Nuremberg marshalling yard

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Nuremberg Rbf
View from the Katzwanger Strasse bridge
View from the Katzwanger Strasse bridge
Data
Design one-sided slope station
abbreviation NNR
opening August 3, 1903
location
City / municipality Nuremberg
country Bavaria
Country Germany
Coordinates 49 ° 24 '55 "  N , 11 ° 5' 30"  E Coordinates: 49 ° 24 '55 "  N , 11 ° 5' 30"  E
Railway lines
Railway stations in Bavaria
i16 i16 i18

Nürnberg marshalling yard (officially: Nürnberg Rbf ) is a one-sided sloping yard . It is one of the world's largest and most efficient marshalling yards of this type. For this purpose, special solutions were developed or adapted especially for Nuremberg , both in terms of the shunting equipment and the operating mode .

location

The marshalling yard is located in the south of the city of Nuremberg and forms a district in statistical district 4 (southern outer city) between the districts of Hasenbuck in the northwest, the shunting yard settlement in the east and Gartenstadt in the south.

Over a length of 5.2 kilometers and a maximum width of 2.5 kilometers, the difference in height between the entry and exit groups is 24 meters.

Since the construction of the Ludwig-Süd-Nord-Bahn , Nuremberg has developed into an important rail hub . The following routes have been running in a star shape in all directions since 1877:

history

The volume of goods to be handled rose rapidly at the end of the 19th century: while around 250,000 tons were handled in 1860, in 1900 it was already 1.85 million tons.

Initially, all freight and passenger traffic was handled in the "Centralbahnhof" (now Nürnberg Hbf ), which opened in 1847 . This soon reached the limit of its performance. Therefore, between 1867 and 1876, the then “new” freight yard had to be relocated to the coal yard in the Gostenhof district . But as early as 1892, the Lord Mayor of Nuremberg, Georg von Schuh, had stated in a speech in the state parliament: “No one will dispute that the conditions at the train station in Nuremberg, both in terms of passenger and freight traffic, are very unfortunate and even untenable in the long term . “In the same year, the Bavarian State Railways Administration presented a comprehensive concept for the new planning of the marshalling yard. For the realization of the project 5.048 million marks were approved. The key points of the planning included:

  • New construction of the main station (took place between 1900 and 1906),
  • New construction of the marshalling yard in the Lorenzer Reichswald area with a required area of ​​approximately 340 hectares,
  • a connecting line from Fürth via the marshalling yard to Nuremberg-Dutzendteich.

These measures made it possible to strictly separate passenger and freight traffic. The relocation of goods traffic from the city was so urgent that in 1898 a temporary shunting facility was created. The most important prerequisite for operation was what the then general management called "connecting railway Fürth - Nuremberg-Dutzendteich". In 1899/1900 all seven lines from Nuremberg were connected to the marshalling yard.

The following spoke in favor of the location decision outside the boundaries of what was then Nuremberg :

  • The favorable topographical location, six of the seven routes run south of the Pegnitz.
  • No private property had to be bought up, the Reichswald was state owned.
  • The most important industrial companies were in the southern part of Nuremberg.

On the other hand, because of the remote location for the employees, a complete settlement infrastructure, the marshalling yard settlement, had to be created. The distance between the previous station at the Kohlenhof and the new one is a good hour's walk (approx. 4 km as the crow flies). Already in the legal text it was required that at least a third of the employees should be able to live close to the company. The state railway administration erected the buildings in the strip of land between the entry and exit tracks of the entrance station, as this strip could not be used operationally. The slide bearings used on the wagons at the time of the construction of the station spoke in favor of a gradient station , the gradient should enable the wagons to run more easily. The increasing use of roller bearings with lower rolling resistance meant that additional devices were required to brake the car.

Construction and commissioning

Water tower

The marshalling yard was planned in 1897/1898 as a sloping yard based on the models Edge Hill near Liverpool and Dresden-Friedrichstadt . For this purpose, an inclined plane of enormous dimensions had to be created between the entry tracks in the southeast and the exit tracks in the northwest. The trains run into the entry station from the west and east. Two trains can be dispatched at the same time ("double run"), which is why the direction tracks were laid out in two bundles. This is followed by the station groups and the exit station. In the mid-1920s, an extensive railroad settlement with the small NBG-Zollhaus station was built to the northeast of the approach track known by the residents as the "drainage head". The entry tracks previously crossed the tracks of the Nuremberg Ringbahn .

At the opening, the entry station consisted of six entry tracks , two bypass tracks and one pull-out track . The southern direction group comprised 19 tracks, the northern direction group consisted of 22 tracks. There was also a siding. The two subsequent station groups (“harps”) each had eleven tracks, as did the exit station. Ten tracks were used as a storage group for cars that were temporarily superfluous.

On the southern side, the following facilities were built:

  • a depot with parking spaces and two turntables,
    Locomotive sign from 50 1123; in 1965 it belonged to the inventory of the Nuremberg marshalling yard.
  • a workshop for the repair of six locomotives and 16 cars in two halls,
  • own power station,
  • its own deep well with a water tower.

In order to be able to work around the clock, the signal and turnout systems were operated electrically. The marshalling yard was therefore state-of-the-art right from the start. As one of the few structures that can be seen from the outside, the water tower can be considered the landmark of the marshalling yard.

The pure construction costs amounted to 12 million marks, together with the access lines they amounted to 21 million marks. More than 1.5 million cubic meters of earth had to be moved, mainly because of the incline to be created. On August 3, 1903, the marshalling yard was put into operation.

From the beginning there was a reloading point for general cargo with eight butt tracks. The previous marshalling yard at the Kohlenhof was still used for local goods handling . Numerous industrial companies in the south of Nuremberg were also connected to the railway network, with five collecting tracks initially available. In 1909 there were sidings on the northern side for the following companies and institutions (from east to west):

  • Disinfection system,
  • northern siding and general cargo reloading,
  • Rail and material warehouse,
  • Siemens-Schuckertwerke ,
  • Maschinenfabrik Augsburg-Nürnberg ( MAN ),
  • eastern industrial track (including Richter's steam saw),
  • Terrain Aktiengesellschaft,
  • western industrial track,
  • Anlände on the Ludwig-Danube-Main Canal ,
  • Viehhof and the municipal gas works in Sandreuth .

1930s to 1970s

During the gigantic period of the 1930s, the first plans arose to relocate the marshalling yard by building a new flat station in the Hembach area between Sperberslohe and Furth . The huge operating and marshalling yard was planned there, which should also have connected to the planned so-called broad gauge railway . However, until the end of the Second World War, this project did not get beyond the planning phase and the necessary geodetic route measurements, and the marshalling yard remained important to the war effort. During the war the area was bombed several times; Even today, a number of duds are suspected on the site.

In the 1970s, the new marshalling yard plans were taken up again in standard gauge to replace the aging freight yard in the southern part of Nuremberg. The Deutsche Bundesbahn planned the new building in the Kessel and Hebenbach forest between Sperberslohe and Furth. However, the enormous land consumption associated with this , the increased environmental awareness and massive protests from the population prevented this project. The modernization of the existing systems began; the planned alternative area was designated a water protection area and in 1985 as a protected forest .

Modernization 1983 to 1988

Thanks to the “framework planning for the marshalling yards of the Deutsche Bundesbahn”, a conversion of the marshalling yard could be tackled. The project had three goals: to increase performance, increase safety and improve profitability. From the first groundbreaking on May 16, 1983 until the completion of the construction work on July 15, 1988, the renovation took place under the rolling wheel , i. H. without interrupting shunting operations. The station only had to be closed for four days over the Easter holidays in 1987, as the feed brakes on the discharge mountain were replaced. Although the number of tracks in the front station, in the entry station as well as in the directional group and the harps has been reduced, the extensive automation has increased the capacity.


In addition, the shunting operation became safer and faster. The renovation saved a total of 400 jobs. In 1983 1043 employees (excluding wagon master, train dispatcher, engine driver, etc.) worked in the marshalling yard, in 1988 only about 630. This also meant that the construction costs of around 258 million  D-Marks were amortized within a few years.

However, the conversion also resulted in a reduction in capacity. Before 5200 wagons could be processed daily, afterwards it was only 4700 wagons.

particularities

Both the shunting equipment and the mode of operation meant that special solutions had to be developed or adapted, most of which can only be found in Nuremberg. The large number of additional facilities and sidings in the marshalling yard itself, as well as the high volume of traffic due to the nearby freight yards in Fürth , Nuremberg main freight yard and the port of Nuremberg , result in a mix of shunting yard functions with junction station functions. A typical operational sequence consists of the following steps:

  1. The entry of the trains is controlled by the dispatcher in the signal box entry group.
  2. On the slope of the entry group , the wagons of the trains to be dismantled are secured by movable and retractable bumper blocks . The last car is to be positioned within the 40 meter travel distance.
  3. At the end of the initial treatment, the brakes are vented and the clutches are made long according to a list of separation points calculated by the operations management system . A pre-uncoupling as in flat train stations is not possible due to the gradient.
  4. The pushing in and the pushing off is radio-controlled and is automatic from the pulling of the buffer stop to the end of the pushing off . After relieving the load, the buffer stop is lowered and the push-off unit moves in, monitored and controlled by track switching devices and radio commands up to the mountain.
  5. When the automatic drain is switched on , the pushing-in process flows over to the push- off process on the drainage hill. The long screw couplings are separated with a wooden rod .
  6. On the mountain, the process control system checks the dismantling data with a light barrier and track contacts to ensure that they match the number of axles. The process into the target tracks is controlled by setting the points and regulating the speed with hydraulic rail beam brakes . The process control computer (ASR) monitors the route and the running behavior with the help of track switching means. In this way, recovery or corner joints in the switch area can be prevented by protective reactions. The push-off speed varies.
  7. The miner switches on the automatic system, monitors the pressing process and changes the dismantling data if necessary.
  8. In the direction track , the screw couplings and brake lines are reconnected by a shunter and connected to the brake test system on tracks 012 to 048 and 064 to 087. In the mentioned tracks, the wagon technical examination and brake test usually take place in the direction group. The end of the track is formed by retractable bumper blocks . When the track is cleared, these slide into protective boxes on the side, the wagon train is braked in front of the buffer stop. After the track has been cleared, the buffer stops automatically move up and take over the function of a track closure again.
  9. In the departure group, the train is secured with push-on wheel chocks and connected to the brake test system if the brake test has not yet been carried out. The wagon master carries out the initial brake and wagon- technical examination including the sequence control, if this has not happened in the direction group.
  10. After the locomotive has arrived and the transport documents have been handed over , a simplified brake test is carried out again by a shunting worker and the push-on wheel chocks are removed. Then the train is ready to depart.

To adjust the different car speeds when entering the directional tracks, a brake relay consisting of 3 hill brakes, 10 valley brakes and 68 directional track brakes is used. The control computer uses the process data of each car to regulate the hill and valley brakes in such a way that the calculated target deceleration speed is reached after leaving these brake groups. Dowty retarders automatically hold the wagons in the direction tracks at a maximum speed of 1 m / s (3.6 km / h). Around 55,000 of these are installed in the marshalling yard.

Traffic significance

In 2003, over 100 trains to over 40 destinations left the marshalling yard every working day. So were u. a. serves the following stations :

In the 2015 timetable year, around 80 trains are formed every working day, of which 28 trains to the other eight large marshalling yards in Germany, 15 international trains (destinations: Cheb, Vienna, Linz, Wels), up to 30 trains to junction stations and satellites of the company's own production center, and 8 Direct trains to junction stations of foreign production centers.

passenger traffic

Marshalling yard exit

Data
Abbreviation : NNR A
Opening: July 10, 1904
Shutdown: May 31, 1992
Coordinates: 49 ° 24 '56.2 "  N , 11 ° 4' 51.9"  E
The platform of the Nuremberg marshalling yard exit

The Nürnberg marshalling yard exit stop was on the Ringbahn and was also opened on July 10, 1904 by the Royal Bavarian State Railways with the start of passenger traffic from Nuremberg main station to Nuremberg marshalling yard.

The passenger trains on the route Nürnberg Hauptbahnhof – Nürnberg marshalling yard exit were allowed to be used by normal passengers until the entry into force of the Verkehrsverbund Großraum Nürnberg on September 27, 1987. After that, the stop was used for official passenger traffic until 1992 .

Shunting yard depot

Data
Abbreviation :
Opening: July 10, 1904
Shutdown: May 31, 1992
Coordinates: 49 ° 24 '43.4 "  N , 11 ° 5' 37.1"  E

The Nürnberg-Rangierbahnhof Betriebswerk stop was on the Ringbahn and was opened on July 10, 1904 by the Royal Bavarian State Railways with the start of passenger traffic from Nuremberg main station to the Nuremberg shunting yard. After the entry into force of the regional transport system Nuremberg on 27 September 1987, he served only until 1992 to service passenger transport .

Railway depot Nürnberg Rbf

A depot has been attached to the marshalling yard since it was founded in 1903, and has been part of the freight transport sector since the rail reform (2016: "DB Cargo"). It had two round sheds, each with a turntable, with the western one being used for electric locomotives and the eastern one for diesel locomotives after the steam operation was closed. On September 19, 2013, a new building with a new workshop hall with 15 work stations, additional workshops, offices and an outdoor cleaning system was put into operation. The cost was 24.4 million euros. In 2013 it was the largest DB Cargo workshop. For the conversion, the eastern round shed was demolished and the turntable was renewed, which now serves as the western entrance to the workshop. A new turntable was built on the east side of the workshop, which is also used for access. In addition to locomotives, freight wagons are also maintained in a workshop building built in 1995 to replace the coaling plant in the north of the Bw site.

In 1914 113 locomotives were stationed in the depot. The first electric locomotives came in 1946 with the E 94 , and the first diesel locomotives with the V 60 in 1959 . In 2014 all locomotives of the series 151 , 152 and 189 were stationed in Nuremberg, as well as locomotives of the series 232 , 290/294 , 335 and 362/363 .

literature

  • DB Cargo branch Nuremberg, DB Museum Nuremberg, History for All e. V. (Ed.): 100 years of the Nuremberg marshalling yard . Nuremberg: Sandberg Verlag 2003, ISBN 3-930699-36-2
  • Leaflet Nuremberg marshalling yard on the operational sequence, no year
  • Carsten Lorenzen: Completion of the marshalling yard in Nuremberg . In: Die Bundesbahn , 9/1988, pp. 839–848.

Web links

Commons : Nürnberg Rangierbahnhof  - Collection of images, videos and audio files

Individual evidence

  1. ↑ Quoted from: Martina Bauernfeind: Mayor Georg Ritter von Schuh: Urban development in Erlangen and Nuremberg under the sign of high industrialization 1878–1913 , (= Nürnberger Werkstück zur Stadt- und Landesgeschichte 60), Nürnberg 2000, p. 252.
  2. ↑ The future-oriented plans for the Nuremberg marshalling yard in: DB Cargo branch Nuremberg, DB Museum Nuremberg, Geschichte Für Alle e. V. (editor): 100 years of the Nuremberg marshalling yard . Nuremberg: Sandberg Verlag 2003, ISBN 3-930699-36-2 , p. 13.
  3. ↑ penultimate paragraph .
  4. ^ Marshalling yard in Reichswald, last paragraph .
  5. ↑ All information about the conversion according to Carsten Lorenzen: Automation of the Nuremberg marshalling yard - a leap of the century , in: Horst Weigelt (Ed.): Federal Railway Directorate Nuremberg. Progress from Tradition, Darmstadt 1993, pp. 69–74.
  6. ↑ The marshalling yard is an inclined plane . In: railway magazine . No. 9 , 2014, ISSN  0342-1902 , p. 27 .
  7. ↑ As of 2003.
  8. ↑ eisenbahn-magazin 11/2013, p. 21.