Thann-Matzbach – Haag railway line

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Thann-Matzbach-Hague
Route number : 5722
Course book section (DB) : formerly 427b
Route length: 18.1 km
Gauge : 1435 mm ( standard gauge )
Maximum slope : 27.5  ‰
Minimum radius : 300 m
Legend
Route - straight ahead
 from Munich
Station, station
 0.000 Thann-Matzbach 476 m
   
 to Simbach
   
 1.300 Lengdorf
   
 1.684 Mehnbach
   
 1.803 Mühlbach
   
 1,946 Isen
   
 2.020 Isen flood canal
   
 4,296 Bittlbach
   
 6.600 Isen (1943 to 1954 Bf)
   
 10,061 Berging 560 m
   
 13,123 Pyramoos
   
 15.119 Reinbach
   
 15,531 Winches
   
 18.100 Hague (Oberbay) 536 m

The railway Thann-Matzbach-Hague was a 18.1 km long branch line , which in Thann-Matzbach of the railway line from Munich to Simbach branched off and after in Upper Bavaria Haag led.

Planning and construction

Since the Haag and Isen markets had clearly lost their importance after the Munich – Simbach main line went into operation, they asked the Royal Bavarian State Railways to build a branch line into their area. From 1891, three possible routes were examined, and with a resolution of June 25, 1894, the Royal Ministry of State made it possible to negotiate the construction of the railway with interested parties. It was decided to route from Thann-Lengdorf station to Haag.

On March 14, 1896, the Bavarian State Parliament decided to build the new railway as part of a Local Railway Act. The calculated total construction costs amounted to 963,300 marks, of which the affected communities had to raise 89,700 marks for preliminary work and land acquisition.

In 1898 the first earthworks and dams began in the Thann-Lengdorf-Isen section. Mostly Italian workers were employed. Four bridges built in 1890 were taken over from the Traunstein – Trostberg line . Between Isen and Winden there were considerable drainage problems with the embankment stabilization. On September 18, 1900, the loss journey took place on 27 September 1900 saw the official opening ride on the locomotive Waging type D VII , later the name was 98,746. On this day the Thann-Lengdorf train station was renamed Thann-Matzbach. In 1901 the settlement of the construction costs resulted in 1,028,277.37 marks, of which the participating municipalities had to raise 94,420.28 marks for the purchase of the land.

A bird's eye view of the Thann-Matzbach - Isen - Haag railway line

Operation until the First World War

Initially, three pairs of trains ran daily with second and third class cars. The waging was initially the only locomotive, freight cars were attached to the passenger cars. There were 82 level crossings on the stretch of just over 18 kilometers. The journey time was up to 80 minutes. The goods delivered were mainly coal, building materials, agricultural machinery, iron and general cargo. Agricultural products, cattle and wood were exported, the latter especially through the sawmill in Isen.

A second locomotive was added in 1904. In 1908 and 1909 the train station in Thann-Matzbach was rebuilt for 104,690 marks, which reduced the maximum gradient from 1: 200 to 1: 400, as a result of which the transfer of freight wagons between the main and local lines , which was previously practiced in Walpertskirchen , six kilometers west of the main line could be relocated to Thann-Matzbach.

One problem was the gradient of up to 27.5 per mille behind the Isen stop. If the train was too heavy, the freight wagons had to stay here and were only picked up later by the locomotive.

In 1910, the D VII was replaced by the more powerful BB II , including No. 2512. In 1914, one of the two locomotives had to be withdrawn due to the war. Despite all the problems, with the exception of the years 1903 and 1909 to 1916, the line operation was cost-covering.

During the First World War, only two pairs of passenger trains drove daily; at the beginning of the 1920s, three trains each ran again. Only the fourth class cars introduced in 1918 were used.

Between the wars and the Second World War

Around 1927 the BB II was replaced by the series 98 8-9 (former Bavarian GtL 4/4 ), which enabled the first reduction in travel times to be achieved. The journey from Haag to the Thann-Matzbach transfer station now only took 60 minutes. In the mid-1930s, machines of the DR series 98.10 followed , which reduced the travel time to 45 to 50 minutes.

In the summer timetable of 1936 a fourth and a fifth pair of trains were added in 1938, but these only went as far as Isen and, as a freight train with passenger transport (GmP), were mainly used to transport goods. In July 1936, the Munich-East depot responsible for locomotives was home to the 98 1022, 98 1024 and 98 1025, plus the 98 882 as the only GtL 4/4. From September 20, 1939, due to the war, only three pairs of trains left January 1940, however, the two Isen freight trains were reintroduced.

post war period

After the end of the war, two GmPs ran from January 1, 1946, and three pairs of passenger trains from August 15, 1946. The 1949 summer schedule now offered six pairs of trains a day, three of which were GmP, two of which were limited to the Thann-Matzbach-Isen section. From around 1950, more modern, former local railroad passenger cars were also used. The passenger trains consisted of two passenger coaches and a baggage car. On May 18, 1952, the old 98 8 was reassigned to the Haag local station .

On February 1, 1954, the Haag station was subordinated to the Mühldorf depot as a branch. On May 24, 1954, the German Federal Railroad introduced the simplified branch line service . In the mid-1950s, 27 of the 82 level crossings were closed.

In the winter of 1954/55 the V 36 1 - former Wehrmacht diesel locomotive type WR360C14 - appeared on the scene, which was used not only for freight but also for passenger trains. The V 36 124 was photographed around 1960, which shortly after leaving the Isen station was on the way with a passenger train in the direction of Berging or Haag “driver's cab ahead”. The locomotive, which had been retrofitted with a rather provisional-looking (driver's cab) roof pulpit, pulled a short 3-car train consisting of a bayer. 2-axle baggage car with a post compartment of the type 'PwPostL' and a 12 m passenger car CL, 2-axled, with 6 wide side windows each, small compartment and toilet, as well as a small 9 m passenger car CL, 2-axle, with at the end of the train Toilet and 4 wide side windows each.

On June 2, 1957, the railcars VT 70 920 and VT 70 951 of the VT 70 series appeared in passenger traffic . From autumn 1959, the VT 70 were replaced by passenger trains with one or two type VB 140 cars pulled by DB class V 60 diesel locomotives . Since these locomotives put too much strain on the superstructure, Uerdingen type VT 98 rail buses were used in their place on October 1, 1961 , and they maintained passenger traffic until the end. The V 36 1 in front of the freight trains was replaced in 1957 by class 64 steam locomotives . These were replaced in 1964 by Köf III stationed in Dorfen .

The end

Since 1950, the volume of goods transported has decreased dramatically. While the total of wagonload traffic in 1948 was 40,474 tons, in 1955 it was only 20,130 tons.

The number of travelers fell from 156,247 in 1948 to 23,219 in 1963. Five pairs of trains ran Monday to Friday and four pairs of trains on Saturdays and Sundays. In 1964 the GmP were abolished.

On September 28, 1968, the DB stopped the passenger train service, on February 1, 1974 the entire operation on the Isen – Haag section. The dismantling of the disused section began in February 1974 in order to enable the construction of the Haag bypass on federal highway 12 . The DB had already reached an agreement with the responsible road construction authority on July 31, 1969, to forego the construction of an overpass structure over the new B 12 for economic reasons. There is a cycle path on the former railway line between the former Isen train station and the hamlet of Öd.

Since May 28, 1978, locomotives of the 290 series have been handling the remaining freight traffic that now started from Munich. Since, in the opinion of the railway, the renovation of the route in need of overhaul would have caused too high costs, the end of rail traffic was ordered on December 1, 1991. The line was officially closed on December 31, 1991. The tracks between Thann-Matzbach and Isen were dismantled in summer and autumn 1992, and the route in the localities of Lengdorf and Isen was subsequently partially built over.

Old train station in Isen, track-side view; on the right the former driving direction Haag i. Obb.
Dismantling of the Thann-Matzbach-Isen-Haag line in 1992, here near Isen

Individual evidence

  1. ^ A b Arnim Franzke: Thann-Matzbach-Haag (Oberbay) in: Wolf-Dieter Machel: Secondary and narrow-gauge railways in Germany , Weltbild Verlag, Augsburg 1994
  2. ^ Siegfried Bufe: Railway in Upper Bavaria . Ed .: Siegfried Bufe. 1st edition. tape 2 . Bufe-Fachbuch-Verlag, Egglham and Munich 1984, ISBN 3-922138-17-9 , pp. 172 .
  3. ^ Robert Zintl: Bavarian branch lines . Ed .: Motorbuch Verlag. 1st edition. Motorbuch Verlag Stgt., Stuttgart 1977, ISBN 3-87943-531-6 , p. 99, 102 .
  4. ↑ railroad cycling; Dr. Achim Bartoschek

literature

  • Karl Bürger: The day before the "strength" . In: EisenbahnGeschichte 75 (2016), pp. 32–37.
  • Karl Bürger: Thann-Matzbach station . In: The great archive of German train stations . (Collective work, loose-leaf edition). GeraNova Zeitschriften-Verlag, Munich, ISSN  0949-2127
  • Karl Bürger: From royal Bavarian times to the S-Bahn and airport railways. Railway history using the example of the district of Erding. Pictures - backgrounds - glances . Self-published, Walpertskirchen 2013. ISBN 978-3-00-044232-2
  • Armin Franzke: Thann-Matzbach-Haag (Oberbay) . In: Wolf-Dieter Machel: secondary and narrow-gauge railways in Germany . Weltbild Verlag GmbH, Augsburg 1994 (later: GeraNova Zeitschriften-Verlag, Munich), ISSN  0949-2143
  • Reinhard Wanka, Wolfgang Wiesner: The main line Munich-Simbach and its branch lines . Bufe-Fachbuch-Verlag, Egglham 1996. ISBN 3-922138-59-4 , pp. 181-189.
  • Karl Bürger: Munich - Mühldorf - Simbach. Glory, decline and renaissance of a royal Bavarian railway. Moving traffic history with a revolutionary future, self-published, Walpertskirchen 2017, ISBN 978-3-00-05-6474-1

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