Munich-Nuremberg Express

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Munich-Nuremberg Express
Munich-Nuremberg Express near Reichertshofen between Munich and Ingolstadt
Munich-Nuremberg Express near Reichertshofen between
Munich and Ingolstadt
Course book section (DB) : 900
Route length: 171 km
Top speed: 200 km / h
course
Legend
End station - start of the route
 0 Munich central station
   
 36 Petershausen (Obb) (not all trains)
Station, station
 50 Pfaffenhofen (Ilm)
Station, station
 60 Rohrbach (Ilm)
Station, station
 81 Ingolstadt Hbf
Station, station
 84 Ingolstadt North
Station, station
 112 Kinding (Altmuehltal)
Station, station
 146 Allersberg (Rothsee)
End station - end of the line
 171 Nuremberg Central Station
Munich-Nuremberg Express with a pushed control car at Zinkelmühle
Munich-Nuremberg-Express with electric locomotive of the 101 series on the open road

Munich-Nürnberg-Express (formerly FRESH ) is the name of the regional express line Munich - Ingolstadt - Nuremberg . With speeds of up to 200 km / h, the trains are the fastest regional trains in Germany in relation to their top speed (as of: 2010 timetable).

Transport offer

The Munich-Nuremberg Express has been running since December 10, 2006. The new Nuremberg-Ingolstadt line is used between Ingolstadt and Nuremberg . The trains of the Munich-Nuremberg Express are thus the only regional trains that travel the full length of a German high-speed new line (as of 2014).

The trains run every two hours from around 5 a.m. to 11 p.m., and every hour during rush hour (mainly the Munich – Ingolstadt section). Between Allersberg and Nuremberg, the Allersberg-Express is used Monday to Friday and the range of local transport services is reduced to almost every hour; between 5 and 8 o'clock there is a half-hourly service. In order to prevent the train from being overcrowded, the stop in Petershausen is no longer served by a train on weekday afternoons (Monday to Friday). Instead, however, a different regional train to Ingolstadt is used in each direction, which runs shortly before the Munich-Nuremberg Express with a stop in Petershausen.

The journey time for the 171 km long route is around 1 hour and 45 minutes. The departure times in Nürnberg Hbf and Munich Hbf are a few minutes after the odd hour, the arrival times a few minutes before the odd hour. There is usually a short turn at the platforms of the terminal stations .

Since the journey times from Munich to Ingolstadt and Nuremberg to Ingolstadt are in the region of three quarters of an hour, the trains meet in Ingolstadt around the even hour. Here they usually have to wait around 10 to 15 minutes to be overtaken by the ICE trains . There is also a direct connection to the ICE trains and regional transport to Augsburg , Regensburg and Ulm . In Nürnberg Hbf there is a direct connection to and from the ICE trains Munich – Nuremberg – Ruhr area , Munich – Nuremberg – Berlin and Vienna – Nuremberg – Frankfurt (M) / Hamburg.

vehicles

Control car of the trains
2nd class interior (Bpmz)

As vehicles come Wendezug - sets from the Intercity -Transport used. Regional transport vehicles that meet the technical conditions of use of the route (especially pressure protection ) were not available when the order was placed at the end of 2005, according to the railway. The sets are approved for speeds of 200 km / h.

Between September and November 2006, a total of 26 passenger cars , including 3  control cars , were converted for the Munich-Nuremberg Express at the Neumünster railway works. The interior remained unchanged and is the same as that of the InterCity. Various seating landscapes (row seats, face-to-face areas) with adjustable backrests as well as tables or folding tables are offered. Reading lamps are also available, as well as sockets at individual places. Toilets and luggage racks with several compartments can be found at the end of the car. There is an electronic passenger information system with a reservation system, but seats cannot be reserved. A catering service with drinks and snacks on site (by caddy) is offered.

All cars are pressure-ready . This is necessary on this route because in tunnels there are encounters with trains up to 300 km / h (encounter speeds up to 500 km / h).

The trains are pulled and pushed primarily by locomotives of the 101 series , and occasionally from those of series 120 . A set consists of six cars:

  • Control car (generic designation Bpmbdzf ): driver's cab , open- plan area with 31 seats (2nd class), bicycle compartment with 16 bicycle spaces and five folding seats , two wheelchair spaces , barrier-free toilet
  • Four open- plan cars with 80 seats each (2nd class), each with a luggage rack and toilets at both ends of the car. A total of 20 cars (class designation Bpmz ) were repainted for the Munich-Nuremberg Express.
  • End car: open-plan area with 40 seats (2nd class), mother-child compartment with four seats and two folding seats, special compartment with six seats, two first-class compartments (six seats each), driver's compartment . Four 2nd class cars (genus Bvmsz ) was added to this mixed carriage (genus ABvmsz rebuilt).

On the regular trains of the Munich-Nürnberg-Express there are 420 (according to railway information: 430) seats, 12 of them in 1st class. The control car runs according to schedule in the direction of Nuremberg at the head of the train, in the direction of Munich at the end.

München-Nürnberg-Express leaves Allersberg in the direction of Ingolstadt

In addition, a ten-car train with two class 101 locomotives runs from Nuremberg to Munich on weekdays. Because the platforms at Allersberg (Rothsee) and Kinding (Altmühltal) stations are too short , the last four cars on the new Nuremberg – Ingolstadt line are empty and locked. The full capacity of the 10 cars with a total of 760 seats can therefore only be used on the upgraded Ingolstadt – Munich line.

Škoda trains

DB class 102 002 in front of a double-decker push-pull train on the Velim railway test ring
Škoda Transportation double-decker control car DABpbzf 770.0 of the Munich-Nuremberg Express in Velim

On August 5, 2013, Deutsche Bahn ordered 36 double-decker cars and six DB class 102 locomotives from the Czech manufacturer Škoda for 110 million euros for the new line . The 189 km / h push-pull trains will consist of a locomotive and five intermediate cars and a control car. The pressurized cars are fully air-conditioned and also have internet access. Several multi-purpose areas and video surveillance are also planned. In the second class there will be 679 seats, in the first class 26. 82 seats will be designed as folding seats, which also creates space for 37 bicycles. The trains also have two seats for passengers with reduced mobility. A barrier-free entrance is realized via foldable drive-over ramps. The maintenance of the new vehicles will mainly take place in Munich-Pasing.

According to Deutsche Bahn information from November 2015, the delivery of the new vehicles should be delayed by a year. In May 2017, DB AG corrected the delay to two years and the deadline to “mid-2018” in its integrated annual report.

From July 2017, the railway carried out test runs on the new and upgraded Nuremberg - Ingolstadt - Munich line.

In November 2018 there was a report on the receipt of TSI certification for the 102 series and the double-decker cars.

Another delay in the approval of the trains was reported in May 2019.

In June 2019, the BEG announced a preliminary operation between Munich and Ingolstadt until December 2019. However, this did not take place. Due to the lack of approval, operation in the 2020 annual timetable will still take place with the previous rolling stock. Although the Federal Railway Authority granted restricted approval in December 2019, according to a press report, Deutsche Bahn is refusing acceptance due to ongoing technical problems (as of April 2020).

history

background

According to the planning status of 1992, 16 regional high-speed trains (RSB) were planned between Nuremberg main station and Ingolstadt main station on the new line. At a top speed of 140 km / h, a travel time of 49 minutes should be achieved. A travel time of 13 minutes should be achieved between Nuremberg and Allersberg, 17 minutes between Allersberg and Kinding and 15 minutes between Kinding and Ingolstadt Nord.

In 1999 it was planned to offer 17 regional high-speed rail trains between Nuremberg and Ingolstadt every day. A traffic forecast was based on 34 regional trains per day (sum of both directions) for 2010.

Around 2003 a travel time of around 12 minutes was planned between Allersberg and Nuremberg, and between Allersberg and Ingolstadt (with a stop in Kinding) of just under 20 minutes.

On May 10, 2005, the BEG made a price inquiry for the planned fast regional traffic. Up to 2.5 million train kilometers should be allocated for a three-year period from December 2006 onwards. DB Regio Oberbayern then announced that it would submit an offer. On October 18, 2005, the BEG awarded the transport contract to operate the Munich-Nuremberg Express for a transitional period of seven years, with around 1.7 million train kilometers per year (including the Allersberg Express ). The services should then be advertised for ten years. At the end of 2005 it was planned to provide a second part of the train during the stop in Ingolstadt towards Munich. In 2006, it was planned to use a ten-car set between Ingolstadt and Munich every two hours.

According to the Deutsche Bahn, DB Regio won the operation of the trains in a Europe-wide tender by the Bavarian Railway Company (BEG) for seven years. Critics, on the other hand, complain that the contract, under the leadership of Otto Wiesheu, was awarded directly to Deutsche Bahn without examining competing offers.

business

According to the railway, around 5000 travelers used the new offer on the first day of operation . In the first few weeks, up to 5000 travelers took advantage of the offer every day. The punctuality in the first four weeks was over 95 percent. Even after ticket sales on Bavarian regional trains were discontinued on April 1, 2007, tickets will still be sold on board the Munich-Nuremberg Express. In an interview in May 2007, the chairman of the management board of DB Regio Bayern, Berthold Huber, described the train ticket as an “unbelievable success”. In the first year of operation, according to Deutsche Bahn, up to 7,000 passengers used the Munich-Nuremberg Express every day. Other information from Deutsche Bahn, from December 2007, put the number of travelers at around 5,000, with an upward trend.

The turnaround time to start operations was around 20 minutes in Nuremberg and around 10 minutes in Munich.

After the bicycle compartment of the train was regularly overloaded in spring and summer 2007 and transporting more than 16 bicycles is not allowed for safety reasons, railway security personnel are on board many trains to monitor compliance with the regulations. So-called bicycle buses run between Ingolstadt and Kinding on weekends as a substitute for travelers with bicycles who can no longer find a place on the Munich-Nuremberg Express.

In the first half of 2008, according to Deutsche Bahn, 8,000 travelers per day were en route in the Munich-Nuremberg Express, on weekends 6,000. As the number of passengers rose in 2008, there was more and more overcrowding. A railway spokeswoman spoke of utilization of up to over 200 percent. As a result, passengers without a seat had to leave the trains. According to the BEG, no solution is in sight (as of August 2008). Longer trains could not be used in Allersberg and Kinding due to the length of the platforms.

In mid-2010, the BEG confirmed the need for an hourly service on the route, but excluded this due to high train path fees (14 euros per kilometer) and a lack of vehicles. The train path price for trains on the high-speed line is 14 euros, which is significantly higher than the usual price of 4.50 euros for other local transport in Bavaria.

From December 2013, the most heavily loaded trains coming from Nuremberg are to be broken in Ingolstadt on Friday afternoons and at the weekend, and the vehicles used will return to Nuremberg. Continuous trains are not possible because there are no suitable vehicles for the new line. Mondays to Thursdays, a pair of trains on the edge of the day between Ingolstadt and Munich is to be omitted; In Ingolstadt a connection to a regional train from / to Munich is planned. Another such connection is to be established in the morning. The previous ten-car set with two class 101 locomotives will be disbanded with the 2013 timetable change. Five intermediate cars are to go to DB Fernverkehr, which is suffering from a lack of vehicles, the other half of the cars is to be used between Nuremberg and Allersberg with two class 101 locomotives. The previous wagons of the Allersberg Express will be withdrawn.

In order to take into account the increasing number of passengers, the set used Monday to Friday between Nuremberg and Allersberg is to be reinforced with additional cars at the weekend and to complement the two main sets between Nuremberg and Ingolstadt and Munich. This means that between Nuremberg and Munich there is sometimes an hourly service on the high-speed route, where you have to change trains every two hours in Ingolstadt.

In 2014, the Munich-Nuremberg Express was included in the Bavarian Railway Company's quality ranking for the first time. With 68.86 of a maximum of 100 possible minus points, the offer is currently (as of December 8, 2015) in the penultimate place among the 26 regional transport networks tested.

future

The first transport contract on which the offer is based ran until December 2013. It was not clear until 2011 whether the offer would be continued beyond this. An extension of the contract or a tender was under discussion. According to Deutsche Bahn, additional trains are not possible due to a lack of rolling stock. In a preliminary information on March 1, 2012, the BEG finally announced its intention to privately outsource the operation of the Munich-Nuremberg and Allersberg Express to DB Regio for the period between December 15, 2013 and December 12, 2015. An extension for a further year is optional. Later, the line was to be tendered throughout Europe as part of the Ringzug West / NBS award package with the Munich - Ingolstadt - Treuchtlingen - Nuremberg, Ingolstadt - NBS - Nuremberg and Augsburg - Donauwörth - Treuchtlingen (- Nuremberg) lines. The call for tenders was published in the EU Official Journal on July 5, 2012. Offers could be submitted until April 15, 2013.

A basic offer was to be offered that was largely based on the status quo and was supplemented by additional trains on Friday afternoons and on weekends. Providers can let trains on the new line largely end in Ingolstadt and extend them further to Munich. An hourly rate is provided as a contingent item . According to the BEG, significantly more seats are to be offered during rush hour. Two (otherwise one) train attendants should be deployed on the weekend. According to the BEG, “schedule shifts” are planned in the course of the new allocation.

Following a Europe-wide tender, regional traffic on the new line for the period from December 15, 2013 to December 10, 2016 was awarded to DB Regio on November 22, 2013. A total of around 1.6 million train kilometers are to be provided each year. With the timetable change on December 15, 2013, the trains of the Allersberg Express will be integrated. 22 additional trains are to run on weekends.

On July 21, 2012, Deutsche Bahn announced a negotiation process for a contract for the development, manufacture and delivery of 3 to 10 regional train sets for the BEG's tender. With a maximum usable platform length of 165 m, the trains must have at least 550 seats in 2nd class. The vehicles should be designed for a maximum speed of 190 km / h. The vehicle procurement process was discontinued in March 2013 due to inefficiency.

In mid-June 2013, Deutsche Bahn announced that it had won the tender. The order runs from December 2016 to 2028. During rush hour, at least 20 percent more seats are to be offered than today. According to its own statements, the BEG was not able to order a compression at hourly intervals due to the high offer price. The high track price on the new line is decisive for this. New special offers are to be introduced in leisure traffic.

See also

Web links

Commons : München-Nürnberg-Express  - Collection of images, videos and audio files

Individual evidence

  1. ↑ a b Report of successes for DB Regio and Länderbahn in Bavaria . In: Eisenbahn-Revue International , issue 12/2005, p. 555.
  2. ↑ FRESH was there that, abbreviated product name used in tender and allocation of power needed for FR anken- E xpress on the S chnellfahrstrecke in the country H is auptstadt.
  3. ↑ Wolfgang Feldwisch, Holger Schülke: The commissioning of the major rail projects for the 2006 World Cup . In: Eisenbahntechnische Rundschau , (55) 2006, issue 5, p. 296.
  4. ↑ a b c d New concept for Munich - Nürnberg-Express from December . In: Eisenbahn-Revue International . No. 8-9 , 2013, ISSN  1421-2811 , pp. 426 .
  5. ↑ a b c Frank Schwaibold: railway trains now buys one at Skoda . In: Stuttgarter Nachrichten . August 6, 2013, p. 11 .
  6. ↑ Lothar Röhrl: Last seat for the fastest local train . In: Mittelbayerische Zeitung . March 24, 2015.
  7. ↑ Archived copy ( memento of the original from September 24, 2015 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. @1@ 2Template: Webachiv / IABot / skoda.cz
  8. ↑ a b c From 2016, Škoda high-speed locomotives will be running in Bavaria. (No longer available online.) In: skoda.cz. Škoda Transportation, June 18, 2013, archived from the original on March 3, 2015 ; Retrieved June 18, 2013 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  @1@ 2Template: Webachiv / IABot / skoda.cz
  9. ↑ https://www.skoda.cz/article-files/459-neuer-katalog.pdf
  10. ↑ a b DB Mobility Logistics AG (Ed.): DB Regio Oberbayern is pleased to have won the Ringzug West / NBS tender . Press release 137/2013 FL / KN from June 17, 2013.
  11. ↑ Christian Fahn: "More than ever: customer, customer, customer" . In: Donaukurier . November 4, 2015, ZDB -ID 1477609-1 , p. 3 .
  12. ↑ Integrated Report 2016. (PDF; 15.3 MiB) (No longer available online.) DB AG, pp. 142, 148, 294 , archived from the original on December 14, 2017 ; accessed on November 18, 2017 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  @1@ 2Template: Webachiv / IABot / www.deutschebahn.com
  13. ↑ Munich-Nuremberg Express: DB carries out test drives with a new train set. July 8, 2017. Retrieved July 8, 2017 .
  14. ^ Munich-Nuremberg Express: Škoda receives TSI certification for MNE trains. Retrieved December 8, 2019 .
  15. ^ Eisenbahn-Kurier - Prototype and model - Skoda: TSI certification for Munich-Nuremberg Express. Retrieved December 8, 2019 .
  16. ↑ Munich-Nuremberg Express remains the fastest regional transport in Germany. Retrieved December 8, 2019 .
  17. ^ Eisenbahn-Kurier - Prototype and model - Munich-Nuremberg Express: approval of Skoda trains is still delayed. Retrieved December 8, 2019 .
  18. ↑ Munich-Nuremberg Express continues to be the fastest regional service in Germany. Retrieved December 8, 2019 .
  19. ^ Munich-Nuremberg express with old material . In: Bahn-Report . No. 1 , 2020, ISSN  0178-4528 , p. 18 .
  20. ↑ Arno Stoffels: Record delay: Deutsche Bahn does not want to accept new trains. In: nordbayern.de. April 24, 2020, accessed May 1, 2020 .
  21. ^ Deutsche Bundesbahn, project group NBS Nuremberg of the railway construction center (publisher): New construction / expansion line Nuremberg - Munich: NBS Nuremberg - Ingolstadt. Planning approval building km 5,900 - 13,630. Appendix 0.1. Explanatory report . Nuremberg, April 1992, p. 43.
  22. ^ Planungsgesellschaft Bahnbau Deutsche Einheit mbH (Ed.): Nuremberg – Munich in one hour . Nuremberg, November 30, 1999 (similar version from January 1999 as PDF file , 2.3 MB), pp. 4, 5.
  23. ↑ Rolf Syrigos: transport racetrack instead slow train . In: Nürnberger Zeitung . July 19, 2003.
  24. ^ Message regional traffic Munich - Nuremberg is available for allocation . In: Eisenbahn-Revue International , issue 7/2005, ISSN  1421-2811 , p. 310.
  25. ↑ a b Rolf Syrigos: Last tests with the "Munich-Nuremberg Express" Germany's fastest S-Bahn . In: Nürnberger Zeitung . December 2, 2006.
  26. ↑ Rapid regional express . In: Bahnech , issue 1/2006, p. 15.
  27. ^ Christian Esser, Astrid Randerath : Schwarzbuch Deutsche Bahn , 1st edition, Bertelsmann-Verlag, Munich 2010, ISBN 978-3-570-10036-3 , pp. 250 f.
  28. ↑ 3 questions to Christoph Grimm in: DB Welt , March 2007 edition, South regional section, p. 21.
  29. ^ Deutsche Bahn AG: No more ticket sales on DB Regio Bayern trains . Press release by Deutsche Bahn from March 28, 2007.
  30. ↑ “Allgäu-Franken-Express” becomes a hit with customers . In: Augsburger Allgemeine from May 17, 2007.
  31. ↑ Deutsche Bahn AG (ed.): Complete success: Bavaria is switching to rail . Press release of December 28, 2007.
  32. ^ Hans Pühn : Allersberg-Express costs the Rother S-Bahn passengers . In: Nürnberger Nachrichten . December 5, 2007.
  33. ↑ Not enough space for bicycle tourists . In: Donaukurier from May 25, 2007.
  34. ↑ Deutsche Bahn AG: Again more passengers: Munich-Nuremberg Express counts 8000 passengers on working days . Press release from June 16, 2008.
  35. ↑ Overcrowded express trains annoy customers . In: Nürnberger Nachrichten , August 16, 2008
  36. ↑ There is no money for additional trains to Munich . In: Nürnberger Nachrichten , July 2, 2010, p. 14.
  37. ↑ a b Unloved prestige project . In: Donaukurier (online edition), April 12, 2011.
  38. ↑ a b c Bavarian Railway Company (ed.): Regional transport Nuremberg - Ingolstadt - Munich and Nuremberg - Augsburg awarded to DB Regio . Press release of June 17, 2013 PDF file , 48 kB
  39. ↑ BEG quality ranking of all Bavarian railways. In: The BEG. Retrieved May 13, 2016 .
  40. ↑ Dirk Walter: For five years: At 300 km / h to Nuremberg . In: Merkur online , November 13, 2011.
  41. ^ D-Munich: Public rail transport / public rail transport. Document 2012 / S 42-068576 of March 1, 2012 in the electronic gazette of the European Union.
  42. ↑ Without a source
  43. ↑ Freistaat writes out regional traffic Nuremberg - Ingolstadt - Munich and Nuremberg - Augsburg ( Memento of the original from May 8, 2016 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. . Press release 360/12 of July 11, 2012. @1@ 2Template: Webachiv / IABot / www.bayern.de
  44. ^ Christiane Fritz: Regional express before an uncertain future . In: Nürnberger Zeitung , May 22, 2012, p. 13 (similar version online ).
  45. ^ Germany-Munich: Public rail transport / public rail transport. Document 2013 / S 249-436960 of December 24, 2013 in the supplement to the Electronic Official Journal of the European Union .
  46. ↑ DB Mobility Logistics AG (Ed.): DB timetable 2014: More connections to Vienna, Main-Saale-Express and new Werdenfelsbahn at the start ( Memento from October 23, 2013 in the Internet Archive ) . Press release from October 16, 2013.
  47. ^ D-Munich: Rail vehicles. Document 2012 / S 139-232514 of July 21, 2012 in the supplement to the Electronic Official Journal of the European Union .
  48. ^ D-Munich: Rail vehicles. Document 2013 / S 059-096553 of March 23, 2013 in the supplement to the Electronic Official Journal of the European Union .