Benefits for Munich and the metropolitan region

A boost for Munich

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Munich has been growing continuously in recent decades, and it shows no signs of slowing. The second core route is urgently needed, as it is the only way to enable local public transport to keep pace with the metropolitan region as it grows.

Building the second core route tunnel will remove the bottleneck in the Munich S-Bahn system: the additional tracks will reduce pressure on the existing core route and create space for an express S-Bahn system. This will allow passengers to reach destinations more quickly, for example those in the city centre. Over the long term, the second core route will also enable direct connections to be added from the wider region to the centre of Munich. In addition, the route is an important step toward creating a faster connection to the airport.

Higher capacity and an alternative route for disruptions

Faster journeys, more trains per hour

The second core route will increase the S-Bahn system's capacity between Laim and Leuchtenbergring from two to four tracks. This will make it possible to increase the service frequency on S-Bahn lines. On certain lines which currently run every 20 minutes, for example, a base frequency of 15 minutes will be introduced.

In addition, it will be possible to introduce express S-Bahn lines which do not stop at every station, allowing passengers to reach city centre destinations more quickly than on the standard lines. Convenient, same-platform interchange between standard and express S-Bahn lines will be available at Laim and Leuchtenbergring stations.

The initial concept for operations on the second core route envisages a total of approximately 1,200 daily train movements on the two core routes. This compares to around 950 trains journeys made each weekday on the existing core route in the 2011 timetable. If transport demand continues to rise at the current pace, there is capacity for up to 2,000 journeys a day on the two core routes.

Greater operational reliability

In addition to the service improvements, the additional track capacity will, above all, make service more reliable. Disruption on individual lines will have less of an impact on the rest of the network, as trains will be spaced further apart on each track. Since trains will not need to run so close together on the same track, S-Bahn trains will be less likely to cause disruptions if they are already running late when they hit the core route.

The two core routes will be separated from one another and the two tracks in the new tunnel will have separate tubes, so, even if an incident occurs, there will likely still be tracks available for passengers to reach the city centre. In most incidents, passengers will no longer need to switch to another means of transport. Each core route will be able to act as a diversion route for the other.

The entire Munich S-Bahn network will enjoy greater reliability and punctuality thanks to the second core route.

 

Shorter journey times

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The second core route will make it possible to create the first-ever express lines in Munich's extensive S-Bahn system. These lines will reduce journey times considerably, improving the acceptance of local public transport and reducing the volume of motorised private transport. The express services will make the S-Bahn more attractive particularly for the growing number of commuters from Munich's surrounding towns.

Express S-Bahn trains will run at 30-minute intervals from the outer terminals of the network, serving all stations along the way until they reach intermediate hubs. Here, passengers will have connections to standard S-Bahn trains running at 15-minute intervals. The express S-Bahn trains will then run non-stop for the remainder of the journey until they reach the interchange stations in the city centre. In addition, S-Bahn trains calling at all stations will run every 30 minutes along the entire route.

Relief for the city centre

Given the need for climate protection, pollution reduction and sustainability, everyone should be striving to reduce the volume of car traffic. The aim is a change in the modal split: fewer car drivers and more public transport passengers.

Experts expect that the initial concept alone will result in around 300 million fewer kilometres of car travel each year after the second core route is introduced. This will reduce the amount of carbon dioxide generated each year by around 64,000 t. Emissions of other pollutants such as nitrogen oxides, sulphur oxides and particulate matter will also be significantly reduced. However, this can only be achieved with an efficient S-Bahn network built around the second core route.

Traffic surveys have shown that Munich Main Station, Marienplatz and Munich East are the most important stations on the existing core route. The second core route will have stations precisely at these busy locations, which of course will also offer connections to U-Bahn, tram and bus lines in addition to regional and long-distance trains.

With the second core route, passengers will be able to reach Munich city centre quickly and directly without changing trains. Munich's road network, especially the city centre and inner districts, will therefore see reduced car traffic. This will create more open public space and improve quality of life without curtailing mobility.

Entwicklungsperspektiven für die Region

Die Bayerische Staatsregierung sieht gemeinsam mit dem Bayerischen Landtag ein umfassendes Entwicklungsprogramm für den Bahnausbau in der Region München vor. Es ermöglicht in verkehrlich sinnvollen Schritten eine zukunftsfähige Ausgestaltung des gesamten Schienenpersonennahverkehrs. Der S-Bahn-Entwicklung kommt dabei eine Schlüsselrolle zu.

Die 2. Stammstrecke kann prinzipiell auch von Zügen aus der Region befahren werden, die technisch mit den S-Bahnen vergleichbar sind. Solche Züge könnten über die neue Stammstrecke direkt in die Innenstadt fahren. Von den umsteigefreien Verbindungen und schnelleren Fahrzeiten würden dann auch Fahrgäste der Metropolregion München profitieren. 

Auch für eine schnellere Anbindung des Flughafens kann die 2. Stammstrecke genutzt werden. Der Freistaat hat in einem Gutachten mehrere Varianten untersuchen lassen, um aus dem Westen und Süden von München schneller zum Flughafen zu kommen. Die Fahrt von Zügen über die Stammstrecke und den „Ostkorridor“ (Strecke der S8) zum Flughafen hatte dabei das günstigste Nutzen-Kosten-Verhältnis. Über den dazu notwendigen viergleisigen Ausbau zwischen Daglfing und Johanneskirchen laufen bereits entsprechende Untersuchungen. 

Mit dem Bau der 2. Stammstrecke wird somit der gesamte Bahnknoten München gestärkt.

Termine