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The closures began on July 22, and lasted until December 20, On six weekends in the summer, the trunk line was completely closed and a replacement rail service was set up.

On the remaining weekends, commuter trains between Pasing and Ostbahnhof as well as Hackerbrücke and Ostbahnhof operate every 20 minutes.

For remaining work at the station Donnersbergerbrücke took place on the weekends and in late traffic from March to June again blocked. It was set up on two weekends rail replacement traffic between Pasing and Hackerbrücke, otherwise reversed commuter train trains.

On September 14, on the line S8 the breakpoint Freiham was reopened, which is to connect the new residential area Freiham. It is located one kilometer east of the decommissioned station Freiham.

Construction had begun on June 12, On December 15, , the S 27 from the main station to Deisenhofen was discontinued, the trips are taken by the half-hourly Meridian trains of the Bavarian Oberlandbahn, which are extended in the rush hour via Holzkirchen and the Mangfalltalbahn to Rosenheim.

In addition, the terminus of the S 20 line was relocated from Deisenhofen to Höllriegelskreuth on the Isartalbahn. In , the Dachau—Altomünster railway line, which had previously been used by line A, was electrified which was the final stretch of the S-Bahn.

Furthermore, a two-track meeting section between Bachern and Schwabhausen and an additional crossing station in Erdweg were built. The planning approval process was completed in January From April 28 to December 13, , the line A line between Dachau and Altomünster was discontinued for line electrification, and the Class railcar drives were replaced by bus replacement buses.

After completion of the conversion work, the electrical operation was started on 14 December Instead of the hourly clock is now offered in the rush hour, a minute cycle.

The route is operated as a wing section of the S 2. The last cost estimate was 47 million euros. The construction was originally scheduled to start in and completion was scheduled for In , however, only of the ordered trains were available, so that on some routes until had to be driven with turning trains.

The first vehicles came from the first series of this series. In the following years, due to the higher demand for vehicles, about 30 vehicles of the second construction series came to Munich.

The number of trains of the second series of construction varied, as they were also exchanged with vehicles from other cities.

From to also came vehicles of the fifth and sixth series to Munich, these were used after but again in other suburban rail networks.

From , some vehicles of the seventh and from the eighth series were added, so that the vehicle stock in Munich in included vehicles.

Since the delivery of Class vehicles, the Class trains have been delivered to other cities, sold or scrapped.

For the time being, the last regular passenger service in the Munich S-Bahn network drove a train of this series, the so-called "Olympia motor coach", on 5 December on an amplifier circulation line S 8 and was since then only in the museum service at regular special trips to be found.

Due to the electrification of the A line and the resulting vehicle shortage since December again series trainsets are used.

These are 15 units taken over from the S-Bahn Stuttgart, but due to the lack of regular train traffic, they can not run on the main line during rush hours.

They therefore take over exclusively the amplifier services on the S 2 between Dachau and Altomünster as well as amplifier rides on the west branch of the S 4 line and the S 20 line.

Currently planning the S-Bahn Munich and the Bavarian railway company, 20 to 30 other units from Stuttgart to Munich to match the rising numbers of passengers.

These are to be equipped with the existing units with the Linienzugbeeinflussung in order to be able to drive in the trunk tunnel.

These were located in the railway depot of the Südostbayernbahn in Mühldorf am Inn. The vehicles were procured again in for the track, previously were used on the line A n-car push-pull trains with diesel locomotives.

However, the entrances to the trains were not barrier-free because of steps. Following the electrification of the line, it was replaced by a branch line of S2, and Class s were replaced as well in June From the autumn of , the class trainsets, some of them over thirty years old, were replaced massively by new vehicles of the class The new vehicle emissions were enforced line by line, as the trains could not be coupled with each other.

First, the S 7 line was served by the new locomotives. By , locomotives were delivered. In , another 23 units were procured.

In , four more trains were delivered, so today there are traction vehicles. In , the double decker trains used in the Netherlands were briefly used on the then S4 between Geltendorf and Ebersberg.

Patrons were invited to fill out a questionnaire while onboard describing their experiences while boarding and riding the train.

The concept was to increase passenger capacity at the same time as accommodating bicycles, prams, and wheelchairs with efficiency.

The trains were pulled by a DB Class locomotive at each end of the train. Nearly all lines use the core route through the city centre in the underground, creating a bottle-neck responsible for long and increasingly frequent delays from even the smallest disruptions.

The disadvantage of current core route is the inability of trains to reroute themselves onto different tracks in an event of disruption.

The second tunnel will be It will have three underground stations Hauptbahnhof, Marienhof, Ostbahnhof and two surface stations Laim and Leuchtenbergring.

Marienhof , which will be built to the north of Munich Marienplatz station , will be the only all-new station on the line; other stations will be expanded to accommodate the new tunnel.

With focus on express service and shorter travel time, the second tunnel will bypass six current stations between Laim and Ostbahnhof. The initial design called for second S-Bahn station underneath Orleansplatz at Ostbahnhof with long pedestrian tunnels connecting to the aboveground station serving regional and long distance trains and current S-Bahn.

This design received many negative criticism from the public, especially the residents in Haidhausen neighbourhood quarter.

The residents have grave concern about tunnelling and earth extraction impacting their housing and disrupting their daily lives.

The new EU directives call for more escape tunnels and rescue access points to be incorporated in the design.

The forthcoming construction of new U9 subway station at the Hauptbahnhof requires the further tweaking of master build plans reconstruction of main building and second S-Bahn station.

On 3 July , Deutsche Bahn announced the new "2. The entire second S-Bahn station will be underground and connected to the current S-Bahn platforms via staircases, escalators, and lifts.

The advantages of new location are its close proxmity to the entertainment quarter in the southeast, higher capacity flow with more direct access to the aboveground platforms, better connection to Berg am Laim S-Bahn station, and platforms closer to the ground 16 metres deep instead of The relocation necessitated realignment and lengthening of S-Bahn tunnels between Marienhof and Ostbahnhof.

The new EU directive requires the third tunnel for escape and rescue to be constructed between two tunnels and access points to the aboveground be added at every metres.

The benefit of new design allows quicker passenger evacuation from the tunnels, easier access for the rescue personnel, and simpler access for maintenance crew.

State of Bavaria and Munich city council wants the first U9 station to be built at the Hauptbahnhof at the same time as reconstruction of Hauptbahnhof main building and construction of second S-Bahn trunk line.

The relocation places U9 station directly above the second trunk line station in a cross arrangement. An alternative route in the north has been proposed for many years.

This route would use part of Münchner Nordring Munich North Ring currently used by the freight trains and as railway bypass. The plan would call for eight new S-Bahn stations and two conjunctions one at Pasing and other one at Berg am Laim to be built, totalling fourteen stations six have been built earlier for use in the existing system: Pasing, Moosach, Johanneskirchen, Englschalking, Daglfing, and Trudering.

The advantage of using the Nordring is numerous as compared to Südring South Ring — proposed as an assumedly weak alternative to second trunk line :.

The discussion of S-Bahn-Nordring is ongoing with no tentative date of construction and completion as well as cost estimate.

Michael Piazolo, a Bavarian state parliament representative, prepared the study for a potential Münchner Ringbahn. The close proximity of Nymphenburg Palace and the west-east lines at Donnersbergerbrücke station would require the construction of tunnels between south of Heimeranplatz and Olympiakreuz.

Most of the Ringbahn would use the existing railway lines with seven S-Bahn stations Heimeranplatz, Donnersbergerbrücke, Johanneskirchen, Englschalking, Daglfing, Leuchtenbergring, and Ostbahnhof currently in use.

One additional advantage of this Ringbahn concept is an airport express train service from Hauptbahnhof via Olympiakreuz, following the proposed tracking for the finally abandoned Munich Airport Transrapid.

That could potentially shorten the travel time from the Hauptbahnhof on the west side, bypassing the current S2 with numerous stops along the line.

In , a Nordtunnel was proposed by Vieregg-Rössler as a further extension, which connects the main railway station with the Kunstareal with the three Pinakotheken Nordring, football stadium, Garching, airport.

In the inner city area, the planned route is roughly equal to that of the planned U9. In addition to the S-Bahn, the route would also include regional and long-distance transport, in this way the central orientation of the Munich local transport system should be replaced by the city center.

The Nordtunnel was not followed, among other things due to higher costs with at the same time lower profitability. The vision for the year includes double-decked wagons, hour operations, new stations, and extensions further beyond the city limit.

From Wikipedia, the free encyclopedia. Main article: Munich North Ring. Archived from the original on Retrieved City of Munich.

Archived from the original on 8 November Retrieved 22 February Archived from the original on February 5, Archived from the original PDF on Deutsche Bahn.

Retrieved 20 August Oktober , abgerufen am März Abendzeitung München. German S-Bahnen. Augsburg Danube-Iller Lübeck. Erfurt — Urban public transport networks and systems in Germany.

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Add to Cart. It's the latest design for the S-Bahn Berlin and currently the version that is used most. After reunification in the representatives of Berliner Verkehrsbetriebe and Deutschen Reichsbahn the former operator of Berlin's S-Bahn network joined forces in defining the specs for a new class.

A first mock-up model was presented to the public in With the end of the German Democratic Republic came the opportunity to replace the rolling stock, which mainly consisted of outdated, pre-war class , und railcars.

The average age of these railcars surpassed 40 years. Newer class West-Berlin and class East-Berlin railcars, which where obtained between and , could have replaced the entire fleet.

But they didn't meet the new requirements for operation and comfort. The new concept saw a renunciation of the old quarter train concept and a re-establishment of half train configurations.

Commissioning of the first trains was in The ministry of traffic ordered the lowering of the railcar's floors from mm to mm at the end of The first quarter train was introduced to the public in with a festive rollout at the main plant in Schöneweide.

Since then, 60 quarter trains were deliverd each year, with the final, th quarter train being celebrated on September 30th, See all.

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