Dachau – Altomünster railway line

Dachau train station-Altomünster
Route number :	5502
Course book section (DB) :	999.2 999.30 (until 2014)
Route length:	29.691 km
Gauge :	1435 mm ( standard gauge )
Route class :	CE
Power system :	15 kV 16.7 Hz  ~
Minimum radius :	190 m
Top speed:	80 km / h
Dual track :	Oberbachern Üst – Schwabhausen North
Legend from Munich Hbf 0.063 Dachau train station Amperes to Ingolstadt Connection to the paper mill 1.428 Dachau city 4.170 Breitenau 6,053 Bachern (since 2014) 6.400 Bachern (until 2014) 7,954 Oberbachern Üst 8.300 Connection to the Oberbachern substation 9.034 Schwabhausen (b Dachau) 496 m 11,049 Schwabhausen North ( Üst ) 12,160 Niederroth 16,160 Markt Indersdorf (formerly Bf ) 470 m 19.202 Arnbach 22.357 Erdweg 475 m Glonn 25,640 Kleinberghofen 28.560 Stumpfenbach 29.754 Altomünster 494 m Swell:

The Dachau – Altomünster railway line , also known as Bummerl , Bockerl or Ludwig-Thoma -Bahn , is a single-track, electrified railway line in Bavaria . It is integrated into the Munich Transport and Tariff Association (MVV) and forms a branch of the S2 line of the Munich S-Bahn . The branch line connects the city of Dachau on the high-speed line Nuremberg – Ingolstadt – Munich with Altomünster , the most important intermediate stations are the meeting points Schwabhausen (b Dachau) and Erdweg . Until its electrification in 2014 she was the only non-electrified section of the Munich S-Bahn and was called Line A designated.

history

The reception building of Schwabhausen train station (b Dachau) 2013

At the beginning of the 20th century, there were several plans for the construction of a railroad from the Munich – Ingolstadt line to develop the Dachau hinterland. A railway committee was founded as early as 1893 , which demanded the construction of a local railway to Altomünster. In 1898 the neighboring Indersdorf wanted a connection to the place. There were various suggestions for the route: connection from Altomünster via Schwabhausen and Erdweg from Dachau train station or a connection from Markt Indersdorf, going out from Hebertshausen. The respective communities could not agree on one or the other route, which led to a compromise.

This compromise is reflected in the current course of the route. First it leads west to Schwabhausen, then further north to Indersdorf, finally in the Glonntal again in a south-west direction to Erdweg. From there the route reaches Altomünster in a north-westerly direction. This results in a distance of just under 20 kilometers as the crow flies between Dachau and Altomünster in a route length of 29.9 kilometers. Construction began around the turn of the year 1910/1911. On July 8, 1912, the Dachau – Indersdorf section, and on December 18, 1913, the entire line to Altomünster was put into operation as the Dachau local line . The construction costs amounted to 1,826,021 marks. The reception buildings were designed according to a uniform pattern, but in different sizes.

At the time of the Munich Soviet Republic , the local railway was an important economic factor for the revolutionary government. The money printed in the paper mill in Dachau could be transported directly to Munich without any major detours.

The maximum line speed was initially 40 km / h. Three pairs of passenger trains ran daily (morning, noon and evening), and a fourth pair of trains was used on Sundays and public holidays. The travel time of passenger trains with goods transport (PmG) is around 80 minutes. The trains were formed exclusively with cars of the 4th class .

With the abolition of the 4th class, the trains were formed from 1928 with 3rd class cars.

In 1930, the number of daily train pairs was increased to four and the carriage of freight wagons on passenger trains was canceled, which reduced travel time to around 75 minutes. At the beginning of the 1930s, the travel time was further reduced to around 60 minutes. In 1936, the line's top speed was increased to 50 km / h without any noticeable travel time effect.

During the Second World War, the number of travelers increased significantly and reached their all-time high in 1948, also due to the many hamster trips from Munich residents to the surrounding area. In 1951 six pairs of trains ran daily (four on Sundays). Commuter trains comprised up to ten two-axle cars and were tied through to Munich-Allach ( MAN , Krauss-Maffei ). In 1955, the 3rd class was abolished and the trains were formed exclusively with 2nd class cars. In 1968 the travel time was reduced to 46 to 53 minutes.

With the introduction of the MVV network tariff on May 28, 1972, the entire route was integrated into it. The offer was extended to ten pairs of trains, one of which only to Indersdorf. These improvements in supply led to an increasing demand. It was still served by local trains . Used came pull trains with yl-car and n-cars , with engines of the 211 series were covered. Before that, until 1965, the trains were hauled by class 86 steam locomotives. In the early days, locomotives of the Bavarian PtL 2/2 series ran here , and later the Bavarian G 3/4 H as well .

On May 31, 1981, the line's top speed was increased to 60 km / h and reached a length of around 23 kilometers. Together with shorter stopping times, the travel time has been reduced by another four minutes. A further increase in speed was not possible due to the 43 level crossings, only ten of which were technically secured. The abandonment of 20 level crossings was investigated; in 1982 the municipalities named 17 level crossings whose abandonment appeared technically possible. Around 1993 there were still 37 level crossings, 23 of them without technical safety.

In 1982 the bus timetables were coordinated with the route timetable. In 1983 the number of passengers was just under 1,360 kilometers per kilometer of operating length.

In 1982 the pilot model of train-controlled signaling technology was introduced, which included fallback switches in Indersdorf and Altomünster, train radio , main light signals, vacancy notifications by transmitters attached to the rear of the train and fewer staff. The Signalized Zugleitbetrieb , initially referred to as the engineered Zugleitbetrieb - System München , was based on reduced safety requirements for low-traffic railway lines, which were published in 1981. It was tested on the Dachau – Altomünster route. Installation began in 1985 and commissioned on March 20, 1986. At the same time, the line's maximum speed was increased from 60 to 80 km / h, but only achieved in individual sections due to the many technically unsecured level crossings. Before the introduction of the new technology, there was no technical security on the route outside the Dachau and Indersdorf stations. Verbal train reports were made .

From the summer of 1986 eleven train pairs (Monday to Friday) were offered. After expansion measures on the substructure and superstructure between Dachau and Bachern and the abandonment of the passenger train stops in Breitenau and Stumpfenbach, the travel time was reduced to 40 minutes from September 1987. More powerful locomotives ( 212 series instead of 211 series) also contributed to this. An improved transition to the S-Bahn in the direction of Munich in Dachau (five minutes transition time) reduced the travel time between Altomünster and Munich by up to 20 minutes to 67 to 70 minutes.

In the course of expansion work on State Road 2047, the Webling level crossing was replaced by a bridge in 1992.

In 1992, 13 pairs of trains ran daily on the route. The number of passengers to / from Altomünster was around 500 per day between 1982 and 1992, around 1400 passengers passed through Indersdorf and around 1800 in Dachau Stadt.

In April 1994, operations on the branch line were integrated into the Munich S-Bahn network as Line A. A stood for Altomünster .

Expansion and offer improvements

A class 628 railcar in Dachau

In June 1994, representatives of the Free State, the district, MVV and Deutsche Bahn signed a contract for the procurement of five class 628.4 multiple units for the route. Four of the five trains, each costing four million D-Marks, were financed half by the Free State of Bavaria and the Deutsche Bahn AG, the fifth half by the district and the Deutsche Bahn AG. In addition, the Free State financed the MVV-compliant equipment of the stations with 1.9 million Deutschmarks.

In autumn 1995 4150 passengers were counted per day. The most frequented train stations were Erdweg and Altomünster. A year earlier, before the S-Bahn was introduced, the number had been 3,450. Between 1992 and mid-1995, the number of passengers on the line increased by 38 percent.

For the introduction of the Bayern-Takt in June 1996, the offer on the route - also on weekends - was increased to an hourly rate and the number of trains going through to Munich Hauptbahnhof was increased to six train pairs. When the timetable changed in April 1997, another pair of trains was extended to Munich Central Station.

In the 1990s, the scheduled travel time on the route was reduced by five minutes. In 1997, the Mayor of Altomünster Konrad Wagner announced the construction of new double-track sections between Altomünster and Kleinberghofen as well as Dachau and Bachern by 2002 at a local council meeting. This should enable compression from hourly to 40-minute intervals. At the end of September 1998 the Altomünster station, which had been converted for almost three million DM, was opened.

In 1998, Minister of Economic Affairs Otto Wiesheu announced that he wanted to increase the hourly intervals on the route to half-hourly intervals. For this purpose, passing points should be created and the platforms should be lengthened so that trains can also run in triple traction. First, the Bavarian Railway Company was supposed to purchase a sixth multiple unit (class 628) to counteract overcrowded trains during rush hour.

electrification

In the 2000s, plans began to electrify the S-Bahn line. A cost-benefit analysis by the Bavarian Ministry of Economics in 2004 expected costs to exceed the costs at an estimated cost of 31 million euros. Electrification could improve integration into the S-Bahn network and save costs. The estimated cost in 2005 was 32 million euros. The planning agreement for electrification was signed at the end of June 2006. In 2007, an increase in costs from initially 28 to 50 million euros became known.

After a scoping meeting on March 30, 2007, Deutsche Bahn applied on December 19, 2008 to initiate the plan approval procedure . The plans were laid out in early 2010 and discussed for the first time in May 2010 . Revised plans were presented in September 2010, laid out in May and June 2011 and discussed in July 2011. In January 2012 revised plans were presented again and sent to those affected with the opportunity to comment. As a result, there were further changes to the plans, which were presented in March 2012, sent to those affected and in turn led to further changes. A total of 63 objections from those privately affected were received in the course of the proceedings. On May 25, 2012, the hearing authority, the government of Upper Bavaria, presented the hearing report. On May 31, 2012, the Federal Railway Authority (EBA) received the documents to be approved. At the end of October 2012, the project was passed on to the EBA branch office in Hamburg / Schwerin for processing. The developer submitted revised documents until shortly before the end of the procedure. According to a press report, approval was delayed due to a lack of staff at the Federal Railway Authority.

Construction was originally supposed to start in 2012, completion was planned for 2013, but the expansion has been postponed repeatedly. The planning approval decision was issued on January 30, 2013. In mid-November 2013, the order to electrify the line was awarded for eight million euros. Five offers were received as part of the Europe-wide invitation to tender. The last cost estimate was based on 47 million euros.

Markt Indersdorf stop with interface to bus traffic (2019)

From April 28 to December 13, 2014, the route was completely closed due to the construction work. The S-Bahn line was electrified throughout, the platforms of all stations were extended to 140 m and raised to 96 cm. At Schwabhausen (km 7.9 to 11) and at Erdweg (km 21.9 to 22.6), two-track meeting sections were created. Erdweg was expanded to become a train crossing station and the previous crossing station at Markt Indersdorf was dismantled onto one track. In addition, 31 level crossings, two road overpasses and three underpasses were built or rebuilt. 600 catenary masts were erected.

This enables a 30-minute cycle . Since there were delays in the construction process, rail operations could not be resumed as planned on November 17, but only when the timetable changed on December 14, 2014. The maximum speed was largely increased from 60 to 80 km / h. At least 70 km / h were produced in individual sections.

With the commissioning, the traffic between Munich and Altomünster was expanded from 8:00 p.m. to 1:30 a.m. and on weekends to 2:30 a.m. In April 2015, double-digit growth in passenger numbers was reported.

The Free State of Bavaria took on 50 million euros of the construction costs of 68 million euros.

business

Class 628 railcars on line A near Schwabhausen

Until April 2014, line A ran every hour from Dachau to Altomünster. During rush hour it was tied through to Munich Central Station. The route was served by class 628 diesel multiple units. In the 2010/2011 timetable, the travel time from Dachau to Altomünster was 41 minutes, which corresponds to a travel speed of almost 44 km / h. On April 27, 2014, Deutsche Bahn AG temporarily ceased operations for route electrification and set up a rail replacement service (SEV).

Class 423 railcars in Dachau city

On December 14, 2014, electrical operation of the S2 began on the line. The offer was increased from hourly to half-hourly during rush hour, the number of daily trains was increased from 38 to 57. 39 trains run every hour directly from Altomünster to Munich and sometimes further to Markt Schwaben and Erding, in rush hour with the S2 wing in Dachau to Petershausen and Altomünster. These trains are driven by the class 423 S-Bahn multiple units . The remaining trains only run between Altomünster and Dachau and run every half hour during rush hour. Class 420 multiple units returned to the Munich S-Bahn network for the use of these amplifier trains . The travel time between Dachau and Altomünster and vice versa was reduced to an average of 34 minutes.

The previously quite brisk freight traffic with agricultural products (grain, milk, cattle), coal, building materials, fodder and fertilizers was largely stopped before the route was rebuilt in 1982.

literature

• Tony-Wolfgang Metternich: The local railway Dachau-Altomünster . Festschrift for the 75th anniversary. 1988.
• Armin Franzke, Hartmut Klust, Ursula Nauderer: 's Bockerl . 80 years of local railway Dachau-Altomünster. Ed .: Zweckverband Dachau Galleries and Museums. District Museum, Dachau 1993.
• Karl Bürger: "Crailsheim suction artery" . a typical Bavarian local train in front of the big city becomes the S-Bahn: the winding career of the Dachau - Altomünster route. In: Railway history . No. December 12 , 2014, ISSN  1611-6283 , p. 22-29 .
• Various articles in the online archive of Amperland magazine

Web links

Commons : Dachau – Altomünster railway line  - collection of images, videos and audio files

• Location, course, permissible speeds and some signals of the route on the OpenRailwayMap

Individual evidence

1. ↑ DB Netze - Infrastructure Register
2. ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
3. ↑ 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 .
4. ↑ ^{a b c d e f g h i j k} Armin Franzke, Hartmut Klust, Ursula Nauderer: 's Bockerl . 80 years of local railway Dachau-Altomünster. Ed .: Zweckverband Dachau Galleries and Museums. District Museum, Dachau 1993, p. 24, 26-31, 34, 41-44 .
5. ↑ ^{a b} Wolfram Alteneder, Clemens Schüssler: The branch lines of the BD Munich. Bonn 1987, ISBN 3-925250-03-4 , p. 166 f.
6. ^ Walter Hueber: branch line Dachau-Altomünster. New start as S-Bahn. in. eisenbahn-magazin 1/2014, p. 36f.
7. ^ Walter Gierlich: The district should buy the required train itself . In: Süddeutsche Zeitung . January 10, 1992, ISSN  0174-4917 .
8. ^ ^{A b} Gerhard Wilhelm: Forty-minute intervals planned for local railways . In: Süddeutsche Zeitung . May 19, 1995, ISSN  0174-4917 , p. 1 (Dachau) .
9. ↑ ... 1994 . In: Süddeutsche Zeitung . July 22, 1997, ISSN  0174-4917 , p. 33 .
10. ↑ Thomas Soyer: The local train makes steam . In: Süddeutsche Zeitung . April 19, 1994, ISSN  0174-4917 , p. 39 .
11. ↑ Local train: more and more passengers . In: Süddeutsche Zeitung . November 10, 1995, ISSN  0174-4917 , p. 1 (local part Dachau) .
12. ↑ Hourly starting in June . In: Süddeutsche Zeitung . December 29, 1995, ISSN  0174-4917 , p. 1 (local part Dachau) .
13. ↑ Every hour with line A to Dachau . In: Süddeutsche Zeitung . May 28, 1995, ISSN  0174-4917 , p. 1 (local part Dachau) .
14. ^ Dachau – Altomünster railway line . In: Süddeutsche Zeitung . June 10, 1996, ISSN  0174-4917 , p. 1 (local part Dachau) .
15. ↑ S-Bahn for night lights . In: Süddeutsche Zeitung . May 31, 1997, ISSN  0174-4917 .
16. ^ Ludwig-Thoma-Service-Line . In: Süddeutsche Zeitung . November 3, 1997, ISSN  0174-4917 , p. 47 .
17. ^ Line A: Expansion in 2002 . In: Süddeutsche Zeitung . October 6, 1997, ISSN  0174-4917 .
18. ↑ Adolf Mair: A “true additional rain” for Altomünster . In: Süddeutsche Zeitung . September 28, 1998, ISSN  0174-4917 , p. 5 (Dachau) .
19. ↑ Christoph Oellers: Railway seeks additional locomotive for line A . In: Süddeutsche Zeitung . December 21, 1998, ISSN  0174-4917 , p. 1 (Dachau) .
20. ↑ ^{a b} Bavaria is fighting for federal funding for expansion of the rail network . In: Eisenbahn-Revue International , issue 5/2005, ISSN  1421-2811 , p. 242 f.
21. ↑ ^{a b} Melanie Staudinger: Expansion of the A line is at stake . In: Dachauer SZ . October 31, 2007, ISSN  0174-4917 , p. Front page of the regional section .
22. ↑ Announcement S-Bahn Munich is being expanded . In: Eisenbahn-Revue International . Issue 8–9 / 2006, ISSN  1421-2811 , p. 378.
23. ↑ ^{a b c} Eisenbahn-Bundesamt (Ed.): Plan approval decision according to § 18 AEG for the project "Expansion and electrification of line A Dachau - Altomünster Bahn - km 0.000 - 29.908 of line 5502" . Munich January 30, 2013, p. 1, 47-56 ( PDF file ). PDF file ( Memento of the original from May 22, 2016 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  
24. ↑ Wolfgang Eitler: Line A project becomes a hangover . In: Süddeutsche Zeitung . September 24, 2012, ISSN  0174-4917 , p. R7 (local part Dachau) ( online ).
25. ^ The S-Bahn - the backbone of local public transport in the region at mvv-muenchen.de, accessed on August 10, 2012
26. ↑ Expansion of the Dachau-Altomünster local railway line is further delayed . In: Münchner Merkur (online edition), September 24, 2010.
27. ^ Germany-Munich: Catenary construction work . Document 2013 / S 219-381966 of November 12, 2013 in the supplement to the Electronic Official Journal of the European Union .
28. ↑ Expansion of the local railway should be completed by the end of 2012. Merkur Online, October 23, 2009, accessed November 21, 2009 . 
29. ↑ ^{a b} Julian Erbersdobler: A feat of strength . In: Süddeutsche Zeitung . April 2, 2014, ISSN  0174-4917 ( online ).
30. ↑ ^{a b c d} Benjamin Emonts: Ludwig Thomas "Local Railway" now runs under power . In: Süddeutsche Zeitung . December 22, 2015, ISSN  0174-4917 , p. R1 ( online ).
31. ↑ Planning: Expansion of line A on the website of the Munich Transport and Tariff Association (MVV)
32. ↑ www.s-bahn-muenchen.de: Rail replacement service on Line A extended until December 13, 2014 ( Memento of the original from November 18, 2015 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. 
33. ^ Robert Stocker: More trains, more customers . In: Süddeutsche Zeitung . April 8, 2015, ISSN  0174-4917 , p. R7 (local edition Dachau) (including date online ).
34. ↑ Major construction sites on the S-Bahn again in 2014 . In: Die Welt Kompakt . No. 20 , January 29, 2014, ISSN  0174-4917 , p. 15 .