Schleswig Railway

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Section Oster-Ohrstedt via Schleswig-Klosterkrug to Rendsburg

The Schleswig Railway was founded on March 20, 1865 to manage the railways in the Duchy of Schleswig as a joint stock company in Flensburg , after Prussia was awarded the occupation and administration of Schleswig in the wake of the German – Danish War under the Gastein Convention .

history

The Erlanger & Sohn banking house in Frankfurt am Main brokered the acquisition of the British property of the consortium Peto, Brassey and Betts in southern and northern Schleswig , procured Prussian concessions for their continued operation and brokered a Prussian contract to rebuild the network. The reconstruction switched the network from the dominant east-west traffic to south-north traffic, shortened the Flensburg – Rendsburg route, shut down sections of the route that were no longer required and included the necessary track dismantling.

The Südschleswigsche Eisenbahn merged into it, which was properly called King Frederik VII. Südschleswigsche Eisenbahn . In the vernacular, it was as Schleswigsche , sometimes Südschleswigscher or English railway called. It was founded by Samuel Morton Peto in 1852 as the Flensburg-Husum-Tönninger Railway Company (FHTE) to manage the railway lines he had built: for the inauguration of the line on October 25, 1854, it was named in honor of the king.

The trunk line , opened on October 25, 1854, ran from Tönning via Husum and Oster-Ohrstedt to Flensburg and served the east-west traffic requested by Denmark. From Oster-Ohrstedt branched off via Klosterkrug at and with connection to Schleswig a line to Rendsburg to a train station north of the Eider . Morton Peto bought them. There was already a connection from Rendsburg via Nortorf to Neumünster on the Hamburg-Altona-Kiel railway line . With it, traffic in the north-south direction played a subordinate role.

The reason for the construction of the line was to create a cross-connection between the port of Tönning on the North Sea and the Baltic Sea in what was then the Danish town of Southern Schleswig, with a ship connection to Copenhagen , so that cattle exports could be carried out quickly.

The route was operated by English entrepreneurs. However, when the customs barriers for merchant shipping on the Baltic Sea were removed in 1857, the importance of the railway line declined. When foot-and-mouth disease led to the ban on cattle imports to England in 1886, the cattle transports that were decisive for the construction of the route ended.

Furthermore, the routes Fredericia – Flensburg and Rødekro – Åbenrå of the North Schleswig Railway were taken over into the Schleswig Railway .

With a contract dated August 4, 1865, the Altona-Kieler Eisenbahn-Gesellschaft took over the Schleswig Railway on January 1, 1870, the day on which the Peto company announced the completion of its network conversion work.

Resources

The company took over from the acquired railways in 1866:

All cars were biaxial.

Locomotives

Under use means:

  • SSE: Use on the main routes from Flensburg to Tönning and Rendsburg;
  • NSE: identifies the machines used in North Schleswig;
  • SE: indicates machines used on the Schleswig-Klosterkruger Bahn.

Locomotives 12 and 13 were moved to the routes in North Schleswig during the German / Danish War to be used by the military.

Company numbers Design Manufacturer Construction year commitment retired
1-6 2 B EB Wilson, Leeds 1854 SSE 1886-1890
7th B1 Stephenson, Newcastle 1847 SSE 1880
8 II 1Bt Stephenson, Newcastle 1853 NSE 1881
9-10 2 B Canada Works, Birkenhead 1858 SSE 1891-92
11 1Bt Hawthorne, Newcastle 1883 NSE 1898
12-13 1B Sigl, Vienna 1853 NSE 1887-93
14 II Ct Manning, Wardle & Co , Leeds 1884 NSE 1887
15-18 1C Canada Works, Birkenhead 1864-65 NSE 1887-89
19-21 1A1 Canada Works, Birkenhead 1866 SE 1887-92
22-25 1B Canada Works, Birkenhead 1868-73 SE 1891-1905
26-29 B1 Hanomag , Hanover 1874 SE 1887-1905
30-32 1B Hohenzollern, Düsseldorf 1877-80 SE 1898-1905
26-29 1B Hanomag, Hanover 1884 SE 1905-1910

workshops

The maintenance and servicing of all vehicles was carried out by the workshop at the English train station in Flensburg; In addition, a two-room locomotive shed and a wagon shed with a small forge, turning shop, painting workshop and warehouse were built in 1855 . There was also a water tower that was stored from springs and a storage basin on the mountainside above the district of Jürgensby. By 1883 the engine shed was expanded to five stalls. The machine tools operated by pulleys were driven from 1860 by a locomotive stationed here for this purpose. In 1860 this workshop was able to prove its efficiency by creating riveted sheet metal girders to replace all the wooden bridges built on the railway lines in 1854.

In 1872, work on the locomotives was relocated to the newly built workshop on the Nordschleswigsche Weiche (today Flensburg Weiche).

This workshop was not replaced by the Neue Werkstätte at the newly built Flensburg train station until 1927 .

See also

literature

  • Erich Staisch: The train to the north, Kabel Verlag, Hamburg 1994 ISBN 3-8225-0298-7
  • Deutsche Reichsbahn, Horst-Werner Dumjahn: The German railways in their development 1835-1935 . Reichsdruckerei, Berlin 1935, reprint with foreword by Horst-Werner Dumjahn: Dumjahn Verlag, Mainz 1984, ISBN 3-921426-29-4
  • 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

Individual evidence

  1. ↑ Kaufhold and others p. 37
  2. ↑ Kaufhold and others p. 38
  3. ↑ Kaufhold & others p. 50
  4. ↑ Kaufhold & others p. 47ff

Web links