Regensburg – Nuremberg railway line
The Regensburg – Nuremberg line is a double-track, electrified main line in Bavaria . It leads from Regensburg via Parsberg and Neumarkt in the Upper Palatinate to Nuremberg . The route is part of a national long-distance connection between Vienna and Frankfurt am Main .
history
The route was planned from 1869 by the AG der Bayerischen Ostbahnen as the shortest connection between Nuremberg and Regensburg, after the 40 kilometer longer route via Hersbruck , Amberg and Schwandorf had already started operating in 1859 .
The initially single-track route was extended by a second track between 1894 and 1896 and electrified in 1950.
In the planning section of the 1985 Federal Transport Infrastructure Plan, the project for an upgraded line from Nuremberg to Passau with investment costs of 150 million DM was included. Various route variants considered for the high-speed line Nuremberg – Munich , including the line to Postbauer-Heng, Neumarkt or Sengenthal, were discarded in 1987.
On June 15, 1988, construction work began on the second line of the Nuremberg S-Bahn . The Nuremberg - Feucht section was rebuilt in such a way that the S-Bahn trains have since run on an independent route next to the long-distance railway tracks. The line was opened on November 21, 1992.
On November 28, 2005, a new electronic interlocking went into operation in Neumarkt . It replaced a 54-year-old system.
The Felstortunnel in the Naab Valley, with a length of 16 meters (according to other information: 10 meters) the shortest railway tunnel in Germany, was blown up on May 31, 2010, because renovation was too costly.
On December 12, 2010, line S3 of the expanded Nuremberg S-Bahn network went into operation on the section from Nuremberg to Neumarkt . To this end, all intermediate stations have been modernized in recent years and brought to S-Bahn standard (140 meters long and 76 centimeters high barrier-free platforms). In addition, with Feucht Ost, a new stop was built between the Feucht and Ochenbruck stations. Since then, the stops between Nuremberg and Neumarkt have been served by S-Bahn instead of regional trains.
As part of the immediate seaport hinterland traffic program , a new 750 m long passing track was built in Parsberg.
The S-Bahn to Neumarkt should be better timed in the course of the new tenders for the Nuremberg S-Bahn, which will come into force at the end of 2018.
- Opening dates
The route was opened in three stages:
- Nuremberg - Neumarkt: December 1, 1871
- Neumarkt - Seubersdorf: May 15, 1873
- Seubersdorf - Regensburg: July 1, 1873
The reason for the different opening dates were the delays in the construction of the Laberviadukt between Neumarkt and Seubersdorf.
The route was upgraded for active tilting technology in 2007 , with work on overhead lines , signal systems and bridges being carried out for 6.7 million euros . The travel time in long-distance traffic was shortened by the timetable change at the end of 2007 by 10 to 51 minutes. ICE-T trains run in 55/56 minutes without intermediate stops (2014 timetable), while IC and EN trains take between 60 and 65 minutes. Also regional express trains stopping in Neumarkt (Oberpf) Parsberg and Beratzhausen reach the travel times of the IC / EN trains.
In 2019, the preliminary planning for the ETCS equipment of the section (Passau–) Regensburg – Feucht was tendered. Interventions in signal boxes should be avoided as far as possible. The GNT for tilting technology is to be at least partially dismantled in this context. 58 million euros have been estimated for the ETCS equipment (as of 2017).
Route description
course
Starting at Nuremberg Central Station, the route turns to the southeast and leads past the Nuremberg districts of Gleißhammer , Zerzabelshof and Langwasser as well as through the Lorenzer Reichswald to Feucht, where the route branches off to Altdorf. From there it runs almost dead straight to Schwarzenbruck and crosses the Schwarzach shortly after the train station . The route now crosses the first forerunners of the Franconian Alb and finally reaches the Postbauer-Heng station . There the route turns to the east, runs in a cut between Grünberg and Tyrolsberg and flows into the Neumarkt valley basin. It crosses this dead straight in a south-easterly direction partly on dams and tangent to Neumarkt-Pölling. Past Neumarkt-Woffenbach, it crosses the European main watershed in an unspectacular manner and reaches Neumarkt station, from where the former Sulztalbahn branches off to the south. Passing the Neumarkt district of Hasenheide, the route now also swings south and begins the actual ascent into the Franconian Alb near Sengenthal . From the former goods unloading point of Georg Behringer KG only remains and the signal box building are preserved.
Shortly after Sengenthal , the route bends east and continues in a valley cut to Deining train station . On a dam, the route gains height on the slope of the valley. After about two kilometers the route crosses the valley of the White Laber with the imposing Laberviaduct . The route now runs roughly in a south-easterly direction through the Alb landscape, furrowed by valleys, which are crossed partly on bridges and partly on dams. Larger mountain ranges such as Kleinalfalterbach and Seubersdorf are passed in deep cuts. The next train station is Seubersdorf, where a branch line to Velburg was planned. The route continues as before through cuttings and over dams to the Parsberg train station, which also serves as a unloading station for military vehicles that are transferred to the nearby Hohenfels training area.
Via Mausheim, the route on the Alb high plateau now reaches Beratzhausen, which is located in a valley, which the railway line passes on the southern slope of the valley above the village and shortly afterwards crosses the valley of the Schwarzen Laber . Like Beratzhausen, Laaber is passed on the slope of the valley, this time on the north side and a side valley coming from the north shortly afterwards is crossed with a dam. Above the Schwarzen Laber valley, the route now continues to the south-east, reaches the Undorf train station and now branches off to the east, in the direction of the Naab valley. It crosses Etterzhausen and then reaches the Naab valley , which it follows above along the eastern slope. Several crossings were blasted through the ledges washed out by the Tethys .
At the point where the Naab flows into the Danube, the route crosses the Danube and the Danube Valley Railway to Ingolstadt and now runs in a direct easterly direction. It crosses the Regensburg district of Prüfing and the freight yard and finally reaches Regensburg main station.
State of development
The line is double-tracked and electrified. The double-track S-Bahn line Nuremberg – Feucht runs parallel between Nuremberg main station and Feucht . The trains on the high-speed line Nuremberg – Ingolstadt – Munich also use the route between the Reichswald junction (near Feucht) and Nürnberg Hbf . Between the route kilometers 91.1 and 94.7, the route can be driven at 200 km / h as planned. The rest of the winding route is often only allowed to be driven at speeds of up to 120 km / h.
Train traffic
The Nuremberg - Regensburg route as part of the Frankfurt - Passau - Vienna main line has always had heavy passenger and freight traffic. Almost all DB locomotives, including the former Reichsbahn express locomotive of the class 118 , as well as important mainline locomotives of the ÖBB were and are in use on this route.
From 1971 this route was integrated into the TEE network with the TEE Prinz Eugen . Only it was not included in the IC network of the DB. Between 1973 and 1978 so-called City-D trains operated as feeders to the IC network with first and second class cars between Nuremberg and Regensburg. In the express train service, later also in EC traffic, the ÖBB Transalpin starter train was used here at times .
Since the 1990s, ICE / EC / IC traffic to Regensburg, but usually further to Passau and Vienna, runs every two hours. The two-hour service was introduced in local transport in 1991. The RE trains Coburg - Lichtenfels - Nuremberg - Regensburg - Munich were formed from DB express train wagons. These also included Deutsche Reichsbahn wagons, including city express wagons .
Long-distance services are currently operating intercity express trains (ICE) of the series 401, 411 and 415 and an Intercity -Zugpaar with DB - electric locomotives of the 101 series . ÖBB locomotives are only used in passenger transport before the EuroNight , which runs daily between Vienna and Düsseldorf / Hamburg. In addition, from March 2020, a pair of intercity trains will run daily with KISS double-decker trains on the Rostock – Vienna route.
Local traffic is handled with Regional Express trains (RE) on the route Nuremberg - Neumarkt - Parsberg - Beratzhausen - Regensburg and on to Munich, which usually consist of class 111 or 146 electric locomotives and double-decker coach sets. Regional trains (RB) run between Neumarkt and Regensburg. The services have been provided by Agilis with Alstom Coradia Continental electric multiple units since December 12, 2010 . The S-Bahn line S3 has taken over the RB services on the Nuremberg - Neumarkt section . The use of the Talent 2 electric multiple units planned for December 2010 was delayed until June 2012 due to a lack of approval from the Federal Railway Authority. During this time, a replacement service consisting of Bombardier TRAXX electric locomotives and n-car sets were used.
In freight transport, in addition to DB locomotives of the series 140 , 151 , 155 , 182 and 185, there are those of the Austrian Federal Railways (ÖBB) and other private railways, some of which run to Frankfurt am Main . An agreement concluded between Germany and Austria in the 1950s ensures mutual locomotive runs.
Web links
- Route, operating points as well as some signals and permissible speeds on the OpenRailwayMap
- Driver's cab ride on a freight train (Feb. 2013), Part 1 : Passau - Neumarkt, Part 2 : Neumarkt - Würzburg.
Individual evidence
- ^ Wilhelm Linkerhägner: Bundesverkehrswegeplanung '85 . In: The Federal Railroad . tape 66 , no. 10 , 1990, ISSN 0007-5876 , pp. 933-936 .
- ↑ All ICE route plans Nuremberg – Munich at a glance . In: Nürnberger Zeitung , August 11, 1987.
- ↑ Announcement of high-speed trips on the new Nuremberg – Ingolstadt line . In: Eisenbahn-Revue International . Issue 1/2006, ISSN 1421-2811 , p. 2 f.
- ↑ rp: Shortest tunnel blown up . In: Eisenbahn-Revue International , 7/2010, p. 324.
- ↑ Deutsche Bahn AG (Ed.): Immediate program seaport hinterland traffic improves rail infrastructure in Bavaria . Press release from January 22, 2014.
- ^ Bayerische Eisenbahn-Gesellschaft (Ed.): National Express Rail is to receive a contract for S-Bahn traffic in Nuremberg . Press release from February 2, 2015 ( PDF file ).
- ^ Railway line Regensburg Hbf - Nürnberg Hbf . In: bahnrelict.net . Retrieved February 20, 2016.
- ↑ Faster from Frankfurt aM to Vienna with tilting technology . In: DB Welt , June 2007 edition, p. 6.
- ↑ Electrical operation at Deutsche Bahn in 2007 . In: Elektro Bahnen , Volume 106 (2008), Issue 1–2, p. 8.
- ↑ Germany-Frankfurt am Main: Services of architecture, construction and engineering offices and test centers. Document 2019 / S 164-403828. In: Supplement to the Electronic Official Journal of the European Union . August 27, 2019, accessed on September 10, 2019 (German).
- ^ Elisabeth Hößl, Manfred Gollmann: operational tasks (BAst) line equipment ETCS EDP border Passau - Nuremberg 2nd construction stage. (ZIP) as part of the European Deployment Plan (EDP). DB Netz, December 19, 2017, pp. 86 f., 91 f., 105 , accessed on November 16, 2019 (German, file 18_BAst-ETCS-Baustufe 2.docx.pdf in ZIP file).
- ↑ Appendix 13.2.1 Appendix 2 to the service and financing agreement : Original meter target speed .