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50-789: Situated at one terminus of the Munich S-Bahn line S8 , the village is popular with travellers for its water-sports and as the starting point of trips to the Benedictine Andechs Abbey . Herrsching is also a stop for touring steamships of the Bavarian Seenschiffahrt or lake fleet . Prior to the Second World War, Herrsching was home to the Hersching Business School ( Reichsfinanzschule Hersching ). From 1945 to 1946,

100-570: A capacity of 1841 passengers, lighting on the train will change according to the time of day, and seating will be organised in 3 and 4 seat configurations. A more powerful HVAC system, new passenger information displays showing occupancy, station stops and nearest exits on the platform, and free Wi-Fi will be fitted. External LED strips will display the colour of the S-Bahn line. 5 cars will have 'multi-purpose' areas with space for luggage, bicycles and strollers. The trains are fitted with ETCS , ATO and

150-406: A second tunnel through the city centre has been already approved with the funding of €3.85 billion and the completion date of 2028–2032. On 5 April 2017, the ground-breaking ceremony took place to commence the construction. The second tunnel will be 11.9 kilometres (7 miles) in length and run in parallel with the current tunnel in the south on the western portion of Hauptbahnhof and in the north on

200-474: A tight schedule of only six years to complete the Munich S-Bahn network. Not only did the tunnel through the city centre have to be built, the full railway infrastructure had to be expanded. The network of suburban lines had to be changed over and modernized. A large number of stations had to be upgraded; platforms were extended to a length of 210 metres (690 ft) to allow for three-unit trains, and

250-467: A train integrity monitoring system. The trains will enter service by the end of 2028. The European Investment Bank and HypoVereinsbank , a subsidiary of UniCredit , provided credit of more than €2 billion for the order, with LHI Leasing selected as the lessor. In October 2019, some freshly modernised trains of the class 425 were brought to Munich to take over a few services of the S20 in order to relax

300-404: Is a service on the Munich S-Bahn network. It is operated by DB Regio Bayern. It runs from Petershausen station to Erding station via Dachau , Laim , central Munich, Munich East and Markt Schwaben. The line is operated at 20-minute intervals between Dachau and Markt Schwaben. One train an hour continues from Dachau to Altomünster and the other two continue from Dachau to Petershausen so that

350-577: The 1972 Summer Olympics held in Munich by connecting the pre-existing suburban rail services in the west and east of the city via a new tunnel section from Hauptbahnhof to Ostbahnhof . The system has seven branches in the west, which were originally numbered from north to south from the S 1 (to Freising ) to the S 7 (Wolfratshausen). These are coupled with the five eastern branches. Operational requirements have changed several times, particularly due to line extensions, resulting in random numbering in

400-480: The DB Class 420 have been used in the Munich S-Bahn network. In 1972, however, only 101 of the ordered 120 trains were available, so that on some routes until 1975 had to be driven with turning trains. The first 120 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

450-757: The Federal Republic of Germany , the Free State of Bavaria , the state capital of Munich and the Deutsche Bundesbahn signed a contract on the construction of the Munich S-Bahn. The further development was most influenced by a decision made in Rome on 26 April 1966: the International Olympic Committee chose Munich over Detroit , Madrid and Montreal as the location for the 1972 Summer Olympics , resulting in

500-621: The German abbreviation for Stadtschnellbahn (literally, "urban rapid rail"), and the Munich S-Bahn exhibits characteristics of both rapid transit and commuter rail systems. The Munich S-Bahn network is operated by S-Bahn München, a subsidiary of DB Regio Bayern , which is itself a subsidiary of the German national railway company, Deutsche Bahn . It is integrated into the Munich Transport and Tariff Association ( Münchner Verkehrs- und Tarifverbund , MVV) and interconnected throughout

550-644: The Hauptbahnhof and the Ostbahnhof, called the "Südring", runs west from Hauptbahnhof before turning south and curving toward Ostbahnhof without any stops in between. The trains travelling on this route (DB50) are included in the MVV tariff scheme and offer a view of the city while the travel time is slightly longer than the Stammstrecke tunnel. Additional regional lines make calls at stations also served by

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600-421: The Munich S-Bahn is one train every 20 minutes. On parts of some branches during peak hours there is a 10-minute frequency produced by added trains. A special case is the line to Erding, where on weekdays a mix of express trains from Erding and normal S-Bahn trains from Markt Schwaben runs in the morning peaks, producing a 10-minute frequency west of Munich East station. There are also occasional additional trains on

650-476: The Netherlands were briefly trialled on the then S4 between Geltendorf and Ebersberg. Patrons were invited to fill out a questionnaire while on board 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 120 locomotive at each end of

700-461: The S-Bahn but provide an effective express functionality for MVV passengers. The examples include: Expansion plans announced by the MVV on 7 April 2017 include express S-Bahn lines with limited stops operating through the second tunnel now under construction. An underground railway line for Munich was first proposed in 1928 in a report on the "relocation of traffic centres". An underground route would allow "direct long distance traffic to and through

750-546: The S20 as well. Due to the height of the train floor being 20 centimeters lower than the height of the platform, these trains are limited to the S2 Altomünster shuttle, the S20, and S4 amplifier services between Geltendorf and Munich Hauptbahnhof (platforms 27-36). In October 2020, DB Regio started a competition for over 110 to 200 new trains for the S-Bahn München. These trains should be roughly 200m long. It

800-506: The city centre". On 22 May 1938, the first tunnel, which was part of the north–south route, was started in the Lindwurmstraße , between the present-day underground stations Sendlinger Tor and Goetheplatz. In the speech of Julius Dorpmüller , the general director of Deutsche Reichsbahn , the project was called "S-Bahn" for the first time. Due to World War II the construction and plans for the Munich S-Bahn were set aside. In 1965,

850-697: The city with the locally owned Munich U-Bahn . Today, the S-Bahn covers most of the populated area of the Munich metropolitan area of about 3 million inhabitants. In terms of system length, the Munich S-Bahn is the third-largest in Germany, behind the Rhine-Ruhr S-Bahn and the S-Bahn Mitteldeutschland . The Munich S-Bahn was established on 28 May 1972. It was intended as part of the scheme to provide an adequate transport system during

900-507: The continuous of trains kept going, the company announced that some trains of the class 424 were to be transferred from Hanover to Munich and put them into S-Bahn service after a modernisation. These trains would run services on the S20, with some services extending up to Geltendorf. In December 2023, the first refurbished 424 units were placed into service on the S2 shuttle service between Dachau Bahnhof and Altomünster, and later entered service on

950-445: The conversion work, electrical operation began on 14 December 2014. During rush hour, trains now operate on a 30-minute headway. Otherwise, service remains hourly. The route is operated as a wing section of the S 2. The last cost estimate was 47 million euros. Construction was originally scheduled to start in 2012 and completion was scheduled for 2013. Further dates: Since the opening of the S-Bahn network from 1972 to 2004, vehicles of

1000-463: The delivery of Class 423 vehicles, the Class 420 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 2004 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

1050-449: The east via Ismaning to the airport was designated as the S 8 . Later this was combined with the original line S 3, which shared part of the route of the S 8, and the new route is called the S 8. This eliminated route S 3. The old route S 5 was later largely replaced by the current S 3 , so there is currently no line S 5. In addition, there is line S 20 , which runs from Pasing to Höllriegelskreuth. These two lines do not run through

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1100-467: The east. Two lines end at Munich East station ( Ostbahnhof ), these are currently S 1 and S 6 . The first change was made in June 1991 when the branch to Ebersberg changed from S 4 to S 5 as a requirement to shorten the travel time to and from Herrsching. The line to Wolfratshausen was first called the S 10, but when it was connected to run over the trunk line it was changed to the S 7. The S-Bahn branch in

1150-506: The eastern portion. 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. S2 (Munich) The S2

1200-480: The electrification of the A line and the resulting vehicle shortage since December 2014 again series 420 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

1250-503: The gap between trains alternates between 20 and 40 minutes between Dachau to Petershausen. Similarly only two out of three continue from Markt Schwaben to Erding, creating a similar varying gap between trains. It is operated using class 423 four-car electrical multiple units, usually as two coupled sets. In the evenings and on Sundays they generally run as single sets. Extra peak hour services are operated between Dachau and Altomünster, using class 420 four-car electrical multiple units (this

1300-589: The large number of mainline rail tracks leading to Munich Central Station. Three months later the German President Gustav Heinemann opened the 1972 Summer Olympics. During the Games there were two additional S-Bahn lines servicing the now-defunct station Olympiastadion (Olympic Stadium). The new S-Bahn system stood the test and transported 3.18 million passengers in 7,138 runs to and from the sports sites in only 17 days. The first stage

1350-583: The line, it was replaced by a branch line of S2, and Class 420s were replaced as well in June 2017. From the autumn of 2000, the class 420 trainsets, some of them over thirty years old, were replaced massively by new vehicles of the class 423 . 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 2003, 211 locomotives were delivered. In 2004, another 23 units were procured. In 2005, four more trains were delivered, so today there are 238 traction vehicles. After

1400-439: The nearby Munich such as Dachau, Tutzing, Erding and Pasing came into the picture. It was the first time a S-Bahn network that size was put into service on a single date. The route S10 to Wolfratshausen (today S7) was operated with conventional push-pull trains from the southern wing of Munich Central Station. It was electrified later and connected to the core route after the construction of a 260-metre (850 ft) tunnel crossing

1450-529: The only unelectrified 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 2013. From 28 April to 13 December 2014, the line A line between Dachau and Altomünster was suspended for electrification, and Class 428 railcars were replaced by buses. After completion of

1500-464: The outer routes could also be made wheelchair-accessible in the financial framework of the project. On 21 November 2005, the section of the airport line S 8 within Unterföhring was moved underground, this was at the request of the town. On 13 December 2009, a new stop "Hirschgarten" was inaugurated on the S-Bahn trunk line between Laim and Donnersbergerbrücke. On 14 September 2013 a new Freiham stop

1550-426: The peak run at 10-minute intervals. (+) Occasional additional services to create 10 minute frequency. The S-Bahn partly operates on its own routes (one or two tracks), parts of it are double-track lines where S-Bahn operations are mixed with other traffic (passengers and freight), and in some cases more than two tracks are available. In the latter case one-or two tracks are set aside for the S-Bahn operations only and

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1600-412: The platform height was raised to 76 centimetres (2 ft 6 in). However, the floor height of trains used then and now is at approximately 1 metre (3 ft 3 in), which makes boarding difficult for people with wheelchairs or prams. Tunnel stations and platforms updated recently where no freight trains run do feature a height of 96 centimetres (3 ft 2 in), however. On 25 February 1971

1650-546: The respective routes. As new settlements developed in Esting , in the south Neuperlachs and in Unterschleißheim new settlements, the new breakpoints Unterschleißheim in the year 1977, Neuperlach Süd in 1977 and Esting in 1980. In addition, The railway line to Herrsching was to be extended two-way between Freiham and Weßling . Since then the Munich S-Bahn network has been expanded multiple times. On 28 May 1980, it

1700-595: 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. The railway line Munich-Holzkirchen is no longer served by S-Bahn trains between Solln and Deisenhofen. In 2014, the Dachau–Altomünster railway line, which had previously been used by line A, was electrified, which had been

1750-401: The school was converted into a POW hospital and rehab facility for soldiers who had lost limbs. Notable sights include This Starnberg district location article is a stub . You can help Misplaced Pages by expanding it . Munich S-Bahn [REDACTED] The Munich S-Bahn ( German : S-Bahn München ) is an electric rail transit system in Munich , Germany . " S-Bahn " is

1800-407: The second series of construction varied, as they were also exchanged with vehicles from other cities. From 1979 to 1982 also came vehicles of the fifth and sixth series to Munich, these were used after 1982 but again in other suburban rail networks. From 1992, some vehicles of the seventh and from 1996 the eighth series were added, so that the vehicle stock in Munich in 1996 included 209 vehicles. Since

1850-884: The tense situation of rolling stock availability within the company. Come the timetable change in December 2019, those trains were given back to the S-Bahn Rhein-Main. In 1972, during the Olympic Games, a consist made up of 15 Silberlinge cars and a DB Class 140 locomotive at the middle was used to haul trains on the S25 between the Ostbahnhof and the Olympiastadion stations. In 1989, the Dubbeldeksmaterieel  [ nl ] (DDM-1) double decker carriages used by Nederlandse Spoorwegen in

1900-525: The topping-out ceremony could be celebrated in the core route tunnel. In May the first S-Bahn train of the ET 420 series was put into service on the route between Pasing and Gauting . On 1 September 1971 a regular advance service was started on that route. On 28 May 1972, the Munich S-Bahn network was finally put into service with 360 kilometres (220 mi) of tracks and 101 trains of the ET 420 series. Town names in

1950-419: 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. After years of discussions and studies into different route propositions,

2000-528: The trunk line tunnel. The numbers beginning with 2 comes from the time of the introduction of these lines, as the line to Holzkirchen via Deisenhofen still had the number S 2 (instead of the current S 3). These lines cross the Isar via Großhesselohe Bridge . In the Deutsche Bahn time table , the S-Bahn lines are numbered from 999.1 to 999.8 and 999.20; line A is numbered as 999.30. The basic interval of

2050-412: The two other tracks are used for the remaining traffic. In the following table, the route length is shown from Munich Hauptbahnhof or from Ostbahnhof (Munich East station) because it reflects the chainage officially applied to the lines. An exception is S27 where the chainage starts at Pasing. Here are some of the former train lines. Some of the stations are also renamed as well. The connection between

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2100-594: 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. Since the route of the line A from Dachau to Altomünster

2150-555: The western section of the S4 and on the S1 between Freising and Munich during the peak hour, which do not continue past the Hauptbahnhof (not run through the trunk line tunnel). On some branches, one of three trains does not run to the terminus station at off-peak times, so that on these outer sections trains run at 20 or 40 minutes alternatively. The S8 is 24/7 (only to airport direction). (*) Terminus of extra services in peak. Up to here services in

2200-448: Was extended to Mammendorf. On 3 November 1979, it was extended to Ebersberg (S4). S5 was extended to Herrsching in 1984. In 1992, the route between Ismaning and the newly opened Airport Munich II was put into service as S8, followed by S1 extension on 29 November 1998. With the timetable change on 12 December 2004, the ten-minute headway on the S 4 from Maisach to Zorneding and on the S 5 from Germering-Unterpfaffenhofen to Deisenhofen

2250-475: Was introduced during rush hour, doubling the number of trains offered from three to six per hour. Since 11 December 2005 this is also offered on the western section of the S 2 to Dachau. This means there are now 30 trains per hour and direction on the trunk line during rush hour. In August 1998, the federal government, the Free State of Bavaria and Deutsche Bahn decided on a 266-million-euro package to introduce this ten-minute headway on several lines. The main point

2300-583: Was limited by the Olympic Games in 1972. Because of the enormous time pressure, not all lines could be equipped for a 10 or 20 minute cycle. The second stage was necessary mainly because of the increasing traffic volume. In 1973 and 1974, the Deutsche Bundesbahn established the following construction measures: Own S-Bahn tracks were to be built on the railway tracks from Lochhausen to Nannhofen (now Mammendorf) and from Munich to East Grafing , So as not to hinder long-distance and regional transport on

2350-526: Was not electrified until April 2014, DB Class 628 was primarily used. These were located in the railway depot of the Südostbayernbahn in Mühldorf am Inn. The vehicles were procured again in 1998 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

2400-513: Was opened on line S8 close to the one that had been closed decades before, which is to connect the new residential area Freiham . It is located one kilometer east of the 1975 decommissioned station Freiham. Construction had begun on 12 June 2012. On 15 December 2013, the S 27 from the main station to Deisenhofen was discontinued, the trips are taken by the half-hourly Meridian trains of the Bayerische Regiobahn, which are extended in

2450-483: Was planned to take the trains into service from 2026 onwards, however, according to various media sources, the new trains would be taken in service near the end of the 2020s. The first design concepts of the train were revealed on 14 February 2023 by the Bavarian ministry of traffic. On 2 August 2023, it was revealed that Deutsche Bahn had awarded Siemens Mobility a contract worth more than €2 billion, for 90 13-car new S-Bahn trains, with options for further trains. With

2500-542: Was the modernization of the control and safety technology between Pasing and Ostbahnhof, including the installation of Linienzugbeeinflussung . Between 2001 and 2005, construction work on the external lines continued as part of this program. In addition, new S-Bahn stations were opened on 10 June 2001 in Starnberg Nord (S6 West) and on 11 December 2005 in Untermenzing (S2 West). Some already existing stations on

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