Rheine depot
The Bahnbetriebswerk Rheine is a former Bahnbetriebswerk (Bw) in Rheine (North Rhine-Westphalia). It can look back on a long history and thus also the city of Rheine on a long railway tradition in the region since the 19th century.
meaning
Historically, the depot is divided into the areas of the Rheine marshalling yard (Rbf) and passenger station (Pbf). In 1964 both were merged. Geographically located in the northwest of North Rhine-Westphalia adjacent to Lower Saxony , several intersecting routes were served in all directions. This gave Rheine the status of a hub station.
history
Before and during the Second World War
The Rheine Pbf depot was put into operation with the construction of the Löhne – Rheine railway line (opened June 23, 1856), initially with a repair shed, then expanded in 1890 with a 16 m - 18 m turntable including 7–8 permanent sheds, coal storage and stage, all located on Lindenstrasse in Rheine. The second round shed was built shortly before the First World War with a 20 m, but later 23 m turntable. Before the First World War, only regional trains were hauled, after the war there were also express trains on the Holland-Hanover-Braunschweig tangent.
The Rheine Rbf depot was built between 1911 and 1919 in the Rheine district of Hauenhorst and thus the Rheine Pbf depot was solely responsible for the covering of passenger trains. Bw Rheine Rbf provided the shunting and freight locomotives for rail operations.
In order to ensure passenger train service, 35 locomotives were available in the Rheine Pbf depot in 1927, 23 of which were kept in service every day (the monthly output was 200,000 km). In the Rheine Pbf depot, there was a coal bansen with a capacity of 2600 t (daily requirement at that time 60 t), as well as an electric grab crane for the daily loading operations; a washing system for the locomotives was also available.
The station was raised in 1927 and the depot was redesigned and restructured: the old locomotive shed was converted into a vehicle hall with a preheating system. The new shed was enlarged and a system with sump, high and grab coal was built from 1923 to 1925. All facilities of the personal Bw were almost completely destroyed in the Second World War .
Information from 1927 says that 36 of the 58 locomotives in the Rheine Rbf depot were kept in working order every day, with a monthly output of 157,000 km. After bottlenecks in the water supply between 1923 and 1925, the Reichsbahndirektion at the time had its own connecting line to Rheine Rbf built with water from the Ems with a capacity of up to 1000 cubic meters per day. This line was later extended to Rheine Pbf. During the Second World War, the Rheine Rbf depot only suffered damage to the pumping station and minor war damage. The mechanical engineering service had to be taken over by the Rbf part alone in 1945. During the Second World War, due to severe damage, the Rheine Pbf depot was moved to the Dutch shed in Salzbergen (this was located at the fork of the Almelo – Salzbergen railway line and the Rheine – Norddeich Mole railway line ).
The Rheine machine office was set up in 1919, to which the railway depot was subordinate, but it was relocated to Beesten due to war damage .
After the end of the war, rubble from 1,000 freight wagons, 100 passenger cars and 50 locomotives had to be removed from the Rheiner train stations before normal operations could be resumed in 1956 after all damage and repair work on the tracks and systems had been removed.
After the Second World War
Due to overloading of the Rheine Pbf depot, the Rheine Rbf depot had to take over the operation of passenger trains from 1949 to 1952, and in 1951 the railcar shed (Vt shed) was rebuilt. In 1977, 15 small locomotives and 17 ETA (electric multiple units with battery) were maintained in this shed. The Rheine Pbf depot had its own facilities for maintaining small and diesel locomotives, and there was also a freight train workshop and a district heating plant there.
The Rheine machine office was dissolved in 1954, after which the Rheine Rbf depot was subordinated to the Münster machine office, but later to Osnabrück .
In 1964, the Rheine Pbf depot was incorporated into the Rbf part, so officially there was only one depot at the Rheine location.
On July 1, 1967, the oil tank system in the Rheine depot was completed. It consisted of an observation tower and a pump that delivered oil from a tank truck directly into the oil tenders.
In 1968/69, due to the start of electrical operation on the Munster – Osnabrück – Bremen – Hamburg runway, eleven locomotives of the DR class 01.10 (012 according to the new DB numbering scheme from 1968) with oil firing came into the Bw and eight DB machines - Series 043 and all series 042 machines from the Kirchweyhe and Osnabrück Hbf depots. Series 023 and 011 machines were replaced by further 01.10 locomotives from the Hamburg-Altona depot.
At the beginning of 1973 there were only oil-fired steam locomotives in the Rheine depot. The oil crisis forced the Münster Railway Directorate to save the rounds of the 01.10 locomotives and replace them with three machines from the 216 series and two from the 050 series . For the 043 series, coal-fired 044 were used as a replacement ("the coal invasion in the Bw"), but the 042 series did not stand still during this time. This condition lasted until January 7, 1974.
When the steam locomotives were decommissioned in 1977, 16 steam locomotives (four of the 042 series, twelve of the 043 series) were still available in the Rheine depot, as well as six 260 series diesel locomotives . The number of employees was given as 621 employees, civil servants and workers, 300 of whom were train drivers .
After the steam locomotives were withdrawn from the Rheine depot, numerous locomotives were still parked “cold”, which were either to be sold or scrapped. Instead of the steam locomotives, diesel locomotives of the class 216 and class 220 / class 221 are now taking over the service on the Rheine – Norddeich Mole railway line and the adjacent non-electrified lines (previously diesel: Rheine – Burgsteinfurt – Lutum, Ochtrup – Rheine – Quakenbrück and Rheine – Ochtrup ) .
In 1980 electrical operation began on the Rheine – Norddeich Mole railway line, and the tracks and turntable have been removed since 1983. 1983 also the independence of the depot was canceled. This marked the end of the history of the Rheine depot as an independent operating site.
Farewell to the steam locomotive in 1977
On September 10 and 11, 1977, the steam locomotive farewell was celebrated in Rheine with a large party initiated by the Deutsche Bundesbahn. This festival was accompanied by a railway performance show, numerous special trips, the opportunity to visit the factory and much more. The curiosities were auctions where railway souvenirs can be bought.
Many railway enthusiasts from Germany and beyond made extensive use of the opportunity to ride on the special trains and the photo opportunities.
It wasn't until the end of October that steam locomotives ran for the last time on the Federal Railroad . According to this, all steam journeys on German tracks in the Federal Republic of Germany were forbidden from a central point until 1985 for the 150th anniversary of German rail traffic by the so-called " steam locomotive ban ".
The last operational Rheiner steam locomotive (until October 1977) was the 043 196-5, which is now parked as a memorial locomotive at Salzbergen station.
System scope
Viewed from the air, the scope of the Rheine depot was very long, with long tracks from north to south, including an approach group, shunting group and exit group, framed by the two depot areas Pbf and Rbf over a total length of around 3.9 km Cityscape. At the widest point, the tracks of the former marshalling yard that have been removed today are around 150 m wide. The facilities of the Rheine marshalling yard also included a gantry crane, which, however, has been in the North Rhine industrial area since the 1990s, together with the container terminal. This is due to the route in the direction of Quakenbrück , from which only the section to Spelle station is served by freight traffic.
The plants today
In the meantime, all systems have fallen into disrepair, the area of the marshalling yard is a single gravel and sand area that is now naturally green, all systems of the Rheine depot have been dismantled except for the buildings, which continue to deteriorate. The city and the Deutsche Bundesbahn or its legal successor Deutsche Bahn AG have not taken any measures to maintain the facilities. In addition, entering the site is life-threatening because of exposed sewer shafts and unlocked water bunkers and work pits, the buildings and their extensions that are in danger of collapsing. In autumn 2008, clearing work and the demolition of the building began; the site is to be converted into a "Rheine R" industrial park.
Area of the Rheine marshalling yard, 2008
Area of the Rheine marshalling yard, 2008
Remnants of the car wash at the Rheine depot, 2008
Bw car workshop, 2008
Car workshop inside, 2008
Roundhouse of the Rheine depot, 2008
Former round shed, 2010
Gates of the round shed, 2010
The round shed, 2010
Engine management, 2010
Water reservoir, 2010
There was a connecting curve from Emsbrücke before the line from the direction of Osnabrück to the marshalling yard, which was led under the federal road 481 and the railway line to Münster shortly before the line was threaded into the marshalling yard. Like all other systems, this connecting curve was also dismantled. The routing made it possible to drive freight trains coming from the Ruhr area in the direction of Münster without relocating the locomotive or having to turn around in the passenger station in the direction of Osnabrück-Hanover and vice versa. In the event that KBS 385 was blocked in the Münster-Osnabrück section, long-distance trains were also led over the connecting curve. The connecting curve mentioned was dismantled very late after the tracks had been removed from the marshalling yard, which is why DB's book timetables that list this connecting curve existed until the 1990s.
Underpass of the Emsbruecke junction
Tunnel in front of the Emsbruecke junction
Another possible side effect was that freight trains from the direction of the Ruhr area could be led directly to the Osnabrück-Hanover route. As an additional bypass from the north-south direction of the connecting curve, presumably in order to be able to bypass the shunting and exit group, additional connecting tracks were available. A bypass of the marshalling yard as shown in the track plan was also planned and built on the railway line from Rheine towards Coesfeld .
Routes served and sphere of influence
The Rheine depot served the sections in the direction of Emden – Norddeich Mole (Rheine – Norddeich Mole railway line), towards Münster , towards Almelo (NL) , towards Osnabrück (-Hannover) , towards Coesfeld and Quakenbrück and towards Ochtrup . The adjoining depots were Emden, Münster, Osnabrück and Oldenburg (Oldb) (for the area from Quakenbrück). Due to the merging of the Federal Railway Directorate areas, the responsibilities between them were shifted over the years, so the 216 series from Oldenburg was also in use in the Emsland until the mid-1970s. Another example of this was after the closure of the Rheine depot as an independent depot, the connection to the Osnabrück depot and the associated exclusive maintenance of the remaining railcars and small locomotives (V60, Köf).
Local vehicles and missions
The locomotives used at the Rheine depot are listed below. The pictures show some vehicles based in Rheine in the depot and on the route.
DB class 043 as a monument locomotive
DB class 41 (042) in front of the round shed
DB class 41 (042) in front of the tank car train
DB class 01.10 (011) on the turntable
DB class 01.10 (012) at the passenger station
DB class 01.10 (012) near Rheine
DB class 624 on a farewell trip
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Freight locomotives (steam)
| Prussian name | new name DB * | from year | by year |
|---|---|---|---|
| T14.1 | 93.5 (093) | 1919 (?) | 1967 |
| T16.1 | 94.5 (094) | 1919 (?) | 1962 |
| T16.1 | 94.5 (094) | 1968 | 1969 |
| G7.2 | 55.7 | 1919 | |
| G9.1 | 55.23 | 1919 | |
| - | 50 (050, 051, 052, 053) | 1945 | 1964 |
| - | 52 | 1945 | |
| - | 41 coal (041) | 1949 | 1969 |
| - | 44 coal (044) | 1958 | 1974 |
| - | 41 oil (042) | 1968 | 1977 |
| - | 44 oil (043) | 1968 | 1977 |
- * Computer numbering scheme in brackets
Passenger locomotives (steam)
| Prussian name | New designation DB * | from year | by year |
|---|---|---|---|
| S10.2 | 17.2 | 1919 | 1948 |
| P8 | 38.10 (038) | 1919 | 1960 |
| - | 03 (003) | 1935 | |
| - | 01 (001) | 1962 | |
| - | 01.10 (011/012) | 1967 | |
| - | 23 (023, DB new locomotive) | nn |
- * Computer numbering scheme in brackets
Various Prussian tank locomotives were also used for shunting in the passenger station.
Diesel locomotives
Before and after the end of the steam covering on the Rheine – Norddeich Mole railway line and the branch lines connected to Rheine, there were diesel locomotives at the Rheine depot, which were kept ready at the passenger and freight station.
| Old name DB | New designation DB * | From year |
|---|---|---|
| V 20 | 270 | - |
| V 60 | 260, 261, 360 | 1960 |
| V 200.0 | 220 | 1977 |
| V 200.1 | 221 | 1977 |
| Köf II / Köf III | 323, 333 | 1977 |
Railcar
At the passenger station, the diesel railcars were maintained in the railcar hall, which were used to transport passengers to the surrounding area and on the Rheine – Norddeich Mole railway line.
| Old name DB | New designation DB * | From year |
|---|---|---|
| ETA 150 | 515/815 | - |
| VT 60 | 660 | - |
| VT 24 | 624, 634 | - |
Drawn trains
The series of the types T14.1 and T16.1 were used in the heavy shunting service in front of various freight trains, and locomotives of the series 260 were also used for light shunting. The 044 series were initially used for heavy ore transport from the North Sea port of Emden to Saarland with trains, some consisting of 50 cars. These over-long trains, often driven with a leader locomotive, have been nicknamed "the long Heinrich" . Later, the long Heinriche were hauled by class 043 locomotives, often also with class 042 as a leader locomotive, which in turn could be seen in front of almost all freight trains on the Rheine – Norddeich Mole railway line. After the end of the steam locomotive era, class 220 locomotives took over ore transport, which these powerful machines could handle. The 216 series was used from Oldenburg in the 1970s for freight and passenger traffic on the Rheine – Norddeich Mole railway line.
The class 042 was also used as a local locomotive and until recently in passenger / freight traffic Bad Bentheim – Rheine – Osnabrück – Löhne, so that these machines were used universally. For a freight locomotive, it had good pulling power and a high top speed of 90 km / h as well as good acceleration values.
The 023 series was used in local traffic, the 03 series in express train service, then also in local traffic and was replaced by the 01.10 series. These locomotives ran before express trains, express trains and the city express trains (DC for short), which have been replaced over the years by Interregio - and today by Intercity connections . For the 176 km long Rheine – Norddeich Mole railway line, these express trains took around two hours to travel; in 2008 it was 2:25 hours with an Intercity.
Train numbers
The long express trains and full freight trains on the Rheine – Norddeich Mole railway line became famous among railway enthusiasts long before steam operations ceased. From the era IV (about 1965-1990) and before that are from different print sources train numbers from before. Understandably, timetables can only be reconstructed as the originals are subject to the copyright of the Deutsche Bundesbahn. This is followed by a list of train numbers from the 1970s and 1980s according to categories, which is intended to show the number ranges of the trains as an example.
| Express train | freight train | Local train | Express train |
|---|---|---|---|
| D714 | Dg54411 | P2257 | E1631 |
| D715 | Ng65680 | N7418 | E1806 |
| D730 | Ng62116 | E1809 | |
| D734 | Gdg57553 | E1937 | |
| D735 | Gdg52918 | E1938 | |
| D817 | Gdg52902 | E2730 | |
| D915 | Gdg52904 | E2733 | |
| DC910 | Gdg52912 | E3260 | |
| DC912 | Gdg52918 | E3265 | |
| DC913 | Gdg52924 | E14105 (Post) | |
| DC914 | Gag57510 | ||
| DC917 | Gag57542 | ||
| D1731 | Üg69970 | ||
| D1734 | Dg56466 | ||
| D1736 | |||
| D1737 | |||
| D438 |
In 1975 a pair of special trains with the number 28185/28186 were hauled by steam locomotives and driven on the Rheine – Norddeich Mole railway line, as the steam locomotive farewell was already foreseeable.
Literature / sources
- Wolfgang Staiger: Iron Age . EK-Verlag, 2010, ISBN 978-3-88255-294-2 .
- Wolfgang Staiger: Rheine terminus, the last DB steam locomotives . Franckh, 1977, ISBN 3-440-04330-4 .
- Deutsche Bundesbahn: The railway in Rheine. 1977 (special issue for the DB's steam locomotive farewell).
- Michael Schenk: The Emsland route. 2010, ISBN 978-3-86680-634-4 .
- Holger Späing: Trainini 01/2007 in the archive of Z-Club 92 http://www.zclub92.com/2000/download_tutti/files/trainini/trainini_18_2007_01.pdf
- Holger Späing: Trainini 11/2007 in the archive of Z-Club 92 http://www.zclub92.com/2000/download_tutti/files/trainini/trainini_28_2007_11.pdf
- Matthias Fuhrmann: The Rheine depot . GeraMond Verlag, 1995, ISSN 0949-2119
- Documentary: "Forays" through 155 years of the Rhine railroad history Metropoli Film Archive No. 247 (film premiere: October 7, 2011)
Web links
Individual evidence
- ^ Website "Rheine R" of the development and economic development company for Rheine
- ↑ a b c d Hansjürgen Wenzel: The 94 series . Arbeitsgemeinschaft Eisenbahn-Kurier eV, Solingen 1973, p. 98 .
- ↑ a b c d e f g h i j k Deutsche Bundesbahn, Central Office for Workshop Service: Supplement to the statistical evidence St 10 . Deutsche Bundesbahn, Frankfurt (Main) - (Only available on request in the Nuremberg Transport Museum. Published in various journals for railway enthusiasts since the late 1960s and early 1970s, e.g. in the Eisenbahn-Kurier or in the Lok-Report) .
- ^ Gerhard Moll, Hansjürgen Wenzel: The series 93 . Eisenbahn-Kurier Verlag, Freiburg 1979, ISBN 3-88255-193-3 , p. 128 .
- ↑ Internal records in the Federal Railway Directorate in Münster
Coordinates: 52 ° 14 '58.2 " N , 7 ° 27' 34.1" E