Marktschorgast station

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Marktschorgast
Marktschorgast station in January 2015
Marktschorgast station in January 2015
Data
Location in the network Intermediate station
Platform tracks 2
abbreviation NMSG
IBNR 8003887
Price range 6th
opening November 1, 1848
Website URL stationsdatenbank.bayern-takt.de
Profile on Bahnhof.de Marktschorgast
location
City / municipality Marktschorgast
country Bavaria
Country Germany
Coordinates 50 ° 5 ′ 27 ″  N , 11 ° 39 ′ 12 ″  E
Railway lines
Railway stations in Bavaria
i16 i16 i18

The station Marktschorgast is at the upper end of the level Leaning in the district of Kulmbach in Upper Franconia . This steep ramp with a maximum gradient of 25 ‰ (1:40) was built between 1844 and 1848 during the construction of the section from Bamberg to Hof of the Ludwig-Süd-Nord-Bahn . On the way from the valley of the White Main to the Rhine-Elbe watershed on the Münchberg plateau , it overcomes a height of 157.7 meters over a length of 6.8 kilometers.

The capital of the municipality of Marktschorgast today has almost 1400 inhabitants. Originally located outside the town, the train station is located on its southern edge at 347.57 m above sea ​​level . It gained supra-local importance through its location on the steep section. Not only was it mostly the end point for the locomotives used in the pushing service , express trains also stopped there. The D 2454 from Hof ​​to Stuttgart stopped in Marktschorgast as planned.

As a test drive at the Nuremberg repair shop , the inclined plane saw rare guests again and again. In this context, for example, the VT 3 of the Alsternordbahn, a MAN rail bus, came to Marktschorgast in 1958 .

The ensemble of reception building , goods shed and water house is now a listed building .

History and description

Marktschorgast station around 1848
Reception building and tilting technology - DMU of class 612 at platform 1 at the main platform

The station is located in a curve directly at the upper end of the ramp section, just north of the station there is another, less steep ramp up to the watershed (at Schödlas at 600 m height). At its southern head, already in the downhill section, there is a simple track connection that originally served the pushing locomotives that were there to switch from the uphill to the downhill track. Today she is z. B. used by the rail buses of the German Steam Locomotive Museum (DDM) ending in Marktschorgast . The reception building is a three-storey sandstone building with a hipped roof and single-storey extensions on both sides.

Initially, the station, at the north end of which the double-track system of the Inclined Plane ended, consisted of two through and two operating tracks. The latter were used by the pushing or leader locomotives and crossed at a turntable . The goods shed was initially on the other side of the tracks. To the north, the line was given a second track in 1872, which was dismantled again in the summer of 1982 between Marktschorgast and Stammbach .

Southern head of the station under the new road bridge with the DDM rail bus still moving down the mountain track (2012)

In 1892 the station was rebuilt and expanded. Starting from the mountain track, it received three more continuous tracks and pull-out tracks on both sides . In order to clear the route, freight trains could enter the northern pull-out track, known as the “Goldberg-Stutzen”, which was secured with a Bavarian main signal at the buffer stop. After pushing back into the southern pull-out track, they took water from the water crane and from there reached the main track in the direction of the courtyard . Another special track was the so-called "water track". Because of the low speed and the high steam consumption when traveling uphill, the early steam locomotives occasionally experienced a lack of water. To remedy this, the machinist let the locomotive quickly roll back and forth several times on this track, which must always be kept clear, which properly filled the boiler again.

Northern station exit with 01 1075 and 01 1533 (2014)

A trapeze of switches on the valley track led to the butt tracks north of the reception building to the goods shed, which had been removed stone by stone at the old location and rebuilt there, and to the loading road . The level crossing near the station building was replaced in 1892 by a steel truss bridge built further south. It was reinforced in 1926 and replaced by a reinforced concrete bridge in 1982.

In the 1970s, the station had four tracks, of which the downhill track was on the house platform , the uphill on an intermediate platform . The easternmost track ended towards the south but already bluntly at a buffer stop. A trolley was stationed in the railway maintenance office on the east side of the station . Parallel to the entrance to the valley, the southern pull-out track was on its east side until 1991. In 2003 only the two main tracks 1 and 2 were left.

At the head of the station facing the inclined plane, the signal box was located on the old road bridge in a two-storey, hexagonal brick building. When the light signals went into operation in 1963, it was still in operation ten years later. In 1980 the protruding roof of the goods shed was shortened considerably and parts of the roof support were removed. The water house behind him was temporarily used as a residential building, it is the last such building from the early days of the Ludwig-Süd-Nord-Bahn between Bamberg and Hof. In September and October 2019, DB Netz AG renewed 1,350 m of track and two points in the Marktschorgast station.

The Nuremberg repair shop often carried out its load test drives over the inclined plane for new inspections or after major repairs. These trains changed direction in Marktschorgast, u. a. so were the diesel-electric former Wehrmacht locomotives of series 288 there.

  • Track side of the reception building

  • Street side of the reception building

  • Goods shed after dismantling the canopy

  • Former water house

traffic

Class 641 diesel multiple units in front of the listed ensemble

In 2019 Marktschorgast will be served every hour by regional express trains from DB Regio Nordostbayern on the Hof- Lichtenfels route. Class 641 multiple units alternate with class 612 tilting multiple units , the latter running every two hours to Bamberg.

Pre-tensioning and pushing operation

Model of a Bavarian CI

In the early days, the scheduled steam locomotives of the BI series in Neuenmarkt were pre- loaded with three-axle CI series machines , which were specially developed for this service on the Inclined Plane. They were called remorqueurs (tugs) and before heavy trains often ran through Marktschorgast to Falls , Stammbach or Schödlas. After just 10 years, the C I were replaced by five class C II locomotives . These were no longer custom-made for the inclined plane and were among the most powerful freight locomotives of their time. From 1874 four machines of the C III series did this service, which were in turn replaced by the C IV series in 1892 . At the latest, the C-IV machines were not only used in pre-tensioning but also in pushing operation.

94 1730 ( Prussian T 16.1 ) in the German Steam Locomotive Museum in Neuenmarkt

After the First World War , numerous C IVs went to France and Romania as reparations . From 1919, the G 3/4 H series was probably also used in the pushing service, although it was not particularly suitable for this purpose. Between 1927 and 1942 Prussian T 16.1s (class 94.5–17) performed this task. The disadvantage of all the pre-tensioning and pushing locomotives used up to that point was the tender , which was of no use for the friction weight. With the T 16.1, a particularly suitable type of locomotive came onto the inclined plane for the first time; 1936 came with the 1913 developed Mallet - Series 96 (Bavarian Gt 2 × 4/4) then even stronger Schiebeloks there, also with 95,003 first Prussian T 20 .

Due to the war , not least because of a lack of spare parts, in mid-1944 only six 95 series locomotives were still operational. Newly added line locomotives of the war series 42 were therefore also used in pushing service until around 1953. At the latest after the decommissioning of the 96s (1948), locomotives of the 57 series ( Prussian G 10 ) were also used in this service - and almost exclusively between 1953 and 1965 - from 1949 initially occasionally and regularly in the 1960s, those of the 50 series . Even the 64 series could sometimes be found in the pushing or printing service in the 1950s.

From 1963 diesel locomotives were also used in the pushing service, initially occasionally and from 1967 exclusively. Mainly it concerned the series V 200 , V 100 and V 60 . When the steam company was closed in 1975, the pushing service on the Inclined Plane ended.

A number of steam locomotives for the pushing service were equipped with a Keller coupling that could be released from the driver's cab . The printing service was normally ended at the Marktschorgast exit signal. During the journey, the driver of the pushing locomotive detached his engine from the train and informed the locomotive of this with a warning whistle . Then he braked his machine and, after he had received the order to leave from the dispatcher , drove back on the uphill track of the Inclined Plane.

Remarks

  1. ↑ So called because of its tour around the Goldberg
  2. ↑ The locomotives of the early railroad operation had pumps that were connected to the driving axles and, depending on their speed, pumped water into the boiler

Web links

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

Individual evidence

  1. ↑ Inclined plane at dampflokmuseum.de, accessed on October 16, 2019
  2. ↑ Steffen Lüdecke: The Inclined Plane . 4th edition. EK-Verlag, Freiburg 2016, ISBN 978-3-88255-594-3 , p. 12 .
  3. ↑ Marktschorgast at dorfbahnhof.de, accessed on October 16, 2019
  4. ↑ Steffen Lüdecke: The Inclined Plane , p. 360.
  5. ↑ Reports and pictures at schiefe- Ebene.info, accessed on November 16, 2019
  6. ↑ a b c Information boards at the train station and on the inclined plane
  7. ↑ Steffen Lüdecke: The Inclined Plane , p. 54 ff.
  8. ↑ a b Steffen Lüdecke: The Inclined Plane , p. 280.
  9. ↑ Steffen Lüdecke: The Inclined Plane , p. 286.
  10. ↑ Steffen Lüdecke: The Inclined Plane , p. 282 f.
  11. ↑ Steffen Lüdecke: The Inclined Plane , p. 289.
  12. ↑ Steffen Lüdecke: The Inclined Plane , p. 288.
  13. ↑ Steffen Lüdecke: The Inclined Plane , p. 287.
  14. ↑ Steffen Lüdecke: The Inclined Plane , p. 286.
  15. ↑ Steffen Lüdecke: The Inclined Plane , p. 202.
  16. ↑ Steffen Lüdecke: The Inclined Plane , p. 208.
  17. ↑ Steffen Lüdecke: The Inclined Plane , p. 120.
  18. ↑ 1990: Demolition of the Kulmbach water house at schiefe- Ebene.info, accessed on November 26, 2019
  19. ↑ The tracks at Marktschorgast station are being renewed at infranken.de, accessed on November 26, 2019
  20. ↑ Construction work is in progress at frankenpost.de, accessed on November 26, 2019
  21. ↑ Steffen Lüdecke: The Inclined Plane , p. 201.
  22. ↑ Steffen Lüdecke: The Inclined Plane , p. 203.
  23. ↑ Steffen Lüdecke: The Inclined Plane , p. 125 ff.
  24. ↑ a b Steffen Lüdecke: The Inclined Plane , p. 137 ff.
  25. ↑ Steffen Lüdecke: The Inclined Plane , p. 244.
  26. ↑ Steffen Lüdecke: The Inclined Plane , p. 363.
  27. ↑ a b Steffen Lüdecke: The Inclined Plane , p. 235 ff.