Drevenack train station

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Drevenack
Bahnhofstrasse with the Bahnmeister building (VG) and reception building (HG), 2015
Bahnhofstrasse with the Bahnmeister building (VG)
and reception building (HG), 2015
Data
Location in the network Intermediate station
Design Through station
opening March 1, 1874
Conveyance May 26, 1974
location
City / municipality Hünxe
Place / district Drevenack
country North Rhine-Westphalia
Country Germany
Coordinates 51 ° 39 ′ 57 "  N , 6 ° 44 ′ 30"  E Coordinates: 51 ° 39 ′ 57 "  N , 6 ° 44 ′ 30"  E
Railway lines
Railway stations in North Rhine-Westphalia
i16 i16 i18

Drevenack is a former train station in the Drevenack district of the same name in the North Rhine-Westphalian community of Hünxe . The operating point on the route from Haltern to Venlo was opened together with the latter in 1874 and was officially called Peddenberg until 1930 . In 1974 the line in the Drevenack area was shut down and the station closed. The station area is a listed building .

Location and structure

The station is located in kilometer  32.6 of the disused VzG line 2002 ( Haltern am See  - Wesel  - Büderich [- Venlo ]), north of the Drevenack village center. The area is bordered in the north by Bahnhofstrasse and a few single-family houses, and in the south a commercial area borders the route. The station boundaries were 32.3 kilometers east of the Dinslakener Straße overpass ( Landesstraße 1 ) and 33.5 kilometers at the level of the Hunsdorfer Weg level crossing . Inside the station there were two more level crossings on Hünxer Straße in kilometer 32.5 and on Fasanenweg in kilometer 33.1.

The reception building, the former loading street and the residential buildings of the railway officials are located north of the railway line. Starting from track 1, the continuous main track, main tracks 2 and 3 and siding track 4 were located south of it as siding and to the north of it were siding tracks 5 and 6 on the loading road. The station also had two signal boxes at the east and west head, which have not been preserved.

history

When planning the Hamburg-Venloer Bahn , the responsible Cöln-Mindener Eisenbahn-Gesellschaft (CME) did not plan to stop in Drevenack. In 1867 there was a citizens' meeting in neighboring Krudenburg south of Drevenack, but it did not produce any results. The CME saw the potential catchment area of ​​the station, consisting of the communities Drevenack, Krudenburg and Damm with a total of 1700 inhabitants, as too small. In the autumn of 1872, the municipal representatives of Drevenack and Krudenburg, with the support of the mayor of Schermbeck , turned to the CME again after a similar attempt in the summer of 1871 failed. With the mediation of the district administrator of the Rees district , Alfred Dönhoff , they again presented the reasons for a building to the company. In their remarks, they expanded the catchment area to include the communities of Gartrop and Hünxe on the other side of the Lippe , thus recording a population of around 6,000 people. They deliberately concealed the fact that Gartrop and Damm were actually assigned to the Schermbeck catchment area; For his part, Schermbeck could count on a train station. In the opinion of the community representatives, timber from the nearby twilight forest should be handled for freight transport . They also referred to the post station "Auf den Peddenberg" on Chaussee Haltern  - Wesel . Since this would probably be given up after the railway went into operation, the station should serve as a replacement. The arguments met with a positive response from the CME; Half a year later, the state police examination of the project was completed. Three months after this, the Prussian Minister of Commerce gave permission to build. Although located in Drevenacker municipality, the station was named "Peddenberg". The continuation of the name of the post office is seen as a possible reason for this.

On March 1, 1874, Peddenberg station went into operation together with the Haltern - Wesel section. The station initially had two main tracks for train traffic and two side tracks with loading streets. A continuous main track did not exist at that time; the exits were left-justified on both sides. Since the CME wanted to wait for the station to be successful, they only had a temporary reception building built. The single - storey half-timbered building had a floor area of ​​166 square meters and also housed the supervision's apartment. The passenger volume developed comparatively well in the beginning: With around 16,000 tickets sold annually, Peddenberg was on a par with the Schermbeck and Straelen train stations . In view of these figures, the CME decided in 1875 to build a new reception building made of clinker with a floor area of ​​300 square meters. A short time later she had the driveway planted with elms , chestnuts and linden trees. In 1877, the two railroad guards' posts at kilometer 32.5 and kilometer 33.1 were formally converted into signal boxes.

Reception building, 2015

On January 1, 1880, the Prussian state took over the administration of the CME and transferred it to the Königliche Eisenbahn-Direction (KED) in Cologne on the right bank of the Rhine. From 1895 the station was in the area of ​​responsibility of the KED Münster. In order to speed up through traffic on the Venloer Bahn, KED Cöln had the left-aligned exit in the direction of Haltern rebuilt in 1893, so that track 1 became the main track.

In 1914, the line was expanded to two tracks, so that track 2 was now the continuous main track in the direction of Haltern. To the south of it, the direction had a new passing track 3 built. In order to be able to overtake long freight trains , the overtaking track branched off to the far west from track 2, which repeatedly blocked the level crossing in kilometer 33.1. The signal boxes were also replaced as part of the double-track expansion. The loading road at the level of track 3 had been abandoned a few years earlier and replaced by a private siding further south belonging to the Peddenberger sand industry. In addition, the northern loading route was expanded and extended to the western level crossing. Further construction work before the First World War concerned the erection of a barrier between the reception building and track 1 and the construction of a new civil servants' residence east of the reception building. This state of development remained until the 1950s.

During the Second World War , on October 2, 1944, an ammunition train parked in the station exploded after an air raid. No further information is available about the extent of the accident. The route itself was largely restored by 1947. In 1948, the neighboring Essen directorate dismantled the second Wesel and Drevenack track. The Münster Directorate implemented this measure on the section east of Drevenack from 1950 to 1951. Along with the dismantling, passing track 3 was also expanded and the railway maintenance facility in Drevenack was closed.

Remains of the track system at the east exit towards Schermbeck, 2015

In 1953 the Deutsche Bundesbahn downgraded the Venloer Bahn to a branch line and initiated the dismantling of the main signals in the station. Instead of the entrance signals , trapezoidal boards were set up to mark the station boundaries. In order to save additional offices, the Federal Railroad introduced train control operations on the line on October 28, 1959 . It was thus possible to dispense with the occupation of the west signal box Dw; it was probably demolished by 1960. The east tower as a command signal box , however, remained manned and was responsible for securing the level crossing. Six years after the cessation of passenger traffic on September 30, 1962, it was closed. In front of the level crossing, a speed limit at 15 km / h was set up due to a lack of technical security . The station was still manned up to this point and continued to issue tickets.

Despite the savings measures, freight traffic continued to decline, so that the Federal Railroad gave up the Drevenack tariff point on May 26, 1974 and closed the section from Schermbeck to Obrighoven near Wesel. The track to Schermbeck was dismantled in 1976, although the official closure of the section only came into effect on October 1, 1985. About ten years after the closure, the Federal Railway had one of the civil servants' houses demolished after the last tenant moved out. When the Federal Railroad wanted to have the station tracks removed around 1989, the responsible municipality of Hünxe acted and placed the entire area under monument protection on April 11, 1990.

The reception building has been privately owned since 2002, after the owners had lived in it since 1988. In addition to this, the master's house, a goods shed, the paved driveway and parts of the loading ramps and station tracks have been preserved. In 2016 the building was up for sale.

traffic

Remnants of the loading street, 2015

After commissioning in 1874, one freight train and four pairs of passenger trains drove on the route every day, all of which stopped in Peddenberg. In 1877 the CME canceled the first local train between Haltern and Wesel due to insufficient utilization. In 1879 they put in a second pair of freight trains, which were also approved for passenger transport. The timber loading accounted for the largest part of the cargo handling in Peddenberg. From 1879 onwards, the CME asked for the wood to be cut to the length of a freight wagon in order to increase capacity utilization. Despite the increased volume as a result, Peddenberg was the station with the lowest volume of goods on the Venloer Bahn. In 1878 the station recorded a freight volume of 3547 tonnes (2218 t outgoing / 1329 t incoming). 40.2 percent of the income went up for wages and salaries.

The KED Cöln on the right bank of the Rhine and subsequently the KED Münster expanded the offer after the nationalization. A fifth pair of passenger trains was added in 1892, and a sixth was added shortly after 1900. Since the travel times of these trains were not entirely satisfactory, a morning train from Hervest-Dorsten to Wesel was added from 1904. This train, mainly used for school traffic, was replaced by a seventh pair of trains in 1906. In 1912 another school train from Schermbeck to Wesel was added. The express trains running on the route from 1880 onwards did not stop in Peddenberg. With the outbreak of World War I, the Prussian State Railways temporarily restricted traffic. From November 1914, five pairs of passenger trains and two school trains ran from Schermbeck to Wesel. In 1917, the state railway limited the offer to three pairs of passenger trains.

After the end of the war, as a result of the occupation of the Ruhr by Belgians and French, traffic on the Venloer Bahn ceased between June 25 and December 9, 1923. In 1926, eight pairs of trains ran again between Haltern and Wesel, six of which stopped in Peddenberg. The Deutsche Reichsbahn increased the number to nine pairs of trains by 1938. There was also a single express train with transit. The express trains were canceled during this period. Freight traffic remained largely constant with two local freight trains.

During the Second World War, the Reichsbahn gradually restricted the offer, the last war timetable recorded five pairs of passenger trains. From the end of March to May / June 1945, civilian passenger traffic ceased entirely. Initially three and later four pairs of passenger trains ran in Drevenack. From 1950 the newly founded Federal Railroad used seven pairs of passenger trains on workdays and four on Sundays. With the onset of mass motorization , the Federal Railroad quickly saw itself prompted to further thin out the offer. From 1953, only two pairs of passenger trains drove on the route every weekday. Further savings did not lead to success, so that the Federal Railroad ceased passenger services on September 30, 1962.

Since the Wesel Rhine Bridge was destroyed in 1945, freight traffic was limited to local needs after the end of the war, so that a single pair of trains was sufficient. Since the Wesel station was already in the Essen Federal Railway Directorate (BD Essen), the latter deployed its own staff on the route. The local goods train coming from Wesel provided the wagons going further east in Drevenack, and the staff then waited for the return train to arrive. From 1972 the Federal Railroad abandoned this procedure and divided the freight trains according to direction. The local goods train of the BD Münster ended in Drevenack, the handover of the BD Essen only ran between Wesel and Obrighoven . The section from Drevenack to Obrighoven was thus without traffic. Two years later, on May 26th 1974, the BD Münster also stopped the traffic from Schermbeck to Drevenack.

Web links

Commons : Bahnhof Drevenack  - Collection of pictures, videos and audio files

Individual evidence

  1. ^ A b Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 173-175 .
  2. ↑ a b c Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 239-241 .
  3. ↑ a b c d Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 56-57 .
  4. ^ A b Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 241-242 .
  5. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 77-78 .
  6. ^ A b Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 98-99 .
  7. ^ A b Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 187-194 .
  8. ^ A b Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 209-212 .
  9. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 216-217 .
  10. ^ A b Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 238 .
  11. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 262-265 .
  12. ^ Peddenberg station for sale. In: rp-online.de. Rheinische Post , October 26, 2016, accessed on July 2, 2017 .
  13. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 70-72 .
  14. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 320 .
  15. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 72-73 .
  16. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 129-131 .
  17. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 138 .
  18. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 140-146 .
  19. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 165-168 .
  20. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 168-170 .
  21. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 176-183 .
  22. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 217-221 .
  23. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 224-231 .