Schleswig-Holstein Marsh Railway Society
The Schleswig-Holsteinische Marschbahn-Gesellschaft was a railway company in Schleswig-Holstein . The company founded as Glückstadt-Elmshorner Eisenbahn-Gesellschaft built its main line in 1844, from which today's Marschbahn arose. From January 1, 1879, it operated as the Holsteinische Marschbahn-Gesellschaft and finally from January 1, 1888 as the Schleswig-Holsteinische Marschbahn-Gesellschaft .
history
Construction of the main Elmshorn – Glückstadt line
When Elmshorn had a railway connection in 1844 , Glückstadt, 14 km away, wanted a branch line. The government in Schleswig supported the efforts of the magistrate with a surveying order drawn up on May 2, 1844. A committee had already formed on December 26, 1843, which founded the Glückstadt-Elmshorn Railway Company on March 29, 1844 and, after completing the preparatory work with fundraising, was granted the license to build and operate it on July 26, 1844.
The branch line branching off north of the first Elmshorn station on the Hamburg-Altona-Kiel line to the first three-track Glückstadt station outside the fortification ring , which was abandoned in 1815, was handed over to the Altona-Kieler Eisenbahn-Gesellschaft (AKE) on 23 June 1845 . The site for the first train station south of the Rhin was won by filling and a reception building in the form of a 35 m long, 16 m wide open platform hall was built. In front of the building was a turntable, from which the three 115 m long tracks led to a second turntable, from which the horse-powered port railway connected via a bridge over the Rhin in 1847. This bridge served as public access from the city to the train station. On the two outer tracks there were platforms one meter high , from which passengers and equipages initially switched to and from the trains. Better-off passengers took their vehicles with them on the trip.
The station plan also shows two stub tracks on which a machine house , work pits and a water crane were used to supply the steam locomotives from 1845 to 1863. This was later used to create the first systems at the Glückstadt repair shop . A ruling on thatched and thatched roofs near railways dates from this time , which had to be replaced with fire-resistant roofs at a distance of up to 14 m from the railway system and prohibited new buildings with such roof coverings within 50 m. Further royal ordinances of the same date prohibit access to and damage to railway systems.
In the then Danish Holstein , several were comitees , especially in Itzehoe and Heide that a rail link to Hamburg or the Baltic aspired. In 1848 the Holsteinische Westbahngesellschaft had received a commitment from the Danish government for a grant of 300,000 thalers for a completed route proposal from Glückstadt to Heide, which was not used due to the prevailing political turmoil from 1848 to 1851. As a result of the German-Danish War , the Westbahngesellschaft dissolved. The tireless Itzehoers turned to the AKE for support and tried to connect to their route at Horst . The Glückstädter Gesellschaft saw the extension of its route as a question of life, since with 50 to 60,000 travelers and 400,000 quintals of goods it earned too little in the first years of operation to pay dividends. In 1855 it decided to extend its line to Itzehoe and on June 4, 1856, the Danish government gave it permission to build the next line with a royal guarantee to exclude competing projects. The basic procurement and share subscription for the 16 km long route to Itzehoe was completed within the set period of two years. The commissioned building directors Reimers and Knoop created a more spacious train station in the east of the city with goods sheds, loading docks, shunting tracks and scales. An acquired pavilion served as a reception building. On August 6, 1857, the continuation of the march to Itzehoe was ceremoniously put into operation.
After further construction to Itzehoe
The continuation of the regular route to Itzehoe improved the company's profitability considerably, so that common shares 2.5% and preferred shares with 4.5% dividend could demonstrate the profitability of the company. On January 1, 1863, the company took over the management of its previous routes itself and was able to reorganize its administration in Glückstadt under Danish suzerainty. A reserve fund for new line construction was also created.
With the connection line Altona and the railway connection to the Hanoverian Harburg in 1872, the connection to the south had improved considerably and in the north, on August 8, 1869 in Heide, representatives of the districts from Itzehoe to Tønder had negotiated what future rail connections might look like. A German Reichs- und Continental-Eisenbahn-Baugesellschaft had submitted an application for a west coast railway to Tondern. After the successful winter season with the frozen Elbe for the people of Glückstadt , 1871 encouraged them to submit their own license application for the continuation to Heide. There was no money there because the Norderdithmarschen district had made a major financial commitment to the West Holstein Railway for the Neumünster – Karolinenkoog line . It was hoped that there would be railway connections in Neumünster and Tönning, which was connected by Karolinenkoog with an Eider ferry . Since the Glückstädter Gesellschaft had received an exclusion of competition in its concession, the Prussian decision was made in favor of its concession for further construction to Heide, which was granted on September 2, 1879.
Further construction to Heide
Now Itzehoe got its second train station on the other side of the Stör and the route of the Marschbahn was extended via Wilster , St. Michaelisdonn and Meldorf to Heide. This line went into operation on November 1, 1878. On October 25, 1878, a decorated train led from Neumünster over Heide inaugurated the connection. The railway company was only able to meet the operational requirements after purchasing brand-new locomotives. From the new St. Michaelisdonn subway station , the Marschbahngesellschaft took the opportunity to develop the Köge reachable from Marne with the St. Michaelisdonn – Friedrichskoog line , the concession of which was granted on March 24, 1880 and which went into operation on December 15, 1880 to Marne could immediately be used for transporting sugar beet to the newly built sugar factory in St. Michaelisdonn.
Continued north
In 1879 the Marschbahngesellschaft oriented itself north to build up to the Danish border at Ripen . The northern expansion decided by the General Assembly in 1883 was licensed by the government in Berlin on April 25, 1884. From March 1885 construction was carried out in sections. On September 1, 1886, the first section to Lunden went into operation. The crossing of the Eider with its lowland area required efforts because cargo ships had to cross the tidal river here. The solution should be a railway-specific swing bridge after the operation of a combined bridge for road and rail had proven too complicated. Friedrichstadt received a station west of the Treene , which is closer to the city than the station in Büttel on the Flensburg – Tönning railway line , but later led to complaints about the remote station. In Husum , the march line crossed the English Husum station , crossed the Husum Au over a bascule bridge and, with the Husum Nord station, received its own marshalling station with a freight train depot and cattle loading ramps for the then largest cattle market in the Prussian province of Schleswig-Holstein. Unlike in Husum, the arrival of the train in Bredstedt on October 17, 1887 was celebrated in a big way. On November 15, 1887, via Niebüll and Tondern as well as Bredebro and Scherrebek, the then imperial border with Denmark was reached at Hvidding . In 1888 the Marschbahngesellschaft built a branch line from Bredebro to Lügumkloster .
nationalization
In 1877/78 an administration building was built in Glückstadt which, after nationalization in 1890, was to house the works office. In 1884 Prussia had started to take over the railroad companies in Schleswig-Holstein. On January 24th to 27th, the Marschbahn negotiated the sale of its 237.8 km of track systems, 35 locomotives, 98 passenger and 512 freight wagons and its tangible assets for 19,570,000 marks. With the handover on July 1, 1890, the stock corporation dissolved. The facilities and operating rights were transferred to the Prussian State Railways . Christian Lund, who joined the company in 1863 and last worked as director, ensured a smooth transition as an employee of the state railway.
literature
- Hans Bock: The march from Altona to Westerland . Boyens, Heide 1989, ISBN 3-8042-0458-9
Individual evidence
- ↑ Hans Bock: The march from Altona to Westerland . Boyens, Heide 1989, ISBN 3-8042-0458-9 , p. 33
- ↑ Hans Bock: The march from Altona to Westerland . Boyens, Heide 1989, ISBN 3-8042-0458-9 , p. 34ff
- ↑ Hans Bock: The march from Altona to Westerland . Boyens, Heide 1989, ISBN 3-8042-0458-9 , p. 34ff
- ↑ Hans Bock: The march from Altona to Westerland . Boyens, Heide 1989, ISBN 3-8042-0458-9 , p. 38ff
- ↑ Hans Bock: The march from Altona to Westerland . Boyens, Heide 1989, ISBN 3-8042-0458-9 , p. 49ff
- ↑ Hans Bock: The march from Altona to Westerland . Boyens, Heide 1989, ISBN 3-8042-0458-9 , p. 53ff
- ↑ Hans Bock: The march from Altona to Westerland . Boyens, Heide 1989, ISBN 3-8042-0458-9 , p. 61ff
- ↑ Hans Bock: The march from Altona to Westerland . Boyens, Heide 1989, ISBN 3-8042-0458-9 , pp. 77f
