Misplaced Pages

#848151

99-479: Starting at Erfurt Hauptbahnhof , the line ran in a semicircle north and east around the city centre. It used the Wolkramshausen-Erfurt railway line route as far as Erfurt Nord station . There it branched off to the west and, using the route of the former Erfurt–Nottleben light railway  [ de ] , developed the new development areas in the north of Erfurt. The four stations served were

198-571: A vestibule at each end at platform height. The Sydney double deck commuter trains are 14 ft 4 + 1 ⁄ 2  in (4,382 mm) high. The Public Transport Corporation in Melbourne ordered a prototype Double Deck Development and Demonstration train in 1991, a modification of the Tangara design used in Sydney. It suffered frequent breakdowns and spent long periods out of use. It

297-431: A "half" glass hall on the upper floor, which spans the newly opened northern island platform with tracks 1 and 2 and partly the middle platform, as well as a shopping arcade on the ground floor and an underground car park. At this time, the planned total costs were €260 million. These funds were supplied by the state of Thuringia, the city of Erfurt and Deutsche Bahn. The next section was opened on 3 June 2007. Working to

396-415: A "split level" car design, where the doors are located on a middle level, with access into the upper or lower level branching off – with stairs or ramps going both up and down (sometimes this configuration includes a section of seating at the middle level in the entry section, with double levels only in part of the lengths of the car). For low train station platforms, a "two-floor" design with level entry onto

495-412: A 44-hour limit, the northern part of the platform with track 3 as well as the four new tracks 4 and 5 on the eastern platform and 6 and 7 on the western platform were put into operation. In the last phase of construction, the old southern part of the track area (old tracks 5, 6, 7 and 7a), including the old pedestrian overbridge, were demolished by March 2008. Then the rest of the glass roof construction and

594-407: A bi-level train may take longer to exchange passengers at each station, since more people will enter and exit from each car. The increased dwell time makes them most popular on long-distance routes which make fewer stops (and may be popular with passengers for offering a better view). Double deck cars may not be usable in countries or on older railroad systems with low loading gauge , most notably

693-655: A composition of double-decker cars. ZSSK operates 19 electric multiple units of Class 671 [2] and 10 push-pull units of Class 951 manufactured by Škoda Transportation . These trains mostly operate services between Žilina and Košice (Žilina – Trenčín, Žilina – Košice, Košice – Prešov and some others) and around Bratislava (between Kúty and Trnava ). As of 2016 some of units 951, usually with locomotive of class 350 (Škoda 55E), are used at international train service on Bratislava ( SK ) – Břeclav ( CZ ) main line. SJ AB operates 43 double-decker EMUs built by Alstom and designated class X40 . The EMU comes in

792-737: A cross-railway bureau double-deck train service is provided between Tianjin and Baoji (via Beijing West railway station ). České dráhy operates 83 electric multiple units of Class 471 manufactured by Škoda Vagonka, which was a subsidiary of Škoda Transportation and locomotive-hauled trains which was also used on the non-electrified routes around Prague . [1] In Denmark , DSB began running Bombardier Double-deck Coaches in 2002. The coaches are used on Regional services on Zealand . In Finland , VR began operating double-deck day cars in 1998. They are Finnish-designed and manufactured by Transtech in Kajaani . Each car has two entrances on

891-466: A lack of funds, this is only an option for which appropriate land has been reserved. Located in the area of the station are two of the three electronic interlocking subcentres ( Erfurt and Erfurt NBS ), Erfurt Knoten and Erfurt Neubaustrecke , as well as two of the five ETCS Radio Block Centres of the new high-speed lines, being built under German Unity Transport Project No. 8 ( Verkehrsprojekt Deutsche Einheit Nr. 8 ). These facilities are housed in

990-417: A length of 420 metres (1,377 ft 11 in). The two-aisled, 154-metre (505 ft 3 in) long hall roof consists of one side aisle that has a 20-metre (65 ft 7 in) wide span and another side aisle that has 65-metre (213 ft 3 in) wide span, with a maximum height of around 20 metres (65 ft 7 in). The originally planned length was 190 metres (623 ft 4 in). During

1089-404: A level entry from the platform) is troublesome. Most low-platform double-decker trains have level entry onto the lower level of the car, allowing wheelchair access. There are two-floor heights (upstairs and downstairs) in these "bilevel" cars. There is a staircase between floors inside the car. Connecting doors between cars are either at the (higher) upper floor or at an intermediate level over

SECTION 10

#1732772412849

1188-647: A modular building on the north side of the freight station. The unique position of the station at the Willy-Brandt-Platz combines the regional and long-distance trains with perfect connections to the regional bus station, tram services, local buses, taxi cabs, long-distance buses, an underground car park and two bike stations. The following tables show the status of 2022 timetable: Due to the central position, Erfurt has connections to all regions inside Thuringia. Red highlighted trains have fewer stops. Blue highlighted trains are stopping services. The station

1287-404: A new electronic signalling centre, the renewal of 44 km (27 mi) tracks and 143 sets of points. 11 bridges in the urban area of Erfurt would be replaced or rehabilitated. The estimated cost of these measures was DM 439 million. The station was comprehensively modernised from 2002—after the demolition of the historical island building, which gave the station its appearance until then—and

1386-549: A predecessor of the modern-day Bombardier Double-deck Coach ) were primarily used on the Erfurt S-Bahn, pulled by DR Class 100 locomotives (from 1992 reclassified as DR Class 202 ). This meant that it was not necessary to build a reversing track or turn back siding at the end of the line. In its final year of operation, two three-car DB Class 614 diesel multiple units were used. Erfurt Hauptbahnhof Erfurt Hauptbahnhof (Erfurt Hbf) or Erfurt Central Station

1485-464: A rail car. The upstairs floor or highest floor height is above the lowest floor and must fit under bridges and tunnels. Level entry floor height must match the platform height. Hopefully either the traditional or downstairs floor height already matches the platform height. Despite the name "bilevel" or "double-decker", for maximum compatibility the rail car will have up to four different floor heights. High platform design (Using outside steps to avoid having

1584-501: A replacement of the État cars. SNCF began running double-deck RER trains in 1982, followed by RATP in 1995. And since 1996, SNCF runs double-deck TGV cars on heavily used high-speed services, such as on the Paris-Lyon-Marseille line. Many suburban rail , regional rail and high-speed services are operated by double-deck DMUs , EMUs , coaches and TGV. The TGV Duplex are the fastest double-decker trains in

1683-504: A second story. Most of these cars serve low platforms so they have exterior steps up to the traditional "over-wheel" floor height e.g. US 51 in (1,295 mm). End doors connect at the traditional height of existing rolling stock. Some cars have upstairs end doors as well. Many of these cars also include outside balconies on either the upper or lower level. Upstairs and downstairs connect by interior stairs. These cars can fit most able people, but lack level entry. On almost all these cars

1782-654: A third was built. However, the lack of space within the fortifications grew increasingly noticeable, and the Thuringian Railway Company purchased a large area in front of the Schmidtstedter gate in 1865 to erect a freight yard. Due to the Austro-Prussian War of 1866, the start of construction was delayed and work only began in the following year. Freight sheds were built in 1871, allowing the freight yard to be opened in 1872, but it

1881-411: A two-coach version and a three-coach version. The trains are mainly used in regional trains in the areas around lake Mälaren and in the trains between Gävle and Linköping . It has a maximum speed of 200 km/h (124 mph) and is equipped with wireless internet . Between 1966 and 1990 SJ used DMUs of class Y3 with double-decker end cars and normal cars in between. Due to the distinct humps on

1980-417: Is a type of rail car that has two levels of passenger accommodation as opposed to one, increasing passenger capacity (up to 57% per car in extreme cases). The use of double-decker carriages, where feasible, can resolve capacity problems on a railroad, avoiding other options which have an associated infrastructure cost such as longer trains (which require longer station platforms), more trains per hour (which

2079-654: Is car access to the station, parking lots, taxis ranks and the InterCityHotel . The old station hotel, the Erfurter Hof , was the location in March 1970 of the Erfurt Summit between Willy Brandt and Willi Stoph , the first meeting between leaders of East Germany and West Germany . Today it is used as a business centre. Erfurt Hauptbahnhof has experienced several new developments and reconstructions in

SECTION 20

#1732772412849

2178-742: Is now used as a residential house. The Sangerhausen–Erfurt railway also originally ended at its own station, the Sangerhäuser Bahnhof , after the opening of the section to Erfurt on 24 October 1881. It was not far from the Nordhäuser Bahnhof and was integrated into the Thuringian station a few years later via the branch line of the Thuringian Railway to the Royal Salt Mine at Ilversgehofen. After that

2277-506: Is now used by 14 different railway operators across North America, including all three of Canada's commuter rail systems. All train services operated by GO Transit and West Coast Express use Bombardier BiLevel coaches , while Montréal's Exo trains use a mix of Bombardier Bilevel, Bombardier MultiLevel and various single-level coaches. The private rail tour company Rocky Mountaineer uses bilevel full-length dome cars built by Colorado Railcar. The first bilevel train for China Railways

2376-766: Is served also by the Erfurter Bahn . It was rebuilt from 2002 to 2008 for the completion of the Nuremberg–Erfurt high-speed railway and the Erfurt–Leipzig/Halle high-speed railway and connects the Berlin–Munich and Frankfurt–Dresden long-distance routes. Erfurt Hauptbahnhof is located in the district of Altstadt (old town), 500 metres (1,600 ft) south of the Anger (the Erfurt central square, literally,

2475-466: Is served by five of six tram lines and also by many bus lines. The central bus station is directly opposite to the entrance hall. All tram lines are operated by low floor vehicles. With the trams you can reach the university in the north of the city and also the international airport in the western district called Bindersleben. Bilevel rail car A bilevel car ( American English ) or double-decker coach ( British English and Canadian English )

2574-595: Is the central railway station at Erfurt in Germany . It is an important junction on the German rail network, served by numerous local and long-distance rail services. Immediately north of the station is Erfurt 's city centre . The station was used by approximately 12.5 million passengers in 2006, an average of about 34,000 per day. The station lies on the Thüringer Bahn , which connects Halle to Bebra . It

2673-417: The 215 series double-deck EMUs for Home Liner services in 1992. JR East also introduced E1 Series Shinkansen and E4 Series Shinkansen for its Shinkansen Lines; the trains are doubled decked to increase their capacities. This includes JR West 285 series EMUs for Sunrise Izumo / Sunrise Seto and JR East E26 series cars for Cassiopeia services. In 2012, a prototype double-decker rail carriage

2772-523: The Atchison, Topeka and Santa Fe Railway introducing long-distance Hi-Level cars on Chicago– Los Angeles El Capitan streamliner in 1954. In 1968, the four experimental double-deck power cars entered service in Sydney , Australia , enabling the first fully double-deck Electric Multiple Unit passenger train in the world. The double-deck design usually includes lowering the bottom floor to below

2871-818: The Deccan Express , although double-decker service on these routes was later discontinued. In 1979 the Flying Ranee , a passenger train between Surat and Mumbai Central on the Western Railway became the first superfast train to use double-deck cars. The first Air-Conditioned double-decker service was introduced in 2011 on the Howrah – Dhanbad Double Decker Express between Howrah station in West Bengal and Dhanbad Junction in Jharkhand which

2970-739: The Ferrovie dello Stato have found themselves having to quickly increase the capacity of their services with Carrozze Due Piani Tipo 1979 based on French VB2N (see it:Carrozza Due Piani ). Today, double-decker coaches are also in use by private railway companies Ferrovie Nord Milano and Ferrovie del Sud Est . The types of double-decker train is circulating today in Italy are: Rock ( Caravaggio ) , Vivalto , TAF , TSR . In Japan, double-decker trains are used either to show better scenery, or to increase seat capacity. In Tokyo area commuter trains, double-decker cars are generally used as Green Cars ,

3069-644: The Hung Hom and Lo Wu stations from January to May 1998, before the electrification of Guangzhou–Shenzhen railway . The "Ktt" cars have lower bottom floor than the ordinary single-deck cars serving on the same pair of tracks. In India , the Sinhagad Express was the first train to operate with double-decker carriages, followed by other trains on the Mumbai - Pune route like the Deccan Queen and

Erfurt S-Bahn - Misplaced Pages Continue

3168-472: The Nordhausen–Erfurt railway on 17 August 1869. The Erfurt terminus was originally at the Nordhäuser Bahnhof (Nordhausen station) on the Schmidtstedter field; there existed from the outset a transfer railway to the station of the Thuringian Railway Company and from 1872 passenger trains continued through to its station. The Nordhäuser Bahnhof served freight traffic from then on and its entrance building

3267-434: The Sangerhäuser Bahnhof was also exclusively used for freight transport. The three-storey entrance building of the first Erfurt station is still preserved and is now used by Deutsche Bahn AG. It is located west of today's Hauptbahnhof and has a white/olive colour scheme. Previously, with the low buildings on Bahnhofstraße (station street), its tower was widely visible. The building operated from 1847 to 1890 and later became

3366-597: The Schuler Group ), as well as DR employees, traffic was suspended on Saturdays, Sundays and public holidays. The only characteristic of the S-Bahn was its independent tariff. Instead of the distance-based tariff generally used by the Deutsche Reichsbahn , a flat-rate tariff was applied. Single tickets were sold in advance at a price of 20 pfennig . They had to be validated before boarding the trains on

3465-491: The dome cars used on some long-distance services. These coaches include two levels over part of the length of the vehicle. The Ontario Northland Railway operates a bilevel dome car on its Polar Bear Express service with two levels along the entire length of the vehicle. The Bombardier BiLevel Coach was originally designed by Hawker-Siddeley Canada for the GO Transit commuter rail network in southern Ontario . It

3564-409: The "Ew" signal box on the southern side at its western entrance and the elevated "Er" signal box at the eastern exit. In addition between the tracks 5 and 8 there were the "mushroom" signal box "Es" as well as the small "Ev" signal box ( Vogelnest —"bird's nest") in the entrance hall. The station tracks were electrified in 1967. This second station building operated in its original form until 2000. Only

3663-796: The 25B series (zh) , 25Z series (zh) and 25K series (zh) . Most bilevel cars in China were built by Nanjing Puzhen Rolling Stock Works , while some bilevel coaches were built by Changchun Railway Vehicles . The types of bilevel cars including bilevel hard seat (SYZ), bilevel soft seat (SRZ), bilevel hard sleeper (SYW), bilevel soft sleeper (SRW), Bilevel dining car (SCA) and bilevel soft seat-baggage combine car (SRZXL). Bilevel coaches are mainly used for regional services in China, like Kunming – Dali – Lijiang intercity trains in Yunnan and Shijiazhuang – Qinhuangdao express train in Hebei . Additionally,

3762-577: The Argentine National Government subscribed to a framework agreement to start the national designing and construction of bi-level electric trains. This was decided due to the overwhelming and increasing number of passengers using the 1,676 mm ( 5 ft 6 in ) gauge urban Sarmiento Line , serving the centre and east of Greater Buenos Aires . The first prototype was released in 2005, but mass-production only started in mid 2008. In 2013, these coaches were retired from

3861-460: The Prussian authorities and the military also demanded that the route of the railway line pass through the fortress ramparts, so that they could stop railway operations in crisis situations. In July 1845, the decision was finally taken to build the station within the fortifications, north of the hohen Batterie (high battery). The first railway station was built in 1846 during the construction of

3960-733: The Swiss company Stadler on the route Moscow—Domodedovo Airport and Moscow—Vnukovo Airport. Subsequently, from November 2019, the trains were transferred to the Odintsovo—Sheremetyevo Airport route (Odintsovo-Belorussky railway Station in the MDC mode). On 9 December 2018, the tenth double-decker train left Izhevsk for Moscow. Since 3 December 2019, the Karelia branded train (Petrozavodsk-Moscow-Petrozavodsk) has been running with an updated composition of double-decker cars. Since 9 December 2019,

4059-553: The Thuringian Railway by the Thuringian Railway Company ( Thüringische Eisenbahn-Gesellschaft ). The location chosen meant that the construction of two double tunnels through the fortress wall and several wooden bridges across the moat would be required. It was opened with the Weimar–Erfurt line on 1 April 1847 with all buildings finished except for the entrance building, which was completed in 1852. Apart from

Erfurt S-Bahn - Misplaced Pages Continue

4158-458: The bogies. In the former case, connecting directly to a single level car causes drag and connecting door problems. In the western USA, cars are of the upper-level-connection type. They use low-platform stations, because the traditional single floor trains all had exterior entry steps to maximize flexibility (emergency and temporary stops) and minimize infrastructure costs. There are no examples of two-floor platforms, so there are no platform doors on

4257-676: The branded train "Sura" (Penza—Moscow—Penza) runs with an updated composition of double-decker cars. from 25 December 2019, the train No. 28 "Tavria" Moscow — Simferopol was appointed with a composition of double-decker cars. Since 25 December 2019, trains No. 737-742 Moscow–Bryansk have been running with an updated composition of double-decker cars. Since 12 October 2020, the Murmansk — Saint Petersburg train No. 21/22 has been running with an updated composition of double-decker cars. Since 16 October 2020, train No. 743/744 Moscow—Smolensk has been assigned with

4356-627: The cars with better accommodations than the regular commuter cars. The first Japanese double-decker train appeared in 1904. It was Type 5 train of Osaka City Tram. The Kintetsu Railway 20100 Series EMUs were built in 1962 and designed for school excursion. Sightseeing trains that feature double-decker carriages include the JR Shikoku 5000 series , Keihan 8000 series , JR Central 371 series , and Odakyu 20000 series RSE . The first JNR/JR double-decker trains were 200 series Shinkansen and 100 series Shinkansen, for Shinkansen lines. JR East introduced

4455-406: The construction work. Underneath the station a shopping arcade has been built on an area of around 3,000 m (32,000 sq ft). Underneath this shopping arcade is an underground car park. Both facilities were reduced in size during the planning phase. An open competition was held for the design of the new station. In the autumn of 1995, an eleven-member jury selected the winning plan for

4554-531: The course of its history. The location of the first Erfurt station was controversial. Inside the Erfurt city walls there were only a very limited area available and outside the fortifications a suitable area was available in the Krämpfer field to the east of the Schmidtstedter Tore (gate). The Erfurt Mayor, Philippe Dressel, however, argued in favour of a location within the city fortification and

4653-692: The direction of the city centre, a separate train connection became superfluous. The connection was thinned out and then completely closed on 28 May 1995. At the time of its closure, two pairs of trains operated a day. In 2003, the Erfurt Nord-Erfurt-Marbach line was officially shut down by the Eisenbahnbundesamt . The renovation of the Mittelhäuser Kreuz in 2012 meant that the Mittelhäuser Straße

4752-467: The eastern exit. At the end of May 2012, in a 64-hour possession, additional tracks for the high-speed lines were integrated east and west of the station with a length of 12 kilometres (7.5 mi). The platforms 9/10 were now connected in both directions and its full length of 420 metres (1,377 ft 11 in) was usable as an ICE platform. In addition, the new southern entrance to the Flutgraben

4851-422: The eight relay , electro-mechanical and mechanical signal boxes , which were up to 92 years old and controlled by up to three train dispatchers , 155 sets of points , 154 signals and 119 repeater signals. This early completion had become necessary, as there was a ban had been placed on refurbishing the old signalling technology. Conceptually, the plan provided for a safety-related longitudinal separation of

4950-468: The ends (instead of the two electric double doors in the middle) and were designed for low platforms. For 2020, a public tender was launched by Trenes Argentinos to recover these double-decker coaches, for inter-urban and long-distance services, equipping them with reclining seats, USB inputs and other amenities. In 1964, Tulloch Limited built the first double-decker trailer cars for use in Sydney . They ran with single deck electric motor cars . After

5049-409: The entrance hall, which has been integrated into the new, third station, still stands. The Zentrale Hauptverwaltung ( ZHvDR —central headquarters) of Deutsche Reichsbahn was given the task of carrying out preliminary planning work at the Erfurt node on 18 August 1992. Planning work was then started. The preliminary planning documents were provided to ZHvDR for confirmation in mid-1993. They proposed

SECTION 50

#1732772412849

5148-814: The first bilevel cars in 1974 for interurban lines. After the revolutions in Eastern Europe, the German reunification the new founded national railway company Deutsche Bahn took over the DR bilevel cars and started to order high numbers of bilevel cars for regional and interurban traffic. MTRCL and formerly KCRC operate double-decker carriages with the KTT train sets on its cross-boundary route between Kowloon and Guangzhou . These cars were manufactured in Japan by Kinki Sharyo . The "Ktt" cars were used to serve between

5247-529: The installation of a new software version of the ETCS . The next full closure was from 10 pm on 23 June 2019 to the following 12 pm (noon) to complete work on the ETCS and install new software. The passage speed has been up to 100 km/h (62 mph) since the completion of the construction work. In a second stage of construction, the line from Eisenach is to be connected with the high-speed lines to Leipzig. Due to

5346-404: The integration of the two new lines. A total of €336 million had been invested up to May 2012 of the total estimated cost of €480 million. Several dozen companies and more than 300 people were involved in the project (as of August 2014). The station was fully blockaded from 20 to 22 November 2015 for the commissioning of additional tracks. At the end of November 2017, there was a blockade to allow

5445-428: The level entry height for wheeled objects, such as luggage, strollers, wheelchairs and bicycles. Platform height is ideally standardized across all stations the train serves. Traditional rail car floor height matters for end doors connecting to existing single floor rail cars. Downstairs or lowest floor height is primarily determined by the thickness of the beams connecting the span between the wheels and bogies (trucks) of

5544-509: The line and replaced with new CSR Electric Multiple Units , though it remains unclear if the Emfer trains will be moved elsewhere in the country. In 2010, Emprendimientos Ferroviarios and Trenes de Buenos Aires presented non-engined double-decker coaches for a 100 km (62 mi) diesel interurban link between Buenos Aires and Mercedes city. Attending to different technical needs, the new coaches have only two simple non-automatic doors in

5643-418: The locomotive shed was necessary in 1852 and the freight yard was expanded from 1855. One year later, the side wing of the workshop received another floor; the coke shed was converted into a locomotive shed together with a large turntable after the conversion of locomotive operations to coal. A further expansion of freight transport facilities followed in 1860. The two existing freight sheds were expanded and

5742-486: The lower floor is used. Occasionally a third, very tall "two floors over-wheel" design is used. This is a traditional single floor car "with a second story" design which, when using a low platform, requires steps up to a traditional floor height and then internal stairs up to the upper floor. There are four important height measurements above the railhead: platform height , traditional floor height , downstairs floor height and upstairs floor height. Platform height determines

5841-659: The lower level of the middle section, allowing level entry from station platforms at the modern Finnish standard height of 550 mm (21.7 in). The end sections of each car – and the inter-car connections – are at mid-level. VR introduced its first double-deck sleeping cars on 1 February 2006. The two-bed cabins on the upper deck have toilets and showers while cabins on the lower deck use shared ones. Double-deck driving-trailers were introduced during late 2013 and restaurant cars in early 2014. The double-deck cars are designed for running at higher speeds than ordinary passenger cars – up to 200 km/h (124 mph), although

5940-498: The lower part of the carriage only 5 feet 5 inches (1.65 m); the carriages had a capacity of 80 persons (third class) in a 2 axle vehicle of 13 tons fully loaded. The first all-steel Chemins de fer de l'État bilevels are an early example of split-level cars. The Chicago, Burlington and Quincy Railroad placed bilevel Gallery cars in commuter service in the Chicago area in 1950. These were successful, and led to

6039-462: The main line from Bebra to Halle and on the north side of platform 1 and 2 for the track for the opposite direction. In 1912, an additional set of points was installed at platform 1, which made it possible to process two trains one after the other at platforms 1 and 2. In addition, there were two tracks, which were on the north side and served as transit routes for freight transport from Erfurt freight yard to Neudietendorf . The eastern bay platform 4

SECTION 60

#1732772412849

6138-667: The majority of the British railway network. In some countries such as the UK new lines are built to a higher than the existing structure gauge to allow the use of double-deck trains in future. Double deck carriages date to at least as early as the second half of the 19th century. In France several hundred voitures à impériale with seats on the roof were in use by the Chemins de fer de l'Ouest , Chemins de fer de l'Est and Chemins de fer du Nord by 1870, having been in use for over 2 decades;

6237-509: The meantime, the construction work was suspended for two years, when it was unclear whether the two high-speed lines projects connecting with Erfurt would be realised. The new station was built in several stages, as train operations had to be fully maintained. A provisional platform for the additional track 7a was first built on the south side of the station. An island platform with nine through tracks and four bay platforms were built. The two outside located long-distance platforms 1/2 and 9/10 have

6336-457: The platform. They were sold at Erfurt Hauptbahnhof and Erfurt Nord stations. However, the special fare was abolished shortly after German reunification , i.e. before the line was discontinued. After the political changes of 1989 and 1990 , the transport needs of the population changed. In particular, traffic peaks in rush hour traffic were distorted. Since the travel times by tram to the main station were similarly long but significantly shorter in

6435-407: The platforms underneath were built with tracks 8, 9 and 10. Commissioning took place on 30 November 2008 after a 27-hour total blockade. In the process, the southern long-distance platform 9 was put into operation, first as a 320-metre (1,050 ft)-long bay platform without overhead wire, and platform 10 was opened with a provisional connection until two subsequent bridge structures were completed in

6534-457: The rebuilding of the around 2.5-kilometre (1.6 mi)-long rail junction area, soundproof walls with a total length of around 3.0 kilometres (1.9 mi) were also installed. The converted entrance hall was opened in 2005 as a first part of the new railway station. The north side of the main station was officially put into operation at the timetable change in December 2005. It consisted of

6633-411: The renewal of eight railway bridges. The financing agreement for the reconstruction was concluded on 26 March 1998. The planned total costs were around DM 207 million. Work would start in the autumn of 1999 and be completed in 2003. An electronic interlocking for controlling the Erfurt rail node was put into operations before the start of the large-scale construction work on 14 March 1999. This replaced

6732-408: The seat of the railway division ( Reichsbahndirektion ) of Erfurt. The second station building was built as an island station from 1887 to the plans of the railway construction inspector ( Eisenbahnbauinspektor ) Eduard Keil and the government architect Otto Erlandsen and put into operation in 1893. It is located 30 metres east of the first station building and consisted of a station entrance hall on

6831-404: The signalling or safety requirements may not allow) or adding extra tracks besides the existing line. Double deck trains are claimed to be more energy efficient, and may have a lower operating cost per passenger. A bi-level car may carry up to about twice as many as a normal car, if structure and loading gauges permit, without requiring double the weight to pull or material to build. However,

6930-543: The south by the Flutgraben (flood channel) and to the north by Willy-Brandt-Platz. Underneath the railway station is the station road, which is used by the city's public transport. It is used by tram lines 1, 3, 4, 5 and 6 as well as bus routes. Other buses run to the bus station located 150 metres northeast of the station in Bürgermeister-Wagner-Straße. In the adjacent Kurt-Schumacher-Straße there

7029-414: The station forecourt with shops and the ticket offices as well as the actual entrance building, which was located between the tracks. The buildings were designed in the style of Historicism , with yellow veneer walls and red sandstone walls and ceilings. The tracks were located on an embankment, the former fortress wall. The station had a track on the south side of platform 5 and 6 for the through track for

7128-527: The station from a total of 123 submissions. Civil protests against the demolition of the historic island building, which was supported by a building historian of the Bauhaus University, Weimar , were not considered. Planning approval was given for the reconstruction of the railway node in September 1995. The planned measures included five kilometres of track, 46 kilometres of overhead wires and

7227-680: The station, in order to be able to carry out the rebuilding in stages. The electronic interlocking is now remote-controlled from the Leipzig signalling centre. In October 2001, Vieselbach and Hopfgarten stations and three block posts were also connected to the Erfurt electronic interlocking. The renovated entrance building went into operation on 21 August 2002 after eight months of construction. The construction works, which were then estimated to cost around €250 million were expected to be completed by 2006. The extensive reconstruction of Erfurt Hauptbahnhof started in 2002. A comprehensive redesign of

7326-441: The stations Erfurt Hauptbahnhof and Erfurt Nord which still exist today, as well as the former stop Erfurt Györer Straße and the former terminal Erfurt Berliner Straße station. The journey time over the entire route was 13 to 14 minutes. The construction of the new Rieth development area in the north of the city of Erfurt made it necessary to connect this part of the city to the city centre. The existing Erfurt tramway and

7425-553: The success of the trailers, Tulloch built four experiment double decker power cars in 1968. From 1972, more double decker multiple units were constructed by Comeng and Goninan . These are now known as the S sets . All electric suburban and interurban trains in Greater Sydney are now double deck, though the Sydney Metro uses single deck carriages. All double deck carriages have two doors per side per carriage, with

7524-501: The summer of 2016) No. 49/50 Moscow – Samara 3 December 2015[13] Coupe, SV, 1 pair of trains per day No. 35/36 St. Petersburg- Adler On 28 May 2016, the seventh double-decker train left Adler for St. Petersburg. On 2 August 2017, the eighth double-decker train left Kislovodsk for Moscow. On 14 September 2017, the ninth double-decker train left Rostov-on-Don for Adler. On 27 October 2017, Aeroexpress began operating motor-car (locomotive-less) high-speed double-decker trains ESH2 developed by

7623-449: The supplementary bus lines run by the city's public transport company ( Erfurter Verkehrsbetriebe  [ de ] ) could no longer meet the growing demand for transport at peak times. Since the track of the former Nebenbahn railway to Nottleben ran directly through the residential area, a plan was drawn up to set up a railway connection between the north of the city and Erfurt's main railway station (Hauptbahnhof) in order to relieve

7722-407: The top level of the wheels, closer to the rails, and then adding an upper floor above. Such a design will fit under more bridges , tunnels and power wires ( structure gauge ). For cost and safety, this design also minimizes car height ( loading gauge ) and lowers the centre of gravity. Depending on train station platform heights, three designs can be used for entry – high platforms require use of

7821-603: The track layout was carried out as well as the demolition of part of the existing entrance building and the underpass of Bahnhofstraße. As a result of the rebuilding, Erfurt Hauptbahnhof will be able to operate as a junction between the Nuremberg–Erfurt and Erfurt–Leipzig/Halle high-speed lines . A major goal of the planning was to link the ICE line between Munich and Berlin with the ICE line between Frankfurt am Main and Dresden and to reduce travel times by means of interchange. In

7920-416: The unfinished entrance building, the station had at its opening a locomotive building, a goods shed, a carriage shed, a coke shed, a shed for reserve locomotives and an operations workshop. Within a few years of its opening, the infrastructure was no longer sufficient for the growing needs. Two buildings, an additional goods sheds and a carriage shed, were planned in 1850 and completed in 1854. An enlargement of

8019-464: The upper deck was open at the sides with a light roof or awning covering the seats. In the 1860s M.J.B. Vidard introduced two-storied carriages on the Chemins de fer de l'Est, with a full body, windows, and doors; the same design lowered the floor of the lower storey to keep the center of gravity low. Vidard's carriages had a total height of 13 feet 8 inches (4.17 m) with the head height in

8118-492: The upper floor. Car roof lines lengthwise are flat for connecting doors to the upstairs of bi-level cars. A Pullman-Standard / Bombardier Amtrak Superliner car is 16 feet 2 inches (4,928 mm) tall. There are several very tall bilevel cars (e.g. the Colorado Railcar DMU is 19 feet 9 + 1 ⁄ 2  inches (6.033 m) tall). They typically are described as a traditional rail car with

8217-564: The upper level consists of a full-length glass dome. Some cars are self-propelled Multiple Units so using traditional floor heights appears fixed. In towed cars it is possible to lower the downstairs floor between the wheels/bogies so that level entry is possible with more than 500 mm ( 19 + 5 ⁄ 8  in) of added headroom and interior steps from that floor to the traditional floor. In 2005, Emprendimientos Ferroviarios (Emfer), Trenes de Buenos Aires (TBA (Trains of Buenos Aires)), National Institute of Industrial Technology and

8316-571: The upper limit was later reduced for trains entering tunnels. The cars are frequently operated in all-double-deck InterCity trains (known as IC ) with at-seat power supply for laptops and wireless LAN internet connection. The Chemins de fer de l'État in France ran voitures à 2 étages split level double-deck suburban coaches from 1933. Its successor, the SNCF , has been running VB2N double-decker coaches since 1975; VB2N were introduced from 1975 as

8415-466: The urban local traffic. Since all the tracks were already in place, only two new stations had to be built. Thus, the connection could be opened on 13 May 1976 after a construction period of only three months. The line length was 8.6 kilometres, of which 2.7 kilometres were on the line of the former light railway. In the Kursbuch of Deutsche Reichsbahn , the line was listed under route number 642. There

8514-472: The vast majority of Israel Railways' passenger fleet as of 2021 Later, a Desiro HC by Siemens has been introduced to Israel Railways. Desiro HC has 2-floor coaches in the middle of the train, while the first and the last coaches are single-floor. The train operates mainly on the Herzlia–Jerusalem electrified line (via Tel Aviv) as of 2022. In the 1970s, with the rise of mass commuting to the big cities

8613-591: The village green), on the former fortress established in the 15th century. To the south, it borders on the districts of Löbervorstadt and Daberstedt. The marshalling yard and freight yard as well as the operating facilities of the Hauptbahnhof are located to the east in the Krämpfervorstadt. There and in Daberstedt there used to be numerous apartments for railwaymen. The station itself is bordered to

8712-401: The world with a commercial top speed of 320 km/h. Specially tuned trainset 4402 also holds the world speed record for conventional trains , reaching 574.8 km/h in 2007. The French loading gauge dictates that the double-deck cars have a maximum height of 4.32 m (14 ft 2 + 1 ⁄ 8  in). The East German railway company Deutsche Reichsbahn (DR) implemented

8811-552: Was built by Sifang in 1958 as Dongfeng diesel multiple unit, consisting of two locomotives and four bilevel coaches. After withdrawing Dongfeng DMU from use in 1982, China Railways redeveloped double-decker trains, the first of which rolled out from Nanjing Puzhen Rolling Stock Works in 1987 as SYZ25 and SRZ25. The carriage designations of bilevel cars in China start with "S", abbreviating "double-decker" ( 双层 ; shuāngcéng ) in Chinese. Current models of double decker trains include

8910-484: Was handed over and the waiting room was redesigned. A crossing structure was built east of the station in Daberstedt to allow trains on the high-speed to Leipzig to pass over the tracks of the lines from Sangerhausen and Wolkramshausen. At Pentecost 2013, the structure was put into operation during a further blockade of the node. The commissioning of five tracks in the western part of the station took place at that time. A total of nine full possessions were carried out for

9009-1185: Was made at the TVZ Tver Carriage Building Factory for the RZD Russian Railways company. This prototype carriage is a sleeping car with four-berth compartments and a total capacity of 64 passengers. Russian Railways ordered double-decker sleeper carriages from Transmashholding for the Adler-Moscow train service. As of August 2012 they were expected to be delivered in time for the 2014 winter Olympics in Sochi . RZD offers low platforms for Moscow-Adler route. Train number, route, start date and types of carriages No. 103/104 Adler – Moscow 30 October 2013, Coupe, SV, 1 pair of trains per day No. 5/6 No. 7/8 St. Petersburg- Moscow 1 February 2015 1 Feb 2016 Coupe 2 pairs of trains per day No. 23/24 Moscow – Kazan 1 June 2015, Coupe, SV, 1 pair of trains per day No. 45/46 No. 69/70 (summer 2016) Moscow – Voronezh on 31 July 2015, Sessile, 1 pair of trains per day (2 pairs of trains from

9108-539: Was no interval timetable. The trains operated only during the rush hours. On working days, eight (1985) or nine (1990) train pairs commuted on the line. Half of the trains only travelled to or from Erfurt Nord . There were connections to trains in the direction of Erfurt Hauptbahnhof . Because the main patronage of the S-Bahn came from workers of the VEB Pressen- und Scherenbau "Henry Pels" (later VEB Umformtechnik Erfurt " Herbert Warnke " ; factory currently owned by

9207-622: Was officially handed over to the traffic on 13 December 2008, although not all reconstruction work had yet been completed. The cost of the reconstruction would amount to about €260 million. The Free State of Thuringia and the City of Erfurt would contribute €44 million of this. The planning approval for the reconstruction was given in the mid-1990s. The official groundbreaking was celebrated on 22 September 2001. The newly constructed track layout comprise 21 platform tracks at 12 platforms as well as 67 sets of points. Six railway bridges were built during

9306-480: Was only finally completed five years later in 1877. The timetable at the opening of Erfurt Hauptbahnhof showed four trains running daily between Halle and Erfurt with a journey time of three to three and a half hours. Ten years later, in the summer of 1857, two express trains, three ordinary passenger trains, and one mixed train ran daily between Halle and Eisenach via Erfurt. The Nordhausen-Erfurt Railway Company ( Nordhausen-Erfurter-Eisenbahn-Gesellschaft ) opened

9405-580: Was renovated a bit and the track of the former railway crossing was removed. In preparation for the Bundesgartenschau 2021 in Erfurt, the idea was born in 2015 to revive the route in order to bring visitors from Erfurt Hauptbahnhof to the Gera-Aue . Alternative ideas would be a cycle path or a trolley route. Until 1994, double-decker articulated push-pull trains in four-car formation manufactured by VEB Waggonbau Görlitz (basically,

9504-481: Was subsequently followed by Delhi Sarai Rohilla – Jaipur, Ahmedabad – Mumbai Central , Chennai Central – Bangalore, Anand Vihar (New Delhi) – Lucknow, Visakhapatnam – Vijayawada, Visakhapatnam – Tirupati and Mumbai Lokmanya Tilak Terminus – Madgaon double decker expresses. In Israel , Israel Railways began running Bombardier Double-deck Coaches in 2001. The coaches were manufactured in Görlitz , Germany, and form

9603-435: Was used by trains to and from Sangerhausen and the adjacent bay platform 3 by trains to and from Nordhausen and Bad Langensalza . The western bay platforms 2 and 6 mostly served trains to and from Arnstadt and towards Suhl , Ilmenau or Saalfeld . In addition, on the south side, there was the island platform 7, with through tracks for trains heading east to Weimar , which was built in 1940/1941. The platform designation

9702-403: Was valid until 1975. After that there was a new numbering system, giving each track at a platform its own number. In 1992, Deutsche Bundesbahn finally changed to using the term Gleis (track) instead of Bahnsteig (platform). This was, however, a bit problematic because the in-house track numbers used in the signalling technology did not correspond to the adopted track numbers. The station had

9801-583: Was withdrawn in 2002 and scrapped in 2006. In history bilevel cars were implemented in 1873 and were in use until World War I . In 1993 the railway company Graz-Köflacher Bahn started to use 15 cars for suburban transport around the city of Graz . In 1997 the national railway company ÖBB ordered 120 bilevel cars for the use in Eastern Austria and Vienna metropolitan area . Canada's national passenger railway company, Via Rail , does not currently operate any bilevel coaches in its fleet, apart from

#848151