Munich – Simbach railway line
| Munich East – Simbach (Inn) border | |
|---|---|
| Route number : | 5600 |
| Course book section (DB) : | 940 (Munich – Mühldorf) 941 (Mühldorf – Simbach) 999.2 (S 2 Munich East – Markt Schwaben) |
| Route length: | 115.087 km |
| Gauge : | 1435 mm ( standard gauge ) |
| Route class : | D4 (Munich East – Simbach) D2 (Simbach – Simbach border) |
| Power system : |
Munich East Market Swabia: 15 kV 16.7 Hz ~ |
| Minimum radius : |
Munich East – Simbach: 500 m Simbach – Simbach border: 300 m |
| Top speed: | 140 km / h |
| Dual track : | Munich East – Markt Schwaben Ampfing – Mühldorf (Oberbay) |
The Munich – Simbach railway is a 115-kilometer main line in Bavaria . It leads from Munich via Markt Schwaben , Dorfen and Mühldorf am Inn to the German-Austrian border between Simbach and Braunau am Inn .
The Royal Bavarian State Railways opened the main line from Munich to the state border in 1871. As part of the shortest connection between Munich and Vienna , it was used by international long-distance trains such as the Orient Express before the First World War ; thereafter their importance in passenger transport decreased. The Munich East – Markt Schwaben section was expanded to two-track suburban traffic from 1909 to 1911 , electrified in 1970 and has been served by the Munich S-Bahn since 1972 . The rest of the route is still not electrified and mostly single-track. Due to the commuter traffic to Munich and the goods traffic of the Bavarian Chemical Triangle , it has a considerable volume of traffic.
The infrastructure operator is DB Netz AG between Munich and Mühldorf , and the Südostbayernbahn belonging to DB RegioNetz Infrastruktur GmbH between Mühldorf and Simbach Grenz . The Munich – Markt Schwaben section is integrated into the Munich Transport and Tariff Association , and the Julbach – Simbach section is integrated into the Rottal-Inn transport association tariff .
history
prehistory
Between 1857 and 1860 the Royal Bavarian State Railways started operating on the Bavarian Maximiliansbahn from Munich via Rosenheim to Salzburg . At the same time, the Bavarian Eastern Railways from 1858 to 1860 put the Munich – Geiselhöring – Regensburg and Geiselhöring – Straubing – Passau routes into operation. The area enclosed by these railway lines between Munich, Salzburg, Passau and Straubing , however, remained without a railway connection and was therefore soon referred to as the railway-less square .
At the beginning of the 1860s, citizens' committees, members of parliament and landowners submitted numerous applications for the railway to be developed in the area. North-south connections from Rosenheim or Traunstein to Regensburg , Straubing or Passau on the one hand, and a west-east route from Munich towards the Austrian border on the other, were proposed.
At the same time, the route from Munich to Rosenheim, which had to start traffic in the direction of Salzburg and Kufstein , was increasingly congested. A double-track expansion was not possible due to the difficult route in Teufelsgraben east of Holzkirchen . Therefore the proposal arose for a relief line from the Großhesseloher bridge of the Maximiliansbahn via Buchbach and through the Rottal to Schärding , where there should be a connection to the Austrian line Wels-Passau of the Kaiserin Elisabeth-Bahn . Another advantage of the relief route was the considerable shortening of the Munich – Vienna connection compared to the previous route via Salzburg. In particular, the city of Erding and the Lower Bavarian communities of Velden , Vilsbiburg , Eggenfelden and Pfarrkirchen spoke out in favor of the variant through the Rottal. On April 2, 1863, the Bavarian King Maximilian II issued a decree to start planning this route.
The municipalities on the Inn , on the other hand, advocated a route further south from the Großhesseloher bridge via Hohenlinden , Neuötting and Simbach to Schärding. For the Hohenlinden – Neuötting section, besides a variant through the Isental, an alternative via Haag and Mühldorf was discussed. The General Directorate of the Royal Transport Authority therefore prepared an opinion on the route variants on behalf of the Royal State Ministry of Trade and Public Works , which it published on May 27, 1863. The route via Neuötting in both variants with an estimated cost of around 12.2 million guilders turned out to be considerably cheaper than the tour through the Rottal with 16.3 million guilders, and the Neuötting variant would best suit the traffic conditions. In order to lead the route as directly as possible to the Austrian border, the traffic authorities spoke out in favor of a border crossing at Braunau instead of at Schärding. On September 24th, 1863, the Bavarian State Parliament decided to build the route on the "shortest route" from Munich via Neuötting and Simbach to Braunau. In the law of October 5, 1863, “concerning the completion and further expansion of the Bavarian state railways”, the state parliament approved a grant of 15.4 million guilders for the construction of the line.
In November 1865, the Directorate-General of the Royal Transport institutions that range from decided Station Munich instead of the originally planned joint use of the Bavarian Maximilian's Railway to Großhesseloher bridge - - more directly across from Haidhausen lead and a new Isar crossing with its own bridge to the north to set up. In 1866, planning began to determine the exact route. In addition to the option via Anzing and Haag, which had already been considered in 1863, the transport authorities examined a route from Munich via the market towns of Swabia and Dorfen to Mühldorf. Because of the favorable terrain, the variant over Swabia and Dorfen could be built with smaller gradients and lower costs were to be expected, the transport authorities decided on this variant. In the Mühldorf – Simbach section, the Altötting pilgrimage site campaigned in 1865 for a route between Neu- and Altötting and a joint station for both places. Since this route would have required two additional bridges over the Inn near Mühldorf and Marktl , it was rejected and a station north of Neuötting was planned instead .
The negotiations for the construction of the Austrian line from the border near Braunau to the Wels – Passau railway line initially encountered political obstacles. The Austrian government saw the line as unnecessary and, due to its tight financial situation, had no interest in building new railways. She therefore refused to participate in the construction costs in 1864. In addition, the Empress Elisabeth Railway feared competition with its existing routes to Passau and Salzburg. In 1865 Maximilian von Arco-Valley founded a consortium , which on August 22, 1865 was granted the concession by the Austrian government to build and operate the connecting line from the border to Neumarkt im Hausruckkreis . The location of the border station , which was initially to be built on the Austrian side in Braunau, was controversial . In 1866, however, the transport authorities spoke out in favor of relocating the border station to the Bavarian side to Simbach in order to avoid the problems of Bavarian operations in Austria. The conclusion of a treaty between Bavaria and Austria was further delayed by the Austro-Prussian War of 1866. On June 4, 1867, the Bavarian and Austrian governments finally signed the state treaty “on the construction and operation of a railway from Munich via Braunau to connect to the Empress Elisabeth Railway near Neumarkt”. It stipulated that the border station with all facilities should be built in Simbach and that the lines on both sides of the border should be completed within three years.
Construction and commissioning
After the conclusion of the State Treaty, detailed planning of the route began in 1867. The route was divided into six construction sections Munich, Swabia, Dorfen, Mühldorf, Neuötting and Simbach. Railway construction director Karl von Dyck took over the construction management, who was supported by the technical consultants Philipp Kühles, Alois Röckl and Karl Schnorr von Carolsfeld . Since an alternative station was required on the 26 km long section between the stations Schwaben (today's name since 1925: Markt Schwaben) and Dorfen , a discussion about the location of this switch began in October 1867. Initially, the Royal Transport Authority intended to build it near Walpertskirchen in as central a location as possible between Swabia and Dorfen. The city of Erding, on the other hand, requested a station near Hörlkofen at the intersection of the route with the district road Erding-Hohenlinden, which was closer to Swabia. The Ministry of Commerce and Public Works then approved the construction of the alternative station in Hörlkofen on February 5, 1868. On February 17, 1868, the municipality of Isen applied for a station further east near Niedergeislbach . The traffic authorities rejected this, but instead relocated the planned alternative station back to Walpertskirchen on the recommendation of the Dorfen railway construction section. Instead, Hörlkofen was given a simple stop .
In the spring of 1868, construction work on the line began with the award of the six construction lots to independent contractors. The entire length of the route was laid out for later double-track expansion. Larger earthworks required the construction of an incision on the watershed between the Isar and Inn near Obergeislbach . Some of the excavated material was used for the railway embankment over the Hammerbachtal . Between Neuötting and Marktl the river bed of the Inn had to be relocated for the construction of the railway line; 250,000 cubic meters of rubble stones were built using a field railway . The most complex work was required in the area of the Simbach section: between Simbach and Braunau, the Bavarian transport authorities built a nearly 400 meter long bridge over the Inn . In addition, large-scale embankments were necessary to create the subgrade for the Simbach border station.
While there were no major problems with the construction work in the first five sections, there were delays in the major projects in the Simbach section. On December 20, 1870, the Kaiserin Elisabeth Railway put the Austrian route from Braunau to Neumarkt into operation, while the Inn Bridge was still not completed. Due to the fact that it was not completed on time, the Bavarian transport authorities had to pay 100,000 guilders as a contractual penalty to the Empress Elisabeth Railway.
With a contract dated March 6, 1871, the Austrian part of the Simbach border station and the line leading up to the state border were leased to the Empress Elisabeth Railway, which was to take over the transport service between Simbach and Braunau as the operator of the Austrian connecting line . As early as March 15, 1871, the 10 km long section in the Munich city area , known as the Gürtelbahn , went into operation from the Munich train station across the Isar to Haidhausen (since 1876: Munich East ). On April 12, 1871, the first test train ran from Munich to Neuötting. Because of the delays at the Inn Bridge, the General Directorate of the Royal Transport Authority decided to initially only open the section to Neuötting. On May 1, 1871, the Royal Bavarian State Railways began provisional operations on the Haidhausen – Neuötting section with a ceremonial opening. After the Inn Bridge was completed in mid-May, the remaining section from Neuötting via Simbach to Braunau finally went into operation on June 1, 1871.
The construction costs for the 124.51 km long stretch from Munich to the state border totaled 30,900,142 marks and were thus around 5.4 million marks above the costs estimated in 1863.
First years of operation
When it went into operation, the main line Munich – Simbach had eleven train stations and six passenger stops ( stops ). The Haidhausen , Schwaben , Dorfen , Schwindegg , Ampfing , Mühldorf , Neuötting , Marktl and Simbach stations were classified as class I expeditions , and the Feldkirchen and Walpertskirchen stations as class II expeditions . Passenger stops were available in Riem , Poing , Hörlkofen , Weidenbach , Perach and Buch .
The Munich – Simbach line accelerated the route from the previous square without any railroad to the capital Munich considerably and thus led to an upswing in the region east of Munich. The number of passengers and the amount of goods transported rose steadily in the first few years of operation. The intermediate stations Schwaben, Dorfen, Mühldorf, Neuötting and Marktl had the greatest volume of traffic. Shortly after the opening, the equipment of some stations was no longer sufficient for the increased volume of traffic. The Royal Bavarian State Railways therefore expanded the previous Hörlkofen and Weidenbach stops into train stations with goods handling and a siding for train crossings by 1881.
With the nationalization of the Empress Elisabeth Railway, the management between Simbach and the state border was transferred to the Imperial and Royal State Railways in 1884 .
Until the end of the 19th century, the Munich – Simbach railway was part of the most important rail link between Munich and Vienna. With the double-track expansion of the Munich – Rosenheim and Rosenheim – Salzburg lines until 1898, the still single-track line via Simbach lost its importance in cross-border traffic in favor of the route via Rosenheim, Salzburg and the Westbahn .
On May 1, 1897, the Bavarian State Railways started suburban traffic between Munich East and Swabia. To do this, they set up the new Zamdorf , Heimstetten and Grub stops in this section of the route . The introduction of suburban traffic led to a sharp increase in passenger numbers: The number of tickets sold at the Riem, Feldkirchen, Poing and Schwaben stations increased from 76,582 in the operating year 1896 to 169,482 in the operating year 1899.
During a severe flood of the Inn in September 1899, the embankment between Mühldorf and Simbach was washed away. Train traffic in this section was suspended for six weeks until the damage was repaired.
The previous line capacity was no longer sufficient for the increasing volume of traffic. From 1900 to 1903, the Royal Bavarian State Railways centralized the point and signal operation in the intermediate stations by installing mechanical signal boxes . In the 1900s, the Bavarian State Railways planned to build a second line on the section from Munich East to Swabia, which was particularly busy due to suburban traffic. For the planned construction of the new Munich East marshalling yard , the route between Munich East and Riem also had to be swiveled around one kilometer to the south. On May 1, 1909, the Bavarian State Railways put the new double-track route from Munich East to Riem into operation. The old route was interrupted by the local line Munich East – Ismaning near Zamdorf , which opened in 1909 , while the track east and west of it was initially retained. The construction work for the double-track expansion of the Riem – Schwaben section began in January 1910. Two level crossings in Poing and Schwaben were replaced by road underpasses . On March 15, 1911, the second track went into operation from Riem to Feldkirchen, on April 12, 1911 to Poing and in the same year finally to Swabia.
With the beginning of the First World War , plans for further line extensions and construction work at the Munich East marshalling yard came to a standstill. The route gained considerable importance through military transports and goods transport from the armaments factories in what would later become the Bavarian Chemical Triangle . The passenger train traffic, however, was restricted in favor of freight traffic. Due to a lack of coal, the Bavarian State Railways further reduced the number of passenger trains on the 1918 summer schedule to three daily train pairs. At the same time, they introduced a night's sleep on the Mühldorf – Simbach section from 8:00 p.m. to 4:40 a.m. when the stations were not manned and there was no train traffic.
After the end of the war, the lack of fuel and a high number of damaged vehicles initially continued to restrict traffic. The night's sleep between Mühldorf and Simbach remained until the end of the 1930s.
Deutsche Reichsbahn and World War II
For the construction of the Inn Canal and the Töging hydropower plant , the Innwerk, Bayerische Aluminum AG built a supply railway for the transport of building materials around 1920. The provisional route branched off from the main line Munich – Simbach between Mühldorf and Töging at km 79.5 and was dismantled again after the construction work was over. From 1922 to 1923, Innwerk AG built a works railway as a rail connection to their aluminum smelter located at the power station , which branched off from the main line at Töging station.
In 1924, the Munich East marshalling yard went into full operation. For goods traffic in the direction of Mühldorf and Simbach, the Deutsche Reichsbahn built a single-track connecting line from the marshalling yard to the Riem station from 1925. On March 1, 1926, the 3.32 kilometer long connection line, which ran north of the two main line tracks of the main line Munich – Simbach, went into operation.
With the “Anschluss” of Austria in March 1938, passport and customs controls in the previous Simbach border station were no longer applicable. The Deutsche Reichsbahn took over operations from the Austrian Federal Railways on the section from Simbach to the Inn Bridge and the continuing route to Neumarkt-Kallham . With the exception of a pair of tourist express trains, there were still no through passenger trains.
After the beginning of the Second World War , the Munich – Simbach route was again of great importance for the transport of armaments from the chemical plants around Mühldorf. From 1939 to 1942, the Deutsche Reichbahn built a new marshalling yard in Mühldorf to the west of the previous station facilities for the rapidly increasing freight traffic. In order to be able to use longer freight and Wehrmacht trains, she extended the sidings of the intermediate stations in 1941 with the use of prisoners of war. On January 1, 1942, the Deutsche Reichsbahn put a single-track connection line from Feldkirchen station to Munich's north ring , the Feldkirchner Tangente , into operation, which enabled freight trains on the Simbach line to bypass Munich. Due to the war, the Deutsche Reichsbahn dismantled the second track in the direction of Simbach from 1941 on the Feldkirchen – Markt Schwaben section; by September 10, 1942, it had been completely dismantled and was presumably sent to the Eastern Front . Only the section from Munich East to Feldkirchen remained passable on two tracks.
Due to its strategic importance, the line was increasingly the target of air raids towards the end of the war, which particularly affected the stations Munich East, Dorfen Bahnhof and Mühldorf. When there were bomb warnings for Munich, the trains often had to end in the Feldkirchen and Riem stations or be diverted via the Feldkirchen tangent and the Munich Nordring. In 1944 the SS set up the Mettenheim and Thalham satellite camps along the Simbach route , which belonged to the Mühldorf concentration camp group . On March 19, 1945, the United States Army Air Forces carried out a heavy air raid on Mühldorf station, in which large parts of the station were destroyed and 129 people were killed. For three to four weeks, no through traffic was possible via Mühldorf. The Deutsche Reichsbahn deployed work parties from concentration camp prisoners for the rescue and clean-up work. With the approach of the American troops, the SS transported the prisoners from the satellite camps in freight cars in April 1945 on the Munich – Simbach route in the direction of Munich. After a freight train with around 3,600 prisoners came to a standstill near Poing, 50 prisoners were killed on April 27 by the SS and a low-flying attack that took place at the same time .
On April 17, 24 and 29, 1945, the Dorfen train station was the target of low-level aircraft attacks that severely damaged a hospital train and a neighboring tank farm. Before the American soldiers arrived, a Wehrmacht unit blew up the Inn Bridge between Simbach and Braunau on May 1, 1945. On the same day the route was taken by American troops.
S-Bahn expansion and decrease in traffic in the eastern section
After the end of the war, the route was initially only accessible to a limited extent due to the destruction. For half a year only freight trains drove when needed. It was not until autumn 1945 that the Deutsche Reichsbahn was able to resume regular passenger train services between Munich and Simbach. The few trains were initially overcrowded due to hamster rides . In 1946, the Inn Bridge was restored by installing a war bridge , so that from December 18, 1946, the American occupiers began to run again across the German-Austrian border. By 1949, passenger train traffic had roughly reached the pre-war level. The Feldkirchen tangent, which has not been used since the end of the war, was shut down and dismantled in 1949.
In 1956, the Deutsche Bundesbahn rebuilt the second line between Feldkirchen and Markt Schwaben, which was dismantled in 1942. In 1961, in the Munich – Mühldorf section, it replaced the bare-wire telephone lines on masts along the route with underground cables .
In 1959, the city of Munich and the Deutsche Bundesbahn started planning to integrate the Munich East – Markt Schwaben section, previously served by suburban traffic, and the Markt Schwaben – Erding branch into a Munich S-Bahn system. The construction work to adapt the route for the S-Bahn operation began in 1968. The stations between Munich and East Markt Schwaben received new 76 cm high and 210 m long platforms with grade- platform access. In order to be able to continue S-Bahn trains from the direction of Trudering over the Simbacher line to Munich East station, the Deutsche Bundesbahn set up the Baumkirchen junction east of the Berg am Laim stop on April 1, 1970, with a subsequent overpass structure . Between the Munich East train station and the newly established S-Bahn stop Leuchtenbergring , two separate tracks were created for the S-Bahn traffic, while from now on only one track was available for the trains to and from Mühldorf on the first kilometer of the route.
In addition , the Deutsche Bundesbahn electrified the Munich East – Markt Schwaben section with 15 kV, 16 2 ⁄ 3 Hz alternating voltage and equipped it with a Re 160 control overhead line . The overhead line went into operation on September 7, 1970; On September 27, 1970, the scheduled electric train service to Markt Schwaben and on to Erding began. On May 28, 1972, the Munich S-Bahn started operating from Munich via Markt Schwaben to Erding. At the same time, the section of the route used by the S-Bahn was integrated into the new Munich Transport and Tariff Association (MVV).
On the Mühldorf – Simbach section, however, traffic fell continuously from the 1950s onwards. Due to poor connections to the trains of the Austrian Federal Railways in Simbach station, the cross-border connection became increasingly less important. In the planning of its economically optimal network , the German Federal Railroad initially envisaged a closure of the section from Töging to Simbach in the 1970s, which it did not implement. After the line was secured, the Austrian Federal Railways renewed the supporting structures of the Inn Bridge between Simbach and Braunau between 1977 and 1978. Around 1980 the Deutsche Bundesbahn increased the line speed between Mühldorf and Simbach from 100 km / h to 120 km / h and replaced the overhead lines with underground cables. From 1979 to 1980 she rebuilt the stations in Neuötting, Perach and Buch (Inn) to stops, so that only the stations Töging and Marktl remained for train crossings between Mühldorf and Simbach. In 1986 it finally stopped passenger traffic at the Perach and Buch stops, and in 1987 the Julbach stop was closed .
Between 1989 and 1992 the Deutsche Bundesbahn built a transshipment and container station south of the main line between Riem and Feldkirchen. The Munich-Riem transshipment station went into operation on September 28, 1992 and is only connected to the Munich – Simbach line in the west via the Riem station.
In 2002, the route infrastructure on the Mühldorf – Simbach border section, including the Mühldorf station, was transferred from DB Netz to the Südostbayernbahn , a regional network operated by Deutsche Bahn. At the same time, the Südostbayernbahn took over from DB Regio on December 15, 2002 the operation of the local rail passenger traffic between Munich, Mühldorf and Simbach as part of the Mühldorf line star .
Extension of the Munich – Mühldorf – Freilassing line
In order to improve long-distance traffic from Munich to Salzburg, the 1980 Federal Transport Infrastructure Plan provided for an expansion of the Munich – Rosenheim and Rosenheim – Salzburg lines . At the beginning of the 1980s, the Munich Federal Railway Directorate suggested expanding the Munich – Mühldorf section and the subsequent Mühldorf – Freilassing line as an alternative . Compared to the expansion of the routes via Rosenheim, which would have required considerable re-routing, an upgraded route via Mühldorf should be more cost-effective due to the favorable routing and a route already prepared for two tracks in parts. As a result, the federal government included the Munich – Mühldorf – Freilassing line in the 1985 Federal Transport Infrastructure Plan and estimated construction costs of 630 to 670 million D-Marks .
In 1990, the BD Munich began with the specific planning work for the route expansion. In the already two-track section Munich East – Markt Schwaben, it envisaged a four-track expansion by laying separate S-Bahn tracks, in the section Markt Schwaben – Mühldorf a continuous double-track expansion and several line improvements for a maximum speed of 200 km / h. In 1992, however, the planning was interrupted because the funds from the transport budget were initially used primarily for rebuilding the east . Due to strong cost increases, the BD Munich decided in 1993 to upgrade the line to a "reduced standard" for a speed of only 160 km / h. On November 15, 1999, the transport ministers of Germany and Austria concluded an agreement on improving cross-border rail traffic, which included the double-track expansion and electrification from Markt Schwaben via Mühldorf to Freilassing.
In order to remove the single-track bottleneck in the east of Munich East station that had existed since 1972, Deutsche Bahn relocated the Simbach route between Munich East and the newly established Munich-Riem West junction in 2003 as a preliminary measure . To this end, it built the 4.7 km long two-track Berg am Laim bypass on the site of the Munich East marshalling yard, which has largely been closed since 1991 . On December 14, 2003, Deutsche Bahn put the new route into operation. The construction of the bypass cost around 30 million euros, two thirds of which went to the Free State of Bavaria . The previous route via the Berg am Laim stop has only been used by S-Bahn traffic since then. The four-track expansion of the further route from Munich-Riem West to Markt Schwaben as well as the connection of the Munich exhibition center via a S-Bahn spange have not been pursued since 2010.
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In June 2008, construction work began on the double-track expansion of the 7.8-kilometer section from Ampfing to the bridge over the Inn Canal near Altmühldorf . In the course of the expansion, Deutsche Bahn completely redesigned the Ampfing station and replaced two level crossings in Ampfing with railway overpasses ; the construction costs amounted to 50 million euros. The second track between Ampfing and Altmühldorf went into operation in December 2010. Work on the continuation of the second track over 3.9 kilometers from Altmühldorf to the Mühldorf train station began in July 2013. The bridge over the Inn Canal from 1922/23 was replaced by a new three-track three-span arch bridge for the Munich lines by autumn 2015 –Simbach and Rosenheim – Mühldorf replaced. On May 22, 2017, Deutsche Bahn started double-track operations between Altmühldorf and Mühldorf.
In the Federal Transport Infrastructure Plan 2030 , the remaining double-track expansion from Markt Schwaben to Ampfing and the electrification of the Markt Schwaben – Mühldorf – Freilassing route are planned as “urgent need” measures. The preliminary planning for the Markt Schwaben – Ampfing section was completed in April 2017; In 2020, all planning phases are in the draft planning . In 2019, Deutsche Bahn announced that it would expand the section between Markt Schwaben and Ampfing to a speed of 200 km / h instead of 160 km / h, which again delayed the completion of the design planning.
The Walpertskirchener Spange to Munich Airport was subsequently assigned to the upgraded route in the Federal Transport Infrastructure Plan 2030, which is intended to significantly improve the transport links between Southeast Bavaria, Upper Austria and the State of Salzburg to the airport. With the Daglfinger curve and the Truderinger curve , the line should be better connected to the Munich North Ring and the Munich – Rosenheim railway line.
The third expert draft of the Federal Ministry of Transport's Germany cycle on June 30, 2020 proposes a new long-distance line from Munich via Simbach to Vienna. However, there are no expansion plans for the Mühldorf – Simbach section as part of the federal traffic route plan. In 2019, the Bavarian Ministry of Transport registered the section of the route to the federal government's special funding program for the electrification of freight lines.
Accidents
On October 13, 1909, two freight trains collided head-on in the western exit of Thann-Matzbach station and derailed . The cause was a dispatcher error after a train crossing had been moved from Dorfen station to Thann-Matzbach station. 13 people were injured. This very high number of injuries in a freight train accident was due to the fact that at that time numerous brakemen were also on freight trains.
On January 8, 1941, a Wehrmacht train and a freight train collided near Wasentegernbach . One person died and four others were injured. Here, too, the cause was a mistake by the dispatchers from Dorfen and Schwindegg, who - contrary to the regulations - had arranged the train journeys not by telegraph but by telephone, which led to a misunderstanding.
The worst accident on this route was the railway accident at Walpertskirchen on November 8, 1951, when - again after a dispatcher error - a passenger train hit a local freight train head-on . 16 people died, 41 were also injured.
Route description
Between Munich East and Markt Schwaben, the 21.1 km double-track line has been expanded and electrified. Separate tracks are available for the Munich S-Bahn between Munich East and Munich-Riem West; in the further course to Markt Schwaben, the route is shared by the S-Bahn trains. Electrification ends in Markt Schwaben. Between Markt Schwaben and Ampfing, the route is only a single track for around 45 km, despite a significant volume of passenger and freight traffic . From Ampfing there is an 8 km long double-track expansion section to Mühldorf. The 40.3 km long section from Mühldorf to the state border near Simbach is again only single-track. The maximum speed on the route is 140 km / h.
course
The Munich – Simbach line begins at 0.0 km in the Munich East station . Until 1909, the line ran from the north end of the station after a slight right-hand bend in a straight line in a north-easterly direction, south past Zamdorf , to Riem station . Since the route was relocated , it has turned to the east , parallel to the railway lines to Rosenheim and Ismaning , and runs along the border of the districts of Steinhausen in the north and Berg am Laim in the south. Until 2003, the line ran in this area south along the Munich East marshalling yard . Since the opening of the Berg am Laim bypass , the mainline tracks have run north of the marshalling yard tracks that are still in operation on the site of the former direction tracks, while the previous mainline tracks serve as S-Bahn tracks. East of the Berg am Laim stop , the line separates from the Munich – Rosenheim railway line and turns to the northeast. The single-track connecting line from the Munich East marshalling yard to the Riem station runs between the long-distance and S-Bahn tracks. At the Riem West junction, west of the Am Moosfeld industrial park , the long-distance railway tracks cross the connecting line at the same height and merge with the S-Bahn tracks. At the western end of Riem station at 6.2 km, the line meets the original route in a slight right-hand bend. Between Riem and Dornach , it runs along the Munich city limits and to the north past the Munich-Riem transshipment station. To the west of Feldkirchen , the route of the Feldkirchner Tangente meets the Simbacher route from a north-westerly direction . A slight left-hand bend at the west end of Feldkirchen train station at 10.2 km is followed by a nine-kilometer straight that runs south of Heimstettener See and crosses the local areas of Heimstetten and Poing . The route leaves the Munich gravel plain and turns north of the Poing Wildlife Park to the northeast towards Markt Schwaben .
At the Markt Schwaben train station at kilometer 21.1, the railway to Erding branches off to the north . From here the line is only single-track and runs largely in a straight line with a steady gradient of 5 ‰ in a north-easterly direction. South of Ottenhofen it crosses the Anzinger and Forstinninger Sempt and near Unterschwillach the Schwillach , before reaching the Hörlkofen train station on the southern outskirts of Hörlkofen at kilometer 29.2. The route crosses Walpertskirchen and the Hammerbach valley on an 18 meter high railway embankment . About two kilometers northeast of Walpertskirchen, it bends in a right curve to the east and overcomes the watershed between the Isar and Inn in a 19 meter deep incision . At Obergeislbach it crosses the Geislbach and reaches the Thann-Matzbach station at 38.5 km , where the Thann-Matzbach – Haag railway branched off to the south. In the further course, the route descends into the Isen valley , crosses the Geislbach a second time at Esterndorf and then, after a slight right-hand bend, the Isen. After a left turn, heading back towards the northeast, the route runs along the southern outskirts of Dorfen . At the Dorfen train station at km 47.1, the branch line to Velden branched off to the north . Following the Isen valley, the route leads eastwards with many curves and crosses Wasentegernbach . After Schwindegg train station at kilometer 54.0, it crosses the Goldach and Ornaubach in the local area of Schwindegg . At Ziegelsham it turns to the southeast, runs along the northern edge of Weidenbach and swings again to the east north of Heldenstein . Running parallel to the A 94 motorway for a short time , it reaches the local area of Ampfing . From the Ampfing train station at kilometer 66.7, the line to Mühldorf is double-tracked again. After leaving the Ampfing area, it crosses the A 94, runs between the forest area Mühldorfer Hart in the south and the town of Mettenheim-Hart in the north and meets the Rosenheim – Mühldorf railway line coming from the southwest . Together with this it crosses the Inn Canal and leads north past Altmühldorf to the Mühldorf train station (Oberbay) at route km 74.8.
Shortly after leaving the Mühldorf train station, the Inn Canal is crossed for the second time in the city area at km 76.0, which then runs largely parallel to the railway line to Töging . The route gradually descends towards the Inn valley . It crosses the Tögingen local area and reaches the Töging train station at kilometer 80.6, at the eastern end of which a works railway branches off to the Tögingen industrial area. In a double curve south of Winhöring , the Isen is crossed again at kilometer 86.6 . The former Neuötting station at kilometer 87.8 is located in the Winhöringen district of Eisenfelden , about two kilometers north of the town of Neuötting on the other bank of the Inn. After another double curve, the route leads from Perach along the left-hand slope of the Inn Valley directly along the river. At the Inn barrage of the Perach power plant , the route runs from kilometer 96.4 on a railway embankment in a long right-hand bend between the Inn on the right and an extensive lake on the left, which was created from an oxbow arm of the Inn as a result of the river correction in the course of the railway construction. After a small bend to the left, Marktl train station is at 100.8 km. From here the route runs on the flat high terrace of the Inn Valley past Stammham to the north, with a bridge at km 104.6 over the Türkenbach and south past the towns of Buch and Julbach . At Machendorf the route drops to a deeper plateau and after three kilometers reaches the Simbach (Inn) border station , where the railway to Pocking branched off until 1969 . After a tight left bend with a radius of only 300 meters south of the Simbach town center, the Inn is crossed on a steel truss bridge to the neighboring town of Braunau am Inn . In the middle of the Inn Bridge at kilometer 115.1 is the border point between Germany and Austria, where the Munich – Simbach line merges into the Neumarkt-Kallham – Braunau line .
Operating points
Munich East
The Munich East ( Lage ) station went into operation on March 15, 1871 as Haidhausen station with the Munich Südring . With the opening of the lines to Simbach and Rosenheim , it became a separation station in 1871 and was named Munich East in 1876 . In 1898 the Bavarian State Railways opened a local railway to Deisenhofen and in 1909 a local railway to Ismaning . Since 1972, the main line of the Munich S-Bahn has ended at the station . Parts of the station are the Munich East marshalling yard, completed in 1924, and the Leuchtenbergring S-Bahn station, which opened in 1972 .
Munich-Berg am Laim
The stop at Munich-Berg am Laim ( Lage ) was opened for suburban traffic on the Simbach route on May 1, 1916 under the name Berg am Laim . It replaced a stop of the same name on the Munich – Rosenheim railway line , which was closed in 1915 . In 1970, the Deutsche Bundesbahn built the Baumkirchen junction east of the stop (today Munich-Berg am Laim Abzw ), where a connection to Munich-Trudering station branches off. The S-Bahn lines in the direction of Erding and Ebersberg have been in Berg am Laim since 1972 .
Zamdorf
The Zamdorf ( Lage ) stop went into operation on July 11, 1897 and was only served by the suburban traffic from Munich East to Markt Schwaben, which had recently started. It was located at a railroad crossing east of Zamdorf in the municipality of Berg am Laim . When the route for the construction of the marshalling yard in Munich East in the area of Zamdorf was swiveled to the south, the Bavarian State Railways opened the stop on May 1, 1909. As an alternative, on June 5, 1909, they set up a new Zamdorf stop on the newly opened Munich East – Ismaning local railway , which remained in operation until 1959.
Munich-Riem
The Munich-Riem train station ( Lage ) is located on the city limits between the Munich district of Riem and the Aschheim district of Dornach . It went into operation as a passenger stop with the name Riem and was expanded into a train station in 1893. Since 1926, a single-track connection from the Munich East marshalling yard has ended at Riem station. Since 1972, the station has only been served by the S-Bahn. In 1992, the Munich-Riem Ubf transshipment station opened to the east of the passenger station .
Feldkirchen (b Munich)
Feldkirchen (near Munich) ( Lage ) train station in the north of the Feldkirchen community went into operation together with the line as an alternative station for goods and passenger traffic with two main tracks . Between 1895 and 1910, the railway station's tracks were expanded considerably. With several sidings it gained greater importance in freight traffic. From 1941 to 1949, the Feldkirchner Tangente branched off at Feldkirchen station as a connection to the Munich Nordring . Since 1972 it has been used exclusively for passenger transport by the S-Bahn.
Heimstetten
The Heimstetten stop ( location ) is located on the southern outskirts of Heimstetten in the municipality of Kirchheim near Munich . The Royal Bavarian State Railways put the stop at barrier post 4 into operation on May 1, 1897 when suburban traffic began. He had a small company building with a waiting room and a service room for the station attendant. For the S-Bahn operation, the stop received two new outer platforms around 1970 . In the 1970s, the Deutsche Bundesbahn set up an alternative connection point (Awanst) east of the platforms , via which several industrial companies in the industrial park south of the stop were connected with sidings . The building of the former barrier post has been preserved and is empty.
Grub (Upper Bay)
The breakpoint Grub (Oberbay) ( location ) is located south of the Poinger hamlet Grub . It went into operation on May 1, 1897 with the start of suburban traffic at barrier post 5. As at the Poing stop, a small company building with a waiting room and service room was built. Until around 1950, in addition to the suburban passenger trains , individual local and express freight trains that transported milk from the Agricultural Research Institute in Grub to the milk farm in Munich stopped in Grub . In the course of the expansion for the planned S-Bahn operation, the Deutsche Bundesbahn equipped the stop with two new outer platforms around 1970. In place of the previous level crossing, a road bridge was built above the stop, from which stairs lead to the platforms.
Poing
The former train station and today's Poing stop ( location ) is located west of the center of Poing , east of the Poing industrial area. It went into operation as a simple passenger stop with a barrier post and was equipped with a two-storey stop building of the larger design and a toilet building next to the main line. In 1893, the Bavarian State Railways expanded the stop into a train station with a siding and a loading siding . The station, now classified as station IV class , was given a new two-storey station building, an auxiliary building and a wooden goods shed on the loading platform to the west of the previous building . The old stop building was used as a barrier post and a guard's house and another change guard's house was set up at the west end of the station. From 1900 there was a private siding at the west end of the station. With the double-track extension, the Bavarian State Railways replaced the level crossing in the eastern part of the station with a street underpass.
From 1968 the Deutsche Bundesbahn equipped the station for the S-Bahn traffic with two new outer platforms and a platform underpass. On June 1, 1969, she rebuilt the station into a stop and instead set up a block further east . The goods shed was demolished in the 1980s. In 2004, the Deutsche Bahn dismantled the loading track and the siding, so that the Poing stop became a stop. In addition to the station building, which is no longer used for railway purposes, the stop building and the toilet building from the opening time have been preserved.
Market Swabia
The Markt Schwaben ( Lage ) train station began operating as an alternate and water station under the name of Schwaben . With the opening of the Vizinalbahn to Erding in 1872, it became a separation station with three main tracks. From 1897 the station was the end of Munich's suburban traffic. After several expansions, it had five main tracks and several sidings from 1919. By 1925, the Deutsche Reichsbahn renamed the Schwaben station to Markt Schwaben . For the S-Bahn traffic it was converted around 1970 and equipped with two central platforms.
Hörlkofen
The Hörlkofen train station ( Lage ) is located on the south-eastern outskirts of Hörlkofen in the municipality of Wörth . When it opened, it was a simple passenger stop with a two-storey stop building of the larger version on the main track. Due to its location on the district road Erding – Hohenlinden, it was a transfer station to the horse mail courses to Erding, Hohenlinden and Isen, so that the operating facilities soon proved to be too small. In 1875, the Bavarian State Railways expanded the stop into a station classified as an Expedition II. Class with limited freight traffic. He was given a 358 meter long siding, a loading siding with loading ramp, an outbuilding with a goods store and two change attendant houses at the station ends. By extending the siding to the usual length of 500 meters, the train station became a full siding in 1881. In response to the increasing volume of traffic, the Bavarian State Railways enlarged the station building in 1893 by extending it to the east and adding a third floor; They also built a goods shed on the loading platform. In 1906 a railway house was built opposite the station building.
Around 1925, the Deutsche Reichsbahn set up siding to a brickworks and a warehouse at the east end of the station, which were dismantled before 1985. The goods shed was demolished in 1984. In December 1993 the German Federal Railroad stopped wagonload traffic in Hörlkofen. Since the loading track was closed, only the continuous main track with intermediate platform and the siding on the house platform have been in operation. The station building will continue to be used for rail operations; the outbuilding has also been preserved.
Walpert Churches
The former train station and today's halt Walpertskirchen ( location ) is located northwest of the Walpertskirchen town center. When it opened, the station was classified as an Expedition II. Class and, in addition to the continuous main track with an intermediate platform, had a siding on the house platform and a loading track with a ramp connected to the west on one side. A two-storey station building, a toilet building, a goods shed on the loading platform and two exchange attendant houses on the entry points were present on the high-rise buildings. In the course of centralization, the Bavarian State Railways extended the siding in 1900 and tied the loading track with four points on both sides. They also built a siding on both sides in the east of the station, which until 1909 was used to transfer freight wagons from the local line to Haag , which branched off in the neighboring Thann-Matzbach station, to the main line.
In 1963 the siding that was no longer in use was dismantled. On August 1, 1966, the Deutsche Bundesbahn closed the siding and converted the Walpertskirchen station into an unoccupied stop. The station building, which had been vacant since then, and the goods shed were demolished in April 1976. In June 1983 the Deutsche Bundesbahn set up an unloading system connected to the loading track in Walpertskirchen, which was used to deliver bulk goods for the local Raiffeisen warehouse. On May 22, 1993 the local freight traffic was stopped. In mid-1994, Deutsche Bahn shut down the loading platform and the bulk goods system and dismantled them in November 1994 so that the stop became a stop. The stop is equipped with a side platform; The western exchange attendant's house is still preserved from the high-rise buildings.
Thann-Matzbach
The Thann-Matzbach train station ( Lage ) is located east of the town of Thann , 1.5 kilometers north of the center of the municipality of Lengdorf . The Bavarian State Railways put the Thann-Lengdorf station into operation on June 20, 1887 as a stop with limited freight service. With the establishment of the branching local railway to Haag , it was expanded into a separation station in 1900 and renamed Thann-Matzbach . Since the closure of the last section of the branch line in 1991, Thann-Matzbach has only been an intermediate station of the main line.
Dorfen train station
The Dorfen Bahnhof ( location ) station is one kilometer southwest of the old town of Dorfen . It went into operation as an alternative and water station under the name Dorfen and was the most important station between Munich and Mühldorf. With the opening of the local railway to Velden , it was renamed the Separation Station in 1898 and Dorfen Bahnhof in 1903 . The station was the seat of two railway master offices . With the closure of the branch line in 1993, it became an intermediate station again.
Wasentegernbach
The Wasentegernbach stop ( location ) in the north of Wasentegernbach went into operation on October 15, 1898 as the fifth class station . It was created on the initiative of the local innkeeper from barrier post 19; the previous post building served as the station building. From 1900, the stop was approved as a station with limited freight service for general cargo loading . In 1915, the Bavarian State Railways set up a private siding for the grain trade at the station restoration and expanded the stop into a stop with its own signal box. A decommissioned freight wagon was set up as a makeshift goods shed at the siding for the consistently low freight traffic. Due to its low usage, the Deutsche Bundesbahn gave up the siding on October 11, 1982 and rebuilt the stop back to the stopping point. On May 29, 1988 the Wasentegernbach stop was closed. In 2017, Deutsche Bahn lifted the remaining barrier post as part of a renewal of the level crossing technology and demolished the station building and the platform.
Schwindegg
Schwindegg train station ( Lage ) is located on the northern outskirts of Schwindegg , about 500 meters west of Schwindegg Castle . When it went into operation, the station was equipped as an expedition I. Class with a three-storey reception building, two toilets, a goods shed and two change attendant houses at the ends of the station. The track system consisted of the continuous main track on the house platform, a siding with an intermediate platform and a loading track on one side to the west at the goods shed, from which a stub track branched off to the loading ramp. Later, in order to extend the usable length, the position of the continuous main track and siding was swapped, so that from then on the siding was on the house platform. Around 1900, the Bavarian State Railways tied the local freight facility on both sides and laid an additional siding between the siding and loading siding, which they extended between the platforms and the reception building to a wooden loading area in the east of the station. They also built a residential building for railway employees near the station building. Before the First World War, seven private loading halls were available at the local freight facility to handle the high volume of goods.
In 1970 the track to the timber loading area, which had previously been designed as a stump track, was also connected to the siding on the east side. From 1984 to 1985, the Deutsche Bundesbahn dismantled most of the side tracks: In addition to the two main tracks, the former wooden loading track, which was only connected to the east on one side, was still used as a connection for a warehouse in the west of the station. The loading track, which was no longer used from the 1990s, was dismantled around 2015. The station building has been preserved and will continue to be used for rail operations.
Weidenbach
Weidenbach train station ( Lage ) is located in the east of Weidenbach , two kilometers northwest of Heldenstein . It was opened as a passenger stop and at the beginning was only equipped with a simple platform on the track, a two-storey stop building of the larger design and a toilet building. Due to the strong increase in traffic, the Bavarian State Railways expanded the station into a train station in 1881 and built a siding with a platform as well as a loading track with a goods shed and loading ramp. For a short time the station was run as an 1st class expedition and later as a 4th class station. In 1893 the Bavarian State Railways enlarged the station building, which had become too small, by expanding it to the east and adding a third floor.
In 1984 the Deutsche Bundesbahn rebuilt the loading track, which was connected on both sides, except for a short piece that still served as a siding to an agricultural warehouse. Since the dismantling of this siding, only the continuous main track with intermediate platform and the siding on the house platform have remained. The station has a very low number of passengers and is only served by individual trains. The reception building and the annex have been preserved.
Ampfing
The station Ampfing ( location ) is located in Ampfinger local area southwest of the center. As an expedition I. Class , it was equipped from the start with three main tracks, a siding on the house platform, the continuous main track with an intermediate platform and another siding without a platform. A three-storey station building, two toilet buildings, a goods shed and two exchange attendant houses at the level crossings at the west and east end of the station were present in the high-rise buildings. To the west of the station was the unilaterally connected local goods facility with butt tracks to the loading ramp and the goods shed. In Ampfing there was a railway maintenance office until 1930 , which was initially housed in an extension to the goods shed, and from 1896 to the east of the reception building.
In 1900 the Bavarian State Railways built a siding for freight wagons between the loading siding and the northern siding. Later a private siding to an impregnation facility was built at the east end of the station . In the 1960s, the Deutsche Bundesbahn set up a siding to a mineral oil company south of the main track . With the double-track line expansion between Ampfing and Altmühldorf, Deutsche Bahn completely rebuilt the station by December 2010. The station received two new barrier-free outer platforms on tracks 1 and 2; the platform-free siding 3 was dismantled. The reception building is still in use and contains a ticket sales point.
Mühldorf (Oberbay)
The Mühldorf (Oberbay) ( Lage ) train station , as the operational center of the route, was equipped with extensive high-rise buildings, a water station and a locomotive shed from the start. Since the opening of the main line to Plattling in 1875, the main line to Rosenheim in 1876, the local line to Burghausen in 1897 and the main line to Freilassing in 1908, Mühldorf has been an important railway junction. The previous locomotive station became an independent depot in 1926. From 1939 to 1942, the Deutsche Reichsbahn added a large marshalling yard to the station.
Töging (Inn)
The Töging (Inn) ( Lage ) train station is located in the east of the city of Töging am Inn . It went into operation on October 15, 1882 as a stop at an existing barrier post and was the first newly established station after the route was opened. The building of the barrier post served as the station building, which received an extension with service and waiting room on the east side. In 1907, the Bavarian State Railways expanded the stop into the station and equipped it with a siding and a signal box. From 1922/23, a factory line from Innwerk, Bayerische Aluminum AG , branched off at the east end of the station , for which extensive extensions took place at Töging station. To the south of the two existing main tracks, the Deutsche Reichsbahn set up two transfer tracks in the east for traffic to the works railway and in the west a local freight facility with a loading ramp and freight shed connected on both sides; in the north she moved a second siding with a platform. In addition, to the west of the previous station building, they built a new two-story station building and an auxiliary building by 1923.
The old station building, which had served as a residential building since 1924, was demolished in 1964. From the 1970s, the Deutsche Bundesbahn gradually dismantled the track systems in Töging. The works railway was closed at the end of 2013 and the Töging freight station closed on January 1, 2016. This means that only the continuous main track on the house platform and a sideline with an intermediate platform are in operation. The reception building from 1923 has been preserved.
Neuötting
The former train station and today's Neuötting stop ( Lage ) is located in the Eisenfelden district of the Winhöring community , about 2.5 kilometers north of the old town of Neuötting . From May to June 1871 it was the provisional terminus of the route from Munich for a month, then an alternative and water station with the seat of a railway maintenance office. From 1906 to 1930 the Neuötting – Altötting steam tram began on the station forecourt . In 1980 the station was dismantled to a stop and in 2015 to a stop. The empty reception building is a listed building .
Perach
The Perach train station ( Lage ) in the south of the municipality of Perach was not originally planned and was subsequently added to the route planning. As a simple passenger stop, it was initially equipped with a two-storey stop building and a platform on the track. At the end of the 1890s, the Bavarian State Railways expanded the stop to the station and built a siding with a platform and a wooden goods shed. In 1900, a siding was built south of the main track, from which a siding to a warehouse branched off in the east.
On February 1, 1980, the Deutsche Bundesbahn converted the station into an unoccupied stop and alternative junction ; in the process, she rebuilt the siding and parts of the siding. All that remained was the continuous main track and the track connection to the warehouse, which was served from Mühldorf. On June 1, 1986, the Deutsche Bundesbahn stopped passenger traffic at the Perach stop. Freight traffic at the remaining alternative junction ended in 1991. The reception building and the goods shed have been preserved and are privately owned.
Marktl
Marktl train station ( Lage ) is located northeast of the center of Marktl on the municipality border between Marktl and Stammham . The station, classified as Expedition I. Class , was equipped with a two-storey reception building, a toilet building, a goods shed and two exchange attendant houses at the ends of the station when it opened. The track system consisted of the continuous main track on the house platform, to the north of it two platform-free sidings and in the west of the station a loading track on one side at the goods shed with a butt track to the loading ramp. Marktl station had the second largest volume of traffic along the route in terms of cattle dispatch after Simbach station. In 1886, the Bavarian State Railways therefore set up a stump track east of the reception building for loading cattle. In 1900, in the course of centralization, the position of the continuous main track and the southern sidings were reversed; henceforth the siding was on the house platform and the continuous main track on a new intermediate platform. At the same time, the Bavarian State Railways tied the local freight facility on both sides and laid an additional siding between the loading and siding.
At the beginning of the 1930s, two private sidings were built in the west of the station, which were connected to the local freight facility. The Deutsche Bundesbahn began to dismantle the sidings in the late 1970s. In 1991 the Deutsche Bundesbahn stopped loading goods in Marktl. Now only the three main tracks are left, two of which are equipped with platforms. The station building and the goods shed have been preserved.
Book (Inn)
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The Buch (Inn) ( Lage ) train station was in the Buch district of the Julbach community . It was built as a passenger stop with a barrier post and was equipped with a two-storey stop building of the larger design and a toilet building next to the main line. In 1899, the Bavarian State Railways expanded the stop to the station, which was classified as a Class V station with freight traffic . To the north of the continuous main track, they built a siding with a platform and a new two-story station building. The previous stopping building continued to serve as a residential building and barrier post. During or after the First World War, the station to the east of the reception building was given a local goods facility with a goods shed, a loading ramp and a loading street, which was connected on both sides.
On May 27, 1979, the Deutsche Bundesbahn downgraded the station to an unoccupied stop and alternative junction and dismantled the siding. On June 1, 1986, she gave up the passenger traffic stop in Buch. In 1991, freight traffic was stopped and the loading track was subsequently dismantled. The reception buildings from 1871 and 1899 have been preserved as residential buildings.
Julbach
The Julbach stop ( location ) in the southeast of the municipality of Julbach went into operation on June 20, 1907 at the location of barrier post 42. It was only equipped with a single-storey wooden station building to the west of the level crossing. Later he received a wooden goods shed east of the level crossing. On September 30, 1978 the Deutsche Bundesbahn lifted the barrier post; since then the breakpoint has not been occupied. On May 31, 1987, the breakpoint was closed and the building demolished shortly thereafter.
At the initiative of the municipality of Julbach, the Südostbayernbahn opened a new stop in Julbach on June 30, 2004, which consists of a barrier-free side platform west of the level crossing. Three quarters of the construction costs of around 400,000 euros were borne by the Free State of Bavaria, and a quarter by the municipality and the Südostbayernbahn.
Simbach (Inn)
The Simbach (Inn) ( Lage ) station in the south of the municipality of Simbach am Inn was built as a border station between Bavaria and Austria. The station was equipped with generous tracks and buildings, two workshops and a water station. From 1910 to 1969 it was a separation station, where the local railway branched off to Pocking and Kößlarn . With the decline in cross-border traffic and the abolition of border controls, it lost its importance and is only a transfer point between German and Austrian regional trains.
Buildings
By October 30, 1867, the General Directorate of the Royal Transport Authority drew up a first program for the buildings on the Munich – Simbach railway line, which they revised again in 1868. In a cost overview drawn up in September 1869, the General Directorate estimated construction costs of 470,990 guilders for the buildings at the intermediate stations - excluding the Haidhausen and Simbach stations . The architect was initially Friedrich Bürklein , later Jakob Graff . All buildings along the route were built using exposed brick . The reception buildings were predominantly two- to three-story buildings with flat hipped roofs in different sizes, which are called Bavarian cubes due to their shape .
- The Riem and Perach stops, which were not yet planned in the original planning, were given two-storey square stop buildings of the simplest design. The buildings were equipped with a service room and a waiting room on the ground floor ; The station toilets were in a small annex.
- At the other stops in Poing, Hörlkofen, Weidenbach and Buch, two-storey stop buildings of the larger design with a floor area of 9.00 mx 8.50 m were built. In addition to the service and waiting room, they also contained a vestibule on the ground floor. All of these buildings turned out to be too small after the stops were upgraded to train stations. In Hörlkofen and Weidenbach, the station buildings were expanded in 1893 and increased replaced in Poing and book in 1893 and 1899 by new buildings.
- The Feldkirchen and Walpertskirchen train stations, classified as second-class expeditions , were equipped with two-storey reception buildings on an area of 14.20 mx 9.90 m. The expedition I. Classe Schwindegg received a three-story building with the same floor plan. The ground floor consisted of a lobby with a ticket office, a first and second class waiting room, a third class waiting room and a duty room; Sometimes there was also a room for the station servant.
- At the Schwaben and Ampfing stations, classified as 1st class expeditions , the Bavarian State Railways erected three-storey reception buildings with a vestibule, two waiting rooms and a service room. The building in Swabia had a footprint of 15.50 m × 10.50 m, the Ampfing building was a little smaller. The Dorfen train station received a significantly larger station building with a floor area of 21.20 m × 12.00 m and five window axes . The floor plan of the station building at Marktl station was roughly the same as the Dorfen building, but it was only two-story, and the ground floor was equipped with arched windows and doors.
- The stations with the greatest volume of traffic in Haidhausen, Mühldorf, Neuötting and Simbach were given large, individually designed buildings with side wings and arched elements that differed significantly from the other reception buildings on the route.
In the upper floors of all reception buildings there were service apartments for the railway staff. The buildings in Feldkirchen, Swabia and Dorfen were later supplemented by single-storey side wings; In addition, some buildings were fitted with signal boxes on the track side. In the 1930s, the brickwork was plastered on most of the reception buildings . With the exception of Haidhausen (today Munich East), Riem, Walpertskirchen and Mühldorf, all station buildings from the opening time are still there.
All stations were equipped with two change attendant houses at the entry points. The warden's houses were single-storey buildings with a gable roof on a floor area of 10.00 mx 6.20 m and contained the apartment of the exchange attendant as well as a room for relievers. Identical buildings were built at the barrier posts along the route.
At the water stations Schwaben, Villages, Mühldorf, Neuötting Simbach and built the Bavarian State Railways waterfront homes that have been designed as a three-storey buildings with a flat roof. They contained a steam water pump on the ground floor, a service apartment on the mezzanine floor and two water tanks on the upper floor .
Signal boxes and security technology
After the line went into operation, the stations were initially set on site by change attendants. From 1875, the Bavarian State Railways equipped the stations with platform signals on the house platform , which indicated whether the train had to stop at the station or was allowed to pass. From 1876 onwards, they also secured the station entrances with entry signals , which were designated as station closure telegraphs and provided by the exchange attendant.
In 1900 the Bavarian State Railways started a program to centralize the point and signal operation along the route in order to increase the safety and efficiency of rail operations. In the course of this, they put Krauss- type mechanical interlockings with crank mechanisms into operation at all train stations between Munich and Simbach until 1903 . In the smaller stations, the entire signal box technology was housed in a command signal box , which was located in the reception building or outdoors on the house platform. The Feldkirchen , Ampfing and Neuötting stations also received an interlocking system opposite the reception building, while the Riem, Schwaben and Dorfen stations received two interlockings at the ends of the station. The Bavarian State Railways built two-storey signal towers with a hipped roof for the guard interlockings, which were made of exposed brick. The previous entry and platform signals have been replaced by new entry and exit signals of the Bavarian design . The Simbach border station was not included in the centralization program, the course of which was initially still set on site.
After the establishment of the works railway to the Innwerk, the Töging station was the first station on the line to receive a mechanical signal box of the standard design instead of the previous Krauss signal box. In 1931 the Deutsche Reichsbahn equipped the Simbach station, which had not been centralized until then, with mechanical interlockings of the standard design. Another standard signal box went into operation in 1959 at Thann-Matzbach station . The Mühldorf station received new electromechanical signal boxes in the course of the construction of the marshalling yard until 1943 .
In the 1960s, the Deutsche Bundesbahn replaced the mechanical interlockings and form signals at some stations with new relay interlockings and light signals based on the H / V signal system . In 1965 it started operating at the Marktl train station and in 1967 at the Feldkirchen and Ampfing train stations with Siemens- type Dr S2 pushbutton interlockings . In 1967, a Siemens standard Sp Dr S60 track plan push button interlocking began operating at Markt Schwaben station . In 1977 Töging station also received a push-button interlocking of the type Dr S2 . In 1989 the Deutsche Bundesbahn set up a Lorenz Sp Dr L30 track plan pushbutton interlocking in Simbach station , from which the pushbutton interlocking in Marktl was remotely controlled . The Mühldorf – Simbach section was thus completely converted to traffic light technology.
In 2000, Deutsche Bahn equipped the Mühldorf station with an electronic interlocking (ESTW) from Siemens and light signals based on the Ks signal system . In 2004, another Siemens ESTW with Ks signals went into operation in Dorfen station, replacing the last two mechanical interlockings on the route. As part of the double-track expansion in the Ampfing – Mühldorf section, Deutsche Bahn decommissioned the pushbutton interlocking in Ampfing in 2010 and linked the Ampfing station to the Dorfen electronic control system.
The Krauss-type mechanical interlockings from 1900 and in Thann-Matzbach the standardized mechanical interlocking from 1959 are still in operation at the Hörlkofen, Schwindegg and Weidenbach stations between Markt Schwaben and Ampfing. These four stations are still equipped with form signals and locally manned by dispatchers . Relay interlockings with H / V signals are in operation between Munich and Markt Schwaben as well as in Töging, Marktl and Simbach. The train stations in Dorfen, Ampfing and Mühldorf are equipped with electronic interlocking technology and Ks signals.
Originally there were 44 barrier posts on the route , at which gatekeepers operated the barred level crossings using rope winches . From the 1960s, the Deutsche Bundesbahn replaced the guard-operated barriers at many level crossings with train-operated barriers or flashing light systems , so that the number of barrier posts was increasingly reduced. The last barrier post on the open route in Wasentegernbach was closed in 2017. There are still guard-operated level crossings in the Hörlkofen, Dorfen and Weidenbach stations.
Engineering structures
The Bavarian State Railways laid the abutments and pillars of the bridge structures for double-track operation when the line was built. The bridges over the Sempt near Markt Schwaben and over the Isen near Dorfen and Neuötting were designed as single-span iron half-timbered structures with clear widths of up to 20 meters. The bridge over the Schwillach between Markt Schwaben and Hörlkofen was built as a two-span truss bridge with a brick central pillar. Later, the truss bridges from the time the route was opened were replaced by simple girder bridges with steel girders.
The largest engineering structure on the route is the 400-meter-long border bridge over the Inn between Simbach and Braunau. It was built as an iron truss bridge on five pillars with clearances of almost 60 meters and crosses the river at an angle of 60 degrees. The superstructures that were blown up in World War II were initially replaced by a war bridge; by 1978 the bridge received new supporting structures with strut trusses .
Vehicle use
Bavarian State Railways
For the operation of the Munich – Simbach railway line, the locomotive factory J. A. Maffei built seven B VI class B VI locomotives with a tender , which were named Thalkirchen , Haidhausen , Schwaben , Schwindegg , Marktl , Neuötting and Poing after stations on the line . The locomotives of class B VI, like the older class B V , were used in front of the passenger trains from the opening and were stationed in the Simbach workshop. The freight trains were hauled by triple-coupled locomotives of classes C II and C III from the Simbach depot. Before the express trains, the Bavarian State Railways used the new class B VIII from 1872 and from 1874 the first express train locomotives of the B IX class , which were based in the Munich depot. Before the Orient Express, the latest express train locomotives from the Munich depot were always in use between Munich and Simbach, initially the class B IX, from 1889 the class B X and from 1892 the class B XI , finally until 1897 the single piece of the class AA I for a short time .
The 1897 recorded suburban traffic between Munich and East Schwaben was by Bw München Ost with tank locomotives of the genus D IX performed. Before the express and express trains were reintroduced in 1899, the Bavarian State Railways used locomotives of type B XI. From 1906, the class B XI was also used from the Simbach depot in front of the passenger trains, where it replaced the class B VI that had been in use since the opening. In the freight train service, the class C III was replaced from around 1900 by the newer class C IV , which was stationed in the Munich East and Simbach workshops. Later some goods and cattle trains were hauled by the faster class C VI locomotives.
The passenger trains were initially made up of two-axle compartment cars and mail cars . After 1900 the express trains consisted of three-axle compartment and passage cars . In 1906, two- and three-axle cars as well as the first ABB type bogie through cars were used in passenger trains . By 1914, the compartment cars were almost completely replaced by type C3i and B3i through cars.
German Reichsbahn
The Bavarian Group Administration of the Deutsche Reichsbahn replaced most of the old Bavarian types on the main line with new locomotives in the 1920s. From December 1924 to January 1926, she switched the express and passenger trains between Munich and Simbach to tank locomotives of the Prussian type T 18 , which she stationed at the Simbach depot. The freight trains were from the depots Simbach and Munich East from 1925 with steam locomotives of the genus G 3/4 H covered, from the summer of 1928 came from Simbach from Prussian G 10 used. Around 1930 the passenger trains consisted mainly of three-axle through cars, some of which were mail cars, express goods and milk train cars .
In 1922, tank locomotives of the class Pt 2/3 were used in suburban traffic to Swabia . As of 2 November 1926, the German Reichsbahn put on suburban trains in the depot München Ost stationed Akkumulatortriebwagen the type Wittfeld and in 1930 the Reichsbahn-type one, which replaced completely the covered with the genus D IX car trains in suburban traffic to the 1930th Only in the excursion traffic on weekends were the suburban trains still run as wagon trains with the class Pt 2/3. In addition, Pt 2/3 of the Mühldorf depot were used in front of passenger trains turning in Mühldorf to Munich East and Simbach. From 1935, the Deutsche Reichsbahn hauled some of these trains with the 64 series .
The Munich – Bad Aussee express train pair, which ran in 1938 and 1939, was formed from four-axle express train wagons and hauled by Bavarian express locomotives of the class S 3/6 or Austrian tank locomotives of the class 77 2 . In addition, after the "Anschluss", Austrian steam locomotives of the series 429 , 170 , 270 , 229 and 29 were used in freight traffic on the route that were tied through beyond Simbach. From 1939 the German Reichsbahn sat in front of the freight trains from Bw Simbach from also einheitsdampflokomotive the 50 series one. In December 1941 it completely replaced the previous mainline locomotives from the Simbach depot with the class 38 4 for passenger traffic and the Bavarian G 3/4 H for freight traffic. In the further course of the war, the freight trains were taken over by class 52 and 42 war locomotives from 1943, and the passenger trains by Prussian P 8s from 1944 .
By 1948, the war locomotives in front of the freight trains were replaced by Prussian G 10s stationed in Mühldorf and Simbach. A class 03 10 express locomotive was used from August 1946 to May 1947 in front of a pair of express trains from Munich to Mühldorf .
German Federal Railroad
From 1951 to 1956, the German Federal Railroad sat diesel railcars of the class VT 50 on a Eilzugverbindung from Munich to Simbach and Passau with outflanking in Mühldorf a. From 1955 new Uerdingen rail buses of the VT 95 series from the Simbach depot were used on the passenger trains between Mühldorf and Simbach, and occasionally also as far as Munich . With the closure of the Simbach depot in May 1959, the locomotive-hauled passenger train services on the route, with the exception of suburban traffic, were transferred to the Mühldorf depot. The freight trains were hauled by class 50 and 64 locomotives in the 1950s, which replaced the Bavarian G 3/4 H by 1954 and the Prussian G 10 by 1960.
In suburban traffic in Munich and in front of individual trains to Dorfen, the Deutsche Bundesbahn continued to use class Pt 2/3 and class 64 locomotives in addition to the accumulator railcars, and from 1950 to 1953 also Prussian T 18. From 1958 new accumulator railcars of the ETA class appeared on the suburban trains 150 used. From 1960 onwards, some suburban transport services and the passenger trains between Mühldorf and Simbach were carried out with rail buses of the VT 98 series .
On March 12, 1965, the use of large diesel locomotives of the V 160 series began in passenger service. Before the passenger trains between Munich and Mühldorf, the Prussian P 8 were completely replaced by the V 160 and class 01 steam locomotives . When the 01 series came to an end in 1967, only diesel locomotives were used in passenger transport. In 1965 the use of the 64 series ended before the local freight trains; Their services were taken over by new V 100 series diesel locomotives . From 1969 the Deutsche Bundesbahn replaced the standard steam locomotives of the 50 series stationed at the Mühldorf depot with diesel locomotives of the 215 and 216 series in freight train service , so that in 1970 the planned use of steam locomotives on the line ended. From 1970 diesel locomotives of the 218 series were used, which replaced the 216 series in passenger and freight train service by 1973 and the 215 series by 1976.
By 1957, the Deutsche Bundesbahn converted most of the passenger trains to three-axle conversion cars . Four-axle express train wagons continued to run in the express trains and, in some cases, three-axle Bavarian through wagons until the 1960s. In the suburban trains, two-axle standard wagons of the all-steel design (Donnerbüchsen) were still used. From 1964, the Deutsche Bundesbahn started using n-wagons , which replaced all older passenger wagons on the route by the mid-1970s.
After the electrification of the Munich – Markt Schwaben section, some suburban trains were briefly hauled by class 144 electric locomotives from 1970 . With receiving the train operation, the suburban 1972 went completely to the three-piece electric railcars of the class 420 on, whereby the use of Akkumulatortriebwagen ended. In the S-Bahn connection traffic from Markt Schwaben to Dorfen and Mühldorf, diesel locomotives of the 212 and 218 series with n-car push- pull trains and, from 1978 to 1991, Uerdingen rail buses were used.
Deutsche Bahn
From November 1993, the Deutsche Bundesbahn used Görlitzer double-deck cars on the Munich – Mühldorf express trains, which were initially hauled by class 217 diesel locomotives and then by class 218. Between Mühldorf and Simbach, Deutsche Bahn replaced the rail buses in 1994 with new two-part class 628.4 diesel multiple units, which they stationed at the Mühldorf depot. From 1995 to 1997 and again from 1998 until it was discontinued in 2002, the new railcars also took over the S-Bahn connection services .
On December 15, 2002, Deutsche Bahn switched the S-Bahn traffic between Munich and Markt Schwaben from the 420 series to the new four-part electric multiple units of the 423 series . Since June 2017, some S-Bahn services on the route have been carried out with class 420 multiple units.
Diesel locomotives of the 2016 series with ÖBB Eurofima wagons were used on the Munich – Linz train pair, which ran from 2008 to 2012 . In May 2014, the use of class 245 diesel locomotives between Munich and Mühldorf began . Until December 2016, the Südostbayernbahn was still using n-cars in individual amplifier trains from Munich to Simbach. Since then, most regional trains from Munich to Mühldorf and the two regional express train pairs from Munich to Simbach have been using class 218 and 245 locomotives with double-decker cars; Individual services are provided with class 628 railcars. Between Mühldorf and Simbach, apart from the trains connected to Munich, class 628 railcars are used.
In freight transport in the 1990s, Deutsche Bahn used class 218 double units in front of block trains and class 360 , 290 , 211 and 218 locomotives in front of transfer trains . DB Cargo hauled the freight trains on the route with locomotives of the 217 , 218 and 225 series stationed in Mühldorf until 2011 and with the 232 and 233 series until the mid-2010s . Since 2010, new class 247 ( Class 77 ) diesel locomotives have been used in front of the block trains . The transfer trains in the Munich area are hauled by the 294 series.
traffic
passenger traffic
1871-1945
In the first provisional timetable, the Bavarian State Railways used two pairs of freight trains a day from May 1, 1871, with passenger transport between Munich and Neuötting . With the opening of the entire route from June 1, 1871, a pair of passenger trains operated as a mail train and two pairs of freight trains with passenger transport ran from Munich to Simbach . In 1872 the Bavarian State Railways set up their first regular timetable, which provided for two pairs of mail trains from Ulm to Simbach and a pair of freight trains with passenger transport from Munich to Simbach. In addition, from 1872 a pair of express trains traveled with the Courierzug 183/184 from Paris to Vienna on the route, which only stopped in Haidhausen , Dorfen , Mühldorf and Neuötting between Munich and Simbach . The mail trains stopping at all stations took four hours for the route Munich – Simbach, while the courier train covered them in three hours. From 1873 the courier train only stopped in Haidhausen and Mühldorf. After just a few years, the Bavarian State Railways separated passenger traffic from goods traffic and replaced the last passenger train with a mail train.
From June 5, 1883, the Bavarian State Railways ran the newly established Orient Express from Paris to Giurgiu on the Munich – Simbach line. The luxury train , which initially ran twice a week and from 1884 onwards, replaced the previous Paris – Vienna courier train and ran the route from Munich Central Station to the Simbach border station in just 2:20 hours at night without stopping. On May 1, 1897, the Orient Express , which had been traveling from Paris to Constantinople since 1888, was relocated from the Munich – Simbach route to the longer route via Rosenheim and Salzburg.
In 1891 the Bavarian State Railways operated four pairs of passenger trains between Munich and Simbach, and from 1895 five pairs of passenger trains stopping at all stations. After the introduction of suburban traffic with additional stations between Munich East and Swabia , the passenger trains running the entire route continued to stop only in Riem , Feldkirchen and Poing . As a replacement for the now obsolete Orient Express, they reintroduced a pair of express trains from Munich to Simbach in 1899, which, with up to 14 stops, had a travel time of up to three hours. In 1902 it was therefore downgraded to an express train and in 1907 to a passenger train. As an alternative, a new pair of express trains from Munich to Mühldorf was added to the winter timetable in 1907, which only stopped in Munich East, Swabia, Dorfen and in one direction in Thann-Matzbach ; from 1908 it was tied through to Simbach.
With the opening of the Mühldorf – Freilassing main line , international long-distance traffic returned on the Munich – Mühldorf section from July 1909. Instead of the express train, the Bavarian State Railways introduced two pairs of express trains from Munich via Mühldorf to Salzburg with stops in Munich East and Dorfen, in which through coaches ran from Berlin , Cologne and Paris to Vienna and Trieste . With the beginning of the First World War, the Bavarian State Railways stopped express trains and reduced the number of passenger trains. By August 1918, travel was reduced to three pairs of passenger trains on weekdays and four on Sundays.
After the end of the war, five pairs of passenger trains ran daily between Munich and Simbach, which were supplemented by two express trains from Munich to Mühldorf from the beginning of the 1920s. With the summer timetable in 1923, the Deutsche Reichsbahn introduced a cross-border day express train pair from Munich via Simbach to Vienna, which it discontinued for the next winter timetable. Due to the high number of passengers, the Deutsche Reichsbahn planned to relieve the traffic between Munich and Mühldorf for most passenger trains and individual express trains from the mid-1920s onwards . From the 1928 summer timetable, an accelerated passenger train (BP) established an additional night connection between Munich and Mühldorf.
After the "Anschluss" of Austria, the Deutsche Reichsbahn used a seasonal express train pair from Munich to Bad Aussee in the summer timetables of 1938 and 1939 , which only stopped in Munich East, Mühldorf, Neuötting and Simbach. In addition, four pairs of passenger trains from Munich East to Simbach, two pairs of passenger trains from Munich East to Mühldorf and Mühldorf-Simbach and two pairs of express trains from Munich Hbf to Mühldorf ran on the 1939 route on weekdays. The passenger trains took about three hours to cover the entire route and 1.5 hours to Mühldorf, while the fastest express trains covered the Munich East – Mühldorf route in one hour. The beginning of the Second World War ended the service of the seasonal express train pair. In the further course of the war, the Deutsche Reichsbahn reduced the offer and stopped the express trains; In 1943, four pairs of passenger trains were still traveling from Munich to Simbach, two from Munich to Mühldorf and one from Mühldorf to Simbach.
Since 1945
In the post-war period, the train supply initially remained low; In January 1946, two pairs of trains ran between Munich and Simbach on weekdays, and one each from Dorfen to Mühldorf and one from Mühldorf to Simbach. From July 1946 there was again a pair of express trains from Munich to Mühldorf. By 1949 the number of passenger trains rose again significantly. From 1950 a pair of trains operated as express railcars (ET) drove from Munich to Simbach and Passau , which were winged at Mühldorf station . In addition, the German Federal Railroad used two pairs of express trains and four to five pairs of passenger trains from Munich to Simbach in the 1951/52 winter timetable, which were supplemented by individual trains on the Munich East – Dorfen, Dorfen – Mühldorf and Mühldorf – Simbach sections. The travel time of the passenger trains on the entire route was between 2:45 and 3:40 hours, the express trains took around 2:20 hours with intermediate stops in Munich East, Markt Schwaben, Thann-Matzbach, Dorfen, Ampfing , Mühldorf and Neuötting.
From the mid-1950s, the use of rail buses between Mühldorf and Simbach broke most of the train runs in Mühldorf. In the 1956 summer timetable there were only three daily through trains from Munich to Simbach and one train from Simbach to Munich; the other connections had to be changed at Mühldorf station. In May 1966, the Deutsche Bundesbahn completely stopped the continuous passenger trains with the exception of a single express train from Simbach to Munich on Sundays. In the 1966/67 winter timetable, seven to eight passenger trains and three express trains ran between Munich and Mühldorf on weekdays, one of which continued from Mühldorf to Passau. Eight pairs of passenger trains drove between Mühldorf and Simbach, some of which were tied from Simbach to Pocking .
With the introduction of the S-Bahn service to Markt Schwaben, the Deutsche Bundesbahn changed the train service between Munich and Mühldorf for the 1972 summer timetable. Between Markt Schwaben and Mühldorf it introduced a S-Bahn connection with six pairs of trains, while only three continuous pairs of local trains remained from Munich to Mühldorf. Instead, there were now six pairs of express trains for the continuous Munich – Mühldorf train service, most of which ran from Mühldorf to Burghausen and Passau. As a result, the smaller stations Hörlkofen , Walpertskirchen , Thann-Matzbach, Wasentegernbach , Schwindegg and Weidenbach could only be reached from Munich by changing to Markt Schwaben at most times. In 1972, ten pairs of trains ran between Mühldorf and Simbach on weekdays and six to seven on Sundays.
To connect the Rottal thermal baths , the Deutsche Bundesbahn introduced two continuous express trains from Munich to Simbach and one express train in the opposite direction in May 1978, from which there was a connection to a train bus to Bad Birnbach at Simbach station . On May 31, 1981, it set up a direct through car between Munich and Linz , which ran on the Munich – Simbach express train, thus establishing a cross-border connection via Simbach for the first time since 1939. From June 1991 the through car only ran as far as Wels and was finally discontinued in May 1994.
In the 1991/92 winter timetable, the express trains ran between Munich and Mühldorf with 15 to 16 pairs of trains on weekdays at approximately hourly intervals. Six pairs of express trains were tied through to Simbach and, together with four pairs of local trains, formed an approximate two-hour cycle in the Mühldorf – Simbach section. In the S-Bahn connection traffic, which only runs on weekdays, four trains ran from Markt Schwaben to Mühldorf, two to Dorfen and one to Thann-Matzbach. With the Mühldorf line star , Deutsche Bahn introduced a clock node at Mühldorf station on May 29, 1994 and a fixed hourly service on the Munich – Mühldorf and Mühldorf – Simbach lines. The Südostbayernbahn abandoned the S-Bahn connection traffic in December 2002 and replaced it with hourly through regional trains between Munich and Mühldorf with stops at most intermediate stations.
From December 14, 2008, the Südostbayernbahn and the Austrian Federal Railways again offered continuous passenger train services between Bavaria and Upper Austria . A pair of Regional Express trains ran from Linz to Munich in the morning and in the opposite direction in the evening with just a few stops. A pair of trains was also set up between Mühldorf and Linz with stops at most of the stations, offering a direct connection to Austria in the morning and an opportunity to return in the evening. On December 8, 2012, the Munich – Linz train pair and on December 15, 2013 also the Mühldorf – Linz train pair were discontinued.
In 2020, the Südostbayernbahn will be running regional trains every hour between Munich Hbf and Mühldorf , which take around 70 minutes to cover the route. The Walpertskirchen stop is only served about every two hours and the Thann-Matzbach and Weidenbach stations are only served by individual trains. On the Mühldorf – Simbach section, regional trains run every hour between 5:00 a.m. and 11:00 p.m. with a journey time of around 35 minutes. For commuter traffic, two Regional Express trains run free of charge from Simbach to Munich on weekdays and back from Munich to Simbach in the afternoon. With additional amplifier trains between Munich East and Mühldorf, a 20 to 30-minute cycle is established on this section during rush hour .
Suburban and S-Bahn transport
From May 1, 1897, seven pairs of trains ran between Munich East and Swabia in suburban traffic, serving all stations in this section. In Schwaben station there was a connection to the trains on the Schwaben – Erding branch . By 1914, the offer increased to nine pairs of trains from Munich East to Swabia, one of which from 1910 continued on via Swabia directly to Erding . Additional trains ran between Munich East and Feldkirchen. During the First World War, the number of suburban trains decreased.
From the beginning of the 1920s, the Deutsche Reichsbahn tied all suburban trains from Munich East via Swabia to Erding without changing trains. In 1925 there were five pairs of trains from Munich East to Erding, which were supplemented by four pairs of trains from Munich East to Feldkirchen. In 1927 a pair of suburban trains was introduced from Munich East via Markt Schwaben to Dorfen as an experiment, but was given up again in 1928. With the increasing commuter traffic, the Deutsche Reichsbahn expanded the number of suburban trains in the 1930s; In 1939 she used nine pairs of trains from Munich East to Erding, five pairs of trains to Markt Schwaben, two to Feldkirchen and five to Munich-Riem. During the Second World War, suburban traffic between Munich East and Markt Schwaben decreased to ten pairs of trains by 1943.
In the 1951/52 winter timetable, 17 pairs of suburban trains ran between Munich East and Markt Schwaben, twelve of which continued to Erding. In addition, there were now six pairs of trains from Munich East to Feldkirchen and three to Munich-Riem. This supply remained roughly constant until the early 1970s; only the trains turning in Feldkirchen and Riem were dropped.
When the Munich S-Bahn started operating in the Munich East – Markt Schwaben section, from May 28, 1972, the S 6 line ran every 40 minutes from Tutzing or Gauting via the main S-Bahn line to Erding. In the morning and evening rush hour, additional repeater trains ran to Markt Schwaben every 20 minutes. On June 2, 1996, Deutsche Bahn introduced a full-day, 20-minute cycle on the S 6 to Markt Schwaben.
As a result of a line swap, line S 2 has been running on the route since December 12, 2004 from Petershausen to Erding. Since December 2007, Deutsche Bahn has been using additional express S-Bahn trains from Erding to Dachau in the morning , which only stop in Munich-Riem between Markt Schwaben and Munich Leuchtenbergring.
Freight transport
In the first year of operation, the Bavarian State Railways handled all freight traffic between Munich and Simbach with two pairs of freight trains with passenger transport . From 1872 there were freight trains on the route without passenger transport. The Bavarian State Railways differentiated between groupage trains with longer stops to load general cargo and faster freight trains that only dropped and picked up wagons at the intermediate stations. From 1880 onwards, all faster freight trains began at Munich East station, while the groupage freight trains continued to run to Munich Central Station. As a result of the sharp increase in freight traffic, eight scheduled freight trains were already running in 1880, which were supplemented by six trains running as required.
In addition to the general cargo and wagonload traffic , the route was important for the dispatch of cattle, in particular for the import of cattle from Austria-Hungary for the slaughterhouse at Munich South station . In 1895 the Bavarian State Railways introduced their own cattle trains from Simbach to Munich South. In 1896 the Bavarian State Railways handled 25,414 cattle at the Simbach border station; by 1902 the number increased to 61,778 cattle. In addition, the intermediate stations in Dorfen, Mühldorf, Neuötting and Marktl had a high volume of cattle shipping within Bavaria. Also of importance was the milk transport to Munich, which was carried out with milk coaches placed on the passenger trains. With over 4.6 million liters of milk in 1912, the route had the third largest volume of the rail routes leading to Munich.
From around 1900 the Bavarian State Railways began using the first through freight trains , which, in contrast to local and general freight trains , covered the Munich – Simbach route without shunting and loading work at the intermediate stations. With the beginning of the First World War, the Bavarian State Railways stopped most of the through freight trains in order to be able to use the route for military transports. In the further course of the war there was a sharp increase in goods traffic by armaments companies: On the Munich – Mühldorf section, calcium cyanamide from the Trostberg , Schalchen and Hart an der Alz plants of the Bavarian nitrogen works and acetone from the Wacker works in Burghausen were transported. From 1923, the Deutsche Reichbahn also served the aluminum works of Innwerk AG via the newly built works railway from Töging station .
From the beginning of the 1920s, the new Munich East marshalling yard was the starting point for most of the freight trains on the route. Individual local and general cargo trains no longer ran the entire route, but only to Feldkirchen, Markt Schwaben and Mühldorf. In order to replace the express goods , cattle and milk train wagons that were previously carried in passenger trains, the Deutsche Reichsbahn introduced naheilgüter trains with stops at all stations in 1924 . With the introduction of light freight trains in express general cargo traffic between Munich-Laim Rbf and Simbach, the Deutsche Reichsbahn was able to significantly increase transport speeds from 1930 onwards.
From the beginning of the Second World War, the route was increasingly used for armaments transports from the chemical plants in Töging, Trostberg , Hart an der Alz and Gendorf . In 1944 the Deutsche Reichsbahn set up a siding between Ampfing and Mühldorf to operate the Mettenheim military airfield, which was dismantled again immediately after the end of the war.
At the beginning of the 1950s, the Deutsche Bundesbahn moved the local freight trains and light freight trains mainly into the night in order to obstruct the passenger trains as little as possible. Until the 1960s, the route still had a high volume of cattle and general cargo traffic; before this increasingly declined in favor of road freight transport . At the beginning of the 1960s, the Deutsche Bundesbahn stopped the cattle trains and in the mid-1960s the general cargo express service. In the 1970s, it replaced the through local goods trains with stops at all stations with transfer trains that served individual sections of the route from Munich East and Mühldorf as well as the branching branch lines Thann-Matzbach-Haag and Dorfen-Velden .
Meanwhile, from the 1950s onwards, goods traffic to the companies in the Bavarian Chemical Triangle , in particular to the plants in Trostberg, Gendorf and the Wacker plants, rose sharply. From the 1970s onwards, block trains increasingly ran from Munich via Mühldorf to Trostberg and Burghausen. In 1984 the Deutsche Bundesbahn already ran 18 block trains over the Munich – Mühldorf section, which ran from the chemical plants to Hamburg , Dormagen , Fürstenhausen , Ludwigshafen , Mannheim , Würzburg and Ingolstadt . In addition, bauxite trains ran to the rail connection of the Töging aluminum plant and cross-border to the Ranshofen aluminum plant near Braunau. In addition, there were a total of 18 local freight trains, most of which ran from Munich to Mühldorf, Feldkirchen and Erding, as well as 35 transfer trains to operate the sidings and local freight facilities.
From the 1980s, the Deutsche Bundesbahn stopped wagonload traffic at many intermediate stations along the route; by the end of the 1990s, most of the local goods facilities were closed. Until April 2011, DB Cargo operated a pair of transfer trains between Mühldorf and Simbach every working day; With his discontinuation, the service of Simbach station in freight traffic ended. Since the closure of the Töging (Inn) freight station on January 1, 2016, DB Cargo has only managed Munich-Riem, Munich-Riem Ubf, Feldkirchen (near Munich), Heimstetten and Mühldorf (Oberbay) as tariff points for wagonload traffic. Local freight facilities are maintained by DB Netz in Munich-Riem and Mühldorf and - although not served by DB Cargo - in Simbach.
In 2020, freight transport will be operated by the DB subsidiary DB Cargo in addition to a few private providers . Above all, the goods traffic from the Bavarian chemical triangle ensures a considerable volume of goods traffic. Overall, the Markt Schwaben – Ampfing section is one of the busiest single-track routes in Germany: with around 3 million tonnes, more than 1 percent of the amount of goods transported by rail across Germany will already be on this single-track route by 2015, and probably even 2 percent , non-electrified route. In the Mühldorf – Simbach section, several cross-border tank car block trains from DB Cargo operate every working day, connecting the chemical plants in Burghausen with Austria and Slovakia . The Austrian Federal Railways take over these trains in Simbach.
At the eastern end of the Töging (Inn) station, the unused industrial line branches off to the Tögingen “Inntal” industrial park. It supplied the United Aluminum Works (VAW) in Töging until the mid-1990s. Successor companies, above all Aleris Recycling , were then served by transfer trains. At the beginning of 2014, however, the siding was closed due to damage to the superstructure. As of January 1, 2016, DB Cargo canceled Töging (Inn) station as a freight transport point. On July 30, 2018, DB RegioNetz Infrastructure applied for the dismantling of the turnout in Töging station, which was granted on August 6, 2019.
Course book series
From its opening until 1992, the Munich – Simbach connection was recorded in the course books as a continuous course book route. In the Reichs Kursbuch it had the number 302 for a long time; In the new numbering system of the German course book it was given the number 427. From 1970 the branch line Mühldorf – Burghausen was integrated into the course book table of the line Munich – Simbach, which received the new number 940 in 1972. In 1992 the Deutsche Bundesbahn divided the sections Munich – Mühldorf, Mühldorf – Simbach and the Mühldorf – Burghausen route into three separate timetable routes. Since then, the western section has been recorded in the course book under number 940, the eastern section under number 941.
| Period | number | route |
|---|---|---|
| 1905 | 303a | Munich - Simbach |
| 1914-1935 | 302 | Munich - Simbach (Inn) |
| 1935-1970 | 427 | Munich - Mühldorf (Oberbay) - Simbach (Inn) |
| 1970-1972 | Munich - Mühldorf - Simbach / - Altötting - Burghausen | |
| 1972-1992 | 940 | |
| since 1992 | 940 941 |
Munich - Mühldorf Mühldorf - Simbach |
The suburban traffic from Munich East to Swabia was recorded in the Reichs Kursbuch from the start under a separate course book with the number 313a. In the German course book there was a continuous course book route from Munich East to Erding from the 1930s, including the route from Markt Schwaben to Erding . Since the S-Bahn began operating in 1972, the course book route has been based on the S-Bahn line on the route.
| Period | number | route |
|---|---|---|
| 1905-1939 | 313a | Munich - (market) Swabia |
| 1935-1949 | 427a | Munich East - Market Swabia - Erding |
| 1949-1958 | 427b | |
| 1958-1972 | 427a | |
| 1972-1992 | 996 | Tutzing - Gauting - Munich - Market Swabia - Erding |
| 1992-2004 | 999.6 | |
| since 2004 | 999.2 | Petershausen - Munich - Erding |
literature
- Reinhard Wanka, Wolfgang Wiesner: The main line Munich – Simbach and its branch lines . Bufe-Fachbuch-Verlag, Egglham 1996, ISBN 3-922138-59-4 .
- 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 .
- 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 .
- Bernd Passer: 130 years of the Munich - Mühldorf - Simbach railway. The Mühldorf - Simbach railway line . Pro Bahn Verlag, Munich 2001, ISBN 3-9806387-4-X .
- Matthias Müller: Magistrale at the limit . In: railway magazine . No. 590 , August 2016, ISSN 0174-4909 , p. 41-44 .
Web links
- DB Netz: Extension of the Munich – Mühldorf – Freilassing line. In: abs38.de .
- Georg Sattler: Munich - Mühldorf (- Simbach). Photo documentation 1988–2013. In: doku-des-alltags.de .
- Martin Wiedenmannott: Mühldorf – Simbach railway line. Story (s) of a main line. In: muehldorf-simbach.de .
Individual evidence
- ↑ DB Netz AG: PFA 1.2. In: abs38.de , accessed on April 13, 2020.
- ^ DB Netz AG: Construction work in Walpertskirchen and Dorfen. In: abs38.de , February 26, 2019, accessed on May 2, 2020.
- ^ DB Netz AG: PFA 1.6. In: abs38.de , accessed on April 13, 2020.
- ^ DB Netz AG: Infrastructure Register. In: geovdbn.deutschebahn.com , accessed on April 13, 2020.
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996.
- ↑ a b Citizens: Munich – Mühldorf – Simbach . 2017, p. 11 .
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 7 .
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 8-9 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 12 .
- ^ Thomas Guttmann: Giesing and the railway . Buchendorfer Verlag, Munich 1998, ISBN 3-927984-80-9 , p. 13-15 .
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 9-10 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 13 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 14-17 .
- ^ A b Wanka, Wiesner: Main line Munich – Simbach and its branch lines . 1996, p. 63 .
- ↑ a b c Wanka, Wiesner: Main line Munich – Simbach and its branch lines . 1996, p. 10 .
- ↑ a b Kosmas Lutz: The construction of the Bavarian railways on the right of the Rhine . R. Oldenbourg, Munich, Leipzig 1883, p. 120 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 23-26 .
- ↑ a b Kosmas Lutz: The construction of the Bavarian railways on the right of the Rhine . R. Oldenbourg, Munich, Leipzig 1883, p. 122 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 26-30 .
- ^ A b Klaus-Dieter Korhammer, Armin Franzke, Ernst Rudolph: Turntable of the South. Munich railway junction . Ed .: Peter Lisson . Hestra-Verlag, Darmstadt 1991, ISBN 3-7771-0236-9 , p. 151 .
- ↑ Kosmas Lutz: The construction of the Bavarian railways to the right of the Rhine . R. Oldenbourg, Munich, Leipzig 1883, p. 123 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 31-32 .
- ↑ a b Citizens: Munich – Mühldorf – Simbach . 2017, p. 55 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 58-59 .
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 47, 53 .
- ↑ a b Citizens: Munich – Mühldorf – Simbach . 2017, p. 63-65 .
- ^ Karl Bürger: An expensive abbreviation . In: German Society for Railway History (Hrsg.): Railway history . Issue 53, 2012, p. 16-23 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 68-70 .
- ↑ a b c Wanka, Wiesner: Main line Munich – Simbach and its branch lines . 1996, p. 128 .
- ↑ a b Citizens: Munich – Mühldorf – Simbach . 2017, p. 74-76 .
- ↑ a b Citizens: Munich – Mühldorf – Simbach . 2017, p. 68-69 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 95 .
- ↑ Cornelia Oelwein: Feldkirchen. Chronicle . Ed .: Municipality of Feldkirchen. Franz Schiermeier Verlag, Feldkirchen 2017, ISBN 978-3-943866-53-7 , p. 289 .
- ↑ a b Citizens: Munich – Mühldorf – Simbach . 2017, p. 95-96 .
- ↑ a b c Wanka, Wiesner: Main line Munich – Simbach and its branch lines . 1996, p. 131 .
- ^ Martin Wiedenmannott: Werkbahn Töging. In: muehldorf-simbach.de , accessed on January 19, 2020.
- ↑ a b Citizens: Munich – Mühldorf – Simbach . 2017, p. 101 .
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 218 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 104 .
- ^ A b Klaus-Dieter Korhammer, Armin Franzke, Ernst Rudolph: Turntable of the South. Munich railway junction . Ed .: Peter Lisson . Hestra-Verlag, Darmstadt 1991, ISBN 3-7771-0236-9 , p. 153 .
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 64 .
- ↑ a b c Citizens: Munich – Mühldorf – Simbach . 2017, p. 105 .
- ^ A b Wanka, Wiesner: Main line Munich – Simbach and its branch lines . 1996, p. 27 .
- ↑ Klaus-Dieter Korhammer, Armin Franzke, Ernst Rudolph: Turntable of the South. Munich railway junction . Ed .: Peter Lisson . Hestra-Verlag, Darmstadt 1991, ISBN 3-7771-0236-9 , p. 158 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 105-108 .
- ^ A b Wanka, Wiesner: Main line Munich – Simbach and its branch lines . 1996, p. 133 .
- ^ Andreas Wagner: Death March - The evacuation and partial evacuation of the concentration camps Dachau, Kaufering and Mühldorf at the end of April 1945 . Panther Verlag Lutz Tietmann, Ingolstadt 1995, p. 79-80 .
- ↑ Karin Kampwerth: Poing: Uprising of the Desperate. In: Süddeutsche Zeitung , April 26, 2017, accessed on January 2, 2020.
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 110-113 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 114-115 .
- ↑ a b Citizens: Munich – Mühldorf – Simbach . 2017, p. 113 .
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 133-135 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 107-108 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 131 .
- ^ Reinhard Pospischil, Ernst Rudolph: S-Bahn Munich. From the beginnings of suburban traffic to the modern high-performance system. A century of planning history - 25 years in the service of passengers . Alba, Düsseldorf 1997, ISBN 3-87094-358-0 , p. 33 .
- ^ A b Reinhard Pospischil, Ernst Rudolph: S-Bahn Munich. From the beginnings of suburban traffic to the modern high-performance system. A century of planning history - 25 years in the service of passengers . Alba, Düsseldorf 1997, ISBN 3-87094-358-0 , p. 43 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 214-215 .
- ^ Reinhard Pospischil, Ernst Rudolph: S-Bahn Munich. From the beginnings of suburban traffic to the modern high-performance system. A century of planning history - 25 years in the service of passengers . Alba, Düsseldorf 1997, ISBN 3-87094-358-0 , p. 94 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 155-156 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 178 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 194-199 .
- ↑ a b Citizens: Munich – Mühldorf – Simbach . 2017, p. 227 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 229-230 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 233 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 235-236 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 239 .
- ↑ Dirk Walter: Despite the 2nd tube: A railway bottleneck remains . In: Münchner Merkur , November 16, 2010, accessed on May 7, 2020.
- ↑ Anette Mrugala: Two-track section put into operation. In: innsalzach24.de , December 11, 2010, accessed on May 7, 2020.
- ↑ a b Citizens: Munich – Mühldorf – Simbach . 2017, p. 236 .
- ↑ Starting shot by the Federal Minister of Transport: Start of construction of the double-track railway extension Altmühldorf-Tüßling. In: Wochenblatt , July 29, 2013, accessed on May 7, 2020.
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 244 .
- ^ Deutsche Bahn: The upgraded line Munich - Mühldorf - Freilassing (ABS 38) - modern rail transport for south-east Bavaria. In: deutschebahn.com , March 27, 2020, accessed on July 24, 2020.
- ↑ Federal Ministry of Transport and Digital Infrastructure (Ed.): Federal Transport Route Plan 2030 . August 2016, p. 163 ( online at bmvi.de [PDF; accessed May 7, 2020]).
- ↑ Soil survey for railway construction: twelve more years on one track. In: Oberbayerisches Volksblatt , April 9, 2018, accessed on May 7, 2020.
- ^ DB Netz AG: Current planning status. In: abs38.de , accessed on May 7, 2020.
- ↑ a b Project Advisory Board ABS 38: With the new project layout, even faster between Munich and Salzburg. Deutsche Bahn, January 24, 2019, accessed on January 25, 2019.
- ↑ DB Netz AG: Daglfing curve and double-track expansion Daglfing-Trudering. In: bahnausbau-muenchen.de , accessed on May 7, 2020.
- ^ DB Netz AG: Truderinger curve. In: bahnausbau-muenchen.de , accessed on May 7, 2020.
- ↑ Federal Ministry of Transport and Digital Infrastructure (Ed.): Target timetable Deutschlandtakt: Information on the third expert draft . June 30, 2020, p. 13 ( online at assets.ctfassets.net [PDF; accessed July 2, 2020]).
- ^ Bavarian State Ministry for Housing, Building and Transport (ed.): Special funding program for the electrification of railway lines. In: stmb.bayern.de , March 19, 2019, accessed on July 2, 2020.
- ↑ Reinhard Wiesner: Thann-Matzbach, Wasentegernbach, Walpertskirchen - railway accidents in the district of Erding . In: Erdinger Land. Local history writings for the district 9 . 1985, p. 135-136 .
- ↑ Citizens: From royal Bavarian times to the S-Bahn and airport railways . 2013, p. 99 .
- ↑ Reinhard Wiesner: Thann-Matzbach, Wasentegernbach, Walpertskirchen - railway accidents in the district of Erding . In: Erdinger Land. Local history writings for the district 9 . 1985, p. 136 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 115-118 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 24 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 27 .
- ↑ Kosmas Lutz: The construction of the Bavarian railways to the right of the Rhine . R. Oldenbourg, Munich, Leipzig 1883, p. 121-122 .
- ↑ Josef Dollhofer: Fire Horse and Impeller in Eastern Bavaria. The era of the Bavarian Eastern Railways . Verlag Friedrich Pustet, Regensburg 2010, ISBN 978-3-7917-2300-6 , p. 365-367 .
- ↑ Klaus-Dieter Korhammer, Armin Franzke, Ernst Rudolph: Turntable of the South. Munich railway junction . Ed .: Peter Lisson . Hestra-Verlag, Darmstadt 1991, ISBN 3-7771-0236-9 , p. 151-155 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 69 .
- ^ Map of the German Empire 1: 100,000. Journal Munich 638 . 1909 ( geodaten.bayern.de , accessed on May 3, 2020).
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 39 .
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 39-42 .
- ↑ a b c Citizens: Munich – Mühldorf – Simbach . 2017, p. 68 .
- ↑ a b c Wanka, Wiesner: Main line Munich – Simbach and its branch lines . 1996, p. 42 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 155 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 40-41 .
- ↑ a b c Citizens: Munich – Mühldorf – Simbach . 2017, p. 66 .
- ↑ a b Citizens: Munich – Mühldorf – Simbach . 2017, p. 257 .
- ^ Klaus Kampf : Gleisbauarbeiten Poing (2004-03). In: ckkaempfe.de , November 20, 2009, accessed on January 12, 2020.
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 42-47 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 43 .
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 47 .
- ↑ Rudolf Borgo: How the railroad got into our community ... In: Gemeinde Wörth (Ed.): 1200 years Wörth . Wörth 1996, p. 206-209 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 223 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 43-44 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 132 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 183 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 220 .
- ^ A b Wanka, Wiesner: Main line Munich – Simbach and its branch lines . 1996, p. 47-48 .
- ^ Karl Bürger: The railway in Walpertskirchen . In: Community Walpertskirchen (ed.): Walpertskirchen 749 - 1999. History and stories from a rural community on Hammerbach and Strogen with pictures, documents and contemporary witnesses . Walpertskirchen 1999, p. 555-582 .
- ↑ a b Citizens: Munich – Mühldorf – Simbach . 2017, p. 67 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 84 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 222 .
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 49-51 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 67-68 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 182-183 .
- ^ A b Hermann Weingartner: Renovation begins: Wasentegernbach level crossing becomes safe. In: Münchner Merkur , September 19, 2017, accessed on February 29, 2020.
- ^ Hermann Weingartner: Wasentegernbach level crossing: train is coming, barrier open. In: Münchner Merkur , March 29, 2018, accessed on February 29, 2020.
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 44-46 .
- ↑ a b c Wanka, Wiesner: Main line Munich – Simbach and its branch lines . 1996, p. 53-54 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 45, 47 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 65 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 45-47 .
- ^ A b Wanka, Wiesner: Main line Munich – Simbach and its branch lines . 1996, p. 92-93 .
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 14-27 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 101-102 .
- ^ Passer: 130 years of the Munich - Mühldorf - Simbach railway . 2001, p. 12-13 .
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 54-56 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 224 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 194 .
- ^ Neuötting / Winhöring: Night work at the station. In: Passauer Neue Presse , April 20, 2015, accessed on February 27, 2020.
- ↑ a b c Wanka, Wiesner: Main line Munich – Simbach and its branch lines . 1996, p. 56 .
- ↑ a b Citizens: Munich – Mühldorf – Simbach . 2017, p. 39, 50 .
- ↑ a b Citizens: Munich – Mühldorf – Simbach . 2017, p. 194-195 .
- ↑ a b c Martin Wiedenmannott: History of the railway line. In: muehldorf-simbach.de , accessed on February 28, 2020.
- ^ A b Wanka, Wiesner: Main line Munich – Simbach and its branch lines . 1996, p. 58-59 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 61 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 50-51 .
- ↑ a b c Wanka, Wiesner: Main line Munich – Simbach and its branch lines . 1996, p. 59 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 70 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 198-199 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 202-203 .
- ↑ Rudolf Vierlinger, municipal administration Julbach (ed.): Julbach - a home book for the traditional Inntal community . 2nd Edition. Simbach am Inn 2012, p. 168-169 .
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 63-64 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 203-205 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 18 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 26-27 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 41 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 64-66 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 39, 43-45 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 41-47 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 40 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 22-23 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 97-98 .
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 49 .
- ↑ a b Holger Kötting: List of German signal boxes. In: stellwerke.de , March 21, 2020, accessed on March 23, 2020.
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 78 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 76 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 245-246 .
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 62 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 130 .
- ↑ Josef Dollhofer: Fire Horse and Impeller in Eastern Bavaria. The era of the Bavarian Eastern Railways . Verlag Friedrich Pustet, Regensburg 2010, ISBN 978-3-7917-2300-6 , p. 365 .
- ^ DB Netz AG: Bridge Map. In: bruecken.deutschebahn.com , December 2018, accessed on May 20, 2020.
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 59 .
- ^ A b Wanka, Wiesner: Main line Munich – Simbach and its branch lines . 1996, p. 109 .
- ↑ a b Citizens: Munich – Mühldorf – Simbach . 2017, p. 72-73 .
- ^ A b Wanka, Wiesner: Main line Munich – Simbach and its branch lines . 1996, p. 89 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 74 .
- ^ A b Wanka, Wiesner: Main line Munich – Simbach and its branch lines . 1996, p. 145 .
- ^ A b Wanka, Wiesner: Main line Munich – Simbach and its branch lines . 1996, p. 110 .
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 132 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 100-101 .
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 94, 112-113 .
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 135 .
- ^ A b Wanka, Wiesner: Main line Munich – Simbach and its branch lines . 1996, p. 95 .
- ↑ a b c Wanka, Wiesner: Main line Munich – Simbach and its branch lines . 1996, p. 91 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 123 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 168 .
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 137 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 178-180 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 186-187 .
- ↑ a b Citizens: Munich – Mühldorf – Simbach . 2017, p. 179 .
- ↑ Frederik Buchleitner: S-Bahn: 420 gets all-day operations. In: tramreport.de , June 24, 2017, accessed April 1, 2020.
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 200 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 187 .
- ↑ Südostbayernbahn celebrates the start of the new transport contract. In: suedostbayernbahn.de , December 11, 2016, accessed on April 1, 2020.
- ^ A b Wanka, Wiesner: Main line Munich – Simbach and its branch lines . 1996, p. 148 .
- ↑ Citizens: From royal Bavarian times to the S-Bahn and airport railways . 2013, p. 113 .
- ^ Frank Pfeiffer: Deliveries in the greater Munich area. In: along-der-gleise.de , October 2, 2016, accessed on April 30, 2020.
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 13 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 56-57 .
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 126 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 73-74 .
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 126-127 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 93-96 .
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 128-131 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 103 .
- ↑ a b c German course book summer 1939: 427 Munich – Mühldorf (Oberbay) –Simbach (Inn). In: deutsches-kursbuch.de , accessed on April 12, 2020.
- ^ German course book annual timetable 1943: 427 Munich – Mühldorf (Oberbay) –Simbach (Inn). In: deutsches-kursbuch.de , accessed on April 12, 2020.
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 132-133 .
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 134 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 115 .
- ↑ Official pocket timetable for southern Germany, winter timetable 1951/52: 427 Munich Hbf – Mühldorf (Oberbay) –Simbach (Inn).
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 191-192 .
- ↑ a b Citizens: Munich – Mühldorf – Simbach . 2017, p. 164-165 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 179-180 .
- ↑ a b Kursbuch Südbayern Summer 1972: 940 Munich - Mühldorf - Altötting - Burghausen and Simbach.
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 194-197 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 199 .
- ^ Course book 1991/92: 940 Munich - Mühldorf - Burghausen / Simbach.
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 185 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 258 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 230 .
- ^ Müller: "By train for shopping from Linz to Munich" ( Memento from July 24, 2011 in the Internet Archive ). Bavarian State Ministry for Economic Affairs, Infrastructure, Transport and Technology , press release from May 16, 2008.
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 200-201 .
- ↑ Query of the course book route 941 at Deutsche Bahn. Retrieved April 14, 2020.
- ↑ Query of the course book route 940 at Deutsche Bahn. Retrieved April 14, 2020.
- ↑ Hendschels Telegraph May 1914: 1982 suburban trains Munich O. – Schwab. In: deutsches-kursbuch.de , accessed on April 16, 2020.
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 100 .
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 174 .
- ^ Reichs-Kursbuch, July 1925: 302e Markt Schwaben – Erding and 313a Munich - Markt Schwaben.
- ^ German course book summer 1939: 427a Munich East – Markt Schwaben – Erding. In: deutsches-kursbuch.de , accessed on April 16, 2020.
- ^ German course book annual timetable 1943: 427a Munich East – Markt Schwaben – Erding. In: deutsches-kursbuch.de , accessed on April 16, 2020.
- ↑ Official pocket timetable for southern Germany, winter timetable 1951/52: 427 Munich Hbf – Mühldorf (Oberbay) –Simbach (Inn).
- ↑ Course book Südbayern Summer 1972: 996 Tutzing - Gauting - Hauptbahnhof - Markt Schwaben - Erding.
- ^ Reinhard Pospischil, Ernst Rudolph: S-Bahn Munich. From the beginnings of suburban traffic to the modern high-performance system. A century of planning history - 25 years in the service of passengers . Alba, Düsseldorf 1997, ISBN 3-87094-358-0 , p. 214 .
- ↑ Query the course book route 999.2 at Deutsche Bahn. Retrieved April 14, 2020.
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 143 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 59-61 .
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 146-147 .
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 143-145 .
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 145-147 .
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 53 .
- ^ Wanka, Wiesner: Main line Munich-Simbach and its branch lines . 1996, p. 147-148 .
- ^ Citizens: Munich – Mühldorf – Simbach . 2017, p. 218-221 .
- ↑ Martin Wiedenmannott: April 2011: Last local freight train between Simbach and Mühldorf. In: muehldorf-simbach.de , accessed on April 29, 2020.
- ↑ a b Change of clearance authorization DB Schenker Rail . In: Bahn-Report . No. 2/2016 , February 2016, p. 71 (For his part, cites the tariff and traffic gazette ).
- ↑ DB Cargo freight stations. DB Cargo, 2020, accessed on April 29, 2020 .
- ↑ DB Netz AG loading points. (PDF; 6.7 MB) DB Netz, October 1, 2019, accessed on April 29, 2020 .
- ↑ suedostbayernbahn.de Konkret , Newsletter of the Südostbayernbahn, June 2011.
- ^ Josef Steinbichler: The Töging station . In: Töginger Stadtblattl . Töging (Inn) October 2017, p. 27 : "The siding to the factory premises has hardly been used since the VAW closed in 1996, it was closed in 2014."
- ↑ Announcement on the application for planning approval decision according to § 18 AEG i. V. m. Section 74 (6) VwVfG for the "dismantling of points 3, 12, 14 with gaps in Töging (Inn) station". (PDF) Federal Railway Office , August 6, 2019, accessed on January 1, 2020 .
- ^ Reichs-Kursbuch, July 1925: 302 Munich – Simbach (Inn).
- ^ Official course book of the German Federal Railroad. Complete edition, winter 1970/71: 427 Munich - Mühldorf - Altötting - Burghausen and Simbach.
- ^ Course book 1992/93: 940 Munich – Mühldorf and 941 Mühldorf – Simbach.
- ^ Reichs-Kursbuch, July 1905: 313a Munich – Swabia.
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