Winterswijk – Gelsenkirchen-Bismarck railway line

Winterswijk - Gelsenkirchen-Bismarck
Railway lines Zutphen - Winterswijk and Winterswijk - Gelsenkirchen-Bismarck
Route number (DB) :	2236
Course book section (DB) :	423 (Borken - Gladbeck-Zweckel) 426 (Dorsten - Gelsenkirchen Zoo)
Route length:	59.0 km
Gauge :	1435 mm ( standard gauge )
Route class :	D4
Maximum slope :	5.88  ‰
Top speed:	100 km / h
Train control :	PZB 90
Dual track :	Dorsten - Gladbeck-Zweckel
Legend Route from Zutphen 44.0 Winterswijk 38.7  m 44.5 Route to Zevenaar N 319 44.8 former route to Bocholt 48.3 Holland ( exer ) 50.4 52.3 The Netherlands / Germany border 47.2  m 50.1 Burlo 55.6  m 46.2 Gemenwirthe ( exer ) 44.5 B 70 former route from Bocholt former route from Ahaus - Burgsteinfurt 42.2 Borken (Westf) 48.2  m former route to Coesfeld B 67 37.0 Marbeck-Heiden (formerly Bf) 58.9  m 33.2 Lively ( practice ) 29.8 Rhade 50.2  m A 31 25.3 Interpret 46.7  m 25.2 B 58 Line from Coesfeld 20.5 Hervest-Dorsten (formerly Bf) formerly Wesel - Haltern line 38  m VEW Dorsten siding (new 1982) Former connecting line from Hervest-Dorsten deep lip Wesel-Datteln Canal B 224 , B 225 18.9 Dorsten ( Inselbahnhof ) 35.9  m former route to Bottrop Nord 16.6 Tönsholt 14.1 Feldhausen (formerly Bf) 52.6  m 10.9 Gladbeck-Zweckel (Hp Abzw) Route to Gladbeck West Rheinbaben - Scholven from RBH Logistics Line Oberhausen-Osterfeld - Hamm (Westf) Rbf 9.4 Gladbeck Ost (formerly Bf) 66.7  m 9.2 Gladbeck Ost (new building planned) B 224 A 2 5.1 Gelsenkirchen-Buer South 44.5  m 4.9 GE-Beckhausen Horster Strasse ( Bogestra ) Freight line from Gelsenkirchen-Horst 3.1 Gelsenkirchen Hugo Abzw (Bft) Emscher Rhine-Herne Canal 2.6 Buer Süd (Kanalbr) Freight line from Gelsenkirchen Nordstern -0.3 Gelsenkirchen-Bismarck (former Inselbahnhof ) B 227 Gelsenkirchen Zoo ( Bft ) 49.2  m Tub Our Fritz (Bft) 45.7  m Route to Wanne-Eickel former route to Dortmund Freight route to Herne Swell:

The railway line Winterswijk - Gelsenkirchen-Bismarck is a 59 kilometer long, formerly continuous railway line from Winterswijk in the Netherlands to Gelsenkirchen-Bismarck in the northern Ruhr area . The builder of the line was the Dutch-Westphalian Railway Company , while the Bergisch-Märkische Railway Company acted as the operator until it was nationalized.

Until the outbreak of the First World War , the route enjoyed supra-regional importance, including a direct train connection from Essen to Amsterdam . In the 1920s the importance of the border section between Winterswijk and Borken decreased . International passenger traffic ended with the outbreak of World War II , and the last freight train passed the border in 1979. Up until the turn of the millennium, the southern section from Dorsten served primarily the mining industry in freight transport : several mines - including Hugo in Gelsenkirchen , Count Moltke in Gladbeck and Prince Leopold in Dorsten - carried their coal over the route. Since the last mine was closed, the importance of the route has been largely limited to local rail passenger transport . The section of the line that is still in operation today is predominantly single-track , not electrified and classified as a main line .

course

Two-track section at the Feldhausen stop, 2015

The line is the southern continuation of the Zutphen - Winterswijk line and is operationally included in this in the Netherlands. Starting from Winterswijk , the line left the station to the southwest parallel to the Winterswijk - Bocholt line, and both lines separated after about one kilometer. The Holland overtaking station was four kilometers south of Winterswijk, and the route passed the Dutch-German border immediately south of it. The route rises to Burlo to around 55 meters above sea ​​level and then drops continuously to Borken to 48 meters. The northern end of the operational section of the route is at route kilometers  42.217 in Borken station . The single-track route continues from Borken in a south-westerly direction and touches the western foothills of the mountains at a height of up to 66.4 meters above sea level. In the further course of the route the route drops continuously over the next 16.4 kilometers and reaches its lowest point in the lip lowlands in Dorsten at 35.88 meters above sea level. Between the Dorsten and Gladbeck-Zweckel stations , the route turns more towards the south and touches the western foothills of the Vestische Höhenrück with a gradient of 1: 170 . Behind Gladbeck-Zweckel it leads more to the west and reaches the highest point at Gladbeck Ost at 66.7 meters above sea level. Between Gladbeck Ost and Gelsenkirchen-Buer Süd , the line drops with a gradient of 1: 180 to the level of the Emscher lowlands , which is roughly maintained until Gelsenkirchen-Bismarck station .

With the exception of the Dorsten - Gladbeck-Zweckel section, the line is single-track. The Gladbeck-Zweckel - Gelsenkirchen-Bismarck section was double-tracked from 1908 to 1986, the Hervest-Dorsten - Dorsten section between 1895 and 1945. Between Hervest-Dorsten and Dorsten, the single- track Dorsten - Coesfeld line runs parallel to the line discussed here, a change is no longer possible between the two routes on this section.

history

prehistory

The Westmünsterland and Achterhoek regions were largely untouched by the industrial revolution in the middle of the 19th century . A first connection in the direction that the Ruhr presented the 1768 scale Gahlener Kohlenweg of Bochum to the lip at Gahlen . Its extension was a 1850-scale road to Borken .

From 1856 there were first plans for railway lines in Westmünsterland. The projects concentrated less on regional issues, but were planned as sections of international, partly transcontinental connections. A project presented by a Dutch committee in 1864 provided for a long-distance connection from Münster via Coesfeld to Winterswijk, which was to serve the import of colonial goods and the export of domestic products in Prussia . The committee did not pursue the continuation of this line from Winterswijk to Amsterdam , since a connection was already planned with the Oosterspoorweg of the Hollandsche IJzeren Spoorweg-Maatschappij (HIJSM). The latter only built the route from Amsterdam to Zutphen , as they considered a connection between the Achterhoek and Winterswijk with a branch line to be unprofitable.

Around 1870 the textile manufacturer Willink from Winterswijk and the large landowner Snellen got together to tackle the project again. They realized that the route could only be profitable if it was extended to Prussia. In 1870 they published a brochure entitled Nederlandsch-Westfaalsche Spoorweg , in which they presented their project. The train was to run from Zutphen via Winterswijk and Oeding to Haltern and end there at the Wanne - Hamburg route operated by the Cöln-Mindener Eisenbahn-Gesellschaft (CME). Although the CME viewed the construction of the railway as a rival line to its Dutch route , the project met with a positive response in the Netherlands. On March 27, 1872, the company was confirmed by the government as Nederlandsch-Westfaalsche Spoorweg Maatschappij ( Dutch-Westphalian Railway Company ; NWSM / NWE). On October 15, 1872, the company received the provisional concession for the construction of the connection Zutphen - Winterswijk. The company contractually left the management of the company to HIJSM.

On the German side, the undertaking turned out to be more complicated. As the CME opposed the community station in Haltern, the NWE contacted the Bergisch-Märkische Eisenbahn-Gesellschaft (BME). The company initially agreed to apply for the necessary license for NWE, but then gave it back in order to persuade the company to sign a company leasing agreement. The NWE then targeted Recklinghausen as the southern end point, but faced the same problems as in Haltern. Ultimately, she resumed talks with BME, with both companies agreeing on an end point at Bismarck train station . There was also a connection to the trains of the Westphalian Railway . On June 7th, 1875, both sides signed a provisional company leasing agreement .

In January 1875, the NWE applied for the concession for the line from Winterswijk to Bismarck and a branch line from Winterswijk to Bocholt . The Prussian minister of public works rejected this in March 1875, referring to the lack of control of society on German soil. By July 1875, the Prussian and Dutch sides agreed on the building, which resulted in a state treaty . In September 1875, the NWE made a second attempt to apply for the concession, which it was promised on November 2, 1875 by the Minister of Public Works. There were several conditions attached to this. Among other things, the German route section was subject to German laws. Other points concerned, for example, the expenses for health insurance companies and the free carriage of mail cars . After 30 years of operation, Prussia had a buyback right. In addition, the company was obliged to deposit a deposit of 500,000  marks within one year of the granting of the license . The provisional license was granted on December 1, 1875.

The initiators of the NWE, Willink and Snellen, issued a promotional pamphlet shortly after the provisional license was granted in order to raise the necessary capital for the construction of the route. Since this did not have the desired success, a second advertising pamphlet was published in June 1876, in which the importance of the route was discussed. The main cargo was coal, which was to be transported from the Ruhr area to the textile factories in the Achterhoek. In addition, the authors emphasized the possible development of the forests near Dorsten, Rhade , Raesfeld , Borken and Winterswijk. In addition, there was the planned transport of slaughter cattle and grain as well as lime and iron ore from Oeding. The construction costs for the Prussian part were estimated to amount to 6,793,000 marks. The interest on the construction capital was incumbent on the BME at a rate of four percent in the first ten years of operation, after that it was five percent. Despite the reluctance of the Prussian communities, the NWE succeeded in submitting the required pledge in good time so that the final license could be granted on February 17, 1877. The company leasing agreement between the NWE and the BME came into being on December 18, 1876 and was approved by the Prussian king on June 26, 1878.

Construction and opening

The preparatory work was completed in 1876, the construction of the route itself began in October 1877. The route ran largely in a straight line through the site. To the south of Dorsten, where the railway passed the Vestic ridges , major earthworks were necessary. Five train stations were planned on German soil in Borken- Gemen , Rhade, Dorsten, Gladbeck and Buer - Beckhausen . An application by the municipality of Buer to relocate the route to the north was not granted, especially since the municipality did not agree to support the project financially. The municipality of Borken achieved the relocation of the line to the west side of the city with a similar project.

The NWE had to make use of the expropriation law several times for the construction . 92 cases are known in the Marbeck area and 71 cases in Dorsten, including expropriations. North of the Lippe, the line crossed the Haltern-Venloer Bahn of the CME, which opened in 1874, at Hervest . The bridge over the Lippe in Dorsten and the Dorsten train station were completed in the summer of 1878 and early 1879, respectively. The Rheinische Eisenbahn-Gesellschaft (RhE) ran its long-distance line Oberhausen - Coesfeld - Rheine parallel to the Dutch-Westphalian Railway in this section . Like the Bismarck station, the Dorstener station was designed as an island station , with the NWE using the eastern and the RhE using the western side. The planned completion date for the work in April 1880 could not be met. During the first inspection trip with representatives of the two companies and the local authorities, no defects were found. The first inspection run on June 8, 1880 then revealed 62 predominantly minor defects, but these did not prevent commissioning. On June 14, 1880, the route was officially opened. Regular traffic began on June 21, 1880, as did the branch line to Bocholt. The Dutch continuation to Zutphen had been in operation for almost two years at that time.

First years of operation

Marbeck-Heiden stop, 2015

A short time after the line opened, most of the private railway companies in Prussia were nationalized. As a foreign company, NWE remained unaffected by the project, so that only operational management was transferred to the Prussian State Railroad . Of the line systems, only those that were added after the opening fell to Prussia. The Prussian and Dutch governments negotiated the handover of the line by October 1888. On April 8, 1889, the corresponding law for the nationalization of the NWE routes on German soil was passed; it came into force on July 1, 1889. The line was initially in the area of ​​responsibility of the Royal Railway Directorate (KED) Elberfeld , from April 1, 1890 in the area of ​​KED Cöln on the right bank of the Rhine and from April 1, 1895 finally in the district of KED Essen . The Hervest-Dorsten train station , which was added later and was the responsibility of KED Münster, was an exception .

The first passenger trains on the route connected the nearby towns with Essen and Amsterdam, and from October 1884 there were also through trains to Wanne . For the workforce of the mines located on the route, the railway management put in additional pairs of trains. The bill count Bismarck possessed since the opening of a railway siding , which located in Gladbeck bill count Moltke was in 1880 connected to the track. The Baldur colliery followed in 1910 and the Fürst Leopold colliery near Dorsten in 1913 . The sinking of the new mines also increased the demand for pit timber . The resulting increase in train density made the double-track expansion between Bismarck and Dorsten necessary in 1907. The second track between Dorsten and Hervest-Dorsten station , which was served from October 1880, was already in place around 1895.

North of Hervest-Dorsten, the line remained largely single-track. A loading point went into operation in Burlo in 1886 and was opened for passenger traffic in 1898. The Marbeck-Heiden train station went into operation in 1906, the Deuten stop two years later. In order to further increase the line capacity, KED Essen added the three overtaking stations Leblich , Gemenwirthe and Holland to the line in 1908 . The latter was already in the Netherlands, but was run by Prussian staff.

Interwar period

With the beginning of the First World War , cross-border traffic between Burlo and Winterswijk was stopped and only resumed in 1919. During the February strike in 1919, Lieutenant General Oskar von Watter ordered the Freikorps Lichtschlag to march into the city after a murder case in Dorsten on February 13, 1919 . During the fighting against the workers 'and soldiers' councils , members of the Freikorps blew up the railway overpass over the Rhenish line north of Hervest-Dorsten and, after long fighting, advanced to the train station. From February 15, the troops withdrew to the Münsterland. On February 21, the workers 'and soldiers' councils took the town of Dorsten again and blew up the bridges over the Lippe , but they did not collapse. On the same day, the overpass over the Rhenish route was provisionally restored, so that traffic north of Hervest-Dorsten could be resumed. After Dorsten was taken again by Reichswehr troops on March 31, 1919, repair work began. The trains initially drove on both sides of the Lippe to the damaged bridge, from where travelers had to pass the river on foot. On April 19, 1919, through traffic could be resumed.

The route saw another turning point during the occupation of the Ruhr . Belgian troops occupied the station in mid-January, which performed its function as a customs station between the occupied Ruhr area and the free Münsterland. On January 31, 1923, the occupiers put the station in an intensified state of siege. As a result, almost only loaded coal wagons crossed the customs border in reparation trains to the Netherlands. The rest of the rail traffic was severely restricted or even partially interrupted at this time. From February 18, 1923, the upper part of the Hervest-Dorsten station was also occupied, and from June 25, 1923, the lower part of the Venloer Bahn. As a result of an attack on a vacation train with Belgian soldiers in Duisburg, which resulted in several deaths, the complete blockage of rail traffic beyond Dorsten in the direction of Münsterland was ordered. The measures were taken because the assassins were supposed to come from the Dorsten area and remained in place until September 16, 1923. On November 21, 1923, the occupying powers took the railroad operations under their own control, and traffic over the Lippe was interrupted again. The directorial operation continued until October 16, 1924. Already on September 17, 1924, the occupation troops cleared the Hervester station. On the other hand, the last post at Dorstener Bahnhof remained in place until March 12, 1925.

After the end of government operations, operations gradually stabilized. The timetable offered was sparse compared to the pre-war situation. The travel times between Gelsenkirchen-Bismarck had remained roughly the same; In 1927 the fastest train took 68 minutes to cover the 42-kilometer route. In contrast, the importance of the section between Borken and Winterswijk decreased rapidly. As a result of the merger of the two Dutch railway companies HIJSM and Staatsspoorwegen (SS) in 1917, cross-border traffic was primarily shifted to the border stations in Venlo , Emmerich and Bentheim . In October 1924, the Deutsche Reichsbahn downgraded the section from Borken to the state border to a branch line . As a result, the Reichsbahn was able to save staff for barrier posts in many places or deploy them elsewhere, the level crossings concerned were henceforth non-technically secured. The reduced costs for the maintenance of the superstructure led to longer travel times and further reductions in passengers. In 1911, it took 19–24 minutes between Borken and Winterswijk, but by 1926 the journey time rose to 33–42 minutes. In 1925, the Dutch railways took over the Holland overtaking station and took it out of service.

Between 1925 and 1933, the Gelsenkirchen-Bismarck train station was extensively renovated, replacing the old reception building in an island location with a new one on the side of the tracks. Between the late 1930s, military training measures were carried out in many places along the route. On the one hand, this was evident in the construction of ramps for the rapid loading of military equipment. Air raid shelters were created in the reception buildings and small bunkers were built next to the signal boxes.

Second World War and the Federal Railroad

With the outbreak of World War II , the border crossing to Winterswijk was closed and passenger traffic was interrupted again. In 1942, the Tönsholt stop, also known operationally as the Dorsten stop , went into operation south of Dorsten . This was accompanied by the construction of a forced labor camp by the Todt Organization in the immediate vicinity, which housed up to 3,500 prisoners of war from the Soviet Union , the Netherlands and Belgium . Most of the workers were employed in the Krupp factories in Essen and were transported by rail between the warehouse and the factories. Furthermore, a siding for material transport is said to have led to the camp site. The halt was in operation until the war-related shutdown of rail operations in February or March 1945. The Borken and Gelsenkirchen-Bismarck train stations were particularly hard hit by the fighting. When the Wehrmacht units withdrew , they blew up several bridges along the route, such as the bridges over the Wesel-Datteln Canal and the Lippe , over the Rhine-Herne Canal and the superstructures at Hervest-Dorsten station.

In July 1945 the first trains ran again. The Leblich and Gemenwirthe overtaking stations were dismantled to block stations and went out of service as such in the 1960s. Since the service building of the Reichsbahndirektion was partially destroyed, the Essen 4 operations office responsible for the route was temporarily housed in the station building of Gelsenkirchen-Bismarck and supervised by the Reichsbahndirektion Münster (Westf) . In 1945 the bridge over the Rhine-Herne Canal could be provisionally rebuilt and the single-track section went into operation. The raised and temporarily supported superstructures of the Lippe Bridge collapsed again during the spring flood of 1946 and could not be finally salvaged until autumn 1946. The bridge over the Wesel-Datteln Canal, however, could not be repaired using the existing superstructures and had to be completely rebuilt. In the Hervest-Dorsten station, only two bridge trains were repaired instead of the previous four, with the undamaged southern superstructures being used on the destroyed north side. When the summer timetable for 1948 came into force on May 9th, continuous operations could be resumed. A resumption of cross-border passenger traffic was still being considered in 1952 and was taken into account when the new Borken station building was built. The project was no longer pursued the following year.

Borkense Baan nature reserve south of Winterswijk, 2007

On the occasion of the opening of the Ruhr Zoo in Gelsenkirchen, the Gelsenkirchen-Bismarck passenger station was named Gelsenkirchen Zoo on May 22, 1955 . The names of the other departments did not change. Despite the introduction of express trains with sometimes very long routes (e.g. Gronau – Cologne, mostly branching off from Borken to Hervest-Dorsten and in Gladbeck-Zweckel towards Bottrop), the number of passengers declined from the 1950s onwards due to the onset of mass motorization . The Federal Railway Directorate Essen therefore stopped passenger traffic between Borken and Burlo on October 1, 1961. There were further declines as a result of the closure of adjacent lines, such as the northern Borken - Ahaus line of the Westfälische Landes-Eisenbahn (1961/1975), the Venloer Bahn near Hervest-Dorsten (1962) and the Bocholt - Borken - Coesfeld line (1974). The three-year line interruption from 1945 to 1948 had serious consequences for freight traffic. In 1952, the German Federal Railroad determined that 60 percent of the freight traffic had migrated from rail to road since that time. The remaining traffic was concentrated on the removal of hard coal from the mines in the Ruhr area and the transport of agricultural products to the metropolitan areas. The coal crisis and the shift in traffic to trucks also caused a further decline here. The Graf Bismarck (1966), Unser Fritz (1967) and Graf Moltke (1971) mines closed within five years . The electrification of the adjacent routes, such as the Oberhausen - Emmerich connection, caused a further decline . On September 30, the last freight train left Borken for Winterswijk. In 1989 the Nederlandse Spoorwegen left the terrain of the section of the route in the Netherlands to the Het Geldersch Landschap Foundation for the purpose of landscape protection. This is how the nature reserve Borkense Baan (Borkener Bahn) was created.

Local train in Borken (Westf) before departure for Bottrop Hbf, 1990

The economy sank in the 1980s to below 20 percent. In 1981 the relay interlocking Gbf went into operation in the Gelsenkirchen-Bismarck train station . In 1986 the Federal Railroad rebuilt the Hugo - Zweckel section on one track, the background being the construction of a new flyover over the Federal Motorway 2 , as this was to be widened to six lanes. When the winter timetable 1987/88 came into effect on September 27, 1987, continuous passenger traffic between Borken and Wanne-Eickel , where the trains from Gelsenkirchen Zoo were bound, ended. They drove to Essen or Oberhausen again . The simultaneous introduction of a rigid cycle schedule prevented the migration of further passengers.

Development since 1994

Freight traffic between Borken and Burlo station, which was last classified as a junction , was stopped by Deutsche Bahn on October 1, 1994. On January 1, 1996, the Federal Railway Authority closed the section. There is currently no direct cross-border connection; A citizen bus runs to Oeding on weekdays , where there is a connection to Borken. After the shutdown of the Hugo collieries in Gelsenkirchen (1997) and Prince Leopold in Dorsten (2001), freight traffic was almost exclusively limited to military transports to the ammunition depot in Wulfen near Deuten and to those connected to the Dorsten port railway. The continuation of the siding is not guaranteed beyond the year 2022.

In 2015, there were a total of 37 level crossings on the part that is still in operation , eleven of them with full barriers, 18 with half barriers and three that are at least secured with a flashing light, which means on average only a good kilometer between two level crossings. A special feature is the level crossing in Gelsenkirchen-Beckhausen , here a meter-gauge tram line of BOGESTRA crosses the railway at the same level.

In 2018, the Gladbeck-Zweckel - Dorsten - Borken section was connected to the Coesfeld ESTW . The ESTW replaced the remaining signal boxes in Borken , Rhade , Deuten , Dorsten , Feldhausen and Gladbeck-Zweckel , whereby the signal boxes in Rhade and Deuten remain manned as barrier posts. With the timetable change in December 2018, the VRR put the transport services in the Emscher-Münsterland network out to tender again. In the new transport contract, a wing in Dorsten is possible with the lines RE 14 Borken - Dorsten - Essen and RB 45 Coesfeld – Dorsten – Essen; the passenger system at Dorsten train station is available. This means that passengers from Coesfeld can also get to Essen without having to change trains. Furthermore, the Gladbeck Ost stop is to be relocated 200 meters south to the Gladbeck Oberhof bus station .

The Gladbeck-Zweckel - Borken section is part of the DB regional network Münster-Ostwestfalen (MOW) based in Münster.

service

NordWestBahn railcar in Gladbeck-Zweckel, 2015

Most of the route is still served by local rail transport:

• The Regional Express RE 14 The Borkener from Essen-Steele via Essen Hbf and Bottrop Hbf covers over 30 kilometers - more than half of the former route length - the longest section between Gladbeck-Zweckel and the current end of the route in Borken .
• The regional train RB 43 Emschertal-Bahn from Dortmund Hbf follows the route from Gelsenkirchen Zoo to Dorsten .

The operator of the RE 14 lines is the NordWestBahn , the RB 43 line is operated by DB Regio .

literature

• Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning Verlag, Nordhorn 1993, ISBN 3-927587-11-7 .

Web links

Wikisource: Agreement between the German Empire and the Netherlands regarding the construction of a railway from Zütphen via Winterswyk and Borken to near Gelsenkirchen, along with a branch line to Bocholt.  - (1875) - Sources and full texts

NRWbahnarchiv by André Joost:

• Route info 2236 - Gelsenkirchen-Bismarck - Borken (border)
• Route info 15 - Dorsten - Hervest-Dorsten
• Route info 2251 - Gladbeck West - Junction Zweckel

Individual evidence

1. ↑ ^{a b} Relocation of the train station and renovation of the Oberhof from 2016. In: WAZ.de. August 20, 2014, accessed September 15, 2014 . 
2. ↑ DB Netze - Infrastructure Register
3. ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
4. ^ Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning Verlag, Nordhorn 1993, ISBN 3-927587-11-7 , p. 8 .
5. ^ Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning Verlag, Nordhorn 1993, ISBN 3-927587-11-7 , p. 4 .
6. ↑ ^{a b c d e} Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning Verlag, Nordhorn 1993, ISBN 3-927587-11-7 , p. 4-7 .
7. ^ ^{A b} Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning Verlag, Nordhorn 1993, ISBN 3-927587-11-7 , p. 7-9 .
8. ^ Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning Verlag, Nordhorn 1993, ISBN 3-927587-11-7 , p. 10-11 .
9. ^ ^{A b} Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning Verlag, Nordhorn 1993, ISBN 3-927587-11-7 , p. 11-14 .
10. ^ Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning Verlag, Nordhorn 1993, ISBN 3-927587-11-7 , p. 14-15 .
11. ^ ^{A b} Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning Verlag, Nordhorn 1993, ISBN 3-927587-11-7 , p. 33 .
12. ^ Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning Verlag, Nordhorn 1993, ISBN 3-927587-11-7 , p. 23-26 .
13. ^ Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning Verlag, Nordhorn 1993, ISBN 3-927587-11-7 , p. 18-19 .
14. ^ Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning Verlag, Nordhorn 1993, ISBN 3-927587-11-7 , p. 21 .
15. ^ Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning Verlag, Nordhorn 1993, ISBN 3-927587-11-7 , p. 22-23 .
16. ^ Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning Verlag, Nordhorn 1993, ISBN 3-927587-11-7 , p. 33 .
17. ^ Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning Verlag, Nordhorn 1993, ISBN 3-927587-11-7 , p. 38-41 .
18. ^ ^{A b} Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning Verlag, Nordhorn 1993, ISBN 3-927587-11-7 , p. 41-44 .
19. ^ Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning Verlag, Nordhorn 1993, ISBN 3-927587-11-7 , p. 48-51 .
20. ^ Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning Verlag, Nordhorn 1993, ISBN 3-927587-11-7 , p. 44-45 .
21. ↑ ^{a b c} Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning Verlag, Nordhorn 1993, ISBN 3-927587-11-7 , p. 45-47 .
22. ^ André Joost: BetriebsstellenArchiv Leblich. In: NRWbahnarchiv. Retrieved September 10, 2017 . 
23. ↑ André Joost: Operation Jobs Archive Gemen keepers. In: NRWbahnarchiv. Retrieved September 10, 2017 . 
24. ^ ^{A b} Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning Verlag, Nordhorn 1993, ISBN 3-927587-11-7 , p. 90-91 .
25. ^ ^{A b} Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning Verlag, Nordhorn 1993, ISBN 3-927587-11-7 , p. 53-60 .
26. ^ Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning Verlag, Nordhorn 1993, ISBN 3-927587-11-7 , p. 60-70 .
27. ↑ Arnold Arentsen et al .: Winterswijk. Wat was en wat bleeft . De Boekelier - Meneer Kees, Winterswijk 1991, ISBN 90-90-04369-1 , pp. 63 (Dutch).
28. ^ Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning Verlag, Nordhorn 1993, ISBN 3-927587-11-7 , p. 80-83 .
29. ↑ André Joost: Burlo operating offices archive. In: NRWbahnarchiv. Retrieved September 9, 2017 . 
30. ↑ Disused routes in North Rhine-Westphalia. (XLS) In: eba.bund.de. Federal Railway Office , February 19, 2016, accessed on September 9, 2017 . 
31. ↑ https://www.rvm-online.de/fahrt-planen/linienfahrplaene.php?single_linie=1034
32. ↑ Stefan Diebäcker: Bugdoll company is fighting to keep the port railway going . In: Dorstener Zeitung . January 21, 2016 ( dorstenerzeitung.de [accessed September 9, 2017]).
33. ^ André Joost: Route info 2236 - Gelsenkirchen-Bismarck - Borken (border). In: NRWbahnarchiv. Retrieved September 10, 2017 . 
34. ↑ Connection of the routes 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 . 
35. ^ Tender for Emscher-Münsterland network - operating concept. In: vrr.de. Verkehrsverbund Rhein-Ruhr , February 9, 2016, accessed on February 17, 2016 .