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28-502: The shed, itself, has a long history. As early as 1849, with the construction of the Ludwig South-North Railway from Lindau to Hof , a workshop appeared for the maintenance of steam locomotives and wagons. Wings 2 and 3 of the roundhouse date from this time; since then they have just been extended. The workshop building, too, dates from the 1800s, as well as the floor plan of the first recorded engine shed . The facility

56-523: 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 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

84-481: 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 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

112-517: A railway connecting Leipzig with Nuremberg , which would cross into Bavaria at Hof . The parties committed to have 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

140-678: A remarkable achievement in view of the resources then available. Ludwigskanal The Ludwig Canal (German: Ludwig-Donau-Main-Kanal or Ludwigskanal ), is an abandoned canal in Southern Germany . The canal linked the Danube River at Kelheim with the Main River at Bamberg , connecting the Danube basin with the Rhine basin . The first realisation of a dream to enable barges to navigate from

168-525: The Augsburg–Nördlingen lines between Donauwörth and Aalen , and the Ingolstadt–Neuoffingen railway many of the diesel engines were dispensable, so that in 1982 the locomotive shed was closed as an independent facility. The closure of the branch lines radiating from Nördlingen did one more thing to return peace to the entire station at Nördlingen. In 1985 the railway maintenance division

196-652: The North Sea to the Black Sea , the Ludwig Canal proved to be unsustainable, and was eventually succeeded by a larger canal, over a century later. Named after King Ludwig I of Bavaria , the canal was built between 1836 and 1846. Whereas the Main and the Danube were both broad canalised rivers, the Ludwig Canal was a narrow channel, with numerous locks , and a shortage of water supply to

224-540: The Royal Württemberg State Railways , an aspiration that would be fulfilled from the Württemberg side of the frontier only in 1861. At Donauwörth 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

252-538: 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 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

280-424: The summit level . The canal became a bottleneck, and the operation of the waterway soon became uneconomic. A further nail in the canal's coffin was competition from the rapidly developing railway network in the southern German countryside. Rather than repair the damage suffered during World War II , (the canal being close to the bombed city of Nuremberg ), the canal was finally abandoned in 1950. Construction of

308-416: The Ludwig Canal's replacement, the much larger Rhine–Main–Danube Canal , was started in 1921, but not completed until 1992. The new canal is shorter and follows a route to the south and west of the earlier canal. Today, there still exists between Nuremberg and Berching some 60 km (37 mi) of canal in good condition. Some of the locks still function, and part of the towpath has been converted to

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336-522: 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 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

364-468: 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 the avoidance of over-steep sections while nonetheless connecting as many towns and cities as possible with

392-571: 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 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

420-587: 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 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

448-457: The near future a coaling facility should also be brought into operation. The Bavarian Railway Museum works the route to Gunzenhausen and the section from Nördlingen to Feuchtwangen on the line to Dombühl with historical vehicles. Its daughter company, BayernBahn Betriebsgesellschaft mbH , is responsible for the maintenance of the line to Dombühl rented from the Deutsche Bahn as well as

476-536: 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 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

504-696: The operation of museum vehicles on special trains, but also for other services, for example in maintenance of way trains. In addition, for several years impressive goods trains have been hauled in the Nördlingen area e.g. for wood and timber products. For this Class V 100 und V 60 diesel locomotives are usually used, but sometimes the museum's steam engines are engaged as well. 48°51′1.1″N 10°29′58.2″E  /  48.850306°N 10.499500°E  / 48.850306; 10.499500 Ludwig South-North Railway The Ludwig South–North Railway ( Ludwig-Süd-Nord-Bahn ), built between 1843 and 1854,

532-558: 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 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

560-619: 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 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

588-519: 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 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

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616-581: 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 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

644-415: The successful experiment involving the construction of 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

672-471: The workshop building and the water tower. The facility was rebuilt and in places modernised in the years up to 1949. For a short period the locomotive shed experienced new life as it was allocated V 100 diesel locomotives , VT 98 railbuses and ETA 150 accumulator cars. By 1966 the routine stabling of steam locomotives had ended. With the electrification of the Stuttgart–Nördlingen and

700-486: Was moved out and operations as a satellite of Augsburg locomotive shed ceased. In autumn 1985 the Bavarian Railway Museum took over the partially dismantled facilities. Since then, the museum has painstakingly attempted to equip it as a complete locomotive shed again. Several tracks had to be relaid and all the locomotive shed roads connected to the turntable . In addition two water cranes were re-installed. In

728-414: Was regularly expanded and its use adapted in the course of time up to 1937. The last expansion was carried out from 1935 to 1937, when the locomotive shed was lengthened and a 20-metre turntable installed. A major event in its history were the air attacks during the Second World War in 1944 and 1945, when large parts of the shed were destroyed. Only wings 2 and 3 of the roundhouse were spared, as well as

756-413: 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 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

784-511: Was the first railway line to be constructed by Royal Bavarian State Railways . It 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

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