Höllentalbahn (Black Forest)

Freiburg – Donaueschingen
A DB Regio double-decker train entering Höllental (October 2011)
The Höllentalbahn crosses the Black Forest from west to east
Route number (DB) :	4300
Course book section (DB) :	727
Route length:	76.219 km
Gauge :	1435 mm ( standard gauge )
Power system :	until 1960 20 kV 50 Hz ~ (Freiburg– Neustadt) ; today 15 kV 16.7 Hz  ~
Maximum slope :	57.14  ‰
Minimum radius :	200 m
Top speed:	100 km / h
Legend Rhine Valley Railway from Mannheim Breisach Railway −1.52 Freiburg (Breisgau) central station 268 m Dreisam Freiburg Press House (planned) 0.00 Zero mileage since 1934 Rhine Valley Railway to Basel 0.90 Loretto tunnel (514 m) 1.90 Sternwald Tunnel (302 m) Freiburg- Wiehre (until 1934) 2.50 Freiburg-Wiehre (from 1934) 280 m End of realignment from 1934 4.10 Forest lake 5.72 Freiburg- Littenweiler 317 m 7.40 Kappelertal 11.00 Kirchzarten 392 m 13.90 Heaven 455 m 16.90 Falkenstein tunnel (72 m) 17.20 Lower Hirschsprung Tunnel (121 m) 17.50 Upper Hirschsprung Tunnel (69 m) 18.20 Deer jump 559 m 19.10 Bend tunnel (203 m) 20.60 Post heap 657 m 22.20 Höllsteig 740 m Ravenna Viaduct (224 m) 22.80 Ravenna tunnel (47 m) 23.10 Finsterrank Tunnel (248 m) 23.80 Löffeltal Tunnel (82 m) 25.40 Hinterzarten 885 m Vertex 893 m 29.30 Titisee 858 m Triple railway to Seebrugg 32.30 Hölzlebruck 34.90 Neustadt (Black Forest) 805 m Gutach Valley Bridge ( B 31 ) 39.10 Kappel Gutach Bridge 787 m Route to Bonndorf Gutach Bridge 41.60 Finsterbühl tunnel (166 m) 42.40 Hörnle tunnel (220 m) 42.90 Set tunnel (104 m) 43.80 Kapf tunnel (203 m) 45.90 Rötenbach (Baden) 831 m 50.90 Loeffingen 804 m 53.20 Reiselfingen 56.30 Bachheim 754 m 58.70 Unadingen 748 m 63.10 Dögginger Tunnel (535 m) 64.00 Döggingen 67.70 House in front of the forest 717 m 70.40 Hüfinger Tunnel (15 m) Bregtalbahn from Bräunlingen 72.10 Hüfingen Mitte (formerly Hüfingen Bf) 73.70 Donaueschingen- Allmendshofen Black Forest Railway from Singen 74.70 Donaueschingen 677 m Black Forest Railway to Offenburg

The Höllentalbahn is a railway line in the Black Forest from Freiburg im Breisgau through the Höllental to Donaueschingen . The route rises from 268  m above sea level. NN in Freiburg at 885  m above sea level. NN in Hinterzarten with a route length of 25.4 kilometers. The mostly single-track line, classified as the main line, has gradients of up to 57.14 ‰ in the Himmelreich – Hinterzarten section . This makes the Höllentalbahn the steepest main line in Germany .

The Freiburg – Neustadt section has been electrified since June 18, 1936; This, as well as the fact that the traffic between Neustadt (Black Forest) and Donaueschingen was always significantly lower, meant that the line was no longer an operational unit. When the Kleber-Express was discontinued at the end of 2003, the last connection between Freiburg and Donaueschingen without changing trains ended. As part of the “ Breisgau S-Bahn 2020 ” project, the missing section was electrified by 2019 in order to enable continuous trains from Breisach via Freiburg, Neustadt and Donaueschingen to Villingen .

history

Planning, opening and development by 1919

Construction of the bridge in front of the Löffeltal Tunnel around 1886

Old Ravenna Bridge around 1900

After Freiburg was connected to the Badische Hauptbahn in 1845, interest in the Höllental, east of Freiburg, also grew in having a railway connection. The Baden state government then had such a railway construction checked, but came to the conclusion that the technical prerequisites for the construction of a line with such steep inclines were not yet in place. As an alternative, a route through the Wagensteig valley was discussed. The construction of a cheaper narrow-gauge railway was also discussed .

After the concession for the construction of a railway line through the Höllental was available on May 24, 1882, construction work began. The communities involved had to make the site available free of charge and contribute 200,000 marks to the total costs of 6,737,000 marks. Workers from the Italian Trentino were hired for the work. The Freiburg– Neustadt (Black Forest) section was opened on May 21, 1887 by the Grand Ducal Baden State Railways . At this celebration, the sponsor and member of the Reichstag, Franz Josef Faller, was supposed to greet Grand Duke Friedrich I with a speech. Immediately before the arrival of the special train that brought the Grand Duke and the guests to the Titisee station , Faller died of a stroke . The building is the last work of the railway engineer Robert Gerwig , who also did not live to see the opening due to his death in 1885.

Due to its maximum gradient of 1:18, at that time the steepest standard-gauge railway in Germany, the section between Hirschsprung and Hinterzarten (with the exception of the Posthalden station) was equipped with racks according to the Bissinger-Klose system on a stretch of 6525 m and initially with locomotives of the type IX a busy. The trains were initially pushed uphill. As with the Black Forest Railway , the running cars had to be equipped with both a compressed air brake (Westinghouse) and a suction air brake (Hardy). The cars also had a brake gear. With the introduction of the VI b from 1900, the IX a and from 1910 its successor IX b were only used for pushing on the cogwheel route. The VI b was again replaced by the Badische VI c model in 1914 .

Rack and pinion switch of the Höllentalbahn, today on the campus of the Karlsruhe Institute of Technology , Institute for Roads and Railways

The further construction to Donaueschingen was delayed due to a lack of financial means. Construction work did not begin until 1898 and the line to Donaueschingen was connected on August 20, 1901. In order to connect as many places as possible to the railway line, a significantly longer route was accepted on this section than would have been necessary. The Hüfingen – Donaueschingen section was created as early as 1892 at state expense as an advance payment for the extension, but the sole user was initially the Baden Railway Consortium under Herrmann Bachstein or, from 1897, the Süddeutsche Eisenbahn-Gesellschaft (SEG) with the Bregtal Railway to Furtwangen. From 1901 the Baden State Railways agreed to operate jointly with the SEG, so that the Bregtalbahn trains could start and end in Donaueschingen without any changes.

In the first weeks of the First World War , protecting the Höllentalbahn was one of the tasks of the Freiburg Volunteer Fire Brigade.

Already at the end of the 19th century there were plans to change the route in Freiburg- Wiehre , as the level crossings obstructed traffic. Due to the First World War, the completion of the route relocation was delayed until 1934.

Deutsche Reichsbahn (1919–1945)

Old Wiehre railway station in Freiburg, used again after the route was relocated

On December 14, 1927, the bridge over the Ravennaschlucht near Hinterzarten was replaced by a new viaduct , as it could no longer meet the requirements. During the construction of the new viaduct, the Höllentalbahn was somewhat straightened in this section of the route so that it was much more straightforward than its predecessor. The construction costs amounted to 1.7 million Reichsmarks, the abutments of the old bridge are still there. The Ravenna Tunnel, which immediately follows the bridge, was originally 85 meters long. It was partially slit and is therefore only 47 meters long today.

Former station keeper's house in Freiburg on Lorettostraße and Goethestraße, today daycare center

At the beginning of the 1930s, the Höllentalbahn between the Freiburg main station and Freiburg- Littenweiler was rerouted, so that the Freiburg-Wiehre station had to be relocated and the Rhine Valley Railway has since been bridged without crossing. The main aim of the route was to remove the level crossings in the urban area. In addition, the level crossing with the line to Günterstal of the Freiburg im Breisgau tram, which had existed since 1901, could be omitted. A serious accident occurred there on October 12, 1916 because a tram driving into town ignored the closed barrier in the dark and collided with a train going uphill. The tram car and the guard's house were smashed, the tram driver seriously, the conductor and the only passenger slightly injured.

Two new tunnels had to be built for the new route, the one through the Lorettoberg and the one under the Sternwald. The eastern main fault of the Upper Rhine Rift Valley runs through the Lorettoberg, which is why a “window” was left open when the tunnel was walled in, in which it can be seen, and the further sinking of the ditch is measured. In the course of the work, the line from the main train station to the Wiehre was expanded to double tracks. The former station building - the old station Wiehre is used culturally today - with the municipal cinema Freiburg and a café.

85 007 at the Freiburg depot

Powerful brakes and ten steam locomotives of the series 85 made it possible to from 1933 rack to dispense. The locomotives of this series were the heaviest German unit - tank locomotives . After its dismantling, the rack could be seen in the Transport Museum at the University of Karlsruhe . Their relics can still be viewed in the open-air area at the railway technology institute. The last example of the 85 series is on display in the Freiburg depot and can be seen from the train as it passes by.

At the same time, the line to Neustadt in the Black Forest was set up for operation with electric locomotives . A system with a voltage of 20,000  volts at a frequency of 50  Hertz was used , with which the then Deutsche Reichsbahn wanted to investigate the suitability of the electrical current obtained from the general network for rail operations. For this purpose, four variants of the E 44 electric locomotive series were made available, which were designated as the "E 244" series. The adjacent Dreiseenbahn , which branches off from the Höllentalbahn in Titisee and opened in 1926, was also electrified with this system. The electrical test operation began on June 18, 1936, the construction costs amounted to 7 million Reichsmarks.

The viaduct over the Ravennaschlucht was blown up on April 23, 1945, shortly before the end of the Second World War , by the Volkssturm or German pioneers . Both Hirschsprung tunnels suffered the same fate on the same day and the Loretto tunnel on April 21, when the French moved into Freiburg . Further explosions, which were mainly carried out on bridge structures, caused six interruptions in the route between Titisee and Hüfingen . As in Kirchzarten already the Moroccan occupiers of the French Foreign Legion invaded, was in the Station Post stockpile still a Proviantzug the Wehrmacht , which was emptied by residents of the neighboring villages for their own use.

German Federal Railroad (1945–1994)

Ravenna Viaduct (2007)

After the Second World War, the German Federal Railroad gradually began to electrify a large part of its route network. In the 1950s , the Badische Hauptbahn with 15,000 volts and 16 2/3 Hertz was finally provided with contact wire in Freiburg in 1956.

Since the coexistence of two power systems was a problem, the electrical systems of the Höllentalbahn were converted to 15,000 V and 16 2/3 Hz in order to avoid a system change. On May 20, 1960, the switch to the standard rail power system took place. This also ended the steam operation, which was still carried out on the line in addition to electrical operation. The Höllentalbahn substation , which was fed by a single-circuit 110 kV three-phase current line from Löffingen, was located at Titisee station ( ⊙ ). At the beginning there was a group of transformers connected as a Scott circuit in the substation , which formed two alternating currents shifted by 90 ° from three-phase current. One phase of this two-phase alternating current was used to supply the section from Freiburg to the apex between Hinterzarten and Titisee and the second phase to supply the Dreiseenbahn and the line to Neustadt. There was a currentless phase separation point between the two circuits, which had to be passed through with the main switch switched off. With this arrangement it was hoped to achieve as symmetrical a load as possible on the three-phase network . However, since this was not the case because of the only four locomotives available and the effects on the three-phase network were far less than expected, the transformers were converted after just one year so that the entire line was connected to a common phase. The complicated operation at the phase change point could thus be omitted. After the 50 Hz operation was discontinued in 1960, the substation in Titisee was dismantled; since the conversion, the feed for the entire route has been from the Freiburg substation, with an additional 15 kV feed line from Freiburg-Wiehre on the catenary masts to Titisee and Aha is carried. The remaining buildings of the former substation in Titisee were only demolished in 2009 for the construction of the Badeparadies Schwarzwald leisure pool .

With the conversion of the power system, the tests with the special designs were completed. The beneficiary of these attempts was the French state railway SNCF , which electrified its entire northern railway network with alternating current with a frequency of 50 Hz but a voltage of 25,000 V. The class 85 locomotives on the Höllental and Dreiseenbahn remained in service during the entire trial period.

When Deutsche Bahn relocated or retired almost 300 route runners in 1988 , the Höllentalbahn route walker was the only representative of his profession who remained in use because of the special features of the route. He continued to check 24 kilometers between Hinterzarten and Himmelreich and between Neustadt and Rötenbach on foot twice a week.

Deutsche Bahn AG (since 1994)

In the early 1990s , the section between Neustadt and Freiburg was modernized. Since then, double-decker trains have been running every hour there and on the adjacent three-seater railway, so that there is a half-hourly service between Titisee and Freiburg Hbf.

With the timetable change in December 2002, the interregio "Höllental", which ran from Norddeich to Seebrugg , was canceled. Thus the Höllentalbahn had disappeared from the long-distance network. A year later, the Kleber Express , a hedge cable train from Freiburg via Donaueschingen , Bad Saulgau and Memmingen to Munich , was also discontinued , which means that since then there has been no free connection from Freiburg via Neustadt (Schwarzw) station to Donaueschingen.

Several railway stations between Freiburg and Titisee, which were once three-track, have now been reduced to two tracks. In the course of the start of the ring train , the remainder of the Bregtalbahn Donaueschingen – Bräunlingen was reactivated. For this purpose, the Hüfingen train station was given up in favor of the new “Hüfingen Mitte” stop. The “Donaueschingen Allmendshofen” stop was also set up, but only the ring train stops there.

Route description

course

Track plan of the Höllental and Dreiseenbahn

Simplified elevation profile of the route

Ravennabrücke between Hinterzarten and Himmelreich

Until 1934 the Höllentalbahn took a different route from Freiburg main station to Wiehrebahnhof than it does today. From the main train station, the route ran parallel to the Rheintalbahn until it finally branched off at Freiaustraße south of Dreisam , passed through the Kronenmatten, which was still undeveloped at the time, and finally crossed Basler Straße at the same level as the Reiterstraße confluence. From there, the route crossed, again at the same level, swimming pool, Loretto, Goethe and Günterstalstrasse, in order to finally reach today's “Old Wiehrebahnhof”. In 1934 the route was replaced by the current one. From the Freiburg main train station to the newly built Freiburg- Wiehre train station , the new line has been expanded to have two tracks, otherwise the line is single-track throughout. The Höllentalbahn follows the Rheintalbahn for the first 1.5 kilometers, but it runs on the opposite western side of the depot . The route then crosses the Rhine route and Merzhauser Strasse in a left curve. The 514-meter-long Loretto tunnel begins shortly after the road bridge , followed by the 302-meter-long Sternwald tunnel and a left-hand bend that leads to the new Wiehre station. Since the new route is around 1.7 kilometers longer than the old one, the kilometer tables for the entire Höllentalbahn should have been renewed. To avoid this, the route begins today at Freiburg Central Station with a negative kilometer .

From Freiburg-Wiehre, the Höllentalbahn follows federal road 31 to Freiburg-Littenweiler train station. After leaving the Freiburg urban area, the route leads to Kirchzarten , where the journey continues in a right-hand bend to Himmelreich . From Himmelreich, the route runs in the Höllental valley of the same name , where the actual steep section begins, largely parallel to federal highway 31. Shortly before the former Hirschsprung station , three tunnels are passed through, the 72 meter long Falkenstein tunnel, the 121 meter long Untere Hirschsprung tunnel and the 69 meter long Obere Hirschsprung tunnel. A highlight of the journey with the Höllentalbahn is the drive past the Hirschsprungfelsen between the Upper and Lower Hirschsprung Tunnels. When driving towards Titisee, after the second tunnel in the direction of travel, it is advisable to look back a little to see the deer monument. From the Hirschsprung station, the Höllentalbahn runs after a kilometer through the 203-meter-long loop tunnel, which is located in a left curve, on a steep incline to the former Posthalde station . Shortly after the former Höllsteig stop has been reached, the railway line crosses the Ravennaschlucht on the Ravennabrücke . The stone arch viaduct is another highlight on a ride on the Höllentalbahn. Directly behind the viaduct are the 47 meter long Ravenna tunnel, the 248 meter long Finsterrank tunnel and the 82 meter long Löffeltal tunnel. After the Löffeltal tunnel, the route follows the Rotbach to Hinterzarten station . Between the train stations in Himmelreich and Hinterzarten, the trains cover an altitude of 430 meters over a mere 11.5 kilometers; the gradient there is a good 27 ‰ on average and a maximum of 57.14 ‰. A few meters east of the Hinterzarten train station exit, you reach the apex of the Höllentalbahn, which is 893 meters above sea level. The next four-kilometer section to Titisee train station is only slightly winding. In Titisee the Dreiseenbahn branches off from the Höllentalbahn to Seebrugg . The station Neustadt , 2019, the end of the electrified portion of the Höllentalbahn is achieved after a further five kilometers.

The following section of the route between Neustadt and Donaueschingen was not electrified until 2019. It is also single-track. This part of the route is also known as the “Hintere Höllentalbahn”. After Neustadt the route follows the Gutach towards the south. Shortly before the first Gutachbrücke was the former Kappel Gutachbrücke station , where a branch line branched off to Bonndorf , which led over a hairpin at Lenzkirch . Shortly after the Kappel Gutachbrücke station, the Gutach, as the Wutach is still called in the upper reaches, is crossed by means of a viaduct, as is the Wutach Gorge , which begins there. Behind the viaduct, the route swings to the east and then again to the north, passing through the 166-meter-long Finsterbühl tunnel, the 220-meter-long Hörnle tunnel and the 104-meter-long Setze tunnel. To the north, the Höllentalbahn continues through the 203-meter-long Kapf tunnel to Rötenbach station . On the five-kilometer section to Löffingen , the route swings south to reach the Reiselfingen and Bachheim stations to the southeast. The route then leads north again in a strong left-hand bend to reach Döggingen after Unadingen and another bend to the east . Shortly before Döggingen, the 535-meter-long Dögginger Tunnel is crossed, with the Höllentalbahn crossing under the main European watershed between the Black Sea and the North Sea . After Döggingen, the route continues in a straight line to the former Hausen vor Wald train station. Between Hausen vor Wald and Hüfingen , the five-kilometer railway leads north again, crossing the 15-meter-long Hüfinger Tunnel. In Hüfingen, the Bregtalbahn branches off from the Höllentalbahn to Bräunlingen , which used to run to Furtwangen . Between Hüfingen and Rötenbach, the route was artificially lengthened with longer curves in order to be able to connect other locations to the Höllentalbahn. After about three kilometers from Hüfingen, the Donaueschingen train station is reached. In between is the stop at Donaueschingen-Allmendshofen. In Donaueschingen the Höllentalbahn joins the Black Forest Railway, which runs from Offenburg to Singen .

From the Freiburg main train station to the abandoned Kappelertal stop, the route is on the boundary of the independent city of Freiburg im Breisgau . The Kirchzarten – Unadingen section is located in the Breisgau-Hochschwarzwald district , the Döggingen – Donaueschingen section in the Black Forest-Baar district .

Operating points

Freiburg (Breisgau) main train station

View of the tracks and the train station complex of Freiburg Central Station (September 2005)

→ Main article : Freiburg (Breisgau) central station

The Freiburg Central is a hub for rail transport in South Baden . The station is the starting point of the Höllentalbahn and the Breisacher Bahn to Breisach am Rhein as well as the through station of the Rheintalbahn , an international long-distance route from Mannheim to Basel . With the commissioning of the section from Freiburg to Offenburg , the Baden State Railways opened Freiburg Central Station on July 30, 1845 as the terminus of the Rhine Valley Railway. On June 1, 1847, the Rhine route to Müllheim was extended. With the opening of the Breisacher Bahn in 1871 and the Höllentalbahn in 1885, Freiburg became a railway junction . As the volume of traffic increased, the Deutsche Reichsbahn moved the workshops from the area to the west opposite the station building to the south in order to set up two new platforms. The depot was relocated to the south between the current route of the Höllentalbahn and the Rheintalbahn, and a new, larger storage station was built at the same time. The station building was destroyed in the Second World War, and a new temporary building was built in 1949, which was only replaced by the current one in 1999. Freiburg Central Station now has eight platform tracks on one house , one outside and three middle platforms . The platforms are covered and accessible without barriers . In the depot to the south of the station building, the wagons and locomotives of the Vorderen Höllentalbahn are maintained by DB Regio to this day .

Freiburg-Wiehre train station

Reception building of the Freiburg-Wiehre train station (January 2009)

Former Wiehre station until re-routing in 1934 (August 2013)

The station Wiehre gained after the opening of Höllentalbahn due to its central location in the city of Freiburg is very important. Track systems for freight traffic were connected to the east of the passenger traffic systems . There were loading ramps , loading lanes and a goods shed on the tracks . At least two platform tracks and a station building were available for passenger traffic . With the re-routing of the Höllentalbahn in 1934 in the city of Freiburg, the Wiehre station was also relocated. The station building of the old Wiehrebahnhof in Urachstrasse has been preserved to this day and houses the municipal cinema . The new station received a new building with three platform tracks, which are located on a house platform and a central platform. In addition to the central platform, there were other sidings for passenger and freight trains. To the east of the station building there was a loading street, a loading ramp and a goods shed on which products for the Freiburg market square were also loaded. In the 1990s , the freight facilities were only used sporadically for timber loading, and at the end of the 1990s, Deutsche Bahn finally dismantled the railway site. After the open space was sold, houses were built on it. Today the station still has two tracks, which are located on two platforms. The reception building, which has since been sold, is still there. A central electronic interlocking was built in the station in 2018 , from which four dispatchers are responsible for operations on the Höllentalbahn and, in the future, also on the Breisacher Bahn.

Freiburg-Littenweiler train station

The abandoned Waldsee halt, 1905

The station Littenweiler had three platform tracks that were at one house and on a central platform. Additional sidings and stub tracks were set up for freight traffic . There was a goods shed and a loading dock. In 1988 the Deutsche Bundesbahn had the train station dismantled so that only the main platform and the main line remained. The remaining tracks were dismantled by the 1990s at the latest and the station building has since been sold. The stop was expanded again in 2018 as part of the Breisgau S-Bahn 2020 project as a junction station in order to enable additional repeater trains in rush hour . For this purpose, an outside platform was set up opposite today's house platform. As part of the expansion of the Freiburg light rail network, line 1 is to be extended from its current end point to Littenweiler station by 2020.

Kirchzarten station

In Kirchzarten there were three platform tracks on a house platform and on a central platform after the line opened. The station also had facilities for freight traffic, so there were more butt tracks, a loading ramp and a loading road. Service, waiting and living rooms were housed in the reception building. After the centralization of the station, the mechanical signal box was housed in the reception building. In 1988 the second platform track was dismantled, so that today only track 1 on the main platform and the outermost track 2 on the central platform are available. In the 1990s, the loading facilities for freight traffic were also dismantled, in 1991 the German Federal Railroad replaced the form signals on the Vorderen Höllentalbahn with light signals and converted the mechanical interlocking into a pushbutton interlocking . Since then, the dispatcher has also been controlling the Freiburg-Wiehre, Freiburg-Littenweiler, Himmelreich and Hirschsprung stations. The reception building is still there.

Engineering structures

Tunnel portal of the Lorettoberg tunnel built in 1934 (March 2012)

There are a total of 15 tunnels on the Höllentalbahn , including nine on the section from Freiburg to Neustadt and six on the Hinteren Höllentalbahn. The longest tunnel is the 535-meter-long Dögginger Tunnel, which crosses under the European watershed between the Black Sea and the North Sea. All tunnels on the Hinteren Höllentalbahn were built when the line was built. The 514-meter-long Sternenwald tunnel and the 302-meter-long Loretto tunnel on the Vorderen Höllentalbahn were only built after the route between Freiburg Hauptbahnhof and Freiburg-Wiehre was re-routed in 1934. The Lower Hirschsprung Tunnel was originally 121 meters long, but after the Second World War it was shortened by seven meters. With the construction of the Ravenna viaduct in 1927, the Ravenna tunnel was shortened from 85 meters to 47 meters.

Stone arch bridge over the Gutach (September 2013)

The route of the Höllentalbahn runs over several small bridges and over five larger viaducts. The most famous viaduct, the Ravennabrücke , is located on the Vorderen Höllentalbahn. Four smaller viaducts lie on the Hinteren Höllentalbahn. The Ravennabrücke crosses the Ravennaschlucht , which flows into the upper Höllental. The first viaduct built in 1885 was a bridge with three brick sandstone pillars and a steel framework superstructure. It ran in a slight arc with a gradient of 1:20. Since the axle load of 16 tons was too low due to increased requirements in train traffic, the Deutsche Reichsbahn put a new straightened bridge into operation in 1926. The 224 meter long bridge is designed as a stone viaduct with nine arches and overcomes a gradient of 12 meters. During the Second World War, the viaduct was destroyed by withdrawing German troops, and the bridge was rebuilt after the war in 1947.

Shortly after the abandoned Kappel Gutachbrücke station is the Gutachtalbrücke, which today spans Landesstraße 156 and the Gutach . The viaduct is 141 meters long and 35 meters high, with a span of the largest arch of 64 meters, the bridge was the largest stone arch bridge in Germany after it was commissioned. Sandstone was used as the building material for the bridge structure . The Schwendeholzdobel Bridge spans the valley of the same name and is also made of sandstone. The bridge is 119 meters long and 40 meters high. The Gauchau valley bridge crosses the river of the same name. The two bridgeheads are made of sandstone, the actual 112 meter long bridge structure is made of steel . The Mauchachtalbrücke crosses the valley of the same name and is a 150 meter long and 30 meter high stone arch bridge. The viaduct consists of seven stone arches made of sandstone.

The rock tern has been breeding at the Ravenna Bridge since 2014 . The rock tern has also been breeding at the Gutach Valley Bridge since 2015.

business

Alstom Coradia Continental and an old double-decker train (red) in Freiburg Central Station

Himmelreich station on the edge of Buchenbach in the Kirchzarten district

Beginning of the Hell Valley at Falkensteig

Station sign of the Hinterzarten train station

Neustadt train station (Black Forest)

Regional Express from Ulm in Löffingen (2002)

passenger traffic

In 2011, 16,000 passengers were carried daily on the Höllentalbahn. Tourists from more than 120 holiday resorts in the Black Forest can use the route free of charge with the Konus guest card .

The Höllentalbahn is operated by DB Netz ( Regionalnetz Südbaden ) and served every half hour (Freiburg - Neustadt) or hourly (Neustadt - Villingen) by the S10 / S11 of DB Regio AG. On Sundays and public holidays there is a 20-minute cycle between Freiburg Hbf and Neustadt. In the HVZ there are additional trains of the DB Regio in the section Freiburg Hbf - Kirchzarten (- Himmelreich). In the morning peak hours there is an additional HzL train on the Neustadt – Donaueschingen section.

The local transport company Baden-Württemberg (NVBW) has ordered the train services . The route is integrated into the Freiburg Regional Transport Association (RVF) from Freiburg to Unadingen and the Schwarzwald-Baar Transport Association (VSB) from Döggingen to Donaueschingen.

Since 2009, in the summer months of July to September and for the first time also in the winter of 2012/13, special steam trains of the IG 3-Seenbahn have been running on individual weekends on the route between Titisee and Löffingen as well as on the adjoining Dreiseenbahn.

Freight transport

On the Höllentalbahn, only the paper mill in Neustadt is served by rail. The freight train on the section between Neustadt and Donaueschingen runs several times a week as required and crosses the passenger trains in Löffingen.

vehicles

ET 1440 above the Rötenbach gorge

The route is operated by Alstom Coradia Continental (ET 1440) in double traction. Before that, the line was operated by double-decker push-pull trains, which in the past were hauled by class 143 locomotives and , on weekends and public holidays, also by class 146 . On weekdays the trains usually consisted of three double-decker cars, on weekends of up to six double-decker cars. In the evening rush hour traffic in Freiburg, an additional double-decker car and a class 143 locomotive were coupled to the rear of the existing train. Occasionally, an additional n-car was also included in the double-decker set, which can then be driven with a class 143 locomotive. On Sundays and public holidays, a bicycle cart with space for 62 bicycles is used on three pairs of trains. This bicycle cart is one of a kind.

Due to the steep route, a second 143 had to be used from four double-decker cars. A 146 can carry a maximum of five cars. Some of the double-deck cars used come from GDR stocks from the Leipzig S-Bahn .

The era of the 143 series on the Höllentalbahn ended with the timetable change on December 10, 2016 . In the meantime, the entire traction has been converted to the class 146 and the last two reserve locomotives of the class 143 left Freiburg in February 2017. This means that there is no need to couple two trains to form a train set during rush hours, as the three-phase current locomotive can pull five double-decker cars on the steep stretch.

For the special steam trains (only on the Neustadt – Löffingen section) a class 52 locomotive with an express train carriage and several blunderbusses was used. In the meantime, the IG Dreiseenbahn's museum traffic has only been limited to the Dreiseenbahn (Titisee – Seebrugg). The trips to Löffingen are no longer offered.

Alstom Coradia Continental (ET 1440) drive on the Neustadt – Donaueschingen section (rear Höllentalbahn). Before that drove diesel railcars of the 611 series and individual rounds with multiple units of the 628 series and locomotive hauled trains with n-cars and locomotives of the class 218 , as this section was not electrified until October 25 of 2019. In freight transport of be on this section locomotives series 294 used.

In the past, the train services were taken over by the E 44W series (later 145 series) after the switch to electrical operation of the line . These in turn were replaced by the E 40.11 (later the 139 series). From 1995 the class 143 took over all services on the Höllentalbahn. After BW Freiburg received new class 146 locomotives in 2006, they were also used on the Höllentalbahn.

At times, locomotives of the 218 series (with the Kleber Express ) and the 101 series (with the IR Höllental from Norddeich to Seebrugg ) were also used.

The Neustadt – Donaueschingen section has also been under tension since October 25, 2019. From December 2019, class 1440 railcars in the Baden-Württemberg state colors will take over traffic. For a while, the first multiple units took over individual services at the end of July 2019.

Since the end of 2019, no vehicles with outward-opening doors or wide-opening windows may be used between Neustadt (Black Forest) and Donaueschingen.

modernization

The route was renovated several times between 2000 and 2010. Old steel sleepers , some of which were 80 years old, were replaced with new concrete sleepers and Y-sleepers and GSM-R train radio was installed.

Repair work between Freiburg and Hinterzarten was also carried out during the summer holidays in 2015. The timing of the work met with criticism due to the great tourist importance of the route. It was not possible to take bicycles on the SEV buses and the capacities provided were initially too small, but were later expanded.

As part of the “ Breisgau S-Bahn 2020 ” project, a 20-minute cycle from Freiburg (Breisgau) Hbf to Titisee is to be introduced on Sundays and public holidays. During the week, additional amplifier trains are planned between Freiburg and Kirchzarten during rush hour . Extensive expansion measures are necessary for this:

• In order to disentangle the track plan in Freiburg Central Station and to avoid mutual hindrances in the course of operations between the east-west axis and the north-south direction, an additional switch connection is planned in Freiburg (Breisgau) Hbf between tracks 4 and 5.
• In the section Freiburg (Breisgau) Hbf - Freiburg-Wiehre the overhead line is to be renewed.
• To control the future Breisgau S-Bahn network, a new electronic central interlocking is to be built at Freiburg-Wiehre station.
• In order to be able to adhere to the timetable required for the connection with the Breisacher Bahn, so-called speed drops are eliminated in a few places, i.e. short sections in which the normal line speed cannot be driven.
• The Freiburg-Littenweiler stop is to be expanded into a short crossing station in order to enable repeater trips during rush hour between Freiburg and Kirchzarten. To this end, he is to receive a second track including overhead lines and a second platform.
• Due to the planned longer trains that will be possible in the future, there should be shifts in the area of ​​the Himmelreich station and the intersection in Hirschsprung.
• The expansion of the Höllentalbahn West also requires the reconstruction of level crossings.
• The platforms are to be given barrier-free access, lengthened and raised so that longer trains can stop and enable step-free entry. The future platform height across the entire Breisgau S-Bahn network will be 55 cm above the top of the rails. The stations are to be built along the Höllentalbahn West with a platform length of 210 m. The Titisee station is an exception, where the platform edges on tracks 1 and 3 are to be extended to a length of 233 meters. Barrier-free access to the platforms should be ensured at all stations, if necessary by means of ramps or lifts. In addition, all stations are to be equipped with guide strips for the blind, new lighting, and weather protection and information facilities.

A new stop at Freiburg Pressehaus was checked, but was not implemented due to the increased costs of the overall project. Other new breakpoints such as B. Freiburg Stadthalle , Freiburg Kappeler Tal and Burg Birkenhof cannot be realized for the time being due to cost reasons.

In December 2018, the route was put out to tender together with the Breisacher Bahn , so that there will be a continuous connection Breisach - Freiburg - Neustadt - Donaueschingen - Villingen. Since it was not yet certain whether the infrastructure could be completed in time, operations should start up gradually. A re-order option for vehicles was provided. DB Regio was awarded the contract to operate from December 2019.

In December 2010, the electrification of the section between Neustadt and Donaueschingen was included in the state's general transport plan. The work should cost 21.5 million euros, shared by the federal government (60%), the state (20%), the regional regional transport association Freiburg and the Schwarzwald-Baar district (together 20 percent). The project was implemented as part of the Breisgau-S-Bahn 2020 vision under the guidelines of the Municipal Transport Financing Act until 2019, after the planning and financing agreement was signed by the district administrators of the districts involved on July 18, 2011. The planning approval documents for this section were submitted to the Federal Railway Authority on August 31, 2015. The completion took place at the end of 2019.

From March 1, 2018, the route between Freiburg and Neustadt was completely closed in order to be able to carry out the construction work. An extensive rail replacement service was set up. Since November 1st, the Freiburg – Himmelreich route has been open again. The completion of the continuing route from Himmelreich to Titisee or from Titisee to Seebrugg took four weeks longer. From May 1, 2018, the section from Neustadt to Donaueschingen was also closed; work here was completed in December 2019. Elevators were installed at Wiehre station, but they were not yet in operation at the end of 2018. But the stair rails for bicycles and strollers had already been removed. The elevators didn't work until July 2019. In December 2018, there were test drives with trains of the Alstom Coradia Continental type , with which the DB started all operations there on December 15, 2019. The first of these trains started running on July 22nd.

Since 2013, the deputy chief of the Freiburg fire brigade has been complaining that in many places, such as the Freiburg tunnels, there are no short escape routes, fences in the way or stairs are missing. The railway promised a remedy and put off the expansion in 2018. But even when the work was completed in autumn 2018, hardly anything had happened.

The line S1 should since December 15, 2019 half-hourly and hourly in Gottenheim Titisee winged be. Due to problems in Gottenheim after Endingen a. K. to be transferred. In addition, there is only one train every hour between Titisee and Seebrugg on Sundays. But trains are also repeatedly canceled, which is insufficiently communicated. For this reason, from February 17, 2020, a modified, less complicated timetable concept applied on the S1 line, according to which the shuttle service between Gottenheim and Endingen a. K. remained; thus the wings / coupling of the trains were no longer necessary in Gottenheim. This should stabilize the timetable and ensure reliable operation. In June, those responsible then returned to the old timetable concept.

Weather-related disruptions

Due to the routing through forest areas in the high altitudes of the Black Forest, operations may cease after storms. In January 2018, the route between Freiburg and Neustadt was closed for ten days after the Burglind storm, and between Neustadt and Löffingen for 21 days due to countless fallen trees in areas that were difficult to access.

The hurricane Sabine led on 10 February 2020 extensive damage on the track by fallen trees, which since the train operation had to be stopped. The route between Neustadt and Donaueschingen has been open again since February 20, and the section between Neustadt and Himmelreich since February 23. Until then there was a bus replacement service.

literature

• Bruno Ruff: The Höllentalbahn . 1st edition Transpress Verlag, Stuttgart; 2nd edition Verlag W. Zimmer, Augsburg 1973/1979.
• Hans-Wolfgang Scharf, Burkhard Wollny: The Höllentalbahn. From Freiburg to the Black Forest . Eisenbahn-Kurier-Verlag, Freiburg im Breisgau 1987. ISBN 3-88255-780-X .
• Jörg Sauter: The railway in Höllental - From Freiburg to the Black Forest . Railway picture archive, EK-Verlag, Freiburg 2007. ISBN 978-3-88255-370-3 .
• DB Regio Südbaden: The Höllentalbahn - a good piece of the Black Forest. 125th anniversary of the Höllentalbahn. Freiburg 2011.
• Gerhard Greß: The Höllentalbahn and Dreiseenbahn . VGB Publishing Group Rail, Fürstenfeldbruck.

Web links

Commons : Höllentalbahn  - Collection of pictures, videos and audio files

• Horst Jeschke: History and information about the Höllentalbahn. Archived from the original on March 30, 2016 ; accessed on April 13, 2018 (page still exists, but information on the Höllentalbahn is missing). 
• Höllentalbahn as a rack railway

Individual evidence

1. ↑ STREDA - total route directory of the DB AG; Status: February 1, 2003
2. ↑ Höllentalbahn Ost. In: www.bsb2020.de. Retrieved August 22, 2015 . 
3. ^ Albert Kuntzemüller : The Baden Railways 1840-1940 , self-published by the Geographical Institutes of the Universities of Freiburg i. Br. And Heidelberg, Freiburg im Breisgau 1940, p. 100
4. ↑ ^{a b} Eberhard Hübsch: The State Railways . in: Freiburg im Breisgau. The city and its buildings , HM Poppen & Sohn, Freiburg 1898
5. ^ DB Regio Südbaden: The Höllentalbahn - a good piece of the Black Forest. 125th anniversary of the Höllentalbahn, Freiburg 2011, p. 7
6. ^ Article in the Freiburger Zeitung of May 22, 1887
7. ↑ From July 1, 1871 to 1881, a total of 1,538 marks from the Sparkasse Freiburg's surpluses were used for preliminary work, see Wysocki, “150 Years of Sparkasse Freiburg. Know where the guilder is? ”, P. 123f.
8. ^ Friedrich von Weech:  Faller, Franz Josef . In: Allgemeine Deutsche Biographie (ADB). Volume 48, Duncker & Humblot, Leipzig 1904, pp. 495-497.
9. ↑ ^{a b} Jens Freese, Alfred B. Gottwaldt: The railway through Höllental . Transpress-Verlag, Berlin 1994, ISBN 3-344-70846-5 , p. 7, 90 f.
10. ^ DB Regio Südbaden: The Höllentalbahn - a good piece of the Black Forest. 125th anniversary of the Höllentalbahn, Freiburg 2011, p. 19
11. ^ Johann Hansing: The railways in Baden. A contribution to traffic and economic history, Fleischhauer & Spohn, Stuttgart 1929, p. 64
12. ↑ Jürgen and Ivo Wißler: Locomotives on the Höllental and Dreiseenbahn ( Memento from January 17, 2010 in the Internet Archive ) , accessed on January 7, 2010
13. ^ Gerd Wolff, Hans-Dieter Menges: German small and private railways. Volume 2: Bathing . EK-Verlag, Freiburg 1992, ISBN 3-88255-653-6 , p. 232 .
14. ↑ Heiko Haumann ; Hans Schadek ;: History of the City of Freiburg im Breisgau Theiss, Stuttgart 2001, ISBN 3-8062-1635-5 , p. 256
15. ↑ ^{a b} Joachim Scheck: Freiburg Süd: History of the Höllentalbahn: Full steam through the Wiehre , Badische Zeitung , May 25, 2010, accessed on March 13, 2011
16. ^ Freiburger Zeitung, morning edition, Friday, October 13, 1916
17. ^ Freiburger Zeitung, evening edition, Friday, October 13, 1916
18. ^ Freiburger Verkehrs AG: Mobile City The history of the tram in Freiburg . 2,500 edition. Freiburger Verkehrs AG, Freiburg im Breisgau 2001, ISBN 3-00-008339-1 , p. 51 .
19. ↑ Crack in the Lorettoberg. (PDF; 4.3 MB) Retrieved June 13, 2013 . 
20. ^ DB Regio Südbaden: The Höllentalbahn - a good piece of the Black Forest. 125th anniversary of the Höllentalbahn, Freiburg 2011, p. 15
21. ↑ ^{a b} Scharf, Wollny, p. 129
22. ↑ Hinterzarten community, Ortschronik work group (ed.): “We didn't know what was coming”. The end of World War II in the Upper Black Forest in reports from contemporary witnesses , Denzlingen 2011, ISBN 978-3-00-019192-3 , p. 37
23. ↑ Hans-Wolfgang Scharf / Burkhard Wollny: The Höllentalbahn from Freiburg to the Black Forest. EK-Verlag, Freiburg 1987, ISBN 3-88255-780-X , p. 114
24. ↑ horst-jeschke.de: Hoellentalbahn 50 Hertz operation , accessed on July 26, 2011
25. ↑ IG 3seenbahn eV: Recent reports from the club. Archived from the original on August 5, 2010 ; Retrieved September 16, 2012 . 
26. ^ Gerhard Greß: Freiburg transport hub and its surroundings in the fifties and sixties. EK-Verlag, Freiburg 1997, ISBN 3-88255-263-8 , p. 14
27. ↑ The last walker in: Die Zeit , issue 40/1993, accessed on October 12, 2012
28. ↑ Kameradschaftswerk Lokpersonal Betriebswerk Freiburg: 140 years of the railway in Freiburg - Rheintalbahn . Freiburg im Breisgau 1985, p. 65 .
29. ^ Christian Wolf, Jörg Sauter: 125 years of the Höllentalbahn . EK-Verlag, Freiburg im Breisgau 2012, ISBN 978-3-8446-1875-4 , p. 44-46 .
30. ↑ Jörg Sauter: The railway in the Höllental: From Freiburg to the Black Forest . EK-Verlag, Freiburg im Breisgau 2008, ISBN 978-3-88255-370-3 , p. 24-26 .
31. ↑ Christian Engel: Wiehrebahnhof becomes the control center for the major S-Bahn project - Freiburg - Badische Zeitung. Badische Zeitung, February 20, 2018, accessed on February 20, 2018 . 
32. ↑ ^{a b} Höllentalbahn West. In: www.bsb2020.de. Retrieved August 22, 2015 . 
33. ↑ Jelka Louisa Beule: Littenweiler is two-pronged. Badische Zeitung, October 24, 2018, accessed on October 24, 2018 . 
34. ↑ see: Tram Freiburg im Breisgau # overview
35. ↑ Pictures of all tunnel portals of the Höllentalbahn (VzG 4300). In: eisenbahntunnel-portal.de. Retrieved March 3, 2014 . 
36. ↑ Pictures of the Ravenna tunnel. In: eisenbahntunnel-portal.de. Retrieved March 3, 2014 . 
37. ↑ Annika Lindenberg: The little book from Höllental . 3. Edition. Maienstein, Kirchzarten 2001, ISBN 3-932179-63-3 , p. 71 ff .
38. ^ HM Poppen & Son: Freiburg im Breisgau. The city and its buildings. Freiburg im Breisgau 1898, p. 139 .
39. ^ Christian Wolf, Jörg Sauter: 125 years of the Höllentalbahn . EK-Verlag, Freiburg im Breisgau 2012, ISBN 978-3-8446-1875-4 , p. 18 .
40. ^ Christian Wolf, Jörg Sauter: 125 years of the Höllentalbahn . EK-Verlag, Freiburg im Breisgau 2012, ISBN 978-3-8446-1875-4 , p. 65-66 .
41. ↑ Bridge structures on the Höllentalbahn ( Memento from November 27, 2011 in the Internet Archive )
42. ↑ Bettina Maier: Population development of the rock tern Ptyonoprogne rupestris in southern Baden-Württemberg (Germany) in 2017 . The Bird World 138: 123–140.
43. ^ Thomas Winckelmann: Titisee-Neustadt: Die Bahn is working on the offer , Badische Zeitung, July 2, 2011, accessed on July 24, 2011
44. ↑ DB Netze Regionalnetze of DB Netz AG Regional Area Southwest ( Memento of July 31, 2009 in the Internet Archive ) (PDF; 77 kB) Retrieved on July 22, 2012
45. ↑ 3Seenbahn calendar , accessed on July 22, 2012.
46. ↑ Kathrin Blum: District of Breisgau-Hochschwarzwald: More space for cyclists. Badische Zeitung, May 26, 2012, accessed on January 3, 2017 . 
47. ↑ wfi: Titisee-Neustadt: New locomotives on the track. Badische Zeitung, December 20, 2016, accessed on January 3, 2017 . 
48. ↑ 3Seenbahn Museumszug , Accessed on 22 July 2012 found.
49. ^ The Höllental- und Dreiseenbahn ( Memento from January 17, 2010 in the Internet Archive ). Accessed on July 22, 2012
50. ^ Network Breisgau east-west: Höllentalbahn - Unter Strom to Donaueschingen, new 1440 in trial operation. In: eurailpress.de. October 25, 2019, accessed November 2, 2019 . 
51. ↑ DB Regio starts preprocessing with 1440 . In: railway magazine . No. 10 , 2019, pp. 27 .
52. ↑ Requirements for vehicles between Neustadt (Schwarzw) - Donaueschingen. In: dbnetze.com. DB Netz, December 12, 2019, accessed on January 4, 2020 : "According to a decision by the Federal Ministry of Transport and Digital Infrastructure (Ref: E14 / 5163.1 / 1/03002339)" 
53. ↑ Sebastian Wolfrum: District Breisgau-Hochschwarzwald: Renovation: Höllentalbahn runs again - from Monday. Badische Zeitung, August 22, 2015, accessed on January 3, 2017 . 
54. ↑ Markus Donner: Kirchzarten: The train should run every 15 minutes in the future. Badische Zeitung, April 11, 2012, accessed on January 3, 2017 . 
55. ^ Basic resolution of the Breisgau-S-Bahn 2020 , accessed on June 23, 2010
56. ^ Donaueschingen: District councils call for electrification , Badische Zeitung, October 27, 2010, accessed on March 7, 2011
57. ^ Award calendar for regional rail transport competition projects in Baden-Württemberg. (PDF) (No longer available online.) Ministry of Transport and Infrastructure Baden-Württemberg, August 3, 2015, formerly in the original ; Retrieved September 3, 2015 .  ( Page no longer available , search in web archives )  
58. ↑ Breisgau S-Bahn 2020: DB Regio receives award for east-west axis. Ministry of Transport Baden-Württemberg, September 28, 2016, accessed on December 19, 2018 . 
59. ↑ PRINTED MATTER ZRF-bA / VV 2015.001. Zweckverband Regio-Nahverkehr Freiburg (ZRF), April 21, 2015, accessed on August 24, 2015 . 
60. ↑ Peter Stellmach: Titisee-Neustadt: Minister sees good opportunities. Badische Zeitung, January 13, 2011, accessed on January 3, 2017 . 
61. ↑ Christa Maier: District of Breisgau-Hochschwarzwald: The last gap will soon be electric. Badische Zeitung, July 19, 2011, accessed on January 3, 2017 . 
62. ↑ Planning approval documents for all DB routes submitted to the Breisgau-S-Bahn - the first preparatory work is already starting on the Müllheim-Neuenburg section. In: www.deutschebahn.com. Archived from the original on September 23, 2015 ; Retrieved September 3, 2015 . 
63. ↑ Höllentalbahn is being expanded . In: railway magazine . No. 5 , 2018, ISSN  0342-1902 , p. 32-33 .
64. ↑ Peter Stellmach: End of Heaven. Badische Zeitung, October 19, 2018, accessed on October 19, 2018 . 
65. ↑ skk: Breisgau-S-Bahn on the home straight. Badische Zeitung, July 11, 2019, accessed on August 4, 2019 . 
66. ↑ Jelka Louisa Beule: Instead of fewer barriers, there are more. Badische Zeitung, December 22, 2018, accessed on December 22, 2018 . 
67. ↑ BZ editorial team: The new elevators at Wiehrebahnhof are in operation. Badische Zeitung, August 3, 2019, accessed on August 4, 2019 . 
68. ^ Manfred Frietsch: New S-Bahn on a test drive. Badische Zeitung, December 15, 2018, accessed on July 30, 2019 . 
69. ↑ Manfred Frietsch: The electrified Breisgau S-Bahn starts with the new timetable. Badische Zeitung, December 9, 2019, accessed on December 16, 2019 . 
70. ↑ Sebastian Wolfrum: The new trains run twice a day on the Höllentalbahn. Badische Zeitung, August 11, 2019, accessed on August 12, 2019 . 
71. ↑ Simone Höhl: Freiburg: Security: Höllentalbahn: Rescuers do not come to the track in an emergency. Badische Zeitung, May 1, 2017, accessed on May 2, 2017 . 
72. ↑ Simone Höhl: There are still safety deficiencies on the Höllental route. Badische Zeitung, October 27, 2018, accessed on October 28, 2018 . 
73. ↑ Manfred Frietsch: S-Bahn between Endingen and Gottenheim continue to run only every hour. Badische Zeitung, December 20, 2019, accessed on December 29, 2019 . 
74. ↑ Manfred Frietsch & BZ editorial team: Disruptions in the Breisgau S-Bahn continue on the first day after the holidays. Badische Zeitung, January 7, 2020, accessed on January 9, 2020 . 
75. ↑ Breisgau-S-Bahn: Changed operating concept for more stability of train operations. Ministry of Transport Baden Württemberg, January 10, 2020, accessed on January 25, 2020 . 
76. ^ Badische Zeitung: Bahn takes the Höllentalbahn back into operation on Monday - Südwest - Badische Zeitung . ( badische-zeitung.de [accessed on January 21, 2018]).
77. ^ Badische Zeitung: Höllentalbahn between Neustadt and Löffingen closed until January 24th - Titisee-Neustadt - Badische Zeitung . ( badische-zeitung.de [accessed on January 21, 2018]).
78. ↑ Manfred Frietsch: Railway lines in the Black Forest remain paralyzed for days after storm damage. Badische Zeitung, February 12, 2020, accessed on February 16, 2020 . 
79. ↑ Manfred Frietsch & Sebastian Wolfrum: The new Breisgau S-Bahn concept starts on Monday. Badische Zeitung, February 14, 2020, accessed on February 16, 2020 . 
80. ↑ BZ editorial team: The Höllentalbahn can be used again from Sunday. Badische Zeitung, February 18, 2020, accessed on February 19, 2020 . 
81. ^ Johannes Adam: Literature & lectures: Regional media: New book about Höllentalbahn and Dreiseenbahn. Badische Zeitung, December 31, 2015, accessed on January 3, 2017 . 

Coordinates: 47 ° 55 '  N , 8 ° 11'  E

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