Sendlinger clasp

Munich-Pasing-Munich-Mittersendling
Route number (DB) :	5521, 5530
Course book section (DB) :	999.7
Route length:	8.6 km
Gauge :	1435 mm ( standard gauge )
Power system :	15 kV 16.7 Hz  ~
Minimum radius :	281 m
Top speed:	100 km / h
Legend from Augsburg , Buchloe , Herrsching and Tutzing 0.000 Munich-Pasing to Munich Hbf from the Munich – Augsburg railway line 3.240 Munich Landsberger Strasse ( Abzw ) from Munich-Laim Rbf 4,533 1,462 Munich Friedenheimer Bridge (Abzw) to Munich south 2.633 Munich Heimeranplatz West 3.300 Munich IGA-Park (1983) Margaretenplatz (1960–1980) from Munich Hbf 5.708 Munich-Mittersendling to Holzkirchen

The Sendlinger Spange is a single-track, continuously electrified railway line in Munich . It connects the train stations in Munich-Pasing and Munich-Mittersendling.

course

Sendlinger Spange near Laim

Pasing from the track runs parallel to the main line of the train and the access routes to the Munich central station. The Landsberger Straße junction is at the level of the Laim train station , whose platform tracks are on the north side of the long-distance railway tracks in between . This connects the Munich-Augsburg railway from Pasing with the Sendlinger bend towards Sendling. A few hundred meters to the east, the line turns to the southeast and meets the connecting line from the Munich-Laim marshalling yard under the Friedenheimer Bridge . In the Heimeranplatz area, the line runs parallel to the Munich – Holzkirchen , Munich – Rosenheim and the Laim-Rbf – Munich-Süd connecting tracks ( Münchner Südring ). South of Heimeranplatz, the route continues south, with the IGA-Park stop , which was only used in 1983, in the curve . This is followed by the route of the Munich – Holzkirchen railway, which joins the Mittersendling station.

Operationally, the route consists of two parts. From Pasing to the Friedenheimer Brücke junction, the route has the VzG route number 5521. The remaining section of the curve is part of the Laim-Rbf – Mittersendling route with route number 5530.

history

With the opening of the Munich-Laim marshalling yard , the Royal Bavarian State Railways put a single-track connecting line into operation on May 1, 1893, which connected the marshalling yard with the Munich-Mittersendling station on the Munich-Holzkirchen railway line and was used exclusively for freight traffic.

Up until 1959, all freight trains in the direction of Holzkirchen and Münchner Südring had to pass through the Munich-Laim marshalling yard. To relieve the marshalling yard, the Deutsche Bundesbahn put the single-track and electrified Sendlinger Spange into operation on June 1, 1959. This branched off from the Munich – Augsburg railway line at the Landsberger Straße junction and merged with the Laim-Mittersendling line at the Friedenheimer Brücke junction. On January 1, 1960 electrical operation was also started between Laim and Mittersendling. For the passenger trains running on the line from 1966, the Deutsche Bundesbahn extended the Sendlinger Spange until November 1, 1970 from the Landsberger Strasse junction to the Munich-Pasing station.

For the Eucharistic World Congress in 1960 , the German Federal Railroad set up two provisional stops on July 31, 1960 at Heimeranplatz and Margaretenplatz , which were only served by special trains. After the World Congress was over, the makeshift platforms were retained for other major events. The last time the Deutsche Bundesbahn served the two stops was on November 19, 1980 with special trains for Pope John Paul II's visit to Munich. At the end of 1980 the makeshift platform on Margaretenplatz was demolished in the course of construction work at the Harras stop. The temporary Heimeranplatz stop was dismantled at the latest in 1982 with the construction of the new Munich Heimeranplatz stop on the Munich – Holzkirchen railway line.

Former Munich IGA-Park stop in 2012

For the International Horticultural Exhibition in 1983 , the Munich IGA-Park stop was set up on the route , which was in operation from April 28, 1983 to October 9, 1983. It was only served by special trains of the Deutsche Bundesbahn, but not by the regular passenger trains.

On the part of opponents of the second trunk line , an expansion of the Sendlinger Spange for S-Bahn traffic is repeatedly brought into play as part of the Südring planning option .

In order to strengthen the tangential connections in Munich, the Sendlinger Spange is to be expanded in stages. In the first stage, a train crossing facility is to be created at Heimeranplatz and the side platform is to be expanded into a central platform. At the same time, new switch connections should enable threading into the trunk line towards Pasing. In a future expansion stage, the installation of a switch connection to the Munich – Holzkirchen railway line is planned to enable the S20 to stop at Harras.

passenger traffic

On September 25, 1966, the Deutsche Bundesbahn opened the new Siemenswerke stop on the Munich – Holzkirchen line. In order to provide Siemens employees from the west of Munich with a quick connection to their workplace, the DB introduced two pairs of trains between Munich-Pasing and Großhesselohe Isartalbahnhof , which used the Sendlinger Spange between the Landsberger Straße junction and Mittersendling station. Multi-part sets from electric multiple units of the ET 85 series were used .

After the Sendlinger Spange was extended to Pasing, the Deutsche Bundesbahn expanded the offer. From 1972, from Monday to Friday, it operated four trains in the morning in a south-easterly direction and three in the afternoon in a north-westerly direction, which were tied via Pasing to Unterpfaffenhofen-Germering , Fürstenfeldbruck and Starnberg. From Solln, some of the trains continued to Deisenhofen , the other to Großhesseloher Isartalbahnhof and Höllriegelskreuth . From then on, the DB used class 116 and 144 electric locomotives with n-wagons instead of railcars . At the beginning of the 1980s, the Deutsche Bundesbahn reduced the offer, in the 1982/83 winter timetable only one pair of trains ran between Fürstenfeldbruck and Deisenhofen and a single train from Unterpfaffenhofen-Germering to Deisenhofen. For the 1987 summer schedule, the DB again introduced a third train in the morning towards Mittersendling, while in the opposite direction there was one train in the afternoon.

On October 29, 2001, Deutsche Bahn began operating the S-Bahn in regular intervals on the Sendlinger Spange. Instead of the previous individual trains, the new line S 20 ran from Monday to Friday every hour between Pasing and Deisenhofen, individual trains were tied through Pasing to Buchenau and Grafrath . For this purpose, an additional side platform was built at Heimeranplatz station . The Harras stop, on the other hand, will continue to be passed without a stop, as there is no platform here on the Sendlinger Spange track. Since December 2013, the S 20 has only been running in the morning and afternoon rush hour and runs from Solln to Höllriegelskreuth instead of to Deisenhofen.

Since December 2012 the Intercity Königssee from Hamburg-Altona to Berchtesgaden , which is the only long-distance train that bypasses Munich Central Station , has been using the route between the Landsberger Straße junction and the Friedenheimer Brücke junction.

When the main S-Bahn line is closed, the Sendlinger Spange is sometimes used as a diversion route. The S-Bahn trains coming from Pasing turn off at the Friedenheimer Brücke junction onto Munich's Südring.

Web links

Commons : Sendlinger Spange  - Collection of images, videos and audio files

Individual evidence

1. ↑ Klaus-Dieter Korhammer, Armin Franzke, Ernst Rudolph: Turntable of the South. Munich railway junction . Hestra-Verlag, Darmstadt 1991, ISBN 3-7771-0236-9 , p. 152 .
2. ↑ Korhammer, Franzke, Rudolph hub of the South . Darmstadt 1991, p. 160 .
3. ^ Reinhard Pospischil, Ernst Rudolph: S-Bahn Munich. From the beginnings of suburban traffic to the modern high-performance system. A century of planning history - 25 years in the service of passengers . Alba, Düsseldorf 1997, ISBN 3-87094-358-0 , p. 203 .
4. ^ Reinhard Pospischil, Ernst Rudolph: S-Bahn Munich. From the beginnings of suburban traffic to the modern high-performance system. A century of planning history - 25 years in the service of passengers . Alba, Düsseldorf 1997, ISBN 3-87094-358-0 , p. 207 .
5. ^ Reinhard Pospischil, Ernst Rudolph: S-Bahn Munich. From the beginnings of suburban traffic to the modern high-performance system. A century of planning history - 25 years in the service of passengers . Alba, Düsseldorf 1997, ISBN 3-87094-358-0 , p. 218-220 .
6. ↑ Capacity expansion for the inner city crossing »Project: Sendlinger Spange - Munich railway expansion - Information on construction work in the Munich region. Retrieved May 16, 2018 . 
7. ↑ S-Bahn planning. In: www.mvv-muenchen.de. Retrieved February 4, 2019 . 
8. ^ Course book Südbayern Winter 1972/73: 954 Munich - Deisenhofen - Holzkirchen.
9. ^ ^{A b} Peter Schricker: Munich local rail transport. Tram, S-Bahn, U-Bahn, O-Bus . GeraMond, Munich 2005, ISBN 3-7654-7137-2 , p. 110 .
10. ^ Course book winter 1982/83: 955 Munich - Holzkirchen - Bayrischzell / Lenggries and Tegernsee.
11. ↑ Course book summer 1987: 955 Munich - Holzkirchen - Bayrischzell / Schaftlach - Lenggries / Tegernsee.
12. ↑ Marcus Grahnert: IC 2083 Königssee in the 2012/13 timetable on grahnert.de, accessed on May 31, 2019.

Coordinates: 48 ° 7 ′ 45 ″  N , 11 ° 32 ′ 10.9 ″  E