Munich central station

Munich central station
Exterior view of the reception building (demolished in 2019)
Data
Design	End station (long-distance train) Tunnel station (S-Bahn)
Platform tracks	32 above ground, 2 S-Bahn underground
abbreviation	MH MH N (Starnberg wing station) MH S (Holzkirchner wing station) MHT (S-Bahn)
IBNR	8000261
Price range	1
Profile on Bahnhof.de	Munich central station
location
City / municipality	Munich
country	Bavaria
Country	Germany
Coordinates	48 ° 8 '26 "  N , 11 ° 33' 28"  E Coordinates: 48 ° 8 '26 "  N , 11 ° 33' 28"  E
Height ( SO )	523  m
Railway lines
Munich – Ingolstadt Munich – Landshut Munich – Rosenheim Munich – Holzkirchen Munich – Garmisch-Partenkirchen Munich – Augsburg S-Bahn main line
Railway stations in Bavaria

Munich Hauptbahnhof ( IATA train station code ZMU ) is the central train station in the Bavarian capital of Munich . With around 400,000 travelers daily, it is the third busiest long-distance train station of Deutsche Bahn after Hamburg Central Station and Frankfurt Central Station .

The terminus station is one of the 21 stations in the highest price class  1 from DB Station & Service . It has the highest number of all German train stations with 32 above and two underground platform tracks and the second highest number worldwide (after the Grand Central Terminal in New York City ). With the exception of the S-Bahn, the station is the first or last stop for almost all trains that use it. The total area of ​​the buildings and the tracks is approximately 760,000 square meters.

It also includes two underground stations of the same name operated by MVG and is a station for the S-Bahn , both of which belong to the Munich Transport and Tariff Association (MVV). In front of the train station, you can change to buses or trams for the inner-city MVG traffic .

The first Munich train station was built in 1839 west of today's train station, and in 1848 the first provisional parts went into operation at the current location. This was followed by several renovations and extensions, as the station became increasingly important in the Bavarian railway network in the course of its existence.

location

The station is located west of downtown Munich in the north of the Ludwigsvorstadt-Isarvorstadt district . From the main entrance in the east of the station you can get to Karlsplatz ( Stachus ) via Prielmayerstraße or Bayerstraße . There are stops for several tram lines on the station square in front of the main entrance .

To the north, the station is bounded by Arnulfstrasse ; in the west, Paul-Heyse-Strasse crosses under the station through a tunnel at around the end of the platforms. Bayerstrasse delimits the station area in the south. The station area extends further west and ends at the Friedenheimer Bridge . In the area of ​​the station area, the Hackerbrücke and the Donnersbergerbrücke also cross the tracks.

and display information about the image

Panorama view of the main hall with Deutsche Bahn information desk (center) and digital display boards in the background (2012) ⊙

history

The way to the rail connection

Due to the industrialization in the middle of the 19th century, a new, more efficient means of transport was necessary in order to be able to move people and goods faster. The horse-drawn carts on the mostly poorly developed roads could no longer provide the necessary performance. The solution was to build a railway modeled on England . The Bavarian King Ludwig I , however, relied on the expansion of the waterways. The construction of the railway was left to private companies and associations.

In Munich and Augsburg, interested citizens founded a railway committee after the opening of the approximately six kilometer long railway line from Nuremberg to Fürth on November 28, 1835. Both committees soon joined forces to enable the construction of a railway line from Augsburg to Munich. The two important cities should get a faster connection than the one common around 1835 with stagecoaches , for which 17 post hours (about 63 kilometers) had to be covered. Based on the cruising speed of a locomotive , a journey time could be expected to be reduced by a third. The railway committees commissioned a state official to plan the approximate route. The state should build the railway line on it. This was rejected by the state, but it was pointed out that Bavaria would support the railway construction financially.

On July 23, 1837, Joseph Anton von Maffei founded the Munich-Augsburg Railway Company as a private company . After further support was found from shareholders , construction of the railway began in the spring of 1838.

The train station on the Marsfeld

In 1838 the first planning for the train station in Munich began. The construction director of the Munich – Augsburg railway line , Ulrich Himbsel , and his deputy Joseph Pertsch planned a train station with a reception building and a warehouse for goods traffic. A semicircular structure with four radially arranged halls followed behind the station building. It was based on English models. Joseph Pertsch decided on the location on today's Sonnenstrasse . Ulrich Himbsel, however, favored a train station on Spatzenstrasse. This would have been in the same place as today's train station.

The provisional train station on the Marsfeld between 1839 and 1847

A train of the Munich-Augsburg Railway leaves the provisional station on the Marsfeld around 1840

The Munich-Augsburger Eisenbahn-Gesellschaft could not afford the buildings and the land at either location. A temporary building made of wood was built, which was put into operation with the opening of the first section from Munich to Lochhausen of the Munich-Augsburg Railway on September 1, 1839. The station was built on the Marsfeld at the current location of the Hackerbrücke . It consisted of a simple wooden station building and two ticket booths. There were two waiting rooms and several service rooms in the reception building. A station hall measuring 75.4 × 15.37 meters with two tracks and a turntable each was connected to this building. A machine house for maintaining the locomotives was also located in the station area. A year later, on October 4, 1840, the entire route to Augsburg was ceremoniously opened. The route was used by around 400 travelers a day.

But the first complaints about the location of the station arose as early as 1841. The train station is too far from the city center, so that the way to the train station is too costly. The wooden building was seen as too small and unimposing for a city like Munich. In 1843, King Ludwig I commissioned the architect Friedrich von Gärtner to redesign the station. It should move closer to the city center as the old train station was half an hour from the city. When the Munich-Augsburger Eisenbahn-Gesellschaft was nationalized in 1844, the first steps could be taken to build a new station building. Three new plans were presented. In the first variant, the train station should be at the shooting range of the Royal Privileged Hauptschützengesellschaft Munich 1406 , in the second on Marsfeldhöhe and in the third on Sonnenstrasse. In the years that followed, the state and city were unable to choose one of the three proposals.

On April 4, 1847, the station building fell victim to a major fire. The cause of the fire could not be clarified. Nobody was injured. However, parts of the goods and operating facilities were destroyed. The decision to build the new station had to be made now. On April 5, 1847, the Bavarian king decided that the new station should be built at the shooting range. The station on the Marsfeld had to be provisionally restored until the completion of the new station in autumn 1847. Since the construction work was delayed, the tracks were extended to the building of the former shooting range. The shooting range house now served as a reception building until the new station was completed on November 15, 1847.

In connection with the construction of the line to the Ostbahnhof, the line from the main station via Solln to Holzkirchen - Rosenheim was relocated in 1868. From 1854 to 1868, the Holzkirchen route turned south to the west of today's Hackerbrücke with a radius of around 500 m to what is now Ganghoferstrasse. This was created on the former railway line. The main railway lines leading from the main train station via the Ostbahnhof (which was called Munich-Haidhausen station until October 15, 1876) were opened as follows:

• Munich Hbf - Munich East: 15.03.1871
• Munich East - Mühldorf - Neuötting: May 1st, 1871
• Munich East - Grafing - Rosenheim: October 15, 1871

The new Centralbahnhof by Friedrich Bürklein

Construction of the new central station

Munich train station, ca.1854

View of the entrance hall around 1859

The architect Friedrich Bürklein , a student of Friedrich von Gärtner , was in charge of the building . The new station concourse was put into operation in 1848. It was 111 meters long, 29 meters wide, 20 meters high and had space for five tracks. A year later, on October 1, 1849, the reception building was opened. Around 1,500 travelers used the station every day. The arched-style buildings with shapes from the Romanesque and Italian Renaissance consisted of yellow and red brick ; sandstone and limestone were also used for individual structural elements . The station building was a basilica-like building, to which a pavilion was attached on the east side. It was equipped with the latest technology, a central hot water heater and a clock with a central drive; the dials were up to 130 meters away from the clock. From 1851 the station was illuminated with Pettenkofer's light gas.

However, when the railway line to Landshut was opened in 1858, the new building again proved to be too small. The Royal Privileged Corporation of the Bavarian Eastern Railways had to build its own train station north of the actual train station. The new station, also known as the Ostbahnhof, consisted of a 145 meter long and 24 meter wide platform hall with four tracks. There was also a carriage shed with three tracks, a goods hall and other outbuildings. When the railway line via Holzkirchen to Rosenheim was opened on October 31, 1857 , the station gained further importance. The station was also used by international travelers and in 1860 already counted 3,500 travelers a day. In the south, a post station was also built in the same style as the other buildings.

New building in the 1880s

Operation of the tracks in 1879

track	service
1, 2	From Simbach and Rosenheim
3, 4	To Simbach and Rosenheim
5, 6	From and to Holzkirchen
7, 8	From Tutzing and Lindau
9, 10	To Tutzing and Lindau
11, 12	From and to Ulm
13, 14	From and to Ingolstadt
15, 16	From and to Landshut

Main front of the Munich train station in a south-westerly direction, 1870

View from the Herbststrasse Bridge onto the railway station tracks, 1870

With the opening of the Munich – Ingolstadt railway in 1867, the Munich – Mühldorf – Simbach railway, the Munich – Grafing – Rosenheim railway in 1871 and the Munich – Buchloe railway in 1873, capacity problems arose again. Two projects were worked out: Friedrich Bürklein planned another wing station, the second alternative was a new hall, whereby the so-called Ostbahnhof was to be demolished. The second option was chosen. From 1877 to 1883 a new station hall with 16 tracks was built under the direction of Karl Schnorr von Carolsfeld , Jakob Graff and Heinrich Gottfried Gerber . Carl Schnorr von Carolsfeld was responsible for the redesign of the station system, Jacob Graff as site manager for the high-rise buildings and Heinrich Gerber for the construction. The old hall was twice as long as the new one. Only the eastern part remained as a counter hall. Other large company buildings were added. When the station was expanded from 1876 to 1884, a four-aisle departure hall for 16 tracks was created. This hall had a width of 140 m and a length of 150 m.

In 1879 the new train station received a new type of lighting system with differential arc lamps from Siemens & Halske . The electricity required was generated by several generators below the station restaurant. The Munich Centralbahnhof is thus the first electrically illuminated train station in Germany.

The area of ​​the Munich Central Station was divided into three parts of the station. The first part, also called the inner part, took over the passenger, express and general cargo traffic. The middle part up to the worker's footbridge (today Donnersbergerbrücke ) was used for wagonload traffic and as a marshalling yard. The outer part ended at the Friedenheimer Bridge and included the locomotive and car depot as well as the central workshop . After the renovation, the station was 2.9 kilometers long up to the last switch, and 580 meters wide at its widest point. The number of switches was 226, the number of turntables 42 and the length of all tracks 82.3 kilometers.

Reconstruction and creation of the wing stations

Inside the hall of the Centralbahnhof (1885)

The train station around 1903 (picture postcard)

Bahnhofsplatz 1900 (colored postcard)

The main train station in 1923

A few years later, the station proved to be too small again. The architect Friedrich Graf suggested relocating the station at the level of Landsberger Strasse in order to create a circular line from the southern station via Schwabing station to the planned northern station. However, the plans were not implemented, instead, passenger traffic was separated from freight traffic in order to free the Centralbahnhof for passenger traffic. The Laim marshalling yard took up freight traffic . General cargo traffic remained at the Centralbahnhof. Construction began in 1891.

In 1893 the Royal Bavarian State Railways opened the Starnberg wing station . He received six tracks and only a temporary wooden building. Long-distance traffic has now been concentrated in the main hall, while local traffic has been moved towards Pasing to the wing station. In 1897 the wing station of Bavaria received the first electromechanical signal box . The Laim marshalling yard was opened in 1896, so freight traffic could be relocated to Laim without general cargo traffic. In addition, the railway line to Landshut behind the Nymphenburger Park was given a new route to enable a connection to Laim. The routes in the direction of Pasing were moved to new overpass structures.

On May 1, 1904, the station was named Munich Central Station . The station now had 22 tracks and 300 trains were processed daily. In the years that followed, the station in the then 407,000-inhabitant city counted 18,000 travelers a day. The number of travelers continued to rise and further expansions were planned. F. X. Liebig and Theodor Lechner recommended a new through station on the Coal Island with a view to threading the Isar Valley Railway into the station. The German Museum is located there today . Other options west of the Hackerbrücke , a through station at the location of the current station with a connection to the Ostbahnhof through a tunnel, relocating only local traffic to an underground station and moving the Centralbahnhof to the Südbahnhof were considered.

Track side of Munich Central Station, between 1894 and 1900.

In a memorandum of the Bavarian State Ministry from September 1911, all these possibilities were rejected in favor of an extension of the Starnberg wing station and the construction of the Holzkirchen wing station. The plan also envisaged moving all local traffic to the wing stations. It was already suspected that a through station would be more suitable for the future. Construction began in 1914, but the First World War delayed it.

In the course of the revolutionary year 1918/19 , Munich Central Station was the center of the fighting during the so-called Palm Sunday coup on April 13, 1919 . The putschists of the Republican Protection Force , who were attacking the Munich Soviet Republic , had withdrawn to the main station and were finally defeated by Red Guards under the command of the revolutionary sailor and Munich city commander Rudolf Egelhofer after firefights that killed 21 people.

The wing stations could only go into operation on April 30, 1921. The local traffic was largely relocated to the wing stations. With 36 tracks, the station achieved its greatest expansion, as the Holzkirchen wing station comprised a further ten tracks. The train journeys were regulated by nine electromechanical signal boxes built between 1922 and 1929 .

Reichsbahnzeit and the rebuilding plans of Hitler

Platform barrier in the main train station, around 1930

Between 1925 and 1927, six of the railway lines starting in Munich were electrified, so that all parts of the station except for the Holzkirchen wing station received an overhead line. In the era of the Reichsbahn there were also new reconstruction plans. The Deutsche Reichsbahn planned to relocate the station to the west of the Hackerbrücke. A connection to the Südring through a 1,900 meter long tunnel under the Theresienwiese was planned. Local traffic should still end in an adjacent terminus. The Laim marshalling yard should have been demolished according to these plans; instead, a new marshalling yard was to be built in Milbertshofen . Due to the global economic crisis that occurred in the following years, none of these plans could be realized.

On July 15, 1928, a railway accident occurred in the area of ​​the station exit at the Donnersbergerbrücke . The special sports train 52841 drove on its relief train and the rubble caught fire, killing ten people.

From 1933, was Adolf Hitler by Hermann R. Alker new plans for rebuilding the railway station create. The station was to be rebuilt between Laim and Pasing and the old boulevard from Karlsplatz to the new station should give way. In addition, a subway was planned from the train station to the city center under the boulevard. Hermann R. Alker's plans, however, did not satisfy the client, as the effect of the reception building opposite the 120 meter wide boulevard could not develop. Hermann Giesler solved the problem in 1938 by placing the station at a 45-degree angle to the street. He planned a huge dome structure 136 meters high and 265 meters in diameter. In May 1942, on Hitler's orders, the Deutsche Reichsbahn began planning a broad-gauge railway that would connect all of Europe. The planned track width was three meters with a clearance profile of eight by eight meters. In Munich, the broad-gauge lines Berlin – Munich and Paris – Vienna were to be linked. The ten standard gauge tracks and the four broad gauge tracks were to be located in a seven meter deep tunnel. However, these plans were no longer implemented.

In the 1939 summer timetable, the station had a total of 112 arrivals and departures of regular long-distance trains per day. It was the eleventh most important node in the long-distance network of the Deutsche Reichsbahn.

During and after the Second World War

The station was badly hit during the air raids on Munich in World War II, but operations could be restarted every time. Only on February 25, 1945, the train traffic had to be diverted after 112 bombs. Train traffic was only possible on sight to Pasing . All long-distance trains either had to bypass the city extensively or use the Munich North Ring . Overall, the damage was 7.1 million Reichsmarks , and there were also numerous dead and injured. On April 30, 1945, US troops entered Munich, initially there was an order to defend the main station with troops from the Wehrmacht . Since a counterattack would have been pointless, it did not take place. On May 6, 1945, despite the lack of building materials and complicated approval procedures, reconstruction began, so that after July 24, 1945, 128 trains could be dispatched again. As of December 16, there were 235 trains a day.

Bronze plate as a memorial for the construction of the main hall (1960)

Munich Central Station around 1960

From May 16 to August 16, 1949, the platform hall, which was in danger of collapsing, was first blown up and then the remaining building ruins were demolished to enable reconstruction. The new beginning after the war was marked in May 1950 by the new construction of the Starnberg wing station according to plans by Heinrich Gerbl , who was criticized in particular for his monumental pillar hall, which was designed in the neoclassical style of architecture during the time of National Socialism . After it was destroyed in the Second World War, the 140 m wide hall above tracks 11 - 26 could only be rebuilt in two construction phases due to a lack of funding, namely in 1950 and 1959/60, but with a length of 220 m significantly longer than before. In 1951 a hotel opened in the southern part of the station. From July 26, 1952 push- pull train operation was introduced in order to avoid having to change locomotives.

The counter hall went back into operation in 1953. In May 1954, the Holzkirchen wing station was electrified. The commissioning of the shunting radio on February 6, 1956 simplified the shunting tasks in the station area. On August 1, 1958, the cross platform of the Holzkirchen wing station was given a roof. The main hall (platforms 11-26) was built from 1958 to August 1, 1960 according to plans by Franz Hart . In addition to the edge supports with a 70 meter span, it only has one row of central supports, which was unusual for the time.

Construction of the central signal box and the main S-Bahn line

The tower of the signal box with two BOB Talent railcars

VT 11.5 in April 1970 in the main hall

The central signal box went into operation on October 11, 1964 at four in the morning. The new signal box controlled 295 points, 446 signals and 300 sections with track vacancy detection as well as seven self-blocking sections. There were a total of four tables in the signal box, one for the Holzkirchen wing station, two for the tracks in the main hall and another for the Starnberg wing station. The new interlocking only required 38 employees for operation and twelve for signaling maintenance and saved 93 jobs.

In the years that followed, mail envelopes, for which there was a separate post-subway system under the station , became an ever greater problem due to the disruption of travelers. For the parcels, a separate parcel transshipment station was put into operation on Wilhelm-Hale-Strasse on August 18, 1969, which was connected to the main station via a double-track line.

During the construction of the S-Bahn main line , traffic in the Starnberg wing station was impaired from 1967, as the main line was arranged under this. In time for the 1972 Summer Olympics , the main line and the new underground station were put into operation on April 28, 1972. During the Summer Olympics, the main train station had a high number of travelers. On September 2, 1972, for example, without the S-Bahn service there were 35,000 travelers. The first underground trains of the then U 8 / U 1 lines (today U 2 / U 1) rolled under Munich Central Station on October 18, 1980.

As a further measure in the expansion of the S-Bahn, the railway line to Wolfratshausen was connected as line S 7 to the main line with a 260 meter long tunnel under the entire track apron on May 31, 1981. Until then, the local trains to and from Wolfratshausen on this line, known as the S 10, began and ended in the Holzkirchen wing station. The subway platform for lines U 4 / U 5 opened on March 10, 1984. In the 1980s, under the direction of Ekkehard Fahr , Dieter Schaich and Josef Reindl , the reception building was redesigned into a transit hall and a travel center to make it transparent and open To create a mobility center. With a total of 269 arrivals and departures per day of regular long-distance trains, the main station was the twelfth most important node in the network of the Deutsche Bundesbahn in the 1989 summer timetable.

Infrastructure improvement

Fall sheet ad (2005)

Train departure display with LCD technology (2017)

The platforms were too low with a height of 20 centimeters and too narrow with a width of 5.4 to 6 meters. After the 3.2 meter wide baggage platforms were eliminated, new passenger platforms were created that were up to 76 centimeters high and 10.2 meters wide. In addition, the equipment on the platforms, such as the benches, was renewed and some platforms were extended to 430 meters. A baggage tunnel was opened under tracks 12 and 13. The presentation groups north and south and the mechanical treatment systems have been expanded. The southern display group received its own SpDrS 60 interlocking. Construction work began in August 1976. By Christmas 1987 they were finished.

A new fall leaf display was put into operation in 1981 at the exit to the cross platform. The individual platforms, with the exception of the Holzkirchen wing station, also received fall sheet advertisements. These replace boards that were previously attached to the buffer stop and are still partly in place at the Holzkirchen wing station, but are no longer used. In addition, 37 monitors were set up for internal departments such as the ticket office. All displays are controlled by a computer on which the basic information is saved when the timetable is changed. They are updated by the signal box.

In 1991, a washing facility for Intercity Express trains went into operation in the south of the railway facilities, and in the following years it was expanded into an ICE depot. The entire station area has been monitored with video since 2004. The approximately 70 cameras are controlled from the DB Sicherheit control center in Munich Central Station. In the meantime, the fall leaf displays have been replaced by more modern LCD displays, and the loudspeaker systems have also been modernized.

New building plans

Northern part of Munich Central Station as seen from Hackerbrücke (August 2008)

Demolition of the canopy in front of Munich Central Station in September 2019

Munich Central Station, demolition of the reception building, as of October 2019

Under the title München 21 , Deutsche Bahn and the state capital Munich developed a concept in the 1990s for the (at least partial) conversion of the main station into an underground through station. Due to a lack of profitability and a lack of funds, this project has been postponed until further notice.

Since the end of 2000 it was planned to build the terminus of a Transrapid line to the airport under the main train station . However, this project was discontinued on March 27, 2008 for cost reasons.

The construction of a second S-Bahn tunnel (second trunk line) with a new S-Bahn station under the station hall is in planning . The construction work should initially last from 2008 to 2011, but was postponed to a later date due to rescheduling in the eastern section of the line.

In addition, it is planned to tear down the front section of the station and replace it with a new counter hall according to the plans of the architects Auer + Weber + Assoziierte . Due to difficulties in financing, it was questionable whether the latter project would be carried out at the same time as the two aforementioned conversions or at all. In May 2011, Deutsche Bahn announced that it wanted to implement a simpler construction instead of the design selected in the implementation competition, and justified this with lower costs.

The City of Munich and the Munich City Council criticized the alternative proposal as inadequate, and the cost savings are also questioned, as the new design would be cheaper, mainly due to the smaller-sized connecting corridors between the S-Bahn and U-Bahn underground. When the alternative plans were presented to the Munich city council on May 18, 2011, rail manager André Zeug refused to answer questions from city council members. Later, Lord Mayor Christian Ude, Railway Director Rüdiger Grube and the architectural office agreed on the implementation of the award-winning concept from Auer + Weber + Assoziierte . In mid-September 2013, Deutsche Bahn awarded Auer + Weber the contract for the general planning of the new reception building. Deutsche Bahn plans to submit the plans for approval in 2015 so that completion can take place at the same time as the second main line.

Plans for a new Munich main train station were presented to the city council in April 2015. These include a 75-meter high-rise building on Arnulfstrasse. A 40-meter-deep access hall with escalators and express elevators to the station on the second main line is to be built below the reception hall of the existing train station. An extensive redesign of the station forecourt is also planned. Completion is not expected before 2029. The estimated costs are around one billion euros (as of 2017).

In 2014 the basement of the station was redesigned. 24 million euros are being invested in the S-Bahn area and 20 million euros in the subway area. Among other things, fire protection was improved by the end of 2015.

In the summer of 2019, the demolition of the counter hall and the canopy of the station building began as part of the construction work for the second S-Bahn main line. The demolition of the counter hall was completed at the end of November 2019.

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Panorama picture of the main hall of Munich Central Station, 2004

outlook

The Munich area is to be equipped with digital interlockings and ETCS by 2030 as part of the “starter package” of Digital Rail Germany , as part of the TEN core network corridor Scandinavia-Mediterranean .

construction

railway station

Track 11/12; left path to Holzkirchen wing station ⊙

Column hall of the Starnberg wing station (before July 2008)

Starnberg wing station

Entrance hall of Munich Central Station, 1968

The Munich main train station is the only larger terminus in Bavaria besides the Lindau main train station . It has 32 platform tracks and consists of three parts of the station and an operationally independent S-Bahn station:

• Holzkirchner wing station in the south (today Munich Hbf tracks 5-10 )
  After the Second World War, the Holzkirchen station consisted of tracks 1 and 2 for mail and express goods loading and tracks 3 with 10 for passenger traffic, namely for regional and suburban trains in the direction of Mühldorf, Grafing - Rosenheim, Holzkirchen, Bayrischzell, Tegernsee, Lenggries and Wolfratshausen - Bichl in operation, to Wolfratshausen only since 1950. In the seventies, track 10 was connected to track 11 in the main hall to increase the usable length of track 11 to enlarge. After the construction of the southern route tunnel west of the Donnersbergerbrücke, the regional trains in the direction of Holzkirchen departed from the Starnberg train station in 1981, while the trains to Wolfratshausen (known as the S 10 between 1972 and 1981) became the S 7, which like the other West-East S -Bahn lines were routed through the trunk line tunnel to the Ostbahnhof. The remaining tracks 3 - 8 (old) have been renumbered 5 - 10 (new). After the connection of the so-called southern lines with the S-Bahn main line or with the Starnberg station on May 31, 1981, the Holzkirchner station lost its importance. At the moment it still has six tracks from which passenger trains leave.
  Mainly the regional trains to Mühldorf and Salzburg leave here at the moment . The platforms in this area had a lower height than in the rest of the station and were the only ones not covered. From June 2017 to September 2018, the platforms in this area were fundamentally modernized, raised and roofed for around 14 million euros. In addition, the platform on track 5/6 was extended and track and switch work was carried out. Trains such as ICE or Railjet trains are also parked here at times.
• Main station ( Munich Hbf , main hall with tracks 11-26)
  All long-distance trains and many local trains (mostly in the direction of Augsburg , Ingolstadt and Landshut ) run in the main hall . The main hall houses the DB travel center, a DB lounge with two separate areas for 1st class passengers and for bahn.comfort customers, a waiting room and numerous shops, snack bars and other service facilities. The steel construction of the main hall was designed and manufactured in 1960 by Friedrich Krupp AG .
• Starnberg wing station in the north (today Munich Hbf track 27-36 )
  From here the local trains to Memmingen , Lindau , Kochel am See and Garmisch-Partenkirchen , the Bayerische Oberlandbahn (BOB) and the alex to Lindau and Oberstdorf leave. S-Bahn trains also run westwards in the event of disruptions or construction work on the main S-Bahn line. The pillared hall of the wing station is open today (as of July 2017), but apart from one branch of Yorma’s on the platform side, it is orphaned - all other counters and shops are closed, there are also no seats or ticket machines. The hall was also in an unsightly condition until March 2014, but the paintwork and lighting have since been renewed. In the summer of 2010, the columned hall was separated from the access to the basement and the two open shops by a new wall. A branch of BackWerk was also built in this newly created corridor . Most of the passengers use the way to the main hall from the tracks of the wing station as an exit and thereby bypass this auxiliary building, which makes many areas less attractive.
• Munich Hbf (deep) with tracks 1 and 2
  Like the Karlsplatz (Stachus) and Marienplatz stations, the S-Bahn station is designed in a Spanish solution - get off on the right platform and board on the left - to accelerate the flow of passengers. The S-Bahn tunnel crosses the underground tubes of the U 1, U 2, U 7 and U 8 in the second basement of Munich Central Station.

Due to the spatial expansion of the station, passengers must allow a certain amount of time to walk between the individual parts of the station. The minimum transfer times required by DB AG are ten minutes between the wing stations and the main hall, 15 minutes between the two wing stations, ten minutes between the S-Bahn station and the Starnberg wing station or the main hall and ten minutes between the S-Bahn station and the Holzkirchen wing station 15 minutes.

The end of the platforms in the wing stations is in front of the tracks in the main hall, so you must always walk along track 11 or 26 to reach the wing stations. There is no longer a public pedestrian tunnel for faster transfers like in other terminal stations. A platform underpass between today's tracks 11 and 26 was built in the 1880s and was 120 meters west of the end of the butt tracks. Since this underpass was closed, it takes about five minutes more time to change. After the Second World War, the stairs leading to the abandoned pedestrian tunnel could still be seen.

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The main train station in cross-section and the planned expansion measures, some of which have already been rejected (looking towards the east)

Platforms

Site plan of the train station

track	place	Platform height [cm]	Platform length [m]
1	Munich main station (deep) S-Bahn	96	210
2		96	210
5	Munich main station Gl. 5–10 Holzkirchen wing station	38	282
6th		38	282
7th		38	224
8th		38	224
9		38	339
10		38	339/509 (platform on both sides)
11	Munich main station main hall	38	509
12		76	436
13		76	436
14th		76	432
15th		76	432
16		76	346
17th		76	346
18th		76	432
19th		76	432
20th		76	366
21st		76	366
22nd		76	520
23		76	520
24		76	370
25th		76	370
26th		76	474
27	Munich main station Gl. 27–36 Starnberg wing station	76	360/474 (platform on both sides)
28		76	360
29		76	290
30th		76	290
31		76	303
32		76	303
33		76	251
34		76	251
35		76	224
36		76	224

business

alex to Lindau (Bodensee) in Munich Hbf

Operational situation

With the facility as a terminus station , mainly push-pull trains run in order to reduce downtimes , but some lines still run without push- pull control cars, such as the Eurocity to Zurich or the trains of the alex , where locomotives are changed in the station hall.

Diesel locomotives usually use the uncovered wing stations to minimize air pollution in the main hall. Exceptions to this are several regional trains to Mühldorf and the EC connection to and from Zurich, which is currently (2012) pulled by two class 218 locomotives and, as an international long-distance train connection, basically runs into the central station hall. This problem is to be resolved when the timetable changes at the end of 2020. Then the Lindau – Munich route will be electrified and electric multiple units will be used.

According to the DB, 258 long-distance trains, 597 local trains and 1,018 S-Bahn trains serve the station every day (as of 2013).

Railway routes and course book routes

Alstom Coradia Continental as Donau-Isar-Express on the way to Passau

Five railway lines start at Munich Central Station. The railway lines Munich – Augsburg , Munich – Rosenheim , Munich – Ingolstadt , Munich – Regensburg and Munich – Garmisch-Partenkirchen begin at the station .

The routes running through Pasing are bundled over a length of eight kilometers to the main train station. The large number of height-free crossings is considered to be economically favorable . Furthermore, the majority of the trains arriving at the main station turn back on their own lines.

Via the Munich Südring , the main train station is connected to the Munich East train station , from which other railway lines originate.

The following course book sections meet in Munich Central Station:

• KBS 900: Munich - Ingolstadt - Nuremberg (regional traffic)
• KBS 900.1: Munich - Ingolstadt / Augsburg - Nuremberg - Würzburg (long-distance traffic with direct connections to Hanover , Hamburg , Leipzig and Berlin, among others )
• KBS 930: Munich - Landshut - Regensburg (with direct connections to Hof and Prague )
• KBS 931: Munich - Landshut - Plattling - Passau
• KBS 940: Munich - Markt Schwaben - Mühldorf
• KBS 950: Munich - Rosenheim - Kufstein (with direct connections to Innsbruck and Verona, among others )
• KBS 951: Munich - Rosenheim - Salzburg (with direct connections to Vienna and Budapest, among others )
• KBS 955: Munich - Holzkirchen - Bayrischzell
• KBS 956: Munich - Holzkirchen - Schaftlach - Lenggries
• KBS 957: Munich - Holzkirchen - Schaftlach - Tegernsee
• KBS 960: Munich - Garmisch-Partenkirchen - Mittenwald - Innsbruck
• KBS 961: Munich - Tutzing - Kochel
• KBS 970: Munich - Buchloe - Kempten (with direct connections to Lindau and Oberstdorf )
• KBS 980.1: Munich - Augsburg - Ulm (long-distance traffic with direct connections to Stuttgart , Karlsruhe , Mannheim , Frankfurt am Main , Cologne , Strasbourg and Paris as well as Hamburg , Leipzig and Berlin )
• KBS 981: Munich - Augsburg (regional traffic, with direct connections to Ulm and Treuchtlingen )
• KBS 999.1–999.8: Munich S-Bahn
• KBS 999.27: Munich - Deisenhofen - Holzkirchen

Long-distance transport

ICE 3 in Munich Central Station

Since the completion of the Bavarian Maximiliansbahn from Munich to Ulm in 1854, train connections to Baden-Württemberg have been possible. A few years after the gap between the Bavarian Maximiliansbahn from Munich to Salzburg and Kufstein was closed in 1858, international trains also run mostly from Paris to Vienna. This is how the Orient Express was created in 1883 , which ran from Paris to Constantinople ( Istanbul ). In the direction of Italy via Kufstein, the North-South Express was introduced in 1897, which ran from Berlin to Verona . In the period that followed, other international travel connections emerged, such as the Tauern Express , which went to Southeastern Europe or Italy. Connections reached their peak in the 1960s, but due to increasing individual traffic, almost all international connections were closed by 2012. The first Trans-Europ-Express served the station from October 15, 1957, it was called Mediolanum and ran from Munich to Milan . The TEE Rheinpfeil followed on May 30, 1965  , but was discontinued in 1971. On September 28, 1969, the start of operation of the TEE  Bavaria , which ran from Munich to Zurich , was discontinued in 1977. Four more TEE connections followed, after they were discontinued they were mostly replaced by Inter- or Eurocity trains.

Up until the opening of the Nuremberg - Ingolstadt high-speed line on May 13, 2006, there was no direct or short route from Nuremberg to the main station. The Nuremberg trains went either via Treuchtlingen - Augsburg or via Treuchtlingen - Ingolstadt to Munich.

The following lines of long- distance passenger transport currently serve Munich Central Station:

line	route	Clock frequency
ICE 11	Berlin - Magdeburg - Braunschweig - Kassel-Wilhelmshöhe - Würzburg - Munich	one train a week at night
ICE 11	Hamburg-Altona - Berlin - Leipzig - Erfurt - Fulda  - Frankfurt  - Mannheim  - Stuttgart  - Ulm  - Augsburg  - Munich	every two hours
ICE 11	Wiesbaden - Mainz - Mannheim - Stuttgart - Munich	single move
ICE 18	Hamburg-Altona  - Berlin Hbf  - Halle  - Erfurt  - Nuremberg  - Ingolstadt / Augsburg  - Munich	every two hours
ICE 25	Hamburg-Altona  / Bremen  - Hanover  - Göttingen - Kassel-Wilhelmshöhe - Fulda - Würzburg  - ( Augsburg  or Nuremberg  - Ingolstadt  -) Munich	hourly
ICE 28	Munich  - Nuremberg  - Erfurt  - Leipzig  - Lutherstadt Wittenberg  - Berlin Südkreuz  -  Berlin Hbf (deep)  - Berlin-Spandau  - Hamburg Hbf  - Hamburg-Altona	every two hours
ICE 29	Warnemünde  - Berlin  - Halle  - Erfurt  - Nuremberg  - Munich	individual trains
ICE 31	Dortmund  - Wuppertal  - Cologne  - Bonn  - Koblenz  - Mainz  - Frankfurt Airport  - Frankfurt  - Hanau  - Würzburg  - Nuremberg  - Ingolstadt  - Munich (- Garmisch-Partenkirchen  - Seefeld in Tirol )	a pair of trains
ICE 41	( Dortmund  -) Essen  - Duisburg  - Düsseldorf  - Cologne Exhibition Center / Deutz - Frankfurt Airport - Frankfurt - Würzburg - Nuremberg - Munich	hourly
ICE 42	Hamburg-Altona  - Bremen  - Münster  - ( Recklinghausen  or Dortmund -) Essen - Duisburg - Cologne  - Siegburg / Bonn  - Frankfurt Airport - Mannheim - Stuttgart - Ulm - Augsburg - Munich	every two hours
TGV 83	Paris Est - Strasbourg  - Karlsruhe  - Stuttgart - Ulm - Augsburg - Munich	a pair of trains daily
RJ 90	Munich  - Salzburg  - Linz  - Vienna (- Budapest Keleti )	every two hours
RJ / EC 62	Frankfurt - Darmstadt - Heidelberg or Saarbrücken  - Stuttgart - Augsburg - Munich  - Rosenheim  - Salzburg (-  Klagenfurt )	every two hours
IC 28	Berlin - Leipzig - Jena - Bamberg  - Nuremberg - Augsburg - Munich	individual trains
IC 32	Dortmund - Essen - Duisburg - Düsseldorf - Cologne - Bonn  - Koblenz  - Mainz  - Mannheim - Heidelberg - Stuttgart - Ulm - Augsburg - Munich	individual trains
IC 60	(Karlsruhe -) Stuttgart - Ulm - Augsburg - Munich (- Salzburg)	every two hours
EC 88	Munich  - Buchloe  - Lindau  - Zurich	individual trains
EC 89	Munich  - Rosenheim - Kufstein  - Innsbruck (-  Bozen  - Verona  - Venezia  or Bologna )	every two hours

See also : List of Intercity Express Lines  and List of Intercity Lines (Germany)

See also : List of Intercity-Express train stations  and List of train stations with stops for Intercity trains operated by Deutsche Bahn

Railjet of the ÖBB on the way to Vienna in Munich main station

The ICE lines 25 and 28 run every hour via Ingolstadt or Augsburg to Nuremberg. Around eight ICE trains on line 25 travel via Augsburg and Ansbach (without stopping) directly to Würzburg. On line 28, there has been an hourly faster connection via Ingolstadt and Halle (Saale) to Berlin and a slightly slower one via Augsburg and Leipzig to Berlin since December 12, 2011.

With the ICE trains 1021 and 1022 there has been a pair of trains since the timetable change on December 12, 2010, which connects Munich to Dortmund via the left Rhine route . So are now also Mainz, Koblenz and Bonn except with the guidelines of the EC / IC line 32, the Munich Main Station by bound are of the Bavarian capital with a daily direct ICE connection to change trains to reach.

For the connection from Munich to Frankfurt am Main, which is "particularly in demand" according to Deutsche Bahn, travelers can use the two-hour ICE lines 11 and 42 via Stuttgart and the hourly ICE line 41 via Nuremberg. Line 41 basically ends in Essen, with the exception of individual trains that are connected to Dortmund.

In contrast to lines 11 and 42, the trains on line 41 go to both Frankfurt Central Station and Frankfurt Airport. The ICEs on lines 11 and 42 in Mannheim have “optimal connection options” to the ICEs coming from Karlsruhe on the two-hour lines 12 Basel - Frankfurt - Berlin and 43 Basel - Frankfurt - Cologne, with these lines from Mannheim serving the other branch than the trains from Munich on lines 11 and 42.

Since the timetable change on December 9, 2007, a pair of TGV trains has been running daily from Munich to Paris. The TGV travels this route in around six hours and twelve minutes, making it around two hours faster than the earlier Eurocity connections. The Railjet of the Austrian Federal Railways connects Munich via Vienna with Budapest every two hours.

The alex (until 2010: Arriva-Länderbahn-Express ) plays an intermediate role between local and long-distance transport , as although it is assigned to local transport according to the tariff, as a replacement for the discontinued InterRegio with only a few stops should actually be assigned to long-distance transport. He travels from Munich to Oberstdorf by train to Lindau and from Munich via Regensburg , Schwandorf to Hof and Prague . Another train that is considered a regional train, but has approximate long-distance travel times and uses former Intercity cars, is the Munich-Nuremberg Express . This connects Munich with Nuremberg every two hours.

In addition, many night train lines operate in the main station, most of which start or end there. These are all run as EuroNight , operators are ÖBB with the ÖBB Nightjet , MÁV and HŽ . The City-Night-Line connections Deutsche Bahn have been set in December 2016th The following lines operate from Munich Central Station (as of December 2016):

genus	route	Remarks
EN	ÖBB Nightjet Munich  - Rosenheim - Salzburg - Villach - Verona - Milan	Every day
EN	ÖBB Nightjet Munich  - Rosenheim - Salzburg - Villach - Bologna - Florence - Rome	Every day
EN	ÖBB Nightjet Hamburg - Hanover - Göttingen - Würzburg - Nuremberg - Augsburg - Munich  - Rosenheim - Kufstein - Innsbruck	Every day
EN	ÖBB Nightjet Düsseldorf - Cologne - Bonn - Koblenz - Mainz - Frankfurt South - Nuremberg - Augsburg - Munich  - Rosenheim - Kufstein - Innsbruck	Every day
EN	ÖBB Nightjet Munich  - Rosenheim - Salzburg - Villach - Udine - Venice	Every day
EN	Munich  - Rosenheim - Salzburg - Villach - Pivka - Rijeka	Every day
EN	Munich  - Rosenheim - Salzburg - Villach - Ljubljana - Zagreb	Every day
EN	Munich  - Rosenheim - Salzburg - Linz - St. Pölten - Vienna - Győr - Budapest	Every day

and display information about the image

Platform 12/13 View from the furthest end of the platform onto the station at night ⊙

ET 302 as a meridian to Salzburg Hbf

183 002 as Alex to Prague

VT 720 as the Bayerische Oberlandbahn

Regional traffic

Alstom Coradia Continental as Fugger Express in Munich Central Station

In addition to the long-distance connections mentioned above, there are also regional connections in the direction of Landshut - Regensburg / Plattling - Passau , Kempten (Allgäu) / Lindau (Lake Constance) , Mühldorf am Inn , Garmisch-Partenkirchen as well as Bayrischzell , Lenggries and Tegernsee ( Bayerische Oberlandbahn ).

Only the routes to Mühldorf (from Markt Schwaben ) and Kempten / Lindau (from Geltendorf ) as well as the routes of the Bavarian Oberlandbahn from Holzkirchen are not electrified. Otherwise regional traffic in the greater Munich area will be handled under contact wire.

The following lines of local rail transport operate in Munich Central Station:

Train type	route	Clock frequency
ALX	alex : Prague  - Pilsen - Cham  - Schwandorf  - Regensburg  - Landshut  - Munich	individual trains
ALX	alex : ( Hof  - Marktredwitz  - Weiden - Schwandorf -) Regensburg - Landshut - Munich	every two hours
ALX	alex : Munich  - Buchloe  - Kempten  - Immenstadt  - Oberstdorf  / Hergatz  - Lindau	every two hours
RE	Munich-Nuremberg Express : Nuremberg  - Allersberg  - Ingolstadt  - Munich	every two hours
RE	(Ingolstadt -) Rohrbach - Munich	individual trains
RE	Nuremberg - Neumarkt  - Regensburg - Landshut - Munich	every two hours
RE	Donau-Isar-Express : Passau  - Plattling  - Landshut - Munich	hourly
RE	( Burghausen  -) Simbach - Mühldorf - Munich	individual trains
RE	Werdenfelsbahn : Munich  - Weilheim  - Murnau  - Garmisch-Partenkirchen  - Mittenwald / Lermoos - Reutte	individual trains in peak hours
RE	Munich  - Kaufering  - Buchloe - Memmingen	every two hours
BRB	Munich  - Kaufering - Buchloe - Kaufbeuren  - Biessenhofen  - Füssen	every two hours
RE	Munich  - Kaufering - Buchloe - Kaufbeuren - Kempten	every two hours
RE	Munich  - Kaufering - Buchloe - Kempten - Immenstadt - Lindau	a pair of trains
RE	Fugger-Express: ( Treuchtlingen  -) Ulm  - Augsburg  - Mering  - Munich	hourly
RE / RB	Fugger Express: Donauwörth  / Dinkelscherben  - Augsburg - Munich	hourly
RB	( every two hours Nuremberg -) Treuchtlingen - Eichstätt train station - Ingolstadt - Munich	hourly
RB	Ingolstadt - Munich	individual trains
RB	Landshut - Freising  - Munich	individual trains
RB	( Passau  / Landshut / Burghausen -) Mühldorf - Munich	hourly
RB	Werdenfelsbahn: Munich  - Tutzing  - Weilheim - Murnau - Garmisch-Partenkirchen - Reutte / ( every four hours: Mittenwald - Seefeld  - Innsbruck )	every two hours
RB	Werdenfelsbahn: Munich  - Tutzing - Weilheim - Murnau - Garmisch-Partenkirchen - Reutte / Mittenwald (- Seefeld)	every two hours
RB	Werdenfelsbahn: Munich  - Tutzing - Weilheim / Penzberg - Bichl  - Kochel	hourly
M.	Meridian : Munich  - Rosenheim  - Traunstein  - Freilassing  - Salzburg	hourly
M.	Meridian : Munich  - Rosenheim - Traunstein	four pairs of trains
M.	Meridian : Munich  - Grafing  - Rosenheim (- Kufstein)	hourly
M.	Meridian : Munich  - Deisenhofen (-  Holzkirchen )	hourly
M.	Meridian : Munich  - Deisenhofen - Holzkirchen - Rosenheim	nine pairs of trains
BOB	Bavarian Oberland Railway : Munich  - Holzkirchen - Bayrischzell  / Lenggries  / Tegernsee	hourly
BOB	Bavarian Oberland Railway : Munich  - Holzkirchen - Schliersee  / Lenggries / Tegernsee	individual trains

Train

S-Bahn station

The Munich S-Bahn operates at the main station as another station Part one S-Bahn station on the S-Bahn route with two tracks and three platforms in Spanish solution , which is located in the northern basement in depth of -2. The seven S-Bahn lines S 1, S 2, S 3, S 4, S 6, S 7 and S 8 stop at this station. Line S 27, which ran until December 14, 2013, ran from the above-ground tracks at Starnberg Wing station. When the timetable changed, it was replaced by the Meridian trains of the Bavarian Oberlandbahn from Holzkirchen.

line	Train run	Clock frequency
	Freising  - Pulling - Neufahrn  / Munich Airport  - Airport Visitor Park - Neufahrn  - Eching - Lohhof - Unterschleißheim - Oberschleißheim  - Feldmoching  - Fasanerie - Moosach  - Laim  - Hirschgarten  - Donnersbergerbrücke  - Hackerbrücke  - Central Station  - Karlsplatz (Stachus)  - Marienplatz  - Isartor  - Rosenheimer Platz  - Ostbahnhof	20 min
	Petershausen - Vierkirchen-Esterhofen - Röhrmoos - Hebertshausen - Dachau  / Altomünster - Kleinberghofen - Erdweg - Arnbach - Markt Indersdorf - Niederroth - Schwabhausen - Bachern - Dachau town - Dachau  - Karlsfeld - Allach  - Untermenzing - Obermenzing - Laim  - Garden  - Donnersberg Bridge  - Hacker Bridge  - Central station  - Karlsplatz (Stachus)  - Marienplatz  - Isartor  - Rosenheimer Platz  - Ostbahnhof  - Leuchtenbergring  - Berg am Laim  - Riem  - Feldkirchen  - Heimstetten  - Grub  - Poing  - Markt Schwaben  - Ottenhofen - St. Koloman - Aufhausen - Altenerding - Erding	20 min
	Mammendorf - Malching - Maisach - Gernlinden - Esting - Olching - Gröbenzell - Lochhausen - Langwied - Pasing  - Laim  - Hirschgarten  - Donnersbergerbrücke  - Hackerbrücke  - Hauptbahnhof  - Karlsplatz (Stachus)  - Marienplatz  - Isartor  - Rosenheimer Platz  - Ostbahnhof  - St.-Martin-Straße - Giesing  - Fasangarten - Fasanenpark - Unterhaching  - Taufkirchen  - Furth  - Deisenhofen  - Sauerlach  - Otterfing  - Holzkirchen	20 min
	Geltendorf  - Türkenfeld  - Grafrath  - Schöngeising  - Buchenau  - Fürstenfeldbruck  - Eichenau  - Puchheim  - Aubing  - Leienfelsstraße  - Pasing  - Laim  - Hirschgarten  - Donnersbergerbrücke  - Hackerbrücke  - Hauptbahnhof  - Karlsplatz (Stachus)  - Marienplatz  - Isartor  - Rosenheimer Platz  - Ostbahnhof  - Leuchtenbergring  - Berg am Laim  - Trudering  (- Gronsdorf  - Haar  - Vaterstetten  - Baldham  - Zorneding  - Eglharting  - Kirchseeon  - Grafing Bahnhof  - Grafing Stadt - Ebersberg)	20 min
	Tutzing  - Feldafing  - Possenhofen - Starnberg  - Starnberg Nord - Gauting - Stockdorf - Planegg - Graefelfing - Lochham - Westkreuz  - Pasing  - Laim  - Hirschgarten - Donnersbergerbrücke - Hackerbrücke  - Central Station  - Karlsplatz (Stachus)  - Marienplatz  - Isartor  - Rosenheimer Platz  - Ostbahnhof -  Leuchtenbergring  - Berg am Laim  - Trudering  - Gronsdorf  - Haar  - Vaterstetten  - Baldham  - Zorneding  - Eglharting  - Kirchseeon  - Grafing Bahnhof  - Grafing Stadt - Ebersberg	20 min
	Wolfratshausen  - Icking  - Ebenhausen-Schäftlarn  - Hohenschäftlarn  - Baierbrunn  - Buchenhain  - Hollriegelskreuth  - Pullach  - Großhesselohe Isartalbahnhof  - Solln  - Siemens works - Mittersendling - Harass  - Heimeranplatz  - Donnersbergerbrücke  - hacker bridge  - Central Station  - Karlsplatz (Stachus)  - Marienplatz  - Isartor  - Rosenheimerplatz  - Ostbahnhof  - St.-Martin-Straße - Giesing  - Perlach  - Neuperlach Süd  - Neubiberg - Ottobrunn - Hohenbrunn - Wächterhof - Höhenkirchen-Siegertsbrunn  - Dürrnhaar - Aying - Peiß - Großhelfendorf - Kreuzstraße	20 min
	Herrsching  - Seefeld-Hechendorf  - Steinebach  - Weßling  - Neugilching  - Gilching-Argelsried  - Geisenbrunn  - Germering-Unterpfaffenhofen  - Harthaus  - Freiham  - Neuaubing  - Westkreuz  - Pasing  - Laim  - Hirschgarten  - Donnersbergerbrücke  - Hackerbrücke  - Central Station  - Karlsplatz (Stachus)  - Marienplatz  - Isartor  - Rosenheimer Platz  - Ostbahnhof  - Leuchtenbergring  - Daglfing  - Englschalking - Johanneskirchen - Unterföhring  - Ismaning  - Hallbergmoos - Airport Visitor Park - Munich Airport	20 min

See also : List of stations on the Munich S-Bahn

The S-Bahn distribution levels (above the platforms) have been rebuilt since summer 2013, the central building was completed in 2014. The costs are expected to be 24 million euros.

Planned second S-Bahn main line

The planned construction of a further S-Bahn station as part of the new construction of the second main line from 2006 at a depth of −5 was postponed indefinitely for cost reasons. Instead, they worked on plans for the Transrapid , which was to connect Munich Central Station with Munich Airport. However, this project was discontinued in April 2008 for cost reasons.

According to the current state of planning, the second S-Bahn tunnel will be built 41 meters below the station building in an east-west direction. This station should be called "Munich Hauptbahnhof Bahnhofsplatz".

Other facilities

Sofitel Munich Bayerpost

In the east, the first and second floors of the main hall house several restaurants , newsagents, flower and gift shops. There is also an extensive shopping arcade in the basement to the north and east, as well as direct access to adjacent department stores in the city center through the shopping arcade. The passage was completely gutted and completely renovated from summer 2013, for this purpose all shops had to close by August 2013 or move to transition areas within the station. This applies to both the passage in the area of ​​the underground stations and the one above the S-Bahn station. However, both construction projects were carried out separately and while the S-Bahn had only just begun as of August 2013, the new underground floor was completed in February 2014. From August 2018, numerous shops on the ground floor and mezzanine of the main building were permanently closed for preparatory work on the 2nd trunk line.

The City of Munich's Children's and Youth Museum has been housed in the Starnberg wing station since 1995 . There is an InterCityHotel in the southern part of the building . As with many train stations, some hotels are located around the train station, including the luxury hotels Sofitel Munich Bayerpost and Le Méridien . The station mission is also located on the southernmost platform 11. Here, travelers and the homeless receive help, food and relaxation around the clock. In the northern part there is a police station of the Munich Police Headquarters (PI 16) and a federal police station . Furthermore, the north wing on the first floor also contains a canteen ("casino") for DB employees and guests. Two parking decks on the fourth and fifth floors in the main building can be reached via Bayerstraße and Arnulfstraße.

Railway depot

→ Main article : Railway depot Munich Hbf

After the station opened, locomotives and wagons were serviced in smaller locomotive depots, while larger repairs were carried out by the relevant manufacturer. From 1867 to 1868 the Royal Bavarian State Railways opened a workshop to the west of the station. For repairs to the vehicles, the central workshop , which was opposite the company workshop , was put into operation from 1871 to 1874 in order to save repair costs at the vehicle manufacturer. As early as 1900, the workshop stretched over 500 meters. By 1931 the workshop for the locomotives was relocated to Freimann . The rail vehicle plant was relocated to Pasing in 1941, but was still affiliated with Munich Central Station. Today the railroad car works is used to repair passenger cars.

The depot, which was built from 1867 to 1868 and later referred to as the Bw München Hbf, was expanded and rebuilt several times in the following years; on May 18, 1993, a new ICE depot was built on the premises of the Munich 1 depot , which is home to numerous ICE trains .

Subway

Subway stations

Underground station on lines U 1, U 2, U 7 and U 8

Underground station for lines U 4 and U 5

There are two underground stations of the Munich underground station at the main station .

The underground station on the second Munich underground line is located at a depth of −4 in a north-south direction under Bahnhofplatz and has four tracks. The U 1 to the Olympia shopping center and the U 2 to Feldmoching branch off from here . The first plan was to build the station under the Hertie department store. In order to enable shorter transfer routes to the main hall and the underground station of lines U 4 and U 5 and to be able to dispense with mining construction methods, it was decided to build it instead directly under the station square. In the spring of 1975 construction of the underground station began, for which the station square had to be closed to surface traffic. Because of its great width and depth, the structure was built using the diaphragm wall and top construction. First the side walls and the cover were erected and then the individual floors were created from top to bottom. The underground station was opened on October 18, 1980. The station differs from the other underground stations of the U 2, which opened in 1980, by the silver cladding of the back track walls and pillars in the middle of the station. The platforms are connected to the S-Bahn station and the mezzanine floor at the north end via a mezzanine, and at the south end via another mezzanine floor to the underground station for lines U 4 and U 5 and the mezzanine floor. In the middle of the platform, escalators lead over a mezzanine to the mezzanine floor under the station square.

The underground station of the third Munich underground line is located at a depth −2 in an east-west direction under Bayerstrasse south of the main station. The subway station had the planning name Hauptbahnhof Süd , but since it opened on March 10, 1984, it has only been used as the main station. The silver back track walls are curved inwards like a tunnel, which gives the underground station a round tunnel character. The platform has no pillars and is on a slight curve. The lighting is located in square frames between the stiffening struts of the inserted false ceiling. At the eastern end of the platform there is a connection to the underground station for lines U 1 and U 2 via a mezzanine, at the western end the south entrance of the main train station can be reached via the barrier floor. There is also an elevator at this end , with which the subway platform can be reached barrier-free .

The two underground stations are connected to each other via stairs to the southeast of the main hall.

Subway lines

The U 7 reinforcement line, which has been operating since December 12, 2011, only runs during rush hour.

line	Train run
	Olympia shopping center  - Georg-Brauchle-Ring  - Westfriedhof  - Gern  - Rotkreuzplatz  - Maillingerstraße  - Stiglmaierplatz  - Central Station  - Sendlinger Tor  - Fraunhoferstraße  - Columbusplatz  - Candidplatz  - Wettersteinplatz  - St.-Quirin-Platz  - Mangfallplatz
	Feldmoching  - Hasenbergl  - Dülferstraße  - Harthof  - Am Hart  - Frankfurter Ring  - Milbertshofen  - Scheidplatz  - Hohenzollernplatz  - Josephsplatz  - Theresienstraße  - Königsplatz  - Central Station  - Sendlinger Tor  - Fraunhoferstraße  - Columbusplatz  - Silberhornstraße  - Untersbergstraße  - Giesing  - Karl-Preis-Platz  - Innsbrucker Ring  - Josephsburg  - Kreillerstraße  - Trudering  - Moosfeld  - Messestadt West  - Messestadt East
	Westendstraße  - Heimeranplatz  - Schwanthalerhöhe  - Theresienwiese  - Central Station  - Karlsplatz (Stachus)  - Odeonsplatz  - Lehel  - Max-Weber-Platz  - Prinzregentenplatz  - Böhmerwaldplatz  - Richard-Strauss-Straße  - Arabellapark
	Laimer Platz  - Friedenheimer Straße  - Westendstraße  - Heimeranplatz  - Schwanthalerhöhe  - Theresienwiese  - Central Station  - Karlsplatz (Stachus)  - Odeonsplatz  - Lehel  - Max-Weber-Platz  - Ostbahnhof  - Innsbrucker Ring  - Michaelibad  - Quiddestraße  - Neuperlach center  - Therese-Giehse-Allee  - Neuperlach south
	Olympia Shopping Center  - Georg-Brauchle-Ring  - Westfriedhof  - Gern  - Rotkreuzplatz  - Maillingerstraße  - Stiglmaierplatz  - Central Station  - Sendlinger Tor  - Fraunhoferstraße  - Columbusplatz  - Silberhornstraße  - Untersbergstraße  - Giesing  - Karl-Preis-Platz  - Innsbrucker Ring  - Michaelibad  - Quiddestraße  - Neuperlach center
	only on Saturdays: Olympiazentrum  - Petuelring  - Scheidplatz  - Hohenzollernplatz  - Josephsplatz  - Theresienstraße  - Königsplatz  - Central Station  - Sendlinger Tor  - Fraunhoferstraße  - Columbusplatz  - Silberhornstraße  - Untersbergstraße  - Giesing  - Karl-Preis-Platz  - Innsbrucker Ring  - Michaelibad  - Quiddestraße  - Neuperlach center

See also : List of Munich underground stations

Tram and bus

Tram of the series R at the tram stop Hauptbahnhof on the Bahnhofplatz

Four tram stops (main station, main station north, main station south, Holzkirchner station) around Munich main station serve seven of the total of 13 tram lines. Lines 16, 17, 20, 21 and 29 depart from the Hauptbahnhof Nord stop. The Hauptbahnhof stop on the forecourt is served by lines 16, 17, 19, 20 and 29, while tram line 20 only stops in the direction out of town. The stops Hauptbahnhof Süd and Holzkirchner Bahnhof are served by lines 18, 19 and 29.

The first tram line to serve the station square was opened as a horse-drawn tram from Promenadeplatz to Maillingerstrasse on October 21, 1876. In the next few years the horse-drawn tram was expanded, so that in 1900 four tram lines served the station. The tram network was further expanded and electrified, as the tram was the most important means of transport. In 1938, nine lines served the main station, so the main station was one of the hubs in the Munich tram network. In 1966 ten tram lines operated at the main train station. In the period that followed, the number of tram lines in Munich decreased due to the construction of the subway, but the lines that served Munich Central Station were almost unaffected, so that seven lines still run there.

The pair of ring lines 58 and 68, the so-called City-Ring, circumnavigates the main station in a clockwise direction; its booster rides and the express bus line X98 of the Munich transport company circle around it in a block loop and serve the stops Hauptbahnhof Nord, Hauptbahnhof Süd and Holzkirchner Bahnhof. The Hauptbahnhof Nord station is served by the museum bus route 100 and individual regional bus routes.

See also

• List of train stations and stops in Munich

literature

• Markus Hehl: Munich transport hub . EK-Verlag , Freiburg 2003, ISBN 3-88255-255-7 .
• 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 .
• Wolfgang Süß: The history of the Munich main station . Tellus Publishing House, 1954.
• Alex Gawlina: Chronicle of the Munich Central Station 1836-1976 . 1977.

Web links

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

• Tracks in service facilities (MH) , DB Netz AG (PDF; 2.068 MiB)
• Munich main station on bahnhof.de with map (PDF; 0.97 MiB)
• Deutsche Bahn information website on the Munich Central Station project
• Deutsche Bahn information website on the new construction of Munich Central Station
• Official website of the city ​​administration of Munich
• Gallery of the Munich evening newspaper on remnants of the pre-war and early post-war periods
• Entry on stationsdatenbank.bayern-takt.de

swell

• Further description of the underground station (U1 / U2) on u-bahn-muenchen.de
• Further description of the underground station (U4 / U5) on u-bahn-muenchen.de
• Munich Central Station - interactive 360 ​​° panorama
• The structure of the Munich main station in the BEG station database : Munich main station main hall , Munich main station (deep) , Munich main station Gl. 5–10 , Munich Hbf Gl. 27-36

Individual evidence

1. ↑ Harrys Bahnseite: Abbreviations of the operating points , accessed on November 13, 2013
2. ↑ Station price list 2020. In: Deutsche Bahn. Deutsche Bahn, January 1, 2020, accessed on July 10, 2020 . 
3. ↑ Number of visitors and travelers per day at selected train stations in Germany in 2017 on handelsdaten.de, from January 2017, accessed on March 24, 2019
4. ↑ ^{a b c d e f g h i j k l m n o p q r s t u v} Klaus-Dieter Korhammer, Armin Franzke, Ernst Rudolph: Drehscheibe des Südens. Munich railway junction. Hestra-Verlag, Darmstadt 1991, ISBN 3-7771-0236-9 , pp. 39-54.
5. ^ ^{A b} Angela Toussaint: The Munich Central Station . Verlagsanstalt Bayernland Dachau, Dachau 1993, ISBN 3-89251-118-7 , pp. 11-24.
6. ^ Anton Liebl: The private railway Munich – Augsburg (1835–1844) . Munich, 1982, p. 14.
7. ↑ Bernhard Ücker: The Bavarian Railway 1835-1920. Süddeutscher Verlag, Munich, ISBN 3-7991-6255-0 .
8. ↑ Hugo Marggraf: How the first train stations in Munich came about. In: Das Bayerland , issue 5 of the 24th year.
9. ↑ ^{a b c} Angela Toussaint: The Munich Central Station . Verlagsanstalt Bayernland Dachau, Dachau 1993, ISBN 3-89251-118-7 , pp. 24-36.
10. ↑ Wolfgang Süß: The history of the Munich main station . Essen 1954, p. 22.
11. ^ Georg Jacob Wolf: A Century of Munich. 1800 to 1900. Frankfurt am Main 1980, p. 181.
12. ↑ Hugo Marggraf: How the first train stations in Munich came about. In: Das Bayerland , issue 5 of the 24th year, p. 70.
13. ↑ Hugo Marggraf: How the first train stations in Munich came about. In: Das Bayerland , issue 5 of the 24th year, p. 69.
14. ↑ ^{a b c d e f g} Wolfgang Süß: The history of the Munich main station. Tellus Publishing House, 1954.
15. ^ Beginning of the history of Munich Central Station on denkmaeler-muenchen.de.
16. ^ Hugo Marggraf: The Kgl. Bavarian state railways in historical and statistical relationships. Extended edition Stuttgart 1982, p. 62.
17. ↑ Plan of the Royal Capital and residence city of Munich, depicted in its entire truce, edited and edited by Gustav Wenng, 1858/59 (Munich City Archives)
18. ↑ Klaus-Dieter Korhammer, Armin Franzke, Ernst Rudolph: Turntable of the South - Munich transport hub. Hestra-Verlag, Darmstadt 1991, ISBN 3-7771-0236-9 , p. 151
19. ^ Description of the central station in Bürklein ( memento from April 2, 2017 in the Internet Archive ) on denkmaeler-muenchen.de.
20. ↑ Conversions and extensions of the main station on denkmaeler-muenchen.de.
21. ↑ Track plan of Munich Central Station in: Klaus-Dieter Korhammer, Armin Franzke, Ernst Rudolph: Turntable of the South - Munich Transport Hub . Hestra-Verlag, Darmstadt 1991, ISBN 3-7771-0236-9 .
22. ^ Angela Toussaint: The Munich Central Station. Verlagsanstalt Bayernland Dachau, Dachau 1991, ISBN 3-89251-118-7 , pp. 66, 67, 134
23. ^ Wilhelm Füßl, Andrea Lucas, Matthias Röschner: Gallery of Beauties in: Culture & Technology: Journal of the Deutsches Museum Munchen 4/2016, ISSN 0344-5690
24. ↑ Siemens AG : Press photos: Milestones in electrical engineering in Bavaria up to 1924 (PDF)
25. ↑ Erich Preuß, Klaus Pöhler: Deutsche Bahnhöfe - The large track plan book. GeraMond Verlag, Munich 2012, ISBN 978-3-86245-130-2 .
26. ↑ ^{a b c d e} Markus Hehl: Transport hub Munich. EK-Verlag, Freiburg 2003, ISBN 3-88255-255-7 .
27. ↑ Teodhor Lechner: The development of the coal island in connection with the Munich railway network. Munich 1900.
28. ↑ History of the train station ( memento from October 23, 2013 in the Internet Archive ) onzielbahnhof.de.
29. ^ Memorandum of the Royal. Bavarian State Ministry, September 1911.
30. ↑ Florian Sepp: Palmsonntagsputsch, April 13, 1919 , in: Historisches Lexikon Bayerns (online at www.historisches-lexikon-bayerns.de, accessed on September 7, 2014)
31. ↑ Creation of the wing stations ( Memento from May 1, 2017 in the Internet Archive ) on denkmaeler-muenchen.de.
32. ^ ^{A b} Klaus-Dieter Korhammer, Armin Franzke, Ernst Rudolph: Turntable of the South - Munich Transport Hub. Hestra-Verlag, Darmstadt 1991, ISBN 3-7771-0236-9 , pp. 15-20.
33. ↑ Hans Joachim Ritzau: From Siegelsdorf to Aitrang. The railway disaster as a symptom - a study of the history of traffic . Landsberg 1972, p. 43-45 .
34. ↑ Hitler's train station ( memento from March 27, 2017 in the Internet Archive ) on denkmaeler-muenchen.de.
35. ^ Rasp H. P .: A city for a thousand years. Süddeutscher Verlag, Munich 1981.
36. ↑ ^{a b} Ralph Seidel: The influence of changed framework conditions on network design and frequencies in long-distance rail passenger transport in Germany . Dissertation at the University of Leipzig. Leipzig 2005, p. 27, 46 .
37. ^ Angela Toussaint: The Munich Central Station. Verlagsanstalt Bayernland Dachau, Dachau 1991, ISBN 3-89251-118-7 , pp. 66, 67, 134
38. ↑ Reconstruction after the Second World War ( memento from March 20, 2017 in the Internet Archive ) on denkmaeler-muenchen.de.
39. ↑ https://www.doku-des-alltags.de/BDMuenchen/MuenchenHbf/Muenchen%20Hbf%200.html
40. ↑ Signal box directory ( Memento from May 3, 2017 in the Internet Archive ) on stellwerke.de.
41. ^ Bernhard Brandmair: Post subway in Munich. In: f + h support and lift - magazine for material flow and automation in production, storage, transport and handling . Mainz, Vereinigte Fachverlage, ISSN  0343-3161 , Volume 30 (1980), Issue 5, pp. 403-405.
42. ^ Notification of the ICE depot in Munich in operation on schedule. In: Deutsche Bahn . No. 6, 1993, p. 497 f.
43. ↑ Video surveillance in Munich is successful on welt.de.
44. ↑ Video surveillance in Munich Central Station on sueddeutsche.de.
45. ^ Süddeutsche Zeitung : But no new train station? dated May 4, 2007.
46. ↑ Strong criticism of the new main train station ; Süddeutsche Zeitung, May 18, 2011.
47. ↑ Dominik Hutter: City council booing the train . In: Süddeutsche Zeitung . May 19, 2011, ISSN  0174-4917 ( online ).
48. ↑ Dominik Hutter: Next stop: New Central Station . In: Süddeutsche Zeitung . February 3, 2012, ISSN  0174-4917 ( online ).
49. ↑ Marco Völklein: New stop: Hauptbahnhof . In: Süddeutsche Zeitung . November 19, 2013, ISSN  0174-4917 ( online ).
50. ^ Marco Völklein: Great station . In: Süddeutsche Zeitung . April 9, 2015, ISSN  0174-4917 (among other titles online ).
51. ↑ Home - Munich Central Station. Retrieved June 8, 2017 . 
52. ↑ Irene Kleber: New Central Station Building: The skyscraper is getting smaller . In: evening newspaper . October 12, 2017 ( online ).
53. ^ Abendzeitung.de: Munich Central Station: His Two Faces , August 17, 2013, accessed on November 19, 2013
54. ↑ How the main station is flattened. In: www.sueddeutsche.de. September 9, 2019, accessed September 9, 2019 . 
55. ↑ muenchen.de: The partial demolition of the main station will begin in May. Retrieved March 24, 2019 . 
56. ↑ Ekaterina Kel: Munich: Information on the construction site at the main train station. Retrieved November 21, 2019 . 
57. ↑ Digital Rail Germany #####. (PDF) The future of the railroad. In: deutschebahn.com. Deutsche Bahn, September 2019, p. 10 f. , accessed on May 2, 2020 . 
58. ^ Georg Sattler: Munich main station - Holzkirchen wing station, in: doku-des-alltags.de
59. ^ Deutsche Bahn: The Holzkirchen wing station at Munich Central Station is being converted to make it barrier-free on deutschebahn.com, from May 3, 2017, accessed on October 4, 2018.
60. ^ Sarah Emler: After construction work: Holzkirchen wing station officially opened on br.de, from September 11, 2018, accessed on October 4, 2018.
61. ↑ ^{a b} platform information ( memento from July 12, 2016 in the Internet Archive ) on deutschebahn.com.
62. ^ Zurich – Munich: New fleet, more connections and shorter travel times | SBB. Retrieved July 6, 2020 . 
63. ^ Link between Southern and Eastern Europe . Information on bahnhof.de , accessed on January 11, 2013.
64. ↑ Uwe Weiger: Difficult operational optimization despite infrastructure expansion in the Munich railway junction. In: Eisenbahn-Revue International , issue 10/2003, ISSN  1421-2811 , pp. 464–469.
65. ↑ Querying the course book route 900 at Deutsche Bahn.
66. ↑ Querying the course book route 900.1 at Deutsche Bahn.
67. ↑ Querying the course book route 930 at Deutsche Bahn.
68. ↑ Query of the course book route 931 at Deutsche Bahn.
69. ↑ Query of the course book route 940 at Deutsche Bahn.
70. ↑ Query of the course book route 950 at Deutsche Bahn.
71. ↑ Query of the course book route 951 at Deutsche Bahn.
72. ↑ Query of the course book route 955 at Deutsche Bahn.
73. ↑ Query of the course book route 956 at Deutsche Bahn.
74. ↑ Query of the course book route 957 at Deutsche Bahn.
75. ↑ Query of the course book route 960 at Deutsche Bahn.
76. ↑ Query of the course book route 961 at Deutsche Bahn.
77. ↑ Query of the course book route 970 at Deutsche Bahn.
78. ↑ Query of the course book route 980.1 at Deutsche Bahn.
79. ↑ Query of the course book route 981 at Deutsche Bahn.
80. ↑ Querying the course book route 999 at Deutsche Bahn.
81. ↑ Query of the course book route 999.27 at Deutsche Bahn.
82. ^ Peter Schricker: Railway node Munich. in Lok-Magazin , January 2011 issue.
83. ↑ B4B SCHWABEN: Augsburg will soon be more closely connected to the north of April 28, 2010.
84. ↑ NÜRNBERGER ZEITUNG: Will the ICE soon stop in Ansbach? ( Memento from September 17, 2016 in the Internet Archive ) from June 5, 2010.
85. ↑ Press release of DB AG: Changed concept for the long-distance traffic timetable 2011 - More ICE and direct connections in Saxony-Anhalt from November 1, 2010.
86. ↑ bahnknoten-ingolstadt.de: Exotic pair of trains stops in Ingolstadt Hbf http://www.bahnknoten-ingolstadt.de/index.php?page=linie-91 ( Memento from July 20, 2012 in the web archive archive.today ) , accessed on 3rd February 2012.
87. ↑ Press release from Deutsche Bahn AG: Deutsche Bahn and Deutsche Telekom are expanding Internet access in the ICE , dated December 21, 2011.
88. ↑ probahn-bw.de: DB long-distance traffic in the Rhine-Neckar triangle ( memento from March 7, 2016 in the Internet Archive ), accessed on February 5, 2012.
89. ^ Bahn AG: Program of DB AG - Interim balance 2007 ( Memento of April 13, 2014 in the Internet Archive ).
90. ↑ ganz-muenchen.de: A big welcome for the new TGV line Paris - Strasbourg - Munich ( Memento of 4 March 2016 Internet Archive ), Retrieved on February 2, 2012 Design.
91. ↑ Railway Atlas Germany 2009/2010 . 7th edition. Schweers + Wall, Aachen 2009, ISBN 978-3-89494-139-0 .
92. ↑ DB Mobility Logistics AG (Ed.): At the Munich main station, the shopping arcade on the S-Bahn mezzanine is open again ( Memento from May 18, 2015 in the Internet Archive ). Press release from September 4, 2014.
93. ↑ Planning for the Transrapid officially ended. In: Süddeutsche Zeitung. April 15, 2008, p. 41.
94. ↑ www.2.stammstrecke-muenchen.de ( Memento from June 12, 2015 in the Internet Archive ) Deutsche Bahn AG - 2nd main line: new station Hauptbahnhof. Accessed April 30, 2015.
95. ↑ Münchner Verkehrsgesellschaft : U-Bahn mezzanine at the main station opened , on muenchen.de, from February 28, 2014, accessed on October 4, 2018.
96. ↑ Evening newspaper : mezzanine floor and counter hall: all shops have to go! on focus.de, May 18, 2018, accessed October 4, 2018.
97. ↑ Sofitel Munich Bayerpost .
98. ^ ^{A b} Klaus-Dieter Korhammer, Armin Franzke, Ernst Rudolph: Turntable of the South - Munich Transport Hub. Hestra-Verlag, Darmstadt 1991, ISBN 3-7771-0236-9 , pp. 109-120.
99. ↑ Egon Dheus (ed.): ICE Munich plant. From steam locomotive maintenance to the ICE maintenance system. Publishing house for target group marketing , Pöcking 1996, ISBN 3-9802432-1-4 .
100. ↑ Description of the Hauptbahnhof underground station (U4, U5) at www.u-bahn-muenchen.de.
101. ↑ Description of the Hauptbahnhof underground station (U1, U2, U7, U8) at www.u-bahn-muenchen.de.
102. ↑ Munich tram network https://www.tram-muenchen.de/netz/pdf/tramnetz-m.pdf ( Memento from January 2, 2013 on WebCite ) (PDF; 65 KiB) on tram-muenchen.de.
103. ↑ Martin Pabst: The Munich Tram. Bavaria's metropolis and its tram . GeraMond, Munich 2000, ISBN 3-932785-05-3 ( Strassenbahn-Magazin. Library ).

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