Interregio
The Interregio (short form: IR ) is a type of train that is used in several European countries and has been used previously. Inter -regional train there today in Switzerland, Belgium, Luxembourg, Poland, Denmark, Hungary and Portugal ( Interregional the CP).
In Germany and Italy, the train type Interregio since June 2006 and June 2007 is no longer used.
Under the brand name Interregio it was introduced in Germany in 1988 by the German Federal Railroad as a train system of long distance traffic and should replace in the long run the former D- train, who drove in individual timetable documents. Regions and central cities should be linked with firm, operating in clock lines to the long-distance network, under the supplementary charge networks of InterCity ( IC) and Euro City (EC) and (from 1991 ) the Intercity Express (ICE).
In Switzerland, the category Interregio was introduced to distinguish fast trains with modern, fully air-conditioned cars from those with conventional, non- air-conditioned cars can.
Germany
History
Conception
After the deficit of the Federal Railroad was reduced by DM 250 million to develop the IC network in Germany, there was a need to make the still existing deficit-ridden D- train - transport more attractive and profitable. Basic concept was there, in Germany the market segment between local and long-distance transport (IC ) with vertakteten trains to improve and offer city connections with direct contact to the neighboring countries. Even if the Inter Regio came on many high-traffic routes between major cities and metropolitan areas for use, he joined but primarily medium-sized centers and tourist destinations with the existing IC-/ICE-Netz for which in principle is a need for long-distance connections, but a connection to the existing IC network did not appear profitable.
Due to the planned replacement of the D- train he wore in the planning stage name " XD- train ". Characteristic of the Interregio should the two- hour intervals, be the use of modernized D- train - cars, catering services in a so-called bistro and a distance between the holding stations from 20 to 50 kilometers. The idea was to create a " train to feel good ", for travel between 100 and 500 kilometers in length, with a focus on average 150 kilometers journey length. However, these trains were currently being used by commuters for significantly shorter distances, who appreciated the spacious Interregio with their loosened seat landscapes.
Based on a simulation of an economically optimized network of 18 lines was generated by transport current distribution. The construction schedule was not doing an average travel speed of 90 km / h and hold times of up to two minutes at least two hourly clock and defined system stops with an average distance between stops below 30 km is based. These trains should gradually, with the exception of international trains, replace D trains.
The D- train offer the German Federal Railroad lost from 1979 continuously in demand. The traffic performance went 1979-1986 by a total of around a quarter and drove a 1987 deficit of 600 million DM. The cause were different quality characteristics. For example, was fundamentally different rolling stock used, while the average distance between stops between nine and 51 kilometers was. The experiences of the intercity concept that in the same period could have an increase in traffic capacity of 84 percent, significantly contributed to the decision to Interregio.
Realization
The operation of receiving the first IR line in September 1988. The Federal Railroad planned at that time to replace the D- train - traffic gradually through inter-regional. Until 1992, should be converted to 962 D- train - car. The structure of the network ( 18 lines) should be completed by mid -1990s.
The first IR lines in 1988 between Hamburg and Kassel, and set up ( 20 May 1989) between Kassel and consistency. At launch, the new brand was " The new compounds in 2 -hour intervals " advertised with the slogan, in reference to the clock system of Intercity. A television commercial was, under the motto " Inter Regio. The new chapter of rail travel. " Aired.
The inter-regional brand should stand for over regional rail service with gehobenenen comfort with a variety of interiors. With a top speed of 160 largely or 200 km / h and scheduled stops, no longer than two minutes, cruising speed in the inter-regional system in which to 200-km/h-Linien the values should average about 20 percent above the average of the D- trains, the intercity system should essentially be achieved. In line speeds between 85 und 117 km / h should be provided each day Zugpark and about 1000 km mileage. Same time, more travelers kilometers per year per vehicle and a stronger clockface of the distance and transport should be achieved.
Together with the six existing intercity lines were offered to eight lines with the two new IR lines in the DB long-distance trains daily 325.
For annual timetable 1991/92 seven regular-interval IR lines were inserted. Seven D- train lines were also scheduled technically prepared for a switch to IR -Wagen material that was not yet in sufficient numbers.
The Roadmap 1993/ 94 12 lines have been operated in IR quality and 13 D- train lines as IR precursor (see line overview). Were also introduced bicycle and push pull control car.
High phase
As of 1990, the inter-regional network has been increasingly extended to the network of the Deutsche Reichsbahn, starting with individual pairs of trains on the route Munich -Nuremberg- Leipzig and an extension of the line from Dusseldorf to Bebra to Weimar. In addition, in transit between the Federal Republic and West Berlin were used first IR trains with IR cars from May 1990 to the line between Cologne and Berlin, after DB and DR for 200 km / h had a year earlier introduced fast express trains.
Increasingly, individual IR trains were extended beyond the regular end points of that line out or connected lines, usually in the holiday regions or abroad, but also the connection Konstanz -Göttingen -Flensburg was offered as a through train. IR trains arrived so temporarily to Luxembourg, Innsbruck, Amsterdam, Padborg or Olsztyn / Olsztyn.
As of 1991, almost all express trains were converted to standard line and moving to the beat IR trains or on IR precursor, which were still operated as a D- train with the traditional carriages ( see line overview). Only in 1994 the conversion to IR traffic has been completed. Nevertheless, some compounds remained, particularly in the military traffic, as a D- train.
1992 achieved the web with the Interregio revenues of DM 420 million, a year later there were 744 million DM timetable change in May 1995 accounted for season ticket holders (outside transport associations ) the contract award requirements for the Inter Regio. In its heyday, the Interregio serve approximately 320 system break ( compared to around 80 in the IC / ICE traffic ).
Problems and end
1996 laid the first German railway, convert profitable IR lines in IC lines and delete wasteful compounds or convert them into ( funded by the countries ) regional services. As a major cause was the foreseeable end of the economic useful life of the modernized car. In addition, many routes did not allow attractive times and suffered from the mid-1990s under decreasing passenger numbers at the latest. The average utilization of the inter-regional example, was in 1992 at only 44 percent. While in urban areas the trains were overcrowded, they drove to the edge distances almost empty.
In July 1998, plans were announced to the DB to remove about half of the inter-regional trains in two stages to May 1999. The reason the company led to a lack of demand. The plans were partially withdrawn to public pressure. The timetable change on 30 May 1999 had 30 inter-regional trains, including the complete line between Aachen and Berlin. Critics saw this as an attempt by Deutsche Bahn, to increase the utilization of their IC and ICE trains.
In 2000, the transport performance of inter-regional and express trains went yoy supply-side driven by 0.3 to 7.8 billion passenger kilometers.
In the fall of 2000, the German railway announced the timetable change to adapt the inter-regional train services in demand in the wake of the market -oriented supply ( MORA ) in June 2001. Thus, the efficiency of passenger transport should be long term. The inter-regional lines 15A and the lines Würzburg Erfurt and Hof -Regensburg and Munich should be omitted. The offer should be addressed inter alia, on the lines 12, 14, 15, 19, 21, 22, 27, 28, 34, 36, 39. Has been added an IR pair of trains between Hamburg and Berlin (via Uelzen and Stendal ). The state of Baden -Württemberg was able to convince DB to offer up to the end of the timetable change in 2002 these regional trains as a substitute for their own account then. The country paid it a grant of DM 29.5 million to modernize 170 commuter cars. The states of Rhineland -Palatinate and Saarland came a little later to a similar agreement. As a replacement for the canceled inter-regional trains between Bremen and Cuxhaven DB taught as a pilot project, a highway express bus. The IR line between Magdeburg and Berlin was first obtained after negotiations by DB and the State of Saxony -Anhalt; the country made for six of the seven pairs of trains a partial loss compensation, which should represent eight million DM annually by DB calculations. Numerous other inter-regional trains between Berlin, Rostock, Schwerin and Stralsund were replaced by regional express trains at the expense of the affected states. The state of Lower Saxony could enforce the preservation of two pairs of trains of the line Berlin / Leipzig, Hanover and Oldenburg North dike Mole. On the initiative of the State of Hesse planned the states along the IR line Aachen- Chemnitz, write out the intercity travel internationally. Mid- June 2001 also accounted for the road Regensburg -Hof the IR line 25 Nationwide accounted for by this schedule change daily 13,000 inter-regional train-kilometers; about 5,000 of them have been replaced by transport offers.
According to railway data from mid- 2001, the Inter Regio have been run an annual deficit of 300 million DM. The company therefore wanted to withdraw from the market until 2004. Connex had offered in mid-2001 to establish the InterConnex a successor to the Inter Regio. With seed funding from federal and state governments as well as an appropriate marketing strategy to reposition was possible. To take up the offer to the timetable change on December 15, 2002, acquisition of the necessary vehicles and staff from the DB was necessary. DB AG rejected the offer. On March 1, started in 2002 with the InterConnex a first private-sector Fernzugpaar in Germany.
In the spring of 2002, the German Bahn (lines 12, 15, 21, 22, 23, 25, 27a, 34, 36) and eight other announced, possibly even adjust to the next timetable change nine inter-regional lines by IC or ICE lines replacing (lines 11, 14, 16, 19, 20, 26, 27, 28, 29, 39). The canceled to this timetable change eight daily InterRegio pairs of trains between Hamburg and Flensburg were seven regional trains ( operated by the North Frisian transport companies ), one Euro City train pair Prague Aarhus and Hamburg -Aarhus, a Euro Night - train pair Munich Copenhagen and only a replaced Fridays trains running IR Flensburg- Chemnitz. The additional cost of the land would have amounted to 2.7 million euros; be through the awarding of regional rail services to a private provider compared to the corresponding DB offer but 1.5 million euros has been saved. The state of Bavaria ordered for the Munich- Regensburg -Hof doing a regional traffic at Deutsche Bahn. For expanded to 1.7 million kilometers per year offer the DB did with 5.5 million euros the best deal. The timetable change on 15 December 2002, the intercity travel was almost completely set. At the same date and the blue-gray exterior design of the trains was abandoned.
Result of the divestment of various lines on the ICE transport capacities were at the IC trains become free, also had by the regionalization law changed the legal framework. Most of the profitable sections of the IR traffic were converted into IC lines, not adjusted profitable routes or in - converted transport lines - to be appointed by the countries and payable. In view of the fact that IR features were (for example, in the Rhine- Main Transport Association ) have been in some transport associations with composite tickets available, this made for commuters deterioration. The path generated additional revenue if these commuter tickets then the long-distance passenger transport bought what was flanked by the associations with attractive transition tickets.
The last Inter Regio, which reversed a so-called Tagesrandzug between Berlin and Chemnitz, was set the timetable change in late May 2006. The last scheduled performance was the IR 2282 on 27 May 2006, which went from Chemnitz to Berlin Schönefeld and was drawn by locomotive 101136-0. From Schönefeld Ersatzzug IR 2800 ICE - Tz 1171 drove Zoologischer Garten Berlin scheduled terminus.
List of IR and D- train -stroke lines stand June 2, 1991 (DB) / 1 June 1992 (DR )
During the Expo 2000, June-October 2000, which inter-regional line Flensburg- Hamburg -Hannover has been extended to Kassel.
Inter-regional bus
With the exception of Heilbronn and Paderborn in the late 1980s were all large German cities connected by a network of timed long-distance trains. Between 1988 and 1990, then reversed on the routes Heilbronn- Würzburg ( eight times daily) and Heilbronn- Mannheim ( twice daily) inter-regional bus routes to there connections to the IC network to create. The runs were carried out by the business Bahnbus Stuttgart.
The buses had - as the trains - the blue InterRegio color and had two classes. The front section was the first class with dark leather chairs. The rides were accompanied by a hostess. For passengers, a cellular phone was already available. At low delay of the bus, the driver made contact with the Zugleitstelle in Würzburg, and the long-distance train waited necessary.
In North Germany, there were times on the route Bremen- Cuxhaven inter-regional buses.
Appearance and car equipment
In order to find an appropriate design and appearance, a competition between different designers was announced by Karl- Dieter Bodack from DB design center in Munich. Winner was Jens Peters with the team BPR from Stuttgart.
From the outside, the inter-regional could be recognized by their blue color: The window strip was held in distant blue (RAL 5023) with a thinner, 26 centimeters wide trim in pastel blue (RAL 5024 ). Other hallmarks of the trains were in the first and second class, the combined Greater compartment car with interior colors the then prevailing taste accordingly in pastel colors such as pink or mint green, the room divider and wave ceiling followed organic architecture. In addition, attention was paid to a wide side passage to go during the trip. The basic idea in the car design was the possibility of free choice for travelers metropolitan area or compartment seating. The majority of inter-regional trains led a cafe bistro. Instead, a minibar was offered to individual lines and trains.
The heating of the IR car was made using a hot water system, which prevented the usual ordinary car heaters disturbing smell of burnt dust. Up to the Bistro car, the cars were not air conditioned. This problem was Karl -Dieter Bodack aware why he grappled with equipment of all cars with an inexpensive air conditioner out of the coach section, but could not prevail. At the end of the 1990s in transport newly reinforced double-decker cars were used with air conditioning, the attractiveness of the inter-regional fell especially on warm summer days compared to air-conditioned trains.
Another, hardly used Traveller detail were lockers for luggage and valuables.
From the year 1992, the inter-regional trains with coaches who possessed a bicycle compartment were fitted (type BIMD (z)). In brackets, which were developed especially for this purpose, ( up to 13 bikes with tour groups ) were up to eight bicycles are transported. As of 1995, came on some lines (initially Karlsruhe -Salzburg, Lindau -Saarbrücken, Frankfurt - Münster / M) is a larger compartment for bikes and bulky luggage added, which was located in the newly acquired control car behind the cab.
The folding table in the greater area are held with magnets in its upper position. Since these magnets are not fitted in the back, but at the two front corners of the table surface, magnetic disks can there of stored items (such as hard drives of laptops and credit cards) be at risk.
Car park - production by conversion
The entire development of inter-regional trains presented a special feature within the vehicle manufacturing in Germany dar. To save costs, the former express train passenger cars of model years 1968 to 1979 were converted for Interregio, since they no longer appeared in time for the intercity transport and D trains. The interior in the style of the 1950s to the 1970s has been expanded to make way for a newly developed layout.
The reconstruction in the former repair shop Weiden / Oberpfalz not happened by conventional assembly line production, but in group work in so-called " depots ". A group of various skilled workers formed a Meisterei. They were responsible for the complete conversion of a carriage from the first to the last step. The advantage of this mode of production, a more humane way of working with more responsibility and creativity was seen, so the system was closely monitored in the professional world and in business circles, since such a procedure in large-scale industrial production was not common.
A prototype was first created in 1985, after a year earlier design studies have been made. But only some compartments have been redesigned this. It was rebuilt in the Awst in Frankfurt / Main, and then presented to the headquarters of the DB. 1987 produced two more prototypes of the first and second class cars. Except for the fixed and non-opening windows they corresponded to a very large extent the rule execution, whose production has also been included yet in 1987 or 1988.
The delivery of the first car was celebrated on 11 May 1987 in pastures. Among the guests were German Transport Minister Jürgen Warnke and Federal Railroad CEO Reiner Maria Gohlke.
In the former DB repair shop, which is now under partner for vehicle equipment ( PfA ) changed its name, were in pastures DB express train passenger cars of types Am203, ABm225 and Bm234/235 to cars of the first class Aim260/261 and ARkimbz262 ( bistro car), as well as to car of the second class Bim263/264 and later Bimd268 rebuilt ( with bicycle compartment ). The PFA had before production starts 34 cars converted ( eight Aim, 22 Bim and four bistro car ARbuimz162, conversion from ABm ).
To be able to also use the expanded network in the new states with IR cars were also rebuilt D- train cars to InterRegio cars from 1991 in RAW Halberstadt for the German Reichsbahn. As based on the types of AM201, ABom222 and Bom280 from Halberstadt production, which were equipped with bogies of type GP200 (series AM200, ABom226 and Bom281 ) were partly new car of the DR ( model years 1984-1990 ). These were approved by the installation of a magnetic rail brakes for speeds up to 200 km / hr.
By converting the Bimz256 series originated ( 10 copies ), Bimz259 (238 copies), ABimz265 (2 copies) and Bimdz267 ( 10 copies, with bicycle compartment ). A special feature of this restructuring was that the DR- car got new side walls (imaginary twelve instead of the original eleven or ten compartments ). By now matching with the federal railway carriage window number of the equipment of the German rail cars could be adopted without major modifications. However, the advantages and entrance areas correspond to the specifications of the UIC type Z (DB: UIC -X) and were greater than that of DB - car, the compartments, however, by one percentage point less in length ( 20913 instead of 21060 millimeters). For DR- car only car of the Second Class were rebuilt.
The Reichsbahn took over but by purchase from the Federal Railroad converted 27 first - class carriage ( Aimz ) and 23 BordBistro cars ( ARkimbz ) and also set a 40 - compartment own wagon type Amz210 in IR livery. Some of these former DB - 1994 cars were then already delivered to the DB AG.
Some other cars were prepared in 1991 for use on the new lines of the DB. These were the types Aimz261.4 (28 pieces), Bimz264.4 ( 113 pieces ), ARkimbz262.4 (13 pieces) and nine cars bicycle Bimdz268.4. These cars were given the closed toilets, new water tanks (for which a locker segment was sacrificed ) and the equipment for emergency brake ( ep brake). Similarly, the train destination signs were installed in the doors. Previously planned the DB the construction of the first 50 cars, 160 cars and 30 second-class BordBistro cars in pressure- tight design for tunnel rich new lines. With the fall of the Berlin Wall in 1989 and for cost reasons this project was discontinued in 1990.
1992 bicycle compartments were set up, each with eight parking spaces in all inter-regional trains. The planning of 1992 saw before, build a fleet of 1400 InterRegio car. In 1992 184 cars of the Federal Railways, and 209 of the Deutsche Reichsbahn were rebuilt, increasing the total stock 901 car. In the same year, the procurement of new vehicles was intended for the inter-regional network, since you had the car designed only as a temporary solution for a limited useful life of 10-20 years. The end of 1992 called on the German Federal Railroad industry to submit offers. Due to changed web policy has changed this project later, emerged from it are ultimately the ICE T EMUs of Deutsche Bahn.
On 28 May 1993, the PFA handed over the 1000th InterRegio car to the then German Federal Railways.
While were installed at the first inter-regional car at each end of the wagon luggage lockers, you have this amenity generally omitted in the last reconstruction years following conversion of the ep- car.
Last 20 still control cars were purchased in 1995, which carried the identifier Bimdzf269 to allow in the large terminal stations such as Munich Central Station, Frankfurt (Main ) Hbf Leipzig Hbf or lower turn times for train routings. The car emerged under the responsibility of ABB Henschel with LHB, Alcatel SEL from the conversion of DR- wagon types ABom226, a Bom281 and two injured Bimz259, built 1983-1992 for the German Reichsbahn.
A further twelve control wagon type Bimdzf269.2 were primarily intended for use on the IC line 8, Munich -Nuremberg- Leipzig -Berlin- Hamburg. Six of them were in orientrot painted with stripes and six in traffic red - light gray. This control car with IR device were performed without the clutch cover, as this proved to be susceptible to interference. Later, you have removed the flap even when the Bimdzf269.0.
More cars in IR paint were 40 Amz210 from the wagon Bautzen in 1991, which largely corresponded to the Halberstadt design and sliding doors possessed. An IR device they have never received. These cars were outclassed later to mixed- or second-class cars and are now turned off or sold. They are sometimes found in modernized form in the Bavarian and privately operated alex.
Two Bvmz185, four Avmz107; and 16 Bpmz293 from the IC car series were for the FD 1980/81 King 's Lake, Hamburg- Berchtesgaden painted in IR colors, even if the train type and interior of the cars had nothing to do with the Inter Regio. It was also a first- class Y / B 70 - car of the Reichsbahn " accidentally ," as it was called, painted in IR colors without adjustments to the interior.
List of converted InterRegio car (DB, DR and DB AG), use today
Today, part of the former InterRegio car is in many intercity trains in the current color scheme continues in use. While be included with some intercity trains only because of the bicycle compartment InterRegio car, is for others, the entire train - except the pure first - class cars - from former InterRegio car. All IR-control cars are used in intercity transport. The former first - class cars are not used in intercity trains, they are off for the most part. However, the bistro car with first class part in many IC trains in use, they replace there the dining car and run recently (March 2008) in Euro City trains (Berlin- Warszawa Express, bistro area rebuilt ). The two gemischtklassigen InterRegio cars were downgraded to second-class carriage, and are still in intercity use. For the EC- traffic routes with long and medium-sized passenger volumes to provide the IR cars at their seating area here, however, are for EC trains generally prescribed car with air conditioning, which in addition to the bistro does not have the IR cars.
Some IR cars of the first and second class operate today in IRE and RE trains and carry the traffic- red finish the DB business area DB Regio. For the Schleswig -Holstein - Express these were supplemented with blue guard stripes in the roof area and adjusted the interior color of the current corporate design.
It is striking that - apart from the first - class cars - mostly the Federal Railroad cars are still in use while the car is parked at Reichsbahn base despite their much younger substance for the most part. It is these cars have been partially sold abroad, so you can see this car, for example in Turkey - in the current color scheme of the Deutsche Bahn. Former Federal Railroad cars, however, were partially given to the Dutch State Railways ( NS), the exterior paint to the current color scheme of the NS (yellow- blue) was here, however, adapted, while the interiors in the original IR design was left in pastel tones.
In the past few years has been reported by various media on several occasions that a greater number of former InterRegio car had been scrapped at various DB corporate locations or via external scrap recycling companies. This is partly justified even in old age the former donor car: It was in the inter-regional concept of a useful life of the converted cars from 10 to 20 years out.
Elimination of inter-regional
The German railway led the business acquired by her predecessor tracks InterRegio offer initially continued and expanded it further, but soon began with the setting of individual compounds. Increasingly, however, the present product concept was even before leaving. As a first step IR lines are no longer served in their characteristic two- hour intervals. It was also often even without the use of bistro car and modernized car.
The inter-regional lines were largely converted to the timetable change on 15 December 2002 intercity lines. Get remained the IR lines 14 Chemnitz- Riesa- Berlin, 94 Dresden Görlitz -Breslau, and individual traits in holiday regions. As part of the price reform for same day IR - season tickets went up by up to 8.9 percent. The price of IC cards time was lowered by 6.4 percent over the previous year. For years card was a transition period: Until December 15, 2002 acquired IR Years cards had, at no extra charge, even in the IC application. Until then, the Inter Regio was regarded as a popular, affordable alternative to the InterCity / ICE.
Meanwhile, countries like the tickets and transport were particularly out on the weekends to a significant decline in passenger numbers. With the expansion of the ICE network were often viewed as inefficient parallel transport between the much more attractive by new transport vehicles, the IR and the ICE emerged which was to disentangle it. Making matters worse was that the transition from the state railways on the German Bahn AG ICE traffic was still in deficit, while the Interregio was to cover costs.
The task of the IR network in December 2002 and the related elimination of long-distance trains or conversion to höhertarifierte trains broke everywhere from large protests, where suddenly all regions were cut off from the city rail traffic. Some compounds were omitted entirely or in sections and were served by much better -utilized regional trains, while on more profitable routes that have been converted into IR expensive IC or ICE trains without having to travel speed and comfort substantially increased. No Longer IR routes improved the number of passengers in the cab, the new vehicles - could keep the travel times well - despite frequent often hold.
The track replaced in some IC trains the previous feed - through bistro car of inter-regional. This really customer friendly measure to employ the more pleasing and lower-priced bistro operating in IC trains and passengers offer a matching Dining options at the middle and shorter travel distances, was generally interpreted as a loss of quality. Also run numerous IC trains with former externally umlackiertem InterRegio rolling stock or at least its control car.
Initiatives and passenger federations - such as Pro Bahn, VCD, citizens train instead exchange web or DBV - as well as former employees of the DB AG also doubt the information provided by the car to the unprofitability of certain routes, especially since the German Federal Railways or German Bahn AG few years earlier, the inter-regional as by far the highest demand trains from other long distance trains such as Intercity or Intercity Express stated. Critics alleged that DB AG was employed by the Länder move increasingly to the ordering and payment of compensation benefits in the form of continuous long-distance commuter trains. This contrasts with that countries such as North Rhine -Westphalia and Rhineland -Palatinate wanted to compress the transport without the need for the route capacities were available. In many cases a systematically conducted and deliberate deterioration of supply, quality and Wartungs-/Reinigungsinvervallen by the DB AG is criticized, but which also resulted from the fact that the DB had to cut costs and rather unpredictable frictional effects occurred.
Other hand, excess return required in connection with the proposed rail privatization in this context are suspected as the cause of the IR settings.
Another consequence of the abolition of the IR network is a deterioration of the free offer of transport for disabled people. In SGB IX a free carriage of disabled persons in surcharge-free D- trains in 50 - kilometer radius from the place of residence and is provided within the transport association. This scheme was extended to the IR if the IR was released for composite tickets or the holder of the card moved in the 50 - kilometer radius from the place of residence.
Continued existence of the inter-regional and replacement services
Despite the officially announced cancellation of inter-regional transport, the train type initially remained on two lines obtained when these neither a two -hour intervals even had a bistro: Until 11 December 2004 IR trains were on the routes Dresden- Görlitz - (Breslau) and used to 27 May 2006 Berlin - Chemnitz. With their attitude to the timetable change on 28 May 2006, the last remnant of the inter-regional network disappeared. In the timetable period from 28 May 2006 until 10 December 2006, regional express trains, which have been ordered by the states of Brandenburg and Saxony, used. This went on weekdays twice a day on the track Chemnitz Berlin. Used, among other IR car, but which, as has been done previously in the transport colors came ( traffic red for the most part ) have been repainted. A pair of trains operated only on Sundays.
InterRegio replacement services
On some routes reversed after 2002 at the urging of countries continue to IR -Wagen, but now as a regional or InterRegio express, such as the four-nation Express München- Marktredwitz farm- Gera and Leipzig ( discontinued in 2007 ) or the Bayern Bohemia Express Munich - Prague. On other routes are different types of trains - sometimes also other utilities - are used. Here is a list of replacement services:
- In a section of the former IR line 25 yard -Munich- Oberstdorf wrong from December 2003 between Munich, Kempten, Sonthofen to Oberstdorf Allgäu - Express, short ALEX. This train was jointly operated by the state railway and SBB GmbH. Since December 2007, the ALEX was driven as Arriva Provincial Railway Express, since the sale and the renaming of Arriva Germany to Netinera 2010 finally as alex.
- A call for the part Munich- yard with then daily five pairs of trains and a turn towards Cham - Furth im Wald and on to Prague ( four pairs of trains, including two from Nuremberg ) as a winner Regentalbahn which this compound from the timetable change in December 2007 with modernized car in IR quality also operates under the name ALEX.
- Between Hamburg and Flensburg and further into Danish Padborg ( Patt castle ) first inverted the Flex transport company and later the Nord-Ostsee -Bahn with its " Flensburg- Express" in the two- hour intervals. This compound is replaced after re- tender by the State of Schleswig -Holstein since December 2005 by Regional Express trains with the name " Schleswig -Holstein - Express" Deutsche Bahn. For this slightly modified IR cars are used.
- In Baden- Württemberg the train type InterRegio Express was introduced as a replacement for the Inter Regio. For this purpose, modern double -decker trains were purchased, which now connect with each other in a two -hour intervals, for example, Stuttgart and Karlsruhe, and Stuttgart and Lindau.
- Between Oldenburg and Wilhelmshaven wrong instead of the inter-regional North Western Railway local trains as IR replacement.
However, a real replacement Transport provide the features described mostly not represent an indication of this are, for example, the sinking comfort, extended travel times, which offer thinning (less and / or non- overclocked connections per day) and hardly coordinated existence, shape and quality of the various spare trains.
Overview of the current IR replacement lines
Switzerland
The Inter Regio train category was introduced as a long-distance traffic, with frequent trains to keep as Intercity. Initially, there was next to continue " ordinary " high-speed trains.
Occasionally change the train categories Interregional and Intercity during the movement of trains (eg Basel - Zurich -Chur ) or Interregio served on individual sections of the same stations as the Intercity ( eg Zurich HB- Weinfelden ). Since there are no special fares or surcharges for specific train types in Switzerland and inter-regional and intercity hardly differ from the rolling forth the distinction for travelers is also less important than in Germany. The inter-regional trains of the SBB normally associate with air-conditioned Mark IV or IC 2000 cars in locomotive-hauled commuter trains.
The Narrow Gauge Railway Central Railway offers on their network also inter-regional connections, the process needs to be called rather than RegioExpress, especially since it is ordered regional traffic. The same is true for the Interregio Pre-Alpine Express.