Munich-Ludwigsfeld train station
| Munich-Ludwigsfeld | |||
|---|---|---|---|
|
|||
| Data | |||
| Location in the network | Separation station | ||
| opening | August 1943 | ||
| Conveyance | Fall 1991 | ||
| location | |||
| City / municipality | Munich | ||
| country | Bavaria | ||
| Country | Germany | ||
| Coordinates | 48 ° 11 '53 " N , 11 ° 28' 42" E | ||
| Height ( SO ) | 503 m above sea level NHN | ||
| Railway lines | |||
|
|||
| Railway stations in Bavaria | |||
The Munich-Ludwigsfeld station was a freight station on Munich's Nordring that was used until 1991 . It was located between the districts of Allach and Ludwigsfeld in the north of the Bavarian capital, Munich . The station was built from 1940 to 1943 as a building goods station for the redesign of the Munich railway system planned during the National Socialist era . After the Second World War , it served temporarily as an alternate station and auxiliary shunting yard for the destroyed Munich railway systems and was subsequently used for test drives, among other things. From 1987 to 1991 it was again the building goods yard for the new Munich North marshalling yard and was shut down in 1991 after its completion. From 1945 to 1953 there was an independent depot in Ludwigsfeld .
location
The Munich-Ludwigsfeld train station was located in the north-west of Munich between the districts of Allach and Ludwigsfeld. In the north, the Allacher Forest bordered the train station, in the south, Ludwigsfelder Strasse ran parallel to the tracks. To the east of the station, the tracks were crossed by Dachauer Straße . To the west of the train station, Schrederbächlstrasse crossed Munich's north ring and the two connecting routes to Allach and Karlsfeld with a level crossing . The premises of the Krauss-Maffei locomotive factory , located on the Munich – Ingolstadt railway line, begin around 200 meters southwest of the train station . From 1976, the 2400-meter-long test track for the Transrapid 04 operated by Krauss-Maffei ran south of the station area and was demolished again in the early 1980s.
Ludwigsfeld station was on the double-track and electrified Münchner Nordring ( VzG 5560), which, as a freight bypass route, connected Olching on the Munich – Augsburg line with Trudering station on the Munich – Rosenheim line . In the Ludwigsfeld area, the north ring was swiveled towards the south in the form of an S-curve in order to keep space free for the planned marshalling yard. In Ludwigsfeld, two single-track and electrified connecting lines to the Munich-Allach and Munich-Karlsfeld stations branched off on the Munich – Ingolstadt railway line.
history
In the 1930s, plans began for an extensive redesign of the railway systems in Munich. The two existing marshalling yards Munich-Laim and Munich East were to be replaced by a new high-performance marshalling yard in the north of Munich. In early 1939, the Deutsche Reichsbahn began building the new marshalling yard. To connect the marshalling yard, the Deutsche Reichsbahn put the initially single-track and electrified Münchner Nordring between the Steinwerk branch and Milbertshofen into operation on October 2, 1939 . At the same time, two single-track connecting lines were opened that branched off from the Nordring at Ludwigsfeld and connected it with Allach and Karlsfeld on the Munich – Ingolstadt railway line . The connection from Ludwigsfeld to Allach was electrified from the start.
In order to be able to deliver and reload the building materials for the marshalling yard and the planned large-scale buildings in downtown Munich , the Deutsche Reichsbahn began building a building goods yard in early 1940. This was created at the junction of the two connecting lines south of the construction site of the marshalling yard. After its completion, 1000 truckloads of building materials were to be handled there every day. The gravel required for the construction of the building goods station was extracted north of Karlsfeld ; The Karlsfelder See later developed from the gravel pit . By January 1, 1942, the Munich North Ring was expanded to double-track for the heavily increased traffic volume during the Second World War. In 1942, due to the course of the war, construction of the marshalling yard was discontinued, but construction work on the Ludwigsfeld building goods yard was initially continued. In August 1943, the Reichsbahnbaudirektion finally stopped construction work on the building goods station and put the only partially completed station into operation. At this point in time there was an entry group in the west and a combined direction and exit group in the east with a drainage mountain in between and a locomotive station to the north of it .
Since large parts of the inner-city railway systems were destroyed in the Second World War, the Deutsche Reichsbahn rerouted rail traffic via Munich's Nordring and Ludwigsfeld station. After the end of the war, Ludwigsfeld station, as an auxiliary marshalling yard, took over part of the train formation tasks from the destroyed marshalling yards Munich-Laim and Munich East. In order to relieve the damaged railway depot at Munich Hbf and Munich East , the train station's locomotive station was upgraded to an independent depot on October 1, 1945. With the reconstruction of the destroyed facilities in Munich city center, the station lost its importance. On June 28, 1953, the Deutsche Bundesbahn dissolved the depot again.
In the decades that followed, the track systems of the freight yard were used for test drives by the Krauss-Maffei locomotive factory in Allach, among others . In addition, the Deutsche Bundesbahn used the station in the event of delays in border clearance to Austria to park international freight trains in the direction of Austria, Italy and Yugoslavia . On May 5, 1960, the line connecting Ludwigsfeld to Karlsfeld was electrified as part of the electrification of the Dachau – Ingolstadt line.
In the summer of 1987, construction began on the new Munich North marshalling yard , which was built on the site of the previously planned high-performance marshalling yard directly north of Ludwigsfeld station. To clear the construction site, the Deutsche Bundesbahn shut down the eastern parking group of Ludwigsfeld station on November 23, 1987. By 1988 the storage group and the fallow remains of the former depot were completely demolished. In the ten-track western track group of the station, the four northern tracks were shut down and dismantled in 1988. The remaining six-track station served as a building goods yard for the Munich North marshalling yard until 1991.
In 1990 the eastern connection of the station was closed due to the construction of a bridge over the new marshalling yard. The tracks of the Ludwigsfeld train station were now only accessible from the west as a terminal station . To divert the trains on the Munich Nordring, a temporary construction site track was created, which led from the western end of the Ludwigsfeld station to the partially completed track systems of the marshalling yard. With the completion of the Munich North marshalling yard in the autumn of 1991, the remaining facilities at the Ludwigsfeld building goods yard were shut down and subsequently demolished. The Munich North Ring was relocated to the north in the area of the marshalling yard and the old route was shut down. The connecting lines from Allach and Karlsfeld to Ludwigsfeld train station were also closed and replaced by two connecting lines to the marshalling yard that were newly opened in 1991.
Today there is a green area on the site of the former approach group, the area of the eastern track group and the depot area were built over with the Munich North depot . Relics of the station are no longer there. The routes of the former connecting lines as well as the Munich North Ring are partly used by footpaths.
construction
Track systems and signal boxes
Ludwigsfeld train station was equipped with generous shunting systems. In the western part of the station was the entry group with ten tracks, in the east the combined direction and exit group with 14 tracks, which was later used as a storage group. There was a drainage hill between the two track groups, and there were also connecting tracks to the depot.
The switches and signals at Ludwigsfeld station were set by five mechanical signal boxes, three of which remained in operation until 1989. The Luw dispatcher interlocking was located south of the west head in a two-storey brick building. Of LUW also the limits of the level crossing of the Schrederbächlstraße were mechanically operated by means of cables. Opposite, on the north side of the tracks, stood the guard signal box Lun , which was housed in a single-storey half-timbered building. Between the two groups of tracks, east of the drive-in group, was the Lus interlocking facility, and the Luo interlocking facility west of the storage group . The interlockings Lun and Lus were dependent on orders from the dispatcher interlocking Luw .
Tracks 1 to 6 of the western approach group were equipped with their own form exit signals in the west head , while tracks 7 to 10 had a group exit signal . In 1987 the eastern storage group and in 1988 tracks 7 to 10 of the western track group were closed, with the result that the group exit signal lost its function. In addition, the eastern turnouts on tracks 5 and 6 were expanded, making them butt tracks . In 1990 the east connection of the station was closed. The provisional track connection to the Munich North marshalling yard, built in 1990, was connected to the station in the west head at the location of the dismantled tracks 7 to 10 and the former group exit signal was put back into operation. In 1991, when the station was closed, the last two signal boxes Luw and Lus were given up.
| Signal box | Installation | Shutdown | design type |
|---|---|---|---|
| Lun | 1989 | mechanical , standard design | |
| Luo | mechanically | ||
| Lus | 1939 | 1991 | mechanical, standard design by guest |
| Luw | 1939 | 1991 | mechanical, standard design by guest |
Depot
During the construction of the building goods station, a separate locomotive treatment facility was built north of the approach group and the drainage hill. The locomotive station received a three-tier rectangular shed with a track connection on both sides. There was a turntable to the east of the locomotive shed , to the west there were water cranes , an investigation pit and two sidings . There was a direct connection to the approach group and the directional tracks via connecting tracks, and locomotive tracks also connected the locomotive station with the west head and the east head of the station.
October 1, 1945, the Lokstation became the independent depot Munich-Ludwigsfeld incremented and received from the depots Munich East and Munich main station steam locomotives of the series 54.15 (Bavarian G 3/4 H). With nine to 15 units, the 54.15 series was the most popular series in the Ludwigsfeld depot. In addition, the war locomotives of the series 42 and 52 , the Prussian G 10 , the Bavarian D II of the series 89.6, the Bavarian R 3/3 of the series 89.7 and the series 98.15 were based in Ludwigsfeld. On November 21, 1945, a single electric locomotive, the E 60 13, was stationed in Ludwigsfeld, which was based in the depot until December 18, 1948. From November 19, 1948 to April 22, 1949, the E 91 15 was also stationed at the Ludwigsfeld depot.
The Ludwigsfeld locomotives were mainly used in shunting and handover services on Munich's North Ring and the branching sidings . A class 54.15 locomotive was intended for service on the drainage hill at Ludwigsfeld station. In addition, one locomotive was used in each of the Milbertshofen, Freimann, Gaswerk, Schwabing , Moosach , Allach, Karlsfeld and Dachau train stations . The locomotives of the Ludwigsfeld depot also hauled passenger trains on the Dachau – Altomünster railway line and parking runs between Munich Central Station and Munich-Pasing Station .
On June 28, 1953, the depot was given up and all locomotives located there relocated. The engine shed was demolished until 1978. In 1988, the remains of the fallow depot area with the turntable pit that had been in place until then was demolished for the construction of the marshalling yard.
See also
literature
- Klaus-Dieter Korhammer, Armin Franzke, Ernst Rudolph: The hub of the south. Munich railway junction . Ed .: Peter Lisson . Hestra-Verlag, Darmstadt 1991, ISBN 3-7771-0236-9 .
Web links
- Photo documentation and history of the Ludwigsfeld train station on doku-des-alltags.de.
- Track plan of the Ludwigsfeld train station on gleisplan.christianmuc.de.
Individual evidence
- ↑ Korhammer, Franzke, Rudolph hub of the South . 1991, p. 19 .
- ↑ a b c Korhammer, Franzke, Rudolph: Turntable of the South . 1991, p. 153 .
- ↑ Korhammer, Franzke, Rudolph hub of the South . 1991, p. 158 .
- ↑ a b c d Photo documentation and history of the Ludwigsfeld train station on doku-des-alltags.de, accessed on October 1, 2016.
- ↑ a b c Korhammer, Franzke, Rudolph: Turntable of the South . 1991, p. 126 .
- ↑ a b Eisenbahndirektion München on bahnstatistik.de, accessed on October 2, 2016.
- ↑ Korhammer, Franzke, Rudolph hub of the South . 1991, p. 161 .
- ↑ a b c List of German interlockings on stellwerke.de, accessed on October 1, 2016.
- ↑ Korhammer, Franzke, Rudolph hub of the South . 1991, p. 154 .
- ↑ Track plan of the Ludwigsfeld station on gleisplan.christianmuc.de, accessed on December 30, 2016.