Brackwede – Osnabrück railway line

Brackwede – Osnabrück Hbf
Route number (DB) :	2950
Course book section (DB) :	402
Route length:	53 km
Gauge :	1435 mm ( standard gauge )
Route class :	CE
Top speed:	80 km / h
Dual track :	-
Legend from Minden 0.0 Brackwede ⊙ 137  m to Hamm and Paderborn 1.9 Quelle-Kupferheide ⊙ 3.2 Source ⊙ 5.3 Steinhagen Bielefelder Strasse ⊙ 6.5 Steinhagen (Westf) ⊙ 9.0 Dürkoppwerke 9.9 Künsebeck ⊙ 12.8 Halle (Westf) ⊙ 123  m 13.9 Halle (Westf) Gerry Weber Stadium ⊙ 14.3 First August Storck KG 16.3 Hesseln ⊙ 19.9 Borgholzhausen ⊙ 103  m 22.6 Westbarthausen ⊙ State border North Rhine-Westphalia / Lower Saxony ⊙ Infrastructure border DB Netz / VLO 26.3 Dissen-Bad Rothenfelde ⊙ 98  m 29.8 Hilter ⊙ 128  m Vertex 180  m 32.5 Hankenberge 35.6 Wellendorf ⊙ 130  m 38.7 Oesede Monastery ⊙ 101  m 42.1 Oesede ⊙ 88  m to Hasbergen 44.1 Malbergen 46.3 Osnabrück-Sutthausen ⊙ from Wanne-Eickel 49.5 Osnabrück Horn to Abzw Lüstringen 52.9 Osnabrück Hbf ( Löhne – Rheine ) ⊙   to Hamburg-Harburg Swell:

The Brackwede – Osnabrück line , also known as Haller Willem , is a branch line in North Rhine-Westphalia and Lower Saxony . It runs along the Teutoburg Forest from Brackwede via Halle (Westphalia) to Osnabrück .

The route is known for its incline in the Teutoburg Forest; a tunnel was dispensed with here for cost reasons. It was created in 1886 as a connection from Bielefeld to Osnabrück. In 1984 travel between Dissen-Bad Rothenfelde and Osnabrück was discontinued, and freight traffic continued until 1991. After numerous protests, this section of the route was reactivated in 2005. The entire route is part of the Deutsche Bahn network ; the section from Dissen-Bad Rothenfelde to Osnabrück was leased to the Verkehrsgesellschaft Landkreis Osnabrück . From Brackwede to Dissen it is part of the DB regional network Münster-Ostwestfalen (MOW).

Route

The Haller Willem branches off the main line Wanne-Eickel-Hamburg at the Hörne depot . The junction is 74 meters above sea level. The route leads through the Sutthausen and Malbergen stops . At the Oesede stop , the route is 94 meters above sea level. After the Oesede stop, the line passes the Oesede monastery and Wellendorf train station. The former Hankenberge train station is 177 meters above sea level and is just before the highest point on the line. With a gradient of 1:50 it leads over the Teutoburg Forest and passes the Hilter and Dissen-Bad Rothenfelde stops, which is 97 meters above sea level. From Dissen-Bad Rothenfelde, the route runs largely on the level via the Westbarthausen , Borgholzhausen , Hesseln stops and the newly built Halle Gerry-Weber-Stadion station to Halle train station in Westphalia. On the level, the route continues via the Künsebeck stop , the Steinhagen train station in Westphalia , the Steinhagen Bielefelder Straße stop, the Quelle train station and the Quelle-Kupferheide stop. In Brackwede the line joins the main line to Minden .

Origin of the name

The name Haller Willem goes back to the carter Wilhelm Stuckemeyer . He was one of the men who transported goods between Bielefeld and Osnabrück before the construction of the railway line. Stuckemeyer was on the Halle - (Bielefeld-) Brackwede section and was quickly given the name Haller Willem due to its popularity among the population . This was then taken over for the soon-to-be-built railway line and has been preserved to this day.

history

prehistory

The first evidence of coal mining in Borgloh comes from 1460. With the beginning of the 19th century industrialization, the mining of coal increased steadily. The coal was brought from Borgloh to Osnabrück by horse and cart. The horse-drawn carts could no longer transport the increasing amount of coal. The solution was to build a railway modeled on England .

In the vicinity of Borgloh, other communities also campaigned for railroad construction. On July 25, 1878, engineer Mackensen and government builder Richard planned a railway line from Osnabrück to Brackwede, which should connect the towns of Borgloh, Rothenfelde and Oesede to the railway network. Attention should be drawn to the project with an explanatory report.

"The projected railway [...] is intended for a number of commercial localities [...], as well as industrial establishments - such as the fiscal coal mines at Borgloh and the saltworks at Rothenfelde - the so desirable rail connection below with each other as well as with the existing railway network. Given the prosperity of the population, it can therefore be expected that under the beneficial influence of a rail link the existing industry will flourish rapidly and that, through the easier traffic, a substantial promotion of the public welfare will be achieved. [...] "

The plans provided for the railway line to be a narrow-gauge railway with a gauge of 750 mm. This should eliminate the cost of an expensive superstructure. The disadvantage, however, was that the goods had to be reloaded at the terminal stations, which is why the railway line should ultimately be run in standard gauge. The height differences in the Teutoburg Forest turned out to be a problem during the planning. A tunnel should be avoided here for cost reasons, which is why curves with an inclination angle of 1:40 had to be created on the section. 2.5 million marks were estimated for the construction of the railway line. In a cost comparison it was calculated that the railway line would generate an annual surplus of 127,000 marks.

The Royal Ministry of State rejected the project on June 8, 1879, as the focus was initially on the construction of main railways. The explanatory report should continue to serve as a template for a possible railway construction. On May 10, 1880, a railway committee was founded in Bad Oeynhausen with the aim of building a railway line from Osnabrück to Brackwede. In principle, the routing of the explanatory report was adopted, but the routing was extended to include Lage , Detmold and Bergheim . Eleven personalities were permanently involved in the railway committee, including Mayor Brüning from Osnabrück and Mayor Huber from Bielefeld. On the day the committee was founded, it wrote a letter to the Royal Ministry of State for Public Works. In this letter the necessity of the construction of the railway line was emphasized again. The responsible railway administration now endorsed the project, but demanded a grant of 10,000 marks per kilometer for the construction of the line. In the period that followed, an agreement was reached on 3,000 marks per kilometer of the route, with the neighboring companies having to contribute to the payment of the subsidy.

In March 1882, the provincial parliament also approved the construction of the railway, and on May 15, 1882, 2,600,000 marks were made available. In the months that followed, the committee had to struggle with problems again, as some communities and companies refused to pay their grants.

Planning and construction

At the end of 1882, the planning of the route was finally completed. In the summer of 1883 all plans for the train stations, bridges and culverts were completed. The entire route was divided into seven construction lots in the following months. On December 17, 1883, the route was checked by the state police. The following text is from a protocol that was made during the exam.

"Government councilor Tilemann and interested parties from Oesede expressed the wish to move the station building of Oesede station from the north to the south."

The station building in Oesede was planned on the north side. The construction on the south side would have made more sense, however, since the passengers would then not have to cross the main tracks first when they wanted to get to the station building or to the trains, because the center of Oesede was on the south side of the station. However, the Catholic Church demanded high land acquisition costs, so the project failed. On January 5, 1885, it was made public in the Osnabrücker Zeitung and an objection period of 14 days was set. The groundbreaking ceremony in Dissen-Bad Rothenfelde followed on May 2, 1885 , and this was honored with a celebration in the Hotel Zur Post . For the first eleven months, the route was largely built by hand. The construction work was only slowed down by two obstacles: Freiherr Korff insisted on a necessary stop on his property near Sutthausen. It was agreed that the train should stop when the flag signaled. The property of the widow Peistrup near Hörne had to be expropriated; a purchase price of 3,726.60 marks was set. Eleven months after the groundbreaking, a construction train could be deployed and it was greeted with a festive welcome in Dissen-Bad Rothenfelde. On July 15, 1886, the two construction teams met in Hankenberge, so that there was now a continuous connection. The Osnabrücker Zeitung reported positively on July 13th about the railway line:

“We are looking forward to the opening date of the Osnabrück - Brackwede railway line with particular interest and several excursions are already planned that will certainly bring peace. In other places along the railway line, too, the new railway is expected to bring lively traffic and improve some social conditions, and with this in mind, the not insignificant sacrifices have been made for the creation of the railway. The land is, as the 'Hannoversche Courier' reminds us, procured by those involved; the stop went to 70,000 marks for the Westphalian route and 200,000 marks for the Hanover route. The acquisition of the land cost considerably more, probably 50 percent over the attack. In addition to the land, the state had to pay a grant of 3,000 marks for a kilometer of railway, a total of 142,000 marks. The superstructure is provided by the state, the approval of the state parliament went to 2,800,000 marks. "

Test drives took place on the route from mid-July to early August.

Reception building

Special attention should be paid to the reception building of the Haller Willem. To save costs, the buildings in Dissen-Bad Rothenfelde and Halle were " recycled ". The Dissen building is the former main train station in Hildesheim , which was replaced by a new central train station a little further north after the nationalization of the Hanover-Altenbekener Eisenbahn-Gesellschaft . Since the first railway reached Hildesheim as early as 1846, the building is one of the oldest surviving railway station buildings in Germany and is a listed building . The first building in Halle, which was demolished in 1963 and replaced by the new building that still exists today, was the Hanover Süd station of the Hanover-Altenbekener Eisenbahngesellschaft, which was no longer needed after the nationalization and introduction of the Hanover - Altenbeken line to Hanover Central Station. The other buildings were built according to Prussian standards. The brick buildings could be varied with mirrored floor plans or by leaving out a floor . So there are similarities. The Künsebeck and Westbarthausen stops are similar to each other; The buildings in Steinhagen , Borgholzhausen , Wellendorf and Oesede also show similarities.

Opening and operation

Fares after opening of operations

from Osnabrück	2nd Class	3rd grade
to Oesede	1.10 marks	0.80 marks
to Ottoschacht	1.40 marks	0.90 marks
to Wellendorf	1.70 marks	1.10 marks
to Dissen-Rothenfelde	2.60 marks	1.70 marks
to Borgholzhausen	3.20 marks	2.10 marks
to Halle	3.80 marks	2.60 marks
to Steinhagen	4.40 marks	2.90 marks
to Brackwede	5.00 marks	3.30 marks

Facsimile of the first timetable, valid from August 15, 1886

On August 6, 1886, the city of Osnabrück sent out letters of invitation to the ceremonial opening of the line on August 14, 1886. A special train left the Cöln-Minden station in Osnabrück at around twelve o'clock that day. The train was supposed to arrive in Dissen-Bad Rothenfelde around 2 p.m. Lunch was planned for the invited guests in Rothenfelde. The special train consisted of five magnificently decorated passenger cars, pulled by a steam locomotive . The fares from Osnabrück were set on August 14, 1886. The Osnabrücker Zeitung reported that the route would be well received by tourists because of the landscape , and that many clubs have already planned special trips. After the opening, the route was served by four pairs of trains running daily, but these were so-called mixed trains, so that they also carried freight wagons and had a journey time of two and a half hours. The citizens were outraged by this long journey time, as a journey via Löhne was even a few minutes shorter despite the detour.

Just three days after the opening, on August 18, 1886, the first accident happened. At 2:52 p.m. a cattle wagon of a mixed train derailed near Hankenberge ; however, the train was able to brake in good time due to the speed of around 40 km / h. A telegram was sent to Bielefeld that a machine was supposed to fetch the derailed car. According to a report in the Osnabrück newspaper, the auxiliary machine is said to have had too high a speed. A collision was prevented by signals from both train drivers.

In the year the company opened, it was criticized that there would be no stop at the Johannistor in Osnabrück. The establishment of the stop was requested, but not realized. The citizens did not want to be satisfied with the arrival and departure times either, as the last train was unsuitable for day trippers because of the late departure times. The Osnabrück Beautification Association made an application for an additional train, but the Railway Operations Office replied that a special train could also be rented for 100 marks for excursions. The Haller Willem quickly became an important pillar of the region's economy . Natural resources from the Teutoburg Forest were transported along the route , but also workers and schoolchildren were brought to the cities and some tourist destinations were connected to the railroad. On February 6, 1905, the Münster Railway Directorate announced that they wanted to increase the maximum speed on the line to 50 km / h. For this purpose, the operational facilities, especially the level crossings, were improved. In the 1905 timetable, six trains were already running on the Haller Willem; thanks to the structural improvements, the journey time was only around two hours. By the First World War , the timetable was increased to five pairs of trains and seven trains running on partial routes. After the First World War there were six pairs of trains and one pair of trains that only went as far as Wellendorf. The travel time of the fastest trains was only one hour and 45 minutes. There were also six freight trains. The development of freight traffic on the route is difficult to understand today because only a few sources are available.

The first barrier system was put into operation in 1920; this was at Dissen-Rothenfelde station. The barrier became more and more of a nuisance in the following time, as it was often closed for a long time.

From the 1960s onwards, the railroad faced increasing competition from the road . Many goods were cheaper and more convenient to transport by truck , and many travelers switched to automobiles and buses . The capacity utilization of the trains in Haller Willems fell.

Train crossing in Halle (Westphalia) 2003:
DB 628 and DB 644 Bombardier Talent

On June 2, 1984, passenger traffic between Osnabrück and Dissen-Bad Rothenfelde was finally stopped. The freight remained until 31 May 1991 to this section. However, Deutsche Bahn wanted to discontinue this at the beginning of the 1990s and remove the rails northwest of Dissen-Bad Rothenfelde. This was prevented by the citizens' initiative “Initiative Haller Willem”.

For the southeast section of Dissen-Bad Rothenfelde - Bielefeld, she developed the professional concept “BahnStationZukunft OstWestfalenBahn”. It presented numerous considerations for the development of the route for modern passenger and freight traffic and was finally registered by the East Westphalia-Lippe region as a decentralized project for the Expo 2000 world exhibition in Hanover . The transport association Ostwestfalen-Lippe took over the project sponsorship. As a result, the line was renovated in 1999/2000 and equipped with the latest technology (including the innovative, but never put into operation, radio operation of the new Bombardier Talent traction vehicles from DB AG). The municipalities participated intensively by modernizing the area around the station and designating new residential areas near the route.

Development in the 21st Century

624 648-4 together with the appendix is ​​in November 2003 as a short-term 644/628 replacement on the Haller Willem

In order to make the route more attractive for bicycle tourism, the parallel BahnRadRoute Teuto-Senne from Osnabrück via Bielefeld to Paderborn was signposted. Especially on weekends in summer, a large number of passengers are travelers with bicycles. Cycle tourists have become an important factor in maintaining the rail link. However, since the operator changed to the NordWestBahn (NWB), bicycle transport was generally subject to reservation until 2009 due to the limited space available (today there is a reservation recommendation). Individual travelers with bicycles are transported as far as possible without prior notification. Overall, the number of passengers could be more than doubled.

Two Bombardier Talent of the NordWestBahn in Wellendorf station in February 2009

After the NordWestBahn won the Ems-Senne-Weser network in Ostwestfalen-Lippe and the neighboring Münsterland , it also presented the transport association with a favorable offer for traffic on the Haller Willem. The operation of the Haller Willem has been carried out by the NWB since December 15, 2003.

In 1999 the Verkehrsgesellschaft Landkreis Osnabrück (VLO) leased the Lower Saxony section of the line from Deutsche Bahn for 30 years for a symbolic price of one DM , with the aim of reactivating it. After a cost-benefit study by the Lower Saxony regional transport company , which forecast 3,600 passengers per day, the VLO had the route section completely renovated and modernized. The reactivation of the section to Osnabrück was celebrated on June 12, 2005 with numerous festivities along the route. Since then, the Haller Willem has been running again from Bielefeld to Osnabrück. At the same time, with the commissioning, a new network tariff for the southern district of Osnabrück ( VOS-Plus ) and a transitional tariff for the Verkehrsverbund OstWestfalenLippe (Der Sechser) came into force. The neighboring municipalities of Werther (Westphalia) , Versmold , Bad Iburg and Bad Laer are not included in the transitional tariff . Since the reactivation, the number of passengers has increased significantly until 2010. The Haller Willem runs every half hour between Bielefeld and Halle during rush hour; the introduction of a continuous half-hourly service is being discussed. The LNVG rejects this, however, as the passenger numbers in the reactivated section are below the forecasts. The introduction of a continuous half-hourly service would involve investment costs in the infrastructure and additional vehicles.

On May 3, 2012, an electronic signal box was put into operation on the section operated by DB Netz AG . The train stations at Quelle , Steinhagen and Halle (Westphalia) have since been operated centrally by a dispatcher. Since January 25, 2013, the route has been controlled from the regional control center "Lzf" in Lage (Lippe).

Vehicle use

Because of the incline, locomotives with small wheel diameters were used wherever possible in the steam locomotive era. Because of the mixed trains, the passenger trains were also often driven with freight locomotives. Pure passenger locomotives such as the Prussian P 8 , which still ran a few alternative services in the 1960s, but also the DR class 24 , which was used in a timetable year , were unpopular with staff because of the tendency to skid. There is little evidence of the use of locomotives up to the Second World War. The Prussian T 3 was used, and the Prussian G 8 is said to have served the line, but it is not known whether it was actually used. Furthermore, the Prussian T 9 is said to have served the route from 1910 to the 1950s. The DR series 50 was used on the line from the 1940s, and the locomotive was used until the late 1960s. The use of locomotives of the DR class 61 is also unclear , according to a source it is said to have been used on the Haller Willem from 1948 to 1952. The Prussian T 14.1 was the main locomotive on the Haller Willem from 1930 until the winter schedule of 1962. The Prussian T 16 and the Prussian T 16.1 were also used as regular locomotives from the late 1920s to the early 1960s. As a result of electrification in other parts of the Federal Republic of Germany, the DR series 50 locomotives completely replaced the Länderbahn locomotives from 1963. The DR series 41 was also used in the rather flat section from Bielefeld to Dissen-Bad Rothenfelde . In the 1960s, the freight trains were so busy that the evening freight train 8888 from Bielefeld to Osnabrück Rbf had to be driven regularly with a leader from Dissen (i.e. twice class 50).

The use of diesel locomotives, however, is clearer. The DB series V 100 was used from 1963 to 1983 in front of freight or passenger trains , also with shunting operation in the stations. In individual services shortly after the stationing in Oldenburg and Osnabrück, the DB class 216 was added regularly from the mid-1970s . Freight trains were operated with the DB class V 90 from 1972 until the beginning of the 1990s . For a few years from 1975 until the end of passenger traffic on the northern section, the DB class V 200.0 was used on the Haller Willem.

Accumulator railcars came onto the line as railcars from 1914 , and their use ended in 1944. Again, the use of the DR series VT 75 , which replaced the accumulator railcars after the Second World War, is only shown by pictures . The use probably ended in 1954 with rail buses . The DB class VT 95 served the Haller Willem until 1966, but due to its insufficient engine power on the incline and the lack of space, it was replaced by the DB class VT 98 , with both series being in use from 1963. From 1962, again accumulator railcars of the DB series ETA 150 came on the line until 1980. From 1964 she also served the DB class VT 24 ; individual railcars were used to replace other railcars on the Haller Willem until 2003. After 1975 the DB class 614 could also be seen here; its use ended around 2000. After 1993, almost all trains were driven with DB class 628 railcars , these were on the road until 2003. From 2000 vehicles of the DB class 644 were mainly used, from December 2003 only Bombardier Talent of the NWB drove in passenger traffic , but Lint 41s were occasionally used in the past as a short-term replacement .

Small locomotives of the series Kö II (Kö 5152, Borgholzhausen until 1961), Kö I (Kö 0189, Borgholzhausen 1961–1966) and Köf II (Steinhagen, Halle and Dissen-Bad Rothenfelde) were stationed in the stations for the extensive freight traffic . The latter were equipped with a closed driver's cab and were used from Halle for service trips to Künsebeck and the Condetta ( Storck ) connection, rarely also to Hesseln , from Dissen to Hilter, Hankenberge and Oesede Monastery.

Rail transport

passenger traffic

Bombardier Talent of the NordWestBahn in a special paint scheme 125 years of Haller Willem

The route is served by the regional train RB 75 Haller Willem . It is operated by the NordWestBahn with diesel railcars of the Bombardier Talent type . The maximum speed is limited to 80 km / h, the average speed of the RB 75 is 46 km / h.

The symmetry time on this route is about 3–4 minutes earlier than usual, which means that the transfer times to Haller Willem are up to 8 minutes shorter than in the opposite direction.

Freight transport

Freight traffic is suspended except for one connection. This connection is located in the Quelle train station and is served twice a week from Brackwede on Tuesdays and Thursdays . Empty wagons are delivered to the Kastrup Recycling connection and wagons filled with scrap are picked up, usually two to three type E wagons .

See also

• List of German railway companies
• List of named railway lines in Germany
• List of local rail transport lines in North Rhine-Westphalia
• History of the railways in Germany
• List of the first railways in North Rhine-Westphalia until 1930

literature

• “Haller Willem”: a new beginning after 21 years . In: Eisenbahn-Revue International , Issue 8–9 / 2005, p. 406 f.
• Lothar H. Hülsmann, Nils Peters: 115 years of Haller Willem . Lokrundschau Verlag GmbH, Gülzow 2001, ISBN 3-931647-14-5 .
• Michael Bahls: The Hanover-Altenbeken Railway . Kenning 2006, ISBN 3-927587-77-X .

Web links

• Description of route 2950 in the NRWbahnarchiv by André Joost
• Official information page for the reactivation of the Haller Willem regional train
• Website of the VVOWL for the Haller Willem
• Website Initiative Haller Willem
• osnabahn.de Information on railway lines around Osnabrück

Individual evidence

1. ↑ DB Netze - Infrastructure Register
2. ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
3. ^ Lothar H. Hülsmann, Nils Peters: 115 years of Haller Willem . Lokrundschau Verlag GmbH, Gülzow 2001, ISBN 3-931647-14-5 , p. 17.
4. ↑ Explanatory report on the project of a secondary railway from Osnabrück to Brackwede by engineer Mackensen and government master builder Richard
5. ^ Lothar H. Hülsmann, Nils Peters: 115 years of Haller Willem . Lokrundschau Verlag GmbH, Gülzow 2001, ISBN 3-931647-14-5 , pp. 17-18.
6. ↑ ^{a b} Lothar H. Hülsmann, Nils Peters: 115 years Haller Willem . Lokrundschau Verlag GmbH, Gülzow 2001, ISBN 3-931647-14-5 , pp. 18-19.
7. ↑ A. Bruck: 1886–1986, The Haller Willem turns one hundred in the Gütersloh district home book , 1986.
8. ↑ Protocol of December 17, 1883
9. ^ Report of the Osnabrücker Zeitung of July 13, 1886
10. ↑ ^{a b} Lothar H. Hülsmann, Nils Peters: 115 years Haller Willem . Lokrundschau Verlag GmbH, Gülzow 2001, ISBN 3-931647-14-5 .
11. ^ Report of the Osnabrücker Zeitung from August 18, 1866
12. ↑ Haller Willem attracts more and more passengers. In: Zughalt.de. Eisenbahnjournal, June 4, 2010, accessed October 7, 2013 . 
13. ↑ http://www.lnvg.de/fileadmin/user_upload/Formulare/SPNV/Konzept_SPNV_lang.pdf  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. LNVG, SPNV-Konzept 2013+, p. 149.  

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