The Ahaus Enscheder railway AG operated a railroad line in the northwest cathedral country, which interconnected transnational Germany and the Netherlands.
Since 1903 according to plan courses drive on the Ahaus Enscheder railway from Ahaus over to Enschede. The borderland to the west of barks, Ahaus and Gronau is generally considered as structure weak. Only already early the cities Ahaus, Epe and Gronau, as well as been on Netherlands side the Enschede opened by the railway could exhibit a considerable textile industry at that time.
Here then also the actual traffic need for the course lies justified. The looms and spin machines are propelled all of transmissions, which are propelled again by steam engines. The steam boilers are beaconed with coal, which must be near-created over long distances on carts. Starting from 1875 the coal with the course comes over Gronau to Enschede. The coal is supplied by the bills freely border. So only the small freight must be paid from the border to the factory in Enschede. In order to arrange the way between border and the factories in Enschede still shorter, the local resident textile barons unite and advance the building of a course from Ahaus to Enschede. A goal is it to raise on own distance from the bills the transport costs up to the border. Thus one drives practically in vain behind the border on own distance.
Outward one gives, the long-longed connection with the "large to the to provide far world". Completely that is wrong surely not, but mainly coal is to be transported. For the Prussian part of the distance no difficulties exist. The small course law of 1892 regulates the building and enterprise of private secondary lines. Since all conditions for a Konzessionserteilung are fulfilled soon, there has might be actual no delays. But this Kleinbahn is not to become a normal railway course, it across the state borders away to the Netherlands would nevertheless lead. An international Kleinbahn thus, and did not give it in Prussia often. So must be called only into the Hague over for the course to recruit. Then a convention must be negotiated with the Netherlands government. Into the Hague one is located to the course project in a well-meaning manner in relation to and on 27 June 1899 can the convention between the Netherlands and the German Reich be locked.
As it prescribes the concession bases the initiators of the course a corporation, which firmiert as Ahaus Enscheder railway AG. Now a further difficulty is to be overcome. Since the new railway company does not want to procure an own vehicle park with the associated infrastructure; the railway construction is despite favorable area conditions expensively enough, looks for it for a suitable operating guide for the course.
First the Dortmund Gronau Enscheder railway company (DGEE) is to take over the management. This Prussian private railway company, which leads since 1875 from Dortmund across Coesfeld and Ahaus to Gronau, and from there together with the cathedral Enscheder railway company the stage after Enschede operates, kidnapped from fear of the competition the negotiations. Finally turn one itself to the Dutch railway company (HSM), which also the management for other Kleinbahnen in country transfer have, and lock with it a contract over 25 year off.
On 18 February 1903 the enterprise is opened on the AEE. The admission of the regular passenger traffic, with five pairs of courses daily, still retards because of unsatisfactory execution of construction around some weeks. Only as the last lack of building are eliminated, can the full enterprise be taken up. In the following years, up to the outbreak of the Ith world war, traffic develops favorably and the course company can to positive balances refer. With the mobilization on 4 August 1914 transnational traffic for the AEE is stopped. The HSM is forbidden to use their operational funds on German soil. Since the Netherlands remain neutral, already soon an emergency timetable can be introduced. On the German distance part the KED takes over the obligation management and places the vehicle park. The HSM courses may drive only to There the travelers must transfer for Ahaus into another course. From fear of espionage the travelers and Eisenbahnpersonale from step and footstep are supervised.
After the war and the following times of distress the course pierces itself only somehow or other. Not least by the favorable management contract with the HSM becomes continued secured. When 1928 run out however the contract, it looks bitter for the AEE. The Netherlands distance part is put under state control and considered also on German side a nationalization. With all means the AEE tries to turn this away. Only the empty cashes of the German National Railroad protect the course the dissolution. Since now no operating guide is more present, the German distance part comes again under obligation management. The National Railroad assigns the Netherlands state railway (LV) as a successor of the HSM the driving service. Although the legal conditions changed substantially, outward everything remains with the old person.
Only after three years succeeds engaging the Bentheimer railway () as new operating guide for the AEE. This connection will exist 59 years and will lastingly coin/shape the enterprise. After Netherlands vehicles determined the picture, the vehicles are used now, which form their vehicle park from Prussian series. For heavy coal traffic to Holland sends even its heavy dragging the locomotive of the kind G 7. becomes the point of operational fund. The customs warehouse is converted to the locomotive shed and the AEE receives for the first time vehicles, which do not only belong to it as shown by the books. In the name and calculation of the AEE procures a Wismarer rail bus. With it the passenger traffic is to be particularly completed in the daily peripheral locations more favorably.
With outbreak of the IITH world war the railway company is reset. In May 1940 the German troops break in also into the Netherlands. After occupation Notverkehr is taken up. This time however the direct connections remain existing. Long workmen's trains with 11 and more car determine the picture. As the armed forces to withdraw itself still the "strategically important" bridges of the course must become blown up. The few years old bridge over the Enscheder south station and the Aa-bridge with fall the retreat engagements to the victim. Altogether the course gets off however mild. The coal need in Enschede is still available and already soon rolls again the between Ahaus, and Enschede Zuid, loaded with coals.
The upswing persists however not for a long time. With establishment of the Coal and Steel Community and the associated change of the tariffs for the transport of coals the AEE shifts a heavy impact. From now on the coal is not supplied any longer freely border, instead the customer must pay for each transportation kilometer. The favorable tariffs of the LV let a longer transport be cheaper at the end by the Netherlands, than one altogether shorten distance, which run however to a large extent over German wage area. With an impact the course loses its basis of existence. The transport volume of the surrounding countryside, which the founder fathers wanted to open, lets the course gnaw at the hunger cloth. Does not leave anything unversucht, in order to keep under these difficult conditions the enterprise upright.
From means of the country North Rhine-Westphalia 600 HP strong MaK diesel locomotive is bought, in order to be able to replace the uneconomic steam engines. Even the betagte rail bus receives a successor. The third AEE vehicle is a converted rail bus of the design Gotha, which can be bought used by the Ankum railway. Against the arising competition by the car however an economical railway company cannot be accomplished any longer.
Therefore the AEE could be relieved by the transportation of human beings obligation. Then it causes relieving of the operating obligation on the Netherlands distance part, which is completely diminished also briefly after deactivation. The sales of the traction vehicles continues to lower the costs. For execution the remainder enterprise assigns the driving service to the German Federal Railroads, which use first its Ahauser station small locomotive The locomotive is rented by the hour, the Rangierer is placed of the AEE. Later after departure of the locomotive, the achievements are taken over by Coesfelder and machines. The transport volume stabilizes on low level and the AEE brings in no more profits. Therefore the society at the end of of 1987 requests relieving of the operating obligation on the remainder distance with the country North Rhine-Westphalia. In the meantime considerations are employed, as the enterprise could be resumed.
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