Peißenberg station

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Peissenberg
Entrance building from the street side
Entrance building from the street side
Data
Location in the network Intermediate station
Platform tracks 2
abbreviation MPBG
IBNR 8004762
Price range 6th
opening August 1, 1875
Website URL BEG station database
Profile on Bahnhof.de Peissenberg
location
City / municipality Peissenberg
country Bavaria
Country Germany
Coordinates 47 ° 47 '51 "  N , 11 ° 3' 37"  E Coordinates: 47 ° 47 '51 "  N , 11 ° 3' 37"  E
Height ( SO ) 591  m above sea level NHN
Railway lines
Railway stations in Bavaria
i16

The Peißenberg station is a train station in the Upper Bavarian market town of Peißenberg . It is the end of the Weilheim – Peißenberg and Schongau – Peißenberg railway lines .

The station was built in 1875 as the Sulz works station for the Peißenberg mine and formed the end point of the works railway coming from Unterpeißenberg station . In 1879 the Royal Bavarian State Railways started passenger traffic to Sulz station and renamed it Peißenberg in 1880 . With the opening of a local railway from Schongau to Peißenberg, the Peißenberg train station became a through station in 1917 . After the end of mining operations in 1971, the Deutsche Bundesbahn dismantled the extensive track systems of the station. The station is now only served by passenger traffic and has two platform tracks.

location

The Peißenberg train station is located in the middle between the northeastern part (village) and the southern part (Wörth) of the municipality of Peißenberg, below the eastern slope of the Hohen Peißenberg . The station building is to the east of the tracks on Bergwerkstrasse. Directly to the west of the train station on the slope of the Hohen Peißenberg is the site of the Peißenberg mine with the former deep tunnel. A mining museum and an industrial area are located on the former mine site. North of the train station is the Sulz district (until 1935 Bad Sulz). In the northern head of the station, the tracks are crossed by Sulzer Strasse via a level crossing , which connects Sulz with the northern part of Peißenberg. Directly north of the level crossing, the Sulzerbach crosses under the tracks and flows into the Wörtersbach , which runs parallel to the route to the west of the station.

In Peißenberg, two single-track, non-electrified branch lines meet, which are now known together as the Pfaffenwinkelbahn . The leased line from Weilheim (Oberbay) ( VzG number 5450) was electrified from 1925 to 1983 and ends at Peißenberg station at 8,939 km. The local line from Schongau (VzG number 5444) ends in Peißenberg at 15.495 kilometers.

history

Establishment and first years of operation

At the end of the 1860s, the mine management of the Peißenberg mine applied for the extension of the Weilheim – Unterpeißenberg railway to the mine, which was approved on January 28, 1868. This was intended to simplify the time-consuming coal transport with carts to the Unterpeißenberg train station, two kilometers from the mine tunnel . Construction work began in the summer of 1873 and on August 1, 1875, the secondary line from Unterpeißenberg to Sulz was put into operation. The Sulz terminus served as a works station exclusively for the coal traffic of the Peißenberg mine. From September 16, 1875, the Royal Bavarian State Railways also carried out public goods transport to Sulz station.

At the end of 1875, the community of Unterpeißenberg submitted an application to open the Sulz works station to passenger traffic. However, the Oberbahnamt in Munich initially rejected the application in January 1876. On February 14, 1878, the Bavarian State Parliament finally decided to expand the Sulz train station into a full postal and rail expedition. From 1878 to 1880 the Royal Bavarian State Railways relocated the freight transport systems and the supply facilities for steam locomotives from Unterpeißenberg to Sulz: the goods sheds, locomotive sheds and water house at Unterpeißenberg station were dismantled and rebuilt at Sulz station, and the track systems in Sulz were considerably expanded.

Reception building and goods shed 1910

On May 15, 1879, the Bavarian State Railways started passenger traffic at Sulz station, making it the terminus for passenger trains coming from Weilheim. On September 15, 1880, the Sulz station was converted from a stop into a post and rail expedition 1st class and was given the new name Peißenberg , at the same time the old Unterpeißenberg station was closed. A three-story station building was erected east of the tracks and completed in 1882. The opening of the station for passenger traffic contributed to an upswing in Bad Sulz, which is located directly north of the tracks .

In the first years of operation, the Peißenberg station was used by high-ranking personalities on their way from Munich to Hohenschwangau Castle , such as the Bavarian King Ludwig II. , To switch from the train to the carriage. There was a separate royal salon in the reception building for this purpose .

Extensions and electrification

Old coal washing machine 1916

In 1898, the Peißenberg mine put a 3.6 kilometer long cable car into operation, which connected the underground tunnel in Hohenpeißenberg with the deep tunnel at the Peißenberg train station and considerably simplified the transport of coal to the train station. In October 1907, a coal washing and sorting building was completed north of the station. A direct loading of coal onto the freight wagons within the coal washing facility was made possible via loading tracks.

In the summer of 1908, construction work began on a local railway from Schongau to Peißenberg, which was connected to the southern end of the Peißenberg station. The previous terminus was expanded and converted into a through station. In order to expose the areas required for the additional track systems, larger earth movements were necessary in the station area. On October 14, 1915, the Peißenberg mine put a new siding into operation, which connected the 1.5 kilometers south-west, newly sunk main shaft with the south head of the Peißenberg station. On January 11, 1917, the Royal Bavarian State Railways finally took up scheduled traffic on the local railway to Schongau.

From 1924 to 1925, the Deutsche Reichsbahn electrified the railway line from Weilheim to Peißenberg. In the Peißenberg station, the main tracks and parts of the shunting tracks were equipped with an overhead line, but the track connection to the main shaft was not electrified. On May 1, 1925, the Deutsche Reichsbahn was able to start electrical operations at Peißenberg station.

In 1928 the Peißenberg mine replaced the previous coal washing facility at the train station with a new one, which was located on the mine site by the main shaft. The old coal washing building, which was no longer needed, was demolished in 1936. At the end of the 1930s, the Deutsche Reichsbahn modernized the Peißenberg station and put three mechanical signal boxes into operation to control the points and signals.

End of coal traffic and dismantling

In 1969, 13 civil servants, one clerk and six workers were employed at the Peißenberg train station. On March 31, 1971, the Peißenberg mine completely stopped coal production, which meant that most of the freight traffic at Peißenberg station was lost. The rail connection to the former main shaft was used to connect the power station located on the mine site . In 1971 the DB withdrew the station management in Peißenberg and downgraded the station to a branch of the Weilheim station. From 1975 to 1976 the Deutsche Bundesbahn converted the station building and removed the second floor and the side wings. In the late 1970s, the DB took the two guards interlocking station out of service and moved the actuating devices in the command signal box at the reception building. In 1982 five people were still employed in the Peißenberg train station, two of them gatekeepers .

In 1982, the electrical operation from Weilheim to Peißenberg was stopped and the overhead line systems in the Peißenberg station were completely dismantled in 1983. In the 1980s, the Deutsche Bundesbahn finally stopped loading goods at the station completely and partially dismantled the freight tracks that were no longer needed. In 2000, the service of the siding to the power plant ended, the siding was subsequently dismantled.

In the spring of 2000, Deutsche Bahn equipped the station with two ticket machines for the first time . In April 2000 the council of Peißenberg decided to renovate the station forecourt. As a result, the community rebuilt the forecourt in summer 2001 and set up 50 parking spaces for rail travelers there. In 2014 the former goods shed south of the reception building was demolished. In the same year, the remains of the former coal track in the west of the station and the last switch to track 3 were dismantled.

On May 17, 2016, Federal Transport Minister Alexander Dobrindt inaugurated a new video travel center at Peißenberg train station , which is located in a separate building north of the reception building.

In the course of the conversion to an electronic signal box (ESTW), the Peißenberg station was closed to train traffic from July 29 to September 9, 2019. At the same time, Deutsche Bahn rebuilt the platforms and track systems and equipped the level crossing on Sulzer Strasse with new barrier technology.

construction

Reception building

Reception building with signal box front from the track side (2017)

The station building, completed in 1882, was originally a three-storey building with an eaves gable roof . On the track side it is provided with a platform canopy designed as a monopitch roof with wrought iron supports. The windows and doors on the street and track side are designed as round arch constructions on the ground floor . The facade was divided by a surrounding cornice between the ground floor and first floor and by corner pilasters. Waiting rooms and service rooms were located on the ground floor of the building, the apartments for the station master and station servants were located on the two upper floors . To the south of the main building there was a single-storey extension with a gable roof, which initially housed the king's salon . In 1905 the building received a second single-storey extension with a gable roof on the north side, in which the waiting room was housed. At the end of the 1930s, the Deutsche Reichsbahn added a simple signal box extension on the track side of the southern extension.

In 1963 the southern extension on the street side was partially demolished; the remainder of the dispatcher's office was covered with boards. From 1975 to 1976 the Deutsche Bundesbahn fundamentally rebuilt the station building. The second floor was removed and a new gable roof was placed on the first floor. The two single-storey extensions on the north and south sides were also demolished and the facades of the remaining main building simplified. The platform canopy and the signal box extension, however, remained unchanged. On March 17, 2011, Deutsche Bahn sold the building to a model railway association , but continued to use the service rooms on the ground floor. The ticket office in the reception building was closed on April 2, 2011. In 2014, the steps to the main entrance on the street side of the building were removed as their space was needed for a new sidewalk.

Track systems

and display information about the image
Track plan of the Peißenberg station in 1960

Until the cessation of coal traffic, the Peißenberg station had extensive track systems. In the eastern area of ​​the station there were three main tracks , of which track 1 was on the house platform and track 2 was on an intermediate platform . To the west of the two platform tracks was the platform-free bypass track 3 and in the southern area of ​​the station was the siding track 3a, which was connected to track 3 on both sides . To the north of this there were nine butt tracks connected to track 3 to the north , which led into the mine area at the deep tunnel and served as loading and stabling tracks for the coal trains. The southernmost dead-end track (track 4) connected to the old coal washing plant until it was demolished and was later used to assemble the coal trains to Munich. The coal trains to Augsburg departed from track 5 further north .

Platforms 2017

In the south head of the station, the siding to the main shaft (later Zieglmeierschacht) branched off from the main tracks of the station. To the south of the reception building and east of the main tracks were two loading tracks , which opened up the loading route with the scales and the goods shed. The loading tracks were connected to the siding on one side towards the south and could therefore only be reached from the rest of the station area by changing the direction of travel in the siding. To the north of the reception building there was another loading track with a loading ramp, which was connected to track 1 on one side to the south.

After the mine was closed and the rest of the freight traffic stopped, the tracks were gradually dismantled from the 1980s onwards. In 2014, the last remains of the coal loading tracks and the remaining northern switch to track 3, which last served as a one-sided siding, were removed. Since then, only the continuous main track 1 on the house platform and the siding track 2 on the intermediate platform were available. The platforms were both 165 meters long and 18 centimeters high, the intermediate platform was connected to the house platform by means of a rail-level transition via track 1.

From July to September 2019, as part of the ESTW conversion, Deutsche Bahn built a new 109 meter long and 38 centimeter high temporary central platform between the two main tracks instead of the previous platforms. For this purpose, track 2 had to be swiveled to the west over a length of 500 meters.

Signal boxes and signals

Southern group exit signal and former signal box II

Until the 1930s, the points and signals at the station were set on site by point attendants . At the end of the 1930s, the Deutsche Reichsbahn put three new mechanical signal boxes of the standard design into operation. The command signal box Pf was housed in a simple signal box front building with a pent roof on the reception building. The Deutsche Reichsbahn erected two identical single-storey buildings with a gable roof for the guard interlockings I and II. Signal box I was located in the north head of the station on the west side of the tracks, while signal box II in the southern area of ​​the station was also to the west of the tracks.

Around 1976 the Deutsche Bundesbahn simplified the interlocking facilities of the station. The two guard interlockings in the north and south end of the station were shut down and the interlocking systems for setting the remaining points and signals were relocated to the central command interlocking Pf in the front of the interlocking. Signal box I was used as a barrier post for the Sulzer Straße level crossing for a few years after it was closed . The no longer used buildings of the interlockings are in a dilapidated state.

Until 2019, the Peißenberg train station was equipped with form signals . The north and south exits of the station were each secured by a group exit signal . A simultaneous entry of the trains at train crossings was therefore not possible.

On July 29, 2019, Deutsche Bahn decommissioned the mechanical interlocking and converted the station to electronic interlocking technology by September 9, 2019 . An ESTW-R was built at the Peißenberg train station, housed in a modular building at the Sulzer Strasse level crossing and controlled from an operator station in the Weilheim ESTW .

traffic

passenger traffic

On May 15, 1879, the Royal Bavarian State Railways began regular passenger traffic at Sulz station. From then on, the station was the terminus for passenger trains from Weilheim and Munich . In the 1914 summer timetable, eight pairs of trains from Weilheim ended in Peißenberg on weekdays and nine on Sundays and public holidays. From January 11, 1917, continuous passenger trains ran from Weilheim via Peißenberg to Schongau . After the electrification between Weilheim and Schongau in 1925, a change of locomotive from steam to electric locomotives took place on the through passenger trains , for which a stop of up to 15 minutes had to be made at the Peißenberg station. In 1939 seven trains from Weilheim to Schongau and six trains in the opposite direction stopped in Peißenberg every day. Two other pairs of trains only ran between Weilheim and Peißenberg.

With the conversion of most passenger trains to Uerdingen rail buses , the Deutsche Bundesbahn no longer changed locomotives in Peißenberg from the 1950s onwards. In the 1971 summer schedule, seven pairs of trains stopped in Peißenberg on weekdays between Weilheim and Schongau, one of which was tied through the Kaufbeuren – Schongau line to Kaufbeuren , and one pair of trains from Weilheim to Peißenberg. From 1962 to 1982 the number of tickets sold at Peißenberg station fell from 75,000 to 33,600 per year. In 1985, DB completely stopped passenger traffic on weekends. With the introduction of the Werdenfels cycle, regional trains of the Deutsche Bahn between Weilheim and Schongau stopped daily and every hour at Peißenberg station from 1994 onwards.

LINT 41 of the BRB at the southern entrance signal

Since December 2008, trains of the Bayerische Regiobahn (BRB) have stopped in Peißenberg every hour , which run from Augsburg-Oberhausen via the Ammerseebahn and Weilheim train station to Schongau. The hourly train crossings take place at Peißenberg station . In the afternoon rush hour , additional repeater trains from Geltendorf end in Peißenberg station, which run every half hour on this section.

The Peißenberg station is on the route book route 962 Weilheim – Peißenberg – Schongau of the Deutsche Bahn.

Freight transport

On August 1, 1875, goods traffic was started at the Sulz works station, which was initially only used for the mine. From September 16, 1875, trains in Sulz were regularly loaded with the pitch coal extracted from the mine . In addition, freight trains with pit wood and other materials for the mine in Sulz arrived. From 1879 on, the Bavarian State Railways also used the station for local freight traffic, mainly agricultural products and wood were loaded. After the completion of the coal washing plant at the Tiefstollen in October 1907, the freight wagons could from then on be loaded with pitch coal directly within this facility. The heavy coal trains ran from Peißenberg mainly on the Munich – Garmisch-Partenkirchen railway to Munich and on the Ammerseebahn to Augsburg. From 1915, the Peißenberg train station also served the rail connection to the main shaft, via which timber and machines were delivered and the coal extracted.

In the years after the First World War , coal traffic in Peißenberg increased sharply, and in 1929 580,000 tons of coal were transported away annually. With the electrification, the Deutsche Reichsbahn hauled the coal trains between Peißenberg and Weilheim with electric locomotives from 1925. Since the siding was not electrified, the shunting trips between the Peißenberg train station and the mine site were still carried out with steam locomotives. After the construction of the new coal washing plant at the main shaft by 1928, the entire coal loading was relocated from the train station to the new facility, at Peißenberg station only the coal trains were put together. From the 1950s, diesel locomotives were used between the station and the main shaft.

In 1962, the Deutsche Bundesbahn handled around 1,300 tonnes of general cargo at Peißenberg station. 500 loaded wagons arrived in Peißenberg for local freight traffic. In 1962, 444,512 tons of coal were loaded into 17,509 freight cars in mining. In 1970 the German Federal Railroad stopped loading general cargo at Peißenberg station. With the closure of the Peißenberg mine in 1971, coal traffic ended. Most recently, the DB handled an average of 200 wagons a day in Peißenberg and put together seven to eight coal trains. The rail connection to the main shaft was continued to be used by the Peißenberg power station on the mine site , to which freight trains with heavy fuel oil ran. In 1982, 350 freight wagons were handled annually in Peißenberg. In the 1980s, the Deutsche Bundesbahn completely stopped local freight traffic in Peißenberg. What remained were the freight trains to the power plant, which transported light heating oil from 1991 onwards . In 2000 the power plant was shut down and the operation of the siding ended. Since then there has been no more freight traffic in Peißenberg.

literature

  • Peter Rasch: The branch lines between Ammersee, Lech and Wertach. With the Ammerseebahn, Pfaffenwinkelbahn & Co around the Bavarian Rigi . EOS Verlag, St. Ottilien 2011, ISBN 978-3-8306-7455-9 , pp. 176-181 .
  • Max Biller: Railway . In: Market Peißenberg (Ed.): Peißenberger Heimat-Lexikon . 2nd Edition. St. Ottilien 1984, p. 70-80 .

Web links

Commons : Bahnhof Peißenberg  - Collection of images, videos and audio files

Individual evidence

  1. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 159 .
  2. ^ Sabine Vetter: First stop: Unterpeißenberg. In: Münchner Merkur , February 1, 2016, accessed on October 9, 2017.
  3. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 176-177 .
  4. ^ Biller: Railway . In: Peißenberger Heimat-Lexikon . 1984, p. 74-76 .
  5. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 192 .
  6. ↑ a b c d MBC Pfaffenwinkel: History of the Peißenberg station. In: mbcpfaffenwinkel.de , accessed on October 7, 2017.
  7. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 177-179 .
  8. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 193-194 .
  9. ^ Biller: Railway . In: Peißenberger Heimat-Lexikon . 1984, p. 79-80 .
  10. ↑ a b Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 166 .
  11. ↑ a b c Werner Bommersbach: The Peißenberg station. In: pfaffenwinkelbahn.com , accessed on October 7, 2017.
  12. ↑ a b Alwin Reiter: How Sulz Station became Peißenberg Station ( Memento from July 8, 2017 in the Internet Archive ). In: pfaffenwinkelbahn.de .
  13. ↑ a b c Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 180-181 .
  14. ^ Deutsche Bahn: Official opening of the video travel centers in Schongau and Peißenberg ( Memento from September 7, 2017 in the Internet Archive ). In: deutschebahn.com , press release from May 17, 2016.
  15. ↑ a b Deutsche Bahn: Conclusion for a 10 million euro investment in the summer holidays on the Pfaffenwinkelbahn Weilheim - Schongau. In: deutschebahn.com , press release from June 23, 2019, accessed on September 9, 2019.
  16. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 177 .
  17. ↑ a b Biller: Railway . In: Peißenberger Heimat-Lexikon . 1984, p. 78-79 .
  18. ↑ Pro Bahn : Peißenberg station: ticket office until April 2011. In: pro-bahn.de , November 27, 2018, accessed on September 18, 2019.
  19. ↑ a b Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 179 .
  20. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 180 .
  21. ↑ DB Station & Service: Station equipment Peißenberg ( memento of August 26, 2019 in the Internet Archive ). In: deutschebahn.com , July 5, 2019.
  22. ↑ a b Federal Railway Office : Planning approval for the project “Bf Peißenberg, track plan change to track 2 and change to the level crossing“ Sulzer Straße ”in km 8.765 of the line 5450 Weilheim (Obb) - Peißenberg” (PDF; 616 kB). In: eba.bund.de , March 6, 2019, accessed on September 9, 2019.
  23. ^ Holger Kötting: List of German signal boxes. In: stellwerke.de , October 26, 2015, accessed on October 7, 2017.
  24. ^ Frank Pfeiffer: Signal boxes and block points. In: along-der-gleise.de , January 8, 2019, accessed on January 12, 2019.
  25. ↑ Hendschels Telegraph May 1914: 1937a Weilheim – Peißenberg – Schongau. In: deutsches-kursbuch.de , accessed on October 9, 2017.
  26. ^ German course book summer 1939: 404c Weilheim (Oberbay) –Peißenberg – Schongau. In: deutsches-kursbuch.de , accessed on October 10, 2017.
  27. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 163-165 .
  28. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 364 .
  29. ^ Biller: Railway . In: Peißenberger Heimat-Lexikon . 1984, p. 78-80 .
  30. ^ Rudolf Müller: 135 years of the Peißenberg coal mine: Bayerische Berg-, Hütten und Salzwerke AG 1837–1972 . Books on Demand, 2013, ISBN 978-3-8423-1280-7 , pp. 42 .
  31. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 162 .
  32. ^ Ludwig Degele: The railway in the district of Weilheim-Schongau . Self-published, Weilheim 1981, p. 121 .
  33. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 192-194 .
  34. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 176-180 .