Tharandt station
| Tharandt | |
|---|---|
 Entrance building, street side
|
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| Data | |
| Operating point type | railway station |
| Design | Through station |
| Platform tracks | 3 |
| abbreviation | DTH |
| opening | June 28, 1855 |
| Profile on Bahnhof.de | Tharandt |
| Architectural data | |
| Architectural style | Swiss style |
| location | |
| City / municipality | Tharandt |
| country | Saxony |
| Country | Germany |
| Coordinates | 50 ° 58 '59 " N , 13 ° 35' 31" E |
| Height ( SO ) | 208.42 m |
| Railway lines | |
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| Railway stations and stops in Saxony | |
The Tharandt Station is an operating agency of the Dresden-Werdau railway in the municipality of the city of Tharandt . Until the electrification of the line in 1966, Tharandt was an important intermediate station for setting up the push locomotives on the steep ramp to Klingenberg-Colmnitz . Today the station is only important for regional traffic, it is the end point in the Dresden S-Bahn network for some services of the S3 line.
history
The Tharandt station was built on June 28, 1855 with the opening of the Albertsbahn AG line and its branches for the coal mines in Plauenschen Grund . The station only got its real importance in 1862 with the continuous opening of the Dresden – Werdau railway line , when the station became the valley station of the Tharandter Steige, which was feared by steam locomotives. Over a distance of twelve kilometers, over 230 meters in altitude had to be overcome to the Klingenberg-Colmnitz train station . From that time on, there were always at least two pushing or tensioning locomotives stationed in Tharandt in order to move the trains over the platform without any problems. In any case, the section from Dresden to Tharandt developed strongly. The line from Dresden to Tharandt had already reached its capacity limit in 1900.
This led to the renovation of the entire station. In 1909 the representative reception building in the Swiss style and the numerous outbuildings were built. The track systems were greatly enlarged. There were a total of 17 tracks in the station area. Old photographs show that at that time there was no house platform , but two intermediate platforms . Between the reception building and the platforms there was an underpass for travelers and a baggage transfer for luggage, as also existed in Freital-Potschappel . A locomotive deployment point existed here until the station was electrified in 1966. Around 1900, the two signal boxes at the station entrances towards Dresden and Edle Krone and the numerous ancillary buildings such as the railway maintenance office and many farm buildings were built.
Since the train traffic on the Dresden – Werdau railway line was very heavy at the time, the large number of tracks at the station can be explained. The route between Hainsberg and Tharandt originally consisted of four tracks. At least two push-pull locomotives were always stationed at Tharandt station. because the trains on the route, like the Dresden – Munich express train, consisted of at least about seven four-axle express train wagons and required pre-tensioning and pushing locomotives to keep the travel times. Nothing about that changed after the world wars. Photographs show the interzonal trains from Görlitz to Munich with ten four-axle express train carriages that had to be carried over the ramp in this length.
In 1966 the Dresden – Werdau railway line was electrified. This had enormous advantages for the operational service, since the pushing services from Tharandt station were no longer required. Heavy freight trains were transported with two E 42s , the passenger trains with a locomotive of this series. The track system could subsequently be reduced. An undated track plan no longer shows a locomotive shed. The greatest structural changes were made after 1989; the luggage transfer to the intermediate platforms was removed, the exact date is no longer certain. Today only a one-story building of this system can be seen on the main platform. The tracks on the station forecourt were removed and replaced by a bus stop and extensive bicycle racks.
In 2001 the station was equipped with an electronic signal box. This resulted in the greatest changes at the station. Since then it has only consisted of five continuous tracks, an intermediate platform and a house platform. The two mechanical signal boxes became inoperable. Due to the August floods in 2002 , the tracks at the station were completely destroyed by the Wilde Weißeritz . During the reconstruction, some buildings such as the W2 signal box, the railway maintenance office and some farm buildings were also torn down. The station building has been empty since then and is structurally in poor condition. The sale of the building in 2013 did not change that. Overall, a large part of the historic buildings was integrated into the current railway operations and saved from demolition. Signal box B1 was demolished on January 9, 2016; With the construction of the cycle path between Hainsberg and Tharandt, the Deutsche Bahn site , on which the former signal box stood, is required for the cycle path system for the second construction phase . The building's monument protection had been lifted in advance.
Existing outbuildings of Tharandt train station in 2015
Newly built waiting hall on the main platform of Tharandt train station
Waiting hall, bicycle stand and underpass next to the ground floor of Tharandt station
Waiting hall of the intermediate platform in Tharandt station
Former farm building of Tharandt station converted into a waiting hall
Platforms
No information can be given about the original track and platform systems of the station. After the expansion in 1909, the station had two intermediate platforms. The travelers had access to the intermediate platforms via an underpass. The baggage was transported in a baggage transfer over the main railway tracks. Access to the underpass and the goods lift was from the reception building. The remains of the entrances to the intermediate platform can still be seen today on the track side of the station building. Originally the station did not have a house platform, the tracks at the station building were used for the push locomotives and the feed to the goods shed.
Today the station has three platform tracks, a house platform and only one intermediate platform. Access to the intermediate platform is via a former farm building. The passenger trains in the direction of Freiberg stop at the house platform . The trains to Dresden and the S-Bahn trains ending in Tharandt stop at the intermediate platform. There are through and overtaking tracks for trains that do not stop in Tharandt between the main platform and the intermediate platform and behind the intermediate platform.
traffic
In the steam locomotive era, almost all trains had to be pushed on the ramp, which required good logistics at the station for the pushing operation and the use of faster and slower trains. The east-west direction of the railway line has always been a heavily frequented route for freight and passenger trains. After the electrification, the stops in the station were no longer necessary because the pushing locomotives were added. There was roughly an hourly train service through the station, although freight traffic in the direction of Freiberg was still quite considerable until 1989.
Currently (2015), passenger trains run through the station every 30 minutes in approximately every direction, with all trains stopping at the station. The operation with freight trains has decreased compared to earlier times.
Tharandt locomotive station
Instead of today's net market, the locomotive station was at the exit in the direction of Werdau. After the line was electrified (1966), the boiler house served as a depot for the Dresden Transport Museum until it was demolished in the early 1990s .
Locomotives at home here were the 75.5 , 95.0 , 93.5 , 94.20 as well as various representatives of series 58 locomotives with a tender , which shaped the last few years of the pushing service. A special chapter is played by locomotives of the 58 series with pulverized coal firing , of which two locomotives of this design are shown in a photograph from around 1961. These locomotives had a lower risk of forest fires when operating through the Tharandt forest . All push locomotives were equipped with Keller's couplings , which made it possible to uncouple the push locomotives without stopping the train at the apex at Klingenberg-Colmnitz station.
literature
- Erich Preuß, Reiner Preuß: Saxon State Railways. transpress Verlagsgesellschaft, Berlin 1991, ISBN 3-344-70700-0 .;
- Kurt Kaiß, Matthias Hengst: Railway node Chemnitz - rail network of an industrial region , Alba, Düsseldorf 1996, ISBN 3-87094-231-2 .
Web links
- Tharandt train station on www.sachsenschiene.net
Individual evidence
- ^ Report on the development of the Dresden-Werdau railway line on www.sachsenschiene.net
- ↑ a b c d Track plan of the Tharandt station on www.sachsenschiene.net
- ^ Photograph of the tracks at Tharandt station on www.sachsenschiene.net
- ↑ Kurt Kaiß, Matthias Hengst: Railway node Chemnitz - rail network of an industrial region , Alba, Düsseldorf 1996, ISBN 3-87094-231-2 , page 149
- ↑ Photograph of the Tharandt station's railway maintenance department at www.sachsenschiene.net
- ↑ Photograph of a former farm building at Tharandt train station on www.sachsenschiene.net
- ↑ Photograph of a former farm building at Tharandt train station on www.sachsenschiene.net
- ↑ a b Kurt Kaiß, Matthias Hengst: Railway node Chemnitz - rail network of an industrial region , Alba, Düsseldorf 1996, ISBN 3-87094-231-2 , page 151
- ↑ Photograph of the entrance to the former Tharandt train station luggage elevator on www.sachsenschiene.net
- ^ Website of Tharandt train station at www.sachsenschiene.net
- ^ Website of the Free Press about Tharandt station
- ↑ Freital – Tharandt cycle path ( memento from September 7, 2015 in the web archive archive.today ), FRM! - Regional TV in the middle , April 20, 2015.
