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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
Line length 170.8 km
Minimum radius of curvature 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 through the Kösching forest, north of Ingolstadt, had a large environmental impact.

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 first proposal for this 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.

high-speed railway line
Major stations and engineering works
Unknown route-map component "S+BHF"
0.0 Nürnberg Hauptbahnhof
Junction to left
9.6 Nürnberg Nürnberger Reichswald
Straight track
Nürnberg–Regensburg line
Straight track
Newly built track begins
Bridge over water
15.0 Schwarzach bridge (104 m)
Station on track
25.4 Allersberg (Rothsee)
Enter and exit short tunnel
29.0 Göggelsbuchtunnel (2287 m)
Bridge over water
33.6 Bridge over the Rhine-Main-Danube Canal (141 m)
Enter and exit short tunnel
40.5 Offenbautunnel (1333 m)
Non-passenger station on track
42.4 Conventional signals at Lohen
47.2 Road bridge near Großhöbing (305 m)
Enter and exit short tunnel
49.1 Euerwangtunnel (7700 m)
Enter and exit short tunnel
57.8 Schellenbergtunnel (650 m)
Station on track
58.6 Kinding (Altmühltal)
Bridge over water
59.4 Altmühl bridge (79 m)
Enter and exit short tunnel
59.6 Irlahülltunnel (7260 m)
Enter and exit short tunnel
67.6 Denkendorftunnel (1925 m)
Enter and exit short tunnel
76.0 Stammhamtunnel (1320 m)
Enter and exit short tunnel
78.1 Geisbergtunnel (3289 m)
Enter and exit short tunnel
85.0 Auditunnel (1258 m)
Station on track
86.8 Ingolstadt Nord
Straight track
Newly built track ends
Bridge over water
87.8 Danube bridge (184 m)
Station on track
89.0 Ingolstadt Hbf

Unknown route-map component "KMW"
Partially upgraded track
Station on track
72.4 Reichertshofen (Oberbayern)
Station on track
60.2 Rohrbach (Ilm)
Station on track
49.7 Pfaffenhofen Pfaffenhofen (Ilm)
Station on track
43.8 Reichertshausen (Ilm)
Stop on track
40.2 Paindorf
Unknown route-map component "S+BHF"
36.4 Petershausen (Oberbayern)
Unknown route-map component "S+BHF"
17.8 Dachau
Unknown route-map component "S+BHF"
0.0 München Hbf
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.  

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