Central workshop Munich

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The Centralwerkstätte Munich was a railway repair shop in the Bavarian capital of Munich . It was located west of Munich Central Station in the Neuhausen district . The Central Workshop was put into operation by the Royal Bavarian State Railways from 1871 to 1874 and expanded step by step until 1900. From 1920 it was designated as the main workshop in Munich and from 1923 as the Reichsbahn repair shop in Munich . From 1927 to 1931 the factory was replaced by the repair works in Munich-Freimann and Neuaubing and its buildings were demolished from 1938 onwards.

location

The repair shop was located in the western track field of Munich Central Station, about two kilometers west of the main hall. It stood north of the connection from the main train station to the Pasing train station , which has been formed from five double-track lines at this point since 1892. The railway lines to Holzkirchen and Ostbahnhof separate from the tracks to Pasing at the level of the plant . The repair shop was directly opposite the Munich Hbf railway depot located south of the tracks , the former Munich depot. Until it was relocated in 1892, the Munich – Regensburg railway branched off the other tracks to the east of the plant and ran north of the plant premises. In the last stage of development, the area of ​​the repair shop extended between the Donnersbergerbrücke in the east and the Friedenheimer Brücke in the west and was thus about one kilometer long and up to 300 meters wide. In the north, the plant was bordered by Richelstrasse and Birketweg.

From September 1, 1895, the Munich Centralwerkstätte stop was located under the Donnersbergerbrücke on the tracks of the suburban railway . In 1920 it was named Munich Main Workshop , which it kept long after the repair shop was closed. It was not until 1971 he was in the course of reconstruction for the Munich S-Bahn in Munich Donnersbergerbrücke renamed.

history

Construction and commissioning

After the opening of the first railways in Munich, the Royal Bavarian State Railways carried out repair work on the vehicles, initially in the locomotive depot at Centralbahnhof. Major repairs, on the other hand, took place in the manufacturers' factories. Due to the growing railway network, however, it was soon necessary to set up own workshops for major maintenance work and revisions . From 1846 to 1847, the Bavarian State Railways then built a workshop building for major maintenance work with ten work stations and a transfer platform at Munich Central Station, directly east of the locomotive depot, which was called the district workshop . Five state district workshops had been set up in Bavaria by 1870.

In 1865, planning began to centralize the various Bavarian workshops. In 1867 the Ministry of Trade and Public Works in Bavaria decided to set up central workshops in Munich and Nuremberg , which were directly subordinate to the general management of the Bavarian State Railways. The Centralwerkstätte in Munich was planned together with the expansion of the Centralbahnhof and was to be built around two kilometers west of the Centralbahnhof opposite the Munich workshop that opened between 1867 and 1868 . The plant was planned very generously from the start and the location was chosen so that later expansions were possible here without any problems. At the beginning of 1868 the planning documents were presented to the Bavarian State Parliament , which approved the payment of 1,093,000 guilders (about 1.9 million marks ) on May 16, 1868 for the purchase of the property and the construction of the Munich workshop.

In 1869 construction work began on the Centralwerkstätte. In the same year the Maschinenbau-AG Nürnberg delivered two steam engines for the boiler houses of the plant. From January 1, 1871, the Centralwerkstätte's facilities were gradually put into operation after their respective completion. The paint shop burned down completely in 1872 and had to be rebuilt. The first phase of construction of the plant was completed in 1874. In order to allow the workers in the workshop access from the south, an iron footbridge was built over the tracks in 1874 at the site of today's Donnersbergerbrücke in the east of the plant .

Car assembly building on June 8, 1887

The main buildings of the plant, completed in 1874, were laid out as a U-shaped complex. The locomotive assembly was in the east and the wagon assembly in the west , each equipped with 30 work stations. The two buildings each had a central transfer platform from which the working tracks on both sides could be reached. The two transfer platforms extended further north into the open-air area and opened up the sidings there. The third building in the complex was the turning shop in the south, between the wagon assembly and the locomotive assembly . At both ends of the central building there was a boiler house with a steam engine, to the north of which was the forge. To the west of the wagon assembly were sidings and the paint shop building with a transfer platform in between. Additional magazines were also distributed over the entire factory premises. In addition to the transfer platforms, the connection between the various works tracks was largely made via turntables ; only a few switches were installed. To the south of the locomotive assembly, the turning shop and the wagon assembly, there were entry, storage, exit and machine tracks parallel to the main tracks, which were connected to the central train station's tracks to the east. In 1875 the work extended over an area of ​​14.4  hectares , of which 2.4 hectares were built over. The open tracks of the Centralwerkstätte were a total of 13 kilometers long.

Development phase of the Centralwerkstätte

Boilermakers from 1877

Despite the generously planned plant facilities, the first expansion of the plant was necessary as early as 1877. On the previous open-air site in the north of the plant, a boiler forge with 20 stands, a wheel turning shop and coal stores were built in 1877 between the transfer platforms of the locomotive and wagon assembly. Two more transfer platforms were built in the boiler shop and to the west of the wheel turning shop. In 1885, the Bavarian State Railways built a second wagon workshop with 23 stands above the transfer table of the wagon assembly, which was connected to the previous building to the north. The car paint shop building to the west of the plant was extended to the north as part of the further expansion. To the north of the building, additional sidings were laid on Richelstrasse, which were accessed via the sliding platform of the paint shop that was extended to the north.

Third car workshop from 1893

From 1890 to 1893 the plant was extended westward to the site of a former gravel pit up to the Hirschgarten . A third wagon workshop with 57 work stations and an area of ​​10,000 square meters was built by 1893. The wagon workshop was equipped with its own transfer table and an extensive track apron parallel to Birketweg. This apron and the siding in the north of the plant were connected directly to the Munich-Laim marshalling yard via a connecting track to the west . To the north of the third car workshop, a smaller, fourth car workshop was built, which also served as a paint shop for long cars. In 1892 the Maschinenbau-AG Nürnberg supplied another steam engine for these plant expansions. The last expansion of the plant took place from 1899 to 1900. The locomotive assembly was extended to the north adjoining building with 12 stands, which was erected above the transfer table on the previous outdoor area. At the same time, the boiler shop to the west of it was enlarged by six stands to 26 stands. After completion of the construction phase, from 1900 the work finally extended over a length of 500 meters between the Donnersbergerbrücke , which opened in 1900, and the Friedenheimer Brücke, which was completed in 1901 .

Relief by Centralwerkstätte Aubing

The Centralwerkstätte Munich was responsible for all major repairs to locomotives and wagons in the southern Bavarian railway network from the start, while the Centralwerkstätte Nürnberg was responsible for the northern Bavarian network. The railway traffic and with it the tasks of the Centralwerkstätte continued to grow over the years. After the expansion up to 1900, however, it was no longer possible to expand the workshop. On February 24, 1900, the Bavarian government therefore passed a law to establish another central workshop in the municipality of Aubing west of Munich , which should relieve the central workshop in Munich. With the opening of the Central Workshop in Aubing on October 1, 1906, a division of labor in car maintenance began between the two plants. The Aubing plant took over parts of the freight wagon repairs , and from 1907 the Munich Central Workshop was able to hand over some of the repairs to passenger , baggage and mail wagons and, temporarily, also railcars to the Aubing works. In 1907, the Bavarian State Railways reorganized the Centralwerkstätte and divided it into three independent workshop inspections .

In 1913 the Centralwerkstätte was responsible for maintaining 557 steam locomotives , 3,198 passenger, baggage and mail wagons and 3,404 freight wagons. Between 1,300 and 1,600 people were employed in the plant up until the First World War . Due to the increasing traffic and the increasing need for repair work during the war, the number of employees rose to its maximum of 2000 employees by 1918.

After the merger of the state railways to form the Deutsche Reichsbahn , the Centralwerkstätte was called the main workshop in Munich from 1920 . In 1923 the main workshop for the maintenance of electric locomotives was given an additional auxiliary workshop , which was built on Landsberger Straße south of the Munich Hbf depot. As part of rationalization measures, the Deutsche Reichsbahn organized the three workshop inspections into the Reichsbahnausbesserungswerk München (RAW München) on June 1, 1923 . On April 19, 1927, RAW Munich handed over all repairs to passenger, luggage and mail cars to RAW Neuaubing, which had emerged from Centralwerkstätte Aubing. The freight wagon maintenance, however, was completely relocated from Neuaubing back to Munich.

Closure of the plant and subsequent use

In 1925 the repair shop covered an area of ​​23.5 hectares, of which 6.6 hectares were built over. The length of the open tracks was at last 34 kilometers. In the 1920s, the number of vehicles to be maintained increased further, but an expansion of the repair shop was no longer possible. In addition, parts of the factory premises were required for the growing track systems at Munich Central Station. Therefore, plans began to move the RAW Munich to the outskirts. The Munich-Freimann Reichsbahn repair shop was therefore built on the premises of the Neumeyer company from 1925 . After the opening of the Freimann plant on October 8, 1927, the Deutsche Reichsbahn relocated the repair of locomotives and freight wagons as well as all other tasks of the old plant to Freimann from 1927 to 1931. In 1928 the locomotive department was closed and on May 2, 1930 the Centralwerkstätte was dissolved as an independent office. Only the chemical-mechanical substance testing facility as part of the material procurement inspection remained on the site of the old plant.

From 1931 onwards, the Deutsche Reichsbahn set up the railway service vehicle (Bww) Munich Hbf on part of the factory premises . The remaining vacant buildings and halls were subsequently used by the Reichsbahn for other purposes and rented to private companies.

In the course of the renovation plans during the National Socialist era, a new central station was to be built in Laim to replace the old terminus. In order to free up the space for the new station, the site of the former repair shop was cleared from 1938 to 1941 and most of the buildings were demolished. In the course of the clearance, the Deutsche Reichsbahn moved the Bww München Hbf on May 5, 1941 to a new factory site in Pasing . The last remaining buildings of the plant were destroyed in the Second World War by the air raids on Munich .

The fallow land of the repair shop was still used for railway purposes after the Second World War. On September 28, 1969, the new post station with the large parcel handling hall was opened on the site . On the same day, the Deutsche Bundesbahn put the Friedenheimer Brücke parking group at Munich Central Station into operation, which was expanded to become the northern display group by 1987. By 1971 the building of the Munich Federal Railway Directorate was built on Richelstrasse west of the Donnersbergerbrücke . In the course of the railway reform, the building was transferred to Deutsche Bahn AG. Various of its subsidiaries, such as DB Regio and DB Netz, continue to use this office building as a central location for the Bavaria region and the southern region.

Subsidiary workshop

With the start of line electrification in the Munich area, the Deutsche Reichsbahn built a new auxiliary workshop south of the Munich Hbf railway depot in 1923 , which was subordinate to the main workshop. A large hall was built between Landsberger Strasse and the connecting line from the main train station to the Laim marshalling yard, which consisted of two four-storey front buildings with built-in transfer platforms and a three-storey middle section. From 1924 the Bavarian group administration carried out the final assembly of the newly acquired electric locomotives of the E 32 , E 52 and E 77 series in the ancillary workshop , and from 1926 the E 16 series was also final assembled in the workshop. In 1926, the alternating current multiple units ELT 1101–1104 (later ET 85 01–04) were the first multiple units in the maintenance inventory of the ancillary workshops. The repair of the railcar was carried out in a division of labor with the Neuaubing repair shop. The ancillary workshop was responsible for maintaining the electrical equipment, while the wagon construction part was maintained in Neuaubing.

From 1927 the maintenance of the electric locomotives was relocated to the new repair shop in Munich-Freimann, while the railcar maintenance remained in the ancillary workshop. On May 1, 1934, the Deutsche Reichsbahn converted the ancillary workshop into the Munich Hbf operations department of RAW München-Freimann. In 1935 the operations department added the electric express railcars of the later ET 25 and ET 31 series to the maintenance inventory, followed by the later ET 11 and ET 91 series in 1936 . These series were also maintained in a division of labor with RAW Neuaubing.

In September 1953, the repair of electric multiple units in the operations department was stopped and from then on carried out directly in the Freimann repair shop. The hall of the ancillary workshop was subsequently used by the research institute of the Federal Railway Central Office in Munich. After the research institute was moved to Freimann in 1995, the old hall was demolished.

literature

  • Anton Joachimsthaler: Bundesbahn repair shop Munich-Freimann. History, people, vehicles 1925–1985 . Ed .: Bundesbahn repair shop Munich-Freimann. Munich 1985, p. 3-16 .
  • 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 , p. 100-102 .

Web links

Commons : Centralwerkstätte München  - Collection of images, videos and audio files

Individual evidence

  1. ↑ Korhammer, Franzke, Rudolph hub of the South . 1991, p. 155 .
  2. ↑ a b Royal Bavarian State Railroad Central Workshop Munich on albert-gieseler.de, accessed on May 22, 2016.
  3. ^ Joachimsthaler: Bundesbahn repair shop Munich-Freimann . 1985, p. 4-5 .
  4. ↑ Korhammer, Franzke, Rudolph hub of the South . 1991, p. 97 .
  5. ↑ Korhammer, Franzke, Rudolph hub of the South . 1991, p. 100-101 .
  6. ↑ Korhammer, Franzke, Rudolph hub of the South . 1991, p. 102 .
  7. ↑ Korhammer, Franzke, Rudolph hub of the South . 1991, p. 101 .
  8. ↑ Korhammer, Franzke, Rudolph hub of the South . 1991, p. 101-102 .
  9. ↑ a b Korhammer, Franzke, Rudolph: Turntable of the South . 1991, p. 111-112 .
  10. ↑ Timeline for the Munich-Neuaubing repair shop on bahnstatistik.de, accessed on November 26, 2016.
  11. ↑ German repair works at bahnstatistik.de, accessed on June 9, 2016.
  12. ↑ Korhammer, Franzke, Rudolph hub of the South . 1991, p. 19 .
  13. ↑ Korhammer, Franzke, Rudolph hub of the South . 1991, p. 116 .
  14. ↑ Korhammer, Franzke, Rudolph hub of the South . 1991, p. 102 .
  15. ↑ Korhammer, Franzke, Rudolph hub of the South . 1991, p. 160 .
  16. ↑ Korhammer, Franzke, Rudolph hub of the South . 1991, p. 158 .
  17. ↑ Series E 16 on lok-magazin.de, accessed on 16 April 2017th
  18. ↑ Korhammer, Franzke, Rudolph hub of the South . 1991, p. 105 .
  19. ↑ Eisenbahndirektion Munich on bahnstatistik.de, accessed on 16 April 2017th
  20. ↑ Federal Railroad Repair Works Munich-Neuaubing (Ed.): 75 Years of the Federal Railroad Repair Works Munich-Neuaubing 1906–1981 . Eisenbahn-Kurier Verlag , Freiburg 1981, ISBN 3-88255-800-8 , p. 22 .
  21. ↑ German repair works on bahnstatistik.de, accessed on April 16, 2017.
  22. ↑ The last roundhouse of the depot Munich Hbf ( Memento from April 1, 2018 in the Internet Archive ) on mysnip.de, from October 26, 2011.

Coordinates: 48 ° 8 ′ 40.2 ″  N , 11 ° 31 ′ 49 ″  E