Royal Bavarian State Railways

The Royal Bavarian State Railways ( K.Bay.Sts.B. ) was founded in 1844. It developed until the end of the First World War, at a length of 8526 kilometers ( including assumed to January 1, 1909 Palatine railways) the second largest German state railway by the Prussian state railways.

On April 24, 1920, the Bavarian State Railways went on in the Bavarian Group Administration of the German State Railways. The administration of the Bavarian route network was divided into four Reichsbahn divisions in Augsburg, Munich, Nuremberg and Regensburg. The former Palatine railways formed the Reichsbahndirektion Ludwigshafen. The only group in Germany manage within the Reichsbahn was disbanded on 1 October 1933.

History

With private companies in 1835 could build railway companies successfully between Nuremberg and Fürth and 1839 between Munich and Augsburg, began in 1841, the State Railway of time with the founding of the Royal Railway Commission to Nuremberg. This should organize the construction of a railway line from Lindau on Augsburg and Nuremberg to Hof.

The Royal Bavarian State Railways focused initially on the construction of three main lines:

• The Ludwig South - North train with 548 km length was formed from 1844 to 1854.

It was built at the same time in three sections: the northern section runs from Nuremberg Bamberg and the inclined plane to Hof with connection to the Saxon railway network. The middle section runs from Augsburg Donauwörth to Nördlingen. There is a connection to the Württemberg railway network was hoping for. From Nördlingen from the route via Gunzenhausen and Plein field extends further to Nuremberg. To ensure the connection of the state capital, the Munich - Augsburg Railway Company was taken over with its 62 km long railway line at a purchase price of 4.4 million guilders. The southern section runs from Augsburg Buchloe, Kaufbeuren and Kempten, Lindau at Lake Constance.

• The Ludwigs- west railway with a length of about 100 kilometers, was from 1852 to 1854 built and opened in sections. From the connection to the South-North Railway in Bamberg leads them along the Main valley over Schweinfurt and Würzburg to Aschaffenburg with connection to Hesse.

• Built from 1853 to 1860 Bavarian Maximilian railway created an east -west link from the border of Württemberg in Neu-Ulm on the existing route Augsburg- Munich to Austria. The western part Augsburg- Ulm - Günzburg was 85 km long. In the eastern section of the Isar River was crossed with the Großhesseloher bridge and out the route over wooden churches to Rosenheim. There the route branched south towards Kufstein and east over Traunstein towards Salzburg.

Due to the tight cash situation of the parliament passed on 19 March 1856 law, which allowed the establishment of private railway companies and by public interest guarantees facilitated the financing of railway construction. Already on April 12, 1856 impart Maximilian II of AG Bayerische Ostbahnen the concession to build and operate the following routes:

• From Nuremberg to Regensburg Amberg,
• From Munich to Landshut to the Danube ( Straubing )
• Of Regensburg Straubing and Passau on the border with Austria and
• Of the line in Regensburg Amberg- Schwandorf about Furth im Wald to the border with Bohemia.

These routes have been built in just five years, under the direction of Paul Denis and the architect Henry Hill. The concessions from January 3, 1862 and 3 August 1869, the construction of branch line and simplifications have been regulated in the route network, such as the shorter distance of Neumarkt, Regensburg to Nuremberg. Since 1874 a threatened use of interest rate guarantee, the government takeover was decided on April 15, 1875, and incorporated the Eastern Railway on 1 January 1876 in the state railway.

In the area of the left bank of the Rhine Bavaria, the three companies of the Ludwig Railway, the Maximiliansbahn and the North Palatine cars to the railways were merged on 1 January 1870. At the same time the Northern Railways took over all the shares of Neustadt- Dürkheimer Railway Company. On January 1, 1909, the then largest private railway company in Germany was incorporated as the Royal Bavarian Railway Directorate Ludwigshafen to the State Railways. The route network had run narrow gauge at this point a length of 870 km, of which were 60 km away. Expend the state had for this purchase around 300 million marks.

In the following decades, the state railway network has been more and more developed and gaps closed. At the beginning of the 20th century the country was opened up with the help of a wide spread local railway network. With the end of the monarchy in November 1918 accounted for the title of " Royal ". The Bavarian State Railways went on 1 April 1920 as the Bavarian Group Administration over the German Reich Railways.

Administrative organization

The regional administrations were first referred to as railway offices and top web agencies, the latter were in Augsburg, Bamberg, Ingolstadt, Kempten, Munich, Nuremberg, Regensburg, Rosenheim, Weiden and Würzburg. They were until 1886 the " Directorate General of the Royal traffic stations " and then subordinate to 1906 the " Directorate General of the Royal Bavarian State Railways". The rail expert Heinrich von Fraundorfer officiated from 1904 to 1912 as Minister of the newly established Ministry of State for Transport and headed next to the electrification of the railways in Bavaria, a new administrative organization in the way. From 1906 the "railway operating directorates " were created. They included the Directorates Augsburg, Ludwigshafen / Rhein, Munich, Nuremberg, Bamberg, Regensburg and Würzburg, which were taken up in Bamberg ( assigned to Nuremberg) to 1920 by the Deutsche Reichsbahn.

Rolling stock

Standard gauge locomotives of the Bavarian State Railways

Like most state railways was also associated with the Bavarian State Railway their locomotives locomotive of manufacturers in their own country. Therefore, Joseph Anton von Maffei, Munich, and was the locomotive factory Krauss & Co., Munich, the home supplier. Four locomotives were bought in 1899 and 1901 at Baldwin in the U.S. to study them modern building techniques. The findings were incorporated into the construction of new Bavarian machines.

For details of each series of Bavarian locomotives can be found in the List of Bavarian locomotives and railcars.

Special Bavarian locomotives

The single machine of the series S 2/ 6 was developed under the leadership of the chief designer of the locomotive factory Maffei J. A., Anton Hammel within five months, built and presented at the Nuremberg Regional Exhibition in 1906 to the public. After returning from the show, she took over the Bavarian State Railways on 21 November 1906. On the route Munich -Augsburg the machine presented in July 1907 with a top speed of 154.5 km / h world record for steam locomotives. After her decommissioning in 1925 she remained in the Nuremberg Transport Museum.

After the success of this record locomotive developed A. Hammel on the basis of the constructed for the Baden State Railway of Maffei machines series IV f ( DR Class 18.2) for the Kingdom of Bavaria, a Pacific machine, but with the maximum permissible for Bayern axle load of 16 t. This set as S 3/6 in Bavaria express locomotives were a great success and further built by the Deutsche Reichsbahn as 18.4 and 18.5.

1914 finally came the first machines of the strongest Bavarian steam locomotive in service, the Mallet tank locomotive Gt 2 × 4 /4 ( DR series 96.0 ). They were mainly used for the Bavarian steep ramps in pusher service. The drive to eight axes reduced the axle load at gleichbeibendem friction weight.