Railway depot Hildesheim
The Hildesheim depot was a depot of the Deutsche Bundesbahn , which existed from 1846 to January 1, 1985.
Building history
With the construction of the railway line from Lehrte , in addition to the first Hildesheim station building on Kaiserstrasse, a locomotive shed was also built and inaugurated on July 10, 1846. At Hildesheim Ost station , the Hanover-Altenbekener Eisenbahn built two smaller locomotive sheds; these were necessary because the private railway company was not allowed to use the state main station until 1884 .
After the abandonment of the station at the Imperial Road and the construction of the main station at the current location in 1884 the passenger railway station originated north of the railway, west of the Senkingstraße the roundhouse I with 26 stalls, a water tower , an office building and several outbuildings. There was also a pumping station at the innermost part of the Pferdeanger. The costs for the locomotive shed amounted to 129,400 marks . Because the water was too hard - the inner water was 15–30 ° d - the pumping station was later given a softening system . In 1889 its own forge was built, and later a gas station each for fatty gas and for acetylene gas . A second water tower was built at the western end of the station. In 1894 the roundhouse II was built in the west of the site with initially three stalls. In 1900 this was expanded to include three more stands. Up until the beginning of the First World War , it was continuously expanded to last 20 stalls. Its eastern half-timbered gable wall was removed and relocated with each expansion. A memorandum dated January 4, 1900, the need for 36 booths for the night about to be housed locomotives firm, was available, but only 29 roundhouse I had at that time was built with a depth of 17.5 m and from 1903 to 1918 in steps to a depth expanded from 21 m; Locomotive shed II was 22.5 m deep from the start. There was a turntable in front of both engine sheds, originally 13.08 m in diameter. Plans to replace the turntables with larger ones began in 1900, initially with those with a diameter of 16.076 m in mind. In 1912 Lokschuppen II received one with a diameter of 20 m, in 1953 one with a diameter of 23.6 m. In contrast, the turntable in front of Locomotive Shed I was not replaced by one with a diameter of 20 m until 1938. Locomotive shed I initially had individual smoke extraction , it was only converted to collective smoke extraction in 1908 and got a 55 m high chimney . Locomotive shed II was equipped with collective smoke extraction from the start, and over time it only got a second chimney.
In 1909 a charging station for accumulator railcars was built, as well as an undercover hall for these, which apart from a piece of roof to protect the traction batteries was open at both ends. In 1911 a wagon repair shed was built at Locomotive Shed II with an area of 13.9 mx 50 m. For this purpose, the iron parts of the roof and the side walls of a demolished passenger station hall were reused. The costs amounted to 11,656.40 marks. In 1914, an axle recess was installed in the locomotive workshop that had been built in the meantime as an extension of stands 1 to 3 of the locomotive shed II . In the same year the upper cleaner got his own house. This was left to the armature column in World War II . Because of the water level taps installed there, it was henceforth called the "chicken shack". In 1917 the fat gas facility, which was no longer required, was demolished. Another Bude received on January 21, 1924 Ausschlacker , in this low-voltage distribution was lodged after the end of World War II.
On July 15, 1923, 24 residents of Steuerwalder Strasse complained about smoke nuisance, as did the local civil servants on July 30 . On September 28, threatened council because of a strike . The superior office, the machine office in Hameln, could not afford the costs of 31,200,000,000 marks for the necessary repair of the smoke evacuation ducts because of the inflation . First of all, these were therefore makeshift repaired with fire-retardant painted wood. Only after the end of the inflation could a renovation with hollow clay bricks be carried out for 2586 marks , thus reducing the fire risk considerably.
In February 1933 a contract was signed with the Harz waterworks , according to which the Bw was allowed to withdraw around 1200 m³ of water a day. Since the Harz water with 2.5 ° d was much softer than the inner water, the own pumping station was only used as a reserve from now on.
During the Second World War, apart from minor bottlenecks in the water supply caused by bombs, operations ran largely undisturbed. However, the bombing raid on March 22, 1945 destroyed almost half of the plant. All facilities to the west of Locomotive Shed I were destroyed and the rest badly damaged. By 1968, four stalls of Lokschuppen II including the axle bay were rebuilt, as were the parking and loading tracks for the accumulator railcars. In addition to the railway tracks the eastern water tower with a capacity of 275 was now repaired m³, engine shed I together with chimney, both turntables, the building of the locomotive office and the oil magazine with canteen and classroom. Stands 1 to 3 of engine shed I have been converted into a turning shop and a locksmith's shop . The wagon repair hall, most of the engine shed II and all of the outbuildings in its vicinity, as well as the pumping station, were not rebuilt. For this purpose, an upper cleaning house, a heating plant for the heating line network, which, in addition to the preheating system for passenger coaches and almost all Hildesheim railway stations, also supplied the station restaurant and some shops and apartments, a heavy oil storage tank with a capacity of 350,000 l, several underground tanks, a workshop building and a battery -Charging station newly built. The water tower on the west side and a coal crane were taken out of service by 1968 . Shed I was demolished in 1983.
Domestic locomotives
On December 20, 1909, accumulator railcars of the later series 177 and 178 were stationed in the Hildesheim depot . In the inter-war period, locomotives of the 38 , 44 , 55.7 , 55.25 , 56.20 and 91.3 series were mainly stationed at the Hildesheim depot . ETA 150 have been in use since the end of 1959 . At the time of its dissolution, electric locomotives of the series 110 , 112 , 141 , 150 , 151 and diesel multiple units of the series 614 , 624 and 634 as well as various control cars were to be found in Hildesheim , which were paused there.
Routes served and services driven
Even before the Second World War, class 56 locomotives were regularly driving through freight trains with 800 t from Hanover Hgbf to Halberstadt . BR 38 locomotives ran to Göttingen , Uelzen and Hamburg , among others , as well as special trade fair trains to Leipzig in double traction . In the first post-war period, “church tower trips” were mainly served in the surrounding area, and it wasn't until around 1960 that the tours became longer again in the course of the restoration of the rail network. From 1962, class 44 steam locomotives carried large-capacity trains weighing 2,000 t to Hamm . With the electrification of the north-south axis from May 30, 1965 and the east-west axis from 1968, as well as the increasing use of diesel locomotives , steam locomotive operations steadily decreased until 1968. The accumulator railcars last stationed in Hildesheim used the surrounding branch lines Hildesheim – Groß Düngen – Bodenburg (–Lamspringe and –Gronau), Derneburg – Seesen (temporarily direct connections to Walkenried) and branch lines in the Harz (including Innerstetalbahn).
staff
In 1968, 280 railway workers were employed in the Hildesheim depot. In April 1945, his then head, TRA Heitmann, was killed in the explosion of an ammunition train in Sarstedt .
Organizational position
The Hildesheim depot initially belonged to the machine inspection in Hanover and after a short time came to the machine office in Hameln. Since October 1945 it was subordinate to the Goslar machine office. With its dissolution it came back to the machine office in Hameln on December 31, 1953 and with its dissolution on December 31, 1965 to the machine office in Braunschweig. On January 1, 1985, the Hildesheim depot was dissolved and incorporated into the Braunschweig depot as a base .
swell
Unless otherwise stated, the article is based on a report from 1968 by the former head of the Hildesheim depot, TBA Korte, which was found when the locomotive management was closed in Hildesheim.
literature
- Michael Bahls: The Hanover-Altenbeken Railway . Kenning, Nordhorn 2006, ISBN 3-927587-77-X .
Individual evidence
- ↑ Lokbi Z i. R. Dieter Hagemann, Hildesheim
- ↑ http://www.akkutriebwagen.de/bw2.htm , accessed on January 18, 2008 at 2:09 am
Coordinates: 52 ° 9 ′ 33.1 ″ N , 9 ° 56 ′ 52.1 ″ E