Railway line Wuppertal-Wichlinghausen-Hattingen

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Wuppertal-Wichlinghausen-Hattingen
Section of the Wuppertal-Wichlinghausen-Hattingen railway line
Route number (DB) : 2713
Course book section (DB) : last 336
Route length: 27 km
Gauge : 1435 mm ( standard gauge )
Legend
Route - straight ahead
 Ruhr Valley Railway from Bochum-Dahlhausen S 3
S-Bahn station
 23.3 Hattingen (Ruhr)
   
 Ruhr Valley Railway to Hagen-Vorhalle (Museum Railway)
   
 Branch line to Hattingen (Ruhr) middle S 3
   
 20.9 Orenstein & Koppel ( Anst )
   
 20.0 Hattingen city forest
   
 19.8 Schulenberg tunnel (195 m)
   
 18.0 Bredenscheid
   
 13.8 Sprockhövel
   
 10.7 formerly Kleinbahn Bossel – Blankenstein
   
 10.3 Bossel
   
 8.3 former railway line from Silschede
   
 7.7 Schee
   
 6.5 Scheetunnel (722 m), A 46
   
 5.1 Wuppertal-Nachbarebreck
   
 former Northern Railway from Schwelm RhE
   
0.0
(3.3)
Wuppertal-Wichlinghausen (Ober-Barmen RhE)
   
 former Northern Railway to Mittel-Barmen RhE
   
 Wichlinghauser Tunnel (290 m)
   
 Main line to Schwelm
   
 (0.0) Wuppertal-Oberbarmen station
   
 Main line to Barmen
Swell:

The Wuppertal-Wichlinghausen-Hattingen railway , the so-called coal railway , is a former railway line from Wuppertal-Wichlinghausen to Hattingen .

In Hattingen, the line was connected to the central Ruhr Valley Railway of the Bergisch-Märkische Eisenbahn-Gesellschaft (BME). In Wuppertal-Wichlinghausen there was a connection to the " Wuppertaler Nordbahn " of the former Rhenish Railway Company, which has now also been closed, and to Wuppertal-Oberbarmen Bf on the Wuppertal main line , the main line of the BME.

history

The former Sprockhövel train station

The approximately 20 km long route was planned by the Rheinische Eisenbahn-Gesellschaft and completed on May 20, 1884 by the Prussian State Railway . It was designed primarily for freight transport , mainly for the transport of the hard coal mined south of the Ruhr , hence the name coal railway. The main focus of operations was the Sprockhövel station with the siding to the Alte Haase colliery , plus the Sprockhövel-Bossel station , into which the Bossel – Blankenstein small train ran . The Johannessegen mine had had a siding at Bredenscheid train station since 1888, which is still recognizable today, with which the coal extracted could be transported away. A branch line ran from Schee station to Silschede , which also served as a coal removal route. In passenger transport, express trains with the route course Düsseldorf-Mettmann-Wuppertal-Mirke-Wuppertal-Wichlinghausen-Schee-Hattingen-Essen were run until the 1930s.

Routing and engineering structures

The route overcame a height difference of 180 meters over a distance of about 15 kilometers. The lowest point was 70 meters above sea ​​level at Hattingen station, the highest point was 250 meters at Schee station. The descent to Wuppertal-Wichlinghausen took place via a bend within the urban area. The line had a total of two railway tunnels and several smaller viaducts . The 195 meter long Schulenberg tunnel is near Hattingen, the 721 meter long Scheetunnel on the city limits from Sprockhövel to Wuppertal. This tunnel received a second parallel tube in 1902. During the Second World War it served as a U-relocation under the name Kauz .

Another special feature of the route is a tunnel in a former horse-drawn tram , which crosses the route above Hattingen- Bredenscheid . Also worth mentioning is the Im Riepelsiepen bridge , built from local sandstone in 1884 , which crosses the route at the level of the Alte Haase colliery. It has been a listed building since 2007 and was renovated in 2008.

Shutdown

On the Hattingen – Wuppertal railway line, passenger traffic was discontinued in 1979 and all traffic in 1984. Initially, it was planned to maintain or reactivate passenger traffic by integrating it into the S-Bahn network; In addition, it was planned to run the S 3 beyond Hattingen in several construction phases to Wuppertal. However, this failed on the one hand because of the necessary electrification of the route, since an increase in profile in the area of ​​the two tunnels would have resulted in excessive costs. On the other hand, due to the relatively high number of engineering structures, it was feared that the line would be maintained too high, as well as the costs of re-routing between Sprockhövel and Haßlinghausen on the former Schee – Silschede railway line . As a result of the closure, Wuppertal is only connected to the central Ruhr area via the Wuppertal-Vohwinkel-Essen-Überruhr railway line used by the S 9 , while the central town of Sprockhövel no longer has a railway connection.

After the end of regular operations, the route was still used sporadically by freight and museum trains until 1988. In 1991 and 1992 most of the track was removed. There are still tracks from Hattingen (Ruhr) train station in the direction of Wuppertal. These lead (even if in some cases heavily overgrown) to the viaduct Leberhofer Straße.

Todays use

Today there is a non-asphalt bike path on the route from Schee to Hattingen , which is very pleasant to ride with a gradient of no more than two percent. The many surrounding grids in the area of ​​the Hattingen city area are annoying . In principle, the cycle path ends in Hattingen, shortly after the Schulenburgtunnel. From there, the normal road network continues to the city center of Hattingen. However, the cycle path was later extended so that you can bypass the center of Hattingen and drive to Kidneyhofer Straße, from where it is not far to the Ruhr in the direction of Essen. In addition to some heavily rebuilt company buildings, the Sprockhövel, Bossel and Schee train stations have largely been preserved in the same appearance.

The branch line to Silschede that branches off near the Schee train station has also been converted into a cycle path. This stretch is also not paved.

The Schee-Hattingen route is part of the Von-Ruhr-zur-Ruhr cycle path .

In 2019, a possible reactivation of the railway line will again be discussed.

Conversions

According to the plans of Straßen.NRW, a bypass is to be built in Niedersprockhövel . For this purpose, a state road L 70 n will be built on the railway line and thus the cycle path over a length of approx. The cycle path is to be relocated there on the verge of the state road. The planning approval procedure was completed at the end of 2012 by the Arnsberg district government .

literature

Web links

Commons : Wuppertal-Wichlinghausen – Hattingen railway line  - collection of images, videos and audio files

NRWbahnarchiv by André Joost:

further evidence:

Individual evidence

  1. ↑ DB Netze - Infrastructure Register
  2. ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
  3. ↑ Johannessegen mine. In: The early mining of the Ruhr. 2009, accessed May 21, 2020 .
  4. ↑ Sabine Weidemann: Transport Association wants to make cycle route back into a railway line. May 20, 2019, accessed on May 21, 2019 (German).
  5. ↑ Article in the Westdeutsche Zeitung of December 28, 2012 ( online )
  6. ↑ l70-nein-danke.de