Münstertalbahn

Bad Krozingen – Münstertal / Sulzburg
Route number (DB) :	9433 (Bad Krozingen – Sulzburg) 9434 (Staufen – Münstertal)
Course book section (DB) :	725
Route length:	11.0 km shut down: 5.6  km
Gauge :	1435 mm ( standard gauge )
Route class :	C2
Power system :	15 kV 16.7 Hz  ~
Maximum slope :	22.2  ‰
Minimum radius :	190 m
Top speed:	80 km / h
Legend Rhine Valley Railway from Basel 0.0 0.0 Bad Krozingen Rheintalbahn to Mannheim 1.3 0.0 Bad Krozingen East 2.2 0.0 Oberkrozingen 5.2 0.0 Staufen 284 m New stomach 5.4 0.2 7.0 0.0 Grunts 9.2 0.0 Ballrechte-Dottingen 11.0 0.0 Sulzburg 325 m 1.0 Staufen south New stomach 3.0 Etzenbach 4.4 Dietzelbach 5.0 Hof (Münstertal) 5.8 Münstertal (Black Forest)

The Münstertalbahn is a single-track, electrified branch line from Bad Krozingen to Münstertal (Black Forest) . In Bad Krozingen, the line is connected to the Rhine Valley Railway . The owner and operator of the Münstertalbahn is the Südwestdeutsche Landesverkehrs-AG (SWEG). The operating facilities are located in the Staufen train station . Passenger traffic on the former branch to Sulzburg was stopped in 1969.

Route

Most of the route runs through fields, meadows and forest areas. The route begins in Bad Krozingen and leads via Oberkrozingen to Staufen. There the branch line branched into two branches. The south branch - first built and now closed - led via Grunern and Ballrechte-Dottingen to Sulzburg. The north branch has been preserved and leads via Etzenbach and Dietzelbach to Münstertal . The route - including the disused section - is located entirely in the Breisgau-Hochschwarzwald district .

history

Construction of the Krozingen – Sulzburg branch line and first years of operation

Neither the planned routes of the Rheintalbahn (orange) nor the actual routes connecting Freiburg (red) touched Sulzburg and Staufen.

According to Article 1 of the Baden Railway Act of 1838, the Badische Hauptbahn from Mannheim to Basel should be run "as close as possible to the mountains". Due to its size, this made it possible for Freiburg to refrain from a straight route via the planned routes (orange) and to connect it to the Rhine Valley Railway via the realized route (red) . However, due to geographical reasons, none of the alternatives to the railway line could provide for a connection from Staufen (because of the Schlossberg) and Sulzburg (because of its location in a side valley of the Black Forest). Both cities were increasingly sidelined economically because industry settled on the railway line and the residents of remote places followed.

Therefore, from 1884, the construction of various rail connections was discussed: Krozingen – Staufen, Schallstadt – Staufen – Sulzburg – Müllheim, Sulzburg – Heitersheim. The work begun by Hermann Bachstein in 1890 after a decision on a branch line from Krozingen – Staufen – Sulzburg was quickly stopped. The city of Staufen therefore sent a petition to the government and the state estates in Karlsruhe on February 25, 1892 about a train from Krozingen to Staufen. Ultimately, it was decided to build a standard-gauge branch line on the already planned route. The two cities asked the Berlin company Vering & Waechter , which already operated the Rhein-Ettenheimmünster local railway and was involved in the planning for the Kandertal Railway . A promise was received on April 3, 1892. After setting up the site for rail operations and granting a subsidy of 110,000 marks , the concession was granted on April 15, 1894 and the branch line was inaugurated on December 20, 1894.

Railway bridge over the Neumagen

Almost 70 percent of the route ran in a straight line. Only between the Staufen train station and the bridge over the Neumagen was there a small radius of only 200 meters. On the other hand, the gradient conditions were not so favorable. Not even 20 percent of the route was horizontal. On a total of 2,350 meters, gradients of 1:50 (or 20 ‰) had to be overcome, which on a main line would not be called a steep stretch . In February 1895, the route was added to the list of those in which the International Agreement on Rail Freight Traffic applies. The company developed very favorably up to the end of the First World War , the income was higher than initially estimated. As early as 1904/05, the loading bays at Sulzburg station had to be enlarged.

In 1898, Vering & Waechter founded the Deutsche Eisenbahn-Betriebs-Gesellschaft AG (DEBG) to operate their own railways. In the same year, the latter initially took over the concession for the branch line. On March 31, 1901, this was then completely transferred to DEBG together with the Haltingen – Kandern branch line and the joint workshop in Sulzburg at a price of 967,000 marks.

Operating points

Today's Bad Krozingen Ost stop was first mentioned in 1885 as Wiere station, when a kyanization facility was set up there by the timber merchant Himmelsbach and in 1898 the Risler and Co. company relocated a private siding to Wiere station. Later it was renamed Krozingen Kyraniseranstalt as a stop for freight trains, which belonged to the parent station in Staufen. In 1939 the freight train stop had a weighbridge for 30 t and a side ramp.

Construction of the branch to Münstertal

Etzenbach stop

As early as 1896 to 1912, projects were developed to bring traffic connections to the Münstertal . They failed because of the disagreement between the then independent communities of Lower and Upper Munster. Finally, on July 30, 1913, the DEBG was granted a concession for a branch line from Staufen to Untermünstertal. Of the estimated costs of around 89,000 marks per kilometer of railway length, the state undertook to take over 30,000 marks and the municipality of Untermünstertal 10,000 marks.

Construction, which was transferred to Vering & Waechter, began at the beginning of October 1913. It was affected by the outbreak of war, but not interrupted, so that the new section of the line could finally be put into operation on May 1, 1916. For topographical reasons, the Untermünstertal train station had to be on the right bank of the Neumagen. It would therefore have made sense to create the branch at Staufen station to avoid a river crossing. But that would have meant driving through the city. It was therefore decided to first use the Neumagenbrücke of the existing railway and branch off behind the cemetery with a switch. Since the newly created Staufen Süd train station could not directly cross over the Neumagen due to the built-up plots, the route follows the course of the Neumagen after an S-curve on the left bank of the river until it crosses it and continues on the right bank. A curve radius of just 200 meters only had to be chosen when it branches off from the original track. More than 60 percent of the route is straight. The branch to Münstertal manages an incline of 90.21 meters. Only 100 meters are horizontal, while the largest slope of 1:45 extends over 1071 meters. The Untermünstertal train station is reached on an approximately three meter high embankment and has an incision of almost seven meters at the end of the runway.

Takeover by SWEG and closure of the Sulzburg branch

Tracks of the disused line near Grunern with a former train station restaurant

In 1963 the route was taken over by the Südwestdeutsche Verkehrs-Aktiengesellschaft (SWEG). On September 27, 1969, passenger traffic on the branch to Sulzburg was discontinued and replaced by a bus line. Freight traffic between Grunern and Sulzburg ended on March 15, 1973, after which the section was dismantled from the mid-1970s. After the last industrial company in Grunern went bankrupt, operations on the remnant were also discontinued in 1996. Today the route to Sulzburg is partially built over.

On September 30, 2002, the Staufen freight station was closed. The switch of the last existing alternative connection point of an industrial company was dismantled two years later.

Electrification and modernization

The cooperation agreement between RVG and NVBW of March 11, 2009 includes the electrification of the S-Bahn network in the Freiburg area by 2018. ^[obsolete] The Bad Krozingen – Münstertal line was also closed between May 29, 2012 and electrified on June 9, 2013.

Initially, operations were temporarily suspended on May 29, 2012 in order to renew the track's superstructure. After the regional council approved the electrification of the railway line on July 23, 2012, the necessary work for a planned 14 million euros could begin. At the beginning of 2013 it became known that the electric railcars could not travel at 80 km / h, but only at 60 km / h, as the state subsidies for upgrading the level crossings had not been approved. In mid-February 2013, the funds were released despite a general approval stop at the Ministry of Transport.

The electrical signal box in Staufen was put into operation in August 2013. On September 21, 2013, State Transport Minister Winfried Hermann officially opened electrical operation after the overhead line had been energized on July 15, 2013 (15,000 volts).

service

The route is completely within the tariff area of ​​the Regio-Verkehrsverbund Freiburg (RVF).

Train type	route	Tact
S 3	Bad Krozingen - Bad Krozingen East - Oberkrozingen - Staufen	30-minute intervals
S 3	Staufen - Etzenbach - Dietzelbach - Hof - Münstertal	60-minute intervals
S 3	Freiburg - Schallstadt - Bad Krozingen - Staufen (- Münstertal)	three pairs of trains (2016)

Between Bad Krozingen and Staufen there is a half-hourly service, in the further course to Münstertal there is an hourly service with individual densities during rush hour. The passers-through via Norsingen, Schallstadt, Ehaben, Freiburg-St. Georgen to Freiburg main station, which change direction in Bad Krozingen, have been part of the Münstertal transport contract of SWEG since 2013. In the past, these were provided on behalf of Deutsche Bahn AG .

vehicles

Diesel multiple unit of the Münstertalbahn in the terminus Münstertal (1987)

SWEG's Bombardier Talent 2 in Staufen station

The following important information is still missing in the following paragraph:

This section still lacks information on vehicle use from the opening until the middle of the 20th century

Help Wikipedia by researching and pasting it .

From 1933, the KMS VT1 was the first diesel multiple unit to be used on the Münstertalbahn.

In the 1960s, a railcar built in 1928 by the Werdau wagon factory, the T 3, and an Esslingen railcar, the T 104 (built in 1952), were in use on the route. Since the Münstertalbahn only had a tiny workshop in Staufen after the end of the section to Sulzburg was shut down - the Esslinger was too long for the shed - most of the work on that had to be carried out outdoors.

From the beginning of the 1980s diesel multiple units of the NE 81 series were used on the Münstertalbahn , which were replaced by regional shuttles in the 1990s .

The 11-kilometer route was used by three diesel multiple units of this type until 2012. Since the delivery of the two new electric vehicles of the type Bombardier Talent 2 (ET 150 and 151) was delayed, Regio Shuttles of the Ostdeutsche Eisenbahn (ODEG) were used on loan from June to September .

The two vehicles arrived at the SWEG depot in Endingen in early July 2013 . The first test and training runs for the new railcars were originally supposed to begin in April 2013, but were delayed until the end of July due to the approval process and the funding commitments from the state of Baden-Württemberg . On September 9, 2013, the Talent 2 was finally used in passenger service. New Bombardier Talent 3 vehicles have been in operation since June 14, 2020 . The previous Talent 2 vehicles were sold.

literature

• August Villinger, Ludger Kenning: The Münstertalbahn . Kenning Verlag, Nordhorn, 2016, ISBN 978-3-933613-54-7
• Gerd Wolff, Hans-Dieter Menges: German small and private railways. Volume 2 - Bathing . Eisenbahn-Kurier-Verlag, Freiburg 1992, ISBN 3-88255-653-6 , pp. 364-374
• Peter-Michael Mihailescu, Matthias Michalke: Forgotten railways in Baden-Württemberg . Konrad Theiss Verlag, Stuttgart 1985, ISBN 3-8062-0413-6 , p. 98-101 .

Web links

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

• Rainer Ruther: By train to the Münstertal for 100 years. Badische Zeitung, January 5, 2017, accessed on January 6, 2017 . 
• Breisgau-Staufen transport company of the SWEG
• Pictures of the Staufen train station from 1989

Individual evidence

1. ↑ sweg.de (PDF)
2. ↑ Meinhard Doepner: The Badische railway operating company AK . Lokrundschau Verlag, Gülzow 2002, ISBN 3-931647-13-7 , p. 26.
3. ↑ Announcement regarding the addition to the list attached to the international convention on freight transport by rail. 28 February 1895 ( Wikisource )
4. ↑ Döpner, p. 26 f.
5. ↑ Döpner, p. 7 f.
6. ↑ Files of the city headquarters 1890–1920. (PDF) C3 / 399/04. In: freiburg.de. P. 305 , accessed December 8, 2018 . 
7. ↑ Files of the city headquarters 1890–1920. (PDF) C3 / 133/10. In: freiburg.de. P. 97 , accessed December 8, 2018 . 
8. ^ Association of Central European Railway Administrations (ed.): Station directory of the European railways . (formerly Dr. KOCH's station directory). 52nd edition. Barthol & Co., Berlin-Wilmersdorf 1939.
9. ↑ Döpner, p. 27 f.
10. ^ Staufen - Sulzburg . forget-bahnen.de; Retrieved November 25, 2012
11. ↑ Secure future . After Münstertal (Black Forest), the Breisgau S-Bahn will run electrically from the end of 2012. In: regional traffic . No. 4 , 2011, ISSN  1615-7281 , p. 50 .
12. ↑ Rail replacement services on the Münstertalbahn . ( Memento of the original from September 24, 2015 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. Südwestdeutsche Verkehrs-Aktiengesellschaft, May 14, 2012; accessed on March 30, 2013 
13. ↑ Münstertalbahn electrification ( Memento of the original from September 24, 2015 in the Internet Archive ) Info: The  archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. , sweg.de, accessed on March 30, 2013
14. ^ Rainer Ruther: Münstertal: false start for electric train . Badische Zeitung, February 1, 2013, accessed on March 30, 2013
15. ^ Rainer Ruther: District of Breisgau-Hochschwarzwald: Expansion of the level crossings of the Münstertalbahn: The country is turning in . Badische Zeitung, February 19, 2013, accessed on March 30, 2013
16. ↑ Staufen: Photos: Opening of the electrified Münstertalbahn - photo galleries. In: badische-zeitung.de. Retrieved September 22, 2013 . 
17. ↑ Rolf Löttgers: The narrow-gauge railway time in color . Franckh'sche Verlagsbuchhandlung, Stuttgart 1983, ISBN 3-440-05235-4 , p. 80 f .
18. ^ Rainer Ruther: Cooler and calmer in the future , Badische Zeitung, July 26, 2013, accessed on July 26, 2013