Langelandsbanen

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Rudkøbing – Bagenkop
24-hour clock at Rudkøbing station
24-hour clock at Rudkøbing station
Route of the Langelandsbanen
Langelandsbanen
Route length: 28.4 km
Gauge : 1435 mm ( standard gauge )
Top speed: 70 km / h
Operating points and routes
Legend
   
BSicon .svgBSicon exSTR.svgBSicon BOOT.svg
to Strynø
BSicon .svgBSicon exABZgl.svgBSicon exTRAJEKTq.svg
Ferry connection from Svendborg – Rudkøbing to Svendborg
   
 Connection port
   
 0.0 Rudkøbing
   
 0.4 Kastanievej (unofficial owner)
   
 1.0 Rifbjergvejen (from 1926)
   
 2.0 Møllemose (with loading platform , from 1926)
   
4.1
0.0
Skrøbelev
   
 to Spodsbjerg
   
 7.1 Longelse
   
 8.9 Snaremose (with loading platform )
   
 10.4 Illebølle
   
 11.9 Vindeby (with loading platform)
   
 13.1 Lindelse
   
 15.0 Hennetvedvejen (1926 "Lindelse Nor")
   
 16.1 Kædeby
   
 17.0 Helsnedvejen (from 1926)
   
 18.2 Humble
   
 19.0 Nørreballevejen (from 1926)
   
 20.8 Tryggelev
   
 Østerskovvejen (from 1926)
   
 22.7 Nordenbro
   
 24.3 Broløkke (with loading platform )
   
 22.0 Røjlevejen (from 1926)
   
 26.2 Søndenbro
   
 28.4 Bagenkop
   
 Port connection
   
 to Kiel
Skrøbelev – Spodsbjerg
Route length: 4.6 km
Gauge : 1435 mm ( standard gauge )
Top speed: 70 km / h
Legend
   
 from Rudkøbing
   
0.0
4.1
Skrøbelev
   
 to Bagenkop
   
 2.5 Krogsbjerg
   
 from the gravel pit
   
 4.6 Spodsbjerg
   
 to Nakskov

Langelandsbanen (LB) was a Danish private railway on Langeland . Their routes existed from 1911 to 1962.

The railway company operated the routes Rudkøbing - Skrøbelev - Bagenkop and Skrøbelev - Spodsbjerg . The section Skrøbelev – Spodsbjerg was considered a branch line, although the entire route Rudkøbing – Spodsbjerg was of great importance for traffic between the parts of the country, as it made the connection between Fyn and Lolland together with the ferry connections Svendborg – Rudkøbing and Spodsbjerg– Nakskov .

The route was well known for the clock with a 24-hour dial that still hangs on the old station in Rudkøbing.

history

As early as 1884, the Sydfyenske Jernbaneselskab proposed a railway line between Rudkøbing and Spodsbjerg. In 1891 and 1906 this proposal was renewed.

The railway construction was decided by the Railway Act of May 27, 1908 . The initiators for the construction received the building permit on November 5, 1908. In the summer of 1909 the tender was put out to tender for the firm Fibiger & Villefrance from Copenhagen .

The construction of the stations were divided into three main contracts. Carl Nielsen, Kædeby og P. Rask from Humble received the largest order in the form of all buildings on the north-south route Longelse - Bagenkop ( Længdebanen in Danish ). The companies N. P. Nielsen ASO and C. Hansen, both based in rings , received the order for the west-east route Skrøbelev – Spodsbjerg ( Danish Tværbanen ). The work at Rudkøbing station went to the Joh. Petersen company in Nyborg . The site manager was J. Bruun.

The rails with a meter weight of 22.45 kg / m were laid on a gravel bed.

In Rudkøbing there was the head office, a three-room and a single engine shed , a single-track railcar hall, a turntable and the workshop, in Spodsbjerg and Bagenkop there were turntables. Bagenkop had a separate locomotive shed for this purpose.

The start of operations on the two sections of the route took place on October 5, 1911 after the inauguration on October 4.

In 1926 the Svendborg – Rudkøbing ferry route was opened. This enabled freight wagons to be transferred from the island to Svendborg, where they could continue to operate across the entire Danish network.

In the beginning, four pairs of trains ran from Rudkøbing to Bagenkop, two of which were passenger trains and two pairs of trains to Spodsbjerg. With the purchase of the two gasoline railcars in 1926, passenger traffic was almost exclusively used with them. After the Second World War , two pairs of trains drove daily on the route to Bagenkop, one pair of trains on weekdays and two pairs of trains on Sundays on the Spodsbjerg route. The last timetable in 1962 contained six pairs of trains daily to Bagenkop and one pair of trains on weekdays and six pairs of trains on Sundays to Spodsbjerg.

The routes were discontinued along with the ferry route on September 29, 1962 when Langelandsbroen opened.

Rudkøbing – Lohals railway line

After the built lines of the Langelandsbane brought financially good results over several years, thought was given to opening up the north of the island with a railway line. Starting from Rudkøbing, this should largely follow the road from Simmerbølle via Tullebølle , Frellesvig , Tranekær , Korsebølle , Lejbølle , Bøstrup , Tressebølle , Snøde and Stoense to the Lohals ferry terminal .

This section of the route was included in the Railway Act of March 20, 1918 . The state would have paid half of the construction costs for the construction of the approximately 22-kilometer route. The license was granted on December 10, 1921. However, it was difficult to get enough money to build it. The "Jernbanekommissions af 1923" ( German  railway commission from 1923 ) stopped the project because the track was to be built next to the road and because there was already a ferry line between Korsør via Lohals to Rudkøbing, which also connected the ports of Dageløkke and Åsø (near Tranekær) started. The railway project was finally abandoned in 1933.

From 1938 Frits Johansen, who owned Autoværkstedet Standard , ran the Rudkøbing – Lohals route with a regular bus service. The route with the buses and a garage in Lohals was taken over by Langelandsbanen in 1946 for 80,000 crowns. In Rudkøbing the garage was right next to the train station. The bus company had various package brands of its own, which were either only used for transport on the bus route or with a transition to the train. As a result of the opening of the bus route, the ferry route between Rudkøbing and Lohals was closed.

vehicles

In 1911, three steam locomotives with the designation LB 1-3 were purchased from Henschel & Sohn in Kassel . In a further perspective, passenger traffic was to be operated with the LB M 1 steam multiple unit - the first in Denmark - bought in the same year from Arlöfs Mekaniska Verkstad & Waggonfabrik in Arlöv, Sweden .

Most of the vehicles were brought to the island on the Marie train ferry at the end of May 1911 .

However, the steam railcar did not work satisfactorily and had to be replaced by another steam locomotive, the LB 4 , as early as 1914 .

In 1926 two gasoline railcars with the numbers LB M 1–2 were procured from Triangel . Because of their higher speed, further stops could be set up. In 1929 and 1931 one passenger car each from Triangle was converted to the other LB M 3-4 railcars . In 1956 the company bought another LB M 5 railcar from the closed Ryomgård – Gjerrild – Grenå Jernbane .

In 1948 the railway procured a rail bus set ( LB SM 1 and LB SP11 ), which was followed by another motor car ( LB SM 2 ) in 1952 .

From 1911 onwards, twelve passenger cars were available for travelers, some of which were equipped with a mail compartment. There were also eight freight and bench cars that could be used either as third-class freight cars or passenger cars. From 1931 onwards, there were four closed freight cars that were also used as baggage cars. Three pure baggage cars completed the passenger car park. There were also numerous freight cars and a snow plow.

The vehicles are:

Station building

The station buildings, which have all been preserved, were designed by the architect Helge Bojsen-Møller . The five largest stations Rudkøbing, Skrøbelev, Humble, Bagenkop and Spodsbjerg are all different, while the rest of them have a similar appearance. They have a gable-like facade on the street side and a characteristic arch of the platform roof on the track side. All of the buildings had granite bases, hollow walls made of red hand-made stones with steel wire ties and red brickwork.

Bus shelter Vindeby

Helge Bojsen-Møller was also responsible for the drawings of the three original stops Snaremose, Vindeby and Broløkke. The bus shelter in Vindeby was restored by a railroad friend, otherwise these wooden bus shelters had a limited shelf life. Around 1950 new concrete bus shelters were built, of which the one in Broløkke has been preserved.

The sandstone decorations at Rudkøbing station were designed by the sculptor Niels Hansen, who made the wooden chandeliers in the waiting rooms of the stations.

  • Rudkøbing

  • Skrøbelev

  • Humble

  • Bagenkop

  • Spodsbjerg

  • Kædeby: gable on the street side

  • Nordenbro: Arched roof on the former side of the track

Longelse station is now owned by LKF Vejmarkering . From 1963 the company had its first business premises in the disused dairy. In Kædeby, the train station has been converted into a restaurant. From 1928 Broløkke was a ticket sales point ( Danish billetsalgssted ) with a siding , from 1952 only a stopping point. The Vindeby stop received a siding in October 1947.

Mail delivery

In connection with the opening of the route, there were major changes for mail delivery on the island. The letter collection points in Lindelse, Humble, Tryggelev, Nordenbro, Søndenbro and Bagenkop were converted into railway mail collection points, which on November 1, 1911, moved to the corresponding stations except for Humble. New rail mail collection points have been set up in Skrøbelev, Longelse, Illebølle and Kædeby. Krogsbjerg was the only place on the railway line that did not receive a postal expedition. At the Brolykke stop there was a post box evacuation stamp from 1927 to 1936. The Spodsbjerg letter collection point was under the Rudkøbing post office.

Star stamps were in use in Lindelse, Tryggelev, Nordenbro, Søndenbro and Bagenkop until November 11, 1911. The railway employees there took over the duties of the post office. Postmaster AE Bredmose remained in office at the Humble post office when the post office moved into the new station building. HC Holtved, the station master at Humble, received the title of postmaster.

All post offices received so-called bridge type stamps for handling , with the date with the year and the time inside the bridge . A stamp was delivered for Bagenkop with the inscription Bagnkop , which differs from today's spelling .

The railway mail collection points existed until October 1, 1916, when they were converted to mail expeditions. This change was of no importance in practice, as the collection points remained in the same building until the route was closed. The post offices in Skrøbelev, Illebølle and Søndenbro were closed when the line was closed, the others a few years later.

There was a post office at Rudkøbing Railway Station with direct access to the platform. This is where the mail that came from the trains and ferries was sorted. Apart from the sale of stamps, no other services were offered to the population. This point remained in operation for a few years after the line was closed.

Langelandsbanen procured two combined passenger and mail cars ( LB D31 and LB D32 ) for the opening of the line . These were converted into pure passenger cars in 1935 ( LB C24 and LB C25 ).

Langelandsbane had its own parcel stamps for transporting postal parcels by rail . For stamp collectors there are numerous color changes in the various issues as well as stamps with overprinted, changed postage values.

Railway Museum

Rudkøbing Byhistoriske Arkiv , the city archive, is located in Rudkøbing Railway Station . Memorabilia from the railway can be seen in the former entrance room.

Track remnants

Remnants of rails next to the packing house in Rudkøbing

Around one kilometer of the former route can still be clearly recognized: at Banevænget in Rudkøbing, between Lindelse and Kædeby, from the former Broløkke stop to the south, a piece of the embankment in Bagenkop and the rest of the port railway in Bagenkop. In addition, there are remains of track in the port area of ​​Rudkøbing next to the former packing house of Sydfyenske Dampskibsselskab .

Web links

Commons : Langelandsbanen  - collection of images, videos and audio files

Individual evidence

  1. ↑ Langelandsbanens Venner describes this as two different stops most other sources only know one stop between Lindelse and Kædeby.
  2. ↑ Forlængelsen af Langelandsbanen. In: toptop.dk. August 14, 2002, archived from the original on July 1, 2013 ; Retrieved December 21, 2017 (Danish).
  3. ↑ LKF Vejmarkerings historie. lkf.dk, accessed December 23, 2017 (Danish).
  4. ^ Langelandsbanens Venner. Post and pakker. Langelandsbanens Venner, accessed on March 4, 2018 (Danish).