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48-671: The construction of the Bavarian state railway network had concentrated, during the first decade, on the 3 major lines: Ludwig's South-North Railway , Ludwig's Western Railway and the Bavarian Maximilian's Railway . At that point the majority of the Bavarian State Parliament rejected any further expansion of the state railway network due to the state's financial situation and the fact that railway operations were still largely unprofitable in those days. As

96-451: A bus stop was built for transfers between buses and trains at the new location. This was done in cooperation between DB Station&Service and Verkehrsbetrieben Roding . The new island platform is 170 m long and has a platform height of 55 cm above the rail. The previously ground-level platform access was replaced by a pedestrian overpass, so no passenger safety measures are now required. The line leaves Schwandorf station and passes under

144-439: A further 12 engines were bought from Maffei with a wheel arrangement of 2-2-2 . All the engines were rebuilt in 1869 to 2-4-0 and grouped as Class B locomotives. In the early period, no goods-only trains were operated; instead goods wagons were attached to the passenger trains . For these mixed trains and, later on, the passenger-only trains, a total of 85 Class B locomotives with a 2-4-0 wheel arrangement were procured over

192-533: A large timber bridge, the King Louis Bridge , built for two tracks carried it over the River Iller . The bridge would be replaced by a concrete structure, but not before 1906. Just 7 kilometers further along the line towards Immenstadt , at Waltenhofen , came another large timber bridge. This 53 meter long structure would be replaced by a steel bridge in 1900. Between Immenstadt and Lindau

240-453: A license from King Maximilian II to build the line on 12 April 1856. The first section from Schwandorf to Cham was opened five years later, on 7 January 1861. The section between Cham and Furth im Wald was opened on 20 September 1861. A month later, on 15 October 1861, the Plzeň–Furth im Wald line reached Furth station, completing a continuous link between Nuremberg and Prague. 15 years after

288-479: A railway connecting Munich to Augsburg , which had opened on 4 October 1840, committees sprang up in many parts of Bavaria to plan private railways. The government determined that the building of further railways should become a state responsibility, however. On 14 January 1841 Bavaria concluded with Saxony and Saxe-Altenburg an agreement to build a railway connecting Leipzig with Nuremberg , which would cross into Bavaria at Hof . The parties committed to have

336-415: A result, large parts of eastern Bavaria would still have remained unconnected to the railway network had not parliament passed a law on 19 March 1856, which permitted more private railway companies to be established and simplified their financing by the offer of guaranteed, state interest rates. As well as private individuals, businessmen, factory owners and brewers from eastern Bavaria, others from outside

384-600: A result, the Bavarian state decided to take over the private railway. With a law passed on 15 April 1875 the Ostbahn was bought out on 10 May 1875 and merged with the Royal Bavarian State Railways on 1 January 1876. The Bavarian Eastern Railway at this point had a railway network 905 kilometres long and capital stock of 80 million gulden. To pay for the takeover, the Bavarian state issued bonds totalling around 167 million marks . In addition it took on

432-473: A saving of 17 million gulden against the estimated costs of 60 million. Passenger services began operating on the first railway line in eastern Bavaria on 3 November 1858. This line ran from the state capital, Munich , via Freising to the Lower Bavarian capital of Landshut , a total of 71 kilometres. Goods services started up 12 days later. In Munich, the Ostbahn had its own station on the site of

480-554: A shareholder compensation payment of 4.4 Million Guilders . The section ran relatively indirectly between Nurmenburg and Augsburg, partly for topographical reason and partly because it was hoped this would facilitate an interchange at Nördlingen with the Royal Württemberg State Railways , an aspiration that would be fulfilled from the Württemberg side of the frontier only in 1861. At Donauwörth

528-645: A single track would be laid. Responsibility for the construction would be given to chief engineer, August Pauli and, initially, the French-born railroad pioneer Paul Camille von Denis , though Denis had been taken off the project in 1842 in order to take over the construction of a line connecting Ludwigshafen (at the time also ruled by Bavaria) with Saarbrücken (subsequently named the Palatine Ludwig Railway ( Pfälzische Ludwigsbahn ). The privately owned Saxony-Bavaria Railway Company, in which

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576-532: A stub line from Wiesau to Tirschenreuth , went into service in 1872/73. Operation of the direct route from Nuremberg to Regensburg via the Franconian/Upper Palatine Jura mountains, that shortened the distance by about 40 kilometres, was only possible with the use of powerful new locomotives. Also in this construction programme were the 81 km long Mühldorf (Obb)–Neumarkt (Rott)–Pilsting–Plattling route , opened on 15 October 1875, and

624-409: A ten-kilometer section between Marktschorgast and Stammbach , the second track was removed since the level of traffic had become too low to justify maintenance of a parallel track over this mountain section. The railway's decline was reversed with the unification of the two post-war German states: since 1990 the line has recovered much of its former importance. The route of the northern section of

672-574: Is entirely single track and non-electrified. In the short term it is planned to carry out small improvements to straighten the line to Plzeň. There are also proposals to rebuild the line between Roding and Furth im Wald as part of a line known as the Danube–Vltava railway, a high-speed line between Munich and Prague . Until the 1970s, most of the traffic on this line was steam-hauled. Several classes of locomotives that were originally built for Bavarian State Railways and Deutsche Reichsbahn were used on

720-712: The A 93 autobahn to the east. In the Wackersdorf area, the Upper Palatinate lakeland lies to the right of the line; these lakes have been developed since 1982 from the excavations created by the mining of brown coal . From Altenschwand the line runs through the Upper Bavarian Forest Nature Park ( Naturpark Oberer Bayerischer Wald ), passes through the Taxölderner forest and reached the former Bodenwöhr railway junction, where

768-549: The Deggendorf-Plattling Railway . /*after rebuilding into 2-4-0 engines around 1870 Details of the individual locomotive classes may be found in the List of Bavarian locomotives and railbuses . Ludwig%27s South-North Railway The Ludwig South–North Railway ( Ludwig-Süd-Nord-Bahn ), built between 1843 and 1854, was the first railway line to be constructed by Royal Bavarian State Railways . It

816-536: The Maximilian Railway (Bayerischen Maximiliansbahn) which would run westwards towards Neu-Ulm and the frontier with Württemberg . The landscape to the west of Augsburg was less challenging than the route to the south, and the line towards Ulm could already be opened as far as Dinkelscherben on 26 September 1853. By 1852 the Ludwig South–north railway extended as far south a Kempten where

864-530: The Ostbahn . From that fund, the company had earmarked 6.6 million gulden for the procurement of vehicles. In addition to locomotives, the company planned to purchase of 200 passenger coaches , 30 luggage vans , 720 covered vans and 398 open wagons for various purposes. In December 1857 the company procured Crampton locomotives (Class A) with a 4-2-0 wheel arrangement for fast passenger services. These 12 engines had 1,219 mm diameter carrying wheels and 1,829 mm diameter driving wheels . From 1859

912-595: The Weiden–Neukirchen bei Sulzbach line , 51.5 km long, that was opened the same day. A fourth, 72 kilometre long, railway connexion running over the border from Plattling via Deggendorf and Zwiesel to Bayerisch Eisenstein (the so-called Bavarian Forest Railway ) with its junction to the Pilsen-Priesen-Komotau railway, for which the Ostbahn had been granted a concession in 1872, was still under construction when nationalisation occurred. It

960-663: The branch to Nittenau followed. From 2001, services were operated by Regentalbahn AG (RAG) under the name of Oberpfalzbahn on behalf of DB Regio . After winning the tender let by the Bayerische Eisenbahngesellschaft in 2011, Regentalbahn has been operating this line directly on behalf of the contracting authority since December 2014. In addition to the Regio-Shuttles sets previously operated, Pesa LINK II two-car diesel multiple units would have been used. Due to licensing problems, however,

1008-652: The one to Bayreuth (58 km) being completed on 1 December 1863 and the second to Mitterteich (39 km) on 15 August 1864. From there the junction at Eger in Bohemia was reached on 15 October 1865, establishing a third link, 21 km long, with the Austrian/Bohemian railway network. The construction of two short harbour railways to the Danube docks in Regensburg and Passau on 1 October 1865 brought

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1056-533: The Amberg-Regensburg line at Schwandorf to the state border at Furth near Pilsen..... The manager of the new company was the well-known railway engineer, Paul Camille von Denis (1795 – 1872), who had not only built the first German railway line from Nuremberg to Fürth , but also the first railway lines in other German states. Von Denis succeeded in building the routes named in the concession to operational status within just 5 years and delivered them at

1104-580: The LINK II sets were not used and Alstom Lint 41 sets, which had been acquired since mid-2016 for other routes of the Oberpfalzbahn network, are used. Due to the low traffic volumes on the Nuremberg–Prague route, long-distance traffic was discontinued in 2012 on the route and replaced by long-distance buses. From July to December 2014, the platform of Roding station was moved to the west and

1152-561: The Ludwig South–north railway has changed little since 1848. Work had also started on the central section in 1843, and the first section, between Oberhausen and Nordheim (now a district of Donauwörth ) was opened in November 1844. By the end of 1849 the entire middle section had been completed. The capital was linked in to the national rail network on 1 June 1846 when the Munich–Augsburg railway found itself nationalised in return for

1200-531: The avoidance of over-steep sections while nonetheless connecting as many towns and cities as possible with the railway. Nevertheless, on the slopes of the Fichtel Mountains between Neuenmarkt and Wirsberg , the route incorporates a stretch with an average gradient of 23‰. The first stretch of line, between Nuremberg and Bamberg , was opened to passengers in October 1844. The full 203 kilometers of

1248-478: The border (15 October). Inside five years 446 kilometres of track had been built for the railway network authorised in the first concession of 1856. Schwandorf station soon became the railway hub in central Upper Palatinate. At Irrenlohe station—situated 4 km north of Schwandorf on the line to Nuremberg—the 40 km line to Weiden was started, which ran along the Naab valley. There it divided into two branches:

1296-538: The company's major debts of around 40 million marks. For each share valued at 200 gulden, shareholders were given this 4% Bavarian state bond worth 400 marks. It should be mentioned at the outset that all the locomotives bought by the Bavarian Ostbahn were built by J.A. Maffei in Munich. This is understandable because Maffei's managing director had played a key role in the provision of start-up capital for

1344-610: The faster railways, was extremely important. As a result, the first link to the Austrian railway network was made as early as 1 September 1861 at Passau via a junction with the Empress Elisabeth Railway . In the same year a connexion with the Bohemian Western Railway to Pilsen followed. This line ran from Schwandorf via Cham (reached on 7 January) and Furth im Wald (20 September) to

1392-572: The governments of Saxony and Saxe-Altenburg held a minority stake, started work on the Saxon end of the railway line in 1841. In Bavaria, following the establishment in 1841 of the Nuremberg -based Royal Railway Building Commission, work began on ground preparation in 1842, but due to topographical challenges of the kind familiar to later generations of railway builders, serious construction began only in 1843. Sometimes-conflicting objectives included

1440-432: The line follows two difficult mountain passes in order to avoid Württemberg , at that time still a foreign state. The final 1.8 kilometers, opened early in 1854, ran along the wall protecting the town from Lake Constance . The entire route having been completed on 1 March 1854, 566 kilometers of line with space for two tracks had been completed in less than eleven years: this represented a remarkable achievement in view of

1488-509: The line included Bavaria's second oldest tunnel, although the 125 meter long tunnel would become redundant for its original purpose after 1870 when the route round Donauwörth was changed. Today the south-eastern end of the tunnel, which lies directly beyond the site of the former station, has been converted for warehousing and residential uses. Before the southern portion of the railway had been completed, work had already begun in Augsburg on

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1536-508: The line. Various Czech steam locomotives ran to Furth im Wald. In the 1950s the first diesel locomotive was used on this route. Regionalbahn services on this line are operated with Stadler Regio-Shuttle RS1 diesel railcars. Regional-Express services consist of two DB Regio Bayern train pairs between Nuremberg and Furth im Wald, which are operated with tilting class 612 diesel multiple units. Seven pairs of express trains are operated by alex between Munich and Prague. Rail services on

1584-457: The new Ludwig's Western Railway towards Würzburg , Aschaffenburg and, by 1854, the Hessean frontier at Kahl . After the unification of Germany in 1870, Hof ceased to be a frontier town and the line became a significant component of the national rail network. Between 1862 and 1892, the opportunity was taken to install a second track, for which space had already been allowed at the time of

1632-430: The northern section were opened in five successive stages, the fifth, between Hof and the frontier with Saxony, opening in November 1848. A celebration of the opening of the first sections of the line took place at Nuremberg on 25 August 1848, which was the king's birthday, by when the line already extended north as far as Neuenmarkt. Although the Bavarian part of the project had overshot the agreed six-year time line, it

1680-664: The now disused railway line to Rötz branched off. The line to Nittenau , which is now used only for freight, also branches off in Bodenwöhr. The line then runs through Neubäuer forest and meets the Regen river near Roding and follows it to Cham. Near Chammünster the line branches off the line to Lam to the north east and follows the Chamb through the Cham-Further depression to Furth im Wald and continues to Plzeň . The line

1728-497: The opening of the line, the Bavarian Eastern Railway was nationalised and the line became part of the Royal Bavarian State Railways . Four branch lines were built, connecting to the line. The first two lines branched off from Cham station, one to Lam (opened in 1891) and the other to Waldmünchen (opened on 1 August 1895). In Bodenwöhr Nord the branch to Rötz was opened on 3 August 1896 and on 5 November 1907

1776-575: The original construction: by 1939 electrification had been completed from Nuremberg as far as Bamberg. In 1945, however, following the Second World War , Germany was partitioned, with Bavaria in the US occupation zone (which subsequently became part of West Germany and Saxony in the Soviet occupation zone (which subsequently became East Germany ). The line lost importance. In the 1960s, over

1824-571: The present-day Starnberg station. One year later, on 12 December 1859, the route was extended via Neufahrn and Geiselhöring to Straubing on the Danube (57 km). From Geiselhöring a branch also ran in the direction of Regensburg and on through the Upper Palatinate via Schwandorf , Amberg and Neukirchen to Hersbruck (left of the Pegnitz River )—a total of 133 km of line. The Hersbruck–Nuremberg section (28 km)

1872-602: The railway ready for operation within six years. The Bavarian government decided to extend the railway past Augsburg (already connected by rail to Munich , the capital city) through the Allgäu as far as Lake Constance . The necessary legislation was passed in Munich on 25 August 1843. With a budgeted cost of 51.5 million Guilders , it was planned that the entire length would be ready within ten years. The section between Augsburg and Hof would account for 33 million guilders. Space for two tracks would be prepared, but initially only

1920-436: The region became involved in order to improve their own businesses. These included Maximilian Karl, 6th Prince of Thurn and Taxis and four commercial institutions from Regensburg , as well as the manufacturers Theodor von Cramer-Klett of Nuremberg and J.A. Maffei of Munich . They generated a start-up capital of 60 million gulden for railway construction in eastern Bavaria and for the associated running and rolling stock. In

1968-590: The resources then available. Schwandorf%E2%80%93Furth im Wald railway The Schwandorf–Furth im Wald railway is a 67 km long mainline railway in the German state of Bavaria . It runs from Schwandorf via Cham to Furth im Wald . It is part of a long-distance connection between Germany and the Czech Republic. The Bavarian Eastern Railway Company ( German : Königlich privilegirte Actiengesellschaft der bayerischen Ostbahnen ) received

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2016-494: The same year they founded the Bavarian Eastern Railway . King Maximilian II of Bavaria authorised the founding of the company on 12 April 1856 and awarded it the concession they had applied for: ...for the construction and operation of railways from Nuremberg via Amberg to Regensburg, from Munich via Landshut to the Danube, from Regensburg via Straubing and Passau to the state border, from

2064-567: The second construction phase, approved by a concession of 3 January 1862, to a close. After a pause in investment of several years, a further concession was granted on 3 August 1869 under which problems and detours in the network from the early years were ironed out between 1871 and 1873, so that the largest cities of the region could be connected by the shortest routes, for example Nuremberg with Regensburg via Neumarkt , Regensburg with Straubing via Radldorf, and Regensburg with Landshut via Neufahrn. These roughly 160 kilometre long links, together with

2112-414: The years. Not until 1862 did the Ostbahn procure Class C six-coupled engines with a 0-6-0 arrangement and, initially, with large wheels, 1,524 mm in diameter. A total of 64 such locomotives were bought in various wheel sizes, later mainly with a 1,253 mm diameter, that also hauled goods-only trains from 1867. The Ostbahn procured 12 Class D tank locomotives and two more were taken over from

2160-439: Was already being worked from 9 May 1859. The Straubing– Plattling – Passau line, 77 km long, was opened by the Ostbahn on 20 September 1860. In Landshut and Regensburg, terminal stations were built that were converted to intermediate stations in 1880 and 1873 respectively. For the businessmen participating in the Ostbahn the continuation of historical trade links across the borders to Austria and Bohemia , albeit using

2208-493: Was named after the king, Ludwig I , whose infrastructure priorities had earlier been focused less on railway development than on his Main-Danube canal project. The railway ran from Lindau on Lake Constance via Kempten , Augsburg , Nuremberg and Bamberg to Hof where it linked up with the Saxon-Bavarian Railway Company . Following the successful experiment involving the construction of

2256-526: Was opened in 1877 by the Royal Bavarian State Railways . The same was true for the 41.6 km long link line from Landshut to Pilsting , opened on 15 May 1880, with a junction to the Mühldorf (Obb)–Plattling line. In the years of recession after the Franco-Prussian War of 1870/71 the Ostbahn's economic situation worsened, so that in 1874 a claim was made on the state interest guarantee. As

2304-572: Was still ready ahead of the Saxon part , full opening of which was delayed by topographical challenges until 1851. To the north of Nuremberg, at Erlangen where the line ran parallel to the Ludwigs canal (the Rhine-Main-Danube canal of that time) , the railway incorporated the 306-meter-long Burgberg tunnel, Bavaria's oldest railway tunnel. From 1852 there was a connection at Bamberg with

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