Görlitz depot

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The overnight and administration building of the depot on Reichenbacher Strasse

The Bahnbetriebswerk Görlitz (Bw Görlitz) is a railway maintenance workshop in the southern part of Görlitz , which is now operated by the East German Maintenance Company (ODIG) . The ODIG is a subsidiary of the Ostdeutsche Eisenbahn Gesellschaft (ODEG) , which operates several routes in the Lusatian railway network. The ODIG maintains the ODEG railcars of the Lausitz network in the Görlitz plant.

The depot can look back on a long history. Prussian and Saxon passenger locomotives were already serviced and repaired here during the Länderbahn era. In the beginning, each Länderbahn maintained its own locomotive stands within the plant for its steam locomotives. After the First World War, the state railways were merged with the Deutsche Reichseisenbahnen and the Bw was now only used by a state railway. Even after Görlitz was connected to the electrical railway network, only steam locomotives remained at the depot. After the end of the Second World War , the Bw moved to a peripheral location within Germany and the GDR as a result of the border being drawn . From the mid-1960s, the first diesel locomotives also found their way into the Görlitzer Bw and over the years replaced the steam locomotives. After the fall of the Wall, Deutsche Bahn took over the Bw in 1994 and operated it for their vehicles until 2002. Private railway companies have been using the plant for the maintenance of their vehicles since the end of 2002 .

location

The depot is located in the western apron of the Görlitz station at the exit to Dresden and Berlin. The factory premises are bounded in the north by the railway line to Dresden and Reichenbacher Strasse and in the south by the Siemens steam turbine plant. One entrance each from Lutherstrasse and Reichenbacher Strasse leads to the factory premises. The approach from Lutherstraße branches off directly south of the Brautwiesentunnel and leads between the Siemens plant and the embankment up to the level of the track.

Track 114 - the northernmost leading track of the station - connects the depot to the DB Netz track network. The southern tracks of the depot branch off from track 114 via switches number 168 and 170 . At the western turnout 170 , the second, more northerly track V170 leads to the tank facilities. Between the switches 168 and 170 , the track V66 branches off via the switch 72 in the northeast direction, which in turn joins the track 10. All platform tracks are directly accessible via this connection.

and display information about the image
Track plan of the depot around 1980. The track systems of the depot are almost unchanged to this day. The guards interlocking W8 and the control booth R7 were demolished after the turn. The coal bans no longer exist either.

history

prehistory

View from Sattigplatz on the Prussian engine shed (around 1910)
View from Sattigplatz to the Jakobstunnel and the BGE engine shed with the tall chimneys (around 1910)

With the expansion of the station in 1867, three railway workshops were created on the site of the Görlitz station. The term Bahnbetriebswerk did not come into being until the Reichsbahn era. It was not used at the time. In Prussia at that time people still spoke of a locomotive station , locomotive shed or workshop and in Saxony of boiler houses . The Berlin-Görlitzer-Eisenbahn (BGE) owned its locomotive shed at the corner of Bahnhofstrasse and Jakobstrasse and the Prussian State Railways at the junction with Konsulstrasse. The Royal Saxon State Railways built their boiler house roughly at the current location of the railway depot.

At the turn of the century, due to the growing traffic, a separation of goods and passenger traffic became necessary. For freight traffic, the Schlauroth freight station and the Schlauroth depot for freight locomotives were built west of the city . The facilities for freight traffic went into operation until November 1909. The Prussian and Saxon state railways also agreed to build a joint depot for passenger locomotives. However, the locations of the Prussian and the former BGE locomotive shed were no longer an option for a new building, as the adjacent area now had dense residential developments. It was decided on the location of the Saxon heating house. The Prussian State Railways also acquired the property at Rauschwalder Strasse 3387 for 34,500 marks from the Schubert & Co. forwarding company for the construction of the depot.

Construction and operation until the end of World War II

Then the gradual reconstruction of the site began. The Saxon boiler house remained in place for the time being, as two tracks (tracks 37 and 38) already led past it into the new part of the depot. It was only demolished in 1912. In the following year, demolition work began on the BGE locomotive shed, which disappeared completely by 1915.

View from the inner courtyard to the overnight and administration building

In 1911 the designs for the joint depot of the Prussian and Saxon state railways were approved. In the new plant, however, the areas of the two regional railways were still separate. The Prussian state railroad owned the southern part and the Saxon state railroad over the northern part. Both railway companies had their own magazine , a workshop, a Kohlebansen , a loading platform, a water crane and a clear pit. There was a tower crane on each of the loading platforms of both coal bans, which lifted the tipping coal ears into the tenders . The Saxon facilities were on the Dresden line between tracks 38 and 39 and the Prussian ones between tracks 40 and 41. Both state railways also have their own bedrooms and lounges in the overnight and administration building on Rauschwalder Straße. In the basement of the building on the street side there were eight bath and four shower rooms as well as a lounge. On the opposite side were the boiler room, a kitchen, an inventory room and a reserve cellar. There was a large classroom on the ground floor and the locomotive management was later set up next to it. On the courtyard side, on the other hand, were the offices for supervisors, foremen, clerks and cleaning staff. The overnight rooms for the engine driver and stoker were separated on the upper floor . The Saxon staff slept on the street side and the Prussian staff on the courtyard side. A drying and washing room was also located on the upper floor.

A turntable with a diameter of 20 meters was created at the track access to the depot from the direction of the Görlitz train station . Both Länderbahn shared the turntable as well as the transfer table in the 20-person workshop and shared the maintenance costs for the depot. The smoke gases from the locomotives from all stands within the workshop were discharged centrally via a chimney south of the locomotive shed. The Görlitzer Maschinenbauanstalt und Eisengießerei (today: Siemens steam turbine plant) on Lutherstrasse also received a siding before the First World War . The handover trips to the factory site took place via a hairpin . In 1916, the workshop building was expanded to the north by adding a compressor building. During the era of the Reichsbahn , the boiler house was built next to the compressor extension in 1920 and a lamp and transformer room was set up in the previous Saxon forge. In 1936 the depot in front of the workshop building was given a 23-meter-wide transfer platform in addition to the turntable . At that time it was erected at some distance from the building, as plans provided for the workshop to be expanded by another 16 stands. However, this never happened, so that later the transfer table was attached directly to the building.

In the course of the electrification of the Görlitz – Lauban railway and on to the marshalling yard in Schlauroth, tracks 36 and 37 received an overhead line up to the entrance to the locomotive shed. The electric locomotives were not based in the Görlitz depot, but in the Schlauroth depot . Only reversible and reserve locomotives from Hirschberg and Lauban were guests at the Görlitz depot .

From 1930 until the end of the war, the depot was the location of an aid train that stood on the outermost track at the WUMAG mechanical engineering department. In 1932, the first class 03 steam locomotives came from Breslau to Görlitz for the first time . However, they could not be rotated on the 20-meter turntable as they measured almost 24 meters. On weekdays the locomotives drove to the Schlauroth depot to turn. During the Sundays and public holidays, however, neither the signal boxes in Schlauroth nor the signal box at the Svt junction on the Berlin route were manned. In the beginning, a triangular trip from Görlitz station via the freight railway to Schlauroth, backwards on the Berlin route and then further forward back to Görlitz station was not possible. The locomotives initially drove as a locomotive train (Lz) to Kohlfurt to turn there. After a few weeks, this time-consuming process was abandoned and all the points on one track on the freight railway were set as required for a trip to the hub of the Schlaurother depot. The turntable was operated by a guard at set times. In 1936, the Görlitz depot was home to the first class 03 locomotive and a 23-meter turntable was installed for it. The center of rotation was shifted 1.5 meters to the west.

The Second World War largely spared the city and the depot. A dud hit the depot and tore a hole in the roof and the wall of the engine shed. The staff was not harmed, however, as the plant had its own air raid shelter in the Berg zu Roschers Maschinenfabrik.

New beginning after the war until the fall of the Wall

On the morning of May 8, 1945, the entire Görlitz railway junction was completely isolated, as the Neißeviadukt and all railway bridges in the south and west had been blown up by the Wehrmacht the previous evening . The Berlin route was so badly damaged during fighting against the advancing Red Army near Kodersdorf that it was no longer passable. Therefore, the majority of the remaining railroad workers were initially only used by the Soviet military administration for clean-up and reconstruction work. At the same time, the Sagan depot was looking for locomotive personnel for the trains with which the Soviet administration wanted to transport reparations to the east. Up until 1954, Görlitz personnel also transported the reparations trains, often referred to as raids, to the Polish-Soviet border near Brest .

View of the engine management and the social building of the depot

After the war, all of the formerly active and leading National Socialists were dismissed from service. In the 1950s, numerous new buildings were built, such as B. the new locomotive line with changing rooms (1953) on the property line to the mechanical engineering on Lutherstrasse. In 1954 the workshop with a cultural room followed, and three years later the new kitchen and canteen moved into their premises next door. In 1961, as part of the national construction work (NAW) , the railway workers created the first road connection to the depot with a pickaxe and shovel.They built the road from the Brautwiesen underpass on Lutherstraße past the mechanical engineering plant to the depot.Until then, there was only stair access from the Rauschwalder Street to the administration and overnight building. The road connection to Rauschwalder Strasse was not established until 1966. The rocky subsoil on the side of the road and towards the Roscher company site was removed using excavators and caterpillar tractors and then leveled. A porter's house was also built on the new driveway.

In 1958, a new high-rise coal bunker was built between tracks 41 and 42, from whose two bunker silos the coal fell into the tenders on two sides. While the tenders were being filled, the loaded coal could be weighed at the same time. On April 19, 1967, the chimney in the south of the locomotive shed on track 43 - the so-called chimney track - was blown up. Ten years later, a new chimney was built between tracks 40 and 41, which was supposed to belong to a new central heating plant, which was never built. This chimney was also blown up later. At the location of the old chimney by the engine shed, the multi-storey social building with changing rooms and washrooms was built.

A tank system was built in 1968 for the V 15 and V 60 diesel locomotives . Before that, the diesel locomotives refueled at a normal gas pump . A sanding system was built on track 38 in 1970 . It became necessary because several sandboxes had to be filled at bogie height on each locomotive. Numerous facilities for employees were also installed in the halls. The oil cellar was given a freight elevator, the turning shop was expanded and a 5-ton Demag crane from Germany was installed in the workshop . This helped with the dismantling and assembly of heavy attachments. The welding shop received an extraction system as well as a flooding device with which weld seams could be examined for possible inclusions and cracks.

For the class 132 diesel-electric locomotives, which have been based in Görlitz since 1983, a rheostat system was built in the south of the machine building. The electric traction motors of the locomotive could be connected to this system, which resembles a large adjustable resistor, and subjected to a performance test. The performance test had to be carried out at each deadline. The complete diesel aggregates could be lifted out of the locomotive body with the help of an 8-ton gantry crane . He spanned the tracks 38 to 40. For smaller lifting work there was on the tracks 38 and 39 a two-ton gantry crane .

After the turn

View over the southern track system to the plant with the diesel fuel tanks of DB Energie (right)

The outside sliding platform was replaced by a new system of the same length in September 1991. In November 1992, the high-rise coal bunker on the Bw site was dismantled, as there were no longer any steam locomotives to preheat the passenger trains.

According to plans from the early 1990s, the Görlitzer Bw was to remain one of three remaining depots in the Dresden Reichsbahndirektion . From 1 January 1994 the nunmehrigen shelter depot Görlitz the work site Zittau , the former Bw Zittau .

In December 2002, the Lausitzbahn took over local rail passenger transport on the Cottbus - Görlitz - Zittau route following a successful tender from Deutsche Bahn. In the same year, the Görlitz depot was given up by Deutsche Bahn. The depot was used by the Lausitzbahn for its railcars until 2008, when they had to hand over the operation of the line to the ODEG.

Deutsche Bahn sold the depot and the associated 37,000 square meter site on December 15, 2008 to the East German Maintenance Company (ODIG). The ODIG is a wholly owned subsidiary of the Ostdeutsche Eisenbahn (ODEG) . ODEG has had its railcars serviced here since December 2008. Six employees work at the location. The DB Energie operates on the premises nor a diesel tank system for their and non-business locomotives.

Vehicle inventory

Regional railways

The express train locomotive 17 1135 (Prussian class S 10 1 ) was once based in Görlitz.

From the era when the Prussian and Saxon state railways managed the depot, there are only a few documents that prove the home of certain locomotives. The Saxon IIIb and VIII V 2 were probably in the boiler house for the Saxon State Railways . Some photo documents show the Prussian P 3 , P 3.1 , P 4 , P 4.2 and S 3 in front of trains in Görlitz; However, it is not known whether these locomotives were located in the Bw. Only the home of a Prussian S 6 (S 6 No. 622, later 13 1085) in Görlitz is certain . The Prussian State Railways also had class S 10 1 locomotives for high-quality passenger train service. These locomotives, later carried under the series designation 17, formed the backbone of the Görlitzer Bw for a long time.

Deutsche Reichsbahn (until 1945)

The 17 series remained with the Bw during the times of the Reichsbahn. In 1936 ten locomotives of this series were in the inventory of the depot. In the same year, the former Breslauer 03 025 came to Görlitz. Shortly before the end of the war, the depot was also the home station for four steam locomotives of the 03.10 - 03 1046, 1048, 1051 and 1052 series. However, the original streamlining of the locomotives was removed for better access to the engine.

The majority of the passenger train service was shouldered by the class 38 (formerly Prussian P 8 ). A total of 40 locomotives of this series were stationed in Görlitz until 1945. During the war years, locomotives of the class 41 were mainly used in express and express train service . Nine machines of this series were available for these services in the depot. On the railway lines from Görlitz to Seidenberg and Zittau, the series 64 and 86 from the Görlitzer Bw could be found.

Numerous class 74 and 91 locomotives were available for shunting at Görlitz station .

Deutsche Reichsbahn (from 1945)

After the Second World War, numerous machines that had remained in Görlitz were confiscated by the Soviet Military Administration Germany (SMAD). Many of the seized locomotives came from areas occupied by the Wehrmacht during the war. The locomotives from the Polish and Czech state railways were returned to the relevant railway administrations from 1946 onwards. Locomotives that had come into the hands of the Reichsbahn from western countries until 1945 remained largely in the Soviet-occupied zone. After the war, the locomotives of the Belgian and French state railways also belonged to the fleet of the Görlitzer Bw.With the incorporation of the once independent Görlitzer Kreisbahn into the Reichsbahn , the Bw also took over four steam locomotives of the 89 series and a combustion engine ( VT 135 500 ) from the Kreisbahn in 1948 . Four years later, the five traction vehicles of the former circular track were completely withdrawn from Görlitz.

For a long time after the war, the shunting service was carried out by the class 91 locomotives from the pre-war fleet. They were supported by three tank locomotives of the class 75 and four of the class 92 , which were also used for transfer traffic to Reichenbach, Schlauroth and Weinhübel. In 1966, most of the steam locomotives in shunting service were replaced by the class V 60 diesel locomotives . Only two 92s were kept in reserve.

In the 1950s and well into the 1960s, the Prussian P 8 (series 38) and the Prussian P 10 (series 39) dominated the scene in front of the passenger trains. Some class 39 locomotives were converted to class 22 between 1958 and 1962 in the Meiningen Reichsbahna usbesserungswerk and were then used again in Görlitz for express and express trains. The 22 series was replaced by the 03 series as early as 1968. In the 1970s, the class 03 express locomotives were an important mainstay until the end of their regular service in September 1978. The last machines of this series that were still operational afterwards performed their last traction in May 1979.

From 1950, the Görlitz depot also received numerous class 50 locomotives from the Schlauroth depot . In 1955 this series reached its peak with 20 units. After that, the stock was dismantled or replaced by the 52 series from 1959 .

First six-axle large diesel locomotive of the Bw: 118 683-2 (formerly V 180 283)

The change in traction from steam-powered machines to combustion engines began in 1965 with the introduction of the V 15 series in shunting services. However, they turned out to be too weak for the heavy passenger trains. They were ultimately used, among other things, for handover trips to Reichenbach or Weinhübel as well as in the shunting and shunting service within the Bw. The latter task was later transferred to the EL 16 battery-powered tow vehicles . The first six-axle large diesel locomotive for the depot was procured on December 22, 1967. It was the V 180 283 . It was followed by three more copies in 1968, as well as the four-axle V 180 117. The four-axle diesel locomotive was, however, reserved for the development and testing center for the automatic central buffer coupling (EMK) in Schlauroth and was not used in regular service. It was equipped with an automatic central buffer coupling on one side. Another year later, the V 100 041 was the first diesel locomotive of the medium performance class to arrive in Görlitz. The V 100 replaced the 92 series on the former circular track.

From 1975, the Bw also had its first diesel-electric locomotive from the Soviet Union with the 132 154 . These locomotives and their sister series, along with locomotives based on the V 100, shaped the picture until well after the fall of the Wall.

Deutsche Bahn, Lausitzbahn and ODEG

Two Desiro multiple units in the factory

As already mentioned, the 232 series (once 132) shaped the image of the depot. Class 219 locomotives were also often guests in Görlitz. However, they were based in Zittau. The Görlitz depot took over the maintenance of the locomotives. Until the regionalization in 1997, the narrow-gauge locomotives of the Zittau narrow-gauge railway were also part of the Görlitz business park. At the end of May 1999, all of the 232 class diesel locomotives belonging to DB Cargo were withdrawn from Görlitz and moved to Dresden. In return, all diesel locomotives of the 234 series of the Reichenbach (Vogtl) depot, which is about to be closed, were housed in the Görlitz depot .

The Lausitzbahn operated the train connection between Cottbus and Zittau and the compressor service between Bischofswerda and Görlitz until the end of 2008. It had a total of 13 Siemens Desiro railcars stationed in Görlitz.

The ODEG has six Siemens Desiro railcars and five Stadler Regio-Shuttle RS1 railcars for their Lausitz network in Görlitz.

administration

Since 1901 the Royal Machine Inspectorate in Görlitz , based at Krölstraße 45, was responsible for locomotive matters. In addition to the Görlitzer Bw, it was also responsible for the Schlaurother Bw and for Seidenberg . In 1936 the Hirschberg machine office took over the administration. The Hirschberg machinery office was under the authority of the Wroclaw Railway Directorate . After the Second World War, the Reichsbahndirektion Breslau and the Maschinenamt Hirschberg were dissolved and after the war the Görlitzer Bw, along with the Görlitzer Bahnhof and the confluent lines, were added to the Reichsbahndirektion Dresden . From now on the depot was subordinate to the machine office of Bautzen. With a restructuring on January 1, 1955, most of Upper Lusatia came to the Cottbus administrative district ; he remained there until the management was dissolved in October 1990. By January 1, 1994, the plant again belonged to the Dresden Railway Directorate.

With the merger of the two German state railways to form Deutsche Bahn on January 1, 1994, the Bw was subordinate to the local transport division of Deutsche Bahn. After the rail reform , the Görlitz depot belonged to the DB Regio .

Since the sale of the depot in December 2008 to the Ostdeutsche maintenance company (ODIG), the depot has also been managed by this company.

Driving axis monument

The landmark of the Bw was a driving axle of the express train locomotive 03 100 . It was set up on Reichenbacher Strasse in front of the administration building with a board. The board read: “Driving axle of the express train locomotive 03 100, built in 1933. Maximum speed 130 km / h. Wheel diameter 2000 mm. Mileage 2518739 km. Decommissioned 1975. Manufacturer Borsig Lokwerke Bln. Tegel ". The express train locomotive was decommissioned on February 1, 1977 (new EDP number: 03 2100-0) in the Görlitz depot. The machine was scrapped at the Meiningen repair shop. In a tender of a repaired steam locomotive, only the drive axle returned to Görlitz and was set up at the place mentioned. Today the driving axis no longer exists in front of the depot. In 2006 the Federal Railway Authority had it moved to Bonn, and it is now in front of the building.

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 .

Web links

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

Individual evidence

  1. ^ Deutschebahn.com: Tracks in service facilities - Görlitz station . (PDF; 195 kB) Retrieved November 20, 2012 .
  2. ↑ a b c d e f Wilfried Rettig: Görlitz railway junction . 1994, p. 152 .
  3. ↑ a b c d e Wilfried Rettig: Görlitz railway junction . 1994, p. 155 .
  4. ^ Wilfried Rettig: Görlitz railway junction . 1994, p. 234 .
  5. ^ Wilfried Rettig: Görlitz railway junction . 1994, p. 89 .
  6. ^ Wilfried Rettig: Görlitz railway junction . 1994, p. 155 f .
  7. ^ Wilfried Rettig: Görlitz railway junction . 1994, p. 156 .
  8. ↑ a b c d Wilfried Rettig: Görlitz railway junction . 1994, p. 162 .
  9. ^ A b Wilfried Rettig: Railways in the three-country corner. Part 2 . 2011, p. 148 .
  10. ↑ a b odeg.info: ODIG workshop in Görlitz . Archived from the original on May 15, 2012 ; Retrieved November 17, 2012 .
  11. ↑ dbenergie.de: petrol station overview and product range of DB Energie GmbH . (PDF; 162 kB) (No longer available online.) Archived from the original on March 28, 2015 ; Retrieved November 18, 2012 .
  12. ^ Wilfried Rettig: Görlitz railway junction . 1994, p. 158 f .
  13. ↑ a b c Wilfried Rettig: Görlitz railway junction . 1994, p. 159 .
  14. ^ A b Wilfried Rettig: Görlitz railway junction . 1994, p. 159 f .
  15. ↑ a b c Wilfried Rettig: Görlitz railway junction . 1994, p. 160 .
  16. ^ Andreas Braun: DB vehicles: locomotives and railcars of the Deutsche Bahn . 1st edition. GeraMond Verlag, Munich 1997, ISBN 3-932785-10-X , p. 75 .
  17. ↑ janroembach.de: Siemens VT 642 ( "Desiro") . Retrieved November 17, 2012 .
  18. ↑ stadtwiki-goerlitz.de: Treibachse Schnellzuglokomotive.jpg . Retrieved December 5, 2011 .
  19. ↑ albert-gieseler.de: Steam locomotive 03 100 . Retrieved December 5, 2011 .
  20. ↑ Erich Feuerriegel: Görlitzer technical monument is now in Bonn . In: Saxon newspaper . March 26, 2008 ( sz-online.de [accessed February 5, 2012]).

Coordinates: 51 ° 9 ′ 0 ″  N , 14 ° 57 ′ 46.3 ″  E