Hörder circular path

from Wikipedia, the free encyclopedia
The depot of the Hörder Kreisbahn depot on Hermannstrasse has been preserved to this day

The Hörder circular path was a streetcar company in the field of today largely Dortmund belonging district Hörde . In 1897, the General Local and Tram Company in Berlin (ALSAG) received the order from the district administration of the Hörde district to set up a tram in their area and founded the Hörder Kreisbahn for construction and operation. The vehicles should come from the financially closely interwoven Allgemeine Elektrizitäts-Gesellschaft (AEG) in Berlin, as is also stated in ALSAG's license agreement with Aplerbeck. At that time, ALSAG also operated the standard-gauge tram in the large neighboring city of Dortmund, including the lines to Hörde. On April 14, 1928, when the town of Hörde (1928) and most of the district of Hörde (1929) were about to be incorporated into Dortmund, the license and the route network of the Hörder Kreisbahn were transferred to Dortmunder Straßenbahn GmbH.

Rail routes

Former Hörder Kreisbahn, largest extension of the tram-rail network 1903–1915. Former tram company '' 'Hörder Kreisbahn' ', largest extent of rail network, 1903–1915
Opening date
route
January 30, 1899 Hörde Rheinischer Bhf. –Aplerbeck
February 4, 1899 Hombruch –Barop –Brünningh.– Block F.-Wilhelm
May 18, 1899 Hearde swords
April 8, 1900 Barop - Eichlinghofen
May 30, 1900 Brünninghausen –Wellinghofen
March 27, 1902 Asseln - Aplerbeck - Berghofen (Schwerter Wald)
March 27, 1902 Schwerte - Westhofen
September 19, 1903 Westhofen - Hohensyburg

Between 1903 (opening of the funicular to Hohensyburg) and the outbreak of the First World War, the network of the Hörder Kreisbahn was at its greatest extent (approx. 38 km). This is shown (simplified) on an official distance map from 1904, with the exception of the short sections Rheinischer Bhf. Hörde – blast furnace, Brünninghausen – Steinerne Brücke and Hombruch – Barop. Overall, at the beginning of the First World War , the circular orbit had a network with a length of around 38 kilometers, on which seven lines operated.

Hörde Rheinischer Bahnhof – Aplerbeck

The first line of the Hörder Kreisbahn opened on January 30, 1899 between Hörde and Aplerbeck , like all other lines as a meter-gauge tram that was electrified from the start. The route probably began in the west of Hörder at the now almost forgotten Rheinischer Bahnhof (later Hörde-Hacheney station ). This station was on the northern edge of today's industrial area and former blast furnace factory site Phönix West, roughly in the axis of today's Robert-Schuman-Strasse, on the Brünninghausen - Dortmund Süd section of the Rheinische Bahn , which was closed in 1957 , so it should not be confused with the only Hörder station today on the former Bergisch-Märkische Bahn (Hellweg and Ardeybahn). This section of the tram route thus also served as a connection between the two Hörder train stations, which are about 1.7 km apart. From the Rheinischer Bahnhof, the tram route probably led southwards, roughly along today's Heinz-Nixdorf-Strasse, to today's Konrad-Adenauer-Allee (at that time the Hochofen stop ). As early as the First World War, passenger trains only passed through the Rheinische Bahnhof without stopping; At the latest, the tram service on this first branch also ended. The further course led eastwards over the Hochofenstraße to a level crossing (from 1914 street underpass) and through the Hermannstraße (then Chausseestraße) to the Hörder center with the Post stop (today Hörder Brückenplatz), not far from the Bergisch-Märkischer train station. It is controversial whether the branch from the Rheinischer Bahnhof to the Hochofen stop and on to the Hörder Zentrum actually went into operation on January 29 or 30, 1899, because apart from a newspaper advertisement from the operating company, there is apparently hardly any written evidence of this. In an editorial article in the same newspaper edition about the official acceptance of the Hörde-Aplerbeck line on January 28, 1899, the planned commissioning on January 30, 1999 and the fares, however, only the Hörde (Post) - Aplerbeck section is mentioned. In any case, it went on Hermannstrasse from Hörde (post office) to the depot in Hörder Osten (already in the Berghofen area) and over today's Schürufer Strasse through Schüren to Aplerbecker Markt.

Hombruch – Barop – Brünninghausen – Block F.- Wilhelm.

In addition, on February 4, 1899, the line from Hombruch via Barop and Brünninghausen to the Friedrich-Wilhelm block ( Stone Bridge ) was added. Beginning at Hombrucher Marktplatz, the route led a short distance westwards through Harkortstrasse, then northwards through Hombrucher Strasse to Stockumer Strasse and on this to Brünninghausen, then over Ardeystrasse to the Friedrich-Wilhelm block (Stone Bridge). This route was included in the Hörder Kreisbahn's first concession from 1898. At the Steinerne Brücke (over the Emscher), an excursion destination with the restaurant of the same name, the Kaiser-Wilhelm-Thal summer inn, a pond and a cycling track not far from the Friedrich-Wilhelm block of the Bergisch-Märkischen or Hellwegbahn (at today's Signal-Iduna station -Park ) it was possible to switch to the standard-gauge Dortmund tram (via Ardeystraße and Hohe Straße) to the city center (opened in 1898).

Hörde – swords

An extension in Hörde and the branch from the Aplerbeck route via Berghofen to Schwerte also opened on May 18 . The route began at the Berghofen depot and led through today's Berghofer Strasse (then Kölner Strasse), where it crossed the Hellweg and Ardey railways at a level crossing (replaced by a street underpass in 1913). The line was single-track with an evasion, u. a. in the Berghofer village center ( Weiche Berghofen stop ) and at the intersection with Wittbräucker Straße ( Schwerter Wald ). The Freischütz excursion restaurant at the highest point of the route in the Schwerter Wald was of great importance for the profitability of the route as it continued along Hörder Strasse . Until then, stagecoaches drove here. The tram was the first rail connection from Dortmund to Schwerte, the Ardeybahn from Hörde via Aplerbeck-Süd and through the Schwerter Tunnel could not begin passenger traffic until January 13, 1913. Coming from Hörde, the line crossed the railway in the north of Schwerter. The railway bridges over the Hörder Straße that exist there today date from 1908 (Schwerte – Fröndenberg) and 1909 (Schwerte – Holzwickede). If the “Official Distance Map” from 1904 is correct at this point, the route originally led straight ahead through Rathausstrasse after the railway crossed to Postplatz and on through Hüsingstrasse to Schwerter Marktplatz. Later she was given a new tour through Karl-Gerharts-Strasse to the train station and on through Bahnhofstrasse to Postplatz (today's street names).

Barop-Eichlinghofen

The route connected to the route to Hombruch at the Barop car park and led over Stockumer Strasse to Eichlinghofen. The final stop was in the center of Eichlinghofen.

Change in Hörde

It was also possible to change to the Dortmund tram in the Hörder Zentrum from the start. This is documented, among other things, by a newspaper article published in 1899. Afterwards, a late connection in the direction of Aplerbeck was set up for those returning from evening music performances in the restaurant Kronenburg (Märkische Straße) with a change from the Dortmund tram at the Hörder Post stop (today Hörder Brückenplatz / Schlanke Mathilde ). The first Hörder terminus was (since 1881) at the Hörder Markt in the (present-day) intersection of Faßstrasse, Seekante and Hörder Hafenstrasse, but in the course of electrification (until 1896) another route was moved to the Hörder center (through Viktoriastrasse, today Semerteichstrasse ). For a long time both terminals were served in parallel, as u. a. a city guide from 1905 attests to this. A city map from 1912 still shows both routes.

Brünninghausen – Wellinghofen

May 30, 1900 is the opening date of the Brünninghausen – Wellinghofen line. However, it is not entirely clear whether the Brünninghausen – Hörde section was not completed and used earlier. That speaks u. a. a map attached to a hiking guide dated around 1901. The route Brünninghausen – Hörde is marked there, but the route to Wellinghofen is not yet. Heinrich Lemberg, the author of the hiking guide, is a bit more up-to-date in the text: You can also get to Wellinghofen by taking the tram via Hörde or Brünninghausen (page 16). And the restaurant Zur Kluse (on the northern outskirts of Hörde) advertises in an advertisement (page 35) with a waiting room for tram drivers with a view of the Dortmund tram to Hörde and with the possibility of taking the Hörder Kreisbahn and the like from there. a. to Wellinghofen (and to Aplerbeck, Freischütz, Schwerte, Brünninghausen and Barop).

The Hörde – Wellinghofen section was not routed via the Post stop at today's Hörder Brückenplatz from the start, but rather a long time after the Hörder Bridge was built (1903) via the Hellwegbahn (Dortmund - Soest) at Hörder Bahnhof. This is supported by several postcard photos, dated around 1900 to 1910, of today's Brückenplatz, which show the continuous tracks along today's Hermannstrasse, but not yet a turning track towards the level crossing or Hörder bridge. This is only the case in a photo dated 1913. The route over the Hörder Bridge is also included in a city map from 1912. Originally, the Wellinghofer line, coming from Hochofenstrasse, branched off from the main line to Aplerbeck at Piepenstockplatz, which crossed the Hellwegbahn with a restricted level crossing there (until 1914) and led to Wellinghofer Strasse on the south side of the railway facilities (Schildstrasse). So it can be seen hinted at on an official distance map from 1904.

From there it went on through Wellinghofer Straße, Zillestraße, Preinstraße and Wellinghofer Amtsstraße (today's street names) to the Wellinghofer village center in front of the old church. With the route over the Hörder Bridge, an approximately 130 m long section went into operation south of it between the old Benninghofer and Wellinghofer Strasse, which led past the rear of the buildings on Schildstrasse and Hinteren Schildstrasse, i.e. through their backyard . The route section survived long after the gauge change (1929), until Schildplatz was rebuilt in its place at the beginning of the 1960s , with an important transfer stop.

Asseln – Aplerbeck – Berghofen (Schwerter Wald)

The line to Asseln in what was then the Dortmund district (via Köln-Berliner-Straße and Aplerbecker Straße), which opened on May 27, 1902, was connected to the standard-gauge tram on Hellweg, which ran from Unna (from November 26, 1906) and Wickede ( from August 26, 1906) to Körne as a route of the Dortmund district tram and from June 30, 1914 it was continuously extended to Dortmund Central Station via the city route opened in 1898. From the Aplerbeck market square to the Schwerter Wald (with a connection to the route to Schwerte, which was opened at the same time), it went via Wittbräucker Straße. From June 13, 1913, it was also possible to change to the standard-gauge Dortmund tram in Aplerbeck, via Marsbruchstrasse and Westfalendamm to the center of Dortmund.

Schwerte – Westhofen – Hohensyburg

The Schwerte - Westhofen line, opened on May 27, 1902, and its extension by funicular to Hohensyburg (opened September 19, 1903) mainly served to develop the local recreation area around the Hohensyburg . It led from the Schwerter Markt over the Hagener Strasse, the old road bridge over the railway (Im Ostfeld) and the Reichshofstrasse in Westhofen and ended at the valley station of a 450 m long funicular railway , which led to the ruins of the Hohensyburg above today's casino. Due to the low level of excursion traffic during the First World War, the increase in automobile traffic and the competition from the railroad between Schwerte and Hagen, the excursion route to the Syburg was closed again in 1915. Finally, this route was cleared for demolition by the district council on February 14, 1923.

Further development at the time of the Dortmund tram

As early as 1927, i.e. before the involuntary incorporation of the city of Hörde (1928) and most of its district (1929) to Dortmund, the private operator of the Hörder Kreisbahn , which has since 1923 trading as Allgemeine Lokalbahn- und Kraftwerke AG (ALOKA), sold its route network to the municipal Dortmunder Straßenbahn GmbH , which then also received the license. Thus, on April 14, 1928, the Hörder Kreisbahn merged with the Dortmunder Straßenbahn GmbH. This began by gradually re- gauging the previously meter-gauge network to standard gauge , but due to the economic crisis it remained with a few sections. Less popular lines, such as the Asseln - Aplerbeck connection on May 10, 1934, were converted to buses before the Second World War, and the Brünninghausen - Friedrich-Wilhelm block (1943) and Eichlinghofen - Hörde (1945) routes during the Second World War. Ultimately, only the Aplerbeck - Schwerter Wald, Barop - Hombruch and Hörde - Brücherhofstraße routes were re-gauged. After the destruction of the war, the Hörde - Aplerbeck section was the first Dortmund tram line to go back into operation on May 18, 1945, but was then closed in sections: Depot Berghofen - Aplerbeck (1952) and Depot Berghofen - Hörde (1953). The last meter-gauge line was set between the Berghofen depot (on the Hörder city limits) and Schwerte on June 30, 1954. Two disused meter-gauge routes were converted to trolleybus operations during and after the Second World War: Volkspark (Stadion) - Brünninghausen - (Schanze) (line 43, opened in 1943, closed on July 17, 1967) and (Aplerbeck -) Hörde - Barop - Eichlinghofen (- Oespel) (line 47, from Hörde to Eichlinghofen opened October 16, 1949, later extended to Oespel and Aplerbeck, relocated from the route along the Dortmund-Hörder Hüttenunion (Hochofenstraße) again to Nortkirchenstraße and Entenpoth , closed in 1961).

literature

  • Dieter Höltge: Trams and light rail vehicles in Germany, Volume 4 Ruhrgebiet EK-Verlag, Freiburg i. Br. 1994, ISBN 3-8825-5334-0 .
  • NN: Dortmund - trams in the Aplerbeck office, part 1: The standard gauge operation , in tram magazine. Local electric transport yesterday, today, tomorrow. Issue 67, page 15. Franckh'sche Verlagshandlung, Stuttgart 1988. ISSN 0340-7071
  • Werner Hartwig: Dortmund - trams in the Aplerbeck office, part 2: The narrow-gauge network of the former Hörder Kreisbahn , in tram magazine. Local electric transport yesterday, today, tomorrow. Issue 69, pages 205 to 222, Franckh'sche Verlagshandlung, Stuttgart 1988. ISSN 0340-7071
  • Karl-Fr. Landskröner, Bernd Seebach: The Hörder Kreisbahn. Westhofen - Hohensyburg cable car. In: The Märker. Regional history journal for the area of ​​the former Grafschaft Mark and the Märkisches Kreis. Edited by Märkischer Kreis. 25th year 1976, issue 02, page 30
  • NN, brochure on the Hörder Kreisbahn of the Vh AG DSW eV, Dortmund

Web links

See also

History of the Dortmund tram to the Friedrich-Wilhelm block

History of the Dortmund tram to Hörde

History of the Dortmund tram to Aplerbeck

History of the Dortmund tram to Unna

Individual evidence

  1. ↑ ALSAG-Aplerbeck licensing agreement [1] , accessed on May 22, 2019
  2. ↑ Official distance map of the Hörde district: According to official investigations, edited in the cadastral bureau of the royal government in Arnsberg, Leipzig, Mittelbach´s Verlag 1904 [2] , accessed on August 12, 2019
  3. ^ Commissioning of the railway bridge at Hochofenstrasse [3] , accessed on August 11, 2019
  4. ^ Advertisement in the "Hörder Volksblatt" dated January 28, 1899 for the commissioning of Hörde (Rheinischer Bahnhof) to Aplerbeck, digitized: [4] , accessed on August 11, 2019
  5. ↑ Hörder Volksblatt of January 28, 1899, "am tomorrow day" [5] , accessed on March 16, 2020
  6. ↑ Concession for the Hombruch – Aplerbeck, Berghofen – Schwerte and Brünninghausen – Steinerne Brücke lines, published on January 22, 1898 in the Official Gazette of the Royal Government of Arnsberg, 4th item, No. 933
  7. ^ Heinrich Lemberg, 50 excursions in the area around Dortmund, including excursion no. 14: Steinerne Brücke, Kaiser-Wilhelm-Thal, Brünninghausen and Renninghausen, page 24. Sixth edition, printed and published by CL Krüger, Dortmund 1898. Digitized university and State Library of Münster. With 2 cards. [6] , accessed August 26, 2019
  8. ^ Commissioning of the railway bridge Berghofer Straße [7] , accessed on August 11, 2019
  9. ↑ Railway bridge from 1908 over the Hörder Straße, Schwerte – Fröndenberg [8] , accessed on September 1, 2019
  10. ^ Railway bridge from 1909 over Hörder Straße, Schwerte – Holzwickede [9] , accessed on September 1, 2019
  11. ↑ Official distance map of the Hörde district: According to official investigations, processed in the cadastral bureau of the royal government in Arnsberg, Leipzig, Mittelbach's Verlag 1904 [10] , accessed on August 12, 2019
  12. ^ Hörder Volksblatt dated December 7, 1899 ( the local visitors to the Kronenburg Symphony Concerts ... )
  13. ^ Heinrich Lemberg, Guide through Dortmund. With a city map and several illustrations. Fifteenth edition. Dortmund: Printing and publishing by CL Krüger, 1905. Page 31. Digitized version of the University and State Library of Münster. [11] , accessed August 27, 2019
  14. ↑ City Map 1912 [12] , accessed on April 17, 2019
  15. ^ Heinrich Lemberg, 50 excursions for Dortmunders who like to walk. Excursions for whole and half days. Verlag CL Krüger, Dortmund approx. 1901. Digitized version of the University and State Library of Münster. [13] , accessed August 26, 2019
  16. ↑ City Map 1912 [14] , accessed on April 17, 2019
  17. ↑ Official distance map of the Hörde district: According to official investigations edited in the cadastral bureau of the royal government in Arnsberg, Leipzig, Mittelbach´s Verlag 1904 [15] , accessed on August 11, 2019
  18. ↑ Excerpt from the city map Hörde 1938 [16] , accessed on April 19, 2019
  19. ↑ Bergbahn Hohensyburg [17] , accessed on April 9, 2019
  20. ^ Depot Berghofen Dortmund Depot Berghofen ( Memento from February 12, 2013 in the web archive archive.today ), accessed on March 11, 2019