Remscheid-Lennep depot
The Remscheid-Lennep depot or Bw Remscheid-Lennep for short , until 1952 Lennep depot was a steam locomotive depot in the area of the Wuppertal machine office of the Wuppertal Federal Railway Directorate. The depot had been at Lennep station since 1893 on the Wuppertal-Oberbarmen-Opladen railway, which was completed in sections between 1868 and 1881 . It was responsible for the operation and repair of the locomotives that were required for passenger and freight traffic on the railway lines connected to Lennep. In the 1910s there were around 500 employees. It was closed as an independent agency on May 29, 1960 by the Deutsche Bundesbahn .
history
Tasks and situation
The railway depot was built between 1889 and 1893 as the Lennep workshop in the Bergisch town of Lennep and belonged to the catchment area of the Prussian Royal Railway Directorate Elberfeld , the later Reichsbahndirektion Elberfeld or Wuppertal , then the Federal Railway Directorate Wuppertal. The trigger for the establishment of the company workshop in Lennep was the planned and in July 1897 completed extension of the railway line from Rittershausen , today part of Wuppertal- Oberbarmen , via Lennep and Remscheid over the Müngstener Bridge and Solingen in the direction of Solingen-Ohligs . The locomotive station at the temporary end point of the line at Remscheid station , which was occupied by around ten machines, had to be abandoned, which was on the one hand in the planned route and on which there were only insufficient spatial expansion options. From Lennep, after the route was opened in 1868, further routes were built, including
- the line opened on May 12, 1876 via Bergisch Born in the direction of Hückeswagen , continued from December 22, 1876 (freight traffic) or November 1, 1877 (total traffic) to Wipperfürth , from January 15, 1902 to Marienheide ( Wippertalbahn ) or from Wipperfürth on June 30, 1910 to the stop and Bruges ( Wuppertal Railway ).
- the route opened on May 12, 1876 via Bergisch Born in the direction of Wermelskirchen and led to Opladen from October 15, 1881 ( Balkan Express ).
- the line opened on September 1, 1883 via or from Remscheid to Hasten .
- the line opened on March 1, 1886 to Krebsöge (Krebsöger Blitz), from there on
- December 1, 1886 to Dahlerau , from November 1, 1888 to Beyenburg , later to Wuppertal-Langerfeld (Wuppertal Railway).
- March 3, 1890 in the opposite direction to Radevormwald , then from June 30, 1910 to stop and Bruges was run (Wuppertal Railway).
- the route from July 15, 1886 via Remscheid to Bliedinghausen and only operated in freight traffic.
After the expansion of the route network, the locomotive station in Lennep, which was designed for four machines on the routes to Krebsöge and Dahlerau and put into operation in March 1886, was no longer sufficient. A repair in the respective locomotive stations, which were mostly located at the end points of the respective routes, by staff from the Barmen-Rittershausen workshop (today Oberbarmen) was too time-consuming and partly impossible because the workshop equipment was not available on site. The flat and easier-to-use areas at Lennep station compared to the cramped space conditions at the previous terminal stations in Remscheid and later also Solingen, as well as the geographical location at the starting point of the new branch lines were sufficient reasons for the construction of a new depot in Lennep. In addition to the routes already mentioned, it was also responsible for the machines used on the main route from Rittershausen (today Wuppertal-Oberbarmen) to Solingen-Ohligs, its catchment area ended
- on the Wuppertal Railway in Wuppertal-Rauental (from there responsible for the Wuppertal-Langerfeld depot ) and in Halver (from there responsible for the Bruges depot (Westphalia) )
- on the route towards Rittershausen (Oberbarmen) in Wuppertal-Rauental (from there responsible for the Wuppertal-Langerfeld depot)
- on the Wippertalbahn in Holzwipper , on the junction to the stop in Hammern (from there responsible Bw Bruges (Westphalia))
- on the route towards Solingen-Ohligs shortly before the Ohligs terminus (from there responsible for Opladen depot ), on the junction in the direction of Vohwinkel ( corkscrew railway ) in Solingen-Wald (from there responsible for Wuppertal-Vohwinkel depot )
- on the route towards Wermelskirchen and Opladen shortly before the Opladen terminus (from there responsible Opladen depot).
In addition to the locomotive station in Remscheid, which was closed by 1897, the Lennep depot also included the locomotive station in Hückeswagen, which was only temporarily set up and existed for a few years, and the locomotive station in Wipperfürth, whose use also ended with the cessation of operations on the branching line after the stop in 1960 at the latest.
A railway maintenance depot was located near the goods shed on the north side of the track field.
Construction 1889-1893
In 1889, construction work began on the new workshop. 1893, a gas was lighted Ringlokschuppen with first twelve Lokomotiv plots (stands) taken at the middle road in operation, immediately west of the adjoining building, the reception head tracks for the routes to Krebsöge, Opladen and Wipperfuerth / Marie Heide. It was connected via a turntable with an initially 13 m diameter, supply systems (coaling system, water tank) and smaller ancillary buildings as well as three residential buildings on Kölner Strasse and others on Lüttringhauser Strasse to accommodate the additional employees. The goods shed was located directly opposite the engine shed on the other side of the track field. Particularly problematic at the beginning was the water supply that was still dependent on wells until it was connected to the municipal supply network in 1902 or when a separate elevated tank was built in a second, northern engine shed in 1908. In addition, the development of smoke from the machines parked during the breaks and rest periods was particularly noticeable in the Lennep Town Hall in Kaiserstraße (today Bahnhofstraße), which is only a short distance away, where the smoke moved directly under normal weather conditions. Plans to solve this problem by relocating the locomotive shed to the Gleisdreieck were not pursued further because of the outbreak of the First World War.
Expansion and operation from 1899
Just three years after the locomotive shed went into operation, due to the sharp increase in traffic, the parking spaces were no longer sufficient to accommodate all of the assigned locomotives. In order to be able to accommodate the locomotives still to be taken over from the Remscheid locomotive station, the roundhouse was enlarged by six to 18 stalls by the end of 1899, with a total of seven stalls with a length of 21 m and eleven with a length of 17 m. There were no more reserves; by the end of 1899, the number of machines, which had grown to 33 machines due to additional locomotives, could no longer be accommodated. With partially double occupancy of the shed tracks and open shed doors, 26 machines could be parked in the shed, seven had to be parked outside on an access track and were therefore particularly at risk of frost.
From 1902, the track field of the station was extensively expanded in a northerly direction to include shunting and freight traffic tracks, the site sometimes required extensive earthworks. As part of this expansion, an additional and easily expandable roundhouse was built from 1906 to 1908 at the northeast end of the track field at the exit towards Lüttringhausen with a further 14 locomotive stands and four free stands that were created later. Access was initially via a turntable with a diameter of 16 m, which was replaced in 1932 by one with a diameter of 20 m. Space for the construction of a third, but never built, engine shed was provided to the west of the new shed. In addition, there were also three coal cranes , three water cranes , smaller outbuildings and other supply structures, including a 175 m³ water tank that was supposed to solve the annoying problem of inadequate water supply. Two shed tracks were converted into a workshop area after a short time. The turntable in front of the locomotive shed on Mittelstrasse had been replaced by one with a diameter of 16 m at the latest by this time.
A short time later, tracks two and three in the existing shed about 700 m away on the other side of the track field in Mittelstrasse were also rebuilt for the treatment of Wittfeld battery-powered multiple units . The battery-powered railcars were used from 1909 on the routes towards Wermelskirchen and Wipperfürth in times of low traffic. The charging system for the batteries was also installed there on shed track one.
The storage facilities to be provided for around 6,300 t (as of 1910) locomotive coal were not appropriate for the considerable consumption, but could not be adequately expanded at a reasonable cost. The fact that Lennep was responsible for supplying space heating and plant coal to the locomotive stations and train stations in its catchment area also had a negative effect. The expansion of the depot was largely completed by 1914 at the latest. Then a sanding system was built and in 1923 a washing system was built on the new locomotive shed. In the course of time, even the most basic living and accommodation rooms, as well as the sanitary facilities for the employees, were criticized. In the 1910s, the approximately 500 employees only had four bathtubs and showers. The expansion of the administrative and social rooms proceeded slowly and lasted until the 1930s, when a boiler house for central heating, which is still partially preserved, was built and air raid shelters were created in the administration building. However, there was never a railway canteen in Lennep.
The first two locomotives of the class 62 were used by the Lennep depot from 1928 to 1932 and then had to be handed over to the Düsseldorf depot, where the other 13 "brand new" machines, completed in 1928, were also used. All machines continued to be used on the Düsseldorf-Solingen-Remscheid-Wuppertal-Düsseldorf route.
In Lennep an equipment wagon (1899– at least 1941) was stationed for a relief train, and a snow plow was also part of the inventory. In February and March 1945, several buildings and cars parked in the station area (82 passenger cars and 150 freight cars) were damaged in several air raids, and the boiler house and pumping station were completely destroyed. The locomotive shed at the station on Mittelstrasse was also damaged. It was not rebuilt and demolished until 1954. Most of the routes could be used again from June 1945. In October 1947, an assembly error in the station resulted in a fatal accident for the two employees on a T 14. In August 1949, 229 employees were responsible for 22 stationed locomotives; coal consumption had risen from a daily consumption of 38 t to 48 t since 1947. The number of machines remained more or less constant until the depot was closed as an independent department.
After the independent agency was closed in 1960
On 29 May 1960 the depot Remscheid-Lennep was dissolved and attached as a branch of the railway depot Wuppertal-long field, but this in turn also dissolved with the inclusion of electric traction in Wuppertal June 1, 1964 as an independent agency and the depot Wuppertal-Vohwinkel affiliated has been. The management for the employees who were still working in the company vehicle workshop was moved from Vohwinkel to Langerfeld at the same time. For the summer schedule of 1964, diesel locomotives of the types V 60 and V 100 from the Wuppertal-Steinbeck depot took over the hauling of the steam locomotives of the types BR 50 from the depots Vohwinkel, Dieringhausen and Düsseldorf-Derendorf, the BR 78 from Vohwinkel and BR 86 from Dieringhausen, which were still in use until then . This also meant that there was no longer any need to maintain the treatment facilities in the depot; like most of the buildings around the two locomotive sheds that are no longer required, they were demolished over time.
When the diesel locomotives began to be used, a gas station was built in front of the former administration building of the depot. This is where the operation site ( locomotive management ) was still located until the mid-1980s for the trains and railcars that were still used from Lennep in the direction of Opladen and Marienheide as well as the daytime peripheral locations on the route to Solingen and Wuppertal, some of which were also parked there overnight. With the abandonment of traffic to Krebsöge in 1953, to Opladen in 1983 and traffic in the direction of Marienheide in 1986, these functions became dispensable. The administration was moved to other locations, and the petrol station was abandoned in 1988. The turntable, which was still used for railcars until it was defective, had already become dispensable in 1979 with the conversion of traffic from the single-engine VT 95 to the twin-engine VT 98 and could be scrapped. The administration building was empty and was demolished in 1995 due to deterioration. The track field previously used to dismantle and assemble trains has been severely dismantled.
The area west of the reception building, on which the first facilities of the depot and the end tracks for traffic in the direction of Opladen, Marienheide and Krebsöge were located, is currently used as a parking lot. The now non-functional and no longer connected to the rail network in 1908 has been preserved to the north of the reception building, which is used by a timber wholesaler.
Lennep company car plant
To the east of the second roundhouse to the north, a company car factory of the Elberfeld machine office was built around 1910 , which was initially independent and was incorporated into the Remscheid-Lennep depot on June 1, 1953. Its predecessor was a small wagon workshop near the goods shed, which was abandoned after a short time due to insufficient capacity. Around 1930, the company car factory was responsible for the repairs of defective goods wagons that occurred in the catchment area of the company factory, which were designated as rapid repairs and took a maximum of 25 hours. The area of responsibility was extended to Düsseldorf, Leverkusen, Hagen, Meinerzhagen, Dieringhausen and Lüdenscheid in September 1945, depending on the repair costs. It was initially designed for twelve freight wagons to be repaired at the same time and around 1920, when up to 35 wagons had to be repaired daily, it was expanded to three tracks and its length increased by a third. In addition, a workshop extension and several open tracks for parking the wagons to be repaired were added over time. After the affiliation to the depot, freight cars were repaired in the depot until about 1976 or 1976, and in 1981 the buildings were demolished.
Statistical data
Used locomotive series
|
|
Number of employees and stationed locomotives
| date |
Employed depot |
Employed company car factory |
Number of local locomotives |
Remarks |
| December 10, 1896 | 18th | |||
| December 24, 1899 | 33 | 3 * G 3, 6 * G 5.1, 4 * G 7.2, 9 * T3, 11 * T 9.2 | ||
| January 15, 1901 | 34 | 3 * G 3, 5 * G 5.1, 2 * G7.2, 12 * T3, 1 * T5, 2 * T9.1, 9 * T9.2 | ||
| Late 1911 | 39 | |||
| March 1912 | 38 | only tank locomotives, battery railcars not listed | ||
| July 1, 1933 | 49 | 10 * BR 74, 14 * BR 78, 4 * BR 91 (parked), 14 * BR 92, 7 * BR 93 | ||
| December 31, 1940 | 34 | 2 * BR 38,10, 8 * BR 74, 8 * BR 78, 6 * BR 92, 10 * BR 93 | ||
| April 1, 1941 | 190 | 70 | ||
| March 23, 1947 | 33 | 1 * BR 57, 12 * BR 74, 9 * BR 78, 8 * BR 93, 2 * Kö, 1 * Köe | ||
| 1947 | 204 | |||
| August 31, 1949 | 229 | |||
| March 10, 1953 | 25th | 8 * BR 57, 8 * BR 74, 9 * BR 78 | ||
| August 1, 1954 | 22nd | 8 * BR 57, 7 * BR 78, 7 * BR 86 | ||
| November 1, 1956 | 22nd | 9 * BR 57 (including 1 * z), 6 * BR 78, 7 * BR 86 | ||
| June 1, 1958 | 22nd | 8 * BR 57, 6 * BR 78, 8 * BR 86 |
swell
- Rudolf Inkeller: Das Bahnbetriebswerk Remscheid-Lennep , Volume 2 from Bahnbetriebswerke der BD Wuppertal , Andrea-Inkeller-Verlag, Wuppertal, 2009, ISBN 978-3-9809930-1-2 (112 pages)
Individual evidence
- ↑ Photographs and description of the Lennep depot, on bahnen-wuppertal.de, seen March 18, 2010
- ↑ Lines of the Federal Railway Directorate Wuppertal, on bahnen-wuppertal.de, seen March 18, 2010
- ↑ of which not operational: 1 * BR 57, 4 * BR 74, 1 * BR 78, 1 * BR 93, 1 * Kö, 1 * Köe
- ↑ deferred from mending