Potschappel-Hainsberger connecting railway
| Freital-Potschappel W3 – Freital-Hainsberg | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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 Industrial tracks DWIR / PHV, DWIL, DWIV (status 1913)
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| Route number : | 6260; sä. DWIR / PHV | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Course book range : | - | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Route length: | 2.833 km | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Gauge : | 1435/750 mm | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Top speed: | 20 km / h | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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| Separation of DWIR – Freital-Hainsberg | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Route number : | 6260; sä. VPHV | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Course book range : | - | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Route length: | 0.600 km | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Gauge : | 750 mm ( narrow gauge ) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Maximum slope : | 50 ‰ | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Top speed: | 20 km / h | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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The Potschappel-Hainsberger connecting line was a branch line in Saxony that only served goods traffic . It ran parallel to the Dresden – Werdau railway from Freital-Potschappel to Freital-Hainsberg . Today only part of the line exists as a connecting line for the Freital stainless steel works , the remaining line was shut down as a result of the expansion of the Dresden – Werdau line in 2002 and dismantled shortly afterwards.
The line from Freital-Potschappel to the junction at km 2.134 was equipped with a third rail with a gauge of 750 mm for transfer journeys between the narrow-gauge railways Freital-Potschappel-Nossen and Freital-Hainsberg-Kurort Kipsdorf .
Prehistory and construction
DWIR line (standard gauge)
By 1900 the previous double-track line between Dresden and Tharandt had reached its capacity limit. In 1901, planning began for a four-track expansion of the Dresden – Tharandt line, which was finally implemented in sections in connection with the general renovation of the Dresden railway systems. By raising the route to a dam, the level crossings could be replaced by level-free crossings. The new passenger train tracks between Potschappel and Tharandt went into operation on April 18, 1905, the freight train tracks followed on October 26 and 29, 1910.
To connect the numerous industrial connections, the new building office provided industrial tracks on both sides of the new route. Right Wing the previous interim track Potschappel-Hainsberg and the coal branch line became Carola shaft for the construction of industrial railway DWIR ( " D resden- W erdau I ndustriegleis R used ight"). On the left of the railway line, the DWIL industrial track was built, which included the former Deubener coal railway to the Augustus shaft (DWA line). Both industrial railways were connected by the short DWIV connecting track at today's Freital-Deuben stop.
Sidings on the DWIR line existed right from the start to the Döhlen laundry of the Königlichen Steinkohlenwerk Zauckerode (later AG Sächsische Werke , Steinkohlenwerk Freital ), to the cast steelworks Döhlen (today BGH Edelstahl Freital ), to the Gebr. Malky glassworks and to the Hartmann machine factory.
PHV line with connecting track VPHV (narrow gauge)
The idea of a direct track connection between the Weißeritztalbahn and the narrow-gauge railway Freital-Potschappel-Nossen arose soon after the construction of the line in Potschappel. In the course of the planning for the four-track expansion of the Dresden – Tharandt line, the construction of a narrow-gauge connecting railway was also planned. The installation of a third rail in one of the standard-gauge freight train tracks or the use of the industrial railway built in parallel was examined. Concrete technical plans were initially not drawn up.
When the construction of the Potschappel – Tharandt freight train tracks began in 1909, a decision had to be made in advance regarding the location of a narrow-gauge route. The new building office in Hainsberg then favored the use of the existing standard gauge industrial track DWIR. Without a higher official approval, the new building office created the design for the crossing structure with the freight train tracks and had it carried out in 1909 as a preliminary construction work.
In November 1911, the municipality of Deuben submitted a request to the Ministry of Finance to immediately build the narrow-gauge line between Potschappel and Hainsberg. She justified the project with the possibility of starting passenger trains to Kipsdorf from Potschappel and thus being able to offer a connection to the Eastern Ore Mountains without changing trains. Deuben should get its own stop on the route. The Ministry of Finance examined the project and finally supported the plans. With the completion of the Malter dam, traffic was expected to increase on the Weisseritz Valley Railway, which would require the timetables to be reorganized. On January 12, 1912, the Ministry of Finance approved the installation of the third rail in the DWIR industrial track. Due to the lively transfer traffic to the sidings, however, there was no expansion for passenger traffic. Rather, the Ministry of Finance referred to the parallel state tram ( Plauensche Grundbahn ) that had been running continuously to Hainsberg since 1906 .
Work on the line began on the frost-free days of 1913. For the cut between the intersection structure and Hainsberg station, 3,500 m³ of earth had to be removed, 1,400 m of narrow-gauge track and seven points had to be laid, 1,900 m had to be worked on for the three-rail track, 900 m³ of ballast filled and 500 m³ of masonry and retaining walls to be built. The short track section between the crossing structure with the freight train tracks and the Freital-Hainsberg station was given the enormous slope of 50 per mille due to the lack of space for a flatter ramp.
In the Saxon route designation scheme, the three-rail track was given the abbreviation PHV (for Potschappel-Hainsberger connecting railway), while the brief introduction to Hainsberg station was given the abbreviation VPHV. The new line went into operation on September 10, 1913.
business
Only one train, regardless of the gauge, was allowed on the connecting line. The dispatchers in Potschappel and Hainsberg had to offer and de-register the trains in person. There was no block . The level crossings were equipped with locally operated full barriers that had to be operated by the train crew themselves. Only the Güterbahnhofstrasse level crossing was later fitted with an automatic half-barrier system. The maximum line speed for both gauges was 20 km / h. Traffic with loaded rolling vehicles was prohibited.
As planned, general cargo was exchanged over the narrow-gauge track, otherwise it was only used for internal rail transfers. During times of particularly high traffic on the Weißeritztalbahn - such as on public holidays and during the winter sports season - reinforcement trains were sometimes put together in Potschappel, transferred to Hainsberg and, after boarding for around two minutes, were used in the direction of Kipsdorf. The normal-gauge track was used exclusively for connecting operations.
On the site of the cast steel works in Döhlen, which was completely dismantled in 1945, a new large-scale operation gradually emerged from 1947, the VEB Edelstahlwerk 8. Mai Freital . Over the years, this plant has taken over almost the entire area to the right of the Dresden-Werdau railway line between the Potschappel and Hainsberg stations. Since the DWIR / PHV line now ran directly through the factory premises, the standard gauge track from the DWIV line junction to the Hüttenstrasse level crossing was dismantled and the rest of the line was converted to the siding of the stainless steel plant. A gate was installed in the narrow-gauge underpass of the freight train tracks in 1965, for which the Edelstahlwerk and Deutsche Reichsbahn had a key. The stainless steel plant could now only be operated from Freital-Hainsberg train station, and the connections to the DWIL line could only be operated from Freital-Potschappel.
After the closure of the narrow-gauge railway to Nossen in 1972, the narrow-gauge line was only used for transfer trips to the Freital-Potschappel car repair center (WAS).
The first special trips with passenger trains on the connecting line took place in the 1960s. More followed in March 1996, on the Open Monument Day in September 2001 and on the occasion of the Dresden Steam Locomotive Festival in May 2002. The last public trips took place in September 2002, shortly after the flood disaster of August 13, 2002 .
Shutdown
In connection with the expansion of the Dresden – Werdau main line, the closure of the narrow-gauge connecting line and the standard-gauge line from Freital-Potschappel station was planned at the end of the 1990s. When work on the line began after the flood of August 2002, the line was closed on December 3, 2002. The last handover to the Freital-Potschappel car repair center took place on December 2, 2002.
Today the narrow-gauge tracks between Freital-Potschappel and Freital-Hainsberg have been removed except for brief relics. The underpass of the narrow-gauge railway under the freight train tracks in Freital-Hainsberg and the underpass of the DWIV track in Deuben are filled and no longer visible. The DWIR line still exists as a siding of the stainless steel plant from the Hüttenstraße level crossing to the Freital-Hainsberg train station.
Disused three-rail track in Freital-Potschappel station
Relics of the three-rail track at the level of the former W3 signal box
Gate of the stainless steel plant at the Hüttenstrasse level crossing
Level crossing at the steelworks
literature
- Ludger Kenning: Narrow-gauge railways around Mügeln and Wilsdruff . Kenning Verlag, Nordhorn 2000, ISBN 3-933613-29-9 ; Pp. 102-111
- Hans-Christoph Thiel: Freital-Hainsberg-Kipsdorf narrow-gauge railway . Kenning Verlag, Nordhorn 1996, ISBN 3-927587-67-2 ; Pp. 26-27
Web links
- Description of the PHV on www.sachsenschiene.de
- Pictures of the track condition in 2000 on www.stilllegen.de
- Description of the Potschappel-Hainsberger connecting railway on www.lokomotive.de
Individual evidence
- ↑ Measuring table sheets No. 65 "Wilsdruff" (1913) and No. 81 "Tharandt" (1912)