Munich–Regensburg railway

The railway line from Munich to Regensburg is a continuous double track electrified main line and developed that connects to 138.1 km Munich Regensburg. In the course book of DB this route is called KBS 930.

• 3.1 frequency of trains past and current
• 3.2 S- Bahn München
• 3.3 freight Transport
• 3.4 Regional traffic from 2010 3.4.1 alex ( ALX )
• 3.4.2 Donau- Isar- Express ( DIEX )
• 3.4.3 Regional train (Munich ) in Freising, Landshut
• 3.4.4 Regional traffic Regensburg ( Agilis )
• 3.4.5 RE Munich -Regensburg ( -Nuremberg )

• 4.1 Current construction 4.1.1 Formation rehabilitation
• 4.1.2 Platform new buildings
• 4.1.3 railway works
• 4.1.4 Überwerfungsbauwerk Neulustheim
• 4.1.5 New links with the Munich U- Bahn network

• 4.2.1 Airport link
• 4.2.2 Other expansion projects

• 5.1 Literature
• 5.2 Notes and references
• 5.3 Further information

Course

The route leaves the Bavarian capital of Munich, first with other routes to the west, then makes a turn to the northeast, travels around the Nymphenburg Palace Park towards Moosach and Feldmoching. We will proceed from there to the north, always to the left along the Isar through the city Unterschleißheim to Freising, then in an arc to the east across the middle center Moosburg a d Isar, where the Amper is crossed, first to the central station of the regional center of Landshut, the capital of Lower Bavaria. Here branch off the routes of Rottenburg and Mühldorf and to Plattling. We will proceed in a stronger pitch northward to after crossing the watershed Danube river Isar at Kläham gradually climbs to lose again and finally reach the capital of Upper Palatinate, the regional center of Regensburg.

From Munich to Freising, the trunk is used as KBS 999.1 by the S1 S-Bahn Munich.

From Munich Hbf to Moosburg station it belongs to the composite area of ​​the MVV, of Eggmühl to Regensburg Hbf to RVV.

History

Construction

The railway line from Munich to Regensburg was built of which was founded on April 12, 1856 "Royal privileged corporation of the Bavarian Ostbahnen " and went into operation in two sections. On November 3, 1858 haul part of Munich was opened up to the head station in Landshut. This was near the banks of the Isar. His reception building on the inside Regensburger Straße was preserved and is now used by the State Construction Office. As of December 12, 1859, the route went further on Geiselhöring to Regensburg.

Together with the lines Nürnberg-Hersbruck/Pegnitz (opened May 9, 1859 ), Hersbruck Schwandorf -Regensburg and Straubing - Geiselhöring who were also opened on 12 December 1859 and Straubing - Passau, opened on 20 September 1860 it formed the basic network of the Bavarian Eastern Railway.

Distance between Landshut and Regensburg is much shorter than in 1873 (start of construction: summer 1870) on August 6 was the route Neufahrn - Eggmühl - Oberstraubing put into operation. The section Geiselhöring - Sünching was thereby reduced unnecessary and 1896. In Landshut, a new through station was built for traffic acceleration outside the city, which replaced the old head station on 16 May 1880.

The commissioning of the two-pronged expansion took place in several sections on 3 November 1891 by Feldmoching to other jurisdictions, on 19 November 1891 to Freising, on 25 November 1891 to Moosburg, on 28 September 1892 to Landshut. On the same day the route of their old single-track path on which today the Landshuterallee is located is part of the Middle Ring in Munich, also laid double track west over Moosach.

Electrification

The electric company was finally taken on September 28, 1925 by Munich to Freising, on 3 October 1925 to Landshut, on October 1, 1926 to Neufahrn ( Ndb ) and on 10 May 1927 to Regensburg.

Interlocking equipment

In Neufahrn ( Lower Bavaria ) in 1989 there was the first prototype of an electronic interlocking of the former SEL AG in operation.

On October 28, 2007, another section on electronic interlocking operation was on the KBS 930, which is part of the power network, converted. For this, the CBI Moosburg was built, since the controls section Marzling - Gündlkofen. After the night shift to the remote control by the CBI, the seven old mechanical signal boxes went in the early morning of October 28 idle and the old semaphore signals were completely dismantled.

All in this section remaining 18 crossings received new safety equipment. Three crossings were recently replaced by bridges and underpasses, as in Marzling (2006/2007) and Moosburg (St. 2085 Building costs: € 14 million Construction period: May 2005 to December 2007 ). Another three level crossings ( Rudlfing, Thonstetten, Oberbach ) were resolved without replacement, since a further possibility is crossing a short distance. In the 62 km long section Landshut -Regensburg there are only three crossings in Neufahrn ( Ndb ), while in the 40.7 km long section between Munich and Freising another 10 (including 4 in Munich) and on to the 35.4 km to Landshut even 19 of dirt roads to state highways.

New locations, the signals, the block distances in the section Moosburg -Landshut from above were compressed up to 6.4 km to 3.4 up to 5.4 km in order to shorten headways and thus improve the operation runs smoothly. Likewise, the way working was made possible for the line, which is preferably used in particular between Langenbach and Moosburg, but also in the other section to Landshut with malfunctions.

More electronic interlocking systems are in the past few years already in Neufahrn b. Freising (Section Unterschleißheim - Freising ) and Neufahrn ( Ndb ) was built (responsible for Mirskofen - Eggmühl ).

The section München Hauptbahnhof- Oberschleißheim is provided by four local occupied relay interlockings of types SPDRs 60 and DRS from the years 1952 to 1972. In Oberstraubing is also a push button interlocking design of the SPDRs 60 in operation, the mitstellt also Köfering Station and the railway station located at the KBS 880 Mangolding. Even the most modern variant of relay interlockings of type 600 SPDRs can be found in the course of KBS 930, namely in the main stations of Landshut (built in 1982) and Regensburg. In Regensburg Ost train station, however, are still an electro-mechanical and mechanical interlocking two in operation.

S -Bahn

Between 1966 and 1972 the stations Freising, Neufahrn, other jurisdictions, and Feldmoching Moosach were just like the breakpoints Pulling, Eching and pheasant equipped at the same site with new and 76 cm high platforms and adjusted the tracks accordingly. In Oberschleißheim a new track train station was north of the former station Schleißheim built with reversible system. On December 17, 1977 finally came yet added the breakpoint Unterschleißheim.

Until 1996 the station was rebuilt in Feldmoching course of the construction of the metro line 2 and is provided with a 96 cm high central platform to platform 2 and 3, which is connected by stairs and an elevator to the underground station. The platform to platform 1 was shut down for it.

In 1998, the integration into the West of Munich Airport Franz Josef Strauss by a double-track line, without crossing the branches behind Neufahrn by Überwerfungsbauwerk from the KBS 930. To increase the line capacity, also the Neufahrn station was supplemented by a new, 96 cm high house platform and also built new crossovers, which can be driven at 100 km / hr. Between Oberschleißheim and Neufahrn the block distances were shortened to about 1000 m by new signals.

In December 2006, the platform at the new drive-through platform 1 towards Munich for the S -Bahn and there holding RB trains with 96 cm platform height was rebuilt and put into operation in Feldmoching. The track 2 has since been used mainly for overhauls and waiting for freight trains shunting yard Munich Nord.

Long-distance traffic

Although the route traditionally had a great significance for the people - distance transport due to the continuous connections from Munich via Regensburg and Hof to Dresden, Leipzig, Berlin and Rostock as well as Furth im Wald to Prague, she will sail no more of long-distance trains since 2002.

Since the introduction of inter-regional in 1991, the route was part of the IR line 25 Oberstdorf-München-Regensburg-Hof-Dresden/Leipzig-Berlin. This line was already set the timetable change in June 2001 in its northern and southern section, leaving only a shuttle Munich -Regensburg was. The restriction of the line was established by the German Bahn AG with its lack of utilization. Nachgeholfen was, in particular, in the last years of operation due to longer and longer travel times with over-long stays in the intermediate stations. Final accounted for this last part of the line is 25 then the timetable change in December 2002, as the product of " inter-regional " was officially discontinued.

After the federal states of Bavaria and Saxony had agreed on an IR replacement concept, the traffic from 2002 to 2007 between Munich and Regensburg along with the RE trains between Munich and was rendered by DB by a regional express line, Nuremberg - one hours clock produced. North Regensburg traffic was more adapted to the actual demand, so here only single continuous trains operated, bore the name of four countries Express. Initially, this line was completely gone with the former coach of Inter Regio, but were replaced due to their small number of seats against increasingly modernized n- cars. In 2007, finally, no IR car was often the genus Bim ( d) z more in the train.

Until the termination of long-distance services in 2002, the route was initially operated by a D- train pair Munich -Regensburg - Prague, led by 1992 to the cessation of self-financing to be operated by the DB long-distance traffic, even as Euro City ( Zurich -Munich- Prague) been. From 2002 to 2004, there was no continuous connection more from Munich to Prague. It had to be switched from slow local trains in Regensburg, Schwandorf and Furth im Wald on the Czech regional trains still trains running. In 2003 and 2004 two pairs of trains from Prague to Regensburg were extended. 2005-2007 perverted again two daily ordered by the Free State of Bavaria regional express train pairs as Bavaria - Bohemia Express, the Munich at 6.43 and 16.44 clock clock left and reached after six hours of scheduled travel time Prague. The counter-moves came last also after six hours of driving time in Munich at 15.16 clock and clock at 23.26. These trains will run as alex since 2008.

Regional Transport

The regional transport was in the early years of individual, appropriate to the needs trains, the number of which rose steadily over the years, and the travel time by route repairs and new, more powerful vehicles ever shortened. Since the introduction of the clock traffic in 1991, the regional express trains from Munich to Passau and Regensburg wrong -Nuremberg each in two- hour intervals. The regional trains drove the other hand, even at first irregularly both as a pendulum between Freising and Landshut and on the other between Landshut and Plattling. In 1998 it became a continuous regional rail line, which produced one hours node for Plattling together with the Regional Express Munich -Passau. The regional express line to Nuremberg and the InterRegio to court set for the Munich- Regensburg approximately one hours clock ago, which is an exact hour for Freising, Landshut and Neufahrn ( Ndb ) with adjustment of the inter-regional and introduction of first regional express trains and since 2007 of the ALEX.

On the total distance perverted last until 2009 as a daily basic level of alex with ten pairs of trains to Hof ( five pairs of trains ), Schwandorf and Prague ( two pairs of trains ) with the Series 183 or 223 with modernized compartment cars and dining cars Regentalbahn and the regional train to Nuremberg with seven pairs of trains with the 111 series with five double -deck cars (built in 1997) as push-pull train. Both lines were for stations München Hbf, Freising, Landshut, Neufahrn ( Ndb ) and Regensburg put together a 6-23 hour clock. Then there was a factory daily regional express train pair for rush hour drawn from the 110 series with seven n- cars.

On the northern leg drove a regional train from Eggmühl to Regensburg ( isolated from Neufahrn ( Ndb ) or Landshut ) every hour, every two hours on weekends with the class 143 with two n- wagon as Wendezug or railcars of Class 628

From Munich to Landshut and on to Passau perverted 7-21 clock a regional express in two- hour intervals with the 111 series with n- cars and double-decker cars (built in 1993) in mixed use, mostly as a push-pull train. Between them went 8-18 clock a local train also from Munich to Landshut continue to Plattling in two- hour intervals (partly only from Freising ) formed with pull trains from locomotives of the series 143 with five n- cars. In the rush hours to cope with the traffic spikes additional regional trains from Munich still have been used to Landshut. This resulted in 6-8 clock to Munich and 15-19 clock of Munich, a 20 -minute intervals from Monday to Friday.

Between Freising and Landshut wrong from Monday to Friday during the day five regional rail services in each direction as the turning trains formed of locomotives of the series 143 with two, four or five n- cars.

Vehicle use

The track was until the mid- 1980s, a major application area of ​​the classes 118 and 194 of the DB, then the successor series 111 and 151 Today at passenger trains railcar run the 440 series as a regional express and regional trains, railcars of the 425 series as a regional train and locomotives of the series 111 and 183

Accidents

On August 13, 1926, in the driveway of the station Langenbach ( Oberbay ) is a serious railway accident in which 12 people died occurred.

Operation

The southern section of the route (Munich -Landshut ) is characterized by a dense passenger, as to Freising further pervert the Munich S1 and continue to Landshut both regional trains, as well as the features of the Donau- Isar- Express Passau. The northern section is less traveled by passenger trains, but more of freight trains.

Frequency of trains past and current

According to schedule wrong in the years 1957-2010, and pervert the timetable year 2011, the following number of passenger trains (1957 no commuter trains Munich - Freising, from 1972 to 2011 without S -Bahn line S1) in the stretch between Munich and Landshut:

* 1: N = commuter train, RB = regional train stopping in Marzling, Langenbach, Moosburg, Bruck mountain and Gündlkofen

* 2: Introduction of a 2 -hour clock for the IR ( former D and express trains ) (Oberstdorf ) Munich -Landshut -Regensburg ( -Hof-Dresden/Leipzig ) and the Eilzuglinien Munich -Landshut -Regensburg ( -Nuremberg- Coburg ) and Munich -Landshut ( platform Ling- Passau) in 1991

* 3: Introduction of RB- Munich- Landshut ( Plattling ) 8-21 clock in the 2 -hour clock in 1998

* 4: End of the long-distance transport ( EC, IR and D trains) in 2002

* 5: Introduction Donau- Isar- Express, ALEX- Prague - Express and additional RB Landshut, Freising

Total run in the timetable year 2010/2011 in the section of Munich and Freising (including S1 and freight trains ) daily 269 trains ( 2007: 241 2008: 252 2009: 254 ) and on to Landshut 173 trains ( 2007: 135, 2008 and 2009: 144).

Munich S-Bahn

The S -Bahn line 1 operates at 20- minute intervals ( section Neufahrn - Freising outside of weekday rush hours in 20/40-Takt ) with railcars of series 423 the route Munich Ostbahnhof - Moosach - Feldmoching -Neufahrn b. Fr - Airport Munich / Freising. This is usually in Neufahrn b. Freising in a tensile member to Freising and a separately to the airport.

Freight traffic

Freight transport is due in large part to the BMW plants in Regensburg, Dingolfing and Munich. When operating the works of several railway undertakings ( RUs ) are involved: the DB subsidiary Railion and the company TX Logistik with subcontractors ( Rent-a- Car Private Rail and Train). Be operating the following routes:

• Munich - Milbertshofen - Landshut - Regensburg - Cuxhaven
• Munich - Milbertshofen - other jurisdictions - Garching
• Dingolfing - Landshut - Regensburg - Cuxhaven
• Dingolfing - Landshut - Regensburg - Bremerhaven
• Regensburg - Landshut - Munich - Feldmoching - Kufstein - Brenner - Italy

Be covered, the car DB trains with various encountered in South Germany series, mostly these are the BR 185, 151, 152, and rarely even by locomotives of the BR 140, the operation of the camp Garching done with a shunting locomotive series 294 In TX Logistics come the series 182 (Taurus ), 185, and 189 are used. Here are rented (except for the BR 185 ) from the Siemens subsidiary Dispolok this. Also locomotives of the SBB Cargo BR 482 rented. Previously, the Lokbestand was supplemented by also leased locomotives of ÖBB series 1044. For the short transfer trips between München Nord Garching and beyond diesels are the subcontractor CC -Logistic and Private Car Train used. These are mostly locomotives of the BR 214 and Mak G1206.

Furthermore, important for the transport of goods:

• The connection of the southeast Bavarian Chemical Triangle. This applies to container trains ( " Wacker shuttle " ) and tank car trains and the Kalktransporte of Saal / Donau for Degussa solace mountain. Most of these trains are thereby re-clamped in Landshut of diesel electric locomotives on which Kalktransporte from hall be continuously operated with diesel locomotives.

• The coal trains from Rotterdam, the Upper Silesian industrial region around Katowice and from Moravia to the power plants in Zolling ( up to 4 pairs of trains ), Munich - Johanneskirchen (2 pairs of trains ) and Munich -South ( only as needed ). Strung are the trains with electric locomotives of the series 151 and 155, the trains to Zolling / Anglberg be driven from Landshut and Furth im Wald with diesel locomotives of the series 232/233.

• The rolling road of Regensburg from Munich to Verona

• Freight trains to connect the large marshalling yards in Munich and Nuremberg, due to overloading of the distances over Augsburg and Ingolstadt run two pairs of trains scheduled over Landshut and Regensburg.

• The kerosene trains to the company HGK Munich Airport, mostly covered with Series 185

Regional traffic from 2010

Through the tender was made of transport services by the BEG, numerous changes have occurred also in the following years.

Alex ( ALX )

Since 13 December 2009, the two pairs of trains run Prague as an addition ordered by the Free State of Bavaria performance through the use of series 223 in the Czech Republic speeds up to 15 minutes and between Munich and Regensburg in new timetable situation ( Munich from 9:01 and 17:02, at 15:02 and 23:06 ) with a stop at one pair of trains only in Landshut. To bind the morning train from Nuremberg to Prague and from Munich also operates a factory new daily alex, München already leaving at 4:55 clock and Regensburg reached at 6:20. Thus there since the timetable of the 2010, Nuremberg and Munich to Prague four possible journeys in 4 -hour intervals, while two direct and two with change in Schwandorf. After Munich ( at 8:19 ​​) is also a previously rendered by the DB Regional Express also as alex on the way to transfer the locomotive and cars from the Regentalbahn operating plant Schwandorf to Munich, as well as an additional alex ( at 19:58 ) with hold only in Landshut and Freising, so that under the name alex a total of 13 pairs of trains (Sunday: 12) travel the route. A short-term commissioning the timetable change in December 2008, was contrary to the original plans of the BEG lack of definitive approval of the Series 223 no longer possible in the Czech Republic.

Donau- Isar- Express ( DIEX )

Also runs since December 13, 2009 operated by DB Regio Upper Bavaria the Danube River Isar Express, a regional express line 5-23 clock every hour ( direction Munich in the morning peak hours every 40 minutes ) with 18 pairs of trains Munich, Landshut, Passau and Plattling connects and on the KBS 930 only in Freising, Moosburg (short all only about 85 % of the trains, following expansion ) and Landshut holds. The originally planned railcars of series 440 initially received no approval, so that by June 2010 a replacement concept was driven with adjusted travel times and older locomotives and rolling stock. Have been used for the past 30 years proven on the track locomotives of the 111 series with five to six n- trolleys, or during rush hour on a train with six double-deck cars (built in 1993 ), each with front and rear a 111 This latter train set is also continue to be used for reasons of capacity at rush hour in the morning and in the evening Monday through Thursday, and on Friday afternoon (since July 2011 including weekends ) to cover the increased by the improved offer demand.

Regional train (Munich ) in Freising, Landshut

In connection with the Danube river Isar - Express local train Munich platform Ling was completely replaced by the day and on weekends hourly moving Danube River Isar - Express December 13, 2009. It run for no longer served between Freising and Landshut stops Marzling, Langenbach, Moosburg ad Isar, Bruck mountain and Gündlkofen 14 regional rail train pairs, (weekends eight) with two vehicles of the 425 series, but also with vehicles in the 440 series of the Danube Isar- Express and 2010, the Franconia railway, in 2011 with Lok - car trains with the 111 series and three n- cars. This offer either in Freising direct connection to and from the ALEX, DIEX and regional express trains to and from Munich and Landshut to trains, which do not hold in Moosburg. Monday to Friday run to even individual regional trains to and from Munich, mostly consisting of the 111 series and five n- trolleys, since the timetable change in December 2013, with two adjacent coupled sets of series 425

According to information from the direct BEG these 0.4 million train kilometers are not to be re-tendered prior to the year 2020. Whether then a daily hour clock can be offered is unlikely due to the high access charges.

Regional traffic Regensburg ( Agilis )

Between April and October 2007, a new operator was also sought for the regional rail traffic from Regensburg to Plattling, Neumarkt (Oberpfalz ), Ingolstadt and Landshut. On 30 November 2007 as winner of the tender announced the Hamburg elevated railway. Since December 2010, operate on the KBS 930 to Eggmühl (every two hours until Neufahrn ( Ndb ) and in the rush hour to Landshut ) 3-part railcars of class 440 of the company Agilis every hour.

RE Munich -Regensburg ( -Nuremberg )

The introduction of the DIEX, the expansion of ALEX- operation and a consistent clockface this line is operated in December 2009 by eight pairs of trains daily from Munich via Regensburg to Nuremberg.

The timetable change in December 2017, then ultimately remaining in the DB Regional Express services ( 1.6 million train km / year) will be re-tendered. It will then either 160 km / h fast double-deck trains with 6 MW electric locomotives or electric tilting trains are used.

In the morning and evening rush hour additionally 2 RE- pairs between Munich and Regensburg operate with locomotives of the 111 series and the five double-deck cars (2001: model years 1993 and 1997, in 2011 only built in 1997 ), which together with the ALEX, DIEX - trains and some remaining regional trains make a fast regional services in 20 -minute intervals between Munich and Landshut.

Long-distance traffic

The initiative Danube - Vltava railway tracks, with the support of the Bavarian and Czech state government the goal that on the track again in the medium distance traffic is being driven. These are after a successful Aus-/Neubau including electrification between Regensburg and Pilsen connect the trains running as far ALEX- Prague - Express trains as tilting ICEs in a travel time of about 3.5 hours instead of 6 hours today Munich via Regensburg and Prague with Pilsen.

Expansion measures

Current construction

Substructure improvement

Consistent rehabilitation of the decades-old track substructure and the rails in the section between Munich and Landshut are more sections that are traced out, although straight forward, but can only be driven at 120 km / hour, gradually upgraded for 160 km / h.

This is particularly necessary for the rapid ALEX trains and the Danube river Isar - Express to achieve, inter alia, the connections in Plattling, Neufahrn ( Ndb ), Regensburg and yard.

As of February 1, 2011, there are between Freising and Landshut 6.9 km, 3.2 km in the opposite direction for 160 km / h, an additional 5,8 km, which can be driven at 150 km / hr.

In June 2011, two more sections of Moosburg ad Isar to Landshut on a length of 2.0 km (previously 140 km / h ) and 9.5 km (previously 120 km / h ) repaired. Then it is possible that the DIEX stop Moosburg ad Isar also towards Landshut can be served in the morning regularly.

Platform new buildings

All remaining stations and stops between Regensburg and Landshut have received in recent years, new underpasses as a platform accesses and partially new, up to 76 cm high platform. Between Freising and Landshut, the holding Bruck mountain and Gündlkofen via exterior platforms with access via the still existing level crossing can be reached. The high-traffic station Moosburg was disabled access and facilities from August 1998 to December 1999 with new 76 cm high platforms, a pedestrian underpass at the south end of the new 275-meter island platform and a lift system.

Marzling

End of October 2007 Marzling received 400 m east of the former breakpoint new outdoor platforms with 210 m length and 55 cm in height after a pedestrian and bicycle underpass was built as a new platform access in 2006. The old train station, in a curve with its only 10 cm high platforms, a railroad crossing and seemed equal access was closed and removed the old platforms at the weekend after closure.

Langenbach

He was still the last station Langenbach has been completed in 2010, the preparatory work began on 1 September 2009. The new building was required, in particular through the new operational concepts that mean in the context of calls for tender considerable additional traffic ( 33%) since December 2009. So far, very low platforms were replaced by new ones lying to the east to km 50.473 to km 50.683 shifted 76 cm high and 210 m long platforms south of track 1 and track between 2 and 3. For this purpose, the currently used for freight trains to the power plant Zolling track 3 is shifted in October 2009 from km 50.343 to km 50.735 to a few meters to the north, to make room for the platform. The platforms are connected by a pedestrian underpass at km 50.465 opened (begun this on 12 for track 3 and 28 February 2009 for the tracks 1 and 2 by the installation of temporary bridges ) to establish a new connection to the northern district, which only will be completed in 2011. Before the conversion stopped due to lack of human occupation of the station all regional trains in Langenbach on track first purpose was regularly driven on the left track in the so-called way working as early as Moosburg to Langenbach. The rail level access to platform 2 was dismantled for safety reasons in advance. The switch connection at the east end of the station between track 2 and 3 was rotated from 20 to 23 November 2009, so that the coal trains from Moosburg can drive right after track 3 now and no longer track 1 or 2 block. Simultaneously, a new exit signal ( 98N3 ) was set up for track 3, allows the direct train movements on the left Streckengleis to Moosburg. The continuous electrification of track 3 was from 7 to 12 December 2009 so that the track 3 can also be used for overhauls and evasive driving now. On 13 September 2010, the two new platforms and the pedestrian underpass were put into operation and dismantled the old platforms in the following week.

Railway works

In autumn 2011, extensive construction work between Moosburg and Landshut took place. In these the track bed and the tracks of the southern route track were renewed so in the near future an operation with up to 160 km / h is possible here.

Überwerfungsbauwerk Neulustheim

From March 2007 to November 3, 2008, the Überwerfungsbauwerk Neulustheim was built between 5.9 and 7.2 kilometers of track. This replaces the existing since 1972 and ongoing operation debilitating equal height and branching track crossing the same name. To this end, the current to Landshut regional track was lifted and lowered via the two S- Bahn tracks by a bridge at km 6.2. After cost reasons, the four-track parallel guidance of the routes has been removed to the station Moosach ( new track 6 ) from the plans, eventually done at km 6.6 again the merging of S- Bahn and regional railroads to how far two tracks to Moosach and beyond lead.

New links with the Munich U- Bahn network

While the Munich subway line 2 has already been extended 1996 to Feldmoching station, the extension of the line could be completed by the U3 Olympic shopping center to Moosacher station in December 2010.

Future Plans

Airport link

In particular, since the setting of the Munich Transrapid planning is also the KBS 930 for improved airport express connection Munich again in the discussion. As of December 2009, Airport Express should already be introduced which would have reached from the train station with only a few intermediate stops to the airport in only 25-29 minutes. For the trouble- prone and time -consuming domes of S1 would have been abandoned in Neufahrn and thus also the regional trains have again accelerated and able to operate on this stretch punctual. Failed this measure is not yet the resistance of the riparian communities Munich, Upper and Unterschleißheim because it would thereby come to their still existing, massively polluted by road crossings to longer waiting times.

It was unclear for a long time, as a direct link to the track Landshut and Munich to the airport ( Eastern Bavaria connection) is to be prepared. From the East Bavarian politicians and organizations is continuing to demand more direct and shorter route than the Marzlinger clasp, which would east of the airport from the Munich- Landshut branch. Here arises now but the problem is that the construction of a third airport runway will mean that either this route would run to a large extent in a tunnel or in a large plot should be led east to the runway, what the distance to several kilometers would extend and would cause considerable additional costs, so that this variant 355-565 € million costs and thereby also the town of Freising would largely disconnected from opposite the S1 to 15 minutes faster regional trains to Munich.

Therefore, the bodies authorized by the State Government and presented on November 23, 2009 report to the rail link to the airport recommends connecting East Bavaria on the Neufahrner counter curve forth joins from the west to the airport and according to the latest plans by 2016 (originally 2013) to be completed. This with only € 85 million extremely cost effective project enables direct control of trains and S-Bahn from Landshut and Freising to Munich Airport and in connection with the Erding circular further to Mühldorf and Munich. The planning for this has been completed on 13 November 2012 with the delivery of the plan approval by the Federal Railway Authority to the affected communities and the DB Netz AG. Bavarian Minister of Transport, Martin Zeil (FDP) hopes to begin construction in 2013. With the reassignment of RB- services Landshut - Freising these trains are mitbedienen to Munich Airport as of December 2016. Between the branch Neufahrn north at km 33.5 and the Freising train station to the track on 7 km if necessary be expanded to four tracks, with the S- Bahn tracks are to be performed (with new middle platform in pulling) midway between the two regional railroads. This expansion, however, is not planned at present a lack of demand.

Other expansion projects

The unfavorably situated in an S- curve of the 2045 St. railroad crossing Bruckberg should also be replaced in the next few years by a new road bridge at kilometer 68.0 for a total cost of € 4 million. The preparations for this have already begun in the fall of 2010.

Further, for some time again this week brought in the airport -Anbindungs ​​certificate as non-economic dropped plans are a three-to four-track expansion between Neulustheim and Neufahrn b. Freising on the unbundling of the regional and S-Bahn traffic ( noise abatement reasons possibly along the A92 or in tunnels ). Only an additional passing loop is still to be built between the upper and Unterschleißheim.

Sources and links