Maximilian (ship, 1851)
 The Maximilian around 1865 in Seeshaupt
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Maximilian was the name of the first steam and liner thatsailedthe Würmsee .
prehistory
The Starnberger See, officially Würmsee until 1962, located a manageable distance from Munich , was used early on, in addition to fishing etc., for pleasure trips. Magnificent ships of the Wittelsbach such as the abdomen ship Bucentaur were installed there, but also tourists from lower levels found their pleasure trips across the lake. However, coming from Munich, they had to rely on carts to reach the lake, and were then rowed across the lake for payment by fishermen. For this purpose, watercraft were specially made available for the strangers: three gondolas , a sloop and a music ship. Each was suitable for twelve to 20 passengers.
Only the discovery and utilization of steam power led to a change in these conditions, but this did not mean that the gondolas etc. were abruptly abolished. A. Link writes in his travel guide about the Würmsee from 1857 that these watercraft are "still sometimes used by companies" and can be found "in the great royal ship's hut near Starnberg". It not only lists the tariffs set by the authorities for the use of these tourist ships, but also their names, if they had any: the gondolas were called deer , lion and swan .
At the time of King Ludwig I , the first applications for a license to operate a steamship on the lake were made. On December 15, 1837, Georg Maximilian Karl von Proff , Joseph von Mayer and Johann Ulrich Himbsel applied to set up a railway line from Munich to the Bavarian Oberland. Ritter von Baader had already prepared them for them . From the beginning, the proposal to set up the steamboat supply on the Würmsee was also integrated into the proposal, because the "advantages that such an enterprise [...] brings, the revitalization of the area around the Würmsee, the plan of the trade, even fishing and small shipping through the supply of visitors to the steamship, [...] the rise of all basic values ”probably need no further explanation to the sovereign. Shipping on the lake is currently "both for pleasure and for industrial purposes" expensive and cumbersome, the planned rail link including steamship operation will provide a remedy. The applicants emphasized in particular that the new means of transport are not only suitable for transporting people but also goods, which will simplify the use of natural resources in the Bavarian foothills and high mountains, and also emphasized the upswing that Bavarian heavy industry will experience if the technical device for these companies is manufactured in one's own country.
The ministries to which this petition was presented did not oppose the project, but advocated that it should not be financed by the state but by a stock corporation. Nevertheless, King Ludwig refused for various reasons - such as the fact that a steamboat voyage does not correspond to "the purpose of a picturesque journey".
In July 1844, Himbsel applied again, this time alone. Although the Munich wage coachmen, among others, who feared a loss of income, opposed his request, and although Ludwig I continued to refuse, he was ultimately successful: After Ludwig I abdicated and Maximilian II ascended the throne , the priorities of the ruling house changed. King Maximilian was interested in providing the working class with orders from the public sector. On August 7, 1849, Himbsel received the approval to build the railway to Starnberg , on September 25 of the same year the approval of the establishment of the steamship on the Würmsee followed with the condition to found a stock corporation within one year and a share capital of 1.8 To procure millions of guilders and to open rail and shipping within three years. Not all of these conditions could be met, but thanks to a private audience with the king in April 1851, Himbsel was still able to pursue his plans. In doing so, he had also knocked out a competitor, the coppersmith Joseph Seitz, who had declared in his application in 1843 that he had already built several steamships and had received approval for a test operation on February 10, 1844. But Seitz did not submit the necessary construction drawings in time, the Polytechnic School in Munich reported doubts and, finally, Seitz's approval was withdrawn again.
The ship
The construction of the Maximilian began in 1850 at JA Maffei in Munich. The riveted iron ship's shell was provided with wooden superstructures. The paddle wheel steamer initially had 12 rigid blades on each of the paddle wheels, which were 4.11 meters in diameter. The chimney was eight meters long and had a diamond crown. Together with a mast, which was also used as a flag mast, it gave the ship a characteristic appearance. The ship was painted green and brown, the paddle wheels red. The ship's name, figurehead and the decorations on the stern were golden. They came from Wilhelm von Kaulbach ; the figurehead portrayed a mythological female figure with a wreath in her half-raised hands. A firecracker was attached to the bow , which was shot at one or two liters of beer. However, this practice was soon abandoned for the sake of sensitive guests.
The wheel arches contained the captain's and cashier's cabin, the kitchen for on-board restoration and toilets. Two lower deck salons were available to passengers: the smaller saloon in the foredeck was intended for second class passengers, the larger one in the aft was reserved for first class. It had white lacquered walls, artistic decorations, mirrors with gold frames and velvet-covered furniture and had nine windows on each side and four on the aft. The second class saloon, on the other hand, only had six windows twice. There were two separate lounges for the king and queen.
The ship could carry 300 passengers. You entered the Maximilian via two piers and the forecastle. If necessary, the dinghy, which was initially towed and later hung on davits , was also used to disembark the passengers. Two stair steps behind the wheel arches were used for this.
The steamer was powered by a vertical, two-cylinder, oscillating 80 hp engine. It reached a speed of around 14 km / h, which later increased to around 15 km / h after a conversion. The steam was generated in two locomotive boilers that were behind the engine. They had a heating surface of 85.5 m² and delivered a boiler pressure of 3.16 kg / cm². It was initially heated with wood. The commands for the engine room were given by acclamation. Sometimes the communication on this path seems to have not been optimal, in any case it is reported that the figurehead "forcibly lost" her wreath several times. The leisurely pace at which the steamer drove was also sometimes mocked: it was "a vehicle that has never conflicted with the sedate manner of our people".
Launched and first crew
The steamship was launched on March 11, 1851 at the Starnberg shipyard . In the following weeks, Himbsel explained his ideas about the tariff system for journeys with the Maximilian to the Land and Maritime Court in Starnberg , making it clear that the ship should also be used for transporting goods - by pulling tugs. He explicitly stated that the Maximilian would offer a circular route, but not cross trips over the 20 km long and significantly narrower lake, because the fishermen should not lose their earning potential with these cross trips.
From Starnberg to Seeshaupt, the steamer takes about an hour, but the travel time and effort increased considerably due to the stops in Berg , Assenbuch , Allmannshausen , Ammerland and Ambach or in Bernried , Tutzing , Garatshausen and Possenhofen , which is why the fares for shorter distances in relation to which would have to be a bit more expensive for the entire route. In addition, the tariffs could be adjusted downwards if this proves to be feasible after a certain period of operation. In fact, after a while the prices were lowered a bit.
The first helmsman of Maximilian was Adam Geiger from Aschaffenburg . He was supported by a Mr. Herrmann from Trieste who looked after the engine, the sailors had gained their experience on Danube ships, and boatmen from the area were hired as stokers. Himbsel himself acted as the captain.
First trips and timetables
After successfully passing the technical inspection, the so-called boiler test, the ship made its first official voyage on May 11, 1851 in the presence of the royal couple. Then the line operation began. In the morning from ten o'clock the ship drove on the east side of the lake from Starnberg to Seeshaupt and back on the west side, in the afternoon from 2 o'clock the outward journey took place on the west and the return journey on the east side of the lake. These trips took about three and a half hours each and cost two guilders in first class and one guilder in second class. Later these tariffs were reduced to 1 fl 24 kr and 48 kr respectively. With the opening of the railway line to Starnberg in 1854, the capacity utilization of the steamer is likely to have experienced another boom.
The places on the east side of the lake were not approached when the waves were too strong because the short jetties did not allow this.
From June 24, 1855, another trip was offered at lunchtime, which led from Starnberg to Possenhofen and Leoni . This caused unrest, because apparently fishermen and innkeepers had lodged complaints, but these were rejected. From October to June, however, the intermediate journeys were prohibited out of consideration for the spawning fish. With the intermediate journeys, the rest of the timetable had also changed. The Maximilian now started at 7 a.m. and at 3:30 p.m., and the directions of travel were alternated between the different days of the week. The midday stopover started at 11.30 a.m. In addition to the previously visited places, a landing stage was added in Niederpöcking in 1865 .
From 1857 a second steamship operated on the lake, but this was in private hands: King Max II had a steam yacht built for himself, which Ludwig II later named Tristan .
Himbsel, who was considered a friendly and attentive captain or host, died in 1860. From around 1855 his son Franz had at least temporarily led the ship as captain; but he stated in a letter to the royal district court of Starnberg that the ship's command had actually been in the hands of the helmsman Heinrich Buchloh since about 1852.
use
Although freight transport was also considered when planning the steamship line, the Maximilian was mainly used for passenger transport. Until the establishment of the Munich-Ammerland land power post line in 1928, the places on the east bank had no other connection to public transport. The steamer was also used for cross-regional traffic management in exceptional situations. In the passion year of 1860, for example, guests traveled by train from Munich to Starnberg, then by ship to Seeshaupt and from there by post or other wagons to Oberammergau . In an emergency, passengers also had to take a seat in the towed ship, which was actually intended for the Maximilian's wood supply . Many guests, especially excursion and holiday travelers, were immortalized in the Maximilian's logbook . The document contains numerous illustrious names.
Stock company from 1864
Franz Himbsel continued the steamship business for three years after the death of his father, but tried to sell the ship to the state after the railway line had been extended to Seeshaupt, fearing drastic losses. He didn't succeed. In 1864, a public limited company bought Maximilian and a piece of land on which the administration building of Dampfschiff AG was built that same year. The shareholders included Count Rambaldi and Vieregg , the landowner Dall'Armi, Ferdinand von Miller , Angelo Knorr , Hofrat Josef Simmerl, banker Josef von Hirsch, JA Maffei and the jeweler Karl Thomaß. They spent 44,000 guilders; 30,000 of these came from the steamship. Ferdinand von Rambaldi became the first chairman of the AG, which was given the right to transport people and goods for 50 years on November 19, 1865, to carry out a restoration on the ship and also to operate the tugboat.
In 1866 the "Steamship Regulations for Lake Starnberg [sic!]" Were issued. It included numerous security precautions.
The AG hardly made any profits in the first few years. After the war of 1870/71, however, this changed. The number of passengers carried was six digits in the following three years, and as early as 1871 a new ship was ordered from Escher Wyss & Co. , the Ludwig . The two steamers carried no fewer than 199,000 passengers in the summer of 1872, and operations were very successful in the years that followed. In 1878 another ship, the Salondampfer Bavaria , was put into operation. The Maximilian was then only used as a reserve ship.
In 1885, the railway connection in Starnberg was expanded to two tracks. This made another ship necessary. However, the stock corporation could not afford another building as expensive as the Bavaria and therefore accepted Maffei's offer to trade in the Maximilian and deliver a simpler ship, the Wittelsbach .
Use on the Ammersee
Maffei became the main shareholder in 1880 and the sole owner of the Ammersee shipping company in 1885 . The Maximilian should now be used there. The ship was dismantled for this purpose. The front part was transported to Stegen on August 7, 1885 with the help of a street locomotive . Since the narrow, winding route that had been chosen for it had proven to be unfavorable, the rear part followed a few days later on an alternative route. On August 23, 1885, it was read in the newspapers that the steam parts had reached the Ammersee. On December 6, 1885, the reassembled steamer was launched in Stegen. The ship was now switched to coal-fired, painted yellow and white, provided with movable blades, and a little faster than before. From June 6, 1886, it was in regular service on the Ammersee. After the coal firing had proven to be uneconomical and the saloon steamer Gisela was put into operation, the time of the steamer Maximilian was over. In 1895 it was sold to the Adler scrap iron shop in Munich, which scrapped it.
literature
- Sonja Sterzinger, Roland Gröber and Paul Maucher, Johann Ulrich Himbsel (1787–1860). Architect and entrepreneur in Munich. Founder of the Starnberg Railway and Steamship , Munich 1999, ISBN 3-934036-01-5 (= from dugout canoe to steamship 12 )
Web links
Footnotes
- ↑ a b A. Link, Der Würm-See (Starnberger See) in Upper Bavaria , Munich 1857, p. 20
- ↑ In addition to these gondolas, the sloop and the music ship, in 1857 “the Karolinen ship, which is no longer suitable for use ”, was also housed in the ship's hut, as was the royal steamship. See A. Link, Der Würm-See (Starnberger See) in Oberbayern , Munich 1857, p. 46.
- ^ A b Secret House Archives, Bavarian Main State Archives, Section III, Cabinet Files Ludwig I. No. I – XVI 48, quoted from Sonja Sterzinger, Roland Gröber and Paul Maucher, Johann Ulrich Himbsel (1787–1860). Architect and entrepreneur in Munich. Founder of the Starnberg Railway and Steamship , Munich 1999, ISBN 3-934036-01-5 (= From the dugout canoe to the steamship 12 ), p. 122
- ↑ Sonja Sterzinger, Roland Gröber and Paul Maucher, Johann Ulrich Himbsel (1787–1860). Architect and entrepreneur in Munich. Founder of the Starnberg Railway and Steamship , Munich 1999, ISBN 3-934036-01-5 (= From the dugout canoe to the steamship 12 ), p. 123
- ↑ Sonja Sterzinger, Roland Gröber and Paul Maucher, Johann Ulrich Himbsel (1787–1860). Architect and entrepreneur in Munich. Founder of the Starnberger Eisenbahn und Dampfschiffahrt , Munich 1999, ISBN 3-934036-01-5 (= From dugout canoe to steamship 12 ), p. 124
- ↑ Sonja Sterzinger, Roland Gröber and Paul Maucher, Johann Ulrich Himbsel (1787–1860). Architect and entrepreneur in Munich. Founder of the Starnberger Eisenbahn und Dampfschiffahrt , Munich 1999, ISBN 3-934036-01-5 (= From dugout canoe to steamship 12 ), pp. 124–126
- ↑ Roland Groeber, MAXIMILIAN. The story of the first steamship on Lake Starnberg , in: Sonja Sterzinger, Roland Gröber and Paul Maucher, Johann Ulrich Himbsel (1787–1860). Architect and entrepreneur in Munich. Founder of the Starnberger Eisenbahn und Dampfschiffahrt , Munich 1999, ISBN 3-934036-01-5 (= From the dugout canoe to the steamship 12 ), pp. 141–155, here pp. 142–145. Gröber's essay can also be found in Vom Einbaum zum Dampfschiff 7 .
- ↑ Roland Groeber, MAXIMILIAN. The story of the first steamship on Lake Starnberg , in: Sonja Sterzinger, Roland Gröber and Paul Maucher, Johann Ulrich Himbsel (1787–1860). Architect and entrepreneur in Munich. Founder of the Starnberger Eisenbahn und Dampfschiffahrt , Munich 1999, ISBN 3-934036-01-5 (= From the dugout canoe to the steamship 12 ), pp. 141–155, here pp. 149–152. The quotations are from p. 152.
- ↑ Roland Groeber, MAXIMILIAN. The story of the first steamship on Lake Starnberg , in: Sonja Sterzinger, Roland Gröber and Paul Maucher, Johann Ulrich Himbsel (1787–1860). Architect and entrepreneur in Munich. Founder of the Starnberger Eisenbahn und Dampfschiffahrt , Munich 1999, ISBN 3-934036-01-5 (= From the dugout canoe to the steamship 12 ), pp. 141–155, here pp. 144 f.
- ↑ Roland Groeber, MAXIMILIAN. The story of the first steamship on Lake Starnberg , in: Sonja Sterzinger, Roland Gröber and Paul Maucher, Johann Ulrich Himbsel (1787–1860). Architect and entrepreneur in Munich. Founder of the Starnberger Eisenbahn und Dampfschiffahrt , Munich 1999, ISBN 3-934036-01-5 (= From the dugout canoe to the steamship 12 ), pp. 141–155, here p. 146
- ↑ Roland Groeber, MAXIMILIAN. The story of the first steamship on Lake Starnberg , in: Sonja Sterzinger, Roland Gröber and Paul Maucher, Johann Ulrich Himbsel (1787–1860). Architect and entrepreneur in Munich. Founder of the Starnberger Eisenbahn und Dampfschiffahrt , Munich 1999, ISBN 3-934036-01-5 (= From the dugout canoe to the steamship 12 ), p. 141–155, here p. 147 f.
- ↑ Roland Groeber, MAXIMILIAN. The story of the first steamship on Lake Starnberg , in: Sonja Sterzinger, Roland Gröber and Paul Maucher, Johann Ulrich Himbsel (1787–1860). Architect and entrepreneur in Munich. Founder of the Starnberger Eisenbahn und Dampfschiffahrt , Munich 1999, ISBN 3-934036-01-5 (= From the dugout canoe to the steamship 12 ), p. 141–155, here p. 148 f.
- ↑ Astrid Pfeiffer, Under white-blue flag , May 11, 2001 at www.welt.de
- ↑ Roland Groeber, MAXIMILIAN. The story of the first steamship on Lake Starnberg , in: Sonja Sterzinger, Roland Gröber and Paul Maucher, Johann Ulrich Himbsel (1787–1860). Architect and entrepreneur in Munich. Founder of the Starnberger Eisenbahn und Dampfschiffahrt , Munich 1999, ISBN 3-934036-01-5 (= From the dugout canoe to the steamship 12 ), pp. 141–155, here p. 152
- ↑ The log book is in Sonja Sterzinger, Roland Gröber and Paul Maucher, Johann Ulrich Himbsel (1787–1860). Architect and entrepreneur in Munich. Founder of the Starnberger Eisenbahn und Dampfschiffahrt , Munich 1999, ISBN 3-934036-01-5 (= From the dugout canoe to the steamship 12 ) from p. 162.
- ↑ Supplement to the Allgemeine Anzeiger der Bayerische Zeitung , January 11, 1865, p. 85 ( limited preview in the Google book search)
- ↑ So Gröber, p. 153. In the government gazette for the Kingdom of Bavaria from 1864, column 1567, it can be read that the king had already on “15. November l. Js. Most graciously deigned to approve the establishment of a joint stock company for the takeover and continued operation of the steamship service previously operated by Franz Himbsel on the Würmsee [...] ". There the sum of 44,000 guilders is also mentioned as capital stock. The date November 19th is e.g. B. in the Royal Bavarian District Official Gazette of Upper Bavaria from 1865 on p. 623 ( limited preview in the Google book search).
- ↑ Roland Groeber, MAXIMILIAN. The story of the first steamship on Lake Starnberg , in: Sonja Sterzinger, Roland Gröber and Paul Maucher, Johann Ulrich Himbsel (1787–1860). Architect and entrepreneur in Munich. Founder of the Starnberger Eisenbahn und Dampfschiffahrt , Munich 1999, ISBN 3-934036-01-5 (= From the dugout canoe to the steamship 12 ), pp. 141–155, here p. 153
- ↑ Roland Groeber, MAXIMILIAN. The story of the first steamship on Lake Starnberg , in: Sonja Sterzinger, Roland Gröber and Paul Maucher, Johann Ulrich Himbsel (1787–1860). Architect and entrepreneur in Munich. Founder of the Starnberger Eisenbahn und Dampfschiffahrt , Munich 1999, ISBN 3-934036-01-5 (= From the dugout canoe to the steamship 12 ), pp. 141–155, here pp. 153 f.
- ↑ Roland Groeber, MAXIMILIAN. The story of the first steamship on Lake Starnberg , in: Sonja Sterzinger, Roland Gröber and Paul Maucher, Johann Ulrich Himbsel (1787–1860). Architect and entrepreneur in Munich. Founder of the Starnberger Eisenbahn und Dampfschiffahrt , Munich 1999, ISBN 3-934036-01-5 (= From the dugout canoe to the steamship 12 ), pp. 141–155, here pp. 154 f.