Ulm marshalling yard
| Ulm marshalling yard | |
|---|---|
 Track systems seen from the Wallstrasse bridge
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| Data | |
| Operating point type | Station part |
| abbreviation | DOOR |
| opening | October 1906 |
| location | |
| City / municipality | Ulm |
| country | Baden-Württemberg |
| Country | Germany |
| Coordinates | 48 ° 24 '15 " N , 9 ° 58' 10" E |
| Railway lines | |
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| Railway stations in Baden-Württemberg | |
Ulm marshalling yard , officially designated as Ulm Rbf , is the marshalling yard of the Baden-Württemberg city of Ulm . It was built between 1903 and 1911 as a supplement to Ulm Central Station and downgraded to a hub in 1994 . In addition to the marshalling yard, the Ulm transshipment station has also been operating in Ulm since 2005 .
location
The marshalling yard is located west of downtown Ulm on the border of the Ulm districts Eselsberg in the north and Söflingen in the south. The Ulm – Sigmaringen railway runs north along the marshalling yard. It extends over a length of 2.5 kilometers, whereby it is divided into two parts. The main part of the marshalling yard is in the west, to the east of it, just before the Ulm city limits, there is another storage group, which is connected to the main part via a track running parallel to the Sigmaringen line. The Söflingen station is located northeast of the main part of the marshalling yard on the Sigmaringer line .
Four bridges connect the northern and southern districts of Ulm across the marshalling yard. In the east, Bundesstraße 10 crosses the tracks with the Wallstraße bridge , in the middle the station is spanned by the Beringer bridge, which leads south to Blaubeurer Straße. At the level of the Söflingen train station, the Lupferbrücke crosses the tracks, to the east of the additional parking group there is a bridge over the K 9915 bypass road as Kurt-Schumacher-Ring. In the north of the tracks runs the street Am Bleicher Hag , which is called In der Wanne west of the Beringer Bridge . Between the two parts of the marshalling yard, the river Blau passes under the tracks.
history
Planning and construction
As early as June 1, 1850, Ulm was connected to the Württemberg railway network with the Württemberg Südbahn to Friedrichshafen and the Ostbahn (today Filstalbahn) to Stuttgart, and Ulm train station was opened in the west of the city center. After the opening of further railway lines in the following years, the Ulm train station became too small and was steadily enlarged. At the end of the 19th century, the goods handling facility could no longer commence traffic, and the existing facilities could no longer be expanded. However, since Ulm was a fortress city of the German Empire , a new train station could not simply be built on the site in front of the city. Therefore, the Royal Württemberg State Railways bought 67,259 square meters of fortress area from the city of Ulm on February 5, 1899 in order to build a new freight and marshalling yard at this point . On September 25, 1902, King Wilhelm II of Wurttemberg allowed the railway administration to compulsorily dispose of the required land. At the beginning of 1903 a comprehensive renovation of the Ulm train station was finally approved. This also included the new marshalling yard, which was to be located on the western edge of the city along the Ulm – Sigmaringen railway line. Construction began in January 1903. The glacis forest at this point was cut down and the moat was filled. To create space for the marshalling yard, the Sigmaringer line and Söflingen station were relocated to the north. Connecting tracks have been laid to the Ulm train station as well as the Filstalbahn to Stuttgart, the Brenzbahn to Aalen and the Sigmaringer line.
In September 1905, after a construction period of eleven months, the Wallstrasse bridge spanning the marshalling yard and the Sigmaringer line in the east was completed. With a width of 65.5 meters, it was the largest prestressed concrete structure in Württemberg. In 1906, the 39 meter long and six meter wide Lupferbrücke was built, which crossed the marshalling yard at the level of the Söflinger station. In October 1906, the first section of the marshalling yard was opened, which consisted of four entry tracks and eight direction and exit tracks. At the western end of the marshalling yard, the new Söflingen station was built on April 28, 1907 as part of the relocation of the Sigmaringer line to the north; the old Söflingen station was retained as a freight yard. In 1907 and 1908 the Beringer Bridge was built, which led across the middle of the marshalling yard. The iron truss bridge replaced the previous level crossing . In the spring of 1908, construction work began on the marshalling yard's goods handling facility located at Blaubeurer Tor. Between 1910 and 1912, a depot was built at the marshalling yard for the freight train and shunting locomotives , which is called Bw Ulm Rbf. On June 12, 1911, the marshalling yard , which cost twelve million gold marks, was finally completed. To improve the connection of the marshalling yard, the Sigmaringer line was expanded to two tracks by March 19, 1912 between Ulm and Söflingen .
business
The Deutsche Reichsbahn-Gesellschaft expanded the station even further in the 1920s and 1930s, so that the station was ultimately 2.5 km long and had three drainage mountains . In 1939 and 1940, the Deutsche Reichsbahn built an additional storage group with eight tracks between Söflingen and Ehrenstein in preparation for the Second World War . For this purpose, 36,670 square meters of land had to be bought for 56,424 Reichsmarks .
During the Second World War , the first air raid on the marshalling yard took place on August 9, 1944 . The main entry group, the exit group Kornwestheim, ten direction tracks, three signal boxes and the depot were badly damaged. Operations at the marshalling yard had to be completely stopped for a short time. On September 10 and 13, 1944, further air raids took place, whereby the main entry group, the exit group Kornwestheim, station group 1 and the local group were destroyed and operations had to be completely stopped again. On December 17, 1944, the heaviest air raid to date was carried out on Ulm. About 65 high-explosive bombs and 3800 incendiary bombs were dropped on the railway area, which almost completely destroyed the main and marshalling yards. The marshalling yard was closed until January 10, 1945, and operations were partially resumed on January 22nd. Further attacks followed in March and April. The last air raid on the Ulm marshalling yard was carried out on April 19, 1945, with the Wallstrasse bridge, the approach group, station groups 1 and 2, the local group, the directional tracks and the local freight station being destroyed. The administration building of the marshalling yard was also blown up. On April 24, 1945, the US troops marched into Ulm.
On April 29, 1946 the marshalling yard was partially put back into operation, in 1949 shunting operations were fully resumed with the mostly only provisionally repaired damage, until 1962 the station was completely renovated. On March 31, 1949, the bridge of the connecting track from the Filstalbahn over the freight tracks was reopened, so that the freight trains from Stuttgart could now enter the marshalling yard again without having to turn around at the main station. On April 6, 1951, a radio shunting system was put into operation. The service and social building of the marshalling yard was opened in October 1954 and a new social building for external staff and shunters was built by February 21, 1955. The Beringer Bridge, which was destroyed in the war and crossed the middle of the marshalling yard, was rebuilt by July 4, 1960. In April 1970, the marshalling yard, which had previously been equipped with form signals, was largely converted to light signals. In 1972 the Wallstrasse bridge was replaced by a new building that went into operation on October 25 of the same year. From 1978 onwards, several junction stations were placed under the Ulm marshalling yard . The electrification of the marshalling yard began on January 30, 1980. With the increasing decline in traffic that began in the early 1970s, the marshalling yard lost more and more of its importance, so that in May 1994 it was downgraded to a hub yard.
As part of the Stuttgart 21 project and the new Wendlingen – Ulm line , parts of the Stuttgart depot are to be relocated to Ulm. For this purpose, in 2011 in the southern part of the marshalling yard the direction tracks 23 to 36, the local group, the local freight station and track 100 were dismantled. A vehicle maintenance, treatment and parking facility (FIBA) was then set up at this point, which replaces the previous Ulm railway depot. FIBA went into operation on November 11, 2013 and the inauguration took place on February 1, 2014.
construction
Track systems
The Ulm marshalling yard was 2.5 kilometers long and 300 meters wide. In the north of the marshalling yard, the Sigmaring line runs with tracks 1 and 2. The main approach group to the south of it comprises tracks 3 to 12, with tracks 3 and 4 being exit tracks to the Sigmaring line, while tracks 5 to 12 are the entry tracks of the Brenzbahn from Aalen , the Filstalbahn from Stuttgart and from Ulm main station. Tracks 3 to 6 are also used as exit tracks for the Brenzbahn. The Ulm Rbf railway depot connects to the south of the main entry group . This is followed by the exit group in the direction of the Filstalbahn and the main train station with tracks 14 to 17. To the south of this there were direction tracks 18 to 36 until 2011. This is where the cars for the Brenzbahn, the Sigmaringer route and the routes towards the main train station are collected. Today tracks 18 to 22 are still preserved, the remaining tracks were torn down for the new workshop. To the west of the direction tracks was the Ulm local group with tracks 40 to 50. The cars for Ulm, Söflingen, Ehrenstein and Herrlingen were collected there. To the north of it are station group 1 with twelve tracks and station group 2 with eight tracks and the side drainage hill . In station group 1, the wagons for the Filstalbahn and the lines in the direction of Ulm Hauptbahnhof are collected and the trains are formed; it ends in the exit group with tracks 14-27. In station group 2, the trains for the Sigmaringer line and the Brenzbahn are formed from the cars collected on the direction tracks.
To the east of the directional tracks were the free loading tracks 60 to 69 with the customs hall of the customs office at the freight station , the tracks of the reloading hall with the numbers 70 to 79 and the local goods station with tracks 80 to 90. South of the directional tracks were tracks 91 and 92 of the cattle loading ramp and 93 to 95 of the disinfection plant. Track 100 branched off from the Ulm local group to the east. It connected the railway maintenance department 2, the transformer house, some sidings and the western track harp to the marshalling yard. The wagons for the Ulm-West industrial tracks, which originally connected 40 companies in Ulm's West City with five main tracks , are arranged in the Westgleisharfe , which is southwest of the direction tracks . Two main tracks of the Ulm-West industrial tracks branch off from it. After the local group and track 100 have been demolished, the Westgleisharfe will be connected directly to the direction tracks via a new track south of the newly built vehicle workshop. To the west of the Beringer Bridge , the so-called coal track branches off from the Sigmaringer route, which serves as a back-up track. To the west of the depot is the group of tracks for baggage vehicles. It is connected to the depot via track 12a.
To the west of the marshalling yard, at the level of Söflingen station, is the main drainage hill with tracks 6 to 10. Tracks 6 to 8 are pull-off tracks , tracks 9 and 10 are siding. Tracks 6 to 9 are also entry tracks from the Sigmaringer line. To the north of this there is track 5, which serves as a push-off and pull-out track for the side gully of station group 2, and tracks 1 to 4 of Söflingen station. The marshalling yard is connected to the parking group between Söflingen and Ehrenstein via track 6a, which runs parallel to the double-track Sigmaringer line. Track 6a also serves as a pull-out track for the main drainage mountain. The storage group has eight tracks and was subsequently built in 1939 and 1940. A connecting track leads from here in the direction of Ehrenstein.
Signal boxes
During construction, the marshalling yard, the most modern station of the Royal Württemberg State Railways, was equipped with electromechanical signal boxes from Siemens & Halske . After the Second World War, some of the destroyed signal boxes were replaced by other types of signal boxes. There were eleven signal boxes with the numbers 3 to 13, and five of them were in operation until November 8, 2013. On November 11, 2013, a new electronic signal box was put into operation right next to Söflingen station . The ESTW is manned locally and equipped with two operator stations.
| Signal box | Installation | Shutdown | design type |
|---|---|---|---|
| 3 | 1949 | Nov 8, 2013 | Siemens & Halske, built in 1912 |
| 4th | 1945 | Nov 8, 2013 | Siemens & Halske, design 1901 |
| 5 | 1957 | 5th Mar 1997 | Push button interlocking from Siemens |
| 6th | 1910 | Nov 8, 2013 | Siemens & Halske, design 1901 |
| 7th | 1945 | May 21, 1997 | mechanical interlocking , standard design |
| 8th | 1912 | Nov 8, 2013 | Siemens & Halske, built in 1907 |
| 9 | 1949 | 2003 | electromechanical signal box, type E43 |
| 10 | 1945 | Oct 17, 2001 | Siemens & Halske, built in 1912 |
| 11 | 1933 | May 2, 2011 | Siemens & Halske, built in 1912 |
| 12 | 1911 | Nov 8, 2013 | Siemens & Halske, design 1901 |
| 13 | 1946 | Oct 27, 2006 | Siemens & Halske, built in 1912 |
| ESTW | Nov 11, 2013 | - | Thales L 90 |
See also
Web links
- Tracks in service facilities (TUR) , DB Netz AG (PDF; track plan of the Ulm marshalling yard)
Individual evidence
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 29-31 .
- ^ Hans Kuhn: Ulm Railway History 1835 to 1945 . Armin Vaas Verlag, Langenau / Ulm 1983, ISBN 3-88360-039-3 , p. 62-74 .
- ^ Hans Kuhn: Ulm Railway History 1835 to 1945 . Armin Vaas Verlag, Langenau / Ulm 1983, ISBN 3-88360-039-3 , p. 74 .
- ^ Hans Kuhn: Ulm Railway History 1835 to 1945 . Armin Vaas Verlag, Langenau / Ulm 1983, ISBN 3-88360-039-3 , p. 95-103 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 43-45 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 47-62 .
- ↑ Südwest Presse Ulm: The railway is building new workshop and cleaning systems ( Memento from September 24, 2015 in the Internet Archive ) , October 12, 2010.
- ↑ Südwest Presse Ulm: New workshop for locomotives in Ulm , August 10, 2012.
- ^ Hans Kuhn: Ulm Railway History 1835 to 1945 . Armin Vaas Verlag, Langenau / Ulm 1983, ISBN 3-88360-039-3 , p. 74-78 .
- ^ David Hruza: Traffic junction Ulm (Danube) . EK-Verlag, Freiburg 2012, ISBN 978-3-88255-245-4 , p. 69 .
- ↑ a b List of German signal boxes In: stellwerke.de. Retrieved January 2, 2013.