High-speed line Nuremberg – Ingolstadt – Munich

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Junction Nuremberg Reichswald – Ingolstadt – Munich
Route of the high-speed line Nuremberg – Ingolstadt – Munich
Route number (DB) : 5934 (NBS), 5501 (ABS)
Course book section (DB) : 900 (regional traffic Nuremberg – Munich)
900.1 (long-distance traffic Munich – Würzburg)
990 ( TreuchtlingenMunich)
Route length: 170.8 km
Gauge : 1435 mm ( standard gauge )
Route class : D4
Power system : 15 kV 16.7 Hz  ~
Maximum slope : NBS: 20 ‰
ABS: 12.5 
Minimum radius : NBS (300 km / h section) : 4085 m
ABS: 814 m
Top speed: NBS: 300 km / h
ABS: 200 km / h
Train control : mostly LZB
Dual track : Continuous
(from Petershausen also one
or two S-Bahn tracks)
Route - straight ahead
from Nuremberg
from Nuremberg marshalling yard
Station without passenger traffic
9.6 Junction Nuremberg Reichswald
to Regensburg
Road bridge
~ 10.6 A 6
Plan-free intersection - above
~ 11.2 Railway line Nuremberg – Regensburg
~ 12.0 former Feucht – Wendelstein railway line
~ 15.0 Schwarzachtal Bridge (104 m)
Road bridge
~ 15.5 A 73
Station, station
25.4 Allersberg (Rothsee) 390 m
Tunnel - if there are several tunnels in a row
29.0 Göggelsbuchtunnel (2287 m)
~ 33.6 Main-Danube Canal (141 m)
Tunnel - if there are several tunnels in a row
40.5 Open building tunnel (1333 m)
~ 43 Eichelbach
Road bridge
~ 43.2 St 2391
Blockstelle, Awanst, Anst etc.
42.4 Bk Lohen
~ 45.9 Thalach
Road bridge
~ 46, 0 St 2227
~ 47, 0 former Roth – Greding railway line
Tunnel - if there are several tunnels in a row
49.1 Euerwangtunnel (7700 m)
~ 57.7 Starter
Tunnel - if there are several tunnels in a row
57.8 Schellenberg Tunnel (650 m)
Station, station
58.6 Kinding (Altmuehltal) 375 m
59.4 Altmuehl (79 m)
Tunnel - if there are several tunnels in a row
59.6 Irlahüll Tunnel (7260 m)
Tunnel - if there are several tunnels in a row
67.6 Denkendorf Tunnel (1925 m)
Tunnel - if there are several tunnels in a row
76.0 Stammham Tunnel (1320 m)
Tunnel - if there are several tunnels in a row
78.1 Geisberg tunnel (3289 m)
Tunnel - if there are several tunnels in a row
85.0 Audit tunnel (1258 m)
Station, station
86.8 Ingolstadt North (end of the new line)
from Treuchtlingen (3-track, level-free )
83.4 Ingolstadt railway bridge (184 m)
former route from Ulm
Station, station
81.0 Ingolstadt Hbf 368 m
to Regensburg
former route to Augsburg
BSicon STR.svg
~ 78.4 to Augsburg ( level free )
 and to Neuoffingen
BSicon STR.svg
Kilometers change
(Start of the upgraded route)
77.1 Upper voice
~ 74.4 Railway connection at the Ebenhausen plant
Station, station
72.9 Baar-Ebenhausen (from 2011) 373 m
72.4 Reichertshofen (Oberbay) (until 2011)
~ 71.0 Pair
Road bridge
~ 67.8 A 9
66.4 Hög
from Wolnzach Markt (only GV )
Station, station
60.2 Rohrbach (Ilm) (until 2000: Wolnzach Bahnhof) 420 m
Road bridge
~ 58.4 A 9
55.4 Walkersbach
A / D: transfer point, CH: lane change
54.6 Uttenhofen Üst
Station, station
49.7 Pfaffenhofen (Ilm) 435 m
Station, station
43.8 Reichertshausen (Ilm) 454 m
Stop, stop
40.2 Paindorf
BSicon BS2 + l.svgBSicon BS2 + r.svg
Start of the S-Bahn line
BSicon SBHF.svgBSicon BHF.svg
36.4 Petershausen (Upper Bavaria) 469 m
BSicon hKRZWae.svgBSicon hKRZWae.svg
~ 34.8 Glonn
BSicon STR.svgBSicon eHST.svg
30.4 Esterhofen
BSicon SHST.svgBSicon STR.svg
30.3 Vierkirchen-Esterhofen
BSicon ÜST.svgBSicon STR.svg
27.7 Röhrmoos Üst
BSicon STR.svgBSicon DST.svg
27.1 Röhrmoos 493 m
BSicon SHST.svgBSicon STR.svg
27.2 Röhrmoos Hp
BSicon BRÜCKE2.svgBSicon BRÜCKE2.svg
24.1 Viaduct near Reipertshofen (141 m)
BSicon SHST.svgBSicon STR.svg
22.2 Hebertshausen
BSicon STR.svgBSicon eHST.svg
22.0 Walpertshofen
BSicon ABZg + r.svgBSicon STR.svg
from Altomünster
BSicon hKRZWae.svgBSicon hKRZWae.svg
BSicon SBHF.svgBSicon BHF.svg
17.8 Dachau station
BSicon STR.svgBSicon DST.svg
14.2 Munich-Karlsfeld
BSicon STR.svgBSicon ABZgl.svg
~ 13.6 to Munich north marshalling yard (double-track)
BSicon SHST.svgBSicon STR.svg
12.9 Munich-Karlsfeld S-Bahn
BSicon KRZu.svgBSicon KRZu.svg
Munich North Ring
BSicon STR.svgBSicon ABZg + l.svg
from Munich North marshalling yard (single track)
BSicon SBHF.svgBSicon DST.svg
10.4 Munich-Allach 508 m
BSicon SHST.svgBSicon STR.svg
9.0 Munich-Untermenzing
BSicon SHST.svgBSicon STR.svg
7.5 Munich-Obermenzing 518 m
BSicon BST.svgBSicon BST.svg
6.7 Munich-Obermenzing Abzw
BSicon STR.svgBSicon ABZgl.svg
to Munich-Laim Rbf
BSicon STR.svgBSicon ABZg + l.svg
from Regensburg
BSicon KRWlo + l.svgBSicon KRWr + ro.svg
( Flyover structure )
BSicon ABZg + r.svgBSicon STR.svg
from München-Pasing Gbf
BSicon BST.svgBSicon STR.svg
5.3 Munich Canal ( Abzw )
BSicon LSTR.svgBSicon LSTR.svg
(see Munich – Augsburg railway line )
BSicon KBHFe.svgBSicon tSHST.svg
0.0 Munich central station 523 m
BSicon .svgBSicon tSTR.svg
Tunnel on the main S-Bahn line


The high-speed line Nuremberg – Ingolstadt – Munich is a double-track German railway - high-speed line for long-distance and local passenger traffic between Nuremberg and Munich . The line is divided into the new Nuremberg – Ingolstadt (NBS) and the upgraded Ingolstadt – Munich (ABS) line.

The route is an extension of the German Unity Transport Project No. 8 from Berlin via Halle / Leipzig and Erfurt to Nuremberg. It is also part of the Scandinavia-Mediterranean core network corridor or the earlier priority project No. 1 (Berlin - Verona - Palermo ) of the trans-European networks .

The inauguration of the line took place on May 13, 2006. On May 28, preliminary operations with long-distance trains began on the new section. The full commissioning took place on December 10, 2006; At the same time, regional traffic also started. The travel time between Nuremberg and Munich was shortened in long-distance traffic by around half an hour to up to 62 minutes, in regional traffic by around an hour to around 105 minutes. The expansion between Ingolstadt and Munich is ongoing. Some of the construction work should not start before 2020. A completion date is not mentioned. (As of March 2017)

The project costs are estimated at 3.676 billion euros (as of 2012). In 1998, before construction started, 2.3 billion euros were calculated.

The fast connection was particularly controversial because of the high costs, the ecological interventions, but also its course. Variants via Augsburg were also considered .


New Nuremberg – Ingolstadt line

Coming from Nuremberg (top left), the new line turns into a parallel position between the A 73 (left) and the A 9 (right) at Feucht. This picture was taken during the earthworks (2001).

Large parts of the 77.4 km long new section were laid parallel to the Federal Motorway 9 in order to cut up as little landscape as possible . Due to the bundling of traffic routes to the A 9, complex nine tunnels with a total length of 27 kilometers were required - almost a third of the new route. The 7.7 kilometer long Euerwangtunnel and the 7.3 kilometer long Irlahll tunnel are among the longest German tunnels. In addition, 82 railway and road overpasses were built, including five larger iron bridges, as well as around 80 culverts (diameter less than 2 m). At 305 meters, the longest road bridge on the new line spans the new line, the Schwarzach and the A 9 near Großhöbing .

The continuously welded track was built on a slab track (km 11.5–86.6) from 120 meter long pieces of track . The tracks are designed for a maximum speed of 300 km / h over a total of 69.4 kilometers. This shortens the long-distance travel time between Nuremberg and Ingolstadt from 66 minutes to around half an hour. With the stations Allersberg (Rothsee) and Kinding (Altmühltal) two new regional stations were built. While local trains use switches to approach platform tracks, long-distance trains can pass through the stations without reducing their speed.

Transport route
bundling of the high-speed line and the A 9

Trains from Nuremberg main station to the new line use the old Nuremberg – Regensburg line to Nuremberg-Fischbach (9 kilometers). The line leaves the Nuremberg main station in an easterly direction, crosses the railway line to Eger and runs parallel to the S-Bahn lines 2 and 3 past the stadium to Nürnberg-Fischbach. At the Reichswald junction , the Regensburg line is routed via high-speed switches to a track that now runs parallel to the Nuremberg marshalling yard. The newly built line towards Ingolstadt follows in a “straight” direction.

Route near the Reichswald junction. The two tracks in the middle lead to Ingolstadt, the tracks on the right and left to Regensburg. The two tracks on the left edge of the picture serve the Nuremberg – Feucht – Altdorf S-Bahn.

On the ramp of the following overpass structure , the new line climbs up and crosses the directional track to Regensburg at no height . While the routes towards Regensburg and Altdorf (S-Bahn) approach Feucht station in a left curve , the high-speed route leads past the community in a slight right curve in a southerly direction. At route km  13, it meets in a gusset the federal motorway 73 running to the west and federal motorway 9 running to the east . The route runs over the Schwarzachtal bridge over the Schwarzach and shortly thereafter in a trough structure under the Nuremberg / Feucht motorway triangle . While the federal motorway 73 ends here, the motorway 9 runs parallel to the route for around 35 kilometers.

The end of the Nuremberg Reichswald is followed by the Allersberg train station, the Göggelsbuch tunnel , the bridge over the Main-Danube Canal and the Offenbaus tunnel . The parallel position of the motorway and the railway ends at route kilometer 46/47: the motorway moves away in an easterly direction of Greding , while the route in a south-westerly direction enters the Euerwangtunnel , after 7.7 kilometers the tube ends. In a short interlude, the route passes the Anlauter valley , the Schellenberg tunnel (650 meters) and the Altmühltal with the Kinding train station outdoors. The motorway runs further east in this short area.

In the subsequent Irlahll tunnel (7,260 m), the route crosses under the motorway and then rises by around 115 meters. In the subsequent Denkendorf tunnel , the gradient briefly drops slightly before the route reaches its absolute climax at kilometer 71 at around 500 meters. The motorway is located in this section to the west of the railway line and is crossed under again in the subsequent Stammham tunnel. The train separates from the motorway and a little later dives into the Geisberg tunnel . Within sight of the Audi works in Ingolstadt, the route runs briefly parallel to the Etting bypass road to the west .

The high-speed section ends at km 83.7, just before a curve that leads into the Audit Tunnel via a ramp . The new section ends at the end of its southern ramp, where the platforms of Ingolstadt Nord station are also located on the high-speed line. The tracks merge here into the Ingolstadt – Treuchtlingen railway line , which has been expanded by a third track between the north and main train station. After crossing the Danube on the Ingolstadt railway bridges , the line reaches Ingolstadt main station .

The new line runs largely through an area characterized by agriculture and forestry. Ecologically particularly valuable areas are cut through in the Lorenzer Reichswald in Nuremberg, when crossing the Altmühl and Anlaut valleys and in the Köschinger Forest near Ingolstadt. The gradient of the route rises from Nuremberg ( 330  m above sea  level ) to Ingolstadt ( 370  m above sea level ), with a low point in the Altmühltal ( 375  m above sea level , km 59) and high points at around km 35.5 ( 450  m above sea level ) m above sea level ) and 71 ( 500  m above sea level ).

The stretch still under construction near the Hilpoltstein truck
stop . The gradient, which reaches a maximum of 20 per thousand on the new line, is clearly visible.

In the new section, the track system was laid out with a gradient of up to 20 per thousand with a cant of up to 160 millimeters and a cant deficiency (at 300 km / h) of 100 millimeters. A longitudinal gradient of 20 per thousand is achieved in nine sections from 600 to 1815 meters in length (in the Geisberg tunnel ). The embankments reach heights of up to 16 meters. 55 percent of the new line is in arches, with a minimum arch radius of 4085 meters. The switches to the opposite track in the stations are branching off at 130 km / h, those of the platform tracks at 100 km / h. The establishment of a transfer point in Lohen (route km 42) was planned, but was later only implemented as a block point . The cross section of the tunnel is 92 square meters, the track spacing is 4.50 meters.

The center distance to the motorway running parallel between kilometers 13 and 48 is between 40 and 60 meters.

Extension of the Ingolstadt – Munich line

A train of the Munich-Nürnberg-Express drives through the tightest curve on the undeveloped section of the route near Reichertshofen.

The route opened in 1867 is 80.7 kilometers long today. The gradient of the route rises from Ingolstadt (around 370 meters above sea level ) to Munich (around 520 meters above sea level).

The route leads south from Ingolstadt to Reichertshofen , bends there in a south-easterly direction to Rohrbach and then runs in a south-westerly direction to Pfaffenhofen . The route continues via Reichertshausen in a curved line to Petershausen . The line runs through Dachau in a stretched, newly routed section before it meets the northwestern outskirts of Munich near Karlsfeld . A connecting line connects the Munich North marshalling yard to the line that swings in further south of Obermenzing to the east towards Munich Central Station.


Development of the Nuremberg – Munich rail link

The first continuous rail link between Nuremberg and Munich was available in 1849. The Nuremberg – Augsburg section ran over the central section of the Ludwigs-Süd-Nord-Bahn, built between 1843 and 1849, via Gunzenhausen , Nördlingen and Donauwörth to Augsburg (170 kilometers). In 1840 was by the Munich-Augsburg Railway Company , the Munich-Augsburg Railway (62 km) was built.

The first line over 232 kilometers between Nuremberg and Munich meant a detour of 82 kilometers to the 149.6 kilometers long straight line between the main train stations. The alignment followed the economic structure, transport demand and political goals of the 19th century, with tight capital and limited technical possibilities. For the steam locomotives , which are comparatively slow by today's standards, a route that adapts to the mostly hilly terrain in numerous arcs was sufficient. As early as May 14, 1863, Ludwig Joseph Freiherr von Brück , General Director of the Royal Bavarian Transport Authority, emphasized in a memorandum to King Maximilian II Joseph the need for a direct connection between the two largest Bavarian cities as a “first and next need” and a “natural beginning of the whole railway system ”.

The Munich – Ingolstadt line was opened in 1867, and the Ingolstadt – Treuchtlingen line in 1870 . Between 1870 and 1906 long-distance trains between Munich and Nuremberg (now a total of 198 kilometers) used these routes. When the Donauwörth – Treuchtlingen railway went into operation in 1906, the route between Nuremberg and Augsburg was shortened to 137 kilometers, and between Nuremberg and Munich to 199 km. After this shortening, Augsburg was again included in the north-south traffic.

initial situation

A class 110 locomotive drives through a narrow, deep bend on the Donauwörth – Treuchtlingen line.

In the 1980s, the possibilities of expanding the existing routes were exhausted in many places: the Intercity reached 200 km / h on upgraded routes . The sections Augsburg-Oberhausen - Bäumenheim - (Donauwörth) (32.8 kilometers) and Munich-Lochhausen - Augsburg-Hochzoll (42.7 kilometers) had already been upgraded for this speed. At the end of May 1981, a total of 256.3 kilometers of route sections for 200 km / h were available. A further acceleration of train traffic was usually not possible on the routes, which were mostly laid out for lower speeds in the 19th century, without major realignments. Numerous bends in the Donauwörth – Nuremberg section (96.3 kilometers) only allowed a speed of up to 160 km / h in places. In the 1980s, the long-distance travel time between Nuremberg and Munich was around an hour and 40 minutes.

With the new Hanover – Würzburg and Mannheim – Stuttgart lines , around 430 km of high-speed lines for up to 250 km / h were under construction or in planning at the beginning of the 1980s, and the InterCityExperimental ICE test vehicle was at an advanced stage of development. Considerations at the time envisaged the construction of a 31.8-kilometer replacement line for long- distance passenger and freight traffic in the Nuremberg area . The route would - in the most probable variant - run from Nuremberg main station in a south-easterly direction along federal highway 4 and federal highway 9 via Nuremberg-Fischbach and Feucht to Roth , in order to thread into the existing Nuremberg-Augsburg railway line. The change of direction in Nuremberg would have been omitted, the vacated capacities on the previous tracks between Roth and Nuremberg should be used for the planned Nuremberg S-Bahn line 2 . A noticeable reduction in travel time would not have been expected, despite the fact that there was no change of direction from north-south long-distance trains at Nuremberg Central Station over the approximately six km longer route.

First considerations

The first federal traffic route plan from 1973 envisaged an upgraded line between Würzburg and Augsburg via Nuremberg as one of eight expansion projects . In the Co-ordinated investment program from 1977 , this project was included as well as in the Federal Transport Infrastructure Plan 1980 .

On August 3, 1983, the Nuremberg Headquarters of the then German Federal Railroad submitted an initial proposal for a new rail link between Nuremberg and Munich to the DB headquarters. At the request of the Federal Railroad in 1984, the project was included in the Federal Transport Infrastructure Plan 1985 - with an open route, open investment costs and “subject to sufficient proof of economic efficiency and taking account of the network effects” . The economic benefit-cost ratio for the project was 1.2. The exact lines should still be examined. The main topics discussed were an expansion of the existing line via Treuchtlingen / Augsburg with partial line improvements and the construction of a new line between Nuremberg and Ingolstadt with an expansion of the line between Ingolstadt and Munich. In 1986 and 1987 a comparison of variants was carried out by the DB.

Comparison of variants
variant Length
Driving time savings
(approx., In minutes)
Investment volume
(approx., In billion DM)
Environmental sustainability
1 171 31 2.4 Yes
2 207 8th 1.7 Yes
3 203 15th 2.6 No
4th 191 17th 2.1 questionable
5 205 7th 1.2 Yes
6th 174 24 2.5 No
7th 180 21st 2.6 No
8th 180 19th 2.5 No
Variants 1, 4 to 8 with a stop in Ingolstadt;
Variants 2, 3 with stops in Augsburg and Munich-Pasing

In an expert report that was made public in 1987, the Deutsche Bundesbahn examined eight variants:

  • Variant 1 (variant via Ingolstadt): New line between Nuremberg and Ingolstadt, 75 kilometers for a top speed of 250 km / h, 59 kilometers for 200 km / h, extension of the line between Munich-Obermenzing and Petershausen with an additional track, parallel motorway location of the new line to the south of Stammham, where it merges into the existing line from Treuchtlingen to Ingolstadt .
  • Variant 2 (variant via Augsburg): From Nuremberg via Fischbach on existing tracks; from there with the so-called S-Bahn replacement line to Kornburg in bundling with the federal motorway 6 , then bend to the south and bundled course with the Rhine-Main-Danube Canal and the federal highway 2. After crossing the Rednitz valley, threading at Büchenbach onto the existing line Nuremberg –Treuchtlingen. Large-scale realignments of the existing line were planned north of Georgensgmünd and north and south of Pleinfeld ; Smaller extensions were planned for the Treuchtlingen – Donauwörth line; major route shifts should take place at Otting and Mündling . For reasons of capacity, a new section was to be built between Augsburg and Mering. Out of a total of 207 kilometers, 140 kilometers were designed for 200 km / h.
  • Variant 3: As variant 2, but with a new line between Roth and Donauwörth. This NBS would have been removed from the S-Bahn replacement line Fischbach – Roth north of Roth and would have bypassed Roth to the west. From Georgensgmünd, this route would have run parallel to a high-voltage line to the east of the existing line to Pleinfeld. Weißenburg and Treuchtlingen would have been bypassed to the west. South of Treuchtlingen, from Möhren to north of Wörnitzstein , the existing line would have been affected, then line improvements in the Wörnitz valley. Longer sections of the existing route would have been abandoned after line improvements had been made. 203 kilometers total length, of which around 65 kilometers for 250 km / h and 94 kilometers for 200 km / h.
  • Variant 4: Nürnberg – Roth as variant 2. North of Georgensgmünd and north and south of Pleinfeld Route expansion with large-scale detachments from the existing route. NBS from south of Weißenburg to the east. Confluence with the existing Munich – Treuchtlingen line south-west of Obereichstätt ; extensive tunneling of the NBS. Extension of the route between Obereichstätt and Ingolstadt. Ingolstadt – Munich as for variant 1. Of a total of 191 kilometers, 126 kilometers should be designed for at least 200 km / h.
  • Variant 5: Nürnberg – Treuchtlingen as variant 2, then: Treuchtlingen – Ingolstadt Accelerations and continued maintenance of the existing road. Extensive renovation between Obereichstätt and Ingolstadt. Ingolstadt – Munich as variant 1. Of a total of 205 kilometers, 104 kilometers would have been designed for 200 km / h.
  • Option 6: Nuremberg– Postbauer-Heng –Ingolstadt – Munich. In order to keep the new line section as short as possible, the existing line between Nuremberg and Postbauer-Heng should be used and partially expanded. The southbound NBS should begin at Postbauer-Heng and lead over the Sulztal over open fields towards the Altmühltal. To the east of Kinding, the Altmühltal was to be crossed and the parallel motorway position reached at Buch. From here the route would have been as in variant 1. Out of a total of 174 kilometers, 59 kilometers would have been designed for 250 km / h and 59 kilometers for 200 km / h. This variant was opposed by numerous constraint points (especially development).
  • Option 7: Nuremberg– Neumarkt –Ingolstadt – Munich. As with variant 6, the Nuremberg – Regensburg railway would be used, only to Neumarkt. The new line should initially run along the existing Sulztalbahn . The NBS should run through the Sulztal and touch Mühlhausen and Berching . To the north of Beilngries the NBS would have swiveled to the west to leave the Sulztal. The Altmühltal should be crossed (as in variant 6) east of Kinding, in order to then run bundled with the motorway. The rest of the route would have been as variant 1. Of 180 kilometers, 57 kilometers should be designed for 250 km / h and 59 kilometers for 200 km / h.
  • Variant 8 (Nuremberg– Sengenthal –Ingolstadt – Munich) would have run like variant 6, but run beyond Neumarkt to Sengenthal. To the south of Sengenthal, the route was to run east of the Sulztal in a southerly direction across open fields. The route to the west would have run north of Beilngries. In the further course the route would have run like variant 7 and would finally have reached the parallel motorway position of variant 1. Of 180 kilometers, 51 kilometers should have been designed for 250 km / h and 59 kilometers for 200 km / h.

Variants 3 to 8 were discarded as early as 1987. Variants 1 and 2 were ultimately selected for more detailed investigations.

Considerations for expanding the line from Würzburg via Ansbach and Treuchtlingen to Augsburg had already been rejected in 1983 in order to avoid bypassing the Nuremberg metropolitan area as a traffic and economic center. The planned new route, on the other hand, was intended to improve the connection between the greater Nuremberg area and north-south traffic.

Variant dispute

Controversial interventions in the landscape and ecosystem - new line under construction with A 9 in the Köschinger Forest (2001)
Large-scale construction work in the Köschinger Forest (2001)
Newly created ecological compensation area at Allersberg station
Key data of the preliminary planning
(results of the Federal Railways investigation of June 29, 1987)
Variant of Ingolstadt Variant of Augsburg
distance 171 km 207 km
Investment needs 2.4 billion DM 1.7 billion DM
Travel time savings from
Munich to Nuremberg
31 min. 8 min.
Key data after the investigation
(DB Board of Management of May 31, 1991)
Variant of Ingolstadt Augsburg variant
(without tilting technology)
distance 171 km 210 km
Top speed 250 km / h 200 km / h
maximum pitch 20 per mille 12.5 per mille
Travel time savings 31 min. 7 min.
(With a stop in Pasing)
Investment needs 3.010 billion DM 2.637 billion DM

While the need for a faster connection was generally undisputed, the planned route and interventions in the ecosystem and landscape in particular caused intense discussions. The proposed new and upgraded route met with broad approval from numerous social groups, particularly in the Nuremberg area, but also in other parts of Bavaria. The new line in the administrative district of Swabia was clearly rejected , in particular by the city of Augsburg and the Augsburg Chamber of Commerce and Industry , as well as the Bund Naturschutz in Bayern e. V. and the citizens' initiative The Better Railway Concept . They favored an expansion of the existing route via Augsburg, later also using tilting technology .

After inclusion in the traffic route plan, eight variants were examined, between the expansion of the Nuremberg – Donauwörth – Augsburg – Munich line in the west and the new and expanded Nuremberg – Sengenthal – Ingolstadt – Munich line in the east.

Two variants were examined in depth: on the one hand, a new Nuremberg – Ingolstadt line for 250 km / h with expansion of the Ingolstadt – Munich line, without the planned replacement line being implemented. The second variant envisaged an expansion of the existing route between Roth and Treuchtlingen and between Treuchtlingen and Donauwörth for 200 km / h. Augsburg was to be bypassed in this solution to the south (Meringer Spange) , the Mering - Olching line was to be supplemented by two tracks and the replacement line for long-distance lines was to be implemented in the Nuremberg area. Depending on the variant, the Augsburg route would have been between 27 and 39 km longer than the Ingolstadt route. The results of the investigation were presented to the Free State of Bavaria on June 29, 1987 ; The latter forwarded the report to its subordinate authorities, chambers of industry and commerce and the Federal Nature Conservation Association for comments. On May 2 and 3, 1988, the Bavarian Ministry of Economics and Transport held a discussion between these groups and the Federal Railroad.

By resolution of July 19, 1988, the Bavarian State Government gave preference to the Ingolstadt variant. Due to imponderables in the area of ​​nature conservation, the Federal Railroad was asked to prepare documents for spatial planning for both major variants. The required documents were drawn up by the Federal Railroad and handed over to the Bavarian State Ministry for Regional Development and Environmental Issues on July 25, 1989 to clarify regional planning issues, the regional planning was applied for and the regional planning procedure was initiated. Six variants were examined in the Nuremberg – Ingolstadt corridor, including a route to the west of the implemented variant, via Pfahldorf , with a connection to the Ingolstadt – Treuchtlingen railway near Gaimersheim . The documents were publicly displayed in the affected communities in September 1989.

The German reunification fundamentally changed the planning parameters. According to a letter from Bundesbahn board member Heinz Dürr to Minister of State Peter Gauweiler on May 29, 1991, the changed traffic flows and forecasts after reunification made the new route variant inevitable. The reasons he cited included the necessary increase in capacity due to the new line and the increased importance of reducing travel times between Nuremberg and Munich. According to Dürr, if the Augsburg variant were to be implemented, a four-track upgrade between Roth and Treuchtlingen would have been necessary. In the same letter, the chairman of the board asked for a separation of the new and upgraded Nuremberg – Ingolstadt – Munich projects as well as Meringer Spange and a four-track upgrade in the Augsburg area to shorten the planning process. The expansion of the line between Augsburg and Nuremberg should not be pursued further, the four-track Augsburg-Munich expansion, however, was necessary for both variants.

In 1990 the decision was made to build a single or double track line for the Nuremberg S-Bahn line 3. The long-distance replacement line would only have to be built if the expansion variant was implemented.

On June 19, 1991, the procedure ended with a regional planning assessment, in which the current route of the new line was identified as the most balanced solution. The authority issued conditions in particular in the area of ​​landscape and nature conservation, the long-distance traffic stop in Ingolstadt and the stations in Allersberg and Kinding, which have been upgraded from overtaking to regional train stations. The original planning (1991) envisaged a new line with a gravel superstructure at a maximum speed of 250 km / h and an extensive expansion of the Munich-Ingolstadt line for 200 km / h, with an approximately ten-kilometer section for 160 km / h.

The new and upgraded Nuremberg – Ingolstadt – Munich line was built in the urgent need of the Federal Transport Infrastructure Plan of 1992, with a planned total investment of 3,000 million DM (1,534 million euros, price as of January 1, 1991). The traffic forecast for the 1992 Federal Transport Infrastructure Plan envisaged 44 long-distance passenger and 38 freight trains per day and direction for 2010 on the new line. In mid-1994, Deutsche Bahn calculated - now taking into account the segregation of fast and slow traffic - with 42 long-distance passenger trains and 20 freight trains. The route - via Ingolstadt - was made legally binding in the Federal Railways Expansion Act (BSchwAG) of November 15, 1993 in the version of December 27, 1993.

According to an appraisal by Vieregg-Rössler from July 1994, the travel time would have been 74 minutes if the route via Augsburg had been expanded and active tilting technology had been used , and 69 minutes for a new construction between Donauwörth and Pleinfeld (28 per thousand gradient). Deutsche Bahn emphasized repeatedly that the costs of such a solution would be underestimated, but the benefits would be overestimated. Furthermore, with the necessary construction during ongoing operations, long-term deterioration in operational quality can be expected. The capacity of a pure expansion variant is also not sufficient, the length of the route via Augsburg at least 28 kilometers longer. In the same year, the Federal Audit Office criticized the fact that the railway had calculated the Ingolstadt variant too cheaply, while artificially increasing the price of the Augsburg variant. The authority calculated 3.89 billion DM (1.99 billion euros) for the Ingolstadt variant and 2.2 billion DM (1.1 billion euros) for the Augsburg variant.

Construction of a high-speed line

Construction of the Nuremberg – Ingolstadt line


The preliminary design began after the regional planning procedure on 19 May 1991. On 29 May 1992 an initial were planning approval procedure based on the by the Department of new lines documents prepared by the Federal Railway Office Nuremberg initiated. In July 1992 the plans were publicly displayed in the affected communities. At the beginning of 1992, the start of construction (in the Nuremberg / Feucht area) was planned for January / February 1993. After a total construction period of five to seven years, the line should be put into operation at the end of 1998 / beginning of 1999.

In mid-1994, the plan approval procedure for the new line was expected to be completed by 1995; the procedure for the upgraded line should be completed by 1996. The planning approval decisions for the new line were issued between April 7, 1994 (Fischbach – Feucht) and February 26, 1999 (introduction in Ingolstadt). The new line was divided into 14 plan approval sections and two for the traction current transmission lines. In the individual proceedings for the planning approval sections, up to 300 objections were raised by citizens. From a total of around 40 lawsuits and urgent proceedings against the administrative acts, none led to success.

The Bund Naturschutz in Bayern e. V. (BN) turned against the line as a whole several times, in particular with reference to the expansion option via Augsburg and ecological interventions through the new line. The environmental association stated, among other things, that the route was objectively not necessary for the general public. Among other things, the Bavarian Administrative Court dismissed complaints by the BN in a joint judgment and ruling of March 29, 1996 and January 10, 1997. Constitutional complaints from the environmental association were not accepted for decision by the Federal Constitutional Court on June 8, 1998 , and a related application for a temporary injunction was rejected.

In the course of the planning, ETCS was planned as the train control system, the establishment of a slab track and an increase in the maximum speed from 250 km / h to 300 km / h. The Allersberg and Kinding stations have also been upgraded from overtaking to regional stations and regional transport has been developed.

In view of the expected geological problems in the karstified Franconian Jura , a multi-stage karst exploration program was carried out as part of the planning. The mountains were divided into four levels with regard to their karst formation and examined by a so-called Karst working group made up of planners, experts and consultants from the Bavarian State Geological Office and the University of Erlangen. Various direct and indirect methods were used. Aerial and satellite images as well as investigations in the context of motorway construction (1930s) were evaluated. The mountains to be passed were u. a. Using core drilling (average distance: 500 meters, other source: 170 meters), a large area around the planned route and a directed borehole radar (range: approx. 20 to 30 meters around the boreholes) was investigated; at the Irlahüll tunnel, a 557-meter-long exploratory tunnel was additionally Driven uphill. The selective explorations showed a heterogeneous karstification. A complete karst mapping was not carried out due to the mostly high overburden, with a necessary borehole spacing of 20 to 30 meters. During the drive, abnormalities were documented and explored with grid bores. Depending on the degree of karstification, various measures were then carried out, including a. Injection boreholes up to 15 meters around the tube, cavity filling and pile foundations; In places, the inner shell has been reinforced and the construction of the sole has been adapted. According to the railway, karstification of this extent was not expected.

A total of 746 purchase agreements were concluded for land. The built-up area is around 446  hectares , the ecological compensation area 294 hectares. Seven buildings were demolished for the route (status: 1992). Around 7.5 million cubic meters of excavated material were placed in 16 landfills .

The new line was divided into seven construction lots . The Fischbach / Feucht threading lot was awarded to six companies in 1997. The three large construction lots north, middle and south were awarded to general contractors at a fixed price on September 3, 1998 (according to another source: October 1, 1998) for a total of 710 million euros (1.4 billion D-Marks) . The north construction lot went to a bidding consortium of the companies Bilfinger and Berger (Munich) and Bögl ( Neumarkt ), the middle lot went to Hochtief (Munich) and the south lot went to a medium-sized bidding consortium led by Berger Bau (Passau) and Reiners Bau ( Munich). 920 million DM, around 65 percent of the order volume, went to medium-sized companies. The construction time for the new line was 53 months, including around 15 months for the technical equipment. Commissioning was planned for the 2003 summer timetable. According to the railway, the short construction period forced construction to begin quickly, which would have affected the work preparation. There was not enough time for an economic optimization, synergy effects could hardly have been used due to the many parallel measures. This has led to a shortage of experienced permanent staff at the construction companies.

Three separate, smaller construction lots formed the threading areas in Nuremberg (Reichswald branch) and Ingolstadt (loose Audi tunnel and Ingolstadt node ). Completion was expected in 1998 in 2003. The equipment for rail power supply, signaling technology and telecommunications was awarded as a separate lot for 120 million D-Marks in January 1999 (according to another source: December 1998). In the course of the construction phase there were 157 plan change procedures (status: October 2005).

In order to accelerate and simplify the planning process, all those involved used a uniform IT system that used electronic signatures , among other things .

In July 2003, the order for the line's safety technology was awarded to Siemens.

The planning company Bahnbau Deutsche Einheit was entrusted with the project management of the new and upgraded line in 1996, with effect from January 1997, and set up a project center in Nuremberg for this purpose. DB ProjektBau later took over this function .

Controversial crossing of the Altmühltal: construction site of the Kinding station in 2001.
Construction site of the new line in Los Süd near Ingolstadt (2004)

The first symbolic groundbreaking ceremony for the extension of the railway bridge over Breslauer Strasse took place on July 15, 1994 in the Altenfurt district of Nuremberg . Prime Minister Edmund Stoiber , State Secretary in the Federal Ministry of Transport Wilhelm Knittel and Head of Railway Heinz Dürr symbolically pressed a button. The planning and financing of the entire route had not yet been completed at this point in time.

The access route in Nuremberg was rebuilt over a length of five kilometers from 1997 to 1999 and the Reichswald branch was built. Large-scale construction work in the new section began after the contract was awarded at the end of 1998, and by March 1999 clearing work and preliminary archaeological explorations were largely completed. When the large-scale construction work began, it was assumed that the construction work would be completed in February 2003. At the beginning of 2001 it was clear that the planned completion date for the end of 2003 would be delayed by a year or two.

With the opening of the Göggelsbuchtunnel on May 18, 1999, the driving of the nine tunnels began, which was completed in May 2001. During the construction of the tubes there were numerous problems that required extensive changes to the plan and had a significant impact on construction time and costs. The open construction tunnel had to be built using a compressed air process due to unexpected hydrological problems ; Large parts of the Euerwangtunnel also had to be watertight. After massive slope slides, the Denkendorf tunnel was tripled in length and built in the groundwater. Particularly noteworthy are karstification in the area of ​​the Altmühlalb , which could not be bypassed on a large scale due to the desired bundling of traffic routes. In the Irlahüll , Geisberg and Stammham tunnels , backfilling of karst caves had become necessary. By autumn 2004 all tunnels had been completed in the shell.

One of the first measurement runs to check the rails with ultrasound

The slab track was installed between April 2004 and April 2005; In May the superstructure and track system were completed, in November 2005 the overhead line and signaling technology . The first test and measurement drives were carried out at low speed between the end of May and October. With the RAILab , the track position was checked, rails were examined for material defects with ultrasound and the tunnel walls were measured. On September 13, 2005, an ICE ( ICE TD ) traveled the route at low speed for the first time .

Up to 1,800 people were simultaneously employed on the construction sites along the route.

The preparation and implementation of the commissioning were controlled by the cross-divisional working group PXN set up by the DB board in August 2000 under the direction of DB Personenverkehr.


On May 13, 2005, the symbolic "gap closure" of the line took place in Kinding station. For this purpose, an eleven-meter-long section of rail was cut out in the north-eastern area of ​​the station in the morning and taken to the adjacent Schellenberg tunnel by excavator . In the afternoon it was ceremoniously welded again in the presence of a few hundred guests.

The overhead line was energized for the first time on November 25, 2005 at 10 a.m. On November 28th, the electronic interlockings in Nürnberg-Fischbach were put into operation. At the end of November, the first continuous trips with an ICE TD and locomotives of the 218 and ER20 series took place. Hochtast runs began on December 1, 2005 . From December 6th to 12th, 2005, LZB inspection runs took place. Top speeds of over 330 km / h were achieved in the test and acceptance runs. In addition to the ICE S , which was temporarily on the move with one or seven intermediate cars, DB Systemtechnik locomotives 103 235 with a sound measurement train and 120 502 with the RAILab were on the road.

ICE S during a test run in front of the Audit Tunnel at the start of the new line in Ingolstadt

During the first test drives at high speed, a tunnel bang repeatedly occurred at the portals of the Irlahüll and Euerwangtunnel . This made the installation of sound absorbers necessary in March and April 2006 and delayed preparations for commissioning. In April 2006, the staff training trips began, during which the train drivers took ICE 3 routes and carried out towing exercises. On May 6, 2006, a rescue exercise took place in the Euerwangtunnel. The evacuation of an ICE with around 250 passengers through two emergency exits was rehearsed. A trial run with several vehicles also took place from May 2 to 27.

The official opening took place on May 13th under the motto Train free! Nuremberg – Ingolstadt – Munich - Bavaria's fastest railway axis takes place. In the late morning Bavaria's Minister of Economic Affairs Erwin Huber , Minister of the Interior Günther Beckstein , Prime Minister Edmund Stoiber, Federal Minister of Transport Wolfgang Tiefensee and the then CEO of Deutsche Bahn AG Hartmut Mehdorn symbolically set the exit signal to green at Munich Central Station . Two ICE-3 trains, each in double traction , then drove (from 11:34 a.m.) partly in parallel to Nuremberg. After the trains arrived at Nuremberg Central Station , there was an opening ceremony for invited guests.

The national approval was granted by the Federal Railway Authority on May 28, 2006, prior to the start of preliminary operations. Until the formal commissioning of the line in December 2006, the TSI approval was granted .

Expansion of the Ingolstadt – Munich line

Upgraded line at Hebertshausen with ICE S on a test run (September 2006)

The route opened in 1867 is 80.7 kilometers long today. In the 1990s, the line consisted of two tracks ( three tracks from Munich-Allach ) and could be driven at speeds of up to 160 km / h. The alignment of the 19th century required with a minimum curve radius of 3000 Bavarian feet (876 meters, Reichertshofen curve 814 meters) speed restrictions of up to 110 km / h in numerous places. In addition to long-distance, regional and freight transport, the Munich S-Bahn also used the route in the Petershausen –München section .

The 2009 operating program envisaged a load of around 125 trains per day and direction, including 43 long-distance passenger, 37 local and around 45 freight trains. For 2015, around 109 (to the south) or 120 trains (to the north) per day are expected, in particular due to the increased freight traffic that will then pass through Augsburg.

With the construction of the high-speed line, the line is to be upgraded for higher speeds. The route was divided into three sections:

  • North section (Ingolstadt – Rohrbach): Expansion for 160 km / h. The section between Ingolstadt and Rohrbach is to go into operation in December 2015 at a line speed of 160 km / h.
  • Middle section (Rohrbach – Petershausen): Expansion for 190 km / h. The expansion between Petershausen and Pfaffenhofen was completed in mid-July 2014. The final construction work between Rohrbach and Baar-Ebenhausen should be completed at the end of August 2015. Pfaffenhofen train station is to be rebuilt from April 2020 to November 2021.
  • South section (Petershausen – Munich): expansion for 200 km / h, construction of S-Bahn tracks; completed in December 2006

According to the planning status of 1994, line improvements with a total length of 37 kilometers were planned, mostly with clearances of well under 50 meters.

South section

Between Munich-Obermenzing and Dachau, the route could be expanded to 200 km / h without line improvements . At Easter 2003, the expanded section between Dachau and Petershausen was put into operation.

The route between Petershausen and Munich-Obermenzing has been open at 200 km / h since December 2006. As part of the expansion, the section from Ingolstadt to Rohrbach was largely upgraded for 160 km / h between spring 2000 and December 2006.

In the 200 km / h section, the curve radii were increased to at least 1548 meters with a maximum cant of 160 millimeters and a cant deficiency of up to 150 millimeters. In many places it was enough to shift the tracks by a few meters. A fundamental realignment was only necessary north of Hebertshausen . The tracks were laid over a length of around 4.5 kilometers by around 800 meters to the east, which means that since April 2003 , the Unterweilbach district has no longer been bypassed to the west, but to the east. In the high-speed section, over 50 crossings were converted or rebuilt. Major changes were also required at the stations along the route; among other things, platforms at least 275 meters long were built. The expansion took place largely while the railway was in operation. A total of 14 level crossings were removed.

Between Petershausen (route km 37.2) and Munich, separate tracks were built for S-Bahn line 2 as part of the route expansion. A new track was built between Petershausen and Dachau with the exception of a double-track island between Röhrmoos and Hebertshausen, and two new tracks between Dachau and Obermenzing. The S-Bahn section between Dachau Nord and Petershausen was put into operation on April 21, 2003, the entire line on December 11, 2005. By separating the S-Bahn and long-distance trains, a 10-minute cycle can be offered during rush hour to Dachau. The train stations have also been modernized, in particular designed to be barrier-free , and park-and-ride facilities enlarged.

The building contractor group around the Papenburg company is suspected of having narrowly undercut a competing company through insider information about its offer. The order to upgrade the route between Munich and the district of Dachau was awarded in 2002 for 260 million euros. The Munich public prosecutor's office is investigating. (As of March 2010)

Plans to expand the other sections
ICE 1 on the undeveloped part of the Munich – Ingolstadt line near Fahlenbach

The middle section (Rohrbach – Petershausen, km 61.1 to 38.2) is to be expanded for 190 km / h, the subsequent section to Ingolstadt for a continuous 160 km / h. This also applies to the area of ​​the Reichertshofen curve, which is currently the slowest section of the high-speed route with a maximum speed of 120 km / h.

Long-distance travel time is to be reduced by three minutes. Construction work began in mid-June 2011. Due to delays at ETCS , the final construction is being delayed for an indefinite period of time. Among other things, the Pfaffenhofen train station is to be rebuilt in 2020 and 2021. The planning and construction costs for the final expansion were given at the beginning of 2018 at 234 million euros. The ETCS expansion, which is necessary to realize the higher speeds, should take place by 2023. The north and south sections of the new and upgraded route are to be equipped with digital interlockings by 2030 as part of the “starter package” of Digital Rail Germany , as part of the TEN core network corridor Scandinavia-Mediterranean .

The design speed of 190 km / h, which has been planned since at least 1999, is the result of economic considerations. An originally planned option for a complete expansion for 200 km / h no longer exists.

On June 18, 2010, the symbolic start of construction for the extension of the Ingolstadt – Petershausen section was celebrated. Line improvements to the extent of 7.95 kilometers are planned, and earthworks will be upgraded over 5.15 kilometers and the necessary cross-sections will be created. The completion of the overall project, which includes 20 construction phases, was planned for 2014. Deutsche Bahn is investing a total of around 200 million euros in equity capital in both sections. Without the expansion, Deutsche Bahn would have to pay back EU funds for the entire project. In the course of this work, Reichertshofen station was rebuilt about 500 m north of the previous location as Baar-Ebenhausen station. The new station went into operation in July 2011 together with a new route section. In contrast to the old Reichertshofen station, all main tracks are continuous in the new station. At the previous station, the number of sidings should remain unchanged.

The ABS-Nord was upgraded under a rolling wheel in the individual sections:

  • New building at Baar-Ebenhausen station 2010–2011
  • Line improvement in Reichertshofen 2011–2014
  • Reichertshausen - Pfaffenhofen 2012
  • Petershausen - Reichertshofen 2013
  • Pfaffenhofen - Uttenhofen 2013
  • Uttenhofen - Rohrbach 2014


In 1991 the project was economically assessed. It was assumed that around 180 trains per day, half passenger and half freight trains. 144 people and 176 freight trains were used as the basis for the upgraded line; some of the freight trains were to be transferred to the route via Augsburg.

On January 19, 1992, the federal government decided to have the planned new and upgraded line privately financed as a pilot project for the first time through loans from the railway. The Bundestag approved this project in the 1996 Budget Act . In Section 29 (2) of the Budget Act 1996, the maximum loan amount was set at 7.0 billion DM , the total amount including interest at 15.6 billion DM. The repayment should be made in installments of up to DM 622 million. The federal government would have assumed the construction and financing costs incurred by Deutsche Bahn up to then at the latest from the start of operations. According to a media report from the end of 1995, the repayment should be made in 25 annual installments from 2003 onwards. A total of 15 billion DM would have been incurred for this.

In mid-1994, the planned costs (price as of January 1, 1993) were around four billion DM. This figure was based on the cost estimate of 3.1 billion D-Marks (price as of January 1, 1989), compensated for the price increase and a "balance sheet Surcharge ". At that time, a profitability study by the Federal Audit Office had been running for four years. The new line accounted for around DM 2 billion and the upgraded line for around DM 1 billion. In mid-1996, DM 241 million was spent on planning, land acquisition and exploration, which was largely borne by the federal government.

The private pre-financing found its way into the financing agreement that was concluded on December 19, 1996 between the Ministry of Transport and Finance and Deutsche Bahn for a fixed price of 3870 million DM (1978.7 million euros). All cost increases beyond the agreed financial framework are therefore to be borne by Deutsche Bahn.

The amount of 3870 million DM includes planning and administration costs as well as expenses of around 170 million euros for construction, land acquisition and planning that were incurred before the agreement was signed. The federal funds for the slab track were limited to 1400 DM per meter (715.8 euros / m), the portion for planning costs incurred after December 1996 to ten percent of the total. Not included in these project costs were around 265 million euros that were contributed by third parties. This was used to finance the regional train stations Allersberg, Kinding and Ingolstadt Nord, the removal of 14 level crossings between Ingolstadt and Munich, the expansion of park-and-ride facilities and the expansion of the S-Bahn between Obermenzing and Dachau.

When the financing agreement was concluded, DB Netz was already calculating costs of more than four billion D-Marks. By exhausting all options for the award of the contract, the originally estimated costs were reduced from 4.05 billion DM to 3.87 billion DM (including price increases). Of this, DM 2.75 billion was accounted for by the new line, the remainder by the upgraded line. The commissioning of the new and upgraded line was planned for 2003; the expanded S-Bahn between Obermenzing and Dachau was to follow in 2004. In the financing agreement, the federal government's right to exit private pre-financing was contractually stipulated, which was applied in 2000/2001. This avoided additional burdens on the federal budget of at least five billion euros.

The expansion of the S-Bahn and the removal of level crossings in the area of ​​the upgraded line were not part of the financing agreement for the entire line. On December 28, 1998, a separate financing agreement for the S-Bahn construction between the Free State of Bavaria and Deutsche Bahn followed. The Free State also assumed half of the total costs in the section between Dachau and Obermenzing according to the GVFG , also with a fixed maximum amount. The other half was financed from federal funds according to BSchwAG . The Free State of Bavaria provided 211 million DM (108 million euros) for the S-Bahn.

Additional costs amounting to 11.5 million euros: Improved agreement protection along roads along the route.

The total costs of the high-speed line were given by DB Netz in January 2006 at 3.573 billion euros. Of this, 2.049 billion come from the federal government ( BSchwAG ), 1.154 billion from Deutsche Bahn's own funds, 190 million from the European Union ( TEN program ) and a total of 180 million from the Free State of Bavaria and municipalities (according to GVFG and EKrG ). In addition to the financing agreement, the federal government financed individual sub-projects, for example the transport facilities at the Allersberg and Kinding stations (4.7 million euros) as well as measures to protect the roads. For the period up to December 31, 2007, the federal government reports expenditures of 3.268 billion euros, of which 1.978 billion euros are federal funds. While the figure of 3.573 billion euros includes implemented and outstanding measures, the figure of 3.268 billion euros includes all costs actually incurred up to the end of 2007.

In 2008, 31.3 million euros were spent on the project. The total costs incurred up to then add up to 3,299.86 million euros. The planned total costs were EUR 3,592 million in 2011 and EUR 3,676 million in 2012 (as of 2012). The federal government put the pure construction costs of the new line at around 2.27 billion euros or 13.8 million euros per kilometer of track (price as of 2010). In the financing agreement of 1996, costs of eight million euros per track kilometer of the new line were calculated.

It was foreseeable that the agreed budget would be exceeded from 1999 onwards; the limit was exceeded at the end of 2003. After the project was officially still on budget and on schedule in August 2000, at the end of October 2000 DB conceded cost increases of up to one billion DM. On December 6, 2000, DB submitted a report to its supervisory board in which additional costs of at least DM 799 million were expected. Shortly thereafter, auditors determined a value of 1.6 billion DM. Of the expected inevitable additional costs, 289 million DM were accounted for by project development, 124 million for geological risks of tunnel construction (which could only be assessed in 2000), and 119 million DM for control and safety technology and DM 112 million for fire and disaster control.

On March 13, 2002, Deutsche Bahn put the expected total costs for the project to its supervisory board at around 3.6 billion euros. In the course of the construction work, subsoil problems identified in some cases would have made considerable additional work and new planning approval procedures necessary. From the point of view of the time, the project was burdened with further risks.

Since the federal government's share was fixed at around two billion euros, Deutsche Bahn bore the majority of the additional costs incurred, over 450 million euros in 2004. The main reasons for the cost increases include geological problems in tunnel construction, extensive changes to plans (in particular improvements to the safety concept), increased environmental requirements and general increases in wages and prices. Delays in planning approval procedures in the expansion section also contributed to the cost increases. The additional costs of the ballastless track, the use of which was only decided in 2000 and also contributed to cost increases, compared to the originally planned ballast superstructure are stated by Deutsche Bahn as one third. By dispensing with some line improvements and station extensions between Petershausen and Ingolstadt, with a top speed of 160 or 190 instead of 200 km / h throughout, savings of around 300 million euros result.

The private pre-financing model met with sharp criticism. In its comments on budget management in 1997 , the Federal Audit Office criticized this form of raising capital as being uneconomical and criticized the fact that the financing costs were “grossly disproportionate to the investment costs”. He recommended that the loans be canceled as soon as possible and transferred to the federal budget. The Ministry of Transport stated that the federal government intends to follow this proposal as soon as sufficient budgetary funds are available. Since these were initially not available, the private pre-financing approved by the Bundestag was chosen in order to ensure the fastest possible completion of the economically desirable route. The Court of Auditors emphasized that "with continuous private pre-financing, the refinancing rates to be included in the federal budget after the railroad has gone into operation over a period of at least 15 years would be about as high as the average budgetary financing rates according to construction progress during the construction phase from six to seven years. ”According to the Federal Railway Authority, between 1998 and April 2001, pre-financing amounts of 790 million euros were raised, which were taken over in 2000 and 2001 through financing from the federal budget. The total pre-financing costs amount to around 30 million euros.

In its 2003 annual report, the Federal Audit Office also criticized the fact that the federal government had granted additional grants and interest-free loans beyond the fixed amount. Also overspending u. a. incurred by covering funding gaps in the existing network on the part of the federal government, which arose due to the additional expenditure for major projects at Deutsche Bahn. The repayment amounts saved by converting loans to building cost subsidies from DB AG were also not fully invested in the existing network. The resulting additional burden on the federal government led to the delay in further construction projects. By dispensing with extensions, additional burdens were incurred due to the necessary replacement investments . Overall, the federal budget was burdened with more than 600 million euros, the core goal of the agreed maximum funding was missed. The auditors also criticized the fact that the budget legislator had not been included in the measures taken by the Ministry of Transport and that an exact determination of the additional burdens was not possible “because of the lack of transparency in the funding commitments”.

In 2008, the Federal Audit Office criticized the fact that the Federal Ministry of Transport, Building and Urban Development had already disbursed the entire funding amount to Deutsche Bahn AG, even though the upgraded route still had services of around EUR 60 million.

In its 2005 Black Book , the Taxpayers' Association criticized the cost increases and emphasized that every minute of reduced travel time was bought for 65.2 million euros.

An estimate from 1985 assumed costs of 1.9 billion Deutschmarks for a new 250 km / h route between Nuremberg and Ingolstadt.

Pre-run operation

TGV POS on the Main-Danube Canal Bridge

A preliminary operation was set up between the commissioning on May 28, 2006 and the timetable change on December 10, 2006 . The shortest scheduled travel time between Nuremberg and Munich was reduced by 27 to 78 minutes. Only long-distance passenger trains ran at a compressed two-hour cycle, especially the ICE 3 on line 41 ( Dortmund / Essen- Nuremberg-Munich). In addition, ICE T on line 28 (Munich – Berlin – Hamburg) and trains ICE 926/927 on line 31 ran on the edge of the day, during rush hour and during the weekend. The Karwendel IC train pair (IC 2410/2411) also used the route on Saturdays.

Since June 2005, a year before the new line went into operation, several pairs of ICE 3 trains had been running on the old line via Treuchtlingen / Ingolstadt between Munich and Nuremberg with a journey time of around two hours.

In July 2006, the TGV POS was used on the new line to take test drives at up to 330 km / h for approval in Germany. The line went into full operation when the timetable changed on December 10, 2006.

World record run on September 2, 2006

The world record locomotive 1216 050 with measuring car on a record run with 357 km / h at the height of the truck stop near Hilpoltstein
The 1216 050 in Ingolstadt Hbf

On September 2, 2006, a Siemens locomotive of the type EuroSprinter 64 U4 (also “Taurus III” or ÖBB 1216 ) set a new world speed record for conventional electric locomotives. The 6,400  kilowatt- strong multi-system locomotive reached the second attempt at 16:03 at the level of Hilpoltstein (Allersberg stretch-Kinding), the new record of 357.0 km / h. It surpassed the record of a French SNCF BB 9004 locomotive with 331 km / h on May 29, 1955, making it the fastest locomotive in the world. Previously, in the first attempt at around 3:15 p.m., the top speed of 343.9 km / h at kilometer 34.3 had been reached. The locomotive was largely in a standard condition; only individual parts had been dismantled to avoid drag.

The locomotive had a test car of the DB Systemtechnik attached. The train safety systems ( LZB and PZB ) of the locomotive were switched off for both record runs, which took place on the eastern track facing Nuremberg ; train encounters could also be ruled out. Therefore, the entire route in front of the train (up to around 50 kilometers) had to be free of trains. Since there was only one ICE line running regularly on the high-speed line until the timetable change on December 10, 2006, these requirements could be met without disrupting travel.

In long tunnels and along a noise barrier at kilometer 45, the maximum permissible speed for the tests was limited to 250 km / h and 285 km / h, respectively. A maximum speed of 350 km / h was only permitted on the approximately nine-kilometer section between the north portal of the open-plan tunnel and the south portal of the Göggelsbuch tunnel. The locomotive was accelerated from 285 km / h to 357.0 km / h from 45.2 km / h, the record was reached at 36.6 km at 16:03. The top speed was maintained for a few seconds before the engine driver braked the locomotive again so that it could come to a stop in Allersberg station in time.

Around 1500 people watched the journey along the route and at Kinding station. At around 4:30 p.m. the locomotive arrived where a celebration and a vehicle show were taking place; the two French record locomotives could also be viewed. In order to rule out any damage to the NBS, a control run of the test train ICE S was carried out at the end of the record run, which checked the condition of the overhead line and the superstructure of the new line. According to information from DB Netz and Siemens, neither the line nor the locomotive had been specially prepared. Smaller adjustments included a reduced brake cylinder pressure (to avoid overheating when braking quickly), an increase in engine output from 6,400 kilowatts to (briefly) 7,300 kilowatts, changes to the vehicle software and the installation of numerous sensors.

The record runs have been preceded by numerous “ high-speed runs ” since August 21 , in which the locomotive was gradually accelerated to 330 km / h. DB Netz issued a special permit for the high-speed journeys, and the government of Central Franconia issued a permit.


Path length

The length of the route between the main train stations fell from 199.1 kilometers (old route via Augsburg) or 198.3 kilometers (via Treuchtlingen / Ingolstadt) to 170.8 kilometers. The air line between the main train stations is 149.6 kilometers, the road connection via the motorway is 167 kilometers. The distance between the main train stations in Würzburg and Munich decreased from 277.6 kilometers (old route via Ansbach , Treuchtlingen, Augsburg) to 273.0 kilometers (via Nuremberg and Ingolstadt).

Travel times

For full commissioning on December 10, 2006, the travel time between Nuremberg and Munich in the ICE was reduced from around 100 (with intermediate stops in Augsburg and Pasing ) to 62 minutes (without intermediate stops, individual trains: up to 71 minutes) or 66 to 74 minutes with intermediate stops in Ingolstadt. In the traffic between Munich and Frankfurt / Cologne the travel time is reduced by about half an hour (compared to the route via Stuttgart ). The regular travel times in regional traffic between the two main stations were reduced from two and a half to three to around one and three quarters hours (on the Munich-Nuremberg Express ).

Capacity, operational management

The new line between Nuremberg and Munich provides two to three independent walkways, a total of at least four tracks. This has significantly improved capacity and operational flexibility in the event of a fault. In the area of ​​the new line, there is also extensive segregation , an operationally desirable separation between (fast) passenger and (slow) freight traffic. Furthermore, there is no need to change the direction of travel in Nuremberg for long-distance trains running between Würzburg via Nuremberg to Munich .

Traffic relocation Augsburg / Ingolstadt

Connection to Augsburg in comparison
(weekday, long-distance traffic connections free of changes in each direction)
relation Summer timetable 2006
(until December 9, 2006)
Annual timetable 2007
(from December 10, 2006)
Munich – Nuremberg
(continue towards Leipzig / Berlin,
Frankfurt or Hanover)
(opposite direction: 19)
(opposite direction: 8)
Munich – Würzburg
(via Ansbach [without stop],
continue towards Hanover)
7th 4th
Traffic via Ingolstadt in comparison
(weekday, long-distance traffic connections free of changes in each direction)
relation Summer timetable 2006
(until December 9, 2006)
Annual timetable 2007
(from December 10, 2006)
Munich – Nuremberg
(continue towards Leipzig / Berlin,
Frankfurt or Hanover)
(all with a stop in Ingolstadt)
(with a stop in Ingolstadt: 22)
Nuremberg – Munich
coming from Leipzig / Berlin, Frankfurt or Hanover)
(all with a stop in Ingolstadt)
(with a stop in Ingolstadt: 22)

While the majority of long-distance trains between Munich and Nuremberg or Würzburg previously ran via Augsburg, many ICE trains took the faster route via Ingolstadt after the line was fully operational. As a result of this shift of ICE traffic to the new line, the connections between Augsburg and Nuremberg or Würzburg as well as between northern Bavaria and Bavarian Swabia , Upper Swabia and the Lake Constance area deteriorated and led to longer travel times.

When the timetable changed in December 2006, Augsburg lost 30 of the previous 120 daily long-distance traffic stops. At the same time, the transport offer between Munich and Berlin was reduced from a two-hour to an hourly cycle, with three to four daily pairs of trains running on this line via Augsburg.

The Allgäu-Franken-Express was set up as the new regional express to replace the ICEs that were no longer available between Nuremberg and Augsburg . The trains run between Nuremberg and Augsburg in an ICE-like journey time (around 70 minutes), sometimes with extensions to Oberstdorf , Kempten or Lindau .

Due to construction work between Munich and Ingolstadt, between December 2010 and 2013, 30 percent more long-distance trains in north-south direction have been running via Augsburg. Since then, there has been an almost hourly travel option from Augsburg with long-distance trains in the direction of Berlin or Hamburg.

On weekdays, Regional Express trains also run between Nuremberg and Augsburg (every hour continuously or with a change in Treuchtlingen) with a journey time of around 110 minutes. On Saturdays, Regional Express trains run at a compressed two-hour cycle, on Sundays at a two-hour cycle without a compressor. Furthermore, since December 2006 there has been a two-hour cycle every weekday with a change in Ingolstadt ( Munich-Nuremberg Express ) with a travel time of around two hours.


On March 7, 2007, the ADAC awarded Deutsche Bahn the 2006 Mobility Prize for the high-speed line.


The route has been used by long-distance trains since May 28, 2006, and by regional trains of the Munich-Nuremberg Express and the Allersberg Express since December 10, 2006 .

The route is suitable for freight trains weighing around 900 t and around 600 m in length, but is not used by freight trains (as of 2015). Freight traffic can generally be carried out on the route if there is no passenger traffic on the route during this time (no encounter between goods and fast passenger trains). However, freight trains are prohibited by the Deutsche Bahn network statement (SNB) (as of: 2011 timetable). In Germany, passenger and freight trains are generally not allowed to meet in tunnels at speeds over 250 km / h. This regulation was made more concrete in 1998 in an agreement between the railways, the Ministry of Transport and the Federal Railway Authority. Accordingly, such encounters are technically (not only in terms of the schedule) excluded. Such a technical solution was not yet available for commissioning. In 1999 the operating program provided for a total of 80 freight trains per day. The line is to be equipped with ETCS, which would enable the safe separation of passenger and freight traffic, after 2017. A feasibility study on the widespread introduction of ETCS, presented in September 2018, recommends equipping the line with ETCS by 2025. According to information from the end of 2019, the ETCS equipment of the new and upgraded line is now planned to be completed by 2023.

In August 2011, Deutsche Bahn AG announced that it would fix the equipment of leading vehicles with liner train control as a network access criterion for the new line. After the Federal Network Agency had refused this in January 2012, DB Netz AG raised an objection, against which a complaint, again filed by the authority, was unsuccessful.

According to Deutsche Bahn, the number of passengers on the route increased by 60 percent in the first four years of operation.

Long-distance transport

An ICE 1 leaves the Schellenberg tunnel just before the Kinding train station

The new line will be used in the 2010 annual timetable by the ICE lines

  • Munich – Nuremberg – Frankfurt (Main) –Köln / Essen (–Dortmund) (Line 41, every hour, with gaps in the ICE 3 )
  • Munich – Nuremberg – Kassel – Hanover – Hamburg / Bremen (line 25, every hour, with gaps in intervals, ICE 1 , ICE 2 )
  • Munich – Nuremberg – Leipzig – Berlin (–Hamburg) (Line 28, every hour, with gaps in intervals, ICE T )

drive on. In the 2007 timetable year, an ICE Sprinter ran on the route from Cologne to Munich on weekdays; the IC 2410 / IC 2411 Mittenwald – Berlin intercity train pair (timetable route F20) used the route on Saturdays . These have been running as ICE since the timetable change in December 2007. Individual long-distance trains will continue to run via Augsburg, so that there are "holes" in the timetable .

With the timetable change in December 2006, the previous, compressed two-hour cycle on ICE lines 28 and 41 was increased to a largely hourly cycle (with individual cycle gaps). Since then, there has been a half-hourly service between Nuremberg and Munich.

In the period from December 2006 to June 2007, the number of passengers increased by 22 percent in long-distance traffic between Munich and Nuremberg. In 2007, the first year with a full operating program, the number of passengers between Nuremberg and Munich increased by around 30%, and in 2007 around six million passengers use the new route. Before the line went into operation, Deutsche Bahn anticipated growth rates of 30 to 40 percent within three years. According to Deutsche Bahn, the new and upgraded route had increased the number of passengers by 60 percent by 2010.

Regional traffic

Munich-Nuremberg Express between Offenbau and Euerwangtunnel
München-Nürnberg-Express leaves
Allersberg in the direction of Ingolstadt.

The new line has also been used for local rail passenger transport since December 2006. The Munich-Nuremberg Express runs every two hours between Nuremberg and Munich . These trains are of modified intercity cars and locomotives of the 101 series formed. It is currently the only regional train in Germany that can travel at speeds of up to 200 km / h and the first to travel the full length of a German high-speed new line.

There is also a regional train shuttle service between Nuremberg and Allersberg , the Allersberg Express . On weekdays there is an almost hourly service, on weekends five pairs of trains are offered daily. The regional trains were originally driven with class 111 or 112 locomotives and n-wagons , with a maximum speed of 140 km / h, today former long-distance wagons also run with class 101 locomotives.

Both regional transports have been provided by Deutsche Bahn since December 2006 for an initial seven years and then put out to tender for ten years. The annual mileage is 1.7 million kilometers. According to the railway, around 70 people are involved in handling regional traffic.

Around 5000 travelers use the Munich-Nuremberg Express service every day. Around 700 passengers use the seven bus routes in Allersberg and the two newly established bus routes in Kinding every working day.

From June 2020, a line of the Nuremberg S-Bahn between Nuremberg and Allersberg is to run over the route with the S5 .

Driving speeds

New line

The start of the 300 km / h section near Ingolstadt, in the direction of Nuremberg, with ICE 3

The new line can be traveled between the route kilometers 14.2 (near Feucht ) and 83.7 (north of the Audit Tunnel near Ingolstadt) at 300 km / h as planned. In the direction of Munich, the ICE 3 usually reach this speed with full traction in the area of ​​the Allersberg station (km 25), in the direction of Nuremberg in the Irlahll tunnel.

An ICE 3 double traction enters the Schellenberg tunnel at 300 km / h.

The exit in Nuremberg main station (km 100.6) takes place at up to 80 km / h on the platform, then 100 km / h. From the height of the S-Bahn station Nürnberg-Gleißhammer (route km 98) 130 km / h can be driven. From Nürnberg-Dutzendteich (route km 97) the maximum speed limit is 160 km / h, from km 94 it is 200 km / h. After the Reichswald junction (km 9.8 of the new line), the maximum speed is 280 km / h. After a bend, the 300 km / h section begins at km 14.2.

This section ends at km 83.7. A curve begins here that leads into the Audit Tunnel. Here you can drive at 160 km / h, and 130 km / h from the exit signal at Ingolstadt Nord station. The LZB ends at 87.8 km before the Danube is crossed at up to 130 km / h. About a minute later, a train arrives at Ingolstadt main station (160 km / h speed). The specified travel speeds apply accordingly in a northerly direction of travel.

Since the timetable change in December 2009, ICE 1 and ICE 2 trains have generally been running at a maximum speed of 280 km / h on the route. Previously, most of the trains ran at a maximum of 250 km / h; isolated pairs of trains were allowed to travel 280 km / h.

Between mid-October and mid-December 2008, the maximum speed on the new line was reduced to 250 km / h. This enabled more (and less structurally stable) vehicles to be used in replacement ICE-T traffic on the route. After damage to the rail fasteners, the maximum speed was reduced to 160 km / h for several days in early February 2010. As a result, there were delays of up to ten minutes.

On August 4, 2011, a Velaro D multiple unit reached a speed of 352 km / h during a test run in Kinding station.

Upgraded line

Since December 10, 2006, a speed of 200 km / h can be achieved on the 29-kilometer section between Obermenzing and Petershausen. The rest of the route is mostly driven at 160 km / h, only between Munich main station and Obermenzing (up to 120 km / h) and in Pfaffenhofen (150 km / h) the maximum speed is reduced. This enables a journey time of 35 minutes between Munich main station and Ingolstadt main station.

Travel times

With a scheduled average speed from main station to main station of around 185 km / h, the potential of the route, which is largely suitable for 300 km / h, was not yet exhausted in the 2006 summer timetable. With good operational conditions in the area of ​​the new line, it was possible to make up for a five-minute delay with rapid acceleration and braking.

These buffers were reduced with the 2007 annual timetable. The shortest travel times in the timetable are 27 or 28 minutes between Nuremberg and Ingolstadt (193 or 200 km / h average speed) and 62 minutes between Munich and Nuremberg (165 km / h average). The shortest possible travel time between the two largest cities in Bavaria is around 55 minutes (ICE-3 half-train, good rail conditions). In the 2016 summer timetable, the shortest scheduled journey time between Nuremberg and Ingolstadt is 27 minutes and between Nuremberg and Munich 62 minutes.

Technical equipment

New line

Transition at the Reichswald junction (route km 11.5) between slab track (front) and conventional ballast superstructure (rear)

The superstructure of the new line is consistently designed as a slab track. The systems included are Rheda 2000 (route km 11.5–13.6 and 48.6–84.6), precast slabs from Max Bögl (km 13.6–48.6) and Rheda classic in trough construction (km 84, 6–86.6 - Auditunnel) are used. Only the platform tracks of the stations as well as the leads to the new section in Nuremberg and Ingolstadt were built using conventional ballast sleepers. The new line is, besides Cologne – Rhine / Main , the only German line on which the eddy current brake of the ICE 3 is used as a service brake.

The control and safety technology of the line is controlled by electronic interlockings in Nürnberg-Fischbach and Ingolstadt Nord, which are remotely controlled from the Munich operations center. In addition, three decentralized signal boxes (ESTW-A) were set up in Allersberg, Lohen and Kinding. Between Nuremberg-Gleisshammer and the Danube Bridge Ingolstadt route is with automatic train- type LZB L72 CE II equipped (for commissioning first CIR ELKE I, later on CIR-ELKE II). Fixed light signals could therefore largely be dispensed with in the new building section. A point-based train control system with a total of 47 Ks signals was installed as a fallback level, only used by the Allersberg Express in the direction of Nuremberg over a length of two km as planned ; These are located in the area of ​​the train stations, the Reichswald junction and the Lohen block. Communication between the dispatcher and the driver takes place entirely via digital train radio . Numerous base stations of the public GSM - mobile communications (except O₂ ) - including tunnel radio systems - ensure in handy reinforced car a continuous reception.

Noise protection wall made of concrete elements

For the energy supply , 2,000 catenary masts each hold a total of 211 kilometers of magnesium- alloyed contact wire and bronze suspension cable. The Re 330 DB catenary system is used with a 65-meter support point spacing, separate post-tensioning of the suspension cable and contact wire (21 kilonewtons and 27 kilonewtons of tension force) and a constant contact wire height of 5.30 meters. In addition, around 150 km of return cable and 75 km of reinforcement lines have been installed. For this purpose, new substations were built near Mörlach and Denkendorf (south portal of the Irlahll tunnel) . They are supplied via two newly built traction power lines, each 13 kilometers in length, from the Neumarkt in der Oberpfalz –Nürnberg traction power line . The energy supply is controlled from the central switching point of DB Energie in Nuremberg.

After aluminum noise barriers on the Cologne – Rhein / Main high-speed line did not withstand the 300 km / h trains without damage, concrete walls were used on the Nuremberg-Ingolstadt line. The specially monitored track procedure applies to eight sections of the upgraded line (22.7 kilometers total length) and 14 areas of the new line (13.6 kilometers total length) .

In December 2006, Deutsche Bahn tendered the equipping of the new and upgraded line with ETCS Level 2 . Commissioning was planned for the timetable change in December 2009 at the latest. Options included relocating the operating equipment to the Munich operations center, measuring sections of the route and providing a test and acceptance vehicle. It is one of five projects in an ETCS migration strategy adopted in 2003 that should be implemented by 2009/2010.

ETCS is initially to be used in parallel with the existing train control systems (LZB and PZB). The nine million euro contract was awarded in March 2009 (according to another source in November 2008) and includes two radio block centers and around 1000 balises. For the first time, a speed of 300 km / h should be achieved under ETCS Level 2. In 2011, Deutsche Bahn expected the line to be equipped with ETCS in 2017. Due to the lack of electronic interlockings, the section between Ingolstadt Nord and Reichertshausen will not be equipped with ETCS until later. At the request of the Federal Government, this and other ETCS projects were postponed in favor of the German Unity Transport Project No. 8 and the Freight Transport Corridor A. The planning is currently being revised (status: 2014). In addition, a necessary set of rules was still pending in 2012, the necessary blackout of signals had not yet been implemented. In preparation for the ETCS equipment, the high-speed line was planned with an increased GSM-R level throughout .

The hot runner and jammed brake detection systems on the new line are to be relocated, and new ESTW module locations and new signals are to be installed in Sperberslohe and Stammham. The contract was awarded at the end of 2014 for 7 million euros. Commissioning is planned for March 2016. As a result of the work, travel times were extended by between 15 and 40 minutes.

Safety concept of the new line

Escape stairs over an earth wall
Emergency exit from the driving tunnel

A safe rail operation is ensured by a variety of measures. In high-speed traffic, further measures are taken to avoid accidents, for example through continuous train control , safety switches and the avoidance of level crossings . Building on this, the safety concept was further developed on the most recent new German railway line.

Exceptional approval for 300 km / h operation

Special safety requirements result from the line's top speed of 300 km / h. This deviation from the legally permissible maximum speed of 250 km / h ( § 40 No. 2 S. 1  EBO ) is made possible by an exception permit from the Federal Ministry of Transport (according to § 3 Paragraph 1 No. 1 EBO), which is subject to special safety requirements connected is.

In the safety concept, special attention is paid to the nine tunnels on the line in the section between the Allersberg and Ingolstadt Nord stations. In accordance with the tunnel guidelines of the Federal Railway Authority , all tubes, with the exception of the audit tunnel, were laid with a longitudinal incline. If necessary, trains can roll out independently even without a drive, and smoke can be extracted better in the event of a fire due to the chimney effect .

Further measures should facilitate self-rescue. All tubes were equipped with tunnel safety lighting. The longitudinal spacing of the lamps on both sides is 18 meters, and the power supply is redundant . In addition, escape routes at least 1.60 meters wide were built next to the tracks. Handrails , direction arrows (distance: 25 meters) and signs (125 meters) also point the way to a total of 29 emergency exits . They were erected at a maximum distance of one kilometer and are equipped with locks and (some) collection rooms. From there, 25 (slightly inclined) tunnels and 13 shafts (via spiral stairs ) lead into the open air in the longer tunnels .

To support external rescue, rescue areas of 1,500 square meters as well as extinguishing water tanks with a volume of 96 cubic meters were built at the tunnel portals . The rescue tunnels (total length: 8.1 kilometers) are partially accessible with road vehicles; the shafts up to 49 meters high (total height: around 300 meters) were provided with elevators from a height of 30 meters . In the tunnel there are, among other things, a dry extinguishing water pipe, BOS radio , emergency telephone and energy extraction points. There were no tunnel rescue trains.

lighting in the Euerwangtunnel
Motorway access over the route with cargo drop restraint system

As part of the so - called self - rescue concept , train attendants deployed on high-speed routes are instructed in the basics of fire fighting, emergency brake operation and evacuations. In April 2007, the Kipfenberg fire brigade was also given a training facility for tunnel fires. For the first time on a German high-speed route, the responsible fire brigades can also practice outside the tunnel (which is only available during the nightly closed break).

Although the route was also designed for light, fast freight trains, freight traffic is not permitted by Deutsche Bahn AG. In addition, the tunnels may only be used by passenger trains that are pressure-proof and equipped with an emergency brake override (the Allersberg-Express, which is not covered by this regulation, only runs in the tunnel-free northern section). Furthermore, the structural strength must be able to withstand 300 km / h vehicles (especially in tunnels) and fire protection level  2 (according to DIN 5510) must be achieved. Toilet systems must be closed.

In the bundling areas with the A 9, special precautions had to be taken to prevent vehicles leaving. Where road and rail are particularly close together, earth walls two to three meters high were raised and reinforced guard rails were installed. Load- dropping restraint systems (LARS) were also installed at particularly critical points and all overpasses of the motorway junctions along the route - three-meter-high steel planks to protect against parts of cargo falling onto the route.

Unless the access is otherwise given (e.g. via the partly parallel motorway), accesses to the tracks were built at a maximum distance of one thousand meters along the route. Vehicles can be brought up to at least 200 meters to the track system via driveways. In the case of one-sided entrances, turning options were created. Stairs 1.60 meters wide were laid over earth walls.

Particularly after the ICE accident in Eschede (1998), the safety measures were significantly tightened - shortly before the opening, a two-tube solution for some tunnels was even discussed. Numerous changes to the rescue concept led to considerable additional costs.

Upgraded line

High noise barriers on both sides at the beginning of the high-speed section in Munich-Obermenzing (km 7)
The level crossing in Reichertshofen (km 71.5) was one of the last two level crossings on the upgraded line (March 30, 2007)

The last two level crossings on the upgraded line, at Reichertshofen (km 71.5) and in the south head of Pfaffenhofen station (km 48.8), were replaced by railroad overpasses in 2013 and 2014. A total of 43.2 kilometers of noise protection walls with heights between 1.5 and 5.0 meters above the top of the rails were planned.

The route is continuously equipped with H / V and Ks signals , between the route km 6.8 and 38.7 also with LZB . The southern section of the line, between Reichertshofen and Dachau - but without the Pfaffenhofen, Reichertshausen and Dachau stations - has been controlled by an electronic signal box from the Munich operations center since 2006. The rest of the route is controlled by signal boxes along the route by local dispatchers . GSM-R has been used continuously since June 2007 for communication between the train and dispatchers .


  • Horst Weigelt , Bernd Honerkamp (edit.): High-speed railway axis Nuremberg – Ingolstadt – Munich - new infrastructure with cutting-edge technology . Eurailpress, Hamburg 2006, ISBN 3-7771-0350-0 .
  • Wolfgang Zängl: Bankruptcy at high speed - Documentation on the construction of the Nuremberg – Ingolstadt – Munich ICE line. Bund-Naturschutz-Service, Lauf an der Pegnitz 2001, ISBN 3-9805656-6-1 .
  • Jürgen Seiler: The major NBS Nuremberg – Ingolstadt project before completion - commissioning . In: Eisenbahntechnische Rundschau , issue 1/2006.
  • Alex Dworaczek, Jörg Schurig, Olaf Niermeyer: Three - five - seven - that's a world record . In: Eisenbahn-Revue , issue 1/2007, p. 17 ff.

Web links

Commons : high-speed route Nuremberg – Ingolstadt – Munich  - collection of images, videos and audio files
  • OpenRailwayMap with route, permissible speeds and some operating points and signals

Individual evidence

  1. a b c d e f g h i j k Planungsgesellschaft Bahnbau Deutsche Einheit mbH (publisher): Nuremberg – Munich in one hour . Nuremberg, November 30, 1999 (similar version from January 1999 as PDF file , 2.3 MiB), pp. 3–5, 7, 8, 11.
  2. a b c d German Bundestag: Answer of the federal government to the small question of the MPs Sabine Leidig, Eva Bulling-Schröter, Herbert Behrens, other MPs and the parliamentary group DIE LINKE. - Printed matter 17/3021
    Rail freight traffic on the new Nuremberg – Ingolstadt and Wendlingen – Ulm lines
    (PDF; 96 KiB) Printed matter 17/3311 of October 14, 2010, p. 2.
  3. DB Netze - Infrastructure Register
  4. Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
  5. Trans-European Transport Network - TEN-T - priority axes and projects 2005 . Brochure of the European Commission, Directorate-General for Energy and Transport, of October 24, 2005, p. 15 f.
  6. a b German Bundestag (ed.): Transport investment report for the reporting year 2012 . Informed by the Federal Government (=  printed matter . No. 18/580 ). Bundesanzeiger Verlagsgesellschaft mbH, February 18, 2014, ISSN  0722-8333 , p. 91–94 ( bundestag.de [PDF; 66.2 MB ; accessed on May 12, 2017]).
  7. a b Federal Audit Office (Ed.): Comments 2007 on the budget and economic management of the federal government . (PDF file; 1.5 MiB), p. 27.
  8. ↑ Train path price software 2011 (as of October 2010) ( Memento of May 13, 2012 in the Internet Archive ) of DB Netz AG ; Information between NN (Nürnberg Hbf) and MIH (Ingolstadt Hbf): Sum of the F-plus sections 27.871 kilometers between Ingolstadt Nord and Kinding and 49.489 kilometers between Kinding and the Nürnberg Reichswald branch
  9. ^ New ICE and upgraded Nuremberg - Munich line - status of construction work in June 2005 Information sheet from DB ProjektBau, Nuremberg.
  10. ^ A b c d e f New Nuremberg – Munich line: Federal railway for route via Nuremberg . In: Die Bundesbahn , edition 10/1991, p. 818.
  11. a b c d e Weigelt (2006), p. 12f.
  12. a b Horst Weigelt: Origin, function and use of the new construction / expansion line Nuremberg – Munich. In: Railway technical review . 52, No. 4, 2003, pp. 192-201.
  13. Weigelt (2006), pp. 109 f., 120.
  14. Weigelt (2006), p. 116.
  15. ^ Gerhard Fiedler: NBS Nürnberg – Ingolstadt - systematics of implementation planning. In: Railway technical review . 49, No. 7/8, 2000, p. 505.
  16. Weigelt (2006), p. 103.
  17. a b c d e f g h i j k l m n Horst Weigelt , Peter Nußberger: New Nuremberg – Ingolstadt line from concept to groundbreaking . In: Eisenbahntechnische Rundschau , vol. 43 (1994), July / August, pp. 479-488.
  18. a b c d e f Track price software 2011 (status: October 2010) ( Memento from May 13, 2012 in the Internet Archive ) of DB Netz AG
  19. Determined by adding the values ​​of 170 and 62 kilometers on the linked pages
  20. a b Distance between the main train stations in accordance with the Wikipedia articles to Nuremberg Central Station (coordinates: 49 ° 26 ′ 47 ″ N, 11 ° 4 ′ 55 ″ E) and Munich (coordinates: 48 ° 8 ′ 27 ″ N, 11 ° 33 ′ 18 ″ E ) calculated with Bayern3D 1.5.10 from MagicMaps .
  21. a b c d e f g h i j k l m n o p q Weigelt (2006), p. 14 ff.
  22. The train of the future leaves Swabia behind . Augsburger Allgemeine, May 12, 2006.
  23. a b Message New high-speed section . In: Eisenbahntechnische Rundschau , April 1981, p. 270.
  24. a b Weigelt (2006), p. 18 f.
  25. Train path price software 2007: 25,584 m between Nürnberg Hbf and Roth (long-distance railway) compared to 31.8 km.
  26. ^ Rüdiger Block: On New Paths. The new lines of the Deutsche Bundesbahn . In: Eisenbahn-Kurier Special: High-speed traffic . No. 21, 1991, excluding ISSN, pp. 30-35.
  27. Christian Woelker: Federal Transport Infrastructure Plan '80: The rail is catching up . In: Wolfgang Vaerst , Peter Koch (ed.): Yearbook of the Railway System, Vol. 31, Hestra-Verlag, Darmstadt 1980, pp. 30-36, ISBN 3-7771-0160-5 , ISSN  0075-2479 .
  28. Bundesverkehrswegeplan 1985 , DB rail network (p. 20).
  29. a b c d Response of the Federal Government to the minor question from the MPs Dr. Anton Hofreiter, Winfried Hermann, Peter Hettlich, other MPs and the Alliance 90 / THE GREEN faction cost overruns in construction projects of Deutsche Bahn AG (PDF; 122 KiB) Printed matter 16/4783 of the German Bundestag from March 2, 2007.
  30. a b c All ICE route plans Nuremberg – Munich at a glance . In: Nürnberger Zeitung , August 11, 1987.
  31. Sven Andersen: The case of NBS Nuremberg - Ingolstadt . In: Eisenbahn-Revue International . Issue 3/2006, ISSN  1421-2811 , pp. 148-151.
  32. a b c Bavarian Administrative Court, judgment of January 10, 1997, Az. 20 A 96.40052, 20 A 96.40068, 20 A 96.40073 and ruling on Az. 20 AS 96.40069, 20 AS 96.40074; common version as PDF (56 pages) from the library of the Bavarian Administrative Court, Ansbach; P. 4. f.
  33. ^ Judgment and order of the Bavarian Administrative Court of January 10, 1997 (see above), page 33.
  34. ^ Report of the Federal Railways applying for spatial planning for the new Nuremberg – Munich line . In: The Federal Railroad . No. 9, 1989, pp. 807 f.
  35. a b c Bavarian Administrative Court, judgment and order of March 29, 1996, Az. 20 A 94.40029, 20 A 94.0135, 20 AS 94.40136 and 20 AS 95.40100. PDF (18 pages) from the library of the Bavarian Administrative Court, Ansbach.
  36. Federal Transport Infrastructure Plan 1992, p. 35.
  37. German Bundestag: Answer of the federal government to a small question (...): Saving possibilities through new routing of railways for high-speed traffic taking into account the tilting train technology. (PDF; 335 KiB) Printed matter 13/2130 from August 10, 1995.
  38. ^ Judgment of the Bavarian Administrative Court of January 10, 1997 as well as e-mail information from Dr. Martin Vieregg from March 19, 2007.
  39. Incorrectly calculated . In: Der Spiegel . No. 30 , 1994, pp. 16 ( online ).
  40. a b c d e f g h i Heinz-Dietrich Könnigs: From 2003: From Nuremberg to Munich in one hour . In: Eisenbahntechnische Rundschau , 48 (1999), issue 4, p. 216.
  41. a b “Only see problems” . In: Roth-Hilpoltsteiner Volkszeitung . March 9, 1992, ZDB ID 1264431-6 .
  42. a b c German Bundestag (ed.): Answer of the Federal Government to a small question from the Member of Parliament Dr. Klaus-Dieter Feige and the BÜNDNIS 90 / DIE GRÜNEN group: Economic efficiency of the "ICE new routes" - printed matter 12/8381 . (PDF; 262 KiB) Printed matter 12/8476 of September 12, 1994.
  43. ^ New ICE and upgraded Nuremberg - Munich line - data and facts information sheet from DB ProjektBau, Nuremberg, from September 22, 2005.
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This version was added to the list of articles worth reading on July 19, 2007 .