Mühldorf – Pilsting railway line

Mühldorf (Oberbay) –Pilsting
Route number (DB) :	5700
Course book section (DB) :	945 (Mühldorf – Neumarkt-St . Veit - total route formerly 427h, 427n, 943)
Route length:	59.4 km
Gauge :	1435 mm ( standard gauge )
Top speed:	120 km / h
Legend from Rosenheim from Munich 61.7 Mühldorf 411  m above sea level NN to Freilassing to Simbach (Inn) 64.5 Bk Frixing Isen 68.4 Rohrbach (Oberbay) 415  m above sea level NN 72.8 Bk Taibrechting (formerly Hp ) 77.3 Neumarkt-Sankt Veit 446  m above sea level NN to Landshut 79.5 to Passau 83.4 Thambach 88.3 Gangkofen 448  m above sea level NN 94.0 Trennbach 474  m above sea level NN 102.7 Frontenhausen - Marklkofen 408  m above sea level NN Vils 104.4 Poxau 106.8 Steinberg - Warth 110.4 Griesbach b. Dingolfing 117.0 Mamming Isar from Landshut 121.1 Pilsting to Plattling

The Mühldorf – Pilsting railway, which is mainly located in Lower Bavaria and partly in Upper Bavaria , was opened in 1875 by the Actiengesellschaft der Bavarian Eastern Railways as part of the connection between Mühldorf and Plattling and was taken over by the Royal Bavarian State Railways on January 1, 1876 . While the route on the southern section from Mühldorf to Neumarkt-Sankt Veit became an important regional transport connection due to the branching off connections to Landshut and Passau , the remaining section never achieved the hoped-for importance. Between Neumarkt-Sankt Veit and Frontenhausen - Marklkofen only freight traffic has been handled since 1970, the subsequent section to Pilsting was completely shut down in 1969.

Route

Starting from the Mühldorf railway junction, the railway line initially runs around two kilometers north through the plain between the Inn Canal and Isen , before reaching the hilly landscape typical of the region at Rohrbach (Upper Bavaria) . On the 16 km from Mühldorf to Neumarkt-Sankt Veit there are no larger towns on the route, so that next to Rohrbach train station there was only one stop at the hamlet of Taibrechting near Niederbergkirchen , which has since been abandoned . Shortly before Neumarkt-Sankt Veit, the Rott is crossed, in the valley of which the route was laid for the next three kilometers.

The city of Neumarkt-Sankt Veit has a centrally located train station, which gained additional importance due to the branching railway lines to Landshut and Passau. While the former leaves the route to Pilsting immediately northeast of the Neumarkt-Sankt Veit station, the branch of the Rottalbahn is about two kilometers further east. The route to Pilsting continues uphill to the north, in order to cross the watershed between Rott and Bina in an incision after the earlier stop in Thambach and then lead down into the Bina valley. The Gangkofen market located there had a train station located well to the west of the core development. The route climbs again north of Gangkofen to cross the hill line between Bina and Vils . Around the highest elevation reached by the railway line is the small village of Obertrennbach , where there was a small stop called Trennbach . Over the next eight kilometers, the route descends again and via the valleys of Trennbach and Schwimmbach near Marklkofen reaches the Vilstal, which the route follows for around 1.5 km in an east-west direction.

In the village of Marklkofen, today's northern end point of the route is a station with the double name Frontenhausen-Marklkofen after the nearby market Frontenhausen . West of the station, the Vils was crossed on three bridge segments until 1969 when the Frontenhausen-Marklkofen-Pilsting section was closed. The track then climbed north via the small villages of Poxau and Steinberg , where there were temporary stops. In the hamlet of Wunder, the watershed between Vils and Isar was cut through in a long incision . The intermediate station assigned to the village of Griesbach, a district of Markt Reisbach , about 1.5 km away, was also located there . With a sometimes considerable gradient, the route continued to Mamming , where there was a train station north of the Mamminger Bach, which was crossed by a large bridge structure. The largest engineering structure on the route existed on the following section of the route, where the Isar was crossed on a bridge made up of five 36 m long steel framework segments. After Goben, the line finally reached the Pilsting train station, located about two kilometers south of the market that gave it its name. The following section Pilsting – Plattling is now part of the Landshut – Plattling railway line .

Bridge piers Hof bei Mamming 2009

history

As part of a construction program approved by the Bavarian state government on August 3, 1869, the Actiengesellschaft der Bavarian Eastern Railways began planning a rail link between Mühldorf and Plattling that year. Together with the Rosenheim – Mühldorf railway line of the Royal Bavarian State Railways (K.Bay.Sts.B) and the Bavarian Forest Railway to the north of Plattling, also planned by the Eastern Railway , this was to create a supra-regional connection between the Inn Valley and Bohemia .

The final construction license was granted to the Ostbahn on November 25, 1872, after which the first work began that same year. Under the leadership of the chief engineer Ludwig Fromm and the architect Karl Zenger , the 80.8 km long connection Mühldorf – Plattling could be completed within just under three years. The opening of the largely single-track main line, which in view of the expected volume of traffic, however, was already laid out on some sections of the route taking into account a later second track, took place on October 15, 1875. Between Pilsting and Landau , today part of the Landshut – Plattling line, there was a stop from the start second track. On January 1, 1876, the line was integrated into the K.Bay.Sts.B together with the entire Eastern Railway Company.

In the following years, several branches were built: the Landshut – Pilsting connection opened on May 15, 1880 , the Neumarkt-Sankt Veit – Landshut line , which was opened on October 4, 1883, and the one that was initially completed on September 1, 1879 as far as Pocking and was opened on the 6th. In October 1888 the Rottalbahn was extended to Passau .

The expected supraregional importance of the rail connection did not materialize; the traffic between Tyrol and Bohemia continued to be mainly via Munich. The Pilsting – Plattling section, however, gained importance as part of the (Munich–) Landshut – Plattling (–Passau) route and was soon assigned operationally. Regionally, the route between Mühldorf and Neumarkt-Sankt Veit was soon used extensively for passenger and freight traffic, also thanks to the branches to Landshut and Pocking / Passau. In the Neumarkt-Sankt Veit-Pilsting section, on the other hand, due to the relatively sparse settlement, the train stations, some of which are far away from the towns, and the traffic connections that are mostly not following the railway line, but are mainly directed towards Landshut, never a high number of travelers.

On September 14, 1899, after the foundations of the northern abutment had been submerged, the bridge over the Isen between Mühldorf and Rohrbach collapsed when a passenger train passed through it . There was probably a construction error in the foundation of the bridge. The number of victims is unknown.

With the increase in motorized individual transport from the 1950s onwards, the Deutsche Bundesbahn (DB) between Neumarkt-Sankt Veit and Pilsting recorded an increasing decline in the already low transport numbers. Various rationalization measures were taken, including the 1964 legally binding downgrading of the Neumarkt-Sankt Veit-Pilsting section from a main line to a branch line. Nevertheless, the operating result for this section of the route was still insufficient. With the approval of the Federal Ministry of Transport presented the DB as a result, September 29, the 1969 regional rail transport between Frontenhausen-Marklkofen and Pilsting and freight between Frontenhausen-Marklkofen and Griesbach one. With the abandonment of goods transport between Griesbach and Pilsting on December 13, 1969, the Frontenhausen-Marklkofen-Pilsting section was finally closed completely. The track systems there were dismantled in the following years.

Local rail transport was no longer offered between Neumarkt-Sankt Veit and Frontenhausen-Marklkofen; the last passenger train ran there on September 27, 1970. In freight traffic, however, a plant belonging to the automotive supplier Mann + Hummel in Marklkofen ensured that trains were well used for years before the company switched its transports from rail to rail for various reasons in the 1990s Road relocated. The only regular user of the Neumarkt-Sankt Veit-Frontenhausen-Marklkofen section was then a regional waste disposal association, which reloaded household waste into containers in Marklkofen and had it transported by rail to a waste incineration plant (MVA) in Burgkirchen .

The southern section Mühldorf – Neumarkt-Sankt Veit was operationally closely linked to the connections branching off in Neumarkt from the end of the 19th century and is still used by trains on the Mühldorf – Landshut and Mühldorf – Passau routes. After the privatization of the Deutsche Bundesbahn, this section of the route came to the organizational unit Südostbayernbahn of Deutsche Bahn . On September 27, 2008 the mechanical interlocking in Rohrbach and on September 28, the track plan push button interlocking in Neumarkt-St. Veit shut down. Since September 28, 2008, the switches and signals there have been completely remote-controlled by the ESTW Mühldorf.

The Neumarkt St. Veit – Frontenhausen-Marklkofen section has been put out to tender by DB Netz AG since 2006 and leased from the Rhein-Sieg Railway (RSE) on June 30, 2010 . In the medium term, bridges are to be renovated and wooden sleepers replaced. Because of the necessary investments in the line to maintain the operability of up to four million euros, the RSE wants to part with the line. Since the maintenance backlog endangered operational safety, the RSE had to close the route on October 9, 2017. With effect from May 22, 2018, the line was shut down by the Bavarian State Ministry for Housing, Building and Transport following a corresponding application by Rhein-Sieg-Eisenbahn GmbH. However, there was still a little hope of a route rehabilitation until the end of 2019, as the Innrail UG tried to operate the route. However, this ceased business at the end of 2019 due to the lack of a safety certificate.

business

passenger traffic

In the first few years of operation, initially two and later four pairs of trains were offered daily between Mühldorf and Plattling, sometimes further to Bayerisch Eisenstein . After the opening of the branch lines, traffic between Mühldorf and Neumarkt-Sankt Veit as well as Pilsting and Plattling was significantly increased, while on the middle section the extension of some trains to and from Rosenheim represented the only significant change. In 1924, three pairs of trains were driven on the entire route a day, a few years later the usual four again. In the post-war years, the intermediate stop in Poxau was set up to attract additional passengers and the timetable was expanded to include the four pairs of trains commuting between Mühldorf and Plattling by a fast Rosenheim – Plattling and back, which was offered until 1969 when traffic between Frontenhausen-Marklkofen and Pilsting was discontinued has been.

Since the end of the 19th century, the route between Mühldorf and Neumarkt-Sankt Veit has also been used by numerous trains on the routes to Landshut and Passau. In the first half of the 20th century, these included long-distance transport on a modest scale, for example in the form of an express train car group Berlin – Mühldorf – Klagenfurt. Under the direction of the Deutsche Bundesbahn, between 15 and 20 pairs of passenger trains traveled the Mühldorf – Neumarkt-Sankt Veit section every day. In the 1990s, these services were synchronized , with the Bayerische Eisenbahngesellschaft initially ordering two-hour train journeys from the operator Südostbayernbahn both on the Mühldorf – Passau route and between Mühldorf and Landshut, which were supplemented by additional journeys on the latter connection in rush hour. There are hourly travel options in the direction of Landshut from December 14, 2008, and in the direction of Passau from December 12, 2009.

Freight transport

After the hoped-for use of the route in national freight traffic did not materialize, the use was mainly limited to serving local customers. Coming from the north, it was mainly driven up to and including Gangkofen, from the south starting from the Mühldorf junction to Frontenhausen-Marklkofen. Mixed moves were unusual; Passenger and freight traffic were largely separate from the start.

Since around the 1960s, the Mühldorf – Neumarkt-Sankt Veit (–Landshut) section has also been increasingly used by trains from the Bavarian chemical triangle . Agriculture and forestry in particular were recorded as local customers. a. the automotive supplier Mann + Hummel in Marklkofen and, since the 1980s, the regional waste disposal companies. After numerous freight customers left their own decision or at the end of the previous freight transport operator Deutsche Bundesbahn and DB Cargo Deutschland , in 2008, in addition to block trains from the chemical triangle, there were only liquid gas transports to Dietfurt (Rottalbahn) and waste transports from Frontenhausen-Marklkofen and Eggenfelden (on the Rottalbahn). Remaining south. On the Neumarkt St. Veit – Frontenhausen-Marklkofen section, only the mentioned pair of daily garbage trains operated by DB Cargo Germany operated until the line was closed in autumn 2017.

Vehicle use

For operation in the early years, the less powerful steam locomotives of the Ostbahn or the K.Bay.Sts.B. The types used included the type D XII tank locomotives , the ubiquitous C III and the B VI . The steam locomotives used by the Deutsche Reichsbahn and the Bundesbahn included vehicles of series 50 , 54 and 57 for freight and 24 , 64 , 70 and 86 for passenger transport.

From the 1950s on, rail buses of the VT 95 and 98 series took over a large part of the passenger transport services, including the Rosenheim – Plattling express train pair, while the Köf III and V 100 were replaced by steam locomotives in freight transport . The latter eventually also took over the last passenger trains previously hauled by steam locomotives. Variants of the V 160 also came onto the line from the 1960s, especially before the freight trains from the chemical triangle .

Since the beginning of the 1990s, passenger trains from Mühldorf to Landshut and Passau have been driven mainly by class 628 railcars and , more rarely, by class 218 locomotives. DB Cargo has been handling regional freight transport with class 294 locomotives since 2006, and series 217 and 232/233 models have been used for the chemical full-length trains since the 1990s . Most of the time Class 77 operate now .

literature

• Karl Bürger: "Curvy and humped". The "Bavarian Tauern Railway" Landshut - Mühldorf - Freilassing . (Part 1). In: EisenbahnGeschichte. Volume 7, 31, 2008/09, ISSN  1611-6283 , pp. 46-54.
• Siegfried Bufe: Branch lines between Arber and Hallertau . Bufe-Fachbuch-Verlag, Egglham 1999, ISBN 3-922138-69-1 .
• The Plattling – Pilsting – Mühldorf railway line . In: Historischer Eisenbahnverein Plattling e. V. (Ed.): The 64er . tape 1 , 1994, ZDB ID 2014651-6 .
• Reinhard Wanka, Wolfgang Wiesner: The main line Munich – Simbach and its branch lines . Bufe-Fachbuch-Verlag, Egglham 1996, ISBN 3-922138-59-4 , p. 14-16, 23 .
• Walther Zeitler: Railways in Lower Bavaria and the Upper Palatinate. The history of the railroad in Eastern Bavaria . Buch- und Kunstverlag Oberpfalz, Amberg 1997, ISBN 3-924350-61-2 .

Web links

• Searching for traces of the railway: pictures of the disused section in its current state

Individual evidence

1. ^ Hans Joachim Ritzau: Railway disasters in Germany. Splinters of German history . Volume 1, Landsberg-Pürgen 1979, ISBN 3-921304-38-6 , p. 23 (with photo).
2. ↑ List of German signal boxes on stellwerke.de, from October 26, 2015, accessed on April 17, 2017.
3. ^ Railway report . 6/08, p. 71.
4. ↑ IBSE telegram. 237, August 2010, p. 3.
5. ↑ RSE wants to part with route . In: railway magazine . No. 2 , 2017, ISSN  0342-1902 , p. 32 .
6. ↑ Ludwig Felix Mayrhuber: RSE blocks Neumarkt-St.Veit - Frontenhausen-Marklhofen for a short time . In: Bahn-Report . tape 35 , no. 210 , November 1, 2017, ISSN  0178-4528 , p. 67 ( website [accessed November 12, 2017]).
7. ↑ Little hope for the route to Marklkofen. innrail Unternehmergesellschaft, March 20, 2018, accessed on March 30, 2018 . 
8. ↑ Innrail will cease operations at the end of 2019. innrail Unternehmergesellschaft, accessed on May 30, 2020 . 
9. ↑ Kursbuch 1944, table 427k , summer 1962 table 427h, summer 1982 table 943, summer 1987 table 943, 2008 table 945, etc. a.
10. ↑ Bavarian Railway Company : Free State of Bavaria optimizes local public transport in Upper Bavaria. (PDF) July 17, 2008, accessed November 13, 2008 . 
11. ↑ IBSE telegram. 237, August 2010, p. 3.