Bad Aibling – Feilnbach railway line
| Bad Aibling – Feilnbach | |||||||||||||||||||||||||||||||||||||||||||||||||
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 Status 1970
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| Route number : | 5701 | ||||||||||||||||||||||||||||||||||||||||||||||||
| Course book section (DB) : | 958 | ||||||||||||||||||||||||||||||||||||||||||||||||
| Route length: | 12.1 km | ||||||||||||||||||||||||||||||||||||||||||||||||
| Gauge : | 1435 mm ( standard gauge ) | ||||||||||||||||||||||||||||||||||||||||||||||||
| Power system : | 550 V =, from 1959 15 kV 16.7 Hz ~ |
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| Maximum slope : | 16.8 ‰ | ||||||||||||||||||||||||||||||||||||||||||||||||
| Minimum radius : | 300 m | ||||||||||||||||||||||||||||||||||||||||||||||||
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The Bad Aibling – Feilnbach line , also known as the Bad Aibling – Feilnbach local line , was an electrified branch line in Bavaria . It branched off the Holzkirchen – Rosenheim railway line in Bad Aibling and led to Feilnbach (today: Bad Feilnbach). After the Türkheim – Bad Wörishofen line , it was the second electrically operated full-line railway in Bavaria.
history
prehistory
In the late 1860s efforts arose in the region southwest of Rosenheim to create a connection to the railway network. In particular, the Miesbacher "Aktiengesellschaft für Kohlenbergbau", which operated a coal mine in Au near Bad Aibling , was interested in the rail link. After initially considering a connection to Raubling in the Inn Valley , a connection to Bad Aibling was favored from the beginning of the 1870s. In 1874, the Bavarian state government decided to build a Vizinalbahn from Bad Aibling to Au if the private parties would take over a third of the financing. In 1876 detailed planning of the route began, but the coal mine operator had to revoke his financing commitment in the same year, whereupon the work was stopped.
At the beginning of the 1890s, there were renewed considerations to develop the region around Au and Feilnbach with a railway line. The driving force behind the construction of a branch line from Bad Aibling via Au to Feilnbach turned out to be two entrepreneurs from Bad Aibling and Munich, who at times even considered an extension to the Wendelstein . Together with the Munich civil engineer and power company operator Erwin Bubeck and the originally Dresden “Actiengesellschaft Elektricitätswerke”, they agreed to take over the financing of the railway construction, provided that the municipalities acquire and provide the required land. The municipalities on the planned route approved this proposal in 1893 and 1894, so that in 1895 the license for the construction and operation of the railway could be applied for. Prince Regent Luitpold issued this on July 26, 1895.
Construction, early years and change of ownership
The "Actiengesellschaft Elektricitätswerke" acted as the operating company for the future 12.1 kilometer branch line from Bad Aibling to Feilnbach (before 1900 also: Feilenbach), with Erwin Bubeck acting as its general agent. On May 27, 1896, the first groundbreaking of the railway took place. With the exception of the buildings and other high-rise structures, the operator took on all the work himself.
Right from the start, the line was not supposed to be operated by the steam traction that was common at the time , but by electricity. A hydroelectric power station was built near Bad Aibling to provide the electrical energy for rail operations.
After the ceremonial opening on May 29, 1897, regular operation began on the following day, initially with eight pairs of passenger trains and two scheduled freight trains.
The "Actiengesellschaft Elektricitätswerke", which had meanwhile also started the construction of the Ammergaubahn from Murnau to Oberammergau , founded the "Süddeutsche Elektro Lokalbahnen Aktiengesellschaft" (SEL) based in Munich on February 3, 1899 as the operating company of its railways.
Although the operation of both SEL railways developed well, the company ran into financial difficulties in 1900 and 1901 due to the bankruptcy of the parent company. On August 3, 1901, the SEL then filed for bankruptcy. The Royal Bavarian State Railways temporarily took over the operation of both routes in autumn this year, but drastically reduced the timetable. The Münchner Localbahn Actiengesellschaft (LAG), which signed the purchase agreement on November 19, 1903 and took over operations on January 1, 1904, was the buyer of both SEL routes . The purchase price for the Feilnbach route was only 164,000 marks.
Local railway stock company
The Lokalbahn Aktien-Gesellschaft (LAG) was able to significantly increase the traffic on the Bad Aibling – Feilnbach railway line by compressing the timetable and reducing fares in the first few years after the takeover. The small locomotives procured by the SEL were gradually replaced by three railcars converted from wagons.
The railroad achieved its highest passenger transport performance in 1911, when 161,690 passengers used the trains. However, from the 1920s in particular, transport services gradually declined. A power post connection set up parallel to the railway in August 1928 also played a part in this . Freight traffic increased until the mid-1920s and peaked at 38,166 tons in 1926. Only during the construction of today's Federal Motorway 8 in 1935 were again top performances in freight traffic achieved. In that year a total of 121,429 tons of goods were transported.
At the beginning of the 1930s, the LAG had to contend with a drastic decline in revenues on most of its eleven railway lines, as did the Lausitzer Eisenbahn-Gesellschaft , which is largely owned by the LAG . From 1932, the LAG negotiated with the Deutsche Reichsbahn (DR) about financial support, which was granted in the form of a loan in 1934. In a report written in this context by the Deutsche Reichsbahn in 1932, the line to Feilnbach falls under the three LAG lines for which, in the opinion of the Deutsche Reichsbahn, a "reduction in the operating obligation" could be considered.
German Reichsbahn
On August 1, 1938, the LAG was nationalized and integrated into the Deutsche Reichsbahn. Under their direction, operations continued at a low level. It also carried out urgently needed renovation work on the electrical systems and replaced the existing vehicles with railcars from the former LAG route from Türkheim to Bad Wörishofen .
German Federal Railroad
The German Federal Railways (DB) began in 1956 vehicles also once operated by the LAG Isartalbahn to the Feilnbacher route. In the same year, the Deutsche Bundesbahn closed the power station in Bad Aibling and from then on fed rectified traction current from its own AC voltage network into the overhead line. In 1950, a new track connection was put into operation in Bad Aibling station, so that the Feilnbacher trains could now enter Bad Aibling station directly. From then on, passengers were no longer forced to walk to the local train station in Aiblingen via an iron walkway. In 1959, direct current operation was finally discontinued and switched to single-phase alternating current (15 kilovolts 16 2/3 hertz). Class ET 90 and ET 85 railcars were used for passenger transport, diesel locomotives for freight transport.
However, a steadily declining passenger and freight traffic resulted in the Deutsche Bundesbahn giving up rail operations in the early 1970s. First, on May 28, 1972, electrical operation was ended. Series 798 diesel multiple units took over the passenger transport. On September 29, 1973 the tourist traffic was finally stopped, the freight traffic a little later.
The tracks were dismantled, and a cycle path now runs along large parts of the railway line.
Vehicle use
For the opening of the railway line, five passenger railcars , two freight railcars , three passenger cars, two mail and baggage cars and one general cargo car were purchased. These vehicles were technically based on contemporary tram vehicles , but were equipped with conventional pulling and pushing devices so that freight wagons could also be provided.
The passenger railcars and the passenger cars each had twenty seats. The freight railcars were able to carry three fully loaded freight cars.
When the LAG took over the route, only one passenger railcar (LAG no. 647), the two freight railcars (LAG no. 645 and 646), two passenger cars and one post car were renumbered. The remaining vehicles were taken out of service. The remaining passenger railcar was sold in 1911 and the two freight railcars retired in 1922.
In 1904, the LAG had two three-axle passenger cars converted into electric railcars by MAN to replace the decommissioned passenger railcars and designated them as LAG No. 181 and 182 . In 1922, a covered freight car was converted by MAN into a freight railcar with the number 891 to replace the two retired freight railcars .
Hydroelectric power plant
For the electrical operation of the railway line, a hydropower plant was built about one kilometer from Bad Aibling station on the Triftbach . The Triftbach is an artificial side canal of the Mangfall . In the hydropower plant, a Francis turbine with an output of 150 hp drove two generators with a capacity of 78 kilowatts each . In addition, a stationary steam engine with an output of 115 hp was installed which, in the event of a malfunction or maintenance work , was supposed to drive the two existing generators instead of the water turbine . The generators generated a direct voltage of 550 V, which was fed directly into the overhead line. To compensate for peak loads, a buffer battery was installed in Au station.
In the early 1950s, the hydropower plant was modernized and equipped with a 300-kilowatt generator.
The building of the hydroelectric power station ( 47 ° 51 ′ 44.2 ″ N , 11 ° 59 ′ 28.9 ″ E ) is still preserved and now houses a car repair shop.
Trivia
In 1956 the film " The Scapegoat of Spatzenhausen " with Hans Moser was shot in the old train station in Au , which was located on Kohlbachstrasse.
literature
- Stephan Kuchinke: The Localbahn Aktiengesellschaft - A Bavarian private railway and its history. transpress Verlag, Stuttgart 2000, ISBN 3-613-71125-7 (pages 115-121, among others)
- Gerd Wolff: German small and private railways - Volume 7: Bavaria. EK-Verlag, Freiburg 2002, ISBN 3-88255-666-8 (pages 324–331)
Web links
- Search for traces of the railway: Documentation of the route in its current state
- Course book table from 1944 (former KBS 429h)
Individual evidence
- ↑ Bad Aibling-Feilenbach electric local train . In: Club Österreichischer Eisenbahn-Officials (Ed.): Österreichische Eisenbahn-Zeitung . No. 27 . Vienna September 20, 1897, p. 245 ( archive.org ).
- ^ A b Josef Tischner (1968): "The Electric" - 70 years of the Bad Aibling-Feilnbach railway line. The Mangfallgau (13): 129-40
- ↑ a b c Actien-Gesellschaft Elektricitätswerke (formerly OL Kummer & Co.): Festschrift for the opening . Niedersedlitz November 1897.
- ↑ a b c Kuchinke, Stephan .: The Localbahn-Actiengesellschaft a Bavarian private railway and its history . 1st edition Transpress, Stuttgart 2000, ISBN 3-613-71125-7 .
- ↑ a b c d Wolff, Gerd .: German small and private railways. Vol. 7, Bavaria . EK-Verl, Freiburg [Breisgau] 2002, ISBN 3-88255-666-8 , p. 324-331 .
- ↑ Explanatory report on the water development plan. P. 124 , accessed June 19, 2018 .
- ↑ Memories of the "Electric". OVB Heimatzeitungen, December 24, 2014, accessed on June 19, 2018 .