Sea mark test field

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The sea ​​mark trial field was the central development and coordination point for the German sea ​​mark system between 1887 and 2000 .

The beginnings

The sea mark test field was initially set up in 1887 as a test station and material defeat for the beacons of the Prussian East and North Sea coast ( ⊙ ) in the vicinity of the Vulcan shipyard founded in 1857 in Bredow near Stettin . In the leading Prussian Ministry of Public Works , an independent technical department was created in 1900 for navigation markings and a technical committee was set up, and from 1902 separate test rooms were set up. From May 1904 further attempts were made under two light rail arches in Berlin-Moabit. Since the demands and the need for experiments and training opportunities grew rapidly, a site was sought near Berlin on which and from which more complex experiments with light and sound signals could be undertaken over a larger area of ​​water. The choice fell on a site ( ⊙ ) on the north bank of the Müggelsee in Friedrichshagen in the immediate vicinity of the Royal Institute for Inland Fisheries . From here, in 1909, under the direction of Walter Körte , the first consultant for the navigation system in the Ministry of Public Works, attempts were made to make the "Hertzian waves" usable for the fog signal service . On April 1, 1913, this new service, now known as the “Seezeichen-Versuchsfeld Friedrichshagen”, was inaugurated with spacious test rooms, workshops, warehouses, laboratories and a lecture room.

After the First World War

After the end of the First World War and the German Empire, as well as the subsequent phase of political and economic reorientation, the development of the use of electromagnetic waves and underwater sound signals was promoted under the leadership of the newly established Ministry of Transport . Due to the rapid technical progress and the greatly increased scope of work - henceforth also on issues of international cooperation - an extension had become necessary, the rooms of which were set up and put into operation in the summer of 1929.

On the occasion of the third international navigation mark conference in Berlin in 1937, Bruno Illing, the then head of the navigation mark department in the Reich Ministry of Transport, briefly described the essential tasks of the navigation mark test field in Berlin-Friedrichshagen as follows:

“Scientific preparatory work with the aim of continuous improvement of the navigation sign systems, utilization of research results in the field of light, sound and radio systems; Development of new devices and testing of their usability for the navigation system. "

During the Second World War

In the years before the Second World War , measures for a "voltage drop" had already been prepared between the Reich Ministry of Transport and the High Command of the Navy . During the Second World War, the navigation mark administration in the Reich Ministry of Transport, including the advisory and supplying sea mark test field in Berlin-Friedrichshagen, retained technical management. The direct use of the various navigation marks was determined by the nautical work group in the High Command of the Navy and implemented by the Pilot Command and Seamark Office of the Jade (LKS) subordinate to the High Command in the North Sea naval station in Wilhelmshaven . In the final phase of the war, the LKS had already relocated some of its material to Rendsburg on the Kiel Canal for air protection reasons .

After the Second World War in the British zone of occupation / FRG

After the end of the Second World War, in accordance with the demilitarization of Germany decided by the Allies in the Moscow Declaration in 1943 , the base of the German Navy in Wilhelmshaven was also dissolved by the British occupying forces ( CCG / BE ). Thus, the pilot's command of the Navy with its buoy yard, its ships and its navigation functions were subject to the demobilization regulations . However, also because of the large-scale mining of the North and Baltic Seas, the Allies had a strong interest in ensuring that all navigation marks, such as B. lighthouses , buoys , buoys and beacons , immediately returned to normal and reliably operated. The waterways directorates and their offices then resumed their work under the control of the Allies. The rest of the material from the former Naval Office of the Navy (including the ships necessary for these tasks) was now also initially moved from Wilhelmshaven to Rendsburg. Since the entire facility of the sea mark test field in Berlin-Friedrichshagen had been transported away as reparations by the Soviet occupation forces ( SMAD ) and the location, including the essential previous supplier companies, was now in the Soviet occupation zone, the first plan was to set up a new sea mark test field in Rendsburg , which should also ensure the supply of spare parts and equipment for the navigation marks on the coasts and waterways of the British zone of occupation. In July 1946, the Wilhelmshaven LKS was finally relocated to the site of the Wasserbauamt ( ⊙ ) in Brunsbüttelkoog at the confluence of the Kiel Canal with the Elbe estuary and the Brunsbüttelkoog navigation mark office was founded. As a unit of the Kriegsmarine, the LKS had not previously belonged to the civilian waterway administration and was still under the direct control of the Royal Navy .

Initial efforts to set up a new (as central as possible) civilian navigation system were made in Kiel and Hamburg, with Gerhard Wiedemann significantly involved . On October 1, 1946, a new nautical mark department was active in the Seaports General Directorate in Hamburg, which was renamed on March 1, 1947 as the Headquarters of Maritime Traffic in the American and British Occupied Territories (HV See) . On June 10, 1947, the technical supervision of the Brunsbüttelkoog navigation mark office was transferred to the HV See . The British occupation authorities have now also given their consent to the establishment of a new test field on the Brunsbüttelkoog site - as a replacement for the former test field in Berlin-Friedrichshagen. The sea mark camp in Rendsburg was then transferred to Brunsbüttelkoog and workshop, test and storage rooms were provisionally set up here. From here, the 433 beacons, 216 light buoys, 171 buoy lights, 1743 fairway buoys, 11 lightships and 43 air fog signal points that were available at that time were practically supervised. The problem here was initially that of the nine, partly only makeshiftly equipped tour ships and buoy- laying ships, seven were claimed by the Allies as reparations.

In 1957 the sea mark trial field (because of the increasing importance of the development of signals and signs for inland waterways and also because of the proximity to the now lead Federal Ministry of Transport in Bonn) moved to Koblenz , where new buildings ( ⊙ ) with appropriately equipped rooms had been built on the banks of the Moselle .

After the Second World War in the Soviet occupation zone / GDR

In the Soviet occupation zone, Bruno Illing, a former advisor to the Reich Ministry of Transport and now head of department at the Research Institute for Ship Type, Water and Soil Science at the General Directorate for Shipping , had tried to reorganize the navigation system (including the tasks of the experimental field for navigation) since January 1946. An inventory in April 1946 showed that of the 67 beacons along the Mecklenburg-Western Pomerania coast only 23 were still in operation and that there was a lack of buoys, buoys and equipment such as propane and dry elements. Because of a lack of prospects and worried about his pension entitlements, Bruno Illing left Berlin for Hamburg in September 1947 and worked there in the HV See for the sea mark department in an advisory capacity until February 1949 . For a long time, the condition of the external buoy could only be checked to a limited extent, as suitable vehicles such as B. the navigation ship Arkona , had gone to the Soviet Union as a reparation payment.

In 1950, the Seehydrographische Dienst (SHD) was founded in the GDR , which in 1952, with its navigation service for the Baltic Sea, also assumed responsibility for the navigation along the Mecklenburg-Western Pomerania coast. In 1965, the SHD, based in Rostock, was placed under the command of the People's Navy . A technical cooperation with the western navigation mark administration did not come about until the German reunification .

After German reunification

Since April 1, 2000, the area of ​​responsibility of the WSV for traffic engineering within the Federal Waterways and Shipping Administration (WSV) has been continued in Koblenz . This is the specialist service of the Federal Ministry of Transport for the federal shipping signs system.

The tasks of the facility today - following a tradition that goes back more than 130 years - consist of research, development, testing and maintenance of suitable systems, facilities, devices and procedures for the safety and facilitation of shipping on federal waterways in inland and sea areas, including the high seas.

Head of the sea mark test field for over a century

  • 1900–1913: Walter Körte in Berlin (at the same time first advisor for the navigation system in the Prussian Ministry of Public Works) - two buoy layers were named after him, in 1926 (sunk off Swinoujscie in 1944 after being hit by a mine) and again in 1957 (in use until 1984).
  • 1914–1933: Gustav Meyer in Berlin (also head of the sea mark department in the Reich Ministry of Transport) - In 1966 the buoy laying ship Gustav Meyer was named after him.
  • 1933–1945: Bruno Illing in Berlin - (at the same time head of the sea mark department in the Reich Ministry of Transport) - in 1968 the buoy layer Bruno Illing was named after him.
  • 1949–1954: Wilhelm Ochmann in Brunsbüttelkoog (under Gerhard Wiedemann, until 1971 head of the department for shipping signs in the Federal Ministry of Transport in Bonn)
  • 1955–1979: Hans-Joachim Haase in Brunsbüttelkoog and from 1957 in Koblenz (under Wolfgang Hartung, from 1971 to 1991 head of the department for shipping signs in the Federal Ministry of Transport in Bonn)
  • 1979–1984: Hans-Peter Dick in Koblenz (under Wolfgang Hartung, from 1971 to 1991 head of the department for shipping signs in the Federal Ministry of Transport in Bonn)
  • 1984–2000: Helmut Kuhlbrodt in Koblenz (under Ulrich Klinge, from 1991 to 1999 head of the department for shipping signs in the Federal Ministry of Transport in Bonn)

literature

Web links

Individual evidence

  1. ↑ Wiedemann: Das deutsche Sezeichenwesen - 1850-1990 between sailing and container shipping. 1998, pp. 82-84.
  2. ↑ Wiedemann: Das deutsche Sezeichenwesen - 1850-1990 between sailing and container shipping. 1998, p. 191.
  3. ↑ Wiedemann: Das deutsche Sezeichenwesen - 1850-1990 between sailing and container shipping. 1998, pp. 126-127.
  4. ↑ Wiedemann: Das deutsche Sezeichenwesen - 1850-1990 between sailing and container shipping. 1998, p. 142.
  5. ↑ Wiedemann: Das deutsche Sezeichenwesen - 1850-1990 between sailing and container shipping. 1998, p. 145.
  6. ↑ Wiedemann: Das deutsche Sezeichenwesen - 1850-1990 between sailing and container shipping. 1998, p. 191.
  7. ↑ Wiedemann: Das deutsche Sezeichenwesen - 1850-1990 between sailing and container shipping. 1998, pp. 138-141.
  8. ↑ Wiedemann: Das deutsche Sezeichenwesen - 1850-1990 between sailing and container shipping. 1998, p. 141.