Grafing–Wasserburg railway

The sections built 1899-1905 railway Grafing -Wasserburg is a 29.1 km long, all of them single-track branch railway in Upper Bavaria. Based on the previous high moors ( bavarian: Felt) in the traversed Ebrach it is also called felting Express.

Your western six kilometers long and electrified section of Grafing to the county town of Ebersberg is part of the S 4 S-Bahn Munich and is also sail as well as the subsequent leg up Wasserburg railway, by the SüdostBayernBahn in regional traffic. The 4.4 km long urban connection of Wasserburg Wasserburg railway station to the city since March 2, 1987 out of service.

Railway infrastructure companies in the leg Grafing - Ebersberg, DB network on which the following section to Wasserburg railway station SüdostBayernBahn. Owner of the infrastructure of Wasserburg Bahnhof ( exclusively ) to water castle town is the city of Wasserburg am Inn.

Route

The route of the felts Express branches in the southern part of the station Grafing station of the Munich- Rosenheim head east. Trains to and from Ebersberg ( water castle ) can use in Grafing station on both sides motorable tracks 1 and 2 and the dead-end track 11 which are provided with all three platforms. Crossovers to the west of it lying mainline tracks to Munich exist in the northern part of the station.

After about two kilometers, the route reaches the center of the city Grafing with the breakpoint Grafing city. Then she leads with some tight curves in a northerly direction over the once roofed with a breakpoint hamlet Wiesham uphill to Ebersberg. Located in west-east direction on a hill Ebersberg station has two tracks, of which only the northern direction from Grafing is navigable and is used exclusively by the S-Bahn. East of the station ends the catenary. To cope with the difference in height between the train station and the Ebersberg Ebrach with a reasonable slope, the railway line was built on the following two kilometers in a large Ausschleifung south. In the valley arrived, the felts Express happens in an easterly direction Oberndorf near Ebersberg and the hamlet of Neuhausen near Ebersberg, both times had breakpoints before the former railway station and current breakpoint Steinhöring is achieved.

Almost parallel to B 304, the route continues over the once provided with loading tracks for freight breakpoint Tulling after Forsting where the former train station now serves as a holding point for passenger and connection point for freight. As before, running in an easterly direction, then the track is tangent to the places and breakpoints Brandstätt and Edling, before it after a turn towards the north reaches the station Wasserburg railway station and the railway line Rosenheim - Mühldorf before the water district Burger Reitmehring. This today still has three of the five tracks once in the station area. The track to Wasserburg city heads south out of the station and then to the east of the factory of Meggle AG down to the Inn, where after passing through a short tunnel of Wasserburg railway town is reached. In the area of the tunnel and the rail station and the tracks were covered with gravel since the setting of this section of line, sidings also completely degraded.

History

Prehistory

With the opening of the railway routes Munich -Rosenheim - Grafing in 1871 and Rosenheim Wasserburg Bahnhof- Mühldorf in 1876, the districts of Ebersberg and Wasserburg were first opened up by the railway. However possessed neither the market nor the Ebersberg town of Wasserburg, whose station was created about four kilometers west of the town in Reitmehring for topographical reasons, a direct link. In addition, district and town of Wasserburg had no rail link in the regionally significant East-West relation towards Munich. By the early 1880s, therefore, resulted in several initiatives to build a branch line of Wasserburg about Ebersberg toward the west, but their efforts were initially unsuccessful.

1890 gave the government of the Kingdom of Bavaria under Prince Regent Luitpold planning concession for a route between Wasserburg the Station, on the Rosenheim - Mühldorf and located in a loop of the River Inn Wasserburg.

A year later, the configuration of a local train between the main line from Munich to Rosenheim and Ebersberg was granted. As a branch point of the existing connection was first proposed Kirchseeon before in connection with the projected railway line at the same time Grafing - Glonn the choice fell on Grafing station. After the first planning the route from there via Hörmannsdorf should lead to Ebersberg, however, it was decided a route over Wiesham and the center of the market Grafing. The market Ebersberg still tried in 1891 to push through two petitions implementation. In it, the expected economic importance of the route for the transport of timber from the Ebersberg Forest was, and calls the railway construction as a state compensation for forest damage caused by the nuns plague.

For the third, the middle section Ebersberg -Wasserburg receiving the plans were approved on 13 January 1892.

Construction and opening

On March 13, 1896 approved the Bavarian state parliament the Royal Bavarian State Railways ( K.Bay.Sts.B ) the construction of the section of Grafing station to Ebersberg; the associated law entered into force on 17 June 1896. The Ebersberg station was built taking into account the intended route extension to Wasserburg at the request of the market Ebersberg on a range of hills away from the town center. The estimated revenue for the first stretch construction costs amounted to 393 300 Mark. In October 1898, the construction began, an average of 80 to 100 workers were employed at the same time. Executing company was Johann and Franz Xaver Hallinger from Rosenheim. The opening of the section Grafing - Ebersberg took place on 6 November 1899 timetable smooth operation from November 12. On January 27, 1900, there was a derailment between Wiesham and Ebersberg, after the embankment of the new track had set.

The construction of the section between Wasserburg Bahnhof ( Reitmehring ) and the city was approved on March 6, 1900. The land acquisition turned out to be longer and more expensive than originally planned, so that the connection could not be completed until the end of 1902. On December 20, 1902 technical test drives and opening ceremony took place, the scheduled traffic was recorded on 24 December 1902.

For the section Wasserburg Bahnhof- Ebersberg approval to construction was issued on 16 March 1903. After completion of land acquisition work began in October of the same year. Difficulties were the crossing of the run Inger Moss near Ebersberg, where the embankment continued several times. Therefore, the proposed opening date of May 1, 1903 could not be met. The commissioning took place without any major celebrations with the decrease ride on 27 September, regular operation is since 1 October 1903.

Were not realized, supported by the town Wasserburg efforts of the railway committee Schnaitsee to extend the railway line east of Wasserburg on Schnaitsee solace mountain. The Bavarian Ministry of Transport rejected the proposal in August 1913 off to a performance audit.

Farm development until the 1980s

The first, valid from October 1905 timetable for the total distance had three pairs of passenger. This offer was added until the First World War, two more drive pairs. From the beginning, also additional connections between Wasserburg Wasserburg railway station and city were offered to make connections to and from the trains of the railway line Rosenheim - Mühldorf.

On April 24, 1920, the route was taken over along with the K.Bay.Sts.B by Bavarian Group Administration of the Deutsche Reichsbahn, which was finally fully integrated on 1 October 1933, the Reichsbahn. As of September 7, 1949 the felts Express was part of the route network of the German Federal Railroad ( DB).

Steam locomotives of type D VI and VII D were used for traction of trains initially, which were gradually replaced under the direction of the Reichsbahn by machines of line 70.0, 86 and 98.8. The young DB employed on the track at times even locomotives of the 64 and 98.3 ( " glass box "). From 1954 railcars were used on the track, in 1962 completely replaced the steam locomotives in passenger traffic. In the following 32 years, the rail cars were used in one-to five -part combinations as needed, individual passenger trains were also formed in a few years from passenger cars and locomotives V 100 ( later model series 211/212 ). This strung after the replacement of steam locomotives in addition to shunting locomotives of the type V 60 and the freight trains.

In the 1960s, it was decided that the high demand section from Grafing involve the station to the city has now been made to place Ebersberg in the future network of the Munich S-Bahn. 1969 was therefore carried the electrification of this section. The S -Bahn operation was opened on 28 May 1972, and at the same time reaches the connection Grafing - Ebersberg since the tariff of Munich Transport and Tariff Association ( MVV ) are used. Ebersberg became the eastern terminus of the line S 4, which was first operated in 40 -minute intervals. The trains to and from Wasserburg used now instead of Grafing station mostly already in Ebersberg.

At an incident with an S -Bahn occurred on New Year's Eve of the year 1988, when a train driver the driver's cab of an arrived from Munich railcar class 420 left without applying the brakes of the train. The no longer occupied with passengers motor coach sat down then on the steep slope towards the water castle in motion. Since neither another train on the track, nor any person or vehicles were on the numerous level crossings, there was no accident. The train rolled up to 60 km / h to Wasserburg railway station, where the Dispatcher close the gates of the park in the station area, the busy junction of the B304 and could lead the railcar on a siding. There, the train pushed the buffer for about 50 m above the end of the track out before he finally came in the dam of a road to a standstill.

Operating restrictions in the 1980s and 1990s

Until the early 1980s was between Ebersberg and Wasserburg the long-standing common passenger services to approximately eight return trips per day, supplemented by additional pairs of trains between Wasserburg railway station and the city. With the start of the summer schedule 1983, however, a bus was set parallel to the railway line, which offered more rides and in contrast to the path between Ebersberg and Tulling also to the cheaper MVV tariff was usable. The schedule offered by rail, however, was gradually restricted.

On March 2, 1987, came after heavy rains to a dam slip between Wasserburg Wasserburg town and train station. To the south of the district Burgau, about 1 km from Wasserburg city, the track was washed out at the level of a clogged passage over a length of several meters, which is why the operation had to be suspended on this section. The damaged section was not repaired; instead transported the DB from the water in castle town " trapped " rail vehicles with a road roller.

Two weeks later headed the DB a closure procedures for the route. The request was to abandon the movement of persons between Ebersberg and Wasserburg city and the infrastructure of the sections Ebersberg - Forsting and Wasserburg railway -Wasserburg city. The application for decommissioning of the DB Management Board has decided on 19 December 1988.

In response to the operational restrictions gradually made ​​the regional passenger initiative Rescue was founded in 1987 the felts Express, which came together with the association Pro Bahn for the preservation of the railway line and including regular trips from the region Munich to Wasserburg using the scheduled Trains connecting Ebersberg - Wasserburg organized. The local policy declined to decommissioning; as agreed with the district council of the district of Rosenheim, on whose territory the section Forsting -Wasserburg is located, June 28, 1989 closed with the task of regional rail transport.

Regardless of the schedule offered between Ebersberg and Wasserburg was until the early 1990s, further thinned. Mondays to Fridays wrong in the first half of the decade, only one pair of trains on the track, only on the weekend of the schedule was a little more extensive. Freight traffic was set at the beginning of the decade.

The Federal Ministry of Transport rejected the application for decommissioning the DB on 23 February 1994. This was justified, inter alia, the interests of third parties, track and seize operations. The Tegernsee -Bahn mbH had offered several times since 1989, under certain conditions - to act as operator of the felts Express - including investments in track and vehicles amounting to about 40 million marks.

Renaissance of the compound from 1994

The elderly railcars of series 798 were first replaced in 1994 during weekday drive pair and the timetable change in June 1995 on the weekends with new railcars of class 628.

A year later, on 2 June 1996, which transport services between Ebersberg and Wasserburg under the so -called Bavaria clock has been significantly improved. The appointed by the Bavarian Railway Company as a task of the railway passenger carrier in Bavaria to the 1 January 1994, which emerged from the German Federal Railroad DB Regio AG timetable foresaw weekdays nine pairs of trains. Since these are usually wrong again about Ebersberg addition to Grafing station, where connections could be made not only to train but also to fast regional trains, the travel time of Wasserburg Munich shortened significantly. A further expansion of the offer was made by 10 June 2001. Since then consist in the morning and evening rush hours direct trips between Wasserburg railway station and Munich. Also, the section Ebersberg - Tulling the railway line in the tariff area (such as the above furnished in the 80s bus line ) of the Munich Transport and Tariff Association was incorporated.

Since June 1, 2001 infrastructure and operation of the felts Express DB OU SüdostBayernBahn are assigned.

The infrastructure of the route was renewed in the fall of 2004 at a length of 13 km for around 4.5 million euros. Y-sleepers were built here instead of the current steel and wooden sleepers. However, many non-technical level crossings limit the maximum speed limit on a longer sections continue. 2006, a railroad crossing was abandoned on the territory of the municipality Edling first time, also with two other light installations were provided. It was planned at that time to take measures with a total investment of close to 5 million euros to a total of 28 of the existing 38 transitions.

The stations were gradually modernized since 2004 by the SüdostBayernBahn and local communities. The largest single measure presented the 800,000 -euro, on behalf of the town of Wasserburg outstanding under the Free State of Bavaria financial participation reconstruction of the station Wasserburg railway dar. where a new bus station and expanded park-and- ride facilities were on 20 October 2006 inaugurated.

With the loading of logs in Forsting the scheduled freight traffic was resumed in June 2005. The delivery and collection of cars is required up to twice a week at night from Mühldorf place; used come locomotives of the series 294 since 2008 is also listed twice weekly freight train of a nocturnal Mühldorf to Munich via Wasserburg and Ebersberg.

On 2 April 2004, the town of Wasserburg am Inn took over the infrastructure of the non- traffic section of Wasserburg railway station ( kilometer 0.371 ) up to and including Wasserburg city to secure the possibility of subsequent reactivation. On August 30, 2012, the town of Wasserburg published in the Federal Gazette an offer to sell this leg. By the end of the three -month period on 30 November 2012, of whom signed to take over the route. Then negotiated a consortium of different companies with the city about a takeover by the wayside.

Current expansion

Since the improvement of the schedule resources, notably the introduction of Munich to passing trains, passenger demand is steadily increasing. 2006 Station counted more than 1,000 passengers on weekdays between Ebersberg and Wasserburg, which within a few years represents a tripling ( passengers in the trains running parallel buses not counted). The riparian communities have been demanding for years, a compression and clockface ( hour) of the bid by the purchaser ( Bavarian Railway Company or Bavarian Ministry of Economic Affairs ).

Since the section Ebersberg - Grafing station, the regional trains and S -Bahn have to share the track, are required expansion projects at the Regional Transport in close connection with the planned future operating concept of the S -Bahn, for example, the clock sequence after the opening of the second trunk line in Munich. The absence of any crossing options between Ebersberg and Wasserburg complicates the possible timetables.

On 23 July 2009, the Bavarian State Ministry for Economic Affairs, Infrastructure, Transport and Technology and the SüdostBayernBahn signed a " Vehicular task ". This construction of a passing loop in Steinhöring and the raising of line speed to 80 km / h through the web is agreed. The financing of the required 6.8 million euros to be made from federal funds. In return, the Free State of Bavaria is ordered after completion of the infrastructure increased transport services.

In the years 2006 to 2011, a large part of the existing crossings has already been abandoned, technically backed up or the existing outdated traffic signals replaced with half- barriers with light characters. In November 2011, just three crossings in the municipality area Pfaffing, district Forsting be re- secured. Also in Brandstätt, community Edling, the two " non-technical secure " level crossings are left open or fitted with half- barriers.

Furthermore, the distance Ebersberg - Reitmehring is currently being planned in four sections, in particular the platforms in Steinhöring, Tulling, Forsting and Edling should be increased to 76 cm rail, and extended to 140 m. The relevant planning approvals have been applied for from the EBA. The only downer is that the remaining three points of the alternate connection point Forsting to be dismantled. The round timber loading in Forsting was reinstated in 2010.