Railway line between Rostock and Markgrafenheide harbor

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Rostock – Markgrafenheide city harbor
Gauge : 1435 mm ( standard gauge )

The Rostock – Markgrafenheide city port railway line is an unfinished railway line that would have connected parts of the Rostock urban area for freight traffic. It should be connected to the Rostock port railway and lead from the port north of the old town via Dierkow probably over 15 kilometers to Markgrafenheide and possibly further to Graal-Müritz . Some relics of the building project have been preserved, especially in Dierkow.

history

The Rostock port on the Unterwarnow north of the old town (today called Rostock city port ) had a railway connection as early as 1854. In 1920 the port and railway facilities were initially extended to the wood peninsula behind an old Warnow arm. At that time there had already been plans to extend the port railway over the Petri Bridge to the other bank of the Warnow in the eastern part of Rostock. Corresponding ideas can be traced back to at least 1907.

It was not until 1933 or shortly thereafter that the eastern port was connected to the railway as an extension of the Rostock city port via the Petribrücke. In the years that followed, the National Socialist leadership planned to expand Rostock to become the regional center of the Mecklenburg-Lübeck district. New residential and industrial areas as well as military facilities were to be built, especially east of the Warnow. New traffic routes were planned accordingly. The centerpiece was a rail connection from the main train station via the port area on the Warnow, Dierkow, Hinrichsdorf , Nienhagen , Stuthof to Markgrafenheide and on to Graal-Müritz. In Markgrafenheide, the new line was to be linked to the Warnemünde – Markgrafenheide beach railway and this was to be converted to the regular gauge. In Graal-Müritz a connection with the Rövershagen – Graal-Müritz railway was planned.

Cut for the planned railway line in Rostock-Dierkow

The trains were supposed to run from the main station via the port railway line of the Lloydbahn , which runs west of the city center , as this section had become largely meaningless in contrast to the route from the freight station through the Grubenstrasse to the port. A project for a single-track line from Rostock to Markgrafenheide was submitted on November 19, 1935 by Allgemeine Lokalbahn- und Kraftwerke AG (ALOKA), which had held the majority of the shares in Rostocker Straßenbahn AG (RSAG) since 1925 . At the same time, the residential areas Dierkow -Ost and Dierkow-West were created, the construction of which was accompanied by propaganda at the time.

RSAG also took part in the tenders, but the Lord Mayor of Rostock, Walter Volgmann, awarded the contract for the preparatory work on the route to Lenz & Co. , which was already operating the railway from Rövershagen to Graal-Müritz. In a report in the Rostock Gazette of March 18, 1938, there was again talk of a tram line to Markgrafenheide.

In fact, extensive track systems were built behind the Osthafen, which connected a number of businesses. In addition, there was some preliminary construction work, some of the tracks were laid as far as the Dierkow area. The bridge built in the course of the Gutenbergstrasse in Dierkow-Ost, which would have crossed the railway line, was clad with natural stone masonry and leaves an impression comparable to many motorway bridges from this time. The construction of the route required extensive earthworks, which is still evident today in the cut made. After the beginning of the war, the work was stopped around 1940 and not resumed.

How far the construction of the route had advanced before the construction work was stopped is no longer recognizable today, as the Dierkow prefabricated building area, built in the 1980s, has greatly reshaped the site. In the 1950s, the route was again the subject of plans for an alternative siding for the city port from the Rostock seaport freight station, which was also still in the planning stage at the time . Ultimately, these plans were not pursued either.

Purpose of connection

Markgrafenheide as the destination of the connection allows the assumption that the naval site there and also the military airfield at that time should be developed by rail, especially since a connection to the Warnemünde – Markgrafenheide beach railway was planned. However , there was no Muna location, such as a larger fuel store, in the vicinity of Markgrafenheide. However, additional industrial and military facilities were planned in the region.

It is unclear whether a main line or a tram-like connection should be created. The source criticism of the authors in questioned a press article from 1938, in which the project is reported as the construction of a tram connection. In fact, Markgrafenheide could already be reached from Warnemünde by beach tram. The authors also refer to photo documents from the time, from which it emerged that it must have actually been railway tracks.

Technical parameters

The complete planning with the exact course of the started connection is unknown. It can be assumed that a structurally simple route was chosen that would have touched Hinrichsdorf, Nienhagen and Stuthof. Swampy areas like the Schnatermann would have had to be crossed, and some streams would have required openings. At around 15 km, the railway would have been relatively long as a (military) connecting railway, but this was accepted in a similar project in Western Pomerania on the Demmin – Tutow railway line. Alternatively, Markgrafenheide could have been reached as a branch from the Mecklenburg bathing railway Rövershagen – Graal-Müritz , but the latter was privately owned. The execution would have been in standard gauge, as the line would have connected to the existing port railway facilities.

Relics

The former railway section of the Petri Bridge has been preserved to this day and is used as a cycle path. Branching off from Dierkower Damm, around 500 m of the route, which was built until 1939, has been preserved, which runs over the entire length in a cut through the up to 15 m high "Dierkower Höhe". The building of the former construction management (stone barrack) was located in this area until after 2000. An outstanding relic is the Gutenbergstrasse bridge, a vaulted bridge clad with natural stone masonry.

Individual evidence

  1. ↑ Lothar Schultz, Klaus Pafferott, Hans-Georg Tack: The railway in city harbor. VBN Verlag B. Neddermeyer, Berlin 2008, p. 32.
  2. ↑ Lothar Schultz, Klaus Pafferott, Hans-Georg Tack: The railway in city harbor. VBN Verlag B. Neddermeyer, Berlin 2008, p. 36.
  3. ↑ Lothar Schultz, Klaus Pafferott, Hans-Georg Tack: The railway in city harbor. VBN Verlag B. Neddermeyer, Berlin 2008, p. 112.
  4. ↑ a b c d e Rüdiger Grabowski, Norbert Enenkel: Tramways and buses in Rostock , Verlag Kenning, 2006, ISBN 3-933613-81-7 , p. 66.
  5. ^ Rüdiger Grabowski, Norbert Enenkel: Tramways and buses in Rostock , Verlag Kenning, 2006, ISBN 3-933613-81-7 , p. 47.
  6. ↑ Karsten Schröder, Ingo Koch: Rostocker Chronik. Neuer Hochschulschriftenverlag, Rostock 1999, p. 164.
  7. ↑ a b c d Lothar Schultz, Klaus Pafferott, Hans-Georg Tack: The railway in the Rostock city port. VBN Verlag B. Neddermeyer, Berlin 2008, p. 116.
  8. ↑ a b Lothar Schultz, Klaus Pafferott, Hans-Georg Tack: The railway in the Rostock city port. VBN Verlag B. Neddermeyer, Berlin 2008, p. 126.
  9. ^ Lothar Schultz, Peter Wilhelm, Klaus Pafferott: 150 years of the railway in Rostock. Transpress, Stuttgart 2000, p. 106
  10. ↑ https://www.geoportal-mv.de/ , accessed on February 26, 2016, height determination