696:) in order to enable the free interchange of goods wagons and reduce production and maintenance costs. At the same time standardized wagon numbering, based on the Prussian system, was introduced. In Bavaria, this appears to have been delayed until 1912/13. In addition, Bavaria introduced a naming scheme. Departmental wagons were given the name of their railway division, but others received the name of a Bavarian division depending on their age, type and location. So a modern covered goods wagon with over 15 ton maximum load was designated Gm MĂĽnchen. More strikingly, the DSV wagons were supposed to be painted red-brown from 1 January 1911. However this was delayed at least a year in Bavaria and it is likely that green wagons were still around for some time afterwards. Epoch Ic ended with the merging of the state railways into the
36:
101:
441:
was common, later the design was more variable. Station names could be painted in large letters or carved into long sandstone ashlar slabs on the walls of the building. At the front there is often a shed roof to provide some shelter for waiting passengers on the 'home' platform. The goods shed was
290:
were to be built and operated as simply as possible. Structures too were to be simple. This led to the widespread use of standard buildings and structures; nevertheless branch lines and their stations still retained a lot of individual character based on the region and local material available for
450:
The engine shed was not just a building for housing locomotives. It was a combined 'stable', workshop, office and servicing area, often with living accommodation integrated. There were external locomotive facilities such as cleaning pits, water cranes and nearby coaling bunkers. Inside there were
428:
Many halts just had a name board; sometimes there was a simple shelter with a bench provided by the local council. The railway administration permitted railway 'agents' to operate on many stations, and the standard design of single-storey, wooden, agency building can still be seen today in many
294:
The real boom period for branch line construction in
Bavaria was from 1894 to 1910, a time when more than half of all branch lines were completed. The average time to build was four years and the construction cost worked out at about a fifth that of main lines per kilometre.
217:
Compared to the main lines, the regulations for these branch lines were relaxed. Steep inclines (up to 1:25), tight curves (100 m) and a narrower subgrade were permitted; as were lighter rails (or used main line rails), lighter vehicles and lower speeds. All the lines were
646:
Epoch Ib may be viewed as the middle period from 1893 to 1912. The K.Bay. Sts.B. continued to capital letters to indicate the overall category of vehicles, but changed the meanings in some cases to make them more 'intuitive'. For example, G became a covered
617:
The early period from 1867 to 1892. Capital letters were used to indicate the type of wagon, e.g. G = open wagon with low sides, short; H= log wagon. Photographs suggest that this system took time to develop and was not fully established until after the
195:('neighbourhood lines'). This was a legal term and envisaged the costs of real estate acquisition and line construction being raised locally, whilst profits would be shared between state and district, in accordance with the statuted dated 29 April 1869.
451:
sanding facilities. There was a work table and vice, an office with the duty roster, regulations, operating instructions and other reference material as well as clothes lockers and washing facilities for the staff. Oil was kept in the cellar.
634:) , whilst an AÂł was a 10 m long 'modern' van for 15 t (14.8 long tons; 16.5 short tons) load (10 t or 9.8 long tons or 11.0 short tons was 'normal') and an H was a log wagon built between 1860 and 1880. The owner inscription was
355:
when competition from the road network and increasing car ownership hit first passenger, then goods services. Around half the original branch lines had closed by the mid-seventies and the trend has continued since, albeit at a slower pace.
659:
iehwagen). In addition, lower case letters were used to further define the class of vehicle, indicating e.g. the maximum load, height of the sides etc., and additional axles were indicated by doubling or tripling the letters. So Xm was a
429:
places. One side handled the passenger traffic, with a waiting room, ticket office and earth toilet. The other half was the office, goods shed and loading ramp. In epoch 3, these buildings were sometimes extended and more solidly built.
249:
was built – the line from Gemünden to
Hammelberg, now part of a single-track main line. Nevertheless, the name stuck and passed into Bavarian folklore, continuing to be used to refer to branch lines. Although not an official
283:) law was passed. This went back to the premise that funding for land purchase and construction would be a local affair, although earthworks would be paid for by the state. However, the state would also take the profit.
622:
had been merged into the State
Railway in 1877. Roman or Arabic numerals were used additionally to indicate the age of the wagon, e.g. an A I was an old, 6-wheeled, goods van for a load of 12
609:
The
Bavarian railways, at different times, had three different classification systems that roughly correspond to the early, middle and late period of the state railway era in Bavaria, i.e.:
241:
did not generate the returns expected and the state had to bail them out to a large extent, a new statute appeared on 28 April 1882 which introduced a new category of branch line the
454:
Coaling was carried out by hand from coal bunkers. Coal was shovelled onto a platform and from there into the locomotive's coal tank. Later simple cranes or derricks were installed.
437:
Station buildings were often of stone or brick and many appear to be far too large for the villages and towns they serve. In the early days, a standard cubic shape, the so-called
180:. The most important routes were established first, of course, and became the 'main lines', the backbone of the Bavarian railway network which has lasted to the present day.
176:, soon followed. The early railways were private lines, but from 184?, the Bavarian state oversaw the construction of railways, through its state-owned railway company, the
273:
By the 1880s, the
Bavarian main line network was largely completed and attention now turned to its expansion into the hinterland. On 21 April 1884 the first Bavarian
168:
which opened on 7 December 1835. This was the start of a railway building frenzy, which rapidly spread across the state. The second
Bavarian railway line, from
339:, the state of the economy and rampant inflation brought a halt to any significant further expansion. Of the 52 routes envisaged in 1920, only the stub from
676:) and SSml was a long, eight-wheeled flat wagon capable of carrying over 10 tonnes. The owner inscription was just K.Bay. Sts.B. without any coat of arms.
198:
The first line to be built was the 5.5 kilometre stretch from
Siegelsdorf to Langenzenn opened on 25 May 1872. Over the next seven years a further 14
397:, fixed to iron base plates and wooden sleepers with massive rail spikes. The result was a special – lightweight – Bavarian Lokalbahn rail profile.
65:
789:
723:
394:
393:). By the 1930s, the superstructure of Bavarian branch lines generally consisted of 6 m rails, supplied by the MaximilianshĂĽtte at
728:
822:
685:
750:
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A terminal station with a kick-back loading siding, served by a ramp at one end and the goods shed at the other. There was a
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was having its sign painted. It was left half-finished overnight with only the letters 'Seku' completed. Hence the nickname.
713:
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58:
817:
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and the branch line network in
Bavaria, less a few privately run lines, transferred to the ownership of the
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for the engine and a crossing loop from which the engine shed and any industrial siding could be accessed.
17:
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lines, the lower speeds enabled a lighter superstructure to be used, for a wheel load of 4.25 to 5
48:
459:
52:
44:
104:
Station building at
Fladungen, the terminus on the Bavarian branch line from Mellrichstadt, now a
797:
508:
In Epoch 2, former light main line tank engines were cascaded to the branch lines including the:
494:, nicknamed the 'glass box' (Glaskasten), an unusual design for one-man operation on short lines.
69:
156:
8:
697:
325:
245:('secondary line'). These would be constructed at state expense. In fact, only one true
704:. However Bavarian livery could probably continue to be seen for some time afterwards.
661:
127:
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527:
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Although track layouts varied, there were certain standard layouts that were common:
191:
The first branch lines to appear in
Bavaria – indeed in Germany – were the so-called
143:
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Any industrial sidings had to be built and maintained by the industries concerned.
352:
203:
105:
784:
780:
JĂĽrgen Pepke's website - a comprehensive site on the Royal Bavarian State Railways
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with a rather square, crowned Bavarian coat of arms (white and blue lozenges).
518:
497:
219:
254:, the line from Erlangen to Gräfenberg and its locomotives were nicknamed the
806:
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A halt with a loading loop served by a combined end- and side-loading ramp.
329:
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135:
762:"Entwicklungsdarstellung des Wagenparks der Bayerischen Staatseisenbahnen"
154:
The first German railway line was opened in Bavaria in 1835. This was the
701:
336:
100:
298:
Everyday speech saw the introduction of another name in Bavaria for the
585:
573:
567:
515:, which became the classic branch line motive power for Epochs 2 and 3.
139:
798:
The German Model Railway Forum - a forum for modelling German railways
351:
The demise of much of the Bavarian branch line network came after the
673:
631:
559:
390:
308:
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161:
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in 1928 and the link from Kinding to Beilngries in 1929 were built.
324:) were formally merged into the new 'imperial' railway company, the
761:
669:
627:
386:
173:
482:, the classic branch line engine of which over 100 were delivered.
165:
475:
Typical Bavarian branch line locomotives in Epoch 1 include the:
123:
119:
115:
457:
For major repairs, however, the engines were sent to the depot (
142:, was opened, to 1930, when the last section of the branch from
655:
chienenwagen = rail-carrying wagon) and V were livestock vans (
207:
169:
665:
623:
382:
138:
lasted from 1872, when the first route, from Siegelsdorf to
785:
The Länderbahn Forum - a forum on the German state railways
332:
and thereby became part of the Reichsbahn railway network.
265:
779:
591:
183:
226:
lines were much rarer in Bavaria than in other states.
504:
designed for winding, hilly routes with tight curves.
557:
The following are examples of coaches built for the
521:, which was deployed in small numbers to some lines.
488:, a common goods train locomotive for branch lines.
804:
57:but its sources remain unclear because it lacks
684:In 1909, the German state railways founded the
531:built for the DRG in the late 1920s and 1930s:
258:. The story goes that a railway inn called the
315:
598:
312:, the usual German word for a branch line.
724:List of Bavarian locomotives and railbuses
759:
651:edeckter) goods van, S were flat wagons (
467:) and a replacement locomotive provided.
359:
88:Learn how and when to remove this message
373:used old mainline rails or lightweight,
99:
729:List of closed railway lines in Bavaria
679:
641:
14:
805:
686:German State Railway Wagon Association
320:On 31 March 1920, the state railways (
740:
612:
346:
229:
146:to BehringersmĂĽhle went operational.
790:Modelling a Bavarian Branch Line by
714:History of rail transport in Germany
29:
377:rails laid on wooden sleepers. For
24:
760:Spielhoff, Lothar (January 2017).
25:
834:
773:
389:)/4.25 to 5 t (4.68 to 5.51
690:Deutscher Staatsbahnwagenverband
570:, long wheelbase passenger coach
114:comprised nearly half the total
34:
445:
400:
470:
122:, a state in the southeastern
13:
1:
823:Royal Bavarian State Railways
719:Royal Bavarian State Railways
266:The Age of the Branch Line -
178:Royal Bavarian State Railways
664:with a maximum load over 10
605:Bavarian goods wagon classes
576:, short wheelbase open coach
7:
707:
594:, short wheelbase goods van
588:, long wheelbase open coach
432:
364:
316:The Deutsche Reichsbahn Era
134:. The construction era for
10:
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602:
599:Goods Wagon Classification
582:, short wheelbase mail van
552:
202:were built, including the
149:
286:To make them viable, the
279:('local line' also spelt
184:The First Branch Lines -
813:Railway lines in Bavaria
525:They were joined by new
423:
160:(Ludwig's Railway) from
43:This article includes a
27:Railway lines in Bavaria
818:Branch lines in Bavaria
72:more precise citations.
768:. Esslingen-Mettingen.
743:Bayerische Nebenbahnen
741:Zintl, Robert (1977).
360:Branch Line Structures
108:
563:branch line network:
335:But the aftermath of
112:Bavarian branch lines
103:
745:. Motorbuch Verlag.
700:in the aftermath of
680:Epoch Ic (1913–1920)
642:Epoch Ib (1893–1912)
548:, its larger cousin.
341:Zwiesel to Bodenmais
698:Deutsche Reichsbahn
326:Deutsche Reichsbahn
130:in the days of the
662:departmental wagon
613:Epoch Ia (1867–92)
542:('bob' hairstyle).
347:The Post-War Years
300:Vizinal-, Sekundär
109:
45:list of references
752:978-3-87943-531-9
528:Einheitsdampfloks
502:Mallet locomotive
98:
97:
90:
16:(Redirected from
830:
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756:
620:Bavarian Ostbahn
460:Bahnbetriebswerk
442:often attached.
353:Second World War
204:Bavarian Ostbahn
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546:DRG Class 86
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538:, nicknamed
536:DRG Class 64
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513:Class Pt 2/3
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446:Engine Sheds
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401:Track Layout
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330:German Reich
322:Länderbahnen
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237:Because the
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224:Narrow gauge
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144:Gößweinstein
136:branch lines
111:
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84:
78:January 2017
75:
64:Please help
56:
792:John Oxlade
702:World War I
519:Class D XII
498:Class BB II
471:Locomotives
375:Vizinalbahn
337:World War I
304:Lokalbahnen
288:Lokalbahnen
268:Lokalbahnen
206:route from
157:Ludwigsbahn
126:that was a
118:network in
70:introducing
18:Localbahnen
807:Categories
674:short tons
632:short tons
586:CL Bay 11a
574:CL Bay 06b
568:BCL Bay 09
480:Class D XI
391:short tons
140:Langenzenn
670:long tons
628:long tons
560:Lokalbahn
387:long tons
379:Lokalbahn
309:Nebenbahn
281:Localbahn
276:Lokalbahn
162:Nuremberg
708:See also
540:Bubikopf
433:Stations
365:Trackbed
174:Augsburg
735:Sources
672:; 11.0
630:; 13.2
553:Coaches
395:Haidhof
150:History
128:kingdom
124:Germany
120:Bavaria
116:railway
66:improve
749:
666:tonnes
626:(11.8
439:WĂĽrfel
306:: the
302:- and
256:Seekuh
208:Wiesau
170:Munich
668:(9.8
424:Halts
166:FĂĽrth
51:, or
747:ISBN
500:, a
369:The
230:The
694:DSV
692:or
592:GwL
463:or
172:to
164:to
809::
764:.
465:Bw
222:.
214:.
210:–
55:,
47:,
755:.
688:(
657:V
653:S
649:G
647:(
624:t
383:t
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85:(
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62:.
20:)
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