How fast are the trains in the Zürich Underground Railway?
33074544#2
Trains on the S6 provide a half-hourly connection to Zürich Hauptbahnhof station, taking 12 minutes for the journey via the southern connector and Oerlikon station. In the opposite direction, S6 trains continue to Baden station, taking 28 minutes for the journey. The station also sees significant through freight traffic, most of which takes the Furttal line in order to avoid passing through central Zürich, using the northern connector onto or off the Zürich–Winterthur line.
Zürich Seebach railway station
23113323#2
Winterthur is Switzerland's fifth busiest station, and is a major node between Switzerland's largest railway nucleus in Zürich and places in Eastern Switzerland (such as St. Gallen and Schaffhausen), as well as Germany (Munich), and Austria (Vorarlberg). The station is served by trains on Zürich's suburban S-Bahn network, as well as by regional and intercity trains, with most through passenger trains making a stop. It is also connected with Zürich's airport railway station Zürich Flughafen, which can be reached in about 15 minutes about every 8 minutes. Zürich Hauptbahnhof can be reached with up to 16 direct connections per hour and the fastest connection takes only 22 minutes (S12). The station has 9 standard gauge platforms (numbered 1-9).
Winterthur railway station
253102#19
Zürich Airport railway station is located underneath the "Airport Centre". The station has frequent Zürich S-Bahn services, plus direct InterRegio, InterCity, and Eurocity services, to many places including Basel, Bern, Biel/Bienne, Brig, Geneva, Konstanz, Lausanne, Lucerne, Munich, Romanshorn, St. Gallen, and Winterthur. There are some 13 trains per hour to Zürich Hauptbahnhof, Zürich's main city centre station, with a journey time of between 10 and 15 minutes. By changing trains at Hauptbahnhof, most other places in Switzerland can be reached in a few hours.
Zurich Airport
50616338#0
The Zürich Underground Railway, or Zürich U-Bahn, was a project started in the 1970s to build a rapid transit network in the Swiss city of Zürich and several bordering municipalities. This project was itself preceded by several earlier plans dating from between 1864 and 1959. In April 1962, the "Tiefbahn" (rapid transit) project was proposed, which would have included placing the Zürich trams underground in the city centre by building 21.15 km of underground lines, but this was rejected in a referendum before any construction had been undertaken.
Zürich Underground Railway
50616338#4
In 1946, Kurt Wiesinger, professor of engineering at the ETH Zürich, put forward plans for a highspeed train that would have covered the distance between Zürich main station and Oerlikon in two minutes. Architect Wolfgang Nägeli presented a more realistic project in the Schweizerische Bauzeitung in 1947. Several tramlines were to be relocated underground in the city centre. He proposed building a tunnel underneath the Bahnhofsstrasse between Bürkliplatz and the Platzspitz park, along with lines branching off from Paradeplatz to Sihlstrasse and from the main station to Weinbergstrasse. This first draft comprised 2.7 kilometres of tunnels, as well as 0.2 kilometres of ramps and bridges. He calculated the costs would be between 35 and 40 million Swiss Francs. In a second step, he planned a second stage from Weinbergstraße to Beckenhof covering 1.1 kilometres of distance (plus 0.7 kilometres for ramps) and costing another 14 to 18 million Swiss Francs.
Zürich Underground Railway
50616338#5
On 28 March 1949, a private "initiative committee for an Underground Railway in Zürich", led by construction engineer Adolf Weber, submitted an application for a constructing and operating concession to the Federal Post and Railway Department. The plan was to build a widespread underground network which would cover 158 stations and have a length of 107 km – including lines from Zürich to Küsnacht, Witikon, Dübendorf, Kloten, Weiningen, Dietikon, Sellenbüren, Adliswil and Thalwil. After revision, the overall length was reduced to 90 km. The required capital investment of approximately two billion Swiss francs was to be supplied from private investors, at an interest rate partly guaranteed by the state. Considering the horrendous costs, an acceptance of the application by the Federal Assembly seemed to be unfeasible. Thus, the proposal was withdrawn.Bundesblatt Nr. 39/1972, S. 573.
Zürich Underground Railway
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The station is served by approximately 300 trains per day, formed of a mixture of EuroCity (EC) InterCity (IC) and InterRegio (IR) trains, serving cities throughout Switzerland, as well as Zürich S-Bahn trains on lines S2, S16 and S24. Most trains also serve Zürich Hauptbahnhof, the city's main railway station, with, for most of the day, some 13 trains per hour (tph) taking between 10 and 15 minutes for the journey.
Zürich Airport railway station
313723#13
The municipality of Rapperswil-Jona is served by four railway stations, of which the main one is Rapperswil railway station. This is served by lines S5, S7, S15 and S40 of the Zürich S-Bahn, the first three of which provide frequent (6 trains per hour) and fast (36 minute journey time) links to the city of Zürich. It is also a calling point of the "Voralpen Express", running hourly between Lucerne and St. Gallen, and the terminus of an hourly regional train that operates south-east to Linthal via Ziegelbrücke.
Rapperswil-Jona
50616338#1
In the 1970s "U-Bahn" project, the first line would have led from Dietikon via Schlieren, Zürich main station, Oerlikon and Opfikon to Zürich airport, including two short branch lines to Schwamendingen and Kloten. The two most important development axes of the agglomeration, Limmattal and Glatttal, would have been joined onto the network. The line would have been 27.5 km long, 14.8 km of which would have been underground. At a later point in time the construction of two more lines was planned. In spite of initial optimism the project was rejected in a referendum by the voters in the Canton of Zürich. Some parts of the lines, which had been built as preliminary work for the Underground that was never realised, are used today as the Milchbuck-Schwamendingen tram tunnel and as the terminus of the Sihltal-Zürich-Uetliberg-Bahn.
Zürich Underground Railway
50616338#6
On 30 May 1959, another committee handed in two civic appeals concerning the "realization of the Zürich underground on behalf of all voters". The first one addressed the city parliament (legislative authority) asking for the provision of 200 000 Swiss Francs that would be used for a report on two underground lines (Enge – Kloten and Altstetten – Tiefenbrunnen), with a total length of 19.7 kilometres. Since that type of appeal falls under the responsibility of the city council (executive authority), it was dismissed. The second one instructed the city council to solve traffic problems, in a way it would have enabled establishing an operating company for the Zürich underground on a public economical basis. As the city council had already commissioned a report for similar routes, it advised the voters to turn that request down. In the following election campaign there were several opinions saying that the plans were unrealistic and not properly thought through. According to them, Zürich didn't have the required size for an underground system and the costs ware too high. On election day, 14 February 1960, 69.8% (48'502: 20'944 votes) voted against the Zurich underground.
Zürich Underground Railway