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}} The Isar River Valley Railway ((ドイツ語:Isartalbahn)) is a standard gauge and electrified railway in the German state of Bavaria. Originally it was 51.1 km long, running from Munich South station to Bichl and was built from 1891 to 1898 in sections by the Lokalbahn AG company (LAG). The section from Munich South to Wolfratshausen was classified as a main line, while the section from Wolfratshausen to Bichl was classified as a branch line. In 1900, the LAG electrified the section from the ''Isartalbahnhof'' (the station for the Isar River Valley Railway in Munich) to Höllriegelskreuth for suburban services at 580 volts DC. In 1938, the LAG and, with it, the Isar Valley Railway were nationalised. After the Second World War, Deutsche Bundesbahn converted the electrification to 15 kV AC (16 ⅔ Hz); this was completed in 1955 and extended to Wolfratshausen in 1960. The northern section from Munich South to Grosshesselohe Isartal station and the southern section from Wolfratshausen to Bichl was closed by Deutsche Bundesbahn between 1959 and 1972. The middle section is now used by line S 7 of the Munich S-Bahn. The name of the line refers to the Isar as the northern half of the line follows the river’s western bank. On the other hand, the southern section is located in the valley of the Loisach. ==History== In the mid-1860s, the construction of almost all the major railways in Bavaria had been completed. Holzkirchen was connected to the Bavarian railway network on 31 October 1857. Penzberg was connected to the network on 16 October 1865. In 29 April 1869, the local railway law (''Vizinalbahngesetz''), which promoted projects for the construction of local railways, was enacted. The municipality of Tölz sought a connection to the railway network. Originally two options were discussed: Holzkirchen–Tölz and Penzberg–Tölz. The municipalities in the upper Isar valley, however, wanted a railway from Munich to Tölz so that the municipalities could also be connected. Architect Friedrich Fischer presented an initial application for an alignment from Munich via Tölz to Lenggries. It requested the establishment of a commission for the planning of this option. On 27 May 1870, Fischer received permission to set up a commission. The first meeting of the commission was held on 11 July 1870. It proposed a line from Munich South via Großhesselohe, Pullach, Icking, Wolfratshausen and Tölz to Lenggries. The cost was estimated at four million guilders. The Munich City Council debated in January 1871 a proposal for a line from Holzkirchen to Tölz. Then on 18 February 1871 the option via Holzkirchen was excluded. The glass manufacturer Leo Gasteiger requested a licence to build railways on the Thalkirchen–Beuerberg–Tölz and Beuerberg–Bichl–Murnau routes on 16 January 1872. This was not approved, however, because the line would have competed with the Munich–Garmisch-Partenkirchen railway, which was already under construction. In 1873, a projected railway called the ''München und die Isartalbahn'' (Munich and Isar Valley Railway) was proposed. The Isar River Valley Railway could have been extended via the Arlberg to Italy. In the following years there were discussions about the project, but the commissioning of the Mittenwald Railway ended support for this project. In 1881, the next project was proposed. The locomotive factory of Krauss & Co planned with the town of Wolfratshausen a narrow gauge railway from Munich South to Wolfratshausen. The line would run for 18 kilometres along the main roads and for ten kilometres on its own route. On 28 August 1881, the project was presented in Wolfratshausen. In addition, a railway committee was formed. Wolfratshausen was not satisfied with the proposal to build its station near the village of Weidach, so on 31 January 1881 there was an inspection of the line. The project was subsequently abandoned, but it is not known why.〔 On 24 January 1886, Siegfried Klopfer requested a license to build a metre gauge line from Munich via Wolfratshausen to Leoni on Lake Starnberg. Klopfer had proposed to build the line to standard gauge on 27 February 1885. Adolf Decher took over developing the project. In May 1886, it was proposed to extend the planned line from Munich South to Wolfratshausen as far as Rottmannshöhe. The Munich–Wolfratshausen section would have been developed as the rail project proposed by Krauss. On 25 July 1887, the Isarbahn company was established for the realisation of the project. The company appointed Franz Mayerhofer as chief executive. Ernst Böhringer, among others, were founders of the company. Wolfratshausen opposed the location of its proposed station on the heights at Dorfen to the northwest of the town. A letter of protest was written to the royal district office suggesting that the long distance from the station to the market place would take three quarters of an hour to walk. Wolfratshausen wrote that no station would be better than having such a distant station and that the population would continue to fall, as other communities with a direct rail link would have an advantage over Wolfratshausen. In October 1887, newspapers reported that the planning the line already involved 30 men. Böhringer and Klopfer apparently disagreed about the rail project, so Böhringer requested the concession for himself. On 11 March 1888, the application for the concession was cancelled. Newspapers in the area reported in the meantime that the rail project proposed by Ernst Boehringer had been accepted.〔 In 1888, Ernst Boehringer continued to refuse to relocate the Wolfratshausen station, which would require additional costs of up to 80,000 gold marks per kilometre. In the following months there was a rumour that it was planned to move the end of the line from Rottmannshöhe to Eurasburg. Wolfratshausen now offered a grant of 60,000 marks for the construction of the station in the valley. The municipalities around Eurasburg, however, gathered money to outbid Wolfratshausen and its offer had no success. Wolfratshausen now commissioned the lawyer Dollman. On 26 September 1888, they founded the ''Bahnverein München–Wolfratshausen'' (Munich–Wolfratshausen Railway Company) to promote the interests of Wolfratshausen. But a day later, Wolfratshausen came to an agreement with Ernst Böhringer. The railway company undertook to build a road to the station from the town and to keep it in good condition. On 13 November 1888, the railway project was granted a concession by Prince Regent Luitpold. On 4 January 1889, the Royal District Office of Munich 2 was informed that a standard gauge railway line would be built and that the additional costs over the construction of a narrow-gauge railway would be borne by the neighbouring municipalities by ceding part of their land for free. On 25 January 1889, there was a call again in some communities for the relocation of the railway to the Loisach valley. This was rejected. On 21 March 1889, detailed planning was transferred to the Munich-based LAG. On 6 November 1889, the ''Lokalbahn Aktien-Gesellschaft und Cie. (Isartalbahn)'' was established for the construction and operation of the Isar Valley Railway. The LAG was involved in this as a company liable for the Isar Valley Railway Company’s debts. The terminus at Rottmannshöhe was dropped and the line would continue towards Bichl. On 6 November 1890, the LAG decided that the Isar Valley Railway would initially only be built to Ebenhausen. An extension would be in operation within five years of the opening of the initial section. This gave Wolfratshausen another chance to get a station in its valley if it ceded the land for the construction of the railway for free. On 23 November 1889, the mayor of Wolfratshausen confirmed that the land would be given to the railway company. The Munich-Wolfratshausen Railway Company protested against an extension to Rottmannshöhe. The company, however, had no more success, as it had already been decided to build the line. 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「Isar Valley Railway」の詳細全文を読む スポンサード リンク
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