Eiserner Rhein

Verlauf des Eisernen Rheines
Verlauf des Eisernen Rheines
Der Eiserne Rhein an der Grenze der Niederlande in Richtung Deutschland
Der Eiserne Rhein auf deutsche Seite (Mönchengladbach-Rheindahlen
Der Eiserne Rhein auf deutsche Seite (Mönchengladbach-Rheindahlen
Der Eiserne Rhein auf belgischer Seite (Lier)
Der Eiserne Rhein auf belgischer Seite (Lier)
Der Eiserne Rhein auf niederländischer Seite (Roermond-Weert)
Der Eiserne Rhein auf niederländischer Seite (Roermond-Weert)

Eiserner Rhein ist der Name einer Eisenbahnverbindung vom Ruhrgebiet nach Antwerpen (Belgien). Originally this name for the original route of the Rheini railway between Cologne and the frontier station Herbesthal of the distance used to Antwerp over Düren , Eschweiler , Aachen , Verviers , Lüttich and Löwen, later was patriated the term for the connection over Moenchengladbach and Roermond in.

The term “iron Rhine” was coined/shaped by Gottfried Ludolf Camphausen. In its memorandum “to the railway from Cologne to Antwerp” in the year 1833 it wrote the following: “Belgium, gotten jammed between of France mercantile system, between the so bitterly insulted Holland, and between of Prussia liberal commercial policy, where it will find to the natural allied ones?” certainly the answer to this retorische question reads: in Prussia. “The road (railway) to Antwerp, which both Prussia and Belgium will assure the mutual supply, is the first feeling thread, that the German commercial state after the North Sea stretches.” It is called further: “This free passage however affects by unmistakable force back all conditions of the Rhine navigation, and decides of Holland monopoly of the intermediate trade. Germany remained through two centuries tribute acre at Holland for the use of the Rhine stream, and so is it today. The fact that the payment of this tribute ends with the first car rolling on the free course from Cologne to Antwerp that Holland will be forced to offer to the German trade everything which it the new, the iron Rhine grants, lies in the nature of the things. “

Partial is the iron Rhine also nowadays a traveled distance. From that altogether 160.3 km 16.5 km (Roermond Dalheim) are not ready for operation, and further 9 km (Budel Weert) are driven on only rarely, are however ready for operation. The remainder from 134,8 km is in daily continuous operation. Closed up to see (as in the picture) only about 200 m are with Dalheim on German side. The distance is, up to the many local through traffic (e.g. Moenchengladbach, Viersen, Krefeld) gradlinig like no other connection (only about all 26 km fundamental 90-Grad changes of direction, related to 160 km length). Only 85 km are double-railed developed, electrified are only 55 km. These data refer to the distance Antwerp Moenchengladbach. A use in the context of the TEN planning of the European union is possible therefore only after very expensive investments, which make also plan statement procedures necessary.

It goes back on an initiative of Germany (Gottfried Ludolf Camphausen) and Belgium, 1879 were taken in enterprise and represent the shortest connection from the Ruhr district to Antwerp. It was used predominantly by goods trains. In the passenger traffic it was before the First World War particularly for a large number of emigrants into the USA of importance.

End of the Second World War comes the enterprise to a large extent to succumbing. Since 1953 no more passenger trains operate in transnational traffic. The originally double-railed distance is back-built from 1958 on in sections on a track. In the public rail local passenger traffic now the Schwalm nice course (RB 39) between Moenchengladbach and Wegberg Dalheim operates directly at the border to the Netherlands in the hour rhythm. On Belgian and Netherlands side the distance is used just as intensively (intertown center and Interregioverkehr).

Recently the distance is to be taken over the border to Roermond for the goods traffic again in enterprise; because beside the praying Uwe route the iron Rhine on suggestion of the European Union commission is classified as a component of the European railway connection Lyon / Genova - Basel - Duisburg - Rotterdam/- Antwerp in the context of the Transeuropäi transportation network prioritär. The fine dust guideline of the European Union seems to speak apart from various guidelines to the nature protection (FFH) and noise protection einedeutig for the reopening of the historical route, because a goal is it, the goods traffic of the seas port Rotterdam and Antwerp into the marketing area Rhine Ruhr “optimizes” and more traffic of the road on the more pollution free to bring safe and more efficient rail.

After Belgium and the Netherlands could not become united whether and how the iron Rhine is reaktviert, to have both parties in July 2003 the international arbitral tribunal into the Hague called. To 24. May 2005 spoke the international arbitral tribunal the binding judgement. Therefore the article XII of the separation contract still applies from the year 1839. Belgium has the driving through right on the historical route, in addition, only here. The cost allocation of the reactivation was regulated dependent on the respective distance section. Belgium can remove the distance on Netherlands territory. Possible extra costs for individual environmental protection measures, for example at the my way, must be perhaps divided. The costs z. B. for the tunnel wished by the Netherlands, Belgium does not have to carry alone.

On the other hand above all the Naturschützer brings De Meinweg substantial doubts forwards because of the protected area which is because of the distance in the German-Dutch border area. However it is to be considered that trip traffic brings substantially higher environmental impacts by cars with itself, as the planned rail traffic.

Web on the left of

literature

  • Barthels/Möller/Barthels: The iron Rhine. 1. Edition. Moenchengladbach 2005. ISBN 3-9810183-0-3
 

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