Munich-Pasing

	S-Bahn main line from Munich East
	Sendlinger clasp from Munich-Mittersendling
0.000	Munich-Pasing	527 m
	to Mammendorf , to Buchloe
1.536	Munich Westkreuz (since 1970)	530 m
	according to Gauting
3.300	to the AW München-Neuaubing (until 2015)
3.435	Munich-Neuaubing
4.301	Munich-Freiham Hp (since 2013)
5.262	Munich-Freiham ( PV until 1975)
	Rail connection for the Krailling tank farm
6.108	Harthaus (since 1947)
7,990	Germering-Unterpfaffenhofen	540 m
11.978	Geisenbrunn	572 m
14.010	Gilching-Argelsried	561 m
15.088	Neugilching (since 1972)
16.150	Weichselbaum (1936–1972)
	Siding Dornier works
16.400	On the Vistula tree
18,859	Weßling (Oberbay)	591 m
22.791	Steinebach (formerly Bf)	582 m
25,498	Seefeld-Hechendorf	559 m
30.946	Herrsching	540 m

The Munich-Pasing – Herrsching line is an electrified 30.946 kilometer main line in Upper Bavaria . It runs as a branch line from Munich-Pasing via Germering , Gilching and Weßling to Herrsching on the banks of the Ammersee . The line is operated by DB Netz AG and has two tracks between Munich-Pasing and Weßling (Oberbay) .

The Royal Bavarian State Railways put the line into operation in 1903 as a local railway . Due to its great importance in excursion traffic from Munich to the Fünfseenland , it was given a second track between Pasing and Freiham in 1913 and was electrified along its entire length by 1925. The route has been served by the Munich S-Bahn since 1972 and is integrated into the Munich Transport and Tariff Association (MVV). Between 1981 and 1986 the Deutsche Bundesbahn gradually equipped the Freiham – Weßling section with a second track, while the Weßling – Herrsching section is still single-track.

history

Planning and route variants

At the beginning of the 1880s there were first efforts to build a railway line from Munich to the Ammersee . On June 12, 1881, Clemens Maria zu Toerring-Jettenbach applied for the construction of a secondary railway from Pasing to Ried near Herrsching am Ammersee , which should open up his Seefeld Castle . The Bavarian Parliament rejected a funding of this project, but in 1884 from.

Projects Pasing – Stegen and Aubing – Herrsching with variants near Steinebach and the unrealized extension to Wielenbach

From the middle of the 1890s, various interest groups campaigned for a local railway to the Ammersee. The primary goal was to open up the Ammersee for excursion traffic from Munich. A public discussion began about the route, since the endpoints of the route were Stegen at the northern end of the Ammersee and Herrsching on the east bank. Committees were established for both variants and submitted their respective petitions to the state parliament in 1895. Reichsrat Hugo Ritter von Maffei , the owner of the Ammersee-Amperschifffahrt , spoke out in favor of the end point Stegen. Stegen was the starting point of the Ammersee shipping and therefore enabled, in the opinion of the proponents, a better and more even development of the villages on both banks of the Ammersee. In addition, the route to Stegen was shorter and more direct than the Herrschinger variant. In contrast, the proximity to the popular excursion destination Andechs spoke in favor of the Herrsching endpoint . The short distance to the Munich – Buchloe railway line and the planned Mering – Weilheim local railway on the west bank of the Ammersee were seen as a disadvantage of the Stegen variant , while a route to Herrsching would connect a previously under-developed area. Hugo von Maffei only wanted to cede the necessary land in his Freiham , Kleßheim and Wandlheim properties for a route to Stegen. The Herrsching Railway Committee therefore planned, instead of the line beginning in Pasing, a line running further north with a branch from the Munich – Buchloe line in Aubing . The Reichsrat Hans Veit zu Toerring-Jettenbach , as spokesman for the Herrsching Railway Committee, made 10,000 marks available for the implementation of this variant.

On March 14, 1896, the Bavarian State Parliament dealt with the railway project and, due to the greater development effect, made a preliminary decision for the route to Herrsching. The Minister Friedrich Krafft von Crailsheim advocated starting the line in Aubing in order to relieve the Pasing station . In 1898 the two interest groups finally agreed on the Herrsching endpoint. Since the desired end point of Stegen could not be implemented, Maffei now assured a free assignment of his reason for the Herrschinger variant, so that Pasing was again provided as the starting point. This enabled a parallel route to the Munich – Starnberg railway line on the first kilometer of the route .

Track construction

On March 2, 1900, the state parliament finally granted approval for the construction of the local railway, for which it estimated construction costs of three million marks. However, proposals for electrification and the construction of a two-track main line were rejected. The Bavarian Prince Regent Luitpold approved the construction of the route on June 30, 1900. In the summer of 1900, the Royal Bavarian State Railways began with the detailed planning for the route. The route was divided into six construction lots for the construction . On April 25, 1901, construction work began on the first construction lot near Pasing. This enabled the construction site of the central workshop in Aubing , which was approved in 1900, to be connected to the rail network in the same year. In order to enable the use of main railway vehicles with higher axle loads , the local railway received a main railway superstructure using old rails.

However, after the start of construction in 1901, discussions continued about the route in the southern section between Weßling and Herrsching: In the area of the Wörthsee , variants via Walchstadt , Schluifeld and Steinebach were considered. The decision was made in favor of a route between the towns of Steinebach and Auing with a train station in Steinebach . For this purpose, the originally planned route via Oberalting and along the east bank of the Pilsensee was changed in favor of a route on its west bank.

Construction work to cut through the Meilinger Höhe (1902)

In June 1902, the Bavarian State Railways were finally able to start construction work between Weßling and Herrsching. Major earthworks were necessary for the piercing of the Meilinger Höhe and the embankment of railway embankments near Auing, in the Herrschinger Moos and on the site for the Herrsching train station . The masses of earth were transported with steam-powered field railways . An average of 200 workers were involved in the construction work.

The section from Pasing to Weßling was completed in the summer of 1902, but has not yet been put into operation. On June 23, 1903, the Royal Bavarian State Railways carried out the first test drive for the technical acceptance of the entire route. Overall, the construction costs for the local railway amounted to 2,757,274 marks, of which those interested in the construction of the railway had to pay 189,112 marks.

Start of operation and first extensions

Passenger train hauled by steam locomotive on the banks of the Pilsensee , in the background Herrsching and Andechs Monastery (postcard from 1905)

One day before the opening, on June 30, 1903, four special trains were used to transport school children on the route. On July 1, 1903, the Royal Bavarian State Railways officially opened the local railway from Pasing to Herrsching. At the beginning, three passenger trains and two freight trains ran in each direction on working days, the maximum speed was 40 km / h. Although two additional bathing trains were used on the weekends in summer, the route was often congested during this time of year. In the very first year it was the busiest local railway line in the region with 126,275 passengers. In the first full year of operation, 1904, 267,661 passengers used the route, so that the Bavarian State Railways were able to generate a surplus of 84,317 marks. The number of annual passenger kilometers rose from 5.2 to 10.3 million by 1910, so that the route to Herrsching in 1910 was the most economical local railway in Bavaria with a surplus of 98,464 marks.

Due to the high volume of traffic, especially in excursion traffic, the Royal Bavarian State Railways had to keep increasing the number of trains. However, the capacity of the railway systems was insufficient for the increased train traffic, so that expansion measures were necessary. From 1905 to 1906, the Bavarian State Railways expanded Herrsching station to include additional sidings . In 1906, minor reworking of the track increased the maximum speed on the line from 40 km / h to 70 km / h. Due to the fact that the maximum speed of 40 km / h permitted by local railways was exceeded , the line was henceforth run as a mainline branch line. To increase the line capacity on, the Bavarian State Railways endowed 1906-1910 all stations with mechanical interlocking and signaling systems and built in Freiham , Steinebach and Seefeld-Hechendorf additional sidings .

For the under construction Centralwerkstätte Aubing the Royal Bavarian State Railways took on 20 November 1905 between Pasing and Freiham at the junction of the plant How to track the breakpoint central workshop Aubing in operation. The Centralwerkstätte itself started operations on October 1, 1906. The supply trips to the Centralwerkstätte led to another bottleneck on the single-track route. The Royal Bavarian State Railways therefore decided to double-track the local railway on this section. The second track between Pasing and Freiham station went into operation on July 23, 1913. Plans to continue the second track to Weßling and to equip the line with a route block were not initially implemented.

During the First World War there was a shortage of vehicles, so the number of trains had to be reduced. From October 1, 1918, the Bavarian State Railways operated the Pasing – Freiham section temporarily on a single track, but resumed double-track operation after the end of the war.

Electrification and World War II

Starting in 1904, Oskar von Miller, on behalf of the Royal Bavarian State Ministry for Transport Affairs, made the first calculations for the electrification of the Pasing – Herrsching local railway, but these were initially not pursued. In the early 1920s, the Deutsche Reichsbahn decided to electrify the Herrschingen line, which was heavily used by excursion traffic, together with the Munich – Garmisch-Partenkirchen , Tutzing – Kochel and Weilheim – Peißenberg lines. Construction work began in the summer of 1924; Most of the catenary masts were up by September 30th. The costs for electrification totaled 1,131,800 gold marks. The Deutsche Reichsbahn-Gesellschaft (DRG) carried out the first electric test drives from January 1925.

On August 1, 1925 (according to other information on May 27, 1925) the DRG began regular electric train operations between Pasing and Herrsching. At the same time, it introduced a new timetable concept that roughly doubled the number of trains on the route. Due to the better acceleration and higher speed of the electric locomotives, the travel time could be reduced by 20 minutes.

From 1915, residents of the southeastern Ammersee shore tried to extend the route from Herrsching via Aidenried and Vorderfischen to Wielenbach on the Ammerseebahn Mering – Weilheim. At a meeting on November 24, 1926, the localities interested in railway construction decided to start planning work. However, as the route was judged to be uneconomical and the required financial resources were lacking, the project was not implemented.

In the course of the S-Bahn project for Munich developed from 1938 , the Deutsche Reichsbahn planned a 20-minute cycle to Unterpfaffenhofen-Germering and a 60-minute cycle to Herrsching. For this purpose, the single-track section from Freiham to Herrsching should be expanded to double-track. In the course of the Second World War , these plans were discontinued in 1941.

During the Second World War, the line was increasingly the target of air raids from 1944 onwards, as it connected several strategically important companies with the Neuaubing repair shop, the Krailling tank farm of the Economic Research Association and the Dornier works . Due to damage to the electrical overhead line, the Deutsche Reichsbahn often had to resort to the use of steam locomotives. Neuaubing station was badly damaged in an air raid by the United States Army Air Forces on July 21, 1944 . On April 29, 1945, the Deutsche Reichsbahn stopped train traffic on the line; by April 30, the route was taken by American troops. On July 23, 1945, the train service between Pasing and Herrsching was resumed.

On June 19, 1951, a serious railway accident occurred at a level crossing near Herrsching am Ammersee . When a truck with 24 trippers crossed the level crossing, the barriers of which were not closed, it was hit by a train. 16 people died.

1953 sparked German Federal Railways responsible for the route Bahnmeisterei the station Herrsching and ordered the route of the railroad board in Munich-Pasing to. Due to the high volume of traffic, the Deutsche Bundesbahn upgraded the Pasing – Herrsching line from a branch line to a main line on August 15, 1957 . In the 1950s, the carriage of rail mail between Munich and Herrsching ended.

Expansion for S-Bahn operations

Herrsching station with raised S-Bahn platform and class 420 railcars (1982)

In 1959, the Deutsche Bundesbahn again started planning a Munich S-Bahn network into which the Pasing – Herrsching line was to be integrated. In 1969 the line was converted for S-Bahn operations. In the first 1.5 kilometers, the Herrsching line was merged with the Pasing – Gauting suburban railway and only branched off from the suburban railway from May 31, 1970 at the newly built Munich Westkreuz stop . The stations along the route were given new 76 cm high platforms and at the Unterpfaffenhofen-Germering, Gilching-Argelsried , Weßling and Steinebach train stations, platform entrances were set up without any height . In addition, the Deutsche Bundesbahn expanded the Unterpfaffenhofen-Germering and Gilching-Argelsried stations with an additional third track. The platform barriers were lifted at all stations. On May 1, 1972, the Deutsche Bundesbahn shut down the Weichselbaum stop as part of the construction of the S-Bahn and opened the new Neugilching stop about a kilometer to the northeast . On May 28, 1972, the Deutsche Bundesbahn started operating the Munich S-Bahn. From the start of S-Bahn operations, the line to Herrsching was fully integrated into the new Munich Transport and Tariff Association (MVV).

The power supply was no longer sufficient for the higher energy requirements of the 420 series S-Bahn railcars with an hourly output of 2400 kW, so that initially no long trains consisting of three units could run on the route. As a makeshift, the Deutsche Bundesbahn set up a mobile substation at the Geisenbrunn stop in 1972 .

Due to the S-Bahn operation and the population growth in the towns of Harthaus , Unterpfaffenhofen , Germering , Gilching and Argelsried, there was a sharp increase in passenger numbers, which increased from 33,370 to 43,950 per day between 1973 and 1982. The single-track route was increasingly overloaded, so that further expansion of the route infrastructure was necessary. In order to be able to achieve a fixed 10-minute cycle on the entire route, the Deutsche Bundesbahn planned from 1973 as part of the second expansion stage of the Munich S-Bahn to double-track the route from Freiham to Herrsching. At the end of 1980, the Deutsche Bundesbahn and the Free State of Bavaria signed the contract to expand the line. Construction work began in 1981 and was carried out without interrupting operations. In the course of the double-track expansion, the Deutsche Bundesbahn replaced six level crossings with height-free crossing structures, so that the barriers in Harthaus, Germering and Gilching could be omitted. The track systems in Unterpfaffenhofen-Germering, Gilching-Argelsried and Weßling were adapted for double-track operation and additional platforms were built in Harthaus, Unterpfaffenhofen-Germering, Geisenbrunn and Neugilching. In addition, the Deutsche Bundesbahn replaced the previous overhead line, some of which dated from 1930, with a new type Re 160 standard overhead line . In addition, the route was upgraded for a top speed of 120 km / h. In 1985 the Deutsche Bundesbahn put two pushbutton interlockings in Weßling and Herrsching into operation, which replaced the remaining mechanical interlockings along the route. Instead of the temporary mobile substation, a stationary substation started operations in Geisenbrunn in 1985 .

After three years of construction, the Deutsche Bundesbahn put the second track between Freiham and Unterpfaffenhofen-Germering into operation on September 27, 1984. From September 3, 1985, the section from Gilching-Argelsried to Weßling was double-tracked. On the intermediate section from Unterpfaffenhofen-Germering to Gilching-Argelsried, the German Federal Railroad finally started double-track operation on December 22, 1986. The expansion made it possible to shorten the travel time on the route for the timetable change on May 28, 1987 by six to eight minutes and introduce a full-day, 20-minute cycle to Weßling. The double-track expansion of the last section from Weßling to Herrsching, however, has been postponed, so that this section is still only single-track; the only exception is the Seefeld-Hechendorf station used for the train crossings .

As a result of the expansion, the number of passengers on the Pasing – Herrsching route increased from 43,655 to 45,250 per day between 1987 and 1992. By 2001 the load factor increased further to 46,750 passengers per day.

On June 12, 2012 due to major new construction projects started in Freiham the construction work for the new S-Bahn stop Munich Freiham . It is located in the center of the district, one kilometer east of the old Freiham train station , which is no longer used by passengers . The breakpoint was put into operation on September 14, 2013.

As part of the planning for the second main line of the Munich S-Bahn , the Free State of Bavaria and the Federal Ministry of Transport decided on October 25, 2016 to expand the Pasing – Herrsching railway line through several network-enhancing measures that enable the access offer to be increased. The level junction of the Herrsching line from the suburban railway Munich – Gauting in Westkreuz is to be replaced by a flyover structure when construction begins in 2024 . In Weßling station, the construction of a stump track for parking and turning S-Bahn trains west of the central platform and a barrier-free expansion is planned from 2023. Between Steinebach and Seefeld-Hechendorf, Deutsche Bahn is planning to build a second track as an encounter section from 2023 and to expand the Steinebach stop into a transfer point with two new outer platforms. The extensions should be completed at the latest when the second trunk line opens.

Route description

course

Elevation profile of the Pasing – Herrsching route

The railway line began until 1970 at line kilometers 0.0 in Pasing station . It threaded between the suburban railway Munich – Gauting and the railway line Munich – Buchloe in a north-westerly direction from the station and turned parallel to the suburban railway and the railway line Munich – Garmisch-Partenkirchen to the south-west. Since 1970, the Herrsching route has started at 1.536 km at the stop with the Westkreuz junction . To the south of the stop, it leaves the route of the suburban railway, crosses Bodenseestrasse and swings in a tight curve to the west. In the south of Neuaubing , parallel to Bodenseestrasse, it runs north past the former Neuaubing sleeping car repair shop and north of the former Neuaubing repair shop it reaches Munich-Neuaubing train station at kilometer 3.435. Passing north of the Neuaubing colony , the route leaves Neuaubing and crosses the Freiham development area . In the area of Freiham train station it crosses the Munich motorway ring with a bridge . Continuing in a south-westerly direction, the line meets the Munich city limits and the settlement area of Germering at the Harthaus stop . Between Neugermering and Harthaus , the route reaches the Germering-Unterpfaffenhofen train station at kilometer 7.99 between Unterpfaffenhofen in the south and Germering city center in the north.

After 1.5 kilometers, the route leaves the local area of Germering in a left bend and leads steadily uphill between the wastelands of Wandlheim and Kleßheim . At the Parsberg ridge , the route crosses the watershed between Würm and Amper in an incision and initially turns north-westerly at Geisenbrunn . In several curves it then leads through hilly area again to the southwest and on a downward slope reaches the local area of Argelsried. After the Gilching-Argelsried train station at kilometer 14.01, the route crosses Neugilching and, after leaving the local area, leads over the A 96 motorway with a bridge . Rising again, the route runs north-west of the Oberpfaffenhofen airfield via the town of Weichselbaum in a south-westerly direction, passes Oberpfaffenhofen north and reaches Weßling train station at 18.859 kilometers.

Class 423 S-Bahn railcars at Meilinger Höhe (2015)

In a double curve, the route circumnavigates the Weßlinger See at a distance of 250 meters and reaches its highest point in the local area of Weßling at km 19.6 at 598.2 meters above sea level . Now steadily sloping, the route breaks through the ridge at the Meilinger Wald in a cut and approaches the Wörthsee in several curves up to 900 meters . After the Steinebach train station, it turns south at Auing and leads on a railway embankment through the hilly terrain. On the northern outskirts of Hechendorf , it swings again to the southwest in a right-hand bend and reaches the west bank of the Pilsensee , 700 meters south of the Seefeld-Hechendorf train station , which it follows for 2.5 kilometers. At the southern end of the Pilsensee, the route turns south again and crosses the Herrschinger Moos on a railway embankment . At kilometer 30.0, continuing on a dam, it enters the local area of Herrsching and reaches its terminus at Herrsching east of the Ammersee at kilometer 30.946 at an altitude of 539.8 meters above sea level.

Operating points

From 1903 to 1970, the Munich-Pasing train station ( Lage ) was the starting point of the railway line to Herrsching. The Munich-Augsburger Eisenbahn-Gesellschaft opened the Pasing stop in 1839 on the Munich – Augsburg line. With the opening of the Munich – Starnberg railway line in 1854, it became a train station and received its first station building . In 1873 the Royal Bavarian State Railways put the Munich – Buchloe railway line into operation and built a new, larger reception building that is still in operation today. The railway station's tracks were moved north in the 1950s.

Munich West Cross

The stop at Munich Westkreuz ( Lage ) is on the border of the Munich districts of Pasing in the east and Aubing in the west. The breakpoint was planned to develop the new settlement Am Westkreuz from 1962 and went into operation on May 31, 1970 under the name Westkreuz . With the breakpoint to coincide opened operationally branching point connected to the Herrschinger route since 1970 at the same level branches from the suburban railway Gauting. When the S-Bahn began operating on May 28, 1972, the stop was given the new name München Westkreuz . The stop has a 213 m long central platform that is partially covered. Access to the platform is via Aubinger Strasse at the north end, which crosses the tracks in the area of the stop through an underpass, and at the south end from Friedrichshafener Strasse.

Munich-Neuaubing

Munich Neuaubing train station (2010)

The Munich-Neuaubing train station ( location ) is located in the south of the Munich district of Neuaubing, north of the former Munich-Neuaubing repair shop (known as Centralwerkstätte Aubing until 1915). The Royal Bavarian State Railways put the station into operation on November 20, 1905, initially as the central workshop in Aubing . From 1906 the stopping place was equipped with a toilet building and shelters. When the Centralwerkstätte went into operation in 1906, they upgraded the Halteplatz to a train station with its own signal box, at which the connecting tracks to the Centralwerkstätte branched off east of the platform. In 1908 the Bavarian State Railways built a two-story station building with a mansard roof and renamed the station as Neuaubing on October 1, 1908 . From 1913 to 1999, the International Sleeping Car Company's repair shop was connected to Neuaubing station, and there were also siding to a gravel pit and from the 1950s to 1997 to a gas tank farm. After the double-track line expansion, the station was equipped with a house platform and an intermediate platform from 1913 .

For the S-Bahn service, the Deutsche Bundesbahn put two new, partially covered outer platforms into operation and renamed the station on May 28, 1972 in Munich-Neuaubing . After the Neuaubing repair shop was shut down in 2001, Deutsche Bahn dismantled the connecting tracks and switches to the factory premises in April 2015, and since then there has only been one non-usable switch at Neuaubing station.

Munich-Freiham Hp

The stop in Munich-Freiham ( Lage ) was opened on September 14, 2013 to connect the Freiham development area . It is about one kilometer east of the old Freiham train station and has two covered outdoor platforms.

Munich-Freiham

Reception building of Freiham train station (2019)

The Munich-Freiham train station ( Lage ) is located north of Gutshof Freiham . Initially built as a stop , it has been a train station since 1908 with a siding and signal box. When it opened, it had a single-storey reception building with wooden paneling, which was replaced by a new low-rise building around 1970. A siding to the Krailling tank farm has been branching off in Freiham since 1935 . On June 1, 1975, the Deutsche Bundesbahn stopped passenger traffic at Freiham station due to low passenger numbers; however, it is still in operation as a depot .

Harthaus

The Harthaus stop ( Lage ) is on the city limits of Munich and Germering , between the Germering districts of Harthaus in the south and Neugermering in the north. The unoccupied stop went into operation on October 5, 1947. A simple freight car box was used as the station building and served as a gatekeeper and waiting room. The stop was given a new outside platform for S-Bahn operations. With the double-track expansion, the Deutsche Bundesbahn built a second outside platform between 1981 and 1984 and replaced the car body with a single-storey brick -built building with a kiosk and toilet facilities. The level crossing and barrier post to the west of the stop was abandoned in 1984 with the completion of a street underpass.

Germering-Unterpfaffenhofen

Entrance building of the Germering-Unterpfaffenhofen train station (2013)

Germering-Unterpfaffenhofen train station ( Lage ) is located north of the formerly independent community of Unterpfaffenhofen , which was incorporated into Germering in 1978. When it opened, the station was named Unterpfaffenhofen-Germering . To the north of the tracks he was given a two-story station building with an open waiting hall to the east, a one-story outbuilding and a goods shed with a loading ramp . In addition to the continuous main track with an intermediate platform, the station had a 330 meter long siding on the house platform. In addition, there was a loading track connected on both sides , from which two butt tracks led to the goods shed and the loading road .

For the S-Bahn operation, the Deutsche Bundesbahn equipped the station between 1969 and 1972 with a third main track and a new central platform between tracks 2 and 3, which was connected at no height via a platform underpass. As part of the double-track expansion, the Deutsche Bundesbahn dismantled the loading track between 1982 and 1984 and put an additional outside platform into operation on track 1. The local freight traffic in Unterpfaffenhofen-Germering was stopped on May 27, 1990 with the closure of the wagon load tariff point. On the initiative of the city of Germering, the station was named Germering-Unterpfaffenhofen on May 31, 1992 . By 1993, the Deutsche Bundesbahn replaced the barred level crossing in the eastern area of the station with a street underpass with direct stair access to the central platform.

Geisenbrunn

The Geisenbrunn stop ( Lage ) is in the north of the Gilching district of Geisenbrunn . The unoccupied stop initially only had a bulk platform and a milk loading ramp on the track. In 1910, the Bavarian State Railways set up a track connection to a clay works that was secured by a cover point , which was dismantled before 1938. Due to the increasing number of passengers, the community of Argelsried built a single-storey, wooden hipped roof building around 1920 with a service room and a waiting room in which a train agent was stationed to sell tickets. In 1962 the Deutsche Bundesbahn stopped selling tickets again, and the stop was no longer occupied. With the expansion of the double-track line, the Deutsche Bundesbahn put two new outer platforms into operation in Geisenbrunn in 1986.

Gilching-Argelsried

Gilching-Argelsried station (2019)

The Gilching-Argelsried train station ( Lage ) is located in the north-west of the Argelsried community , which was independent until 1978 , about two kilometers south of the old town center of Gilching . When it opened, the station had a two-storey reception building, to which the open waiting hall was connected to the northeast, as well as an outbuilding to the northeast and a goods shed southwest of the reception building. In addition to the continuous main track with an intermediate platform, there was a 388 meter long sideline on the house platform and a loading track connected on both sides with two track connections to the goods shed and the loading street. In preparation for the S-Bahn operation, the Deutsche Bundesbahn built a third main track and a new central platform between tracks 2 and 3 between 1969 and 1972, the previous platforms were dismantled. A new underpass was built to connect the central platform with no height. In the mid-1980s, the Deutsche Bundesbahn redesigned the station's track plan as part of the double-track expansion. Between 1987 and 1991 the level crossing in the north head of the station was replaced by a street underpass. From 2018 to 2020, Deutsche Bahn expanded the station to be barrier-free. The no longer used goods shed and the loading ramp were demolished in the course of the renovation in February 2018. The reception building and ancillary buildings are still there, but are no longer used for rail operations.

Neugilching

The Neugilching ( Lage ) stop went into operation on May 1, 1972 shortly before the S-Bahn began operating as a replacement for the Weichselbaum stop, which was closed at the same time. The unoccupied stop is in the center of the Gilching district of Neugilching and was initially equipped with an outside platform. With the double-track expansion, the Deutsche Bundesbahn built a second outside platform by 1985.

Vistula tree

The Weichselbaum ( Lage ) stop was about 700 meters northeast of the town of Weichselbaum . When it opened on October 5, 1936, it initially served exclusively the employees of the Dornier works near Oberpfaffenhofen and was therefore only served by individual trains in the morning and evening. On July 3, 1944, the Deutsche Reichsbahn opened the stop to general traffic, and from then on most of the trains on the route stopped in Weichselbaum. Due to the low number of passengers and the remote location, the Deutsche Bundesbahn gave up the Weichselbaum stop on May 1, 1972 and replaced it with the Neugilching stop one kilometer to the northeast. The wooden waiting hall was demolished after 1973.

At the end of the 1930s, the Deutsche Reichsbahn set up the Weichselbaum ( Lage ) junction 200 meters south of the stop , where a siding to the Dornier works and their Oberpfaffenhofen airport branched off. At the junction there was a transfer track connected on both sides. In 2003, Deutsche Bahn stopped operating the siding to the Dornier works. In 2006 the track was interrupted and in 2015 the junction was dismantled.

Weßling (Oberbay)

Reception building of the train station Weßling (2019)

The Weßling (Oberbay) ( Lage ) train station is located in the north of the municipality Weßling , about 300 meters north of the Weßlinger See . In the first few years the station was only called Weßling ; On October 1, 1912, it was renamed Weßling (Oberbay) . The three-part reception building consists of two two-story head buildings that are connected by an open waiting hall. There was also a single-storey outbuilding and a goods shed. The station was originally equipped with three main tracks, which were located on a house platform and two intermediate platforms. South of the main tracks was a loading track connected on both sides with two butt tracks to the loading road and the goods shed. As part of the expansion for S-Bahn operations, the Deutsche Bundesbahn built a central platform between tracks 1 and 2 in 1971, which can be reached free of height via an underpass, and removed the third platform track.

The second track has ended in Weßling station since 1985. With the double-track expansion, the Deutsche Bundesbahn changed the track plan of the station. A street underpass was built under the station building by 1986, which replaced two level crossings. For the construction of the underpass, the central waiting hall was demolished and rebuilt after its completion, whereby the previously open arcade arches on the track side were closed with glass walls. On March 6, 1987, the Deutsche Bundesbahn stopped wagonload traffic in Weßling and closed ticket issuing on May 27, 1990. In November 2002 the Deutsche Bahn dismantled the switch to the disused loading track. The waiting hall and the smaller front building of the reception building are owned by the community of Weßling and are used as the community library.

Steinebach

Reception building of the Steinebach train station (2013)

The former train station and today's halt in Steinebach ( Lage ) is located on the eastern outskirts of Steinebach in the municipality of Wörthsee , about 900 meters from the eastern shore of Lake Wörth . When it opened, the station was equipped with a two-storey reception building with an adjoining waiting hall, a one-storey outbuilding and a goods shed. In addition to the continuous main track on the house platform, the track system consisted of a sideline with an intermediate platform and a loading track with two track sockets connected on both sides. In 1910, the Royal Bavarian State Railways opened a second siding with another intermediate platform south of the previous tracks.

The third platform track was dismantled in the early 1960s. In 1971, the Deutsche Bundesbahn built a new central platform between tracks 1 and 2 and an underpass for the S-Bahn. In May 1983 the German Federal Railroad stopped the local freight traffic in Steinebach and subsequently dismantled the loading track. After the double-track expansion between Munich and Weßling, the train crossings were relocated from Steinebach to Weßling and Seefeld-Hechendorf. On November 1, 1986, the Deutsche Bundesbahn converted the station into a stop and dismantled the siding and the signal box. Since the platform was now accessible at ground level, the platform underpass was filled in. On July 1, 1987, the Deutsche Bundesbahn closed the ticket office and replaced the level crossing with call barrier operated from the reception building with a bridge, from then on the stop was no longer occupied.

In 1991 the Starnberg District Office placed the reception building under a preservation order . The building has been privately owned since 1992 and was used as a restaurant from 1995 to 2011. The outbuilding has also been preserved and is privately owned.

Seefeld-Hechendorf

Seefeld-Hechendorf station (2019)

The Seefeld-Hechendorf train station ( Lage ) is located on the eastern outskirts of Hechendorf , one kilometer west of Seefeld and about 700 meters north of the Pilsensee . The station, which was built as a stop, had, in addition to the continuous main track with platform, only a 236 meter long loading track connected on both sides with two butt tracks to the goods shed and the loading street. The three-part reception building with two head buildings and an intermediate waiting hall, an auxiliary building and the goods shed with loading ramp were present in the high-rise buildings. In 1908 the Bavarian State Railways built a siding with an intermediate platform and a signal box, so that the stop became a train station. Later, a 150-meter long stump track for the storage of goods wagons was also built, which branched off from the loading track.

In May 1970, the German Federal Railroad stopped general cargo loading in Seefeld-Hechendorf. For the S-Bahn service, the Deutsche Bundesbahn built a new central platform in 1971, which was initially connected via a level crossing. In 1988, a level access to the platform was finally created via an underpass. On October 1, 1988, the Deutsche Bundesbahn closed the ticket issue. With the closure of the wagon load tariff point, it ceased the local freight traffic in Seefeld-Hechendorf on August 1, 1989, and from December 1989 the station was no longer manned. As a result, the loading track was dismantled and the goods shed demolished after 1992. The reception building is owned by the Seefeld municipality, the outbuilding is no longer preserved.

Herrsching

Reception building of Herrsching station (2015)

Herrsching train station ( Lage ) is located west of the center of Herrsching , about 250 meters east of the Ammersee shore. As the terminus of the line, it received a large three-part station building and a locomotive station with a locomotive shed and turntable . The track systems of the station consisted of three main tracks, a loading track and several sidings and were extended by further sidings by 1906. After 1994, Deutsche Bahn dismantled the track system so that only the three main tracks and a central platform for the S-Bahn service are left. From 2013 to 2014, the railway facilities were moved to the north and the southern end of the station was shut down, so that the line now ends around 300 meters further north than before.

Buildings

Elevation of the reception building in Unterpfaffenhofen-Germering

The buildings along the Pasing – Herrsching local railway were planned by the structural engineering office of the General Directorate of the Royal Bavarian State Railways and built in collaboration with the Munich architect Jakob Rusch and the Dießen master builder Franz Stiegler. In terms of the size and equipment of the station buildings, the Bavarian State Railways went far beyond the local railway standard. Instead of the single-storey wooden buildings customary on local railways, most stations were given two-storey reception buildings in massive stone construction , which were designed in three differently sized types .

At the stations Unterpfaffenhofen-Germering, Gilching-Argelsried and Steinebach the Bavarian State Railways built two-storey hipped roof building with two window axes . On the side of the track, a window axis emerges in a risalit . The main building is connected to a waiting hall with a gable roof , which was opened on the track side in Unterpfaffenhofen and Gilching by three arcades and in Steinebach by four arcades . A service room and a second-class waiting room were located on the ground floor of the main building, and a service apartment on the upper floor.

Weßling and Seefeld-Hechendorf received larger buildings with a half-hip roof and three window axes. A small single-storey porch is attached to the track side. The half-open waiting hall with three arcade arches was connected to an originally single-storey building wing with a hipped roof, which contained a first-class waiting room. The main building contained two service rooms and a second-class waiting room on the ground floor, a service apartment and a service room on the upper floor, and another service apartment on the top floor. The single-storey ancillary buildings in Weßling and Seefeld-Hechendorf were later expanded with an additional upper floor.

The largest station building on the route was built at Herrsching terminus . The three-part building consists of two two-storey front buildings with a half-hipped roof and three window axes and a waiting hall with five arcade arches in between.

Two-part building with a hipped roof in Unterpfaffenhofen-Germering
Three-part building with a half-hip roof in Weßling
Large three-part building at Herrsching station

The station buildings along the route are shaped by Art Nouveau and have an asymmetrical design and a rather picturesque character. Some of the ground floor windows have wrought iron window grilles with plant motifs. Originally there were also curved plaster frames with colorful plant ornaments on all windows. This facade decoration was later removed, making the buildings appear more sober and austere than in the early days. As a further design feature, corrugated plaster panels were attached to the facades, which are still present in the arcade spandrels of the waiting halls in Steinebach and Herrsching. In the course of the establishment of mechanical signal boxes, all station buildings between 1906 and 1910 received wooden or bricked signal box porches.

The Freiham station was equipped because of their low volume of traffic with only a single-storey wooden building with a gable roof. At first there was no building at the Geisenbrunn stop, it was not until 1920 that it was given a wooden station building with a hipped roof.

The brick entrance building at Neuaubing station, which was only erected in 1908, differs architecturally significantly from the older station buildings. The building consists of a gable-independent main building and an eaves-standing side wing and has mansard roofs with a crooked hip.

Outbuilding and reception building in Seefeld-Hechendorf (1903)

The Royal Bavarian State Railways erected uniform single-storey auxiliary buildings with hipped roofs at the Unterpfaffenhofen-Germering, Gilching-Argelsried, Weßling, Steinebach and Seefeld-Hechendorf stations, in which the station toilets and laundry rooms were housed. Herrsching station received a slightly larger outbuilding . At all stations except Geisenbrunn a goods shed in timber construction with a gable roof and a loading ramp was built. Herrsching station also had a two- room engine shed with an attached residential wing, a railway maintenance office, and two service buildings built in 1910 and 1913.

The brick entrance buildings in Neuaubing, Germering-Unterpfaffenhofen, Gilching-Argelsried, Weßling, Steinebach, Seefeld-Hechendorf and Herrsching have all been preserved. The reception buildings of Steinebach and Herrsching are under monument protection . The outbuildings in Germering-Unterpfaffenhofen, Gilching-Argelsried and Steinebach are also available. The wooden station buildings at Freiham and Geisenbrunn have not been preserved.

Signal boxes and security technology

During commissioning, the points along the route were initially set on site by point attendants and the driving license was given verbally. Due to the planned increase in the maximum speed, the General Management of the Royal Bavarian State Railways decided on February 11, 1904 to equip the railway stations along the line with signal boxes and entry signals and to prepare for the installation of exit signals at a later date. Between 1906 and 1910, the Bavarian State Railways put Krauss- type mechanical interlockings with crank mechanisms into operation in the stations of Neuaubing, Freiham, Unterpfaffenhofen-Germering, Gilching-Argelsried, Weßling, Steinebach, Seefeld-Hechendorf and Herrsching built-in Bavarian shape signals .

In 1910 the Royal Bavarian State Railways set up a cover point in Geisenbrunn with the construction of a siding to a clay works . The connecting switch was secured from both directions by means of cover signals, which were operated from a corrugated iron shack.

In the course of electrification, the Deutsche Reichsbahn equipped the signal boxes on the line between 1923 and 1925 with a line block .

On June 27, 1968, the Deutsche Bundesbahn put a push-button interlocking of the Siemens type Dr S2 into operation at Gilching-Argelsried station instead of the mechanical interlocking and replaced the form signals with light signals based on the H / V signal system . The other mechanical signal boxes and form signals remained in operation after the start of the S-Bahn service. On November 22, 1977, a track plan pushbutton interlocking of the Siemens standard design Sp Dr S60 went into operation at Munich-Freiham train station , via which the switches and signals of the Neuaubing and Unterpfaffenhofen-Germering stations are remote controlled . In 1985, the Deutsche Bundesbahn finally replaced all of the mechanical interlockings remaining on the line with the installation of two track plan pushbutton interlockings of the Sp Dr S600 design, with the exception of Steinebach. First, on July 23, 1985, the lane plan signal box at Herrsching station with remote control of Seefeld-Hechendorf station went into operation, followed by the signal box at Weßling station on September 15, 1985. The 17-year-old pushbutton interlocking in Gilching-Argelsried was taken out of service at the same time and the station was now remote controlled from Weßling. The last mechanical signal box on the line in Steinebach was shut down by the Deutsche Bundesbahn in 1986 with the dismantling of the Steinebach station to the stop. From then on, the entire route was provided by three signal boxes in Freiham, Weßling and Herrsching.

From August 16, 1991, the Deutsche Bundesbahn remotely controlled the signal boxes in Freiham, Weßling and Herrsching through the operations control center (BSZ) in Munich-Pasing. This meant that operating personnel were no longer required on the Pasing – Herrsching railway line. On April 21, 2013, Deutsche Bahn replaced the operations control center with the new electronic interlocking (ESTW) Munich Southwest, which took over remote control of the existing track plan interlockings .

Vehicle use

Locomotives and passenger coaches

For the operation on the line, the locomotive factory Krauss & Comp. five wet steam - Tender locomotives of the genus D VIII to the Royal Bavarian State Railways. At the opening, 16 local rail cars of the types BL, BCL, Ci and P.Post.L were available for passenger transport. Scheduled passenger trains from a locomotive and five cars were formed, trains for the transportation of Eilstückgut also received a boxcar the genus gLMN. In addition to the genus D VIII the Bavarian State Railways strung the trains on the track, especially with a Tender locomotives of the genera B V , B VI , B VIII , B IX , C III and C IV as well as tank engines of the genera D VII , D IX , D XI and D XII .

With the start of electrical operation in 1925, the Deutsche Reichsbahn completely switched the locomotive-hauled passenger and freight trains on the line to type EP2 electric locomotives, designated as the E 32 series from 1927 . From the late 1920s, the Deutsche Reichsbahn began using two-axle all-steel wagons, so-called Donnerbüchsen , in passenger trains .

In addition to the E 32 series, electric locomotives of the E 44 , E 75 and E 91 series from the Munich Hbf railway depot were used in freight transport . In 1938, the Deutsche Reichsbahn also used the E 60 series electric shunting locomotives between Munich-Laim and Herrsching. The tank car trains to the Krailling tank farm were pulled by Wehrmacht WR 360 C 14 locomotives on the siding from Freiham station .

As a result of rising passenger numbers increased train weight, the German Federal Railroad began in 1952 a few passenger trains an additional preload locomotive series E 32 a. On May 23, 1954, the Deutsche Bundesbahn introduced push-pull train operations between Munich and Herrsching. The push-pull trains were made up of center entry cars and, from 1955, three-axle conversion cars , which were hauled by locomotives of the E 44 G series. At the same time, the E 32 series ended on the line. From 1957, the German Federal Railroad placed in front of the push-pull trains unit electric locomotives of the series E 41 a. With the start of S-Bahn traffic, the use of locomotive-hauled passenger trains largely ended. Only on the S-Bahn supplementary trains to Unterpfaffenhofen-Germering were n-car sets used, which in the 1975 and 1976 timetable years were still pulled by express locomotives of the E 16 series , and later by standard electric locomotives.

The transfer trips to the Neuaubing repair shop and the tank car trains to the Krailling tank farm were partly hauled by the Deutsche Bundesbahn with steam locomotives until the 1960s. Then the class E 41 and diesel locomotives of the classes V 160 and V 60 were used in front of these trains . Until 1971, the Deutsche Bundesbahn still used the E 75 series before handover trains to Herrsching.

DB Cargo uses diesel locomotives of the 294 series in front of the transfer trains to the tank farm and liquid gas storage facility in Krailling , until around 2010 locomotives of the V 60 series were in use.

Railcar

Class 420 railcars at Herrsching station (1989)

From 1906 the Royal Bavarian State Railways between Munich and Mr. Ching put the newly purchased for the Munich suburban four-axle steam railcar of the genus MCCI one. Four steam railcars were converted to electric railcars with the numbers elT 701–704 (from 1940: ET 85 01–04) in 1924 and continued to be used on the Herrsching line after electrification. The Deutsche Bundesbahn used the railcars between Munich and Weßling until 1956. From June 1956 to May 20, 1957, the ET 30 series electric multiple units, which were only temporarily stationed at the Munich main station, were in use on the route . Between 1958 and 1961, railcars of the ET 32 series ran in suburban traffic to Unterpfaffenhofen-Germering .

With the start of the S-Bahn service on May 28, 1972, the three-part S-Bahn railcars of the 420 series took over passenger transport on the line. Only the works passenger trains to the Neuaubing repair shop were driven with class 485 railcars until 1974 . On June 21, 2003, Deutsche Bahn switched the S 5 Ebersberg – Herrsching as the last Munich S-Bahn line from the 420 series to the new four-part electric multiple units of the 423 series . Since April 2019, railcars of the 420 series have been in use again on the amplifier trains to Weßling.

traffic

passenger traffic

In the first timetable from July 1, 1903, the Royal Bavarian State Railways used three pairs of trains daily between Munich and Herrsching, which began at the Starnberg wing station of the Munich Central Station and served all intermediate stations on the route. On Sundays and public holidays in summer, two additional bathing trains ran in good weather, which only stopped in Pasing, Weßling and Seefeld-Hechendorf. The regular passenger trains needed about 90 minutes for the route Munich Centralbahnhof – Herrsching, while the bathing trains covered the distance in 72 minutes. The fare for a single journey from Munich to Herrsching in the opening year was 2.10 marks in the second and 1.40 marks in the third class ; First class cars were not carried.

Due to the high number of passengers, the Royal Bavarian State Railways expanded the train service to eight pairs of trains per day by 1906. By expanding the route, the travel time could be reduced to 71 to 76 minutes for the regular trains and 55 to 63 minutes for the bathing trains by 1914. In the 1914 summer timetable, eight pairs of trains continued to run daily between Munich Hbf and Herrsching, some of which served all stations and some of them between Pasing and Weßling without stopping. On Sundays and public holidays, the Bavarian State Railways deployed seven additional bathing trains in the direction of Herrsching and five in the direction of Munich, most of which only stopped at the intermediate stations Pasing, Weßling, Steinebach and Seefeld-Hechendorf. In addition, a pair of trains from Munich Hbf to Weßling and three pairs of trains in suburban traffic from Munich Hbf to Freiham were planned. During the First World War, the Bavarian State Railways reduced the number of trains to four pairs of trains on working days and six on Sundays and public holidays due to a lack of vehicles by 1918.

With the start of electrical operation, the Deutsche Reichsbahn was able to reduce the travel time of regular trains to 54 to 63 minutes for the 1925 summer timetable and significantly increase the number of trains. From then on, all trains began in the Starnberg wing station of Munich's main train station and were mostly routed to Pasing via the suburban railway . 14 pairs of trains now ran between Munich Hbf and Herrsching on weekdays and up to 16 pairs of trains on Sundays and public holidays in summer if the weather was good. In addition to the through trains, two pairs of trains ran between Munich and Weßling, eleven pairs of trains to Unterpfaffenhofen-Germering, two to Freiham and two more to Neuaubing. In the 1930s, the Deutsche Reichsbahn further expanded the train service so that in the 1939 summer timetable between Munich and Herrsching, up to 18 pairs of trains were used on weekdays and up to 22 pairs of trains on Sundays and public holidays. Suburban traffic was expanded to 17 train pairs from Munich to Unterpfaffenhofen-Germering and four train pairs to Freiham by 1939. During the Second World War, the Deutsche Reichsbahn reduced the supply and stopped the bathing trains for the most part. In 1943, 14 pairs of trains were still in use between Munich and Herrsching on weekdays.

In the post-war period, the number of trains initially remained lower than before the war. At the beginning of 1946, only five pairs of trains ran the entire route, followed by 14 pairs in 1947. Due to the increasing number of passengers, the Deutsche Bundesbahn improved the train service again until the 1950s. From the beginning of the 1950s, the Deutsche Bundesbahn ran individual trains between Munich and Herrsching as local express trains (N) with fewer intermediate stops and a journey time reduced to 50 minutes, while the journey time of regular trains was around 60 minutes. In the 1953 summer schedule, the Deutsche Bundesbahn operated from Monday to Friday 19 and on the weekend up to 20 pairs of trains between Munich Hbf and Herrsching, so that Herrsching was connected about every hour at most times of the day. These were reinforced on weekdays by a pair of trains from Munich to Weßling, three to Gilching-Argelsried, nine to Unterpfaffenhofen-Germering and a pair of trains to Neuaubing. In the following years the number of trains remained largely constant until 1972.

With the commissioning of the Munich S-Bahn, the Deutsche Bundesbahn introduced a regular schedule on the Pasing – Herrsching line. From May 28, 1972, line S 5 ran every 20 minutes from Munich Ostbahnhof to Unterpfaffenhofen-Germering and every 40 minutes to Herrsching. In the morning and afternoon rush hour, the 20-minute cycle was extended to Herrsching. In addition, the Deutsche Bundesbahn used individual local trains as amplifiers in the S-Bahn supplementary traffic between Unterpfaffenhofen-Germering and Munich-Pasing, which continued from Pasing without stopping to Munich Hbf or via the Sendlinger Spange to Deisenhofen and Höllriegelskreuth . Until 1974, a pair of trains operated company passenger transport from Pasing to the Neuaubing repair shop.

From 1981 the Deutsche Bundesbahn tied a few trains of the S 5 from Munich Ostbahnhof on to Giesing and occasionally through to Deisenhofen. With the completion of the two-track expansion, a continuous 20-minute cycle to Weßling was offered from 1987 and the individual amplifier trains were also extended from Unterpfaffenhofen-Germering to Weßling. In May 1992 the Deutsche Bundesbahn exchanged the eastern endpoints of lines S 4 and S 5; henceforth the S 5 ran every 20 minutes from Weßling to Grafing Bahnhof and every 40 minutes from Herrsching to Ebersberg.

As part of another line swap, the S 5 drove from Herrsching to Holzkirchen from December 12, 2004. At the same time, the Deutsche Bahn introduced a 10-minute cycle in the rush hour between Germering-Unterpfaffenhofen and Deisenhofen instead of the individual amplifier trains. When the timetable changed in December 2009, the line designation S 5 was canceled, since then the Munich-Pasing – Herrsching line has been served by the S 8 from Munich Airport to Herrsching. In winter there is a 20-minute cycle to Weßling and a 20/40 minute cycle to Herrsching. In summer, trains run every 20 minutes along the entire route. During rush hour, there are repeater trains from Munich East to Germering-Unterpfaffenhofen and Weßling every 20 minutes, which on this section run every 10 minutes.

Freight transport

The freight traffic on the Pasing – Herrsching local railway was only of local importance when operations began. Initially, two scheduled pairs of freight trains ran between Munich and Herrsching on weekdays. In the opening year 1903, the Royal Bavarian State Railways transported a total of 11,307 tons of goods over the route, in the first full year of operation in 1904 it was 22,487 tons. Due to the high volume of passenger traffic, unlike on other Bavarian local railways, freight trains for bulk goods were used from the beginning, which were separate from the passenger trains. These mainly transported building materials, wood, coal and agricultural products such as potatoes, sugar beets, artificial fertilizers and large cattle, which were handled at the loading ramps and loading lanes of the individual stations. Mixed trains were also used for the transport of express goods, milk and cheese wheels , for which a freight wagon was attached to the regular passenger trains . In the first few years of operation, the volume of goods traffic rose steadily, so that the Bavarian State Railways already carried 50,770 tons of goods on the route in 1910.

From 1910 to the 1930s, the Royal Bavarian State Railways operated a siding to a clay works in Geisenbrunn, through which a freight wagon was delivered and picked up every day.

In 1935, the Economic Research Association (WiFo) put a siding from Freiham train station to the newly built Krailling tank farm into operation, via which the Deutsche Reichsbahn transported fuel for the Wehrmacht using tank cars . At the end of the 1930s, the Deutsche Reichsbahn set up another siding at Weichselbaum, which was used to deliver aircraft parts for the Oberpfaffenhofen plant of the aircraft manufacturer Dornier-Werke . Thanks to these two strategically important siding, freight traffic on the line increased considerably before and during the Second World War. In 1941, the Deutsche Reichsbahn transported around 368,000 tons of fuel via the rail connection to the Krailling tank farm alone. In the post-war period, the tank farm continued to have considerable freight traffic after it was taken over by the American army ; In 1948 606,000 tons of fuel were transported over the siding. From 1959, the tank farm and siding were initially operated by Vereinigte Tanklager und Transportmittel GmbH (VTG) and later by Industrieverwaltungsgesellschaft (IVG).

From the 1960s onwards, with the increasing importance of road freight transport, local freight transport between Pasing and Herrsching increasingly declined. In the 1980s, the Deutsche Bundesbahn gradually stopped wagonload traffic at all stations with the exception of Herrsching: Local freight traffic ended at Freiham station in 1980, in Steinebach in 1983, in Weßling in 1987, in Seefeld-Hechendorf in 1989 and in Unterpfaffenhofen-Germering in 1990. The last The wagonload tariff point at Herrsching station was closed by Deutsche Bahn on September 1, 1994, which meant that freight traffic between Weichselbaum and Herrsching ended completely. What remained was the operation of the sidings to a gas tank farm in Neuaubing station, to IVG's Krailling tank farm from Freiham station and to the Dornier works in Weichselbaum. In 1997 the gas storage facility was relocated to Krailling and from then on served via the siding at Freiham station, the siding in Neuaubing was closed.

Class 294 diesel locomotive with a freight train to the liquefied gas storage facility at Freiham station (2019)

In 2003, Deutsche Bahn stopped operating the siding to the Dornier works. Since then, DB Cargo has only served the siding from Freiham train station to the Krailling tank farm and the liquefied gas storage facility. Around two to three transfer trains with tank wagons run to the gas storage facility every week . From December 2014 only the liquefied gas storage facility was temporarily operated, but the siding to the tank storage facility was restored at the end of 2016.

Course book series

In the Reichs-Kursbuch the route Munich – Herrsching was initially listed under the number 311c, later under the number 297e. At the same time, there was a separate course book route 313i for suburban traffic from Munich to Neuaubing and Freiham. In the new number system of the official course book for the Reich , which was later taken over by the Deutsche Bundesbahn, the suburban traffic was again integrated in the main table, initially under the number 403a. With the start of operations of the S-Bahn, the line was given the new timetable route 995 Herrsching – Munich Ostbahnhof. With the line change to the S 8, it has had the course book route number 999.8 since 2009.

Period	number	route
1905	311c	Munich - Herrsching
1914-1939	297e	Munich - Herrsching
1935-1939	403a	Munich Hbf Starnberger Bf - Herrsching
1940-1952	401e
1952-1972	401a
1972-1981	995	Herrsching - Unterpfaffenhofen-Germering - Munich Ostbahnhof
1981-1991		Herrsching - Munich - Giesing
1991-1992		Herrsching - Munich - Ebersberg
1992-2004	999.5	Herrsching - Munich - Ebersberg
2004-2009	999.5	Herrsching - Munich - Holzkirchen
since 2009	999.8	Herrsching - Munich - Munich Airport

literature

Robert Bopp: 100 years of the Pasing - Herrsching railway line. From the Royal Bavarian Local Railway to the S-Bahn line 5 . Germering 2003, ISBN 3-00-011372-X .
Matthias Bender: The local railway Pasing - Herrsching . In: Pasinger Fabrik (ed.): A century will be mobile! From Pasing to Augsburg, Memmingen, Starnberg and Herrsching. Four railway lines and their stations from 1839 until today . Buchendorfer Verlag, Munich 1994, ISBN 3-927984-33-7 , p. 82-95 .
Arno Berleb, Otto Gleixner: The Seefeld-Hechendorf station. An exhibition by the Seefeld community on the occasion of the "100 years of Pasing - Herrsching railroad" anniversary . Seefeld 2003.
Reinhard Pospischil, Ernst Rudolph: S-Bahn Munich. From the beginnings of suburban traffic to the modern high-performance system. A century of planning history - 25 years in the service of passengers . Alba, Düsseldorf 1997, ISBN 3-87094-358-0 .

Web links

Commons : Munich-Pasing – Herrsching railway line - collection of images, videos and audio files

Barbara Pexa: About the local railway Pasing / Herrsching . In: woerthsee-online.de , 2003.

Individual evidence

^ Bender: The local railway Pasing - Herrsching . 1994, p. 82-86 .
^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 23-24 .
↑ Berleb, Gleixner: The Seefeld-Hechendorf Station . 2003, p. 9-11 .
^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 25 .
^ Bender: The local railway Pasing - Herrsching . 1994, p. 86-87 .
^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 31 .
↑ ^a ^b ^c Barbara Pexa: About the local railway Pasing / Herrsching . In: Wörthsee-Online , 2003, accessed on November 20, 2018.
^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 26 .
^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 32-35 .
↑ ^a ^b Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 37 .
^ Bender: The local railway Pasing - Herrsching . 1994, p. 92-95 .
↑ ^a ^b Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 40 .
↑ ^a ^b ^c ^d Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 66 .
^ ^A ^b Klaus-Dieter Korhammer, Armin Franzke, Ernst Rudolph: Turntable of the South. Munich railway junction . Ed .: Peter Lisson . Hestra-Verlag, Darmstadt 1991, ISBN 3-7771-0236-9 , p. 152 .
^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 41-43 .
↑ Kleine Nachrichten: Conversion of Bavarian State Railways for electrical operation . In: Electric Railways and Companies. Journal of traffic and transportation . Volume IV, Issue 18. R. Oldenbourg, Berlin June 23, 1906, p. 341 ( archive.org ).
^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 43-44 .
↑ 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. 146 .
↑ Alwin Reiter: Wielenbach ( Memento from January 4, 2019 in the Internet Archive ). In: ammerseebahn.de .
^ Pospischil, Rudolph: S-Bahn Munich . 1997, p. 20-27 .
^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 75-76 .
^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 74 .
↑ Klaus-Dieter Korhammer, Armin Franzke, Ernst Rudolph: Turntable of the South. Munich railway junction . Ed .: Peter Lisson . Hestra-Verlag, Darmstadt 1991, ISBN 3-7771-0236-9 , p. 158 .
^ Peter Schricker: Munich local rail transport. Tram, S-Bahn, U-Bahn, O-Bus . GeraMond, Munich 2005, ISBN 3-7654-7137-2 , p. 81 .
^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 77 .
^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 89 .
^ Pospischil, Rudolph: S-Bahn Munich . 1997, p. 33 .
↑ ^a ^b ^c ^d Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 70 .
^ Pospischil, Rudolph: S-Bahn Munich . 1997, p. 43 .
^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 46-47 .
^ Pospischil, Rudolph: S-Bahn Munich . 1997, p. 130-131 .
↑ ^a ^b ^c ^d ^e ^f Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 45 .
^ Pospischil, Rudolph: S-Bahn Munich . 1997, p. 96 .
↑ ^a ^b ^c Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 47 .
^ Pospischil, Rudolph: S-Bahn Munich . 1997, p. 151-152 .
^ Pospischil, Rudolph: S-Bahn Munich . 1997, p. 208-209 .
^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 48-49 .
^ Munich S-Bahn: The new Freiham station is included in the Free State's financing program . In: newstix.de , August 18, 2011, accessed on May 27, 2016.
^ Konstantin Kaip: New S-Bahn station in Munich - Next stop: Freiham . In: Süddeutsche Zeitung , September 13, 2013, accessed on May 27, 2016.
↑ DB Netz : Free State of Bavaria and the federal government agree on the construction of the 2nd S-Bahn main line in Munich . In: 2.stammstrecke-muenchen.de , October 25, 2016, accessed on June 11, 2019.
^ DB Netz: Expansion of the Westkreuz junction (NeM 13) . In: bahnausbau-muenchen.de , accessed on June 11, 2019.
↑ DB Netz: Parking and turning track at Weßling station (NeM 16) . In: bahnausbau-muenchen.de , accessed on June 11, 2019.
↑ DB Netz: Second Track Steinebach – Seefeld-Hechendorf (NeM 17) . In: bahnausbau-muenchen.de , accessed on June 11, 2019.
^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 70-73 .
↑ Klaus-Dieter Korhammer, Armin Franzke, Ernst Rudolph: Turntable of the South. Munich railway junction . Ed .: Peter Lisson. Hestra-Verlag, Darmstadt 1991, ISBN 3-7771-0236-9 , p. 54-56 .
↑ ^a ^b ^c Stefan von Lossow: KBS 999.8 - The S 8 West: Pasing – Herrsching ( Memento from August 22, 2018 in the Internet Archive ). In: Mittewaldbahn.de .
↑ ^a ^b ^c ^d ^e Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 67 .
^ Pospischil, Rudolph: S-Bahn Munich . 1997, p. 152-153 .
↑ ^a ^b Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 71 .
^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 71-72 .
^ ^A ^b Pospischil, Rudolph: S-Bahn Munich . 1997, p. 152 .
↑ ^a ^b Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 48 .
↑ Christian Deussing: Platform in Gilching: The elevator is there, but not yet running. In: Süddeutsche Zeitung , February 7, 2020, accessed on April 14, 2020.
↑ Christian Deussing: Bahnhof Gilching-Argelsried: Conversion starts. Station will be barrier-free for eight million euros . In: Süddeutsche Zeitung , February 9, 2018, accessed on March 22, 2019.
↑ ^a ^b ^c Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 72 .
↑ ^a ^b ^c Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 68 .
^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 75 .
^ Pospischil, Rudolph: S-Bahn Munich . 1997, p. 209 .
↑ ^a ^b Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 69 .
^ Hermann Schweigert: The history of the old station stone brook . In: alter-bahnhof-steinebach.de , accessed on February 1, 2019.
^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 72-73 .
↑ Berleb, Gleixner: The Seefeld-Hechendorf Station . 2003, p. 16-18 .
↑ Berleb, Gleixner: The Seefeld-Hechendorf Station . 2003, p. 29-31 .
↑ ^a ^b ^c Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 73 .
^ Municipality of Herrsching am Ammersee: Redesign of the area around the station - award (PDF). In: schegk.de , July 24, 2017, p. 25, accessed on February 1, 2019.
^ Bender: The local railway Pasing - Herrsching . 1994, p. 87 .
↑ ^a ^b ^c Bender: The local railway Pasing - Herrsching . 1994, p. 90 .
^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 54-55 .
↑ Berleb, Gleixner: The Seefeld-Hechendorf Station . 2003, p. 16 .
^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 52 .
↑ ^a ^b ^c Bender: The local railway Pasing - Herrsching . 1994, p. 92 .
^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 55 .
^ Bender: The local railway Pasing - Herrsching . 1994, p. 95 .
↑ Hans Radl: Herrsching in the course of time. Image documentation . Ed .: Municipality of Herrsching. St. Ottilien 1983, p. 199 .
↑ List of monuments for Wörthsee (PDF) at the Bavarian State Office for Monument Preservation, accessed on June 2, 2019.
↑ List of monuments for Herrsching (PDF) at the Bavarian State Office for Monument Preservation, accessed on June 2, 2019.
^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 62-63 .
↑ Berleb, Gleixner: The Seefeld-Hechendorf Station . 2003, p. 50 .
^ Pospischil, Rudolph: S-Bahn Munich . 1997, p. 103 .
^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 66-69 .
^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 63 .
^ Lahmeyer Munich : Bahn puts new signal box ESTW Munich Southwest into operation . In: lahmeyer-muenchen.de , May 8, 2013, accessed on March 9, 2019.
^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 55-56 .
↑ ^a ^b ^c Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 57 .
↑ ^a ^b Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 56 .
^ Peter Schricker: Munich local rail transport. Tram, S-Bahn, U-Bahn, O-Bus . GeraMond, Munich 2005, ISBN 3-7654-7137-2 , p. 110 .
^ ^A ^b Frank Pfeiffer: Deliveries in the greater Munich area . In: along-der-gleise.de , October 2, 2016, accessed on May 7, 2019.
^ Peter Schricker: Munich local rail transport. Tram, S-Bahn, U-Bahn, O-Bus . GeraMond, Munich 2005, ISBN 3-7654-7137-2 , p. 98 .
↑ Michael Murr: The History of the MVV ( Memento from May 7, 2019 in the Internet Archive ). In: michael-murr.de .
^ Frederik Buchleitner: S-Bahn: 420 use is expanded . In: tramreport.de , April 5, 2019, accessed on August 7, 2019.
^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 81 .
^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 41 .
↑ Hendschels Telegraph May 1914: 1932 Munich – Herrsching on deutsches-kursbuch.de, accessed on April 26, 2019.
↑ Hendschels Telegraph May 1914: 1978 suburban trains from Munich to Freiham . In: deutsches-kursbuch.de , accessed on April 26, 2019.
^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 43 .
^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 78 .
^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 80 .
^ German course book summer 1939: 403a Munich Hbf Starnberger Bf – Herrsching . In: deutsches-kursbuch.de , accessed on April 26, 2019.
^ German course book annual timetable 1943: 401e Munich Hbf Starnberger Bf – Herrsching . In: deutsches-kursbuch.de , accessed on April 30, 2019.
^ Peter Schricker: Munich local rail transport. Tram, S-Bahn, U-Bahn, O-Bus . GeraMond, Munich 2005, ISBN 3-7654-7137-2 , p. 84 .
^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 80 .
↑ Official pocket timetable for southern Germany, winter timetable 1951/52: 401e Munich Hbf Starnberger Bf – Herrsching.
^ Official timetable for Western Germany, summer timetable 1953: 401a Munich Hbf Starnberger Bf – Herrsching.
^ Nicole Scharf, Roger Weninger: Traffic planning and urban development around the Pasinger train station since 1945 - review and outlook . In: Pasinger Fabrik (ed.): A century will be mobile! From Pasing to Augsburg, Memmingen, Starnberg and Herrsching. Four railway lines and their stations from 1839 until today . Buchendorfer Verlag, Munich 1994, ISBN 3-927984-33-7 , p. 122-123 .
↑ ^a ^b Course book Südbayern Summer 1972: 995 Herrsching - Unterpfaffenhofen-Germering - Hauptbahnhof - Ostbahnhof.
^ Peter Schricker: Munich local rail transport. Tram, S-Bahn, U-Bahn, O-Bus . GeraMond, Munich 2005, ISBN 3-7654-7137-2 , p. 75 .
^ Course book winter 1981/82: 995 Herrsching - Unterpfaffenhofen-Germering - Munich Ostbahnhof - Giesing.
^ Course book summer 1987: 995 Herrsching - Munich - Giesing.
↑ Course book 1992/93: 999.5 Herrsching - Munich - Ebersberg.
^ Peter Schricker: Munich local rail transport. Tram, S-Bahn, U-Bahn, O-Bus . GeraMond, Munich 2005, ISBN 3-7654-7137-2 , p. 137 .
↑ Querying the course book route 999.8 at Deutsche Bahn.
^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 54-55 .
^ Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 67-69 .
↑ Victoria Strachwitz: Tank farm: rails are mended. In: Münchner Merkur . September 18, 2016, accessed December 14, 2016 .
^ Reichs-Kursbuch, July 1905: 311c Munich – Herrsching.
^ Reichs-Kursbuch, July 1925: 297c Munich – Herrsching and 313i Munich - Neuaubing - Freiham.

Map with all coordinates: OSM | WikiMap

This article was added to the list of excellent articles in this version on October 3, 2019 .

[1] Bender: The local railway Pasing - Herrsching . 1994, p. 82-86 .

[2] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 23-24 .

[3] Berleb, Gleixner: The Seefeld-Hechendorf Station . 2003, p. 9-11 .

[4] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 25 .

[5] Bender: The local railway Pasing - Herrsching . 1994, p. 86-87 .

[6] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 31 .

[woerthsee-online-7] Barbara Pexa: About the local railway Pasing / Herrsching . In: Wörthsee-Online , 2003, accessed on November 20, 2018.

[8] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 26 .

[9] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 32-35 .

[Bopp_S._37-10] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 37 .

[11] Bender: The local railway Pasing - Herrsching . 1994, p. 92-95 .

[Bopp_S._40-12] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 40 .

[Bopp_S._66-13] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 66 .

[Korhammer_S._152-14] A ^b Klaus-Dieter Korhammer, Armin Franzke, Ernst Rudolph: Turntable of the South. Munich railway junction . Ed .: Peter Lisson . Hestra-Verlag, Darmstadt 1991, ISBN 3-7771-0236-9 , p. 152 .

[15] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 41-43 .

[16] Kleine Nachrichten: Conversion of Bavarian State Railways for electrical operation . In: Electric Railways and Companies. Journal of traffic and transportation . Volume IV, Issue 18. R. Oldenbourg, Berlin June 23, 1906, p. 341 ( archive.org ).

[17] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 43-44 .

[18] 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. 146 .

[19] Alwin Reiter: Wielenbach ( Memento from January 4, 2019 in the Internet Archive ). In: ammerseebahn.de .

[20] Pospischil, Rudolph: S-Bahn Munich . 1997, p. 20-27 .

[21] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 75-76 .

[22] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 74 .

[23] Klaus-Dieter Korhammer, Armin Franzke, Ernst Rudolph: Turntable of the South. Munich railway junction . Ed .: Peter Lisson . Hestra-Verlag, Darmstadt 1991, ISBN 3-7771-0236-9 , p. 158 .

[24] Peter Schricker: Munich local rail transport. Tram, S-Bahn, U-Bahn, O-Bus . GeraMond, Munich 2005, ISBN 3-7654-7137-2 , p. 81 .

[25] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 77 .

[26] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 89 .

[27] Pospischil, Rudolph: S-Bahn Munich . 1997, p. 33 .

[Bopp_S._70-28] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 70 .

[29] Pospischil, Rudolph: S-Bahn Munich . 1997, p. 43 .

[30] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 46-47 .

[31] Pospischil, Rudolph: S-Bahn Munich . 1997, p. 130-131 .

[Bopp_S.45-32] ↑ ^a ^b ^c ^d ^e ^f Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 45 .

[33] Pospischil, Rudolph: S-Bahn Munich . 1997, p. 96 .

[Bopp_S._47-34] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 47 .

[35] Pospischil, Rudolph: S-Bahn Munich . 1997, p. 151-152 .

[36] Pospischil, Rudolph: S-Bahn Munich . 1997, p. 208-209 .

[37] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 48-49 .

[38] Munich S-Bahn: The new Freiham station is included in the Free State's financing program . In: newstix.de , August 18, 2011, accessed on May 27, 2016.

[39] Konstantin Kaip: New S-Bahn station in Munich - Next stop: Freiham . In: Süddeutsche Zeitung , September 13, 2013, accessed on May 27, 2016.

[40] DB Netz : Free State of Bavaria and the federal government agree on the construction of the 2nd S-Bahn main line in Munich . In: 2.stammstrecke-muenchen.de , October 25, 2016, accessed on June 11, 2019.

[41] DB Netz: Expansion of the Westkreuz junction (NeM 13) . In: bahnausbau-muenchen.de , accessed on June 11, 2019.

[42] DB Netz: Parking and turning track at Weßling station (NeM 16) . In: bahnausbau-muenchen.de , accessed on June 11, 2019.

[43] DB Netz: Second Track Steinebach – Seefeld-Hechendorf (NeM 17) . In: bahnausbau-muenchen.de , accessed on June 11, 2019.

[Bopp_S._70-73-44] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 70-73 .

[45] Klaus-Dieter Korhammer, Armin Franzke, Ernst Rudolph: Turntable of the South. Munich railway junction . Ed .: Peter Lisson. Hestra-Verlag, Darmstadt 1991, ISBN 3-7771-0236-9 , p. 54-56 .

[mittenwaldbahn-46] Stefan von Lossow: KBS 999.8 - The S 8 West: Pasing – Herrsching ( Memento from August 22, 2018 in the Internet Archive ). In: Mittewaldbahn.de .

[Bopp_S._67-47] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 67 .

[48] Pospischil, Rudolph: S-Bahn Munich . 1997, p. 152-153 .

[Bopp_S._71-49] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 71 .

[50] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 71-72 .

[Pospischil_S._152-51] A ^b Pospischil, Rudolph: S-Bahn Munich . 1997, p. 152 .

[Bopp_S._48-52] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 48 .

[53] Christian Deussing: Platform in Gilching: The elevator is there, but not yet running. In: Süddeutsche Zeitung , February 7, 2020, accessed on April 14, 2020.

[54] Christian Deussing: Bahnhof Gilching-Argelsried: Conversion starts. Station will be barrier-free for eight million euros . In: Süddeutsche Zeitung , February 9, 2018, accessed on March 22, 2019.

[Bopp_S._72-55] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 72 .

[Bopp_S._68-56] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 68 .

[Bopp_S._75-57] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 75 .

[58] Pospischil, Rudolph: S-Bahn Munich . 1997, p. 209 .

[Bopp_S._69-59] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 69 .

[60] Hermann Schweigert: The history of the old station stone brook . In: alter-bahnhof-steinebach.de , accessed on February 1, 2019.

[61] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 72-73 .

[62] Berleb, Gleixner: The Seefeld-Hechendorf Station . 2003, p. 16-18 .

[63] Berleb, Gleixner: The Seefeld-Hechendorf Station . 2003, p. 29-31 .

[Bopp_S._73-64] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 73 .

[65] Municipality of Herrsching am Ammersee: Redesign of the area around the station - award (PDF). In: schegk.de , July 24, 2017, p. 25, accessed on February 1, 2019.

[66] Bender: The local railway Pasing - Herrsching . 1994, p. 87 .

[Bender_S._90-67] Bender: The local railway Pasing - Herrsching . 1994, p. 90 .

[68] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 54-55 .

[69] Berleb, Gleixner: The Seefeld-Hechendorf Station . 2003, p. 16 .

[70] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 52 .

[Bender_S._92-71] Bender: The local railway Pasing - Herrsching . 1994, p. 92 .

[72] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 55 .

[73] Bender: The local railway Pasing - Herrsching . 1994, p. 95 .

[74] Hans Radl: Herrsching in the course of time. Image documentation . Ed .: Municipality of Herrsching. St. Ottilien 1983, p. 199 .

[75] List of monuments for Wörthsee (PDF) at the Bavarian State Office for Monument Preservation, accessed on June 2, 2019.

[76] List of monuments for Herrsching (PDF) at the Bavarian State Office for Monument Preservation, accessed on June 2, 2019.

[77] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 62-63 .

[78] Berleb, Gleixner: The Seefeld-Hechendorf Station . 2003, p. 50 .

[79] Pospischil, Rudolph: S-Bahn Munich . 1997, p. 103 .

[80] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 66-69 .

[81] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 63 .

[82] Lahmeyer Munich : Bahn puts new signal box ESTW Munich Southwest into operation . In: lahmeyer-muenchen.de , May 8, 2013, accessed on March 9, 2019.

[Bopp_S._55-56-83] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 55-56 .

[Bopp_S._57-84] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 57 .

[Bopp_S._56-85] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 56 .

[86] Peter Schricker: Munich local rail transport. Tram, S-Bahn, U-Bahn, O-Bus . GeraMond, Munich 2005, ISBN 3-7654-7137-2 , p. 110 .

[Übergaben-87] A ^b Frank Pfeiffer: Deliveries in the greater Munich area . In: along-der-gleise.de , October 2, 2016, accessed on May 7, 2019.

[88] Peter Schricker: Munich local rail transport. Tram, S-Bahn, U-Bahn, O-Bus . GeraMond, Munich 2005, ISBN 3-7654-7137-2 , p. 98 .

[89] Michael Murr: The History of the MVV ( Memento from May 7, 2019 in the Internet Archive ). In: michael-murr.de .

[90] Frederik Buchleitner: S-Bahn: 420 use is expanded . In: tramreport.de , April 5, 2019, accessed on August 7, 2019.

[91] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 81 .

[92] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 41 .

[93] Hendschels Telegraph May 1914: 1932 Munich – Herrsching on deutsches-kursbuch.de, accessed on April 26, 2019.

[94] Hendschels Telegraph May 1914: 1978 suburban trains from Munich to Freiham . In: deutsches-kursbuch.de , accessed on April 26, 2019.

[95] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 43 .

[96] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 78 .

[97] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 80 .

[98] German course book summer 1939: 403a Munich Hbf Starnberger Bf – Herrsching . In: deutsches-kursbuch.de , accessed on April 26, 2019.

[99] German course book annual timetable 1943: 401e Munich Hbf Starnberger Bf – Herrsching . In: deutsches-kursbuch.de , accessed on April 30, 2019.

[100] Peter Schricker: Munich local rail transport. Tram, S-Bahn, U-Bahn, O-Bus . GeraMond, Munich 2005, ISBN 3-7654-7137-2 , p. 84 .

[101] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 80 .

[102] Official pocket timetable for southern Germany, winter timetable 1951/52: 401e Munich Hbf Starnberger Bf – Herrsching.

[103] Official timetable for Western Germany, summer timetable 1953: 401a Munich Hbf Starnberger Bf – Herrsching.

[104] Nicole Scharf, Roger Weninger: Traffic planning and urban development around the Pasinger train station since 1945 - review and outlook . In: Pasinger Fabrik (ed.): A century will be mobile! From Pasing to Augsburg, Memmingen, Starnberg and Herrsching. Four railway lines and their stations from 1839 until today . Buchendorfer Verlag, Munich 1994, ISBN 3-927984-33-7 , p. 122-123 .

[Kursbuch_1972-105] Course book Südbayern Summer 1972: 995 Herrsching - Unterpfaffenhofen-Germering - Hauptbahnhof - Ostbahnhof.

[106] Peter Schricker: Munich local rail transport. Tram, S-Bahn, U-Bahn, O-Bus . GeraMond, Munich 2005, ISBN 3-7654-7137-2 , p. 75 .

[107] Course book winter 1981/82: 995 Herrsching - Unterpfaffenhofen-Germering - Munich Ostbahnhof - Giesing.

[108] Course book summer 1987: 995 Herrsching - Munich - Giesing.

[109] Course book 1992/93: 999.5 Herrsching - Munich - Ebersberg.

[110] Peter Schricker: Munich local rail transport. Tram, S-Bahn, U-Bahn, O-Bus . GeraMond, Munich 2005, ISBN 3-7654-7137-2 , p. 137 .

[Link_999.8-111] Querying the course book route 999.8 at Deutsche Bahn.

[112] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 54-55 .

[Bopp_S._67–69-113] Bopp: 100 years of the Pasing - Herrsching railway line . 2003, p. 67-69 .

[114] Victoria Strachwitz: Tank farm: rails are mended. In: Münchner Merkur . September 18, 2016, accessed December 14, 2016 .

[115] Reichs-Kursbuch, July 1905: 311c Munich – Herrsching.

[116] Reichs-Kursbuch, July 1925: 297c Munich – Herrsching and 313i Munich - Neuaubing - Freiham.

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