Munich-Neuaubing repair shop

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Southern car repair shop (Hall 3) of the Munich-Neuaubing repair shop

The repair shop Munich-Neuaubing (abbreviated AW Munich-Neuaubing ) was a railway repair shop in the west of the Bavarian capital Munich in today's district of Aubing .

The Royal Bavarian State Railways opened the plant in 1906 as the central workshop in Aubing with two repair shops. In the following years it was expanded several times. By 1927, the Deutsche Reichsbahn built a third car repair shop. While the plant was opened as a freight car repair shop, it was later mainly used for the maintenance of passenger cars . In addition, railcars and occasional electric locomotives have been repaired. At the end of 2001, Deutsche Bahn shut it down. Large parts of the former workshop building are now a listed building .

location

Map of the Centralwerkstätte and the CIWL factory around 1910

The Munich-Neuaubing repair shop is located in the southwest of the Neuaubing district in Munich's Aubing-Lochhausen-Langwied district , south of the Munich-Pasing-Herrsching railway line and the Munich-Neuaubing train station, and west of Brunhamstrasse. The former workers' housing estate , the Neuaubing colony, is located in the northeast of the factory premises between the workshops and the railway line on Papinstrasse . To the west, the factory premises are bordered by the sports facilities of the Neuaubing railway association in the north and the fallow site of a former switch warehouse in the south, to which the Freiham district, which will be built in 2006, will be adjacent to the west. To the south, a forest area, in which the federal highway 96 (A 96) runs, connects to the repair shop. There is a residential area to the east of the plant area, while the southeast corner of the plant is located directly on the city limits of the Graefelfingen district of Lochham .

About 300 meters east, directly south of the Munich-Pasing – Herrsching railway line, but on the other side of Brunhamstrasse, was the Compagnie Internationale des Wagons-Lits repair shop , which was later operated by the German Sleeping Car and Dining Car Company and closed in 1999.

The access tracks to the Neuaubing repair shop branched off the Munich-Pasing – Herrsching railway line east of the Brunhamstraße level crossing and crossed Brunhamstraße together with the Herrschingen line. Then they led south past the reception building of the Neuaubingen train station to the entrance gate of the plant. Papinstrasse crossed the access tracks directly in front of the entrance gate.

Surname

During its existence, the repair shop was given several different names.

Period designation
1906-1915 Central workshop Aubing
1915-1920 Central workshop Neuaubing
1920-1924 Main workshop in Neuaubing
1924 Neuaubing railway repair shop
1924-1942 Reichsbahn repair shop Neuaubing
1942-1948 Reichsbahn repair shop Munich-Neuaubing
1948-1951 Railway repair shop in Munich-Neuaubing
1951-2001 Munich-Neuaubing repair shop

history

Established and operated until the First World War

At the end of the 19th century, the four existing central workshops of the Royal Bavarian State Railways were no longer sufficient for the increasing need for repairs that went hand in hand with the increase in rail traffic. However, after the last expansion up to 1900, further expansion of the Centralwerkstätte Munich was no longer possible due to lack of space. Since a deficit of up to 257 vehicle stands was to be expected in the following years, planning began in 1899 for the construction of another central workshop for repairing freight wagons . On November 27, 1899, the Bavarian State Parliament discussed the new building, with Munich and the surrounding area, Augsburg and Schweinfurt being considered. Hugo Ritter und Edler von Maffei made a 90-  day-work plot of land on his Freiham estate in the independent community of Aubing west of Munich available as building land for 54,000  marks . As a condition for the low-cost delivery, he demanded the establishment of his own Freiham train station for his estate on the Pasing – Herrsching local railway that was under construction . Since the volume of goods traffic in Munich was highest at 2.4 million tons annually, the Royal Bavarian State Railways decided on this location and agreed to the condition.

Railway settlement and works stop in 1914

The Bavarian government issued on 24 February 1900, the law establishing the V. Centralwerkstätte the Royal Bavarian State Railways . The construction costs were 5,969,000 marks. The Bavarian State Railways bought the building land in 1901 and began building the workshop in Aubing on March 4, 1902. To this end, the forest on the building land was cleared in 1902. To level the site to the level of the Pasing – Herrsching railway line, extensive earthworks were necessary, during which it was lowered by up to 2½ meters. On July 1, 1903, the Bavarian State Railways opened the Pasing – Herrsching local railway, which ran past the factory premises to the north, with the Freiham station required by Maffei. At the junction of the access tracks to the Centralwerkstätte from the Pasing – Herrsching line, the central workshop Aubing was opened on November 20, 1905 , and was named Neuaubing on October 1, 1908 .

Western car repair workshop (Hall 2), in the background Hall 1

Even before the opening, on December 6, 1905, the first of five twin-flame tube boilers for generating steam for high-pressure steam heating and driving the steam hammers went into operation.

On October 1, 1906, the Royal Bavarian State Railways officially opened the Aubing Central Workshop . The freight wagon repairs were partially relocated from the Munich Central Workshop to Aubing and from then on the work was shared between the two workshops. At the time of opening, there were two wagon repair workshops with a total of 250 stands, an administration building, a forge and a wood processing plant as well as further magazines and a water house. 160 workers and nine civil servants were employed in the Aubingen plant, for which 18 workers 'houses and two civil servants' houses were available in a residential complex built between 1902 and 1905, later known as the Neuaubing colony . From 1907, the Centralwerkstätte Aubing took over parts of the maintenance of passenger , baggage and mail cars as well as railcars from the Munich plant. From 1907 or 1908, postal vehicles were also repaired in Aubing.

As a state enterprise, the Royal Bavarian State Railways had planning authority and were therefore able to build and expand the workshop without the approval of the municipality of Aubing. The plant was also exempt from municipal tax. However, since the community had to provide the necessary infrastructure for the workers living in Aubing, this resulted in a heavy burden on the community budget.

In 1907, construction work began to set up an additional switch workshop, and in 1910 Hall 11 for switch production was put into operation. At that time, the workshop of the Aubingen factory was the only switch workshop of the Bavarian State Railways. Starting in 1912, the Bavarian Post Administration built its own repair workshop for postal vehicles on the site of the Centralwerkstätte, which was opened in 1914.

Aerial photo of the Central Workshop and the sleeping car repair shop in 1914

On November 13, 1913, the Bavarian State Parliament approved the construction of a new hall for repairs to passenger cars and estimated that it was 2,887,000 marks. Because of the outbreak of the First World War , the preparatory work was canceled in 1914 and the plans were not implemented for the time being. During the First World War, the Centralwerkstätte Aubing produced war materials, and by 1918 150,000 long grenades had been produced. In 1915 the name was changed to Centralwerkstätte Neuaubing . In September 1918 the construction of a training workshop for apprentice locksmiths began.

Expansion of the Deutsche Reichsbahn and World War II

From 1920 the Deutsche Reichsbahn designated the Centralwerkstätte as the main workshop in Neuaubing . In 1924 it was subordinated to the Central Machinery Office in Munich of the Bavarian group administration and from then on operated as the Reichsbahnausbesserungswerk Neuaubing (RAW Neuaubing).

The Deutsche Reichsbahn began in spring 1921 with the construction of the passenger car hall, which was decided in 1913. However, due to strikes and worker lockouts during the inflationary period , the completion of the hall was delayed. In October 1924 it could be completed in the shell, on April 1, 1927 the car repair called Hall 3 was finally fully opened. The expansion of the factory facilities required a higher heating output. In 1921 three of the five two-flame tube boilers were demolished and by 1922 four new water tube boilers from Babcock & Wilcox were put into operation. The amount of steam generated could be significantly increased through the construction of an electric monorail system for supplying coal, a traveling grate and a flue gas preheater.

With the commissioning of the passenger car hall, RAW Neuaubing took over the entire maintenance of passenger, baggage and mail cars from RAW Munich, the former Centralwerkstätte Munich, on April 19, 1927. The freight wagon repairs, on the other hand, were initially completely transferred to RAW Munich and relocated to the new RAW Munich-Freimann until 1931 .

Northern turnout workshop (Hall 12)

After the repair workshop for Postbuses was closed, the Bavarian Post Office sold the unneeded site to the Reichsbahn in 1926 for 350,000 Reichsmarks . In 1928, the company relocated turnout production to the workshop, henceforth known as Hall 12. However, the assembly of the turnouts continued to take place in the previous turnout workshop. In 1927 the repair shop was expanded to include a train lighting workshop , and in 1928 a workshop for the surface treatment of small parts was added. In 1930 a new canteen building was built south of the northern turnout workshop. The telephone exchange previously located in Hall 12 moved into the basement of the canteen building in 1937. A new warehouse for materials and supplies was built to the west of the administration building by 1938. At around 300,000 square meters, the plant reached its greatest expansion in the 1930s. From 1937 to 1938, the German National Railroad built to the west of the repair shop a stand-alone course camp , which was responsible for the storage of turnouts and building materials for the course workshop.

In the course of the National Socialist reconstruction plans for the Munich railway systems, the repair shop was to be expanded. The first preparatory construction work took place in 1938, but after the beginning of the Second World War , the work was stopped again. After the start of the war, the factory resumed repairing freight wagons in 1939. In addition, the RAW Neuaubing was henceforth responsible for the construction and repair of special vehicles of the Wehrmacht and the Deutsche Reichsbahn in the course of special war services. From 1940 to 1941 the Deutsche Reichsbahn built a new training workshop. In 1942, she named the work due to the incorporation Aubings in the city of Munich in Reichsbahn repair shop Munich Neuaubing order.

In 1942, the RAW Neuaubing developed a new process for work organization, with which the entire production should be rationalized. This should save 90,000 manufacturing hours within half a year. After the trials in Neuaubing, the Deutsche Reichsbahn introduced the so-called Munich process uniformly in all German repair shops.

From 1943 the repair shop was increasingly the target of air raids by the United States Army Air Forces . After severe damage from air raids on July 19 and 21, 1944, the factory had to stop repairs completely for twelve days. Turnout production could soon be resumed, but wagon production was restricted for a long time due to the severe damage to Halls 1 and 2. After a makeshift repair, the plant was able to fully resume operations in September 1944. During another air raid on April 19, 1945, the plant was hit by 20 explosive bombs, which damaged two halls. On April 30, 1945, the RAW Munich-Neuaubing was captured by American troops.

Rationalization and modernization by the Deutsche Bundesbahn

Just a few days after the surrender of the German troops, repair work was resumed in May 1945. Initially, however, only the most urgent damage could be repaired due to the poor supply of materials and spare parts. During this time, the RAW was a stronghold of communist protests in southern Germany. The works council Karl Reisinger was persecuted in the Third Reich for his illegal work for the Socialist Workers' Party and convicted of preparing to commit high treason. After the war he became a member and cadre of the KPD and led a strike in the RAW on November 7, 1947, over food rations. The cuts in rations were then suspended for railway workers. Further communist organized strikes took place in January and February 1948 in RAW Neuaubing. Reisinger was dismissed without notice in 1952.

In 1948 the name was changed to Eisenbahnausbesserungswerk (EAW) Munich-Neuaubing and in 1951 another name was changed to repair shop (AW) Munich-Neuaubing . In 1950 the Deutsche Bundesbahn (DB) was able to complete the reconstruction of the damaged factory halls and completely resume repairs to passenger coaches. At that time, the factory consisted of 34 individual master workshops, which were housed in 34 halls and buildings.

In the course of rationalization measures, the Deutsche Bundesbahn considered closing the plant in the 1960s. The plant was centralized and the various sub-workshops gradually closed. In 1967 the railway moved the turnout workshop to the Witten repair shop , in 1969 it gave up the train lighting workshop and the workshop for brake valves. The central office for the workshop service of the Deutsche Bundesbahn decided on November 13, 1969 to keep the AW München-Neuaubing, which averted the closure. At the same time, however, the DB decided to take further rationalization measures and downsize the plant. By the mid-1970s, all remaining partial workshops, including the workshop for the surface treatment of small parts, were closed. Only the sign workshop that was newly set up in the post-war period remained. The area was reduced from 300,000 to around 250,000 square meters, so that the two switch-making workshops that were no longer in use were now outside the factory premises. Many no longer needed buildings were demolished. The number of employees should from now on be limited to 1000 people. Apart from the sign workshop , in which train route signs , station signs and roll-up signs were produced, the tasks of AW Neuaubing were now limited to the repair of passenger coaches.

After the Deutsche Bundesbahn had invested little over a long period of time due to the planning uncertainty, it carried out a fundamental modernization and reorganization from 1970 to 1980 for around 25 million DM . First of all, a new works canteen was built between 1970 and 1975 on the site of the former workpiece warehouse.

On May 16, 1972, there was a major fire in the eastern wagon repair workshop when the outer skin of a 3yg type car that was being repaired caught fire. Due to the roof construction of the hall made of wooden beams, asphalt cardboard and tar, the fire spread quickly and could only be extinguished after two and a half hours. In the fire, the hall roof over an area of ​​4,000 square meters and the steel shot blasting system in the hall were destroyed. Two employees at the plant suffered from smoke poisoning . Five passenger coaches burned out, and the employees were able to get 19 other coaches out of the danger area in good time. Property damage of 6.5 million DM resulted, the repair of the fire damage cost a further 1.8 million DM. The cause of the fire remained unclear.

In 1972 construction work began to relocate the wheelset workshop in the southern car repair workshop. To do this, the Deutsche Bundesbahn reduced the bogie workshop by half and installed the new wheelset workshop on the area that was freed up. DB installed a new wheelset lathe and conveyor system as well as an ultrasonic test bench and a flange welding machine . In addition, a bogie and an axle box washing machine were installed. In 1978 the DB was able to finish work on the wheelset workshop. In 1980, a central electronics workshop for locomotive and car control was built in the southern repair workshop on an area previously used by the upholstery workshop.

Until 1974, a separate factory passenger train operated for employees between the Munich-Pasing train station and the factory stop in the west of the site. A class ET 85 railcar was used for this.

Decommissioning and re-use of the site

From 1994 onwards, Deutsche Bahn carried out further rationalization measures. From 1997, the repair shop belonged as a work of heavy maintenance (C drive) for business DB Reise & Touristik . In June 2001, Deutsche Bahn decided to close the plant, which last had 530 employees. On December 31, 2001, she closed the Neuaubing repair shop. Only the central electronics plant, which belonged to DB vehicle maintenance from 2001 , remained on the site. From 2002 to 2005, the Bavarian Railway Museum (BEM) used the factory facilities to store historical rail vehicles.

Upper bunker demolished in 2013

In 2003, Aurelis' own real estate company took over the site. In 2008, nine buildings and the access gate of the former repair shop were placed under monument protection. In 2013, an industrial area was created on the southern part of the plant under the name Triebwerk . The listed halls were renovated from 2013 to 2015 and included in the commercial area. The northeast Hall 1, which is not a listed building, was demolished, and Deutsche Post AG built a new mechanized delivery base for DHL on its area by 2014 . In 2013 the former high-rise bunker of the plant on Papinstrasse was demolished. From October 2013, a new building for the central electronics plant (EZW) of DB vehicle maintenance was built in the southwest corner of the site, which was completed in June 2015.

In April 2015, Deutsche Bahn dismantled the switches to the repair shop as part of a track renewal on the Pasing – Herrsching line . As a result, the access tracks and the harp north of the halls were dismantled. After the tracks were dismantled, the new Gleisharfe residential area with around 500 apartments has been built in the northern plant area since August 2016 .

construction

Access gate with access tracks

In the northeast of the repair shop is the access gate through which two access tracks led into the repair shop. Directly north of the access gate is a mechanical signal box that still serves as a barrier for the level crossing on Brunhamstrasse. Until the barrier systems were dismantled in 2015, it controlled the level crossing on Papinstrasse, which was directly in front of the gate.

Behind the gate, the access tracks branched off into a wide track harp. The railway maintenance building stood north of the track harp . About 350 meters behind the entrance gate, most of the tracks led into the adjacent halls of the western and eastern wagon repair workshops . The five-aisled hall of the western wagon workshop is referred to as hall 2. The eastern wagon workshop was housed in a six-aisled hall and was designated as Hall 1. Both halls were designed as iron framework constructions with bare brick facades. To the west of the western wagon repair workshop is the former repair workshop for postal vehicles, which later became Hall 12 as the northern turnout workshop . It consists of a two-aisled hall with an iron framework construction, to which a transverse saddle roof construction connects in the north and a three-storey administration building with a mansard roof in the south .

In the west of the factory premises, between the northern turnout construction workshop and the turnout warehouse on Papinstrasse, there was an operational stop for the employees of the repair shop. The works platform was connected to the track network via the access track to the switch warehouse. The access track and the track systems of the works stop were electrified.

Boiler house, locksmith's shop and woodworking workshop
Former administration building (building 10)

To the east of the two wagon repair workshops, twelve tracks led from the Gleisharfe to a transfer platform that stretched over 200 meters across almost the entire width of the factory premises. The tracks of the southern wagon repair workshop in Hall 3 to the south of it were connected to the transfer platform . It is designed as an eight-aisled hall with an iron framework construction and covers an area of ​​around 25,000 square meters. The woodworking workshop in the single-storey building 4 was located in the east, the locksmith's shop in the two-storey building 5 and the boiler house in the single-storey building 7 between the two northern wagon workshops and the transfer table . All three buildings are saddle roof structures. South of the locksmith's shop is the former administration building of the repair shop, known as Building 10. It is designed as a two-storey hipped roof and has a clock tower as a roof turret . To the west of the southern wagon repair workshop is the southern turnout workshop, known as Hall 11, in a single-storey saddle roof building .

To the south of the southern switch manufacturing workshop and Hall 3 there was another transfer table. The building of the former training workshop is located south of the transfer table. It consists of a three-storey main building with a hipped roof , to which long, single-storey extensions are connected in the west, south and east.

Nine of the former factory buildings as well as the access gate have been under monument protection since 2008. In addition to the listed buildings, the former training workshop still exists, the other buildings were demolished by 2013.

Building of the repair shop in Munich-Neuaubing
construction designation Establishment Remarks
1 Eastern wagon repair shop 1902-1906 Canceled in 2013
2 Western car repair shop 1902-1906 monument
3 Southern car repair shop 1921-1927 monument
4th Woodworking workshop 1902-1906 monument
5 Turning and locksmithing 1902-1906 monument
6th Wrought 1902-1906 canceled
7th Boiler house 1902-1906 monument
10 Administration building II 1902-1906 Monument, formerly with spare parts warehouse
11 Southern turnout workshop 1907-1910 monument
12 Northern turnout workshop 1912-1914 Monument, with administration building I
until 1926 Repair workshop for postal vehicles
21st Canteen building 1930 with attached common room, canceled
40 Training workshop 1940-1941
and display information about the image
Site plan of the repair shop and the Neuaubing colony around 1945

tasks

Car repair

After it opened in 1906, the Centralwerkstätte was initially only responsible for repairing freight cars. In 1907, 2,500 freight cars were repaired in Neuaubing. From 1907 onwards, the Aubingen plant, in a division of labor with the Centralwerkstätte Munich, also maintained passenger, baggage and mail cars; in 1908 the maintenance inventory was 84 cars.

In 1913 the maintenance inventory of the plant already comprised around 7,700 cars, of which 2,000 were passenger cars and 5,700 freight cars. During the First World War, the number of cars to be repaired increased further, and 11,408 cars were repaired in 1919. On April 19, 1927, the Neuaubing factory completely handed over the freight car repairs to the RAW Munich, most recently around 9,500 freight cars were repaired in Neuaubing in 1926. Instead, RAW Neuaubing took over the maintenance of passenger, baggage and mail cars completely, so that the number of repaired passenger cars rose to a maximum of 10,500 by 1929. In the following period, the repair work went back to 6,400 cars by 1932.

After the beginning of the Second World War, the repair shop resumed repairing freight wagons in 1939. In the post-war period, repair work on railway vehicles was again limited to the maintenance of passenger coaches until the end of the 1940s.

In 1950 the Neuaubing repair shop had 82 control and trailer cars , 3812 other passenger coaches, including 2789 steering axle cars and 1023 bogie cars , as well as 456 railway company cars . By 1956 the entertainment stock increased again to 5800 passenger cars. From 1965 TEE cars were maintained in Neuaubing. In 1980 there were a total of 3069 cars in the Neuaubingen maintenance inventory, including 207 TEE / IC cars, 988 m cars , 161 yl cars , 1135 n cars , 375 conversion cars and 203 baggage cars .

In 1990 the maintenance inventory of the Neuaubing plant comprised 2,493 cars, including 531 IC cars, 191 converted Interregio cars and ten measuring cars from the Munich research institute . With the transfer of the plant to DB Reise & Touristik , only long-distance wagons in Neuaubing were repaired from 1997 onwards. With the closure of the plant, Deutsche Bahn handed over the wagon repairs in full to the Neumünster and Wittenberge repair works on December 31, 2001 .

Railcar and locomotive entertainment

From 1907 the Centralwerkstätte took the direct current powered electric multiple units MBCL 101-109 with sidecars and the baggage multiple units MPL as the first multiple units in their maintenance inventory. These were used on the local railways Berchtesgaden – Salzburg and Berchtesgaden – Königssee, which were operated with direct current .

In 1926 the Deutsche Reichsbahn allocated three Wittfeld accumulator railcars to RAW Neuaubing , which were housed in the Munich East depot . The plant also repaired two accumulator railcars from the 581/582 to 615/616 series of the Deutsche Reichsbahn. By 1934 the maintenance inventory increased to 18 accumulator railcars, 14 of which were of the Wittfeld type and four of the Reichsbahn type. They were located in the railway depots in Munich East, Bamberg , Nürnberg Hbf and Kempten. Both the mechanical and the electrical part of the accumulator railcars were repaired in Neuaubing, where they received a new general inspection every two years .

Simultaneously with the accumulator railcars, the first AC-powered overhead line railcars came into the maintenance inventory in 1926. From 1926 the Deutsche Reichsbahn maintained the alternating current multiple units elT 1101–1104 (later ET 85 01–04) in Neuaubing, which had been converted from steam multiple units . In 1927 and 1933, the stock was expanded to include further vehicles from the ET 85 series. In 1935, the Deutsche Reichsbahn added the electric express railcars of the later ET 25 and ET 31 series to the maintenance inventory of the repair shop, followed in 1936 by the three elT 1900–1902 (later ET 11 01–03) and the two elT observation railcars, known as glass trains , in 1998 -1999 (later ET 91 01-02). In contrast to the accumulator railcars, the overhead line railcars were only maintained in Neuaubing in the wagon-building section, while the electrical equipment was repaired in the Munich subsidiary workshop at the Munich main station .

From 1930 onwards, the factory began improving locomotives with the E 80 01–05 electric shunting locomotives. RAW Neuaubing was responsible for maintaining the batteries and rectifiers, while the mechanical part was repaired by RAW München-Freimann.

After the nationalization of the Lokalbahn Aktien-Gesellschaft , the repair shop also maintained the DC railcars used on the Bad Aibling – Feilnbach , Türkheim – Bad Wörishofen and Isar Valley Railway . Due to the conversion of the Königsseebahn to alternating current operation, the MBCL direct current multiple units, now known as the ET 184.0 series, were withdrawn from the maintenance inventory in 1942.

In 1950 the maintenance inventory of the AW München-Neuaubing included 90 electric multiple units and 13 accumulator multiple units. In 1951, the repair of the accumulator railcars was handed over to the Limburg (Lahn) repair shop . In 1959, the AW Neuaubing completely handed over the repair of electric multiple units to the AW Stuttgart-Bad Cannstatt, with which the railcar maintenance in Neuaubing ended.

Conversion programs and special tasks

In the course of special war services in the Second World War, various special vehicles for military service were built and repaired for the German Reichsbahn and the Wehrmacht, including workshop trains for the conquered areas in the east, armored trains and hospital trains . In 1942, the Deutsche Reichsbahn converted the direct current locomotive E 170 01 of the Königsseebahn in RAW Neuaubing into a battery locomotive .

In addition, vehicles on the Munich tram were repaired at the Neuaubing plant after war damage. From 1943 to 1945, the repair shop converted severely damaged E-series trams into new G-cars by adding new superstructures to the frames and running gears. A total of 19 tram cars of the G series were produced.

From October 1953 to December 1956, as part of the Deutsche Bundesbahn's conversion program, three-axle conversion wagons of the 3yg class were made from older regional railway wagons ; from December 1956 to 1961, four-axle conversion wagons of the 4yg class followed .

In 1987, with the interregional seat car program, another major renovation program began in AW Neuaubing, during which the DB converted and modernized older m-cars for interregional use . From 1989 the conversion was carried out in cooperation with the Weiden repair shop, the partner for vehicle equipment (PfA). In 1990 the Deutsche Bundesbahn completely relocated production to Weiden and from then on AW Neuaubing was only responsible for the acceptance of the converted wagons. Around 250 cars had been converted in Neuaubing by 1990.

Turnout production

Southern switch manufacturing workshop (Hall 11)

In 1910, turnout production began in Hall 11 of the plant. The factory was the only switch workshop of the Royal Bavarian State Railways. With the increase in switch production, the space in the previous hall was no longer sufficient in the 1920s. On November 1, 1928, the Deutsche Reichsbahn moved the production of the individual turnout components to Hall 12, the assembly of the turnouts remained in the previous Hall 11. The turnouts were transported from the Neuaubingen turnout workshop to the main superstructure stores in Pasing and Nuremberg for acceptance . From 1937 the Deutsche Reichsbahn stored the manufactured turnouts directly in the new turnout warehouse in Neuaubing.

By expanding the switch workshop, the Deutsche Reichsbahn was able to increase production from two to three switch units per week in 1936 to six to eight switch units per week in 1937. The target of 20 to 22 points per week was almost reached in 1938. In 1938 the plant rebuilt a total of 907 switch units, built 51 new switches and treated switch parts with a total weight of 2214 tons. The RAW Neuaubing was next to Witten and Brandenburg-West one of three plants of the Deutsche Reichsbahn to build new points. In 1967 the Deutsche Bundesbahn completely handed over switch production in Neuaubing to the Witten repair shop and closed the switch workshop.

Employees and social institutions

Railway houses on Papinstrasse

When it opened, 160 workers and nine civil servants were employed in Neuaubing. For the staff, the Royal Bavarian State Railways built their own residential complex in the northeast of the factory premises on Papinstrasse, which later became the Neuaubing colony , with 18 workers 'houses and two civil servants' houses. On February 26, 1909, Centralwerkstätte employees founded their own railway construction cooperative . In the same year, the cooperative began building three residential buildings with a total of 58 apartments, which were located about 800 meters north of the plant on Limesstrasse.

In 1913 there were already 539 employees in the Centralwerkstätte. Due to the shortage of personnel during the First World War, the Bavarian State Railways used a large number of prisoners of war as forced labor in the plant. After the end of the war, the Demobilization Ordinance envisaged the inclusion of external workers from the demobilized Bavarian army in addition to the previous workers. As a result, the number of employees rose to 1,535 in 1919 and there was a clear overhang of staff. As a result, the Centralwerkstätte abolished overtime and Sunday work and introduced multi-shift operation. As a result, the work done per person was only about half what it was before the war. On August 1, 1919, the Centralwerkstätte therefore abolished the double shifts and reduced the number of employees to 1,100.

In 1921, the Neuaubing gymnastics and sports club was founded for the workforce . In 1930 the club bought a piece of land west of the repair shop from Rudolf von Maffei, the owner of Gut Freiham, and built a sports facility there by 1936. After several name changes, 1951 emerged from the sports club of the railway sports club Sportfreunde Neuaubing (ESV Neuaubing).

On November 1, 1924, Albert Gollwitzer , the previous director of the Nuremberg repair shop, took over the management of the Neuaubing repair shop. On April 1, 1930, he moved to RAW Munich-Freimann and in 1933 became President of the Reichsbahndirektion Munich .

From 1929 until his death on the German Nanga Parbat Expedition in 1934 , mountaineer Willy Merkl was employed as an engineer in the Neuaubing switch workshop.

With the increasing number of workers, the railway construction cooperative expanded its settlement to include additional houses by 1929, so that there were finally 163 apartments in the area between Limesstraße, Wiesentfelser Straße and Plankenfelser Straße. The land required for this was made available by the Deutsche Reichsbahn as part of the heritable building right . In 1941 the Aubing building cooperative was incorporated into the Munich Central Railway Station Railway Cooperative (ebm).

In 1930 the plant again employed 1,408 workers. The decline in repair work prompted the Deutsche Reichsbahn to lay off again and reduced the number of workers to 1159 by 1932. On May 1, 1933, a company band was founded, which initially consisted of 25 people and was later increased to 44 members. She took part in various music competitions, marches and propaganda events in Munich.

In the course of the economic upswing, the number of employees at the repair shop rose again from 1933 onwards. In the 1930s, a new small imperial settlement with single-family houses for the workers was built. In 1930 the Deutsche Reichsbahn built a new canteen building, which it expanded in 1936 with a common room attached to the south. In 1938 the canteen got its own slaughterhouse with stables on the factory premises. In 1941 the Deutsche Reichsbahn opened a kindergarten with a nurses' home called Barbaraheim in the southeast corner of the factory premises . During the Second World War, up to 2,480 people were employed at the plant for special war services in 1942, including around 600 women and over 800 prisoners of war and forced labor. For the forced laborers working in the repair shop, the Neuaubing forced labor camp was set up north of the Pasing – Herrsching railway line at the end of 1942 .

In the post-war period, the number of employees fluctuated by around 2000. In the 1950s, the number of employees rose from 1943 in 1950 to 2463 in 1956. In 1975, the Deutsche Bundesbahn opened a new works canteen, which was equipped with a large kitchen. As part of the rationalization measures in the 1970s, DB envisaged a limitation of the number of employees to 1,000, which was still significantly below the 885 employees in 1980. In 1981 911 people were employed in the repair shop, including 103 civil servants, eleven salaried employees and 797 workshop workers. In the following years the number of employees remained largely constant, in 1990 912 people were employed in the AW München-Neuaubing. With the rationalization measures of Deutsche Bahn, the number of employees fell again. In the last operating year 2001, 530 employees were still employed in Neuaubing.

Switch storage

In 1937 the Deutsche Reichsbahn acquired another piece of land from Rudolf von Maffei to the west of the repair shop and built a large switch warehouse there by 1938. Some areas and three buildings of the repair shop were given to the points warehouse. The turnout building materials for the turnout workshop of the repair shop and the completed turnouts were stored on the 13  hectare warehouse area. In contrast to the turnout workshop, the Deutsche Reichsbahn ran the turnout warehouse as an independent office that was not subordinate to RAW Neuaubing. In addition, the turnout warehouse was responsible for all turnout engineering work in the Bavarian building materials warehouse in Nuremberg, Pasing, Augsburg and Regensburg . The connecting track to the switch store branched off from the access tracks directly in front of the access gate of the repair shop and led along the northwestern wall of the AW Neuaubing to the camp grounds.

After the turnout workshop was closed, the turnout store was used as a track store from 1967. In 1971 the Deutsche Bundesbahn dissolved it as an independent agency and placed it under the Augsburg-Oberhausen track construction yard as a branch. Until it was closed in 1980, the warehouse was mainly used to assemble and dismantle track sections . As a result, most of the track systems on the site were dismantled and the buildings demolished. The area of ​​the points warehouse has been fallow since then and has developed into an urban biotope due to its great diversity of flora and fauna . In 2015, the access track to the track warehouse, which had largely been in place until then, was completely dismantled.

See also

literature

  • Federal Railroad Repair Works Munich-Neuaubing (Ed.): 75 years of the Federal Railroad Repair Works Munich-Neuaubing 1906–1981 . Eisenbahn-Kurier-Verlag , Freiburg 1981, ISBN 3-88255-800-8 .
  • Klaus-Dieter Korhammer, Armin Franzke, Ernst Rudolph: The hub of the south. Munich railway junction . Ed .: Peter Lisson . Hestra-Verlag, Darmstadt 1991, ISBN 3-7771-0236-9 , p. 102-105 .
  • City of Munich, Culture Department (Ed.): KulturGeschichtsPfad District 22: Aubing-Lochhausen-Langwied . 2nd Edition. 2015, p. 49–52 ( online at muenchen.de [PDF]).
  • Robert Bopp: 100 years of the Pasing - Herrsching railway line. From the Royal Bavarian Local Railway to the S-Bahn line 5 . Germering 2003, ISBN 3-00-011372-X , p. 73-74 .

Web links

Commons : Improvement factory Munich-Neuaubing  - collection of pictures, videos and audio files

Individual evidence

  1. ↑ End on the Isar. The Munich-Neuaubing repair shop on the verge of collapse . In: Lok-Magazin . tape 7/2001 . Franckh'sche Verlagshandlung , p. 51 .
  2. ↑ AW Munich-Neuaubing (Ed.): 75 years of the Bundesbahn repair shop in Munich-Neuaubing . 1981, p. 12-13 .
  3. ↑ a b c d e f g h Munich-Neuabing repair shop: Timeline. In: bahnstatistik.de , accessed on March 4, 2017.
  4. ↑ Korhammer, Franzke, Rudolph hub of the South . 1991, p. 155 .
  5. ↑ Korhammer, Franzke, Rudolph hub of the South . 1991, p. 157 .
  6. ↑ State capital Munich (ed.): KulturGeschichtsPfad Stadtgebiet 22 . 2015, p. 14–15 ( online at muenchen.de [PDF; accessed on May 21, 2017]).
  7. ↑ a b c d Frank Zimmermann: Munich-Neuaubing repair shop. In: spurensuche-eisenbahn.de , June 14, 2015, accessed on January 21, 2018.
  8. ↑ a b c d Korhammer, Franzke, Rudolph: Turntable of the South . 1991, p. 102 .
  9. ↑ AW Munich-Neuaubing (Ed.): 75 years of the Bundesbahn repair shop in Munich-Neuaubing . 1981, p. 8-10 .
  10. ↑ a b c d Korhammer, Franzke, Rudolph: Turntable of the South . 1991, p. 105 .
  11. ↑ a b c d e City of Munich (ed.): KulturGeschichtsPfad Stadtgebiet 22 . 2015, p. 49–52 ( online at muenchen.de [PDF; accessed December 12, 2016]).
  12. ↑ a b AW Munich-Neuaubing (ed.): 75 years of the Bundesbahn repair shop in Munich-Neuaubing . 1981, p. 28 .
  13. ^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 74 .
  14. ↑ AW Munich-Neuaubing (Ed.): 75 years of the Bundesbahn repair shop in Munich-Neuaubing . 1981, p. 10-14 .
  15. ^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 115 .
  16. ↑ a b c d Korhammer, Franzke, Rudolph: Turntable of the South . 1991, p. 103 .
  17. ^ Günter Gerstenberg: Poverty, economy of shortage - In the winter of 1946/47 ... In: Protest in Munich since 1945 , on sub-bavaria.de, accessed on May 26, 2017.
  18. ↑ a b AW Munich-Neuaubing (ed.): 75 years of the Bundesbahn repair shop in Munich-Neuaubing . 1981, p. 35 .
  19. ↑ a b c d Korhammer, Franzke, Rudolph: Turntable of the South . 1991, p. 104 .
  20. ↑ AW Munich-Neuaubing (Ed.): 75 years of the Bundesbahn repair shop in Munich-Neuaubing . 1981, p. 36-39 .
  21. ^ Peter Schricker: Munich local rail transport. Tram, S-Bahn, U-Bahn, O-Bus . GeraMond, Munich 2005, ISBN 3-7654-7137-2 , p. 75 .
  22. ^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 56 .
  23. ↑ 25 years ago - Open House at the AW München-Neuaubing ( Memento from March 4, 2017 in the Internet Archive ). In: mysnip.de , May 2, 2015.
  24. ↑ Andreas Remien: Abgefahren. In: Süddeutsche Zeitung , March 16, 2017, accessed on March 17, 2017.
  25. ↑ DHL builds parcel delivery base on the former railway repair shop - giving presents from the "engine" ( memento from December 4, 2016 in the Internet Archive ). In: Hello Munich , April 24, 2013.
  26. ^ Project in Aubing - laying of the foundation stone for a central electronics workshop. In: Abendzeitung , October 7, 2013, accessed on December 2, 2016.
  27. ^ Peter T. Schmidt: Bahn opens new plant - The train doctors from Neuaubing. In: Münchner Merkur , June 29, 2015, accessed on December 2, 2016.
  28. ^ A b Stefan von Lossow: KBS 999.8 - The S 8 West: Pasing-Herrsching ( Memento from August 22, 2018 in the Internet Archive ). In: Mittewaldbahn.de .
  29. ↑ New construction project Gleisharfe in Neuaubing starts. In: hf-baugmbh.de , August 29, 2016, accessed on December 2, 2016.
  30. ^ "Gleisharfe" in Neuaubing: 500 apartments are to be built. In: muenchen.de , January 21, 2015, accessed on December 2, 2016.
  31. ↑ Frank Pfeiffer: Barriers from Itzelberg to Reetz. In: along-der-gleise.de , September 25, 2019, accessed on October 3, 2019.
  32. ↑ Werkszug AW Neuaubing ( Memento of 9 January 2017 Internet Archive ). In: mysnip.de , February 20, 2014.
  33. ↑ Nicole König: New life in huge halls - Big plans for the former railway repair shop on Papinstraße ( Memento from December 23, 2016 in the Internet Archive ). In: Hello Munich , January 27, 2010.
  34. ↑ List of monuments for Munich (PDF) at the Bavarian State Office for Monument Preservation, accessed on October 10, 2016.
  35. ↑ AW Munich-Neuaubing (Ed.): 75 years of the Bundesbahn repair shop in Munich-Neuaubing . 1981, p. 14-17 .
  36. ↑ AW Munich-Neuaubing (Ed.): 75 years of the Bundesbahn repair shop in Munich-Neuaubing . 1981, p. 41 .
  37. ↑ a b AW Munich-Neuaubing (ed.): 75 years of the Bundesbahn repair shop in Munich-Neuaubing . 1981, p. 25 .
  38. ↑ Korhammer, Franzke, Rudolph hub of the South . 1991, p. 160 .
  39. ↑ AW Munich-Neuaubing (Ed.): 75 years of the Bundesbahn repair shop in Munich-Neuaubing . 1981, p. 21-22 .
  40. ^ Richard Feichtenschlager: G-railcar and g-sidecar. In: strassenbahn-muenchen.de , February 15, 2009, accessed on December 4, 2016.
  41. ↑ AW Munich-Neuaubing (Ed.): 75 years of the Bundesbahn repair shop in Munich-Neuaubing . 1981, p. 36 .
  42. ↑ a b AW Munich-Neuaubing (ed.): 75 years of the Bundesbahn repair shop in Munich-Neuaubing . 1981, p. 26 .
  43. ^ Herbert Liedl: The beginnings of Neuaubing 1906–1942 . In: Primary school on Limesstrasse (Hrsg.): Festschriftkalender Primary school on Limesstrasse. 100 years of school (1906–2006). 30 years of day care center (1976-2006) . Munich 2006.
  44. ↑ Herbert Liedl: "God bless Christian work". 100 years of the Aubing Catholic Workers' Association . In: Parish letter of the parish of St. Quirin . July 2009, p. 13–17 ( online [PDF]).
  45. ↑ AW Munich-Neuaubing (Ed.): 75 years of the Bundesbahn repair shop in Munich-Neuaubing . 1981, p. 32 .
  46. ↑ Joachim Lilla : Gollwitzer, Albert. In: Bayerische Landesbibliothek Online , November 25, 2015, accessed on September 10, 2017.
  47. ↑ AW Munich-Neuaubing (Ed.): 75 years of the Bundesbahn repair shop in Munich-Neuaubing . 1981, p. 105-107 .
  48. ↑ State capital Munich (ed.): KulturGeschichtsPfad Stadtgebiet 22 . 2015, p. 61–62 ( online at muenchen.de [PDF; accessed December 12, 2016]).
  49. ↑ AW Munich-Neuaubing (Ed.): 75 years of the Bundesbahn repair shop in Munich-Neuaubing . 1981, p. 34 .
  50. ↑ AW Munich-Neuaubing (Ed.): 75 years of the Bundesbahn repair shop in Munich-Neuaubing . 1981, p. 28-29 .
  51. ↑ AW Munich-Neuaubing (Ed.): 75 years of the Bundesbahn repair shop in Munich-Neuaubing . 1981, p. 14-19 .
  52. ↑ AW Munich-Neuaubing (Ed.): 75 years of the Bundesbahn repair shop in Munich-Neuaubing . 1981, p. 35-38 .
  53. ↑ AW Munich-Neuaubing (Ed.): 75 years of the Bundesbahn repair shop in Munich-Neuaubing . 1981, p. 40 .

Coordinates: 48 ° 8 ′ 13.3 "  N , 11 ° 25 ′ 12.1"  E

This article was added to the list of excellent articles in this version on June 7, 2017 .