TheS-Bahn Rhein-Ruhr is a multi-center S-Bahn network of the transport associations Rhein-Ruhr and Rhein-Sieg in western North Rhine-Westphalia. There are large parts of Europe including Rhein-Ruhr, on which the Ruhr area and forming part of North Rhine-Westphalia, part of the Rhineland s than compression area e must be expected. In the field of the transport association Rhein-Sieg the portion of the network is also referred to as S-Bahn Rhein-Sieg.
Depending on the used S-Bahn different vehicles. Mainly be electrical trains from locomotives of the Class 143 with x-car, the electric motor coaches [[DBAG class 422 | 422] used] trains] and 423 and the Regional Rail of the run S 28 Bombardier Talent. It was originally planned by the end of 2012 vehicles Series 430 to create.
Even before the Second World War by Ruhr rapid transit a system of accelerated local trains had been introduced, which already included a large part of today's suburban railway network in the Ruhr. Here and there were even owner-occupied railway tracks, as it currently is the case mostly.
From 1948 this system was under the name "Nahschnellverkehr", later recorded "Rapid Transit District" again. In addition to the previously used steam locomotives of the DRG Class 78 were now also specifically developed for this purpose locomotives DB Class 65 used.
The S-Bahn network was 1967 with the line of Ratings east to Dusseldorf-Garath inaugurated and since then continuously expanded. Today the network of 13 lines.
First electric locomotives Series 141 were n-car ("silver") used   Later these were replaced by multiple units of the Class 420 added and partially detached.
Since the 1970s the West German locomotive industry only electric locomotives of the DB Class 111 made and has been looking for opportunities for them, it was decided to use the S-Bahn Rhein-Ruhr instead of multiple units pull trains with locomotives. For this, the x-car have been developed, which replaced the previously used vehicles from 1979 gradually.
by the DB in the East side of the German reunification developed locomotives used DR Class 243 Class 143, because of better because of increased acceleration are suitable for the S-Bahn as the 111th originally developed for long distance series In addition since 2000 to get the lines to and from Cologne (up to S 6) multiple units of the Class 423 used. Since starting operation in 1999, the line S 28 with talent operated motor coach of the Regiobahn GmbH with the series designation VT 1000th The management here is for the RBE.
From 17 November 2008  were first launched in 2004 again in the Ruhr used railcars of series 420 by new trains of the class 422 be replaced. Currently, the trains from the series 143 and x-cars are gradually being replaced as well. So far, the new railcars operating on all the lines except the S 6
In December 2009, the famous the Rhein-Ruhr that as a result of problem with the approval of additional vehicles class 422 Instead, the series 430 at the S-Bahn Rhein Ruhr- will be used. Delivery of the vehicles should be completed by the end of 2012. Total should be used in the VRR 116 vehicles of class 422 and 430.   In April 2011 was known, however, that the order was canceled the additional railcars for the S-Bahn Rhein-Ruhr. As a reason the forthcoming tender of the related S-Bahn lines S5 and S8 is called by the VRR. There vacant units of class 422 should be replaced instead of the series 430, the locomotive-hauled trains on the lines of S6 and S68 in December 2014.  
|Series||Year of construction||Operating time||Number||Length||Top||Acceleration||Seats||Standing|
|class 141||1956-1971||1967-1979 approx || 94.82 m|
(for 3-car train) </ small>
|120 km / h|| 48 (1st class) </ small>|
190 (2nd class) </ small>
|class 111||1974-1984||June 1979  - about 1992|| 91.01 m br/> Or </ Small>|
(For 3-car train) </ small>
|160 km / h|| 32 (1st class) </ small>|
190 (2nd class) </ small>
|BR 143||1984-1991||1990||120 km / h|
|X-car||1978-1998||since June 1979 ||140 km / h|
|BR 420||1969-1997|| 1st Use: </ small> May 1974  - approximately 1979 |
second Use: </ small> June 2004 - February 2009
|67.40 m||120 km / h||1.0 m / s ²||194||254|
|Class 423||1998||April 2000||67.40 m||140 km / h||1.0 m / s ²||192||352|
|VT 1000||1999/2003||since September 1999||12||34.61 m||100 km / h||0.9 m / s ²||98|
|BR 422||2007-2010||since November 2008 ||84||69.43 m||140 km / h||1.0 m / s ²||192||352|
|BR 430||from 2011/12||32||68.30 m||140 km / h||184|
Vehicle use Edit
In December 2010 the following vehicles or vehicle combinations were used lines to the train
|2 × BR 422, amplifiers some with 2 × 628.4 BR|
|1 × BR 422|
|1 × BR 422|
|1 × BR 422 or BR 143 + 4 x-car|
|2 × BR 422|
|BR-143 + 4 x car|
|2 × BR 422|
|1 × BR 422|
|2 × 423 or BR BR 143 + 5 x-car ('S-Bahn Köln ")|
|2 × BR 423 ('S-Bahn Köln ")|
|1 × BR 423 ('S-Bahn Köln ")|
|1-2 × Bombardier Talent ( Regiobahn )|
|BR-143 + 4 x car or 1 × BR 422|
From 13 June 2010 should be used on the S 6 in the morning double headings of class 422. And for this purpose amplifier trips eliminated.   This change was also the timetable change on 12 December 2010 is not implemented.
By the competition of three major railroads, the Rhineland and the Ruhr area by a number of railway lines had been tapped. Already with the introduction of the Ruhr rapid transit s that were brought together by extensions and new connecting lines to new roads. This practice was followed in developing the S-Bahn network further, so the current S-Bahn lines sometimes traveled half a dozen different rail lines.
Timetable routes 450.x (x is equal to the line number), Release 13 December 2009.
Former different lines and walkways Edit
Since 1990, the line parallel to the line S 21 S 1 runs with the difference that they turned from Dusseldorf-Unterrath to Dusseldorf airport terminal, then turned and drove through a connection track back to the range of S 1 in the north. The line S 21 was the 24th May 1998 and set the line S 1 took over until the opening of the airport underground station on 27 May 2000, the branching Strechenabschnitte the present airport terminal 
As part of the network adjustment, 2009, with the S 7 the first time set a main line of the S-Bahn Rhein-Ruhr.
|Class = "hintergrundfarbe5"||Line||line course||Railway lines||Length||Opening the first section ||First leg ||Setting|
|Dusseldorf Airport Terminal - Dusseldorf - Hilden - Solingen||Dusseldorf Airport Terminal-Dusseldorf-Unterrath, Dusseldorf-Unterrath-Dusseldorf, Dusseldorf-Solingen||29 km||27 October 1975||D-Flughafen Terminal - Dusseldorf||13 December 2009|
|Dortmund - Bochum - Essen Central Station - Mülheim (Ruhr) - Duisburg - Dusseldorf airport terminal - Dusseldorf||Dortmund-Duisburg, Duisburg-Dusseldorf, [[railway Dusseldorf-Unterrath-Dusseldorf airport terminal | Dusseldorf Airport Terminal-Dusseldorf-Unterrath] ], Dusseldorf Dusseldorf-Rath-sub||27 May 1990||Dortmund - Düsseldorf||24 May 1998|
|/||Dortmund - Bochum - Essen - Mülheim (Ruhr) - Duisburg - Dusseldorf airport terminal - Dusseldorf - Hilden - Solingen||Dortmund-Duisburg, Duisburg-Dusseldorf, [[railway Dusseldorf-Unterrath-Dusseldorf airport terminal | Dusseldorf Airport Terminal-Dusseldorf-Unterrath] ], Dusseldorf Dusseldorf-Rath-Mitte, Solingen, Dusseldorf||25 May 1998||Dortmund - Solingen||27 May 2000|
2009 timetable change Edit
With the timetable change on 13 December 2009 there were significant changes in the overall network of the S-Bahn Rhein-Ruhr (win). The line S 7 has been abandoned or separated :
- The S 1 was extended from Dusseldorf main train station to Solingen Central Station and replaced on this section of the line S 7
- The S 11 was extended from Dusseldorf main station to the station Dusseldorf airport terminal and replace this line segment, the S 7
- To replace the deleted in the peak hour trips of S 11 to Wuppertal-Vohwinkel were redirected the amplifier units of the line S 6 and from Langenfeld from Dusseldorf main train station as a line S 68 to Wuppertal-Vohwinkel, the amplifier trains to and from Ratingen East were up on three trains in the morning in the load direction Ratingen Ost - Dusseldorf deleted entirely.
- The date of the line through S 1-bound trains from S 7 amplifier drive trains now as an amplifier of the line S 1 between Dusseldorf Wehrhahn and Solingen, some bound by Central Station for about Remscheid Wuppertal-Barmen top. 
The reason for the network adaptation was in the endeavor, the number of hourly services between Dusseldorf main railway station and Dusseldorf-Derendorf (peak hours) or Dusseldorf Wehrhahn (NPCs, including shunting in the sidelines) to reduce from twelve to nine, so that in case of faults, the impact can be minimized to the other lines.  The plans came from already the spring of 2007, but were not implemented to the timetable change in December 2007. After a decision by the VRR Board in June 2009, the line change is now in its new timetable on 13 December 2009.
The network adaptation has several implications:
- At least in the rush hour, it remains at twelve trains per hour between the station and the only good one route kilometers to the north station Wehrhahn, including the need for shunting in and out of the siding). The thinning of the offer between Dusseldorf and Wehrhahn Dusseldorf-Derendorf is the sole responsibility of line S 6 (continued falling amplifier units).
- The range between Dusseldorf-Derendorf and Ratingen in the East is largely HVZ halved (20 minutes instead of 10-minute intervals).
- Various small corrections to the train paths were clocked transitions between the different train lines have been difficult to impossible, so there are lines S 6 and S 8 in the direction south, a minutes difference, north even two minutes (ie, the S 6 leaves according to the schedule before the S enters 8), on lines S 7 and S 28 north one minutes difference (south exit at the same minute), and 11 in the S lines and S 6 (amplifier) to the north also a minutes difference (south exit at the same minute).
As part of the network is adapting to it again clocked transitions between lines S 6 and S 8 and redistributed between lines S 1 and S 28 (heading south with a minute difference). A timed transition between the lines S 11 and S 68 is hardly possible, the departure times differ by two minutes north and south as much as three minutes.
- By replacing the last stop of the lines S 11 and S 7 (S 1 or now), the amplifier drives the S 1 will now be carried out with diesel-powered trains, as they are not in the underground Dusseldorf Airport Train Station enter terminal allowed. This opens now the possibility of the trains on the non-electrified Track-Solingen-Remscheid-Wuppertal to continue, thereby Remscheid receives at least during peak time, a direct flight to Dusseldorf.
- As a further consequence of the exchange will receive the left bank of cities such as Neuss, Dormagen a desirable long continuous direct connection to the Dusseldorf airport.
This leads to the curious situation that in the terminal station of Düsseldorf Airport now trains with the inscription "S-Bahn Köln" ride. This brand titles, the German Bahn AG since 2008 in place of'S-Bahn Rhein-Sieg "establish, despite the name change from the purchaser of transport services under the Regionalization Act, the transport association Rhein-Sieg and since 2008, the Zweckverband transport Rhineland, neither caused nor was approved.
The City of Dusseldorf, it is feared this label could confuse foreign passengers at the airport and called the German Railway for talks. This does not see any action. 
References and LinksEdit
- ↑ 1.0 1.1 1.2 1.3 S-Bahn Rhein-Ruhr: [http:/. / www.bahn.de / regional / view / regions / nrw / info / c_s_bahn_rhein_ruhr_chronologie.shtml chronology of vehicles]
- ↑ class 141 to the Ratingen Dusseldorf Hbf'Ostbahn Ratingen-Ost-Essen Hbf
- ↑ Press release of the VRR, 3 December 2009: New S-rail concept in the Rhine-Ruhr
- ↑ press release German Bahn AG , 3 December 2009: New S-rail concept in the Rhine-Ruhr
- ↑ Journal railway train stops, 7 April 2011: VRR and DB AG have agreed
- ↑ The West, 9 April 2011: and VRR before breakthrough in a new transportation contract
- ↑ 7.0 7.1 7.2 7.3 Railway Einsatz.htm information on the class 141 in the S-Bahn-use
- ↑ [From http://www.rp-online.de/duesseldorf/ratingen/nachrichten/ratingen/Ab-Juni-S-6-mit-neuen-Triebwagen-am-fruehen-Morgen-unterwegs_aid_829555.html June: S 6 with new railcars in the early morning on the way]
- ↑ VRR progress report Z / VIII / 2010/0022, p. 11
- ↑ 10.0 10.1 10.2 10.3 www.indusi.de - start-up data of the S-Bahn Rhein-Ruhr-Sieg (incl . decommissioning)
- ↑ File:S-Bahn Rhein-Ruhr
- ↑ VRR train concept, PPT file, requires PowerPoint-compatible program, or html version of: see Search engine Word "VRR train concept"
- ↑ NRZ trainDusseldorf equalized node
- ↑ press release of the VRR of 29 March 2007:modifications in the S-Bahn network
- ↑ [Http://www.wz-newsline.de/?redid=678423 at the airport soon only drive commuter trains in Cologne] online article in the West German newspaper about the new features in December 2009 and name dispute
In the S-trains are the rates of Transport Association VRR or the Transport Association VRS. The lines S 6 and S 11 methods in the fields of both transport associations. In Düren (S 12) is followed by the Aachen Transport Association, it's within Unna s (S 4) is the rate of the Transport Community Ruhr-Lippe.
- 20-minute intervals: weekdays except Saturday daytime (S5 only 30 minutes)
- 30-minute intervals on Saturdays, Sundays and public holidays during the day and every evening
The schedule is easy to remember because it is a common component of both concepts of operation (clock cycle) is, namely the hour. Knowledge of which allows the approximate estimation of the spontaneous currently valid timetable. A claim 36 of traffic minute means, for example, then:
- Traffic minutes 16, 36, 56 for the validity of the 20-minute clock
- Traffic minutes 06, 36 during the validity of the 30-minute clock
Operational consequences Edit
Without the validity of the basic clock hour would affect it, it comes on Mondays to Fridays during the transition from day to evening traffic to the elimination of trains or other openings of the usual running path in some lines, directions, and intermediate stations. Some of the fractions contain only an extension of stay by 10 minutes.
Wherever overlap two or more lines, the question of reasonable time intervals between the lines. Conveniently they are in two lines if their 60-minute basic bars 9 to 12 minutes apart, as these distances then in the 20 - apply as in the 30-minute intervals and in both measures of acceptable continuity (and vehicle usage ) lead on the track. Other overlays are not optimal, but still usable.
Notes and exceptions Edit
- Line S 1 is between Dusseldorf Wehrhahn and Solingen Central Station in the peak hours in the load direction (ie towards Dusseldorf morning, afternoon in the direction Solingen) reinforced by additional individual trains. In each case, a train arrives in the morning from the direction of Remscheid-Lennep and runs in the afternoon to Wuppertal-Barmen top  [Remscheid] on. These trains with diesel locomotives. Due to the unfavorable acceleration of the currently used railcars DB-628 these two trains without stopping between Dusseldorf-Eller Center and Dusseldorf Central Station.
- Line S 2 runs in Dortmund train groups from / to Essen and Duisburg, and the temporary Recklinghausen. On the lines Gelsenkirchen - Essen and Gelsenkirchen - Essen-old food - Oberhausen - Duisburg, the line always moves only every hour. The addition between Dortmund and Herne circulating (s) train group (s) of the S 2 travels or travel from / to Essen (Monday to Friday daytime) Recklinghausen. These trains do not have pan-Eickel, but over the track triangle on it.
Saturdays, Sundays and public holidays and evenings waiting for the train group eating the S 2 in pan-Eickel 10 minutes for the sequel to Dortmund in the 30 - fits instead of 20-minute intervals. S 5 * Line operates daily train groups in Dortmund and Hagen, Witten, which is always last and first pass Monday to Friday during the day (using longer-Hagen Witten) in the S 8th S * Line 6 in the morning peak hours in the load direction between east and supplemented Ratingen Dusseldorf main station with three trains amplifier. Of this there is a train between Dusseldorf-Rath Mitte and the main non-stop on long distance or freight tracks. It can not therefore use the high-volume S-Bahnhof Dusseldorf Wehrhahn.
- Line S 8 runs since the timetable change from Wuppertal-Barmen in the upper to Hagen Central Station 20/40-Minuten-Takt.
- Line S 9 runs in the Bottrop Hauptbahnhof to Haltern am See only hourly.
S * Line 11 runs from the 13th December 2009 from / to Dusseldorf airport terminal.
- S 12 line runs every half hour on Saturday mornings not only to Sindorf but to Düren.
- S 13 line drives at night once to Aachen Central Station and back, without stopping between Langerwehe and Aachen-Rothe Erde.
In 2008, each S-Bahn Rhine-Ruhr area by an average of 1.53 minutes was delayed. In 2007 there were 1.41 minutes and 1.29 minutes in 2006. While the 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 all train journeys from unforeseen, 2007 there were 2.85%, which can be explained by the hurricane Kyrill and nine strike days. Compared to 2006 (loss of 1.19% of all train movements) results in a deterioration.   
Target network 2015 Edit
End of 1990 was under the nametarget network 2015line extensions and the following lines planned (the assignment of line numbers in the destination networks of VRR and VRS is sometimes contradictory). The network adaptation of 2009 have overtaken parts of these plans.
Lines in the target network 2015 Edit
- The continuation of the S 4 has been on its present western end of the line in the tunnel of Dortmund-Lütgendortmund addition. The single-track tunnel is expected to immediately south of the station Dortmund-Bövinghausen can be extended, the S 4 from there on the Linienweg RB 43 Emscher rollercoasteruntil Herne, and later to Essen Hbf go.
- The S 5 will be replaced primarily with new breakpoints and a continuous 20-minute intervals.
- The S 7 to the current 47 through RB Solingen Center, Remscheid Hbf and Wuppertal-Barmen top for Wuppertal Hbf can be extended, to which this route section [[electrification | electrified] should be]. This proves to be but because of the listed Müngstener Bridge as a cost-intensive. Therefore, a use of diesel multiple units would be necessary, although not allowed to drive into the station Dusseldorf airport terminal. By the timetable change in December of 2009 abolition of the line and replacement by the in route changed lines S 1 and S 11, this planning can not probably realize.
- The S 8 to the Mönchengladbach Hbf on Rheydt Hbf to Rheydt-Oden can be extended. Between Mönchengladbach Hbf Hbf and Rheydt is this a new breakpoint Mönchengladbach arise college.
- The S 9 should complete a newly constructed branch line in tunnel position directly, additional branch in the Bottrop he inner city to a new underground terminal station Bottrop-Mitte in Bottrop bus station get. (Would be an above-ground design due to the dense development in the urban area is definitely not considered) Due to the tremendous effort it was decided several years ago, existing since the 1970 plan is not implemented, especially since most are not in Bottrop-ending trains for operational reasons in any case continue only the suburbs would be able to reach central station, a transfer of the total rail traffic in the city would not have taken place including this complex project.
- The S 11 is the Bergisch Gladbach are double track to allow a 10-minute intervals between  [Cologne-Dellbrück].
- The S 13 is to be of Troisdorf on Bonn - Beuel further extended in accordance with Linz am Rhein. are given between Troisdorf and Bonn- Upper Kassel one or two new tracks along the Right Rhine line will be built. Bonn-Oberkassel is an S-Bahn run every hour on existing track to Linz. The 266.4 million euro project is funded by the state is small, but primarily from the compensation means Berlin / Bonn Act, it financed. In December 2000, to a contract for the expansion of the suburban railway infrastructure in the right bank of the Cologne / Bonn has been closed. Delays were caused by the dispute with the Rhein-Sieg-Kreis for the construction of the Victory Bridge. Critics complain that the Deutsche Bahn, delay the project to make their own contribution in later years have to. In August 2006, the dispute over the design a compromise
end of June 2006 announced by the then state minister of transport Wittke. To stop the project as all other planned rail construction projects for now, until the financing ensured under the new conditions was caused by the reduced regionalization funding created the federal government. In August, however, Wittke denied press speculation that plans were stopped, but he gave no clear commitment to build the line, this plan also should be reviewed. In October it was announced that the tests on financing and order guarantee is positive and the plan approval process is completed by the end of 2006. The planning decision is the earliest for mid-2011, the start of construction for the end of 2012 and the opening scheduled for the end of 2016 Cite error: Closing </ref> missing for <ref> tag.
<ref>tags exist, but no
<references/>tag was found