Munich – Rosenheim railway line
The Munich – Rosenheim railway line is a double-track, electrified main line in Bavaria . It runs from Munich to Rosenheim .
history
As early as the 1860s it was recognized that the Mangfall Valley Railway, which opened between 1854 and 1857, could no longer cope with the increasing volume of traffic on the main routes towards Austria . A double-track expansion of the Mangfall Valley Railway was out of the question due to the winding and steep route. In addition, a new railway line via Grafing was ten kilometers shorter than the Mangfall Valley Railway , and the push-pull locomotives could also be dispensed with, as the gradient could be significantly lower. On May 16, 1868, it was decided to build a single-track main line from Munich via Grafing to Rosenheim. The state of Bavaria made four million guilders available for the construction . To manufacture the railway sleepers required for the route , the Royal Bavarian State Railways built their own sleeper factory in Kirchseeon by 1869 . The section from Munich to Kirchseeon was completed in 1869 for the use of material trains for sleeper transport.
On October 15, 1871, the railway line was officially opened. All express trains now used the route via Grafing instead of the Mangfall Valley Railway. The travel time could be shortened significantly. Thanks to the numerous express trains , the route gained international importance for European long-distance transport shortly after it opened.
On December 29, 1891, it was decided to expand the railway line to two tracks. At the same time, the track systems in the train stations Munich East , Zorneding, Grafing Bahnhof , Ostermünchen and Rosenheim were to be expanded. Simple passing tracks were planned in Zorneding and Ostermünchen. The tracks in Munich East, Grafing and Rosenheim were to be rebuilt. The double-track expansion began in early 1892. The second track between Munich East and Munich-Trudering train station was put into operation on October 1, 1892. From October 5th, the section from Munich to Zorneding could be used on two tracks. The second track was put into operation between Zorneding and Kirchseeon on May 1, 1893. The second track between Kirchseeon and Aßling was opened on October 1, 1893. The last section from Aßling to Rosenheim was double-tracked from May 1, 1894. The expansion cost a total of 2,778,400 marks, of which 92,300 marks went to the land purchase. 50,600 marks were charged per kilometer.
The traffic on the route continued to increase, with around 50 express trains traveling the route between Munich and Rosenheim every day. During the First World War , traffic on the railway line was severely restricted. Numerous express trains were canceled due to a lack of coal. Due to the slower military trains, the travel time of the express trains was increased. In 1917 only two pairs of express trains ran on the route, the others were canceled due to a lack of staff, wagons, locomotives and coal. It was not until the 1920s that the number of express trains before the First World War could be reached again. In 1921 a new building inspection of the Deutsche Reichsbahn was established in Rosenheim for the electrification of the railway lines from Munich to Rosenheim, from Rosenheim to Kufstein and from Rosenheim to Salzburg. The planning was delayed due to the poor economic situation of the Deutsche Reichsbahn. It was not until 1925 that electrification work began on the railway lines from Munich to Rosenheim and from Rosenheim to Salzburg. Due to a lack of money, the construction work went very slowly. From April 12, 1927, the Munich – Rosenheim line was finally electrically accessible. In 1927, 20 express trains, 12 express and passenger trains and 22 freight trains served the route. The section from Munich to Grafing was also served by 28 local passenger trains every day. A substation was built in Rosenheim in 1928 , which was necessary for the increasing use of electric locomotives.
In the Second World War , passenger traffic was again greatly reduced. The railway line was used for numerous military transports in the direction of Eastern Europe , and a delousing and "renovation" system was also built near Rosenheim. After the end of the Second World War, the route had to be quickly rebuilt as an important supply line. The first train ran on May 18, 1945 for the United States Army . On July 16, 1945, a railway accident occurred in Aßling in which a freight train crashed into a passenger train and around 110 people were killed. At the beginning of the 1950s, tourist traffic rose sharply, and at the end of the 1950s the route became an important link for guest workers from Eastern Europe. In 1991 the regular service was introduced, the local trains connect Munich with Salzburg every hour. Long-distance trains run every hour alternately in the direction of Salzburg and Kufstein. The S4 line of the Munich S-Bahn served the section between Munich East and Grafing Bahnhof from 1972 to 1991 and again from 2004 to 2017. From 1991 to 2004 line S5 operated on this section. Since 2004, the section to Zorneding or Grafing Bahnhof has been strengthened to a 10-minute cycle during rush hour. From 2009 to 2017, the S6 line took over these trips. In December 2017, line S6 became the main line and line S4 became the repeater line.
As part of the Rosenheim E-Netz , regional traffic on the Munich – Rosenheim railway line was put out to tender. Veolia Verkehr was awarded the contract . Since 2013 there has been an hourly regional transport connection from Munich to Salzburg under the name Meridian . This runs as an express line and runs from Munich East to Rosenheim. In addition, there is an hourly regional train line from Munich to Kufstein that serves all intermediate stops.
Routing
After Munich Central Station, the route to Munich Ostbahnhof uses the Munich Südring . The railway line continues in an easterly direction , and the Munich – Simbach railway branches off at Munich-Berg am Laim station . Shortly before Trudering, a single-track line connects the Munich East – Munich Airport line with the Munich – Rosenheim line. This connection is used exclusively by freight trains that circumnavigate Munich with the Münchner Nordring . The Munich-Trudering train station is a connection to the subway line 2 of the Munich subway , which runs in the direction of the Munich Exhibition Center .
In addition to the Munich – Rosenheim railway line, the tracks of the S-Bahn line 999.4 run between München Ost and Grafing Bahnhof , which continues from there to Ebersberg . The abandoned Grafing – Glonn railway also branches off in Grafing .
From Rosenheim the KBS 951 continues to Salzburg , while the KBS 950 branches off to Kufstein . Both routes are connected to the east of Rosenheim station by a single-track, electrified bypass curve ( Rosenheimer curve ) , which enables trains on the Salzburg – Kufstein route to avoid changing direction in Rosenheim. This route is mainly used by trains in Austrian domestic traffic in order to be able to travel through German territory without stopping. In Rosenheim station there is also a connection to the course book routes 944 (Rosenheim– Mühldorf ) and 958 (Rosenheim– Holzkirchen , Mangfalltalbahn ).
Operating points
Munich central station
The Munich Central Station, opened in 1839, is the largest train station in the city of Munich and forms the starting point of the Munich – Rosenheim railway line. In 1848 the station was provisionally put into operation at its current location, and until today it has been rebuilt several times. The current station building went into operation on August 1, 1960 after the previous one was destroyed in World War II. The tunnel station for S-Bahn traffic was created with the construction of the S-Bahn main line in 1972.
Munich south
The Munich South train station was opened as Thalkirchen train station on March 15, 1871, and in 1876 it was renamed Munich South. From 1891 the Isar Valley Railway branched off in Munich South , but there were no passenger trains on the section between Munich South and Munich Isar Valley Station . In 1893 a connecting curve from Munich South to Munich-Pasing was set up. The station has been an important station for freight trains since its opening, but after the opening of the Munich-Laim marshalling yard it lost its importance for long-distance freight trains. Passenger traffic ceased eight years after the opening of the nearby Poccistraße underground station on June 1, 1985.
Munich East
The Munich East train station was put into operation on March 15, 1871 as Haidhausen train station. In the station, the Munich East – Deisenhofen line, opened in 1898, and the line to Ismaning, opened in 1909, branches off the Munich – Rosenheim line. The current station building was opened in 1985 after the original building, built in 1871, was destroyed in World War II.
Munich Leuchtenbergring
The Munich Leuchtenbergring train station was opened on May 28, 1972 with the commissioning of the Munich S-Bahn network. Since the early 1990s, the station has had four instead of two platform tracks. Until the timetable change in December 2019, only the two outside ones were used for public S-Bahn operations. The two inner tracks serve as a connecting track from the Munich-Steinhausen depot to the Munich Ostbahnhof. This is where the S1 runs, whose journeys for passenger operations have since ended or started at the Leuchtenbergring. Operationally, the station is part of the Munich Ostbahnhof.
Munich-Berg am Laim
The Berg am Laim halt was opened on May 1, 1897, but was closed again on May 1, 1915. A year later, on May 1, 1916, a new Berg am Laim stop was built on the Munich – Simbach railway line . The stop has only been accessible again from the Munich – Rosenheim line since the Munich S-Bahn network went into operation, but today only S-Bahn trains serve the stop.
The stop now has two platform tracks. At this stop, the Munich – Mühldorf railway branches off from the Munich – Rosenheim railway line.
Munich-Trudering
The station was opened on October 15, 1871 with the Munich – Rosenheim railway line. Since 1972 the station has only been served by S-Bahn trains. In 1999 the Trudering underground station went into operation. In addition, the Munich Nordring joins the line at Trudering station . There are parking facilities for freight trains and S-Bahns next to the station.
Gronsdorf
The Gronsdorf stop on the city limits between Munich and the municipality of Haar was subsequently set up on May 1, 1897. It lies between the Munich district of Waldtrudering and the Gronsdorf settlement belonging to Haar , after which it is named. The stop has a central platform that can be reached through an underpass . Since 1972 only S-Bahn trains have stopped in Gronsdorf.
hair
Haar station was opened on October 15, 1871. The station has a station building and a no longer used house platform. The S-Bahn platform can be reached via an underpass from the reception building. Regional trains stopped in Haar until the 1990s, so the main platform is still there. The central platform between the two main tracks has meanwhile been torn down. Today the station is only served by S-Bahn trains.
Vaterstetten
The Vaterstetten stop was put into operation on May 1, 1897. Today the station is only served by S-Bahn trains. The central platform can be reached via an underpass.
Baldham
The Baldham station also went into operation on May 1, 1897. Since 1972, the station has only been served by S-Bahn trains. The central platform can be reached via an underpass.
Anger thing
The Zorneding station was opened on October 15, 1871 when the line went into operation. The station was a regional train station for a few years after the S-Bahn network went into operation. The original station building was demolished in early 2009. Today some S-Bahn line 6 ends in Zorneding during rush hour , for which a siding is available. The station has a central platform accessible through an underpass.
Eglharting
The Eglharting halt was put into operation on May 1, 1897. It has a central platform accessible through an underpass. Since 1972 it has only been served by S-Bahn trains.
Kirchseeon
Kirchseeon station was opened with the railway line on October 15, 1871. From 1890 a forest railway temporarily branched off in Kirchseeon into the Ebersberg Forest , which was used to transport the wood that had died as a result of a nun's caterpillar plague . The station still has a reception building. The station, which is only used by the S-Bahn today, has a house platform and a side platform. The side platform can be reached via an underpass. The station has a passing track for long-distance trains. Until the S-Bahn was expanded in the 1970s, there was a siding to a warehouse and sawmill in the northeast of the station; the southern siding to the former sleeper factory and later Fiat / Iveco car / truck delivery warehouse, as well as a northern siding to the Raiffeisen warehouse, were separated and partially expanded in the course of the construction of their own S-Bahn tracks in the mid-1990s.
Grafing train station
Grafing station was opened with the railway line on October 15, 1871. Since May 26, 1894, the branch line to Glonn, which existed until 1971, branched off in Grafing . Another branch line to Wasserburg was opened on November 6, 1899 . The station is served by the S-Bahn lines 4 and 6, which continue to Ebersberg, and by regional trains. Thus, the station forms a transfer hub between the S-Bahn, the Filzen-Express to Wasserburg and the regional trains on the Munich – Rosenheim railway line. The station has six platform tracks that are connected by an underpass. The reception building has been preserved to this day. On July 16, 1945, which occurred between the stations Grafing and Aßling in the amount of the former station Elkofen railway accident in Aßling .
Aßling (Oberbay)
The Aßling (Oberbay) station was put into operation on October 15, 1871 with the railway line. It has three tracks, but only two platforms on track 1 and track 3, the latter also serving as a passing track. The reception building is still preserved and is located on the house platform. The outer platform on track 3 is connected to the house platform by an underpass. Until the new control and safety technology was put into operation in 2001, the Ametsbichl block was still occupied between the Aßling and Ostermünchen stations .
Easter Munich
Ostermünchen station was opened on October 15, 1871 with the Munich – Rosenheim railway line. It has three tracks, but only two platforms on track 1 and track 3, the latter also serving as a passing track. The reception building is still preserved and is located on the house platform. The outer platform on track 3 is connected to the house platform by an underpass. Until the commissioning of the new control and safety technology in 2001, the occupied Hilperting block was still between the Ostermünchen and Großkarolinenfeld stations .
Großkarolinenfeld
The Großkarolinenfeld stop was put into operation on October 15, 1871 as a full-fledged station with the railway line. Today it only has tracks that can be reached via two outer platforms, which are connected by an underpass. Operationally, it is a transfer point .
Until the relay interlocking in Rosenheim was put into operation in the early 1960s (already replaced by a modern electronic interlocking), the Westerndorf block was still located between the Großkarolinenfeld and Rosenheim stations .
Rosenheim
The station was put into operation on October 24, 1857 with the Mangfall Valley Railway as a provisional station. Because only on November 13, 1858, after some delays, the actual station could be opened. On April 19, 1876, the old station was shut down due to lack of space and a new one opened west of the old station. In addition, there was a major depot for the route in Rosenheim .
Today the station is the seventh largest station in Bavaria, with around 20,000 travelers daily. It is served by around 150 regional and long-distance trains every day .
traffic
Passenger and freight trains run on the Munich – Rosenheim railway line .
Local rail transport
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The Munich-Salzburg-Express ran every hour between Munich and Salzburg as a regional express . Outside of rush hour traffic, it only stopped at Munich Hauptbahnhof, Munich East, Grafing Bahnhof, Aßling, Ostermünchen, Großkarolinenfeld and Rosenheim. Until December 2013, the train was driven with a class 111 locomotive and with double-deck or n-wagons . During rush hour, some trains only stopped at Munich Central Station, Munich East, Grafing Bahnhof and Rosenheim. In the rush hour, amplifier trains were also used as regional trains between Munich, Rosenheim and Kufstein, which ran with class 425 electric multiple units or class 111 electric locomotives and n-cars. In addition, the route on the section from Grafing to Munich was served by extended trains to Munich from Filzenexpress during rush hour. On the section from Munich to Grafing, S-Bahn line 6 of the Munich S-Bahn runs every 20 minutes, serving all stops.
From December 15, 2013, the Bayerische Oberlandbahn took over the traffic on the E-Netz Rosenheim under the name Meridian , which includes the routes Munich – Salzburg, Munich – Kufstein and Munich – Holzkirchen – Rosenheim. The traffic is carried out with new vehicles of the type Stadler Flirt 3 . Due to technical defects and a lack of approvals, replacement trains from Deutsche Bahn n-cars, double-deck cars from Metronom and City Shuttle cars from ÖBB were used until May 2014 . The hourly trains from Salzburg run between Rosenheim and Munich East without stopping during the day. A subsequent train from Kufstein to Munich Hauptbahnhof serves all stations between Rosenheim and Grafing Bahnhof.
| Train type | course | Clock frequency |
|---|---|---|
| M. | Munich - Rosenheim - Traunstein - Freilassing - Salzburg | Hourly |
| M. | Munich - Grafing - Rosenheim - Kufstein | Hourly |
| RB | Munich - Grafing - Ebersberg - Wasserburg | individual trains in the peak hours |
|
Geltendorf - Türkenfeld - Grafrath - Schöngeising - Buchenau - Fürstenfeldbruck - Eichenau - Puchheim - Aubing - Leienfelsstraße - Pasing - Laim - Hirschgarten - Donnersbergerbrücke - Hackerbrücke - Hauptbahnhof - Karlsplatz (Stachus) - Marienplatz - Isartor - Rosenheimer Platz - Ostbahnhof - Leuchtenbergring - Berg am Laim - Trudering (- Gronsdorf - Haar - Vaterstetten - Baldham - Zorneding - Eglharting - Kirchseeon - Grafing Bahnhof - Grafing Stadt - Ebersberg) | 20-minute intervals during peak hours |
|
Tutzing - Feldafing - Possenhofen - Starnberg - Starnberg Nord - Gauting - Stockdorf - Planegg - Graefelfing - Lochham - Westkreuz - Pasing - Laim - Hirschgarten - Donnersbergerbrücke - Hackerbrücke - Central Station - Karlsplatz (Stachus) - Marienplatz - Isartor - Rosenheimer Platz - Ostbahnhof - Leuchtenbergring - Berg am Laim - Trudering - Gronsdorf - Haar - Vaterstetten - Baldham - Zorneding - Eglharting - Kirchseeon - Grafing Bahnhof - Grafing Stadt - Ebersberg | 20-minute intervals |
Long-distance passenger rail transport
Eurocity trains (EC) on the Frankfurt am Main –Salzburg line connect Munich main station every two hours with stops in Munich East, Rosenheim, Prien, Traunstein and Freilassing with Salzburg. Since the timetable change in 2008, these trains have been alternating between Salzburg and Graz and Klagenfurt. The "Königssee" intercity train pair also runs this route from Hamburg to Berchtesgaden.
Offset by one hour to the EC trains, Railjet trains (RJ) run from Munich to destinations in Austria and Hungary , which pass between Munich main station and Salzburg main station without stopping. At the 2008 timetable change, the first RJ pair of trains ran between Budapest, Vienna and Munich.
EC and IC trains also run between Munich, Rosenheim and Innsbruck every two hours. Several pairs of trains continue to run over the Brenner to Bolzano, Verona and Venice or Bologna.
| line | route | Tact | |
|---|---|---|---|
| IC 26 |
Königsee: Hamburg-Altona - Hamburg - Hanover - Göttingen - Kassel-Wilhelmshöhe - Würzburg - Augsburg - Munich East - Berchtesgaden |
a pair of trains | |
| EC 32 |
Wörthersee: Münster - Dortmund - Essen - Duisburg - Düsseldorf - Cologne - Koblenz - Frankfurt - Mannheim - Heidelberg - Stuttgart - Ulm - Augsburg - Munich - Munich East - Salzburg - Klagenfurt |
a pair of trains | |
| IC 60 | Karlsruhe - Stuttgart - Ulm - Augsburg - Munich - Munich East - Salzburg | individual trains | |
| EC 62 | Frankfurt - Heidelberg - | Stuttgart - Ulm - Augsburg - Munich - Munich East - Salzburg (- Klagenfurt / Graz / Linz ) | Every 2 hours |
| Saarbrücken - Mannheim - | |||
| EC 89 | Munich - Munich East - Kufstein - Innsbruck - Bozen - Verona (- Venice / Bologna ) | Every 2 hours | |
Freight transport
In 2008, the Munich – Rosenheim line was used by up to 150 freight trains on weekdays. Of these, around 50 freight trains run on the Munich – Salzburg line, these freight trains continue to travel in the direction of Turkey, Greece, Ljubljana and Trieste. The Munich – Kufstein railway line is also served by around 100 daily trains. These trains mostly run from Munich East to Verona (Brenner traffic) and are operated by TX Logistik .
expansion
In the mid-1990s, the four-track section between Munich East and Zorneding was extended to Grafing Bahnhof . This means that the Munich S-Bahn traffic was completely relocated from KBS 950/951 to its own tracks. Occasionally, however, other types of train travel over the S-Bahn tracks, for example to avoid operational disruptions.
A four-track expansion of the section from Grafing Bahnhof to Rosenheim and possibly further in the direction of Kufstein (KBS 950) is discussed again and again in order to do justice to the expected increase in traffic after the commissioning of the Brenner Base Tunnel.
On the other hand, with the commissioning of the Brenner Base Tunnel, east-west traffic between Munich and Salzburg could be shifted to the Munich – Mühldorf – Freilassing – Salzburg route ( KBS 940 or 945), which is to be upgraded for Europe in the form of route 38 of the Magistrale (Double-track expansion and electrification, construction work has started but is ongoing). In this case, the Munich – Rosenheim line could take on additional traffic from Munich in the direction of Brenner.
In the Federal Transport Infrastructure Plan 2030 , a new double-track line from Grafing via Großkarolinenfeld to Brannenburg is planned for a speed of 230 km / h. The remaining section from Brannenburg to the German-Austrian border is to be expanded to include four tracks.
This route is part of the European TEN line 17 from Paris to Budapest . This could lead to further expansion measures. ÖBB in particular is pushing for this , as it expects a journey time of one hour between Salzburg and Munich instead of one and a half hours today.
As part of the starter package of Digital Rail Germany, the route is to be equipped primarily with digital interlockings and ETCS by 2030 .
Rear-end collision
A rear-end collision occurred on 16 July 1945 at around 9:40 p.m. at the 43.2 km distance between the Aßling and Grafing stations near Elkofen. At least 102 people died.
literature
- Bufe Siegfried: Main line Munich – Salzburg . Bufe-Fachbuchverlag, Egglham 1995, ISBN 3-922138-57-8 .
- Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg railway line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 .
Web links
Individual evidence
- ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
- ↑ Information and pictures about the tunnels on route 5510 on eisenbahn-tunnelportale.de by Lothar Brill
- ^ DB Netz AG: Infrastructure Register. In: geovdbn.deutschebahn.com , accessed on July 14, 2020.
- ↑ 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. 128-129 .
- ^ Bufe Siegfried: Main line Munich – Salzburg . Bufe-Fachbuchverlag, Egglham 1995, ISBN 3-922138-57-8 .
- ^ Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 , p. 27 f .
- ^ Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 , p. 30th ff .
- ^ Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 , p. 41 f .
- ^ Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 , p. 43 f .
- ^ Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 , p. 49 ff .
- ^ Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 , p. 59 ff .
- ^ Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 , p. 75 f .
- ↑ Tender for E-Netz Rosenheim on Zukunft-suedostbayern.info
- ↑ 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. 129 .
- ↑ Stefan Freundl: The train station at the wayside cross Rosenheim: Railway history and urban development . Die Bücherstube, Leonhardt 1985, ISBN 3-922310-13-3 .
- ↑ Statement on the groundbreaking ceremony for the renovation of Rosenheim train station (PDF; 17 KiB) on rosenheim.de
- ↑ Press release on the BEG meridian. In: beg.bahnland-bayern.de. December 20, 2013, accessed December 20, 2013 .
-
↑ Course book table 950 (south). (PDF) Deutsche Bahn, November 24, 2015, accessed on July 19, 2016 . Course book table 950 (north). (PDF) Deutsche Bahn, November 24, 2015, accessed on July 19, 2016 .
- ^ Armin Franzke, Josef Mauerer: 1860-2010: 150 years of the Rosenheim - Salzburg line . PB Service, Munich 2010, ISBN 978-3-9812639-2-3 , p. 100 .
- ↑ Bavaria gets the first digital interlocking on a main line in Germany. In: deutschebahn.com. Deutsche Bahn, June 10, 2019, accessed on June 10, 2019 .
- ↑ Digital Rail Germany #####. (PDF) The future of the railroad. In: deutschebahn.com. Deutsche Bahn, September 2019, p. 10 f. , accessed on May 2, 2020 .
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