Haltern am See train station

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Haltern am See
Entrance building, 2012
Entrance building, 2012
Data
Location in the network Intermediate station
separation station (1874–1988)
Design Through station
Platform tracks 3
abbreviation EHLT
IBNR 8000145
Price range 4th
opening January 1, 1870
location
City / municipality Haltern am See
country North Rhine-Westphalia
Country Germany
Coordinates 51 ° 44 '16 "  N , 7 ° 11' 2"  E Coordinates: 51 ° 44 '16 "  N , 7 ° 11' 2"  E
Railway lines
Railway stations in North Rhine-Westphalia
i16 i16 i18

Haltern am See is a train station in the town of Haltern am See in the North Rhine-Westphalian district of Recklinghausen . The operating point is located at the 26.0 kilometer of the main line from Wanne-Eickel Hauptbahnhof to Hamburg Hauptbahnhof (VzG route 2200) and was the former starting point of the branch route via Büderich to Venlo (VzG route 2202). Both routes together are known as the Hamburg-Venloer Bahn and were used by international express trains until the Second World War , which also made stops in Haltern. In addition, the pre-sorting of freight trains in the direction of the Ruhr area was carried out at Haltern station until the turn of the millennium . Since 1998 it has also been integrated into the Rhine-Ruhr S-Bahn network.

Location and structure

Central platform 2 + 3, 2014

The station is located south of the Haltern city center at the height of the 26.0 kilometer of the railway line from Wanne-Eickel to Hamburg. The reception building is located on Roost-Warendin- Platz, which forms the southern end of Bahnhofstraße. In the immediate vicinity are the Hf signal box to the northeast and the former charging facilities in which the bike station is located to the southwest . The bus stops for the vestibules and individual short-term parking spaces are located in the open space between the reception building and the signal box . There are further parking options west of the reception building on the open space between the tracks and Annabergstrasse. The areas are bounded by the former roundhouse to the west.

The main tracks are in a south-west-north-east direction. The south-westerly entry signal 92 A in the direction of Hamburg is directly north of the Lippe Bridge , the entry signal 92 F in the opposite direction is to the east of the overpass of the federal highway 58 . The distance between the two signals is around 2.4 kilometers with a maximum width of the railway line of around 50 meters.

The station has three platform tracks. Track 1 is the house platform . This has a usable length of 186 meters. Its height is 96 centimeters in the front (southwest) part and 20 centimeters in the rear. This is where the trains on the S 9 S-Bahn and the RE 42 HVZ amplifier turn .

Tracks 2 and 3 are located on a partially covered central platform . The platform has a height of 38 centimeters with a length of 408 meters (track 2) and 345 meters (track 3). Only the platform to track 1 can be reached via a ramp, there is no elevator or similar technical equipment here. The travel center in the train station was closed in October 2019.

history

Construction and opening (until 1874)

At the beginning of the 1860s, the French company Études et Travaux de Chemins de Fer, under the leadership of the Rothschild banking family , submitted their first concrete plans for a rail link between Paris and Hamburg . The first preparatory work, approved in 1862, was soon followed by commitments from the Kingdom of Prussia and the city-states of Bremen and Hamburg, over whose territory the railway was to run. The Kingdom of Hanover , however, expressed concerns about the railway. On the one hand, the state was reluctant to have the construction and operation of a private company managed, on the other hand, there was military resistance to a permanent Elbe crossing between Hamburg and Harburg .

When the German-German war flared up in 1866, the French planning company withdrew from the project. The Cöln-Mindener Eisenbahn-Gesellschaft (CME) then took over the project in an almost identical version. As a result of the reorganization of the political map of Germany - Prussia annexed Hanover - nothing stood in the way of implementation.

In addition to the Hamburg-Venloer Bahn, the plans envisaged a branch line from Haltern to Pluto (later Wanne) to enable the transport of coal from the Ruhr to Hamburg and Bremen. On May 28, 1866, the Prussian state granted the CME the concession for the sections from Venlo to Münster and from Haltern to Pluto. Construction work began in March 1868 and lasted approximately two years. On January 1, 1870, the CME started traffic between Pluto and Münster . The Haltern train station went into operation at the same time as the line. As the Venlo branch was still to be opened, the station initially had temporary timber frame buildings for the handling of travelers and goods .

The commissioning of the Venloer Bahn was initially a long time coming. The CME did not certify the connection apart from the settlement and speculated on being released from the construction obligations after a sufficient period of time. The situation changed when the Noord-Brabantsch-Duitsche Spoorweg-Maatschappij (North Brabant German Railway Company; NBDE) came up with plans for a route from Boxtel to Kleve . The background was the establishment of an international express train connection between Germany and the United Kingdom via Vlissingen . With this connection, the Venloer Bahn was sufficiently busy that the CME began with the necessary work at the end of 1871. The branch line to Wesel went into operation on March 1, 1874. The continuation across the Rhine to Venlo followed at the end of the year. The Boxteler Bahn went into operation four years later on July 1, 1878.

Private and regional railroad time (1874–1920)

Shell construction of the new reception building, 1904
View of the new reception building after completion, 1905

Since 1873 the Haltern train station had five main and side tracks, and in 1874 a sixth track was added. In the following year, the CME expanded the reception building by adding more rooms, making the building almost double its size. From 1877 the station had two siding to a steam saw mill and a sand pit. The latter was only in operation for a short time. At that time, 21 ward officials were on duty at the operations center.

At the beginning of the 1880s, the Prussian State Railways, as the successor to the CME, expanded the line between Wanne and Münster to two tracks. As a result, a shunting system was built in the western area of ​​the station . A first locomotive shed from the opening time gave way to a new building with eight stalls, each 20 meters in length. The station area was later expanded to the Lippe . Haltern increasingly served as a forecourt for the marshalling yards in the Ruhr area.

In 1894 the station was renamed Haltern (Westf) . A year later, the management changed. With the nationalization of the CME in 1881, it was replaced by the Royal Railway Directorate of Cologne on the right bank of the Rhine. In 1895 another restructuring took place. Haltern was now within the newly created KED Münster (Westf) .

The station underwent the next major renovation at the turn of the century. To the west of the reception building, a new and enlarged goods shed was built in 1899, followed by a railway depot until 1901 . The centerpiece of the system was a nine-hour roundhouse, plus coaling systems and a water tower . A second water tower east of the reception building followed in 1903. A housing estate was built north-west of the station for the works officials. The completion of the new reception building in 1905. The sidings for freight traffic were now concentrated on the east side, with several sidings to the surrounding businesses connected to it. Four platform tracks were available for passenger traffic: a central platform for through traffic from Münster to Wanne and back, a house platform for through trains to Wesel and a stump track for local trains to Wesel.

Reichsbahn period (1920–1949)

After the end of the First World War , the Ruhr area was occupied by French and Belgian troops in early 1923 . Since the Lippe represented the northern border of the occupied area, the route to Wanne-Eickel was interrupted. The Deutsche Reichsbahn , created in 1920 , therefore shifted traffic to and from the Netherlands and in the direction of Münster via the Venloer Bahn. A month later, the volume in Haltern fell again after the French also occupied the lower part of the station in Hervest-Dorsten and the Venloer Bahn was interrupted. From December 1923, there were again the first through trains from Haltern to both Wanne-Eickel and Wesel.

During the Second World War , the train station hardly suffered any damage until the beginning of 1945. The air strikes were concentrated on the surrounding targets or the railway lines as such. The first major attack took place on February 21, 1945. In addition to 23 dead and 61 injured, the signal boxes in particular were hit. Further air raids followed until March 22, 1945, and rail traffic has been idle since then. Overall, the damage was still limited, as the railway maintenance office arranged for the damage to be repaired after the attacks. Around 250 forced laborers were used here, which the railway maintenance office had at their disposal. Allied troops reached the city on the night of March 29-30, 1945.

The first post-war weeks were marked by heavy military traffic on the Wesel - Haltern - Münster route. The traffic to and from Wanne was still interrupted due to the blown bridges over the Lippe and the Wesel-Datteln Canal , but could be resumed in the same year with two temporary crossings over the waters. This situation lasted until 1948. The civilian passenger trains that started running from mid-1945 were used in particular by the population of the Ruhr area for hamster journeys to the Münsterland . Since Haltern was on the border between the Reichsbahndirektion Münster (Westf) and the Reichsbahndirektion Essen , the required locomotive changes took place here.

Federal Railroad Period (1949–1994)

While the importance of the Venloer Bahn decreased due to the interruption of the line at Wesel to the branch line, the traffic on the connection Münster - Wanne-Eickel increased even more. Nevertheless, the Deutsche Bundesbahn tried to make savings. In the mid-1950s, for example, the signal box Hl near the railway depot (Bw) was abandoned after an accident and the points were switched to manual operation. On September 28, 1962, passenger traffic on the Venloer Bahn also ended; the transport of goods could hold out for a few more decades.

212 325 in front of a local train to Essen, 1988

At the end of September 1963 the signal box Hf went into operation. The track plan signal box replaced the six existing mechanical signal boxes. On October 1, 1963, the Federal Railroad started electrical operations on the Recklinghausen - Haltern section. The ceremonial changeover took place one day later in the presence of the then Federal Railroad President Heinz Maria Oeftering . The further electrification to Osnabrück took place on September 12, 1966. After the complete electrification, a locomotive change on site was no longer necessary, so that the Bw could be abandoned over time.

From 1968, another route went south to Haltern: The railway, first proposed by the city of Essen in 1903, was to continue from there via Marl and Buer in the direction of Essen. Since the neighboring municipalities disagreed about the course of the southern section, the implementation of the project was delayed by several decades. The Ruhr Coal District Settlement Association took up the project for the first time in the 1920s and pushed its implementation as Verkehrsband No. 9 (V9). The single-track main line does not begin directly at Haltern station, but at the Lippe block to the south , which has been expanded to become a branch .

20 years after the V9 went into operation, the Federal Railroad shut down the Venloer Bahn, four years later the dismantling of the line began. The entry signal to Haltern, however, remained for a few years until the signals were switched to the Ks signal system .

Recent past (since 1994)

The former goods shed houses the bike station, 2014

After an initial rationalization in the mid-1980s, it was further dismantled in the mid-1990s. The valley tracks on the run-off mountain were completely abandoned and the associated Hr marshalling yard was torn down. The number of continuous main tracks was reduced to eight. Deutsche Bahn rented rooms that were no longer needed to private companies. Various service providers and dealers moved into the reception building, and the former goods shed is used as a bike station.

In 1998 the Münster line was connected to the electronic signal box (ESTW) in Dülmen . In the same year, the Rhein-Ruhr S-Bahn reached the station. With the electrification of the line, the previous local transport line N9 was re-established as line S9 to Essen-Steele . The platform system was converted in advance for this purpose. The previously used butt track was removed and the main platform raised to the required height of 96 centimeters. On December 14, 2003 it was extended to Wuppertal via the Niederbergische Bahn . Tracks 2 and 3 on the central platform are still available for through traffic.

In order to be able to better market itself to tourism, the city of Haltern decided in 2001 to rename it to Haltern am See ; the name affix refers to the Haltern reservoir . Two years later, Deutsche Bahn adjusted the station name accordingly for the 2003 timetable change.

Investments

Signal boxes

Signal box Hf, 2014

The CME routes initially had no signal boxes . The turnouts and signals were operated on site by turnout operators . The dispatcher gave the order to change over by telegram to the parking booths, which also served as shelters. In 1873 the Haltern station had 35 points, which were operated from six points stalls. With the expansion of the station at the turn of the century, the Prussian State Railways set up the first signal boxes that enabled the points and signals to be operated centrally . The designation of the signal boxes was based on their location within the station.

The dispatcher had his post in the train control on the central platform. Under him were the six signalman -Stellwerke Hn ( H age N ord), Ho ( H age O st), Hs ( H aging S OD), Hw ( H aging W est), Hmg ( H aging M edium g roup) and Hl ( H age L okschuppen). In 1947 the interlocking Hr was added to the run-off mountain . The signal box Hl was given up in the mid-1950s and the points switched to manual operation. Before that, a train driver had driven his vehicle into the signal box foundation.

At the beginning of the 1960s, the Federal Railroad replaced the remaining signal boxes with the central signal box Hf ( H old F ahrdienstleiter). The SpDrL30 type relay interlocking from Standard Elektrik Lorenz took over the tasks of the old switchman interlocking with the exception of the marshalling interlocking. At the same time, it replaced the Annaberg block south of the station exit to Wanne-Eickel. Since 1986, the Lippe junction was also in remote position with a separate SpDrL60 set-up table . Before that, a Siemens DrS2 relay interlocking was located here .

In the mid-1990s, the Lorenz signal boxes on the route between Wanne-Eickel and Münster were only permitted on a temporary basis. The German railway therefore prompted the construction of a new electronic interlocking (CBI) in the station Dülmen , should be monitored from where the whole track. At the same time, it built down the operating points, including the Haltern train station. The Hr marshalling yard was no longer affected; it was demolished in 1994. The ESTW type L90 went into operation on October 25, 1998. Since then, the Hf signal box has served as an area computer room (ESTW-A) for the Dülmen Df signal box (ESTW-Z), the Haltern train station and the Marl Lippe junction are remotely controlled from here.

Depot

Rear view of the former engine shed at the Haltern depot, 2014
View of the railway settlement ("Negerdorf") on Annabergstrasse, built around 1900

When it opened, the station on the east side had a four-sided locomotive shed with a turntable in front . With the opening of the Venloer Bahn, the shed was expanded to eight stands. In the early 1880s, this building was an also eight permanent roundhouse replaced. This held space for locomotives up to 20 meters long.

The second shed was also obsolete after 20 years. KED Münster had the locomotive treatment systems rebuilt on the west side of the station, while there was space on the east side for freight traffic. The newly built depot comprised a nine-length roundhouse with a turntable in front. There were also two water towers and a coaling plant. A housing estate was built on Annabergstrasse in the immediate vicinity of the Bw. Since the servants often came soot-blackened from work, the name “Negerdorf” became common.

In 1950 the engine shed was expanded by four stands, and three free stands were added. In the 1950s, an average of 25–30 locomotives were stationed at the Haltern depot. Of these, 18 were assigned to the 50 series and five to the 78 0 series . In addition, there were individual units from the 55 25 , 91 3 , 93 5 and 94 5 series .

With full electrification in 1966, it became increasingly quiet in the depot. As early as 1955, the Federal Railroad closed the plant as an independent service. It therefore functioned as a branch office of the Münster 1 depot until 1974, and since then has been the engine driver's reporting point. Since the depot only had steam heaters to preheat passenger trains , individual older electric locomotives were parked in Haltern for preheating with electric heaters in the 1970s. It has been proven that two locomotives of the 152 series were used as heating locomotives . The locomotive shed, which was no longer needed, was sold to the Raiffeisen cooperatives in the mid-1970s. Around 1980 the Federal Railroad had both water towers demolished, followed by the turntable and the coal bansen around 1990. The feeder tracks were largely removed. In 2014, a spare parts dealer for motor vehicles and an industrial company for noise protection used the site.

traffic

passenger traffic

Group photo of the Haltern station staff in front of a Prussian T 9 1 (left) and an NBDE 1B locomotive (right), around 1895

Even before the Venloer Bahn went into operation, it was clear to CME that this route would fall short of its expectations. The supraregional traffic was therefore mainly concentrated on the "branch line" to Wanne, whereas the "main line" to Venlo had mainly local traffic. The utilization only increased with the commissioning of the Boxteler Bahn of the NBDE in 1878. The summer timetable 1880 recorded a total of six pairs of trains on the Münster - Haltern - Wanne route and four pairs of trains on the Venloer Bahn between Haltern and Wesel . There were partly direct connections to Hamburg and Bremen, to the Ruhr area and to Cologne as well as to Venlo, Vlissingen and via the ferry also to London . Between 1897 and 1911 the NBDE “Blue Brabanters” drove through to Haltern to change locomotives, later the trains continued to Münster, which meant that the stop was omitted. In addition to direct ferry trains between Berlin and London, individual through cars drove to Brussels or Vienna .

Before the First World War, the station had eight pairs of trains to and from Wesel, 14 pairs of trains in the direction of Münster and 20 pairs of trains to and from Wanne. Of the express trains that passed Haltern, the pair of trains D 92/93 and D 98/99 stopped. The trains going over to the Venloer Bahn, however, drove through. With the beginning of the war, the supply fell significantly, and international traffic to the Netherlands temporarily came to a standstill as a result of the border being closed. In November 1914, however, a first pair of trains (D 115/116) from Hanover to Vlissingen was set up, which also made a stop in Haltern.

After the end of the war, Haltern experienced more and more the function of a connecting station to the Venloer Bahn. Due to the bankruptcy of the NBDE, international traffic on the Venloer Bahn declined, the newly founded Deutsche Reichsbahn handled border traffic on the Almelo – Salzbergen railway with Bentheim as the border station . With the exception of these connections, the timetable has settled at roughly the pre-war level. The summer timetable for 1939 indicated almost 50 pairs of trains stopping in Haltern, eight of which drove between Haltern and Wesel. Four trains (D 92/95/96/97) operated as express trains between Westerland or Flensburg and Frankfurt am Main . The only continuous train on the Venloer Bahn was the afternoon express train E 132 from Münster to Bocholt .

Railcar 425 027 of the DB Regio is waiting to be used as an amplifier for the RB42, 2014

After the Second World War, the Wanne-Eickel-Hamburg railway continued to develop into an important main line in long-distance traffic in western Germany. Although the number of long-distance trains on the route increased steadily, only a few express trains stopped in Haltern. The timetable on the Venloer Bahn also decreased rapidly, dropping from seven train pairs in 1950 to two weekday train pairs in the mid-1950s. In 1958, the Federal Railroad offered a pair of express trains on the Haltern - Wesel route that were driven by Uerdingen rail buses, but discontinued the offer again after a short time. In 1962, traffic on this connection came to a complete standstill. Six years later, the V9 route created a new local transport connection in the direction of the Ruhr area, particularly the north of Gelsenkirchen , to Gladbeck and Bottrop .

In the years that followed, traffic to the Ruhr area developed more strongly than the connection to the north. From January 1, 1980, the station was in the tariff area of ​​the newly founded Verkehrsverbund Rhein-Ruhr (VRR). In the 1984/85 winter timetable, 16 pairs of trains served Haltern on the V9 and 30 pairs of trains from the direction of Wanne-Eickel and Essen Hauptbahnhof . Nine pairs of express trains drove daily towards Münster, three of which also ran via Bottrop. There were also three pairs of express trains from Emsland or Wilhelmshaven in the direction of Essen and Cologne .

With the introduction of the integral clock timetable in North Rhine-Westphalia in May 1998, the express trains were extended to Regional Express and from 2002 beyond Essen to Mönchengladbach Hbf . The local trains between Haltern and Essen have been running as regional trains from Münster since 1998 . At the same time, the local trains to Bottrop were included in the Rhine-Ruhr S-Bahn network .

In the 2020 timetable, Haltern am See station will only be served by local trains. The RE 2 Rhein-Haard-Express ( Osnabrück Hauptbahnhof - Düsseldorf Hauptbahnhof ), the RE 42 Niers-Haard-Express ( Münster (Westphalia) Hauptbahnhof - Mönchengladbach Hauptbahnhof ) and the S 9 ( Haltern am See - Wuppertal Hauptbahnhof ) operate . Line RE 2 runs hourly along its entire length, line RE 42 runs between Münster and Essen every half hour and every hour to Mönchengladbach. In addition, there is an hourly connection to Bottrop, Essen and Wuppertal with the S 9 line.

Timetable offer 2020
line course Tact operator
RE 2 Rhein-Haard-Express :
Osnabrück Hbf   - Hasbergen  - Natrup-Hagen (two-part) - Lengerich (Westf)  - Kattenvenne (two-part) - Ostbevern - Westbevern - Münster (Westf) central station  - Dülmen  - Haltern am See  - Recklinghausen main station  - Wanne -Eickel Hbf  - Gelsenkirchen Hbf  - Essen Hbf  - Mülheim (Ruhr) Hbf  - Duisburg Hbf  - Düsseldorf Airport  - Düsseldorf Hbf
Status: timetable change December 2019 		60 min DB Regio
RE 42 Niers-Haard-Express :
Münster (Westf) Hbf  - Münster-Albachten  - Bösensell  - Nottuln-Appelhülsen  - Buldern  - Dülmen  - Sythen  - Haltern am See  - Marl-Sinsen  - Recklinghausen Hbf  - Recklinghausen Süd  - Wanne-Eickel Hbf  - Gelsenkirchen Hbf  - Essen Hbf  - Mülheim (Ruhr) Hbf  - Duisburg Hbf  - Rheinhausen  - Krefeld-Uerdingen  - Krefeld Hbf  - Viersen  - Mönchengladbach Hbf
Status: timetable change December 2019 		30 min  (Münster - Essen)
60 min  (Essen - M'gladbach) 		DB Regio
S 9

Haltern am See Deutsche Bahn AG-Logo.svg - Marl-Hamm - Marl Mitte - GE-Hassel - GE-Buer Nord - Gladbeck West Deutsche Bahn AG-Logo.svg - Bottrop-Boy - Bottrop Hbf Deutsche Bahn AG-Logo.svg - E-Dellwig Ost - E-Gerschede - E-Borbeck - E-Borbeck Süd - Essen West - Essen main station - Deutsche Bahn AG-Logo.svg Light rail E-Steele - E-Überruhr - E-Holthausen - E-Kupferdreh - Velbert-Leberhof - Velbert-Langenberg - Velbert-Neviges - Velbert-Rosenhügel - Wülfrath-Aprath - W-Vohwinkel Deutsche Bahn AG-Logo.svg - W-Sonnborn - W- Zoological Garden - W-Steinbeck - Wuppertal Hbf Deutsche Bahn AG-Logo.svg
Status: May 2020

60 min Abellio Rail NRW

There is a bus station for the Vestische trams at the station . From here there are direct connections to the Haltern districts of Flaesheim , Hamm-Bossendorf , Hullern , Lavesum Lippramsdorf and Sythen as well as to Datteln , Marl and the Dorsten districts of Hervest and Wulfen .

Freight transport

View of the freight tracks from the central platform, 2014

Towards the end of the 1870s, the Haltern train station had two sidings to a steam sawmill and a sand pit, the latter only being in operation for a short time. Accordingly, the timber loading initially made up the majority of the cargo handling. Six freight trains drove daily between Münster, Haltern and Wanne, mainly carrying coal from the Ruhr in the direction of the Hanseatic cities. There were also two local freight trains on the Venloer Bahn.

From the 1880s onwards, the station increasingly served as a relief for the marshalling yards in the Ruhr area. The trains coming from the direction of Münster were dismantled on site over the discharge mountain and the wagons were then driven to their destination stations. Since most of the cars drove further south, several valley tracks were only equipped with exits in this direction. Up until the 1950s, the Münster department proceeded in this way, which mainly affected the transport of urgent goods, fish and cattle.

The handling of goods decreased rapidly at the beginning of the 1960s, as most of the freight trains passed through as a result of electrification. The process operation was then discontinued. Since then, transshipment has concentrated again on the existing rail connections, for example to a nearby pipe works. Occasionally, wood is still being loaded at the station.

Web links

Commons : Bahnhof Haltern am See  - Collection of images, videos and audio files

NRWbahnarchiv by André Joost:

Individual evidence

  1. ↑ Haltern am See. Deutsche Bahn AG, October 14, 2019, accessed on October 27, 2019 .
  2. ↑ Eva-Maria Spiller: Early end for travel center. This is behind the sudden closure in the train station. In: halternerzeitung.de. Retrieved October 27, 2019 .
  3. ^ A b Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 33-34 .
  4. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 35-36 .
  5. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 36-42 .
  6. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 42-46 .
  7. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 57-60 .
  8. ↑ a b c Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 48-49 .
  9. ↑ a b c d e Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 80-83 .
  10. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 316-319 .
  11. ^ A b André Joost: Route archive 2200 - Wanne-Eickel - Hamburg. In: NRWbahnarchiv. Retrieved October 29, 2014 .
  12. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 165-168 .
  13. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 199-200 .
  14. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 209-212 .
  15. ↑ a b c d e f g h i j Rolf Swoboda: Venloer Bahn. Haltern - Wesel - Venlo . VBN Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 246-253 .
  16. ^ A b Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 217-221 .
  17. ^ Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning Verlag, Nordhorn 1993, ISBN 3-927587-11-7 , p. 35-37 .
  18. ^ André Joost: Operational Offices Archive Haltern am See. In: NRWbahnarchiv. Retrieved November 2, 2014 .
  19. ^ André Joost: StellwerkArchiv Lippe Abzw. In: NRWbahnarchiv. Retrieved October 29, 2014 .
  20. ^ André Joost: StellwerkArchiv Haltern am See ESTW-A. In: NRWbahnarchiv. Retrieved October 29, 2014 .
  21. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 216-217 .
  22. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 132-136 .
  23. ^ Course book summer 1914.
  24. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 140-146 .
  25. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 153-154 .
  26. ↑ Course book summer 1939.
  27. ^ Course book winter 1984/85.
  28. ^ André Joost: Line information RE2 Rhein-Haard-Express. In: NRWbahnarchiv. Retrieved November 5, 2014 .
  29. ^ André Joost: Line info RB42 Haard-Bahn. In: NRWbahnarchiv. Retrieved November 5, 2014 .
  30. ^ André Joost: Line info S9 Haltern - Bottrop - Essen - Wuppertal. In: NRWbahnarchiv. Retrieved November 5, 2014 .
  31. ↑ Line map Dorsten / Haltern / Marl. (PDF) Verkehrsverbund Rhein-Ruhr , June 14, 2014, accessed on October 31, 2014 .
  32. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 72-73 .
  33. ^ Rolf Swoboda: Venlo Railway. Haltern - Wesel - Venlo . VBN Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-04-1 , p. 224-231 .