Schongau – Peißenberg railway line

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Schongau – Peißenberg
Section of the Schongau – Peißenberg railway line
Route number : 5444
Course book section (DB) : 962
Route length: 15.495 km
Gauge : 1435 mm ( standard gauge )
Route class : C4
Maximum slope : 25 
Minimum radius : 200 m
Top speed: 80 km / h
Route - straight ahead
from Landsberg am Lech
   
from Kaufbeuren
Station, station
0.000 Schongau 681  m
   
0.350 Lech
   
Connection to Haindl paper mill
Blockstelle, Awanst, Anst etc.
0.638 Schongau Awanst Haindl
Bridge over watercourse (medium)
0.860 Lech Canal
Stop, stop
2,795 Peiting North
Bridge over watercourse (medium)
2.900 Peitnach
Station, station
4.165 Peiting East 717  m
   
Connection to the Peiting mine
Stop, stop
9.312 Hohenpeißenberg (formerly train station) 722  m
   
Connection to the Peißenberg mine
BSicon STR.svg
Station, station
15.495 Peissenberg 591  m
BSicon STR.svg
Route - straight ahead
to Weilheim

The Schongau – Peißenberg railway is a single-track branch line in Upper Bavaria . It is 15.495 kilometers long and leads through the Pfaffenwinkel from Schongau via Peiting to Peißenberg . Together with the connecting Weilheim – Peißenberg railway line , it is known as the Pfaffenwinkelbahn . The German railway leads them under the name Pfaffenwinkel train as a course book route 962. The entire route is located in Weilheim-Schongau and is not in a transport network integrated, whichever is transport tariff of Deutsche Bahn .

The Royal Bavarian State Railways put the line into operation in 1917 as a local railway . Until 1968, the line was more important in the coal traffic of the Peiting mine . After the extensive cessation of freight traffic, the route has been operated exclusively by local rail passenger transport since 2005, with the exception of a short section in the local area of ​​Schongau .

history

prehistory

The first plans for a railway line to Schongau were made around 1860. In the course of planning a railway connection to the Peißenberg mine , the Royal Bavarian Transport Authority examined three different route variants, two of which included a connection to the city of Schongau: The first variant was to use the existing Munich – Starnberg line via Tutzing to Penzberg and a branch branching off in Tutzing via Weilheim to Peißenberg be built. The second variant envisaged a long-distance line from Starnberg via Tutzing and Weilheim to Peißenberg, which would continue from there via Schongau to Kaufbeuren and connect there to the Ludwig-Süd-Nord-Bahn . In the third planning variant, a long-distance railway connection from Rosenheim via the already existing Bavarian Maximiliansbahn to Holzkirchen and further via Bad Tölz , Penzberg, Weilheim, Peißenberg and Schongau to Kaufbeuren was examined, which was referred to as the mountain belt railway . However, the Munich railway construction section of the Royal Bavarian Transport Authority decided on the first variant without a connection to Schongau. In 1863 the contract for the construction of the Tutzing – Unterpeißenberg railway line was signed, and construction work began that same year.

The railway committees in the Bavarian Oberland , however, did not agree with the rejection of the mountain belt railway . On February 8, 1863, in Unterpeißenberg, they decided to commission their own planning for the route. On February 1, 1866, the Royal Bavarian State Railways opened the line from Tutzing via Weilheim to Unterpeißenberg . In order to better connect the Peißenberg mine, a works railway was built from 1873 to 1875 from Unterpeißenberg station to the newly established Sulz works station directly on the northern deep tunnel, which was also operated by passenger traffic from 1879. In the course of this, the previous Sulz works station was given the name Peißenberg in 1880 .

After the opening of the line from Tutzing to Unterpeißenberg, the railway committee in Schongau continued to demand the construction of the mountain belt railway . On February 2, 1870, the committee presented plans for a main line from Peißenberg via Schongau to Biessenhofen on the Ludwig-Süd-Nord-Bahn , which was to be financed by the Kingdom of Bavaria. The Allgäu Railway from Munich to Buchloe , which was completed in 1873, provided a faster connection from Munich to the Allgäu, so that the management of the Bavarian Transport Authority considered the mountain belt railway to be no longer necessary. As a result, the Schongau Railway Committee brought in a new petition in early 1876 for the construction of the mountain belt railway as a local railway, which the Chamber of Deputies rejected on June 26, 1876. The Royal Bavarian Transport Authority nevertheless began to plan the route, which was rejected again by the Chamber of Deputies on August 7, 1879. This ended the planning of the mountain belt railway for the time being.

In 1886 Schongau received its first railway connection via a local railway from Landsberg am Lech . In 1899 the city of Schongau and the communities of Peiting and Hohenpeißenberg applied for the planning of a route from Schongau to Peißenberg. The municipality of Hohenpeißenberg was ready to cede the land required for this free of charge. However, due to lengthy negotiations between the municipalities and the Bavarian Transport Authority, the royal state ministry for transport affairs was not able to present a draft plan until May 21, 1906. The plans begun in 1905 for a branch line from Peiting via Steingaden to Lechbruck , however, were not pursued.

In the course of a meeting in Peiting on July 1, 1906, the participating communities founded an interest committee for railway construction. On November 8, 1906, the Bavarian State Government passed the law for the planning of the route, which was to be implemented as a local railway. Above all, the steep gradient between Hohenpeißenberg and Peißenberg of up to 25 ‰ caused problems for the railway engineers. In order to reduce the gradient, the Hohenpeißenberg train station was planned lower in the valley than planned by the municipality and should therefore be 700 meters from the center of the village. The communities along the planned route met on August 10, 1907 in Weilheim to determine the services to be paid. A total of 1,612,700 marks were estimated as construction costs for the line  . Of this, the city of Schongau contributed 25,000 marks, the city and the Weilheim district office each contributed 8,000 marks, the municipality of Unterpeißenberg 2000 marks and the municipality of Ammerhöfe 1000 marks. On August 18, 1908, the Bavarian State Parliament approved the construction of the local railway for 1,522,000 marks. The surveying work for the railway line began in the summer of 1908. The land acquisition was completed by February 8, 1910.

Track construction and commissioning

Construction of the Schongau railway bridge over the Lech (1910)
First freight train on the siding to the Haindl paper mill

On February 14, 1910, the permit to start construction work was granted and the Royal New Building Inspection Schongau was entrusted with the management of the railway construction. On February 16, 1910, construction began on the bridge over the Lech south of Schongau station , which was the most elaborate engineering structure on the route. In 1911 the track was laid over the Lech Bridge and the bridge was completed in December 1912. Initially, it was used exclusively for the siding to the Haindl paper mill, which had previously been laboriously served by road from Schongau station.

With the outbreak of the First World War , most of the construction workers were assigned to serve in the war, so that construction work on the route was delayed. Of the original 400 workers, only 20 to 30 were employed on the line in July 1915. A deployment of prisoners of war, initially checked by the Bavarian State Railways, was not implemented. To complete the construction of the line, the Bavarian State Railways brought in several private companies, which were primarily commissioned with work on the embankment. In addition, there were difficulties in Peißenberg when the railway line crossed the mine’s own cable car, which connected the sub-shaft in Hohenpeißenberg with the deep tunnel at Peißenberg station. To build the railway line under the cable car, the wire ropes had to be raised and a protective roof had to be erected.

From November 28, 1916, it was possible to use material trains. After the completion of the line, the final inspection of the 15.5-kilometer line took place on January 5, 1917. On January 10, 1917, the local railway was opened with several special trips. There was no ceremony due to the war. On the following day, January 11, 1917, the Royal Bavarian State Railways began operating as planned between Peißenberg and Schongau.

The local line from Schongau to Peißenberg was the last newly built line of the Royal Bavarian State Railways before it was incorporated into the German Reich Railways in 1920.

First years of operation

Passenger Train on the Lech Bridge (January 1917)

In its first years of operation, the line from Peißenberg to Schongau was one of the Bavarian local railways with the highest number of passengers. On October 13, 1920, the construction of a siding from the Peiting Ost station to the Peiting mine, which is currently under construction, began . From January 1921 the siding was passable, in March 1921 operations started. The importance of the route in freight traffic increased significantly due to the coal transports from the Peiting mine. On February 17, 1923, the Deutsche Reichsbahn opened a local railway to Kaufbeuren , which was connected in Schongau , and which enabled coal to be transported directly from the Peiting mine to the Allgäu .

On May 1, 1925, the Deutsche Reichsbahn began electrical operations on the Weilheim – Peißenberg line. The city of Schongau therefore applied for electrification of the line from Peißenberg to Schongau on January 14, 1925, but the application was rejected. As a result, the routes were technically divided, with continuous trains in the Peißenberg station a change of locomotive from electric to steam traction took place.

In 1928 the communities lobbied for the introduction of an additional pair of trains along the route. However, since the Deutsche Reichsbahn needed the locomotives used on the line for shunting work in Peißenberg, an additional locomotive would have been necessary. The Reichsbahndirektion Augsburg demanded a guarantee of 60 Reichsmarks in 1930 for the improvement of the train service  , which the municipalities paid proportionally. By 1936, the Deutsche Reichsbahn increased the number of trains from four to six pairs of trains.

At the end of the 1930s, the Deutsche Reichsbahn modernized the railway line. New mechanical interlockings of the standard design were put into operation in the stations, which took over the control of the points previously set on site. The company building at Peiting Ost was replaced by a new building by 1941.

During the Second World War , the route suffered multiple damage from low-flying attacks from 1944 onwards. On April 27, 1945, shortly before the end of the war, planes shot at a steam locomotive in Peiting Ost station, which was completely destroyed. To prevent the advance of American troops, German pioneers blew up the road bridge over the Lech in Schongau at around 3:15 p.m. on the same day . The adjacent railway bridge also collapsed in part due to the explosion, so that the line was interrupted.

Decline in the Federal Railroad era

After the end of the war, the route was initially only used between Peiting Ost and Peißenberg due to the destroyed Schongau bridge. At the end of the 1940s, the bridge was finally rebuilt in its old form and traffic was resumed on the route. In the following years, the number of passengers declined increasingly. In 1952, the German Federal Railroad (DB) began using diesel multiple units on the route. In the 1950s, it introduced the simplified branch line operation between Peißenberg and Schongau instead of the previous train detection operation . This reduced personnel costs from an average of 1.22 to 1.11 people per kilometer.

In 1968 the Peiting mine was closed, which meant that the heavy coal trains from Peiting via Schongau to the Allgäu were stopped. With the end of these last steam-hauled trains, the use of steam locomotives on the route ended. With the loss of the main customer, freight traffic fell sharply. In 1972 the German Federal Railroad shut down the Sachsenrieder Bähnle to Kaufbeuren, which followed in Schongau . As a result, the closure of the Schongau – Peißenberg and Weilheim – Peißenberg lines was discussed. On January 22nd, 1976 the Deutsche Bundesbahn published its economically optimal network , in which the closure of the line was planned. After a new calculation of the potential in 1977, the Schongau – Peiting Ost section was only included in the economically optimal network for freight traffic, but passenger traffic should continue to be discontinued on the entire route. Due to objections from the municipalities along the route, the Deutsche Bundesbahn reviewed its concept and decided not to implement the closure for the time being.

After the suspension of passenger traffic on the Schongau line to Landsberg in 1984, the German Federal Railroad limited train traffic between Schongau and Peißenberg to Monday through Friday from 1985 onwards. This saved 153,000  D-Marks a year.

Upswing and renovation from 1994

In 1994, Deutsche Bahn AG introduced the Werdenfels cycle on the line , thereby significantly improving the train service. Up to 18 pairs of trains now ran between Weilheim and Schongau every day . Thanks to the new transport offer, the number of passengers could be increased again to a respectable level and the continuity of the route secured.

New Lech Bridge in Schongau (right), next to it the road bridge

Due to the poor condition of the Lech Bridge in Schongau, the route was threatened with closure in 2000. Deutsche Bahn decided to renew the bridge in the summer of 2001 for around two million euros. On April 2, 2001, the train service between Peiting Ost and Schongau was stopped and the old bridge was completely demolished as a result. Based on a design by the engineering office Schmitt, Stumpf, Frühauf and Partner , the construction company Max Bögl erected a new three-span bridge in composite prefabricated construction within three months. On July 29, 2001, train traffic over the bridge was resumed. The new Lech Bridge was awarded the Civil Engineering Prize in 2002 as the first German railway bridge in composite prefabricated construction .

On December 14, 2008, the Bavarian Railway Company (BEG) awarded the operation of local rail passenger transport on the Schongau – Peißenberg railway line as part of the Augsburg II diesel network to Bayerische Regiobahn GmbH (BRB), which belongs to the Transdev Group . In addition to the Peißenberg – Schongau line, the BRB operates local traffic on the Ammerseebahn from Augsburg to Weilheim and on the Weilheim – Peißenberg line. The transport contract ran until December 2019.

On May 17, 2016, a video travel center was inaugurated by Federal Transport Minister Alexander Dobrindt in Schongau and Peißenberg . On September 30, 2016, Deutsche Bahn put another video travel center into operation in Peiting Ost.

In a transitional contract, the BEG awarded the Augsburg II diesel network and thus the operation on the Schongau – Peißenberg railway line to the Bayerische Regiobahn for the period from December 2019 to December 2021. In 2018, the BEG again awarded the contract to Bayerische Regiobahn for operation from December 2022 to December 2031 as part of Lot 2 of the Augsburger Netze .

Accidents

In August 1956 there was an accident between Peiting and Schongau when an empty tank car derailed on the bridge over the Lech Canal and fell into the water. The car was driven through the canal into the Lech and finally sank at the Lech barrage 7 .

On November 12, 2012, at kilometer 9.9 near Hohenpeißenberg, a serious accident occurred on a dirt road crossing. A BRB type LINT 41 railcar collided with a truck carrying gravel for the construction work on the Hohenpeissenberg bypass . 19 people were injured, including the driver and the truck driver.

On September 19, 2017, a BRB railcar coming from Schongau station collided on the approach to the Schongau plant of the UPM-Kymmene paper mill (kilometer 0.5) with a truck loaded with shredded paper, the driver of which both the light signal at the unrestricted level crossing there and a ignored the acoustic warning signal. There were 18 slightly injured people, including the driver.

On January 23, 2018, at the same point, a truck that had disregarded the red light collided with a BRB railcar coming from Schongau station. In addition to the seriously injured truck driver, there were six slightly injured people, including the driver again. According to the state building authority in Weilheim, an additional warning sign should be set up there after this accident to warn car and truck drivers. The installation of a traffic light controlled by a thermal camera is also intended to prevent trucks from jamming back into the factory premises.

Route description

course

Route in the Peiting area (2017)
Route shortly before Hohenpeißenberg (2014)

The Schongau – Peißenberg railway begins at 0.0 km in Schongau station and initially heads south with a slight gradient. After two level crossings over the state road 2014, it crosses the Lech in a left curve . The route leads north past the UPM-Kymmene (formerly Haindl ) paper mill , to which a siding branches off at the Haindl alternative junction. After a bridge over the Lech Canal, it follows the Lech with a steep incline, in a north-easterly direction along the northern slope of the Peitinger Schlossberg. After about 500 meters, the route bends to the south-east with a right curve and again crosses the state road 2014 with a level crossing. After another right curve, the route reaches the local area of ​​Peiting on a railway embankment with a slight incline. After the Peiting Nord stop, it crosses the Peitinger Mühlbach (also called Peitnach), which is divided into two arms, with two bridges. Leading through the middle of the local area of ​​Peiting, the route turns east and runs west past the Peiting center and the Maria Egg pilgrimage church. At km 4.2 it reaches the Peiting Ost train station.

To the east of the station, the former siding to the Peiting mine branches off to the south from the line that leaves the local area with a slight incline. It crosses federal highway 472 (B 472) in a right bend and continues on a dam in several sharp bends in an easterly direction through a forest area. Here it reaches its highest point at the watershed of Lech and Isar at 744 meters above sea ​​level and then drops again. With a bridge, the route leads over the deep cut of the Kohlgraben and crosses the Hohenpeißenberg bypass of the B 472, which was completed at the end of 2017. South of Hohenpeißenberg, it reaches the stop of the same name and turns south in a tight right-hand bend. After crossing the bypass one more time, the route leads back into the forest and turns east with a left curve. It follows south of the Hohen Peißenberg over the next two kilometers the steepest section of the route with a maximum gradient of 25 ‰. Continuously falling, the route leaves the forest area and crosses under the B 472 for the last time in a deep cut . Heading northeast, the route reaches the local area of ​​Peißenberg and crosses the Wörtersbach . In many easy curves it runs along the eastern slope of the Hohen Peißenberg, south of the Peißenberg district of Wörth and the former mining area. After a right-hand bend, the line, now running north, reaches the Peißenberg train station at 15.5 km. There it meets the older Weilheim – Peißenberg route, which ends here at 8.9 km.

The section from Schongau to kilometer 14.90 between Hohenpeißenberg and Peißenberg belonged to the Augsburg Railway Directorate , the rest of the stretch to the Munich Railway Directorate . With the dissolution of the Augsburg Directorate from 1971, the entire route was in the Munich Federal Railway Directorate.

Operating points

Schongau

Schongau station with a LINT 41 multiple unit (2014)

The Schongau ( Lage ) station was put into operation in 1886 by the Royal Bavarian State Railways as the terminus of the local railway from Landsberg , now known as the Fuchstalbahn. In 1889, the two-storey station building with a gable roof, dwarf houses and a semicircular staircase extension was completed. With the opening of the local railway to Peißenberg in 1917, the station became an intermediate station , and after the completion of the Sachsenrieder railway to Kaufbeuren in 1923 it became a separation station . In 1959, the Deutsche Bundesbahn rebuilt the old station building and removed the mid-buildings and staircase annex, the single-storey annex from the 1930s remained unchanged. In 1992, with the closure of the last section of the Kaufbeuren line, Schongau – Altenstadt, the station became an intermediate station again. In addition to the three platform tracks, there are also larger track systems for freight traffic. From 1921 to 1984 there was a depot in Schongau with a twelve-hour roundhouse .

Peiting North

Peiting-Nord stop (2017)

The stop Peiting Nord ( Lage ) is located in the north of the local area of Peiting , directly north of the railway bridge over the Peitnach. The stopping point was opened in 1917 together with the Schongau – Peißenberg line and closed again in October 1922 after a few years. With the summer timetable on June 5, 1925, the Deutsche Reichsbahn reopened the stop. For the travelers, north of the level crossing on Münchener Strasse, a simple dump platform west of the tracks and a small wooden bus shelter with a gable roof were built.

Later another side platform was built south of the level crossing east of the tracks, which is served by the trains in the direction of Weilheim, while the trains in the direction of Schongau stop on the northern platform. The wooden bus shelter was demolished and replaced by two glass shelters on the two side platforms.

To the north of the stop, a siding to a metalworking company branched off the line, which was also used for a time to serve a sawmill. Until the beginning of the 1950s, the siding was connected on both sides, later on one side to the north. In 2006, Deutsche Bahn shut down the siding and in November 2006 dismantled the connecting switch.

Peiting East

Peiting Ost station (2017)

The Peiting Ost train station ( Lage ) is located in the east of Peiting, about one kilometer from the town center. When it opened, the station was equipped with a single-storey station building with a gable roof in the local railway style, which stood south of the track system. The eastern part of the building with the service rooms was made of brick, the western part of wood. In addition, there was a goods shed in the eastern part of the station, an official residence and a station restoration. With the start of coal production in the Peiting mine , a siding to the mine site was completed in 1921. As a result, the Peiting Ost station gained greater importance in freight traffic and the track systems were expanded. To the north of the continuous main track there was a siding, both tracks were equipped with intermediate platforms. To the south of the main tracks there were two loading tracks connected on both sides with a loading lane to which the connection to the mine was connected in the east end of the station. Three butt tracks branched off from the loading tracks, opening up the goods shed and the loading ramp east of the reception building and a warehouse in the west end of the station. To the north of the platforms there was another loading track with stump track connected on both sides, which was used for peat loading. The peat was brought to the train station on a field train from the peat factory near Hohenbrand.

From 1938 the Deutsche Reichsbahn rebuilt the station. The old station building was completely demolished and replaced by a two-story brick building with a gable roof in the homeland security style by 1941 . It contained a waiting room and service rooms on the first floor, and service apartments on the upper floor. On the track side, the building was provided with a canopy along its entire length, under which there was an open waiting area in the east and the signal box annex to the west. To the east of the reception building, the Deutsche Reichsbahn built a larger head loading ramp and a new loading lane on the southern loading tracks.

In the early 1950s, the Deutsche Bundesbahn stopped loading peat in Peiting Ost, and coal traffic ended in 1968 with the closure of the mine. The siding to the former mine site was extended to the south and west and from then on a woodworks and a paper mill were connected. In the 1980s, the Deutsche Bundesbahn completely stopped the local freight traffic in the station, at last wood and fertilizer were loaded. The loading tracks that were no longer needed were partially dismantled and the goods shed demolished. In the 1990s, traffic on the siding ended. After unsuccessful reactivation efforts, the siding, platform track 1 and the remaining loading track at Peiting Ost station were dismantled in summer 2012. After the dismantling work, the continuous main track and a siding on two 18 cm high intermediate platforms are still available.

The reception building has been owned by the municipality of Peiting since summer 2013. As of October 2017, the demolition of the building in order to develop commercial space is being considered.

Hohenpeissenberg

Wooden shelter at the Hohenpeißenberg stop (2010)

The former train station and today's stop at Hohenpeißenberg ( Lage ) is located below the southern slope of the Hohen Peißenberg, about 700 meters south of the center of Hohenpeißenberg . The name Schächen was originally planned for the station . The station was equipped with a single-storey station building in the local railway style with a gable roof, which was located south of the tracks. In the bricked, wood-clad western part of the building there were service rooms for the station staff and a half-open waiting room. The timber-framed eastern section housed the goods shed, which was provided with a loading ramp with a transverse gable roof on the track side. In addition to the continuous main track, which was on an intermediate platform, the station had an intersection track on the house platform. To the west of the reception building was a loading track with a loading lane and two butt tracks, one of which opened up a warehouse. To the south of the station was the mine site around the weather shaft, which from 1937 was connected to the line west of the station with a siding.

In the 1950s, the Deutsche Bundesbahn installed a mechanical signal box of the standard design in the station building, which was responsible for operating the station's points. After 1964 the goods shed was rebuilt and the covered loading ramp demolished. In the 1970s, the Deutsche Bundesbahn stopped freight traffic at Hohenpeißenberg station and dismantled the loading track. In the early 1990s, the Deutsche Bundesbahn moved the last train crossings to Peißenberg and Peiting Ost. The crossing track that was no longer needed was dismantled and the Hohenpeißenberg station, which was no longer occupied, was downgraded to a stopping point. In December 1994, Deutsche Bahn demolished the empty station building and replaced it by 1995 with a simple wooden shelter with a gable roof on the remaining 16 cm high side platform. In 2011, instead of the wooden shelter, a new glazed bus shelter was erected.

Peissenberg

Reception building of the Peißenberg train station (2017)

The Peißenberg train station ( Lage ) is located in the middle between the north-east (village) and the south (Wörth) of the municipality of Peißenberg , south of the Sulz district, which was called Bad Sulz until 1935 . The deep tunnel of the Peißenberg mine was located directly to the west of the train station. It was put into operation on August 1, 1875 as the Sulz works station and was the terminus of a works line coming from Unterpeißenberg station. On May 15, 1879, the Bavarian State Railways started passenger traffic to Sulz station and renamed it Peißenberg on September 15, 1880 . The station received a three-storey station building with a gable roof and extensive facilities for freight traffic. With the construction of the line from Schongau to Peißenberg in 1917 it became a through station. After the end of coal traffic in 1971, the station lost its importance and the Deutsche Bundesbahn dismantled most of the tracks. Today two platform tracks and the reception building, which has been reduced to two floors, are still in operation.

Signal boxes and security technology

Signal box in Peiting Ost station (2015)
Group exit signal and former guard interlocking in Peißenberg

In the early years, the points in the operating points along the route were set by point attendants on site or using control valves set up outside on the house platform. In the 1930s, the Deutsche Reichsbahn equipped the Peißenberg, Peiting Ost and Schongau stations with standard mechanical interlockings . The entire route is equipped with shape signals .

At Schongau station there has been a mechanical command signal box in the reception building since the 1930s, and in 1959 a guard signal box was added in the north end of the station. The station has group exit signals , the individual tracks are secured with blocking signals . There is an entry signal from the direction of Peiting Ost , but no entry pre- signal .

The Peiting Ost station is equipped with a command signal box in the front of the signal box of the reception building. The station only has entry signals, exit signals are not available. As planned, a train crossing is carried out in the station during the morning rush hour, so that the station is still temporarily occupied, at other times it is switched through.

In Hohenpeißenberg there was a mechanical signal box in the reception building from the 1950s. The station did not have main signals and was only secured with trapezoidal panels . In its last years of operation, the station was no longer occupied. At train crossings, the drivers of the crossing trains therefore had to occupy the signal box and set the points on behalf of the dispatcher in Schongau .

In Peißenberg there was originally a command signal box at the station building and two guard signal boxes in the north and south head of the station. Around 1976 the guard signal boxes were shut down and the remaining points and signals from the command signal box Pf were set. The station was equipped with group exit signals. At the hourly train crossings, it was therefore not possible for trains to enter simultaneously until 2019. An electronic interlocking with an operator station in Weilheim has been controlling the Peißenberg station since September 2019 .

From the 1950s, the line was operated in simplified branch line operations , known as simplified train control operations from 1967 . In order for this section was until 2015 the most densely without train control traffic part of the southern Bavarian rail network. In 2015, DB Netz introduced the technically supported train control operation (TuZ) between Peißenberg and Schongau and equipped the route with point-type train control (PZB 90). The train manager is the dispatcher at Schongau station.

Engineering structures

Bridge over the Lech Canal (2017)

The largest engineering structure along the route is the bridge over the Lech in Schongau ( Lage ) , located in a curve, at 0.35 km. The stone arch bridge built from February 1910 to December 1912 was 118 meters long and consisted of three arches with a span of 27.085 meters each. There was an arched opening in each of the two abutments. The new bridge structure erected in summer 2001 is a three-span bridge with steel girders and a concrete slab in composite prefabricated construction. It has spans between 25 and 35 meters and a total span of 83 meters.

At kilometer 0.86, the route crosses the Lech works canal ( Lage ) with a 78-meter-long bridge at an acute angle . The stone arch bridge has a 34.91 meter long main arch as well as a savings arch at both abutments.

On the northern slope of the Peitinger Schlossberg there is a Lehnen viaduct ( Lage ) at kilometer 1.1 , on which the route crosses an approximately 50-meter-long slope. The viaduct consists of eight arches, the largest of which has a span of 13.60 meters, the remaining seven have a span of 8.55 meters.

At the Peiting Nord stop, the northern arm of the Peitnach is crossed with a simple girder bridge . A stone arch bridge ( location ) with a 16 meter long arch and two saving arches at the abutments leads over the southern arm of the Peitnach at km 2.9 .

Vehicle use

In the beginning of the track, the Royal Bavarian State Railways translated wet steam - Tender locomotives of the genus D XI (from 1925 Series 98 4-5 ) that in the depot Schongau stationed. The series 64 , 86 and 98 10 were also used from the 1930s .

After the electrification of the Weilheim – Schongau line, the Deutsche Reichsbahn switched the continuous passenger trains from steam to electric locomotives in Peißenberg from 1925, resulting in a loss of time of up to 15 minutes. From the 1940s, the German Reichsbahn hauled the heavy coal trains from the mine Peiting with einheitsdampflokomotive the class 50 .

From autumn 1952, the German Federal Railroad switched some of the locomotive-hauled passenger trains to Uerdinger rail buses of the VT 95 series , which they stationed at the Schongau depot. However, the low engine power was insufficient for the steep gradients between Peißenberg and Hohenpeißenberg, so that the Deutsche Bundesbahn withdrew the rail buses again. From the summer of 1956, more powerfully motorized rail buses of the VT 98 series were used, which were based in the Schongau depot and the Weilheim locomotive station . The time-consuming locomotive change at Peißenberg station was no longer necessary thanks to the use of multiple units. In freight transport, the German Federal Railroad replaced the steam locomotives from 1963 in part with diesel locomotives of the V 100 and V 60 series , and from the late 1960s it also used locomotives of the 290 series . The coal trains from the Peiting mine in the direction of Allgäu, on the other hand, were still hauled by class 50 and 52 steam locomotives. With the closure of the Peiting mine in November 1968, the use of steam locomotives on the line ended.

Class 628.0 railcars at Schongau station (1992)

In the 1970s and 1980s, accumulator railcars of the 515 series were used on the route , but they proved to be problematic on the steep inclines due to their heavy weight. The Deutsche Bundesbahn therefore continued to carry out passenger transport mainly with rail buses and class 212 and 218 diesel locomotives . From the 1980s, diesel multiple units of the series 627.0 and 627.1 as well as 628.0 and 628.1 also ran on the route. From 1987 railcars of the class 628.2 were used.

Until 2008, Deutsche Bahn used class 628.2 and 642 multiple units as well as a few class 218 locomotives with n-cars . With the change of operator, the Bayerische Regiobahn has been carrying out all passenger traffic on the route with LINT 41 diesel multiple units since December 14, 2008 . The freight trains to the Haindl paper factory were hauled by the Augsburg Local Railway with class 204 diesel locomotives.

traffic

passenger traffic

On January 11, 1917, the Bavarian State Railways started train services between Schongau and Peißenberg. Initially, three continuous pairs of trains ran daily from Schongau via Peißenberg to Weilheim. In the 1925 summer timetable, four pairs of trains were in use on the route every day and only carried the fourth class of car .

In the 1939 summer timetable, seven passenger trains ran daily from Schongau to Weilheim and six trains in the opposite direction. The trains took between 54 and 68 minutes for the entire route, 13 minutes of which were for the section from Weilheim to Peißenberg. All passenger trains only carried the third class.

During the Second World War, the Deutsche Reichsbahn reduced passenger traffic on the Schongau – Peißenberg line. In 1943, only four to five pairs of trains ran continuously between Schongau and Weilheim. To connect the newly built military facilities near Altenstadt , the Reichsbahn extended individual passenger trains from Schongau to the Altenstadt railway station via the Kaufbeuren – Schongau line . After the destruction of the Schongau Lech Bridge in April 1945, there was no train service between Peiting Ost and Schongau until the end of the 1940s.

At the end of the 1940s, the Deutsche Bundesbahn improved the train service on the line again. From 1950, nine pairs of trains ran between Weilheim and Schongau on weekdays.

In the 1971 summer schedule, the Deutsche Bundesbahn operated eight pairs of trains between Weilheim and Schongau from Monday to Friday and six to seven pairs of trains at the weekend, one of which was tied from Schongau to Kaufbeuren. In addition, a single train ran from Hohenpeißenberg to Kaufbeuren on weekdays. The trains took between 36 and 46 minutes to travel from Weilheim to Schongau, and all trains were only in second class. With the cessation of passenger traffic on the Kaufbeuren – Schongau railway line, the connections to Kaufbeuren ceased in October 1972.

In the 1970s, the Deutsche Bundesbahn reduced train traffic on Saturday afternoons and Sunday mornings; instead, the services were provided by rail buses in replacement rail traffic . From Monday to Friday, eight pairs of trains continued to run from 5:30 a.m. to 7:30 p.m. For cost reasons, the Deutsche Bundesbahn completely stopped train services on weekends and public holidays for the 1985 summer timetable and also used train buses during the times mentioned. At the same time, a ninth pair of trains was introduced between Weilheim and Schongau during the week. To close gaps in intervals, the Deutsche Bundesbahn introduced three additional pairs of trains on the line from 1993 onwards.

For the summer timetable from May 29, 1994, Deutsche Bahn introduced the Werdenfels cycle on the Weilheim – Schongau line. Weekend traffic was resumed and a full-day hourly service was introduced on the route with up to 18 pairs of trains per day . In the evening, Deutsche Bahn extended train services until after midnight. Individual regional trains were extended from Weilheim via the Ammerseebahn to Dießen .

A BRB type LINT 41 railcar on the Schongauer Lechbrücke (2014)

Since December 14, 2008, the Bayerische Regiobahn (BRB) has been a railway company on the Pfaffenwinkelbahn and the subsequent Ammerseebahn. Since then, the trains have been running every day from Augsburg-Oberhausen via Weilheim to Schongau. At the usual minute of symmetry shortly before half an hour , the trains cross in Peißenberg. In the rush hour there are additional hourly additional trains from Geltendorf to Peißenberg and in the morning sometimes further to Schongau, which run every half hour on this section. The trains from Weilheim to Schongau take 33 minutes as planned and 37 minutes in the opposite direction. There are good connections to Munich in the Weilheim half- junction, but there are waiting times when changing to Garmisch-Partenkirchen .

Freight transport

Even before the Lech Bridge was completed in Schongau, the Bavarian State Railways opened the rail connection from Schongau station to the Haindl paper mill in 1911 . This enabled raw materials and fuels to be transported directly to the factory premises via the Landsberg am Lech – Schongau railway line and the Lech bridge , and the paper produced to be removed again, eliminating the need for reloading at Schongau station.

After the line went into operation in 1917, the Royal Bavarian State Railways initially loaded mainly agricultural products and wood at the Peiting Ost and Hohenpeißenberg stations. In Peiting, peat loading was also important. From 1921 on, a field railway transported the peat quarried in the Schwarzlaichmoor near Hohenbrand over a distance of four kilometers to the Peiting Ost station, where it was reloaded into the freight wagons of the state railway using a loading system.

Remnants of the track at Peiting Ost train station in the direction of the Peiting mine , as of January 2018

In 1921 coal production began in the Peiting mine, which was connected to the Peiting Ost train station via a rail connection. The Peiting mine transports coal and pit wood, there was a considerable increase in freight traffic on the route. The coal trains from Peiting ran exclusively to Schongau station and onwards via the Kaufbeuren – Schongau railway into the Allgäu or via the Landsberg – Schongau line in the direction of Augsburg. The coal from the Peißenberg mine , on the other hand, was transported by the Deutsche Reichsbahn via Weilheim station and on to Munich or via the Ammerseebahn to Augsburg. From 1937, the Deutsche Reichsbahn served the weather shaft in Hohenpeißenberg via another siding, which was supplied with supplies and pit wood until 1971, coal transports did not take place.

With the peat loading stopped in the early 1950s, the volume of goods in Peiting Ost declined. In 1959 the route was still used by ten freight trains every day. The closure of the Peiting mine in 1968 led to the cessation of heavy coal trains and a collapse in freight traffic on the line. In 1970 the German Federal Railroad ended general cargo loading in Peißenberg and Peiting Ost. In the 1970s it completely stopped the local freight traffic in Hohenpeißenberg and in the 1980s in Peißenberg and Peiting Ost. There was no longer any freight traffic between Peiting and Peißenberg.

There remained the operation of various sidings along the route. The siding from the Peiting Ost train station to the Peiting mine continued to be used to operate a woodworks and a paper mill. In addition, a siding to a metal processing company north of the Peiting Nord stop and the siding to the Haindl paper mill in Schongau were served. In the 1990s, Deutsche Bahn stopped operating the siding in Peiting Ost.

Freight train of the Augsburg Local Railway in Schongau station

In 1998, the Augsburg Local Railway (AL) took over the freight traffic on the Landsberg – Schongau railway line and between Schongau and Peiting Nord from Deutsche Bahn. In May 2005 she stopped operating the siding in Peiting Nord. Since then, regular freight traffic can only be found on the section from Schongau train station to the Haindl alternative junction . In 2011, up to five freight trains ran to the paper mill on working days, delivering raw materials and fuel and transporting the paper to Augsburg. By 2018 the traffic was reduced to two pairs of trains. From January 2019, the operation of the freight transport to the paper mill was gradually transferred back to DB Cargo in full by June 1, 2019 .

Course book series

The Schongau – Peißenberg railway was initially listed in the Reich curriculum as a branch of the Munich – Innsbruck connection under the number 297. From the introduction of the official course book for the Reich (later the German course book ) it was always kept under a common course book line with the Weilheim – Peißenberg railway line. In 1950, the Deutsche Bundesbahn introduced a continuous 404c course book route from Weilheim to Kaufbeuren, which also included the Kaufbeuren – Schongau route. This course book route lasted under number 966 until passenger traffic between Kaufbeuren and Schongau was discontinued in 1972. Since 1973, the Weilheim – Peißenberg – Schongau route has had the route number 962.

Period number route
1917-1939 297 Munich (- Schongau) - Murnau (- Oberammergau) - Garmisch-Partenkirchen (- Griesen) - Innsbruck
1935-1938 404a Weilheim (Oberbay) - Peißenberg - Schongau
1938-1950 404c
1950-1972 Weilheim - Peißenberg - Schongau - Kaufbeuren
1972 966
1972-1973 Weilheim - Peißenberg - Schongau
from 1973 962

Future prospects

Since the permeability of the route suffers from speed restrictions due to a number of level crossings that are not technically secured , their lifting or technical protection is necessary. Furthermore, modernizing the Peißenberg train station so that trains can come in from both directions at the same time could save around four minutes of travel time in the direction of Weilheim.

It is planned to make all stations along the route barrier-free by the end of 2021 .

There are considerations to allow the trains running on the Pfaffenwinkelbahn to continue northwards via Schongau station on the route of the Landsberg am Lech – Schongau railway line, which was previously only used for freight traffic, to a new Schongau Nord stop near the Schongau hospital .

literature

  • Ludwig Degele: The railway in the Weilheim-Schongau district . Self-published, Weilheim 1981.
  • Peter Rasch: The branch lines between Ammersee, Lech and Wertach. With the Ammerseebahn, Pfaffenwinkelbahn & Co around the Bavarian Rigi . EOS-Verlag, Sankt Ottilien 2011, ISBN 978-3-8306-7455-9 , p. 156-215 .
  • Manfred Hofer: The railway in Schongau . Ed .: City of Schongau. Schongau 1986.
  • Max Biller: Railway . In: Market Peißenberg (Ed.): Peißenberger Heimat-Lexikon . 2nd Edition. St. Ottilien 1984, p. 70-80 .
  • Max Biller: Railway . In: community Hohenpeißenberg (ed.): Hohenpeißenberger Heimat-Lexikon . Polling 1998, p. 33-38 .
  • Karl Fliegauf: Chronicle of the community Peiting . 1st edition. tape 1 , 1987, pp. 836, 1000-1004 .

Web links

Commons : Schongau – Peißenberg railway line  - collection of images, videos and audio files

Individual evidence

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This article was added to the list of excellent articles in this version on January 12, 2019 .