Baalberge train station
| Baalberg | |
|---|---|
 Reception building (2015)
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| Data | |
| Location in the network | Connecting station |
| Design | Through station |
| Platform tracks | 3 |
| abbreviation | LBB |
| IBNR | 8010013 |
| Price range | 6th |
| opening | November 1, 1889 |
| Profile on Bahnhof.de | Baalberg |
| location | |
| City / municipality | Bernburg (Saale) |
| Place / district | Baalberg |
| country | Saxony-Anhalt |
| Country | Germany |
| Coordinates | 51 ° 45 '47 " N , 11 ° 47' 5" E |
| Height ( SO ) | 70 m |
| Railway lines | |
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| Railway stations in Saxony-Anhalt | |
The Baalberge station is the station in the Baalberge district of Bernburg in the Salzland district in Saxony-Anhalt . In 1889 it went into operation on the Köthen – Aschersleben and Könnern – Baalberge lines . The station is served by regional trains for passenger transport. In the past, several companies were served in the freight traffic, today this is almost exclusively the Bernburg rock salt mine .
location
The Baalberge station is located at kilometer 13.4 of the Köthen – Aschersleben railway line . It is also the end of the branch line from Könnern (km 11.3). The Baalberg town center is around 800 meters away. The route runs southwest past the place. At the southern end of the station that crosses Bahnhofstrasse over a railway crossing the track. The Bernburg-Friedenshall stop is about four kilometers to the west. To the east this is the Biendorf train station , which is about three kilometers away. In the direction of experts on the branch line, Bebitz station is the next station at a distance of around five kilometers.
history
The railway line between Bernburg and Köthen , which was opened in 1846 , initially had only one intermediate station, Biendorf station.
On the part of the Solvay plant, the planning for the track systems on the factory site was completed as early as 1886. The Royal Railway Directorate in Magdeburg finished planning a train station in Baalberge in 1887. The siding for the newly built plant was included.
On November 1, 1889, the station in Baalberge on the main line between Köthen and Bernburg and the line to Könnern went into operation. The first drafts for a station building and a goods shed were made in 1894. However, construction work did not begin until January 1898. In spring 1889, the building was opened to the public. In the autumn of 1911, the Aschersleben works office applied to KED Magdeburg to expand the reception building. It was an extension for a train station restaurant and the conversion of the upper floor for an official residence. Approval for the projects has been granted. The start of construction was delayed until 1915 due to the outbreak of the First World War .
When the branch line to Könnern went into operation, a loading line already existed. After farmers in the area had used them less in the early years, the volume of goods traffic developed so positively that the existing facilities were no longer sufficient. A building for the freight transport service was built in 1899. There have been no changes to the track systems in the area of the loading road until today. From June 10, 1896, the station was approved for handling explosives. Right from the start, a loading gauge above track 7 and a road scale were available. From around 1900 there were two car bodies used by the railway maintenance office at the height of a passage at kilometer 16.16 . At kilometer 17.0 there was another passage, which was intended exclusively for pedestrians. In the vicinity of what would later become the "W2" signal box, there was a restricted level crossing with a width of five meters. This crossing existed until the Baalberge station was rebuilt in the 1960s. The two culverts were also given up for public use at this time, but still serve to drain surface water into the Fuhne .
In 1890 a siding was built on the eastern side of the station, starting from platform 7. It leads to Hahnendorf's gravel pit. A steam brick went into operation in 1892 after good Lette deposits had been discovered in this pit a year earlier . It was still in operation until 1990. In 1987, as part of the privatization, modernization work was carried out on the track. But since this modernization there has never been a train on it.
During World War II, gravel from a gravel pit on the outskirts of Baalberge was loaded onto a loading ramp in the southern part of the station . Road vehicles provided transport to the train station. At the end of the 1950s, gravel was loaded over this ramp over a longer period of time, which was then transported to Rostock for the construction of the new international port. At the beginning of the 1970s, these gravel stocks were exhausted.
In 1908 a chemical fertilizer factory went into operation. Its siding branched off south of the main line of the branch line to Könnern at kilometer 11.0. A track barrier secured the siding from the main line. The factory even had its own locomotive. The engine shed is still standing today.
The switches were operated locally until 1931. The interlockings "B1" at kilometer 15.816 and "W2" at kilometer 16.450 went into operation this year.
In the mid-1960s, the major renovation of the station began. This went hand in hand with the construction of a new rock salt works in Gröna . The Bernburg train station also suffered from a lack of tracks for a long time. In 1913, the Aschersleben Works Office requested in a letter to KED Magdeburg to expand the track systems in Baalberge station in order to be able to handle part of the Bernburg traffic volume in Baalberge. The project failed due to a lack of money and the outbreak of the First World War. Already during the planning for the rock salt works, it was recognized that the daily amount of salt of around 10,000 tons to be processed could never have been handled via the Roschwitz transfer station . For this reason, extensions to the station were necessary. It began in 1966. The freight transport facilities were particularly affected.
With the expanded station, new signal boxes were also necessary. The new "B1" signal box is located opposite the reception building (km 15.931). At the northern end of the station is the new "W2" signal box (km 16.9). Both are tower signal boxes. They received the GS II track diagram technology. Both signal boxes were planned by the Deutsche Reichsbahn (DR) , but they did not have the financial means to do so. The financing came from another investment project. At a later date, which is not exactly known, the DR bought the signal boxes. Operational problems arose due to the interlockings that were not initially available. A building was temporarily erected on the area of the former booth "Bo" in which a mechanical signal box of the unit type was to be installed. Since it was now possible to finance the actual signal boxes, this replacement building was no longer necessary, so it was demolished again. All turnouts received an electric drive. Daylight signals were set up throughout the station area.
The ticket office was closed in the mid-1990s.
In 2001 there was a reduction in the number of tracks. The entry connection from the direction of Bebitz to track 1 and the track to the brick factory were dismantled. Tracks 7 and 9 on the loading street are still available. Until 2013 it was used by Deutsche Bahn to park damaged wagons. These tracks are now closed, but the switches are still functional. The former works tracks 21 and 31 to 34 were shut down by the Bernburg salt works in 2006 and then dismantled. During this time, the Baalberge office was also closed for travel. The reception building is no longer used.
Due to its unfavorable location in relation to the town, the Baalberge train station is less frequented by tourist traffic. However, since through traffic takes place on the main tracks to and from Köthen , the DB had a security door installed on platform 1 in 2013. This is to prevent unauthorized access when the train is traveling in order to avoid accidents.
The reception building was auctioned in December 2018.
Investments
At the time of the double-track expansion between Köthen and Bernburg, the track systems comprised the continuous main tracks, freight tracks including siding and the tracks of the Solvay plant. The main tracks and a freight track were initially numbered with Roman numerals from I to IV. After 1920, Arabic numerals were used. Tracks 5 and 6 were sidings that were secured by a track barrier. They were initially called "S11" and "S14". They were later renamed "11S" and "14S". S11 to S13 were used to hand over the car. S14 was a bypass. It was also used for trips to outer shafts. The entry signal K was at kilometer 15.4 and the exit signal L at kilometer 16.04. About 20 meters south of the K signal, the tracks separated. The connecting railway tracks to the Solvaywerk were connected to the northern part of the station via a double crossing point between km 16.5 and km 16.6. In the southern part, the shunting work was carried out on the main track to Könnern. Only state railway locomotives did this work. The signals in the southern area were operated from the booth. In the north there was the “Bw” booth. Since the two buildings are so small, it can be assumed that the switches were locally operated until the signal boxes were commissioned in 1931. Two other guards' booths were available for this.
Between 1909 and 1931 there were no changes to the track layout. The signal setup changed, however. Signals K and L were removed from track 14.
When the sidings to the outer shafts were used less and less and were only used occasionally, these could be omitted. Driving on the tracks on the Solvayhall premises was secured by track closures. A shunting signal 12 was set up at km 15.186.
It was not until after the Second World War that all, less-used tracks were dismantled due to reparations . In 1946 the second track between Köthen and Güsten was removed . Since the sales volume between Bernburg and Baalberge could hardly be managed with just one track, a second track was added to the line in the early 1950s.
On the Solvay track in the 1950s, track 11 S was siding for trucks in the direction of Köthen and track 12 S for trucks in the direction of Güsten. 13 S was the feeder track through the DR. 14 S was still a bypass track. At the time of single-track operation, it was possible to enter tracks 1, 3 and 4 from Koethen on signal A, and from Bebitz on signal B on tracks 3 and 4. Via signal O, the entrance from Bernburg was on tracks 2, 3 and 4 possible. A Solvay track to the Peißen shaft was hardly used anymore. The track to shaft II on Sauren Anger was also rarely used, so it was dismantled at the beginning of the 1950s. The Plömnitz mine was still partially driven until the late 1960s. Then this track was also dismantled. A bridge structure on the underpass under the branch line was demolished and the culvert was then filled.
After the renovation work in the late 1960s, the track systems were changed so that Bebitz could enter track 1 and 4. The exit to Bebitz could only take place from platform 4. Since many new freight train tracks were added, the function of some tracks also changed. Tracks 11, 13 and 14 were used for entry and exit, track 12 only for entry and 15 to 17 only for exit. Track 21 was a bypass. 31 to 34 belonged to the siding of the rock salt works.
The salt works currently own tracks 13 to 17. 11 and 12 are owned by DB. The works locomotives are not approved by the DB and are not allowed to be used on the latter tracks. They can be entered and exited from all directions. It is only possible to enter tracks 13 and 14 from the direction of Köthen. 15 to 17 can only be extended from the same direction.
Today the station has three platform tracks. There is a side platform (75 meters long) and a central platform (100 meters long). The height of both platforms is 34 centimeters.
Transport links
passenger traffic
Trains from Abellio Rail Central Germany stop in Baalberge. Since December 9, 2018, only diesel multiple units of the 1648 series have been used . In the years before, diesel multiple units of the series 640 and 642 were also used. In the 2019 timetable year, the Baalberge station will be served by the following lines:
| line | Line course | Cycle (min) |
|---|---|---|
| RB 47 | Halle - Halle-Trotha - Wallwitz - Könnern - Baalberge - Bernburg | 120 |
| RB 50 | Dessau - Köthen - Baalberge - Bernburg - Güsten - Aschersleben |
60 (Dessau – Güsten) 120 (Güsten – Aschersleben) |
Freight transport
After 1990, freight traffic on the loading road was discontinued. Baalberge is also a train formation station.
The Bernburg rock salt mine currently plays the largest role in freight transport . At least one salt train leaves the station every working day. The empty trains usually arrive again at night. There is usually shunting in the morning and at noon. In autumn, coal shuttle trains arrive in Baalberge for the sugar factory in Könnern .
Freight trains to the Bebitz flange works ran from Baalberge until 2001 . The route was closed for a long time due to renovation work. That is why these trips take place today from the Könnern train station.
literature
- Rainer Dill: Railways in Bernburg and the surrounding area . VBN B. Neddermeyer, Berlin 2015, ISBN 978-3-941712-49-2 , p. 103-108; 256 .
Web links
- Baalberge train station. In: eisenbahndet.de. Retrieved January 26, 2017 .
Individual evidence
- ↑ Michael Dittrich: List of Abbreviations. Retrieved January 26, 2017 .
- ^ Michael Dittrich: IBNR directory. Retrieved January 26, 2017 .
- ↑ Station price list 2019 ( PDF , 3.72 MiB) DB Station & Service AG , p. 3 , accessed on August 28, 2019 .
- ↑ Auction: Two train stations have new owners. In: Mitteldeutsche Zeitung. December 5, 2018, accessed December 21, 2018 .
- ↑ Katharina Thormann: From 2,000 euros: Who wants to buy an old train station? In: Mitteldeutsche Zeitung. November 13, 2018, accessed December 21, 2018 .
- ↑ Baalberge station. DB Station & Service, accessed on December 21, 2018 .