Görlitz repair shop

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The Görlitz repair shop (originally Schlauroth railway depot , later Schlauroth Reichsbahn repair shop or “German-Soviet friendship” Görlitz railway repair shop ) was a railway maintenance workshop in the west of the city of Görlitz in Upper Lusatia . The plant has existed since the era of the Länderbahn. Prussian and Saxon freight locomotives were serviced and repaired here. After the Second World War, the depot was elevated to an independent state railway repair shop and finally closed in the mid-1990s.

Location and connection

The maintenance workshop was located north of the Görlitz districts or districts of Rauschwalde and Schlauroth . The Görlitz – Dresden railway line and later also the test center for the automatic central buffer coupling (today: TÜV Süd Rail ) in the south and the Schlauroth marshalling yard in the north completely enclosed the factory premises. A pedestrian bridge led over the Görlitz – Dresden railway line to today's Friedrich-List-Strasse (formerly: Strasse der Eisenbahner). There was a gate that is still there today. From the east a connecting road led past the water tower up to the bridge on Maxim-Gorki-Strasse. Today the TÜV still uses the road connection, which today leads to Wiesbadener Straße. The bridges on Maxim-Gorki-Strasse from 1912 were demolished in 2011.

history

Beginnings

By the turn of the century, the capacity of the Görlitz station , which was only expanded in the middle of the 19th century, was no longer sufficient to handle 112 passenger trains and 72 scheduled freight trains every day . In addition, there were up to 26 other special trains and 24 goods trains on public holidays and during the vacation period . The greatest bottleneck was the increasing freight traffic, because individual goods handling areas were no longer allowed to be used, such as the free loading tracks on Äussere Bahnhofstrasse, as the shunting departments would have had to cross the main line. Before the next station expansion of the passenger station, a new marshalling and freight yard was to be built to relieve the burden, so that freight traffic at the passenger station could be stopped. There were considerations to expand the suburban station Görlitz Vorstadt in the south as a freight station. Because of the difficult terrain, the location near Schlauroth and Rauschwalde was preferred. Construction work on the Schlauroth marshalling yard in the west of the city began in 1906. It was opened to traffic on November 1, 1909.

Former Prussian material magazine

At the same time, the Schlauroth workshop began operations. Like the freight yard, the Saxon and Prussian state railways shared the plant, as the Saxon railway line from Dresden and the Prussian railway lines from Berlin , Kohlfurt , Lauban and Seidenberg met in Görlitz, which was then Prussian . Both state railways had roughly identical systems in the workshop. Two tracks on each side led to the separate transfer platforms . A wire brick wall separated the Prussian from the Saxon part of the common engine shed. In the middle of the shed there were 10 locomotive stands, each with a 17 meter long working pit and smoke outlet. On the eastern side of the Prussian entrance there were seven more stands. On the Saxon side, the space was reserved for expansion. There was also a workshop on the Prussian side, a wheelwright , a blacksmith's shop , the warehouse and the foreman’s office. On the Saxon side were the workshop, clothes drying room, washing room and lounge for the workshop workers and shed fire men.

Each railway administration had its own turntable in front of its shed . Two stump tracks (track 10o and 11o) led from the Prussian hub in the east to the coal bans . On the third platform 12o ( o stands for the Prussian east side) was the coal loading platform, the fire pit and the water crane . At the same time, it also served as an entry track into the hall. The Prussian overnight building was on exit track 9o. The materials magazine was again housed in the building between the exit and entry tracks.

On the Prussian as well as on the Saxon side there were outdoor toilets and lounges for the coal loaders. The Saxon 16.2-meter turntable was only used when the locomotives had to be turned to stand with their chimney under the smoke vent. Otherwise, the locomotives coming directly from the E group could enter the Saxon part via track 1w ( w stands for the Saxon west side). There was also a coal loading platform, a discharge pit and the water crane on the Saxon approach track. The exit track was track 4w. On the western side, the Saxon warehouse and the overnight building were directly connected to the workshop. The respective administration buildings were located a little away from the plant.

The workshop only served the maintenance of freight locomotives. Prussian locomotives of the classes G5 , G8 , G8 2 , G10 and T9 2 , T13 and T16 were stationed in it. On the Saxon side, locomotives of the classes VV , IX V and XI V were added.

Weimar Republic and National Socialism

One of the last surviving catenary masts on the western side

With the entry into force of the State Treaty establishing the Deutsche Reichseisenbahnen on April 1, 1920, the individual state railways were transferred to the sovereignty of the German Reich . Now the entire plant as Bahnbetriebswerk (Bw) Schlauroth was subordinate to the Railway Machine Office (EMA) Görlitz (from 1927: Reichsbahn-Maschinenamt (RMA) Görlitz ) within the Railway Directorate Breslau (from 1922: Reichsbahndirektion Breslau ). After the RMA Görlitz was dissolved in 1936, the plant was subordinated to the RMA Hirschberg (Riesengeb).

With the incorporation of the state railways into the Reichsbahn, the separating wire brick wall in the rectangular shed was also removed. From now on, the Schlauroth Bw was mainly home to former Prussian series. B. Class 94 2–4 (formerly T 16) for shunting, series 92 5–10 (formerly T 13) for transfer trains and 55 25–56 (formerly G 8 1 ), 56 2–8 (formerly G 8 1 ) . G 8 1 with barrel axle ) and 57 10–35 (formerly G 10). The first 58 10–21 (formerly G 12 ) also soon expanded the inventory of the depot.

With the closing of the gap between Görlitz and the Schlauroth marshalling yard, the depot was also connected to the electrified Silesian network in the direction of Lauban on the Silesian mountain railway. The overhead line spanned the eastern turntable, whereas it ended in front of the western turntable. Inside the rectangular shed, the contact wire led from both sides to the transfer platforms. Since the electrification, electric locomotives have also been stationed at the Schlaurother plant. The electric passenger locomotives also drove as far as Schlauroth, as the Görlitz depot only had two tracks spanned with contact wire for the reversible locomotives. This ended the time in Schlauroth as a pure freight locomotive depot.

The following electric locomotive series were stationed in the Schlaurother plant: E 17 , E 21.0 , E 42 , E 50 , E 91 and E 94 . Several steam locomotives of the 03 10 , 17 10 , 38 10–40 , 41 , 50 , 52 , 57 10 , 58 10 , 64 , 74 , 86 , 91 3 and 92 5 series were still at home in Schlauroth.

Post-war and GDR times

The city of Görlitz and the Schlauroth depot were largely spared from attacks during the Second World War . On the last day of the war - May 7, 1945 - the Neisse Viaduct over the Lausitz Neisse and numerous other railway bridges were blown up by the Wehrmacht around Görlitz. The Görlitz railway junction was thus largely cut off from the railway network at the end of the war. Electric rail operations were also discontinued in the last weeks of the war due to the advance of the Red Army . The demolition of the Neisse Viaduct and the cession of the areas east of the Neisse to Poland left only the electrified network between the Görlitz station and the marshalling yard in Germany. However, this also fell victim to the Soviet reparations payments .

The marshalling yard was shut down for about five years after the war and there were not enough tasks for two railway depots in the immediate vicinity due to the slow resumption of traffic. The former Schlauroth depot was downgraded by the Dresden Railway Directorate to a locomotive department of the Görlitz depot. In the Schlauroth locomotive department, the damaged and bagged locomotives and wagons parked on the marshalling yard have now been repaired. The Schlaurother locomotive department was responsible for the so-called damage groups L2 and L3 and developed more and more into a repair shop in the period that followed .

In 1945, 23 locomotives and numerous freight cars were refurbished. In the following three years, more than 100 repaired locomotives ran through the plant. On January 1, 1950, the Reichsbahndirektion Dresden and the General Management of the Deutsche Reichsbahn decided to detach the locomotive department from the Görlitz depot and to establish the Reichsbahnausbesserungswerk (Raw) Schlauroth. The main task areas should include the refurbishment of narrow-gauge locomotives , but standard-gauge locomotives were also further improved. For a long time the series 38 10–40 , 56 2–8 , 58 10–21 , 75 4 , 75 5 , 89 70–75 , 91 3–18 , 92 5–10 , 94 5–17 and 94 20– 21 . In addition, there were still numerous works locomotives, u. a. of the Görlitz wagon construction and the Berzdorf lignite mine .

The repair and transfer platform tracks had to be adapted for the numerous gauges (600, 750, 900, 1000 and 1450 mm). Track 7w was expanded as a four-rail track for an additional 750 and 1000 mm. This enabled test drives to be carried out at around 300 meters. The Saxon turntable and numerous other track systems on the Saxon side were dismantled.

The long-standing name of the Reichsbahnausbesserungswerk "German-Soviet Friendship" Görlitz stood above the gate of the gate on the street of the railway workers

On September 8, 1955, the Raw was given the honorary name of German-Soviet friendship . Since then, the plant has been called Reichsbahnausbesserungswerk "German-Soviet Friendship" Görlitz ( Raw "DSF" Görlitz for short ). In the mid-1950s, around 200 narrow-gauge locomotives were refurbished annually. In the 1960s, the number sank to 170 a year, as the reconstruction of some series resembled a new building in terms of scope of work. In the early to mid-1960s, the Raw built four boilers and 35 locomotive frames. Further boilers were supplied by the Halberstadt raw material and the Cottbus raw material . In the 1970s, the number of repaired narrow-gauge locomotives fell to 120 per year. One reason was the closure of numerous narrow-gauge lines of the Deutsche Reichsbahn. Steam locomotives from the pioneer railways from Dresden and Leipzig as well as those from the Muskau forest railroad were regular guests at the Schlaurother plant.

Another task was added in the mid-1960s. The Raw took over the reconditioning of transport wagons for the narrow-gauge locomotives. Furthermore, standard-gauge trolleys and trolleys for the transport of narrow-gauge freight cars were refurbished. The restoration of small rollable containers for door-to-door freight transport was also one of the new tasks. Between 1970 and 1978 the plant refurbished steam storage locomotives for industry. From 1974, the first locomotives on the Harz Cross Railway were equipped with compressed air brakes. Another two years later, the conversion of narrow-gauge locomotives to main oil firing began . In 1982 all 17 locomotives had already been converted, but due to the second oil crisis , the GDR decided to dismantle them to use coal . This was completed in 1984.

Since 1971 the Schlaurother Raw has been part of the Raw "Hermann Matern" Cottbus, but it regained its independence in 1978. While it was part of the Cottbuser Raw, the remanufacturing of cylinder heads of the large diesel locomotive series 120, 130, 131 and 132 was part of the Schlaurother's area of ​​responsibility. In 1980/1981, the Raw had to recondition 380 cement container wagons of the Ucv type at short notice.

At the end of the 1970s, FEW Blankenburg began testing the FEW three-force brakes in the neighboring marshalling yard . For the later production of the bar track brakes in the form of the FEW three-force brakes, the Raw got the new Hall III, Hall IV in the eastern part and the air dome on the area of ​​the former Saxon turntable. In addition to the production of the three-force brakes, the following years also saw the reconditioning of the worn brakes. This additional task made it necessary to retrain employees more intensively, as more skilled machining workers (lathe operators and milling cutters) than locksmiths were required for them. Industrial robots were also used in production.

After the turn

The ruined buildings of the Raw

After the political change and the subsequent reunification , freight traffic in the eastern federal states fell sharply, so that the production and maintenance of the three-force brakes became ever lower. In 1992 the narrow-gauge steam locomotives of the Zittau narrow-gauge railway were converted to light oil firing. From 1992, the plant also took over the refurbishment of narrow-gauge passenger cars, initially for the Free State of Saxony , and one year later for all the new federal states . Regular gauge steam locomotives also came back - z. B. 52 8029 (MaLoWa Klostermansfeld) and 52 5933 (Museumspoorlijn S • T • A • R-NL "TE-5933") - for repairs in the Görlitz factory. The last standard gauge steam locomotive to be refurbished was 03 204 from Cottbus , the last narrow-gauge steam locomotive was 99 568 of the Preßnitztalbahn .

With a restructuring of the works within the Deutsche Bahn AG , the railway gave up the plant in 1996. The reconditioning of the narrow-gauge locomotives was now taken over by the Meiningen steam locomotive works . Some employees were still involved in the dismantling of the plant, retired, switched to Görlitz wagon construction or became unemployed.

Todays use

After the freight station and the repair shop were closed, the extensive track systems were dismantled. In 2004, the property and the buildings still belonged to Deutsche Bahn, which closed the windows and doors of the buildings for the most part, had them walled up or covered with metal plates. The buildings of the former Raw were badly damaged by vandalism. The vacancy of the buildings and the weather also have a negative effect on the building fabric. For example, some false ceilings proved to be at risk of collapse during regular inspections.

Only the company Brunel GmbH Railmotive used the former test center for the automatic central buffer coupling. The company was bought by TÜV Süd in 2008, which integrated the Görlitz location into the subsidiary TÜV Süd Rail. Among other things, the TÜV carries out crash tests on cars here . Dynamic and static strength tests, tests of safety against derailment and the determination of vehicle parameters such as roll pole, inclination coefficient, center of gravity, torsional rigidity and tank container tests are also part of the test system's area of ​​responsibility.

literature

  • Wilfried Rettig : Görlitz railway junction . 1st edition. Bufe-Fachbuch-Verlag, Egglham 1994, ISBN 3-922138-53-5 .
  • Wilfried Rettig: Railway in the three-country corner. East Saxony (D) / Lower Silesia (PL) / North Bohemia (CZ). Part 2: secondary, small and narrow-gauge railways, railway operations and repair shops, railway mail . EK-Verlag, Freiburg (Breisgau) 2011, ISBN 978-3-88255-733-6 .
  • Siegfried Bufe: Railways in Silesia . Bufe-Fachbuch-Verlag, Egglham, Munich 1989, ISBN 3-922138-37-3 .
  • M. Weisbrod: 40 years of Raw Görlitz-Schlauroth . In: Eisenbahn-Journal . No. 16 , 1990, pp. 22-26 .
  • Klaus Henschel: The Raw "DSF" Görlitz yesterday and today . In: Modellisenbahner . No. 36 , 1987, pp. 6-9 .
  • Jürgen-Ulrich Ebel: The Kleinbahnwerkstatt: A visit to the Raw "German-Soviet Friendship" Görlitz . In: Railway courier . No. 3/4/5 , 1991, pp. 18-23 .
  • Torsten Bartsch: The Raw Görlitz-Schlauroth . In: Association of Zittauer Schmalspurbahnen: Association information . No. 30 , 2005, pp. 23-26 .
  • Wilfried Rettig: The Raw Görlitz . EK-Verlag, Freiburg 2013, ISBN 978-3-88255-771-8 .

Web links

Commons : Bahnbetriebswerk Schlauroth  - Collection of pictures, videos and audio files

Individual evidence

  1. ↑ Frank Seibel: Puzzle with diamonds . In: Saxon newspaper . September 2, 2011 ( (online) [accessed May 16, 2012]).
  2. ↑ The demolition of the bridge starts on May 18th . In: Saxon newspaper . May 6, 2011 ( (online) [accessed May 16, 2012]).
  3. ↑ Rettig, Wilfried: Görlitz railway junction . 1994, p. 20 .
  4. ↑ Rettig, Wilfried: Görlitz railway junction . 1994, p. 144 .
  5. ↑ Rettig, Wilfried: Railway in the three-country corner, part 2 . 2011, p. 148 ff .
  6. ↑ a b c Rettig, Wilfried: Eisenbahn im Dreiländereck, part 2 . 2011, p. 150 .
  7. ↑ Rettig, Wilfried: Görlitz railway junction . 1994, p. 20, 169 .
  8. ↑ Rettig, Wilfried: Görlitz railway junction . 1994, p. 169 .
  9. ↑ bahnstatistik.de: Royal Eisenbahndirektion to Wroclaw . Retrieved May 21, 2012 .
  10. ↑ Rettig, Wilfried: Railway in the three-country corner, part 2 . 2011, p. 150 f .
  11. ↑ Rettig, Wilfried: Railway in the three-country corner, part 2 . 2011, p. 151 .
  12. ^ Siegfried Bufe: East German Railway History 4 . 1st edition. Egglham: Bufe-Fachbuchverlag, 1989, ISBN 3-922138-37-3 , p. 155 .
  13. ↑ Rettig, Wilfried: Railway in the three-country corner, part 2 . 2011, p. 151 f .
  14. ↑ Rettig, Wilfried: Görlitz railway junction . 1994, p. 9, 39 .
  15. ↑ Rettig, Wilfried: Railway in the three-country corner, part 2 . 2011, p. 152 .
  16. ↑ Rettig, Wilfried: Railway in the three-country corner, part 2 . 2011, p. 153 ff .
  17. ↑ Rettig, Wilfried: Görlitz railway junction . 1994, p. 170 .
  18. ↑ Rettig, Wilfried: Railway in the three-country corner, part 2 . 2011, p. 155 f .
  19. ↑ a b c d Rettig, Wilfried: Eisenbahn im Dreiländereck, part 2 . 2011, p. 156 f .
  20. ↑ a b bvm-berlin.de: Raw "DSF" Görlitz Schlauroth . Retrieved May 22, 2012 .
  21. ↑ Rettig, Wilfried: Railway in the three-country corner, part 2 . 2011, p. 157 .
  22. ↑ Ralph Schermann: Uninvited guests besiege old tracks . In: Saxon newspaper . September 29, 2004 ( (online) [accessed May 22, 2012]).
  23. ↑ tuev-sued.de: Görlitz. Retrieved September 30, 2018 .

Coordinates: 51 ° 9 '4.8 "  N , 14 ° 56" 33.8 "  E