Nuremberg–Munich high-speed railway
Nuremberg–Munich high-speed railway
The Irlahülltunnel (7260 m) is one of the longest and steepest (20 permille) rail tunnels in Germany
The Irlahülltunnel (7,260 m/23,819 ft) is one of the longest and steepest (20 permille) rail tunnels in Germany
Line number New line: 5934; Old line: 5501
Technical
Line length 170.8 km
Minimum radius 300 km/h section: 4085 m
Upgraded track: 814 m
Operating speed 300 km/h, upgraded track: 200 km/h
Maximum incline 300 km/h section: 20 ‰ (300 km/h section)
Upgraded track: 12.5 ‰
Route map

SFS Nuernberg-Muenchen.png

The Nuremberg–Munich high-speed railway line is a German high-speed railway 171 km (106 mi) in length. It links the two largest cities in Bavaria, Nuremberg and Munich.

Construction of the route had a large environmental impact; shown: Kösching Forest near Ingolstadt in 2001.

The northern section, between Nuremberg and Ingolstadt, is a new 300 km/h (186 mph) track built from scratch between 1998 and 2006. It is 90.1 km (56.0 mi) in length with nine tunnels (total length: 27 km/17 mi). In order to minimize damage to the environment, it runs for the most part right next to Bundesautobahn 9.

The southern section, between Ingolstadt and Munich, is 19th-century track. Its southern section has been upgraded for up to 200 km/h (124 mph). Between 2010 and 2013, further upgrades to the mid section of the track will be done. The minimum speed on the Munich-Ingolstadt section should then be 160 km/h (99 mph), with 190 km/h (118 mph) in the middle and 200 km/h in the southern section.

Both long-distance and regional services operate on the line. InterCityExpress trains reach the tracks' 300 km/h speed-limit. InterCity and RegionalExpress trains travel at a maximum speed of 200 km/h. The Allersberg-Express, a RegionalBahn shuttle service, is operated between Allersberg and Nuremberg.

The line was officially inaugurated on May 13, 2006. Limited operation with a twice-hourly long-distance service started on May 28, 2006. The line has been in full operation since December 2006. Compared to the former track via Augsburg, it cut off 29 km (18 mi), or about 30 minutes journey time on long-distance and an hour on regional trains.

Most of the track is equipped with Linienzugbeeinflussung and GSM-R. ETCS will be introduced in 2009. The total costs (as of January 2006) were about 3.6 billion.

The line is part of the Line 1 of Trans-European Transport Networks (TEN-T).

History

The Munich–Ingolstadt line was opened in 1867 and was extended to Treuchtlingen as the Ingolstadt–Treuchtlingen line in 1870.

The first proposal for a high-speed line dates back to 1983, when the Nuremberg section of Deutsche Bundesbahn proposed a more direct line between Nuremberg and Munich. The project was added to the 1985 federal traffic infrastructure plan. The following years were marked by heated debate on the route of the line, in particular if it should run via Ingolstadt or Augsburg. While the Ingolstadt line is much more direct (171 km) than the existing Augsburg route (199 km/124 mi), the metropolitan area of Augsburg is considered much larger than Ingolstadt's. Apart from concerns that fewer long-distance trains would run via (and stop at) Augsburg, there were also concerns about the environmental effects of the 75 km (47 mi) of track that had to be built from scratch. Large-scale construction began in 1998, when numerous disputes had finally been settled and the total cost was estimated to be 2.3 billion. The 1.3 billion cost increase arose from numerous geological problems found during construction and additional works required to meet environmental and security concerns.

On September 2, 2006, ÖBB locomotive 1216 050 (a Siemens Eurosprinter) set a new world record for locomotives with a top speed of 357 km/h (222 mph); reached near Hilpoltstein.


Nuremberg–Ingolstadt–Munich
high-speed railway line
Major stations and engineering works
Legend
Station on track
100.6 Nuremberg Hauptbahnhof
Abbreviated in this map
see Nuremberg–Regensburg railway
Junction from right
from Nuremberg marshalling yard
Non-passenger station/depot on track
91.0
9.6
Nürnberg Reichswald junction
Junction to left
Nuremberg–Regensburg line
Unknown BSicon "KMW"
9.8 Beginning of new line
Underbridge
10.6 A6
Unknown BSicon "KRZo"
11.2 to Regensburg
Bridge over water
15.0 Schwarzach viaduct (104 m)
Underbridge
15.5 A73 (Nürnberg/Feucht interchange)
Station on track
25.4 Allersberg (Rothsee)
Enter and exit short tunnel
29.0 Göggelsbuch tunnel (2287 m)
Bridge over water
33.6 Main-Danube Canal (141 m)
Enter and exit short tunnel
40.5 Offenbau tunnel (1333 m)
Small non-passenger station on track
42.4 Lohen signal box
Underbridge
47.2 Staatsstraße 2227 near Großhöbing (305 m)
Enter and exit short tunnel
49.1 Euerwang tunnel (7700 m)
Bridge over water
57.7 Anlauter
Enter and exit short tunnel
57.8 Schellenberg tunnel (650 m)
Station on track
58.6 Kinding (Altmühltal)
Bridge over water
59.4 Altmühl (79 m)
Enter and exit short tunnel
59.6 Irlahüll tunnel (7260 m)
Enter and exit short tunnel
67.6 Denkendorf tunnel (1925 m)
Enter and exit short tunnel
76.0 Stammham tunnel (1320 m)
Enter and exit short tunnel
78.1 Geisberg tunnel (3289 m)
Enter and exit short tunnel
85.0 Audi tunnel (1258 m)
Station on track
86.8 Ingolstadt Nord End of new line
Unknown BSicon "KMW"
87.0
84.3
interweaving of Treuchtlingen–Munich line (3 tracks)
Junction from right
84.3 from Treuchtlingen
Bridge over water
83.4 Ingolstadt railway bridge over the Danube (184 m)
Station on track
81.0 Ingolstadt Hauptbahnhof

Straight track
Beginning of upgraded line
Unknown BSicon "KRZu"
78.4 Paar Valley Railway (track towards Ingolstadt)
Unknown BSicon "eHST"
77.1 Oberstimm
Junction from left
74.4 Ebenhausen factory siding
Station on track
72.4 Reichertshofen (Oberbayern)
Bridge over water
71.0 Paar
Underbridge
67.8 A9
Unknown BSicon "eHST"
66.4 Hög
Bridge over water
Ilm
Junction from left
60.6 to Wolnzach Markt (freight only)
Station on track
60.2 Rohrbach (Ilm) four tracks (outside tracks)
Underbridge
58.4 A9
Unknown BSicon "eHST"
55 Walkersbach
Track change
54.6 Üst Uttenhofen (crossover)
Station on track
49.7 Pfaffenhofen (Ilm) three tracks plus sidings
Station on track
43.8 Reichertshausen (Ilm) viergleisig (Außenbahnsteige)
Stop on track
40.2 Paindorf
Unknown BSicon "SBHF"
36.4 Petershausen (Oberbayern) S2München S2.svg terminus
Bridge over water
34.8 Glonn
Non-passenger station/depot on track
27.1 Röhrmoos three tracks
Small arched bridge
24.1 Viaduct near Reipertshofen (141 m)
Junction from right
to Altomünster AMünchen S-Bahn A.svg
Bridge over water
Amper
Unknown BSicon "SBHF"
17.8 Dachau AMünchen S-Bahn A.svg terminus
Non-passenger station/depot on track
14.2 München-Karlsfeld four tracks
Junction to left
13.6 to Munich North marshalling yard (double track)
Non-passenger station/depot on track
10.4 München-Allach four tracks
Junction from left
5.3 Kanal junction to Munich–Regensburg railway
Unknown BSicon "SBHF"
0.0 Munich Hauptbahnhof
Straight track
S1München S1.svgS2München S2.svgS3München S3.svgS4München S4.svgS6München S6.svgS7München S7.svgS8München S8.svg, terminus of S27München S27.svg


Trains running on the Nuremberg–Munich high-speed railway
An ICE 1 at 250 km/h near Kinding.
An ICE 1 at 250 km/h (155 mph) near Kinding.  
In July 2006, a French TGV undertakes a 330 km/h test ride for technical approval in Germany.
In July 2006, a French TGV undertakes a 330 km/h (205 mph) test ride for technical approval in Germany.  
At a top speed of 200 km/h, the München-Nürnberg-Express is the fastest regional train in Germany.
At a top speed of 200 km/h (124 mph), the München-Nürnberg-Express is the fastest regional train in Germany.  

See also

External links


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