Nuremberg S-Bahn
Bombardier Talent 2
The S-Bahn Nürnberg is the S- Bahn network of Greater Nuremberg / Fürth / Erlangen. It was taken on September 26, 1987 opening of the first line from Nuremberg to left ( Pegnitz ) in operation and expanded to Altdorf near Nuremberg, and in 2001 by Roth in 1992. On 12 December 2010 came with the opening of routes to Ansbach, Neumarkt in der Oberpfalz and Bamberg, and the extension of run to Hartmannshof the biggest network expansion in operation. It has since been on a route network of 224 kilometers in length, operating on the four lines, which are operated by DB Regio francs and are built into the tariff system of the regional transport system Nürnberg ( VGN ). In addition to the transport function for the inflowing from the surrounding communities to Nuremberg commuters, the network also has a development function for the Nuremberg metropolitan area and, together with the U -Bahn and tram the backbone of the local public transport.
- 4.1 Expansion of S1 Nuremberg - Bamberg
- 4.2 Extension of S4 from Ansbach to Dombühl
- 4.3 Further plans 4.3.1 S-train to Neustadt ( Aisch )
- 4.3.2 S -Bahn on the right track Pegnitz
- 4.3.3 S -Bahn to Allersberg
- 4.3.4 Extension of S3 after Parsberg
Lines and operating
The S-Bahn Nürnberg operates daily between about 4 and 1 clock clock at night, mostly in 20/40-Minuten-Takt, in education and vocational traffic every 20 minutes in off-peak times every 40 minutes.
Since 12 December 2010, the S- Bahn network consists of the following lines:
Interchanges to the Nuremberg U -Bahn exist at Nuremberg and at Fürth main railway station and at stations Nuremberg Rothenburg, Nuremberg - Schweinau and Fürth- Unterfarrnbach (U - Bf Fuerth Hospital ), the tram at the stations Hauptbahnhof Nürnberg, Nürnberg- dozen pond, Nürnberg- Dürrenhof, Nuremberg and Nuremberg Mögeldorf - Steinbühl. A change to the regional transport companies DB Regio and agilis is at the stations Neumarkt ( Regensburg ), Schwabach and Roth ( towards Hilpoltstein and Augsburg and Ingolstadt ), Ansbach ( Crailsheim, Würzburg and Treuchtlingen ), Fürth ( Würzburg and Cadolzburg ), Erlangen ( Bamberg / Jena) Forchheim ( direction Ebermannstadt ) and Bamberg ( Würzburg / Sonnenberg / Saalfeld / yard / Bayreuth) possible. Almost all stations are also served by bus lines, as well as numerous park-and- ride facilities have been established.
Route and description see: railway line Nuremberg -Bamberg and Nuremberg railway - Schwandorf
The line is operated between Nuremberg and running in 20 -minute intervals, between Forchheim and Hersbruck an approximate 20-/40-Minuten-Takt is offered, the total distance from Bamberg to Hartmannshof runs once per hour a train. Between Bamberg and Nuremberg the existing railway line Nuremberg until the final completion of its own infrastructure - Bamberg shared, between Nuremberg and Hartmannshof the trains on the railway line Nuremberg - Schwandorf ( between Grassington and Hartmannshof together with the regional transport Nuremberg - Neukirchen - Willow / Schwandorf ).
Route and description see: railway line Nuremberg -Roth, railway Nürnberg-Feucht and railway wet Altdorf
The line is operated between daytime Schwabach and wet in 20 -minute intervals and continue to Roth or Altdorf in 20-/40-Minuten-Takt, evenings and weekends is between Roth and Nuremberg 20-/40-Minuten-Takt to Altdorf a 40 -minute intervals as well as offered of Nuremberg. Additional trains between Nuremberg and Nuremberg Hauptbahnhof Frankenstadium be used at major events in the Grundig Stadium, in the Nuremberg Arena or at the Zeppelin Field.
The route runs between Roth, Nuremberg and wet on its own line parallel to railroad tracks Nuremberg - Augsburg and Nuremberg - Regensburg. On the single-track Westast (Roth - Nuremberg ) two-track encounter sections were applied between Roth and Büchenbach, Schwabach and Limbach and Reichelsdorf and Eibach, which are 11.1 expanded to double track of 25.5 km. The Ostast (Nuremberg - Wet - Altdorf ) is expanded to double track between Central Station and humid throughout as well as in the area of the station Ludersheim. The control of the line S2 via electronic interlockings in Eibach ( Westast ) and Fischbach ( Ostast ). These are remote controlled since the end of March 2005, under the Munich operations control center out.
Route and description see: Railway Nürnberg-Feucht and railway line between Nuremberg and Regensburg
The S3 runs in a 20 - or 40 -minute intervals, which is compressed in the rush hour to a 20 -minute intervals. Every two hours, that creates light travel time shifts so as not to obstruct the same route -using remote traffic towards Regensburg. It uses between Nuremberg and wetland parallel to the railway line Nuremberg -Regensburg -lying S- Bahn tracks, but operated so as not to extend the running time in contrast to the previously trains running regional train, the intermediate stations not. Exceptions are major events in Franconia Stadium and Arena: Some trains stop then on Franken Stadium Station. Between wet and Neumarkt the S3 then runs on the railway line Nuremberg -Regensburg. All stations that were operated until December 2010 of the Regional trains are also served by the S-Bahn. In addition, the new breakpoint Feucht Ost was built. The originally planned station Neumarkt- Woffenbach was not realized and the plans postponed. The control of the route is carried out of electronic interlockings in Fischbach and Neumarkt.
Route and description see: railway line Nuremberg - Crailsheim
The S4 connects Nuremberg with Ansbach in 20-/40-Minuten-Takt which is packed at rush hour to a 20 -minute intervals. It will be operated on the track all passenger stations, which also previously owned by regional train relation Nuremberg - were served Ansbach. The Petersaurach North Station is planned to begin as a station for the S4, but was not yet realized. In contrast to the other S-Bahn trains in Nuremberg Main Station is the S4 due to structural conditions not from the tracks 1-3, but from the southern track 22 so that the S -Bahn trains leaving the station does not tick all tracks and have thereby blocking.
Rolling stock
When the S1 began operations, the fleet of 15 x - carriage, which had previously been used in the S- Bahn Rhein -Ruhr, and used electric locomotives of the series was 141 Electric S-Bahn rail cars, as they are already in the inverted S-Bahn networks of Munich, Frankfurt and Stuttgart, in Nuremberg were due to the absence of tunnel ramps, which would have required a strong engine, not necessary.
At the beginning of the 1990s, the S-Bahn Nürnberg received its own x -car sets, the rental vehicles could be returned to the Ruhr area again. After the opening of S2 in 1992 and the resulting increase in capacity required, new cars had to be purchased. The electric locomotives of the series 141 has largely been supplanted by the Series 143, which took over the entire S-Bahn operating from 1994. Since 2002, x - cart only come with a 2nd class ticket for use. With the commissioning of the former S3 between Roth and Nuremberg in 2001 ( this was in December 2010 with the S2 to a line folded) and the repeated need for replenishment of x - cart, the fleet was expanded to the existing fleet. Since the reserve stock of x - cart in Nuremberg is very low, often Leihgarnituren Series 423 from München be used for major events.
Long term, the S -Bahn Nürnberg is separate from their locomotive-hauled push-pull trains, as railcars in the S -Bahn now largely standard and x - cart are outdated and should be scrapped. In the closed in 2004 traffic management contract between the Free State of Bavaria and the Deutsche Bahn, the railway has undertaken to replace during the contract period, the x - carriage by modern EMUs. Accordingly, the German track, the production of 42 train sets of the type Talent 2 at Bombardier Transportation has been commissioned in October 2007 for 170 million euros. The four -car trainsets offer a total of 225 seats are air conditioned and accessible. For the operation they should be consistent with the commissioning of the new S-Bahn routes in December 2010 is available, but it lacked the approval of the Federal Railway Authority (EBA). In the first week of June 2010, the first three vehicle units were designated as Class 442.2, delivered for training purposes to DB Regio Middle Franconia, but had to due to technical failures already after two weeks, be transferred back to the manufacturer Bombardier back. On August 3, 2010 it was announced by the railway that with a listing of the new trainsets to the planned use beginning in December 2010 is expected to be no longer expected, the operating program was run with the network expansion in December 2010 instead of spare trains. In March 2011, the new trains were initially approved by the EBA, but with operational restrictions such as a reduced speed. As a result, rejected the path from the acquisition and the operation was further ensured with other rolling stock. On August 24, 2011, the railway confirmed that Bombardier " in the coming weeks " every 42 ordered for Nuremberg Talent 2 trains will deliver. They should be initially used for training and test drives. On 27 October 2011 the full approval of series 442 has been issued by the Federal Railway Authority. The timetable change in December, first two rounds were run on the S1 with talent 2. Since the beginning of April 2012, then five additional rounds of S1 were performed in double traction, so that a total of seven train sets were performed in double traction. The remaining rounds of the S1 were further performed with locomotive-hauled trains in the replacement market. Since June 9, 2012 now all rounds of the S1 be performed with Talent 2 vehicles. Since June, the S3 is being driven with Talent 2 vehicles in single and double traction. This came on the S4 instead of n- car sets x - cart for use. As of October 1 wrong on the S 4, the first railcars. Since 18 April 2013, all 42 trains are taken in Nuremberg and used. For use on the S2 48 x cars were modernized from 2011 to 2012 and, since July, 2012, all trains on this line from these modernized car.
History
S -Bahn precursor in the 1960s
Since the mid-1960s, with the decision of the City of Nuremberg for the construction of a subway, it was the first time calls for a supplementary rapid transit system for the Greater Nuremberg / Fürth / Erlangen. When Bundesbahndirektion Nuremberg ( Nürnberg BD ), there was about the same time first considering the introduction of a clock traffic on the main routes emanating from Nuremberg. In 1969 these plans were implemented and expanded the trains on the routes to Siegelsdorf, Forchheim, Hersbruck, Altdorf, Neumarkt, Roth, Heilsbronn and Cadolzburg down to a 30 -minute intervals. However, it turned out in the following years that the existing network and node Nuremberg were too heavily loaded main train station and remained the utilization of the trains outside of rush hour short of expectations. This led from 1973 back to a partial withdrawal of the improved offer. Thus, it had been shown that a classical S -Bahn did not realize for the Greater Nuremberg due to the mediocre traffic and the already congested existing network.
Plans for a tram system in the 1970s
1971 began with the Nuremberg BD plans to improve transport in the Greater Nuremberg, at the same time took the industrial region of Middle Franconia belonging to municipalities the preparatory work for the general transport plan on containing the demand for a commuter train. Fürth - - Erlangen - memorandum S -Bahn Nürnberg Schwabach ( APÖN ) drew presented, which occurred strongly for an S -Bahn system in August 1973, the preparatory of the work and planning community to study the integration of public transport in the Nuremberg area was. In it for the first time an S -Bahn basic network for the endpoints Erlangen, running was sketched (left of the Pegnitz ), Altdorf, Roth and Seal village, coupled with the finding that was not to realize this without the extension of the existing railway facilities. The memorandum following was submitted by the BD Nuremberg on 20 March 1975, the master plan for the S -Bahn Nürnberg, which is a 100 km long and about 940 million marks expensive S-Bahn basic network on its own rail body, with 20 or 40 minute intervals and additional stops envisaged. Having had turned out, however, that the investments to be made to set up their own track systems for the planned S -Bahn in no (macro ) were economically meaningful relation to the projected utilization of the network, was wanted by the BD Nuremberg from September 1975 following options, an economic specific power plan.
In May 1978, plans were unveiled for a construction phase, initially only the line of Roth Nuremberg Central Station to wet and the mainline clasp Roth - foresaw wet. This first stage of construction was then removed from economic and operational considerations to the route Nuremberg - extended left ( Pegnitz ) and the extension of wetland to Altdorf and included in the Medium-term financing program from 1978 to 1982 on 13 October 1978. Were planned Specifically, the three existing lines today from 1979, for which investment cost of 725 million marks (price level: 1978 ) were estimated. However, problems arose in the percentage allocation of grants between federal and state governments, the first to take part by the commitment of the City of Nuremberg to the costs could be overcome. In order for the Federal Republic of Germany took over 435 million Deutsche Mark (about 56%), the Free State of Bavaria 272 million Deutsche Mark (about 35 %) and the City of Nuremberg 68 million Deutsche Mark (about 8 %) of the estimated cost of 775 million D-Mark.
Realization of the first stage of construction
On November 2, 1981, the first contract for the construction and financing of the S -Bahn Nürnberg was signed, subsequently began the detailed plans by the BD Nuremberg. After the investment proposal for the first stage of construction at the Federal Ministry of Economics was filed on November 9, 1982 took place on October 1, 1983, the first sod for the S1 to run. The recording operation took place on September 26, 1987 held at the same time accounting for the railway line Nuremberg - Schwandorf almost all regional train stops between Nuremberg and running, only individual stations are even today still operated in the rush hour of the regional rail trains. The next day, the transport association Greater Nuremberg came into force.
The further expansion of the network towards Altdorf and Roth was delayed because of unresolved routing since the beginning of the 1980 planned high-speed line from Nuremberg to Munich. To select this was the extension of the railway line between Nuremberg and Augsburg, including construction of a 21 km long mainline replacement route Fischbach - Roth or a new route via Ingolstadt as a branch of the railway line between Nuremberg and Regensburg. Since both variants have led to increased utilization of existing routes then make shared their own tracks for the train would have been necessary. But in order to realize the S2 ( Nuremberg - Altdorf ) not to delay further, 1987 is independent of the high-speed lines - planning route was ( the railway line Nürnberg-Feucht ) presented and approved, could be so that construction work began on 15 June 1988. Also in the summer of 1988, extensive construction work began on the tracks S1 2/3 to improve the tracks of 18/19 the transfer connections to the metro and tram in the area of the Nuremberg main station for the installation of the S -Bahn line. To schedule in September 1990, the route was taken together with the new breakpoint Nuremberg - Dürrenhof in operation; the planned investments amounted to 140 million marks. On 21 November 1992, the S2 started to Altdorf. On the route to Neumarkt and Regensburg now accounted for the regional tram to the main station and wet, they are operated solely by the S-Bahn. Newly came the Nuremberg Franken Stadium Station.
After 1991, a new line was to Ingolstadt decided ( with a subsequent expansion of distance to Munich ), was again planning freedom for the S-Bahn to Roth, such that on 29 June 1994, the construction work could begin. With the commissioning of the S -Bahn on June 9, 2001, all intermediate stops were on the railway line Nuremberg -Augsburg until the stations Schwabach and Roth decommissioned in passenger and operated by the parallel S-Bahn. Through the subsequent opening of the breakpoint Nuremberg - Steinbühl on 5 September 2004, the first stage of construction was completed.
In 2001 the completed expansion 740 million DM were invested. Forecasts went from a ridership of 20,000 people per day on the new line from, in addition to 10,000 travelers in regional express trains to and from Roth or Schwabach. The Free State of Bavaria ordered 400,000 additional train-km for the S -Bahn operation.
The S- Bahn network was now up to the 11 December 2010 from the lines:
Further expansion - 2nd stage of construction and supplementary network
Since the late 1990s the routes to Ansbach, Forchheim and Neumarkt and the expansion of S1 to Hartmannshof be planned, but ensured financing difficulties of side of the collar again and again for planning delays. Only in 2005 these plans were concretised, the completion of all extensions were ultimately for the end of 2010 (lines to Ansbach, Neumarkt, run - Hartmannshof ) sought or 2016 ( line to Bamberg, forward operation as early as 2010 ). In the presence of the then Bavarian Minister of Economic Affairs and Transport Erwin Huber took place on 10 August 2006, the groundbreaking ceremony for the S -Bahn to Forchheim. On September 4, 2007, the financing contracts were for the other three extensions of it and the CEO of DB Netz, Volker Kefer signed. The total investment for the expansion of the three routes, including the barrier-free development of all stations, amounts to almost 200 million euros. When completed, the length of the route network of 67 today will rise to 206 kilometers.
The infrastructure for the lines to Neumarkt (S3) and Ansbach (S4 ) comprised mainly the adaptation of the track and signaling systems for higher speeds and a denser block distance. The existing stations along the two routes have been ( or will be ) placed on the S-Bahn usual standard requirements (140 meters long and 76 centimeters high platform with barrier-free access ), was rebuilt at the S3 the breakpoint Feucht Ost. In November 2005, the new electronic interlocking in Neumarkt went into operation, carried out its operation from the operations center of Munich. For the construction between Nuremberg and Ansbach were 92 million euros, spent 63 million euros for between Nuremberg and Neumarkt. The existing S1 was extended from left ( Pegnitz ) about Hersbruck (left of the Pegnitz ) to Hartmannshof. For the single-track section between running and Hersbruck was again provided with a second track and the track electrified up to and including Hartmannshof. The breakpoints in Ottensoos and Grassington were moved closer to the town centers, in Happurg created a new breakpoint. The necessary investment amounted to 55 million euros. Then there were another 6 million euros to match the 85 or 96 inches high platforms of the existing stations between Nuremberg and running at the new height of 76 centimeters. On the new Westast the S1, the first stage of the proposed operational concept was launched. Between Nuremberg and Fürth a separate S-Bahn railway was built, but that is gone until after completion of the construction work platform at the breakpoint Rothenburgerstraße on 18 December 2010. The stations between Nuremberg and Bamberg were partly provisional, dependent on the further expansion of the planned high-speed line towards Erfurt and the planned pivoting between Stadeln, Fürth and Erlangen- Eltersdorf of 38 centimeters adapted to the new target platform height of 76 centimeters. The total investment for the already realized and yet to be established infrastructure amounts to a total of 180 million euros.
The expanded, now offers complete 229 km long and 75 stations S - Bahn network went from 12 December 2010. The delayed because of bad weather extension for a second track between Fischbach and Feucht ( S2/S3 ) was completed in April 2011. The breakpoint Nuremberg Rothenburgerstraße (S1 ) was in May 2011, in operation, the provisional herzurichtende until the construction of Verschwenks for the S -Bahn stop Vach (S1 ) on 1 July 2011. The unfinished breakpoints Petersaurach North and Obersasbach (S4 ) should be realized by eliminating cross at level crossings in 2012, but in 2013 are not yet in operation. Furthermore, was provided by their admission, the gradual transition from substitute concept with locomotive-hauled push-pull trains on the new multiple units of the type Talent 2. This has taken place since June 2012, on the S1 and S3. In December, the S4 should be changed.
View
The Bavarian Railway Company intends to award the operation of the S -Bahn Nürnberg freehand in a beginning in the fourth quarter of 2013 method with preliminary qualification competition. To be given is traffic contract to begin in December 2017 and run for about twelve years. Beginning in February 2014 announced the Bavarian Department of Transportation to postpone the commissioning of the S- Bahn network by one year, until December 2018.
With the commissioning of new Ebensfeld -Erfurt the lines of the S -Bahn Nürnberg to be rearranged. The S1 is then run between Bamberg and Neumarkt (in the future after Parsberg ), the S2 between Roth and Hartmannshof and S3 between Altdorf and Nuremberg. The S4 will continue to operate between Nuremberg and Ansbach (soon after Dombühl ), driving the new S5 to Allersberg. On January 2, 2014, in force from December 10, 2017 to December 8, 2019 traffic contract for the S -Bahn Nürnberg was announced in Europe. The split into lots, contract comprises a total of approximately 7.3 million kilometers per year.
Expansion of S1 Nuremberg - Bamberg
During the construction of the high-speed line Nuremberg - Erfurt between Fürth Bamberg is to be expanded to a total of four tracks, two of which are used by S -Bahn, further regional and freight services. After the realization of the expansion, the S -Bahn to run until obtaining the weekdays at 20 -minute intervals.
Between Fürth and Eltersdorf the S-Bahn to starting eastwards be pivoted into Knoblauchsland from the previous track; while the existing station Vach is replaced by a further south station Fürth- barns and established a new station Fürth -Steinach. However, the pivoting, which should ensure the connectivity of the proposed but now abandoned industrial parks Nuremberg -Fürth -Erlangen is controversial. The city of Fürth has repeatedly announced to appeal against an appropriate planning approval decision. In addition, the stations Fürth- Unterfarrnbach be (in future: Fuerth Hospital ), Eltersdorf, Erlangen Erlangen -Bruck and S-Bahn meet rebuilt. Between Erlangen- Bruck and obtaining the additional breakpoint Erlangen -Paul- Gossen-Straße arises. Between Nuremberg Central Station and Nuremberg - Rothenburgerstraße the breakpoint Nuremberg - Steinbühl that already existed for the S 2 was put into operation on 28 December, 2012. The other relevant construction work to be completed by 2016, this scheduling is however particular because of the announced lawsuit against the city of Fürth the S-Bahn pivoting in question.
Extension of S4 from Ansbach to Dombühl
On 7 October 2009, the Bavarian Ministry of Transport and the German Bahn signed the planning agreement to extend the S -Bahn line S4 Ansbach afield to Dombühl. Construction of the approximately five million euro project, which involves the adjustment of routes and safety systems as well as the re-opening of the stop - Leutershausen Wiedersbach supposed to be in December 2017, is expected.
In the new, starting in December 2017 new transportation contract, the S-Bahn extension is included by Dombühl.
Further plans
S-train to Neustadt ( Aisch )
A S-Bahn to Dietersheim is also still in conversation, their realization because of the unsatisfactory utilization of regional trains, however unlikely. In addition, the railway line Nuremberg -Würzburg is so busy that a 20 -minute intervals without a third track is not possible and was thus postponed for financial reasons. The regional rail services were for the period from December 2008 to December 2018Vorlage: in future / In 4 years, through a competitive project ( Middle Franconia train ) to the German railway, so that by the expiry of the transport contract no S- path is provided.
S -Bahn on the right track Pegnitz
In connection with the planned electrification of the railway line Nuremberg - Cheb as part of the Franken- Sachsen- Magistrale in 2008 by the Bavarian Ministry of Economic Affairs, a study for implementing a S -Bahn on the right Pegnitz route between Nuremberg and Neuhaus an der Pegnitz and the distance along the Schnaittach Simmelsdorf - Hüttenbach commissioned. In December 2018Vorlage: Future / In 4 years, the transport contract with DB Regio Middle Franconia on the diesel network Nuremberg runs out.
S -Bahn to Allersberg
The Allersberg Express will be integrated in 2017 as the fifth line in the S -Bahn system. The timetable change in December 2013, the offer was first integrated into the Munich -Nuremberg Express.
Extension of S3 by Parsberg
The district of Neumarkt since the first drafts already provides for the S3 to Neumarkt considerations to an extension of this route until after Parsberg, which was clarified in September 2013 again. Together with the VGN should further planning be initiated, a connection Parsbergs could be the timetable change in December 2018. In this context, the construction of an additional station to open up the south-eastern parts of the city of Neumarkt is sought. The station Neumarkt- Woffenbach is not yet part of these considerations.