Main line (S-Bahn Munich)
Coordinates: 48 ° 8 '8.6 " N , 11 ° 32" 44.2 " E
The S-Bahn main line Munich (formerly also V-Bahn or connecting line ) is an 11 km long west-east connection of the S-Bahn Munich between the Pasing station and the Ostbahnhof . The centerpiece is a 4.343 km long tunnel between Hackerbrücke and Ostbahnhof under Munich city center, which was opened on April 28, 1972. The western above-ground part of the main line emerged from the suburban railway from the main station to Pasing, which was built from 1894 to 1895 .
With the exception of the S 20, all S-Bahn lines run over at least part of this route. With 30 trains per hour in each direction on the tunnel route during rush hour, it is the busiest double-track railway line in Germany. According to Deutsche Bahn, the route is one of the biggest bottlenecks in the company's network.
The second trunk line has been under construction since April 2017 .
history
Suburban train
In order to separate long-distance and suburban traffic, the Royal Bavarian State Railways began building their own suburban tracks in the beginning of the 1890s in the approach to Munich Central Station . On August 30, 1894, the double-track suburban railway from the Starnberg wing station of the Centralbahnhof to the newly built Laim passenger station with a length of 4.11 km went into operation. On May 1, 1895, the Bavarian State Railways put the double-track 3.10 km extension of the suburban railway to Pasing station into operation. On September 1, 1895, between the Centralbahnhof and Laim, the new Munich Centralwerkstätte stop was opened south of the Centralwerkstätte , which was named Munich Main Workshop in 1920 .
On May 1, 1900, the Bavarian State Railways extended the suburban railway, parallel to the Munich – Starnberg line , from Pasing to Planegg and, on October 1, 1902, to Gauting .
In the course of the electrification of the Munich rail hub, the Deutsche Reichsbahn started electrical operation on March 16, 1925 on the suburban railway from Munich Central Station to Gauting.
From the end of the 1960s, the suburban railway between Hackerbrücke and Pasing station was expanded for the planned S-Bahn service to the western section of the main line. The Laim and Hauptwerkstätte stations were equipped with new 76 cm high platforms and the Hauptwerkstätte stop was renamed Donnersbergerbrücke in Munich on May 23, 1971 . The German Federal Railroad built to April 1972 links to the railway lines Munich-Ingolstadt and Munich-Regensburg , which branched off from the main line at extended on three tracks passenger station Laim. The new Munich Hackerbrücke S-Bahn station was built in front of the western tunnel entrance . The old above-ground introduction of the suburban railway into the Starnberg wing station was shut down with the opening of the main line.
Planning and construction of the trunk line tunnel
Even before the Second World War , the Reichsbahn had plans to connect the main station with the east station by a tunnel and a bridge over the Isar.
These plans were taken up again from 1954 by the Federal Railroad . After there were ideas for an east-west sub-paving railway, the Federal Railway published an expert report on November 1, 1955, which favored the S-Bahn. In 1959 it was announced that a 4.2 km long tunnel, the connecting line, abbreviated as V-Bahn, would be planned. As planned by the Reichsbahn, this was to be carried out from the east to the main train station. The examination commission commissioned in 1959 also came to the conclusion in 1963 that the route for the planned connecting line should be handed over to the Deutsche Bundesbahn. A north-south tunnel section of the underground was supposed to connect to the connecting railway at Marienplatz . In a city council resolution on July 10, 1963, the construction of the connecting railway and on January 29, 1964 the construction of an adjoining underground railway was approved.
On September 16, 1965, the federal government , the Free State of Bavaria , the state capital Munich and the Deutsche Bundesbahn signed the contract for the financing and construction of the Munich S-Bahn, including the main line. After the 1972 Summer Olympics were awarded to Munich on April 26, 1966 , the construction work was under enormous time pressure. The four-kilometer trunk line tunnel had to be operational for the Olympic Games in Munich, i.e. within six years.
On June 15, 1966, the first impact to build the trunk line tunnel was made on the occasion of the start of the Munich S-Bahn construction in Arnulfstraße opposite the Starnberg wing station . The plans made by the Deutsche Bundesbahn from 1963 onwards were completed beforehand. During the construction period , around two million D-Marks were raised each month to build the tunnel. The main route was divided into eight sections . A total of 200 to 50 meters deep bores at a distance of 25 meters were carried out. In addition, the groundwater level of 330 groundwater levels had to be checked during construction . The sections Hackerbrücke – Karlsplatz and Ostbahnhof – Rosenheimer Platz were built using an open construction method with girders and diaphragm walls . The Isar and some of the buildings in section 7 were crossed under with the help of a shield drive so that no excavation pits were necessary. Since the groundwater level in Munich is relatively high, the remaining sections between Isartor and Karlsplatz (Stachus) had to be constructed using a closed construction method to prevent the groundwater from penetrating. The S-Bahn stations at Karlsplatz and Marienplatz were built by the City of Munich together with the U-Bahn stations . Before and after the Isar crossing, a weir chamber gate with a weight of 25 tons was installed to prevent flooding of the remaining trunk lines and the first trunk line of the subway in the event of water ingress . The tunnel stations were designed in five different colors for better recognition. The platform height of 95 centimeters made height-free access to the S-Bahn trains possible.
The construction costs of the trunk line tunnel were estimated in May 1969 at 358 million DM. In the end, the construction of the main line cost a good DM 900 million. If inflation and currency conversion are included, that corresponds to around one and a half billion euros in 2018.
On February 25, 1971, the topping-out ceremony was celebrated in the main line's tunnel. After a few test drives, the official opening of the tunnel took place on April 28, 1972. On the same day, shuttle trips between the main and east stations with the new 420 series vehicles were introduced as a trial run . From May 1, 1972, the shuttle trains drove to the Hackerbrücke.
S-Bahn operation
On May 28, 1972, regular operations on the main line and in the entire S-Bahn network began. Initially, due to a lack of vehicles, it was only possible to offer a 40-minute cycle on the lines of the outer branches, which was condensed to 20 minutes in sections.
Three months after the premiere in 1972, the then German President Gustav Heinemann opened the 1972 Summer Olympics in Munich. During the Games, in addition to the existing S-Bahn lines, two special S-Bahn lines, the so-called Olympialinien, were used via the Nordring to the Olympiastadion station, which was closed in 1988 .
After the four-track expansion of the Donnersbergerbrücke station and the construction of a crossing structure between this station and the Hackerbrücke, both of which went into operation on May 20, 1979, and the completion of the 260 m long Südring tunnel between Heimeranplatz and Donnersbergerbrücke, on June 1, 1981 the previously called S 10 line to Wolfratshausen will be fully integrated into the S-Bahn system as the S 7.
In 1989, individual S-Bahn trains ran on a trial basis with Dutch double-decker cars on the main route. Despite the fact that the test was satisfactory, the use of the S-Bahn was refrained from, particularly due to the long passenger switching times in rush hour traffic.
In order to introduce a 10-minute cycle on several outer branches , the control and safety technology of the line was upgraded so that 30 trains per hour can run over it. This was put into operation on December 5, 2004.
The Hirschgarten stop was the first new stop to be built since the introduction of the S-Bahn along the main line on December 13, 2009.
In order to ensure operational stability in the winter months and to increase fire protection , the 27 points on the main line were equipped with heaters in 2012 and 2013 and fire protection measures were implemented in the tunnel stations. The main route was blocked several times for this purpose.
In August 2019 and August 2020, the underground stations on the route will be upgraded for fire protection during weekend closures for a total of six million euros.
S-Bahn station Hauptbahnhof (deep) with S-Bahn
Hirschgarten stop opened in 2009
.JPG)
Route
The main line runs from Pasing north of the long-distance railway tracks to the east. Shortly before the Laim train station, they cross the tracks of the railway lines to Ingolstadt and Landshut. Shortly after Laim station, the main line crosses the tracks from the Laim marshalling yard to the Südring. The main line leads via the Hirschgarten stop to the Donnersbergerbrücke, where the tracks from Solln join the main line. Shortly after the Hackerbrücke , the railway line dips into the trunk line tunnel. Shortly afterwards, the first tunnel station is reached north of the main station under Arnulfstrasse. Between the main station and Karlsplatz , the 476-meter-long route runs under Prielmayerstrasse and crosses the U1 / U2 under the station forecourt . Between Karlsplatz and Marienplatz , the line crosses under Neuhauser and Kaufingerstraße over a length of 748 meters and crosses the U4 / U5 at Stachus , and then crosses the U3 / U6 at Marienplatz . The section between Marienplatz and Isartor is 735 meters long and runs under the valley . On the 939 meter long route between Isartor and Rosenheimer Platz , the Isar, the Museum Island and several buildings are crossed. The route between Rosenheimer Platz and Ostbahnhof is 1056 meters and runs under Rosenheimer Straße. After a left curve, the route rises to the surface again shortly before the Ostbahnhof, where the branch leading out of the tunnel crosses under the route in the direction of Giesing. Here is the steepest gradient of the route with 32 per thousand. The trunk line ends at the Ostbahnhof south of the long-distance railway tracks. The minimum radius in the trunk line tunnel is 285 meters. The maximum speed on the tunnel is 60 km / h, under LZB guidance up to 80 km / h and outside the tunnel up to 120 km / h.
Cross-sections
The clearance profile for the tunnels was derived from the standard profile and the width was reduced from 2.00 to 1.90 m. Single-track and double-track cross-sections are used in the tunnel. The circular tubes of the single-track cross-section have an inner diameter of 6.50 m and an outer diameter of 7.79 m. The double-track cross-section, which is used in the section between Steinsdorfstrasse and Rosenheimer Platz, is at least 8.60 m wide and 6.05 m high (clearance or height), with a protective space of between the two 4.70 m apart tracks 90 cm wide and 2.20 m high.
Train stations
Munich 's three main long-distance train stations are located on the main line: the main train station , the Ostbahnhof and the Pasing train station . Marienplatz, at which trunk line 1 of the Munich subway runs in north-south direction, crosses, is also an important transfer hub in urban transport. The only new construction of a station in the history of the main line was the stop at Munich-Hirschgarten , which opened on December 13, 2009. Since then, the main line has had ten stations. Half of them are designed as tunnel stations . Except for Marienplatz station, these, as well as the Hackerbrücke and Hirschgarten stations, are double-tracked with a central platform . The main station and Karlsplatz (Stachus) stops are also equipped with external platforms . This Spanish solution enables a faster change of passengers by entering via the central platform and exiting via the outer platforms. This is also used at the Marienplatz stop. Here the two main tracks lie one above the other at different heights and are each equipped with two outside platforms. The Laim and Donnersbergerbrücke separation stations have three and four platform edges, respectively. The S-Bahn area of the Ostbahnhof and Pasing (plus platform S 20) comprise five platform edges.
The platforms are 96 cm high and 210 m long. Central platforms with a width of 10 to 12 m have been arranged at the three transfer stations, while 7 to 10 m wide central platforms have been built at the other stations.
business
Most of the main S-Bahn line is only used by class 423 and class 420 trains of the Munich S-Bahn. Only at Donnersbergerbrücke station do regional trains also touch the main line with the BOB trains . Until December 2013, the S 27 also touched the main line on this.
The S 20 does not run on the main line. In Pasing, it drives the Sendlinger Spange, which runs parallel to the main route .
Broad class 420 went to the timetable change in December 2004 on the original route. The lack of LZB safety technology subsequently led to the trains being temporarily withdrawn from service. With the timetable change in 2014, the 420s returned, but were only able to use the main route very sporadically due to the still missing LZB. In the 2014/15 timetable year, only one pair of trains drove on the route on weekdays at night. Since June 2017, scheduled operations of the 420 series on the S 2 and S 4 lines have taken place on the weekend on the main route. At this time, the plan was also made to transfer a further 21 sets from the entire Federal Republic of Germany to Munich and to retrofit these together with the existing 15 units with the LZB in order to be able to use the multiple units flexibly and at the same time to alleviate the shortage of vehicles. From March 18, 2019, the second LZB era of the ET 420 began on the Munich S-Bahn, when the first two trains ran through the main line. Little by little, more freshly retrofitted sets were put into service, so that problem-free use of the 420 series on the main line can now be guaranteed.
The scheduled load on the main line increased from 18 trains per hour and direction (1972) to 24 trains (from 1997) and now 30 trains per hour and direction. The number of trains per day rose from 567 (1972) to 611 (1977) to 971 (1997) and was 950 in 2007.
With the timetable change in December 2016, "Central Opening" was introduced at the stations on the main line: Between 6 a.m. and 10 p.m., the doors of stopping trains open without pressing the door button. This is intended to reduce holding times. The realization cost almost one million euros and took two years to complete.
Timetable symmetry on the main S-Bahn line
In the current annual timetable, the lines run from east to west on the main route in the following order:
S 2, S 6, S 7 (S 8) S 3 (S 2) S 4, S 1, S 8 (S 3) (clock amplifier trains in brackets)
In the opposite direction, the trains run in reverse order. This creates the prerequisite for corner connections . This timetable symmetry was reintroduced with the timetable change on December 12, 2004 after a break of several years. When the Hirschgarten stop went into operation at the end of 2009, there were still slight changes. All lines running over the trunk line have the uniform symmetry time : 00.5. This means that the sum of the arrival minutes of trains and counter-trains on a line is 60.5. Due to the buffer times at the beginning of the trunk line, this is one minute after the symmetry minute on the outer branches.
Control and safety technology
At the end of the 1960s, an S-Bahn cycle of 20 minutes was planned on the outer branches. This resulted in the requirement of a scheduled headway time on the main route of 120 seconds, which would have been compressed to 90 seconds at rush hour, with a buffer of 18 seconds to be guaranteed. Stopping times at the main train station, Karlsplatz and Marienplatz stops were 30 seconds, and at the other inner-city stops 18 seconds. The requirement for the signaling system was therefore to ensure a minimum train headway time of 72 seconds, with train change times of 42 or 54 seconds. A following train should be able to approach a first train stopping at the platform almost completely without any gaps.
As this performance requirement could not be met with a light signal system, driver's cab signaling with line control (LZB) was provided. The system should not only increase performance, but also enable the most economical driving style. In a control center, a computer should calculate the most favorable travel speed for each train based on the line occupancy and transmit it to the driver's cab display device via the line conductor. The LZB should also ensure that only a certain number of trains start at the same time in order to avoid short-term energy peaks.
A light signal system was provided as a fallback level as well as for push-pull trains that were planned in the early years in addition to the 420 series and that were not to be equipped with LZB.
The S-Bahn was already operating on the main line when it went into operation in 1972. This allowed a minimum headway time of 90 seconds and 18 seconds of buffer time. Also in 1972 a track plan pushbutton interlocking (SpDrS60) went into operation.
Up until the end of the 1960s, it was still planned to drive within the braking distance (using the vehicles' automatic end-of-train monitoring). In a second stage, the LZB was to be extended to the entire S-Bahn network and, in the final stage, fully automatic operation with automatic train journeys and automatic control of operations was planned. As a fallback level, a conventional H / V signal system was also installed on the main line , with which the scheduled train headway time of 120 seconds was to be adhered to.
In 1979, the LZB equipment was in operation on 100 class 420 multiple units. With LZB, higher speeds (80 or 120 km / h) were driven on the main route. The system was taken out of service in 1983 due to its low availability and high costs, with little operational benefit. By optimizing the conventional H / V system, a throughput of 24 trains per hour could be achieved even without the use of LZB.
In 1991 the Federal Ministry of Transport commissioned the board of directors of the Deutsche Bundesbahn to increase the permeability of the trunk line by using a line train control system. The aim was to compress three main lines to a 10-minute cycle, corresponding to an increase from 24 to 30 trains per hour and direction.
LZB or ETCS were considered as security technology , either with the retention of the existing relay interlocking and the construction of a new electronic interlocking (ESTW). In the combination of ETCS / LZB with ESTW, a waiver of stationary signals was checked. In 1998 the decision was made in favor of an ESTW with LZB and fixed Ks signals. The implementation with the previous relay interlocking was rejected due to the dependency of the 30 year old and heavily loaded interlocking, the use of ETCS due to the lack of approval and operational readiness of the system. Fixed signals should also be built in as a fallback level in order to avoid driving on sight that is not tolerable for the operational process.
In August 1998 the federal government, the Free State of Bavaria and Deutsche Bahn decided on a so-called 266 million euro package , within the framework of which projects that could be implemented to introduce a ten-minute cycle were decided in the foreseeable future and a financing agreement was concluded at the end of 1998. The main point was the modernization of the control and safety technology between Pasing and Ostbahnhof, including the installation of a line train control. Between 1996 and 2004, eleven specifications were created.
The planning order was placed in 2000, and qualification applications and tenders were made in parallel. Construction planning concepts were carried out in 2001 before the contracts were awarded in 2002. Construction work began on January 11, 2003. The work in the tunnel was carried out as part of 50 weekend closures, each Saturday 8:00 p.m. to Monday 4:00 a.m. Above ground, from the Hackerbrücke to Pasing, there was single-track operation on weekdays between 9:30 p.m. and 4:00 a.m. On August 27, 2004, the ESTW Munich went into operation as part of a 54-hour block on the main line. On the morning of August 30, 2004 the first S-Bahn drove under the new signal box over the main line. LZB vehicle and route software were approved in mid-October. The overall system was approved on October 26, 2004. Trial operation then began under LZB management. After a six-week trial run, regular operations began on December 13, 2004 with 27 trains per hour and direction. The train density was increased from December 2005 to 30 trains per hour and direction.
The area equipped with CIR-ELKE-LZB extends from km 6.3 of route 5540 near Pasing to km 3.7 of tunnel route 5550 just before the Ostbahnhof. The minimum headway time could be reduced to 96 seconds, plus 24 seconds of buffer time . The main reason for this increase in performance lies in the movement of trains in front of or in platform areas. Trains are allowed to move up to the start of the platform while a train in front still stops at the platform. In addition, the maximum speed in the tunnel was increased from 60 to 80 km / h and an optimized handling procedure was introduced. The block division was chosen to be very short with up to 50 m. The route control center is located in an electronic signal box at the Donnersbergerbrücke .
The work extended over a length of 11.7 km and comprised 93 main and multi-section signals, 43 pre-signals, 32 points, 214 axle counting points and 138 speed test devices as well as 345 km of cables. In the tunnel, LED signals were used for the first time in the area of Deutsche Bahn. The tax district of the electronic interlocking (Siemens El S) is divided into two areas and assigned to tax district 3 of the Munich operations center .
Since 2002 in long-distance traffic on the new Cologne-Rhine / Main , used CIR ELKE II was added adapted for the specific conditions of the S-Bahn operation .
Since this technology was only installed in the new trains of the 423 series , regular use of the 420 series in Munich ended in December 2004. The 38 trains of the 420 series, which were relocated from Stuttgart from December 2018 to expand the range of services, will be retrofitted with LZB again.
Expansion plans
The main line is to be relieved by the construction of a second, parallel tunnel, the so-called second main line leading from Laim to the Leuchtenbergring . For this purpose, the Laim station is to be expanded to four tracks. In the direction of Donnersbergerbrücke, both trunk lines are to be connected at no elevation .
As part of the 13-point immediate program for the S-Bahn, the Bavarian State Government is planning to extend the LZB route beyond Pasing station towards the west. This measure has a budget of 10 million euros.
Web links
- Location, course as well as some signals and permissible speeds of the main route on the OpenRailwayMap
Individual evidence
- ↑ a b c d e f g h Willi Lettau: Half time for the construction of the Munich S-Bahn . In: The Federal Railroad . tape 43 , no. 21/22 , 1969, ISSN 0007-5876 , pp. 1073-1088 .
- ↑ "Route 5550" , Eisenbahntunnel-Portal.de, accessed on March 31, 2013
- ^ Regional area south , DB Netz . Retrieved March 25, 2019.
- ↑ Munich celebrates the start of construction on the 2nd trunk line. (No longer available online.) In: deutschebahn.com. Deutsche Bahn, April 5, 2017, archived from the original on April 6, 2017 ; Retrieved April 5, 2017 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ a b Korhammer, Franzke, Rudolph: Turntable of the South . 1991, p. 152 .
- ↑ a b Korhammer, Franzke, Rudolph: Turntable of the South . 1991, p. 155 .
- ↑ Korhammer, Franzke, Rudolph hub of the South . 1991, p. 153 .
- ^ Hugo Bachmann: The Munich S-Bahn . In: The Federal Railroad . tape 46 , no. 7 , 1972, p. 337-354 .
- ↑ Joseph Ströbl: A piece of tunnel could work wonders . In: Süddeutsche Zeitung, issue 292 on December 6, 1956. p. 6.
- ^ A b Reinhard Pospischil, Ernst Rudolph: S-Bahn Munich . Alba, Düsseldorf 1997. ISBN 3-87094-358-0 . P. 35.
- ^ Reinhard Pospischil, Ernst Rudolph: S-Bahn Munich . Alba, Düsseldorf 1997. ISBN 3-87094-358-0 . P. 50.
- ^ Reinhard Pospischil, Ernst Rudolph: S-Bahn Munich . Alba, Düsseldorf 1997. ISBN 3-87094-358-0 . P. 58.
- ^ Süddeutsche Zeitung: In a hurry to the tunnel: A railway for the Olympic Games. April 6, 2017. Retrieved November 18, 2018 .
- ^ Reinhard Pospischil, Ernst Rudolph: S-Bahn Munich . Alba, Düsseldorf 1997. ISBN 3-87094-358-0 . P. 205.
- ↑ Munich S-Bahn celebrates its 35th birthday . In: DB Welt , July / August 2007 edition, South regional section, p. 23
- ↑ Uwe Weiger: New face for an old successful model - the Munich S-Bahn in transition . In: Eisenbahn-Revue International , Issue 1/2001, ISSN 1421-2811 , pp. 37–43.
- ↑ Olaf Bade: The 1993 double-decker coaches . In: Locomotive Report . No. 11 , November 2019, ISSN 0344-7146 , p. 8th f .
- ↑ Information on the trunk line closure in June / July 2012 ( Memento from July 10, 2012 in the Internet Archive )
- ↑ Thomas Saffer, Hans-Jürgen Schmitt: uPva Munich: Construction work during the summer closed breaks in 2019 . In: The Railway Engineer . tape 71 , no. 6 , June 2020, ISSN 0013-2810 , p. 46-49 .
- ↑ Frederik Buchleitner: S-Bahn: 420 gets full-day assignments on tramreport.de, from June 24, 2017, accessed on February 28, 2018.
- ↑ Frederik Buchleitner: S-Bahn: 21 more trains of the 420 series on tramreport.de, from May 1, 2017, accessed on August 16, 2020.
- ↑ Frederik Buchleitner: S-Bahn: LZB-420er in passenger use on tramreport.de, March 19, 2019, accessed on August 16, 2020.
- ^ Georges Rey, Thomas Elk, René Neuhäuser: Incident management of the Munich S-Bahn and proposals for infrastructure expansion . In: Railway technical review . tape 56 , no. 11 , 2007, ISSN 0013-2845 , p. 696-703 .
- ↑ Every second counts - S-Bahn trains now open doors on the main route centrally and automatically. (No longer available online.) In: deutschebahn.com. Deutsche Bahn, December 5, 2016, archived from the original on December 20, 2016 ; accessed on December 18, 2016 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Line changes from December 2009 on bayern-takt.de
- ↑ a b c Otto Wolf: The signal system for the Munich S-Bahn . In: signal + wire . tape 60 , no. 9 , 1968, ISSN 0037-4997 , pp. 141-150 .
- ↑ a b c Klaus Hornemann: Line train control on the Munich S-Bahn. In: Eisenbahn-Revue International . Issue 6/2006, ISSN 1421-2811 , pp. 306-311.
- ^ Ludwig Wehner: Signal system of the S-Bahn Munich. In: signal + wire . 62, No. 11, pp. 200-204, 1970, ISSN 0037-4997 .
- ↑ a b c d e Stefan Köhn, Helmuth Fux: Electronic signal box for the main line of the Munich S-Bahn . In: signal + wire . tape 97 , no. 7 + 8 , 2015, ISSN 0037-4997 , p. 18-20 .
- ↑ a b Heinz Delvendahl: Design of the railway systems and signaling equipment of modern S-Bahn . In: The Federal Railroad . 1969, ISSN 0007-5876 , p. 993-1001 .
- ^ Willi Lettau: Halfway through the construction of the Munich S-Bahn . In: The Federal Railroad . No. 21/22 , 1969, ISSN 0007-5876 , pp. 1073-1088 .
- ^ Eduard Murr: Line train control - current state of development . In: signal + wire . tape 71 , no. November 11 , 1979, ISSN 0037-4997 , pp. 225-232 .
- ↑ a b c d e f g h Klaus Hornemann: New LZB at the Munich S-Bahn . In: signal + wire . tape 97 , no. 9 , 2015, ISSN 0037-4997 , p. 14-20 .
- ↑ Jürgen Burmester: Well equipped for new tasks . In: Bus & Train . tape 40 , no. 1 , 2006, ISSN 0341-5228 , p. 13-15 .
- ↑ Bavarian State Ministry for Economic Affairs, Infrastructure, Transport and Technology: Answer of April 20, 2010 to a state parliament request of February 1, 2010. Printed matter 16/4700 of June 8, 2010, Bayerischer Landtag, Munich 2010, p. 3.
- ↑ Swen Lehr, Thomas Naumann, Otto Schittenhelm: Parallel equipment of the Berlin – Halle / Leipzig line with ETCS and LZB . In: signal + wire . tape 98 , no. 4 , 2006, ISSN 0037-4997 , p. 6-10 .
- ↑ An additional 420 for Munich are rolling . In: Eisenbahn-Revue International . No. 6 , June 2018, ISSN 1421-2811 , p. 284 f .
- ↑ "Infrastructure planning at the Munich railway node" , Bavarian Railway Company (PDF; 3.7 MB), July 17, 2012, accessed on March 26, 2013
- ↑ Written question from the Member of Parliament Thomas Mütze Bündnis 90 / Die Grünen , Bavarian State Parliament of September 6, 2012, (PDF; 17 kB), accessed on March 26, 2013
