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Navnet Nordjyllands Forenede
Privatbaner hed samarbejdet mellem de tre privatbaner der udgik fra
Aalborg indtil 1917. Efter åbningen af Hjørringbanerne duede dette
flotte navn ikke længere og samarbejdet blev i stedet omdøbt til
Aalborg Privatbaner - APB.
Banerne var:
- Fjerritslev-Frederikshavn
Jernbane (FFJ).
- Aars-Nibe-Svendstrup (ANSJ) der blev til Aalborg Hvalpsund
Jernbane (AHB) i 1910.
- Aalborg-Hadsund Jernbane (AHJ).
Man arbejdede allerede fra
starten sammen om den daglige drift. Hovedkontoret i Aalborg,
remiser og værksteder i Kærby og godsbanegården var fælles for
banerne.
Privatbanerne omkring Aalborg
blev stort set nedlagt i enighed mellem de implicerede parter:
staten, amtsrådene, købstads- og landkommunerne. De to afgørende og
mere overordnede instanser, stat og amt, pressede særlig kraftigt
på til sidst, idet banerne for alle involverede parter var blevet
for dyr.
Det var imidlertid langt fra den aktuelle økonomi alene, der
spillede en rolle. Nedlæggelsen af Aalborg Privatbaner faldt nøje
ind i en større samlet sidebanesanering over hele landet, en
sanering, der øjensynligt var planlagt noget før, at de røde tal på
bundlinien løb løbsk de sidste år.
Nedlæggelsen var et aktivt stykke trafikpolitik, der som
hovedbaggrund havde en generel fornemmelse af, at banedrift i
lokal- og nærtrafikken havde overlevet sig selv - de gamle tog
hørte ikke hjemme i et moderne samfund.
Aalborg Godsbanestation, der
aldrig har haft persontrafik var fælles lokomotiv- og godsstation
for Aalborg Privatbaner og var i mange år blandt landets travleste
privatbanestationer. Godsstationen der først var færdig til åbning
den 8. december 1902. Indtil da blev alt af gods ekspederet af
DSB.
Stationen var opdelt i to funktioner, en stationsdel og en
godsekspedition.
Stationen var toglederstation
for alle banerne, og stationsforstanderen kunne foretage alle
fornødne dispositioner vedrørende toggangen, herunder flytte
togkrydsninger m.v. samt indsætte og aflyse sær- og arbejdstog. Han
havde endvidere tilsyn med de øvrige stationer og
togpersonalet.
Stationen:
Stationen havde et ret stort personale, der i 1933, foruden
stationsforstanderen, bestod af en overassistent, fem assistenter,
en rangermester, en rangerformand, en overportør samt 23 portører.
Endvidere var ansat tre rengøringskoner til rengøring af
personvogne.
Aalborg Godsbanestation var betjent hele døgnet af hensyn til den
omfattende rangering, der blev udført om natten. Godstogene udgik
fra stationen mellem kl. 3.00 og 4.00.
Stationen tog sig endvidere af togformering, vognfordeling,
tjenestefordeling for togpersonalet.
Godsekspedition:
Godsekspeditionen omfattede alt arbejde på pakhuset og blev ledet
af godsekspeditøren, der i 1933 til medhjælp havde tre assistenter,
en pakhusmester, en pakhusformand, ni portører og depotarbejdere
samt ca. 20 ekstraarbejdere.
Godsekspeditionen var opdelt i to pakhuse, et for ankommende gods
og et for afgående gods. Det var ret store godsmængder, der
ekspederedes. I driftåret 1924/25 blev det til 228.413 tons. Tallet
indeholder såvel gods til og fra Aalborg som transitgods til og fra
DSB og Aalborg-banerne indbyrdes.
Til sammenligning kan nævnes, at godsomsætningen på DSB's
godsekspedition i samme driftsår var i alt 297.351 tons incl.
transittrafikken til og fra APB.
Der blev på godsekspeditionen udført et stort arbejde med gods til
og fra DSB. Godset, der ankom med DSB til viderebefordring til
stationer på APB, skulle udlæsses, sorteres og atter indlæsses i
nye stykgodsvogne. Der blev dagligt læsset 25-30 stykgodsvogne,
heraf ca. 10 til landstationer.
I driftsåret 1946/47 havde banerne meget store underskud, hvilket
afstedkom skarp kritik på generalforsamlingerne i efteråret 1947.
Det blev derfor besluttet at nedsætte en kommission til
undersøgelse af Aalborg Privatbaners driftsforhold og bl.a.
forholdene på godsekspeditionen. Bl.a. kritiseredes det store
omlæsningsarbejde, der udførtes mellem stykgodsvognene fra DSB og
egne stykgodsvogne. Kommissionen anbefalede, at der blev optaget
forhandlinger med DSB's med henblik på at få så mange stykgodsvogne
gennem Aalborg uden behandling på godsekspeditionen.
Indtil den ny køreplan trådte i kraft den 3. oktober 1948, udgik så
godt som alle tog fra Aalborg Godsbanestation, hvorfra de kørte til
statsbanestationen, og alt ilgods, letfordærvelige varer og
banepakker blev indlæsset inden afgangen fra Aalborg
Godsbanestation. Denne ordning medførte, at der måtte sluttes for
indlevering af sådant gods ca. en time før togets afgang fra
Aalborg statsbanestation.
I en tid, hvor lastbiltrafikken spillede en stadig større rolle i
konkurrencen over for banerne, var en sådan ordning ikke
hensigtsmæssig, og det blev henstillet til banerne, at der blev
indrettet et indleveringssted for hastergods på Aalborg
statsbanestation, således at gods kunne indleveres kort før togets
afgang.
Afvikling af Aalborg
Godsbanestation:
Den tidligere nævnte kommission, der afgav betænkning i januar
1949, foreslog, at der oprettedes en trafikinspektørordning. Hidtil
havde direktøren været leder af Trafikafdelingen, men den daglige
ledelse var lagt i hænderne på stationsforstanderen på Aalborg
Godsbanestation, der var pålagt ved ugentlige rejser at påse, at
stationerne opfyldte forskrifterne for sikkerhedstjenesten, men
iøvrigt havde han ingen bemyndigelse eller beføjelser over for
stationerne og togpersonalet.
Allerede i august 1949 blev det ny Trafikkontor oprettet og en
ansvarlig trafikinspektør ansat. Samtidig hermed mistede Aalborg
Godsbanestation sin rolle som toglederstation, idet alle opgaver
med trafikledelse, statistik, revision m.v. blev overført til
Trafikkontoret.
Som en følge af oprettelsen af Trafikkontoret blev stationen
sammenlagt med godsekspeditione i foråret 1951.
Stationsforstanderen blev kontorchef på Hovedkontoret og
godsekspeditøren blev stationsforstander.
Aalborg Godsbanestation's
endeligt:
Først i 1950-erne blev der optaget forhandlinger med DSB med
henblik på statsbanernes overtagelse af rangeringen og
godtekspeditionen i Aalborg. Fra den 1. september 1957 overtog DSB
privatbanerne rangering i Aalborg, herunder rangering af
enmandsbetjente tog mellem maskindepot og perron. 1. november 1959
overtog DSB endvidere privatbanernes godsekspedition og Aalborg
Godsbanestation blev nedlagt. Til formålet havde DSB opført den nye
godsekspedition til erstatning for den gamle, der lå hvor Aalborg
Busterminal ligger. Pakhuset på Aalborg Godsbanestation blev i
forbindelse med anlæg af Dag Hammerskjoldsgade nedrevet og lå
omtrent midtvejs oppe ad Dag Hammerskjoldsgade.
Stationsdelen ud mod Jyllandsgade rummede indtil banernes lukning
fortsat APB's Hovedkontor, men bygningen blev afkortet i
sydenden.
Selve navnet Aalborg Godsbanestation levede videre i
tjenestekøreplanerne indtil banerne lukkede den 31. marts 1969, men
dækkede nu kun over maskindepotet.
Name Nordjyllands United Private
Railways hot collaboration between the three private railways made
by Aalborg until 1917. After the opening of Hjørring Railways. They
said that the name is no longer beautiful and cooperation were
instead renamed Aalborg Private Courses - APB.
Courts were:
- Fjerritslev-Frederikshavn Railway (FFJ).
- Aars-Nibe-Svendstrup (ANSJ) was to Aalborg Hvalpsund
Railway (AHB) in 1910.
- Aalborg Hadsund Railway (AHJ).
It worked from the outset about the daily operation. The
head office in Aalborg, depots and workshops in Kærby and freight
station was common to the paths.
Private railways around Aalborg were largely embodied in an
agreement between the parties involved: government, county
councils, town and rural. The two crucial and more general
instances, state and county, pushed particularly strongly in the
end, with courses for all parties involved were too
expensive.
However, it was far from the current economy alone that played a
role. The disappearance of Aalborg Private
Railways dropped carefully into a larger hand rail improvements
across the country, a reorganization, which apparently was planned
well before that the red numbers on the bottom line ran riot last
year.
Decommissioning was an active piece of traffic policy, which as
the main light was a general feeling that rail service in local and
suburban transport had outlived their usefulness - the old trains
were not at home in a modern society.
Aalborg Freight Rail Station, which has never had shared passenger
locomotive and freight station for Aalborg Private Railway, and was
for many years among the country's busiest private rail
stations. Freight Station which was completed for opening on
8 December 1902. Until then, all freight shipped by the DSB.
The station was divided into two functions, one stationsdel and
cargo handling.
The station was trainleaderstation for all paths, and
station-master to make all necessary arrangements for toggangen,
including moving togkrydsninger etc. and insert and cancel special
and work. He had also the supervision of other stations and
train staff.
Station:
The station had a fairly large staff that in 1933, besides the
Principal station consisted of one assistant, five assistants, a
master ranger, a ranger President, over a porter and 23
importers. Moreover, three were employed cleaning woman
cleaning coaches.
Aalborg freight station was operated around the clock for the sake
of the comprehensive ranking, which was performed at night. Freight
Trains deleted from the station between the hours. 3.00 and
4.00.
The station went further by togformering, car breakdown service
breakdown of train crews.
Cargo Handling:
Gods expedition included all work in warehouses and was led by
godsekspeditøren that in 1933 the officers had three assistants, a
master warehouse, a warehouse President, nine importers and depot
workers and approx. 20 additional workers.
Gods expedition was divided into two warehouses, one for incoming
cargo and one for outgoing goods. It was rather large quantities of
goods which ekspederedes. In operation, the years 1924-25 to
228,413 tonnes. The figure includes both goods to and from Aalborg
as transit goods to and from the DSB and the Aalborg paths
themselves.
For comparison, cargo turnover at DSB freight business in the same
operation, a total of 297,351 tonnes incl. transit traffic to and
from the APB.
There were gods expedition done a lot of work with freight to and
from the DSB. Goods that have arrived with DSB for onward
transportation to the stations on the APB, were uploaded, sorted
and re-loaded into new cargo trailers. There were daily loaded
25-30 cargo vans, of which approx. 10 to country stations.
In the years 1946-47 operating railways had huge deficits, which
led to sharp criticism of general meetings in autumn 1947. It was
therefore decided to establish a Commission of Inquiry on Aalborg
Privatbaners operating conditions including conditions in cargo
handling. Notably criticized, it was great trans work being carried
out between cargo wagons from the DSB and its own cargo trailers.
The Commission recommended that joined negotiations with the DSB in
order to get as many cargo vans through Aalborg without treatment
in the freight expedition.
Until the new timetable came into force on 3 October 1948, deleted
almost all trains from Dublin freight station from which they ran
for the state railway station and all ilgods, perishable goods and
pave the packages were loaded before departure from Dublin Freight
Rail Station. This arrangement meant that there had to be connected
for delivery of these goods around. one hour before train departure
from Aalborg state rail station.
At a time when truck traffic played an increasing role in the
competition against the railways, was one such scheme is not
appropriate and recommended to the railways that were constructed
in an access point for urgent cargo at Aalborg state rail station,
so that goods could be delivered shortly before the train's
departure.
Proceedings of Aalborg freight station:
The aforementioned commission, which delivered its report in
January 1949, proposed to set up a traffic controller system. So
far had the director been head of the Traffic Division, but the
daily management was put in the hands of the station-master at
Aalborg freight station, which was required by the weekly trips to
ensure that the stations meet the requirements for security, but
otherwise he had no authority or power over the stations and train
staff.
Already in August 1949, the new Traffic Unit created and a traffic
controller responsible employee. At the same time lost Aalborg
freight station, its role as toglederstation since all tasks of
traffic management, statistics, auditing, etc. was transferred to
the Traffic Office.
As a result of the creation of the Traffic Office station was
combined with godsekspeditione in spring 1951. Station master was
Head of Head Office and godsekspeditøren was stationmaster.
Aalborg freight station's final:
Only in 1950 were admitted to negotiations with the DSB for the
purpose of state rail takeover of ranking and good expedition in
Aalborg. From 1 September 1957 over DSB private railways Shunting
in Aalborg, including shunting of one-person-operated trains
between engine depot and platform. 1. November 1959 took the DSB
also private rail freight business and Aalborg freight station was
closed. For the purpose DSB had entered the new freight business to
replace the old one that was the Dublin bus is located. Warehouses
at Aalborg freight station was associated with the construction of
Dag Hammer Skjold Street and was demolished around the mid-term up
by Dag Hammer Skjold Street.
Station majority against Jyllandsgade held up rail closures
continue APB Headquarters, but the building was truncated in
sydenden.
The very name Aalborg Railway Station Gods lived on in service
roadmaps lanes closed until 31 March 1969 but covered only the
engine depot.
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