Railway line Nürnberg-Stein – Unternbibert-Rügland

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Nuremberg-Stein-Unternbibert-Rügland
Route number : 5905
Course book section (DB) : 898 (1986)
Route length: 32.78 km
Gauge : 1435 mm ( standard gauge )
Legend
Route - straight ahead
 from Nürnberg Hbf
Station, station
 0.00 Nuremberg stone
   
 to Crailsheim
   
 0.89 Connection converter
   
 1.90 Connection to the US Army Depot; Tucher, Intercontor
   
 2.50 Fürth south
   
 4.63 Zirndorf - Altenberg
   
 6.97 Corpse Village
   
 9.54 Vine ornaments
   
 13.22 Ammerndorf (Middle Fr)
   
 16.04 Vincenzenbronn
   
 18.51 Großhabersdorf
   
 21.42 Münchzell
   
 24.38 Herpersdorf
   
 26.55 Dietenhofen (Mittelfr)
   
 28.30 Leonrod
   
 30.24 Ebersdorf (Mittelfr)
   
 32.78 Unterbibert - Rügland
Swell:

The railway line Nürnberg-Stein – Unternbibert-Rügland , also Bibertbahn, was a branch line in Bavaria . They chained in Bahnhof Nürnberg-Stein from the Nuremberg-Crailsheim railway and led by the Biberttal over Großhabersdorf after Unternbibert . The railway was of particular importance for the brickworks located in Leichendorf .

The route was popularly known as "Bibertbärbel" or "Bärbel" (as the belittling of Barbara ).

history

Prehistory and construction

During the initial planning in 1862, Minister Gustav von Schlör advocated a tour of the Nuremberg-Crailsheimer Railway via Fürth and Zirndorf through the Bibert Valley. On May 15, 1875, the Royal Bavarian State Railways opened the Nuremberg – Ansbach section directly because the industrialist Count Lothar von Faber was able to arrange a tour near his factories in Stein .

In the first half of the 1880s, two postbus routes from the Nuremberg-Crailsheimer Bahn through the Bibert Valley were set up with the connections Ansbach - Dietenhofen - Markt Erlbach and Heilsbronn - Großhabersdorf - Cadolzburg .

A few months later, Cadolzburg's First Mayor, Hans Brandstätter, asked the Lokalbahn Aktien-Gesellschaft to continue the Rangaubahn from Cadolzburg via Deberndorf and Seubersdorf to Unterstbibert in order to open up the quarries on Dillenberg by train. The LAG rejected this in a letter dated February 1, 1894 due to the "unfavorable terrain" and referred to Zirndorf as the starting point of a railway line in the Bibertgrund.

In February 1894, 200 men from the Biberttal met and discussed the railway connection to the Upper Bibertgrund. Out of this, the committee for the construction of a local railway from Zirndorf to Rügland was founded ; it called for the Fürth-Cadolzburg railway to be continued on the left side of the valley. The LAG rejected this on March 17, 1894. The railway committee created a traffic table with data that could have been of interest to the local railway company. Representatives of the committee spoke to the LAG on September 26, 1894, after which 13 municipalities agreed to contribute to the costs of the project . On December 4, 1894, the committee applied for a local railway from Zirndorf to Rügland via Ammerndorf. The local railway AG explained to the general management of the Royal Bavarian State Railways that they had not made any further commitments regarding the project planning, but that the brickworks in Leichendorf are pursuing their own plans to connect an industrial railway to Zirndorf. An appraisal commissioned by the State Railways showed that the construction did not cause any particular problems, but indicated that the line would run at a distance of only two to three kilometers from the main line to Ansbach. Furthermore, the report indicated that above Großhabersdorf a more complex route would be opposed to moderate demand, with traffic around Rügland tending towards Ansbach. The report suggests a guided tour from Raitersaich via Großhabersdorf to Rügland. After completing the preliminary investigations, the government announced its reservations on January 13, 1895, but at the same time granted a concession for the project planning. After an engineer Körber examined the expert report of the state railway in the summer of 1895, the LAG announced that the construction of the Zirndorf – Rügland line was refusing due to the high installation costs. She suggests a short stretch in the lower Bibertgund, provided that the brickworks in Altenberg have their goods transported away by rail. This was not an acceptable alternative for the brick factory owners, as the customers were based in Nuremberg and the detour via Zindorf and Fürth would have resulted in additional costs.

The bridge over the Rednitz near Fürth Süd was the largest engineering structure on the railway (2018)

At the end of 1895, Pastor Preis, the new chairman of the railway committee, dared to try again. The Ministry of Transport declined in a letter on August 28, 1896. "... the production of a state local railway has not yet come into question. Such a move is likely to be hopeless for the foreseeable future. ”At the beginning of 1898 a new petition was submitted to provide for a railway line in the Bibert valley in the next draft of a local railway law. On March 21, 1899, the Chamber of Deputies decided to forward this petition to the Bavarian State Government .

On March 10 and 27, 1907, the Großhabersdorfer pastor Gruber wrote petitions. On June 23, 1908, the Bavarian State Railway Administration was legally approved for the construction and operation of a local railway from Stein station to Unternbibert-Rügland. Construction work began in October 1912. On September 30, the Rednitz Bridge near Fürth Süd was subjected to a stress test using two steam locomotives with loaded freight cars attached. On May 22, 1914, operations to Dietenhofen began, and on June 1, 1915, the remaining section to Rügland. Without the commitment of pastor Gruber, popularly known as the “railway pastor”, the Bibertbahn would never have existed, which is why Großhabersdorf made it an honorary citizen in 1914. In 1931, three months before his 80th birthday, the Ammerndorf market donated a memorial plaque to him, which can be found on a sandstone obelisk on the market square.

business

In 1926, the Bavarian group administration of the Deutsche Reichsbahn (DR) took over operations from the Bavarian State Railways.

The 1939 summer timetable recorded a total of four pairs of passenger trains between Nürnberg Hbf and Unterbiebert-Rügland. Another only ran to and from Großhabersdorf on weekdays. For the 33 kilometers between Nürnberg-Stein and Unterbiebert-Rügland, the trains took a little more than an hour, which corresponds to a travel speed of only 30 km / h.

In the period between 1955 and 1960, 10 of the 74 level crossings were equipped with flashing lights. Between 1958 and 1962 the tracks were renewed on the entire route. To mark the 125th anniversary of the first German railway , the replica of the Adler visited the Bibertgrund in 1959, and a film was shot in Ammerndorf.

Shutdown

On September 26, 1971, the section between Großhabersdorf and Rügland was closed.

When the planned closure of the Bibertbahn in the context of the so-called " Dollinger - Gohlke Plan" became known in the early 1980s , resistance arose among the population. The founded citizens' initiative "Save the Bibertbahn" organized, among other things, on the occasion of the 70th anniversary special trips on September 9, 1984 to the Großhabersdorfer Kirchweih.

The main demand was:

  • Expansion of the range of the usual two “alibi train pairs” (“There are trains running, but no one is going”),
  • New railcars ( class 628 ) for one-man operation of the line,
  • End of the competition between rail and rail bus and
  • Construction of additional breakpoints on the eastern outskirts of Großhabersdorf, near Wintersdorf and in Zirndorf near the Zirndorfer Bad and the district high school as well as the relocation of the Weinzierlein breakpoint.
Fürth Süd stop (2010)
Zirndorf-Altenberg station (2012)

On September 26, 1986, travel between Nuremberg-Stein and Großhabersdorf ceased. Freight traffic on the section between Leichendorf and Großhabersdorf ceased on December 31, 1986.

Although the citizens 'initiative had found a private investor, the Federal Railroad had the tracks removed from Leichendorf on December 2, 1986, as neither the citizens' initiative nor the private investor were willing to pay for the track construction train already ordered by the Federal Railroad .

The remaining freight traffic between Altenberg and Leichendorf was given up on January 1, 1993. At the end of the year, the rest of the Nuremberg-Stein-Altenberg section was also discontinued.

In April 2001 the pedestrian bridge between Farrnbachweg and Bibertstraße in Nuremberg Gebersdorf was demolished and replaced by a foot / bike path of the same area. Since then, rail operations are no longer possible for anyone to recognize. The tracks were removed from the Nuremberg area in July / August 2002. In Zirndorf, the tracks for the access to the Bibertbad construction site were dismantled in March 2002. After the construction work was completed, parking spaces were created on the route. On May 16, 2007, the Nuremberg city council decided to draw up the “former Bibertbahn” development plan. The Nuremberg City Planning Committee has spoken out in favor of creating a cycle path / sidewalk there and selling parts of the area to interested residents by DB. As a result, private house gardens were laid out on part of the dismantled route in Nuremberg at the beginning of 2008. On November 22nd, 2007, the Zirndorf western clasp was opened to traffic and the former route was cut once more so that it was visible to the general public.

On March 28, 2014, a 610 m long section around the former Fürth Süd stop was released (de-dedicated) from railway operations. On February 4, 2014, an application was made to the Federal Railway Authority for a further 1.75 km from Stein train station to the former Fürth Süd stop. Since August 25, 2017, they have been exempt from railway operations.

Discarded plans for recommissioning

As part of a planned urban-suburban railway in the Fürth district , discussions were held in the 1990s to build a network of four lines, including the Rangaubahn and the Bibertbahn railway stump to Leichendorf. The two lines in the direction of Nuremberg should have been tied through to Nuremberg on a tram / light rail line proposed in the “Intraplan report” for the city of Nuremberg . Because of reservations by the city of Zirndorf and the decision by Nuremberg not to build a tram but an underground train into the “Tief Feld” south of Großreuth, this plan was rejected.

This was followed by the proposal of the Kombi-Bahn , a railway that runs above ground as a multi-system light rail system in the district, mainly on railway lines and is introduced into the subway network in Nuremberg's urban area. These plans were also rejected.

Around the year 2000, the city of Nuremberg decided to operate the planned underground line fully automatically. For this purpose, it was also investigated whether to continue underground line 3 from the planned Nuremberg underground station Gebersdorf into the Fürth district and to fork after the connecting road west. The south branch should open up the Oberasbacher district Altenberg with an underground station at the level of the Altenberg West bus stop , while the north branch at the Zirndorf train station should offer a transfer to the Rangau railway. While the Zirndorfer branch of this fork was rejected in a referendum in 2009, the sole realization of a branch to Oberasbach turned out to be economically disadvantageous in a cost-benefit study .

Long before the cost-benefit study was completed, critics noted that it was unclear whether this subway project in the Fürth district would be economical and financially viable by the district authorities, and when and whether the subway would ever cross the district boundary in Gebersdorf ( at the level of the former Bibertbahn stop in Fürth Süd ) (in the 1990s for 2005, now planned for 2019). In 2003, an interest group called Bibertbahn was founded , which proposes as an alternative a prompt reactivation of the Bibertbahn as a modern regional train without obstructing the possibility of a later light rail or combi-train operation.

The city of Nuremberg rejects this reactivation of the Bibertbahn as a railway and plans, in accordance with an agreement made with Deutsche Bahn, to use the unused 1.3 hectares of railway tracks in Gebersdorf for other purposes. Some of the tracks have been removed and built over for a long time. The urban planning committee has already spoken out in favor of creating a cycle / sidewalk there. Parts of the route were sold to residents. Furthermore, areas are to be reserved for the future Gebersdorf underground station and for an above-ground parking facility. To secure its planning, the city of Nuremberg has initiated a development plan procedure and put a right of first refusal statute into force.

The district of Fürth and the city of Zirndorf each decided in May / June 2011 not to pursue the reactivation of the Bibertbahn any further. Zirndorf is not prepared to contribute to the operating costs of a possibly privately operated Bibertbahn, as the city fears that parking spaces on the railway body would have to be removed again and that backlogs at the level crossings and cuts in the bus service would result. An expert opinion has shown that the required number of passengers for a possible reactivation by the Free State will not be achieved and that the relief of the Rothenburger Straße would be low. The Fürth district is to create a concept of how to deal with the remains of the Bibert railway line.

Operating points

Dietenhofen station (2012)

The Fürth Süd stop was opened on October 26, 1921 . Even before the line was completed in 1914, the city of Fürth applied for a stop to be set up between the Stein and Zirndorf-Altenberg stations, but the decision on this was delayed due to the First World War . When the Bibertbahn was shut down on September 26, 1986, passenger traffic ended.

On August 17, 1931, the DRG approved the construction of a stop in Leonrod , which appeared a few weeks later in the winter timetable 1931/32.

The terminus at Unternbibert-Rügland is neither in Unternbibert nor in Rügland , but in Frickendorf (now Andorf 29, 90599 Dietenhofen; coordinates: 49.418593, 10.613033). The former train station is approx. 1.8 km from Unternbibert and approx. 3 km from Rügland. The associated train station restaurant is still identified and recognizable as such.

Vehicle use

Class 614 (Weinzierlein; July 1986)

The following steam locomotives were used on the Bibertbahn:

These diesel locomotives were used:

The route was served with these railcars:

literature

  • Committee z. Preparation d. Bibertbahn anniversary (Ed.): Fifty years of the Bibertbahn: 1914 - 1964; Festschrift z. 50th return d. Opening day d. Railway line Nuremberg-Unternbibert, Rügland on May 22, 1964 . Großhabersdorf 1964, DNB  740654713 .
  • Wolfgang Bleiweis, Peter Ramsenthaler: Local Railway Nuremberg - Unternbibert-Rügland . H-und-L-Publ.-Souvenirs-Verl. Bleiweis, Schweinfurt 1996, ISBN 3-928786-48-2 .
  • Zirndorfer Eisenbahnfreunde (ZEF) e. V. (Ed.): Rail traffic in the district of Fürth

Web links

Commons : Bibertbahn  - Collection of images, videos and audio files

Individual evidence

  1. ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
  2. ↑ Map of the Federal Railway Directorate Nuremberg 1985
  3. ↑ data on bahnrelüste.de
  4. ↑ a b c Peter Ramsenthaler: Local Railway Nuremberg-Unternbibert-Rügland: From the Franconian metropolis to Rangau . H-und-L-Publ.-Souvenirs-Verlag Bleiweis, Schweinfurt 1996, ISBN 3-928786-48-2 , page 2
  5. ↑ Ortschronik Zirndorf
  6. ↑ Peter Ramsenthaler: Local Railway Nuremberg-Unternbibert-Rügland: From the Franconian metropolis to Rangau . H-und-L-Publ.-Souvenirs-Verlag Bleiweis, Schweinfurt 1996, ISBN 3-928786-48-2 , page 3
  7. ↑ a b c d e f g h Peter Ramsenthaler: Local Railway Nuremberg-Unternbibert-Rügland: From the Franconian metropolis to Rangau . H-und-L-Publ.-Souvenirs-Verlag Bleiweis, Schweinfurt 1996, ISBN 3-928786-48-2 , page 4
  8. ↑ a b c d e f g Peter Ramsenthaler: Local Railway Nuremberg-Unternbibert-Rügland: From the Franconian metropolis to Rangau . H-und-L-Publ.-Souvenirs-Verlag Bleiweis, Schweinfurt 1996, ISBN 3-928786-48-2 , page 5
  9. ↑ Summer timetable 1939
  10. ↑ Peter Ramsenthaler: Local Railway Nuremberg-Unternbibert-Rügland: From the Franconian metropolis to Rangau . H-und-L-Publ.-Souvenirs-Verlag Bleiweis, Schweinfurt 1996, ISBN 3-928786-48-2 , page 91
  11. ^ Official Journal 09/2014 of the City of Nuremberg from April 30, 2014
  12. ↑ Federal Gazette of April 14, 2014.
  13. ↑ Official Journal. (PDF) Nuremberg, August 24, 2017, pp. 361, 363 , accessed on June 13, 2018 .
  14. ↑ Bibertbahn Interest Group: With the Bibertbahn into the future , Chapters 7 to 8 , page 47, (PDF; 2 MB), accessed on April 1, 2019.
  15. ^ Council information system of the City of Nuremberg, Urban Planning Committee October 30, 2008, Annex 7.3, page 6
  16. ↑ City Planning Committee of the City of Nuremberg October 30, 2008, Development of the railway areas in the city area Report on the current status of work
  17. ^ Minutes of the Bündnis 90 / DIE GRÜNEN parliamentary group from the city council meeting on May 26, 2011 on the website of the Zirndorf branch, accessed on June 19, 2011
  18. ↑ Fürther Nachrichten of June 9, 2011, HFN / page 3 above
  19. ↑ Peter Ramsenthaler: Local Railway Nuremberg-Unternbibert-Rügland: From the Franconian metropolis to Rangau . H-und-L-Publ.-Souvenirs-Verlag Bleiweis, Schweinfurt 1996, ISBN 3-928786-48-2 , page 21