Albertstadt industrial railway

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Albertstadt industrial railway
Track remnants of the industrial railway (2015)
Track remnants of the industrial railway (2015)
Gauge : 1435 mm ( standard gauge )
Siding after the setting, right the street "Am Lagerplatz" (2006)
Site of the former transfer point, located to the left of the industrial site stop (2015)
Overgrown main track of the industrial railway in front of the bridge Königsbrücker Str. (2015)

The industrial railway Albertstadt (even industrial railway or industrial railway in the north of Dresden , until the First World War also Zeugmeistereibahn is) a disused system of feeder lines in the in the north of Dresden nearby industrial estate . It branched off at km 100.178 of the Görlitz – Dresden (GD) railway line as a one-sided alternative junction with signal-dependent safety switches . In 1992, it comprised 15 kilometers of single track, 61 switches, seven double crossings and five crossings, and at the end of the 1980s - the highest number achieved - around 40 connections, branch lines and shared users were served. Opened on September 24, 1901, it was decommissioned on December 31, 2004 and largely dismantled in 2005.

history

After the Franco-German War , the Saxon assembly of estates approved the War Ministry's plans for the construction of Dresden's Albertstadt as a 360 hectare military and barracks complex in March 1873 , which was built by 1879 for over 20 million marks . The centerpiece was the arsenal , which opened on May 1, 1877 , located between Prießnitzgrund and Königsbrücker Straße. In the north of the site a “powder laboratory”, artillery workshops and explosives magazines were set up, and in 1889 a bullet factory was built. Nevertheless, there was an increasing lack of suitable transport options.

However, the location on the Görlitz – Dresden railway line proved to be favorable for the creation of a standard-gauge siding. On November 11, 1897, a cost estimate for the construction of the so-called "Zeugmeistereibahn" was submitted. After its approval, the War Ministry finally issued on July 20, 1900, the implementation permit for the planning of the civil engineer Pöge. The construction of the connecting line, which at the time branched off north of the road bridge at today's industrial site stop, began in October of the same year; The Leipzig company Zintzsch laid the superstructure. Acceptance of the actual main (main) line took place on August 31, 1901, and operations opened just under a month later on September 24, 1901.

Were erected u. a. a turntable by Kelle & Hildebrandt and a locomotive shed, in which a 14,800 mark expensive fireless locomotive from the Hohenzollern machine factory had its place. The advantage of this type of vehicle was that it was operated with superheated steam, which made a separate combustion system on the locomotives superfluous. Above all, safety aspects spoke in favor, since sidings also led to the powder magazines and the arsenal with the attached artillery workshops.

The extension of the route to the artillery depot , approved on August 13, 1901, was opened on the last day of 1901. The actual main line of the Zeugmeistereibahn had thus reached its final length (without sidings) of 1.598 km. It was used to transport artillery equipment, ammunition and military equipment as well as to supply the companies located here with raw materials. The railway operation in the densely built-up military area turned out to be problematic, as various operational instructions show. In the arsenal area, a separate 700 mm field railway was also built to enable transport within the extensive area.

The connections were continuously expanded in the following period: On November 15, 1901, the building permit for the electricity and heating plant was granted: It went into operation in October 1902 and was given its own branch track for the delivery of coal. In June 1903 the overpass of Fabricestrasse was laid, in October 1906 tracks to the wood storage yard and in the courtyard of the artillery workshop, which the company FW Philipp had built, went into operation. At the beginning of 1908, an application was made to create a loading track on Königsbrücker Strasse , via which material for the extension of the tram route to Klotzsche was to be delivered. In the same year, an accommodation building for the railway staff was built at km 99.890 GD, which later became the signal box A of the handover group.

From September 1911, the Zeugmeistereibahn was relocated and expanded, and the new line was approved on December 21 of that year. Probably due to the multi-track expansion of the Dresden-Klotzsche - Dresden-Neustadt section, the connections to the provisions office and the Zeugmeistereibahn were changed at the beginning of July 1914: the track was lowered in just eleven days. A second fireless locomotive was also procured in 1914. In 1915 the transfer group (later also called "transfer point" or "industrial station") was expanded to three tracks, and the connection to the main line was moved south to the height of the army bakery (km 100.178 GD) and was retained until it was closed in 2004.

On January 3, 1917, the Dresden Arsenal stop was set up on the main Görlitz – Dresden line for workers in the artillery workshops and the ammunition factory. It was used exclusively for factory traffic and was probably drafted again at the end of the war (according to information on sachsenschiene.net 1921). It was not until 1969 that the Dresden industrial site stop was built nearby , which was accessed via a pedestrian bridge to Königsbrücker Strasse.

After the First World War , the Versailles Treaty prescribed a drastic reduction in the number of German troops and the number of military facilities. In the course of this demilitarization , numerous structures were demolished at the beginning of the 1920s, including the no longer needed connecting tracks to the powder magazines, as well as the 700 mm field railway. A large part of the buildings could, however, be put to civil use under the supervision of the "Industriegelände-Gesellschaft Dresden-Albertstadt mbH", founded in 1922. Well-known companies settled in the industrial area, as the area was now called, such as a branch of the Sächsische Maschinenfabrik from Chemnitz, Ernemann-Werke AG, the radio factory Mende & Co. and the construction company Wayss & Freytag AG

During the time of National Socialism , on April 1, 1935, it was reintegrated into the Dresden Army Base Administration as the "Albertstadt Army Operations Center". The wide range of companies that produced on the industrial site remained unaffected, although some companies turned into armaments companies during the World War . From 1941 the entire area was again subject to the military authorities.

There was hardly any damage from the air raids on Dresden ; the complex was initially completely taken over by the Red Army after the end of the war . On July 1, 1945, Albertstadt was incorporated into Dresden, the companies were expropriated and many of the technical facilities of the industrial plants were dismantled by the Soviet occupiers. After that, the area came into the administration of the then Saxon state government for the Reich Treasury, upon a decision of this and the consent of the city, the VEB Verkehrsbetriebe der Stadt Dresden , today's DVB AG, was set up on January 1, 1953 as the operational facility. The now state- owned companies on the industrial site were served, with the number of connections, including the NVA and the Soviet Army, growing to 40 by the end of the 1980s, to whom an annual average of around 10,000 freight wagons were delivered to the connections, further branch lines and co-users according to the loading plan.

In addition to a total of 15 km of track (8 km of which owned by the transport company), there were 61 single switches (27 owned by DVB), seven double crossing switches (two owned by DVB) and five crossings. Mechanical systems were the already mentioned hand-operated turntable with a diameter of 5.5 meters and a load capacity of 25 megaponds (Mp) and a weighbridge with a load capacity of 100 Mp. A roundhouse was used as the locomotive shed, with a stand being used as a workshop. Engine shed II was demolished in January 1997. In the course of the road expansion in the industrial area, a track section was even renovated around 2000.

The creeping shutdown began in the early 1990s, when numerous companies, and thus connections, stopped their production or transports were increasingly shifted to the road: Numerous sidings were abandoned, dismantled or left to nature. On October 1, 1992, operational management changed from DVB to the Deutsche Reichsbahn and from January 1, 1994 it was with Deutsche Bahn . The last freight wagon was delivered in October 2004, and on December 31, 2004 the DB AG carried out the final shutdown. The northern parts of the tracks were still used by a metal recycling company until they were dismantled.

In June 2005, on behalf of the Dresden Transport Company, the tracks and points of the three-track transfer group were finally dismantled by a track construction company, and the manually operated 5.5-meter turntable in front of the initially four-sided roundhouse of the industrial train station was expanded and filled in the meantime.

Remnants of track, including those from the 700-mm-gauge transport line, can be detected at the end of the line at the former arsenal in today's area. Some vehicles are now in the railway museums in Löbau, Chemnitz and Schwarzenberg.

vehicles

The two fireless locomotives from 1901 and 1914 were finally replaced in 1971 by two type C fireless locomotives (serial numbers 219195 and 219196) from VEB Lokomotivbau Karl Marx Babelsberg (LKM). From 1976 to 1984 a steam locomotive from Henschel (C n2t, serial number 19763) was in use, which in turn was replaced by two class V 60 diesel locomotives built by VEB Lokomotivbau Elektrotechnische Werke “Hans Beimler” Hennigsdorf (LEW) . A class V 18 small diesel locomotive was also used.

It is also known, however, that the railway workers (actually and correctly: tramers who were licensed as operating railroaders for the connecting railway) on the Dresden Transport Company's industrial railway tried in a very unusual way to give posterity to historical Saxon railway vehicles that did not make it into official museum lists to obtain. With the benevolent approval of the then traffic director of the VEB Verkehrsbetriebe der Stadt Dresden, Heinz Haase, numerous interesting and well-preserved rail vehicles were found on the tracks of the industrial railway. In the second half of 1977 z. B. the last surviving locomotive of the Saxon class XI HT , the 94 2105 to Dresden, on October 30, 1978 it was exchanged for the corresponding amount of scrap from other sources on the Albertstadt industrial railway: It was thus officially off the operating list of the Deutsche Reichsbahn (DR) disappeared because the DR had no access here. The 94 2105 did not appear again until five years later, when the Aue depot celebrated the 75th anniversary of its existence as an independent agency in July 1983. It is now in the holdings of the Schwarzenberg Railway Museum .

The two electric locomotives of the Deuben freight railway were also preserved here until their museum use was finally agreed.

The following rail vehicles were available on December 30, 1992, the end of operations at Dresdner Verkehrsbetriebe AG (location as of 2017):

Locomotives

  • Locomotive 1 of type V 60 D (year of construction 1976, factory number 15361 of the LEW, property of DVB AG since 1976, sold to private company in 1996, on loan from the Chemnitz Railway Museum since 2010)
  • Locomotive 2 of type V 60 D (year of construction 1968, factory number 11978 of the LEW, delivered to EVW Schwedt , property of DVB AG since 1984, sold to privately in 1996, parked)
  • Locomotive 3 of type V 18 B (year of construction 1967, serial number 261571 of the LKM, remained private)

Small car

  • Railcar, SKL 24 (Schöneweide) (built in 1976, serial number 10948 of the DR Kirchmöser, whereabouts: Saxon Railway Museum Chemnitz-Hilbersdorf)
  • Sidecar, Kla Schöneweide (year of construction 1977, serial number 2308 of the DR Kirchmöser, whereabouts unknown)
  • Sidecar, Kla Schöneweide (without further information, converted from SKL, parked)

In addition, there were other rail vehicles for different purposes, such as B. Works wagons, sleeper wagons, a snow plow and Bauloris (railroad master’s car) and turntable wagons for rail transport and other particularly long objects.

literature

  • Dresdner Verkehrsbetriebe (Ed.): From coachmen and conductors. The 135-year history of the Dresden tram. 3rd, extended and additional edition. Junius, Dresden 2007, ISBN 978-3-88506-018-5 , pp. 224-225.

Web links

Individual evidence

  1. ^ "Dresden-Albertstadt Industriebf - Arsenal". Retrieved January 12, 2019 .
  2. ↑ Andreas Christopher: Feuerlose C des LKM , online , accessed on January 11, 2019.
  3. ↑ Portrait on dampflokomotivarchiv.de , accessed on January 11, 2019.
  4. ↑ Excerpt from the operating log on the website of the East Saxon Railway Friends , accessed on January 11, 2019.
  5. ↑ Most recently § 53 of the order on the construction and operation of connecting railways (building and operating regulations for connecting railways - BOA) of May 13, 1982 (GDR special edition No. 1080), in force on July 1, 1983, historical version , accessed on January 28, 2019.
  6. ^ Vehicles of the VSE - The steam locomotive 94 2105 , accessed on January 11, 2019.
  7. ^ Mario Schatz: Meter gauge trams in Dresden. Kenning, Nordhorn 2007, ISBN 978-3-933613-76-9 , s. 62.
  8. ↑ Dresdner Verkehrsbetriebe (Ed.): From coachmen and conductors. The 135-year history of the Dresden tram. Junius, Dresden 2007, p. 224.