Chemnitz-Hilbersdorf train station
The Chemnitz-Hilbersdorf Station is a railway operating location at the Dresden-Werdau railway . The stop is only served by regional trains on the Dresden - Zwickau route ; the formerly much more important goods station Chemnitz-Hilbersdorf has been closed and most of it dismantled. It was the largest marshalling yard within the Dresden Reichsbahndirektion after the Dresden-Friedrichstadt station. The Chemnitz-Hilbersdorf depot that belongs to it has also been closed; it now houses the Saxon Railway Museum .
Chemnitz-Hilbersdorf Hp
| Chemnitz-Hilbersdorf Hp | |
|---|---|
 Chemnitz-Hilbersdorf stop
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| Data | |
| Operating point type | Breakpoint |
| Platform tracks | 2 |
| abbreviation | DCHP |
| IBNR | 8013450 |
| opening | August 15, 1893 |
| location | |
| City / municipality | Chemnitz |
| Place / district | Hilbersdorf |
| country | Saxony |
| Country | Germany |
| Coordinates | 50 ° 51 ′ 42 " N , 12 ° 57 ′ 12" E |
| Railway lines | |
| Railway stations and stops in Saxony | |
Surname
The station already had three different names during its operation, in detail these were:
- until April 30, 1904: Hilbersdorf
- until May 9, 1953: Chemnitz-Hilbersdorf
- until May 29, 1990: Karl-Marx-Stadt-Hilbersdorf
- since May 30, 1990: Chemnitz-Hilbersdorf
history
At first there was no train station in Hilbersdorf, although the municipality, which was independent until 1904, tried for a long time to get a train connection. It was not until August 15, 1893 that a stop was set up, which was raised to a stop on January 1, 1899, from then on freight traffic was also possible. Initially, the station was located on what would later be the area of the marshalling yard, only when the station was built was the stop moved to its current location between Hilbersdorf and Ebersdorf . In addition, the stop was elevated to a station on June 2, 1906.
Freight traffic was stopped in 1999, today the station is only a stopping point. Apart from two outer platforms, no further systems are used by the railway. The reception building, the waiting hall on the second platform and the goods shed are still there, but are no longer used and are in ruins.
Chemnitz-Hilbersdorf Gbf
| Chemnitz-Hilbersdorf Gbf | |||
|---|---|---|---|
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| Data | |||
| Operating point type | Marshalling yard | ||
| abbreviation | DCH | ||
| opening | May 1, 1902 | ||
| Conveyance | December 1996 | ||
| location | |||
| City / municipality | Chemnitz | ||
| Place / district | Hilbersdorf | ||
| country | Saxony | ||
| Country | Germany | ||
| Coordinates | 50 ° 51 '40 " N , 12 ° 57' 8" E | ||
| Railway lines | |||
|
|||
| Railway stations and stops in Saxony | |||
Surname
The station already had three different names during its operation, in detail these were:
- until April 30, 1904: Hilbersdorf Gbf
- until May 9, 1953: Chemnitz-Hilbersdorf Gbf
- until May 29, 1990: Karl-Marx-Stadt-Hilbersdorf Gbf
- since May 30, 1990: Chemnitz-Hilbersdorf Gbf
Prehistory and construction
Initially, only the Chemnitz station (later Chemnitz main station) was available for freight traffic . Since this was overloaded since the 1870s, the Chemnitz coal station was opened in 1880 . Even this was no longer sufficient in the 1880s, and the expansion of the Altchemnitz and Chemnitz stations only brought about a brief improvement in traffic conditions. In addition to an urgently needed rail link for the numerous industrial companies in the north of the city, there was also no efficient marshalling yard.
At first the station on the Neukieritzsch – Chemnitz line was planned on the site of today's Küchwald station . Sufficient building land was available there, but the station would have been away from the main traffic direction Dresden – Zwickau – Reichenbach. The rising area south of the workshop station was therefore chosen as the new location . The construction costs should be around 10 million marks.
Initially, the main Dresden – Werdau line was relocated south of the workshop station; the previous route was continued to be used for the transport of building materials to the construction site. The actual start of construction was on November 24th, 1896, in addition to field railways , steam excavators were also used in the construction. In a construction period of six years, 46 km of track with around 250 points were laid on an area of around 25 hectares. The total length of the marshalling yard was about 2.9 km, the width up to 230 m. 28 signal boxes and several service buildings were built on high-rise buildings . There were also underpasses and overpasses as well as a traction power plant costing 1.3 million marks. Extensive locomotive treatment systems were also built, which later became the Chemnitz-Hilbersdorf depot . Initially conceived within the station, the systems were built at the east end of the station. The station, which cost 14.7 million marks, was completed on June 26, 1902, but the station had been in trial operation since May 1, 1902.
business
Freight traffic in the Chemnitz railway junction was completely reorganized with the opening. For the routes to the north, a double-track track connection was created via the workshop station. Starting from Küchwald or Furth stations , the freight trains from Leipzig and Riesa ran to the marshalling yard without crossing. Between Niederwiesa and Hilbersdorf, a rail track that was only used for freight traffic was initially laid. A second was added later. The Chemnitz station was only used for local freight traffic, but since all freight trains from the direction of Reichenbach / Zwickau, Aue and Stollberg had to pass through the Chemnitz station, passenger traffic could not be completely separated from goods traffic.
After Dresden-Friedrichstadt and Zwickau, Hilbersdorf was Saxony's third gradient station . With the exception of the exit tracks and the reloading hall , almost all of the tracks had a gradient of 1: 100. The freight trains to be disbanded are driven either directly by the locomotive or a shunting locomotive onto the mountain tracks in the east. The remainder of the shunting operation normally took place without the use of locomotives; shunting locomotives were only required in strong westerly winds or in a lot of snow. The freight wagons were lowered into the exit tracks via the direction tracks and sorting tracks. In the first few years of operation, around 60 trains with around 1,800 cars were discontinued and newly formed every day. Due to the high volume of traffic and the lack of communication with the stumbling blocks - they had to recognize the wagons to be braked from the route - serious accidents regularly occurred. After the First World War , the capacity limit of around 3,000 wagons a day was reached, and sometimes even 3,500 wagons had to be handled. In 1925, up to 120 trains had to be handled every day. There was a backlog of wagons as far as Dresden – Friedrichstadt and Zwickau, as there were no other suitable options for train formation in the Chemnitz area.
In addition to the lack of capacity, there were other problems. The mostly prevailing westerly wind impaired the shunting operations enormously. In addition, numerous train journeys hindered the actual shunting operations. The trains from the west crossed the drainage mountain and trips to the Chemnitz-Hilbersdorf depot also crossed important routes, the train lengths continued to increase, many tracks were simply too short. Several solution variants were therefore planned:
- Construction of a northern bypass
- Construction of a southern bypass
- Extension of the station facilities
- Change in the operation of the station
The planned northern bypass via Grüna – Rottluff – Küchwald was rejected at the beginning of the planning. Initially, the southern bypass was favored, which had already been planned in the 1910s to connect numerous industrial companies. The project should cost around 45 million marks. This also included major expansions to the existing train station; Furthermore, a connecting line from the Ostkopf station was to lead via a new approach group to the Kinderwaldstätte stop on the Riesa – Chemnitz railway line . In particular, the extension of travel times and problems with the acquisition of land caused the 17 km long southern bypass to fail. In addition to three tunnels, each around 1000 m long, three more stations were planned, one near the Chemnitz Süd train station with its own drainage mountain.
Instead of the southern bypass, operations in the station were optimized from 1926 onwards. For around 2.6 million marks, two central signal boxes were built by 1928, the sidings were extended, the signal systems were optimized and the routes were changed. From Siemens & Schuckert a Seilrangieranlage in the six expiry track was installed. One cable car always drove within the tracks on its own narrow-gauge tracks, and two cable cars were coupled to each other via a pulley. The cable car coupled to the train could be braked at any point using a remote-controlled shoe brake . The system, which cost around 400,000 marks - at the time the most modern system in Germany - could move a maximum of 1200 t. The plant paid for itself after a short time, as it saved numerous workers. Although Chemnitz-Hilbersdorf had become much more efficient with the expansion by 1930, the bottleneck at the main train station remained.
A new reloading hall at the location of the old hall was built in 1933/34; the building was 43 m wide and 374 m long. The six-track hall, like the old hall, had no road connection due to its cramped location.
During the Second World War , the Chemnitz railway systems were the target of large-scale Allied air raids in 1944/45. Numerous buildings were damaged or destroyed and many tracks were interrupted, in contrast to other large railway nodes, Chemnitz remained largely intact. However, in spring 1945 the bridge of the connecting railway over the Dresden – Werdau line was damaged. All freight trains from Leipzig and Riesa had to make head in the main station. The southern section showed the greatest damage; the systems were not finally repaired until the end of 1947. Before that, numerous tracks within the station, one track on the freight connection curve to Küchwald / Furth and the freight tracks to Niederwiesa had been dismantled as reparations.
The marshalling yard was modernized in the 1960s. The rope shunting system was equipped for trains up to 1500 t so that heavy trains no longer had to be divided. Large parts of the station were electrified in 1965 with the Zwickau – Freiberg section. The use of steam locomotives in shunting services ended in 1968. From then on, the V 60 series (later 106/105 series) was used, which replaced the 75.5 and 94.19-21 series, which had been in use for decades . The first bar track brakes were installed in the late 1960s .
In 1987/88 the first parts of the train station received screw brakes . Due to the economic changes at the turn of 1989/90, the transport volume fell sharply. In the second largest marshalling yard of the Reichsbahndirektion Dresden, after Dresden-Friedrichstadt, there was hardly any need for shunting. As late as 1990, numerous tracks in the southern section were abandoned and in May 1991 the cable shunting system, which has now often been defective, and two of the six drainage tracks were taken out of service. Instead of the rope shunting system, the trains were now shunted with the 106 series. Half of the station was already out of service in 1993. The only major investment was the expansion of the rope shunting system on the four remaining drainage tracks. On average, less than 400 wagons were treated daily in 1995. In December 1996 the station was closed. In the meantime, almost all of the track systems have been dismantled, and the vacant buildings are increasingly falling into disrepair.
museum
In 2009 the Friends of Railroad Friends Richard Hartmann bought part of the railway site with the signal box III, the former command signal box, and turned it into a museum. Since 2012, the operation can be demonstrated on a 300 meter long demonstration route. The machine house with generators and rope drive system is also being (partially) renovated, one of the drive motors is back in operation. For its efforts, the association received the Silver Hemisphere from the German National Committee for Monument Protection in 2014 .
literature
- Kurt Kaiß, Matthias Hengst: Railway node Chemnitz - rail network of an industrial region , Alba, Düsseldorf 1996, ISBN 3-87094-231-2
Web links
- www.sachsenschiene.net, pictures from Chemnitz – Hilbersdorf and Chemnitz-Hilbersdorf Gbf
- http://gleisnetze.de/album-rangierbahnhof-chemnitz-hilbersdorf/ Pictures from the marshalling yard from 1993 to 2010
- http://www.technikmuseum-seilvorganganlage.de/ Website of the rope drainage system museum
Individual evidence
- ↑ DB Netze - Infrastructure Register ( Memento of the original dated February 11, 2016 in the Internet Archive ) 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.
- ↑ Kurt Kaiß, Matthias Hengst: Chemnitz railway node - rail network of an industrial region , p. 93
- ↑ Kurt Kaiß, Matthias Hengst: Railway node Chemnitz - rail network of an industrial region , p. 45 f
- ↑ a b Kurt Kaiß, Matthias Hengst: Railway node Chemnitz - rail network of an industrial region , p. 46 f.
- ↑ Kurt Kaiß, Matthias Hengst: Chemnitz railway node - rail network of an industrial region , p. 47
- ↑ Kurt Kaiß, Matthias Hengst: Railway node Chemnitz - rail network of an industrial region , p. 47 ff.
- ↑ a b Kurt Kaiß, Matthias Hengst: Chemnitz railway node - rail network of an industrial region , p. 54 f.
- ↑ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , Bildverlag Böttger, Witzschdorf 2006, ISBN 3-937496-17-3 , p. 77
- ↑ Kurt Kaiß, Matthias Hengst: Railway node Chemnitz - rail network of an industrial region , p. 55 f.
- ↑ Kurt Kaiß, Matthias Hengst: Chemnitz railway node - rail network of an industrial region , p. 56
- ↑ Kurt Kaiß, Matthias Hengst: Railway node Chemnitz - rail network of an industrial region , p. 56 f.
- ↑ Kurt Kaiß, Matthias Hengst: Railway node Chemnitz - rail network of an industrial region , p. 57 f.
- ↑ Kurt Kaiß, Matthias Hengst: Chemnitz railway node - rail network of an industrial region , p. 58
- ↑ www.freipresse.de Shunting yard Chemnitz-Hilbersdorf (accessed on April 1, 2013)
- ↑ www.freipresse.de marshalling yard gets a memorial (accessed on April 1, 2013)
- ↑ Carola Nathan: Composition for track harp. In: Monuments - Magazine for Monument Culture in Germany, 2015, no. 3, pp. 55–57.
