Frankfurt (Oder) Oderbrücke station
| Frankfurt (Oder) Oderbrücke | |
|---|---|
.jpg) Border station Frankfurt (Oder) Oderbrücke
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| Data | |
| Design | Through station |
| Platform tracks | 0 |
| abbreviation | BODK |
| opening | May 23, 1954 |
| location | |
| City / municipality | Frankfurt (Oder) |
| country | Brandenburg |
| Country | Germany |
| Coordinates | 52 ° 19 ′ 6 ″ N , 14 ° 34 ′ 3 ″ E |
| Railway lines | |
| Railway stations in Brandenburg | |
The station Frankfurt (Oder) Oderbrücke , until after 2000 only Oderbrücke , is a train station in Frankfurt (Oder). It serves exclusively as a border station for handling goods traffic to and from Poland .
location
The station is located about three kilometers south of downtown Frankfurt (Oder) at 3.4 km of the Frankfurt (Oder) –Poznań railway line . To the west of the station is the threading of the line to Poznań from the line to Guben , to the east of the station the actual Oder bridge begins , in the middle of which lies the border with Poland .
history
In the Potsdam Agreement in 1945 the Oder-Neisse Line was defined as the border between the Soviet occupation zone (from 1949 GDR ) and Poland. This made Frankfurt (Oder) station a border station, through which the main load of rail traffic from Germany to Poland and the Soviet Union ran. In the first few years these were mainly the so-called convoy trains, with which reparations goods were transported from Germany to the Soviet Union.
As a replacement for the Oder Bridge, which was destroyed in 1945 by the retreating troops of the German Wehrmacht , the Red Army began building a temporary replacement bridge immediately after its invasion of Frankfurt. This bridge, located next to the old route, was only allowed to be driven on at walking pace and also proved to be a bottleneck because of the subsequent inclines. In 1946 the Soviet Military Administration in Germany (SMAD) ordered the old bridge to be restored. On 17./18. In March 1947 the new bridge was subjected to load tests and approved by representatives of the SMAD and the Deutsche Reichsbahn (DR). Presumably at that time there was already a provisional station on the Oder Bridge for threading the single-track line in the area of the bridge. A signal box was also set up by the DR on the Polish side. The border clearance for goods traffic took place at the Frankfurt passenger station for imports to Germany and at the marshalling yard for exports; The locomotive exchange between the DR and the Polish State Railways (PKP) also took place in Frankfurt.
After the founding of the GDR, foreign trade with Poland, the Soviet Union and other states increased. In 1950, work began on building a border station on the Oder Bridge. Because of the difficult topographical conditions, major earthworks were necessary. 550,000 cubic meters of material were required to spread the 14-meter-high originally double-track embankment for eight tracks, 250,000 cubic meters of which came from rubble from the destroyed Frankfurt city center. On May 23, 1954, the new border station went into operation. Since then, it has served as a joint transfer station for both railway administrations. The border and customs controls between the two countries took place here, as well as the change of locomotives in freight traffic to this day.
In the first year, 13 to 17 trains per day were handled in both directions. Later this number rose to an average of 25 trains for export and 20 trains for import in the 1970s. At peak times, the numbers were even higher, around 30 train paths per day were possible. In the 1980s the number fell to around 15 trains a day in both directions. After the reunification in the GDR, the capacity utilization continued to decrease, in 1998 about 8 trains were counted in both directions per day.
Investigations into the construction of a direct connection curve from the train station towards Eisenhüttenstadt have been underway since around 1964 . In this relation, many coal and ore trains were on the way to the ironworks combine there, which had to make head in the Frankfurt passenger station or in the marshalling yard. Various planning options were discussed, taking into account the difficult topography of the site. The “short curve” south of the train station, which did not touch the station with its handling facilities, and the “long” curve were shortlisted. The latter was to lead from the train station first to the west under the Guben route, then turn south, cross the motorway and then join the route to Guben from the northwest. A corresponding study was available in 1974, and in 1979 the DR started a project planning contract. There were protests by residents, as the route was supposed to lead through built-up areas. In 1984 the project was finally discontinued. The official reason was the start of the Mukran – Klaipėda ferry connection in what was then the Soviet Union. This enabled transport capacities to be increased and there was an alternative to traffic through Poland, which was considered politically unsafe with the emergence of the Solidarność movement.
On May 28, 1988, electrical operation with 3000 V direct current was started from the Polish side up to the Oderbrücke station. In December 1990, electrification with 15 kV alternating current followed from the German side. Because of the inclines in the station area, the separation point is not in the center of the station, but in such a way that around two thirds of the station are under the Polish direct current contact line. In December 2008 the station was connected to an electronic signal box .
After 1990, customs controls for export goods were gradually shifted to other train stations. Since then, the Oderbrücke station has only been used to control imports into Germany. After Poland joined the European Union and the scope of the Schengen Agreement , he also lost this function. But it is still important for the operational handover of freight trains between the two railway administrations and as a locomotive changing station in freight traffic. In passenger transport, the stations in Frankfurt (Oder) and Rzepin were (and in some cases are) used to switch locomotives and transported between the two stations with diesel locomotives. The Eurocity trains of the Berlin-Warszawa-Express run with multi-system locomotives, which make changing locomotives unnecessary. However, these trains have to make an operating stop at Oderbrücke station in order to adapt the locomotives to the different safety systems of both railways.
Investments
In addition to the two main tracks, the station consists of three tracks each north (import side) and south (export side) of the continuous main tracks. There were two signal boxes, the command signal box B2 on the east and the guard signal box W1 on the west side of the station. These were replaced by an electronic signal box at the beginning of 2008 . The handling facilities of the import group were initially located in barracks, which originally served as construction site facilities. For the export side, two car bodies were initially used, later a barrack and in 1972 a larger light metal structure was built. The barracks on the import side were demolished in 2006. In 2008 a new building was inaugurated on the import side, which has been used for all handling operations ever since.
Vehicle use
The PKP has been transporting the trains with its locomotives to the Oderbrücke station since it opened. There were special locomotives for transporting the trains to the Frankfurt marshalling yard, which were named Odk-Lokomotiven after the operational abbreviation of the station. Class 52 locomotives were used for a long time. In 1978 the first class 106 diesel locomotive was added. The plan was to end the use of steam locomotives on July 31, 1981. Because of the fuel shortage in the GDR as a result of the oil crisis, this project was postponed, so that the last use of the 52 series took place on October 14, 1986. There have been no special Odk locomotives since 1995 after the Frankfurt marshalling yard was initially partially closed and later almost completely. The German train locomotives now transport the trains directly to the Oderbrücke station. A diesel locomotive is used to transport the electric locomotives away from the area with the other power system and to shunt damaged cars.
See also
literature
- Lothar Meyer, Horst Regling, Frankfurt (Oder) railway junction. transpress, Stuttgart 2000, ISBN 3-613-71126-5 , especially pp. 112-115.
- Bernd Kuhlmann: Railways across the Oder-Neisse border . Ritzau - Zeit und Eisenbahn Verlag, Pürgen 2004, ISBN 3-935101-06-6 , pp. 111-123.
Web links
- Oderbrücke station. on the website of Eisenbahnfreunde Frankfurt (Oder)
Individual evidence
- ↑ a b Bahnhof Oderbrücke on the website of Eisenbahnfreunde Frankfurt (Oder), accessed on July 6, 2012
- ↑ Bahn-Report , 3/2009, p. 16.
- ^ Deutsche Bahn, Gleise in Serviceeinrichtungen, Frankfurt (Oder) Oderbrücke (PDF; 152 kB), accessed on July 7, 2012.