Zürich Seebach railway station
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 Underground Railway
The publication of the reports caused an intense debate over transport policy. While the expansion of the street network was uncontroversial, the public transport proposals provoked long-lasting discussions. The city council preferred the moderate project suggested by Leibbrand/Kremer. The city parliament, on the other hand, preferred the wide-ranging project suggested by Pirath/Feuchtinger. In 1956, professor Walther Lambert was hired as an additional consultant for network design and operational management. In March 1957, a technical committee was appointed as well. Finally, city council and city parliament reached an agreement to work out an underground project of their own. This task was handed over to a working group, which was led by city councilor Walter Thomann and the director of the VBZ, Werner Latscha. In addition to Kurt Leibbrand, the working group also included representatives of several underground construction and engineering companies. In January 1961, the city council presented a project which consisted of tunnel sections with a total length of 12.3 km. The costs (excluding land acquisition) were estimated at around 329 million Swiss francs. In December of the same year, the city council added a further stipulation: The underground network was to have a length of 21.15 km at a cost of 544 million Swiss francs. As an extension to the original project, sections to Oerlikon and Schwamendingen had been added, as well as smaller modifications in the city centre.