(Rottalbahn only refers to the part from Passau to Neumarkt Sankt Veit) Following the river Rott almost the full length of the line, Bavaria´s longest branchline in operation connects the communities along the line with Passau on the eastern end and Mühldorf on the western end. History Continuously running since the first part was completed in 1879 aspirations to close the line were underway in the 1970s. Because of the importance of tourism in this part of Bavaria and the fact that the more or less famous (in Germany only I think) Lower Bavarian Spa Triangle is located along the line, it was saved from closure. In 1979 a 100year celebration was held in Pfarrkirchen to celebrate the 100 year history of the line. Route The map shows the full route Mühldorf-Passau with a length of around 110km. The maximum speed is 80km/h but on certain sections it can be lower due to the many tight curves. 30 stations are along the route which is single tracked and not electrified. Passing loops for trains are located at various stations but most train crossings are at Massing, Eggenfelden, Pfarrkirchen, Pocking and Fürstenzell and occasionally at Sulzbach (Inn). Last time i rode on a train on this line (2012) most of the signals were still of the semaphore type with only a few examples of colour light signals except for Mühldorf and Passau i think. Services In the time period i think of (2009-2014) there would be hourly services in both directions. 21services westbound, of which 3 early in the morning run only on a part of the line (from Neumarkt,Pocking,Pfarrkirchen to Mühldorf) then from around 6:00 to 21:00 hourly and 2 services in the evening the 20:08 and 23:03 are Passau - Pfarrkirchen. Saturdays until 2014 the 17:06 RB would be replaced with the weekly IC 1887 named "Rottaler Land" which ran from Hamburg-Altona to Passau and then on to Mühldorf. Even if the consist was made out of a BR218 diesel-hydraulic locomotive and some IC coaches it is marked as RB in the 2011/2012 timetable. This service was discontinued in 2014 so it would be nice if the route would be set before the 2014 timetable change. 24services eastbound to Passau (morning services-> 3 from Pocking, 1 from Pfarrkirchen to Passau) hourly between 6:43and 21:50. With the exception of the 19:38, 21:50 and 23:38 which ran Mühldorf-Pocking. And the saturday 8:36 which is the return of the IC to Hamburg via Passau (again ran as RB and replaced the DMU service). Additionally there is a depot at Mühldorf which services the DMUs and locomotives. Means taking the trains in and out of service is possible. (Maybe stabling the 218 and the IC coaches.) Mühldorf-Neumarkt Sankt Veit part of Landshut bound services would be driveable. (I don´t have the timetable for them but i would expect about 30 additional services with that.) Freightwise there are only 2 active rail connections. A trash loading facility at Huldsessen and RW Silicium at Pocking. Services only run on a part of the line. If DTG could squeeze a handful of freight services in , that would be enough. Operator Run by Südostbayernbahn which is owned by DB RegioNetz licensing shouldn´t be a problem. https://de.wikipedia.org/wiki/Datei:Südostbayernbahn_logo.svg Rolling Stock For all Passenger Services it would be the BR 628.4 which ran on the line since the mid 1990s. Formed of a motor car and a control car these 2 car sets were built by Düwag, Waggon-Union, AEG, LHB and MBB to replace the VT98 railbuses which kept many branchlines in Germany in operation. Compared to the ealier buildt 628.2 many improvements were made such as additional charge air cooling to increase the engine power output to 485 kW. Power is transmitted via a hydraulic transmission and the top speed is 120km/h which is more than enough for most branchlines. The BR218 was built in the 1970s to operate on non electrified main lines. With a power output of 2700/2800 horsepower and a top speed of 120/140km/h they pulled freight and passenger trains almost everywhere i west Germany. With the introduction of newer locomotives some were scrapped , sold or used for Branchline freight duties such as Burghausen Mühldorf. For the Intercity Service standard 2nd class IC coaches would fit. For freight if it is considered a car for the trash loader and a car for the Silicium facility would suffice. (couldn´t find pictures for them but you should know what i mean). Otherwise layer the freight services in with cars from another existing DLC (RSN,MSB,..) So why should DTG create this route ? 1. This would be the first German branchline and the first line in Germany with a signifiant number of working semaphore signals. And the first German DLC with no electrification. 2. The low speed on this line can be enjoyable while the picturesque Bavarian hillsides of the Rottal pass by. And because of train crossings on various stations some waiting time is required and you can explore the station till the other train is has arrived. 3. Yes the length. Around 110km is long i agree, but except of Mühldorf and Passau and the various stations with passing loops it is single track. And if that´s not good enough then cut the Mühldorf part and only make Neumarkt Sankt Veit-Passau. (Then it wouldn´t include the Depot at Mühldorf) 4. The DLC would include the first German DMU, the BR628.4 dating from the 1990s is said to be reliable but a bit underpowered and would add some diversity to the existing electric locos and 2 diesel locos. Furthermore the BR 218 would be included which could be substituted for the BR 112 on Hamburg Lübeck. Some pictures below. So what do you think, please comment.
DB BR628 can layer onto Main Spessart Bahn as the Aschaffenburg Port Shuttle while DB BR218 can layer onto Hamburg-Lübeck with InterCity coaches.
