Isar Valley Railway
The Isartalbahn , also written Isarthalbahn in the early years before the spelling reform at the time , was a standard-gauge and electrified railway line from Munich Süd station to Bichl . It was named after the Isar , the left bank of which was followed by the route in the northern half of the route. The southern section, however, was in the Loisach valley . Of the originally about 52 kilometers long route, there is still the 20 kilometer middle section from Großhesselohe Isartalbahnhof to Wolfratshausen , which is served by the S7 line of the Munich S-Bahn .
The section from Munich South to Wolfratshausen was classified as a main line , the section from Wolfratshausen to Bichl as a branch line . The line was built in sections between 1891 and 1898 by the Lokalbahn Aktien-Gesellschaft (LAG). In 1900 the LAG electrified the Munich Isartalbahnhof - Höllriegelskreuth section for suburban traffic with 750 volts direct current . In 1938 the LAG was nationalized, and with it the Isar Valley Railway. After the Second World War, the Deutsche Bundesbahn switched electrical operation to 15 kV AC voltage (16⅔ Hz traction current ) in 1955 and expanded it to Wolfratshausen in 1960. Between 1959 and 1972, the German Federal Railroad shut down the northern section from Munich south to Großhesselohe Isartalbahnhof and the southern section from Wolfratshausen to Bichl .
history
prehistory
In the mid-1860s, the construction of many of the main lines in Bavaria was completed, with Holzkirchen already being connected to the Bavarian rail network on October 31, 1857. The connection of Penzberg to the network took place on 16 October 1865. After the Bavarian Ministry of the Interior that the April 29, 1869 Vizinalbahngesetz completed, the projects have been advanced for the construction of local railways. A railway connection was planned for the municipality of Tölz . Initially, two variants, Holzkirchen – Tölz and Penzberg – Tölz, were up for discussion. In order to get their own railway connection, the communities in the upper Isar valley demanded a railway line from Munich to Tölz. In 1870 master builder Friedrich Fischer founded a railway commission, which advocated the variant through the upper Isar valley. In the first meeting, the members and the communities in the Isar valley worked out a possible route from Munich South via Großhesselohe, Pullach, Icking, Wolfratshausen and Tölz to Lenggries . Four million guilders were estimated for the construction of the line. In January 1871, the Munich municipal authorities discussed a railway line to Toelz, this one was spur track of Holzkirchen Toelz seen as more economical than a new railway line from Munich to Wolfratshausen to Tolz. The route from Holzkirchen to Tölz was finally realized, the rail project for the upper Isar valley had initially failed.
Another project was a railway line from Munich via Bichl to Murnau am Staffelsee , for which the glass manufacturer Leo Gasteiger applied for a license on January 16, 1872. The Royal Bavarian State Railways and finally the Bavarian State campaigned against the project because the railway line would have competed with the Munich – Garmisch-Partenkirchen railway line that was under construction . The license was therefore rejected that same year. Despite the repeated failure, the communities held on to a new railway line. In a work on Munich and the Isar Valley Railway from 1873 there were even plans for a route through the Isar Valley and further over the Arlberg towards Italy . However, this project did not meet with approval from the Bavarian state government. In 1881, the Krauss & Co. locomotive factory presented another project for a narrow-gauge railway , which was to run partly on the road. There was no further detailed planning.
On January 24, 1886, Siegfried Klopfer received the concession he had requested to build a meter-gauge route from Munich via Wolfratshausen to Leoni on Lake Starnberg . On February 27, 1885, Klopfer decided to run the line with standard gauge. Adolf Decher took over the planning work. In May 1886 the route from Munich South was determined further in the direction of Wolfratshausen to Rottmannshöhe . The Munich – Wolfratshausen section was to run similarly to Krauss's rail project. On July 25, 1887, the Isarbahn corporation was founded to implement the railway project . Ernst Böhringer was one of the founders of the AG. The Wolfratshausen market protested against the location near the Dorfener Höhe. According to a letter to the royal district office 2, the protest was based on the long distance to the market place of three quarters of an hour. The Wolfratshausen market wrote that it was being neglected in the railway project and feared falling population numbers. In October 1887 newspapers reported that 30 men were already working on the route planning. Böhringer and Klopfer probably did not agree on the rail project, so Böhringer applied for a license for himself. On March 11, 1888, the application for a license was canceled. In the meantime, newspapers in the area reported that the railway project would be taken over by Ernst Böhringer.
In 1888 they continued to argue about the Wolfratshausen train station. Ernst Böhringer did not want to move the train station down into the valley, otherwise additional costs of up to 80,000 gold marks per kilometer would arise. In the following months the rumor arose that it was planned to move the end of the line from Rottmannshöhe to Eurasburg . The Wolfratshausen market now offered a grant of 60,000 marks for the construction of the train station in the valley. The communities around Eurasburg, however, collected money to outbid Wolfratshausen. Wolfratshausen was no longer successful with the grants. The market now hired the lawyer Dollmann. On September 26, 1888, the Munich – Wolfratshausen railway association was founded in order to enforce Wolfratshausen's interests. But just one day later, the Wolfratshausen market and Ernst Böhringer came to an agreement. The railway company undertook to build a road from the market to the train station and to operate it. On November 13, 1888, the railway project received the concession from Prince Regent Luitpold . On January 4, 1889, the royal district office of Munich 2 was informed that the railway line would be built with standard gauge and that the additional costs compared to the meter-gauge railway would be covered by the neighboring communities by ceding parts of their land free of charge. On January 25, 1889, some municipalities again spoke out in favor of moving the railway into the Loisach Valley. However, this was rejected. On March 21, 1889, the Munich-based LAG took over the detailed planning.
On November 6, 1889, the local railway company and Cie. (Isar Valley Railway) for the construction and operation of the Isar Valley Railway. The LAG is involved in this as a personally liable partner. The end point Rottmannshöhe was excluded, the track should be continued in the direction of Bichl. On November 6, 1890, the LAG decided that the Isar Valley Railway would initially only be built as far as Ebenhausen. Further construction will take place no later than five years after the opening of the plant. This gave Wolfratshausen another opportunity to obtain a train station in the valley by assigning the land free of charge for construction. On November 23, 1889, the mayor of the Wolfratshausen market confirmed the free land assignment. The railway association Munich-Wolfratshausen protested against the abandonment of the extension to Rottmannshöhe. However, the club was no longer successful, the construction was already decided.
Construction and opening of the Munich – Wolfratshausen section
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On February 16, 1890, the division of the route into building lots was published. Construction lots I and II concerned Pullach, Solln , Thalkirchen and Sendling. About 300 men should work here. Lot III included Hohenschäftlarn and Baierbrunn, 200 men should be employed here. Zell, Irschenberg and Icking were in section IV, where between 250 and 300 men were to be deployed. On the last construction lot, which included the section from Weidach to Wolfratshausen, a construction locomotive was also used. This was locomotive 15 of the LAG. On April 21, 1890, Prince Regent Luitpold granted the license to build and operate the Isar Valley Railway to the Lokalbahn Aktien-Gesellschaft. Construction work could then begin on May 27, 1890 between Thalkirchen and Wolfratshausen. The work proceeded quickly. In February 1891 the Loisach Bridge near Wolfratshausen was put into operation. This consisted of 6,000 quintals of iron . The first test drive with the press took place on May 24th between Thalkirchen and Ebenhausen. The completion of the railway line between Ebenhausen and Wolfratshausen was delayed because landslides repeatedly occurred in the Schlederleite section. The official test drive on the section from Thalkirchen to Ebenhausen took place on June 9th. The section was opened a day later. On July 27, 1891, operations began on the section from Ebenhausen to Wolfratshausen. The trains were usually well used on weekends and public holidays, numerous Munich residents used the railway line as an excursion train, so that the Isar Valley Railway carried up to 20,000 people on public holidays. In the opening year, 292,000 passengers used the train.
Negotiations between the City of Munich and the LAG previously took place between Thalkirchen and Munich. The negotiations dragged on because the LAG wanted to build a tram from Sendlinger Tor to Isartalbahnhof. The city did not approve this project. This made the negotiations difficult. After signing a contract, the LAG had to pay 209,565.48 marks for the property. In addition, some land had to be expropriated and every road that came into contact had to be rebuilt on this section. Construction could only begin after the opening of the first section to Ebenhausen. However, the city of Munich claimed that the late start of construction work was not their fault. In the case of railway lines running through Munich, construction should always begin in Munich. On April 10, 1892, goods traffic between Munich-South and Thalkirchen could be started. Passenger traffic began on June 1, 1892, as the Isar Valley station building had not yet been completed. The first repairs followed on September 8, 1892. The bridges were not approved for double traction because the iron girders were too weak. After strengthening the porters, the restriction could be lifted. Due to the newly emerging villa colony Prinz-Ludwigs-Höhe , a train station was built there in 1893. Shortly after the line was opened in the years 1892 to 1893, freight traffic reached its maximum capacity, as the damaged wood had to be removed quickly after an infestation by nun caterpillars in Forstenrieder Park . In 1893, for example, freight traffic was busy with around 4,500 wagon loads. In the following years the volume decreased until it increased again from 1900.
Extension to Bichl
In February 1891, citizens founded the Munich – Kochel Railway Committee . This favored the extension of the Isar Valley Railway to Bichl in order to establish a connection to the state railway to Kochel . In June 1894 the Royal Bavarian State Railways announced that they were planning the railway line from Penzberg to Kochel. This was to be followed by the planning of the railway line from Kochel to Wolfratshausen. In December 1894 it was made clear again that submitting the LAG's project planning was out of the question. As early as June 21, 1895, the LAG was granted the concession to plan the railway line from Wolfratshausen to Kochel, and on June 27, 1896, the license to build and operate it. However, since the Royal Bavarian State Railways feared losses for their longer route from Munich via Tutzing to Kochel, the extension of the Isar Valley Railway could not be completed before the State Railway. In addition, the tariffs of the Isar Valley Railway had to be higher. Construction of the extension began on August 25, 1896. On June 1, 1897, the section from Wolfratshausen to Eurasburg was put into operation. The extension to Beuerberg followed on August 15, 1897. Since the construction of the state railway was delayed, the remaining line to Bichl could only be opened on May 23, 1898.
Expansion and direct current electrification from Munich to Höllriegelskreuth
Passenger traffic between Munich and Höllriegelskreuth rose sharply in the period that followed. The latter station also opened up the neighboring community of Grünwald , which only received its own rail connection in 1910 with an overland route of the Munich tram . In order to be able to cope with the heavy excursion traffic, especially on weekends, a double-track expansion of the line between Munich-Isartalbahnhof and Höllriegelskreuth was necessary. Construction work began on September 21, 1896. The second track between Pullach and Höllriegelskreuth was completed on November 2, 1896. On May 1, 1897, the double track between Pullach and Thalkirchen was put into operation. Due to negotiations with the city and property owners, the Munich Isartalbahnhof – Thalkirchen section was only accessible on two tracks from December 23, 1897. At the same time, the LAG had the level crossings secured with barriers . Since the use of electric multiple units would be more economical, the LAG applied for electrification from Munich-Isartalbahnhof to Höllriegelskreuth. At this point in time, the LAG was already operating Germany's first full electric line, the Meckenbeuren – Tettnang line ; the company was considered a pioneer in this field at the time.
The approval for the electrification of the Isar Valley Railway was granted on February 22nd, 1899. Thalkirchen was the newly chosen location for the power plant . The LAG began construction on April 5, 1899, and construction of the overhead line on May 17, 1899. Direct current with a voltage of 750 volts was used. Electrical operation started on January 15, 1900. The total cost was 623,000 marks. This enabled operation to be reduced to a 15-minute cycle if required. In 1900, the train carried an average of 3,400 people a day, and until the First World War the number of passengers continued to rise due to excursion traffic. In 1904 the top speed between Wolfratshausen and Bichl could be increased from 30 to 40 km / h, which was made possible by a few adjustments to the route.
Further development and nationalization efforts
As early as 1900 there was a desire to extend the Isar Valley Railway to Innsbruck and to nationalize it. The Royal Bavarian State Railways worked out the first plans in 1904, and they determined an approximate route. In addition, the project planning work began for a connecting curve to the state railway line near Pullach. On January 1, 1908, the planning for the extension to Innsbruck was abandoned, as the construction of the Munich – Garmisch-Partenkirchen railway and the Mittenwald Railway had been decided. But the population was still not satisfied. The high fares demanded by the LAG as a condition of the extension to Bichl should be avoided by nationalization . A trip on the 50.5 kilometer long Isar Valley Railway in first class with a 20% local train surcharge cost 5.30 Reichsmarks, while on the 66.5 kilometer long route via Tutzing it only cost 5.10 RM. For the journey in the second class the LAG asked for 3.40 RM, on the state railway line via Tutzing the LAG asked for 3.30 RM. In class IIIa it cost 2.20 RM on both routes, in class IIIb 1.40 RM. There was a so-called round trip card for day trippers. It cost 0.50 RM and included a tram ride from any stop in Munich to Grünwald, the reduction of the bridge tariff on the Großhesseloher Bridge from 0.10 RM to 0.05 RM, the return trip from Höllriegelskreuth to the Isartalbahnhof with the Isar Valley Railway and the return trip to any stop on the Munich tram. The LAG initially resisted negotiations with the state. From 1911 onwards, due to the strong resistance of the population, they were conducted. Those responsible gave up the plans for nationalization after the outbreak of the First World War . Freight traffic remained relatively constant over the next few years; In 1910 the number of truckloads was around 10,500. The railway mostly transported wood or other agricultural products.
During the First World War, the number of passengers carried fell again. From August to September 1914, the LAG had to lend 100 passenger cars to the state for the transport of soldiers. In 1915 another 65 cars were lent out. On January 16, 1915, the LAG abolished first class on the trains. In the following years the LAG incurred more and more losses on the Isar Valley Railway. Further information about the war years is no longer available as the LAG had to save the cost of paper. After the war, the vehicles were in very poor condition because the cars were no longer waterproof. This also had an impact on the number of passengers. In 1923, the Isar Valley Railway still carried 2.3 million people. In 1926 the number fell to 1.8 million people annually. From 1926 the second class was only run in trains running from Munich to Bichl, as a second class on the suburban trains between Höllriegelskreuth or Wolfratshausen and Munich was no longer worthwhile. 1929 parallel to Isartalbahn was a Kraftpost line of German postal where the LAG has participated to 35 percent. Since this increased the losses on the Isar Valley Railway, the LAG withdrew its stake in 1931. In that year there was a reduction in the number of trains. The number of passengers continued to fall to 1.4 million passengers annually. In a LAG annual report from 1932, the LAG questioned whether it could even continue to operate on the Isar Valley Railway, as the line was generating ever greater losses. Nationalization was rejected by the state. If the LAG would no longer be able to continue operations, the Isar Valley Railway should be shut down. From December 1, 1932, only four pairs of trains ran daily between Munich and Wolfratshausen. In 1932 the loss was 375,816 Reichsmarks . The obligation to charge higher tariffs than the state railroad was abolished in 1933 because of the poor financial situation of the LAG. The communities on the Isar Valley Railway undertook to pay around 20,000 Reichsmarks to maintain the Isar Valley Railway. The Deutsche Reichspost also reduced the number of postal mail routes running parallel to the route. At the end of 1933, eleven pairs of trains could again run on the Isar Valley Railway between Munich and Wolfratshausen. Passenger traffic increased in the following years, but freight traffic decreased due to increasing road traffic .
Nationalization and closure of individual sections
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The German Reichsbahn took over on 1 August 1938, the local railway AG and thus the Isartalbahn. It included the Isar Valley Railway in the plans for the reconstruction of the Munich railway network during the National Socialist era. It was supposed to serve as a through route towards Italy. However, the plans were discarded shortly after the start of World War II . Due to the ammunition factory near Geretsried, freight traffic increased briefly. In 1939 the ammunition factory was given a siding that joins the Isar Valley Railway near Wolfratshausen. As the destruction of Munich increased, the Deutsche Reichsbahn built a connection from the siding to the south, so that a track triangle was created in Wolfratshausen , and diverted the freight trains via Bichl, Tutzing, Weilheim and the Ammerseebahn . The munitions factory operated two to three freight trains a day. On June 4, 1942, the second track between Großhesselohe Isartalbahnhof and Höllriegelskreuth-Grünwald was shut down and dismantled in order to gain superstructure materials for war use. In Pullach there was still a possibility of crossing. From late 1942 to early 1943 the German Reichsbahn erected during the construction work on the Fuehrer's headquarters a Siegfried in Pullach connecting curve from Großhesseloher Isartalbahnhof to the station Solln at the Munich-Holzkirchen railway that was used only for freight transport. On July 19, 1944, the Isar Valley Railway was 70 percent destroyed in an air raid by the United States Air Force . For the removal of the goods from the munitions factory, railway workers temporarily repaired the Isar Valley Railway, whereby only salt-soaked sleepers were used due to a lack of material. The traffic on the Isar Valley Railway could only slowly be normalized again after the Second World War. The vehicles were destroyed or parked all over Germany. From 1946 onwards, regular passenger traffic could largely be resumed. After the Second World War, the volume of goods traffic fell again, and passenger traffic rose briefly due to hamster journeys .
The second track between Großhesselohe Isartalbahnhof and Höllriegelskreuth-Grünwald was rebuilt by 1950. On October 8, 1950, the connecting curve near the Großhesseloher Isartalbahnhof for passenger traffic went into operation, creating a direct connection via the Munich – Holzkirchen railway to Munich Central Station . From now on, individual trains drove directly to and from Munich Central Station via the curve. In the 1950s, the German Federal Railroad planned to switch from direct current to alternating current. On March 25, 1955, the rectifier in the Maria Einsiedel power plant failed. In the following months, the line was therefore converted to AC operation ahead of time, so that electrical operation could be resumed. On September 27, 1957, electrical operation began on the Munich Hauptbahnhof – Großhesselohe Isartalbahnhof access route; In May 1960, the Höllriegelskreuth – Wolfratshausen section followed, so that, from June 29, 1960, continuous electrical operation between Munich and Wolfratshausen was possible.
In the 1950s, the Isar Valley Railway had annual losses of 2.8 million D-Marks . The salt-soaked sleepers rotten, which is why the top speed had to be reduced from 60 km / h to 40 km / h and shortly afterwards to 30 km / h. Since the renovation of the superstructure was no longer worthwhile due to the low number of passengers, the Deutsche Bundesbahn decided at the beginning of 1958 to close down the section from Beuerberg to Bichl. As a result, the section was closed on May 31, 1959 at the beginning of the summer timetable for passenger and freight traffic and dismantled in December of the same year. From then on, rail buses operated as replacements .
In the early 1960s, the city of Munich planned to expand the Mittlerer Ring , which required the closure of the level crossing on Brudermühlstrasse. Therefore, in 1963, the city of Munich applied for the section from the Munich Isartalbahnhof to the Großhesseloher Isartalbahnhof to be closed. The Deutsche Bundesbahn refused this after a passenger count, however, as it was still worthwhile to keep the operation going. However, because the Deutsche Bundesbahn wanted to be awarded the contract for the Munich S-Bahn main line , for which the city had to discard the construction of the subway on the same route, the Deutsche Bundesbahn agreed to the closure of the level crossing. As a result, the German Federal Railroad stopped passenger services on May 31, 1964. From then on, all passenger trains ran on the connecting curve at Großhesselohe. In 1970 the Deutsche Bundesbahn dismantled the overhead line between Munich South and Großhesselohe and had the second track dismantled. The level crossing on Brudermühlstrasse was also removed. Freight traffic was retained on the Großhesselohe – Thalkirchen section and between Munich-South and the southern heating power station to connect several companies. On May 27, 1972, the Deutsche Bundesbahn stopped train traffic on the section from Wolfratshausen to Beuerberg due to declining passenger numbers. Instead of passenger trains, rail buses were now used.
Integration into the Munich S-Bahn
In 1970, in preparation for the S-Bahn service, the platforms between Großhesselohe-Isartalbahnhof and Wolfratshausen were increased to 76 centimeters. On May 28, 1972, the S-Bahn began operating between the Holzkirchen wing station and Wolfratshausen. Since then, the route has been integrated into the Munich Transport and Tariff Association (MVV). This line, known as the S 10, did not yet offer a direct connection to the new S-Bahn main line ; passengers had to change trains at the main station. The connection to the main line was realized by the Deutsche Bundesbahn on May 31, 1981 by building the southern section tunnel at the Donnersbergerbrücke , and the S 7 replaced the S10. At the same time, the Deutsche Bundesbahn expanded the connecting curve at Großhesselohe to two tracks, which enabled a 20-minute cycle to be set up on the S 7. Since December 15, 2013, the S20 from Pasing has also been running every hour during rush hour between Großhesselohe Isartalbahnhof and Höllriegelskreuth .
In 1989 the Deutsche Bundesbahn stopped the freight traffic between Großhesselohe and Thalkirchen, which last consisted of only a few trains. On September 1, 1995, Deutsche Bahn closed the Thalkirchen – Großhesselohe section. In 1998 the track was dismantled, only some tracks can still be seen next to Schäftlarnstrasse and at the former Thalkirchen depot. The former Isartalbahnhof in Munich's wholesale market district has been closed. The Munich regional office of Johanniter-Unfall-Hilfe uses the brick building on Schäftlarnstrasse, which is located between the railway line, the heating power station and the wholesale market, among other things as a rescue station . The bridge over the Isartalstraße, the former connecting curve between the Isartalbahnhof and the Südbahnhof , is still preserved. The superstructure was only completely renewed in 2008. The remaining branch line leads as siding on Isartalbahnhof past and still today serves as a connection to the heating plant south, however, is currently not accessible.
Between the Benediktbeuerer Straße near Asam-Schlössl and the confluence of Großhesseloher Straße with Knotestraße, the planum has been used as an asphalted railway cycle path for about two kilometers since April 1, 2001 . Likewise, an approximately nine-kilometer-long asphalt bike path was set up on the southern section between Wolfratshausen and Beuerberg.
Accidents
The Isar Valley Railway remained free of major railway accidents during its operating time . However, there were seven minor accidents. The first accident occurred two years after the company opened: the driver of a local train overlooked the empty machine in Thalkirchen due to a snow storm on January 21, 1893, and he was slightly injured during the impact. Another accident happened on January 27, 1893, when a boulder one meter in size fell on the tracks in the area of the Schlederleite. Since the train driver did not recognize the danger in time, he triggered the emergency brake too late. The locomotive overturned and the first passenger car was thrown into the air. Some passengers suffered minor injuries, and the engine driver and stoker could crawl out of the locomotive. There was major property damage.
On July 31, 1925, a local freight train derailed at kilometer 38.6 between Beuerberg and Fletzen, which is why the goods loaded on the train were damaged. Another accident occurred south of Beuerberg on March 12, 1929: A freight train derailed at a connecting point, causing major property damage. Another accident occurred on October 27, 1960 at Baierbrunn station: two local trains collided on a platform track after the dispatcher had set the switch in the station too early. 14 people were slightly injured and one person was seriously injured during the impact. Property damage of DM 40,000 resulted.
The last accident to date also occurred in Baierbrunn train station. After the dispatcher forgot to set the switch after the empty set arrived on track 1, the following S-Bahn multiple unit hit the empty set. There were no injuries in the accident, there was property damage of around 150,000 DM.
Route description
course
The Isar Valley Railway began at the foot of the embankment of the Munich Südring , where the Isar Valley station is located. In the Isar valley, the route continued on the plain to Thalkirchen train station. The route continued with a slight gradient of four per thousand to the Maria Einsiedel stop. In front of the Prinz-Ludwigshöhe station, the route rose to 20 per mille and left the Isar valley. The railway bridge over the Munich – Holzkirchen railway line is located at 5.5 km, 450 meters from the Großhesseloher Isartalbahnhof. The connecting curve from the Munich – Holzkirchen railway joins in front of the Großhesseloher Isartalbahnhof. The other line, which is still in operation today, is largely straight in one level as far as Ebenhausen. Shortly after Ebenhausen, the highest point on the route is reached at around 665 meters above sea level. To Icking the route runs downhill. After Icking train station, the gradient on the so-called Schlederleite becomes stronger and reaches up to 33 per thousand. Shortly before Wolfratshausen the Loisach flows into the Isar, the route follows from the mouth of the Loisach. After crossing the Loisach over a 150-meter-long bridge, the current end of the route is reached at Wolfratshausen station. In Wolfratshausen a siding branches off to Geretsried.
The remaining route to Bichl, which is now closed, was largely flat. Before Degerndorf the route crossed the Loisach with a bridge. The route left the valley near Beuerberg, but returned to it shortly afterwards. At Fletzen, the Loisach was crossed again with a bridge. Shortly before Bichl she reached the Kochelseebahn. The former end point Bichl was on route kilometer 50.6.
Railway stations and operating points
Section Munich Isartalbahnhof – Großhesselohe Isartalbahnhof
The track systems have been dismantled on the formerly two-track section from Munich Isartalbahnhof to Großhesselohe Isartalbahnhof , which was closed today . An asphalt bike path was created on the railway line between Thalkirchen and Prinz-Ludwigshöhe. The rest of the railway line is unused today, a redesign to a cycle path is planned.
Isar Valley Station
The station is in the Sendling district of Munich and served as a transfer station for the Munich tram in the direction of Sendlinger Tor. It had three platform tracks and two tracks for parking passenger and freight trains. The station was connected to the Munich-Süd station via a connecting curve. The station building consisted of a main building and a wing on each side. It is built in the style of the neo-renaissance in raw brick construction. In addition, there were freight transport facilities such as scales. The station was equipped with two turntables to turn the locomotives . The station building is still there today.
Thalkirchen
The Munich- Thalkirchen train station had a reception building and four tracks for passenger traffic. In addition, there were three loading tracks for freight traffic. The Thalkirchen railway depot was located in the southern area of the station. After the cessation of passenger traffic on the route section until 1964, the track systems were used for freight traffic until the 1980s. In 1967 the dismantling of the second line began. In the course of the later development of the former station area, the station building was demolished in 2010.
Thalkirchen depot
After the opening, the LAG's main workshop was built between Thalkirchen and Maria Einsiedel. After opening, the workshop consisted of a five-hour round locomotive shed . All the locomotives, freight cars and passenger cars that ran on the Isar Valley Railway were based there. For the electric multiple units, the LAG built another car hall with three stands in 1900. In addition, a power plant was built on the site of the railway depot that generated some of the electricity required. In the period that followed, other railcars such as the DB class ET 182 were stationed in the Thalkirchen depot. On January 1, 1952, the depot was a branch of the Munich East depot , in 1956 it was completely closed. The track systems of the facility were partially dismantled from May 31, 1964. However, some parts of the layout and tracks were still there until spring 2014. The buildings were partially demolished, used for other purposes or lay fallow. The five-seat round locomotive shed, the three-seat railcar shed, the former repair shop, the boiler house and some smaller residential and service buildings are still there today; due to their exposed brick construction in the style of industrial architecture of the 19th century, they are registered as monuments in the Bavarian list of monuments. The existing buildings were renovated from 2014 to 2015 as part of a redesign of the area and are used commercially.
Former four-person repair shop
Former boiler house
Former five-seater roundhouse
Former three-hour railcar hangar
Former residential and service building
Maria Einsiedel
The Maria Einsiedel stop had two platform tracks on both direction tracks . In the south of the station there was a siding for the urban raft landing. In 1918 the stop was closed. The station building was demolished in 2008.
Prince Ludwigshöhe
The opening of the Prinz-Ludwigshöhe station took place on March 4, 1893. It served to develop the villa colony on the Isar high bank between Thalkirchen and Solln and had two platform tracks and a loading track for goods traffic. Since May 31, 1964, the station has only been used for goods traffic when required.
Section Großhesselohe Isartalbahnhof – Wolfratshausen
The section is now used by the Munich S-Bahn as S-Bahn line 7. At the beginning of the S-Bahn operation, the track systems were dismantled to two tracks in most stations. The section between Großhesselohe Isartalbahnhof and Höllriegelskreuth is two-track, the one between Höllriegelskreuth and Wolfratshausen is only one-track.
Großhesselohe Isartalbahnhof
The Großhesseloher Isartalbahnhof had four tracks. One of them was on a goods shed with a loading dock. In 1938 a connecting curve to the Munich-Solln train station was built. When the Munich-Isartalbahnhof - Großhesselohe section was closed in 1964, all passenger trains drove over the curve to the Munich-Holzkirchen railway . The station was redesigned as part of the integration into the Munich S-Bahn. Today there is an elevated platform with two platform tracks. The station building is still preserved and is now used by a brewery. It is now a listed building. Red and yellow bricks were used in the construction of the building.
Pullach
Pullach train station had three tracks. At track 1 there was a loading lane, a goods shed and the station building. In 1973 the station was rebuilt for the S-Bahn service, so that today there are only two platform tracks. The station building consisted of a platform hall between two two-story pavilions. The building is a plastered construction with exposed brick decor. It is now a listed building.
Pullach garden city
The Pullach-Gartenstadt stop began operations on October 7, 1934. Because of its proximity to the Pullach and Höllriegelskreuth train stations, the Deutsche Bundesbahn closed the stop in 1964.
Höllriegelskreuth
The Höllriegelskreuth station - until May 22, 1977 Höllriegelskreuth-Grünwald - had four tracks, one of which was for freight traffic. Since the electrification, the station has been the terminus for the electric multiple units that run every 20 minutes. For this purpose, a separate five-person locomotive shed was built, which was connected to additional sidings. However, the locomotive shed was demolished before the S-Bahn was introduced. In 1978 the Deutsche Bundesbahn tore down the old station building and replaced it with a new one.
Beech grove
The Buchenhain stop was subsequently opened on May 14, 1950; it was used exclusively for passenger traffic. The stop has a platform track.
Baierbrunn
Baierbrunn station had four tracks, one of which had a loading ramp for goods traffic. In the northern area of the station, a siding branched off to an aircraft engine plant. There was also a reception building. The station had a siding to the Korhammer brickworks. The station now has two platform tracks.
Hohenschäftlarn
The Hohenschäftlarn station had three tracks after the Isar Valley Railway opened. One had a loading line and was intended for freight traffic. In 1970, all but one of the tracks were dismantled, so that the station was downgraded to a stop. The villa-style entrance building is still preserved today.
Ebenhausen-Schäftlarn
The Ebenhausen station had three tracks after the line opened. In addition, there were two stub tracks, which were mainly intended for freight traffic. The station building was built in the neo-renaissance style as exposed brick and is now a listed building. The two side pavilions are connected by a waiting hall. Today the station has two tracks on a central platform.
Icking
Icking station had three tracks. In 1972, the third track was dismantled for S-Bahn operations, so that there are two platform tracks today. The station building was also torn down.
Wolfratshausen
Wolfratshausen station was initially the terminus of the Isar Valley Railway from 1891 until the extension to Bichl was opened in 1897. However, it did not lose its importance because the trains in Wolfratshausen had to be strengthened in the direction of Munich. In order to fulfill this task, a three-track carriage hall was available in Wolfratshausen. From 1960, electric travel between Munich and Wolfratshausen was used, and Wolfratshausen station became the transfer point between the diesel-powered trains from Beuerberg and those from Munich. The station has three platform tracks. Since the Munich S-Bahn began operating in 1972, the station has been a terminus again, as the line to Beuerberg was closed.
Section Wolfratshausen – Bichl
The track systems were dismantled on the disused, formerly single-track section between Wolfratshausen and Bichl. In the Wolfratshausen – Beuerberg area, the route is now largely used by a cycle path, other parts of the route are covered by buildings or roads. On the section between the former Fletzen and Bocksberg stations, a road runs along the embankment; On the southernmost section from Bocksberg to Bichl, however, the route is still clearly visible in large parts. The embankment between the Bad Heilbrunn and Bichl stations is particularly well preserved (some still with gravel bed).
Degerndorf
Degerndorf station was located at the confluence of Hohenbühlstrasse and Äußere Beuerberger Strasse. Hohenbühlenstraße also provided the connection to the Münsingen district of Degerndorf, about two kilometers away . The tracks and the small bus shelter have now been completely demolished or partially built over by State Road 2370 and the embankment of the motorway feeder to the A95 .
Bolt compulsion
The Bolzwang train station was in the south of the Eurasburger district of Achmühle. This is connected by a road to the town of Bolzwang, about a kilometer away. The station probably had a loading track and a through track; Main agricultural products were loaded here. The former station area is now built over by a street and residential buildings.
Eurasburg
The Eurasburg station was in the east of Eurasburg on Wolfratshausener Strasse. It had three tracks, of which the outermost and another butt track were intended for freight traffic. There was a siding to the spinning / tearing mill located east of the train station at that time, the western track served the warehouse. In the 1960s, the Eurasburg train station served as the backdrop for the recordings for the film series Lausbubengeschichten . The station building no longer exists, the entire area is built over by today's State Road 2370.
Beuerberg
The Beuerberg station was located in the southeast of the town on today's Bahnhofstrasse. There were three continuous tracks, two of which were intended for passenger traffic, and two butt tracks for freight traffic. A separate locomotive shed was connected to track 3 opposite the station building . Around 1900 there was a siding to the Beuerberg peat recycling plant. There was also a goods shed and a loading ramp for goods traffic . The station was the terminus of the Isar Valley Railway from 1959 to 1972 and - like the Eurasburg station - was repeatedly used as a location for the rascal stories . The former Beuerberg station building has now been completely dismantled.
Ruffles
Fletzen train station was not in the vicinity of larger towns. It was about 600 meters from the Heilbrunn district of Nantesbuch, which was, however, on the other bank of the Loisach; However, this did not have a high population. The station facilities consisted of two tracks, a reception building and other auxiliary buildings. For the loading of goods, track 1 was followed by a short stump track with a loading line. The station building was sold to a private person and integrated into the Schönrain tennis facility.
Bocksberg
The Bocksberg train station was around 500 meters from the Bad Heilbrunn district of Hohenbirken. The town of Bocksberg, about a kilometer away, was connected to the train station via a small road. The small station building was integrated into a garage building. The paved platform edge still exists.
Bad Heilbrunn
Bad Heilbrunn train station was about one kilometer from the center of Bad Heilbrunn in the Langau district. It had a station building, two tracks for passenger traffic and one track for goods traffic. A stump track with a loading line was connected to the freight track . Around 1900 there were sidings in Bad Heilbrunn to the Gleitsmann company and to the Dr. Pröbst and to the Heilmann & Littman peat plant. The station building still exists; it is located on federal road 11 at the intersection with the country road to Bad Heilbrunn.
Bichl
The Bichl station had separate tracks for the Isar Valley Railway and the Kochelseebahn. For the Isar Valley Railway, there were two tracks for passenger traffic and two small locomotive sheds for the rolling stock and for the steam locomotives. In addition to the engine sheds, there were treatment systems for the steam locomotives so that coal and water could be taken in. During the Second World War, the Glass Train ET 91 01 was parked in Bichl, where it survived the war unscathed. The stately reception building, on the other hand, was destroyed in the Second World War, whereupon a new one-story functional building was built in the post-war period. Today the track systems have largely been dismantled. The station building and two tracks for the Kochelseebahn are still there.
Engineering structures
The Isar Valley Railway originally had four larger bridges. The first 39 meter long bridge is located at km 5.5, is designed as a three-part iron girder bridge and crosses the Munich – Holzkirchen railway line . With the double-track expansion of the Isar Valley Railway to Großhesselohe, a second bridge was built parallel to the first. This was dismantled again when the section between Großhesselohe and Munich Isartalbahnhof was closed. The first bridge is still preserved today and is a listed building.
Another 171 meter long bridge that crosses the Loisach is at the end of the Schlederleite in the direction of Wolfratshausen and is the only one that is still in use. The bridge was renewed in 1986. Before Degerndorf there was another Loisach bridge. However, this is no longer preserved today. The third Loisach bridge between Beuerberg and Fletzen was also demolished. The central pillar is still standing, the access ramps can also still be seen.
An abutment of the larger bridge over the Steinbach has also been preserved between Bad Heilbrunn and Bichl.
Vehicle use
Local railway stock company
Steam locomotives
For the opening of operations, the LAG ordered 14 steam locomotives from Krauss . The locomotives were given the road numbers LAG 17 to 20, 23 to 25, 27, 28, 40, 41, 44, 48 and 49 . The locomotives had four axles and a top speed of 45 km / h. Four cubic meters of water could be held in the storage tank. After 1900, locomotive 19 left the Isar Valley Railway and was stationed by the operating company in Füssen station. Locomotive 17 came to Fürth. In the period that followed, more locomotives left the Isar Valley Railway. The last of this type were taken out of service in 1950.
In 1899 Krauss delivered the two locomotives LAG 55 and 56 for the Isar Valley Railway. The locomotives could reach a top speed of 50 km / h and with 221 kW had more power than their predecessor. In 1909 another locomotive of this type, LAG 50, came from the Lausitzer Eisenbahn-Gesellschaft to the Isar Valley Railway . In 1936, locomotives 50 and 55 were handed over to Oberstdorf . The last locomotive was still in shunting service until 1950.
In 1895 four more locomotives were built for the LAG. The locomotives were given the numbers 42, 43 , 59 and 60 . They had similar properties as the LAG 55 and 56. The LAG 42 and 43, however, achieved a lower maximum speed of 30 km / h and a low output of 129 kW. The locomotives were used on all LAG routes. The LAG 42 and 43 locomotives were on the Isar Valley Railway shortly before they were retired.
In 1911 Krauss delivered another steam locomotive series. LAG 80 and 81 were used on the Isar Valley Railway . The locomotives had a larger cylinder diameter of 480 millimeters and an output of 331 kW. The top speed was 40 km / h. The LAG later relocated these locomotives to other routes.
dare
The LAG had eleven first and second class two-axle wagons built for the Isar Valley Railway. In addition, some third-class passenger cars were created. These were provided with wooden seats. The wagons were all built in the 1880s and 1890s and were in use until after the LAG was nationalized. Some gas transport wagons and several baggage wagons were built for freight transport . Freight wagons of the Royal Bavarian State Railways were also in use on the Isar Valley Railway.
Railcar
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In 1899 the LAG ordered five four-axle railcars for the electrified section of the Isar Valley Railway. The railcars were equipped with two peg bearing motors and reached a top speed of 50 km / h. There were 82 seats and 20 standing places in a total of three compartments. The railcars were given the numbers LAG No. 501 to 505 . At the DR they were classified as the ET 183 series. Between 1945 and 1955, three of the five railcars left the Isar Valley Railway and were based in Friedrichshafen, Bad Aibling and Freilassing. Today there is still a railcar in the German Museum of Technology in Berlin .
German Federal Railroad
Locomotives
After the DB retired the last former LAG steam locomotives in 1950, the DR class 64 served the Isar Valley Railway from 1951 . This was built in the 1920s. It reached a top speed of 90 km / h and was also suitable for steep inclines. In 1960, the 64 series left the Isar Valley Railway. The use of steam locomotives on the Isar Valley Railway was thus over.
From 1964, the Deutsche Bundesbahn used the DB class E 41 on the Isar Valley Railway until it was replaced by class 420 railcars in 1981. The last very weak freight traffic from Großhesselohe to Thalkirchen was handled with type Köf II small locomotives from the Munich-Mittersendling station.
Railcar
LAG vehicles continued to be used during the Reichsbahn era. In addition, a class ET 182 railcar from the Peenemünder Werkbahn , which was to be found in Bavaria after the Second World War, came to the Isar Valley Railway in 1946 . In the winter and spring of 1950, Wegmann converted the railcar. The company overhauled the car body and the control of the railcar. In 1949 Wegmann built two more multiple units from undelivered S-Bahn sidecars for use on the Isar Valley Railway. A railcar of the Berlin S-Bahn was converted in 1950 and used as the ET 26 class on the Isar Valley Railway . These railcars were much more comfortable than the ET 183; thus the use of the old LAG multiple units could be omitted. When the railway switched to 15 kV alternating current in 1955 , the class ET 182 railcars were initially parked, later converted to alternating current and used on other routes. During the changeover, accumulator railcars operated on the route. After the conversion of the electricity system, multiple units of the DR series ET 85 were used on the Isar Valley Railway . The MAN railcars used in Munich from 1927 were in operation until 1964. Uerdingen rail buses were used on the section to Beuerberg that remained until the closure in 1972 .
With the introduction of the southern routes into the main S-Bahn line in 1981, the Deutsche Bundesbahn also used vehicles from the Munich S-Bahn on the Isar Valley Railway. From now on, operations on the section from Munich to Wolfratshausen were only carried out with class 420 railcars .
dare
The wagons procured by the LAG continued to be used on the Isar Valley Railway. Over the years, however, the railway replaced this with various car series from the Deutsche Bundesbahn. A push-pull train was used from 1964. This usually consisted of three Silberlingen and a class 141 locomotive. There were no special wagons for the Isar Valley Railway for freight traffic. Different types of the Deutsche Bundesbahn were used.
Vehicles since 1994
Until 2001, only the 420 series locomotives were used on the Isar Valley Railway . Between 2001 and 2003 these vehicles were replaced by the new locomotives of the DB class 423 , whereby the S 7 was the first Munich S-Bahn line on which this class was used. The entire traffic of the still existing part of the Isar Valley Railway was now handled with this series. The 420 series has been running again on the S 20 between Großhesselohe Isartalbahnhof and Höllriegelskreuth since December 2014. Various shunting locomotives are used for freight transport.
future
In 2002, the Wolfratshausen city's “Heimatbuch” (home book) stated that the continuation of the S-Bahn to Geretsried had been discussed “for years” and that several routes were already being discussed in 2001. The reason given for the failure to implement these plans was the lack of necessary funds. With the planned extension of the S7 from Wolfratshausen to Geretsried, a small part of the former route in the Wolfratshausen urban area would be reactivated. This would extend the S7 via the Gelting stop to Geretsried, while the south and central stations are to be built in Geretsried. Deutsche Bahn initiated the planning approval procedure in 2010; it should be completed in 2013. The construction time was estimated at three years; construction was originally scheduled to begin in 2013.
These plans have been significantly delayed, in particular because objections to the routing were raised in Wolfratshausen, which led to rescheduling: the S-Bahn is to be lowered there and partly run in a tunnel. The extension is not expected to be completed until the end of 2028 (as of April 2020).
literature
- Claus-Jürgen Schulze: The Isar Valley Railway. Bufe-Fachbuchverlag, 2002, ISBN 3-922138-04-7 .
- Nikolaus Wilhelm-Stempin: S-Bahn stations in and around Munich. Books on Demand, Norderstedt 2009, ISBN 978-3-8391-0927-4 .
- Thomas Anlauf: umbilical cord to the big city . In: Süddeutsche Zeitung . June 13, 2019, p. R5.
Web links
- isartalbahn.de private website
- Relics of the Isar Valley Railway on spurensuche-eisenbahn.de
Individual evidence
- ↑ Railway Atlas Germany 2007/2008 . 6th edition. Schweers + Wall, Aachen 2007, ISBN 978-3-89494-136-9 . , Pp. 107, 165.
- ^ Lohmann: Development of the local railways in Bavaria. Munich, 1909.
- ↑ a b c d e f Claus-Jürgen Schulze: The Isar Valley Railway. Bufe-Fachbuchverlag, Munich 1978, ISBN 3-922138-04-7 .
- ↑ Unknown author: Munich and the Isar Valley Railway. 1873.
- ↑ Letter to the k. District Office Munich II of September 10, 1887.
- ^ Claus-Jürgen Schulze: The Isar Valley Railway. Bufe-Fachbuchverlag, Munich 1978, ISBN 3-922138-04-7 , p. 11.
- ^ Claus-Jürgen Schulze: The Isar Valley Railway. Bufe-Fachbuchverlag, Munich 1978, ISBN 3-922138-04-7 , p. 12.
- ↑ a b c Dr. Hermann Bürnheim: The Local Railway AG. Verlag Zeunert, ISBN 3-921237-21-1 .
- ^ Claus-Jürgen Schulze: The Isar Valley Railway. Bufe-Fachbuchverlag, Munich 1978, ISBN 3-922138-04-7 , p. 13.
- ↑ Messerschmitt Foundation (Ed.): The Haderbräu in Wolfratshausen. Oldenbourg Verlag, Munich 1994, ISBN 3-486-56040-9 , p. 52, Google Books
- ^ Claus-Jürgen Schulze: The Isar Valley Railway. Bufe-Fachbuchverlag, Munich 1978, ISBN 3-922138-04-7 , pp. 13, 14.
- ↑ a b Festschrift: 25 years of the LAG. 1912.
- ^ Claus-Jürgen Schulze: The Isar Valley Railway. Bufe-Fachbuchverlag, Munich 1978, ISBN 3-922138-04-7 , pp. 15, 16.
- ^ Claus-Jürgen Schulze: The Isar Valley Railway. Bufe-Fachbuchverlag, Munich 1978, ISBN 3-922138-04-7 , pp. 17, 18.
- ^ Claus-Jürgen Schulze: The Isar Valley Railway. Bufe-Fachbuchverlag, Munich 1978, ISBN 3-922138-04-7 , pp. 18-20.
- ^ Annual report of the LAG from 1932.
- ↑ Claus-Jürgen Schulze: Double project Thalkirchen. In: eisenbahn-magazin 1/2013, p. 72.
- ^ Claus-Jürgen Schulze: The Isar Valley Railway. Bufe-Fachbuchverlag, Munich 1978, ISBN 3-922138-04-7 , pp. 20-22.
- ↑ Hermann Bürnheim: The local railway AG. Verlag Zeunert, ISBN 3-921237-21-1 .
- ↑ Bombs in the forest. (No longer available online.) Braun-in-wolfratshausen.de, archived from the original on January 7, 2013 ; Retrieved February 11, 2013 .
- ↑ History of the Großhesseloher Isartalbahnhof on geschichtsforum-pullach.de, accessed on November 7, 2016.
- ↑ Website about the Isar Valley Railway. In: isartalbahn.de. Retrieved May 9, 2013 .
- ↑ Gerd Wolff: German small and private railways. Volume 7: Bavaria. EK-Verlag, Freiburg 2002, ISBN 3-88255-666-8 , p. 314.
- ^ Federal Railway Authority : List of the disused routes in Bavaria (since 01.01.1994) ( Microsoft Excel file, 16 kB) at eba.bund.de, from September 11, 2017, accessed on May 13, 2018.
- ↑ The Isar Valley Railway Cycle Path on the website of Achim Bartoschek's railway line cycling. In: achim-bartoschek.de. Retrieved May 9, 2013 .
- ↑ The Wolfratshausen - Beuerberg cycle path on Achim Bartoschek's website for railroad cycling. In: achim-bartoschek.de. Retrieved May 9, 2013 .
- ^ Claus-Jürgen Schulze: The Isar Valley Railway. Bufe-Fachbuchverlag, Munich 1978, ISBN 3-922138-04-7 , p. 16.
- ↑ List of monuments for Munich (PDF) at the Bavarian State Office for Monument Preservation, accessed on March 25, 2018.
- ↑ Description of Munich Thalkirchen train station. In: isartalbahn.de. Retrieved May 9, 2013 .
- ↑ List of monuments for Munich (PDF) at the Bavarian State Office for Monument Preservation. Retrieved February 18, 2019 (monument number D-1-62-000-4220 )
- ↑ Denis A. Chevalley, Timm Weski: State Capital Munich - Southwest (= Bavarian State Office for Monument Preservation [Hrsg.]: Monuments in Bavaria . Volume I.2 / 2 ). Karl M. Lipp Verlag, Munich 2004, ISBN 3-87490-584-5 , p. 113 .
- ↑ Peter Lisson (ed.): Turntable of the South. Munich railway junction . Hestra-Verlag, Darmstadt 1991, ISBN 3-7771-0236-9 .
- ^ Description of the Thalkirchen depot. In: isartalbahn.de. Retrieved May 9, 2013 .
- ^ Claus-Jürgen Schulze: The Isar Valley Railway. Bufe-Fachbuchverlag, Munich 1978, ISBN 3-922138-04-7 , p. 35.
- ↑ Description and pictures of the Maria-Einsiedel station. In: isartalbahn.de. Retrieved May 9, 2013 .
- ^ Claus-Jürgen Schulze: The Isar Valley Railway. Bufe-Fachbuchverlag, Munich 1978, ISBN 3-922138-04-7 , p. 36.
- ↑ a b c List of monuments for Pullach im Isartal (PDF) at the Bavarian State Office for Monument Preservation, accessed on March 25, 2018.
- ^ Claus-Jürgen Schulze: The Isar Valley Railway. Bufe-Fachbuchverlag, Munich 1978, ISBN 3-922138-04-7 , p. 38.
- ^ Pullach train station and Pullach Gartenstadt train station. In: isartalbahn.de. Retrieved May 9, 2013 .
- ^ Claus-Jürgen Schulze: The Isar Valley Railway. Bufe-Fachbuchverlag, Munich 1978, ISBN 3-922138-04-7 , p. 39.
- ^ Description of the Höllriegelskreuth-Grünwald train station. In: isartalbahn.de. Retrieved May 9, 2013 .
- ^ Claus-Jürgen Schulze: The Isar Valley Railway. Bufe-Fachbuchverlag, Munich 1978, ISBN 3-922138-04-7 , p. 40.
- ^ Claus-Jürgen Schulze: The Isar Valley Railway. Bufe-Fachbuchverlag, Munich 1978, ISBN 3-922138-04-7 , p. 41.
- ↑ Description of the Hohenschäftlarn station. In: isartalbahn.de. Retrieved May 9, 2013 .
- ^ Claus-Jürgen Schulze: The Isar Valley Railway. Bufe-Fachbuchverlag, Munich 1978, ISBN 3-922138-04-7 , p. 42.
- ↑ List of monuments for Schäftlarn (PDF) at the Bavarian State Office for Monument Preservation, accessed on March 25, 2018.
- ^ Claus-Jürgen Schulze: The Isar Valley Railway. Bufe-Fachbuchverlag, Munich 1978, ISBN 3-922138-04-7 , p. 43.
- ^ Claus-Jürgen Schulze: The Isar Valley Railway. Bufe-Fachbuchverlag, Munich 1978, ISBN 3-922138-04-7 , p. 44.
- ^ Description of the Wolfratshausen train station. In: isartalbahn.de. Retrieved May 9, 2013 .
- ^ Claus-Jürgen Schulze: The Isar Valley Railway. Bufe-Fachbuchverlag, Munich 1978, ISBN 3-922138-04-7 , p. 45.
- ↑ Pictures of the Eurasburg train station. In: isartalbahn.de. Retrieved May 9, 2013 .
- ^ Claus-Jürgen Schulze: The Isar Valley Railway. Bufe-Fachbuchverlag, Munich 1978, ISBN 3-922138-04-7 , p. 46.
- ↑ Pictures of the Beuerberg train station. In: isartalbahn.de. Retrieved May 9, 2013 .
- ↑ a b c Claus-Jürgen Schulze: The Isar Valley Railway. Bufe-Fachbuchverlag, Munich 1978, ISBN 3-922138-04-7 , p. 46.
- ↑ Pictures of the Fletzen train station. In: isartalbahn.de. Retrieved May 9, 2013 .
- ↑ Pictures of the Bocksberg train station. In: isartalbahn.de. Retrieved May 9, 2013 .
- ↑ a b Description of the Bad Heilbrunn train station. In: isartalbahn.de. Retrieved January 9, 2016 .
- ^ Description of the Bichl train station. In: isartalbahn.de. Retrieved May 9, 2013 .
- ↑ From the Isar Valley Railway to the S7 . Festschrift for the start of the S-Bahn service between Munich and Wolfratshausen. Federal Railway Directorate Munich, ed.Munich: self-published, approx. 1981.
- ↑ a b c d Stephan Kuchinke: Die Lokalbahn AG. Transpress, ISBN 3-613-71125-7 .
- ↑ a b Locomotive use on the Isartalbahn during operation by the LAG. In: isartalbahn.de. Retrieved May 9, 2013 .
- ^ Claus-Jürgen Schulze: The Isar Valley Railway. Bufe-Fachbuchverlag, Munich 1978, ISBN 3-922138-04-7 , pp. 122–127.
- ↑ a b c traction vehicles of the Deutsche Bundesbahn on the Isar Valley Railway. In: isartalbahn.de. Retrieved May 9, 2013 .
- ^ W. Alteneder, C. Schüssler: The branch lines of the BD Munich. Bonn 1987, p. 169.
- ↑ Use of the ET 182 series on the Isar Valley Railway. In: isartalbahn.de. Retrieved May 9, 2013 .
- ↑ Claus-Jürgen Schulze: Double project Thalkirchen. In: eisenbahn-magazin 1/2013, p. 76.
- ^ City of Wolfratshausen (Ed.): Heimatbuch , published for the 1000th anniversary in 2003, Kreiter, Wolfratshausen 2002, DNB 976171414 , p. 131.
- ^ Extension of the S7 to Geretsried. (No longer available online.) In: geretsried.de. City of Geretsried, archived from the original on July 29, 2013 ; Retrieved May 9, 2013 .
- ↑ S-Bahn to Geretsried should run at the end of 2028. In: br.de. January 16, 2020, accessed April 20, 2020 .
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