Rosenheim – Salzburg railway line
| Rosenheim – Salzburg Hbf | |
|---|---|
 | |
| Route number (DB) : | 5703 (Rosenheim – state border) |
| Route number (ÖBB) : | 217 01 (state border - Salzburg) |
| Course book section (DB) : | 951 |
| Course book route (ÖBB) : | 300 |
| Route length: | 88.6 km |
| Gauge : | 1435 mm ( standard gauge ) |
| Route class : | D4 |
| Power system : | 15 kV 16.7 Hz ~ |
| Maximum slope : | 11 ‰ |
| Minimum radius : | 342 m |
| Top speed: | 160 km / h |
| Dual track : | Continuous, three-track: Freilassing – Salzburg Hbf |
The Rosenheim – Salzburg line is a double-track, electrified main line . It is an international traffic axis and connects Rosenheim with Salzburg .
history
Planning and treaties
The first plans for a railway line Rosenheim – Salzburg existed as early as September 1828. Friedrich List proposed a railway line from Bamberg via Nuremberg , Augsburg and Memmingen to Lindau , another from Kitzingen via Nuremberg and Augsburg to Munich and a third from Munich Günzburg via Augsburg and Munich further towards Austria . Court banker Simon Freiherr von Eichthal also requested a railway line from Munich to Salzburg in 1835. On January 5th, 1836 Von Eichthal began preliminary investigations into the construction of the line. A messenger from the Bavarian government reported to the Austrian government on April 7, 1836 about the planned construction of the railway line. Since Von Eichthal could not raise the necessary money, planning was discontinued in 1838.
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In 1838 negotiations began again with Austria. It was planned to build a connection from Salzburg to the planned rail link from Vienna to Trieste . Austria had little interest in this project, so little happened in the following years. Meanwhile, a major economic crisis had broken out in Bavaria and Ludwig I said on January 6, 1842 that no railway construction in the direction of Austria would be possible before the Ludwig-Süd-Nord-Bahn was completed . On August 25, 1843, an application for a west-east railway was finally made. Further negotiations with Austria were approved by Ludwig I on October 22, 1844. Friedrich August von Pauli , the chairman of the royal railway construction commission, traveled to Vienna to conduct further negotiations there. Austria only had limited funds for railway construction. On September 10, 1848, Joseph Anton Ritter von Maffei applied for the planning, construction and operation to be carried out by a private company, and von Maffei then had to submit a plan. In the spring of 1849 the following connection was determined: Munich - Glonn - Bad Aibling - Rosenheim - Prien am Chiemsee - Bernau am Chiemsee - Bergen - Freilassing - Salzburg.
Munich-Rosenheim-Salzburg Railway Association
In August 1849 the plan for the establishment of the Munich-Rosenheim-Salzburger-Eisenbahn-Verein was presented. The total cost should be eleven million guilders. The costs should be financed by 60,000 members of the association. The association was approved on March 9, 1850. The authorities should plan the route so that there is no dispute about the route. The new route now runs via Holzkirchen and the Mangfall valley instead of Glonn in order to better connect the Miesbach coal deposits. On June 21, 1851, Bavaria and Austria signed a state treaty. This obliged Bavaria to complete the Munich – Rosenheim – Kufstein / Salzburg railway by March 1, 1858, while Austria was obliged in return to complete a railway line from Kufstein to Innsbruck by March 1, 1856 and a connecting line from Salzburg to the main Vienna – Trieste line (Salzburg– Bruck an der Mur ) to be built by March 1, 1858. Since the costs of the railway line continued to rise in early 1852, the government now had to pay some of the costs. The state granted the association an interest rate guarantee of two percent. At the beginning of 1852 it became questionable whether the association could even keep the opening date specified in the contract. Therefore State Minister Ludwig Freiherr von der Pfordten demanded a law that the railway line should continue to be built at state expense and become a state railway. On May 7, 1852, it was finally decided to continue building at state expense. In May 1854 the government of Austria announced that it could not keep the opening date set in the contract due to terrain difficulties on the Salzburg – Bruck railway line. Bavaria then stopped all construction work. In 1854 Austria was in an economic crisis and further negotiations for a new treaty were difficult to carry out. The money for the construction of the railway line was used for other purposes. A new contract could only be concluded on April 21, 1856. The construction time for the Salzburg – Bruck an der Mur railway line was extended by five years. Construction costs of the Rosenheim – Salzburg railway line of 9,412,985 guilders were now expected.
Construction of the route
On September 1, 1851, construction work began on the Großhessloher Bridge near Munich. In the meantime, the necessary land was acquired on the other sections of the route. In 1852 the construction work was taken over by the Royal Railway Construction Commission, with Friedrich August Pauli in charge. Eduard Rüber was the architect of the railway line and Johann Georg Beuschel was the chief engineer. Nine Royal Railway Construction Sections were established between Munich and Salzburg. They organized and carried out the construction work. The Royal Railway Construction Commissions in Rosenheim and Traunstein were opened in 1852, followed by the Royal Railway Construction Commissions in Prien am Chiemsee and Freilassing in 1853. The railway line consisted of a total of 26 lots. In May 1854 all construction work, except between Munich and Großhesselohe , was stopped. The Munich – Großhesselohe railway was then put into operation on June 24, 1854. Only after April 21, 1856, after the conclusion of the new state treaty, was construction work resumed. The Großhesselohe – Rosenheim railway was opened on October 31, 1856, followed by the Rosenheim – Kufstein railway on August 5, 1858.
Construction work on the Rosenheim – Kufstein line was not continued until the beginning of 1858, as the construction equipment was needed in the meantime for the timely completion of another railway line. Further Royal Railway Construction Commissions were opened in Grabenstätt and Teisendorf . The construction work in the area of the Chiemsee and the Simssees progressed only slowly. As the railroad embankments kept slipping together, the embankments had to be supported with wooden scaffolding. In addition, a Roman settlement was discovered during the construction work near Vachendorf . On April 26, 1860, the Rosenheim – Traunstein section was tested for the first time. On May 7, 1860, this section was then put into operation. The test drive between Traunstein and Salzburg took place on July 16, 1860, the opening on August 1, 1860. On August 12, 1860, the entire railway line was ceremoniously opened in the presence of King Maximilian II and Emperor Franz Joseph . The celebrations lasted three days.
The construction costs totaled 10,204,649 guilders, of which 8,073,432 guilders were for the embankment and the superstructure, 568,301 guilders for the station buildings and 522,642 guilders for supervision and administration. In Bavaria, these were high costs on average.
Traffic development in the Länderbahn era
In 1866 a local railway was built from Freilassing towards Bad Reichenhall . On June 1, 1871, the Munich – Mühldorf – Linz line went into operation. Originally, a large part of the long-distance trains in the direction of Vienna should now be run via Mühldorf, as this connection was shorter. In the end, however, it didn't come to that. On October 15, 1871, the Munich – Grafing –Rosenheim line was opened. This was a topographically more favorable route, which is why the use of push locomotives was no longer required. As the volume of traffic in Rosenheim station grew, the station was relocated. The new station went into operation on April 19, 1876.
In the 1880s there was a great boom in freight and passenger transport. In order to be able to continue to transport goods and people by rail, it was decided to double-track the main lines of the Bavarian railway network. The railway line was served by 26 pairs of trains in 1890, including six pairs of express trains. A law was passed on December 29, 1891, stipulating the double-track expansion of the Munich – Grafing – Rosenheim – state border at Freilassing and Rosenheim – state border at Kufstein. The traffic volume was also expected to increase in the next few years. The Rosenheim – Freilassing railway consisted of nine lots. In 1893 construction work began between Rosenheim and Stephanskirchen , and in 1894 the entire route was built.
The second track went into operation between Rosenheim and Endorf on August 1, 1894. The two-track operation was put into operation between Endorf and Prien at the turn of the year between the years 1894 and 1895. The second track between Prien and Traunstein was put into operation on October 1, 1895, and between Traunstein and Freilassing on November 29. It was not until 1889, due to difficult conditions near Salzburg, that the second track between Freilassing and Salzburg was put into operation. The expansion between Rosenheim and the state border near Freilassing cost a total of 4,115,500 marks. In 1892 construction work began on the centralization of the train stations in Prien am Chiemsee, Bad Endorf, Übersee , Bergen and Lauter . The maximum route speeds were on average 90 km / h. In the period that followed, the number of trains could be increased further through the double-track expansion, so that the route in 1900 was already served by 38 trains in each direction. The Orient Express has been running on the Rosenheim – Salzburg line since 1897 , after having previously traveled via Mühldorf and Simbach.
First World War and electrification
Scheduled passenger traffic was severely restricted during the First World War, so that since the beginning of the First World War only four pairs of passenger trains have operated in each direction. However, the line represented an important connection to Austria and the Balkans for the military, so that the railway line represented a main line in military traffic.
In 1921, planning began for the electrification of the Holzkirchen – Rosenheim, Rosenheim – Kufstein and Rosenheim – Freilassing railway lines. When the planning was completed in 1923, the Deutsche Reichsbahn had no financial means to implement the electrification. When the Deutsche Reichsbahn-Gesellschaft was founded in 1924 , the electrification of the main railways was in the foreground. That is why the electrification of the Munich – Grafing – Rosenheim, Rosenheim – Kufstein and Rosenheim – Salzburg railway lines has now been planned. The electrification between Munich and Rosenheim was completed on April 12, 1927, and between Rosenheim and Kufstein on July 15, 1927. Electrification work between Rosenheim and Freilassing only started in August 1927. On March 21, 1928, the overhead line between Rosenheim and Traunstein was put into operation. On April 19, 1928, the overhead line was opened on the Traunstein – Freilassing section. The electricity required was partly drawn from the Walchensee power plant . A substation was built in Rosenheim on March 5, 1928 ; it was connected to the Walchensee power plant via a 110 kV traction current transmission line. A substation was built in Traunstein, which was connected to the Rosenheim substation via another traction current transmission line.
Second World War and Reconstruction
In the Second World War, train traffic was again severely restricted, the railway line was mainly used by military trains. Between October 16, 1944 and May 1, 1945, Salzburg was the target of numerous bomb attacks. The train station was also destroyed. From April 18 to 20, 1945, Rosenheim station was destroyed by numerous bombs, and operations in the station were no longer possible. In Traunstein, 100 people died in attacks between April 18 and 25, and the station area was almost completely destroyed. Another 70 people died on April 25, 1945 in air raids on Freilassing train station, the train station building and several adjacent residential buildings were destroyed by the attacks. Traunstein was passed through by a train carrying Jewish prisoners on May 2, 1945, and the Jews were shot in a forest area. In the following days, preparations were made to blow up numerous bridges around Traunstein. The demolition could only be prevented by the surrender of the city of Traunstein without a fight. The surrender of the city of Salzburg without a fight was negotiated on the Saalach Bridge on May 4, 1945. After the end of the war in May 1945, most of the line was only passable on a single track. At Rosenheim station , on the Übersee –Traunstein– Lauter section , at Teisendorf station, at Freilassing station and on the Freilassing – Salzburg section, only single-track operation was possible. On May 18, 1945, the first trains for the US Army were able to run again and the line became an important military link. Until 1949, however, the route was only passable at a top speed of 85 km / h.
The station buildings in Rosenheim, Traunstein and Freilassing, which were destroyed by bombing during the Second World War, were replaced by wooden barracks in Traunstein and Freilassing; in Rosenheim a small part of the building was retained and was still used with newly built wooden barracks. In 1952 a station building in Traunstein was completed. The buildings in Rosenheim and Freilassing were opened in 1954. The buildings were all built in the same style and are similar to one another. The war damage to the railway line could be repaired by the mid-1950s, so that normal operation was possible again.
Modernization of the route to this day
In the 1960s, the interlocking systems were rebuilt on the entire route. In 1963 a self-block system was set up between Freilassing and Salzburg. In addition, the Prien and Bad Endorf stations received push-button interlockings in 1963. On June 28, 1964, a self-block system for 233,000 German marks went into operation between the two stations, which made the occupation of the Rimstings station unnecessary. On July 14, 1969 and in the following days, the track plan signal box in Traunstein, the self-blocking system between Übersee and Traunstein and the self-blocking system between Traunstein and Teisendorf were opened. The personnel at the stations in Bergen (Oberbay) and Lauter (Oberbay) could be saved for 2,092,000 German marks. On December 11, 1978, a central block between Teisendorf and Freilassing and there a SpDrS60 track plan signal box was built. A self-blocking system went into operation on July 1, 1980 between Prien am Chiemsee and Übersee. Between Landl (Oberbay) and Rosenheim the self-blocking system was put into operation with the opening of the Rosenheimer curve on January 21, 1982, between Landl and Bad Endorf the self-blocking system could only be opened on November 26, 1985. The entire expansion between Rosenheim and Bad Endorf cost 4,700,000 German marks.
From November 19 to 23, 2003, the Rosenheim electronic interlocking went into operation. It also controlled the Bad Endorf and Prien am Chiemsee train stations on the Rosenheim – Salzburg line; since March 2, 2005, the electronic interlocking has been controlled from Munich.
Extension of the route between Freilassing and Salzburg
Extensive expansion work was carried out between 2005 and 2013 between Salzburg main station and the border river Saalach . The railway bridge over the Salzach was rebuilt with three tracks. The two existing tracks were given a new track layout and a third parallel track was added to ensure the capacity required for regular S-Bahn traffic. Salzburg Taxham Europark was opened in June 2006 as the first of the four new S-Bahn stops in this section . The Mülln -Altstadt and Aiglhof S-Bahn stops went into operation in December 2009. The Liefering S-Bahn station went into regular operation in December 2013.
In February 2013, Deutsche Bahn and the Federal Ministry of Transport signed a financing agreement for the subsequent three-track expansion of the line from the Austrian / German border to Freilassing, with the second Saalach bridge to be built as the largest single structure. For this construction phase 50 million euros, of which 8.5 million EU funds were earmarked.
With the timetable change in December 2017, the cross-border 6.6-kilometer third track was put into continuous operation. On the German side, construction took place from 2012 to 2017. DB Netz AG has built four bridges over the 1.6 kilometer section from the Austrian / German border to Freilassing and a new platform for S-Bahn operations at Freilassing station. The project costs third track Freilassing - state border DE / AT (- Salzburg) amounted to around 60 million euros.
The section built by ÖBB Infra AG is around 5 kilometers. In the years 2005 to 2013, the third track in Austria up to the planned connection point at the second Saalach bridge to be built with Germany was completed. During the construction period, four new S-Bahn stations were built in the Austrian section of the route, which were put into operation in 2006, 2009 and 2013. The construction costs, including closing the gap with the new line on the German side, amounted to 180 million euros.
Route description
course
After Rosenheim, the route crosses the Inn in a north-easterly direction . At the former Landl stop, the former branch line branches off to Frasdorf , which now only exists as far as Rohrdorf and only has goods traffic to the cement works there. Then the route runs along a steep slope along the Simssee . This is followed by Bad Endorf station , where the line branches off to Obing , whose operation was stopped in 1996 by Deutsche Bahn AG and which was reopened as a museum railway on July 1, 2006 ( Chiemgauer Lokalbahn ) . The line then continues west of the Chiemsee towards the Prien am Chiemsee train station. The lines from Prien am Chiemsee station , however, were in continuous operation: on the one hand the narrow-gauge Chiemseebahn to the port of Prien-Stock, on the other hand the Chiemgaubahn ( KBS 952) to Aschau im Chiemgau . Then comes Bernau train station, after which the route continues east. From the next Übersee train station , a line used to lead to Marquartstein . The Tiroler Ache is crossed overseas, followed by an ascent of 1: 100 to the Bergen station.
The next train station is Traunstein. In Traunstein , several lines meet the KBS 951. These are the KBS 953 (Traunstein– Ruhpolding ) and 947 (Mühldorf - Garching - Traunstein, Traun-Alz-Bahn ). The branch line to Waging (KBS 959) goes east of Traunstein . After Traunstein, the railway line runs over a bridge over the Traun. In the direction of Freilassing, the route continues with a steep gradient. Shortly after leaving the Traunstein train station, you can see the “Ettendorfer Kircherl” on the left, which is right next to the railway line . The route continues to Freilassing via the train station at Markt Teisendorf .
KBS 943 (Mühldorf – Freilassing) and KBS 954 (Freilassing– Berchtesgaden ) branch off at Freilassing station . On the outskirts of Freilassing, the route crosses the Saalach and reaches the city of Salzburg . In Siezenheim there is a freight station with sidings to a large pressboard factory, to an industrial park and to Schwarzenberg barracks. Then the train runs between the districts of Taxham , Maxglan and Mülln in the south and Lehen and Liefering in the north over the Salzach to Salzburg main station .
Operating points
Rosenheim ⊙
Rosenheim station was put into operation on October 24, 1857 with the Mangfall Valley Railway . On April 19, 1876, the old station was shut down due to lack of space and a new facility was opened west of the old station. In addition, there was a major depot for the route in Rosenheim .
Today the station is the seventh largest station in Bavaria, with around 20,000 travelers daily . It is served by around 150 regional and long-distance trains every day .
Landl (Oberbay) Abzw ⊙
The Royal Bavarian State Railways set up the Landl (Oberbay) junction on January 27, 1913 as a block point . On May 9, 1914, the junction became a stop on the branch line from Rosenheim to Frasdorf . The station had two siding and a station building in which the mechanical signal box was located. In September 1970 the last passenger train served the station and the Rosenheim – Frasdorf line . Thereupon the station was dismantled to a branch point. The mechanical signal box replaced the track plan signal box in Rosenheim station since 1977 .
Stephanskirchen
The station was opened in 1860 as a crossing station on the single-track railway line. A loading ramp, loading lane and a goods shed were available for goods traffic. Passenger train traffic was given up on May 31, 1981, and freight traffic four years later on November 25, 1985.
Simssee
The breakpoint was put into operation in 1934. It was mainly used for excursion traffic to the Simssee and was therefore only served in the summer season for many years. On August 28, 1967, the station was shut down.
Krottenmühl
On October 15, 1895, a stopping point for passenger traffic was established in Krottenmühl, which a few years later was also used for freight traffic. Since February 5, 1901, a mechanical signal box has been controlling the points and signals. On May 31, 1981, the freight and passenger traffic was stopped. The reception building is still there today.
Bad Endorf (Oberbay) ⊙
The Bad Endorf train station was opened in 1860. On October 15, 1908, the branch line to Obing went into operation, the station became a separation station. In 1986 the Obingen line was closed for passenger traffic, and in 1996 also for freight traffic. In 2006 the line to Obing was reopened as a museum railway .
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Rimsting ⊙
In 1881 the Rimsting halt was put into operation for King Ludwig II , who visited the construction site of the Herrenchiemsee Palace . 70 years later, in 1981, the station was closed to passenger traffic. The connection to freight traffic was retained as an alternate connection point. Today there is a cultural meeting place in the listed entrance building built in 1911.
Prien a Chiemsee ⊙
With the opening of the line in 1860, the station was put into operation. This is where the Chiemgau Railway , which went into operation in 1878, branches off to Aschau . Furthermore, the station has been the starting point for the Chiemseebahn to Prien-Stock since 1887 .
Bernau a Chiemsee ⊙
The Bernau am Chiemsee train station was opened in 1860. The station had two platform tracks, and there was also a third and additional butt tracks for freight traffic. The station had a two-story station building, which was expanded in 1875 with two side porches. In July 1904 a mechanical signal box was set up. At the beginning of 1980 the station was dismantled to a stopping point. Ten years later, freight traffic was given up. In 2003 the station building was renovated.
Rottau ⊙
In December 1920, the Rottau station was put into operation, which was used to load the peat of the Rottau peat railway. In June 1988 the peat railway was stopped and the station became a transfer point.
Overseas ⊙
The Übersee train station went into operation in 1860. In 1885 the station became a separation station with the opening of the Übersee – Marquartstein railway line . In 1992 the station became a through station again, as the line to Marquartstein was closed again.
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Bergen (Oberbay) ⊙
Bergen train station went into operation in 1860 when the railway line opened. Before 1990 the station was dismantled to a stopping point. The reception building is a listed building.
Traunstein ⊙
The station was opened on May 7, 1860 with the opening of the Rosenheim – Salzburg railway line. In the following years the station became a railway junction . Today there are connecting railways to Ruhpolding , Waging and Trostberg / Traunreut .
Louder (Oberbay) ⊙
Lauter (Oberbay) station was opened with the opening of the Rosenheim – Salzburg line. There were two platform tracks and another butt track with a loading ramp and a goods shed. In 1982 the station was closed for passenger traffic and in 1990 for freight traffic. Since then, Lauter has been a transfer point.
Rückstetten
The Rückstetten block station had existed since March 1906, and passenger trains have stopped in Rückstetten since 1908. In July 1969 the Rückstetten block post was closed, on May 23, 1982 the Rückstetten stop was closed.
In 2019, the construction of a crossing point that can be driven at 60 km / h near the former stop (km 64.5) was put out to tender.
Teisendorf ⊙
Teisendorf station was put into operation with the railway line in 1860. After its opening, the station had an increased volume of passengers and goods, as a road led from Teisendorf to Bad Reichenhall and Berchtesgaden . The station had two platform tracks and another track, as well as several butt tracks for freight traffic. A mechanical signal box was set up in Teisendorf around 1900, which was replaced in 1978 by a track plan signal box. Freight traffic was stopped in the 1990s with the exception of a siding to a liquefied gas storage facility. The entrance building has been owned by private investors since 2008.
Niederstrasse
It was not until 1895 that a stop was set up in Niederstrasse, which was mainly used to load peat from the surrounding area. For this purpose, a special peat railway was built after the First World War, which was designed as a narrow-gauge railway. Parts of it are operated as a museum railway by the Friends of Ainringer Moos eV. On October 1, 1978, the stop was closed for passenger traffic. The building has been privately owned since April 1984, has been converted and is therefore no longer accessible to the public. In May 1990 peat loading was stopped. After the B 304 federal highway was relocated on October 26, 2015, the level crossing was closed and the barriers dismantled. The siding for the former peat factory and the warehouse were dismantled before the peat extraction stopped.
Freilassing ⊙
The station went into operation when the line opened in 1860 and served as a German border station. In 1905, a major depot was opened in the station. Today the Freilassing Lokwelt is located in the depot . It is also a stop on the Salzburg S-Bahn .
Salzburg Liefering ⊙
At the time of National Socialism , Liefering station was opened on June 1, 1943 exclusively for guests invited to Obersalzberg . It was no longer used for passenger traffic after the war. However, it was retained as a freight and service station. As part of the expansion of the Salzburg S-Bahn, the station was reopened as a stop in December 2013.
Salzburg Taxham Europark ⊙
For the S-Bahn operation between Salzburg and Freilassing, the section was expanded and received new stations. On June 17, 2006, the Salzburg Taxham Europark train station went into operation. The station has three platform tracks and is served by S-Bahn and individual regional trains. The station was named after the adjacent shopping center called Europark .
Salzburg Aiglhof ⊙
The S-Bahn stop Salzburg Aiglhof was put into operation on December 13, 2009 and is mainly used for S-Bahn operations and is served by some regional trains. The breakpoint is named after the neighboring settlement of Aiglhof. The barrier-free central platform could only be built by demolishing the existing freight tracks. The platform is roofed over 70 meters and has stairs and lifts on both sides.
Salzburg Mülln old town ⊙
The stop was opened on December 13, 2009 for the S-Bahn service between Freilassing and Salzburg. Like Salzburg Aiglhof, it mainly serves the S-Bahn and regional train operations. The stop has a barrier-free central platform and there is a lift at each of the two exits. The stop is located directly on the banks of the Salzach and, among other things, opens up the old town of Salzburg.
Salzburg central station ⊙
The station went into operation in 1860 at the same time as the Rosenheim – Salzburg line and the Westbahn .
Salzburg's main train station developed into an international transport hub. Today it is frequented by around 25,000 travelers every day.
Engineering structures
Viaduct near Traunstein
The viaduct that crosses the Traun was not initially built over the river. When the viaduct was officially opened on July 19, 1859, the river bed of the Traun was moved under the bridge. The viaduct is 105 meters long and has five 30 meter high arches. The bridge consists of Nagelfluh with decorated keystones. Ten people were killed during the construction of the viaduct.
traffic
Train traffic before the Second World War
After opening in 1860, the railway line was served by two local trains and two freight trains with passenger transport. In addition, an express train ran on the route every day . In 1865 an express train and a courier train were already running. An additional freight train with passenger transport was added, but one of the local trains was canceled. Another pair of local trains was introduced by 1869. In total, there were six passenger trains on the route. In addition, two pairs of freight trains were added. The opening of the Munich – Mühldorf - Linz railway line meant that a pair of express trains was now led via Mühldorf instead of via Rosenheim and Salzburg. Some freight trains were also moved to the new route. In 1877 a pair of express trains, three local trains and two freight trains with passenger transport served the route. In the following years more trains were added. Since May 1, 1897, the Orient Express has been running on the Rosenheim – Salzburg line, previously it had traveled via Mühldorf and Simbach. In 1895 there were four pairs of express trains, one of which turned off in Freilassing for Bad Reichenhall. Four freight trains and six passenger trains also ran regularly. In 1900, 18 pairs of trains traveled the route, six of which were express train pairs and seven were local train pairs.
Before the outbreak of war in 1914, 13 pairs of trains ran the route every day. After the beginning of the First World War on August 1, 1914, civilian passenger traffic was severely restricted by numerous military trains. In the war years, the Balkan train was introduced as a replacement for the discontinued Orient Express . Towards the end of the war, traffic was increasingly restricted, with only a few passenger and freight trains remaining. In the years after 1918, numerous express trains were reintroduced; the Orient Express, for example, has been running the route again since 1921. In 1927, eleven freight trains served the route, two of which were intended for local general cargo traffic. In 1934 there were eight express trains going to destinations such as Paris , Villach , Berchtesgaden or Belgrade . In addition, there were seven local trains that ran the entire route.
On August 22, 1939, shortly before the Second World War , the Deutsche Reichsbahn stopped numerous international long-distance trains. Further civilian passenger traffic was also restricted more and more, the route was used by many troop and material trains. In 1944 there were six express trains on the route, three of which were express trains for front vacationers and four were passenger trains. At the end of the war, the railway was almost stopped.
Train traffic after the Second World War
In January 1946, three passenger trains each ran from Rosenheim to Freilassing and from Freilassing to Salzburg. There was also a pair of trains that drove from Traunstein to Freilassing. Another pair of express trains served the route. Other military trains served the route. In 1946 the Orient Express was reintroduced. In the next few years more trains were added, so that in 1950 around 15 pairs of passenger trains, eight of which were passenger trains, served the route.
The Tauern Express has served the route since mid-1951 . 1953 followed the introduction of the Austria-Express , which drove from Hoek van Holland to Graz. Since the capacities were often insufficient, especially in the summer months, some other long-distance trains such as the Adria-Express from Großenbrode to Venice , Ancona and Split in 1953, the Carinthia Express from Oostende to Klagenfurt in 1954, the Yugoslavia Express in 1955 (from 1958 Yugoslavia -Express) from Amsterdam to Belgrade, and in 1956 the Dalmatia-Express from Oostende to Rijeka was introduced. In addition, the Mozart long-distance train from Paris to Vienna went into operation in 1954 . The express train pair Wörthersee has existed since 1958, first from Munich and later from Frankfurt to Klagenfurt.
In 1963 the Hellas Express was introduced from Dortmund to Athens. In the period that followed, further pairs of trains were added, including those for guest worker traffic. In 1965 the Deutsche Bundesbahn introduced the Istanbul Express . From 1965 the Königssee express train ran from Hamburg to Berchtesgaden. From 1968 there were the Akropolis express trains from Munich to Athens and the Opatija Express from Munich to Split. In the summer of 1969, the line was integrated into the Trans-Europ-Express network by extending the pair of TEE trains "Blauer Enzian" to Klagenfurt in the summer months. In the summer of 1972 around 40 pairs of trains were already serving the route. The Mostar Express from Stuttgart to Ploče was set up this year .
In 1972 five express trains ran the route. By 1976 the number of passenger trains between Traunstein and Freilassing was reduced to three. In return, the number of express train pairs was increased to seven by 1979.
From the mid-1970s, the demand in international rail traffic fell, as on the one hand private transport increased and on the other hand the admission of guest workers was stopped. In the following period, most of the relief trains were discontinued and train runs were combined, some trains were limited to the summer months. The timetable was redesigned when the intercity network was introduced. On the Rosenheim – Salzburg line, four IC line 2 intercity trains were now running, and the TEE Blauer Enzian became the intercity. From 1987 the route was also served by Eurocity trains, the international Intercity trains became Eurocitys. When the FD train type was introduced in 1983 , the Königssee , Wörthersee , Mozart and Berchtesgadener Land express trains became FD trains. From 1985 to 1987, the TEE Rheingold's wing train operated the route.
In 1988 the Tauern Express was discontinued. In the period that followed, further international train runs to the Balkans were discontinued, so that in 1993 the last trains went to Istanbul and Athens. In 1991 the regular service was introduced, since then the route has been served by long-distance trains every hour. However, the trains only stop at most intermediate stations every two hours. Since 2008 the Railjet has been serving the route every two hours.
In 1991, all express and passenger trains were replaced by an hourly regional express , which was marketed as the Munich-Salzburg Express . In addition to n-type cars , double-decker cars have also been used as rolling stock since 2005 . From December 15, 2013, the Bayerische Oberlandbahn took over the traffic on the E-Netz Rosenheim under the name Meridian , which includes the routes Munich – Salzburg, Munich – Kufstein and Munich – Holzkirchen – Rosenheim. Newly built vehicles of the type Stadler Flirt 3 are used. Due to technical deficiencies and a lack of approvals, in the first few weeks after the start of operations, mainly replacement trains from Deutsche Bahn n-wagons, double-decker wagons from Metronom and City Shuttle wagons from ÖBB were used.
present
Numerous local , long-distance and freight trains run on the Rosenheim – Salzburg line .
The entire route is served by trains on the route Munich Hauptbahnhof - Salzburg Hauptbahnhof, which are operated by Meridian , a brand of the Bayerische Oberlandbahn . Another pair of trains runs from Rosenheim to Traunstein. S-Bahn lines 2, 3 and 4 of the Salzburg S-Bahn also run between Freilassing and Salzburg , so that this section of the route runs every 10 to 20 minutes. Individual regional trains from Mühldorf also run from Freilassing to Salzburg, so that more than 90 passenger trains run on this section.
| Train type Line |
course | Clock frequency |
|---|---|---|
| M. | Munich - Rosenheim - Traunstein - Freilassing - Salzburg | Hourly |
| RB | ( Landshut -) Mühldorf - Freilassing - Salzburg | individual trains |
|
Bad Reichenhall - Freilassing - Salzburg - Golling - Abtenau - (Saalfelden) | Hourly |
|
|
Freilassing - Salzburg - Golling-Abtenau - Schwarzach - St. Veit | Hourly |
EuroCity trains (EC) on the Frankfurt am Main - Salzburg line connect Rosenheim to Salzburg every two hours, with stops in Prien, Traunstein and Freilassing. Since the timetable change in 2008, these trains have been alternating between Salzburg and Graz and Klagenfurt. In addition, RJ trains run from Munich to destinations in Austria and Hungary , which travel between Munich main station and Salzburg main station without stopping, an hour apart . The Königssee intercity train pair also runs this route from Hamburg to Berchtesgaden .
The Austrian Federal Railways operate the connection Salzburg - Landl / Rosenheim (- Kufstein) every hour without stopping with long-distance trains on the route Vienna - Salzburg - Innsbruck - Vorarlberg , supplemented by individual additional trains.
At the 2008 timetable change, the first pair of railjet trains ran from Munich via Vienna to Budapest. With the 2017 timetable change, four pairs of Railjet trains will run daily between Munich and Budapest, another three pairs of Railjet trains between Munich and Vienna, and one pair of Railjet trains between Munich and Klagenfurt.
| Train type Line |
course | Clock frequency |
|---|---|---|
| IC 26 |
Königssee : Hamburg-Altona - Hamburg - Hanover - Göttingen - Kassel-Wilhelmshöhe - Fulda - Würzburg - Augsburg - Munich East - Rosenheim - Freilassing - Berchtesgaden |
a pair of trains |
| EC 32 |
Wörthersee: ( Münster -) Dortmund - Essen - Düsseldorf - Cologne - Koblenz - Frankfurt - Mannheim - Heidelberg - Stuttgart - Ulm - Augsburg - Munich - Rosenheim - Salzburg - Klagenfurt |
a pair of trains |
| EC 60 | Karlsruhe - Stuttgart - Ulm - Augsburg - Munich - Rosenheim - Salzburg | a pair of trains |
| EC 62 | Frankfurt - Heidelberg - Stuttgart - or Saarbrücken - Mannheim - Stuttgart - Ulm - Augsburg - Munich - Rosenheim - Salzburg (- Klagenfurt / Graz / Linz ) | Every two hours |
| RJ 90 | Munich - (Rosenheim -) Salzburg - Vienna - Budapest | Every two hours |
| RJ | ( Zurich - Bregenz - Bludenz -) Innsbruck - Salzburg - Vienna - Vienna Airport (- Budapest) | Hourly |
future
This route is part of the European TEN line 17 from Paris to Budapest . This could lead to further expansion measures. The ÖBB in particular are pushing for this , as they are aiming for a journey time of one hour between Salzburg and Munich instead of one and a half hours today.
The German part of the route is to be equipped primarily with digital interlockings and ETCS by 2030 as part of the starter package for Digital Rail Germany .
literature
- Siegfried Bufe: Main line Munich – Salzburg . Bufe-Fachbuch-Verlag, Egglham 1995, ISBN 3-922138-57-8 .
- Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg railway line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 .
- Moderegger Fritz: 120 years of the main line Munich - Rosenheim - Salzburg . Traunstein 1980.
- Siegfried Bufe: Railway in Upper Bavaria Volume 2 . Bufe-Fachbuch-Verlag, Egglham 1984, DNB 840703619 .
- Roland Hertwig: The DB's standard locomotives . EK-Verlag, 1995, DNB 945971206 .
- Moderegger Fritz: Significant engineering structures on the old and new main line from Munich to Salzburg and on the Rosenheim - Mühldorf line . Traunstein 1982.
Web links
Individual evidence
- ^ A b Germany-Frankfurt am Main: Construction work for railway lines. In: ted.europa.eu. November 13, 2019, accessed on November 16, 2019 (The location of the transfer point results from the linked tender documents , including the file 3.3.20_Üst Rückstetten_Übersichtplan 2.PDF contained in the ZIP file eVergabe.zip. The speed results from the in the file 3.3.1_Üst Rückstetten_Lageplan.PDF specified basic form EW 60-500-1: 12 (see switch (railway) # standardization in Germany ). )
- ^ DB Netz AG: Infrastructure Register. In: geovdbn.deutschebahn.com , accessed on June 9, 2020.
- ↑ 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 .
- ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
- ↑ Kosmas Lutz: The construction of the Bavarian railways to the right of the Rhine . R. Oldenbourg, Munich, Leipzig 1883, p. 105 .
- ↑ a b c History of the Maximiliansbahn ( Memento from May 14, 2010 in the Internet Archive )
- ↑ a b c d e Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 .
- ^ A b c Siegfried Bufe: Main line Munich – Salzburg . Bufe-Fachbuch-Verlag, Egglham 1995, ISBN 3-922138-57-8 .
- ↑ a b Moderegger Fritz: 120 years of the main line Munich - Rosenheim - Salzburg . Traunstein 1980.
- ↑ How the Trauntal caused the delayed completion ( page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. on traunsteiner-tageblatt.de
- ↑ History of the development of the Mangfalltalbahn on mangfalltal-bahn.de
- ↑ a b 150 years of the railway in Traunstein ( page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. on traunsteiner-tageblatt.de
- ^ Royal Bavarian State Railways: Evidence of the operation of the Royal Bavarian Transport Authority . Munich 1861.
- ↑ Report in the Salzburger Nachrichten of December 12, 2009 about the opening of the bus stop ( page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.
- ↑ Newstix.de: Ramsauer: More decisive stages in the development of the railway line Munich - Mühldorf - Freilassing - Salzburg achieved , February 14, 2013
- ^ Salzburg24.at: Third track from Salzburg to Freilassing is ready , December 11, 2017
- ^ Salzburg24.at: Third track from Salzburg to Freilassing is ready , December 11, 2017
- ↑ Kosmas Lutz: The construction of the Bavarian railways to the right of the Rhine . 1883.
- ↑ Stefan Freundl: The train station at the wayside cross Rosenheim: Railway history and urban development . Die Bücherstube, Leonhardt, 1985, ISBN 3-922310-13-3 .
- ↑ Statement on the groundbreaking ceremony for the renovation of Rosenheim train station (PDF; 17 KiB) on rosenheim.de
- ^ Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 , p. 124-125 .
- ↑ Signal box list (Rosenheim). In: stellwerke.de. Retrieved February 27, 2018 .
- ^ Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 , p. 125-126 .
- ^ A b Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 , p. 127 .
- ↑ Pictures of the Krottenmühl train station on kbaystb.de
- ^ History of the Endorf – Obing line. In: leo-online.org. Retrieved February 20, 2018 .
- ^ Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 , p. 128-130 .
- ↑ List of monuments for Rimsting (PDF) at the Bavarian State Office for Monument Preservation (PDF)
- ^ Website of the Kulturbahnhof Rimsting
- ^ Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 , p. 133-135 .
- ↑ The history of the Bernau train station. In: Berg Adalberg: Homeland book of the municipality of Bernau am Chiemsee. 1991.
- ^ Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 , p. 135-137 .
- ^ Website of the Torfbahn Rottau ( Memento from March 28, 2009 in the Internet Archive )
- ^ Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 , p. 137-138 .
- ↑ Metz Josef: Übersee am Chiemsee - village history in pictures. Overseas 1990.
- ↑ List of monuments for Bergen (PDF) at the Bavarian State Office for Monument Preservation (PDF)
- ^ Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 , p. 140-142 .
- ^ Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 , p. 142-148 .
- ^ Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 , p. 148-149 .
- ^ Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 , p. 150 .
- ↑ signal box list. In: stellwerke.de. Retrieved February 27, 2018 .
- ^ Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 , p. 150-152 .
- ^ Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 , p. 152-154 .
- ↑ Pictures of the Niederstraß train station on kbaystb.de
- ^ Kurt Enzinger: Freilassing: History of a young city . Rupertus Verlag, 2003, ISBN 3-902317-01-9 .
- ↑ a b c Expansion of Salzburg – Freilassing. ÖBB website. Retrieved November 29, 2017 .
- ↑ Salzburg Central Station End of the detours to diepresse.com
- ↑ Alfred Staller: The viaduct. Landmark of the city of Traunstein. In: 1996 yearbook of the historical association for the Chiemgau in Traunstein. Pp. 7-15.
- ^ Reports of the Traunsteiner Wochenblatt from October 9, 1859, July 4, 1858 and November 4, 1860.
- ^ Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 , p. 26 .
- ↑ Hendschel: Hendschel's Telegraph June 1865 .
- ↑ Stahel's pocket timetable for Bavaria 1869 .
- ^ Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 , p. 27 .
- ^ Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 , p. 28 .
- ↑ Stahel's pocket timetable for Bavaria 1877 .
- ^ Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 , p. 33-34 .
- ↑ Hendschel: Hendschel's Telegraph May 1914 .
- ^ Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 , p. 40-42 .
- ^ German course book summer 1934 .
- ^ Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 , p. 49-50 .
- ↑ Timetable in the course book 1944/45 ( part 1 , part 2 )
- ^ Course book January 1946 .
- ^ Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 , p. 55 .
- ^ Course book for southern Germany, summer 1950 .
- ↑ Markus Egger: The Tauern Express - Part 1: the first years 1951–1955. Retrieved March 7, 2018 .
- ^ Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 , p. 56-59 .
- ↑ Course books of different years .
- ↑ How the Rosenheim Railway changed on bayernbund.de
- ↑ History and description of the Traunstein region on tirolatlas.at
- ^ Course book summer 1972 .
- ^ Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 , p. 72 .
- ^ Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 , p. 65-75 .
- ↑ Course books of different years .
- ↑ Press release on the BEG meridian from December 20, 2013 on beg.bahnland-bayern.de. Retrieved December 20, 2013.
- ↑ The local and long distance traffic between Munich and Salzburg on pro-bahn.de
- ↑ Bavaria gets the first digital interlocking on a main line in Germany. In: deutschebahn.com. Deutsche Bahn, June 10, 2019, accessed on June 10, 2019 .
- ↑ Digital Rail Germany #####. (PDF) The future of the railroad. In: deutschebahn.com. Deutsche Bahn, September 2019, p. 10 f. , accessed on May 2, 2020 .
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