Lippramsdorf station

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Lippramsdorf
Entrance building, 2011
Entrance building, 2011
Data
Operating point type Railway station (1901–1954)
Junction (1954–1986)
Location in the network Intermediate station
Design Through station
abbreviation ELPD
opening September 15, 1877 September
1, 1901 (after relocation)
Conveyance January 1, 1986
location
City / municipality Marl
Place / district Chemical zone
country North Rhine-Westphalia
Country Germany
Coordinates 51 ° 42 '22 "  N , 7 ° 5' 29"  E Coordinates: 51 ° 42 '22 "  N , 7 ° 5' 29"  E
Railway lines
Railway stations in North Rhine-Westphalia
i16 i16 i18

The Lippramsdorf Station is an abandoned place of business at the railway Haltern am See - Venlo (Venlo train).

location

The train station was not far from the eponymous town of Lippramsdorf , which has been part of the town of Haltern am See since 1975 . The former station area is already in the area of ​​the city of Marl , district chemical zone. The access is via the Oelder Weg, which runs east of the reception building in a north-south direction and connects the place with the Marl Chemical Park .

history

The initiative to build a train station near Lippramsdorf reached back to the time when the Venlo Railway was built in the early 1870s. With the commissioning of the Venloer Bahn on March 1, 1874, the stagecoach connection between Haltern and Dorsten was discontinued, so that the residents were forced to walk long distances to the next train station. In 1876, the Haltern bailiff made another attempt. He referred to the Peddenberg train station , opened in 1874 , which was also not planned at the beginning. Due to its location on a long single-track section and the possibility of loading agricultural and forestry goods, it went into operation at the same time as the line. An identical situation can be assumed for Lippramsdorf. At a local meeting on January 2, 1877, the community held out the prospect of a grant of 1,500  marks for the construction of a bus stop, but no resolution was passed. In the course of 1877, the community held out a further subsidy with the wish that at least two trains should stop per day and direction.

At the same time, the community representatives apparently held talks with a local railroad attendant of the Cöln-Mindener Eisenbahn-Gesellschaft (CME), as they  suggested a stop at the level of the caretaker's booth 5 at route kilometers 6.8. A preliminary contract concluded with the railroad attendant on August 2, 1877 stipulated that the railroad attendant should take over the sale of the tickets and invoice the municipality properly. After the conclusion of the contract, the municipality then approached the railway company with the request to open the front room of the guard's hut to the public. In return, she agreed to pay a monthly heating allowance of six marks. The inexpensive solution convinced the company, so that from September 15, 1877, two pairs of trains each between Haltern and Wesel stopped in Lippramsdorf. However, it only allowed the sale of tickets to the neighboring stations Haltern and Dorsten CM (today: Hervest-Dorsten). The Schüttbahnsteig was located south of the main track on the subgrade for the second track planned later.

The gatekeeper’s house soon turned out to be too small. While the CME favored a new building, the bailiff suggested building a bus shelter on the platform. Since it protruded 5 × 6 meters above the existing subgrade, the municipality was supposed to cover the costs for the land acquisition and construction and then make the waiting room available free of charge. In return, the community demanded that all passenger trains stop. However, the CME intended to build the new gatekeeper house so that the new building would have included the service rooms in addition to the waiting room. The building went into operation in 1882. The Wesel CME railway operations office initially demanded 908 marks from the community, later 821 marks in participation costs. It is not known what amount both parties ultimately agreed on.

From 1890, the Royal Railway Directorate in Münster began buying land for the construction of a crossing and passing track. It was planned between the kilometers 7.3 and 8.0 and required the relocation of the stop to the west. A first building application was made in 1897, and the final building application was submitted on October 24, 1898. The state railway rejected the municipality's request for a loading point to be created at the level of the existing stop . In the autumn of 1900, the municipality and the KED Münster signed a contract in which the municipality agreed to assume all costs and waived any reimbursement of costs if the loading point was decommissioned. In view of the high costs and the progress of construction on the new station, the community withdrew from the project. The new Lippramsdorf station went into operation on September 1, 1901, and the station was closed at the same time. In addition to the continuous main track, the station had a crossing and passing track on the south side and a loading track on the north side. Two signal boxes at the top of the station secured train journeys . The station building was a single-storey yellow brick building with an attached goods shed . Inside there was a small waiting room and an office room. Between the reception building and the Oelder Weg railroad crossing, the management built a residential building with two service apartments for the switch keepers , with two stables, a garden and a laundry room attached. The caretaker's hut 8 in kilometer 8.15 was demolished and rebuilt in kilometer 8.0. The Oelder Weg was laid out as a road at the expense of the community for 767,000 marks .

When the Venloer Bahn was expanded to two tracks in 1914, the passing track was relocated one track width to the south. In 1916 the station building was expanded, and the goods handling facility in the following year . In 1935 the station building received another extension. The station thus reached its greatest expansion. In addition to the train station, the offices also included a railway maintenance office , which was dissolved before the Second World War .

Between 1950 and 1951, the Münster Railway Directorate dismantled the second track between Haltern and Hervest-Dorsten. In 1953, the line was downgraded to a branch line while the maximum speed was reduced to 50 km / h. At the beginning of the 1950s, Lippramsdorf was classified as a fourth class station. Eight railroad workers were on site. On July 15, 1954, the station was converted into a junction with a stop and assigned to the Hervest-Dorsten station. The Deutsche Bundesbahn withdrew its employees from ticket issuance and left ticket sales and official business to the Masthoff family, who lived at the station, in the form of an agency . Since the two signal boxes also went out of service in 1954, the family also took on the task of a barrier post . On October 28, 1959, the Federal Railroad introduced train control operations on the line . The barrier post was replaced in 1975 by a train-controlled system. In the same year the station area came to the city of Marl as part of the municipal reorganization .

Scheduled passenger trains stopped in Lippramsdorf until September 30, 1962. On January 1, 1986, the Federal Railroad gave up the Lippramsdorf junction as a freight tariff point. On 29 May 1988, the stretch holders was - Hervest-Dorsten for the overall traffic shut down . After the main line between Lippramsdorf and Haltern had been filled with discarded freight cars for several years , it was dismantled from 1992 to 1993. The Lippramsdorf reception building has been privately owned since 1989 and has been on the list of monuments of the city of Marl since March 21, 1991 . It was renovated from 2002 to 2004. A used car dealer used the property until 2012, and a café opened in the building on March 1, 2013.

traffic

The stop at the caretaker's hut 5 was served from 1877 by two pairs of passenger trains between Haltern and Wesel . Presumably from 1882 onwards, all passenger trains stopped in Lippramsdorf. By the summer of 1914, the offer increased to seven pairs of trains. However, the express trains that ran on the route from 1880 did not stop at Lippramsdorf. 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, later four pairs of passenger trains ran in Lippramsdorf. From 1950 the Deutsche Bundesbahn operated seven pairs of passenger trains on workdays and four on Sundays. With the onset of mass motorization , the Federal Railroad was quickly forced to thin out the offer. From 1953, only two pairs of passenger trains drove on the route every weekday. In addition, there were works passenger trains , so-called Buna trains, between Borken and Lippramsdorf, which transported the workers of the chemical works in Hüls from Westmünsterland to the vicinity of the works premises. Further savings in passenger traffic did not lead to success, so that the Federal Railroad stopped this between Haltern and Wesel on September 30, 1962. The Buna trains were the last passenger trains to run on the route until the mid-1960s.

Until the mid-1970s, two pairs of local goods trains passed the junction every day . At the latest with the commissioning of a new connecting curve at Hervest-Dorsten train station in 1982 - the first curve went out of service in 1971 - regular freight traffic between Haltern and Hervest-Dorsten ended.

Web links

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

Individual evidence

  1. ↑ a b c d e f Rolf Swoboda: Venloer Bahn. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 83-85 .
  2. ^ A b Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 241-242 .
  3. ^ A b Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 216-217 .
  4. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 238 .
  5. ↑ Elizabeth Schrief: Historic Railway Station can now be rebuilt . In: Halterner Zeitung . September 10, 2013 ( halternerzeitung.de [accessed on September 10, 2017]).
  6. ^ A b Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning Verlag, Nordhorn 1993, ISBN 3-927587-11-7 , p. 53-60 .
  7. ^ A b Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 217-221 .
  8. ^ A b Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 239-241 .
  9. ^ Hiltrud Arentz: The story of the Lippramsdorf station. In: cafe-zum-alten-bahnhof.de. Retrieved September 10, 2017 .
  10. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 138 .
  11. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 140-146 .
  12. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 165-168 .
  13. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 168-170 .
  14. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 173-175 .
  15. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 176-183 .
  16. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 187-194 .
  17. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag B. Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 209-212 .