Uelzen depot

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The Uelzen depot (short form Bw Uelzen , abbreviation Ue ) was a depot of the German Federal Railroad  (DB) and its predecessor railways in Uelzen station ( see Hundertwasserbahnhof ).

The depot belonged to the Federal Railway Directorate Hanover ( see also Reichsbahndirektion Hanover ) and had its origin in 1848, when a locomotive shed was built on the east side of the station . The depot reached the height of its importance for rail traffic in the 1930s and 1940s. The end of operations can be dated back to 1984, when vehicle maintenance was taken over by the Hanover depot .

Steam locomotives were primarily stationed in Uelzen . In addition, among Akkumulatortriebwagen , railcars and small locomotives for inventory. In 1949, almost 850 people were employed in all of the stations and workshops. In 1980 the station had 520 employees.

Operating facilities

Track plan of the passenger station (Pbf) and Bahnbetriebswerkes (Bw) Uelzen:
1: Reception building
2: Locomotive shed West
3: Locomotive shed East
4: Water tower
5: Coal bunkers
6: Car workshop
7: Car repair workshop
8: Transfer platform
9: Bw administration
Status: November 5, 1941

Uelzen station is an island station with platforms on the west and east sides of the reception building . The Hanover – Hamburg line runs on the east side, and the Stendal – Uelzen – Langwedel line runs on the west ( see American line ). The forecourt and the access road are on the south side. The buildings and facilities of the depot were located beyond the tracks for passenger traffic on the west and east sides and north of the reception building in front of the merging of the tracks.

The depot had two roundhouse sheds, each with a turntable with a diameter of 23 meters. A locomotive shed with 22 stalls was located on the west side on the street corner Bahnhofstrasse-Auf dem Rahlande, the other, 19-stalls, on the east side on Ebstorfer Landstrasse. The systems necessary for the operation and maintenance of steam locomotives were available on both sides . The boiler feed water was stored in two water towers with a capacity of 300 m³ on the west and 240 m³ on the east shed. The water tanks of the locomotives were filled using water cranes , which were located between the locomotive sheds and the coal bunkers ( coal storage ). The fuel supplies of the locomotives were replenished by cranes on the coal bays. The depot had a hydraulic axle sink for the axle change.

There was a car workshop north of the reception building. The carriage shed was a rectangular four-tier shed with parallel tracks. The single-track car repair workshop behind it was connected via a transfer table . The tracks of the wagon workshop themselves were connected to the rail network of the station via switches.

The administration of the depot was housed in an office building on the east side. An overnight building for the staff was on the west side across the street from Bahnhofstrasse. The points and signals were controlled in up to seven signal boxes in the station. Own signal boxes were not operated.

history

In 1847 the Hanover – Hamburg line through Uelzen to Harburg , at that time still an independent city of the Kingdom of Hanover , was opened. The history of the Uelzen depot began in 1848 with the construction of a 50 m long rectangular locomotive shed with three stalls on the east side. After the completion of Hamburg's Elbe bridges in 1872 and the opening of the connection (Berlin) –Stendal – Uelzen – Langwedel– (Bremen) a year later, the station was a railway junction between two main lines . In 1873 a wagon workshop and two roundhouse sheds were built, eleven on the west side and 15 on the east side. This shed was expanded to its final size of 19 stalls just five years later. The expansion of the locomotive shed on the west side to its final size of 22 stalls can only be dated imprecisely with the period 1903-1939.

At the beginning of the 20th century, the depot was continuously expanded and modernized until the outbreak of the First World War . A water tower was built on the west side in 1903, the locomotive shed on the east side was equipped with a collective smoke vent with a 50 m high chimney in 1905 and in 1907 the wagon workshop was expanded and received a transfer platform. A hydraulic axle sink was built in 1909 and a de-icing system in 1914. The locomotive sheds were given turntables with a diameter of 16.26 m as early as 1911. There were other changes again in the 1930s when larger 23-meter turntables were installed. That happened in 1930 in front of the East and in 1939 in front of the West Shed.

The Bahnbetriebswerk belonged to the Hanover Machine Office until March 31, 1905 . From April 1, it was subordinate to the Stendal Machine Office and remained there until Germany was divided into zones of occupation after the Second World War . Stendal was in the Soviet and Uelzen in the British occupation zone . The depot was placed under a new Uelzen machine office on July 1, 1945. This was dissolved again on March 1, 1954 and the depot became an office of the Braunschweig machine office .

Towards the end of the Second World War, two air raids were carried out against Uelzen. On February 22, 1945, the city and the train station were largely destroyed or devastated by a heavy bomb attack . On April 7 or 8, 1945, the exact day is unclear, the water tower, the locomotive line, the outdoor facilities of the workshop and the locomotive shed were partially destroyed on the east side by an air raid.

As a result of the division of Germany , Uelzen lost its role as a traffic junction. The connection on the Uelzen – Dannenberg railway over the Elbe to Mecklenburg , opened in 1924, was interrupted, as was the connection via Stendal to Berlin and into the Leipzig , Chemnitz and Dresden area . As a result, rail traffic in the direction of Bremen had lost a lot of its importance. As a result, a smaller number of locomotives had to be kept available for rail operations in the Uelzen area. In addition, the traction was switched to electric and diesel locomotives , whose lower maintenance requirements require fewer depots. In the immediate vicinity, this mainly affected the Lüneburg railway depot , which sold all vehicles in 1960, Soltau , which was dissolved in the same year, and Celle , which was already a branch of the Braunschweig depot in 1964 and was subordinated to the Uelzen depot that year.

The small locomotive 333 184-0 was based in the Uelzen depot from 1976 to 1982 and was then stationed in Uelzen. At the time of recording, the locomotive was on the west side next to the last preserved water crane.

In Uelzen, the changes initially affected the eastern half, which had already been damaged during the war. In 1956 and 1957/58 parts of the locomotive shed and in 1965 the entire shed were demolished. In November 1967 the last remains were removed and the following year the turntable was sold to the Bundeswehr . The water tower on the west side was dismantled in 1969, the other systems were preserved and in operation. In December 1979 the wagon hall was demolished and the overnight rooms renovated.

On November 1st, 1982, the depot became a branch of the Hanover depot. The termination of the vehicle maintenance and relocation to Hanover took place on February 17, 1984. In August of the same year the branch was converted into a "train support technical base". The buildings and systems that were no longer needed were demolished in March 1985, except for the locomotive shed. A water crane remained until 1985, for which there has been no meaningful use since 1977 due to the steam locomotive ban.

The West Ringlokschuppen has been preserved from the Uelzen depot, which was converted into a residual stock market in August 1994 . Currently (2007) the building is used by the German Employee Academy . At the end of the 1980s, a park-and-ride facility and a supermarket were built on the site of the former eastern half of the depot .

Railway lines

Uelzen is or was connected to five railway lines:

vehicles

216 176-8 was parked at the locomotive shed on the west side of the station between two uses .

During the Reichsbahn and Bundesbahn era, passenger and freight locomotives with tenders and freight train tank locomotives were stationed in Uelzen. Accumulator railcars, rail buses and small locomotives were also part of the inventory. Half of the steam locomotive park consisted of freight trains and a quarter each of passenger and tank locomotives. The change of traction to electric and diesel drives made steam locomotives superfluous for passenger train traffic on the main line Hanover – Hamburg. The tank locomotives were replaced by shunting and small locomotives. The declining utilization of passenger trains on the branch lines led to the stationing of rail buses.

Uelzen belonged to the Kingdom of Hanover until the annexation by Prussia in 1866. This means that locomotives of the Hanover State Railroad were probably stationed in the early days .

The first individual stations are known from the beginning of the 20th century. In March 1909 two brand-new accumulator railcars of the Wittfeld type , designated as Hanover 17/18 and Hanover 19/20 ( Prussian A2 ), were stationed in Uelzen . In 1912, two further AT 453/454 and AT 455/456 ( Prussian A3 ) railcars were taken over from the Wittenberge depot . In 1919, the depot received express locomotives of the Prussian class  S 9 .

The two accumulator railcars taken over from Wittenberge fell to the Polish State Railways (PKP) as reparations in 1920 . Accumulator railcars were stationed in Uelzen for a total of 51 years. In the post-war period , the stationing of railcars of the ETA 180 series is known from 1947 to 1951 . These vehicles were withdrawn from Uelzen in 1950/51 and converted to ETA 177 . As a further series, three ETA 178 railcars were at home until 1960 . In February and March 1960, the use of accumulator railcars in Uelzen ended with the delivery of two vehicles of this series for the work train service to Oberlahnstein .

The first known vehicle inventory dates back to 1925. Express train locomotives of the 13.6–8 series  were recorded , which were retired without replacement in the following years, and the 38.10–40 series passenger locomotives  . As early as 1914, two brand-new locomotives (road numbers 2418 and 2419, later 38 1653 and 1654) of the former Royal Railway Directorate (KED) Altona were based in Uelzen as the Prussian P 8, although the depot was part of the Royal Railway Directorate in Hanover at the time. 38 1654 was still in the Uelzen inventory in 1925. KED Hannover itself stationed ten new machines between 1919 and 1922. The 38.10–40 series was based in Uelzen until the 1960s. The last two locomotives were handed over to the Bremen Hbf railway depot in 1966 .

At the time of the Reichsbahn, the goods train series 55.25–56 had a large share with a good 40 machines  . In addition, locomotives of the series 54.8-10 and 57.10-35 were listed. In the 1950s, the series 52 , 56.20-29 and 41 were stationed at times . From December 1969, the latter was briefly returned to Uelzen from the Bremen Rbf railway depot , the locomotives were returned, decommissioned or passed on to Hameln as early as 1970 . The series that were temporarily based in Uelzen during the Bundesbahn's era again included the 55.25–56 series, which came to Uelzen with eleven copies from October 12, 1960 from the dissolved Soltau depot. The standard series 50 was permanently at home in the post-war period  . The last locomotives of this series were parked in mid-1975.

Freight tank locomotives were always at home in Uelzen. In the 1920s and 30s, the 91.3-18 series  belonged to the inventory. The series 86 , 91.3-18 and series 94.5-17 , which replaced the aforementioned until 1960, are known from the Bundesbahn era .

In the 1950s, passenger train tank locomotives of the classes 64 and 74.4-13 were also temporarily stationed in the depot.

For the winter timetable in 1964, Uelzen Uerdinger VT 95 rail buses from the Celle depot were located. By 1966 the Uelzener Bahnbetriebswerk received all Braunschweig vehicles of the VT 95 series, so that at the turn of the year 1966/67 there were 26 rail buses and 30 sidecars. In October 1969 the vehicles of the same series from the Delmenhorst depot were added. At the beginning of the 1970s, the decommissioning or handover of rail buses began. The last vehicle was relocated to Trier on September 27, 1976 .

In 1964 a class 701 tower car came  to Uelzen, which remained in existence until the railway depot was closed.

In the 1980s, only small and shunting locomotives were stationed in Uelzen , some of which were already at home in other depots.

Vehicle use

The Hanover railcars stationed in March 1909 were used from Uelzen on the connections to Soltau , Salzwedel , Celle and Bevensen . Two other vehicles from Wittenberge, based in 1912, ran from the Salzwedel train station on the Salzwedel – Dannenberg railway line . From May 16, 1930 until the outbreak of the Second World War in September 1939, accumulator railcars ran once every working day to Verden (Aller) and back. The use on the Uelzen – Dannenberg route in suburban traffic to Stoetze is known from the pre-war period . In the post-war period until 1960 the accumulator railcars were used on the Hanover – Hamburg route to Celle and Lüneburg , on the American line to Soltau and Nienbergen and on the Mühlenbahn to Braunschweig .

The operational area of ​​the 38.10-40 series extended in 1928 on the Hanover – Hamburg line to the Hamburg-Altona station and to Lehrte . On the American line, the locomotives came to Bremen main station and on the Uelzen – Dannenberg line to Wittenberge station . At the time of the Federal Railroad in 1960, the American line between Bremen and Nienbergen, the Hanover – Hamburg route, the Hanover – Buchholz Heidebahn and the Wieren – Braunschweig mill railway were part of the range of operations. In the winter of 1965/66, the last two 38ers left in the preservation inventory carried a pair of trains from Soltau to Hamburg.

The standard series 50 was used in both freight and passenger traffic and served the routes of 38.10-40. In the 1950s and 60s, the class 50 was used alongside passenger train tank locomotives of the class 64 before short trains with two platform wagons that operated at times. Both series came via Dannenberg on the Salzwedel – Dannenberg railway to Lüchow . by 1975 all 50s were given to the Lehrte depot.

From 1964 on, after taking over the Celle depot, its rail bus services were taken over: Celle – Verden (Aller) , Celle – Braunschweig , Plockhorst – Peine , Celle – Gifhorn, Celle – Langenhagen, Uelzen – Dannenberg, Uelzen – Wieren, Uelzen – Celle and Uelzen - Taught. From October 1969, the connections between Rotenburg-Verden , Rotenburg-Walsrode and Bremen-Uelzen were followed by the circulations of the Delmenhorst depot in the Soltau area. By 1976 vehicles of the 798 series from the Braunschweig depot took over all the services of the Uelzen rail buses.

The 701 tower car was used for the electrification of the Hanover – Hamburg line and for the subsequent maintenance and repair of the overhead contact line . The area of ​​shunting and small locomotives was, in addition to the shunting service in Uelzen station, the handover service.

Vehicle inventory

October 31, 1925 : 87 vehicles; 84 steam locomotives from six series, three pairs of accumulator railcars
Type model series number Numbers
Express locomotive 13.6-8 5 13 672, 719, 751, 752, 754
Passenger locomotive 38.10-40 14th 38 1654, 1744, 2572, 2573, 2684, 2801, 2819, 2820, 2871, 2878, 3018, 3599, 3720, 3721
Freight locomotive 54.8-10 8th 54 836, 874, 887, 888, 918, 1047, 1049, 1081
Freight locomotive 55.25-56 43 55 2523, 2530, 2531, 2538, 2735, 2736, 2737, 2738, 2739, 2740, 2904, 2908, 2909, 2913, 3089, 3090, 3091, 3093, 3318, 3319, 3324, 3327, 3517, 3574, 3592 , 3746, 3749, 3756, 3764, 4012, 4478, 4479, 4480, 4791, 4795, 5177, 5328, 5417, 5418, 5477, 5478, 5481, 5488
Freight locomotive 57.10-35 6th 57 1802, 1831, 1832, 1894, 1897, 2596
Freight train tank locomotive 91.3-18 8th 91 1148, 1488, 1491, 1492, 1498, 1564, 1565, 1787
Accumulator railcar A 2 3 AT 223/224, 225/226, 231/232
March 11, 1930 : 74 steam locomotives from five series
Type model series number Numbers
Passenger locomotive 38.10-40 15th 38 1523, 1744, 1889, 2572, 2573, 2684, 2688, 2801, 2819, 2871, 2878, 3186, 3599, 3720, 3721
Freight locomotive 54.8-10 3 54 836, 887, 1049
Freight locomotive 55.25-56 40 55 2523, 2530, 2538, 2735, 2737, 2738, 2740, 2904, 2908, 2909, 2911, 2913, 3089, 3090, 3091, 3319, 3324, 3327, 3517, 3574, 3746, 3756, 3764, 3781, 4012 , 4027, 4193, 4287, 4478, 4480, 4596, 4791, 4795, 5177, 5328, 5417, 5418, 5477, 5478, 5488
Freight locomotive 57.10-35 6th 57 1802, 1832, 1894, 1897, 2046, 2066
Freight train tank locomotive 91.3-18 10 91 1020, 1148, 1319, 1488, 1491, 1492, 1498, 1564, 1601, 1787
June 2, 1957 : 47 vehicles; 42 steam locomotives from three series, three accumulator railcars, one diesel locomotive
Type model series number Numbers
Passenger locomotive 38.10-40 11 38 1737, 2297, 2360, 2581, 2756, 2909, 3125, 3186, 3218, 3729, 4032
Freight locomotive 50 27 50 036, 415, 477, 541, 585, 778, 780, 841, 947, 983, 1012, 1168, 1287, 1332, 1556, 1691, 1816, 1833, 1871, 1952, 2219, 2224, 2283, 2315, 2319 , 2320, 2768
Freight train tank locomotive 92.5-10 4th 92 602, 662, 727, 815
Accumulator railcar ETA 178 4th ETA 178 103, 104, 105, 110
Diesel locomotive V 20 1 V 20 008
April 19, 1973 : 82 vehicles; 31 steam locomotives from a series, 22 rail buses, 23 sidecars, 1 maintenance vehicle, five small locomotives
Type model series number Numbers
Freight locomotive 050 10 050 452, 550, 570, 776, 794, 815, 842, 868, 979
Z-Lok: 050 535
Freight locomotive 051 6th 051 446, 625, 654, 734, 761, 814
Freight locomotive 052 13 052 207, 319, 465, 501, 511, 513, 544, 548, 561, 791, 902
Z locomotives : 052 586, 719
Freight locomotive 053 2 053 013, 065
Rail bus 795 22nd 795 204, 278, 347, 348, 349, 350, 394, 395, 396, 397, 398, 491, 505, 506, 507, 508, 509, 600, 604, 605, 606, 607
sidecar 995 23 995 155, 156, 247, 248, 250, 265, 272, 275, 291, 401, 403, 404, 409, 441, 442, 444, 453, 500, 502, 503, 505, 506, 507
Tower car 701 1 701 078
Small locomotive 323 3 323 006, 147, 213
Small locomotive 324 1 324 003
Small locomotive 332 1 332 120

proof

history
Operating facilities
  • Deutsche Reichsbahn-Gesellschaft, Reichsbahndirektion Hannover (Ed.): Uelzen station . Drawing and track plan, November 5, 1941.
vehicles
Individual evidence
  1. ↑ a b Rocco Kadow: The Salzwedel railway depot . Ed .: Dirk Endisch. 1st edition. Verlag Dirk Endisch, Leonberg-Höfingen 2006, ISBN 3-936893-30-6 , p. 60 .
  2. ↑ a b c Working group railway in Uelzen in the Verein Historisches Uelzen e. V .: Timeline 1901-2000. (No longer available online.) March 6, 2006, archived from the original on June 16, 2009 ; Retrieved December 16, 2007 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. @1@ 2Template: Webachiv / IABot / www.eisenbahn-in-uelzen.privat.t-online.de
  3. ↑ a b c Bäzold, Rampp, Tietze: Technical developments. The series: accumulator railcars and power rail railcars . In: Electric railcars of German railways . 1st edition. tape 5.1.1 . Alba, Düsseldorf 1997, ISBN 3-87094-164-2 , p. 97, 98, 105, 131, 136 .
  4. ↑ a b c Hansjürgen Wenzel: The Prussian P 8. The class 38.10 . EK-Verlag, Freiburg 1994, ISBN 3-88255-140-2 , p. 137, 145-146, 148, 301-302 .
  5. ↑ a b Jürgen Krantz, Roland Meier: series VT 95 - VT 98. The rail coaches of the German Railways . 1st edition. Transexpress Verlag, Stuttgart 2002, ISBN 3-613-71173-7 , p. 98, 151 .
  6. ↑ a b Ulrich Bornmüller, Dr. Rolf Meyer (Red.): Railway time in Wendland: Contributions to the railway history of the Lüchow-Dannenberg district . 1st edition. Hartmut Geller, Museumsverein Wustrow eV, 1990, ISBN 3-925861-06-8 , p. 46-47 .

Coordinates: 52 ° 58 ′ 12 ″  N , 10 ° 33 ′ 12 ″  E

This version was added to the list of articles worth reading on December 22, 2007 .