Nuremberg–Regensburg railway
The railway line between Nuremberg and Regensburg is a 100 -kilometer main highway leading from Nuremberg via Neumarkt in der Oberpfalz Regensburg and Parsberg. In addition to the major routes to Austria and the transport links between the Nuremberg Metropolitan Region and the regional center of Regensburg is one of the major routes for the transport of goods to Eastern Europe.
- 2.1 History
- 2.2 Increasing state
- 2.3 transport associations
- 3.1 Today's Services
- 3.2 trains earlier
History
The route was planned in 1869 by AG Bayerische Ostbahnen as the shortest connection between Nuremberg and Regensburg after 1859 who had gone to 40 km longer route via Hersbruck, Amberg and Schwandorf in operation.
The first single-track route was extended 1894-1896 to a second track and electrified in 1950.
The Federal Transport Infrastructure Plan 1985 Section plans, the project of a rail line Nuremberg -Passau was included with investment cost of 150 million DM. Various route alternatives being considered the high-speed line Nuremberg-Munich, including the route to post -Heng, Neumarkt or Sengenthal 1987 were discarded.
On 15 June 1988, construction began on the second line of the Nuremberg S-Bahn. The section Nuremberg - Wet was modified so that the S -Bahn trains run on an independent route since in addition to the mainline tracks. Was opened the line on 21 November 1992.
On 28 November 2005 went in Neumarkt, a new electronic interlocking in operation. It replaced a 54- year-old facility.
The Felstortunnel in Naab, with a length of 16 meters ( according to other sources: 10 meters ) of the shortest railway tunnel in Germany, was blown up on 31 May 2010, as a reorganization was too costly.
On 12 December 2010 went on the section from Nuremberg to Neumarkt S3 line of the extended Nuremberg S- Bahn network in operation. For all intermediate stations ( 140 meters long and 76 centimeters high barrier-free platforms ) have been modernized in recent years and to S -Bahn - standard brought. Additionally, a new breakpoint between the stations and wet Ochenbruck was built with Feucht Ost. The stops between Nuremberg and Neumarkt have since been served by S-Bahn regional trains instead.
Under the emergency program seaport hinterland transport a 750 m long passing siding was built in Parsberg.
Opening data
The line was opened in three stages:
- Nuremberg - Neumarkt: December 1, 1871
- Neumarkt - Seubersdorf: May 15, 1873
- Seubersdorf - Regensburg: Dual P July 1, 1873
Reason for the different opening dates were the delays in the construction of the viaduct Laber between Neumarkt and Seubersdorf.
Route description
Course
Starting at Nuremberg Central Station, the route turns to the southeast, passing the Nuremberg districts Gleisshammer, Zerzabelshof and long water and the Lorenz Imperial forest to wetlands, where the track branches off to Altdorf. From there it runs almost straight on to Black Bruck and crosses just behind the Schwarzach station. The route now crosses first pre- runner of the Franconian Alb, and finally reaches the station post -Heng. There, the route turns to the east, runs in a cleft between Green Mountain and Tyrol Mountain and flows into the Neumarkt basin. This they crossed straight to the southeast part on dams and affected Neumarkt- Pölling. Passing Neumarkt- Woffenbach it crosses quite unspectacular, the European watershed and reach Neumarkt station, from where branches off the former Sulztalbahn south. Passing the Neumarkt district Hasenheide swings the track now also to the south and begins in the amount of Sengenthal to ascend in the Franconian Alb. From the former Güterabladestelle Georg Behringer KG only remnants and the interlocking buildings have been preserved.
Shortly after Sengenthal bends the path to the east and runs in a valley cut further to Deining Station. On a dam the route wins on the slope of the valley height. After about two miles the route crosses with the imposing viaduct Laber the valley of the White Laber. The route now runs roughly in a south-easterly direction through the rugged valleys of Alb landscape, some of which are partially crossed on bridges to dams. Larger ridges such as for example in Kleinalfalterbach and Seubersdorf happens to be in deep cuts. Nearest train station is Seubersdorf where the branch a branch line was planned after Velburg. Continue as before by cuts and embankments to the station Parsberg, which also serves as unloading station for military vehicles that are transferred to the nearby military training area Hohenfels.
About mouse home the route now reaches the high plateau of the Jura location in a valley Beratzhausen, which above the village passes the railway line on the south side of the valley and soon crosses the valley of the Schwarze Laber. How Beratzhausen also Laaber on the slope of the valley, this time happened on the north side and one shortly after coming from the north valley is crossed with a dam. Above the valley of the Schwarze Laber, the route is now further to the southeast, reaching the Undorf station and branches now to the east, in the direction of Naabtals from. It crosses Etterzhausen and then reaches the valley of the river Naab, which it follows along the eastern slope above. By eroded from the Tethys ledges several crossings were blown up.
At the level of the mouth of the Danube River Naab in the route of the Danube and the Danube Valley Railway crosses to Ingolstadt and now runs directly in an easterly direction. It crosses the Regensburg district Prüfening and the freight yard and finally reaches Regensburg Central Station.
Expansion of state
The route is double track and electrified throughout. Between Nuremberg Central Station and wet the two-track S- Bahn tracks Nürnberg-Feucht parallel. Between the branch Reichswaldhalle ( for wet ) and Nuremberg Hbf also use the features of the high-speed line Nuremberg -Ingolstadt- Munich route. The route can be planned cruise at 200 km / h between the route kilometers 91.1 and 94.7. On the remaining, twisty route may often only be driven at speeds up to 120 km / hr.
The line was upgraded for active tilting technology in 2007, while working on overhead lines, signaling and bridges were carried out for 6.7 million euros. The travel time over long distances shortened the timetable change in late 2007 by 10 to 51 minutes. Without stops that operate ICE T trains in 55/56 minutes ( schedule 2014), while IC and EN trains take between 60-65 minutes. Also, regional express trains stopping at Neumarkt ( Oberpf ), Parsberg and Beratzhausen reach the travel times of IC-/EN-Züge.
Transport associations
The circuit is integrated on the Nuremberg - Parsberg section as a regional railway line R5 in the regional transport system Nürnberg ( VGN ) and Neumarkt -Regensburg in Regensburg Transport Association ( RVV ). In the internal traffic between Neumarkt and Parsberg only the tariff of the VGN applies.
Today's Services
In the long-distance transport are currently operating InterCity Express trains (ICE) of the series 411 and 415 and an intercity train pair with DB - electric locomotives of the class 101 locomotives of the ÖBB not come in passenger used.
The public transport is with regional express trains ( RE ) on the relation Nuremberg - Neumarkt - Parsberg - Beratzhausen - Regensburg and further processed to Munich, which consist usually of electric locomotives of the series 111 and double-deck coaches trimmings. Regional trains ( RB) run between Neumarkt and Regensburg. Benefits are paid on 12 December 2010 by Agilis with Alstom Coradia Continental EMUs. On the section Nuremberg - Tirgu the S -Bahn line S3 has taken over the RB- services. The planned for December 2010 use of electric railcars of the type Talent 2 was delayed until June 2012 due to lack of approval by the Federal Railway Authority. During this time, a replacement bus came consisting of electric locomotives from Bombardier TRAXX and n -car sets for use.
In freight transport, National Rail DB locomotives of the series 140, 151, 155 and 182, those of the Austrian Federal Railways ( ÖBB) and other private railways that operate partly to Frankfurt am Main. A completed in the 1950s agreement between Germany and Austria secured to the mutual Lokdurchlauf because the former state railways each use the same power and signal system.
Trains earlier
The Nuremberg - Regensburg as part of the highway Frankfurt - Passau - Vienna has always had a tight passenger and freight service. Almost all locomotives of the DB, including the former State Railroad express train locomotive series 118, as well as important Hauptstreckenloks ÖBB were and are in use on this route.
From 1971, this route was integrated with the TEA Prinz Eugen in the TEE network. Only in the IC network of DB it was not included. Between 1973 and 1978 reversed so-called City -D - trains as a feeder to the IC network with car first and second class between Nuremberg and Regensburg. In the D- train service, and later in the EC transport, some of ÖBB- Startriebzug Transalpin was used here.
Since the 1990s there are ICE / EC / IC traffic to Regensburg, but usually continue to Passau and Vienna, a two -hour intervals. The transport of the two-hour clock was introduced in 1991. The RE- trains Coburg - Lichtenfels - Nuremberg - Regensburg - Munich were formed from DB express coaches. In this but were also cars of the Deutsche Reichsbahn, including even queued Städteexpress car.