Flensburg circular railway

Flensburg – Kappeln
Former train station in Glücksburg
Course book range :	113q (1944, 1950)
Route length:	49.5 km
Gauge :	1000 mm ( meter gauge )
Maximum slope :	25  ‰
Minimum radius :	80 m; from 1915: 165 m
Top speed:	30 km / h; VT: 40 km / h
Legend Flensburg harbor Flensburg – Kiel , until 1927 0.0 Flensburg district station 4.5 m Flensburg tram , 1925–1934 to Sörup 1.4 Kiel – Flensburg railway line , until 1927 2.3 Engelsby 45.08 m 3.7 Kauslund 4.8 Wees 57.4 m 7.3 Rothenhaus 12.61 m 9.6 Glücksburg until 1912 9.9 Glücksburg end of the tram 12.89 m 12.1 Male 14.4 Ringsberg 17.3 Long-crowned 28.8 m 19.7 Spreading mill 21.2 Dollerup 38.5 m 24.4 Nübelfeld 50.21 m 27.3 Steinberg Church 41.51 m 28.9 Steinberg 25.21 m 31.5 Sneeze gray 7.71 m 32.3 Traffic jam mark 25.5 m from Sörup 34.2 Round courtyard 25.75 m 36.9 Lehbek 3.96 m 38.3 Gelting 3.51 m 41.4 Stenderup 13.0 m 43.2 Schwackendorf 16.21 m 45.9 Rabel 47.6 Grimace 12.01 49.5 Kappeln Kreisbahnhof (community station, meter gauge) 1.3 m Circular path to Eckernförde , ( meter gauge ) (Three-rail track) 35.6 Kappeln (Schlei) Schleswig old town - Kappeln railway line
Flensburg-Rundhof
Course book range :	102u (1936)
Route length:	43.9 km
Gauge :	1000 mm ( meter gauge )
Maximum slope :	18.2  ‰
Minimum radius :	120 m
Top speed:	30 km / h; VT: 40 km / h
Legend Flensburg harbor Flensburg – Kiel , until 1927 0.0 Flensburg district station 4.5 m Flensburg tram , 1925–1934 to Kappeln 1.5 Fruerlund 3, Great Tarup 1.4 Kiel – Flensburg railway line , since 1927 4.9 Tastrup 8.7 Hürup 54 m 11.6 Outdoors will 13.0 Kleinsolt 14.9 Mühlenbrück 16.2 Bishop 18.3 Obdrup 20.6 Satrup Schleswiger Kreisbahn 22.9 Big male 24.6 Small male 25.8 Millwood 26.9 Südensee 28.5 Soerup Kiel – Flensburg railway line 29.8 Schauby 30.8 Möllmark 32.9 Sterupbeck 33.8 Sterup 36.0 Jordan 37.3 Greenwood 38.8 Brunsholm 40.0 Schorrehy 41.4 Wippendorf 42.9 Vaskos from Flensburg 49.5 Round courtyard to Kappeln

The Flensburger Kreisbahn was owned by the former Flensburg district in the north of Schleswig-Holstein . It opened up the fishing region between Flensburg Fjord and Schlei , which has been crossed by the Flensburg – Kiel state railway since 1881 .

Following the example of this circular route, various local railways were built in the surrounding districts in the following years and helped develop the agriculturally used North Schleswig .

history

The Flensburg railway specialist Emil Hironymus Kuhrt had a few years before the adoption of the Prussian Small Railway Act of 1892 on the basis of his concept of cheap construction and operation as an alternative to the construction of roads with the Flensburg district to realize a railway line with 75-100 people per Square kilometers of the most densely populated landscape in Schleswig-Holstein, fishing . The total of 95 km long, meter-gauge rail network started from what was then the Flensburg central station. The first line ran parallel to the Baltic Sea coast from August 20, 1885 to the city of Glücksburg and from July 1, 1886 on via Dollerup and Rundhof to the port city of Kappeln , to which the Schleswig and Eckernförde district railways were later also led.

The Flensburg circular railway was considered the first of its kind. The concept of its most important planner Emil Kuhrt was to connect as many people as possible to the railway with as little material effort as possible. He later followed this concept when planning other small railways, for example the Hadersleben and Apenrader Kreisbahn . The line, which was originally only licensed as a branch line, was approved as a small line with the construction of the second line in 1901 (the Kleinbahngesetz had meanwhile been passed) .

The first line had its terminus in what was then the state train station , as the city and the Kiel-Eckernförde-Flensburger Eisenbahn-Gesellschaft refused to go to other locations, while the Royal Prussian Directorate Altona offered shared use of its facility, which involved complex installations of frogs and switch blades Use of the third rail in the state railroad tracks and a rail-like crossing of the Kiel – Flensburg railway line and crossing safety technology operated by the Kiel train station including annual costs of 5500 marks. In 1901 the end point was relocated to its own circular station. This was on the east bank of the Flensburg harbor next to the Kiel train station, where the Nordstraße ( Bundesstraße 199 ) now joins the Hafendamm. Only outbuildings of him have survived.

The second route ran from December 12, 1901 in a southerly direction from Flensburg to Satrup . The extension from Satrup, opened on June 1, 1902, crossed the aforementioned state railway in Sörup and reached the older Flensburg – Kappeln circular railway line at the Rundhof station. Since 1904 it has been possible to switch to the district railway to Schleswig in Satrup . However, this network expansion through the "Südring" did not bring the desired economic success. Despite rationalization measures, the line brought in major deficits, which put a great strain on the district as the owner.

In 1935 the Reich Ministry of the Interior demanded the closure of the unprofitable southern route. So it was shut down at the end of 1936. As the road conditions were not designed for bus and additional freight traffic, there were protests. Damages caused by the bad road conditions were successfully asserted against the President of the Province of Schleswig-Holstein. So on July 1, 1937, traffic was resumed in order to have time to improve the road conditions. On October 31, 1938, the route Flensburg-Satrup-Rundhof was finally closed, only the Redlefsen sausage factory in Satrup continued to operate until the end of the year. The tracks were then dismantled, only the section between Flensburg and Fruerlund to the gravel pit remained until 1953.

On the other hand, the volume of traffic on the “Nordring” exceeded expectations. An attempt was made here to attract even more passengers by electrifying the Flensburg – Glücksburg section of the route close to the city and by continuing the urban tram from September 22, 1925. In the summer of 1927 there were 15 pairs of journeys on weekdays and 20 pairs of journeys on Sundays, with the circular trains to Kappeln only starting in Glücksburg. The result was a disappointment and the joint operation with the tram ended on March 8, 1934.

In the post-war period, hamster rides had to do a lot of work: The residents of Flensburg drove to fishing to get food. In 1939, 382,904 people were carried, compared to 1,469,589 in 1947. After the currency reform in 1948, traffic fell again, but was still 675,416 in 1949 due to the increased population of the region due to refugees and resettlers now losses, in 1950 it was 350,000 DM.

After the normalization of economic conditions in the wake of the Second World War , the focus was even more on the expansion of roads than under the Nazi regime, which had been relatively poor in fishing until then. In 1951, construction began on Nordstrasse, which had been promised in 1937 ( today's Bundesstrasse 199 ) between Gelting and Steinbergkirche. The circular route was shut down in sections between August 10, 1952 and March 31, 1953, starting from Kappeln (August 10: Kappeln – Gelting; November 2: Gelting – Nübelfeld; November 20: Nübelfeld – Streichmühle; March 1953: Streichmühle – Langballig; March 31st Langballig – Flensburg). The tracks were removed immediately, as a substantial part of the railway line was used for the construction of the road. The local people of Flensburg expressed their regret at the end of the circular path with a sign in Petuh that said:

"Now he's sick, he's missing the small train."

- Paul Selk : Flensburg anecdotes

technology

For cost reasons, the decision was made in favor of nine meter long, 85 mm high rails made of Bessemerstahl, which were 40 mm wide at the head, 10 mm in the web and 70 mm wide at the base and weighed 14 kg / m per meter . They were designed for a top speed of 20 km / h. The light superstructure on gravel bedding could withstand axle loads of 5 t and was designed for 3000 trains per year. Slopes of up to 1:40 were planned, the track system had radii of at least 80 m. Longer rails were used for the southern route.

Since the railway had 37.5 km of stretches in a lateral position to the road, the engines of the locomotives were covered to prevent accidents.

By 1900, operations on the routes had increased to 7000 journeys a year, which the rail material was hardly able to cope with. The tracks therefore had to be renewed from 1911 to 1915. Prussian secondary profile rails with 24 kg / m were used, the highest gradients eliminated and larger arc diameters built; the narrowest curve was given a radius of 165 m. The tracks were given their own route in many places, especially in curve abbreviations. Because of the increased train weights, all vehicles in 1911/12 received Scharfenberg couplings instead of the old couplings with buffers and union hooks. The brakes were converted to Körting suction air brakes in 1901–1905 .

vehicles

Initially built by SLM , the three-axle box locomotives No. 1 Flensburg , No. 2 Glücksburg and No. 4 Kappeln , as well as eight two-axle passenger cars, were available. In 1886 the identically constructed locomotives No. 3 Gelting , No. 5 Steinberg and eight other passenger cars were added. In addition, the original equipment included 20 covered and 12 open freight cars, two long timber cars and two baggage cars with a mail compartment from the Heinrich Heine & Sons car manufacturing company in Preetz . The vehicles were equipped with a lever brake.

In 1902, four two-axle B n2t and three BB n4vt (duplex) tank locomotives from Orenstein & Koppel , again designed as box locomotives, new four-axle passenger cars from Düsseldorfer Eisenbahnbedarf and freight cars with a load capacity of 10 t strengthened the fleet.

Two new four-axle tank locomotives with a service weight of 28 t, the first locomotives without a box body, six passenger cars and 30 freight cars were procured in 1911.

After the First World War , passenger and freight traffic were separated in order to speed up the trains by saving travel time. In 1925 two benzene railcars and in 1926 two new superheated steam tender locomotives were acquired, which achieved greater ranges with one cubic meter of coal and 3.4 cubic meters of water and, with 0.92 square meters of heating surface with 46.8 square meters of heating surface and a superheater heating surface of 16.8 square meters, worked more efficiently than the existing ones . In 1927 and 1929, the last and strongest new acquisitions came to the Kreisbahn with two more railcars. Now the new traffic concept could be implemented with driving speeds increased from 30 km / h to 40 km / h. In 1930 T4 achieved a monthly mileage of 9700 km.

Company number	Surname	Design	Manufacturer	Construction year	Factory no	Service mass	power	retired
1	Flensburg	C n2t	SLM	1885	393	15.0 t	100 hp	1926
2	Glücksburg	C n2t	SLM	1885	394	15.0 t	100 hp	1925
3	Gelting	C n2t	SLM	1885	395	15.0 t	100 hp	1923
4th	Kappeln	C n2t	SLM	1885	396	15.0 t	100 hp	1923
5	Steinberg	C n2t	SLM	1886	427	15.0 t	100 hp	1927
6th	Round courtyard	C n2t	SLM	1887	457	15.0 t	100 hp	1925
7th	Long-crowned	C n2t	SLM	1898	1106	15.0 t	100 hp	1920
8th		B n2t	Orenstein & Koppel	1900	538	14.5 t	60 hp	1923
9		B n2t	Orenstein & Koppel	1901	841	14.5 t	60 hp	1923
10		B n2t	Orenstein & Koppel	1901	842	14.5 t	60 hp	1920
11		B n2t	Orenstein & Koppel	1901	843	14.5 t	60 hp	1920
12		B n2t	Orenstein & Koppel	1900	844	14.5 t	60 hp	1923
13		C n2t	Arnold Jung locomotive factory	1903	827	19.0 t	110 hp	1953
14th		C n2t	Arnold Jung locomotive factory	1903	828	19.0 t	110 hp	1953
15th		C n2t	Arnold Jung locomotive factory	1907	1168	19.0 t	110 hp	1953
16		C n2t	Arnold Jung locomotive factory	1907	1168	19.0 t	110 hp	1953
21st		BB n4t	Orenstein & Koppel	1901	838	26.0 t	200 hp	1931
22nd		BB n4t	Orenstein & Koppel	1901	839	26.0 t	200 hp	1953
23		BB n4t	Orenstein & Koppel	1901	840	26.0 t	200 hp	1953
24		D n2t	Arnold Jung locomotive factory	1911	1604	28.0 t	180 hp	1953
25th		D n2t	Arnold Jung locomotive factory	1911	1605	28.0 t	180 hp	1953
1 II		D h2t	AEG	1926	3413	31.0 t	310 hp	1953
2 II		D h2t	AEG	1926	3414	31.0 t	310 hp	1953
T1		B'2 '	AEG / NAG	1925	-	17.5 t	70 hp	1953
T2		B'2 '	AEG / NAG	1925	-	17.5 t	70 hp	1953
T3		(1A) 2 '	DAY	1927	118	25.4 t	100 hp	1953
T4		(1A) 2 '	DAY	1929	178	28.6 t	150 hp	1953

The steam locomotives were all scrapped after they were discontinued, the four railcars were sold to other railways in 1953 and some of them continued to operate until 1972.

staff

When the company opened, the following were busy: (These data only apply to the first line; the new lines were similarly economically equipped)

In the works office

An operations controller, two assistants, and a telegraph supervisor; the Rendant of the District Treasury worked part-time for the district orbit.

in station service

Two station masters, a station assistant in Flensburg, 22 innkeepers, as part-time station supervisors, looked after all station tasks such as ticket sales, goods handling and train handling. Five station workers supported. The Kreisbahn had only seven terminal buildings of its own; Otherwise, the inns along the way and their owners were won over as employees.

in the driving service

A chief engine driver, four engine drivers, four stokers and four train drivers. Workshop work was initially carried out by the driver service personnel. It was not until 1902 that a workshop was opened at the new depot.

in entertainment service

Three railway foremen and 18 line workers.

traces

Numerous station buildings from the Flensburg circular railway have been preserved, as well as some dams and cuttings off Nordstrasse. To the east of Sörup you can see the access ramps and remnants of bricks from the bridge over the Flensburg-Kiel state railway.

• 

  Train station in Steinbergkirche

• 

  Langballig train station

• 

  former Grünholz station in today's Esgrus community

literature

• Heinz-H. Schöning, Dirk W. Kupfer: The Flensburger Kreisbahnen . Kenning, Nordhorn 2004, ISBN 3-933613-70-1 .
• Gert Uwe Detlefsen: Flensburg in old views . Zaltbommel 1984, ISBN 90-288-2718-8
• Holger Kaufhold, Eckhard Klein, Detlef Schikorr: 150 years of the railroad in Flensburg; From the Südschleswigschen Eisenbahn to Bahn AG , Berlin 2004, ISBN 3-935909-22-5
• K. Boljahn, Harbeck, E. Klein, Wegner: The railway in Flensburg 1854-1979 , EK, Freiburg 1979, ISBN 3-88255-824-5
• Gerd Wolff: German small and private railways, Volume 12: Schleswig-Holstein 1 (eastern part) . EK-Verlag, Freiburg 2010, ISBN 978-3-88255-671-1 , p. 299-329 .

Individual evidence

1. ^ Heinz-Herbert Schöning: The Eckernförder Kreisbahnen . In: Ludger Kenning Verlag (ed.): Secondary line documentation . tape 33 . Kenning, Nordhorn 1998, ISBN 3-927587-70-2 , p. 31 .
2. ^ Boljahn et al: The railway in Flensburg 1854-1979. , P. 76
3. ↑ Kaufhold u. others: 150 years of the railway in Flensburg. Berlin 2004, p. 55f
4. ↑ Heinz-H. Schöning, Dirk W. Kupfer: The Flensburger Kreisbahnen . Kenning, Nordhorn 2004, ISBN 3-933613-70-1 , p. 49 .
5. ↑ Heinz-H. Schöning, Dirk W. Kupfer: The Flensburger Kreisbahnen . Kenning, Nordhorn 2004, ISBN 3-933613-70-1 , p. 50 .
6. ↑ Heinz-H. Schöning, Dirk W. Kupfer: The Flensburger Kreisbahnen . Kenning, Nordhorn 2004, ISBN 3-933613-70-1 , p. 62 .
7. ↑ Kaufhold u. others: 150 years of the railway in Flensburg , Berlin 2004, p. 53ff
8. ↑ Paul Selk (Ed.): Flensburg anecdotes . 1st edition. Husum Druck- und Verlagsgesellschaft mbH u. Co. KG, Husum 1978, ISBN 3-88042-072-6 , 164. End of the Flensburger Kreisbahn , p. 108 (with the collaboration of Renate Delfs ).
9. ^ Gerd Wolff: German small and private railways, Volume 12: Schleswig-Holstein 1 (eastern part) . EK-Verlag, Freiburg 2010, ISBN 978-3-88255-671-1 , p. 307 .
10. ↑ Kaufhold u. others: 150 years of the railway in Flensburg. Berlin 2004, p. 55.
11. ↑ ^{a b} Kaufhold u. others: 150 years of the railway in Flensburg. Berlin 2004, p. 53 f.
12. ↑ Kaufhold u. others: 150 years of the railway in Flensburg. Berlin 2004, pp. 55-58
13. ↑ Kaufhold u. others: 150 years of the railway in Flensburg. Berlin 2004, pp. 66–67.
14. ↑ Kaufhold u. others, p. 67
15. ↑ Heinz-H. Schöning, Dirk W. Kupfer: The Flensburger Kreisbahnen . Kenning, Nordhorn 2004, ISBN 3-933613-70-1 , p. 74 .
16. ↑ Kaufhold u. others: 150 years of the railway in Flensburg. Berlin 2004, p. 55

Web links

Commons : Flensburger Kreisbahn  - Collection of images, videos and audio files

• Timetable 1944 113q Flensburg-Glücksburg-Kappeln