Three Lakes Railway
The DreiSeenBahn - sometimes also written Three Lakes Railway - is a 19.177 km long electrified branch line in the district of Breisgau in the Black Forest, Lake Titisee train station from the Höllentalbahn Freiburg im Breisgau - branches Donaueschingen in the south and leads to the hamlet Seebrugg. It was named the route as it connects three lakes together with the Titisee lake, Windgfällweiher and Schluchsee.
- 4.1 passenger
- 4.2 Vehicle use
- 4.3 Funkleitbetrieb
- 4.4 Museum Bahnhof Seebrugg
- 4.5 Special
History
Planning
In 1908 a railway line was projected that begin in Villingen in the Black Forest Railway and should be tied up to the High Rhine on Kirnach, Vohrenbach, Titisee and Saint Blaise, where they either Säckingen or in Waldshut on the High Rhine Bahn Basel - Singen ( Hohentwiel ) should take. In this way, a more strategic path should be created, which should make a detour of Swiss territory possible. For bureaucratic reasons this plan was rejected again.
1910 two alternatives for a railway line were presented to Saint Blaise: one should proceed via Aha, Schluchseewerk, Seebrugg and houses, the other via Aha, Menzenschwand and Bernau, with Schluchseewerk and Seebrugg should be connected by means of a branching in Aha branch line. In 1911, an initiative to build a railway from Titisee to Saint Blaise had meanwhile formed, especially as the eponymous administrative district Saint Blaise had not yet received the only all 59 magisterial districts in Baden no railway connection. However, the financial position of the State of Baden at that time was very tense.
Nevertheless, there were vehement demands for a railway connection, so that the construction of a partial route was sought to Seebrugg on 8 March 1910 in a petition to the Second Chamber of the Baden capital Karlsruhe. In the summer of 1912 Schluchseewerk and Saint Blaise initiated protest meetings against the variant via Menzenschwand and Bernau, as they had feared it delays their respective web connection. In addition, it was argued that for a route over Schluchseewerk were speaking the larger hinterland. The protests had their effect, as the Menzenschwand -Bernau variant was then discarded.
After the Badische Grand Duke Friedrich II had given on February 20, 1912 the green light for the construction of the track, the Baden State Railways was granted the concession on 22 July of the same year.
Construction
The community Barental could be persuaded to provide a total of three acres on its municipal area available, which were necessary for 1.2 km of track. This happened especially against the background that was adopted on July 22, 1912 Concessions Act had contained the condition that could only be started with the construction, if the state railway administration had acquired the entire area of the proposed railway line. For this reason, a site acquisition committee was founded in 1913.
In the years 1913 and 1914, the Titisee Train Station, which should branch off from the Höllentalbahn of the line was significantly redesigned; while the tracks were extended accordingly. The survey work began in April 1914, however, the First World War prevented the start of construction of the first track. However, in the spring of 1919, the construction work should start at last, was the first to the economic crisis that manifested itself after the First World War, particularly in the form of inflation, in the way. In the autumn of 1920 the newly founded German Reichsbahn still undertook the construction but in attack.
Although the track had been completed in 1924, lacked the high-rise buildings, including train stations, completely. On 5 October 1924, the release of the railway line was demanded in a petition to the then Reich Minister of Transport Rudolf Oeser. In November 1925, the demand for the release has been renewed since it was in a crisis due to poor transport links this region from the tourism industry. Due to the fact that the completion of the track itself was always questionable, a total of 500,000 Reichsmarks were granted permission to build the track finished can.
The years under the Deutsche Reichsbahn (1926 to 1945)
The DreiSeenBahn was opened in presence of the then President of Baden Heinrich Köhler on December 2, 1926 as a secondary line. The station buildings were built in a typical Black Forest house style.
Although the planned extension over houses and Saint Blaise was at an advanced stage of construction work here, it was not completed as a result of a few years later occurred the world economic crisis of the German State Railroad Company lacked the financial resources for the further construction. A total of three tunnels would have been necessary only between Seebrugg and Saint Blaise. As part of the work already begun in Saint Blaise, a station building had arisen that had never seen a train. Nevertheless, this has long been used as a freight handling point. Seebrugg won a modest significance by freight transport for the Baden State Rothaus and through the winter equipment manufacturers Schmidt of St. Blaise.
Because of their long planning and construction, the DreiSeenBahn was also called "eternity line " or " web" in the vernacular. From the beginning the trains of DreiSeenBahn from wrong, or to Freiburg ( Breisgau ) Hauptbahnhof. Especially in winter, when the traffic was particularly large, were so-called " ski trains " used.
The German Reichsbahn took tests for traction power supply with 20,000 volts and 50 hertz and so chose the DreiSeenBahn and Höllentalbahn between Freiburg and Neustadt (Black Forest) from. Therefore, already started in 1934, the electrification work along the way. In 1936 they were completed, and then on the DreiSeenBahn electric locomotives of the series E 244 were used. Nevertheless, additional steam locomotives of the series 50, 75 and 85 were used.
The years under the German Federal Railways (1945 to 1994)
1960, was changed in connection with the electrification of many important railway lines in Germany, the traction power supply as shown on the Höllentalbahn to the usual 15,000 volts, 16 2/3 hertz. 1962 ended the systematic use of steam locomotives.
In the 1980s, the German Federal Railways under took to the track tests with the Funkleitbetrieb (see section Funkleitbetrieb ).
From the mid- 1980s, the reception hall of the station Feldberg- Barental was a regular on the television series " The Black Forest Clinic ".
The years since the rail reform (since 1994)
From the early 1990s reversed a Interregio with the trains name of Hell Valley North Mole dike in East Frisia on the Höllentalbahn to the DreiSeenBahn. He was involved in the hour of regional railways The Freiburg - Titisee- Seebrugg and held accordingly at all stations of the DreiSeenBahn.
Since the mid- 1990s come to the DreiSeenBahn in transport double-deck push-pull trains used. The timetable change of 2001, the schedule offer was early morning and late evening extended again. End of 2002, the Inter Regio was deleted and replaced by a local train that has been integrated into the hour The Freiburg - Seebrugg.
Future
As part of the concept Breisgau- S -Bahn 2020, by the year 2018Vorlage: Future / In 4 years, the stations of the DreiSeenBahn for 4.4 million euros expanded accessible and platforms to be extended. The current hour is maintained and in a continuous line Breisach - integrated Seebrugg. Testing an outflanking of the trains in Titisee, so a second tension member to Neustadt will continue. It is still unclear which operator will operate after winning the tender, the locomotive hauled trains and whether further pull trains or railcars are used.
Route description
The DreiSeenBahn leaves the Titisee train station on the south side first into a wide right turn in order to turn to the south and leave the Höllentalbahn left. After the lake batters, a riser section along the Titisee on the approximately 112 vertical meters overcome, they reached after approximately seven kilometers to the highest with 967 m standard-gauge station in Germany, Feldberg- Barental. There is the usual symmetry minute just before the hour the Train meeting place. After the breakpoint Altglashuetten - Falkau it passes the Windgfällweiher to follow from Aha Bahnhof Schluchsee. Then she meets the same place to continue to end up a few miles to the hamlet Seebrugg. Be passed by the distance the town of Titisee -Neustadt and the communities of Feldberg ( Schwarzwald) and Schluchseewerk.
Largest art structure in this section is the bridge over a bulge Schluchsee.
Operation
Passenger
The DreiSeenBahn is operated by DB Netz, regional network scheme, and served hourly regional trains of the DB Regio AG. The first train leaves Seebrugg Titisee at 6:08 clock, the last train from Seebrugg reached Titisee at 20:48 clock. Apart from a few trains in the morning rush hour, which may have to change in Titisee, all trains stop from and to Freiburg Hbf
For the total distance the trains take 27 minutes, which corresponds to an average speed of 43 km / h. The maximum speed limit is 70 km / h The relatively low speed is due to the tight curves of often only 200 meters and the relapse switches, which can only be driven at 40 km / hr. Given the high investment required for this sum of Breisgau S -Bahn in 2020 was it so far apart in the planning process.
Buyer of train services is the transport company in Baden -Württemberg ( NVBW ). The circuit is integrated into the regional transport association Freiburg ( RVF ) and can therefore be passed through at Regiokarte from the area of Freiburg. Furthermore valid here CONE score card, which allows free use of tourists.
Since 2009, travel in the summer months from July to September and for the first time in winter 2012/13 on individual weekends steam specials IG 3 lakes eV train on the track and on subsequent Höllentalbahn. The club is planning a regular museum traffic on the DreiSeenBahn set.
Vehicle use
The trunk is used of double- pull trains, which are in turn covered with locomotives of the series 143. On weekdays the trains consist mostly of three double-decker cars and a locomotive, on the weekend of six double decker cars between two locomotives. In the afternoon, an additional double-deck coaches and a locomotive of the series 143 to the existing train is back docked in Freiburg yet. Chance comes in a wagon shortage n- wagon used. On Sundays and public holidays, a bicycle cart with space for 62 bicycles is used on three pairs of trains.
For the special steam trains a locomotive of the series is 52 or 58 used with Eilzugwagen and several blunderbusses.
Until the electrification in 1934, steam locomotives were the Baden class VIb used, which were designated under the Reichsbahn as Class 75.1-3. The train services were transferred to the electrical operation of the route through the E 244 series after the changeover. At the same time steam locomotives of the series were still 85 and 50 are inserted in front of passenger and freight trains. End of the 50s wore railbuses the VT 98 series the brunt of passenger transport.
Starting in 1960, took over the class E 44W series, later the class 145 electric train services. These, in turn, were replaced by the E 40.11, later series 139. As of 1994, the BR has taken over all 143 achievements on the DreiSeenBahn.
Funkleitbetrieb
1984 Funkleitbetrieb was introduced as an attempt on the DreiSeenBahn in Germany for the first time. The route was suitable related as it is relatively short, among others, and had no level crossings. The test was very positive, and so the Funkleitbetrieb is still used today on the route between Titisee and Seebrugg. This allows efficient operation of DreiSeenBahn because only a dispatcher for the entire route and the section is required of Höllentalbahn between Hinterzarten and Neustadt.
In order to introduce the Funkleitbetrieb, first had built and relapse switches are installed with monitoring signals for the analog train radio transmission towers in Feldberg Barental and Aha. Through the navigable with 40 km / h relapse course an intersection of trains in stations is possible without changing the switches. The signaling equipment in the stations Feldberg- Barental, Aha and Seebrugg was adapted and replaces the previous main signals by red-framed panels with H- Point-type train control ( PZB 2000 Hz magnet).
The operation is remotely controlled from a central Titisee by an alarm panel and a Zugbahnfunkzentrale were installed in the local car service switchboard, which worked together on the project. All orders and messages are recorded on a message store. The schedules are regulated by train running between the train conductor ( Dispatcher in Titisee ) and the drivers with train radio. The engineer must first submit the arrival report of train radio and then obtain the license in any station. With the driving of the respective 2000 - Hz magnetic be rendered ineffective on the platform for a few minutes, so the train can move out of the station. A train without a license would automatically receive an emergency brake, so that a higher reliability than the conventional train control is achieved.
Museum Station Seebrugg
The terminus Seebrugg has been preserved in its historical entirety. This includes the station building and the large railroad yard in the port. Since the deletion of the extensive inter-regional railway lines were closed for a long time in the terminus Seebrugg, so there is no rail vehicle could move it. In 2008, threatened the tracks of the demolition and the sale of the land, but what IG 3 Lakes Railway Association was prevented by the newly formed club.
For the future, the site will be developed into an open air museum and represent the typical terminus of a branch line in the period from 1945 to 1960. The communities Feldberg and peace hamlet have already approved grants for the project.
Special
Since the DreiSeenBahn the Black Forest, the snowiest region in Baden -Württemberg traversed, it depends on the track - as on the neighboring Höllentalbahn - not rare to snow or storm -related operational failures. In large masses of snow stationed in Villingen snow blower is used to make the route passable again.
After the storm Kyrill in January 2007, the route had to be closed due to washout of the embankment for several days. For the renovation specially a gravel road on the muddy ground was built. Also in January 2012, the track was blocked after a hurricane for several days due to fallen trees.