Rhine-Ruhr S-Bahn

The S- Bahn Rhein -Ruhr is a multicenter S- Bahn network of transport associations Rhine-Ruhr and Rhine -Sieg in western North Rhine -Westphalia. It includes large parts of the European Metropolitan Region Rhine - Ruhr which the Ruhr and to North Rhine-Westphalia belonging part of the Rhineland be counted as agglomerations.

The in- field of the transport association Rhein-Sieg part of the network is also known as S -Bahn Rhein-Sieg.

For use are different vehicles depending on the S -Bahn line. Mainly electrical pull trains from locomotives of the series 143 with x - Cart and Electric Railcar of the series used 422 and 423, drive on to the diesel paths S 7, Abellio Rail, Alstom Coradia LINT - unit trains and S 28, operated by the Regiobahn GmbH and belonging to Veolia Transport RBE traveled, TALENT trainsets. The original plan was to create since the end of 2012, 430 series vehicles. From December 2014 to be used on the lines S 5 and S 8 railcars type Alstom Coradia Continental.

5.1 Operational consequences
5.2 Exceptions and Notes
5.3 reliability

6.1 destination network in 2015 6.1.1 lines in the target network in 2015
6.1.2 line network in 2015

6.2.1 Indisponibel (fixed)
6.2.2 Level 1 ( 2015 Implementation )

7.1 Planned breakpoints
7.2 Former breakpoints

8.1 vehicle overview
8.2 vehicle use
8.3 entry height

History

Even before the Second World War with the Ruhr -speed traffic, a system of accelerated local trains have been introduced, which already included a large part of today's suburban railway network in the Ruhr. In places there was even owner-occupied rail tracks, as it mostly is currently the case.

In 1948 this system was under the name " rapid transit ", " rapid transit district " was added later. In addition to the previously used steam locomotives of the DR- 78 series also specifically developed for this purpose locomotives DB Class 65 now were used.

The S- Bahn network was inaugurated in 1967 with electric locomotives on the route from east to Dusseldorf Ratingen - Garath and was the first operated with a conventional power train S- Bahn network. This network has since been continuously expanded and now consists of 13 lines.

Tenders

On 20 May 2011 the VRR has the operation of the lines S 5 and S 8 for the period 14 December 2014 to 8 December 2029Vorlage: Future / advertised in 5 years. As the sole criterion of the lowest price was named. The total volume was reported to be approximately 3.6 million train kilometers per year. In addition, the tender shall contain the following statement: "The award of the S 5 and S 8 occurs under the condition that the contract to extra-judicial settlement of pending litigation and to improve the local rail in the jurisdiction of the VRR ' from 18.5.2011 shall remain in effect. "

On 28 May 2011, the VRR has published information on changing the existing contract with DB Regio NRW GmbH dated 12 July 2004. For the S -Bahn, the following changes are described therein:

" In the S -Bahn area

The paths of the S -Bahn lines S 1 and S 11 are amended,
Is the S -Bahn line S 7 be omitted and replaced by the S -Bahn lines S 1 and S 11,
Will set up a new direct connection between Neuss / Dusseldorf Airport and Dormagen and the schedule situation in Dusseldorf relaxed by
The capacity on the S -Bahn lines S 1, S 8 and the timetable change 12/2014 on the line S 6 are significantly increased by longer trains. "

Furthermore, in this amendment agreement, the term of the contract for the lines S 5 and S 8 are reduced from December 2015 to December 2014 and for the remaining lines from December 2015 December 2019Vorlage: extended future / in 5 years.

On January 25, 2012 There was a news story that DB Regio have S 5 and S won the tender of the lines 8. On January 27, 2012, reported that the decision could be appealed. Since February 6, 2012, it is clear that DB Regio NRW won the tender. DB Regio NRW to the lines from 2014 to 2029Vorlage: / operate in the future 5 years.

According to VRR all S -Bahn lines in the composite space are re-tendered at the turn of 2019/2020.

Lines

Due to the competition of three major railway companies the Rhineland and the Ruhr had been developed by a number of railway lines. Even with the introduction of the Ruhr rapid transit these were summarized through expansions and new links to new routes. This practice was followed in developing the S- Bahn network, which is why the current S- Bahn lines sometimes traveled half a dozen different railway lines.

Kursbuch routes 450.x (x corresponds to the line number), the 13 December 2009.

Future lines

According to the decision of the board of Zweckverbandes transport Rhineland (NVR ) to operate the line RB 23 ( Voreifelbahn ) from the timetable change in December 2014 S23. As of December 2015, the rides the line to run after Herchenhain S13 as S19. The line designation S13 to be reserved for the extension of the line to Bonn -Oberkassel.

Former lines and different running paths

Since 1990, the line reversed S 21 parallel to the line S 1 with the difference that they turned off to Dusseldorf from sub- council to Dusseldorf airport terminal, turned there and went back on the track of the S 1 to the north via a connecting track. The line S 21 was adjusted to 24 May 1998, the line S 1 took over until the opening of the airport mainline station on 27 May 2000 and the branching sections of the present airport terminal

As part of the interworking 2009 main line of the S - Bahn Rhein -Ruhr was set with the S 7 for the first time.

Interworking 2009

With the timetable change on December 13, 2009, there were significant changes in the overall network of the S- Bahn Rhein -Ruhr ( victory ). The line S 7 was abandoned or split:

The S 1 was extended from Dusseldorf main station to Solingen Hauptbahnhof and replaced on this line segment S 7
The S 11 was extended from Dusseldorf Dusseldorf main station to the airport terminal, railway station and replaced on this line segment S 7
To replace the deleted in rush hour trips to the south 11 to Wuppertal - Vohwinkel the amplifier sections of the line were S diverted 6 and from Langenfeld from Dusseldorf Hauptbahnhof as line S 68 to Wuppertal - Vohwinkel, the additional trains to and from Ratingen Ost were up to three trains in the morning in the load direction Ratingen Ost - Dusseldorf deleted without replacement.
The previously bound by the line S 1 amplifier features of the line S 7 are now driving an amplifier features of the line S 1 between Dusseldorf Wehrhahnlinie and Solingen, partly through attached via main station in Remscheid after Wuppertal- Barmen.

The reason for this grid adaptation was the desire to have the number of hourly trips between Dusseldorf main station and Dusseldorf -Derendorf ( HVZ ) or Dusseldorf Wehrhahnlinie ( NVZ, including shunting in the siding ) from twelve to nine to reduce, so in case of faults, the impact can be minimized on the other lines. The plans came already in the spring of 2007, but were not implemented the timetable change in December 2007. After a decision by the VRR Board in June 2009, the line change was now carried out the timetable change on December 13, 2009.

The grid adaptation has several implications:

At least in the rush hour, it remains at twelve trains per hour between the main station and the train station just over a kilometer north lying Wehrhahnlinie (including the need for shunting in the siding and out ). The thinning of the offer between Dusseldorf and Dusseldorf - Wehrhahnlinie Their village 's sole responsibility to the line S 6 ( continued falling amplifier units ).
The range between Dusseldorf - Ratingen Ost and Their village is largely halved in the HVZ ( 20 minutes instead of 10 -minute intervals ).
Through various small corrections to the train paths clocked transitions between the different S -Bahn lines were hampered been made to impossible, so there is at lines S 6 and S 8 southbound one minutes difference, north facing even two minutes ( ie, the S 6, which runs according to schedule from before the S enters 8 ), with the lines S 7 and S 28 northbound one minutes difference (southbound exit at the same minute), as well as the lines S 11 and S 6 (amplifier) head north also one minutes difference (southbound exit at the same minute). In the course of network adaptation, it now comes back to timed transitions between the lines S 6 and S 8 and new lines between the S 1 and S 28 (southbound with a minute difference). A timed transition between the lines S 11 and S 68 is hardly possible departure times differ by two minutes northbound and southbound much as three minutes.
Through the exchange of Endhalte the lines S 11 and S 7 (or now S 1), the amplifier drives the S 1 can now be carried out with diesel-powered trains, as they can not enter the underground station Dusseldorf airport terminal. This now opens up the possibility to continue the trains on non -electrified route Solingen- Remscheid- Wuppertal, Remscheid which at least in the rush hour gets a direct flight to Dusseldorf.
As a further consequence of the exchange to get the left-bank cities like Neuss and Dormagen a long- desired through direct connections to Düsseldorf Airport. This leads to the strange situation that the terminal station of Düsseldorf Airport go now trains with the inscription "S -Bahn Cologne ". This brand tries the German Bahn AG since 2008 in place of " S -Bahn Rhein-Sieg " to establish, although this was renamed by the purchaser of the transport services for the regionalization law, the transport association Rhein-Sieg and since 2008 the administration union transport Rhineland, neither causes has been approved. The City of Dusseldorf is feared that label could confuse Foreign passengers at the airport, and calls on the German Bahn AG for talks. This sees no need for action.

Rates

In the S-trains the rates of the transport association VRR or the traffic group VRS apply. The lines S 6 and S 11 ride in the fields of both public transport networks. In Düren (S 12), the Aachen traffic network connects within Unna (S 4) applies to the tariff of the transport association Ruhr -Lippe.

Schedule

The clock movement is enough now for years on most lines to the following principle:

20 -minute intervals: on working days except Saturdays during the day (S 30 5 -minute intervals )
30 -minute intervals: Saturdays, Sundays and public holidays during the day and every evening

The schedule is easy to remember because there are a two operational concepts common component ( base clock ), namely the hour. Its knowledge allows spontaneously the approximate estimation of the currently valid schedule. The indication of the 36 minute traffic, for example, means then:

Traffic minutes 16, 36, 56 during the validity of the 20 -minute clock
Traffic minutes 06, 36 during the validity of the 30-minute clock

Operational consequences

Without that the validity of the hour basic clock would affect it, it comes on Mondays to Fridays during the transition from day to evening traffic to the elimination of trains or other fractures of the usual running path in some lines, directions and intermediate stops. Some of the fractures contain only an extension of stay by 10 minutes.

Wherever overlap two or more lines, the question arises cheap time intervals between the lines. Conveniently they are in two lines when their 60-minute basic clock 9-12 minutes apart, as these distances then in the 20 - valid as at 30- minute intervals and two clocks to an acceptable continuity ( and vehicle utilization ) perform on the track. Other overlays are not optimal, but still useful.

Exceptions and Notes

Line S 1 (i.e., in the morning in the direction of Dusseldorf, in the afternoon towards Solingen ) amplified between Dusseldorf Wehrhahnlinie and Solingen main station in the HVZ in load direction by individual additional trains. In each case a train comes in the morning from the direction Remscheid -Lennep and drives the afternoon until Wuppertal- Barmen over Remscheid. These trains with diesel railcars. These two trains without stopping between Dusseldorf -Eller center and Dusseldorf main station.
Line S 2 runs in Dortmund with train groups from / to Essen and Duisburg and at times Recklinghausen. On the routes Gelsenkirchen - Gelsenkirchen and Essen - Essen- old food - Oberhausen - Duisburg line always starts only every hour. The additional traffic running between Dortmund and Herne (s) traction system ( s) of S 2 drives or drive to / from food and ( Monday to Friday daytime) Recklinghausen. Trains to Recklinghausen not drive past a tub - Eickelmann, but the track triangle in it. Saturdays, Sundays and public holidays, as well as in the evening waiting for the train group Duisburg S 2 in Wanne- Eickel 10 minutes for the sequel to Dortmund in the 30 - fits instead of 20 -minute intervals.
S line 5 runs in Dortmund daily with train groups Witten and Hagen, which always last and first Mondays to Fridays during the day pass ( under extension of Witten- Hagen) in the S 8.
S 6 is mornings supplemented in the HVZ in the load direction between Ratingen and Dusseldorf East Central Station with three amplification stages. Of which runs a train between Dusseldorf -Rath center and the main railway without intermediate stops on long-distance and freight tracks. He can not operate the high-volume S-Bahnhof Dusseldorf Wehrhahnlinie thus.
Line S 7 has been operating since December 15, 2013 Wuppertal Hbf via Remscheid Hbf to Solingen Hbf ( occasional trips to Dusseldorf main station) in 20 -minute intervals and replaced the line RB 47 This is the second S -Bahn line (next S 28) that is not operated by the Deutsche Bahn subsidiary.
S 8 has been operating since the timetable change from Wuppertal- Barmen to Hagen Hauptbahnhof in 20/40-Minuten-Takt.
Line S 9 runs in the section Bottrop Hauptbahnhof to Haltern am See, only hourly.
Line S 11 departs on December 13, 2009 / to Dusseldorf airport terminal.
Line S 12 runs on Saturday mornings every half hour not only to Sindorf, but to Düren.
S 13 line drives at night once to Aachen Central Station and back ( without a stop in a hurry village and Eschweiler, Booth June 9, 2013 ).

Reliability

In 2008, each train was delayed by an average of 1.53 minutes in the VRR area. 2007, there were 1.41 minutes and 1.29 minutes in 2006. While punctuality has improved on the S 1 and S 5/8, it has deteriorated on all other lines, only the S 4 and S 9 remained constant. 2008 were 1.83 % of the S- train rides from unforeseen, 2007, there were 2.85%, which can be explained by the hurricane Kyrill and a total of nine days of strike. Compared to the year 2006 ( loss of 1.19 % of all train movements ) results in a deterioration.

Planning

Destination network in 2015

In the late 1990s 2015 line extensions and the following lines were under the name of the destination network planned ( the assignment of line numbers in the destination networks of VRR and VRS is partially contradictory ). Through the network adaptations of 2009, some of these plans are outdated.

Lines in the target network in 2015

The continued construction of the S 4 via its present western end of the line in the tunnel from Dortmund - Luetgendortmund is also planned. The single-track tunnel to be extended to the immediate south of the station Dortmund- Bövinghausen, the S 4 43 Emscher Valley Railway run from there on the ( to be electrified ) routes at the RB until Herne, later to Essen Hbf.
The S 5 to be upgraded especially with new breakpoints and a continuous 20 -minute intervals.
The former S 7 should be extended beyond the middle of Solingen, Remscheid Hbf and Wuppertal- Barmen Wuppertal Hbf, to which this route section should be electrified. However, this proves to be due to the listed Müngstener bridge as costly. Therefore, use of diesel multiple units would be necessary, although not allowed to drive Dusseldorf airport terminal in the station. By the was the timetable change in December 2009 abolition of that line S 7 and replacing it with the changed along the route lines S 1 and S 11, this schedule will probably not be realized.
The S 8 is to be extended from Mönchengladbach Hbf via Reydt Hbf to Reydt - Odenkirchen. A new breakpoint Mönchengladbach University of Applied Sciences is intended to occur between Mönchengladbach Hbf and Reydt Hbf.
The S 9 should get a direct, additional branch over a completely newly built branch line in tunnel location in Bottrop city center to a new underground railway terminus Bottrop Bottrop -Mitte in the area of the central bus station. Due to the enormous expense ( an aboveground execution would because of the dense development in the urban area definitely not considered) was several years ago decided not to implement the existing since the 1970 plan, especially since most do not ending in Bottrop trains for operational reasons anyway continue only the main station located on the outskirts would be able to approach; a relocation of rail transport in total in the city would not therefore have taken place with this complex project.
The S 11 is to be expanded to double track between Cologne and Bergisch Gladbach Dellbrueck to allow a 10 -minute intervals.
The S 13 is to be further extended by about Troisdorf city of Bonn Bonn -Oberkassel. For this purpose, one or two new tracks to be built along the banks of the Rhine route between Troisdorf and Bonn -Oberkassel. From Bonn -Oberkassel a commuter train every hour to continue on existing tracks to Linz. The final financing of the 434 million -euro project is secured, according to Department of Transportation NRW (March 2013). Delays have occurred including through the dispute with the Rhein- Sieg-Kreis to the construction of the Victory Bridge. Critics accused the Deutsche Bahn to delay the project in order to make their own contribution in later years must. In August 2006, a compromise was reached in the dispute over the construction of the Victory Bridge. End of June 2006 announced the then state minister of transport Wittke, the project, like all other planned rail construction projects to stop for the time being until the financing is ensured under the new conditions caused by the shortened regionalization funds the federal government. In August, however, Wittke denied press speculation, the plans were stopped; However, he gave no clear commitment to the construction of the line, this plan also should be checked. In October it was announced that the tests on the Order Guarantee were positive and the plan approval process will be completed by the end of 2006. The plan approval process was completed in 2011 and construction has been available since October 2013. Meanwhile, the chances of implementation of the project were considered to be not very good. This is partly due to the huge increase in costs, on the other hand, to the fact that while the Bonn center will be impossible to achieve with the Central Station and the former government quarter with the S 13. Also called the DB after they had those anticipated completion date repeatedly correct backwards, since the year 2011 no mandatory completion date more. A construction will begin for the earliest 2016Vorlage: forecasting future / In 2 years. ( See also: S-Bahn Rhein-Sieg # plans )

A new line S 14 is to associate with the Eifelbahn the Oberbergische (RB 25). For this, the Agger train between Cologne and Overath must be fully expanded to double track and all stations to Agger and Eifelbahn must be provided with high platforms. A electrification is not provided. This can be realized, the project only after completion of the Cologne train - West ring that creates a connection from Cologne's S- Bahn route to the south and travels around the city center of Cologne thereby west.
A new line S 16 to run from Solingen Wuppertal, Cologne and Bonn- Bruhl to Mehlem and possibly further on existing tracks to Remagen. The project requires next to Cologne S -Bahn - West ring the construction of two new tracks along the left bank route.
A new line S 18 is to replace the RB 38 of Horrem about Bedburg to Dusseldorf, including Erftstraße web has to be electrified.
A new line S 19 (VRR ) is from Hagen to Essen replace the RB 40 and replace from food to Bottrop to Haltern am See the S 9. Originally, before planning to forego a threading in the tracks of the S 1. From Essen Hbf the line should extend over Essen-Kray South and W Scheid, in Langendreer ablated platform will be rebuilt with the tracks 6 and 9, the operation of Bochum- Ehrenfeld and Bochum- Langendreer West was not provided in this planning.
The plans for the Rhine -Ruhr Express include changes in the RB 40, after run the line from Essen main station on the route of the S 1 to Bochum- Langendreer and go on a newly built, single-track and level same compound curve of the railway track to Witten should.

Line network in 2015

After planning status by 1999:

New lines or sections in italics.

Current MRP

The state of NRW in 2006 reclassified all transport projects. The S-Bahn projects were classified as follows:

Indisponibel (fixed)

S 13: Troisdorf- Bonn -Oberkassel (20 - minutes)

Level 1 ( 2015 Implementation )

S 11: Two-track expansion Cologne Dellbrueck - Bergisch Gladbach (10 - minutes)
S 14: Expansion Köln Frankfurter Straße - Gummersbach (20 -minute intervals Cologne - Overath )
S 28: Extension of Mettmann city forest to Wuppertal - Vohwinkel (20 - minutes)
S 28: Circle Line Mettmann - Wülfrath -Ratingen - Dusseldorf Airport / Dusseldorf main station ( 30 minutes)

S28 to Wuppertal Hbf

On 19 December 2013 the Ministry of Construction, Housing and Urban Development and Transport of North Rhine -Westphalia has granted approval of the submitted grant request for extension of S28 of Mettmann City Forest to Wuppertal Hbf. The operation is to be taken in December 2016, following completion of the construction project.

The Müngstener

VRR has beginning in July 2013 announced that the regional rail line RB 47 ( The Müngstener ) from Solingen Hbf via Remscheid Hbf to Wuppertal Hbf from December 2013 to operate as a line S 7. At this time Abellio Rail NRW took over the line from Deutsche Bahn.

Breakpoints

Planned breakpoints

The existing lines following breakpoints are to be added:

Former breakpoints

The following breakpoints are no longer hit or not all there lines running past:

Rolling stock

First electric locomotives of the series were 141 with n- wagon used ( " pieces of silver "). From about 1972/73, these were supplemented by multiple units of class 420. A complete replacement has not been possible since the Munich S-Bahn will be equipped with the delivery of new 420s priority and also also other regions (Frankfurt am Main in 1975, Stuttgart 1977 ) for there upcoming S-Bahn openings with these vehicles had. So went even 1976 lines S 1 and S 3 with pieces of silver, but is increasingly used with locomotives of the series 140 Only the S 6 from Essen Hbf to Langenfeld was driven in the pure form from 1973 or 1974 with the series 420.

Since the 1970s, the West German locomotive industry produced only electric locomotives of the DB Class 111 and was looking for uses for this, it was decided to use the S- Bahn Rhein -Ruhr instead of multiple units pull trains with locomotives. For this, the x - cars were developed beginning in 1979 gradually replaced the previously used vehicles.

Since German reunification in the GDR developed by LEW Hennigsdorf locomotives of the series 143 are used by the DB, since these are better suited due to their greater acceleration for the S -Bahn as originally developed for long-distance range 111 come addition since 2000 on the lines to and from Cologne (except for the S 6) multiple units of class 423 used. Since start of operations in 1999, the line S 28 is operated by Talent railcars Regiobahn GmbH with the series designation VT 1000. The management is responsible for doing the RBE.

Since 2004, came in the Ruhr again railcars of series 420 are used after they have been completely replaced in Munich by the series 423 and in other regions (Frankfurt am Main, Stuttgart) an excess inventory of 420s was available through additions to this series.

From 17 November 2008 the existing S-Bahn cars were supplemented by new multiple units of class 422 and later replaced. The trains from the series 143 and x - cars were gradually replaced. The railcars currently operating on all lines except the S 6

In December 2009, the transport association Rhein- Ruhr announced that, instead, the series should be 430 also used in the S- Bahn Rhein -Ruhr as a result of problems with the admission of other vehicles of class 422. Delivery of the vehicles should be completed by the end of 2012. A total of 116 series vehicles should be 422 and 430 used in the VRR. However, it was announced in April 2011 that the appointment of additional railcars for the S- Bahn Rhein -Ruhr was canceled. The reason the upcoming tender for the associated S -Bahn lines S 5 and S 8 was called by the VRR. The there vacant units of class 422 are then to replace instead of the Series 430, the locomotive-hauled trains on the lines S 6 and S 68 in December 2014.

On 3 April 2012, the German railway and Alstom announced the appointment of 28 trains for use on the lines S 5 and S 8. The vehicles are equipped with a modified head according to EN 15227 standard with the latest crash absorption elements. They are designed for a platform height of 76 centimeters. Many platforms to keep the lines S 5 and S 8 currently have a platform height of 96 centimeters.

Since December 15, 2013 Abellio Rail NRW is on the line S 7 a The Müngstener multiple units of the type Alstom Coradia LINT 41.

Vehicle overview

Vehicle use

In December 2010, the following vehicles or vehicle combinations were used on the S -Bahn lines:

As of June 13, 2010 should be used on the S 6 in the morning tractions of the Series 422. For this, the amplifier drives should be omitted. This change was also not implemented the timetable change on 12 December 2010.

Due to the absence of the vehicle 143, it may occur on other lines than the S 6 and S 68 and the use of individual x carriage sets of locomotives of BR, for example, S 11, or S 4

As of February 17, 2014 S7 also tractions are used on individual journeys of the line.

From the timetable change in December 2014 to be used on the S-Bahn S5/S8 engine type trains Alstom Coradia Continental. The released multiple units of class 422 are then replaced on the line S6, the x - carriage.

Entrance height

Since the introduction of the 420 series operate in the S- Bahn Rhein -Ruhr vehicles with an entrance height of 1,000 mm. Also for the diesel line S28 specially adapted Talent trainsets were obtained with a step-in height of 1,000 mm. In contrast to the S28 line have on the other S -Bahn lines, not all platforms a convenient height. Rather, the German railway still currently building as part of a restructuring program platforms to a height of 96 cm.

At the invitation of the S -Bahn lines S8 and S5 of VRR that vehicles to be procured, which have an entry height of 76 cm announced. The thereupon ordered 28 Alstom Coradia Continental to be used from December 2014. 21 Of the 45 stations of the S -Bahn S5/S8 have a platform height of 96 cm ( including Dusseldorf main station) and 24 of a 76 cm. More new vehicles to be procured as part of the re-tendering of the S- Bahn Rhein -Ruhr timetable change 2019/2020.

On February 4, 2014, the VRR made a commitment to producing a platform height of 76 cm on all S -Bahn stations. A time for it has not called. So far, the VRR has presented no plan to adapt the platform heights of 76 cm. Likewise there is no statement on the future of the line S11 S-Bahn Cologne.

680681