Rheinberg – Moers – Hoerstgen-Sevelen railway line

Rheinberg – Orsoy – Moers
Route number (DB) :	9230
Course book section (DB) :	243c (1959)
Route length:	16.2 km
Gauge :	1435 mm ( standard gauge )
Route class :	D4
Top speed:	50 km / h
Legend Lower Rhine route from Xanten Rheinberg (Rheinl.) 0.0 Rheinberg circular railway Lower Rhine route to Moers 0.8 Winterswick 3.3 Budberg (district of Wesel) 4.7 Eversael 6.3 Orsoy from / to Rheinhafen Orsoy 7.1 Orsoyer mountain 8.6 Lohheide 10.3 Baerler Busch 11.2 Baerl 11.5 Friedrich Heinrich colliery - Rheinpreußen-Hafen A 42 Freight route from Meerbeck to Oberhausen 13.5 Meerbeck Lower Rhine route from Rheinberg 15.2 Moers Baerler Str. Route from Hoerstgen- Sevelen (see below) 16.2 Moers circular path Moers Pbf Krefeld Railway Lower Rhine route to Duisburg
Moers-Hörstgen-Sevelen
Route number (DB) :	9231
Course book section (DB) :	243b (1959)
Route length:	19.46 km
Gauge :	1435 mm ( standard gauge )
Route class :	D4
Top speed:	25 km / h
Legend 35.8 Hoerstgen - Sevelen 34.9 Oermten former route Geldern – Meerbeck 33.0 Oermterberg 31.2 Rheurdt 28.0 Schaephuysen 25.9 Neufeld 25.2 Vluyn Niederberg mine 23.6 Dickscheide Niederberg mine 22.3 Neukirchen West 21.7 Neukirchen A 57 19.7 Jostenhof ( Anst ) 19.59 Hülsdonk 18.2 Moers North Route from Rheinberg (see above) 16.2 Moers circular path Swell:

The Rheinberg – Moers – Hoerstgen-Sevelen railway is a standard-gauge railway in the Kleve and Wesel districts operated by the Niederrheinische Verkehrsbetriebe (NIAG) , on which only freight traffic is scheduled. The line was opened in 1909/1910 by the Moerser Kreisbahn .

history

Rheinberg – Moers railway line at Budberg station

In order to be able to better develop the north of the then Moers district , the district council decided in 1905 to build several railway lines. After the original plans had been reduced, the concession for the route from Rheinberg via Moers to Sevelen was granted in the same year. The groundbreaking ceremony took place on September 7, 1907. The line from Moers to Schaephuysen was opened on May 1st, 1909. A year later, the line to Sevelen was opened. Traffic was also started between Rheinberg and Meerbeck at the same time, the rest to Moers not yet, as the railway overpass over the state Lower Rhine route was not yet completed. When this was done, the Meerbeck – Moers section was also put into operation on July 8, 1910. On January 13, 1913, a siding from Orsoy to Orsoy Rhine port was finally put into operation.

In Moers, the depot and the transfer to the state railway were shared with the Krefeld railway coming from the south, but the passenger stations were next to each other on the forecourt of Moers station .

The traffic developed well, after the development of new coal deposits in 1912 it increased rapidly. Passenger and freight traffic were separated early on. In 1921, the first railcars were procured; they originally came from the Schmöckwitz – Grünauer Uferbahn .

The economic crisis in the 1920s is of course also noticeable in falling transport performance. From the mid-1930s, coal traffic to the Rhine ports and to the state railway increased again significantly. In 1938 the Moerser Kreisbahn merged with the Moers-Lintfort-Kamp Rheinberg tram , the Orsoy Rhine port and the district waterworks to form the Moerser transport and supply companies .

There was great damage during World War II and traffic came to a complete standstill on March 4, 1945. He was resumed on May 11th.

At the end of the 1960s, coal traffic shifted to other routes, but ore traffic increased.

In 1967 the district of Moerser Verkehrs- und utilities became part of the Niederrheinische Verkehrsbetriebe (NIAG), which operated a large bus network.

The line is still available and in operation, only the Neufeld – Hoerstgen-Sevelen section cannot currently (2011) be used.

traffic

passenger traffic

Railway line at Vluyn station from 1909

When traffic began, it was still dominated by agriculture. On Tuesdays and Fridays there were special market wagons for the market feeders. In addition, the excursion traffic to the Oermter Berg and the pilgrimage to Kevelaer played a role, the pilgrims drove to Sevelen to continue on foot from there.

The opening of the coal mine, such as the Niederberg mine near Dickscheheide in 1912, also brought with it considerable rush hour traffic. In 1909/10 147,000 travelers were carried; in the 1920s it was over a million a year.

In 1914 seven pairs of trains ran between Moers and Hoerstgen-Sevelen, between Moers and five, and another pair of trains between Moers and Orsoy.

Long trains drove in rush hour traffic, and railcars were in use from 1921 onwards. In 1928 there were nine pairs of trains to Sevelen and eight pairs of trains to Rheinberg. In 1948/49 there were seven train pairs to Rheinberg and ten train pairs to Sevelen. In 1959, the passenger transport was completely taken over by railcars. Passenger transport was increasingly shifted to NIAG buses. With the merger with NIAG in 1967, rail passenger transport was completely converted to buses in 1968. Only general cargo was left for the railcars until it was taken over by LKW in 1982.

There were still occasional services such as to Oermter Berg, for this purpose a MAN rail bus was procured from Verkehrsbetriebe Hornburg in 1978 , which was sold in 2004 and then replaced by a Uerdingen rail bus .

In 2011 the “Niederrhein-Sprinter” operated between Moers and Rheinberg on special occasions.

Since the more recent past, consideration has been given to reviving passenger traffic between Neukirchen-Vluyn and Moers in the form of a regular local rail transport connection from Neukirchen-Vluyn to Duisburg Hbf via this route. For this purpose, the trains on the RB31 line to Neukirchen-Vluyn ending in Moers station are to be extended. Transport Minister Hendrik Wüst announced that the money for the reactivation would be available if the project proves to be economical.

Freight transport

While agricultural products were initially the goods to be transported, this was soon surpassed by coal. In 1928 almost one million tons of goods were transported. Ten years later it was 1.7 million tons. A large part of this was accounted for by handling the Rhine in the port of Orsoy. Even after the war, the freight volume continued to rise. In 1968 it was 3.5 million tons, half of which was handled in the Osoy Rhine port.

From 1981 ore handling also played a major role, the ore, coming from the ship, is stored in the port of Orsoy and transported to smelting works in Saarland. The ore traffic increased sharply, in the mid-1990s it was almost one million tons. In addition, timber handling in Orsoy was considerable for a time, mainly for pit timber in the first half of the 20th century.

After the turn of the millennium, traffic declined; in 2008 it was 1.5 million tons of coal, 486,000 tons of ore and 159,000 tons of other goods.

Today (2011) only through trains to Millingen run north of Orsoy, which are transferred to the DB in Rheinberg.

literature

• Hans-Paul Höpfner: Railways. Your story on the Lower Rhine . Mercator Verlag, Duisburg 1986, ISBN 3-87463-132-X .
• Gerd Wolff, Lothar Riedel: German small and private railways . tape 5 North Rhine-Westphalia (north-western part). Freiburg, 1998, ISBN 3-88255-662-5 , p. 248-270 .

Web links

Commons : Moerser Kreisbahn  - Collection of images, videos and audio files

Individual evidence

1. ↑ ^{a b c} Rail Network Conditions of Use - Special Section (SNB-BT). (No longer available online.) January 1, 2009, archived from the original on June 5, 2013 ; accessed on May 4, 2018 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  
2. ↑ DB Netze - Infrastructure Register
3. ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
4. ^ Uhle & Kleimann (eds.): Course book of the German museum railways 2011 . No. 127. Lübbecke 2011, ISBN 978-3-928959-54-4 , p. 68 .
5. ↑ Will the railway line be revived? RP Online, November 19, 2014, accessed October 7, 2015 . 
6. ↑ Thomas Wittenschläger and Matthias Alfringhaus: Minister Wüst: Money for reactivation of the railway line is there. In: nrz.de. September 14, 2018, accessed November 8, 2018 . 
7. ↑ The NIAG Railway - Setting the Course for Progress. (No longer available online.) NIAG, archived from the original on August 24, 2011 ; Retrieved September 16, 2011 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.