Rosenheim – Mühldorf railway line

Rosenheim – Mühldorf (Oberbay)
Route number :	5700
Course book section (DB) :	944
Route length:	61.692 km
Gauge :	1435 mm ( standard gauge )
Route class :	D4
Minimum radius :	432 m
Top speed:	120 km / h
Legend from Salzburg Hbf from Kufstein 0.000 Rosenheim 448 m to Holzkirchen to Munich Hbf 2,448 Rosenheim University 9.310 Schechen 438 m 16.209 Rott (Inn) 439 m 19,960 Ramerberg 458 m from Grafing train station from Wasserburg city 25,701 Wasserburg (Inn) train station 481 m 31,396 Soyen 36,134 Inn Bridge Königswart (262 m) 40.364 Gars (Inn) 442 m 43.019 Mittergars 46.504 Jettenbach Inn Bridge South (1978–1985) 47.752 Inn Bridge Jettenbach (188 m) Inn Bridge North (1978–1985) 51.310 Waldkraiburg - Kraiburg 432 m Connection to Nitrochemie Aschau / Bayern-Chemie 52.170 Waldkraiburg-Kraiburg from Munich East Pbf Inn Canal 61.692 Mühldorf (Oberbay) 411 m to Freilassing to Simbach (Inn) to Pilsting Swell:

The Rosenheim – Mühldorf line is a single-track, non-electrified main line in Bavaria . It leads along the Inn from Rosenheim via Wasserburg am Inn to Mühldorf am Inn . One of the highest railway bridges in Bavaria ( Innbrücke Königswart ) is located on this route in Königswart near Soyen with a height of 50 meters . The route infrastructure is operated by the Südostbayernbahn , a subsidiary of Deutsche Bahn .

history

prehistory

Around 1860 the railway network in southeast Bavaria essentially consisted of two connections: the Munich - Holzkirchen –Rosenheim– Salzburg route of the Royal Bavarian State Railways (K.Bay.Sts.B) with a branch from Rosenheim to the upper Inn Valley and to the railway that was being built over the Brenner Pass and the Munich - Landshut - Straubing - Passau route of the Bavarian Eastern Railway with a branch from Geiselhöring towards Regensburg . In order to open up the area bounded by these two connections and the state border to Austria and to shorten supra-regional connections, numerous plans arose at both railway companies. In addition to an east-west connection established by the K.Bay.Sts.B. in the form of the Munich – Mühldorf– Simbach am Inn line opened in 1871 , considerations were made about a north-south connection.

In order to create a northern continuation of the Brenner Railway in the direction of Regensburg and Bohemia , bypassing Munich, the K.Bay.Sts.B. a railway line from Rosenheim towards Straubing, where a connection to the existing Ostbahn line towards Regensburg was to be established. At the same time, the Bayerische Ostbahn was planning a route from Vilshofen to Mühldorf, which should primarily serve to develop the region.

Since these plans overlapped in parts, ideas were developed both in the two railways and in the region as to how the projects could be combined. A law passed on April 29, 1869 “The completion of the bayer. Concerning the state railway network “only mentioned the connections Rosenheim – Mühldorf (K.Bay.Sts.B.) and Mühldorf – Vilshofen (Ostbahn). The largely undisputed construction of the Rosenheim – Mühldorf line began as early as 1870. The plans for the Eastern Railway, however, were changed several times before the railway company received the concession on November 25, 1872 to build a railway line from Mühldorf via Neumarkt-Sankt Veit and Landau an der Isar to Plattling ( Mühldorf-Pilsting railway ). This connection, which was supposed to accommodate traffic coming from the Rosenheim – Mühldorf line towards Bohemia, was opened on October 15, 1875. The takeover of Bayerische Ostbahn by K.Bay.Sts.B., which was passed by law on April 15, 1875 and carried out on December 31 of this year. The entire Rosenheim – Mühldorf – Plattling connection that was being created came into the hands of a railway company.

Construction and opening

In 1870 detailed planning, surveying work and ultimately also the construction of the Rosenheim – Mühldorf railway line could begin. A route largely following the course of the Inn was chosen. The most important place between Rosenheim and Mühldorf, Wasserburg am Inn, could not be connected directly to the railway line for topographical reasons. Wasserburg was replaced by a train station located about four kilometers west of the city in Reitmehring (today's Wasserburg (Inn) train station ).

A complex route was chosen north of Wasserburg, which runs high above the Inn and crosses the river twice. In Königswart near Soyen and near Jettenbach, two high bridges had to be built over the Inn.

After around five years of construction, the Rosenheim – Mühldorf rail link was fully opened on May 1, 1876.

Operational development

The forecast traffic performance from the south (Brennerbahn) to Bohemia never played a major role on the Rosenheim – Mühldorf (–Plattling) railway line. Long-distance passenger traffic on this route continued to be handled via Munich. In freight transport, the steeply steep route from Plattling to Bohemia ( Bavarian Forest Railway ) ensured that in most cases the route via Munich, Regensburg and Furth im Wald was also chosen for these transports .

In contrast, the railway line still makes a decisive contribution to regional development.

With the opening of the Ebersberg –Wasserburg (Reitmehring station) –Wasserburg Stadt ( Filzenexpress ) railway on September 27, 1905, a railway junction was created halfway between Rosenheim and Mühldorf. There were no further branches off; Occasionally, however, connections from the Wasserburg area towards Haag in Upper Bavaria and Trostberg were considered.

Inn Bridge Jettenbach and temporary closure of the Waldkraiburg – Mühldorf section

A curiosity arose on the line from the end of the 1970s: When the Innbrücke Jettenbach, located between the places Jettenbach and Waldkraiburg, had to be closed to train traffic in 1978 due to damage, the Deutsche Bundesbahn set up the Innbrücke Nord and Innbrücke stops immediately north and south of the bridge Inn bridge south . The passenger trains coming from the direction of Mühldorf or Wasserburg turned from then on at the respective stops, while the passengers made their way across the bridge on foot. The bridge, which is around 200 meters long, was provided with a wooden roof for this purpose.

However, the bridge was soon so dilapidated that it finally had to be closed to pedestrians as well: on September 28, 1985 this temporary arrangement and thus the passenger traffic between Mühldorf and Wasserburg was terminated. For the section Waldkraiburg – Wasserburg, on which freight traffic ended with the closure of the Inn Bridge Jettenbach, this effectively meant closure.

There was no formal shutdown because the route was one of the facilities to be maintained for strategic military reasons according to Section 10b of the Traffic Safety Act (VerkSichG). With the financial contribution of the Federal Ministry of Defense , the renovation of the missing Inn Bridge was tackled at the end of the 1980s. At the same time, the second Inn bridge on the line at Königswart near Soyen was renovated by 1993. The old steel framework structure was removed and a new structure, visually adapted to the old bridge, was placed on the two existing pillars in the Inn. The two intermediate pillars that still exist on the bank have no function today.

Innbrücke near Königswart with a class 628 multiple unit of the Südostbayernbahn

On May 28, 1994, Deutsche Bahn resumed regular passenger rail traffic between Mühldorf and Wasserburg. In Waldkraiburg, a new stopping point, closer to the town center, was built south of the existing train station.

The military strategic importance of the route according to the Road Safety Act was canceled on August 1, 1997.

In 2015, as part of the Munich – Mühldorf – Freilassing line , Deutsche Bahn replaced the bridge over the Inn Canal west of Mühldorf, which was used jointly with the Munich – Simbach line. In place of the two-track bridge from 1922/23, it built a new three-track three-span arch bridge by autumn 2015 .

On December 15, 2019, the Mittergars demand stop was closed on the grounds that the number of passengers was falling.

Current operation

Infrastructure

With the exception of Rosenheim station, the route infrastructure of the Mühldorf – Rosenheim connection is operated by the Südostbayernbahn . The signals and points of all stations along the route, with the exception of Rosenheim, have been remote-controlled by an electronic signal box in Mühldorf since summer 1999 .

The maximum line speed between Mühldorf and Soyen and between Schechen and Rosenheim is 120 km / h with a few exceptions. Between Soyen and Schechen it's usually 90 km / h. The reason for this are several old level crossings that are only permitted at 90 km / h. This speed is too low to achieve optimal links to the local cycle times in Mühldorf. For the same reason, the Soyen and Jettenbach stops are not served hourly. In particular between Mühldorf and Wasserburg am Inn, the lack of options for train crossings is also noticeable.

In order to be able to increase the train speed consistently to 120 km / h, some level crossings will be renewed or closed over the next few years, and a new overpass will be built near Soyen-Mühlthal.

With the timetable change, the new “Hochschule Rosenheim” stop went into operation on December 9, 2012. For the first time, the city of Rosenheim now has another train stop in addition to the main train station.

There are also plans at EU level to integrate the route into a new high-performance freight train route Landshut-Mühldorf-Rosenheim, which is to become necessary due to the higher traffic flows to the planned Brenner base tunnel.

passenger traffic

Passenger traffic on the course book route 944 is operated by the Südostbayernbahn on behalf of the Bavarian Railway Company (BEG). The train service between Rosenheim and Mühldorf has been gradually improved since December 2012 and expanded every hour. The Soyen and Jettenbach stops are only served every two hours. Since December 2016, the route has also been operated every hour on weekends. The train crossing always takes place on the hour in Wasserburg. Most trains run every two hours via Mühldorf to Landshut . The remaining trains continue to Passau , Burghausen , Trostberg or Simbach am Inn .

All passenger trains are made up of railcars of the DB class 628 .

Freight transport

Continuous freight traffic has not existed on the course book route 944 for decades. The only intermediate station used by freight traffic is Waldkraiburg, where DB Schenker Rail mainly serves companies in the chemical industry on weekdays. During construction work on the Mühldorf - Munich railway line, freight trains are sometimes diverted to Munich via Wasserburg and Rosenheim or Wasserburg and Ebersberg at night. Furthermore, in Forsting on the Wasserburg – Ebersberg route, if required, wood was transported at night by DB Schenker Rail via Wasserburg to Mühldorf. The loading was stopped again in 2010.

Others

During the temporary shutdown of the line in the 1980s, freight trains carrying whey powder contaminated by the Chernobyl reactor disaster were parked on the line.

credentials

1. ^ DB Netz AG: Infrastructure Register. In: geovdbn.deutschebahn.com , accessed on June 3, 2020.
2. ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
3. ↑ Route map of the Munich Railway Directorate , as of March 1952. In: Karl Bürger: Munich - Mühldorf - Simbach. Glory, decline and renaissance of a royal Bavarian railway. An eventful traffic history with a revolutionary future . Self-published, Walpertskirchen 2017, ISBN 978-3-00-056474-1 .
4. ^ Railway history, Issue 14, Feb./March 2006, page 15
5. ↑ ... on foot over the Inn Bridge Jettenbach ... contemporary video document, accessed on April 8, 2016
6. ↑ German Bundestag, printed matter 13/10783, May 25, 1998 (PDF; 355 kB)
7. ^ Karl Bürger: Munich – Mühldorf – Simbach. Glory, decline and renaissance of a royal Bavarian railway. An eventful traffic history with a revolutionary future . Self-published, Walpertskirchen 2017, ISBN 978-3-00-056474-1 , p. 244 .
8. ↑ Mittergars railway stop: Now it is up to Deutsche Bahn to provide the funds. In: OBV online. February 13, 2020, accessed February 29, 2020 . 
9. ↑ General traffic plan for Bavaria 2002 ( Memento from February 19, 2007 in the Internet Archive ) of the BStMWIVT

literature

• Reinhard Wanka, Wolfgang Wiesner: Main line Munich – Simbach and its branch lines. Bufe-Fachbuch-Verlag, Egglham 1996, ISBN 3-922138-59-4 (pages 14-16, 23)
• Der Spiegel, November 24, 1986