Großenbrode Kai station
| Großenbrode quay | |
|---|---|
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DB class VT 12.5 as a Copenhagen express when leaving the ferry Theodor Heuss at the Großenbrode Kai pier (1959)
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| Data | |
| opening | 1953 |
| location | |
| City / municipality | Grossenbrode |
| country | Schleswig-Holstein |
| Country | Germany |
| Coordinates | 54 ° 21 '14 " N , 11 ° 4' 42" E |
| Railway lines | |
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| Railway stations in Schleswig-Holstein | |
The Großenbrode Kai station served from 1953 to 1963 for ferry traffic between the Federal Republic of Germany and the Kingdom of Denmark .
prehistory
Until the end of the Second World War , rail ferry traffic between the German Empire and Denmark was handled via Warnemünde to the Danish port of Gedser on the Danish island of Falster . With the subsequent division of Germany into occupation zones , Warnemünde fell into the area of the Soviet occupation zone and was no longer usable for traffic from the western occupation zones. The traffic now used the route across the Great Belt , which was already heavily used in domestic Danish traffic. This meant that at peak times, up to 1,000 freight wagons were jammed on each side of this ferry connection .
During the Second World War there was a sea air base of the German Navy in Großenbrode , which also maintained a pier for ships there. There were seaplanes stationed and a fairway and a wharf for shallow-draft ocean-going vessels - such as minesweepers - present. The military facility had been destroyed by the British Army , but the core of the quay was still preserved.
Railway system
The Deutsche Bundesbahn and the Danske Statsbaner (DSB) agreed on January 31, 1951 on a train ferry from Großenbrode to Gedser . For this purpose, the abandoned military facility in Großenbrode Kai had to be converted into a ferry station on the German side and the connection to the Lübeck – Großenbroder ferry line restored. A ferry bed with a width of 17.70 m was built for the new ferries, and a three-part ferry bridge with two height-adjustable members was built. For the siding of the ferries, a three-way switch was installed on the mainland , from which the three feeder tracks led to the ferry bridge. Because there were no switches on the ferries, the usable length of the railway decks could be increased accordingly. The double-track steam ferry Danmark of the DSB and a still-to-be-built DB ship, the construction of which was awarded to the Howaldtswerke in Kiel before the trajectory opened, were to be used . The ferries had to dock with the stern. To do this, they turned around at sea before entering the port and covered the way to the ferry dock with the stern first.
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The five to six meter deep and 70 meter wide fairway and the substructure of the approximately one kilometer long pier were still in place and could be expanded. The former parachute packing hall was converted for passport and customs clearance. A building that had previously served as an officers' mess was converted into a reception building with a train station restaurant. Former living quarters became railway houses.
The ferry docks were each given a platform and an access track. The railway infrastructure included the start of operation a platform and an engine line and was later expanded to a total of 16 tracks. The system was supplemented by a small railway depot with coal busses . The steam locomotives, especially the class 41 and class 03 , were rotated on the track triangle on the railway line. Later modern diesel multiple units (see photo) and diesel locomotives were used. The shunting operation was carried out by tank locomotives of the 91 series and diesel locomotives of the V 36 series .
traffic
The ferry service began on July 15, 1951. The ferry connection was inaugurated by the then Federal Minister of Transport Hans-Christoph Seebohm and the Danish Minister for Public Works Kai Lindberg . The heads of state of both states did not take part in these celebrations because of the difficult political conditions caused by the Second World War.
At first - due to the limited capacity of the ferry - only freight wagons, not passenger cars, were transferred. The passenger trains ended and began in Großenbrode Kai . Travelers had to change from train to ship and vice versa because the ferries initially used only had one siding. Initially, the DSB ferry Danmark, built in 1922, was used once a day , which also served the Gedser – Warnemünde line . On May 17, 1953, the contractually agreed ferry Germany with three control tracks went into operation. Since then, passenger cars have also been transferred and there have been a number of continuous international express trains, e.g. B. the Scandinavian-Alpine Express and the Alpine Express, to and from Københavns Hovedbanegård .
Also because of the discontinuation of the visa in traffic between Denmark and Germany in 1953, the volume of traffic increased. More ferries were put into service, on the German side the ferry Theodor Heuss . In the summer of 1954, seven trips were made in both directions a day. From 1959 a car train popular with Scandinavian drivers ran to Munich.
In 1963 the Großenbrode Kai station was given up after the Vogelfluglinie opened . Today there are hotels and a marina with associated infrastructure on the site .
Others
A model of the Großenbrode-Kai in the nominal size TT could be viewed in the Transport Museum Nuremberg (today DB Museum) until 2006 . Since October 2019 it has been in the exhibition room of the Association for Local Lore and Landscape Conservation in Großenbroder Winkel eV in Großenbrode, Südstrand 1 and can be viewed during the opening hours of the exhibition
literature
- Friedhelm Ernst, Peter Goette (editor): Die Vogelfluglinie = Eisenbahn-Kurier-Special 53. EK Verlag, Freiburg 1999.
- Günther Meier: The Vogelfluglinie and its ships . Herford 1988, ISBN 3-7822-0441-7 , p. 20 ff.
- Erich Preuß: 100 legendary train stations . Stuttgart 2010, ISBN 978-3-613-71389-5 , p. 111.
Individual evidence
- ↑ Query of the course book route 140 at Deutsche Bahn.
- ^ Denmark connections before 1963. In: Die Vogelfluglinie . Eisenbahn-Kurier Spezial 53 M 9818 2nd quarter 1999 pp. 10–12.