Wutach Valley Railway

	Hochrheinbahn from Basel
0.0	Leek rings (formerly Oberlauchringen)	348 m
	Hochrheinbahn to Constance
0.3	Property border DB Netz / City of Blumberg
3.2	Horheim	373 m
5.7	Wutöschingen	393 m
7.4	Ofteringen	398 m
9.0	B 314
9.7	Eggingen	410 m
13.7	Eberfingen	434 m
	Stühlingen school center (planned)
17.4	Stuehlingen	455 m
	Transition to the Schaffhausen – Schleitheim tram
20.4	wheat	471 m
23.6	Lausheim - Blumegg	502 m
24.5	Kehr tunnel in the Grimmelshofer hamlet (1205 m)
	Wutach Bridge Grimmelshofen (107.5 m)
27.2	Tunnel near Grimmelshofen (225 m)
28.5	Grimmelshofen until 1923 passenger traffic	539 m
28.2	Small Stockhalde Tunnel Grimmelshofen (86 m)
28.4	Great Stockhalde Tunnel Grimmelshofen (1700 m)
	Fützen valley crossing (153 m)
33.5	Fützen	587 m
	Anger look
37.0	Tunnel on Achdorfer Weg (540 m)
40.9	Epfenhofen	655 m
	Epfenhofer Viaduct (264 m)
	Biesenbach Viaduct (252.5 m)
45.0	Buchberg tunnel (805 m)
46.0	Blumberg-Zollhaus (formerly Zollhaus-Blumberg)	702 m
50.4	Blumberg- Riedöschingen	692 m
54.2	Geisingen - Leipferdingen	690 m
56.5	Geisingen- Aulfingen	684 m
58.8	Geisingen churches
59.7	Geisingen- Hausen	671 m
61.4	Property border city of Blumberg / DB Netz
	Black Forest Railway from Offenburg
61.7	Hintschingen ( junction , formerly train station)	662 m
	Black Forest Railway to Singen

Train on the Epfenhofen viaduct

The Lauchringen – Hintschingen railway is a 61.7 kilometer long, standard-gauge, single-track railway line in southern Germany that runs through the southern Black Forest nature reserve . It connects the Lauchringen station , formerly called Oberlauchringen , on the Hochrheinbahn with the Hintschingen junction , where it joins the Black Forest Railway.

Because it follows the river Wutach in the first third of the route to Weizen station - which is also the oldest section - the route is also known as the Wutach Valley Railway . It owes the name Sauschwänzle bahn or Sauschwänzle s bahn to the winding course of the middle section and especially the spiral tunnel in the Stockhalde . The northern section of the route from the Blumberg-Zollhaus station is also called the Aitrach Valley Railway after the Aitrach River .

The military was instrumental in driving the construction of the route . The line, which was continuously opened in 1890, was intended to serve as a strategic railway , also known colloquially as the cannon railway , in a possible further war against France , which was defeated in 1870/1871 . Passenger traffic was initially suspended in sections from 1967 to 1976. On the central section of the Weizen-Blumberg-Zollhaus, a museum railway, now well-known across the region , has been in operation since 1977 and carried over two million passengers up to 2006. On the northern section, the ring train has been operating on a regular schedule for local rail passenger transport since 2004 . The railway infrastructure company responsible for the entire route is Bahnbetriebe Blumberg GmbH & Co. KG , a subsidiary of Stadtwerke Blumberg .

On September 8, 2014, the route was recognized by the Federal Chamber of Engineers as a historical landmark of engineering in Germany .

Route description

geography

The route on the southeastern edge of the Black Forest or on the north west edge of the Randens . The southern section follows the course of the Wutach from Lauchringen on the edge of the Klettgau to the Lausheim - Blumegg stop . In the middle section, the route turns 180 degrees by means of the spiral tunnel Im Weiler and runs briefly down the valley to switch to the Mühlbachtal at the Grimmelshofen tunnel . The route follows the Mühlbach to the valley basin near Fützen and crosses it with the help of two open loop loops in order to reach the Buchberg tunnel after a last open loop in the commentary . A good kilometer after the tunnel portal, in the area of the Blumberg-Zollhaus station , it crosses the watershed between the catchment areas of the Rhine and Danube . From the Blumberg-Zollhaus train station, the northern section of the route downriver follows the course of the Aitrach tributary to Hintschingen.

From Lauchringen to Grimmelshofen it is in the Waldshut district , within the Blumberg community - that is, from Fützen to Riedöschingen - in the Black Forest-Baar district ; the remaining part of the route to the Hintschingen end point crosses the Tuttlingen district . In Hintschingen the line joins the Black Forest Railway.

The winding route with the station and loop of Epfenhofen and the Bohlkopf (777 m), an offshoot of the Hohe Randen , in the background

Railway stations and stops

In the course of its history, stations have been renamed:

the southern exit station Lauchringen was formerly called Oberlauchringen .

the train station in Eggingen was originally called Untereggingen .

the station in the hamlet was renamed Lausheim-Blumegg .

Aulfingen station was replaced in 2004 by the Geisingen-Aulfingen stop .
the Leipferdingen station was replaced in 2004 by the Geisingen-Leipferdingen stop .
the Kirchen-Hausen station was replaced by the Geisingen-Hausen stop in 2004 .

A requirement for the strategic railway Oberlauchringen-Immendingen was the establishment of train stations at a distance of eight kilometers to enable overtaking or the encounter of military trains. Because of this condition, the train stations in Ofteringen , Weizen , Fützen and Grimmelshofen were built with long sidings , although one stop would have been sufficient for local traffic. Of the above-mentioned stations, Grimmelshofen and Fützen still exist, complete with a reception building and siding. The stations in Horheim and Ofteringen were closed, the points there and the siding removed. The high-rise buildings corresponded to the standards for secondary railways customary at the time for the Grand Ducal Baden State Railways . Examples of this are the high-rise buildings in Eggingen, Grimmelshofen, Fützen, Epfenhofen and Blumberg-Zollhaus. Since the line was closed, many stations have been dismantled or completely removed, as happened in Horheim, Ofteringen and Stühlingen . The former Horheim train station in the typical Baden design by Friedrich Eisenlohr, including an open goods hall, was demolished in 1986. The former Ofteringen train station was eliminated in 1980.

The train station in Lausheim-Blumegg

The breakpoint in the then insignificant village of Wutöschingen was only approved in 1914, but was never expanded to a train station, as the Wutach Valley Railway runs on a narrow strip of river bank at the height of Wutöschingen to the right of the Wutach; thus there was not enough space there for expansion. The Wutöschingen halt consisted of two wooden barracks. Operationally it was under the control of Horheim station until the scheduled train service was discontinued, apart from brief exceptions during the two world wars.

As an exception, the Eberfingen train station confirms the standard Baden design. The Eberfinger reception building is striking, it consists of a main building with two side wings.

Another exception was the station building in Stühlingen, which had been designed as a one-story provisional facility since the route opened in 1875. The planning of the southern section to Stühlingen took place in the Wilhelminian era , so the planners envisaged Stühlingen as a junction for the connection of the planned Bonndorf in the Black Forest –Weizen – Stühlingen line and the Schaffhausen – Schleitheim tram . It is interesting in this context that the railway construction inspection until mid-1875 and the local construction management for the middle wheat-Blumberg section were based in Stühlingen. Today (as of June 2012) nothing can be seen of the former provisional facility, as all buildings and track systems have been dismantled. The Stühlingen station was downgraded to a stop around 2004. The building, which is located west of the Stühlingen stop, was originally used as a residential building for railway employees. Since 2012 it has housed an amusement arcade among other things . Originally there was a garden for the railway employees between the reception and residential building.

The wheat station had existed since 1876 as the end point of the Wutach Valley Railway, for this reason a station building with goods and locomotive sheds as well as a water crane and water tower for steam locomotives was built. The station building was completely demolished towards the end of the 1970s. "After the renovation work on Freiburg Central Station , the museum railway received the roof that had been removed from the 1870s."

The Lausheim-Blumegg stop was originally called Im Weiler and was opened on August 1, 1899. The reason for the new building was the lack of acceptance of the Grimmelshofen train station by the local population. The Lausheim-Blumegg station was designed as a train station and was originally equipped with a reception building, goods shed , timber loading area, weighbridge and loading gauge . There was never a siding in this station.

The Grimmelshofen station has a siding for train crossings south of the Kreiskehrtunnel. Due to its remote location, it was no longer served from 1923; instead, the residents of the village used the nearby Lausheim-Blumegg train station.

The Wutachblick stop between Fützen and Epfenhofen was only built when the museum was in operation, as the Wutach Gorge and the south portal of the tunnel on Achdorfer Weg are in the immediate vicinity .

Fützen station (2018)

When the section between Blumberg-Zollhaus and Hintschingen was reactivated at the end of 2004, the respective community name was placed in front of the respective stations for better orientation, since the localities there had lost their independence in the course of the administrative reform in Baden-Württemberg in the 1970s. Geisingen- Hausen , Geisingen- Aulfingen and Geisingen- Leipferdingen were given new stopping points, which are usually more convenient for settlement than the stations that had been abandoned decades before. The Geisingen-Kirchen and Immendingen- Zimmer stops that were set up with the Ringzug , however, have no historical predecessors; they were only opened in 2004. In the northern section between Hintschingen and Blumberg, only the Blumberg-Riedöschingen and Blumberg-Zollhaus stops have been rebuilt at historical locations. The Ringzug planners refrained from reactivating Hintschingen station in 2004.

The stations were usually provided with goods sheds in the standard design. In Stühlingen this was demolished after the turn of the millennium, while the wheat counterpart was dismantled and rebuilt in Stühlingen, where it was used as a gym until 1979. The Egginger goods shed is used commercially (as of July 2011). The Wutach Valley Railway Museum is located in the shed of the Zollhaus station (see Blumberg # museums ).

Other service buildings

The service buildings for the route or barrier keepers are very numerous . Without exception, these were built in the standard design for secondary railways. These buildings are now privately owned and have been deprived of their original function. As an outstanding example, reference is made to the route keeper's house at the east portal of the spiral tunnel in the hamlet. From an operational point of view, the caretaker's house north of the upper portal of the roundabout tunnel on the Stockhalde, below which there is direct access to the two portals of the roundabout tunnel.

Structural features of the route

Artificial length development in the middle section

Route elements in the middle section

Since the southern section follows the lower reaches of the Wutach, the railway construction there was considered unproblematic in the planning. In practice, however, it was found that the slopes on the right side of the Wutach Valley have a high tendency to slide , which had to be countered with unplanned slope-side retaining walls . These fortifications were necessary where the mountain spurs of the railway line got in the way, e.g. B. south of Eggingen, northern exit of the Eberfingen train station or at the foot of the Götschhalde mountain near Stühlingen.

Due to the even more difficult geographical conditions, the experiences already made and the demands on military use, the planned route between Weizen and the Blumberg customs house looked different.

For this strategic path , the gradient could not be greater than 1:98; that is, the route may not rise more than ten meters over a length of 980 meters.

However, the geography of the Wutach valley meant that in the middle section from Weizen to Blumberg there was an ascent of over 230 meters. The route, including the level tracks at the stations, therefore had to be over 25 kilometers long, although the distance to be covered is only 9.6 km as the crow flies. This so-called artificial length development is typical for mountain railways . It was mastered with two side valley hairpin bends, a circular turning tunnel and a double loop . The Kreiskehrtunnel is the only structure of its kind in all of Germany.

tunnel

Of the six tunnels, two are used to gain height, three more cross under a mountain spur and only one is a real mountain tunnel that runs under a watershed.

Shortly before / after the Stockhalde roundabout tunnel at kilometer 28.4 (below) / kilometer 30.1 (above)

The spiral tunnel in the hamlet is 1,205 meters long. This spiral tunnel is necessary, on the one hand, to realize the 180-degree turn in the Wutachfluchten, on the other hand to achieve the gain in height that is necessary for the transition from the Wutach valley to the Mühlbachtal while maintaining the maximum gradient.

The Grimmelshofen tunnel is 225 meters long and crosses under the mountain spur at the confluence of the Mühlbach and Wutach valley and is located southwest of the Grimmelshofen train station.

The Kleine Stockhalde tunnel measures 86 meters and is the shortest tunnel on the route. In it it drives through a mountain spur northeast of the Grimmelshofen train station.

The Große Stockhalde spiral tunnel is 1,700 meters long. Furthermore, this structure is long after the 2,296 meters in Italy on the Simplonbahn located Varzo-Elicoidale tunnel the second longest circular loop tunnels in Europe . The roundabout tunnel is used exclusively to gain height, which is 12 meters between the two portals, whereby the maximum gradient had to be observed.

The tunnel on Achdorfer Weg is 540 meters long and passes under a mountain spur above and west of the village of Fützen. The Wutachblick stop is located directly in front of the south portal of this tunnel.

The Buchberg tunnel with a length of 805 meters connects the Commental with the Aitrach Valley at the highest point of the route by crossing the Buchberg near Blumberg.

bridges

Technical drawing of the Biesenbach Viaduct

Technical drawing of the Wutach Viaduct

Technical drawings of the bridges at Fützen and Epfenhofen

A total of five large viaducts and bridges had to be built for the route to cross the transverse valleys and rivers in the area. The structures have a height of up to 30 meters and a length of 100 to 250 meters. The heaviest cannons from Friedrich Krupp AG at the time, weighing 140 tons, were decisive for the structural dimensioning of the bridges .

The Wutach Bridge in the Wutachfluchten , the Fützen valley crossing and the Danube bridge were built with fish-belly girders on masonry piers , the Epfenhofer Viaduct is a pendulum pillar bridge and the Biesenbach Viaduct is a scaffold pillar bridge .

The Wutach Bridge is required to continue the hairpin bend in the hamlet to the left side of the Wutach valley; at the same time, this is the only crossing of this railway line over the Wutach. The two valley crossings at Fützen and Epfenhofen are necessary to change the valley side for open loop loops. The Biesenbach Viaduct overcomes the ravine of the Biesenbach between Epfenhofen and the Buchberg Tunnel. Shortly before the end, the line reaches the right side of the Danube Valley, the Danube has to be crossed here in order to connect to the Black Forest Railway on the left.

There are numerous smaller bridges, most of which were built as crossings. The bridge over the B 314 at the southern entrance to Grimmelshofen may serve as an example .

The smallest radius of the track is 300 meters and was only implemented when bypassing the village of Epfenhofen on the route.

Two-track expansion

The requirements as a strategic railway included not only a slight incline, but also the preliminary construction work for a double-track expansion. This can be clearly seen in the abutments and pillars of the bridges, the width of which is designed for two tracks, but is only used by an off-center single-track superstructure . The two-lane dimensioned tunnels are also only one-lane developed. The track in the tunnels was originally also off-center, but was moved to the center of the tunnel as part of the NATO renovation in the 1960s in order to be able to expand the clearance profile .

Wutach Valley Railway Museum

Since 1992 there has been a railway museum in the former goods shed at the Blumberg-Zollhaus station , which documents the history of the Wutach Valley Railway in a permanent exhibition. The museum is run by volunteers and is open to the public by the hour on operating days of the museum railway.

Railway nature trail

In addition to the museum route Weizen - Blumberg-Zollhaus, a so-called railway educational trail was set up, which is around 19 kilometers long and on which a difference in altitude of around three hundred meters is mastered. This nature trail also includes the four-way view , where the loop-like route of the Wutach Valley Railway can be seen particularly well.

history

European plans

In the foreground the entrance signal to Epfenhofen station, in the background a train crosses the Biesenbach Viaduct

The first considerations to build a railway line through the Wutach Valley go back to 1857. When the Baden main line from Mannheim to Konstanz was built, the course of the Rhine was oriented, so that one was forced to run the route twice over Swiss territory , namely near Basel and Schaffhausen . However, there were also efforts to lead the line along the Wutach around the Swiss canton of Schaffhausen , which, however, ultimately did not prevail.

The communities along the Wutach stubbornly advocated a connection to the railway network, which was initially unsuccessful. It was only when the Grand Duchy of Baden considered establishing a connection to the Gotthard Railway that building a railway line along the Wutach was an issue again. This should also use the first German-Swiss border crossing for the railroad between Waldshut and Koblenz in Aargau . According to initial plans, the route, starting in Oberlauchringen, should lead along the Wutach to Donaueschingen . For this purpose, in the middle construction section between Weizen and Riedböhringen, a route was planned through the Wutachfluchten to Achdorf and then upstream on the left valley cheek of the Wutach up to Riedböhringen . The railway was to have a connection to the Black Forest Railway Offenburg- Constance as well as the upper Neckar Railway Villingen - Stuttgart . For the latter, a route via Trossingen was even planned. The options envisaged Engen - Thayngen and Donaueschingen - Schaffhausen had been rejected by Baden from the outset, as Baden did not want the route to run across Swiss territory. In a law passed on April 16, 1870, Oberlauchringen and Donaueschingen were finally determined as the start and end points.

A first section was opened on April 16, 1875 between Oberlauchringen and Stühlingen; official operations began six days later. The commissioning was originally planned for the turn of the year 1874/1875, but it was delayed due to the geologically very unstable terrain. During the construction of the railway, for example, the earth had slipped again and again. A year later, on October 15, 1876, the route was extended to Weizen. Further construction in the direction of Donaueschingen stalled on the one hand due to geological problems in the still unstable Wutach Gorge , as the project engineers realized that it was impossible to continue the railway through this 20,000 year old gorge . On the other hand, the economic crisis of 1873 ( railway crisis) caused an impending liquidity problem for the Grand Ducal Baden State Railways . In the project planning phase, calculations were already made regarding the profitability of this strategic railway, the result of which, in particular, showed the middle Wutach Valley Railway to be permanently deficient at this point in time. Taking these circumstances into account, the project was deemed to have failed.

Realization as a strategic railway

The completion of the Wutach Valley Railway as part of the strategic railway construction to bypass Switzerland

A few years later there was renewed interest in the Wutach Valley Railway, this time from the military side: In the war of 1866 and in the Franco-Prussian War of 1870/1871, the railway first played an important role in Europe. In the 1880s, the German General Staff therefore considered how, in the event of another war against France, the logistics could best be organized with the help of the railroad , i.e. how troops and equipment could be relocated quickly by rail. In the south of the German Reich , the following problem was particularly obvious from a military point of view: If there was a connection from the federal fortress of Ulm to southern Alsace and to a possible front with France, the Hochrheinbahn had to be used, which ran through Swiss territory at Schaffhausen and Basel several times leads. During the construction of this route, use by the military was explicitly excluded in a state treaty between Germany and Switzerland.

In order to solve this problem, the General Staff considered building new railway lines in the Danube Valley between Inzigkofen and Tuttlingen as well as in southern Baden that would neither have steep gradients nor cross Swiss territory: In this context, strategic bypasses that extend from Inzigkofen in the northeast as far as Weil am Rhein in the southwest, the further construction of the Wutach Valley Railway was planned: the Ulm – Sigmaringen railway line was to be extended through the narrow Danube valley to Tuttlingen. At that time, there were already tracks between Tuttlingen and the small village of Hintschingen near Immendingen. The Wutach Valley Railway was to be completed from Hintschingen to Stühlingen in order to bypass the canton of Schaffhausen and to be able to extend the route further to the south-west. From Stühlingen, the southern Wutach Valley Railway, which was completed in 1875, was again a connecting line and the Hochrheinbahn from Lauchringen could be used in this section, as it runs between Lauchringen and Säckingen in places within sight of the Swiss border, but always on German territory. In order to bypass Basel in Switzerland, another strategic railway - the Wehratal Railway - was necessary for military use from Säckingen to Schopfheim . From Schopfheim, the Wiesentalbahn was again a militarily usable route to Lörrach , from where a last piece of Swiss territory had to be bypassed with another connecting line to Weil am Rhein. From here a railway line ran across the Rhine to Sankt Ludwig, today's Saint Louis , since 1872 . In this way a possible Franco-German front could be achieved.

Fützener Viaduct

Despite the foreseeable high costs with little civilian benefit of the above-mentioned new lines leading mainly through sparsely populated areas, this project was carried out from 1887 onwards. From 1887 onwards the construction of the single-track Wutach Valley Railway from Hintschingen to the southwest began.

During the peak of the line construction in 1889 and 1890, up to 3,700 workers were employed. This immense need was met through recruiting abroad, especially in Italy .

Opening and years of operation up to the Second World War

Bridge at Epfenhofen

On May 20, 1890, the Wutach Valley Railway was opened to traffic. During construction, geological difficulties repeatedly arose that made the project more expensive. For example, the steel Biesenbach Viaduct had to be lengthened because the dam that had already been built up on its abutments had repeatedly slipped.

Due to the expected low volume of traffic, the railway stations on the line were built in a uniform style in order to be able to reduce construction costs at this point. The sidings and overtaking tracks at the train stations, on the other hand, are excessively long so that even the longest military transport can be carried over the route.

In the early years, three pairs of passenger trains ran on the route, plus one as a combined freight and passenger train that was connected to the Hochrheinbahn as far as Waldshut . Some trains only traveled on individual sections of the route. Due to the topographical conditions, the average speed was initially only 26 kilometers per hour. It was not increased to around 50 kilometers per hour until the summer timetable of 1927.

The Wutach Valley Railway experienced its most intensive operation between December 5 and 12, 1923 due to the French occupation of Offenburg, which interrupted the Upper Rhine and Black Forest Railway and required extensive diversions via the Upper Rhine, Wutach Valley and Gäubahn . On December 1, 1923, the Grimmelshofen station was closed to public transport.

In 1937, a loading station of Doggererz AG opened at the east end of the Zollhaus-Blumberg station, which mined an ore deposit in the Blumberg area as part of the National Socialist autarky policy . Up until the end of mining in 1942, freight trains mostly ran to the Saar , rarely to the Ruhr . In the summer of 1944, several hospital trains also drove over the Wutach Valley Railway.

Biesenbach Viaduct, another part of the railway line can be seen in the foreground

Overall, however, the use of the Wutach Valley Railway was moderate both in times of peace and in times of war . On the one hand, the artificial development made every ticket more expensive and also the tariffs for goods. The timetables and course books show no more than five passenger trains and one freight train during the entire operating time of the route . On the other hand, the military did not have to rely on the route in both world wars , although the route was often used by military trains.

Shutdown

After the Second World War , the Wutachtalbahn was given the course book number 304f. With its poor utilization and immense maintenance costs, the line was a serious problem for the financially troubled Deutsche Bundesbahn .

In order to reduce the maintenance costs, the continuous traffic between the train stations Lausheim-Blumegg and Zollhaus-Blumberg was stopped on May 22, 1955 and from then on it was handled by rail buses and trucks . Even at this point in time, Ferdinand Mollet (1920–1991), President of EUROVAPOR , was keen to convert the Wutach Valley Railway into a museum railway, which was initially unsuccessful despite his persistence.

From 1962 to 1965 the line was completely renovated at the expense of NATO , for example the tunnels were re-sealed against the ingress of water and the signals at the stations were renewed. Despite this effort in the millions, the route was scheduled moderately not traveled, although the Ministry of Defense (in the period) a year until 1974 50,000 DM paid for the upkeep of the track.

Passenger traffic on the 15 kilometer section Zollhaus-Blumberg - Hintschingen was stopped on May 28, 1967, the total of 24 kilometers from Lauchringen - Lausheim-Blumegg followed on September 25, 1971. On January 1, 1976 the German Federal Railroad put the entire line Middle section silent.

Operation as a museum railway

Locomotive 262 refueling with water at Blumberg station

Discarded locomotive 100 124-7 in Blumberg

From 1976 an association was established with its headquarters in Blumberg. As early as May 21, 1977, a museum railway was set up on the line , but it only operates in the middle section between Weizen and Zollhaus-Blumberg. This proved to be extremely successful from the start and even covered costs. This saved the route from final decay. In 1988 the route was given the status of a technical monument of national importance. Extensive renovation work on the tunnels and bridges in the years that followed ensured their continued existence at the beginning of the 21st century.

In 1991 the broadcasting series Eisenbahn-Romantik of Südwest-Fernssehen reported in its first episode on the Wutachtalbahn. During filming at Easter 1987, the steam locomotive 38 1772 derailed at the lower entry point of Epfenhofen station. In 1987, the only known fatal accident occurred when a woman tried to jump on the train, which was already moving. The Wutach Valley Railway has served as a film set several times, for example in Heinrich der Säger , Der Transport , Viehjud Levi or Brass Target (German title: Hidden Objective ).

EUROVAPOR was previously responsible for operations, but its subsidiary Wutachtalbahn (WTB) e. V. started operations in the same year. This outsourcing was decided by EUROVAPOR for reasons of flexibility. Around the turn of the millennium , the rolling stock of the line was also renovated; additional passenger cars were also bought. After 457,000 euros in tourism funds had flowed from the state of Baden-Württemberg between 2008 and 2010, the state's economic committee released a further 162,500 euros from the tourism infrastructure program in October 2010. The money should enable the renovation of the track system in 2011.

Since daily operations exceeded the possibilities of a voluntary association, the museum operations were split up in 2013. The WTB operated it with its vehicles on weekends from April to October. On weekdays and in winter, the company was run by the city of Blumberg itself. For this purpose, she procured the former locomotive 262 of the Frankfurt-Königsteiner Railway and some conversion cars . A Prussian P8 hauled the trains until the steam locomotive was refurbished .

The contract between the city of Blumberg and the WTB e. V. was terminated by the city in November 2013. This was preceded by disputes which, in addition to the club's inadequate capacity for daily operations, also concerned the condition of the railway line, which is said to have caused damage to the club's vehicles. Since 2014, the railway has been operated exclusively by Bahnbetriebe Blumberg GmbH & Co, which is owned by the city. KG with its own vehicles and its own staff. The Wutachtalbahn e. As a result, V. named itself Dampflokfreunde Schwarzwald-Baar (DSB) e. V. and after the sale of a large part of its vehicles turned to other fields of activity.

Reactivations

Reactivation of the southern section

As a result of the rail reform and the associated regionalization of local rail transport, considerations arose in the mid-1990s to reactivate at least parts of the Wutach Valley Railway for regular operation. A study carried out in 1998 recommended reactivating the southern section from Weizen to Lauchringen and connecting it via the Hochrheinbahn to Basel Badischer Bahnhof without changing trains . The passenger forecast for this model was based on 3,000 passengers per day on the southern Wutach Valley Railway. In the course of the evaluation, Deutsche Bahn AG published a cost estimate of 20 million Deutschmarks for the renovation of the superstructure. Due to the cost forecast, the reactivation of the southern section was not pursued further.

A new station for the museum railway was inaugurated in Weizen in 2004. A new stop has been set up in Wutöschingen . The Sto company also has a stop.

Ringzug concept north section

Ringzug route plan with the Hintschingen – Blumberg-Zollhaus section, which was reopened in 2004

The deliberations in the Schwarzwald-Baar-Heuberg region to reorganize local rail transport in the region from 1995 onwards did not initially include the Wutach Valley Railway. The study by the transport planner Gerd Hickmann, which suggested moving public transport from the road back to the rail in the districts of Tuttlingen , Rottweil and Schwarzwald-Baar by means of a ring train, did not yet bring a reactivation of the northern Wutach Valley Railway into play. The passenger potential of the villages of Kirchen-Hausen (1128 inhabitants), Aulfingen (595 inhabitants) and Leipferdingen (829 inhabitants) , which were incorporated into Geisingen , appeared to be too low . In Blumberg, the train station in the Zollhaus district was also quite far from the city. The original ring train concept also provided that the train would drive a ring from Donaueschingen , Villingen-Schwenningen , Rottweil and Tuttlingen back to Donaueschingen. The Ringzug should therefore go in a circle and not include the Wutach Valley Railway. The Wutach Valley Railway only came into play for reactivation when the original concept of a closed ring proved impractical. At the end of the 1990s, the Interregio trains on the Konstanz - Hamburg route occupied the routes of the Black Forest Railway section between Donaueschingen and Immendingen at the exact times that the Ringzug would have needed. The transport planners therefore had to give up their original concept of a closed ring and were looking for an alternative how one could still organize economical circulations for the ring train despite the occupied route between Immendingen and Donaueschingen. In this context, the reactivation of the northern Wutach Valley Railway, which was not originally planned, prevailed as the most economical option, because despite the sparsely populated area the lack of schools along the route suggested relatively high numbers of schoolchildren being transported on the Wutach Valley Railway. The ring train operation, which started at the end of 2003, did not initially include the Wutachtalbahn in the route network, as the signal box technology at the Wutachtalbahn branch in Hintschingen had to be changed beforehand. It was not until December 12, 2004 that regular local rail transport could be resumed on the northern section between Hintschingen and Blumberg-Zollhaus after almost 40 years of interruption .

business

Ring train on the Wutach Valley Railway at the Geisingen -Kirchen stop

Since the Deutsche Bundesbahn shut down the middle section of the Wutachtalbahn between Lausheim - Blumegg and Zollhaus- Blumberg in 1955 , the Wutachtalbahn has no longer been used continuously from Lauchringen to Immendingen . The museum railway and the ring train only use individual sections of the entire route. From the original idea of creating part of a supra-regional connection from Ulm to Alsace with the Wutach Valley Railway , only regional island transports are left. However, since Ringzug operations were expanded to include the Wutachtalbahn in 2004, for the first time in almost 50 years it has been possible to travel the entire route of the Wutachtalbahn from Lauchringen to Immendingen with two changes: in the northern section from Immendingen to Blumberg with the Ringzug, in the middle section from Blumberg to Weizen with the museum train and in the southern section with the feeder traffic from Weizen to Waldshut. This may also have been the reason why, since the timetable change in December 2005, the Wutach Valley Railway as part of the course book route 743 is again represented in its entire length as a unit in the course book of Deutsche Bahn .

Within the Blumberg districts, i.e. between Blumberg-Riedöschingen and Fützen, this traffic runs within the traffic association Schwarzwald-Baar (VSB) . In the northern part of the route between Geisingen-Leipferdingen and Immendingen in the area of the TUTicket transport association and in the southern part of the route between Grimmelshofen and Lauchringen in the Waldshut tariff association . However, a separate tariff applies in the museum railway. Association tickets are not recognized there.

Ring train on the northern section

The ring train in the HZL depot in Immendingen

In the northern section between Hintschingen and Blumberg-Zollhaus, clocked passenger traffic is offered today. Stadler regional shuttles of the ring train operate there , coming from Rottweil via the Gäubahn to Tuttlingen train station. From Tuttlingen the ring train continues to Immendingen- Hintschingen . In Hintschingen the ring train changes to the Wutachtalbahn and travels there to Geisingen -Leipferdingen or Blumberg. Individual trains also run from Fridingen on the Danube on the Tuttlingen – Inzigkofen line to Hintschingen and on towards Blumberg-Zollhaus.

Weekdays these trains of Hohenzollerischen Landesbahn in approximate hour clock . On working days, however, most of the ring trains do not go through to Blumberg, but instead start and end in Leipferdingen. This is because the lack of opportunities for trains to meet on the single-track route means that it is not possible to offer an hourly service to Blumberg. That is why there is a bus connection to and from Blumberg in Leipferdingen. At the weekend, they run every two hours. The trains start and end differently on weekends than during the week in Blumberg. On the weekends from May to October, individual ring trains have been replaced by the Nature Park Express since 2006 , which connects Gammertingen and Sigmaringen via Tuttlingen and Immendingen with the Blumberg-Zollhaus and is coordinated with the travel times of the museum railway. This cycle touring train, which is aimed primarily at the tourist market, is intended to connect the Obere Donau Nature Park with the Wutach Valley and the museum railway.

Museum railway on the middle section

Stockhalde tunnel near Grimmelshofen with the steam locomotive 86 333

In August 2011, three steam locomotives and around twelve passenger cars were stationed on the Wutach Valley Railway . The museum trains have been running since 1997 mainly with the steam locomotive 86 333, which was previously housed in the Railway Museum in Nördlingen . Another steam locomotive that was used occasionally was the 50 2988 built in 1943 and renovated in 2003. In addition, the 52 8012 and the 105 were on display, but they are not operational. The latter is a so-called “factory steam locomotive” that was built in 1952 and has been stationed in Blumberg since 2002.

From the beginning of 1989 a smaller diesel locomotive, a Köf , was used for shunting and for work trains of the railway maintenance office. Occasionally it was also used for special trips. A second, almost identical Köf had been stationed on the route since the end of 2003. An Esslinger diesel multiple unit has also been in use since 1995 .

The passenger coaches came mainly from the Schweizerische Industriegesellschaft (SIG) or from the Karlsruhe repair shop ; they were built between the turn of the century and the 1950s. They consistently offer the second car class .

The museum train runs exclusively between April and October according to a fixed timetable. In the off-season, this traffic only takes place on weekends, from June to the beginning of October from Thursday to Sunday, and in the summer holidays in Baden-Württemberg from Wednesday to Sunday. The museum railway usually travels the route twice a day, on Wednesday or Thursday only once. On certain days there is also an additional train hauled by a diesel locomotive.

In December 2013, the Lower Nature Conservation Authority of the Schwarzwald-Baar district prohibited operations between the beginning of November and the end of March because the endangered pug bat has taken up residence in the tunnels. The railway company appealed against this administrative act to the Freiburg regional council and appealed to the administrative court ; it is contrary to its right to use public rail infrastructure. The Freiburg Administrative Court ruled on January 8, 2014 that the ban would remain in place, but that the railway company would be allowed to enter the tunnel in exceptional cases. However, this is only permitted without steam locomotives and passengers. This ban was renewed for winter 2014/15 and the coming ones. In July 2016, this ban was overturned - for the time being - by the Baden-Württemberg Administrative Court (VGH) in Mannheim. It is of the opinion that the district office, as the lower nature conservation authority, is not responsible for such a ban. The repeal was confirmed in July 2018 on the grounds that comparatively milder restrictions would also have served species protection. In October 2018, the Freiburg Regional Council and the Blumberg Railway Company agreed on limited operation and protection times. However, this authority banned the timber transport planned for the winter of 2019/2020 with three to four monthly freight trains between Weizen and the Blumberg-Zollhaus for the reasons mentioned for the protection of species and proposed road transport instead.

Operation after Corona interruption

The museum trains will run again from July 2, 2020. “You must wear a mask during the journey.” The adventure tours do not take place, but the tours are planned for “the first three Advent weekends”.

Feeder and pupil train on the southern section

The feeder at Stühlingen station

On the southern section between Lauchringen and Weizen there has been passenger traffic again since 2003. This train is driven by the Deutsche Bahn , serves as feeder traffic to the museum railway and is known as the wheat pendulum . The service is tailored to the travel times of the museum railway and runs from Waldshut on the Hochrheinbahn to Weizen. The wheat pendulum runs with class 641 diesel multiple units . The route between Oberlauchringen and Weizen was leased by the city of Blumberg and was made operational. In 2011, the superstructure between the former Ofteringen train station and the Stühlingen train station was in poor condition, which is why there were slow speed bumps with a maximum speed of 15 km / h.

Regional train at the newly established “Wutöschingen” train stop

Since December 2013, a midday train has been running on school days from Waldshut via Lauchringen to Wutöschingen and back. This means there is regular passenger traffic on a short section all year round on school days. Since December 15, 2014, this school train has been extended to Eggingen on a municipal initiative, where there is a connection to a bus to Stühlingen. In November 2017, the section between Lauchringen and Stühlingen was closed due to severe damage to the track structure and the track geometry . The route has been open again since Sunday, July 15, 2018. On this day, the wheat pendulum was driven by two rail buses that traveled the entire Wutachtalbahn in the evening . Since September 10, 2018, there have been a total of four pairs of trains on school days on the section from Lauchringen to Wutöschingen or Eggingen, each served by a class 641 multiple unit. This means that there is now public passenger traffic again in the southernmost section of the Wutach Valley Railway. With the timetable change on December 15, 2019, an expansion to four pairs of trains Waldshut – Stühlingen is planned on school days.

passenger traffic

From 1953 until the cessation of passenger traffic on the southern section, the following sets were used for passenger trains that dealt with commuter and commuter traffic:

Locomotive (1953–1967 Class 50 ; 1967–1971 Class 212 ).
Two-axle baggage cart .
3–4 three-axle conversion cars .

The rail bus was used for other passenger trains.

Freight transport

Since the cessation of freight traffic between Immendingen and Blumberg-Zollhaus on October 31, 1995 and between Lauchringen and Weizen in 2001, the Wutach Valley Railway has now been used exclusively for passenger and museum traffic.

Transfer freight trains were served on the southern section from Waldshut and on the northern section from Immendingen. The last handover service was used to deliver raw materials to the Sto company in Weizen until mid-2001 . This service was provided by Deutsche Bahn on the Waldshut-Weizen route. BR 212 mainline diesel locomotives were used up until the early 1990s . Class 290 shunting diesel locomotives were then used until this service was discontinued . The necessary for the delivery siding was connected via the southern exit of the station wheat to the route network. Until the construction of the Grimmelshofen – Stühlingen section of the federal highway 314 , this siding crossed the road at an unrestricted level crossing with traffic lights. The freight wagons were maneuvered through a gate onto the Sto company premises, where individual wagons were moved onto a siding arranged transversely using a small turntable . These maneuvers were performed with a two-way - Unimog performed. The contents of the freight wagons were mostly pumped directly into the silos of the production plants via hoses. Used the wagon types were usually TDGs rare genera, Z and U .

The transfer freight trains in the northern section were hauled by class 212, 220 , 261 and 332 locomotives. Agricultural goods were transshipped at many train stations, and accordingly these had free loading tracks. The last customer for agricultural goods on the southern section was ZG Raiffeisen in Stühlingen. It was connected by a manual switch in front of the level crossing at the north end of the Stühlingen station . Timber loading was another freight division on this local railway line. For this purpose, there were timber loading points at many stations on the Wutach Valley Railway. General cargo traffic only played a minor role until the end of the Second World War. Nevertheless, the Deutsche Bundesbahn only deleted most of the stations from the list of facilities with clearance rights shortly after they had ceased operations.

The average speed of the freight trains was low due to the superstructure in need of an overhaul, for example in the Eberfingen – Stühlingen section it was only 30 km / h.

Rolling stock

Steam locomotives

In general, the civil trains on the Wutachtalbahn were operated with low-quality rolling stock , which also corresponded to the classification as secondary or branch line . The passenger potential on the Oberlauchringen-Immendingen route was, however, classified as very low even before the first section Oberlauchringen-Stühlingen was put into operation. Until the foundation of the Deutsche Reichsbahn , the following types of locomotives of the Grand Ducal Baden State Railways were used on the Wutach Valley Railway :

Ic , Ie
III , IIIa
IVc , IVd , IVe
VI , VIb
VIIa

These genera could be observed on the Wutach Valley Railway until around 1959. From 1920, the Prussian G10 and G12 classes were introduced. From 1936, the Waldshut depot also used the 64 series .

A more varied picture emerged during World War II . In addition to the 58 series, the 50 series was also used from 1940 . From 1943, the Villingen depot started using the 86 series . From 1944 the 42 series and the Prussian T 14 were also added. Locomotives of the SNCF class 140 and the SBB C 5/6 (as a rental locomotive) were also in use.

During the French occupation from 1945 onwards, the G12, 42 and 44 series had the task of bringing reparations in the form of Black Forest wood to France via the Hochrheinbahn.

After regular train service resumed, the VIb, VIc, G10 and the 50 series took over again. The latter series was the last steam locomotive series on the Wutach Valley Railway until 1968.

Diesel traction vehicles

The increasing diesel operation on the route began in 1953. Over the years the following types were used:

795 (rail bus)
798
212 (V 100)
220 (V 200)
261 (V 60)
332 (Köf)
290 (V 90)
216 (V 160)

Heavy passenger trains on the southern section were pulled by the class 50 steam locomotive until 1968, then the class 212 took over this service until 1971. Shortly before scheduled passenger traffic on the southern section was discontinued, the 216 series was also used sporadically . On the northern section, the 220 series was also used in front of freight trains in the 1970s.

From May 1953 to November 1955 the rail-road bus was in use on the Wutach Valley Railway

Schi-Stra-Bus

The rail-road omnibus , a vehicle that can be used both on the road and on the rails, made a brief guest appearance in the 1950s . During refurbishment work on the route, this vehicle was used to bypass the complex middle section with its distant railway stations on the road and serve the local settlements, while the remaining sections were still served by trains. The not fully developed concept of the vehicles caused delays. Above all, the drive of the rubber-tyred wheels on the rear axle caused major problems on the rails and prevented the permanent introduction of this vehicle .

Railway depot

From 1882 to 1994, the Wutach Valley Railway was under the authority of the Baden Railway Directorate in Karlsruhe . The rolling stock was provided by the Waldshut railway depot from 1875 to 1894. In the period 1894–1911, the depot in Villingen took on this task. From 1911 the railway depots in Villingen and Waldshut provided the rolling stock. Until 1964, the depot in Waldshut was responsible for the rolling stock in the southern section. After that, the Haltingen depot took over the maintenance and provision of the rolling stock for the southern section. After the dissolution of the Villingen depot in 1967, the Radolfzell depot was responsible for the northern section, the Aitrachtalbahn . With the introduction of the museum operation on the central section, the border between the depots was moved from the Lausheim-Blumegg station to the Zollhaus-Blumberg station in 1977, whereby the Haltingen depot is still responsible for the rolling stock on the part of Deutsche Bahn for the southern and central section. The museum railway uses its facilities in Fützen to maintain its own rolling stock.

Trivia

On June 19, 1951, at 5:51 p.m., the driver of a coach with holiday guests drove over the level crossing, secured with warning lights, at route kilometer 18.3, where the then course of the federal road 314 between the Stühlingen and Weizen stations crossed the route, despite the red flashing warning light as a train approached. The collision occurred: 7 people died, 14 others were injured, 2 of them seriously.

The station Eberfingen served in 2014 as the location for the ARD -Spielfilm terminus luck . Viaducts and trains can also be seen in the film. The route should also play a role in the Black Forest crime scene , as it did in the war returnees film One of Ten Thousands .

literature

Bernhard Prillwitz / Dietrich Reimer: The Sauschwänzlebahn in the southern Black Forest. Sutton Verlag, Erfurt 2010, ISBN 978-3-86680-605-4 .
Ulrich Müller: The Wutach Valley Railway, Strategic Bypass Railway, (Sauschwänzlebahn). Ferrovia, Grenzach-Wyhlen 1981, ISBN 3-88275-020-0 .
Interest group for the preservation of the Museumsbahn Wutachtal e. V. (IG WTB e.V.): The Wutachtal Museum Railway. Markorplan Agency and Publishing House, Bonn 2002, ISBN 3-933356-08-3 .
Hans-Wolfgang Scharf: The railway on the Upper Rhine. Volume 3: The Strategic Railways in South Baden. EK-Verlag, Freiburg 1993, ISBN 3-88255-757-5 .
Zweckverband Ringzug Schwarzwald-Baar-Heuberg (Ed.): The 3er Ringzug. An investment for the future of the Schwarzwald-Baar-Heuberg region. Brochure. Villingen-Schwenningen 2006.
Klaus-Peter Ziegler: Railway pioneers . Factual novel about the construction of famous railway lines, Verlag Carl Ueberreuter, Vienna / Stuttgart 1982, ISBN 3-8000-3178-7 .
Samuel Pletscher: Leader on the strategic Wutach-Randen-Donauthalbahn . Reprinted as a brochure in glue binding, Verlag JA Binder's Successor, Bonndorf 1890.
Naturforschende Gesellschaft Schaffhausen: Along the Wutach . New year sheet 52/2000 of the society named as the author with contributions from various authors, published by the publishing house of the Naturforschenden Gesellschaft SH, Schaffhausen 1999, ISBN 3-9520515-6-X .
Peter-Michael Mihailescu, Matthias Michalke: Forgotten railways in Baden-Württemberg . Konrad Theiss Verlag, Stuttgart 1985, ISBN 3-8062-0413-6 , p. 130-135 .
Dietmund Schwarz: A village community and its railway history - 150 years of the railway in Lauchringen 1863–2013 , Lauchringen 2013 / extended third edition 2014, ISBN 978-3-00-040605-8
August von Würthenau (editor): Memorandum on the construction of the railways in the Baden Oberland: Leopoldshöhe - Lörrach, Schopfheim - Säckingen, Weizen - Immendingen to bypass Swiss territory , Karlsruhe 1890 digitized

Web links

Commons : Wutachtalbahn - Collection of images, videos and audio files

Association of Steam Locomotive Friends Schwarzwald-Baar e. V.
Interest group Wutachtalbahn e. V.
www.sauschwaenzlebahn.de Official museum railway website of the city of Blumberg
Route description on suedbadenbahn.de
Route description on habenebahnen.de

Individual evidence

↑ Two million visitors experience an unforgettable journey from Blumberg to Weizen in the historic steam train ( memento from December 17, 2012 in the web archive archive.today ), Stadtwerke Schramberg, accessed June 4, 2012.

↑ Imprint of the Blumberg Railway Company. 2014, accessed May 11, 2014 .

↑ The Sauschwänzlebahn becomes a historical landmark of civil engineering. Federal Chamber of Engineers, archived from the original on December 5, 2014 ; Retrieved September 7, 2014 .

^ Sharp: The railway on the Upper Rhine. Volume 3: The Strategic Railways in South Baden. Freiburg 1993, p. 318.

^ Sharp: The railway on the Upper Rhine. Volume 3: The Strategic Railways in South Baden. Freiburg 1993, p. 23.

↑ ^a ^b Scharf: The railway on the Upper Rhine. Volume 3: The Strategic Railways in South Baden. Freiburg 1993, p. 59.

↑ http://www.vergessenebahnen.de/Ex308d_1.htm

^ Reimer / Prillwitz: The Sauschwänzlebahn in the southern Black Forest. Sutton-Verlag, Erfurt 2010, p. 80. ISBN 978-3-86680-605-4 .

↑ http://www.vergessenebahnen.de/Ex308d_3.htm

↑ http://www.vergessenebahnen.de/Ex308d_2.htm

↑ http://www.eisenbahn-tunnelportale.de/lb/inhalt/tunnelportale/4403.html

^ The railway museum at the Blumberg-Zollhaus station ( memento from March 15, 2016 in the Internet Archive )

↑ Railway nature trail ( Memento from September 18, 2008 in the Internet Archive )

↑ http://www.horem.de/2009/06/03/eisenbahn-lehrpfad-blumberg-weizen/

↑ http://www.naturpark-suedschwarzwald.de/freizeit-sport/erlebnispfade/eisenbahnlehrpfad-und-sauschwaenzlebahn

^ Reichsbahndirektion in Mainz (ed.): Official Gazette of the Reichsbahndirektion in Mainz of December 10, 1923, No. 40. Announcement No. 824, p. 545.

↑ Schwarzwälder Bote: Blumberg: Museumbahn 2011 under full steam , accessed on October 22, 2010.

^ Eisenbahn-magazin 4/2013, p. 30

↑ Full steam ahead into the future: realignment of the Wutachtalbahn e. V. , Eisenbahn-Kurier 10/2014, p. 40 ff.

^ Steam locomotive friends Schwarzwald-Baar: History of the WTB eV association , accessed on October 22, 2010.

^ Article in the Südkurier, author: Gernot Suttheimer

↑ Sauschwänzlebahn - Timetable & Tickets

↑ Pug Bat stops the Sauschwänzlebahn. Badische Zeitung, December 5, 2013, accessed on December 5, 2013 .

↑ Timon Heinrici, Christoph Müller: Animal welfare stops rail operations . In: Deutsche Verkehrs-Zeitung . No. 1/2014 . DVV Media Group GmbH, January 3, 2014, ISSN 0342-166X , p. 7 .

↑ Michael Saurer: Columns (Other): Column "Bottom Line": Sauschwänzlebahn: Steam locomotive versus Mopsfledermaus , Badische Zeitung, January 10, 2014, accessed on January 25, 2014

↑ Driving ban: bats continue to paralyze the Sauschwänzlebahn - badische-zeitung.de. Retrieved November 18, 2014 .

↑ dpa: Southwest: Blumberg / Weizen: Sauschwänzlebahn can also run in winter. Badische Zeitung, July 13, 2016, accessed on July 13, 2016 .

↑ BZ editorial team: ban on operation lifted. Badische Zeitung, July 18, 2018, accessed on July 18, 2018 .

↑ Bernhard Lutz: Blumberger Sauschwänzlebahn is now partially allowed to run in winter. Südkurier, accessed October 18, 2018 .

↑ Gerald Edinger: No timber transports on the Sauschwänzlebahn: the regional council refuses the Blumberg railway operations permission. Südkurier, November 14, 2019, accessed on January 4, 2020 .

↑ hon: Virus cannot stop the museum railway , Albbote, June 10, 2020.

↑ New offers for buses and trains on the Upper Rhine - suedkurier.de. Retrieved December 28, 2013 .

↑ Railway line closed due to safety deficiencies, SWR Aktuell. Retrieved November 10, 2017 .

^ Official Journal of the Wutöschingen municipality PDF ( Memento from November 10, 2017 in the Internet Archive )

↑ Lower Wutach Valley Railway goes back into operation. In: Badische Zeitung. April 28, 2018. Retrieved May 24, 2018 .

↑ More traffic on the Wutach Valley Railway . In: railway magazine . No. 9 , 2019, ISSN 0342-1902 .

↑ http://www.vergessene-bahnen.de/Ex308d_1b.htm

↑ http://www.vergessene-bahnen.de/Ex308d_1a.htm

^ Sharp: The railway on the Upper Rhine. Volume 3: The Strategic Railways in South Baden. Freiburg 1993, pp. 314-325.

↑ http://www.wehratalbahn.de/Suedbadenbahn/SchiStra/schistrabus.htm

↑ http://www.suedbadenbahn.de/_SchiStraBus/schistrabusfr.html

^ Sharp: The railway on the Upper Rhine. Volume 3: The Strategic Railways in South Baden. Freiburg 1993.

↑ Panorama. In: Der Spiegel 26/1951. spiegel.de, June 27, 1951, accessed on September 20, 2015 .

↑ Question No. 200 of the SPD parliamentary group - No. 1/2436 of the printed matter - traffic accidents at level crossings = Bundestag printed matter 1/2514 v. July 17, 1951, pp. 1f.

↑ Franziska Amann: Stühlingen: "Endstation Glück": The historic train station in Eberfingen is a location for television films. Badische Zeitung, October 31, 2014, accessed on September 20, 2016 .

^ Bernhard Lutz: Blumberg: The Blumberger Sauschwänzlebahn is a filming location in the Black Forest crime scene. Südkurier, September 9, 2016, accessed on September 20, 2016 .

↑ Information from the Zweckverband Ringzug ( Memento from October 9, 2007 in the Internet Archive ) ( archive link).

Spoken version

This article was added to the list of excellent articles on June 5, 2004 in this version .

47.83787 8.55641Coordinates: 47 ° 50 ′ 16.3 " N , 8 ° 33 ′ 23.1" E

[1] Two million visitors experience an unforgettable journey from Blumberg to Weizen in the historic steam train ( memento from December 17, 2012 in the web archive archive.today ), Stadtwerke Schramberg, accessed June 4, 2012.

[EIU-2] Imprint of the Blumberg Railway Company. 2014, accessed May 11, 2014 .

[3] The Sauschwänzlebahn becomes a historical landmark of civil engineering. Federal Chamber of Engineers, archived from the original on December 5, 2014 ; Retrieved September 7, 2014 .

[4] Sharp: The railway on the Upper Rhine. Volume 3: The Strategic Railways in South Baden. Freiburg 1993, p. 318.

[5] Sharp: The railway on the Upper Rhine. Volume 3: The Strategic Railways in South Baden. Freiburg 1993, p. 23.

[Scharf,_S._59-6] Scharf: The railway on the Upper Rhine. Volume 3: The Strategic Railways in South Baden. Freiburg 1993, p. 59.

[Vergessene_Bahnen,_1-7] ttp://www.vergessenebahnen.de/Ex308d_1.htm

[8] Reimer / Prillwitz: The Sauschwänzlebahn in the southern Black Forest. Sutton-Verlag, Erfurt 2010, p. 80. ISBN 978-3-86680-605-4 .

[9] ttp://www.vergessenebahnen.de/Ex308d_3.htm

[10] ttp://www.vergessenebahnen.de/Ex308d_2.htm

[11] ttp://www.eisenbahn-tunnelportale.de/lb/inhalt/tunnelportale/4403.html

[12] The railway museum at the Blumberg-Zollhaus station ( memento from March 15, 2016 in the Internet Archive )

[13] Railway nature trail ( Memento from September 18, 2008 in the Internet Archive )

[14] ttp://www.horem.de/2009/06/03/eisenbahn-lehrpfad-blumberg-weizen/

[15] ttp://www.naturpark-suedschwarzwald.de/freizeit-sport/erlebnispfade/eisenbahnlehrpfad-und-sauschwaenzlebahn

[16] Reichsbahndirektion in Mainz (ed.): Official Gazette of the Reichsbahndirektion in Mainz of December 10, 1923, No. 40. Announcement No. 824, p. 545.

[17] Schwarzwälder Bote: Blumberg: Museumbahn 2011 under full steam , accessed on October 22, 2010.

[18] Eisenbahn-magazin 4/2013, p. 30

[19] Full steam ahead into the future: realignment of the Wutachtalbahn e. V. , Eisenbahn-Kurier 10/2014, p. 40 ff.

[20] Steam locomotive friends Schwarzwald-Baar: History of the WTB eV association , accessed on October 22, 2010.

[21] Article in the Südkurier, author: Gernot Suttheimer

[22] Sauschwänzlebahn - Timetable & Tickets

[23] Pug Bat stops the Sauschwänzlebahn. Badische Zeitung, December 5, 2013, accessed on December 5, 2013 .

[24] Timon Heinrici, Christoph Müller: Animal welfare stops rail operations . In: Deutsche Verkehrs-Zeitung . No. 1/2014 . DVV Media Group GmbH, January 3, 2014, ISSN 0342-166X , p. 7 .

[25] Michael Saurer: Columns (Other): Column "Bottom Line": Sauschwänzlebahn: Steam locomotive versus Mopsfledermaus , Badische Zeitung, January 10, 2014, accessed on January 25, 2014

[26] Driving ban: bats continue to paralyze the Sauschwänzlebahn - badische-zeitung.de. Retrieved November 18, 2014 .

[27] : Southwest: Blumberg / Weizen: Sauschwänzlebahn can also run in winter. Badische Zeitung, July 13, 2016, accessed on July 13, 2016 .

[28] BZ editorial team: ban on operation lifted. Badische Zeitung, July 18, 2018, accessed on July 18, 2018 .

[29] Bernhard Lutz: Blumberger Sauschwänzlebahn is now partially allowed to run in winter. Südkurier, accessed October 18, 2018 .

[30] Gerald Edinger: No timber transports on the Sauschwänzlebahn: the regional council refuses the Blumberg railway operations permission. Südkurier, November 14, 2019, accessed on January 4, 2020 .

[31] : Virus cannot stop the museum railway , Albbote, June 10, 2020.

[32] New offers for buses and trains on the Upper Rhine - suedkurier.de. Retrieved December 28, 2013 .

[33] Railway line closed due to safety deficiencies, SWR Aktuell. Retrieved November 10, 2017 .

[34] Official Journal of the Wutöschingen municipality PDF ( Memento from November 10, 2017 in the Internet Archive )

[35] Lower Wutach Valley Railway goes back into operation. In: Badische Zeitung. April 28, 2018. Retrieved May 24, 2018 .

[36] More traffic on the Wutach Valley Railway . In: railway magazine . No. 9 , 2019, ISSN 0342-1902 .

[37] ttp://www.vergessene-bahnen.de/Ex308d_1b.htm

[38] ttp://www.vergessene-bahnen.de/Ex308d_1a.htm

[39] Sharp: The railway on the Upper Rhine. Volume 3: The Strategic Railways in South Baden. Freiburg 1993, pp. 314-325.

[40] ttp://www.wehratalbahn.de/Suedbadenbahn/SchiStra/schistrabus.htm

[41] ttp://www.suedbadenbahn.de/_SchiStraBus/schistrabusfr.html

[42] Sharp: The railway on the Upper Rhine. Volume 3: The Strategic Railways in South Baden. Freiburg 1993.

[43] Panorama. In: Der Spiegel 26/1951. spiegel.de, June 27, 1951, accessed on September 20, 2015 .

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