Munich – Regensburg railway line

Munich Hbf – Regensburg Hbf
Route number (DB) :	5500
Course book section (DB) :	930 999.1 (S1 Munich – Freising)
Route length:	138.131 km
Gauge :	1435 mm ( standard gauge )
Route class :	D4
Power system :	15 kV 16.7 Hz  ~
Maximum slope :	6.67  ‰
Top speed:	160 km / h
Legend 0.017 Munich central station (523 m) from Munich Hbf, tracks 27-36 2.022 Munich Neuhausen ( Abzw ) (Re-alignment 1892) 5.322 Munich Canal ( Abzw ) to Ingolstadt from Munich East (S-Bahn) 6.748 Munich-Neulustheim ( Abzw ) Nymphenburg Canal from Munich-Laim Rbf Munich Olympic Stadium (1972–1988) 9,844 Munich-Moosach (510 m) to Rbf München Nord or München-Freimann to Rbf München Nord or München-Freimann Munich North Tunnel (145 m) from Rbf München Nord ( Nordring ) 12,312 Munich - Fasanerie 14,562 Munich-Feldmoching (496 m) Federal highway 99 18.627 Schleissheim 19.664 Oberschleissheim 21,586 Unterschleissheim (474 m) 23.468 Lohhof Industrial track to Garching-Hochbrück 23.800 Bundesstrasse 13 26,578 Eching 27.400 Federal motorway 9 30,419 Neufahrn (b Freising) (462 m) to Munich Airport 32.100 Federal motorway 92 from Munich Airport 33.735 Neufahrn (b Freising) North (Abzw) 36.237 Pulling West bypass Freising 40.000 St 2350 40.725 Freising (446 m) 42.500 Freising-Neustift 43.800 Bundesstrasse 301 Moosach 45.100 Marzling (until October 28, 2007) 45,470 Marzling (since October 28, 2007) (441 m) 49.8 St 2350 50.410 Langenbach (Oberbay) (429 m) to Enzelhausen 57.526 Moosburg (414 m) 58.200 St 2085 60.000 Amper (183 m) 65.170 Bruckberg (406 m) 68.060 Gündlkofen 71.100 Federal motorway 92 from Rottenburg from Mühldorf 76.061 Landshut (Bay) Hbf (393 m) to Plattling Federal motorway 92 80.200 Ergolding 84.100 Mirskofen (418 m) 90.900 Kläham (447 m) 92.400 Bundesstrasse 15n 95.052 Ergoldsbach (421 m) Bundesstrasse 15n 99.220 Neufahrn (Niederbay) (404 m) to Straubing 104.100 Steinrain from Langquaid 113.416 Eggmühl (380 m) 121.283 Hail city (372 m) 125.456 Köfering (350 m) from Passau Hbf 130.367 Obertraubling (343 m) 133.439 Regensburg-Burgweinting Hp Federal motorway 3 135.196 Regensburg East to pastures and to the harbor of willows 138.131 Regensburg Central Station (339 m) to Ingolstadt Hbf to Nürnberg Hbf Swell:

The Munich – Regensburg railway line is a double-track, electrified main line in Bavaria . It runs from Munich via Freising and Landshut to Regensburg .

course

The route leaves the Bavarian capital of Munich initially with other routes to the west, makes a turn to the northeast, bypasses the Nymphenburg palace gardens in the direction of Moosach and Feldmoching. It continues north, always left along the Isar through the town of Unterschleißheim to Freising , in an arc to the east over the middle center Moosburg a. d. Isar , where the Amper is crossed, first to the main station of the regional center Landshut , the capital of Lower Bavaria .

The routes from Rottenburg and Mühldorf as well as to Plattling branch off here. We continue on a steeper incline to the north, slowly losing altitude after crossing the Danube - Isar watershed near Kläham and finally reaching the capital of Upper Palatinate , the regional center of Regensburg .

From Munich to Freising, the route is also used as KBS 999.1 by line S1 of the Munich S-Bahn .

From Munich Hbf to Moosburg station it is part of the MVV network , and from Eggmühl station to Regensburg Hbf it is part of the RVV .

history

construction

The Munich – Regensburg railway was built by the “Royal Privileged Corporation of the Bavarian Eastern Railways” founded on April 12, 1856, and went into operation in two sections. First, the line from Munich to Freising was built. The first test run took place on June 28, 1858 with members of the board of directors of the Eastern Railways. Only after completion of the section from Freising to Landshut could the newly built track section be officially opened for "passenger and luggage traffic" on November 3, 1858 at seven o'clock in the morning with a two-hour journey, and also for freight traffic on November 15, 1858. The stops on the route from Munich were the newly built train stations Feldmoching , Schleißheim , Lohhof , Neufahrn , Freysing , Langenbach , Moosburg and Bruckberg . From December 12, 1859, the route continued via Geiselhöring to Regensburg. Together with the opening of the Nuremberg - Hersbruck / Pegnitz lines on May 9, 1859, as well as the Hersbruck - Schwandorf - Regensburg and Geiselhöring - Straubing lines on December 12, 1859, and the Straubing - Passau line on September 20, 1860, they formed the basic network of the Bavarian Eastern Railway.

In the summer of 1870, construction began on the Neufahrn (Niederbay) –Eggmühl – Obertraubling line, which was opened on August 6, 1873. The Geiselhöring – Sünching section became superfluous and was dismantled in 1896. In Landshut, a new through station was built in front of the city to speed up traffic, which replaced the old terminus on May 16, 1880. The double-track expansion was commissioned in several stages. On November 3, 1891 from Feldmoching to Lohhof, on November 19, 1891 to Freising, on November 25, 1891 to Moosburg and on September 28, 1892 to Landshut. On the same day, the line from its old single-track route, on which Landshuter Allee is now located in Munich as part of the Middle Ring , was also relocated to two tracks west via Moosach. On December 1, 1892, Moosach station was opened on the Munich-Regensburg route .

electrification

Electrical operation began on September 28, 1925 from Munich to Freising, on October 3, 1925 to Landshut, on October 1, 1926 to Neufahrn (Niederbay) and finally on May 10, 1927 to Regensburg.

Signal box technology

The first prototype of an electronic interlocking (ESTW) from what was then SEL AG went into operation at Neufahrn (Niederbay) station on November 30, 1989 .

On October 28, 2007, another section on the KBS 930, which is part of the power network, was switched to ESTW operation. For this purpose, the ESTW Moosburg was built, which has since controlled the Marzling – Gündlkofen section. After the nightly changeover to remote control by the ESTW, the seven old mechanical signal boxes went out of operation in the early morning of October 28th and the old form signals were completely dismantled.

All 18 level crossings still existing in this section were given new safety systems. Three level crossings were recently replaced by bridges and underpasses, for example in Marzling (2006/2007) and Moosburg (St. 2085, construction costs: € 14 million, construction period: May 2005 to December 2007). Another three level crossings (Rudlfing, Thonstetten, Oberbach) were closed without replacement. On the 62-kilometer section Landshut-Regensburg there are only three level crossings in the municipality of Neufahrn in Niederbayern , but in the 40.7-kilometer section from Munich to Freising there are 10 (4 of them in Munich) and on to the 35.4 19 kilometers to Landshut, from dirt roads to state roads.

Due to the new locations of the signals, the block distances in the Moosburg – Landshut section have been compressed from the previous up to 6.4 kilometers to 3.4 to a maximum of 5.4 kilometers in order to be able to shorten train headways and thus improve operations. The track switching operation was also made possible for the line, which is used in particular between Langenbach and Moosburg and in the further section to Landshut in the event of operational disruptions.

Further electronic interlockings have already been set up in Neufahrn near Freising (section Unterschleißheim – Freising) and Neufahrn in Niederbayern (section Mirskofen – Eggmühl).

The section Munich Central-Oberschleißheim by three locally occupied relay interlockings of types SPDRs 60 made from 1964 to the 1972nd The junction between Munich Hbf and Moosach, which can be used to connect to Ingolstadt and Pasing, has been served by the ESTW Pasing since 2011. In Obertraubling, a push-button interlocking of the SpDrS 60 type is also in operation, which also provides the Köfering station and the Mangolding station on KBS 880. The most modern variant of the SpDrS 600 type relay interlocking can be found in the course of the KBS 930 in the main stations of Landshut (built in 1982) and Regensburg. One electromechanical and two mechanical signal boxes are still in operation at Regensburg Ost station.

Train

Moosach station building

Between 1966 and 1972 the train stations in Freising, Neufahrn (b Freising), Lohhof, Feldmoching and Moosach as well as the stops in Pulling, Eching and Fasanerie were equipped with new, 76 cm high platforms at the same place and the track systems adapted accordingly. In Oberschleißheim, a new three-track station with a turning system was built north of the old Schleissheim station. On December 17, 1977, the Unterschleißheim stop was added.

Until 1996, Feldmoching station was rebuilt as part of the construction of underground line 2 and provided with a 96 centimeter high central platform on tracks 2 and 3, which is connected to the underground station via stairs and an elevator. The platform on track 1 was closed for this.

In 1998, Munich Airport "Franz Josef Strauss" was connected to the west by a double-track line that branches off from KBS 930 behind Neufahrn (b Freising) by means of a flyover structure. In order to increase the line capacity, the Neufahrn train station was also supplemented by a new 96 centimeter high platform and new points were also installed, which can be driven at 100 km / h. Between Oberschleißheim and Neufahrn, new signals have shortened the block distances to around 1000 meters.

In December 2006, the platform on the new through track 1 in the direction of Munich for the S-Bahn and RB trains stopping there was rebuilt and put into operation with a platform height of 96 centimeters. Since then, track 2 has mainly been used for overhauls and waiting freight trains to the Munich-North marshalling yard .

Long-distance transport

Route between Langenbach and Moosburg

Although the route was traditionally of great importance for long-distance passenger traffic due to the continuous connections from Munich via Regensburg and Hof to Dresden, Leipzig, Berlin and Rostock as well as via Furth im Wald to Prague, it has not been used by long-distance trains since 2002 .

Since the introduction of the Interregio in 1991, the line was part of the IR line 25 Oberstdorf – Munich – Regensburg – Hof – Dresden / Leipzig - Berlin . This line was discontinued in its north and south sections when the timetable changed in June 2001, so that there was only a shuttle service from Munich to Regensburg. The restriction of the line was justified by the Deutsche Bahn AG with its insufficient utilization. This was helped, especially in the last few years of operation, through increasingly longer travel times with excessively long stays in the subway stations. This last section of line 25 was finally dropped when the timetable changed in December 2002, when the "InterRegio" product was officially discontinued.

After the federal states of Bavaria and Saxony had agreed on an IR replacement concept, from 2002 to 2007 the DB operated a regional express line running between Munich and Regensburg together with RE trains on the Munich route –Nürnberg produced an hourly service. To the north of Regensburg, the traffic was adapted more closely to the actual demand, so that only individual through trains ran here, which were called the four-country express . Initially, this line was driven entirely with former InterRegio coaches, which, however, were increasingly being replaced by modernized n-coaches due to their small number of seats. In 2007, there was often no longer any type Bim (d) z IR car in the train set.

Until long-distance traffic was discontinued in 2002, the route was initially served by a pair of express trains from Munich to Regensburg to Prague, which was run as EuroCity (Zurich-Munich-Prague) from 1992 until the long-distance traffic, which was operated independently by the DB , was discontinued. From 2002 to 2004 there was no more continuous connection from Munich to Prague. It had to be switched from slow local trains in Regensburg, Schwandorf and Furth im Wald to the still running Czech regional trains. In 2003 and 2004, two pairs of trains were extended from Prague to Regensburg. From 2005 to 2007, two regional express train pairs ordered by the Free State of Bavaria ran daily as Bayern-Böhmen-Express , which left Munich at 6.43 a.m. and 4.44 p.m. and reached Prague after six hours of scheduled travel time . The counter-trains also arrived in Munich after a six-hour journey at 3:16 p.m. and 11:26 p.m. These trains have been operated as alex since 2008 .

Regional traffic

Bridge over the route near Langenbach

In the early years, regional traffic consisted of individual trains that corresponded to demand, the number of which increased steadily over the years, and the travel time was continuously reduced by route repairs and new, more powerful vehicles.

Since the introduction of regular service in 1991, the regional express trains from Munich to Passau and Regensburg-Nuremberg have been running every two hours. The regional trains, on the other hand, initially operated irregularly, on the one hand as a pendulum between Freising and Landshut and on the other hand between Landshut and Plattling. In 1998 it became a continuous regional train line, which, together with the regional express Munich-Passau, established an hourly junction for Plattling. The regional express line to Nuremberg and the Interregio to Hof established an hourly service for the Munich-Regensburg route, which is an exact hourly service for Freising, Landshut and Neufahrn (Niederbay) with the discontinuation of the Interregio and the introduction of regional express trains and since 2007 the alex .

On the entire route, the alex ran as a daily basic offer with ten train pairs to Hof (five train pairs), Schwandorf and Prague (two train pairs) with the class 183 or 223 with modernized compartment cars and dining cars of the Regentalbahn. In addition, the regional express ran to Nuremberg with seven pairs of trains with the 111 series with five double-decker cars (built in 1997) as a push-pull train. Both lines formed an hourly service between 6 a.m. and 11 p.m. for the train stations in Munich Hbf, Freising, Landshut, Neufahrn (Niederbay) and Regensburg. In addition, there was a weekday regional express train pair at rush hour pulled by the class 110 with seven n-carriages.

On the northern part route a local train of Eggmühl to Regensburg drove (isolated from Neufahrn (Niederbay) or Landshut) at hourly intervals over the weekend two hours with the series 143 with two n-car as Wendezug or railcars the 628 series .

From Munich to Landshut and on to Passau, a regional express ran every two hours with the 111 series with n-wagons and double-deck wagons (built in 1993) in mixed use, mostly as a push-pull train from 7 a.m. to 9 p.m. In between, from 8 a.m. to 6 p.m., a regional train also ran from Munich via Landshut to Plattling every two hours (sometimes only from Freising) with push-pull trains made up of class 143 locomotives with five n-wagons. In the rush hour, additional regional trains from Munich to Landshut were used to cope with the traffic peaks. This resulted in a 20-minute interval from Monday to Friday between 6 a.m. and 8 a.m. to Munich and from 3 p.m. to 7 p.m. from Munich.

Between Freising and Landshut, five pairs of regional trains operated as push-pull trains from Monday to Friday, made up of locomotives of the 143 series with two, four or five n-cars.

Vehicle use

Until the mid-1980s, the line was one of the main areas in which the DB series 118 and 194 were used , followed by the successor series 111 and 151 . Today, class 440 railcars operate as regional express and regional trains, class 425 railcars operate as regional trains and class 111 and 183 locomotives operate on passenger trains.

Accidents

On August 13, 1926, a serious railway accident occurred in the entrance to Langenbach (Oberbay) station , in which 12 people died.

→ Main article : Langenbach railway accident

business

The southern section of the line (Munich-Landshut) is characterized by dense passenger traffic, as the Munich S1 to Freising and further to Landshut both regional trains and the Danube-Isar-Express trains continue to Passau. The northern section is less used by passenger trains and more by freight trains.

Train frequency

According to the timetable, the following numbers of passenger trains ran from 1957 to 2011 (1957 without suburban trains from Munich to Freising, from 1972 without the S-Bahn line S1) in the section from Munich to Landshut:

		Timetable year (train frequency in both directions)													comparison
		1957	1972	1978	1985	1987	1990	1991	1994	2001	2006 2007	2008 2009	2010/ 2011	2019/ 2020	1991/ 1990	2008/ 1972	2008/ 1991	2010/ 2009	2019/ 2010
Annotation:								* 2		* 3	* 4		* 5	* 6
from / to Munich (without S-Bahn)	Mon – Fri Sat Sun week	46 46 43 321	46 42 41 314	39 35 33 264	47 40 31 308	46 41 33 306	52 45 37 344	69 61 56 462	69 58 53 453	75 66 62 504	75 73 69 519	75 74 68 519	88 77 74 591	91 * 7 76 73 606	+ 33% + 36% + 51% + 34%	+63% +76% +66% +65%	+9% +21% +21% +12%	+ 17% + 4% + 9% + 14%	+ 3% -1% -1% + 3%
Section Freising - Landshut	Mon – Fri Sat Sun week	48 48 43 333	56 52 48 381	55 49 45 370	63 52 41 410	65 55 44 426	72 57 48 467	93 77 62 604	93 76 65 603	93 68 64 598	88 73 69 583	87 74 68 578	115 95 90 760	159 * 7 134 132 1063	+29% +35% +29% +29%	+ 55% + 42% + 42% + 52%	−6% -4% + 10% -4%	+ 32% + 28% + 32% + 31%	+38% +41% +47% +40%
Trains stop in Moosburg	Mon – Fri Sat Sun week	38 38 33 263	44 40 35 296	42 36 30 277	47 36 26 298	49 39 29 314	55 40 30 346	54 39 24 333	55 40 29 344	74 52 48 469	68 53 50 443	66 52 48 430	81 66 63 534	137 * 7 114 112 913	−2% -3% -20% -4%	+50% +30% +37% +45%	+ 22% + 33% + 100% + 29%	+23% +27% +31% +24%	+69% +72% +78% +71%
of which N / RB * 1 in the Freising – Landshut section	Mon – Fri Sat Sun week	24 24 19 163	27 24 19 178	25 22 17 164	25 17 10 152	26 19 11 160	30 19 11 180	31 19 6 180	32 21 12 193	39 18 17 230	34 18 17 205	32 17 16 193	34 19 17 206	37 18 17 220	+ 3% 0% -45% 0%	+ 19% -29% -16% + 8%	+ 3% -11% + 167% + 7 %	+ 6% + 12% + 6% + 7%	+ 9% -5% 0% + 7%

* 1: N = local train , RB = regional train with stops in Marzling , Langenbach , Moosburg, Bruckberg and Gündlkofen

* 2: Introduction of a 2-hour cycle for the IR (earlier D and express trains) (Oberstdorf-) Munich-Landshut-Regensburg (-Hof-Dresden / Leipzig) and the express train lines Munich-Landshut-Regensburg (-Nürnberg-Coburg ) and Munich-Landshut (–Plattling – Passau) 1991

* 3: Introduction of the Munich – Landshut (–Plattling) RB line from 8 a.m. to 9 p.m. every 2 hours from June 2, 1996

* 4: End of long-distance traffic (EC, IR and D trains) in 2002

* 5: Introduction of the Donau-Isar-Express, ALEX-Prag-Express and additional RB Landshut – Freising

* 6: Introduction of the Airport Express 2018

* 7: two additional trains on Fridays

A total of 269 trains (2007: 241, 2008: 252, 2009: 254) and on to Landshut 173 trains (2007: 135, 2008 and 2009:) ran in the Munich – Freising section (including S1 and freight trains) in the 2010/2011 timetable year. 144).

With the introduction of the Airport Express, the number of passenger trains on the Freising – Landshut section rose by around 40 percent between 2010 and 2019. With the expansion of the Wörth (Isar) station on the Landshut – Plattling railway line , which was completed in 2016, additional stops on the Danube-Isar-Express could be realized in Moosburg. As a result, the number of passenger trains stopping in Moosburg rose by around 70 percent in the same period. Many commuters get on in Moosburg , as the Munich Transport and Tariff Association (MVV) begins and ends here and tickets from Moosburg in the direction of Munich are therefore relatively cheaper.

S-Bahn Munich

The S-Bahn line 1 serves the route Munich Ostbahnhof - Moosach - Feldmoching - Neufahrn every 20 minutes (in the Neufahrn (b Freising) –Freising section outside of weekday rush hours every 20/40) with class 423 railcars (b Freising) - Munich Airport / Freising. In Neufahrn (b Freising) this is divided into a train part to Freising and one to the airport.

Freight transport

The freight traffic is largely thanks to the BMW plants in Regensburg, Dingolfing and Munich. Various railway transport companies (EVU) are involved in the operation of the plants: the DB subsidiary Railion and the company TX Logistik with subcontractors (Rent-a-Rail and Private Car Train). The following routes are served:

• Munich-Milbertshofen - Landshut - Regensburg - Cuxhaven
• Munich-Milbertshofen - Lohhof - Garching
• Dingolfing - Landshut - Regensburg - Cuxhaven
• Dingolfing - Landshut - Regensburg - Bremerhaven
• Regensburg - Landshut - Munich-Feldmoching - Kufstein - Brenner - Italy

The DB car trains are hauled by various series that can be found in southern Germany, mostly BR 185 , 151 , 152 and rarely with BR 140 locomotives . The Garching warehouse is operated by a class 294 shunting locomotive . The series 182 (Taurus), 185 and 189 are used at TX-Logistik. With the exception of the 185 series, these are leased from the Siemens subsidiary Dispolok. In addition, locomotives of the SBB Cargo series 482 are rented. In the past, the locomotive fleet was supplemented by rented locomotives of the ÖBB series 1044. Diesel locomotives from the subcontractors CC-Logistic and Private Car Train are used for the short transfer journeys between Munich North and Garching. These are mostly locomotives of the BR 214 and Mak G1206.

Also important for freight transport:

• the connection of the south-east Bavarian chemical triangle. This applies to container trains (“Wacker-Shuttle”) and tank car trains as well as lime transports from Saal / Donau to Degussa in Trostberg. Most of these trains are converted from electric locomotives to diesel locomotives in Landshut, while the lime transports from Saal are continuously driven by diesel locomotives.
• the coal trains from Rotterdam, the Upper Silesian industrial area around Katowice and from Moravia to the power plants in Zolling (up to 4 train pairs), Munich-Johanneskirchen (2 train pairs) and Munich-South (only if necessary). The trains are hauled by class 151 and 155 electric locomotives , while the trains to Zolling / Anglberg from Landshut or Furth im Wald are driven by class 232/233 diesel locomotives .
• the rolling road from Regensburg via Munich to Verona .
• the freight trains to connect the large marshalling yards in Munich and Nuremberg, due to congestion on the routes via Augsburg or Ingolstadt, two pairs of trains run on schedule via Landshut and Regensburg.
• the kerosene trains to the Munich airport operated by HGK , mostly hauled by the 185 series .

Regional traffic since 2010

The BEG's tendering for transport services has resulted in numerous changes in recent years.

alex (ALX)

Parts of this article seem out of date as of 2012 .
Please help to research and insert the missing information .

Since December 13, 2009, the two Prague train pairs have been running as an additional service ordered by the Free State of Bavaria by using the 223 series in the Czech Republic, accelerated by 15 minutes and arriving between Munich and Regensburg in a new timetable (Munich from 9:01 am and 5:02 pm 15:02 and 23:06) with an intermediate stop for a pair of trains only in Landshut.

In order to connect the early train from Nuremberg to Prague from Munich, there was a new daily alex service that left Munich at 4:55 a.m. and reached Regensburg at 6:20 a.m. Thus, from the 2010 timetable year, there were four travel options each from Nuremberg and Munich to Prague, every 4 hours, two each direct and two with a change in Schwandorf.

To Munich (at 8:19 am), a regional express previously provided by DB is also on the way as alex to transfer the locomotive and wagons from the Regentalbahn depot in Schwandorf to Munich, as well as an additional alex (at 19:58) Only stops in Landshut and Freising, so that a total of 13 pairs of trains (Sunday: 12 am) use the route under the name alex .

Short-term commissioning for the timetable change in December 2008 was no longer possible, contrary to the original planning of the BEG, due to the lack of final approval of the 223 series in the Czech Republic.

Danube Isar Express (DIX)

The Donau-Isar-Express has also been in service since December 13, 2009, operated by DB Regio Oberbayern . This Regional Express line, which runs every hour from 5 a.m. to 11 p.m. (towards Munich in the morning peak hours every 40 minutes) with 18 pairs of trains connects Munich with Landshut, Plattling and Passau and on the KBS 930 only in Freising, Moosburg (short-term only around 85% of the trains, after the expansion all) and Landshut stops. The originally planned class 440 railcars initially received no approval, so that a replacement concept with adjusted travel times and older locomotive and rolling stock was in operation until June 2010. The 111 series locomotives with five to six n-wagons, which have been on the line for 30 years, were used. At rush hour there is a train with six double-decker cars (built in 1993) with a 111 at the front and rear. This last-mentioned train set continues to be used for reasons of capacity during rush hour in the morning and Monday to Thursday in the evening and on Friday afternoon (since July 2011 also on weekends) in order to be able to cover the increased demand due to the improved supply.

Regional train (Munich–) Freising – Landshut

As of December 13, 2009, the Munich – Plattling regional train was completely replaced by the Danube-Isar Express, which runs every hour during the day and at the weekend. 14 pairs of regional trains run for the Marzling, Langenbach, Moosburg ad Isar, Bruckberg and Gündlkofen stops that are no longer served between Freising and Landshut, with two pairs of regional trains (eight at the weekend) with two vehicles from the 425 series and with vehicles from the 440 series on the Danube-Isar -Express and 2010 the Mainfrankenbahn, 2011 with locomotive trains with the 111 series and three n-cars. These offer direct connections to and from the ALEX, DIEX and Regional Express trains to and from Munich either in Freising or connections to trains that do not stop in Moosburg in Landshut. From Monday to Friday, individual regional trains run to and from Munich, mostly consisting of the 111 series and five n-wagons, since the timetable change in December 2013 with two 425 series trains coupled together .

According to direct information from the BEG, these 0.4 million train kilometers should not be put out to tender again before 2020. Whether a daily hourly service can be offered is rather unlikely due to the high train path fees.

Regional traffic Regensburg (Agilis)

Parts of this article appear to be out of date as of December 2018 .
Please help to research and insert the missing information .

Between April and October 2007 a new operator was sought for regional train services from Regensburg to Plattling, Neumarkt (Upper Palatinate), Ingolstadt and Landshut. On November 30, 2007, the Hamburger Hochbahn was announced as the winner of the tender . Since December 2010, three-part class 440 multiple units from the Agilis company have been operating on the KBS 930 to Eggmühl (every two hours to Neufahrn (Niederbay) and during rush hour to Landshut) .

RE Munich – Regensburg (–Nuremberg)

With the introduction of DIEX, the expansion of ALEX operations and consistent timing, this line has been served by eight pairs of trains a day from Munich via Regensburg to Nuremberg since December 2009.

When the timetable changes in December 2017, the regional express services that ultimately remain with DB (1.6 million train km / year) will be put out to tender again. Either 160 km / h double-decker trains with 6 MW electric locomotives or electric tilting trains are to be used.

In the morning and evening rush hour, 2 RE pairs also run between Munich and Regensburg with class 111 locomotives and 5 double-decker cars each (2001: built in 1993 and 1997, 2011 only built in 1997), which together with the ALEX, DIEX Trains and some of the remaining regional railways provide fast regional services every 20 minutes between Munich and Landshut.

Long-distance transport

With the support of the Bavarian and Czech state governments, the Donau-Moldau-Bahn initiative is pursuing the goal of returning long-distance traffic to the route in the medium term. For this purpose, after the expansion / new construction including electrification between Regensburg and Pilsen, the trains previously operating as ALEX-Prague-Express are to connect Munich via Regensburg and Pilsen with Prague as tilting technology ICEs in a journey time of about 4:15 hours instead of six hours today .

Expansion measures

Construction work

Substructure renovation

Through consistent renovation of the decades-old track substructure and the rails in the section from Munich to Landshut, more sections, which are straight but can only be driven at 120 km / h, are gradually upgraded to 160 km / h.

This is especially necessary for the fast ALEX trains and the Donau-Isar-Express to reach the connections in Plattling, Neufahrn (Niederbay), Regensburg and Hof.

Since February 1, 2011 there have been 6.9 kilometers between Freising and Landshut, 3.2 kilometers in the opposite direction for 160 km / h, and an additional 5.8 kilometers that can be traveled at 150 km / h.

In June 2011, two further sections from Moosburg ad Isar to Landshut were repaired over a length of 2.0 kilometers (previously 140 km / h) and 9.5 kilometers (previously 120 km / h). This made it possible to operate the DIEX stop Moosburg ad Isar in the direction of Landshut more regularly in the mornings.

New platforms

All the remaining train stations and stops between Regensburg and Landshut have new underpasses as platform access and some new platforms up to 76 cm high. Between Freising and Landshut, the Bruckberg and Gündlkofen stops can be reached via external platforms with access via the existing level crossing. The heavily frequented Moosburg train station was expanded from August 1998 to December 1999 with new 76 cm high platforms, a pedestrian underpass at the southern end of the new 275 m long island platform and an elevator system.

Marzling

At the end of October 2007, Marzling received new outer platforms with a length of 210 m and a height of 55 cm, 400 m east of the former stop, after a pedestrian and cyclist underpass was built as a new platform access in 2006. The old station, lying in a curve, with its only 10 cm high platforms, a level crossing and the same rail access , was closed and the old platforms were removed on the weekend after the closure.

Langenbach

Langenbach, the last station for the time being, was completed in 2010; the preparatory work for this began on September 1, 2009. The new building was made necessary in particular by the new operating concepts, which in the course of the tenders mean a considerable increase in traffic (+33%) since December 2009. The previous, very low platforms were replaced by new platforms, 76 cm high and 210 m long, moved east to km 50.473 to km 50.683, located south of track 1 and between track 2 and 3. For this purpose, in October 2009 , track 3, used for freight trains to the Zolling power plant, was moved a few meters north from km 50.343 to km 50.735 to make room for the platform. The platforms are accessible through a pedestrian underpass at km 50.465 (construction start on February 12 for track 3 and February 28, 2009 for tracks 1 and 2 by installing auxiliary bridges), which is to create a new connection to the northern district Completed in 2011. Before the renovation, all regional trains in Langenbach stopped on track 1 due to the lack of staff at the station. For this purpose, the left track from Moosburg was regularly operated in the so-called track change operation to Langenbach. The same rail access to track 2 has already been dismantled for safety reasons. The switch connection at the east end of the station between tracks 2 and 3 was rotated from November 20 to 23, 2009 so that the coal trains from Moosburg can enter track 3 directly and no longer block track 1 or 2. At the same time, a new exit signal (98N3) was set up for track 3, which enables direct train travel on the left-hand track to Moosburg. Continuous electrification of track 3 took place from December 7th to 12th, 2009, so that track 3 can be used for overhauls and evasive trips. On September 13, 2010, the two new platforms and the pedestrian underpass were put into operation and the old platforms were dismantled the following week.

Overpass structure in Neulustheim

From March 2007 to November 3, 2008, the Neulustheim flyover was built between the route kilometers 5.9 and 7.2. This replaces the junction and track crossing of the same name that have been at the same level and have been at the same level since 1972, which severely obstructs ongoing operations. For this purpose, the regional track running to Landshut was raised and led over the two lowered S-Bahn tracks by means of a bridge at km 6.2. After the four-track parallel route to Moosach train station (new platform 6) was deleted from the planning for cost reasons, the S-Bahn and regional tracks will finally be merged again at km 6.6, so that, as before, double-track to Moosach and beyond to lead.

New links with the Munich subway network

While the Munich underground line 2 was extended to Feldmoching station in 1996, the extension of the U3 line from the Olympia shopping center to Moosach station was completed in December 2010.

Airport connection from the east

For a long time it was unclear how a direct connection between the Landshut – Munich line and the airport (Eastern Bavaria connection) would be established. East Bavarian politicians and associations called for the Marzlinger clasp as a more direct and shorter connection , which would branch off the Munich – Landshut route east of the airport. The problem arises here that the construction of the third airport runway will result in either a large part of this route having to run in a tunnel or a large curve to the east around the runway. This would lengthen the route by a few kilometers and cause considerable additional costs, so that this variant costs between € 355 and 565 million. In addition, the city of Freising would be largely dependent on regional traffic.

The report on the rail connection of the airport, commissioned by the state government and presented on November 23, 2009, therefore recommends connecting north-east Bavaria via the Neufahrner counter curve , which is now called the Neufahrner curve , which joins the airport from the west and was originally supposed to be completed in 2013. This project, which is comparatively inexpensive at just € 91 million, enables trains and S-Bahn trains from Landshut and Freising to be run directly to Munich Airport and, in connection with the Erdinger Ringschluss, on to Mühldorf and Salzburg. The plan approval for this was terminated on November 13, 2012 with the delivery of the plan approval decision by the Federal Railway Authority to the affected communities and DB Netz AG. The start of construction was delayed until October 27, 2014. When the timetable changed in December 2018, the route was put into operation and has since been used by the airport express, which connects the airport with Regensburg.

future plans

Airport connection

Especially since the Munich Transrapid plans were discontinued , the KBS 930 for an improved airport express connection to Munich has been under discussion again. An airport express was to be introduced from December 2009, which would have reached the airport from the main train station in just 25-29 minutes with just a few stops. Instead, the trouble-prone and time-consuming coupling of the S1 in Neufahrn (b Freising) would have been abandoned and the regional trains would have been able to accelerate and run more punctually on this section of the route again. This measure has so far failed due to the resistance of the neighboring communities of Munich, Ober- and Unterschleißheim, as it would have resulted in longer waiting times at their existing level crossings, which are heavily burdened by road traffic.

Other expansion measures

The Bruckberg level crossing, which is unfavorably located in an S-curve on St. 2045, is also to be replaced in the next few years by a new road bridge at route kilometer 68.0 for a total cost of € 4 million. The preparatory work for this began in autumn 2010.

Other plans that have long been discussed and which have not been economically rejected in the airport connection report are a three to four-track expansion between Neulustheim and Neufahrn (near Freising) to unbundle regional and S-Bahn traffic (for reasons of noise protection, if necessary). along the A92 or in tunnels). Only one additional overtaking track is to be built between Ober- and Unterschleißheim.

literature

• Siegfried Bufe: Main line Munich – Regensburg. Bufe Fachbuchverlag, Egglham 1997, ISBN 3-922138-61-6 .
• Walther Zeitler: Railways in Lower Bavaria and the Upper Palatinate. Buch & Kunstverlag Oberpfalz, Amberg 1985/1997, ISBN 3-924350-61-2 .

Web links

Commons : Munich – Regensburg railway line  - collection of images, videos and audio files

• Langenbach train station ( Memento from December 5, 2013 in the Internet Archive )
• Model railway club in Landshut main station
• Statistics page on the developments in regional and. Local trains between (Munich-) Freising-Landshut
• KBS 930 photo archive

Individual evidence

1. ↑ DB Netze - Infrastructure Register
2. ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
3. ↑ Querying the course book route 999.1 at Deutsche Bahn.
4. ↑ Augsburger Tageblatt, July 2, 1858; Page 2357- Article Vermischte Nachrichten "Munich, June 30, 1858" Online edition of the original newspaper from 1858
5. ↑ Augsburger Tageblatt, November 5, 1858; Article mixed news "Munich, November 3rd"
6. ^ Augsburger Tageblatt, October 19, 1858; Article mixed news "Munich, October 17th"
7. ↑ Augsburger Tageblatt, October 29, 1858; Article: "From Lower Bavaria - October 26th"
8. ↑ https://www.mvv-muenchen.de/plaene-bahnhoefe/haltestellen/station/bahnhof/moosach/index.html
9. ↑ (after free registration under page no longer available , search in web archives: available)
10. ↑ StMWIVT: Bavaria's Transport Minister Zeil welcomes the expansion of the Munich - Prague rail link ( Memento from September 13, 2012 in the web archive archive.today )
11. ^ BEG - Bavarian Railway Company
12. ↑ Improvements from December 2009 on alex
13. ↑ Press release from BayStMWIVT
14. ↑ Press release from BayStMWIVT
15. ↑ Page no longer available , search in web archives: Press release by BayStMWIVT
16. ↑ BEG press release
17. ↑ BEG press release
18. ↑ 3. Bavaria Transport Implementation Agreement
19. ↑ Feasibility study Danube-Moldau-Bahn ( Memento of January 27, 2007 in the Internet Archive ) (PDF; 1.1 MiB)
20. ^ Langenbacher Bahnhof: The renovation is to begin in September. In: merkur-online.de. June 30, 2009, accessed June 7, 2011 . 
21. ↑ Construction department: U-Bahn projects around the Olympic shopping center
22. ↑ Dominik Hutter: Airport connection: to the airport in 20 minutes. In: sueddeutsche.de. November 23, 2009, accessed June 7, 2011 . 
23. ↑ Clear the way for a direct rail connection to Munich Airport from Regensburg, Landshut, Moosburg and Freising  ( page no longer available , search in web archives )
24. ↑ https://www.merkur.de/lokales/freising/erster-pfeiler-eines-mammutprojekts-4263637.html
25. ↑ In 25 minutes to the airport: Express S-Bahn should come in 2009 ( Memento from October 12, 2008 in the Internet Archive )
26. ↑ Presentation of the report on the airport connection from November 23, 2009  ( page no longer available , search in web archives )

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