Ismaning station
| Ismaning | |
|---|---|
.jpg) Entrance to the platforms
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| Data | |
| Location in the network | Intermediate station |
| Design | Tunnel station |
| Platform tracks | 2 |
| abbreviation | MIS |
| IBNR | 8003092 |
| Price range | 4th |
| opening | old station: June 5, 1909 Tunnel station: May 17, 1992 |
| Website URL | stationsdatenbank.bayern-takt.de |
| location | |
| City / municipality | Ismaning |
| country | Bavaria |
| Country | Germany |
| Coordinates | 48 ° 13 ′ 33 " N , 11 ° 40 ′ 45" E |
| Railway lines | |
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| Railway stations in Bavaria | |
The Ismaning Station is a tunnel station of the Munich S-Bahn in the north-east of Munich commune in Ismaning .
Line construction and first station building
In 1904, the Secondary Railway Act of the Kingdom of Bavaria stipulated the construction of a 14.5-kilometer-long local railway from Munich Ostbahnhof to the terminus in Ismaning, with a budget of around 2.8 million marks. Construction work began in the winter of 1905/1906. From the route, a branch line to Schwabing, to be built at the same time, branched off between Johanneskirchen and Unterföhring , today's Münchner Nordring . The 1909 annual report of the Royal Bavarian State Railways describes the route to Ismaning:
“The local railway to Ismaning leaves Munich Ostbahnhof at the eastern end and runs on its own track parallel to the Simbach main line, initially in an easterly direction, with the state road to Wasserburg being crossed without rails. At 3.0 km, the railway turns north, crosses the state road to Mühldorf at rail level and runs east of Denning and Engelschalking to Johanneskirchen train station, which is also the push-off station for the branch line to Schwabing. From km 9.0 on, the railway takes a north-easterly route and, after crossing the Seebach, reaches the Ismaning terminus on the east side of the town. "
On June 5, 1909, the line and Ismaning station were opened. Because of its minor importance for traffic, the station building was designed as a single-storey wooden structure that contained a shelter open to the track side, the station signal box, a storage room and a sales stand. The two platform tracks were continued north of the station on a short distance to today's Aschheimer Straße and connected via a switch to enable locomotives to be moved. A loading track was available as the third track. To the south of the reception building, a storage and loading area was created (today the location of a Park + Ride car park).
Up until the First World War, seven pairs of trains ran daily between Ismaning and Ostbahnhof, the scheduled journey time was 31 minutes. From October 21, 1927, electrical operation began without significant travel time savings. After the Second World War, 15 pairs of trains ran on weekdays with departures to Munich from 5:02 a.m. to 12:17 a.m. In the 1960s, traffic was thinned to only four connections a day, the latest route to Munich was already before 8 p.m. The route was considered to be threatened with closure because the traffic demand also seemed to be covered by buses to the terminus of the Munich tram only seven kilometers away at Effnerplatz .
S-Bahn integration and extension plans
.jpg)
The foreseeable importance from 1969 onwards for the connection of a planned airport and the establishment of a regional S-Bahn network saved the route: On May 27, 1972, operations on it were temporarily suspended in order to enable it to be integrated into the S-Bahn traffic to train. The Föhringer Canal ▼ stop , which was located between Ismaning and Unterföhring at the construction yard of the Middle Isar Canal , was finally shut down that day. A year and a half later, on September 30, 1973, the S-Bahn service to Ismaning began as the north-eastern branch of the then S 3 line from Nannhofen via Munich-Pasing - Munich Central Station - Munich Ostbahnhof to Ismaning.
The airport planning was already the third reason why a continuation of the route beyond Ismaning was discussed: This was first discussed in 1905 when the Erding City Council - unsuccessfully - suggested an extension to Erding . In 1944, the area of the municipal estate Karlshof north of Ismaning was planned as an alternative location for a railway repair shop that had previously been planned near Unterföhring, which was never realized due to the war. In 1974, the extension planning took on concrete forms because the Ismaning line was intended to connect the new Munich airport in the Erdinger Moos. In the first planning approval procedure, the Ismaning municipality initially approved the extension to the structurally free route north of the station without reservation.
Tunnel solution and new station building
Due to delays in the realization of the airport, a new planning process was necessary in the mid-1980s. The planned above-ground routing now led to public protests, because a locking effect between the eastern districts and the village center was feared. The demands for a 2.5 kilometer long tunnel were rejected by the Deutsche Bahn with reference to building cost estimates of around 250 million marks. After doubts about this cost estimate, around 10,500 objections to the ground-level route were submitted in the 1988 plan approval procedure. Since the construction delays associated with legal disputes would have jeopardized the timely completion of the airport connection, Deutsche Bahn entered into a compromise solution in November 1988, which provided for a combination of tunnel and trench routing. The construction costs were now set at 80 million marks.
The municipality of Ismaning decided in 1989 to assume the additional costs for the covering of the planned trench sections, so that a continuous tunnel could be created from the southern outskirts to just behind the now necessary tunnel station. A further lowering of the route to the intersection with the federal road 471 on the northern edge of the town was rejected by Deutsche Bahn because a level goods loading station near the station was considered necessary, which required a level track. The B 471 was therefore led with an overpass structure over the level rail tracks, but the loading station was never implemented.
During the construction of the tunnel from 1989 to 1992 ended the commuter trains at a Behelfsbahnhof ▼ south of Ismaning. The tunnel station was opened on March 7, 1992. Until November 20, 2005, the Ismaning station was the only underground S-Bahn station outside the main S-Bahn line in Munich, along with the tunnel station at the airport . The Unterföhring stop has also been underground since November 21, 2005 .
| line | course | Tact |
|---|---|---|
|
Herrsching - Seefeld-Hechendorf - Steinebach - Weßling - Neugilching - Gilching-Argelsried - Geisenbrunn - Germering-Unterpfaffenhofen - Harthaus - Freiham - Neuaubing - Westkreuz - Pasing - Laim - Hirschgarten - Donnersbergerbrücke - Hackerbrücke - Central Station - Karlsplatz (Stachus) - Marienplatz - Isartor - Rosenheimer Platz - Ostbahnhof - Leuchtenbergring - Daglfing - Englschalking - Johanneskirchen - Unterföhring - Ismaning - Hallbergmoos - Airport Visitor Park - Munich Airport | 20 min |
Individual evidence
- ^ Royal Bavarian State Railways: Annual report for the year of operation 1909, p. 63
- ^ Initiative Northeast Culture Munich: The Railway in the Northeast
- ↑ Citizens' community for S-Bahn tunnels: 20 years of S-Bahn tunnel Ismaning ( page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. (PDF; 4.3 MB)
- ↑ Hubert Grundner: The hard-won dream of a train station , Sueddeutsche.de from May 10, 2010
Web links
- Information and plans for the train station at mvv-muenchen.de