Reasons for it included the University of Freiburg's increasing requirement for light and power, and the planned refurbishment of the town's trams.

The concession for powering the tram was safeguarded by Direktion des Elektrizitätswerkes und der Straßenbahn, the name of the former VAG company.

[5] Not included in the construction contract were the conversion and restoration of the streets after laying the tracks and erecting the depot at Urachstraße; this work was undertaken by the city and municipal building authorities.

In the inner city, a denser supply resulted from the superposition of Lines A and D. There was on the single double-track railway of the network between Rennweg, now Hauptstraße, and Lorettostraße up to 16 trips per hour.

An operational feature from the earlier years was the level junction at Günterstalstraße (a few metres south of Lorettostraße and Urachstraße) for the interurban route to Günterstal with Höllentalbahn, which had not yet been powered.

Within the inner city, the operating company introduced a uniform tariff of ten pfennigs in 1902, and it was the only reason for a one-off transfer to Bertoldsbrunnen junction (colloquially called Fischbrunnen, or Fish's Well), Schwabentorbrücke and Lorettostraße.

[12] An overland stretch from Günterstal via Horben and Schauinsland to Todtnau was planned,[12] where the route was going to connect a metre gauge train line to Zell im Wiesental.

After the Schauinslandbahn was opened on 17 July 1930, the tram's directorate applied for a two-track extension between Wiesenweg and Günterstäler Tor on 23 January 1931 to improve the feeder service to the Talstation.

[19] Die Gesellschaft plante außerdem eine vier Kilometer lange Neubaustrecke zur Anbindung der Bergbahn an das Straßenbahnnetz.

The high costs for the maintenance garage in Günterstal and five additional rail cars led to the decision of using this connection as an alternative to bus routes.

[21] On 8 November 1934, the facilitation of operations in a southern direction led to a relief for the tram network, and as a result the level crossing was no longer in use.

[28] The lack of managers and desire to save jobs led to the commissioning of the so-called "Sputnik trams", which were named after the first artificial earth satellite in 1957.

The articulated trams were specially designed for Freiburg's narrow streets, with a four-axle centre wagon and a saddle-mounted end car with a bogie.

Due to the connection between the older and newer routes, trams heading towards the city centre from Littenweiler could be reversed before they reached Schwabentor.

On 17 March 1978, the first ceremony for the (almost) urban railway standards with an independent railroad track was extended to Landwasser by Mayor Eugen Keidel and Secretary of State Rolf Böhme.

It concerned the introduction of a cost-effective and transferable Regio-Umweltkarte (or "environmental protection monthly ticket") based on the system used in Basel, which became operational since 1 March 1984 and was quickly adopted in other Swiss cities such as Bern and Zürich.

"One shied away from new ideas with new risks, was unable to find a general offer for the offensive and therefore conjured up everywhere the fact that environmental issues were only a flop and led to more deficits".

[32] On 24 July 1984, the municipal council decided to introduce the first "environmental protection monthly ticket" despite the VAG rejecting the proposal, and the system began in October.

[35] The ticket served as a breakthrough for German transport companies: "After Freiburg, the trend towards environmental subscriptions could no longer be stopped across Germany.

The Regio-Umweltkarte, in addition to its own monthly ticket, had a connection card available for travel across neighbouring regions costing 15 Deutsche Marks.

In 1987, the Regio-Umweltkarte reduced ticket prices by about 25 percent (which was also the case in Basel), which led to a spark in further traffic and environmental issues across Germany[34] In 1985, the VAG completed the project of providing a tram line to Landwasser by extending the former terminus at Paduaallee by 1.8 kilometres over Elsässer Straße and reaching Moosweiher.

On this 1.3 kilometre section, the route runs on a ridged track in the middle of Rieselfeldallee and serves three stops at Geschwister-Scholl-Platz, Maria-von-Rudloff-Platz and Bollerstaudenstraße.

The new line divirges from the existing network at Heinrich-von-Stehpan-Straße, crosses the Dreisam on the Kronenbrücke, which was rebuilt during construction of the expansion, before entering the city center.

After the game the special service lines start from the triple platform Europa-Park-Stadion Station and run express to Rathaus im Sthülinger and Friedrich-Ebert-Platz.

[74] The aim of this measure was to extend the service life of the vehicles, reduce maintenance costs and electricity consumption, and improve the availability of spare parts.

[90] We do not deny the effectiveness of advertising on our trams, but we doubt that it will contribute to the increase in tourism, when posters are placed on the wage, with the recommendation of water, alcohol-free drinks, cigarettes etc.

"[90] Lord Mayor Wolfgang Hoffman introduced the advertising on side-mounted roof-mounted signs in 1949 and announced that he would finance an additional bus service every year.

After the GT8Ks were procured in 1981, the company also introduced a red and white colour scheme, which replaced the cream-coloured design with green trim strips.

On 26 March 1994, the first vehicles were equipped with wrap advertising and partly glued window surfaces for the start-up of the route towards Munzinger Straße.

As a result of the continuous expansion of the fleet due to greater usage, the southern depot reached its full capacity limit in the 1920s.