Narrow-gauge railway Mosel – Ortmannsdorf

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Moselle – Ortmannsdorf
Section of the route map of Saxony (1902)
Section of the route map of Saxony (1902)
Route number : sä. MO
Course book range : 168d (1946)
Route length: 13.997 km
Gauge : 750 mm ( narrow gauge )
Minimum radius : 150 m
Top speed: 25 km / h
Legend
   
 Conn. Crossen paper mill
BSicon exSTR.svg
   
 0.00 Moselle
(connection to the Dresden – Werdau railway line ) 		257 m
BSicon exSTR.svg
   
 2.07 Muldenbrücke
   
 2.30 Wulm 249 m
   
 2.48 Mülsenbach bridge
   
 2.90 Mülsenbach bridge
   
 4.04 Niedermülsen 267 m
   
 5.82 Tower 273 m
   
 6.20 Conn. Stephan brothers
   
 6.30 Mühlgraben Bridge
   
 6.72 Stangendorf 283 m
   
 8.65 Mülsen St. Micheln 305 m
   
 9.79 Mülsen St. Jacob 311 m
   
 11.01 EÜ Wirtschaftsweg
   
 11.10 Amselgrund bridge
   
 11.18 Brook
   
 11.64 Mülsen St. Niclas 329 m
   
 12.60 EÜ Lindenweg (18 m)
   
 13.54 EÜ Wirtschaftsweg
   
 13.62 Ortmannsdorf Viaduct
   
 13.94 Ortmannsdorf 339 m

The narrow-gauge railway Mosel-Ortmannsdorf (also known as Mülsengrundbahn ) was a Saxon narrow-gauge railway . It ran from the Moselle on the Dresden – Werdau main line through the Mülsengrund to Ortmannsdorf . The line, opened in 1885, was closed in 1951.

history

During the construction of the Chemnitz – Zwickau section of the line between Dresden and Werdau, investigations were carried out for a route via Mülsen St. Jakob , but the variant via Glauchau was ultimately preferred. The second attempt was made in 1869 when a petition was received by the Saxon state parliament for a route from Zwickau via Mülsen St. Jakob and Lichtenstein to St. Egidien . A private railway company received the concession for it in 1870, but the concession was later withdrawn due to the Franco-Prussian War , because afterwards the construction of private railway was no longer funded by the Kingdom of Saxony . The standard gauge railway line Stollberg – St. Egidien was also off the Mülsengrund. The poor traffic conditions - until 1885 the Mülsengrund did not even have its own post office - did not change anything. However, at this point in time Dresden was already willing to improve the economic situation in Mülsengrund by building a railway line, because Mülsengrund was one of the poorer areas of Saxony at that time.

The Saxon King Albert visited Mülsengrund on a trip in July 1880, during his visit the residents again loudly demanded a railway connection. In a decree on January 4, 1884, the construction of the railway in Mülsengrund was demanded again, which was approved by the Saxon state parliament a little later. The Mosel station on the Dresden – Werdau main line was chosen as the starting point , as the shortest possible route through the flood-prone Zwickauer Mulde floodplain was possible from there. Mosel was able to prevail against Glauchau-Schönbörnchen, but the latter would have been the better connecting station from a traffic point of view. The construction of the railway was hoped for a noticeable improvement in the poor economic situation in the valley.

On July 15, 1884, construction of the line as a narrow-gauge secondary line began . Apart from the viaduct in Ortmannsdorf, no major engineering structures were necessary, so construction progressed very quickly. The construction costs were originally estimated at over 1.4 million marks, but in the end the actual sum was well below 1.0 million marks. More than 1/4 of the construction sum was spent on the superstructure. On November 1, 1885, the line from Moselle to Ortmannsdorf was opened, it was the eleventh line opening or extension of a Saxon narrow-gauge railway. The first accident occurred while the opening train was in motion when several cars derailed and overturned at the Mülsen St. Jacob stop.

Initially, the line developed in a similar way to all Saxon narrow-gauge railways. A significant settlement of industry along the route did not succeed, so that overall traffic performance remained at a low level. The narrow-gauge railroad made profits until the 1890s, but since the beginning of the 20th century the line has been one of the most unprofitable narrow-gauge railways in Saxony. Before the turn of the century, several drafts were drawn up for a connection from the Höhlteich train station (later Neuoelsnitz train station) to the Wilkau – Wilzschhaus narrow-gauge railway ; the last such plan was rejected in 1899. In addition to a difficult topography, three unsuccessful test drillings by the Oberzschocken trade union for coal around 1900 were decisive for the abandonment of the expansion plans, as this extension would not have been economical. The continuation to Neuoelsnitz station also failed finally in 1908. Trains have stopped running on Sundays since 1919.

After the global economic crisis, in which numerous small businesses had to close, the previous weavers worked abroad and thus ensured a certain amount of rush hour traffic and thus a change in the transport result. Since 1936, the Sachsen Kraftverkehrsgesellschaft (Kraftverkehrsgesellschaft Sachsen) first operated bus routes through the Mülsengrund, later the Deutsche Reichsbahn. Since these were faster and cheaper than the narrow-gauge railway, a cessation of passenger traffic was foreseeable. On May 14, 1939 (for the time being) the last passenger trains ran.

As a result of the Second World War, freight transport services increased again, due to the general shortage of vehicles, fuel and materials, passenger transport was again carried out with the narrow-gauge railway from May 1, 1944, and the bus tariff was charged for the narrow-gauge railway until operations ceased in 1951. For the time being, only the Thurm – Ortmannsdorf section was served, as the bus had also not started at the Mosel station. In Thurm, however, there was a connection to the bus to Zwickau. Only at the end of the Second World War were the trains returned to the Mosel, but some still ended in Thurm.

With the end of World War II, rail operations became enormously complicated, as the provisional occupation border divided the railway line. It was only with the withdrawal of the American troops on July 15, 1945 that the previously required permits were no longer required.

On May 21, 1951, the traffic was finally shut down on the grounds that it needed material for the Berlin outer ring , and the line was dismantled immediately after the shutdown. The dismantling was completed in July 1951.

Even today, some preserved buildings such as the Ortmannsdorfer train station with its locomotive shed and route markings as well as remnants of abutments etc. still bear witness to the existence of the Mülsengrundbahn.

Route description

course

Former Railway line between Wulm and Niedermülsen (2016)
Hst Mülsen St. Micheln, view towards Ortmannsdorf (2016)

In contrast to numerous other Saxon narrow-gauge railways, the route was completely on its own subgrade. The narrow-gauge railway began at the Mosel station on the right bank of the Zwickauer Mulde , where it was connected to the Dresden – Werdau railway and the Zwickau – Crossen – Mosel industrial line . The tracks of the narrow-gauge railway were next to those of the standard gauge. At the northern exit of the station, the narrow-gauge railway separated from the standard gauge by means of an approximately 90 ° right-hand bend. The first few kilometers were built over when the VW Mosel plant was expanded . In this area, the federal highway 93 in the Mosel tunnel , which has been converted into an expressway, crosses under the railway line. Behind the VW plant, the train ran east across a meadow. After the Moseler Allee was crossed, the narrow-gauge railway circumnavigated Schlunzig without stopping in the south. Today the route is paved here as a "Bimmelbahnweg". Shortly afterwards the Zwickauer Mulde was crossed on a steel bridge at kilometer 2.072, followed by the Crossener Strasse level crossing at kilometer 2.22.

After turning right in a south-easterly direction, the Wulm stop was reached at km 2.3 . Today only the stump of the railway elm reminds of its former location. Behind the Wulm stop, the railway line led across a meadow towards Niedermülsen. Before the Mülsenbach was straightened , it was crossed twice. In the local area of ​​Niedermülsen today the “Bahndamm Unterdorf” road runs along the railway line. After the route follows Berthelsdorfer Straße for a short distance, the Niedermülsen stop was reached at 4.04 km . Since 2011/12, next to the railway elm, a load wagon has been a reminder of the station on a piece of rebuilt track bed.

In the direction of the tower, the route now lined with birch trees ran straight past a lake. A little later today, an allotment garden is passed. The Berthelsdorfer Straße runs in an arch to the north of the route. On the outskirts of Niedermülsen, the route is now designated as the “Oberdorf embankment”. It now merges seamlessly into the “Alter Bahndamm” path. In Thurm this now runs in a south-easterly direction parallel to the Thurmer secondary road and the Mülsenbach. Shortly before the next station, the Mülsenbach was touched. Today the street “An der alten Brauerei” is located here. After passing Zwickauer Straße, the conveniently located Thurm stop in the center of Thurm was reached at kilometer 5.82 . Today the local bus station with a turning loop is located here.

Today the railway line runs through Thurm initially as the “Thurmer secondary road” to Mülsen. Later a piece follows, in the area of ​​which it is built over by a factory site. This is followed by a housing estate in which the route is designated as "Uferstraße". Behind the local border with Stangendorf was the Stangendorf stop at km 6.72 . The wooden waiting hall with the mighty railway elms has been preserved true to the original. A special feature is that it is perpendicular to the route. Behind the stop, the embankment runs as an asphalted “Weideweg” and “Baumschulenweg” in the direction of Mülsen St. Micheln. There the railway line continues today as “Otto-Boessneck-Straße” or “Am Bahndamm” street. After the “Auerbacher Straße” was crossed near the St. Michelner church, the Mülsen St. Micheln stop was at kilometer 8.647 . Its wooden waiting house with railroad elms, similar to the one in Stangendorf, is still preserved today.

The following section today always leads south as an asphalt road “Am Bahndamm” to the next station. The Mülsen St. Jacob stop was reached at kilometer 9.79. While the station hotel, which is still preserved today, was located in front of "Dresdner Strasse" ( Bundesstrasse 173 ), the waiting hall, which no longer exists, was behind the level crossing. The railway elm was replanted at its location in 2000. The railway line ran through Mülsen St. Jacob over the streets “An der Linde”, “Jacobusstraße” and “Am Bahndamm”. The abutments of the now following "Klingebrücke" over the "Amseltalbach" are still preserved. It was near the St. Jacober Church. Behind the viaduct, the route is now partially blocked.

After crossing “Vettermannstrasse” and “Obere Zwickauer Strasse”, the Mülsen St. Niclas stop was reached at kilometer 11.641 . Their location is built over with garages today, only the goods shed at the Ortmannsdorfer exit has survived to this day. The railway line now ran through Mülsen St. Niclas to the southwest, past the property. In the center of Mülsen St. Niclas, the streets "Am Ring" and "Alter Bahndamm" are now on the route. At kilometer 13.618, the Mülsengrundbahn crossed the main road and the Mülsenbach on the 72-meter-long Ortmannsdorf viaduct , which was located in Mülsen St. Niclas. Only one pillar and the abutments remain of the bridge. After a few meters, on the outskirts of Mülsen St. Niclas, the Ortmannsdorf train station was reached at kilometer 13.94 . The station buildings have been preserved and restored to this day. While the station building and the locomotive shed are still on St. Niclaser Corridor, the farm building is the only building in the station that is located on Ortmannsdorfer Corridor. The end of the route was reached at kilometer 13.997.

Operating points

Moselle ⊙

Mosel Railway Station (2015)

The Mosel stop has existed since the opening of the standard-gauge Dresden – Werdau railway in 1858 and was elevated to a station on January 1, 1875. With the opening of the narrow-gauge Mosel – Ortmannsdorf railway in 1885, the Mosel became a local railway junction. Before that, a private railway company had failed to build a railway through the Mülsengrund during the Gründerkrachs . In 1893, the Zwickau – Crossen – Mosel railway , which was only used for goods traffic, was added, and from then on the Moselle was particularly important for goods traffic. The narrow-gauge railway was shut down and dismantled in 1951, and the industrial railway also lost its importance in the 1990s. In addition to rush-hour traffic to the nearby Zwickau vehicle plant , the busy connecting railway to this plant in Mosel begins.

The Mosel train station was equipped with all the typical facilities required for a lane changing station , including a reloading hall and a loading ramp . There were also a reception building, a three-tier boiler house, a coal shed, a goods shed and a farm building on high-rise buildings. One stand in the boiler house had been used for car repairs since the railway opened, and a second one since 1904. A special feature was the water crane in the boiler house. The narrow gauge area consisted of eleven tracks with 15 points, the standard gauge area of ​​five tracks. The Mülsengrundbahn had a goods shed in the station, which today is the only evidence of the narrow-gauge railway in the Mosel station. The engine shed was at the northern exit of the station. The area of ​​the narrow-gauge tracks is largely fallow today.

Conn. Crossen paper mill

This 3.5 km long siding only existed from 1887 and 1895, but during this period it had a large share in the freight traffic of the entire route. After the construction of a standard - gauge siding to the Zwickau – Crossen – Mosel industrial line , the narrow-gauge track was abandoned.

Wulm ⊙

Hp Wulm (2016), the station was in the front of the house

The Wulm stop was at km 2.3 northeast of the actual place Wulm on the "Crossener Straße" between Zwickauer Mulde and Mülsenbach. Shortly beforehand, from the direction of the Moselle, the Zwickauer Mulde was passed over a bridge and the "Crossener Straße" level crossing. The buildings of this station consisted of a waiting hall made of wood and a toilet. After the cessation of passenger traffic, the waiting hall was brought to Thurm in 1939 and set up there. The former railway site was built over with a residential building and is now used as a residential property. Only the stump of the railway elm still reminds of the location. In the direction of Ortmannsdorf, the Mülsenbach was passed shortly after the breakpoint.

Niedermülsen ⊙

The Niedermülsen stop was at 4.04 kilometers south of Niedermülsen on "Berthelsdorfer Straße". There was a waiting hall and a car body on high-rise buildings. Freight traffic only took place during World War II. For this purpose, a small ramp was built for loading engines. After the resumption of passenger traffic, the ramp had to be removed in 1944. The waiting hall no longer exists, its location is built over by a residential building. The mighty railway elm still bears witness to its former location. The “Mülsengrundbahn working group”, which looks after the history of the Mülsengrundbahn and the preservation of relics from the railway, relocated a track yoke in the station area in 2011 to commemorate the stopping point. After this was extended in 2011, the 970-492 load wagon from Döbeln , where the narrow-gauge railway Oschatz – Mügeln – Döbeln once ran, was acquired and set up in Niedermülsen. Furthermore, a barrier stone from 1886 was rebuilt at the site. The stop is a station on the Saxony Steam Railway Route .

  • Hp Niedermülsen (2016) with a load wagon

  • Hp Niedermülsen (2016)

Tower ⊙

The Thurm stop was at 5.82 km in the center of the village at the intersection of Thurmer Nebenstrasse / Schneeberger Strasse / Zwickauer Strasse. The only difference between the largest intermediate station and the other four stops was the track system. Two tracks with four points were installed here, so the second track ended bluntly on both sides. A car body for moisture-sensitive goods was set up between the loading lane and the side loading ramp. After the wooden waiting hall from Wulm was moved here in 1939, the stop temporarily had two waiting rooms. Unfortunately, both are no longer available. The demolition is documented for 1978. The conveniently located Thurm stop is now used as a bus station. The bus turning loop, in the area of ​​which the waiting hall was located, is at the Ortmannsdorfer exit. The railway elm was replanted in 2011.

  • Thurm stop around 1900

  • Hst Thurm, view towards Ortmannsdorf (2016)

  • Hst Thurm, view towards the Moselle (2016)

  • Hst Thurm, new railway elm at the location of the waiting hall (2016)

  • Hst Thurm, memorial plaque at the location of the waiting hall (2016)

Conn. Stephan brothers

In 1939 this siding was built for the Stephan brothers company, it existed until 1946. It was used for the removal of armaments.

Stangendorf ⊙

The Stangendorf stop was at 6.72 km on the Weideweg / Uferstraße in Stangendorf. The station had a main track and a loading track that were connected by three switches. In the direction of Ortmannsdorf the loading track, which had a side loading ramp, ended bluntly. The Stangendorf stop and the three subsequent Mülsen stops were very similar in design. All four stations had two tracks with three points. A wooden waiting hall was available to travelers in Stangendorf, which stood across the platform, and there was a loading lane, a car body and a side loading ramp for goods traffic . Today only the wooden waiting hall with the station label still exists at the site. In front of it are the two mighty railway elms.

  • Hst Stangendorf, histor. Waiting hall with railway elms (2016)

  • Hst Stangendorf, memorial plaque and station sign (2016)

  • Hst Stangendorf, histor. Waiting hall (2016)

  • Hst Stangendorf, histor. Waiting hall (2016)

Mülsen St. Micheln ⊙

The Mülsen St. Micheln stop was at kilometer 8.647 approximately at the level of the St. Michelner Church, directly behind the Auerbacher Straße level crossing in Mülsen St. Micheln. The Mülsen St. Micheln stop was designed in the same form as the Stangendorf stop; in addition to a waiting hall standing across the track, goods traffic was carried out via the loading street and a side loading ramp. A car body for general cargo was not available. The waiting hall at the Ortmannsdorf exit with the railway elms has been preserved to this day. On October 29, 2010, the donation-financed station sign was re-attached. The station area was partially built over with garages.

  • Hst Mülsen St Micheln (2016)

  • Hst Mülsen St Micheln, histor. Waiting hall (2016)

  • Hst Mülsen St Micheln, memorial plaque (2016)

Mülsen St. Jacob ⊙

The Mülsen St. Jacob stop was reached at kilometer 9.79. In contrast to all other stations, there was no waiting hall here, but a private wooden low-rise building with a pub that also sold tickets. In 1909 this building was demolished and replaced by a train station hotel. Otherwise, the equipment with a loading lane, side loading track and a car body as a goods shed roughly corresponded to that of the other stops. After 1909, the no longer existing waiting hall was built on the other side of Dresdner Strasse (today's Bundesstrasse 173 ). The railway elm was replanted at its location in 2000. The car body at the station is no longer there. In the station hotel "Zur Linde" at the Mosel exit, the tickets were sold and the agency was run. The inscriptions are still present on the building, which is still preserved today, but is closed. The street “An der Linde” is reminiscent of the hotel to this day.

  • Hst Mülsen St Jacob, station hotel with railway elm (2016)

  • Hst Mülsen St Jacob (2016)

  • Mülsen St Jacob, Bahnhofshotel (2016)

  • Hst Mülsen St Jacob, memorial plaque (2016)

Mülsen St. Niclas ⊙

The Mülsen St. Niclas stop was reached at kilometer 11.641. It was located on Obere Zwickauer Strasse on the border between Mülsen St. Niclas and Mülsen St. Jacob. A wooden waiting hall was available for the travelers, the goods traffic was handled via a loading street, a small goods shed built in 1890 and a side loading ramp. Their location is built over with garages today, only the goods shed at the Ortmannsdorfer exit has survived to this day.

  • Hst Mülsen St Niclas (2016)

  • Hst Mülsen St Niclas with goods shed (2016)

  • Hst Mülsen St Niclas, goods shed (2016)

Ortmannsdorf ⊙

The Ortmannsdorf train station was located at kilometer 13.94 on the eastern exit of Mülsen St. Niclas. Although it was smaller than the narrow gauge section of the Mosel train station, the operational center was always in the Ortmannsdorf train station, but 4/5 of it was in the local area of ​​Mülsen St. Niclas.

The track systems of the station consisted of nine points and seven tracks. Two tracks and three switches were removed in 1940. A two-story station building with an attached goods shed, a farm building and a two-track two-tier boiler house were available on high-rise buildings. A special feature here was the water crane that was located in the boiler house.

The reception building and the boiler house are still there today and have been restored. While the station building and the locomotive shed at the Mosel exit are still on St. Niclaser Flur, the farm building is the only building of the station that is on Ortmannsdorfer Flur. The station area was partially built over with garages.

  • Ortmannsdorf station, reception building (2016)

  • Ortmannsdorf station, reception building (2016)

  • Ortmannsdorf station, outbuilding (2016)

  • Ortmannsdorf station, engine shed (2016)

Civil engineering

Ortmannsdorfer Viaduct, bridge piers (2016)

Muldenbrücke ⊙

The Zwickauer Mulde was crossed by a lattice girder bridge at a distance of 2.072 kilometers . The 52.2 m long bridge structure had four openings, the clearance height was 6.90 m. The main girder of the bridge section spanning the river was reinforced by two parabolic girders on top . In 1952 the bridge was dismantled.

Blade bridge ⊙

The 37.40 m long bridge spanned the Amselgrund, known locally as the “blade”. The sheet metal girder rested on two pendulum supports , the clearance height was 8.60 m.

Ortmannsdorf Viaduct ⊙

The largest bridge structure on the narrow-gauge railway was the Ortmannsdorfer Viaduct at kilometer 13.618, which, despite being named after the Ortmannsdorfer train station, was completely in the area of ​​Mülsen St. Niclas. On the 72.14 m long overpass, the railway changed from the left to the right side of the valley and crossed the Mülsenbach and the Dorfstrasse. On the outside there were two quarry stone arches filled with sandstone, in the middle part two sheet metal girders rested on a supporting pillar made of bricks. However, there was no need for this viaduct, as there would have been enough building ground on the right side of the valley for the Ortmannsdorf train station. However, since compensation was paid for the construction of the Ortmannsdorf train station for other areas, the bridge was probably the result of bribery. However, this location made a possible continuation of the railway very difficult, as the location of the station on the left side of the valley was rather a hindrance.

Vehicle use

The vehicles used corresponded to the general Saxon building and procurement regulations for the narrow-gauge railways and could therefore be freely exchanged with vehicles on other Saxon narrow-gauge lines.

The clutch was only coupled with funnel clutches, braked with lever brakes.

Locomotives

Initially, three IK locomotives were available for the route, but normally only one machine was required. Since there was little time between arriving and departing trains in the Mosel, a second was used as a shunting locomotive in Mosel before the turn of the century. The I K was used on the Mülsengrundbahn until the 1920s.

The III K also ran on the Mülsengrundbahn, but most of the missions were only temporary help.

For the first time, two IV K were used in 1898, but the superstructure was still too weak for the locomotives and they were handed over to other railways. With a reinforcement of the superstructure in the 1920s, the machines of the IV K series took over the traffic. Until the shutdown, the traffic was then carried out entirely with this series.

dare

Initially only two-axle vehicles were used, from the beginning of the 20th century the first four-axle passenger cars came on the line, and since 1910 four-axle freight cars as well.

After the closure, the majority of the passenger cars were moved to the Greifswald port and the freight cars to the Schwerin port. Only individual vehicles came to other Saxon narrow-gauge railways.

See also

literature

  • Rainer Heinrich, Stefan Rasch, Holger Drosdeck: Narrow-gauge railway Mosel-Ortmannsdorf. The history of the Mülsengrundbahn. Foto & Verlag Jacobi, Fraureuth 2004, ISBN 3-937228-11-X .
  • Gustav W. Ledig, Johann Ferdinand Ulbricht: Mosel – Ortmannsdorf line . In: The narrow-gauge state railways in the Kingdom of Saxony . 2nd increased and improved edition. Engelmann, Leipzig 1895, ISBN 3-7463-0070-3 , p. 92 ff . ( Digitized in the Dresden State and University Library - Reprint: Zentralantiquariat der DDR, Leipzig 1988).

Web links

Commons : Schmalspurbahn Mosel – Ortmannsdorf  - Collection of pictures, videos and audio files

Individual evidence

  1. ^ Rolf Vogel : The Lugau – Oelsnitzer coal field . Ed .: Förderverein Bergbaumuseum Oelsnitz / Erzgeb. eV Hohenstein – Ernstthal 1992, p. 176 ff .
  2. ↑ Manfred Weisbrod, Ingo Neidhardt: Sachsen-Report 5 - Track plans and route history , Hermann Merker Verlag, Fürstenfeldbruck 1997, ISBN 3-89610-014-9 , p. 59
  3. ↑ Reiner Scheffler: Schmalspur-Heizhäuser in Sachsen , Verlag Kenning, Nordhorn 1996, ISBN 3-927587-48-6 , p. 26
  4. ^ Report on the restoration of the track bed at the Niedermülsen stop, 2011
  5. ^ Report on the transfer of the truck to Niedermülsen
  6. ↑ The Thurm stop at www.sachsenschiene.net
  7. ↑ Description of the Stangendorf stop at www.stangendorf.de
  8. ↑ The waiting hall Mülsen St. Micheln on www.muelsengrundbahn.de
  9. ↑ Reiner Scheffler: Schmalspur-Heizhäuser in Sachsen , Verlag Kenning, Nordhorn 1996, ISBN 3-927587-48-6 , p. 27