Allgäubahn (Bavaria)
The Allgäu Railway is a double-track, largely non-electrified railway line in Bavaria that runs from Munich via Buchloe , Kaufbeuren and Kempten (Allgäu) to Lindau (Lake Constance) . The Buchloe – Lindau section was built as part of the Ludwig-Süd-Nord-Bahn . In the section from Munich to Geltendorf , the line was electrified in 1968 . It is referred to as the course book route 970 by Deutsche Bahn .
The line is to be electrified by December 2020 between Geltendorf and Buchloe and between Hergatz and Lindau together with the railway line from Buchloe via Memmingen to Hergatz. Construction work on this has been going on since March 2018.
Building and operating history
The western section from Buchloe to Lindau was created in the course of the Ludwig-Süd-Nord-Bahn from Hof via Augsburg and Kempten to Lindau. The first 20.3 kilometers from Buchloe to Kaufbeuren were opened to traffic on September 1, 1847. This was followed by the 42.52 kilometers over the König Ludwig Bridge (later replaced by the Upper Iller Bridges ) to the former Kempten terminus on May 1, 1852. The 21.66 kilometers to Immenstadt were added on May 1, 1853. Another 16.85 kilometers to Oberstaufen were inaugurated on September 1, 1853 and the last 51.51 kilometers to Lindau Stadt on October 12, 1853. Later, the 11.81 kilometer route from Buchloe to Kaufering was opened on November 1, 1872. The last section, the 56.18 km stretch from Munich via Pasing and Geltendorf to Kaufering, went into operation on May 1, 1873. The initially single-track line was expanded to two-track around 1907. To date, only the 42.1-kilometer section between Munich and Geltendorf has been electrified for S-Bahn operations.
Until travel times between Munich and Lindau could be reduced by around 30 minutes with the introduction of the V 200 diesel locomotive in the mid-1960s , the Allgäu Railway was a domain of steam locomotives. The former Bavarian S 3/6 (later class 18) provided high-quality, also international express train services here for many decades. At the end of 1967 she was still used in the express train service.
The use of the rail-road bus , which came from Augsburg between Pforzen and Biessenhofen from May 23, 1954 to May 31, 1958 and then continued on to Roßhaupten by rail, only lasted for a short time, before reaching Füssen by road .
Due to the demanding route profile, almost every diesel locomotive series on the Allgäu Railway was tested by the Federal Railroad Central Office. For example, the loner 232 001 , which was the only six-axle diesel locomotive on the Deutsche Bundesbahn during its subsequent operating hours.
From 1967, the Deutsche Bundesbahn converted the section between Munich and Geltendorf for the planned S-Bahn operation. In the summer of 1967 the construction work for the electrification of the section began, and on September 29, 1968, the electric train service between Munich and Geltendorf with local trains began. Thanks to electrification, travel time was reduced from 78 to 40 minutes. In addition, the DB replaced the mechanical interlockings along the section with push-button interlockings and equipped the future S-Bahn stations with new, raised and extended platforms . On May 28, 1972, the Munich S-Bahn started operations. On the S4 trains ran every 40 minutes to Geltendorf.
The alex trains (initially Allgäu-Express , from the end of 2007 to 2010 Arriva-Länderbahn-Express) have been running on the Allgäu Railway since the end of 2003 .
At the timetable change on December 12, 2010, the Heimenkirch stop was reactivated. It is mainly served by RE trains from / to Augsburg Hauptbahnhof / Nürnberg Hauptbahnhof and Kempten (Allg) Hauptbahnhof / Memmingen / Ulm Hauptbahnhof. Few of the alex trains stop there.
Since the beginning of 2011, individual sections of the Allgäu Railway have been upgraded for tilting technology , which can be driven at up to 160 km / h. The tilting technology operation has been integrated into the timetable since the timetable change on December 11, 2011. The travel time from Augsburg to Lindau is thus reduced by 25 minutes (from 2:32 h to 2:07).
Starting with the timetable change in December 2014, a total of seven trains with new class 245 diesel locomotives valued at 28 million euros and double-decker cars replaced the previous trains with DB locomotives on the Munich – Füssen, Munich – Memmingen and rush hour Munich – Kempten lines. Class 218 and single-story n-type cars .
The Oberstaufen tunnel , which was most recently only passable at 30 km / h , was renovated in 2016 and extended to 160 meters. The route between Immenstadt and Oberstaufen was closed from April 3 to December 6, 2016. As part of the construction work, the Oberstaufen stop was expanded again into a train station, which means that it has switches again today.
course
From Munich main station to Munich-Pasing , the route runs alongside the main S-Bahn line . In Pasing, the Munich – Garmisch-Partenkirchen and Munich – Augsburg lines branch off from the Allgäu Railway. As far as Eichenau , the route is now largely straight. Shortly after Eichenau, the journey continues in a slight left curve to Fürstenfeldbruck , after which the route runs largely straight again in the direction of Grafrath .
After two long curves, you reach Türkenfeld , from where the route continues straight on to Geltendorf . The Allgäubahn crosses with the Ammerseebahn at Geltendorf station . In addition, the line to Geltendorf is no longer electrified. The largely straight line on a railway embankment runs after the disused Schwabhausen station in a right curve to Kaufering. Shortly before Kaufering, the Lech is crossed with the help of a bridge . In Kaufering , the Allgäubahn crosses the line from Bobingen to Landsberg am Lech, also known as the Lechfeldbahn .
The railway line runs largely straight ahead to Buchloe station , shortly before it meets the line from Augsburg . In Buchloe, the railway line to Memmingen branches off from the Allgäu Railway. Until shortly before the former Pforzen train station, the route runs in a straight line on a slight incline, before reaching Kaufbeuren, the railway line continues in a slight right and then again a left curve. After Biessenhofen it goes straight on with a small incline. At Biessenhofen station , the line to Füssen branches off from the Allgäu Railway.
In a steep incline and in a winding course, the route continues through, among other things, the Aitranger curve to Günzach . Between Biessenhofen and Günzach, 100 meters of altitude are covered until east of Günzach at 825 meters above sea level, the highest point between Munich and Lindau is reached. In a straight line with a few smaller curves, the railway line runs back down the valley to Kempten Central Station . There the Ausserfernbahn and the Illertalbahn branch off from the Allgäubahn. From Kempten the route runs in gentle curves to Martinszell station, 30 meters higher . Before Martinszell, the route runs along the Niedersonthofener See. After four left and right turns, Immenstadt station is reached after a right turn . In Immenstadt, the railway line to Oberstdorf branches off in the opposite direction from the railway line.
After another right bend, the Great Alpsee is bypassed on the northern and eastern edges. The route runs largely in a straight line with a steep incline to the watershed between the Danube and the Rhine east of Oberstaufen. Shortly before the Oberstaufen train station , the Allgäu Railway takes a right turn through the Oberstaufen tunnel . The railway line runs down the valley along the Upper Argen to the former Harbatshofen station . Shortly before Harbatshofen, the route crosses the Obere Argen in a left curve.
Through several curves after six kilometers above the renter Hofener embankment of Röthenbach (Allgäu) Bahnhof reached. The stretch leading down the valley after a right and a left curve continues in a straight line to Heimenkirch station . From Heimenkirch the route continues in a straight line for the time being, from the disused Opfenbach stop the route runs in a larger curve to Hergatz train station . The arch serves to overcome the height difference between Heimenkirch and Hergatz of around 100 meters. In Hergatz, the Allgäu Railway meets the Kißlegg – Hergatz railway line .
The route continues in a straight line until shortly before the former Rehlings stop, from there the route again runs in two arcs in order to overcome the difference in altitude from Lindau to Hergatz of around 150 meters. In the Lindau district of Aeschach, the Allgäu Railway meets the Friedrichshafen – Lindau line and the Lindau – Bludenz line . The on the island of Lindau lying Lindauer Hauptbahnhof is the Lindauer Bodensee dam reached.
Operating points
Section Munich – Geltendorf
Munich central station
The Munich Central Station, opened in 1838, is the most important and largest train station in the city of Munich and forms the starting point of the Munich – Rosenheim railway line . In 1848 the station was provisionally put into operation at its current location, and until today the station has been rebuilt several times. The current station building went into operation on August 1, 1960, after the previous one was destroyed in World War II. The tunnel station for S-Bahn traffic was created with the construction of the S-Bahn main line in 1972.
Munich-Pasing train station
The station, which opened in 1840 as a stop on the railway line to Augsburg, is now the second largest station in Munich. After the railway line to Starnberg was opened in 1854, the stop became a train station. In 1873 the present reception building was built. The station has nine platform tracks that can be reached through two underpasses . In addition to the S-Bahn and regional trains, some long-distance trains also stop at Munich-Pasing station. The train station is connected to Munich's public transport network via bus lines. The tram line 19 runs since 2014 the train station Munich-Pasing.
Munich Leienfelsstrasse stop
The stop, which was opened shortly before the start of the S-Bahn service in 1972 on September 27, 1970, served as a preliminary service for the S-Bahn until 1972. Since the S-Bahn network started operating, the stop has only been served by S-Bahn trains. The stop has two side platforms that are connected by an underpass.
Munich-Aubing stop
The Munich- Aubing station was opened with the railway line on May 1, 1873 as a third-class station. It was equipped with a two-story station building with a hipped roof north of the tracks. In 1874 a postal expedition was set up in the station, which was looked after by the station staff. In 1899 the station building was extended eight meters to the west and a third floor was added. This enabled the Bavarian State Railways to also accommodate a second class waiting room, service apartments for the railway staff and a telegraph station in the building. With the commissioning of the Munich S-Bahn network in 1972, the station was dismantled to a stop , so among other things, the switches were removed. The Deutsche Bundesbahn built a new central platform that can be reached via an underpass. Since then, the stop has only been served by S-Bahn trains. In 1978 the station building was demolished. There is a level crossing to the west of the stop , which until April 2010 was still equipped with barriers that were mechanically operated by rope hoists. After the switch to electronic control technology, the barrier post was broken off in April 2010. To the northwest of the platform is the no longer used goods shed .
Puchheim train station
The Puchheim station, which was subsequently opened on May 1, 1896, had extensive track systems for freight traffic until it was rebuilt in the 1980s, including a siding to the adjacent industrial area. Since the renovation, the station has only three tracks, which are located on a central and a side platform. Today it is only served by S-Bahn and is one of the most frequented stations on the route.
Eichenau stop (Oberbay)
The Eichenau (Oberbay) stop, opened on May 15, 1935, emerged from the relocated Roggenstein stop, which was located at kilometer 18.5. The stop has two tracks, which are located on two side platforms and are connected by an underpass. Since 1972 it has only been served by S-Bahn trains. The station building, built in 1937, was renovated with state funding through the interface program. The platform roof from that time remained.
Fürstenfeldbruck station
When the railway line opened on May 1, 1873, the Fürstenfeldbruck station had a reception building, three platform tracks and extensive goods loading facilities. The tracks for freight traffic were demolished in the 1980s. Today there are still three platform tracks, which are located on a house platform and a central platform . The reception building is still preserved. The platforms are connected to one another via an underpass. Since the S-Bahn network went into operation in 1972, the station has only rarely been served by regional trains. In the 2013 timetable, for example, exactly one pair of Regional Express trains stops in Fürstenfeldbruck.
Buchenau railway station (Oberbay)
The Buchenau (Oberbay) station, which was only subsequently put into operation on October 2, 1949 , today has three platform tracks, which are located on a side platform and a central platform and are connected by an underpass. The station has a few sidings for the S-Bahn trains that already end in Buchenau every hour. Since 1972 only S-Bahn trains have stopped at Buchenau station.
Schöngeising stop
The Schöngeising stop , which was only established later on December 1, 1893, has two side platforms that are connected by an underpass. Since 1972 the stop has only been served by S-Bahn trains.
Grafrath station
The Grafrath station, which opened with the railway on May 1, 1873, was part of the end point of the S-Bahn trains from the start of operations on the Munich S-Bahn until the 1970s, so that all regional trains also stopped in Grafrath. Since the extension of the S-Bahn to Geltendorf, the station has only been served by S-Bahn. Today it has three platform tracks, which are located on a side and a central platform.
Türkenfeld station section
The Türkenfeld station, which went into operation with the Allgäu Railway on May 1, 1873 , had a larger, still preserved station building due to the planned but not realized crossing with the Ammerseebahn . The station has been operating the Munich S-Bahn network, a rail station Part of the station Geltendorf . It was also dismantled to the halt, so that today there are only two platform tracks, which are located on a house platform and on a side platform and are connected by an underpass.
Geltendorf train station
The station, which was only set up with the construction of the Ammerseebahn on June 30, 1898, now forms a crossing station between the Allgäu and Ammerseebahn. The station has five platform tracks on three platforms, which are accessible via an underpass. Today the station is the end point of the Munich S-Bahn, so that all regional express trains stop in Geltendorf.
Section Geltendorf – Buchloe
Schwabhausen railway station (b Landsberg / L)
The Schwabhausen station (b Landsberg / L), which opened with the railway on May 1, 1873, had a goods shed, a loading ramp and a two-storey reception building with a hipped roof. On May 29, 1985 the station was shut down due to insufficient passenger numbers. Freight traffic continued until 1992. The reception building is now privately owned.
Epfenhausen station
Epfenhausen station was put into operation with the Allgäu Railway on May 1, 1873. The station has had a siding to the air base in Penzing since 1936 , which is why the importance of the station increased sharply in the Second World War. Therefore, in 1937 and 1938, the two-storey station building with a hipped roof was rebuilt, with a gable roof and two single-storey extensions. On May 29, 1985, the Deutsche Bundesbahn stopped passenger traffic at Epfenhausen station due to insufficient passenger numbers and safety risks at the level crossings. The siding has been preserved to this day and is also used occasionally. The reception building has also been preserved and is used commercially.
Kaufering train station
The Kaufering station was on November 1, 1872, the completion of the railway Buchloe- Kaufering-Landsberg opened. The Munich – Kaufering railway followed on May 1, 1873, and the Lechfeld Railway via Bobingen to Augsburg on May 15, 1877 . Today the Allgäu Railway from Munich to Lindau and the Lechfeld Railway from Augsburg to Landsberg cross at Kaufering station . The station has five platform tracks, which are located on two central platforms and on a house platform and are connected to one another via an underpass. The reception building is still there and is currently open.
Igling station
The Igling station was opened with the Allgäu Railway on November 1, 1872. However, it was closed in 1983 due to insufficient passenger numbers. Today only the former reception building is reminiscent of the former train station. In addition, a platform has been preserved.
Buchloe station
The Buchloe station , which opened on September 1, 1847 with the Allgäu Railway, is now a railway junction on the Augsburg – Buchloe and Buchloe – Memmingen lines as well as the Allgäu Railway. The station has five platform tracks on two central platforms and a house platform. The platforms are connected to one another via an underpass. The original station building was demolished in 1967 and replaced by a new building. This in turn was demolished in 2014 and replaced by a new building, which was inaugurated in October 2015. The cost of the new building was around 2 million euros. It is also planned to set up a central bus station on the station forecourt .
Compared to the platform tracks, the station still has quite extensive freight transport facilities. From the 1930s to 1972, Buchloe had an independent depot .
Section Buchloe – Kempten (Allgäu)
Jengen-Beckstetten train station
The Royal Bavarian State Railroad opened Jengen-Beckstetten station on September 1, 1847 with the Buchloe – Kaufbeuren section. However, the train station never gained greater importance. It was only used to handle the agricultural goods of the surrounding farms and the village of Jengen. Therefore, like other smaller stations on the Allgäu Railway, the station was shut down in the 1980s.
Pforzen train station
The Pforzen station was also opened with the line on September 1, 1847. The train station in the Zellerberg district of the Pforzen municipality used to have three tracks. These became necessary in 1940 due to the opening of the railway line from Pforzen to Muna Steinholz (after 1945 Neugablonz) . In 1954, however, the Deutsche Bundesbahn shut down the line. The station lost its importance again and was shut down in the 1980s. The third track has now been dismantled, and Deutsche Bahn sold the station building to a private person.
Leinau train station
The Leinau station was also put into operation on September 1, 1847 with the first section of the Allgäu Railway from Buchloe to Kaufbeuren. The station had two platform tracks and a goods shed. Freight traffic was stopped around 1960, the track to the goods shed was dismantled by the Deutsche Bundesbahn. As a result, the Leinau train station was downgraded to a stopping point. This was shut down around 1980 due to fewer passengers. The station building was demolished after the closure.
Kaufbeuren station
The Royal Bavarian State Railroad put Kaufbeuren station into operation on September 1, 1847, initially as the terminus of the Allgäu Railway from Buchloe. On May 1, 1852, the line was extended to Kempten. The Kaufbeuren station was a separation station from April 1, 1922 , as the railway line to Aufkirch was put into operation. On February 18, 1923, the Deutsche Reichsbahn-Gesellschaft extended the line to Schongau . In order to be able to handle the new trains in the direction of Schongau, the station got larger and more extensive track systems. On October 1, 1972, passenger traffic on the railway to Schongau was stopped. A freight train remained between Kaufbeuren and Linden, but five years later, on September 1, 1977, it was also stopped. The freight transport systems in the Kaufbeuren station were no longer necessary and were therefore dismantled shortly after the line was closed. Today Kaufbeuren station has four platform tracks. These are located on a house platform , on a central platform and on a side platform opposite the house platform . All platforms are connected to one another via an underpass . The reception building from 1979 has been preserved to this day. In addition to the platform tracks, however, there are no more sidings.
Biessenhofen station
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Biessenhofen station was put into operation on May 1, 1852 with the opening of the section from Kaufbeuren to Kempten. The station building was designed by the architect Eduard Rüber . The station became the transfer station for King Ludwig II , who paused in the station to continue to Hohenschwangau Castle. A separate waiting room, the so-called Blue Salon , was built for the king . There was a separate cabinet for other “very highest gentlemen”. The station was equipped with a ticket sales point and a station restoration for passengers. Agricultural products were mostly loaded at the goods shed. In 1876 the station became a separation station, as the railway line from Biessenhofen to Marktoberdorf was officially opened. In 1889 this line was extended from Marktoberdorf to Füssen . Since 1969 the operation has been controlled by a track plan push button interlocking of the type Sp Dr L30 from Lorenz . Today the station has four platform tracks on three platforms , these are connected to the main platform via a pedestrian underpass . Track 1 is on the house platform at the station building. Tracks 2 and 3 are on a central platform, while track 4 is on an outside platform opposite the station building.
Ruderatshofen station
Ruderatshofen station was put into operation on May 1, 1852 with the opening of the section from Kaufbeuren to Kempten. The station was not of great importance, which is why it was shut down around 1980. All track systems were dismantled. The Deutsche Bundesbahn sold the station building to a private person.
Aitrang train station
The Aitrang station, which opened with the railway on May 1, 1852 , like its neighboring station in Ruderatshofen, was not of great importance. The station had additional overtaking and sidings and its own signal box . In 1971 a serious train accident occurred near the station on the Aitranger bend . The TEE Bavaria and a passenger train were involved in this. Aitrang station was shut down in the mid-1980s and turned back into a junction .
St. Alban stop
The St. Alban stop was opened on May 1, 1852 with the Allgäu Railway. The station was only developed for passenger traffic. Since this was of little importance, the Deutsche Bundesbahn closed the stop before 1970. With the closure, the breakpoint was converted into a block , which has been through since 1975. This means that the signals no longer fall back to a stop after a train has passed, but instead continuously indicate that the train is in motion.
Günzach train station
The Royal Bavarian State Railroad also opened the Günzach station on May 1, 1852, with the section from Kaufbeuren to Kempten of the Allgäu Railway. Since the freight traffic in Günzach was not insignificant, the station had several parking and passing tracks. The station building and some freight tracks have been preserved. Today the station has, in addition to the tracks for goods traffic, three platform tracks for passenger traffic, which are located on a house platform and a central platform. The platforms are connected by an underpass, but the station is not barrier-free.
Immenthal block post
The Immenthal block post was a block post that existed until 1975.
Wildpoldsried train station
The Wildpoldsried station was also put into operation with the railway line on May 1, 1852. In addition to the two main tracks, the station had at least one passing track and a few sidings. The Deutsche Bundesbahn closed the station due to insufficient passenger numbers. The station building was sold to a private owner.
Betzigau train station
The Betzigau station was opened by the Royal Bavarian State Railways together with the Kaufbeuren – Kempten section of the Allgäu Railway on May 1, 1852. The station was closed around 1985 due to insufficient passenger numbers. Until around 2000 it was still a junction, as there were still two irregularly used sidings to two companies. The station building is still in poor condition today.
Lenzfried block station
The Lenzfried block post was a block post that existed until 1974.
Kempten (Allgäu) main station
Terminus
The Royal Bavarian State Railroad opened the first Kempten railway station with the section from Kaufbeuren to Kempten on April 1, 1852. On May 1, 1853, the line was extended to Immenstadt . The city of Kempten demanded a train station close to the city center, which is why the Kempten train station had to be designed as a terminus. In addition, the layout of the terminus station made it possible to cross the Iller at a bottleneck, which would not have been possible with a through station. The station building, which was put into operation in 1853 , was built in the traditional construction of the Alpine foothills. When the station was rebuilt in 1888 to open the line to Ulm , a new station building was also built. In 1895, the Ausserfernbahn , which began in Kempten, was opened. In 1907 a bypass curve of the Kempten terminus for freight trains went into operation. Later they also used express trains that only stopped at the neighboring Kempten-Hegge station. From there there were shuttle trains to the terminus. In 1961 the Deutsche Bundesbahn and the city of Kempten decided to build a new through station to replace the terminus. The new through station was built about one kilometer south of the terminus. Construction work began in 1965. The old terminal station was demolished after the opening of the new through station.
Through station
The new through station was put into operation on September 28, 1969. The Kempten depot , which is still in use today by DB Regio Allgäu-Schwaben , was built near the station , as well as a local freight facility consisting of two open loading tracks and a freight hall. Today the station has five platform tracks, which are located on two central platforms and on a house platform. All platforms can be reached barrier-free via an underpass. Today the station forms a railway junction on the Bavarian Allgäubahn, the Illertalbahn and the Ausserfernbahn. The station is also served by long-distance trains three times a day.
Section Kempten – Lindau
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Kempten (General) railway depot stop
The railway workers could get to work via the Kempten (Allg) Bahnbetriebswerk stop. The breakpoint no longer exists today.
Stop at Kempten (Allg) -Eich
The Kempten (Allg) -Eich stop was a former stop in the Kempten district of Eich.
Kempten (Allg) -Hegge train station
The Kempten (Allg) -Hegge train station served to connect Kempten to long-distance traffic. The station was in the Waltenhofen district of Hegge and therefore no longer in the urban area of Kempten, but it was still called Kempten . From 1912 onwards, express trains also stopped in Kempten-Hegge, which bypassed the terminus station using the bypass curve. From Kempten-Hegge there were connecting shuttle trains for the express trains to Kempten Central Station. After the Kempten main train station was relocated, the Kempten (Allg) -Hegge train station was also closed on September 28, 1969.
business
Local transport
In principle, the Allgäu Railway is offered at least every hour from all remaining stations . The only exception is Günzach train station (according to an information board at the train station, it is the highest double-track train station in Germany), where trains only stop every two hours.
In addition to a continuous line of the alex from Munich to Lindau, which runs every two hours, the local traffic is condensed or supplemented by various other lines on sections of the KBS 970:
- Munich - Geltendorf : S4 every 20/40 minutes
- Munich– Buchloe : Line Munich– Memmingen of the DB Regio every two hours
- Munich– Kempten : Line Munich – Kempten of the DB Regio every two hours
- Munich– Biessenhofen : Line Munich– Füssen of the BRB every two hours
- Buchloe – Biessenhofen: Line Augsburg –Füssen of the BRB every two hours
- Munich– Immenstadt : The alex runs every two hours on this section to Oberstdorf , which runs as a group of through coaches in the alex Munich– Lindau to Immenstadt .
- Kempten– Hergatz / Lindau or Oberstdorf: line Ulm - Wangen / Lindau or Oberstdorf of the DB Regio: individual trains
- Hergatz – Lindau: Line ( Aulendorf -) Kißlegg –Lindau of the DB Regio every two hours
- Buchloe – Lindau or Oberstdorf: Line ( Nuremberg -) Augsburg – Lindau or Oberstdorf of the DB Regio every two hours (see also Allgäu-Franken-Express )
Long-distance transport
Trans-Europ-Express
The Trans-Europ-Express ( TEE ) Bavaria on the connection between Munich and Zurich was set up for the winter timetable 1969/70. In 1977 the Bavaria was given up as TEE, but drove as D 276/277, which now offered both car classes .
He was involved in the serious Aitrang railway accident in 1971 , in which 28 people were killed and 42 others were seriously injured.
EuroCity
With the introduction of the EuroCity traffic ( EC ) from 1987, the Bavaria was integrated into this type of train . Since then, a total of four pairs of EuroCity trains have been running daily between Munich and Zurich, but since the end of 2002 without any nicknames.
Since most of the EuroCity trains on the Munich - Zurich line have been running via Memmingen to Lindau via Memmingen since the early 1990s , there is currently only one pair of EuroCity trains that runs via Kempten, the EuroCity 196/197.
Intercity
There is also a daily pair of intercity trains from Hamburg to Oberstdorf , which uses the Allgäubahn in the Buchloe - Immenstadt section, as well as an intercity from Magdeburg via Cologne to Oberstdorf and back - here the Allgäubahn is only used between Kempten and Immenstadt.
Intercity Express
With the development of the DB class 605 ( ICE-TD ), Deutsche Bahn wanted to replace the EuroCitys on the Munich – Lindau – St. Gallen – Zurich route with new trains from autumn 1999 . The ICE was finally introduced with the 2001/2002 timetable change. However, when they were put into operation, the vehicles showed significant defects that were only gradually remedied. After the approval of the series was withdrawn on July 24, 2003, the traffic was switched back to EuroCity sets. Between mid-August 2003 and December 13 of the same year a pair of trains operated with ICE-TD, after which this series was no longer used as planned on this route. Since then, the Munich – Zurich route has been operated again with EuroCitys.
Freight transport
International freight traffic no longer plays a role on the Allgäu Railway. However, it serves as an important diversion route for diesel-powered trains on the Austrian Arlbergbahn .
However, there are still a few companies based on the route that still receive goods by rail several times a week, for example a recycling company in Buchloe and a paper mill in Günzach . A tank farm in Aitrang was demolished by the end of 2007. The local freight stub track is still used, however. There is another tank farm in Kempten, which is regularly supplied with heating oil and diesel by means of block trains via the Illertalbahn . There is also a scrap store in St. Mang, which is served from Monday to Friday.
future
Electrification of the alternative route via Memmingen – Kißlegg
In 1975 the Deutsche Bundesbahn intended to convert the route between Munich and Lindau to electric train operation. The Lindau main train station should remain on the island. Already at that time there was thought of moving the Lindau train station to the mainland, which would make sense if a new rail tunnel through the Alps were to be built.
In 2006, the electrification of the section between Lindau and Geltendorf was expected to cost between 190 and 200 million euros. The Free State of Bavaria was ready to pre-finance 140 to 150 million euros. As part of the project connecting Switzerland to the European high-speed network , 75 million francs should be contributed as a repayable amount. In July 2006, Federal Transport Minister Tiefensee took up this proposal.
In February 2008, the German Federal Transport Minister Tiefensee and his Swiss counterpart Moritz Leuenberger signed a declaration of intent in Memmingen with the content of expanding the Munich – Memmingen – Lindau route and electrifying the previously unelectrified section between Geltendorf and Lindau-Aeschach. This declaration was followed by a financing declaration in December 2008. However, this does not affect the line via Kaufbeuren – Kempten – Immenstadt, but the alternative route via Memmingen – Kißlegg, i.e. the route book route 971 . This means that the Bavarian Allgäubahn will only benefit from this expansion through the electrification of the Geltendorf – Buchloe (26 kilometers) and Hergatz – Lindau (23 kilometers) sections. As a result, the sparse international connections on the Allgäu Railway via Kempten will be completely eliminated after the electrification of the alternative route has gone into operation. During the construction phase, however, from December 2019 all connections were made via the Allgäu Railway with a stop in Kempten.
According to a report by the Swiss Federal Office of Transport (FOT), the electrified route was expected to go into operation in 2017 at the earliest. As of July 2014, electrification should not be completed before 2020. Construction should have started on June 1, 2015. 310 million euros were earmarked for the measures.
The numerous construction measures on the 197-kilometer route include the adaptation of level crossing systems and railway bridges, the installation of a train monitoring system and signaling adjustments, the construction of platform underpasses at the stations in Türkheim and Kißlegg, the construction of a central platform in Türkheim, and the construction of a converter plant in the area Leutkirch and the tensioning of the electrical contact wire on around 3200 catenary masts.
The main reason for the planning delays was that following a policy change in 2009, the requirements for the substructure would increase with a ten percent increase in speed. This increased the risk that the substructure would have to be replaced. The DB then decided to revise the preliminary draft plan because of possible higher costs. In April 2014, the questions of the use of rolling stock and the associated effects on the infrastructure, the offer and the travel times had not yet been clarified. In 2011, the SBB, in cooperation with the DB, examined whether rolling stock with roll compensation could be used instead of the previously planned vehicles with active tilting technology . In 2016 it was decided that SBB would use the ETR 610 tilting train .
The formal plan approval procedure was initiated in April 2015 . Previously, the planning was discussed in an early public participation at 13 dialogue events , in which a total of 3,000 citizens took part.
After electrification has been completed, an acceleration and increased cycle times between Munich and Zurich are planned from December 2020. In 2018, SBB announced that after electrification it would expand its range from four to six connections per day in each direction. The background to the electrification is the Gotthard Base Tunnel . Switzerland in particular wanted to use the Munich – Buchloe – Memmingen – Lindau – Bregenz route as a feeder line for this newly built transit axis. In 2013 it was expected that the expansion of passenger trains between Munich and Zurich would only take three and a quarter hours instead of four and a half hours.
The symbolic groundbreaking ceremony took place in Memmingen on March 23, 2018 - with the simultaneous start of construction work and a six-month line closure. The groundbreaking for the expansion of the Lindau-Reutin train station into a long-distance train station took place on July 23, 2019.
From December 2020, the existing two-hour direct connection from DB Regio between Munich and Memmingen will be operated electrically with all regional train stops from Geltendorf to Memmingen. Announced for December 2021 is an additional fast electric regional service every two hours on the Munich - Memmingen - Lindau Insel - Lindau-Reutin line. Only the stations in Munich-Pasing and Buchloe are served. This fast regional traffic is operated by Go Ahead Bayern with electric Flirt multiple units .
From December 2020, 6 pairs of Eurocity trains will be operated daily between Munich and Zurich by SBB ETR 610 . The travel time should be less than three and a half hours in the final stage. The trains should reach speeds of up to 160 km / h on the route.
Deutsche Bahn and the Free State of Bavaria put the total cost of the project in 2017 at 440 million euros. One of the main reasons for the additional costs lies in the additional noise protection measures, which alone cost 100 million euros.
Reactivation of the Aitrang stop
In 2009 the Bavarian Ministry of Economic Affairs carried out a project dossier procedure in which the costs, passenger potential and cost-benefit ratio of the Aitrang stop were checked when reactivated. The analysis revealed a lack of economic benefit. The number of boarders of 140 people per day required for a positive cost-benefit factor was not forecast. A new application was also rejected in 2012, but reactivation remains the request of the municipality of Aitrang .
Reactivation of the Leinau / Kaufbeuren-Neugablonz stop
The Leinau stop is to be reactivated. Integration into the timetable is only possible after the Munich – Memmingen railway line has been completely expanded. An opening before 2020 is therefore excluded.
New stop at Kaufbeuren-Haken
For Kaufbeuren-Haken, a district of Kaufbeuren , it was decided to set up a new stop, but not for a period before 2020 for the same reasons as at the Leinau stop.
Construction of a third track between Pasing and Eichenau
As part of the railway expansion in the Munich region for the S4, a third track is to be built between Pasing and Eichenau. The plan approval is to be initiated at the end of 2020.
literature
- Dumjahn: manual of the German railway lines . Dumjahn, Mainz 1984, ISBN 3-921426-29-4 .
- Siegfried Bufe: Allgäubahn, Munich – Kempten – Lindau. Bufe, Egglham 1991, ISBN 3-922138-41-1 .
- Peter Rasch: The branch lines between Ammersee, Lech and Wertach. With the Ammerseebahn, Pfaffenwinkelbahn & Co around the Bavarian Rigi . EOS Verlag, St. Ottilien 2011, ISBN 978-3-8306-7455-9 .
Web links
- ABS 48: upgraded line Munich – Lindau – border D / A. Deutsche Bahn AG, 2011, accessed on April 7, 2018 (homepage of the expansion project).
Individual evidence
- ↑ DB Netze - Infrastructure Register
- ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
- ↑ a b Schwäbische Zeitung : Start of construction for Allgäubahn in one year on schwaebische.de, from February 16, 2017, accessed on February 21, 2017.
- ↑ Roman Dilken: Historical development of the KBS 970 ( Memento of 5 October 2018 Internet Archive ). In: kbs970.de .
- ^ Rasch: The branch lines between Ammersee, Lech and Wertach. With the Ammerseebahn, Pfaffenwinkelbahn & Co around the Bavarian Rigi . 2011, p. 33 .
- ^ Andreas Janikowski: The Ammerseebahn. Traffic development in western Upper Bavaria . Transpress, Stuttgart 1996, ISBN 3-344-71033-8 , pp. 49 .
- ↑ Planning for the Munich - Lindau route is progressing rapidly. Zeil: "Allgäu routes are becoming even more attractive little by little." Bavarian State Ministry for Economic Affairs, Infrastructure, Transport and Technology, January 19, 2011, archived from the original on February 3, 2014 ; accessed on January 28, 2018 (press release).
- ↑ From December 2011: tilting technology from Augsburg via Kempten to Lindau and Oberstdorf. Bavarian Railway Company, accessed on July 7, 2014 .
- ↑ Deutsche Bahn (Hrsg.): Press information regional 021/2013 DB Regio Allgäu-Schwaben: Satisfied customers and environmentally friendly locomotives, February 15, 2013 (no longer available in the DB Internet archive , reproduced here (accessed March 23, 2014))
- ↑ Schwäbische Zeitung: "New Locomotives for the Allgäu" , February 14, 2014, accessed on March 23, 2014
- ↑ Bahn renovates tunnel in Oberstaufen. Construction work from April to October • Train diversions and bus replacement services. In: press release. Deutsche Bahn, February 15, 2016, archived from the original on December 14, 2016 ; accessed on December 14, 2016 .
- ↑ Free travel in the Oberstaufen tunnel. 160 year old building renovated - 25 million euros invested. (No longer available online.) In: Press information. Deutsche Bahn, December 7, 2016, archived from the original on December 14, 2016 ; accessed on December 14, 2016 .
- ↑ Trains roll through the railway tunnel in Oberstaufen again. In: all-in.de. December 7, 2016, accessed December 14, 2016 .
- ^ Jörg Spielberg: Free ride in the Oberstaufen tunnel. In: Kreisbote .de, December 8, 2016 (accessed February 7, 2017)
- ↑ a b c d e f g h i j k l Roman Dilken: Route portrait ( Memento from October 17, 2018 in the Internet Archive ). In: kbs970.de .
- ↑ List of barrier posts on along-der-gleise.de, from November 25, 2016, accessed on January 14, 2017.
- ↑ State capital Munich : KulturGeschichtsPfad Aubing-Lochhausen-Langwied (PDF; 2500 KiB) on muenchen.de, pp. 39–40, accessed on January 8, 2017.
- ↑ a b c d e f Reinhard Pospischil, Ernst Rudolph: S-Bahn Munich . Alba, Düsseldorf 1997. ISBN 3-87094-358-0 .
- ↑ More stops for the new Buchloer bus station. das Allgäu online, October 4, 2015, accessed on April 27, 2016 .
- ↑ Track plan of the Kaufbeuren station. (No longer available online.) In: sei.dbnetze.com. DB Netz, June 7, 2011, formerly in the original ; Retrieved July 7, 2014 . ( Page no longer available , search in web archives )
- ^ Directory of German signal boxes. In: stellwerke.de. Retrieved April 1, 2013 .
- ^ Chronicle Biessenhofen. In: biessenhofen.de. Biessenhofen community, accessed on February 7, 2016 .
- ↑ Platform data for Günzach train station. DB Station & Service, accessed on February 1, 2019 .
- ^ Karl-Heinz Böttcher: The new through station in Kempten (Allgäu) . In: Railway technical review . No. 18 , 1969, ISSN 0013-2845 , pp. 327 .
- ^ Manfred Berger : Historic train station buildings. (Volume III: Bavaria, Baden, Württemberg, Palatinate, Nassau Hesse) . Transpress, Berlin 1988, ISBN 3-344-00267-8 , pp. 31 .
- ^ Manfred Berger : Historic train station buildings. (Volume III: Bavaria, Baden, Württemberg, Palatinate, Nassau Hesse) . Transpress, Berlin 1988, ISBN 3-344-00267-8 , pp. 32 .
- ^ Karl-Heinz Böttcher: The new through station in Kempten (Allgäu) . In: Railway technical review . No. 18 , 1969, ISSN 0013-2845 , pp. 328 f .
- ^ Karl-Heinz Böttcher: The new through station in Kempten (Allgäu) . In: Railway technical review . No. 18 , 1969, ISSN 0013-2845 , pp. 329 .
- ↑ Tracks in service facilities (MKP) , DB Netz AG (PDF; 254 KiB)
- ^ Karl-Heinz Böttcher: The new through station in Kempten (Allgäu) . In: Railway technical review . No. 18 , 1969, ISSN 0013-2845 , pp. 329 ff .
- ↑ Demolition of the gas loading in Aitrang. (No longer available online.) January 3, 2008, formerly in the original ; accessed on July 17, 2010 (discussion on MySnip). ( Page no longer available , search in web archives )
- ^ Goods on KBS 971. (No longer available online.) March 3, 2008, formerly in the original ; accessed on July 17, 2010 (discussion on MySnip). ( Page no longer available , search in web archives )
- ↑ a b Munich-Lindau line should be electrified by 1985 . In: Allgäuer Zeitung . September 6, 1975 ( all-in.de ).
- ↑ Lindau - Memmingen - Munich will be electrified until 2012/2013 . In: Eisenbahn-Revue International . Issue 8–9 / 2006, ISSN 1421-2811 , p. 394.
- ↑ PS: Step towards a shorter route to Munich. NZZ online, February 16, 2008, accessed on July 31, 2010 .
- ↑ Railblog: From the 2019 timetable, there will only be 3 ECs from Zurich to Munich . Ralf Wiedenmann, October 16, 2018
- ↑ High-speed traffic (HGV) status report 2011 (PDF, 7.09 MB) ( Memento from April 9, 2014 in the Internet Archive )
- ^ Marvin Weber: Allgäubahn: Noise protection will be significantly more expensive. In: schwäbische.de. July 3, 2014, accessed July 7, 2014 .
- ↑ BT-Drs. 18/357 Information from the Federal Government Report on the progress of the project in expanding the cross-border rail axis , p. 2.
- ↑ Railblog: Electrification Lindau-Munich: Rolling stock decision still not made - 2020 deadline does not contain any reserves , Ralf Wiedenmann, April 4, 2014, accessed on April 10, 2014.
- ↑ Christoph Zweili: An Italian traveling to Munich. In: St. Galler Tagblatt. April 30, 2016, accessed April 27, 2020 .
- ↑ Planning approval for the Munich - Lindau line is ongoing. In: allgaeuhit.de. April 28, 2015, accessed April 26, 2020 .
- ^ Deutsche Bahn AG (ed.): More rail for metropolises and regions ( Memento from April 4, 2015 in the Internet Archive ). Presentation from March 18, 2015, p. 17.
- ↑ Editor: Zurich - Munich: Expansion work has started. In: bahnonline.ch. April 9, 2018, accessed April 26, 2020 .
- ↑ Expansion of the Munich - Lindau line ( memento from December 23, 2014 in the Internet Archive ) DB Group, May 20, 2013
- ^ Groundbreaking ceremony in Memmingen for electrification in the Allgäu , on allgaeuhit.de, March 23, 2018
- ↑ Go-Ahead is awarded the contract for the E-Netz Allgäu , press release on beg.bahnland-bayern.de, August 3, 2018
- ↑ With rail power through the Allgäu - three quarters of the electrification work completed. In: abs48.com. Retrieved January 19, 2020 .
- ↑ On the route from Zurich to Munich, the SBB go on the offensive against Flixbus - with years of delay . Gerald Hosp on nzz.ch, August 18, 2019
- ↑ The train will continue to rush past Aitrang in the future. In: Allgäuer Zeitung. December 2, 2009, accessed February 1, 2019 .
- ↑ Heiko Wolf: Another negative decision for the Aitrang train stop. June 20, 2012, accessed May 17, 2016 .
- ^ Zeil: "Thumbs up for Haltpunkt Neugablonz". Press release no. 369/12 of the Bavarian State Ministry for Economic Affairs, Infrastructure, Transport and Technology. July 16, 2012, archived from the original on August 6, 2012 ; Retrieved November 11, 2012 .
- ↑ Railway stop in the hook comes safely. In: Kreisbote.de. March 6, 2015, accessed May 17, 2016 .
- ↑ Alexander Vucko: Trains should also stop in the hook. (No longer available online.) Das Allgäu online, October 9, 2014, formerly in the original ; accessed on October 11, 2014 . ( Page no longer available , search in web archives )
- ^ S4 expansion Pasing – Buchenau. In: bahnausbau-muenchen.de. Retrieved July 23, 2019 .