Nuremberg S-Bahn

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S-Bahn Germany
Nuremberg S-Bahn
S-Bahn Nuremberg - Liniennetz.svg
Country Germany
Transport /
tariff association
Lines 4th
Route length 247 km
Stations 78
Long-distance train stations 5
smallest clock sequence 20 min
vehicles Class 143 + x cars
Bombardier Talent 2
Alstom Coradia Continental
operator DB Regio
Power system 15 kV 16.7 Hz   ~ , overhead line

S-Bahn in Germany

Logo of the Nuremberg S-Bahn
Route network of the Nuremberg S-Bahn

The Nuremberg S-Bahn is the S-Bahn network in the greater Nuremberg / Fürth / Erlangen area . It was put into operation on September 26, 1987 with the opening of the first line from Nuremberg to Lauf (left of the Pegnitz) and expanded to Altdorf near Nuremberg in 1992 and to Roth in 2001 . On December 12, 2010, the largest network expansion to date went into operation with the opening of the lines to Ansbach , Neumarkt in der Oberpfalz and Bamberg and the extension from Lauf to Hartmannshof . On December 10, 2017, the S-Bahn extension from Ansbach to Dombühl went into operation. Since then, it has had a route network of 247 kilometers in length, on which four lines run, operated by DB Regio and integrated into the tariff system of the Verkehrsverbund Großraum Nürnberg (VGN). In addition to the transport function for the commuters flowing into the large cities from the surrounding communities , the network also has a development function for the Nuremberg urban area and, together with the underground and tram, forms the backbone of local public transport .

Lines and operations

The Nuremberg S-Bahn runs daily between around 4 a.m. and 1 a.m., mostly every 20/40 minutes, every 20 minutes during school and commuter traffic and every 40 minutes in off-peak hours.

Since December 10, 2017, the S-Bahn network has consisted of the following lines:

line Stations Cycle system Installation Length in km Stops Travel time in min Average
speed in km / h
S1 Bamberg  - Strullendorf - Hirschaid - Buttenheim - Eggolsheim - Forchheim 60-minute intervals 1987-2010 99.6 37 103 58.0
Forchheim - Kersbach - Baiersdorf - Bubenreuth - Erlangen  - Paul-Gossen-Strasse - Bruck - Eltersdorf - Vach - Unterfarrnbach - Fürth  - Rothenburger Strasse - Steinbühl  - Nuremberg 20/40 minute intervals
Nuremberg  - Dürrenhof  - Ostring  - Mögeldorf  - Rehhof  - Laufamholz  - Schwaig - Röthenbach - Steinberg - Seespitze - Lauf West - Lauf (left Pegnitz) 20-minute intervals
Lauf (left Pegnitz) - Ottensoos - Henfenfeld - Hersbruck (left Pegnitz) 20/40 minute intervals
Hersbruck (left Pegnitz) - Happurg - Pommelsbrunn - Hartmannshof 60-minute intervals
S2 Roth - Büchenbach - Rednitzhembach - Schwabach 20/40 minute intervals 1992-2004 49.6 23 65 45.8
Schwabach - Limbach - Katzwang  - Reichelsdorfer Keller - Reichelsdorf  - Eibach  - Sandreuth  - Steinbühl  - Nuremberg  - Dürrenhof  - Gleißhammer  - Dutzendteich  - Frankenstadion  - Fischbach  - Feucht 20-minute intervals
Feucht  - Feucht-Moosbach  - Winkelhaid - Ludersheim - Altdorf West - Altdorf 20/40 minute intervals
S3 Nuremberg  - Feucht  - Feucht Ost - Ochenbruck - Mimberg  - Burgthann  - Oberferrieden  - Postbauer-Heng  - Pölling  - Neumarkt 20/40 minute intervals 1992-2010 36.2 10 33 65.8
S4 Nuremberg  - Schweinau  - Stein  - Unterasbach - Oberasbach - Anwanden - Roßtal - Roßtal Wegbrücke - Raitersaich - Heilsbronn - Petersaurach north - Wicklesgreuth - Saxony - Ansbach 20/40 minute intervals 2010-2017 67.1 16 59 68.4
Ansbach - Leutershausen-Wiedersbach - Dombühl 120-minute intervals
S-Bahn network Nuremberg as a line band (partly incorrect station names)

You can change to the Nuremberg U-Bahn at the Nuremberg and Fürth main train stations as well as at the Nuremberg Rothenburger Strasse , Nuremberg-Schweinau and Fürth-Unterfarrnbach (U-Bf Fürth Klinikum), and to the tram at the Nuremberg Central Station, Nuremberg-Dutzendteich , Nuremberg- Dürrenhof , Nürnberg-Mögeldorf and Nürnberg-Steinbühl . A change to regional transport of the companies DB Regio and agilis is at the train stations: Nuremberg (direction Allersberg, Neuhaus, Hof, Bayreuth, Munich, Simmelsdorf-Hüttenbach, Markt Erlbach, Neustadt (Aisch), Würzburg, Stuttgart, Regensburg, Neustadt (Waldnaab)) , Sonneberg, Leipzig, Bamberg, Augsburg and Lindau / Oberstdorf), Neumarkt (towards Regensburg ), Schwabach and Roth (towards Hilpoltstein and Augsburg or Ingolstadt ), Roßtal, Heilsbronn, Leutershausen-Wiedersbach and Dombühl (towards Crailsheim), Wicklesgreuth (towards Crailsheim and Windsbach), Ansbach (towards Crailsheim , Würzburg and Treuchtlingen ), Fürth (towards Sonneberg, Leipzig, Würzburg, Markt Erlbach and Cadolzburg ), Erlangen (towards Bamberg , Würzburg, Sonneberg, Leipzig), Forchheim (towards Ebermannstadt ), Hirschaid (towards Bamberg, Lichtenfels, Leipzig, Würzburg, Sonneberg), Hartmannshof (towards Neustadt (Waldnaab), Schwandorf / Regensburg) and Bamberg (towards Ebern, Würzburg / Sonneberg / Leipzig / Hof / Bayreuth ) possible. Almost all stations are also served by bus lines, and numerous park-and-ride spaces have been set up.

S 1

Route S 1  
km bus stop Travel time
0.0 Bamberg 0 min.
7.6 Strullendorf 5 min.
11.2 Hirschaid 8 min.
13.9 Buttenheim 11 min.
17.2 Eggolsheim 14 min.
24.1 Forchheim (Oberfr) 18 min.
27.9 Kersbach 21 min.
31.5 Baiersdorf 24 min.
35.0 Bubenreuth 27 min.
38.9 gain 30 min.
40.8 Erlangen Paul-Gossen-Strasse 33 min.
41.8 Erlangen- Bruck 35 min.
43.6 Eltersdorf 38 min.
47.9 Vach 41 min.
52.2 Fürth- Unterfarrnbach 46 min.
54.8 Fürth (Bay) Hbf 49 min.
60.5 Nuremberg-Rothenburger Strasse 54 min.
61.5 Nuremberg-Steinbühl 56 min.
62.6 Nuremberg Central Station 58 min.
63.8 Nuremberg-Dürrenhof 58 min.
65.6 Nuremberg-Ostring 60 min.
66.7 Nuremberg-Mögeldorf 62 min.
68.3 Nuremberg-Rehhof 64 min.
69.3 Nuremberg-Laufamholz 66 min.
71.8 Schwaig 68 min.
74.2 Röthenbach (Pegnitz) 71 min.
75.4 Röthenbach-Steinberg 73 min.
76.8 Röthenbach-Seespitze 75 min.
78.5 Run west 77 min.
79.4 Lauf (left Pegnitz) 78 min.
83.3 Ottensoos 81 min.
87.0 Henfenfeld 84 min.
90.6 Hersbruck (left Pegnitz) 87 min.
93.1 Happurg 90 min.
96.4 Pommelsbrunn Hp 93 min.
99.6 Hartmannshof 96 min.

S1 Bamberg - Nürnberg Hbf - Hartmannshof

For the route and description of the route, see: Nuremberg – Bamberg line and Nuremberg – Schwandorf line

The line operates between Nuremberg and Lauf every 20 minutes, between Forchheim and Hersbruck an approximate 20/40 minute cycle is offered, and a train runs once an hour on the entire route from Bamberg to Hartmannshof. Between Bamberg and Nuremberg, the existing Nuremberg - Bamberg railway line will be used until the final completion of the own infrastructure, between Nuremberg and Hartmannshof the trains run on the Nuremberg - Schwandorf railway line (between Pommelsbrunn and Hartmannshof together with the regional traffic Nuremberg - Neukirchen - Weiden / Schwandorf) . During rush hour, from Monday to Friday, four trains run daily in both directions only between Erlangen and Nuremberg, which only stop at the stations Erlangen, Erlangen-Bruck, Eltersdorf, Fürth-Unterfarrnbach and Nürnberg Hbf. These trains use the regional traffic tracks between Fürth and Nuremberg.

S 2

Route S 2  
km bus stop Travel time
0.0 Roth 0 min.
2.9 Büchenbach 3 min.
7.1 Rednitzhembach 6 min.
10.6 Schwabach 9 min.
12.0 Schwabach-Limbach 11 min.
14.0 Katzwang 14 min.
15.5 Reichelsdorf cellar 16 min.
17.1 Nuremberg-Reichelsdorf (S-Bahn) 18 min.
20.3 Nuremberg-Eibach (S-Bahn) 21 min.
22.5 Nuremberg-Sandreuth 23 min.
24.4 Nuremberg-Steinbühl 26 min.
25.5 Nuremberg Central Station 28 min.
26.6 Nuremberg-Dürrenhof 31 min.
27.8 Nuremberg-Gleißhammer 33 min.
28.7 Nürnberg-Dutzendteich Hp 34 min.
29.9 Nuremberg-Frankenstadion 36 min.
33.7 Fischbach (near Nuremberg) 40 min.
38.0 Wet 43 min.
42.3 Feucht-Moosbach 47 min.
45.6 Winkelhaid 50 min.
47.3 Ludersheim 53 min.
48.6 Altdorf West 55 min.
49.6 Altdorf (near Nuremberg) 58 min.

S2 Roth - Nuremberg main station - Altdorf

Entering S 2 at the main station in Nuremberg

Route and description see: Nuremberg-Roth railway , Nuremberg-Feucht railway and railway wet Altdorf

The line is operated during the day between Schwabach and Feucht every 20 minutes and on to Roth or Altdorf every 20/40 minutes, in the evenings and on weekends there is a 20/40 minute cycle between Roth and Nuremberg as well as from Nuremberg to Altdorf every 20/40 minutes (in the evening every 40 minutes). Additional trains between Nuremberg Central Station and Nuremberg Frankenstadion are used for major events in the Max Morlock Stadium , in the ARENA Nuremberg or at the Zeppelin Field.

The line runs between Roth, Nuremberg and Feucht on its own route parallel to the Treuchtlingen – Nuremberg and Nuremberg - Regensburg lines . On the single-track western branch (Roth - Nuremberg), double-track meeting sections were laid out between Roth and Büchenbach, Schwabach and Limbach, and Reichelsdorf and Eibach, making 11.1 of a total of 25.5 km double-track. The east branch (Nuremberg - Feucht - Altdorf) has been expanded continuously between the main station and Feucht and has two tracks in the area of ​​the Ludersheim station. Line S 2 is controlled via electronic interlockings in Eibach (west branch) and Fischbach (east branch). These have been remotely controlled from the Munich operations center since the end of March 2005 .

S 3

Route S 3  
km bus stop Travel time
0.0 Nuremberg Central Station 0 min.
12.5 Wet 9 min.
13.8 Moist East 11 min.
16.7 Ochenbruck 14 min.
18.7 Mimberg 16 min.
21.6 Burgthann 19 min.
23.9 Oberferrieden 21 min.
27.1 Postbauer-Heng 24 min.
32.6 Polling 29 min.
36.2 Neumarkt (Oberpf) 32 min.

S3 Nuremberg Central Station - Neumarkt (Upper Palatinate)

S 3 - Class 442 multiple unit at the Neumarkt station

For the route and description, see: Nuremberg – Feucht railway line and Nuremberg – Regensburg railway line

The S 3 runs every 20 or 40 minutes, which is compressed to a 20-minute cycle during rush hour. Every two hours, the driving situation changes slightly in order not to hinder long-distance traffic using the same route in the direction of Regensburg. It uses the S-Bahn line between Nuremberg and Feucht, which is parallel to the Nuremberg – Regensburg railway line, but does not serve the intermediate stations in order not to increase the travel time in contrast to the regional train that previously operated. Exceptions are major events in the Frankenstadion and the arena: individual trains then also stop at the Frankenstadion station. The S 3 then runs between Feucht and Neumarkt on the Nuremberg-Regensburg railway line. All stations that were served by regional trains up to December 2010 are also served by the S-Bahn. In addition, the new Feucht Ost stop was built. The originally planned Neumarkt-Woffenbach station was not implemented and the planning was postponed.

S 4

Route S 4  
km bus stop Travel time
0.0 Nuremberg Central Station 0 min.
3.0 Nuremberg-Schweinau 4 min.
5.2 Nuremberg stone 7 min.
7.7 Unterasbach 9 min.
9.3 Oberasbach 12 min.
12.1 Apply 15 minutes.
14.7 Ross Valley 18 min.
15.8 Roschtal Wegbrücke 20 min.
20.1 Raitersaich 23 min.
25.4 Heilsbronn 28 min.
30.3 Petersaurach North 30 min.
32.5 Wicklesgreuth 32 min.
37.0 Saxony (near Ansbach) 35 min.
43.7 Ansbach 42 min.
53.8 Leutershausen - Wiedersbach 49 min.
67.1 Dombühl 59 min.

S4 Nuremberg main station - Dombühl

For route and description, see: Railway line Nuremberg – Crailsheim

The S 4 connects Nuremberg with Ansbach every 20/40 minutes, which is compressed to a 20-minute cycle during rush hour. Leutershausen-Wiedersbach and Dombühl are also served every 2 hours. All passenger stations on the route are served that were previously served by the Nuremberg - Ansbach regional train. In contrast to the other S-Bahn trains in Nuremberg Central Station, the S 4 does not run from tracks 1–3, due to structural conditions, but from the southern platform 22, so that the S-Bahn trains do not cross and block all tracks when leaving the station.


The 141 series - here in Altdorf in 1991 - shaped the face of the Nuremberg S-Bahn in the first few years
Locomotive of the series 143 with x-car in terminal station Roth (2009)

When the S 1 into operation resumed, there was the fleet of 15 x wagon , previously in the Rhine-Ruhr S-Bahn had been used, and used electric locomotives of class 141 . Electric S-Bahn railcars , as they already operated in the S-Bahn networks of Munich, Frankfurt or Stuttgart, were not necessary in Nuremberg because the network does not have any tunnel ramps that would have required powerful motorization.

Control car of the Nuremberg S-Bahn

At the beginning of the 1990s, the Nuremberg S-Bahn received its own x-car sets, and the rental vehicles could be returned to the Ruhr area. After the opening of the S 2 in 1992 and the resulting increased capacity requirements, new wagons had to be purchased. The electric locomotives of the 141 series were largely replaced by those of the 143 series, which took over the entire S-Bahn operation from 1994. Since 2002 only x cars with 2nd class were used. With the commissioning of the former S 3 between Roth and Nuremberg in 2001 (this was merged into one line with the S 2 in December 2010) and the repeated procurement of x-wagons, the vehicle fleet was expanded to the current level. Since the reserve stock of x-cars in Nuremberg is very low, loaner sets of the 423 series from Munich are often used for major events .

Presentation of the Talent 2 at InnoTrans 2008

In the transport implementation contract concluded in 2004 between the Free State of Bavaria and Deutsche Bahn, Deutsche Bahn undertook to replace the x-wagons with modern electric multiple units during the contract period. Accordingly, the German railway in October 2007 for 170 million euros has the manufacture of 42 trainsets of the type Talent 2 at Bombardier Transportation commissioned. The four-part multiple units offer a total of 225 seats, are air-conditioned and are barrier-free . They should be available for operation when the new S-Bahn lines go into operation in December 2010, but the approval from the Federal Railway Authority (EBA) was missing . In the first week of June 2010, the first three vehicle units, known as the 442.2 series, were delivered to DB Regio Mittelfranken for training purposes, but had to be returned to the manufacturer Bombardier after two weeks due to technical defects. On August 3, 2010, Deutsche Bahn announced that the new multiple units were unlikely to be approved until the planned start of operation in December 2010; the operating program was instead run with replacement trains when the network was expanded in December 2010. In March 2011, the new trains were initially approved by the EBA, but with operational restrictions such as reduced speed. As a result, the railway rejected the takeover and operations were continued with other rolling stock. On August 24, 2011, Deutsche Bahn confirmed that Bombardier would deliver all 42 Talent 2 trains ordered for Nuremberg “in the next few weeks”. They should initially be used for training and test drives. On October 27, 2011, the unrestricted approval of the 442 series was granted by the Federal Railway Authority. When the timetable changed in December, two laps were initially made on the S 1 with Talent 2. Since the beginning of April 2012, five additional circuits of the S 1 have been carried out in double traction, so that a total of seven train sets were led in double traction. The other rounds of the S 1 continued to be carried out with locomotive-hauled trains in replacement traffic. Since June 9, 2012, all circuits of the S 1 have been carried out with Talent 2 vehicles. Since June the S 3 has also been driven with Talent 2 vehicles in single and double traction. As a result, x-wagons were used on the S 4 instead of the n-wagon sets. From October 1, the first railcars also started running on the S 4. Since April 18, 2013, all 42 trains have been accepted in Nuremberg and are in use. For use on the S 2, 48 x wagons were modernized from 2011 to 2012, and since July 2012 all trains on this line have consisted of these modernized wagons.

Talent 2 multiple units were to be used on all lines by September 2017. Existing 96 cm platforms should probably be converted to a boarding height of 76 cm from the end of 2016. The platform adjustment between Altdorf, Nuremberg and Roth is now planned for 2022 at the earliest. This means that the stations will not be barrier-free for the time being.

As part of the new transport contract that started in December 2018, the previous Talent 2 railcars are to be used on lines S 1 and S 2. For lines S 3, S 4 and S 5, 27 Coradia-Continental multiple units (1440 series) with 230 2nd class seats each have been ordered, which are to be used from December 2020. The first multiple units have been on the S 4 since June 2020.

Class 1440 railcars as S 4 in Nuremberg


Forerunner of the S-Bahn in the 1960s

Since the mid-1960s, with the decision of the city of Nuremberg to build a subway , there were calls for an additional rapid transit system for the greater Nuremberg / Fürth / Erlangen area for the first time . At about the same time, the Federal Railway Directorate Nuremberg (BD Nuremberg) was considering the introduction of regular traffic on the main lines departing from Nuremberg. In 1969, these plans were implemented and train traffic on the routes to Siegelsdorf , Forchheim , Hersbruck , Altdorf , Neumarkt , Roth , Heilsbronn and Cadolzburg expanded down to a 30-minute cycle. However, in the following years it turned out that the existing network and the Nuremberg Central Station node were too heavily used and that the utilization of trains outside of rush hour fell short of expectations. From 1973 this circumstance led to a partial withdrawal of this improved offer. This showed that a classic S-Bahn for the greater Nuremberg area could not be implemented due to the mediocre traffic flows and the already busy network.

Planning for an S-Bahn system in the 1970s

In 1971, plans to improve local transport in the greater Nuremberg area began at BD Nuremberg, and at the same time the municipalities belonging to the Central Franconian industrial region began preparing the general transport plan , which included the requirement for an S-Bahn. In August 1973, the memorandum S-Bahn Nürnberg , developed by the working and planning community for the preparatory investigation of the integration of local public transport in the Nuremberg - Fürth - Erlangen - Schwabach area (APÖN), was presented, which emphatically advocated a S-Bahn system. It was the first time that an S-Bahn network with the endpoints Erlangen, Lauf (left of the Pegnitz), Altdorf, Roth and Siegelsdorf was sketched, with the conclusion that this could not be achieved without expanding the existing railway systems. The memorandum was following from the BD Nuremberg on 20 March 1975, the master plan for the Nuremberg suburban rail network presented, a 100 km long and approximately 940 million Deutschmark expensive S-Bahn underground network on its own track body, with 20 and 40 -Minute intervals and additional stops. After it became clear, however, that the investments to be made for the construction of their own track systems for the planned S-Bahn were in no (nationally) economically sensible relationship to the forecast utilization of the network, BD Nürnberg started looking for options from September 1975, an economic one to plan a tailor-made network.

In May 1978, the plans for a construction phase were presented, which initially only envisaged the line from Roth via Nuremberg Central Station to Feucht and the Roth - Feucht long-distance rail link. This first construction phase was then expanded to include the Nuremberg - Lauf route (left of the Pegnitz) and the extension from Feucht to Altdorf for economic and operational considerations, and was included in the medium-term financing program 1978–1982 on October 13, 1978 . The three lines that exist today were specifically planned from 1979 onwards, for which investment costs of 725 million D-Marks (price status: 1978) were estimated. Problems arose, however, with the percentage distribution of the subsidies between the federal government and the state, which could only be eliminated through the commitment of the City of Nuremberg to contribute to the costs. The Federal Republic of Germany took over 435 million D-Mark (approx. 56%), the Free State of Bavaria 272 million D-Mark (approx. 35%) and the city of Nuremberg 68 million D-Mark (approx. 8%) of the estimated costs of 775 million Deutschmarks.

Realization of the 1st construction stage

Construction board of the S 1, September 1987
S-Bahn network in December 1987: opening of the S 1
S-Bahn network in December 1992: Opening of the S 2
S-Bahn network in December 2004: Opening of the S 3 and completion of the 1st construction phase

On November 2, 1981, the first contract for the construction and financing of the Nuremberg S-Bahn was signed, after which the detailed planning on the part of BD Nuremberg began. After the investment application for the 1st construction phase was submitted to the Federal Ministry of Economics on November 9, 1982, the groundbreaking ceremony for the S 1 line to Lauf took place on October 1, 1983. The start of operations took place on September 26, 1987, at the same time almost all regional train stops between Nuremberg and Lauf were canceled on the Nuremberg – Schwandorf railway line , only individual stations are still served by regional trains during rush hour. The next day, the transport association for the greater Nuremberg area came into force.

The further expansion of the network in the direction of Altdorf and Roth was delayed due to the unclear routing of the high-speed line from Nuremberg to Munich, which had been planned since the early 1980s . The choice was the expansion of the Treuchtlingen – Nuremberg line including the construction of a 21 km long replacement line Fischbach - Roth or a new line via Ingolstadt as a branch from the Nuremberg – Regensburg line . Since both variants would have led to an increased utilization of the existing lines, which would then have been used, separate tracks would have been necessary for the S-Bahn. In order not to delay the realization of the S 2 (Nuremberg - Altdorf) any further, a route independent of the high-speed route planning (the Nuremberg-Feucht railway line ) was presented and approved in 1987 , so that construction work began on June 15, 1988 could. Also in the summer of 1988, extensive construction work began in the area of ​​Nuremberg Central Station to relocate the S 1 S-Bahn line from tracks 18/19 to tracks 2/3 in order to improve transfer connections to the subway and tram . When the timetable changed in September 1990, the line was put into operation together with the new Nürnberg-Dürrenhof stop ; the planned investments amounted to 140 million Deutschmarks. On November 21, 1992, the S 2 started for Altdorf. On the route to Neumarkt and Regensburg , the regional train stops between the main train station and Feucht were no longer available; these are served exclusively by the S-Bahn. The Nürnberg Frankenstadion train station was added .

After the decision to build a new line to Ingolstadt (with a subsequent upgraded line to Munich) in 1991, there was again planning freedom for the S-Bahn to Roth, so that construction work could begin on June 29, 1994. With the commissioning of the S-Bahn on June 9, 2001, all passenger transport stops on the Nuremberg – Augsburg railway line except for the Schwabach and Roth stations were shut down and served by the parallel S-Bahn. With the subsequent opening of the Nürnberg-Steinbühl stop on September 5, 2004, the first construction phase could be completed.

DM 740 million was invested in the expansion, which was completed in 2001. Forecasts assume a passenger volume of 20,000 people per day on the new line, in addition to 10,000 passengers in regional express trains to and from Roth and Schwabach. The Free State of Bavaria ordered 400,000 additional train kilometers for S-Bahn operations.

The S-Bahn network now consisted of the following lines until December 11, 2010:

line Walkway route
S1 Nuremberg - Lauf (left Pegnitz) Nuremberg – Schwandorf (section)
S2 Nuremberg - Feucht  - Altdorf Nuremberg – Feucht and Feucht – Altdorf
S3 Nuremberg - Schwabach  - Roth Nuremberg – Roth

Further expansion - 2nd construction stage and supplementary network

S-Bahn network in December 2010: opening of the 2nd construction phase
Alpha Trains 185-633 in S-Bahn replacement operation in Nürnberg Hbf (2011)

The lines to Ansbach, Forchheim and Neumarkt as well as the extension of the S 1 to Hartmannshof had been planned since the end of the 1990s, but financial difficulties on the part of the federal government repeatedly caused planning delays. These plans were not specified again until 2005, and the completion of all extensions was finally aimed for at the end of 2010 (lines to Ansbach, Neumarkt, Lauf - Hartmannshof) and 2016 (line to Bamberg, preliminary operation from 2010). In the presence of the then Bavarian State Minister for Economics and Transport Erwin Huber , the groundbreaking ceremony for the S-Bahn to Forchheim took place on August 10, 2006. On September 4, 2007, the financing agreements for the other three extensions were signed by him and the CEO of DB Netz, Volker Kefer . The investment volume for the expansion of the three routes, including the barrier-free expansion of all stations, amounts to almost 200 million euros. When completed, the length of the route network will increase from 67 to 206 kilometers.

The expansion of the infrastructure for the lines to Neumarkt (S 3) and Ansbach (S 4) mainly comprised the adaptation of the track and signal systems for higher speeds and closer block spacing. The existing stations along the two routes were (or will be) brought to the standard requirements of the S-Bahn (140 meters long and 76 centimeters high platforms with barrier-free access), and the Feucht Ost stop was newly built on the S 3 . The new electronic interlocking in Neumarkt went into operation in November 2005 and is operated from the operations center in Munich. For the construction work between Nuremberg and Ansbach, 92 million euros were spent, for those between Nuremberg and Neumarkt 63 million euros. The existing S 1 was extended from Lauf (left of the Pegnitz) via Hersbruck (left of the Pegnitz) to Hartmannshof. For this purpose, the single-track section between Lauf and Hersbruck was provided with a second track and the line up to and including Hartmannshof was electrified. The stops in Ottensoos and Pommelsbrunn have been moved closer to the town centers, and a new stop has been created in Happurg. The investments required for this amounted to 55 million euros. Another 6 million euros were added to adjust the 85 and 96 centimeter high platforms of the existing stations between Nuremberg and Lauf to the new height of 76 centimeters. The first stage of the planned operating concept was launched on the new west branch of the S 1. A separate S-Bahn track was built between Nuremberg and Fürth, but it only went into operation on December 18, 2010 after the platform construction work at the Rothenburger Strasse stop was completed. The stations between Nuremberg and Bamberg were partially adapted provisionally, depending on the further expansion of the planned high-speed line towards Erfurt or the planned pivoting between Fürth-Stadeln and Erlangen-Eltersdorf, from 38 centimeters to the new target platform height of 76 centimeters. The total investment for the infrastructure measures that have already been implemented and those still to be built amounts to a total of 180 million euros.

The expanded S-Bahn network, now 229 kilometers long and comprising 75 stations, went into operation on December 12, 2010. The extension of a second track between Fischbach and Feucht (S 2 / S 3), which was delayed due to the unfavorable weather, was completed in April 2011. The Nürnberg Rothenburger Strasse stop (S 1) went into operation in May 2011, while the Vach stop (S 1), which had to be provisionally prepared for the S-Bahn until the construction of the pivot, was on July 1, 2011. Furthermore, after its approval, the Step-by-step changeover from the replacement concept with locomotive hauled push-pull trains to the new Talent 2 multiple units is planned. This has taken place since June 2012 on the S 1 and S 3 and in December 2012 on the S 4.

The extension of the Nürnberg-Steinbühl stop for the S 1 line went into operation on December 28, 2012. The not yet completed stopping points Petersaurach-Nord and Oberasbach (S 4) should originally be realized in 2012 after the removal of level crossings, but were actually only completed in September 2014 (Petersaurach Nord) and September 2015. The Erlangen Paul-Gossen-Straße stop on the S 1 was put into operation with the timetable change in December 2015.

In 2016, the Bavarian Supreme Court of Auditors found that inadequate planning and additions to the Nuremberg S-Bahn supplementary network led to considerable additional costs, which were largely borne by the public sector .

The S-Bahn network consisted of the following lines until December 10, 2017:

line Walkway route
S1 Bamberg  - Forchheim  - Erlangen  - Nuremberg - Lauf (left Pegnitz) - Hersbruck (left Pegnitz) - Hartmannshof Nuremberg – Bamberg and Nuremberg – Schwandorf (section)
S2 Roth  - Schwabach  - Nuremberg - Feucht  - Altdorf Nuremberg – Roth , Nuremberg – Feucht and Feucht – Altdorf
S3 Nuremberg - Neumarkt Nuremberg – Regensburg (section)
S4 Nuremberg - Ansbach Nuremberg – Crailsheim (section)

Tender NX vs. DB

After the Bavarian Railway Company (BEG) intended to outsource the operation of the Nuremberg S-Bahn to National Express, DB Regio sued National Express against the award. After long legal processes and procedures and after National Express withdrew from the competition, DB Regio was awarded the contract to continue operating the Nuremberg S-Bahn.

3rd construction stage and expansion of S-Bahn operations

The planning agreement for the connection of Leutershausen and Dombühl to the S-Bahn network was signed back in 2009 . The financing of the 23-kilometer-long S-Bahn extension was not settled until 2016, so that the groundbreaking ceremony could take place on 23 March 2017 at Leutershausen station. Commissioning on December 10, 2017 took place at the same time as the expansion of the bus network. P + R spaces were also set up. As a result of these construction measures, the S-Bahn network will be increased to 247 kilometers.


At the beginning of 2020, the Bavarian State Government commissioned an expert opinion on the expansion program for the Nuremberg S-Bahn . A comprehensive strategy for expanding the S-Bahn infrastructure is to be drawn up in it. The first results should be available in 2021. Particular emphasis will be placed on the West (Cadolzburg, Mark Erlbach, Neustadt an Aisch) and East (Simmelsdorf-Hüttenbach, Hersbruck, Neuhaus) sectors.

Expansion of the S 1 Nuremberg - Bamberg

Construction board at the start of the finishing work

In the course of the construction of the Nuremberg – Erfurt high-speed line, the Fürth – Bamberg line is to be expanded to a total of four tracks, two of which will be used by S-Bahn, other regional and freight traffic. After the expansion has been completed, the S-Bahn will run to Erlangen every 20 minutes on weekdays.

Between Fürth and Eltersdorf, the S-Bahn is to be swiveled eastwards from the previous route to Knoblauchsland; The existing Vach station will be replaced by a Fürth-Stadeln station to the south and a new Fürth-Steinach station will be set up. The pivot, which should ensure the connection of the planned but now abandoned industrial park Nuremberg-Fürth-Erlangen, is controversial, however. The city of Fürth is suing the corresponding planning approval decision, an urgent application was granted in October 2014, which means that construction is not possible for the time being. On November 9, 2017, the Federal Administrative Court in Leipzig declared the S-Bahn swing in the north of Fürth to be illegal and unenforceable. Since the plan approval decision of the EBA has not been revoked, there is room for improvement in the planning. New calculations should show whether an expansion of the tracks along the existing route is possible and, above all, eligible for funding.

In April 2015, it was agreed to link the already largely completed S-Bahn tracks to the south and north of the planned swivel by installing additional points with the existing line between Fürth-Nord and Eltersdorf, in order to use the newly built tracks and thus a closer cycle to enable the S-Bahn. The state of Bavaria bears the costs for this interim solution. Commissioning is scheduled for 2020. The estimated costs - including the subsequent dismantling - should now amount to 10.4 million euros instead of the previous 2.6 million euros.

In April 2019 it was announced that the Free State of Bavaria now wants to spend 20 million euros for the installation of seven switches and additional signals in Fürth-Unterfarrnbach and that completion is only planned for 2022.

The stations in Fürth-Unterfarrnbach (in future: Fürth-Klinikum), Eltersdorf, Erlangen-Bruck and Erlangen, which were temporarily adapted to S-Bahn conditions, are being or have been converted to meet the requirements of the S-Bahn. The additional stop Erlangen Paul-Gossen-Straße was built between Erlangen-Bruck and Erlangen (opened in December 2015), and the Nürnberg-Steinbühl stop , which already existed for the S 2, was also opened on December 28, 2012 between Nuremberg Central Station and Nuremberg Rothenburger Straße put into operation for the S 1.

Further planning

Redesigned S-Bahn network with possible extensions

Corridor west (S6)

The western corridor is the line to Neustadt (Aisch) , the Fürth – Cadolzburg line and the Siegelsdorf – Markt Erlbach line.

An S-Bahn to Neustadt an der Aisch , as well as to Cadolzburg and Markt Erlbach is still under discussion. Due to the high utilization of the Nuremberg – Würzburg railway line , a 20-minute cycle is not possible without a third track. The project has therefore also been postponed for financial reasons. The regional rail services were awarded to DB Regio for the period from December 2008 to December 2018 as part of a competition project ( Middle Franconia ); the contract was extended to December 2031.

In the Federal Transport Infrastructure Plan, the construction of a third track between Fürth main station and Siegelsdorf is listed in a category with a high urgency. In autumn 2017, a calculation of its benefit-cost factor should be commissioned for the route with a 20/40 minute cycle. Results are expected in mid-2018 at the earliest.

In April 2018, BEG put out tenders for the Nürnberg Hbf - Neustadt (Aisch) route for S-Bahn operation from December 2021. Apart from the vehicles, there are no changes compared to the previous offer.

In April 2019, the order for the operation of the new line S6 Nürnberg Hbf - Neustadt (Aisch) (- Markt Bibart) for the period December 2021 until the major timetable change in December 2030 was awarded to DB Regio AG.

S-Bahn on the right Pegnitz line (Corridor East)

In connection with the planned electrification of the railway line Nuremberg-Cheb was founded in 2008 by the Bavarian Ministry of Economic Affairs a study to realize a tram on the right Pegnitz route between Nuremberg and Neuhaus an der Pegnitz and the route along the Schnaittach by Simmelsdorf-Hüttenbach commissioned and a Benefit-cost factor of 1.29 determined for a 30/60 minute cycle. In December 2018 the transport contract with DB Regio Mittelfranken on the Nuremberg diesel network expires . In a new tender, it was extended until 2031.

S-Bahn to Allersberg

The Allersberg-Express was to be integrated into the S-Bahn system as the S 5 from 2018. With the timetable change in December 2013, the service was initially integrated into the Munich-Nuremberg Express ; this will initially be continued in the 2019 annual timetable. The integration into the S-Bahn network was initially planned for June 9, 2019, but due to vehicle delivery delays, the service is only to be run from December 2020.

Extension of the S 3

Since the first drafts for the S 3 to Neumarkt, the district of Neumarkt has been considering an extension of this route to Parsberg , which was specified again in September 2013. At the same time, the aim is to build an additional Neumarkt Süd station to develop the southeastern districts of Neumarkt. The Neumarkt Süd S-Bahn stop, which cost around four million euros, would be built at Kerschensteinerstrasse in Neumarkt. The transport association for the greater Nuremberg area is considering an extension to Regensburg in the long term (not before 2030).

Overpass structure Steinbühl

At the moment, the S 4 at Nuremberg Central Station still stops on track 22, which, however, leads to long transfer routes to the other S-Bahn lines (tracks 1 to 5), to the underground and to the trams . In the long term, a new overpass structure to be built over the line to Bamberg on the line to Crailsheim is therefore planned to stop the S 4 at the upper platform on the northern edge of the Steinbühl S-Bahn station . The track connection to tracks 1 to 5 of the main train station already exists and is currently still used as an access track to the outdoor area of ​​the transport museum.

Bamberg Süd stop

In June 2017, the then Bavarian Minister of the Interior and Transport, Joachim Herrmann, announced that, in the event of an above-ground expansion of the ICE route in Bamberg, a stop in the south of the city would be realized and financed by the state. With this, in particular the Brose Arena , Bavaria's third largest multi-purpose arena, is to be connected to the S-Bahn network.

Extension of the S 4 to Crailsheim

On April 12, 2018, the Economic Committee of the Bavarian State Parliament accepted an application to examine the extension of the S-Bahn to Crailsheim . On the Baden-Württemberg side, too, Jutta Niemann ( Bündnis 90 / Die Grünen ) submitted an application to extend the S4 in March 2018. For this purpose, the Schnelldorf and Crailsheim stations would have to be barrier-free expanded and converted, additional vehicles ordered and further adjustments made on the route and in the stations.


The Nuremberg S-Bahn is integrated into the tariff system of the Greater Nuremberg Transport Association (VGN). The network tariff came into effect at the same time as the S-Bahn started operating; in the past, extensions of the S-Bahn also led to the expansion of the tariff area.


On March 25, 2003 there was an accident on the then S 3 Nürnberg – Roth line, in which an S-Bahn train running from Roth via Nürnberg to Altdorf derailed on the high-speed switch at the Rednitzhembach transfer point (route kilometers 16.9). After maintenance work had been carried out shortly beforehand, a cable was incorrectly reconnected to this, causing the switch blades and the frog tip to be in opposite positions. The control car of the train therefore first followed the switch blades on the branch (to the left) and then derailed together with the intermediate car and the locomotive at the frog point that was positioned straight ahead. The resulting material damage to the superstructure and vehicles amounted to approx. 600,000 euros, no one was injured by the passengers. The vehicles involved in the accident were then recovered and examined for damage. It turned out that the reconditioning of the x-wagons would not be worthwhile, whereupon they were taken out of service; the electric locomotive, on the other hand, was repaired.

On April 11, 2014 at around 8:29 p.m., an S 1 train consisting of two Talent 2 railcars derailed on a switch in Forchheim station . Of the 54 people on the train, two were slightly injured. The cause of the accident was the inadequate setting, checking and securing of the route of the S-Bahn , which was running on a substitute signal, by the Forchheim dispatcher , so that the switch could not be changed under the moving train.

See also

High- speed railway network Nuremberg (
underground and S-Bahn)


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