110-421: The Saarbahn is a regional Stadtbahn operating on the tram-train principle in the German state of the Saarland . It consists of a core line in Saarbrücken and Riegelsberg operating under tram operating procedures ( BOStrab ), connected to two lines that are operated under railway operating procedures ( EBO ), the Lebach–Völklingen railway to the north and the Saarbrücken–Sarreguemines railway in
220-474: A boom in agriculture which lasted through the First World War , but transportation in rural areas was inadequate. Conventional steam railroads made limited stops, mostly in towns. These were supplemented by horse and buggies and steamboats , both of which were slow and the latter of which were restricted to navigable rivers. The increased capacity and profitability of the city street railroads offered
330-513: A five-minute interval service was planned for the central area, but this was rejected because it would have led to operational problems. On the sections using rail tracks between Brebach and Kleinblittersdorf and between Heusweiler Markt and Siedlerheim there is a 15-minute interval service and on the Kleinblittersdorf–Sarreguemines section services operate every 30 minutes only in the morning and every 60 minutes at other times. In
440-500: A fully separated U-Bahn (metro) network independent of other forms of transport, others planned for a lesser degree of separation, one that would accommodate additional tram-like sections in the long run. For both the interim and the long-term based concepts, the following terms came into use U-Straßenbahn or Untergrund-Straßenbahn ('underground tramway', abbreviated as U-Strab , Schnellstraßenbahn ('rapid tramway'), and finally Stadtbahn . An older term already used in
550-492: A great success as a model for other cities considering the establishment of a light railway. The core of the Saarbahn—the new line between Brebach station and Ludwigstraße—was put into operation on 24 October 1997, after just under two and a half years of construction. Since its opening, there has been a system separation point between Römerkastell and Brebach station. This is a 90-metre (300 ft)-long non-energised section of
660-566: A progressive loss of their initial passenger service over the years. In 1905, the United States Census Bureau defined an interurban as "a street railway having more than half its trackage outside municipal limits." It drew a distinction between "interurban" and "suburban" railroads. A suburban system was oriented toward a city center in a single urban area and served commuter traffic . A regular railroad moved riders from one city center to another city center and also moved
770-502: A small part of their extensive business empires, which often include real estate, hotels and resorts, and tourist attractions. For example, the Keikyu network has changed unrecognizably from its early days, operating Limited Express services at up to 120 kilometres per hour (75 mph) to compete with JR trains, and inter-operating with subway and Keisei Electric Railway trains on through runs extending up to 200 kilometres (120 mi);
880-491: A square containing the word 'Tram'. Although the design is the same nationwide, the colour varies from city to city to match local public transport operators' systems of colour-coding. The logo is part of the 'S logo scheme' initially developed by Berlin public transport operator BVG , based on the established logos for urban metro ('U', for U-Bahn ) and suburban metro ('S', for S-Bahn ) and including bus ('Bus') and ferry ('F', for Fähre ) operations. The logo also helped spread
990-436: A substantial amount of freight. The typical interurban similarly served more than one city, but it served a smaller region and made more frequent stops, and it was oriented to passenger rather than freight service. The development of interurbans in the late nineteenth century resulted from the convergence of two trends: improvements in electric traction, and an untapped demand for transportation in rural areas, particularly in
1100-585: A term encompassed the companies, their infrastructure, their cars that ran on the rails, and their service. In the United States, the early 1900s interurban was a valuable economic institution, when most roads between towns, many town streets were unpaved, and transportation and haulage was by horse-drawn carriages and carts. The interurban provided reliable transportation, particularly in winter weather, between towns and countryside. In 1915, 15,500 miles (24,900 km) of interurban railways were operating in
1210-542: Is achieved by giving the trams their own right of way on the surface. Stadtbahn in this wider meaning is thus not a clearly defined concept, but a vague one linked to a set of attributes, much in the same way that Straßenbahn ('tram') is linked to very different, sometimes mutually incompatible attributes. A system that is called Stadtbahn today may not have all of the Stadtbahn attributes: barrier-free access, higher cruising speed than tramways, doors on both sides of
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#17327719151521320-480: Is necessarily blurry. Some town streetcar lines evolved into interurban systems by extending streetcar track from town into the countryside to link adjacent towns together and sometimes by the acquisition of a nearby interurban system. Following initial construction, there was a large amount of consolidation of lines. Other interurban lines effectively became light rail systems with no street running whatsoever, or they became primarily freight-hauling railroads because of
1430-638: Is now owned by the state of Indiana and uses mainline-sized electric multiple units . Its last section of street running, in Michigan City, Indiana , was finally closed in 2022 for conversion to a grade-separated double-track line. SEPTA operates two former Philadelphia Suburban lines: the Norristown High Speed Line (Route 100) as an interurban heavy rail line, and the Media–Sharon Hill Line (Routes 101 and 102) as
1540-546: Is that in systems like Cologne-Bonn's the tracks were converted for Stadtbahn use by changing the electrification, while in Karlsruhe the trains were equipped to run on both types of track. Straßenbahn (tram) and Stadtbahn in the Karlsruhe region are differentiated more by the nature of their city-border crossings only, and not by the technical dimension (Dual-System Light Rail Vehicles). Only those services that extend into
1650-652: The Badner Bahn , operates a classic interurban passenger service, in addition to some freight services. Some interurban lines survive today a local railways in Upper Austria are such as the Linzer Lokalbahn , Lokalbahn Vöcklamarkt–Attersee and Lokalbahn Lambach–Vorchdorf-Eggenberg . While others operate as extension of as local city tramways such as the Traunseebahn which is now connected to
1760-518: The Gmunden Tramway . Today, two surviving interurban networks descending from the vicinal tramways exist in Belgium. The famous Belgian Coast Tram , built in 1885, traverses the entire Belgian coastline and, at a length of 68 kilometres (42 mi), which is the longest tram line in the world. The Charleroi Metro is a never fully completed pre-metro network upgraded and developed from
1870-518: The Hardt Railway . Other examples include: Milan operates one remaining interurban tramway to Limbiate with another interurban route to Carate Brianza / Giussano suspended since 2011. These two lines were once part of large network of interurbans surrounding Milan that were gradually closed in the 1970s. In Japan, the vast majority of the major sixteen private railways have roots as interurban electric railway lines that were inspired by
1980-758: The Japan Railways Group along highly congested corridors is a hallmark of suburban railway operations in Japan. For example, on the Osaka to Kobe corridor, JR West competes intensely with both Hankyu Kobe Line and Hanshin Main Line trains in terms of speed, convenience and comfort. However, a number of urban lines in Japan did close as late as the 2000s, with networks in Kitakyushu and Gifu being shut down. Between Vienna and Baden bei Wien
2090-667: The Japanese National Railways network at the time. The (former JNR) Hanwa Line was a wartime acquisition from Nankai, operating 'Super Express' trains on the line at an average speed of 81.6 kilometres per hour (50.7 mph), a national record at the time. The old Sendai station terminus of the Miyagi Electric Railway (the predecessor of the JR Senseki Line ) was situated in a short single-track underground tunnel built in 1925; this
2200-1023: The Long Beach Line in Long Beach and Los Angeles, California (this was the last remaining part of the Pacific Electric system). The Long Beach Line was cut in 1961, the North Shore Line in 1963; the Philadelphia Suburban's route 103 and the NYS&;W in New Jersey both ended passenger service in 1966. Today, only the South Shore Line, Norristown High Speed Line (SEPTA Route 100), and SEPTA Routes 101/102 remain. Some former interurban lines retained freight service for up to several decades after
2310-586: The Low Countries , Poland and Japan , where populations are densely packed around large conurbations such as the Randstad , Upper Silesia , Greater Tokyo Area and Keihanshin . Switzerland, particularly, has a large network of mountain narrow-gauge interurban lines. In addition, since the early 21st century many tram-train lines are being built, especially in France and Germany but also elsewhere in
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#17327719151522420-841: The Meitetsu opened their first interurban lines in 1912, what today form parts of the Meitetsu Inuyama Line and Tsushima Line . In 1913, the first section of what will become the Keiō Line opened connecting Chōfu to just outside Shinjuku with street running on what is today the Kōshū Kaidō or National Route 20 . Kyushu Electric Railroad, predecessor to Nishitetsu opened its first interurban line in 1914 serving Kitakyushu and surrounding areas, taking heavy inspiration from Hanshin Electric Railway . The fortunes of
2530-552: The Midwestern United States . The 1880s saw the first successful deployments of electric traction in streetcar systems. Most of these built on the pioneering work of Frank J. Sprague , who developed an improved method for mounting an electric traction motor and using a trolley pole for pickup. Sprague's work led to widespread acceptance of electric traction for streetcar operations and end of horse-drawn trams. The late nineteenth-century United States witnessed
2640-505: The direct current of Straßenbahn lines (750 V) could also draw power from the 15-kV- alternating current from normal DB catenary. In Karlsruhe this network reached as far as Heilbronn , 84 kilometres (52 mi) away, where a Stadtbahn network was created going out from this line. Both in Karlsruhe and in Heilbronn the Stadtbahn filled both the roles of a classic tramway system as well as an S-Bahn. The Karlsruhe mixed-operation concept
2750-406: The 'U' logo is used at stops on services that are essentially 'classic' tram lines, not 'second-level' at all. The concept of Regionalstadtbahnen (also known by RegioStadtbahn or other names) arose as a result of the harmonisation or integration of railway lines into Stadtbahn networks. In the area of Cologne–Bonn a single operational system (of so-called above ground lines or Hochflurstrecken )
2860-454: The 1920s is "Unterpflasterbahn" ('sub-pavement train'); this term has fallen almost entirely out of use by the 21st century. In French-speaking regions (particularly Wallonia and the bilingual Brussels Capital Region ), these concepts were labelled " pre-metro ", stressing their – then-planned and advertised – interim nature. All German cities that had a "true" U-Bahn network had plans to abandon their tramway network at one point or another. In
2970-421: The 1960s ' pre-metro ' meaning, both the 'U' (for U-Bahn ) and the 'Tram' logo are used on city maps (to indicate the location of stops) and on railway station signage (to indicate connections). The 'U' Logo is normally used both where stops or stations are underground and where they serve 'second-level' pre-metro type lines. In cities which prefix all their Stadtbahn line numbers with a 'U' (e.g. Stuttgart ),
3080-589: The 1970s, the remaining interurban tramways have enjoyed somewhat of a renaissance in the form of the Sneltram , a modern light rail system that uses high floor, metro-style vehicles and could interoperate into metro networks. Various other interurbans in Europe were folded into local municipal tramway or light rail systems. Switzerland retained many of its interurban lines which now operate as tramways, local railways, S-Bahn, or tram-trains. Milan's vast interurban network
3190-464: The 1990s. The bus service in central Saarbrücken then ran at such a high density that the vehicles sometimes operated at one-minute intervals. Following the example of the Karlsruhe model , which had operated with great success since 1992, the Saarland began to plan to build a regional Stadtbahn. The core of the concept was the building of an inner-city railway line, while the outer branches would share
3300-471: The 19th century, firstly in Berlin and followed by Vienna , where rail routes were created that could be used independently from other traffic. In the 1960s and 1970s, Stadtbahn networks were created again but now by upgrading tramways or light rail lines. This process includes adding segments built to rapid transit standards – usually as part of a process of conversion to a metro railway – mainly by
3410-787: The Construction and Operation of Trams'). Interurban The interurban (or radial railway in Canada) is a type of electric railway , with tram -like electric self-propelled railcars which run within and between cities or towns. The term "interurban" is usually used in North America, with other terms used outside it. They were very prevalent in many parts of the world before the Second World War and were used primarily for passenger travel between cities and their surrounding suburban and rural communities. Interurban as
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3520-635: The German electric system since 1983. The first light rail vehicle that reached Saarguemines was two-system railcar 810 of the Albtal-Verkehrs-Gesellschaft (AVG), which ran there on 11 September 1993 during a presentation ride. The extension in the northerly direction took place in several stages. It was extended to Cottbuser Platz on 31 July 1999, to Siedlerheim on 13 November 2000, to Riegelsberg Süd on 24 September 2001 and to Walpershofen/Etzenhofen on 26 September 2009. Construction of
3630-611: The Netherlands a line from The Hague to Delft. Which opened as horse-tramway in 1866. Nowadays the line operates as Line 1 of The Hague Tramway . Line E, run by Randstadrail , was an interurban line connecting Rotterdam to The Hague and in the past also to Scheveningen. It now interoperates with the Rotterdam Metro . A large interurban network called the Silesian Interurbans still exists today connecting
3740-581: The Netherlands in earnest with the founding of the Tramweg Stichting (Tramway Foundation). Many systems, such as the Hague tramway and the Rotterdam tramway , included long interurban extensions which were operated with larger, higher-speed cars. In close parallel to North America, many systems were abandoned from the 1950s after tram companies switched to buses. Instigated by the oil crisis in
3850-474: The North. Some operators and cities decided to identify the term Stadtbahn with the eventual goal of installing an U-Bahn so that both the original U-Bahn logo (e.g. Frankfurt U-Bahn , Cologne Stadtbahn , Hanover Stadtbahn ) and the derived U-Stadtbahn logos (e.g. North Rhine-Westphalia , Stuttgart Stadtbahn ; see example above) mark station entries and stops. The numbering scheme for Stadtbahn services
3960-646: The Riegelsberg Süd–Walpershofen/Etzenhofen section, required the contribution of additional costs of around €630,000 per year (an amount that was until recently disputed) from the city of Saarbrücken, the municipality of Riegelsberg and indirectly from the Saarland. Clearing work was performed on the former route of the Koller Valley Railway (Lebach–Völklingen railway) through Walpershofen and Dilsburg in January and February 2009,
4070-664: The Saarbahn on the Koller Valley Railway also runs at 750 V DC. With the exception of a small section between Riegelsberg-Güchenbach and Walpershofen/Etzenhofen over which the Saarbahn runs in an east-west direction along the Russenweg (L 267), which had never been used by a railway, the Saarbahn follows two very different historical railway lines: From Saarbrücken through the Köllertaler Wald (Köller valley forest) and Riegelsberg to Riegelsberg-Güchenbach, Saarbahn follows
4180-508: The Saarbahn that was opened in central Saarbrücken in 1997 is essentially line 5 of the Saarbrücken tramway, which was closed in 1965. This line ran between Rastpfuhl and Schafbrücke and was the last line of the old metre-gauge network. As of 2015, the current network operates on 44.0 kilometres (27.3 mi) of route, and serves 43 stations. The first considerations of building a regional rail network in and around Saarbrücken began in
4290-489: The Stadtbahn also operates on EBO on parts of the route where track is shared with mainline rail . All four German subway systems are regulated entirely by BOStrab while parts of some tram, light rail or Stadtbahn systems – most notably Karlsruhe Stadtbahn – are regulated under EBO. Meanwhile all S-Bahn systems – including those using third rail electrification like Berlin S-Bahn – are regulated entirely under EBO. While
4400-457: The US during their heyday. While most interurbans in Japan have been upgraded beyond recognition to high-capacity urban railways, a handful have remained relatively untouched, with street running and using 'lighter-rail' stock. To this day they retain a distinct character similar to classic American interurbans. These include: The only surviving interurban line is also the oldest regional tramway in
4510-739: The US. But instead of demolishing their trackage in the 1930s, many Japanese interurbans companies upgraded their networks to heavy rail standards, becoming today's large private railways. To this day, private railway companies in Japan operate as highly influential business empires with diverse business interests, encompassing department stores, property developments and even tourist resorts. Many Japanese private railway companies compete with each other for passengers, operate department stores at their city termini, develop suburban properties adjacent to stations they own, and run special tourist attractions with admission included in package deals with rail tickets; similar to operations of large interurban companies in
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4620-447: The United States and, for a few years, interurban railways, including the numerous manufacturers of cars and equipment, were the fifth-largest industry in the country. But due to preference given to automobiles, by 1930, most interurbans in North America had stopped operating. A few survived into the 1950s. Outside of the US, other countries built large networks of high-speed electric tramways that survive today. Notable systems exist in
4730-454: The United States, particularly in the states of Indiana, Ohio, Pennsylvania, Illinois, Iowa, Utah, and California. In 1900, 2,107 miles (3,391 km) of interurban track existed, but by 1916, this had increased to 15,580 miles (25,070 km), a seven-fold expansion. At one point in time beginning in 1901, it was possible to travel from Elkhart Lake, Wisconsin , to Little Falls, New York , exclusively by interurban. During this expansion, in
4840-467: The border of the neighbouring City of Mississauga , unlike other Toronto radial lines which were all abandoned outside of the 1960s boundary of the City of Toronto . In Germany various networks have continued to operate. Karlsruhe revitalized the interurban concept into the Karlsruhe model by renovating two local railways Alb Valley Railway , which already had interoperability with local tram trackage, and
4950-458: The building of metro-grade tunnels in the central city area. In the first years after the opening of the tunnel sections, often regular trams vehicles (but adapted for tunnel service) were used. These trams were followed by specially designed vehicles like the Stadtbahn B series. By the 1980s virtually all cities had abandoned the long-term goal of establishing a full-scale metro system due to
5060-578: The case of Hamburg, those plans resulted in the shutdown of the Hamburg tramway by 1978. In the case of Berlin, the network in West Berlin was shut down in 1967 while the plans to shut down the system in East Berlin were reversed and ultimately the tram network started expanding again in the last years of East Germany; it now serves some portions of the former West again. In Nuremberg and Munich
5170-519: The country's railway infrastructure and cater to the post-war baby boom. The companies continued their policies of improvement they had followed before the war; lines were reconstructed to allow higher speeds, mainline-sized trains were adopted, street-running sections were rebuilt to elevated or underground rights-of-way, and link lines to growing metro systems were built to allow for through operations. Many of these private railway companies started to adopt standards for full-blown heavy rail lines similar to
5280-484: The course of the historical Riegelsberg tramway: an interurban tram line from St.Johann/Saarbrücken via Riegelsberg to Heusweiler, which was opened in 1907. The line broadly followed the following day's federal highway 268 , which also continues directly from Güchenbach to Heusweiler. The line served the mines in Heusweiler-Dilsburg and Von der Heydt. The tramway was replaced by trolleybuses in 1953 and
5390-465: The current northern terminus, Heusweiler Markt, north to Lebach-Jabach opened for service on 5 October 2014. This extension will expand the Saarbahn line to cover a total of 44.0 kilometres (27.3 mi) of route. Currently the 44.0-kilometre (27.3 mi) cross-city route is operated as line S1 between Heusweiler Markt and Sarreguemines, with services every 7.5 minutes during the day on the core section between Siedlerheim and Brebach station. Originally,
5500-629: The dense vicinal tramway network around the city. Similar to the United States, in Canada most passenger interurbans were removed by the 1950s. One example of continuous passenger service still exists today, the Toronto Transit Commission 501 Queen streetcar line. The western segment of the 501 Streetcar operates largely on what was the T&;YRR Port Credit Radial Line, a radial line that remains intact through Etobicoke and up to
5610-492: The discontinuance of passenger service. Most were converted to diesel operation, although the Sacramento Northern Railway retained electric freight until 1965. After World War II , many interurbans in other countries were also cut back. In Belgium, as intercity transport shifted to cars and buses; the large sections of the vicinal tramways were gradually shut down by the 1980s. At their peak in 1945,
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#17327719151525720-503: The distinction in terms while large parts of the general public and non-specialist press by and large do not. By the 1980s conventional tramways had been seen by decision-makers as overloaded systems for more than two decades. However, public attention focused on them at this time for two reasons. The Stadtbahn cities' second level plans faced unexpected complications in the form of lengthy construction work, budgetary problems for tunnel projects, and protests against elevated sections. At
5830-517: The early 1900s with some assistance from Thomas Edison . By the 1930s a vast network of interurbans, the Società Trazione Elettrica Lombarda , connected Milan with surrounding towns. In the first half of the 20th century, an extensive tramway network covered Northern England , centered on South Lancashire and West Yorkshire . At that time, it was possible to travel entirely by tram from Liverpool Pier Head to
5940-765: The east at 339 miles (546 km) and had provided Pittsburgh-area coal country towns with hourly transportation since 1888. By the 1960s only five remaining interurban lines served commuters in three major metropolitan areas: the North Shore Line and the South Shore Line in Chicago, the Philadelphia Suburban Transportation Company, the New York, Susquehanna and Western Railway in northern New Jersey, and
6050-423: The excessive costs associated with converting the tramways. Most Stadtbahn systems are now a mixture of tramway-like operations in suburban and peripheral areas and a more metro-like mode of operation in city centres, with underground stations. This 20th century Stadtbahn concept eventually spread from Germany to other European countries, where it became known as pre-metro . The term Stadtbahn first arose in
6160-774: The existing Deutsche Bahn railway infrastructure. As early as 1992, it borrowed a light rail vehicle from the Karlsruhe Stadtbahn and ran it on the Fürstenhausen–Gersweiler Bahnhof–Saarbrücken Messebahnhof route on the Rossel Valley Railway ( Rosseltalbahn ), south of the Saar . Before the opening of the Saarbrücken city centre line, there was a trial operation between Saarbrücken Central Station ( Hauptbahnhof ) and Hanweiler with Saarbahn vehicles. However, as it
6270-577: The first half of the 20th century as a name for the cross-city lines in Berlin and Vienna . The Berlin Stadtbahn line is an elevated heavy rail line linking the East and the West. Long distance, regional, suburban, and urban services ( S-Bahn ) are operated on it. In Berlin unqualified use of the term Stadtbahn is still widely understood to refer to the Berlin Stadtbahn. The Vienna Stadtbahn
6380-528: The fleets and the infrastructure were in need of massive investment and improvement. After the reunification of Germany in 1990, the use of the Stadtbahn term became popular in the former East Germany as well, as in Erfurt and Dresden . However, neither the Erfurt tramway nor the Dresden tramway have any significant tunnel or elevated sections or plans to build any. In their case separation from road traffic
6490-557: The industry in the US and Canada declined during World War I , particularly into the early 1920s. In 1919 President Woodrow Wilson created the Federal Electric Railways Commission to investigate the financial problems of the industry. The commission submitted its final report to the President in 1920. The commission's report focused on financial management problems and external economic pressures on
6600-522: The industry, and recommended against introducing public financing for the interurban industry. One of the commission's consultants, however, published an independent report stating that private ownership of electric railways had been a failure, and only public ownership would keep the interurbans in business. Many interurbans had been hastily constructed without realistic projections of income and expenses. They were initially financed by issuing stock and selling bonds. The sale of these financial instruments
6710-656: The interurban whose private tax paying tracks could never compete with the highways that a generous government provided for the motorist." William D. Middleton , in the opening of his 1961 book The Interurban Era , wrote: "Evolved from the urban streetcar, the Interurban appeared shortly before the dawn of the 20th century, grew to a vast network of over 18,000 miles in two decades of excellent growth, and then all but vanished after barely three decades of usefulness." Interurban business increased during World War II due to fuel oil rationing and large wartime employment. When
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#17327719151526820-497: The interurbans were the fifth-largest industry in the United States. In Belgium , a sprawling, nation-wide system of narrow-gauge vicinal tramways have been built by the NMVB / SNCV to provide transport to smaller towns across the country; the first section opened in 1885. These lines were either electrically operated or run with diesel tramcars, included numerous street-running sections, and inter-operated with local tram networks in
6930-448: The larger cities. Similar to Belgium, Netherlands constructed a large network of interurbans in the early 1900s called streektramlijnen . In Silesia, today Poland, an extensive interurban system was constructed, starting in 1894 with a narrow-gauge line connecting Gliwice with Piekary Śląskie through Zabrze , Chebzie , Chorzów and Bytom , another connected Katowice and Siemianowice . After four years, in 1898, Kramer & Co.
7040-476: The line was legally defined as a tramway and included street running at the two ends, but was based on American interurbans and operated with large tramcars on mostly private right-of-way. In the same year, the Keihin Express Railway , or Keikyu, completed a section of what is today part of the Keikyū Main Line between Shinagawa , Tokyo and Kanagawa , Yokohama . This line competes with mainline Japanese National Railways on this busy corridor. Predecessors of
7150-538: The long Cincinnati & Lake Erie Railroad (C&LE), and in Indiana with the very widespread Indiana Railroad . Both had limited success up to 1937–1938 and primarily earned growing revenues from freight rather than passengers. The 130-mile (210 km) long Sacramento Northern Railway stopped carrying passengers in 1940 but continued hauling freight into the 1960s by using heavy electric locomotives. Oliver Jensen, author of American Heritage History of Railroads in America , commented that "...the automobile doomed
7260-473: The mileage of vicinal tramways reached 4,811 kilometres (2,989 mi) and exceeded the length of the national railway network. Sprawling tram networks in the Netherlands extended to neighbouring cities. The vast majority of these lines were not electrified and operated with steam and sometimes petrol or diesel tramcars. Many did not survive the 1920s and 30s for the same reasons American interurbans went bust, but those that did were put back into service during
7370-435: The mountain spa resort of Hakone. Many private lines were nationalised during the Second World War. The handful that remained in the hands of JNR after the end of the war – including the Hanwa Line, Senseki Line and the Iida Line – remain outliers on the national JR network, with short station distances, (in the case of the Iida Line) lower-grade infrastructure, and independent termini (such as Aobadori Station and
7480-399: The names Stadtbahn and S-Bahn have common origin ('rapid urban train'), their meaning today is different. S-Bahn is commuter rail , usually integrated into the railway network and mostly operated by the German national railway company Deutsche Bahn . Stadtbahn , on the other hand, generally use light rail vehicles (either high-floor or low-floor ), and are usually integrated into
7590-447: The national rail network, and, like JR commuter routes, are operated as 'metro-style' commuter railways with mainline-sized vehicles and metro-like frequencies of very few minutes. In 1957, the Odakyu Electric Railway introduced the Odakyu 3000 series SE , the first in a line of luxurious tourist Limited Express trains named ' Romancecars '. These units set a narrow-gauge speed record of 145 kilometres per hour (90 mph) on its runs to
7700-608: The off peak hour, services operate at 15-minute intervals in the central section, every 30 minutes to Kleinblittersdorf or Siedlerheim and every 60 minutes to Sarreguemines. In the morning peak for professional and school transport and in the afternoon peak, coupled vehicles are used, otherwise single sets are operated. The Saarbahn carries approximately 40,000 passengers daily. Currently there are 28 Flexity Link tram-trains in use, which were manufactured by Bombardier in Vienna and Bruges. Six sets were temporarily loaned to Kassel, where they operated trial runs for RegioTram Kassel . From
7810-488: The original narrow gauge network was converted to standard, which allowed a connection with the new system in Sosnowiec. By 1931, 47,5% of the narrow-gauge network was reconstructed, with 20 kilometres (12 mi) of new standard-gauge track built. A large network of interurbans started developing around Milan in the late 1800s; they were originally drawn by horses and later powered as steam trams. These initial interurban lines were gradually upgraded with electric traction in
7920-493: The outset to be eventually converted into a metro system. A final metro system may or may not be implemented in the end. This concept has the benefit of being cheaper in comparison with constructing a metro from scratch. Post-World War II transport policies in West German cities aimed for a separation of public and private transport. The conflicts that arose between increasing car usage and the existing tramway systems led to
8030-412: The overhead line, which is traversed using momentum, while the vehicle's electric system automatically switches to the other system. Saarbahn railcars coming from central Saarbrücken change from 750 V DC to 15 kV 16 + 2 ⁄ 3 Hz AC and run via Kleinblittersdorf to Sarreguemines , Lorraine . The French section from the border station at Hanweiler has been equipped with
8140-481: The plans to shut down the tram networks were slowed down – in part due to protests by citizens against losing tram service without adequate replacement – ultimately abandoned and there are now plans for new tram construction in both cities. However, as late as 2011 the tram line through Pirckheimer Straße in Nuremberg was shut down in the course of the opening of a new section of subway line U3 which runs slightly to
8250-614: The possibility of extending them into the countryside to reach new markets, even linking to other towns. The first interurban to emerge in the United States was the Newark and Granville Street Railway in Ohio, which opened in 1889. It was not a major success, but others followed. The development of the automobile was then in its infancy, and to many investors interurbans appeared to be the future of local transportation. From 1900 to 1916, large networks of interurban lines were constructed across
8360-521: The rail business altogether ran afoul of state commissions which required that trains remain running "for the public good", even at a loss. Many financially weak interurbans did not survive the prosperous 1920s, and most others went bankrupt during the Great Depression . A few struggling lines tried combining to form much larger systems in an attempt to gain operating efficiency and a broader customer base. This occurred in Ohio in year 1930 with
8470-400: The railway overpass in the center of Walpershofen was renewed in 2009/10 and the reactivation of Heusweiler Markt was largely completed in the summer of 2011. This stretch of track was inaugurated on 30 October 2011. Although another system separation point between BOStrab and EBO was instituted at Walpershofen in 2011, the electrical system does not change there because the electric system for
8580-423: The regions where they operated, particularly in Ohio and Indiana, "...they almost destroyed the local passenger service of the steam railroad." To show how exceptionally busy the interurbans radiating from Indianapolis were in 1926, the immense Indianapolis Traction Terminal (nine roof covered tracks and loading platforms) scheduled 500 trains in and out daily and moved 7 million passengers that year. At their peak
8690-562: The repair costs. The rise of private automobile traffic in the middle 1920s aggravated such trends. As the interurban companies struggled financially, they faced rising competition from cars and trucks on newly paved streets and highways, while municipalities sought to alleviate traffic congestion by removing interurbans from city streets. Some companies exited the passenger business altogether to focus on freight, while others sought to buttress their finances by selling surplus electricity in local communities. Several interurbans that attempted to exit
8800-468: The same time, the smaller cities which had not started Stadtbahn plans reassessed their options in relation to their existing tram systems. Furthermore, relocating public transit or even pedestrians underground increasingly got a negative reputation and the concept of the automotive city – all but dominating public discourse in the 1950s and 1960s – was increasingly called into question. East German cities had no 1960s-style Stadtbahn plans in place, and
8910-404: The scheme. As far as the Stadtbahn terminology problem is concerned, however, the scheme serves only to add further confusion to the matter, since there is no nationwide logo for Stadtbahn services. The result appears to be a contraction in the use of the term Stadtbahn , especially in cities where it has been used in its wider 1980s 'light-rail system' meaning. In cities where Stadtbahn has
9020-556: The so-called 'second level' concept for future light rail schemes. This concept focused on the grade separation, i.e., elevation and/or tunneling of tram lines. Munich and Nuremberg decided to build pure, full-scale U-Bahn (metro) systems. Berlin and Hamburg planned expansions of their existing U-Bahn networks, while most West German cities decided to upgrade their tramway networks step by step, linking new 'second level' infrastructure to existing sections. While some cities regarded this solution as an interim step that would lead to
9130-552: The south. Stadtbahn Saar GmbH is responsible for the infrastructure of the central section of line, while the outer tracks are operated by the national railway infrastructure companies, DB Netz AG in Germany and Réseau Ferré de France in France. The system is operated by Saarbahn GmbH , and integrated in the Saarländischer Verkehrsverbund [ de ] (SaarVV). The route of the new line of
9240-483: The station Römerkastell to the nearby shopping center Saarbasar is planned. Due to the short distance, the plan is to build the route as single track. As of 2013, no work has been carried out on any of these proposals. Stadtbahn Stadtbahn ( German pronunciation: [ˈʃtatˌbaːn] ; German for 'city railway'; plural Stadtbahnen ) is a German word referring to various types of urban rail transport . One type of transport originated in
9350-406: The suburbs are called Stadtbahn. They are represented by the 'S' logo that is used for S-Bahn ( Stadtschnellbahn ) in the rest of Germany and therefore partially conflict with it, as it has acquired a second meaning in Karlsruhe. As part of the redevelopment of their main city stations , national railway company Deutsche Bahn adopted a new logo to indicate Straßenbahn (tram) connections:
9460-660: The timetable change in December 2009, three tram-trains were lent to the Stadtbahn Karlsruhe for use on line S9. A line is proposed towards Schafbrücke. Another proposal would include an extension via Burbach to Völklingen station , but this plan has been put on hold, as the effects of mining have to be remedied first. Other plans include an extension to the University, to Rotenbühl, to Alt-Saarbrücken, to Forbach and to Eschberg . Additionally, an extension from
9570-656: The town was launched. After World War I and the Silesian Uprisings, in 1922 the region (and the tram network) was divided between newly independent Poland and Germany, and international services appeared (the last one ran until 1937). In 1928 further standard gauge systems were established in Sosnowiec, Będzin and Dąbrowa Górnicza (the so-called Dabrowa Coal Basin - a region adjoining the Upper Silesian Coal Basin). Between 1928 and 1936 most of
9680-475: The train, driver's cabs on both ends, higher operating voltage, wider cars with comfortable seats, and so on. In 1992 Karlsruhe started an innovative new service, using both heavy and light rail infrastructure, to link the wider region to the city. The vehicles were designed to comply with technical specifications for the (federal) heavy railway and for light rail (communal tramways). Such vehicles are called Dual-System Light Rail Vehicles. The meaning of Stadtbahn
9790-461: The trains retain a red livery based on the Pacific Electric's 'Red Cars', true to the company's interurban roots. The Keiō Line did not fully remove the street running section on the Kōshū Kaidō outside of Shinjuku Station until the 1960s, replacing it with an underground section. Similar to passenger railway conditions in early 1900s America, intense competition still exists today between private railways and mainline railways operated by
9900-530: The tram network, though the Stadtbahn portions do not operate with street running as much as trams do. They also differ in legal status: S-Bahn systems are governed under the rail rules of the Eisenbahn-Bau- und Betriebsordnung (EBO) ('Ordinance on the Construction and Operation of Railways'), while Stadtbahn systems are usually tramways by law governed under the regulations of Verordnung über den Bau und Betrieb der Straßenbahnen (BOStrab) ('Ordinance on
10010-407: The upper level of Tennōji Station ). Today, trackage of the major sixteen private railways , in many places originally designed as American-style interurban railways, has been upgraded beyond recognition into high capacity urban heavy railways. Private railway companies that started out as interurbans such as Tokyu , Seibu , Odakyu , Hankyu and Tobu ; rail transportation now tends to form only
10120-478: The urban areas of the Upper Silesia . It is one of the largest interurban networks in Europe. In Łódź region, an interurban tram system connects Łódź, Pabianice, Zgierz and Konstantynów Łódzki, and formerly also Ozorków, Lutomiersk, Aleksandrów Łódzki, Rzgów and Tuszyn. Only three continuously operating passenger interurbans in the US remain with most being abandoned by the 1950s. The South Shore Line
10230-605: The village of Summit, outside Rochdale , a distance of 52 miles (84 km), and with a short 7 miles (11 km) bus journey across the Pennines, to connect to another tram network that linked Huddersfield, Halifax and Leeds. The first interurban railway in Japan is the Hanshin Electric Railway , built to compete with mainline steam trains on the Osaka to Kobe corridor and completed in 1905. As laws of that time did not allow parallel railways to be built,
10340-537: The war ended in 1945, riders went back to their automobiles, and most of these lines were finally abandoned. Several systems struggled into the 1950s, including the Baltimore and Annapolis Railroad (passenger service ended 1950), Lehigh Valley Transit Company (1951), West Penn Railways (1952), and the Illinois Terminal Railroad (1958). The West Penn was the largest interurban to operate in
10450-628: The war years, or at least the remaining parts not yet demolished. One of the largest systems, nicknamed the Blue Tram , was run by the Noord-Zuid-Hollandsche Stoomtramweg-Maatschappij and survived until 1961. Another, the RTM ( Rotterdamse Tramweg Maatschappij ), which ran in the river delta south-west of Rotterdam , survived until early January 1966. Its demise sparked the rail-related heritage movement in
10560-587: The word "Tram" at the expense of Straßenbahn and elektrische ("electric [railway/tramway]") the latter of which having become somewhat antiquated. The term "Bim" (short for "Bimmelbahn" in turn derived from the semi- onomatopoetic "bimmeln" for the sound of a bell) meanwhile has become limited to Austria, particularly the "Bim" in Vienna . As the new logos became part of the information systems at more and more main railway stations, an increasing number of cities and public transport operators came to accept and adopt
10670-631: The world. These can be regarded as interurbans since they run on the streets, like trams, when in cities, while out of them they either share existing railway lines or use lines that were abandoned by the railway companies. The term "interurban" was coined by Charles L. Henry , a state senator in Indiana. The Latin, inter urbes , means "between cities". The interurban fit on a continuum between urban street railways and full-fledged railroads. George W. Hilton and John F. Due identified four characteristics of an interurban: The definition of "interurban"
10780-712: Was also adopted by the Saarbahn in Saarbrücken . This model is today referred to in France as the tram-train . Other Stadtbahn networks in Germany without tunnels, but which incorporate railway lines, are found in: Although a precise legal definition of Stadtbahn was planned in the 1970s, there is currently no such definition. By law, the BOStrab regulates all Stadtbahn systems as tram systems, as long as they are not mainline rail. However, all U-Bahn systems in Germany are likewise regulated by BOStrab. In some systems,
10890-461: Was chosen to start electrification on Katowice Rynek (Kattowitz, Ring) - Zawodzie line, after which Schikora & Wolff completed electrification of four additional lines. In 1912, the first short 4 ft 8 + 1 ⁄ 2 in ( 1,435 mm ) standard gauge line was built in Katowice . In 1913, a separate standard gauge system connecting Bytom with suburbs and villages west of
11000-487: Was common. Receivership was a common fate when the interurban company could not pay its payroll and other debts, so state courts took over and allowed continued operation while suspending the company's obligation to pay interest on its bonds. In addition, the interurban honeymoon period with the municipalities of 1895–1910 was over. The large and heavy interurbans, some weighing as much as 65 tons, caused damage to city streets which led to endless disputes over who should bear
11110-685: Was created by the Cologne Stadtbahn and the Bonn Stadtbahn , opened in 1974, from the conversion of two former railway lines (the Rheinuferbahn and Vorgebirgsbahn belonging to the old Köln-Bonner Eisenbahnen ). Further developments led to tram-train networks that rather resembled an S-Bahn . This idea was first realised in 1992 in Karlsruhe ( Karlsruhe Stadtbahn ), where as part of the Karlsruhe model even so-called dual system railbuses were used, which in addition to
11220-543: Was enlarged to encompass this new type of " tram-train " service. In other regions, stimulated by the Karlsruhe example and planning to copy it, other terms are in use: Stadt-Umland-Bahn (city-to-region railway, e.g. Erlangen , also in discussion to connect the nearer surroundings of Munich , as far as not supplied with S-Bahn services so far, with the existing public transport there), Regional-Stadtbahn (regional light rail, e.g. Braunschweig ). The difference of this system to other systems where light rail mixes with heavy rail,
11330-453: Was in the beginning a system of heavy rail lines circling the city, free of level crossings, operated by steam trains. After World War I the Wiental , Donaukanal and Gürtel lines were converted into an electric light rail system with tram-like two-axle cars (which on line 18G until 1945 switched into the tram network at Gumpendorfer Strasse station). In the 1970s to 1990s the infrastructure
11440-425: Was often local with salesmen going door to door aggressively pushing this new and exciting "it can't fail" form of transportation. But many of those interurbans did fail, and often quickly. They had poor cash flow from the outset and struggled to raise essential further capital. Interurbans were very vulnerable to acts of nature damaging track and bridges, particularly in the Midwestern United States where flooding
11550-509: Was prefixed with a 'U', except in the Cologne Stadtbahn , Bielefeld Stadtbahn , and Hanover Stadtbahn . In local parlance some of those systems are referred to as "U-Bahn", especially when talking about tunnel sections. However, this somewhat misleading terminology is only officially used in Frankfurt am Main which calls its Stadtbahn "Frankfurt U-Bahn". Official documents and specialist publications or railfans and transit advocates maintain
11660-648: Was progressively closed in the 1970s but parts of it were reused as the outer parts of the Milan Metro . Development of Japanese interurbans strayed from their American counterparts from the 1920s. The second boom of interurbans occurred as late as the 1920s and 1930s in Japan, with predecessors of the extensive Kintetsu Railway , Hankyu , Nankai Electric Railway and Odakyu Electric Railway networks starting life during this period. These interurbans, built with straighter tracks, electrified at 1500V and operated using larger cars, were built to even higher standards than
11770-485: Was replaced in turn by diesel-powered buses in 1964. After the new section between Riegelsberg-Güchenbach and Walpershofen/Etzenhofen, the Saarbahn reaches, at the Walpershofen/Etzenhofen stop, the line of the former Koller Valley Railway, over which it continues north through Walpershofen to its temporary terminus at Heusweiler Markt. A 10.4-kilometre (6.5 mi) extension of the current line, from
11880-635: Was still in the Deutsche Bahn timetable, replacing the previously locomotive-hauled trains on this section, it was operated by Deutsche Bahn. This forward operation began on 29 September 1997 and ended on 24 October 1997, the opening day of the new line through the city centre. On 24 October 2007, the Saarbrücken Stadtbahn celebrated its tenth train anniversary. Since inception more than 100 million passengers had been carried, almost twice as many as originally planned. Thus, it had become
11990-621: Was the first stretch of underground railway in all of Asia, predating the Tokyo Metro Ginza Line by two years. Meanwhile, existing interurbans like the Hanshin Electric Railway started to rebuild their street-running lines into grade-separated exclusive rights-of-way. After the war, interurbans and other private railway companies received large investments and were allowed to compete not only with mainline trains but also with each other, in order to rejuvenate
12100-528: Was updated, and the lines were partially relocated: they are now part of the Vienna U-Bahn services 'U4' and 'U6'. The Vorortelinie line remained heavy rail and is now part of the Vienna S-Bahn . Since the 1960s the term Stadtbahn has become identified with a second, now dominant, meaning. Here Stadtbahn is an underground urban rail network that is used by conventional trams but planned at
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