Plattling – Bayerisch Eisenstein railway line

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Plattling – Bayerisch Eisenstein
Section of the Plattling – Bayerisch Eisenstein railway line
Route number : 5634
Course book section (DB) : 905 (formerly 865)
Route length: 71.7 km
Gauge : 1435 mm ( standard gauge )
Route class : Plattling – Deggendorf: D4
Deggendorf – Triefenried: C2
Triefenried – Bayerisch Eisenstein: A
Maximum slope : 12.5  ‰
Top speed: 100 km / h
Legend
Route - straight ahead
 from Landshut
   
 from Regensburg
Station, station
 62,921 Plattling (Landshut km 0) 323 m
   
 to Passau
Stop, stop
 66,566 Pankofen 318 m
   
 Federal motorway 3
   
 70.979 Danube (466 m)
   
 from Hengersberg
   
 from Metten
Station, station
 72.397 Deggendorf central station 321 m
Stop, stop
 79.714 Grafling - Arzting
   
 82.200 Ulrichsberg 423 m
tunnel
 84.434 Kühberg tunnel (475 m)
Station without passenger traffic
 89.522 Grafling
tunnel
 94.333 Hochbühl tunnel (568 m)
Station, station
 95.921 Gotteszell 552 m
   
 to Viechtach (formerly Blaibach)
Station, station
 102.694 Triefenried 617 m
   
 107.780 Ohetal Bridge (304 m)
Station, station
 110.512 rain 549 m
   
 Black Rain (119 m)
   
 Rain (79 m)
Stop, stop
 116.328 Bettmann's saw 554 m
   
 Rain (131 m)
   
 from Bodenmais
   
 from Grafenau
   
 Establishment of the Regentalbahn workshop
Station, station
 120.744 Zwiesel (Bay) 578 m
   
 Big rain (118 m)
Stop, stop
 125.815 Ludwigsthal 618 m
   
 Deffernik Bridge (102 m)
Station, station
 134.560 Bavarian Eisenstein 722 m
border
 134.560 State border Germany-Czech Republic (in the train station)
Route - straight ahead
 to Plzeň hl. n. (formerly EPPK )
Swell:

The Plattling – Bayerisch Eisenstein railway , also known as the Bavarian Forest Railway , is a railway line in Bavaria . It connects the central Bavarian Forest around Regen and Zwiesel on the one hand with Plattling and the Danube Valley, on the other hand via Bayerisch Eisenstein with the Czech Republic . In Plattling, it meets the Nuremberg - Regensburg - Passau long-distance railway line (KBS 880) and the local transport line towards Landshut and Munich (KBS 931). In Bayerisch Eisenstein it goes over to the railway line to Pilsen and Prague.

history

After Plattling had had a train station since 1860 and a branch line to Deggendorf was built six years later , the Bavarian state developed the first studies from 1867 for a rail link from Plattling via Deggendorf , Regen and Zwiesel to the Bohemian border to promote the economy in the Bavarian Forest. The Bavarian-Austrian State Treaty of June 21, 1851 provided for a connection to the Bohemian railway network in Eisenstein in addition to the rail connections to Bohemia in Furth iW and in Passau . The Pilsen – Priesen (–Komotau) railway was ready to extend its Pilsen – Dux line to the border near Eisenstein .

On the initiative of some local personalities, the AG der Bayerische Ostbahnen with the Bavarian concession was granted permission to build the railway line on November 25, 1872. The concession granted to her on August 3, 1869 to build a line from Straubing to Cham then let the Ostbahn expire. Preparatory work on the new line began as early as 1873. Finding a suitable route was extraordinarily complex due to the ascent from the Danube into the Bavarian Forest and the necessary crossing of many valleys and promised high construction costs with moderate profitability. On the other hand, with a better connection of the new route from Plattling through the Isar valley to Munich, a lucrative connection with Bohemia was promised . Construction could begin in 1874.

Track construction

Deggendorf station

At Plattling station , the line branches off from the main Regensburg – Passau line northwards to Deggendorf, where it crosses the Danube. For this purpose, the Plattlinger train station was moved west and rebuilt. The 8.7 km long Deggendorf-Plattling freight railway, which had been in operation there since March 1, 1866, was canceled. Their two 2/2 coupled tank locomotives, delivered by Maffei in 1866, named Deggendorf and Bayer. Wald took over the Bayerische Staatsbahn as DII No. 1176 and 1177. They decommissioned both machines in 1895.

For the ascent from Deggendorf (320 m above sea level) to the heights around Gotteszell (600 m above sea level), chief engineer Badhauser checked two route variants: a direct connection via Hirschberg with a gradient of 20 ‰ and an artificial route extension of 9.794 km significantly flatter, which only had a gradient of 12.5 ‰. The latter was realized despite higher construction costs due to the long-term cheaper and faster operation by means of a double loop between Oberkandelbach and Grafling and the tunnel near Ulrichsberg. Up to 4,000 workers were involved in the construction work for this section of the route. The valleys in the further course of the route were crossed with long bridges or long and high dams.

The most important engineering structures on the route are listed below:

  • Danube bridge near Deggendorf, length 365 m
  • Kohlbach dam near Grafling, length 390 m, 44 m high
  • Kühbergkehrtunnel near Ulrichsberg, length 476 m
  • Hochbühl tunnel near Gotteszell, length 569 m
  • Zachenberger cut near Zachenberg, length 397 m, 29 m deep
  • Ohebrücke in the rain, length 308 m, 48 m high
  • Rain bridge when it rains length 114 m, 25 m high
  • Rain bridge at Schweinhütt, length 70 m, 19 m high
  • Rain bridge at Zwiesel, length 135 m, 14 m high
  • Deffernik Bridge near Ludwigsthal, length 102 m, 30 m high
The Ohebrücke over the Schlossauer Ohe in the rain

The Ohebrücke is just behind the Innbrücke Königswart (height 50 m, length 279 m) near Wasserburg am Inn, the second highest railway bridge in Bavaria. At Bayerisch Eisenstein station , both railway companies built a large station building on the state border, through the middle of which the border runs. The line was built on a single track, but prepared for a double track expansion. However, this has not happened to this day, as the connection to the Mühldorf (Obb) –Plattling line, which opened in 1875, and the Pilsting – Landshut connection that went into operation in 1880 did not bring the hoped-for increase in traffic for the forest railway and border traffic.

During the construction work, Bavaria decided by law of April 15, 1875 to nationalize the Bavarian Eastern Railway on May 10, 1875 and merged it with the Bavarian State Railway on January 1, 1876. As a result, the Plattling – Deggendorf – Gotteszell – Regen – Zwiesel – Ludwigsthal line was put into operation by the Bavarian State Railway on September 16, 1877. After the Deffernik Bridge was completed, the 74.7 km long line to Eisenstein went into operation on November 15, 1877.

On the Czech side, the line from Neuern to Eisenstein was completed and put into operation on October 20, 1877. The station building, the construction of which the two railway companies had only decided on May 17, 1877, was not completed until 1878.

Connecting tracks

A further development of the central Bavarian Forest by railways took place from the forest railway line through several branch lines.

Train traffic

On January 31, 1877, the Bavarian State Railroad ordered six very powerful tank locomotives with the C wheel arrangement from the Maffei locomotive factory in Munich . One month after the Waldbahn opened, it ordered four more machines, which were delivered in February / March 1878. They were given the names Ulrichsberg, Gotteszell, Ludwigsthal and Eisenstein. At the DR they got the numbers 89 8107 to 110 and were retired between 1925 and 1928. These tank locomotives were used on the forest railway for many years, mainly in freight train service. The passenger train service was initially provided by the two eastern railroad machines E 1 and E 2, tractor-tender machines with the B wheel arrangement. Then, according to von Welser (see reference), the former class B eastern railroad machines, wheel arrangement 1 B, were used here in passenger train service. They were run by the State Railways in class B V with the numbers 1003-1068.

On May 15, 1880 , four pairs of trains ran daily on the Waldbahn. Two pairs of accelerated trains connected to / from Prague and ran from / from Landau. They needed two hours and twenty minutes for the Eisenstein – Plattling route, the other pairs of trains four hours each.

In May 1897 four trains ran daily from Eisenstein to Plattling and five trains in the opposite direction. The journey time was between two and two and a half hours. However, there was also a train to Eisenstein, presumably transporting goods, which took five hours for the route. One pair of trains had first to third class through cars for the Landshut – Pilsen route . Two other pairs of trains ran on the Deggendorf – Pilsting – Neumarkt – Mühldorf – Rosenheim route. There was no continuous connection to Landshut.

In October 1913 the course book table is now Landshut-Landau-Eisenstein instead of Eisenstein-Plattling-Rosenheim. Five pairs of trains with second and third class cars ran on the Plattling – Eisenstein route every day. In the direction of Eisenstein the trains took 2 hours and 20 minutes, in the direction of Plattling only 1 hour and 40 minutes to 2 hours. Another four pairs of trains ran daily between Deggendorf and Landshut. In the direction of Mühldorf / Rosenheim, a change had to be made in Landau. Carriages passing through to Bohemia are no longer noted.

In 1936 , the Deutsche Reichsbahn named seven train pairs a day in its timetable table 426 Landshut – Plattling – Eisenstein, including six train pairs from / to Landshut. These trains also run 2nd class. Since luggage and bicycles are restricted on two pairs of trains, they could have been railcars. An early train made it in an hour and thirty minutes, the other trains took ten to fifteen minutes longer. In addition, four pairs of trains commuted between Deggendorf and Plattling every day. It was possible to continue to Bohemia five times a day, but always with a stop of one or more hours in Eisenstein.

Train traffic after the Second World War

After the end of the war, rail traffic with Bohemia came to a complete standstill. With the erection of the Iron Curtain, the ČSSR drew a wire fence across the railroad facilities on the border and cut the tracks. The Czech trains now ended in Železná Ruda, a few kilometers north of the border. The DB drove its trains to the buffer stop at the border fence of the Bayerisch Eisenstein station and used the southern half of the divided reception building. The building was separated by walls.

The steam operation of the DB also ended for freight traffic in the 1970s. On March 6, 1974, the last scheduled steam locomotive 053 063-4 was the N 2964 from Plattling to Bayerisch Eisenstein and the counter train N 2977 on March 7.

Rail buses have been used on this route since April 1952 . However, the two rail buses VT 95 953 and 955 were initially loaned to the Regensburg depot at the beginning of the summer timetable in 1952 . It was only at the beginning of the summer timetable in 1953 that these were then used regularly on this route. In the following years, further VT 95s were relocated to Plattling and were used here and on the branch lines. From October 1955, the Plattling depot was assigned stronger type VT 98 rail buses with the numbers 9517 to 9521. Diesel locomotives of the V 100.10 series were used on this route from April 1962 and their sister locomotives of the V 100.2 series shortly afterwards from September 1963. For the summer timetable of 1965, the twin-engine rail buses and diesel locomotives completely replaced the single-engine rail buses of the VT 95 series. The Plattling depot was closed in June 1985. The vehicles were then transferred to the Hof depot . For the 1985/86 winter timetable, the entire operation was converted to locomotive-hauled wagon trains. In the summer timetables from 1980 to 1987, the Alpen-See-Express ran once or twice a week on this route, organized by DER . These were carried out with VT-601 multiple units and led from Hamburg to Bodenmais and from Dortmund to Grafenau. On the Plattling – Zwiesel route, these operated together as 20-car trains. In addition, these multiple units also ran on special orders in the industrial cycle service on this route from Dortmund to Bodenmais. After the railcars had been shut down, IC through car traffic to Zwiesel was set up, which was discontinued in 2002. These were pulled with locomotives of the DB class 218 .

The Bayerisch Eisenstein border crossing was reopened on June 2, 1991. When shunting, both railway companies use the track systems regardless of the border.

Railcar VT 15 of the Waldbahn in Zwiesel station

Rail traffic today

While the two connecting railways Deggendorf – Metten were closed for passenger traffic in 1984 and freight traffic in 1991 and Deggendorf – Kalteneck in 1972 (Eging – Kalteneck) and 1981 (Deggendorf – Eging) and in 1999 (Eging – Kalteneck) and 2004 (Hengersberg – Eging ) were dismantled, the other connecting lines of the forest railway remained. The track is still on from Deggendorf to Hengersberg . Regular passenger traffic from Gotteszell to Viechtach was suspended from May 1, 1991 to 2016. In the meantime, only vehicles that are transferred to the Regentalbahn workshop in Viechtach and, mainly in the summer months, the tourist trains of the "Wanderbahn" (KBS 12905) with an Esslingen railcar that has been renovated in the historic color of the Regentalbahn . In the autumn of 2016, the hiking railway resumed regular operation. These typical NE railcars served the two connecting lines Zwiesel – Bodenmais and Zwiesel – Grafenau from 1993 to 1997.

A trial run between Gotteszell and Viechtach has been taking place on the closed Gotteszell – Blaibach line since September 13, 2016. Originally planned for 2 years, the Bavarian Ministry of Transport extended the trial operation to 5 years until 2021. During this time, it should be determined whether the number of passengers is sufficient for permanent operation.

Since the 1997 summer timetable, Regentalbahn has been operating the Bavarian Forest Railway (KBS 905) and the connecting lines to Grafenau (KBS 906) and Bodenmais (KBS 907) with regional shuttles under the brand name " Waldbahn " as a subcontractor of DB Regio Bayern .

After the vacationer IC connection to Zwiesel was discontinued in 2002, a shuttle service was created in 2007 to the vacationer IC “Rottaler Land” from Hamburg to Mühldorf. This stops outside the clock hub in Plattling, so that there were long waiting times with regular trains. For this reason, two connections from Zwiesel to Plattling were set up, which enable short connections to this pair of trains heading north. This IC, from which through coaches ran from Passau to Mühldorf, was discontinued with the timetable change in December 2015, the railway replaced it with an IC bus from / to Bad Füssing.

Since the timetable change on December 13, 2003, Zwiesel has been a clock hub with short transfer times just before the full hour in all directions involved, since the crossing on the forest railway was moved here from Regen a few years ago. This was again made possible by relocating the earlier crossing in Ulrichsberg to a newly built turnout further north (near Grafling). This measure also made it possible to shorten the transfer times at the Plattling hub by six minutes. The signal boxes in Ulrichsberg and Regen were also taken out of service on this date .

After Bodenmais there is an hourly service from Plattling with a change in Zwiesel, to Grafenau the railcars run every 2 hours from Zwiesel. As part of the modernization of rail traffic on this route and in order to make local public transport more attractive for tourists and locals, a special ticket offer, the Bayerwald Ticket , was designed in 1999 - a day ticket that can be used on the Waldbahn routes and on many bus routes in the Regen district and Freyung-Grafenau as well as Cham applies. Since May 2010 this has been supplemented by the “Guest Service Environment Ticket” (GUTi) . This integrates the validity of a Bayerwald ticket into the spa cards of participating municipalities. From Plattling you can drive to Bayerisch Eisenstein every hour without changing. The DB Bayern ticket is valid in the entire forest railway network (with the exception of the hiking railway).

When the summer timetable came into effect on May 28, 2006, regular Waldbahn trains ran for the first time every two hours directly from Plattling via Bayerisch Eisenstein to the Czech Špičák station and back. In the 2008 timetable, two pairs of trains drove to Špičák every day. In addition, three pairs of trains were run on weekdays and five pairs of trains on weekends in the winter season. Three additional trains ran daily during the summer season. Since March 1, 2012 the trains have been back in Bay. Eisenstein broke at short notice because the legal situation for cross-border trains in the Czech Republic changed. In the 2014 timetable, there were again two pairs of trains running to and from Špicàk on weekdays. When the timetable changed on December 14, 2014, the trains between Bay. Eisenstein and Špičák canceled from the Plzeňský kraj region. This means that cross-border trains no longer run on the route.

As part of a tender for "Regional Train Network East Bavaria" by the Bavarian Railway Company , the train services on this line were re-awarded. The Regentalbahn has been taking on these services on its own since December 2013. It has been traveling this route since 1997 on behalf of DB Regio. The offer between Plattling and Deggendorf was condensed into half-hourly intervals during rush hour. A planned expansion of direct connections to the Czech Republic was rejected by the Pilsen region (Plzeňský kraj).

After a track measurement train discovered several rail position errors and a rail grinding train that was supposed to correct them became defective, the railway line between Deggendorf and Zwiesel was closed for several weeks from August 5 to August 25, 2013.

As part of four bridge renovations, the route between Gotteszell and Bay. Eisenstein will be blocked from March 30, 2015. The end of construction had to be postponed from June 27, 2015 to July 17, due to bad weather conditions and increased volumes of the renovation of the Ohetal Bridge in mid-June 2015. In the 16-week and 5 million euro construction phase, the Ohetalbrücke near Regen, the Fällrechenbrücke near Zwiesel, the Deffernikbrücke near Zwieslerwaldhaus and the Nagerlbrücke near Bettmannsäge were renovated. They are thus upgraded for an expected useful life up to 2027. The infrastructure operator DB Netz AG assumes that the bridges will then have to be replaced by new buildings.

The forest railway of the Länderbahn operates the route under the WBA1 line on the Plattling – Bayerisch Eisenstein route. A few years ago, a few trains on the forest railway continued to Špičák in the Czech Republic. However, this connection was abolished and since then only ČD trains have been running on the route to Klatovy. The idea to extend the Waldbahn trains to Klatovy has failed until today.

At the Bayerisch Eisenstein / Železná Ruda-Alžbětín shared station, you can change trains between the Länderbahn and ČD trains. However, a longer waiting period had to be accepted until December 15, 2019. This also resulted from the fact that ČD trains mostly left shortly before the arrival of the WBA1 trains and the WBA1 trains also left the collective station before the arrival of the ČD trains. Now, however, the connections from the České dráhy are better, long waiting times are no longer necessary.

expansion

Stops

Several stops were renewed between 2005 and 2007. A continuous usable length of 100 m for all platforms was achieved, so that a quadruple traction of the regional shuttles currently operating here can stop at the platforms.

In the municipality of Grafling , a 120 m long and 55 cm high platform was built by Strabag Rail in nightly closed breaks in the district of Arzting from September 16 to the end of November 2013 . This was opened for the timetable change on December 15, 2013. Since then, the new stop has tapped the passenger potential that had been idle on this 23 km long section of the route since the former Ulrichsberg and Grafling stations were closed ten years earlier.

New bridge over the Danube

In addition to smaller route construction measures, a new construction of the Danube bridge near Deggendorf has officially been in operation since June 28, 2010. The old bridge was allowed to be used until June 28, 2010. In the late evening of June 23, 2010, the last scheduled passenger train with train number 32446 (departure from Plattling at 11:10 p.m.) crossed the historic bridge in the direction of Zwiesel. To replace this, a new building had been built 15 m upstream since March 2008 and the entire railway line was laid over a length of two kilometers. The 466 m long bridge was increased from 4.30 m to approx. 8 m compared to the current clearance for ships. The construction costs amounted to 32 million euros. Rhein-Main-Donau Wasserstraßen AG and DB Netz AG are each half of the cost carriers . In addition, a replacement building for the upstream bridge over the State Road 2074 was built. Here the city of Deggendorf bears 80% of the cost of the 2.9 million euro building, the rest is provided by DB Netz AG. Some of the pillars of the old railway bridge were reused for a pedestrian bridge, which connected the two parts of the 2014 State Garden Show on both banks of the Danube. Two of the old pillars that were in the fairway were removed. Since the dismantling of the central part of the old bridge on 29 September 2010, the ships in the area have Deggendorf throughout at least 8 m headroom .

Regentalbahn workshop

In the Zwiesel station, the Regentalbahn built a two-track workshop for light maintenance by June 2014 in order to be able to save transfer trips to Viechtach. Seven employees maintain the 14 Waldbahn railcars here.

Others

  • As it was built in 1983, the route is part of the German Railroads expansion , Volume 7 The Bavarian Forest of the Microsoft Train Simulator , published on October 22, 2006 .

literature

  • Manfred Bräunlein: The Ostbahnen, royally privileged and Bavarian. From the beginning to nationalization in 1851-1875 . Nuremberg 2000, ISBN 3-88929-078-7 .
  • Deutsche Reichsbahn (Ed.): The German railways in their development 1835-1935 . Berlin 1935.
  • Paul Fiedel: The horse of God
  • Bernhard Hager: From the end of silence . In: Eisenbahngeschichte 76 (June / July 2016), pp. 42–53.
  • Udo Kandler: Railways in the Bavarian Forest . Fürstenfeldbruck 1996, ISBN 3-922404-89-8 .
  • Wolfgang Klee, Ludwig v. Welser: Bayern Report . Volumes 1–5, Fürstenfeldbruck 1993–1995.
  • Walther Zeitler: The Bavarian Forest Railway . Neue Presse, Passau 1991, ISBN 3-924484-38-4 .

Web links

Commons : Bayerische Waldbahn  - Collection of pictures, videos and audio files

Individual evidence

  1. ↑ DB Netze - Infrastructure Register
  2. ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
  3. ↑ a b c d e Passauer Neue Presse, Deggendorf: Die Waldbahn - 4000 workers and a beer rebellion , May 25, 2013
  4. ↑ Gerd Wolff: German small and private railways.
  5. ↑ Ebel, Högemann and Löttgers: Rail buses from Uerdingen - Volume 2
  6. ^ Rüdiger Block: The TEE railcars of the Deutsche Bundesbahn. VT 11.5 series.
  7. ↑ Bayerwald-Bote: Direct trains from Eisenstein to Špicàk are canceled, March 1, 2012
  8. ↑ Bayerwald-Bote: Off for cross-border train connections , December 11, 2014, accessed on June 12, 2015
  9. ↑ BEG press release: Award: Regional trains in Eastern Bavaria go to Regental Bahnbetriebs-GmbH , July 22, 2011
  10. ↑ Passauer Neue Presse, local section Zwiesel: In the middle of the holiday season: Waldbahn stops operating , August 7, 2013
  11. ^ Waldbahn.de: Construction sites 2015 ( Memento from June 15, 2015 in the Internet Archive ), accessed on June 12, 2015
  12. ↑ Bayerwald-Bote: Construction work is delayed: Longer forest railway break , June 16, 2015
  13. ↑ Bayerwald-Bote: New goal: Clear the way on July 17th, June 26th 2015
  14. ^ Passauer Neue Presse, local section Deggendorf: Railway stop: Building will take place during the night , September 12, 2013
  15. ↑ Bavarian State Ministry for Economic Affairs: Zeil: Train traffic in the Bavarian Forest becomes even more attractive. Press release of March 28, 2011, accessed on March 29, 2011 ( Memento of August 12, 2011 in the Internet Archive )
  16. ↑ Bayerische Eisenbahngesellschaft: New stop at Grafling Arzting ( memento from December 2, 2013 in the Internet Archive ), as of July 9, 2012, accessed on August 20, 2013
  17. ^ Passauer Neue Presse, local part Zwiesel: Railway workshop takes shape , August 17, 2013
  18. ↑ Bayerwald-Bote: Workshop of short distances , June 10, 2015, accessed on June 12, 2015