Gelsenkirchen-Buer Nord – Marl Lippe railway line

Gelsenkirchen-Buer North - Marl Lippe
422 056 on the S9 to Haltern am See in Marl Mitte, 2014
Route number (DB) :	2252
Course book section (DB) :	450.9
Route length:	16.9 km
Gauge :	1435 mm ( standard gauge )
Route class :	D4
Power system :	15 kV 16.7 Hz  ~
Top speed:	120 km / h
Dual track :	Junction Marl Lippe
Legend Route from Haltern am See 16.9 Marl Lippe ( Abzw ) Route to Recklinghausen ( no level ) A 43 14.9 Marl Lippe ( junction , double track up to here) 13.2 Marl-Hamm Range of RBH Logistics 11.4 Marl CWH ( Awanst ) 10.4 Marl-Drewer (until 1998) 9.3 Marl Mitte (since 1974) 3.9 Gelsenkirchen-Hassel former coal mine railway Freight line from Hamm 0.6 Gelsenkirchen-Buer North Hp (confluence at the same level) 0.0 Gelsenkirchen-Buer Nord (PV until 1998) Route to Gladbeck West Swell:

The Gelsenkirchen-Buer Nord - Marl Lippe railway is an electrified and predominantly single-track main line around 17 kilometers in the north of the Ruhr area . It connects the Gelsenkirchen-Buer Nord station on the VzG route 2250 ( Oberhausen-Osterfeld - Hamm (Westf) Rbf ) with the Marl Lippe junction on the VzG route 2200 ( Wanne-Eickel Hbf - Hamburg Hbf ). The route is listed in the directory of locally permissible speeds under route number 2252. Since the railway was planned by the Ruhrkohlen district settlement association as traffic band No. 9, it is also known colloquially as "V9" .

history

The Essener Volkszeitung published an article on April 14, 1903, in which the need for a railway line from Essen was addressed in order to develop the coal fields north of the city. The article met with a positive response from both the City of Essen and KED Essen . According to the initial plans, the new connection should lead from Essen main train station via Stoppenberg and Altenessen to the Nordstern colliery railway and from there on via Horst , Buer and Marl to Haltern . In the middle section, three different route drafts were up for debate. The western variant led via Gladbeck , the middle via Buer and the eastern via Erle and Middelich. The latter variant was required by the city of Buer, but was rejected from the outset by the city of Gladbeck. The planning committee finally decided on the middle variant by May 1904 and submitted the proposal to the Prussian Ministry for Public Works.

The ministry rejected the proposal in a letter dated January 2, 1905, referring to the Hamm-Osterfelder Bahn, which was under construction and whose effects on traffic must first be awaited. For the southern section, the ministry also proposed the construction of connecting curves from the Winterswijk - Gelsenkirchen-Bismarck railway to Schalke Nord station and from Bottrop to the Mülheim-Heißen / Essen West - Oberhausen-Osterfeld Nord railway line . This meant that existing north-south routes could have been used. A proposal submitted by the city of Gelsenkirchen at the end of 1903 with the route from Gelsenkirchen main station via Schalke Süd, Schalke Nord and east of Buer was also rejected by the ministry in mid-1905, referring to the Hamm-Osterfelder Bahn.

Under the leadership of the Mayor of Buer, August de la Chevallerie , the cities of Buer, Essen and Gelsenkirchen then joined forces to develop a joint proposal. After an initial proposal in 1908 was rejected again, the city commission developed a package solution with three routes. In addition to the undisputed northern section of Buer - Marl - Haltern, the project envisaged a route from Gelsenkirchen main train station via the Gelsenkirchen-Bismarck and Westerholt stations to Marl as well as an electric high-speed train running directly from Gelsenkirchen via Schalke to Buer. Since this proposal was not followed up either, the city of Gelsenkirchen left the commission in 1911. KED Essen used the opportunity for preliminary work in the area of ​​the connecting curve proposed by the ministry in Schalke. A short time later, the ministry instructed KED to also start the preparatory work for the section from Buer Süd to Haltern.

The Railway Loans Act passed in 1914 then created the first facts and in its course largely corresponded to the plan pursued by the city of Essen in 1903. A deviation from this was the planned connecting curve between the Buer Süd and Buer Nord stations , which stretched far to the west and branched off from the Winterswijk - Gelsenkirchen-Bismarck line just before Gladbeck Ost station. The city of Gladbeck therefore demanded that the route be relocated to Gladbeck Ost station, with reference to its importance - Gladbeck Ost was the second largest passenger station in the Münster administrative district at that time in terms of passenger numbers . The KED then moved the curve a little to the west, but still in front of the Gladbeck Ost train station. Since the city did not seem satisfied with this proposal either, after the end of the First World War the route was relocated to the east to outside the municipal area, so that the city was no longer affected by the approval process. The city of Gladbeck came up with further routing suggestions, including the city administration sought an expert opinion from the transport scientist Erich Giese , who provided for a complete renovation of the Gladbeck railway systems without success.

The Deutsche Reichsbahn took up the project again in 1927 as part of the Ruhr area expansion program of the Ruhr Coal District (SVR) settlement association and committed itself to the route laid down in the Railway Loans Act of 1914. In addition, the Reichsbahn provided connecting curves from Horst to Gelsenkirchen main station and on to Bochum President station . As part of the expansion program, the line was given the name "Verkehrsband Nr. 9"; the short name "V9" soon became known as an alternative name for the route. The first preparatory work followed in the area of ​​Gelsenkirchen Hbf and, from 1937, the first renovation work in the Essen city area. The Second World War ultimately prevented the implementation of the project.

In 1957, the German Federal Railroad resumed preparatory work on transport line 9. The work was now limited to the northern section from Gelsenkirchen-Buer Nord via Marl to Haltern, a continuation to the south was no longer planned and should take place via the existing routes via Bottrop Hbf. Extensive work was required for the construction, as the route to the Lippe junction crosses other traffic routes at no level. After an eleven year construction period, the connection was opened on September 27, 1968. The Gelsenkirchen-Hassel, Marl-Drewer and Marl-Hamm stops also went into operation that day. For the Hüls chemical works (today: Marl Chemical Park ) north of Marl-Drewer, the CWH branch was built as a siding .

The Marl-Drewer stop, which was closed in 1998, in 2014

On October 24, 1974, the Marl Mitte stop went into operation. Together with the Marler Stern shopping center, which opened at the same time, this forms the center of Marl. In line with the city's urban ambitions, the breakpoint received a comparatively extensive expansion and several preliminary construction work for the second track that was planned later.

On May 24, 1998, the line was included in the network of the Rhine-Ruhr S-Bahn . The necessary adjustments to the railway systems were made in advance. The Gelsenkirchen-Buer Nord station was abandoned as a passenger access point and a new stop ( Gelsenkirchen-Buer Nord Hp ) was built on the Königswiese road. This offers a better option to change to the local bus lines. The station itself continues to exist as a depot . The stations in Gelsenkirchen-Hassel and Marl-Hamm also received new platforms with a height of 96 centimeters. Marl Mitte remained unaffected by the work; the Marl-Drewer stop was closed due to the short distance to Marl Mitte when the S-Bahn began operating.

The Marl Mitte stop was modernized in 2019, which included the installation of guide strips for the blind and the construction of an elevator to the pedestrian bridge. The platform height is still 76 centimeters there.

Route description

Course and operating points

The route begins at Gelsenkirchen-Buer Nord station on the Hamm-Osterfelder Bahn . Opened in 1905, the station was a freight station until 1992 and served as a passenger station until 1998. Immediately behind the station building, it leaves the VzG route 2250. The Gelsenkirchen-Buer Nord Hp is located at the level of the overpass over the Königswiese . The stopping point is behind the entrance signal for the station on the open route. It offers a more favorable connection to the buses that run here and was built in 1998 to replace the train station when the S-Bahn began operating.

The route initially runs parallel to the Hamm-Osterfelder Bahn and turns north after around two kilometers. In kilometer 3.9 it reaches the Gelsenkirchen-Hassel stop , which has a side platform on the west side of the route. It can be reached by stairs and a ramp.

• 

  Gelsenkirchen-Buer Nord,
  2014

• 

  Gelsenkirchen-Buer Nord Hp,
  2014

• 

  Gelsenkirchen-Hassel,
  2007

When you reach the city of Marl , the route runs in a cut . This simultaneously forms the border of several Marl districts. The Marl Mitte stop is at km 9.3. The nearby Marl Mitte (S) bus station is one of the central transfer points in the network of Vestische trams , and the Marler Stern shopping center is located in the immediate vicinity of the stop . Access is via a pedestrian bridge with a lift system to the Marler Stern and via a level connection to the east.

The Marl-Drewer stop was one kilometer behind Marl Mitte . Due to the short distance to the aforementioned station, the operating point was closed when the S-Bahn was switched to. The stop included a side platform on the east side.

Behind Marl-Drewer, the route rises relative to the terrain. The Marl CWH alternative junction is located in kilometer 11.3 . Until 2003, the operating point was classified as a branch point. A works railway from RBH Logistics to the Marl Chemical Park (formerly Chemische Werke Hüls, CHW for short) connects to the Awanst . Alternatively, the transfer to the chemical park takes place from the Marl-Sinsen train station on the VzG route 2200. This transfer track is crossed directly behind the Awanst Marl CWH.

The Marl-Hamm stop is in the north of the city on a dam . The federal highway 52 runs parallel to the route in this section . It has a side platform and can be reached via stairs and elevators.

The Marl Lippe junction begins at kilometer 14.7. Behind the block signal 91 911, the line splits into two tracks. The regular track under the VzG route 2200, so that a level-free integration into this is possible. Behind the threading point, but still within the junction, the route crosses the Marler Straße level crossing . The motorway junction Marl-Nord ( A 43 / A 52 / L 612 ) is in the immediate vicinity of the junction . The A 43 and the L 612 cross the tracks in the area of ​​the Marl Lippe junction.

• 

  Marl Mitte,
  2014

• 

  Marl-Hamm,
  2011

• 

  Marl Lippe,
  2014

The route is structurally prepared for expansion. The threading in the Gelsenkirchen-Buer Nord station has a second track trough south of the Hamm-Osterfelder Bahn. Most of the overpasses are provided with abutments for the second track, conversely, the underpasses also have the appropriate space. The Marl Mitte stop is designed as a central platform, with access via the unused edge of the platform. The platform in Marl-Hamm lies on the subgrade of the second track.

Control and safety technology

Buf signal box in Gelsenkirchen-Buer Nord, 2014

The route has been controlled by three signal boxes since it opened . The signal boxes are located at the Gelsenkirchen-Buer Nord station, at the Marl CWH alternative junction and at Haltern am See station (until 1986 at the Marl Lippe junction ). The interlocking Buf (Gelsenkirchen- Bu he North F ahrdienstleiter) was a relay interlocking the type SpDrL30. The signal box Abzw in Marl CWH (type DrS2) was in the remote control. The block signals in Marl CWH enable a higher utilization of the single-track line. Since 2007, both interlockings have been remote-controlled from the electronic interlocking (ESTW) Of in the Oberhausen-Osterfeld train station ; the existing systems have been replaced by area computers for this purpose.

The Marl Lippe junction initially had its own DrS2 interlocking. Since 1986 the control devices have been in the Hf signal box at Haltern am See station . A separate SpDrL60 type table was available to the dispatcher for this purpose . In 1998 the changeover to the ESTW Df took place in Dülmen , the signal box Hf continues to serve as the area computer. The VzG line 2200 is set up in the area south of Haltern for track switching operations, the line is adapted to this situation, so that the trains from the VzG line 2252 can run on the opposite track to Haltern. Since the trains usually turn at platform 1 in Haltern to the west, there is no need to cross other main tracks again (at the same level) in the station.

service

Entry of a tank wagon train coming from Marl CWH in Gelsenkirchen-Buer Nord, 2014

The route was initially listed in the timetable under the number 234b, between 1972 and 1983 as KBS 321, until 1992 as KBS 381 and until 1998 it was KBS 446. Since the S-Bahn was set up , it has been referred to as KBS 450.9.

Mainly local trains ran along the route from Haltern to Essen and beyond to Velbert and Wuppertal . Analogous to the route designation V9, the trains were run as line N9, since 1998 as S9. The frequency was about every hour, this has been kept in rhythm since the switch to S-Bahn operation. A timetable consolidation was only possible to a minor extent, as there are no alternative options. Until the 1990s, individual express trains between Münster and Duisburg (temporarily to Aachen via Krefeld ) also ran the V9; these trains stopped between Haltern and GE-Buer Nord only in Marl Mitte. From 1998 the S9 initially drove from Haltern am See to Essen-Steele Ost . Since 2003 the line has been run via Velbert-Langenberg to Wuppertal Hbf .

The trains were initially made up of class 212 locomotives with n-type cars , the express trains occasionally ran with class 430/830 multiple units . The S9 initially consisted of class 143 locomotives and x-cars , later class 420/421 railcars . Since 2009, DB Regio has been operating the line with class 422/432 railcars .

Freight traffic consists mostly of handing trips to the Marl Chemical Park .

Web links

Commons : Gelsenkirchen-Buer Nord – Marl Lippe railway line  - collection of images, videos and audio files

• Description of route 2252 in the NRWbahnarchiv by André Joost

Individual evidence

1. ↑ DB Netze - Infrastructure Register
2. ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
3. ↑ ^{a b c d e f} Rolf Swoboda: Railway Gelsenkirchen-Bismarck - Winterswijk . Kenning Verlag, Nordhorn 1993, ISBN 3-927587-11-7 , p. 35-37 .
4. ↑ André Joost: Gelsenkirchen-Hassel operating offices archive. In: NRWbahnarchiv. Retrieved November 23, 2014 . 
5. ↑ ^{a b c} André Joost: Operating Offices Archive Marl-Drewer. In: NRWbahnarchiv. Retrieved November 23, 2014 . 
6. ^ André Joost: Operating Offices Archive Marl-Hamm. In: NRWbahnarchiv. Retrieved November 23, 2014 . 
7. ↑ ^{a b} André Joost: Operating Offices Archive Marl CWH. In: NRWbahnarchiv. Retrieved June 28, 2020 . 
8. ^ André Joost: Operational Offices Archive Marl Mitte. In: NRWbahnarchiv. Retrieved November 23, 2014 . 
9. ^ Andreas Janikowski, Jörg Ott: Germany's S-Bahn. History, technology, operations . transpress, Stuttgart 2002, ISBN 3-613-71195-8 , pp. 190-191 .
10. ↑ André Joost: Operating Offices Archive Gelsenkirchen-Buer Nord. In: NRWbahnarchiv. Retrieved November 23, 2014 . 
11. ^ André Joost: BetriebsstellenArchiv Gelsenkirchen-Buer Nord Hp. In: NRWbahnarchiv. Retrieved November 23, 2014 . 
12. ↑ Lokalkompass: After decades, the elevator is coming - a never-ending story ends at Marl-Mitte train station. Retrieved July 17, 2020 .  
13. ^ André Joost: Signal box archive Gelsenkirchen-Buer Nord Buf. In: NRWbahnarchiv. Retrieved November 9, 2014 . 
14. ^ André Joost: StellwerkArchiv Marl CWH Abzw. In: NRWbahnarchiv. Retrieved November 9, 2014 . 
15. ↑ André Joost: Signal box archive Gelsenkirchen-Buer Nord ESTW-A. In: NRWbahnarchiv. Retrieved November 9, 2014 . 
16. ^ André Joost: Signal box archive Marl CWH ESTW-A. In: NRWbahnarchiv. Retrieved November 9, 2014 . 
17. ^ André Joost: Operating Offices Archive Marl Lippe. In: NRWbahnarchiv. Retrieved November 9, 2014 . 
18. ^ André Joost: Operational Offices Archive Haltern am See. In: NRWbahnarchiv. Retrieved November 9, 2014 . 
19. ^ André Joost: Route archive 2252 - Gelsenkirchen-Buer Nord - Abzw Lippe. In: NRWbahnarchiv. Retrieved November 23, 2014 . 
20. ^ André Joost: Line info S9 - Haltern - Bottrop - Essen - Wuppertal. In: NRWbahnarchiv. Retrieved November 23, 2014 .