stadtbahn|1}}; color:#fff; text-align:center;"| '''1'''
!style="background:#{{rcr|Cologne Stadtbahn|3}}; color:#fff; text-align:center;"| '''3'''
!style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;"| '''4'''
!style="background:#{{rcr|Cologne Stadtbahn|5}}; color:#fff; text-align:center;"| '''5'''
!style="background:#{{rcr|Cologne Stadtbahn|7}}; color:#fff; text-align:center;"| '''7'''
!style="background:#{{rcr|Cologne Stadtbahn|9}}; color:#fff; text-align:center;"| '''9'''
!style="background:#{{rcr|Cologne Stadtbahn|12}}; color:#fff; text-align:center;"| '''12'''
!style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;"| '''13'''
!style="background:#{{rcr|Cologne Stadtbahn|15}}; color:#fff; text-align:center;"| '''15'''
!style="background:#{{rcr|Cologne Stadtbahn|16}}; color:#fff; text-align:center;"| '''16'''
!style="background:#{{rcr|Cologne Stadtbahn|17}}; color:#fff; text-align:center;"| '''17'''
!style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;"| '''18'''
!Total
|-
|Stations
|37
|31
|29
|17
|33
|24
|27
|23
|23
|50
|8
|50
|352
|-
|with HF platforms
| –
|31
|29
|14
| –
| –
| –
| 9
| –
|40
|8
|47
|178
|-
|with LF platforms
|37
| –
| –
|3 <ref group="H">Appellhofplatz/Zeughaus, Subbelrather Str./Gürtel, Nußbaumerstr.</ref>
|33
|24
|27
|14 <ref group="H">Berrenrather Str./Gürtel, Euskirchener Str., Zülpicher Str./Gürtel, Gleueler Str./Gürtel, Dürener Str./Gürtel, Wüllnerstr., Aachener Str./Gürtel, Melatengürtel, Weinsbergstr./Gürtel, Subbelrather Str./Gürtel, Nußbaumerstr., Escher Str., Geldernstr./Parkgürtel, Slabystr.</ref>
|23
|10 <ref group="H">Reichenspergerplatz, Barbarossaplatz, Eifelstr., Ulrepforte, Chlodwigplatz, Ubierring, Urfeld, Widdig, Uedorf, Hersel</ref>
| –
|3 <ref group="H">Slabystr., Reichenspergerplatz, Barbarossaplatz</ref>
|174
|}
<references group="H" />

=== Longer trains and platforms ===
Because of the increasing demand throughout the system that can no longer be met by increasing frequency in some parts of the system,<ref name="rush hour" /><ref name="line 1" /> lines 1, 4, 9, 13 and 18 will be operated by longer trains in the future. Line 1 and possibly line 9 will have their platforms lengthened to {{Convert|90|m|ft|abbr=on}} as part of the east–west rail project, and will then be operated by {{Convert|90|m|ft|abbr=on}} long trains.<ref name="low floor trains">{{Cite web |title=Niederflurfahrzeuge |trans-title=Low floor trains |url=https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/niederflur.html |url-status=live |archive-url=https://web.archive.org/web/20220617213936/https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/niederflur.html |archive-date=17 June 2022 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref> Lines 4, 13 and 18 will have in total 39 platforms upgraded to accommodate new {{Convert|70|m|ft|abbr=on}} long trains and add sufficient fire protection for the increasing number of passengers in underground stations.<ref>{{Cite web |title=KVB modernisiert ihre Stadtbahn-Flotte |trans-title=KVB modernizes its Stadtbahn vehicles |url=https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/ |url-status=live |access-date=26 July 2022 |website=Kölner Verkehrs Betriebe AG |language=de |archive-date=26 July 2022 |archive-url=https://web.archive.org/web/20220726145121/https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/ }}</ref><ref name="customer magazine 57">{{Cite web |date=December 2021 |title=Kundenzeitung der KVB Ausgabe 57 (Dezember 2021) |trans-title=KVB Customer magazine 57 (December 2021) |url=https://www.kvb.koeln/unternehmen/presse/publikationen/koelntakt.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=3506 |url-status=live |access-date=25 July 2022 |website=Kölner Verkehrs Betriebe AG |language=de |archive-date=17 January 2022 |archive-url=https://web.archive.org/web/20220117102915/https://www.kvb.koeln/unternehmen/presse/publikationen/koelntakt.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=3506 }}</ref>

=== Other plans ===
All of these plans have been brought up by a political party, and some are in different planning stages currently.
{| class="wikitable"
|+
!Line
!Expansion
|-
| style="background:#{{rcr|Cologne Stadtbahn|1}}; color:#fff; text-align:center;" | '''1'''
|Extension from [[Bensberg|Bergisch Gladbach-Bensberg]] from further east [[Moitzfeld|Bergisch Gladbach-Moitzfeld]] to [[Gladbach-Herkenrath]] Kürten-Spitze.<ref>{{cite web |author=Claus Boelen-Partile |title=Der Zug ist noch nicht abgefahren |trans-title=The train has not yet been moved |url=http://www.ksta.de/region/rhein-berg-oberberg/kuerten/verlaengerung-der-strassenbahnlinie-1-der-zug-ist-noch-nicht-abgefahren-22746266 |url-status=live |archive-url=https://web.archive.org/web/20220705142225/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9yZWdpb24vcmhlaW4tYmVyZy1vYmVyYmVyZy9rdWVydGVuL3ZlcmxhZW5nZXJ1bmctZGVyLXN0cmFzc2VuYmFobmxpbmllLTEtZGVyLXp1Zy1pc3Qtbm9jaC1uaWNodC1hYmdlZmFocmVuLTIyNzQ2MjY2P2NiPTE2NTcwMzA5NDU5MTcmIiwicmVmZXJyZXIiOiIiLCJzdWJkb21haW4iOiJ3d3cifQ== |archive-date=5 July 2022 |access-date=28 August 2017}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;" | '''4'''
|Connection of the district Widdersdorf from Mengenich. The city initially preferred a variant using line 1 due to lower costs and better service for residents,<ref>{{cite web |title=Tagesordnungspunkt |url=https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=190629 |url-status=live |archive-url=https://web.archive.org/web/20181203202719/https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=190629 |archive-date=3 December 2018 |access-date=14 April 2018 |website=ratsinformation.stadt-koeln.de}}</ref> but it was decided that line 4 should be used.<ref>{{Cite web |last=Attenberger |first=Tim |date=18 January 2022 |title=KVB: Stadtbahn-Linie 4 soll bis Köln-Widdersdorf fahren |trans-title=KVB: Line 4 planned to run to Cologne-Widdersdorf |url=https://www.ksta.de/koeln/kvb-stadtbahn-linie-4-soll-bis-koeln-widdersdorf-fahren-39390822 |url-status=live |access-date=25 July 2022 |website=Kölner Stadt-Anzeiger |archive-date=18 January 2022 |archive-url=https://web.archive.org/web/20220118193944/https://www.ksta.de/koeln/kvb-stadtbahn-linie-4-soll-bis-koeln-widdersdorf-fahren-39390822 }}</ref> A later continuation to [[Niederaußem]] is also considered.<ref>{{Cite web |last=Teichert |first=Florian |date=15 September 2021 |title=Rhein-Erft: Große Zustimmung für Stadtbahnlinie von Köln über Pulheim nach Niederaußem |trans-title=Rhein-Erft: High approval for line from Cologne via Pulheim to Niederaußem |url=https://www.ksta.de/region/rhein-erft/rhein-erft-grosse-zustimmung-fuer-stadtbahnlinie-von-koeln-ueber-pulheim-nach-niederaussem-39031342 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=5 November 2021 |archive-url=https://web.archive.org/web/20211105073522/https://www.ksta.de/region/rhein-erft/rhein-erft-grosse-zustimmung-fuer-stadtbahnlinie-von-koeln-ueber-pulheim-nach-niederaussem-39031342 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;" | '''4'''
|An extension from Schlebusch station to a clinic inside [[Schlebusch]] or even to the city of [[Odenthal]] is in discussion, but the existing line would have to be double-tracked first.<ref name="line 4" />
|-
| style="background:#{{rcr|Cologne Stadtbahn|5}}; color:#fff; text-align:center;" | '''5'''
|Extension from Butzweilerhof to Longerich, where it could connect to the [[S-Bahn Rhein-Ruhr]] and / or line 15.
|-
| style="background:#{{rcr|Cologne Stadtbahn|7}}; color:#fff; text-align:center;" | '''7'''
|Extension to the new development area [[Grube Carl]] in [[Frechen]] and possibly further to [[Habbelrath|Frechen-Habbelrath]]. An extension to [[Kerpen]] is also already in discussion.<ref>{{Cite web |last=Reinartz |first=Patrick |date=7 October 2020 |title=KVB-Linie 7: Nächster Schritt zur Verlängerung der Strecke von Frechen nach Kerpen |trans-title=Line 7: Next step for the expansion from Frechen to Kerpen |url=https://www.ksta.de/region/rhein-erft/frechen/kvb-linie-7-naechster-schritt-zur-verlaengerung-der-strecke-von-frechen-nach-kerpen-37448278 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|Extension from Sülzgürtel to the Rhine following the [[List of streets in Cologne#Cologne Belt|cologne belt]].<ref name="line 13" /> Currently, both a surface and underground track are considered.<ref name="line 14 proposal">{{Cite web |last=Damm |first=Andreas |date=8 March 2021 |title=KVB-Linie 13: Stadtverwaltung verärgert mit U-Bahn-Ausschreibung – Linie 14 als Option |trans-title=Line 13: City council not happy with underground proposal – line 14 as an option |url=https://www.ksta.de/koeln/kvb-linie-13-stadtverwaltung-veraergert-mit-u-bahn-ausschreibung---linie-14-als-option-38151972 |url-status=live |access-date=25 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=9 March 2021 |archive-url=https://web.archive.org/web/20210309115220/https://www.ksta.de/koeln/kvb-linie-13-stadtverwaltung-veraergert-mit-u-bahn-ausschreibung---linie-14-als-option-38151972 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|Extension from Mülheim to Ostheim and later to the S-Bahnhof Frankfurter Straße<ref name="line 13" /> or completing the ring including a new crossing of the Rhine.<ref>{{Cite web |date=27 September 2022 |title=ÖPNV-Netzentwicklung - Sachstand 2022 |url=https://ratsinformation.stadt-koeln.de/vo0050.asp?__kvonr=107470 |url-status=live |access-date=16 February 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=14 January 2023 |archive-url=https://web.archive.org/web/20230114205255/https://ratsinformation.stadt-koeln.de/vo0050.asp?__kvonr=107470 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|10 stations from Berrenrather Straße/Gürtel to Venloer Straße/Gürtel will be upgraded with high-floor platforms, and some will be lengthened.<ref>{{Cite web |date=23 August 2022 |title=Beschlussvorlage - 0150_2022_Beschlussvorlage_Rat.pdf |url=https://buergerinfo.stadt-koeln.de/getfile.asp?id=801064&type=do |url-status=live |access-date=28 September 2022 |website=Informationssystem für Bürgerinnen und Bürger der Stadt Köln |language=de |archive-date=28 September 2022 |archive-url=https://web.archive.org/web/20220928170701/https://buergerinfo.stadt-koeln.de/getfile.asp?id=801064&type=do }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|Construction of two additional stations at Niehler Straße and Bolternstraße. Both will be elevated and equipped with side-platforms suitable for {{Convert|70|m|ft|abbr=on}} long trains.<ref>{{Cite web |date=26 September 2022 |title=Neubau von zwei Stadtbahnhaltestellen im Bezirk Nippes |url=https://meinungfuer.koeln/group/zwei-neue-haltestellen-fuer-die-linie-13 |url-status=live |access-date=28 September 2022 |website=Beteiligungsportal der Stadt Köln |language=de |archive-date=28 September 2022 |archive-url=https://web.archive.org/web/20220928172008/https://meinungfuer.koeln/group/zwei-neue-haltestellen-fuer-die-linie-13 }}</ref>
|-
| style="background:#888; color:#fff; text-align:center;" | '''14'''
|Construction of a new circumferential low-floor line that runs from the university on Universitätsstraße, Weißhausstraße and through Raderberg and Bayenthal before reaching the Rhine. The line could then be extended north to Ehrenfeld on Universitätsstraße/Innere Kanalstraße, and in the south it could run over a new bridge across the Rhine connecting with line 7.<ref name="line 14 proposal" /><ref name="line 14">{{Cite web |last=Akyüz |first=Adnan |date=5 March 2021 |title=Köln: Grüne fordern neue Straßenbahn-Linie 14 der KVB |url=https://www.express.de/koeln/koeln-gruene-fordern-neue-strassenbahn-linie-14-der-kvb-48057 |url-status=live |access-date=25 July 2022 |website=Express |language=de |archive-date=25 July 2022 |archive-url=https://web.archive.org/web/20220725131604/https://www.express.de/koeln/koeln-gruene-fordern-neue-strassenbahn-linie-14-der-kvb-48057 }}</ref>
|-
|{{diagonal split header|{{color|#fff|12}}|{{color|#fff|15}}|#{{rcr|Cologne Stadtbahn|12}}|#{{rcr|Cologne Stadtbahn|15}}}}
|Extension of the tunnel on the Neusser Straße from Mollwitzstraße to Wilhelm-Sollmann-Straße, as originally planned when the tunnel was built.
|-
|{{diagonal split header|{{color|#fff|3}}|{{color|#fff|18}}|#{{rcr|Cologne Stadtbahn|3}}|#{{rcr|Cologne Stadtbahn|18}}}}
|Extension from Thielenbruch to the city center of Bergisch Gladbach through the closed down Paper Fabric Zanders, which will restore a connection that had been present until 1958.<ref>{{Cite web |last=Boelen-Theile |first=Claus |date=22 January 2022 |title=KVB-Station auf Zanders-Gelände? Straßenbahn soll wieder nach Gladbach kommen |trans-title=KVB station on Zanders ground? Stadtbahn planned to run to Gladbach again |url=https://www.ksta.de/region/rhein-berg-oberberg/bergisch-gladbach/kvb-station-auf-zanders-gelaende--strassenbahn-soll-wieder-nach-gladbach-kommen-39391144 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=20 January 2022 |archive-url=https://web.archive.org/web/20220120080527/https://www.ksta.de/region/rhein-berg-oberberg/bergisch-gladbach/kvb-station-auf-zanders-gelaende--strassenbahn-soll-wieder-nach-gladbach-kommen-39391144 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;" | '''18'''
|Building a short tunnel below [[List of streets in Cologne#Militärringstraße|Militärringstraße]] to enable trains to cross the intersection every 5 minutes which is needed for the extension to Hürth-Center.<ref>{{Cite web |last=Eickler |first=Marion |date=27 January 2016 |title=Verkehr in Köln: Kreuzung am Militärring bekommt einen KVB-Tunnel |trans-title=Traffic in Cologne: Intersection at Militärring gets a new tunnel |url=https://www.ksta.de/koeln/lindenthal/kreuzung-am-militaerring-bekommt-kvb-tunnel-sote-23527634 |url-status=live |archive-url=https://web.archive.org/web/20160503091853/http://www.ksta.de/koeln/lindenthal/kreuzung-am-militaerring-bekommt-kvb-tunnel-sote-23527634 |archive-date=3 May 2016 |access-date=23 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;" | '''18'''
|Extending the city center tunnel ending at [[Barbarossaplatz station|Barbarossaplatz]] to the green belt, while building a new station at [[Köln Süd station|Bf Süd]]. Concstruction can only be started, when line 16 has moved into the new North-South-Tunnel.<ref>{{Cite web |last=Hendorf |first=Matthias |date=17 October 2022 |title=Barbarossaplatz Köln: Politik beklagt „Beamtenmikado“ |url=https://www.ksta.de/koeln/koelner-innenstadt/barbarossaplatz-koeln-politik-beklagt-beamtenmikado-352906 |url-status=live |access-date=8 May 2023 |website=Kölner Stadt-Anzeiger |language=de}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;" | '''18'''
|Double-tracking the whole line to enable 10 minute headways from Cologne to Bonn on this route. Funding was approved in May 2023 and planning work started afterwards.<ref>{{Cite web |date=8 May 2023 |title=Meilenstein für den Ausbau der Stadtbahnlinie 18 |trans-title=Milestone of the expansion of Stadtbahn line 18 reached |url=https://www.bonn.de/pressemitteilungen/mai-2023/meilenstein-fuer-den-ausbau-der-stadtbahnlinie-18.php |url-status=live |access-date=8 May 2023 |website=Bundesstadt Bonn |language=de}}</ref>
|-
|{{diagonal split header|{{color|#fff|18}}|{{color|#fff|19}}|#{{rcr|Cologne Stadtbahn|18}}|#888}}
|Stichstrecke from [[Hermülheim|Hürth-Hermülheim]] to [[Hürth|Hürth-Center]] as part of line 18's service, this new service will probably operate as line 19.<ref>{{Cite web |last=Engels |first=Andreas |date=19 June 2021 |title=Hürther Verwaltung will sparen: Geplante Stadtbahn soll sonntags nicht fahren |trans-title=Hürth's council wants to cut corners: Planned Stadtbahn line won't run on Sundays |url=https://www.ksta.de/region/rhein-erft/huerth/huerther-verwaltung-will-sparen-geplante-stadtbahn-soll-sonntags-nicht-fahren-38497904 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=7 January 2022 |archive-url=https://web.archive.org/web/20220107052853/https://www.ksta.de/region/rhein-erft/huerth/huerther-verwaltung-will-sparen-geplante-stadtbahn-soll-sonntags-nicht-fahren-38497904 }}</ref>
|-
| style="background:#888; color:#fff; text-align:center;" | '''?'''
|Construction of a new railway line from Deutz to [[Flittard]] and the headquarters and route over the planned district of Mülheim-Süd; A further connection to [[Leverkusen]] (- Wiesdorf) or even to (- Opladen) is discussed.<ref>{{cite web |title=Kölner Initiative fordert Straßenbahn-Trasse bis Flittard |trans-title=Cologne initiative calls for tramway route to Flittard |url=http://www.ksta.de/koeln/muelheim/strassenbahn-trasse-bis-flittard-sote-23310146 |url-status=live |archive-url=https://web.archive.org/web/20160310003519/http://www.ksta.de/koeln/muelheim/strassenbahn-trasse-bis-flittard-sote-23310146 |archive-date=10 March 2016 |access-date=28 August 2017 |language=de}}</ref>
|}
==Rolling stock==
{{more citations needed|section|date=September 2022}}
Since the last traditional tramcars were retired in 2006, the Stadtbahn's active rolling stock consists exclusively of modern [[Articulated tram|articulated]] [[light rail vehicle]]s. All of them are about {{convert|30|m|ftin|abbr=on}} long, {{convert|2.65|m|ftin|abbr=on}} wide, seat approximately 70 passengers and are approved for speeds of up to {{convert|80|km/h|abbr=on}}. With rare exceptions, all services are operated by two units coupled together.<gallery widths="220" heights="165">
File:KVB2252 Schoenhauser Str.jpg|alt=|Third-generation Type B LRV in new livery on line 16
File:K4000 Koeln Zollstock.jpg|alt=|A K4000 low-floor tram in old livery on line 12
File:K4500 VB Presentation.jpg|alt=|A newer K4500 tram at its presentation on 18 April 2005
File:KVB5102 AeussereKanalstrasse.jpg|alt=|Two K5000 high-floor trams on lines 3 (left) and 4 (right)
File:Kvb koeln 2422.jpg|alt=|Refurbished train 2422 at Gleueler Str./Gürtel
File:Stadtbahn HF6 Koeln.jpg|alt=|A HF6 train at station Venloer Straße/Gürtel on line 13
</gallery>

===Stadtbahnwagen B===
In 1973, Cologne received two prototypes of the [[Duewag]] [[Stadtbahnwagen B]] LRV. Since then, 172 units in four batches were delivered to Cologne until 1996. The first series (2000) is currently being retired, with only four units (2031, 2032, 2035 and 2049) currently remaining in service, the other units were either scrapped, sold to [[Istanbul Tram]], or in the case of unit 2012, donated to the [[Straßenbahn-Museum Thielenbruch]].

On 8 October 2022, a series 2300 Stadtbahnwagen Typ B caught on fire in the underground station [[Ebertplatz station|Ebertplatz]].<ref>{{Cite web |last1=Attenberger |first1=Tim |last2=Hahn |first2=Sebastian |last3=Pichireddu |first3=Sara |last4=Görtz |first4=Oliver |date=9 October 2022 |title=Sechs Personen nach Feuer am Ebertplatz verletzt |trans-title=Six people injured after fire at Ebertplatz |url=https://www.ksta.de/koeln/koelner-innenstadt/koeln-mehrere-verletzte-bei-brand-an-kvb-haltestelle-ebertplatz-345958 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155209/https://www.ksta.de/koeln/koelner-innenstadt/koeln-mehrere-verletzte-bei-brand-an-kvb-haltestelle-ebertplatz-345958 }}</ref> The cause was determined to be a technical failure by a component beneath the steps,<ref>{{Cite web |last=Attenberger |first=Tim |date=11 October 2022 |title=KVB beauftragt Gutachten zur Brandursache |url=https://www.ksta.de/koeln/ebertplatz-koeln-kvb-beauftragt-gutachten-zum-brand-einer-u-bahn-347642 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155205/https://www.ksta.de/koeln/ebertplatz-koeln-kvb-beauftragt-gutachten-zum-brand-einer-u-bahn-347642 }}</ref> and later narrowed down to an overheated power converter responsible for the breaks.<ref name="operation stop series 2300">{{Cite web |last=Berger |first=Peter |date=27 October 2022 |title=KVB zieht 32 Stadtbahn-Fahrzeuge aus dem Verkehr |url=https://www.ksta.de/koeln/koeln-kvb-zieht-rund-30-stadtbahn-fahrzeuge-aus-dem-verkehr-354056 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155205/https://www.ksta.de/koeln/koeln-kvb-zieht-rund-30-stadtbahn-fahrzeuge-aus-dem-verkehr-354056 }}</ref> The KVB then temporarily stopped operating the 33 (one source says 32<ref name="operation stop series 2300" />) trains of the series on 27 October 2022, and started operating lines 3, 5 and 13 with single, {{Convert|30|m|ft|abbr=on}} long, trains, which lead to overcrowding.<ref>{{Cite web |date=28 October 2022 |title=33 KVB-Bahnen fallen aus – So reagieren die Kölner |trans-title=33 KVB-trains not operating – how Cologne's residents react |url=https://www.ksta.de/koeln/kvb-koeln-33-strassenbahnen-fallen-aus-so-reagieren-die-kunden-366461 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155202/https://www.ksta.de/koeln/kvb-koeln-33-strassenbahnen-fallen-aus-so-reagieren-die-kunden-366461 }}</ref> The manufacturer of the component, [[ABB]], supplied a software update to KVB, which was approved by the technical authority on 10 November, and the operation of the trains resumed on 11 November 2022, the start of [[Cologne Carnival|carnival]] season in Cologne.<ref>{{Cite web |last=Attenberger |first=Tim |date=10 November 2022 |title=KVB setzt Hochflurbahnen wieder im Kölner Netz ein |trans-title=KVB resumes operation of high-floor trains in Cologne |url=https://www.ksta.de/koeln/koeln-hochflurbahnen-der-kvb-wieder-im-einsatz-370038 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155207/https://www.ksta.de/koeln/koeln-hochflurbahnen-der-kvb-wieder-im-einsatz-370038 }}</ref>
===Low-floor LRVs (K4000 and K4500)===
After tests with a low-floor tram from [[Vienna]], a similar vehicle was developed for Cologne by [[Bombardier Transportation]], later becoming part of Bombardier's standardized [[Bombardier Flexity Swift]] family. A total of 124 low-floor trams were delivered between 1995 and 1998, referred to as "K4000", with these vehicles receiving numbers starting with 4001. The [[Bombardier CR4000]] trams operating on [[Tramlink]] in Croydon, England are largely based on the K4000 stock used in Cologne.

When it was decided to create a second low-floor network, an option for high-floor vehicles was changed to additional low-floor vehicles. Bombardier developed a new low-floor tram based more on the K5000 (see below) than on the K4000. These new trams were named K4500. Delivery of 69 units started in 2005 and was completed in late 2007.

===CitySprinter===
By the time a new series of high-floor vehicles was needed, Duewag had been sold to [[Siemens Mobility|Siemens Transportation Systems]] and later dissolved, meaning that additional Type B cars were no longer being made. Siemens subsequently proposed the "[[CitySprinter]]", a high-floor derivative of its [[Combino]] series of low-floor city trams.

In August 1999, after two months of testing, the first CitySprinter prototype crashed into another tram at {{convert|50|km/h|abbr=on|sigfig=1}} at the [[Christophstraße/Mediapark station|Christophstraße/MediaPark U-Bahn station]]. The accident was caused by a simultaneous electronics shutdown resulting in the train's inability to apply its brakes. Eight people sustained serious injuries. A second prototype was produced but as a result of the crash was never delivered.

===High-floor LRVs (K5000 and K5200)===
Following the failure of the CitySprinter, Bombardier derived a high-floor tram from the K4000. 59 units, named K5000, were delivered in 2002 and 2003. The numbering was changed to 5101 at short notice to avoid re-using the number 5001, which had been the number of the ill-fated CitySprinter. Another 15 vehicles of the same design, named K5200, were delivered before 2011.

The [[Bombardier M5000]] trams used on the [[Manchester Metrolink]], England are almost identical to the K5000/K5200 series used in Cologne.

=== Refurbished Stadtbahnwagen B series 2100 (now 2400) ===
Starting in 2011, the KVB and [[Bonn Stadtbahn]] converted their old series 2100 Stadtbahnwagen B to new, modern trains now classified as series 2400. In this conversion the brake system, seats, air conditioning and the vehicle's body were completely upgraded, and the second cockpit was removed. The type got its [[Eisenbahn-Bau- und Betriebsordnung|EBO]] certification in 2016, and since then the trains can operate in the whole HF network for another 30 years. The last of the 28 vehicle was certified in April 2021.

According to the KVB, upgrading the old trains for 49 million [[Euro]] saved about 40.6 million € over buying new vehicles. Additionally, the engineers servicing the trains already know every part of the trains, knowledge that first has to be gathered with new trains. The project was the first of its kind, with a local rail operator renovating their trains. The project was only possible, because of the high quality materials used in the original 2100 trains.<ref>{{Cite web |last=Anemüller |first=Stephan |date=11 May 2021 |title=Serie 2400 komplett, viel Geld gespart |trans-title=Series 2400 finished, a lot of money saved |url=https://blog.kvb-koeln.de/serie-2400-komplett-viel-geld-gespart |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=18 September 2021 |archive-url=https://web.archive.org/web/20210918064117/https://blog.kvb-koeln.de/serie-2400-komplett-viel-geld-gespart }}</ref>

=== Flexity Swift HF6 ===
Together with the [[Rheinbahn|Düsseldorf Rheinbahn]], the KVB ordered 79 trains of the type [[Bombardier Flexity Swift]] in 2015, 59 of which were intended for Düsseldorf and 20 for Cologne. Since then, the KVB converted 7 options to orders. The first of the 27 trains arrived in December 2020, and after undergoing extensive testing they started normal passenger operation about one year later. The last trains are expected to arrive in Cologne in early 2023. The new trains are capable of achieving {{Convert|80|km/h|mph|abbr=on}}, are {{Convert|28|m|ft|abbr=on}} long, about the same length as the other trains, and include 64 seats. They are designated as series 5300.<ref name="high floor trains">{{Cite web |title=Hochflurfahrzeuge |trans-title=High floor vehicles |url=https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/hochflur.html |url-status=live |access-date=26 July 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=17 June 2022 |archive-url=https://web.archive.org/web/20220617205430/https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/hochflur.html }}</ref><ref>{{Cite web |date=19 December 2020 |title=First Bombardier HF6 high-floor light rail vehicle arrives in Cologne |url=https://www.urban-transport-magazine.com/en/first-bombardier-hf6-high-floor-light-rail-vehicle-arrives-in-cologne/ |url-status=live |access-date=26 July 2022 |website=Urban Transport Magazine |language=en |archive-date=26 July 2022 |archive-url=https://web.archive.org/web/20220726202347/https://www.urban-transport-magazine.com/en/first-bombardier-hf6-high-floor-light-rail-vehicle-arrives-in-cologne/ }}</ref><ref>{{Cite web |last=Pesch |first=Matthias |date=20 March 2021 |title=Die "Neuen" sind unterwegs – Menschen bewegen |url=https://blog.kvb-koeln.de/die-neuen-sind-unterwegs |url-status=live |access-date=4 September 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=1 October 2022 |archive-url=https://web.archive.org/web/20221001085045/https://blog.kvb-koeln.de/die-neuen-sind-unterwegs }}</ref>

=== Low-floor NF12/NF6 ===
In 2020, a contract for 62 new {{Convert|60|m|ft|abbr=on}} long NF12s and 2 half as long NF6s was given to [[Alstom]] and [[Kiepe Electric]], including options for up to 11 additional NF12s and 25 additional NF6s. Delivery and testing of 2 long and 2 short trains is planned to start in July 2024, with passenger service starting a year later. The new trains are supposed to completely replace the 124 existing K4000 LRVs.<ref name="low floor trains" /><ref>{{Cite web |date=24 January 2023 |title=Beantwortung einer Anfrage Ausschuss |url=https://ratsinformation.stadt-koeln.de/getfile.asp?id=912499&type=do |url-status=live |access-date=1 February 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=31 January 2023 |archive-url=https://web.archive.org/web/20230131231527/https://ratsinformation.stadt-koeln.de/getfile.asp?id=912499&type=do }}</ref>

The trains feature many new things previously not seen in the system. Currently all trains are composed of two 30 m units, resulting in wasted space and a safety hazard where the trains are coupled together, while the new NF12's will fully use the whole length of the trains and feature a fifth set of doors in the middle. The trains will also be equipped with a collision warning system that can detect objects up to {{Convert|80|m|ft|abbr=on}} in front of the train, issuing a warning to the driver depending on the speed of the train. The trains will feature more efficient [[air conditioning]] than previous ones, better passenger information screens and sensors that enable preventive maintenance.<ref name="low floor trains" />

For the first time in the system's history, in 2021 a design mockup was constructed at [[Thielenbruch station|tram museum Thielenbruch]] used to get feedback on [[accessibility]] and the layout of the driver's cab. In 2022, another mockup was put on public display at the museum, but was criticized, because the trains feature a {{Convert|5|cm|in|abbr=on}} "step" followed by a 6% steep ramp at the doors which is to steep to comfortably climb in a wheelchair. According to the KVB the situation on the actual trains will be better than on the mockup as the gap in between platform and train was larger than in normal operation. The internal layout of the trains can't be changed retroactively and the option of ordering new trains was discarded as well, as the trains do adhere to accessibility standards. Other measures to increase accessibility like a strap at the door, additional training for the train drivers or electric ramps are in discussion.<ref name="low floor trains" /><ref>{{Cite web |date=22 November 2022 |title=TOP Ö 7.2.14: KVB – neues Niederflur Stadtbahnfahrzeug (Arbeitstitel NF12) Hier: nicht gegebene Barrierefreiheit im Modell Stand 28.07.2022 |trans-title=TOP Ö 7.2.14: KVB – new low-floor Stadtbahn vehicle (work title NF12) here: missing accessibility in a model as of July 28 2022 |url=https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=363799 |url-status=live |access-date=15 January 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=15 January 2023 |archive-url=https://web.archive.org/web/20230115130946/https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=363799 }}</ref><ref>{{Cite web |last=Gross |first=Paul |date=26 April 2023 |title=Köln: Neue KVB-Bahnen kommen trotz Hürden für Behinderte |trans-title=Cologne: New KVB-trains are coming despite obstacles for disabled |url=https://www.ksta.de/koeln/koeln-neue-kvb-bahnen-kommen-trotz-huerden-fuer-behinderte-558163 |url-status=live |access-date=8 May 2023 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

=== Train interiors ===
<gallery>
File:KVB2000erInnenraum.jpg|B100S 2000
File:KVB2100erInnenraum.jpg|B100S 2100
File:KVB2254Innenraum.jpg|B80D 2200
File:KVB2300erInnenraum rot.jpg|B80D 2300
File:4000er Innenraum.jpg|K4000
File:Innenraum eines K5000.jpg|K5000
</gallery>

== Depots and workshops ("''Betriebshöfe''") ==
The KVB has 4 large depots and workshops, as well as a few smaller parking facilities. Historically there were 17 more depots and workshops, that have since been relocated or abandoned.<ref name="current depots">{{Cite web |last=Weiß |first=Regina |date=19 April 2022 |title=Die Heimat von Bussen und Bahnen – die Betriebshöfe der KVB |url=https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=19 April 2022 |archive-url=https://web.archive.org/web/20220419091642/https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb }}</ref><ref name="former depots">{{Cite web |last=Weiß |first=Regina |date=17 May 2022 |title=Heimat der Straßen- und Pferdebahnen – ehemalige KVB-Betriebshöfe |url=https://blog.kvb-koeln.de/heimat-der-strassen-und-pferdebahnen-ehemalige-kvb-betriebshoefe |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=17 May 2022 |archive-url=https://web.archive.org/web/20220517090745/https://blog.kvb-koeln.de/heimat-der-strassen-und-pferdebahnen-ehemalige-kvb-betriebshoefe }}</ref>

=== Current depots, workshops and parking facilities ===

==== Wesseling ====
The depot and workshop in Wesseling was first constructed by the KBE in 1906. It's the smallest one, with space for just 50 trains and 30 employees, and mainly serves the trains for lines 16, 17 and 18. It's the only depot outside of Cologne, and sometimes the old Querbahn is used to connect it to line 18. It was transferred to the KVB, when the KBE closed in 1986.<ref name="current depots" />

==== Main workshop and depot in Weidenpesch ====
The current main workshop ("''Hauptwerkstatt''", HW) of the KVB was opened in 1923, when the former HW moved from Rhieler Straße to Weidenpesch. Most heavy maintenance as well as the conversion of the series 2100 to series 2400 are done here.<ref name="current depots" />

In 2021 a new modern depot opened next to the HW, with space for 64 trains and facilities to restock sand and wash the trains, and a water collection system for the washing, as well as solar panels on the roof. Along with the new depot building, new track to connect the HW and depot to Neusser Straße were constructed, reducing operating noise especially during the night.<ref>{{Cite web |last=Anemüller |first=Stephan |date=25 May 2021 |title=Neue Heimat für 64 Stadtbahnen |url=https://blog.kvb-koeln.de/neue-heimat-fuer-64-stadtbahnen |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |archive-date=18 September 2021 |archive-url=https://web.archive.org/web/20210918071925/https://blog.kvb-koeln.de/neue-heimat-fuer-64-stadtbahnen }}</ref>

==== West ====
The depot at Scheidweilerstr. exists since 1924 when the old depot, that stood where the Aachener Weiher now is, was destroyed. After World War 2, the depot was almost completely destroyed and for the time, depots Sülz and Ost were used. In 1961 to 1964 the depot as it now is was built. The depot is known as the heart of the KVB, because the control room is situated there, as well as customer service and management. In total, about 1200 employees work at the depot and the surrounding offices. The depot has space for 60 of the trains used on lines 1, 5, 7 and 13. In 2004 and 2005, the management building was renovated and 2 new buildings were built, and in 2021 the old tracks from the 1960s were replaced. The control room is one of the most modern ones in Europe since its renovation in 2014.<ref name="current depots" />

==== Merheim ====
The depot in Merheim, that opened in 1994, is the biggest and most modern, with space for 140 trains in an area of about {{Convert|8000|m2|sqyd|abbr=on}}, and 120 employees working there. After its opening the former depots East and Thielenbruch were closed. Nearly all trains, especially on lines 3 and 4, are stored and serviced here.<ref name="current depots" />

==== Stadium ====
The parking facility at the [[RheinEnergieStadion]] was built along with the sport facilities in 1923 with 8 tracks, and has since been modernized several times. It's mainly used to provide trains to visitors of sport events and some trains only used during peak hours.<ref name="current depots" />

==== Porz ====
Just behind Porz Markt station there are two tracks were the trains running to the university in the morning are parked.

==== Zündorf ====
At the south end of line 7 there's a single track for parking created in 2000. It's necessary because going there from Betriebshof West or Merheim is time-consuming and complicated, the parking facility in Porz is to small and former depots in Deutz and Porz were closed.<ref name="current depots" />

==== Deutz ====
The quad-tracked underground parking facility Deutz is just east of Bahnhof Deutz/Messe station, and was created together with the tunnel in 1983. The plans to rebuild Merheim and close Betriebshof Deutz were concrete enough already, that this parking facility was deemed necessary.<ref name="current depots" />

==== Merkenich ====
Only in 2005 a parking facility was created at the terminus of line 12 in Merkenich for trains of lines 12 and 15, because of the long time required to get there from other depots. It was built double-tracked with space for six trains per track, and was extended in 2013 with a third track, but the first track is now used to turn the trains around, while only the 2nd and 3rd are used for parking. The trains of line 15 parking here depart as line 15 in the morning, but serve line 12's route until Wilhelm-Sollman Straße, where lines 12 and 15 join. These additional services on line 12's route are not explicitly mentioned on timetables.<ref name="current depots" />

=== Former depots ===

==== Maximinenstraße ====
In Maximinenstraße there were two depots: Starting 1877 it was the main depot, workshop and office of the first horsecar system, but an expansion of the [[Köln Hauptbahnhof|Centralbahnhof]] forced it to close in 1886. In 1888 another depot was built in Maximinenstraße, that was closed in 1902 because it was deemed to small in the electrification of the system.<ref name="former depots" />

==== Kalk ====
The depot in Kalk was also opened in 1877, housing the horses and wagons of the horsecar between Deutz and Kalk, which both didn't formally belong to Cologne at that point. When the much larger Ost-Bahnhof in Deutz was opened in 1902, the depot was closed.<ref name="former depots" />

==== Nippes ====
The depot in Nippes served the horsecar lines to Nippes and Sechzig, but had to be closed in 1903 because it was to small for the electrification.<ref name="former depots" />

==== West ====
The former Betriebshof West was built in 1877 for services to Melaten and Lindenthal, and upgraded in 1902 for use with electric vehicles. The old depot was located at the junction of Dürener Straße/(Innere) Kanalstraße and was torn down when the Aachener Weiher was constructed in 1923. Only a year later the current Betriebshof West in Scheidtweiler Straße was opened, keeping the wooden halls from the old site which later burnt down due to bombing during World War 2.<ref name="former depots" />

==== Ehrenfeld ====
The depot in Gutenbergstraße was also constructed in 1877 for the service to Ehrenfeld, and was one of the few that had enough space to be upgraded in the electrification in 1901. During World War 2 it was damaged so badly, that it was closed in 1944.<ref name="former depots" />

==== ''Süd'' (South) ====
The last depot opened in 1877 was located at Koblenzer Straße in Bayenthal, where it first housed horsecars and later electric trams. The depot was modernized regularly to keep up with new vehicle technologies, but starting in the 1950s the increasingly larger vehicles were parked and serviced in depots West and ''Ost'' more and more, until the depot sharply reduced train operation in 1967, serving only for some parking during the night. A few years later the depot was only used for buses until it closed entirely in 1996.<ref name="former depots" />

==== Mülheim ====
In 1889 a depot was built in Kranenstraße, but was to small for the electrification in 1902, and closed. The original building still exists today.<ref name="former depots" />

==== Rodenkirchen ====
Rodenkirchen saw the smallest depot of the KVB ever from 1883 to 1902. The just {{Convert|600|m2|sqyd|abbr=on}} big area had space for just four wagons and nine horses, as well as beds for the personnel, but it was probably only used by one horsecar at a time.<ref name="former depots" />

==== Weißbüttengasse ====
Located in Altstadt-Süd, the depot was opened in 1885. The building had a two-story hall, with offices on the second floor for the management, which moved there after Maximinenstraße was closed. Due to space constraints, only trains of line 18 were parked there when the depot closed in 1933. The offices were still used until 1943 when the building was destroyed in World War 2.<ref name="former depots" />

==== ''Nord'' (North) ====
In 1888 the depot at Rhieler Straße, opposite to the zoo, was opened, and in 1901 it was electrified and got an access from the Rhine's shore, but it housed the last horsecars until 1907. The workshop was closed in 1923 and moved to Merheim (now Weidenpesch). Starting 1950 only buses were parked here, and in 1956 the depot was closed.<ref name="former depots" />

==== ''Ost'' (East) ====
The depot was opened in 1902 for electric trams at Deutz-Kalker Straße in Deutz, and until its closure in 1994, when the depot in Merheim made it obsolete, the depot was modernized countless times. Today the space is used by the [[Kölner Haie]].<ref name="former depots" />

==== Merheim left-rhenish (Weidenpesch) ====
The old depot in Weidenpesch, which was called Merheim until 1952, was opened in 1902 in Jesuitengasse, and closed in 1969.<ref name="former depots" />

==== Thielenbruch ====

{{see also|Thielenbruch station}}
The depot in Thielenbruch was opened in 1902 to serve the ''Vorortbahn'' C, later G, to Bergisch Gladbach. In 1926 the depot was expanded with a second hall, and is under preservation since 1985. It was one of few depots that weren't damaged badly during World War 2, and was closed in 1994 because the new depot Merheim opened and expansion was difficult due to the preservation. The history of the depot doesn't end here though, as one hall was converted to the terminus of (now) lines 3 and 18, and in 1997 a museum opened in the other hall where the historical horsecars, trams and trains of the system are shown.<ref name="former depots" />

==== Porz ====
The depot in Porz was opened in 1909 where now Porz Markt station is located, but the area was limited by Goethestraße in the east and rail tracks in the West. In 1973 train operations were stopped, and in 1975 it was closed.<ref name="former depots" />

==== Bensberg ====
In 1913 a depot was opened at the former terminus Bensberg, that's now called Im Hoppenkamp. Starting 1945 no trains spent their time here, and in 1961 the hall that once had 4 tracks of which one had remained, was destroyed and replaced by 3 outdoor tracks. This new parking space was not needed technically, but it was built anyways to attract potential new personnel from Bergisch Gladbach by providing a close by depot. It was closed in 1967. In this place the tunnel to the current terminus Bensberg was started in 1996.<ref name="former depots" />

==== Mülheim ====
The second depot in Mülheim was opened in 1913 by the Mülheimer Kleinbahnen, because Mülheim only became part of Cologne the next year. After the city took over the Mülheimer Kleinbahnen in 1933, the depot was mainly used for the ''Vorortbahn'' O. Between 1936 and 1941 the depot was closed and used as storage, and after that it was reopened to be a reserve in case Betriebshof Ost would become inoperable by bombing. In 1958 the depot became unnecessary and was closed.<ref name="former depots" />

==== Sülz ====
In 1927 a depot was opened at Hermeskeiler Platz where now the terminus of line 9 is located, and for a short time it was the largest Betriebshof on European mainland. In World War 2 large parts of it were destroyed, and afterwards two previous tracks were used for [[trolleybus]]es that were tested in the 1950s. Because of its location in a residential area, there was no space for expansion and residents often complained about the noise. Due to these problems, the depot was closed in 1986.<ref name="former depots" />

== Technology ==
{{more citations needed|section|date=September 2022}}

Like most German Stadtbahn systems, [[Standard-gauge railway|standard-gauge]] and [[overhead line]] are used. The wires are supplied with 800 [[Volt|V]] [[Direct current|DC]],<ref name="electrification" /> and the trains are made for 750 V DC.<ref name="control room">{{Cite web |title=Leitstelle |trans-title=Control room |url=http://www.kvb-koeln.de/german/unternehmen/kvb/leitstelle.html |url-status=dead |archive-url=https://web.archive.org/web/20151105194742/http://www.kvb-koeln.de/german/unternehmen/kvb/leitstelle.html |archive-date=5 November 2015 |website=Kölner Verkehrs-Betriebe AG |language=de}}</ref> Due to the beginning of the system as a tram, the tracks feature small curve radiuses of down to {{Convert|25|m|ft|abbr=on}}; other systems like the [[Stuttgart Stadtbahn]] use radiuses of at least {{Convert|50|m|ft|abbr=on}}. The trains use the maximum legal width of vehicles on streets of {{Convert|2.65|m|ft|abbr=on}}. In most trains there are groups of 4 seats, but the newer K4500 and K5000 use some row-seating. The platform height is {{Convert|35|cm|in|abbr=on}} (low-floor network) and {{Convert|90|cm|in|abbr=on}} (high-floor network) above the rails. All platforms are built for a {{Convert|54|m|ft|abbr=on}} long [[Multiple unit|double-units]], with the smallest platforms being {{Convert|50|m|ft|abbr=on}} long requiring an exact stop. The longest platforms are on the underground station Fuldaer Straße, which is {{Convert|110|m|ft|abbr=on}} long.

=== Signalling and train protection ===
[[File:KVB Sig607 Boltensternstrasse.JPG|thumb|288x288px|A signal showing yellow and the [[train stop]] below]]
On most surface tracks, line-of-sight operation is used. The surface signals can indicate one of three things, though not all signals have all indications installed.

* Horizontal bar: Stop
* Vertical bar: Proceed straight ahead
* Diagonal bar: Proceed to the right/left

In the tunnels, on the elevated track and on some surface right-of-ways, signalling and [[Train protection system|train protection]] are used. On KVB tracks the maximum speed is {{Convert|70|km/h|mph|abbr=on}} even with these installed, while on HGK tracks up to {{Convert|100|km/h|mph|abbr=on}} are allowed, but never achieved because the trains only allow up to {{Convert|80|km/h|mph|abbr=on}}. The signals have three indications:

* Green: Proceed
* Yellow: Expect stop at next signal
* Red: Stop

In the city center tunnel, sometimes the yellow signal is used together with speed signal "2", allowing entering a partially blocked segment with up to {{Convert|20|km/h|mph|abbr=on}} to allow smaller distances between trains.

On all lines there is a kind of [[Punktförmige Zugbeeinflussung|PZB]] in use, where the inductors are located between the tracks instead of next to them like standard PZB. On the HGK lines, additional PZB equipment for freight trains is installed.<ref name="control room" /><ref>{{Cite web |last=Anemüller |first=Stephan |date=28 February 2022 |title=Signale und Zeichen der KVB – eine Einführung |trans-title=Signals of the KVB – an introduction |url=https://blog.kvb-koeln.de/signale-und-zeichen-der-kvb-eine-einfuehrung |url-status=live |access-date=28 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=1 March 2022 |archive-url=https://web.archive.org/web/20220301081734/https://blog.kvb-koeln.de/signale-und-zeichen-der-kvb-eine-einfuehrung }}</ref>

=== Passenger information ===
[[File:Großflächenanzeiger Breslauer Platz, Stadtbahn Köln-4140.jpg|thumb|Large display at [[Breslauer Platz/Hbf station]]]]
All Stadtbahn trains have speakers to play announcements, and in the 1970s the trams were retrofitted with these as well. Since the 1990s all trains are fitted with at least two displays showing the next station, or while in a station, the terminus. Because the recorded announcements became increasingly pieced together with every timetable change, they were all newly recorded in 2003. In 2010, after a previous test on line 13, the announcements on the east–west lines (1, 7, 9) got a larger amount of information with all possible connections (Stadtbahn, bus, regional- and intercity trains) being announced. Also for the first time in Cologne's history, the announcements on some important stations like [[Köln Messe/Deutz station|Bahnhof Messe/Deutz]] were also done in English, but only giving important info for tourists, but these are no longer in use. Since 1 December 2012 all announcements include the connections, and are [[Speech synthesis|computer generated]]. Because of the amount of side-platforms, the exit side is only announced when it is on the left side.<ref>{{Cite web |last=Weiß |first=Regina |date=2 May 2018 |title=Wie kommt eigentlich die Ansage in Bus und Bahn? |url=https://blog.kvb-koeln.de/wie-kommt-eigentlich-die-ansage-in-bus-und-bahn |url-status=live |access-date=28 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=27 October 2021 |archive-url=https://web.archive.org/web/20211027164844/https://blog.kvb-koeln.de/wie-kommt-eigentlich-die-ansage-in-bus-und-bahn }}</ref>

Beginning with the stations of the city center tunnel, the other stations following step-by-step, they were first equipped with digital platform displays capable of showing the next 2 trains and a line of other information. In the 2000s these were replaced by new, bigger displays capable of 3 trains and one line of information, with some playing back an audible announcement at the station when a train enters the station. Interchange stations have larger displays, that show departures of all lines on all platforms. Since February 2021, these are getting replaced again with even larger displays capable of showing more trains, and will be capable of showing videos once a system update planned for mid 2022 is installed, for example to suggest passengers alternative routes when a train is cancelled. In a further step the displays inside the trains will be replaced by similar displays as well.<ref name="history 2005" /><ref>{{Cite web |date=28 February 2020 |title=PM DFI-Anzeiger |trans-title=Press report DFI-displays |url=https://www.kvb.koeln/unternehmen/presse/pressemitteilungen.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=1582 |url-status=live |access-date=27 July 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=28 July 2022 |archive-url=https://web.archive.org/web/20220728143540/https://www.kvb.koeln/unternehmen/presse/pressemitteilungen.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=1582 }}</ref><ref>{{Cite web |title=ITCS: Verbesserte Informationen für KVB-Kunden |trans-title=ITCS: Better information for KVB-clients |url=https://www.kvb.koeln/unternehmen/projekte/itcs/index.html |url-status=live |access-date=28 July 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=28 July 2022 |archive-url=https://web.archive.org/web/20220728143541/https://www.kvb.koeln/unternehmen/projekte/itcs/index.html }}</ref>

==See also==
* [[Transportation in Cologne]]
* [[List of Cologne KVB stations]]
* [[List of rapid transit systems]]

== References ==

===Inline citations===
{{Reflist}}

===Books===
* {{cite book| first=Christoph| last=Groneck| title=Köln/Bonn Stadtbahn Album| publisher=Robert Schwandl Verlag| year=2005| isbn=3-936573-07-7}}
* {{cite book| first1=Dieter| last1=Höltge| first2=Axel| last2=Reuther| title=Straßen- und Stadtbahnen in Deutschland Band 7: Köln, Düren, Aachen| publisher=EK-Verlag| year=2001| isbn=3-88255-338-3| language=de}}
* {{cite book| editor1-first=Doris| editor1-last=Lindemann| editor2-first=Kölner| editor2-last=Verkehrs-Betriebe| title=Kölner Mobilität - 125 Jahre Bahnen und Busse| publisher=Du Mont Verlag| year=2002| isbn=3-8321-7177-0| language=de}}

== External links ==
{{Commons category|Stadtbahn Köln}}
* [http://www.kvb.koeln/en Kölner Verkehrsbetriebe Homepage in English]
* [https://www.kvb.koeln/fahrtinfo/fahrplanauskunft/index.html Kölner Verkehrsbetriebe Timetable Search]
* [https://www.vrs.de/en/drive/timetable-service Transit Authority Timetable Search in English]
* [http://www.nord-sued-stadtbahn.de/ Official Homepage for the Nord-Süd-U-Bahn Construction Project (in German only)]
{{Stadtbahn systems}}
{{Urban public transport in Germany}}

{{Authority control}}

[[Category:Transport in Cologne]]
[[Category:Light rail in Germany]]
[[Category:Tram transport in Germany]]
[[Category:Underground rapid transit in Germany]]

Cologne Stadtbahn

2023-05-08T20:21:00Z

Jan Lukas 22: /* Other plans */ Add the double-track between Brühl and Bonn and citations for other expansion on line 18

{{short description|Light rail system in Cologne, North Rhine-Westphalia, Germany}}
{{Use dmy dates|date=February 2023}}
{{Infobox public transit
| box_width = 300px
| name = Cologne Stadtbahn
| image = KVB logo.svg
| alt = KVB logo
| imagesize = 50px
| image2 = KVB4076_Severinsbruecke.jpg
| caption2 = Light rail trainset in front of the river [[Rhine]] and [[Cologne Cathedral]]
| owner = [[Kölner Verkehrs-Betriebe]]
| locale = [[Cologne]] (Köln) [[Germany]]
| transit_type = [[Light rail]] ([[Stadtbahn]])
| lines = 12
| stations = 236
| ridership = 594,520 (2019)<ref name="statistik">{{cite web |url=https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html |title=Kölner Verkehrs-Betriebe AG |publisher=kvb.koeln |access-date=4 July 2022 |archive-url=https://web.archive.org/web/20220618102453/https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html |archive-date=18 June 2022 |url-status=live }}</ref>
| annual_ridership = 217,000,000 (2019)<ref name="statistik" />
| website = [https://www.kvb.koeln/ www.kvb.koeln]
| began_operation = 1877 (horsecar)
1900 (electric tram)<ref name="history 1877">{{cite web |url=https://www.kvb.koeln/unternehmen/geschichte/1876.html |title=KVB-Geschichte von 1877 bis 1949 |publisher=kvb.koeln |access-date=4 July 2022 |archive-url=https://web.archive.org/web/20210507081801/https://www.kvb.koeln/unternehmen/geschichte/1876.html |archive-date=7 May 2021 |url-status=live |language=de}}</ref>
1968 (Stadtbahn)<ref name="history 1950">{{Cite web |title=KVB-Geschichte von 1950 bis 1984 |trans-title=KVB-History from 1950 to 1984 |url=https://www.kvb.koeln/unternehmen/geschichte/1950.html |url-status=live |archive-url=https://web.archive.org/web/20210507081843/https://www.kvb.koeln/unternehmen/geschichte/1950.html |archive-date=7 May 2021 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref>
| operator = [[Kölner Verkehrs-Betriebe]] (KVB)
| vehicles = 382 (2019)<ref name="statistik" />
| train_length = {{convert|60|m|ft|sp=us}}
| system_length = {{convert|198.5|km|mi|sp=us}} (2019)<ref name="statistik" />
| track_gauge = {{RailGauge|sg|allk=on}}
| minimum_radius_of_curvature = 
| el = 750<ref name="electrification">{{Cite web |last=Zeidler-Goll |first=Susanne |date=23 February 2016 |title=Wie kommt der Strom in die Bahn? |url=https://blog.kvb-koeln.de/wie-kommt-der-strom-in-die-bahn |url-status=live |archive-url=https://web.archive.org/web/20220118143455/https://blog.kvb-koeln.de/wie-kommt-der-strom-in-die-bahn |archive-date=18 January 2022 |access-date=4 July 2022 |language=de }}</ref> [[Volt|V]] [[Direct current|DC]] [[overhead line]]
| average_speed = {{convert|25.9|km/h|mph|abbr=on}} (2019)<ref name="statistik" />
| top_speed = 
| map = [[File:KVB Netz.svg|290px]]
| map_name = KVB system map
| map_state = collapsed
| caption = KVB logo
}}

The '''Cologne Stadtbahn''' is a [[light rail]] system in the [[Germany|German]] city of [[Cologne]], including several surrounding cities of the [[Cologne Bonn Region]] ([[Bergisch Gladbach]], [[Bonn]], [[Bornheim (Rheinland)|Bornheim]], [[Brühl (Rhineland)|Brühl]], [[Frechen]], [[Hürth]], [[Leverkusen]]-Schlebusch, [[Wesseling]]). The term ''[[Stadtbahn]]'' denotes a system that encompasses elements of [[tram]]s as well as an [[Rapid transit|underground railway]] network (''[[Rapid transit in Germany#U-Bahn|U-Bahn]]'') and [[interurban]] rail, even including three lines that are licensed as [[heavy rail]] and used by [[freight train]]s as well as Stadtbahn vehicles. Two of these lines connect the Cologne Stadtbahn to the [[Bonn Stadtbahn]]. These lines (16 and 18) are jointly operated by both cities' transport authorities, resulting in both systems and the lines connecting them sometimes collectively referred to as ''Stadtbahn Rhein-Sieg''.

The Cologne Stadtbahn is operated by the [[Kölner Verkehrs-Betriebe|Kölner Verkehrsbetriebe]] (KVB) and the Bonn Stadtbahn is operated by the Stadtwerke Bonn (SWB – City of Bonn Utilities Division). The KVB and SWB are members of the [[Verkehrsverbund Rhein-Sieg]] (VRS – Rhein-Sieg Transit Authority), formed in 1987 to consolidate the transit authorities in the metropolitan Cologne area and operate a joint fare structure.<ref name="VRS members">{{Cite web |title=Wir fahren Sie... |trans-title=We transport you... |url=https://www.vrs.de/der-vrs/verkehrsunternehmen/wir-fahren-sie |url-status=live |archive-url=https://web.archive.org/web/20200612111848/https://www.vrs.de/der-vrs/verkehrsunternehmen/wir-fahren-sie |archive-date=12 June 2020 |access-date=6 May 2020 |website=VRS |language=de}}</ref><ref name="history 1985" /> There are [[List of Cologne KVB stations|236 stations]] along {{Convert|199|km|mi|abbr=on}} of tracks,<ref>{{Cite web |date=June 2022 |title=KVB Geschäftsbericht 2021 |url=https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=3936 |url-status=live |access-date=9 August 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=9 August 2022 |archive-url=https://web.archive.org/web/20220809124034/https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=3936 }}</ref> of which 42 are underground in {{Convert|28|km|mi|abbr=on}} of tunnels.

== History ==
[[File:Station Äußere Kanalstraße.JPG|thumb|The Cologne Stadtbahn at [[Rochusplatz]] station]]

=== Horsecar and tram (1877 – 1960s) ===
The Cologne Stadtbahn traces its history to the first [[horsecar]] lines that started operating in 1877. Within a few years, several companies had built an extensive network. Because none of these companies showed interest in electrifying their lines, the city of Cologne bought them on 1 January 1900, and by 1907 all horsecar lines had been electrified or replaced by other services.<ref name="history 1877" /> Additional lines were built until 1912, including ''Vorortbahnen'' to surrounding villages outside the city limits. Outside the city center, these lines had segregated [[Right-of-way (transportation)|right-of-way]] and were more similar to "real" railroads than to trams.<ref name=USDT>{{cite book|title=Light Rail Transit: A State of the Art Review|url=https://books.google.com/books?id=yJJKFV0uwHQC&pg=PA52|year=1976|publisher=U.S. Department of Transportation, Urban Mass Transportation Administration, Office of Policy and Program Development|pages=52–56|access-date=11 January 2020|archive-date=5 July 2022|archive-url=https://web.archive.org/web/20220705142226/https://books.google.com/books?id=yJJKFV0uwHQC&pg=PA52|url-status=live}}</ref>

The dense tram network in the city center that had been present before [[World War II]] was only partially rebuilt afterwards, and the [[Köln Hauptbahnhof|''Hauptbahnhof'']] (Central Station) was not linked to important places like [[Neumarkt (Cologne)|Neumarkt]] and [[Heumarkt]] for the time being. This was partly due to the plans to make Cologne a [[Automotive city|car friendly city]] which meant that old tramways (like the north–south one) were replaced by bus service; and also due to the planned widening of vehicles which wouldn't have fit through some of the narrow streets previously served by trams. Another question was the connection between the two banks of the [[Rhine]] which had been provided by the [[Hohenzollern Bridge|Hohenzollern-]], [[Mülheim Bridge, Cologne|Mülheim-]] and [[Deutz Suspension Bridge|Deutzer Brücke]], that were all destroyed during the war. A decision was taken to dedicate the Hohenzollern Bridge solely to interregional services, while the new [[Severins Bridge]] was only finished in 1959, allowing a restructuring of tram lines.<ref name="reconstruction ww2">{{Cite web |title=Wiederaufbau und Neugestaltung |trans-title=Reconstruction and redesign |url=https://koeln-magazin.info/geschichte/wiederaufbau-und-neugestaltung-in-koeln-nach-dem-2-weltkrieg |url-status=live |archive-url=https://web.archive.org/web/20220122192400/https://koeln-magazin.info/geschichte/wiederaufbau-und-neugestaltung-in-koeln-nach-dem-2-weltkrieg |archive-date=22 January 2022 |access-date=5 July 2022 |website=Köln Magazin |language=de}}</ref><ref name="50 years underground">{{Cite web |date=11 October 2018 |title=Broschüre 50 Jahre U-Bahn |trans-title=Brochure 50 years U-Bahn |url=https://www.kvb.koeln/unternehmen/presse/publikationen/broschueren.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=770 |url-status=live |archive-url=https://web.archive.org/web/20220706145650/https://www.kvb.koeln/unternehmen/presse/publikationen/broschueren.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=770 |archive-date=6 July 2022 |access-date=5 July 2022 |website=kvb.koeln |language=de}}</ref>

=== Upgrade to a Stadtbahn (1960s – now) ===
Already in 1956, the [[Transportation planning|transportation plan]] of the city council intended a newly built tunnel through the city center in the north–south direction. An overground routing along the Nord-Süd-Fahrt (North-South-Road) would not have served many central areas and was rejected. The tunnel was not planned as a [[Rapid transit|''U-Bahn'']] as in many other cities, but rather as an [[Premetro|underground tram]]. This meant a design similar to overground trams with small turning radii, short distances between stops and low-floor platforms. At the end of the tunnels the trains were supposed to run as trams on the streets again, but in many places the trams were already separated from car traffic anyways. For this type of system – tunnels in highly congested areas, elsewhere mostly on or next to streets – the term [[Stadtbahn]] was later created. Similar concepts to separate rail and car traffic were later used in many cities in [[North Rhine-Westphalia]] and adjacent foreign cities ([[Brussels]], [[Antwerp]]).<ref name="50 years underground" />

The term Stadtbahn is not regularly used, as the system is mostly referred to as ''U-Bahn'' and sometimes ''Straßenbahn'' (tram) by officials and the KVB, and most underground stations are also marked by a big white U on blue background which refers to ''U-Bahn''. Most people in Cologne speak about the ''U-Bahn'' or ''Straßenbahn'', or just about the train or the KVB.<ref name="50 years underground" />

When construction of the first tunnel started in 1963, there was no promise of the state NRW or the federal government to finance the project, and in the worst case the city would have had to pay completely on their own. With this background, the building of the Innenstadttunnel (city center tunnel) was begun. The tunnel opened in parts between 1968 and 1970 and was designed to be continued later, when more money and higher demand could make it necessary. This was the reason why no traditional ''U-Bahn'' (metro) was built in Cologne, which is as of 2023 the [[List of cities in the European Union by population within city limits|largest city in Europe]] not to have one. Nearly all tunnels completed afterwards aren't new routes, but rather overground sections of existing lines moved to the underground.<ref name="50 years underground" />

Beneficial to the expansion of the Stadtbahn were the ''Vorortbahnen'' that mostly ran on the right side of the Rhine and usually had their own [[Right-of-way (traffic)|right-of-ways]]. Another advantage was the previous use of {{Convert|2.5|m|ftin|abbr=on}} wide trains instead of the usual {{Convert|2.3|m|ftin|abbr=on}} other cities used for their trams, which made the adjustment for the new {{Convert|2.65|m|ftin|abbr=on}} wide [[Stadtbahnwagen B]] easier.{{Citation needed|date=January 2023}}

After the ''[[Vorgebirgsbahn]]'' of the ''[[Köln-Bonner Eisenbahnen]]'' started serving [[Barbarossaplatz station|Barbarossaplatz]] over Luxemburger Straße in 1898,<ref name="line 18">{{Cite web |last=Weiß |first=Regina |date=26 January 2021 |title=Linie 18: Vom Weißkohl-Bauern-Express zur Stadtbahn Nr. 1 |trans-title=Line 18: From cabbage-farmer-express to Stadtbahn #1 |url=https://blog.kvb-koeln.de/linie-18-vom-weisskohl-bauern-express-zur-stadtbahn-nr-1 |url-status=live |archive-url=https://web.archive.org/web/20210918022705/https://blog.kvb-koeln.de/linie-18-vom-weisskohl-bauern-express-zur-stadtbahn-nr-1 |archive-date=18 September 2021 |access-date=5 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> the ''[[Rheinuferbahn]]'' used rail tracks of the trams from its start in 1906,<ref name="line 16">{{Cite web |last=Anemüller |first=Stephan |date=21 November 2017 |title=Linie 16 – eine Bahn mit Geschichte |trans-title=Line 16 – a line with history |url=https://blog.kvb-koeln.de/linie-16-eine-bahn-mit-geschichte |url-status=live |archive-url=https://web.archive.org/web/20210918004541/https://blog.kvb-koeln.de/linie-16-eine-bahn-mit-geschichte |archive-date=18 September 2021 |access-date=5 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> beginning the mix of trams and interregional rail. The ''[[Köln-Frechen-Benzelrather Eisenbahn]]'', which opened in 1893, was modified from [[Metre-gauge railway|metre-gauge]] to [[Standard-gauge railway|standard-gauge]] in 1914, and has been operated by the KVB since 1955 using [[Eisenbahn-Bau- und Betriebsordnung|EBO]] certified vehicles.<ref name="line 7">{{Cite web |last=Anemüller |first=Stephan |date=31 January 2017 |title=Linie 7: An der Sonne und über die Grenzen der Stadt |trans-title=Line 7: At the sun and beyond the city's limits |url=https://blog.kvb-koeln.de/linie-7-an-der-sonne-und-ueber-die-grenzen-der-stadt |url-status=live |archive-url=https://web.archive.org/web/20220118142810/https://blog.kvb-koeln.de/linie-7-an-der-sonne-und-ueber-die-grenzen-der-stadt |archive-date=18 January 2022 |access-date=5 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> The integration of the ''Rheinuferbahn'' and ''Vorgebirgsbahn'' was already planned in the mid-1960s, but had to be put off due to a lack of vehicles that could run on interregional rail and partially tunneled Stadtbahn.

As seen in other cities, the changing ideas on efficient traffic systems lead to differing needs for the system. An example of this is the length of the platforms. While the first platforms were designed for two coupled {{Convert|30|m|ft|abbr=on}} wagons, later the state NRW required space for three or sometimes four Stadtbahnwagen B, which lead to platforms of up to {{Convert|110|m|ft|abbr=on}} in length. The usually much shorter overground platforms currently only allow two wagons of collective {{Convert|58|m|ft|abbr=on}} length. Another changing factor was the routing itself: the curve radii were enlarged and at-grade crossings avoided. The outer parts of the tunnel network are designed for up to {{Convert|70|km/h|mph|abbr=on}}, but the distance between stations is more similar to the previous tram network, which is why the top speed is rarely reached.

There is no plan for the final state of the network as in the U-Bahn of [[Berlin U-Bahn|Berlin]], [[Munich U-Bahn|Munich]] or [[Nuremberg U-Bahn|Nuremberg]]. The lines and tunnels were built in the order which made most sense to relieve traffic at the time. Because of this and the financial insecurity if the state or federal government would finance more projects, many ramps going from the tunnels to the overground were built only provisorily to enable a later continuation of the tunnels, but no underground stations were designed to become multi-level stations serving different directions.

Initially the mixed use of trams and Stadtbahnen only allowed for low-floor platforms with a height of {{Convert|35|cm|in|abbr=on}}, which meant that the high-floor Stadtbahnen had to be (and still are) equipped with stairs. In 1985 the first part of the network was built that was only accessible for high-floor trains with a platform height of {{Convert|90|cm|in|abbr=on}}.

Since the summer of 2006, no more trams are in use in Cologne.<ref name="history 2005" /> But in the 1990s, the city council had decided to only convert part of the network for use with high-floor trains, that has since been upgraded almost completely. The first few lines were converted to low-floor operations in 1994, another few in 2003. This led to the curiosity that at some platforms the earlier-built escalators don't end at platform level, but a few steps above it, as it had been intended to raise those platforms to {{Convert|90|cm|in|abbr=on}}.<ref name="history 1985" />

Underground construction in downtown Cologne, one of [[Germany]]'s oldest cities, is often obstructed by [[archeologist]]s' legal rights to dig in all future building sites within the medieval city limits before all heavy construction machinery.<ref name="archaeology">{{Cite web |last=Schmitz |first=Alfried |title=Archäologie: "ZeitTunnel" Köln |trans-title=Archaeology: "TimeTunnel" Cologne |url=https://www.planet-wissen.de/geschichte/archaeologie/methoden_der_archaeologie/pwiegrabungenunterderstadtdasprojektzeittunnelinkoeln100.html#Bauprojekt |url-status=live |archive-url=https://web.archive.org/web/20210319052611/https://www.planet-wissen.de/geschichte/archaeologie/methoden_der_archaeologie/pwiegrabungenunterderstadtdasprojektzeittunnelinkoeln100.html#Bauprojekt |archive-date=19 March 2021 |access-date=4 July 2022 |website=planet-wissen.de |date=11 December 2019 |language=de}}</ref>

== Current routes ==
[[File:KVB Friesenplatz.jpg|thumb|Entrance to [[Friesenplatz (KVB)|Friesenplatz station]] on [[Hohenzollernring]]]]
[[File:Technical map2.png|thumb|Technical map]]
[[File:KVB2306 Appellhofplatz.jpg|thumb|Appellhofplatz/Breite Straße station before renovation]]
Because the light rail network evolved from the tram network instead of replacing it, there were numerous stations served by both light rail and tram vehicles for almost three decades. While high platforms for step less entry into light rail vehicles could be built on the outer branches, stations in the city center had to have low platforms to support trams as well. The introduction of [[low-floor]] technology in the early 1990s promised wheelchair-accessible entry throughout the network without having to build several hundred high platforms. To allow the introduction of low-floor trains without having to demolish existing high platforms, the network was divided into two sub-networks of different floor heights.<ref name="history 1985" />

On weekdays, all lines are served in 5 to 10 minute intervals from 6 am to 8 pm, with little or no service between around 1 am and about 4.30 am, and usually 15 minute intervals in the early night and early morning, as well as on Sundays. On weekends, there is an hourly service throughout the night. Because several lines overlap on the routes through the city center, some stations are served by up to 30 trains per hour in each direction.

{| class="wikitable"
|-
! !! route !! length !! avg. speed
|-
| style="background:#{{rcr|Cologne Stadtbahn|1}}; color:#fff; text-align:center;"| '''1''' || [[Köln-Weiden West station|Weiden West]] – Junkersdorf – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – [[Kalk Post (KVB)|Kalk Post]] – [[Kalk Kapelle (KVB)|Kalk Kapelle]] – Brück – Refrath – [[Bensberg (KVB)|Bensberg]] during peak hours 5-minute intervals Junkersdorf–Brück|| {{convert|26.5|km|mi|abbr=on}}<ref name="line 1" />|| {{convert|27.2|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|3}}; color:#fff; text-align:center;"| '''3''' || [[Bocklemünd Görlinger-Zentrum (KVB)|Görlinger-Zentrum]] – Mengenich – Bocklemünd – Bickendorf – [[Köln-Ehrenfeld station|Bf Ehrenfeld]] – [[Köln West station|Bf West]] – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – Buchheim – Holweide – [[Thielenbruch (KVB)|Thielenbruch]] off-peak service ends at Holweide|| {{convert|20.1|km|mi|abbr=on}} || {{convert|26.2|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;"| '''4''' || Bocklemünd – Bickendorf – [[Köln-Ehrenfeld station|Bf Ehrenfeld]] – [[Köln West station|Bf West]] – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – Mülheim, Wiener Platz – Dünnwald – Schlebusch evening service starts at Bickendorf|| {{convert|21.5|km|mi|abbr=on}} || {{convert|28.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|5}}; color:#fff; text-align:center;"| '''5''' || Sparkasse Am Butzweilerhof – Ossendorf – Neuehrenfeld – [[Köln West station|Bf West]] – [[Köln Hauptbahnhof|Dom/Hbf]] – [[Rathaus (KVB)|Rathaus]] – [[Heumarkt (KVB)|Heumarkt]]|| {{convert|10.3|km|mi|abbr=on}} || {{convert|20.4|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|7}}; color:#fff; text-align:center;"| '''7''' || Frechen – Marsdorf – Braunsfeld – [[Neumarkt (KVB)|Neumarkt]] – Poll – Porz – Zündorf Frechen–Braunsfeld served in 20-minute intervals except for peak hours || {{convert|25.5|km|mi|abbr=on}} || {{convert|25.5|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|9}}; color:#fff; text-align:center;"| '''9''' || Sülz – [[University of Cologne|Universität]] – [[Köln Süd station|Bf Süd]] – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – [[Kalk Post (KVB)|Kalk Post]] – [[Kalk Kapelle (KVB)|Kalk Kapelle]] – Ostheim – [[Königsforst (KVB)|Königsforst]] 5-minute intervals Universität–Bf Deutz except for school holidays|| {{convert|15.4|km|mi|abbr=on}}<ref name="line 9">{{Cite web |last=Pesch |first=Matthias |date=16 August 2016 |title=Meine Linie: die Linie 9 |trans-title=My line: line 9 |url=https://blog.kvb-koeln.de/meine-linie-die-linie-9 |url-status=live |access-date=17 February 2023 |website=Der Unternehmensblog der KVB |language=de |archive-date=9 December 2022 |archive-url=https://web.archive.org/web/20221209164916/https://blog.kvb-koeln.de/meine-linie-die-linie-9 }}</ref>|| {{convert|25.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|12}}; color:#fff; text-align:center;"| '''12''' || Merkenich – Niehl – [[Ebertplatz (KVB)|Ebertplatz]] – [[Köln-Hansaring station|Hansaring]] – Ringe – [[Zollstock]] Merkenich–Niehl served in 20-minute intervals from 9am to 1pm || {{convert|16.5|km|mi|abbr=on}} || {{convert|22.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;"| '''13''' || [[Sülzgürtel (KVB)|Sülzgürtel]] – Aachener Str. – [[Köln-Ehrenfeld station|Bf Ehrenfeld]] – Gürtel – [[Köln-Mülheim station|Bf Mülheim]] – Buchheim – Holweide || {{convert|16.2|km|mi|abbr=on}}<ref name="line 13" />|| {{convert|28.9|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|15}}; color:#fff; text-align:center;"| '''15''' || [[Chorweiler (KVB)|Chorweiler]] – Longerich – Ebertplatz – [[Köln-Hansaring station|Hansaring]] – Ringe – [[Ubierring (KVB)|Ubierring]] during peak hours 5-minute intervals Longerich–Ubierring || {{convert|15.2|km|mi|abbr=on}}<ref name="line 15">{{Cite web |last=Anemüller |first=Stephan |date=20 January 2023 |title=Linie 15: Seit 20 Jahren entlang der Stadtmauer |trans-title=Line 15: 20 years along the city wall |url=https://blog.kvb-koeln.de/linie-15-seit-20-jahren-entlang-der-stadtmauer |url-status=live |access-date=17 February 2023 |website=Der Unternehmsblog der KVB |language=de |archive-date=5 February 2023 |archive-url=https://web.archive.org/web/20230205001345/https://blog.kvb-koeln.de/linie-15-seit-20-jahren-entlang-der-stadtmauer }}</ref>|| {{convert|24.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|16}}; color:#fff; text-align:center;"| '''16''' || Niehl, Sebastianstraße – [[Köln Hauptbahnhof|Dom/Hbf]] – [[Neumarkt (KVB)|Neumarkt]] – Ubierring – Sürth – Wesseling – [[Bonn Hbf]] – Bonn-Bad-Godesberg 20-minute intervals from Sürth (during peak hours from Wesseling)|| {{convert|44.3|km|mi|abbr=on}}<ref name="line 16" />|| {{convert|33.3|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|17}}; color:#fff; text-align:center;"| '''17''' ||
Severinstr. – [[Chlodwigplatz (KVB)|Chlodwigplatz]] – Rodenkirchen (– Sürth) Monday to Friday, 7:00 to 8:00 and 16:30 to 18:00 to Sürth
|{{Convert|8.5|km|mi|abbr=on}}<ref name="not know kvb">{{Cite web |last=Pesch |first=Matthias |date=5 July 2016 |title=Was Sie noch nicht über die KVB wussten... |trans-title=Things you didn't know about the KVB... |url=https://blog.kvb-koeln.de/was-sie-noch-nicht-ueber-die-kvb-wussten |url-status=live |access-date=16 February 2023 |website=Der Unternehmensblog der KVB |language=de |archive-date=28 January 2023 |archive-url=https://web.archive.org/web/20230128164325/https://blog.kvb-koeln.de/was-sie-noch-nicht-ueber-die-kvb-wussten }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;"| '''18''' || [[Thielenbruch (KVB)|Thielenbruch]] – Buchheim – [[Köln-Mülheim station|Bf Mülheim]] – [[Köln Hauptbahnhof|Dom/Hbf]] – [[Neumarkt (KVB)|Neumarkt]] – Klettenberg – Brühl – [[Bonn Hbf]] 5-minute intervals Buchheim–Klettenberg, 20-minute intervals from Brühl|| {{convert|46.4|km|mi|abbr=on}}<ref name="not know kvb" />|| {{convert|33.4|km/h|mi/h|1|abbr=on}}
|}

=== Low-floor lines ===

====East-West lines====
[[Image:Koeln WestOstLinien.png|right|East-West network]]
The first step towards a low-floor light rail network was concentrating four lines on similar routes into a common east–west-corridor in 1994. These lines were quickly equipped with low platforms {{convert|35|cm|abbr=on}} above street level on every single station. While there are some stretches that can be described as classic tramway lines, the majority of the east–west-network has been upgraded to a high standard with long sections having segregated right-of-way, justifying the term "low-floor light rail" (''Niederflurstadtbahn'').

In 2006, during the [[2006 FIFA World Cup]], route 1 was extended to Weiden-West, via Schulstraße, which connects to the [[RheinEnergieStadion]].

In 2007, Line 8, which previously operated during peak hours, stopped service. All its runs were integrated into the schedules of Lines 7 and 9.<ref name="line numbering" />

* {{rcb|Cologne Stadtbahn|1|inline=route}}: Weiden West (S-Bahn) – Junkersdorf – Rheinenergiestadion – [[Aachener Straße/Gürtel station|Aachener Straße/Gürtel ]]– [[Rudolfplatz station|Rudolfplatz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Messe/Deutz station|Bf Deutz/Messe ]]– Kalk – Brück – Refrath – [[Bensberg station|Bensberg]]
* {{rcb|Cologne Stadtbahn|7|inline=route}}: Frechen – Marsdorf – [[Aachener Straße/Gürtel station|Aachener Straße/Gürtel ]]– [[Rudolfplatz station|Rudolfplatz ]]– [[Neumarkt station|Neumarkt ]]– Poll – Porz – Zündorf
* {{rcb|Cologne Stadtbahn|9|inline=route}}: Sülz – Zülpicher Straße/Gürtel – University – [[Zülpicher Platz station|Zülpicher Platz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Messe/Deutz station|Bf Deutz/Messe ]]– Kalk – Vingst – Ostheim – Rath/Heumar – [[Königsforst station|Königsforst]]

====Ring lines====
[[Image:Koeln RingeLinien.png|right|The Ring network]]
When it became clear to city authorities that the construction of a large number of additional high platforms was not financially feasible, other options were investigated. It was deemed most economical to create a second low-floor network and equip the remaining lines with high platforms. Between the stations "Ebertplatz" and "Barbarossaplatz", there are two possible routes. It was decided that the future low-floor lines would be concentrated in the tunnel underneath the [[Cologne Ring]] road, while high-floor lines would use the tunnel under the Central station.

This change was implemented in December 2003, after the high platforms at the ''Hansaring'' station were removed. In 2006, the tracks of the ''[[Chorweiler]]'' station were raised with additional gravel. Since then, all "Ringe" lines are operated with low-floor vehicles. In 2007, Line 6, which had only operated during peak hours, was replaced by additional trains of Line 15.<ref name="line numbering" />

* {{rcb|Cologne Stadtbahn|12|inline=route}}: Merkenich – Fordwerke – Wilh.-Sollmann-Straße – [[Ebertplatz station|Ebertplatz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Barbarossaplatz station|Barbarossaplatz ]]– [[Eifelstraße station|Eifelstraße ]]– Zollstock
* {{rcb|Cologne Stadtbahn|15|inline=route}}: [[Köln-Chorweiler station|Chorweiler ]]– Longerich – Wilh.-Sollmann-Straße – [[Ebertplatz station|Ebertplatz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Barbarossaplatz station|Barbarossaplatz ]]– [[Eifelstraße station|Eifelstraße ]]– [[Chlodwigplatz station|Chlodwigplatz ]]– [[Ubierring station|Ubierring]]

===High-floor lines===
[[Image:Koeln Hochflurlinien.png|200px|right|high-floor sub-network]]
The high-floor network consists of all lines operated by "classic" light rail vehicles with a floor height of roughly one meter above street level. Since separation from the low-floor network, high platforms are being built in stations in the city center at one or two per year. As of 2022, the most frequented stations have been upgraded except for the [[Barbarossaplatz station]].

Since the construction of temporary platforms at the Severinstraße station while the actual station gets modernized and connected to the North-Southern tunnel, lines 3 and 4 are Cologne's first HF lines completely equipped with level entrance. The western branch of Line 5 still has two stops (Subbelrather Straße/Gürtel and Nußbaumerstraße, both shared with Line 13) with low platforms, the rest of its stations were made high-floor when the line was extended into the Butzweilerhof industrial area.

Line 13 is also called the "beltway" ([[List of streets in Cologne#Cologne Belt|Gürtel]]) line because it is the only line that does not touch the city center. Line 13 is also called the Outer Ring line, while Lines 12 and 15 together can be called the inner ring line. Most of the line runs along a series of roads of the same name. The northern part of Line 13 is built as an elevated railway. High-floor platforms are still very rare on this line, because it shares three platforms (Dürener Straße, Wüllnerstraße, Aachener Straße/Gürtel) with the low-floor line 7 and many parts of the platforms are lined with old trees, making the upgrade more difficult.<ref name="line 13">{{Cite web |last=Weiß |first=Regina |date=7 March 2017 |title=Ringlinie, Hochbahn und Tangente: Eine Fahrt mit der Linie 13 vom Sülzgürtel bis Holweide |trans-title=Ring-line, elevated railway and tangent: a ride with line 13 from Sülzgürtel to Holweide |url=https://blog.kvb-koeln.de/ringlinie-hochbahn-und-tangente-eine-fahrt-mit-der-linie-13-vom-suelzguertel-bis-holweide |url-status=live |archive-url=https://web.archive.org/web/20210918022832/https://blog.kvb-koeln.de/ringlinie-hochbahn-und-tangente-eine-fahrt-mit-der-linie-13-vom-suelzguertel-bis-holweide |archive-date=18 September 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

Since the timetable change on 13 December 2015, a section of the north–south rail has been operated by line 17. From Severinstraße it runs through the newly built tunnel to Bonner Wall, after which it joins line 16 at Schönhauser Str. and runs alongside it to Rodenkirchen Bf. In the morning and evening peak (07:00 to 08:00 and 16:30 to 18:00), the line runs further to Sürth.

Lines 16 and 18 are the longest lines in the network, connecting Cologne to [[Bonn]] via railway lines.

* {{rcb|Cologne Stadtbahn|3|inline=route}}: Mengenich – Bocklemünd – [[Venloer Straße/Gürtel (KVB)|Venloer Straße/Gürtel ]]– [[Köln West station|Hans-Böckler-Platz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Neumarkt station|Neumarkt ]]– Severinstraße – [[Köln Messe/Deutz station|Bf Deutz/LANxess Arena ]]– Buchheim – Holweide – Dellbrück – [[Thielenbruch station|Thielenbruch]]
* {{rcb|Cologne Stadtbahn|4|inline=route}}: [[Görlinger-Zentrum station|Bocklemünd ]]– [[Venloer Straße/Gürtel (KVB)|Venloer Straße/Gürtel ]]– [[Köln West station|Hans-Böckler-Platz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Neumarkt station|Neumarkt ]]– Severinstraße – [[Köln Messe/Deutz station|Bf Deutz/LANxess Arena ]]– Mülheim – Höhenhaus –Dünnwald – Schlebusch
* {{rcb|Cologne Stadtbahn|5|inline=route}}: [[Sparkasse Am Butzweilerhof station|Sparkasse Am Butzweilerhof ]]– IKEA Am Butzweilerhof – Alter Flughafen Butzweilerhof – Rektor-Klein-Straße – Margaretastraße – Iltisstraße – Lenauplatz – Nußbaumerstraße – Subbelrather Str./Gürtel – Liebigstraße – Gutenbergstraße – [[Köln West station|Hans-Böckler-Platz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Appellhofplatz station|Appellhofplatz ]]– [[Köln Hauptbahnhof|Dom/Hbf (Central Station) ]]– [[Rathaus station (Cologne)|Rathaus ]]– [[Heumarkt station|Heumarkt]]
* {{rcb|Cologne Stadtbahn|13|inline=route}}: [[Sülzgürtel station|Sülzgürtel ]]– Zülpicher Straße/Gürtel – Dürener Straße/Gürtel – [[Aachener Straße/Gürtel station|Aachener Straße/Gürtel ]]– [[Köln-Ehrenfeld station|Venloer Straße/Gürtel ]]– Subbelrather Straße/Gürtel – Nußbaumer Straße – [[Escher Straße station|Escher Straße ]]– [[Neusser Straße/Gürtel station|Neusser Straße/Gürtel ]]– [[Amsterdamer Straße/Gürtel station|Amsterdamer Straße/Gürtel ]]– [[Slabystraße station|Slabystraße ]]– Mülheim – Buchheim – Holweide
* {{rcb|Cologne Stadtbahn|16|inline=route}}: [[Bonn-Bad Godesberg station|Bonn-Bad Godesberg ]]– [[Bonn Hauptbahnhof|Bonn Hbf (Main Station) ]]– Wesseling – Sürth – Rodenkirchen – [[Ubierring station|Ubierring ]] – [[Barbarossaplatz station|Barbarossaplatz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Hauptbahnhof|Dom/Hbf (Central Station) ]]– [[Ebertplatz station|Ebertplatz ]]– [[Reichenspergerplatz station|Reichensperger Platz ]]– [[Niehl Sebastianstraße station|Niehl]]
* {{rcb|Cologne Stadtbahn|17|inline=route}}: Severinstraße – [[Chlodwigplatz (KVB)|Chlodwigplatz ]]– Rodenkirchen (– Sürth) Monday to Friday, 7:00 to 8:00 and 16:30 to 18:00 to Sürth
* {{rcb|Cologne Stadtbahn|18|inline=route}}: [[Bonn Hauptbahnhof|Bonn Hbf (Main Station) ]]– Brühl – Klettenberg – [[Sülzgürtel station|Sülzgürtel ]]– [[Barbarossaplatz station|Barbarossaplatz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Hauptbahnhof|Dom/Hbf (Central Station) ]]– [[Ebertplatz station|Ebertplatz ]]– [[Reichenspergerplatz station|Reichensperger Platz ]]– [[Slabystraße station|Slabystraße ]]– Mülheim – Buchheim – Holweide – Dellbrück – [[Thielenbruch station|Thielenbruch]]

== Former lines ==
{{Expand section|
*Not mentioned lines that once operated: 21–27
*Only goes back to the start of the Stadtbahn era|date=July 2022|small=no}}

A list of old routes of lines and lines that stopped service. If a line's route only changed because it was expanded on one end, that change is not listed here. The highest line number ever used on the system was 27 in the 1930s.<ref name="line numbering">{{Cite web |last=Pesch |first=Matthias |date=16 February 2016 |title=Wo ist die Linie 11 geblieben? |trans-title=Where did line 11 go? |url=https://blog.kvb-koeln.de/wo-ist-die-linie-11-geblieben |url-status=live |access-date=26 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=18 January 2022 |archive-url=https://web.archive.org/web/20220118143047/https://blog.kvb-koeln.de/wo-ist-die-linie-11-geblieben }}</ref>
{| class="wikitable mw-collapsible mw-collapsed"
|- class="hintergrundfarbe5"
! Line !! Route !! from !! to
|-
| rowspan="4" Style="background-color:#{{rcr|Cologne Stadtbahn|1}}; color:#ffffff; text-align:center;" |  '''1''' 
| style="text-align:left;" | Weiden Schulstr.- Junkersdorf – Müngersdorf – Braunsfeld – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 16 June 2002 ||27 May 2006
|-
| style="text-align:left;" | Junkersdorf – Müngersdorf – Braunsfeld – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 2 August 1980 ||15 June 2002
|-
| style="text-align:left;" | Sülz, Hermeskeiler Platz – Universität – Zülpicher Platz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 19 October 1970 || 1 August 1980
|-
| style="text-align:left;" | Bocklemünd – Bickendorf – Venloer Str./Gürtel – Hans-Böckler-Platz – Brabanter Str. – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 12 June 1967 || 18 October 1970
|-
| Style="background-color:#F4D471; color:#ffffff; text-align:center;" rowspan="6"|  '''2''' 
| style="text-align:left;" | stopped service
| 30 May 1999
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt (– Heumarkt – Deutz – Poll – Porz – Zündorf)
| 25 September 1994 || 30 May 1999
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt (– Heumarkt – Deutz/Messe – Kalk – Vingst – Ostheim)
| 2 August 1980 || 24 September 1994
|-
| style="text-align:left;" | Sülz, Hermeskeiler Platz – Universität – Zülpicher Platz – Neumarkt – Heumarkt – Deutz – Vingst – Ostheim
| 19 October 1970 || 2 August 1980
|-
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Neumarkt – Dom/Hbf.
| 6 October 1969 || 18 October 1970
|-
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Zülpicher Platz – Mauritiuskirche – Neumarkt – Poststraße – Barbarossaplatz – Zollstock, Südfriedhof
| 12 June 1967 || 5 October 1969
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|3}}; color:#ffffff; text-align:center;" rowspan="3"|  '''3''' 
| style="text-align:left;" | Bocklemünd – Venloer Str./Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Buchheim – Holweide – Dellbrück – Thielenbruch
| 19 October 1970 || 15 June 2002
|-
| style="text-align:left;" |  ''during U-Bahn construction only from Venloer Str./Gürtel''
| 16 September 1989 || 30 May 1992
|-
| style="text-align:left;" | Bickendorf, Schleife am Erlenweg – Akazienweg – Venloer Str./Gürtel – Hans-Böckler-Platz – Brabanter Str. – Rudolfplatz – Neumarkt – Kleiner Griechenmarkt – Severinsbrücke – Bf. Deutz/Messe – Buchheim – Holweide – Dellbrück – Thielenbruch
| 12 June 1967 || 18 October 1970
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|4}}; color:#ffffff; text-align:center;" rowspan="5" |  '''4''' 
| style="text-align:left;" | Bickendorf, Äußere Kanalstraße – Subbelrather Straße/Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 24 June 1989 || 30 May 1992
|-
| style="text-align:left;" | Bocklemünd – Subbelrather Straße/Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 24 April 1985 || 23 June 1989
|-
| style="text-align:left;" | Bocklemünd – Venloer Str./Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 7 January 1975 || 23 April 1985
|-
| style="text-align:left;" | Bickendorf, Akazienweg – Venloer Str./Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 19 October 1970 || 6 January 1975
|-
| style="text-align:left;" | Rudolfplatz (Moltkestr.) – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus, Neurather Weg;
| 8 April 1968 || 18 October 1970
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|5}}; color:#ffffff; text-align:center;" rowspan="5" |  '''5''' 
| style="text-align:left;" | Am Butzweilerhof – Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Rathaus
| December 2012 || December 2013
|-
| style="text-align:left;" | Am Butzweilerhof – Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz
| December 2010 || December 2012
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz
| 23 May 1993 || December 2010
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz – Zoo/Flora – Mülheim – Höhenhaus, Neurather Weg
| 9 November 1986 || 22 May 1993
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz
| 25 August 1974 || 8 November 1986
|-
| Style="background-color:#BFD730; color:#ffffff; text-align:center;" rowspan="6"|  '''6''' 
| style="text-align:left;" |  stopped service
| June 2007
|-
| style="text-align:left;" | Longerich – Weidenpesch – Nippes – Ebertplatz („6 Nord“)
| October 2006 || June 2007
|-
| style="text-align:left;" | Dom/Hbf – Neumarkt – Barbarossaplatz – Chlodwigplatz – Ubierring („6 Süd“)
| October 2006 || June 2007
|-
| style="text-align:left;" | Longerich – Weidenpesch – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Ubierring
| September 2002 || October 2006
|-
| style="text-align:left;" | Longerich – Weidenpesch – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Bayenthal – Marienburg, [[Südpark (Köln)|Südpark]]
| 27 July 1974|| 7 September 2002
|-
| style="text-align:left;" | (HVZ: Fordwerke, Ölhafen -) Niehl – Weidenpesch – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Bayenthal – Marienburg, Südpark
| 19 October 1970|| 26 July 1974
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|7}}; color:#ffffff; text-align:center;" rowspan="2" |  '''7''' 
| style="text-align:left;" | Sülz, Hermeskeiler Platz – Universität – Zülpicher Platz – Neumarkt – Heumarkt – Deutz – Poll – Porz – Zündorf
| 2 August 1980 || 29 May 1999
|-
| style="text-align:left;" | Junkersdorf – Müngersdorf – Melaten – Rudolfplatz – Neumarkt – Heumarkt – Deutz – Poll – Porz – Zündorf
| 12 June 1967 || 2 August 1980
|-
| Style="background-color:#F36F21; color:#ffffff; text-align:center;" rowspan="4"|  '''8''' 
| style="text-align:left;" |  stopped service
| June 2007
|-
| style="text-align:left;" | Universität – Zülpicher Platz – Neumarkt (– Poll – Porz) / (– Bf. Deutz/Messe)
| 1999 || June 2007
|-
| style="text-align:left;" |  stopped service
| 2 August 1980 || 1999
|-
| style="text-align:left;" | Müngersdorf (Stadion) – Melaten – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück (– Refrath)
| 8 April 1968 || 2 August 1980
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|9}}; color:#ffffff; text-align:center;" rowspan="4"|  '''9''' 
| style="text-align:left;" | Chorweiler – Heimersdorf – Longerich – Nippes – Ebertplatz – Dom/Hbf – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 17 November 1973 || 24 September 1994
|-
| style="text-align:left;" | Heimersdorf – Longerich – Nippes – Ebertplatz – Dom/Hbf – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 18 May 1971 || 16 November 1973
|-
| style="text-align:left;" | Longerich – Nippes – Ebertplatz – Dom/Hbf – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 19 October 1970 || 17 May 1971
|-
| style="text-align:left;" | Longerich – Niehl – Fordwerke, Ölhafen
| 12 June 1967 || 18 October 1970
|-
| Style="background-color:#AE4A66;color:#ffffff; text-align:center;" rowspan="4"|  '''10''' 
| style="text-align:left;" |  stopped service
| 26 September 1994
|-
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Niehl – Merkenich
| 31 October 1987 || 26 September 1994
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Niehl – Fordwerke, Ölhafen;
| 25 August 1974 || 9 November 1986
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Weidenpesch – Longerich;
| 6 October 1969 || 27 July 1974
|-
| Style="background-color:#754346; color:#ffffff; text-align:center;" rowspan="2"|  '''11''' 
| style="text-align:left;" |  stopped service
| 9 November 1986
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Höhenhaus, Neurather Weg
| 27 July 1974 || 9 November 1986
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|12}}; color:#ffffff; text-align:center;" rowspan="1"|  '''12''' 
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Neumarkt – Dom/Hbf. – Ebertplatz – Nippes – Niehl – Merkenich
| 18 October 1970 || December 2003
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|13}}; color:#ffffff; text-align:center;" rowspan="4"|  '''13''' 
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Nippes – Riehl – Mülheim – Höhenhaus, Neurather Weg
| 23 May 1993 || 31 May 1997
|-
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Nippes – Riehl – Mülheim, Wiener Platz
| 25 August 1974 || 22 May 1993
|-
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Neuehrenfeld, Takuplatz
| 23 October 1972 || 25 August 1974
|-
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Bilderstöckchen, Longericher Str.
| 30 September 1963 || 22 October 1972
|-
| Style="background-color:#73C7F7; color:#ffffff; text-align:center;" rowspan="2"|  '''14''' 
| style="text-align:left;" |  stopped service
| 27 May 2003
|-
| style="text-align:left;" | KölnMesse – Deutz/Messe – Neumarkt – Dom/Hbf. ''(Fair days only)''
| 17 January 1984 || 27 May 2003
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|15}}; color:#ffffff; text-align:center;" rowspan="3"|  '''15''' 
| style="text-align:left;" | Thielenbruch – Dellbrück – Buchheim – Mülheim – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Ubierring
| 25 September 1994 || 13 December 2003
|-
| style="text-align:left;" | Thielenbruch – Dellbrück – Buchheim – Mülheim – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Ubierring – Rodenkirchen – Sürth
| 12 August 1978 || 24 September 1994
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Neumarkt – Severinsbrücke – Deutz – Mülheim – Höhenhaus, Neurather Weg ''(peak hours only)''
| 19 October 1970 || 23 October 1972
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|16}}; color:#ffffff; text-align:center;" rowspan="4" |  '''16''' 
| style="text-align:left;" | Bonn-Bad Godesberg – Bonn Hbf – Wesseling – Sürth – Rodenkirchen – Ubierring – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstr.
| October 2006 || June 2007
|-
| style="text-align:left;" | Bonn-Bad Godesberg – Bonn Hbf – Wesseling – Sürth – Rodenkirchen – Ubierring – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Buchheim, Herler Straße
| 1997 || 2003
|-
| style="text-align:left;" | Bonn-Bad Godesberg – Bonn Hbf – Wesseling – Sürth – Rodenkirchen – Ubierring – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim, Wiener Platz
| 12 August 1978 || 31 May 1997
|-
| style="text-align:left;" | Rodenkirchen, Siegfriedstraße – Rheinufer – Ubierring – Chlodwigplatz – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Mülheim – Holweide – Dellbrück – Thielenbruch
| || 11 August 1978
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|17}}; color:#ffffff; text-align:center;" rowspan="4"|  '''17''' 
| style="text-align:left;" |  stopped service
| October 2006 || December 2015
|-
| style="text-align:left;" | Ubierring – Chlodwigplatz – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Buchheim, Herler Straße (evenings and weekends only)
| December 2003 || October 2006
|-
| style="text-align:left;" | Ubierring – Chlodwigplatz – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstraße (evenings and weekends only)
| 31 May 1997 || December 2003
|-
| style="text-align:left;" | Klettenbergpark – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Reichenspergerplatz
| 9 November 1986 || 1992
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|18}}; color:#ffffff; text-align:center;" rowspan="4"|  '''18''' 
| style="text-align:left;" | Bonn Hbf – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Mülheim – Buchheim – Dellbrück – Thielenbruch
| October 2006 || June 2007
|-
| style="text-align:left;" | Bonn Hbf – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Nippes – Longerich – Heimersdorf – Chorweiler
| September 1994 || October 2003
|-
| style="text-align:left;" | Bonn Hbf – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim
| 9 November 1986 || September 1994
|-
| style="text-align:left;" | Bonn, Rheinuferbahnhof – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz Operated by [[Cologne-Bonn Railways]]
| 12 August 1978 || 9 November 1986
|-
| Style="background-color:#00B9F2; color:#ffffff; text-align:center;" rowspan="9"|  '''19''' 
| style="text-align:left;" |  stopped service
| 5 August 2007
|-
| style="text-align:left;" | Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf ("19 Süd")
| 9 October 2006 || 5 August 2007
|-
| style="text-align:left;" | Breslauer Platz – Ebertplatz – Mülheim – Buchheim, Herler Str. ("19 Nord")
| 9 October 2006 || 5 August 2007
|-
| style="text-align:left;" | Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Buchheim, Herler Str.
| 15 December 2003 || 8 October 2006
|-
| style="text-align:left;" | Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstr.
| 31 May 1992 || 14 December 2003
|-
| style="text-align:left;" | Hürth-Hermülheim – Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstr.
| 27 September 1991 || 30 May 1992
|-
| style="text-align:left;" | Hürth-Hermülheim – Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Weidenpesch – Niehl
| 9 November 1986 || 26 September 1991
|-
| style="text-align:left;" | Brühl Mitte – Brühl Ost – Berzdorf – Wesseling Inter-city operated by [[Cologne-Bonn Railways]]
| 12 August 1978 || 31 May 1981
|-
| style="text-align:left;" | Longerich – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 5 October 1964 || 19 October 1970
|-
| Style="background-color:cyan; color:#ffffff; text-align:center;" rowspan="4"|  '''20''' 
| style="text-align:left;" |  stopped service
| 2 August 1980
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt
| 10 October 1969 || 2 August 1980
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt (– Heumarkt – Deutz – Poll not so frequent)
| 6 October 1969 || 9 October 1969
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Niehl – Fordwerke, Ölhafen;
| 10 June 1967 || 8 April 1968
|}

== Past expansion ==
Due to the lack of an overarching plan on the expansion of the network, there's no single point when the tram became the Stadtbahn, and the expansion projects since the building of the ''Innenstadttunnel'' will be listed chronologically.

=== Innenstadttunnel (City center tunnel) ===
[[File:KVB2306 Appellhofplatz.jpg|alt=Stadtbahn of line 19 at station Appellhofplatz in the Innenstadttunnel|left|thumb|Station Appellhofplatz in the ''Innenstadttunnel'' before high-floor platforms were introduced]]
[[File:KVB Innenstadttunnel.svg|alt=Map of the Inenstadttunnel in its final state 1970|right|frameless]]
The ''Innenstadttunnel'' was opened in several parts from 1968 to 1970. The first part served from Dom/Hbf to Appellhofplatz reaching the surface through a temporary ramp at Friesenplatz, and in the following year the section Appellhofplatz – Barbarossaplatz was added. At the station Appellhofplatz a triangular junction was built, with the tunnel from Friesenplatz to Dom/Hbf passing under the rest of the railways. In October 1970 the sections Poststraße – Severinsbridge and Dom/Hbf – Breslauer Platz followed, with a temporary ramp built at Breslauer Platz. The ramp at Barbarossaplatz was also intended to only be temporary, but is still in use to this day (2023).<ref name="50 years underground" />

Because the ''Innenstadttunnel'' was built as an [[Premetro|underground tram]], it has small curve radii and level junctions at Appellhofplatz and Poststraße. Currently (2022) the tunnel is served by three lines with 10 min headway and one with 5 min headway.<ref name="50 years underground" /><ref name="rush hour">{{Cite web |last=Weiß |first=Regina |date=17 January 2017 |title=Rush Hour in der Innenstadt – Mehr Bahnen sind aktuell nicht drin |trans-title=Rush hour in the city center – more trains are not possible at the moment |url=https://blog.kvb-koeln.de/rush-hour-in-der-innenstadt-mehr-bahnen-sind-aktuell-nicht-drin |url-status=live |archive-url=https://web.archive.org/web/20220118142805/https://blog.kvb-koeln.de/rush-hour-in-der-innenstadt-mehr-bahnen-sind-aktuell-nicht-drin |archive-date=18 January 2022 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

=== Chorweiler extension ===
[[File:Stadtbahnkoeln-heimersdorf.jpg|thumb|Underground station Heimersdorf]]
[[File:KVB Chorweiler.svg|alt=Map of the Chorweiler extension|left|frameless|207x207px]]
The in the 1970s newly built line to the [[commuter town]] [[Chorweiler]] is the first line in Cologne to be built metro-like from the start. In 1971, the first {{Convert|2.3|km|mi|abbr=on}} long part was constructed: On a segregated right-of-way it starts from existing tram lines to the north, crosses under the Militärringsstraße and over the [[Bundesautobahn 1|A1]] to the underground station Heimersdorf. The line ended in a temporary loop about {{Convert|200|m|ft|abbr=on}} farther.<ref name="history 1950" />
[[File:2022-06-04-S-U-Chorweiler-0462.jpg|alt=An S-Bahn and a Stadtbahn at the Chorweiler Station|thumb|S-Bahn and Stadtbahn at Chorweiler station]]
In 1973 the extension was continued to its new and current (2022) underground terminus [[Köln-Chorweiler station|Chorweiler]] which is shared with the [[Rhine-Ruhr S-Bahn|S-Bahn]] line S11.<ref name="50 years underground" /><ref name="history 1950" /> Since 2003, line 15 operates this part of the network.

=== Eberplatz and Nippes tunnels ===
[[File:KVB 1970.svg|alt=Map of the tunnels around Ebertplatz|left|frameless]]
In 1974 the so far biggest opening of tunnels happened: The lines from Breslauer Platz and Hansaring to the [[Cologne Zoological Garden|zoo]] and under the Neusser Straße with a quad-platform station at Ebertplatz. The station is built for efficient operation with few grade crossings of different lines. The tunnels leading to Hansaring are connected creating an underground turning loop. At Reichensbergerplatz the start of a tunnel in the direction of Amsterdamer Straße was used for another turning loop.

In addition to the continuation of the ''Innenstadttunnel'', the tunnel under the Neusser Straße (Ebertplatz, Lohsestraße, Florastraße, Neusser Straße/Gürtel) was a priority, because the street is a narrow main street that was the most used part of the network at the time, outside of the city center. To get a higher reduction in travel time from the north parts of the city, higher stop spacing was used, at the price of a worse service for residents. Because of financing problems the tunnel had to end at the station Mollwitzstraße instead of continuing to the split of the line at Wilhelm-Sollman-Straße, and the ramp was built as a temporary solution, enabling later continuation of the tunnel.<ref name="50 years underground" /><ref name="history 1950" />
[[File:Hochbahn Gürtelstrecke Köln 1.jpg|alt=The elevated railway of line 13 lined with trees|right|frameless]]

=== Gürtel Hochbahn (elevated railway) ===
At the same time as the tunnels in Nippes, an [[elevated railway]] was finished for line 13 following the [[List of streets in Cologne#Cologne Belt|Gürtel]], which at the time was planned to be extended from [[Bilderstöckchen]] to the [[Mülheim Bridge, Cologne|Mülheim Bridge]]. The line starts at Nußbaumerstraße up to where line 13 runs in the middle of the Gürtel, and connects it with the Mülheim Bridge. The [[Lower Left Rhine Railway|Cologne-Neuss railway]] however is crossed underneath, at which a station (Geldernstraße/Parkgürtel) creates a connection to S-Bahn services. At the approach to the Mülheim Bridge the line joins the also junction-free line from the zoo. To create enough space for climbing the elevation change, the two lines cross at the station Slabystraße before joining farther along the bridge. This and the tunnels in Nippes meant that Cologne now had the longest underground/elevated railway networks of German cities that started those systems after World-War 2.<ref name="50 years underground" /><ref name="history 1950" />

=== Deutz/Kalk ===
[[File:KVB DeutzKalk.svg|alt=Map of the tunnel under Deutz and Kalk|left|frameless|267x267px]]
The first tunnel to the east of the Rhine was opened in the years 1976 to 1983. After the station Frankfurter Straße had already been lowered in 1964, the ramp to the first part of the tunnel with the station Fuldaer Straße was built there. The subsequent tunnels in [[Kalk, Cologne|Kalk]], Vingst and [[Deutz, Cologne|Deutz]] followed in 1980, 1981 and 1983.<ref name="50 years underground" /><ref name="history 1950" /> The branch to [[Königsforst station|Königsforst]] joins at station Kalk Kapelle without a junction by crossing under. Between the stations ''Deutz Technische Hochschule'' and ''Bf Deutz/Messe'' a small underground parking facility was created,<ref name="depots">{{Cite web |last=Weiß |first=Regina |date=19 April 2022 |title=Die Heimat von Bussen und Bahnen – die Betriebshöfe der KVB |trans-title=The home of trains and buses – the depots of the KVB |url=https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb |url-status=live |archive-url=https://web.archive.org/web/20220419091642/https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb |archive-date=19 April 2022 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> and in the station [[Kalk Post station|Kalk Post]] a bunker was built.<ref name ="bunker kalk">{{Cite web |last=Christ |first=Tobias |date=27 January 2013 |title=Atombunker in Köln-Kalk: Überleben im Kalker Untergrund |trans-title=Bunker in Cologne-Kalk: Surviving in Kalk's underground |url=https://www.ksta.de/koeln/atombunker-in-koeln-kalk-ueberleben-im-kalker-untergrund-22642736 |url-status=live |archive-url=https://web.archive.org/web/20220707110207/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9hdG9tYnVua2VyLWluLWtvZWxuLWthbGstdWViZXJsZWJlbi1pbS1rYWxrZXItdW50ZXJncnVuZC0yMjY0MjczNj9jYj0xNjU3MTkxNzI3MDA0JiIsInJlZmVycmVyIjoiIiwic3ViZG9tYWluIjoid3d3In0= |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

At the same time as the tunnels were built, the [[Deutz Suspension Bridge|Deutz Bridge]] was widened by building another bridge with the same profile to its south, and then moved next to the existing one. With this new construction, the Stadtbahn got a dedicated track through the middle of the bridge.<ref name="50 years underground" />

=== Rheinuferbahn ===
[[File:KVB Rheinuferbahn.svg|alt=Map of the Rheinuferbahn|right|frameless|300x300px]]
Since 1978 line 16 operates as an overland-line. At the station Marienburg (since renamed to Heinrich-Lübke-Ufer) it diverges from its previous routing to the center of [[Rodenkirchen]] to the Rheinuferbahn of the ''Köln-Bonner Eisenbahnen'' (Cologne-Bonn railways) which it follows to Bonn. Different to the solution later used in [[Karlsruhe Stadtbahn#Acquisition and extension of the Alb Valley Railway|Karlsruhe]], the railway was changed to accommodate Stadtbahn vehicles, instead of equipping Stadtbahn vehicles with the technology needed to be used on mainline railways. The Rheinuferbahn was converted to Stadtbahn service by changing its electrification from 1200 V to 750 V, upgrading the [[Punktförmige Zugbeeinflussung|train protection system]] and retrofitting the switches for the smaller wheels of the Stadtbahn vehicles. The line is still operated as a railway under EBO, with mixed freight and passenger services running on parts of it. Line 16 was the first time, that vehicles from Bonn entered Cologne's network.<ref name="line 16" /><ref name="history 1950" />

=== Friesenplatz – Gutenbergstraße ===
[[File:KVB Westbahnhof.svg|alt=Map of the tunnel from Friesenplatz to Gutenbergstraße|left|frameless]]
The ''Innenstadttunnel'' was continued from the station Friesenplatz in 1985. It diverges grade separated from the tunnel to [[Ehrenfeld, Cologne|Ehrenfeld]] at Hans-Böckler-Platz/Bahnhof West where elevators go directly from the underground station's platforms to the ones of [[Köln West station]]. The tunnel then turns north beneath the green belt and reaches the surface at the station Gutenbergstraße. During the construction of the tunnel under Venloer Straße the tunnel was used by lines 3 and 4, while usually it is only served by line 5.<ref name="history 1985">{{Cite web |title=KVB-Geschichte von 1984 bis 2004 |trans-title=KVB-History from 1984 to 2004 |url=https://www.kvb.koeln/unternehmen/geschichte/1985.html |url-status=live |archive-url=https://web.archive.org/web/20220707110213/https://www.kvb.koeln/unternehmen/geschichte/1985.html |archive-date=7 July 2022 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref><ref name="line 4">{{Cite web |last=Weiß |first=Regina |date=14 September 2021 |title=Linie 4: Direktverbindung der beiden größten Stadtteile Kölns |trans-title=Line 4: Direct connection of the two biggest neighborhoods Cologne's |url=https://blog.kvb-koeln.de/linie-4-direktverbindung-der-beiden-groessten-stadtteile-koelns |url-status=live |archive-url=https://web.archive.org/web/20210918003835/https://blog.kvb-koeln.de/linie-4-direktverbindung-der-beiden-groessten-stadtteile-koelns |archive-date=18 September 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

=== Vorgebirgsbahn ===
[[File:Vorgebirgsbahn map.png|alt=Map of the Vorgebirgsbahn|right|frameless|193x193px]]
Like the Rheinuferbahn 8 years before, the Vorgebirgsbahn was completely converted to Stadtbahn operations in 1986. Already since the electrification in the 1930s, the trams and Vorgebirgsbahn shared tracks between Barbarossaplatz and Klettenberg. With the conversion to Stadtbahn, the tram lines 10 and 11 were replaced by the Stadtbahn, which meant that the turning loop was replaced by a turning rail. In 1990 to 1992 the platforms were converted to high-floor platforms (except for Barbarossaplatz).<ref name="line 18" /><ref name="history 1985" />

=== Ring-tunnel ===
[[File:KVB Ringe.svg|alt=Map of the ring tunnel|left|frameless]]
Since October 1987 a tunnel exists under the [[Cologne Ring]]. It continues the tunnel at from Hansaring and crosses under the lines 1 and 7 at Rudolfplatz. At Friesenplatz it crosses under the ''Innenstadttunnel'' which forms the currently (2022) only completely underground station junction which is a bit messy because of the stacked side-platforms. At Zülpicher Platz the tunnel ends in a ramp to the surface.

The station Rudolfplatz was also designed as a bunker.<ref name="bunker rudolfplatz">{{Cite web |last=Christ |first=Tobias |date=26 September 2019 |title=Bunker unter Rudolfplatz: So hätten Kölner vor einem Atomangriff gerettet werden sollen |trans-title=Bunker below Rudolfplatz: How Cologne's people would have been rescued from an atomic attack |url=https://www.ksta.de/koeln/bunker-unter-rudolfplatz-so-haetten-koelner-vor-einem-atomangriff-gerettet-werden-sollen-33220628 |url-status=live |archive-url=https://web.archive.org/web/20220618074253/https://www.ksta.de/koeln/bunker-unter-rudolfplatz-so-haetten-koelner-vor-einem-atomangriff-gerettet-werden-sollen-33220628 |archive-date=18 June 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

The station Christophstraße/Mediapark was the location of the worst accident in the recent history of the Stadtbahn in 1999, when a CitySprinter prototype hit a standing train at {{Convert|50|km/h|mph|abbr=on}}.<ref name ="citysprinter crash">{{Cite web |date=23 June 2009 |title=Rückblick Köln 1999: 40 Verletzte bei KVB-Crashfahrt |trans-title=Retrospect Cologne 1999: 40 injured by KVB crash |url=https://www.ksta.de/rueckblick-koeln-1999-40-verletzte-bei-kvb-crashfahrt-12833164 |url-status=live |archive-url=https://web.archive.org/web/20220707110208/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9ydWVja2JsaWNrLWtvZWxuLTE5OTktNDAtdmVybGV0enRlLWJlaS1rdmItY3Jhc2hmYWhydC0xMjgzMzE2ND9jYj0xNjU3MTkxNzI4ODUzJiIsInJlZmVycmVyIjoiIiwic3ViZG9tYWluIjoid3d3In0= |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

=== Ehrenfeld ===
[[File:KVB Ehrenfeld.svg|alt=Map of Ehrenfeld tunnel and extension|right|frameless]]
The tunnel through Ehrenfeld was opened in two parts: the line from Hans-Böckler-Platz to Venloer Straße/Gürtel, where a connection to [[Köln-Ehrenfeld station|S-Bahnhof Ehrenfeld]] was created, in 1989, and the tunnel to Wolffsohnstraße and surface tracks to Bocklemünd in 1992, where an on-platform transfer to buses can be made.

The Ehrenfeld tunnel has multiple differentiating factors from previously built tunnels: It is the first tunnel built with high-floor platforms, and the stations have their platforms in the middle between the tracks instead of on the side. Because of the experiences with the tunnel below Neusser Straße the station spacing was reduced to get a better service for the residents.<ref name="50 years underground" /><ref name="history 1985" /><ref name="line 4" />

=== Amsterdamer Straße ===
[[File:KVB AmsterdamerStr.svg|alt=Map of the Amsterdamer Straße line|left|frameless|186x186px]]
In 1992 as well, the line from Reichensberger Platz to [[Niehl, Cologne|Niehl]] Sebastianstraße was opened. The line had already been planned in the 1960s which meant that in the early 1970s in addition to a tunnel junction at Reichensbergerplatz, a {{Convert|300|m|ft|abbr=on}} long tunnel had been built below an intersection and another rail line. The rest of the line lies on the surface in the middle of Amsterdamer Straße and is mostly built with [[green track]]. The platforms are in the middle of the tracks and feature comparatively extensive designs. The last {{Convert|300|m|ft|abbr=on}} before the terminus lie next to an elevated 6 lane road. An extension to Niehl Nord, connecting to line 12, would be possible, but is not planned at the time (2022).<ref name="50 years underground" /><ref name="line 16" />

=== Mülheim ===
[[File:KVB Muelheim.svg|alt=Map of the Mülheim tunnel|right|frameless|191x191px]]
The Mülheim tunnel was opened in June 1997, starts at the Mülheim Bridge, crosses the Wiener Platz with a station, provides a connection to [[Köln-Mülheim station]] with direct elevators from the Stadtbahn platform to the mainline rail and ends on the surface in [[Buchheim, Cologne|Buchheim]]. It is the first tunnel in Cologne built using a [[tunnel boring machine]] (TBM) under buildings. Construction started in 1992, and 2 years later the TBM had completed the two tunnel sections with a total length of {{Convert|2.5|km|mi|abbr=on}}.<ref name="50 years underground" /><ref name="history 1985" />

=== Bensberg ===
Line 1 was extended to [[Bensberg]] on its east end in 2000: Instead of ending at the previous terminus that was renamed from Bensberg to Im Hoppenkamp, it now enters a nearly {{Convert|500|m|ft|abbr=on}} long tunnel to the new terminus Bensberg in the center of the [[Quarter (urban subdivision)|quarter]]. The tunnel was necessary, because the terrain's elevation increase is to steep for trains, and the final station lies {{Convert|14|m|ft|abbr=on}} below surface.<ref name="history 1985" /><ref name="bensberg extension">{{Cite web |title=Light Rail Bensberg Central |url=https://www.daub-ita.de/en/tunnel-projects/germany/light-rail-bensberg-central/ |url-status=live |access-date=6 July 2022 |website=Deutscher Ausschuss für Unterirdisches Bauen e.V. |language=en |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707110213/https://www.daub-ita.de/en/tunnel-projects/germany/light-rail-bensberg-central/ }}</ref>

=== Weiden ===
[[File:KVB Weiden.svg|alt=Map of the Weiden extensions|left|frameless]]
On 16 July 2002 a part of west end of line 1 discontinued in 1956 was reopened. This produced an uncommon problem: Because the routing passed the past headquarters of [[RTL Group|RTL]], shaking, which could've disrupted the broadcasts, had to be avoided using a complex damping system.<ref name="history 1985" />

For the [[2006 FIFA World Cup]] the line was extended again to the newly built S-Bahn station Weiden West. At its new terminus, the line meets perpendicularly with the [[Cologne–Aachen high-speed railway]] through which S-Bahn lines S 13 and S 19 create new connections especially in a western direction. This part was built to make the [[RheinEnergieStadion]] accessible by Stadtbahn from both sides.<ref name="history 2005">{{Cite web |title=KVB-Geschichte von 2005 bis heute |trans-title=KVB-History from 2005 to now |url=https://www.kvb.koeln/unternehmen/geschichte/2000.html |url-status=live |archive-url=https://web.archive.org/web/20220707110216/https://www.kvb.koeln/unternehmen/geschichte/2000.html |archive-date=7 July 2022 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref>

At the terminus station a [[Park and ride]] facility was built with space for 430<ref name="p+r weiden expansion 1">{{Cite web |last=Machnik |first=Maria |date=9 December 2013 |title=Infrastruktur: Mehr Stellplätze in Weiden-West? |trans-title=Infrastructure: More parking space in Weiden-West? |url=https://www.ksta.de/region/rhein-erft/pulheim/infrastruktur-mehr-stellplaetze-in-weiden-west--2444738 |url-status=live |access-date=25 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=18 June 2022 |archive-url=https://web.archive.org/web/20220618083026/https://www.ksta.de/region/rhein-erft/pulheim/infrastruktur-mehr-stellplaetze-in-weiden-west--2444738 }}</ref> cars, but because other close park and rides are in a different pay zone making the ride to Cologne more expensive, it has seen high usage, and has been extended by 255 more spaces to a total of 685, with more expansions for a total of 1280 spaces planned. A bicycle tower with a capacity for 130 bicycles is also planned, and after it was supposed to be finished by 2022, planning is now expected to end around the start of 2023.<ref name="p+r weiden expansion 2">{{Cite web |last=Attenberger |first=Tim |date=27 May 2021 |title=Pendler nutzen Park-and-Ride: Stadt Köln will Parkplatz in Weiden-West ausbauen |trans-title=Commuters use Park-and-ride: City of Cologne wants to expand parking space in Weiden-West |url=https://www.ksta.de/koeln/pendler-nutzen-park-and-ride-stadt-koeln-will-parkplatz-in-weiden-west-ausbauen-38426814 |url-status=live |archive-url=https://web.archive.org/web/20220707110214/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9wZW5kbGVyLW51dHplbi1wYXJrLWFuZC1yaWRlLXN0YWR0LWtvZWxuLXdpbGwtcGFya3BsYXR6LWluLXdlaWRlbi13ZXN0LWF1c2JhdWVuLTM4NDI2ODE0P2NiPTE2NTcxOTE3MzQzNDkmIiwicmVmZXJyZXIiOiIiLCJzdWJkb21haW4iOiJ3d3cifQ== |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref><ref name="p+r weiden bicycle tower">{{Cite web |last=Esch |first=Susanne |date=9 September 2020 |title=Fahrradparkhaus für Köln-Weiden: Ein Bike Tower soll das Chaos ordnen |trans-title=Bicycle parking for Cologne-Weiden: A bike tower is supposed to end the chaos |url=https://www.ksta.de/koeln/lindenthal/fahrradparkhaus-fuer-koeln-weiden-ein-bike-tower-soll-das-chaos-ordnen-37458934 |url-status=live |archive-url=https://web.archive.org/web/20220707110215/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9saW5kZW50aGFsL2ZhaHJyYWRwYXJraGF1cy1mdWVyLWtvZWxuLXdlaWRlbi1laW4tYmlrZS10b3dlci1zb2xsLWRhcy1jaGFvcy1vcmRuZW4tMzc0NTg5MzQ/Y2I9MTY1NzE5MTczNTMyOSYiLCJyZWZlcnJlciI6IiIsInN1YmRvbWFpbiI6Ind3dyJ9 |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref><ref>{{Cite web |last=Esch |first=Susanne |date=14 November 2022 |title=Weiden-West: Kölner Turm soll mehr Pendler aufs Rad locken |url=https://www.ksta.de/koeln/lindenthal/weiden/weiden-west-koelner-turm-soll-mehr-pendler-aufs-rad-locken-370929 |url-status=live |access-date=16 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=16 November 2022 |archive-url=https://web.archive.org/web/20221116220919/https://www.ksta.de/koeln/lindenthal/weiden/weiden-west-koelner-turm-soll-mehr-pendler-aufs-rad-locken-370929 }}</ref>

===Butzweilerhof extension===
[[File:KVB Butzweilerhof.svg|200px|right|Stations on the extension]]
The [[Kölner Verkehrs-Betriebe|Kölner Verkehrsbetriebe]] (KVB) opened a {{convert|1.85|km|mi|abbr=on}} long extension from the former Ossendorf terminus into the Butzweilerhof/Gewerbegebiet Ossendorf area in December 2010.<ref name="expansion butzweilerhof">{{cite web |url=http://kvb-koeln.de/german/nachrichten/view.html?action=shownews&id=1411 |title=Kölner Verkehrs-Betriebe AG |publisher=Kvb-koeln.de |date=24 November 2008 |access-date=25 August 2013 |archive-url=https://web.archive.org/web/20120722202025/http://www.kvb-koeln.de/german/nachrichten/view.html?action=shownews&id=1411 |archive-date=22 July 2012 |url-status=dead }}</ref> Three new stations (Alter Flughafen Butzweilerhof, IKEA am Butzweilerhof and the new terminus, Sparkasse [[Am Butzweilerhof (KVB)|Am Butzweilerhof]]) were added to the existing Line 5. Construction of the extension cost about {{Currency|18 million|EUR}}, with €5 million being financed through a charge on the companies which will benefit from the extension. The remaining €13 million was financed by the [[:de:Kölner Verkehrsbetriebe|KVB Köln]] (Cologne Transit Authority).<ref name="line 5">{{Cite web |last=Anemüller |first=Stephan |date=2 May 2017 |title=Die neue Linie 5 – ein öffentlich-private Partnerschaft |trans-title=The new line 5 – a public-private partnership |url=https://blog.kvb-koeln.de/die-neue-linie-5-eine-oeffentlich-private-partnerschaft |url-status=live |archive-url=https://web.archive.org/web/20220120052407/https://blog.kvb-koeln.de/die-neue-linie-5-eine-oeffentlich-private-partnerschaft |archive-date=20 January 2022 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

The extension begins near the former Ossendorf terminus (which has been closed), crosses the tracks of the HGK, follows the southern edge of the Hugo-Eckener-Strasse with the 1st station (Alter Flughafen Butzweilerhof) being sited at the corner of Hugo-Eckener-Strasse and Köhlstrasse. It then follows a new street which continues east from Köhlstraße. The line passes the new IKEA am Butzweilerhof store (2nd station), crosses the new extension of Richard-Byrd-Straße, and ends at the intersection of Richard-Byrd-Straße and Von-Hünefeld-Straße.<ref name="line 5" />

=== Mengenich ===
[[File:KVB Mengenich.svg|alt=Map of the expansion to mengenich|right|frameless|263x263px]]
For the newly built neighborhood [[Bocklemünd/Mengenich]] a connection to the tram network has been planned since the 1960s. This connection was supposed to cross the Militärringstraße on a bridge and the run through a green space to the Autobahn A1 where the line would've ended in a turning loop. This initial planning was first lowered in priority, and later made impossible by an expansion of the Militärringstraße. In 2002, line 3 was expanded to the new terminus Mengenich Ollenhauerring as the first part of a planned expansion to the center of Görling including a tunnel. The planned tunnel was not deemed financeable by NRW and so the city council decided in 2006 that a routing along the surface, that only passed along the edge of the residential area, would be done.

Several variants of the now high priority project along Militärringsstraße to Tollerstraße, Schumacherring or Buschweg were prepared and presented to residents for discussion in 2008. On 6 February 2018 the construction of the new terminus station at Schumacherring began, with it being opened on August 27 of the same year.<ref name="history 2005" /><ref name="expansion mengenich">{{Cite web |date=6 February 2018 |title=Verlängerung der Stadtbahnlinie 3 |trans-title=Extension of line 3 |url=https://www.stadt-koeln.de/politik-und-verwaltung/presse/verlaengerung-der-stadtbahnlinie-3-1 |url-status=live |archive-url=https://web.archive.org/web/20220707110217/https://www.stadt-koeln.de/politik-und-verwaltung/presse/verlaengerung-der-stadtbahnlinie-3-1 |archive-date=7 July 2022 |access-date=6 July 2022 |website=Stadt Köln}}</ref><ref name="expansion görlinger zentrum">{{Cite web |date=28 August 2018 |title=Neue Endhaltestelle der Linie 3 "Görlinger-Zentrum" eröffnet |trans-title=New terminus of line 3 "Görlinger-Center" opened |url=https://www.kvb.koeln/aktuelles/meldung.html?action=shownews&id=84 |url-status=dead |archive-url=https://web.archive.org/web/20180830005226/https://www.kvb.koeln/aktuelles/meldung.html?action=shownews&id=84 |archive-date=30 August 2018 |access-date=6 July 2022 |website=kvb.koeln}}</ref>

=== Brühl double-track ===
In 2015 the city council approved the expansion to double-track the part of line 18 between Brühl-Mitte and Brühl-Badorf.<ref>{{Cite web |date=25 February 2015 |title=Zweigleisiger Ausbau der Linie 18 in Brühl |trans-title=Adding double track for line 18 in Brühl |url=http://www.kvb-koeln.de/german/nachrichten/view.html?action=shownews&page=1&id=2448 |url-status=dead |archive-url=https://web.archive.org/web/20150402092941/http://www.kvb-koeln.de/german/nachrichten/view.html?action=shownews&page=1&id=2448 |archive-date=2 April 2015 |website=Kölner Verkehrs-Betriebe AG}}</ref> By December 2018, the new tracks had been built, but because a new railway control center and required inspections had delays, the new track could be opened in April 2019. Additional construction such as the upgrade of platforms along the track was finished by mid 2020.<ref name="double track brühl">{{Cite web |title=Zweigleisiger Ausbau Linie 18 |trans-title=Double track expansion of line 18 |url=https://www.bruehl.de/zweigleisiger-ausbau-linie-18--2-.aspx |url-status=live |access-date=25 July 2022 |website=Stadt Brühl |archive-date=25 July 2022 |archive-url=https://web.archive.org/web/20220725154548/https://www.bruehl.de/zweigleisiger-ausbau-linie-18--2-.aspx }}</ref>

==Current and future expansion==

=== North-South Stadtbahn ===
The North-South Stadtbahn (NSS) is made up of three stages:

# Two parallel tunnels from Breslauer Platz to Marktstraße, connecting to the existing Innenstadttunnel
# A track from Bonner Wall to Schönhauser Straße connecting the route to the Rheinuferbahn
# 4 more surface stations along Bonner Straße from Marktstraße to Arnoldshöhe

==== Background ====
[[Image:KVB NordSuedStadtbahn.svg|200px|All 3 stages of the North-South rail|alt=Map of the North-South line under construction|thumb]]First considerations to connect the north and south of the city center were already undertaken in the 1970s, and actual planning was started by the city in 1983.<ref>{{Cite web |title=Nord-Süd Stadtbahn Köln: Chronik |url=https://www.nord-sued-stadtbahn.de/projekt/chronik/index.html |url-status=live |access-date=6 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170543/https://www.nord-sued-stadtbahn.de/projekt/chronik/index.html }}</ref> A direct connection of the north to the south is needed, because part of the Innenstadttunnel is operating at capacity with 30 trains per hour serving it.<ref name="rush hour" /> Because the old tunnel was built using a [[cut-and-cover]] technique, it follows major roads distant from the old city center with its narrow alleys. The first stage aims at fixing these problems, by rerouting line 16 from the Innenstadttunnel to the newly built one and building new stations directly under the old city center. Additionally, travel time on line 16 will be decreased by eight minutes and it is one of the last steps in the separation of the high-floor and low-floor networks. The new {{Convert|3|km|mi|abbr=on}} long tunnel is the first newly built line since the opening of the original downtown tunnel in 1968, while every tunnel opened in between had been a replacement for previous surface lines. It will be used by lines 5, 16 and 17 once complete.<ref>{{Cite web |title=Nord-Süd Stadtbahn Köln: Stadtbahn-Netzwerk in der Zukunft |trans-title=North-South rail Cologne: rail network in the future |url=https://www.nord-sued-stadtbahn.de/projekt/gruende/netz_zukunft.html |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170544/https://www.nord-sued-stadtbahn.de/projekt/gruende/netz_zukunft.html }}</ref>

The second stage is only to connect the line to the Rheinuferbahn, necessary for line 16's operation.<ref>{{Cite web |title=Broschüre Zweite Baustufe |trans-title=Brochure second building stage |url=https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=39 |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=25 July 2022 |archive-url=https://web.archive.org/web/20220725113507/https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=39 }}</ref>

The third stage aims to provide a better service for the residents of the Südstadt, [[Bayenthal]], Marienburg and Raderberg by extending line 5, decreasing the travel time from the end of [[Bundesautobahn 555|A 555]] to the [[Köln Hauptbahnhof|Hauptbahnhof]] from 30 minutes to just 13.<ref>{{Cite web |date=November 2017 |title=3. Baustufe Nord-Süd-Stadtbahn |trans-title=3rd building stage North-South rail |url=https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=23 |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170545/https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=23 }}</ref>

==== Tunnel collapse and delays ====
On 3 March 2009 the [[Historisches Archiv der Stadt Köln|building of the city's archive]] collapsed into the first stage's tunnel under construction on the Severinstraße between stations Severinstraße and Heumarkt, killing two people. Poor construction, the theft of necessary iron reinforcements and several ground water break-ins into the tunnel, which were not reported or controlled properly by the construction company, are among the alleged causes for this catastrophe.<ref name="ksta_protokoll">{{cite web |last= |first= |date=23 February 2010 |title=U-Bahn: Das Protokoll eines Versagens |trans-title=U-Bahn: The protocol of a failure |url=https://www.ksta.de/u-bahn-das-protokoll-eines-versagens-13065724 |url-status=live |archive-url=https://web.archive.org/web/20160321171450/http://www.ksta.de/u-bahn-das-protokoll-eines-versagens-13065724 |archive-date=21 March 2016 |access-date=22 April 2013 |website=[[Kölner Stadt-Anzeiger]] |publisher= |language=de}}</ref><ref name="ksta_fugenblech">{{cite web |title=Archiveinsturz: Beschädigtes Fugenblech als Indiz |trans-title=Archive collapse: Damaged "Fugenblech" as evidence |url=http://www.ksta.de/html/artikel/1277385900119.shtml |url-status=dead |archive-url=https://archive.today/20130206173332/http://www.ksta.de/html/artikel/1277385900119.shtml |archive-date=6 February 2013 |access-date=22 April 2013 |publisher=Ksta.de |language=de}}</ref>

In 2012, line 5 was re-routed from its previous terminus Reichensbergerplatz to the already finished part of the NSS, now serving Rathaus (city hall) station.<ref>{{Cite web |date=7 December 2012 |title=Nord-Süd Stadtbahn Köln: Ab 9. Dezember 2012 unterirdisch mit der Stadtbahn bis zum Rathaus |trans-title=North-South rail Cologne: Starting 9th of December 2012 in the underground to the city hall |url=https://www.nord-sued-stadtbahn.de/pressemitteilungen/view.html?action=shownews&page=14&id=845 |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170534/https://www.nord-sued-stadtbahn.de/pressemitteilungen/view.html?action=shownews&page=14&id=845 }}</ref> A further expansion to Heumarkt opened in December 2013.<ref name="pr_nss">{{cite web |title=Nord-Süd-Stadtbahn Köln |url=http://stadtbahn.relaunch.net/german/news/press.html?NID=737 |url-status=dead |archive-url=https://web.archive.org/web/20110724032509/http://stadtbahn.relaunch.net/german/news/press.html?NID=737 |archive-date=24 July 2011 |access-date=22 May 2022 |website=stadtbahn.relaunch.net}}</ref> The 4 stations south of the collapse, Bonner Wall to Severinstraße, and the 2nd stage of the project were opened on 13 December 2015, served by line 17.<ref name="nss new stations">{{cite web |last=Reimann |first=Anna |title=Nord-Süd-Stadtbahn in Köln: Das sind die neuen Haltestellen der KVB-Linie 17 |trans-title=North-South rail in Cologne: These are the new stations of line 17 |url=http://www.ksta.de/koeln/das-sind-die-neuen-haltestellen-der-kvb-linie-17-sote-23268438 |url-status=live |archive-url=https://web.archive.org/web/20170506014858/http://www.ksta.de/koeln/das-sind-die-neuen-haltestellen-der-kvb-linie-17-sote-23268438 |archive-date=6 May 2017 |access-date=14 April 2018 |website=ksta.de}}</ref><ref name="line 17 timetable">{{Cite web |title=Nord-Süd Stadtbahn: Linie 17 Fahrplan |trans-title=North-South rail: Line 17 timetable |url=https://www.nord-sued-stadtbahn.de/buergerfest/linie_17/fahrplan.html |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170548/https://www.nord-sued-stadtbahn.de/buergerfest/linie_17/fahrplan.html }}</ref>

The next step of the expansion will be an above ground extension from the Marktstr. Station down Bonner Straße, through Bayenthal. Construction started in January 2022 and should be completed at the end of 2025.<ref>{{Cite web |title=3. Baustufe Nord-Süd Stadtbahn |trans-title=3rd building stage North-South rail |url=https://www.stadt-koeln.de/artikel/20118/index.html |url-status=live |access-date=7 July 2022 |website=Stadt Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170533/https://www.stadt-koeln.de/artikel/20118/index.html }}</ref> Full operation of the North-South Rail Tunnel will not be achieved until 2029 due to the issues of stabilizing the section of tunnel that collapsed in 2009.<ref>{{cite web |last=Damm |first=Andreas |title=Kölner Stadtarchiv: Wer soll die U-Bahn weiterbauen? |trans-title=Cologne's City archive: Who should continue building the U-Bahn? |url=http://www.ksta.de/koeln/koelner-stadtarchiv-wer-soll-die-u-bahn-weiterbauen--23911086 |url-status=live |archive-url=https://web.archive.org/web/20160826054854/http://www.ksta.de/koeln/koelner-stadtarchiv-wer-soll-die-u-bahn-weiterbauen--23911086 |archive-date=26 August 2016 |access-date=14 April 2018 |website=ksta.de}}</ref><ref>{{Cite web |last1=Görtz |first1=Oliver |last2=Hümmeler |first2=Christian |date=11 December 2017 |title=Archiveinsturz: Nord-Süd-Stadtbahn fährt nicht vor 2025 |trans-title=Archive collapse: North-South rail won't run before 2025 |url=https://www.ksta.de/koeln/archiveinsturz-nord-sued-stadtbahn-faehrt-nicht-vor-2025-29279040 |url-status=live |archive-url=https://web.archive.org/web/20220705142224/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9hcmNoaXZlaW5zdHVyei1ub3JkLXN1ZWQtc3RhZHRiYWhuLWZhZWhydC1uaWNodC12b3ItMjAyNS0yOTI3OTA0MD9jYj0xNjU3MDMwOTQ0NTE5JiIsInJlZmVycmVyIjoiIiwic3ViZG9tYWluIjoid3d3In0= |archive-date=5 July 2022 |access-date=6 May 2020 |website=Kölner Stadt-Anzeiger |language=de-DE}}</ref><ref>{{Cite web |last=Meyer |first=Gudrun |date=24 February 2021 |title=Gleiswechsel Waidmarkt |url=https://blog.kvb-koeln.de/gleiswechsel-waidmarkt |url-status=live |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=17 September 2021 |archive-url=https://web.archive.org/web/20210917202420/https://blog.kvb-koeln.de/gleiswechsel-waidmarkt }}</ref>

==== Cost ====
The extra cost of approximately 4 million euro is planned to mitigate the negative perception of the NSS project due to the collapse as well as budget increases, late completion (originally planned for 2011) and disruption. To avoid the possible destruction of [[archaeology|archaeological]] artefacts underneath one of the oldest cities in Germany, the NSS was bored down to nearly {{Convert|30|m|ft|abbr=on}} below ground level. At the location of the future stations, however, archaeological digs were still required and are cited as one of the reasons for the already significant cost overruns. While initially estimated to cost around 600 million euro, the current price tag is calculated at around 960 million euro. Because the second stage, connecting the tunnel to the line along the Rhine river has not yet been tendered, but is expected to cost another 100 million, total cost is expected to be 1.1 billion euro.<ref>{{Cite web |last=Henning |first=Martin |date=8 February 2022 |title=Nord-Süd-Stadtbahn Köln: Streckenverlauf, Baustufen, Kosten, Dauer |trans-title=North-South rail Cologne: routing, stages, costs, duration |url=https://www.24rhein.de/koeln/innenstadt/nord-sued-bahn-koeln-streckenverlauf-baustufen-kosten-dauer-91164122.html |url-status=live |access-date=7 July 2022 |website=24 Rhein |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170533/https://www.24rhein.de/koeln/innenstadt/nord-sued-bahn-koeln-streckenverlauf-baustufen-kosten-dauer-91164122.html }}</ref>

=== StadtBahn South ===
As a 4th stage of the North-South Stadtbahn an extension from Arnoldshöhe to Rondorf and Meschenich was proposed already in 1992. This project has since been renamed to StadtBahn South and is planned independently from the North-South Stadtbahn. The first stage of the project will only reach the northern edge of Meschenich, while a second stage will continue to its southern end. The project will also connect the development area Rondorf Nord-West, where 3300 new homes will be built in the next years, directly to the city center.<ref name=":0">{{Cite web |date=5 May 2018 |title=65 Millionen: Ausbau der Stadtbahn nach Meschenich kann auf Fördergelder hoffen |trans-title=65 Million: Extension of the Stadtbahn to Meschenich is expected to be granted funds |url=https://www.rundschau-online.de/koeln/65-millionen-ausbau-der-stadtbahn-nach-meschenich-kann-auf-foerdergelder-hoffen-241243 |url-status=live |access-date=22 April 2023 |website=Kölnische Rundschau |language=de |archive-date=22 April 2023 |archive-url=https://web.archive.org/web/20230422144422/https://www.rundschau-online.de/koeln/65-millionen-ausbau-der-stadtbahn-nach-meschenich-kann-auf-foerdergelder-hoffen-241243 }}</ref><ref>{{Cite web |last=Süsser |first=Ulrike |date=27 October 2018 |title=Bis Rondorf und Meschenich: Lokalpolitiker beraten über Verlängerung der Linie 5 |trans-title=To Rondorf and Meschenich: Local politicians debate about extension of line 5 |url=https://www.ksta.de/koeln/rodenkirchen/bis-rondorf-und-meschenich-lokalpolitiker-beraten-ueber-verlaengerung-der-linie-5-299005 |url-status=live |access-date=22 April 2023 |website=Kölner Stadt-Anzeiger |language=de |archive-date=24 April 2023 |archive-url=https://web.archive.org/web/20230424160536/https://www.ksta.de/koeln/rodenkirchen/bis-rondorf-und-meschenich-lokalpolitiker-beraten-ueber-verlaengerung-der-linie-5-299005 }}</ref>

The biggest problem of the project is crossing the ''Verteilerkreisel'' at the end of the [[Bundesautobahn 555|Autobahn A 555]] directly after the last station of stage 3, ''Arnoldshöhe''. Here, several different solutions were evaluated:

* A tunnel below the roundabout
* A bridge above it
* Two at grade crossings going around the roundabout<ref name=":0" />

Evaluation showed that all three solutions were possible, with cost-benefit ratios between 1.0 for the tunnel and 1.4 for the at-grade solution, which means that all solutions are possible to be funded partially by the state and federal government. Residents preferred the at-grade solution, while the city pushed the bridge or tunnel.<ref>{{Cite web |last=Süsser |first=Ulrike |date=31 May 2017 |title=Köln Rodenkirchen: Nord-Südstadtbahn zwischen Rondorf und Meschenich in der Diskussion |trans-title=Cologne Rodenkirchen: North-South Stadtbahn between Rondorf and Meschenich being discussed |url=https://www.ksta.de/koeln/rodenkirchen/koeln-rodenkirchen-nord-suedstadtbahn-zwischen-rondorf-und-meschenich-in-der-diskussion-164809 |url-status=live |access-date=22 April 2023 |website=Kölner Stadt-Anzeiger |language=de |archive-date=22 April 2023 |archive-url=https://web.archive.org/web/20230422144421/https://www.ksta.de/koeln/rodenkirchen/koeln-rodenkirchen-nord-suedstadtbahn-zwischen-rondorf-und-meschenich-in-der-diskussion-164809 }}</ref> In March of 2023 the city council decided that the preferred solution would be the bridge, but that the at-grade solution would also be continued to be planned. This was due to the lower cost than the tunnel, the disadvantages of at-grade crossings, the about {{Convert|700|m|yd|abbr=on}} shorter route, the complete replacement of bus line 132 which currently takes 44 minutes to complete the journey into the city center, the smaller impact on the green spaces and adjacent neighborhood and because this route was intended in the planning of the development area Rondorf Nord-West removing the need to change its plans.<ref name=":1">{{Cite web |date=23 March 2023 |title=SessionNet {{!}} TOP Ö 10.13: StadtBahn Süd - Trassenfestlegung und Entscheidung zur weiteren Planung |trans-title=SessionNet {{!}} TOP Ö 10.13: StadtBahn South - Route determination and decision to continue planning |url=https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=370691 |url-status=live |access-date=22 April 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=20 April 2023 |archive-url=https://web.archive.org/web/20230420174611/https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=370691 }}</ref>

There are three stations planned in Rondorf, called ''Rondorf Nord'', ''Rondorf Mitte'' and ''Rondorf South''. The bridge above the roundabout will need to incorporate the red steel-stele that stands in the middle of the roundabout into its design. This stele is part of an artwork by [[Lutz Fritsch]] called "''Standortmitte''" ("middle of the location") that consists of two identical steles at both ends of the A 555 connecting the cities of Cologne and Bonn. To protect a [[drinking water]] protection zone the route passes through the adjacent street ''Am Wasserwerkswäldchen'' will be closed for through-traffic and a gas station located on the roundabout will also be closed.<ref name=":1" />

In Meschenich [[Park and ride|Park and Ride]] facilities are planned on both ends of the town and the Stadtbahn is supposed to operate on the street where traffic will be reduced by a bypass that's already in construction.<ref>{{Cite web |title=StadtBahn Süd für Rondorf und Meschenich |url=https://www.stadt-koeln.de/artikel/68749/index.html |url-status=live |archive-url=https://web.archive.org/web/20220813130153/https://www.stadt-koeln.de/artikel/68749/index.html |archive-date=13 August 2022 |access-date=13 August 2022 |website=Stadt Köln}}</ref><ref>{{Cite web |title=B51n: Ortsumgehung Köln-Meschenich - Bauphase |trans-title=B51n: Bypass Cologne-Meschenich - Construction Phase |url=https://www.strassen.nrw.de/de/b51n-ortsumgehung-koeln-meschenich-bauphase.html |url-status=live |access-date=22 April 2023 |website=Straßen.NRW |language=de |archive-date=22 April 2023 |archive-url=https://web.archive.org/web/20230422144423/https://www.strassen.nrw.de/de/b51n-ortsumgehung-koeln-meschenich-bauphase.html }}</ref>

The second stage of the project, continuing the line from the northern to the southern end of Meschenich, was also approved and planning was started.<ref name=":1" />

=== East-West axis ===
With line 1 being the 2nd most used line<ref name="line 1">{{Cite web |last=Weiß |first=Regina |date=12 June 2018 |title=Von Ost nach West von West nach Ost – die Linie 1 |trans-title=From east to west from west to east – line 1 |url=https://blog.kvb-koeln.de/von-ost-nach-west-von-west-nach-ost-die-linie-1 |url-status=live |archive-url=https://web.archive.org/web/20210918004306/https://blog.kvb-koeln.de/von-ost-nach-west-von-west-nach-ost-die-linie-1 |archive-date=18 September 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> and line 7 and 9 running on the same surface-level tracks in the city center, the rail section at [[Neumarkt station|Neumarkt]] is operating at capacity,<ref name="rush hour" /> while more capacity is needed especially on line 1. To address this growing issue, new {{Convert|90|m|ft|abbr=on}} long trains will be used, increasing capacity by 50%. This upgrade needs longer platforms however, for which line 1 has been divided into four parts that need different kinds of upgrades.<ref name="east west rail expansion">{{Cite web |title=Kapazitätserweiterung auf der Ost-West-Achse – Stadt Köln |url=https://www.stadt-koeln.de/artikel/66555/index.html |url-status=live |access-date=3 September 2022 |website=Stadt-Köln |language=de |archive-date=3 September 2022 |archive-url=https://web.archive.org/web/20220903211941/https://www.stadt-koeln.de/artikel/66555/index.html }}</ref>

==== West ====
This part between [[Köln-Weiden West station|Weiden West]] and Universitätsstraße runs completely on the surface in the middle of Aachener Straße. In this part, platforms and turning loops will have to be upgraded to fit the longer trains. Planning started in 2018, and between August 15 and 4 September 2022, feedback for the plans could be given online.<ref>{{Cite web |date=15 August 2022 |title=Planungen Bereich West {{!}} Beteiligungsportal der Stadt Köln |url=https://meinungfuer.koeln/owa-west |url-status=live |access-date=3 September 2022 |website=Beteiligungsportal der Stadt Köln |language=de |archive-date=3 September 2022 |archive-url=https://web.archive.org/web/20220903211945/https://meinungfuer.koeln/owa-west }}</ref> Construction is expected to start in the middle of 2027.<ref name="east west rail expansion" />

==== City Center ====
This part lies between [[Moltkestraße station|Moltkestraße]] and [[Heumarkt station|Heumarkt]]. At stations Moltkestraße and [[Rudolfplatz station|Rudolfplatz]] its two tracks run separate on one-way streets, and it then runs in the middle of a street until Heumarkt. Because of the demand in this part, building a tunnel is considered. The different options, all starting at [[Deutz Suspension Bridge|Deutzer Brücke]] (Deutz Bridge), run to:
# Neumarkt on lines 1, 7 and 9 ("short tunnel")
# Rudolfplatz on lines 1, 7 and Dasselstraße/Bf Süd on line 9 ("middle long tunnel")
# Melaten on lines 1,7 and University on line 9 in separate tunnels ("long tunnel variant A")
# Melaten on lines 1,7 and University on line 9 with a shared tunnel until Moltkestraße and subsequent routing through the green belt ("long tunnel variant B")<ref>{{Cite web |last=Meyer |first=Gudrun |date=14 March 2018 |title=Ausbau der Ost-West-Achse Kölns große Chance |trans-title=Expansion of the East-West-Axis Cologne's big chance |url=https://blog.kvb-koeln.de/ausbau-der-ost-west-achse-koelns-grosse-chance |url-status=live |archive-url=https://web.archive.org/web/20210117021607/https://blog.kvb-koeln.de/ausbau-der-ost-west-achse-koelns-grosse-chance |archive-date=17 January 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>
In an open discussion with residents, Stadtbahn users and car users in mid-2018, options 1 and 4 were rejected by everyone, while car users are against a tunnel completely. Stadtbahn users favour no tunnel or option 3, and residents support option 2 more than 3. Originally only options 1 and 2 could have been financed by the state of NRW, while 3 and 4 would have required large expenses of the city,<ref>{{Cite web |last=Meyer |first=Gudrun |date=17 July 2018 |title=Bürgerbeteiligung Ost-West-Achse: Was wollen die Kölner/innen? |trans-title=Public participation East-West-Axis: What do the people want? |url=https://blog.kvb-koeln.de/ober-oder-unterirdisch-die-buergerbeteiligung-zur-ost-west-achse |url-status=live |archive-url=https://web.archive.org/web/20210813142126/https://blog.kvb-koeln.de/ober-oder-unterirdisch-die-buergerbeteiligung-zur-ost-west-achse |archive-date=13 August 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> but changes in the funding requirements mean that funding of a tunnel to Melaten is now possible as well.<ref>{{Cite web |last=Gross |first=Paul |date=8 May 2023 |title=Köln - Ost-West-Achse: Neumarkt und Rudolfplatz könnten vier unterirdische Ebenen bekommen |trans-title=Cologne - East-West axis: Neumarkt and Rudolfplatz could get four underground floors |url=https://www.ksta.de/koeln/koelner-innenstadt/koeln-neumarkt-und-rudolfplatz-koennten-vier-unterirdische-ebenen-bekommen-566157 |url-status=live |access-date=8 May 2023 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

The stations not rebuilt underground, whether because no tunnel is built or because it is to short to reach them, will be lengthened to accommodate the longer trains as well. Which option to use, if any, will be decided until Q3 of 2023. Planning is anticipated to take until 2026, with construction starting in 2029.<ref name="east west rail expansion" />

==== Tunnel ====
The part between [[Deutzer Freiheit station|Deutzer Freiheit]] and Fuldaer Straße is already a tunnel with sufficiently long platforms. In this part accessibility will be improved and fire protection will be upgraded for the increasing amount of passengers.<ref name="east west rail expansion" />

==== East ====
The part between Höhenberg Frankfurter Straße and [[Bensberg station|Bensberg]] is overground and will be upgraded to feature longer stations, with the exception of Bensberg which is underground and already features long enough platforms, but will get improved fire protection like the other underground stations. Construction is expected to start in the middle of 2026.<ref name="east west rail expansion" />

=== Extension of line 17 to Bonn and line 7 to Langel ===
After the ''Nord-Süd-Stadtbahn'' is finished, line 17 will run alongside line 16 from [[Reichenspergerplatz station|Reichenspergerplatz]] to Sürth with a 5 min headway. The line will be extended to Bonn Hbf east of the Rhine, with the planning split into four parts:

#Building a new rail and pedestrian bridge across the Rhine, going from Godorf to Langel, and building the station ''Langel Süd'', shared with line 7.
#New track and two stations in Lülsdorf
#Upgrading a mostly single-track non-electrified freight railway between Lülsdorf, [[Niederkassel]], Rheidt and Mondorf, including 8 new stations.
#Building new track along a street between Mondorf/Bergheim and [[Beuel|Bonn-Beuel]] with 4 stations, which connects to the tracks of lines 66 and 67, from where the terminus Bonn Hbf. is then reached.
Alongside this extension, line 7 will also be extended to a new terminus in ''Langel Süd'', connecting to line 17. This is split in two parts:

# Extension from the terminus Zündorf, then ''Zündorf Nord'' to ''Zündorf Süd'' with 2 new stations''.''
# Extension from Zündorf to Langel, including 3 stations in Langel and the connection to line 17.

The project is planned to be completed in 2030, with the exception of the bridge across the Rhine, which has no estimated completion date as of now.<ref>{{Cite web |date=17 May 2022 |title=Stadtbahn Bonn-Niederkassel-Köln (Linie 17) und Verlängerung Linie 7 |trans-title=Stadtbahn Bonn-Niederkassel-Köln (line 17) and extension of line 7 |url=https://ratsinformation.stadt-koeln.de/vo0050.asp?__kvonr=105940 |url-status=live |access-date=14 January 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=14 January 2023 |archive-url=https://web.archive.org/web/20230114234211/https://ratsinformation.stadt-koeln.de/vo0050.asp?__kvonr=105940 }}</ref>

=== Stepless access to all platforms and trains ===
Because parts of the network were built before accessibility was a concern, many older stations don't feature elevators/ramps to get from street level to the platform without steps. Also, because the network started as a tram, was then partially operated with high-floor Stadtbahn vehicles, and then split into a high-floor (HF) and low-floor (LF) network, some platforms still don't feature level boarding, requiring the users to climb a few steps to enter the train. Seven of these stations can't be upgraded, because they're served by both HF and LF vehicles, while others could, but just haven't been upgraded yet. The LF lines feature level boarding everywhere, as they're compatible with old tram platforms, but parts at both ends of the trains are not accessible. Also a few LF platforms can't be reached without climbing steps, a notable example being the highly used station Friesenplatz. Equipping the HF lines with matching platforms could only be started in 2003, as until then large parts of the network were served by HF and LF lines. First the city center tunnel was converted step-by-step, and in 2010 lines 3 and 4 became the first to be fully accessible. Since then the missing platforms are concentrated on the lines 13 and 16, with a few missing on the other HF lines. Out of the 352 stations, 32 are not accessible, 12 have limited accessibility and 308 are fully accessible.<ref name="routes without steps">{{Cite web |date=December 2021 |title=Touren ohne Treppen Flyer |trans-title=Routes without steps |url=https://www.kvb.koeln/service/barrierefreiheit.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=906 |url-status=live |access-date=26 July 2022 |website=Kölner Verkehrs Betriebe AG |archive-date=26 July 2022 |archive-url=https://web.archive.org/web/20220726104943/https://www.kvb.koeln/service/barrierefreiheit.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=906 }}</ref>
{| class="wikitable"
|+
!Line
!style="background:#{{rcr|Cologne Stadtbahn|1}}; color:#fff; text-align:center;"| '''1'''
!style="background:#{{rcr|Cologne Stadtbahn|3}}; color:#fff; text-align:center;"| '''3'''
!style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;"| '''4'''
!style="background:#{{rcr|Cologne Stadtbahn|5}}; color:#fff; text-align:center;"| '''5'''
!style="background:#{{rcr|Cologne Stadtbahn|7}}; color:#fff; text-align:center;"| '''7'''
!style="background:#{{rcr|Cologne Stadtbahn|9}}; color:#fff; text-align:center;"| '''9'''
!style="background:#{{rcr|Cologne Stadtbahn|12}}; color:#fff; text-align:center;"| '''12'''
!style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;"| '''13'''
!style="background:#{{rcr|Cologne Stadtbahn|15}}; color:#fff; text-align:center;"| '''15'''
!style="background:#{{rcr|Cologne Stadtbahn|16}}; color:#fff; text-align:center;"| '''16'''
!style="background:#{{rcr|Cologne Stadtbahn|17}}; color:#fff; text-align:center;"| '''17'''
!style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;"| '''18'''
!Total
|-
|Stations
|37
|31
|29
|17
|33
|24
|27
|23
|23
|50
|8
|50
|352
|-
|with HF platforms
| –
|31
|29
|14
| –
| –
| –
| 9
| –
|40
|8
|47
|178
|-
|with LF platforms
|37
| –
| –
|3 <ref group="H">Appellhofplatz/Zeughaus, Subbelrather Str./Gürtel, Nußbaumerstr.</ref>
|33
|24
|27
|14 <ref group="H">Berrenrather Str./Gürtel, Euskirchener Str., Zülpicher Str./Gürtel, Gleueler Str./Gürtel, Dürener Str./Gürtel, Wüllnerstr., Aachener Str./Gürtel, Melatengürtel, Weinsbergstr./Gürtel, Subbelrather Str./Gürtel, Nußbaumerstr., Escher Str., Geldernstr./Parkgürtel, Slabystr.</ref>
|23
|10 <ref group="H">Reichenspergerplatz, Barbarossaplatz, Eifelstr., Ulrepforte, Chlodwigplatz, Ubierring, Urfeld, Widdig, Uedorf, Hersel</ref>
| –
|3 <ref group="H">Slabystr., Reichenspergerplatz, Barbarossaplatz</ref>
|174
|}
<references group="H" />

=== Longer trains and platforms ===
Because of the increasing demand throughout the system that can no longer be met by increasing frequency in some parts of the system,<ref name="rush hour" /><ref name="line 1" /> lines 1, 4, 9, 13 and 18 will be operated by longer trains in the future. Line 1 and possibly line 9 will have their platforms lengthened to {{Convert|90|m|ft|abbr=on}} as part of the east–west rail project, and will then be operated by {{Convert|90|m|ft|abbr=on}} long trains.<ref name="low floor trains">{{Cite web |title=Niederflurfahrzeuge |trans-title=Low floor trains |url=https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/niederflur.html |url-status=live |archive-url=https://web.archive.org/web/20220617213936/https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/niederflur.html |archive-date=17 June 2022 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref> Lines 4, 13 and 18 will have in total 39 platforms upgraded to accommodate new {{Convert|70|m|ft|abbr=on}} long trains and add sufficient fire protection for the increasing number of passengers in underground stations.<ref>{{Cite web |title=KVB modernisiert ihre Stadtbahn-Flotte |trans-title=KVB modernizes its Stadtbahn vehicles |url=https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/ |url-status=live |access-date=26 July 2022 |website=Kölner Verkehrs Betriebe AG |language=de |archive-date=26 July 2022 |archive-url=https://web.archive.org/web/20220726145121/https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/ }}</ref><ref name="customer magazine 57">{{Cite web |date=December 2021 |title=Kundenzeitung der KVB Ausgabe 57 (Dezember 2021) |trans-title=KVB Customer magazine 57 (December 2021) |url=https://www.kvb.koeln/unternehmen/presse/publikationen/koelntakt.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=3506 |url-status=live |access-date=25 July 2022 |website=Kölner Verkehrs Betriebe AG |language=de |archive-date=17 January 2022 |archive-url=https://web.archive.org/web/20220117102915/https://www.kvb.koeln/unternehmen/presse/publikationen/koelntakt.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=3506 }}</ref>

=== Other plans ===
All of these plans have been brought up by a political party, and some are in different planning stages currently.
{| class="wikitable"
|+
!Line
!Expansion
|-
| style="background:#{{rcr|Cologne Stadtbahn|1}}; color:#fff; text-align:center;" | '''1'''
|Extension from [[Bensberg|Bergisch Gladbach-Bensberg]] from further east [[Moitzfeld|Bergisch Gladbach-Moitzfeld]] to [[Gladbach-Herkenrath]] Kürten-Spitze.<ref>{{cite web |author=Claus Boelen-Partile |title=Der Zug ist noch nicht abgefahren |trans-title=The train has not yet been moved |url=http://www.ksta.de/region/rhein-berg-oberberg/kuerten/verlaengerung-der-strassenbahnlinie-1-der-zug-ist-noch-nicht-abgefahren-22746266 |url-status=live |archive-url=https://web.archive.org/web/20220705142225/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9yZWdpb24vcmhlaW4tYmVyZy1vYmVyYmVyZy9rdWVydGVuL3ZlcmxhZW5nZXJ1bmctZGVyLXN0cmFzc2VuYmFobmxpbmllLTEtZGVyLXp1Zy1pc3Qtbm9jaC1uaWNodC1hYmdlZmFocmVuLTIyNzQ2MjY2P2NiPTE2NTcwMzA5NDU5MTcmIiwicmVmZXJyZXIiOiIiLCJzdWJkb21haW4iOiJ3d3cifQ== |archive-date=5 July 2022 |access-date=28 August 2017}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;" | '''4'''
|Connection of the district Widdersdorf from Mengenich. The city initially preferred a variant using line 1 due to lower costs and better service for residents,<ref>{{cite web |title=Tagesordnungspunkt |url=https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=190629 |url-status=live |archive-url=https://web.archive.org/web/20181203202719/https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=190629 |archive-date=3 December 2018 |access-date=14 April 2018 |website=ratsinformation.stadt-koeln.de}}</ref> but it was decided that line 4 should be used.<ref>{{Cite web |last=Attenberger |first=Tim |date=18 January 2022 |title=KVB: Stadtbahn-Linie 4 soll bis Köln-Widdersdorf fahren |trans-title=KVB: Line 4 planned to run to Cologne-Widdersdorf |url=https://www.ksta.de/koeln/kvb-stadtbahn-linie-4-soll-bis-koeln-widdersdorf-fahren-39390822 |url-status=live |access-date=25 July 2022 |website=Kölner Stadt-Anzeiger |archive-date=18 January 2022 |archive-url=https://web.archive.org/web/20220118193944/https://www.ksta.de/koeln/kvb-stadtbahn-linie-4-soll-bis-koeln-widdersdorf-fahren-39390822 }}</ref> A later continuation to [[Niederaußem]] is also considered.<ref>{{Cite web |last=Teichert |first=Florian |date=15 September 2021 |title=Rhein-Erft: Große Zustimmung für Stadtbahnlinie von Köln über Pulheim nach Niederaußem |trans-title=Rhein-Erft: High approval for line from Cologne via Pulheim to Niederaußem |url=https://www.ksta.de/region/rhein-erft/rhein-erft-grosse-zustimmung-fuer-stadtbahnlinie-von-koeln-ueber-pulheim-nach-niederaussem-39031342 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=5 November 2021 |archive-url=https://web.archive.org/web/20211105073522/https://www.ksta.de/region/rhein-erft/rhein-erft-grosse-zustimmung-fuer-stadtbahnlinie-von-koeln-ueber-pulheim-nach-niederaussem-39031342 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;" | '''4'''
|An extension from Schlebusch station to a clinic inside [[Schlebusch]] or even to the city of [[Odenthal]] is in discussion, but the existing line would have to be double-tracked first.<ref name="line 4" />
|-
| style="background:#{{rcr|Cologne Stadtbahn|5}}; color:#fff; text-align:center;" | '''5'''
|Extension from Butzweilerhof to Longerich, where it could connect to the [[S-Bahn Rhein-Ruhr]] and / or line 15.
|-
| style="background:#{{rcr|Cologne Stadtbahn|7}}; color:#fff; text-align:center;" | '''7'''
|Extension to the new development area [[Grube Carl]] in [[Frechen]] and possibly further to [[Habbelrath|Frechen-Habbelrath]]. An extension to [[Kerpen]] is also already in discussion.<ref>{{Cite web |last=Reinartz |first=Patrick |date=7 October 2020 |title=KVB-Linie 7: Nächster Schritt zur Verlängerung der Strecke von Frechen nach Kerpen |trans-title=Line 7: Next step for the expansion from Frechen to Kerpen |url=https://www.ksta.de/region/rhein-erft/frechen/kvb-linie-7-naechster-schritt-zur-verlaengerung-der-strecke-von-frechen-nach-kerpen-37448278 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|Extension from Sülzgürtel to the Rhine following the [[List of streets in Cologne#Cologne Belt|cologne belt]].<ref name="line 13" /> Currently, both a surface and underground track are considered.<ref name="line 14 proposal">{{Cite web |last=Damm |first=Andreas |date=8 March 2021 |title=KVB-Linie 13: Stadtverwaltung verärgert mit U-Bahn-Ausschreibung – Linie 14 als Option |trans-title=Line 13: City council not happy with underground proposal – line 14 as an option |url=https://www.ksta.de/koeln/kvb-linie-13-stadtverwaltung-veraergert-mit-u-bahn-ausschreibung---linie-14-als-option-38151972 |url-status=live |access-date=25 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=9 March 2021 |archive-url=https://web.archive.org/web/20210309115220/https://www.ksta.de/koeln/kvb-linie-13-stadtverwaltung-veraergert-mit-u-bahn-ausschreibung---linie-14-als-option-38151972 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|Extension from Mülheim to Ostheim and later to the S-Bahnhof Frankfurter Straße<ref name="line 13" /> or completing the ring including a new crossing of the Rhine.<ref>{{Cite web |date=27 September 2022 |title=ÖPNV-Netzentwicklung - Sachstand 2022 |url=https://ratsinformation.stadt-koeln.de/vo0050.asp?__kvonr=107470 |url-status=live |access-date=16 February 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=14 January 2023 |archive-url=https://web.archive.org/web/20230114205255/https://ratsinformation.stadt-koeln.de/vo0050.asp?__kvonr=107470 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|10 stations from Berrenrather Straße/Gürtel to Venloer Straße/Gürtel will be upgraded with high-floor platforms, and some will be lengthened.<ref>{{Cite web |date=23 August 2022 |title=Beschlussvorlage - 0150_2022_Beschlussvorlage_Rat.pdf |url=https://buergerinfo.stadt-koeln.de/getfile.asp?id=801064&type=do |url-status=live |access-date=28 September 2022 |website=Informationssystem für Bürgerinnen und Bürger der Stadt Köln |language=de |archive-date=28 September 2022 |archive-url=https://web.archive.org/web/20220928170701/https://buergerinfo.stadt-koeln.de/getfile.asp?id=801064&type=do }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|Construction of two additional stations at Niehler Straße and Bolternstraße. Both will be elevated and equipped with side-platforms suitable for {{Convert|70|m|ft|abbr=on}} long trains.<ref>{{Cite web |date=26 September 2022 |title=Neubau von zwei Stadtbahnhaltestellen im Bezirk Nippes |url=https://meinungfuer.koeln/group/zwei-neue-haltestellen-fuer-die-linie-13 |url-status=live |access-date=28 September 2022 |website=Beteiligungsportal der Stadt Köln |language=de |archive-date=28 September 2022 |archive-url=https://web.archive.org/web/20220928172008/https://meinungfuer.koeln/group/zwei-neue-haltestellen-fuer-die-linie-13 }}</ref>
|-
| style="background:#888; color:#fff; text-align:center;" | '''14'''
|Construction of a new circumferential low-floor line that runs from the university on Universitätsstraße, Weißhausstraße and through Raderberg and Bayenthal before reaching the Rhine. The line could then be extended north to Ehrenfeld on Universitätsstraße/Innere Kanalstraße, and in the south it could run over a new bridge across the Rhine connecting with line 7.<ref name="line 14 proposal" /><ref name="line 14">{{Cite web |last=Akyüz |first=Adnan |date=5 March 2021 |title=Köln: Grüne fordern neue Straßenbahn-Linie 14 der KVB |url=https://www.express.de/koeln/koeln-gruene-fordern-neue-strassenbahn-linie-14-der-kvb-48057 |url-status=live |access-date=25 July 2022 |website=Express |language=de |archive-date=25 July 2022 |archive-url=https://web.archive.org/web/20220725131604/https://www.express.de/koeln/koeln-gruene-fordern-neue-strassenbahn-linie-14-der-kvb-48057 }}</ref>
|-
|{{diagonal split header|{{color|#fff|12}}|{{color|#fff|15}}|#{{rcr|Cologne Stadtbahn|12}}|#{{rcr|Cologne Stadtbahn|15}}}}
|Extension of the tunnel on the Neusser Straße from Mollwitzstraße to Wilhelm-Sollmann-Straße, as originally planned when the tunnel was built.
|-
|{{diagonal split header|{{color|#fff|3}}|{{color|#fff|18}}|#{{rcr|Cologne Stadtbahn|3}}|#{{rcr|Cologne Stadtbahn|18}}}}
|Extension from Thielenbruch to the city center of Bergisch Gladbach through the closed down Paper Fabric Zanders, which will restore a connection that had been present until 1958.<ref>{{Cite web |last=Boelen-Theile |first=Claus |date=22 January 2022 |title=KVB-Station auf Zanders-Gelände? Straßenbahn soll wieder nach Gladbach kommen |trans-title=KVB station on Zanders ground? Stadtbahn planned to run to Gladbach again |url=https://www.ksta.de/region/rhein-berg-oberberg/bergisch-gladbach/kvb-station-auf-zanders-gelaende--strassenbahn-soll-wieder-nach-gladbach-kommen-39391144 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=20 January 2022 |archive-url=https://web.archive.org/web/20220120080527/https://www.ksta.de/region/rhein-berg-oberberg/bergisch-gladbach/kvb-station-auf-zanders-gelaende--strassenbahn-soll-wieder-nach-gladbach-kommen-39391144 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;" | '''18'''
|Building a short tunnel below [[List of streets in Cologne#Militärringstraße|Militärringstraße]] to enable trains to cross the intersection every 5 minutes which is needed for the extension to Hürth-Center.<ref>{{Cite web |last=Eickler |first=Marion |date=27 January 2016 |title=Verkehr in Köln: Kreuzung am Militärring bekommt einen KVB-Tunnel |trans-title=Traffic in Cologne: Intersection at Militärring gets a new tunnel |url=https://www.ksta.de/koeln/lindenthal/kreuzung-am-militaerring-bekommt-kvb-tunnel-sote-23527634 |url-status=live |archive-url=https://web.archive.org/web/20160503091853/http://www.ksta.de/koeln/lindenthal/kreuzung-am-militaerring-bekommt-kvb-tunnel-sote-23527634 |archive-date=3 May 2016 |access-date=23 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;" | '''18'''
|Extending the city center tunnel ending at [[Barbarossaplatz station|Barbarossaplatz]] to the green belt, while building a new station at [[Köln Süd station|Bf Süd]]. Concstruction can only be started, when line 16 has moved into the new North-South-Tunnel.<ref>{{Cite web |last=Hendorf |first=Matthias |date=17 October 2022 |title=Barbarossaplatz Köln: Politik beklagt „Beamtenmikado“ |url=https://www.ksta.de/koeln/koelner-innenstadt/barbarossaplatz-koeln-politik-beklagt-beamtenmikado-352906 |url-status=live |access-date=8 May 2023 |website=Kölner Stadt-Anzeiger |language=de}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;" | '''18'''
|Double-tracking the whole line to enable 10 minute headways from Cologne to Bonn on this route. Funding was approved in May 2023 and planning work started afterwards.<ref>{{Cite web |date=8 May 2023 |title=Meilenstein für den Ausbau der Stadtbahnlinie 18 |trans-title=Milestone of the expansion of Stadtbahn line 18 reached |url=https://www.bonn.de/pressemitteilungen/mai-2023/meilenstein-fuer-den-ausbau-der-stadtbahnlinie-18.php |url-status=live |access-date=8 May 2023 |website=Bundesstadt Bonn |language=de}}</ref>
|-
|{{diagonal split header|{{color|#fff|18}}|{{color|#fff|19}}|#{{rcr|Cologne Stadtbahn|18}}|#888}}
|Stichstrecke from [[Hermülheim|Hürth-Hermülheim]] to [[Hürth|Hürth-Center]] as part of line 18's service, this new service will probably operate as line 19.<ref>{{Cite web |last=Engels |first=Andreas |date=19 June 2021 |title=Hürther Verwaltung will sparen: Geplante Stadtbahn soll sonntags nicht fahren |trans-title=Hürth's council wants to cut corners: Planned Stadtbahn line won't run on Sundays |url=https://www.ksta.de/region/rhein-erft/huerth/huerther-verwaltung-will-sparen-geplante-stadtbahn-soll-sonntags-nicht-fahren-38497904 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=7 January 2022 |archive-url=https://web.archive.org/web/20220107052853/https://www.ksta.de/region/rhein-erft/huerth/huerther-verwaltung-will-sparen-geplante-stadtbahn-soll-sonntags-nicht-fahren-38497904 }}</ref>
|-
| style="background:#888; color:#fff; text-align:center;" | '''?'''
|Construction of a new railway line from Deutz to [[Flittard]] and the headquarters and route over the planned district of Mülheim-Süd; A further connection to [[Leverkusen]] (- Wiesdorf) or even to (- Opladen) is discussed.<ref>{{cite web |title=Kölner Initiative fordert Straßenbahn-Trasse bis Flittard |trans-title=Cologne initiative calls for tramway route to Flittard |url=http://www.ksta.de/koeln/muelheim/strassenbahn-trasse-bis-flittard-sote-23310146 |url-status=live |archive-url=https://web.archive.org/web/20160310003519/http://www.ksta.de/koeln/muelheim/strassenbahn-trasse-bis-flittard-sote-23310146 |archive-date=10 March 2016 |access-date=28 August 2017 |language=de}}</ref>
|}
==Rolling stock==
{{more citations needed|section|date=September 2022}}
Since the last traditional tramcars were retired in 2006, the Stadtbahn's active rolling stock consists exclusively of modern [[Articulated tram|articulated]] [[light rail vehicle]]s. All of them are about {{convert|30|m|ftin|abbr=on}} long, {{convert|2.65|m|ftin|abbr=on}} wide, seat approximately 70 passengers and are approved for speeds of up to {{convert|80|km/h|abbr=on}}. With rare exceptions, all services are operated by two units coupled together.<gallery widths="220" heights="165">
File:KVB2252 Schoenhauser Str.jpg|alt=|Third-generation Type B LRV in new livery on line 16
File:K4000 Koeln Zollstock.jpg|alt=|A K4000 low-floor tram in old livery on line 12
File:K4500 VB Presentation.jpg|alt=|A newer K4500 tram at its presentation on 18 April 2005
File:KVB5102 AeussereKanalstrasse.jpg|alt=|Two K5000 high-floor trams on lines 3 (left) and 4 (right)
File:Kvb koeln 2422.jpg|alt=|Refurbished train 2422 at Gleueler Str./Gürtel
File:Stadtbahn HF6 Koeln.jpg|alt=|A HF6 train at station Venloer Straße/Gürtel on line 13
</gallery>

===Stadtbahnwagen B===
In 1973, Cologne received two prototypes of the [[Duewag]] [[Stadtbahnwagen B]] LRV. Since then, 172 units in four batches were delivered to Cologne until 1996. The first series (2000) is currently being retired, with only four units (2031, 2032, 2035 and 2049) currently remaining in service, the other units were either scrapped, sold to [[Istanbul Tram]], or in the case of unit 2012, donated to the [[Straßenbahn-Museum Thielenbruch]].

On 8 October 2022, a series 2300 Stadtbahnwagen Typ B caught on fire in the underground station [[Ebertplatz station|Ebertplatz]].<ref>{{Cite web |last1=Attenberger |first1=Tim |last2=Hahn |first2=Sebastian |last3=Pichireddu |first3=Sara |last4=Görtz |first4=Oliver |date=9 October 2022 |title=Sechs Personen nach Feuer am Ebertplatz verletzt |trans-title=Six people injured after fire at Ebertplatz |url=https://www.ksta.de/koeln/koelner-innenstadt/koeln-mehrere-verletzte-bei-brand-an-kvb-haltestelle-ebertplatz-345958 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155209/https://www.ksta.de/koeln/koelner-innenstadt/koeln-mehrere-verletzte-bei-brand-an-kvb-haltestelle-ebertplatz-345958 }}</ref> The cause was determined to be a technical failure by a component beneath the steps,<ref>{{Cite web |last=Attenberger |first=Tim |date=11 October 2022 |title=KVB beauftragt Gutachten zur Brandursache |url=https://www.ksta.de/koeln/ebertplatz-koeln-kvb-beauftragt-gutachten-zum-brand-einer-u-bahn-347642 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155205/https://www.ksta.de/koeln/ebertplatz-koeln-kvb-beauftragt-gutachten-zum-brand-einer-u-bahn-347642 }}</ref> and later narrowed down to an overheated power converter responsible for the breaks.<ref name="operation stop series 2300">{{Cite web |last=Berger |first=Peter |date=27 October 2022 |title=KVB zieht 32 Stadtbahn-Fahrzeuge aus dem Verkehr |url=https://www.ksta.de/koeln/koeln-kvb-zieht-rund-30-stadtbahn-fahrzeuge-aus-dem-verkehr-354056 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155205/https://www.ksta.de/koeln/koeln-kvb-zieht-rund-30-stadtbahn-fahrzeuge-aus-dem-verkehr-354056 }}</ref> The KVB then temporarily stopped operating the 33 (one source says 32<ref name="operation stop series 2300" />) trains of the series on 27 October 2022, and started operating lines 3, 5 and 13 with single, {{Convert|30|m|ft|abbr=on}} long, trains, which lead to overcrowding.<ref>{{Cite web |date=28 October 2022 |title=33 KVB-Bahnen fallen aus – So reagieren die Kölner |trans-title=33 KVB-trains not operating – how Cologne's residents react |url=https://www.ksta.de/koeln/kvb-koeln-33-strassenbahnen-fallen-aus-so-reagieren-die-kunden-366461 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155202/https://www.ksta.de/koeln/kvb-koeln-33-strassenbahnen-fallen-aus-so-reagieren-die-kunden-366461 }}</ref> The manufacturer of the component, [[ABB]], supplied a software update to KVB, which was approved by the technical authority on 10 November, and the operation of the trains resumed on 11 November 2022, the start of [[Cologne Carnival|carnival]] season in Cologne.<ref>{{Cite web |last=Attenberger |first=Tim |date=10 November 2022 |title=KVB setzt Hochflurbahnen wieder im Kölner Netz ein |trans-title=KVB resumes operation of high-floor trains in Cologne |url=https://www.ksta.de/koeln/koeln-hochflurbahnen-der-kvb-wieder-im-einsatz-370038 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155207/https://www.ksta.de/koeln/koeln-hochflurbahnen-der-kvb-wieder-im-einsatz-370038 }}</ref>
===Low-floor LRVs (K4000 and K4500)===
After tests with a low-floor tram from [[Vienna]], a similar vehicle was developed for Cologne by [[Bombardier Transportation]], later becoming part of Bombardier's standardized [[Bombardier Flexity Swift]] family. A total of 124 low-floor trams were delivered between 1995 and 1998, referred to as "K4000", with these vehicles receiving numbers starting with 4001. The [[Bombardier CR4000]] trams operating on [[Tramlink]] in Croydon, England are largely based on the K4000 stock used in Cologne.

When it was decided to create a second low-floor network, an option for high-floor vehicles was changed to additional low-floor vehicles. Bombardier developed a new low-floor tram based more on the K5000 (see below) than on the K4000. These new trams were named K4500. Delivery of 69 units started in 2005 and was completed in late 2007.

===CitySprinter===
By the time a new series of high-floor vehicles was needed, Duewag had been sold to [[Siemens Mobility|Siemens Transportation Systems]] and later dissolved, meaning that additional Type B cars were no longer being made. Siemens subsequently proposed the "[[CitySprinter]]", a high-floor derivative of its [[Combino]] series of low-floor city trams.

In August 1999, after two months of testing, the first CitySprinter prototype crashed into another tram at {{convert|50|km/h|abbr=on|sigfig=1}} at the [[Christophstraße/Mediapark station|Christophstraße/MediaPark U-Bahn station]]. The accident was caused by a simultaneous electronics shutdown resulting in the train's inability to apply its brakes. Eight people sustained serious injuries. A second prototype was produced but as a result of the crash was never delivered.

===High-floor LRVs (K5000 and K5200)===
Following the failure of the CitySprinter, Bombardier derived a high-floor tram from the K4000. 59 units, named K5000, were delivered in 2002 and 2003. The numbering was changed to 5101 at short notice to avoid re-using the number 5001, which had been the number of the ill-fated CitySprinter. Another 15 vehicles of the same design, named K5200, were delivered before 2011.

The [[Bombardier M5000]] trams used on the [[Manchester Metrolink]], England are almost identical to the K5000/K5200 series used in Cologne.

=== Refurbished Stadtbahnwagen B series 2100 (now 2400) ===
Starting in 2011, the KVB and [[Bonn Stadtbahn]] converted their old series 2100 Stadtbahnwagen B to new, modern trains now classified as series 2400. In this conversion the brake system, seats, air conditioning and the vehicle's body were completely upgraded, and the second cockpit was removed. The type got its [[Eisenbahn-Bau- und Betriebsordnung|EBO]] certification in 2016, and since then the trains can operate in the whole HF network for another 30 years. The last of the 28 vehicle was certified in April 2021.

According to the KVB, upgrading the old trains for 49 million [[Euro]] saved about 40.6 million € over buying new vehicles. Additionally, the engineers servicing the trains already know every part of the trains, knowledge that first has to be gathered with new trains. The project was the first of its kind, with a local rail operator renovating their trains. The project was only possible, because of the high quality materials used in the original 2100 trains.<ref>{{Cite web |last=Anemüller |first=Stephan |date=11 May 2021 |title=Serie 2400 komplett, viel Geld gespart |trans-title=Series 2400 finished, a lot of money saved |url=https://blog.kvb-koeln.de/serie-2400-komplett-viel-geld-gespart |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=18 September 2021 |archive-url=https://web.archive.org/web/20210918064117/https://blog.kvb-koeln.de/serie-2400-komplett-viel-geld-gespart }}</ref>

=== Flexity Swift HF6 ===
Together with the [[Rheinbahn|Düsseldorf Rheinbahn]], the KVB ordered 79 trains of the type [[Bombardier Flexity Swift]] in 2015, 59 of which were intended for Düsseldorf and 20 for Cologne. Since then, the KVB converted 7 options to orders. The first of the 27 trains arrived in December 2020, and after undergoing extensive testing they started normal passenger operation about one year later. The last trains are expected to arrive in Cologne in early 2023. The new trains are capable of achieving {{Convert|80|km/h|mph|abbr=on}}, are {{Convert|28|m|ft|abbr=on}} long, about the same length as the other trains, and include 64 seats. They are designated as series 5300.<ref name="high floor trains">{{Cite web |title=Hochflurfahrzeuge |trans-title=High floor vehicles |url=https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/hochflur.html |url-status=live |access-date=26 July 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=17 June 2022 |archive-url=https://web.archive.org/web/20220617205430/https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/hochflur.html }}</ref><ref>{{Cite web |date=19 December 2020 |title=First Bombardier HF6 high-floor light rail vehicle arrives in Cologne |url=https://www.urban-transport-magazine.com/en/first-bombardier-hf6-high-floor-light-rail-vehicle-arrives-in-cologne/ |url-status=live |access-date=26 July 2022 |website=Urban Transport Magazine |language=en |archive-date=26 July 2022 |archive-url=https://web.archive.org/web/20220726202347/https://www.urban-transport-magazine.com/en/first-bombardier-hf6-high-floor-light-rail-vehicle-arrives-in-cologne/ }}</ref><ref>{{Cite web |last=Pesch |first=Matthias |date=20 March 2021 |title=Die "Neuen" sind unterwegs – Menschen bewegen |url=https://blog.kvb-koeln.de/die-neuen-sind-unterwegs |url-status=live |access-date=4 September 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=1 October 2022 |archive-url=https://web.archive.org/web/20221001085045/https://blog.kvb-koeln.de/die-neuen-sind-unterwegs }}</ref>

=== Low-floor NF12/NF6 ===
In 2020, a contract for 62 new {{Convert|60|m|ft|abbr=on}} long NF12s and 2 half as long NF6s was given to [[Alstom]] and [[Kiepe Electric]], including options for up to 11 additional NF12s and 25 additional NF6s. Delivery and testing of 2 long and 2 short trains is planned to start in July 2024, with passenger service starting a year later. The new trains are supposed to completely replace the 124 existing K4000 LRVs.<ref name="low floor trains" /><ref>{{Cite web |date=24 January 2023 |title=Beantwortung einer Anfrage Ausschuss |url=https://ratsinformation.stadt-koeln.de/getfile.asp?id=912499&type=do |url-status=live |access-date=1 February 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=31 January 2023 |archive-url=https://web.archive.org/web/20230131231527/https://ratsinformation.stadt-koeln.de/getfile.asp?id=912499&type=do }}</ref>

The trains feature many new things previously not seen in the system. Currently all trains are composed of two 30 m units, resulting in wasted space and a safety hazard where the trains are coupled together, while the new NF12's will fully use the whole length of the trains and feature a fifth set of doors in the middle. The trains will also be equipped with a collision warning system that can detect objects up to {{Convert|80|m|ft|abbr=on}} in front of the train, issuing a warning to the driver depending on the speed of the train. The trains will feature more efficient [[air conditioning]] than previous ones, better passenger information screens and sensors that enable preventive maintenance.<ref name="low floor trains" />

For the first time in the system's history, in 2021 a design mockup was constructed at [[Thielenbruch station|tram museum Thielenbruch]] used to get feedback on [[accessibility]] and the layout of the driver's cab. In 2022, another mockup was put on public display at the museum, but was criticized, because the trains feature a {{Convert|5|cm|in|abbr=on}} "step" followed by a 6% steep ramp at the doors which is to steep to comfortably climb in a wheelchair. According to the KVB the situation on the actual trains will be better than on the mockup as the gap in between platform and train was larger than in normal operation. The internal layout of the trains can't be changed retroactively and the option of ordering new trains was discarded as well, as the trains do adhere to accessibility standards. Other measures to increase accessibility like a strap at the door, additional training for the train drivers or electric ramps are in discussion.<ref name="low floor trains" /><ref>{{Cite web |date=22 November 2022 |title=TOP Ö 7.2.14: KVB – neues Niederflur Stadtbahnfahrzeug (Arbeitstitel NF12) Hier: nicht gegebene Barrierefreiheit im Modell Stand 28.07.2022 |trans-title=TOP Ö 7.2.14: KVB – new low-floor Stadtbahn vehicle (work title NF12) here: missing accessibility in a model as of July 28 2022 |url=https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=363799 |url-status=live |access-date=15 January 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=15 January 2023 |archive-url=https://web.archive.org/web/20230115130946/https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=363799 }}</ref><ref>{{Cite web |last=Gross |first=Paul |date=26 April 2023 |title=Köln: Neue KVB-Bahnen kommen trotz Hürden für Behinderte |trans-title=Cologne: New KVB-trains are coming despite obstacles for disabled |url=https://www.ksta.de/koeln/koeln-neue-kvb-bahnen-kommen-trotz-huerden-fuer-behinderte-558163 |url-status=live |access-date=8 May 2023 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

=== Train interiors ===
<gallery>
File:KVB2000erInnenraum.jpg|B100S 2000
File:KVB2100erInnenraum.jpg|B100S 2100
File:KVB2254Innenraum.jpg|B80D 2200
File:KVB2300erInnenraum rot.jpg|B80D 2300
File:4000er Innenraum.jpg|K4000
File:Innenraum eines K5000.jpg|K5000
</gallery>

== Depots and workshops ("''Betriebshöfe''") ==
The KVB has 4 large depots and workshops, as well as a few smaller parking facilities. Historically there were 17 more depots and workshops, that have since been relocated or abandoned.<ref name="current depots">{{Cite web |last=Weiß |first=Regina |date=19 April 2022 |title=Die Heimat von Bussen und Bahnen – die Betriebshöfe der KVB |url=https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=19 April 2022 |archive-url=https://web.archive.org/web/20220419091642/https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb }}</ref><ref name="former depots">{{Cite web |last=Weiß |first=Regina |date=17 May 2022 |title=Heimat der Straßen- und Pferdebahnen – ehemalige KVB-Betriebshöfe |url=https://blog.kvb-koeln.de/heimat-der-strassen-und-pferdebahnen-ehemalige-kvb-betriebshoefe |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=17 May 2022 |archive-url=https://web.archive.org/web/20220517090745/https://blog.kvb-koeln.de/heimat-der-strassen-und-pferdebahnen-ehemalige-kvb-betriebshoefe }}</ref>

=== Current depots, workshops and parking facilities ===

==== Wesseling ====
The depot and workshop in Wesseling was first constructed by the KBE in 1906. It's the smallest one, with space for just 50 trains and 30 employees, and mainly serves the trains for lines 16, 17 and 18. It's the only depot outside of Cologne, and sometimes the old Querbahn is used to connect it to line 18. It was transferred to the KVB, when the KBE closed in 1986.<ref name="current depots" />

==== Main workshop and depot in Weidenpesch ====
The current main workshop ("''Hauptwerkstatt''", HW) of the KVB was opened in 1923, when the former HW moved from Rhieler Straße to Weidenpesch. Most heavy maintenance as well as the conversion of the series 2100 to series 2400 are done here.<ref name="current depots" />

In 2021 a new modern depot opened next to the HW, with space for 64 trains and facilities to restock sand and wash the trains, and a water collection system for the washing, as well as solar panels on the roof. Along with the new depot building, new track to connect the HW and depot to Neusser Straße were constructed, reducing operating noise especially during the night.<ref>{{Cite web |last=Anemüller |first=Stephan |date=25 May 2021 |title=Neue Heimat für 64 Stadtbahnen |url=https://blog.kvb-koeln.de/neue-heimat-fuer-64-stadtbahnen |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |archive-date=18 September 2021 |archive-url=https://web.archive.org/web/20210918071925/https://blog.kvb-koeln.de/neue-heimat-fuer-64-stadtbahnen }}</ref>

==== West ====
The depot at Scheidweilerstr. exists since 1924 when the old depot, that stood where the Aachener Weiher now is, was destroyed. After World War 2, the depot was almost completely destroyed and for the time, depots Sülz and Ost were used. In 1961 to 1964 the depot as it now is was built. The depot is known as the heart of the KVB, because the control room is situated there, as well as customer service and management. In total, about 1200 employees work at the depot and the surrounding offices. The depot has space for 60 of the trains used on lines 1, 5, 7 and 13. In 2004 and 2005, the management building was renovated and 2 new buildings were built, and in 2021 the old tracks from the 1960s were replaced. The control room is one of the most modern ones in Europe since its renovation in 2014.<ref name="current depots" />

==== Merheim ====
The depot in Merheim, that opened in 1994, is the biggest and most modern, with space for 140 trains in an area of about {{Convert|8000|m2|sqyd|abbr=on}}, and 120 employees working there. After its opening the former depots East and Thielenbruch were closed. Nearly all trains, especially on lines 3 and 4, are stored and serviced here.<ref name="current depots" />

==== Stadium ====
The parking facility at the [[RheinEnergieStadion]] was built along with the sport facilities in 1923 with 8 tracks, and has since been modernized several times. It's mainly used to provide trains to visitors of sport events and some trains only used during peak hours.<ref name="current depots" />

==== Porz ====
Just behind Porz Markt station there are two tracks were the trains running to the university in the morning are parked.

==== Zündorf ====
At the south end of line 7 there's a single track for parking created in 2000. It's necessary because going there from Betriebshof West or Merheim is time-consuming and complicated, the parking facility in Porz is to small and former depots in Deutz and Porz were closed.<ref name="current depots" />

==== Deutz ====
The quad-tracked underground parking facility Deutz is just east of Bahnhof Deutz/Messe station, and was created together with the tunnel in 1983. The plans to rebuild Merheim and close Betriebshof Deutz were concrete enough already, that this parking facility was deemed necessary.<ref name="current depots" />

==== Merkenich ====
Only in 2005 a parking facility was created at the terminus of line 12 in Merkenich for trains of lines 12 and 15, because of the long time required to get there from other depots. It was built double-tracked with space for six trains per track, and was extended in 2013 with a third track, but the first track is now used to turn the trains around, while only the 2nd and 3rd are used for parking. The trains of line 15 parking here depart as line 15 in the morning, but serve line 12's route until Wilhelm-Sollman Straße, where lines 12 and 15 join. These additional services on line 12's route are not explicitly mentioned on timetables.<ref name="current depots" />

=== Former depots ===

==== Maximinenstraße ====
In Maximinenstraße there were two depots: Starting 1877 it was the main depot, workshop and office of the first horsecar system, but an expansion of the [[Köln Hauptbahnhof|Centralbahnhof]] forced it to close in 1886. In 1888 another depot was built in Maximinenstraße, that was closed in 1902 because it was deemed to small in the electrification of the system.<ref name="former depots" />

==== Kalk ====
The depot in Kalk was also opened in 1877, housing the horses and wagons of the horsecar between Deutz and Kalk, which both didn't formally belong to Cologne at that point. When the much larger Ost-Bahnhof in Deutz was opened in 1902, the depot was closed.<ref name="former depots" />

==== Nippes ====
The depot in Nippes served the horsecar lines to Nippes and Sechzig, but had to be closed in 1903 because it was to small for the electrification.<ref name="former depots" />

==== West ====
The former Betriebshof West was built in 1877 for services to Melaten and Lindenthal, and upgraded in 1902 for use with electric vehicles. The old depot was located at the junction of Dürener Straße/(Innere) Kanalstraße and was torn down when the Aachener Weiher was constructed in 1923. Only a year later the current Betriebshof West in Scheidtweiler Straße was opened, keeping the wooden halls from the old site which later burnt down due to bombing during World War 2.<ref name="former depots" />

==== Ehrenfeld ====
The depot in Gutenbergstraße was also constructed in 1877 for the service to Ehrenfeld, and was one of the few that had enough space to be upgraded in the electrification in 1901. During World War 2 it was damaged so badly, that it was closed in 1944.<ref name="former depots" />

==== ''Süd'' (South) ====
The last depot opened in 1877 was located at Koblenzer Straße in Bayenthal, where it first housed horsecars and later electric trams. The depot was modernized regularly to keep up with new vehicle technologies, but starting in the 1950s the increasingly larger vehicles were parked and serviced in depots West and ''Ost'' more and more, until the depot sharply reduced train operation in 1967, serving only for some parking during the night. A few years later the depot was only used for buses until it closed entirely in 1996.<ref name="former depots" />

==== Mülheim ====
In 1889 a depot was built in Kranenstraße, but was to small for the electrification in 1902, and closed. The original building still exists today.<ref name="former depots" />

==== Rodenkirchen ====
Rodenkirchen saw the smallest depot of the KVB ever from 1883 to 1902. The just {{Convert|600|m2|sqyd|abbr=on}} big area had space for just four wagons and nine horses, as well as beds for the personnel, but it was probably only used by one horsecar at a time.<ref name="former depots" />

==== Weißbüttengasse ====
Located in Altstadt-Süd, the depot was opened in 1885. The building had a two-story hall, with offices on the second floor for the management, which moved there after Maximinenstraße was closed. Due to space constraints, only trains of line 18 were parked there when the depot closed in 1933. The offices were still used until 1943 when the building was destroyed in World War 2.<ref name="former depots" />

==== ''Nord'' (North) ====
In 1888 the depot at Rhieler Straße, opposite to the zoo, was opened, and in 1901 it was electrified and got an access from the Rhine's shore, but it housed the last horsecars until 1907. The workshop was closed in 1923 and moved to Merheim (now Weidenpesch). Starting 1950 only buses were parked here, and in 1956 the depot was closed.<ref name="former depots" />

==== ''Ost'' (East) ====
The depot was opened in 1902 for electric trams at Deutz-Kalker Straße in Deutz, and until its closure in 1994, when the depot in Merheim made it obsolete, the depot was modernized countless times. Today the space is used by the [[Kölner Haie]].<ref name="former depots" />

==== Merheim left-rhenish (Weidenpesch) ====
The old depot in Weidenpesch, which was called Merheim until 1952, was opened in 1902 in Jesuitengasse, and closed in 1969.<ref name="former depots" />

==== Thielenbruch ====

{{see also|Thielenbruch station}}
The depot in Thielenbruch was opened in 1902 to serve the ''Vorortbahn'' C, later G, to Bergisch Gladbach. In 1926 the depot was expanded with a second hall, and is under preservation since 1985. It was one of few depots that weren't damaged badly during World War 2, and was closed in 1994 because the new depot Merheim opened and expansion was difficult due to the preservation. The history of the depot doesn't end here though, as one hall was converted to the terminus of (now) lines 3 and 18, and in 1997 a museum opened in the other hall where the historical horsecars, trams and trains of the system are shown.<ref name="former depots" />

==== Porz ====
The depot in Porz was opened in 1909 where now Porz Markt station is located, but the area was limited by Goethestraße in the east and rail tracks in the West. In 1973 train operations were stopped, and in 1975 it was closed.<ref name="former depots" />

==== Bensberg ====
In 1913 a depot was opened at the former terminus Bensberg, that's now called Im Hoppenkamp. Starting 1945 no trains spent their time here, and in 1961 the hall that once had 4 tracks of which one had remained, was destroyed and replaced by 3 outdoor tracks. This new parking space was not needed technically, but it was built anyways to attract potential new personnel from Bergisch Gladbach by providing a close by depot. It was closed in 1967. In this place the tunnel to the current terminus Bensberg was started in 1996.<ref name="former depots" />

==== Mülheim ====
The second depot in Mülheim was opened in 1913 by the Mülheimer Kleinbahnen, because Mülheim only became part of Cologne the next year. After the city took over the Mülheimer Kleinbahnen in 1933, the depot was mainly used for the ''Vorortbahn'' O. Between 1936 and 1941 the depot was closed and used as storage, and after that it was reopened to be a reserve in case Betriebshof Ost would become inoperable by bombing. In 1958 the depot became unnecessary and was closed.<ref name="former depots" />

==== Sülz ====
In 1927 a depot was opened at Hermeskeiler Platz where now the terminus of line 9 is located, and for a short time it was the largest Betriebshof on European mainland. In World War 2 large parts of it were destroyed, and afterwards two previous tracks were used for [[trolleybus]]es that were tested in the 1950s. Because of its location in a residential area, there was no space for expansion and residents often complained about the noise. Due to these problems, the depot was closed in 1986.<ref name="former depots" />

== Technology ==
{{more citations needed|section|date=September 2022}}

Like most German Stadtbahn systems, [[Standard-gauge railway|standard-gauge]] and [[overhead line]] are used. The wires are supplied with 800 [[Volt|V]] [[Direct current|DC]],<ref name="electrification" /> and the trains are made for 750 V DC.<ref name="control room">{{Cite web |title=Leitstelle |trans-title=Control room |url=http://www.kvb-koeln.de/german/unternehmen/kvb/leitstelle.html |url-status=dead |archive-url=https://web.archive.org/web/20151105194742/http://www.kvb-koeln.de/german/unternehmen/kvb/leitstelle.html |archive-date=5 November 2015 |website=Kölner Verkehrs-Betriebe AG |language=de}}</ref> Due to the beginning of the system as a tram, the tracks feature small curve radiuses of down to {{Convert|25|m|ft|abbr=on}}; other systems like the [[Stuttgart Stadtbahn]] use radiuses of at least {{Convert|50|m|ft|abbr=on}}. The trains use the maximum legal width of vehicles on streets of {{Convert|2.65|m|ft|abbr=on}}. In most trains there are groups of 4 seats, but the newer K4500 and K5000 use some row-seating. The platform height is {{Convert|35|cm|in|abbr=on}} (low-floor network) and {{Convert|90|cm|in|abbr=on}} (high-floor network) above the rails. All platforms are built for a {{Convert|54|m|ft|abbr=on}} long [[Multiple unit|double-units]], with the smallest platforms being {{Convert|50|m|ft|abbr=on}} long requiring an exact stop. The longest platforms are on the underground station Fuldaer Straße, which is {{Convert|110|m|ft|abbr=on}} long.

=== Signalling and train protection ===
[[File:KVB Sig607 Boltensternstrasse.JPG|thumb|288x288px|A signal showing yellow and the [[train stop]] below]]
On most surface tracks, line-of-sight operation is used. The surface signals can indicate one of three things, though not all signals have all indications installed.

* Horizontal bar: Stop
* Vertical bar: Proceed straight ahead
* Diagonal bar: Proceed to the right/left

In the tunnels, on the elevated track and on some surface right-of-ways, signalling and [[Train protection system|train protection]] are used. On KVB tracks the maximum speed is {{Convert|70|km/h|mph|abbr=on}} even with these installed, while on HGK tracks up to {{Convert|100|km/h|mph|abbr=on}} are allowed, but never achieved because the trains only allow up to {{Convert|80|km/h|mph|abbr=on}}. The signals have three indications:

* Green: Proceed
* Yellow: Expect stop at next signal
* Red: Stop

In the city center tunnel, sometimes the yellow signal is used together with speed signal "2", allowing entering a partially blocked segment with up to {{Convert|20|km/h|mph|abbr=on}} to allow smaller distances between trains.

On all lines there is a kind of [[Punktförmige Zugbeeinflussung|PZB]] in use, where the inductors are located between the tracks instead of next to them like standard PZB. On the HGK lines, additional PZB equipment for freight trains is installed.<ref name="control room" /><ref>{{Cite web |last=Anemüller |first=Stephan |date=28 February 2022 |title=Signale und Zeichen der KVB – eine Einführung |trans-title=Signals of the KVB – an introduction |url=https://blog.kvb-koeln.de/signale-und-zeichen-der-kvb-eine-einfuehrung |url-status=live |access-date=28 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=1 March 2022 |archive-url=https://web.archive.org/web/20220301081734/https://blog.kvb-koeln.de/signale-und-zeichen-der-kvb-eine-einfuehrung }}</ref>

=== Passenger information ===
[[File:Großflächenanzeiger Breslauer Platz, Stadtbahn Köln-4140.jpg|thumb|Large display at [[Breslauer Platz/Hbf station]]]]
All Stadtbahn trains have speakers to play announcements, and in the 1970s the trams were retrofitted with these as well. Since the 1990s all trains are fitted with at least two displays showing the next station, or while in a station, the terminus. Because the recorded announcements became increasingly pieced together with every timetable change, they were all newly recorded in 2003. In 2010, after a previous test on line 13, the announcements on the east–west lines (1, 7, 9) got a larger amount of information with all possible connections (Stadtbahn, bus, regional- and intercity trains) being announced. Also for the first time in Cologne's history, the announcements on some important stations like [[Köln Messe/Deutz station|Bahnhof Messe/Deutz]] were also done in English, but only giving important info for tourists, but these are no longer in use. Since 1 December 2012 all announcements include the connections, and are [[Speech synthesis|computer generated]]. Because of the amount of side-platforms, the exit side is only announced when it is on the left side.<ref>{{Cite web |last=Weiß |first=Regina |date=2 May 2018 |title=Wie kommt eigentlich die Ansage in Bus und Bahn? |url=https://blog.kvb-koeln.de/wie-kommt-eigentlich-die-ansage-in-bus-und-bahn |url-status=live |access-date=28 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=27 October 2021 |archive-url=https://web.archive.org/web/20211027164844/https://blog.kvb-koeln.de/wie-kommt-eigentlich-die-ansage-in-bus-und-bahn }}</ref>

Beginning with the stations of the city center tunnel, the other stations following step-by-step, they were first equipped with digital platform displays capable of showing the next 2 trains and a line of other information. In the 2000s these were replaced by new, bigger displays capable of 3 trains and one line of information, with some playing back an audible announcement at the station when a train enters the station. Interchange stations have larger displays, that show departures of all lines on all platforms. Since February 2021, these are getting replaced again with even larger displays capable of showing more trains, and will be capable of showing videos once a system update planned for mid 2022 is installed, for example to suggest passengers alternative routes when a train is cancelled. In a further step the displays inside the trains will be replaced by similar displays as well.<ref name="history 2005" /><ref>{{Cite web |date=28 February 2020 |title=PM DFI-Anzeiger |trans-title=Press report DFI-displays |url=https://www.kvb.koeln/unternehmen/presse/pressemitteilungen.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=1582 |url-status=live |access-date=27 July 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=28 July 2022 |archive-url=https://web.archive.org/web/20220728143540/https://www.kvb.koeln/unternehmen/presse/pressemitteilungen.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=1582 }}</ref><ref>{{Cite web |title=ITCS: Verbesserte Informationen für KVB-Kunden |trans-title=ITCS: Better information for KVB-clients |url=https://www.kvb.koeln/unternehmen/projekte/itcs/index.html |url-status=live |access-date=28 July 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=28 July 2022 |archive-url=https://web.archive.org/web/20220728143541/https://www.kvb.koeln/unternehmen/projekte/itcs/index.html }}</ref>

==See also==
* [[Transportation in Cologne]]
* [[List of Cologne KVB stations]]
* [[List of rapid transit systems]]

== References ==

===Inline citations===
{{Reflist}}

===Books===
* {{cite book| first=Christoph| last=Groneck| title=Köln/Bonn Stadtbahn Album| publisher=Robert Schwandl Verlag| year=2005| isbn=3-936573-07-7}}
* {{cite book| first1=Dieter| last1=Höltge| first2=Axel| last2=Reuther| title=Straßen- und Stadtbahnen in Deutschland Band 7: Köln, Düren, Aachen| publisher=EK-Verlag| year=2001| isbn=3-88255-338-3| language=de}}
* {{cite book| editor1-first=Doris| editor1-last=Lindemann| editor2-first=Kölner| editor2-last=Verkehrs-Betriebe| title=Kölner Mobilität - 125 Jahre Bahnen und Busse| publisher=Du Mont Verlag| year=2002| isbn=3-8321-7177-0| language=de}}

== External links ==
{{Commons category|Stadtbahn Köln}}
* [http://www.kvb.koeln/en Kölner Verkehrsbetriebe Homepage in English]
* [https://www.kvb.koeln/fahrtinfo/fahrplanauskunft/index.html Kölner Verkehrsbetriebe Timetable Search]
* [https://www.vrs.de/en/drive/timetable-service Transit Authority Timetable Search in English]
* [http://www.nord-sued-stadtbahn.de/ Official Homepage for the Nord-Süd-U-Bahn Construction Project (in German only)]
{{Stadtbahn systems}}
{{Urban public transport in Germany}}

{{Authority control}}

[[Category:Transport in Cologne]]
[[Category:Light rail in Germany]]
[[Category:Tram transport in Germany]]
[[Category:Underground rapid transit in Germany]]

Cologne Stadtbahn

2023-05-08T20:05:19Z

Jan Lukas 22: /* City Center */ Add new possibility of a tunnel to Melaten

{{short description|Light rail system in Cologne, North Rhine-Westphalia, Germany}}
{{Use dmy dates|date=February 2023}}
{{Infobox public transit
| box_width = 300px
| name = Cologne Stadtbahn
| image = KVB logo.svg
| alt = KVB logo
| imagesize = 50px
| image2 = KVB4076_Severinsbruecke.jpg
| caption2 = Light rail trainset in front of the river [[Rhine]] and [[Cologne Cathedral]]
| owner = [[Kölner Verkehrs-Betriebe]]
| locale = [[Cologne]] (Köln) [[Germany]]
| transit_type = [[Light rail]] ([[Stadtbahn]])
| lines = 12
| stations = 236
| ridership = 594,520 (2019)<ref name="statistik">{{cite web |url=https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html |title=Kölner Verkehrs-Betriebe AG |publisher=kvb.koeln |access-date=4 July 2022 |archive-url=https://web.archive.org/web/20220618102453/https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html |archive-date=18 June 2022 |url-status=live }}</ref>
| annual_ridership = 217,000,000 (2019)<ref name="statistik" />
| website = [https://www.kvb.koeln/ www.kvb.koeln]
| began_operation = 1877 (horsecar)
1900 (electric tram)<ref name="history 1877">{{cite web |url=https://www.kvb.koeln/unternehmen/geschichte/1876.html |title=KVB-Geschichte von 1877 bis 1949 |publisher=kvb.koeln |access-date=4 July 2022 |archive-url=https://web.archive.org/web/20210507081801/https://www.kvb.koeln/unternehmen/geschichte/1876.html |archive-date=7 May 2021 |url-status=live |language=de}}</ref>
1968 (Stadtbahn)<ref name="history 1950">{{Cite web |title=KVB-Geschichte von 1950 bis 1984 |trans-title=KVB-History from 1950 to 1984 |url=https://www.kvb.koeln/unternehmen/geschichte/1950.html |url-status=live |archive-url=https://web.archive.org/web/20210507081843/https://www.kvb.koeln/unternehmen/geschichte/1950.html |archive-date=7 May 2021 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref>
| operator = [[Kölner Verkehrs-Betriebe]] (KVB)
| vehicles = 382 (2019)<ref name="statistik" />
| train_length = {{convert|60|m|ft|sp=us}}
| system_length = {{convert|198.5|km|mi|sp=us}} (2019)<ref name="statistik" />
| track_gauge = {{RailGauge|sg|allk=on}}
| minimum_radius_of_curvature = 
| el = 750<ref name="electrification">{{Cite web |last=Zeidler-Goll |first=Susanne |date=23 February 2016 |title=Wie kommt der Strom in die Bahn? |url=https://blog.kvb-koeln.de/wie-kommt-der-strom-in-die-bahn |url-status=live |archive-url=https://web.archive.org/web/20220118143455/https://blog.kvb-koeln.de/wie-kommt-der-strom-in-die-bahn |archive-date=18 January 2022 |access-date=4 July 2022 |language=de }}</ref> [[Volt|V]] [[Direct current|DC]] [[overhead line]]
| average_speed = {{convert|25.9|km/h|mph|abbr=on}} (2019)<ref name="statistik" />
| top_speed = 
| map = [[File:KVB Netz.svg|290px]]
| map_name = KVB system map
| map_state = collapsed
| caption = KVB logo
}}

The '''Cologne Stadtbahn''' is a [[light rail]] system in the [[Germany|German]] city of [[Cologne]], including several surrounding cities of the [[Cologne Bonn Region]] ([[Bergisch Gladbach]], [[Bonn]], [[Bornheim (Rheinland)|Bornheim]], [[Brühl (Rhineland)|Brühl]], [[Frechen]], [[Hürth]], [[Leverkusen]]-Schlebusch, [[Wesseling]]). The term ''[[Stadtbahn]]'' denotes a system that encompasses elements of [[tram]]s as well as an [[Rapid transit|underground railway]] network (''[[Rapid transit in Germany#U-Bahn|U-Bahn]]'') and [[interurban]] rail, even including three lines that are licensed as [[heavy rail]] and used by [[freight train]]s as well as Stadtbahn vehicles. Two of these lines connect the Cologne Stadtbahn to the [[Bonn Stadtbahn]]. These lines (16 and 18) are jointly operated by both cities' transport authorities, resulting in both systems and the lines connecting them sometimes collectively referred to as ''Stadtbahn Rhein-Sieg''.

The Cologne Stadtbahn is operated by the [[Kölner Verkehrs-Betriebe|Kölner Verkehrsbetriebe]] (KVB) and the Bonn Stadtbahn is operated by the Stadtwerke Bonn (SWB – City of Bonn Utilities Division). The KVB and SWB are members of the [[Verkehrsverbund Rhein-Sieg]] (VRS – Rhein-Sieg Transit Authority), formed in 1987 to consolidate the transit authorities in the metropolitan Cologne area and operate a joint fare structure.<ref name="VRS members">{{Cite web |title=Wir fahren Sie... |trans-title=We transport you... |url=https://www.vrs.de/der-vrs/verkehrsunternehmen/wir-fahren-sie |url-status=live |archive-url=https://web.archive.org/web/20200612111848/https://www.vrs.de/der-vrs/verkehrsunternehmen/wir-fahren-sie |archive-date=12 June 2020 |access-date=6 May 2020 |website=VRS |language=de}}</ref><ref name="history 1985" /> There are [[List of Cologne KVB stations|236 stations]] along {{Convert|199|km|mi|abbr=on}} of tracks,<ref>{{Cite web |date=June 2022 |title=KVB Geschäftsbericht 2021 |url=https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=3936 |url-status=live |access-date=9 August 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=9 August 2022 |archive-url=https://web.archive.org/web/20220809124034/https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=3936 }}</ref> of which 42 are underground in {{Convert|28|km|mi|abbr=on}} of tunnels.

== History ==
[[File:Station Äußere Kanalstraße.JPG|thumb|The Cologne Stadtbahn at [[Rochusplatz]] station]]

=== Horsecar and tram (1877 – 1960s) ===
The Cologne Stadtbahn traces its history to the first [[horsecar]] lines that started operating in 1877. Within a few years, several companies had built an extensive network. Because none of these companies showed interest in electrifying their lines, the city of Cologne bought them on 1 January 1900, and by 1907 all horsecar lines had been electrified or replaced by other services.<ref name="history 1877" /> Additional lines were built until 1912, including ''Vorortbahnen'' to surrounding villages outside the city limits. Outside the city center, these lines had segregated [[Right-of-way (transportation)|right-of-way]] and were more similar to "real" railroads than to trams.<ref name=USDT>{{cite book|title=Light Rail Transit: A State of the Art Review|url=https://books.google.com/books?id=yJJKFV0uwHQC&pg=PA52|year=1976|publisher=U.S. Department of Transportation, Urban Mass Transportation Administration, Office of Policy and Program Development|pages=52–56|access-date=11 January 2020|archive-date=5 July 2022|archive-url=https://web.archive.org/web/20220705142226/https://books.google.com/books?id=yJJKFV0uwHQC&pg=PA52|url-status=live}}</ref>

The dense tram network in the city center that had been present before [[World War II]] was only partially rebuilt afterwards, and the [[Köln Hauptbahnhof|''Hauptbahnhof'']] (Central Station) was not linked to important places like [[Neumarkt (Cologne)|Neumarkt]] and [[Heumarkt]] for the time being. This was partly due to the plans to make Cologne a [[Automotive city|car friendly city]] which meant that old tramways (like the north–south one) were replaced by bus service; and also due to the planned widening of vehicles which wouldn't have fit through some of the narrow streets previously served by trams. Another question was the connection between the two banks of the [[Rhine]] which had been provided by the [[Hohenzollern Bridge|Hohenzollern-]], [[Mülheim Bridge, Cologne|Mülheim-]] and [[Deutz Suspension Bridge|Deutzer Brücke]], that were all destroyed during the war. A decision was taken to dedicate the Hohenzollern Bridge solely to interregional services, while the new [[Severins Bridge]] was only finished in 1959, allowing a restructuring of tram lines.<ref name="reconstruction ww2">{{Cite web |title=Wiederaufbau und Neugestaltung |trans-title=Reconstruction and redesign |url=https://koeln-magazin.info/geschichte/wiederaufbau-und-neugestaltung-in-koeln-nach-dem-2-weltkrieg |url-status=live |archive-url=https://web.archive.org/web/20220122192400/https://koeln-magazin.info/geschichte/wiederaufbau-und-neugestaltung-in-koeln-nach-dem-2-weltkrieg |archive-date=22 January 2022 |access-date=5 July 2022 |website=Köln Magazin |language=de}}</ref><ref name="50 years underground">{{Cite web |date=11 October 2018 |title=Broschüre 50 Jahre U-Bahn |trans-title=Brochure 50 years U-Bahn |url=https://www.kvb.koeln/unternehmen/presse/publikationen/broschueren.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=770 |url-status=live |archive-url=https://web.archive.org/web/20220706145650/https://www.kvb.koeln/unternehmen/presse/publikationen/broschueren.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=770 |archive-date=6 July 2022 |access-date=5 July 2022 |website=kvb.koeln |language=de}}</ref>

=== Upgrade to a Stadtbahn (1960s – now) ===
Already in 1956, the [[Transportation planning|transportation plan]] of the city council intended a newly built tunnel through the city center in the north–south direction. An overground routing along the Nord-Süd-Fahrt (North-South-Road) would not have served many central areas and was rejected. The tunnel was not planned as a [[Rapid transit|''U-Bahn'']] as in many other cities, but rather as an [[Premetro|underground tram]]. This meant a design similar to overground trams with small turning radii, short distances between stops and low-floor platforms. At the end of the tunnels the trains were supposed to run as trams on the streets again, but in many places the trams were already separated from car traffic anyways. For this type of system – tunnels in highly congested areas, elsewhere mostly on or next to streets – the term [[Stadtbahn]] was later created. Similar concepts to separate rail and car traffic were later used in many cities in [[North Rhine-Westphalia]] and adjacent foreign cities ([[Brussels]], [[Antwerp]]).<ref name="50 years underground" />

The term Stadtbahn is not regularly used, as the system is mostly referred to as ''U-Bahn'' and sometimes ''Straßenbahn'' (tram) by officials and the KVB, and most underground stations are also marked by a big white U on blue background which refers to ''U-Bahn''. Most people in Cologne speak about the ''U-Bahn'' or ''Straßenbahn'', or just about the train or the KVB.<ref name="50 years underground" />

When construction of the first tunnel started in 1963, there was no promise of the state NRW or the federal government to finance the project, and in the worst case the city would have had to pay completely on their own. With this background, the building of the Innenstadttunnel (city center tunnel) was begun. The tunnel opened in parts between 1968 and 1970 and was designed to be continued later, when more money and higher demand could make it necessary. This was the reason why no traditional ''U-Bahn'' (metro) was built in Cologne, which is as of 2023 the [[List of cities in the European Union by population within city limits|largest city in Europe]] not to have one. Nearly all tunnels completed afterwards aren't new routes, but rather overground sections of existing lines moved to the underground.<ref name="50 years underground" />

Beneficial to the expansion of the Stadtbahn were the ''Vorortbahnen'' that mostly ran on the right side of the Rhine and usually had their own [[Right-of-way (traffic)|right-of-ways]]. Another advantage was the previous use of {{Convert|2.5|m|ftin|abbr=on}} wide trains instead of the usual {{Convert|2.3|m|ftin|abbr=on}} other cities used for their trams, which made the adjustment for the new {{Convert|2.65|m|ftin|abbr=on}} wide [[Stadtbahnwagen B]] easier.{{Citation needed|date=January 2023}}

After the ''[[Vorgebirgsbahn]]'' of the ''[[Köln-Bonner Eisenbahnen]]'' started serving [[Barbarossaplatz station|Barbarossaplatz]] over Luxemburger Straße in 1898,<ref name="line 18">{{Cite web |last=Weiß |first=Regina |date=26 January 2021 |title=Linie 18: Vom Weißkohl-Bauern-Express zur Stadtbahn Nr. 1 |trans-title=Line 18: From cabbage-farmer-express to Stadtbahn #1 |url=https://blog.kvb-koeln.de/linie-18-vom-weisskohl-bauern-express-zur-stadtbahn-nr-1 |url-status=live |archive-url=https://web.archive.org/web/20210918022705/https://blog.kvb-koeln.de/linie-18-vom-weisskohl-bauern-express-zur-stadtbahn-nr-1 |archive-date=18 September 2021 |access-date=5 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> the ''[[Rheinuferbahn]]'' used rail tracks of the trams from its start in 1906,<ref name="line 16">{{Cite web |last=Anemüller |first=Stephan |date=21 November 2017 |title=Linie 16 – eine Bahn mit Geschichte |trans-title=Line 16 – a line with history |url=https://blog.kvb-koeln.de/linie-16-eine-bahn-mit-geschichte |url-status=live |archive-url=https://web.archive.org/web/20210918004541/https://blog.kvb-koeln.de/linie-16-eine-bahn-mit-geschichte |archive-date=18 September 2021 |access-date=5 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> beginning the mix of trams and interregional rail. The ''[[Köln-Frechen-Benzelrather Eisenbahn]]'', which opened in 1893, was modified from [[Metre-gauge railway|metre-gauge]] to [[Standard-gauge railway|standard-gauge]] in 1914, and has been operated by the KVB since 1955 using [[Eisenbahn-Bau- und Betriebsordnung|EBO]] certified vehicles.<ref name="line 7">{{Cite web |last=Anemüller |first=Stephan |date=31 January 2017 |title=Linie 7: An der Sonne und über die Grenzen der Stadt |trans-title=Line 7: At the sun and beyond the city's limits |url=https://blog.kvb-koeln.de/linie-7-an-der-sonne-und-ueber-die-grenzen-der-stadt |url-status=live |archive-url=https://web.archive.org/web/20220118142810/https://blog.kvb-koeln.de/linie-7-an-der-sonne-und-ueber-die-grenzen-der-stadt |archive-date=18 January 2022 |access-date=5 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> The integration of the ''Rheinuferbahn'' and ''Vorgebirgsbahn'' was already planned in the mid-1960s, but had to be put off due to a lack of vehicles that could run on interregional rail and partially tunneled Stadtbahn.

As seen in other cities, the changing ideas on efficient traffic systems lead to differing needs for the system. An example of this is the length of the platforms. While the first platforms were designed for two coupled {{Convert|30|m|ft|abbr=on}} wagons, later the state NRW required space for three or sometimes four Stadtbahnwagen B, which lead to platforms of up to {{Convert|110|m|ft|abbr=on}} in length. The usually much shorter overground platforms currently only allow two wagons of collective {{Convert|58|m|ft|abbr=on}} length. Another changing factor was the routing itself: the curve radii were enlarged and at-grade crossings avoided. The outer parts of the tunnel network are designed for up to {{Convert|70|km/h|mph|abbr=on}}, but the distance between stations is more similar to the previous tram network, which is why the top speed is rarely reached.

There is no plan for the final state of the network as in the U-Bahn of [[Berlin U-Bahn|Berlin]], [[Munich U-Bahn|Munich]] or [[Nuremberg U-Bahn|Nuremberg]]. The lines and tunnels were built in the order which made most sense to relieve traffic at the time. Because of this and the financial insecurity if the state or federal government would finance more projects, many ramps going from the tunnels to the overground were built only provisorily to enable a later continuation of the tunnels, but no underground stations were designed to become multi-level stations serving different directions.

Initially the mixed use of trams and Stadtbahnen only allowed for low-floor platforms with a height of {{Convert|35|cm|in|abbr=on}}, which meant that the high-floor Stadtbahnen had to be (and still are) equipped with stairs. In 1985 the first part of the network was built that was only accessible for high-floor trains with a platform height of {{Convert|90|cm|in|abbr=on}}.

Since the summer of 2006, no more trams are in use in Cologne.<ref name="history 2005" /> But in the 1990s, the city council had decided to only convert part of the network for use with high-floor trains, that has since been upgraded almost completely. The first few lines were converted to low-floor operations in 1994, another few in 2003. This led to the curiosity that at some platforms the earlier-built escalators don't end at platform level, but a few steps above it, as it had been intended to raise those platforms to {{Convert|90|cm|in|abbr=on}}.<ref name="history 1985" />

Underground construction in downtown Cologne, one of [[Germany]]'s oldest cities, is often obstructed by [[archeologist]]s' legal rights to dig in all future building sites within the medieval city limits before all heavy construction machinery.<ref name="archaeology">{{Cite web |last=Schmitz |first=Alfried |title=Archäologie: "ZeitTunnel" Köln |trans-title=Archaeology: "TimeTunnel" Cologne |url=https://www.planet-wissen.de/geschichte/archaeologie/methoden_der_archaeologie/pwiegrabungenunterderstadtdasprojektzeittunnelinkoeln100.html#Bauprojekt |url-status=live |archive-url=https://web.archive.org/web/20210319052611/https://www.planet-wissen.de/geschichte/archaeologie/methoden_der_archaeologie/pwiegrabungenunterderstadtdasprojektzeittunnelinkoeln100.html#Bauprojekt |archive-date=19 March 2021 |access-date=4 July 2022 |website=planet-wissen.de |date=11 December 2019 |language=de}}</ref>

== Current routes ==
[[File:KVB Friesenplatz.jpg|thumb|Entrance to [[Friesenplatz (KVB)|Friesenplatz station]] on [[Hohenzollernring]]]]
[[File:Technical map2.png|thumb|Technical map]]
[[File:KVB2306 Appellhofplatz.jpg|thumb|Appellhofplatz/Breite Straße station before renovation]]
Because the light rail network evolved from the tram network instead of replacing it, there were numerous stations served by both light rail and tram vehicles for almost three decades. While high platforms for step less entry into light rail vehicles could be built on the outer branches, stations in the city center had to have low platforms to support trams as well. The introduction of [[low-floor]] technology in the early 1990s promised wheelchair-accessible entry throughout the network without having to build several hundred high platforms. To allow the introduction of low-floor trains without having to demolish existing high platforms, the network was divided into two sub-networks of different floor heights.<ref name="history 1985" />

On weekdays, all lines are served in 5 to 10 minute intervals from 6 am to 8 pm, with little or no service between around 1 am and about 4.30 am, and usually 15 minute intervals in the early night and early morning, as well as on Sundays. On weekends, there is an hourly service throughout the night. Because several lines overlap on the routes through the city center, some stations are served by up to 30 trains per hour in each direction.

{| class="wikitable"
|-
! !! route !! length !! avg. speed
|-
| style="background:#{{rcr|Cologne Stadtbahn|1}}; color:#fff; text-align:center;"| '''1''' || [[Köln-Weiden West station|Weiden West]] – Junkersdorf – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – [[Kalk Post (KVB)|Kalk Post]] – [[Kalk Kapelle (KVB)|Kalk Kapelle]] – Brück – Refrath – [[Bensberg (KVB)|Bensberg]] during peak hours 5-minute intervals Junkersdorf–Brück|| {{convert|26.5|km|mi|abbr=on}}<ref name="line 1" />|| {{convert|27.2|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|3}}; color:#fff; text-align:center;"| '''3''' || [[Bocklemünd Görlinger-Zentrum (KVB)|Görlinger-Zentrum]] – Mengenich – Bocklemünd – Bickendorf – [[Köln-Ehrenfeld station|Bf Ehrenfeld]] – [[Köln West station|Bf West]] – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – Buchheim – Holweide – [[Thielenbruch (KVB)|Thielenbruch]] off-peak service ends at Holweide|| {{convert|20.1|km|mi|abbr=on}} || {{convert|26.2|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;"| '''4''' || Bocklemünd – Bickendorf – [[Köln-Ehrenfeld station|Bf Ehrenfeld]] – [[Köln West station|Bf West]] – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – Mülheim, Wiener Platz – Dünnwald – Schlebusch evening service starts at Bickendorf|| {{convert|21.5|km|mi|abbr=on}} || {{convert|28.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|5}}; color:#fff; text-align:center;"| '''5''' || Sparkasse Am Butzweilerhof – Ossendorf – Neuehrenfeld – [[Köln West station|Bf West]] – [[Köln Hauptbahnhof|Dom/Hbf]] – [[Rathaus (KVB)|Rathaus]] – [[Heumarkt (KVB)|Heumarkt]]|| {{convert|10.3|km|mi|abbr=on}} || {{convert|20.4|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|7}}; color:#fff; text-align:center;"| '''7''' || Frechen – Marsdorf – Braunsfeld – [[Neumarkt (KVB)|Neumarkt]] – Poll – Porz – Zündorf Frechen–Braunsfeld served in 20-minute intervals except for peak hours || {{convert|25.5|km|mi|abbr=on}} || {{convert|25.5|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|9}}; color:#fff; text-align:center;"| '''9''' || Sülz – [[University of Cologne|Universität]] – [[Köln Süd station|Bf Süd]] – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – [[Kalk Post (KVB)|Kalk Post]] – [[Kalk Kapelle (KVB)|Kalk Kapelle]] – Ostheim – [[Königsforst (KVB)|Königsforst]] 5-minute intervals Universität–Bf Deutz except for school holidays|| {{convert|15.4|km|mi|abbr=on}}<ref name="line 9">{{Cite web |last=Pesch |first=Matthias |date=16 August 2016 |title=Meine Linie: die Linie 9 |trans-title=My line: line 9 |url=https://blog.kvb-koeln.de/meine-linie-die-linie-9 |url-status=live |access-date=17 February 2023 |website=Der Unternehmensblog der KVB |language=de |archive-date=9 December 2022 |archive-url=https://web.archive.org/web/20221209164916/https://blog.kvb-koeln.de/meine-linie-die-linie-9 }}</ref>|| {{convert|25.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|12}}; color:#fff; text-align:center;"| '''12''' || Merkenich – Niehl – [[Ebertplatz (KVB)|Ebertplatz]] – [[Köln-Hansaring station|Hansaring]] – Ringe – [[Zollstock]] Merkenich–Niehl served in 20-minute intervals from 9am to 1pm || {{convert|16.5|km|mi|abbr=on}} || {{convert|22.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;"| '''13''' || [[Sülzgürtel (KVB)|Sülzgürtel]] – Aachener Str. – [[Köln-Ehrenfeld station|Bf Ehrenfeld]] – Gürtel – [[Köln-Mülheim station|Bf Mülheim]] – Buchheim – Holweide || {{convert|16.2|km|mi|abbr=on}}<ref name="line 13" />|| {{convert|28.9|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|15}}; color:#fff; text-align:center;"| '''15''' || [[Chorweiler (KVB)|Chorweiler]] – Longerich – Ebertplatz – [[Köln-Hansaring station|Hansaring]] – Ringe – [[Ubierring (KVB)|Ubierring]] during peak hours 5-minute intervals Longerich–Ubierring || {{convert|15.2|km|mi|abbr=on}}<ref name="line 15">{{Cite web |last=Anemüller |first=Stephan |date=20 January 2023 |title=Linie 15: Seit 20 Jahren entlang der Stadtmauer |trans-title=Line 15: 20 years along the city wall |url=https://blog.kvb-koeln.de/linie-15-seit-20-jahren-entlang-der-stadtmauer |url-status=live |access-date=17 February 2023 |website=Der Unternehmsblog der KVB |language=de |archive-date=5 February 2023 |archive-url=https://web.archive.org/web/20230205001345/https://blog.kvb-koeln.de/linie-15-seit-20-jahren-entlang-der-stadtmauer }}</ref>|| {{convert|24.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|16}}; color:#fff; text-align:center;"| '''16''' || Niehl, Sebastianstraße – [[Köln Hauptbahnhof|Dom/Hbf]] – [[Neumarkt (KVB)|Neumarkt]] – Ubierring – Sürth – Wesseling – [[Bonn Hbf]] – Bonn-Bad-Godesberg 20-minute intervals from Sürth (during peak hours from Wesseling)|| {{convert|44.3|km|mi|abbr=on}}<ref name="line 16" />|| {{convert|33.3|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|17}}; color:#fff; text-align:center;"| '''17''' ||
Severinstr. – [[Chlodwigplatz (KVB)|Chlodwigplatz]] – Rodenkirchen (– Sürth) Monday to Friday, 7:00 to 8:00 and 16:30 to 18:00 to Sürth
|{{Convert|8.5|km|mi|abbr=on}}<ref name="not know kvb">{{Cite web |last=Pesch |first=Matthias |date=5 July 2016 |title=Was Sie noch nicht über die KVB wussten... |trans-title=Things you didn't know about the KVB... |url=https://blog.kvb-koeln.de/was-sie-noch-nicht-ueber-die-kvb-wussten |url-status=live |access-date=16 February 2023 |website=Der Unternehmensblog der KVB |language=de |archive-date=28 January 2023 |archive-url=https://web.archive.org/web/20230128164325/https://blog.kvb-koeln.de/was-sie-noch-nicht-ueber-die-kvb-wussten }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;"| '''18''' || [[Thielenbruch (KVB)|Thielenbruch]] – Buchheim – [[Köln-Mülheim station|Bf Mülheim]] – [[Köln Hauptbahnhof|Dom/Hbf]] – [[Neumarkt (KVB)|Neumarkt]] – Klettenberg – Brühl – [[Bonn Hbf]] 5-minute intervals Buchheim–Klettenberg, 20-minute intervals from Brühl|| {{convert|46.4|km|mi|abbr=on}}<ref name="not know kvb" />|| {{convert|33.4|km/h|mi/h|1|abbr=on}}
|}

=== Low-floor lines ===

====East-West lines====
[[Image:Koeln WestOstLinien.png|right|East-West network]]
The first step towards a low-floor light rail network was concentrating four lines on similar routes into a common east–west-corridor in 1994. These lines were quickly equipped with low platforms {{convert|35|cm|abbr=on}} above street level on every single station. While there are some stretches that can be described as classic tramway lines, the majority of the east–west-network has been upgraded to a high standard with long sections having segregated right-of-way, justifying the term "low-floor light rail" (''Niederflurstadtbahn'').

In 2006, during the [[2006 FIFA World Cup]], route 1 was extended to Weiden-West, via Schulstraße, which connects to the [[RheinEnergieStadion]].

In 2007, Line 8, which previously operated during peak hours, stopped service. All its runs were integrated into the schedules of Lines 7 and 9.<ref name="line numbering" />

* {{rcb|Cologne Stadtbahn|1|inline=route}}: Weiden West (S-Bahn) – Junkersdorf – Rheinenergiestadion – [[Aachener Straße/Gürtel station|Aachener Straße/Gürtel ]]– [[Rudolfplatz station|Rudolfplatz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Messe/Deutz station|Bf Deutz/Messe ]]– Kalk – Brück – Refrath – [[Bensberg station|Bensberg]]
* {{rcb|Cologne Stadtbahn|7|inline=route}}: Frechen – Marsdorf – [[Aachener Straße/Gürtel station|Aachener Straße/Gürtel ]]– [[Rudolfplatz station|Rudolfplatz ]]– [[Neumarkt station|Neumarkt ]]– Poll – Porz – Zündorf
* {{rcb|Cologne Stadtbahn|9|inline=route}}: Sülz – Zülpicher Straße/Gürtel – University – [[Zülpicher Platz station|Zülpicher Platz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Messe/Deutz station|Bf Deutz/Messe ]]– Kalk – Vingst – Ostheim – Rath/Heumar – [[Königsforst station|Königsforst]]

====Ring lines====
[[Image:Koeln RingeLinien.png|right|The Ring network]]
When it became clear to city authorities that the construction of a large number of additional high platforms was not financially feasible, other options were investigated. It was deemed most economical to create a second low-floor network and equip the remaining lines with high platforms. Between the stations "Ebertplatz" and "Barbarossaplatz", there are two possible routes. It was decided that the future low-floor lines would be concentrated in the tunnel underneath the [[Cologne Ring]] road, while high-floor lines would use the tunnel under the Central station.

This change was implemented in December 2003, after the high platforms at the ''Hansaring'' station were removed. In 2006, the tracks of the ''[[Chorweiler]]'' station were raised with additional gravel. Since then, all "Ringe" lines are operated with low-floor vehicles. In 2007, Line 6, which had only operated during peak hours, was replaced by additional trains of Line 15.<ref name="line numbering" />

* {{rcb|Cologne Stadtbahn|12|inline=route}}: Merkenich – Fordwerke – Wilh.-Sollmann-Straße – [[Ebertplatz station|Ebertplatz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Barbarossaplatz station|Barbarossaplatz ]]– [[Eifelstraße station|Eifelstraße ]]– Zollstock
* {{rcb|Cologne Stadtbahn|15|inline=route}}: [[Köln-Chorweiler station|Chorweiler ]]– Longerich – Wilh.-Sollmann-Straße – [[Ebertplatz station|Ebertplatz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Barbarossaplatz station|Barbarossaplatz ]]– [[Eifelstraße station|Eifelstraße ]]– [[Chlodwigplatz station|Chlodwigplatz ]]– [[Ubierring station|Ubierring]]

===High-floor lines===
[[Image:Koeln Hochflurlinien.png|200px|right|high-floor sub-network]]
The high-floor network consists of all lines operated by "classic" light rail vehicles with a floor height of roughly one meter above street level. Since separation from the low-floor network, high platforms are being built in stations in the city center at one or two per year. As of 2022, the most frequented stations have been upgraded except for the [[Barbarossaplatz station]].

Since the construction of temporary platforms at the Severinstraße station while the actual station gets modernized and connected to the North-Southern tunnel, lines 3 and 4 are Cologne's first HF lines completely equipped with level entrance. The western branch of Line 5 still has two stops (Subbelrather Straße/Gürtel and Nußbaumerstraße, both shared with Line 13) with low platforms, the rest of its stations were made high-floor when the line was extended into the Butzweilerhof industrial area.

Line 13 is also called the "beltway" ([[List of streets in Cologne#Cologne Belt|Gürtel]]) line because it is the only line that does not touch the city center. Line 13 is also called the Outer Ring line, while Lines 12 and 15 together can be called the inner ring line. Most of the line runs along a series of roads of the same name. The northern part of Line 13 is built as an elevated railway. High-floor platforms are still very rare on this line, because it shares three platforms (Dürener Straße, Wüllnerstraße, Aachener Straße/Gürtel) with the low-floor line 7 and many parts of the platforms are lined with old trees, making the upgrade more difficult.<ref name="line 13">{{Cite web |last=Weiß |first=Regina |date=7 March 2017 |title=Ringlinie, Hochbahn und Tangente: Eine Fahrt mit der Linie 13 vom Sülzgürtel bis Holweide |trans-title=Ring-line, elevated railway and tangent: a ride with line 13 from Sülzgürtel to Holweide |url=https://blog.kvb-koeln.de/ringlinie-hochbahn-und-tangente-eine-fahrt-mit-der-linie-13-vom-suelzguertel-bis-holweide |url-status=live |archive-url=https://web.archive.org/web/20210918022832/https://blog.kvb-koeln.de/ringlinie-hochbahn-und-tangente-eine-fahrt-mit-der-linie-13-vom-suelzguertel-bis-holweide |archive-date=18 September 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

Since the timetable change on 13 December 2015, a section of the north–south rail has been operated by line 17. From Severinstraße it runs through the newly built tunnel to Bonner Wall, after which it joins line 16 at Schönhauser Str. and runs alongside it to Rodenkirchen Bf. In the morning and evening peak (07:00 to 08:00 and 16:30 to 18:00), the line runs further to Sürth.

Lines 16 and 18 are the longest lines in the network, connecting Cologne to [[Bonn]] via railway lines.

* {{rcb|Cologne Stadtbahn|3|inline=route}}: Mengenich – Bocklemünd – [[Venloer Straße/Gürtel (KVB)|Venloer Straße/Gürtel ]]– [[Köln West station|Hans-Böckler-Platz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Neumarkt station|Neumarkt ]]– Severinstraße – [[Köln Messe/Deutz station|Bf Deutz/LANxess Arena ]]– Buchheim – Holweide – Dellbrück – [[Thielenbruch station|Thielenbruch]]
* {{rcb|Cologne Stadtbahn|4|inline=route}}: [[Görlinger-Zentrum station|Bocklemünd ]]– [[Venloer Straße/Gürtel (KVB)|Venloer Straße/Gürtel ]]– [[Köln West station|Hans-Böckler-Platz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Neumarkt station|Neumarkt ]]– Severinstraße – [[Köln Messe/Deutz station|Bf Deutz/LANxess Arena ]]– Mülheim – Höhenhaus –Dünnwald – Schlebusch
* {{rcb|Cologne Stadtbahn|5|inline=route}}: [[Sparkasse Am Butzweilerhof station|Sparkasse Am Butzweilerhof ]]– IKEA Am Butzweilerhof – Alter Flughafen Butzweilerhof – Rektor-Klein-Straße – Margaretastraße – Iltisstraße – Lenauplatz – Nußbaumerstraße – Subbelrather Str./Gürtel – Liebigstraße – Gutenbergstraße – [[Köln West station|Hans-Böckler-Platz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Appellhofplatz station|Appellhofplatz ]]– [[Köln Hauptbahnhof|Dom/Hbf (Central Station) ]]– [[Rathaus station (Cologne)|Rathaus ]]– [[Heumarkt station|Heumarkt]]
* {{rcb|Cologne Stadtbahn|13|inline=route}}: [[Sülzgürtel station|Sülzgürtel ]]– Zülpicher Straße/Gürtel – Dürener Straße/Gürtel – [[Aachener Straße/Gürtel station|Aachener Straße/Gürtel ]]– [[Köln-Ehrenfeld station|Venloer Straße/Gürtel ]]– Subbelrather Straße/Gürtel – Nußbaumer Straße – [[Escher Straße station|Escher Straße ]]– [[Neusser Straße/Gürtel station|Neusser Straße/Gürtel ]]– [[Amsterdamer Straße/Gürtel station|Amsterdamer Straße/Gürtel ]]– [[Slabystraße station|Slabystraße ]]– Mülheim – Buchheim – Holweide
* {{rcb|Cologne Stadtbahn|16|inline=route}}: [[Bonn-Bad Godesberg station|Bonn-Bad Godesberg ]]– [[Bonn Hauptbahnhof|Bonn Hbf (Main Station) ]]– Wesseling – Sürth – Rodenkirchen – [[Ubierring station|Ubierring ]] – [[Barbarossaplatz station|Barbarossaplatz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Hauptbahnhof|Dom/Hbf (Central Station) ]]– [[Ebertplatz station|Ebertplatz ]]– [[Reichenspergerplatz station|Reichensperger Platz ]]– [[Niehl Sebastianstraße station|Niehl]]
* {{rcb|Cologne Stadtbahn|17|inline=route}}: Severinstraße – [[Chlodwigplatz (KVB)|Chlodwigplatz ]]– Rodenkirchen (– Sürth) Monday to Friday, 7:00 to 8:00 and 16:30 to 18:00 to Sürth
* {{rcb|Cologne Stadtbahn|18|inline=route}}: [[Bonn Hauptbahnhof|Bonn Hbf (Main Station) ]]– Brühl – Klettenberg – [[Sülzgürtel station|Sülzgürtel ]]– [[Barbarossaplatz station|Barbarossaplatz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Hauptbahnhof|Dom/Hbf (Central Station) ]]– [[Ebertplatz station|Ebertplatz ]]– [[Reichenspergerplatz station|Reichensperger Platz ]]– [[Slabystraße station|Slabystraße ]]– Mülheim – Buchheim – Holweide – Dellbrück – [[Thielenbruch station|Thielenbruch]]

== Former lines ==
{{Expand section|
*Not mentioned lines that once operated: 21–27
*Only goes back to the start of the Stadtbahn era|date=July 2022|small=no}}

A list of old routes of lines and lines that stopped service. If a line's route only changed because it was expanded on one end, that change is not listed here. The highest line number ever used on the system was 27 in the 1930s.<ref name="line numbering">{{Cite web |last=Pesch |first=Matthias |date=16 February 2016 |title=Wo ist die Linie 11 geblieben? |trans-title=Where did line 11 go? |url=https://blog.kvb-koeln.de/wo-ist-die-linie-11-geblieben |url-status=live |access-date=26 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=18 January 2022 |archive-url=https://web.archive.org/web/20220118143047/https://blog.kvb-koeln.de/wo-ist-die-linie-11-geblieben }}</ref>
{| class="wikitable mw-collapsible mw-collapsed"
|- class="hintergrundfarbe5"
! Line !! Route !! from !! to
|-
| rowspan="4" Style="background-color:#{{rcr|Cologne Stadtbahn|1}}; color:#ffffff; text-align:center;" |  '''1''' 
| style="text-align:left;" | Weiden Schulstr.- Junkersdorf – Müngersdorf – Braunsfeld – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 16 June 2002 ||27 May 2006
|-
| style="text-align:left;" | Junkersdorf – Müngersdorf – Braunsfeld – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 2 August 1980 ||15 June 2002
|-
| style="text-align:left;" | Sülz, Hermeskeiler Platz – Universität – Zülpicher Platz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 19 October 1970 || 1 August 1980
|-
| style="text-align:left;" | Bocklemünd – Bickendorf – Venloer Str./Gürtel – Hans-Böckler-Platz – Brabanter Str. – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 12 June 1967 || 18 October 1970
|-
| Style="background-color:#F4D471; color:#ffffff; text-align:center;" rowspan="6"|  '''2''' 
| style="text-align:left;" | stopped service
| 30 May 1999
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt (– Heumarkt – Deutz – Poll – Porz – Zündorf)
| 25 September 1994 || 30 May 1999
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt (– Heumarkt – Deutz/Messe – Kalk – Vingst – Ostheim)
| 2 August 1980 || 24 September 1994
|-
| style="text-align:left;" | Sülz, Hermeskeiler Platz – Universität – Zülpicher Platz – Neumarkt – Heumarkt – Deutz – Vingst – Ostheim
| 19 October 1970 || 2 August 1980
|-
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Neumarkt – Dom/Hbf.
| 6 October 1969 || 18 October 1970
|-
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Zülpicher Platz – Mauritiuskirche – Neumarkt – Poststraße – Barbarossaplatz – Zollstock, Südfriedhof
| 12 June 1967 || 5 October 1969
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|3}}; color:#ffffff; text-align:center;" rowspan="3"|  '''3''' 
| style="text-align:left;" | Bocklemünd – Venloer Str./Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Buchheim – Holweide – Dellbrück – Thielenbruch
| 19 October 1970 || 15 June 2002
|-
| style="text-align:left;" |  ''during U-Bahn construction only from Venloer Str./Gürtel''
| 16 September 1989 || 30 May 1992
|-
| style="text-align:left;" | Bickendorf, Schleife am Erlenweg – Akazienweg – Venloer Str./Gürtel – Hans-Böckler-Platz – Brabanter Str. – Rudolfplatz – Neumarkt – Kleiner Griechenmarkt – Severinsbrücke – Bf. Deutz/Messe – Buchheim – Holweide – Dellbrück – Thielenbruch
| 12 June 1967 || 18 October 1970
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|4}}; color:#ffffff; text-align:center;" rowspan="5" |  '''4''' 
| style="text-align:left;" | Bickendorf, Äußere Kanalstraße – Subbelrather Straße/Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 24 June 1989 || 30 May 1992
|-
| style="text-align:left;" | Bocklemünd – Subbelrather Straße/Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 24 April 1985 || 23 June 1989
|-
| style="text-align:left;" | Bocklemünd – Venloer Str./Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 7 January 1975 || 23 April 1985
|-
| style="text-align:left;" | Bickendorf, Akazienweg – Venloer Str./Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 19 October 1970 || 6 January 1975
|-
| style="text-align:left;" | Rudolfplatz (Moltkestr.) – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus, Neurather Weg;
| 8 April 1968 || 18 October 1970
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|5}}; color:#ffffff; text-align:center;" rowspan="5" |  '''5''' 
| style="text-align:left;" | Am Butzweilerhof – Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Rathaus
| December 2012 || December 2013
|-
| style="text-align:left;" | Am Butzweilerhof – Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz
| December 2010 || December 2012
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz
| 23 May 1993 || December 2010
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz – Zoo/Flora – Mülheim – Höhenhaus, Neurather Weg
| 9 November 1986 || 22 May 1993
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz
| 25 August 1974 || 8 November 1986
|-
| Style="background-color:#BFD730; color:#ffffff; text-align:center;" rowspan="6"|  '''6''' 
| style="text-align:left;" |  stopped service
| June 2007
|-
| style="text-align:left;" | Longerich – Weidenpesch – Nippes – Ebertplatz („6 Nord“)
| October 2006 || June 2007
|-
| style="text-align:left;" | Dom/Hbf – Neumarkt – Barbarossaplatz – Chlodwigplatz – Ubierring („6 Süd“)
| October 2006 || June 2007
|-
| style="text-align:left;" | Longerich – Weidenpesch – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Ubierring
| September 2002 || October 2006
|-
| style="text-align:left;" | Longerich – Weidenpesch – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Bayenthal – Marienburg, [[Südpark (Köln)|Südpark]]
| 27 July 1974|| 7 September 2002
|-
| style="text-align:left;" | (HVZ: Fordwerke, Ölhafen -) Niehl – Weidenpesch – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Bayenthal – Marienburg, Südpark
| 19 October 1970|| 26 July 1974
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|7}}; color:#ffffff; text-align:center;" rowspan="2" |  '''7''' 
| style="text-align:left;" | Sülz, Hermeskeiler Platz – Universität – Zülpicher Platz – Neumarkt – Heumarkt – Deutz – Poll – Porz – Zündorf
| 2 August 1980 || 29 May 1999
|-
| style="text-align:left;" | Junkersdorf – Müngersdorf – Melaten – Rudolfplatz – Neumarkt – Heumarkt – Deutz – Poll – Porz – Zündorf
| 12 June 1967 || 2 August 1980
|-
| Style="background-color:#F36F21; color:#ffffff; text-align:center;" rowspan="4"|  '''8''' 
| style="text-align:left;" |  stopped service
| June 2007
|-
| style="text-align:left;" | Universität – Zülpicher Platz – Neumarkt (– Poll – Porz) / (– Bf. Deutz/Messe)
| 1999 || June 2007
|-
| style="text-align:left;" |  stopped service
| 2 August 1980 || 1999
|-
| style="text-align:left;" | Müngersdorf (Stadion) – Melaten – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück (– Refrath)
| 8 April 1968 || 2 August 1980
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|9}}; color:#ffffff; text-align:center;" rowspan="4"|  '''9''' 
| style="text-align:left;" | Chorweiler – Heimersdorf – Longerich – Nippes – Ebertplatz – Dom/Hbf – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 17 November 1973 || 24 September 1994
|-
| style="text-align:left;" | Heimersdorf – Longerich – Nippes – Ebertplatz – Dom/Hbf – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 18 May 1971 || 16 November 1973
|-
| style="text-align:left;" | Longerich – Nippes – Ebertplatz – Dom/Hbf – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 19 October 1970 || 17 May 1971
|-
| style="text-align:left;" | Longerich – Niehl – Fordwerke, Ölhafen
| 12 June 1967 || 18 October 1970
|-
| Style="background-color:#AE4A66;color:#ffffff; text-align:center;" rowspan="4"|  '''10''' 
| style="text-align:left;" |  stopped service
| 26 September 1994
|-
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Niehl – Merkenich
| 31 October 1987 || 26 September 1994
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Niehl – Fordwerke, Ölhafen;
| 25 August 1974 || 9 November 1986
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Weidenpesch – Longerich;
| 6 October 1969 || 27 July 1974
|-
| Style="background-color:#754346; color:#ffffff; text-align:center;" rowspan="2"|  '''11''' 
| style="text-align:left;" |  stopped service
| 9 November 1986
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Höhenhaus, Neurather Weg
| 27 July 1974 || 9 November 1986
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|12}}; color:#ffffff; text-align:center;" rowspan="1"|  '''12''' 
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Neumarkt – Dom/Hbf. – Ebertplatz – Nippes – Niehl – Merkenich
| 18 October 1970 || December 2003
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|13}}; color:#ffffff; text-align:center;" rowspan="4"|  '''13''' 
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Nippes – Riehl – Mülheim – Höhenhaus, Neurather Weg
| 23 May 1993 || 31 May 1997
|-
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Nippes – Riehl – Mülheim, Wiener Platz
| 25 August 1974 || 22 May 1993
|-
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Neuehrenfeld, Takuplatz
| 23 October 1972 || 25 August 1974
|-
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Bilderstöckchen, Longericher Str.
| 30 September 1963 || 22 October 1972
|-
| Style="background-color:#73C7F7; color:#ffffff; text-align:center;" rowspan="2"|  '''14''' 
| style="text-align:left;" |  stopped service
| 27 May 2003
|-
| style="text-align:left;" | KölnMesse – Deutz/Messe – Neumarkt – Dom/Hbf. ''(Fair days only)''
| 17 January 1984 || 27 May 2003
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|15}}; color:#ffffff; text-align:center;" rowspan="3"|  '''15''' 
| style="text-align:left;" | Thielenbruch – Dellbrück – Buchheim – Mülheim – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Ubierring
| 25 September 1994 || 13 December 2003
|-
| style="text-align:left;" | Thielenbruch – Dellbrück – Buchheim – Mülheim – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Ubierring – Rodenkirchen – Sürth
| 12 August 1978 || 24 September 1994
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Neumarkt – Severinsbrücke – Deutz – Mülheim – Höhenhaus, Neurather Weg ''(peak hours only)''
| 19 October 1970 || 23 October 1972
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|16}}; color:#ffffff; text-align:center;" rowspan="4" |  '''16''' 
| style="text-align:left;" | Bonn-Bad Godesberg – Bonn Hbf – Wesseling – Sürth – Rodenkirchen – Ubierring – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstr.
| October 2006 || June 2007
|-
| style="text-align:left;" | Bonn-Bad Godesberg – Bonn Hbf – Wesseling – Sürth – Rodenkirchen – Ubierring – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Buchheim, Herler Straße
| 1997 || 2003
|-
| style="text-align:left;" | Bonn-Bad Godesberg – Bonn Hbf – Wesseling – Sürth – Rodenkirchen – Ubierring – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim, Wiener Platz
| 12 August 1978 || 31 May 1997
|-
| style="text-align:left;" | Rodenkirchen, Siegfriedstraße – Rheinufer – Ubierring – Chlodwigplatz – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Mülheim – Holweide – Dellbrück – Thielenbruch
| || 11 August 1978
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|17}}; color:#ffffff; text-align:center;" rowspan="4"|  '''17''' 
| style="text-align:left;" |  stopped service
| October 2006 || December 2015
|-
| style="text-align:left;" | Ubierring – Chlodwigplatz – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Buchheim, Herler Straße (evenings and weekends only)
| December 2003 || October 2006
|-
| style="text-align:left;" | Ubierring – Chlodwigplatz – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstraße (evenings and weekends only)
| 31 May 1997 || December 2003
|-
| style="text-align:left;" | Klettenbergpark – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Reichenspergerplatz
| 9 November 1986 || 1992
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|18}}; color:#ffffff; text-align:center;" rowspan="4"|  '''18''' 
| style="text-align:left;" | Bonn Hbf – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Mülheim – Buchheim – Dellbrück – Thielenbruch
| October 2006 || June 2007
|-
| style="text-align:left;" | Bonn Hbf – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Nippes – Longerich – Heimersdorf – Chorweiler
| September 1994 || October 2003
|-
| style="text-align:left;" | Bonn Hbf – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim
| 9 November 1986 || September 1994
|-
| style="text-align:left;" | Bonn, Rheinuferbahnhof – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz Operated by [[Cologne-Bonn Railways]]
| 12 August 1978 || 9 November 1986
|-
| Style="background-color:#00B9F2; color:#ffffff; text-align:center;" rowspan="9"|  '''19''' 
| style="text-align:left;" |  stopped service
| 5 August 2007
|-
| style="text-align:left;" | Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf ("19 Süd")
| 9 October 2006 || 5 August 2007
|-
| style="text-align:left;" | Breslauer Platz – Ebertplatz – Mülheim – Buchheim, Herler Str. ("19 Nord")
| 9 October 2006 || 5 August 2007
|-
| style="text-align:left;" | Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Buchheim, Herler Str.
| 15 December 2003 || 8 October 2006
|-
| style="text-align:left;" | Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstr.
| 31 May 1992 || 14 December 2003
|-
| style="text-align:left;" | Hürth-Hermülheim – Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstr.
| 27 September 1991 || 30 May 1992
|-
| style="text-align:left;" | Hürth-Hermülheim – Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Weidenpesch – Niehl
| 9 November 1986 || 26 September 1991
|-
| style="text-align:left;" | Brühl Mitte – Brühl Ost – Berzdorf – Wesseling Inter-city operated by [[Cologne-Bonn Railways]]
| 12 August 1978 || 31 May 1981
|-
| style="text-align:left;" | Longerich – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 5 October 1964 || 19 October 1970
|-
| Style="background-color:cyan; color:#ffffff; text-align:center;" rowspan="4"|  '''20''' 
| style="text-align:left;" |  stopped service
| 2 August 1980
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt
| 10 October 1969 || 2 August 1980
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt (– Heumarkt – Deutz – Poll not so frequent)
| 6 October 1969 || 9 October 1969
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Niehl – Fordwerke, Ölhafen;
| 10 June 1967 || 8 April 1968
|}

== Past expansion ==
Due to the lack of an overarching plan on the expansion of the network, there's no single point when the tram became the Stadtbahn, and the expansion projects since the building of the ''Innenstadttunnel'' will be listed chronologically.

=== Innenstadttunnel (City center tunnel) ===
[[File:KVB2306 Appellhofplatz.jpg|alt=Stadtbahn of line 19 at station Appellhofplatz in the Innenstadttunnel|left|thumb|Station Appellhofplatz in the ''Innenstadttunnel'' before high-floor platforms were introduced]]
[[File:KVB Innenstadttunnel.svg|alt=Map of the Inenstadttunnel in its final state 1970|right|frameless]]
The ''Innenstadttunnel'' was opened in several parts from 1968 to 1970. The first part served from Dom/Hbf to Appellhofplatz reaching the surface through a temporary ramp at Friesenplatz, and in the following year the section Appellhofplatz – Barbarossaplatz was added. At the station Appellhofplatz a triangular junction was built, with the tunnel from Friesenplatz to Dom/Hbf passing under the rest of the railways. In October 1970 the sections Poststraße – Severinsbridge and Dom/Hbf – Breslauer Platz followed, with a temporary ramp built at Breslauer Platz. The ramp at Barbarossaplatz was also intended to only be temporary, but is still in use to this day (2023).<ref name="50 years underground" />

Because the ''Innenstadttunnel'' was built as an [[Premetro|underground tram]], it has small curve radii and level junctions at Appellhofplatz and Poststraße. Currently (2022) the tunnel is served by three lines with 10 min headway and one with 5 min headway.<ref name="50 years underground" /><ref name="rush hour">{{Cite web |last=Weiß |first=Regina |date=17 January 2017 |title=Rush Hour in der Innenstadt – Mehr Bahnen sind aktuell nicht drin |trans-title=Rush hour in the city center – more trains are not possible at the moment |url=https://blog.kvb-koeln.de/rush-hour-in-der-innenstadt-mehr-bahnen-sind-aktuell-nicht-drin |url-status=live |archive-url=https://web.archive.org/web/20220118142805/https://blog.kvb-koeln.de/rush-hour-in-der-innenstadt-mehr-bahnen-sind-aktuell-nicht-drin |archive-date=18 January 2022 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

=== Chorweiler extension ===
[[File:Stadtbahnkoeln-heimersdorf.jpg|thumb|Underground station Heimersdorf]]
[[File:KVB Chorweiler.svg|alt=Map of the Chorweiler extension|left|frameless|207x207px]]
The in the 1970s newly built line to the [[commuter town]] [[Chorweiler]] is the first line in Cologne to be built metro-like from the start. In 1971, the first {{Convert|2.3|km|mi|abbr=on}} long part was constructed: On a segregated right-of-way it starts from existing tram lines to the north, crosses under the Militärringsstraße and over the [[Bundesautobahn 1|A1]] to the underground station Heimersdorf. The line ended in a temporary loop about {{Convert|200|m|ft|abbr=on}} farther.<ref name="history 1950" />
[[File:2022-06-04-S-U-Chorweiler-0462.jpg|alt=An S-Bahn and a Stadtbahn at the Chorweiler Station|thumb|S-Bahn and Stadtbahn at Chorweiler station]]
In 1973 the extension was continued to its new and current (2022) underground terminus [[Köln-Chorweiler station|Chorweiler]] which is shared with the [[Rhine-Ruhr S-Bahn|S-Bahn]] line S11.<ref name="50 years underground" /><ref name="history 1950" /> Since 2003, line 15 operates this part of the network.

=== Eberplatz and Nippes tunnels ===
[[File:KVB 1970.svg|alt=Map of the tunnels around Ebertplatz|left|frameless]]
In 1974 the so far biggest opening of tunnels happened: The lines from Breslauer Platz and Hansaring to the [[Cologne Zoological Garden|zoo]] and under the Neusser Straße with a quad-platform station at Ebertplatz. The station is built for efficient operation with few grade crossings of different lines. The tunnels leading to Hansaring are connected creating an underground turning loop. At Reichensbergerplatz the start of a tunnel in the direction of Amsterdamer Straße was used for another turning loop.

In addition to the continuation of the ''Innenstadttunnel'', the tunnel under the Neusser Straße (Ebertplatz, Lohsestraße, Florastraße, Neusser Straße/Gürtel) was a priority, because the street is a narrow main street that was the most used part of the network at the time, outside of the city center. To get a higher reduction in travel time from the north parts of the city, higher stop spacing was used, at the price of a worse service for residents. Because of financing problems the tunnel had to end at the station Mollwitzstraße instead of continuing to the split of the line at Wilhelm-Sollman-Straße, and the ramp was built as a temporary solution, enabling later continuation of the tunnel.<ref name="50 years underground" /><ref name="history 1950" />
[[File:Hochbahn Gürtelstrecke Köln 1.jpg|alt=The elevated railway of line 13 lined with trees|right|frameless]]

=== Gürtel Hochbahn (elevated railway) ===
At the same time as the tunnels in Nippes, an [[elevated railway]] was finished for line 13 following the [[List of streets in Cologne#Cologne Belt|Gürtel]], which at the time was planned to be extended from [[Bilderstöckchen]] to the [[Mülheim Bridge, Cologne|Mülheim Bridge]]. The line starts at Nußbaumerstraße up to where line 13 runs in the middle of the Gürtel, and connects it with the Mülheim Bridge. The [[Lower Left Rhine Railway|Cologne-Neuss railway]] however is crossed underneath, at which a station (Geldernstraße/Parkgürtel) creates a connection to S-Bahn services. At the approach to the Mülheim Bridge the line joins the also junction-free line from the zoo. To create enough space for climbing the elevation change, the two lines cross at the station Slabystraße before joining farther along the bridge. This and the tunnels in Nippes meant that Cologne now had the longest underground/elevated railway networks of German cities that started those systems after World-War 2.<ref name="50 years underground" /><ref name="history 1950" />

=== Deutz/Kalk ===
[[File:KVB DeutzKalk.svg|alt=Map of the tunnel under Deutz and Kalk|left|frameless|267x267px]]
The first tunnel to the east of the Rhine was opened in the years 1976 to 1983. After the station Frankfurter Straße had already been lowered in 1964, the ramp to the first part of the tunnel with the station Fuldaer Straße was built there. The subsequent tunnels in [[Kalk, Cologne|Kalk]], Vingst and [[Deutz, Cologne|Deutz]] followed in 1980, 1981 and 1983.<ref name="50 years underground" /><ref name="history 1950" /> The branch to [[Königsforst station|Königsforst]] joins at station Kalk Kapelle without a junction by crossing under. Between the stations ''Deutz Technische Hochschule'' and ''Bf Deutz/Messe'' a small underground parking facility was created,<ref name="depots">{{Cite web |last=Weiß |first=Regina |date=19 April 2022 |title=Die Heimat von Bussen und Bahnen – die Betriebshöfe der KVB |trans-title=The home of trains and buses – the depots of the KVB |url=https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb |url-status=live |archive-url=https://web.archive.org/web/20220419091642/https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb |archive-date=19 April 2022 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> and in the station [[Kalk Post station|Kalk Post]] a bunker was built.<ref name ="bunker kalk">{{Cite web |last=Christ |first=Tobias |date=27 January 2013 |title=Atombunker in Köln-Kalk: Überleben im Kalker Untergrund |trans-title=Bunker in Cologne-Kalk: Surviving in Kalk's underground |url=https://www.ksta.de/koeln/atombunker-in-koeln-kalk-ueberleben-im-kalker-untergrund-22642736 |url-status=live |archive-url=https://web.archive.org/web/20220707110207/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9hdG9tYnVua2VyLWluLWtvZWxuLWthbGstdWViZXJsZWJlbi1pbS1rYWxrZXItdW50ZXJncnVuZC0yMjY0MjczNj9jYj0xNjU3MTkxNzI3MDA0JiIsInJlZmVycmVyIjoiIiwic3ViZG9tYWluIjoid3d3In0= |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

At the same time as the tunnels were built, the [[Deutz Suspension Bridge|Deutz Bridge]] was widened by building another bridge with the same profile to its south, and then moved next to the existing one. With this new construction, the Stadtbahn got a dedicated track through the middle of the bridge.<ref name="50 years underground" />

=== Rheinuferbahn ===
[[File:KVB Rheinuferbahn.svg|alt=Map of the Rheinuferbahn|right|frameless|300x300px]]
Since 1978 line 16 operates as an overland-line. At the station Marienburg (since renamed to Heinrich-Lübke-Ufer) it diverges from its previous routing to the center of [[Rodenkirchen]] to the Rheinuferbahn of the ''Köln-Bonner Eisenbahnen'' (Cologne-Bonn railways) which it follows to Bonn. Different to the solution later used in [[Karlsruhe Stadtbahn#Acquisition and extension of the Alb Valley Railway|Karlsruhe]], the railway was changed to accommodate Stadtbahn vehicles, instead of equipping Stadtbahn vehicles with the technology needed to be used on mainline railways. The Rheinuferbahn was converted to Stadtbahn service by changing its electrification from 1200 V to 750 V, upgrading the [[Punktförmige Zugbeeinflussung|train protection system]] and retrofitting the switches for the smaller wheels of the Stadtbahn vehicles. The line is still operated as a railway under EBO, with mixed freight and passenger services running on parts of it. Line 16 was the first time, that vehicles from Bonn entered Cologne's network.<ref name="line 16" /><ref name="history 1950" />

=== Friesenplatz – Gutenbergstraße ===
[[File:KVB Westbahnhof.svg|alt=Map of the tunnel from Friesenplatz to Gutenbergstraße|left|frameless]]
The ''Innenstadttunnel'' was continued from the station Friesenplatz in 1985. It diverges grade separated from the tunnel to [[Ehrenfeld, Cologne|Ehrenfeld]] at Hans-Böckler-Platz/Bahnhof West where elevators go directly from the underground station's platforms to the ones of [[Köln West station]]. The tunnel then turns north beneath the green belt and reaches the surface at the station Gutenbergstraße. During the construction of the tunnel under Venloer Straße the tunnel was used by lines 3 and 4, while usually it is only served by line 5.<ref name="history 1985">{{Cite web |title=KVB-Geschichte von 1984 bis 2004 |trans-title=KVB-History from 1984 to 2004 |url=https://www.kvb.koeln/unternehmen/geschichte/1985.html |url-status=live |archive-url=https://web.archive.org/web/20220707110213/https://www.kvb.koeln/unternehmen/geschichte/1985.html |archive-date=7 July 2022 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref><ref name="line 4">{{Cite web |last=Weiß |first=Regina |date=14 September 2021 |title=Linie 4: Direktverbindung der beiden größten Stadtteile Kölns |trans-title=Line 4: Direct connection of the two biggest neighborhoods Cologne's |url=https://blog.kvb-koeln.de/linie-4-direktverbindung-der-beiden-groessten-stadtteile-koelns |url-status=live |archive-url=https://web.archive.org/web/20210918003835/https://blog.kvb-koeln.de/linie-4-direktverbindung-der-beiden-groessten-stadtteile-koelns |archive-date=18 September 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

=== Vorgebirgsbahn ===
[[File:Vorgebirgsbahn map.png|alt=Map of the Vorgebirgsbahn|right|frameless|193x193px]]
Like the Rheinuferbahn 8 years before, the Vorgebirgsbahn was completely converted to Stadtbahn operations in 1986. Already since the electrification in the 1930s, the trams and Vorgebirgsbahn shared tracks between Barbarossaplatz and Klettenberg. With the conversion to Stadtbahn, the tram lines 10 and 11 were replaced by the Stadtbahn, which meant that the turning loop was replaced by a turning rail. In 1990 to 1992 the platforms were converted to high-floor platforms (except for Barbarossaplatz).<ref name="line 18" /><ref name="history 1985" />

=== Ring-tunnel ===
[[File:KVB Ringe.svg|alt=Map of the ring tunnel|left|frameless]]
Since October 1987 a tunnel exists under the [[Cologne Ring]]. It continues the tunnel at from Hansaring and crosses under the lines 1 and 7 at Rudolfplatz. At Friesenplatz it crosses under the ''Innenstadttunnel'' which forms the currently (2022) only completely underground station junction which is a bit messy because of the stacked side-platforms. At Zülpicher Platz the tunnel ends in a ramp to the surface.

The station Rudolfplatz was also designed as a bunker.<ref name="bunker rudolfplatz">{{Cite web |last=Christ |first=Tobias |date=26 September 2019 |title=Bunker unter Rudolfplatz: So hätten Kölner vor einem Atomangriff gerettet werden sollen |trans-title=Bunker below Rudolfplatz: How Cologne's people would have been rescued from an atomic attack |url=https://www.ksta.de/koeln/bunker-unter-rudolfplatz-so-haetten-koelner-vor-einem-atomangriff-gerettet-werden-sollen-33220628 |url-status=live |archive-url=https://web.archive.org/web/20220618074253/https://www.ksta.de/koeln/bunker-unter-rudolfplatz-so-haetten-koelner-vor-einem-atomangriff-gerettet-werden-sollen-33220628 |archive-date=18 June 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

The station Christophstraße/Mediapark was the location of the worst accident in the recent history of the Stadtbahn in 1999, when a CitySprinter prototype hit a standing train at {{Convert|50|km/h|mph|abbr=on}}.<ref name ="citysprinter crash">{{Cite web |date=23 June 2009 |title=Rückblick Köln 1999: 40 Verletzte bei KVB-Crashfahrt |trans-title=Retrospect Cologne 1999: 40 injured by KVB crash |url=https://www.ksta.de/rueckblick-koeln-1999-40-verletzte-bei-kvb-crashfahrt-12833164 |url-status=live |archive-url=https://web.archive.org/web/20220707110208/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9ydWVja2JsaWNrLWtvZWxuLTE5OTktNDAtdmVybGV0enRlLWJlaS1rdmItY3Jhc2hmYWhydC0xMjgzMzE2ND9jYj0xNjU3MTkxNzI4ODUzJiIsInJlZmVycmVyIjoiIiwic3ViZG9tYWluIjoid3d3In0= |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

=== Ehrenfeld ===
[[File:KVB Ehrenfeld.svg|alt=Map of Ehrenfeld tunnel and extension|right|frameless]]
The tunnel through Ehrenfeld was opened in two parts: the line from Hans-Böckler-Platz to Venloer Straße/Gürtel, where a connection to [[Köln-Ehrenfeld station|S-Bahnhof Ehrenfeld]] was created, in 1989, and the tunnel to Wolffsohnstraße and surface tracks to Bocklemünd in 1992, where an on-platform transfer to buses can be made.

The Ehrenfeld tunnel has multiple differentiating factors from previously built tunnels: It is the first tunnel built with high-floor platforms, and the stations have their platforms in the middle between the tracks instead of on the side. Because of the experiences with the tunnel below Neusser Straße the station spacing was reduced to get a better service for the residents.<ref name="50 years underground" /><ref name="history 1985" /><ref name="line 4" />

=== Amsterdamer Straße ===
[[File:KVB AmsterdamerStr.svg|alt=Map of the Amsterdamer Straße line|left|frameless|186x186px]]
In 1992 as well, the line from Reichensberger Platz to [[Niehl, Cologne|Niehl]] Sebastianstraße was opened. The line had already been planned in the 1960s which meant that in the early 1970s in addition to a tunnel junction at Reichensbergerplatz, a {{Convert|300|m|ft|abbr=on}} long tunnel had been built below an intersection and another rail line. The rest of the line lies on the surface in the middle of Amsterdamer Straße and is mostly built with [[green track]]. The platforms are in the middle of the tracks and feature comparatively extensive designs. The last {{Convert|300|m|ft|abbr=on}} before the terminus lie next to an elevated 6 lane road. An extension to Niehl Nord, connecting to line 12, would be possible, but is not planned at the time (2022).<ref name="50 years underground" /><ref name="line 16" />

=== Mülheim ===
[[File:KVB Muelheim.svg|alt=Map of the Mülheim tunnel|right|frameless|191x191px]]
The Mülheim tunnel was opened in June 1997, starts at the Mülheim Bridge, crosses the Wiener Platz with a station, provides a connection to [[Köln-Mülheim station]] with direct elevators from the Stadtbahn platform to the mainline rail and ends on the surface in [[Buchheim, Cologne|Buchheim]]. It is the first tunnel in Cologne built using a [[tunnel boring machine]] (TBM) under buildings. Construction started in 1992, and 2 years later the TBM had completed the two tunnel sections with a total length of {{Convert|2.5|km|mi|abbr=on}}.<ref name="50 years underground" /><ref name="history 1985" />

=== Bensberg ===
Line 1 was extended to [[Bensberg]] on its east end in 2000: Instead of ending at the previous terminus that was renamed from Bensberg to Im Hoppenkamp, it now enters a nearly {{Convert|500|m|ft|abbr=on}} long tunnel to the new terminus Bensberg in the center of the [[Quarter (urban subdivision)|quarter]]. The tunnel was necessary, because the terrain's elevation increase is to steep for trains, and the final station lies {{Convert|14|m|ft|abbr=on}} below surface.<ref name="history 1985" /><ref name="bensberg extension">{{Cite web |title=Light Rail Bensberg Central |url=https://www.daub-ita.de/en/tunnel-projects/germany/light-rail-bensberg-central/ |url-status=live |access-date=6 July 2022 |website=Deutscher Ausschuss für Unterirdisches Bauen e.V. |language=en |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707110213/https://www.daub-ita.de/en/tunnel-projects/germany/light-rail-bensberg-central/ }}</ref>

=== Weiden ===
[[File:KVB Weiden.svg|alt=Map of the Weiden extensions|left|frameless]]
On 16 July 2002 a part of west end of line 1 discontinued in 1956 was reopened. This produced an uncommon problem: Because the routing passed the past headquarters of [[RTL Group|RTL]], shaking, which could've disrupted the broadcasts, had to be avoided using a complex damping system.<ref name="history 1985" />

For the [[2006 FIFA World Cup]] the line was extended again to the newly built S-Bahn station Weiden West. At its new terminus, the line meets perpendicularly with the [[Cologne–Aachen high-speed railway]] through which S-Bahn lines S 13 and S 19 create new connections especially in a western direction. This part was built to make the [[RheinEnergieStadion]] accessible by Stadtbahn from both sides.<ref name="history 2005">{{Cite web |title=KVB-Geschichte von 2005 bis heute |trans-title=KVB-History from 2005 to now |url=https://www.kvb.koeln/unternehmen/geschichte/2000.html |url-status=live |archive-url=https://web.archive.org/web/20220707110216/https://www.kvb.koeln/unternehmen/geschichte/2000.html |archive-date=7 July 2022 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref>

At the terminus station a [[Park and ride]] facility was built with space for 430<ref name="p+r weiden expansion 1">{{Cite web |last=Machnik |first=Maria |date=9 December 2013 |title=Infrastruktur: Mehr Stellplätze in Weiden-West? |trans-title=Infrastructure: More parking space in Weiden-West? |url=https://www.ksta.de/region/rhein-erft/pulheim/infrastruktur-mehr-stellplaetze-in-weiden-west--2444738 |url-status=live |access-date=25 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=18 June 2022 |archive-url=https://web.archive.org/web/20220618083026/https://www.ksta.de/region/rhein-erft/pulheim/infrastruktur-mehr-stellplaetze-in-weiden-west--2444738 }}</ref> cars, but because other close park and rides are in a different pay zone making the ride to Cologne more expensive, it has seen high usage, and has been extended by 255 more spaces to a total of 685, with more expansions for a total of 1280 spaces planned. A bicycle tower with a capacity for 130 bicycles is also planned, and after it was supposed to be finished by 2022, planning is now expected to end around the start of 2023.<ref name="p+r weiden expansion 2">{{Cite web |last=Attenberger |first=Tim |date=27 May 2021 |title=Pendler nutzen Park-and-Ride: Stadt Köln will Parkplatz in Weiden-West ausbauen |trans-title=Commuters use Park-and-ride: City of Cologne wants to expand parking space in Weiden-West |url=https://www.ksta.de/koeln/pendler-nutzen-park-and-ride-stadt-koeln-will-parkplatz-in-weiden-west-ausbauen-38426814 |url-status=live |archive-url=https://web.archive.org/web/20220707110214/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9wZW5kbGVyLW51dHplbi1wYXJrLWFuZC1yaWRlLXN0YWR0LWtvZWxuLXdpbGwtcGFya3BsYXR6LWluLXdlaWRlbi13ZXN0LWF1c2JhdWVuLTM4NDI2ODE0P2NiPTE2NTcxOTE3MzQzNDkmIiwicmVmZXJyZXIiOiIiLCJzdWJkb21haW4iOiJ3d3cifQ== |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref><ref name="p+r weiden bicycle tower">{{Cite web |last=Esch |first=Susanne |date=9 September 2020 |title=Fahrradparkhaus für Köln-Weiden: Ein Bike Tower soll das Chaos ordnen |trans-title=Bicycle parking for Cologne-Weiden: A bike tower is supposed to end the chaos |url=https://www.ksta.de/koeln/lindenthal/fahrradparkhaus-fuer-koeln-weiden-ein-bike-tower-soll-das-chaos-ordnen-37458934 |url-status=live |archive-url=https://web.archive.org/web/20220707110215/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9saW5kZW50aGFsL2ZhaHJyYWRwYXJraGF1cy1mdWVyLWtvZWxuLXdlaWRlbi1laW4tYmlrZS10b3dlci1zb2xsLWRhcy1jaGFvcy1vcmRuZW4tMzc0NTg5MzQ/Y2I9MTY1NzE5MTczNTMyOSYiLCJyZWZlcnJlciI6IiIsInN1YmRvbWFpbiI6Ind3dyJ9 |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref><ref>{{Cite web |last=Esch |first=Susanne |date=14 November 2022 |title=Weiden-West: Kölner Turm soll mehr Pendler aufs Rad locken |url=https://www.ksta.de/koeln/lindenthal/weiden/weiden-west-koelner-turm-soll-mehr-pendler-aufs-rad-locken-370929 |url-status=live |access-date=16 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=16 November 2022 |archive-url=https://web.archive.org/web/20221116220919/https://www.ksta.de/koeln/lindenthal/weiden/weiden-west-koelner-turm-soll-mehr-pendler-aufs-rad-locken-370929 }}</ref>

===Butzweilerhof extension===
[[File:KVB Butzweilerhof.svg|200px|right|Stations on the extension]]
The [[Kölner Verkehrs-Betriebe|Kölner Verkehrsbetriebe]] (KVB) opened a {{convert|1.85|km|mi|abbr=on}} long extension from the former Ossendorf terminus into the Butzweilerhof/Gewerbegebiet Ossendorf area in December 2010.<ref name="expansion butzweilerhof">{{cite web |url=http://kvb-koeln.de/german/nachrichten/view.html?action=shownews&id=1411 |title=Kölner Verkehrs-Betriebe AG |publisher=Kvb-koeln.de |date=24 November 2008 |access-date=25 August 2013 |archive-url=https://web.archive.org/web/20120722202025/http://www.kvb-koeln.de/german/nachrichten/view.html?action=shownews&id=1411 |archive-date=22 July 2012 |url-status=dead }}</ref> Three new stations (Alter Flughafen Butzweilerhof, IKEA am Butzweilerhof and the new terminus, Sparkasse [[Am Butzweilerhof (KVB)|Am Butzweilerhof]]) were added to the existing Line 5. Construction of the extension cost about {{Currency|18 million|EUR}}, with €5 million being financed through a charge on the companies which will benefit from the extension. The remaining €13 million was financed by the [[:de:Kölner Verkehrsbetriebe|KVB Köln]] (Cologne Transit Authority).<ref name="line 5">{{Cite web |last=Anemüller |first=Stephan |date=2 May 2017 |title=Die neue Linie 5 – ein öffentlich-private Partnerschaft |trans-title=The new line 5 – a public-private partnership |url=https://blog.kvb-koeln.de/die-neue-linie-5-eine-oeffentlich-private-partnerschaft |url-status=live |archive-url=https://web.archive.org/web/20220120052407/https://blog.kvb-koeln.de/die-neue-linie-5-eine-oeffentlich-private-partnerschaft |archive-date=20 January 2022 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

The extension begins near the former Ossendorf terminus (which has been closed), crosses the tracks of the HGK, follows the southern edge of the Hugo-Eckener-Strasse with the 1st station (Alter Flughafen Butzweilerhof) being sited at the corner of Hugo-Eckener-Strasse and Köhlstrasse. It then follows a new street which continues east from Köhlstraße. The line passes the new IKEA am Butzweilerhof store (2nd station), crosses the new extension of Richard-Byrd-Straße, and ends at the intersection of Richard-Byrd-Straße and Von-Hünefeld-Straße.<ref name="line 5" />

=== Mengenich ===
[[File:KVB Mengenich.svg|alt=Map of the expansion to mengenich|right|frameless|263x263px]]
For the newly built neighborhood [[Bocklemünd/Mengenich]] a connection to the tram network has been planned since the 1960s. This connection was supposed to cross the Militärringstraße on a bridge and the run through a green space to the Autobahn A1 where the line would've ended in a turning loop. This initial planning was first lowered in priority, and later made impossible by an expansion of the Militärringstraße. In 2002, line 3 was expanded to the new terminus Mengenich Ollenhauerring as the first part of a planned expansion to the center of Görling including a tunnel. The planned tunnel was not deemed financeable by NRW and so the city council decided in 2006 that a routing along the surface, that only passed along the edge of the residential area, would be done.

Several variants of the now high priority project along Militärringsstraße to Tollerstraße, Schumacherring or Buschweg were prepared and presented to residents for discussion in 2008. On 6 February 2018 the construction of the new terminus station at Schumacherring began, with it being opened on August 27 of the same year.<ref name="history 2005" /><ref name="expansion mengenich">{{Cite web |date=6 February 2018 |title=Verlängerung der Stadtbahnlinie 3 |trans-title=Extension of line 3 |url=https://www.stadt-koeln.de/politik-und-verwaltung/presse/verlaengerung-der-stadtbahnlinie-3-1 |url-status=live |archive-url=https://web.archive.org/web/20220707110217/https://www.stadt-koeln.de/politik-und-verwaltung/presse/verlaengerung-der-stadtbahnlinie-3-1 |archive-date=7 July 2022 |access-date=6 July 2022 |website=Stadt Köln}}</ref><ref name="expansion görlinger zentrum">{{Cite web |date=28 August 2018 |title=Neue Endhaltestelle der Linie 3 "Görlinger-Zentrum" eröffnet |trans-title=New terminus of line 3 "Görlinger-Center" opened |url=https://www.kvb.koeln/aktuelles/meldung.html?action=shownews&id=84 |url-status=dead |archive-url=https://web.archive.org/web/20180830005226/https://www.kvb.koeln/aktuelles/meldung.html?action=shownews&id=84 |archive-date=30 August 2018 |access-date=6 July 2022 |website=kvb.koeln}}</ref>

=== Brühl double-track ===
In 2015 the city council approved the expansion to double-track the part of line 18 between Brühl-Mitte and Brühl-Badorf.<ref>{{Cite web |date=25 February 2015 |title=Zweigleisiger Ausbau der Linie 18 in Brühl |trans-title=Adding double track for line 18 in Brühl |url=http://www.kvb-koeln.de/german/nachrichten/view.html?action=shownews&page=1&id=2448 |url-status=dead |archive-url=https://web.archive.org/web/20150402092941/http://www.kvb-koeln.de/german/nachrichten/view.html?action=shownews&page=1&id=2448 |archive-date=2 April 2015 |website=Kölner Verkehrs-Betriebe AG}}</ref> By December 2018, the new tracks had been built, but because a new railway control center and required inspections had delays, the new track could be opened in April 2019. Additional construction such as the upgrade of platforms along the track was finished by mid 2020.<ref name="double track brühl">{{Cite web |title=Zweigleisiger Ausbau Linie 18 |trans-title=Double track expansion of line 18 |url=https://www.bruehl.de/zweigleisiger-ausbau-linie-18--2-.aspx |url-status=live |access-date=25 July 2022 |website=Stadt Brühl |archive-date=25 July 2022 |archive-url=https://web.archive.org/web/20220725154548/https://www.bruehl.de/zweigleisiger-ausbau-linie-18--2-.aspx }}</ref>

==Current and future expansion==

=== North-South Stadtbahn ===
The North-South Stadtbahn (NSS) is made up of three stages:

# Two parallel tunnels from Breslauer Platz to Marktstraße, connecting to the existing Innenstadttunnel
# A track from Bonner Wall to Schönhauser Straße connecting the route to the Rheinuferbahn
# 4 more surface stations along Bonner Straße from Marktstraße to Arnoldshöhe

==== Background ====
[[Image:KVB NordSuedStadtbahn.svg|200px|All 3 stages of the North-South rail|alt=Map of the North-South line under construction|thumb]]First considerations to connect the north and south of the city center were already undertaken in the 1970s, and actual planning was started by the city in 1983.<ref>{{Cite web |title=Nord-Süd Stadtbahn Köln: Chronik |url=https://www.nord-sued-stadtbahn.de/projekt/chronik/index.html |url-status=live |access-date=6 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170543/https://www.nord-sued-stadtbahn.de/projekt/chronik/index.html }}</ref> A direct connection of the north to the south is needed, because part of the Innenstadttunnel is operating at capacity with 30 trains per hour serving it.<ref name="rush hour" /> Because the old tunnel was built using a [[cut-and-cover]] technique, it follows major roads distant from the old city center with its narrow alleys. The first stage aims at fixing these problems, by rerouting line 16 from the Innenstadttunnel to the newly built one and building new stations directly under the old city center. Additionally, travel time on line 16 will be decreased by eight minutes and it is one of the last steps in the separation of the high-floor and low-floor networks. The new {{Convert|3|km|mi|abbr=on}} long tunnel is the first newly built line since the opening of the original downtown tunnel in 1968, while every tunnel opened in between had been a replacement for previous surface lines. It will be used by lines 5, 16 and 17 once complete.<ref>{{Cite web |title=Nord-Süd Stadtbahn Köln: Stadtbahn-Netzwerk in der Zukunft |trans-title=North-South rail Cologne: rail network in the future |url=https://www.nord-sued-stadtbahn.de/projekt/gruende/netz_zukunft.html |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170544/https://www.nord-sued-stadtbahn.de/projekt/gruende/netz_zukunft.html }}</ref>

The second stage is only to connect the line to the Rheinuferbahn, necessary for line 16's operation.<ref>{{Cite web |title=Broschüre Zweite Baustufe |trans-title=Brochure second building stage |url=https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=39 |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=25 July 2022 |archive-url=https://web.archive.org/web/20220725113507/https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=39 }}</ref>

The third stage aims to provide a better service for the residents of the Südstadt, [[Bayenthal]], Marienburg and Raderberg by extending line 5, decreasing the travel time from the end of [[Bundesautobahn 555|A 555]] to the [[Köln Hauptbahnhof|Hauptbahnhof]] from 30 minutes to just 13.<ref>{{Cite web |date=November 2017 |title=3. Baustufe Nord-Süd-Stadtbahn |trans-title=3rd building stage North-South rail |url=https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=23 |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170545/https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=23 }}</ref>

==== Tunnel collapse and delays ====
On 3 March 2009 the [[Historisches Archiv der Stadt Köln|building of the city's archive]] collapsed into the first stage's tunnel under construction on the Severinstraße between stations Severinstraße and Heumarkt, killing two people. Poor construction, the theft of necessary iron reinforcements and several ground water break-ins into the tunnel, which were not reported or controlled properly by the construction company, are among the alleged causes for this catastrophe.<ref name="ksta_protokoll">{{cite web |last= |first= |date=23 February 2010 |title=U-Bahn: Das Protokoll eines Versagens |trans-title=U-Bahn: The protocol of a failure |url=https://www.ksta.de/u-bahn-das-protokoll-eines-versagens-13065724 |url-status=live |archive-url=https://web.archive.org/web/20160321171450/http://www.ksta.de/u-bahn-das-protokoll-eines-versagens-13065724 |archive-date=21 March 2016 |access-date=22 April 2013 |website=[[Kölner Stadt-Anzeiger]] |publisher= |language=de}}</ref><ref name="ksta_fugenblech">{{cite web |title=Archiveinsturz: Beschädigtes Fugenblech als Indiz |trans-title=Archive collapse: Damaged "Fugenblech" as evidence |url=http://www.ksta.de/html/artikel/1277385900119.shtml |url-status=dead |archive-url=https://archive.today/20130206173332/http://www.ksta.de/html/artikel/1277385900119.shtml |archive-date=6 February 2013 |access-date=22 April 2013 |publisher=Ksta.de |language=de}}</ref>

In 2012, line 5 was re-routed from its previous terminus Reichensbergerplatz to the already finished part of the NSS, now serving Rathaus (city hall) station.<ref>{{Cite web |date=7 December 2012 |title=Nord-Süd Stadtbahn Köln: Ab 9. Dezember 2012 unterirdisch mit der Stadtbahn bis zum Rathaus |trans-title=North-South rail Cologne: Starting 9th of December 2012 in the underground to the city hall |url=https://www.nord-sued-stadtbahn.de/pressemitteilungen/view.html?action=shownews&page=14&id=845 |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170534/https://www.nord-sued-stadtbahn.de/pressemitteilungen/view.html?action=shownews&page=14&id=845 }}</ref> A further expansion to Heumarkt opened in December 2013.<ref name="pr_nss">{{cite web |title=Nord-Süd-Stadtbahn Köln |url=http://stadtbahn.relaunch.net/german/news/press.html?NID=737 |url-status=dead |archive-url=https://web.archive.org/web/20110724032509/http://stadtbahn.relaunch.net/german/news/press.html?NID=737 |archive-date=24 July 2011 |access-date=22 May 2022 |website=stadtbahn.relaunch.net}}</ref> The 4 stations south of the collapse, Bonner Wall to Severinstraße, and the 2nd stage of the project were opened on 13 December 2015, served by line 17.<ref name="nss new stations">{{cite web |last=Reimann |first=Anna |title=Nord-Süd-Stadtbahn in Köln: Das sind die neuen Haltestellen der KVB-Linie 17 |trans-title=North-South rail in Cologne: These are the new stations of line 17 |url=http://www.ksta.de/koeln/das-sind-die-neuen-haltestellen-der-kvb-linie-17-sote-23268438 |url-status=live |archive-url=https://web.archive.org/web/20170506014858/http://www.ksta.de/koeln/das-sind-die-neuen-haltestellen-der-kvb-linie-17-sote-23268438 |archive-date=6 May 2017 |access-date=14 April 2018 |website=ksta.de}}</ref><ref name="line 17 timetable">{{Cite web |title=Nord-Süd Stadtbahn: Linie 17 Fahrplan |trans-title=North-South rail: Line 17 timetable |url=https://www.nord-sued-stadtbahn.de/buergerfest/linie_17/fahrplan.html |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170548/https://www.nord-sued-stadtbahn.de/buergerfest/linie_17/fahrplan.html }}</ref>

The next step of the expansion will be an above ground extension from the Marktstr. Station down Bonner Straße, through Bayenthal. Construction started in January 2022 and should be completed at the end of 2025.<ref>{{Cite web |title=3. Baustufe Nord-Süd Stadtbahn |trans-title=3rd building stage North-South rail |url=https://www.stadt-koeln.de/artikel/20118/index.html |url-status=live |access-date=7 July 2022 |website=Stadt Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170533/https://www.stadt-koeln.de/artikel/20118/index.html }}</ref> Full operation of the North-South Rail Tunnel will not be achieved until 2029 due to the issues of stabilizing the section of tunnel that collapsed in 2009.<ref>{{cite web |last=Damm |first=Andreas |title=Kölner Stadtarchiv: Wer soll die U-Bahn weiterbauen? |trans-title=Cologne's City archive: Who should continue building the U-Bahn? |url=http://www.ksta.de/koeln/koelner-stadtarchiv-wer-soll-die-u-bahn-weiterbauen--23911086 |url-status=live |archive-url=https://web.archive.org/web/20160826054854/http://www.ksta.de/koeln/koelner-stadtarchiv-wer-soll-die-u-bahn-weiterbauen--23911086 |archive-date=26 August 2016 |access-date=14 April 2018 |website=ksta.de}}</ref><ref>{{Cite web |last1=Görtz |first1=Oliver |last2=Hümmeler |first2=Christian |date=11 December 2017 |title=Archiveinsturz: Nord-Süd-Stadtbahn fährt nicht vor 2025 |trans-title=Archive collapse: North-South rail won't run before 2025 |url=https://www.ksta.de/koeln/archiveinsturz-nord-sued-stadtbahn-faehrt-nicht-vor-2025-29279040 |url-status=live |archive-url=https://web.archive.org/web/20220705142224/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9hcmNoaXZlaW5zdHVyei1ub3JkLXN1ZWQtc3RhZHRiYWhuLWZhZWhydC1uaWNodC12b3ItMjAyNS0yOTI3OTA0MD9jYj0xNjU3MDMwOTQ0NTE5JiIsInJlZmVycmVyIjoiIiwic3ViZG9tYWluIjoid3d3In0= |archive-date=5 July 2022 |access-date=6 May 2020 |website=Kölner Stadt-Anzeiger |language=de-DE}}</ref><ref>{{Cite web |last=Meyer |first=Gudrun |date=24 February 2021 |title=Gleiswechsel Waidmarkt |url=https://blog.kvb-koeln.de/gleiswechsel-waidmarkt |url-status=live |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=17 September 2021 |archive-url=https://web.archive.org/web/20210917202420/https://blog.kvb-koeln.de/gleiswechsel-waidmarkt }}</ref>

==== Cost ====
The extra cost of approximately 4 million euro is planned to mitigate the negative perception of the NSS project due to the collapse as well as budget increases, late completion (originally planned for 2011) and disruption. To avoid the possible destruction of [[archaeology|archaeological]] artefacts underneath one of the oldest cities in Germany, the NSS was bored down to nearly {{Convert|30|m|ft|abbr=on}} below ground level. At the location of the future stations, however, archaeological digs were still required and are cited as one of the reasons for the already significant cost overruns. While initially estimated to cost around 600 million euro, the current price tag is calculated at around 960 million euro. Because the second stage, connecting the tunnel to the line along the Rhine river has not yet been tendered, but is expected to cost another 100 million, total cost is expected to be 1.1 billion euro.<ref>{{Cite web |last=Henning |first=Martin |date=8 February 2022 |title=Nord-Süd-Stadtbahn Köln: Streckenverlauf, Baustufen, Kosten, Dauer |trans-title=North-South rail Cologne: routing, stages, costs, duration |url=https://www.24rhein.de/koeln/innenstadt/nord-sued-bahn-koeln-streckenverlauf-baustufen-kosten-dauer-91164122.html |url-status=live |access-date=7 July 2022 |website=24 Rhein |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170533/https://www.24rhein.de/koeln/innenstadt/nord-sued-bahn-koeln-streckenverlauf-baustufen-kosten-dauer-91164122.html }}</ref>

=== StadtBahn South ===
As a 4th stage of the North-South Stadtbahn an extension from Arnoldshöhe to Rondorf and Meschenich was proposed already in 1992. This project has since been renamed to StadtBahn South and is planned independently from the North-South Stadtbahn. The first stage of the project will only reach the northern edge of Meschenich, while a second stage will continue to its southern end. The project will also connect the development area Rondorf Nord-West, where 3300 new homes will be built in the next years, directly to the city center.<ref name=":0">{{Cite web |date=5 May 2018 |title=65 Millionen: Ausbau der Stadtbahn nach Meschenich kann auf Fördergelder hoffen |trans-title=65 Million: Extension of the Stadtbahn to Meschenich is expected to be granted funds |url=https://www.rundschau-online.de/koeln/65-millionen-ausbau-der-stadtbahn-nach-meschenich-kann-auf-foerdergelder-hoffen-241243 |url-status=live |access-date=22 April 2023 |website=Kölnische Rundschau |language=de |archive-date=22 April 2023 |archive-url=https://web.archive.org/web/20230422144422/https://www.rundschau-online.de/koeln/65-millionen-ausbau-der-stadtbahn-nach-meschenich-kann-auf-foerdergelder-hoffen-241243 }}</ref><ref>{{Cite web |last=Süsser |first=Ulrike |date=27 October 2018 |title=Bis Rondorf und Meschenich: Lokalpolitiker beraten über Verlängerung der Linie 5 |trans-title=To Rondorf and Meschenich: Local politicians debate about extension of line 5 |url=https://www.ksta.de/koeln/rodenkirchen/bis-rondorf-und-meschenich-lokalpolitiker-beraten-ueber-verlaengerung-der-linie-5-299005 |url-status=live |access-date=22 April 2023 |website=Kölner Stadt-Anzeiger |language=de |archive-date=24 April 2023 |archive-url=https://web.archive.org/web/20230424160536/https://www.ksta.de/koeln/rodenkirchen/bis-rondorf-und-meschenich-lokalpolitiker-beraten-ueber-verlaengerung-der-linie-5-299005 }}</ref>

The biggest problem of the project is crossing the ''Verteilerkreisel'' at the end of the [[Bundesautobahn 555|Autobahn A 555]] directly after the last station of stage 3, ''Arnoldshöhe''. Here, several different solutions were evaluated:

* A tunnel below the roundabout
* A bridge above it
* Two at grade crossings going around the roundabout<ref name=":0" />

Evaluation showed that all three solutions were possible, with cost-benefit ratios between 1.0 for the tunnel and 1.4 for the at-grade solution, which means that all solutions are possible to be funded partially by the state and federal government. Residents preferred the at-grade solution, while the city pushed the bridge or tunnel.<ref>{{Cite web |last=Süsser |first=Ulrike |date=31 May 2017 |title=Köln Rodenkirchen: Nord-Südstadtbahn zwischen Rondorf und Meschenich in der Diskussion |trans-title=Cologne Rodenkirchen: North-South Stadtbahn between Rondorf and Meschenich being discussed |url=https://www.ksta.de/koeln/rodenkirchen/koeln-rodenkirchen-nord-suedstadtbahn-zwischen-rondorf-und-meschenich-in-der-diskussion-164809 |url-status=live |access-date=22 April 2023 |website=Kölner Stadt-Anzeiger |language=de |archive-date=22 April 2023 |archive-url=https://web.archive.org/web/20230422144421/https://www.ksta.de/koeln/rodenkirchen/koeln-rodenkirchen-nord-suedstadtbahn-zwischen-rondorf-und-meschenich-in-der-diskussion-164809 }}</ref> In March of 2023 the city council decided that the preferred solution would be the bridge, but that the at-grade solution would also be continued to be planned. This was due to the lower cost than the tunnel, the disadvantages of at-grade crossings, the about {{Convert|700|m|yd|abbr=on}} shorter route, the complete replacement of bus line 132 which currently takes 44 minutes to complete the journey into the city center, the smaller impact on the green spaces and adjacent neighborhood and because this route was intended in the planning of the development area Rondorf Nord-West removing the need to change its plans.<ref name=":1">{{Cite web |date=23 March 2023 |title=SessionNet {{!}} TOP Ö 10.13: StadtBahn Süd - Trassenfestlegung und Entscheidung zur weiteren Planung |trans-title=SessionNet {{!}} TOP Ö 10.13: StadtBahn South - Route determination and decision to continue planning |url=https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=370691 |url-status=live |access-date=22 April 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=20 April 2023 |archive-url=https://web.archive.org/web/20230420174611/https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=370691 }}</ref>

There are three stations planned in Rondorf, called ''Rondorf Nord'', ''Rondorf Mitte'' and ''Rondorf South''. The bridge above the roundabout will need to incorporate the red steel-stele that stands in the middle of the roundabout into its design. This stele is part of an artwork by [[Lutz Fritsch]] called "''Standortmitte''" ("middle of the location") that consists of two identical steles at both ends of the A 555 connecting the cities of Cologne and Bonn. To protect a [[drinking water]] protection zone the route passes through the adjacent street ''Am Wasserwerkswäldchen'' will be closed for through-traffic and a gas station located on the roundabout will also be closed.<ref name=":1" />

In Meschenich [[Park and ride|Park and Ride]] facilities are planned on both ends of the town and the Stadtbahn is supposed to operate on the street where traffic will be reduced by a bypass that's already in construction.<ref>{{Cite web |title=StadtBahn Süd für Rondorf und Meschenich |url=https://www.stadt-koeln.de/artikel/68749/index.html |url-status=live |archive-url=https://web.archive.org/web/20220813130153/https://www.stadt-koeln.de/artikel/68749/index.html |archive-date=13 August 2022 |access-date=13 August 2022 |website=Stadt Köln}}</ref><ref>{{Cite web |title=B51n: Ortsumgehung Köln-Meschenich - Bauphase |trans-title=B51n: Bypass Cologne-Meschenich - Construction Phase |url=https://www.strassen.nrw.de/de/b51n-ortsumgehung-koeln-meschenich-bauphase.html |url-status=live |access-date=22 April 2023 |website=Straßen.NRW |language=de |archive-date=22 April 2023 |archive-url=https://web.archive.org/web/20230422144423/https://www.strassen.nrw.de/de/b51n-ortsumgehung-koeln-meschenich-bauphase.html }}</ref>

The second stage of the project, continuing the line from the northern to the southern end of Meschenich, was also approved and planning was started.<ref name=":1" />

=== East-West axis ===
With line 1 being the 2nd most used line<ref name="line 1">{{Cite web |last=Weiß |first=Regina |date=12 June 2018 |title=Von Ost nach West von West nach Ost – die Linie 1 |trans-title=From east to west from west to east – line 1 |url=https://blog.kvb-koeln.de/von-ost-nach-west-von-west-nach-ost-die-linie-1 |url-status=live |archive-url=https://web.archive.org/web/20210918004306/https://blog.kvb-koeln.de/von-ost-nach-west-von-west-nach-ost-die-linie-1 |archive-date=18 September 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> and line 7 and 9 running on the same surface-level tracks in the city center, the rail section at [[Neumarkt station|Neumarkt]] is operating at capacity,<ref name="rush hour" /> while more capacity is needed especially on line 1. To address this growing issue, new {{Convert|90|m|ft|abbr=on}} long trains will be used, increasing capacity by 50%. This upgrade needs longer platforms however, for which line 1 has been divided into four parts that need different kinds of upgrades.<ref name="east west rail expansion">{{Cite web |title=Kapazitätserweiterung auf der Ost-West-Achse – Stadt Köln |url=https://www.stadt-koeln.de/artikel/66555/index.html |url-status=live |access-date=3 September 2022 |website=Stadt-Köln |language=de |archive-date=3 September 2022 |archive-url=https://web.archive.org/web/20220903211941/https://www.stadt-koeln.de/artikel/66555/index.html }}</ref>

==== West ====
This part between [[Köln-Weiden West station|Weiden West]] and Universitätsstraße runs completely on the surface in the middle of Aachener Straße. In this part, platforms and turning loops will have to be upgraded to fit the longer trains. Planning started in 2018, and between August 15 and 4 September 2022, feedback for the plans could be given online.<ref>{{Cite web |date=15 August 2022 |title=Planungen Bereich West {{!}} Beteiligungsportal der Stadt Köln |url=https://meinungfuer.koeln/owa-west |url-status=live |access-date=3 September 2022 |website=Beteiligungsportal der Stadt Köln |language=de |archive-date=3 September 2022 |archive-url=https://web.archive.org/web/20220903211945/https://meinungfuer.koeln/owa-west }}</ref> Construction is expected to start in the middle of 2027.<ref name="east west rail expansion" />

==== City Center ====
This part lies between [[Moltkestraße station|Moltkestraße]] and [[Heumarkt station|Heumarkt]]. At stations Moltkestraße and [[Rudolfplatz station|Rudolfplatz]] its two tracks run separate on one-way streets, and it then runs in the middle of a street until Heumarkt. Because of the demand in this part, building a tunnel is considered. The different options, all starting at [[Deutz Suspension Bridge|Deutzer Brücke]] (Deutz Bridge), run to:
# Neumarkt on lines 1, 7 and 9 ("short tunnel")
# Rudolfplatz on lines 1, 7 and Dasselstraße/Bf Süd on line 9 ("middle long tunnel")
# Melaten on lines 1,7 and University on line 9 in separate tunnels ("long tunnel variant A")
# Melaten on lines 1,7 and University on line 9 with a shared tunnel until Moltkestraße and subsequent routing through the green belt ("long tunnel variant B")<ref>{{Cite web |last=Meyer |first=Gudrun |date=14 March 2018 |title=Ausbau der Ost-West-Achse Kölns große Chance |trans-title=Expansion of the East-West-Axis Cologne's big chance |url=https://blog.kvb-koeln.de/ausbau-der-ost-west-achse-koelns-grosse-chance |url-status=live |archive-url=https://web.archive.org/web/20210117021607/https://blog.kvb-koeln.de/ausbau-der-ost-west-achse-koelns-grosse-chance |archive-date=17 January 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>
In an open discussion with residents, Stadtbahn users and car users in mid-2018, options 1 and 4 were rejected by everyone, while car users are against a tunnel completely. Stadtbahn users favour no tunnel or option 3, and residents support option 2 more than 3. Originally only options 1 and 2 could have been financed by the state of NRW, while 3 and 4 would have required large expenses of the city,<ref>{{Cite web |last=Meyer |first=Gudrun |date=17 July 2018 |title=Bürgerbeteiligung Ost-West-Achse: Was wollen die Kölner/innen? |trans-title=Public participation East-West-Axis: What do the people want? |url=https://blog.kvb-koeln.de/ober-oder-unterirdisch-die-buergerbeteiligung-zur-ost-west-achse |url-status=live |archive-url=https://web.archive.org/web/20210813142126/https://blog.kvb-koeln.de/ober-oder-unterirdisch-die-buergerbeteiligung-zur-ost-west-achse |archive-date=13 August 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> but changes in the funding requirements mean that funding of a tunnel to Melaten is now possible as well.<ref>{{Cite web |last=Gross |first=Paul |date=8 May 2023 |title=Köln - Ost-West-Achse: Neumarkt und Rudolfplatz könnten vier unterirdische Ebenen bekommen |trans-title=Cologne - East-West axis: Neumarkt and Rudolfplatz could get four underground floors |url=https://www.ksta.de/koeln/koelner-innenstadt/koeln-neumarkt-und-rudolfplatz-koennten-vier-unterirdische-ebenen-bekommen-566157 |url-status=live |access-date=8 May 2023 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

The stations not rebuilt underground, whether because no tunnel is built or because it is to short to reach them, will be lengthened to accommodate the longer trains as well. Which option to use, if any, will be decided until Q3 of 2023. Planning is anticipated to take until 2026, with construction starting in 2029.<ref name="east west rail expansion" />

==== Tunnel ====
The part between [[Deutzer Freiheit station|Deutzer Freiheit]] and Fuldaer Straße is already a tunnel with sufficiently long platforms. In this part accessibility will be improved and fire protection will be upgraded for the increasing amount of passengers.<ref name="east west rail expansion" />

==== East ====
The part between Höhenberg Frankfurter Straße and [[Bensberg station|Bensberg]] is overground and will be upgraded to feature longer stations, with the exception of Bensberg which is underground and already features long enough platforms, but will get improved fire protection like the other underground stations. Construction is expected to start in the middle of 2026.<ref name="east west rail expansion" />

=== Extension of line 17 to Bonn and line 7 to Langel ===
After the ''Nord-Süd-Stadtbahn'' is finished, line 17 will run alongside line 16 from [[Reichenspergerplatz station|Reichenspergerplatz]] to Sürth with a 5 min headway. The line will be extended to Bonn Hbf east of the Rhine, with the planning split into four parts:

#Building a new rail and pedestrian bridge across the Rhine, going from Godorf to Langel, and building the station ''Langel Süd'', shared with line 7.
#New track and two stations in Lülsdorf
#Upgrading a mostly single-track non-electrified freight railway between Lülsdorf, [[Niederkassel]], Rheidt and Mondorf, including 8 new stations.
#Building new track along a street between Mondorf/Bergheim and [[Beuel|Bonn-Beuel]] with 4 stations, which connects to the tracks of lines 66 and 67, from where the terminus Bonn Hbf. is then reached.
Alongside this extension, line 7 will also be extended to a new terminus in ''Langel Süd'', connecting to line 17. This is split in two parts:

# Extension from the terminus Zündorf, then ''Zündorf Nord'' to ''Zündorf Süd'' with 2 new stations''.''
# Extension from Zündorf to Langel, including 3 stations in Langel and the connection to line 17.

The project is planned to be completed in 2030, with the exception of the bridge across the Rhine, which has no estimated completion date as of now.<ref>{{Cite web |date=17 May 2022 |title=Stadtbahn Bonn-Niederkassel-Köln (Linie 17) und Verlängerung Linie 7 |trans-title=Stadtbahn Bonn-Niederkassel-Köln (line 17) and extension of line 7 |url=https://ratsinformation.stadt-koeln.de/vo0050.asp?__kvonr=105940 |url-status=live |access-date=14 January 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=14 January 2023 |archive-url=https://web.archive.org/web/20230114234211/https://ratsinformation.stadt-koeln.de/vo0050.asp?__kvonr=105940 }}</ref>

=== Stepless access to all platforms and trains ===
Because parts of the network were built before accessibility was a concern, many older stations don't feature elevators/ramps to get from street level to the platform without steps. Also, because the network started as a tram, was then partially operated with high-floor Stadtbahn vehicles, and then split into a high-floor (HF) and low-floor (LF) network, some platforms still don't feature level boarding, requiring the users to climb a few steps to enter the train. Seven of these stations can't be upgraded, because they're served by both HF and LF vehicles, while others could, but just haven't been upgraded yet. The LF lines feature level boarding everywhere, as they're compatible with old tram platforms, but parts at both ends of the trains are not accessible. Also a few LF platforms can't be reached without climbing steps, a notable example being the highly used station Friesenplatz. Equipping the HF lines with matching platforms could only be started in 2003, as until then large parts of the network were served by HF and LF lines. First the city center tunnel was converted step-by-step, and in 2010 lines 3 and 4 became the first to be fully accessible. Since then the missing platforms are concentrated on the lines 13 and 16, with a few missing on the other HF lines. Out of the 352 stations, 32 are not accessible, 12 have limited accessibility and 308 are fully accessible.<ref name="routes without steps">{{Cite web |date=December 2021 |title=Touren ohne Treppen Flyer |trans-title=Routes without steps |url=https://www.kvb.koeln/service/barrierefreiheit.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=906 |url-status=live |access-date=26 July 2022 |website=Kölner Verkehrs Betriebe AG |archive-date=26 July 2022 |archive-url=https://web.archive.org/web/20220726104943/https://www.kvb.koeln/service/barrierefreiheit.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=906 }}</ref>
{| class="wikitable"
|+
!Line
!style="background:#{{rcr|Cologne Stadtbahn|1}}; color:#fff; text-align:center;"| '''1'''
!style="background:#{{rcr|Cologne Stadtbahn|3}}; color:#fff; text-align:center;"| '''3'''
!style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;"| '''4'''
!style="background:#{{rcr|Cologne Stadtbahn|5}}; color:#fff; text-align:center;"| '''5'''
!style="background:#{{rcr|Cologne Stadtbahn|7}}; color:#fff; text-align:center;"| '''7'''
!style="background:#{{rcr|Cologne Stadtbahn|9}}; color:#fff; text-align:center;"| '''9'''
!style="background:#{{rcr|Cologne Stadtbahn|12}}; color:#fff; text-align:center;"| '''12'''
!style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;"| '''13'''
!style="background:#{{rcr|Cologne Stadtbahn|15}}; color:#fff; text-align:center;"| '''15'''
!style="background:#{{rcr|Cologne Stadtbahn|16}}; color:#fff; text-align:center;"| '''16'''
!style="background:#{{rcr|Cologne Stadtbahn|17}}; color:#fff; text-align:center;"| '''17'''
!style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;"| '''18'''
!Total
|-
|Stations
|37
|31
|29
|17
|33
|24
|27
|23
|23
|50
|8
|50
|352
|-
|with HF platforms
| –
|31
|29
|14
| –
| –
| –
| 9
| –
|40
|8
|47
|178
|-
|with LF platforms
|37
| –
| –
|3 <ref group="H">Appellhofplatz/Zeughaus, Subbelrather Str./Gürtel, Nußbaumerstr.</ref>
|33
|24
|27
|14 <ref group="H">Berrenrather Str./Gürtel, Euskirchener Str., Zülpicher Str./Gürtel, Gleueler Str./Gürtel, Dürener Str./Gürtel, Wüllnerstr., Aachener Str./Gürtel, Melatengürtel, Weinsbergstr./Gürtel, Subbelrather Str./Gürtel, Nußbaumerstr., Escher Str., Geldernstr./Parkgürtel, Slabystr.</ref>
|23
|10 <ref group="H">Reichenspergerplatz, Barbarossaplatz, Eifelstr., Ulrepforte, Chlodwigplatz, Ubierring, Urfeld, Widdig, Uedorf, Hersel</ref>
| –
|3 <ref group="H">Slabystr., Reichenspergerplatz, Barbarossaplatz</ref>
|174
|}
<references group="H" />

=== Longer trains and platforms ===
Because of the increasing demand throughout the system that can no longer be met by increasing frequency in some parts of the system,<ref name="rush hour" /><ref name="line 1" /> lines 1, 4, 9, 13 and 18 will be operated by longer trains in the future. Line 1 and possibly line 9 will have their platforms lengthened to {{Convert|90|m|ft|abbr=on}} as part of the east–west rail project, and will then be operated by {{Convert|90|m|ft|abbr=on}} long trains.<ref name="low floor trains">{{Cite web |title=Niederflurfahrzeuge |trans-title=Low floor trains |url=https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/niederflur.html |url-status=live |archive-url=https://web.archive.org/web/20220617213936/https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/niederflur.html |archive-date=17 June 2022 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref> Lines 4, 13 and 18 will have in total 39 platforms upgraded to accommodate new {{Convert|70|m|ft|abbr=on}} long trains and add sufficient fire protection for the increasing number of passengers in underground stations.<ref>{{Cite web |title=KVB modernisiert ihre Stadtbahn-Flotte |trans-title=KVB modernizes its Stadtbahn vehicles |url=https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/ |url-status=live |access-date=26 July 2022 |website=Kölner Verkehrs Betriebe AG |language=de |archive-date=26 July 2022 |archive-url=https://web.archive.org/web/20220726145121/https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/ }}</ref><ref name="customer magazine 57">{{Cite web |date=December 2021 |title=Kundenzeitung der KVB Ausgabe 57 (Dezember 2021) |trans-title=KVB Customer magazine 57 (December 2021) |url=https://www.kvb.koeln/unternehmen/presse/publikationen/koelntakt.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=3506 |url-status=live |access-date=25 July 2022 |website=Kölner Verkehrs Betriebe AG |language=de |archive-date=17 January 2022 |archive-url=https://web.archive.org/web/20220117102915/https://www.kvb.koeln/unternehmen/presse/publikationen/koelntakt.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=3506 }}</ref>

=== Other plans ===
All of these plans have been brought up by a political party, and some are in different planning stages currently.
{| class="wikitable"
|+
!Line
!Expansion
|-
| style="background:#{{rcr|Cologne Stadtbahn|1}}; color:#fff; text-align:center;" | '''1'''
|Extension from [[Bensberg|Bergisch Gladbach-Bensberg]] from further east [[Moitzfeld|Bergisch Gladbach-Moitzfeld]] to [[Gladbach-Herkenrath]] Kürten-Spitze.<ref>{{cite web |author=Claus Boelen-Partile |title=Der Zug ist noch nicht abgefahren |trans-title=The train has not yet been moved |url=http://www.ksta.de/region/rhein-berg-oberberg/kuerten/verlaengerung-der-strassenbahnlinie-1-der-zug-ist-noch-nicht-abgefahren-22746266 |url-status=live |archive-url=https://web.archive.org/web/20220705142225/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9yZWdpb24vcmhlaW4tYmVyZy1vYmVyYmVyZy9rdWVydGVuL3ZlcmxhZW5nZXJ1bmctZGVyLXN0cmFzc2VuYmFobmxpbmllLTEtZGVyLXp1Zy1pc3Qtbm9jaC1uaWNodC1hYmdlZmFocmVuLTIyNzQ2MjY2P2NiPTE2NTcwMzA5NDU5MTcmIiwicmVmZXJyZXIiOiIiLCJzdWJkb21haW4iOiJ3d3cifQ== |archive-date=5 July 2022 |access-date=28 August 2017}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;" | '''4'''
|Connection of the district Widdersdorf from Mengenich. The city initially preferred a variant using line 1 due to lower costs and better service for residents,<ref>{{cite web |title=Tagesordnungspunkt |url=https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=190629 |url-status=live |archive-url=https://web.archive.org/web/20181203202719/https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=190629 |archive-date=3 December 2018 |access-date=14 April 2018 |website=ratsinformation.stadt-koeln.de}}</ref> but it was decided that line 4 should be used.<ref>{{Cite web |last=Attenberger |first=Tim |date=18 January 2022 |title=KVB: Stadtbahn-Linie 4 soll bis Köln-Widdersdorf fahren |trans-title=KVB: Line 4 planned to run to Cologne-Widdersdorf |url=https://www.ksta.de/koeln/kvb-stadtbahn-linie-4-soll-bis-koeln-widdersdorf-fahren-39390822 |url-status=live |access-date=25 July 2022 |website=Kölner Stadt-Anzeiger |archive-date=18 January 2022 |archive-url=https://web.archive.org/web/20220118193944/https://www.ksta.de/koeln/kvb-stadtbahn-linie-4-soll-bis-koeln-widdersdorf-fahren-39390822 }}</ref> A later continuation to [[Niederaußem]] is also considered.<ref>{{Cite web |last=Teichert |first=Florian |date=15 September 2021 |title=Rhein-Erft: Große Zustimmung für Stadtbahnlinie von Köln über Pulheim nach Niederaußem |trans-title=Rhein-Erft: High approval for line from Cologne via Pulheim to Niederaußem |url=https://www.ksta.de/region/rhein-erft/rhein-erft-grosse-zustimmung-fuer-stadtbahnlinie-von-koeln-ueber-pulheim-nach-niederaussem-39031342 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=5 November 2021 |archive-url=https://web.archive.org/web/20211105073522/https://www.ksta.de/region/rhein-erft/rhein-erft-grosse-zustimmung-fuer-stadtbahnlinie-von-koeln-ueber-pulheim-nach-niederaussem-39031342 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;" | '''4'''
|An extension from Schlebusch station to a clinic inside [[Schlebusch]] or even to the city of [[Odenthal]] is in discussion, but the existing line would have to be double-tracked first.<ref name="line 4" />
|-
| style="background:#{{rcr|Cologne Stadtbahn|5}}; color:#fff; text-align:center;" | '''5'''
|Extension from Butzweilerhof to Longerich, where it could connect to the [[S-Bahn Rhein-Ruhr]] and / or line 15.
|-
| style="background:#{{rcr|Cologne Stadtbahn|7}}; color:#fff; text-align:center;" | '''7'''
|Extension to the new development area [[Grube Carl]] in [[Frechen]] and possibly further to [[Habbelrath|Frechen-Habbelrath]]. An extension to [[Kerpen]] is also already in discussion.<ref>{{Cite web |last=Reinartz |first=Patrick |date=7 October 2020 |title=KVB-Linie 7: Nächster Schritt zur Verlängerung der Strecke von Frechen nach Kerpen |trans-title=Line 7: Next step for the expansion from Frechen to Kerpen |url=https://www.ksta.de/region/rhein-erft/frechen/kvb-linie-7-naechster-schritt-zur-verlaengerung-der-strecke-von-frechen-nach-kerpen-37448278 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|Extension from Sülzgürtel to the Rhine following the [[List of streets in Cologne#Cologne Belt|cologne belt]].<ref name="line 13" /> Currently, both a surface and underground track are considered.<ref name="line 14 proposal">{{Cite web |last=Damm |first=Andreas |date=8 March 2021 |title=KVB-Linie 13: Stadtverwaltung verärgert mit U-Bahn-Ausschreibung – Linie 14 als Option |trans-title=Line 13: City council not happy with underground proposal – line 14 as an option |url=https://www.ksta.de/koeln/kvb-linie-13-stadtverwaltung-veraergert-mit-u-bahn-ausschreibung---linie-14-als-option-38151972 |url-status=live |access-date=25 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=9 March 2021 |archive-url=https://web.archive.org/web/20210309115220/https://www.ksta.de/koeln/kvb-linie-13-stadtverwaltung-veraergert-mit-u-bahn-ausschreibung---linie-14-als-option-38151972 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|Extension from Mülheim to Ostheim and later to the S-Bahnhof Frankfurter Straße<ref name="line 13" /> or completing the ring including a new crossing of the Rhine.<ref>{{Cite web |date=27 September 2022 |title=ÖPNV-Netzentwicklung - Sachstand 2022 |url=https://ratsinformation.stadt-koeln.de/vo0050.asp?__kvonr=107470 |url-status=live |access-date=16 February 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=14 January 2023 |archive-url=https://web.archive.org/web/20230114205255/https://ratsinformation.stadt-koeln.de/vo0050.asp?__kvonr=107470 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|10 stations from Berrenrather Straße/Gürtel to Venloer Straße/Gürtel will be upgraded with high-floor platforms, and some will be lengthened.<ref>{{Cite web |date=23 August 2022 |title=Beschlussvorlage - 0150_2022_Beschlussvorlage_Rat.pdf |url=https://buergerinfo.stadt-koeln.de/getfile.asp?id=801064&type=do |url-status=live |access-date=28 September 2022 |website=Informationssystem für Bürgerinnen und Bürger der Stadt Köln |language=de |archive-date=28 September 2022 |archive-url=https://web.archive.org/web/20220928170701/https://buergerinfo.stadt-koeln.de/getfile.asp?id=801064&type=do }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|Construction of two additional stations at Niehler Straße and Bolternstraße. Both will be elevated and equipped with side-platforms suitable for {{Convert|70|m|ft|abbr=on}} long trains.<ref>{{Cite web |date=26 September 2022 |title=Neubau von zwei Stadtbahnhaltestellen im Bezirk Nippes |url=https://meinungfuer.koeln/group/zwei-neue-haltestellen-fuer-die-linie-13 |url-status=live |access-date=28 September 2022 |website=Beteiligungsportal der Stadt Köln |language=de |archive-date=28 September 2022 |archive-url=https://web.archive.org/web/20220928172008/https://meinungfuer.koeln/group/zwei-neue-haltestellen-fuer-die-linie-13 }}</ref>
|-
| style="background:#888; color:#fff; text-align:center;" | '''14'''
|Construction of a new circumferential low-floor line that runs from the university on Universitätsstraße, Weißhausstraße and through Raderberg and Bayenthal before reaching the Rhine. The line could then be extended north to Ehrenfeld on Universitätsstraße/Innere Kanalstraße, and in the south it could run over a new bridge across the Rhine connecting with line 7.<ref name="line 14 proposal" /><ref name="line 14">{{Cite web |last=Akyüz |first=Adnan |date=5 March 2021 |title=Köln: Grüne fordern neue Straßenbahn-Linie 14 der KVB |url=https://www.express.de/koeln/koeln-gruene-fordern-neue-strassenbahn-linie-14-der-kvb-48057 |url-status=live |access-date=25 July 2022 |website=Express |language=de |archive-date=25 July 2022 |archive-url=https://web.archive.org/web/20220725131604/https://www.express.de/koeln/koeln-gruene-fordern-neue-strassenbahn-linie-14-der-kvb-48057 }}</ref>
|-
|{{diagonal split header|{{color|#fff|12}}|{{color|#fff|15}}|#{{rcr|Cologne Stadtbahn|12}}|#{{rcr|Cologne Stadtbahn|15}}}}
|Extension of the tunnel on the Neusser Straße from Mollwitzstraße to Wilhelm-Sollmann-Straße, as originally planned when the tunnel was built.
|-
|{{diagonal split header|{{color|#fff|3}}|{{color|#fff|18}}|#{{rcr|Cologne Stadtbahn|3}}|#{{rcr|Cologne Stadtbahn|18}}}}
|Extension from Thielenbruch to the city center of Bergisch Gladbach through the closed down Paper Fabric Zanders, which will restore a connection that had been present until 1958.<ref>{{Cite web |last=Boelen-Theile |first=Claus |date=22 January 2022 |title=KVB-Station auf Zanders-Gelände? Straßenbahn soll wieder nach Gladbach kommen |trans-title=KVB station on Zanders ground? Stadtbahn planned to run to Gladbach again |url=https://www.ksta.de/region/rhein-berg-oberberg/bergisch-gladbach/kvb-station-auf-zanders-gelaende--strassenbahn-soll-wieder-nach-gladbach-kommen-39391144 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=20 January 2022 |archive-url=https://web.archive.org/web/20220120080527/https://www.ksta.de/region/rhein-berg-oberberg/bergisch-gladbach/kvb-station-auf-zanders-gelaende--strassenbahn-soll-wieder-nach-gladbach-kommen-39391144 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;" | '''18'''
|Building a short tunnel below [[List of streets in Cologne#Militärringstraße|Militärringstraße]].<ref>{{Cite web |last=Eickler |first=Marion |date=27 January 2016 |title=Verkehr in Köln: Kreuzung am Militärring bekommt einen KVB-Tunnel |trans-title=Traffic in Cologne: Intersection at Militärring gets a new tunnel |url=https://www.ksta.de/koeln/lindenthal/kreuzung-am-militaerring-bekommt-kvb-tunnel-sote-23527634 |url-status=live |archive-url=https://web.archive.org/web/20160503091853/http://www.ksta.de/koeln/lindenthal/kreuzung-am-militaerring-bekommt-kvb-tunnel-sote-23527634 |archive-date=3 May 2016 |access-date=23 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;" | '''18'''
|Extending the city center tunnel ending at [[Barbarossaplatz station|Barbarossaplatz]] to the green belt, while building a new station at [[Köln Süd station|Bf Süd]]. Concstruction can only be started, when line 16 has moved into the new North-South-Tunnel.
|-
|{{diagonal split header|{{color|#fff|18}}|{{color|#fff|19}}|#{{rcr|Cologne Stadtbahn|18}}|#888}}
|Stichstrecke from [[Hermülheim|Hürth-Hermülheim]] to [[Hürth|Hürth-Center]] as part of line 18's service, this new service will probably operate as line 19.<ref>{{Cite web |last=Engels |first=Andreas |date=19 June 2021 |title=Hürther Verwaltung will sparen: Geplante Stadtbahn soll sonntags nicht fahren |trans-title=Hürth's council wants to cut corners: Planned Stadtbahn line won't run on Sundays |url=https://www.ksta.de/region/rhein-erft/huerth/huerther-verwaltung-will-sparen-geplante-stadtbahn-soll-sonntags-nicht-fahren-38497904 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=7 January 2022 |archive-url=https://web.archive.org/web/20220107052853/https://www.ksta.de/region/rhein-erft/huerth/huerther-verwaltung-will-sparen-geplante-stadtbahn-soll-sonntags-nicht-fahren-38497904 }}</ref>
|-
| style="background:#888; color:#fff; text-align:center;" | '''?'''
|Construction of a new railway line from Deutz to [[Flittard]] and the headquarters and route over the planned district of Mülheim-Süd; A further connection to [[Leverkusen]] (- Wiesdorf) or even to (- Opladen) is discussed.<ref>{{cite web |title=Kölner Initiative fordert Straßenbahn-Trasse bis Flittard |trans-title=Cologne initiative calls for tramway route to Flittard |url=http://www.ksta.de/koeln/muelheim/strassenbahn-trasse-bis-flittard-sote-23310146 |url-status=live |archive-url=https://web.archive.org/web/20160310003519/http://www.ksta.de/koeln/muelheim/strassenbahn-trasse-bis-flittard-sote-23310146 |archive-date=10 March 2016 |access-date=28 August 2017 |language=de}}</ref>
|}

==Rolling stock==
{{more citations needed|section|date=September 2022}}
Since the last traditional tramcars were retired in 2006, the Stadtbahn's active rolling stock consists exclusively of modern [[Articulated tram|articulated]] [[light rail vehicle]]s. All of them are about {{convert|30|m|ftin|abbr=on}} long, {{convert|2.65|m|ftin|abbr=on}} wide, seat approximately 70 passengers and are approved for speeds of up to {{convert|80|km/h|abbr=on}}. With rare exceptions, all services are operated by two units coupled together.<gallery widths="220" heights="165">
File:KVB2252 Schoenhauser Str.jpg|alt=|Third-generation Type B LRV in new livery on line 16
File:K4000 Koeln Zollstock.jpg|alt=|A K4000 low-floor tram in old livery on line 12
File:K4500 VB Presentation.jpg|alt=|A newer K4500 tram at its presentation on 18 April 2005
File:KVB5102 AeussereKanalstrasse.jpg|alt=|Two K5000 high-floor trams on lines 3 (left) and 4 (right)
File:Kvb koeln 2422.jpg|alt=|Refurbished train 2422 at Gleueler Str./Gürtel
File:Stadtbahn HF6 Koeln.jpg|alt=|A HF6 train at station Venloer Straße/Gürtel on line 13
</gallery>

===Stadtbahnwagen B===
In 1973, Cologne received two prototypes of the [[Duewag]] [[Stadtbahnwagen B]] LRV. Since then, 172 units in four batches were delivered to Cologne until 1996. The first series (2000) is currently being retired, with only four units (2031, 2032, 2035 and 2049) currently remaining in service, the other units were either scrapped, sold to [[Istanbul Tram]], or in the case of unit 2012, donated to the [[Straßenbahn-Museum Thielenbruch]].

On 8 October 2022, a series 2300 Stadtbahnwagen Typ B caught on fire in the underground station [[Ebertplatz station|Ebertplatz]].<ref>{{Cite web |last1=Attenberger |first1=Tim |last2=Hahn |first2=Sebastian |last3=Pichireddu |first3=Sara |last4=Görtz |first4=Oliver |date=9 October 2022 |title=Sechs Personen nach Feuer am Ebertplatz verletzt |trans-title=Six people injured after fire at Ebertplatz |url=https://www.ksta.de/koeln/koelner-innenstadt/koeln-mehrere-verletzte-bei-brand-an-kvb-haltestelle-ebertplatz-345958 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155209/https://www.ksta.de/koeln/koelner-innenstadt/koeln-mehrere-verletzte-bei-brand-an-kvb-haltestelle-ebertplatz-345958 }}</ref> The cause was determined to be a technical failure by a component beneath the steps,<ref>{{Cite web |last=Attenberger |first=Tim |date=11 October 2022 |title=KVB beauftragt Gutachten zur Brandursache |url=https://www.ksta.de/koeln/ebertplatz-koeln-kvb-beauftragt-gutachten-zum-brand-einer-u-bahn-347642 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155205/https://www.ksta.de/koeln/ebertplatz-koeln-kvb-beauftragt-gutachten-zum-brand-einer-u-bahn-347642 }}</ref> and later narrowed down to an overheated power converter responsible for the breaks.<ref name="operation stop series 2300">{{Cite web |last=Berger |first=Peter |date=27 October 2022 |title=KVB zieht 32 Stadtbahn-Fahrzeuge aus dem Verkehr |url=https://www.ksta.de/koeln/koeln-kvb-zieht-rund-30-stadtbahn-fahrzeuge-aus-dem-verkehr-354056 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155205/https://www.ksta.de/koeln/koeln-kvb-zieht-rund-30-stadtbahn-fahrzeuge-aus-dem-verkehr-354056 }}</ref> The KVB then temporarily stopped operating the 33 (one source says 32<ref name="operation stop series 2300" />) trains of the series on 27 October 2022, and started operating lines 3, 5 and 13 with single, {{Convert|30|m|ft|abbr=on}} long, trains, which lead to overcrowding.<ref>{{Cite web |date=28 October 2022 |title=33 KVB-Bahnen fallen aus – So reagieren die Kölner |trans-title=33 KVB-trains not operating – how Cologne's residents react |url=https://www.ksta.de/koeln/kvb-koeln-33-strassenbahnen-fallen-aus-so-reagieren-die-kunden-366461 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155202/https://www.ksta.de/koeln/kvb-koeln-33-strassenbahnen-fallen-aus-so-reagieren-die-kunden-366461 }}</ref> The manufacturer of the component, [[ABB]], supplied a software update to KVB, which was approved by the technical authority on 10 November, and the operation of the trains resumed on 11 November 2022, the start of [[Cologne Carnival|carnival]] season in Cologne.<ref>{{Cite web |last=Attenberger |first=Tim |date=10 November 2022 |title=KVB setzt Hochflurbahnen wieder im Kölner Netz ein |trans-title=KVB resumes operation of high-floor trains in Cologne |url=https://www.ksta.de/koeln/koeln-hochflurbahnen-der-kvb-wieder-im-einsatz-370038 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155207/https://www.ksta.de/koeln/koeln-hochflurbahnen-der-kvb-wieder-im-einsatz-370038 }}</ref>
===Low-floor LRVs (K4000 and K4500)===
After tests with a low-floor tram from [[Vienna]], a similar vehicle was developed for Cologne by [[Bombardier Transportation]], later becoming part of Bombardier's standardized [[Bombardier Flexity Swift]] family. A total of 124 low-floor trams were delivered between 1995 and 1998, referred to as "K4000", with these vehicles receiving numbers starting with 4001. The [[Bombardier CR4000]] trams operating on [[Tramlink]] in Croydon, England are largely based on the K4000 stock used in Cologne.

When it was decided to create a second low-floor network, an option for high-floor vehicles was changed to additional low-floor vehicles. Bombardier developed a new low-floor tram based more on the K5000 (see below) than on the K4000. These new trams were named K4500. Delivery of 69 units started in 2005 and was completed in late 2007.

===CitySprinter===
By the time a new series of high-floor vehicles was needed, Duewag had been sold to [[Siemens Mobility|Siemens Transportation Systems]] and later dissolved, meaning that additional Type B cars were no longer being made. Siemens subsequently proposed the "[[CitySprinter]]", a high-floor derivative of its [[Combino]] series of low-floor city trams.

In August 1999, after two months of testing, the first CitySprinter prototype crashed into another tram at {{convert|50|km/h|abbr=on|sigfig=1}} at the [[Christophstraße/Mediapark station|Christophstraße/MediaPark U-Bahn station]]. The accident was caused by a simultaneous electronics shutdown resulting in the train's inability to apply its brakes. Eight people sustained serious injuries. A second prototype was produced but as a result of the crash was never delivered.

===High-floor LRVs (K5000 and K5200)===
Following the failure of the CitySprinter, Bombardier derived a high-floor tram from the K4000. 59 units, named K5000, were delivered in 2002 and 2003. The numbering was changed to 5101 at short notice to avoid re-using the number 5001, which had been the number of the ill-fated CitySprinter. Another 15 vehicles of the same design, named K5200, were delivered before 2011.

The [[Bombardier M5000]] trams used on the [[Manchester Metrolink]], England are almost identical to the K5000/K5200 series used in Cologne.

=== Refurbished Stadtbahnwagen B series 2100 (now 2400) ===
Starting in 2011, the KVB and [[Bonn Stadtbahn]] converted their old series 2100 Stadtbahnwagen B to new, modern trains now classified as series 2400. In this conversion the brake system, seats, air conditioning and the vehicle's body were completely upgraded, and the second cockpit was removed. The type got its [[Eisenbahn-Bau- und Betriebsordnung|EBO]] certification in 2016, and since then the trains can operate in the whole HF network for another 30 years. The last of the 28 vehicle was certified in April 2021.

According to the KVB, upgrading the old trains for 49 million [[Euro]] saved about 40.6 million € over buying new vehicles. Additionally, the engineers servicing the trains already know every part of the trains, knowledge that first has to be gathered with new trains. The project was the first of its kind, with a local rail operator renovating their trains. The project was only possible, because of the high quality materials used in the original 2100 trains.<ref>{{Cite web |last=Anemüller |first=Stephan |date=11 May 2021 |title=Serie 2400 komplett, viel Geld gespart |trans-title=Series 2400 finished, a lot of money saved |url=https://blog.kvb-koeln.de/serie-2400-komplett-viel-geld-gespart |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=18 September 2021 |archive-url=https://web.archive.org/web/20210918064117/https://blog.kvb-koeln.de/serie-2400-komplett-viel-geld-gespart }}</ref>

=== Flexity Swift HF6 ===
Together with the [[Rheinbahn|Düsseldorf Rheinbahn]], the KVB ordered 79 trains of the type [[Bombardier Flexity Swift]] in 2015, 59 of which were intended for Düsseldorf and 20 for Cologne. Since then, the KVB converted 7 options to orders. The first of the 27 trains arrived in December 2020, and after undergoing extensive testing they started normal passenger operation about one year later. The last trains are expected to arrive in Cologne in early 2023. The new trains are capable of achieving {{Convert|80|km/h|mph|abbr=on}}, are {{Convert|28|m|ft|abbr=on}} long, about the same length as the other trains, and include 64 seats. They are designated as series 5300.<ref name="high floor trains">{{Cite web |title=Hochflurfahrzeuge |trans-title=High floor vehicles |url=https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/hochflur.html |url-status=live |access-date=26 July 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=17 June 2022 |archive-url=https://web.archive.org/web/20220617205430/https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/hochflur.html }}</ref><ref>{{Cite web |date=19 December 2020 |title=First Bombardier HF6 high-floor light rail vehicle arrives in Cologne |url=https://www.urban-transport-magazine.com/en/first-bombardier-hf6-high-floor-light-rail-vehicle-arrives-in-cologne/ |url-status=live |access-date=26 July 2022 |website=Urban Transport Magazine |language=en |archive-date=26 July 2022 |archive-url=https://web.archive.org/web/20220726202347/https://www.urban-transport-magazine.com/en/first-bombardier-hf6-high-floor-light-rail-vehicle-arrives-in-cologne/ }}</ref><ref>{{Cite web |last=Pesch |first=Matthias |date=20 March 2021 |title=Die "Neuen" sind unterwegs – Menschen bewegen |url=https://blog.kvb-koeln.de/die-neuen-sind-unterwegs |url-status=live |access-date=4 September 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=1 October 2022 |archive-url=https://web.archive.org/web/20221001085045/https://blog.kvb-koeln.de/die-neuen-sind-unterwegs }}</ref>

=== Low-floor NF12/NF6 ===
In 2020, a contract for 62 new {{Convert|60|m|ft|abbr=on}} long NF12s and 2 half as long NF6s was given to [[Alstom]] and [[Kiepe Electric]], including options for up to 11 additional NF12s and 25 additional NF6s. Delivery and testing of 2 long and 2 short trains is planned to start in July 2024, with passenger service starting a year later. The new trains are supposed to completely replace the 124 existing K4000 LRVs.<ref name="low floor trains" /><ref>{{Cite web |date=24 January 2023 |title=Beantwortung einer Anfrage Ausschuss |url=https://ratsinformation.stadt-koeln.de/getfile.asp?id=912499&type=do |url-status=live |access-date=1 February 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=31 January 2023 |archive-url=https://web.archive.org/web/20230131231527/https://ratsinformation.stadt-koeln.de/getfile.asp?id=912499&type=do }}</ref>

The trains feature many new things previously not seen in the system. Currently all trains are composed of two 30 m units, resulting in wasted space and a safety hazard where the trains are coupled together, while the new NF12's will fully use the whole length of the trains and feature a fifth set of doors in the middle. The trains will also be equipped with a collision warning system that can detect objects up to {{Convert|80|m|ft|abbr=on}} in front of the train, issuing a warning to the driver depending on the speed of the train. The trains will feature more efficient [[air conditioning]] than previous ones, better passenger information screens and sensors that enable preventive maintenance.<ref name="low floor trains" />

For the first time in the system's history, in 2021 a design mockup was constructed at [[Thielenbruch station|tram museum Thielenbruch]] used to get feedback on [[accessibility]] and the layout of the driver's cab. In 2022, another mockup was put on public display at the museum, but was criticized, because the trains feature a {{Convert|5|cm|in|abbr=on}} "step" followed by a 6% steep ramp at the doors which is to steep to comfortably climb in a wheelchair. According to the KVB the situation on the actual trains will be better than on the mockup as the gap in between platform and train was larger than in normal operation. The internal layout of the trains can't be changed retroactively and the option of ordering new trains was discarded as well, as the trains do adhere to accessibility standards. Other measures to increase accessibility like a strap at the door, additional training for the train drivers or electric ramps are in discussion.<ref name="low floor trains" /><ref>{{Cite web |date=22 November 2022 |title=TOP Ö 7.2.14: KVB – neues Niederflur Stadtbahnfahrzeug (Arbeitstitel NF12) Hier: nicht gegebene Barrierefreiheit im Modell Stand 28.07.2022 |trans-title=TOP Ö 7.2.14: KVB – new low-floor Stadtbahn vehicle (work title NF12) here: missing accessibility in a model as of July 28 2022 |url=https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=363799 |url-status=live |access-date=15 January 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=15 January 2023 |archive-url=https://web.archive.org/web/20230115130946/https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=363799 }}</ref><ref>{{Cite web |last=Gross |first=Paul |date=26 April 2023 |title=Köln: Neue KVB-Bahnen kommen trotz Hürden für Behinderte |trans-title=Cologne: New KVB-trains are coming despite obstacles for disabled |url=https://www.ksta.de/koeln/koeln-neue-kvb-bahnen-kommen-trotz-huerden-fuer-behinderte-558163 |url-status=live |access-date=8 May 2023 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

=== Train interiors ===
<gallery>
File:KVB2000erInnenraum.jpg|B100S 2000
File:KVB2100erInnenraum.jpg|B100S 2100
File:KVB2254Innenraum.jpg|B80D 2200
File:KVB2300erInnenraum rot.jpg|B80D 2300
File:4000er Innenraum.jpg|K4000
File:Innenraum eines K5000.jpg|K5000
</gallery>

== Depots and workshops ("''Betriebshöfe''") ==
The KVB has 4 large depots and workshops, as well as a few smaller parking facilities. Historically there were 17 more depots and workshops, that have since been relocated or abandoned.<ref name="current depots">{{Cite web |last=Weiß |first=Regina |date=19 April 2022 |title=Die Heimat von Bussen und Bahnen – die Betriebshöfe der KVB |url=https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=19 April 2022 |archive-url=https://web.archive.org/web/20220419091642/https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb }}</ref><ref name="former depots">{{Cite web |last=Weiß |first=Regina |date=17 May 2022 |title=Heimat der Straßen- und Pferdebahnen – ehemalige KVB-Betriebshöfe |url=https://blog.kvb-koeln.de/heimat-der-strassen-und-pferdebahnen-ehemalige-kvb-betriebshoefe |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=17 May 2022 |archive-url=https://web.archive.org/web/20220517090745/https://blog.kvb-koeln.de/heimat-der-strassen-und-pferdebahnen-ehemalige-kvb-betriebshoefe }}</ref>

=== Current depots, workshops and parking facilities ===

==== Wesseling ====
The depot and workshop in Wesseling was first constructed by the KBE in 1906. It's the smallest one, with space for just 50 trains and 30 employees, and mainly serves the trains for lines 16, 17 and 18. It's the only depot outside of Cologne, and sometimes the old Querbahn is used to connect it to line 18. It was transferred to the KVB, when the KBE closed in 1986.<ref name="current depots" />

==== Main workshop and depot in Weidenpesch ====
The current main workshop ("''Hauptwerkstatt''", HW) of the KVB was opened in 1923, when the former HW moved from Rhieler Straße to Weidenpesch. Most heavy maintenance as well as the conversion of the series 2100 to series 2400 are done here.<ref name="current depots" />

In 2021 a new modern depot opened next to the HW, with space for 64 trains and facilities to restock sand and wash the trains, and a water collection system for the washing, as well as solar panels on the roof. Along with the new depot building, new track to connect the HW and depot to Neusser Straße were constructed, reducing operating noise especially during the night.<ref>{{Cite web |last=Anemüller |first=Stephan |date=25 May 2021 |title=Neue Heimat für 64 Stadtbahnen |url=https://blog.kvb-koeln.de/neue-heimat-fuer-64-stadtbahnen |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |archive-date=18 September 2021 |archive-url=https://web.archive.org/web/20210918071925/https://blog.kvb-koeln.de/neue-heimat-fuer-64-stadtbahnen }}</ref>

==== West ====
The depot at Scheidweilerstr. exists since 1924 when the old depot, that stood where the Aachener Weiher now is, was destroyed. After World War 2, the depot was almost completely destroyed and for the time, depots Sülz and Ost were used. In 1961 to 1964 the depot as it now is was built. The depot is known as the heart of the KVB, because the control room is situated there, as well as customer service and management. In total, about 1200 employees work at the depot and the surrounding offices. The depot has space for 60 of the trains used on lines 1, 5, 7 and 13. In 2004 and 2005, the management building was renovated and 2 new buildings were built, and in 2021 the old tracks from the 1960s were replaced. The control room is one of the most modern ones in Europe since its renovation in 2014.<ref name="current depots" />

==== Merheim ====
The depot in Merheim, that opened in 1994, is the biggest and most modern, with space for 140 trains in an area of about {{Convert|8000|m2|sqyd|abbr=on}}, and 120 employees working there. After its opening the former depots East and Thielenbruch were closed. Nearly all trains, especially on lines 3 and 4, are stored and serviced here.<ref name="current depots" />

==== Stadium ====
The parking facility at the [[RheinEnergieStadion]] was built along with the sport facilities in 1923 with 8 tracks, and has since been modernized several times. It's mainly used to provide trains to visitors of sport events and some trains only used during peak hours.<ref name="current depots" />

==== Porz ====
Just behind Porz Markt station there are two tracks were the trains running to the university in the morning are parked.

==== Zündorf ====
At the south end of line 7 there's a single track for parking created in 2000. It's necessary because going there from Betriebshof West or Merheim is time-consuming and complicated, the parking facility in Porz is to small and former depots in Deutz and Porz were closed.<ref name="current depots" />

==== Deutz ====
The quad-tracked underground parking facility Deutz is just east of Bahnhof Deutz/Messe station, and was created together with the tunnel in 1983. The plans to rebuild Merheim and close Betriebshof Deutz were concrete enough already, that this parking facility was deemed necessary.<ref name="current depots" />

==== Merkenich ====
Only in 2005 a parking facility was created at the terminus of line 12 in Merkenich for trains of lines 12 and 15, because of the long time required to get there from other depots. It was built double-tracked with space for six trains per track, and was extended in 2013 with a third track, but the first track is now used to turn the trains around, while only the 2nd and 3rd are used for parking. The trains of line 15 parking here depart as line 15 in the morning, but serve line 12's route until Wilhelm-Sollman Straße, where lines 12 and 15 join. These additional services on line 12's route are not explicitly mentioned on timetables.<ref name="current depots" />

=== Former depots ===

==== Maximinenstraße ====
In Maximinenstraße there were two depots: Starting 1877 it was the main depot, workshop and office of the first horsecar system, but an expansion of the [[Köln Hauptbahnhof|Centralbahnhof]] forced it to close in 1886. In 1888 another depot was built in Maximinenstraße, that was closed in 1902 because it was deemed to small in the electrification of the system.<ref name="former depots" />

==== Kalk ====
The depot in Kalk was also opened in 1877, housing the horses and wagons of the horsecar between Deutz and Kalk, which both didn't formally belong to Cologne at that point. When the much larger Ost-Bahnhof in Deutz was opened in 1902, the depot was closed.<ref name="former depots" />

==== Nippes ====
The depot in Nippes served the horsecar lines to Nippes and Sechzig, but had to be closed in 1903 because it was to small for the electrification.<ref name="former depots" />

==== West ====
The former Betriebshof West was built in 1877 for services to Melaten and Lindenthal, and upgraded in 1902 for use with electric vehicles. The old depot was located at the junction of Dürener Straße/(Innere) Kanalstraße and was torn down when the Aachener Weiher was constructed in 1923. Only a year later the current Betriebshof West in Scheidtweiler Straße was opened, keeping the wooden halls from the old site which later burnt down due to bombing during World War 2.<ref name="former depots" />

==== Ehrenfeld ====
The depot in Gutenbergstraße was also constructed in 1877 for the service to Ehrenfeld, and was one of the few that had enough space to be upgraded in the electrification in 1901. During World War 2 it was damaged so badly, that it was closed in 1944.<ref name="former depots" />

==== ''Süd'' (South) ====
The last depot opened in 1877 was located at Koblenzer Straße in Bayenthal, where it first housed horsecars and later electric trams. The depot was modernized regularly to keep up with new vehicle technologies, but starting in the 1950s the increasingly larger vehicles were parked and serviced in depots West and ''Ost'' more and more, until the depot sharply reduced train operation in 1967, serving only for some parking during the night. A few years later the depot was only used for buses until it closed entirely in 1996.<ref name="former depots" />

==== Mülheim ====
In 1889 a depot was built in Kranenstraße, but was to small for the electrification in 1902, and closed. The original building still exists today.<ref name="former depots" />

==== Rodenkirchen ====
Rodenkirchen saw the smallest depot of the KVB ever from 1883 to 1902. The just {{Convert|600|m2|sqyd|abbr=on}} big area had space for just four wagons and nine horses, as well as beds for the personnel, but it was probably only used by one horsecar at a time.<ref name="former depots" />

==== Weißbüttengasse ====
Located in Altstadt-Süd, the depot was opened in 1885. The building had a two-story hall, with offices on the second floor for the management, which moved there after Maximinenstraße was closed. Due to space constraints, only trains of line 18 were parked there when the depot closed in 1933. The offices were still used until 1943 when the building was destroyed in World War 2.<ref name="former depots" />

==== ''Nord'' (North) ====
In 1888 the depot at Rhieler Straße, opposite to the zoo, was opened, and in 1901 it was electrified and got an access from the Rhine's shore, but it housed the last horsecars until 1907. The workshop was closed in 1923 and moved to Merheim (now Weidenpesch). Starting 1950 only buses were parked here, and in 1956 the depot was closed.<ref name="former depots" />

==== ''Ost'' (East) ====
The depot was opened in 1902 for electric trams at Deutz-Kalker Straße in Deutz, and until its closure in 1994, when the depot in Merheim made it obsolete, the depot was modernized countless times. Today the space is used by the [[Kölner Haie]].<ref name="former depots" />

==== Merheim left-rhenish (Weidenpesch) ====
The old depot in Weidenpesch, which was called Merheim until 1952, was opened in 1902 in Jesuitengasse, and closed in 1969.<ref name="former depots" />

==== Thielenbruch ====

{{see also|Thielenbruch station}}
The depot in Thielenbruch was opened in 1902 to serve the ''Vorortbahn'' C, later G, to Bergisch Gladbach. In 1926 the depot was expanded with a second hall, and is under preservation since 1985. It was one of few depots that weren't damaged badly during World War 2, and was closed in 1994 because the new depot Merheim opened and expansion was difficult due to the preservation. The history of the depot doesn't end here though, as one hall was converted to the terminus of (now) lines 3 and 18, and in 1997 a museum opened in the other hall where the historical horsecars, trams and trains of the system are shown.<ref name="former depots" />

==== Porz ====
The depot in Porz was opened in 1909 where now Porz Markt station is located, but the area was limited by Goethestraße in the east and rail tracks in the West. In 1973 train operations were stopped, and in 1975 it was closed.<ref name="former depots" />

==== Bensberg ====
In 1913 a depot was opened at the former terminus Bensberg, that's now called Im Hoppenkamp. Starting 1945 no trains spent their time here, and in 1961 the hall that once had 4 tracks of which one had remained, was destroyed and replaced by 3 outdoor tracks. This new parking space was not needed technically, but it was built anyways to attract potential new personnel from Bergisch Gladbach by providing a close by depot. It was closed in 1967. In this place the tunnel to the current terminus Bensberg was started in 1996.<ref name="former depots" />

==== Mülheim ====
The second depot in Mülheim was opened in 1913 by the Mülheimer Kleinbahnen, because Mülheim only became part of Cologne the next year. After the city took over the Mülheimer Kleinbahnen in 1933, the depot was mainly used for the ''Vorortbahn'' O. Between 1936 and 1941 the depot was closed and used as storage, and after that it was reopened to be a reserve in case Betriebshof Ost would become inoperable by bombing. In 1958 the depot became unnecessary and was closed.<ref name="former depots" />

==== Sülz ====
In 1927 a depot was opened at Hermeskeiler Platz where now the terminus of line 9 is located, and for a short time it was the largest Betriebshof on European mainland. In World War 2 large parts of it were destroyed, and afterwards two previous tracks were used for [[trolleybus]]es that were tested in the 1950s. Because of its location in a residential area, there was no space for expansion and residents often complained about the noise. Due to these problems, the depot was closed in 1986.<ref name="former depots" />

== Technology ==
{{more citations needed|section|date=September 2022}}

Like most German Stadtbahn systems, [[Standard-gauge railway|standard-gauge]] and [[overhead line]] are used. The wires are supplied with 800 [[Volt|V]] [[Direct current|DC]],<ref name="electrification" /> and the trains are made for 750 V DC.<ref name="control room">{{Cite web |title=Leitstelle |trans-title=Control room |url=http://www.kvb-koeln.de/german/unternehmen/kvb/leitstelle.html |url-status=dead |archive-url=https://web.archive.org/web/20151105194742/http://www.kvb-koeln.de/german/unternehmen/kvb/leitstelle.html |archive-date=5 November 2015 |website=Kölner Verkehrs-Betriebe AG |language=de}}</ref> Due to the beginning of the system as a tram, the tracks feature small curve radiuses of down to {{Convert|25|m|ft|abbr=on}}; other systems like the [[Stuttgart Stadtbahn]] use radiuses of at least {{Convert|50|m|ft|abbr=on}}. The trains use the maximum legal width of vehicles on streets of {{Convert|2.65|m|ft|abbr=on}}. In most trains there are groups of 4 seats, but the newer K4500 and K5000 use some row-seating. The platform height is {{Convert|35|cm|in|abbr=on}} (low-floor network) and {{Convert|90|cm|in|abbr=on}} (high-floor network) above the rails. All platforms are built for a {{Convert|54|m|ft|abbr=on}} long [[Multiple unit|double-units]], with the smallest platforms being {{Convert|50|m|ft|abbr=on}} long requiring an exact stop. The longest platforms are on the underground station Fuldaer Straße, which is {{Convert|110|m|ft|abbr=on}} long.

=== Signalling and train protection ===
[[File:KVB Sig607 Boltensternstrasse.JPG|thumb|288x288px|A signal showing yellow and the [[train stop]] below]]
On most surface tracks, line-of-sight operation is used. The surface signals can indicate one of three things, though not all signals have all indications installed.

* Horizontal bar: Stop
* Vertical bar: Proceed straight ahead
* Diagonal bar: Proceed to the right/left

In the tunnels, on the elevated track and on some surface right-of-ways, signalling and [[Train protection system|train protection]] are used. On KVB tracks the maximum speed is {{Convert|70|km/h|mph|abbr=on}} even with these installed, while on HGK tracks up to {{Convert|100|km/h|mph|abbr=on}} are allowed, but never achieved because the trains only allow up to {{Convert|80|km/h|mph|abbr=on}}. The signals have three indications:

* Green: Proceed
* Yellow: Expect stop at next signal
* Red: Stop

In the city center tunnel, sometimes the yellow signal is used together with speed signal "2", allowing entering a partially blocked segment with up to {{Convert|20|km/h|mph|abbr=on}} to allow smaller distances between trains.

On all lines there is a kind of [[Punktförmige Zugbeeinflussung|PZB]] in use, where the inductors are located between the tracks instead of next to them like standard PZB. On the HGK lines, additional PZB equipment for freight trains is installed.<ref name="control room" /><ref>{{Cite web |last=Anemüller |first=Stephan |date=28 February 2022 |title=Signale und Zeichen der KVB – eine Einführung |trans-title=Signals of the KVB – an introduction |url=https://blog.kvb-koeln.de/signale-und-zeichen-der-kvb-eine-einfuehrung |url-status=live |access-date=28 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=1 March 2022 |archive-url=https://web.archive.org/web/20220301081734/https://blog.kvb-koeln.de/signale-und-zeichen-der-kvb-eine-einfuehrung }}</ref>

=== Passenger information ===
[[File:Großflächenanzeiger Breslauer Platz, Stadtbahn Köln-4140.jpg|thumb|Large display at [[Breslauer Platz/Hbf station]]]]
All Stadtbahn trains have speakers to play announcements, and in the 1970s the trams were retrofitted with these as well. Since the 1990s all trains are fitted with at least two displays showing the next station, or while in a station, the terminus. Because the recorded announcements became increasingly pieced together with every timetable change, they were all newly recorded in 2003. In 2010, after a previous test on line 13, the announcements on the east–west lines (1, 7, 9) got a larger amount of information with all possible connections (Stadtbahn, bus, regional- and intercity trains) being announced. Also for the first time in Cologne's history, the announcements on some important stations like [[Köln Messe/Deutz station|Bahnhof Messe/Deutz]] were also done in English, but only giving important info for tourists, but these are no longer in use. Since 1 December 2012 all announcements include the connections, and are [[Speech synthesis|computer generated]]. Because of the amount of side-platforms, the exit side is only announced when it is on the left side.<ref>{{Cite web |last=Weiß |first=Regina |date=2 May 2018 |title=Wie kommt eigentlich die Ansage in Bus und Bahn? |url=https://blog.kvb-koeln.de/wie-kommt-eigentlich-die-ansage-in-bus-und-bahn |url-status=live |access-date=28 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=27 October 2021 |archive-url=https://web.archive.org/web/20211027164844/https://blog.kvb-koeln.de/wie-kommt-eigentlich-die-ansage-in-bus-und-bahn }}</ref>

Beginning with the stations of the city center tunnel, the other stations following step-by-step, they were first equipped with digital platform displays capable of showing the next 2 trains and a line of other information. In the 2000s these were replaced by new, bigger displays capable of 3 trains and one line of information, with some playing back an audible announcement at the station when a train enters the station. Interchange stations have larger displays, that show departures of all lines on all platforms. Since February 2021, these are getting replaced again with even larger displays capable of showing more trains, and will be capable of showing videos once a system update planned for mid 2022 is installed, for example to suggest passengers alternative routes when a train is cancelled. In a further step the displays inside the trains will be replaced by similar displays as well.<ref name="history 2005" /><ref>{{Cite web |date=28 February 2020 |title=PM DFI-Anzeiger |trans-title=Press report DFI-displays |url=https://www.kvb.koeln/unternehmen/presse/pressemitteilungen.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=1582 |url-status=live |access-date=27 July 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=28 July 2022 |archive-url=https://web.archive.org/web/20220728143540/https://www.kvb.koeln/unternehmen/presse/pressemitteilungen.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=1582 }}</ref><ref>{{Cite web |title=ITCS: Verbesserte Informationen für KVB-Kunden |trans-title=ITCS: Better information for KVB-clients |url=https://www.kvb.koeln/unternehmen/projekte/itcs/index.html |url-status=live |access-date=28 July 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=28 July 2022 |archive-url=https://web.archive.org/web/20220728143541/https://www.kvb.koeln/unternehmen/projekte/itcs/index.html }}</ref>

==See also==
* [[Transportation in Cologne]]
* [[List of Cologne KVB stations]]
* [[List of rapid transit systems]]

== References ==

===Inline citations===
{{Reflist}}

===Books===
* {{cite book| first=Christoph| last=Groneck| title=Köln/Bonn Stadtbahn Album| publisher=Robert Schwandl Verlag| year=2005| isbn=3-936573-07-7}}
* {{cite book| first1=Dieter| last1=Höltge| first2=Axel| last2=Reuther| title=Straßen- und Stadtbahnen in Deutschland Band 7: Köln, Düren, Aachen| publisher=EK-Verlag| year=2001| isbn=3-88255-338-3| language=de}}
* {{cite book| editor1-first=Doris| editor1-last=Lindemann| editor2-first=Kölner| editor2-last=Verkehrs-Betriebe| title=Kölner Mobilität - 125 Jahre Bahnen und Busse| publisher=Du Mont Verlag| year=2002| isbn=3-8321-7177-0| language=de}}

== External links ==
{{Commons category|Stadtbahn Köln}}
* [http://www.kvb.koeln/en Kölner Verkehrsbetriebe Homepage in English]
* [https://www.kvb.koeln/fahrtinfo/fahrplanauskunft/index.html Kölner Verkehrsbetriebe Timetable Search]
* [https://www.vrs.de/en/drive/timetable-service Transit Authority Timetable Search in English]
* [http://www.nord-sued-stadtbahn.de/ Official Homepage for the Nord-Süd-U-Bahn Construction Project (in German only)]
{{Stadtbahn systems}}
{{Urban public transport in Germany}}

{{Authority control}}

[[Category:Transport in Cologne]]
[[Category:Light rail in Germany]]
[[Category:Tram transport in Germany]]
[[Category:Underground rapid transit in Germany]]

Cologne Stadtbahn

2023-05-08T19:19:07Z

Jan Lukas 22: /* Low-floor NF12/NF6 */ Add accessibility information for the new trains

{{short description|Light rail system in Cologne, North Rhine-Westphalia, Germany}}
{{Use dmy dates|date=February 2023}}
{{Infobox public transit
| box_width = 300px
| name = Cologne Stadtbahn
| image = KVB logo.svg
| alt = KVB logo
| imagesize = 50px
| image2 = KVB4076_Severinsbruecke.jpg
| caption2 = Light rail trainset in front of the river [[Rhine]] and [[Cologne Cathedral]]
| owner = [[Kölner Verkehrs-Betriebe]]
| locale = [[Cologne]] (Köln) [[Germany]]
| transit_type = [[Light rail]] ([[Stadtbahn]])
| lines = 12
| stations = 236
| ridership = 594,520 (2019)<ref name="statistik">{{cite web |url=https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html |title=Kölner Verkehrs-Betriebe AG |publisher=kvb.koeln |access-date=4 July 2022 |archive-url=https://web.archive.org/web/20220618102453/https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html |archive-date=18 June 2022 |url-status=live }}</ref>
| annual_ridership = 217,000,000 (2019)<ref name="statistik" />
| website = [https://www.kvb.koeln/ www.kvb.koeln]
| began_operation = 1877 (horsecar)
1900 (electric tram)<ref name="history 1877">{{cite web |url=https://www.kvb.koeln/unternehmen/geschichte/1876.html |title=KVB-Geschichte von 1877 bis 1949 |publisher=kvb.koeln |access-date=4 July 2022 |archive-url=https://web.archive.org/web/20210507081801/https://www.kvb.koeln/unternehmen/geschichte/1876.html |archive-date=7 May 2021 |url-status=live |language=de}}</ref>
1968 (Stadtbahn)<ref name="history 1950">{{Cite web |title=KVB-Geschichte von 1950 bis 1984 |trans-title=KVB-History from 1950 to 1984 |url=https://www.kvb.koeln/unternehmen/geschichte/1950.html |url-status=live |archive-url=https://web.archive.org/web/20210507081843/https://www.kvb.koeln/unternehmen/geschichte/1950.html |archive-date=7 May 2021 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref>
| operator = [[Kölner Verkehrs-Betriebe]] (KVB)
| vehicles = 382 (2019)<ref name="statistik" />
| train_length = {{convert|60|m|ft|sp=us}}
| system_length = {{convert|198.5|km|mi|sp=us}} (2019)<ref name="statistik" />
| track_gauge = {{RailGauge|sg|allk=on}}
| minimum_radius_of_curvature = 
| el = 750<ref name="electrification">{{Cite web |last=Zeidler-Goll |first=Susanne |date=23 February 2016 |title=Wie kommt der Strom in die Bahn? |url=https://blog.kvb-koeln.de/wie-kommt-der-strom-in-die-bahn |url-status=live |archive-url=https://web.archive.org/web/20220118143455/https://blog.kvb-koeln.de/wie-kommt-der-strom-in-die-bahn |archive-date=18 January 2022 |access-date=4 July 2022 |language=de }}</ref> [[Volt|V]] [[Direct current|DC]] [[overhead line]]
| average_speed = {{convert|25.9|km/h|mph|abbr=on}} (2019)<ref name="statistik" />
| top_speed = 
| map = [[File:KVB Netz.svg|290px]]
| map_name = KVB system map
| map_state = collapsed
| caption = KVB logo
}}

The '''Cologne Stadtbahn''' is a [[light rail]] system in the [[Germany|German]] city of [[Cologne]], including several surrounding cities of the [[Cologne Bonn Region]] ([[Bergisch Gladbach]], [[Bonn]], [[Bornheim (Rheinland)|Bornheim]], [[Brühl (Rhineland)|Brühl]], [[Frechen]], [[Hürth]], [[Leverkusen]]-Schlebusch, [[Wesseling]]). The term ''[[Stadtbahn]]'' denotes a system that encompasses elements of [[tram]]s as well as an [[Rapid transit|underground railway]] network (''[[Rapid transit in Germany#U-Bahn|U-Bahn]]'') and [[interurban]] rail, even including three lines that are licensed as [[heavy rail]] and used by [[freight train]]s as well as Stadtbahn vehicles. Two of these lines connect the Cologne Stadtbahn to the [[Bonn Stadtbahn]]. These lines (16 and 18) are jointly operated by both cities' transport authorities, resulting in both systems and the lines connecting them sometimes collectively referred to as ''Stadtbahn Rhein-Sieg''.

The Cologne Stadtbahn is operated by the [[Kölner Verkehrs-Betriebe|Kölner Verkehrsbetriebe]] (KVB) and the Bonn Stadtbahn is operated by the Stadtwerke Bonn (SWB – City of Bonn Utilities Division). The KVB and SWB are members of the [[Verkehrsverbund Rhein-Sieg]] (VRS – Rhein-Sieg Transit Authority), formed in 1987 to consolidate the transit authorities in the metropolitan Cologne area and operate a joint fare structure.<ref name="VRS members">{{Cite web |title=Wir fahren Sie... |trans-title=We transport you... |url=https://www.vrs.de/der-vrs/verkehrsunternehmen/wir-fahren-sie |url-status=live |archive-url=https://web.archive.org/web/20200612111848/https://www.vrs.de/der-vrs/verkehrsunternehmen/wir-fahren-sie |archive-date=12 June 2020 |access-date=6 May 2020 |website=VRS |language=de}}</ref><ref name="history 1985" /> There are [[List of Cologne KVB stations|236 stations]] along {{Convert|199|km|mi|abbr=on}} of tracks,<ref>{{Cite web |date=June 2022 |title=KVB Geschäftsbericht 2021 |url=https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=3936 |url-status=live |access-date=9 August 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=9 August 2022 |archive-url=https://web.archive.org/web/20220809124034/https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=3936 }}</ref> of which 42 are underground in {{Convert|28|km|mi|abbr=on}} of tunnels.

== History ==
[[File:Station Äußere Kanalstraße.JPG|thumb|The Cologne Stadtbahn at [[Rochusplatz]] station]]

=== Horsecar and tram (1877 – 1960s) ===
The Cologne Stadtbahn traces its history to the first [[horsecar]] lines that started operating in 1877. Within a few years, several companies had built an extensive network. Because none of these companies showed interest in electrifying their lines, the city of Cologne bought them on 1 January 1900, and by 1907 all horsecar lines had been electrified or replaced by other services.<ref name="history 1877" /> Additional lines were built until 1912, including ''Vorortbahnen'' to surrounding villages outside the city limits. Outside the city center, these lines had segregated [[Right-of-way (transportation)|right-of-way]] and were more similar to "real" railroads than to trams.<ref name=USDT>{{cite book|title=Light Rail Transit: A State of the Art Review|url=https://books.google.com/books?id=yJJKFV0uwHQC&pg=PA52|year=1976|publisher=U.S. Department of Transportation, Urban Mass Transportation Administration, Office of Policy and Program Development|pages=52–56|access-date=11 January 2020|archive-date=5 July 2022|archive-url=https://web.archive.org/web/20220705142226/https://books.google.com/books?id=yJJKFV0uwHQC&pg=PA52|url-status=live}}</ref>

The dense tram network in the city center that had been present before [[World War II]] was only partially rebuilt afterwards, and the [[Köln Hauptbahnhof|''Hauptbahnhof'']] (Central Station) was not linked to important places like [[Neumarkt (Cologne)|Neumarkt]] and [[Heumarkt]] for the time being. This was partly due to the plans to make Cologne a [[Automotive city|car friendly city]] which meant that old tramways (like the north–south one) were replaced by bus service; and also due to the planned widening of vehicles which wouldn't have fit through some of the narrow streets previously served by trams. Another question was the connection between the two banks of the [[Rhine]] which had been provided by the [[Hohenzollern Bridge|Hohenzollern-]], [[Mülheim Bridge, Cologne|Mülheim-]] and [[Deutz Suspension Bridge|Deutzer Brücke]], that were all destroyed during the war. A decision was taken to dedicate the Hohenzollern Bridge solely to interregional services, while the new [[Severins Bridge]] was only finished in 1959, allowing a restructuring of tram lines.<ref name="reconstruction ww2">{{Cite web |title=Wiederaufbau und Neugestaltung |trans-title=Reconstruction and redesign |url=https://koeln-magazin.info/geschichte/wiederaufbau-und-neugestaltung-in-koeln-nach-dem-2-weltkrieg |url-status=live |archive-url=https://web.archive.org/web/20220122192400/https://koeln-magazin.info/geschichte/wiederaufbau-und-neugestaltung-in-koeln-nach-dem-2-weltkrieg |archive-date=22 January 2022 |access-date=5 July 2022 |website=Köln Magazin |language=de}}</ref><ref name="50 years underground">{{Cite web |date=11 October 2018 |title=Broschüre 50 Jahre U-Bahn |trans-title=Brochure 50 years U-Bahn |url=https://www.kvb.koeln/unternehmen/presse/publikationen/broschueren.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=770 |url-status=live |archive-url=https://web.archive.org/web/20220706145650/https://www.kvb.koeln/unternehmen/presse/publikationen/broschueren.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=770 |archive-date=6 July 2022 |access-date=5 July 2022 |website=kvb.koeln |language=de}}</ref>

=== Upgrade to a Stadtbahn (1960s – now) ===
Already in 1956, the [[Transportation planning|transportation plan]] of the city council intended a newly built tunnel through the city center in the north–south direction. An overground routing along the Nord-Süd-Fahrt (North-South-Road) would not have served many central areas and was rejected. The tunnel was not planned as a [[Rapid transit|''U-Bahn'']] as in many other cities, but rather as an [[Premetro|underground tram]]. This meant a design similar to overground trams with small turning radii, short distances between stops and low-floor platforms. At the end of the tunnels the trains were supposed to run as trams on the streets again, but in many places the trams were already separated from car traffic anyways. For this type of system – tunnels in highly congested areas, elsewhere mostly on or next to streets – the term [[Stadtbahn]] was later created. Similar concepts to separate rail and car traffic were later used in many cities in [[North Rhine-Westphalia]] and adjacent foreign cities ([[Brussels]], [[Antwerp]]).<ref name="50 years underground" />

The term Stadtbahn is not regularly used, as the system is mostly referred to as ''U-Bahn'' and sometimes ''Straßenbahn'' (tram) by officials and the KVB, and most underground stations are also marked by a big white U on blue background which refers to ''U-Bahn''. Most people in Cologne speak about the ''U-Bahn'' or ''Straßenbahn'', or just about the train or the KVB.<ref name="50 years underground" />

When construction of the first tunnel started in 1963, there was no promise of the state NRW or the federal government to finance the project, and in the worst case the city would have had to pay completely on their own. With this background, the building of the Innenstadttunnel (city center tunnel) was begun. The tunnel opened in parts between 1968 and 1970 and was designed to be continued later, when more money and higher demand could make it necessary. This was the reason why no traditional ''U-Bahn'' (metro) was built in Cologne, which is as of 2023 the [[List of cities in the European Union by population within city limits|largest city in Europe]] not to have one. Nearly all tunnels completed afterwards aren't new routes, but rather overground sections of existing lines moved to the underground.<ref name="50 years underground" />

Beneficial to the expansion of the Stadtbahn were the ''Vorortbahnen'' that mostly ran on the right side of the Rhine and usually had their own [[Right-of-way (traffic)|right-of-ways]]. Another advantage was the previous use of {{Convert|2.5|m|ftin|abbr=on}} wide trains instead of the usual {{Convert|2.3|m|ftin|abbr=on}} other cities used for their trams, which made the adjustment for the new {{Convert|2.65|m|ftin|abbr=on}} wide [[Stadtbahnwagen B]] easier.{{Citation needed|date=January 2023}}

After the ''[[Vorgebirgsbahn]]'' of the ''[[Köln-Bonner Eisenbahnen]]'' started serving [[Barbarossaplatz station|Barbarossaplatz]] over Luxemburger Straße in 1898,<ref name="line 18">{{Cite web |last=Weiß |first=Regina |date=26 January 2021 |title=Linie 18: Vom Weißkohl-Bauern-Express zur Stadtbahn Nr. 1 |trans-title=Line 18: From cabbage-farmer-express to Stadtbahn #1 |url=https://blog.kvb-koeln.de/linie-18-vom-weisskohl-bauern-express-zur-stadtbahn-nr-1 |url-status=live |archive-url=https://web.archive.org/web/20210918022705/https://blog.kvb-koeln.de/linie-18-vom-weisskohl-bauern-express-zur-stadtbahn-nr-1 |archive-date=18 September 2021 |access-date=5 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> the ''[[Rheinuferbahn]]'' used rail tracks of the trams from its start in 1906,<ref name="line 16">{{Cite web |last=Anemüller |first=Stephan |date=21 November 2017 |title=Linie 16 – eine Bahn mit Geschichte |trans-title=Line 16 – a line with history |url=https://blog.kvb-koeln.de/linie-16-eine-bahn-mit-geschichte |url-status=live |archive-url=https://web.archive.org/web/20210918004541/https://blog.kvb-koeln.de/linie-16-eine-bahn-mit-geschichte |archive-date=18 September 2021 |access-date=5 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> beginning the mix of trams and interregional rail. The ''[[Köln-Frechen-Benzelrather Eisenbahn]]'', which opened in 1893, was modified from [[Metre-gauge railway|metre-gauge]] to [[Standard-gauge railway|standard-gauge]] in 1914, and has been operated by the KVB since 1955 using [[Eisenbahn-Bau- und Betriebsordnung|EBO]] certified vehicles.<ref name="line 7">{{Cite web |last=Anemüller |first=Stephan |date=31 January 2017 |title=Linie 7: An der Sonne und über die Grenzen der Stadt |trans-title=Line 7: At the sun and beyond the city's limits |url=https://blog.kvb-koeln.de/linie-7-an-der-sonne-und-ueber-die-grenzen-der-stadt |url-status=live |archive-url=https://web.archive.org/web/20220118142810/https://blog.kvb-koeln.de/linie-7-an-der-sonne-und-ueber-die-grenzen-der-stadt |archive-date=18 January 2022 |access-date=5 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> The integration of the ''Rheinuferbahn'' and ''Vorgebirgsbahn'' was already planned in the mid-1960s, but had to be put off due to a lack of vehicles that could run on interregional rail and partially tunneled Stadtbahn.

As seen in other cities, the changing ideas on efficient traffic systems lead to differing needs for the system. An example of this is the length of the platforms. While the first platforms were designed for two coupled {{Convert|30|m|ft|abbr=on}} wagons, later the state NRW required space for three or sometimes four Stadtbahnwagen B, which lead to platforms of up to {{Convert|110|m|ft|abbr=on}} in length. The usually much shorter overground platforms currently only allow two wagons of collective {{Convert|58|m|ft|abbr=on}} length. Another changing factor was the routing itself: the curve radii were enlarged and at-grade crossings avoided. The outer parts of the tunnel network are designed for up to {{Convert|70|km/h|mph|abbr=on}}, but the distance between stations is more similar to the previous tram network, which is why the top speed is rarely reached.

There is no plan for the final state of the network as in the U-Bahn of [[Berlin U-Bahn|Berlin]], [[Munich U-Bahn|Munich]] or [[Nuremberg U-Bahn|Nuremberg]]. The lines and tunnels were built in the order which made most sense to relieve traffic at the time. Because of this and the financial insecurity if the state or federal government would finance more projects, many ramps going from the tunnels to the overground were built only provisorily to enable a later continuation of the tunnels, but no underground stations were designed to become multi-level stations serving different directions.

Initially the mixed use of trams and Stadtbahnen only allowed for low-floor platforms with a height of {{Convert|35|cm|in|abbr=on}}, which meant that the high-floor Stadtbahnen had to be (and still are) equipped with stairs. In 1985 the first part of the network was built that was only accessible for high-floor trains with a platform height of {{Convert|90|cm|in|abbr=on}}.

Since the summer of 2006, no more trams are in use in Cologne.<ref name="history 2005" /> But in the 1990s, the city council had decided to only convert part of the network for use with high-floor trains, that has since been upgraded almost completely. The first few lines were converted to low-floor operations in 1994, another few in 2003. This led to the curiosity that at some platforms the earlier-built escalators don't end at platform level, but a few steps above it, as it had been intended to raise those platforms to {{Convert|90|cm|in|abbr=on}}.<ref name="history 1985" />

Underground construction in downtown Cologne, one of [[Germany]]'s oldest cities, is often obstructed by [[archeologist]]s' legal rights to dig in all future building sites within the medieval city limits before all heavy construction machinery.<ref name="archaeology">{{Cite web |last=Schmitz |first=Alfried |title=Archäologie: "ZeitTunnel" Köln |trans-title=Archaeology: "TimeTunnel" Cologne |url=https://www.planet-wissen.de/geschichte/archaeologie/methoden_der_archaeologie/pwiegrabungenunterderstadtdasprojektzeittunnelinkoeln100.html#Bauprojekt |url-status=live |archive-url=https://web.archive.org/web/20210319052611/https://www.planet-wissen.de/geschichte/archaeologie/methoden_der_archaeologie/pwiegrabungenunterderstadtdasprojektzeittunnelinkoeln100.html#Bauprojekt |archive-date=19 March 2021 |access-date=4 July 2022 |website=planet-wissen.de |date=11 December 2019 |language=de}}</ref>

== Current routes ==
[[File:KVB Friesenplatz.jpg|thumb|Entrance to [[Friesenplatz (KVB)|Friesenplatz station]] on [[Hohenzollernring]]]]
[[File:Technical map2.png|thumb|Technical map]]
[[File:KVB2306 Appellhofplatz.jpg|thumb|Appellhofplatz/Breite Straße station before renovation]]
Because the light rail network evolved from the tram network instead of replacing it, there were numerous stations served by both light rail and tram vehicles for almost three decades. While high platforms for step less entry into light rail vehicles could be built on the outer branches, stations in the city center had to have low platforms to support trams as well. The introduction of [[low-floor]] technology in the early 1990s promised wheelchair-accessible entry throughout the network without having to build several hundred high platforms. To allow the introduction of low-floor trains without having to demolish existing high platforms, the network was divided into two sub-networks of different floor heights.<ref name="history 1985" />

On weekdays, all lines are served in 5 to 10 minute intervals from 6 am to 8 pm, with little or no service between around 1 am and about 4.30 am, and usually 15 minute intervals in the early night and early morning, as well as on Sundays. On weekends, there is an hourly service throughout the night. Because several lines overlap on the routes through the city center, some stations are served by up to 30 trains per hour in each direction.

{| class="wikitable"
|-
! !! route !! length !! avg. speed
|-
| style="background:#{{rcr|Cologne Stadtbahn|1}}; color:#fff; text-align:center;"| '''1''' || [[Köln-Weiden West station|Weiden West]] – Junkersdorf – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – [[Kalk Post (KVB)|Kalk Post]] – [[Kalk Kapelle (KVB)|Kalk Kapelle]] – Brück – Refrath – [[Bensberg (KVB)|Bensberg]] during peak hours 5-minute intervals Junkersdorf–Brück|| {{convert|26.5|km|mi|abbr=on}}<ref name="line 1" />|| {{convert|27.2|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|3}}; color:#fff; text-align:center;"| '''3''' || [[Bocklemünd Görlinger-Zentrum (KVB)|Görlinger-Zentrum]] – Mengenich – Bocklemünd – Bickendorf – [[Köln-Ehrenfeld station|Bf Ehrenfeld]] – [[Köln West station|Bf West]] – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – Buchheim – Holweide – [[Thielenbruch (KVB)|Thielenbruch]] off-peak service ends at Holweide|| {{convert|20.1|km|mi|abbr=on}} || {{convert|26.2|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;"| '''4''' || Bocklemünd – Bickendorf – [[Köln-Ehrenfeld station|Bf Ehrenfeld]] – [[Köln West station|Bf West]] – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – Mülheim, Wiener Platz – Dünnwald – Schlebusch evening service starts at Bickendorf|| {{convert|21.5|km|mi|abbr=on}} || {{convert|28.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|5}}; color:#fff; text-align:center;"| '''5''' || Sparkasse Am Butzweilerhof – Ossendorf – Neuehrenfeld – [[Köln West station|Bf West]] – [[Köln Hauptbahnhof|Dom/Hbf]] – [[Rathaus (KVB)|Rathaus]] – [[Heumarkt (KVB)|Heumarkt]]|| {{convert|10.3|km|mi|abbr=on}} || {{convert|20.4|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|7}}; color:#fff; text-align:center;"| '''7''' || Frechen – Marsdorf – Braunsfeld – [[Neumarkt (KVB)|Neumarkt]] – Poll – Porz – Zündorf Frechen–Braunsfeld served in 20-minute intervals except for peak hours || {{convert|25.5|km|mi|abbr=on}} || {{convert|25.5|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|9}}; color:#fff; text-align:center;"| '''9''' || Sülz – [[University of Cologne|Universität]] – [[Köln Süd station|Bf Süd]] – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – [[Kalk Post (KVB)|Kalk Post]] – [[Kalk Kapelle (KVB)|Kalk Kapelle]] – Ostheim – [[Königsforst (KVB)|Königsforst]] 5-minute intervals Universität–Bf Deutz except for school holidays|| {{convert|15.4|km|mi|abbr=on}}<ref name="line 9">{{Cite web |last=Pesch |first=Matthias |date=16 August 2016 |title=Meine Linie: die Linie 9 |trans-title=My line: line 9 |url=https://blog.kvb-koeln.de/meine-linie-die-linie-9 |url-status=live |access-date=17 February 2023 |website=Der Unternehmensblog der KVB |language=de |archive-date=9 December 2022 |archive-url=https://web.archive.org/web/20221209164916/https://blog.kvb-koeln.de/meine-linie-die-linie-9 }}</ref>|| {{convert|25.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|12}}; color:#fff; text-align:center;"| '''12''' || Merkenich – Niehl – [[Ebertplatz (KVB)|Ebertplatz]] – [[Köln-Hansaring station|Hansaring]] – Ringe – [[Zollstock]] Merkenich–Niehl served in 20-minute intervals from 9am to 1pm || {{convert|16.5|km|mi|abbr=on}} || {{convert|22.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;"| '''13''' || [[Sülzgürtel (KVB)|Sülzgürtel]] – Aachener Str. – [[Köln-Ehrenfeld station|Bf Ehrenfeld]] – Gürtel – [[Köln-Mülheim station|Bf Mülheim]] – Buchheim – Holweide || {{convert|16.2|km|mi|abbr=on}}<ref name="line 13" />|| {{convert|28.9|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|15}}; color:#fff; text-align:center;"| '''15''' || [[Chorweiler (KVB)|Chorweiler]] – Longerich – Ebertplatz – [[Köln-Hansaring station|Hansaring]] – Ringe – [[Ubierring (KVB)|Ubierring]] during peak hours 5-minute intervals Longerich–Ubierring || {{convert|15.2|km|mi|abbr=on}}<ref name="line 15">{{Cite web |last=Anemüller |first=Stephan |date=20 January 2023 |title=Linie 15: Seit 20 Jahren entlang der Stadtmauer |trans-title=Line 15: 20 years along the city wall |url=https://blog.kvb-koeln.de/linie-15-seit-20-jahren-entlang-der-stadtmauer |url-status=live |access-date=17 February 2023 |website=Der Unternehmsblog der KVB |language=de |archive-date=5 February 2023 |archive-url=https://web.archive.org/web/20230205001345/https://blog.kvb-koeln.de/linie-15-seit-20-jahren-entlang-der-stadtmauer }}</ref>|| {{convert|24.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|16}}; color:#fff; text-align:center;"| '''16''' || Niehl, Sebastianstraße – [[Köln Hauptbahnhof|Dom/Hbf]] – [[Neumarkt (KVB)|Neumarkt]] – Ubierring – Sürth – Wesseling – [[Bonn Hbf]] – Bonn-Bad-Godesberg 20-minute intervals from Sürth (during peak hours from Wesseling)|| {{convert|44.3|km|mi|abbr=on}}<ref name="line 16" />|| {{convert|33.3|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|17}}; color:#fff; text-align:center;"| '''17''' ||
Severinstr. – [[Chlodwigplatz (KVB)|Chlodwigplatz]] – Rodenkirchen (– Sürth) Monday to Friday, 7:00 to 8:00 and 16:30 to 18:00 to Sürth
|{{Convert|8.5|km|mi|abbr=on}}<ref name="not know kvb">{{Cite web |last=Pesch |first=Matthias |date=5 July 2016 |title=Was Sie noch nicht über die KVB wussten... |trans-title=Things you didn't know about the KVB... |url=https://blog.kvb-koeln.de/was-sie-noch-nicht-ueber-die-kvb-wussten |url-status=live |access-date=16 February 2023 |website=Der Unternehmensblog der KVB |language=de |archive-date=28 January 2023 |archive-url=https://web.archive.org/web/20230128164325/https://blog.kvb-koeln.de/was-sie-noch-nicht-ueber-die-kvb-wussten }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;"| '''18''' || [[Thielenbruch (KVB)|Thielenbruch]] – Buchheim – [[Köln-Mülheim station|Bf Mülheim]] – [[Köln Hauptbahnhof|Dom/Hbf]] – [[Neumarkt (KVB)|Neumarkt]] – Klettenberg – Brühl – [[Bonn Hbf]] 5-minute intervals Buchheim–Klettenberg, 20-minute intervals from Brühl|| {{convert|46.4|km|mi|abbr=on}}<ref name="not know kvb" />|| {{convert|33.4|km/h|mi/h|1|abbr=on}}
|}

=== Low-floor lines ===

====East-West lines====
[[Image:Koeln WestOstLinien.png|right|East-West network]]
The first step towards a low-floor light rail network was concentrating four lines on similar routes into a common east–west-corridor in 1994. These lines were quickly equipped with low platforms {{convert|35|cm|abbr=on}} above street level on every single station. While there are some stretches that can be described as classic tramway lines, the majority of the east–west-network has been upgraded to a high standard with long sections having segregated right-of-way, justifying the term "low-floor light rail" (''Niederflurstadtbahn'').

In 2006, during the [[2006 FIFA World Cup]], route 1 was extended to Weiden-West, via Schulstraße, which connects to the [[RheinEnergieStadion]].

In 2007, Line 8, which previously operated during peak hours, stopped service. All its runs were integrated into the schedules of Lines 7 and 9.<ref name="line numbering" />

* {{rcb|Cologne Stadtbahn|1|inline=route}}: Weiden West (S-Bahn) – Junkersdorf – Rheinenergiestadion – [[Aachener Straße/Gürtel station|Aachener Straße/Gürtel ]]– [[Rudolfplatz station|Rudolfplatz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Messe/Deutz station|Bf Deutz/Messe ]]– Kalk – Brück – Refrath – [[Bensberg station|Bensberg]]
* {{rcb|Cologne Stadtbahn|7|inline=route}}: Frechen – Marsdorf – [[Aachener Straße/Gürtel station|Aachener Straße/Gürtel ]]– [[Rudolfplatz station|Rudolfplatz ]]– [[Neumarkt station|Neumarkt ]]– Poll – Porz – Zündorf
* {{rcb|Cologne Stadtbahn|9|inline=route}}: Sülz – Zülpicher Straße/Gürtel – University – [[Zülpicher Platz station|Zülpicher Platz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Messe/Deutz station|Bf Deutz/Messe ]]– Kalk – Vingst – Ostheim – Rath/Heumar – [[Königsforst station|Königsforst]]

====Ring lines====
[[Image:Koeln RingeLinien.png|right|The Ring network]]
When it became clear to city authorities that the construction of a large number of additional high platforms was not financially feasible, other options were investigated. It was deemed most economical to create a second low-floor network and equip the remaining lines with high platforms. Between the stations "Ebertplatz" and "Barbarossaplatz", there are two possible routes. It was decided that the future low-floor lines would be concentrated in the tunnel underneath the [[Cologne Ring]] road, while high-floor lines would use the tunnel under the Central station.

This change was implemented in December 2003, after the high platforms at the ''Hansaring'' station were removed. In 2006, the tracks of the ''[[Chorweiler]]'' station were raised with additional gravel. Since then, all "Ringe" lines are operated with low-floor vehicles. In 2007, Line 6, which had only operated during peak hours, was replaced by additional trains of Line 15.<ref name="line numbering" />

* {{rcb|Cologne Stadtbahn|12|inline=route}}: Merkenich – Fordwerke – Wilh.-Sollmann-Straße – [[Ebertplatz station|Ebertplatz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Barbarossaplatz station|Barbarossaplatz ]]– [[Eifelstraße station|Eifelstraße ]]– Zollstock
* {{rcb|Cologne Stadtbahn|15|inline=route}}: [[Köln-Chorweiler station|Chorweiler ]]– Longerich – Wilh.-Sollmann-Straße – [[Ebertplatz station|Ebertplatz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Barbarossaplatz station|Barbarossaplatz ]]– [[Eifelstraße station|Eifelstraße ]]– [[Chlodwigplatz station|Chlodwigplatz ]]– [[Ubierring station|Ubierring]]

===High-floor lines===
[[Image:Koeln Hochflurlinien.png|200px|right|high-floor sub-network]]
The high-floor network consists of all lines operated by "classic" light rail vehicles with a floor height of roughly one meter above street level. Since separation from the low-floor network, high platforms are being built in stations in the city center at one or two per year. As of 2022, the most frequented stations have been upgraded except for the [[Barbarossaplatz station]].

Since the construction of temporary platforms at the Severinstraße station while the actual station gets modernized and connected to the North-Southern tunnel, lines 3 and 4 are Cologne's first HF lines completely equipped with level entrance. The western branch of Line 5 still has two stops (Subbelrather Straße/Gürtel and Nußbaumerstraße, both shared with Line 13) with low platforms, the rest of its stations were made high-floor when the line was extended into the Butzweilerhof industrial area.

Line 13 is also called the "beltway" ([[List of streets in Cologne#Cologne Belt|Gürtel]]) line because it is the only line that does not touch the city center. Line 13 is also called the Outer Ring line, while Lines 12 and 15 together can be called the inner ring line. Most of the line runs along a series of roads of the same name. The northern part of Line 13 is built as an elevated railway. High-floor platforms are still very rare on this line, because it shares three platforms (Dürener Straße, Wüllnerstraße, Aachener Straße/Gürtel) with the low-floor line 7 and many parts of the platforms are lined with old trees, making the upgrade more difficult.<ref name="line 13">{{Cite web |last=Weiß |first=Regina |date=7 March 2017 |title=Ringlinie, Hochbahn und Tangente: Eine Fahrt mit der Linie 13 vom Sülzgürtel bis Holweide |trans-title=Ring-line, elevated railway and tangent: a ride with line 13 from Sülzgürtel to Holweide |url=https://blog.kvb-koeln.de/ringlinie-hochbahn-und-tangente-eine-fahrt-mit-der-linie-13-vom-suelzguertel-bis-holweide |url-status=live |archive-url=https://web.archive.org/web/20210918022832/https://blog.kvb-koeln.de/ringlinie-hochbahn-und-tangente-eine-fahrt-mit-der-linie-13-vom-suelzguertel-bis-holweide |archive-date=18 September 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

Since the timetable change on 13 December 2015, a section of the north–south rail has been operated by line 17. From Severinstraße it runs through the newly built tunnel to Bonner Wall, after which it joins line 16 at Schönhauser Str. and runs alongside it to Rodenkirchen Bf. In the morning and evening peak (07:00 to 08:00 and 16:30 to 18:00), the line runs further to Sürth.

Lines 16 and 18 are the longest lines in the network, connecting Cologne to [[Bonn]] via railway lines.

* {{rcb|Cologne Stadtbahn|3|inline=route}}: Mengenich – Bocklemünd – [[Venloer Straße/Gürtel (KVB)|Venloer Straße/Gürtel ]]– [[Köln West station|Hans-Böckler-Platz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Neumarkt station|Neumarkt ]]– Severinstraße – [[Köln Messe/Deutz station|Bf Deutz/LANxess Arena ]]– Buchheim – Holweide – Dellbrück – [[Thielenbruch station|Thielenbruch]]
* {{rcb|Cologne Stadtbahn|4|inline=route}}: [[Görlinger-Zentrum station|Bocklemünd ]]– [[Venloer Straße/Gürtel (KVB)|Venloer Straße/Gürtel ]]– [[Köln West station|Hans-Böckler-Platz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Neumarkt station|Neumarkt ]]– Severinstraße – [[Köln Messe/Deutz station|Bf Deutz/LANxess Arena ]]– Mülheim – Höhenhaus –Dünnwald – Schlebusch
* {{rcb|Cologne Stadtbahn|5|inline=route}}: [[Sparkasse Am Butzweilerhof station|Sparkasse Am Butzweilerhof ]]– IKEA Am Butzweilerhof – Alter Flughafen Butzweilerhof – Rektor-Klein-Straße – Margaretastraße – Iltisstraße – Lenauplatz – Nußbaumerstraße – Subbelrather Str./Gürtel – Liebigstraße – Gutenbergstraße – [[Köln West station|Hans-Böckler-Platz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Appellhofplatz station|Appellhofplatz ]]– [[Köln Hauptbahnhof|Dom/Hbf (Central Station) ]]– [[Rathaus station (Cologne)|Rathaus ]]– [[Heumarkt station|Heumarkt]]
* {{rcb|Cologne Stadtbahn|13|inline=route}}: [[Sülzgürtel station|Sülzgürtel ]]– Zülpicher Straße/Gürtel – Dürener Straße/Gürtel – [[Aachener Straße/Gürtel station|Aachener Straße/Gürtel ]]– [[Köln-Ehrenfeld station|Venloer Straße/Gürtel ]]– Subbelrather Straße/Gürtel – Nußbaumer Straße – [[Escher Straße station|Escher Straße ]]– [[Neusser Straße/Gürtel station|Neusser Straße/Gürtel ]]– [[Amsterdamer Straße/Gürtel station|Amsterdamer Straße/Gürtel ]]– [[Slabystraße station|Slabystraße ]]– Mülheim – Buchheim – Holweide
* {{rcb|Cologne Stadtbahn|16|inline=route}}: [[Bonn-Bad Godesberg station|Bonn-Bad Godesberg ]]– [[Bonn Hauptbahnhof|Bonn Hbf (Main Station) ]]– Wesseling – Sürth – Rodenkirchen – [[Ubierring station|Ubierring ]] – [[Barbarossaplatz station|Barbarossaplatz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Hauptbahnhof|Dom/Hbf (Central Station) ]]– [[Ebertplatz station|Ebertplatz ]]– [[Reichenspergerplatz station|Reichensperger Platz ]]– [[Niehl Sebastianstraße station|Niehl]]
* {{rcb|Cologne Stadtbahn|17|inline=route}}: Severinstraße – [[Chlodwigplatz (KVB)|Chlodwigplatz ]]– Rodenkirchen (– Sürth) Monday to Friday, 7:00 to 8:00 and 16:30 to 18:00 to Sürth
* {{rcb|Cologne Stadtbahn|18|inline=route}}: [[Bonn Hauptbahnhof|Bonn Hbf (Main Station) ]]– Brühl – Klettenberg – [[Sülzgürtel station|Sülzgürtel ]]– [[Barbarossaplatz station|Barbarossaplatz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Hauptbahnhof|Dom/Hbf (Central Station) ]]– [[Ebertplatz station|Ebertplatz ]]– [[Reichenspergerplatz station|Reichensperger Platz ]]– [[Slabystraße station|Slabystraße ]]– Mülheim – Buchheim – Holweide – Dellbrück – [[Thielenbruch station|Thielenbruch]]

== Former lines ==
{{Expand section|
*Not mentioned lines that once operated: 21–27
*Only goes back to the start of the Stadtbahn era|date=July 2022|small=no}}

A list of old routes of lines and lines that stopped service. If a line's route only changed because it was expanded on one end, that change is not listed here. The highest line number ever used on the system was 27 in the 1930s.<ref name="line numbering">{{Cite web |last=Pesch |first=Matthias |date=16 February 2016 |title=Wo ist die Linie 11 geblieben? |trans-title=Where did line 11 go? |url=https://blog.kvb-koeln.de/wo-ist-die-linie-11-geblieben |url-status=live |access-date=26 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=18 January 2022 |archive-url=https://web.archive.org/web/20220118143047/https://blog.kvb-koeln.de/wo-ist-die-linie-11-geblieben }}</ref>
{| class="wikitable mw-collapsible mw-collapsed"
|- class="hintergrundfarbe5"
! Line !! Route !! from !! to
|-
| rowspan="4" Style="background-color:#{{rcr|Cologne Stadtbahn|1}}; color:#ffffff; text-align:center;" |  '''1''' 
| style="text-align:left;" | Weiden Schulstr.- Junkersdorf – Müngersdorf – Braunsfeld – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 16 June 2002 ||27 May 2006
|-
| style="text-align:left;" | Junkersdorf – Müngersdorf – Braunsfeld – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 2 August 1980 ||15 June 2002
|-
| style="text-align:left;" | Sülz, Hermeskeiler Platz – Universität – Zülpicher Platz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 19 October 1970 || 1 August 1980
|-
| style="text-align:left;" | Bocklemünd – Bickendorf – Venloer Str./Gürtel – Hans-Böckler-Platz – Brabanter Str. – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 12 June 1967 || 18 October 1970
|-
| Style="background-color:#F4D471; color:#ffffff; text-align:center;" rowspan="6"|  '''2''' 
| style="text-align:left;" | stopped service
| 30 May 1999
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt (– Heumarkt – Deutz – Poll – Porz – Zündorf)
| 25 September 1994 || 30 May 1999
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt (– Heumarkt – Deutz/Messe – Kalk – Vingst – Ostheim)
| 2 August 1980 || 24 September 1994
|-
| style="text-align:left;" | Sülz, Hermeskeiler Platz – Universität – Zülpicher Platz – Neumarkt – Heumarkt – Deutz – Vingst – Ostheim
| 19 October 1970 || 2 August 1980
|-
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Neumarkt – Dom/Hbf.
| 6 October 1969 || 18 October 1970
|-
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Zülpicher Platz – Mauritiuskirche – Neumarkt – Poststraße – Barbarossaplatz – Zollstock, Südfriedhof
| 12 June 1967 || 5 October 1969
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|3}}; color:#ffffff; text-align:center;" rowspan="3"|  '''3''' 
| style="text-align:left;" | Bocklemünd – Venloer Str./Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Buchheim – Holweide – Dellbrück – Thielenbruch
| 19 October 1970 || 15 June 2002
|-
| style="text-align:left;" |  ''during U-Bahn construction only from Venloer Str./Gürtel''
| 16 September 1989 || 30 May 1992
|-
| style="text-align:left;" | Bickendorf, Schleife am Erlenweg – Akazienweg – Venloer Str./Gürtel – Hans-Böckler-Platz – Brabanter Str. – Rudolfplatz – Neumarkt – Kleiner Griechenmarkt – Severinsbrücke – Bf. Deutz/Messe – Buchheim – Holweide – Dellbrück – Thielenbruch
| 12 June 1967 || 18 October 1970
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|4}}; color:#ffffff; text-align:center;" rowspan="5" |  '''4''' 
| style="text-align:left;" | Bickendorf, Äußere Kanalstraße – Subbelrather Straße/Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 24 June 1989 || 30 May 1992
|-
| style="text-align:left;" | Bocklemünd – Subbelrather Straße/Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 24 April 1985 || 23 June 1989
|-
| style="text-align:left;" | Bocklemünd – Venloer Str./Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 7 January 1975 || 23 April 1985
|-
| style="text-align:left;" | Bickendorf, Akazienweg – Venloer Str./Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 19 October 1970 || 6 January 1975
|-
| style="text-align:left;" | Rudolfplatz (Moltkestr.) – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus, Neurather Weg;
| 8 April 1968 || 18 October 1970
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|5}}; color:#ffffff; text-align:center;" rowspan="5" |  '''5''' 
| style="text-align:left;" | Am Butzweilerhof – Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Rathaus
| December 2012 || December 2013
|-
| style="text-align:left;" | Am Butzweilerhof – Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz
| December 2010 || December 2012
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz
| 23 May 1993 || December 2010
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz – Zoo/Flora – Mülheim – Höhenhaus, Neurather Weg
| 9 November 1986 || 22 May 1993
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz
| 25 August 1974 || 8 November 1986
|-
| Style="background-color:#BFD730; color:#ffffff; text-align:center;" rowspan="6"|  '''6''' 
| style="text-align:left;" |  stopped service
| June 2007
|-
| style="text-align:left;" | Longerich – Weidenpesch – Nippes – Ebertplatz („6 Nord“)
| October 2006 || June 2007
|-
| style="text-align:left;" | Dom/Hbf – Neumarkt – Barbarossaplatz – Chlodwigplatz – Ubierring („6 Süd“)
| October 2006 || June 2007
|-
| style="text-align:left;" | Longerich – Weidenpesch – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Ubierring
| September 2002 || October 2006
|-
| style="text-align:left;" | Longerich – Weidenpesch – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Bayenthal – Marienburg, [[Südpark (Köln)|Südpark]]
| 27 July 1974|| 7 September 2002
|-
| style="text-align:left;" | (HVZ: Fordwerke, Ölhafen -) Niehl – Weidenpesch – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Bayenthal – Marienburg, Südpark
| 19 October 1970|| 26 July 1974
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|7}}; color:#ffffff; text-align:center;" rowspan="2" |  '''7''' 
| style="text-align:left;" | Sülz, Hermeskeiler Platz – Universität – Zülpicher Platz – Neumarkt – Heumarkt – Deutz – Poll – Porz – Zündorf
| 2 August 1980 || 29 May 1999
|-
| style="text-align:left;" | Junkersdorf – Müngersdorf – Melaten – Rudolfplatz – Neumarkt – Heumarkt – Deutz – Poll – Porz – Zündorf
| 12 June 1967 || 2 August 1980
|-
| Style="background-color:#F36F21; color:#ffffff; text-align:center;" rowspan="4"|  '''8''' 
| style="text-align:left;" |  stopped service
| June 2007
|-
| style="text-align:left;" | Universität – Zülpicher Platz – Neumarkt (– Poll – Porz) / (– Bf. Deutz/Messe)
| 1999 || June 2007
|-
| style="text-align:left;" |  stopped service
| 2 August 1980 || 1999
|-
| style="text-align:left;" | Müngersdorf (Stadion) – Melaten – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück (– Refrath)
| 8 April 1968 || 2 August 1980
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|9}}; color:#ffffff; text-align:center;" rowspan="4"|  '''9''' 
| style="text-align:left;" | Chorweiler – Heimersdorf – Longerich – Nippes – Ebertplatz – Dom/Hbf – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 17 November 1973 || 24 September 1994
|-
| style="text-align:left;" | Heimersdorf – Longerich – Nippes – Ebertplatz – Dom/Hbf – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 18 May 1971 || 16 November 1973
|-
| style="text-align:left;" | Longerich – Nippes – Ebertplatz – Dom/Hbf – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 19 October 1970 || 17 May 1971
|-
| style="text-align:left;" | Longerich – Niehl – Fordwerke, Ölhafen
| 12 June 1967 || 18 October 1970
|-
| Style="background-color:#AE4A66;color:#ffffff; text-align:center;" rowspan="4"|  '''10''' 
| style="text-align:left;" |  stopped service
| 26 September 1994
|-
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Niehl – Merkenich
| 31 October 1987 || 26 September 1994
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Niehl – Fordwerke, Ölhafen;
| 25 August 1974 || 9 November 1986
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Weidenpesch – Longerich;
| 6 October 1969 || 27 July 1974
|-
| Style="background-color:#754346; color:#ffffff; text-align:center;" rowspan="2"|  '''11''' 
| style="text-align:left;" |  stopped service
| 9 November 1986
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Höhenhaus, Neurather Weg
| 27 July 1974 || 9 November 1986
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|12}}; color:#ffffff; text-align:center;" rowspan="1"|  '''12''' 
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Neumarkt – Dom/Hbf. – Ebertplatz – Nippes – Niehl – Merkenich
| 18 October 1970 || December 2003
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|13}}; color:#ffffff; text-align:center;" rowspan="4"|  '''13''' 
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Nippes – Riehl – Mülheim – Höhenhaus, Neurather Weg
| 23 May 1993 || 31 May 1997
|-
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Nippes – Riehl – Mülheim, Wiener Platz
| 25 August 1974 || 22 May 1993
|-
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Neuehrenfeld, Takuplatz
| 23 October 1972 || 25 August 1974
|-
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Bilderstöckchen, Longericher Str.
| 30 September 1963 || 22 October 1972
|-
| Style="background-color:#73C7F7; color:#ffffff; text-align:center;" rowspan="2"|  '''14''' 
| style="text-align:left;" |  stopped service
| 27 May 2003
|-
| style="text-align:left;" | KölnMesse – Deutz/Messe – Neumarkt – Dom/Hbf. ''(Fair days only)''
| 17 January 1984 || 27 May 2003
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|15}}; color:#ffffff; text-align:center;" rowspan="3"|  '''15''' 
| style="text-align:left;" | Thielenbruch – Dellbrück – Buchheim – Mülheim – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Ubierring
| 25 September 1994 || 13 December 2003
|-
| style="text-align:left;" | Thielenbruch – Dellbrück – Buchheim – Mülheim – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Ubierring – Rodenkirchen – Sürth
| 12 August 1978 || 24 September 1994
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Neumarkt – Severinsbrücke – Deutz – Mülheim – Höhenhaus, Neurather Weg ''(peak hours only)''
| 19 October 1970 || 23 October 1972
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|16}}; color:#ffffff; text-align:center;" rowspan="4" |  '''16''' 
| style="text-align:left;" | Bonn-Bad Godesberg – Bonn Hbf – Wesseling – Sürth – Rodenkirchen – Ubierring – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstr.
| October 2006 || June 2007
|-
| style="text-align:left;" | Bonn-Bad Godesberg – Bonn Hbf – Wesseling – Sürth – Rodenkirchen – Ubierring – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Buchheim, Herler Straße
| 1997 || 2003
|-
| style="text-align:left;" | Bonn-Bad Godesberg – Bonn Hbf – Wesseling – Sürth – Rodenkirchen – Ubierring – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim, Wiener Platz
| 12 August 1978 || 31 May 1997
|-
| style="text-align:left;" | Rodenkirchen, Siegfriedstraße – Rheinufer – Ubierring – Chlodwigplatz – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Mülheim – Holweide – Dellbrück – Thielenbruch
| || 11 August 1978
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|17}}; color:#ffffff; text-align:center;" rowspan="4"|  '''17''' 
| style="text-align:left;" |  stopped service
| October 2006 || December 2015
|-
| style="text-align:left;" | Ubierring – Chlodwigplatz – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Buchheim, Herler Straße (evenings and weekends only)
| December 2003 || October 2006
|-
| style="text-align:left;" | Ubierring – Chlodwigplatz – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstraße (evenings and weekends only)
| 31 May 1997 || December 2003
|-
| style="text-align:left;" | Klettenbergpark – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Reichenspergerplatz
| 9 November 1986 || 1992
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|18}}; color:#ffffff; text-align:center;" rowspan="4"|  '''18''' 
| style="text-align:left;" | Bonn Hbf – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Mülheim – Buchheim – Dellbrück – Thielenbruch
| October 2006 || June 2007
|-
| style="text-align:left;" | Bonn Hbf – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Nippes – Longerich – Heimersdorf – Chorweiler
| September 1994 || October 2003
|-
| style="text-align:left;" | Bonn Hbf – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim
| 9 November 1986 || September 1994
|-
| style="text-align:left;" | Bonn, Rheinuferbahnhof – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz Operated by [[Cologne-Bonn Railways]]
| 12 August 1978 || 9 November 1986
|-
| Style="background-color:#00B9F2; color:#ffffff; text-align:center;" rowspan="9"|  '''19''' 
| style="text-align:left;" |  stopped service
| 5 August 2007
|-
| style="text-align:left;" | Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf ("19 Süd")
| 9 October 2006 || 5 August 2007
|-
| style="text-align:left;" | Breslauer Platz – Ebertplatz – Mülheim – Buchheim, Herler Str. ("19 Nord")
| 9 October 2006 || 5 August 2007
|-
| style="text-align:left;" | Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Buchheim, Herler Str.
| 15 December 2003 || 8 October 2006
|-
| style="text-align:left;" | Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstr.
| 31 May 1992 || 14 December 2003
|-
| style="text-align:left;" | Hürth-Hermülheim – Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstr.
| 27 September 1991 || 30 May 1992
|-
| style="text-align:left;" | Hürth-Hermülheim – Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Weidenpesch – Niehl
| 9 November 1986 || 26 September 1991
|-
| style="text-align:left;" | Brühl Mitte – Brühl Ost – Berzdorf – Wesseling Inter-city operated by [[Cologne-Bonn Railways]]
| 12 August 1978 || 31 May 1981
|-
| style="text-align:left;" | Longerich – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 5 October 1964 || 19 October 1970
|-
| Style="background-color:cyan; color:#ffffff; text-align:center;" rowspan="4"|  '''20''' 
| style="text-align:left;" |  stopped service
| 2 August 1980
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt
| 10 October 1969 || 2 August 1980
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt (– Heumarkt – Deutz – Poll not so frequent)
| 6 October 1969 || 9 October 1969
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Niehl – Fordwerke, Ölhafen;
| 10 June 1967 || 8 April 1968
|}

== Past expansion ==
Due to the lack of an overarching plan on the expansion of the network, there's no single point when the tram became the Stadtbahn, and the expansion projects since the building of the ''Innenstadttunnel'' will be listed chronologically.

=== Innenstadttunnel (City center tunnel) ===
[[File:KVB2306 Appellhofplatz.jpg|alt=Stadtbahn of line 19 at station Appellhofplatz in the Innenstadttunnel|left|thumb|Station Appellhofplatz in the ''Innenstadttunnel'' before high-floor platforms were introduced]]
[[File:KVB Innenstadttunnel.svg|alt=Map of the Inenstadttunnel in its final state 1970|right|frameless]]
The ''Innenstadttunnel'' was opened in several parts from 1968 to 1970. The first part served from Dom/Hbf to Appellhofplatz reaching the surface through a temporary ramp at Friesenplatz, and in the following year the section Appellhofplatz – Barbarossaplatz was added. At the station Appellhofplatz a triangular junction was built, with the tunnel from Friesenplatz to Dom/Hbf passing under the rest of the railways. In October 1970 the sections Poststraße – Severinsbridge and Dom/Hbf – Breslauer Platz followed, with a temporary ramp built at Breslauer Platz. The ramp at Barbarossaplatz was also intended to only be temporary, but is still in use to this day (2023).<ref name="50 years underground" />

Because the ''Innenstadttunnel'' was built as an [[Premetro|underground tram]], it has small curve radii and level junctions at Appellhofplatz and Poststraße. Currently (2022) the tunnel is served by three lines with 10 min headway and one with 5 min headway.<ref name="50 years underground" /><ref name="rush hour">{{Cite web |last=Weiß |first=Regina |date=17 January 2017 |title=Rush Hour in der Innenstadt – Mehr Bahnen sind aktuell nicht drin |trans-title=Rush hour in the city center – more trains are not possible at the moment |url=https://blog.kvb-koeln.de/rush-hour-in-der-innenstadt-mehr-bahnen-sind-aktuell-nicht-drin |url-status=live |archive-url=https://web.archive.org/web/20220118142805/https://blog.kvb-koeln.de/rush-hour-in-der-innenstadt-mehr-bahnen-sind-aktuell-nicht-drin |archive-date=18 January 2022 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

=== Chorweiler extension ===
[[File:Stadtbahnkoeln-heimersdorf.jpg|thumb|Underground station Heimersdorf]]
[[File:KVB Chorweiler.svg|alt=Map of the Chorweiler extension|left|frameless|207x207px]]
The in the 1970s newly built line to the [[commuter town]] [[Chorweiler]] is the first line in Cologne to be built metro-like from the start. In 1971, the first {{Convert|2.3|km|mi|abbr=on}} long part was constructed: On a segregated right-of-way it starts from existing tram lines to the north, crosses under the Militärringsstraße and over the [[Bundesautobahn 1|A1]] to the underground station Heimersdorf. The line ended in a temporary loop about {{Convert|200|m|ft|abbr=on}} farther.<ref name="history 1950" />
[[File:2022-06-04-S-U-Chorweiler-0462.jpg|alt=An S-Bahn and a Stadtbahn at the Chorweiler Station|thumb|S-Bahn and Stadtbahn at Chorweiler station]]
In 1973 the extension was continued to its new and current (2022) underground terminus [[Köln-Chorweiler station|Chorweiler]] which is shared with the [[Rhine-Ruhr S-Bahn|S-Bahn]] line S11.<ref name="50 years underground" /><ref name="history 1950" /> Since 2003, line 15 operates this part of the network.

=== Eberplatz and Nippes tunnels ===
[[File:KVB 1970.svg|alt=Map of the tunnels around Ebertplatz|left|frameless]]
In 1974 the so far biggest opening of tunnels happened: The lines from Breslauer Platz and Hansaring to the [[Cologne Zoological Garden|zoo]] and under the Neusser Straße with a quad-platform station at Ebertplatz. The station is built for efficient operation with few grade crossings of different lines. The tunnels leading to Hansaring are connected creating an underground turning loop. At Reichensbergerplatz the start of a tunnel in the direction of Amsterdamer Straße was used for another turning loop.

In addition to the continuation of the ''Innenstadttunnel'', the tunnel under the Neusser Straße (Ebertplatz, Lohsestraße, Florastraße, Neusser Straße/Gürtel) was a priority, because the street is a narrow main street that was the most used part of the network at the time, outside of the city center. To get a higher reduction in travel time from the north parts of the city, higher stop spacing was used, at the price of a worse service for residents. Because of financing problems the tunnel had to end at the station Mollwitzstraße instead of continuing to the split of the line at Wilhelm-Sollman-Straße, and the ramp was built as a temporary solution, enabling later continuation of the tunnel.<ref name="50 years underground" /><ref name="history 1950" />
[[File:Hochbahn Gürtelstrecke Köln 1.jpg|alt=The elevated railway of line 13 lined with trees|right|frameless]]

=== Gürtel Hochbahn (elevated railway) ===
At the same time as the tunnels in Nippes, an [[elevated railway]] was finished for line 13 following the [[List of streets in Cologne#Cologne Belt|Gürtel]], which at the time was planned to be extended from [[Bilderstöckchen]] to the [[Mülheim Bridge, Cologne|Mülheim Bridge]]. The line starts at Nußbaumerstraße up to where line 13 runs in the middle of the Gürtel, and connects it with the Mülheim Bridge. The [[Lower Left Rhine Railway|Cologne-Neuss railway]] however is crossed underneath, at which a station (Geldernstraße/Parkgürtel) creates a connection to S-Bahn services. At the approach to the Mülheim Bridge the line joins the also junction-free line from the zoo. To create enough space for climbing the elevation change, the two lines cross at the station Slabystraße before joining farther along the bridge. This and the tunnels in Nippes meant that Cologne now had the longest underground/elevated railway networks of German cities that started those systems after World-War 2.<ref name="50 years underground" /><ref name="history 1950" />

=== Deutz/Kalk ===
[[File:KVB DeutzKalk.svg|alt=Map of the tunnel under Deutz and Kalk|left|frameless|267x267px]]
The first tunnel to the east of the Rhine was opened in the years 1976 to 1983. After the station Frankfurter Straße had already been lowered in 1964, the ramp to the first part of the tunnel with the station Fuldaer Straße was built there. The subsequent tunnels in [[Kalk, Cologne|Kalk]], Vingst and [[Deutz, Cologne|Deutz]] followed in 1980, 1981 and 1983.<ref name="50 years underground" /><ref name="history 1950" /> The branch to [[Königsforst station|Königsforst]] joins at station Kalk Kapelle without a junction by crossing under. Between the stations ''Deutz Technische Hochschule'' and ''Bf Deutz/Messe'' a small underground parking facility was created,<ref name="depots">{{Cite web |last=Weiß |first=Regina |date=19 April 2022 |title=Die Heimat von Bussen und Bahnen – die Betriebshöfe der KVB |trans-title=The home of trains and buses – the depots of the KVB |url=https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb |url-status=live |archive-url=https://web.archive.org/web/20220419091642/https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb |archive-date=19 April 2022 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> and in the station [[Kalk Post station|Kalk Post]] a bunker was built.<ref name ="bunker kalk">{{Cite web |last=Christ |first=Tobias |date=27 January 2013 |title=Atombunker in Köln-Kalk: Überleben im Kalker Untergrund |trans-title=Bunker in Cologne-Kalk: Surviving in Kalk's underground |url=https://www.ksta.de/koeln/atombunker-in-koeln-kalk-ueberleben-im-kalker-untergrund-22642736 |url-status=live |archive-url=https://web.archive.org/web/20220707110207/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9hdG9tYnVua2VyLWluLWtvZWxuLWthbGstdWViZXJsZWJlbi1pbS1rYWxrZXItdW50ZXJncnVuZC0yMjY0MjczNj9jYj0xNjU3MTkxNzI3MDA0JiIsInJlZmVycmVyIjoiIiwic3ViZG9tYWluIjoid3d3In0= |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

At the same time as the tunnels were built, the [[Deutz Suspension Bridge|Deutz Bridge]] was widened by building another bridge with the same profile to its south, and then moved next to the existing one. With this new construction, the Stadtbahn got a dedicated track through the middle of the bridge.<ref name="50 years underground" />

=== Rheinuferbahn ===
[[File:KVB Rheinuferbahn.svg|alt=Map of the Rheinuferbahn|right|frameless|300x300px]]
Since 1978 line 16 operates as an overland-line. At the station Marienburg (since renamed to Heinrich-Lübke-Ufer) it diverges from its previous routing to the center of [[Rodenkirchen]] to the Rheinuferbahn of the ''Köln-Bonner Eisenbahnen'' (Cologne-Bonn railways) which it follows to Bonn. Different to the solution later used in [[Karlsruhe Stadtbahn#Acquisition and extension of the Alb Valley Railway|Karlsruhe]], the railway was changed to accommodate Stadtbahn vehicles, instead of equipping Stadtbahn vehicles with the technology needed to be used on mainline railways. The Rheinuferbahn was converted to Stadtbahn service by changing its electrification from 1200 V to 750 V, upgrading the [[Punktförmige Zugbeeinflussung|train protection system]] and retrofitting the switches for the smaller wheels of the Stadtbahn vehicles. The line is still operated as a railway under EBO, with mixed freight and passenger services running on parts of it. Line 16 was the first time, that vehicles from Bonn entered Cologne's network.<ref name="line 16" /><ref name="history 1950" />

=== Friesenplatz – Gutenbergstraße ===
[[File:KVB Westbahnhof.svg|alt=Map of the tunnel from Friesenplatz to Gutenbergstraße|left|frameless]]
The ''Innenstadttunnel'' was continued from the station Friesenplatz in 1985. It diverges grade separated from the tunnel to [[Ehrenfeld, Cologne|Ehrenfeld]] at Hans-Böckler-Platz/Bahnhof West where elevators go directly from the underground station's platforms to the ones of [[Köln West station]]. The tunnel then turns north beneath the green belt and reaches the surface at the station Gutenbergstraße. During the construction of the tunnel under Venloer Straße the tunnel was used by lines 3 and 4, while usually it is only served by line 5.<ref name="history 1985">{{Cite web |title=KVB-Geschichte von 1984 bis 2004 |trans-title=KVB-History from 1984 to 2004 |url=https://www.kvb.koeln/unternehmen/geschichte/1985.html |url-status=live |archive-url=https://web.archive.org/web/20220707110213/https://www.kvb.koeln/unternehmen/geschichte/1985.html |archive-date=7 July 2022 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref><ref name="line 4">{{Cite web |last=Weiß |first=Regina |date=14 September 2021 |title=Linie 4: Direktverbindung der beiden größten Stadtteile Kölns |trans-title=Line 4: Direct connection of the two biggest neighborhoods Cologne's |url=https://blog.kvb-koeln.de/linie-4-direktverbindung-der-beiden-groessten-stadtteile-koelns |url-status=live |archive-url=https://web.archive.org/web/20210918003835/https://blog.kvb-koeln.de/linie-4-direktverbindung-der-beiden-groessten-stadtteile-koelns |archive-date=18 September 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

=== Vorgebirgsbahn ===
[[File:Vorgebirgsbahn map.png|alt=Map of the Vorgebirgsbahn|right|frameless|193x193px]]
Like the Rheinuferbahn 8 years before, the Vorgebirgsbahn was completely converted to Stadtbahn operations in 1986. Already since the electrification in the 1930s, the trams and Vorgebirgsbahn shared tracks between Barbarossaplatz and Klettenberg. With the conversion to Stadtbahn, the tram lines 10 and 11 were replaced by the Stadtbahn, which meant that the turning loop was replaced by a turning rail. In 1990 to 1992 the platforms were converted to high-floor platforms (except for Barbarossaplatz).<ref name="line 18" /><ref name="history 1985" />

=== Ring-tunnel ===
[[File:KVB Ringe.svg|alt=Map of the ring tunnel|left|frameless]]
Since October 1987 a tunnel exists under the [[Cologne Ring]]. It continues the tunnel at from Hansaring and crosses under the lines 1 and 7 at Rudolfplatz. At Friesenplatz it crosses under the ''Innenstadttunnel'' which forms the currently (2022) only completely underground station junction which is a bit messy because of the stacked side-platforms. At Zülpicher Platz the tunnel ends in a ramp to the surface.

The station Rudolfplatz was also designed as a bunker.<ref name="bunker rudolfplatz">{{Cite web |last=Christ |first=Tobias |date=26 September 2019 |title=Bunker unter Rudolfplatz: So hätten Kölner vor einem Atomangriff gerettet werden sollen |trans-title=Bunker below Rudolfplatz: How Cologne's people would have been rescued from an atomic attack |url=https://www.ksta.de/koeln/bunker-unter-rudolfplatz-so-haetten-koelner-vor-einem-atomangriff-gerettet-werden-sollen-33220628 |url-status=live |archive-url=https://web.archive.org/web/20220618074253/https://www.ksta.de/koeln/bunker-unter-rudolfplatz-so-haetten-koelner-vor-einem-atomangriff-gerettet-werden-sollen-33220628 |archive-date=18 June 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

The station Christophstraße/Mediapark was the location of the worst accident in the recent history of the Stadtbahn in 1999, when a CitySprinter prototype hit a standing train at {{Convert|50|km/h|mph|abbr=on}}.<ref name ="citysprinter crash">{{Cite web |date=23 June 2009 |title=Rückblick Köln 1999: 40 Verletzte bei KVB-Crashfahrt |trans-title=Retrospect Cologne 1999: 40 injured by KVB crash |url=https://www.ksta.de/rueckblick-koeln-1999-40-verletzte-bei-kvb-crashfahrt-12833164 |url-status=live |archive-url=https://web.archive.org/web/20220707110208/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9ydWVja2JsaWNrLWtvZWxuLTE5OTktNDAtdmVybGV0enRlLWJlaS1rdmItY3Jhc2hmYWhydC0xMjgzMzE2ND9jYj0xNjU3MTkxNzI4ODUzJiIsInJlZmVycmVyIjoiIiwic3ViZG9tYWluIjoid3d3In0= |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

=== Ehrenfeld ===
[[File:KVB Ehrenfeld.svg|alt=Map of Ehrenfeld tunnel and extension|right|frameless]]
The tunnel through Ehrenfeld was opened in two parts: the line from Hans-Böckler-Platz to Venloer Straße/Gürtel, where a connection to [[Köln-Ehrenfeld station|S-Bahnhof Ehrenfeld]] was created, in 1989, and the tunnel to Wolffsohnstraße and surface tracks to Bocklemünd in 1992, where an on-platform transfer to buses can be made.

The Ehrenfeld tunnel has multiple differentiating factors from previously built tunnels: It is the first tunnel built with high-floor platforms, and the stations have their platforms in the middle between the tracks instead of on the side. Because of the experiences with the tunnel below Neusser Straße the station spacing was reduced to get a better service for the residents.<ref name="50 years underground" /><ref name="history 1985" /><ref name="line 4" />

=== Amsterdamer Straße ===
[[File:KVB AmsterdamerStr.svg|alt=Map of the Amsterdamer Straße line|left|frameless|186x186px]]
In 1992 as well, the line from Reichensberger Platz to [[Niehl, Cologne|Niehl]] Sebastianstraße was opened. The line had already been planned in the 1960s which meant that in the early 1970s in addition to a tunnel junction at Reichensbergerplatz, a {{Convert|300|m|ft|abbr=on}} long tunnel had been built below an intersection and another rail line. The rest of the line lies on the surface in the middle of Amsterdamer Straße and is mostly built with [[green track]]. The platforms are in the middle of the tracks and feature comparatively extensive designs. The last {{Convert|300|m|ft|abbr=on}} before the terminus lie next to an elevated 6 lane road. An extension to Niehl Nord, connecting to line 12, would be possible, but is not planned at the time (2022).<ref name="50 years underground" /><ref name="line 16" />

=== Mülheim ===
[[File:KVB Muelheim.svg|alt=Map of the Mülheim tunnel|right|frameless|191x191px]]
The Mülheim tunnel was opened in June 1997, starts at the Mülheim Bridge, crosses the Wiener Platz with a station, provides a connection to [[Köln-Mülheim station]] with direct elevators from the Stadtbahn platform to the mainline rail and ends on the surface in [[Buchheim, Cologne|Buchheim]]. It is the first tunnel in Cologne built using a [[tunnel boring machine]] (TBM) under buildings. Construction started in 1992, and 2 years later the TBM had completed the two tunnel sections with a total length of {{Convert|2.5|km|mi|abbr=on}}.<ref name="50 years underground" /><ref name="history 1985" />

=== Bensberg ===
Line 1 was extended to [[Bensberg]] on its east end in 2000: Instead of ending at the previous terminus that was renamed from Bensberg to Im Hoppenkamp, it now enters a nearly {{Convert|500|m|ft|abbr=on}} long tunnel to the new terminus Bensberg in the center of the [[Quarter (urban subdivision)|quarter]]. The tunnel was necessary, because the terrain's elevation increase is to steep for trains, and the final station lies {{Convert|14|m|ft|abbr=on}} below surface.<ref name="history 1985" /><ref name="bensberg extension">{{Cite web |title=Light Rail Bensberg Central |url=https://www.daub-ita.de/en/tunnel-projects/germany/light-rail-bensberg-central/ |url-status=live |access-date=6 July 2022 |website=Deutscher Ausschuss für Unterirdisches Bauen e.V. |language=en |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707110213/https://www.daub-ita.de/en/tunnel-projects/germany/light-rail-bensberg-central/ }}</ref>

=== Weiden ===
[[File:KVB Weiden.svg|alt=Map of the Weiden extensions|left|frameless]]
On 16 July 2002 a part of west end of line 1 discontinued in 1956 was reopened. This produced an uncommon problem: Because the routing passed the past headquarters of [[RTL Group|RTL]], shaking, which could've disrupted the broadcasts, had to be avoided using a complex damping system.<ref name="history 1985" />

For the [[2006 FIFA World Cup]] the line was extended again to the newly built S-Bahn station Weiden West. At its new terminus, the line meets perpendicularly with the [[Cologne–Aachen high-speed railway]] through which S-Bahn lines S 13 and S 19 create new connections especially in a western direction. This part was built to make the [[RheinEnergieStadion]] accessible by Stadtbahn from both sides.<ref name="history 2005">{{Cite web |title=KVB-Geschichte von 2005 bis heute |trans-title=KVB-History from 2005 to now |url=https://www.kvb.koeln/unternehmen/geschichte/2000.html |url-status=live |archive-url=https://web.archive.org/web/20220707110216/https://www.kvb.koeln/unternehmen/geschichte/2000.html |archive-date=7 July 2022 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref>

At the terminus station a [[Park and ride]] facility was built with space for 430<ref name="p+r weiden expansion 1">{{Cite web |last=Machnik |first=Maria |date=9 December 2013 |title=Infrastruktur: Mehr Stellplätze in Weiden-West? |trans-title=Infrastructure: More parking space in Weiden-West? |url=https://www.ksta.de/region/rhein-erft/pulheim/infrastruktur-mehr-stellplaetze-in-weiden-west--2444738 |url-status=live |access-date=25 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=18 June 2022 |archive-url=https://web.archive.org/web/20220618083026/https://www.ksta.de/region/rhein-erft/pulheim/infrastruktur-mehr-stellplaetze-in-weiden-west--2444738 }}</ref> cars, but because other close park and rides are in a different pay zone making the ride to Cologne more expensive, it has seen high usage, and has been extended by 255 more spaces to a total of 685, with more expansions for a total of 1280 spaces planned. A bicycle tower with a capacity for 130 bicycles is also planned, and after it was supposed to be finished by 2022, planning is now expected to end around the start of 2023.<ref name="p+r weiden expansion 2">{{Cite web |last=Attenberger |first=Tim |date=27 May 2021 |title=Pendler nutzen Park-and-Ride: Stadt Köln will Parkplatz in Weiden-West ausbauen |trans-title=Commuters use Park-and-ride: City of Cologne wants to expand parking space in Weiden-West |url=https://www.ksta.de/koeln/pendler-nutzen-park-and-ride-stadt-koeln-will-parkplatz-in-weiden-west-ausbauen-38426814 |url-status=live |archive-url=https://web.archive.org/web/20220707110214/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9wZW5kbGVyLW51dHplbi1wYXJrLWFuZC1yaWRlLXN0YWR0LWtvZWxuLXdpbGwtcGFya3BsYXR6LWluLXdlaWRlbi13ZXN0LWF1c2JhdWVuLTM4NDI2ODE0P2NiPTE2NTcxOTE3MzQzNDkmIiwicmVmZXJyZXIiOiIiLCJzdWJkb21haW4iOiJ3d3cifQ== |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref><ref name="p+r weiden bicycle tower">{{Cite web |last=Esch |first=Susanne |date=9 September 2020 |title=Fahrradparkhaus für Köln-Weiden: Ein Bike Tower soll das Chaos ordnen |trans-title=Bicycle parking for Cologne-Weiden: A bike tower is supposed to end the chaos |url=https://www.ksta.de/koeln/lindenthal/fahrradparkhaus-fuer-koeln-weiden-ein-bike-tower-soll-das-chaos-ordnen-37458934 |url-status=live |archive-url=https://web.archive.org/web/20220707110215/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9saW5kZW50aGFsL2ZhaHJyYWRwYXJraGF1cy1mdWVyLWtvZWxuLXdlaWRlbi1laW4tYmlrZS10b3dlci1zb2xsLWRhcy1jaGFvcy1vcmRuZW4tMzc0NTg5MzQ/Y2I9MTY1NzE5MTczNTMyOSYiLCJyZWZlcnJlciI6IiIsInN1YmRvbWFpbiI6Ind3dyJ9 |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref><ref>{{Cite web |last=Esch |first=Susanne |date=14 November 2022 |title=Weiden-West: Kölner Turm soll mehr Pendler aufs Rad locken |url=https://www.ksta.de/koeln/lindenthal/weiden/weiden-west-koelner-turm-soll-mehr-pendler-aufs-rad-locken-370929 |url-status=live |access-date=16 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=16 November 2022 |archive-url=https://web.archive.org/web/20221116220919/https://www.ksta.de/koeln/lindenthal/weiden/weiden-west-koelner-turm-soll-mehr-pendler-aufs-rad-locken-370929 }}</ref>

===Butzweilerhof extension===
[[File:KVB Butzweilerhof.svg|200px|right|Stations on the extension]]
The [[Kölner Verkehrs-Betriebe|Kölner Verkehrsbetriebe]] (KVB) opened a {{convert|1.85|km|mi|abbr=on}} long extension from the former Ossendorf terminus into the Butzweilerhof/Gewerbegebiet Ossendorf area in December 2010.<ref name="expansion butzweilerhof">{{cite web |url=http://kvb-koeln.de/german/nachrichten/view.html?action=shownews&id=1411 |title=Kölner Verkehrs-Betriebe AG |publisher=Kvb-koeln.de |date=24 November 2008 |access-date=25 August 2013 |archive-url=https://web.archive.org/web/20120722202025/http://www.kvb-koeln.de/german/nachrichten/view.html?action=shownews&id=1411 |archive-date=22 July 2012 |url-status=dead }}</ref> Three new stations (Alter Flughafen Butzweilerhof, IKEA am Butzweilerhof and the new terminus, Sparkasse [[Am Butzweilerhof (KVB)|Am Butzweilerhof]]) were added to the existing Line 5. Construction of the extension cost about {{Currency|18 million|EUR}}, with €5 million being financed through a charge on the companies which will benefit from the extension. The remaining €13 million was financed by the [[:de:Kölner Verkehrsbetriebe|KVB Köln]] (Cologne Transit Authority).<ref name="line 5">{{Cite web |last=Anemüller |first=Stephan |date=2 May 2017 |title=Die neue Linie 5 – ein öffentlich-private Partnerschaft |trans-title=The new line 5 – a public-private partnership |url=https://blog.kvb-koeln.de/die-neue-linie-5-eine-oeffentlich-private-partnerschaft |url-status=live |archive-url=https://web.archive.org/web/20220120052407/https://blog.kvb-koeln.de/die-neue-linie-5-eine-oeffentlich-private-partnerschaft |archive-date=20 January 2022 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

The extension begins near the former Ossendorf terminus (which has been closed), crosses the tracks of the HGK, follows the southern edge of the Hugo-Eckener-Strasse with the 1st station (Alter Flughafen Butzweilerhof) being sited at the corner of Hugo-Eckener-Strasse and Köhlstrasse. It then follows a new street which continues east from Köhlstraße. The line passes the new IKEA am Butzweilerhof store (2nd station), crosses the new extension of Richard-Byrd-Straße, and ends at the intersection of Richard-Byrd-Straße and Von-Hünefeld-Straße.<ref name="line 5" />

=== Mengenich ===
[[File:KVB Mengenich.svg|alt=Map of the expansion to mengenich|right|frameless|263x263px]]
For the newly built neighborhood [[Bocklemünd/Mengenich]] a connection to the tram network has been planned since the 1960s. This connection was supposed to cross the Militärringstraße on a bridge and the run through a green space to the Autobahn A1 where the line would've ended in a turning loop. This initial planning was first lowered in priority, and later made impossible by an expansion of the Militärringstraße. In 2002, line 3 was expanded to the new terminus Mengenich Ollenhauerring as the first part of a planned expansion to the center of Görling including a tunnel. The planned tunnel was not deemed financeable by NRW and so the city council decided in 2006 that a routing along the surface, that only passed along the edge of the residential area, would be done.

Several variants of the now high priority project along Militärringsstraße to Tollerstraße, Schumacherring or Buschweg were prepared and presented to residents for discussion in 2008. On 6 February 2018 the construction of the new terminus station at Schumacherring began, with it being opened on August 27 of the same year.<ref name="history 2005" /><ref name="expansion mengenich">{{Cite web |date=6 February 2018 |title=Verlängerung der Stadtbahnlinie 3 |trans-title=Extension of line 3 |url=https://www.stadt-koeln.de/politik-und-verwaltung/presse/verlaengerung-der-stadtbahnlinie-3-1 |url-status=live |archive-url=https://web.archive.org/web/20220707110217/https://www.stadt-koeln.de/politik-und-verwaltung/presse/verlaengerung-der-stadtbahnlinie-3-1 |archive-date=7 July 2022 |access-date=6 July 2022 |website=Stadt Köln}}</ref><ref name="expansion görlinger zentrum">{{Cite web |date=28 August 2018 |title=Neue Endhaltestelle der Linie 3 "Görlinger-Zentrum" eröffnet |trans-title=New terminus of line 3 "Görlinger-Center" opened |url=https://www.kvb.koeln/aktuelles/meldung.html?action=shownews&id=84 |url-status=dead |archive-url=https://web.archive.org/web/20180830005226/https://www.kvb.koeln/aktuelles/meldung.html?action=shownews&id=84 |archive-date=30 August 2018 |access-date=6 July 2022 |website=kvb.koeln}}</ref>

=== Brühl double-track ===
In 2015 the city council approved the expansion to double-track the part of line 18 between Brühl-Mitte and Brühl-Badorf.<ref>{{Cite web |date=25 February 2015 |title=Zweigleisiger Ausbau der Linie 18 in Brühl |trans-title=Adding double track for line 18 in Brühl |url=http://www.kvb-koeln.de/german/nachrichten/view.html?action=shownews&page=1&id=2448 |url-status=dead |archive-url=https://web.archive.org/web/20150402092941/http://www.kvb-koeln.de/german/nachrichten/view.html?action=shownews&page=1&id=2448 |archive-date=2 April 2015 |website=Kölner Verkehrs-Betriebe AG}}</ref> By December 2018, the new tracks had been built, but because a new railway control center and required inspections had delays, the new track could be opened in April 2019. Additional construction such as the upgrade of platforms along the track was finished by mid 2020.<ref name="double track brühl">{{Cite web |title=Zweigleisiger Ausbau Linie 18 |trans-title=Double track expansion of line 18 |url=https://www.bruehl.de/zweigleisiger-ausbau-linie-18--2-.aspx |url-status=live |access-date=25 July 2022 |website=Stadt Brühl |archive-date=25 July 2022 |archive-url=https://web.archive.org/web/20220725154548/https://www.bruehl.de/zweigleisiger-ausbau-linie-18--2-.aspx }}</ref>

==Current and future expansion==

=== North-South Stadtbahn ===
The North-South Stadtbahn (NSS) is made up of three stages:

# Two parallel tunnels from Breslauer Platz to Marktstraße, connecting to the existing Innenstadttunnel
# A track from Bonner Wall to Schönhauser Straße connecting the route to the Rheinuferbahn
# 4 more surface stations along Bonner Straße from Marktstraße to Arnoldshöhe

==== Background ====
[[Image:KVB NordSuedStadtbahn.svg|200px|All 3 stages of the North-South rail|alt=Map of the North-South line under construction|thumb]]First considerations to connect the north and south of the city center were already undertaken in the 1970s, and actual planning was started by the city in 1983.<ref>{{Cite web |title=Nord-Süd Stadtbahn Köln: Chronik |url=https://www.nord-sued-stadtbahn.de/projekt/chronik/index.html |url-status=live |access-date=6 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170543/https://www.nord-sued-stadtbahn.de/projekt/chronik/index.html }}</ref> A direct connection of the north to the south is needed, because part of the Innenstadttunnel is operating at capacity with 30 trains per hour serving it.<ref name="rush hour" /> Because the old tunnel was built using a [[cut-and-cover]] technique, it follows major roads distant from the old city center with its narrow alleys. The first stage aims at fixing these problems, by rerouting line 16 from the Innenstadttunnel to the newly built one and building new stations directly under the old city center. Additionally, travel time on line 16 will be decreased by eight minutes and it is one of the last steps in the separation of the high-floor and low-floor networks. The new {{Convert|3|km|mi|abbr=on}} long tunnel is the first newly built line since the opening of the original downtown tunnel in 1968, while every tunnel opened in between had been a replacement for previous surface lines. It will be used by lines 5, 16 and 17 once complete.<ref>{{Cite web |title=Nord-Süd Stadtbahn Köln: Stadtbahn-Netzwerk in der Zukunft |trans-title=North-South rail Cologne: rail network in the future |url=https://www.nord-sued-stadtbahn.de/projekt/gruende/netz_zukunft.html |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170544/https://www.nord-sued-stadtbahn.de/projekt/gruende/netz_zukunft.html }}</ref>

The second stage is only to connect the line to the Rheinuferbahn, necessary for line 16's operation.<ref>{{Cite web |title=Broschüre Zweite Baustufe |trans-title=Brochure second building stage |url=https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=39 |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=25 July 2022 |archive-url=https://web.archive.org/web/20220725113507/https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=39 }}</ref>

The third stage aims to provide a better service for the residents of the Südstadt, [[Bayenthal]], Marienburg and Raderberg by extending line 5, decreasing the travel time from the end of [[Bundesautobahn 555|A 555]] to the [[Köln Hauptbahnhof|Hauptbahnhof]] from 30 minutes to just 13.<ref>{{Cite web |date=November 2017 |title=3. Baustufe Nord-Süd-Stadtbahn |trans-title=3rd building stage North-South rail |url=https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=23 |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170545/https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=23 }}</ref>

==== Tunnel collapse and delays ====
On 3 March 2009 the [[Historisches Archiv der Stadt Köln|building of the city's archive]] collapsed into the first stage's tunnel under construction on the Severinstraße between stations Severinstraße and Heumarkt, killing two people. Poor construction, the theft of necessary iron reinforcements and several ground water break-ins into the tunnel, which were not reported or controlled properly by the construction company, are among the alleged causes for this catastrophe.<ref name="ksta_protokoll">{{cite web |last= |first= |date=23 February 2010 |title=U-Bahn: Das Protokoll eines Versagens |trans-title=U-Bahn: The protocol of a failure |url=https://www.ksta.de/u-bahn-das-protokoll-eines-versagens-13065724 |url-status=live |archive-url=https://web.archive.org/web/20160321171450/http://www.ksta.de/u-bahn-das-protokoll-eines-versagens-13065724 |archive-date=21 March 2016 |access-date=22 April 2013 |website=[[Kölner Stadt-Anzeiger]] |publisher= |language=de}}</ref><ref name="ksta_fugenblech">{{cite web |title=Archiveinsturz: Beschädigtes Fugenblech als Indiz |trans-title=Archive collapse: Damaged "Fugenblech" as evidence |url=http://www.ksta.de/html/artikel/1277385900119.shtml |url-status=dead |archive-url=https://archive.today/20130206173332/http://www.ksta.de/html/artikel/1277385900119.shtml |archive-date=6 February 2013 |access-date=22 April 2013 |publisher=Ksta.de |language=de}}</ref>

In 2012, line 5 was re-routed from its previous terminus Reichensbergerplatz to the already finished part of the NSS, now serving Rathaus (city hall) station.<ref>{{Cite web |date=7 December 2012 |title=Nord-Süd Stadtbahn Köln: Ab 9. Dezember 2012 unterirdisch mit der Stadtbahn bis zum Rathaus |trans-title=North-South rail Cologne: Starting 9th of December 2012 in the underground to the city hall |url=https://www.nord-sued-stadtbahn.de/pressemitteilungen/view.html?action=shownews&page=14&id=845 |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170534/https://www.nord-sued-stadtbahn.de/pressemitteilungen/view.html?action=shownews&page=14&id=845 }}</ref> A further expansion to Heumarkt opened in December 2013.<ref name="pr_nss">{{cite web |title=Nord-Süd-Stadtbahn Köln |url=http://stadtbahn.relaunch.net/german/news/press.html?NID=737 |url-status=dead |archive-url=https://web.archive.org/web/20110724032509/http://stadtbahn.relaunch.net/german/news/press.html?NID=737 |archive-date=24 July 2011 |access-date=22 May 2022 |website=stadtbahn.relaunch.net}}</ref> The 4 stations south of the collapse, Bonner Wall to Severinstraße, and the 2nd stage of the project were opened on 13 December 2015, served by line 17.<ref name="nss new stations">{{cite web |last=Reimann |first=Anna |title=Nord-Süd-Stadtbahn in Köln: Das sind die neuen Haltestellen der KVB-Linie 17 |trans-title=North-South rail in Cologne: These are the new stations of line 17 |url=http://www.ksta.de/koeln/das-sind-die-neuen-haltestellen-der-kvb-linie-17-sote-23268438 |url-status=live |archive-url=https://web.archive.org/web/20170506014858/http://www.ksta.de/koeln/das-sind-die-neuen-haltestellen-der-kvb-linie-17-sote-23268438 |archive-date=6 May 2017 |access-date=14 April 2018 |website=ksta.de}}</ref><ref name="line 17 timetable">{{Cite web |title=Nord-Süd Stadtbahn: Linie 17 Fahrplan |trans-title=North-South rail: Line 17 timetable |url=https://www.nord-sued-stadtbahn.de/buergerfest/linie_17/fahrplan.html |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170548/https://www.nord-sued-stadtbahn.de/buergerfest/linie_17/fahrplan.html }}</ref>

The next step of the expansion will be an above ground extension from the Marktstr. Station down Bonner Straße, through Bayenthal. Construction started in January 2022 and should be completed at the end of 2025.<ref>{{Cite web |title=3. Baustufe Nord-Süd Stadtbahn |trans-title=3rd building stage North-South rail |url=https://www.stadt-koeln.de/artikel/20118/index.html |url-status=live |access-date=7 July 2022 |website=Stadt Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170533/https://www.stadt-koeln.de/artikel/20118/index.html }}</ref> Full operation of the North-South Rail Tunnel will not be achieved until 2029 due to the issues of stabilizing the section of tunnel that collapsed in 2009.<ref>{{cite web |last=Damm |first=Andreas |title=Kölner Stadtarchiv: Wer soll die U-Bahn weiterbauen? |trans-title=Cologne's City archive: Who should continue building the U-Bahn? |url=http://www.ksta.de/koeln/koelner-stadtarchiv-wer-soll-die-u-bahn-weiterbauen--23911086 |url-status=live |archive-url=https://web.archive.org/web/20160826054854/http://www.ksta.de/koeln/koelner-stadtarchiv-wer-soll-die-u-bahn-weiterbauen--23911086 |archive-date=26 August 2016 |access-date=14 April 2018 |website=ksta.de}}</ref><ref>{{Cite web |last1=Görtz |first1=Oliver |last2=Hümmeler |first2=Christian |date=11 December 2017 |title=Archiveinsturz: Nord-Süd-Stadtbahn fährt nicht vor 2025 |trans-title=Archive collapse: North-South rail won't run before 2025 |url=https://www.ksta.de/koeln/archiveinsturz-nord-sued-stadtbahn-faehrt-nicht-vor-2025-29279040 |url-status=live |archive-url=https://web.archive.org/web/20220705142224/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9hcmNoaXZlaW5zdHVyei1ub3JkLXN1ZWQtc3RhZHRiYWhuLWZhZWhydC1uaWNodC12b3ItMjAyNS0yOTI3OTA0MD9jYj0xNjU3MDMwOTQ0NTE5JiIsInJlZmVycmVyIjoiIiwic3ViZG9tYWluIjoid3d3In0= |archive-date=5 July 2022 |access-date=6 May 2020 |website=Kölner Stadt-Anzeiger |language=de-DE}}</ref><ref>{{Cite web |last=Meyer |first=Gudrun |date=24 February 2021 |title=Gleiswechsel Waidmarkt |url=https://blog.kvb-koeln.de/gleiswechsel-waidmarkt |url-status=live |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=17 September 2021 |archive-url=https://web.archive.org/web/20210917202420/https://blog.kvb-koeln.de/gleiswechsel-waidmarkt }}</ref>

==== Cost ====
The extra cost of approximately 4 million euro is planned to mitigate the negative perception of the NSS project due to the collapse as well as budget increases, late completion (originally planned for 2011) and disruption. To avoid the possible destruction of [[archaeology|archaeological]] artefacts underneath one of the oldest cities in Germany, the NSS was bored down to nearly {{Convert|30|m|ft|abbr=on}} below ground level. At the location of the future stations, however, archaeological digs were still required and are cited as one of the reasons for the already significant cost overruns. While initially estimated to cost around 600 million euro, the current price tag is calculated at around 960 million euro. Because the second stage, connecting the tunnel to the line along the Rhine river has not yet been tendered, but is expected to cost another 100 million, total cost is expected to be 1.1 billion euro.<ref>{{Cite web |last=Henning |first=Martin |date=8 February 2022 |title=Nord-Süd-Stadtbahn Köln: Streckenverlauf, Baustufen, Kosten, Dauer |trans-title=North-South rail Cologne: routing, stages, costs, duration |url=https://www.24rhein.de/koeln/innenstadt/nord-sued-bahn-koeln-streckenverlauf-baustufen-kosten-dauer-91164122.html |url-status=live |access-date=7 July 2022 |website=24 Rhein |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170533/https://www.24rhein.de/koeln/innenstadt/nord-sued-bahn-koeln-streckenverlauf-baustufen-kosten-dauer-91164122.html }}</ref>

=== StadtBahn South ===
As a 4th stage of the North-South Stadtbahn an extension from Arnoldshöhe to Rondorf and Meschenich was proposed already in 1992. This project has since been renamed to StadtBahn South and is planned independently from the North-South Stadtbahn. The first stage of the project will only reach the northern edge of Meschenich, while a second stage will continue to its southern end. The project will also connect the development area Rondorf Nord-West, where 3300 new homes will be built in the next years, directly to the city center.<ref name=":0">{{Cite web |date=5 May 2018 |title=65 Millionen: Ausbau der Stadtbahn nach Meschenich kann auf Fördergelder hoffen |trans-title=65 Million: Extension of the Stadtbahn to Meschenich is expected to be granted funds |url=https://www.rundschau-online.de/koeln/65-millionen-ausbau-der-stadtbahn-nach-meschenich-kann-auf-foerdergelder-hoffen-241243 |url-status=live |access-date=22 April 2023 |website=Kölnische Rundschau |language=de |archive-date=22 April 2023 |archive-url=https://web.archive.org/web/20230422144422/https://www.rundschau-online.de/koeln/65-millionen-ausbau-der-stadtbahn-nach-meschenich-kann-auf-foerdergelder-hoffen-241243 }}</ref><ref>{{Cite web |last=Süsser |first=Ulrike |date=27 October 2018 |title=Bis Rondorf und Meschenich: Lokalpolitiker beraten über Verlängerung der Linie 5 |trans-title=To Rondorf and Meschenich: Local politicians debate about extension of line 5 |url=https://www.ksta.de/koeln/rodenkirchen/bis-rondorf-und-meschenich-lokalpolitiker-beraten-ueber-verlaengerung-der-linie-5-299005 |url-status=live |access-date=22 April 2023 |website=Kölner Stadt-Anzeiger |language=de |archive-date=24 April 2023 |archive-url=https://web.archive.org/web/20230424160536/https://www.ksta.de/koeln/rodenkirchen/bis-rondorf-und-meschenich-lokalpolitiker-beraten-ueber-verlaengerung-der-linie-5-299005 }}</ref>

The biggest problem of the project is crossing the ''Verteilerkreisel'' at the end of the [[Bundesautobahn 555|Autobahn A 555]] directly after the last station of stage 3, ''Arnoldshöhe''. Here, several different solutions were evaluated:

* A tunnel below the roundabout
* A bridge above it
* Two at grade crossings going around the roundabout<ref name=":0" />

Evaluation showed that all three solutions were possible, with cost-benefit ratios between 1.0 for the tunnel and 1.4 for the at-grade solution, which means that all solutions are possible to be funded partially by the state and federal government. Residents preferred the at-grade solution, while the city pushed the bridge or tunnel.<ref>{{Cite web |last=Süsser |first=Ulrike |date=31 May 2017 |title=Köln Rodenkirchen: Nord-Südstadtbahn zwischen Rondorf und Meschenich in der Diskussion |trans-title=Cologne Rodenkirchen: North-South Stadtbahn between Rondorf and Meschenich being discussed |url=https://www.ksta.de/koeln/rodenkirchen/koeln-rodenkirchen-nord-suedstadtbahn-zwischen-rondorf-und-meschenich-in-der-diskussion-164809 |url-status=live |access-date=22 April 2023 |website=Kölner Stadt-Anzeiger |language=de |archive-date=22 April 2023 |archive-url=https://web.archive.org/web/20230422144421/https://www.ksta.de/koeln/rodenkirchen/koeln-rodenkirchen-nord-suedstadtbahn-zwischen-rondorf-und-meschenich-in-der-diskussion-164809 }}</ref> In March of 2023 the city council decided that the preferred solution would be the bridge, but that the at-grade solution would also be continued to be planned. This was due to the lower cost than the tunnel, the disadvantages of at-grade crossings, the about {{Convert|700|m|yd|abbr=on}} shorter route, the complete replacement of bus line 132 which currently takes 44 minutes to complete the journey into the city center, the smaller impact on the green spaces and adjacent neighborhood and because this route was intended in the planning of the development area Rondorf Nord-West removing the need to change its plans.<ref name=":1">{{Cite web |date=23 March 2023 |title=SessionNet {{!}} TOP Ö 10.13: StadtBahn Süd - Trassenfestlegung und Entscheidung zur weiteren Planung |trans-title=SessionNet {{!}} TOP Ö 10.13: StadtBahn South - Route determination and decision to continue planning |url=https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=370691 |url-status=live |access-date=22 April 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=20 April 2023 |archive-url=https://web.archive.org/web/20230420174611/https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=370691 }}</ref>

There are three stations planned in Rondorf, called ''Rondorf Nord'', ''Rondorf Mitte'' and ''Rondorf South''. The bridge above the roundabout will need to incorporate the red steel-stele that stands in the middle of the roundabout into its design. This stele is part of an artwork by [[Lutz Fritsch]] called "''Standortmitte''" ("middle of the location") that consists of two identical steles at both ends of the A 555 connecting the cities of Cologne and Bonn. To protect a [[drinking water]] protection zone the route passes through the adjacent street ''Am Wasserwerkswäldchen'' will be closed for through-traffic and a gas station located on the roundabout will also be closed.<ref name=":1" />

In Meschenich [[Park and ride|Park and Ride]] facilities are planned on both ends of the town and the Stadtbahn is supposed to operate on the street where traffic will be reduced by a bypass that's already in construction.<ref>{{Cite web |title=StadtBahn Süd für Rondorf und Meschenich |url=https://www.stadt-koeln.de/artikel/68749/index.html |url-status=live |archive-url=https://web.archive.org/web/20220813130153/https://www.stadt-koeln.de/artikel/68749/index.html |archive-date=13 August 2022 |access-date=13 August 2022 |website=Stadt Köln}}</ref><ref>{{Cite web |title=B51n: Ortsumgehung Köln-Meschenich - Bauphase |trans-title=B51n: Bypass Cologne-Meschenich - Construction Phase |url=https://www.strassen.nrw.de/de/b51n-ortsumgehung-koeln-meschenich-bauphase.html |url-status=live |access-date=22 April 2023 |website=Straßen.NRW |language=de |archive-date=22 April 2023 |archive-url=https://web.archive.org/web/20230422144423/https://www.strassen.nrw.de/de/b51n-ortsumgehung-koeln-meschenich-bauphase.html }}</ref>

The second stage of the project, continuing the line from the northern to the southern end of Meschenich, was also approved and planning was started.<ref name=":1" />

=== East-West axis ===
With line 1 being the 2nd most used line<ref name="line 1">{{Cite web |last=Weiß |first=Regina |date=12 June 2018 |title=Von Ost nach West von West nach Ost – die Linie 1 |trans-title=From east to west from west to east – line 1 |url=https://blog.kvb-koeln.de/von-ost-nach-west-von-west-nach-ost-die-linie-1 |url-status=live |archive-url=https://web.archive.org/web/20210918004306/https://blog.kvb-koeln.de/von-ost-nach-west-von-west-nach-ost-die-linie-1 |archive-date=18 September 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> and line 7 and 9 running on the same surface-level tracks in the city center, the rail section at [[Neumarkt station|Neumarkt]] is operating at capacity,<ref name="rush hour" /> while more capacity is needed especially on line 1. To address this growing issue, new {{Convert|90|m|ft|abbr=on}} long trains will be used, increasing capacity by 50%. This upgrade needs longer platforms however, for which line 1 has been divided into four parts that need different kinds of upgrades.<ref name="east west rail expansion">{{Cite web |title=Kapazitätserweiterung auf der Ost-West-Achse – Stadt Köln |url=https://www.stadt-koeln.de/artikel/66555/index.html |url-status=live |access-date=3 September 2022 |website=Stadt-Köln |language=de |archive-date=3 September 2022 |archive-url=https://web.archive.org/web/20220903211941/https://www.stadt-koeln.de/artikel/66555/index.html }}</ref>

==== West ====
This part between [[Köln-Weiden West station|Weiden West]] and Universitätsstraße runs completely on the surface in the middle of Aachener Straße. In this part, platforms and turning loops will have to be upgraded to fit the longer trains. Planning started in 2018, and between August 15 and 4 September 2022, feedback for the plans could be given online.<ref>{{Cite web |date=15 August 2022 |title=Planungen Bereich West {{!}} Beteiligungsportal der Stadt Köln |url=https://meinungfuer.koeln/owa-west |url-status=live |access-date=3 September 2022 |website=Beteiligungsportal der Stadt Köln |language=de |archive-date=3 September 2022 |archive-url=https://web.archive.org/web/20220903211945/https://meinungfuer.koeln/owa-west }}</ref> Construction is expected to start in the middle of 2027.<ref name="east west rail expansion" />

==== City Center ====
This part lies between [[Moltkestraße station|Moltkestraße]] and [[Heumarkt station|Heumarkt]]. At stations Moltkestraße and [[Rudolfplatz station|Rudolfplatz]] its two tracks run separate on one-way streets, and it then runs in the middle of a street until Heumarkt. Because of the demand in this part, building a tunnel is considered. The different options, all starting at [[Deutz Suspension Bridge|Deutzer Brücke]] (Deutz Bridge), run to:
# Neumarkt on lines 1, 7 and 9 ("short tunnel")
# Rudolfplatz on lines 1, 7 and Dasselstraße/Bf Süd on line 9 ("middle long tunnel")
# Melaten on lines 1,7 and University on line 9 in separate tunnels ("long tunnel variant A")
# Melaten on lines 1,7 and University on line 9 with a shared tunnel until Moltkestraße and subsequent routing through the green belt ("long tunnel variant B")<ref>{{Cite web |last=Meyer |first=Gudrun |date=14 March 2018 |title=Ausbau der Ost-West-Achse Kölns große Chance |trans-title=Expansion of the East-West-Axis Cologne's big chance |url=https://blog.kvb-koeln.de/ausbau-der-ost-west-achse-koelns-grosse-chance |url-status=live |archive-url=https://web.archive.org/web/20210117021607/https://blog.kvb-koeln.de/ausbau-der-ost-west-achse-koelns-grosse-chance |archive-date=17 January 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>
In an open discussion with residents, Stadtbahn users and car users in mid-2018, options 1 and 4 were rejected by everyone, while car users are against a tunnel completely. Stadtbahn users favour no tunnel or option 3, and residents support option 2 more than 3. Only options 1 and 2 could be financed by the state of NRW, while 3 and 4 would require large expenses of the city.<ref>{{Cite web |last=Meyer |first=Gudrun |date=17 July 2018 |title=Bürgerbeteiligung Ost-West-Achse: Was wollen die Kölner/innen? |trans-title=Public participation East-West-Axis: What do the people want? |url=https://blog.kvb-koeln.de/ober-oder-unterirdisch-die-buergerbeteiligung-zur-ost-west-achse |url-status=live |archive-url=https://web.archive.org/web/20210813142126/https://blog.kvb-koeln.de/ober-oder-unterirdisch-die-buergerbeteiligung-zur-ost-west-achse |archive-date=13 August 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

The stations not rebuilt underground, whether because no tunnel is built or because it is to short to reach them, will be lengthened to accommodate the longer trains as well. Which option to use, if any, will be decided until Q3 of 2023. Planning is anticipated to take until 2026, with construction starting in 2029.<ref name="east west rail expansion" />

==== Tunnel ====
The part between [[Deutzer Freiheit station|Deutzer Freiheit]] and Fuldaer Straße is already a tunnel with sufficiently long platforms. In this part accessibility will be improved and fire protection will be upgraded for the increasing amount of passengers.<ref name="east west rail expansion" />

==== East ====
The part between Höhenberg Frankfurter Straße and [[Bensberg station|Bensberg]] is overground and will be upgraded to feature longer stations, with the exception of Bensberg which is underground and already features long enough platforms, but will get improved fire protection like the other underground stations. Construction is expected to start in the middle of 2026.<ref name="east west rail expansion" />

=== Extension of line 17 to Bonn and line 7 to Langel ===
After the ''Nord-Süd-Stadtbahn'' is finished, line 17 will run alongside line 16 from [[Reichenspergerplatz station|Reichenspergerplatz]] to Sürth with a 5 min headway. The line will be extended to Bonn Hbf east of the Rhine, with the planning split into four parts:

#Building a new rail and pedestrian bridge across the Rhine, going from Godorf to Langel, and building the station ''Langel Süd'', shared with line 7.
#New track and two stations in Lülsdorf
#Upgrading a mostly single-track non-electrified freight railway between Lülsdorf, [[Niederkassel]], Rheidt and Mondorf, including 8 new stations.
#Building new track along a street between Mondorf/Bergheim and [[Beuel|Bonn-Beuel]] with 4 stations, which connects to the tracks of lines 66 and 67, from where the terminus Bonn Hbf. is then reached.
Alongside this extension, line 7 will also be extended to a new terminus in ''Langel Süd'', connecting to line 17. This is split in two parts:

# Extension from the terminus Zündorf, then ''Zündorf Nord'' to ''Zündorf Süd'' with 2 new stations''.''
# Extension from Zündorf to Langel, including 3 stations in Langel and the connection to line 17.

The project is planned to be completed in 2030, with the exception of the bridge across the Rhine, which has no estimated completion date as of now.<ref>{{Cite web |date=17 May 2022 |title=Stadtbahn Bonn-Niederkassel-Köln (Linie 17) und Verlängerung Linie 7 |trans-title=Stadtbahn Bonn-Niederkassel-Köln (line 17) and extension of line 7 |url=https://ratsinformation.stadt-koeln.de/vo0050.asp?__kvonr=105940 |url-status=live |access-date=14 January 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=14 January 2023 |archive-url=https://web.archive.org/web/20230114234211/https://ratsinformation.stadt-koeln.de/vo0050.asp?__kvonr=105940 }}</ref>

=== Stepless access to all platforms and trains ===
Because parts of the network were built before accessibility was a concern, many older stations don't feature elevators/ramps to get from street level to the platform without steps. Also, because the network started as a tram, was then partially operated with high-floor Stadtbahn vehicles, and then split into a high-floor (HF) and low-floor (LF) network, some platforms still don't feature level boarding, requiring the users to climb a few steps to enter the train. Seven of these stations can't be upgraded, because they're served by both HF and LF vehicles, while others could, but just haven't been upgraded yet. The LF lines feature level boarding everywhere, as they're compatible with old tram platforms, but parts at both ends of the trains are not accessible. Also a few LF platforms can't be reached without climbing steps, a notable example being the highly used station Friesenplatz. Equipping the HF lines with matching platforms could only be started in 2003, as until then large parts of the network were served by HF and LF lines. First the city center tunnel was converted step-by-step, and in 2010 lines 3 and 4 became the first to be fully accessible. Since then the missing platforms are concentrated on the lines 13 and 16, with a few missing on the other HF lines. Out of the 352 stations, 32 are not accessible, 12 have limited accessibility and 308 are fully accessible.<ref name="routes without steps">{{Cite web |date=December 2021 |title=Touren ohne Treppen Flyer |trans-title=Routes without steps |url=https://www.kvb.koeln/service/barrierefreiheit.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=906 |url-status=live |access-date=26 July 2022 |website=Kölner Verkehrs Betriebe AG |archive-date=26 July 2022 |archive-url=https://web.archive.org/web/20220726104943/https://www.kvb.koeln/service/barrierefreiheit.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=906 }}</ref>
{| class="wikitable"
|+
!Line
!style="background:#{{rcr|Cologne Stadtbahn|1}}; color:#fff; text-align:center;"| '''1'''
!style="background:#{{rcr|Cologne Stadtbahn|3}}; color:#fff; text-align:center;"| '''3'''
!style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;"| '''4'''
!style="background:#{{rcr|Cologne Stadtbahn|5}}; color:#fff; text-align:center;"| '''5'''
!style="background:#{{rcr|Cologne Stadtbahn|7}}; color:#fff; text-align:center;"| '''7'''
!style="background:#{{rcr|Cologne Stadtbahn|9}}; color:#fff; text-align:center;"| '''9'''
!style="background:#{{rcr|Cologne Stadtbahn|12}}; color:#fff; text-align:center;"| '''12'''
!style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;"| '''13'''
!style="background:#{{rcr|Cologne Stadtbahn|15}}; color:#fff; text-align:center;"| '''15'''
!style="background:#{{rcr|Cologne Stadtbahn|16}}; color:#fff; text-align:center;"| '''16'''
!style="background:#{{rcr|Cologne Stadtbahn|17}}; color:#fff; text-align:center;"| '''17'''
!style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;"| '''18'''
!Total
|-
|Stations
|37
|31
|29
|17
|33
|24
|27
|23
|23
|50
|8
|50
|352
|-
|with HF platforms
| –
|31
|29
|14
| –
| –
| –
| 9
| –
|40
|8
|47
|178
|-
|with LF platforms
|37
| –
| –
|3 <ref group="H">Appellhofplatz/Zeughaus, Subbelrather Str./Gürtel, Nußbaumerstr.</ref>
|33
|24
|27
|14 <ref group="H">Berrenrather Str./Gürtel, Euskirchener Str., Zülpicher Str./Gürtel, Gleueler Str./Gürtel, Dürener Str./Gürtel, Wüllnerstr., Aachener Str./Gürtel, Melatengürtel, Weinsbergstr./Gürtel, Subbelrather Str./Gürtel, Nußbaumerstr., Escher Str., Geldernstr./Parkgürtel, Slabystr.</ref>
|23
|10 <ref group="H">Reichenspergerplatz, Barbarossaplatz, Eifelstr., Ulrepforte, Chlodwigplatz, Ubierring, Urfeld, Widdig, Uedorf, Hersel</ref>
| –
|3 <ref group="H">Slabystr., Reichenspergerplatz, Barbarossaplatz</ref>
|174
|}
<references group="H" />

=== Longer trains and platforms ===
Because of the increasing demand throughout the system that can no longer be met by increasing frequency in some parts of the system,<ref name="rush hour" /><ref name="line 1" /> lines 1, 4, 9, 13 and 18 will be operated by longer trains in the future. Line 1 and possibly line 9 will have their platforms lengthened to {{Convert|90|m|ft|abbr=on}} as part of the east–west rail project, and will then be operated by {{Convert|90|m|ft|abbr=on}} long trains.<ref name="low floor trains">{{Cite web |title=Niederflurfahrzeuge |trans-title=Low floor trains |url=https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/niederflur.html |url-status=live |archive-url=https://web.archive.org/web/20220617213936/https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/niederflur.html |archive-date=17 June 2022 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref> Lines 4, 13 and 18 will have in total 39 platforms upgraded to accommodate new {{Convert|70|m|ft|abbr=on}} long trains and add sufficient fire protection for the increasing number of passengers in underground stations.<ref>{{Cite web |title=KVB modernisiert ihre Stadtbahn-Flotte |trans-title=KVB modernizes its Stadtbahn vehicles |url=https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/ |url-status=live |access-date=26 July 2022 |website=Kölner Verkehrs Betriebe AG |language=de |archive-date=26 July 2022 |archive-url=https://web.archive.org/web/20220726145121/https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/ }}</ref><ref name="customer magazine 57">{{Cite web |date=December 2021 |title=Kundenzeitung der KVB Ausgabe 57 (Dezember 2021) |trans-title=KVB Customer magazine 57 (December 2021) |url=https://www.kvb.koeln/unternehmen/presse/publikationen/koelntakt.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=3506 |url-status=live |access-date=25 July 2022 |website=Kölner Verkehrs Betriebe AG |language=de |archive-date=17 January 2022 |archive-url=https://web.archive.org/web/20220117102915/https://www.kvb.koeln/unternehmen/presse/publikationen/koelntakt.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=3506 }}</ref>

=== Other plans ===
All of these plans have been brought up by a political party, and some are in different planning stages currently.
{| class="wikitable"
|+
!Line
!Expansion
|-
| style="background:#{{rcr|Cologne Stadtbahn|1}}; color:#fff; text-align:center;" | '''1'''
|Extension from [[Bensberg|Bergisch Gladbach-Bensberg]] from further east [[Moitzfeld|Bergisch Gladbach-Moitzfeld]] to [[Gladbach-Herkenrath]] Kürten-Spitze.<ref>{{cite web |author=Claus Boelen-Partile |title=Der Zug ist noch nicht abgefahren |trans-title=The train has not yet been moved |url=http://www.ksta.de/region/rhein-berg-oberberg/kuerten/verlaengerung-der-strassenbahnlinie-1-der-zug-ist-noch-nicht-abgefahren-22746266 |url-status=live |archive-url=https://web.archive.org/web/20220705142225/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9yZWdpb24vcmhlaW4tYmVyZy1vYmVyYmVyZy9rdWVydGVuL3ZlcmxhZW5nZXJ1bmctZGVyLXN0cmFzc2VuYmFobmxpbmllLTEtZGVyLXp1Zy1pc3Qtbm9jaC1uaWNodC1hYmdlZmFocmVuLTIyNzQ2MjY2P2NiPTE2NTcwMzA5NDU5MTcmIiwicmVmZXJyZXIiOiIiLCJzdWJkb21haW4iOiJ3d3cifQ== |archive-date=5 July 2022 |access-date=28 August 2017}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;" | '''4'''
|Connection of the district Widdersdorf from Mengenich. The city initially preferred a variant using line 1 due to lower costs and better service for residents,<ref>{{cite web |title=Tagesordnungspunkt |url=https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=190629 |url-status=live |archive-url=https://web.archive.org/web/20181203202719/https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=190629 |archive-date=3 December 2018 |access-date=14 April 2018 |website=ratsinformation.stadt-koeln.de}}</ref> but it was decided that line 4 should be used.<ref>{{Cite web |last=Attenberger |first=Tim |date=18 January 2022 |title=KVB: Stadtbahn-Linie 4 soll bis Köln-Widdersdorf fahren |trans-title=KVB: Line 4 planned to run to Cologne-Widdersdorf |url=https://www.ksta.de/koeln/kvb-stadtbahn-linie-4-soll-bis-koeln-widdersdorf-fahren-39390822 |url-status=live |access-date=25 July 2022 |website=Kölner Stadt-Anzeiger |archive-date=18 January 2022 |archive-url=https://web.archive.org/web/20220118193944/https://www.ksta.de/koeln/kvb-stadtbahn-linie-4-soll-bis-koeln-widdersdorf-fahren-39390822 }}</ref> A later continuation to [[Niederaußem]] is also considered.<ref>{{Cite web |last=Teichert |first=Florian |date=15 September 2021 |title=Rhein-Erft: Große Zustimmung für Stadtbahnlinie von Köln über Pulheim nach Niederaußem |trans-title=Rhein-Erft: High approval for line from Cologne via Pulheim to Niederaußem |url=https://www.ksta.de/region/rhein-erft/rhein-erft-grosse-zustimmung-fuer-stadtbahnlinie-von-koeln-ueber-pulheim-nach-niederaussem-39031342 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=5 November 2021 |archive-url=https://web.archive.org/web/20211105073522/https://www.ksta.de/region/rhein-erft/rhein-erft-grosse-zustimmung-fuer-stadtbahnlinie-von-koeln-ueber-pulheim-nach-niederaussem-39031342 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;" | '''4'''
|An extension from Schlebusch station to a clinic inside [[Schlebusch]] or even to the city of [[Odenthal]] is in discussion, but the existing line would have to be double-tracked first.<ref name="line 4" />
|-
| style="background:#{{rcr|Cologne Stadtbahn|5}}; color:#fff; text-align:center;" | '''5'''
|Extension from Butzweilerhof to Longerich, where it could connect to the [[S-Bahn Rhein-Ruhr]] and / or line 15.
|-
| style="background:#{{rcr|Cologne Stadtbahn|7}}; color:#fff; text-align:center;" | '''7'''
|Extension to the new development area [[Grube Carl]] in [[Frechen]] and possibly further to [[Habbelrath|Frechen-Habbelrath]]. An extension to [[Kerpen]] is also already in discussion.<ref>{{Cite web |last=Reinartz |first=Patrick |date=7 October 2020 |title=KVB-Linie 7: Nächster Schritt zur Verlängerung der Strecke von Frechen nach Kerpen |trans-title=Line 7: Next step for the expansion from Frechen to Kerpen |url=https://www.ksta.de/region/rhein-erft/frechen/kvb-linie-7-naechster-schritt-zur-verlaengerung-der-strecke-von-frechen-nach-kerpen-37448278 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|Extension from Sülzgürtel to the Rhine following the [[List of streets in Cologne#Cologne Belt|cologne belt]].<ref name="line 13" /> Currently, both a surface and underground track are considered.<ref name="line 14 proposal">{{Cite web |last=Damm |first=Andreas |date=8 March 2021 |title=KVB-Linie 13: Stadtverwaltung verärgert mit U-Bahn-Ausschreibung – Linie 14 als Option |trans-title=Line 13: City council not happy with underground proposal – line 14 as an option |url=https://www.ksta.de/koeln/kvb-linie-13-stadtverwaltung-veraergert-mit-u-bahn-ausschreibung---linie-14-als-option-38151972 |url-status=live |access-date=25 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=9 March 2021 |archive-url=https://web.archive.org/web/20210309115220/https://www.ksta.de/koeln/kvb-linie-13-stadtverwaltung-veraergert-mit-u-bahn-ausschreibung---linie-14-als-option-38151972 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|Extension from Mülheim to Ostheim and later to the S-Bahnhof Frankfurter Straße<ref name="line 13" /> or completing the ring including a new crossing of the Rhine.<ref>{{Cite web |date=27 September 2022 |title=ÖPNV-Netzentwicklung - Sachstand 2022 |url=https://ratsinformation.stadt-koeln.de/vo0050.asp?__kvonr=107470 |url-status=live |access-date=16 February 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=14 January 2023 |archive-url=https://web.archive.org/web/20230114205255/https://ratsinformation.stadt-koeln.de/vo0050.asp?__kvonr=107470 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|10 stations from Berrenrather Straße/Gürtel to Venloer Straße/Gürtel will be upgraded with high-floor platforms, and some will be lengthened.<ref>{{Cite web |date=23 August 2022 |title=Beschlussvorlage - 0150_2022_Beschlussvorlage_Rat.pdf |url=https://buergerinfo.stadt-koeln.de/getfile.asp?id=801064&type=do |url-status=live |access-date=28 September 2022 |website=Informationssystem für Bürgerinnen und Bürger der Stadt Köln |language=de |archive-date=28 September 2022 |archive-url=https://web.archive.org/web/20220928170701/https://buergerinfo.stadt-koeln.de/getfile.asp?id=801064&type=do }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|Construction of two additional stations at Niehler Straße and Bolternstraße. Both will be elevated and equipped with side-platforms suitable for {{Convert|70|m|ft|abbr=on}} long trains.<ref>{{Cite web |date=26 September 2022 |title=Neubau von zwei Stadtbahnhaltestellen im Bezirk Nippes |url=https://meinungfuer.koeln/group/zwei-neue-haltestellen-fuer-die-linie-13 |url-status=live |access-date=28 September 2022 |website=Beteiligungsportal der Stadt Köln |language=de |archive-date=28 September 2022 |archive-url=https://web.archive.org/web/20220928172008/https://meinungfuer.koeln/group/zwei-neue-haltestellen-fuer-die-linie-13 }}</ref>
|-
| style="background:#888; color:#fff; text-align:center;" | '''14'''
|Construction of a new circumferential low-floor line that runs from the university on Universitätsstraße, Weißhausstraße and through Raderberg and Bayenthal before reaching the Rhine. The line could then be extended north to Ehrenfeld on Universitätsstraße/Innere Kanalstraße, and in the south it could run over a new bridge across the Rhine connecting with line 7.<ref name="line 14 proposal" /><ref name="line 14">{{Cite web |last=Akyüz |first=Adnan |date=5 March 2021 |title=Köln: Grüne fordern neue Straßenbahn-Linie 14 der KVB |url=https://www.express.de/koeln/koeln-gruene-fordern-neue-strassenbahn-linie-14-der-kvb-48057 |url-status=live |access-date=25 July 2022 |website=Express |language=de |archive-date=25 July 2022 |archive-url=https://web.archive.org/web/20220725131604/https://www.express.de/koeln/koeln-gruene-fordern-neue-strassenbahn-linie-14-der-kvb-48057 }}</ref>
|-
|{{diagonal split header|{{color|#fff|12}}|{{color|#fff|15}}|#{{rcr|Cologne Stadtbahn|12}}|#{{rcr|Cologne Stadtbahn|15}}}}
|Extension of the tunnel on the Neusser Straße from Mollwitzstraße to Wilhelm-Sollmann-Straße, as originally planned when the tunnel was built.
|-
|{{diagonal split header|{{color|#fff|3}}|{{color|#fff|18}}|#{{rcr|Cologne Stadtbahn|3}}|#{{rcr|Cologne Stadtbahn|18}}}}
|Extension from Thielenbruch to the city center of Bergisch Gladbach through the closed down Paper Fabric Zanders, which will restore a connection that had been present until 1958.<ref>{{Cite web |last=Boelen-Theile |first=Claus |date=22 January 2022 |title=KVB-Station auf Zanders-Gelände? Straßenbahn soll wieder nach Gladbach kommen |trans-title=KVB station on Zanders ground? Stadtbahn planned to run to Gladbach again |url=https://www.ksta.de/region/rhein-berg-oberberg/bergisch-gladbach/kvb-station-auf-zanders-gelaende--strassenbahn-soll-wieder-nach-gladbach-kommen-39391144 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=20 January 2022 |archive-url=https://web.archive.org/web/20220120080527/https://www.ksta.de/region/rhein-berg-oberberg/bergisch-gladbach/kvb-station-auf-zanders-gelaende--strassenbahn-soll-wieder-nach-gladbach-kommen-39391144 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;" | '''18'''
|Building a short tunnel below [[List of streets in Cologne#Militärringstraße|Militärringstraße]].<ref>{{Cite web |last=Eickler |first=Marion |date=27 January 2016 |title=Verkehr in Köln: Kreuzung am Militärring bekommt einen KVB-Tunnel |trans-title=Traffic in Cologne: Intersection at Militärring gets a new tunnel |url=https://www.ksta.de/koeln/lindenthal/kreuzung-am-militaerring-bekommt-kvb-tunnel-sote-23527634 |url-status=live |archive-url=https://web.archive.org/web/20160503091853/http://www.ksta.de/koeln/lindenthal/kreuzung-am-militaerring-bekommt-kvb-tunnel-sote-23527634 |archive-date=3 May 2016 |access-date=23 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;" | '''18'''
|Extending the city center tunnel ending at [[Barbarossaplatz station|Barbarossaplatz]] to the green belt, while building a new station at [[Köln Süd station|Bf Süd]]. Concstruction can only be started, when line 16 has moved into the new North-South-Tunnel.
|-
|{{diagonal split header|{{color|#fff|18}}|{{color|#fff|19}}|#{{rcr|Cologne Stadtbahn|18}}|#888}}
|Stichstrecke from [[Hermülheim|Hürth-Hermülheim]] to [[Hürth|Hürth-Center]] as part of line 18's service, this new service will probably operate as line 19.<ref>{{Cite web |last=Engels |first=Andreas |date=19 June 2021 |title=Hürther Verwaltung will sparen: Geplante Stadtbahn soll sonntags nicht fahren |trans-title=Hürth's council wants to cut corners: Planned Stadtbahn line won't run on Sundays |url=https://www.ksta.de/region/rhein-erft/huerth/huerther-verwaltung-will-sparen-geplante-stadtbahn-soll-sonntags-nicht-fahren-38497904 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=7 January 2022 |archive-url=https://web.archive.org/web/20220107052853/https://www.ksta.de/region/rhein-erft/huerth/huerther-verwaltung-will-sparen-geplante-stadtbahn-soll-sonntags-nicht-fahren-38497904 }}</ref>
|-
| style="background:#888; color:#fff; text-align:center;" | '''?'''
|Construction of a new railway line from Deutz to [[Flittard]] and the headquarters and route over the planned district of Mülheim-Süd; A further connection to [[Leverkusen]] (- Wiesdorf) or even to (- Opladen) is discussed.<ref>{{cite web |title=Kölner Initiative fordert Straßenbahn-Trasse bis Flittard |trans-title=Cologne initiative calls for tramway route to Flittard |url=http://www.ksta.de/koeln/muelheim/strassenbahn-trasse-bis-flittard-sote-23310146 |url-status=live |archive-url=https://web.archive.org/web/20160310003519/http://www.ksta.de/koeln/muelheim/strassenbahn-trasse-bis-flittard-sote-23310146 |archive-date=10 March 2016 |access-date=28 August 2017 |language=de}}</ref>
|}

==Rolling stock==
{{more citations needed|section|date=September 2022}}
Since the last traditional tramcars were retired in 2006, the Stadtbahn's active rolling stock consists exclusively of modern [[Articulated tram|articulated]] [[light rail vehicle]]s. All of them are about {{convert|30|m|ftin|abbr=on}} long, {{convert|2.65|m|ftin|abbr=on}} wide, seat approximately 70 passengers and are approved for speeds of up to {{convert|80|km/h|abbr=on}}. With rare exceptions, all services are operated by two units coupled together.<gallery widths="220" heights="165">
File:KVB2252 Schoenhauser Str.jpg|alt=|Third-generation Type B LRV in new livery on line 16
File:K4000 Koeln Zollstock.jpg|alt=|A K4000 low-floor tram in old livery on line 12
File:K4500 VB Presentation.jpg|alt=|A newer K4500 tram at its presentation on 18 April 2005
File:KVB5102 AeussereKanalstrasse.jpg|alt=|Two K5000 high-floor trams on lines 3 (left) and 4 (right)
File:Kvb koeln 2422.jpg|alt=|Refurbished train 2422 at Gleueler Str./Gürtel
File:Stadtbahn HF6 Koeln.jpg|alt=|A HF6 train at station Venloer Straße/Gürtel on line 13
</gallery>

===Stadtbahnwagen B===
In 1973, Cologne received two prototypes of the [[Duewag]] [[Stadtbahnwagen B]] LRV. Since then, 172 units in four batches were delivered to Cologne until 1996. The first series (2000) is currently being retired, with only four units (2031, 2032, 2035 and 2049) currently remaining in service, the other units were either scrapped, sold to [[Istanbul Tram]], or in the case of unit 2012, donated to the [[Straßenbahn-Museum Thielenbruch]].

On 8 October 2022, a series 2300 Stadtbahnwagen Typ B caught on fire in the underground station [[Ebertplatz station|Ebertplatz]].<ref>{{Cite web |last1=Attenberger |first1=Tim |last2=Hahn |first2=Sebastian |last3=Pichireddu |first3=Sara |last4=Görtz |first4=Oliver |date=9 October 2022 |title=Sechs Personen nach Feuer am Ebertplatz verletzt |trans-title=Six people injured after fire at Ebertplatz |url=https://www.ksta.de/koeln/koelner-innenstadt/koeln-mehrere-verletzte-bei-brand-an-kvb-haltestelle-ebertplatz-345958 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155209/https://www.ksta.de/koeln/koelner-innenstadt/koeln-mehrere-verletzte-bei-brand-an-kvb-haltestelle-ebertplatz-345958 }}</ref> The cause was determined to be a technical failure by a component beneath the steps,<ref>{{Cite web |last=Attenberger |first=Tim |date=11 October 2022 |title=KVB beauftragt Gutachten zur Brandursache |url=https://www.ksta.de/koeln/ebertplatz-koeln-kvb-beauftragt-gutachten-zum-brand-einer-u-bahn-347642 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155205/https://www.ksta.de/koeln/ebertplatz-koeln-kvb-beauftragt-gutachten-zum-brand-einer-u-bahn-347642 }}</ref> and later narrowed down to an overheated power converter responsible for the breaks.<ref name="operation stop series 2300">{{Cite web |last=Berger |first=Peter |date=27 October 2022 |title=KVB zieht 32 Stadtbahn-Fahrzeuge aus dem Verkehr |url=https://www.ksta.de/koeln/koeln-kvb-zieht-rund-30-stadtbahn-fahrzeuge-aus-dem-verkehr-354056 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155205/https://www.ksta.de/koeln/koeln-kvb-zieht-rund-30-stadtbahn-fahrzeuge-aus-dem-verkehr-354056 }}</ref> The KVB then temporarily stopped operating the 33 (one source says 32<ref name="operation stop series 2300" />) trains of the series on 27 October 2022, and started operating lines 3, 5 and 13 with single, {{Convert|30|m|ft|abbr=on}} long, trains, which lead to overcrowding.<ref>{{Cite web |date=28 October 2022 |title=33 KVB-Bahnen fallen aus – So reagieren die Kölner |trans-title=33 KVB-trains not operating – how Cologne's residents react |url=https://www.ksta.de/koeln/kvb-koeln-33-strassenbahnen-fallen-aus-so-reagieren-die-kunden-366461 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155202/https://www.ksta.de/koeln/kvb-koeln-33-strassenbahnen-fallen-aus-so-reagieren-die-kunden-366461 }}</ref> The manufacturer of the component, [[ABB]], supplied a software update to KVB, which was approved by the technical authority on 10 November, and the operation of the trains resumed on 11 November 2022, the start of [[Cologne Carnival|carnival]] season in Cologne.<ref>{{Cite web |last=Attenberger |first=Tim |date=10 November 2022 |title=KVB setzt Hochflurbahnen wieder im Kölner Netz ein |trans-title=KVB resumes operation of high-floor trains in Cologne |url=https://www.ksta.de/koeln/koeln-hochflurbahnen-der-kvb-wieder-im-einsatz-370038 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155207/https://www.ksta.de/koeln/koeln-hochflurbahnen-der-kvb-wieder-im-einsatz-370038 }}</ref>
===Low-floor LRVs (K4000 and K4500)===
After tests with a low-floor tram from [[Vienna]], a similar vehicle was developed for Cologne by [[Bombardier Transportation]], later becoming part of Bombardier's standardized [[Bombardier Flexity Swift]] family. A total of 124 low-floor trams were delivered between 1995 and 1998, referred to as "K4000", with these vehicles receiving numbers starting with 4001. The [[Bombardier CR4000]] trams operating on [[Tramlink]] in Croydon, England are largely based on the K4000 stock used in Cologne.

When it was decided to create a second low-floor network, an option for high-floor vehicles was changed to additional low-floor vehicles. Bombardier developed a new low-floor tram based more on the K5000 (see below) than on the K4000. These new trams were named K4500. Delivery of 69 units started in 2005 and was completed in late 2007.

===CitySprinter===
By the time a new series of high-floor vehicles was needed, Duewag had been sold to [[Siemens Mobility|Siemens Transportation Systems]] and later dissolved, meaning that additional Type B cars were no longer being made. Siemens subsequently proposed the "[[CitySprinter]]", a high-floor derivative of its [[Combino]] series of low-floor city trams.

In August 1999, after two months of testing, the first CitySprinter prototype crashed into another tram at {{convert|50|km/h|abbr=on|sigfig=1}} at the [[Christophstraße/Mediapark station|Christophstraße/MediaPark U-Bahn station]]. The accident was caused by a simultaneous electronics shutdown resulting in the train's inability to apply its brakes. Eight people sustained serious injuries. A second prototype was produced but as a result of the crash was never delivered.

===High-floor LRVs (K5000 and K5200)===
Following the failure of the CitySprinter, Bombardier derived a high-floor tram from the K4000. 59 units, named K5000, were delivered in 2002 and 2003. The numbering was changed to 5101 at short notice to avoid re-using the number 5001, which had been the number of the ill-fated CitySprinter. Another 15 vehicles of the same design, named K5200, were delivered before 2011.

The [[Bombardier M5000]] trams used on the [[Manchester Metrolink]], England are almost identical to the K5000/K5200 series used in Cologne.

=== Refurbished Stadtbahnwagen B series 2100 (now 2400) ===
Starting in 2011, the KVB and [[Bonn Stadtbahn]] converted their old series 2100 Stadtbahnwagen B to new, modern trains now classified as series 2400. In this conversion the brake system, seats, air conditioning and the vehicle's body were completely upgraded, and the second cockpit was removed. The type got its [[Eisenbahn-Bau- und Betriebsordnung|EBO]] certification in 2016, and since then the trains can operate in the whole HF network for another 30 years. The last of the 28 vehicle was certified in April 2021.

According to the KVB, upgrading the old trains for 49 million [[Euro]] saved about 40.6 million € over buying new vehicles. Additionally, the engineers servicing the trains already know every part of the trains, knowledge that first has to be gathered with new trains. The project was the first of its kind, with a local rail operator renovating their trains. The project was only possible, because of the high quality materials used in the original 2100 trains.<ref>{{Cite web |last=Anemüller |first=Stephan |date=11 May 2021 |title=Serie 2400 komplett, viel Geld gespart |trans-title=Series 2400 finished, a lot of money saved |url=https://blog.kvb-koeln.de/serie-2400-komplett-viel-geld-gespart |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=18 September 2021 |archive-url=https://web.archive.org/web/20210918064117/https://blog.kvb-koeln.de/serie-2400-komplett-viel-geld-gespart }}</ref>

=== Flexity Swift HF6 ===
Together with the [[Rheinbahn|Düsseldorf Rheinbahn]], the KVB ordered 79 trains of the type [[Bombardier Flexity Swift]] in 2015, 59 of which were intended for Düsseldorf and 20 for Cologne. Since then, the KVB converted 7 options to orders. The first of the 27 trains arrived in December 2020, and after undergoing extensive testing they started normal passenger operation about one year later. The last trains are expected to arrive in Cologne in early 2023. The new trains are capable of achieving {{Convert|80|km/h|mph|abbr=on}}, are {{Convert|28|m|ft|abbr=on}} long, about the same length as the other trains, and include 64 seats. They are designated as series 5300.<ref name="high floor trains">{{Cite web |title=Hochflurfahrzeuge |trans-title=High floor vehicles |url=https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/hochflur.html |url-status=live |access-date=26 July 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=17 June 2022 |archive-url=https://web.archive.org/web/20220617205430/https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/hochflur.html }}</ref><ref>{{Cite web |date=19 December 2020 |title=First Bombardier HF6 high-floor light rail vehicle arrives in Cologne |url=https://www.urban-transport-magazine.com/en/first-bombardier-hf6-high-floor-light-rail-vehicle-arrives-in-cologne/ |url-status=live |access-date=26 July 2022 |website=Urban Transport Magazine |language=en |archive-date=26 July 2022 |archive-url=https://web.archive.org/web/20220726202347/https://www.urban-transport-magazine.com/en/first-bombardier-hf6-high-floor-light-rail-vehicle-arrives-in-cologne/ }}</ref><ref>{{Cite web |last=Pesch |first=Matthias |date=20 March 2021 |title=Die "Neuen" sind unterwegs – Menschen bewegen |url=https://blog.kvb-koeln.de/die-neuen-sind-unterwegs |url-status=live |access-date=4 September 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=1 October 2022 |archive-url=https://web.archive.org/web/20221001085045/https://blog.kvb-koeln.de/die-neuen-sind-unterwegs }}</ref>

=== Low-floor NF12/NF6 ===
In 2020, a contract for 62 new {{Convert|60|m|ft|abbr=on}} long NF12s and 2 half as long NF6s was given to [[Alstom]] and [[Kiepe Electric]], including options for up to 11 additional NF12s and 25 additional NF6s. Delivery and testing of 2 long and 2 short trains is planned to start in July 2024, with passenger service starting a year later. The new trains are supposed to completely replace the 124 existing K4000 LRVs.<ref name="low floor trains" /><ref>{{Cite web |date=24 January 2023 |title=Beantwortung einer Anfrage Ausschuss |url=https://ratsinformation.stadt-koeln.de/getfile.asp?id=912499&type=do |url-status=live |access-date=1 February 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=31 January 2023 |archive-url=https://web.archive.org/web/20230131231527/https://ratsinformation.stadt-koeln.de/getfile.asp?id=912499&type=do }}</ref>

The trains feature many new things previously not seen in the system. Currently all trains are composed of two 30 m units, resulting in wasted space and a safety hazard where the trains are coupled together, while the new NF12's will fully use the whole length of the trains and feature a fifth set of doors in the middle. The trains will also be equipped with a collision warning system that can detect objects up to {{Convert|80|m|ft|abbr=on}} in front of the train, issuing a warning to the driver depending on the speed of the train. The trains will feature more efficient [[air conditioning]] than previous ones, better passenger information screens and sensors that enable preventive maintenance.<ref name="low floor trains" />

For the first time in the system's history, in 2021 a design mockup was constructed at [[Thielenbruch station|tram museum Thielenbruch]] used to get feedback on [[accessibility]] and the layout of the driver's cab. In 2022, another mockup was put on public display at the museum, but was criticized, because the trains feature a {{Convert|5|cm|in|abbr=on}} "step" followed by a 6% steep ramp at the doors which is to steep to comfortably climb in a wheelchair. According to the KVB the situation on the actual trains will be better than on the mockup as the gap in between platform and train was larger than in normal operation. The internal layout of the trains can't be changed retroactively and the option of ordering new trains was discarded as well, as the trains do adhere to accessibility standards. Other measures to increase accessibility like a strap at the door, additional training for the train drivers or electric ramps are in discussion.<ref name="low floor trains" /><ref>{{Cite web |date=22 November 2022 |title=TOP Ö 7.2.14: KVB – neues Niederflur Stadtbahnfahrzeug (Arbeitstitel NF12) Hier: nicht gegebene Barrierefreiheit im Modell Stand 28.07.2022 |trans-title=TOP Ö 7.2.14: KVB – new low-floor Stadtbahn vehicle (work title NF12) here: missing accessibility in a model as of July 28 2022 |url=https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=363799 |url-status=live |access-date=15 January 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=15 January 2023 |archive-url=https://web.archive.org/web/20230115130946/https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=363799 }}</ref><ref>{{Cite web |last=Gross |first=Paul |date=26 April 2023 |title=Köln: Neue KVB-Bahnen kommen trotz Hürden für Behinderte |trans-title=Cologne: New KVB-trains are coming despite obstacles for disabled |url=https://www.ksta.de/koeln/koeln-neue-kvb-bahnen-kommen-trotz-huerden-fuer-behinderte-558163 |url-status=live |access-date=8 May 2023 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

=== Train interiors ===
<gallery>
File:KVB2000erInnenraum.jpg|B100S 2000
File:KVB2100erInnenraum.jpg|B100S 2100
File:KVB2254Innenraum.jpg|B80D 2200
File:KVB2300erInnenraum rot.jpg|B80D 2300
File:4000er Innenraum.jpg|K4000
File:Innenraum eines K5000.jpg|K5000
</gallery>

== Depots and workshops ("''Betriebshöfe''") ==
The KVB has 4 large depots and workshops, as well as a few smaller parking facilities. Historically there were 17 more depots and workshops, that have since been relocated or abandoned.<ref name="current depots">{{Cite web |last=Weiß |first=Regina |date=19 April 2022 |title=Die Heimat von Bussen und Bahnen – die Betriebshöfe der KVB |url=https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=19 April 2022 |archive-url=https://web.archive.org/web/20220419091642/https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb }}</ref><ref name="former depots">{{Cite web |last=Weiß |first=Regina |date=17 May 2022 |title=Heimat der Straßen- und Pferdebahnen – ehemalige KVB-Betriebshöfe |url=https://blog.kvb-koeln.de/heimat-der-strassen-und-pferdebahnen-ehemalige-kvb-betriebshoefe |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=17 May 2022 |archive-url=https://web.archive.org/web/20220517090745/https://blog.kvb-koeln.de/heimat-der-strassen-und-pferdebahnen-ehemalige-kvb-betriebshoefe }}</ref>

=== Current depots, workshops and parking facilities ===

==== Wesseling ====
The depot and workshop in Wesseling was first constructed by the KBE in 1906. It's the smallest one, with space for just 50 trains and 30 employees, and mainly serves the trains for lines 16, 17 and 18. It's the only depot outside of Cologne, and sometimes the old Querbahn is used to connect it to line 18. It was transferred to the KVB, when the KBE closed in 1986.<ref name="current depots" />

==== Main workshop and depot in Weidenpesch ====
The current main workshop ("''Hauptwerkstatt''", HW) of the KVB was opened in 1923, when the former HW moved from Rhieler Straße to Weidenpesch. Most heavy maintenance as well as the conversion of the series 2100 to series 2400 are done here.<ref name="current depots" />

In 2021 a new modern depot opened next to the HW, with space for 64 trains and facilities to restock sand and wash the trains, and a water collection system for the washing, as well as solar panels on the roof. Along with the new depot building, new track to connect the HW and depot to Neusser Straße were constructed, reducing operating noise especially during the night.<ref>{{Cite web |last=Anemüller |first=Stephan |date=25 May 2021 |title=Neue Heimat für 64 Stadtbahnen |url=https://blog.kvb-koeln.de/neue-heimat-fuer-64-stadtbahnen |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |archive-date=18 September 2021 |archive-url=https://web.archive.org/web/20210918071925/https://blog.kvb-koeln.de/neue-heimat-fuer-64-stadtbahnen }}</ref>

==== West ====
The depot at Scheidweilerstr. exists since 1924 when the old depot, that stood where the Aachener Weiher now is, was destroyed. After World War 2, the depot was almost completely destroyed and for the time, depots Sülz and Ost were used. In 1961 to 1964 the depot as it now is was built. The depot is known as the heart of the KVB, because the control room is situated there, as well as customer service and management. In total, about 1200 employees work at the depot and the surrounding offices. The depot has space for 60 of the trains used on lines 1, 5, 7 and 13. In 2004 and 2005, the management building was renovated and 2 new buildings were built, and in 2021 the old tracks from the 1960s were replaced. The control room is one of the most modern ones in Europe since its renovation in 2014.<ref name="current depots" />

==== Merheim ====
The depot in Merheim, that opened in 1994, is the biggest and most modern, with space for 140 trains in an area of about {{Convert|8000|m2|sqyd|abbr=on}}, and 120 employees working there. After its opening the former depots East and Thielenbruch were closed. Nearly all trains, especially on lines 3 and 4, are stored and serviced here.<ref name="current depots" />

==== Stadium ====
The parking facility at the [[RheinEnergieStadion]] was built along with the sport facilities in 1923 with 8 tracks, and has since been modernized several times. It's mainly used to provide trains to visitors of sport events and some trains only used during peak hours.<ref name="current depots" />

==== Porz ====
Just behind Porz Markt station there are two tracks were the trains running to the university in the morning are parked.

==== Zündorf ====
At the south end of line 7 there's a single track for parking created in 2000. It's necessary because going there from Betriebshof West or Merheim is time-consuming and complicated, the parking facility in Porz is to small and former depots in Deutz and Porz were closed.<ref name="current depots" />

==== Deutz ====
The quad-tracked underground parking facility Deutz is just east of Bahnhof Deutz/Messe station, and was created together with the tunnel in 1983. The plans to rebuild Merheim and close Betriebshof Deutz were concrete enough already, that this parking facility was deemed necessary.<ref name="current depots" />

==== Merkenich ====
Only in 2005 a parking facility was created at the terminus of line 12 in Merkenich for trains of lines 12 and 15, because of the long time required to get there from other depots. It was built double-tracked with space for six trains per track, and was extended in 2013 with a third track, but the first track is now used to turn the trains around, while only the 2nd and 3rd are used for parking. The trains of line 15 parking here depart as line 15 in the morning, but serve line 12's route until Wilhelm-Sollman Straße, where lines 12 and 15 join. These additional services on line 12's route are not explicitly mentioned on timetables.<ref name="current depots" />

=== Former depots ===

==== Maximinenstraße ====
In Maximinenstraße there were two depots: Starting 1877 it was the main depot, workshop and office of the first horsecar system, but an expansion of the [[Köln Hauptbahnhof|Centralbahnhof]] forced it to close in 1886. In 1888 another depot was built in Maximinenstraße, that was closed in 1902 because it was deemed to small in the electrification of the system.<ref name="former depots" />

==== Kalk ====
The depot in Kalk was also opened in 1877, housing the horses and wagons of the horsecar between Deutz and Kalk, which both didn't formally belong to Cologne at that point. When the much larger Ost-Bahnhof in Deutz was opened in 1902, the depot was closed.<ref name="former depots" />

==== Nippes ====
The depot in Nippes served the horsecar lines to Nippes and Sechzig, but had to be closed in 1903 because it was to small for the electrification.<ref name="former depots" />

==== West ====
The former Betriebshof West was built in 1877 for services to Melaten and Lindenthal, and upgraded in 1902 for use with electric vehicles. The old depot was located at the junction of Dürener Straße/(Innere) Kanalstraße and was torn down when the Aachener Weiher was constructed in 1923. Only a year later the current Betriebshof West in Scheidtweiler Straße was opened, keeping the wooden halls from the old site which later burnt down due to bombing during World War 2.<ref name="former depots" />

==== Ehrenfeld ====
The depot in Gutenbergstraße was also constructed in 1877 for the service to Ehrenfeld, and was one of the few that had enough space to be upgraded in the electrification in 1901. During World War 2 it was damaged so badly, that it was closed in 1944.<ref name="former depots" />

==== ''Süd'' (South) ====
The last depot opened in 1877 was located at Koblenzer Straße in Bayenthal, where it first housed horsecars and later electric trams. The depot was modernized regularly to keep up with new vehicle technologies, but starting in the 1950s the increasingly larger vehicles were parked and serviced in depots West and ''Ost'' more and more, until the depot sharply reduced train operation in 1967, serving only for some parking during the night. A few years later the depot was only used for buses until it closed entirely in 1996.<ref name="former depots" />

==== Mülheim ====
In 1889 a depot was built in Kranenstraße, but was to small for the electrification in 1902, and closed. The original building still exists today.<ref name="former depots" />

==== Rodenkirchen ====
Rodenkirchen saw the smallest depot of the KVB ever from 1883 to 1902. The just {{Convert|600|m2|sqyd|abbr=on}} big area had space for just four wagons and nine horses, as well as beds for the personnel, but it was probably only used by one horsecar at a time.<ref name="former depots" />

==== Weißbüttengasse ====
Located in Altstadt-Süd, the depot was opened in 1885. The building had a two-story hall, with offices on the second floor for the management, which moved there after Maximinenstraße was closed. Due to space constraints, only trains of line 18 were parked there when the depot closed in 1933. The offices were still used until 1943 when the building was destroyed in World War 2.<ref name="former depots" />

==== ''Nord'' (North) ====
In 1888 the depot at Rhieler Straße, opposite to the zoo, was opened, and in 1901 it was electrified and got an access from the Rhine's shore, but it housed the last horsecars until 1907. The workshop was closed in 1923 and moved to Merheim (now Weidenpesch). Starting 1950 only buses were parked here, and in 1956 the depot was closed.<ref name="former depots" />

==== ''Ost'' (East) ====
The depot was opened in 1902 for electric trams at Deutz-Kalker Straße in Deutz, and until its closure in 1994, when the depot in Merheim made it obsolete, the depot was modernized countless times. Today the space is used by the [[Kölner Haie]].<ref name="former depots" />

==== Merheim left-rhenish (Weidenpesch) ====
The old depot in Weidenpesch, which was called Merheim until 1952, was opened in 1902 in Jesuitengasse, and closed in 1969.<ref name="former depots" />

==== Thielenbruch ====

{{see also|Thielenbruch station}}
The depot in Thielenbruch was opened in 1902 to serve the ''Vorortbahn'' C, later G, to Bergisch Gladbach. In 1926 the depot was expanded with a second hall, and is under preservation since 1985. It was one of few depots that weren't damaged badly during World War 2, and was closed in 1994 because the new depot Merheim opened and expansion was difficult due to the preservation. The history of the depot doesn't end here though, as one hall was converted to the terminus of (now) lines 3 and 18, and in 1997 a museum opened in the other hall where the historical horsecars, trams and trains of the system are shown.<ref name="former depots" />

==== Porz ====
The depot in Porz was opened in 1909 where now Porz Markt station is located, but the area was limited by Goethestraße in the east and rail tracks in the West. In 1973 train operations were stopped, and in 1975 it was closed.<ref name="former depots" />

==== Bensberg ====
In 1913 a depot was opened at the former terminus Bensberg, that's now called Im Hoppenkamp. Starting 1945 no trains spent their time here, and in 1961 the hall that once had 4 tracks of which one had remained, was destroyed and replaced by 3 outdoor tracks. This new parking space was not needed technically, but it was built anyways to attract potential new personnel from Bergisch Gladbach by providing a close by depot. It was closed in 1967. In this place the tunnel to the current terminus Bensberg was started in 1996.<ref name="former depots" />

==== Mülheim ====
The second depot in Mülheim was opened in 1913 by the Mülheimer Kleinbahnen, because Mülheim only became part of Cologne the next year. After the city took over the Mülheimer Kleinbahnen in 1933, the depot was mainly used for the ''Vorortbahn'' O. Between 1936 and 1941 the depot was closed and used as storage, and after that it was reopened to be a reserve in case Betriebshof Ost would become inoperable by bombing. In 1958 the depot became unnecessary and was closed.<ref name="former depots" />

==== Sülz ====
In 1927 a depot was opened at Hermeskeiler Platz where now the terminus of line 9 is located, and for a short time it was the largest Betriebshof on European mainland. In World War 2 large parts of it were destroyed, and afterwards two previous tracks were used for [[trolleybus]]es that were tested in the 1950s. Because of its location in a residential area, there was no space for expansion and residents often complained about the noise. Due to these problems, the depot was closed in 1986.<ref name="former depots" />

== Technology ==
{{more citations needed|section|date=September 2022}}

Like most German Stadtbahn systems, [[Standard-gauge railway|standard-gauge]] and [[overhead line]] are used. The wires are supplied with 800 [[Volt|V]] [[Direct current|DC]],<ref name="electrification" /> and the trains are made for 750 V DC.<ref name="control room">{{Cite web |title=Leitstelle |trans-title=Control room |url=http://www.kvb-koeln.de/german/unternehmen/kvb/leitstelle.html |url-status=dead |archive-url=https://web.archive.org/web/20151105194742/http://www.kvb-koeln.de/german/unternehmen/kvb/leitstelle.html |archive-date=5 November 2015 |website=Kölner Verkehrs-Betriebe AG |language=de}}</ref> Due to the beginning of the system as a tram, the tracks feature small curve radiuses of down to {{Convert|25|m|ft|abbr=on}}; other systems like the [[Stuttgart Stadtbahn]] use radiuses of at least {{Convert|50|m|ft|abbr=on}}. The trains use the maximum legal width of vehicles on streets of {{Convert|2.65|m|ft|abbr=on}}. In most trains there are groups of 4 seats, but the newer K4500 and K5000 use some row-seating. The platform height is {{Convert|35|cm|in|abbr=on}} (low-floor network) and {{Convert|90|cm|in|abbr=on}} (high-floor network) above the rails. All platforms are built for a {{Convert|54|m|ft|abbr=on}} long [[Multiple unit|double-units]], with the smallest platforms being {{Convert|50|m|ft|abbr=on}} long requiring an exact stop. The longest platforms are on the underground station Fuldaer Straße, which is {{Convert|110|m|ft|abbr=on}} long.

=== Signalling and train protection ===
[[File:KVB Sig607 Boltensternstrasse.JPG|thumb|288x288px|A signal showing yellow and the [[train stop]] below]]
On most surface tracks, line-of-sight operation is used. The surface signals can indicate one of three things, though not all signals have all indications installed.

* Horizontal bar: Stop
* Vertical bar: Proceed straight ahead
* Diagonal bar: Proceed to the right/left

In the tunnels, on the elevated track and on some surface right-of-ways, signalling and [[Train protection system|train protection]] are used. On KVB tracks the maximum speed is {{Convert|70|km/h|mph|abbr=on}} even with these installed, while on HGK tracks up to {{Convert|100|km/h|mph|abbr=on}} are allowed, but never achieved because the trains only allow up to {{Convert|80|km/h|mph|abbr=on}}. The signals have three indications:

* Green: Proceed
* Yellow: Expect stop at next signal
* Red: Stop

In the city center tunnel, sometimes the yellow signal is used together with speed signal "2", allowing entering a partially blocked segment with up to {{Convert|20|km/h|mph|abbr=on}} to allow smaller distances between trains.

On all lines there is a kind of [[Punktförmige Zugbeeinflussung|PZB]] in use, where the inductors are located between the tracks instead of next to them like standard PZB. On the HGK lines, additional PZB equipment for freight trains is installed.<ref name="control room" /><ref>{{Cite web |last=Anemüller |first=Stephan |date=28 February 2022 |title=Signale und Zeichen der KVB – eine Einführung |trans-title=Signals of the KVB – an introduction |url=https://blog.kvb-koeln.de/signale-und-zeichen-der-kvb-eine-einfuehrung |url-status=live |access-date=28 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=1 March 2022 |archive-url=https://web.archive.org/web/20220301081734/https://blog.kvb-koeln.de/signale-und-zeichen-der-kvb-eine-einfuehrung }}</ref>

=== Passenger information ===
[[File:Großflächenanzeiger Breslauer Platz, Stadtbahn Köln-4140.jpg|thumb|Large display at [[Breslauer Platz/Hbf station]]]]
All Stadtbahn trains have speakers to play announcements, and in the 1970s the trams were retrofitted with these as well. Since the 1990s all trains are fitted with at least two displays showing the next station, or while in a station, the terminus. Because the recorded announcements became increasingly pieced together with every timetable change, they were all newly recorded in 2003. In 2010, after a previous test on line 13, the announcements on the east–west lines (1, 7, 9) got a larger amount of information with all possible connections (Stadtbahn, bus, regional- and intercity trains) being announced. Also for the first time in Cologne's history, the announcements on some important stations like [[Köln Messe/Deutz station|Bahnhof Messe/Deutz]] were also done in English, but only giving important info for tourists, but these are no longer in use. Since 1 December 2012 all announcements include the connections, and are [[Speech synthesis|computer generated]]. Because of the amount of side-platforms, the exit side is only announced when it is on the left side.<ref>{{Cite web |last=Weiß |first=Regina |date=2 May 2018 |title=Wie kommt eigentlich die Ansage in Bus und Bahn? |url=https://blog.kvb-koeln.de/wie-kommt-eigentlich-die-ansage-in-bus-und-bahn |url-status=live |access-date=28 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=27 October 2021 |archive-url=https://web.archive.org/web/20211027164844/https://blog.kvb-koeln.de/wie-kommt-eigentlich-die-ansage-in-bus-und-bahn }}</ref>

Beginning with the stations of the city center tunnel, the other stations following step-by-step, they were first equipped with digital platform displays capable of showing the next 2 trains and a line of other information. In the 2000s these were replaced by new, bigger displays capable of 3 trains and one line of information, with some playing back an audible announcement at the station when a train enters the station. Interchange stations have larger displays, that show departures of all lines on all platforms. Since February 2021, these are getting replaced again with even larger displays capable of showing more trains, and will be capable of showing videos once a system update planned for mid 2022 is installed, for example to suggest passengers alternative routes when a train is cancelled. In a further step the displays inside the trains will be replaced by similar displays as well.<ref name="history 2005" /><ref>{{Cite web |date=28 February 2020 |title=PM DFI-Anzeiger |trans-title=Press report DFI-displays |url=https://www.kvb.koeln/unternehmen/presse/pressemitteilungen.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=1582 |url-status=live |access-date=27 July 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=28 July 2022 |archive-url=https://web.archive.org/web/20220728143540/https://www.kvb.koeln/unternehmen/presse/pressemitteilungen.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=1582 }}</ref><ref>{{Cite web |title=ITCS: Verbesserte Informationen für KVB-Kunden |trans-title=ITCS: Better information for KVB-clients |url=https://www.kvb.koeln/unternehmen/projekte/itcs/index.html |url-status=live |access-date=28 July 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=28 July 2022 |archive-url=https://web.archive.org/web/20220728143541/https://www.kvb.koeln/unternehmen/projekte/itcs/index.html }}</ref>

==See also==
* [[Transportation in Cologne]]
* [[List of Cologne KVB stations]]
* [[List of rapid transit systems]]

== References ==

===Inline citations===
{{Reflist}}

===Books===
* {{cite book| first=Christoph| last=Groneck| title=Köln/Bonn Stadtbahn Album| publisher=Robert Schwandl Verlag| year=2005| isbn=3-936573-07-7}}
* {{cite book| first1=Dieter| last1=Höltge| first2=Axel| last2=Reuther| title=Straßen- und Stadtbahnen in Deutschland Band 7: Köln, Düren, Aachen| publisher=EK-Verlag| year=2001| isbn=3-88255-338-3| language=de}}
* {{cite book| editor1-first=Doris| editor1-last=Lindemann| editor2-first=Kölner| editor2-last=Verkehrs-Betriebe| title=Kölner Mobilität - 125 Jahre Bahnen und Busse| publisher=Du Mont Verlag| year=2002| isbn=3-8321-7177-0| language=de}}

== External links ==
{{Commons category|Stadtbahn Köln}}
* [http://www.kvb.koeln/en Kölner Verkehrsbetriebe Homepage in English]
* [https://www.kvb.koeln/fahrtinfo/fahrplanauskunft/index.html Kölner Verkehrsbetriebe Timetable Search]
* [https://www.vrs.de/en/drive/timetable-service Transit Authority Timetable Search in English]
* [http://www.nord-sued-stadtbahn.de/ Official Homepage for the Nord-Süd-U-Bahn Construction Project (in German only)]
{{Stadtbahn systems}}
{{Urban public transport in Germany}}

{{Authority control}}

[[Category:Transport in Cologne]]
[[Category:Light rail in Germany]]
[[Category:Tram transport in Germany]]
[[Category:Underground rapid transit in Germany]]

Cologne Stadtbahn

2023-04-24T16:05:58Z

Jan Lukas 22: Rescuing 24 sources and tagging 0 as dead.) #IABot (v2.0.9.3

{{short description|Light rail system in Cologne, North Rhine-Westphalia, Germany}}
{{Use dmy dates|date=February 2023}}
{{Infobox public transit
| box_width = 300px
| name = Cologne Stadtbahn
| image = KVB logo.svg
| alt = KVB logo
| imagesize = 50px
| image2 = KVB4076_Severinsbruecke.jpg
| caption2 = Light rail trainset in front of the river [[Rhine]] and [[Cologne Cathedral]]
| owner = [[Kölner Verkehrs-Betriebe]]
| locale = [[Cologne]] (Köln) [[Germany]]
| transit_type = [[Light rail]] ([[Stadtbahn]])
| lines = 12
| stations = 236
| ridership = 594,520 (2019)<ref name="statistik">{{cite web |url=https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html |title=Kölner Verkehrs-Betriebe AG |publisher=kvb.koeln |access-date=4 July 2022 |archive-url=https://web.archive.org/web/20220618102453/https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html |archive-date=18 June 2022 |url-status=live }}</ref>
| annual_ridership = 217,000,000 (2019)<ref name="statistik" />
| website = [https://www.kvb.koeln/ www.kvb.koeln]
| began_operation = 1877 (horsecar)
1900 (electric tram)<ref name="history 1877">{{cite web |url=https://www.kvb.koeln/unternehmen/geschichte/1876.html |title=KVB-Geschichte von 1877 bis 1949 |publisher=kvb.koeln |access-date=4 July 2022 |archive-url=https://web.archive.org/web/20210507081801/https://www.kvb.koeln/unternehmen/geschichte/1876.html |archive-date=7 May 2021 |url-status=live |language=de}}</ref>
1968 (Stadtbahn)<ref name="history 1950">{{Cite web |title=KVB-Geschichte von 1950 bis 1984 |trans-title=KVB-History from 1950 to 1984 |url=https://www.kvb.koeln/unternehmen/geschichte/1950.html |url-status=live |archive-url=https://web.archive.org/web/20210507081843/https://www.kvb.koeln/unternehmen/geschichte/1950.html |archive-date=7 May 2021 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref>
| operator = [[Kölner Verkehrs-Betriebe]] (KVB)
| vehicles = 382 (2019)<ref name="statistik" />
| train_length = {{convert|60|m|ft|sp=us}}
| system_length = {{convert|198.5|km|mi|sp=us}} (2019)<ref name="statistik" />
| track_gauge = {{RailGauge|sg|allk=on}}
| minimum_radius_of_curvature = 
| el = 750<ref name="electrification">{{Cite web |last=Zeidler-Goll |first=Susanne |date=23 February 2016 |title=Wie kommt der Strom in die Bahn? |url=https://blog.kvb-koeln.de/wie-kommt-der-strom-in-die-bahn |url-status=live |archive-url=https://web.archive.org/web/20220118143455/https://blog.kvb-koeln.de/wie-kommt-der-strom-in-die-bahn |archive-date=18 January 2022 |access-date=4 July 2022 |language=de }}</ref> [[Volt|V]] [[Direct current|DC]] [[overhead line]]
| average_speed = {{convert|25.9|km/h|mph|abbr=on}} (2019)<ref name="statistik" />
| top_speed = 
| map = [[File:KVB Netz.svg|290px]]
| map_name = KVB system map
| map_state = collapsed
| caption = KVB logo
}}

The '''Cologne Stadtbahn''' is a [[light rail]] system in the [[Germany|German]] city of [[Cologne]], including several surrounding cities of the [[Cologne Bonn Region]] ([[Bergisch Gladbach]], [[Bonn]], [[Bornheim (Rheinland)|Bornheim]], [[Brühl (Rhineland)|Brühl]], [[Frechen]], [[Hürth]], [[Leverkusen]]-Schlebusch, [[Wesseling]]). The term ''[[Stadtbahn]]'' denotes a system that encompasses elements of [[tram]]s as well as an [[Rapid transit|underground railway]] network (''[[Rapid transit in Germany#U-Bahn|U-Bahn]]'') and [[interurban]] rail, even including three lines that are licensed as [[heavy rail]] and used by [[freight train]]s as well as Stadtbahn vehicles. Two of these lines connect the Cologne Stadtbahn to the [[Bonn Stadtbahn]]. These lines (16 and 18) are jointly operated by both cities' transport authorities, resulting in both systems and the lines connecting them sometimes collectively referred to as ''Stadtbahn Rhein-Sieg''.

The Cologne Stadtbahn is operated by the [[Kölner Verkehrs-Betriebe|Kölner Verkehrsbetriebe]] (KVB) and the Bonn Stadtbahn is operated by the Stadtwerke Bonn (SWB – City of Bonn Utilities Division). The KVB and SWB are members of the [[Verkehrsverbund Rhein-Sieg]] (VRS – Rhein-Sieg Transit Authority), formed in 1987 to consolidate the transit authorities in the metropolitan Cologne area and operate a joint fare structure.<ref name="VRS members">{{Cite web |title=Wir fahren Sie... |trans-title=We transport you... |url=https://www.vrs.de/der-vrs/verkehrsunternehmen/wir-fahren-sie |url-status=live |archive-url=https://web.archive.org/web/20200612111848/https://www.vrs.de/der-vrs/verkehrsunternehmen/wir-fahren-sie |archive-date=12 June 2020 |access-date=6 May 2020 |website=VRS |language=de}}</ref><ref name="history 1985" /> There are [[List of Cologne KVB stations|236 stations]] along {{Convert|199|km|mi|abbr=on}} of tracks,<ref>{{Cite web |date=June 2022 |title=KVB Geschäftsbericht 2021 |url=https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=3936 |url-status=live |access-date=9 August 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=9 August 2022 |archive-url=https://web.archive.org/web/20220809124034/https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=3936 }}</ref> of which 42 are underground in {{Convert|28|km|mi|abbr=on}} of tunnels.

== History ==
[[File:Station Äußere Kanalstraße.JPG|thumb|The Cologne Stadtbahn at [[Rochusplatz]] station]]

=== Horsecar and tram (1877 – 1960s) ===
The Cologne Stadtbahn traces its history to the first [[horsecar]] lines that started operating in 1877. Within a few years, several companies had built an extensive network. Because none of these companies showed interest in electrifying their lines, the city of Cologne bought them on 1 January 1900, and by 1907 all horsecar lines had been electrified or replaced by other services.<ref name="history 1877" /> Additional lines were built until 1912, including ''Vorortbahnen'' to surrounding villages outside the city limits. Outside the city center, these lines had segregated [[Right-of-way (transportation)|right-of-way]] and were more similar to "real" railroads than to trams.<ref name=USDT>{{cite book|title=Light Rail Transit: A State of the Art Review|url=https://books.google.com/books?id=yJJKFV0uwHQC&pg=PA52|year=1976|publisher=U.S. Department of Transportation, Urban Mass Transportation Administration, Office of Policy and Program Development|pages=52–56|access-date=11 January 2020|archive-date=5 July 2022|archive-url=https://web.archive.org/web/20220705142226/https://books.google.com/books?id=yJJKFV0uwHQC&pg=PA52|url-status=live}}</ref>

The dense tram network in the city center that had been present before [[World War II]] was only partially rebuilt afterwards, and the [[Köln Hauptbahnhof|''Hauptbahnhof'']] (Central Station) was not linked to important places like [[Neumarkt (Cologne)|Neumarkt]] and [[Heumarkt]] for the time being. This was partly due to the plans to make Cologne a [[Automotive city|car friendly city]] which meant that old tramways (like the north–south one) were replaced by bus service; and also due to the planned widening of vehicles which wouldn't have fit through some of the narrow streets previously served by trams. Another question was the connection between the two banks of the [[Rhine]] which had been provided by the [[Hohenzollern Bridge|Hohenzollern-]], [[Mülheim Bridge, Cologne|Mülheim-]] and [[Deutz Suspension Bridge|Deutzer Brücke]], that were all destroyed during the war. A decision was taken to dedicate the Hohenzollern Bridge solely to interregional services, while the new [[Severins Bridge]] was only finished in 1959, allowing a restructuring of tram lines.<ref name="reconstruction ww2">{{Cite web |title=Wiederaufbau und Neugestaltung |trans-title=Reconstruction and redesign |url=https://koeln-magazin.info/geschichte/wiederaufbau-und-neugestaltung-in-koeln-nach-dem-2-weltkrieg |url-status=live |archive-url=https://web.archive.org/web/20220122192400/https://koeln-magazin.info/geschichte/wiederaufbau-und-neugestaltung-in-koeln-nach-dem-2-weltkrieg |archive-date=22 January 2022 |access-date=5 July 2022 |website=Köln Magazin |language=de}}</ref><ref name="50 years underground">{{Cite web |date=11 October 2018 |title=Broschüre 50 Jahre U-Bahn |trans-title=Brochure 50 years U-Bahn |url=https://www.kvb.koeln/unternehmen/presse/publikationen/broschueren.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=770 |url-status=live |archive-url=https://web.archive.org/web/20220706145650/https://www.kvb.koeln/unternehmen/presse/publikationen/broschueren.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=770 |archive-date=6 July 2022 |access-date=5 July 2022 |website=kvb.koeln |language=de}}</ref>

=== Upgrade to a Stadtbahn (1960s – now) ===
Already in 1956, the [[Transportation planning|transportation plan]] of the city council intended a newly built tunnel through the city center in the north–south direction. An overground routing along the Nord-Süd-Fahrt (North-South-Road) would not have served many central areas and was rejected. The tunnel was not planned as a [[Rapid transit|''U-Bahn'']] as in many other cities, but rather as an [[Premetro|underground tram]]. This meant a design similar to overground trams with small turning radii, short distances between stops and low-floor platforms. At the end of the tunnels the trains were supposed to run as trams on the streets again, but in many places the trams were already separated from car traffic anyways. For this type of system – tunnels in highly congested areas, elsewhere mostly on or next to streets – the term [[Stadtbahn]] was later created. Similar concepts to separate rail and car traffic were later used in many cities in [[North Rhine-Westphalia]] and adjacent foreign cities ([[Brussels]], [[Antwerp]]).<ref name="50 years underground" />

The term Stadtbahn is not regularly used, as the system is mostly referred to as ''U-Bahn'' and sometimes ''Straßenbahn'' (tram) by officials and the KVB, and most underground stations are also marked by a big white U on blue background which refers to ''U-Bahn''. Most people in Cologne speak about the ''U-Bahn'' or ''Straßenbahn'', or just about the train or the KVB.<ref name="50 years underground" />

When construction of the first tunnel started in 1963, there was no promise of the state NRW or the federal government to finance the project, and in the worst case the city would have had to pay completely on their own. With this background, the building of the Innenstadttunnel (city center tunnel) was begun. The tunnel opened in parts between 1968 and 1970 and was designed to be continued later, when more money and higher demand could make it necessary. This was the reason why no traditional ''U-Bahn'' (metro) was built in Cologne, which is as of 2023 the [[List of cities in the European Union by population within city limits|largest city in Europe]] not to have one. Nearly all tunnels completed afterwards aren't new routes, but rather overground sections of existing lines moved to the underground.<ref name="50 years underground" />

Beneficial to the expansion of the Stadtbahn were the ''Vorortbahnen'' that mostly ran on the right side of the Rhine and usually had their own [[Right-of-way (traffic)|right-of-ways]]. Another advantage was the previous use of {{Convert|2.5|m|ft|abbr=on}} wide trains instead of the usual {{Convert|2.3|m|ft|abbr=on}} other cities used for their trams, which made the adjustment for the new {{Convert|2.65|m|ft|abbr=on}} wide [[Stadtbahnwagen B]] easier.{{Citation needed|date=January 2023}}

After the ''[[Vorgebirgsbahn]]'' of the ''[[Köln-Bonner Eisenbahnen]]'' started serving [[Barbarossaplatz station|Barbarossaplatz]] over Luxemburger Straße in 1898,<ref name="line 18">{{Cite web |last=Weiß |first=Regina |date=26 January 2021 |title=Linie 18: Vom Weißkohl-Bauern-Express zur Stadtbahn Nr. 1 |trans-title=Line 18: From cabbage-farmer-express to Stadtbahn #1 |url=https://blog.kvb-koeln.de/linie-18-vom-weisskohl-bauern-express-zur-stadtbahn-nr-1 |url-status=live |archive-url=https://web.archive.org/web/20210918022705/https://blog.kvb-koeln.de/linie-18-vom-weisskohl-bauern-express-zur-stadtbahn-nr-1 |archive-date=18 September 2021 |access-date=5 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> the ''[[Rheinuferbahn]]'' used rail tracks of the trams from its start in 1906,<ref name="line 16">{{Cite web |last=Anemüller |first=Stephan |date=21 November 2017 |title=Linie 16 – eine Bahn mit Geschichte |trans-title=Line 16 – a line with history |url=https://blog.kvb-koeln.de/linie-16-eine-bahn-mit-geschichte |url-status=live |archive-url=https://web.archive.org/web/20210918004541/https://blog.kvb-koeln.de/linie-16-eine-bahn-mit-geschichte |archive-date=18 September 2021 |access-date=5 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> beginning the mix of trams and interregional rail. The ''[[Köln-Frechen-Benzelrather Eisenbahn]]'', which opened in 1893, was modified from [[Metre-gauge railway|metre-gauge]] to [[Standard-gauge railway|standard-gauge]] in 1914, and has been operated by the KVB since 1955 using [[Eisenbahn-Bau- und Betriebsordnung|EBO]] certified vehicles.<ref name="line 7">{{Cite web |last=Anemüller |first=Stephan |date=31 January 2017 |title=Linie 7: An der Sonne und über die Grenzen der Stadt |trans-title=Line 7: At the sun and beyond the city's limits |url=https://blog.kvb-koeln.de/linie-7-an-der-sonne-und-ueber-die-grenzen-der-stadt |url-status=live |archive-url=https://web.archive.org/web/20220118142810/https://blog.kvb-koeln.de/linie-7-an-der-sonne-und-ueber-die-grenzen-der-stadt |archive-date=18 January 2022 |access-date=5 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> The integration of the ''Rheinuferbahn'' and ''Vorgebirgsbahn'' was already planned in the mid-1960s, but had to be put off due to a lack of vehicles that could run on interregional rail and partially tunneled Stadtbahn.

As seen in other cities, the changing ideas on efficient traffic systems lead to differing needs for the system. An example of this is the length of the platforms. While the first platforms were designed for two coupled {{Convert|30|m|ft|abbr=on}} wagons, later the state NRW required space for three or sometimes four Stadtbahnwagen B, which lead to platforms of up to {{Convert|110|m|ft|abbr=on}} in length. The usually much shorter overground platforms currently only allow two wagons of collective {{Convert|58|m|ft|abbr=on}} length. Another changing factor was the routing itself: the curve radii were enlarged and at-grade crossings avoided. The outer parts of the tunnel network are designed for up to {{Convert|70|km/h|mph|abbr=on}}, but the distance between stations is more similar to the previous tram network, which is why the top speed is rarely reached.

There is no plan for the final state of the network as in the U-Bahn of [[Berlin U-Bahn|Berlin]], [[Munich U-Bahn|Munich]] or [[Nuremberg U-Bahn|Nuremberg]]. The lines and tunnels were built in the order which made most sense to relieve traffic at the time. Because of this and the financial insecurity if the state or federal government would finance more projects, many ramps going from the tunnels to the overground were built only provisorily to enable a later continuation of the tunnels, but no underground stations were designed to become multi-level stations serving different directions.

Initially the mixed use of trams and Stadtbahnen only allowed for low-floor platforms with a height of {{Convert|35|cm|in|abbr=on}}, which meant that the high-floor Stadtbahnen had to be (and still are) equipped with stairs. In 1985 the first part of the network was built that was only accessible for high-floor trains with a platform height of {{Convert|90|cm|in|abbr=on}}.

Since the summer of 2006, no more trams are in use in Cologne.<ref name="history 2005" /> But in the 1990s, the city council had decided to only convert part of the network for use with high-floor trains, that has since been upgraded almost completely. The first few lines were converted to low-floor operations in 1994, another few in 2003. This led to the curiosity that at some platforms the earlier-built escalators don't end at platform level, but a few steps above it, as it had been intended to raise those platforms to {{Convert|90|cm|in|abbr=on}}.<ref name="history 1985" />

Underground construction in downtown Cologne, one of [[Germany]]'s oldest cities, is often obstructed by [[archeologist]]s' legal rights to dig in all future building sites within the medieval city limits before all heavy construction machinery.<ref name="archaeology">{{Cite web |last=Schmitz |first=Alfried |title=Archäologie: "ZeitTunnel" Köln |trans-title=Archaeology: "TimeTunnel" Cologne |url=https://www.planet-wissen.de/geschichte/archaeologie/methoden_der_archaeologie/pwiegrabungenunterderstadtdasprojektzeittunnelinkoeln100.html#Bauprojekt |url-status=live |archive-url=https://web.archive.org/web/20210319052611/https://www.planet-wissen.de/geschichte/archaeologie/methoden_der_archaeologie/pwiegrabungenunterderstadtdasprojektzeittunnelinkoeln100.html#Bauprojekt |archive-date=19 March 2021 |access-date=4 July 2022 |website=planet-wissen.de |date=11 December 2019 |language=de}}</ref>

== Current routes ==
[[File:KVB Friesenplatz.jpg|thumb|Entrance to [[Friesenplatz (KVB)|Friesenplatz station]] on [[Hohenzollernring]]]]
[[File:Technical map2.png|thumb|Technical map]]
[[File:KVB2306 Appellhofplatz.jpg|thumb|Appellhofplatz/Breite Straße station before renovation]]
Because the light rail network evolved from the tram network instead of replacing it, there were numerous stations served by both light rail and tram vehicles for almost three decades. While high platforms for step less entry into light rail vehicles could be built on the outer branches, stations in the city center had to have low platforms to support trams as well. The introduction of [[low-floor]] technology in the early 1990s promised wheelchair-accessible entry throughout the network without having to build several hundred high platforms. To allow the introduction of low-floor trains without having to demolish existing high platforms, the network was divided into two sub-networks of different floor heights.<ref name="history 1985" />

On weekdays, all lines are served in 5 to 10 minute intervals from 6 am to 8 pm, with little or no service between around 1 am and about 4.30 am, and usually 15 minute intervals in the early night and early morning, as well as on Sundays. On weekends, there is an hourly service throughout the night. Because several lines overlap on the routes through the city center, some stations are served by up to 30 trains per hour in each direction.

{| class="wikitable"
|-
! !! route !! length !! avg. speed
|-
| style="background:#{{rcr|Cologne Stadtbahn|1}}; color:#fff; text-align:center;"| '''1''' || [[Köln-Weiden West station|Weiden West]] – Junkersdorf – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – [[Kalk Post (KVB)|Kalk Post]] – [[Kalk Kapelle (KVB)|Kalk Kapelle]] – Brück – Refrath – [[Bensberg (KVB)|Bensberg]] during peak hours 5-minute intervals Junkersdorf–Brück|| {{convert|26.5|km|mi|abbr=on}}<ref name="line 1" />|| {{convert|27.2|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|3}}; color:#fff; text-align:center;"| '''3''' || [[Bocklemünd Görlinger-Zentrum (KVB)|Görlinger-Zentrum]] – Mengenich – Bocklemünd – Bickendorf – [[Köln-Ehrenfeld station|Bf Ehrenfeld]] – [[Köln West station|Bf West]] – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – Buchheim – Holweide – [[Thielenbruch (KVB)|Thielenbruch]] off-peak service ends at Holweide|| {{convert|20.1|km|mi|abbr=on}} || {{convert|26.2|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;"| '''4''' || Bocklemünd – Bickendorf – [[Köln-Ehrenfeld station|Bf Ehrenfeld]] – [[Köln West station|Bf West]] – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – Mülheim, Wiener Platz – Dünnwald – Schlebusch evening service starts at Bickendorf|| {{convert|21.5|km|mi|abbr=on}} || {{convert|28.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|5}}; color:#fff; text-align:center;"| '''5''' || Sparkasse Am Butzweilerhof – Ossendorf – Neuehrenfeld – [[Köln West station|Bf West]] – [[Köln Hauptbahnhof|Dom/Hbf]] – [[Rathaus (KVB)|Rathaus]] – [[Heumarkt (KVB)|Heumarkt]]|| {{convert|10.3|km|mi|abbr=on}} || {{convert|20.4|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|7}}; color:#fff; text-align:center;"| '''7''' || Frechen – Marsdorf – Braunsfeld – [[Neumarkt (KVB)|Neumarkt]] – Poll – Porz – Zündorf Frechen–Braunsfeld served in 20-minute intervals except for peak hours || {{convert|25.5|km|mi|abbr=on}} || {{convert|25.5|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|9}}; color:#fff; text-align:center;"| '''9''' || Sülz – [[University of Cologne|Universität]] – [[Köln Süd station|Bf Süd]] – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – [[Kalk Post (KVB)|Kalk Post]] – [[Kalk Kapelle (KVB)|Kalk Kapelle]] – Ostheim – [[Königsforst (KVB)|Königsforst]] 5-minute intervals Universität–Bf Deutz except for school holidays|| {{convert|15.4|km|mi|abbr=on}}<ref name="line 9">{{Cite web |last=Pesch |first=Matthias |date=16 August 2016 |title=Meine Linie: die Linie 9 |trans-title=My line: line 9 |url=https://blog.kvb-koeln.de/meine-linie-die-linie-9 |url-status=live |access-date=17 February 2023 |website=Der Unternehmensblog der KVB |language=de |archive-date=9 December 2022 |archive-url=https://web.archive.org/web/20221209164916/https://blog.kvb-koeln.de/meine-linie-die-linie-9 }}</ref>|| {{convert|25.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|12}}; color:#fff; text-align:center;"| '''12''' || Merkenich – Niehl – [[Ebertplatz (KVB)|Ebertplatz]] – [[Köln-Hansaring station|Hansaring]] – Ringe – [[Zollstock]] Merkenich–Niehl served in 20-minute intervals from 9am to 1pm || {{convert|16.5|km|mi|abbr=on}} || {{convert|22.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;"| '''13''' || [[Sülzgürtel (KVB)|Sülzgürtel]] – Aachener Str. – [[Köln-Ehrenfeld station|Bf Ehrenfeld]] – Gürtel – [[Köln-Mülheim station|Bf Mülheim]] – Buchheim – Holweide || {{convert|16.2|km|mi|abbr=on}}<ref name="line 13" />|| {{convert|28.9|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|15}}; color:#fff; text-align:center;"| '''15''' || [[Chorweiler (KVB)|Chorweiler]] – Longerich – Ebertplatz – [[Köln-Hansaring station|Hansaring]] – Ringe – [[Ubierring (KVB)|Ubierring]] during peak hours 5-minute intervals Longerich–Ubierring || {{convert|15.2|km|mi|abbr=on}}<ref name="line 15">{{Cite web |last=Anemüller |first=Stephan |date=20 January 2023 |title=Linie 15: Seit 20 Jahren entlang der Stadtmauer |trans-title=Line 15: 20 years along the city wall |url=https://blog.kvb-koeln.de/linie-15-seit-20-jahren-entlang-der-stadtmauer |url-status=live |access-date=17 February 2023 |website=Der Unternehmsblog der KVB |language=de |archive-date=5 February 2023 |archive-url=https://web.archive.org/web/20230205001345/https://blog.kvb-koeln.de/linie-15-seit-20-jahren-entlang-der-stadtmauer }}</ref>|| {{convert|24.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|16}}; color:#fff; text-align:center;"| '''16''' || Niehl, Sebastianstraße – [[Köln Hauptbahnhof|Dom/Hbf]] – [[Neumarkt (KVB)|Neumarkt]] – Ubierring – Sürth – Wesseling – [[Bonn Hbf]] – Bonn-Bad-Godesberg 20-minute intervals from Sürth (during peak hours from Wesseling)|| {{convert|44.3|km|mi|abbr=on}}<ref name="line 16" />|| {{convert|33.3|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|17}}; color:#fff; text-align:center;"| '''17''' ||
Severinstr. – [[Chlodwigplatz (KVB)|Chlodwigplatz]] – Rodenkirchen (– Sürth) Monday to Friday, 7:00 to 8:00 and 16:30 to 18:00 to Sürth
|{{Convert|8.5|km|mi|abbr=on}}<ref name="not know kvb">{{Cite web |last=Pesch |first=Matthias |date=5 July 2016 |title=Was Sie noch nicht über die KVB wussten... |trans-title=Things you didn't know about the KVB... |url=https://blog.kvb-koeln.de/was-sie-noch-nicht-ueber-die-kvb-wussten |url-status=live |access-date=16 February 2023 |website=Der Unternehmensblog der KVB |language=de |archive-date=28 January 2023 |archive-url=https://web.archive.org/web/20230128164325/https://blog.kvb-koeln.de/was-sie-noch-nicht-ueber-die-kvb-wussten }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;"| '''18''' || [[Thielenbruch (KVB)|Thielenbruch]] – Buchheim – [[Köln-Mülheim station|Bf Mülheim]] – [[Köln Hauptbahnhof|Dom/Hbf]] – [[Neumarkt (KVB)|Neumarkt]] – Klettenberg – Brühl – [[Bonn Hbf]] 5-minute intervals Buchheim–Klettenberg, 20-minute intervals from Brühl|| {{convert|46.4|km|mi|abbr=on}}<ref name="not know kvb" />|| {{convert|33.4|km/h|mi/h|1|abbr=on}}
|}

=== Low-floor lines ===

====East-West lines====
[[Image:Koeln WestOstLinien.png|right|East-West network]]
The first step towards a low-floor light rail network was concentrating four lines on similar routes into a common east–west-corridor in 1994. These lines were quickly equipped with low platforms {{convert|35|cm|abbr=on}} above street level on every single station. While there are some stretches that can be described as classic tramway lines, the majority of the east–west-network has been upgraded to a high standard with long sections having segregated right-of-way, justifying the term "low-floor light rail" (''Niederflurstadtbahn'').

In 2006, during the [[2006 FIFA World Cup]], route 1 was extended to Weiden-West, via Schulstraße, which connects to the [[RheinEnergieStadion]].

In 2007, Line 8, which previously operated during peak hours, stopped service. All its runs were integrated into the schedules of Lines 7 and 9.<ref name="line numbering" />

* {{rcb|Cologne Stadtbahn|1|inline=route}}: Weiden West (S-Bahn) – Junkersdorf – Rheinenergiestadion – [[Aachener Straße/Gürtel station|Aachener Straße/Gürtel ]]– [[Rudolfplatz station|Rudolfplatz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Messe/Deutz station|Bf Deutz/Messe ]]– Kalk – Brück – Refrath – [[Bensberg station|Bensberg]]
* {{rcb|Cologne Stadtbahn|7|inline=route}}: Frechen – Marsdorf – [[Aachener Straße/Gürtel station|Aachener Straße/Gürtel ]]– [[Rudolfplatz station|Rudolfplatz ]]– [[Neumarkt station|Neumarkt ]]– Poll – Porz – Zündorf
* {{rcb|Cologne Stadtbahn|9|inline=route}}: Sülz – Zülpicher Straße/Gürtel – University – [[Zülpicher Platz station|Zülpicher Platz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Messe/Deutz station|Bf Deutz/Messe ]]– Kalk – Vingst – Ostheim – Rath/Heumar – [[Königsforst station|Königsforst]]

====Ring lines====
[[Image:Koeln RingeLinien.png|right|The Ring network]]
When it became clear to city authorities that the construction of a large number of additional high platforms was not financially feasible, other options were investigated. It was deemed most economical to create a second low-floor network and equip the remaining lines with high platforms. Between the stations "Ebertplatz" and "Barbarossaplatz", there are two possible routes. It was decided that the future low-floor lines would be concentrated in the tunnel underneath the [[Cologne Ring]] road, while high-floor lines would use the tunnel under the Central station.

This change was implemented in December 2003, after the high platforms at the ''Hansaring'' station were removed. In 2006, the tracks of the ''[[Chorweiler]]'' station were raised with additional gravel. Since then, all "Ringe" lines are operated with low-floor vehicles. In 2007, Line 6, which had only operated during peak hours, was replaced by additional trains of Line 15.<ref name="line numbering" />

* {{rcb|Cologne Stadtbahn|12|inline=route}}: Merkenich – Fordwerke – Wilh.-Sollmann-Straße – [[Ebertplatz station|Ebertplatz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Barbarossaplatz station|Barbarossaplatz ]]– [[Eifelstraße station|Eifelstraße ]]– Zollstock
* {{rcb|Cologne Stadtbahn|15|inline=route}}: [[Köln-Chorweiler station|Chorweiler ]]– Longerich – Wilh.-Sollmann-Straße – [[Ebertplatz station|Ebertplatz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Barbarossaplatz station|Barbarossaplatz ]]– [[Eifelstraße station|Eifelstraße ]]– [[Chlodwigplatz station|Chlodwigplatz ]]– [[Ubierring station|Ubierring]]

===High-floor lines===
[[Image:Koeln Hochflurlinien.png|200px|right|high-floor sub-network]]
The high-floor network consists of all lines operated by "classic" light rail vehicles with a floor height of roughly one meter above street level. Since separation from the low-floor network, high platforms are being built in stations in the city center at one or two per year. As of 2022, the most frequented stations have been upgraded except for the [[Barbarossaplatz station]].

Since the construction of temporary platforms at the Severinstraße station while the actual station gets modernized and connected to the North-Southern tunnel, lines 3 and 4 are Cologne's first HF lines completely equipped with level entrance. The western branch of Line 5 still has two stops (Subbelrather Straße/Gürtel and Nußbaumerstraße, both shared with Line 13) with low platforms, the rest of its stations were made high-floor when the line was extended into the Butzweilerhof industrial area.

Line 13 is also called the "beltway" ([[List of streets in Cologne#Cologne Belt|Gürtel]]) line because it is the only line that does not touch the city center. Line 13 is also called the Outer Ring line, while Lines 12 and 15 together can be called the inner ring line. Most of the line runs along a series of roads of the same name. The northern part of Line 13 is built as an elevated railway. High-floor platforms are still very rare on this line, because it shares three platforms (Dürener Straße, Wüllnerstraße, Aachener Straße/Gürtel) with the low-floor line 7 and many parts of the platforms are lined with old trees, making the upgrade more difficult.<ref name="line 13">{{Cite web |last=Weiß |first=Regina |date=7 March 2017 |title=Ringlinie, Hochbahn und Tangente: Eine Fahrt mit der Linie 13 vom Sülzgürtel bis Holweide |trans-title=Ring-line, elevated railway and tangent: a ride with line 13 from Sülzgürtel to Holweide |url=https://blog.kvb-koeln.de/ringlinie-hochbahn-und-tangente-eine-fahrt-mit-der-linie-13-vom-suelzguertel-bis-holweide |url-status=live |archive-url=https://web.archive.org/web/20210918022832/https://blog.kvb-koeln.de/ringlinie-hochbahn-und-tangente-eine-fahrt-mit-der-linie-13-vom-suelzguertel-bis-holweide |archive-date=18 September 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

Since the timetable change on 13 December 2015, a section of the north–south rail has been operated by line 17. From Severinstraße it runs through the newly built tunnel to Bonner Wall, after which it joins line 16 at Schönhauser Str. and runs alongside it to Rodenkirchen Bf. In the morning and evening peak (07:00 to 08:00 and 16:30 to 18:00), the line runs further to Sürth.

Lines 16 and 18 are the longest lines in the network, connecting Cologne to [[Bonn]] via railway lines.

* {{rcb|Cologne Stadtbahn|3|inline=route}}: Mengenich – Bocklemünd – [[Venloer Straße/Gürtel (KVB)|Venloer Straße/Gürtel ]]– [[Köln West station|Hans-Böckler-Platz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Neumarkt station|Neumarkt ]]– Severinstraße – [[Köln Messe/Deutz station|Bf Deutz/LANxess Arena ]]– Buchheim – Holweide – Dellbrück – [[Thielenbruch station|Thielenbruch]]
* {{rcb|Cologne Stadtbahn|4|inline=route}}: [[Görlinger-Zentrum station|Bocklemünd ]]– [[Venloer Straße/Gürtel (KVB)|Venloer Straße/Gürtel ]]– [[Köln West station|Hans-Böckler-Platz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Neumarkt station|Neumarkt ]]– Severinstraße – [[Köln Messe/Deutz station|Bf Deutz/LANxess Arena ]]– Mülheim – Höhenhaus –Dünnwald – Schlebusch
* {{rcb|Cologne Stadtbahn|5|inline=route}}: [[Sparkasse Am Butzweilerhof station|Sparkasse Am Butzweilerhof ]]– IKEA Am Butzweilerhof – Alter Flughafen Butzweilerhof – Rektor-Klein-Straße – Margaretastraße – Iltisstraße – Lenauplatz – Nußbaumerstraße – Subbelrather Str./Gürtel – Liebigstraße – Gutenbergstraße – [[Köln West station|Hans-Böckler-Platz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Appellhofplatz station|Appellhofplatz ]]– [[Köln Hauptbahnhof|Dom/Hbf (Central Station) ]]– [[Rathaus station (Cologne)|Rathaus ]]– [[Heumarkt station|Heumarkt]]
* {{rcb|Cologne Stadtbahn|13|inline=route}}: [[Sülzgürtel station|Sülzgürtel ]]– Zülpicher Straße/Gürtel – Dürener Straße/Gürtel – [[Aachener Straße/Gürtel station|Aachener Straße/Gürtel ]]– [[Köln-Ehrenfeld station|Venloer Straße/Gürtel ]]– Subbelrather Straße/Gürtel – Nußbaumer Straße – [[Escher Straße station|Escher Straße ]]– [[Neusser Straße/Gürtel station|Neusser Straße/Gürtel ]]– [[Amsterdamer Straße/Gürtel station|Amsterdamer Straße/Gürtel ]]– [[Slabystraße station|Slabystraße ]]– Mülheim – Buchheim – Holweide
* {{rcb|Cologne Stadtbahn|16|inline=route}}: [[Bonn-Bad Godesberg station|Bonn-Bad Godesberg ]]– [[Bonn Hauptbahnhof|Bonn Hbf (Main Station) ]]– Wesseling – Sürth – Rodenkirchen – [[Ubierring station|Ubierring ]] – [[Barbarossaplatz station|Barbarossaplatz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Hauptbahnhof|Dom/Hbf (Central Station) ]]– [[Ebertplatz station|Ebertplatz ]]– [[Reichenspergerplatz station|Reichensperger Platz ]]– [[Niehl Sebastianstraße station|Niehl]]
* {{rcb|Cologne Stadtbahn|17|inline=route}}: Severinstraße – [[Chlodwigplatz (KVB)|Chlodwigplatz ]]– Rodenkirchen (– Sürth) Monday to Friday, 7:00 to 8:00 and 16:30 to 18:00 to Sürth
* {{rcb|Cologne Stadtbahn|18|inline=route}}: [[Bonn Hauptbahnhof|Bonn Hbf (Main Station) ]]– Brühl – Klettenberg – [[Sülzgürtel station|Sülzgürtel ]]– [[Barbarossaplatz station|Barbarossaplatz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Hauptbahnhof|Dom/Hbf (Central Station) ]]– [[Ebertplatz station|Ebertplatz ]]– [[Reichenspergerplatz station|Reichensperger Platz ]]– [[Slabystraße station|Slabystraße ]]– Mülheim – Buchheim – Holweide – Dellbrück – [[Thielenbruch station|Thielenbruch]]

== Former lines ==
{{Expand section|
*Not mentioned lines that once operated: 21–27
*Only goes back to the start of the Stadtbahn era|date=July 2022|small=no}}

A list of old routes of lines and lines that stopped service. If a line's route only changed because it was expanded on one end, that change is not listed here. The highest line number ever used on the system was 27 in the 1930s.<ref name="line numbering">{{Cite web |last=Pesch |first=Matthias |date=16 February 2016 |title=Wo ist die Linie 11 geblieben? |trans-title=Where did line 11 go? |url=https://blog.kvb-koeln.de/wo-ist-die-linie-11-geblieben |url-status=live |access-date=26 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=18 January 2022 |archive-url=https://web.archive.org/web/20220118143047/https://blog.kvb-koeln.de/wo-ist-die-linie-11-geblieben }}</ref>
{| class="wikitable mw-collapsible mw-collapsed"
|- class="hintergrundfarbe5"
! Line !! Route !! from !! to
|-
| rowspan="4" Style="background-color:#{{rcr|Cologne Stadtbahn|1}}; color:#ffffff; text-align:center;" |  '''1''' 
| style="text-align:left;" | Weiden Schulstr.- Junkersdorf – Müngersdorf – Braunsfeld – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 16 June 2002 ||27 May 2006
|-
| style="text-align:left;" | Junkersdorf – Müngersdorf – Braunsfeld – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 2 August 1980 ||15 June 2002
|-
| style="text-align:left;" | Sülz, Hermeskeiler Platz – Universität – Zülpicher Platz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 19 October 1970 || 1 August 1980
|-
| style="text-align:left;" | Bocklemünd – Bickendorf – Venloer Str./Gürtel – Hans-Böckler-Platz – Brabanter Str. – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 12 June 1967 || 18 October 1970
|-
| Style="background-color:#F4D471; color:#ffffff; text-align:center;" rowspan="6"|  '''2''' 
| style="text-align:left;" | stopped service
| 30 May 1999
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt (– Heumarkt – Deutz – Poll – Porz – Zündorf)
| 25 September 1994 || 30 May 1999
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt (– Heumarkt – Deutz/Messe – Kalk – Vingst – Ostheim)
| 2 August 1980 || 24 September 1994
|-
| style="text-align:left;" | Sülz, Hermeskeiler Platz – Universität – Zülpicher Platz – Neumarkt – Heumarkt – Deutz – Vingst – Ostheim
| 19 October 1970 || 2 August 1980
|-
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Neumarkt – Dom/Hbf.
| 6 October 1969 || 18 October 1970
|-
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Zülpicher Platz – Mauritiuskirche – Neumarkt – Poststraße – Barbarossaplatz – Zollstock, Südfriedhof
| 12 June 1967 || 5 October 1969
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|3}}; color:#ffffff; text-align:center;" rowspan="3"|  '''3''' 
| style="text-align:left;" | Bocklemünd – Venloer Str./Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Buchheim – Holweide – Dellbrück – Thielenbruch
| 19 October 1970 || 15 June 2002
|-
| style="text-align:left;" |  ''during U-Bahn construction only from Venloer Str./Gürtel''
| 16 September 1989 || 30 May 1992
|-
| style="text-align:left;" | Bickendorf, Schleife am Erlenweg – Akazienweg – Venloer Str./Gürtel – Hans-Böckler-Platz – Brabanter Str. – Rudolfplatz – Neumarkt – Kleiner Griechenmarkt – Severinsbrücke – Bf. Deutz/Messe – Buchheim – Holweide – Dellbrück – Thielenbruch
| 12 June 1967 || 18 October 1970
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|4}}; color:#ffffff; text-align:center;" rowspan="5" |  '''4''' 
| style="text-align:left;" | Bickendorf, Äußere Kanalstraße – Subbelrather Straße/Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 24 June 1989 || 30 May 1992
|-
| style="text-align:left;" | Bocklemünd – Subbelrather Straße/Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 24 April 1985 || 23 June 1989
|-
| style="text-align:left;" | Bocklemünd – Venloer Str./Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 7 January 1975 || 23 April 1985
|-
| style="text-align:left;" | Bickendorf, Akazienweg – Venloer Str./Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 19 October 1970 || 6 January 1975
|-
| style="text-align:left;" | Rudolfplatz (Moltkestr.) – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus, Neurather Weg;
| 8 April 1968 || 18 October 1970
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|5}}; color:#ffffff; text-align:center;" rowspan="5" |  '''5''' 
| style="text-align:left;" | Am Butzweilerhof – Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Rathaus
| December 2012 || December 2013
|-
| style="text-align:left;" | Am Butzweilerhof – Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz
| December 2010 || December 2012
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz
| 23 May 1993 || December 2010
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz – Zoo/Flora – Mülheim – Höhenhaus, Neurather Weg
| 9 November 1986 || 22 May 1993
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz
| 25 August 1974 || 8 November 1986
|-
| Style="background-color:#BFD730; color:#ffffff; text-align:center;" rowspan="6"|  '''6''' 
| style="text-align:left;" |  stopped service
| June 2007
|-
| style="text-align:left;" | Longerich – Weidenpesch – Nippes – Ebertplatz („6 Nord“)
| October 2006 || June 2007
|-
| style="text-align:left;" | Dom/Hbf – Neumarkt – Barbarossaplatz – Chlodwigplatz – Ubierring („6 Süd“)
| October 2006 || June 2007
|-
| style="text-align:left;" | Longerich – Weidenpesch – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Ubierring
| September 2002 || October 2006
|-
| style="text-align:left;" | Longerich – Weidenpesch – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Bayenthal – Marienburg, [[Südpark (Köln)|Südpark]]
| 27 July 1974|| 7 September 2002
|-
| style="text-align:left;" | (HVZ: Fordwerke, Ölhafen -) Niehl – Weidenpesch – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Bayenthal – Marienburg, Südpark
| 19 October 1970|| 26 July 1974
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|7}}; color:#ffffff; text-align:center;" rowspan="2" |  '''7''' 
| style="text-align:left;" | Sülz, Hermeskeiler Platz – Universität – Zülpicher Platz – Neumarkt – Heumarkt – Deutz – Poll – Porz – Zündorf
| 2 August 1980 || 29 May 1999
|-
| style="text-align:left;" | Junkersdorf – Müngersdorf – Melaten – Rudolfplatz – Neumarkt – Heumarkt – Deutz – Poll – Porz – Zündorf
| 12 June 1967 || 2 August 1980
|-
| Style="background-color:#F36F21; color:#ffffff; text-align:center;" rowspan="4"|  '''8''' 
| style="text-align:left;" |  stopped service
| June 2007
|-
| style="text-align:left;" | Universität – Zülpicher Platz – Neumarkt (– Poll – Porz) / (– Bf. Deutz/Messe)
| 1999 || June 2007
|-
| style="text-align:left;" |  stopped service
| 2 August 1980 || 1999
|-
| style="text-align:left;" | Müngersdorf (Stadion) – Melaten – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück (– Refrath)
| 8 April 1968 || 2 August 1980
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|9}}; color:#ffffff; text-align:center;" rowspan="4"|  '''9''' 
| style="text-align:left;" | Chorweiler – Heimersdorf – Longerich – Nippes – Ebertplatz – Dom/Hbf – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 17 November 1973 || 24 September 1994
|-
| style="text-align:left;" | Heimersdorf – Longerich – Nippes – Ebertplatz – Dom/Hbf – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 18 May 1971 || 16 November 1973
|-
| style="text-align:left;" | Longerich – Nippes – Ebertplatz – Dom/Hbf – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 19 October 1970 || 17 May 1971
|-
| style="text-align:left;" | Longerich – Niehl – Fordwerke, Ölhafen
| 12 June 1967 || 18 October 1970
|-
| Style="background-color:#AE4A66;color:#ffffff; text-align:center;" rowspan="4"|  '''10''' 
| style="text-align:left;" |  stopped service
| 26 September 1994
|-
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Niehl – Merkenich
| 31 October 1987 || 26 September 1994
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Niehl – Fordwerke, Ölhafen;
| 25 August 1974 || 9 November 1986
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Weidenpesch – Longerich;
| 6 October 1969 || 27 July 1974
|-
| Style="background-color:#754346; color:#ffffff; text-align:center;" rowspan="2"|  '''11''' 
| style="text-align:left;" |  stopped service
| 9 November 1986
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Höhenhaus, Neurather Weg
| 27 July 1974 || 9 November 1986
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|12}}; color:#ffffff; text-align:center;" rowspan="1"|  '''12''' 
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Neumarkt – Dom/Hbf. – Ebertplatz – Nippes – Niehl – Merkenich
| 18 October 1970 || December 2003
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|13}}; color:#ffffff; text-align:center;" rowspan="4"|  '''13''' 
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Nippes – Riehl – Mülheim – Höhenhaus, Neurather Weg
| 23 May 1993 || 31 May 1997
|-
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Nippes – Riehl – Mülheim, Wiener Platz
| 25 August 1974 || 22 May 1993
|-
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Neuehrenfeld, Takuplatz
| 23 October 1972 || 25 August 1974
|-
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Bilderstöckchen, Longericher Str.
| 30 September 1963 || 22 October 1972
|-
| Style="background-color:#73C7F7; color:#ffffff; text-align:center;" rowspan="2"|  '''14''' 
| style="text-align:left;" |  stopped service
| 27 May 2003
|-
| style="text-align:left;" | KölnMesse – Deutz/Messe – Neumarkt – Dom/Hbf. ''(Fair days only)''
| 17 January 1984 || 27 May 2003
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|15}}; color:#ffffff; text-align:center;" rowspan="3"|  '''15''' 
| style="text-align:left;" | Thielenbruch – Dellbrück – Buchheim – Mülheim – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Ubierring
| 25 September 1994 || 13 December 2003
|-
| style="text-align:left;" | Thielenbruch – Dellbrück – Buchheim – Mülheim – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Ubierring – Rodenkirchen – Sürth
| 12 August 1978 || 24 September 1994
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Neumarkt – Severinsbrücke – Deutz – Mülheim – Höhenhaus, Neurather Weg ''(peak hours only)''
| 19 October 1970 || 23 October 1972
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|16}}; color:#ffffff; text-align:center;" rowspan="4" |  '''16''' 
| style="text-align:left;" | Bonn-Bad Godesberg – Bonn Hbf – Wesseling – Sürth – Rodenkirchen – Ubierring – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstr.
| October 2006 || June 2007
|-
| style="text-align:left;" | Bonn-Bad Godesberg – Bonn Hbf – Wesseling – Sürth – Rodenkirchen – Ubierring – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Buchheim, Herler Straße
| 1997 || 2003
|-
| style="text-align:left;" | Bonn-Bad Godesberg – Bonn Hbf – Wesseling – Sürth – Rodenkirchen – Ubierring – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim, Wiener Platz
| 12 August 1978 || 31 May 1997
|-
| style="text-align:left;" | Rodenkirchen, Siegfriedstraße – Rheinufer – Ubierring – Chlodwigplatz – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Mülheim – Holweide – Dellbrück – Thielenbruch
| || 11 August 1978
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|17}}; color:#ffffff; text-align:center;" rowspan="4"|  '''17''' 
| style="text-align:left;" |  stopped service
| October 2006 || December 2015
|-
| style="text-align:left;" | Ubierring – Chlodwigplatz – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Buchheim, Herler Straße (evenings and weekends only)
| December 2003 || October 2006
|-
| style="text-align:left;" | Ubierring – Chlodwigplatz – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstraße (evenings and weekends only)
| 31 May 1997 || December 2003
|-
| style="text-align:left;" | Klettenbergpark – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Reichenspergerplatz
| 9 November 1986 || 1992
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|18}}; color:#ffffff; text-align:center;" rowspan="4"|  '''18''' 
| style="text-align:left;" | Bonn Hbf – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Mülheim – Buchheim – Dellbrück – Thielenbruch
| October 2006 || June 2007
|-
| style="text-align:left;" | Bonn Hbf – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Nippes – Longerich – Heimersdorf – Chorweiler
| September 1994 || October 2003
|-
| style="text-align:left;" | Bonn Hbf – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim
| 9 November 1986 || September 1994
|-
| style="text-align:left;" | Bonn, Rheinuferbahnhof – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz Operated by [[Cologne-Bonn Railways]]
| 12 August 1978 || 9 November 1986
|-
| Style="background-color:#00B9F2; color:#ffffff; text-align:center;" rowspan="9"|  '''19''' 
| style="text-align:left;" |  stopped service
| 5 August 2007
|-
| style="text-align:left;" | Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf ("19 Süd")
| 9 October 2006 || 5 August 2007
|-
| style="text-align:left;" | Breslauer Platz – Ebertplatz – Mülheim – Buchheim, Herler Str. ("19 Nord")
| 9 October 2006 || 5 August 2007
|-
| style="text-align:left;" | Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Buchheim, Herler Str.
| 15 December 2003 || 8 October 2006
|-
| style="text-align:left;" | Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstr.
| 31 May 1992 || 14 December 2003
|-
| style="text-align:left;" | Hürth-Hermülheim – Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstr.
| 27 September 1991 || 30 May 1992
|-
| style="text-align:left;" | Hürth-Hermülheim – Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Weidenpesch – Niehl
| 9 November 1986 || 26 September 1991
|-
| style="text-align:left;" | Brühl Mitte – Brühl Ost – Berzdorf – Wesseling Inter-city operated by [[Cologne-Bonn Railways]]
| 12 August 1978 || 31 May 1981
|-
| style="text-align:left;" | Longerich – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 5 October 1964 || 19 October 1970
|-
| Style="background-color:cyan; color:#ffffff; text-align:center;" rowspan="4"|  '''20''' 
| style="text-align:left;" |  stopped service
| 2 August 1980
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt
| 10 October 1969 || 2 August 1980
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt (– Heumarkt – Deutz – Poll not so frequent)
| 6 October 1969 || 9 October 1969
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Niehl – Fordwerke, Ölhafen;
| 10 June 1967 || 8 April 1968
|}

== Past expansion ==
Due to the lack of an overarching plan on the expansion of the network, there's no single point when the tram became the Stadtbahn, and the expansion projects since the building of the ''Innenstadttunnel'' will be listed chronologically.

=== Innenstadttunnel (City center tunnel) ===
[[File:KVB2306 Appellhofplatz.jpg|alt=Stadtbahn of line 19 at station Appellhofplatz in the Innenstadttunnel|left|thumb|Station Appellhofplatz in the ''Innenstadttunnel'' before high-floor platforms were introduced]]
[[File:KVB Innenstadttunnel.svg|alt=Map of the Inenstadttunnel in its final state 1970|right|frameless]]
The ''Innenstadttunnel'' was opened in several parts from 1968 to 1970. The first part served from Dom/Hbf to Appellhofplatz reaching the surface through a temporary ramp at Friesenplatz, and in the following year the section Appellhofplatz – Barbarossaplatz was added. At the station Appellhofplatz a triangular junction was built, with the tunnel from Friesenplatz to Dom/Hbf passing under the rest of the railways. In October 1970 the sections Poststraße – Severinsbridge and Dom/Hbf – Breslauer Platz followed, with a temporary ramp built at Breslauer Platz. The ramp at Barbarossaplatz was also intended to only be temporary, but is still in use to this day (2023).<ref name="50 years underground" />

Because the ''Innenstadttunnel'' was built as an [[Premetro|underground tram]], it has small curve radii and level junctions at Appellhofplatz and Poststraße. Currently (2022) the tunnel is served by three lines with 10 min headway and one with 5 min headway.<ref name="50 years underground" /><ref name="rush hour">{{Cite web |last=Weiß |first=Regina |date=17 January 2017 |title=Rush Hour in der Innenstadt – Mehr Bahnen sind aktuell nicht drin |trans-title=Rush hour in the city center – more trains are not possible at the moment |url=https://blog.kvb-koeln.de/rush-hour-in-der-innenstadt-mehr-bahnen-sind-aktuell-nicht-drin |url-status=live |archive-url=https://web.archive.org/web/20220118142805/https://blog.kvb-koeln.de/rush-hour-in-der-innenstadt-mehr-bahnen-sind-aktuell-nicht-drin |archive-date=18 January 2022 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

=== Chorweiler extension ===
[[File:Stadtbahnkoeln-heimersdorf.jpg|thumb|Underground station Heimersdorf]]
[[File:KVB Chorweiler.svg|alt=Map of the Chorweiler extension|left|frameless|207x207px]]
The in the 1970s newly built line to the [[commuter town]] [[Chorweiler]] is the first line in Cologne to be built metro-like from the start. In 1971, the first {{Convert|2.3|km|mi|abbr=on}} long part was constructed: On a segregated right-of-way it starts from existing tram lines to the north, crosses under the Militärringsstraße and over the [[Bundesautobahn 1|A1]] to the underground station Heimersdorf. The line ended in a temporary loop about {{Convert|200|m|ft|abbr=on}} farther.<ref name="history 1950" />
[[File:2022-06-04-S-U-Chorweiler-0462.jpg|alt=An S-Bahn and a Stadtbahn at the Chorweiler Station|thumb|S-Bahn and Stadtbahn at Chorweiler station]]
In 1973 the extension was continued to its new and current (2022) underground terminus [[Köln-Chorweiler station|Chorweiler]] which is shared with the [[Rhine-Ruhr S-Bahn|S-Bahn]] line S11.<ref name="50 years underground" /><ref name="history 1950" /> Since 2003, line 15 operates this part of the network.

=== Eberplatz and Nippes tunnels ===
[[File:KVB 1970.svg|alt=Map of the tunnels around Ebertplatz|left|frameless]]
In 1974 the so far biggest opening of tunnels happened: The lines from Breslauer Platz and Hansaring to the [[Cologne Zoological Garden|zoo]] and under the Neusser Straße with a quad-platform station at Ebertplatz. The station is built for efficient operation with few grade crossings of different lines. The tunnels leading to Hansaring are connected creating an underground turning loop. At Reichensbergerplatz the start of a tunnel in the direction of Amsterdamer Straße was used for another turning loop.

In addition to the continuation of the ''Innenstadttunnel'', the tunnel under the Neusser Straße (Ebertplatz, Lohsestraße, Florastraße, Neusser Straße/Gürtel) was a priority, because the street is a narrow main street that was the most used part of the network at the time, outside of the city center. To get a higher reduction in travel time from the north parts of the city, higher stop spacing was used, at the price of a worse service for residents. Because of financing problems the tunnel had to end at the station Mollwitzstraße instead of continuing to the split of the line at Wilhelm-Sollman-Straße, and the ramp was built as a temporary solution, enabling later continuation of the tunnel.<ref name="50 years underground" /><ref name="history 1950" />
[[File:Hochbahn Gürtelstrecke Köln 1.jpg|alt=The elevated railway of line 13 lined with trees|right|frameless]]

=== Gürtel Hochbahn (elevated railway) ===
At the same time as the tunnels in Nippes, an [[elevated railway]] was finished for line 13 following the [[List of streets in Cologne#Cologne Belt|Gürtel]], which at the time was planned to be extended from [[Bilderstöckchen]] to the [[Mülheim Bridge, Cologne|Mülheim Bridge]]. The line starts at Nußbaumerstraße up to where line 13 runs in the middle of the Gürtel, and connects it with the Mülheim Bridge. The [[Lower Left Rhine Railway|Cologne-Neuss railway]] however is crossed underneath, at which a station (Geldernstraße/Parkgürtel) creates a connection to S-Bahn services. At the approach to the Mülheim Bridge the line joins the also junction-free line from the zoo. To create enough space for climbing the elevation change, the two lines cross at the station Slabystraße before joining farther along the bridge. This and the tunnels in Nippes meant that Cologne now had the longest underground/elevated railway networks of German cities that started those systems after World-War 2.<ref name="50 years underground" /><ref name="history 1950" />

=== Deutz/Kalk ===
[[File:KVB DeutzKalk.svg|alt=Map of the tunnel under Deutz and Kalk|left|frameless|267x267px]]
The first tunnel to the east of the Rhine was opened in the years 1976 to 1983. After the station Frankfurter Straße had already been lowered in 1964, the ramp to the first part of the tunnel with the station Fuldaer Straße was built there. The subsequent tunnels in [[Kalk, Cologne|Kalk]], Vingst and [[Deutz, Cologne|Deutz]] followed in 1980, 1981 and 1983.<ref name="50 years underground" /><ref name="history 1950" /> The branch to [[Königsforst station|Königsforst]] joins at station Kalk Kapelle without a junction by crossing under. Between the stations ''Deutz Technische Hochschule'' and ''Bf Deutz/Messe'' a small underground parking facility was created,<ref name="depots">{{Cite web |last=Weiß |first=Regina |date=19 April 2022 |title=Die Heimat von Bussen und Bahnen – die Betriebshöfe der KVB |trans-title=The home of trains and buses – the depots of the KVB |url=https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb |url-status=live |archive-url=https://web.archive.org/web/20220419091642/https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb |archive-date=19 April 2022 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> and in the station [[Kalk Post station|Kalk Post]] a bunker was built.<ref name ="bunker kalk">{{Cite web |last=Christ |first=Tobias |date=27 January 2013 |title=Atombunker in Köln-Kalk: Überleben im Kalker Untergrund |trans-title=Bunker in Cologne-Kalk: Surviving in Kalk's underground |url=https://www.ksta.de/koeln/atombunker-in-koeln-kalk-ueberleben-im-kalker-untergrund-22642736 |url-status=live |archive-url=https://web.archive.org/web/20220707110207/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9hdG9tYnVua2VyLWluLWtvZWxuLWthbGstdWViZXJsZWJlbi1pbS1rYWxrZXItdW50ZXJncnVuZC0yMjY0MjczNj9jYj0xNjU3MTkxNzI3MDA0JiIsInJlZmVycmVyIjoiIiwic3ViZG9tYWluIjoid3d3In0= |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

At the same time as the tunnels were built, the [[Deutz Suspension Bridge|Deutz Bridge]] was widened by building another bridge with the same profile to its south, and then moved next to the existing one. With this new construction, the Stadtbahn got a dedicated track through the middle of the bridge.<ref name="50 years underground" />

=== Rheinuferbahn ===
[[File:KVB Rheinuferbahn.svg|alt=Map of the Rheinuferbahn|right|frameless|300x300px]]
Since 1978 line 16 operates as an overland-line. At the station Marienburg (since renamed to Heinrich-Lübke-Ufer) it diverges from its previous routing to the center of [[Rodenkirchen]] to the Rheinuferbahn of the ''Köln-Bonner Eisenbahnen'' (Cologne-Bonn railways) which it follows to Bonn. Different to the solution later used in [[Karlsruhe Stadtbahn#Acquisition and extension of the Alb Valley Railway|Karlsruhe]], the railway was changed to accommodate Stadtbahn vehicles, instead of equipping Stadtbahn vehicles with the technology needed to be used on mainline railways. The Rheinuferbahn was converted to Stadtbahn service by changing its electrification from 1200 V to 750 V, upgrading the [[Punktförmige Zugbeeinflussung|train protection system]] and retrofitting the switches for the smaller wheels of the Stadtbahn vehicles. The line is still operated as a railway under EBO, with mixed freight and passenger services running on parts of it. Line 16 was the first time, that vehicles from Bonn entered Cologne's network.<ref name="line 16" /><ref name="history 1950" />

=== Friesenplatz – Gutenbergstraße ===
[[File:KVB Westbahnhof.svg|alt=Map of the tunnel from Friesenplatz to Gutenbergstraße|left|frameless]]
The ''Innenstadttunnel'' was continued from the station Friesenplatz in 1985. It diverges grade separated from the tunnel to [[Ehrenfeld, Cologne|Ehrenfeld]] at Hans-Böckler-Platz/Bahnhof West where elevators go directly from the underground station's platforms to the ones of [[Köln West station]]. The tunnel then turns north beneath the green belt and reaches the surface at the station Gutenbergstraße. During the construction of the tunnel under Venloer Straße the tunnel was used by lines 3 and 4, while usually it is only served by line 5.<ref name="history 1985">{{Cite web |title=KVB-Geschichte von 1984 bis 2004 |trans-title=KVB-History from 1984 to 2004 |url=https://www.kvb.koeln/unternehmen/geschichte/1985.html |url-status=live |archive-url=https://web.archive.org/web/20220707110213/https://www.kvb.koeln/unternehmen/geschichte/1985.html |archive-date=7 July 2022 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref><ref name="line 4">{{Cite web |last=Weiß |first=Regina |date=14 September 2021 |title=Linie 4: Direktverbindung der beiden größten Stadtteile Kölns |trans-title=Line 4: Direct connection of the two biggest neighborhoods Cologne's |url=https://blog.kvb-koeln.de/linie-4-direktverbindung-der-beiden-groessten-stadtteile-koelns |url-status=live |archive-url=https://web.archive.org/web/20210918003835/https://blog.kvb-koeln.de/linie-4-direktverbindung-der-beiden-groessten-stadtteile-koelns |archive-date=18 September 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

=== Vorgebirgsbahn ===
[[File:Vorgebirgsbahn map.png|alt=Map of the Vorgebirgsbahn|right|frameless|193x193px]]
Like the Rheinuferbahn 8 years before, the Vorgebirgsbahn was completely converted to Stadtbahn operations in 1986. Already since the electrification in the 1930s, the trams and Vorgebirgsbahn shared tracks between Barbarossaplatz and Klettenberg. With the conversion to Stadtbahn, the tram lines 10 and 11 were replaced by the Stadtbahn, which meant that the turning loop was replaced by a turning rail. In 1990 to 1992 the platforms were converted to high-floor platforms (except for Barbarossaplatz).<ref name="line 18" /><ref name="history 1985" />

=== Ring-tunnel ===
[[File:KVB Ringe.svg|alt=Map of the ring tunnel|left|frameless]]
Since October 1987 a tunnel exists under the [[Cologne Ring]]. It continues the tunnel at from Hansaring and crosses under the lines 1 and 7 at Rudolfplatz. At Friesenplatz it crosses under the ''Innenstadttunnel'' which forms the currently (2022) only completely underground station junction which is a bit messy because of the stacked side-platforms. At Zülpicher Platz the tunnel ends in a ramp to the surface.

The station Rudolfplatz was also designed as a bunker.<ref name="bunker rudolfplatz">{{Cite web |last=Christ |first=Tobias |date=26 September 2019 |title=Bunker unter Rudolfplatz: So hätten Kölner vor einem Atomangriff gerettet werden sollen |trans-title=Bunker below Rudolfplatz: How Cologne's people would have been rescued from an atomic attack |url=https://www.ksta.de/koeln/bunker-unter-rudolfplatz-so-haetten-koelner-vor-einem-atomangriff-gerettet-werden-sollen-33220628 |url-status=live |archive-url=https://web.archive.org/web/20220618074253/https://www.ksta.de/koeln/bunker-unter-rudolfplatz-so-haetten-koelner-vor-einem-atomangriff-gerettet-werden-sollen-33220628 |archive-date=18 June 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

The station Christophstraße/Mediapark was the location of the worst accident in the recent history of the Stadtbahn in 1999, when a CitySprinter prototype hit a standing train at {{Convert|50|km/h|mph|abbr=on}}.<ref name ="citysprinter crash">{{Cite web |date=23 June 2009 |title=Rückblick Köln 1999: 40 Verletzte bei KVB-Crashfahrt |trans-title=Retrospect Cologne 1999: 40 injured by KVB crash |url=https://www.ksta.de/rueckblick-koeln-1999-40-verletzte-bei-kvb-crashfahrt-12833164 |url-status=live |archive-url=https://web.archive.org/web/20220707110208/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9ydWVja2JsaWNrLWtvZWxuLTE5OTktNDAtdmVybGV0enRlLWJlaS1rdmItY3Jhc2hmYWhydC0xMjgzMzE2ND9jYj0xNjU3MTkxNzI4ODUzJiIsInJlZmVycmVyIjoiIiwic3ViZG9tYWluIjoid3d3In0= |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

=== Ehrenfeld ===
[[File:KVB Ehrenfeld.svg|alt=Map of Ehrenfeld tunnel and extension|right|frameless]]
The tunnel through Ehrenfeld was opened in two parts: the line from Hans-Böckler-Platz to Venloer Straße/Gürtel, where a connection to [[Köln-Ehrenfeld station|S-Bahnhof Ehrenfeld]] was created, in 1989, and the tunnel to Wolffsohnstraße and surface tracks to Bocklemünd in 1992, where an on-platform transfer to buses can be made.

The Ehrenfeld tunnel has multiple differentiating factors from previously built tunnels: It is the first tunnel built with high-floor platforms, and the stations have their platforms in the middle between the tracks instead of on the side. Because of the experiences with the tunnel below Neusser Straße the station spacing was reduced to get a better service for the residents.<ref name="50 years underground" /><ref name="history 1985" /><ref name="line 4" />

=== Amsterdamer Straße ===
[[File:KVB AmsterdamerStr.svg|alt=Map of the Amsterdamer Straße line|left|frameless|186x186px]]
In 1992 as well, the line from Reichensberger Platz to [[Niehl, Cologne|Niehl]] Sebastianstraße was opened. The line had already been planned in the 1960s which meant that in the early 1970s in addition to a tunnel junction at Reichensbergerplatz, a {{Convert|300|m|ft|abbr=on}} long tunnel had been built below an intersection and another rail line. The rest of the line lies on the surface in the middle of Amsterdamer Straße and is mostly built with [[green track]]. The platforms are in the middle of the tracks and feature comparatively extensive designs. The last {{Convert|300|m|ft|abbr=on}} before the terminus lie next to an elevated 6 lane road. An extension to Niehl Nord, connecting to line 12, would be possible, but is not planned at the time (2022).<ref name="50 years underground" /><ref name="line 16" />

=== Mülheim ===
[[File:KVB Muelheim.svg|alt=Map of the Mülheim tunnel|right|frameless|191x191px]]
The Mülheim tunnel was opened in June 1997, starts at the Mülheim Bridge, crosses the Wiener Platz with a station, provides a connection to [[Köln-Mülheim station]] with direct elevators from the Stadtbahn platform to the mainline rail and ends on the surface in [[Buchheim, Cologne|Buchheim]]. It is the first tunnel in Cologne built using a [[tunnel boring machine]] (TBM) under buildings. Construction started in 1992, and 2 years later the TBM had completed the two tunnel sections with a total length of {{Convert|2.5|km|mi|abbr=on}}.<ref name="50 years underground" /><ref name="history 1985" />

=== Bensberg ===
Line 1 was extended to [[Bensberg]] on its east end in 2000: Instead of ending at the previous terminus that was renamed from Bensberg to Im Hoppenkamp, it now enters a nearly {{Convert|500|m|ft|abbr=on}} long tunnel to the new terminus Bensberg in the center of the [[Quarter (urban subdivision)|quarter]]. The tunnel was necessary, because the terrain's elevation increase is to steep for trains, and the final station lies {{Convert|14|m|ft|abbr=on}} below surface.<ref name="history 1985" /><ref name="bensberg extension">{{Cite web |title=Light Rail Bensberg Central |url=https://www.daub-ita.de/en/tunnel-projects/germany/light-rail-bensberg-central/ |url-status=live |access-date=6 July 2022 |website=Deutscher Ausschuss für Unterirdisches Bauen e.V. |language=en |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707110213/https://www.daub-ita.de/en/tunnel-projects/germany/light-rail-bensberg-central/ }}</ref>

=== Weiden ===
[[File:KVB Weiden.svg|alt=Map of the Weiden extensions|left|frameless]]
On 16 July 2002 a part of west end of line 1 discontinued in 1956 was reopened. This produced an uncommon problem: Because the routing passed the past headquarters of [[RTL Group|RTL]], shaking, which could've disrupted the broadcasts, had to be avoided using a complex damping system.<ref name="history 1985" />

For the [[2006 FIFA World Cup]] the line was extended again to the newly built S-Bahn station Weiden West. At its new terminus, the line meets perpendicularly with the [[Cologne–Aachen high-speed railway]] through which S-Bahn lines S 13 and S 19 create new connections especially in a western direction. This part was built to make the [[RheinEnergieStadion]] accessible by Stadtbahn from both sides.<ref name="history 2005">{{Cite web |title=KVB-Geschichte von 2005 bis heute |trans-title=KVB-History from 2005 to now |url=https://www.kvb.koeln/unternehmen/geschichte/2000.html |url-status=live |archive-url=https://web.archive.org/web/20220707110216/https://www.kvb.koeln/unternehmen/geschichte/2000.html |archive-date=7 July 2022 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref>

At the terminus station a [[Park and ride]] facility was built with space for 430<ref name="p+r weiden expansion 1">{{Cite web |last=Machnik |first=Maria |date=9 December 2013 |title=Infrastruktur: Mehr Stellplätze in Weiden-West? |trans-title=Infrastructure: More parking space in Weiden-West? |url=https://www.ksta.de/region/rhein-erft/pulheim/infrastruktur-mehr-stellplaetze-in-weiden-west--2444738 |url-status=live |access-date=25 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=18 June 2022 |archive-url=https://web.archive.org/web/20220618083026/https://www.ksta.de/region/rhein-erft/pulheim/infrastruktur-mehr-stellplaetze-in-weiden-west--2444738 }}</ref> cars, but because other close park and rides are in a different pay zone making the ride to Cologne more expensive, it has seen high usage, and has been extended by 255 more spaces to a total of 685, with more expansions for a total of 1280 spaces planned. A bicycle tower with a capacity for 130 bicycles is also planned, and after it was supposed to be finished by 2022, planning is now expected to end around the start of 2023.<ref name="p+r weiden expansion 2">{{Cite web |last=Attenberger |first=Tim |date=27 May 2021 |title=Pendler nutzen Park-and-Ride: Stadt Köln will Parkplatz in Weiden-West ausbauen |trans-title=Commuters use Park-and-ride: City of Cologne wants to expand parking space in Weiden-West |url=https://www.ksta.de/koeln/pendler-nutzen-park-and-ride-stadt-koeln-will-parkplatz-in-weiden-west-ausbauen-38426814 |url-status=live |archive-url=https://web.archive.org/web/20220707110214/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9wZW5kbGVyLW51dHplbi1wYXJrLWFuZC1yaWRlLXN0YWR0LWtvZWxuLXdpbGwtcGFya3BsYXR6LWluLXdlaWRlbi13ZXN0LWF1c2JhdWVuLTM4NDI2ODE0P2NiPTE2NTcxOTE3MzQzNDkmIiwicmVmZXJyZXIiOiIiLCJzdWJkb21haW4iOiJ3d3cifQ== |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref><ref name="p+r weiden bicycle tower">{{Cite web |last=Esch |first=Susanne |date=9 September 2020 |title=Fahrradparkhaus für Köln-Weiden: Ein Bike Tower soll das Chaos ordnen |trans-title=Bicycle parking for Cologne-Weiden: A bike tower is supposed to end the chaos |url=https://www.ksta.de/koeln/lindenthal/fahrradparkhaus-fuer-koeln-weiden-ein-bike-tower-soll-das-chaos-ordnen-37458934 |url-status=live |archive-url=https://web.archive.org/web/20220707110215/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9saW5kZW50aGFsL2ZhaHJyYWRwYXJraGF1cy1mdWVyLWtvZWxuLXdlaWRlbi1laW4tYmlrZS10b3dlci1zb2xsLWRhcy1jaGFvcy1vcmRuZW4tMzc0NTg5MzQ/Y2I9MTY1NzE5MTczNTMyOSYiLCJyZWZlcnJlciI6IiIsInN1YmRvbWFpbiI6Ind3dyJ9 |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref><ref>{{Cite web |last=Esch |first=Susanne |date=14 November 2022 |title=Weiden-West: Kölner Turm soll mehr Pendler aufs Rad locken |url=https://www.ksta.de/koeln/lindenthal/weiden/weiden-west-koelner-turm-soll-mehr-pendler-aufs-rad-locken-370929 |url-status=live |access-date=16 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=16 November 2022 |archive-url=https://web.archive.org/web/20221116220919/https://www.ksta.de/koeln/lindenthal/weiden/weiden-west-koelner-turm-soll-mehr-pendler-aufs-rad-locken-370929 }}</ref>

===Butzweilerhof extension===
[[File:KVB Butzweilerhof.svg|200px|right|Stations on the extension]]
The [[Kölner Verkehrs-Betriebe|Kölner Verkehrsbetriebe]] (KVB) opened a {{convert|1.85|km|mi|abbr=on}} long extension from the former Ossendorf terminus into the Butzweilerhof/Gewerbegebiet Ossendorf area in December 2010.<ref name="expansion butzweilerhof">{{cite web |url=http://kvb-koeln.de/german/nachrichten/view.html?action=shownews&id=1411 |title=Kölner Verkehrs-Betriebe AG |publisher=Kvb-koeln.de |date=24 November 2008 |access-date=25 August 2013 |archive-url=https://web.archive.org/web/20120722202025/http://www.kvb-koeln.de/german/nachrichten/view.html?action=shownews&id=1411 |archive-date=22 July 2012 |url-status=dead }}</ref> Three new stations (Alter Flughafen Butzweilerhof, IKEA am Butzweilerhof and the new terminus, Sparkasse [[Am Butzweilerhof (KVB)|Am Butzweilerhof]]) were added to the existing Line 5. Construction of the extension cost about {{Currency|18 million|EUR}}, with €5 million being financed through a charge on the companies which will benefit from the extension. The remaining €13 million was financed by the [[:de:Kölner Verkehrsbetriebe|KVB Köln]] (Cologne Transit Authority).<ref name="line 5">{{Cite web |last=Anemüller |first=Stephan |date=2 May 2017 |title=Die neue Linie 5 – ein öffentlich-private Partnerschaft |trans-title=The new line 5 – a public-private partnership |url=https://blog.kvb-koeln.de/die-neue-linie-5-eine-oeffentlich-private-partnerschaft |url-status=live |archive-url=https://web.archive.org/web/20220120052407/https://blog.kvb-koeln.de/die-neue-linie-5-eine-oeffentlich-private-partnerschaft |archive-date=20 January 2022 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

The extension begins near the former Ossendorf terminus (which has been closed), crosses the tracks of the HGK, follows the southern edge of the Hugo-Eckener-Strasse with the 1st station (Alter Flughafen Butzweilerhof) being sited at the corner of Hugo-Eckener-Strasse and Köhlstrasse. It then follows a new street which continues east from Köhlstraße. The line passes the new IKEA am Butzweilerhof store (2nd station), crosses the new extension of Richard-Byrd-Straße, and ends at the intersection of Richard-Byrd-Straße and Von-Hünefeld-Straße.<ref name="line 5" />

=== Mengenich ===
[[File:KVB Mengenich.svg|alt=Map of the expansion to mengenich|right|frameless|263x263px]]
For the newly built neighborhood [[Bocklemünd/Mengenich]] a connection to the tram network has been planned since the 1960s. This connection was supposed to cross the Militärringstraße on a bridge and the run through a green space to the Autobahn A1 where the line would've ended in a turning loop. This initial planning was first lowered in priority, and later made impossible by an expansion of the Militärringstraße. In 2002, line 3 was expanded to the new terminus Mengenich Ollenhauerring as the first part of a planned expansion to the center of Görling including a tunnel. The planned tunnel was not deemed financeable by NRW and so the city council decided in 2006 that a routing along the surface, that only passed along the edge of the residential area, would be done.

Several variants of the now high priority project along Militärringsstraße to Tollerstraße, Schumacherring or Buschweg were prepared and presented to residents for discussion in 2008. On 6 February 2018 the construction of the new terminus station at Schumacherring began, with it being opened on August 27 of the same year.<ref name="history 2005" /><ref name="expansion mengenich">{{Cite web |date=6 February 2018 |title=Verlängerung der Stadtbahnlinie 3 |trans-title=Extension of line 3 |url=https://www.stadt-koeln.de/politik-und-verwaltung/presse/verlaengerung-der-stadtbahnlinie-3-1 |url-status=live |archive-url=https://web.archive.org/web/20220707110217/https://www.stadt-koeln.de/politik-und-verwaltung/presse/verlaengerung-der-stadtbahnlinie-3-1 |archive-date=7 July 2022 |access-date=6 July 2022 |website=Stadt Köln}}</ref><ref name="expansion görlinger zentrum">{{Cite web |date=28 August 2018 |title=Neue Endhaltestelle der Linie 3 "Görlinger-Zentrum" eröffnet |trans-title=New terminus of line 3 "Görlinger-Center" opened |url=https://www.kvb.koeln/aktuelles/meldung.html?action=shownews&id=84 |url-status=dead |archive-url=https://web.archive.org/web/20180830005226/https://www.kvb.koeln/aktuelles/meldung.html?action=shownews&id=84 |archive-date=30 August 2018 |access-date=6 July 2022 |website=kvb.koeln}}</ref>

=== Brühl double-track ===
In 2015 the city council approved the expansion to double-track the part of line 18 between Brühl-Mitte and Brühl-Badorf.<ref>{{Cite web |date=25 February 2015 |title=Zweigleisiger Ausbau der Linie 18 in Brühl |trans-title=Adding double track for line 18 in Brühl |url=http://www.kvb-koeln.de/german/nachrichten/view.html?action=shownews&page=1&id=2448 |url-status=dead |archive-url=https://web.archive.org/web/20150402092941/http://www.kvb-koeln.de/german/nachrichten/view.html?action=shownews&page=1&id=2448 |archive-date=2 April 2015 |website=Kölner Verkehrs-Betriebe AG}}</ref> By December 2018, the new tracks had been built, but because a new railway control center and required inspections had delays, the new track could be opened in April 2019. Additional construction such as the upgrade of platforms along the track was finished by mid 2020.<ref name="double track brühl">{{Cite web |title=Zweigleisiger Ausbau Linie 18 |trans-title=Double track expansion of line 18 |url=https://www.bruehl.de/zweigleisiger-ausbau-linie-18--2-.aspx |url-status=live |access-date=25 July 2022 |website=Stadt Brühl |archive-date=25 July 2022 |archive-url=https://web.archive.org/web/20220725154548/https://www.bruehl.de/zweigleisiger-ausbau-linie-18--2-.aspx }}</ref>

==Current and future expansion==

=== North-South Stadtbahn ===
The North-South Stadtbahn (NSS) is made up of three stages:

# Two parallel tunnels from Breslauer Platz to Marktstraße, connecting to the existing Innenstadttunnel
# A track from Bonner Wall to Schönhauser Straße connecting the route to the Rheinuferbahn
# 4 more surface stations along Bonner Straße from Marktstraße to Arnoldshöhe

==== Background ====
[[Image:KVB NordSuedStadtbahn.svg|200px|All 3 stages of the North-South rail|alt=Map of the North-South line under construction|thumb]]First considerations to connect the north and south of the city center were already undertaken in the 1970s, and actual planning was started by the city in 1983.<ref>{{Cite web |title=Nord-Süd Stadtbahn Köln: Chronik |url=https://www.nord-sued-stadtbahn.de/projekt/chronik/index.html |url-status=live |access-date=6 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170543/https://www.nord-sued-stadtbahn.de/projekt/chronik/index.html }}</ref> A direct connection of the north to the south is needed, because part of the Innenstadttunnel is operating at capacity with 30 trains per hour serving it.<ref name="rush hour" /> Because the old tunnel was built using a [[cut-and-cover]] technique, it follows major roads distant from the old city center with its narrow alleys. The first stage aims at fixing these problems, by rerouting line 16 from the Innenstadttunnel to the newly built one and building new stations directly under the old city center. Additionally, travel time on line 16 will be decreased by eight minutes and it is one of the last steps in the separation of the high-floor and low-floor networks. The new {{Convert|3|km|mi|abbr=on}} long tunnel is the first newly built line since the opening of the original downtown tunnel in 1968, while every tunnel opened in between had been a replacement for previous surface lines. It will be used by lines 5, 16 and 17 once complete.<ref>{{Cite web |title=Nord-Süd Stadtbahn Köln: Stadtbahn-Netzwerk in der Zukunft |trans-title=North-South rail Cologne: rail network in the future |url=https://www.nord-sued-stadtbahn.de/projekt/gruende/netz_zukunft.html |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170544/https://www.nord-sued-stadtbahn.de/projekt/gruende/netz_zukunft.html }}</ref>

The second stage is only to connect the line to the Rheinuferbahn, necessary for line 16's operation.<ref>{{Cite web |title=Broschüre Zweite Baustufe |trans-title=Brochure second building stage |url=https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=39 |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=25 July 2022 |archive-url=https://web.archive.org/web/20220725113507/https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=39 }}</ref>

The third stage aims to provide a better service for the residents of the Südstadt, [[Bayenthal]], Marienburg and Raderberg by extending line 5, decreasing the travel time from the end of [[Bundesautobahn 555|A 555]] to the [[Köln Hauptbahnhof|Hauptbahnhof]] from 30 minutes to just 13.<ref>{{Cite web |date=November 2017 |title=3. Baustufe Nord-Süd-Stadtbahn |trans-title=3rd building stage North-South rail |url=https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=23 |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170545/https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=23 }}</ref>

==== Tunnel collapse and delays ====
On 3 March 2009 the [[Historisches Archiv der Stadt Köln|building of the city's archive]] collapsed into the first stage's tunnel under construction on the Severinstraße between stations Severinstraße and Heumarkt, killing two people. Poor construction, the theft of necessary iron reinforcements and several ground water break-ins into the tunnel, which were not reported or controlled properly by the construction company, are among the alleged causes for this catastrophe.<ref name="ksta_protokoll">{{cite web |last= |first= |date=23 February 2010 |title=U-Bahn: Das Protokoll eines Versagens |trans-title=U-Bahn: The protocol of a failure |url=https://www.ksta.de/u-bahn-das-protokoll-eines-versagens-13065724 |url-status=live |archive-url=https://web.archive.org/web/20160321171450/http://www.ksta.de/u-bahn-das-protokoll-eines-versagens-13065724 |archive-date=21 March 2016 |access-date=22 April 2013 |website=[[Kölner Stadt-Anzeiger]] |publisher= |language=de}}</ref><ref name="ksta_fugenblech">{{cite web |title=Archiveinsturz: Beschädigtes Fugenblech als Indiz |trans-title=Archive collapse: Damaged "Fugenblech" as evidence |url=http://www.ksta.de/html/artikel/1277385900119.shtml |url-status=dead |archive-url=https://archive.today/20130206173332/http://www.ksta.de/html/artikel/1277385900119.shtml |archive-date=6 February 2013 |access-date=22 April 2013 |publisher=Ksta.de |language=de}}</ref>

In 2012, line 5 was re-routed from its previous terminus Reichensbergerplatz to the already finished part of the NSS, now serving Rathaus (city hall) station.<ref>{{Cite web |date=7 December 2012 |title=Nord-Süd Stadtbahn Köln: Ab 9. Dezember 2012 unterirdisch mit der Stadtbahn bis zum Rathaus |trans-title=North-South rail Cologne: Starting 9th of December 2012 in the underground to the city hall |url=https://www.nord-sued-stadtbahn.de/pressemitteilungen/view.html?action=shownews&page=14&id=845 |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170534/https://www.nord-sued-stadtbahn.de/pressemitteilungen/view.html?action=shownews&page=14&id=845 }}</ref> A further expansion to Heumarkt opened in December 2013.<ref name="pr_nss">{{cite web |title=Nord-Süd-Stadtbahn Köln |url=http://stadtbahn.relaunch.net/german/news/press.html?NID=737 |url-status=dead |archive-url=https://web.archive.org/web/20110724032509/http://stadtbahn.relaunch.net/german/news/press.html?NID=737 |archive-date=24 July 2011 |access-date=22 May 2022 |website=stadtbahn.relaunch.net}}</ref> The 4 stations south of the collapse, Bonner Wall to Severinstraße, and the 2nd stage of the project were opened on 13 December 2015, served by line 17.<ref name="nss new stations">{{cite web |last=Reimann |first=Anna |title=Nord-Süd-Stadtbahn in Köln: Das sind die neuen Haltestellen der KVB-Linie 17 |trans-title=North-South rail in Cologne: These are the new stations of line 17 |url=http://www.ksta.de/koeln/das-sind-die-neuen-haltestellen-der-kvb-linie-17-sote-23268438 |url-status=live |archive-url=https://web.archive.org/web/20170506014858/http://www.ksta.de/koeln/das-sind-die-neuen-haltestellen-der-kvb-linie-17-sote-23268438 |archive-date=6 May 2017 |access-date=14 April 2018 |website=ksta.de}}</ref><ref name="line 17 timetable">{{Cite web |title=Nord-Süd Stadtbahn: Linie 17 Fahrplan |trans-title=North-South rail: Line 17 timetable |url=https://www.nord-sued-stadtbahn.de/buergerfest/linie_17/fahrplan.html |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170548/https://www.nord-sued-stadtbahn.de/buergerfest/linie_17/fahrplan.html }}</ref>

The next step of the expansion will be an above ground extension from the Marktstr. Station down Bonner Straße, through Bayenthal. Construction started in January 2022 and should be completed at the end of 2025.<ref>{{Cite web |title=3. Baustufe Nord-Süd Stadtbahn |trans-title=3rd building stage North-South rail |url=https://www.stadt-koeln.de/artikel/20118/index.html |url-status=live |access-date=7 July 2022 |website=Stadt Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170533/https://www.stadt-koeln.de/artikel/20118/index.html }}</ref> Full operation of the North-South Rail Tunnel will not be achieved until 2029 due to the issues of stabilizing the section of tunnel that collapsed in 2009.<ref>{{cite web |last=Damm |first=Andreas |title=Kölner Stadtarchiv: Wer soll die U-Bahn weiterbauen? |trans-title=Cologne's City archive: Who should continue building the U-Bahn? |url=http://www.ksta.de/koeln/koelner-stadtarchiv-wer-soll-die-u-bahn-weiterbauen--23911086 |url-status=live |archive-url=https://web.archive.org/web/20160826054854/http://www.ksta.de/koeln/koelner-stadtarchiv-wer-soll-die-u-bahn-weiterbauen--23911086 |archive-date=26 August 2016 |access-date=14 April 2018 |website=ksta.de}}</ref><ref>{{Cite web |last1=Görtz |first1=Oliver |last2=Hümmeler |first2=Christian |date=11 December 2017 |title=Archiveinsturz: Nord-Süd-Stadtbahn fährt nicht vor 2025 |trans-title=Archive collapse: North-South rail won't run before 2025 |url=https://www.ksta.de/koeln/archiveinsturz-nord-sued-stadtbahn-faehrt-nicht-vor-2025-29279040 |url-status=live |archive-url=https://web.archive.org/web/20220705142224/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9hcmNoaXZlaW5zdHVyei1ub3JkLXN1ZWQtc3RhZHRiYWhuLWZhZWhydC1uaWNodC12b3ItMjAyNS0yOTI3OTA0MD9jYj0xNjU3MDMwOTQ0NTE5JiIsInJlZmVycmVyIjoiIiwic3ViZG9tYWluIjoid3d3In0= |archive-date=5 July 2022 |access-date=6 May 2020 |website=Kölner Stadt-Anzeiger |language=de-DE}}</ref><ref>{{Cite web |last=Meyer |first=Gudrun |date=24 February 2021 |title=Gleiswechsel Waidmarkt |url=https://blog.kvb-koeln.de/gleiswechsel-waidmarkt |url-status=live |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=17 September 2021 |archive-url=https://web.archive.org/web/20210917202420/https://blog.kvb-koeln.de/gleiswechsel-waidmarkt }}</ref>

==== Cost ====
The extra cost of approximately 4 million euro is planned to mitigate the negative perception of the NSS project due to the collapse as well as budget increases, late completion (originally planned for 2011) and disruption. To avoid the possible destruction of [[archaeology|archaeological]] artefacts underneath one of the oldest cities in Germany, the NSS was bored down to nearly {{Convert|30|m|ft|abbr=on}} below ground level. At the location of the future stations, however, archaeological digs were still required and are cited as one of the reasons for the already significant cost overruns. While initially estimated to cost around 600 million euro, the current price tag is calculated at around 960 million euro. Because the second stage, connecting the tunnel to the line along the Rhine river has not yet been tendered, but is expected to cost another 100 million, total cost is expected to be 1.1 billion euro.<ref>{{Cite web |last=Henning |first=Martin |date=8 February 2022 |title=Nord-Süd-Stadtbahn Köln: Streckenverlauf, Baustufen, Kosten, Dauer |trans-title=North-South rail Cologne: routing, stages, costs, duration |url=https://www.24rhein.de/koeln/innenstadt/nord-sued-bahn-koeln-streckenverlauf-baustufen-kosten-dauer-91164122.html |url-status=live |access-date=7 July 2022 |website=24 Rhein |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170533/https://www.24rhein.de/koeln/innenstadt/nord-sued-bahn-koeln-streckenverlauf-baustufen-kosten-dauer-91164122.html }}</ref>

=== StadtBahn South ===
As a 4th stage of the North-South Stadtbahn an extension from Arnoldshöhe to Rondorf and Meschenich was proposed already in 1992. This project has since been renamed to StadtBahn South and is planned independently from the North-South Stadtbahn. The first stage of the project will only reach the northern edge of Meschenich, while a second stage will continue to its southern end. The project will also connect the development area Rondorf Nord-West, where 3300 new homes will be built in the next years, directly to the city center.<ref name=":0">{{Cite web |date=5 May 2018 |title=65 Millionen: Ausbau der Stadtbahn nach Meschenich kann auf Fördergelder hoffen |trans-title=65 Million: Extension of the Stadtbahn to Meschenich is expected to be granted funds |url=https://www.rundschau-online.de/koeln/65-millionen-ausbau-der-stadtbahn-nach-meschenich-kann-auf-foerdergelder-hoffen-241243 |url-status=live |access-date=22 April 2023 |website=Kölnische Rundschau |language=de |archive-date=22 April 2023 |archive-url=https://web.archive.org/web/20230422144422/https://www.rundschau-online.de/koeln/65-millionen-ausbau-der-stadtbahn-nach-meschenich-kann-auf-foerdergelder-hoffen-241243 }}</ref><ref>{{Cite web |last=Süsser |first=Ulrike |date=27 October 2018 |title=Bis Rondorf und Meschenich: Lokalpolitiker beraten über Verlängerung der Linie 5 |trans-title=To Rondorf and Meschenich: Local politicians debate about extension of line 5 |url=https://www.ksta.de/koeln/rodenkirchen/bis-rondorf-und-meschenich-lokalpolitiker-beraten-ueber-verlaengerung-der-linie-5-299005 |url-status=live |access-date=22 April 2023 |website=Kölner Stadt-Anzeiger |language=de |archive-date=24 April 2023 |archive-url=https://web.archive.org/web/20230424160536/https://www.ksta.de/koeln/rodenkirchen/bis-rondorf-und-meschenich-lokalpolitiker-beraten-ueber-verlaengerung-der-linie-5-299005 }}</ref>

The biggest problem of the project is crossing the ''Verteilerkreisel'' at the end of the [[Bundesautobahn 555|Autobahn A 555]] directly after the last station of stage 3, ''Arnoldshöhe''. Here, several different solutions were evaluated:

* A tunnel below the roundabout
* A bridge above it
* Two at grade crossings going around the roundabout<ref name=":0" />

Evaluation showed that all three solutions were possible, with cost-benefit ratios between 1.0 for the tunnel and 1.4 for the at-grade solution, which means that all solutions are possible to be funded partially by the state and federal government. Residents preferred the at-grade solution, while the city pushed the bridge or tunnel.<ref>{{Cite web |last=Süsser |first=Ulrike |date=31 May 2017 |title=Köln Rodenkirchen: Nord-Südstadtbahn zwischen Rondorf und Meschenich in der Diskussion |trans-title=Cologne Rodenkirchen: North-South Stadtbahn between Rondorf and Meschenich being discussed |url=https://www.ksta.de/koeln/rodenkirchen/koeln-rodenkirchen-nord-suedstadtbahn-zwischen-rondorf-und-meschenich-in-der-diskussion-164809 |url-status=live |access-date=22 April 2023 |website=Kölner Stadt-Anzeiger |language=de |archive-date=22 April 2023 |archive-url=https://web.archive.org/web/20230422144421/https://www.ksta.de/koeln/rodenkirchen/koeln-rodenkirchen-nord-suedstadtbahn-zwischen-rondorf-und-meschenich-in-der-diskussion-164809 }}</ref> In March of 2023 the city council decided that the preferred solution would be the bridge, but that the at-grade solution would also be continued to be planned. This was due to the lower cost than the tunnel, the disadvantages of at-grade crossings, the about {{Convert|700|m|yd|abbr=on}} shorter route, the complete replacement of bus line 132 which currently takes 44 minutes to complete the journey into the city center, the smaller impact on the green spaces and adjacent neighborhood and because this route was intended in the planning of the development area Rondorf Nord-West removing the need to change its plans.<ref name=":1">{{Cite web |date=23 March 2023 |title=SessionNet {{!}} TOP Ö 10.13: StadtBahn Süd - Trassenfestlegung und Entscheidung zur weiteren Planung |trans-title=SessionNet {{!}} TOP Ö 10.13: StadtBahn South - Route determination and decision to continue planning |url=https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=370691 |url-status=live |access-date=22 April 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=20 April 2023 |archive-url=https://web.archive.org/web/20230420174611/https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=370691 }}</ref>

There are three stations planned in Rondorf, called ''Rondorf Nord'', ''Rondorf Mitte'' and ''Rondorf South''. The bridge above the roundabout will need to incorporate the red steel-stele that stands in the middle of the roundabout into its design. This stele is part of an artwork by [[Lutz Fritsch]] called "''Standortmitte''" ("middle of the location") that consists of two identical steles at both ends of the A 555 connecting the cities of Cologne and Bonn. To protect a [[drinking water]] protection zone the route passes through the adjacent street ''Am Wasserwerkswäldchen'' will be closed for through-traffic and a gas station located on the roundabout will also be closed.<ref name=":1" />

In Meschenich [[Park and ride|Park and Ride]] facilities are planned on both ends of the town and the Stadtbahn is supposed to operate on the street where traffic will be reduced by a bypass that's already in construction.<ref>{{Cite web |title=StadtBahn Süd für Rondorf und Meschenich |url=https://www.stadt-koeln.de/artikel/68749/index.html |url-status=live |archive-url=https://web.archive.org/web/20220813130153/https://www.stadt-koeln.de/artikel/68749/index.html |archive-date=13 August 2022 |access-date=13 August 2022 |website=Stadt Köln}}</ref><ref>{{Cite web |title=B51n: Ortsumgehung Köln-Meschenich - Bauphase |trans-title=B51n: Bypass Cologne-Meschenich - Construction Phase |url=https://www.strassen.nrw.de/de/b51n-ortsumgehung-koeln-meschenich-bauphase.html |url-status=live |access-date=22 April 2023 |website=Straßen.NRW |language=de |archive-date=22 April 2023 |archive-url=https://web.archive.org/web/20230422144423/https://www.strassen.nrw.de/de/b51n-ortsumgehung-koeln-meschenich-bauphase.html }}</ref>

The second stage of the project, continuing the line from the northern to the southern end of Meschenich, was also approved and planning was started.<ref name=":1" />

=== East-West axis ===
With line 1 being the 2nd most used line<ref name="line 1">{{Cite web |last=Weiß |first=Regina |date=12 June 2018 |title=Von Ost nach West von West nach Ost – die Linie 1 |trans-title=From east to west from west to east – line 1 |url=https://blog.kvb-koeln.de/von-ost-nach-west-von-west-nach-ost-die-linie-1 |url-status=live |archive-url=https://web.archive.org/web/20210918004306/https://blog.kvb-koeln.de/von-ost-nach-west-von-west-nach-ost-die-linie-1 |archive-date=18 September 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> and line 7 and 9 running on the same surface-level tracks in the city center, the rail section at [[Neumarkt station|Neumarkt]] is operating at capacity,<ref name="rush hour" /> while more capacity is needed especially on line 1. To address this growing issue, new {{Convert|90|m|ft|abbr=on}} long trains will be used, increasing capacity by 50%. This upgrade needs longer platforms however, for which line 1 has been divided into four parts that need different kinds of upgrades.<ref name="east west rail expansion">{{Cite web |title=Kapazitätserweiterung auf der Ost-West-Achse – Stadt Köln |url=https://www.stadt-koeln.de/artikel/66555/index.html |url-status=live |access-date=3 September 2022 |website=Stadt-Köln |language=de |archive-date=3 September 2022 |archive-url=https://web.archive.org/web/20220903211941/https://www.stadt-koeln.de/artikel/66555/index.html }}</ref>

==== West ====
This part between [[Köln-Weiden West station|Weiden West]] and Universitätsstraße runs completely on the surface in the middle of Aachener Straße. In this part, platforms and turning loops will have to be upgraded to fit the longer trains. Planning started in 2018, and between August 15 and 4 September 2022, feedback for the plans could be given online.<ref>{{Cite web |date=15 August 2022 |title=Planungen Bereich West {{!}} Beteiligungsportal der Stadt Köln |url=https://meinungfuer.koeln/owa-west |url-status=live |access-date=3 September 2022 |website=Beteiligungsportal der Stadt Köln |language=de |archive-date=3 September 2022 |archive-url=https://web.archive.org/web/20220903211945/https://meinungfuer.koeln/owa-west }}</ref> Construction is expected to start in the middle of 2027.<ref name="east west rail expansion" />

==== City Center ====
This part lies between [[Moltkestraße station|Moltkestraße]] and [[Heumarkt station|Heumarkt]]. At stations Moltkestraße and [[Rudolfplatz station|Rudolfplatz]] its two tracks run separate on one-way streets, and it then runs in the middle of a street until Heumarkt. Because of the demand in this part, building a tunnel is considered. The different options, all starting at [[Deutz Suspension Bridge|Deutzer Brücke]] (Deutz Bridge), run to:
# Neumarkt on lines 1, 7 and 9 ("short tunnel")
# Rudolfplatz on lines 1, 7 and Dasselstraße/Bf Süd on line 9 ("middle long tunnel")
# Melaten on lines 1,7 and University on line 9 in separate tunnels ("long tunnel variant A")
# Melaten on lines 1,7 and University on line 9 with a shared tunnel until Moltkestraße and subsequent routing through the green belt ("long tunnel variant B")<ref>{{Cite web |last=Meyer |first=Gudrun |date=14 March 2018 |title=Ausbau der Ost-West-Achse Kölns große Chance |trans-title=Expansion of the East-West-Axis Cologne's big chance |url=https://blog.kvb-koeln.de/ausbau-der-ost-west-achse-koelns-grosse-chance |url-status=live |archive-url=https://web.archive.org/web/20210117021607/https://blog.kvb-koeln.de/ausbau-der-ost-west-achse-koelns-grosse-chance |archive-date=17 January 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>
In an open discussion with residents, Stadtbahn users and car users in mid-2018, options 1 and 4 were rejected by everyone, while car users are against a tunnel completely. Stadtbahn users favour no tunnel or option 3, and residents support option 2 more than 3. Only options 1 and 2 could be financed by the state of NRW, while 3 and 4 would require large expenses of the city.<ref>{{Cite web |last=Meyer |first=Gudrun |date=17 July 2018 |title=Bürgerbeteiligung Ost-West-Achse: Was wollen die Kölner/innen? |trans-title=Public participation East-West-Axis: What do the people want? |url=https://blog.kvb-koeln.de/ober-oder-unterirdisch-die-buergerbeteiligung-zur-ost-west-achse |url-status=live |archive-url=https://web.archive.org/web/20210813142126/https://blog.kvb-koeln.de/ober-oder-unterirdisch-die-buergerbeteiligung-zur-ost-west-achse |archive-date=13 August 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

The stations not rebuilt underground, whether because no tunnel is built or because it is to short to reach them, will be lengthened to accommodate the longer trains as well. Which option to use, if any, will be decided until Q3 of 2023. Planning is anticipated to take until 2026, with construction starting in 2029.<ref name="east west rail expansion" />

==== Tunnel ====
The part between [[Deutzer Freiheit station|Deutzer Freiheit]] and Fuldaer Straße is already a tunnel with sufficiently long platforms. In this part accessibility will be improved and fire protection will be upgraded for the increasing amount of passengers.<ref name="east west rail expansion" />

==== East ====
The part between Höhenberg Frankfurter Straße and [[Bensberg station|Bensberg]] is overground and will be upgraded to feature longer stations, with the exception of Bensberg which is underground and already features long enough platforms, but will get improved fire protection like the other underground stations. Construction is expected to start in the middle of 2026.<ref name="east west rail expansion" />

=== Extension of line 17 to Bonn and line 7 to Langel ===
After the ''Nord-Süd-Stadtbahn'' is finished, line 17 will run alongside line 16 from [[Reichenspergerplatz station|Reichenspergerplatz]] to Sürth with a 5 min headway. The line will be extended to Bonn Hbf east of the Rhine, with the planning split into four parts:

#Building a new rail and pedestrian bridge across the Rhine, going from Godorf to Langel, and building the station ''Langel Süd'', shared with line 7.
#New track and two stations in Lülsdorf
#Upgrading a mostly single-track non-electrified freight railway between Lülsdorf, [[Niederkassel]], Rheidt and Mondorf, including 8 new stations.
#Building new track along a street between Mondorf/Bergheim and [[Beuel|Bonn-Beuel]] with 4 stations, which connects to the tracks of lines 66 and 67, from where the terminus Bonn Hbf. is then reached.
Alongside this extension, line 7 will also be extended to a new terminus in ''Langel Süd'', connecting to line 17. This is split in two parts:

# Extension from the terminus Zündorf, then ''Zündorf Nord'' to ''Zündorf Süd'' with 2 new stations''.''
# Extension from Zündorf to Langel, including 3 stations in Langel and the connection to line 17.

The project is planned to be completed in 2030, with the exception of the bridge across the Rhine, which has no estimated completion date as of now.<ref>{{Cite web |date=17 May 2022 |title=Stadtbahn Bonn-Niederkassel-Köln (Linie 17) und Verlängerung Linie 7 |trans-title=Stadtbahn Bonn-Niederkassel-Köln (line 17) and extension of line 7 |url=https://ratsinformation.stadt-koeln.de/vo0050.asp?__kvonr=105940 |url-status=live |access-date=14 January 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=14 January 2023 |archive-url=https://web.archive.org/web/20230114234211/https://ratsinformation.stadt-koeln.de/vo0050.asp?__kvonr=105940 }}</ref>

=== Stepless access to all platforms and trains ===
Because parts of the network were built before accessibility was a concern, many older stations don't feature elevators/ramps to get from street level to the platform without steps. Also, because the network started as a tram, was then partially operated with high-floor Stadtbahn vehicles, and then split into a high-floor (HF) and low-floor (LF) network, some platforms still don't feature level boarding, requiring the users to climb a few steps to enter the train. Seven of these stations can't be upgraded, because they're served by both HF and LF vehicles, while others could, but just haven't been upgraded yet. The LF lines feature level boarding everywhere, as they're compatible with old tram platforms, but parts at both ends of the trains are not accessible. Also a few LF platforms can't be reached without climbing steps, a notable example being the highly used station Friesenplatz. Equipping the HF lines with matching platforms could only be started in 2003, as until then large parts of the network were served by HF and LF lines. First the city center tunnel was converted step-by-step, and in 2010 lines 3 and 4 became the first to be fully accessible. Since then the missing platforms are concentrated on the lines 13 and 16, with a few missing on the other HF lines. Out of the 352 stations, 32 are not accessible, 12 have limited accessibility and 308 are fully accessible.<ref name="routes without steps">{{Cite web |date=December 2021 |title=Touren ohne Treppen Flyer |trans-title=Routes without steps |url=https://www.kvb.koeln/service/barrierefreiheit.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=906 |url-status=live |access-date=26 July 2022 |website=Kölner Verkehrs Betriebe AG |archive-date=26 July 2022 |archive-url=https://web.archive.org/web/20220726104943/https://www.kvb.koeln/service/barrierefreiheit.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=906 }}</ref>
{| class="wikitable"
|+
!Line
!style="background:#{{rcr|Cologne Stadtbahn|1}}; color:#fff; text-align:center;"| '''1'''
!style="background:#{{rcr|Cologne Stadtbahn|3}}; color:#fff; text-align:center;"| '''3'''
!style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;"| '''4'''
!style="background:#{{rcr|Cologne Stadtbahn|5}}; color:#fff; text-align:center;"| '''5'''
!style="background:#{{rcr|Cologne Stadtbahn|7}}; color:#fff; text-align:center;"| '''7'''
!style="background:#{{rcr|Cologne Stadtbahn|9}}; color:#fff; text-align:center;"| '''9'''
!style="background:#{{rcr|Cologne Stadtbahn|12}}; color:#fff; text-align:center;"| '''12'''
!style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;"| '''13'''
!style="background:#{{rcr|Cologne Stadtbahn|15}}; color:#fff; text-align:center;"| '''15'''
!style="background:#{{rcr|Cologne Stadtbahn|16}}; color:#fff; text-align:center;"| '''16'''
!style="background:#{{rcr|Cologne Stadtbahn|17}}; color:#fff; text-align:center;"| '''17'''
!style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;"| '''18'''
!Total
|-
|Stations
|37
|31
|29
|17
|33
|24
|27
|23
|23
|50
|8
|50
|352
|-
|with HF platforms
| –
|31
|29
|14
| –
| –
| –
| 9
| –
|40
|8
|47
|178
|-
|with LF platforms
|37
| –
| –
|3 <ref group="H">Appellhofplatz/Zeughaus, Subbelrather Str./Gürtel, Nußbaumerstr.</ref>
|33
|24
|27
|14 <ref group="H">Berrenrather Str./Gürtel, Euskirchener Str., Zülpicher Str./Gürtel, Gleueler Str./Gürtel, Dürener Str./Gürtel, Wüllnerstr., Aachener Str./Gürtel, Melatengürtel, Weinsbergstr./Gürtel, Subbelrather Str./Gürtel, Nußbaumerstr., Escher Str., Geldernstr./Parkgürtel, Slabystr.</ref>
|23
|10 <ref group="H">Reichenspergerplatz, Barbarossaplatz, Eifelstr., Ulrepforte, Chlodwigplatz, Ubierring, Urfeld, Widdig, Uedorf, Hersel</ref>
| –
|3 <ref group="H">Slabystr., Reichenspergerplatz, Barbarossaplatz</ref>
|174
|}
<references group="H" />

=== Longer trains and platforms ===
Because of the increasing demand throughout the system that can no longer be met by increasing frequency in some parts of the system,<ref name="rush hour" /><ref name="line 1" /> lines 1, 4, 9, 13 and 18 will be operated by longer trains in the future. Line 1 and possibly line 9 will have their platforms lengthened to {{Convert|90|m|ft|abbr=on}} as part of the east–west rail project, and will then be operated by {{Convert|90|m|ft|abbr=on}} long trains.<ref name="low floor trains">{{Cite web |title=Niederflurfahrzeuge |trans-title=Low floor trains |url=https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/niederflur.html |url-status=live |archive-url=https://web.archive.org/web/20220617213936/https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/niederflur.html |archive-date=17 June 2022 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref> Lines 4, 13 and 18 will have in total 39 platforms upgraded to accommodate new {{Convert|70|m|ft|abbr=on}} long trains and add sufficient fire protection for the increasing number of passengers in underground stations.<ref>{{Cite web |title=KVB modernisiert ihre Stadtbahn-Flotte |trans-title=KVB modernizes its Stadtbahn vehicles |url=https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/ |url-status=live |access-date=26 July 2022 |website=Kölner Verkehrs Betriebe AG |language=de |archive-date=26 July 2022 |archive-url=https://web.archive.org/web/20220726145121/https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/ }}</ref><ref name="customer magazine 57">{{Cite web |date=December 2021 |title=Kundenzeitung der KVB Ausgabe 57 (Dezember 2021) |trans-title=KVB Customer magazine 57 (December 2021) |url=https://www.kvb.koeln/unternehmen/presse/publikationen/koelntakt.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=3506 |url-status=live |access-date=25 July 2022 |website=Kölner Verkehrs Betriebe AG |language=de |archive-date=17 January 2022 |archive-url=https://web.archive.org/web/20220117102915/https://www.kvb.koeln/unternehmen/presse/publikationen/koelntakt.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=3506 }}</ref>

=== Other plans ===
All of these plans have been brought up by a political party, and some are in different planning stages currently.
{| class="wikitable"
|+
!Line
!Expansion
|-
| style="background:#{{rcr|Cologne Stadtbahn|1}}; color:#fff; text-align:center;" | '''1'''
|Extension from [[Bensberg|Bergisch Gladbach-Bensberg]] from further east [[Moitzfeld|Bergisch Gladbach-Moitzfeld]] to [[Gladbach-Herkenrath]] Kürten-Spitze.<ref>{{cite web |author=Claus Boelen-Partile |title=Der Zug ist noch nicht abgefahren |trans-title=The train has not yet been moved |url=http://www.ksta.de/region/rhein-berg-oberberg/kuerten/verlaengerung-der-strassenbahnlinie-1-der-zug-ist-noch-nicht-abgefahren-22746266 |url-status=live |archive-url=https://web.archive.org/web/20220705142225/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9yZWdpb24vcmhlaW4tYmVyZy1vYmVyYmVyZy9rdWVydGVuL3ZlcmxhZW5nZXJ1bmctZGVyLXN0cmFzc2VuYmFobmxpbmllLTEtZGVyLXp1Zy1pc3Qtbm9jaC1uaWNodC1hYmdlZmFocmVuLTIyNzQ2MjY2P2NiPTE2NTcwMzA5NDU5MTcmIiwicmVmZXJyZXIiOiIiLCJzdWJkb21haW4iOiJ3d3cifQ== |archive-date=5 July 2022 |access-date=28 August 2017}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;" | '''4'''
|Connection of the district Widdersdorf from Mengenich. The city initially preferred a variant using line 1 due to lower costs and better service for residents,<ref>{{cite web |title=Tagesordnungspunkt |url=https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=190629 |url-status=live |archive-url=https://web.archive.org/web/20181203202719/https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=190629 |archive-date=3 December 2018 |access-date=14 April 2018 |website=ratsinformation.stadt-koeln.de}}</ref> but it was decided that line 4 should be used.<ref>{{Cite web |last=Attenberger |first=Tim |date=18 January 2022 |title=KVB: Stadtbahn-Linie 4 soll bis Köln-Widdersdorf fahren |trans-title=KVB: Line 4 planned to run to Cologne-Widdersdorf |url=https://www.ksta.de/koeln/kvb-stadtbahn-linie-4-soll-bis-koeln-widdersdorf-fahren-39390822 |url-status=live |access-date=25 July 2022 |website=Kölner Stadt-Anzeiger |archive-date=18 January 2022 |archive-url=https://web.archive.org/web/20220118193944/https://www.ksta.de/koeln/kvb-stadtbahn-linie-4-soll-bis-koeln-widdersdorf-fahren-39390822 }}</ref> A later continuation to [[Niederaußem]] is also considered.<ref>{{Cite web |last=Teichert |first=Florian |date=15 September 2021 |title=Rhein-Erft: Große Zustimmung für Stadtbahnlinie von Köln über Pulheim nach Niederaußem |trans-title=Rhein-Erft: High approval for line from Cologne via Pulheim to Niederaußem |url=https://www.ksta.de/region/rhein-erft/rhein-erft-grosse-zustimmung-fuer-stadtbahnlinie-von-koeln-ueber-pulheim-nach-niederaussem-39031342 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=5 November 2021 |archive-url=https://web.archive.org/web/20211105073522/https://www.ksta.de/region/rhein-erft/rhein-erft-grosse-zustimmung-fuer-stadtbahnlinie-von-koeln-ueber-pulheim-nach-niederaussem-39031342 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;" | '''4'''
|An extension from Schlebusch station to a clinic inside [[Schlebusch]] or even to the city of [[Odenthal]] is in discussion, but the existing line would have to be double-tracked first.<ref name="line 4" />
|-
| style="background:#{{rcr|Cologne Stadtbahn|5}}; color:#fff; text-align:center;" | '''5'''
|Extension from Butzweilerhof to Longerich, where it could connect to the [[S-Bahn Rhein-Ruhr]] and / or line 15.
|-
| style="background:#{{rcr|Cologne Stadtbahn|7}}; color:#fff; text-align:center;" | '''7'''
|Extension to the new development area [[Grube Carl]] in [[Frechen]] and possibly further to [[Habbelrath|Frechen-Habbelrath]]. An extension to [[Kerpen]] is also already in discussion.<ref>{{Cite web |last=Reinartz |first=Patrick |date=7 October 2020 |title=KVB-Linie 7: Nächster Schritt zur Verlängerung der Strecke von Frechen nach Kerpen |trans-title=Line 7: Next step for the expansion from Frechen to Kerpen |url=https://www.ksta.de/region/rhein-erft/frechen/kvb-linie-7-naechster-schritt-zur-verlaengerung-der-strecke-von-frechen-nach-kerpen-37448278 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|Extension from Sülzgürtel to the Rhine following the [[List of streets in Cologne#Cologne Belt|cologne belt]].<ref name="line 13" /> Currently, both a surface and underground track are considered.<ref name="line 14 proposal">{{Cite web |last=Damm |first=Andreas |date=8 March 2021 |title=KVB-Linie 13: Stadtverwaltung verärgert mit U-Bahn-Ausschreibung – Linie 14 als Option |trans-title=Line 13: City council not happy with underground proposal – line 14 as an option |url=https://www.ksta.de/koeln/kvb-linie-13-stadtverwaltung-veraergert-mit-u-bahn-ausschreibung---linie-14-als-option-38151972 |url-status=live |access-date=25 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=9 March 2021 |archive-url=https://web.archive.org/web/20210309115220/https://www.ksta.de/koeln/kvb-linie-13-stadtverwaltung-veraergert-mit-u-bahn-ausschreibung---linie-14-als-option-38151972 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|Extension from Mülheim to Ostheim and later to the S-Bahnhof Frankfurter Straße<ref name="line 13" /> or completing the ring including a new crossing of the Rhine.<ref>{{Cite web |date=27 September 2022 |title=ÖPNV-Netzentwicklung - Sachstand 2022 |url=https://ratsinformation.stadt-koeln.de/vo0050.asp?__kvonr=107470 |url-status=live |access-date=16 February 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=14 January 2023 |archive-url=https://web.archive.org/web/20230114205255/https://ratsinformation.stadt-koeln.de/vo0050.asp?__kvonr=107470 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|10 stations from Berrenrather Straße/Gürtel to Venloer Straße/Gürtel will be upgraded with high-floor platforms, and some will be lengthened.<ref>{{Cite web |date=23 August 2022 |title=Beschlussvorlage - 0150_2022_Beschlussvorlage_Rat.pdf |url=https://buergerinfo.stadt-koeln.de/getfile.asp?id=801064&type=do |url-status=live |access-date=28 September 2022 |website=Informationssystem für Bürgerinnen und Bürger der Stadt Köln |language=de |archive-date=28 September 2022 |archive-url=https://web.archive.org/web/20220928170701/https://buergerinfo.stadt-koeln.de/getfile.asp?id=801064&type=do }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|Construction of two additional stations at Niehler Straße and Bolternstraße. Both will be elevated and equipped with side-platforms suitable for {{Convert|70|m|ft|abbr=on}} long trains.<ref>{{Cite web |date=26 September 2022 |title=Neubau von zwei Stadtbahnhaltestellen im Bezirk Nippes |url=https://meinungfuer.koeln/group/zwei-neue-haltestellen-fuer-die-linie-13 |url-status=live |access-date=28 September 2022 |website=Beteiligungsportal der Stadt Köln |language=de |archive-date=28 September 2022 |archive-url=https://web.archive.org/web/20220928172008/https://meinungfuer.koeln/group/zwei-neue-haltestellen-fuer-die-linie-13 }}</ref>
|-
| style="background:#888; color:#fff; text-align:center;" | '''14'''
|Construction of a new circumferential low-floor line that runs from the university on Universitätsstraße, Weißhausstraße and through Raderberg and Bayenthal before reaching the Rhine. The line could then be extended north to Ehrenfeld on Universitätsstraße/Innere Kanalstraße, and in the south it could run over a new bridge across the Rhine connecting with line 7.<ref name="line 14 proposal" /><ref name="line 14">{{Cite web |last=Akyüz |first=Adnan |date=5 March 2021 |title=Köln: Grüne fordern neue Straßenbahn-Linie 14 der KVB |url=https://www.express.de/koeln/koeln-gruene-fordern-neue-strassenbahn-linie-14-der-kvb-48057 |url-status=live |access-date=25 July 2022 |website=Express |language=de |archive-date=25 July 2022 |archive-url=https://web.archive.org/web/20220725131604/https://www.express.de/koeln/koeln-gruene-fordern-neue-strassenbahn-linie-14-der-kvb-48057 }}</ref>
|-
|{{diagonal split header|{{color|#fff|12}}|{{color|#fff|15}}|#{{rcr|Cologne Stadtbahn|12}}|#{{rcr|Cologne Stadtbahn|15}}}}
|Extension of the tunnel on the Neusser Straße from Mollwitzstraße to Wilhelm-Sollmann-Straße, as originally planned when the tunnel was built.
|-
|{{diagonal split header|{{color|#fff|3}}|{{color|#fff|18}}|#{{rcr|Cologne Stadtbahn|3}}|#{{rcr|Cologne Stadtbahn|18}}}}
|Extension from Thielenbruch to the city center of Bergisch Gladbach through the closed down Paper Fabric Zanders, which will restore a connection that had been present until 1958.<ref>{{Cite web |last=Boelen-Theile |first=Claus |date=22 January 2022 |title=KVB-Station auf Zanders-Gelände? Straßenbahn soll wieder nach Gladbach kommen |trans-title=KVB station on Zanders ground? Stadtbahn planned to run to Gladbach again |url=https://www.ksta.de/region/rhein-berg-oberberg/bergisch-gladbach/kvb-station-auf-zanders-gelaende--strassenbahn-soll-wieder-nach-gladbach-kommen-39391144 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=20 January 2022 |archive-url=https://web.archive.org/web/20220120080527/https://www.ksta.de/region/rhein-berg-oberberg/bergisch-gladbach/kvb-station-auf-zanders-gelaende--strassenbahn-soll-wieder-nach-gladbach-kommen-39391144 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;" | '''18'''
|Building a short tunnel below [[List of streets in Cologne#Militärringstraße|Militärringstraße]].<ref>{{Cite web |last=Eickler |first=Marion |date=27 January 2016 |title=Verkehr in Köln: Kreuzung am Militärring bekommt einen KVB-Tunnel |trans-title=Traffic in Cologne: Intersection at Militärring gets a new tunnel |url=https://www.ksta.de/koeln/lindenthal/kreuzung-am-militaerring-bekommt-kvb-tunnel-sote-23527634 |url-status=live |archive-url=https://web.archive.org/web/20160503091853/http://www.ksta.de/koeln/lindenthal/kreuzung-am-militaerring-bekommt-kvb-tunnel-sote-23527634 |archive-date=3 May 2016 |access-date=23 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;" | '''18'''
|Extending the city center tunnel ending at [[Barbarossaplatz station|Barbarossaplatz]] to the green belt, while building a new station at [[Köln Süd station|Bf Süd]]. Concstruction can only be started, when line 16 has moved into the new North-South-Tunnel.
|-
|{{diagonal split header|{{color|#fff|18}}|{{color|#fff|19}}|#{{rcr|Cologne Stadtbahn|18}}|#888}}
|Stichstrecke from [[Hermülheim|Hürth-Hermülheim]] to [[Hürth|Hürth-Center]] as part of line 18's service, this new service will probably operate as line 19.<ref>{{Cite web |last=Engels |first=Andreas |date=19 June 2021 |title=Hürther Verwaltung will sparen: Geplante Stadtbahn soll sonntags nicht fahren |trans-title=Hürth's council wants to cut corners: Planned Stadtbahn line won't run on Sundays |url=https://www.ksta.de/region/rhein-erft/huerth/huerther-verwaltung-will-sparen-geplante-stadtbahn-soll-sonntags-nicht-fahren-38497904 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=7 January 2022 |archive-url=https://web.archive.org/web/20220107052853/https://www.ksta.de/region/rhein-erft/huerth/huerther-verwaltung-will-sparen-geplante-stadtbahn-soll-sonntags-nicht-fahren-38497904 }}</ref>
|-
| style="background:#888; color:#fff; text-align:center;" | '''?'''
|Construction of a new railway line from Deutz to [[Flittard]] and the headquarters and route over the planned district of Mülheim-Süd; A further connection to [[Leverkusen]] (- Wiesdorf) or even to (- Opladen) is discussed.<ref>{{cite web |title=Kölner Initiative fordert Straßenbahn-Trasse bis Flittard |trans-title=Cologne initiative calls for tramway route to Flittard |url=http://www.ksta.de/koeln/muelheim/strassenbahn-trasse-bis-flittard-sote-23310146 |url-status=live |archive-url=https://web.archive.org/web/20160310003519/http://www.ksta.de/koeln/muelheim/strassenbahn-trasse-bis-flittard-sote-23310146 |archive-date=10 March 2016 |access-date=28 August 2017 |language=de}}</ref>
|}

==Rolling stock==
{{more citations needed|section|date=September 2022}}
Since the last traditional tramcars were retired in 2006, the Stadtbahn's active rolling stock consists exclusively of modern [[Articulated tram|articulated]] [[light rail vehicle]]s. All of them are about {{convert|30|m|ftin|abbr=on}} long, {{convert|2.65|m|ftin|abbr=on}} wide, seat approximately 70 passengers and are approved for speeds of up to {{convert|80|km/h|abbr=on}}. With rare exceptions, all services are operated by two units coupled together.<gallery widths="220" heights="165">
File:KVB2252 Schoenhauser Str.jpg|alt=|Third-generation Type B LRV in new livery on line 16
File:K4000 Koeln Zollstock.jpg|alt=|A K4000 low-floor tram in old livery on line 12
File:K4500 VB Presentation.jpg|alt=|A newer K4500 tram at its presentation on 18 April 2005
File:KVB5102 AeussereKanalstrasse.jpg|alt=|Two K5000 high-floor trams on lines 3 (left) and 4 (right)
File:Kvb koeln 2422.jpg|alt=|Refurbished train 2422 at Gleueler Str./Gürtel
File:Stadtbahn HF6 Koeln.jpg|alt=|A HF6 train at station Venloer Straße/Gürtel on line 13
</gallery>

===Stadtbahnwagen B===
In 1973, Cologne received two prototypes of the [[Duewag]] [[Stadtbahnwagen B]] LRV. Since then, 172 units in four batches were delivered to Cologne until 1996. The first series (2000) is currently being retired, with only four units (2031, 2032, 2035 and 2049) currently remaining in service, the other units were either scrapped, sold to [[Istanbul Tram]], or in the case of unit 2012, donated to the [[Straßenbahn-Museum Thielenbruch]].

On 8 October 2022, a series 2300 Stadtbahnwagen Typ B caught on fire in the underground station [[Ebertplatz station|Ebertplatz]].<ref>{{Cite web |last1=Attenberger |first1=Tim |last2=Hahn |first2=Sebastian |last3=Pichireddu |first3=Sara |last4=Görtz |first4=Oliver |date=9 October 2022 |title=Sechs Personen nach Feuer am Ebertplatz verletzt |trans-title=Six people injured after fire at Ebertplatz |url=https://www.ksta.de/koeln/koelner-innenstadt/koeln-mehrere-verletzte-bei-brand-an-kvb-haltestelle-ebertplatz-345958 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155209/https://www.ksta.de/koeln/koelner-innenstadt/koeln-mehrere-verletzte-bei-brand-an-kvb-haltestelle-ebertplatz-345958 }}</ref> The cause was determined to be a technical failure by a component beneath the steps,<ref>{{Cite web |last=Attenberger |first=Tim |date=11 October 2022 |title=KVB beauftragt Gutachten zur Brandursache |url=https://www.ksta.de/koeln/ebertplatz-koeln-kvb-beauftragt-gutachten-zum-brand-einer-u-bahn-347642 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155205/https://www.ksta.de/koeln/ebertplatz-koeln-kvb-beauftragt-gutachten-zum-brand-einer-u-bahn-347642 }}</ref> and later narrowed down to an overheated power converter responsible for the breaks.<ref name="operation stop series 2300">{{Cite web |last=Berger |first=Peter |date=27 October 2022 |title=KVB zieht 32 Stadtbahn-Fahrzeuge aus dem Verkehr |url=https://www.ksta.de/koeln/koeln-kvb-zieht-rund-30-stadtbahn-fahrzeuge-aus-dem-verkehr-354056 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155205/https://www.ksta.de/koeln/koeln-kvb-zieht-rund-30-stadtbahn-fahrzeuge-aus-dem-verkehr-354056 }}</ref> The KVB then temporarily stopped operating the 33 (one source says 32<ref name="operation stop series 2300" />) trains of the series on 27 October 2022, and started operating lines 3, 5 and 13 with single, {{Convert|30|m|ft|abbr=on}} long, trains, which lead to overcrowding.<ref>{{Cite web |date=28 October 2022 |title=33 KVB-Bahnen fallen aus – So reagieren die Kölner |trans-title=33 KVB-trains not operating – how Cologne's residents react |url=https://www.ksta.de/koeln/kvb-koeln-33-strassenbahnen-fallen-aus-so-reagieren-die-kunden-366461 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155202/https://www.ksta.de/koeln/kvb-koeln-33-strassenbahnen-fallen-aus-so-reagieren-die-kunden-366461 }}</ref> The manufacturer of the component, [[ABB]], supplied a software update to KVB, which was approved by the technical authority on 10 November, and the operation of the trains resumed on 11 November 2022, the start of [[Cologne Carnival|carnival]] season in Cologne.<ref>{{Cite web |last=Attenberger |first=Tim |date=10 November 2022 |title=KVB setzt Hochflurbahnen wieder im Kölner Netz ein |trans-title=KVB resumes operation of high-floor trains in Cologne |url=https://www.ksta.de/koeln/koeln-hochflurbahnen-der-kvb-wieder-im-einsatz-370038 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=23 November 2022 |archive-url=https://web.archive.org/web/20221123155207/https://www.ksta.de/koeln/koeln-hochflurbahnen-der-kvb-wieder-im-einsatz-370038 }}</ref>
===Low-floor LRVs (K4000 and K4500)===
After tests with a low-floor tram from [[Vienna]], a similar vehicle was developed for Cologne by [[Bombardier Transportation]], later becoming part of Bombardier's standardized [[Bombardier Flexity Swift]] family. A total of 124 low-floor trams were delivered between 1995 and 1998, referred to as "K4000", with these vehicles receiving numbers starting with 4001. The [[Bombardier CR4000]] trams operating on [[Tramlink]] in Croydon, England are largely based on the K4000 stock used in Cologne.

When it was decided to create a second low-floor network, an option for high-floor vehicles was changed to additional low-floor vehicles. Bombardier developed a new low-floor tram based more on the K5000 (see below) than on the K4000. These new trams were named K4500. Delivery of 69 units started in 2005 and was completed in late 2007.

===CitySprinter===
By the time a new series of high-floor vehicles was needed, Duewag had been sold to [[Siemens Mobility|Siemens Transportation Systems]] and later dissolved, meaning that additional Type B cars were no longer being made. Siemens subsequently proposed the "[[CitySprinter]]", a high-floor derivative of its [[Combino]] series of low-floor city trams.

In August 1999, after two months of testing, the first CitySprinter prototype crashed into another tram at {{convert|50|km/h|abbr=on|sigfig=1}} at the [[Christophstraße/Mediapark station|Christophstraße/MediaPark U-Bahn station]]. The accident was caused by a simultaneous electronics shutdown resulting in the train's inability to apply its brakes. Eight people sustained serious injuries. A second prototype was produced but as a result of the crash was never delivered.

===High-floor LRVs (K5000 and K5200)===
Following the failure of the CitySprinter, Bombardier derived a high-floor tram from the K4000. 59 units, named K5000, were delivered in 2002 and 2003. The numbering was changed to 5101 at short notice to avoid re-using the number 5001, which had been the number of the ill-fated CitySprinter. Another 15 vehicles of the same design, named K5200, were delivered before 2011.

The [[Bombardier M5000]] trams used on the [[Manchester Metrolink]], England are almost identical to the K5000/K5200 series used in Cologne.

=== Refurbished Stadtbahnwagen B series 2100 (now 2400) ===
Starting in 2011, the KVB and [[Bonn Stadtbahn]] converted their old series 2100 Stadtbahnwagen B to new, modern trains now classified as series 2400. In this conversion the brake system, seats, air conditioning and the vehicle's body were completely upgraded, and the second cockpit was removed. The type got its [[Eisenbahn-Bau- und Betriebsordnung|EBO]] certification in 2016, and since then the trains can operate in the whole HF network for another 30 years. The last of the 28 vehicle was certified in April 2021.

According to the KVB, upgrading the old trains for 49 million [[Euro]] saved about 40.6 million € over buying new vehicles. Additionally, the engineers servicing the trains already know every part of the trains, knowledge that first has to be gathered with new trains. The project was the first of its kind, with a local rail operator renovating their trains. The project was only possible, because of the high quality materials used in the original 2100 trains.<ref>{{Cite web |last=Anemüller |first=Stephan |date=11 May 2021 |title=Serie 2400 komplett, viel Geld gespart |trans-title=Series 2400 finished, a lot of money saved |url=https://blog.kvb-koeln.de/serie-2400-komplett-viel-geld-gespart |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=18 September 2021 |archive-url=https://web.archive.org/web/20210918064117/https://blog.kvb-koeln.de/serie-2400-komplett-viel-geld-gespart }}</ref>

=== Flexity Swift HF6 ===
Together with the [[Rheinbahn|Düsseldorf Rheinbahn]], the KVB ordered 79 trains of the type [[Bombardier Flexity Swift]] in 2015, 59 of which were intended for Düsseldorf and 20 for Cologne. Since then, the KVB converted 7 options to orders. The first of the 27 trains arrived in December 2020, and after undergoing extensive testing they started normal passenger operation about one year later. The last trains are expected to arrive in Cologne in early 2023. The new trains are capable of achieving {{Convert|80|km/h|mph|abbr=on}}, are {{Convert|28|m|ft|abbr=on}} long, about the same length as the other trains, and include 64 seats. They are designated as series 5300.<ref name="high floor trains">{{Cite web |title=Hochflurfahrzeuge |trans-title=High floor vehicles |url=https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/hochflur.html |url-status=live |access-date=26 July 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=17 June 2022 |archive-url=https://web.archive.org/web/20220617205430/https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/hochflur.html }}</ref><ref>{{Cite web |date=19 December 2020 |title=First Bombardier HF6 high-floor light rail vehicle arrives in Cologne |url=https://www.urban-transport-magazine.com/en/first-bombardier-hf6-high-floor-light-rail-vehicle-arrives-in-cologne/ |url-status=live |access-date=26 July 2022 |website=Urban Transport Magazine |language=en |archive-date=26 July 2022 |archive-url=https://web.archive.org/web/20220726202347/https://www.urban-transport-magazine.com/en/first-bombardier-hf6-high-floor-light-rail-vehicle-arrives-in-cologne/ }}</ref><ref>{{Cite web |last=Pesch |first=Matthias |date=20 March 2021 |title=Die "Neuen" sind unterwegs – Menschen bewegen |url=https://blog.kvb-koeln.de/die-neuen-sind-unterwegs |url-status=live |access-date=4 September 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=1 October 2022 |archive-url=https://web.archive.org/web/20221001085045/https://blog.kvb-koeln.de/die-neuen-sind-unterwegs }}</ref>

=== Low-floor NF12/NF6 ===
In 2020, a contract for 62 new {{Convert|60|m|ft|abbr=on}} long NF12s and 2 half as long NF6s was given to [[Alstom]] and [[Kiepe Electric]], including options for up to 11 additional NF12s and 25 additional NF6s. Delivery and testing of 2 long and 2 short trains is planned to start in July 2024, with passenger service starting a year later. The new trains are supposed to completely replace the 124 existing K4000 LRVs.<ref name="low floor trains" /><ref>{{Cite web |date=24 January 2023 |title=Beantwortung einer Anfrage Ausschuss |url=https://ratsinformation.stadt-koeln.de/getfile.asp?id=912499&type=do |url-status=live |access-date=1 February 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=31 January 2023 |archive-url=https://web.archive.org/web/20230131231527/https://ratsinformation.stadt-koeln.de/getfile.asp?id=912499&type=do }}</ref>

The trains feature many new things previously not seen in the system. Currently all trains are composed of two 30 m units, resulting in wasted space and a safety hazard where the trains are coupled together, while the new NF12's will fully use the whole length of the trains and feature a fifth set of doors in the middle. The trains will also be equipped with a collision warning system that can detect objects up to {{Convert|80|m|ft|abbr=on}} in front of the train, issuing a warning to the driver depending on the speed of the train. The trains will feature more efficient [[air conditioning]] than previous ones, better passenger information screens and sensors that enable preventive maintenance.<ref name="low floor trains" />

For the first time in the system's history, in 2021 a design mockup was constructed at [[Thielenbruch station|tram museum Thielenbruch]] used to get feedback on [[accessibility]] and the layout of the driver's cab. In 2022, another mockup was put on public display at the museum, but was criticized, because ramps inside the vehicle were to steep to comfortably climb in a wheelchair.<ref name="low floor trains" /><ref>{{Cite web |date=22 November 2022 |title=TOP Ö 7.2.14: KVB – neues Niederflur Stadtbahnfahrzeug (Arbeitstitel NF12) Hier: nicht gegebene Barrierefreiheit im Modell Stand 28.07.2022 |trans-title=TOP Ö 7.2.14: KVB – new low-floor Stadtbahn vehicle (work title NF12) here: missing accessibility in a model as of July 28 2022 |url=https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=363799 |url-status=live |access-date=15 January 2023 |website=Ratsinformation der Stadt Köln |language=de |archive-date=15 January 2023 |archive-url=https://web.archive.org/web/20230115130946/https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=363799 }}</ref>

=== Train interiors ===
<gallery>
File:KVB2000erInnenraum.jpg|B100S 2000
File:KVB2100erInnenraum.jpg|B100S 2100
File:KVB2254Innenraum.jpg|B80D 2200
File:KVB2300erInnenraum rot.jpg|B80D 2300
File:4000er Innenraum.jpg|K4000
File:Innenraum eines K5000.jpg|K5000
</gallery>

== Depots and workshops ("''Betriebshöfe''") ==
The KVB has 4 large depots and workshops, as well as a few smaller parking facilities. Historically there were 17 more depots and workshops, that have since been relocated or abandoned.<ref name="current depots">{{Cite web |last=Weiß |first=Regina |date=19 April 2022 |title=Die Heimat von Bussen und Bahnen – die Betriebshöfe der KVB |url=https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=19 April 2022 |archive-url=https://web.archive.org/web/20220419091642/https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb }}</ref><ref name="former depots">{{Cite web |last=Weiß |first=Regina |date=17 May 2022 |title=Heimat der Straßen- und Pferdebahnen – ehemalige KVB-Betriebshöfe |url=https://blog.kvb-koeln.de/heimat-der-strassen-und-pferdebahnen-ehemalige-kvb-betriebshoefe |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=17 May 2022 |archive-url=https://web.archive.org/web/20220517090745/https://blog.kvb-koeln.de/heimat-der-strassen-und-pferdebahnen-ehemalige-kvb-betriebshoefe }}</ref>

=== Current depots, workshops and parking facilities ===

==== Wesseling ====
The depot and workshop in Wesseling was first constructed by the KBE in 1906. It's the smallest one, with space for just 50 trains and 30 employees, and mainly serves the trains for lines 16, 17 and 18. It's the only depot outside of Cologne, and sometimes the old Querbahn is used to connect it to line 18. It was transferred to the KVB, when the KBE closed in 1986.<ref name="current depots" />

==== Main workshop and depot in Weidenpesch ====
The current main workshop ("''Hauptwerkstatt''", HW) of the KVB was opened in 1923, when the former HW moved from Rhieler Straße to Weidenpesch. Most heavy maintenance as well as the conversion of the series 2100 to series 2400 are done here.<ref name="current depots" />

In 2021 a new modern depot opened next to the HW, with space for 64 trains and facilities to restock sand and wash the trains, and a water collection system for the washing, as well as solar panels on the roof. Along with the new depot building, new track to connect the HW and depot to Neusser Straße were constructed, reducing operating noise especially during the night.<ref>{{Cite web |last=Anemüller |first=Stephan |date=25 May 2021 |title=Neue Heimat für 64 Stadtbahnen |url=https://blog.kvb-koeln.de/neue-heimat-fuer-64-stadtbahnen |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |archive-date=18 September 2021 |archive-url=https://web.archive.org/web/20210918071925/https://blog.kvb-koeln.de/neue-heimat-fuer-64-stadtbahnen }}</ref>

==== West ====
The depot at Scheidweilerstr. exists since 1924 when the old depot, that stood where the Aachener Weiher now is, was destroyed. After World War 2, the depot was almost completely destroyed and for the time, depots Sülz and Ost were used. In 1961 to 1964 the depot as it now is was built. The depot is known as the heart of the KVB, because the control room is situated there, as well as customer service and management. In total, about 1200 employees work at the depot and the surrounding offices. The depot has space for 60 of the trains used on lines 1, 5, 7 and 13. In 2004 and 2005, the management building was renovated and 2 new buildings were built, and in 2021 the old tracks from the 1960s were replaced. The control room is one of the most modern ones in Europe since its renovation in 2014.<ref name="current depots" />

==== Merheim ====
The depot in Merheim, that opened in 1994, is the biggest and most modern, with space for 140 trains in an area of about {{Convert|8000|m2|sqyd|abbr=on}}, and 120 employees working there. After its opening the former depots East and Thielenbruch were closed. Nearly all trains, especially on lines 3 and 4, are stored and serviced here.<ref name="current depots" />

==== Stadium ====
The parking facility at the [[RheinEnergieStadion]] was built along with the sport facilities in 1923 with 8 tracks, and has since been modernized several times. It's mainly used to provide trains to visitors of sport events and some trains only used during peak hours.<ref name="current depots" />

==== Porz ====
Just behind Porz Markt station there are two tracks were the trains running to the university in the morning are parked.

==== Zündorf ====
At the south end of line 7 there's a single track for parking created in 2000. It's necessary because going there from Betriebshof West or Merheim is time-consuming and complicated, the parking facility in Porz is to small and former depots in Deutz and Porz were closed.<ref name="current depots" />

==== Deutz ====
The quad-tracked underground parking facility Deutz is just east of Bahnhof Deutz/Messe station, and was created together with the tunnel in 1983. The plans to rebuild Merheim and close Betriebshof Deutz were concrete enough already, that this parking facility was deemed necessary.<ref name="current depots" />

==== Merkenich ====
Only in 2005 a parking facility was created at the terminus of line 12 in Merkenich for trains of lines 12 and 15, because of the long time required to get there from other depots. It was built double-tracked with space for six trains per track, and was extended in 2013 with a third track, but the first track is now used to turn the trains around, while only the 2nd and 3rd are used for parking. The trains of line 15 parking here depart as line 15 in the morning, but serve line 12's route until Wilhelm-Sollman Straße, where lines 12 and 15 join. These additional services on line 12's route are not explicitly mentioned on timetables.<ref name="current depots" />

=== Former depots ===

==== Maximinenstraße ====
In Maximinenstraße there were two depots: Starting 1877 it was the main depot, workshop and office of the first horsecar system, but an expansion of the [[Köln Hauptbahnhof|Centralbahnhof]] forced it to close in 1886. In 1888 another depot was built in Maximinenstraße, that was closed in 1902 because it was deemed to small in the electrification of the system.<ref name="former depots" />

==== Kalk ====
The depot in Kalk was also opened in 1877, housing the horses and wagons of the horsecar between Deutz and Kalk, which both didn't formally belong to Cologne at that point. When the much larger Ost-Bahnhof in Deutz was opened in 1902, the depot was closed.<ref name="former depots" />

==== Nippes ====
The depot in Nippes served the horsecar lines to Nippes and Sechzig, but had to be closed in 1903 because it was to small for the electrification.<ref name="former depots" />

==== West ====
The former Betriebshof West was built in 1877 for services to Melaten and Lindenthal, and upgraded in 1902 for use with electric vehicles. The old depot was located at the junction of Dürener Straße/(Innere) Kanalstraße and was torn down when the Aachener Weiher was constructed in 1923. Only a year later the current Betriebshof West in Scheidtweiler Straße was opened, keeping the wooden halls from the old site which later burnt down due to bombing during World War 2.<ref name="former depots" />

==== Ehrenfeld ====
The depot in Gutenbergstraße was also constructed in 1877 for the service to Ehrenfeld, and was one of the few that had enough space to be upgraded in the electrification in 1901. During World War 2 it was damaged so badly, that it was closed in 1944.<ref name="former depots" />

==== ''Süd'' (South) ====
The last depot opened in 1877 was located at Koblenzer Straße in Bayenthal, where it first housed horsecars and later electric trams. The depot was modernized regularly to keep up with new vehicle technologies, but starting in the 1950s the increasingly larger vehicles were parked and serviced in depots West and ''Ost'' more and more, until the depot sharply reduced train operation in 1967, serving only for some parking during the night. A few years later the depot was only used for buses until it closed entirely in 1996.<ref name="former depots" />

==== Mülheim ====
In 1889 a depot was built in Kranenstraße, but was to small for the electrification in 1902, and closed. The original building still exists today.<ref name="former depots" />

==== Rodenkirchen ====
Rodenkirchen saw the smallest depot of the KVB ever from 1883 to 1902. The just {{Convert|600|m2|sqyd|abbr=on}} big area had space for just four wagons and nine horses, as well as beds for the personnel, but it was probably only used by one horsecar at a time.<ref name="former depots" />

==== Weißbüttengasse ====
Located in Altstadt-Süd, the depot was opened in 1885. The building had a two-story hall, with offices on the second floor for the management, which moved there after Maximinenstraße was closed. Due to space constraints, only trains of line 18 were parked there when the depot closed in 1933. The offices were still used until 1943 when the building was destroyed in World War 2.<ref name="former depots" />

==== ''Nord'' (North) ====
In 1888 the depot at Rhieler Straße, opposite to the zoo, was opened, and in 1901 it was electrified and got an access from the Rhine's shore, but it housed the last horsecars until 1907. The workshop was closed in 1923 and moved to Merheim (now Weidenpesch). Starting 1950 only buses were parked here, and in 1956 the depot was closed.<ref name="former depots" />

==== ''Ost'' (East) ====
The depot was opened in 1902 for electric trams at Deutz-Kalker Straße in Deutz, and until its closure in 1994, when the depot in Merheim made it obsolete, the depot was modernized countless times. Today the space is used by the [[Kölner Haie]].<ref name="former depots" />

==== Merheim left-rhenish (Weidenpesch) ====
The old depot in Weidenpesch, which was called Merheim until 1952, was opened in 1902 in Jesuitengasse, and closed in 1969.<ref name="former depots" />

==== Thielenbruch ====

{{see also|Thielenbruch station}}
The depot in Thielenbruch was opened in 1902 to serve the ''Vorortbahn'' C, later G, to Bergisch Gladbach. In 1926 the depot was expanded with a second hall, and is under preservation since 1985. It was one of few depots that weren't damaged badly during World War 2, and was closed in 1994 because the new depot Merheim opened and expansion was difficult due to the preservation. The history of the depot doesn't end here though, as one hall was converted to the terminus of (now) lines 3 and 18, and in 1997 a museum opened in the other hall where the historical horsecars, trams and trains of the system are shown.<ref name="former depots" />

==== Porz ====
The depot in Porz was opened in 1909 where now Porz Markt station is located, but the area was limited by Goethestraße in the east and rail tracks in the West. In 1973 train operations were stopped, and in 1975 it was closed.<ref name="former depots" />

==== Bensberg ====
In 1913 a depot was opened at the former terminus Bensberg, that's now called Im Hoppenkamp. Starting 1945 no trains spent their time here, and in 1961 the hall that once had 4 tracks of which one had remained, was destroyed and replaced by 3 outdoor tracks. This new parking space was not needed technically, but it was built anyways to attract potential new personnel from Bergisch Gladbach by providing a close by depot. It was closed in 1967. In this place the tunnel to the current terminus Bensberg was started in 1996.<ref name="former depots" />

==== Mülheim ====
The second depot in Mülheim was opened in 1913 by the Mülheimer Kleinbahnen, because Mülheim only became part of Cologne the next year. After the city took over the Mülheimer Kleinbahnen in 1933, the depot was mainly used for the ''Vorortbahn'' O. Between 1936 and 1941 the depot was closed and used as storage, and after that it was reopened to be a reserve in case Betriebshof Ost would become inoperable by bombing. In 1958 the depot became unnecessary and was closed.<ref name="former depots" />

==== Sülz ====
In 1927 a depot was opened at Hermeskeiler Platz where now the terminus of line 9 is located, and for a short time it was the largest Betriebshof on European mainland. In World War 2 large parts of it were destroyed, and afterwards two previous tracks were used for [[trolleybus]]es that were tested in the 1950s. Because of its location in a residential area, there was no space for expansion and residents often complained about the noise. Due to these problems, the depot was closed in 1986.<ref name="former depots" />

== Technology ==
{{more citations needed|section|date=September 2022}}

Like most German Stadtbahn systems, [[Standard-gauge railway|standard-gauge]] and [[overhead line]] are used. The wires are supplied with 800 [[Volt|V]] [[Direct current|DC]],<ref name="electrification" /> and the trains are made for 750 V DC.<ref name="control room">{{Cite web |title=Leitstelle |trans-title=Control room |url=http://www.kvb-koeln.de/german/unternehmen/kvb/leitstelle.html |url-status=dead |archive-url=https://web.archive.org/web/20151105194742/http://www.kvb-koeln.de/german/unternehmen/kvb/leitstelle.html |archive-date=5 November 2015 |website=Kölner Verkehrs-Betriebe AG |language=de}}</ref> Due to the beginning of the system as a tram, the tracks feature small curve radiuses of down to {{Convert|25|m|ft|abbr=on}}; other systems like the [[Stuttgart Stadtbahn]] use radiuses of at least {{Convert|50|m|ft|abbr=on}}. The trains use the maximum legal width of vehicles on streets of {{Convert|2.65|m|ft|abbr=on}}. In most trains there are groups of 4 seats, but the newer K4500 and K5000 use some row-seating. The platform height is {{Convert|35|cm|in|abbr=on}} (low-floor network) and {{Convert|90|cm|in|abbr=on}} (high-floor network) above the rails. All platforms are built for a {{Convert|54|m|ft|abbr=on}} long [[Multiple unit|double-units]], with the smallest platforms being {{Convert|50|m|ft|abbr=on}} long requiring an exact stop. The longest platforms are on the underground station Fuldaer Straße, which is {{Convert|110|m|ft|abbr=on}} long.

=== Signalling and train protection ===
[[File:KVB Sig607 Boltensternstrasse.JPG|thumb|288x288px|A signal showing yellow and the [[train stop]] below]]
On most surface tracks, line-of-sight operation is used. The surface signals can indicate one of three things, though not all signals have all indications installed.

* Horizontal bar: Stop
* Vertical bar: Proceed straight ahead
* Diagonal bar: Proceed to the right/left

In the tunnels, on the elevated track and on some surface right-of-ways, signalling and [[Train protection system|train protection]] are used. On KVB tracks the maximum speed is {{Convert|70|km/h|mph|abbr=on}} even with these installed, while on HGK tracks up to {{Convert|100|km/h|mph|abbr=on}} are allowed, but never achieved because the trains only allow up to {{Convert|80|km/h|mph|abbr=on}}. The signals have three indications:

* Green: Proceed
* Yellow: Expect stop at next signal
* Red: Stop

In the city center tunnel, sometimes the yellow signal is used together with speed signal "2", allowing entering a partially blocked segment with up to {{Convert|20|km/h|mph|abbr=on}} to allow smaller distances between trains.

On all lines there is a kind of [[Punktförmige Zugbeeinflussung|PZB]] in use, where the inductors are located between the tracks instead of next to them like standard PZB. On the HGK lines, additional PZB equipment for freight trains is installed.<ref name="control room" /><ref>{{Cite web |last=Anemüller |first=Stephan |date=28 February 2022 |title=Signale und Zeichen der KVB – eine Einführung |trans-title=Signals of the KVB – an introduction |url=https://blog.kvb-koeln.de/signale-und-zeichen-der-kvb-eine-einfuehrung |url-status=live |access-date=28 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=1 March 2022 |archive-url=https://web.archive.org/web/20220301081734/https://blog.kvb-koeln.de/signale-und-zeichen-der-kvb-eine-einfuehrung }}</ref>

=== Passenger information ===
[[File:Großflächenanzeiger Breslauer Platz, Stadtbahn Köln-4140.jpg|thumb|Large display at [[Breslauer Platz/Hbf station]]]]
All Stadtbahn trains have speakers to play announcements, and in the 1970s the trams were retrofitted with these as well. Since the 1990s all trains are fitted with at least two displays showing the next station, or while in a station, the terminus. Because the recorded announcements became increasingly pieced together with every timetable change, they were all newly recorded in 2003. In 2010, after a previous test on line 13, the announcements on the east–west lines (1, 7, 9) got a larger amount of information with all possible connections (Stadtbahn, bus, regional- and intercity trains) being announced. Also for the first time in Cologne's history, the announcements on some important stations like [[Köln Messe/Deutz station|Bahnhof Messe/Deutz]] were also done in English, but only giving important info for tourists, but these are no longer in use. Since 1 December 2012 all announcements include the connections, and are [[Speech synthesis|computer generated]]. Because of the amount of side-platforms, the exit side is only announced when it is on the left side.<ref>{{Cite web |last=Weiß |first=Regina |date=2 May 2018 |title=Wie kommt eigentlich die Ansage in Bus und Bahn? |url=https://blog.kvb-koeln.de/wie-kommt-eigentlich-die-ansage-in-bus-und-bahn |url-status=live |access-date=28 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=27 October 2021 |archive-url=https://web.archive.org/web/20211027164844/https://blog.kvb-koeln.de/wie-kommt-eigentlich-die-ansage-in-bus-und-bahn }}</ref>

Beginning with the stations of the city center tunnel, the other stations following step-by-step, they were first equipped with digital platform displays capable of showing the next 2 trains and a line of other information. In the 2000s these were replaced by new, bigger displays capable of 3 trains and one line of information, with some playing back an audible announcement at the station when a train enters the station. Interchange stations have larger displays, that show departures of all lines on all platforms. Since February 2021, these are getting replaced again with even larger displays capable of showing more trains, and will be capable of showing videos once a system update planned for mid 2022 is installed, for example to suggest passengers alternative routes when a train is cancelled. In a further step the displays inside the trains will be replaced by similar displays as well.<ref name="history 2005" /><ref>{{Cite web |date=28 February 2020 |title=PM DFI-Anzeiger |trans-title=Press report DFI-displays |url=https://www.kvb.koeln/unternehmen/presse/pressemitteilungen.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=1582 |url-status=live |access-date=27 July 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=28 July 2022 |archive-url=https://web.archive.org/web/20220728143540/https://www.kvb.koeln/unternehmen/presse/pressemitteilungen.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=1582 }}</ref><ref>{{Cite web |title=ITCS: Verbesserte Informationen für KVB-Kunden |trans-title=ITCS: Better information for KVB-clients |url=https://www.kvb.koeln/unternehmen/projekte/itcs/index.html |url-status=live |access-date=28 July 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=28 July 2022 |archive-url=https://web.archive.org/web/20220728143541/https://www.kvb.koeln/unternehmen/projekte/itcs/index.html }}</ref>

==See also==
* [[Transportation in Cologne]]
* [[List of Cologne KVB stations]]
* [[List of rapid transit systems]]

== References ==

===Inline citations===
{{Reflist}}

===Books===
* {{cite book| first=Christoph| last=Groneck| title=Köln/Bonn Stadtbahn Album| publisher=Robert Schwandl Verlag| year=2005| isbn=3-936573-07-7}}
* {{cite book| first1=Dieter| last1=Höltge| first2=Axel| last2=Reuther| title=Straßen- und Stadtbahnen in Deutschland Band 7: Köln, Düren, Aachen| publisher=EK-Verlag| year=2001| isbn=3-88255-338-3| language=de}}
* {{cite book| editor1-first=Doris| editor1-last=Lindemann| editor2-first=Kölner| editor2-last=Verkehrs-Betriebe| title=Kölner Mobilität - 125 Jahre Bahnen und Busse| publisher=Du Mont Verlag| year=2002| isbn=3-8321-7177-0| language=de}}

== External links ==
{{Commons category|Stadtbahn Köln}}
* [http://www.kvb.koeln/en Kölner Verkehrsbetriebe Homepage in English]
* [https://www.kvb.koeln/fahrtinfo/fahrplanauskunft/index.html Kölner Verkehrsbetriebe Timetable Search]
* [https://www.vrs.de/en/drive/timetable-service Transit Authority Timetable Search in English]
* [http://www.nord-sued-stadtbahn.de/ Official Homepage for the Nord-Süd-U-Bahn Construction Project (in German only)]
{{Stadtbahn systems}}
{{Urban public transport in Germany}}

{{Authority control}}

[[Category:Transport in Cologne]]
[[Category:Light rail in Germany]]
[[Category:Tram transport in Germany]]
[[Category:Underground rapid transit in Germany]]

Cologne Stadtbahn

2023-04-24T15:51:18Z

Jan Lukas 22: /* Ring-tunnel */ Remove info that's outdated since the Bensberg extension

{{short description|Light rail system in Cologne, North Rhine-Westphalia, Germany}}
{{Use dmy dates|date=February 2023}}
{{Infobox public transit
| box_width = 300px
| name = Cologne Stadtbahn
| image = KVB logo.svg
| alt = KVB logo
| imagesize = 50px
| image2 = KVB4076_Severinsbruecke.jpg
| caption2 = Light rail trainset in front of the river [[Rhine]] and [[Cologne Cathedral]]
| owner = [[Kölner Verkehrs-Betriebe]]
| locale = [[Cologne]] (Köln) [[Germany]]
| transit_type = [[Light rail]] ([[Stadtbahn]])
| lines = 12
| stations = 236
| ridership = 594,520 (2019)<ref name="statistik">{{cite web |url=https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html |title=Kölner Verkehrs-Betriebe AG |publisher=kvb.koeln |access-date=4 July 2022 |archive-url=https://web.archive.org/web/20220618102453/https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html |archive-date=18 June 2022 |url-status=live }}</ref>
| annual_ridership = 217,000,000 (2019)<ref name="statistik" />
| website = [https://www.kvb.koeln/ www.kvb.koeln]
| began_operation = 1877 (horsecar)
1900 (electric tram)<ref name="history 1877">{{cite web |url=https://www.kvb.koeln/unternehmen/geschichte/1876.html |title=KVB-Geschichte von 1877 bis 1949 |publisher=kvb.koeln |access-date=4 July 2022 |archive-url=https://web.archive.org/web/20210507081801/https://www.kvb.koeln/unternehmen/geschichte/1876.html |archive-date=7 May 2021 |url-status=live |language=de}}</ref>
1968 (Stadtbahn)<ref name="history 1950">{{Cite web |title=KVB-Geschichte von 1950 bis 1984 |trans-title=KVB-History from 1950 to 1984 |url=https://www.kvb.koeln/unternehmen/geschichte/1950.html |url-status=live |archive-url=https://web.archive.org/web/20210507081843/https://www.kvb.koeln/unternehmen/geschichte/1950.html |archive-date=7 May 2021 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref>
| operator = [[Kölner Verkehrs-Betriebe]] (KVB)
| vehicles = 382 (2019)<ref name="statistik" />
| train_length = {{convert|60|m|ft|sp=us}}
| system_length = {{convert|198.5|km|mi|sp=us}} (2019)<ref name="statistik" />
| track_gauge = {{RailGauge|sg|allk=on}}
| minimum_radius_of_curvature = 
| el = 750<ref name="electrification">{{Cite web |last=Zeidler-Goll |first=Susanne |date=23 February 2016 |title=Wie kommt der Strom in die Bahn? |url=https://blog.kvb-koeln.de/wie-kommt-der-strom-in-die-bahn |url-status=live |archive-url=https://web.archive.org/web/20220118143455/https://blog.kvb-koeln.de/wie-kommt-der-strom-in-die-bahn |archive-date=18 January 2022 |access-date=4 July 2022 |language=de }}</ref> [[Volt|V]] [[Direct current|DC]] [[overhead line]]
| average_speed = {{convert|25.9|km/h|mph|abbr=on}} (2019)<ref name="statistik" />
| top_speed = 
| map = [[File:KVB Netz.svg|290px]]
| map_name = KVB system map
| map_state = collapsed
| caption = KVB logo
}}

The '''Cologne Stadtbahn''' is a [[light rail]] system in the [[Germany|German]] city of [[Cologne]], including several surrounding cities of the [[Cologne Bonn Region]] ([[Bergisch Gladbach]], [[Bonn]], [[Bornheim (Rheinland)|Bornheim]], [[Brühl (Rhineland)|Brühl]], [[Frechen]], [[Hürth]], [[Leverkusen]]-Schlebusch, [[Wesseling]]). The term ''[[Stadtbahn]]'' denotes a system that encompasses elements of [[tram]]s as well as an [[Rapid transit|underground railway]] network (''[[Rapid transit in Germany#U-Bahn|U-Bahn]]'') and [[interurban]] rail, even including three lines that are licensed as [[heavy rail]] and used by [[freight train]]s as well as Stadtbahn vehicles. Two of these lines connect the Cologne Stadtbahn to the [[Bonn Stadtbahn]]. These lines (16 and 18) are jointly operated by both cities' transport authorities, resulting in both systems and the lines connecting them sometimes collectively referred to as ''Stadtbahn Rhein-Sieg''.

The Cologne Stadtbahn is operated by the [[Kölner Verkehrs-Betriebe|Kölner Verkehrsbetriebe]] (KVB) and the Bonn Stadtbahn is operated by the Stadtwerke Bonn (SWB – City of Bonn Utilities Division). The KVB and SWB are members of the [[Verkehrsverbund Rhein-Sieg]] (VRS – Rhein-Sieg Transit Authority), formed in 1987 to consolidate the transit authorities in the metropolitan Cologne area and operate a joint fare structure.<ref name="VRS members">{{Cite web |title=Wir fahren Sie... |trans-title=We transport you... |url=https://www.vrs.de/der-vrs/verkehrsunternehmen/wir-fahren-sie |url-status=live |archive-url=https://web.archive.org/web/20200612111848/https://www.vrs.de/der-vrs/verkehrsunternehmen/wir-fahren-sie |archive-date=12 June 2020 |access-date=6 May 2020 |website=VRS |language=de}}</ref><ref name="history 1985" /> There are [[List of Cologne KVB stations|236 stations]] along {{Convert|199|km|mi|abbr=on}} of tracks,<ref>{{Cite web |date=June 2022 |title=KVB Geschäftsbericht 2021 |url=https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=3936 |url-status=live |access-date=9 August 2022 |website=Kölner Verkehrs-Betriebe AG |language=de}}</ref> of which 42 are underground in {{Convert|28|km|mi|abbr=on}} of tunnels.

== History ==
[[File:Station Äußere Kanalstraße.JPG|thumb|The Cologne Stadtbahn at [[Rochusplatz]] station]]

=== Horsecar and tram (1877 – 1960s) ===
The Cologne Stadtbahn traces its history to the first [[horsecar]] lines that started operating in 1877. Within a few years, several companies had built an extensive network. Because none of these companies showed interest in electrifying their lines, the city of Cologne bought them on 1 January 1900, and by 1907 all horsecar lines had been electrified or replaced by other services.<ref name="history 1877" /> Additional lines were built until 1912, including ''Vorortbahnen'' to surrounding villages outside the city limits. Outside the city center, these lines had segregated [[Right-of-way (transportation)|right-of-way]] and were more similar to "real" railroads than to trams.<ref name=USDT>{{cite book|title=Light Rail Transit: A State of the Art Review|url=https://books.google.com/books?id=yJJKFV0uwHQC&pg=PA52|year=1976|publisher=U.S. Department of Transportation, Urban Mass Transportation Administration, Office of Policy and Program Development|pages=52–56|access-date=11 January 2020|archive-date=5 July 2022|archive-url=https://web.archive.org/web/20220705142226/https://books.google.com/books?id=yJJKFV0uwHQC&pg=PA52|url-status=live}}</ref>

The dense tram network in the city center that had been present before [[World War II]] was only partially rebuilt afterwards, and the [[Köln Hauptbahnhof|''Hauptbahnhof'']] (Central Station) was not linked to important places like [[Neumarkt (Cologne)|Neumarkt]] and [[Heumarkt]] for the time being. This was partly due to the plans to make Cologne a [[Automotive city|car friendly city]] which meant that old tramways (like the north–south one) were replaced by bus service; and also due to the planned widening of vehicles which wouldn't have fit through some of the narrow streets previously served by trams. Another question was the connection between the two banks of the [[Rhine]] which had been provided by the [[Hohenzollern Bridge|Hohenzollern-]], [[Mülheim Bridge, Cologne|Mülheim-]] and [[Deutz Suspension Bridge|Deutzer Brücke]], that were all destroyed during the war. A decision was taken to dedicate the Hohenzollern Bridge solely to interregional services, while the new [[Severins Bridge]] was only finished in 1959, allowing a restructuring of tram lines.<ref name="reconstruction ww2">{{Cite web |title=Wiederaufbau und Neugestaltung |trans-title=Reconstruction and redesign |url=https://koeln-magazin.info/geschichte/wiederaufbau-und-neugestaltung-in-koeln-nach-dem-2-weltkrieg |url-status=live |archive-url=https://web.archive.org/web/20220122192400/https://koeln-magazin.info/geschichte/wiederaufbau-und-neugestaltung-in-koeln-nach-dem-2-weltkrieg |archive-date=22 January 2022 |access-date=5 July 2022 |website=Köln Magazin |language=de}}</ref><ref name="50 years underground">{{Cite web |date=11 October 2018 |title=Broschüre 50 Jahre U-Bahn |trans-title=Brochure 50 years U-Bahn |url=https://www.kvb.koeln/unternehmen/presse/publikationen/broschueren.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=770 |url-status=live |archive-url=https://web.archive.org/web/20220706145650/https://www.kvb.koeln/unternehmen/presse/publikationen/broschueren.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=770 |archive-date=6 July 2022 |access-date=5 July 2022 |website=kvb.koeln |language=de}}</ref>

=== Upgrade to a Stadtbahn (1960s – now) ===
Already in 1956, the [[Transportation planning|transportation plan]] of the city council intended a newly built tunnel through the city center in the north–south direction. An overground routing along the Nord-Süd-Fahrt (North-South-Road) would not have served many central areas and was rejected. The tunnel was not planned as a [[Rapid transit|''U-Bahn'']] as in many other cities, but rather as an [[Premetro|underground tram]]. This meant a design similar to overground trams with small turning radii, short distances between stops and low-floor platforms. At the end of the tunnels the trains were supposed to run as trams on the streets again, but in many places the trams were already separated from car traffic anyways. For this type of system – tunnels in highly congested areas, elsewhere mostly on or next to streets – the term [[Stadtbahn]] was later created. Similar concepts to separate rail and car traffic were later used in many cities in [[North Rhine-Westphalia]] and adjacent foreign cities ([[Brussels]], [[Antwerp]]).<ref name="50 years underground" />

The term Stadtbahn is not regularly used, as the system is mostly referred to as ''U-Bahn'' and sometimes ''Straßenbahn'' (tram) by officials and the KVB, and most underground stations are also marked by a big white U on blue background which refers to ''U-Bahn''. Most people in Cologne speak about the ''U-Bahn'' or ''Straßenbahn'', or just about the train or the KVB.<ref name="50 years underground" />

When construction of the first tunnel started in 1963, there was no promise of the state NRW or the federal government to finance the project, and in the worst case the city would have had to pay completely on their own. With this background, the building of the Innenstadttunnel (city center tunnel) was begun. The tunnel opened in parts between 1968 and 1970 and was designed to be continued later, when more money and higher demand could make it necessary. This was the reason why no traditional ''U-Bahn'' (metro) was built in Cologne, which is as of 2023 the [[List of cities in the European Union by population within city limits|largest city in Europe]] not to have one. Nearly all tunnels completed afterwards aren't new routes, but rather overground sections of existing lines moved to the underground.<ref name="50 years underground" />

Beneficial to the expansion of the Stadtbahn were the ''Vorortbahnen'' that mostly ran on the right side of the Rhine and usually had their own [[Right-of-way (traffic)|right-of-ways]]. Another advantage was the previous use of {{Convert|2.5|m|ft|abbr=on}} wide trains instead of the usual {{Convert|2.3|m|ft|abbr=on}} other cities used for their trams, which made the adjustment for the new {{Convert|2.65|m|ft|abbr=on}} wide [[Stadtbahnwagen B]] easier.{{Citation needed|date=January 2023}}

After the ''[[Vorgebirgsbahn]]'' of the ''[[Köln-Bonner Eisenbahnen]]'' started serving [[Barbarossaplatz station|Barbarossaplatz]] over Luxemburger Straße in 1898,<ref name="line 18">{{Cite web |last=Weiß |first=Regina |date=26 January 2021 |title=Linie 18: Vom Weißkohl-Bauern-Express zur Stadtbahn Nr. 1 |trans-title=Line 18: From cabbage-farmer-express to Stadtbahn #1 |url=https://blog.kvb-koeln.de/linie-18-vom-weisskohl-bauern-express-zur-stadtbahn-nr-1 |url-status=live |archive-url=https://web.archive.org/web/20210918022705/https://blog.kvb-koeln.de/linie-18-vom-weisskohl-bauern-express-zur-stadtbahn-nr-1 |archive-date=18 September 2021 |access-date=5 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> the ''[[Rheinuferbahn]]'' used rail tracks of the trams from its start in 1906,<ref name="line 16">{{Cite web |last=Anemüller |first=Stephan |date=21 November 2017 |title=Linie 16 – eine Bahn mit Geschichte |trans-title=Line 16 – a line with history |url=https://blog.kvb-koeln.de/linie-16-eine-bahn-mit-geschichte |url-status=live |archive-url=https://web.archive.org/web/20210918004541/https://blog.kvb-koeln.de/linie-16-eine-bahn-mit-geschichte |archive-date=18 September 2021 |access-date=5 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> beginning the mix of trams and interregional rail. The ''[[Köln-Frechen-Benzelrather Eisenbahn]]'', which opened in 1893, was modified from [[Metre-gauge railway|metre-gauge]] to [[Standard-gauge railway|standard-gauge]] in 1914, and has been operated by the KVB since 1955 using [[Eisenbahn-Bau- und Betriebsordnung|EBO]] certified vehicles.<ref name="line 7">{{Cite web |last=Anemüller |first=Stephan |date=31 January 2017 |title=Linie 7: An der Sonne und über die Grenzen der Stadt |trans-title=Line 7: At the sun and beyond the city's limits |url=https://blog.kvb-koeln.de/linie-7-an-der-sonne-und-ueber-die-grenzen-der-stadt |url-status=live |archive-url=https://web.archive.org/web/20220118142810/https://blog.kvb-koeln.de/linie-7-an-der-sonne-und-ueber-die-grenzen-der-stadt |archive-date=18 January 2022 |access-date=5 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> The integration of the ''Rheinuferbahn'' and ''Vorgebirgsbahn'' was already planned in the mid-1960s, but had to be put off due to a lack of vehicles that could run on interregional rail and partially tunneled Stadtbahn.

As seen in other cities, the changing ideas on efficient traffic systems lead to differing needs for the system. An example of this is the length of the platforms. While the first platforms were designed for two coupled {{Convert|30|m|ft|abbr=on}} wagons, later the state NRW required space for three or sometimes four Stadtbahnwagen B, which lead to platforms of up to {{Convert|110|m|ft|abbr=on}} in length. The usually much shorter overground platforms currently only allow two wagons of collective {{Convert|58|m|ft|abbr=on}} length. Another changing factor was the routing itself: the curve radii were enlarged and at-grade crossings avoided. The outer parts of the tunnel network are designed for up to {{Convert|70|km/h|mph|abbr=on}}, but the distance between stations is more similar to the previous tram network, which is why the top speed is rarely reached.

There is no plan for the final state of the network as in the U-Bahn of [[Berlin U-Bahn|Berlin]], [[Munich U-Bahn|Munich]] or [[Nuremberg U-Bahn|Nuremberg]]. The lines and tunnels were built in the order which made most sense to relieve traffic at the time. Because of this and the financial insecurity if the state or federal government would finance more projects, many ramps going from the tunnels to the overground were built only provisorily to enable a later continuation of the tunnels, but no underground stations were designed to become multi-level stations serving different directions.

Initially the mixed use of trams and Stadtbahnen only allowed for low-floor platforms with a height of {{Convert|35|cm|in|abbr=on}}, which meant that the high-floor Stadtbahnen had to be (and still are) equipped with stairs. In 1985 the first part of the network was built that was only accessible for high-floor trains with a platform height of {{Convert|90|cm|in|abbr=on}}.

Since the summer of 2006, no more trams are in use in Cologne.<ref name="history 2005" /> But in the 1990s, the city council had decided to only convert part of the network for use with high-floor trains, that has since been upgraded almost completely. The first few lines were converted to low-floor operations in 1994, another few in 2003. This led to the curiosity that at some platforms the earlier-built escalators don't end at platform level, but a few steps above it, as it had been intended to raise those platforms to {{Convert|90|cm|in|abbr=on}}.<ref name="history 1985" />

Underground construction in downtown Cologne, one of [[Germany]]'s oldest cities, is often obstructed by [[archeologist]]s' legal rights to dig in all future building sites within the medieval city limits before all heavy construction machinery.<ref name="archaeology">{{Cite web |last=Schmitz |first=Alfried |title=Archäologie: "ZeitTunnel" Köln |trans-title=Archaeology: "TimeTunnel" Cologne |url=https://www.planet-wissen.de/geschichte/archaeologie/methoden_der_archaeologie/pwiegrabungenunterderstadtdasprojektzeittunnelinkoeln100.html#Bauprojekt |url-status=live |archive-url=https://web.archive.org/web/20210319052611/https://www.planet-wissen.de/geschichte/archaeologie/methoden_der_archaeologie/pwiegrabungenunterderstadtdasprojektzeittunnelinkoeln100.html#Bauprojekt |archive-date=19 March 2021 |access-date=4 July 2022 |website=planet-wissen.de |date=11 December 2019 |language=de}}</ref>

== Current routes ==
[[File:KVB Friesenplatz.jpg|thumb|Entrance to [[Friesenplatz (KVB)|Friesenplatz station]] on [[Hohenzollernring]]]]
[[File:Technical map2.png|thumb|Technical map]]
[[File:KVB2306 Appellhofplatz.jpg|thumb|Appellhofplatz/Breite Straße station before renovation]]
Because the light rail network evolved from the tram network instead of replacing it, there were numerous stations served by both light rail and tram vehicles for almost three decades. While high platforms for step less entry into light rail vehicles could be built on the outer branches, stations in the city center had to have low platforms to support trams as well. The introduction of [[low-floor]] technology in the early 1990s promised wheelchair-accessible entry throughout the network without having to build several hundred high platforms. To allow the introduction of low-floor trains without having to demolish existing high platforms, the network was divided into two sub-networks of different floor heights.<ref name="history 1985" />

On weekdays, all lines are served in 5 to 10 minute intervals from 6 am to 8 pm, with little or no service between around 1 am and about 4.30 am, and usually 15 minute intervals in the early night and early morning, as well as on Sundays. On weekends, there is an hourly service throughout the night. Because several lines overlap on the routes through the city center, some stations are served by up to 30 trains per hour in each direction.

{| class="wikitable"
|-
! !! route !! length !! avg. speed
|-
| style="background:#{{rcr|Cologne Stadtbahn|1}}; color:#fff; text-align:center;"| '''1''' || [[Köln-Weiden West station|Weiden West]] – Junkersdorf – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – [[Kalk Post (KVB)|Kalk Post]] – [[Kalk Kapelle (KVB)|Kalk Kapelle]] – Brück – Refrath – [[Bensberg (KVB)|Bensberg]] during peak hours 5-minute intervals Junkersdorf–Brück|| {{convert|26.5|km|mi|abbr=on}}<ref name="line 1" />|| {{convert|27.2|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|3}}; color:#fff; text-align:center;"| '''3''' || [[Bocklemünd Görlinger-Zentrum (KVB)|Görlinger-Zentrum]] – Mengenich – Bocklemünd – Bickendorf – [[Köln-Ehrenfeld station|Bf Ehrenfeld]] – [[Köln West station|Bf West]] – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – Buchheim – Holweide – [[Thielenbruch (KVB)|Thielenbruch]] off-peak service ends at Holweide|| {{convert|20.1|km|mi|abbr=on}} || {{convert|26.2|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;"| '''4''' || Bocklemünd – Bickendorf – [[Köln-Ehrenfeld station|Bf Ehrenfeld]] – [[Köln West station|Bf West]] – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – Mülheim, Wiener Platz – Dünnwald – Schlebusch evening service starts at Bickendorf|| {{convert|21.5|km|mi|abbr=on}} || {{convert|28.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|5}}; color:#fff; text-align:center;"| '''5''' || Sparkasse Am Butzweilerhof – Ossendorf – Neuehrenfeld – [[Köln West station|Bf West]] – [[Köln Hauptbahnhof|Dom/Hbf]] – [[Rathaus (KVB)|Rathaus]] – [[Heumarkt (KVB)|Heumarkt]]|| {{convert|10.3|km|mi|abbr=on}} || {{convert|20.4|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|7}}; color:#fff; text-align:center;"| '''7''' || Frechen – Marsdorf – Braunsfeld – [[Neumarkt (KVB)|Neumarkt]] – Poll – Porz – Zündorf Frechen–Braunsfeld served in 20-minute intervals except for peak hours || {{convert|25.5|km|mi|abbr=on}} || {{convert|25.5|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|9}}; color:#fff; text-align:center;"| '''9''' || Sülz – [[University of Cologne|Universität]] – [[Köln Süd station|Bf Süd]] – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – [[Kalk Post (KVB)|Kalk Post]] – [[Kalk Kapelle (KVB)|Kalk Kapelle]] – Ostheim – [[Königsforst (KVB)|Königsforst]] 5-minute intervals Universität–Bf Deutz except for school holidays|| {{convert|15.4|km|mi|abbr=on}}<ref name="line 9">{{Cite web |last=Pesch |first=Matthias |date=16 August 2016 |title=Meine Linie: die Linie 9 |trans-title=My line: line 9 |url=https://blog.kvb-koeln.de/meine-linie-die-linie-9 |url-status=live |access-date=17 February 2023 |website=Der Unternehmensblog der KVB |language=de}}</ref>|| {{convert|25.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|12}}; color:#fff; text-align:center;"| '''12''' || Merkenich – Niehl – [[Ebertplatz (KVB)|Ebertplatz]] – [[Köln-Hansaring station|Hansaring]] – Ringe – [[Zollstock]] Merkenich–Niehl served in 20-minute intervals from 9am to 1pm || {{convert|16.5|km|mi|abbr=on}} || {{convert|22.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;"| '''13''' || [[Sülzgürtel (KVB)|Sülzgürtel]] – Aachener Str. – [[Köln-Ehrenfeld station|Bf Ehrenfeld]] – Gürtel – [[Köln-Mülheim station|Bf Mülheim]] – Buchheim – Holweide || {{convert|16.2|km|mi|abbr=on}}<ref name="line 13" />|| {{convert|28.9|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|15}}; color:#fff; text-align:center;"| '''15''' || [[Chorweiler (KVB)|Chorweiler]] – Longerich – Ebertplatz – [[Köln-Hansaring station|Hansaring]] – Ringe – [[Ubierring (KVB)|Ubierring]] during peak hours 5-minute intervals Longerich–Ubierring || {{convert|15.2|km|mi|abbr=on}}<ref name="line 15">{{Cite web |last=Anemüller |first=Stephan |date=20 January 2023 |title=Linie 15: Seit 20 Jahren entlang der Stadtmauer |trans-title=Line 15: 20 years along the city wall |url=https://blog.kvb-koeln.de/linie-15-seit-20-jahren-entlang-der-stadtmauer |url-status=live |access-date=17 February 2023 |website=Der Unternehmsblog der KVB |language=de}}</ref>|| {{convert|24.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|16}}; color:#fff; text-align:center;"| '''16''' || Niehl, Sebastianstraße – [[Köln Hauptbahnhof|Dom/Hbf]] – [[Neumarkt (KVB)|Neumarkt]] – Ubierring – Sürth – Wesseling – [[Bonn Hbf]] – Bonn-Bad-Godesberg 20-minute intervals from Sürth (during peak hours from Wesseling)|| {{convert|44.3|km|mi|abbr=on}}<ref name="line 16" />|| {{convert|33.3|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|17}}; color:#fff; text-align:center;"| '''17''' ||
Severinstr. – [[Chlodwigplatz (KVB)|Chlodwigplatz]] – Rodenkirchen (– Sürth) Monday to Friday, 7:00 to 8:00 and 16:30 to 18:00 to Sürth
|{{Convert|8.5|km|mi|abbr=on}}<ref name="not know kvb">{{Cite web |last=Pesch |first=Matthias |date=5 July 2016 |title=Was Sie noch nicht über die KVB wussten... |trans-title=Things you didn't know about the KVB... |url=https://blog.kvb-koeln.de/was-sie-noch-nicht-ueber-die-kvb-wussten |url-status=live |access-date=16 February 2023 |website=Der Unternehmensblog der KVB |language=de}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;"| '''18''' || [[Thielenbruch (KVB)|Thielenbruch]] – Buchheim – [[Köln-Mülheim station|Bf Mülheim]] – [[Köln Hauptbahnhof|Dom/Hbf]] – [[Neumarkt (KVB)|Neumarkt]] – Klettenberg – Brühl – [[Bonn Hbf]] 5-minute intervals Buchheim–Klettenberg, 20-minute intervals from Brühl|| {{convert|46.4|km|mi|abbr=on}}<ref name="not know kvb" />|| {{convert|33.4|km/h|mi/h|1|abbr=on}}
|}

=== Low-floor lines ===

====East-West lines====
[[Image:Koeln WestOstLinien.png|right|East-West network]]
The first step towards a low-floor light rail network was concentrating four lines on similar routes into a common east–west-corridor in 1994. These lines were quickly equipped with low platforms {{convert|35|cm|abbr=on}} above street level on every single station. While there are some stretches that can be described as classic tramway lines, the majority of the east–west-network has been upgraded to a high standard with long sections having segregated right-of-way, justifying the term "low-floor light rail" (''Niederflurstadtbahn'').

In 2006, during the [[2006 FIFA World Cup]], route 1 was extended to Weiden-West, via Schulstraße, which connects to the [[RheinEnergieStadion]].

In 2007, Line 8, which previously operated during peak hours, stopped service. All its runs were integrated into the schedules of Lines 7 and 9.<ref name="line numbering" />

* {{rcb|Cologne Stadtbahn|1|inline=route}}: Weiden West (S-Bahn) – Junkersdorf – Rheinenergiestadion – [[Aachener Straße/Gürtel station|Aachener Straße/Gürtel ]]– [[Rudolfplatz station|Rudolfplatz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Messe/Deutz station|Bf Deutz/Messe ]]– Kalk – Brück – Refrath – [[Bensberg station|Bensberg]]
* {{rcb|Cologne Stadtbahn|7|inline=route}}: Frechen – Marsdorf – [[Aachener Straße/Gürtel station|Aachener Straße/Gürtel ]]– [[Rudolfplatz station|Rudolfplatz ]]– [[Neumarkt station|Neumarkt ]]– Poll – Porz – Zündorf
* {{rcb|Cologne Stadtbahn|9|inline=route}}: Sülz – Zülpicher Straße/Gürtel – University – [[Zülpicher Platz station|Zülpicher Platz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Messe/Deutz station|Bf Deutz/Messe ]]– Kalk – Vingst – Ostheim – Rath/Heumar – [[Königsforst station|Königsforst]]

====Ring lines====
[[Image:Koeln RingeLinien.png|right|The Ring network]]
When it became clear to city authorities that the construction of a large number of additional high platforms was not financially feasible, other options were investigated. It was deemed most economical to create a second low-floor network and equip the remaining lines with high platforms. Between the stations "Ebertplatz" and "Barbarossaplatz", there are two possible routes. It was decided that the future low-floor lines would be concentrated in the tunnel underneath the [[Cologne Ring]] road, while high-floor lines would use the tunnel under the Central station.

This change was implemented in December 2003, after the high platforms at the ''Hansaring'' station were removed. In 2006, the tracks of the ''[[Chorweiler]]'' station were raised with additional gravel. Since then, all "Ringe" lines are operated with low-floor vehicles. In 2007, Line 6, which had only operated during peak hours, was replaced by additional trains of Line 15.<ref name="line numbering" />

* {{rcb|Cologne Stadtbahn|12|inline=route}}: Merkenich – Fordwerke – Wilh.-Sollmann-Straße – [[Ebertplatz station|Ebertplatz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Barbarossaplatz station|Barbarossaplatz ]]– [[Eifelstraße station|Eifelstraße ]]– Zollstock
* {{rcb|Cologne Stadtbahn|15|inline=route}}: [[Köln-Chorweiler station|Chorweiler ]]– Longerich – Wilh.-Sollmann-Straße – [[Ebertplatz station|Ebertplatz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Barbarossaplatz station|Barbarossaplatz ]]– [[Eifelstraße station|Eifelstraße ]]– [[Chlodwigplatz station|Chlodwigplatz ]]– [[Ubierring station|Ubierring]]

===High-floor lines===
[[Image:Koeln Hochflurlinien.png|200px|right|high-floor sub-network]]
The high-floor network consists of all lines operated by "classic" light rail vehicles with a floor height of roughly one meter above street level. Since separation from the low-floor network, high platforms are being built in stations in the city center at one or two per year. As of 2022, the most frequented stations have been upgraded except for the [[Barbarossaplatz station]].

Since the construction of temporary platforms at the Severinstraße station while the actual station gets modernized and connected to the North-Southern tunnel, lines 3 and 4 are Cologne's first HF lines completely equipped with level entrance. The western branch of Line 5 still has two stops (Subbelrather Straße/Gürtel and Nußbaumerstraße, both shared with Line 13) with low platforms, the rest of its stations were made high-floor when the line was extended into the Butzweilerhof industrial area.

Line 13 is also called the "beltway" ([[List of streets in Cologne#Cologne Belt|Gürtel]]) line because it is the only line that does not touch the city center. Line 13 is also called the Outer Ring line, while Lines 12 and 15 together can be called the inner ring line. Most of the line runs along a series of roads of the same name. The northern part of Line 13 is built as an elevated railway. High-floor platforms are still very rare on this line, because it shares three platforms (Dürener Straße, Wüllnerstraße, Aachener Straße/Gürtel) with the low-floor line 7 and many parts of the platforms are lined with old trees, making the upgrade more difficult.<ref name="line 13">{{Cite web |last=Weiß |first=Regina |date=7 March 2017 |title=Ringlinie, Hochbahn und Tangente: Eine Fahrt mit der Linie 13 vom Sülzgürtel bis Holweide |trans-title=Ring-line, elevated railway and tangent: a ride with line 13 from Sülzgürtel to Holweide |url=https://blog.kvb-koeln.de/ringlinie-hochbahn-und-tangente-eine-fahrt-mit-der-linie-13-vom-suelzguertel-bis-holweide |url-status=live |archive-url=https://web.archive.org/web/20210918022832/https://blog.kvb-koeln.de/ringlinie-hochbahn-und-tangente-eine-fahrt-mit-der-linie-13-vom-suelzguertel-bis-holweide |archive-date=18 September 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

Since the timetable change on 13 December 2015, a section of the north–south rail has been operated by line 17. From Severinstraße it runs through the newly built tunnel to Bonner Wall, after which it joins line 16 at Schönhauser Str. and runs alongside it to Rodenkirchen Bf. In the morning and evening peak (07:00 to 08:00 and 16:30 to 18:00), the line runs further to Sürth.

Lines 16 and 18 are the longest lines in the network, connecting Cologne to [[Bonn]] via railway lines.

* {{rcb|Cologne Stadtbahn|3|inline=route}}: Mengenich – Bocklemünd – [[Venloer Straße/Gürtel (KVB)|Venloer Straße/Gürtel ]]– [[Köln West station|Hans-Böckler-Platz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Neumarkt station|Neumarkt ]]– Severinstraße – [[Köln Messe/Deutz station|Bf Deutz/LANxess Arena ]]– Buchheim – Holweide – Dellbrück – [[Thielenbruch station|Thielenbruch]]
* {{rcb|Cologne Stadtbahn|4|inline=route}}: [[Görlinger-Zentrum station|Bocklemünd ]]– [[Venloer Straße/Gürtel (KVB)|Venloer Straße/Gürtel ]]– [[Köln West station|Hans-Böckler-Platz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Neumarkt station|Neumarkt ]]– Severinstraße – [[Köln Messe/Deutz station|Bf Deutz/LANxess Arena ]]– Mülheim – Höhenhaus –Dünnwald – Schlebusch
* {{rcb|Cologne Stadtbahn|5|inline=route}}: [[Sparkasse Am Butzweilerhof station|Sparkasse Am Butzweilerhof ]]– IKEA Am Butzweilerhof – Alter Flughafen Butzweilerhof – Rektor-Klein-Straße – Margaretastraße – Iltisstraße – Lenauplatz – Nußbaumerstraße – Subbelrather Str./Gürtel – Liebigstraße – Gutenbergstraße – [[Köln West station|Hans-Böckler-Platz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Appellhofplatz station|Appellhofplatz ]]– [[Köln Hauptbahnhof|Dom/Hbf (Central Station) ]]– [[Rathaus station (Cologne)|Rathaus ]]– [[Heumarkt station|Heumarkt]]
* {{rcb|Cologne Stadtbahn|13|inline=route}}: [[Sülzgürtel station|Sülzgürtel ]]– Zülpicher Straße/Gürtel – Dürener Straße/Gürtel – [[Aachener Straße/Gürtel station|Aachener Straße/Gürtel ]]– [[Köln-Ehrenfeld station|Venloer Straße/Gürtel ]]– Subbelrather Straße/Gürtel – Nußbaumer Straße – [[Escher Straße station|Escher Straße ]]– [[Neusser Straße/Gürtel station|Neusser Straße/Gürtel ]]– [[Amsterdamer Straße/Gürtel station|Amsterdamer Straße/Gürtel ]]– [[Slabystraße station|Slabystraße ]]– Mülheim – Buchheim – Holweide
* {{rcb|Cologne Stadtbahn|16|inline=route}}: [[Bonn-Bad Godesberg station|Bonn-Bad Godesberg ]]– [[Bonn Hauptbahnhof|Bonn Hbf (Main Station) ]]– Wesseling – Sürth – Rodenkirchen – [[Ubierring station|Ubierring ]] – [[Barbarossaplatz station|Barbarossaplatz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Hauptbahnhof|Dom/Hbf (Central Station) ]]– [[Ebertplatz station|Ebertplatz ]]– [[Reichenspergerplatz station|Reichensperger Platz ]]– [[Niehl Sebastianstraße station|Niehl]]
* {{rcb|Cologne Stadtbahn|17|inline=route}}: Severinstraße – [[Chlodwigplatz (KVB)|Chlodwigplatz ]]– Rodenkirchen (– Sürth) Monday to Friday, 7:00 to 8:00 and 16:30 to 18:00 to Sürth
* {{rcb|Cologne Stadtbahn|18|inline=route}}: [[Bonn Hauptbahnhof|Bonn Hbf (Main Station) ]]– Brühl – Klettenberg – [[Sülzgürtel station|Sülzgürtel ]]– [[Barbarossaplatz station|Barbarossaplatz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Hauptbahnhof|Dom/Hbf (Central Station) ]]– [[Ebertplatz station|Ebertplatz ]]– [[Reichenspergerplatz station|Reichensperger Platz ]]– [[Slabystraße station|Slabystraße ]]– Mülheim – Buchheim – Holweide – Dellbrück – [[Thielenbruch station|Thielenbruch]]

== Former lines ==
{{Expand section|
*Not mentioned lines that once operated: 21–27
*Only goes back to the start of the Stadtbahn era|date=July 2022|small=no}}

A list of old routes of lines and lines that stopped service. If a line's route only changed because it was expanded on one end, that change is not listed here. The highest line number ever used on the system was 27 in the 1930s.<ref name="line numbering">{{Cite web |last=Pesch |first=Matthias |date=16 February 2016 |title=Wo ist die Linie 11 geblieben? |trans-title=Where did line 11 go? |url=https://blog.kvb-koeln.de/wo-ist-die-linie-11-geblieben |url-status=live |access-date=26 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=18 January 2022 |archive-url=https://web.archive.org/web/20220118143047/https://blog.kvb-koeln.de/wo-ist-die-linie-11-geblieben }}</ref>
{| class="wikitable mw-collapsible mw-collapsed"
|- class="hintergrundfarbe5"
! Line !! Route !! from !! to
|-
| rowspan="4" Style="background-color:#{{rcr|Cologne Stadtbahn|1}}; color:#ffffff; text-align:center;" |  '''1''' 
| style="text-align:left;" | Weiden Schulstr.- Junkersdorf – Müngersdorf – Braunsfeld – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 16 June 2002 ||27 May 2006
|-
| style="text-align:left;" | Junkersdorf – Müngersdorf – Braunsfeld – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 2 August 1980 ||15 June 2002
|-
| style="text-align:left;" | Sülz, Hermeskeiler Platz – Universität – Zülpicher Platz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 19 October 1970 || 1 August 1980
|-
| style="text-align:left;" | Bocklemünd – Bickendorf – Venloer Str./Gürtel – Hans-Böckler-Platz – Brabanter Str. – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 12 June 1967 || 18 October 1970
|-
| Style="background-color:#F4D471; color:#ffffff; text-align:center;" rowspan="6"|  '''2''' 
| style="text-align:left;" | stopped service
| 30 May 1999
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt (– Heumarkt – Deutz – Poll – Porz – Zündorf)
| 25 September 1994 || 30 May 1999
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt (– Heumarkt – Deutz/Messe – Kalk – Vingst – Ostheim)
| 2 August 1980 || 24 September 1994
|-
| style="text-align:left;" | Sülz, Hermeskeiler Platz – Universität – Zülpicher Platz – Neumarkt – Heumarkt – Deutz – Vingst – Ostheim
| 19 October 1970 || 2 August 1980
|-
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Neumarkt – Dom/Hbf.
| 6 October 1969 || 18 October 1970
|-
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Zülpicher Platz – Mauritiuskirche – Neumarkt – Poststraße – Barbarossaplatz – Zollstock, Südfriedhof
| 12 June 1967 || 5 October 1969
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|3}}; color:#ffffff; text-align:center;" rowspan="3"|  '''3''' 
| style="text-align:left;" | Bocklemünd – Venloer Str./Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Buchheim – Holweide – Dellbrück – Thielenbruch
| 19 October 1970 || 15 June 2002
|-
| style="text-align:left;" |  ''during U-Bahn construction only from Venloer Str./Gürtel''
| 16 September 1989 || 30 May 1992
|-
| style="text-align:left;" | Bickendorf, Schleife am Erlenweg – Akazienweg – Venloer Str./Gürtel – Hans-Böckler-Platz – Brabanter Str. – Rudolfplatz – Neumarkt – Kleiner Griechenmarkt – Severinsbrücke – Bf. Deutz/Messe – Buchheim – Holweide – Dellbrück – Thielenbruch
| 12 June 1967 || 18 October 1970
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|4}}; color:#ffffff; text-align:center;" rowspan="5" |  '''4''' 
| style="text-align:left;" | Bickendorf, Äußere Kanalstraße – Subbelrather Straße/Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 24 June 1989 || 30 May 1992
|-
| style="text-align:left;" | Bocklemünd – Subbelrather Straße/Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 24 April 1985 || 23 June 1989
|-
| style="text-align:left;" | Bocklemünd – Venloer Str./Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 7 January 1975 || 23 April 1985
|-
| style="text-align:left;" | Bickendorf, Akazienweg – Venloer Str./Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 19 October 1970 || 6 January 1975
|-
| style="text-align:left;" | Rudolfplatz (Moltkestr.) – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus, Neurather Weg;
| 8 April 1968 || 18 October 1970
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|5}}; color:#ffffff; text-align:center;" rowspan="5" |  '''5''' 
| style="text-align:left;" | Am Butzweilerhof – Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Rathaus
| December 2012 || December 2013
|-
| style="text-align:left;" | Am Butzweilerhof – Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz
| December 2010 || December 2012
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz
| 23 May 1993 || December 2010
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz – Zoo/Flora – Mülheim – Höhenhaus, Neurather Weg
| 9 November 1986 || 22 May 1993
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz
| 25 August 1974 || 8 November 1986
|-
| Style="background-color:#BFD730; color:#ffffff; text-align:center;" rowspan="6"|  '''6''' 
| style="text-align:left;" |  stopped service
| June 2007
|-
| style="text-align:left;" | Longerich – Weidenpesch – Nippes – Ebertplatz („6 Nord“)
| October 2006 || June 2007
|-
| style="text-align:left;" | Dom/Hbf – Neumarkt – Barbarossaplatz – Chlodwigplatz – Ubierring („6 Süd“)
| October 2006 || June 2007
|-
| style="text-align:left;" | Longerich – Weidenpesch – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Ubierring
| September 2002 || October 2006
|-
| style="text-align:left;" | Longerich – Weidenpesch – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Bayenthal – Marienburg, [[Südpark (Köln)|Südpark]]
| 27 July 1974|| 7 September 2002
|-
| style="text-align:left;" | (HVZ: Fordwerke, Ölhafen -) Niehl – Weidenpesch – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Bayenthal – Marienburg, Südpark
| 19 October 1970|| 26 July 1974
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|7}}; color:#ffffff; text-align:center;" rowspan="2" |  '''7''' 
| style="text-align:left;" | Sülz, Hermeskeiler Platz – Universität – Zülpicher Platz – Neumarkt – Heumarkt – Deutz – Poll – Porz – Zündorf
| 2 August 1980 || 29 May 1999
|-
| style="text-align:left;" | Junkersdorf – Müngersdorf – Melaten – Rudolfplatz – Neumarkt – Heumarkt – Deutz – Poll – Porz – Zündorf
| 12 June 1967 || 2 August 1980
|-
| Style="background-color:#F36F21; color:#ffffff; text-align:center;" rowspan="4"|  '''8''' 
| style="text-align:left;" |  stopped service
| June 2007
|-
| style="text-align:left;" | Universität – Zülpicher Platz – Neumarkt (– Poll – Porz) / (– Bf. Deutz/Messe)
| 1999 || June 2007
|-
| style="text-align:left;" |  stopped service
| 2 August 1980 || 1999
|-
| style="text-align:left;" | Müngersdorf (Stadion) – Melaten – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück (– Refrath)
| 8 April 1968 || 2 August 1980
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|9}}; color:#ffffff; text-align:center;" rowspan="4"|  '''9''' 
| style="text-align:left;" | Chorweiler – Heimersdorf – Longerich – Nippes – Ebertplatz – Dom/Hbf – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 17 November 1973 || 24 September 1994
|-
| style="text-align:left;" | Heimersdorf – Longerich – Nippes – Ebertplatz – Dom/Hbf – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 18 May 1971 || 16 November 1973
|-
| style="text-align:left;" | Longerich – Nippes – Ebertplatz – Dom/Hbf – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 19 October 1970 || 17 May 1971
|-
| style="text-align:left;" | Longerich – Niehl – Fordwerke, Ölhafen
| 12 June 1967 || 18 October 1970
|-
| Style="background-color:#AE4A66;color:#ffffff; text-align:center;" rowspan="4"|  '''10''' 
| style="text-align:left;" |  stopped service
| 26 September 1994
|-
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Niehl – Merkenich
| 31 October 1987 || 26 September 1994
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Niehl – Fordwerke, Ölhafen;
| 25 August 1974 || 9 November 1986
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Weidenpesch – Longerich;
| 6 October 1969 || 27 July 1974
|-
| Style="background-color:#754346; color:#ffffff; text-align:center;" rowspan="2"|  '''11''' 
| style="text-align:left;" |  stopped service
| 9 November 1986
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Höhenhaus, Neurather Weg
| 27 July 1974 || 9 November 1986
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|12}}; color:#ffffff; text-align:center;" rowspan="1"|  '''12''' 
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Neumarkt – Dom/Hbf. – Ebertplatz – Nippes – Niehl – Merkenich
| 18 October 1970 || December 2003
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|13}}; color:#ffffff; text-align:center;" rowspan="4"|  '''13''' 
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Nippes – Riehl – Mülheim – Höhenhaus, Neurather Weg
| 23 May 1993 || 31 May 1997
|-
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Nippes – Riehl – Mülheim, Wiener Platz
| 25 August 1974 || 22 May 1993
|-
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Neuehrenfeld, Takuplatz
| 23 October 1972 || 25 August 1974
|-
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Bilderstöckchen, Longericher Str.
| 30 September 1963 || 22 October 1972
|-
| Style="background-color:#73C7F7; color:#ffffff; text-align:center;" rowspan="2"|  '''14''' 
| style="text-align:left;" |  stopped service
| 27 May 2003
|-
| style="text-align:left;" | KölnMesse – Deutz/Messe – Neumarkt – Dom/Hbf. ''(Fair days only)''
| 17 January 1984 || 27 May 2003
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|15}}; color:#ffffff; text-align:center;" rowspan="3"|  '''15''' 
| style="text-align:left;" | Thielenbruch – Dellbrück – Buchheim – Mülheim – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Ubierring
| 25 September 1994 || 13 December 2003
|-
| style="text-align:left;" | Thielenbruch – Dellbrück – Buchheim – Mülheim – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Ubierring – Rodenkirchen – Sürth
| 12 August 1978 || 24 September 1994
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Neumarkt – Severinsbrücke – Deutz – Mülheim – Höhenhaus, Neurather Weg ''(peak hours only)''
| 19 October 1970 || 23 October 1972
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|16}}; color:#ffffff; text-align:center;" rowspan="4" |  '''16''' 
| style="text-align:left;" | Bonn-Bad Godesberg – Bonn Hbf – Wesseling – Sürth – Rodenkirchen – Ubierring – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstr.
| October 2006 || June 2007
|-
| style="text-align:left;" | Bonn-Bad Godesberg – Bonn Hbf – Wesseling – Sürth – Rodenkirchen – Ubierring – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Buchheim, Herler Straße
| 1997 || 2003
|-
| style="text-align:left;" | Bonn-Bad Godesberg – Bonn Hbf – Wesseling – Sürth – Rodenkirchen – Ubierring – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim, Wiener Platz
| 12 August 1978 || 31 May 1997
|-
| style="text-align:left;" | Rodenkirchen, Siegfriedstraße – Rheinufer – Ubierring – Chlodwigplatz – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Mülheim – Holweide – Dellbrück – Thielenbruch
| || 11 August 1978
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|17}}; color:#ffffff; text-align:center;" rowspan="4"|  '''17''' 
| style="text-align:left;" |  stopped service
| October 2006 || December 2015
|-
| style="text-align:left;" | Ubierring – Chlodwigplatz – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Buchheim, Herler Straße (evenings and weekends only)
| December 2003 || October 2006
|-
| style="text-align:left;" | Ubierring – Chlodwigplatz – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstraße (evenings and weekends only)
| 31 May 1997 || December 2003
|-
| style="text-align:left;" | Klettenbergpark – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Reichenspergerplatz
| 9 November 1986 || 1992
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|18}}; color:#ffffff; text-align:center;" rowspan="4"|  '''18''' 
| style="text-align:left;" | Bonn Hbf – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Mülheim – Buchheim – Dellbrück – Thielenbruch
| October 2006 || June 2007
|-
| style="text-align:left;" | Bonn Hbf – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Nippes – Longerich – Heimersdorf – Chorweiler
| September 1994 || October 2003
|-
| style="text-align:left;" | Bonn Hbf – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim
| 9 November 1986 || September 1994
|-
| style="text-align:left;" | Bonn, Rheinuferbahnhof – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz Operated by [[Cologne-Bonn Railways]]
| 12 August 1978 || 9 November 1986
|-
| Style="background-color:#00B9F2; color:#ffffff; text-align:center;" rowspan="9"|  '''19''' 
| style="text-align:left;" |  stopped service
| 5 August 2007
|-
| style="text-align:left;" | Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf ("19 Süd")
| 9 October 2006 || 5 August 2007
|-
| style="text-align:left;" | Breslauer Platz – Ebertplatz – Mülheim – Buchheim, Herler Str. ("19 Nord")
| 9 October 2006 || 5 August 2007
|-
| style="text-align:left;" | Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Buchheim, Herler Str.
| 15 December 2003 || 8 October 2006
|-
| style="text-align:left;" | Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstr.
| 31 May 1992 || 14 December 2003
|-
| style="text-align:left;" | Hürth-Hermülheim – Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstr.
| 27 September 1991 || 30 May 1992
|-
| style="text-align:left;" | Hürth-Hermülheim – Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Weidenpesch – Niehl
| 9 November 1986 || 26 September 1991
|-
| style="text-align:left;" | Brühl Mitte – Brühl Ost – Berzdorf – Wesseling Inter-city operated by [[Cologne-Bonn Railways]]
| 12 August 1978 || 31 May 1981
|-
| style="text-align:left;" | Longerich – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 5 October 1964 || 19 October 1970
|-
| Style="background-color:cyan; color:#ffffff; text-align:center;" rowspan="4"|  '''20''' 
| style="text-align:left;" |  stopped service
| 2 August 1980
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt
| 10 October 1969 || 2 August 1980
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt (– Heumarkt – Deutz – Poll not so frequent)
| 6 October 1969 || 9 October 1969
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Niehl – Fordwerke, Ölhafen;
| 10 June 1967 || 8 April 1968
|}

== Past expansion ==
Due to the lack of an overarching plan on the expansion of the network, there's no single point when the tram became the Stadtbahn, and the expansion projects since the building of the ''Innenstadttunnel'' will be listed chronologically.

=== Innenstadttunnel (City center tunnel) ===
[[File:KVB2306 Appellhofplatz.jpg|alt=Stadtbahn of line 19 at station Appellhofplatz in the Innenstadttunnel|left|thumb|Station Appellhofplatz in the ''Innenstadttunnel'' before high-floor platforms were introduced]]
[[File:KVB Innenstadttunnel.svg|alt=Map of the Inenstadttunnel in its final state 1970|right|frameless]]
The ''Innenstadttunnel'' was opened in several parts from 1968 to 1970. The first part served from Dom/Hbf to Appellhofplatz reaching the surface through a temporary ramp at Friesenplatz, and in the following year the section Appellhofplatz – Barbarossaplatz was added. At the station Appellhofplatz a triangular junction was built, with the tunnel from Friesenplatz to Dom/Hbf passing under the rest of the railways. In October 1970 the sections Poststraße – Severinsbridge and Dom/Hbf – Breslauer Platz followed, with a temporary ramp built at Breslauer Platz. The ramp at Barbarossaplatz was also intended to only be temporary, but is still in use to this day (2023).<ref name="50 years underground" />

Because the ''Innenstadttunnel'' was built as an [[Premetro|underground tram]], it has small curve radii and level junctions at Appellhofplatz and Poststraße. Currently (2022) the tunnel is served by three lines with 10 min headway and one with 5 min headway.<ref name="50 years underground" /><ref name="rush hour">{{Cite web |last=Weiß |first=Regina |date=17 January 2017 |title=Rush Hour in der Innenstadt – Mehr Bahnen sind aktuell nicht drin |trans-title=Rush hour in the city center – more trains are not possible at the moment |url=https://blog.kvb-koeln.de/rush-hour-in-der-innenstadt-mehr-bahnen-sind-aktuell-nicht-drin |url-status=live |archive-url=https://web.archive.org/web/20220118142805/https://blog.kvb-koeln.de/rush-hour-in-der-innenstadt-mehr-bahnen-sind-aktuell-nicht-drin |archive-date=18 January 2022 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

=== Chorweiler extension ===
[[File:Stadtbahnkoeln-heimersdorf.jpg|thumb|Underground station Heimersdorf]]
[[File:KVB Chorweiler.svg|alt=Map of the Chorweiler extension|left|frameless|207x207px]]
The in the 1970s newly built line to the [[commuter town]] [[Chorweiler]] is the first line in Cologne to be built metro-like from the start. In 1971, the first {{Convert|2.3|km|mi|abbr=on}} long part was constructed: On a segregated right-of-way it starts from existing tram lines to the north, crosses under the Militärringsstraße and over the [[Bundesautobahn 1|A1]] to the underground station Heimersdorf. The line ended in a temporary loop about {{Convert|200|m|ft|abbr=on}} farther.<ref name="history 1950" />
[[File:2022-06-04-S-U-Chorweiler-0462.jpg|alt=An S-Bahn and a Stadtbahn at the Chorweiler Station|thumb|S-Bahn and Stadtbahn at Chorweiler station]]
In 1973 the extension was continued to its new and current (2022) underground terminus [[Köln-Chorweiler station|Chorweiler]] which is shared with the [[Rhine-Ruhr S-Bahn|S-Bahn]] line S11.<ref name="50 years underground" /><ref name="history 1950" /> Since 2003, line 15 operates this part of the network.

=== Eberplatz and Nippes tunnels ===
[[File:KVB 1970.svg|alt=Map of the tunnels around Ebertplatz|left|frameless]]
In 1974 the so far biggest opening of tunnels happened: The lines from Breslauer Platz and Hansaring to the [[Cologne Zoological Garden|zoo]] and under the Neusser Straße with a quad-platform station at Ebertplatz. The station is built for efficient operation with few grade crossings of different lines. The tunnels leading to Hansaring are connected creating an underground turning loop. At Reichensbergerplatz the start of a tunnel in the direction of Amsterdamer Straße was used for another turning loop.

In addition to the continuation of the ''Innenstadttunnel'', the tunnel under the Neusser Straße (Ebertplatz, Lohsestraße, Florastraße, Neusser Straße/Gürtel) was a priority, because the street is a narrow main street that was the most used part of the network at the time, outside of the city center. To get a higher reduction in travel time from the north parts of the city, higher stop spacing was used, at the price of a worse service for residents. Because of financing problems the tunnel had to end at the station Mollwitzstraße instead of continuing to the split of the line at Wilhelm-Sollman-Straße, and the ramp was built as a temporary solution, enabling later continuation of the tunnel.<ref name="50 years underground" /><ref name="history 1950" />
[[File:Hochbahn Gürtelstrecke Köln 1.jpg|alt=The elevated railway of line 13 lined with trees|right|frameless]]

=== Gürtel Hochbahn (elevated railway) ===
At the same time as the tunnels in Nippes, an [[elevated railway]] was finished for line 13 following the [[List of streets in Cologne#Cologne Belt|Gürtel]], which at the time was planned to be extended from [[Bilderstöckchen]] to the [[Mülheim Bridge, Cologne|Mülheim Bridge]]. The line starts at Nußbaumerstraße up to where line 13 runs in the middle of the Gürtel, and connects it with the Mülheim Bridge. The [[Lower Left Rhine Railway|Cologne-Neuss railway]] however is crossed underneath, at which a station (Geldernstraße/Parkgürtel) creates a connection to S-Bahn services. At the approach to the Mülheim Bridge the line joins the also junction-free line from the zoo. To create enough space for climbing the elevation change, the two lines cross at the station Slabystraße before joining farther along the bridge. This and the tunnels in Nippes meant that Cologne now had the longest underground/elevated railway networks of German cities that started those systems after World-War 2.<ref name="50 years underground" /><ref name="history 1950" />

=== Deutz/Kalk ===
[[File:KVB DeutzKalk.svg|alt=Map of the tunnel under Deutz and Kalk|left|frameless|267x267px]]
The first tunnel to the east of the Rhine was opened in the years 1976 to 1983. After the station Frankfurter Straße had already been lowered in 1964, the ramp to the first part of the tunnel with the station Fuldaer Straße was built there. The subsequent tunnels in [[Kalk, Cologne|Kalk]], Vingst and [[Deutz, Cologne|Deutz]] followed in 1980, 1981 and 1983.<ref name="50 years underground" /><ref name="history 1950" /> The branch to [[Königsforst station|Königsforst]] joins at station Kalk Kapelle without a junction by crossing under. Between the stations ''Deutz Technische Hochschule'' and ''Bf Deutz/Messe'' a small underground parking facility was created,<ref name="depots">{{Cite web |last=Weiß |first=Regina |date=19 April 2022 |title=Die Heimat von Bussen und Bahnen – die Betriebshöfe der KVB |trans-title=The home of trains and buses – the depots of the KVB |url=https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb |url-status=live |archive-url=https://web.archive.org/web/20220419091642/https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb |archive-date=19 April 2022 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> and in the station [[Kalk Post station|Kalk Post]] a bunker was built.<ref name ="bunker kalk">{{Cite web |last=Christ |first=Tobias |date=27 January 2013 |title=Atombunker in Köln-Kalk: Überleben im Kalker Untergrund |trans-title=Bunker in Cologne-Kalk: Surviving in Kalk's underground |url=https://www.ksta.de/koeln/atombunker-in-koeln-kalk-ueberleben-im-kalker-untergrund-22642736 |url-status=live |archive-url=https://web.archive.org/web/20220707110207/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9hdG9tYnVua2VyLWluLWtvZWxuLWthbGstdWViZXJsZWJlbi1pbS1rYWxrZXItdW50ZXJncnVuZC0yMjY0MjczNj9jYj0xNjU3MTkxNzI3MDA0JiIsInJlZmVycmVyIjoiIiwic3ViZG9tYWluIjoid3d3In0= |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

At the same time as the tunnels were built, the [[Deutz Suspension Bridge|Deutz Bridge]] was widened by building another bridge with the same profile to its south, and then moved next to the existing one. With this new construction, the Stadtbahn got a dedicated track through the middle of the bridge.<ref name="50 years underground" />

=== Rheinuferbahn ===
[[File:KVB Rheinuferbahn.svg|alt=Map of the Rheinuferbahn|right|frameless|300x300px]]
Since 1978 line 16 operates as an overland-line. At the station Marienburg (since renamed to Heinrich-Lübke-Ufer) it diverges from its previous routing to the center of [[Rodenkirchen]] to the Rheinuferbahn of the ''Köln-Bonner Eisenbahnen'' (Cologne-Bonn railways) which it follows to Bonn. Different to the solution later used in [[Karlsruhe Stadtbahn#Acquisition and extension of the Alb Valley Railway|Karlsruhe]], the railway was changed to accommodate Stadtbahn vehicles, instead of equipping Stadtbahn vehicles with the technology needed to be used on mainline railways. The Rheinuferbahn was converted to Stadtbahn service by changing its electrification from 1200 V to 750 V, upgrading the [[Punktförmige Zugbeeinflussung|train protection system]] and retrofitting the switches for the smaller wheels of the Stadtbahn vehicles. The line is still operated as a railway under EBO, with mixed freight and passenger services running on parts of it. Line 16 was the first time, that vehicles from Bonn entered Cologne's network.<ref name="line 16" /><ref name="history 1950" />

=== Friesenplatz – Gutenbergstraße ===
[[File:KVB Westbahnhof.svg|alt=Map of the tunnel from Friesenplatz to Gutenbergstraße|left|frameless]]
The ''Innenstadttunnel'' was continued from the station Friesenplatz in 1985. It diverges grade separated from the tunnel to [[Ehrenfeld, Cologne|Ehrenfeld]] at Hans-Böckler-Platz/Bahnhof West where elevators go directly from the underground station's platforms to the ones of [[Köln West station]]. The tunnel then turns north beneath the green belt and reaches the surface at the station Gutenbergstraße. During the construction of the tunnel under Venloer Straße the tunnel was used by lines 3 and 4, while usually it is only served by line 5.<ref name="history 1985">{{Cite web |title=KVB-Geschichte von 1984 bis 2004 |trans-title=KVB-History from 1984 to 2004 |url=https://www.kvb.koeln/unternehmen/geschichte/1985.html |url-status=live |archive-url=https://web.archive.org/web/20220707110213/https://www.kvb.koeln/unternehmen/geschichte/1985.html |archive-date=7 July 2022 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref><ref name="line 4">{{Cite web |last=Weiß |first=Regina |date=14 September 2021 |title=Linie 4: Direktverbindung der beiden größten Stadtteile Kölns |trans-title=Line 4: Direct connection of the two biggest neighborhoods Cologne's |url=https://blog.kvb-koeln.de/linie-4-direktverbindung-der-beiden-groessten-stadtteile-koelns |url-status=live |archive-url=https://web.archive.org/web/20210918003835/https://blog.kvb-koeln.de/linie-4-direktverbindung-der-beiden-groessten-stadtteile-koelns |archive-date=18 September 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

=== Vorgebirgsbahn ===
[[File:Vorgebirgsbahn map.png|alt=Map of the Vorgebirgsbahn|right|frameless|193x193px]]
Like the Rheinuferbahn 8 years before, the Vorgebirgsbahn was completely converted to Stadtbahn operations in 1986. Already since the electrification in the 1930s, the trams and Vorgebirgsbahn shared tracks between Barbarossaplatz and Klettenberg. With the conversion to Stadtbahn, the tram lines 10 and 11 were replaced by the Stadtbahn, which meant that the turning loop was replaced by a turning rail. In 1990 to 1992 the platforms were converted to high-floor platforms (except for Barbarossaplatz).<ref name="line 18" /><ref name="history 1985" />

=== Ring-tunnel ===
[[File:KVB Ringe.svg|alt=Map of the ring tunnel|left|frameless]]
Since October 1987 a tunnel exists under the [[Cologne Ring]]. It continues the tunnel at from Hansaring and crosses under the lines 1 and 7 at Rudolfplatz. At Friesenplatz it crosses under the ''Innenstadttunnel'' which forms the currently (2022) only completely underground station junction which is a bit messy because of the stacked side-platforms. At Zülpicher Platz the tunnel ends in a ramp to the surface.

The station Rudolfplatz was also designed as a bunker.<ref name="bunker rudolfplatz">{{Cite web |last=Christ |first=Tobias |date=26 September 2019 |title=Bunker unter Rudolfplatz: So hätten Kölner vor einem Atomangriff gerettet werden sollen |trans-title=Bunker below Rudolfplatz: How Cologne's people would have been rescued from an atomic attack |url=https://www.ksta.de/koeln/bunker-unter-rudolfplatz-so-haetten-koelner-vor-einem-atomangriff-gerettet-werden-sollen-33220628 |url-status=live |archive-url=https://web.archive.org/web/20220618074253/https://www.ksta.de/koeln/bunker-unter-rudolfplatz-so-haetten-koelner-vor-einem-atomangriff-gerettet-werden-sollen-33220628 |archive-date=18 June 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

The station Christophstraße/Mediapark was the location of the worst accident in the recent history of the Stadtbahn in 1999, when a CitySprinter prototype hit a standing train at {{Convert|50|km/h|mph|abbr=on}}.<ref name ="citysprinter crash">{{Cite web |date=23 June 2009 |title=Rückblick Köln 1999: 40 Verletzte bei KVB-Crashfahrt |trans-title=Retrospect Cologne 1999: 40 injured by KVB crash |url=https://www.ksta.de/rueckblick-koeln-1999-40-verletzte-bei-kvb-crashfahrt-12833164 |url-status=live |archive-url=https://web.archive.org/web/20220707110208/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9ydWVja2JsaWNrLWtvZWxuLTE5OTktNDAtdmVybGV0enRlLWJlaS1rdmItY3Jhc2hmYWhydC0xMjgzMzE2ND9jYj0xNjU3MTkxNzI4ODUzJiIsInJlZmVycmVyIjoiIiwic3ViZG9tYWluIjoid3d3In0= |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

=== Ehrenfeld ===
[[File:KVB Ehrenfeld.svg|alt=Map of Ehrenfeld tunnel and extension|right|frameless]]
The tunnel through Ehrenfeld was opened in two parts: the line from Hans-Böckler-Platz to Venloer Straße/Gürtel, where a connection to [[Köln-Ehrenfeld station|S-Bahnhof Ehrenfeld]] was created, in 1989, and the tunnel to Wolffsohnstraße and surface tracks to Bocklemünd in 1992, where an on-platform transfer to buses can be made.

The Ehrenfeld tunnel has multiple differentiating factors from previously built tunnels: It is the first tunnel built with high-floor platforms, and the stations have their platforms in the middle between the tracks instead of on the side. Because of the experiences with the tunnel below Neusser Straße the station spacing was reduced to get a better service for the residents.<ref name="50 years underground" /><ref name="history 1985" /><ref name="line 4" />

=== Amsterdamer Straße ===
[[File:KVB AmsterdamerStr.svg|alt=Map of the Amsterdamer Straße line|left|frameless|186x186px]]
In 1992 as well, the line from Reichensberger Platz to [[Niehl, Cologne|Niehl]] Sebastianstraße was opened. The line had already been planned in the 1960s which meant that in the early 1970s in addition to a tunnel junction at Reichensbergerplatz, a {{Convert|300|m|ft|abbr=on}} long tunnel had been built below an intersection and another rail line. The rest of the line lies on the surface in the middle of Amsterdamer Straße and is mostly built with [[green track]]. The platforms are in the middle of the tracks and feature comparatively extensive designs. The last {{Convert|300|m|ft|abbr=on}} before the terminus lie next to an elevated 6 lane road. An extension to Niehl Nord, connecting to line 12, would be possible, but is not planned at the time (2022).<ref name="50 years underground" /><ref name="line 16" />

=== Mülheim ===
[[File:KVB Muelheim.svg|alt=Map of the Mülheim tunnel|right|frameless|191x191px]]
The Mülheim tunnel was opened in June 1997, starts at the Mülheim Bridge, crosses the Wiener Platz with a station, provides a connection to [[Köln-Mülheim station]] with direct elevators from the Stadtbahn platform to the mainline rail and ends on the surface in [[Buchheim, Cologne|Buchheim]]. It is the first tunnel in Cologne built using a [[tunnel boring machine]] (TBM) under buildings. Construction started in 1992, and 2 years later the TBM had completed the two tunnel sections with a total length of {{Convert|2.5|km|mi|abbr=on}}.<ref name="50 years underground" /><ref name="history 1985" />

=== Bensberg ===
Line 1 was extended to [[Bensberg]] on its east end in 2000: Instead of ending at the previous terminus that was renamed from Bensberg to Im Hoppenkamp, it now enters a nearly {{Convert|500|m|ft|abbr=on}} long tunnel to the new terminus Bensberg in the center of the [[Quarter (urban subdivision)|quarter]]. The tunnel was necessary, because the terrain's elevation increase is to steep for trains, and the final station lies {{Convert|14|m|ft|abbr=on}} below surface.<ref name="history 1985" /><ref name="bensberg extension">{{Cite web |title=Light Rail Bensberg Central |url=https://www.daub-ita.de/en/tunnel-projects/germany/light-rail-bensberg-central/ |url-status=live |access-date=6 July 2022 |website=Deutscher Ausschuss für Unterirdisches Bauen e.V. |language=en |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707110213/https://www.daub-ita.de/en/tunnel-projects/germany/light-rail-bensberg-central/ }}</ref>

=== Weiden ===
[[File:KVB Weiden.svg|alt=Map of the Weiden extensions|left|frameless]]
On 16 July 2002 a part of west end of line 1 discontinued in 1956 was reopened. This produced an uncommon problem: Because the routing passed the past headquarters of [[RTL Group|RTL]], shaking, which could've disrupted the broadcasts, had to be avoided using a complex damping system.<ref name="history 1985" />

For the [[2006 FIFA World Cup]] the line was extended again to the newly built S-Bahn station Weiden West. At its new terminus, the line meets perpendicularly with the [[Cologne–Aachen high-speed railway]] through which S-Bahn lines S 13 and S 19 create new connections especially in a western direction. This part was built to make the [[RheinEnergieStadion]] accessible by Stadtbahn from both sides.<ref name="history 2005">{{Cite web |title=KVB-Geschichte von 2005 bis heute |trans-title=KVB-History from 2005 to now |url=https://www.kvb.koeln/unternehmen/geschichte/2000.html |url-status=live |archive-url=https://web.archive.org/web/20220707110216/https://www.kvb.koeln/unternehmen/geschichte/2000.html |archive-date=7 July 2022 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref>

At the terminus station a [[Park and ride]] facility was built with space for 430<ref name="p+r weiden expansion 1">{{Cite web |last=Machnik |first=Maria |date=9 December 2013 |title=Infrastruktur: Mehr Stellplätze in Weiden-West? |trans-title=Infrastructure: More parking space in Weiden-West? |url=https://www.ksta.de/region/rhein-erft/pulheim/infrastruktur-mehr-stellplaetze-in-weiden-west--2444738 |url-status=live |access-date=25 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=18 June 2022 |archive-url=https://web.archive.org/web/20220618083026/https://www.ksta.de/region/rhein-erft/pulheim/infrastruktur-mehr-stellplaetze-in-weiden-west--2444738 }}</ref> cars, but because other close park and rides are in a different pay zone making the ride to Cologne more expensive, it has seen high usage, and has been extended by 255 more spaces to a total of 685, with more expansions for a total of 1280 spaces planned. A bicycle tower with a capacity for 130 bicycles is also planned, and after it was supposed to be finished by 2022, planning is now expected to end around the start of 2023.<ref name="p+r weiden expansion 2">{{Cite web |last=Attenberger |first=Tim |date=27 May 2021 |title=Pendler nutzen Park-and-Ride: Stadt Köln will Parkplatz in Weiden-West ausbauen |trans-title=Commuters use Park-and-ride: City of Cologne wants to expand parking space in Weiden-West |url=https://www.ksta.de/koeln/pendler-nutzen-park-and-ride-stadt-koeln-will-parkplatz-in-weiden-west-ausbauen-38426814 |url-status=live |archive-url=https://web.archive.org/web/20220707110214/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9wZW5kbGVyLW51dHplbi1wYXJrLWFuZC1yaWRlLXN0YWR0LWtvZWxuLXdpbGwtcGFya3BsYXR6LWluLXdlaWRlbi13ZXN0LWF1c2JhdWVuLTM4NDI2ODE0P2NiPTE2NTcxOTE3MzQzNDkmIiwicmVmZXJyZXIiOiIiLCJzdWJkb21haW4iOiJ3d3cifQ== |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref><ref name="p+r weiden bicycle tower">{{Cite web |last=Esch |first=Susanne |date=9 September 2020 |title=Fahrradparkhaus für Köln-Weiden: Ein Bike Tower soll das Chaos ordnen |trans-title=Bicycle parking for Cologne-Weiden: A bike tower is supposed to end the chaos |url=https://www.ksta.de/koeln/lindenthal/fahrradparkhaus-fuer-koeln-weiden-ein-bike-tower-soll-das-chaos-ordnen-37458934 |url-status=live |archive-url=https://web.archive.org/web/20220707110215/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9saW5kZW50aGFsL2ZhaHJyYWRwYXJraGF1cy1mdWVyLWtvZWxuLXdlaWRlbi1laW4tYmlrZS10b3dlci1zb2xsLWRhcy1jaGFvcy1vcmRuZW4tMzc0NTg5MzQ/Y2I9MTY1NzE5MTczNTMyOSYiLCJyZWZlcnJlciI6IiIsInN1YmRvbWFpbiI6Ind3dyJ9 |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref><ref>{{Cite web |last=Esch |first=Susanne |date=14 November 2022 |title=Weiden-West: Kölner Turm soll mehr Pendler aufs Rad locken |url=https://www.ksta.de/koeln/lindenthal/weiden/weiden-west-koelner-turm-soll-mehr-pendler-aufs-rad-locken-370929 |url-status=live |access-date=16 November 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

===Butzweilerhof extension===
[[File:KVB Butzweilerhof.svg|200px|right|Stations on the extension]]
The [[Kölner Verkehrs-Betriebe|Kölner Verkehrsbetriebe]] (KVB) opened a {{convert|1.85|km|mi|abbr=on}} long extension from the former Ossendorf terminus into the Butzweilerhof/Gewerbegebiet Ossendorf area in December 2010.<ref name="expansion butzweilerhof">{{cite web |url=http://kvb-koeln.de/german/nachrichten/view.html?action=shownews&id=1411 |title=Kölner Verkehrs-Betriebe AG |publisher=Kvb-koeln.de |date=24 November 2008 |access-date=25 August 2013 |archive-url=https://web.archive.org/web/20120722202025/http://www.kvb-koeln.de/german/nachrichten/view.html?action=shownews&id=1411 |archive-date=22 July 2012 |url-status=dead }}</ref> Three new stations (Alter Flughafen Butzweilerhof, IKEA am Butzweilerhof and the new terminus, Sparkasse [[Am Butzweilerhof (KVB)|Am Butzweilerhof]]) were added to the existing Line 5. Construction of the extension cost about {{Currency|18 million|EUR}}, with €5 million being financed through a charge on the companies which will benefit from the extension. The remaining €13 million was financed by the [[:de:Kölner Verkehrsbetriebe|KVB Köln]] (Cologne Transit Authority).<ref name="line 5">{{Cite web |last=Anemüller |first=Stephan |date=2 May 2017 |title=Die neue Linie 5 – ein öffentlich-private Partnerschaft |trans-title=The new line 5 – a public-private partnership |url=https://blog.kvb-koeln.de/die-neue-linie-5-eine-oeffentlich-private-partnerschaft |url-status=live |archive-url=https://web.archive.org/web/20220120052407/https://blog.kvb-koeln.de/die-neue-linie-5-eine-oeffentlich-private-partnerschaft |archive-date=20 January 2022 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

The extension begins near the former Ossendorf terminus (which has been closed), crosses the tracks of the HGK, follows the southern edge of the Hugo-Eckener-Strasse with the 1st station (Alter Flughafen Butzweilerhof) being sited at the corner of Hugo-Eckener-Strasse and Köhlstrasse. It then follows a new street which continues east from Köhlstraße. The line passes the new IKEA am Butzweilerhof store (2nd station), crosses the new extension of Richard-Byrd-Straße, and ends at the intersection of Richard-Byrd-Straße and Von-Hünefeld-Straße.<ref name="line 5" />

=== Mengenich ===
[[File:KVB Mengenich.svg|alt=Map of the expansion to mengenich|right|frameless|263x263px]]
For the newly built neighborhood [[Bocklemünd/Mengenich]] a connection to the tram network has been planned since the 1960s. This connection was supposed to cross the Militärringstraße on a bridge and the run through a green space to the Autobahn A1 where the line would've ended in a turning loop. This initial planning was first lowered in priority, and later made impossible by an expansion of the Militärringstraße. In 2002, line 3 was expanded to the new terminus Mengenich Ollenhauerring as the first part of a planned expansion to the center of Görling including a tunnel. The planned tunnel was not deemed financeable by NRW and so the city council decided in 2006 that a routing along the surface, that only passed along the edge of the residential area, would be done.

Several variants of the now high priority project along Militärringsstraße to Tollerstraße, Schumacherring or Buschweg were prepared and presented to residents for discussion in 2008. On 6 February 2018 the construction of the new terminus station at Schumacherring began, with it being opened on August 27 of the same year.<ref name="history 2005" /><ref name="expansion mengenich">{{Cite web |date=6 February 2018 |title=Verlängerung der Stadtbahnlinie 3 |trans-title=Extension of line 3 |url=https://www.stadt-koeln.de/politik-und-verwaltung/presse/verlaengerung-der-stadtbahnlinie-3-1 |url-status=live |archive-url=https://web.archive.org/web/20220707110217/https://www.stadt-koeln.de/politik-und-verwaltung/presse/verlaengerung-der-stadtbahnlinie-3-1 |archive-date=7 July 2022 |access-date=6 July 2022 |website=Stadt Köln}}</ref><ref name="expansion görlinger zentrum">{{Cite web |date=28 August 2018 |title=Neue Endhaltestelle der Linie 3 "Görlinger-Zentrum" eröffnet |trans-title=New terminus of line 3 "Görlinger-Center" opened |url=https://www.kvb.koeln/aktuelles/meldung.html?action=shownews&id=84 |url-status=dead |archive-url=https://web.archive.org/web/20180830005226/https://www.kvb.koeln/aktuelles/meldung.html?action=shownews&id=84 |archive-date=30 August 2018 |access-date=6 July 2022 |website=kvb.koeln}}</ref>

=== Brühl double-track ===
In 2015 the city council approved the expansion to double-track the part of line 18 between Brühl-Mitte and Brühl-Badorf.<ref>{{Cite web |date=25 February 2015 |title=Zweigleisiger Ausbau der Linie 18 in Brühl |trans-title=Adding double track for line 18 in Brühl |url=http://www.kvb-koeln.de/german/nachrichten/view.html?action=shownews&page=1&id=2448 |url-status=dead |archive-url=https://web.archive.org/web/20150402092941/http://www.kvb-koeln.de/german/nachrichten/view.html?action=shownews&page=1&id=2448 |archive-date=2 April 2015 |website=Kölner Verkehrs-Betriebe AG}}</ref> By December 2018, the new tracks had been built, but because a new railway control center and required inspections had delays, the new track could be opened in April 2019. Additional construction such as the upgrade of platforms along the track was finished by mid 2020.<ref name="double track brühl">{{Cite web |title=Zweigleisiger Ausbau Linie 18 |trans-title=Double track expansion of line 18 |url=https://www.bruehl.de/zweigleisiger-ausbau-linie-18--2-.aspx |url-status=live |access-date=25 July 2022 |website=Stadt Brühl |archive-date=25 July 2022 |archive-url=https://web.archive.org/web/20220725154548/https://www.bruehl.de/zweigleisiger-ausbau-linie-18--2-.aspx }}</ref>

==Current and future expansion==

=== North-South Stadtbahn ===
The North-South Stadtbahn (NSS) is made up of three stages:

# Two parallel tunnels from Breslauer Platz to Marktstraße, connecting to the existing Innenstadttunnel
# A track from Bonner Wall to Schönhauser Straße connecting the route to the Rheinuferbahn
# 4 more surface stations along Bonner Straße from Marktstraße to Arnoldshöhe

==== Background ====
[[Image:KVB NordSuedStadtbahn.svg|200px|All 3 stages of the North-South rail|alt=Map of the North-South line under construction|thumb]]First considerations to connect the north and south of the city center were already undertaken in the 1970s, and actual planning was started by the city in 1983.<ref>{{Cite web |title=Nord-Süd Stadtbahn Köln: Chronik |url=https://www.nord-sued-stadtbahn.de/projekt/chronik/index.html |url-status=live |access-date=6 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170543/https://www.nord-sued-stadtbahn.de/projekt/chronik/index.html }}</ref> A direct connection of the north to the south is needed, because part of the Innenstadttunnel is operating at capacity with 30 trains per hour serving it.<ref name="rush hour" /> Because the old tunnel was built using a [[cut-and-cover]] technique, it follows major roads distant from the old city center with its narrow alleys. The first stage aims at fixing these problems, by rerouting line 16 from the Innenstadttunnel to the newly built one and building new stations directly under the old city center. Additionally, travel time on line 16 will be decreased by eight minutes and it is one of the last steps in the separation of the high-floor and low-floor networks. The new {{Convert|3|km|mi|abbr=on}} long tunnel is the first newly built line since the opening of the original downtown tunnel in 1968, while every tunnel opened in between had been a replacement for previous surface lines. It will be used by lines 5, 16 and 17 once complete.<ref>{{Cite web |title=Nord-Süd Stadtbahn Köln: Stadtbahn-Netzwerk in der Zukunft |trans-title=North-South rail Cologne: rail network in the future |url=https://www.nord-sued-stadtbahn.de/projekt/gruende/netz_zukunft.html |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170544/https://www.nord-sued-stadtbahn.de/projekt/gruende/netz_zukunft.html }}</ref>

The second stage is only to connect the line to the Rheinuferbahn, necessary for line 16's operation.<ref>{{Cite web |title=Broschüre Zweite Baustufe |trans-title=Brochure second building stage |url=https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=39 |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=25 July 2022 |archive-url=https://web.archive.org/web/20220725113507/https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=39 }}</ref>

The third stage aims to provide a better service for the residents of the Südstadt, [[Bayenthal]], Marienburg and Raderberg by extending line 5, decreasing the travel time from the end of [[Bundesautobahn 555|A 555]] to the [[Köln Hauptbahnhof|Hauptbahnhof]] from 30 minutes to just 13.<ref>{{Cite web |date=November 2017 |title=3. Baustufe Nord-Süd-Stadtbahn |trans-title=3rd building stage North-South rail |url=https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=23 |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170545/https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=23 }}</ref>

==== Tunnel collapse and delays ====
On 3 March 2009 the [[Historisches Archiv der Stadt Köln|building of the city's archive]] collapsed into the first stage's tunnel under construction on the Severinstraße between stations Severinstraße and Heumarkt, killing two people. Poor construction, the theft of necessary iron reinforcements and several ground water break-ins into the tunnel, which were not reported or controlled properly by the construction company, are among the alleged causes for this catastrophe.<ref name="ksta_protokoll">{{cite web |last= |first= |date=23 February 2010 |title=U-Bahn: Das Protokoll eines Versagens |trans-title=U-Bahn: The protocol of a failure |url=https://www.ksta.de/u-bahn-das-protokoll-eines-versagens-13065724 |url-status=live |archive-url=https://web.archive.org/web/20160321171450/http://www.ksta.de/u-bahn-das-protokoll-eines-versagens-13065724 |archive-date=21 March 2016 |access-date=22 April 2013 |website=[[Kölner Stadt-Anzeiger]] |publisher= |language=de}}</ref><ref name="ksta_fugenblech">{{cite web |title=Archiveinsturz: Beschädigtes Fugenblech als Indiz |trans-title=Archive collapse: Damaged "Fugenblech" as evidence |url=http://www.ksta.de/html/artikel/1277385900119.shtml |url-status=dead |archive-url=https://archive.today/20130206173332/http://www.ksta.de/html/artikel/1277385900119.shtml |archive-date=6 February 2013 |access-date=22 April 2013 |publisher=Ksta.de |language=de}}</ref>

In 2012, line 5 was re-routed from its previous terminus Reichensbergerplatz to the already finished part of the NSS, now serving Rathaus (city hall) station.<ref>{{Cite web |date=7 December 2012 |title=Nord-Süd Stadtbahn Köln: Ab 9. Dezember 2012 unterirdisch mit der Stadtbahn bis zum Rathaus |trans-title=North-South rail Cologne: Starting 9th of December 2012 in the underground to the city hall |url=https://www.nord-sued-stadtbahn.de/pressemitteilungen/view.html?action=shownews&page=14&id=845 |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170534/https://www.nord-sued-stadtbahn.de/pressemitteilungen/view.html?action=shownews&page=14&id=845 }}</ref> A further expansion to Heumarkt opened in December 2013.<ref name="pr_nss">{{cite web |title=Nord-Süd-Stadtbahn Köln |url=http://stadtbahn.relaunch.net/german/news/press.html?NID=737 |url-status=dead |archive-url=https://web.archive.org/web/20110724032509/http://stadtbahn.relaunch.net/german/news/press.html?NID=737 |archive-date=24 July 2011 |access-date=22 May 2022 |website=stadtbahn.relaunch.net}}</ref> The 4 stations south of the collapse, Bonner Wall to Severinstraße, and the 2nd stage of the project were opened on 13 December 2015, served by line 17.<ref name="nss new stations">{{cite web |last=Reimann |first=Anna |title=Nord-Süd-Stadtbahn in Köln: Das sind die neuen Haltestellen der KVB-Linie 17 |trans-title=North-South rail in Cologne: These are the new stations of line 17 |url=http://www.ksta.de/koeln/das-sind-die-neuen-haltestellen-der-kvb-linie-17-sote-23268438 |url-status=live |archive-url=https://web.archive.org/web/20170506014858/http://www.ksta.de/koeln/das-sind-die-neuen-haltestellen-der-kvb-linie-17-sote-23268438 |archive-date=6 May 2017 |access-date=14 April 2018 |website=ksta.de}}</ref><ref name="line 17 timetable">{{Cite web |title=Nord-Süd Stadtbahn: Linie 17 Fahrplan |trans-title=North-South rail: Line 17 timetable |url=https://www.nord-sued-stadtbahn.de/buergerfest/linie_17/fahrplan.html |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170548/https://www.nord-sued-stadtbahn.de/buergerfest/linie_17/fahrplan.html }}</ref>

The next step of the expansion will be an above ground extension from the Marktstr. Station down Bonner Straße, through Bayenthal. Construction started in January 2022 and should be completed at the end of 2025.<ref>{{Cite web |title=3. Baustufe Nord-Süd Stadtbahn |trans-title=3rd building stage North-South rail |url=https://www.stadt-koeln.de/artikel/20118/index.html |url-status=live |access-date=7 July 2022 |website=Stadt Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170533/https://www.stadt-koeln.de/artikel/20118/index.html }}</ref> Full operation of the North-South Rail Tunnel will not be achieved until 2029 due to the issues of stabilizing the section of tunnel that collapsed in 2009.<ref>{{cite web |last=Damm |first=Andreas |title=Kölner Stadtarchiv: Wer soll die U-Bahn weiterbauen? |trans-title=Cologne's City archive: Who should continue building the U-Bahn? |url=http://www.ksta.de/koeln/koelner-stadtarchiv-wer-soll-die-u-bahn-weiterbauen--23911086 |url-status=live |archive-url=https://web.archive.org/web/20160826054854/http://www.ksta.de/koeln/koelner-stadtarchiv-wer-soll-die-u-bahn-weiterbauen--23911086 |archive-date=26 August 2016 |access-date=14 April 2018 |website=ksta.de}}</ref><ref>{{Cite web |last1=Görtz |first1=Oliver |last2=Hümmeler |first2=Christian |date=11 December 2017 |title=Archiveinsturz: Nord-Süd-Stadtbahn fährt nicht vor 2025 |trans-title=Archive collapse: North-South rail won't run before 2025 |url=https://www.ksta.de/koeln/archiveinsturz-nord-sued-stadtbahn-faehrt-nicht-vor-2025-29279040 |url-status=live |archive-url=https://web.archive.org/web/20220705142224/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9hcmNoaXZlaW5zdHVyei1ub3JkLXN1ZWQtc3RhZHRiYWhuLWZhZWhydC1uaWNodC12b3ItMjAyNS0yOTI3OTA0MD9jYj0xNjU3MDMwOTQ0NTE5JiIsInJlZmVycmVyIjoiIiwic3ViZG9tYWluIjoid3d3In0= |archive-date=5 July 2022 |access-date=6 May 2020 |website=Kölner Stadt-Anzeiger |language=de-DE}}</ref><ref>{{Cite web |last=Meyer |first=Gudrun |date=24 February 2021 |title=Gleiswechsel Waidmarkt |url=https://blog.kvb-koeln.de/gleiswechsel-waidmarkt |url-status=live |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=17 September 2021 |archive-url=https://web.archive.org/web/20210917202420/https://blog.kvb-koeln.de/gleiswechsel-waidmarkt }}</ref>

==== Cost ====
The extra cost of approximately 4 million euro is planned to mitigate the negative perception of the NSS project due to the collapse as well as budget increases, late completion (originally planned for 2011) and disruption. To avoid the possible destruction of [[archaeology|archaeological]] artefacts underneath one of the oldest cities in Germany, the NSS was bored down to nearly {{Convert|30|m|ft|abbr=on}} below ground level. At the location of the future stations, however, archaeological digs were still required and are cited as one of the reasons for the already significant cost overruns. While initially estimated to cost around 600 million euro, the current price tag is calculated at around 960 million euro. Because the second stage, connecting the tunnel to the line along the Rhine river has not yet been tendered, but is expected to cost another 100 million, total cost is expected to be 1.1 billion euro.<ref>{{Cite web |last=Henning |first=Martin |date=8 February 2022 |title=Nord-Süd-Stadtbahn Köln: Streckenverlauf, Baustufen, Kosten, Dauer |trans-title=North-South rail Cologne: routing, stages, costs, duration |url=https://www.24rhein.de/koeln/innenstadt/nord-sued-bahn-koeln-streckenverlauf-baustufen-kosten-dauer-91164122.html |url-status=live |access-date=7 July 2022 |website=24 Rhein |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170533/https://www.24rhein.de/koeln/innenstadt/nord-sued-bahn-koeln-streckenverlauf-baustufen-kosten-dauer-91164122.html }}</ref>

=== StadtBahn South ===
As a 4th stage of the North-South Stadtbahn an extension from Arnoldshöhe to Rondorf and Meschenich was proposed already in 1992. This project has since been renamed to StadtBahn South and is planned independently from the North-South Stadtbahn. The first stage of the project will only reach the northern edge of Meschenich, while a second stage will continue to its southern end. The project will also connect the development area Rondorf Nord-West, where 3300 new homes will be built in the next years, directly to the city center.<ref name=":0">{{Cite web |date=5 May 2018 |title=65 Millionen: Ausbau der Stadtbahn nach Meschenich kann auf Fördergelder hoffen |trans-title=65 Million: Extension of the Stadtbahn to Meschenich is expected to be granted funds |url=https://www.rundschau-online.de/koeln/65-millionen-ausbau-der-stadtbahn-nach-meschenich-kann-auf-foerdergelder-hoffen-241243 |url-status=live |access-date=22 April 2023 |website=Kölnische Rundschau |language=de}}</ref><ref>{{Cite web |last=Süsser |first=Ulrike |date=27 October 2018 |title=Bis Rondorf und Meschenich: Lokalpolitiker beraten über Verlängerung der Linie 5 |trans-title=To Rondorf and Meschenich: Local politicians debate about extension of line 5 |url=https://www.ksta.de/koeln/rodenkirchen/bis-rondorf-und-meschenich-lokalpolitiker-beraten-ueber-verlaengerung-der-linie-5-299005 |url-status=live |access-date=22 April 2023 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

The biggest problem of the project is crossing the ''Verteilerkreisel'' at the end of the [[Bundesautobahn 555|Autobahn A 555]] directly after the last station of stage 3, ''Arnoldshöhe''. Here, several different solutions were evaluated:

* A tunnel below the roundabout
* A bridge above it
* Two at grade crossings going around the roundabout<ref name=":0" />

Evaluation showed that all three solutions were possible, with cost-benefit ratios between 1.0 for the tunnel and 1.4 for the at-grade solution, which means that all solutions are possible to be funded partially by the state and federal government. Residents preferred the at-grade solution, while the city pushed the bridge or tunnel.<ref>{{Cite web |last=Süsser |first=Ulrike |date=31 May 2017 |title=Köln Rodenkirchen: Nord-Südstadtbahn zwischen Rondorf und Meschenich in der Diskussion |trans-title=Cologne Rodenkirchen: North-South Stadtbahn between Rondorf and Meschenich being discussed |url=https://www.ksta.de/koeln/rodenkirchen/koeln-rodenkirchen-nord-suedstadtbahn-zwischen-rondorf-und-meschenich-in-der-diskussion-164809 |url-status=live |access-date=22 April 2023 |website=Kölner Stadt-Anzeiger |language=de}}</ref> In March of 2023 the city council decided that the preferred solution would be the bridge, but that the at-grade solution would also be continued to be planned. This was due to the lower cost than the tunnel, the disadvantages of at-grade crossings, the about {{Convert|700|m|yd|abbr=on}} shorter route, the complete replacement of bus line 132 which currently takes 44 minutes to complete the journey into the city center, the smaller impact on the green spaces and adjacent neighborhood and because this route was intended in the planning of the development area Rondorf Nord-West removing the need to change its plans.<ref name=":1">{{Cite web |date=23 March 2023 |title=SessionNet {{!}} TOP Ö 10.13: StadtBahn Süd - Trassenfestlegung und Entscheidung zur weiteren Planung |trans-title=SessionNet {{!}} TOP Ö 10.13: StadtBahn South - Route determination and decision to continue planning |url=https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=370691 |url-status=live |access-date=22 April 2023 |website=Ratsinformation der Stadt Köln |language=de}}</ref>

There are three stations planned in Rondorf, called ''Rondorf Nord'', ''Rondorf Mitte'' and ''Rondorf South''. The bridge above the roundabout will need to incorporate the red steel-stele that stands in the middle of the roundabout into its design. This stele is part of an artwork by [[Lutz Fritsch]] called "''Standortmitte''" ("middle of the location") that consists of two identical steles at both ends of the A 555 connecting the cities of Cologne and Bonn. To protect a [[drinking water]] protection zone the route passes through the adjacent street ''Am Wasserwerkswäldchen'' will be closed for through-traffic and a gas station located on the roundabout will also be closed.<ref name=":1" />

In Meschenich [[Park and ride|Park and Ride]] facilities are planned on both ends of the town and the Stadtbahn is supposed to operate on the street where traffic will be reduced by a bypass that's already in construction.<ref>{{Cite web |title=StadtBahn Süd für Rondorf und Meschenich |url=https://www.stadt-koeln.de/artikel/68749/index.html |url-status=live |archive-url=https://web.archive.org/web/20220813130153/https://www.stadt-koeln.de/artikel/68749/index.html |archive-date=13 August 2022 |access-date=13 August 2022 |website=Stadt Köln}}</ref><ref>{{Cite web |title=B51n: Ortsumgehung Köln-Meschenich - Bauphase |trans-title=B51n: Bypass Cologne-Meschenich - Construction Phase |url=https://www.strassen.nrw.de/de/b51n-ortsumgehung-koeln-meschenich-bauphase.html |url-status=live |access-date=22 April 2023 |website=Straßen.NRW |language=de}}</ref>

The second stage of the project, continuing the line from the northern to the southern end of Meschenich, was also approved and planning was started.<ref name=":1" />

=== East-West axis ===
With line 1 being the 2nd most used line<ref name="line 1">{{Cite web |last=Weiß |first=Regina |date=12 June 2018 |title=Von Ost nach West von West nach Ost – die Linie 1 |trans-title=From east to west from west to east – line 1 |url=https://blog.kvb-koeln.de/von-ost-nach-west-von-west-nach-ost-die-linie-1 |url-status=live |archive-url=https://web.archive.org/web/20210918004306/https://blog.kvb-koeln.de/von-ost-nach-west-von-west-nach-ost-die-linie-1 |archive-date=18 September 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> and line 7 and 9 running on the same surface-level tracks in the city center, the rail section at [[Neumarkt station|Neumarkt]] is operating at capacity,<ref name="rush hour" /> while more capacity is needed especially on line 1. To address this growing issue, new {{Convert|90|m|ft|abbr=on}} long trains will be used, increasing capacity by 50%. This upgrade needs longer platforms however, for which line 1 has been divided into four parts that need different kinds of upgrades.<ref name="east west rail expansion">{{Cite web |title=Kapazitätserweiterung auf der Ost-West-Achse – Stadt Köln |url=https://www.stadt-koeln.de/artikel/66555/index.html |url-status=live |access-date=3 September 2022 |website=Stadt-Köln |language=de}}</ref>

==== West ====
This part between [[Köln-Weiden West station|Weiden West]] and Universitätsstraße runs completely on the surface in the middle of Aachener Straße. In this part, platforms and turning loops will have to be upgraded to fit the longer trains. Planning started in 2018, and between August 15 and 4 September 2022, feedback for the plans could be given online.<ref>{{Cite web |date=15 August 2022 |title=Planungen Bereich West {{!}} Beteiligungsportal der Stadt Köln |url=https://meinungfuer.koeln/owa-west |url-status=live |access-date=3 September 2022 |website=Beteiligungsportal der Stadt Köln |language=de}}</ref> Construction is expected to start in the middle of 2027.<ref name="east west rail expansion" />

==== City Center ====
This part lies between [[Moltkestraße station|Moltkestraße]] and [[Heumarkt station|Heumarkt]]. At stations Moltkestraße and [[Rudolfplatz station|Rudolfplatz]] its two tracks run separate on one-way streets, and it then runs in the middle of a street until Heumarkt. Because of the demand in this part, building a tunnel is considered. The different options, all starting at [[Deutz Suspension Bridge|Deutzer Brücke]] (Deutz Bridge), run to:
# Neumarkt on lines 1, 7 and 9 ("short tunnel")
# Rudolfplatz on lines 1, 7 and Dasselstraße/Bf Süd on line 9 ("middle long tunnel")
# Melaten on lines 1,7 and University on line 9 in separate tunnels ("long tunnel variant A")
# Melaten on lines 1,7 and University on line 9 with a shared tunnel until Moltkestraße and subsequent routing through the green belt ("long tunnel variant B")<ref>{{Cite web |last=Meyer |first=Gudrun |date=14 March 2018 |title=Ausbau der Ost-West-Achse Kölns große Chance |trans-title=Expansion of the East-West-Axis Cologne's big chance |url=https://blog.kvb-koeln.de/ausbau-der-ost-west-achse-koelns-grosse-chance |url-status=live |archive-url=https://web.archive.org/web/20210117021607/https://blog.kvb-koeln.de/ausbau-der-ost-west-achse-koelns-grosse-chance |archive-date=17 January 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>
In an open discussion with residents, Stadtbahn users and car users in mid-2018, options 1 and 4 were rejected by everyone, while car users are against a tunnel completely. Stadtbahn users favour no tunnel or option 3, and residents support option 2 more than 3. Only options 1 and 2 could be financed by the state of NRW, while 3 and 4 would require large expenses of the city.<ref>{{Cite web |last=Meyer |first=Gudrun |date=17 July 2018 |title=Bürgerbeteiligung Ost-West-Achse: Was wollen die Kölner/innen? |trans-title=Public participation East-West-Axis: What do the people want? |url=https://blog.kvb-koeln.de/ober-oder-unterirdisch-die-buergerbeteiligung-zur-ost-west-achse |url-status=live |archive-url=https://web.archive.org/web/20210813142126/https://blog.kvb-koeln.de/ober-oder-unterirdisch-die-buergerbeteiligung-zur-ost-west-achse |archive-date=13 August 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

The stations not rebuilt underground, whether because no tunnel is built or because it is to short to reach them, will be lengthened to accommodate the longer trains as well. Which option to use, if any, will be decided until Q3 of 2023. Planning is anticipated to take until 2026, with construction starting in 2029.<ref name="east west rail expansion" />

==== Tunnel ====
The part between [[Deutzer Freiheit station|Deutzer Freiheit]] and Fuldaer Straße is already a tunnel with sufficiently long platforms. In this part accessibility will be improved and fire protection will be upgraded for the increasing amount of passengers.<ref name="east west rail expansion" />

==== East ====
The part between Höhenberg Frankfurter Straße and [[Bensberg station|Bensberg]] is overground and will be upgraded to feature longer stations, with the exception of Bensberg which is underground and already features long enough platforms, but will get improved fire protection like the other underground stations. Construction is expected to start in the middle of 2026.<ref name="east west rail expansion" />

=== Extension of line 17 to Bonn and line 7 to Langel ===
After the ''Nord-Süd-Stadtbahn'' is finished, line 17 will run alongside line 16 from [[Reichenspergerplatz station|Reichenspergerplatz]] to Sürth with a 5 min headway. The line will be extended to Bonn Hbf east of the Rhine, with the planning split into four parts:

#Building a new rail and pedestrian bridge across the Rhine, going from Godorf to Langel, and building the station ''Langel Süd'', shared with line 7.
#New track and two stations in Lülsdorf
#Upgrading a mostly single-track non-electrified freight railway between Lülsdorf, [[Niederkassel]], Rheidt and Mondorf, including 8 new stations.
#Building new track along a street between Mondorf/Bergheim and [[Beuel|Bonn-Beuel]] with 4 stations, which connects to the tracks of lines 66 and 67, from where the terminus Bonn Hbf. is then reached.
Alongside this extension, line 7 will also be extended to a new terminus in ''Langel Süd'', connecting to line 17. This is split in two parts:

# Extension from the terminus Zündorf, then ''Zündorf Nord'' to ''Zündorf Süd'' with 2 new stations''.''
# Extension from Zündorf to Langel, including 3 stations in Langel and the connection to line 17.

The project is planned to be completed in 2030, with the exception of the bridge across the Rhine, which has no estimated completion date as of now.<ref>{{Cite web |date=17 May 2022 |title=Stadtbahn Bonn-Niederkassel-Köln (Linie 17) und Verlängerung Linie 7 |trans-title=Stadtbahn Bonn-Niederkassel-Köln (line 17) and extension of line 7 |url=https://ratsinformation.stadt-koeln.de/vo0050.asp?__kvonr=105940 |url-status=live |access-date=14 January 2023 |website=Ratsinformation der Stadt Köln |language=de}}</ref>

=== Stepless access to all platforms and trains ===
Because parts of the network were built before accessibility was a concern, many older stations don't feature elevators/ramps to get from street level to the platform without steps. Also, because the network started as a tram, was then partially operated with high-floor Stadtbahn vehicles, and then split into a high-floor (HF) and low-floor (LF) network, some platforms still don't feature level boarding, requiring the users to climb a few steps to enter the train. Seven of these stations can't be upgraded, because they're served by both HF and LF vehicles, while others could, but just haven't been upgraded yet. The LF lines feature level boarding everywhere, as they're compatible with old tram platforms, but parts at both ends of the trains are not accessible. Also a few LF platforms can't be reached without climbing steps, a notable example being the highly used station Friesenplatz. Equipping the HF lines with matching platforms could only be started in 2003, as until then large parts of the network were served by HF and LF lines. First the city center tunnel was converted step-by-step, and in 2010 lines 3 and 4 became the first to be fully accessible. Since then the missing platforms are concentrated on the lines 13 and 16, with a few missing on the other HF lines. Out of the 352 stations, 32 are not accessible, 12 have limited accessibility and 308 are fully accessible.<ref name="routes without steps">{{Cite web |date=December 2021 |title=Touren ohne Treppen Flyer |trans-title=Routes without steps |url=https://www.kvb.koeln/service/barrierefreiheit.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=906 |url-status=live |access-date=26 July 2022 |website=Kölner Verkehrs Betriebe AG |archive-date=26 July 2022 |archive-url=https://web.archive.org/web/20220726104943/https://www.kvb.koeln/service/barrierefreiheit.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=906 }}</ref>
{| class="wikitable"
|+
!Line
!style="background:#{{rcr|Cologne Stadtbahn|1}}; color:#fff; text-align:center;"| '''1'''
!style="background:#{{rcr|Cologne Stadtbahn|3}}; color:#fff; text-align:center;"| '''3'''
!style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;"| '''4'''
!style="background:#{{rcr|Cologne Stadtbahn|5}}; color:#fff; text-align:center;"| '''5'''
!style="background:#{{rcr|Cologne Stadtbahn|7}}; color:#fff; text-align:center;"| '''7'''
!style="background:#{{rcr|Cologne Stadtbahn|9}}; color:#fff; text-align:center;"| '''9'''
!style="background:#{{rcr|Cologne Stadtbahn|12}}; color:#fff; text-align:center;"| '''12'''
!style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;"| '''13'''
!style="background:#{{rcr|Cologne Stadtbahn|15}}; color:#fff; text-align:center;"| '''15'''
!style="background:#{{rcr|Cologne Stadtbahn|16}}; color:#fff; text-align:center;"| '''16'''
!style="background:#{{rcr|Cologne Stadtbahn|17}}; color:#fff; text-align:center;"| '''17'''
!style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;"| '''18'''
!Total
|-
|Stations
|37
|31
|29
|17
|33
|24
|27
|23
|23
|50
|8
|50
|352
|-
|with HF platforms
| –
|31
|29
|14
| –
| –
| –
| 9
| –
|40
|8
|47
|178
|-
|with LF platforms
|37
| –
| –
|3 <ref group="H">Appellhofplatz/Zeughaus, Subbelrather Str./Gürtel, Nußbaumerstr.</ref>
|33
|24
|27
|14 <ref group="H">Berrenrather Str./Gürtel, Euskirchener Str., Zülpicher Str./Gürtel, Gleueler Str./Gürtel, Dürener Str./Gürtel, Wüllnerstr., Aachener Str./Gürtel, Melatengürtel, Weinsbergstr./Gürtel, Subbelrather Str./Gürtel, Nußbaumerstr., Escher Str., Geldernstr./Parkgürtel, Slabystr.</ref>
|23
|10 <ref group="H">Reichenspergerplatz, Barbarossaplatz, Eifelstr., Ulrepforte, Chlodwigplatz, Ubierring, Urfeld, Widdig, Uedorf, Hersel</ref>
| –
|3 <ref group="H">Slabystr., Reichenspergerplatz, Barbarossaplatz</ref>
|174
|}
<references group="H" />

=== Longer trains and platforms ===
Because of the increasing demand throughout the system that can no longer be met by increasing frequency in some parts of the system,<ref name="rush hour" /><ref name="line 1" /> lines 1, 4, 9, 13 and 18 will be operated by longer trains in the future. Line 1 and possibly line 9 will have their platforms lengthened to {{Convert|90|m|ft|abbr=on}} as part of the east–west rail project, and will then be operated by {{Convert|90|m|ft|abbr=on}} long trains.<ref name="low floor trains">{{Cite web |title=Niederflurfahrzeuge |trans-title=Low floor trains |url=https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/niederflur.html |url-status=live |archive-url=https://web.archive.org/web/20220617213936/https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/niederflur.html |archive-date=17 June 2022 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref> Lines 4, 13 and 18 will have in total 39 platforms upgraded to accommodate new {{Convert|70|m|ft|abbr=on}} long trains and add sufficient fire protection for the increasing number of passengers in underground stations.<ref>{{Cite web |title=KVB modernisiert ihre Stadtbahn-Flotte |trans-title=KVB modernizes its Stadtbahn vehicles |url=https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/ |url-status=live |access-date=26 July 2022 |website=Kölner Verkehrs Betriebe AG |language=de |archive-date=26 July 2022 |archive-url=https://web.archive.org/web/20220726145121/https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/ }}</ref><ref name="customer magazine 57">{{Cite web |date=December 2021 |title=Kundenzeitung der KVB Ausgabe 57 (Dezember 2021) |trans-title=KVB Customer magazine 57 (December 2021) |url=https://www.kvb.koeln/unternehmen/presse/publikationen/koelntakt.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=3506 |url-status=live |access-date=25 July 2022 |website=Kölner Verkehrs Betriebe AG |language=de |archive-date=17 January 2022 |archive-url=https://web.archive.org/web/20220117102915/https://www.kvb.koeln/unternehmen/presse/publikationen/koelntakt.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=3506 }}</ref>

=== Other plans ===
All of these plans have been brought up by a political party, and some are in different planning stages currently.
{| class="wikitable"
|+
!Line
!Expansion
|-
| style="background:#{{rcr|Cologne Stadtbahn|1}}; color:#fff; text-align:center;" | '''1'''
|Extension from [[Bensberg|Bergisch Gladbach-Bensberg]] from further east [[Moitzfeld|Bergisch Gladbach-Moitzfeld]] to [[Gladbach-Herkenrath]] Kürten-Spitze.<ref>{{cite web |author=Claus Boelen-Partile |title=Der Zug ist noch nicht abgefahren |trans-title=The train has not yet been moved |url=http://www.ksta.de/region/rhein-berg-oberberg/kuerten/verlaengerung-der-strassenbahnlinie-1-der-zug-ist-noch-nicht-abgefahren-22746266 |url-status=live |archive-url=https://web.archive.org/web/20220705142225/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9yZWdpb24vcmhlaW4tYmVyZy1vYmVyYmVyZy9rdWVydGVuL3ZlcmxhZW5nZXJ1bmctZGVyLXN0cmFzc2VuYmFobmxpbmllLTEtZGVyLXp1Zy1pc3Qtbm9jaC1uaWNodC1hYmdlZmFocmVuLTIyNzQ2MjY2P2NiPTE2NTcwMzA5NDU5MTcmIiwicmVmZXJyZXIiOiIiLCJzdWJkb21haW4iOiJ3d3cifQ== |archive-date=5 July 2022 |access-date=28 August 2017}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;" | '''4'''
|Connection of the district Widdersdorf from Mengenich. The city initially preferred a variant using line 1 due to lower costs and better service for residents,<ref>{{cite web |title=Tagesordnungspunkt |url=https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=190629 |url-status=live |archive-url=https://web.archive.org/web/20181203202719/https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=190629 |archive-date=3 December 2018 |access-date=14 April 2018 |website=ratsinformation.stadt-koeln.de}}</ref> but it was decided that line 4 should be used.<ref>{{Cite web |last=Attenberger |first=Tim |date=18 January 2022 |title=KVB: Stadtbahn-Linie 4 soll bis Köln-Widdersdorf fahren |trans-title=KVB: Line 4 planned to run to Cologne-Widdersdorf |url=https://www.ksta.de/koeln/kvb-stadtbahn-linie-4-soll-bis-koeln-widdersdorf-fahren-39390822 |url-status=live |access-date=25 July 2022 |website=Kölner Stadt-Anzeiger |archive-date=18 January 2022 |archive-url=https://web.archive.org/web/20220118193944/https://www.ksta.de/koeln/kvb-stadtbahn-linie-4-soll-bis-koeln-widdersdorf-fahren-39390822 }}</ref> A later continuation to [[Niederaußem]] is also considered.<ref>{{Cite web |last=Teichert |first=Florian |date=15 September 2021 |title=Rhein-Erft: Große Zustimmung für Stadtbahnlinie von Köln über Pulheim nach Niederaußem |trans-title=Rhein-Erft: High approval for line from Cologne via Pulheim to Niederaußem |url=https://www.ksta.de/region/rhein-erft/rhein-erft-grosse-zustimmung-fuer-stadtbahnlinie-von-koeln-ueber-pulheim-nach-niederaussem-39031342 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=5 November 2021 |archive-url=https://web.archive.org/web/20211105073522/https://www.ksta.de/region/rhein-erft/rhein-erft-grosse-zustimmung-fuer-stadtbahnlinie-von-koeln-ueber-pulheim-nach-niederaussem-39031342 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;" | '''4'''
|An extension from Schlebusch station to a clinic inside [[Schlebusch]] or even to the city of [[Odenthal]] is in discussion, but the existing line would have to be double-tracked first.<ref name="line 4" />
|-
| style="background:#{{rcr|Cologne Stadtbahn|5}}; color:#fff; text-align:center;" | '''5'''
|Extension from Butzweilerhof to Longerich, where it could connect to the [[S-Bahn Rhein-Ruhr]] and / or line 15.
|-
| style="background:#{{rcr|Cologne Stadtbahn|7}}; color:#fff; text-align:center;" | '''7'''
|Extension to the new development area [[Grube Carl]] in [[Frechen]] and possibly further to [[Habbelrath|Frechen-Habbelrath]]. An extension to [[Kerpen]] is also already in discussion.<ref>{{Cite web |last=Reinartz |first=Patrick |date=7 October 2020 |title=KVB-Linie 7: Nächster Schritt zur Verlängerung der Strecke von Frechen nach Kerpen |trans-title=Line 7: Next step for the expansion from Frechen to Kerpen |url=https://www.ksta.de/region/rhein-erft/frechen/kvb-linie-7-naechster-schritt-zur-verlaengerung-der-strecke-von-frechen-nach-kerpen-37448278 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|Extension from Sülzgürtel to the Rhine following the [[List of streets in Cologne#Cologne Belt|cologne belt]].<ref name="line 13" /> Currently, both a surface and underground track are considered.<ref name="line 14 proposal">{{Cite web |last=Damm |first=Andreas |date=8 March 2021 |title=KVB-Linie 13: Stadtverwaltung verärgert mit U-Bahn-Ausschreibung – Linie 14 als Option |trans-title=Line 13: City council not happy with underground proposal – line 14 as an option |url=https://www.ksta.de/koeln/kvb-linie-13-stadtverwaltung-veraergert-mit-u-bahn-ausschreibung---linie-14-als-option-38151972 |url-status=live |access-date=25 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=9 March 2021 |archive-url=https://web.archive.org/web/20210309115220/https://www.ksta.de/koeln/kvb-linie-13-stadtverwaltung-veraergert-mit-u-bahn-ausschreibung---linie-14-als-option-38151972 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|Extension from Mülheim to Ostheim and later to the S-Bahnhof Frankfurter Straße<ref name="line 13" /> or completing the ring including a new crossing of the Rhine.<ref>{{Cite web |date=27 September 2022 |title=ÖPNV-Netzentwicklung - Sachstand 2022 |url=https://ratsinformation.stadt-koeln.de/vo0050.asp?__kvonr=107470 |url-status=live |access-date=16 February 2023 |website=Ratsinformation der Stadt Köln |language=de}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|10 stations from Berrenrather Straße/Gürtel to Venloer Straße/Gürtel will be upgraded with high-floor platforms, and some will be lengthened.<ref>{{Cite web |date=23 August 2022 |title=Beschlussvorlage - 0150_2022_Beschlussvorlage_Rat.pdf |url=https://buergerinfo.stadt-koeln.de/getfile.asp?id=801064&type=do |url-status=live |access-date=28 September 2022 |website=Informationssystem für Bürgerinnen und Bürger der Stadt Köln |language=de}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|Construction of two additional stations at Niehler Straße and Bolternstraße. Both will be elevated and equipped with side-platforms suitable for {{Convert|70|m|ft|abbr=on}} long trains.<ref>{{Cite web |date=26 September 2022 |title=Neubau von zwei Stadtbahnhaltestellen im Bezirk Nippes |url=https://meinungfuer.koeln/group/zwei-neue-haltestellen-fuer-die-linie-13 |url-status=live |access-date=28 September 2022 |website=Beteiligungsportal der Stadt Köln |language=de}}</ref>
|-
| style="background:#888; color:#fff; text-align:center;" | '''14'''
|Construction of a new circumferential low-floor line that runs from the university on Universitätsstraße, Weißhausstraße and through Raderberg and Bayenthal before reaching the Rhine. The line could then be extended north to Ehrenfeld on Universitätsstraße/Innere Kanalstraße, and in the south it could run over a new bridge across the Rhine connecting with line 7.<ref name="line 14 proposal" /><ref name="line 14">{{Cite web |last=Akyüz |first=Adnan |date=5 March 2021 |title=Köln: Grüne fordern neue Straßenbahn-Linie 14 der KVB |url=https://www.express.de/koeln/koeln-gruene-fordern-neue-strassenbahn-linie-14-der-kvb-48057 |url-status=live |access-date=25 July 2022 |website=Express |language=de |archive-date=25 July 2022 |archive-url=https://web.archive.org/web/20220725131604/https://www.express.de/koeln/koeln-gruene-fordern-neue-strassenbahn-linie-14-der-kvb-48057 }}</ref>
|-
|{{diagonal split header|{{color|#fff|12}}|{{color|#fff|15}}|#{{rcr|Cologne Stadtbahn|12}}|#{{rcr|Cologne Stadtbahn|15}}}}
|Extension of the tunnel on the Neusser Straße from Mollwitzstraße to Wilhelm-Sollmann-Straße, as originally planned when the tunnel was built.
|-
|{{diagonal split header|{{color|#fff|3}}|{{color|#fff|18}}|#{{rcr|Cologne Stadtbahn|3}}|#{{rcr|Cologne Stadtbahn|18}}}}
|Extension from Thielenbruch to the city center of Bergisch Gladbach through the closed down Paper Fabric Zanders, which will restore a connection that had been present until 1958.<ref>{{Cite web |last=Boelen-Theile |first=Claus |date=22 January 2022 |title=KVB-Station auf Zanders-Gelände? Straßenbahn soll wieder nach Gladbach kommen |trans-title=KVB station on Zanders ground? Stadtbahn planned to run to Gladbach again |url=https://www.ksta.de/region/rhein-berg-oberberg/bergisch-gladbach/kvb-station-auf-zanders-gelaende--strassenbahn-soll-wieder-nach-gladbach-kommen-39391144 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=20 January 2022 |archive-url=https://web.archive.org/web/20220120080527/https://www.ksta.de/region/rhein-berg-oberberg/bergisch-gladbach/kvb-station-auf-zanders-gelaende--strassenbahn-soll-wieder-nach-gladbach-kommen-39391144 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;" | '''18'''
|Building a short tunnel below [[List of streets in Cologne#Militärringstraße|Militärringstraße]].<ref>{{Cite web |last=Eickler |first=Marion |date=27 January 2016 |title=Verkehr in Köln: Kreuzung am Militärring bekommt einen KVB-Tunnel |trans-title=Traffic in Cologne: Intersection at Militärring gets a new tunnel |url=https://www.ksta.de/koeln/lindenthal/kreuzung-am-militaerring-bekommt-kvb-tunnel-sote-23527634 |url-status=live |archive-url=https://web.archive.org/web/20160503091853/http://www.ksta.de/koeln/lindenthal/kreuzung-am-militaerring-bekommt-kvb-tunnel-sote-23527634 |archive-date=3 May 2016 |access-date=23 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;" | '''18'''
|Extending the city center tunnel ending at [[Barbarossaplatz station|Barbarossaplatz]] to the green belt, while building a new station at [[Köln Süd station|Bf Süd]]. Concstruction can only be started, when line 16 has moved into the new North-South-Tunnel.
|-
|{{diagonal split header|{{color|#fff|18}}|{{color|#fff|19}}|#{{rcr|Cologne Stadtbahn|18}}|#888}}
|Stichstrecke from [[Hermülheim|Hürth-Hermülheim]] to [[Hürth|Hürth-Center]] as part of line 18's service, this new service will probably operate as line 19.<ref>{{Cite web |last=Engels |first=Andreas |date=19 June 2021 |title=Hürther Verwaltung will sparen: Geplante Stadtbahn soll sonntags nicht fahren |trans-title=Hürth's council wants to cut corners: Planned Stadtbahn line won't run on Sundays |url=https://www.ksta.de/region/rhein-erft/huerth/huerther-verwaltung-will-sparen-geplante-stadtbahn-soll-sonntags-nicht-fahren-38497904 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=7 January 2022 |archive-url=https://web.archive.org/web/20220107052853/https://www.ksta.de/region/rhein-erft/huerth/huerther-verwaltung-will-sparen-geplante-stadtbahn-soll-sonntags-nicht-fahren-38497904 }}</ref>
|-
| style="background:#888; color:#fff; text-align:center;" | '''?'''
|Construction of a new railway line from Deutz to [[Flittard]] and the headquarters and route over the planned district of Mülheim-Süd; A further connection to [[Leverkusen]] (- Wiesdorf) or even to (- Opladen) is discussed.<ref>{{cite web |title=Kölner Initiative fordert Straßenbahn-Trasse bis Flittard |trans-title=Cologne initiative calls for tramway route to Flittard |url=http://www.ksta.de/koeln/muelheim/strassenbahn-trasse-bis-flittard-sote-23310146 |url-status=live |archive-url=https://web.archive.org/web/20160310003519/http://www.ksta.de/koeln/muelheim/strassenbahn-trasse-bis-flittard-sote-23310146 |archive-date=10 March 2016 |access-date=28 August 2017 |language=de}}</ref>
|}

==Rolling stock==
{{more citations needed|section|date=September 2022}}
Since the last traditional tramcars were retired in 2006, the Stadtbahn's active rolling stock consists exclusively of modern [[Articulated tram|articulated]] [[light rail vehicle]]s. All of them are about {{convert|30|m|ftin|abbr=on}} long, {{convert|2.65|m|ftin|abbr=on}} wide, seat approximately 70 passengers and are approved for speeds of up to {{convert|80|km/h|abbr=on}}. With rare exceptions, all services are operated by two units coupled together.<gallery widths="220" heights="165">
File:KVB2252 Schoenhauser Str.jpg|alt=|Third-generation Type B LRV in new livery on line 16
File:K4000 Koeln Zollstock.jpg|alt=|A K4000 low-floor tram in old livery on line 12
File:K4500 VB Presentation.jpg|alt=|A newer K4500 tram at its presentation on 18 April 2005
File:KVB5102 AeussereKanalstrasse.jpg|alt=|Two K5000 high-floor trams on lines 3 (left) and 4 (right)
File:Kvb koeln 2422.jpg|alt=|Refurbished train 2422 at Gleueler Str./Gürtel
File:Stadtbahn HF6 Koeln.jpg|alt=|A HF6 train at station Venloer Straße/Gürtel on line 13
</gallery>

===Stadtbahnwagen B===
In 1973, Cologne received two prototypes of the [[Duewag]] [[Stadtbahnwagen B]] LRV. Since then, 172 units in four batches were delivered to Cologne until 1996. The first series (2000) is currently being retired, with only four units (2031, 2032, 2035 and 2049) currently remaining in service, the other units were either scrapped, sold to [[Istanbul Tram]], or in the case of unit 2012, donated to the [[Straßenbahn-Museum Thielenbruch]].

On 8 October 2022, a series 2300 Stadtbahnwagen Typ B caught on fire in the underground station [[Ebertplatz station|Ebertplatz]].<ref>{{Cite web |last1=Attenberger |first1=Tim |last2=Hahn |first2=Sebastian |last3=Pichireddu |first3=Sara |last4=Görtz |first4=Oliver |date=9 October 2022 |title=Sechs Personen nach Feuer am Ebertplatz verletzt |trans-title=Six people injured after fire at Ebertplatz |url=https://www.ksta.de/koeln/koelner-innenstadt/koeln-mehrere-verletzte-bei-brand-an-kvb-haltestelle-ebertplatz-345958 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref> The cause was determined to be a technical failure by a component beneath the steps,<ref>{{Cite web |last=Attenberger |first=Tim |date=11 October 2022 |title=KVB beauftragt Gutachten zur Brandursache |url=https://www.ksta.de/koeln/ebertplatz-koeln-kvb-beauftragt-gutachten-zum-brand-einer-u-bahn-347642 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref> and later narrowed down to an overheated power converter responsible for the breaks.<ref name="operation stop series 2300">{{Cite web |last=Berger |first=Peter |date=27 October 2022 |title=KVB zieht 32 Stadtbahn-Fahrzeuge aus dem Verkehr |url=https://www.ksta.de/koeln/koeln-kvb-zieht-rund-30-stadtbahn-fahrzeuge-aus-dem-verkehr-354056 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref> The KVB then temporarily stopped operating the 33 (one source says 32<ref name="operation stop series 2300" />) trains of the series on 27 October 2022, and started operating lines 3, 5 and 13 with single, {{Convert|30|m|ft|abbr=on}} long, trains, which lead to overcrowding.<ref>{{Cite web |date=28 October 2022 |title=33 KVB-Bahnen fallen aus – So reagieren die Kölner |trans-title=33 KVB-trains not operating – how Cologne's residents react |url=https://www.ksta.de/koeln/kvb-koeln-33-strassenbahnen-fallen-aus-so-reagieren-die-kunden-366461 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref> The manufacturer of the component, [[ABB]], supplied a software update to KVB, which was approved by the technical authority on 10 November, and the operation of the trains resumed on 11 November 2022, the start of [[Cologne Carnival|carnival]] season in Cologne.<ref>{{Cite web |last=Attenberger |first=Tim |date=10 November 2022 |title=KVB setzt Hochflurbahnen wieder im Kölner Netz ein |trans-title=KVB resumes operation of high-floor trains in Cologne |url=https://www.ksta.de/koeln/koeln-hochflurbahnen-der-kvb-wieder-im-einsatz-370038 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>
===Low-floor LRVs (K4000 and K4500)===
After tests with a low-floor tram from [[Vienna]], a similar vehicle was developed for Cologne by [[Bombardier Transportation]], later becoming part of Bombardier's standardized [[Bombardier Flexity Swift]] family. A total of 124 low-floor trams were delivered between 1995 and 1998, referred to as "K4000", with these vehicles receiving numbers starting with 4001. The [[Bombardier CR4000]] trams operating on [[Tramlink]] in Croydon, England are largely based on the K4000 stock used in Cologne.

When it was decided to create a second low-floor network, an option for high-floor vehicles was changed to additional low-floor vehicles. Bombardier developed a new low-floor tram based more on the K5000 (see below) than on the K4000. These new trams were named K4500. Delivery of 69 units started in 2005 and was completed in late 2007.

===CitySprinter===
By the time a new series of high-floor vehicles was needed, Duewag had been sold to [[Siemens Mobility|Siemens Transportation Systems]] and later dissolved, meaning that additional Type B cars were no longer being made. Siemens subsequently proposed the "[[CitySprinter]]", a high-floor derivative of its [[Combino]] series of low-floor city trams.

In August 1999, after two months of testing, the first CitySprinter prototype crashed into another tram at {{convert|50|km/h|abbr=on|sigfig=1}} at the [[Christophstraße/Mediapark station|Christophstraße/MediaPark U-Bahn station]]. The accident was caused by a simultaneous electronics shutdown resulting in the train's inability to apply its brakes. Eight people sustained serious injuries. A second prototype was produced but as a result of the crash was never delivered.

===High-floor LRVs (K5000 and K5200)===
Following the failure of the CitySprinter, Bombardier derived a high-floor tram from the K4000. 59 units, named K5000, were delivered in 2002 and 2003. The numbering was changed to 5101 at short notice to avoid re-using the number 5001, which had been the number of the ill-fated CitySprinter. Another 15 vehicles of the same design, named K5200, were delivered before 2011.

The [[Bombardier M5000]] trams used on the [[Manchester Metrolink]], England are almost identical to the K5000/K5200 series used in Cologne.

=== Refurbished Stadtbahnwagen B series 2100 (now 2400) ===
Starting in 2011, the KVB and [[Bonn Stadtbahn]] converted their old series 2100 Stadtbahnwagen B to new, modern trains now classified as series 2400. In this conversion the brake system, seats, air conditioning and the vehicle's body were completely upgraded, and the second cockpit was removed. The type got its [[Eisenbahn-Bau- und Betriebsordnung|EBO]] certification in 2016, and since then the trains can operate in the whole HF network for another 30 years. The last of the 28 vehicle was certified in April 2021.

According to the KVB, upgrading the old trains for 49 million [[Euro]] saved about 40.6 million € over buying new vehicles. Additionally, the engineers servicing the trains already know every part of the trains, knowledge that first has to be gathered with new trains. The project was the first of its kind, with a local rail operator renovating their trains. The project was only possible, because of the high quality materials used in the original 2100 trains.<ref>{{Cite web |last=Anemüller |first=Stephan |date=11 May 2021 |title=Serie 2400 komplett, viel Geld gespart |trans-title=Series 2400 finished, a lot of money saved |url=https://blog.kvb-koeln.de/serie-2400-komplett-viel-geld-gespart |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=18 September 2021 |archive-url=https://web.archive.org/web/20210918064117/https://blog.kvb-koeln.de/serie-2400-komplett-viel-geld-gespart }}</ref>

=== Flexity Swift HF6 ===
Together with the [[Rheinbahn|Düsseldorf Rheinbahn]], the KVB ordered 79 trains of the type [[Bombardier Flexity Swift]] in 2015, 59 of which were intended for Düsseldorf and 20 for Cologne. Since then, the KVB converted 7 options to orders. The first of the 27 trains arrived in December 2020, and after undergoing extensive testing they started normal passenger operation about one year later. The last trains are expected to arrive in Cologne in early 2023. The new trains are capable of achieving {{Convert|80|km/h|mph|abbr=on}}, are {{Convert|28|m|ft|abbr=on}} long, about the same length as the other trains, and include 64 seats. They are designated as series 5300.<ref name="high floor trains">{{Cite web |title=Hochflurfahrzeuge |trans-title=High floor vehicles |url=https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/hochflur.html |url-status=live |access-date=26 July 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=17 June 2022 |archive-url=https://web.archive.org/web/20220617205430/https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/hochflur.html }}</ref><ref>{{Cite web |date=19 December 2020 |title=First Bombardier HF6 high-floor light rail vehicle arrives in Cologne |url=https://www.urban-transport-magazine.com/en/first-bombardier-hf6-high-floor-light-rail-vehicle-arrives-in-cologne/ |url-status=live |access-date=26 July 2022 |website=Urban Transport Magazine |language=en |archive-date=26 July 2022 |archive-url=https://web.archive.org/web/20220726202347/https://www.urban-transport-magazine.com/en/first-bombardier-hf6-high-floor-light-rail-vehicle-arrives-in-cologne/ }}</ref><ref>{{Cite web |last=Pesch |first=Matthias |date=20 March 2021 |title=Die "Neuen" sind unterwegs – Menschen bewegen |url=https://blog.kvb-koeln.de/die-neuen-sind-unterwegs |url-status=live |access-date=4 September 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

=== Low-floor NF12/NF6 ===
In 2020, a contract for 62 new {{Convert|60|m|ft|abbr=on}} long NF12s and 2 half as long NF6s was given to [[Alstom]] and [[Kiepe Electric]], including options for up to 11 additional NF12s and 25 additional NF6s. Delivery and testing of 2 long and 2 short trains is planned to start in July 2024, with passenger service starting a year later. The new trains are supposed to completely replace the 124 existing K4000 LRVs.<ref name="low floor trains" /><ref>{{Cite web |date=24 January 2023 |title=Beantwortung einer Anfrage Ausschuss |url=https://ratsinformation.stadt-koeln.de/getfile.asp?id=912499&type=do |url-status=live |access-date=1 February 2023 |website=Ratsinformation der Stadt Köln |language=de}}</ref>

The trains feature many new things previously not seen in the system. Currently all trains are composed of two 30 m units, resulting in wasted space and a safety hazard where the trains are coupled together, while the new NF12's will fully use the whole length of the trains and feature a fifth set of doors in the middle. The trains will also be equipped with a collision warning system that can detect objects up to {{Convert|80|m|ft|abbr=on}} in front of the train, issuing a warning to the driver depending on the speed of the train. The trains will feature more efficient [[air conditioning]] than previous ones, better passenger information screens and sensors that enable preventive maintenance.<ref name="low floor trains" />

For the first time in the system's history, in 2021 a design mockup was constructed at [[Thielenbruch station|tram museum Thielenbruch]] used to get feedback on [[accessibility]] and the layout of the driver's cab. In 2022, another mockup was put on public display at the museum, but was criticized, because ramps inside the vehicle were to steep to comfortably climb in a wheelchair.<ref name="low floor trains" /><ref>{{Cite web |date=22 November 2022 |title=TOP Ö 7.2.14: KVB – neues Niederflur Stadtbahnfahrzeug (Arbeitstitel NF12) Hier: nicht gegebene Barrierefreiheit im Modell Stand 28.07.2022 |trans-title=TOP Ö 7.2.14: KVB – new low-floor Stadtbahn vehicle (work title NF12) here: missing accessibility in a model as of July 28 2022 |url=https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=363799 |url-status=live |access-date=15 January 2023 |website=Ratsinformation der Stadt Köln |language=de}}</ref>

=== Train interiors ===
<gallery>
File:KVB2000erInnenraum.jpg|B100S 2000
File:KVB2100erInnenraum.jpg|B100S 2100
File:KVB2254Innenraum.jpg|B80D 2200
File:KVB2300erInnenraum rot.jpg|B80D 2300
File:4000er Innenraum.jpg|K4000
File:Innenraum eines K5000.jpg|K5000
</gallery>

== Depots and workshops ("''Betriebshöfe''") ==
The KVB has 4 large depots and workshops, as well as a few smaller parking facilities. Historically there were 17 more depots and workshops, that have since been relocated or abandoned.<ref name="current depots">{{Cite web |last=Weiß |first=Regina |date=19 April 2022 |title=Die Heimat von Bussen und Bahnen – die Betriebshöfe der KVB |url=https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=19 April 2022 |archive-url=https://web.archive.org/web/20220419091642/https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb }}</ref><ref name="former depots">{{Cite web |last=Weiß |first=Regina |date=17 May 2022 |title=Heimat der Straßen- und Pferdebahnen – ehemalige KVB-Betriebshöfe |url=https://blog.kvb-koeln.de/heimat-der-strassen-und-pferdebahnen-ehemalige-kvb-betriebshoefe |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=17 May 2022 |archive-url=https://web.archive.org/web/20220517090745/https://blog.kvb-koeln.de/heimat-der-strassen-und-pferdebahnen-ehemalige-kvb-betriebshoefe }}</ref>

=== Current depots, workshops and parking facilities ===

==== Wesseling ====
The depot and workshop in Wesseling was first constructed by the KBE in 1906. It's the smallest one, with space for just 50 trains and 30 employees, and mainly serves the trains for lines 16, 17 and 18. It's the only depot outside of Cologne, and sometimes the old Querbahn is used to connect it to line 18. It was transferred to the KVB, when the KBE closed in 1986.<ref name="current depots" />

==== Main workshop and depot in Weidenpesch ====
The current main workshop ("''Hauptwerkstatt''", HW) of the KVB was opened in 1923, when the former HW moved from Rhieler Straße to Weidenpesch. Most heavy maintenance as well as the conversion of the series 2100 to series 2400 are done here.<ref name="current depots" />

In 2021 a new modern depot opened next to the HW, with space for 64 trains and facilities to restock sand and wash the trains, and a water collection system for the washing, as well as solar panels on the roof. Along with the new depot building, new track to connect the HW and depot to Neusser Straße were constructed, reducing operating noise especially during the night.<ref>{{Cite web |last=Anemüller |first=Stephan |date=25 May 2021 |title=Neue Heimat für 64 Stadtbahnen |url=https://blog.kvb-koeln.de/neue-heimat-fuer-64-stadtbahnen |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |archive-date=18 September 2021 |archive-url=https://web.archive.org/web/20210918071925/https://blog.kvb-koeln.de/neue-heimat-fuer-64-stadtbahnen }}</ref>

==== West ====
The depot at Scheidweilerstr. exists since 1924 when the old depot, that stood where the Aachener Weiher now is, was destroyed. After World War 2, the depot was almost completely destroyed and for the time, depots Sülz and Ost were used. In 1961 to 1964 the depot as it now is was built. The depot is known as the heart of the KVB, because the control room is situated there, as well as customer service and management. In total, about 1200 employees work at the depot and the surrounding offices. The depot has space for 60 of the trains used on lines 1, 5, 7 and 13. In 2004 and 2005, the management building was renovated and 2 new buildings were built, and in 2021 the old tracks from the 1960s were replaced. The control room is one of the most modern ones in Europe since its renovation in 2014.<ref name="current depots" />

==== Merheim ====
The depot in Merheim, that opened in 1994, is the biggest and most modern, with space for 140 trains in an area of about {{Convert|8000|m2|sqyd|abbr=on}}, and 120 employees working there. After its opening the former depots East and Thielenbruch were closed. Nearly all trains, especially on lines 3 and 4, are stored and serviced here.<ref name="current depots" />

==== Stadium ====
The parking facility at the [[RheinEnergieStadion]] was built along with the sport facilities in 1923 with 8 tracks, and has since been modernized several times. It's mainly used to provide trains to visitors of sport events and some trains only used during peak hours.<ref name="current depots" />

==== Porz ====
Just behind Porz Markt station there are two tracks were the trains running to the university in the morning are parked.

==== Zündorf ====
At the south end of line 7 there's a single track for parking created in 2000. It's necessary because going there from Betriebshof West or Merheim is time-consuming and complicated, the parking facility in Porz is to small and former depots in Deutz and Porz were closed.<ref name="current depots" />

==== Deutz ====
The quad-tracked underground parking facility Deutz is just east of Bahnhof Deutz/Messe station, and was created together with the tunnel in 1983. The plans to rebuild Merheim and close Betriebshof Deutz were concrete enough already, that this parking facility was deemed necessary.<ref name="current depots" />

==== Merkenich ====
Only in 2005 a parking facility was created at the terminus of line 12 in Merkenich for trains of lines 12 and 15, because of the long time required to get there from other depots. It was built double-tracked with space for six trains per track, and was extended in 2013 with a third track, but the first track is now used to turn the trains around, while only the 2nd and 3rd are used for parking. The trains of line 15 parking here depart as line 15 in the morning, but serve line 12's route until Wilhelm-Sollman Straße, where lines 12 and 15 join. These additional services on line 12's route are not explicitly mentioned on timetables.<ref name="current depots" />

=== Former depots ===

==== Maximinenstraße ====
In Maximinenstraße there were two depots: Starting 1877 it was the main depot, workshop and office of the first horsecar system, but an expansion of the [[Köln Hauptbahnhof|Centralbahnhof]] forced it to close in 1886. In 1888 another depot was built in Maximinenstraße, that was closed in 1902 because it was deemed to small in the electrification of the system.<ref name="former depots" />

==== Kalk ====
The depot in Kalk was also opened in 1877, housing the horses and wagons of the horsecar between Deutz and Kalk, which both didn't formally belong to Cologne at that point. When the much larger Ost-Bahnhof in Deutz was opened in 1902, the depot was closed.<ref name="former depots" />

==== Nippes ====
The depot in Nippes served the horsecar lines to Nippes and Sechzig, but had to be closed in 1903 because it was to small for the electrification.<ref name="former depots" />

==== West ====
The former Betriebshof West was built in 1877 for services to Melaten and Lindenthal, and upgraded in 1902 for use with electric vehicles. The old depot was located at the junction of Dürener Straße/(Innere) Kanalstraße and was torn down when the Aachener Weiher was constructed in 1923. Only a year later the current Betriebshof West in Scheidtweiler Straße was opened, keeping the wooden halls from the old site which later burnt down due to bombing during World War 2.<ref name="former depots" />

==== Ehrenfeld ====
The depot in Gutenbergstraße was also constructed in 1877 for the service to Ehrenfeld, and was one of the few that had enough space to be upgraded in the electrification in 1901. During World War 2 it was damaged so badly, that it was closed in 1944.<ref name="former depots" />

==== ''Süd'' (South) ====
The last depot opened in 1877 was located at Koblenzer Straße in Bayenthal, where it first housed horsecars and later electric trams. The depot was modernized regularly to keep up with new vehicle technologies, but starting in the 1950s the increasingly larger vehicles were parked and serviced in depots West and ''Ost'' more and more, until the depot sharply reduced train operation in 1967, serving only for some parking during the night. A few years later the depot was only used for buses until it closed entirely in 1996.<ref name="former depots" />

==== Mülheim ====
In 1889 a depot was built in Kranenstraße, but was to small for the electrification in 1902, and closed. The original building still exists today.<ref name="former depots" />

==== Rodenkirchen ====
Rodenkirchen saw the smallest depot of the KVB ever from 1883 to 1902. The just {{Convert|600|m2|sqyd|abbr=on}} big area had space for just four wagons and nine horses, as well as beds for the personnel, but it was probably only used by one horsecar at a time.<ref name="former depots" />

==== Weißbüttengasse ====
Located in Altstadt-Süd, the depot was opened in 1885. The building had a two-story hall, with offices on the second floor for the management, which moved there after Maximinenstraße was closed. Due to space constraints, only trains of line 18 were parked there when the depot closed in 1933. The offices were still used until 1943 when the building was destroyed in World War 2.<ref name="former depots" />

==== ''Nord'' (North) ====
In 1888 the depot at Rhieler Straße, opposite to the zoo, was opened, and in 1901 it was electrified and got an access from the Rhine's shore, but it housed the last horsecars until 1907. The workshop was closed in 1923 and moved to Merheim (now Weidenpesch). Starting 1950 only buses were parked here, and in 1956 the depot was closed.<ref name="former depots" />

==== ''Ost'' (East) ====
The depot was opened in 1902 for electric trams at Deutz-Kalker Straße in Deutz, and until its closure in 1994, when the depot in Merheim made it obsolete, the depot was modernized countless times. Today the space is used by the [[Kölner Haie]].<ref name="former depots" />

==== Merheim left-rhenish (Weidenpesch) ====
The old depot in Weidenpesch, which was called Merheim until 1952, was opened in 1902 in Jesuitengasse, and closed in 1969.<ref name="former depots" />

==== Thielenbruch ====

{{see also|Thielenbruch station}}
The depot in Thielenbruch was opened in 1902 to serve the ''Vorortbahn'' C, later G, to Bergisch Gladbach. In 1926 the depot was expanded with a second hall, and is under preservation since 1985. It was one of few depots that weren't damaged badly during World War 2, and was closed in 1994 because the new depot Merheim opened and expansion was difficult due to the preservation. The history of the depot doesn't end here though, as one hall was converted to the terminus of (now) lines 3 and 18, and in 1997 a museum opened in the other hall where the historical horsecars, trams and trains of the system are shown.<ref name="former depots" />

==== Porz ====
The depot in Porz was opened in 1909 where now Porz Markt station is located, but the area was limited by Goethestraße in the east and rail tracks in the West. In 1973 train operations were stopped, and in 1975 it was closed.<ref name="former depots" />

==== Bensberg ====
In 1913 a depot was opened at the former terminus Bensberg, that's now called Im Hoppenkamp. Starting 1945 no trains spent their time here, and in 1961 the hall that once had 4 tracks of which one had remained, was destroyed and replaced by 3 outdoor tracks. This new parking space was not needed technically, but it was built anyways to attract potential new personnel from Bergisch Gladbach by providing a close by depot. It was closed in 1967. In this place the tunnel to the current terminus Bensberg was started in 1996.<ref name="former depots" />

==== Mülheim ====
The second depot in Mülheim was opened in 1913 by the Mülheimer Kleinbahnen, because Mülheim only became part of Cologne the next year. After the city took over the Mülheimer Kleinbahnen in 1933, the depot was mainly used for the ''Vorortbahn'' O. Between 1936 and 1941 the depot was closed and used as storage, and after that it was reopened to be a reserve in case Betriebshof Ost would become inoperable by bombing. In 1958 the depot became unnecessary and was closed.<ref name="former depots" />

==== Sülz ====
In 1927 a depot was opened at Hermeskeiler Platz where now the terminus of line 9 is located, and for a short time it was the largest Betriebshof on European mainland. In World War 2 large parts of it were destroyed, and afterwards two previous tracks were used for [[trolleybus]]es that were tested in the 1950s. Because of its location in a residential area, there was no space for expansion and residents often complained about the noise. Due to these problems, the depot was closed in 1986.<ref name="former depots" />

== Technology ==
{{more citations needed|section|date=September 2022}}

Like most German Stadtbahn systems, [[Standard-gauge railway|standard-gauge]] and [[overhead line]] are used. The wires are supplied with 800 [[Volt|V]] [[Direct current|DC]],<ref name="electrification" /> and the trains are made for 750 V DC.<ref name="control room">{{Cite web |title=Leitstelle |trans-title=Control room |url=http://www.kvb-koeln.de/german/unternehmen/kvb/leitstelle.html |url-status=dead |archive-url=https://web.archive.org/web/20151105194742/http://www.kvb-koeln.de/german/unternehmen/kvb/leitstelle.html |archive-date=5 November 2015 |website=Kölner Verkehrs-Betriebe AG |language=de}}</ref> Due to the beginning of the system as a tram, the tracks feature small curve radiuses of down to {{Convert|25|m|ft|abbr=on}}; other systems like the [[Stuttgart Stadtbahn]] use radiuses of at least {{Convert|50|m|ft|abbr=on}}. The trains use the maximum legal width of vehicles on streets of {{Convert|2.65|m|ft|abbr=on}}. In most trains there are groups of 4 seats, but the newer K4500 and K5000 use some row-seating. The platform height is {{Convert|35|cm|in|abbr=on}} (low-floor network) and {{Convert|90|cm|in|abbr=on}} (high-floor network) above the rails. All platforms are built for a {{Convert|54|m|ft|abbr=on}} long [[Multiple unit|double-units]], with the smallest platforms being {{Convert|50|m|ft|abbr=on}} long requiring an exact stop. The longest platforms are on the underground station Fuldaer Straße, which is {{Convert|110|m|ft|abbr=on}} long.

=== Signalling and train protection ===
[[File:KVB Sig607 Boltensternstrasse.JPG|thumb|288x288px|A signal showing yellow and the [[train stop]] below]]
On most surface tracks, line-of-sight operation is used. The surface signals can indicate one of three things, though not all signals have all indications installed.

* Horizontal bar: Stop
* Vertical bar: Proceed straight ahead
* Diagonal bar: Proceed to the right/left

In the tunnels, on the elevated track and on some surface right-of-ways, signalling and [[Train protection system|train protection]] are used. On KVB tracks the maximum speed is {{Convert|70|km/h|mph|abbr=on}} even with these installed, while on HGK tracks up to {{Convert|100|km/h|mph|abbr=on}} are allowed, but never achieved because the trains only allow up to {{Convert|80|km/h|mph|abbr=on}}. The signals have three indications:

* Green: Proceed
* Yellow: Expect stop at next signal
* Red: Stop

In the city center tunnel, sometimes the yellow signal is used together with speed signal "2", allowing entering a partially blocked segment with up to {{Convert|20|km/h|mph|abbr=on}} to allow smaller distances between trains.

On all lines there is a kind of [[Punktförmige Zugbeeinflussung|PZB]] in use, where the inductors are located between the tracks instead of next to them like standard PZB. On the HGK lines, additional PZB equipment for freight trains is installed.<ref name="control room" /><ref>{{Cite web |last=Anemüller |first=Stephan |date=28 February 2022 |title=Signale und Zeichen der KVB – eine Einführung |trans-title=Signals of the KVB – an introduction |url=https://blog.kvb-koeln.de/signale-und-zeichen-der-kvb-eine-einfuehrung |url-status=live |access-date=28 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=1 March 2022 |archive-url=https://web.archive.org/web/20220301081734/https://blog.kvb-koeln.de/signale-und-zeichen-der-kvb-eine-einfuehrung }}</ref>

=== Passenger information ===
[[File:Großflächenanzeiger Breslauer Platz, Stadtbahn Köln-4140.jpg|thumb|Large display at [[Breslauer Platz/Hbf station]]]]
All Stadtbahn trains have speakers to play announcements, and in the 1970s the trams were retrofitted with these as well. Since the 1990s all trains are fitted with at least two displays showing the next station, or while in a station, the terminus. Because the recorded announcements became increasingly pieced together with every timetable change, they were all newly recorded in 2003. In 2010, after a previous test on line 13, the announcements on the east–west lines (1, 7, 9) got a larger amount of information with all possible connections (Stadtbahn, bus, regional- and intercity trains) being announced. Also for the first time in Cologne's history, the announcements on some important stations like [[Köln Messe/Deutz station|Bahnhof Messe/Deutz]] were also done in English, but only giving important info for tourists, but these are no longer in use. Since 1 December 2012 all announcements include the connections, and are [[Speech synthesis|computer generated]]. Because of the amount of side-platforms, the exit side is only announced when it is on the left side.<ref>{{Cite web |last=Weiß |first=Regina |date=2 May 2018 |title=Wie kommt eigentlich die Ansage in Bus und Bahn? |url=https://blog.kvb-koeln.de/wie-kommt-eigentlich-die-ansage-in-bus-und-bahn |url-status=live |access-date=28 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=27 October 2021 |archive-url=https://web.archive.org/web/20211027164844/https://blog.kvb-koeln.de/wie-kommt-eigentlich-die-ansage-in-bus-und-bahn }}</ref>

Beginning with the stations of the city center tunnel, the other stations following step-by-step, they were first equipped with digital platform displays capable of showing the next 2 trains and a line of other information. In the 2000s these were replaced by new, bigger displays capable of 3 trains and one line of information, with some playing back an audible announcement at the station when a train enters the station. Interchange stations have larger displays, that show departures of all lines on all platforms. Since February 2021, these are getting replaced again with even larger displays capable of showing more trains, and will be capable of showing videos once a system update planned for mid 2022 is installed, for example to suggest passengers alternative routes when a train is cancelled. In a further step the displays inside the trains will be replaced by similar displays as well.<ref name="history 2005" /><ref>{{Cite web |date=28 February 2020 |title=PM DFI-Anzeiger |trans-title=Press report DFI-displays |url=https://www.kvb.koeln/unternehmen/presse/pressemitteilungen.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=1582 |url-status=live |access-date=27 July 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=28 July 2022 |archive-url=https://web.archive.org/web/20220728143540/https://www.kvb.koeln/unternehmen/presse/pressemitteilungen.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=1582 }}</ref><ref>{{Cite web |title=ITCS: Verbesserte Informationen für KVB-Kunden |trans-title=ITCS: Better information for KVB-clients |url=https://www.kvb.koeln/unternehmen/projekte/itcs/index.html |url-status=live |access-date=28 July 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=28 July 2022 |archive-url=https://web.archive.org/web/20220728143541/https://www.kvb.koeln/unternehmen/projekte/itcs/index.html }}</ref>

==See also==
* [[Transportation in Cologne]]
* [[List of Cologne KVB stations]]
* [[List of rapid transit systems]]

== References ==

===Inline citations===
{{Reflist}}

===Books===
* {{cite book| first=Christoph| last=Groneck| title=Köln/Bonn Stadtbahn Album| publisher=Robert Schwandl Verlag| year=2005| isbn=3-936573-07-7}}
* {{cite book| first1=Dieter| last1=Höltge| first2=Axel| last2=Reuther| title=Straßen- und Stadtbahnen in Deutschland Band 7: Köln, Düren, Aachen| publisher=EK-Verlag| year=2001| isbn=3-88255-338-3| language=de}}
* {{cite book| editor1-first=Doris| editor1-last=Lindemann| editor2-first=Kölner| editor2-last=Verkehrs-Betriebe| title=Kölner Mobilität - 125 Jahre Bahnen und Busse| publisher=Du Mont Verlag| year=2002| isbn=3-8321-7177-0| language=de}}

== External links ==
{{Commons category|Stadtbahn Köln}}
* [http://www.kvb.koeln/en Kölner Verkehrsbetriebe Homepage in English]
* [https://www.kvb.koeln/fahrtinfo/fahrplanauskunft/index.html Kölner Verkehrsbetriebe Timetable Search]
* [https://www.vrs.de/en/drive/timetable-service Transit Authority Timetable Search in English]
* [http://www.nord-sued-stadtbahn.de/ Official Homepage for the Nord-Süd-U-Bahn Construction Project (in German only)]
{{Stadtbahn systems}}
{{Urban public transport in Germany}}

{{Authority control}}

[[Category:Transport in Cologne]]
[[Category:Light rail in Germany]]
[[Category:Tram transport in Germany]]
[[Category:Underground rapid transit in Germany]]

Cologne Stadtbahn

2023-04-22T14:44:18Z

Jan Lukas 22: /* Current and future expansion */ Add /* StadtBahn South */

{{short description|Light rail system in Cologne, North Rhine-Westphalia, Germany}}
{{Use dmy dates|date=February 2023}}
{{Infobox public transit
| box_width = 300px
| name = Cologne Stadtbahn
| image = KVB logo.svg
| alt = KVB logo
| imagesize = 50px
| image2 = KVB4076_Severinsbruecke.jpg
| caption2 = Light rail trainset in front of the river [[Rhine]] and [[Cologne Cathedral]]
| owner = [[Kölner Verkehrs-Betriebe]]
| locale = [[Cologne]] (Köln) [[Germany]]
| transit_type = [[Light rail]] ([[Stadtbahn]])
| lines = 12
| stations = 236
| ridership = 594,520 (2019)<ref name="statistik">{{cite web |url=https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html |title=Kölner Verkehrs-Betriebe AG |publisher=kvb.koeln |access-date=4 July 2022 |archive-url=https://web.archive.org/web/20220618102453/https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html |archive-date=18 June 2022 |url-status=live }}</ref>
| annual_ridership = 217,000,000 (2019)<ref name="statistik" />
| website = [https://www.kvb.koeln/ www.kvb.koeln]
| began_operation = 1877 (horsecar)
1900 (electric tram)<ref name="history 1877">{{cite web |url=https://www.kvb.koeln/unternehmen/geschichte/1876.html |title=KVB-Geschichte von 1877 bis 1949 |publisher=kvb.koeln |access-date=4 July 2022 |archive-url=https://web.archive.org/web/20210507081801/https://www.kvb.koeln/unternehmen/geschichte/1876.html |archive-date=7 May 2021 |url-status=live |language=de}}</ref>
1968 (Stadtbahn)<ref name="history 1950">{{Cite web |title=KVB-Geschichte von 1950 bis 1984 |trans-title=KVB-History from 1950 to 1984 |url=https://www.kvb.koeln/unternehmen/geschichte/1950.html |url-status=live |archive-url=https://web.archive.org/web/20210507081843/https://www.kvb.koeln/unternehmen/geschichte/1950.html |archive-date=7 May 2021 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref>
| operator = [[Kölner Verkehrs-Betriebe]] (KVB)
| vehicles = 382 (2019)<ref name="statistik" />
| train_length = {{convert|60|m|ft|sp=us}}
| system_length = {{convert|198.5|km|mi|sp=us}} (2019)<ref name="statistik" />
| track_gauge = {{RailGauge|sg|allk=on}}
| minimum_radius_of_curvature = 
| el = 750<ref name="electrification">{{Cite web |last=Zeidler-Goll |first=Susanne |date=23 February 2016 |title=Wie kommt der Strom in die Bahn? |url=https://blog.kvb-koeln.de/wie-kommt-der-strom-in-die-bahn |url-status=live |archive-url=https://web.archive.org/web/20220118143455/https://blog.kvb-koeln.de/wie-kommt-der-strom-in-die-bahn |archive-date=18 January 2022 |access-date=4 July 2022 |language=de }}</ref> [[Volt|V]] [[Direct current|DC]] [[overhead line]]
| average_speed = {{convert|25.9|km/h|mph|abbr=on}} (2019)<ref name="statistik" />
| top_speed = 
| map = [[File:KVB Netz.svg|290px]]
| map_name = KVB system map
| map_state = collapsed
| caption = KVB logo
}}

The '''Cologne Stadtbahn''' is a [[light rail]] system in the [[Germany|German]] city of [[Cologne]], including several surrounding cities of the [[Cologne Bonn Region]] ([[Bergisch Gladbach]], [[Bonn]], [[Bornheim (Rheinland)|Bornheim]], [[Brühl (Rhineland)|Brühl]], [[Frechen]], [[Hürth]], [[Leverkusen]]-Schlebusch, [[Wesseling]]). The term ''[[Stadtbahn]]'' denotes a system that encompasses elements of [[tram]]s as well as an [[Rapid transit|underground railway]] network (''[[Rapid transit in Germany#U-Bahn|U-Bahn]]'') and [[interurban]] rail, even including three lines that are licensed as [[heavy rail]] and used by [[freight train]]s as well as Stadtbahn vehicles. Two of these lines connect the Cologne Stadtbahn to the [[Bonn Stadtbahn]]. These lines (16 and 18) are jointly operated by both cities' transport authorities, resulting in both systems and the lines connecting them sometimes collectively referred to as ''Stadtbahn Rhein-Sieg''.

The Cologne Stadtbahn is operated by the [[Kölner Verkehrs-Betriebe|Kölner Verkehrsbetriebe]] (KVB) and the Bonn Stadtbahn is operated by the Stadtwerke Bonn (SWB – City of Bonn Utilities Division). The KVB and SWB are members of the [[Verkehrsverbund Rhein-Sieg]] (VRS – Rhein-Sieg Transit Authority), formed in 1987 to consolidate the transit authorities in the metropolitan Cologne area and operate a joint fare structure.<ref name="VRS members">{{Cite web |title=Wir fahren Sie... |trans-title=We transport you... |url=https://www.vrs.de/der-vrs/verkehrsunternehmen/wir-fahren-sie |url-status=live |archive-url=https://web.archive.org/web/20200612111848/https://www.vrs.de/der-vrs/verkehrsunternehmen/wir-fahren-sie |archive-date=12 June 2020 |access-date=6 May 2020 |website=VRS |language=de}}</ref><ref name="history 1985" /> There are [[List of Cologne KVB stations|236 stations]] along {{Convert|199|km|mi|abbr=on}} of tracks,<ref>{{Cite web |date=June 2022 |title=KVB Geschäftsbericht 2021 |url=https://www.kvb.koeln/unternehmen/die_kvb/zahlen_daten_fakten/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=3936 |url-status=live |access-date=9 August 2022 |website=Kölner Verkehrs-Betriebe AG |language=de}}</ref> of which 42 are underground in {{Convert|28|km|mi|abbr=on}} of tunnels.

== History ==
[[File:Station Äußere Kanalstraße.JPG|thumb|The Cologne Stadtbahn at [[Rochusplatz]] station]]

=== Horsecar and tram (1877 – 1960s) ===
The Cologne Stadtbahn traces its history to the first [[horsecar]] lines that started operating in 1877. Within a few years, several companies had built an extensive network. Because none of these companies showed interest in electrifying their lines, the city of Cologne bought them on 1 January 1900, and by 1907 all horsecar lines had been electrified or replaced by other services.<ref name="history 1877" /> Additional lines were built until 1912, including ''Vorortbahnen'' to surrounding villages outside the city limits. Outside the city center, these lines had segregated [[Right-of-way (transportation)|right-of-way]] and were more similar to "real" railroads than to trams.<ref name=USDT>{{cite book|title=Light Rail Transit: A State of the Art Review|url=https://books.google.com/books?id=yJJKFV0uwHQC&pg=PA52|year=1976|publisher=U.S. Department of Transportation, Urban Mass Transportation Administration, Office of Policy and Program Development|pages=52–56|access-date=11 January 2020|archive-date=5 July 2022|archive-url=https://web.archive.org/web/20220705142226/https://books.google.com/books?id=yJJKFV0uwHQC&pg=PA52|url-status=live}}</ref>

The dense tram network in the city center that had been present before [[World War II]] was only partially rebuilt afterwards, and the [[Köln Hauptbahnhof|''Hauptbahnhof'']] (Central Station) was not linked to important places like [[Neumarkt (Cologne)|Neumarkt]] and [[Heumarkt]] for the time being. This was partly due to the plans to make Cologne a [[Automotive city|car friendly city]] which meant that old tramways (like the north–south one) were replaced by bus service; and also due to the planned widening of vehicles which wouldn't have fit through some of the narrow streets previously served by trams. Another question was the connection between the two banks of the [[Rhine]] which had been provided by the [[Hohenzollern Bridge|Hohenzollern-]], [[Mülheim Bridge, Cologne|Mülheim-]] and [[Deutz Suspension Bridge|Deutzer Brücke]], that were all destroyed during the war. A decision was taken to dedicate the Hohenzollern Bridge solely to interregional services, while the new [[Severins Bridge]] was only finished in 1959, allowing a restructuring of tram lines.<ref name="reconstruction ww2">{{Cite web |title=Wiederaufbau und Neugestaltung |trans-title=Reconstruction and redesign |url=https://koeln-magazin.info/geschichte/wiederaufbau-und-neugestaltung-in-koeln-nach-dem-2-weltkrieg |url-status=live |archive-url=https://web.archive.org/web/20220122192400/https://koeln-magazin.info/geschichte/wiederaufbau-und-neugestaltung-in-koeln-nach-dem-2-weltkrieg |archive-date=22 January 2022 |access-date=5 July 2022 |website=Köln Magazin |language=de}}</ref><ref name="50 years underground">{{Cite web |date=11 October 2018 |title=Broschüre 50 Jahre U-Bahn |trans-title=Brochure 50 years U-Bahn |url=https://www.kvb.koeln/unternehmen/presse/publikationen/broschueren.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=770 |url-status=live |archive-url=https://web.archive.org/web/20220706145650/https://www.kvb.koeln/unternehmen/presse/publikationen/broschueren.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=770 |archive-date=6 July 2022 |access-date=5 July 2022 |website=kvb.koeln |language=de}}</ref>

=== Upgrade to a Stadtbahn (1960s – now) ===
Already in 1956, the [[Transportation planning|transportation plan]] of the city council intended a newly built tunnel through the city center in the north–south direction. An overground routing along the Nord-Süd-Fahrt (North-South-Road) would not have served many central areas and was rejected. The tunnel was not planned as a [[Rapid transit|''U-Bahn'']] as in many other cities, but rather as an [[Premetro|underground tram]]. This meant a design similar to overground trams with small turning radii, short distances between stops and low-floor platforms. At the end of the tunnels the trains were supposed to run as trams on the streets again, but in many places the trams were already separated from car traffic anyways. For this type of system – tunnels in highly congested areas, elsewhere mostly on or next to streets – the term [[Stadtbahn]] was later created. Similar concepts to separate rail and car traffic were later used in many cities in [[North Rhine-Westphalia]] and adjacent foreign cities ([[Brussels]], [[Antwerp]]).<ref name="50 years underground" />

The term Stadtbahn is not regularly used, as the system is mostly referred to as ''U-Bahn'' and sometimes ''Straßenbahn'' (tram) by officials and the KVB, and most underground stations are also marked by a big white U on blue background which refers to ''U-Bahn''. Most people in Cologne speak about the ''U-Bahn'' or ''Straßenbahn'', or just about the train or the KVB.<ref name="50 years underground" />

When construction of the first tunnel started in 1963, there was no promise of the state NRW or the federal government to finance the project, and in the worst case the city would have had to pay completely on their own. With this background, the building of the Innenstadttunnel (city center tunnel) was begun. The tunnel opened in parts between 1968 and 1970 and was designed to be continued later, when more money and higher demand could make it necessary. This was the reason why no traditional ''U-Bahn'' (metro) was built in Cologne, which is as of 2023 the [[List of cities in the European Union by population within city limits|largest city in Europe]] not to have one. Nearly all tunnels completed afterwards aren't new routes, but rather overground sections of existing lines moved to the underground.<ref name="50 years underground" />

Beneficial to the expansion of the Stadtbahn were the ''Vorortbahnen'' that mostly ran on the right side of the Rhine and usually had their own [[Right-of-way (traffic)|right-of-ways]]. Another advantage was the previous use of {{Convert|2.5|m|ft|abbr=on}} wide trains instead of the usual {{Convert|2.3|m|ft|abbr=on}} other cities used for their trams, which made the adjustment for the new {{Convert|2.65|m|ft|abbr=on}} wide [[Stadtbahnwagen B]] easier.{{Citation needed|date=January 2023}}

After the ''[[Vorgebirgsbahn]]'' of the ''[[Köln-Bonner Eisenbahnen]]'' started serving [[Barbarossaplatz station|Barbarossaplatz]] over Luxemburger Straße in 1898,<ref name="line 18">{{Cite web |last=Weiß |first=Regina |date=26 January 2021 |title=Linie 18: Vom Weißkohl-Bauern-Express zur Stadtbahn Nr. 1 |trans-title=Line 18: From cabbage-farmer-express to Stadtbahn #1 |url=https://blog.kvb-koeln.de/linie-18-vom-weisskohl-bauern-express-zur-stadtbahn-nr-1 |url-status=live |archive-url=https://web.archive.org/web/20210918022705/https://blog.kvb-koeln.de/linie-18-vom-weisskohl-bauern-express-zur-stadtbahn-nr-1 |archive-date=18 September 2021 |access-date=5 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> the ''[[Rheinuferbahn]]'' used rail tracks of the trams from its start in 1906,<ref name="line 16">{{Cite web |last=Anemüller |first=Stephan |date=21 November 2017 |title=Linie 16 – eine Bahn mit Geschichte |trans-title=Line 16 – a line with history |url=https://blog.kvb-koeln.de/linie-16-eine-bahn-mit-geschichte |url-status=live |archive-url=https://web.archive.org/web/20210918004541/https://blog.kvb-koeln.de/linie-16-eine-bahn-mit-geschichte |archive-date=18 September 2021 |access-date=5 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> beginning the mix of trams and interregional rail. The ''[[Köln-Frechen-Benzelrather Eisenbahn]]'', which opened in 1893, was modified from [[Metre-gauge railway|metre-gauge]] to [[Standard-gauge railway|standard-gauge]] in 1914, and has been operated by the KVB since 1955 using [[Eisenbahn-Bau- und Betriebsordnung|EBO]] certified vehicles.<ref name="line 7">{{Cite web |last=Anemüller |first=Stephan |date=31 January 2017 |title=Linie 7: An der Sonne und über die Grenzen der Stadt |trans-title=Line 7: At the sun and beyond the city's limits |url=https://blog.kvb-koeln.de/linie-7-an-der-sonne-und-ueber-die-grenzen-der-stadt |url-status=live |archive-url=https://web.archive.org/web/20220118142810/https://blog.kvb-koeln.de/linie-7-an-der-sonne-und-ueber-die-grenzen-der-stadt |archive-date=18 January 2022 |access-date=5 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> The integration of the ''Rheinuferbahn'' and ''Vorgebirgsbahn'' was already planned in the mid-1960s, but had to be put off due to a lack of vehicles that could run on interregional rail and partially tunneled Stadtbahn.

As seen in other cities, the changing ideas on efficient traffic systems lead to differing needs for the system. An example of this is the length of the platforms. While the first platforms were designed for two coupled {{Convert|30|m|ft|abbr=on}} wagons, later the state NRW required space for three or sometimes four Stadtbahnwagen B, which lead to platforms of up to {{Convert|110|m|ft|abbr=on}} in length. The usually much shorter overground platforms currently only allow two wagons of collective {{Convert|58|m|ft|abbr=on}} length. Another changing factor was the routing itself: the curve radii were enlarged and at-grade crossings avoided. The outer parts of the tunnel network are designed for up to {{Convert|70|km/h|mph|abbr=on}}, but the distance between stations is more similar to the previous tram network, which is why the top speed is rarely reached.

There is no plan for the final state of the network as in the U-Bahn of [[Berlin U-Bahn|Berlin]], [[Munich U-Bahn|Munich]] or [[Nuremberg U-Bahn|Nuremberg]]. The lines and tunnels were built in the order which made most sense to relieve traffic at the time. Because of this and the financial insecurity if the state or federal government would finance more projects, many ramps going from the tunnels to the overground were built only provisorily to enable a later continuation of the tunnels, but no underground stations were designed to become multi-level stations serving different directions.

Initially the mixed use of trams and Stadtbahnen only allowed for low-floor platforms with a height of {{Convert|35|cm|in|abbr=on}}, which meant that the high-floor Stadtbahnen had to be (and still are) equipped with stairs. In 1985 the first part of the network was built that was only accessible for high-floor trains with a platform height of {{Convert|90|cm|in|abbr=on}}.

Since the summer of 2006, no more trams are in use in Cologne.<ref name="history 2005" /> But in the 1990s, the city council had decided to only convert part of the network for use with high-floor trains, that has since been upgraded almost completely. The first few lines were converted to low-floor operations in 1994, another few in 2003. This led to the curiosity that at some platforms the earlier-built escalators don't end at platform level, but a few steps above it, as it had been intended to raise those platforms to {{Convert|90|cm|in|abbr=on}}.<ref name="history 1985" />

Underground construction in downtown Cologne, one of [[Germany]]'s oldest cities, is often obstructed by [[archeologist]]s' legal rights to dig in all future building sites within the medieval city limits before all heavy construction machinery.<ref name="archaeology">{{Cite web |last=Schmitz |first=Alfried |title=Archäologie: "ZeitTunnel" Köln |trans-title=Archaeology: "TimeTunnel" Cologne |url=https://www.planet-wissen.de/geschichte/archaeologie/methoden_der_archaeologie/pwiegrabungenunterderstadtdasprojektzeittunnelinkoeln100.html#Bauprojekt |url-status=live |archive-url=https://web.archive.org/web/20210319052611/https://www.planet-wissen.de/geschichte/archaeologie/methoden_der_archaeologie/pwiegrabungenunterderstadtdasprojektzeittunnelinkoeln100.html#Bauprojekt |archive-date=19 March 2021 |access-date=4 July 2022 |website=planet-wissen.de |date=11 December 2019 |language=de}}</ref>

== Current routes ==
[[File:KVB Friesenplatz.jpg|thumb|Entrance to [[Friesenplatz (KVB)|Friesenplatz station]] on [[Hohenzollernring]]]]
[[File:Technical map2.png|thumb|Technical map]]
[[File:KVB2306 Appellhofplatz.jpg|thumb|Appellhofplatz/Breite Straße station before renovation]]
Because the light rail network evolved from the tram network instead of replacing it, there were numerous stations served by both light rail and tram vehicles for almost three decades. While high platforms for step less entry into light rail vehicles could be built on the outer branches, stations in the city center had to have low platforms to support trams as well. The introduction of [[low-floor]] technology in the early 1990s promised wheelchair-accessible entry throughout the network without having to build several hundred high platforms. To allow the introduction of low-floor trains without having to demolish existing high platforms, the network was divided into two sub-networks of different floor heights.<ref name="history 1985" />

On weekdays, all lines are served in 5 to 10 minute intervals from 6 am to 8 pm, with little or no service between around 1 am and about 4.30 am, and usually 15 minute intervals in the early night and early morning, as well as on Sundays. On weekends, there is an hourly service throughout the night. Because several lines overlap on the routes through the city center, some stations are served by up to 30 trains per hour in each direction.

{| class="wikitable"
|-
! !! route !! length !! avg. speed
|-
| style="background:#{{rcr|Cologne Stadtbahn|1}}; color:#fff; text-align:center;"| '''1''' || [[Köln-Weiden West station|Weiden West]] – Junkersdorf – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – [[Kalk Post (KVB)|Kalk Post]] – [[Kalk Kapelle (KVB)|Kalk Kapelle]] – Brück – Refrath – [[Bensberg (KVB)|Bensberg]] during peak hours 5-minute intervals Junkersdorf–Brück|| {{convert|26.5|km|mi|abbr=on}}<ref name="line 1" />|| {{convert|27.2|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|3}}; color:#fff; text-align:center;"| '''3''' || [[Bocklemünd Görlinger-Zentrum (KVB)|Görlinger-Zentrum]] – Mengenich – Bocklemünd – Bickendorf – [[Köln-Ehrenfeld station|Bf Ehrenfeld]] – [[Köln West station|Bf West]] – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – Buchheim – Holweide – [[Thielenbruch (KVB)|Thielenbruch]] off-peak service ends at Holweide|| {{convert|20.1|km|mi|abbr=on}} || {{convert|26.2|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;"| '''4''' || Bocklemünd – Bickendorf – [[Köln-Ehrenfeld station|Bf Ehrenfeld]] – [[Köln West station|Bf West]] – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – Mülheim, Wiener Platz – Dünnwald – Schlebusch evening service starts at Bickendorf|| {{convert|21.5|km|mi|abbr=on}} || {{convert|28.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|5}}; color:#fff; text-align:center;"| '''5''' || Sparkasse Am Butzweilerhof – Ossendorf – Neuehrenfeld – [[Köln West station|Bf West]] – [[Köln Hauptbahnhof|Dom/Hbf]] – [[Rathaus (KVB)|Rathaus]] – [[Heumarkt (KVB)|Heumarkt]]|| {{convert|10.3|km|mi|abbr=on}} || {{convert|20.4|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|7}}; color:#fff; text-align:center;"| '''7''' || Frechen – Marsdorf – Braunsfeld – [[Neumarkt (KVB)|Neumarkt]] – Poll – Porz – Zündorf Frechen–Braunsfeld served in 20-minute intervals except for peak hours || {{convert|25.5|km|mi|abbr=on}} || {{convert|25.5|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|9}}; color:#fff; text-align:center;"| '''9''' || Sülz – [[University of Cologne|Universität]] – [[Köln Süd station|Bf Süd]] – [[Neumarkt (KVB)|Neumarkt]] – [[Köln Messe/Deutz station|Bf Deutz]] – [[Kalk Post (KVB)|Kalk Post]] – [[Kalk Kapelle (KVB)|Kalk Kapelle]] – Ostheim – [[Königsforst (KVB)|Königsforst]] 5-minute intervals Universität–Bf Deutz except for school holidays|| {{convert|15.4|km|mi|abbr=on}}<ref name="line 9">{{Cite web |last=Pesch |first=Matthias |date=16 August 2016 |title=Meine Linie: die Linie 9 |trans-title=My line: line 9 |url=https://blog.kvb-koeln.de/meine-linie-die-linie-9 |url-status=live |access-date=17 February 2023 |website=Der Unternehmensblog der KVB |language=de}}</ref>|| {{convert|25.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|12}}; color:#fff; text-align:center;"| '''12''' || Merkenich – Niehl – [[Ebertplatz (KVB)|Ebertplatz]] – [[Köln-Hansaring station|Hansaring]] – Ringe – [[Zollstock]] Merkenich–Niehl served in 20-minute intervals from 9am to 1pm || {{convert|16.5|km|mi|abbr=on}} || {{convert|22.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;"| '''13''' || [[Sülzgürtel (KVB)|Sülzgürtel]] – Aachener Str. – [[Köln-Ehrenfeld station|Bf Ehrenfeld]] – Gürtel – [[Köln-Mülheim station|Bf Mülheim]] – Buchheim – Holweide || {{convert|16.2|km|mi|abbr=on}}<ref name="line 13" />|| {{convert|28.9|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|15}}; color:#fff; text-align:center;"| '''15''' || [[Chorweiler (KVB)|Chorweiler]] – Longerich – Ebertplatz – [[Köln-Hansaring station|Hansaring]] – Ringe – [[Ubierring (KVB)|Ubierring]] during peak hours 5-minute intervals Longerich–Ubierring || {{convert|15.2|km|mi|abbr=on}}<ref name="line 15">{{Cite web |last=Anemüller |first=Stephan |date=20 January 2023 |title=Linie 15: Seit 20 Jahren entlang der Stadtmauer |trans-title=Line 15: 20 years along the city wall |url=https://blog.kvb-koeln.de/linie-15-seit-20-jahren-entlang-der-stadtmauer |url-status=live |access-date=17 February 2023 |website=Der Unternehmsblog der KVB |language=de}}</ref>|| {{convert|24.0|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|16}}; color:#fff; text-align:center;"| '''16''' || Niehl, Sebastianstraße – [[Köln Hauptbahnhof|Dom/Hbf]] – [[Neumarkt (KVB)|Neumarkt]] – Ubierring – Sürth – Wesseling – [[Bonn Hbf]] – Bonn-Bad-Godesberg 20-minute intervals from Sürth (during peak hours from Wesseling)|| {{convert|44.3|km|mi|abbr=on}}<ref name="line 16" />|| {{convert|33.3|km/h|mi/h|1|abbr=on}}
|-
| style="background:#{{rcr|Cologne Stadtbahn|17}}; color:#fff; text-align:center;"| '''17''' ||
Severinstr. – [[Chlodwigplatz (KVB)|Chlodwigplatz]] – Rodenkirchen (– Sürth) Monday to Friday, 7:00 to 8:00 and 16:30 to 18:00 to Sürth
|{{Convert|8.5|km|mi|abbr=on}}<ref name="not know kvb">{{Cite web |last=Pesch |first=Matthias |date=5 July 2016 |title=Was Sie noch nicht über die KVB wussten... |trans-title=Things you didn't know about the KVB... |url=https://blog.kvb-koeln.de/was-sie-noch-nicht-ueber-die-kvb-wussten |url-status=live |access-date=16 February 2023 |website=Der Unternehmensblog der KVB |language=de}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;"| '''18''' || [[Thielenbruch (KVB)|Thielenbruch]] – Buchheim – [[Köln-Mülheim station|Bf Mülheim]] – [[Köln Hauptbahnhof|Dom/Hbf]] – [[Neumarkt (KVB)|Neumarkt]] – Klettenberg – Brühl – [[Bonn Hbf]] 5-minute intervals Buchheim–Klettenberg, 20-minute intervals from Brühl|| {{convert|46.4|km|mi|abbr=on}}<ref name="not know kvb" />|| {{convert|33.4|km/h|mi/h|1|abbr=on}}
|}

=== Low-floor lines ===

====East-West lines====
[[Image:Koeln WestOstLinien.png|right|East-West network]]
The first step towards a low-floor light rail network was concentrating four lines on similar routes into a common east–west-corridor in 1994. These lines were quickly equipped with low platforms {{convert|35|cm|abbr=on}} above street level on every single station. While there are some stretches that can be described as classic tramway lines, the majority of the east–west-network has been upgraded to a high standard with long sections having segregated right-of-way, justifying the term "low-floor light rail" (''Niederflurstadtbahn'').

In 2006, during the [[2006 FIFA World Cup]], route 1 was extended to Weiden-West, via Schulstraße, which connects to the [[RheinEnergieStadion]].

In 2007, Line 8, which previously operated during peak hours, stopped service. All its runs were integrated into the schedules of Lines 7 and 9.<ref name="line numbering" />

* {{rcb|Cologne Stadtbahn|1|inline=route}}: Weiden West (S-Bahn) – Junkersdorf – Rheinenergiestadion – [[Aachener Straße/Gürtel station|Aachener Straße/Gürtel ]]– [[Rudolfplatz station|Rudolfplatz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Messe/Deutz station|Bf Deutz/Messe ]]– Kalk – Brück – Refrath – [[Bensberg station|Bensberg]]
* {{rcb|Cologne Stadtbahn|7|inline=route}}: Frechen – Marsdorf – [[Aachener Straße/Gürtel station|Aachener Straße/Gürtel ]]– [[Rudolfplatz station|Rudolfplatz ]]– [[Neumarkt station|Neumarkt ]]– Poll – Porz – Zündorf
* {{rcb|Cologne Stadtbahn|9|inline=route}}: Sülz – Zülpicher Straße/Gürtel – University – [[Zülpicher Platz station|Zülpicher Platz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Messe/Deutz station|Bf Deutz/Messe ]]– Kalk – Vingst – Ostheim – Rath/Heumar – [[Königsforst station|Königsforst]]

====Ring lines====
[[Image:Koeln RingeLinien.png|right|The Ring network]]
When it became clear to city authorities that the construction of a large number of additional high platforms was not financially feasible, other options were investigated. It was deemed most economical to create a second low-floor network and equip the remaining lines with high platforms. Between the stations "Ebertplatz" and "Barbarossaplatz", there are two possible routes. It was decided that the future low-floor lines would be concentrated in the tunnel underneath the [[Cologne Ring]] road, while high-floor lines would use the tunnel under the Central station.

This change was implemented in December 2003, after the high platforms at the ''Hansaring'' station were removed. In 2006, the tracks of the ''[[Chorweiler]]'' station were raised with additional gravel. Since then, all "Ringe" lines are operated with low-floor vehicles. In 2007, Line 6, which had only operated during peak hours, was replaced by additional trains of Line 15.<ref name="line numbering" />

* {{rcb|Cologne Stadtbahn|12|inline=route}}: Merkenich – Fordwerke – Wilh.-Sollmann-Straße – [[Ebertplatz station|Ebertplatz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Barbarossaplatz station|Barbarossaplatz ]]– [[Eifelstraße station|Eifelstraße ]]– Zollstock
* {{rcb|Cologne Stadtbahn|15|inline=route}}: [[Köln-Chorweiler station|Chorweiler ]]– Longerich – Wilh.-Sollmann-Straße – [[Ebertplatz station|Ebertplatz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Barbarossaplatz station|Barbarossaplatz ]]– [[Eifelstraße station|Eifelstraße ]]– [[Chlodwigplatz station|Chlodwigplatz ]]– [[Ubierring station|Ubierring]]

===High-floor lines===
[[Image:Koeln Hochflurlinien.png|200px|right|high-floor sub-network]]
The high-floor network consists of all lines operated by "classic" light rail vehicles with a floor height of roughly one meter above street level. Since separation from the low-floor network, high platforms are being built in stations in the city center at one or two per year. As of 2022, the most frequented stations have been upgraded except for the [[Barbarossaplatz station]].

Since the construction of temporary platforms at the Severinstraße station while the actual station gets modernized and connected to the North-Southern tunnel, lines 3 and 4 are Cologne's first HF lines completely equipped with level entrance. The western branch of Line 5 still has two stops (Subbelrather Straße/Gürtel and Nußbaumerstraße, both shared with Line 13) with low platforms, the rest of its stations were made high-floor when the line was extended into the Butzweilerhof industrial area.

Line 13 is also called the "beltway" ([[List of streets in Cologne#Cologne Belt|Gürtel]]) line because it is the only line that does not touch the city center. Line 13 is also called the Outer Ring line, while Lines 12 and 15 together can be called the inner ring line. Most of the line runs along a series of roads of the same name. The northern part of Line 13 is built as an elevated railway. High-floor platforms are still very rare on this line, because it shares three platforms (Dürener Straße, Wüllnerstraße, Aachener Straße/Gürtel) with the low-floor line 7 and many parts of the platforms are lined with old trees, making the upgrade more difficult.<ref name="line 13">{{Cite web |last=Weiß |first=Regina |date=7 March 2017 |title=Ringlinie, Hochbahn und Tangente: Eine Fahrt mit der Linie 13 vom Sülzgürtel bis Holweide |trans-title=Ring-line, elevated railway and tangent: a ride with line 13 from Sülzgürtel to Holweide |url=https://blog.kvb-koeln.de/ringlinie-hochbahn-und-tangente-eine-fahrt-mit-der-linie-13-vom-suelzguertel-bis-holweide |url-status=live |archive-url=https://web.archive.org/web/20210918022832/https://blog.kvb-koeln.de/ringlinie-hochbahn-und-tangente-eine-fahrt-mit-der-linie-13-vom-suelzguertel-bis-holweide |archive-date=18 September 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

Since the timetable change on 13 December 2015, a section of the north–south rail has been operated by line 17. From Severinstraße it runs through the newly built tunnel to Bonner Wall, after which it joins line 16 at Schönhauser Str. and runs alongside it to Rodenkirchen Bf. In the morning and evening peak (07:00 to 08:00 and 16:30 to 18:00), the line runs further to Sürth.

Lines 16 and 18 are the longest lines in the network, connecting Cologne to [[Bonn]] via railway lines.

* {{rcb|Cologne Stadtbahn|3|inline=route}}: Mengenich – Bocklemünd – [[Venloer Straße/Gürtel (KVB)|Venloer Straße/Gürtel ]]– [[Köln West station|Hans-Böckler-Platz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Neumarkt station|Neumarkt ]]– Severinstraße – [[Köln Messe/Deutz station|Bf Deutz/LANxess Arena ]]– Buchheim – Holweide – Dellbrück – [[Thielenbruch station|Thielenbruch]]
* {{rcb|Cologne Stadtbahn|4|inline=route}}: [[Görlinger-Zentrum station|Bocklemünd ]]– [[Venloer Straße/Gürtel (KVB)|Venloer Straße/Gürtel ]]– [[Köln West station|Hans-Böckler-Platz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Neumarkt station|Neumarkt ]]– Severinstraße – [[Köln Messe/Deutz station|Bf Deutz/LANxess Arena ]]– Mülheim – Höhenhaus –Dünnwald – Schlebusch
* {{rcb|Cologne Stadtbahn|5|inline=route}}: [[Sparkasse Am Butzweilerhof station|Sparkasse Am Butzweilerhof ]]– IKEA Am Butzweilerhof – Alter Flughafen Butzweilerhof – Rektor-Klein-Straße – Margaretastraße – Iltisstraße – Lenauplatz – Nußbaumerstraße – Subbelrather Str./Gürtel – Liebigstraße – Gutenbergstraße – [[Köln West station|Hans-Böckler-Platz ]]– [[Friesenplatz station|Friesenplatz ]]– [[Appellhofplatz station|Appellhofplatz ]]– [[Köln Hauptbahnhof|Dom/Hbf (Central Station) ]]– [[Rathaus station (Cologne)|Rathaus ]]– [[Heumarkt station|Heumarkt]]
* {{rcb|Cologne Stadtbahn|13|inline=route}}: [[Sülzgürtel station|Sülzgürtel ]]– Zülpicher Straße/Gürtel – Dürener Straße/Gürtel – [[Aachener Straße/Gürtel station|Aachener Straße/Gürtel ]]– [[Köln-Ehrenfeld station|Venloer Straße/Gürtel ]]– Subbelrather Straße/Gürtel – Nußbaumer Straße – [[Escher Straße station|Escher Straße ]]– [[Neusser Straße/Gürtel station|Neusser Straße/Gürtel ]]– [[Amsterdamer Straße/Gürtel station|Amsterdamer Straße/Gürtel ]]– [[Slabystraße station|Slabystraße ]]– Mülheim – Buchheim – Holweide
* {{rcb|Cologne Stadtbahn|16|inline=route}}: [[Bonn-Bad Godesberg station|Bonn-Bad Godesberg ]]– [[Bonn Hauptbahnhof|Bonn Hbf (Main Station) ]]– Wesseling – Sürth – Rodenkirchen – [[Ubierring station|Ubierring ]] – [[Barbarossaplatz station|Barbarossaplatz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Hauptbahnhof|Dom/Hbf (Central Station) ]]– [[Ebertplatz station|Ebertplatz ]]– [[Reichenspergerplatz station|Reichensperger Platz ]]– [[Niehl Sebastianstraße station|Niehl]]
* {{rcb|Cologne Stadtbahn|17|inline=route}}: Severinstraße – [[Chlodwigplatz (KVB)|Chlodwigplatz ]]– Rodenkirchen (– Sürth) Monday to Friday, 7:00 to 8:00 and 16:30 to 18:00 to Sürth
* {{rcb|Cologne Stadtbahn|18|inline=route}}: [[Bonn Hauptbahnhof|Bonn Hbf (Main Station) ]]– Brühl – Klettenberg – [[Sülzgürtel station|Sülzgürtel ]]– [[Barbarossaplatz station|Barbarossaplatz ]]– [[Neumarkt station|Neumarkt ]]– [[Köln Hauptbahnhof|Dom/Hbf (Central Station) ]]– [[Ebertplatz station|Ebertplatz ]]– [[Reichenspergerplatz station|Reichensperger Platz ]]– [[Slabystraße station|Slabystraße ]]– Mülheim – Buchheim – Holweide – Dellbrück – [[Thielenbruch station|Thielenbruch]]

== Former lines ==
{{Expand section|
*Not mentioned lines that once operated: 21–27
*Only goes back to the start of the Stadtbahn era|date=July 2022|small=no}}

A list of old routes of lines and lines that stopped service. If a line's route only changed because it was expanded on one end, that change is not listed here. The highest line number ever used on the system was 27 in the 1930s.<ref name="line numbering">{{Cite web |last=Pesch |first=Matthias |date=16 February 2016 |title=Wo ist die Linie 11 geblieben? |trans-title=Where did line 11 go? |url=https://blog.kvb-koeln.de/wo-ist-die-linie-11-geblieben |url-status=live |access-date=26 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=18 January 2022 |archive-url=https://web.archive.org/web/20220118143047/https://blog.kvb-koeln.de/wo-ist-die-linie-11-geblieben }}</ref>
{| class="wikitable mw-collapsible mw-collapsed"
|- class="hintergrundfarbe5"
! Line !! Route !! from !! to
|-
| rowspan="4" Style="background-color:#{{rcr|Cologne Stadtbahn|1}}; color:#ffffff; text-align:center;" |  '''1''' 
| style="text-align:left;" | Weiden Schulstr.- Junkersdorf – Müngersdorf – Braunsfeld – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 16 June 2002 ||27 May 2006
|-
| style="text-align:left;" | Junkersdorf – Müngersdorf – Braunsfeld – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 2 August 1980 ||15 June 2002
|-
| style="text-align:left;" | Sülz, Hermeskeiler Platz – Universität – Zülpicher Platz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 19 October 1970 || 1 August 1980
|-
| style="text-align:left;" | Bocklemünd – Bickendorf – Venloer Str./Gürtel – Hans-Böckler-Platz – Brabanter Str. – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück – Refrath – Bensberg
| 12 June 1967 || 18 October 1970
|-
| Style="background-color:#F4D471; color:#ffffff; text-align:center;" rowspan="6"|  '''2''' 
| style="text-align:left;" | stopped service
| 30 May 1999
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt (– Heumarkt – Deutz – Poll – Porz – Zündorf)
| 25 September 1994 || 30 May 1999
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt (– Heumarkt – Deutz/Messe – Kalk – Vingst – Ostheim)
| 2 August 1980 || 24 September 1994
|-
| style="text-align:left;" | Sülz, Hermeskeiler Platz – Universität – Zülpicher Platz – Neumarkt – Heumarkt – Deutz – Vingst – Ostheim
| 19 October 1970 || 2 August 1980
|-
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Neumarkt – Dom/Hbf.
| 6 October 1969 || 18 October 1970
|-
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Zülpicher Platz – Mauritiuskirche – Neumarkt – Poststraße – Barbarossaplatz – Zollstock, Südfriedhof
| 12 June 1967 || 5 October 1969
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|3}}; color:#ffffff; text-align:center;" rowspan="3"|  '''3''' 
| style="text-align:left;" | Bocklemünd – Venloer Str./Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Buchheim – Holweide – Dellbrück – Thielenbruch
| 19 October 1970 || 15 June 2002
|-
| style="text-align:left;" |  ''during U-Bahn construction only from Venloer Str./Gürtel''
| 16 September 1989 || 30 May 1992
|-
| style="text-align:left;" | Bickendorf, Schleife am Erlenweg – Akazienweg – Venloer Str./Gürtel – Hans-Böckler-Platz – Brabanter Str. – Rudolfplatz – Neumarkt – Kleiner Griechenmarkt – Severinsbrücke – Bf. Deutz/Messe – Buchheim – Holweide – Dellbrück – Thielenbruch
| 12 June 1967 || 18 October 1970
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|4}}; color:#ffffff; text-align:center;" rowspan="5" |  '''4''' 
| style="text-align:left;" | Bickendorf, Äußere Kanalstraße – Subbelrather Straße/Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 24 June 1989 || 30 May 1992
|-
| style="text-align:left;" | Bocklemünd – Subbelrather Straße/Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 24 April 1985 || 23 June 1989
|-
| style="text-align:left;" | Bocklemünd – Venloer Str./Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 7 January 1975 || 23 April 1985
|-
| style="text-align:left;" | Bickendorf, Akazienweg – Venloer Str./Gürtel – Hans-Böckler-Platz – Friesenplatz – Appellhofplatz – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus – Dünnwald – Schlebusch;
| 19 October 1970 || 6 January 1975
|-
| style="text-align:left;" | Rudolfplatz (Moltkestr.) – Neumarkt – Severinstr. – Bf. Deutz/Messe – Mülheim – Höhenhaus, Neurather Weg;
| 8 April 1968 || 18 October 1970
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|5}}; color:#ffffff; text-align:center;" rowspan="5" |  '''5''' 
| style="text-align:left;" | Am Butzweilerhof – Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Rathaus
| December 2012 || December 2013
|-
| style="text-align:left;" | Am Butzweilerhof – Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz
| December 2010 || December 2012
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz
| 23 May 1993 || December 2010
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz – Zoo/Flora – Mülheim – Höhenhaus, Neurather Weg
| 9 November 1986 || 22 May 1993
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Dom/Hbf. – Ebertplatz – Reichenspergerplatz
| 25 August 1974 || 8 November 1986
|-
| Style="background-color:#BFD730; color:#ffffff; text-align:center;" rowspan="6"|  '''6''' 
| style="text-align:left;" |  stopped service
| June 2007
|-
| style="text-align:left;" | Longerich – Weidenpesch – Nippes – Ebertplatz („6 Nord“)
| October 2006 || June 2007
|-
| style="text-align:left;" | Dom/Hbf – Neumarkt – Barbarossaplatz – Chlodwigplatz – Ubierring („6 Süd“)
| October 2006 || June 2007
|-
| style="text-align:left;" | Longerich – Weidenpesch – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Ubierring
| September 2002 || October 2006
|-
| style="text-align:left;" | Longerich – Weidenpesch – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Bayenthal – Marienburg, [[Südpark (Köln)|Südpark]]
| 27 July 1974|| 7 September 2002
|-
| style="text-align:left;" | (HVZ: Fordwerke, Ölhafen -) Niehl – Weidenpesch – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Bayenthal – Marienburg, Südpark
| 19 October 1970|| 26 July 1974
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|7}}; color:#ffffff; text-align:center;" rowspan="2" |  '''7''' 
| style="text-align:left;" | Sülz, Hermeskeiler Platz – Universität – Zülpicher Platz – Neumarkt – Heumarkt – Deutz – Poll – Porz – Zündorf
| 2 August 1980 || 29 May 1999
|-
| style="text-align:left;" | Junkersdorf – Müngersdorf – Melaten – Rudolfplatz – Neumarkt – Heumarkt – Deutz – Poll – Porz – Zündorf
| 12 June 1967 || 2 August 1980
|-
| Style="background-color:#F36F21; color:#ffffff; text-align:center;" rowspan="4"|  '''8''' 
| style="text-align:left;" |  stopped service
| June 2007
|-
| style="text-align:left;" | Universität – Zülpicher Platz – Neumarkt (– Poll – Porz) / (– Bf. Deutz/Messe)
| 1999 || June 2007
|-
| style="text-align:left;" |  stopped service
| 2 August 1980 || 1999
|-
| style="text-align:left;" | Müngersdorf (Stadion) – Melaten – Rudolfplatz – Neumarkt – Heumarkt – Deutz/Messe – Kalk – Höhenberg – Merheim – Brück (– Refrath)
| 8 April 1968 || 2 August 1980
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|9}}; color:#ffffff; text-align:center;" rowspan="4"|  '''9''' 
| style="text-align:left;" | Chorweiler – Heimersdorf – Longerich – Nippes – Ebertplatz – Dom/Hbf – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 17 November 1973 || 24 September 1994
|-
| style="text-align:left;" | Heimersdorf – Longerich – Nippes – Ebertplatz – Dom/Hbf – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 18 May 1971 || 16 November 1973
|-
| style="text-align:left;" | Longerich – Nippes – Ebertplatz – Dom/Hbf – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 19 October 1970 || 17 May 1971
|-
| style="text-align:left;" | Longerich – Niehl – Fordwerke, Ölhafen
| 12 June 1967 || 18 October 1970
|-
| Style="background-color:#AE4A66;color:#ffffff; text-align:center;" rowspan="4"|  '''10''' 
| style="text-align:left;" |  stopped service
| 26 September 1994
|-
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Niehl – Merkenich
| 31 October 1987 || 26 September 1994
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Niehl – Fordwerke, Ölhafen;
| 25 August 1974 || 9 November 1986
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Weidenpesch – Longerich;
| 6 October 1969 || 27 July 1974
|-
| Style="background-color:#754346; color:#ffffff; text-align:center;" rowspan="2"|  '''11''' 
| style="text-align:left;" |  stopped service
| 9 November 1986
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Höhenhaus, Neurather Weg
| 27 July 1974 || 9 November 1986
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|12}}; color:#ffffff; text-align:center;" rowspan="1"|  '''12''' 
| style="text-align:left;" | Zollstock, Südfriedhof – Barbarossaplatz – Neumarkt – Dom/Hbf. – Ebertplatz – Nippes – Niehl – Merkenich
| 18 October 1970 || December 2003
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|13}}; color:#ffffff; text-align:center;" rowspan="4"|  '''13''' 
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Nippes – Riehl – Mülheim – Höhenhaus, Neurather Weg
| 23 May 1993 || 31 May 1997
|-
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Nippes – Riehl – Mülheim, Wiener Platz
| 25 August 1974 || 22 May 1993
|-
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Neuehrenfeld, Takuplatz
| 23 October 1972 || 25 August 1974
|-
| style="text-align:left;" | Sülzgürtel – Lindenthal – Braunsfeld – Ehrenfeld – Bilderstöckchen, Longericher Str.
| 30 September 1963 || 22 October 1972
|-
| Style="background-color:#73C7F7; color:#ffffff; text-align:center;" rowspan="2"|  '''14''' 
| style="text-align:left;" |  stopped service
| 27 May 2003
|-
| style="text-align:left;" | KölnMesse – Deutz/Messe – Neumarkt – Dom/Hbf. ''(Fair days only)''
| 17 January 1984 || 27 May 2003
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|15}}; color:#ffffff; text-align:center;" rowspan="3"|  '''15''' 
| style="text-align:left;" | Thielenbruch – Dellbrück – Buchheim – Mülheim – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Ubierring
| 25 September 1994 || 13 December 2003
|-
| style="text-align:left;" | Thielenbruch – Dellbrück – Buchheim – Mülheim – Ebertplatz – Friesenplatz – Rudolfplatz – Barbarossaplatz – Chlodwigplatz – Ubierring – Rodenkirchen – Sürth
| 12 August 1978 || 24 September 1994
|-
| style="text-align:left;" | Ossendorf – Neuehrenfeld – Friesenplatz – Neumarkt – Severinsbrücke – Deutz – Mülheim – Höhenhaus, Neurather Weg ''(peak hours only)''
| 19 October 1970 || 23 October 1972
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|16}}; color:#ffffff; text-align:center;" rowspan="4" |  '''16''' 
| style="text-align:left;" | Bonn-Bad Godesberg – Bonn Hbf – Wesseling – Sürth – Rodenkirchen – Ubierring – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstr.
| October 2006 || June 2007
|-
| style="text-align:left;" | Bonn-Bad Godesberg – Bonn Hbf – Wesseling – Sürth – Rodenkirchen – Ubierring – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Buchheim, Herler Straße
| 1997 || 2003
|-
| style="text-align:left;" | Bonn-Bad Godesberg – Bonn Hbf – Wesseling – Sürth – Rodenkirchen – Ubierring – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim, Wiener Platz
| 12 August 1978 || 31 May 1997
|-
| style="text-align:left;" | Rodenkirchen, Siegfriedstraße – Rheinufer – Ubierring – Chlodwigplatz – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Mülheim – Holweide – Dellbrück – Thielenbruch
| || 11 August 1978
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|17}}; color:#ffffff; text-align:center;" rowspan="4"|  '''17''' 
| style="text-align:left;" |  stopped service
| October 2006 || December 2015
|-
| style="text-align:left;" | Ubierring – Chlodwigplatz – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Buchheim, Herler Straße (evenings and weekends only)
| December 2003 || October 2006
|-
| style="text-align:left;" | Ubierring – Chlodwigplatz – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstraße (evenings and weekends only)
| 31 May 1997 || December 2003
|-
| style="text-align:left;" | Klettenbergpark – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Reichenspergerplatz
| 9 November 1986 || 1992
|-
| Style="background-color:#{{rcr|Cologne Stadtbahn|18}}; color:#ffffff; text-align:center;" rowspan="4"|  '''18''' 
| style="text-align:left;" | Bonn Hbf – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Mülheim – Buchheim – Dellbrück – Thielenbruch
| October 2006 || June 2007
|-
| style="text-align:left;" | Bonn Hbf – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Nippes – Longerich – Heimersdorf – Chorweiler
| September 1994 || October 2003
|-
| style="text-align:left;" | Bonn Hbf – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim
| 9 November 1986 || September 1994
|-
| style="text-align:left;" | Bonn, Rheinuferbahnhof – Brühl – Klettenberg – Sülzgürtel – Barbarossaplatz Operated by [[Cologne-Bonn Railways]]
| 12 August 1978 || 9 November 1986
|-
| Style="background-color:#00B9F2; color:#ffffff; text-align:center;" rowspan="9"|  '''19''' 
| style="text-align:left;" |  stopped service
| 5 August 2007
|-
| style="text-align:left;" | Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf ("19 Süd")
| 9 October 2006 || 5 August 2007
|-
| style="text-align:left;" | Breslauer Platz – Ebertplatz – Mülheim – Buchheim, Herler Str. ("19 Nord")
| 9 October 2006 || 5 August 2007
|-
| style="text-align:left;" | Klettenberg – Sülzgürtel – Barbarossaplatz – Neumarkt – Dom/Hbf – Ebertplatz – Mülheim – Buchheim, Herler Str.
| 15 December 2003 || 8 October 2006
|-
| style="text-align:left;" | Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstr.
| 31 May 1992 || 14 December 2003
|-
| style="text-align:left;" | Hürth-Hermülheim – Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Niehl, Sebastianstr.
| 27 September 1991 || 30 May 1992
|-
| style="text-align:left;" | Hürth-Hermülheim – Klettenberg – Sülzgürtel – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Weidenpesch – Niehl
| 9 November 1986 || 26 September 1991
|-
| style="text-align:left;" | Brühl Mitte – Brühl Ost – Berzdorf – Wesseling Inter-city operated by [[Cologne-Bonn Railways]]
| 12 August 1978 || 31 May 1981
|-
| style="text-align:left;" | Longerich – Nippes – Ebertplatz – Friesenplatz – Rudolfplatz – Neumarkt – Deutz – Kalk – Vingst – Ostheim – Rath-Heumar – Königsforst
| 5 October 1964 || 19 October 1970
|-
| Style="background-color:cyan; color:#ffffff; text-align:center;" rowspan="4"|  '''20''' 
| style="text-align:left;" |  stopped service
| 2 August 1980
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt
| 10 October 1969 || 2 August 1980
|-
| style="text-align:left;" | Benzelrath – Frechen – Marsdorf – Lindenthal – Braunsfeld – Rudolfplatz – Neumarkt (– Heumarkt – Deutz – Poll not so frequent)
| 6 October 1969 || 9 October 1969
|-
| style="text-align:left;" | Klettenberg – Barbarossaplatz – Rudolfplatz – Friesenplatz – Ebertplatz – Nippes – Niehl – Fordwerke, Ölhafen;
| 10 June 1967 || 8 April 1968
|}

== Past expansion ==
Due to the lack of an overarching plan on the expansion of the network, there's no single point when the tram became the Stadtbahn, and the expansion projects since the building of the ''Innenstadttunnel'' will be listed chronologically.

=== Innenstadttunnel (City center tunnel) ===
[[File:KVB2306 Appellhofplatz.jpg|alt=Stadtbahn of line 19 at station Appellhofplatz in the Innenstadttunnel|left|thumb|Station Appellhofplatz in the ''Innenstadttunnel'' before high-floor platforms were introduced]]
[[File:KVB Innenstadttunnel.svg|alt=Map of the Inenstadttunnel in its final state 1970|right|frameless]]
The ''Innenstadttunnel'' was opened in several parts from 1968 to 1970. The first part served from Dom/Hbf to Appellhofplatz reaching the surface through a temporary ramp at Friesenplatz, and in the following year the section Appellhofplatz – Barbarossaplatz was added. At the station Appellhofplatz a triangular junction was built, with the tunnel from Friesenplatz to Dom/Hbf passing under the rest of the railways. In October 1970 the sections Poststraße – Severinsbridge and Dom/Hbf – Breslauer Platz followed, with a temporary ramp built at Breslauer Platz. The ramp at Barbarossaplatz was also intended to only be temporary, but is still in use to this day (2023).<ref name="50 years underground" />

Because the ''Innenstadttunnel'' was built as an [[Premetro|underground tram]], it has small curve radii and level junctions at Appellhofplatz and Poststraße. Currently (2022) the tunnel is served by three lines with 10 min headway and one with 5 min headway.<ref name="50 years underground" /><ref name="rush hour">{{Cite web |last=Weiß |first=Regina |date=17 January 2017 |title=Rush Hour in der Innenstadt – Mehr Bahnen sind aktuell nicht drin |trans-title=Rush hour in the city center – more trains are not possible at the moment |url=https://blog.kvb-koeln.de/rush-hour-in-der-innenstadt-mehr-bahnen-sind-aktuell-nicht-drin |url-status=live |archive-url=https://web.archive.org/web/20220118142805/https://blog.kvb-koeln.de/rush-hour-in-der-innenstadt-mehr-bahnen-sind-aktuell-nicht-drin |archive-date=18 January 2022 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

=== Chorweiler extension ===
[[File:Stadtbahnkoeln-heimersdorf.jpg|thumb|Underground station Heimersdorf]]
[[File:KVB Chorweiler.svg|alt=Map of the Chorweiler extension|left|frameless|207x207px]]
The in the 1970s newly built line to the [[commuter town]] [[Chorweiler]] is the first line in Cologne to be built metro-like from the start. In 1971, the first {{Convert|2.3|km|mi|abbr=on}} long part was constructed: On a segregated right-of-way it starts from existing tram lines to the north, crosses under the Militärringsstraße and over the [[Bundesautobahn 1|A1]] to the underground station Heimersdorf. The line ended in a temporary loop about {{Convert|200|m|ft|abbr=on}} farther.<ref name="history 1950" />
[[File:2022-06-04-S-U-Chorweiler-0462.jpg|alt=An S-Bahn and a Stadtbahn at the Chorweiler Station|thumb|S-Bahn and Stadtbahn at Chorweiler station]]
In 1973 the extension was continued to its new and current (2022) underground terminus [[Köln-Chorweiler station|Chorweiler]] which is shared with the [[Rhine-Ruhr S-Bahn|S-Bahn]] line S11.<ref name="50 years underground" /><ref name="history 1950" /> Since 2003, line 15 operates this part of the network.

=== Eberplatz and Nippes tunnels ===
[[File:KVB 1970.svg|alt=Map of the tunnels around Ebertplatz|left|frameless]]
In 1974 the so far biggest opening of tunnels happened: The lines from Breslauer Platz and Hansaring to the [[Cologne Zoological Garden|zoo]] and under the Neusser Straße with a quad-platform station at Ebertplatz. The station is built for efficient operation with few grade crossings of different lines. The tunnels leading to Hansaring are connected creating an underground turning loop. At Reichensbergerplatz the start of a tunnel in the direction of Amsterdamer Straße was used for another turning loop.

In addition to the continuation of the ''Innenstadttunnel'', the tunnel under the Neusser Straße (Ebertplatz, Lohsestraße, Florastraße, Neusser Straße/Gürtel) was a priority, because the street is a narrow main street that was the most used part of the network at the time, outside of the city center. To get a higher reduction in travel time from the north parts of the city, higher stop spacing was used, at the price of a worse service for residents. Because of financing problems the tunnel had to end at the station Mollwitzstraße instead of continuing to the split of the line at Wilhelm-Sollman-Straße, and the ramp was built as a temporary solution, enabling later continuation of the tunnel.<ref name="50 years underground" /><ref name="history 1950" />
[[File:Hochbahn Gürtelstrecke Köln 1.jpg|alt=The elevated railway of line 13 lined with trees|right|frameless]]

=== Gürtel Hochbahn (elevated railway) ===
At the same time as the tunnels in Nippes, an [[elevated railway]] was finished for line 13 following the [[List of streets in Cologne#Cologne Belt|Gürtel]], which at the time was planned to be extended from [[Bilderstöckchen]] to the [[Mülheim Bridge, Cologne|Mülheim Bridge]]. The line starts at Nußbaumerstraße up to where line 13 runs in the middle of the Gürtel, and connects it with the Mülheim Bridge. The [[Lower Left Rhine Railway|Cologne-Neuss railway]] however is crossed underneath, at which a station (Geldernstraße/Parkgürtel) creates a connection to S-Bahn services. At the approach to the Mülheim Bridge the line joins the also junction-free line from the zoo. To create enough space for climbing the elevation change, the two lines cross at the station Slabystraße before joining farther along the bridge. This and the tunnels in Nippes meant that Cologne now had the longest underground/elevated railway networks of German cities that started those systems after World-War 2.<ref name="50 years underground" /><ref name="history 1950" />

=== Deutz/Kalk ===
[[File:KVB DeutzKalk.svg|alt=Map of the tunnel under Deutz and Kalk|left|frameless|267x267px]]
The first tunnel to the east of the Rhine was opened in the years 1976 to 1983. After the station Frankfurter Straße had already been lowered in 1964, the ramp to the first part of the tunnel with the station Fuldaer Straße was built there. The subsequent tunnels in [[Kalk, Cologne|Kalk]], Vingst and [[Deutz, Cologne|Deutz]] followed in 1980, 1981 and 1983.<ref name="50 years underground" /><ref name="history 1950" /> The branch to [[Königsforst station|Königsforst]] joins at station Kalk Kapelle without a junction by crossing under. Between the stations ''Deutz Technische Hochschule'' and ''Bf Deutz/Messe'' a small underground parking facility was created,<ref name="depots">{{Cite web |last=Weiß |first=Regina |date=19 April 2022 |title=Die Heimat von Bussen und Bahnen – die Betriebshöfe der KVB |trans-title=The home of trains and buses – the depots of the KVB |url=https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb |url-status=live |archive-url=https://web.archive.org/web/20220419091642/https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb |archive-date=19 April 2022 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> and in the station [[Kalk Post station|Kalk Post]] a bunker was built.<ref name ="bunker kalk">{{Cite web |last=Christ |first=Tobias |date=27 January 2013 |title=Atombunker in Köln-Kalk: Überleben im Kalker Untergrund |trans-title=Bunker in Cologne-Kalk: Surviving in Kalk's underground |url=https://www.ksta.de/koeln/atombunker-in-koeln-kalk-ueberleben-im-kalker-untergrund-22642736 |url-status=live |archive-url=https://web.archive.org/web/20220707110207/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9hdG9tYnVua2VyLWluLWtvZWxuLWthbGstdWViZXJsZWJlbi1pbS1rYWxrZXItdW50ZXJncnVuZC0yMjY0MjczNj9jYj0xNjU3MTkxNzI3MDA0JiIsInJlZmVycmVyIjoiIiwic3ViZG9tYWluIjoid3d3In0= |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

At the same time as the tunnels were built, the [[Deutz Suspension Bridge|Deutz Bridge]] was widened by building another bridge with the same profile to its south, and then moved next to the existing one. With this new construction, the Stadtbahn got a dedicated track through the middle of the bridge.<ref name="50 years underground" />

=== Rheinuferbahn ===
[[File:KVB Rheinuferbahn.svg|alt=Map of the Rheinuferbahn|right|frameless|300x300px]]
Since 1978 line 16 operates as an overland-line. At the station Marienburg (since renamed to Heinrich-Lübke-Ufer) it diverges from its previous routing to the center of [[Rodenkirchen]] to the Rheinuferbahn of the ''Köln-Bonner Eisenbahnen'' (Cologne-Bonn railways) which it follows to Bonn. Different to the solution later used in [[Karlsruhe Stadtbahn#Acquisition and extension of the Alb Valley Railway|Karlsruhe]], the railway was changed to accommodate Stadtbahn vehicles, instead of equipping Stadtbahn vehicles with the technology needed to be used on mainline railways. The Rheinuferbahn was converted to Stadtbahn service by changing its electrification from 1200 V to 750 V, upgrading the [[Punktförmige Zugbeeinflussung|train protection system]] and retrofitting the switches for the smaller wheels of the Stadtbahn vehicles. The line is still operated as a railway under EBO, with mixed freight and passenger services running on parts of it. Line 16 was the first time, that vehicles from Bonn entered Cologne's network.<ref name="line 16" /><ref name="history 1950" />

=== Friesenplatz – Gutenbergstraße ===
[[File:KVB Westbahnhof.svg|alt=Map of the tunnel from Friesenplatz to Gutenbergstraße|left|frameless]]
The ''Innenstadttunnel'' was continued from the station Friesenplatz in 1985. It diverges grade separated from the tunnel to [[Ehrenfeld, Cologne|Ehrenfeld]] at Hans-Böckler-Platz/Bahnhof West where elevators go directly from the underground station's platforms to the ones of [[Köln West station]]. The tunnel then turns north beneath the green belt and reaches the surface at the station Gutenbergstraße. During the construction of the tunnel under Venloer Straße the tunnel was used by lines 3 and 4, while usually it is only served by line 5.<ref name="history 1985">{{Cite web |title=KVB-Geschichte von 1984 bis 2004 |trans-title=KVB-History from 1984 to 2004 |url=https://www.kvb.koeln/unternehmen/geschichte/1985.html |url-status=live |archive-url=https://web.archive.org/web/20220707110213/https://www.kvb.koeln/unternehmen/geschichte/1985.html |archive-date=7 July 2022 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref><ref name="line 4">{{Cite web |last=Weiß |first=Regina |date=14 September 2021 |title=Linie 4: Direktverbindung der beiden größten Stadtteile Kölns |trans-title=Line 4: Direct connection of the two biggest neighborhoods Cologne's |url=https://blog.kvb-koeln.de/linie-4-direktverbindung-der-beiden-groessten-stadtteile-koelns |url-status=live |archive-url=https://web.archive.org/web/20210918003835/https://blog.kvb-koeln.de/linie-4-direktverbindung-der-beiden-groessten-stadtteile-koelns |archive-date=18 September 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

=== Vorgebirgsbahn ===
[[File:Vorgebirgsbahn map.png|alt=Map of the Vorgebirgsbahn|right|frameless|193x193px]]
Like the Rheinuferbahn 8 years before, the Vorgebirgsbahn was completely converted to Stadtbahn operations in 1986. Already since the electrification in the 1930s, the trams and Vorgebirgsbahn shared tracks between Barbarossaplatz and Klettenberg. With the conversion to Stadtbahn, the tram lines 10 and 11 were replaced by the Stadtbahn, which meant that the turning loop was replaced by a turning rail. In 1990 to 1992 the platforms were converted to high-floor platforms (except for Barbarossaplatz).<ref name="line 18" /><ref name="history 1985" />

=== Ring-tunnel ===
[[File:KVB Ringe.svg|alt=Map of the ring tunnel|left|frameless]]
Since October 1987 a tunnel exists under the [[Cologne Ring]]. It continues the tunnel at from Hansaring and crosses under the lines 1 and 7 at Rudolfplatz. At Friesenplatz it crosses under the ''Innenstadttunnel'' which forms the currently (2022) only completely underground station junction which is a bit messy because of the stacked side-platforms. At Zülpicher Platz the tunnel ends in a ramp to the surface. The ring tunnel is the last tunnel built so far (2022) that uses low-floor platforms.

The station Rudolfplatz was also designed as a bunker.<ref name="bunker rudolfplatz">{{Cite web |last=Christ |first=Tobias |date=26 September 2019 |title=Bunker unter Rudolfplatz: So hätten Kölner vor einem Atomangriff gerettet werden sollen |trans-title=Bunker below Rudolfplatz: How Cologne's people would have been rescued from an atomic attack |url=https://www.ksta.de/koeln/bunker-unter-rudolfplatz-so-haetten-koelner-vor-einem-atomangriff-gerettet-werden-sollen-33220628 |url-status=live |archive-url=https://web.archive.org/web/20220618074253/https://www.ksta.de/koeln/bunker-unter-rudolfplatz-so-haetten-koelner-vor-einem-atomangriff-gerettet-werden-sollen-33220628 |archive-date=18 June 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

The station Christophstraße/Mediapark was the location of the worst accident in the recent history of the Stadtbahn in 1999, when a CitySprinter prototype hit a standing train at {{Convert|50|km/h|mph|abbr=on}}.<ref name ="citysprinter crash">{{Cite web |date=23 June 2009 |title=Rückblick Köln 1999: 40 Verletzte bei KVB-Crashfahrt |trans-title=Retrospect Cologne 1999: 40 injured by KVB crash |url=https://www.ksta.de/rueckblick-koeln-1999-40-verletzte-bei-kvb-crashfahrt-12833164 |url-status=live |archive-url=https://web.archive.org/web/20220707110208/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9ydWVja2JsaWNrLWtvZWxuLTE5OTktNDAtdmVybGV0enRlLWJlaS1rdmItY3Jhc2hmYWhydC0xMjgzMzE2ND9jYj0xNjU3MTkxNzI4ODUzJiIsInJlZmVycmVyIjoiIiwic3ViZG9tYWluIjoid3d3In0= |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

=== Ehrenfeld ===
[[File:KVB Ehrenfeld.svg|alt=Map of Ehrenfeld tunnel and extension|right|frameless]]
The tunnel through Ehrenfeld was opened in two parts: the line from Hans-Böckler-Platz to Venloer Straße/Gürtel, where a connection to [[Köln-Ehrenfeld station|S-Bahnhof Ehrenfeld]] was created, in 1989, and the tunnel to Wolffsohnstraße and surface tracks to Bocklemünd in 1992, where an on-platform transfer to buses can be made.

The Ehrenfeld tunnel has multiple differentiating factors from previously built tunnels: It is the first tunnel built with high-floor platforms, and the stations have their platforms in the middle between the tracks instead of on the side. Because of the experiences with the tunnel below Neusser Straße the station spacing was reduced to get a better service for the residents.<ref name="50 years underground" /><ref name="history 1985" /><ref name="line 4" />

=== Amsterdamer Straße ===
[[File:KVB AmsterdamerStr.svg|alt=Map of the Amsterdamer Straße line|left|frameless|186x186px]]
In 1992 as well, the line from Reichensberger Platz to [[Niehl, Cologne|Niehl]] Sebastianstraße was opened. The line had already been planned in the 1960s which meant that in the early 1970s in addition to a tunnel junction at Reichensbergerplatz, a {{Convert|300|m|ft|abbr=on}} long tunnel had been built below an intersection and another rail line. The rest of the line lies on the surface in the middle of Amsterdamer Straße and is mostly built with [[green track]]. The platforms are in the middle of the tracks and feature comparatively extensive designs. The last {{Convert|300|m|ft|abbr=on}} before the terminus lie next to an elevated 6 lane road. An extension to Niehl Nord, connecting to line 12, would be possible, but is not planned at the time (2022).<ref name="50 years underground" /><ref name="line 16" />

=== Mülheim ===
[[File:KVB Muelheim.svg|alt=Map of the Mülheim tunnel|right|frameless|191x191px]]
The Mülheim tunnel was opened in June 1997, starts at the Mülheim Bridge, crosses the Wiener Platz with a station, provides a connection to [[Köln-Mülheim station]] with direct elevators from the Stadtbahn platform to the mainline rail and ends on the surface in [[Buchheim, Cologne|Buchheim]]. It is the first tunnel in Cologne built using a [[tunnel boring machine]] (TBM) under buildings. Construction started in 1992, and 2 years later the TBM had completed the two tunnel sections with a total length of {{Convert|2.5|km|mi|abbr=on}}.<ref name="50 years underground" /><ref name="history 1985" />

=== Bensberg ===
Line 1 was extended to [[Bensberg]] on its east end in 2000: Instead of ending at the previous terminus that was renamed from Bensberg to Im Hoppenkamp, it now enters a nearly {{Convert|500|m|ft|abbr=on}} long tunnel to the new terminus Bensberg in the center of the [[Quarter (urban subdivision)|quarter]]. The tunnel was necessary, because the terrain's elevation increase is to steep for trains, and the final station lies {{Convert|14|m|ft|abbr=on}} below surface.<ref name="history 1985" /><ref name="bensberg extension">{{Cite web |title=Light Rail Bensberg Central |url=https://www.daub-ita.de/en/tunnel-projects/germany/light-rail-bensberg-central/ |url-status=live |access-date=6 July 2022 |website=Deutscher Ausschuss für Unterirdisches Bauen e.V. |language=en |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707110213/https://www.daub-ita.de/en/tunnel-projects/germany/light-rail-bensberg-central/ }}</ref>

=== Weiden ===
[[File:KVB Weiden.svg|alt=Map of the Weiden extensions|left|frameless]]
On 16 July 2002 a part of west end of line 1 discontinued in 1956 was reopened. This produced an uncommon problem: Because the routing passed the past headquarters of [[RTL Group|RTL]], shaking, which could've disrupted the broadcasts, had to be avoided using a complex damping system.<ref name="history 1985" />

For the [[2006 FIFA World Cup]] the line was extended again to the newly built S-Bahn station Weiden West. At its new terminus, the line meets perpendicularly with the [[Cologne–Aachen high-speed railway]] through which S-Bahn lines S 13 and S 19 create new connections especially in a western direction. This part was built to make the [[RheinEnergieStadion]] accessible by Stadtbahn from both sides.<ref name="history 2005">{{Cite web |title=KVB-Geschichte von 2005 bis heute |trans-title=KVB-History from 2005 to now |url=https://www.kvb.koeln/unternehmen/geschichte/2000.html |url-status=live |archive-url=https://web.archive.org/web/20220707110216/https://www.kvb.koeln/unternehmen/geschichte/2000.html |archive-date=7 July 2022 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref>

At the terminus station a [[Park and ride]] facility was built with space for 430<ref name="p+r weiden expansion 1">{{Cite web |last=Machnik |first=Maria |date=9 December 2013 |title=Infrastruktur: Mehr Stellplätze in Weiden-West? |trans-title=Infrastructure: More parking space in Weiden-West? |url=https://www.ksta.de/region/rhein-erft/pulheim/infrastruktur-mehr-stellplaetze-in-weiden-west--2444738 |url-status=live |access-date=25 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=18 June 2022 |archive-url=https://web.archive.org/web/20220618083026/https://www.ksta.de/region/rhein-erft/pulheim/infrastruktur-mehr-stellplaetze-in-weiden-west--2444738 }}</ref> cars, but because other close park and rides are in a different pay zone making the ride to Cologne more expensive, it has seen high usage, and has been extended by 255 more spaces to a total of 685, with more expansions for a total of 1280 spaces planned. A bicycle tower with a capacity for 130 bicycles is also planned, and after it was supposed to be finished by 2022, planning is now expected to end around the start of 2023.<ref name="p+r weiden expansion 2">{{Cite web |last=Attenberger |first=Tim |date=27 May 2021 |title=Pendler nutzen Park-and-Ride: Stadt Köln will Parkplatz in Weiden-West ausbauen |trans-title=Commuters use Park-and-ride: City of Cologne wants to expand parking space in Weiden-West |url=https://www.ksta.de/koeln/pendler-nutzen-park-and-ride-stadt-koeln-will-parkplatz-in-weiden-west-ausbauen-38426814 |url-status=live |archive-url=https://web.archive.org/web/20220707110214/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9wZW5kbGVyLW51dHplbi1wYXJrLWFuZC1yaWRlLXN0YWR0LWtvZWxuLXdpbGwtcGFya3BsYXR6LWluLXdlaWRlbi13ZXN0LWF1c2JhdWVuLTM4NDI2ODE0P2NiPTE2NTcxOTE3MzQzNDkmIiwicmVmZXJyZXIiOiIiLCJzdWJkb21haW4iOiJ3d3cifQ== |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref><ref name="p+r weiden bicycle tower">{{Cite web |last=Esch |first=Susanne |date=9 September 2020 |title=Fahrradparkhaus für Köln-Weiden: Ein Bike Tower soll das Chaos ordnen |trans-title=Bicycle parking for Cologne-Weiden: A bike tower is supposed to end the chaos |url=https://www.ksta.de/koeln/lindenthal/fahrradparkhaus-fuer-koeln-weiden-ein-bike-tower-soll-das-chaos-ordnen-37458934 |url-status=live |archive-url=https://web.archive.org/web/20220707110215/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9saW5kZW50aGFsL2ZhaHJyYWRwYXJraGF1cy1mdWVyLWtvZWxuLXdlaWRlbi1laW4tYmlrZS10b3dlci1zb2xsLWRhcy1jaGFvcy1vcmRuZW4tMzc0NTg5MzQ/Y2I9MTY1NzE5MTczNTMyOSYiLCJyZWZlcnJlciI6IiIsInN1YmRvbWFpbiI6Ind3dyJ9 |archive-date=7 July 2022 |access-date=6 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref><ref>{{Cite web |last=Esch |first=Susanne |date=14 November 2022 |title=Weiden-West: Kölner Turm soll mehr Pendler aufs Rad locken |url=https://www.ksta.de/koeln/lindenthal/weiden/weiden-west-koelner-turm-soll-mehr-pendler-aufs-rad-locken-370929 |url-status=live |access-date=16 November 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

===Butzweilerhof extension===
[[File:KVB Butzweilerhof.svg|200px|right|Stations on the extension]]
The [[Kölner Verkehrs-Betriebe|Kölner Verkehrsbetriebe]] (KVB) opened a {{convert|1.85|km|mi|abbr=on}} long extension from the former Ossendorf terminus into the Butzweilerhof/Gewerbegebiet Ossendorf area in December 2010.<ref name="expansion butzweilerhof">{{cite web |url=http://kvb-koeln.de/german/nachrichten/view.html?action=shownews&id=1411 |title=Kölner Verkehrs-Betriebe AG |publisher=Kvb-koeln.de |date=24 November 2008 |access-date=25 August 2013 |archive-url=https://web.archive.org/web/20120722202025/http://www.kvb-koeln.de/german/nachrichten/view.html?action=shownews&id=1411 |archive-date=22 July 2012 |url-status=dead }}</ref> Three new stations (Alter Flughafen Butzweilerhof, IKEA am Butzweilerhof and the new terminus, Sparkasse [[Am Butzweilerhof (KVB)|Am Butzweilerhof]]) were added to the existing Line 5. Construction of the extension cost about {{Currency|18 million|EUR}}, with €5 million being financed through a charge on the companies which will benefit from the extension. The remaining €13 million was financed by the [[:de:Kölner Verkehrsbetriebe|KVB Köln]] (Cologne Transit Authority).<ref name="line 5">{{Cite web |last=Anemüller |first=Stephan |date=2 May 2017 |title=Die neue Linie 5 – ein öffentlich-private Partnerschaft |trans-title=The new line 5 – a public-private partnership |url=https://blog.kvb-koeln.de/die-neue-linie-5-eine-oeffentlich-private-partnerschaft |url-status=live |archive-url=https://web.archive.org/web/20220120052407/https://blog.kvb-koeln.de/die-neue-linie-5-eine-oeffentlich-private-partnerschaft |archive-date=20 January 2022 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

The extension begins near the former Ossendorf terminus (which has been closed), crosses the tracks of the HGK, follows the southern edge of the Hugo-Eckener-Strasse with the 1st station (Alter Flughafen Butzweilerhof) being sited at the corner of Hugo-Eckener-Strasse and Köhlstrasse. It then follows a new street which continues east from Köhlstraße. The line passes the new IKEA am Butzweilerhof store (2nd station), crosses the new extension of Richard-Byrd-Straße, and ends at the intersection of Richard-Byrd-Straße and Von-Hünefeld-Straße.<ref name="line 5" />

=== Mengenich ===
[[File:KVB Mengenich.svg|alt=Map of the expansion to mengenich|right|frameless|263x263px]]
For the newly built neighborhood [[Bocklemünd/Mengenich]] a connection to the tram network has been planned since the 1960s. This connection was supposed to cross the Militärringstraße on a bridge and the run through a green space to the Autobahn A1 where the line would've ended in a turning loop. This initial planning was first lowered in priority, and later made impossible by an expansion of the Militärringstraße. In 2002, line 3 was expanded to the new terminus Mengenich Ollenhauerring as the first part of a planned expansion to the center of Görling including a tunnel. The planned tunnel was not deemed financeable by NRW and so the city council decided in 2006 that a routing along the surface, that only passed along the edge of the residential area, would be done.

Several variants of the now high priority project along Militärringsstraße to Tollerstraße, Schumacherring or Buschweg were prepared and presented to residents for discussion in 2008. On 6 February 2018 the construction of the new terminus station at Schumacherring began, with it being opened on August 27 of the same year.<ref name="history 2005" /><ref name="expansion mengenich">{{Cite web |date=6 February 2018 |title=Verlängerung der Stadtbahnlinie 3 |trans-title=Extension of line 3 |url=https://www.stadt-koeln.de/politik-und-verwaltung/presse/verlaengerung-der-stadtbahnlinie-3-1 |url-status=live |archive-url=https://web.archive.org/web/20220707110217/https://www.stadt-koeln.de/politik-und-verwaltung/presse/verlaengerung-der-stadtbahnlinie-3-1 |archive-date=7 July 2022 |access-date=6 July 2022 |website=Stadt Köln}}</ref><ref name="expansion görlinger zentrum">{{Cite web |date=28 August 2018 |title=Neue Endhaltestelle der Linie 3 "Görlinger-Zentrum" eröffnet |trans-title=New terminus of line 3 "Görlinger-Center" opened |url=https://www.kvb.koeln/aktuelles/meldung.html?action=shownews&id=84 |url-status=dead |archive-url=https://web.archive.org/web/20180830005226/https://www.kvb.koeln/aktuelles/meldung.html?action=shownews&id=84 |archive-date=30 August 2018 |access-date=6 July 2022 |website=kvb.koeln}}</ref>

=== Brühl double-track ===
In 2015 the city council approved the expansion to double-track the part of line 18 between Brühl-Mitte and Brühl-Badorf.<ref>{{Cite web |date=25 February 2015 |title=Zweigleisiger Ausbau der Linie 18 in Brühl |trans-title=Adding double track for line 18 in Brühl |url=http://www.kvb-koeln.de/german/nachrichten/view.html?action=shownews&page=1&id=2448 |url-status=dead |archive-url=https://web.archive.org/web/20150402092941/http://www.kvb-koeln.de/german/nachrichten/view.html?action=shownews&page=1&id=2448 |archive-date=2 April 2015 |website=Kölner Verkehrs-Betriebe AG}}</ref> By December 2018, the new tracks had been built, but because a new railway control center and required inspections had delays, the new track could be opened in April 2019. Additional construction such as the upgrade of platforms along the track was finished by mid 2020.<ref name="double track brühl">{{Cite web |title=Zweigleisiger Ausbau Linie 18 |trans-title=Double track expansion of line 18 |url=https://www.bruehl.de/zweigleisiger-ausbau-linie-18--2-.aspx |url-status=live |access-date=25 July 2022 |website=Stadt Brühl |archive-date=25 July 2022 |archive-url=https://web.archive.org/web/20220725154548/https://www.bruehl.de/zweigleisiger-ausbau-linie-18--2-.aspx }}</ref>

==Current and future expansion==

=== North-South Stadtbahn ===
The North-South Stadtbahn (NSS) is made up of three stages:

# Two parallel tunnels from Breslauer Platz to Marktstraße, connecting to the existing Innenstadttunnel
# A track from Bonner Wall to Schönhauser Straße connecting the route to the Rheinuferbahn
# 4 more surface stations along Bonner Straße from Marktstraße to Arnoldshöhe

==== Background ====
[[Image:KVB NordSuedStadtbahn.svg|200px|All 3 stages of the North-South rail|alt=Map of the North-South line under construction|thumb]]First considerations to connect the north and south of the city center were already undertaken in the 1970s, and actual planning was started by the city in 1983.<ref>{{Cite web |title=Nord-Süd Stadtbahn Köln: Chronik |url=https://www.nord-sued-stadtbahn.de/projekt/chronik/index.html |url-status=live |access-date=6 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170543/https://www.nord-sued-stadtbahn.de/projekt/chronik/index.html }}</ref> A direct connection of the north to the south is needed, because part of the Innenstadttunnel is operating at capacity with 30 trains per hour serving it.<ref name="rush hour" /> Because the old tunnel was built using a [[cut-and-cover]] technique, it follows major roads distant from the old city center with its narrow alleys. The first stage aims at fixing these problems, by rerouting line 16 from the Innenstadttunnel to the newly built one and building new stations directly under the old city center. Additionally, travel time on line 16 will be decreased by eight minutes and it is one of the last steps in the separation of the high-floor and low-floor networks. The new {{Convert|3|km|mi|abbr=on}} long tunnel is the first newly built line since the opening of the original downtown tunnel in 1968, while every tunnel opened in between had been a replacement for previous surface lines. It will be used by lines 5, 16 and 17 once complete.<ref>{{Cite web |title=Nord-Süd Stadtbahn Köln: Stadtbahn-Netzwerk in der Zukunft |trans-title=North-South rail Cologne: rail network in the future |url=https://www.nord-sued-stadtbahn.de/projekt/gruende/netz_zukunft.html |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170544/https://www.nord-sued-stadtbahn.de/projekt/gruende/netz_zukunft.html }}</ref>

The second stage is only to connect the line to the Rheinuferbahn, necessary for line 16's operation.<ref>{{Cite web |title=Broschüre Zweite Baustufe |trans-title=Brochure second building stage |url=https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=39 |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=25 July 2022 |archive-url=https://web.archive.org/web/20220725113507/https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=39 }}</ref>

The third stage aims to provide a better service for the residents of the Südstadt, [[Bayenthal]], Marienburg and Raderberg by extending line 5, decreasing the travel time from the end of [[Bundesautobahn 555|A 555]] to the [[Köln Hauptbahnhof|Hauptbahnhof]] from 30 minutes to just 13.<ref>{{Cite web |date=November 2017 |title=3. Baustufe Nord-Süd-Stadtbahn |trans-title=3rd building stage North-South rail |url=https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod/inc.download.php&downDokument=23 |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170545/https://www.nord-sued-stadtbahn.de/publikationen/index.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=23 }}</ref>

==== Tunnel collapse and delays ====
On 3 March 2009 the [[Historisches Archiv der Stadt Köln|building of the city's archive]] collapsed into the first stage's tunnel under construction on the Severinstraße between stations Severinstraße and Heumarkt, killing two people. Poor construction, the theft of necessary iron reinforcements and several ground water break-ins into the tunnel, which were not reported or controlled properly by the construction company, are among the alleged causes for this catastrophe.<ref name="ksta_protokoll">{{cite web |last= |first= |date=23 February 2010 |title=U-Bahn: Das Protokoll eines Versagens |trans-title=U-Bahn: The protocol of a failure |url=https://www.ksta.de/u-bahn-das-protokoll-eines-versagens-13065724 |url-status=live |archive-url=https://web.archive.org/web/20160321171450/http://www.ksta.de/u-bahn-das-protokoll-eines-versagens-13065724 |archive-date=21 March 2016 |access-date=22 April 2013 |website=[[Kölner Stadt-Anzeiger]] |publisher= |language=de}}</ref><ref name="ksta_fugenblech">{{cite web |title=Archiveinsturz: Beschädigtes Fugenblech als Indiz |trans-title=Archive collapse: Damaged "Fugenblech" as evidence |url=http://www.ksta.de/html/artikel/1277385900119.shtml |url-status=dead |archive-url=https://archive.today/20130206173332/http://www.ksta.de/html/artikel/1277385900119.shtml |archive-date=6 February 2013 |access-date=22 April 2013 |publisher=Ksta.de |language=de}}</ref>

In 2012, line 5 was re-routed from its previous terminus Reichensbergerplatz to the already finished part of the NSS, now serving Rathaus (city hall) station.<ref>{{Cite web |date=7 December 2012 |title=Nord-Süd Stadtbahn Köln: Ab 9. Dezember 2012 unterirdisch mit der Stadtbahn bis zum Rathaus |trans-title=North-South rail Cologne: Starting 9th of December 2012 in the underground to the city hall |url=https://www.nord-sued-stadtbahn.de/pressemitteilungen/view.html?action=shownews&page=14&id=845 |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170534/https://www.nord-sued-stadtbahn.de/pressemitteilungen/view.html?action=shownews&page=14&id=845 }}</ref> A further expansion to Heumarkt opened in December 2013.<ref name="pr_nss">{{cite web |title=Nord-Süd-Stadtbahn Köln |url=http://stadtbahn.relaunch.net/german/news/press.html?NID=737 |url-status=dead |archive-url=https://web.archive.org/web/20110724032509/http://stadtbahn.relaunch.net/german/news/press.html?NID=737 |archive-date=24 July 2011 |access-date=22 May 2022 |website=stadtbahn.relaunch.net}}</ref> The 4 stations south of the collapse, Bonner Wall to Severinstraße, and the 2nd stage of the project were opened on 13 December 2015, served by line 17.<ref name="nss new stations">{{cite web |last=Reimann |first=Anna |title=Nord-Süd-Stadtbahn in Köln: Das sind die neuen Haltestellen der KVB-Linie 17 |trans-title=North-South rail in Cologne: These are the new stations of line 17 |url=http://www.ksta.de/koeln/das-sind-die-neuen-haltestellen-der-kvb-linie-17-sote-23268438 |url-status=live |archive-url=https://web.archive.org/web/20170506014858/http://www.ksta.de/koeln/das-sind-die-neuen-haltestellen-der-kvb-linie-17-sote-23268438 |archive-date=6 May 2017 |access-date=14 April 2018 |website=ksta.de}}</ref><ref name="line 17 timetable">{{Cite web |title=Nord-Süd Stadtbahn: Linie 17 Fahrplan |trans-title=North-South rail: Line 17 timetable |url=https://www.nord-sued-stadtbahn.de/buergerfest/linie_17/fahrplan.html |url-status=live |access-date=7 July 2022 |website=Nord-Süd Stadtbahn Köln |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170548/https://www.nord-sued-stadtbahn.de/buergerfest/linie_17/fahrplan.html }}</ref>

The next step of the expansion will be an above ground extension from the Marktstr. Station down Bonner Straße, through Bayenthal. Construction started in January 2022 and should be completed at the end of 2025.<ref>{{Cite web |title=3. Baustufe Nord-Süd Stadtbahn |trans-title=3rd building stage North-South rail |url=https://www.stadt-koeln.de/artikel/20118/index.html |url-status=live |access-date=7 July 2022 |website=Stadt Köln |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170533/https://www.stadt-koeln.de/artikel/20118/index.html }}</ref> Full operation of the North-South Rail Tunnel will not be achieved until 2029 due to the issues of stabilizing the section of tunnel that collapsed in 2009.<ref>{{cite web |last=Damm |first=Andreas |title=Kölner Stadtarchiv: Wer soll die U-Bahn weiterbauen? |trans-title=Cologne's City archive: Who should continue building the U-Bahn? |url=http://www.ksta.de/koeln/koelner-stadtarchiv-wer-soll-die-u-bahn-weiterbauen--23911086 |url-status=live |archive-url=https://web.archive.org/web/20160826054854/http://www.ksta.de/koeln/koelner-stadtarchiv-wer-soll-die-u-bahn-weiterbauen--23911086 |archive-date=26 August 2016 |access-date=14 April 2018 |website=ksta.de}}</ref><ref>{{Cite web |last1=Görtz |first1=Oliver |last2=Hümmeler |first2=Christian |date=11 December 2017 |title=Archiveinsturz: Nord-Süd-Stadtbahn fährt nicht vor 2025 |trans-title=Archive collapse: North-South rail won't run before 2025 |url=https://www.ksta.de/koeln/archiveinsturz-nord-sued-stadtbahn-faehrt-nicht-vor-2025-29279040 |url-status=live |archive-url=https://web.archive.org/web/20220705142224/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9rb2Vsbi9hcmNoaXZlaW5zdHVyei1ub3JkLXN1ZWQtc3RhZHRiYWhuLWZhZWhydC1uaWNodC12b3ItMjAyNS0yOTI3OTA0MD9jYj0xNjU3MDMwOTQ0NTE5JiIsInJlZmVycmVyIjoiIiwic3ViZG9tYWluIjoid3d3In0= |archive-date=5 July 2022 |access-date=6 May 2020 |website=Kölner Stadt-Anzeiger |language=de-DE}}</ref><ref>{{Cite web |last=Meyer |first=Gudrun |date=24 February 2021 |title=Gleiswechsel Waidmarkt |url=https://blog.kvb-koeln.de/gleiswechsel-waidmarkt |url-status=live |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=17 September 2021 |archive-url=https://web.archive.org/web/20210917202420/https://blog.kvb-koeln.de/gleiswechsel-waidmarkt }}</ref>

==== Cost ====
The extra cost of approximately 4 million euro is planned to mitigate the negative perception of the NSS project due to the collapse as well as budget increases, late completion (originally planned for 2011) and disruption. To avoid the possible destruction of [[archaeology|archaeological]] artefacts underneath one of the oldest cities in Germany, the NSS was bored down to nearly {{Convert|30|m|ft|abbr=on}} below ground level. At the location of the future stations, however, archaeological digs were still required and are cited as one of the reasons for the already significant cost overruns. While initially estimated to cost around 600 million euro, the current price tag is calculated at around 960 million euro. Because the second stage, connecting the tunnel to the line along the Rhine river has not yet been tendered, but is expected to cost another 100 million, total cost is expected to be 1.1 billion euro.<ref>{{Cite web |last=Henning |first=Martin |date=8 February 2022 |title=Nord-Süd-Stadtbahn Köln: Streckenverlauf, Baustufen, Kosten, Dauer |trans-title=North-South rail Cologne: routing, stages, costs, duration |url=https://www.24rhein.de/koeln/innenstadt/nord-sued-bahn-koeln-streckenverlauf-baustufen-kosten-dauer-91164122.html |url-status=live |access-date=7 July 2022 |website=24 Rhein |language=de |archive-date=7 July 2022 |archive-url=https://web.archive.org/web/20220707170533/https://www.24rhein.de/koeln/innenstadt/nord-sued-bahn-koeln-streckenverlauf-baustufen-kosten-dauer-91164122.html }}</ref>

=== StadtBahn South ===
As a 4th stage of the North-South Stadtbahn an extension from Arnoldshöhe to Rondorf and Meschenich was proposed already in 1992. This project has since been renamed to StadtBahn South and is planned independently from the North-South Stadtbahn. The first stage of the project will only reach the northern edge of Meschenich, while a second stage will continue to its southern end. The project will also connect the development area Rondorf Nord-West, where 3300 new homes will be built in the next years, directly to the city center.<ref name=":0">{{Cite web |date=5 May 2018 |title=65 Millionen: Ausbau der Stadtbahn nach Meschenich kann auf Fördergelder hoffen |trans-title=65 Million: Extension of the Stadtbahn to Meschenich is expected to be granted funds |url=https://www.rundschau-online.de/koeln/65-millionen-ausbau-der-stadtbahn-nach-meschenich-kann-auf-foerdergelder-hoffen-241243 |url-status=live |access-date=22 April 2023 |website=Kölnische Rundschau |language=de}}</ref><ref>{{Cite web |last=Süsser |first=Ulrike |date=27 October 2018 |title=Bis Rondorf und Meschenich: Lokalpolitiker beraten über Verlängerung der Linie 5 |trans-title=To Rondorf and Meschenich: Local politicians debate about extension of line 5 |url=https://www.ksta.de/koeln/rodenkirchen/bis-rondorf-und-meschenich-lokalpolitiker-beraten-ueber-verlaengerung-der-linie-5-299005 |url-status=live |access-date=22 April 2023 |website=Kölner Stadt-Anzeiger |language=de}}</ref>

The biggest problem of the project is crossing the ''Verteilerkreisel'' at the end of the [[Bundesautobahn 555|Autobahn A 555]] directly after the last station of stage 3, ''Arnoldshöhe''. Here, several different solutions were evaluated:

* A tunnel below the roundabout
* A bridge above it
* Two at grade crossings going around the roundabout<ref name=":0" />

Evaluation showed that all three solutions were possible, with cost-benefit ratios between 1.0 for the tunnel and 1.4 for the at-grade solution, which means that all solutions are possible to be funded partially by the state and federal government. Residents preferred the at-grade solution, while the city pushed the bridge or tunnel.<ref>{{Cite web |last=Süsser |first=Ulrike |date=31 May 2017 |title=Köln Rodenkirchen: Nord-Südstadtbahn zwischen Rondorf und Meschenich in der Diskussion |trans-title=Cologne Rodenkirchen: North-South Stadtbahn between Rondorf and Meschenich being discussed |url=https://www.ksta.de/koeln/rodenkirchen/koeln-rodenkirchen-nord-suedstadtbahn-zwischen-rondorf-und-meschenich-in-der-diskussion-164809 |url-status=live |access-date=22 April 2023 |website=Kölner Stadt-Anzeiger |language=de}}</ref> In March of 2023 the city council decided that the preferred solution would be the bridge, but that the at-grade solution would also be continued to be planned. This was due to the lower cost than the tunnel, the disadvantages of at-grade crossings, the about {{Convert|700|m|yd|abbr=on}} shorter route, the complete replacement of bus line 132 which currently takes 44 minutes to complete the journey into the city center, the smaller impact on the green spaces and adjacent neighborhood and because this route was intended in the planning of the development area Rondorf Nord-West removing the need to change its plans.<ref name=":1">{{Cite web |date=23 March 2023 |title=SessionNet {{!}} TOP Ö 10.13: StadtBahn Süd - Trassenfestlegung und Entscheidung zur weiteren Planung |trans-title=SessionNet {{!}} TOP Ö 10.13: StadtBahn South - Route determination and decision to continue planning |url=https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=370691 |url-status=live |access-date=22 April 2023 |website=Ratsinformation der Stadt Köln |language=de}}</ref>

There are three stations planned in Rondorf, called ''Rondorf Nord'', ''Rondorf Mitte'' and ''Rondorf South''. The bridge above the roundabout will need to incorporate the red steel-stele that stands in the middle of the roundabout into its design. This stele is part of an artwork by [[Lutz Fritsch]] called "''Standortmitte''" ("middle of the location") that consists of two identical steles at both ends of the A 555 connecting the cities of Cologne and Bonn. To protect a [[drinking water]] protection zone the route passes through the adjacent street ''Am Wasserwerkswäldchen'' will be closed for through-traffic and a gas station located on the roundabout will also be closed.<ref name=":1" />

In Meschenich [[Park and ride|Park and Ride]] facilities are planned on both ends of the town and the Stadtbahn is supposed to operate on the street where traffic will be reduced by a bypass that's already in construction.<ref>{{Cite web |title=StadtBahn Süd für Rondorf und Meschenich |url=https://www.stadt-koeln.de/artikel/68749/index.html |url-status=live |archive-url=https://web.archive.org/web/20220813130153/https://www.stadt-koeln.de/artikel/68749/index.html |archive-date=13 August 2022 |access-date=13 August 2022 |website=Stadt Köln}}</ref><ref>{{Cite web |title=B51n: Ortsumgehung Köln-Meschenich - Bauphase |trans-title=B51n: Bypass Cologne-Meschenich - Construction Phase |url=https://www.strassen.nrw.de/de/b51n-ortsumgehung-koeln-meschenich-bauphase.html |url-status=live |access-date=22 April 2023 |website=Straßen.NRW |language=de}}</ref>

The second stage of the project, continuing the line from the northern to the southern end of Meschenich, was also approved and planning was started.<ref name=":1" />

=== East-West axis ===
With line 1 being the 2nd most used line<ref name="line 1">{{Cite web |last=Weiß |first=Regina |date=12 June 2018 |title=Von Ost nach West von West nach Ost – die Linie 1 |trans-title=From east to west from west to east – line 1 |url=https://blog.kvb-koeln.de/von-ost-nach-west-von-west-nach-ost-die-linie-1 |url-status=live |archive-url=https://web.archive.org/web/20210918004306/https://blog.kvb-koeln.de/von-ost-nach-west-von-west-nach-ost-die-linie-1 |archive-date=18 September 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref> and line 7 and 9 running on the same surface-level tracks in the city center, the rail section at [[Neumarkt station|Neumarkt]] is operating at capacity,<ref name="rush hour" /> while more capacity is needed especially on line 1. To address this growing issue, new {{Convert|90|m|ft|abbr=on}} long trains will be used, increasing capacity by 50%. This upgrade needs longer platforms however, for which line 1 has been divided into four parts that need different kinds of upgrades.<ref name="east west rail expansion">{{Cite web |title=Kapazitätserweiterung auf der Ost-West-Achse – Stadt Köln |url=https://www.stadt-koeln.de/artikel/66555/index.html |url-status=live |access-date=3 September 2022 |website=Stadt-Köln |language=de}}</ref>

==== West ====
This part between [[Köln-Weiden West station|Weiden West]] and Universitätsstraße runs completely on the surface in the middle of Aachener Straße. In this part, platforms and turning loops will have to be upgraded to fit the longer trains. Planning started in 2018, and between August 15 and 4 September 2022, feedback for the plans could be given online.<ref>{{Cite web |date=15 August 2022 |title=Planungen Bereich West {{!}} Beteiligungsportal der Stadt Köln |url=https://meinungfuer.koeln/owa-west |url-status=live |access-date=3 September 2022 |website=Beteiligungsportal der Stadt Köln |language=de}}</ref> Construction is expected to start in the middle of 2027.<ref name="east west rail expansion" />

==== City Center ====
This part lies between [[Moltkestraße station|Moltkestraße]] and [[Heumarkt station|Heumarkt]]. At stations Moltkestraße and [[Rudolfplatz station|Rudolfplatz]] its two tracks run separate on one-way streets, and it then runs in the middle of a street until Heumarkt. Because of the demand in this part, building a tunnel is considered. The different options, all starting at [[Deutz Suspension Bridge|Deutzer Brücke]] (Deutz Bridge), run to:
# Neumarkt on lines 1, 7 and 9 ("short tunnel")
# Rudolfplatz on lines 1, 7 and Dasselstraße/Bf Süd on line 9 ("middle long tunnel")
# Melaten on lines 1,7 and University on line 9 in separate tunnels ("long tunnel variant A")
# Melaten on lines 1,7 and University on line 9 with a shared tunnel until Moltkestraße and subsequent routing through the green belt ("long tunnel variant B")<ref>{{Cite web |last=Meyer |first=Gudrun |date=14 March 2018 |title=Ausbau der Ost-West-Achse Kölns große Chance |trans-title=Expansion of the East-West-Axis Cologne's big chance |url=https://blog.kvb-koeln.de/ausbau-der-ost-west-achse-koelns-grosse-chance |url-status=live |archive-url=https://web.archive.org/web/20210117021607/https://blog.kvb-koeln.de/ausbau-der-ost-west-achse-koelns-grosse-chance |archive-date=17 January 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>
In an open discussion with residents, Stadtbahn users and car users in mid-2018, options 1 and 4 were rejected by everyone, while car users are against a tunnel completely. Stadtbahn users favour no tunnel or option 3, and residents support option 2 more than 3. Only options 1 and 2 could be financed by the state of NRW, while 3 and 4 would require large expenses of the city.<ref>{{Cite web |last=Meyer |first=Gudrun |date=17 July 2018 |title=Bürgerbeteiligung Ost-West-Achse: Was wollen die Kölner/innen? |trans-title=Public participation East-West-Axis: What do the people want? |url=https://blog.kvb-koeln.de/ober-oder-unterirdisch-die-buergerbeteiligung-zur-ost-west-achse |url-status=live |archive-url=https://web.archive.org/web/20210813142126/https://blog.kvb-koeln.de/ober-oder-unterirdisch-die-buergerbeteiligung-zur-ost-west-achse |archive-date=13 August 2021 |access-date=6 July 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

The stations not rebuilt underground, whether because no tunnel is built or because it is to short to reach them, will be lengthened to accommodate the longer trains as well. Which option to use, if any, will be decided until Q3 of 2023. Planning is anticipated to take until 2026, with construction starting in 2029.<ref name="east west rail expansion" />

==== Tunnel ====
The part between [[Deutzer Freiheit station|Deutzer Freiheit]] and Fuldaer Straße is already a tunnel with sufficiently long platforms. In this part accessibility will be improved and fire protection will be upgraded for the increasing amount of passengers.<ref name="east west rail expansion" />

==== East ====
The part between Höhenberg Frankfurter Straße and [[Bensberg station|Bensberg]] is overground and will be upgraded to feature longer stations, with the exception of Bensberg which is underground and already features long enough platforms, but will get improved fire protection like the other underground stations. Construction is expected to start in the middle of 2026.<ref name="east west rail expansion" />

=== Extension of line 17 to Bonn and line 7 to Langel ===
After the ''Nord-Süd-Stadtbahn'' is finished, line 17 will run alongside line 16 from [[Reichenspergerplatz station|Reichenspergerplatz]] to Sürth with a 5 min headway. The line will be extended to Bonn Hbf east of the Rhine, with the planning split into four parts:

#Building a new rail and pedestrian bridge across the Rhine, going from Godorf to Langel, and building the station ''Langel Süd'', shared with line 7.
#New track and two stations in Lülsdorf
#Upgrading a mostly single-track non-electrified freight railway between Lülsdorf, [[Niederkassel]], Rheidt and Mondorf, including 8 new stations.
#Building new track along a street between Mondorf/Bergheim and [[Beuel|Bonn-Beuel]] with 4 stations, which connects to the tracks of lines 66 and 67, from where the terminus Bonn Hbf. is then reached.
Alongside this extension, line 7 will also be extended to a new terminus in ''Langel Süd'', connecting to line 17. This is split in two parts:

# Extension from the terminus Zündorf, then ''Zündorf Nord'' to ''Zündorf Süd'' with 2 new stations''.''
# Extension from Zündorf to Langel, including 3 stations in Langel and the connection to line 17.

The project is planned to be completed in 2030, with the exception of the bridge across the Rhine, which has no estimated completion date as of now.<ref>{{Cite web |date=17 May 2022 |title=Stadtbahn Bonn-Niederkassel-Köln (Linie 17) und Verlängerung Linie 7 |trans-title=Stadtbahn Bonn-Niederkassel-Köln (line 17) and extension of line 7 |url=https://ratsinformation.stadt-koeln.de/vo0050.asp?__kvonr=105940 |url-status=live |access-date=14 January 2023 |website=Ratsinformation der Stadt Köln |language=de}}</ref>

=== Stepless access to all platforms and trains ===
Because parts of the network were built before accessibility was a concern, many older stations don't feature elevators/ramps to get from street level to the platform without steps. Also, because the network started as a tram, was then partially operated with high-floor Stadtbahn vehicles, and then split into a high-floor (HF) and low-floor (LF) network, some platforms still don't feature level boarding, requiring the users to climb a few steps to enter the train. Seven of these stations can't be upgraded, because they're served by both HF and LF vehicles, while others could, but just haven't been upgraded yet. The LF lines feature level boarding everywhere, as they're compatible with old tram platforms, but parts at both ends of the trains are not accessible. Also a few LF platforms can't be reached without climbing steps, a notable example being the highly used station Friesenplatz. Equipping the HF lines with matching platforms could only be started in 2003, as until then large parts of the network were served by HF and LF lines. First the city center tunnel was converted step-by-step, and in 2010 lines 3 and 4 became the first to be fully accessible. Since then the missing platforms are concentrated on the lines 13 and 16, with a few missing on the other HF lines. Out of the 352 stations, 32 are not accessible, 12 have limited accessibility and 308 are fully accessible.<ref name="routes without steps">{{Cite web |date=December 2021 |title=Touren ohne Treppen Flyer |trans-title=Routes without steps |url=https://www.kvb.koeln/service/barrierefreiheit.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=906 |url-status=live |access-date=26 July 2022 |website=Kölner Verkehrs Betriebe AG |archive-date=26 July 2022 |archive-url=https://web.archive.org/web/20220726104943/https://www.kvb.koeln/service/barrierefreiheit.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=906 }}</ref>
{| class="wikitable"
|+
!Line
!style="background:#{{rcr|Cologne Stadtbahn|1}}; color:#fff; text-align:center;"| '''1'''
!style="background:#{{rcr|Cologne Stadtbahn|3}}; color:#fff; text-align:center;"| '''3'''
!style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;"| '''4'''
!style="background:#{{rcr|Cologne Stadtbahn|5}}; color:#fff; text-align:center;"| '''5'''
!style="background:#{{rcr|Cologne Stadtbahn|7}}; color:#fff; text-align:center;"| '''7'''
!style="background:#{{rcr|Cologne Stadtbahn|9}}; color:#fff; text-align:center;"| '''9'''
!style="background:#{{rcr|Cologne Stadtbahn|12}}; color:#fff; text-align:center;"| '''12'''
!style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;"| '''13'''
!style="background:#{{rcr|Cologne Stadtbahn|15}}; color:#fff; text-align:center;"| '''15'''
!style="background:#{{rcr|Cologne Stadtbahn|16}}; color:#fff; text-align:center;"| '''16'''
!style="background:#{{rcr|Cologne Stadtbahn|17}}; color:#fff; text-align:center;"| '''17'''
!style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;"| '''18'''
!Total
|-
|Stations
|37
|31
|29
|17
|33
|24
|27
|23
|23
|50
|8
|50
|352
|-
|with HF platforms
| –
|31
|29
|14
| –
| –
| –
| 9
| –
|40
|8
|47
|178
|-
|with LF platforms
|37
| –
| –
|3 <ref group="H">Appellhofplatz/Zeughaus, Subbelrather Str./Gürtel, Nußbaumerstr.</ref>
|33
|24
|27
|14 <ref group="H">Berrenrather Str./Gürtel, Euskirchener Str., Zülpicher Str./Gürtel, Gleueler Str./Gürtel, Dürener Str./Gürtel, Wüllnerstr., Aachener Str./Gürtel, Melatengürtel, Weinsbergstr./Gürtel, Subbelrather Str./Gürtel, Nußbaumerstr., Escher Str., Geldernstr./Parkgürtel, Slabystr.</ref>
|23
|10 <ref group="H">Reichenspergerplatz, Barbarossaplatz, Eifelstr., Ulrepforte, Chlodwigplatz, Ubierring, Urfeld, Widdig, Uedorf, Hersel</ref>
| –
|3 <ref group="H">Slabystr., Reichenspergerplatz, Barbarossaplatz</ref>
|174
|}
<references group="H" />

=== Longer trains and platforms ===
Because of the increasing demand throughout the system that can no longer be met by increasing frequency in some parts of the system,<ref name="rush hour" /><ref name="line 1" /> lines 1, 4, 9, 13 and 18 will be operated by longer trains in the future. Line 1 and possibly line 9 will have their platforms lengthened to {{Convert|90|m|ft|abbr=on}} as part of the east–west rail project, and will then be operated by {{Convert|90|m|ft|abbr=on}} long trains.<ref name="low floor trains">{{Cite web |title=Niederflurfahrzeuge |trans-title=Low floor trains |url=https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/niederflur.html |url-status=live |archive-url=https://web.archive.org/web/20220617213936/https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/niederflur.html |archive-date=17 June 2022 |access-date=6 July 2022 |website=kvb.koeln |language=de}}</ref> Lines 4, 13 and 18 will have in total 39 platforms upgraded to accommodate new {{Convert|70|m|ft|abbr=on}} long trains and add sufficient fire protection for the increasing number of passengers in underground stations.<ref>{{Cite web |title=KVB modernisiert ihre Stadtbahn-Flotte |trans-title=KVB modernizes its Stadtbahn vehicles |url=https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/ |url-status=live |access-date=26 July 2022 |website=Kölner Verkehrs Betriebe AG |language=de |archive-date=26 July 2022 |archive-url=https://web.archive.org/web/20220726145121/https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/ }}</ref><ref name="customer magazine 57">{{Cite web |date=December 2021 |title=Kundenzeitung der KVB Ausgabe 57 (Dezember 2021) |trans-title=KVB Customer magazine 57 (December 2021) |url=https://www.kvb.koeln/unternehmen/presse/publikationen/koelntakt.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=3506 |url-status=live |access-date=25 July 2022 |website=Kölner Verkehrs Betriebe AG |language=de |archive-date=17 January 2022 |archive-url=https://web.archive.org/web/20220117102915/https://www.kvb.koeln/unternehmen/presse/publikationen/koelntakt.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=3506 }}</ref>

=== Other plans ===
All of these plans have been brought up by a political party, and some are in different planning stages currently.
{| class="wikitable"
|+
!Line
!Expansion
|-
| style="background:#{{rcr|Cologne Stadtbahn|1}}; color:#fff; text-align:center;" | '''1'''
|Extension from [[Bensberg|Bergisch Gladbach-Bensberg]] from further east [[Moitzfeld|Bergisch Gladbach-Moitzfeld]] to [[Gladbach-Herkenrath]] Kürten-Spitze.<ref>{{cite web |author=Claus Boelen-Partile |title=Der Zug ist noch nicht abgefahren |trans-title=The train has not yet been moved |url=http://www.ksta.de/region/rhein-berg-oberberg/kuerten/verlaengerung-der-strassenbahnlinie-1-der-zug-ist-noch-nicht-abgefahren-22746266 |url-status=live |archive-url=https://web.archive.org/web/20220705142225/https://www.ksta.de/html/dumont-consent/index.html?param=eyJyZWRpcmVjdFVybCI6Ii9yZWdpb24vcmhlaW4tYmVyZy1vYmVyYmVyZy9rdWVydGVuL3ZlcmxhZW5nZXJ1bmctZGVyLXN0cmFzc2VuYmFobmxpbmllLTEtZGVyLXp1Zy1pc3Qtbm9jaC1uaWNodC1hYmdlZmFocmVuLTIyNzQ2MjY2P2NiPTE2NTcwMzA5NDU5MTcmIiwicmVmZXJyZXIiOiIiLCJzdWJkb21haW4iOiJ3d3cifQ== |archive-date=5 July 2022 |access-date=28 August 2017}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;" | '''4'''
|Connection of the district Widdersdorf from Mengenich. The city initially preferred a variant using line 1 due to lower costs and better service for residents,<ref>{{cite web |title=Tagesordnungspunkt |url=https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=190629 |url-status=live |archive-url=https://web.archive.org/web/20181203202719/https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=190629 |archive-date=3 December 2018 |access-date=14 April 2018 |website=ratsinformation.stadt-koeln.de}}</ref> but it was decided that line 4 should be used.<ref>{{Cite web |last=Attenberger |first=Tim |date=18 January 2022 |title=KVB: Stadtbahn-Linie 4 soll bis Köln-Widdersdorf fahren |trans-title=KVB: Line 4 planned to run to Cologne-Widdersdorf |url=https://www.ksta.de/koeln/kvb-stadtbahn-linie-4-soll-bis-koeln-widdersdorf-fahren-39390822 |url-status=live |access-date=25 July 2022 |website=Kölner Stadt-Anzeiger |archive-date=18 January 2022 |archive-url=https://web.archive.org/web/20220118193944/https://www.ksta.de/koeln/kvb-stadtbahn-linie-4-soll-bis-koeln-widdersdorf-fahren-39390822 }}</ref> A later continuation to [[Niederaußem]] is also considered.<ref>{{Cite web |last=Teichert |first=Florian |date=15 September 2021 |title=Rhein-Erft: Große Zustimmung für Stadtbahnlinie von Köln über Pulheim nach Niederaußem |trans-title=Rhein-Erft: High approval for line from Cologne via Pulheim to Niederaußem |url=https://www.ksta.de/region/rhein-erft/rhein-erft-grosse-zustimmung-fuer-stadtbahnlinie-von-koeln-ueber-pulheim-nach-niederaussem-39031342 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=5 November 2021 |archive-url=https://web.archive.org/web/20211105073522/https://www.ksta.de/region/rhein-erft/rhein-erft-grosse-zustimmung-fuer-stadtbahnlinie-von-koeln-ueber-pulheim-nach-niederaussem-39031342 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|4}}; color:#fff; text-align:center;" | '''4'''
|An extension from Schlebusch station to a clinic inside [[Schlebusch]] or even to the city of [[Odenthal]] is in discussion, but the existing line would have to be double-tracked first.<ref name="line 4" />
|-
| style="background:#{{rcr|Cologne Stadtbahn|5}}; color:#fff; text-align:center;" | '''5'''
|Extension from Butzweilerhof to Longerich, where it could connect to the [[S-Bahn Rhein-Ruhr]] and / or line 15.
|-
| style="background:#{{rcr|Cologne Stadtbahn|7}}; color:#fff; text-align:center;" | '''7'''
|Extension to the new development area [[Grube Carl]] in [[Frechen]] and possibly further to [[Habbelrath|Frechen-Habbelrath]]. An extension to [[Kerpen]] is also already in discussion.<ref>{{Cite web |last=Reinartz |first=Patrick |date=7 October 2020 |title=KVB-Linie 7: Nächster Schritt zur Verlängerung der Strecke von Frechen nach Kerpen |trans-title=Line 7: Next step for the expansion from Frechen to Kerpen |url=https://www.ksta.de/region/rhein-erft/frechen/kvb-linie-7-naechster-schritt-zur-verlaengerung-der-strecke-von-frechen-nach-kerpen-37448278 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|Extension from Sülzgürtel to the Rhine following the [[List of streets in Cologne#Cologne Belt|cologne belt]].<ref name="line 13" /> Currently, both a surface and underground track are considered.<ref name="line 14 proposal">{{Cite web |last=Damm |first=Andreas |date=8 March 2021 |title=KVB-Linie 13: Stadtverwaltung verärgert mit U-Bahn-Ausschreibung – Linie 14 als Option |trans-title=Line 13: City council not happy with underground proposal – line 14 as an option |url=https://www.ksta.de/koeln/kvb-linie-13-stadtverwaltung-veraergert-mit-u-bahn-ausschreibung---linie-14-als-option-38151972 |url-status=live |access-date=25 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=9 March 2021 |archive-url=https://web.archive.org/web/20210309115220/https://www.ksta.de/koeln/kvb-linie-13-stadtverwaltung-veraergert-mit-u-bahn-ausschreibung---linie-14-als-option-38151972 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|Extension from Mülheim to Ostheim and later to the S-Bahnhof Frankfurter Straße<ref name="line 13" /> or completing the ring including a new crossing of the Rhine.<ref>{{Cite web |date=27 September 2022 |title=ÖPNV-Netzentwicklung - Sachstand 2022 |url=https://ratsinformation.stadt-koeln.de/vo0050.asp?__kvonr=107470 |url-status=live |access-date=16 February 2023 |website=Ratsinformation der Stadt Köln |language=de}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|10 stations from Berrenrather Straße/Gürtel to Venloer Straße/Gürtel will be upgraded with high-floor platforms, and some will be lengthened.<ref>{{Cite web |date=23 August 2022 |title=Beschlussvorlage - 0150_2022_Beschlussvorlage_Rat.pdf |url=https://buergerinfo.stadt-koeln.de/getfile.asp?id=801064&type=do |url-status=live |access-date=28 September 2022 |website=Informationssystem für Bürgerinnen und Bürger der Stadt Köln |language=de}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|13}}; color:#fff; text-align:center;" | '''13'''
|Construction of two additional stations at Niehler Straße and Bolternstraße. Both will be elevated and equipped with side-platforms suitable for {{Convert|70|m|ft|abbr=on}} long trains.<ref>{{Cite web |date=26 September 2022 |title=Neubau von zwei Stadtbahnhaltestellen im Bezirk Nippes |url=https://meinungfuer.koeln/group/zwei-neue-haltestellen-fuer-die-linie-13 |url-status=live |access-date=28 September 2022 |website=Beteiligungsportal der Stadt Köln |language=de}}</ref>
|-
| style="background:#888; color:#fff; text-align:center;" | '''14'''
|Construction of a new circumferential low-floor line that runs from the university on Universitätsstraße, Weißhausstraße and through Raderberg and Bayenthal before reaching the Rhine. The line could then be extended north to Ehrenfeld on Universitätsstraße/Innere Kanalstraße, and in the south it could run over a new bridge across the Rhine connecting with line 7.<ref name="line 14 proposal" /><ref name="line 14">{{Cite web |last=Akyüz |first=Adnan |date=5 March 2021 |title=Köln: Grüne fordern neue Straßenbahn-Linie 14 der KVB |url=https://www.express.de/koeln/koeln-gruene-fordern-neue-strassenbahn-linie-14-der-kvb-48057 |url-status=live |access-date=25 July 2022 |website=Express |language=de |archive-date=25 July 2022 |archive-url=https://web.archive.org/web/20220725131604/https://www.express.de/koeln/koeln-gruene-fordern-neue-strassenbahn-linie-14-der-kvb-48057 }}</ref>
|-
|{{diagonal split header|{{color|#fff|12}}|{{color|#fff|15}}|#{{rcr|Cologne Stadtbahn|12}}|#{{rcr|Cologne Stadtbahn|15}}}}
|Extension of the tunnel on the Neusser Straße from Mollwitzstraße to Wilhelm-Sollmann-Straße, as originally planned when the tunnel was built.
|-
|{{diagonal split header|{{color|#fff|3}}|{{color|#fff|18}}|#{{rcr|Cologne Stadtbahn|3}}|#{{rcr|Cologne Stadtbahn|18}}}}
|Extension from Thielenbruch to the city center of Bergisch Gladbach through the closed down Paper Fabric Zanders, which will restore a connection that had been present until 1958.<ref>{{Cite web |last=Boelen-Theile |first=Claus |date=22 January 2022 |title=KVB-Station auf Zanders-Gelände? Straßenbahn soll wieder nach Gladbach kommen |trans-title=KVB station on Zanders ground? Stadtbahn planned to run to Gladbach again |url=https://www.ksta.de/region/rhein-berg-oberberg/bergisch-gladbach/kvb-station-auf-zanders-gelaende--strassenbahn-soll-wieder-nach-gladbach-kommen-39391144 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=20 January 2022 |archive-url=https://web.archive.org/web/20220120080527/https://www.ksta.de/region/rhein-berg-oberberg/bergisch-gladbach/kvb-station-auf-zanders-gelaende--strassenbahn-soll-wieder-nach-gladbach-kommen-39391144 }}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;" | '''18'''
|Building a short tunnel below [[List of streets in Cologne#Militärringstraße|Militärringstraße]].<ref>{{Cite web |last=Eickler |first=Marion |date=27 January 2016 |title=Verkehr in Köln: Kreuzung am Militärring bekommt einen KVB-Tunnel |trans-title=Traffic in Cologne: Intersection at Militärring gets a new tunnel |url=https://www.ksta.de/koeln/lindenthal/kreuzung-am-militaerring-bekommt-kvb-tunnel-sote-23527634 |url-status=live |archive-url=https://web.archive.org/web/20160503091853/http://www.ksta.de/koeln/lindenthal/kreuzung-am-militaerring-bekommt-kvb-tunnel-sote-23527634 |archive-date=3 May 2016 |access-date=23 July 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>
|-
| style="background:#{{rcr|Cologne Stadtbahn|18}}; color:#fff; text-align:center;" | '''18'''
|Extending the city center tunnel ending at [[Barbarossaplatz station|Barbarossaplatz]] to the green belt, while building a new station at [[Köln Süd station|Bf Süd]]. Concstruction can only be started, when line 16 has moved into the new North-South-Tunnel.
|-
|{{diagonal split header|{{color|#fff|18}}|{{color|#fff|19}}|#{{rcr|Cologne Stadtbahn|18}}|#888}}
|Stichstrecke from [[Hermülheim|Hürth-Hermülheim]] to [[Hürth|Hürth-Center]] as part of line 18's service, this new service will probably operate as line 19.<ref>{{Cite web |last=Engels |first=Andreas |date=19 June 2021 |title=Hürther Verwaltung will sparen: Geplante Stadtbahn soll sonntags nicht fahren |trans-title=Hürth's council wants to cut corners: Planned Stadtbahn line won't run on Sundays |url=https://www.ksta.de/region/rhein-erft/huerth/huerther-verwaltung-will-sparen-geplante-stadtbahn-soll-sonntags-nicht-fahren-38497904 |url-status=live |access-date=26 July 2022 |website=Kölner Stadt-Anzeiger |language=de |archive-date=7 January 2022 |archive-url=https://web.archive.org/web/20220107052853/https://www.ksta.de/region/rhein-erft/huerth/huerther-verwaltung-will-sparen-geplante-stadtbahn-soll-sonntags-nicht-fahren-38497904 }}</ref>
|-
| style="background:#888; color:#fff; text-align:center;" | '''?'''
|Construction of a new railway line from Deutz to [[Flittard]] and the headquarters and route over the planned district of Mülheim-Süd; A further connection to [[Leverkusen]] (- Wiesdorf) or even to (- Opladen) is discussed.<ref>{{cite web |title=Kölner Initiative fordert Straßenbahn-Trasse bis Flittard |trans-title=Cologne initiative calls for tramway route to Flittard |url=http://www.ksta.de/koeln/muelheim/strassenbahn-trasse-bis-flittard-sote-23310146 |url-status=live |archive-url=https://web.archive.org/web/20160310003519/http://www.ksta.de/koeln/muelheim/strassenbahn-trasse-bis-flittard-sote-23310146 |archive-date=10 March 2016 |access-date=28 August 2017 |language=de}}</ref>
|}

==Rolling stock==
{{more citations needed|section|date=September 2022}}
Since the last traditional tramcars were retired in 2006, the Stadtbahn's active rolling stock consists exclusively of modern [[Articulated tram|articulated]] [[light rail vehicle]]s. All of them are about {{convert|30|m|ftin|abbr=on}} long, {{convert|2.65|m|ftin|abbr=on}} wide, seat approximately 70 passengers and are approved for speeds of up to {{convert|80|km/h|abbr=on}}. With rare exceptions, all services are operated by two units coupled together.<gallery widths="220" heights="165">
File:KVB2252 Schoenhauser Str.jpg|alt=|Third-generation Type B LRV in new livery on line 16
File:K4000 Koeln Zollstock.jpg|alt=|A K4000 low-floor tram in old livery on line 12
File:K4500 VB Presentation.jpg|alt=|A newer K4500 tram at its presentation on 18 April 2005
File:KVB5102 AeussereKanalstrasse.jpg|alt=|Two K5000 high-floor trams on lines 3 (left) and 4 (right)
File:Kvb koeln 2422.jpg|alt=|Refurbished train 2422 at Gleueler Str./Gürtel
File:Stadtbahn HF6 Koeln.jpg|alt=|A HF6 train at station Venloer Straße/Gürtel on line 13
</gallery>

===Stadtbahnwagen B===
In 1973, Cologne received two prototypes of the [[Duewag]] [[Stadtbahnwagen B]] LRV. Since then, 172 units in four batches were delivered to Cologne until 1996. The first series (2000) is currently being retired, with only four units (2031, 2032, 2035 and 2049) currently remaining in service, the other units were either scrapped, sold to [[Istanbul Tram]], or in the case of unit 2012, donated to the [[Straßenbahn-Museum Thielenbruch]].

On 8 October 2022, a series 2300 Stadtbahnwagen Typ B caught on fire in the underground station [[Ebertplatz station|Ebertplatz]].<ref>{{Cite web |last1=Attenberger |first1=Tim |last2=Hahn |first2=Sebastian |last3=Pichireddu |first3=Sara |last4=Görtz |first4=Oliver |date=9 October 2022 |title=Sechs Personen nach Feuer am Ebertplatz verletzt |trans-title=Six people injured after fire at Ebertplatz |url=https://www.ksta.de/koeln/koelner-innenstadt/koeln-mehrere-verletzte-bei-brand-an-kvb-haltestelle-ebertplatz-345958 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref> The cause was determined to be a technical failure by a component beneath the steps,<ref>{{Cite web |last=Attenberger |first=Tim |date=11 October 2022 |title=KVB beauftragt Gutachten zur Brandursache |url=https://www.ksta.de/koeln/ebertplatz-koeln-kvb-beauftragt-gutachten-zum-brand-einer-u-bahn-347642 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref> and later narrowed down to an overheated power converter responsible for the breaks.<ref name="operation stop series 2300">{{Cite web |last=Berger |first=Peter |date=27 October 2022 |title=KVB zieht 32 Stadtbahn-Fahrzeuge aus dem Verkehr |url=https://www.ksta.de/koeln/koeln-kvb-zieht-rund-30-stadtbahn-fahrzeuge-aus-dem-verkehr-354056 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref> The KVB then temporarily stopped operating the 33 (one source says 32<ref name="operation stop series 2300" />) trains of the series on 27 October 2022, and started operating lines 3, 5 and 13 with single, {{Convert|30|m|ft|abbr=on}} long, trains, which lead to overcrowding.<ref>{{Cite web |date=28 October 2022 |title=33 KVB-Bahnen fallen aus – So reagieren die Kölner |trans-title=33 KVB-trains not operating – how Cologne's residents react |url=https://www.ksta.de/koeln/kvb-koeln-33-strassenbahnen-fallen-aus-so-reagieren-die-kunden-366461 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref> The manufacturer of the component, [[ABB]], supplied a software update to KVB, which was approved by the technical authority on 10 November, and the operation of the trains resumed on 11 November 2022, the start of [[Cologne Carnival|carnival]] season in Cologne.<ref>{{Cite web |last=Attenberger |first=Tim |date=10 November 2022 |title=KVB setzt Hochflurbahnen wieder im Kölner Netz ein |trans-title=KVB resumes operation of high-floor trains in Cologne |url=https://www.ksta.de/koeln/koeln-hochflurbahnen-der-kvb-wieder-im-einsatz-370038 |url-status=live |access-date=23 November 2022 |website=Kölner Stadt-Anzeiger |language=de}}</ref>
===Low-floor LRVs (K4000 and K4500)===
After tests with a low-floor tram from [[Vienna]], a similar vehicle was developed for Cologne by [[Bombardier Transportation]], later becoming part of Bombardier's standardized [[Bombardier Flexity Swift]] family. A total of 124 low-floor trams were delivered between 1995 and 1998, referred to as "K4000", with these vehicles receiving numbers starting with 4001. The [[Bombardier CR4000]] trams operating on [[Tramlink]] in Croydon, England are largely based on the K4000 stock used in Cologne.

When it was decided to create a second low-floor network, an option for high-floor vehicles was changed to additional low-floor vehicles. Bombardier developed a new low-floor tram based more on the K5000 (see below) than on the K4000. These new trams were named K4500. Delivery of 69 units started in 2005 and was completed in late 2007.

===CitySprinter===
By the time a new series of high-floor vehicles was needed, Duewag had been sold to [[Siemens Mobility|Siemens Transportation Systems]] and later dissolved, meaning that additional Type B cars were no longer being made. Siemens subsequently proposed the "[[CitySprinter]]", a high-floor derivative of its [[Combino]] series of low-floor city trams.

In August 1999, after two months of testing, the first CitySprinter prototype crashed into another tram at {{convert|50|km/h|abbr=on|sigfig=1}} at the [[Christophstraße/Mediapark station|Christophstraße/MediaPark U-Bahn station]]. The accident was caused by a simultaneous electronics shutdown resulting in the train's inability to apply its brakes. Eight people sustained serious injuries. A second prototype was produced but as a result of the crash was never delivered.

===High-floor LRVs (K5000 and K5200)===
Following the failure of the CitySprinter, Bombardier derived a high-floor tram from the K4000. 59 units, named K5000, were delivered in 2002 and 2003. The numbering was changed to 5101 at short notice to avoid re-using the number 5001, which had been the number of the ill-fated CitySprinter. Another 15 vehicles of the same design, named K5200, were delivered before 2011.

The [[Bombardier M5000]] trams used on the [[Manchester Metrolink]], England are almost identical to the K5000/K5200 series used in Cologne.

=== Refurbished Stadtbahnwagen B series 2100 (now 2400) ===
Starting in 2011, the KVB and [[Bonn Stadtbahn]] converted their old series 2100 Stadtbahnwagen B to new, modern trains now classified as series 2400. In this conversion the brake system, seats, air conditioning and the vehicle's body were completely upgraded, and the second cockpit was removed. The type got its [[Eisenbahn-Bau- und Betriebsordnung|EBO]] certification in 2016, and since then the trains can operate in the whole HF network for another 30 years. The last of the 28 vehicle was certified in April 2021.

According to the KVB, upgrading the old trains for 49 million [[Euro]] saved about 40.6 million € over buying new vehicles. Additionally, the engineers servicing the trains already know every part of the trains, knowledge that first has to be gathered with new trains. The project was the first of its kind, with a local rail operator renovating their trains. The project was only possible, because of the high quality materials used in the original 2100 trains.<ref>{{Cite web |last=Anemüller |first=Stephan |date=11 May 2021 |title=Serie 2400 komplett, viel Geld gespart |trans-title=Series 2400 finished, a lot of money saved |url=https://blog.kvb-koeln.de/serie-2400-komplett-viel-geld-gespart |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=18 September 2021 |archive-url=https://web.archive.org/web/20210918064117/https://blog.kvb-koeln.de/serie-2400-komplett-viel-geld-gespart }}</ref>

=== Flexity Swift HF6 ===
Together with the [[Rheinbahn|Düsseldorf Rheinbahn]], the KVB ordered 79 trains of the type [[Bombardier Flexity Swift]] in 2015, 59 of which were intended for Düsseldorf and 20 for Cologne. Since then, the KVB converted 7 options to orders. The first of the 27 trains arrived in December 2020, and after undergoing extensive testing they started normal passenger operation about one year later. The last trains are expected to arrive in Cologne in early 2023. The new trains are capable of achieving {{Convert|80|km/h|mph|abbr=on}}, are {{Convert|28|m|ft|abbr=on}} long, about the same length as the other trains, and include 64 seats. They are designated as series 5300.<ref name="high floor trains">{{Cite web |title=Hochflurfahrzeuge |trans-title=High floor vehicles |url=https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/hochflur.html |url-status=live |access-date=26 July 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=17 June 2022 |archive-url=https://web.archive.org/web/20220617205430/https://www.kvb.koeln/unternehmen/projekte/neue_stadtbahnen/hochflur.html }}</ref><ref>{{Cite web |date=19 December 2020 |title=First Bombardier HF6 high-floor light rail vehicle arrives in Cologne |url=https://www.urban-transport-magazine.com/en/first-bombardier-hf6-high-floor-light-rail-vehicle-arrives-in-cologne/ |url-status=live |access-date=26 July 2022 |website=Urban Transport Magazine |language=en |archive-date=26 July 2022 |archive-url=https://web.archive.org/web/20220726202347/https://www.urban-transport-magazine.com/en/first-bombardier-hf6-high-floor-light-rail-vehicle-arrives-in-cologne/ }}</ref><ref>{{Cite web |last=Pesch |first=Matthias |date=20 March 2021 |title=Die "Neuen" sind unterwegs – Menschen bewegen |url=https://blog.kvb-koeln.de/die-neuen-sind-unterwegs |url-status=live |access-date=4 September 2022 |website=Der Unternehmensblog der KVB |language=de}}</ref>

=== Low-floor NF12/NF6 ===
In 2020, a contract for 62 new {{Convert|60|m|ft|abbr=on}} long NF12s and 2 half as long NF6s was given to [[Alstom]] and [[Kiepe Electric]], including options for up to 11 additional NF12s and 25 additional NF6s. Delivery and testing of 2 long and 2 short trains is planned to start in July 2024, with passenger service starting a year later. The new trains are supposed to completely replace the 124 existing K4000 LRVs.<ref name="low floor trains" /><ref>{{Cite web |date=24 January 2023 |title=Beantwortung einer Anfrage Ausschuss |url=https://ratsinformation.stadt-koeln.de/getfile.asp?id=912499&type=do |url-status=live |access-date=1 February 2023 |website=Ratsinformation der Stadt Köln |language=de}}</ref>

The trains feature many new things previously not seen in the system. Currently all trains are composed of two 30 m units, resulting in wasted space and a safety hazard where the trains are coupled together, while the new NF12's will fully use the whole length of the trains and feature a fifth set of doors in the middle. The trains will also be equipped with a collision warning system that can detect objects up to {{Convert|80|m|ft|abbr=on}} in front of the train, issuing a warning to the driver depending on the speed of the train. The trains will feature more efficient [[air conditioning]] than previous ones, better passenger information screens and sensors that enable preventive maintenance.<ref name="low floor trains" />

For the first time in the system's history, in 2021 a design mockup was constructed at [[Thielenbruch station|tram museum Thielenbruch]] used to get feedback on [[accessibility]] and the layout of the driver's cab. In 2022, another mockup was put on public display at the museum, but was criticized, because ramps inside the vehicle were to steep to comfortably climb in a wheelchair.<ref name="low floor trains" /><ref>{{Cite web |date=22 November 2022 |title=TOP Ö 7.2.14: KVB – neues Niederflur Stadtbahnfahrzeug (Arbeitstitel NF12) Hier: nicht gegebene Barrierefreiheit im Modell Stand 28.07.2022 |trans-title=TOP Ö 7.2.14: KVB – new low-floor Stadtbahn vehicle (work title NF12) here: missing accessibility in a model as of July 28 2022 |url=https://ratsinformation.stadt-koeln.de/to0050.asp?__ktonr=363799 |url-status=live |access-date=15 January 2023 |website=Ratsinformation der Stadt Köln |language=de}}</ref>

=== Train interiors ===
<gallery>
File:KVB2000erInnenraum.jpg|B100S 2000
File:KVB2100erInnenraum.jpg|B100S 2100
File:KVB2254Innenraum.jpg|B80D 2200
File:KVB2300erInnenraum rot.jpg|B80D 2300
File:4000er Innenraum.jpg|K4000
File:Innenraum eines K5000.jpg|K5000
</gallery>

== Depots and workshops ("''Betriebshöfe''") ==
The KVB has 4 large depots and workshops, as well as a few smaller parking facilities. Historically there were 17 more depots and workshops, that have since been relocated or abandoned.<ref name="current depots">{{Cite web |last=Weiß |first=Regina |date=19 April 2022 |title=Die Heimat von Bussen und Bahnen – die Betriebshöfe der KVB |url=https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=19 April 2022 |archive-url=https://web.archive.org/web/20220419091642/https://blog.kvb-koeln.de/die-heimat-von-bussen-und-bahnen-die-betriebshoefe-der-kvb }}</ref><ref name="former depots">{{Cite web |last=Weiß |first=Regina |date=17 May 2022 |title=Heimat der Straßen- und Pferdebahnen – ehemalige KVB-Betriebshöfe |url=https://blog.kvb-koeln.de/heimat-der-strassen-und-pferdebahnen-ehemalige-kvb-betriebshoefe |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=17 May 2022 |archive-url=https://web.archive.org/web/20220517090745/https://blog.kvb-koeln.de/heimat-der-strassen-und-pferdebahnen-ehemalige-kvb-betriebshoefe }}</ref>

=== Current depots, workshops and parking facilities ===

==== Wesseling ====
The depot and workshop in Wesseling was first constructed by the KBE in 1906. It's the smallest one, with space for just 50 trains and 30 employees, and mainly serves the trains for lines 16, 17 and 18. It's the only depot outside of Cologne, and sometimes the old Querbahn is used to connect it to line 18. It was transferred to the KVB, when the KBE closed in 1986.<ref name="current depots" />

==== Main workshop and depot in Weidenpesch ====
The current main workshop ("''Hauptwerkstatt''", HW) of the KVB was opened in 1923, when the former HW moved from Rhieler Straße to Weidenpesch. Most heavy maintenance as well as the conversion of the series 2100 to series 2400 are done here.<ref name="current depots" />

In 2021 a new modern depot opened next to the HW, with space for 64 trains and facilities to restock sand and wash the trains, and a water collection system for the washing, as well as solar panels on the roof. Along with the new depot building, new track to connect the HW and depot to Neusser Straße were constructed, reducing operating noise especially during the night.<ref>{{Cite web |last=Anemüller |first=Stephan |date=25 May 2021 |title=Neue Heimat für 64 Stadtbahnen |url=https://blog.kvb-koeln.de/neue-heimat-fuer-64-stadtbahnen |url-status=live |access-date=27 July 2022 |website=Der Unternehmensblog der KVB |archive-date=18 September 2021 |archive-url=https://web.archive.org/web/20210918071925/https://blog.kvb-koeln.de/neue-heimat-fuer-64-stadtbahnen }}</ref>

==== West ====
The depot at Scheidweilerstr. exists since 1924 when the old depot, that stood where the Aachener Weiher now is, was destroyed. After World War 2, the depot was almost completely destroyed and for the time, depots Sülz and Ost were used. In 1961 to 1964 the depot as it now is was built. The depot is known as the heart of the KVB, because the control room is situated there, as well as customer service and management. In total, about 1200 employees work at the depot and the surrounding offices. The depot has space for 60 of the trains used on lines 1, 5, 7 and 13. In 2004 and 2005, the management building was renovated and 2 new buildings were built, and in 2021 the old tracks from the 1960s were replaced. The control room is one of the most modern ones in Europe since its renovation in 2014.<ref name="current depots" />

==== Merheim ====
The depot in Merheim, that opened in 1994, is the biggest and most modern, with space for 140 trains in an area of about {{Convert|8000|m2|sqyd|abbr=on}}, and 120 employees working there. After its opening the former depots East and Thielenbruch were closed. Nearly all trains, especially on lines 3 and 4, are stored and serviced here.<ref name="current depots" />

==== Stadium ====
The parking facility at the [[RheinEnergieStadion]] was built along with the sport facilities in 1923 with 8 tracks, and has since been modernized several times. It's mainly used to provide trains to visitors of sport events and some trains only used during peak hours.<ref name="current depots" />

==== Porz ====
Just behind Porz Markt station there are two tracks were the trains running to the university in the morning are parked.

==== Zündorf ====
At the south end of line 7 there's a single track for parking created in 2000. It's necessary because going there from Betriebshof West or Merheim is time-consuming and complicated, the parking facility in Porz is to small and former depots in Deutz and Porz were closed.<ref name="current depots" />

==== Deutz ====
The quad-tracked underground parking facility Deutz is just east of Bahnhof Deutz/Messe station, and was created together with the tunnel in 1983. The plans to rebuild Merheim and close Betriebshof Deutz were concrete enough already, that this parking facility was deemed necessary.<ref name="current depots" />

==== Merkenich ====
Only in 2005 a parking facility was created at the terminus of line 12 in Merkenich for trains of lines 12 and 15, because of the long time required to get there from other depots. It was built double-tracked with space for six trains per track, and was extended in 2013 with a third track, but the first track is now used to turn the trains around, while only the 2nd and 3rd are used for parking. The trains of line 15 parking here depart as line 15 in the morning, but serve line 12's route until Wilhelm-Sollman Straße, where lines 12 and 15 join. These additional services on line 12's route are not explicitly mentioned on timetables.<ref name="current depots" />

=== Former depots ===

==== Maximinenstraße ====
In Maximinenstraße there were two depots: Starting 1877 it was the main depot, workshop and office of the first horsecar system, but an expansion of the [[Köln Hauptbahnhof|Centralbahnhof]] forced it to close in 1886. In 1888 another depot was built in Maximinenstraße, that was closed in 1902 because it was deemed to small in the electrification of the system.<ref name="former depots" />

==== Kalk ====
The depot in Kalk was also opened in 1877, housing the horses and wagons of the horsecar between Deutz and Kalk, which both didn't formally belong to Cologne at that point. When the much larger Ost-Bahnhof in Deutz was opened in 1902, the depot was closed.<ref name="former depots" />

==== Nippes ====
The depot in Nippes served the horsecar lines to Nippes and Sechzig, but had to be closed in 1903 because it was to small for the electrification.<ref name="former depots" />

==== West ====
The former Betriebshof West was built in 1877 for services to Melaten and Lindenthal, and upgraded in 1902 for use with electric vehicles. The old depot was located at the junction of Dürener Straße/(Innere) Kanalstraße and was torn down when the Aachener Weiher was constructed in 1923. Only a year later the current Betriebshof West in Scheidtweiler Straße was opened, keeping the wooden halls from the old site which later burnt down due to bombing during World War 2.<ref name="former depots" />

==== Ehrenfeld ====
The depot in Gutenbergstraße was also constructed in 1877 for the service to Ehrenfeld, and was one of the few that had enough space to be upgraded in the electrification in 1901. During World War 2 it was damaged so badly, that it was closed in 1944.<ref name="former depots" />

==== ''Süd'' (South) ====
The last depot opened in 1877 was located at Koblenzer Straße in Bayenthal, where it first housed horsecars and later electric trams. The depot was modernized regularly to keep up with new vehicle technologies, but starting in the 1950s the increasingly larger vehicles were parked and serviced in depots West and ''Ost'' more and more, until the depot sharply reduced train operation in 1967, serving only for some parking during the night. A few years later the depot was only used for buses until it closed entirely in 1996.<ref name="former depots" />

==== Mülheim ====
In 1889 a depot was built in Kranenstraße, but was to small for the electrification in 1902, and closed. The original building still exists today.<ref name="former depots" />

==== Rodenkirchen ====
Rodenkirchen saw the smallest depot of the KVB ever from 1883 to 1902. The just {{Convert|600|m2|sqyd|abbr=on}} big area had space for just four wagons and nine horses, as well as beds for the personnel, but it was probably only used by one horsecar at a time.<ref name="former depots" />

==== Weißbüttengasse ====
Located in Altstadt-Süd, the depot was opened in 1885. The building had a two-story hall, with offices on the second floor for the management, which moved there after Maximinenstraße was closed. Due to space constraints, only trains of line 18 were parked there when the depot closed in 1933. The offices were still used until 1943 when the building was destroyed in World War 2.<ref name="former depots" />

==== ''Nord'' (North) ====
In 1888 the depot at Rhieler Straße, opposite to the zoo, was opened, and in 1901 it was electrified and got an access from the Rhine's shore, but it housed the last horsecars until 1907. The workshop was closed in 1923 and moved to Merheim (now Weidenpesch). Starting 1950 only buses were parked here, and in 1956 the depot was closed.<ref name="former depots" />

==== ''Ost'' (East) ====
The depot was opened in 1902 for electric trams at Deutz-Kalker Straße in Deutz, and until its closure in 1994, when the depot in Merheim made it obsolete, the depot was modernized countless times. Today the space is used by the [[Kölner Haie]].<ref name="former depots" />

==== Merheim left-rhenish (Weidenpesch) ====
The old depot in Weidenpesch, which was called Merheim until 1952, was opened in 1902 in Jesuitengasse, and closed in 1969.<ref name="former depots" />

==== Thielenbruch ====

{{see also|Thielenbruch station}}
The depot in Thielenbruch was opened in 1902 to serve the ''Vorortbahn'' C, later G, to Bergisch Gladbach. In 1926 the depot was expanded with a second hall, and is under preservation since 1985. It was one of few depots that weren't damaged badly during World War 2, and was closed in 1994 because the new depot Merheim opened and expansion was difficult due to the preservation. The history of the depot doesn't end here though, as one hall was converted to the terminus of (now) lines 3 and 18, and in 1997 a museum opened in the other hall where the historical horsecars, trams and trains of the system are shown.<ref name="former depots" />

==== Porz ====
The depot in Porz was opened in 1909 where now Porz Markt station is located, but the area was limited by Goethestraße in the east and rail tracks in the West. In 1973 train operations were stopped, and in 1975 it was closed.<ref name="former depots" />

==== Bensberg ====
In 1913 a depot was opened at the former terminus Bensberg, that's now called Im Hoppenkamp. Starting 1945 no trains spent their time here, and in 1961 the hall that once had 4 tracks of which one had remained, was destroyed and replaced by 3 outdoor tracks. This new parking space was not needed technically, but it was built anyways to attract potential new personnel from Bergisch Gladbach by providing a close by depot. It was closed in 1967. In this place the tunnel to the current terminus Bensberg was started in 1996.<ref name="former depots" />

==== Mülheim ====
The second depot in Mülheim was opened in 1913 by the Mülheimer Kleinbahnen, because Mülheim only became part of Cologne the next year. After the city took over the Mülheimer Kleinbahnen in 1933, the depot was mainly used for the ''Vorortbahn'' O. Between 1936 and 1941 the depot was closed and used as storage, and after that it was reopened to be a reserve in case Betriebshof Ost would become inoperable by bombing. In 1958 the depot became unnecessary and was closed.<ref name="former depots" />

==== Sülz ====
In 1927 a depot was opened at Hermeskeiler Platz where now the terminus of line 9 is located, and for a short time it was the largest Betriebshof on European mainland. In World War 2 large parts of it were destroyed, and afterwards two previous tracks were used for [[trolleybus]]es that were tested in the 1950s. Because of its location in a residential area, there was no space for expansion and residents often complained about the noise. Due to these problems, the depot was closed in 1986.<ref name="former depots" />

== Technology ==
{{more citations needed|section|date=September 2022}}

Like most German Stadtbahn systems, [[Standard-gauge railway|standard-gauge]] and [[overhead line]] are used. The wires are supplied with 800 [[Volt|V]] [[Direct current|DC]],<ref name="electrification" /> and the trains are made for 750 V DC.<ref name="control room">{{Cite web |title=Leitstelle |trans-title=Control room |url=http://www.kvb-koeln.de/german/unternehmen/kvb/leitstelle.html |url-status=dead |archive-url=https://web.archive.org/web/20151105194742/http://www.kvb-koeln.de/german/unternehmen/kvb/leitstelle.html |archive-date=5 November 2015 |website=Kölner Verkehrs-Betriebe AG |language=de}}</ref> Due to the beginning of the system as a tram, the tracks feature small curve radiuses of down to {{Convert|25|m|ft|abbr=on}}; other systems like the [[Stuttgart Stadtbahn]] use radiuses of at least {{Convert|50|m|ft|abbr=on}}. The trains use the maximum legal width of vehicles on streets of {{Convert|2.65|m|ft|abbr=on}}. In most trains there are groups of 4 seats, but the newer K4500 and K5000 use some row-seating. The platform height is {{Convert|35|cm|in|abbr=on}} (low-floor network) and {{Convert|90|cm|in|abbr=on}} (high-floor network) above the rails. All platforms are built for a {{Convert|54|m|ft|abbr=on}} long [[Multiple unit|double-units]], with the smallest platforms being {{Convert|50|m|ft|abbr=on}} long requiring an exact stop. The longest platforms are on the underground station Fuldaer Straße, which is {{Convert|110|m|ft|abbr=on}} long.

=== Signalling and train protection ===
[[File:KVB Sig607 Boltensternstrasse.JPG|thumb|288x288px|A signal showing yellow and the [[train stop]] below]]
On most surface tracks, line-of-sight operation is used. The surface signals can indicate one of three things, though not all signals have all indications installed.

* Horizontal bar: Stop
* Vertical bar: Proceed straight ahead
* Diagonal bar: Proceed to the right/left

In the tunnels, on the elevated track and on some surface right-of-ways, signalling and [[Train protection system|train protection]] are used. On KVB tracks the maximum speed is {{Convert|70|km/h|mph|abbr=on}} even with these installed, while on HGK tracks up to {{Convert|100|km/h|mph|abbr=on}} are allowed, but never achieved because the trains only allow up to {{Convert|80|km/h|mph|abbr=on}}. The signals have three indications:

* Green: Proceed
* Yellow: Expect stop at next signal
* Red: Stop

In the city center tunnel, sometimes the yellow signal is used together with speed signal "2", allowing entering a partially blocked segment with up to {{Convert|20|km/h|mph|abbr=on}} to allow smaller distances between trains.

On all lines there is a kind of [[Punktförmige Zugbeeinflussung|PZB]] in use, where the inductors are located between the tracks instead of next to them like standard PZB. On the HGK lines, additional PZB equipment for freight trains is installed.<ref name="control room" /><ref>{{Cite web |last=Anemüller |first=Stephan |date=28 February 2022 |title=Signale und Zeichen der KVB – eine Einführung |trans-title=Signals of the KVB – an introduction |url=https://blog.kvb-koeln.de/signale-und-zeichen-der-kvb-eine-einfuehrung |url-status=live |access-date=28 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=1 March 2022 |archive-url=https://web.archive.org/web/20220301081734/https://blog.kvb-koeln.de/signale-und-zeichen-der-kvb-eine-einfuehrung }}</ref>

=== Passenger information ===
[[File:Großflächenanzeiger Breslauer Platz, Stadtbahn Köln-4140.jpg|thumb|Large display at [[Breslauer Platz/Hbf station]]]]
All Stadtbahn trains have speakers to play announcements, and in the 1970s the trams were retrofitted with these as well. Since the 1990s all trains are fitted with at least two displays showing the next station, or while in a station, the terminus. Because the recorded announcements became increasingly pieced together with every timetable change, they were all newly recorded in 2003. In 2010, after a previous test on line 13, the announcements on the east–west lines (1, 7, 9) got a larger amount of information with all possible connections (Stadtbahn, bus, regional- and intercity trains) being announced. Also for the first time in Cologne's history, the announcements on some important stations like [[Köln Messe/Deutz station|Bahnhof Messe/Deutz]] were also done in English, but only giving important info for tourists, but these are no longer in use. Since 1 December 2012 all announcements include the connections, and are [[Speech synthesis|computer generated]]. Because of the amount of side-platforms, the exit side is only announced when it is on the left side.<ref>{{Cite web |last=Weiß |first=Regina |date=2 May 2018 |title=Wie kommt eigentlich die Ansage in Bus und Bahn? |url=https://blog.kvb-koeln.de/wie-kommt-eigentlich-die-ansage-in-bus-und-bahn |url-status=live |access-date=28 July 2022 |website=Der Unternehmensblog der KVB |language=de |archive-date=27 October 2021 |archive-url=https://web.archive.org/web/20211027164844/https://blog.kvb-koeln.de/wie-kommt-eigentlich-die-ansage-in-bus-und-bahn }}</ref>

Beginning with the stations of the city center tunnel, the other stations following step-by-step, they were first equipped with digital platform displays capable of showing the next 2 trains and a line of other information. In the 2000s these were replaced by new, bigger displays capable of 3 trains and one line of information, with some playing back an audible announcement at the station when a train enters the station. Interchange stations have larger displays, that show departures of all lines on all platforms. Since February 2021, these are getting replaced again with even larger displays capable of showing more trains, and will be capable of showing videos once a system update planned for mid 2022 is installed, for example to suggest passengers alternative routes when a train is cancelled. In a further step the displays inside the trains will be replaced by similar displays as well.<ref name="history 2005" /><ref>{{Cite web |date=28 February 2020 |title=PM DFI-Anzeiger |trans-title=Press report DFI-displays |url=https://www.kvb.koeln/unternehmen/presse/pressemitteilungen.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=1582 |url-status=live |access-date=27 July 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=28 July 2022 |archive-url=https://web.archive.org/web/20220728143540/https://www.kvb.koeln/unternehmen/presse/pressemitteilungen.html?INCLUDEMODUL=dokumente_einzeln2.mod%2Finc.download.php&downDokument=1582 }}</ref><ref>{{Cite web |title=ITCS: Verbesserte Informationen für KVB-Kunden |trans-title=ITCS: Better information for KVB-clients |url=https://www.kvb.koeln/unternehmen/projekte/itcs/index.html |url-status=live |access-date=28 July 2022 |website=Kölner Verkehrs-Betriebe AG |language=de |archive-date=28 July 2022 |archive-url=https://web.archive.org/web/20220728143541/https://www.kvb.koeln/unternehmen/projekte/itcs/index.html }}</ref>

==See also==
* [[Transportation in Cologne]]
* [[List of Cologne KVB stations]]
* [[List of rapid transit systems]]

== References ==

===Inline citations===
{{Reflist}}

===Books===
* {{cite book| first=Christoph| last=Groneck| title=Köln/Bonn Stadtbahn Album| publisher=Robert Schwandl Verlag| year=2005| isbn=3-936573-07-7}}
* {{cite book| first1=Dieter| last1=Höltge| first2=Axel| last2=Reuther| title=Straßen- und Stadtbahnen in Deutschland Band 7: Köln, Düren, Aachen| publisher=EK-Verlag| year=2001| isbn=3-88255-338-3| language=de}}
* {{cite book| editor1-first=Doris| editor1-last=Lindemann| editor2-first=Kölner| editor2-last=Verkehrs-Betriebe| title=Kölner Mobilität - 125 Jahre Bahnen und Busse| publisher=Du Mont Verlag| year=2002| isbn=3-8321-7177-0| language=de}}

== External links ==
{{Commons category|Stadtbahn Köln}}
* [http://www.kvb.koeln/en Kölner Verkehrsbetriebe Homepage in English]
* [https://www.kvb.koeln/fahrtinfo/fahrplanauskunft/index.html Kölner Verkehrsbetriebe Timetable Search]
* [https://www.vrs.de/en/drive/timetable-service Transit Authority Timetable Search in English]
* [http://www.nord-sued-stadtbahn.de/ Official Homepage for the Nord-Süd-U-Bahn Construction Project (in German only)]
{{Stadtbahn systems}}
{{Urban public transport in Germany}}

{{Authority control}}

[[Category:Transport in Cologne]]
[[Category:Light rail in Germany]]
[[Category:Tram transport in Germany]]
[[Category:Underground rapid transit in Germany]]