Sassnitz harbor station

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Sassnitz harbor
Hafenbahnhof 1959 with railway station tracks, vehicle access and reception building. Ferry bed I (left) has already been expanded, ferry bed II (right) is still in its condition from 1909.
Hafenbahnhof 1959 with railway station tracks, vehicle access and reception building. Ferry bed I (left) has already been expanded, ferry bed II (right) is still in its condition from 1909.
Data
Location in the network Terminus
Platform tracks 2
abbreviation WSZH
opening May 1, 1897
Conveyance December 1, 2000
location
City / municipality Sassnitz
country Mecklenburg-Western Pomerania
Country Germany
Coordinates 54 ° 30 '46 "  N , 13 ° 38' 27"  E Coordinates: 54 ° 30 '46 "  N , 13 ° 38' 27"  E
Railway lines
Railway stations in Mecklenburg-Western Pomerania
i16 i16 i18

The station Sassnitz harbor (until 1993: Saßnitz port ) than ferry terminal to 1998 starting point of Sassnitz-Trelleborg . Established in 1897 as a transshipment point for postal ship traffic between the German Empire and Sweden , in 1909 ferry traffic between the two countries commenced . Almost 90 years later, the system, which was constantly being expanded, was replaced by the ferry station in Mukran. As part of the former city port, the station area is a listed building .

Location and structure

Sassnitz port station with pier and chalk loading

The connection to the port was made via an almost two-kilometer branch line that led from the end of the Stralsund – Sassnitz railway line , from Sassnitz train station , around the city center. The single-track railway overcame a height difference of over 30 meters with a maximum gradient of 27 per thousand, making it a steep stretch . After another hairpin , the trains were able to enter the respective station tracks. The platform tracks were butt tracks , further shunting movements were necessary to operate the ferry beds. They were not used when the passenger coaches were placed directly from the pull-out siding on or on board the ferry.

The core of the system was the ferry terminal, consisting of two ferry beds designed for entry from the stern with ferry bridges and a four-way switch each, a customs platform and the “glass station” access structure to the ferries. The glass station and the customs platform were connected by a pedestrian bridge. In addition, there were extensive facilities for freight traffic , including the siding of the VEB Fischkombinat, locomotive sheds and other customs facilities. In 1957, a 150-meter-long bridge was built over the station area for the transfer of motor vehicles, which served as an entry and exit point.

The track systems have largely been dismantled since the line was closed at the end of 2000, including the access to ferry bed I including the quadruple switch. The railway line was expanded as a new vehicle access. The bridge to Fährbett II still exists, as does the glass station , which is now used as a museum , and a goods shed from the beginnings of ferry traffic.

history

An occasion of the 100th anniversary of the King line brought out stamp of Deutsche Post shows the ferry terminal with ferry berth II in a state of 1920 years.

At the same time as the Sassnitz – Trelleborg mail service was opened on May 1, 1897, the branch line to the port was opened. Initially, the station was only used to transfer goods between ship and rail. Reloading, however, took a long time, and the steamers quickly reached their capacity limits. On November 15, 1907, Germany and Sweden signed a state treaty to set up a rail ferry service on this connection. The existing railway connection and the favorable location on the lake side contributed to this, among other things.

Scheduled operations began on July 7, 1909. Before that, the 1510 meter long east pier had been built from 1901 to 1909, which secured the harbor basin. The smaller western pier had been built for handling chalk.

Despite the good lake-side location, the land-side connection was a bottleneck due to the lack of space. Tweaking your head in the Sassnitz Hafen and Sassnitz stations was cumbersome, and the number of axles of the trains was limited due to the gradients of up to 27 per thousand. The narrow location of the port station was another factor. Therefore, the construction of a new connection via Mukran was planned before 1914 , and from 1937 to 1939 the Deutsche Reichsbahn (DR) began building this connection line . Both projects fell victim to the respective world wars.

Ferry traffic developed positively until the Second World War . However, on November 26, 1944, the Swedish ports were closed to German ships. An Anglo-American bombing raid on March 6, 1945 destroyed 537 apartments in the town with its pier and quays, and large parts of the port and train station facilities. The provisional reconstruction could be completed in 1947/48, on March 16, 1948 ferry traffic was resumed.

Sassnitz ferry port, around 1978
Ferry bridge with quadruple points from the main deck of the MFS Sassnitz, August 1996

The Swedish State Railways (SJ) and the Deutsche Reichsbahn (DR) started using new, four-track ferries from 1958 and 1959, respectively, in order to cope with the increasing freight traffic on the one hand and on the other not to let private motor vehicle traffic fall behind . The ferry bed I was rebuilt accordingly, widened and replaced the single-track ferry bridge with a four-way switch. The bridge consists of two articulated superstructures, each 25 meters long. It is able to compensate for diving depths of 1.30 meters and water level fluctuations of 1.10 meters compared to mean water . Two years earlier, a bridge was stretched across the station area for vehicle traffic. The road vehicles crossed this after the border crossing point and then got onto the ferries via a separate bridge. The steel- framed glass station was built as a reception building between the two ferry beds . The modifications were completed on July 6, 1959, at the same time the Sassnitz ferry was put into service. Fährbett II was also rebuilt after the last pre-war ferries were retired from 1975 to 1977. The separate bridges for motor vehicles were dismantled at the same time. In 1977 the ferries "Sassnitz" , "Rügen" and "Stubbenkammer" operated by the Deutsche Reichsbahn and the "Trelleborg", "Skåne" and "Svealand" operated by the Swedish State Railways. In 1977 the most modern ferry, the “Rostock”, was put into service. It was built in Norway for the “King's Line” and had 605 meters of track for 49 cars. These ferries could haul up to 1,000 wagons a day. In addition, a bottleneck at the level crossing at Sagard was removed by building a bridge. The ferry bed I was expanded again in 1984 by the DR. In 1981 the "Trelleborg" and 1989 the "Sassnitz" were replaced by new buildings. The port railway was electrified on May 27, 1989.

View from the pedestrian bridge over the former station area, 2007

After the fall of the Wall , the ferry traffic in the neighboring, newly built ferry port Mukran decreased considerably. Due to the capacities that have now become free, the operation of the Königslinie could be relocated there. In 1996 and 1997 the necessary measures were implemented at a cost of 175 million DM.

On January 7, 1998 at 7:15 am, the last ferry, the Trelleborg , docked at the old ferry station. Six hours later, the Sassnitz was the first ship to be received in the port, now known as the Sassnitz ferry port. In the same year, the port area was included in the list of monuments of the Rügen district .

After the ferry service has ceased, the city intends to use the site primarily for tourism. The glass station has served as the Sassnitz fishing and harbor museum since 1996 . In 2000, however, the track systems, the border tower and the road access bridge were dismantled without a permit. The district refrained from prosecution as an administrative offense, as the other facilities were preserved. The monument list entry was later changed accordingly. In place of the road bridge, a pedestrian bridge has spanned the former station area at almost the same location since 2007 .

From the port there are three excursion routes to Stubbenkammer and Cape Arkona , as well as to Binz , Sellin and Göhren . The English submarine “Otus” is also available for inspection in the harbor . There are a number of dining options. The port has thus developed into the city's main tourist attraction.

traffic

The port station was of particular importance for the freight ferry traffic, local freight traffic took place mainly to the fish factory. In terms of passenger traffic , Sassnitz Hafen was used exclusively for transfer from the mainland to the ferries and vice versa, as well as a border station with passport and customs control. Regional traffic always ended in Sassnitz.

The handling of goods developed predominantly positively up to the Second World War, at the latest in 1944 it came to a standstill when the Swedish ports were closed. In the course of the 1950s, the pre-war level was already reached again. The newly built DR ferry "Sassnitz" with 7000 GRT had been in service since 1959. With the use of the four- and later five-track ships, the prerequisites for the use of the TEEM freight trains were created from 1961. The numbers continued to rise until the reunification and reached their highest values ​​with almost five million tons of hauled goods immediately before reunification. The neighboring ferry connection Mukran – Klaipėda reached an output of five and a half million tons at that time.

In terms of passenger transport, the focus was initially on connecting the German capital Berlin with the Swedish capital Stockholm . When the mail steamer began operating on May 1, 1897, the travel time between the two cities was 25 hours. The use of trajectories on the “King's Line” since 1909 shortened the travel time between the two cities by around five hours compared to the postal ships of 1897. Until the Second World War, connections were made via Rostock to Hamburg on the German side and via Gothenburg to Oslo on the Scandinavian side.

After the war, train traffic on the Königslinie did not begin until 1948, as both Rügen dam and the port facilities in Sassnitz were badly damaged. On the basis of the old state treaties, in addition to heavy freight traffic, passenger trains again ran over the short ferry connection to Sweden. The D 316/317 "Berlinaren" ran from Berlin to Malmö and on to Stockholm. This is as follows: Train route from Berlin Zoologischer Garten - Ex 1316 via Berlin-Ostbahnhof - D 316 - Neustrelitz, Stralsund-Rügenamm, Sassnitz Hafen, Trelleborg to Malmö C. This pair of trains was made up of DR coaches and led through coaches to Stockholm C. In the 1960s, this pair of trains ran as the D 129/130 " Saßnitz-Express ". The pairs of trains "Saßnitz-Express" and "Berlinaren" swapped the timetable for the 1968 summer timetable. The trains were mostly released for inland traffic as far as Bergen . The sections in front of the border stations that were closed to domestic traffic ceased to exist at the end of 1989, while the domestic sections of the trains to and from Malmö ended and then began in Sassnitz.

Trajected goods
year 1910 1913 1939 1949 1958 1959 1964 1969 1976 1988 1996
Handling (in 1000 t) 73 134 342 120 580 700 1378 1849 3200 4800 2500

literature

Web links

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

Individual evidence

  1. ↑ a b c d e Annette Krug: Monument of the month January 2011. The Sassnitz city harbor. (No longer available online.) State Office for Culture and Monument Preservation, archived from the original on March 14, 2016 ; Retrieved October 30, 2011 .
  2. ^ Hans-Joachim Kirsche, Hans Müller: Railway Atlas GDR . Tourist Verlag, Berlin / Leipzig 1987, ISBN 3-350-00293-5 , p. 105 .
  3. ↑ a b c d e f g h Dieter Grusenick, Erich Morlok, Horst Regling: The Angermünde-Stralsund Railway including branch lines . transpress, Stuttgart 1999, ISBN 3-613-71095-1 , pp. 129-137 .
  4. ↑ a b c Horst Lehmann, Renate Meyer: complaints A-Z . Wähmann Verlag, Schwerin 1977, p. 75 .
  5. ↑ Dieter Grusenick, Erich Morlok, Horst Regling: The Angermünde-Stralsund Railway including branch lines . transpress, Stuttgart 1999, ISBN 3-613-71095-1 , pp. 121-126 .
  6. ↑ a b Dieter Grusenick, Erich Morlok, Horst Regling: The Angermünde-Stralsund railway including branch lines . transpress, Stuttgart 1999, ISBN 3-613-71095-1 , pp. 138-141 .
  7. ↑ Sassnitz: "Glasbahnhof" before a new future. (No longer available online.) In: Ostsee Anzeiger - Der Rügener. October 14, 2009, archived from the original on November 11, 2009 ; Retrieved November 4, 2011 .
  8. ↑ GDR travel guide . Brockhaus Leipzig, 1966, pp. 28 and 101
  9. ↑ GDR travel guide . Brockhaus Leipzig, 1966, p. 29
  10. ↑ Dieter Grusenick, Erich Morlok, Horst Regling: The Angermünde-Stralsund Railway including branch lines . transpress, Stuttgart 1999, ISBN 3-613-71095-1 , pp. 94-98 .
  11. ^ German course book summer 1939
  12. ↑ Dieter Grusenick, Erich Morlok, Horst Regling: The Angermünde-Stralsund Railway including branch lines . transpress, Stuttgart 1999, ISBN 3-613-71095-1 , pp. 98-101 .
  13. ↑ GDR travel guide . Brockhaus Leipzig, 1966, p. 29 and 101 for numbers 1964