Anklam station

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Anklam
Listed reception building (2017)
Data
Location in the network Intermediate station
connecting station (1895–1969)
Design Through station
Platform tracks 2
abbreviation WAK
IBNR 8011044
Price range 5
opening March 16, 1863
Profile on Bahnhof.de Anklam
Architectural data
Architectural style Neoclassicism
architect Theodor August Stein
location
City / municipality Anklam
country Mecklenburg-Western Pomerania
Country Germany
Coordinates 53 ° 51 '22 "  N , 13 ° 42' 6"  E Coordinates: 53 ° 51 '22 "  N , 13 ° 42' 6"  E
Height ( SO ) 3  m above sea level HN
Railway lines

Standard gauge

Narrow gauge (600 mm)

Railway stations in Mecklenburg-Western Pomerania
i16

The Anklam train station (until April 1902: Anclam ) is a train station in the town of Anklam in the Vorpommern-Greifswald district in the state of Mecklenburg-Western Pomerania . It went into operation on March 16, 1863 with the opening of the first section of the Angermünde-Stralsund Railway .

From the mid-1890s onwards, there were also several narrow-gauge railroads from separate small stations: the Mecklenburg-Pomerania narrow-gauge railway with two branches and the Anklam-Lassaner small railway . There were sidings to the sugar factory and the Peene port for freight traffic . In the 1930s, a connection to the Arado aircraft factory was added.

After the Second World War , the narrow-gauge railways to Lassan and Leopoldshagen were dismantled in 1945 as a reparation payment, the line to Friedland was operated by the Deutsche Reichsbahn until 1969. By expanding the sidings, the station reached its greatest extent around 1980. In 2005, the track system was extensively rebuilt and the Anklam ESTW sub-center set up in the station .

The station was always the stop for most of the express trains on the route. The station is still served by the few remaining Intercity trains and a pair of Intercity Express trains.

location

Anklam train station is located at route kilometer 175.3 of VzG route 6081 ( Berlin-Gesundbrunnen - Angermünde - Stralsund Hbf ). The line is classified as a double-track main line . The reception building is about 800 meters east of the market square. The bascule bridge over the Peene is located in the direction of Stralsund in the station area about 750 meters from the reception building, it is about 750 meters northeast of the city center. The neighboring operating points are the Ducherow train station around twelve kilometers away and the Klein Bünzow stop , which is around ten kilometers further north.

history

Private railway time

In the middle of the 1850s, the plans for a Western Pomerania railway matured, which would connect the port cities of Stralsund , Greifswald and Anklam to the main line of the Berlin-Stettiner Eisenbahn-Gesellschaft (BStE). The construction of this railway was decided in 1861 and started immediately. Since there were delays in the construction of the Peenequerung , Anklam became the end of the route for a few months. On March 16, 1863, the section from Angermünde via Prenzlau and Pasewalk to Anklam went into operation. The Anklamer station received a functional reception building ; Toilet facilities , wagon, locomotive and goods sheds , a turntable and a water station with a water crane and water tower completed the system.

The Peene Bridge was passable from August 12, 1863. The structure comprised a swing bridge based on the Schwedler system and then a truss arch bridge . The swing bridge was designed in such a way that only one end bearing was lowered when it opened and the moving part tilted slightly. The focus was therefore on the pivot point and not on the taxiway, which made turning the bridge much easier. The moving part was 19.47 meters long, the truss arch bridge was 31 meters long. The bridge was covered by cover signals and there were also dependencies on the main signals behind . On August 13th, the first BStE special train traveled to Greifswald. The official course opening took place on 26 October 1863 in the presence of King William I take.

Land railroad time

On February 1, 1880, the Berlin-Stettiner Eisenbahn-Gesellschaft became part of the Royal Railway Direction (KED) of the Berlin-Stettiner Eisenbahn as a result of nationalization. Just one year later, this was dissolved and the station was subordinated to KED Berlin , Berlin-Stralsund operations office. From April 1, 1895, the newly founded KED Stettin was responsible. The Anklam station was classified as a second class station during the time of the state railway. The station master was responsible for ticket issuing, goods handling , signal boxes, the station cash desk and, until 1945, the locomotive station. The track systems, like the barrier posts, were initially subordinate to their own railway maintenance office .

The Mecklenburg-Pomerania Narrow Gauge Railway (MPSB) opened the Anklam - Dennin line on April 19, 1895 , followed by the Anklam - Bugewitz - Leopoldshagen line on August 28, 1896 . The Anklam - Lassan line of the Anklam-Lassaner Kleinbahn (ALKB) went into operation on April 21, 1896. The railways with a track width of 600 mm had their own small stations and were connected to one another via a track. The narrow-gauge railways and the state railroad were also connected to the second sugar factory built in 1896.

Entrance building, around 1910

In 1899 the first major renovation of the state train station took place. The station building was rebuilt and the water tower to the south of the building was demolished. A new replacement building was built at the level of the locomotive station on the north head. Further modifications took place with the double-track expansion of the line from 1907 to 1910, during which the Peene Bridge was also renewed. The truss bridges received new superstructures with a length of 33 meters. The swing bridge was replaced by two parallel, 14.70 meter long roller bascule bridges with a weight below, based on a patent from William Donald Scherzer . The second track went into operation on January 31, 1907. The station building received an extension for the station management , and a fourth class waiting room was built on the forecourt. The safety equipment was modernized. A pedestrian bridge was built at the level of the Bluthsluster Straße level crossing. In 1912 the standard gauge siding to the port went into operation.

Interwar period

Freight traffic increased significantly with the expansion of the aviation industry in Anklam. On July 10, 1936, the connecting line to the newly built Anklamer Airport was removed. On July 1, 1937, the Reichsbahn and Arado Flugzeugwerke signed a contract to build a siding to the plant north of the sugar factory. While the airport railway had its own small locomotives , their use by the Arado Works is controversial, as they were supposed to be operated by the Reichsbahn. The Peene Bridge was replaced again in 1937/38, as the bridge girders no longer met the requirements despite being reinforced in 1925. The principle of the roller bascule bridge was retained, but the counterweights of the new bridge were arranged above the roadway.

Second World War and the GDR period

From 1940, the Reichsbahn negotiated with the city of Anklam to acquire more space to expand the station; talks were discontinued in 1944.

During the Second World War , the Anklamer Bahnhof suffered severe damage from several air raids , particularly on October 9, 1943, April 4, 1944 and in spring 1945. The Peene Bridge suffered greater damage; the prepared demolition was not carried out. The fixed superstructures of the eastern bridge had crashed. The rather moderate damage to the superstructure was repaired from May 20, 1945 by a rescue train from the Pasewalk depot in two day and night operations. The train service could start again from June 1945. The second track had to be dismantled as a reparation payment to the Soviet Union , as well as the small railway lines to Lassan and Leopoldshagen. The Anklam railway maintenance office was dissolved during this time and was subordinated to the Greifswald railway maintenance office as the main line maintenance district. With the occupation of Szczecin by Poland, the Reichsbahn initially relocated the headquarters to Pasewalk and, as a result of the destruction there, moved on to Greifswald . The Reichsbahndirektion Greifswald started work on October 10, 1945. Since 1949, the Anklam office next to the train station also included the railway facilities along the route between kilometers 169 and 183. In 1963 the workforce consisted of 180 railway workers, in 1972 the number fell to 70, and by 1987 it rose again to 118 employees. The agency also trains around nine to ten trainees each year.

In 1969, the Reichsbahn , which had been responsible for the small railways since 1950, ceased operations on the remaining narrow-gauge line to Friedland. From December 18, 1976, the main railway line, with the exception of the Peene Bridge, was again open to two tracks. A solid wall girder bridge was installed for the eastern bridge in 1980 , which enabled two-track construction on the bridge to be restored. The following year the western bridge also received a solid girder bridge.

On August 20, 1988, the section between Anklam and Ducherow was opened to electric traffic. By September 23, 1988, the section between Züssow and Anklam was also electrified. The catenary over the Peene bridge was given a special construction with rigid busbars . These could be swiveled up by 70 degrees using hydraulically operated swivel arms so as not to obstruct the folding superstructure when opening. The Deutsche Reichsbahn built a decentralized converter plant in Anklam for the power supply . This served as a feed point from the state network . Since 2003, traction power has been obtained directly from the Prenzlau and Stralsund transformer stations via autotransformer stations. The decentralized substation could thus be abandoned. The phase separation point between the two suppliers is on the Peene bascule bridge.

The time of reunification and the recent past

After the reunification , the Greifswald division was absorbed into the Reichsbahndirektion Schwerin on September 30, 1990 , which in turn was dissolved with the rail reform on January 1, 1994. Since then, the individual positions have been subordinate to the Deutsche Bahn subsidiaries . The Anklam station was dissolved in 1993.

In 2002, there was a fatal personal accident when a train hit a passenger who had disembarked on the intermediate platform at platform 2 instead of on the house platform . As a direct consequence, the platform was closed to passenger traffic. Therefore, passenger trains had to stop at the house platform in the direction of Stralsund. In May of the same year, Deutsche Bahn's board of directors decided to replace the mechanical and electromechanical signal boxes with an electronic signal box (ESTW). In this context, the track and travel facilities were renewed. The intermediate platform was removed and replaced by a wider outer platform. The ESTW went into operation between March 14th and 17th, 2005, on April 24th, 2005 all renovation work was completed.

A local newspaper wrote the following about the renovation:

“ Beauty culture for the train station
The train station in Anklam (Ostvorpommern) has been modernized for almost two million euros. This gave the 140-year-old traffic station a real beauty treatment […] The platforms were rebuilt, the old furniture replaced. The train station and the city jointly renovated the station forecourt [...] "

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From 2011 to 2013, Deutsche Bahn had the Peene Bridge replaced with a new building. The two bridges are raised and lowered by mechanical forces alone. The listed roll-up flap superstructure from 1937 was moved a few meters to the south for the replacement building.

  • opened Peene Bridge (2017)

  • opened Peene Bridge (2017)

  • Peene Bridge, roadway (2017)

  • closed Peene Bridge (2017)

  • Roll-top superstructure type Scherzer from 1937 (2017)

  • Regional Express on the Peene Bridge (2017)

Investments

Reception building

The Anklam station building is a two-story brick building and is said to have been completed in 1861, two years before the route opened. The architect was Theodor August Stein , who was primarily responsible for the construction of the station buildings on the route. It resembles several other reception buildings along the route, especially the one in Prenzlau that was destroyed in World War II . The window design is typical of the simple, functional train station buildings by Theodor August Stein: on the ground floor the windows are arched, on the upper floor they are rectangular. The building is an elongated, uniform structure with 13 axes, the access is in the middle of the building. It is a listed building .

The building was rebuilt in 1899 and expanded again eleven years later to provide more space for the station management .

In the reception building the office of were stationmaster , the ticket office , the station supervisor , luggage and Expressgutabfertigung, the station Checkout and sanitation housed for travelers. Lockers had been set up in the reception hall since 1982 . The apartments of the station master, the railway foreman and the station manager were on the upper floor. The railway maintenance depot used the rooms on the upper floor until it was closed after the Second World War . There was a train station restaurant on the ground floor, which was closed after 1990 due to the low number of guests. The counter for express goods and luggage closed in 1994. Deutsche Bahn operated a travel center for ticket sales until 2004 , after which a private agency took over the distribution.

In April 2013, DB Station & Service auctioned the building for 27,000 euros. The Federal Institute for Building, Urban and Spatial Research, as the new owner, set up a self-administered youth center which is intended to allow young people to participate in urban development processes. The project called “Democracy Railway Station” started work in the summer of 2014.

  • Reception building, track side (2017)

  • Reception building, street side (2017)

Platforms and tracks

The station reached its greatest spatial expansion around 1980. The total length of all track systems in the station was around eleven kilometers. The track designation followed the principle introduced with the automatic route block, that ascending from the continuous main tracks, the other tracks were consistently given even or odd numbers. The main platform was therefore on track 2, while the intermediate platform was on track 1, as this is the regular track in the direction of the kilometering ). The platforms were 315 meters (Gl 2) and 290 meters long.

Next to track 1 there were two more main tracks (3 and 5) to be overtaken . All main tracks were equipped with exit signals in both directions. Two side tracks (7 and 9) and two loading tracks (11 and 13) were connected to track 5 . At the southern end of tracks 5 and 7, the tracks of the sugar factory were connected, while track 13 was used to connect the connecting tracks to Minol and the AGZ . In the northern extension of track 3, there was a short butt track with track 14 in front of the Peene Bridge .

Locomotive siding 8 was connected to track 2 north of the reception building, and a 16-meter turntable was connected there until the 1960s . Further north was the siding of the port railway. To the south lay the pull-out track 4 and the siding track 4a, the four siding tracks 22 to 28, which served as parking spaces for construction trains, were connected to the former, and the decentralized converter plant was located south of this .

After the tracks were dismantled in 2004, main tracks 1 to 3, siding 7 and siding 22 with pull-out track 21 (ex Gl 4) as well as the sidings to the former port transshipment facility, the sugar factory and the Peenehafen were retained from the tracks listed in 1980. The platforms were extended to a uniform length of 321 meters and now have a platform height of 550 millimeters.

Signal boxes

Peene bascule bridge and Pkb signal box, 2006

Until the electronic interlocking went into operation in 2005, there were three interlockings at Anklam station .

The Akf command control center (Anklam dispatcher ) and the Ant guard control center (Anklam north tower; formerly Ntm ) went into operation on November 1, 1908, as part of the double-track expansion of the line. These were mechanical interlockings from Zimmermann & Buchloh . The Akf signal box was located south of the reception building at the level crossing at Bluthsluster Strasse, the north tower was at the height of the water tower. The blockwork was renewed in 1936. The turnouts of the south head, which were initially operated by wire pull lines, were equipped with electric drives in later years; they were included in the signal dependency via electric key locks and lever bank locks . In the interlocking Akf committed was additionally switchboard panel installed. The Greifswald Rbd replaced the shape signals of the entry signal A and the exit signal B on track 2 with light signals .

The second guard signal box Pkb (Peene bascule bridge) went into operation when the bascule bridge was expanded in 1930 and replaced the guard shack Pdk (Peene bridge cover point ). Cover signals were set up in front of the bascule bridge , which the switchman operated from the signal box like the bridge. Pkb was an electromechanical interlocking of the type S&H 1912. After the second track had been re-established, the turnouts and signals of the north head were equipped with electrical drives and connected to the Pkb interlocking until 1980. The northern entry signal H was moved to the north side of the Peene, so that the separate cover signals could be omitted. The now vacant signal box Ant was temporarily used by a working group of the German Model Railway Association; it was canceled later.

In the spring of 2005, DB Netz converted the signaling equipment for ESTW operation. Between March 14th and 17th, the switches and signals were connected to the ESTW, which went into operation on March 18th, 2005. The work was completed on April 24, 2005. Remote control computers in the Pasewalk , Jatznick , Ducherow and Miltzow stations are connected to the sub-center . Since 2009 the Züssow and Greifswald train stations have also been controlled from Anklam. The operation of the sub-center is usually carried out from the control center of DB Netz in Berlin-Pankow . Only the Pkb signal box is still manned by a railway worker who performs his job as a bridge keeper. The movable bridge superstructures are included in the signal dependency with key locks. This dependency has continued since the new bridge was built in 2011.

  • Signal box Akf (2017)

  • Signal box Pkb (2017)

  • Outbuilding near the Pkb signal box (2017)

Communication facilities

The Kleinbasa Anklam could be reached via two district telephone connections with the neighboring node Basa in Pasewalk and the Groß-Endbasa in Greifswald . She provided the necessary telephone connections between the 20 most important posts at the station and the posts in other main branches of service. At the basa, among other things, hung the medical centers of the model railway association of the GDR (MDV), authorized representatives of the transport police , the district transport officer and the Anklam agricultural base of Interflug .

The intercom on the Akf command center later also became a fax connection for the public telephone and telex network of Deutsche Telekom . There were connections to the public network in goods handling and ticket issuing until the end. The communication systems were supplemented by a station ring line, signal telephone connections and shunting radio . The platforms and the station lobby were provided with a loudspeaker system by the supervisor and later by the dispatcher to announce passenger information.

Level crossings and pedestrian bridge

There are two level crossings (BÜ) within the station boundaries. The northern level crossing is located in the port area immediately south of the Peene bridge and is not open to the public. The southern level crossing is at the level of the former Akf signal box at the intersection of Bluthsluster Straße and the route. At this point the road crosses the siding to the sugar factory next to the two continuous main tracks. Until its dismantling in 2005, another factory siding crossed the road at this point.

Since the southern level crossing had long closing times due to the shunting activities, the KED Stettin arranged for the construction of a pedestrian bridge over the track system in connection with the double-track expansion. The bridge was of particular benefit to the sugar factory workers. The reinforced concrete bridge had two openings, each 20 meters wide, with a total length of around 60 meters. The overpass crossed the route at an angle of 37 degrees and was thus in line with the street. The bridge was destroyed in the air raid on October 9, 1943 . In 1975 a new pedestrian bridge was built at the intersection, which crossed the tracks at right angles. The construction had to be closed in 2003 for security reasons and canceled two years later.

There were two more level crossings outside the station boundaries. The Greifswalder Strasse ( B 109 ) crossed the railway north of the entry signal H at post 94 . In addition to the conventional train crossings, at this crossing it could happen that trains set in front of the entry signal came to a stop on the level crossing. Especially in the summer months, this caused long traffic jams up to the center of Anklam, as the road was part of the shortest connection from Berlin to Usedom . The crossing was closed after the opening of a bypass. At the level of the southern entry signal there was another level crossing for the access to the sugar factory, which has also been closed since the opening of a bypass on November 21, 1994. It was secured by the Po  93.

  • Pedestrian Bridge (1909)

  • Level crossing at the Peene Bridge (2017)

  • Passenger transition (2017)

  • Level crossing on Bluthsluster Strasse ( 2017)

  • Outbuilding at the level crossing on Bluthsluster Strasse ( 2017)

Freight depot

To the east of the tracks were the facilities for freight traffic . The station had a paved, two-part loading road that was accessible from both sides . The northern part was 180 meters long and was connected to tracks 11 and 13. The southern part was 220 meters long and ran parallel to track 11. At the southern end there was a head (Gl 11) and side ramp (Gl 9), they measured 33 × 15 meters and were designed for a load capacity of 60 tons. For the handling of general cargo there was a 910 square meter transhipment hall between the north and south of the loading road. The loading street and the goods shed are under monument protection . The sidings of the Minol and the Agrochemical Center (AGZ) were located north of the goods handling area . Until 1969 there was also reloading between standard and narrow-gauge railways, for this purpose there was a reloading ramp near the small station. The goods handling was closed after the turn.

  • Level crossing at the freight yard (2017)

  • Siding of the freight yard (2017)

  • Tracks to the goods shed (2017)

  • Freight shed, track side (2017)

  • Freight shed with loading line (2017)

Locomotive station

The Anklam locomotive station had existed since operations began in 1863 and was located north of the reception building. The locomotive station was subordinate to the Stralsund depot until the Second World War ; after 1945, the Greifswald depot subordinated the station to the Pasewalk depot . At the locomotive station there was a water tower with a capacity of 150 cubic meters, a hand-operated 16-meter turntable , a two-tier locomotive shed , coal bansen , purification pit , workshop, forge and an official residence.

In 1931, in addition to several machines had series 89 70 a tank locomotive of the series 74 0-3 stationed in Anklam. From 1935 the Rbd Stettin also stationed the small locomotive ( Kö 4449 ) for shunting activities. From 1940 a class 74 4-13 locomotive was also stationed, which came on loan from the French SNCF . The machine was originally put into service with the Prussian State Railways as 7769 Berlin. During the Second World War, the station served as a backup depot in the event of damage to one of the neighboring depot . After the MPSB was taken over by the Reichsbahn, the latter also assigned their Anklamer workshops to the Anklam locomotive station. The standard gauge locomotive inventory included a shunting locomotive and up to two train locomotives .

In the early 1960s, the turntable was replaced by a switch connection and the locomotive shed was demolished. Up until the mid-1960s, in addition to the 74 series locomotives, a 56 2 series machine could also be found in shunting service. They were replaced by machines of the V 15 series (from 1970: 101 series), later a V 23 locomotive (from 1970: 102.0 series), and from 1970 a 102.1 series locomotive . Class 106 locomotives are said to have been in service from September 1976. The 42 and 52 series were used in line service in Anklam after the Second World War . Since there was no longer any possibility of turning, the locomotives could only hold water.

After the narrow-gauge railways were shut down until 1969, Anklam was formally only a personnel deployment location. Nevertheless, there was still a separate freight train and shunting duty roster with the start and end of duty in Anklam. The workers' housing association in Pasewalk built new apartments so that the Anklamer staff had the opportunity to move to the Pasewalk site. From June 1973, the Pasewalk depot assigned an oil-fired 50.0 to the locomotive station , which was used in front of two local freight trains between Pasewalk, Anklam and Klein Bünzow until 1980 . A class 110 diesel locomotive was used for scheduled service until 1985, and a class 112 locomotive for the following two years . From 1987 a machine of the 120 series was used. With the decline in traffic as a result of the political change , the Anklam personnel deployment center was closed in 1990. The duty roster was designed so that the start and end of duty were in Pasewalk. The water tower was blown up in the same year.

Small railways

In the years 1895 and 1896 the Mecklenburg-Pomerania Narrow Gauge Railway (MPSB) and the Anklam-Lassaner Kleinbahn (ALKB) built several small railway lines from Anklam to Lassan , Leopoldshagen and Dennin . The ALKB's small train station was initially north of the Peene on Greifswalder Straße, later the train station was in the area of ​​the city harbor. The MPSB station was located south of the state station. The ALKB line to Lassan leads north out of the city and crossed the state railway line at post 94. Both lines had their own sidings to the port and the sugar factory. The factory siding of the ALKB crossed the state railway at the level of the Peene bridge. Since the terrain rises sharply in this area, there were repeated jams of the small railroad cars and the blockage of the state railway line, so that the track was abandoned in 1928, the ALKB served the connection of the MPSB since then. The MPSB tracks initially ran west of the state railway. The line to Leopoldshagen crossed the state railway at Post 93, shortly after that there was the connection to the sugar factory. The track crossings were secured against each other by cover signals on both routes and track closures on the narrow-gauge routes .

The ALKB line was maintained until August 25, 1945 and then had to be discontinued on the instructions of SMAD . The tracks were removed as a reparation payment. The same fate befell the MPSB line to Leopoldshagen. The small station, which was destroyed in the air raid on October 9, 1943, was replaced by a barrack with a waiting room and ticket office, as well as the dispatcher's office . On January 1, 1950, the remaining MPSB line from Anklam to Dennin became the property of the Deutsche Reichsbahn. This stopped the remaining passenger traffic on June 1, 1969, goods traffic followed on September 27, 1969.

  • remaining wood sleepers on Kleinbahnweg (2017)

  • remaining wood sleepers on Kleinbahnweg (2017)

  • Kleinbahnweg ( 2017)

  • Street sign of the free web path (2017)

Transport offer

passenger traffic

development

The first timetable of March 16, 1861 provided for two pairs of passenger trains and a pair of freight trains between Angermünde and Anklam. With the extension to Stralsund, the offer was expanded to include two pairs of passenger trains between Berlin , Anklam and Stralsund as well as a mixed pair of trains between Anklam and Angermünde or Anklam and Stralsund. A short time later, the BStE combined the two mixed pairs of trains and extended the train route to Berlin. In 1896 four pairs of passenger trains drove from Anklam in the direction of Berlin and Stralsund. The express trains running from May 1, 1897 did not initially stop in Anklam. In the 1914 summer timetable, six pairs of passenger trains to and from Stralsund stopped in Anklam in the direction of Angermünde and Berlin, one pair of express trains each in the direction of Berlin and Stettin, and a pair of express trains to Berlin. These were supplemented by a pair of passenger trains between Anklam and Stralsund. For school traffic, there was a train from Züssow to Ducherow and in the opposite direction from Ferdinandshof to Anklam on weekdays . The ALKB drove to Lassan with three pairs of trains , one of them if necessary. The MPSB used two pairs of trains on the routes to Dennin and Uhlenhorst, on the route to Leopoldshagen there were three trains (back: four), one of them if necessary (back: two).

In addition to transporting travelers, mail and luggage, the trains were also used to transport express goods . The nursery in Borckenfriede vegetables with the early train to the Anklam weekly market. In the 1920s and 1930s, the Deutsche Reichsbahn further expanded the train service. The 1939 summer timetable showed the following connections, among other things: Two pairs of express trains, one pair of express trains and four pairs of passenger trains ran between Berlin and Stralsund and Saßnitz . There was also a pair of express trains between Stettin and Stralsund, a night express train from Pasewalk to Stralsund, a passenger train from Saßnitz to Pasewalk and an afternoon school train from Anklam to Ducherow. In some cases, the express trains have been reinforced by advantages . On the small railways, the offer remained almost identical with two to three daily train pairs.

With the beginning of the Second World War, general travel was subject to severe cuts. On the other hand, the Reichsbahn increasingly used special trains for various purposes. From November 1939, as a result of the German-Soviet non-aggression pact , 2,500 Baltic Germans arrived in Anklam, who stayed in the city until they were resettled in the Reichsgau Wartheland in 1940. The Reichsbahn used front vacation coats for soldiers . With the bombing of the West German cities, the local population was driven with homeless trains to, among other places, Anklam and the surrounding area. The station recorded the last major traffic rush during the war on April 25th and 26th, 1945, when up to 10,000 soldiers of the 102nd Infantry Division were relocated from Swinoujscie to Anklam in order to build a new defensive position along the Peene. On April 28, 1945 the last trains ran on the tracks of the MPSB, one day later the Red Army liberated the city.

In June 1945, train traffic began again in sections on the line. The first months were mainly characterized by the evacuation of the refugees from the eastern regions. The winter timetable 1946/47 shows three pairs of trains on the Pasewalk - Stralsund route, including one pair of express trains. In the winter timetable of 1948/49, four pairs of trains stopped in Anklam, two of which were express train pairs, between Stralsund or Saßnitz and Pasewalk or Berlin. In the 1960s, the Reichsbahn expanded its offer with additional commuter and holiday trains. In contrast, traffic on the remaining narrow-gauge line to Friedland remained weak until it was closed in 1969. The Reichsbahnkursbuch 1965/66 recorded only two pairs of trains per working day, there was no passenger traffic on Sundays. In 1970 40 passenger trains ran daily in the Anklam - Züssow section, by 1975 an increase to 46 passenger trains was expected. In addition to four pairs of passenger trains between Berlin, Pasewalk and Stralsund, the winter timetable 1981/82 lists several express trains with direct connections to Saßnitz, Stralsund, Binz , Putbus in the north and to Leipzig , Dresden , Berlin-Lichtenberg , Leinefelde and Saalfeld in the Opposite direction.

At the end of the 1990s, Interregio trains still served the station every two hours , but the range was gradually thinned out around 2000 with the conversion to Intercity trains in 2003. The intercity trains mostly ran from Stralsund or Binz to Frankfurt (Main), Leipzig or North Rhine-Westphalia . Anklam was only served by a daily intercity and a Eurocity pair of trains, on the weekends additional intercity trains are added, some of which are seasonal. Since 2003 there is an IC train pair from Stralsund or Binz to Oldenburg (Oldenburg). However, this only runs on Sundays. One of them is a pair of trains on line 32, which has been running seasonally since 2004 as a vacation express on weekends.

Timetable offer 2016

An ICE train pair that only runs from Monday to Friday between Stralsund - seasonally from Binz - and Munich Hbf has been in Anklam since 2012 . In the 2016 timetable year, Anklam is usually served by a pair of ICE trains that run between Stralsund or Binz and Frankfurt (Main) or Berlin . On individual weekdays outside the season, additional ICE trains with connections to and from Eisenach , Erfurt , Munich and Innsbruck are added. During the season (March to September) instead, IC travel between Berlin and Binz, sometimes via Züssow to Heringsdorf . On weekends of the season there is also a direct connection from the islands of Rügen and Usedom to Cologne with the UrlaubsExpress Mecklenburg-Vorpommern .

By regional express -line RE 3, every two hours between Stralsund main station and Elsterwerda-Biehla wrong Anklam is connected to the transport network.

  • northern platform access (2017)

  • southern platform access (2017)

  • Arriving ICE (2017)


Timetable offer 2020

In the 2020 timetable year, little to moderate changes have been made compared to the other years. In the following, local and long-distance traffic are examined separately from each other.

Local transport :

Anklam is served by RE line 3, which connects the Hanseatic city of Stralsund with Falkenberg (Elster) in Brandenburg . The cities Greifswald - Züssow - Anklam - Pasewalk - Prenzlau - Angermünde - Eberswalde - Berlin and Jüterbog are crossed. In between, the regional express also stops at other smaller places, which are not illuminated here. In the direction of Stralsund, the trains run from 04:51 a.m. to 10:51 p.m. every two hours, every even hour. The direction Berlin is also served every two hours from 05:08 a.m. to 11:08 p.m. (only to Pasewalk). On certain Mondays, the Stralsund train runs at 00:57 a.m. and the Berlin train at 04:49 a.m. The RE is provided by a BR 112 and four to five Dostos .

Long-distance traffic :

In terms of long-distance traffic, Anklam is connected via the IC and ICE . The daily stop of the EC to Prague was canceled without replacement a few years ago.

The ICE line 28 connects the Baltic seaside resort of Binz with the Bavarian capital Munich (between Leipzig and Erlangen via VDE 8 ). The trains run mainly on weekdays at 12:10 p.m., and on Saturdays at 4:04 p.m.

In the opposite direction, an ICE runs to the Baltic Sea on weekdays and Sundays at 3:46 p.m., and on Saturdays at 11:47 a.m. Basically the ICE T is used.

The IC line 14 also connects the Baltic seaside resort of Binz (or Stralsund) with Cologne (or Oldenburg ). These trains run on weekdays at 8:10 a.m. and 10:10 a.m., on Fridays and Saturdays also at 2:10 p.m. (excluding 8:10 a.m.) and on Sundays at 5:46 p.m. It should be noted that some of the IC trains already end in Berlin Südkreuz .

In the opposite direction, trains run on weekdays at 5:47 p.m. and 8:17 p.m., on Fridays also at 9:27 p.m., on Saturdays only at 1:47 p.m. On Sundays the IC stops in Anklam at 5:47 p.m. and 9:07 p.m.

The IC is made up of six to seven IC cars + control car and a class 101.

Trains in the direction of Berlin depart from platform 2, in the direction of Stralsund from platform 1.

Freight transport

In addition to the mixed trains listed above, on March 16, 1863, the BStE initially used a pure freight train pair between Angermünde and Anklam, which was replaced by a mixed train pair with the timetable of November 1, 1863. During the harvest season, the company put in special freight trains to transport the produce. In 1896 the KED Stettin used a pair of express freight and a freight train on the main line. The goods handled mainly included sugar beets for the sugar factory . The rail connection to the sugar factory went into operation in 1883. In addition, the Oldenburg furniture factory manufactured export goods for the Soviet Union , which made up around three to six truckloads a day. Twice a week, an express freight train delivered cattle for onward transport to the central cattle and slaughterhouse in Berlin . In addition, there was the delivery of fuel and fertilizers for the Minol and the AGZ.

In the winter timetable of 1944/45 a through freight train and two local freight trains are listed for Anklam from Pasewalk, and a pair of through freight trains was added during the GDR era. In the autumn and winter traffic, block trains with sugar beet and beet pulp were also to be found, in the opposite direction demand trains with sugar products departed.

In Anklam itself, local freight trains were formed between Stralsund and Pasewalk. Sometimes the station collected empty, open freight cars for opencast mining areas and drove them off as empty car trains. In traffic with the Peene harbor, the Reichsbahn drove block trains with bulk goods of all kinds, in the opposite direction, iron ore was handled in the port for the Eisenhüttenkombinat Ost in Eisenhüttenstadt , and from 1984 also the petroleum and natural gas extracted in the backwater for the PCK refinery in Schwedt / Oder .

After the fall of the Wall, the volume of goods on the route decreased drastically. In 1992, the Reichsbahn stopped transporting sugar beet to the factory, and later the factory obtained its raw materials exclusively by road. Deutsche Bahn provided wagonload traffic in the mid-1990s.

In 2004, the D&D railway company took over the transport of raw sugar from the sugar factory. Cargo traffic to the inland port was at a low point shortly after the turn of the millennium. In 2013, the port handled around 59,000 tonnes of rail traffic in the first three months. The majority of this was handled in road transport. In addition to wood, the goods handled also included building materials , fertilizers and oil fruits .

Remarks

  1. ↑ from 1918: Railway Directorate ( ED) Stettin, from 1922 Reichsbahndirektion (RBD) Stettin

literature

Web links

Commons : Bahnhof Anklam  - Collection of images, videos and audio files

Individual evidence

  1. ↑ List of abbreviations for the operating offices. In: michaeldittrich.de. February 2014, accessed December 19, 2014 .
  2. ↑ IBNR online search. In: michaeldittrich.de. Retrieved December 19, 2014 .
  3. ↑ Station price list 2015. (PDF) (No longer available online.) DB Station & Service AG, December 15, 2014, archived from the original on February 22, 2015 ; Retrieved August 3, 2015 .
  4. ^ Rudi Buchweitz: Branch lines of the Berlin-Szczecin Railway . VNB Verlag B. Neddermeyer, Berlin 2012, ISBN 978-3-941712-26-3 , p. 122-124 .
  5. ↑ Dieter Grusenick, Erich Morlok, Horst Regling: The Angermünde-Stralsund Railway including branch lines . transpress, Stuttgart 1999, ISBN 3-613-71095-1 , pp. 15-19 .
  6. ↑ a b c d e Joachim Braun: Ducherow change! Railways in Anklamer Land . Steffen Verlag, Friedland 2007, ISBN 978-3-940101-13-6 , pp. 151-155 .
  7. ↑ Joachim Braun: Ducherow change! Railways in Anklamer Land . Steffen Verlag, Friedland 2007, ISBN 978-3-940101-13-6 , pp. 101-103 .
  8. ↑ a b c Rudi Buchweitz: Branch lines of the Berlin-Szczecin Railway . VNB Verlag B. Neddermeyer, Berlin 2012, ISBN 978-3-941712-26-3 , p. 96-97 .
  9. ↑ a b c Dieter Grusenick, Erich Morlok, Horst Regling: The Angermünde-Stralsund railway including branch lines . transpress, Stuttgart 1999, ISBN 3-613-71095-1 , pp. 20-31 .
  10. ↑ a b c Dieter Grusenick, Erich Morlok, Horst Regling: The Angermünde-Stralsund railway including branch lines . transpress, Stuttgart 1999, ISBN 3-613-71095-1 , pp. 102-115 .
  11. ↑ a b Joachim Braun: Ducherow change! Railways in Anklamer Land . Steffen Verlag, Friedland 2007, ISBN 978-3-940101-13-6 , pp. 48 .
  12. ↑ a b Joachim Braun: Ducherow change! Railways in Anklamer Land . Steffen Verlag, Friedland 2007, ISBN 978-3-940101-13-6 , pp. 99-100 .
  13. ↑ Joachim Braun: Ducherow change! Railways in Anklamer Land . Steffen Verlag, Friedland 2007, ISBN 978-3-940101-13-6 , pp. 131-134 .
  14. ↑ a b c Joachim Braun: Ducherow change! Railways in Anklamer Land . Steffen Verlag, Friedland 2007, ISBN 978-3-940101-13-6 , pp. 144-150 .
  15. ↑ Joachim Braun: Ducherow change! Railways in Anklamer Land . Steffen Verlag, Friedland 2007, ISBN 978-3-940101-13-6 , pp. 103-104 .
  16. ^ Rudi Buchweitz: Branch lines of the Berlin-Szczecin Railway . VNB Verlag B. Neddermeyer, Berlin 2012, ISBN 978-3-941712-26-3 , p. 91-92 .
  17. ↑ a b c d e Joachim Braun: Ducherow change! Railways in Anklamer Land . Steffen Verlag, Friedland 2007, ISBN 978-3-940101-13-6 , pp. 45-48 .
  18. ↑ Dieter Grusenick, Erich Morlok, Horst Regling: The Angermünde-Stralsund Railway including branch lines . transpress, Stuttgart 1999, ISBN 3-613-71095-1 , pp. 82 .
  19. ↑ Joachim Braun: Ducherow change! Railways in Anklamer Land . Steffen Verlag, Friedland 2007, ISBN 978-3-940101-13-6 , pp. 162-165 .
  20. ↑ Joachim Braun: Ducherow change! Railways in Anklamer Land . Steffen Verlag, Friedland 2007, ISBN 978-3-940101-13-6 , pp. 166-167 .
  21. ↑ a b Joachim Braun: Ducherow change! Railways in Anklamer Land . Steffen Verlag, Friedland 2007, ISBN 978-3-940101-13-6 , pp. 104-110 .
  22. ↑ a b c Joachim Braun: Ducherow change! Railways in Anklamer Land . Steffen Verlag, Friedland 2007, ISBN 978-3-940101-13-6 , pp. 138-140 .
  23. ↑ a b Rudi Buchweitz: Branch lines of the Berlin-Stettiner Eisenbahn . VNB Verlag B. Neddermeyer, Berlin 2012, ISBN 978-3-941712-26-3 , p. 92 .
  24. ↑ a b Dieter Grusenick, Erich Morlok, Horst Regling: The Angermünde-Stralsund railway including branch lines . transpress, Stuttgart 1999, ISBN 3-613-71095-1 , pp. 82-85 .
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  26. ↑ a b c Joachim Braun: Ducherow change! Railways in Anklamer Land . Steffen Verlag, Friedland 2007, ISBN 978-3-940101-13-6 , pp. 30-41 .
  27. ↑ a b c Rudi Buchweitz: Branch lines of the Berlin-Szczecin Railway . VNB Verlag B. Neddermeyer, Berlin 2012, ISBN 978-3-941712-26-3 , p. 92-93 .
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  52. ↑ Joachim Braun: Ducherow change! Railways in Anklamer Land . Steffen Verlag, Friedland 2007, ISBN 978-3-940101-13-6 , pp. 15-21 .
  53. ↑ Hendschels Telegraph . Table 121 May 1914 ( digitized version 1 2 [accessed on May 14, 2016]).
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  71. ↑ Joachim Braun: Ducherow change! Railways in Anklamer Land . Steffen Verlag, Friedland 2007, ISBN 978-3-940101-13-6 , pp. 171 .
  72. ^ Rudi Buchweitz: Branch lines of the Berlin-Szczecin Railway . VNB Verlag B. Neddermeyer, Berlin 2012, ISBN 978-3-941712-26-3 , p. 99 .
  73. ↑ The 2003 financial year. (No longer available online.) Inland port Anklam, archived from the original on August 10, 2009 ; accessed on May 14, 2016 .
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