Nuremberg – Roth railway line

Nuremberg main station - Roth
Route number (DB) :	5971
Course book section (DB) :	890.2
Route length:	25.66 km
Gauge :	1435 mm ( standard gauge )
Route class :	D4
Power system :	15 kV 16.7 Hz  ~
Top speed:	120 km / h
Dual track :	Nürnberg-Eibach (Üst) - Nürnberg-Reichelsdorf (Üst), Schwabach-Limbach (Üst) - Rednitzhembach (Üst), Büchenbach (Üst) - Roth
Legend from Schwandorf of damp from Regensburg Hbf by Cheb 0.000 Nuremberg Central Station (312 m) to Crailsheim to Bamberg to Treuchtlingen (long-distance railway) to the Nuremberg Transport Museum 1.050 Start of overpass structure 58 (583 m) 1.075 Nuremberg-Steinbühl Nuremberg – Bamberg Nuremberg – Crailsheim Federal motorway 73 1,588 End of flyover structure 58 2.992 Nuremberg-Sandreuth 3.000 Bundesstrasse 4R Nürnberg Rbf – Nürnberg Hgbf Ringbahn Nuremberg Southwest bypass Main-Danube Canal 4.680 Nürnberg-Eibach (Üst) (start of 2nd track) 5.280 Nuremberg-Eibach (S-Bahn) 7.000 Treuchtlingen – Nuremberg (long-distance railway) 8,417 Nuremberg-Reichelsdorf (S-Bahn) (314 m) 8.776 Nürnberg-Reichelsdorf (Üst) (end of 2nd track) 10.010 Reichelsdorf cellar 10,583 Rednitz Bridge Katzwang (169 m) 11.494 Katzwang (325 m) 13,062 Schwabach-Limbach (Üst) (start of 2nd track) 13,528 Schwabach- Limbach Schwabach (127.5 m) from Nürnberg Hbf (long-distance train) 15,047 Schwabach (339 m) to Treuchtlingen (long-distance railway) Bundesstrasse 2 Federal motorway 6 16.964 Rednitzhembach (Üst) (end of 2nd track) 18,414 Rednitzhembach 22.126 Büchenbach (Üst) (start of 2nd track) 22,548 Büchenbach Aurach (55.6 m) from Nürnberg Hbf (long-distance train) 25.660 Roth (341 m) to Treuchtlingen to Greding Swell:

The Nuremberg – Roth railway line is a main line in Bavaria . It runs from Nuremberg via Schwabach to Roth . It was built as part of the first construction phase of the Nuremberg S-Bahn parallel to the Treuchtlingen – Nuremberg line and opened on June 9, 2001.

history

→ Main article: Nuremberg S-Bahn - history

As early as 1966, the first demands for an S-Bahn network in the Nuremberg metropolitan area were made. A step in this direction was taken in 1969 by the Deutsche Bundesbahn by increasing the frequency on the main routes during rush hour. The connection between Nuremberg and Roth was also included, however, due to the high route utilization, no fixed frequency could be offered. This offer had to be withdrawn in the following years for operational reasons and due to the sometimes poor utilization of the trains, but the railway continued to strive to improve the train offer. For this purpose, the then Federal Railway Directorate (BD) Nuremberg was given the planning order in 1971 to develop solutions to improve the local transport offer. The results were presented on March 20, 1975 as a “framework plan for the Nuremberg S-Bahn”, which also included an S-Bahn line from Nuremberg to Roth. This was part of the “1. Construction stage ”of the Nuremberg S-Bahn as well as the financing contract signed on November 2, 1981, with which the in-depth planning could begin.

Preliminary planning

→ Main article: Development towards the new Nuremberg – Ingolstadt line

The realization of the line was dependent on the planned "Fernbahn replacement route" through the Nuremberg Reichswald between Roth and Fischbach , which should relieve the Nuremberg – Roth section and thus create space for the S-Bahn traffic on the existing double-track line. After resistance against the “Reichswald-Trasse” was voiced by the neighboring municipalities and citizens' initiatives, the BD Nürnberg subjected the planning to an examination on behalf of the Deutsche Bundesbahn between 1980 and 1985. At the same time, the BD proposed an alternative variant with the construction of a new line from Nuremberg to Ingolstadt, which was popular in politics and the neighboring municipalities with the exception of the administrative district of Swabia and the city of Augsburg . A further expert opinion was then commissioned, which delayed the S-Bahn planning again. Planning for the S3 could only be resumed after the completion of this report in June 1991, which was in favor of the new line. These were changed in favor of a separate single-track route with double-track meeting sections running parallel to the Nuremberg – Augsburg railway line.

In the autumn of 1991, the federal government and the Free State of Bavaria approved the changed planning. Large parts of the line were to be single-tracked. Two tracks were planned between Roth and Büchenbach and between Rednitzhembach and Schwabach. An environmental impact assessment was still pending in early 1992. Regional trains should continue to stop in Roth, Schwabach, Reichelsdorf, Eibach and Sandreuth. A first application for planning approval was to be submitted in mid-1992; completion was scheduled for the end of the 1990s.

construction

The groundbreaking for the construction of the line took place on June 29, 1994 at Nuremberg-Reichelsdorf station . Around 700 million D-Marks (around 358 million  euros ) were spent on the upcoming construction work, which included the expansion of the existing track infrastructure, the construction of numerous engineering structures and the reconstruction and construction of the existing stations on the new route to meet the requirements of the S-Bahn  .

Infrastructure

The Nuremberg-Sandreuth , Reichelsdorfer Keller , Katzwang , Schwabach-Limbach , Rednitzhembach and Büchenbach stops were abandoned and replaced by new buildings on the S-Bahn line that had been relocated. Separate S-Bahn platforms were built at the Nuremberg-Eibach , Nürnberg-Reichelsdorf and Schwabach train stations, and the old platforms for passenger traffic were closed; Roth train station received a new central platform north of the station building for the S-Bahn trains ending there . With a delay of three years, the Nürnberg-Steinbühl stop was opened to traffic on September 5, 2004. It is located between Nürnberg Hauptbahnhof and Nürnberg-Sandreuth at the east end of the flyover. All platforms are 145 m long, 96 cm high and have barrier-free access. As a construction option, the construction of the Nürnberg Wiener Straße stop was planned between Nürnberg-Eibach and Nürnberg-Reichelsdorf . In order to link up with private transport , there are parking spaces for bicycles ( B + R ) at all stations, except in Schwabach-Limbach , as well as for cars ( P + R ) at all stations, except in Nuremberg-Steinbühl and Nuremberg-Sandreuth .

The entire route is controlled from a newly built electronic interlocking in Nuremberg-Eibach , which was put into operation on May 8, 2001.

route

Following the changed plans, an alternating single and double-track S-Bahn line was created, which runs between Nuremberg main station and Nuremberg-Eibach to the west and between Nuremberg-Reichelsdorf and the terminus Roth east of the existing Nuremberg-Augsburg line. In order for the S-Bahn trains to start on tracks 1–3 as planned and to be able to unwind in the direction of Roth without crossing the existing tracks, the track plan of the western station exit also had to be partially modified to create two sidings for S-Bahn sets . This was followed by a 604-meter-long, single-track flyover structure over the railway lines to Bamberg / Würzburg and Crailsheim . Additional bridge structures were an approximately 125 meter long steel truss bridge to cross the southwest bypass and Main-Danube Canal , a flyover between Nuremberg-Eibach and Nuremberg-Reichelsdorf to change from the west to the east side of the Nuremberg-Augsburg railway line, and three integral bridges over the Rednitz , Schwabach and Aurach valleys . To protect the residents, the route was provided with noise barriers almost over its entire length .

The 604 m long Steinbühler Brücke was the longest bridge in Nuremberg when it opened.

Route description

course

The single-track S-Bahn line leaves Nuremberg Central Station to the west, initially passing the outdoor area of ​​the Transport Museum . From the Steinbühler Tunnel, the route merges into the 604-meter-long overpass structure, which crosses the railway line to Bamberg and Crailsheim as well as the Frankenschnellweg in a long left curve . At the beginning of the structure is the Nürnberg-Steinbühl stop , which is the connection point to the urban tram network . The route then leads past the districts of Schweinau in the west and Sandreuth in the east and crosses the Südring ( B 4 R ) with a bridge on which the Nürnberg-Sandreuth stop is located. In the further course, the lines from the connecting track from the marshalling yard to the main freight station and the ring line will be crossed at no elevation and then crossed the parallel traffic routes between the south-west bypass and the Main-Danube Canal .

From km 4.6 the line becomes double-track and, after reaching the Nürnberg-Eibach stop , runs east past the district of the same name . The line then meets the parallel Frankenschnellweg and crosses the Nuremberg – Augsburg railway at Königshofer Weg, in order to continue on its east side. First to the west of the route is the Reichelsdorf district , which, together with Nürnberg-Reichelsdorf, has a stop at the overpass over Weltenburger Straße. Following this, the single-track line cuts through the building of Reichelsdorf, which is expanding to the southeast, and leaves the Nuremberg city area for the first time after the Reichelsdorfer Keller stop . Now the route runs parallel to the Rednitz Valley , which is crossed shortly afterwards with a 170 meter long bridge, touches the Schwabach district of Wolkersdorf and touches the Nuremberg urban area again at the Katzwang stop .

The line continues - double-tracked again - through the Schwabach district of Limbach , crosses the Schwabach and reaches the Schwabach train station , which is located on the eastern edge of the city center. Then the route crosses the federal highway 2 , touches the district Forsthof and leads, under the federal highway 6 and past the district Vogelherd , back out of Schwabach as a single track. On Rednitzhembacher district Igelsdorf over the route reaches the breakpoint Rednitzhembach , which, however, in the district Plöckendorf is, and, after Untermaimbach again to Rednitz. This follows the route from now on, reaches - again with two tracks - the Büchenbach stop on the eastern edge of the municipality of the same name and crosses the Aurach , which is already in Roth's urban area . In the further course, the line leads west past the Roth city ​​center and finally ends at Roth station , where the S-Bahn line ends operationally in a double-track stop without the possibility of changing platforms. The western track then merges with the Roth – Greding railway to Hilpoltstein .

State of development

The line is single-track and has double-track encounter sections from 4.6 to 8.8 and 13.1 to 16.9 kilometers. It is also fully electrified and can be driven at a maximum speed of 120 km / h. All stations and stops along the route have platforms that are 145 m long and 96 cm above the top of the rails .

Train traffic

On the route to be electric locomotives of the series 143 of four-piece x-car used -Wendezügen, under the designation line S2 operate (Roth - Altdorf - Nuremberg).

Accidents

On March 25, 2003, the only accident on the line so far occurred in which an S-Bahn train traveling from Roth via Nuremberg to Altdorf derailed on the high-speed switch at the Rednitzhembach transfer point (route kilometers 16.9). After maintenance work had been carried out shortly beforehand, a cable was incorrectly reconnected to this, causing the switch blades and the frog tip to be in opposite positions. The control car of the train therefore first followed the switch blades on the branch (to the left) in order to derail at the straight frog point together with the intermediate car and the locomotive. The resulting material damage to the superstructure and vehicles amounted to around 600,000 euros, and no one was injured by the passengers. The vehicles involved in the accident were then recovered and examined for damage. It turned out that the reconditioning of the x-wagons would not be worthwhile, whereupon they were taken out of service; the electric locomotive, on the other hand, was repaired.

See also

• Nuremberg S-Bahn
• Treuchtlingen – Nuremberg railway line

literature

• S-Bahn Nuremberg network '92 . In: Deutsche Bundesbahn (Ed.): The Deutsche Bahn . No. 11 . Hestra-Verlag, Darmstadt 1992.
• Jürgen Seiler: First construction stage of the Nuremberg S-Bahn completed . In: ETR . No. 7/8 , 2001, p. 435-445 .

Web links

• Route description on local traffic Franconia (private)
• OpenRailwayMap with route as well as some signals and permissible speeds.

Individual evidence

1. ↑ DB Netze - Infrastructure Register
2. ↑ ^{a b c} Report S-Bahn to Roth . In: Eisenbahn-Revue International , Issue 8–9 / 2001, ISSN  1421-2811 , p. 344.
3. ↑ Environmental compatibility is checked . In: Roth-Hilpoltsteiner Volkszeitung . February 29, 1992, ZDB ID 1264431-6 .
4. ↑ Jürgen Seiler: First construction stage of the Nuremberg S-Bahn completed . In: ETR . No. 7/8, 2001, p. 439