Bochum Stadtbahn
The Stadtbahn Bochum is one belonging to the Rhine-Ruhr Stadtbahn railway system of the North Rhine-Westphalian city of Bochum and the neighboring towns of Herne, Witten, Hattingen and Gelsenkirchen. It is a mixed system of a commuter train and tram stops, which have only a small number of crossing-free sections. The Bochum light rail, as well as the rest of the public transport in Bochum, from the Bochum- Gelsenkirchen trams AG ( Bogestra ) operated.
Operation
For the actual Stadtbahn Bochum in the narrower sense, the standard gauge line is only to count U35. In addition, Bochum also has a "classic " tram with five lines. This tram runs on meter gauge tracks and will run underground in the center of Bochum. While you use the previously built for the planned urban rail system tunnels and stations, but consistently have low-floor vehicles -facing platforms.
The sechsgleisige rail station Bochum Hauptbahnhof is the most important point of intersection between the six Bochum lines dar. Among other things, there is a Platform same transition between subway and two trams possible. For this purpose, the meter gauge tracks are hochgeschottert. The assignment of the platforms on the lower level is so arranged that by tram from the South to the subway heading north or vice versa, there is a direct transition. On the upper level there are two tracks with side platforms that were built for the third line. Otherwise, the tram and the tram, however, several stations use. The standard- U35 and the meter-gauge lines are thus linked umsteigetechnisch at the main station, but also go here on different tracks.
The lines 302, 306 and 308 run at 10 -minute intervals. Deviating run the 310 and the 318 only every 20 minutes. The U35 runs weekdays every 5 minutes (only Hustadt Riemke market; Riemke market to lock Strünkede every 10 minutes), during the holidays and Saturdays, however, also every 10 minutes. The line 306 is also holding a morning 5 -minute intervals, but only between Bochum Hbf and Hordeler road. In the off-peak period is, however, consistently driven on almost all lines every 30 minutes, with the U35 notwithstanding, runs until the end of operation in 15 -minute intervals. The operation of the tram ends shortly after midnight and the light rail after 1 clock. Saturdays, Sundays and holidays at night drive in addition to the night bus lines U35, 306 and 318 per hour in the night traffic.
Lines and stations
The Bochum light rail system is in a star shape created with the main station as the center and comprises three underground trunk routes in the center and seven outer branches, each of which is traversed by one or two lines. In the trunk routes is a north -south connection, an east -west link and a diagonal connection, which runs from south- west to north-east. The lines follow the city's roads. Consequently, the lines are created largely straightforward. Only the King Avenue and in the extension of the road are Kemnader seemed free and not tunneled. Instead of a rail link run here the StädteSchnellBus SB37 (up Koster road ), the City Express CE31 and the city line 353 (up Bernecker Straße).
The routes
Distance I
This is the oldest tunnel sections of the Bochum city railway. Light rail, for which the tunnel was originally built, should run from Hattingen about Bochum -Linden, Weitmar, downtown, Gerthe to Castrop -Rauxel. For this, the northern branch of the old lines 8 and 18 of Herne and Recklinghausen was moved to Gerthe. The tunnel section has four railway stations, ranging from the ramp at Bergmannsheil up to the ramp at Rewirpowerstadion. The route is operated almost entirely in accordance with the original plan by the line 308, but ends up on downtown Bochum in Gerthe district shortly before reaching the city.
The track is meterspurig, but partially expanded light rail moderately straight in the northeastern branch. There and also through the tunnel, the stops are removed largely barrier-free. In the southwestern branch of the lines run almost exclusively as pure tram and there are only a few barrier-free stations. A few years ago, the line was partially equipped with traffic light priority control, also with stops traffic lights, lock the traffic behind the oncoming tram for private transport. Five stops lie in Hattingen. The last two, Bahnhofstrasse, and Hattingen Mitte, are considered to be light rail stations. From Hattingen Ruhr bridge to the terminal this route has a railway-owned rail tracks.
In addition, still runs the line 318 which, reinforced coming from Dahl Bahnhof, 308 Linden middle to the main station on the line. In the off-peak period, the 318 will be extended until Gerthe to keep it there is a 15- minute cycle can. In the morning rush hour, the 318 is also extended and then ends in Hiltrop at the stop Nordbad.
A special feature is found during the stadium traffic. Some trains will be run in double traction, but only in the section Bergmannsheil - Rottmannstraße. The regular and the other trains used for amplification proceed as usual with single cars.
Route II
This north-south connection corresponds in its expansion state most closely to the original plans, as the only one there -propelled U35 Campus line represents a rail according to the stricter definition. This means a standard- operating, high-level platforms, a reduced number of support stations and an independent leadership in shielding of the individual transport. The U35 runs from Herne to Bochum- Querenburg needs to apply a large portion underground. Only between the stop waterway and at the terminus Hustadt she goes above ground, but lies in the center of the university road on a track independent body. Out of 21 stations, six are above ground and underground fifteen, including all six Herner stations. A total of four crossing points are only to be found with the individual transport, in which the rail is preempted by traffic lights. However, the originally planned state could not be achieved because the cities Recklinghausen and Witten have dropped out of the common plans and financing. Originally, the line should connect the two cities. So now to expire in both directions early in Herne, Bochum- lock Strünkede or Querenburg, Hustadt.
Except for the road stop Berning house in Herne, which has no lift, all stations are built barrier-free. In practice, their use for limited mobility proves but sometimes a little more difficult, because the stations are always affected by vandalism: A barrier-free access will be guaranteed up to two overground stations ( waterway and Brenscheder road ) only through the use of lifts by fail vandalism over again for weeks or months.
The U35 has approximately 55,000 passengers daily, the most widely used light rail line in Bochum. To cope with this volume of passengers, she drives during rush hour, usually in double traction and in very dense clock. This also happens at other times, such as Sundays during the festive season. The operation of the circuit U35 is later than other lines of the Bochum railway transport. The last regular trains leave shortly after 1:00 clock on the final stops. Before Saturdays, Sundays and public holidays will be covered by the hour, the time between the end of operation and the start by overnight express trips. A transit traffic in the night then also trains running express buses or vice versa, is ensured by the timetable.
U35 in the middle position on the University road
Stop Ruhr- University
Terminal Hustadt
Route III
For this line was planned to lead from Bochum- Laer over city center, Wattenscheid - Höntrop, center, Gelsenkirchen - Ückendorf, Center, alder up to Herten. Even for these rail the lines of there before traffic streetcars would have been changed. The planned expansion, however, was now laid to rest, although two proposed tunnel sections in the inner cities of Gelsenkirchen and Bochum have now been completed. In Bochum is this tunnel, which consists of four stations, now traversed by the lines 302 and 310 The 302 runs between Laer middle and Wattenscheid center before traveling on to Gelsenkirchen Hbf and Buer Rathaus. She passes through the elongated city in north-south direction and quasi forms the backbone of the Gelsenkirchen transport. The line 310 is from Witten, where she served 15 stops and also passes through the city of Witten. From mid Laer it runs parallel to the 302, but then goes on to Höntrop church.
In Langendreer and Laer and on the routes at the 310 after Höntrop there are several well-developed sections. However, a barrier-free access is rarely available. The line 310 can meet this demand because of the high floor cars anywhere. The 302 is expanded accessible only between stops Dannebaum road and Jacob-Mayer-Straße/Jahrhunderthalle, as well as in Wattenscheid mid August - Bebel-Platz and the freedom road. In Gelsenkirchen, where a long and well- developed route exists, there is much more suitably equipped stations. This track was built for the Soccer World Cup in 1974 with independent track system and expanded for the World Cup 2006 on stadium traffic in double traction operation. Nevertheless, the planned U21 - route was not along this route, but further east. To keep the 302 in Gelsenkirchen at only two stations tunnel. Since 29 January 2006, the new underground city rail line under the center of Bochum in operation in Bochum. Thus, the inner city is now seemed free. The lines 302 and 310 run since between stops Freigraf dam and Jacob-Mayer-Straße/Jahrhunderthalle under the earth.
The circulating exclusively in Gelsenkirchen line 301 stops at seven rail stations in the tunnel and an aboveground before further travels above ground to Buer Rathaus, turns south and ends at the Essen Road in Gelsenkirchen -Horst. In Horst exists with the U11 and the main train station with the culture line 107 connected to the light rail food.
IV route
This is not about one of the originally planned light rail lines. It is operated by the tram line 306 Since, according to planning the downtown area of Bochum, particularly Bongard and the Massenbergstraße, seemed to be free, there was no room for the 306. Consequently, it was considered a candidate for closure and has years of riding practically wear. With the start of construction of the third and final tunnel route this changed, however. A connection to the existing tunnel sections, however, was not so readily. On the tunnel of the lines 302/310 meets the 306 practically at right angles and the tunnel in the U35 has the wrong track width. It was therefore in the station Bochum Rathaus (South) built an underground bridge over which the line 306, the tracks of the 302/310 crossing, arrives at Bochum Hbf. However, it was planned, the 308/318 at the central station to create an operating tunnel of the route towards the Town Hall, so that the carriage of these lines could go to the new tram depot Castel Sant'Angelo. This operation tunnel, was extended, a ramp next to City Hall and a new above-ground city railway station Bochum Rathaus Built. In the further course of the above-ground 306 extensive modernization measures were required. So it was necessary, inter alia, to provide for a greater distance from the tracks, so that more modern and longer low-floor vehicles could meet without any problems. It all stops were expanded accessible. The construction work in the north of Bochum and in Wanne- Eickel was completed in August 2009. Since then, the use of the new low-floor trams on this route is possible. The average speed of the line is to be increased from now 14 km / h to 19 km / h. So the connection between Bochum and pan - Eickelmann to be attractive.
Individual trips are extended in professional and stadium traffic to the stop rewirpowerSTADION.
Constructional features
Conspicuous among the urban rail stations deserve particular those of the third track. Bochum Hauptbahnhof is presented as sechsgleisiger Tower station on two levels. The four tracks on the lower level -3 station run in two tubes with central platforms, with the standard-gauge tracks of the U35 in and the meter gauge tracks of the 302/310 are on the outside. In addition to the level -2, the two side platforms for the tracks of the lines 306, 308 and 318, which are arranged at right angles to the other tracks.
The station Bochum Rathaus, centrally located in the center of Bochum, designed to be a complex arrangement of three individual plants, which are arranged in a right triangle. In fact, two of the three stations carry the additional designation north or south. The North Station is the oldest of the equipment and extending on the diagonals of the Hans Boeckler road to the Bongardstrasse. There, this station has a common link level with the South Railway Station and at the same time with two basements to shopping centers. Bochum Rathaus south runs along the Bongardstrasse and the Willy -Brandt -Platz. It was opened in January 2006, but has already obtained with the Renault Traffic Award 2006 ( Special Prize of the municipalities) an architecture award. In addition to the unusual Faltwerkdecke, the light shafts and the glazed walls and illuminated primarily an underground bridge falls on where the line crosses the 306 station. Just north of this bridge is in ramp location, but already above ground, the third station.
The Lohring station, which really stand out for its shape is reminiscent of an aircraft hangar, has also been distinguished with the Renault Traffic Award 2006. The perforated aluminum plates of the panel have sound-absorbing properties and are derived from the automotive industry. The illuminated floor, glowing lines on the ceiling, a striking yellow cross on a red background on the front side and a sound installation that works with the sound around you, you do the rest.
Mention should still Bochum club / Centennial Hall, which impresses with its steel look, as well as a light installation. The blue illuminated walls in front of the incoming train is amber then red and shine after exposure to white. About one of the entrances of the station there is a heavy iron plate having approximately the weight of an Airbus. All this is a reminder of the direct neighbors, the cast steel works of the Bochum Association, which produces among other things, tires, inter alia, for the ICE of the German railway. A large-format image on the western staircase reminiscent of the old bell-founder Hall of Bochum Association.
Weaknesses
Bochum's network, there are some structural defects that have among other things the 20 -minute intervals on the line 318 to the result. There are some single track sections so between stops center Augusta Linden and Dahlhausen S ( line 318 ) and Gerthe middle and Schürbankstraße (lines 308/318 ). The throat center between Augusta and Linden Linden Center was by the one-track roadside a particularly critical vulnerability. It has now been cleared and reopened in September 2008 after a year of construction. Meanwhile, a 15 - minute cycle is at least possible, which is down from January 2009 on Saturdays.
On the line 310, there are a series of constrictions. Thus, the distance between the field and in Ümmiger Crengeldanz runs completely single track down to a passing place at Am Honnengraben. Another long section between Station Road and at the terminus Heven village is also single track with Dodge Hans Boeckler road and Heven Hellweg. However, these are calculated for the 20 m measured railcars of type M6 and thus are not suitable for the newer cars. Since January 2009, Saturdays every 15 minutes is driven to offer on the section of track shared with the 302 has a steady beat can. Weekday however, it remains at a 20 -minute intervals; Therefore, there is the curious situation that the offer is on the line 310 then less extensive than on Saturdays.
Finally, it should be mentioned that in Gelsenkirchen on line 301 of section Buer South Railway Station, a deployment of NF6D cars is impossible to the last stop Essen Road, as this should not happen type of construction the railway crossing the Emscher Valley Railway. The reason lies in the danger of derailment when passing through the rails, as the two central axes were designed as single-wheel landing gear Single. At this state, nothing will change in the foreseeable future. The Vario tracks but have now started operating on the route. These railcars have fixed landing gear and have no problems with the railroad crossing.
Views
For the replacement of the old M6 cars BOGESTRA has ordered 45 new cars, of which 30 of the first series have been delivered. The remaining 15 railcars follow in the years 2013-2015. These new railcars of the type Variobahn came first in Gelsenkirchen on the line 301 is used, deny now but also the complete daily use on line 306 There are also 6 standard gauge rail vehicles of type tango from the same manufacturer to increase the vehicle reserve for the U35, because the vehicle fleet is currently too low. If all courses are run in double traction, 24 B-cars are needed, but weekdays 7:00 to 8:00 clock even 28 The Bogestra has a total of only 25 vehicles, so it was often in the past bottlenecks. In particular, at peak times which is a problem because the line connects the Ruhr- University Bochum with the main train station and therefore very well utilized. With the new vehicles these problems are now a thing of the past. Delivery beginning for the tango was August 31, 2007, for the Variobahn 7. March 2008. The tango have now all been delivered and are in scheduled use in double traction.
The narrow line 306 have already been eliminated. Completion of approximately 30 million euro costing measures was 15 August 2009 with an opening ceremony of the rebuilt track. A long-term extension of the line is planned 306 over the path of the lines 308/318 to the stop Rottmannstraße, from where the district Harpenfeld as well as the shopping center Ruhr-Park to be connected with a new line again ..
About a reconstruction of the Witten route to speed up the line 310 are currently no detailed information is known. However, there are plans to extend the Streckenast to leisure Heveney or even back down to the district Herbede into it. According to the evaluation of the country after IGVP but is thus probably not to be expected in the medium term. 2007, a setting of the section Witten, Witten- Heven Bahnhofstrasse or Hellweg was to Witten- Heven discussed village. The up to two passing places completely single track is in need of renovation. As part of a cost-benefit analysis should be examined whether a renovation or conversion would be worthwhile to bus operation. Line 310 would then can end main station at the planned new central bus station Witten. On 6 December 2007 the Council of the City of Witten unanimously decided in favor of preserving the line to Heven village. However, this means a review of the bus lines 320 and 339
However, there are specific plans that the line is umtrassiert 310 Langendreer district. After completion of the construction project new trams will no longer turn on the type Variobahn of the Witten street in the university road, but straight on towards Langendreer market, where the route turns right towards Witten einzumünden back into the existing line at Crengeldanz. The line 302 is thereby extended from Laer after Langendreer so that it turns in the market left to serve from there the new terminus at Langendreer S-Bahn station can. Construction of the first phase was held on 21 September 2012. With the completion of the end 2016/Anfang is expected in 2017. More information available on its website the Bogestra http://www.bogestra.de under the item The line 310 A direct connection between Langendreer Witten and S-Bahn station will be built, although technically, but is not included in the previously scheduled operation.
Lately is considered public in both directions over an extension of the U35. The once planned extension on Hustadt to Witten is no longer implemented in all likelihood. As preliminary work, however, there is a right over the road swinging bridge behind the terminus Hustadt. This is to be included in the short distance extension for connection of the Technology Park and the University of Bochum. A later extension of the line to Witten would thus unlikely, although not impossible. At the other end, there are considerations that U35 to extend to Recklinghausen Hauptbahnhof as a substitute for a bus. New this thought is not, because it already appears in the plans for the city railway construction in the 1970s. At that time it did not come to build, because the city of Recklinghausen exiting the rail company. Today, two courses are open for discussion, a partly underground or fully underground route, with optional integration of DB breakpoint Recklinghausen. Already the previous line of U35, the above-ground light rail line ( 30) 5 was originally to Recklinghausen. However, it was the northern branch of the Vestische trams in 1982, seven years before the opening of U35, shut down. Already since 1964, drove the No. 5 DB breakpoint Recklinghausen Süd not more. Concrete plans for the northern extension does not exist, however, at the time. The southern extension of two stops from the University of Bochum was assessed under the IGVP, including an insufficient cost-benefit coefficients and classified as Level 2 projects as part of the demand plan rail. A realization is possible on the current state not before 2015.