Nuremberg–Augsburg railway

The railway line between Nuremberg and Augsburg is a 137 km long main line that connects with Nuremberg and Augsburg, the two largest cities in Central Franconia and Swabia. She follows in parts of the historic Ludwig South - North Railway and today, even after the opening of the high-speed line from Nuremberg via Ingolstadt to Munich, still important in the long-distance transport. Furthermore, it serves at faults on the high-speed lines - new section Nuremberg - Ingolstadt as a detour route. Parallel to it runs between Nuremberg and Rothenburg of the carriage which the S-Bahn railway line Nuremberg -Roth.

• 2.1 History
• 2.2 Increasing state
• 2.3 transport associations

History

Initial plans for a railway line from Augsburg to Nuremberg came shortly after the opening of the first railway line in Germany, Nürnberg -Fürth in 1835, on. Merchants from the Augsburg area at that time formed a joint-stock company for the construction and operation of a route from Augsburg Donauwörth and Treuchtlingen to Nuremberg. Since a few years later, however, King Ludwig I commissioned the construction of a state railway announced, and the AG had to recognize due to the difficult geological conditions between Donauwörth and Treuchtlingen ( Franconian Alb) that an economic construction and operation of a rail line there was not possible, dissolved the company in 1841 again.

The Bavarian State Government bypassed as a result the problem Franconian Alb with the routing of the Ludwig South - North Railway over the Ries. Only the sections Augsburg- Donauwörth and Plein field -Nuremberg are therefore part of the south-north railway, the construction of the Bavarian state parliament on August 25, 1843 decided. The section Treuchtlingen - Plein field was built in connection with the construction of the railway Altmühltherme and opened on October 2, 1869. The gap between the Danube and the Wörth Treuchtlingen was relatively late still closed and released on October 1, 1906 to traffic after the now more advanced steam locomotives promised a more economical operation.

On 1 October 1898, the Überwerfungsbauwerk between Nuremberg and Nuremberg - Eibach - Reichelsdorf was opened, which is now on a level -free unloading, of freight trains allowed for the yard. The construction work for the electrification of the line began in 1933 and were on May 10, 1935 completed. North of Treuchtlingen originated in the vicinity of the former breakpoint Grönhart for a substation.

The 36.5 km section between Augsburg -Oberhausen and Donauwörth, was released in two parts, 1978 and 1981 for speeds of 200 km / hr. The expansion section is thus one of the first lines in Germany on which this speed was reached.

With the ground-breaking ceremony on June 29, 1994, the conversion of the section Nuremberg Hauptbahnhof- Roth began for the S -Bahn operation, which concluded on 9 June 2001 with the official opening of the route.

Between 2004 and 2006, the overall direction, nor done for the most part of 1935, was renewed on the track during operation.

Opening data

• November 20, 1844 ( Oberhausen- Nordheim )
• July 1, 1847 ( Augsburg -Oberhausen )
• September 15, 1847 ( Nordheim Donauwörth )
• April 1, 1849 (Nürnberg -Schwabach )
• October 1, 1849 ( Schwabach Plein field)
• October 2, 1869 ( Treuchtlingen - Plein field)
• October 1, 1906 ( Donauwörth- Treuchtlingen )

Testing and record-breaking runs

Since 1977, on the Danube Wörth -Augsburg section called Sk- signal system for testing of a new signaling system in use. The trial operation has become obsolete with the adoption of the Ks- signals in 1993, the signals are but until today still operational.

On 17 October 1984, 120001-3 put on a presentation ride with three cars ( trailer weight: 250 t) between the Danube and the Wörth Augsburg 265 km / h world record for three vehicles.

2001 the prototype of an actively controlled pantograph between the Danube and the Wörth Augsburg was tested.

In a test drive to test a new air suspension ICE bogie a speed of 333 km / h in 1993 between Augsburg and Donauwörth achieved.

Route description

Course

The route leaves the Nuremberg Central Station along with the routes to Crailsheim, Bamberg and Würzburg west and crossing it Frankenschnellweg at location " on ramps " in a long left curve. Past the districts Sandreuth, Schweinau and Werderau crosses the line before crossing the southwest tangent and the Main- Danube Canal, the circle line, which has at this point an extensive intersection and Einfädelungssystem, and reached the Überwerfungsbauwerk between the former railway stations Eibach and Reichelsdorf.

The Überwerfungsbauwerk has the function of the crossing-free threading in Eibach from the ring road from the direction of Fürth and Nuremberg Central Station marshalling yard tracks coming in the route to Augsburg and at the same time establish the connection to the Port of Nuremberg. The tracks are in this section as follows ( in North-South direction): on the right the track Augsburg -Nürnberg Hbf, in the middle of the tracks Nürnberg Hbf / RBF Augsburg and left the track Augsburg -Nürnberg RBF ( with unloading, the port connection). After Überwerfungsbauwerk the tracks are as follows ( in North-South direction): on the right the track Nürnberg Hbf / RBF Augsburg, in the middle of the track Augsburg -Nürnberg Hbf and left the track Augsburg -Nürnberg Rbf. Thus, the section between Nuremberg and Nuremberg Hauptbahnhof - Reichelsdorf one of the few in the network of Deutsche Bahn, which is traversed in left-hand traffic.

The route after the Überwerfungsbauwerk at the Nuremberg districts Reichelsdorf, Reichelsdorfer cellar and Katzwang and the Schwabacher districts Limbach and forest settlement over, it crosses the Rednitz and Schwabach, and finally reaches the station of Schwabach. The route then makes a turn to the left and runs from Rednitzhembach parallel to Rednitz about Roth to Georgensgmuend and thence parallel to the main road 2 and the Swabian Rezat by Plein field. In Roth also known as " Gredl -Bahn " designated branch line to Hilpoltstein branches off from Georgensgmuend led to 1997 a spur line to the gap and on Plein field can be reached with the Lakeland train the Franconian Lakes and continue to Gunzenhausen. Next takes you past the track at the Baroque city Ellingen as well as the resultant of a Roman settlement city white castle. North of White Castle while the Swabian Rezat is crossed. Just before the railway junction Treuchtlingen, the meeting point of the routes from Würzburg and Ingolstadt, the route crosses the ditch at Karlsgraben and bridges the Altmühltherme.

After Treuchtlingen the route continues south through the valley of the carrots on the Franconian Jura to the railway junction Donauwörth lead from where the train to Nördlingen Ries and Donautalbahn to Ingolstadt and Ulm. Formerly there were on the Alb several stations, however, were now largely dismantled and dissolved. Only Otting -Weilheim is still operated in regional transport, Mündling still serves as overtaking. Fünfstetten, where the once lacked a spur track to Monheim in Swabia, currently has only nor sidings which are only very rarely used. Shortly before Donauwörth Wörnitz is crossed, shortly thereafter bridges the route of the Danube and the cooperation and now runs parallel to the Lech. In Mertingen the branch line from Wertingen encounters on the track at Herbertshofen Gablingen and there are feeders to industrial settlements. After Gersthofen the route crosses the motorway 8, and the Federal Highway 2, hits the rail route Augsburg- Ulm, with the leads together through the Augsburg -Oberhausen station, crosses the Wertach and the Augsburg Localbahn and finally reaches the Augsburg Central Station.

Expansion of state

The route is double track and electrified throughout. Between Nuremberg Central Station and Roth, single and double- S-Bahn line from Nuremberg to Rothenburg parallel. Also, is driven between Nuremberg Central Station and Reichelsdorf in left-hand traffic to allow easy threading of the ring road.

The project Augsburg S-Bahn, the section Meitingen -Augsburg Hbf to be expanded to three tracks. Accurate planning and financing are still open. A decision is not expected before 2015.

The first Federal Transport Plan (1973 ) saw as one of eight development projects, an extension route between Wuerzburg and Augsburg, Nuremberg was the route before .. of as part of the upgraded line Würzburg- Augsburg also in its continuation, the Coordinated investment program for the Federal Transport Infrastructure 1977 and in urgent need of the Federal Transport Infrastructure Plan 1985 included.

In the early 1980s it has been considered, a 21 km long standby link between Roth and Fischbach bei Nürnberg to set up ( by the Lorenz Imperial Forest) to create on the existing line between Nuremberg and Rothenburg capacity for three S-Bahn and three local trains per hour. The Federal Transport Minister instructed the Federal Railways to consider this variant as well as a four-track expansion of the existing track section.

Transport associations

The course is integrated as a regional railway line R6 and R64 from Nuremberg to Otting - Weilheim in the regional transport system Nürnberg ( VGN ) and as a line of R4 Otting -Weilheim to Augsburg in the Augsburg Transport Association ( AVV).

Transport supply

In long-distance drive on ICE and IC trains the track.

In the transport of the northern section of Nuremberg is traveled to Treuchtlingen every hour of regional express trains, which will continue every two hours alternately Ingolstadt to Munich or Augsburg. These services are usually operated 111 and five double-deck cars with electric locomotives of the series. Since December 2006, sets out mode cars are used. Furthermore, the section Nuremberg - Treuchtlingen is weekdays compressed by a likewise hourly regional express line on an approximately half- hourly offer. These trains with locomotives of the series 143 and n- cars. South of Treuchtlingen also exists an additional regional express line, which compresses the existing there two- hour intervals on an hourly offer. This relation is again usually 110 or 111, operated by push-pull trains, covered with the series after the line was briefly converted in 2006 to the 425 series EMUs.

Between the Danube and the Wörth Munich wrong since the timetable change in December 2009, every hour of the Fugger - Express with the series 440 series, in the rush hour and every half hour. A change in Augsburg is therefore usually not necessary.

Since the timetable change on 10 December 2006, there under the name " Allgäu -franc Express" is a direct link between Nuremberg and Lindau, be used on the diesel railcars of series 612, as the section between Augsburg and Lindau is not electrified. The four pairs of trains keep falling, in Treuchtlingen and Donauwörth and make so after the withdrawal of many ICE and IC trains of this route, the quick access to Augsburg's long-distance transport nodes Nuremberg ago.