Dorsten station

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Dorsten
Entrance building, 2014
Entrance building, 2014
Data
Location in the network Crossing station
Design Island station
Platform tracks 5
abbreviation EDRN
IBNR 8006709
Price range 4th
opening July 1, 1879
Architectural data
Architectural style historicism
architect G. Paeffgen
location
City / municipality Dorsten
country North Rhine-Westphalia
Country Germany
Coordinates 51 ° 39 '30 "  N , 6 ° 58' 14"  E Coordinates: 51 ° 39 '30 "  N , 6 ° 58' 14"  E
Railway lines
Railway stations in North Rhine-Westphalia
i16 i16 i18

The station Dorsten is the central train station of the city of Dorsten in the west of North Rhine-Westphalia Recklinghausen . The facility was created as a joint station between the Rhenish Railway and the Dutch-Westphalian Railway . The station building from 1880 has retained its location on the island between the two companies' routes to the present day and has been a listed building since 1989 .

location

The train station is located east of the old town of Dorsten not far from the Recklinghausen Gate. The operating point is on the VzG routes 2236 ( Gelsenkirchen-Bismarck - Winterswijk ; km 18.9) and 2273 ( Duisburg - Quakenbrück ; km 23.2); the latter has been closed south of Dorsten. Both routes run parallel to each other in the station area in a south-north direction. The station building was originally located in the middle between the two tracks.

The station has a north-south extension of about 2.4 kilometers, measured by the length between the entry signals . Five platform tracks are used for passenger traffic. The two tracks 1 and 2, each with an outside platform, are used for through traffic. To the south, head tracks 3 and 4 share a central platform, head track 5 is the only one left on the west side of the reception building. Until the renovation, the tracks had the additions w (west side, VzG line 2273) or o (east side, VzG line 2236). In earlier years there were also tracks with the suffix s (south side), these were located south of the reception building between the continuous main tracks of the two lines.

Three sidings branch off within the station boundaries. They lead to the Dorsten depot of the NordWestBahn , to Dorsten harbor and to the Kusenhorst substation.

history

Private and regional railroad time (1879–1920)

In 1873 the Rheinische Eisenbahn-Gesellschaft (RhE) received the concession to build a line from Duisburg to Quakenbrück with a stop in Dorsten. Around the same time, the Dutch-Westphalian Railway (NWE), established in 1872, tried to build a line from the Dutch city of Zutphen via Winterswijk and Borken to the Ruhr area. The RhE, which was also interested in a connection between Borken and the Ruhr area, applied for approval for this same railway in 1875. She relied on older concession documents from 1866 and 1871, which included such a connection. Since the company made no efforts to implement the project during this time, the NWE was ultimately preferred.

The Rhenish line Duisburg - Quakenbrück went into operation on July 1, 1879 as planned. The Dutch-Westphalian line Bismarck - Winterswijk followed about a year later on June 21, 1880. According to the contract, the Bergisch-Märkische Eisenbahn-Gesellschaft (BME) was responsible for the management of this line . On the one hand, the routes were used to transport hard coal to the Netherlands and the North Sea ports. On the other hand, pit wood and agricultural products such as cattle and milk were to be brought into the growing Ruhr area via them .

The western side initially comprised eight tracks, a single locomotive shed , a nine-meter turntable , a loading ramp for cattle transport and a goods shed . The east side was smaller with four tracks, and there were no vehicle handling systems. Until the nationalization of the Bergisch-Märkische Eisenbahn in 1882 - the Rheinische Eisenbahn was nationalized two years earlier - there was only a double-track hairpin south of the reception building as a transfer between the two lines. In their place, a signal-protected connection was established. From then on, the NWE goods shed served as a magazine . The coal loading areas were completely relocated to the west side, the free loading area in return to the east side.

In 1895 the section between Dorsten and the neighboring Hervest-Dorsten station to the north was expanded to two tracks. Around the same time, a through track was added to the eastern side. A siding to the Dorsten glass and mirror manufactory was built along the loading street. To the south of the reception building, four installation tracks were built. A 13-meter turntable and a three-tier locomotive shed were built on the west side. Instead of the locomotive shed of the former Rhenish Railway, a loading ramp was built for a narrow-gauge wagon train from the Westphalian Sand and Clay Works . In 1908/09 this line was converted to standard gauge and connected to the station entrance from Oberhausen.

From 1912 onwards, as a result of the increased traffic, there was a major renovation that was carried out in two stages. The depot on the west side was expanded to include another coal bunker and two new access tracks from the south. There was also a slagging pit and a revision pit . Another siding was also built on the east side. The station tracks were generously extended to the south in order to enable the erection of longer wagon trains. For this purpose, a barrier post on the route to Bismarck had to be abandoned, the associated level crossing gave way to an overpass . The superstructure of the Rheinische Bahn to Oberhausen was structurally prepared for a second track, the line to Bismarck had already been expanded to two tracks in 1907. In order to simplify the formation of trains, a drainage mountain was built in the extension of track 3 west , which made the previously used push-off unnecessary. The completion of the first construction phase was the commissioning of the signal box  St (later Drm) towards the end of 1912.

The second construction phase took place during the First World War . During this time, separate stand-up tracks for empty freight wagons were added, as well as separate entry tracks in the marshalling yard and a southern front station on the Dutch-Westphalian Railway for the formation of coal trains .

In the turmoil of 1919 and 1920, Dorsten was the scene of clashes between workers and the Freikorps or the Reichswehr . During this fighting, workers' troops blew up the Lippe bridges in the spring of 1920. Although the superstructures did not fall into the river, they did interrupt rail traffic between Dorsten and Hervest-Dorsten. The resumption took place on April 19, 1920.

Reichsbahn period (1920–1949)

Platforms 1 East and 2 East, 2014
Platforms 1 West and 2 West with an outgoing railcar to Oberhausen Hbf, 2014

From April 1, 1920, the newly founded Deutsche Reichsbahn replaced the Prussian State Railways . According to the Versailles Treaty , this had to transport the reparations required therein . Since the delivery of these goods stalled from 1922, French and Belgian troops marched into the Ruhr area on January 11, 1923 . The latter occupied the Dorsten train station and set the Lippe as a customs border . At the same time, the Reich government called for passive resistance , which ultimately led to tensions between the railway officials and the occupiers. Almost exclusively coal trains to Holland were allowed across the customs border these days. At the end of June 1923, the occupying forces even temporarily closed all rail traffic in the Dorsten area. The situation worsened until November 21, 1923, when directing was introduced. Passengers had to walk between Dorsten and Hervest-Dorsten and pass the customs borders at Dorsten train station and on the Lippe. In order to prevent the transfer of money between the Ruhr area and the unoccupied Münsterland , tickets in the occupied area had to be paid for in francs from November 25, 1923. The operation lasted until October 16, 1924, the last Belgian troops evacuated the station on March 12, 1925.

The locomotive station was incorporated into the Gelsenkirchen-Bismarck railway depot in 1927 , but continued to exist as a separate office until July 1, 1952.

After 1930, the platform barriers were moved to the north side of the reception building, so that the waiting rooms were now in the controlled area. At the same time, the station restaurant was removed from this zone and thus also opened to the public.

In 1940 the forecourt was rebuilt in line with war planning. Tracks 10 s and 12 s gave way to loading ramps for general cargo traffic. These should be used if reloading at Wanne-Eickel Hauptbahnhof or Duisburg Hauptbahnhof could not take place. Furthermore, there are unconfirmed statements about the dismantling of tracks 9 s, 11 s and 13 s to butt tracks. Vehicle loading ramps are said to have been built at the northern end.

Rail traffic came to a standstill in February 1945. In spring 1945 the German Wehrmacht, on their retreat , blew up the bridges over the Lippe and the Wesel-Datteln Canal, which opened in 1930 . At the end of 1945 the first trains ran again between Dorsten and Oberhausen-Osterfeld-Nord and between Dorsten and Gelsenkirchen-Bismarck. continuous traffic in the direction of Borken and Coesfeld began on May 9, 1948. Only one track was available in both directions. A continuation of the Rheinische Bahn via Osterfeld Nord to Oberhausen Hauptbahnhof was no longer possible due to the demolition of the bridges over the Emscher and the Rhine-Herne Canal .

Federal Railroad Period (1949–1993)

Railcar hall of the NordWestBahn, 2014

The Deutsche Bundesbahn kept traffic between Dorsten and Oberhausen-Osterfeld Nord upright with a shuttle service. The largely parallel route to the Dutch-Westphalian Railway and the northern route connected to it in Gladbeck, as well as the steadily increasing competition from motorized individual transport , however, led to its discontinuation on May 29, 1960.

The southern tracks 5 s to 13 s were not put back into operation after the Second World War , the area was later recultivated . The signal box Mt also went out of service. With the dismantling of tracks 3 s and 4 s to butt tracks, the Drs signal box was also converted into a barrier post in 1963. In the rest of the southern head of the station, the track field was visibly thinning. The line in the direction of Oberhausen, which was closed in 1960, was dismantled by 1974. In the same year, the last coal bans and the turntable went out of service. At the beginning of the 1980s, the Federal Railroad finally withdrew the supervisory officer from the station. The roundhouse is now used as a commercial building.

Another phase of renovation began after 1985. The bus station of the Vestische trams on Vestische Allee was relocated to the free area west of the reception building. The opening took place on September 28, 1986. In addition, an underpass was built immediately south of the reception building, which also serves as an entrance. For this, parts of the station garden had to be given up. 35 P + R parking spaces were created on the east side. During the work, the Federal Railroad also had the superstructures over Vestische Allee at the northern exit of the station renewed. The connecting line to the former Westphalian sand and clay works (today: Euroquarz ) was shut down in 1987.

Development since the rail reform (from 1994)

DB Regio and NordWestBahn railcars on the newly built platform tracks 3 and 4, 2019

Since 2000, the city of Dorsten has tried to put the station building back into active use, but this is made more difficult by the island location. In 2003, the city and Deutsche Bahn reached a consensus on how to proceed. It was planned to abandon the western tracks and relocate all rail traffic to the east side, and at the same time the commissioning of an electronic interlocking was planned. The vacant west side and the reception building were to be developed in terms of urban development; it was proposed to use a restaurant and relocate the bus station closer to the train station. In 2009, Deutsche Bahn moved away from the project and postponed the modernization of the track systems. The company also favored shifting traffic to the west side in order to ensure short transfer routes. In 2011, the railway presented the reconstruction plans for the station, which, as originally, provide for the tracks to be relocated to the east side. The entire project was estimated at 30 million euros, of which around 15.5 million should flow into the Dorsten train station.

The renovation work at Dorsten train station started in April 2018. It started with the demolition of the old railway maintenance office in order to enable the construction of a new central platform at this point. This platform will be used in the future by the lines RB 43 (track 3) and RB 44 (track 4). In addition, old freight train tracks were dismantled in order to be able to rebuild platform 2 east (future platform 1). Platform 1 east (future platform 2) was also rebuilt. Furthermore, a provisional platform was built for the RB 43 line in order to be able to maintain the service during the construction work. The two western platforms 1 West and 2 West were also dismantled or converted to enable level access from the city center and the bus station to the trains. Track 1 West (in future track 5) has been converted into a stump track accessible from the north, which is intended as a replacement stop for the RB 45 line, which will in future run on wings with the RE 14 line between Dorsten and Essen. Track 2 west will be completely dismantled. In addition to being barrier-free, all platforms will have a new lighting system and new weather shelters. In addition, the tunnel under tracks 1 west and 2 west will be filled. Only the eastern tunnel will be preserved, which will also be used by the new barrier-free ramps. The construction work for the ground level station forecourt and the barrier-free access to the new platforms are scheduled to begin in early 2019.

The work on the track system was largely completed by the time it was connected to the Coesfeld electronic interlocking in December 2018. The connection of the line towards Coesfeld to the ESTW is planned by December 2019. The work planned for the renovation to backfill the pedestrian tunnel and the redesign of the station forecourt should be completed by 2022.

Buildings

Reception building

The station building was built according to plans by G. Paeffgen in the style of historicism . In addition to the waiting rooms for 2nd and 3rd class passengers, the building housed offices and the station master's office. The societies initially had separate waiting rooms, which were merged after nationalization. This resulted in the fact that the 2nd class waiting room was in the middle of the building with no view of the trains. Since several passengers missed their trains as a result, the establishment of a bell to announce the trains was requested. The building survived the Second World War largely unscathed.

Further renovations took place in the 1950s and 1960s. From February 1, 1981, ticket issuance in the building closed on Sundays. In 1985 the building was painted yellow. However, the latex paint used means that the moisture contained in the masonry cannot penetrate to the outside. The property, which has not been used since the late 1980s, is, among other things, in a bad state of need for renovation. In 1989 the station building was placed under a preservation order. The upper floor is no longer accessible. The concepts for a new use of the building go hand in hand with a reorganization of the track plan. The plan is to relocate the platform systems to the east side of the building so that the west side facing the city can be used for other purposes, such as catering. The party Die Linke suggested using the building as a cultural and civic center.

The building, acquired by the municipal company WinDor in the mid-2000s, was sold to the architect Thomas Fründt in 2010. This provided for a gastronomic use of the building and its outdoor area. Since the announced renovation was postponed by Deutsche Bahn, the owner could only be granted a one meter wide strip around the building. In 2014 he sold the property to the city. With the concept presented in 2016 "We make MITte - Dorsten 2020", funds were obtained from the Social City funding program . In addition to a restaurant on the ground floor, the establishment of office space on the upper floor is planned, the non-profit organization Dorstener Arbeit had announced that it would use the premises. The renovation should be completed by 2020.

Signal boxes

Signal box Drf, 2014
Signal box Drm, 2014

The Dorstener Bahnhof probably had up to four signal boxes . At the northern exit of the station is the former dispatcher control center Drf (formerly Dnt), a mechanical signal box of the Jüdel type. It went into operation in 1904.

The south exit in the amount of the distance of 18.2 kilometers VzG path 2236 which is signalman -Stellwerk Drm (formerly St), likewise a lever frame type Jüdel. This signal box went into operation in either 1904 or 1912.

The signal box Mt was at the level of the reception building at the end of the butt tracks for 3 s to 13 s. The design and the time of commissioning are not known. The signal box did not go back into operation after the Second World War.

The Drs signal box formed the southern end of the station on the route to Gelsenkirchen-Bismarck. With the dismantling of the forecourt station, the Federal Railroad converted the office into a barrier post on December 20, 1963 . The signal box building was demolished in 1976 and replaced by a concrete house. The post existed until March 14, 1989.

At the beginning of December 2018, the two remaining signal boxes Drm and Drf were shut down and the station was connected to the Coesfeld ESTW .

service

Entry signal A with a passing railcar from Coesfeld (Westf), in the background the bridges over the Wesel-Datteln Canal , 2014

Rail passenger transport

Dorsten is the railway junction between the Ruhr area and the western Münsterland. The three regional lines that operate here provide direct connections to numerous cities in the Ruhr area (including Essen and Dortmund) and to the district towns of Borken and Coesfeld in the Münsterland. The lines are operated by DB Regio NRW and NordWestBahn on behalf of the VRR . Vehicles of the series 632 (line RB 43), 643 (lines RE 14 / RB 45), 648 (line RB 45) and 640 (line RB 43) are used. The station is operated by DB Station & Service and DB Netz .

The traffic concept 2016 of the (VRR) provides for the so far underutilized line RB 45 to run as a wing train of the line RE 14, which would create a direct connection between Essen Hbf and Coesfeld (Westf).

line course Tact operator track
RE 14 Der Borkener :
Borken (Westf)  - Marbeck-Heiden  - Rhade  - Deuten  - Hervest-Dorsten  - Dorsten  - Feldhausen  - Gladbeck-Zweckel  - Gladbeck West  - Bottrop Hbf  - Essen-Borbeck  - Essen West  (only trains to / from Dorsten)  - Essen Main station  - Essen-Steele
temporary wing in Dorsten: second train part as RB 45 from / to Coesfeld
Status: timetable change December 2019 		60 min  (Borken - Dorsten)
30 min  (Dorsten - Essen) 		NordWestBahn 1 to Borken (Westf)
2 to Essen Hbf
RB 43 Emschertal Railway :
Dorsten  - Feldhausen  - Gladbeck-Zweckel  - Gladbeck Ost  - Gelsenkirchen-Buer Süd  - Gelsenkirchen Zoo  - Wanne-Eickel Hbf  - Herne  - Herne-Börnig  - Castrop-Rauxel Süd  - Castrop-Rauxel-Merklinde  - Dortmund-Bövinghausen  - Dortmund -Lütgendortmund Nord  - Dortmund-Marten  - Dortmund-Huckarde Nord  - Dortmund Hbf
Status: timetable change December 2015 		60 min DB Regio 3
RB 45 The Coesfelder :
Coesfeld (Westf)  - Maria-Veen  - Reken  - Klein Reken  - Lembeck  - Wulfen (Westf)  - Hervest-Dorsten  - Dorsten  from / to Essen Hbf as RE 14
status: timetable change December 2019 		60 min NordWestBahn 5 if not tied after eating

City and regional bus transport

Immediately to the west of the train station is the central bus station (ZOB) Dorsten ( Lage ). The bus routes of the Vestischen , Rheinlandbus and Westfalenbus operate from here . The bus station, which cost around seven million German marks , was put into operation on September 28, 1986 and replaced an older system on Vestischen Allee. It is designed as a roundabout with direction bus platforms. Along with the construction of the bus station, the station was accessed via a pedestrian tunnel. The western part between the bus station and the reception building was completed on July 2, 1988, the eastern part from the reception building on Gelsenkirchener Strasse followed by September 1990.

line course
SB 18 SB18: Schermbeck  Rathaus - Dorsten ZOB
In Schermbeck connection to SB21 to Wesel train station / bus station . Continue in Dorsten as line SB28 to Gelsenkirchen-Buer.
SB 25 Recklinghausen Hbf  - Marl Mitte S-Bahn-Logo.svg  - Dorsten ZOB
SB 26 Dorsten ZOB  - early intervention center  - Alt-Wulfen  - Barkenberg  - Brassert  - Marl Mitte S-Bahn-Logo.svg
SB 28 Dorsten ZOB  - Gelsenkirchen-Hassel  - Gelsenkirchen-Buer Nord S-Bahn-Logo.svg  - Gelsenkirchen-Buer Rathaus
Continue in Dorsten ZOB as line SB18 to Schermbeck
188 Dorsten ZOB  - Bottrop-Feldhausen  - Gladbeck-Zweckel  - Gladbeck West Bf  - Gladbeck  Goetheplatz - Gladbeck Oberhof
Onward journey from Gladbeck Oberhof as line 189 to Bottrop- Boy and Essen-Karnap .
274 Dorsten ZOB  - Paul-Spiegel-  Berufs -Kolleg - Kiebeck - Hervest, Dorfstrasse
276 Holsterhausen, Friedensplatz  - community triangle - Dorsten ZOB  - St. Nicholas Church - Hardt , Gahlener Straße
278 Holsterhausen, Wennemarstraße - Dorsten ZOB - Elisabeth Hospital - In der Miere
TB 279 Taxi bus :
Hardt cemetery - Westwall - Dorsten ZOB  - Maria Lindenhof center for the elderly
293 Dorsten ZOB  - Schermbeck  (-  Raesfeld-Erle )
296 In Päsken - Dorsten ZOB  - Östrich , Baumbachstrasse
297 ZOB Dorsten  - Kirchhellen Schulze-Delitzsch Str.  - Bottrop-St. Antonius Hospital
299 Dorsten ZOB  - Schermbeck, Town Hall  (-  Wesel Bf / bus station )
R 21/295 Dorsten ZOB  - early intervention center  - Holsterhausen  - Deuten  - Raesfeld  - Borken train station

The bus station as well as the Park & ​​Ride and Bike & Ride spaces are connected to the reception building and the platform tracks by a pedestrian tunnel.

literature

  • Axel Präckelt: 130 years of Dorsten station . In: Association for local and local history Dorsten e. V. (Ed.): Dorsten - then and now . No. 3 , December 2009 ( vhsundkultur-dorsten.de [PDF; accessed on March 18, 2017]).

Web links

Commons : Bahnhof Dorsten  - Collection of images, videos and audio files

NRWbahnarchiv by André Joost:

further evidence:

Individual evidence

  1. ↑ a b c d e f g Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning, Nordhorn 1993, ISBN 3-927587-11-7 , pp. 87-90 .
  2. ↑ Tracks in service facilities (EDRN) , DB Netz AG (PDF)
  3. ^ A b Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning, Nordhorn 1993, ISBN 3-927587-11-7 , pp. 4-7 .
  4. ^ André Joost: Route Archive 2273 - Bottrop Nord - Quakenbrück. In: NRWbahnarchiv. Retrieved March 17, 2017 .
  5. ^ Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning, Nordhorn 1993, ISBN 3-927587-11-7 , pp. 7-9 .
  6. ^ Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning, Nordhorn 1993, ISBN 3-927587-11-7 , pp. 14-15 .
  7. ↑ a b c d e f Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning, Nordhorn 1993, ISBN 3-927587-11-7 , pp. 26-28 .
  8. ^ Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning, Nordhorn 1993, ISBN 3-927587-11-7 , pp. 94-95 .
  9. ^ A b Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning, Nordhorn 1993, ISBN 3-927587-11-7 , pp. 77 .
  10. ^ Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning, Nordhorn 1993, ISBN 3-927587-11-7 , pp. 28-29 .
  11. ^ Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning, Nordhorn 1993, ISBN 3-927587-11-7 , pp. 38 .
  12. ^ Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning, Nordhorn 1993, ISBN 3-927587-11-7 , pp. 38-41 .
  13. ^ Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning, Nordhorn 1993, ISBN 3-927587-11-7 , pp. 52 .
  14. ^ A b Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning, Nordhorn 1993, ISBN 3-927587-11-7 , pp. 45-47 .
  15. ^ A b Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning, Nordhorn 1993, ISBN 3-927587-11-7 , pp. 53-60 .
  16. ↑ a b André Joost: Signal box archive Dorsten Drs. In: NRWbahnarchiv. Retrieved March 17, 2017 .
  17. ^ Reorganization of Bf. Dorsten (2001–2015). In: www.b-tu.de. Chair of Railway and Road Engineering at the Brandenburg University of Technology Cottbus-Senftenberg, November 3, 2016, accessed on March 17, 2017 .
  18. ↑ a b Ludger Böhne: Dorsten station: “This is a piece of home” . In: Westdeutsche Allgemeine Zeitung . February 10, 2009 ( archive.org [accessed April 1, 2017]).
  19. ↑ Bahn makes it clear: tracks at the station will not be laid . In: Dorstener Zeitung . February 10, 2009 ( dorstenerzeitung.de [accessed April 1, 2017]).
  20. ↑ Ludger Böhne: City presents reconstruction plans at the Dorsten train station . In: Westdeutsche Allgemeine Zeitung . October 18, 2011 ( derwesten.de [accessed April 1, 2017]).
  21. ↑ Better connection to the Ruhr area: modernizations in and around Dorsten are making good progress. In: deutschebahn.com. Retrieved November 25, 2018 .
  22. ↑ Island platform disappears after renovation . In: Eisenbahn Magazin . No. 11 , 2018, ISSN  0342-1902 , p. 31 .
  23. ↑ a b Connection of the lines Abzw. Zweckel - Dorsten - Maria-Veen and Dorsten - Borken to the ESTW Coesfeld / delays in the section Dorsten - Coesfeld. In: asm-muenster.de. Münsterland Rail Transport Association, accessed on April 22, 2019 .
  24. ↑ a b Axel Präckelt: 130 years Bahnhof Dorsten . In: Association for local and local history Dorsten e. V. (Ed.): Dorsten - then and now . No. 3 , December 2009 ( vhsundkultur-dorsten.de [PDF; accessed on March 18, 2017]).
  25. ↑ Dorsten station. Eisenbahnfreunde OnWheels e. V., April 30, 2007, accessed March 18, 2017 .
  26. ↑ The train station in pictures - a jewel in the city's history . In: Stadt Dorsten, The Mayor (Ed.): A citizen station for Dorsten . June 15, 2016, p. 14-17 ( kasserver.com [PDF; accessed April 1, 2017]).
  27. ↑ Ludger Böhne: The station has a new owner . In: Westdeutsche Allgemeine Zeitung . June 26, 2010 ( derwesten.de [accessed April 1, 2017]).
  28. ↑ Ludger Böhne: The investor is “ready to go” . In: Westdeutsche Allgemeine Zeitung . August 1, 2011 ( derwesten.de [accessed April 1, 2017]).
  29. ^ Klaus-Dieter Krause: The decision on the station building will be made by September . In: Dorstener Zeitung . July 4, 2014 ( dorstenerzeitung.de [accessed April 1, 2017]).
  30. ↑ From the station barracks to the citizens' station - citizens of Dorsten should help redesign the station . In: Stadtspiegel Dorsten . February 19, 2016 ( lokalkompass.de [accessed April 1, 2017]).
  31. ↑ Reconstruction and conversion of the listed station building. In: www.wirmachenmitte.de. Retrieved April 1, 2017 .
  32. ^ André Joost: Signal box archive Dorsten Drf. In: NRWbahnarchiv. Retrieved March 17, 2017 .
  33. ↑ André Joost: Signal box archive Dorsten Drm. In: NRWbahnarchiv. Retrieved March 17, 2017 .
  34. ^ Holger Kötting: List of German signal boxes. Entries D – Thu. In: www.stellwerke.de. October 12, 2012, accessed May 19, 2014 .
  35. ↑ André Joost: Post archive haul 2,236 items 11. In: NRWbahnarchiv. Retrieved March 17, 2017 .
  36. ↑ Verkehrsverbund Rhein-Ruhr (Ed.): VRR-Nahverkehrsplan 2016 . April 20, 2016, p. 95 ( vrr.de [PDF; accessed April 1, 2017]).