Railway depot Munich Hbf

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ICE depot (left) and electric locomotive hall (right)

The depot Munich Hbf (abbreviated Bw München Hbf , from 1982 depot Munich 1 ) is a depot in the Bavarian capital of Munich . It is located west of Munich Central Station in the Friedenheim district on the border between the Laim and Neuhausen-Nymphenburg districts . The depot was opened from 1867 to 1868 and gradually expanded in the following years. From 1901 it had five roundhouse , in the 1920s and 1930s two more electric locomotive halls were built. The ICE depot in Munich was built from 1991 to 1993 on the site of the roundhouse, which was completely demolished by 1991 . In addition to the electric locomotive hall, a 455 meter long hall for the Intercity Express trains was built. Since 1994 the depot Munich Hbf together with depot München -Pasing has formed the depot Munich West , abbreviated as MH 1 . From 1983 until its closure in 1992, the Garmisch-Partenkirchen depot was attached to the Munich 1 depot as a branch.

location

The depot Munich Hbf is located in the western track field of Munich Central Station, about 2.5 kilometers west of the main hall. The depot borders directly to the south of the connection between the main train station and the Munich-Pasing train station, which is made up of five double-track lines at this point . It is located in a track triangle formed by the routes from the main train station to Pasing in the north, the Munich Südring from the main train station to the east train station in the south-east and the connecting route from the south ring to the Munich-Laim marshalling yard in the south-west. To the south of the depot, the single-track connecting line runs from the south presentation group of the main station to the Laim marshalling yard. To the south of it runs Landsberger Straße with the route of tram line 19 , which has its own stop at Am Lokschuppen . In the west of the depot, the Friedenheimer Bridge crosses the tracks. The Hirschgarten stop, which was newly opened in 2009, is located under the Friedenheimer Brücke on the main line of the Munich S-Bahn . From 1871 to 1931, the Centralwerkstätte Munich was located opposite the depot north of the main line .

The depot is connected to the platforms of Munich Central Station and the Munich-Laim marshalling yard via its own double-track connection lines, as well as a single-track connection to the Vorstellgruppe Süd.

history

First locomotive sheds at Centralbahnhof

In 1847, with the opening of the new central train station in Munich, a workshop was established, which was located about 400 meters west of the hall north of the main tracks. A round house with 19 stalls and a turntable in the middle , which could be reached via three access tracks, was built as a locomotive shed . The railway station of the Bavarian Eastern Railways , opened in 1858, was given its own locomotive depot, which stood south of the tracks of the Eastern Railway and west of the round building. The depot of the Ostbahnstrasse consisted of two structurally related five permanent rectangular shed with an intermediate shift stage .

Opening and first expansion phase

With the opening of further railway lines in the 1850s and 1860s, the capacity of the round house was soon no longer sufficient. From 1867 to 1868 the Royal Bavarian State Railways built a new workshop near Friedenheim an der Sendlinger Haide south of the main tracks. Two roundhouse with turntables and 31 stalls each were built, which were connected by an office and residential building. They were later referred to as House 1 and 2. In addition, there was a three-hour repair shop with a transfer platform, a water house, a peat remise and coal storage areas.

In 1890, 151 locomotives were already at home in the workshop, so that the two roundhouse sheds were no longer sufficient. Therefore, the Bavarian State Railways built a third roundhouse with 29 stalls and an 18-meter-long turntable, known as House 3, to the west of the two locomotive sheds. For this, the coal storage facility previously located at this point had to be relocated to the south. In 1893, a track connection was set up from the workshop to the Munich-Laim marshalling yard, which was under construction, and a newly built bridge crossed the main tracks to Pasing west of the workshop premises.

As the number of locomotives continued to grow, a further capacity expansion was necessary around 1900. From 1900 to 1901, the Bavarian State Railways built two more roundhouse sheds west of the previous Remisen, of which House 4 was equipped with 29 and House 5 with 28 stands. In contrast to houses 1 to 3, the two locomotive sheds were open to the south and had turntables 23 meters long. The locomotive sheds were built on the area of ​​the coal store from 1891, which was relocated to the Laim marshalling yard due to the lack of space. As carbon loading hut called Coaling , however, remained north get from home. 4 and 5 The connecting track to the Laim marshalling yard was relocated to the south for the construction of the locomotive sheds.

With the expansion of the locomotive depot, the remaining facilities in the workshop were also adapted to the higher capacity. In 1901, in addition to the previous coal loading facility , the Bavarian State Railways commissioned a new high coal plant north of House 1, which was called the Hunt'sche plant . They could bring in 700 tons of coal a day. As a replacement for the old water house between houses 1 and 2, a new building was built between houses 3 and 4 in which up to 3600 cubic meters of water could be pumped daily via two deep wells. In the 1900s, the workshop north of the coal loading hut received a large purification system , which consisted of three slagging tracks with a crane runway and one slagging track.

Second expansion phase and dismantling of plants

In 1919 it was decided to build a new electric locomotive hall, which began in 1920. As the space in the depot was exhausted, House 1 was demolished and an eleven-shaped rectangular shed with a transfer platform on the west side and an adjoining forge was built in its place . The Deutsche Reichsbahn put the locomotive shed into operation with the start of electric train operations in Munich in 1925. Between Landsberger Strasse and the connecting tracks south of the depot, a separate auxiliary workshop for electric locomotives was built in 1923 , which was subordinate to the main workshop in Munich . With the increasing number of electric locomotives, the Deutsche Reichsbahn built a second, smaller electric locomotive hall around 1939, for which the eastern half of House 2 was demolished. The western half of the locomotive shed received a larger turntable at the same time.

During the Second World War , the second electric locomotive hall, the remaining half of House 2 and the coal loading hut were completely destroyed as a result of the air raids on Munich . They were not rebuilt after the war. Thus, the first electric locomotive hall with transfer platform, the partially destroyed house 3 and the roundhouse of houses 4 and 5 were still there. To relieve the destroyed facilities, some locomotives were relocated to the new Munich-Ludwigsfeld depot from 1945 to 1953 .

With the decline in steam locomotive operations in Munich, the necessary equipment in the depot was increasingly no longer needed. After the end of the steam locomotive home in Munich in 1967, the Hunt'sche high coaling plant, the purification plant and the coal store at the Laim marshalling yard were shut down and dismantled. House 3 was demolished and its turntable connected with four tracks to the transfer table of the electric locomotive shed. Houses 4 and 5, which were already in a poor structural condition, were still used by the Deutsche Bundesbahn to park diesel locomotives. House 5 was taken out of service around 1970 due to the risk of collapse and demolished a little later. At the beginning of the 1970s, the turntable and the remaining shed tracks from House 3 were dismantled in order to create additional parking spaces for electric locomotives in their place. As a result, there were now around 170 locomotive spaces in the depot. In 1979 the transfer table was converted to self-service by the locomotive staff. In 1982 and 1988, parts of House 4 were demolished due to the risk of collapse, so that at last only 15 stalls were left. Up until the end of 1987, House 4 was still used to park diesel locomotives, the open tracks outside the shed remained in operation until the turntable was dismantled.

Modernization and conversion to an ICE depot

In August 1986 the Deutsche Bundesbahn started planning a complete renovation of the entire depot. The outdated and partly no longer needed structures were to be dismantled and the electric locomotive hall completely renovated. A new hall for the maintenance of ICE trains was to be built in the western part of the depot. In 1988 construction work began to renovate the electric locomotive hall. The northern part of the hall was dismantled and the number of tracks reduced from eleven to seven. As a result, the hall was now 50 meters wide and still 89 meters long. Four of the seven remaining hall tracks were rebuilt with greater spacing. One of the four tracks received an external cleaning system, the other three were equipped with new repair stands. The transfer platform of the electric locomotive shed was dismantled to six tracks, the seventh shed track was tied through. The social, workshop and canteen building and the building for the engine management were rebuilt. In order to free up the space for the new ICE hall, the Deutsche Bundesbahn moved the locomotive parking spaces west of the transfer table to the south. The remainder of the last remaining roundhouse of House 4 was demolished in 1991. In the spring of 1991 these expansion measures were completed.

In mid-1991, the planning contract for the construction of the ICE depot was awarded to the Munich Federal Railway Directorate. Construction work began in November 1991, and the excavation pit north of the new locomotive siding was excavated by mid-1992. The foundation stone for the hall was laid on July 29, 1992 and the topping-out ceremony was celebrated on April 20, 1993 . The hall, which is 455 meters long and 20 meters wide and constructed as a glass and steel construction, was initially equipped with two tracks. On May 18, 1993, the German Federal Railroad put the new ICE depot in Munich into operation. In a second construction phase, the hall was expanded to six tracks; the topping-out ceremony for it was celebrated on November 30, 1994. On December 15, 1995, Deutsche Bahn put the four new hall tracks into operation, and in June 1996 the hall was finally completed. Since 1996, the switches and signals of the depot have been set by an electronic interlocking from Siemens , which replaced the previous electromechanical interlocking .

With the establishment of Deutsche Bahn and the resulting reorganization of the depot structures, the Munich 1 depot was assigned to the DB Werke division in 1994 . Organizationally, it was merged with the Munich-Pasing depot responsible for passenger coaches to form the Munich West depot . Since the dissolution of DB Werke in 1998, the Munich West depot has been operated by DB Fernverkehr , DB Regio and DB Cargo .

At the end of 2016, the empty former overnight building of the depot on Landsberger Strasse was demolished.

Locomotive shed of the Munich Hbf depot
designation Booths turntable Establishment cancellation
House 1 31 20 m 1867/1868 1920
House 2 31 20 m 1867/1868 1943
(1939 partially)
House 3 29 18 m 1891 1967
(1943 partially)
House 4 29 23 m 1900-1901 1991
(1982 partially)
House 5 29 23 m 1900-1901 1970
Electric locomotive hall 1 11 (until 1988)
7 (from 1991) 		- 1920-1925 -
Electric locomotive hall 2 - 1939 1943
ICE hall 6th - 1991-1995 -

Domestic vehicles

Steam locomotives

With the increasing expansion of rail traffic in Munich, 151 steam locomotives were already at home in the Munich workshop in 1890 . In the following decades, the number of locomotives continued to grow; in 1914 there were already more than 250 locomotives. In 1923 the number of steam locomotives stationed in the depot reached its highest level with 331 vehicles. With the start of electrical operation, the number of steam locomotives declined again from 1925. During the time of the Royal Bavarian State Railways, the Munich workshop was usually the first to be equipped with new series of locomotives. The ten express train locomotives of the type S 2/5 were initially stationed in Munich after their delivery in 1904 until 1910 and were used in front of the Orient Express , among other things . From 1908 the workshop also housed locomotives of the new class S 3/6 . The depot was also often used to test prototypes. From 1907 to 1910, the S 2/6 express train locomotive, produced as a one-off, was based in Munich. From 1926 until it was withdrawn from service due to bomb damage in 1943, the T 18 1002 was also used from the Munich main station. The first standard steam locomotives, on the other hand, were only stationed in Munich in 1940 with the 01.10 and 64 series .

By 1940, the number of stationed in Munich steam engines dropped to about 125, but increased during World War II by the stationing of war locomotives of class 52 back to almost 150 at. From 1945 the standard freight locomotives of the 50 series were stationed in Munich, which replaced the 52 series by 1950 and remained with the depot until 1966. From 1949 to 1958, the number of steam locomotives remained largely constant at around 100, and from 1958 it fell continuously. The last locomotives from the time of the Royal Bavarian State Railways were in 1963 with the series 54.15-17, the former genus G 3/4 H , retired. In 1967 only seven steam locomotives from two series were at home in the depot. These were 45 023 and six class 78 locomotives . On May 25, 1967, 78 086 drove the last steam locomotive-hauled train of the Munich main station from Miesbach to Munich.

Electric locomotives

At the time when electrical operations began in 1925, over 50 electric locomotives of the E 32 , E 52 and E 77 series were stationed at the Munich main station. In the 1920s and 1930s, the Deutsche Reichsbahn stationed other electric locomotive series in Munich, so that in 1939, at the beginning of the Second World War, Munich had around 90 electric locomotives. As was previously the case with steam locomotives at the Bavarian State Railways, the Munich Hbf depot was mostly assigned new series of electric locomotives. The E 16 series electric locomotives intended for express train service came to the depot in 1927, the E 17 series was based in Munich from 1929, the E 04 series from 1934 and the E 18 series from 1935.

During the Second World War and the first years of the post-war period, the number of around 90 electric locomotives remained largely constant. The E 16 and E 17 series were completely given up in 1947. In the 1950s, the number of local electric locomotives fell to around 60 due to the disposal of many old locomotives. In 1953, the Deutsche Bundesbahn stationed the five newly delivered pre-series locomotives of the E 10 series for testing at the Munich main station, until 1955 they were all relocated to Nuremberg . From 1956 the standard electric locomotives of the new E 41 series were based in Munich. With the decline and end of steam locomotive use, the number of locomotives rose again to 90 by 1966 due to the increasing stationing of standard locomotives. From 1964, 16 series E 10 locomotives were stationed in the Munich depot, the number of which rose to 27 by 1969. In 1965, Munich became the home depot for the four new E 03 series pre- series locomotives . From 1970, 16 series 103 locomotives also came to the Munich Hbf depot, although they were returned in 1974. In 1972, with the retirement of the E 32 series, which had been stationed in Munich since 1925, the home of pre-war locomotives in Munich was ended. From 1975, the Deutsche Bundesbahn had the 111 series in Munich, which completely replaced the 110 series by 1976. Thus from 1976 only two electric locomotive series were located in the depot at Munich Hbf, the series 111 and 141. The series 141 locomotives were given up in 1982 and replaced by the 140 series . By 1990, the number of electric locomotives in Munich had increased to over 200, of which around 70 were class 140 locomotives, the others were class 111.

From 1992, all eleven class 113 locomotives were based in Munich. From 1991 to 1995, all 48 locomotives of the 139 series were gradually brought together at the Munich Hbf depot , and in 2002 they were completely returned to the Nuremberg West depot. From 1998, Deutsche Bahn stationed the three-phase AC locomotives of the 120 series in Munich. By 1999 it dissolved the Munich stock of 140 series electric locomotives. From 2001 onwards, standard class 110 locomotives came to the depot, which were now in use by DB Regio. Starting in 2003, with 103 235 from DB Systemtechnik and 103 245 from DB Fernverkehr, two locomotives of the 103 series were again based in Munich. In 2007 the Munich depot handed over the last locomotive of the class 113 and in 2011 the locomotives of the class 110, which were still based in Munich, were decommissioned. Today, in addition to 103 245, the electric locomotive series 111 and 120 are stationed in the Munich West depot.

Diesel locomotives

In 1954, the Deutsche Bundesbahn stationed diesel locomotives with the former Wehrmacht locomotives of the class V 36 for the first time in the depot in Munich Hbf. From 1957, shunting locomotives of the class V 60 were also located in Munich. After the end of the steam locomotive operation in 1967, the number of diesel-powered shunting locomotives stationed in Munich increased significantly. In 1990, 99 diesel shunting locomotives were stationed in the depot, belonging to the classes 290 , 323 , 331–335 as well as 360, 364 and 365 . In the following years the number of diesel locomotives in Munich decreased significantly. In the meantime, only the former V 60 and Köf III are stationed in Munich. In 2014 there were still ten locomotives from the 362 series, 25 from the 363 series as well as one example from the 364 series and two Köf III from the 335 series.

Electric multiple units

For electrical recording in 1925 four were initially EMUs series ET 85 used from steam railcar of the genus MCCI had been rebuilt. In 1935, the German Reichsbahn also stationed railcars of the series ET 11 and ET 25 and the two as Glass trains designated view railcars of the series ET 91 Bw Munich main station. The three vehicles of the series ET 11 arrived from Munich on the way to Berchtesgaden used the ET 25 series was used for various express trains and passenger trains. From 1936 four ET 31 series railcars were stationed in Munich Hbf. During the air raids on the depot in 1943, the transparent train ET 91 02 was destroyed.

In 1946, the ET 89 04 was another series of railcars for the Munich depot. From 1956, the ET 26 of the Isar Valley Railway , which had been converted from direct current to alternating current operation , was temporarily located in Munich, but was sold again in 1958. In 1958 the Bw sold the ET 25 and in 1959 also the ET 11 and ET 89 04. Thus, the only railcar that remained was the remaining Glass Train ET 91 01 at the Munich Central Station, which was designated as 491 001 from 1968 onwards. From 1969 until the opening of the new Munich-Steinhausen S-Bahn depot in 1972, vehicles of the 420 series of the Munich S-Bahn were temporarily housed in the Munich main station. From 1975 to 1980 the Deutsche Bundesbahn stationed multiple units of the 403 series in Munich, which served the intercity traffic between Munich and Bremen from there . The Glass Train 491 001 was badly damaged in an accident in 1995 and was then retired in 1997.

After the ICE depot in Munich went into operation in 1993, only minor repairs and maintenance work on the ICE 1 multiple units were initially carried out in the new hall . From 1996, Deutsche Bahn housed all 44 new ICE-2 trains in the Munich depot. From 1999 the 43 ICE-T trains of the series 411 and 415 and from 2000 the 37 ICE-3 trains of the series 403 were stationed in Munich. Since the capacity of the plant was no longer sufficient for this, the ICE-2 trains were completely handed over to Berlin-Rummelsburg and the 415 series to Frankfurt-Griesheim in 2000 . The second series of the 403 and 411 series, which were delivered from 2004 to 2006, were also stationed in Munich. In 2008, Munich had 50 vehicles from the 403 series and 59 vehicles from the 411 series. Due to a new provision concept of the DB, there is no longer any fixed stationing of railcars. In Munich, vehicles of the 401, 402, 403, 411, 412 and 415 series can be treated.

See also

Web links

Commons : Bahnbetriebswerk München Hbf  - Collection of pictures, videos and audio files

literature

  • 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. 109-116 .

Individual evidence

  1. ↑ a b Korhammer, Franzke, Rudolph: Turntable of the South . 1991, p. 110 .
  2. ↑ Korhammer, Franzke, Rudolph hub of the South . 1991, p. 110-111 .
  3. ↑ Korhammer, Franzke, Rudolph hub of the South . 1991, p. 111-112 .
  4. ↑ Korhammer, Franzke, Rudolph hub of the South . 1991, p. 126 .
  5. ↑ a b Korhammer, Franzke, Rudolph: Turntable of the South . 1991, p. 112 .
  6. ↑ The last roundhouse of the depot Munich Hbf ( Memento from April 1, 2018 in the Internet Archive ) on mysnip.de, from October 26, 2011.
  7. ^ Notification of the ICE depot in Munich in operation on schedule . In: Deutsche Bahn . No. 6, 1993, p. 497 f.
  8. ↑ Even high-tech has to go into the workshop . In: Süddeutsche Zeitung , No. 276, 1994, ISSN  0174-4917 , p. 51.
  9. ^ Claudia Franke: ICE-Werk-München ( Memento from May 18, 2016 in the Internet Archive ) on ice-fansite.com.
  10. ↑ Holger Kötting: List of German signal boxes on stellwerke.de, from October 26, 2015, accessed on January 14, 2017.
  11. ↑ Korhammer, Franzke, Rudolph hub of the South . 1991, p. 113-114 .
  12. ↑ Korhammer, Franzke, Rudolph hub of the South . 1991, p. 114 .
  13. ↑ DB class V 60 . In: Eisenbahn-Journal . Special edition 2/2014, 2014, p. 49 .
  14. ↑ Korhammer, Franzke, Rudolph hub of the South . 1991, p. 115 .
  15. ↑ DB class V 60 . In: Eisenbahn-Journal . Special edition 2/2014, 2014, p. 86 .
  16. ↑ Korhammer, Franzke, Rudolph hub of the South . 1991, p. 114-115 .
  17. ↑ ICE. High-speed trains at DB: trains, technology, use . In: Eisenbahn-Journal . Special edition 2/2008, 2008, p. 37, 58 .

Coordinates: 48 ° 8 ′ 33.2 "  N , 11 ° 31 ′ 23.6"  E