Nuremberg U-Bahn

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Nuremberg U-Bahn is a metro run by Verkehrs-Aktiengesellschaft NÃÆ'¼rnberg (or Nuremberg Transport Corporation ), which is a member of VGN ( Verkehrsverbund GroÃÆ'Ÿraum NÃÆ'¼rnberg or Greater Nuremberg Transport Network). Nuremberg U-Bahn is Germany's newest metro, having begun operating in 1972. In 2008, a driverless and automatic train was introduced on the new U3 line, making it the first automatic U-Bahn line in Germany. The current network of Nuremberg U-Bahn consists of three lines, serves 48 stations, and consists of 37.1 kilometers (23.1 mi) of operational routes, making it the shortest of the four metro systems in Germany behind Berlin, Hamburg and Munich. The DT1 vehicle mostly has the same design as the A-cars found at Munich U-Bahn, and the two transport companies lend to other trains as reserves for major events (such as the Munich Olympics) at the time of both systems it's pretty new. Such swaps are now impossible anymore, since the rolling stock on each system has evolved in a way that requires modification to be used on other systems. The newer Nuremberg trains (DT3, for example) are not compatible with the Munich system.

Video Nuremberg U-Bahn

History

Plans for a subway in Nuremberg will return to 1925, when Nuremberg-trained engineer Oscar Freytag speaks to build a subway under FÃÆ'¼rther Strasse. This is not to replace parallel trams in accordance with later ideas, but equipped as a fast connection. In addition, it must be extended over PlÃÆ'¤rrer along Frauentorgrabens to Nuremberg Central Station. However, at the time, the project failed due to its high technical complexity and cost. The first real pioneers of the subway came in 1938 during the Nazi era, when the tram route was buried under Allersberger Strasse and Bayernstrasse. These extant facilities were built not to disrupt the tram through the SS barracks and the crowds of protesters held at adjacent Nazi party podiums in their operations.

Only after the Second World War and with the occurrence of economic miracles and increased motorization of the population were new plans to build sub-asphalt sidewalks. Advice from professor Ulm Max-Erich Feuchtinger to move the tram between PlÃÆ'¤rrer and the main station beneath the earth, rejected Nuremberg city council on March 19, 1958. In 1962, the city council commissioned Stuttgart traffic scientist Professor Walther Lambert to prepare an opinion on the future ahead of Nuremberg's public transport. The "Lambert Report" with recommendations for building sub-rice sidewalks in 1963 before, and therefore the city council decided on 24 April 1963 for their development with later conversion options to full metro.

On November 24, 1965, the city council revised its decision in 1963 and decided to build a classic subway. This was preceded by a personal statement by Hans von Hanffstengel, head of the Nuremberg city planning office, in the opinion of Professor Lambert. Hanffstengel spoke out against a temporary solution of the underground tram and demanded a full underground direct development. He is indirectly supported by the federal government, which offers participation in 50% construction costs, and Bavarian Prime Minister Alfons Goppel, which ensures financial equity from the Nuremberg subway plan with people from the state capital. However, the practical reason is the closing of the entire line during the conversion over several years.

Planning

Initial considerations for the subway network existed after the City Council decision of 1965, but the concrete Grundnetz plan began only in the late 1960s after the adoption of the 1969 land use plan. The first subway axis is currently under construction and so included in all variants. It will connect the newly emerging Langwasser satellite city through the main station, the old town and PlÃÆ'¤rrer with FÃÆ'¼rth and follow essentially the first tram line 1. For other lanes is the connection of the destination airport, Meistersingerhalle, City Hospital (today: Klinikum Nord) and Tiergarten, the large-scale development of urban areas with few stops to the maximum extent possible as well as simple network expansion in urban areas make a condition. All of these considerations eventually lead to a large number of network proposals, where the models P, Q, R and S are closest to the specifications.

In the "P" model all paths are aligned with the main station as the central hub, which at the same time benefits - incorporating all means of transport (U- and S-Bahn, ZOB) at one point - the model. The disadvantage is difficult because of the surrounding buildings of structural engineering implementation of the Hauptbahnhof intersection station and the Hauptbahnhof - PlÃÆ'¤rrer route. The lines are as follows:

• U1: Langwasser - Hauptbahnhof - Altstadt - PlÃÆ'¤rrer - FÃÆ'¼rth
• U2: Flughafen - Rathenauplatz - Hauptbahnhof - Opernhaus - PlÃÆ'¤rrer - Gebersdorf
• U3: Tiergarten - Hauptbahnhof - Opernhaus - RÃÆ'¶thenbach
• U4: Thon - Rathenauplatz - Hauptbahnhof - Opernhaus - PlÃÆ'¤rrer - Wetzendorf

The "Q" model is based on the new settlement axis between Nuremberg and FÃÆ'¼rth along WillstraÃÆ'Ÿe and the new tangent line that will be served by the U3 line. Positive effects associated with this network model for the development of the new housing axis, the negative can be a transfer link from U3 to the city center and the supply of broken trains to the depot. The line network will look like this:

• U1: Langwasser - AufseÃÆ'Ÿplatz - Hauptbahnhof - Altstadt - PlÃÆ'¤rrer - Gostenhof - FÃÆ'¼rth
• U2: Flughafen - Rathenauplatz - Hauptbahnhof - SteinbÃÆ'¼hl - RÃÆ'¶thenbach
• U3: Tiergarten - AufseÃÆ'Ÿplatz - SteinbÃÆ'¼hl - Schlachthof - Gostenhof - St. Johannis - Rathenauplatz - Erlenstegen
• U4: Gebersdorf - Schlachthof - Gostenhof - St. Johannis - Wetzendorf

In the "R" model, the three main lines cut the points of AufseÃÆ'Ÿplatz, Hauptbahnhof and PlÃÆ'¤rrer and thus conform to the classical network concept, u. A. also applied in Munich. The advantages will be the uniform utilization and development potential of all lines, as the disadvantages can arise unwanted settlement development along the north direction of U3 Thon and south direction Gartenstadt U5. The lines are as follows:

• U1: Langwasser - AufseÃÆ'Ÿplatz - Hauptbahnhof - Altstadt - PlÃÆ'¤rrer - Gostenhof - FÃÆ'¼rth
• U2: Flughafen - Rathenauplatz - Hauptbahnhof - PlÃÆ'¤rrer - Gostenhof - Schlachthof - RÃÆ'¶thenbach
• U3: Tiergarten - AufseÃÆ'Ÿplatz - SteinbÃÆ'¼hl - PlÃÆ'¤rrer - Gostenhof - St. Johannis - Thon
• U4: Erlenstegen - Rathenauplatz - Hauptbahnhof - PlÃÆ'¤rrer - Gostenhof - Schlachthof - Gebersdorf
• U5: Gartenstadt - SteinbÃÆ'¼hl - PlÃÆ'¤rrer - Gostenhof - St. Johannis - Wetzendorf

In the "S" model all the lines run independently of each other and only intersect at the AufseÃÆ'Ÿplatz, Friedrich-Ebert-Platz, Hauptbahnhof, Rathenauplatz, PlÃÆ'¤rrer, SteinbÃÆ'¼hl and Schlachthof stations. The advantage is that no part of the route is shared and thus no delay is delayed on one line. As a loss, UmjeigevorgÃÆ'¤nge is often considered that passengers z. B. should rise from Erlenstegen to Zerzabelshof. The lines will be as follows in this model:

• U1: Langwasser - AufseÃÆ'Ÿplatz - Hauptbahnhof - Altstadt - PlÃÆ'¤rrer - FÃÆ'¼rth
• U2: Flughafen - Rathenauplatz - Hauptbahnhof - PlÃÆ'¤rrer - Schlachthof - RÃÆ'¶thenbach
• U3: Gebersdorf - Schlachthof - SteinbÃÆ'¼hl - AufseÃÆ'Ÿplatz - Tiergarten
• U4: Thon - Friedrich-Ebert-Platz - PlÃÆ'¤rrer - SteinbÃÆ'¼hl - Gartenstadt
• U5: Erlenstegen - Rathenauplatz - Friedrich-Ebert-Platz - Wetzendorf

Ultimately, the R model turns out to be the most useful of the four models in terms of urban planning, operational engineering and developmental possibilities. It was slightly modified and formed the basis adopted on 8 September 1971 by the City Council "Nuremberg General Transit Plan" (GNVP). The planned subway network should then come out of the three main lines, from which U2 and U3 lines must accept the possibility of branching at Friedrich-Ebert-Platz station (Thon direction), Rathenauplatz (Erlenstegen direction), SteinbÃÆ'¼hl (Gartenstadt direction) and Schlachthof (direction of Gebersdorf).

• U1: Langwasser - AufseÃÆ'Ÿplatz - Hauptbahnhof - Altstadt - PlÃÆ'¤rrer - FÃÆ'¼rth (under construction)
• U2: Stein - Schlachthof - PlÃÆ'¤rrer - Hauptbahnhof - Rathenauplatz - Flughafen
• U3: Wetzendorf - Friedrich-Ebert-Platz - PlÃÆ'¤rrer - SteinbÃÆ'¼hl - AufseÃÆ'Ÿplatz - Tiergarten

One criticism point was the inadequate consideration of the territories incorporated into the GNVP on 1 July 1972, because the subway planning was little adapted to new settlements.

Construction

On March 20, 1967, German transport minister Georg Leber and Nuremberg OberbÃÆ'¼rgermeister ("Lord Mayor") Andreas Urschlechter had the honor of "striking the first blow" for a new metro. This is done in BauernfeindstraÃÆ'Ÿe when they trigger a pole driver.

On 1 March 1972, the first 3.7 kilometers (2.3 mi) expanse of the system opened, U1 Langwasser SÃÆ'¼d to BauernfeindstraÃÆ'Ÿe. Over the next few years, more and more U1 opened. Uniquely, the metro was built "from the inside out", beginning in the somewhat desolate Langwasser area before reaching the historical core and the central railway station.

On January 28, 1984, the second U-Bahn line of Nuremberg, U2, began operating between PlÃÆ'¤rrer and Schweinau. This line also experienced further expansion, and eventually reached the airport in 1999.

In 2004, 6 Munich A cars were purchased by VAG to complete its own double fleet. However, due to differences in specifications between the Nuremberg and Munich systems, Munich's old stocks could not be combined with Nuremberg stocks. As a result, it is not possible to make trains use both types, although at least they can run on the same track. VAG left Munich's stock on a white and blue Munich livery, arguing that it was not feasible to be re-colored at Nuremberg livery, given that it was nearing the end of its service life.

On 4 December 2004, the new 1.3-kilometer (0.81Ã, mi) portion of the U1 opened in FÃÆ'¼rth, extending from Stadthalle station to the Klinikum station. On December 8, 2007, U1 was extended to FÃÆ'¼rth HardhÃÆ'¶he.

On June 14, 2008, the latest U-Bahn line, U3, was opened for service. The U3 was extended in 2017 with Nordwestring being the newest station to open, but further expansions have already taken place along those lines.

Maps Nuremberg U-Bahn

Network

The U-Bahn network consists of three lines, covering about 39 kilometers (24 miles) of network routes where 35 kilometers (22 miles) is the operational route. This network serves 46 stations all of which can be reached by elevator, something that makes the system unique in Germany. Another thing that makes this system special is the use of a "solid track" ( ie with a rail tied to a solid trackbed instead of to sleep in a ballast) in almost any tunnel, though not at Langwasser Mitte (U1 ) and the adjoining tunnel until before the Gemeinschaftshaus. Also, ballasts are still used at the entrance, at the entrance to Schoppershof (U2) station.

U1

FÃÆ'¼rth HardhÃÆ'¶he <-> Langwasser Süld

In FÃÆ'¼rth there are seven U-Bahn stations: Stadtgrenze (partly inside Nuremberg, partly in FÃÆ'¼rth - indeed the name of the station means "city limits" - but assigned and run by Nuremberg), JakobinenstraÃÆ'Ÿe, FÃÆ'¼rth Hauptbahnhof, Rathaus, Stadthalle, Klinikum and HardhÃÆ'¶he.

The planned extension to KieselbÃÆ'¼hl is now questionable, as the expected developments in this area are partially canceled.

U2

Nuremberg Airport <-> RÃÆ'¶thenbach

Airport connections make Nuremberg the only city in Germany with a direct subway connection to the airport since the closing of Berlin Tempelhof Airport.

In 1984, a new section on the U2 line named PlÃÆ'¤rrer-Schweinau began operating. At first the trains run during the day as the U21 line (not to be confused with the current U21) by means of WeiÃÆ'Ÿer Turm and Lorenzkirche to AufseÃÆ'Ÿplatz or Langwasser SÃÆ'¼d. Since 1988, this line has run as U2 via Opernhaus to Hauptbahnhof (Nuremberg Main Railway Station). Following further expansions in 1990, 1993 and 1996, U2 reached its current terminus at the airport in 1999.

In September 2009, the first unlicensed train operated on passenger services on the U2 line. Four of the eight trains operating on the line moved into automatic control, with full automation objectives in January 2010. By 2018 line 2 and 3 automatons were completed but not planned to automate line 1.

U3

Gustav-Adolf-Straße <-> Nordwestring

The new U-Bahn line, U3, opened on June 14, 2008. The line uses the U2 tunnel between Rathenauplatz and Rothenburger StraÃÆ'Ÿe and turns north of Rathenauplatz to the northwest and south of Rothenburger StraÃÆ'Ÿe to southwestern Nuremberg. The U3 line has full automatic operation without the driver.

Each station along the U3 route has a tube that resembles a yellow fluorescent light tube that runs along the platform. These tubes emit radar waves and monitor the path for each falling obstacle. If an object or person falls into the track, the automatic brake on the train is triggered.

On October 30, 2008, the first accident that resulted in death occurred at Rathenauplatz station. A passenger crashed into the track when a train without a driver approached the platform. Trains can not stop on time due to short distances to falling passengers and limited braking system. Even if the same incident happens with a manually operated train, the driver also will not be able to stop on time.

The U3 line is extended from Maxfeld to Kaulbachplatz and Friedrich-Ebert-Platz stations on December 11, 2011. Further extension to Nord and Nord Clinic stations is complete, and service to the new terminus terminal begins on May 22, 2017. Further extension of GroÃÆ'Ÿreuth is being built along the southern end of the line and have been shown with dashed lines or lighter shades on official schedules and network plans.

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Former service

To increase passenger capacity in the central part of the subway, additional trains are scheduled upside down before the lane terminal and run through only Nuremberg's central area. Services on both routes were discontinued in May 2017, when the U3 line extension opened to Nordwestring and boarded the main route. To reduce passenger confusion, this train is assigned a different line designation (line number):

U11

Eberhardshof <-> Adil

The U11 service runs on the U1 line between the Eberhardshof and Messe for most of the day, adding to the passenger capacity between Nuremberg's main stations, the main car-free shopping district and PlÃÆ'¤rrer.

U21

Roethenbach -> Brick

The U21 train only ran from RÃÆ'¶thenbach to Ziegelstein on U2. Since the single-track tunnel between Ziegelstein and Flughafen ("Airport") can only accommodate the current 400-second train frequency (or about one train every 6 ² / ₃ minutes), only every second train during the day runs to the airport ( Flughafen ), while the other train is overturned in Ziegelstein. On the way back all trains are designated as U2 as they all run to RÃÆ'¶entenbach, and therefore indicate whether trains coming from Ziegelstein or Flughafen are meaningless to passengers.

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Further extensions

U1

FÃÆ'¼rth KieselbÃÆ'¼hl

With the FÃÆ'¼rth HardhÃÆ'¶he station, U1 has reached a temporary ending point after 40 years. Whether the FÃÆ'¼rth KieselbÃÆ'¼hl station to the northwest of HardhÃÆ'¶he still to be built depends heavily on the financial strength of the city of FÃÆ'¼rth and on the development of this district. This area is defined in the land use plan as a commercial area. If the area will be developed in the future, an extension of the subway may occur in connection with the construction of a park-and-ride facility.

Nuremberg University

With a decision in 2017 that Nuremberg should be a university town, policy planning for metro stations "University" is determined. A subway stop is planned in the Brunecker Strasse industrial area, between Hasenbuck and BauernfeindstraÃÆ'Ÿe stations, where the university and the new Nuremberg Lichtenreuth district are planned.

Cabang Scharfreiterring

Also in discussion is the possibility of subway branches from Scharfreiterring station to the NÃÆ'¼rnberg-SÃÆ'¼d Clinic. The possible middle obstacles are Thomas Mann Street and Gliwice Street.

U2

With the route opening to the airport station, Nuremberg's U2 city area is completed.

Marienberg

To open the planned industrial area, construction work is carried out on tunnel construction for Marienberg station between brick and airport station.

Northeast branch office

In the current policy plan, a desirable branch starts from the north-east station station, so the industrial estate can be connected to Nordostpark. Next stop is Schafhof and Nordostpark.

High Marter Branch

Another program is the planning of the branch at Hohen Marter, which must walk southward to the Reichelsdorf. Possible things are RÃÆ'¶thenbach-Ost, JÃÆ'¤gerstraÃÆ'Ÿe, Eibach-Mitte, Eibach-SÃÆ'¼d, Einsteinring, and Reichelsdorf-Nord. This project has been criticized by experts so far, because the existing traffic can not be reduced by the S-Bahn lines and buses already in operation.

U3 Nord (Northern branch)

The northern branch (U3 Nord) diverts from the U2 tunnel north of Rathenauplatz to walk west below the northern part of Nuremberg. This branch will consist of 5 stations, where three stations (Maxfeld, Kaulbachplatz and Friedrich-Ebert-Platz) have been completed by December 2011. The last two stations (Klinikum Nord and Nordwestring terminal terminals) were completed in December 2016 and opened for service in May 2017, thus completing this branch. In 2017 there are no plans or proposals to extend this branch.

U3 SÃÆ'¼d (Southern Branch)

The southern branch (U3 SÃÆ'¼d) diverts from the U2 tunnel south of Rothenburger StraÃÆ'Ÿe and runs to the west as well. These two branch stations (SÃÆ'¼ndersbÃÆ'¼hl and Gustav-Adolf-StraÃÆ'Ÿe) have been completed. The proper alignment of this branch and the location of subsequent stations after Gustav-Adolf-StraÃÆ'Ÿe remains to be determined. This branch terminus, to be opened around 2017 or so, will be Gebersdorf Nord near the FÃÆ'¼rth SÃÆ'¼d station, the former Bibertbahn railway station abandoned at a busy intersection south of the FÃÆ'¼rth city limits. Further expansion on the outside is being considered to the right of the Bibertbahn railway abandoned to Zirndorf and possibly outside. In 2017, a new station called "GroÃÆ'Ÿreuth bei Schweinau" is under construction with services scheduled to begin in 2019. Further extensions are planned thereafter but the exact route is not yet fully clear.

Extensions in the FÃÆ'¼rth district

Extensions of U2 and U3 are currently competing against each other, due to cost reasons, only one of the two projects will be realized.

The further development of U2 from RÃÆ'¶thenbach to Stein was part of the basic networking plan of the 1970s. The first profitability study from 1994 with a cost-benefit factor of 0.33 did not reach the value required for promotion equal to one, but only the RÃÆ'¶thenbach sub-section was checked into the planned endpoint at Deutenbach. In 1997, Zweckverband Verkehrsverbund Greater Nuremberg (ZVGN) commissioned the Intraplan Consult engineering company to conduct further investigations, which this time included part of the main station to Deutenbach. In this investigation, a cost-benefit factor of 1.7 in total construction costs is estimated at 159.01 million euros (311 million D-Marks) determined, on the basis of these figures, the U2 extension was decided by the Nuremberg City Council. The city of Stein advocated the construction to free the main road Steiner (B 14) from the traffic, but can not collect it required at least seven digits own contribution to the cost of construction and operating costs. The U2 automation, which has started, will open new opportunities for expansion into neighboring cities, where both cities are still interested. To this end, a new opinion is prepared by ZVGN to investigate the impact of automatic operations on operating and maintenance costs. After the renewal of U3 to Zirndorf rejected by the referendum, asks Steiner Mayor Kurt Krömer a quick investigation of the U2 extension parallel to the direction of extension of the remaining U3 Oberasbach/Leichendorf, possibly ending in 2013 purpose-bound public transport through the Urban Transport Financing Act does not allow passed.

However, the assigned report came to a conclusion on September 23, 2013, that the probability of obtaining a cost-benefit indicator is at least 1.0 small.

Plan for further development after the stone is laid there 2013 for now by the Fuerth day traffic committee to the file. Criticism is the consideration of the profitability of the route only on the new part of Stein to RÃÆ'¶thenbach, but not until PlÃÆ'¤rrer in Nuremberg.

In the current planning policy is only an extension to the other "keystone" stops provided. The town of Stein should not have commented on this.

In held on March 23, 2010 by a responsible press conference it was announced that there would be no extension of U3 in the FÃÆ'¼rth and Zirndorf districts after Oberasbach. According to the report there was no tunnel variant under Rothenburger StraÃÆ'Ÿe to Oberasbach SÃÆ'¼d with a 0.44-benefit cost factor or a variant above the surface on the previous Bibertbahn route to Oberasbach Nord with a negative cost-benefit factor (-0.04) which is required by law at least 1, 0.

DT3 units

Thirty new railway units (named DT3) were ordered and have been shipped for U3 operations. The trains are designed to operate without drivers, controlled by the ATC system from Siemens, and will give passengers an unobstructed view from the front window to the tunnel. A commonly locked driver panel is in every front window that allows service employees to move the DT3 unit by hand if needed. Like all Nuremberg subways, these units consist of two carriages and half platform length. They can be run as a single unit (short train) or combined as a double unit (long train), depending on the number of passengers. For the first time on the Nuremberg subway, two carriage units were built with an accessible gang. This is intended to increase the distribution of passengers on the train as many stations in the system have exit at the end of the platform and therefore often the first and last carriages of the 4 (long) trains are rather full, while the two middle carriages are relatively empty.

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ATC and train without driver

The ATC system is derived from Deutsche Bahn's Linienzugbeeinflussung (LZB), with additional sections added for door control and other security systems. It works by transmitting data from train to interlocking station via two cables mounted on the track between the rails. About a year after the U3 line has entered service, it is intended to turn the U2 line into a full ATC operation; However, during the first year there will be mixed traffic from DT3 units without ATC drivers running on U3 programs and running conventional DT1 and DT2 units on U2 and U21 programs between Rathenauplatz and Rothenburger StraÃÆ'Ÿe. This has not been done anywhere before and therefore the ATC system must be specially designed and developed to allow this mixed mode of operation. All rail operations will be automated, including normal operation, coupling and disposal of two DT3 units in the storage path as well as on the platform, the train moves to and from the storage track as well as the reversal of trains on the platform and on the storage path.

The day-to-day operations will be handled like the Docklands Light Railway, with service employees riding on some trains to keep an eye on disruptive passengers and unusual events and to provide passengers with information. However, unlike DLR, not every train will be accompanied by a service employee, and again unlike DLR, service employees have no duty in actual carriage operation. Therefore, the degree of automation is mixed between GoA 3 - Driverless, and GoA 4 - Unattended Train Operation (UTO). The doors are closed automatically, overseen by light barriers and pressure-sensitive doorways. Just in case of service interruption will a service employee take over the duty of riding a train. For this purpose, all service employees are fully trained drivers.

There are many reasons to choose an automated system without a driver:

• First is the demand to reduce operating costs by eliminating the driver. There will be no layoffs even after full conversion from U2 line to ATC operation, since existing drivers will be trained as service employees, but no new personnel will be hired for the operation of the new lane. VAG expects to improve the safety and comfort of passengers with this change, because the former driver who is behind the door and busy with rail operations is now a service employee. They are now becoming available to passengers inside the carriage and on platforms to look for disruption and possible crime, thereby enhancing subjective security, and for providing information and answering questions, helping passengers find their way.
• Another reason is the U2 tunnel capacity increase needed to accommodate U3 traffic. The current subway line in Nuremberg is built for the frequency of the train of 200 seconds or 3 ¹ / ₃ minutes (the only exception: Ziegelstein-Flughafen : 400 seconds), which is fully used on U1 during the day and at U2 during the morning rush hour. With the new ATC system in place, an additional (virtual) block will exist between stationary block signals, thereby increasing channel capacity to 100-second train frequency. However, these new blocks can only be used by ATC-operated trains because they are virtual and do not have stationary signals associated with them that can be observed by carrier-operated trains without ATC equipment. Thus the channel capacity increase can only be used effectively after U2 is converted into full ATC operation.
• For the creation of a new ATC system that houses a mix of ATC and non-ATC, federal subsidy allowances and subsidies are provided, offsetting some of the additional costs.
• The ATC-controlled trains on the storage path can be activated instantaneously, allowing the path controller to enter an additional train to passenger services at a time when he observes the unexpected increase in passenger numbers.

Passenger Safety

All DT3 units are equipped with passenger intercom panel near each door other than standard emergency brake and emergency door release handle. Controllers can access CCTV cameras in each unit from the control center via Wireless LAN link installed in all the tunnels used by DT3 trains. Refractory materials are used wherever possible. Temperature sensors and smoke detectors are scattered in every unit in the passenger room and in every under-floor engine compartment to detect possible fire as early as possible. The integrity circuit holds the power cord (cable that can keep their isolation for a certain time in the presence of fire) is used to allow the unit to proceed to the next station in case of fire. German regulations mandate that all underground trains should not stop inside the tunnel after an emergency brake is withdrawn or if another danger such as fire is detected, but instead it should proceed to the next station if possible to facilitate rescue operation. Since the longest travel time between two stations in the Nuremberg U-Bahn is about 3 minutes (between Ziegelstein and Flughafen) and most stations spaced less than 60 seconds, this is considered a superior option to stop inside the tunnel, where evacuation, rescue and effort firefighter will be much more difficult than in the station platform.

German regulations mandate several ways to stop a train if a person or a large object should fall onto a track. Installing the door between track and platform (as in Paris MÃÆ' © tà © Ã… © or Line) will be a superior solution, but since 6 fully operational stations (Rathenauplatz part to Rothenburger StraÃÆ'Ÿe) need to be converted, the door fitting to the edge of the platform will causing severe service interruption and station closure. Another problem is that conventionally run trains should be stopped within a few centimeters by the driver, which would be difficult. Therefore, platform doors are not possible. After a test with a laser beam barrier (from station ceiling to platform edge) in PlÃÆ'¤rrer, a combination of CCTV cameras facing the track bed and radio frequency barriers between from the bottom edge of the platform to the opposite wall is selected and installed at all stations served by U3. The RF barriers will detect people and objects falling onto a track. In such cases, ATC will stop the approaching train on the track immediately and alert the control center, from which an operator can visually check the path on the platform via CCTV and then take appropriate action.

Technical Issues causing 2-year delay

Line construction began in 2003, with DT3 units booked in the same year, and the opening of the starting line segment from Maxfeld to Gustav-Adolf-StraÃÆ'Ÿe was scheduled for early 2006 for operations for the 2006 FIFA World Cup.

Initially thought by Siemens and VAG that the development, testing and certification of ATC components can be done for 3 years in parallel with the construction of the track, initially in the simulation and, after the first DT3 unit has been delivered, on the test track at Langwasser Depot, and that the new path can entering the service as soon as the tunnel and station are built. However, in 2005 news published that ATC development did not go as planned and the opening should be delayed by one year until the end of 2006 or early 2007. In autumn 2006 the responsible parties must admit that the ATC system will remain unprepared for the date that had been postponed at the end of 2006 and the opening line had to be postponed again. At that point, Siemens appointed a new project manager. The new U3 line finally opened on June 14, 2008.

For Siemens this delay is a very embarrassing thing, because the company hopes to sell this ATC system to other subway operators around the world who want to gradually change the existing subway line to ATC operations, allowing for mixed operation on the line segment used by ATC and non-ATC operates trains during the interim period.

Conversion from U2 for ATC operation

After the initial segment of U3 has entered the service and all problems regarding the ATC system have been sorted, work begins on the conversion of U2 operations to the existing ATC. The full ATC operation from U2 began in January 2010 and on the shared part of the line between Rathenauplatz and Rothenburger StraÃÆ'Ÿe the interval between trains in the tunnel segment was reduced to 100 seconds. (See above)

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See also

• List of Nuremberg U-Bahn stations
• List of trains without drivers
• Tram in Nuremberg
• List of metro systems

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References

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External links

• VAG Nuremberg's official site (in English)
• VAG NÃÆ'¼rnberg official site (in German)
• Automatic metro deployment in Nuremberg (in German) and (in English)
• Pages in U-Bahn and S-Bahn in Nuremberg (in German)
• Local transportation page on Franconia (in German)
• photos from Nuremberg underground (in German) and (in English)
• Nuremberg U-Bahn Map (in English)

Source of the article : Wikipedia