Weilheim – Peißenberg railway line

from Wikipedia, the free encyclopedia
Weilheim (Oberbay) –Peißenberg
Section of the Weilheim – Peißenberg railway line
Route number : 5450
Course book section (DB) : 962
Route length: 8.939 km
Gauge : 1435 mm ( standard gauge )
Route class : C4
Power system : 1925–1983: 15 kV 16 2 ⁄ 3 Hz  ~
Maximum slope : 10  ‰
Minimum radius : 500 m
Top speed: 80 km / h
Legend
Route - straight ahead
 from Munich Hbf
   
 by Mering
Station, station
 0.000 Weilheim (Oberbay) 562  m
   
 to Garmisch-Partenkirchen
Bridge over watercourse (medium)
 Bunting
   
 6.190 Unterpeißenberg (until 1880)
Stop, stop
 6.510 Peißenberg North (since 1900) 598  m
BSicon STR.svg
Station, station
 8,939 Peissenberg 591  m
BSicon STR.svg
   
 Connection to the Peißenberg mine
Route - straight ahead
 to Schongau
Swell:

The Weilheim – Peißenberg line is a single-track branch line in Upper Bavaria . It is 8.939 kilometers long and leads through the Pfaffenwinkel from Weilheim to Peißenberg . Together with the connecting Schongau – Peißenberg railway line , it is known as the Pfaffenwinkelbahn . The Deutsche Bahn runs it under the name Pfaffenwinkel-Bahn as course book route 962.

The section from Weilheim to Unterpeißenberg went into operation as a leased railway in 1866 . In 1875, a works railway from Unterpeißenberg to Sulz (from 1880 Peißenberg ) was opened for the coal traffic of the Peißenberg mine , on which passenger traffic began in 1879. In 1925, the Deutsche Reichsbahn electrified the route for transporting coal. However, the cessation of coal mining in 1983 led to the dismantling of the overhead line .

history

Project planning for the Tutzing – Peißenberg line

In 1837, on the southern slope of the Hohen Peißenberg, the state mine Peißenberg began to mine pitch coal . In the following years, more tunnels were built further east in the municipality of Unterpeißenberg (name of the municipality of Markt Peißenberg until 1919). In order to remain competitive with the coal mines in Saxony and Bohemia, plans for a railway connection of the mine were made around 1860. This should increase production and at the same time lower transport costs. On September 17, 1861, the Bavarian Ministry of Trade and Public Works commissioned the Royal Bavarian Transport Authority to plan a railway line to Unterpeißenberg.

The transport authorities then examined three different route variants: In the first variant, the existing Munich – Starnberg line was to be extended via Tutzing to Penzberg and a branch branching off in Tutzing via Weilheim to Peißenberg was to be built. The second variant envisaged a long-distance line from Starnberg via Tutzing and Weilheim to Peißenberg, which would continue from there via Schongau to Kaufbeuren and connect there to the Ludwig-Süd-Nord-Bahn . In the third planning variant, a long-distance railway connection from Rosenheim via the already existing Bavarian Maximiliansbahn to Holzkirchen and further via Bad Tölz , Penzberg, Weilheim, Peißenberg and Schongau to Kaufbeuren was examined, which was referred to as the mountain belt railway . In variants 1 and 3, the Penzberg mine was to be developed in addition to the Peißenberg mine . The Munich railway construction section of the Royal Bavarian Transport Authority decided on the first variant. In November 1862 she submitted the planning for the routes from Starnberg via Tutzing to Penzberg and Peißenberg. These were to be built as leased railways according to the Royal Leased Railways Ordinance of 1855. The end point of the leased railway to Peißenberg should be directly at the planned deep tunnel of the Peißenberg mine near Bad Sulz .

On May 23, 1863, the concession was granted to the Royal Bavarian State Railways for a lease period of 53 years . After further negotiations, the state railway administration and the city of Weilheim signed the contract for the construction of the two railway lines on July 28, 1863. The transport authorities estimated the construction costs at a total of 3.85 million guilders . For the 53 years of operation, the state of Bavaria had to pay a lease sum of 192,500 guilders annually to the city of Weilheim. The planned completion of the line from Tutzing to Peißenberg was scheduled for November 1, 1864.

The railway committees in the Bavarian Oberland , however, did not agree with the rejection of the mountain belt railway . On February 8, 1863, in Unterpeißenberg, they decided to commission their own planning for the route. The planned location of the terminus near Bad Sulz was seen as a hindrance for the future completion of the mountain belt railway, as a continuation of the route towards Schongau am Hohen Peißenberg would have had to have a very steep incline. The Bavarian Transport Authority therefore drew up a new plan for a terminal station further north of Unterpeißenberg, which was 56 feet higher than the originally planned station at Bad Sulz. The transport authorities withdrew the construction lots that had already been advertised and proposed to the Peißenberg mine administration to build their own works railway to connect to the newly planned Unterpeißenberg terminus.

Track construction

The Royal Railway Construction Section for the Starnberg-Penzberg-Peißenberger Bahn was established in Munich to build the leased railway . In 1863, the railway construction section began construction work on the lines to Unterpeißenberg and Penzberg. Senior engineer Friedrich Erdinger was in charge of site management, while engineers Johann Thenn and Karl Schnorr von Carolsfeld were employed for the local site management . The originally planned construction time of 18 months was extended due to greater difficulties with the earthworks. The largest engineering structure was a bridge over the Ammer between Weilheim and Unterpeißenberg for 86,000 guilders .

On July 1, 1865, the first section from Starnberg to Tutzing station and on October 16, 1865 the section from Tutzing to Penzberg went into operation. The first test train between Weilheim and Peißenberg ran on January 27, 1866. On February 1, 1866, the Royal Bavarian State Railways were finally able to officially open the 20.1-kilometer route from Tutzing via Weilheim to Peißenberg, of which 6.2 kilometers the section from Weilheim to Unterpeißenberg was omitted.

The terminus Under Peißenberg was due to the scheduling change of 1863 off the resort, about two kilometers northeast of the northern tunnel of the mine. The coal therefore had to be brought to the train station in horse-drawn vehicles and then transferred to the freight wagons. From the deep tunnel near Bad Sulz , the transport to the train station took about half an hour, from the more distant underground tunnels on the southern slope of the Hohen Peißenberg it took up to two hours. As the volume of traffic at Unterpeißenberg station continued to rise with the increasing demand for coal, the mine management of the mine submitted an application to extend the route to the mine. On January 28, 1868, the Chamber of Deputies of the Bavarian State Parliament approved the construction of the 2.7-kilometer-long works railway, which was to run from Unterpeißenberg station to Bad Sulz on the northern deep tunnel. On May 16, 1868, King Ludwig II passed the law on the construction of the works railway, for which 200,000 guilders were estimated.

Construction work on the line, which was built as a secondary line, began in August 1873 under the construction management of engineer assistant Friedrich Schwarz . On January 2, 1875, the mine was initially able to start provisional operation on the works railway. On August 1, 1875, the line between Unterpeißenberg station and Sulz works station was officially put into operation for coal transport and opened for public freight transport on September 16, 1875.

Peißenberg station in 1910

At the end of 1875, the municipalities of Unterpeißenberg, Ammerhöfe , Böbing and Schöffau applied for the works railway, which had previously only been used for goods traffic, to be opened to public transport. On February 14, 1878, the Bavarian state parliament passed the law to expand the works railway for passenger traffic, for which it approved 308,000  marks . On May 15, 1879, the previous works railway was opened for passenger traffic. The Bavarian State Railways expanded the Sulz works station for passenger traffic and renamed it Peißenberg on September 15, 1880 . The Unterpeißenberg station, which was no longer needed, was closed on September 15, 1880.

First years of operation and electrification

In the years 1890, 1892 and 1897 the community of Unterpeißenberg submitted applications for the construction of a new stop at the site of the former Unterpeißenberg train station. The building permit was finally granted in July 1899. In 1900, the Bavarian State Railways put the Unterpeißenberg stop , now known as Peißenberg Nord , into operation.

In 1916, the Weilheim – Peißenberg line became the property of the Royal Bavarian State Railways after the lease had expired.

In 1906, the Bavarian State Government passed the law for the planning of a local railway from Schongau to Peißenberg station. In 1910 the building permit was granted and construction work on the route began. On January 11, 1917, the Royal Bavarian State Railways began regular operations on the Schongau – Peißenberg line, and from then on, continuous passenger trains ran from Weilheim to Schongau.

In 1924, the Deutsche Reichsbahn began electrifying the railway line from Munich via Weilheim to Garmisch-Partenkirchen . In order to be able to drive the heavy coal trains from the Peißenberg mine directly to Munich with electrical operation, the Reichsbahn built an overhead line between Weilheim and Peißenberg. On May 1, 1925, it began electrical operation with 15 kV and 16  2 ⁄ 3  Hz alternating current . Since the subsequent railway line to Schongau was not electrified, locomotives were switched from electric to steam traction at Peißenberg station from now on.

With the summer timetable of 1934, the Deutsche Reichsbahn increased the line speed from 40 to 60 km / h; further acceleration was not possible due to the numerous unsecured crossings. At the end of the 1930s, the Deutsche Reichsbahn modernized the railway line and equipped the Peißenberg station with three mechanical signal boxes of the standard design.

Decline in the Federal Railroad era

In 1971 the Peißenberg mine stopped mining for lack of profitability. With the loss of the main customer, freight traffic on the route fell sharply. In 1972 the Deutsche Bundesbahn shut down the Sachsenrieder Bähnle from Schongau to Kaufbeuren. As a result, the closure of the Weilheim – Peißenberg and Schongau – Peißenberg lines was discussed. On January 22, 1976, the DB published its economically optimal network , in which the closure of the lines was planned. Due to objections from the municipalities along the route, DB checked its concept and decided not to implement the closure for the time being.

From 1980 the Deutsche Bundesbahn and the city of Weilheim planned to renew the girder bridge over the Ammer , as flotsam kept accumulating on the pillars during floods . In the summer of 1982, the DB built a new tied arch bridge with a total weight of 370 tons next to the previous bridge . After the demolition of the old bridge, the superstructure of the new bridge was pulled into its final position on September 19, 1982 using a cable winch. On September 30, 1982 the Deutsche Bundesbahn resumed train traffic over the Ammer Bridge.

In the early 1980s, the electrical overhead line between Weilheim and Peißenberg had to be renewed. Due to the low volume of traffic, the Deutsche Bundesbahn decided to dismantle the overhead line instead of replacing it. In 1982 she stopped the electric train operation and switched off the overhead line. In 1983 the overhead line and catenary masts were completely dismantled. After the suspension of passenger traffic on the Schongau line to Landsberg in 1984, the DB limited train traffic between Weilheim and Schongau to Monday through Friday from 1985 onwards. This saved 153,000  DM annually.

Upswing from 1994

In 1994, Deutsche Bahn introduced the Werdenfels cycle on the route , thereby significantly improving the train service again. Up to 18 pairs of trains now ran between Weilheim and Schongau every day. Thanks to the new transport offer, the number of passengers could be increased again to a respectable level and the continuity of the route secured.

On December 14, 2008, the Bavarian Railway Company (BEG) awarded the operation of local rail passenger transport on the Weilheim – Peißenberg railway line as part of the Augsburg II diesel network to Bayerische Regiobahn GmbH (BRB), which belongs to the Transdev Group . In addition to the Weilheim – Peißenberg line, the BRB operates local traffic on the Ammerseebahn from Augsburg to Weilheim and on the Schongau – Peißenberg line. The transport contract ran until December 2019.

The section from Weilheim to the north entrance of Peißenberg station has been controlled by the electronic interlocking (ESTW) in Weilheim station since November 2016 . In July 2019, Deutsche Bahn decommissioned the mechanical interlocking in Peißenberg station. Since September 9, 2019, the station has been controlled by an ESTW-R from Scheidt & Bachmann from an operator station in the ESTW Weilheim. At the same time, Deutsche Bahn equipped four level crossings in Peißenberg and Oderding with new barrier technology.

In a transitional agreement, BEG awarded the Augsburg II diesel network and thus operation on the Weilheim – Peißenberg railway line to the Bayerische Regiobahn for the period from December 2019 to December 2021. In 2018, the BEG again awarded the contract to Bayerische Regiobahn for operation from December 2022 to December 2031 as part of Lot 2 of the Augsburger Netze .

Route description

course

The Weilheim – Schongau railway line begins at 0.0 km in the Weilheim station (Oberbay) . For the first kilometer it runs parallel to the railway line to Garmisch-Partenkirchen in a south-westerly direction, past the old town of Weilheim to the east. After a level crossing over Gesitbühelstrasse, the route turns west and crosses the Ammer on a steel arch bridge . After a left bend in front of the village of Grasla , the route leads slightly uphill in several bends towards the southwest. At 6.2 km it reaches the former Unterpeißenberg station , where the small Alte Bahn housing estate extends south of the route . The route crosses the Fendter Bach and after another kilometer reaches the local area of Peißenberg . It leads first in a cut, then on a railway embankment between the districts of Sulz in the west and Dorf in the east. At kilometer 8.9 it reaches the Peißenberg train station and meets the newer Schongau – Peißenberg line, which ends here at 15.5 km.

The entire length of the route was in the Munich Railway Directorate .

Operating points

f1Georeferencing Map with all coordinates of the operating points of the Weilheim – Peißenberg railway line: OSM | WikiMap

Weilheim (Oberbay)

Reception building at Weilheim station (2018)

The station Weilheim (Oberbay) ( location ) was opened along with the railway line from Tutzing to lower Peißenberg on February 1st. 1866 With the opening of the Vizinalbahn to Murnau in 1879 it became a separation station and with the commissioning of the Ammerseebahn in 1898 it became a crossing station. Today the Munich – Garmisch-Partenkirchen railway line , the Ammerseebahn from Mering to Weilheim and the Weilheim – Schongau railway line meet in Weilheim . The original three-storey reception building in the classicism style was destroyed by an air raid during World War II. By 1961, the Deutsche Bundesbahn erected a long, two-story new building in its place. The station had extensive track systems, until 1977 there were 23 tracks. As a locomotive station , it was equipped with a three-tier locomotive shed and a turntable . According to the dismantling dimensions, there are two platform-less tracks and three sidings with a diesel filling station in addition to the five platform tracks. From 2016 to 2017, Deutsche Bahn expanded the Weilheim station to be barrier-free and installed a new electronic signal box .

Unterpeißenberg

Unterpeißenberg train station ( location ) was located about two kilometers north of the center of the community of Unterpeißenberg (name of the community of Markt Peißenberg until 1919). It formed the end point of the leased railway from Tutzing, which opened on February 1, 1866. From 1865 a three-storey station building with a hipped roof was built south of the tracks. On the ground floor it contained a waiting room and service rooms, and service apartments for the railway staff were housed on the two upper floors. To the east of the reception building there was an outbuilding with the station toilets, to the west a small building of its own that housed the king's salon. This served high-ranking personalities who switched from the train to the carriage on the way from Munich to Hohenschwangau Castle in Unterpeißenberg. Among other things, the Bavarian King Ludwig II and, once in 1871, Kaiser Wilhelm I used the station to change trains. The house platform and track 1 were roofed over by a platform hall that reached as far as the King's Salon.

The station was equipped with three main tracks as well as further parking and loading tracks. In the western area of ​​the station there was a freight shed with scales and a peat storage hut, each with its own loading track. In the eastern area of ​​the station there was a two-tier engine shed with a water house and turntable, as well as a loading ramp on another loading track. In addition, a was each in North and South Head station exchange keeper's house there. In freight transport, it was mainly coal from the Peißenberg mine that was loaded onto the railroad by horse-drawn carts at Unterpeißenberg station. With the opening of the works railway from Unterpeißenberg to Sulz on August 1, 1875, freight loading at the station decreased significantly, but initially local freight and passenger transport remained.

With the opening of the line to Sulz for passenger traffic, the Peißenberg station lost its importance in 1879. From 1878 to 1880 the goods shed, the engine shed and the water house were dismantled and rebuilt at Sulz station. On September 15, 1880, the Bavarian State Railways dissolved the Unterpeißenberg post and rail expedition and closed the station. Most of the remaining buildings were demolished between 1881 and 1882 and the track systems were dismantled except for the continuous main track. The former station building went into private ownership in 1883 and was retained as a residential building.

Peißenberg North

Peißenberg Nord stop (2017)

The Peißenberg Nord stop ( location ) is about 300 meters south of the old Unterpeißenberg train station in the Peißenberg district of Alte Bahn. It was put into operation in 1900 as the Unterpeißenberg stop and was co-financed by the municipality of Unterpeißenberg with a contribution of 562 marks. In the summer of 1929, the Deutsche Reichsbahn renamed the stop in Peißenberg Nord . The stop has a 20 cm high side platform that is divided in the middle by a level crossing with flashing lights . To the east of the level crossing there is a small concrete bus shelter with a gable roof, the western half of the platform has been equipped with a glazed shelter since the beginning of 2011.

Peissenberg

Reception building of the Peißenberg train station (2017)

The Peißenberg train station ( Lage ) is located in the middle between the north-east (village) and the south (Wörth) of the municipality of Peißenberg , south of the Sulz district, which was called Bad Sulz until 1935 . The deep tunnel of the Peißenberg mine was located directly to the west of the train station. It was put into operation on August 1, 1875 as the Sulz works station and was the terminus of the works line coming from Unterpeißenberg station. On May 15, 1879, the Bavarian State Railways started passenger traffic to Sulz station and renamed it Peißenberg on September 15, 1880 . The station received a three-storey station building with a gable roof and extensive facilities for freight traffic. With the construction of the line from Schongau to Peißenberg in 1917 it became a through station. After the end of coal traffic in 1971, the station lost its importance and the Deutsche Bundesbahn dismantled most of the tracks. Today two platform tracks and the reception building, which has been reduced to two floors, are still in operation.

Vehicle use

After the opening of the line of Schongau Peißenberg by the Royal translated Bavarian State Railways wet steam - Tender locomotives of the genus D XI (from 1925 Series 98 4-5 ) that in the depot Schongau stationed.

With the electrification of the line, the Deutsche Reichsbahn started using electric locomotives from 1925. The continuous passenger trains from Weilheim to Schongau were switched from electric to steam locomotives in Peißenberg, which resulted in a loss of time of up to 15 minutes. From the 1940s, the German Reichsbahn hauled the heavy coal trains from the mine Peißenberg some with einheitsdampflokomotive the class 50 .

From autumn 1952, the Deutsche Bundesbahn switched some of the locomotive-hauled passenger trains to Uerdinger rail buses of the VT 95 series , which they soon withdrew. From the summer of 1956, more powerfully motorized rail buses of the VT 98 series were used, which were based at the Schongau depot and the Weilheim locomotive station . The time-consuming locomotive change at Peißenberg station was no longer necessary thanks to the use of railcars. In freight transport, the Deutsche Bundesbahn replaced the steam locomotives with diesel locomotives of the V 100 and V 60 series from 1963 . In front of the heavy coal trains from the Peißenberg mine, the DB used electric locomotives of the E 44 , E 75 and E 94 series until they were discontinued in 1971 .

In the 1970s and 1980s, accumulator railcars of the 515 series were used on the route , but problems arose with them on the steep gradients of the Schongau – Peißenberg route. The DB therefore continued to carry out passenger transport primarily with rail buses and class 212 and 218 diesel locomotives . From the 1980s onwards, diesel multiple units of the 627 and 628 series also ran on the route.

Until 2008, Deutsche Bahn used class 628 and 642 multiple units as well as a few class 218 locomotives with n-wagons . With the change of operator, the Bayerische Regiobahn has been carrying out all passenger traffic on the route with LINT 41 diesel multiple units since December 14, 2008 .

traffic

passenger traffic

Munich – Peißenberg timetable from July 1, 1866 in the Weilheimer Wochenblatt

After the opening of the Weilheim – Unterpeißenberg line on February 1, 1866, a pair of trains ran daily from Unterpeißenberg to Tutzing , where there was a connection to the trains to Munich . From the summer schedule of 1866, the Royal Bavarian State Railways operated three continuous pairs of trains daily from Munich to Unterpeißenberg, which ran as mixed trains with all three carriage classes . The travel time of the trains was 17 minutes on the section from Weilheim to Unterpeißenberg and exactly 3 hours on the entire route to Munich. Up to the summer timetable in 1869, the range of services increased to four pairs of trains between Munich and Unterpeißenberg, which required only 13 minutes for the section from Weilheim to Unterpeißenberg and about 2 hours and 40 minutes for the entire route.

From May 15, 1879, all passenger trains ran from Unterpeißenberg to Sulz station (from 1880 Peißenberg). With the elevation of the Vizinalbahn from Weilheim to Murnau to the main line in 1898, the Bavarian State Railways discontinued the continuous train connections between Munich and Peißenberg. The trains from Peißenberg ended up at Weilheim station, where travelers had to change trains from Murnau to Munich.

In the period that followed, the number of pairs of trains on the Weilheim – Peißenberg line increased. In the 1914 summer timetable, eight pairs of trains drove daily between Weilheim and Peißenberg, which took 18 minutes in the direction of Peißenberg and 17 minutes in the direction of Weilheim for the route with an intermediate stop at the Unterpeißenberg request stop . On Sundays and public holidays, an additional pair of trains ran without stopping in Unterpeißenberg with a journey time of 15 to 16 minutes.

When the Schongau – Peißenberg line opened on January 11, 1917, three continuous pairs of trains ran from Weilheim to Schongau every day .

In the 1939 summer timetable, nine pairs of trains ran daily on the route, six of which were tied through Peißenberg to Schongau. On weekends there was an additional train from Weilheim to Peißenberg. The trains took 13 minutes for the route and only carried the third class of car. During the Second World War, the Deutsche Reichsbahn reduced passenger traffic on the Weilheim – Peißenberg line. In 1943, only four to five pairs of trains ran continuously between Weilheim and Schongau.

At the end of the 1940s, the Deutsche Bundesbahn improved the train service on the line again. From 1950, nine pairs of trains ran between Weilheim and Schongau on weekdays.

In the 1971 summer schedule, the DB operated eight pairs of trains between Weilheim and Schongau from Monday to Friday and six to seven pairs of trains at the weekend, one of which was tied from Schongau to Kaufbeuren. An additional pair of trains ran between Weilheim and Peißenberg on weekdays. The trains needed between 10 and 12 minutes for the distance from Weilheim to Peißenberg, all trains were only 2nd class. With the cessation of passenger traffic on the Kaufbeuren – Schongau railway line, the connections to Kaufbeuren ceased in October 1972.

In the 1970s, the Deutsche Bundesbahn reduced train traffic on the weekends, on Saturday afternoon and Sunday morning the trains were replaced by buses. From Monday to Friday, eight pairs of trains continued to run between 5:30 and 19:30. For cost reasons, the DB completely stopped train services on weekends and public holidays for the 1985 summer timetable and instead used buses. At the same time, a ninth pair of trains was introduced between Weilheim and Schongau during the week. To close gaps in the intervals, the DB introduced three additional pairs of trains on the route from 1993 onwards.

For the summer timetable from May 29, 1994, Deutsche Bahn introduced the Werdenfels cycle on the Weilheim – Schongau line. Weekend traffic was resumed and a full-day hourly service was introduced on the route with up to 18 pairs of trains per day . In the evenings, the DB extended train traffic until after midnight. Individual regional trains were extended from Weilheim via the Ammerseebahn to Dießen .

LINT 41 of the BRB at the entrance signal from Peißenberg

Since December 14, 2008, the Bayerische Regiobahn (BRB) has been a railway company on the Pfaffenwinkelbahn and the subsequent Ammerseebahn. Since then, the trains have been running every day from Augsburg-Oberhausen via Weilheim and Peißenberg to Schongau. At the usual minute of symmetry shortly before half an hour , the trains cross in Peißenberg. In the rush hour there are additional hourly additional trains from Geltendorf to Peißenberg and in the morning sometimes further to Schongau, which run every half hour on this section. The trains from Weilheim to Peißenberg take 10 minutes as scheduled. There are good connections to Munich in the Weilheim half- junction, but there are waiting times when changing to Garmisch-Partenkirchen .

Freight transport

From the beginning, the route from Weilheim to Unterpeißenberg was primarily used for coal transport by the Peißenberg mine . The mined pitch coal was brought to Unterpeißenberg station by cart and loaded there into the freight wagons of the Bavarian State Railways. In addition to the coal removal, the Bavarian State Railways also transported wood for the mine to Unterpeißenberg station. Local freight traffic, on the other hand, was of little importance, mainly agricultural products were loaded. In the winter timetable of 1873/74, two freight trains ran daily between Munich and Peißenberg.

Coal loading tracks at Peißenberg station

With the opening of the works railway to Sulz in 1875, the loading of coal and pit timber could now take place directly at the deep tunnel of the mine. In 1879, the Bavarian State Railways relocated all of the local freight loading to Sulz station. Due to the increasing demand for coal, freight traffic to the mine increased steadily in the following years. From 1915 on, pit wood and machines were transported via the Peißenberg train station directly to the new main shaft of the Peißenberg mine via a newly built siding, and the coal extracted from there was transported away. The coal trains from Peißenberg ran exclusively via Weilheim station and on to Munich or via the Ammerseebahn to Augsburg, while coal transports to the west started from the Peiting mine, which opened in 1922 . From 1928 the loading of the coal wagons was relocated from the Peißenberg station to the siding at the deep tunnel.

The closure of the Peißenberg mine in 1971 led to the cessation of heavy coal trains and a collapse in freight traffic on the line. The Deutsche Bundesbahn ended general cargo loading in Peißenberg in 1970 and completely stopped local freight traffic in Peißenberg in the 1980s.

What remained was the operation of the siding to the former mine, via which the Deutsche Bundesbahn supplied the Peißenberg power plant with heavy fuel oil and, from 1991, with light heating oil . With the end of the oil transports to the power plant, there has been no more freight traffic on the route since 2000.

Future prospects

Since the permeability of the route suffers from speed restrictions due to a number of level crossings that are not technically secured , their lifting or technical protection is necessary. Furthermore, modernizing the Peißenberg train station so that trains can come in from both directions at the same time could save around four minutes of travel time in the direction of Weilheim.

It is planned to make all train stations along the route barrier-free by the end of 2021 .

In the discussion is the establishment of a new breakpoint Weilheim-Au near the turnoff from the Munich-Garmisch-Partenkirchen railway near the industrial area Trifthof. This planning is controversial among the residents. After the Weilheim city council voted against the project being included in a plan approval procedure on March 1, 2018, implementation is no longer expected.

literature

  • Ludwig Degele: The railway in the Weilheim-Schongau district . Self-published, Weilheim 1981.
  • Peter Rasch: The branch lines between Ammersee, Lech and Wertach. With the Ammerseebahn, Pfaffenwinkelbahn & Co around the Bavarian Rigi . EOS-Verlag, Sankt Ottilien 2011, ISBN 978-3-8306-7455-9 , p. 156-215 .
  • Max Biller: Railway . In: Market Peißenberg (Ed.): Peißenberger Heimat-Lexikon . 2nd Edition. St. Ottilien 1984, p. 70-80 .

Web links

Commons : Weilheim – Peißenberg railway line  - collection of images, videos and audio files

Individual evidence

  1. ^ DB Netz AG: Infrastructure Register. In: geovdbn.deutschebahn.com , accessed on May 21, 2020.
  2. ↑ Railway Atlas Germany 2009/2010 . 7th edition. Schweers + Wall, Aachen 2009, ISBN 978-3-89494-139-0 .
  3. ↑ Kosmas Lutz: The construction of the Bavarian railways to the right of the Rhine . R. Oldenbourg, Munich, Leipzig 1883, p. 193 .
  4. ^ Theodor Lechner : The private railways in Bavaria. A look at the historical, technical and economic side . R. Oldenbourg Verlag, Munich, Berlin 1920, p. 96 .
  5. ^ Degele: The railway in the district of Weilheim-Schongau . 1981, p. 30-31 .
  6. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 156-157 .
  7. ^ Rudolf Müller: 135 years of the Peißenberg coal mine: Bayerische Berg-, Hütten und Salzwerke AG 1837–1972 . Books on Demand, 2013, ISBN 978-3-8423-1280-7 , pp. 40-41 .
  8. ^ Manfred Hofer: The railway in Schongau . Ed .: City of Schongau. Schongau 1986, p. 11-12 .
  9. ↑ Bayerische Berg-, Hütten- und Salzwerke AG (Ed.): Hundred years of coal mine Peißenberg. 1837-1937 . 1937, p. 20 .
  10. ^ Degele: The railway in the district of Weilheim-Schongau . 1981, p. 31-35 .
  11. ^ Rudolf Müller: 135 years of the Peißenberg coal mine: Bayerische Berg-, Hütten und Salzwerke AG 1837–1972 . Books on Demand, 2013, ISBN 978-3-8423-1280-7 , pp. 41-42 .
  12. ↑ a b Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 176 .
  13. ^ Biller: Railway . In: Peißenberger Heimat-Lexikon . 1984, p. 74-76 .
  14. ↑ a b Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 158-159 .
  15. ^ Degele: The railway in the district of Weilheim-Schongau . 1981, p. 46-48 .
  16. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 175 .
  17. ^ A b Degele: The railway in the Weilheim-Schongau district . 1981, p. 104 .
  18. ^ Biller: Railway . In: Peißenberger Heimat-Lexikon . 1984, p. 77 .
  19. ^ Andreas Janikowski: The Ammerseebahn. Traffic development in western Upper Bavaria . Transpress, Stuttgart 1996, ISBN 3-344-71033-8 , pp. 9 .
  20. ^ Manfred Hofer: The railway in Schongau . Ed .: City of Schongau. Schongau 1986, p. 29 .
  21. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 160-162 .
  22. ^ Andreas Janikowski: The Ammerseebahn. Traffic development in western Upper Bavaria . Transpress, Stuttgart 1996, ISBN 978-3-89494-136-9 , pp. 64 .
  23. ^ Biller: Railway . In: Peißenberger Heimat-Lexikon . 1984, p. 78 .
  24. ^ Degele: The railway in the district of Weilheim-Schongau . 1981, p. 96-98 .
  25. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 163 .
  26. ^ Degele: The railway in the district of Weilheim-Schongau . 1981, p. 119-120 .
  27. ↑ Max Biller: Ammer . In: Market Peißenberg (Ed.): Peißenberger Heimat-Lexikon . 2nd Edition. Peißenberg 1984, p. 15-17 .
  28. ^ A b Max Biller: Railway . In: community Hohenpeißenberg (ed.): Hohenpeißenberger Heimat-Lexikon . Polling 1998, p. 37 .
  29. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 165-166 .
  30. ^ Manfred Hofer: The railway in Schongau . Ed .: City of Schongau. Schongau 1986, p. 64 .
  31. ^ A b Werner Bommersbach: The Weilheim – Schongau route. In: pfaffenwinkelbahn.com , accessed on September 1, 2017.
  32. ↑ a b Bavarian Railway Company: Completed procurement procedures in Bavaria (PDF). In: beg.bahnland-bayern.de , October 2019, accessed on December 25, 2019.
  33. ↑ Federal Railway Office : Planning approval for the new construction of an electronic signal box in Weilheim station ( memento of October 10, 2016 in the Internet Archive ) (PDF; 485 kB). In: eba.bund.de , April 1, 2016.
  34. ↑ Deutsche Bahn: Settlement for 10 million euro investment in the summer holidays on the Pfaffenwinkelbahn Weilheim - Schongau. In: deutschebahn.com , July 23, 2019, accessed on September 9, 2019.
  35. ↑ Bayerische Eisenbahngesellschaft: Bayerische Regiobahn is to receive a contract for the Augsburg II crossing diesel network. In: beg.bahnland-bayern.de , press release from July 5, 2017, accessed on September 17, 2019.
  36. ↑ Bavarian Railway Company: Decision in the award procedure Augsburger Netze made. In: beg.bahnland-bayern.de , press release from December 7, 2018, accessed on December 25, 2019.
  37. ↑ Railway Directorate Augsburg. In: bahnstatistik.de , accessed on March 5, 2018.
  38. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 148-155 .
  39. ↑ Step by step towards accessibility. In: Münchner Merkur , June 9, 2017, accessed on October 27, 2017.
  40. ↑ a b Sabine Vetter: First stop: Unterpeißenberg. In: Münchner Merkur , February 1, 2016, accessed on October 27, 2017.
  41. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 174-175 .
  42. ^ Biller: Railway . In: Peißenberger Heimat-Lexikon . 1984, p. 72-74 .
  43. ^ DB Station & Service: Station equipment Peißenberg Nord. In: deutschebahn.com , July 5, 2019, accessed on September 17, 2019.
  44. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 175-176 .
  45. ↑ Pro Bahn : New passenger shelters. In: pro-bahn.de , November 27, 2018, accessed on September 17, 2019.
  46. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 176-181 .
  47. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 212-214 .
  48. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 163 .
  49. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 165 .
  50. ↑ a b Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 166 .
  51. ↑ Pro Bahn: Locomotives : Pfaffenwinkel- und Ammerseebahn In: pro-bahn.de , November 27, 2018, accessed on September 17, 2019.
  52. ^ Degele: The railway in the district of Weilheim-Schongau . 1981, p. 38 .
  53. ↑ Stahel's Pocket timetable for Bayern, with inclusion of the Würzburg-Mannheimer and Werra railway, postal connections etc . Würzburg July 1869, p. 14-15 ( online on Google Books ).
  54. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 149-150 .
  55. ↑ Hendschels Telegraph May 1914: 1937a Weilheim – Peißenberg – Schongau. In: deutsches-kursbuch.de , accessed on November 26, 2017.
  56. ^ Degele: The railway in the district of Weilheim-Schongau . 1981, p. 85 .
  57. ^ German course book summer 1939: 404c Weilheim (Oberbay) –Peißenberg – Schongau. In: deutsches-kursbuch.de , accessed on November 26, 2017.
  58. ^ German course book annual timetable 1943: 404c Weilheim (Oberbay) –Peißenberg – Schongau. In: deutsches-kursbuch.de , accessed on December 16, 2017.
  59. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 210 .
  60. ^ Manfred Hofer: The railway in Schongau . Ed .: City of Schongau. Schongau 1986, p. 59 .
  61. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 364 .
  62. ^ Andreas Janikowski: The Ammerseebahn. Traffic development in western Upper Bavaria . Transpress, Stuttgart 1996, ISBN 3-344-71033-8 , pp. 60 .
  63. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 174 .
  64. ^ A b Degele: The railway in the Weilheim-Schongau district . 1981, p. 39 .
  65. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 162-163 .
  66. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 192-193 .
  67. ^ Werner Bommersbach: The Peißenberg station. In: pfaffenwinkelbahn.com , accessed on February 22, 2018.
  68. ↑ Christoph Peters: Pfaffenwinkelbahn: Barrier-free expansion is delayed. Merkur Online, August 7, 2018, accessed on August 8, 2018 .
  69. ↑ Jörg von Rohland: Pfaffenwinkelbahn barrier-free at the end of 2021. Merkur Online, November 8, 2018, accessed November 9, 2018 .
  70. ↑ Magnus Reitinger: City wants to build underpass for train stop. Merkur Online, November 15, 2017, accessed November 15, 2017 .
  71. ↑ Maria Hofstetter: Criticism of the planned train stop - residents complain about a lack of parking spaces, noise and doubt the numbers. Kreisbote, February 16, 2018, accessed on February 20, 2018 .
  72. ↑ Brigitte Gretschmann: Final end for train stop in the Au. Merkur Online, March 2, 2018, accessed March 8, 2018 .
  73. ↑ Sofia Wiethaler: 18 votes against Railway Stop "Weilheim-Au" - Previously heated discussion in Weilheim City Council: The train has left. Kreisbote, March 6, 2018, accessed on March 8, 2018 .