Nuremberg–Würzburg railway

The railway line Nuremberg - Würzburg is a main railway line in northern Bavaria. Connects you to Nuremberg and Würzburg, the two largest cities of Franconia together and passes it among the cities of Fürth, Neustadt an der Aisch and Kitzingen. The route with today's timetable route number 805 has great importance in the German rail traffic. In addition to running every hour regional express trains and numerous freight trains consists ICE traffic now during the day, with individual gaps, a half -hour.

• 2.2.1 S -Bahn

• 3.1 Highway
• 3.2 Regional and local transport 3.2.1 tendering of regional rail services
• 3.2.2 tariff zones

Route description

At its overall length of just over 100 kilometers, the railway has a total of 18 stations and stops. The two endpoints of the segment, Nuremberg and Würzburg Hbf main station will be operated in fast long-distance transport.

The route with more than 80 sheets by a low mountain range.

History

The 86 km long stretch of Fuerth was built by rotting village near Würzburg as a shortcut between the Ludwig South-North Railway in Nuremberg and the Ludwigs- west railway in Würzburg. This eliminated the 60- km-long detour via Bamberg and Schweinfurt.

First, short segments were built as part of other routes railway lines:

On 19 June 1865, the actual railway line Nuremberg -Würzburg was finally completed with the 86.6 km long connecting Fürth- rotting village. At the same time the eight-kilometer section between Rottendorf and Würzburg was expanded to two tracks, took place in the summer of 1984, again an extension on three tracks.

On July 1, 1886, between Würzburg and Rottendorf a serious head-on collision between two trains occurred, in which 16 people died.

On December 8, 1889, the Bavarian Parliament approved the doubling of the track between Fürth and rotting village.

On June 10, 1928 derailed to 02:30 clock the motive power of the night train D 47, a S3 / 6, at the crossing of the Zenngrundbrücke just before entering the village seal station. The locomotive plunged down the embankment, the car fell on it. In this case, 24 people died.

In the stretch Nuremberg -Fürth in the late 1960s in the form of signals used until then were replaced by light signals with basic "drive" position. Through this self- blocking operation has the hand operated pad and branch offices in Kohlenhof replaced at the Rothenburgerstraße and Neusünderbühl. The branch points were controlled remotely from Nuremberg Main Station. With investments of 900,000 DM a return of 40 percent was achieved by three old signal boxes and 15 signalers had been saved.

On December 10, 2012 was a three-year delay, the breakpoint Neustadt ( Aisch ) center in operation. He adds ( Aisch ), which is unfavorable on the western outskirts Neustadt Station.

Extension

The route is double track throughout. Since 15 May 1939, the track on the section of Nuremberg, Fürth and since 3 October 1954 is electrified between Fürth and Würzburg. The Routing of the 19th century, with a minimum curve radius of 2000 Bavarian feet ( 600 m ), numerous speed reductions on up to 100 km / h owed. So today (March 2010) the stations of Neustadt ( Aisch ) Rottendorf ( Einfahrkurve ) and Kitzingen only 100 km / h passable.

The Federal Transport Infrastructure Plan 1973 provided, as one of eight development projects, an extension route between Würzburg and Nuremberg, with continuation to Augsburg before. Also in the update, the Coordinated investment program for the Federal Transport Infrastructure of 1977, the upgraded line Würzburg- Augsburg was included as one of six expansion projects. The expansion package consisted of 115 individual measures. The goal of the project was presented to all things in capacity expansion.

A further extension was provided as part of the ABS / NBS Würzburg -Nuremberg- Munich, which was included as one of 13 new projects in the priority needs of the Federal Transport Infrastructure Plan 1985. The Nuremberg- Würzburg was thereby called Project ABS 8/2. Around 1990 the planning work was done for line improvements.

In 2007, the route for driving with active tilting technology was upgraded. The December 2007 traveling on the route ICE T was thus able to operate in sections faster than trains without tilting before problems with the axles the arc- fast operation in 2008 put an end to.

Getting extensions

As a first stage of 115 individual measures were planned as part of the designated as ABS 8 project. In addition to a three-pronged expansion of the section Würzburg- rotting village seemed eleven new free platform accesses, a continuous -way working, block condensations and adaptations and extensions to the traction power supply were provided. Free height platform accesses originated at stations Dettelbach, Kitzingen, Iphofen, market Bibart and Emskirchen.

The third track between Würzburg and rotting village went into operation in July 1985. It is considered a continuation of the new line between Hanover and Würzburg. The section between Würzburg and rotting village was overloaded in the early 1980s. With a nominal capacity of 240 trains per day ( total of both directions) plying between Würzburg and rotting village on weekdays 290 passenger and freight trains. During peak hours thereby had to be diverted or retained numerous freight trains. To the foreseeable increase in traffic to meet, not least through the commissioning of the high-speed line Hannover -Würzburg, 1976, the plans for the three-pronged expansion of the 8- km section were taken. On 13 July 1979, the Federal Minister of Transport gave approval for tunnel support in accordance with Federal Railway Act. The beginning of 1979 initiated the planning approval process was completed on 15 May 1980 with the zoning decision. After a lawsuit was settled out of court, the zoning decision gained legal force on 11 May 1981.

Construction began in 1980, the planned investment was in 1984 at about 145 million DM (about 74 million euros, as of 1984).. The third track is operated as a single-track line. A well -considered central position between the two existing tracks had been discarded.

Approximately 184 million DM were invested in the entire package of measures. In the late 1980s the project was completed with the exception of remaining work. The cost of the third track in 1989 estimated at 71 million DM, of which 66 million DM were supported by the federal government.

Further expansion

Within the framework provided for in the Federal Transport Infrastructure Plan 1985 further extensions a number of measures were envisaged: branch line improvements and block condensations too short, among other sidings should be extended and level crossings and points of constraint (especially in Würzburg Hauptbahnhof) to be eliminated. New and expanded substations were provided as well as enhanced traction current lines. An automatic train should also be set up as a freight - forwarding link ( Würzburg -Ansbach -Nuernberg ). To the price level of 1985, the cost of the project was estimated at 272 million DM.

The expansion projects ABS 8/2 was divided into three sections:

• At the 40.9 km long section between Nuremberg and Neustadt ( Aisch ) should the speed limit be raised to up to 30 km / h to 160 km / h at a reasonable investment. In Nuremberg Central Station, the extension speed should be increased by streamlining turnout of 30 to 40 to 80 km / hr.
• The centerpiece of the expansion was the upgrading of the 28.8 km long section between Neustadt ( Aisch ) and Iphofen. With 14 line improvements, a continuous top speed of 200 km / h should be achieved. In six sheets were required Abrückungen of 20 to 65 m, in the other arches of at most 4 m. The station Neustadt ( Aisch ) a passing loop at 750 m working length should be extended. Four crossings should be eliminated.
• At the 32.5 km long and particularly twisty section between Iphofen and Würzburg greater speed increases were not possible. In five sections speed increases from 10 km / h were provided up to 140 km / hr. In Kitzingen station a fast track to around 750 m working length should be strengthened.
• In Würzburg main station exit of long-distance trains towards Nuremberg should be increased from 40 to 60 km / h and parallel Einfahrmöglichkeiten from Nuremberg and Bamberg are created.

The preliminary design of the project was submitted to the Federal Railway Office on 31 May 1987 and issued the design contract on 18 November 1988. Completion was scheduled for 1996. With a groundbreaking ceremony began on April 3, 1992 expansion work at the track, which should be completed by 1997. As early as 1989 the expansion work in Würzburg Central Station had begun.

By-line improvements, the driving speed could be increased by 40 to 60 km / h to 200 km / h from May 1999 in the section between Neustadt ( Aisch ) and Iphofen. Contemporaneous measures to increase the extension and compression in Würzburg Central Station. By a line improvements in travel time over long distances of about seven minutes was achieved.

Away from the high-speed section were smaller rate increases will be realized, for example, by raising the elevation up to 160 mm, minor changes to transition curves and track shifts up to 60 cm. In the area of Elger village ( kilometer 19.6 to 20.5 ) were carried Abrückungen up to 25 m. The speed limit could be increased in the rebuilt sections of up to 140 km / hr.

As part of the expansion of market Bibart station was equipped with two outside platforms and crossovers and built a turning track for commuter trains. Due to the expansion of a curve ( km 47, former Radius: 1095 m) was the sweep speed of 140 to 200 km / h can be lifted. In market one home was built between the main tracks, a track overhaul of 750 m working length.

Plans to install the built- in high-speed section Linienzugbeeinflussung about this period out to increase the capacity, were not implemented. An extension of the high-speed section of the lines would not be allowed. The total investment in the high-speed section was around 160 million marks ( about 80 million euros, Price as per 1999), when a run -time gain of about three minutes. In the further action when a run -time gain of about one and a half minutes, about 75 million marks ( about 38 million euros ) were invested.

Planned new route

In urgent need of the Federal Transport Infrastructure Plan 1992, as part of the calculated with 1.495 billion DM ABS / NBS Hanau-Nantenbach/Würzburg-Iphofen contain a new line between Iphofen and rotting village. The 24 km long new line should be west of the station rotting village from the existing line feed out and initially drive a ridge in the 3.5 km long Gallows Hill tunnel to cross the Main River for a overtaking on Biebelrieder cross on a nearly 800 -meter-long bridge south of Kitzingen. In one home market the new line should open into the designed for 200 km / h expansion section towards Neustadt ( Aisch ) / Nuremberg. The later of 250 km / h designed initially for 300 km / h and new line should reduce journey times between Iphofen and Würzburg from 20 minutes to 13 minutes by one-third since, in particular between Kitzingen and Wuerzburg, close Iphofen several tight turns, no high speeds enabled. The costs were calculated at 840 million DM. The existing line between Rottendorf and Iphofen should be driven by the planned 2003 opening of the new route section only of regional express trains. On the new section 109 long-distance and freight trains per day in each direction were provided.

The affected communities declined around 2001 from the planned new line. While the drinking water protection areas of long-distance water supply francs were mentioned as main argument. The planned cost of 850 million marks and the environmental sensitivity of the traversed areas are known.

Due to budget cuts in traffic, the project was not pursued by the year 2000 around.

Four-track extension Nuremberg -Fürth

→ Main article: Railway line between Nuremberg and Bamberg, S -Bahn to Forchheim, expanded Nuremberg - level field

As part of the suburban railway from Nuremberg to Bamberg and Forchheim and the new and expanded Nuremberg -Erfurt - level field of the section between Nuremberg and Fürth was expanded to four tracks. The construction work for this project have been completed since the end of 2011 mostly.

S -Bahn

In the course of the second stage of the S -Bahn Nürnberg ( planning status: 1981 ) was intended to establish a commuter train operating in the section between Fürth and Siegelsdorf and expand this section of road to do so. These ran in 1987 planning studies. These plans have so far (as of 2013) not implemented.

View

In Siegelsdorf and Emskirchen are 2014 electronic interlocking go into operation. From summer 2013 to spring 2016, the Herzogenaurach Viaduct Emskirchen should be replaced approximately 70 m north of the existing bridge with a 530 m long and 40 m high building in reinforced concrete, while the lines on a length of 1.8 km can be changed. The solution was found in an EU - wide planning competition. The building was announced in late April 2013. On October 29, 2013, the public works contract to Max Bögl with a volume of EUR 22.7 million ( net) was published. To execute the job, eight companies had advertised. The new bridge should be able to be driven at 140 km / hr.

Train services

Long-distance traffic

In long-distance pass the ICE lines 25 (Munich -Hamburg ) every two hours and 41 (Munich - Ruhr ) every hour the Route number 805 in December 2007 also the offer from Frankfurt to Vienna has been greatly expanded, run this ridden with ICE-T trains every two hours from Frankfurt ( partially Dortmund ) to Vienna and vice versa. Additionally on Saturdays runs the intercity train pair " Rottaler country " from Hamburg to Passau and Mühldorf that - keeps in Neustadt ( Aisch ) - unlike the other long-distance trains. On the three ICE lines all ICE series of the Deutsche Bahn are used in intercity services operate most of locomotives of the series 101 and 120 hauled push-pull trains.

Regional and local transport

Between Nuremberg and Würzburg, the former franc Express perverted as hourly regional express line. By December 2006, the trains were bound by the above Würzburg addition to Frankfurt ( Main). Introduced to the summer timetable 2001 direct connections were divided into two lines with Platform same transfer connections in Würzburg.

The existing since the timetable change in 2010 Franconia Railway rolling stock used as the features of the 440 series and wrong as Regional Express ( between Nuremberg and Würzburg ) and as a regional train ( between Nuremberg and Neustadt ( Aisch ) station). These railcars are located in Würzburg.

In the catchment area of Nuremberg the offer is compressed again. Between Nuremberg and Siegelsdorf run LINT railcar, which continue on the Zenngrundbahn after Erlbach from there.

Between Kitzingen and Wuerzburg operate Monday to Friday during rush hour a total of eight regional rail train pairs. Since in this corridor by both regional express and regional trains all stations are served, there was more time, a 30 -minute intervals.

By invitation of the services on this route by the Bavarian Railway Company arose on this route some Increased frequency in the off time ( especially in the evening and on weekends).

The number of regional transport passengers on the route increased by 220 percent, according to the Bavarian Railway Company 2003-2012.

Tendering of regional rail services

The order for the local rail passenger transport ( regional rail ) competent Bavarian Railway mbH (BEG ) has now awarded all regional express and local train services on the railway line between Nuremberg and Würzburg in the competition.

First, on March 2, 2005, the operation of the so-called "Nuremberg diesel network " - to include the regional rail line from Nuremberg to Neustadt ( Aisch ) - tendered and awarded on 21 October 2005 to the DB Regio AG. As attractiveness should 41 Alstom Transport Germany Regional trains via Neustadt ( Aisch ) beyond Steinach ( Rothenburg ) to Rothenburg ob der Tauber be extended in addition to the use of diesel railcars of type LINT. In addition, it was planned to outflank the trains in Siegelsdorf station and to let go a tensile member on the Zenngrundbahn after Erlbach. However, the outflanking concept was rejected, and instead ordered additional units of class 440. Thus, a through connection is not possible because not enough diesel vehicles are available. The traffic contract began in December 2008 and has a term of ten years.

On 7 June 2006, the Regional Express Transport Nuremberg -Würzburg was announced as part of the "E - network Würzburg " by the Bavarian Railway Company. Here, the subsidiary DB Regio won the competition procedure for itself and is gone in December 2009 with new electric railcars at the start. To offer improvement counts here the expansion to 132,000 train kilometers per year, so the future is a continuous clock hours may be offered to 23 clock. When E network Würzburg, the new transportation contract for the route Nuremberg begins - Würzburg in December 2009, on other lines in December 2010 and ends uniformly in December, 2021.

Tariff zones

At the start of the regional transport system Nürnberg ( VGN ) on 27 September 1987, the distance between Nuremberg and Dietersheim in the tariff area, 31 May 1992, it was Bibart to market, December 10, 2006 to Iphofen and last for 9 December 2007 to Kitzingen expanded. Between Iphofen Dettelbach and the track was in the pay scale of Kitzinger transport community ( KiNG ) until the district of Kitzingen the transport undertaking composite MainFranken (VVM ) joined February 1, 2009, after years of voting problems. Until the beginning of the year was the tariff of the VVM from rotting village station. The section Kitzingen market Bibart is now in the scope of the VGN and the VVM. A recording of the entire county in the VGN was scheduled for autumn 2008.