S-Bahn in Germany
In Germany there are 16 railway networks of various sizes and structures, which are called S-Bahn . These include the first so-called S-Bahn Berlin , systems that emerged from regional transport networks such as the S-Bahn RheinNeckar and the Regio-S-Bahn Bremen / Lower Saxony , networks operated by push-pull trains such as the Dresden S-Bahn, and networks that are partly operated by diesel multiple units such as the Breisgau S-Bahn . Furthermore, lines of seven S-Bahn trains from Austria and Switzerland serve neighboring areas in Germany.
General
S-Bahns have developed out of the railway as a special form of operation . Compared to other regional rail transport trains, the S-Bahn is more efficient and has shorter distances between stations. It is often run independently of the other traffic on its own tracks, with S-Bahn trains sometimes using the same tracks with the other trains on the outer sections. In many cities, the S-Bahn runs through tunnels in the city centers . In some cities there are tunnels in new development areas on the outskirts.
The S-Bahn differ from the rest of the regional rail transport in that:
- a clock schedule with usually a tight train sequence
- Linking with other means of public transport
- Trains designed for fast passenger changes with high transport capacity and strong acceleration and deceleration
- adapted platform heights for stepless entry and exit
- tracks largely separated from other rail traffic in core areas
In contrast to the subway , S-Bahn trains usually have a large number of line branches. The lines of different branches converge in a monocentric network on one or more trunk lines , creating a dense train sequence there. The construction and operation of the S-Bahn and U-Bahn are regulated in different ordinances . In the case of the S-Bahn, this is the Railway Construction and Operating Regulations (EBO), and in the case of the U-Bahn, the ordinance on the construction and operation of trams (BOStrab). This means that the S-Bahn is to be assigned to the railway and the U-Bahn to the tram .
The differences to the regional train , to the underground and since the development of the tram-train also to the tram are fluid.
history
precursor
The increasing local traffic on the railway lines in and around Berlin prompted the Prussian State Railways to build their own tracks for suburban traffic, separated from long-distance traffic. In 1882 the Berlin Stadtbahn was built with separate tracks for suburban and long-distance traffic as a main line. The Ringbahn and the railway lines to the Berlin suburbs also gradually got their own suburban tracks.
In 1891 the railway introduced a special tariff for the trains of the Berlin city, ring and suburban railway , as it was now called. This local transport tariff was not permitted for the use of long-distance trains. The suburban railways differed more and more from long-distance traffic due to the increasing density of trains.
In 1903, on a trial basis, the first electrification with a busbar on the side took place . While the AC overhead line for the main electric line prevailed over the next few decades, the decision was made for the Berlin suburban railways to use a conductor rail with the direct voltage of 750 V used in the subway. Between 1924 and 1933, all suburban lines including the suburban tracks were removed from Stadt- und Ringbahn electrified with this system.
As early as 1906, the Prussian State Railroad's Hamburg suburban line , which connected Blankenese via the Altona train station (today: Hamburg-Altona train station ) and Hamburg Central Station with Hamburg-Ohlsdorf , had its own rail structure that was independent of long-distance and freight traffic . On October 1, 1907, this Hamburg-Altona urban and suburban railway started operating with 6600 volts AC voltage , which was taken from an overhead line . The system was maintained until 1955, parallel to the operation introduced in 1940 with 1200 volts DC voltage from a busbar painted on the side. The latter system is still used today and distinguishes Hamburg from the Berlin S-Bahn.
1930s: S-Bahn and other rapid transit trains
In 1930 the term “S-Bahn” was introduced in Berlin, replacing the “Berlin city, ring and suburban railways” that had been used up until then. The first S-Bahn tunnel was partially opened in Berlin in 1936 and fully opened in 1939.
In addition to the electrified routes, the tariff system of the Berlin S-Bahn was also applied to a number of other routes in Berlin and the surrounding area. For decades, these lines were referred to as “steam-powered S-Bahn lines”, but they were no different from other railway lines. It was only after 1990 that the name 'S-Bahn' was referred exclusively to the DC voltage network.
From 1934, the Hamburg system was also referred to as the "S-Bahn".
Under the title Ruhr Schnellverkehr , work began in 1932 to expand the existing routes in the Ruhr area for accelerated traffic between the individual centers. Powerful steam locomotives of the DR class 78 with compartment cars for fast passenger changes were used. The final expansion shortly before the start of the Second World War roughly corresponded to the expansion of today's Rhine-Ruhr transport association . After the Second World War, the Ruhr express service became the local express service.
From 1933 the electric Stuttgart suburban traffic existed , as well as the suburban tracks Esslingen – Ludwigsburg received an alternating voltage overhead line with the electrification of the long-distance railway from Munich via Ulm and the Geislinger Steige to Stuttgart . The AC motor coaches, which were only newly acquired for Stuttgart in 1933, operated with many of the features of an S-Bahn, but were not given this designation due to the lack of a special local transport tariff.
Development after the Second World War
After the Second World War , many railway lines were already electrified with overhead lines and AC voltage, so this standard was adopted for new S-Bahn networks. Some of these ran with new trains on the already electrified lines, for which only new platforms were built for level entry. In some cases, lines that were previously operated under steam or diesel were also electrified for new S-Bahn trains. In contrast to the Berlin and Hamburg S-Bahn, the mixed operation of S-Bahn and other traffic on many suburban routes was common. It was only with increasing traffic that routes were expanded to include multiple tracks and traffic was separated.
In Berlin, after the war damage had been removed, additional suburban lines were electrified. Until the construction of the Berlin Wall , the Berlin S-Bahn formed a common network in West and East Berlin , which was operationally divided in 1961. The Deutsche Reichsbahn remained the operator of both sub-networks . As a result, the S-Bahn in West Berlin remained unpopular with large parts of the population, and many passengers stayed away due to the S-Bahn boycott . After a strike in 1980, the Deutsche Reichsbahn stopped operating a large part of the network. In 1984 the West Berlin S-Bahn was taken over by the Berlin Transport Company, when the Wall came down, only three lines were still in operation in West Berlin. In East Berlin, the network was expanded to include a number of routes. In the years after 1990, most of the routes closed in 1961 and 1980 were reactivated.
In Stuttgart, after the Second World War, the mayor Arnulf Klett campaigned for the construction of a tunnel to connect the city center and the southern districts beyond the Stuttgart main station to suburban traffic. The plans were initially not implemented.
It was not until the 1960s that plans were made to introduce S-Bahn systems in other West German metropolitan areas in addition to Berlin and Hamburg. Separate DC voltage systems such as those in Berlin or Hamburg were not used. Because Munich became the venue for the Olympic Games in 1972, the construction of the Munich network was brought forward a few years. The networks in Frankfurt and Stuttgart opened almost simultaneously in 1978. In the Ruhr area, the S-Bahn network emerged from 1967 through the modernization of local express traffic.
In the GDR , the S-Bahn was further expanded in East Berlin . In addition, around 1970 S-Bahn networks were created in the cities of Rostock , Magdeburg , Halle (Saale) and Leipzig . In 1974 the S-Bahn tariff was introduced in Dresden for a number of routes in the city and the surrounding area, although the network was officially referred to as the Dresden S-Bahn in 1992. In these networks, locomotive-hauled trains with double-deck cars were mainly used, which is still the case in some cases today.
In the mid-1980s, the West German S-Bahn systems with around 500 million passengers provided half of the volume of local traffic in the Federal Republic. The cost recovery rate for some S-Bahn systems reached around 50% and was thus above the average value for local transport of around 30%.
Plans to set up S-Bahn networks in other cities have not yet been implemented. Only at the end of the 1980s did the Nuremberg S-Bahn go into operation with a single line, to which other lines were added over time. Push-pull trains with x-wagons were used as vehicles.
The most recent new S-Bahn networks were built between 2000 and 2010 in Hanover, in the Rhine-Neckar area and in Bremen. In 2013, a completely new network went into operation with the S-Bahn Mitteldeutschland , which replaced the previous, much smaller Leipzig-Halle network.
As of 2017, around 3.2 million passengers per day are transported in five of the largest S-Bahn networks (Berlin, Hamburg, Munich, Rhein-Main, Stuttgart), which is 50% of all passengers in DB passenger transport. 6200 people are employed in these networks and generate a turnover of around 2 billion euros.
S-Bahn networks
Overview
Berlin, Hamburg
At the beginning of the 20th century, light rail and suburban railways were built in Berlin and Hamburg , which, like the subways in these cities, were operated with direct voltage from a conductor rail, in Berlin from the beginning, in Hamburg after experiments with alternating current from the overhead line from 1940 / 1950. This electricity system was chosen because at that time the other railway lines were not electrified and DC voltage was already being used in local traffic. Both networks are operated by DB Regio and its predecessor companies. The subsidiary DB Stadtverkehr operated both of these networks between 2006 and 2010 .
The lines of the S-Bahn Berlin run every 20 minutes. During the day, the cycle on many lines is increased by repeater trains, and the overlapping of lines means there is a dense range of trains, especially in the inner city areas.
The transport contract with DB Regio runs until 2017. The states of Berlin and Brandenburg have not yet made a decision on the award of the services for the lines on the light rail and through the north-south tunnel after 2017.
For the Hamburg S-Bahn , the contract with DB was extended to 2033 in 2013.
Munich, Stuttgart, Rhine-Main
In the 1970s, monocentric S-Bahn systems were built in Munich , Stuttgart and Frankfurt am Main ( Rhine-Main area ), in which a tunnel route was built from a terminal station through the inner cities. The tunnels bundle suburban traffic on a common trunk route and enable new direct connections. The 420 series was created for these S-Bahn networks.
For the Munich S-Bahn , a traffic management contract was signed with DB Regio Bayern, which runs until 2026.
On April 3, 2009, the Association of the Stuttgart Region signed a transport contract for the Stuttgart S-Bahn with the DB Regio Baden-Württemberg, which runs from 2013 to 2028.
The Rhein-Main S-Bahn is operated by DB Regio Hessen, the contract actually ran from 2003 to 2013. In 2011, DB Regio Hessen won all three tenders for the S-Bahn Rhein-Main. The contract now runs until 2029 or 2036.
Rhine-Ruhr
Like the Ruhr rapid transit -called precursors in the 1930s, has the Rhine-Ruhr S-Bahn a polycentric network that connects several major cities with each other and with their suburbs. The Cologne S-Bahn is the legally independent sub-network around Cologne.
While there are no tunnels in the inner cities, tunnels were built in the outskirts of Cologne (Chorweiler) and Dortmund (Universität - Dorstfeld, Lütgendortmund), each with only one S-Bahn line running. Some stations are temporarily less frequented.
Separate routes had already been built for the Ruhr express traffic, which were then used by the S-Bahn and gradually expanded. Initially push-pull trains ( n-wagons , later x-wagons ) were mainly used, but in the meantime there has been a changeover to modern multiple units.
Nuremberg
.jpg)
The Nuremberg S-Bahn connects the Franconian city with Bamberg , Erlangen , Fürth , Schwabach and other surrounding communities. The first line went into operation in 1987, and two more lines were added over time. In December 2010 the network was expanded considerably to now four lines. A further expansion is planned. Initially, push-pull trains with x-cars were used as vehicles, which were replaced by Talent 2 multiple units from 2010 . The operator of the S-Bahn network is DB Regio Franken , the transport contract runs until 2030. From the end of 2020, the Allersberg Express is to become the fifth line of the Nuremberg S-Bahn. This means that there will be a S-Bahn line in Nuremberg, which runs regularly on a high-speed line and meets ICE trains with speeds of up to 300 km / h.
Central Germany (Leipzig / Halle)
The first operating stage of the S-Bahn Mitteldeutschland went into operation in December 2013 at the same time as the opening of the Leipzig City Tunnel . The new network, which extends from Leipzig and Halle / Saale to Wurzen , Zwickau and even Hoyerswerda , replaced the previously existing Leipzig-Halle S-Bahn . Deutsche Bahn won the first tender in September 2010. 51 Bombardier Talent 2 electric multiple units will be used . The trains run every 30 minutes, the overlapping lines result in a 5-minute cycle in the Leipzig City Tunnel. When the second operating stage went into operation at the end of 2015, S-Bahn trains ran from Leipzig to Dessau for the first time . In December 2017, the previous regional train lines from Halle / Saale to Lutherstadt Wittenberg and Eilenburg were integrated into the S-Bahn network, increasing the number of lines to ten. All lines are operated by DB Regio Südost .
The S-Bahn was opened in Leipzig on July 12, 1969. The core of the network was a circuit that led from Gaschwitz south of the city over two branches in the east and west to the main station. In 1974 the suburban traffic to Wurzen was included in the S-Bahn network. Between 1977 and 1980, the network was gradually extended by a stretch to Miltitzer Allee in a new development area. In Halle in 1969 a line was in the development area Halle-Neustadt opened, which was electrified in December 1970th The trains ran as Schnellbahnverkehr Halle from Halle-Dölau in the northwest via Halle-Neustadt in an arc south of the city via the main station to Halle-Trotha in the north. The clock in both networks was 20 minutes in rush hour traffic, which at other times was usually thinned to 40 to 60 minutes. There was no cycle to Wurzen, the trains ran, depending on demand, between five to six hours and a morning gap of almost two hours. All passenger trains that traveled the route were included in the S-Bahn tariff. In Leipzig, the lines to Borna and Altenburg were included in the S-Bahn system after 1995. The connection between Halle and Leipzig, on which there had been concentrated regional traffic for a long time, was upgraded to the Leipzig-Halle S-Bahn in 2004 . In 2002, passenger traffic on the former S-Bahn lines from Halle-Dölau to Halle-Nietleben and from Leipzig-Plagwitz to Markkleeberg-Gaschwitz was discontinued.
Rostock
The Rostock S-Bahn was created with the construction of new residential areas. In 1970, a route into the residential area of Lütten Klein was opened and the S-Bahn tariff was introduced, after a special suburban tariff had already existed for trips between Rostock and Warnemünde . The Rostock S-Bahn officially went into operation in September 1974 after the line was relocated to Warnemünde and also ran via Lütten Klein. The line is operated as S 1 continuously every 15 minutes, in rush hour traffic it runs every 7.5 minutes.
In the years after 1990, the hourly lines to Rostock seaport (S3) and to Güstrow (S2) via Schwaan were included in the S-Bahn network. As a result of a tender, the connection to Güstrow via Laage has been part of the network as a new S3 since 2012 . All trains to Warnemünde are currently connected.
Talent 2 electric multiple units will be used on all three lines. However, passenger traffic on the S-Bahn route to Rostock Seaport North was discontinued in 2012.
Middle Elbe
The Magdeburg S-Bahn went into operation in September 1974. It crosses Magdeburg in a north-south direction. In contrast to the other companies in the GDR, the trains here did not run in time, but only almost every half hour. In the 2011 timetable, the S-Bahn only ran every hour from Monday to Friday, but by integrating the regional trains, which also run hourly, a 30-minute cycle was restored in 2014 and the name was changed to S-Bahn Mittelelbe .
The re-tendering of the electricity supply North sees only the relation Schoenebeck - Salzelmen -Magdeburg- Zielitz (- Stendal - Wittenberge ) before S-Bahn. For the relation Braunschweig -Magdeburg- Burg (- Genthin ) (currently RB 40) is considered a designation as a commuter train.
Dresden
In 1974 the S-Bahn tariff was introduced in Dresden for a number of routes in the city and the surrounding area; the network was only officially referred to as S-Bahn Dresden in 1992 . The S-Bahn is being expanded. The line to Pirna was equipped with its own track structure, on the line to Meißen the expansion has largely been completed. The connection to the airport was newly built.
In 2007 the Dresden S-Bahn received 53 new double-decker cars. DB Regio emerged as the winner from the network's tender. The contract runs from 2010 to 2027. DB Regio will continue to operate the S-Bahn with locomotive-hauled double-decker trains. Since August 15, 2011, new class 182 locomotives have been in use, primarily to accelerate the S 1 line. These were replaced by the 146.0 series in 2019 . The lines run every 30 minutes, with overlapping lines between Dresden-Neustadt and Pirna in the direction of Pirna every 10/20 minutes and in the direction of Dresden a 12/18 minute cycle.
Hanover, Rhine-Neckar, Bremen
The latest S-Bahn systems can be found in the Hanover region , in the Rhine-Neckar region and in the north-west metropolitan region around Bremen .
The Hanover S-Bahn was introduced on the occasion of Expo 2000 in 2000. In December 2008 the route network was expanded. The network now consists of seven regular lines, two express lines for peak hours and a demand line that is used for major trade fairs. The lines run every 30 and 60 minutes. Overlaying lines results in a cycle of 30 minutes or less on most sections of the route. The operator has been DB Regio since the beginning, whose current contract has been valid for eight years since December 2012. In November 2018, the NordWestBahn was awarded the contract to operate from December 2021.
The Rhein-Neckar S-Bahn was introduced in 2003 with four lines. In December 2009 and June 2010 the network was enlarged by one line each. It extends to the states of Baden-Württemberg , Rhineland-Palatinate , Saarland and Hesse . The six lines run every 60 minutes. Overlapping lines result in a half-hourly frequency in the core area. Four S-Bahn trains run every hour on the common main line between Schifferstadt and Heidelberg , but not every 15 minutes. DB Regio won the tender to operate the S-Bahn, the contract runs until 2033.
The regional city railways of the Stadtbahn Karlsruhe are to be distinguished from the S-Bahn RheinNeckar . The line designations for these supraregional light rail lines contain the letter "S" and the green S-Bahn logo is used. The Karlsruhe Stadtbahn uses tram tracks under 750 volts DC voltage, former railway lines that were equipped with 750 volts DC voltage, and DB railroad tracks that are operated with 15 kilovolts AC voltage.
The youngest S-Bahn network has been the regional S-Bahn Bremen / Lower Saxony since December 2010 . With its introduction, the last metropolitan area in Germany received an S-Bahn. The network connects Bremen with the surrounding cities of Bremerhaven , Delmenhorst , Twistringen , Nordenham , Oldenburg and Verden (Aller) , initially started with three lines and was supplemented by a fourth line in December 2011. The latter is the main line of the S-Bahn network, which runs between Bremen Hauptbahnhof and Bremen-Vegesack every 15 minutes during rush hour . The other lines are usually served at 60-minute intervals, which are condensed in sections to 30-minute intervals. In addition, there are individual repeater trips during rush hour. The NordWestBahn won the tender to operate the network . It is the first electric S-Bahn network that is not operated by DB. The term of the contract is from 2010 to 2021 and will also be operated by NordWestBahn in a new contract until 2036.
Freiburg, Offenburg
In Baden-Württemberg , local rail passenger transport networks were set up in the regions of Breisgau and Ortenau , which were operated exclusively with diesel multiple units until the end of 2019. The networks are nevertheless referred to as S-Bahn by the operators.
The Breisgau S-Bahn is served by Südwestdeutsche Verkehrs-Aktiengesellschaft (SWEG) and DB Regio AG with six lines in a network of 237 kilometers around Freiburg . Most of the trains run every 30 minutes. The network is intended to complete the fourth track get through the Rhine valley, two other lines (one to France) and 237 kilometers long.
The Ortenau S-Bahn is operated by SWEG in the Offenburg area . The term S-Bahn appears only as a brand, the lines are identified just like regional train lines with the route description and the timetable number. Four routes are served from Offenburg, including to Strasbourg . The trains usually run every 30 to 60 minutes, but there are also intervals of up to two hours.
Foreign networks with traffic in Germany
The Swiss Federal Railways (SBB) and its German subsidiary SBB GmbH have been operating the two lines of the Basel S-Bahn in Wiesental between Weil am Rhein and Steinen (S 5) and between Basel and Zell (S 6) since 2003 . The overlapping of the two lines results in a 15-minute cycle between Lörrach - Stetten and Steinen. The SBB use Stadler Flirt multiple units. The regional trains of Deutsche Bahn, which were designated as regional S-Bahn lines S 4 ( Rheintalbahn ) and S 7 ( Hochrheinbahn ) until 2007, were neither marked as S-Bahn nor named as such in the German timetable.
Two lines of the Zurich S-Bahn lead into the Baden area. Line S9 goes via Jestetten in Baden to Schaffhausen in Switzerland and line S 36 comes from Bülach and leads to Waldshut . The operator is Thurbo , a subsidiary of SBB that mainly uses Stadler GTW multiple units. The S 27 of the Aargau S-Bahn also leads to Waldshut . The Schaffhausen S-Bahn has been running to Jestetten, Erzingen and Singen since 2015 .
The lines S 2 and S 3 of the S-Bahn Salzburg of the Austrian Federal Railways (ÖBB) run from Salzburg to Freilassing (end point of the S 2) and on to Bad Reichenhall . Electric multiple units of the types Bombardier Talent and Siemens Desiro ML are used . The S 2 line had also been running from Salzburg to Freilassing since 2014, but this was only possible after the Salzburg – Freilassing line had been upgraded to three tracks. The S-Bahn Salzburg network also includes the S 4 operated by the Berchtesgadener Land Bahn from Berchtesgaden via Bad Reichenhall and Freilassing to Salzburg.
Since 2011, the S 1 line of the Vorarlberg S-Bahn has also been running from Bludenz via Bregenz to Lindau . In addition, the S 14 line of the St. Gallen S-Bahn runs from Weinfelden to Konstanz .
Project Regio-S-Bahn Donau-Iller
In the Danube-Iller region , preliminary planning for the Donau-Iller regional S-Bahn is in progress . In the traffic development plan VEP 2025, a S-Bahn-like timing is planned on existing routes. Furthermore, the Ulm - Weißenhorn line was put back into operation with new stations. Another step towards the introduction of an S-Bahn in the Ulm region is the reopening of old train stations. From December 2020 the regional train lines from Ulm to Illertissen and Weißenhorn are to be officially referred to as "Regio-S-Bahn".
Project "S-Bahn Münsterland"
In Münster , the Münsterland S-Bahn was presented on December 2, 2019 , it should be implemented by 2030 and better network Münster and the Münsterland . Münster is to serve as the fulcrum. Both existing routes and new routes are to be used for the implementation. The goal is a clock frequency of 20 to 30 minutes.
S-Bahn-like networks
The dual-system trams in Karlsruhe , Saarbrücken , Chemnitz and Kassel also run on railway lines. They are sometimes also referred to as S-Bahn, although they may be a. in terms of the vehicles used do not correspond to the characteristics of an S-Bahn.
The Karlsruhe Stadtbahn uses tram tracks with 750 volts DC voltage, former railway lines that were equipped with 750 volts DC voltage, and DB railroad tracks that are operated with 15 kilovolts 16.7 Hertz AC voltage. Thus, light rail vehicles drive from the Karlsruhe pedestrian zone onto the railway network z. B. in Durlach via Bretten and Heilbronn to Öhringen and via Pforzheim to Bad Wildbad . Two-system light rail vehicles were used for the first time in Karlsruhe. The first two-system light rail line was opened on March 25, 1992 (Line B Karlsruhe – Bretten, today's line S4). The line names for these supra-regional light rail routes also contain the letter "S", and the green S-Bahn logo is used. The Karlsruhe Stadtbahnen are not to be confused with the S3 line of the RheinNeckar S-Bahn, which also starts and ends in Karlsruhe.
The Saarbahn in Saarbrücken is the first low-floor two-system light rail in Germany. This was rebuilt long after the closure of a tram line and uses a railway line to cross the French border to Sarreguemines . The German traction power line was continued into the French train station, which is not itself electrified.
The Chemnitzer model is like Saarbrücken a two-system rail concept, which uses the low-floor vehicles. The first line has been in operation since the end of 2002, and three more were added on October 10, 2016. The trains run on both the tram network and the railway line to Stollberg with direct voltage . On the routes to Burgstädt, Mittweida and Hainichen as well as for future extensions, diesel-electric hybrid vehicles of the Vossloh Citylink type are used.
The RegioTram Kassel also has a multi-system network. The tram network could be connected to the railway tracks to Hofgeismar , Wolfhagen and Melsungen via a tunnel system under the main train station . Electric hybrid vehicles for 600 volts DC and 15 kilovolts AC as well as diesel hybrid vehicles developed for the first time are used on the route to Wolfhagen. While the motors in the tram network are fed by the 600-volt power grid, a diesel generator on the roof provides the drive energy from the main train station. The railway overhead line cannot be used with these vehicles.
With the RegioSchienenTakt in Augsburg, it is planned to connect the regional trains ending at Augsburg main station to radial lines. In the Augsburg area, four to eight departures per hour and direction will be offered by superimposing the lines. Since 2009, 37 four-part class 440 Alstom Coradia Continental railcars have been used on the Fugger Express .
The ring train is a synchronized local transport service in the districts of Tuttlingen , Rottweil and Schwarzwald-Baar in southern Baden-Württemberg that is coordinated with a variety of other buses and trains .
vehicles
Series 480, 481, 485
The S-Bahn series 480 , 481/482 and 485/885 driven by DC voltage are used on the Berlin S-Bahn .
From the class 485/885 , 170 quarter trains were ordered by the Deutsche Reichsbahn in the years 1987 and 1990 to 1992. A quarter train consists of a railcar with a driver's cab (series 485) and a trailer (series 885). In 2003, the S-Bahn Berlin began to retire the series.
The 480 series was purchased after the BVG had taken over the operation of the S-Bahn in West Berlin on January 9, 1984. The 480 series can be used as a quarter train, as each car has a driver's cab. From 1990 45 quarter trains were delivered. A second delivery took place in the years 1992 to 1994 with 40 quarter trains for the DR.
The class 481/482 was ordered by S-Bahn Berlin GmbH, founded in 1995. 500 quarter trains of this series were delivered between 1996 and 2004. The railcar with the driver's cab (series 481) is connected to the other railcar (series 482), which only has a shunting cab, by a transition.
Two quarter moves form a half move, three a three-quarter move and four a full move. A larger train formation than the execution is not possible due to the length of the platform. In regular service, trains can only be formed from vehicles of the same series. In the 481 and 485 series, the smallest possible train formation is the half-train, only in the 480 series the smallest usable vehicle unit consists of two cars.
Series 472, 474, 490
The Hamburg S-Bahn uses the series 472/473 , 474/874 and 490 . These are three-part railcars for use in the DC voltage network.
The 62 units of the 472 series were put into service from 1974 to 1984. Between 1996 and 2005 the vehicles were fundamentally renewed and optically adapted to the 474 series.
The first series of 45 vehicles of the 474 series was ordered from Linke-Hofmann-Busch in 1994 and delivered from 1996. The second series of 58 vehicles was ordered in 1996 and delivered by 2001. In 2006 and 2007 the series 474.3 was delivered, which consists of nine new vehicles and 33 converted vehicles of the second series trains. The vehicles are also equipped for overhead line operation with 15 kilovolt 16 Hertz.
Class 472 of the Hamburg S-Bahn
Class 474 of the Hamburg S-Bahn
Passenger compartment of the class 474 of the first generation
Additional pantograph of the series 474.3
420 series
For the networks in Munich, Stuttgart, Frankfurt and Rhine-Ruhr, the German Federal Railroad developed the three-part electric multiple unit of the 420 series with a floor height of 100 centimeters, which can also stop at 76 centimeter high platforms. It was designed for use in the city tunnels and has no toilets , as the open toilet systems in the trains at the time were not suitable for tunnel operation. The 420 series, with its many doors, ensures quick passenger changes and high acceleration.
Due to the polycentric operation, the lines in the Rhine-Ruhr area were significantly longer compared to the other networks and the number of passengers on the individual sections was very different. In addition, the train, which consists of three inseparable wagons, only allowed limited train lengths. After a short period of use, the 420 series vehicles were therefore withdrawn from the Ruhr area. However, they were later used again until the beginning of 2009 and from December 2014 on the Rhine-Ruhr S-Bahn . In 2020, they will mainly be used in the Munich S-Bahn network, where they will take over individual services on the S 2, S 4 and S 20 lines as well as the S 6 and S 8 lines on weekdays. They can also be found on the Cologne S-Bahn (S 12) and the Rhein-Ruhr S-Bahn (S 68).
Locomotive hauled push-pull trains
n-car
Even for the Ruhr transport strung turning coatings were made with diesel or electric locomotives n-cart used, which for a long time as the S tracks of the train Rhein-Ruhr were further used.
x car
Especially for use on the Rhine-Ruhr S-Bahn, the Deutsche Bundesbahn developed the x-Wagen, a high-floor passenger car series in the approximate design of the 420 series, including a control car. They have passages between the cars and are equipped with toilets. Gradually, the class 420 multiple units in the Rhine-Ruhr area were replaced by locomotive-hauled push-pull trains.
Up until 2010, only x-car trains were used on the Nuremberg S-Bahn.
Steuer-x-Wagen S-Bahn Nuremberg
Double deck car
.jpg)
In the S-Bahn Dresden hauled trains are with electric locomotives Doppelstockwagen used. The networks of the S-Bahn in Magdeburg and Rostock have meanwhile been converted to electric multiple units. The S-Bahn Mitteldeutschland, which has replaced the Leipzig-Halle S-Bahn, which was previously operated with double-decker trains, is now also operated with electric multiple units. Thus Dresden has the last S-Bahn in Germany, whose fleet consists of double-decker cars.
Series 422, 423, 430
The 423 series was developed for the successor to the 420 series . Instead of three cars, a unit with the same train length consists of four shorter, fully accessible cars. The vehicles are equipped with Jakobs bogies . The power consumption has been significantly reduced through weight reduction and three-phase drive technology with braking energy being fed back into the network.
The 423 series was initially used by the Stuttgart S-Bahn and replaced almost all 420 series vehicles of the Munich S-Bahn . In the S-Bahn Rhein-Main and S-Bahn Rhein-Ruhr they partially replaced the 420 series.
The 422 series, which has been further developed from the 423 series, has been used in the Rhine-Ruhr network since 2008 .
DB class 430.0–1 railcars , which are similar to those of class 422 and are also manufactured by Bombardier / Alstom, were ordered for the Stuttgart S-Bahn and Rhein-Main S-Bahn .
The interior design is very similar between the series and networks.
DB class 422 of the Rhine-Ruhr S-Bahn
DB class 423 of the Stuttgart S-Bahn
DB class 430 of the Rhein-Main S-Bahn
Interior of the DB class 423 (here in Munich)
.jpg)
Series 424, 425
The similarly structured series 424 and 425 with a floor height of 80 centimeters are used in the S-Bahn networks that have been newly created since the 1990s . This enables barrier-free entry to 76 centimeter high platforms that are shared with other trains. 55 centimeter high platforms can also be used, but stepless access is not possible here. In contrast to the 423 series, the 424/425 toilets have two instead of three doors on each side of the car and more seats.
The 40 class 424 multiple units run exclusively on the Hanover S-Bahn . Six class 425.15 railcars equipped with Vario steps are also used on the S 5. In 2008, twelve class 425.2 multiple units were purchased on the occasion of the network expansion. In 2013, nine class 425.1 multiple units were added from other locations, and in 2015 they were adapted to S-Bahn operations, primarily by eliminating the steps in the boarding area.
40 class 425.2 multiple units are used for the RheinNeckar S-Bahn . In addition, units of the 425 series run for the Mittelelbe S-Bahn .
Class 424 of the Hanover S-Bahn
Class 425.2 of the Hanover S-Bahn
Class 425.2 of the RheinNeckar S-Bahn
Modernized vehicle of the 425 series of the RheinNeckar S-Bahn
Interior of the 425 series
.jpg)
Coradia Continental
In mid-December 2010 in Bremen , the first stage of the Regio-S-Bahn network Bremen / Lower Saxony commissioned. The NordWestBahn uses 36 three- and five-part multiple units of the Alstom Coradia Continental type , referred to as the 440 series.
Class 1440 trains have been running on the S 5 and S 8 lines of the Rhein-Ruhr S-Bahn since December 2014 .
Since mid-December 2019, 15 trains of the 1440.1 series and 11 trains of the 1440.3 series have been running on the S1 and S11 lines of the Breisgau S-Bahn .
Coradia Continental of the Nordwestbahn
Coradia Continental with a new head shape for the S-Bahn Rhein-Ruhr in Düsseldorf Hbf
Bombardier Talent 2 and 3
Multiple units of the type Bombardier Talent 2 , classified as class 442, form the backbone of S-Bahn and regional traffic in many regions of Germany.
As a result of approval problems for the Nuremberg S-Bahn network , however, there were considerable delays, and the trains are now running.
The Rostock S-Bahn has also been operated with Talent 2 since the beginning of 2014.
Since December 2013, 51 three- and four-part Talent 2 multiple units, operated by DB Regio Südost, have been in service in the network of the Central German S-Bahn (Greater Leipzig / Halle (Saale)). In contrast to the vast majority of Deutsche Bahn vehicles, these are not painted in traffic red, but in silver. The Talent-2 trains for the Mitteldeutsche S-Bahn II network, which went into operation in December 2015 and extended the S-Bahn from Halle and Leipzig to the north, were delivered late and were used from 2016.
Talent 2 of the S-Bahn Central Germany in Leipzig
Talent 2 of the Nuremberg S-Bahn
Interior of a talent 2
Since the end of 2019, new Talent 3 multiple units will be used on the S2 and S5 lines of the Breisgau S-Bahn , although the commissioning will be delayed in some cases until 2021 due to delivery delays. The existing vehicles will run until then.
Diesel railcars
In some S-Bahn networks, diesel multiple units run or run on individual non-electrified routes. The Ortenau S-Bahn network is operated exclusively in diesel mode.
Alstom Coradia Lint of the Rhein-Ruhr S-Bahn
Siemens Desiro Classic of the Rostock S-Bahn (until 2012)
Regio-Shuttle of the Breisgau-S-Bahn in double traction
Regional shuttle of the Ortenau S-Bahn
Coloring
As with the first S-Bahn trains in Berlin and Hamburg, the vehicles of the Munich S-Bahn were also given their own paint scheme in accordance with the pop colors that were current at the time , here in the color pebble gray with a cobalt blue window band. Rhine-Ruhr, Frankfurt and Stuttgart followed later with a strip of windows in pure orange. Originally, red ribbon windows were planned for Frankfurt.
From 1975, Hamburg introduced a turquoise-beige color scheme, with the window band being kept dark in contrast to the other DB passenger cars. From 1987, the railway changed the color concept for all passenger cars when it introduced the so-called product colors of the German Federal Railroad . The S-Bahn kept their orange tone, but now as a salmon orange with pastel yellow decorative stripes. From 1996, the S-Bahn was finally given the typical DB Regio color scheme: traffic red with light gray stripes and doors.
As an exception, only the S-Bahn Berlin kept its traditional colors, and on the S-Bahn Mitteldeutschland the trains run with a silver paintwork, partly with green and partly with red doors, due to the customer's requirements.
The new multiple units of the Breisgau S-Bahn are painted white and yellow with a lion in the national design.
literature
- Karl Schreck among others: S-Bahn in Germany. Planning, construction, operation . Alba, Düsseldorf 1972, ISBN 3-87094-300-9
- Andreas Janikowski, Jörg Ott: Germany's S-Bahn . Transpress, Stuttgart 2002, ISBN 3-613-71195-8
Web links
Individual evidence
- ^ From the Ruhr express traffic to the S-Bahn, em 6/82
- ^ Deutsche Bundesbahn, main administration (ed.): The new railway. About us . Brochure, 86 A4 pages, Frankfurt am Main, May 1985, p. 51
- ↑ S-Bahn trains move the metropolises . In: DB World . No. 7 , 2017, p. 10 .
- ↑ Jan Thomsen, Regine Zylka: The S-Bahn needs competition. In: Berliner Zeitung . January 5, 2011, accessed June 15, 2015 .
- ↑ S-Bahn Hamburg wins the contract for the transport. (No longer available online.) Deutsche Bahn, June 28, 2013, archived from the original on July 3, 2013 ; accessed on February 15, 2014 .
- ↑ Communication from DB ( Memento from September 5, 2009 in the Internet Archive ) (accessed on January 3, 2011)
- ↑ PRO Bahn News. (No longer available online.) March 7, 2010, archived from the original on August 16, 2010 ; Retrieved March 10, 2010 .
- ^ Rhein -Neckar S-Bahn. Deutsche Bahn, accessed on September 28, 2018 .
- ↑ Deutsche Bahn withdraws application for review - NordWestBahn will operate from 2010. (PDF; 1.8 MB) Press release. LNVG, July 25, 2008, accessed November 12, 2018 .
- ↑ Improvements in local public transport: Expansion of the Donau-Illertalbahn. Retrieved January 22, 2020 .
- ↑ Münster and the Münsterlandkreise are planning a S-Bahn system by 2030. December 2, 2019, accessed on January 16, 2020 .
- ↑ BOMBARDIER TALENT 2 Trains Soon Operating in the Leipzig Area. Bombardier Transportation, November 19, 2010, accessed November 12, 2018 .
- ↑ a b S-Bahn Central Germany starts operating as planned. Press release. Zweckverband für die Nahverkehrsraum Leipzig (ZVNL), December 15, 2013, accessed on November 12, 2018 .
Existing S-Bahn networks: Berlin | Breisgau | Bremen | Dresden | Hamburg | Hanover | Cologne | Central Germany | Middle Elbe | Munich | Nuremberg | Rhine-Main | Rhine-Neckar | Rhine-Ruhr | Rostock | Stuttgart
Planned S-Bahn networks: Augsburg | Danube-Iller | Münsterland | Saarland
Cross-border S-Bahn networks: Switzerland: Basel | St. Gallen | Austria: Salzburg | Vorarlberg