Construction of The Line
At Plattling station the line branched off northwards from the Regensburg–Passau main line to Deggendorf and crossed the Danube there. As a result, Plattling station was relocated to the west and a new facility erected. The privately operated 8.7 km long Deggendorf–Plattling goods line, which had been opened on 1 March 1866, was broken up. Its two 2/2 coupled tank locomotives, delivered in 1866 by Maffei with the names DEGGENDORF and BAYER. WALD, were taken over by the Royal Bavarian State Railways as Class D IIs, nos. 1176 and 1177. Both engines were retired in 1895.
For the ramp from Deggendorf (320 m or 1,050 ft AMSL) to the heights around Gotteszell (600 m or 1,969 ft AMSL), two options were investigated. One was a direct link via Hirschberg with an incline of 2%, the other was longer but clearly less steep with an incline of only 1.25%. In spite of its higher construction costs, the latter was chosen because, long term, it would offer more economical and faster operation utilising a double loop line between Oberkandelbach and Grafling and the tunnel at Ulrichsberg. The valleys along the line of the railway would be crossed on long bridges or long, high embankments.
The most important structures on the route:
- Danube bridge at Deggendorf 365 m long
- Kohlbach embankment at Grafling 390 m long 44 m high
- Kühberg loop tunnel at Ulrichsberg 475 m long
- Hochbühl tunnel at Gotteszell 569 m long
- Ohe bridge at Regen 308 m long 48 m high
- Regen bridge at Regen 114 m long 25 m high
- Regen bridge at Zwiesel 135 m long 14 m high
- Deffernik bridge at Ludwigsthal 102 m long 30 m high
At 48m, the Ohe bridge is the second highest railway bridge in Bavaria, just behind the Königswart bridge (height 50 m, length 279 m) at Wasserburg am Inn. On the state border the two railway companies built a very large station building at Bayerisch Eisenstein, the border running right through the middle of the building. The line was laid as a single track, but the route was prepared for two tracks. However it has remained single to the present day because the junction to the Mühldorf (Obb)–Plattling line, opened in 1875, and the Pilsting–Landshut link line, taken into service in 1880, did not bring the anticipated growth in traffic for the Waldbahn and across the border.
During the construction of the line, Bavaria decided to nationalise the Ostbahn in a law passed on 15 April 1875. This took place on 10 May 1875 and led to a merger with the Royal Bavarian State Railways on 1 January 1876. As a result the Plattling–Deggendorf–Gotteszell–Regen–Zwiesel–Ludwigsthal route was taken into service by the Bavarian state railway on 16 September 1877. After the completion of the Deffernik bridge the entire 74.7 km long route to Eisenstein was opened on 15 November 1877.
On the Czech side the line from Neuern to Eisenstein had been finished and taken into service on 20 October 1877 . The station building, whose construction had been agreed by the two railway companies on 17 May 1877, was not completed until 1878.
Read more about this topic: Bavarian Forest Railway
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