Munich east marshalling yard

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Munich East Rbf
Disused direction tracks
Disused direction tracks
Data
Operating point type Station part
abbreviation MOR
opening 1921
location
City / municipality Munich
country Bavaria
Country Germany
Coordinates 48 ° 8 '2 "  N , 11 ° 38' 23"  E Coordinates: 48 ° 8 '2 "  N , 11 ° 38' 23"  E
Height ( SO ) 528  m above sea level NHN
Railway lines
Railway stations in Bavaria
i16

München Ost marshalling yard , abbreviated to München Ost Rbf , is a marshalling yard in the districts of Bogenhausen and Berg am Laim in the Bavarian capital of Munich . It was built from 1912 to 1924 north of the Munich – Simbach and Munich – Rosenheim railway lines to relieve the previous Munich-Laim marshalling yard and was expanded several times in the period that followed. In 1991, the station was largely replaced by the newly opened marshalling yard in Munich North and lost its importance considerably. Large parts of the site are now fallow, only the former southern entry and exit group is still in operation as a station part of the Munich East passenger station .

location

The Munich East marshalling yard is located in the east of Munich on the border of the districts of Bogenhausen and Berg am Laim and east of the Munich East passenger station (München Ost Pbf). The station area began at the Leuchtenbergring S-Bahn station and extended along the Munich – Simbach railway line to around the A 94 motorway bridge . The station is bordered by the Munich – Rosenheim railway line and the S-Bahn tracks in the south and by the Munich East – Munich Airport railway line in the north. The Munich – Simbach railway runs through the middle of the former station area . To the east, the Münchner Nordring passes under the former tracks of the marshalling yard. The Munich East depot , located south of the Munich – Rosenheim railway line, also belonged to the station area . The Munich-Steinhausen S-Bahn depot has been located north of the marshalling yard since 1972 .

At the level of the southern entry and exit group, the station is crossed under Truderinger Strasse by means of an underpass . Above this underpass, the Berg am Laim S-Bahn stop is located south of the marshalling yard on the S-Bahn tracks . To the south of the tracks and east of the underpass along Truderinger Strasse, the railroad workers' housing estate of the marshalling yard extends . The Hachinger Bach , routed underground in a pipeline, runs under the direction tracks and merges into the Hüllgraben north of the tracks .

history

Planning and construction

After just a few years, the Munich-Laim marshalling yard, which opened in 1893, was no longer sufficient for the steadily growing freight traffic. The Royal Bavarian State Government therefore planned a new marshalling yard east of Munich from 1896 in the area of ​​the former municipalities of Daglfing and Berg am Laim . This should also replace the previous freight and shunting tracks at Munich's Ostbahnhof in Haidhausen . The project was initially not implemented due to the high costs. Instead, the Royal Bavarian State Railways expanded the Laim marshalling yard as a replacement from 1908 to 1911.

In 1912, the Bavarian State Parliament finally decided to assume the construction costs for the Munich East marshalling yard. Construction work began that same year, but was stopped after the outbreak of World War I due to a shortage of workers. In 1915, the Munich – Rosenheim railway line, which had previously run further south through Berg am Laim, was relocated northwards in the section between Ostbahnhof and Trudering directly to the construction site of the marshalling yard. In 1917, military construction companies resumed construction and completed an entry and exit group with eight tracks on which provisional operation was possible. In 1921 the Deutsche Reichsbahn was able to put the first part of the station into operation. In 1924 the complete marshalling yard was completed. It consisted of two entry and exit groups with a total of 18 tracks, a directional group with 18 tracks, two drainage mountains with push- off tracks , a station group, several parking systems and a car cleaning system. At the same time as the marshalling yard, the Munich East railway depot , which was also opened in 1924, was built south of the Munich – Rosenheim railway line .

Operation and further expansion

On March 1, 1926, the Deutsche Reichsbahn opened three connecting lines for a more direct connection to the marshalling yard: a double-track line to the Munich East passenger station and a single-track line each to Trudering station on the Munich – Rosenheim line and to Riem station on the Munich – Simbach line . In October 1927 the marshalling yard was connected to the electrical network with the electrification of the connecting lines to the Ostbahnhof and Trudering.

In the era of National Socialism a reorganization of the Munich railway facilities was planned. The Munich East marshalling yard was to be replaced by a new high-performance marshalling yard in the north of Munich and a new parking facility for the Munich East passenger station should be built in its previous location. The east marshalling yard was expanded in 1939 to accommodate the sharp increase in freight traffic caused by the construction work. The Deutsche Reichsbahn expanded the northern entry and exit group by three and the direction group by six tracks. The first embankments for the new parking area were carried out by mid-1942, before construction work was stopped due to the increasing damage caused by the Second World War . On April 29, 1945, the train service at the marshalling yard was stopped because of the approaching American troops. On May 8, 1945 , parts of a parked ammunition train exploded when it was looted by the population. Eleven people died in the explosion and large parts of the railway settlement on Truderinger Strasse were damaged. On July 30, 1945, the Munich East marshalling yard was able to be put back into operation, but initially shunting was only possible during the day due to the lack of lighting. Since operations were restricted by the destruction of the war, the Munich-Ludwigsfeld station temporarily took over part of the train formation tasks of the Munich East marshalling yard.

On October 3, 1948, a separate stop Munich East Rbf was put into operation on the Munich East – Ismaning railway north of the northern entry and exit group . There was already a stop at this point for personnel only. As part of the expansion of the line for the S-Bahn, the stop was closed again on May 22, 1971.

On January 28, 1957, the Deutsche Bundesbahn started a trial run with radio-controlled locomotives of the E 91 series on the run-off mountain .

On September 7, 1970, in the course of the electrification of the route from Munich to Markt Schwaben on the connecting route from the marshalling yard to Munich-Riem, electrical operation began. On September 30, 1973, the Deutsche Bundesbahn opened a single-track and electrified connection line from the marshalling yard to the Munich-Daglfing station on Munich's Nordring . In 1978, the Federal Railroad extended the tracks of the southern entry and exit group to accommodate longer freight trains. The station group and the baggage car harp previously located at this point were abandoned.

In terms of wagonload traffic , trains for long-distance connections have recently been put together in the Munich East marshalling yard. Only a few routes in the eastern part of the city were served in local transport. In 1990 79 trains arrived at the marshalling yard every day and 64 trains left again, around 2,600 freight wagons were handled every day.

End of shunting operation

In 1987, construction work began on the new Munich North marshalling yard , which was to replace the outdated Munich East and Munich Laim marshalling yards. The marshalling yard in Munich East was still controlled by mechanical signal boxes and the track lengths of 300 to 600 meters were no longer sufficient. The German Federal Railroad saw modernization of the station as no longer economical, and expansion of the facilities was not possible. The new building was therefore urgently needed to increase the capacity for freight transport.

After the opening of the Munich North Station in autumn 1991, the Federal Railroad gradually shifted traffic from Munich East to the new marshalling yard in May 1992. The direction tracks, the northern entry and exit group, the drainage hill and the tracks of the wagon cleaning system were no longer needed and were subsequently decommissioned. The Munich East railway depot was also shut down in 1992 and replaced by the Munich North depot. Only the southern entry and exit group with 15 tracks remained in operation. In 2004 the Munich – Simbach railway line was relocated to the north in the area of ​​the marshalling yard on the fallow area of ​​the disused track system. Since then, the line has run north of the entry and exit group that is still in operation in the southern part of the former direction tracks and crosses under the Munich – Rosenheim railway line together with the connecting line from the marshalling yard to the Munich East passenger station. Apart from the tracks removed for the route relocation, the disused track systems and buildings of the marshalling yard are still largely preserved and are increasingly falling into disrepair.

The still existing southern entry and exit group is used by freight trains to Italy and Austria via the Munich – Rosenheim railway and to the Bavarian Chemical Triangle via the Munich – Mühldorf railway. In the case of the trains in the direction of Mühldorf, the locomotive will be changed from electric to diesel traction in the Munich East marshalling yard, and in the case of the trains in the direction of Rosenheim, the change from single-system to multi-system locomotives . However, no more train formation tasks are carried out.

On December 30, 2011, the planning approval decision to expand the Munich-Steinhausen S-Bahn depot on the site of the marshalling yard was issued. For this purpose, the Munich East – Munich Airport railway line is to be relocated around 25 meters to the south on the disused tracks and a new six-track hall for S-Bahn trains is to be built north of it. On July 12, 2017, the construction work to erect the parking facility began with the groundbreaking ceremony . To clear the construction site, the fallow tracks of the northern entry and exit group were dismantled in summer 2017 and the former signal box 7 was demolished.

construction

Track systems

and display information about the image
System plan of the Munich East marshalling yard around 1950

Until 1992, the Munich East marshalling yard extended 3.25 kilometers in length with a maximum width of 500 meters. In 1990 the total track length of the marshalling yard was 53 kilometers and the station had 253 points.

Former shunting supervisor east

In the western area of ​​the station, the tracks of the Munich East depot branched off from the double-track connecting line coming from Munich East. In the further course, the connecting line crosses under the double-track Munich – Rosenheim and Munich – Simbach lines and leads north of the lines to the southern entry and exit group of the marshalling yard, which has 15 tracks. At its eastern end, two single-track connections began to the Munich-Riem and Munich-Trudering stations. Until 1978 there was a station group with nine tracks to the northwest of the entry and exit group, and to the southwest there was a baggage car harp with four short tracks. To the north and south of the station group, bypass tracks ran, which enabled a direct connection of the connecting line to the direction group and the northern entry and exit group. To the northeast of the southern entry and exit group was the directional harp with a total of 24 tracks. To the east of the direction tracks, there were two drainage mountains with different heights for summer and winter, but they could not be operated at the same time. The summer mountain was 3.59 meters high and had a slope of 36.4 ‰, while the winter mountain with a height of 4.4 meters had a slope of 60.3 ‰. During operation, the wagons were braked by three Büssing- type escapement brakes. To the east of the drainage mountains there were six push-off tracks, which crossed Munich's north ring on a bridge structure.

The smaller northern entry and exit group with six tracks was located north of the direction tracks. This was connected to the east and west of the Munich East – Ismaning railway to the north . To the southeast of the northern entry and exit group were two more baggage car tracks. The northern and southern entry and exit groups were each connected to the pull-off tracks via a connecting track. To the southeast of the direction harp was the area of ​​the car cleaning system with a double-track cleaning hall. There were six wagon tracks to the north of the hall and five more butt tracks to the south . The tracks of the wagon cleaning system were connected to the southern entry and exit group in the west, and to the pull-off tracks in the east. In the area of ​​car cleaning, all points were set manually on site.

It had a disadvantageous effect on the performance that the main groups of the marshalling yard were largely next to each other. The wagons of the trains to be disbanded first had to be moved from the entry and exit tracks to the exit tracks, so that they could then be distributed over the drainage hill to the direction tracks. From the direction tracks , the newly assembled trains could only get back to the entry and exit groups by means of a saw drive over pull-out tracks. In contrast to the Laim marshalling yard, there were no subordinate groups. In addition, the drainage operation took place in the east-west direction and thus against the main wind direction, whereby the drainage capacity was temporarily reduced.

The three-storey main operations building of the marshalling yard is located south of the eastern head of the southern entry and exit group. It is connected to the railway housing estate on Truderinger Strasse via a pedestrian underpass under the Munich – Rosenheim railway line.

Signal boxes and signal systems

The switches and signals of the rail yard are of since its opening in 1924 mechanical interlocking of types Jüdel provided and unity. In 1957, mechanical signal box 11 north of the direction tracks was replaced by an electromechanical signal box from Siemens & Halske . When the station harp was dismantled in 1978, signal boxes 2 and 4 that were no longer needed were demolished. In 1991, nine signal boxes were still in operation in the marshalling yard, with signal box 1 being responsible for controlling the Munich East depot. In the course of the closure of large sections of the station, seven signal boxes were taken out of service after 1991. The buildings of the decommissioned signal boxes are still there, with the exception of signal box 7, which was demolished in 2017, and are increasingly falling into disrepair. To control the southern entry and exit group, the mechanical interlockings 3 and 6 are still in operation.

Most of the tracks in the entry and exit groups that are still in operation have their own form of exit signals . In the other groups track the individual tracks were only with blocking signals equipped, at the northern entry and Ausfahrgruppe were only on the connecting tracks with the railway line Munich-Ismaning Gruppenausfahrsignale present.

Signal boxes in Munich East Rbf
Signal box Installation Shutdown design type Adjustment range
1 1924 1992 mechanical , type Jüdel Depot Munich East
2 1924 1978 mechanical, type Jüdel Station group
3  Aug 1924 - mechanical, type Jüdel southern entry and exit group
4th 1924 1978 mechanical, type Jüdel Station group
5 1941 after 1991 mechanical, type Jüdel Direction group
6th 1948 - mechanical, standard design southern entry and exit group
7th 1924 after 1991 mechanical, standard design northern entry and exit group
8th 1924 after 1991 mechanical, type Jüdel Direction group
9 1924 after 1991 mechanical, type Jüdel Direction group
10 1924 after 1991 mechanical, type Jüdel Drainage mountain and push-off tracks
11 1957 after 1991 electromechanical , Siemens & Halske , design 1912 Direction group

future

Since 2015 there have been plans to set up a S-Bahn service on Munich's Nordring . As part of this project, a new Berg am Laim Ost tower station could be built on the fallow area of ​​the marshalling yard to link the S-Bahn on the Nordring with the S2 on the Munich – Simbach line.

See also

literature

  • Klaus-Dieter Korhammer, Armin Franzke, Ernst Rudolph: The hub of the south. Munich railway junction . Hestra-Verlag, Darmstadt 1991, ISBN 3-7771-0236-9 .

Web links

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

Individual evidence

  1. ↑ Korhammer, Franzke, Rudolph hub of the South . Darmstadt 1991, p. 157 .
  2. ↑ Korhammer, Franzke, Rudolph hub of the South . Darmstadt 1991, p. 68-69 .
  3. ↑ a b Korhammer, Franzke, Rudolph: Turntable of the South . Darmstadt 1991, p. 153 .
  4. ↑ Korhammer, Franzke, Rudolph hub of the South . Darmstadt 1991, p. 18-19 .
  5. ↑ 75 years of professional fire brigade in the state capital of Munich, 1879–1954 . Munich 1954.
  6. ^ Friedrich Jacob: War and invasion report to the Archbishop's Ordinariate in Munich . In: Peter Pfister (Ed.): The end of the Second World War in the Archdiocese of Munich and Freising . The invasion reports in the Archdiocese of Munich and Freising . Part 1. Regensburg 2005, ISBN 3-7954-1761-9 , pp. 239 .
  7. ↑ Korhammer, Franzke, Rudolph hub of the South . Darmstadt 1991, p. 126 .
  8. ↑ Korhammer, Franzke, Rudolph hub of the South . Darmstadt 1991, p. 155 .
  9. ↑ Korhammer, Franzke, Rudolph hub of the South . Darmstadt 1991, p. 158-159 .
  10. ↑ Korhammer, Franzke, Rudolph hub of the South . Darmstadt 1991, p. 154 .
  11. ↑ Korhammer, Franzke, Rudolph hub of the South . Darmstadt 1991, p. 69 .
  12. ↑ Korhammer, Franzke, Rudolph hub of the South . Darmstadt 1991, p. 73 .
  13. ↑ a b c Korhammer, Franzke, Rudolph: Turntable of the South . Darmstadt 1991, p. 73 .
  14. ↑ Korhammer, Franzke, Rudolph hub of the South . Darmstadt 1991, p. 88 .
  15. ↑ Bayerische Eisenbahngesellschaft: Infrastructure planning for the Munich railway node ( Memento from February 28, 2016 in the Internet Archive ) (PDF; 2.9 MB) on beg.bahnland-bayern.de, from June 24, 2015.
  16. ^ Federal Railway Office: Planning approval decision for the project "Extension of the parking facility of the S-Bahn depot Munich - Steinhausen" ( Memento from March 25, 2016 in the Internet Archive ) (PDF; 311 kB) on eba.bund.de, from December 30 2011, accessed February 28, 2016.
  17. ↑ Süddeutsche Zeitung : With the second main line, there is more maintenance effort on sueddeutsche.de, from July 13, 2017, accessed on July 15, 2017.
  18. ↑ Photo documentation of the Munich East marshalling yard on doku-des-alltags.de, accessed on June 9, 2016.
  19. ↑ a b Track plan Munich East Rbf from 1947 on gleisplan.christianmuc.de, accessed on February 20, 2016.
  20. ↑ Korhammer, Franzke, Rudolph hub of the South . Darmstadt 1991, p. 65-67 .
  21. ↑ a b List of German interlockings at stellwerke.de, accessed on January 31, 2016.
  22. ↑ tz : S-Bahn over the Nordring? This is how the route would run on tz.de, from February 15, 2016, accessed on June 9, 2016.