After the Schäftlarn train accident, the clean-up work is progressing only with difficulty.
The salvage of the trains is to begin today.
And something else is extremely complicated: research into the causes.
Schäftlarn – Is Mammoth coming, is Zeus coming – or is it Hercules?
There are only five emergency railway cranes that can lift entire wagons off the track after such serious train accidents.
The Munich emergency managers have now requested one from Fulda to get the destroyed S-Bahn cars off the track - the nicknames show that they are giants.
He's on standby.
"If the storm allows it, it starts on Thursday," says a railway spokesman.
The S-Bahn trains are likely to be secured at a secret location – until the causes of the accident with one dead and 16 injured have been clarified.
This may take time, there is progress, but many unanswered questions.
There are some indications that the engine driver made a mistake, who apparently left Ebenhausen-Schäftlarn station prematurely with his S-Bahn (train number 6785) and a little later crashed into the stationary S-Bahn from Munich in a curve.
The Munich public prosecutor's office I should address questions to the two seriously injured train drivers, but also to the dispatchers.
The police and prosecutors want to announce the first results at a press conference on Thursday.
S-Bahn accident near Munich: Why was the emergency brake eliminated?
A key point of the investigation is why the engine driver in Ebenhausen-Schäftlarn ran over the failure signal ("Asig"), which was still on red.
Disregarding the signal was a mistake, but it could have been ironed out if it hadn't been followed by a second, far more serious mistake: the elimination of the emergency brake.
When a train runs through a red signal like this, it is automatically braked.
It can happen in everyday operation, especially when a signal turns red just before driving past.
But then it is the duty of every engine driver to contact the responsible dispatcher (in Wolfratshausen and Höllriegelskreuth) via on-board radio.
Did he or not?
And: Were there instructions and which ones?
In any case, for some reason, the emergency braking was canceled by the driver and he drove on.
"Technically, it's possible," says one who knows the subject.
"But it's an absolute mortal sin if he did it without the dispatcher's orders."
Sh... there's a train coming
Last recording before the collision
Around the same time on Monday shortly after 4:30 p.m., the S7 from Munich (internal number 6776) approached from the north.
It was ten minutes late - again a level crossing disruption (in Pullach).
Shortly before passing the entry signal ("Esig") to Ebenhausen-Schäftlarn station, it switched to red - because the track section ahead was occupied by the approaching train.
There was also an emergency brake, but the S-Bahn only came to a standstill 50 meters after the "Esig".
The engine driver apparently reacted correctly here – he radioed his dispatcher in Höllriegelskreuth.
The other S-Bahn rushed up while we were still talking.
Because the dispatcher was apparently still warning, the engine driver of S-Bahn 6785 was able to brake from 70 km/h - the impact speed was 57 km/h, according to information from action groups.
"Sch..., there's a train coming" was probably the last recording before the crash.
In Schäftlarn, people are struggling to keep their composure.
The loud bang caused by the collision could be heard from afar.
And many S-Bahn commuters have nagging questions - such as whether the many disruptions will have to be put up with in the future and whether single-track routes are really safe.
On Friday, 7 p.m., an ecumenical memorial service will take place in the Church of St. Benedict in Eebenhausen.
More current news from the district of Munich can be found here.
