Rosenheim depot

The old engine shed, today an exhibition hall

Rosenheim engine shed

The Rosenheim depot was a depot at the Rosenheim train station in Rosenheim , Upper Bavaria .

Provisional and first company workshop

With the completion of the Maximiliansbahn from Munich via Holzkirchen to Kufstein and the arrival of the first train on October 24th, 1857 in Rosenheim, the construction of facilities for the machine service began. First, a temporary workshop was built in the area of today's Innleite. After the completion of the Rosenheim workshop, it remained in operation (until the end of the century) as a branch.

A good year later, in November 1858, the Rosenheim workshop was put into operation together with the station facilities. It was located on the western side of the track system at the height of the reception building at that time, which is now used as the town hall. The centerpiece of the facility was a 19-person semicircular shed with workshop extensions at the top and a water house.

The existing capacities were soon no longer sufficient. From 1872 the station and workshop were rebuilt at the current location. After the new train station opened in 1876, the existing track system was demolished, and the land and the buildings that were only a few years old were acquired by the city of Rosenheim. In the decades that followed, the engine shed was used, among other things, as a warehouse, library, city archive and gymnasium and was thus preserved. The building has been a listed building since 1983 and has served as an exhibition center of national importance since 1988 .

The second station and the new Bw

The new depot was spacious, with two semicircular sheds with 26 and 28 stalls forming the core of the depot. The workshop and administration buildings as well as the attached water house were no less impressive. The striking water tower was built a little later as part of an expansion, and extensive facilities for car repair and a so-called gas station (for supplying gas-lit cars) were also available. There were also very extensive systems for storing and drying locomotive peat.

Over the course of time, the Bw was repeatedly expanded and adapted to the new requirements, so the eastern turntable including the associated roundhouse was spanned with the contact wire in the course of the route electrification around Rosenheim at the end of the 1920s.

In spring 1945, the station and the depot were largely destroyed by several Allied air raids.

The last Bw after the war

After the end of the war, reconstruction took place quickly. Only a part of the eastern roundhouse was left in the 1950s, much remained improvised for a long time.

In 1964, the five-track, rectangular locomotive hall with administration and two-track wagon workshop annex was handed over to its destination. In addition, a large boiler house and a new large-scale coaling plant and a large 26-meter turntable were built in the westernmost part of the facility soon after the war.

Most of the buildings and facilities of this once again new Rosenheim depot are now closed, but still exist, such as the rectangular hall, the boiler house, the coaling crane, etc. In some places you can also find relics of the old Bavarian depot, such as the building of the gas works, the foundations of the eastern roundhouse etc. One can also deduce the position of the old workshop building based on the location of disused tracks.

The SANA

The SANA is a special chapter of the Rosenheim depot. "SANA" is the abbreviation for the so-called refurbishment system which was originally built in 1916 for delousing and “refurbishing” hospital trains and army units between the Rosenheim and Kolbermoor stations (virtually next to the track of the Mangfall Valley Railway Holzkirchen – Rosenheim). Thereafter, the area was always used for special shipments (e.g. military transports and heavy Italian traffic during the war), as a rail link on both sides and a largely open field at that time allowed generous measures. After the end of the war, the SANA was used as an alternative point for the badly damaged Rosenheim depot, which ultimately culminated in an unusual further use: Due to the destruction in the Munich-Freimann repair shop , an electric locomotive factory department of the repair shop was built here and in Put into operation. Many basic modernizations of worn pre-war locomotives mostly of Bavarian design (E 52, E 32 and E 16) were carried out here.

However, this branch was closed again in 1953 due to the capacity in Freimann that had been restored in the meantime. The facilities continued to be used by the Rosenheim depot for some time until sufficient capacities were available again in the actual area of the depot (e.g. construction of the new rectangular shed). After this AW branch was closed, the SANA site was used for various purposes until the 1970s (loading cattle, storage facilities, loading goods, etc.). However, there was a steady decline in the mid-1960s. Until the 1980s, the train traffic between Kolbermoor and Rosenheim could alternatively be routed via the "Sana track", but due to the lack of contact wire in the SANA, this was hardly used after the electrification of the Mangfall Valley Railway.

The building of this AW outpost is still standing today (known today as "Deutschmann-Halle") and the former purpose can still be seen inside. Even today, the last track section of the earlier access to Rosenheim station is called "SANA track" in railway jargon.

business

Soon after the construction of the railway, the station and the Rosenheim depot were given an important position as a locomotive exchange station and node between Munich and Salzburg and Kufstein.

In the century before last, the locomotives had a significantly shorter range and the peat used for locomotive firing in southern Bavaria up to the turn of the century (especially in the area around the peat-rich Rosenheim) played a role in this labor-intensive operation. With the commissioning of the significantly shorter route from Munich via Grafing in the 1870s (until then the trains had to take the rather long and difficult route via Deisenhofen , Holzkirchen and the Mangfall valley to Rosenheim) this shifted somewhat and the high-quality transports mostly ran from Munich to Salzburg or Kufstein without changing locomotives. Rosenheim was therefore mostly characterized by freight and local traffic, so that a large number of freight and passenger steam locomotives were always stationed here. For a long time these were the Bavarian CII , CIII and CIV in freight traffic , but the CVI were only represented in small numbers. Pretty much everything was available on Bavarian machines in passenger train traffic, especially the BV , BVI and BIX series. But other passenger train vehicles were also stationed, such as the BX and the BXI, albeit in small numbers.

After the First World War and the transfer of the Bavarian railroad to the Deutsche Reichsbahn, Prussian series also came to Rosenheim, a brief interlude of G 7.2 followed in large numbers G 10 and G 12 , which were mostly brand new to Rosenheim. The “typical Prussians” P 8 (38.10–40) and T 18 (78.0–5), represented throughout the Reich, never played a really important role in Rosenheim.

Numerous branch lines were also served from Rosenheim, so that a colorful range of Bavarian local railway locomotives was also here. The Bavarian series Pt2 / 3 (DR series 70.0) and PtL2 / 2 (DR 98.3), which were at home in Rosenheim for a long time and played an important role in local transport on the non-electrified routes around Rosenheim until the end of the 1950s, are particularly remembered .

In 1927 the line from Munich to Rosenheim was electrified, in the same year Kufstein was reached electrically, and in 1928 the line to Salzburg received the contact wire. With electrification, the number of steam locomotives decreased drastically for the first time. The locomotives of the Bavarian type P3 / 5H (38.4) and the pr G 12, which were also newly delivered to Rosenheim for high-quality traffic in 1920, were completely handed over. The E 16 series provided the transport of high-quality passenger trains for many decades, while the E 91 was responsible for freight train service and the E 60 for shunting and transfer service.

In the interwar years, a large number of small locomotives of the types Kö, Köf and Ka were added to the inventory of the Rosenheim depot, but these were distributed to the smaller stations in the vicinity in order to handle the local shunting operations. In many places, the remains of the small Köf tracks and sheds can still be found today.

In 1938, the nationalization of the then private local railway company and the resulting interrogation of the facilities, personnel and vehicles of the LAG of the small LAG-Bw in Bad Aibling resulted in an unusual increase in vehicles and facilities. the small depot was responsible for the local railway Bad Aibling – Feilnbach, which was electrified with direct current , and remained in its locations and special features for the time being, even after the interrogation by the Reichsbahn as a branch of the Rosenheim depot. Gradually the operation was adapted to that of the state railway. A few buildings in Bad Aibling still remind of this time.

The " connection of Austria " brought - also in 1938 - a significant increase in traffic on the main lines served from Rosenheim. The E 93 and E 94 now operated in Rosenheim as the successors to the E 91 .

Up until the 1950s, steam locomotives were still on the electrified lines, especially the old G 10 , which from the early 1920s to the early 1960s (with the exception of the war years when the "Prussians" were in service in the occupied territories) had to do in the east) had a strong presence in the portfolio of the Rosenheim depot.

On November 30, 1952, the first Uerdingen rail bus was taken over , which is now gradually becoming established on the branch lines. The first V 100 arrived in Rosenheim on October 17, 1961, which finally heralded the end of steam operation. As early as 1962, the last two steam locomotives from Rosenheim that belonged to the class 64 disappeared . However, the E 60 also lost their work areas in favor of the new V 60.

From 1965 the E 44 became the dominant machine in and around Rosenheim. In 1968 there were ten, in 1974 already 21 and in 1979 after the takeover of the Freiburg 145 series even a total of 37 vehicles of this series belonged to the vehicle fleet. After that, however, there was a rapid reduction. At the end of May 1983 there were only eleven machines in the Z position here . This year the 144/145 waited in long rows on the company premises to be dismantled.

In the seventies, the E16, which had been at home here for a long time, and other splinter types also disappeared. The E94s could still be seen on the routes around Rosenheim in the 80s, but at that time they were already at home in Ingolstadt.

Gradually, the inventory of the Rosenheim depot was reduced to rail buses of the class VT 98 and diesel locomotives of the class V 60 and V 100. At the end of the 1980s, these were also relocated with the dissolution of the independence of the Rosenheim depot.

The end

On January 1, 1982, it was merged with the overhead line management. At that time the workforce was 551. Passenger car maintenance was relocated to Munich 4 (East) depot. In 1984 the 22-meter turntable of the fourteen-hour roundhouse was removed and scrapped. The 26-meter standard turntable rebuilt after the war with the new rectangular locomotive shed was shut down in the early 90s and expanded in 2005. Since then, it has been in the Ampflwang Railway Museum in Upper Austria. On January 1, 1986, the Rosenheim plant had 447 employees. On April 1st, repairs to the freight wagons were discontinued. In 1987 Rosenheim owned a total of only 27 locomotives, 16 of them Uerdingen rail buses, which mainly served the routes starting from Mühldorf am Inn . On December 1, 1989, the last 7 locomotives moved to the Mühldorf depot . Rosenheim was subordinated to Bw Munich 6 (Steinhausen) as a branch and later as a base .

literature

Matthias Fuhrmann (Ed.): Deutsche Bahnbetriebswerke. Weltbild Verlag, Collection Service, 1994.

Web links

Commons : Bahnbetriebswerk Rosenheim - Collection of images, videos and audio files