Railway line Nuremberg – Cheb

Nürnberg Hbf – Cheb
Route number (DB) :	5903
Course book section (DB) :	544, 860, 891
Course book series (SŽDC) :	179
Route length:	151.466 km
Gauge :	1435 mm ( standard gauge )
Route class :	D4
Power system :	Cheb-Skalka - Cheb: 25 kV, 50 Hz  ~
Top speed:	140 km / h
Top speed with tilting technology:	160 km / h
Dual track :	Nürnberg Hbf – Marktredwitz
Legend from Crailsheim from Roth (S-Bahn) from Treuchtlingen from Bamberg 0.002 Nuremberg Central Station to Regensburg Hbf after damp to Schwandorf 1.600 Railway line Nuremberg – Regensburg 1.600 Nuremberg – Feucht railway line 2.000 Nuremberg – Schwandorf railway line Parking yard east (Nha) 2.600 Wöhrder See (110 m) 3.200 Bundesstrasse 4 R (40 m) Ringbahn from Nürnberg-Dutzendteich 3.891 Nuremberg East to Nuremberg northeast 5.395 Nürnberg-Erlenstegen (since 1984) 5.600 Bundesstrasse 14 (90 m) 5.700 Nuremberg-Erlenstegen (1894–1984) from Nuremberg northeast 7.200 Eichelberg ( Abzw ; until 1980) 8.100 Federal motorway 3 (76 m) 9.865 Behringersdorf (formerly Bf ) 12,660 Rückersdorf (Mittelfr) 14.203 Ludwigshöhe (since 1896) 16.807 Lauf (right Pegnitz) 334 m 19.100 Federal motorway 9 (110 m) 20,174 Neunkirchen a Sand (1877–1970 Schnaittach Bf) to Simmelsdorf-Hüttenbach 24.029 Reichenschwand (since 1983) 24.500 Reichenschwand (1877-1983) 27.737 Hersbruck (right Pegnitz) (345 m) 30.500 Hersbruck (right Pegnitz) Ost (Bft; since 1992) to Pommelsbrunn 33,447 Hohenstadt (Mittelfr) (formerly Bf) 35.100 Pegnitz (45 m) 38.300 Pegnitz (54 m) 39.797 Vorra (Pegnitz) 370 m 41.400 Pegnitz (33 m) 42.300 Pegnitz (43 m) 42,306 Vogelherd tunnel (254 m) 42.600 Pegnitz (46 m) 43.000 Pegnitz (46 m) 43.500 Pegnitz (40 m) 43.652 Plate tunnel (268 m) 44,399 Rupprechtstegen (formerly Bf) 45.400 Pegnitz (50 m) 45,500 Rothenfelstunnel (218 m) 46.000 Pegnitz (56 m) 46.137 Hufstättetunnel (80 m) 46.300 Pegnitz (53 m) 46,440 Sonnenburg tunnel (185 m) 46.600 Pegnitz (65 m) 46,922 Gotthard tunnel (318 m) 47.500 Pegnitz (42 m) 47,562 Velden (b Hersbruck) 47.600 Pegnitz (42 m) 47.731 Haidenhuebel tunnel (170 m) 48.100 Pegnitz (50 m) 48.100 Velden (b Hersbruck) Dolomite (Awanst) 50.000 Pegnitz 50.300 Pegnitz 50.707 Neuhaus (Pegnitz) (388 m) 51.000 Pegnitz 51.600 Pegnitz 53.500 Ranna Bk 1 54.200 Ranna (until May 31, 1992) to Auerbach (Oberpf) 54.500 Ranna Bk 2 54.800 Start of the Ranna water protection area 56.000 End of the Ranna water protection area 58.800 Pegnitz 59.700 Pegnitz 60.100 Pegnitz 60.500 Michelfeld (Oberpf) 60.700 Pegnitz 61.000 Bundesstrasse 85 65.200 Pegnitz (45 m) 65.600 Pegnitz (34 m) 66.000 Pegnitz (38 m) 66.919 Pegnitz 423 m 74,957 Beak woad 472 m to Bayreuth Hbf 79.700 Engelmannsreuth 85.800 Vorbach (Oberpf) 460 m 88.219 Katzenbühl tunnel (471 m) from Bayreuth Hbf 93.667 Kirchenlaibach 462 m to Weiden (Oberpf) Bundesstrasse 22 97.540 Haidenaab - Göppmannsbühl 481 m Haidenaab (58 m) 102.090 Immenreuth 513 m 108.113 Armannsberger Tunnel (841 m) 111,542 Riglasreuther Viaduct over the Fichtelnaab (161 m) from Fichtelberg 112,802 Neusorg 558 m 116.488 Langentheilener Tunnel (761 m) 121.167 Waldershof 549 m of willows 124.206 Marktredwitz 533 m to Oberkotzau Federal highway 93 129.000 Brand (b Marktredwitz) 507 m 129.900 Seußen Viaduct over the Röslau (~ 100 m) 131.200 Sussen (499 m) 133.000 Elisenfelser Viaduct over the Röslau (96 m) 134.860 Arzberg 483 m 138.280 Schirnding (461 m) Bundesstrasse 303 140.589 State border between Germany and the Czech Republic Expressway 6 141.935 Pomezí nad Ohří formerly Mühlbach (b Eger) 147.720 Cheb-Skalka 147.800 Beginning of the contact line (25 kV, 50 Hz) Expressway 214 from Wiesau from (Vienna–) Plzeň 151.468 Cheb used to be Eger 460 m after Chomutov to Plauen (Vogtl) above Bf and to Oberkotzau Swell:

The Nuremberg – Cheb railway line is a 151-kilometer, non-electrified main line that runs from Nuremberg via Lauf an der Pegnitz , Hersbruck , Pegnitz , Kirchenlaibach , Marktredwitz and Schirnding to Cheb (Eger) in the Czech Republic . It was built as a Fichtelgebirgsbahn . On the section Nuremberg - Schnabelwaid it is part of the Saxony-Franconia Magistrale .

history

Schnabelwaid station with a train from Marktredwitz , 1987

Kirchenlaibach station : to the left the double-track line to Schnabelwaid , right to the single-track line to Bayreuth

Marktredwitz station , route from Cheb , on the right a train on the Regensburg – Hof railway line

Cheb station , in front a Vogtlandbahn Desiro multiple unit , 2009

The line was initially intended as a direct connection from Nuremberg to Bayreuth , which was connected to the Ludwig-Süd-Nord-Bahn in 1848 by means of a branch line from Neuenmarkt - Wirsberg . Since the detour via Bamberg was not a satisfactory solution, planning for a direct connection to Nuremberg followed. There were variants " Forchheim - Ebermannstadt ", " Graefenberg -Pegnitz", " Schnaittach - Betzenstein " and "Neuhaus-Pegnitz" to choose from, the latter of which eventually came to nothing. In 1874 the project was approved. After only three years of construction, the Nuremberg – Schnabelwaid section and its continuation to Bayreuth were opened on July 15, 1877 . On August 15, 1878, Schnabelwaid-Markt Redwitz was extended. The section Markt Redwitz – Schirnding was again put into operation a year later - on November 20, 1879.

Further construction to Bohemia was delayed for the time being. The cause was a dispute about the exact route. Since the costs incurred in the Eger community station between the Royal Bavarian State Railways , the Royal Saxon State Railways , the Kaiser Franz Josephs Railway and the Buschtěhrad Railway were calculated based on the number of lines flowing into it, the Royal Bavarian State Railways wanted to avoid another line in Eger. Later the costs were calculated according to the number of axles of the trains and so the decision was made against the Franzensbad station and for the construction of the line further towards Eger. The last section of the Schirnding – Eger link was finally opened to traffic on November 1, 1883.

The initially single-track line was extended by a second track between Nuremberg and Markt Redwitz between 1898 and 1899 and opened again for rail traffic in 1901.

After the Second World War in the left Czechoslovakia stretch lying without compensation to the Czechoslovak State Railways on (CSD).

Route description

Route names

In the Nuremberg area, the name right Pegnitz line is used to distinguish it from the Nuremberg – Schwandorf railway line ( left Pegnitz line ) , since the lines between Nuremberg and Hersbruck run parallel to each other on both sides of the Pegnitz. The section Nürnberg – Pegnitz is known as the Pegnitz Valley Railway because of its course along the Pegnitz and the crossing of the Pegnitz Valley between Hohenstadt and Pegnitz. The entire construction project was referred to as the Fichtelgebirgsbahn due to the route from Nuremberg towards the Fichtelgebirge .

course

232 654 with a freight train west of Hersbruck

Class 648 railcar has crossed the Pegnitz and is entering the Sonnenburg tunnel

VT 98 rail bus from Bayreuth in Pegnitz, 1987

In the Schirnding border station only the house platform is used

The line leaves Nuremberg Central Station in an easterly direction, turns left at the Dürrenhof S-Bahn stop and crosses under the lines to Regensburg and Schwandorf. After crossing the Wöhrder See , the route continues south of the Nuremberg districts of St. Jobst and Erlenstegen between Sebalder Reichswald and Pegnitz via Behringersdorf and Rückersdorf to Lauf.

After the end of Laufer town, the line crosses the A 9 , reaches the station, which was called Schnaittach Bf from 1877 to 1970 and then Neunkirchen a Sand , where the Schnaittach Valley Railway branches off to Simmelsdorf-Hüttenbach , and leads via Reichenschwand to Hersbruck . Before Hohenstadt (formerly a train station, now a stop), the route turns left and follows the Pegnitz Valley through Franconian Switzerland and the Veldenstein Forest Nature Park to Pegnitz. On this section, the route crosses the Pegnitz 25 times and runs between Vorra and Neuhaus / Pegnitz over a route length of only 6 km through seven tunnels.

After the Pegnitz train station, the route runs along federal highways 2 and 85 to Schnabelwaid train station , where the railway to Bayreuth branches off. The route continues eastwards to Kirchenlaibach , where it meets the Weiden – Bayreuth railway line . From the formerly large railway junction with a depot and railway maintenance office, only a six-track through station and a large gravel desert in the southern area of ​​the station are left today.

After the train station, the route turns to the northeast and runs along the southern edge of the Fichtelgebirge . At Lenau, the route turns right to bypass a foothill of the Fichtelgebirge, passes through the Armannsberg tunnel at Oberwappenöst and continues to the Neusorg train station, where the branch line to Fichtelberg branched off until 1984 . The route then continues north-west, crosses the Elbe-Danube watershed at the Langentheilen tunnel and reaches Marktredwitz via Waldershof .

The line leaves the Marktredwitz train station (from which the main line leads to Hof in the north-west) to the north-east, passes under the federal motorway 93 and then runs to the border along the federal road 303 . It crosses the Röslau to the south and north of Seußen and leads around the Kohlberg to Arzberg . After the line has left the Schirnding border station behind, it runs in a west-east direction towards Cheb , bypasses the urban area and, together with the line from Plzeň , leads into the station from the south .

State of development

Three-track section at Hersbruck

" Pendolino " of the 610 series in the Kirchenlaibach train station , 2003

New stop in Immenreuth

The line is double-tracked from Nuremberg to Marktredwitz and single-tracked from Marktredwitz to Cheb and is not electrified over its entire length - apart from a short section near Cheb. From km 27.7 (Hersbruck train station (Pegnitz on the right)) to km 30.5, the line has been expanded to three tracks, as the connecting line to the Nuremberg – Schwandorf line branches off there. In terms of signaling, this section is set up for three-track operation. In addition, between Rückersdorf and Neunkirchen am Sand as well as Vorra and Neuhaus you can drive on the opposite track with the main signal and signal Zs 6 .

From 1992 on, the specially procured diesel- powered tilting technology trains of the 610 series ( Pendolino ) were used on the winding route, which were able to fully extend the route-related top speed of 160 km / h. They were replaced by the 612 series (Regioswinger) in 2014 .

To replace the Immenreuth train station , a new stop was opened in 2016, the platforms of which are 300 meters closer to the town center.

Parts of this article seem out of date as of 2015 .
Please help to research and insert the missing information .

In the first half of 2015, the line in the Czech section will be expanded to a top speed of 120 km / h instead of the previous 90 km / h. With tilting technology, 160 km / h will be possible.

Bridge renewal in the Pegnitztal

Lattice girder bridge in the Pegnitztal

Deutsche Bahn is planning to replace 23 listed bridges with new buildings in the Pegnitztal , as the previous steel half-timbered substructures have reached the end of their service life. The new buildings are planned as steel composite bridges with recessed bridge abutments so that they fit better into the landscape. The costs are estimated at 100 million euros. A citizens' initiative is committed to preserving the historic steel truss bridges.

Future electrification of the route

See also : Sachsen-Franken-Magistrale # Further electrification

The route is listed in the Federal Transport Infrastructure Plan 2003 as project No. 16 (ABS Nuremberg - Marktredwitz - Reichenbach / border D / CZ (- Prague)). The federal government puts the costs for the entire project at 460 million euros.

In 2014, an interest group consisting of local politicians from Upper Franconia, Saxony and the Czech Republic was founded to promote the modernization of the route.

According to a state treaty between the Federal Republic of Germany and the Czech Republic from the end of the 1990s, the line is to be expanded and electrified. The expansion is to take place by 2030 .

Transport associations

The Nuremberg - Pegnitz - Haidenaab-Göppmannsbühl section is integrated as the R33 regional train line into the Greater Nuremberg Transport Association (VGN). The regional train line R3 of the VGN uses the section Nürnberg – Pegnitz – Schnabelwaid of the railway line Nürnberg – Cheb, the remaining section is identical with the railway line Schnabelwaid – Bayreuth.

Trains

Two class 612 railcars as "Franken-Sachsen-Express" to Dresden as they exit the Gotthard tunnel at Velden station

Since the timetable change on December 10, 2006, the Interregio-Express called " Franken-Sachsen-Express " connected with diesel railcars of the 612 series from Nuremberg via Bayreuth or Marktredwitz, Hof and Chemnitz to Dresden and replaced the discontinued Intercity line. This connection was discontinued when the timetable changed in December 2014. The route Nuremberg-Dresden was thus divided into Hof, since then Regional Express trains (RE) have been running from Nuremberg to Hof and from Hof ​​to Dresden, which means that you have to change trains in Hof.

Voith Maxima 30 CC in Hersbruck on the right of the Pegnitz, 2010

Diesel multiple unit type LINT 41 of the Upper Palatinate Railway in the Arzberg station

In addition, regional express trains (RE) operate on the Nuremberg - Pegnitz - Bayreuth / Marktredwitz - Hof / Cheb (Eger) route with class 612 diesel multiple units. The regional rail services on the Nuremberg - Neunkirchen - Neuhaus section are provided by DB Regio Franken under the brand name " Mittelfrankenbahn " with diesel railcars of the 648 series . Before the timetable change in December 2008, diesel multiple units of the 614 series or diesel locomotives of the 218 series with n-car set were used. From Marktredwitz to Cheb, until the change to the Upper Palatinate Line OPB2, regional trains operated by Vogtlandbahn operated with Desiro- type diesel multiple units . The Oberpfalzbahn almost always uses direct trains between Marktredwitz and Cheb (with a few exceptions only to Cheb and from Cheb to Aš) to Hof Hbf via Aš and Selb-Plößberg.

The train stations in Hersbruck (Pegnitz on the right) and Pegnitz are so-called system stops, where RE trains are winged . In Hersbruck right Pegnitz the trains with destination Pegnitz - Bayreuth / Marktredwitz - Hof / Cheb (Eger) and Amberg - Schwandorf and Weiden / Neustadt (Waldnaab) are separated. The trains to and from Bayreuth and Marktredwitz - Hof are separated and combined in Pegnitz.

Since December 9, 2012, there has been no long-distance traffic on the route.

Around 15–20 freight trains run on the railway line every day , hauled by class 232 and 233 locomotives from DB AG. In addition, IntEgro runs a pair of container trains with locomotives of the ER20 series on the Nuremberg – Hof route at irregular intervals .

Diesel network Upper Franconia

Class RS1 railcars from the Agilis company in Kirchenlaibach station

The regional train services on the section (Bayreuth -) Kirchenlaibach - Marktredwitz are part of the " Diesel Network Upper Franconia " tendered by the Bavarian Railway Company on February 8, 2008 , which Agilis has been using since June 12, 2011 with new vehicles of the Stadler Regio-Shuttle RS1 and an improved transport offer.

Trains on the OPB2 line run between Marktredwitz and Hof via Cheb. Occasionally there are trains that only run between Marktredwitz and Cheb. DB trains run between Nuremberg and Cheb on the German part as RegionalExpress (RE), on Czech soil as Spěšny vlak (Sp) on line R29.

expansion

In the course of the "Nordostbayern railway expansion", an electrification of the line and possibly an integration into the Nuremberg S-Bahn are planned in the medium term . The problem here are the many tunnels and bridges in close succession, whose clearance profile does not allow the installation of an overhead line. In addition, there are conflicts between the monument protection of the bridges from the 1870s and the desire of DB to replace them with new buildings.

Web links

Commons : Nuremberg – Cheb railway line  - collection of images, videos and audio files

• Route, operating points and some permitted speeds on the OpenRailwayMap
• Route description on Nahverkehr-Franken.de (private)
• The "right Pegnitz line" on Christian's side of the railway (private)
• Pictures of the tunnel portals (private)
• Cheb – Marktredwitz on www.zelpage.cz
• Timetable 2016. (PDF) Accessed on May 27, 2016 . 
• Railway expansion in Northeast Bavaria - Information page of the DB on the plans to expand the line

literature

• Hans Kundmann: "100 Years of Hof Central Station" The rail lines to the north and south, east and west . Ed .: MEC Modell Eisenbahn Club / Hofer Eisenbahnfreunde e. V. Hof (Saale) 1980.
• Hans Kundmann: "Eger once - Schirnding today" The border stations of the Fichtelgebirgsbahn . Ed .: MEC Modell Eisenbahn Club / Hofer Eisenbahnfreunde e. V. Hof (Saale) 1983.
• Hans Kundmann: "100 years of the Fichtelgebirgsbahn" Nuremberg – Marktredwitz – Eger / Marktredwitz – Hof / Schnabelwaid – Bayreuth a. Holenbrunn – Wunsiedel . Ed .: MEC Modell Eisenbahn Club / Hofer Eisenbahnfreunde e. V. Hof (Saale) 1985 (first edition: 1976).
• Robert Fritsch: Railways in the Pegnitztal. Railway history to the right and left of the Pegnitz . In: Regional traffic history . tape 37 . EK-Verlag, Freiburg 2003, ISBN 3-88255-454-1 .
• Herbert Hieke, Manfred Gerschütz: Trains-Bridge-Tunnels. Right of the Pegnitz from Nuremberg to Bayreuth . Local history and history association Neunkirchen am Sand, Neunkirchen am Sand 2002, ISBN 3-00-009731-7 .

Individual evidence

1. ↑ DB Netze - Infrastructure Register
2. ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
3. ↑ State Office for Monument Preservation , "Eger once - Schirnding today" The border stations of the Fichtelgebirgsbahn (cf. literature), "100 years Fichtelgebirgsbahn" Nuremberg – Marktredwitz – Eger / Marktredwitz – Hof / Schnabelwaid – Bayreuth and Holenbrunn – Wunsiedel (see literature)
4. ^ Robert Zintl: Bayreuth and the railway . Gondrom, Bindlach 1992, ISBN 3-8112-0780-6 , p. 53 f .
5. ↑ ^{a b c} Wilfried Rettig: Plauen / V – Cheb (Eger) - The PE railway line in the Euregio-Egrensis , Verlag Jacobi, Fraureuth 2007, ISBN 978-3-937228-01-3 , p. 75
6. ↑ Planning and construction of the Schnaittachtalbahn. schnaittachtalbahn.de, accessed on November 12, 2017 . 
7. ↑ Pendolino: Farewell to a success story at: nordbayerischer-kurier.de, accessed on April 3, 2016
8. ↑ Immenreuth: New platform closer to the town center in: Nordbayerischer Kurier from August 2, 2016, p. 23
9. ↑ railway magazine 1/2015, p. 27
10. ↑ New railway bridges for the Pegnitztal. DB Mobility Logistics AG, May 25, 2012, archived from the original on March 1, 2013 ; Retrieved April 11, 2013 . 
11. ^ Citizens' initiative "Pegnitztal Railway Bridges". www.bahnbruecken.info , accessed on April 11, 2013 . 
12. ↑ Electrically and again with the ICE from Nuremberg to Dresden? In: The mobility manager. June 12, 2007, archived from the original on May 4, 2013 ; accessed on May 27, 2016 . 
13. ↑ nordbayern.de: Interest group wants to close infrastructure gap. Retrieved May 27, 2016 . 
14. ↑ Herrmann wants to set the pace with a special program ( Memento from March 16, 2018 in the Internet Archive )
15. ↑ http://www.bayerische-staatszeitung.de/staatszeitung/kommunales/detailansicht-kommunales/artikel/muenchen-prag-in-vier-stunden.html