Railway depot Dresden
The Dresden Bahnbetriebswerk is a depot on the premises of the Dresden-Friedrichstadt train station . It was created in 1894 as part of the redesign of the Dresden railway junction as the Peterstraße heating system . From 1928 it operated as the Dresden-Friedrichstadt depot and was rebuilt at the end of the 1930s elsewhere on the station premises. In 1967 arose as a merger with the Old City Dresden railway depot , the depot Dresden . More locomotive operations were added later, but today the Dresden Bahnbetriebswerk, which has been officially called Dresden depot since the rail reform , is limited to facilities in Dresden-Friedrichstadt.
During the steam locomotive era , mainly freight locomotives were stationed in Dresden-Friedrichstadt. In 1963 diesel locomotives for all purposes began to be housed in the depot and around 1970 the maintenance of steam locomotives ended here. The first stationing of electric locomotives followed six years later. Today, both diesel and electric locomotives are at home in the Dresden depot.
Location
The Bahnbetriebswerk (Bw) is located in the Friedrichstadt district of Dresden on its border with Cotta . It is located at the western end of the Dresden-Friedrichstadt train station on the Berlin-Dresden railway line , which passes directly to the south. Directly to the west of the Bw site, the Dresden port railway runs in an arc around the locomotive workshop from the Berlin route to the Alberthafen . Hamburger Straße limits the facilities to the north .
history
On the site of today's Dresden-Friedrichstadt train station, the Berlin-Dresdener Eisenbahn-Gesellschaft built the Berlin train station by 1875 as the Dresden terminus of their railway line. This station already had facilities for locomotive treatment with a twelve-long semicircular locomotive shed, a water station and a coal storage facility on what is now the Bw site.
Heating system in Peterstrasse
In the course of the redesign of the Dresden railway junction from 1890, the Dresden-Friedrichstadt marshalling yard was rebuilt in place of the Berlin train station. At its southeast end, a new boiler house was built between Behringstrasse (until 1946: Peterstrasse) and the Waltherstrasse bridge; To the south, Fröbelstrasse delimited the depot. The Peterstrasse heating system, opened on May 1, 1894, consisted of
- three boiler houses designed as round houses with 20 locomotive stands each,
- three 20-meter turntables in front of the round houses,
- a boiler house administration building,
- an expedition building,
- a coal shed,
- three workers' buildings and
- a harness room building .
A 30-meter-high chimney was located at the rear of the sixth and 14th locomotive stands of the round houses as the central flue gas disposal . The Royal Saxon State Railroad named the three boiler houses as Bodenbacher (House 1), Chemnitzer (House 2) and Leipziger House (House 3). The locomotives were then assigned to the boiler houses according to their preferred direction of traffic. From the opening, the freight locomotives of the Leipzig , Silesian and Bohemian stations found their home in the boiler house, as the locomotive handling facilities there had to be abandoned for the construction of the main station and Dresden-Neustadt station . The Peterstrasse heating system was not home to any passenger locomotives; these were stationed in the heating system in Dresden-Altstadt .
Initially, the boiler house did not have its own locomotive workshop. The main workshop in Friedrichstadt , a few hundred meters to the west, took care of all locomotive repairs. However, the growing number of stationed locomotives later made it necessary to build a workshop between the Leipzig and Chemnitz houses, which began operations in 1922.
Construction of the depot in the 1930s
The locomotive treatment facilities also proved to be inadequate in the 1920s. The roofed coal shed had been expanded since it was opened, but the stationary slewing crane no longer met the operational requirements. A new coaling plant with a bunker at the Waltherstrasse bridge was supposed to remedy the situation, but the project, which was estimated at 1,346,000 Reichsmarks, was not carried out, as was the planned expansion of the railway depot, which since 1928 has no longer been used as the Peterstraße boiler house , but as the Dresden depot. Friedrichstadt was run. These plans were opposed to high property acquisition costs and the cramped space conditions, and so from the end of 1934 a new depot was built on the opposite, northern side of the marshalling yard on Hamburger Straße.
The new depot consisted of
- a locomotive hall with two internal sliding platform fields and a total of 81 locomotive stands,
- a high bunker coaling plant with 158 meter long coal bansen ,
- two 23-meter turntables ,
- ten water cranes and
- an automatic slag sump.
Originally, the construction time was estimated at three years, but not enough workers could be used, so that further construction had to be stopped after the beginning of the Second World War following an order of November 28, 1939. The already completed systems were put into operation on November 30, 1939, and locomotives and personnel were gradually moved from the old systems. The facilities on Peterstrasse remained in use until they were destroyed, albeit to a lesser extent.
At the beginning of 1940, the locomotive workshop of the depot was put into operation, which had a modern washing system and a 25-ton axle sink . This made it possible to take over the locomotive repairs from the neighboring Reichsbahnausbesserungswerk Dresden , which could be shut down there and thus led to an adjustment of the work tasks.
At this point in time, the interior of the administration building, the water supply system, the fuel store, turntable one, as well as a few tracks and the signal box were not completed. In spite of the fact that the work was stopped, the building was continued in order to meet the increased requirements caused by the war. Prisoners of war were also used for this.
Destruction and rebuilding
The air raids on Dresden initially hardly affected the depot. On October 7, 1944, six medium-caliber bombs fell on and next to the locomotive treatment facilities. However, the damage was quickly repaired. The subsequent attacks on Dresden, including the heavy bombing on February 13 and 14, 1945, did not hit the depot. It was not until the attack on April 17, 1945 that the Dresden railway systems were targeted. It led to the complete destruction of the depot, including the facilities on Peterstrasse. Six employees fell victim to this attack.
In the last weeks of the war, the beginning of the reconstruction was out of the question. Of 1,600 employees, only 500 were on duty at the beginning of May 1945, 450 were sick, 170 vacationers and unexcused absenteeism, 200 members of parliament and 250 in the Wehrmacht. When conditions began to stabilize, the reconstruction began on May 14, 1945. Within six weeks, the 1000 meters of track and five points that were absolutely necessary were restored. The transfer table was also quickly repaired; Until November 1945, however, it was not powered electrically, but provisionally with compressed air. The restoration of the water supply also had to be provisionally solved by a fixed pumping system on the Weißeritz , as the city water network was badly damaged.
The order of the Soviet military to dismantle all machine tools from July 20, 1945 hit the reconstruction efforts seriously. All machines were removed, painted, packed and loaded. Only after lengthy negotiations could a quarter of the machines be unloaded and re-installed from September 28, 1945. Due to the resulting bottleneck, from September 1945 the Dresden Railway Directorate distributed the locomotive maintenance of the locomotives based in Dresden-Friedrichstadt to external agencies.
Reconstruction progressed in the following years. As one of the last major measures of the reconstruction, the roof of the central and east hall of the locomotive shed was closed in 1952. The west hall was also cleared early, but its reconstruction was abandoned. It was only demolished in the summer of 1967.
The destroyed locomotive sheds of the old depot on Peterstrasse were not rebuilt and removed in the 1950s. Only the 23-meter turntable of the Chemnitz house was moved to the new facilities in the summer of 1945, but due to the lack of cement it was only installed there three years later as turntable II.
At the end of the Second World War, 138 locomotives belonged to the Dresden-Friedrichstadt depot, but only 14 of them were operational (nine of the 14 locomotives had been deferred from being repaired ). A good year later on July 1, 1946, the total number of locomotives was 159, including 102 operable ones.
Column locomotives and brigade use
The Soviet military administration maintained its own locomotive park for the repayment of reparations. These so-called column locomotives were installed in many large depots from the summer of 1945. Column 10, consisting of 30 locomotives of the 58.10-21 series (Prussian G 12), was stationed in the Dresden-Friedrichstadt depot . Due to the high number of harmful locomotives, these could not be covered by the company's own inventory and 19 locomotives were relocated from other locations in the district of the Reichsbahndirektion.
The brigade operation began in November 1945 in three different brigades with ten locomotives each. In addition to the locomotives, engine drivers, stokers and wagon masters had to be provided, which made the reconstruction in Dresden even more difficult. In the summer of 1947 the use of column locomotives was reduced and column 10 was disbanded at the end of November. Few of the column locomotives had not returned from their missions; the rest was put back into the normal inventory. However, the deployment of personnel did not end at the same time as the deployment of the locomotive, but continued for other columns.
Collection point for drop-off locomotives
In the summer of 1945, Dresden-Friedrichstadt also acted as a collection point for drop-off locomotives that had to be brought east as loot or reparation deliveries. An inventory list from this time includes 88 delivery locomotives of the 55, 57, 86 , 89, 91 and 93 series that ran through Dresden-Friedrichstadt. Three quarters of these locomotives were in working order. Of the 88 delivery locomotives, 18 were located in Dresden-Friedrichstadt, including ten operational standard locomotives of the young class 86.
Modernization and reorganization
In October 1950 the first stationing of a steam locomotive with pulverized coal combustion took place in Dresden-Friedrichstadt. The coal dust was initially supplied directly from a transport vehicle - later via the large-scale coal dust bunker that was built in 1952 and 1953. Since this did not comply with the safety regulations, a conversion took place in 1959; but just eight years later the facility was demolished after the last locomotive with pulverized coal was shut down. Possible reasons for the shutdown are the incipient electrification in the Dresden area (faster corrosion of the contact wire due to the high sulfur content of the exhaust gases from the pulverized coal locomotives), the higher maintenance costs and the more technically demanding provision of a pressurized bunker system.
Diesel locomotive maintenance began in November 1963 in the Dresden-Friedrichstadt depot. The use of new construction diesel locomotives in Dresden had started three years earlier and were initially stationed in the Dresden-Pieschen depot. Due to the planned closure of this depot in 1965, Dresden-Friedrichstadt took over the maintenance and from January 1, 1966, all Dresden diesel locomotives were based here.
Although the electric train service to and from Karl-Marx-Stadt began on September 25, 1966, with the connection to the Dresden-Friedrichstadt marshalling yard, the depot still had no contact wire. The use of electric locomotives was initially exclusively from Bw Karl-Marx-Stadt from. It was not until ten years later, on January 1, 1976, that electric locomotives began to be located in Dresden.
On January 1, 1967, the Dresden-Altstadt and Dresden-Friedrichstadt depots merged to form the Dresden depot. A year later, on January 1, 1968, the Pirna depot was also incorporated into the Dresden depot. The aim of these measures was to specialize the maintenance capacity and reduce the administrative burden. Due to the partially well-preserved and spacious building complex, the joint administrative headquarters were set up in Friedrichstadt. The Friedrichstadt part of the depot was now called the Hamburger Straße (BTH for short) and was to be expanded into a modern depot to maintain all of the diesel and electric locomotives in Dresden. Only the remaining steam locomotive operation was to be bundled in the Zwickauer Strasse section, the former Dresden-Altstadt depot. Around 1969/1970 a steam locomotive was last serviced in Friedrichstadt and in 1976 the coal bunker was decommissioned.
From 1967 construction and modernization projects were carried out in the Hamburger Straße section. The Westfeld ruins and five chimneys were demolished. A new locomotive hall with 14 locomotive repair stands was built there in four years of construction. As further investments, a new underfloor wheel set lathe, a large tank system and a dispensing system went into operation in 1970 and 1971.
Even long after the steam locomotive maintenance had ended, heating locomotives were still necessary in the Hamburger Strasse section; only in February 1990 did an oil-fired heating system take over.
After the rail reform
As part of a long-term targeted concentration of the depot, with the establishment of Deutsche Bahn AG on January 1, 1994, the previously independent Bw Kamenz also joined the Bw Dresden. The depot, which was renamed the Dresden depot with the railway reform, had the following four locomotive deployment locations at that time:
- Hamburger Strasse (ex Dresden-Friedrichstadt)
- Kamenz
- Pirna
- Zwickauer Strasse (ex Dresden-Altstadt)
However, the Kamenz, Pirna and Zwickauer Strasse locomotive deployment sites were abandoned a short time later, leaving the Dresden depot only at the Hamburger Strasse deployment site. The ITL Eisenbahngesellschaft has been running a workshop in Kamenz since 2002, the depot in Pirna has since been demolished and there is now a railway museum on Zwickauer Straße.
Vehicle inventory
Land railroad time
During the Länderbahn era, there was a great variety of different Saxon locomotives, of which often only a few were built. After the network system found its way into Saxon locomotive construction, the Saxon VV , built from 1895, dominated the locomotive park in Friedrichstadt. In addition to many other locomotives, the Saxon XV HTV , built only in two copies, was stationed here for the pushing service on the ramps to Klotzsche and Tharandt, as well as the Saxon XI H, which was used as a tow locomotive in the neighboring marshalling yard .
German State Railroad Company
Between 1920 and 1930 the Deutsche Reichsbahn decommissioned many Saxon locomotives. Prussian locomotives of older ( G 3 , G 5.2 and G 7.2 ) as well as newer designs ( G 10 and G 12 ) replaced them. While the older Prussian machines were also soon decommissioned, the G 10 and G 12 shaped freight train transport in the Dresden area for two decades. At the beginning of the 1930s, the G 8 also came to Friedrichstadt and, after 1935, the standard steam locomotives of the series 50 , 52 , 84 and 86 . Due to the war, the class 50 locomotives were often only stationed in Friedrichstadt for a short time and the G 8 and G 10 machines also had to be handed over to the Sudetenland and to the east due to their low axle pressure . The G 12, on the other hand, remained dominant. Towards the end of the war, seven locomotives were sent to western directorates and two locomotives were retired after being hit by a bomb on April 17, 1945; Nevertheless, on August 31, 1945, 73 G 12 machines were part of the Friedrichstadt stock. In addition, the class 52 war locomotives stationed in Friedrichstadt from 1943 made up the largest contingent. At the beginning of 1945, 78 locomotives of this series were part of the depot and after 22 locomotives had been moved to the west and other relocations, as of August 31, 1945, 46 of these machines were still in stock; 25 of them were in working order at the time.
German Reichsbahn
As part of a class adjustment, the home of the class 52 ended for the time being in 1947 and the machines of class G 12, including the locomotives converted to pulverized coal combustion, again provided by far the largest number of machines. The stationing of the Rekoloks of the DR class 58.30 from 1959 and the DR class 50.35 from 1961 marked the beginning of the modernization of the fleet. The depot was no longer given new steam locomotives, but the stationing of new diesel locomotives began in 1965. When the Dresden depot was formed on January 1, 1967, the Hamburger Straße section was home to 70 diesel locomotives of the V 15 , V 60 and V 180 series . The latter was for a long time the show horse of the depot and hauled cross-country skiers to Schwerin, Seddin, Rostock and Binz, among others . These three series were joined by the V 100 series from 1968 and the V 200 series from 1970 . In addition to mainline services, the V 200 replaced the G 12, which had been used as tow locomotives in the neighboring marshalling yard in 1973. In passenger train service, the 119 series, which was stationed in Dresden from 1981 to 1992, replaced the V 180, which was still based in Dresden until 1982, which had no electric train heating and could therefore not be used in modern passenger trains.
The first electric locomotives stationed at the Dresden depot were eleven class 242 machines in push-pull service from January 1, 1976. In the course of the year, more locomotives of this class were added and at the end of the year one of the first prototype locomotives of the class 250 followed , the first in the following year Series locomotives followed. The first newly developed electric locomotive of the Deutsche Reichsbahn in the GDR, the class 211 , was also based in Dresden from 1977 to 1985 with a few examples. Locomotives of the new class 243 delivered to Dresden from 1984 onwards replaced the class 211 and were represented in Dresden with 40 to 50 units by 1991. With the stationing of the two-system locomotives of the 180 series from 1991 (the pre-series locomotive 230 001 was stationed as early as 1988), the number of locomotives fell to around 30. All four machines of the last newly developed electric locomotive of the Deutsche Reichsbahn, the class 156 , were put into service in 1991/1992 at the Dresden depot and also decommissioned there in 2003. The machines came to the Central German Railway .
swell
literature
- Rainer Heinrich: Dresdner Bahnbetriebswerke . EK-Verlag, Freiburg 1994 ( EK Topics 14).
- Kurt Kaiß, Matthias Hengst: Dresden's Railway. 1894-1994. Alba publication, Düsseldorf 1994, ISBN 3-87094-350-5 .
Individual evidence
- ↑ a b c d EK topics 14: Dresdner Bahnbetriebswerke , 1994, page 38ff.
- ↑ a b Schwarzer: Report on the destruction and reconstruction of the Dresden-Friedrichstadt depot. Annual review 1945 u. 1st half year 46 , Dresden, July 14, 1946. Reproduced in: EK Topics: Dresdner Bahnbetriebswerke, 1994.
- ↑ a b Kaiß / Hengst: Dresdens Eisenbahn , chapter The operating machine service in Dresden through the ages : Development from 1945 , page 189ff.
- ↑ EK Topics 14: Dresdner Bahnbetriebswerke , 1994, page 74.
Coordinates: 51 ° 3 ′ 33.4 " N , 13 ° 41 ′ 35.3" E