Ringbahn Nuremberg

Ringbahn Nuremberg
Route number (DB) :	5922 (Nürnberg Ost – Nürnberg-Dutzendteich) 5923 (Nürnberg Ost – Nürnberg-Großmarkt) 5950 (Nürnberg Rbf – Nürnberg-Großmarkt) 5962 (Nürnberg Rbf – Nürnberg-Dutzendteich)
Course book section (DB) :	895 (Nürnberg Hbf – Nürnberg Rbf exit, until 1987)
Route length:	approx. 30 km
Gauge :	1435 mm ( standard gauge )
Power system :	"Südring": 15 kV 16.7 Hz  ~
Legend from Nuremberg northeast (see below) to the BfB by Cheb 0.0 Nuremberg East to Nürnberg Hbf Bundesstrasse 4 R (40 m) Wöhrder See (110 m) Nuremberg – Irrenlohe from Nürnberg-Mögeldorf Bundesstrasse 4 R (44 m) 3.9 8.6 Nuremberg Dutzendteich to the Nuremberg – Regensburg railway line to Nürnberg Rbf entrance (until 1938) Nuremberg – Feucht railway line Railway line Nuremberg – Regensburg to the parcel post office from the Nürnberg-Reichswald junction from the subway depot 3.5 Nürnberg-Langwasser ( Pv until 1992) Subway (70 m) Nuremberg Rbf Vorbahnhof B 8 (45 m) Nuremberg Customs House (until 1992) Nuremberg Rbf entrance to the former Gbf Nürnberg Süd , AW Nürnberg 0.0 Nuremberg Rbf Nuremberg Rbf Bw Nürnberg Rbf exit (Pv until 1992) Frankenschnellweg (Minervabrücke, 118 m) to Nuremberg Hgbf to Nürnberg-Eibach Treuchtlingen – Nuremberg railway line (31 m) Nuremberg – Roth (13 m) from Nürnberg-Eibach Junction Nuremberg Hohe Marter to Nürnberg-Stein Bundesstrasse 2 and Bundesstrasse 14 Nuremberg – Crailsheim 4.8 planned Freight train route to Eltersdorf 12.2 Nuremberg wholesale market to the Nuremberg wholesale market to Fürth (Bay) Hbf Frankenschnellweg (45 m), demolished on September 11, 2009 Nuremberg – Bamberg (38 m) from Fürth (Bay) Hbf Junction Nürnberg-Muggenhof Underground (68 m) to AEG from the Muggenhof tram station Pegnitz (133 m) Nuremberg northwest Bundesstrasse 4 (36 m) 5.8 Nuremberg North Nuremberg North Bundesstrasse 2 (62 m) 3.9 Nuremberg northeast to Graefenberg to the Eichelberg junction Stadenstrasse Bundesstrasse 14 to Nürnberg Ost (see above)

The Ringbahn Nürnberg is the freight ring that stretches around the city ​​center of Nuremberg at a distance of three to four kilometers .

Some of the routes belonging to the Ringbahn are classified as main and some as branch lines .

history

The first section ("Südring") was opened on October 1, 1898 and connected the railway lines from Crailsheim , Treuchtlingen and Regensburg with the "temporary shunting facility" on the site of today's Nuremberg Rbf marshalling yard .

On July 1, 1899, the first part of the “Nordring” followed from Nürnberg Ost (on the Nürnberg – Cheb railway line ) via Nürnberg Nordost to Nürnberg Nord station . This was connected to the Südring on May 1, 1900 with the opening of the Dutzendteich – Mögeldorf / Ostbahnhof line.

The current condition of the former Nuremberg South freight yard

The "ring closure" finally took place in two stages: on May 1, 1905, the extension from Nuremberg North to Nuremberg Northwest was opened, on October 1, 1910, the last section from Nuremberg Northwest to the Muggenhof junction followed and from there to Fürth (to the railway line Nuremberg – Bamberg ) and via Großreuth to the already existing southern section of the ring line. This completed the approx. 30 km long ring.

The vehicles were exhibited in this hall at the celebrations for the 100th, 125th and 150th anniversary of the DB

The southern part of the Ringbahn was expanded to double tracks in 1903, and in 1935 the section from the main train station via Dutzendteich and the marshalling yard to the railway line to Augsburg was electrified. For the construction of the Nazi party rally grounds on the area between Luitpoldhain , Dutzendteich and Langwasser, the connection from the marshalling yard to the Nuremberg – Regensburg railway line was moved 1.6 km to the south-east in 1938: the original connection was made from the western end of the entry station, leading in an arc to the north at The Zollhaus district passed and split up at the level of the Stadionbad to merge with the Nuremberg – Regensburg railway line in the direction of Regensburg or at today's allotment garden colony in the direction of Nürnberg Hauptbahnhof . The new route connects to the east end of the entry station, then turns left and runs through the middle of what is now the Langwasser district (then: Märzfeld north and SA camp south of the route), and after the overpass on Gleiwitzer Strasse, it branches off and opens up to hit the railway line to Regensburg. The existing Zollhaus stop was relocated to the new line and a new train station was built with Märzfeld (today: Nürnberg-Langwasser) in order to be able to transport the expected crowds for the annual party congresses.

Between 1938 and 1939 the northern ring line was also expanded. Via a new connection from the Eichelberg junction of the Nuremberg – Cheb railway line to the Nuremberg Northeast station through the Sebalder Reichswald north of Erlenstegen , trains from the direction of Hersbruck could be routed directly to the northern ring line. In order to avoid the relocation in the north station, the access routes from the north-east and north-west stations were connected with a through track in 1939. This made it possible to simply bypass Nuremberg Central Station to the north before the Second World War .

Passenger traffic on the Ringbahn

In the 1930s there were plans for passenger traffic on the northern section of the Ringbahn, but this was thwarted by the Second World War, only between 1911 and 1912 passenger trains ran on the section from Nuremberg Central Station via Nuremberg East to Nuremberg Northeast. Another connection with passenger existed since 1904 on the route Nuremberg Central-Nuremberg marshalling yard exit which the entry into force of the regional transport system Nuremberg could be used by normal passengers on 27 September 1987, then until 1992 as a pure business trips with service passenger transport was continued.

The Ringbahn today

Ringbahn near Nürnberg-Doos

The southern part (Fürth / Stein / Eibach - marshalling yard - Dutzendteich / Reichswald branch) is now completely two-tracked and electrified. It is also used to feed freight trains from Würzburg or Bamberg, Crailsheim, Augsburg and Regensburg to the marshalling yard. The northern part from Fürth to Nürnberg Nordost is single-track and not electrified. Rail traffic only takes place when the on Gräfenbergbahn DMUs used (usually 642 series ; occasionally series 648 ) are turned off or replaced after closing, as well as special trains or locomotives of railway company Franconian Museum Railway of its operating workshop at the station Nürnberg Northeast be converted. The freight stations on the route have all been dismantled since the late 1990s or, like Nuremberg North, have already been abandoned.

As the first section, the connection between the south and north rings from the wholesale market junction via the Frankenschnellweg and the railway line to Bamberg to the Muggenhof junction was broken off in the 1970s, which means that full access to the ring line is only possible with a change of direction in Fürth. The connection through the Sebalder Reichswald from Nuremberg northeast to the Eichelberg junction of the Nuremberg – Eger (Cheb) railway line was shut down in 1980 and later dismantled; on May 31, 1992, the Nuremberg East – Nuremberg northeast section followed.

On special occasions, the association “ Fränkische Museums-Eisenbahn e. V. “Special trips offered on the Ringbahn.

The section between Nuremberg North and the Muggenhof junction was completely renovated from April to May 2011.

future

The passenger traffic on the northern section of the Ringbahn, which has been planned since the 1930s, is still under discussion.

A connection between the Rangaubahn (from Cadolzburg ) and the Graefenbergbahn (from Graefenberg ) via Thon and Muggenhof is being considered . In 1990 the Greens proposed a connection between the Graefenberg and Rangaubahn via the Ringbahn. In 1996 a study by the Bavarian Ministry of Economic Affairs provided for such traffic.

In the Nuremberg local transport development plan of 2011, a connection between the north-east station and the Rangau Railway was classified as a "transport and economically sensible measure" with a benefit-cost factor of 1.57. The city council then commissioned the administration at the end of 2011 to start talks with the VGN, the DB and the Bavarian Railway Company (BEG). An answer was still pending in spring 2014.

In 2011, the city commissioned the Aachen engineering office IVV as an expert to examine the connection and another variant (old town crossing) as part of the local transport development plan.

A study commissioned from Intraplan by the Bavarian Railway Company came to a negative benefit-cost factor of initially −0.34, later −0.22. The new study was based on changed assumptions. For example, the timetable and scope of services of the S-Bahn network were included. The cost of upgrading the 8.7 km long section of the old ring line rose from the original 20 million, partly due to new noise protection regulations. The main features of the results of the BEG report were known in summer 2014. The investment required for stops and upgrading the route was estimated at 33 million euros. An expansion of the 40 to 50 km / h assumed ring line section to 80 km / h, new signaling and safety technology and the expansion of the northeast train station to the junction were assumed. In addition, level crossings would have to be fundamentally renewed. Investments in noise protection were estimated at a further 13 million euros. The BEG report expected 4800 passengers per day. The development of the AEG site, which the Ringbahn runs past, is not yet taken into account.

The project was included in the city of Nuremberg's local transport development plan 2025. Three new stops in Nuremberg ( Wetzendorf , Thon, Nürnberg-Nord ) and the reactivation of the Buchenbühl stop between Nordostbahnhof and Heroldsberg, which was closed in the 1980s, were planned. There is a planned case in the local transport development plan of the city of Nuremberg, which includes the connection of the Graefenbergbahn via the ring railway to Fürth and from there to the Rangaubahn to Cadolzburg . In the course of the investigation, Sector West , a variant for a passenger train connection between the Graefenbergbahn and the Rangaubahn via the Ringbahn was investigated.

In the local transport plan adopted by the city of Fürth in 2013, a connection between the Graefenbergbahn and the Rangaubahn was planned. The district of Fürth, on the other hand, pursued the goal of connecting the trains of the Rangaubahn to Nuremberg Central Station.

With the Kleinreuth – Eltersdorf railway line, a new freight train line is to be built near Kleinreuth near Schweinau in the coming years .

photos

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  Muggenhof junction 2005

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  Entrance to Gbf Nürnberg Nord from the west 2005

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  Turnout key box Gbf Nürnberg Nord 2005

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  Gbf Nürnberg Nord 2005

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  Gbf Nürnberg Northwest 2005

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  Grounds of the Nuremberg North Terminal 2011

literature

• Manfred Bräunlein: 150 years of the railway in Nuremberg . Bufe-Fachbuch-Verlag, Egglham 1985, ISBN 3-922138-20-2  ( formally incorrect ) .
• Herbert Hieke: History of the Nürnberger Ringbahn . In: Communications from the Association for the History of the City of Nuremberg . tape 86 . Nuremberg 1999, p. 173-190 ( online version ).
• Herbert Hieke: The Nürnberger Ringbahn . Sutton Verlag, Erfurt 2017, ISBN 978-3-95400-723-3 .

Web links

Commons : Ringbahn Nürnberg  - Collection of pictures, videos and audio files

• Route and operating points on the OpenRailwayMap
• Driver's cab ride on a freight train, part 2 : Neumarkt - Nürnberg Rbf - Würzburg.

Individual evidence

1. ↑ Routing of the freight train tunnel ( memento of the original from June 13, 2013 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. Website of the project VDE No. 8.1 New and upgraded Nuremberg – Erfurt line 
2. ↑ ^{a b c d} Alexander Brock: The slow death of the track system . In: Nürnberger Nachrichten . June 4, 2014, p. 27 .
3. ↑ Call for tenders for the renovation
4. ↑ ^{a b c} Timo Schickler: Too expensive: Graefenbergbahn will not be extended for the time being . In: Nürnberger Nachrichten . July 8, 2015, p. 11 ( online ).
5. ↑ ^{a b} Christiane Fritz: The Ringbahn is almost off the table . In: Nürnberger Zeitung . July 3, 2014, p. 14 .
6. ↑ ^{a b c d e} Alexander Brock: Are the Ringbahn plans on the brink? In: Nürnberger Nachrichten . May 15, 2004, p. 9 .
7. ↑ Worthwhile: Graefenbergbahn is supposed to jet to Fürth . In: Nürnberger Nachrichten . December 2, 2011, p. 14 .
8. ^ ^{A b} André Fischer: Economically not viable . In: Nürnberger Zeitung . August 12, 2014, p. 10 .
9. ↑ ^{a b c d} Reinhard Schmolzl: Too expensive: Sudden end of a good idea? In: Nürnberger Nachrichten . August 13, 2014, p. 10 ( online ).
10. ↑ ^{a b} Alexander Brock: Tailwind for Ringbahn . In: Nürnberger Nachrichten . September 26, 2014, p. 14 ( online ).
11. ↑ Christian Korda: Local transport development plan Nuremberg: planning concept for public transport up to the year 2025 (online)
12. ↑ Sensible transport projects that are too expensive . In: Nürnberger Zeitung . July 17, 2015, p. 9 .
13. ↑ Volker Dittmar: From Rangau to Graefenberg . In: Nürnberger Nachrichten . November 5, 2013, p. 15 .