Bentheim Railway

from Wikipedia, the free encyclopedia
Bentheimer Eisenbahn AG

logo
legal form Corporation
founding 1895
Seat Nordhorn , GermanyGermanyGermany 
management Joachim Berends (board member)
Number of employees 395 (as of 2016)
sales 33 million euros (as of 2017)
Branch Transport / logistics
Website www.bentheimer-eisenbahn.de

The Bentheimer Eisenbahn AG (BE) is a transport company based in Nordhorn , which are mainly owned by the Bentheim is. It appears in rail traffic as a railway infrastructure company (EIU) and as a railway company (EVU). The central element is the operation of the Regiopa Express RB 56 between Bad Bentheim and Neuenhaus. Further branches of business are passenger transport with buses and local trains, freight forwarding and logistics.

history

Former logo

On April 1, 1895, Bentheimer Kreisbahn AG was founded, but on April 16, 1896 it was changed into an own operation of the Grafschaft Bentheim district in the Prussian province of Hanover. On March 7, 1935, the district-owned company, which had called itself "Bentheimer Eisenbahn" since January 1, 1924, was reorganized into a stock corporation , of which the district took over almost 100% of the capital . Even today, only the cities of Neuenhaus and Nordhorn hold 0.01% and 6% respectively, along with the rural district, which holds 93.99% of the capital. The long-standing director and board member of the company was a government builder a. D. Karl Friedrich Oppermann .

Freight and passenger transport services from 1896 to 1995

The purpose of the railway construction was to develop the district near the Dutch border with railway lines, because initially only the main Osnabrück – Rheine – Hengelo line , built in 1865 in the south of the district by the Dutch Almelo-Salzbergen railway company, was available. The administration was initially housed in the Bentheim Nord train station. The Bentheimer Kreisbahn employed a total of 111 people in 1911. In the mid-1920s, a total of 263 people were employed. The premises of the management on the upper floor of the Bentheim Nord train station became too tight, so a new building was built. On April 2, 1929, the new administration building in Bad Bentheim, designed by the architect Fritz Höger , was moved into. In 1939 the Bentheimer Eisenbahn had a total of 278 employees. On February 14, 1945, the administration building in Bentheim was partially destroyed by an air raid and rebuilt in 1948. Since 1997 the headquarters of the Bentheimer Eisenbahn has been located in the south of the city of Nordhorn, including a workshop, depot and logistics center.

Over the decades, Bentheimer Eisenbahn AG expanded its portfolio to include goods and passenger transport by rail. Today there are a number of subsidiaries. In 1959, the transport of goods was extended to the road with the established Kraftverkehr Emsland GmbH . The subsidiary serves as a service provider for the transport of general cargo , groupage and containers with currently 40 vehicles and a logistics center at the company's headquarters in Nordhorn. With the takeover of the travel agency Stratmann GmbH in Gronau in 1978, the company entered the travel market. The company was initially continued as Nord West Reisen GmbH . In the following year the Berndt GmbH travel agency with offices in Nordhorn and Lingen was taken over and another office in Bad Bentheim was added. Today, these and other travel agencies taken over are managed under the umbrella of the subsidiary Reisebüro Berndt GmbH . The branches in Nordhorn, Lingen, Bad Bentheim and Rheine also cooperate with the Lufthansa City Center . Nutzfahrzeuge GmbH, Nordhorn, was founded in 1984 for the maintenance and repair of buses and locomotives . In addition, Grafschafter Parkraum Management GmbH was founded in spring 2015 to build and operate parking lots and multi-storey car parks. The daughter currently operates the parking garage at the Euregio Clinic in Nordhorn and manages the parking lot at Bad Bentheim train station . The operating part of the infrastructure was spun off in August 2016 to the subsidiary BE Netz GmbH , which was founded retrospectively as of January 1, 2016 . Since January 1, 2018, the EuroTerminal Emmen Coevorden Hardenberg b. v. a full subsidiary in which Bentheimer Eisenbahn AG previously held 30.1% of the shares. At the Euro Star Touristik GmbH, Lingen Bentheimer Eisenbahn AG holds 23.0%.

Infrastructure

Starting in 1895 at the Bentheim station (since 1979 Bad Bentheim ), a standard-gauge, single-track line was built from the Almelo – Salzbergen railway line to the north in the direction of Nordhorn to Neuenhaus . In 1908 it was extended south towards Gronau and in 1911 north towards Coevorden in the Netherlands. In the 1980s, the section to Gronau remained unused and was partially dismantled. In the Bad Bentheim – Neuenhaus section, the line has been converted to punctual train control (PZB) as part of the reactivation of passenger rail transport in this section . A train control operation is carried out on the other sections of the route . An expansion of the use of PZB on the section between Neuenhaus and Coevorden is currently being prepared.

Extensions through sidings

Level crossing and track systems in Nordhorn (2008)
Map of the new Ochtrup-Brechte - Achterberg line (DB 9209)

The network was expanded slightly by a few connecting railways that are used solely for freight traffic. To connect the port in Emlichheim to the Coevorden-Piccardie Canal , a connecting line was built in 1914, which was approved by the Prussian State Ministry on September 10, 1928. The track system could be rebuilt relatively quickly after the bombings in World War II , so that the train service started partially in June 1945. In May 1949, the construction of a 3.9-kilometer connecting railway in Esche with funds from the oil industry began to transport oil extracted from Osterwald . This was the first railway line to be established in the young Federal Republic in December 1949. Later crude oil from Emlichheim to the pipeline leading from Osterwald to Lingen was transported over this route. Likewise, the commercial and industrial park (GIP) in Nordhorn got its own three kilometer long siding in 1977. On September 17, 1986, the siding to the Bundeswehr material depot in Ochtrup-Brechte was opened from the remaining section of the de-dedicated line to Gronau in Achterberg. The route is 8.3 kilometers long, with 5.75 kilometers in Lower Saxony (route number 9209).

Dismantling of route sections

The line between Bad Bentheim and Gronau remained unused after the suspension of passenger traffic in 1965 and freight traffic in 1981. The Bentheimer Eisenbahn was therefore forced to dismantle the line. The section of Gronau to Achterberg is therefore 1983 deconsecrated been and dismantled. However, they did not want to cut off Gildehaus entirely from traffic and keep the option open of connecting the Bundeswehr material depot in Ochtrup -rechte with a track to the network.

Freight centers and operating facilities

Locomotives of the Bentheim Railway at the opening of the Euroterminal Coevorden (2007)
Track systems in the area of ​​Nordhorn station (2019)

The Bentheimer Eisenbahn has been involved in renovations at the freight station in Coevorden since 1987, thus securing the location and future transports via its own rail network. In the following year, a 10,000 square meter plot of land was acquired by the Nederlandse Spoorwegen in order to build sidings for the industrial park there. On July 1, 1990, the section between Laarwald and Coevorden became the property of Bentheimer Eisenbahn, which they had to rent up to that point. The freight center in Coevorden has been steadily expanded since the 1990s and operated by a company from Bentheimer Eisenbahn and several other companies as the "Euroterminal Coevorden". New settlements of some companies in the surrounding " Europark " meant that the cargo handling center with almost 22,500 handled containers had reached its capacity limits in 2005, so that the facility had to be expanded. On September 27, 2006, the groundbreaking ceremony took place to enlarge the container terminal to 34,000 square meters. The plant was officially opened on October 19, 2007. In addition, several sidings were also created for the local companies and forwarding agents. Around 25,000–35,000 TEU are currently handled there per year. A new curved track was put into operation in May 2017, which enables a direct connection to the “Euroterminal Coevorden” in the direction of Rotterdam and eliminates the need for shunting in the city center.

Since 1997, the Bentheim Railway with its administration, workshop, depot and freight yard has been located in the south of Nordhorn. The complex was expanded in 2003 to become the “Grafschafter Logistikzentrum” (GLZ). In the logistics hall, goods are handled between road and rail on an area of ​​2,800 square meters. The GLZ was expanded in 2008 by a 3,400 square meter high-bay warehouse and in 2011 by a further hall with 1,500 square meters of space.

On October 24, 2014, the “EuroTerminal Bentheim-Twente” was opened at the Nord Bahnhof in Bad Bentheim. The Bentheimer Eisenbahn is the owner of the 8950 square meter property. The operator of the newly created goods handling point is CombiTerminalTwente B.V. (CTT), which also operates the container terminal in the port of Hengelo. The facility has a capacity of almost 25,000 containers and works in conjunction with the “Euroterminal Coevorden” and the “Terminal Hengelo”. There are also plans for a considerably larger freight center directly on the German-Dutch border in the Bad Bentheim district of Westenberg.

Rail transport

Commissioning and upward trend in rail traffic

The first timetable of the Bentheimer Kreisbahn from 1896

Rail traffic began in December 1895 from Bentheim to Nordhorn . When the line to Neuenhaus was completed the following year , regular service to Neuenhaus started on April 16, 1896 with three daily train pairs. The travel time between Bentheim and Neuenhaus was 75 minutes at a top speed of 30 km / h. In addition, the Bentheimer Kreisbahn initially had three steam locomotives from the Hohenzollern locomotive factory , three passenger cars, a baggage car, twelve freight cars and a wagon for transporting cattle. From the summer timetable of 1897, passenger traffic was realized with four daily train pairs. The Bentheimer Kreisbahn already carried 72,425 people, 28,218 tons of goods and 30,324 animals in the year of operation in 1896. In 1898, a more powerful class T 7 steam locomotive was purchased for heavy goods traffic .

The Bentheim – Gronau line opened on June 20, 1908

From May 1, 1906, the composition of the trains was changed. If freight wagons were previously transported together with the passenger trains, independent freight trains should run from this day on. The speed of the passenger trains could be increased from 30 km / h to 40 km / h. In 1907 two and in 1908 three more steam locomotives of the class T 3 and T 7 expanded the vehicle fleet. Another four closed freight cars, a stake car , two passenger cars and a baggage car with a mail compartment were also purchased. Scheduled passenger traffic between Gronau and Neuenhaus started on June 21, 1908. With additional new locomotives, the travel time from Neuenhaus to Bentheim could be reduced to 64 minutes, with the journey to Gronau again taking another 43 minutes. In 1908, 148,824 people, 76,182 tons of cargo and 88,249 cattle were carried. In the following year, the transport performance was already 203,648 people, 97,853 tons of goods and 93,137 animals.

Route network until the 1980s

According to the 1911 summer timetable, four daily pairs of trains ran from Gronau to Coevorden , with four additional trains running between Gronau and Nordhorn and three further trains in each direction between Neuenhaus and Coevorden. On Sundays a pair of trains was used from Bentheim Nord to Gronau and from Bentheim Nord to Neuenhaus. The vehicle fleet this year consisted of ten steam locomotives. In addition, there were 54 freight cars, five baggage cars, 16 passenger cars and 16 special cars. The maximum speed on the route was 40 km / h for passenger trains and 25 km / h for freight trains. The transport performance could be increased to 277,649 people, 155,061 tons of freight and 132,054 animals. Further growth in transport services made it necessary to expand the timetable. Five trains were therefore used between Gronau and Neuenhaus and three trains between Neuenhaus and Coevorden in each direction. The independent freight trains in service since 1906 also ran. These ran from Bentheim Nord to Gronau and from Bentheim Nord to Neuenhaus and back.

First World War and Economic Impact

Hohenzollern steam locomotive Nordhorn with workshop staff in 1914

During the First World War , military transports shaped rail traffic. The civil traffic according to the timetable was stopped within a few days after the mobilization ordered on August 1, 1914 . Only passenger trains with the called up soldiers ran on the Bentheimer Kreisbahn route. The border at Coevorden was initially closed, but opened again to restricted traffic on August 4, 1914. The route between Gronau and Bardel was also closed. A few civilian, but heavily overcrowded passenger trains ran again between Gronau and Neuenhaus from September 1914. Although cross-border passenger traffic to Coevorden was discontinued, freight traffic continued to increase. During the war, military transports from northern Germany to the Ruhr area had to be taken over free of charge on the Bentheim – Gronau section. The Bentheimer Kreisbahn lost two freight cars during transport. Due to a shortage of materials, repairs to locomotives, wagons and rails could not be carried out; these were in poor condition. The track systems in need of renovation therefore often led to derailments.

The workshop of the Bentheimer Kreisbahn in Neuenhaus (1911)

After the war the debts of the Bentheimer Kreisbahn increased considerably. Economical management and the associated savings in the maintenance of the route and the stations led to train failures and delays. This resulted in a declining reputation of the railway in the population. The locomotive workshop in Neuenhaus was now too small and overloaded. As a result of this, more than half of the vehicle fleet was parked. In order to enable rail traffic at all, passenger and freight trains were combined. It was therefore considered to sell part of the Bentheimer Kreisbahn to the Netherlands. However, the district council countered these plans in 1921. A new manager was appointed and a loan of 2,000,000  marks was granted. The new leader initiated necessary repairs on the route. A new workshop and a larger locomotive shed with a turntable were also built in Neuenhaus, and turntables were also installed in Bentheim and Laarwald. In 1921 a total of 13 locomotives, 17 passenger cars, 5 mail and baggage cars, 9 cattle cars and 59 freight cars of various types were available.

The economic situation of the orbit improved thanks to new orders for goods transport from the Netherlands. The transport performance was increased in 1922 to 575,767 people and 325,511 tons of goods. The renewal of the superstructure and the creation of a ballast bed made it possible for the approval to increase the maximum speed of passenger trains to 50 km / h to be granted in 1927. This applied initially between Bentheim and Neuenhaus and the following year on the entire route. The travel time from Gronau to Coevorden has thus been reduced from five to three hours. Four pairs of trains were used on weekdays and seven pairs of trains on Sundays. From 1930 the journeys between Bentheim and Neuenhaus were increased from four to seven trains, which were networked with the incoming bus traffic.

Influence of the Great Depression and World War II

The global economic crisis meant that in 1931 the operating costs could no longer be covered for the first time despite the economy. So it had become necessary to restrict the schedule again and lay off employees. From December 1, 1931, the Bentheim Railway ran the Ahaus-Enscheder Railway and, from January 1, 1933, also the Meppen-Haselünner Railway . This enabled the Bentheimer Eisenbahn to avoid major layoffs by transferring some of the employees to these two companies in addition to the underutilized parts of the vehicle fleet. In 1933, the Bentheimer Eisenbahn acquired a Wismar rail bus as the first private railway in the German Reich . The number of trains running between Bentheim and Nordhorn was increased to a total of nine in 1933. For a short time, the Bentheimer Eisenbahn benefited from the cultivation of the Emsland, which began in 1936 by the Reich Labor Service until it withdrew in May 1938. In 1939, the number of traffic was 654,234 people, around 310,900 tons of freight and 91,101 cattle. Between Bentheim and Gronau, three steam trains and a rail bus for passenger transport ran in each direction on weekdays. Seven pairs of trains hauled by steam locomotives ran on Sundays. Seven pairs of steam trains and one pair of multiple units were used on the Bentheim – Neuenhaus route on weekdays, and eight pairs of steam trains ran there on Sundays. Cross-border from Neuenhaus to Coevorden, three trains hauled by steam locomotives and a railcar on weekdays and four pairs of trains with steam traction drove in each direction on Sundays. The freight traffic on the entire route was handled with a freight train from Gronau to Coevorden and vice versa. As of December 31, 1939, there were a total of 16 locomotives, 25 passenger cars, 9 mail and baggage cars, a rail bus and 102 freight cars for rail traffic.

The swing bridge in Coevorden in 1910 shortly before the line opened

With the beginning of the Second World War , the already reduced cross-border freight traffic to the Netherlands was completely stopped. Passenger traffic to Coevorden was also reduced to a pair of trains every working day and was completely discontinued on September 1, 1939. In the war years 1939 to 1943, due to a lack of fuel, only one pair of trains ran between Bentheim and Neuenhaus; in the following year, the scheduled passenger traffic was completely stopped. The development and production of oil in the Niedergrafschaft in 1941 and 1942 opened up a new transport task for the Bentheimer Eisenbahn. A new class 86 steam locomotive was even purchased for this purpose. For this purpose, the oil was transported from the Niedergrafschaft to be handed over to the Reichsbahn in Bentheim. Wehrmacht transports dominated passenger traffic. The train traffic could only be carried out to a limited extent, as the route was repeatedly the target of air raids. Since German troops had blown up the swing bridge at Coevorden before the end of the war, cross-border freight traffic ceased. After the Allies moved in in April 1945, rail traffic was completely stopped.

Change and modernization after the Second World War

The management of the Bentheimer Eisenbahn was able to prevent the transport of locomotives and wagons by the Allies, so that traffic could be resumed partially in June 1945 and completely by the end of the year. In particular, passenger traffic was characterized by overcrowded trains by people who drove from the cities to the villages to get food.

Freight traffic was always strongly determined by the increasing oil production. Two tank locomotives were purchased in 1950 to transport the tank cars . In the area of ​​other goods, the Bentheimer Eisenbahn had to give up more and more shares in truck traffic on the road. The swing bridge near Coevorden, which was blown up shortly before the end of the war, had not yet been restored, so that these transports, which were important before the war began, were also missing. After lengthy negotiations with the Dutch side, a bridge over the canal and the dismantled tracks to Coevorden station have been rebuilt by the Bentheimer Eisenbahn. Cross-border freight traffic could therefore begin on January 15, 1951. A pipeline from Osterwald to the refinery in Lingen was put into operation in 1953, through which the crude oil previously transported by rail was pumped. The rail traffic with extracted oil on the Emlichheim – Osterwald route could be maintained. The conversion from steam locomotives to diesel locomotives began in 1955. The first diesel locomotives were procured from Maschinenbau Kiel .

Passenger traffic was meanwhile characterized by passengers with discounted tickets, which could not guarantee economic operation. It was therefore decided in 1952 to modernize the vehicle fleet in order to upgrade traffic and reduce operating costs. For this purpose, three Esslingen railcars, each including a trailer, were ordered, which were housed in a newly built railcar hall with a workshop in Bentheim. In 1954, another Uerdinger rail bus was purchased and in 1958 a fourth rail car with a sidecar was purchased from the Esslingen machine factory . With the exception of steam traction, rail passenger traffic was almost completely converted to railcars. With the summer timetable 1953, a continuous connection was realized for the first time on the route of the federal railway to Rheine with transition to the trains to Osnabrück and Münster . A through car from Neuenhaus in Bentheim was also integrated into the express train to Hanover . In addition, multiple units of the German Federal Railroad ran the route of the Bentheimer Eisenbahn with the Grenzland-Express from Bentheim via Gronau to Düsseldorf.

After the Lower Saxony State Railway Authority was dissolved in 1959, the Bentheimer Eisenbahn initially took over the management of four other small railways in western Lower Saxony: In addition to the Ahaus-Enscheder Railway and Meppen-Haselünner Railway, which had been administered since the 1930s, the Ankum-Bersenbrücker Railway , the Kleinbahn Ihrhove – Westrhauderfehn , the Kleinbahn Leer – Aurich – Wittmund and the Emden – Pewsum – Greetsiel railway operated by the Bentheimer Eisenbahn. In addition, in 1961 the management of Wittlager Kreisbahn was taken over. It turned out to be difficult to run these companies economically, as they were mainly characterized by passenger traffic, there was a lack of profitable freight traffic and the track systems were partly in poor condition. As early as 1962, therefore, the rail traffic of the Emden – Pewsum – Greetsiel circuit was stopped and the line was dismantled. The management duties of the Bentheimer Eisenbahn in other companies ended in the 1970s. The operational management of the last two remaining companies ended in 1990.

Economic difficulties and suspension of passenger rail traffic

The transport of oil made up a large proportion of the volume of goods. In 1963 around 600,000 tons were transported, which was two thirds of the total freight volume of 900,000 tons. At that time, the Bentheim Railway had three steam locomotives, eight diesel locomotives and five railcars in stock. After an oil pipeline from Osterwald to Lingen already existed and caused losses in oil transport, the Bentheim Railway had to be prepared for further losses. In 1958 the “Nord-West-Oelleitung” pipeline from Wilhelmshaven to Cologne was put into operation. A branch line from Osterwald was connected to this line in 1964, eliminating a large part of the oil transport. With heavily reduced tariffs for the transport of crude oil, the Bentheimer Eisenbahn was able to secure transport from Emlichheim to Osterwald by rail. The last supraregional oil train left the rail network of the Bentheim Railway in Gronau on September 2, 1964, where the tank wagons were handed over to the Federal Railroad. The transport performance in freight traffic decreased in 1964 to 660,000 tons.

D22 ( MaK G 1100 BB )

With the loss of income from oil transport, considerations were made to rationalize operations. In terms of passenger transport, the decision was made to use the bus, which was cheaper, and rail operations were gradually reduced. School and commuter traffic, especially from the Upper and Lower Counties to Nordhorn, initially had to continue to be handled by rail due to the high number of passengers. Passenger traffic between Gildehaus and Gronau was completely stopped with the timetable change in the summer of 1966. At the same time, passenger rail traffic on the rest of the route ended on Sundays and public holidays. From 1969 the workshop work was concentrated on the workshop in Neuenhaus, as the railcar workshop was sold that year. With the 1971 summer timetable, operations were switched from railcars to trains hauled by diesel locomotives. The railcars were then sold. In 1975 there were only four diesel locomotives left for freight traffic and four shunting locomotives. Scheduled passenger trains ran until May 25, 1974. This was replaced by the company's own bus lines . In the 1970s, the volume of goods fell to 466,000 tons in 1971 and further to 378,000 tons in 1979. The Bentheimer Eisenbahn had negative results in these years and had great difficulties in finding new, profitable transport tasks. Changes to the Federal Railroad in general cargo transport made a new transport task possible for the Bentheimer Eisenbahn. For example, the delivery of general cargo to the Schüttorf, Bad Bentheim and Gildehaus stations was taken over by the Rheine hub station. However, from January 1, 1976, the Federal Railroad stopped delivering general cargo to the Niedergrafschaft, so that Nordhorn station had to be used as a freight station. A container transshipment point had previously been opened in Nordhorn on November 1, 1975. However, these measures did not lead to an improvement in the financial situation.

Economic boom and present development

D24 ( MaK DE 1002 ) and D23 ( MaK G 1202 BB ) in Bad Bentheim
D20 ( series V 200.1 )
The following important information is missing from this section:
Development since the 1990s
Help Wikipedia by researching and pasting it .

With the help of restructuring, the Bentheimer Eisenbahn was able to write black numbers for the first time in 1978. The through traffic to the Netherlands with starch, wheat flour and potatoes as well as the transport of cement from Westphalia to the Laarwald reloading station increased considerably after 1980. The increased quantities of goods and the significantly increased income prompted the company to invest in infrastructure as well as to purchase additional diesel locomotives from Maschinenbau Kiel . However, the Bundesbahn changed its logistics and dissolved the Gronau station as a hub station. Freight wagons were only handed over at Bad Bentheim station. This ended on September 25, 1981, the freight traffic on the Bad Bentheim – Gronau section. Nevertheless, around 640,000 tons of freight were transported in 1982, which was a record for the previous years. On November 28, 1986, a total of 1,000,000 tonnes of cement had been transported since September 1979. In 1990 the Bentheimer Eisenbahn took over the general cargo traffic from the Rheine junction station to the Grafschaft Bentheim district and also the traffic to the old district of Lingen from the Federal Railroad. The transport volume of goods rose to 688,100 tons in 1990, with the freight yard in Coevorden accounting for 27%.

In 2011, the freight transport volume amounted to around 1.15 million tons, around 70% of the volume is generated in the cross-border industrial area Europark between Laar and Coevorden. In 2016, the tonnage volume was 1,113,029 tons. The main focus of goods traffic on Bentheimer Eisenbahn is sand and gravel transport, agricultural products, oil transport, peat transport, steel transport, animal feed and shipments in combined transport .

Bentheimer Eisenbahn has safety certification according to § 7a in February 2020 AEG lost . As a result, it is currently no longer entitled to operate as a railway company outside of its own rail network.

The Bentheimer Eisenbahn is a member of the tariff association of federal and non-federal railways in Germany (TBNE).

Resumption of passenger rail transport in 2019

Passenger train in Bad Bentheim

On July 7, 2019, after around four years of planning and construction, rail passenger traffic was resumed. At the moment, locomotives of the Coradia LINT 41 type run every hour , sometimes in double traction , as RB 56 on the Bad Bentheim - Quendorf - Nordhorn - Neuenhaus route. A continuous connection to Emmen is being planned.

In the first six months, the number of passengers on the reopened route was an average of 2,183 passengers per day and thus above the 1,700 passengers per day forecast in the planning. More than 97% of the trains were on time during the period. It was initially planned to build an alternative platform in spring 2020 on the track of the Bentheimer Railway in the direction of Ochtrup-Brechte in the area of ​​the Bad Bentheim train station. The access to the local platform on track 3 in the Deutsche Bahn network was occasionally not possible in the first few months of operation due to freight trains waiting there.

Bus transport

The following important information is missing from this section:
Development from the 1990s to today
Help Wikipedia by researching and pasting it .

First bus connections and situation up to the Second World War

Although some communities in the Grafschaft Bentheim district were accessed by rail traffic in the north-south direction, the villages off the route were not connected to public transport. In addition, the German Reichspost set up a Freren - Lingen - Nordhorn line as part of the Kraftpost in 1925 . The freight forwarder Johann Schulte also started a twice-daily bus route Lingen – Nordhorn– Neuenhaus - Uelsen - Wilsum this year . The offer was later expanded to four times a day.

The transport cooperative Uelsen eGmbH was founded in 1926, which pursued the purpose of school traffic from the Niedergrafschaft to Nordhorn. The Bentheim Railway also took part in this. In July 1926 this cooperative took over the line of the freight forwarder Johann Schulte set up the previous year. The journeys between Lingen and Nordhorn were limited to two daily journeys in each direction, as the operation there was not profitable. However, the connection between Uelsen and Neuenhaus was initially increased to six and from 1928 to eight daily trips. The Uelsen – Itterbeck bus line was also offered from 1926 , but was discontinued in 1928. The transport cooperative was unable to run an economic operation, so it ended its activity in April 1930.

The Bentheimer Eisenbahn then took over the operation of the bus routes and the vehicles used. However, bus traffic between Wilsum and Lingen was reduced. In 1937 the line was then limited to the Neuenhaus – Uelsen connection. With the beginning of the Second World War , the buses had to be handed over to the Wehrmacht , so that traffic had to be stopped. The Bentheimer Eisenbahn applied for approval to operate the Neuenhaus – Laarwald and Neuenhaus – Gronau bus routes. This should shield the traffic area from the competition. This was also shown by the fact that the company did not use the granted concession directly.

Post-war period, cross-border projects and professional traffic to Nordhorn

As a result of the Second World War, the Bentheim Railway's bus service in the county of Bentheim came to a standstill. In the post-war period , bus passenger transport was initially handled by private bus companies. Some freight forwarders use temporarily converted vehicles, some of them from the Wehrmacht's inventory, for transport operations, in particular between the Niedergrafschaft and Nordhorn. The Bentheimer Eisenbahn initially concentrated on the re-establishment of rail traffic. Regular bus traffic initially started in 1948 with three trambuses from Büssing AG on the Uelsen – Neuenhaus – Nordhorn line. In the years that followed, operations were expanded to include other communities in the district and neighboring Gronau. From 1959, the international public transport to Coevorden, which had been interrupted since 1940, was resumed, but a short time later it was reduced again due to low demand and in 1966 it was reduced to a weekly trip. The line service was later discontinued. A similar connection was operated again in the 1960s in cooperation with the Drentse Vervoer Maatschappij (DVM) to Schoonebeek in the Netherlands , which, however, was also initially reduced to a Saturday connection due to low demand and closed in 1974. In the spring of 1965, the rush hour to the companies NINO AG , Ludwig Povel & Co and B. Rawe & Co in Nordhorn began. This bus service was carried out in cooperation with the textile companies mentioned, cheaper fares and a timetable specially tailored to shift operations were agreed.

Bus traffic gained in importance from the 1960s

From 1963 to 1973 bus transport was spun off into Kraftverkehr Emsland GmbH. On behalf of the Bentheimer Eisenbahn, it carried out the line operation with buses that it had rented. In the mid-1960s, the gradual shift of transport services from passenger trains to buses began. With the timetable change in the summer of 1966, rail passenger traffic between Gronau and Gildehaus was completely suspended, as was the rest of the route on Sundays and public holidays. By shutting down the remaining rail passenger traffic with the 1974 summer timetable, the Bentheimer Eisenbahn concentrated entirely on bus traffic. The transport of people by rail only made up around 15 percent of the total services including bus traffic. At peak times, the additional traffic was initially also carried out using rented vehicles. In the 1970s, a double-decker bus from the Neoplan company and, in particular, four articulated buses from Mercedes-Benz operated for the high passenger numbers in rush hour traffic . In the 1960s, the Bentheimer Eisenbahn began with occasional traffic and long-distance travel. This culminated in 1972 in a collaboration with Frericks-Reisen from Dörpen in the newly founded travel company Nord West Reisen , which was expanded as partners from 1990 under the name EuroStar-Touristik by other bus companies from the region.

Due to the enormous expansion of the bus fleet, the bus depot in Neuenhaus had to be adapted and expanded in the mid-1970s. Storage facilities have also been set up in the Gildehaus and Laarwald. From the end of the 1980s, various ticket models began to be introduced. As the textile industry was in decline, professional traffic was discontinued and had to be integrated into regular operations. In 1992, the demand-controlled regular service was switched to a regular schedule and an hourly service was set up between Bad Bentheim, Nordhorn and Neuenhaus. In 1994 the Bentheimer Eisenbahn owned a total of 50 vehicles and carried around 3 million people. Together with the bus companies Meyering-Reisen , Richters-Reisen and the Nordhorn supply companies (NVB) , the Bentheimer Eisenbahn founded the Verkehrsgemeinschaft Grafschaft Bentheim (VGB) in July 1994 .

Current operation

A Bentheimer Eisenbahn bus with line 100 at Bad Bentheim train station

Bentheimer Eisenbahn is the majority shareholder of VGB, the concessionaire (pursuant to Section 42 Passenger Transport Act (PBefG)) for general scheduled services in the Grafschaft Bentheim district. As part of this concession, the company mainly operates two city, five regional and 25 school bus routes. The VGB transports more than five million passengers a year.

Furthermore, the company maintains a line in the special school service (according to § 43 PBefG) and operates a fleet of coaches. In cooperation with the Flixbus company , the Bentheimer Eisenbahn has also been active in long-distance bus services since 2015.

In 2018, the company carried around 3.5 million people with its buses. With a line network of around 1,280 km, the Bentheimer Eisenbahn is the largest concessionaire in the Grafschaft Bentheim district. It is planned to switch the bus fleet Template: future / in 4 yearsin regional traffic to hybrid buses from 2022 to 2025 and in city traffic from Nordhorn to electric buses from 2021 .

Projects

Grensland Express

Grensland Express in Oldenzaal

Between December 2010 and December 2013, Bentheimer Eisenbahn AG operated a regional train line (referred to as Grensland Express ) between Bad Bentheim and Hengelo via Oldenzaal as part of a pilot project in cooperation with the Dutch transport company Syntus (today: Keolis Nederland ) . However, the connection was discontinued due to insufficient passenger numbers.

Regiopa

Bad Bentheim station building (2008)

To reactivate local rail passenger transport (SPNV) from Bad Bentheim via Nordhorn to Neuenhaus , the Bentheimer Eisenbahn AG operated the "Regiopa" project. The made-up word “Regiopa” is made up of the terms “ Regio n ” and “Europe ” . The Bentheimer Eisenbahn upgraded its infrastructure, redesigned stations and built stops with financial support from the Lower Saxony Regional Transport Company (LNVG). The economically positive benefit-cost ratio of reactivation was predicted by an expert opinion based on the standardized assessment procedure .

The steering committee set up to reactivate railway lines in Lower Saxony agreed in March 2015 that the Neuenhaus - Nordhorn - Bad Bentheim section would be reactivated for local rail transport. The costs were initially estimated at 16.5 million euros, but in October 2016 they were estimated at 19.5 million euros. In March 2018, the cost was estimated at 21 million euros. 75% of the investments are borne by the state of Lower Saxony. Initially, a resumption was planned for December 2017 and later for December 7, 2018. The planning approval procedure required for the work on the track system was initiated on October 17, 2017. In June 2018 it became known that the start date for the connection could not be met due to the examination of objections as part of the procedure. The planning approval decision was made on December 11, 2018 and became legally binding on February 22, 2019, as no lawsuits were filed within the deadline. A trial run under real conditions began in May 2019. Scheduled passenger traffic began on July 7, 2019. Together with the Lower Saxony Minister of Transport Bernd Althusmann , the route was officially released on July 10, 2019.

Nordhorn station building (2014)

The route infrastructure between Bad Bentheim and Neuenhaus has been upgraded for a speed of 80 km / h. For this purpose, the track systems and the signaling technology were renewed and the level crossings on the section were technically secured with traffic lights and in some cases with barrier systems. Two crossing areas were also created at the Hestrup junction and at the Nordhorn Süd depot for the scheduled meeting of trains. The train stations in Bad Bentheim, Nordhorn and Neuenhaus have been renovated and new stops have been set up in Quendorf , Nordhorn-Blanke and Neuenhaus Süd. In Neuenhaus and Bad Bentheim, the barrier-free converted train station buildings were completed on November 30, 2018 and December 7. The Nordhorn-Blanke stop was completed on March 4, 2019 and the Neuenhaus Süd stop on April 23. The completion of the stop in Quendorf was planned for mid-May 2019, but the design of the area around the station is still open. A partially covered 110-meter-long central platform was built at Nordhorn station, on which trains stop from both directions. The redesign of the station building in Nordhorn should be completed in 2020. The double-track railway workshop in Nordhorn was also expanded to its full width from 34 meters to over 60 meters in length for around 5 million euros by mid-2019. The overall planning for reactivating the local rail transport was assigned to an engineering company from Nordhorn. The route and all systems should be completed by the beginning of June 2019.

Railcar VT115 as RB 56

The implementation and financing contract signed with LNVG in March 2018 ensures that the route will be operated for the next 20 years. In March 2016, Bentheimer Eisenbahn received the contract for the planned operation from December 2018 for three years by direct award. Operation on the route is handled by LINT -41 locomotives , some in double traction . For this purpose, Bentheimer Eisenbahn AG ordered five of these vehicles in January 2017 for around 20 million euros. The rail connection has the line number RB 56. The connection serves the stops and stations in Bad Bentheim, Quendorf, Nordhorn-Blanke, Nordhorn, Neuenhaus-Süd and Neuenhaus. It is also planned to integrate a demand stop at the spa in Bad Bentheim into the connection as soon as possible. There are also plans to electrify the line from Bad Bentheim to at least Nordhorn. It is estimated that electrification of the entire route would cost around 30 million euros.

There are already concrete plans to extend the local rail transport in the further route from Neuenhaus via Veldhausen , Hoogstede and Emlichheim on the German side and via the Dutch route with stations in Coevorden and Nieuw-Amsterdam to Emmen . A study by the CIMA Institute for Regional Economy GmbH on behalf of the Bentheimer Eisenbahn AG, the county of Bentheim and the province of Drenthe calculates around 1530 passengers per day. In a declaration under the name “ECER 2025”, the neighboring municipalities as well as the county of Bentheim and the province of Drenthe are promoting a rail connection from Rheine via Schüttorf and Bad Bentheim as well as on the Bentheimer railway network to Emmen. For the reactivation of the section from Neuenhaus to Coevorden, the costs (excluding security and signaling technology) are estimated at around 26 million euros. The handling of the two kilometer long section in the Netherlands from the state border to Coevorden, which is owned by the Bentheimer Eisenbahn , has not yet been resolved . This is not provided for in Dutch railway law.

In August 2020 it was announced that a feasibility study on a reactivation and a partial new construction of the line from Bad Bentheim to Gronau was to be commissioned from the Institute for Transport, Railway Construction and Operation of the Technical University of Braunschweig. Two variants are to be examined: Either the route would use the route of the section that was de-dedicated in 1983 to the Drilandsee , then connect to the Münster – Enschede railway via a new route in the east of the Gronau urban area . Another variant would be to use the section of the route created in 1986 to the Bundeswehr material depot in Ochtrup- Brechte and a route running from there parallel to federal motorway 31 to the Münster – Enschede railway line.

Bentheimer curve

Sketch of the planned Bentheim curve (red dashed line)

For fierce criticism from environmental organizations, political parties and from the public as part of plans to reactivate the provided SPNV become known consideration of Bentheim and the Bentheimer Eisenbahn AG, by the FFH protected area "Bentheimer Wald" a curve of 2.2 km Length to connect to the Almelo – Salzbergen railway line east to Rheine . With this shunting at the Bentheim train station should be superfluous and Bad Bentheim should be able to bypass. The reason for this is the faster (cheaper) transport of goods from Europark Emlichheim-Coevorden to the Deutsche Bahn rail network . For a possible local transport connection from Nordhorn to Rheine with a connection to the regional train to Münster, a reduction in travel time of 15 minutes was also promised. For this purpose, it was considered to relocate the Bad Bentheim train station near the spa center to the Gleisdreieck, which would be created by the planned curve. In connection with the reintroduction of rail passenger transport, however, the idea was rejected due to resistance. As part of the technical safeguarding of level crossings, the city of Bad Bentheim had a contract with the Bentheimer Eisenbahn in 2014 that a future curve through the Bentheim forest past the city would not be used for passenger traffic. Nevertheless, in 2020 there are still plans to use the curved track for additional connections in regional traffic. The idea of ​​a track curve further west of the existing train station in Bad Bentheim was also introduced.

Rail vehicles

E01 (ex NS 1835) with a car train in the Netherlands

In July 2020, the Bentheimer Eisenbahn had a Gmeinder DE 500 (D5), two G 2000-3 BB (D21 and D22), a MaK G 1202 BB (D23), a MaK DE 1002 (D24) and a 1600 (E01) . In addition, a Köf II (D13) small locomotive is formally in the inventory, but it is on permanent loan from the Grafschafter Modell- und Eisenbahn-Club e. V. is at home.

In January 2019, five LINT-41 railcars were also purchased to resume passenger transport . The railcars have a larger distance between the rows of seats than the standard version, so that they only have 118 seats, and the multi-purpose compartment is also larger so that more bicycles can be carried. The trains have WiFi .

literature

  • Ludger Kenning, Klaus Wilmsmeyer: The Bentheim Railway . Kenning Verlag, Nordhorn 1987, ISBN 3-9800952-4-X .
  • Wolfgang Herzog: Modern private railway in the county of Bentheim: Bentheimer Eisenbahn AG . Zeunert, Gifhorn 1991, ISBN 3-924335-12-5 .
  • Bentheimer Eisenbahn AG (Ed.): 100 Years of the Bentheimer Eisenbahn 1895-1995 . Hellendoorn printing house, Bad Bentheim 1995.
  • Hans Wolfgang Rogl: Archive of German Small and Private Railways . Lower Saxony including Bremen. Transpress, Stuttgart 1996, ISBN 3-344-71022-2 , pp. 261-271 .
  • Gerd Wolff: North Rhine-Westphalia, northeastern part . In: German small and private railways . tape 6 . Eisenbahn Kurier Verlag, Freiburg 2000, ISBN 3-88255-664-1 , p. 182-222 .
  • Herbert Raben, Ralf Tyborczyk: Black gold on shiny rails . 70 years of oil transport at Bentheimer Eisenbahn AG. In: Heimatverein Grafschaft Bentheim (ed.): Bentheimer Jahrbuch 2014 . ISBN 978-3-922428-88-6 , pp. 111-122 .
  • Herbert Raben, Ralf Tyborczyk: Six watches for good neighbors . On the history of the cross-border railway line Laarwald - Coevorden. In: Heimatverein Grafschaft Bentheim (ed.): Bentheimer Jahrbuch 2015 . ISBN 978-3-922428-92-3 , pp. 217-228 .
  • Herbert Raben, Ralf Tyborczyk: Up to date . Karl Friedrich Oppermann and the Bentheim Railway. In: Railway history . No. 76 , June 2016, ISSN  1611-6283 , p. 20-27 .
  • Ralf Alexander Tyborczyk, Herbert Raben: Passenger traffic on the Bentheimer railway . Heimatverein Grafschaft Bentheim, Nordhorn 2019, ISBN 978-3-9818211-5-4 .
  • Ralf Alexander Tyborczyk: For everyone's benefit . A contribution to the history of the Grenzland-Express. In: Railway history . No. 101 , August 2020, ISSN  1611-6283 , p. 12-21 .

Web links

Commons : Bentheimer Eisenbahn AG  - Collection of images, videos and audio files

Individual evidence

  1. ↑ a b c Irene Schmidt: BE is investing more in 2017 than ever before. In: gn-online.de. Grafschafter Nachrichten, December 30, 2016, accessed January 5, 2018 .
  2. ↑ a b Irene Schmidt: 2018 presents Bentheimer Eisenbahn with challenges. In: gn-online.de. Grafschafter Nachrichten, January 17, 2018, accessed March 25, 2018 .
  3. ↑ a b c d e K. W. Müller: The traffic situation in the county of Bentheim at the end of the 19th, beginning of the 20th century . In: Bentheimer Eisenbahn AG (Ed.): 100 Years of the Bentheimer Eisenbahn 1895-1995 . Hellendoorn printing works, Bad Bentheim 1995, p. 1-25 .
  4. ↑ a b c d e f g h i j k l m n o p q r s t u v w x y K. W. Müller: The economic development of the Bentheimer Eisenbahn AG . In: Bentheimer Eisenbahn AG (Ed.): 100 Years of the Bentheimer Eisenbahn 1895-1995 . Hellendoorn printing works, Bad Bentheim 1995, p. 26-89 .
  5. ↑ a b c d e f g Roland Hertwig: Railway. The upswing comes on rails . In: Steffen Burkert (Ed.): History and presence of a district. The county of Bentheim (=  Das Bentheimer Land . No. 181 ). Heimatverein Grafschaft Bentheim, Bad Bentheim 2010, p. 397-406 .
  6. ↑ Homepage - Berndt travel agency. Retrieved March 30, 2018 .
  7. ↑ Steffen Burkert: The train is coming - then and now. Retrieved January 12, 2020 .
  8. ↑ Rolf Masselink: BE is investing around 15 million euros in 2020. Retrieved January 12, 2020 .
  9. ^ Roland Hertwig: The Bentheimer Railway from 1895 to today. In: Grafschafter Modell- und Eisenbahn-Club eV. Retrieved on March 25, 2018 .
  10. ↑ EuroTerminal Coevorden: Company: About us. Retrieved March 6, 2018 .
  11. ^ Opening of the Coevorden curved track. GVZ Europark, accessed on February 13, 2018 .
  12. ^ Lindschulte Ingenieurgesellschaft mbH: Grafschafter Logistikzentrum . In: Journal planning . No. 2 , 2012, p. 5 ( issuu.com [accessed March 21, 2018]).
  13. ^ Frauke Schulte-Sutrum: New goods terminal for Bad Bentheim. In: Grafschafter Nachrichten. August 30, 2014, accessed March 21, 2018 .
  14. ↑ Irene Schmidt: New Euro Terminal opened in Bad Bentheim. In: Grafschafter Nachrichten. October 24, 2014, accessed March 20, 2018 .
  15. ↑ a b c d e f g h Ludger Kenning, Klaus Wilmsmeyer: The Bentheimer Railway . Kenning, Nordhorn 1987, ISBN 3-9800952-4-X .
  16. ↑ A turntable for the Grafschafter Museum Train at graf-mec.de, accessed on February 10, 2019
  17. ↑ a b Grafschafter Nachrichten (ed.): BE continues on a good course. Tonnage increases to 1.15 million tons - Europark remains the linchpin . December 30, 2011.
  18. ↑ Rolf Masselink: BE no longer runs freight trains in the DB network. In: Grafschafter Nachrichten. March 27, 2020, accessed August 26, 2020 .
  19. ^ Grafschafter Nachrichten: Bentheimer Eisenbahn christened first railcar. January 19, 2019, accessed July 26, 2019 .
  20. ↑ http://www.be-mobil.de
  21. ↑ Rolf Masselink: More and more people are using the “Regiopa-Express”. Retrieved January 12, 2020 .
  22. ↑ a b c d e f K. W. Müller: The omnibus traffic of the Bentheimer railway . In: Bentheimer Eisenbahn AG (Ed.): 100 Years of the Bentheimer Eisenbahn 1895-1995 . Hellendorn, Bad Bentheim 1995, p. 177-189 .
  23. ↑ "EuroStar Touristik" wants to expand its market position. In: noz.de. Neue Osnabrücker Zeitung, November 20, 2001, accessed on December 28, 2018 .
  24. ^ Long- distance bus from Amsterdam to Berlin stops in Bad Bentheim. In: gn-online.de. Grafschafter Nachrichten, October 30, 2014, accessed December 28, 2018 .
  25. ↑ a b Rolf Masselink: BE wants to switch to hybrid and e-buses by 2024. In: gn-online.de. Grafschafter Nachrichten, February 20, 2018, accessed on February 21, 2019 .
  26. ^ Bentheim Railway: Home. Retrieved December 24, 2018 .
  27. ↑ a b c Rolf Masselink: From 2021 electric buses for city traffic. Retrieved January 13, 2020 .
  28. ↑ Syntus gaat as of October 9th as Keolis Nederland. In: Syntus Overijssel. February 10, 2019, accessed March 7, 2019 .
  29. ↑ Homepage Grenslandexpress. Archived from the original on December 6, 2010 ; Retrieved December 8, 2010 .
  30. ↑ Buffalo connect Hengelo and Bad Bentheim. (PDF; 33.9 KiB) Bentheimer Eisenbahn AG and Syntus operate new regional trains. (No longer available online.) Regional Transport Company, November 15, 2010, archived from the original on July 19, 2011 ; Retrieved July 3, 2017 (press release).
  31. ↑ Article. (No longer available online.) In: gn-online.de. Grafschafter Nachrichten, February 7, 2013, formerly in the original ; Retrieved February 7, 2013 .  ( Page no longer available , search in web archives )@1@ 2Template: Dead Link / www.gn-online.de
  32. ↑ The result of the expert report on the reactivation of railway lines is available. Nds. Ministry of Economy, Labor, Transport and Digitization, March 11, 2015, accessed on February 17, 2018 .
  33. ↑ Reviewers presented the result. Nds. Ministry of Economy, Labor, Transport and Digitization, March 18, 2015, accessed on February 17, 2018 .
  34. ↑ Irene Schmidt: Revitalizing the rail connection is becoming more expensive. In: gn-online.de. Grafschafter Nachrichten, October 6, 2016, accessed February 17, 2018 .
  35. ↑ Reactivation of the Bad Bentheim - Nordhorn - Neuenhaus railway line. In: Nds. Ministry of Economy, Labor, Transport and Digitization. March 13, 2018, accessed June 22, 2018 .
  36. ↑ ?? In: Railway magazine . No. 3 , 2015, ISSN  0342-1902 , p. 25 .
  37. ↑ a b Reactivation of the Bad Bentheim - Nordhorn - Neuenhaus railway line. Nds. Ministry of Economy, Labor, Transport and Digitization, accessed on March 17, 2018 .
  38. ↑ a b c d Rolf Masselink: New train stop “Nordhorn Süd” completed. In: gn-online.de. Grafschafter Nachrichten, March 4, 2019, accessed March 4, 2019 .
  39. ↑ Rolf Masselink: The start date of local rail passenger transport reactivation threatens to tip over. In: Grafschafter Nachrichten. June 18, 2018, accessed June 18, 2018 .
  40. ↑ Rolf Masselink: Interview with BE boss: “Trains won't start this year”. In: Grafschafter Nachrichten. June 21, 2018, accessed June 21, 2018 .
  41. ↑ a b Rolf Masselink: Passenger trains should start rolling in summer. In: Grafschafter Nachrichten. February 15, 2019, accessed February 15, 2019 .
  42. ^ A b Rolf Masselink: "Neuenhaus Süd" train stop officially completed. In: GN online. Grafschafter Nachrichten, April 23, 2019, accessed April 24, 2019 .
  43. ^ Rolf Masselink: The "Regiopa Express" will be rolling from July 7th. In: GN online. Grafschafter Nachrichten, May 15, 2019, accessed May 16, 2019 .
  44. ^ Rolf Masselink: Prime Minister welcomes plans for train services to Coevorden. In: gn-online.de. Grafschafter Nachrichten, May 21, 2019, accessed May 21, 2019 .
  45. ↑ Reactivation of local rail passenger transport on the Achterberg - Coevorden railway line in the Bad Bentheim - Neuenhaus section: plan approval procedure. Nds. State Authority for Road Construction and Transport, December 27, 2017, accessed on January 10, 2018 .
  46. ↑ Thomas Kriegisch: The planning phase for local transport from 2018 has begun. In: gn-online.de. Grafschafter Nachrichten, March 31, 2016, accessed January 3, 2018 .
  47. ↑ Neuenhaus: Christmas market, traditional day and new train station. In: Grafschafter Nachrichten. November 28, 2018. Retrieved November 29, 2018 .
  48. ^ Frauke Schulte-Sutrum: Renovated train station in Bad Bentheim officially opened. In: GN online. Grafschafter Nachrichten, December 7, 2018, accessed December 8, 2018 .
  49. ^ Rolf Masselink: The platform roof at Nordhorn station is being built. In: GN online. Grafschafter Nachrichten, May 22, 2019, accessed May 28, 2019 .
  50. ↑ Rolf Masselink: Track construction work affects traffic in Nordhorn. In: Grafschafter Nachrichten. November 28, 2018. Retrieved November 29, 2018 .
  51. ^ Bentheimer Eisenbahn AG (ed.): BEWEGT - The magazine for the county of Bentheim . tape December 2 , 2018.
  52. ↑ Reactivation of local public transport between Bad Bentheim and Neuenhaus , website of the Lindschulte company, accessed on September 13, 2017
  53. ↑ Reactivations and shutdowns . In: Railway magazine . No. 5 , 2016, ISSN  0342-1902 , p. 34 .
  54. ^ Rolf Masselink: Five ultra-modern railcars for the county. In: gn-online.de. Grafschafter Nachrichten, December 16, 2016, accessed February 17, 2018 .
  55. ↑ The "Grafschaft Express" has been ordered. In: gn-online.de. Grafschafter Nachrichten, February 23, 2017, accessed February 27, 2018 .
  56. ↑ Rolf Masselink: How much more bus traffic does Nordhorn need? In: Grafschafter Nachrichten. May 16, 2018, accessed June 23, 2018 .
  57. ^ Rolf Masselink: Starting signal for the construction of the Quendorf train stop. In: gn-online.de. Grafschafter Nachrichten, February 25, 2019, accessed February 25, 2019 .
  58. ↑ André Partmann: Emlichheim and Coevorden want Train to Emmen. In: gn-online.de. Grafschafter Nachrichten, September 1, 2017, accessed January 10, 2018 .
  59. ↑ Dr. Arno Brandt (project manager), Fabian Böttcher, Nina Heinecke, Lina Polom, Dr. Frans J. Sijtsma, Dr. Michiel N. Daams, Dr. AJE Edzes: Regional economic effects of an extension of the local rail transport on the Emmen - Rheine connection. (PDF; 4.6 MiB) CIMA Institut für Regionalwirtschaft GmbH & Department of Economic Geography, University of Groningen, September 2, 2016, accessed on February 27, 2018 .
  60. ↑ Rolf Masselink: Region calls for train traffic to Emmen in a joint declaration. In: Grafschafter Nachrichten. June 15, 2018, accessed June 16, 2018 .
  61. ↑ Rolf Masselink: Comment: Continuation of the local rail transport a signal for Europe? July 11, 2020, accessed August 28, 2020 .
  62. ↑ "Regiopa" to Coevorden is a "strong signal for Europe." Retrieved August 28, 2020 .
  63. ^ Westfälische Nachrichten: New steam for reactivation. Retrieved August 20, 2020 .
  64. ↑ Jonas Schönrock: Study should examine possible rail connection Bentheim - Gronau. August 27, 2020, accessed on August 27, 2020 .
  65. ↑ "Track curve" is considered a major natural intervention. In: Grafschafter Nachrichten. March 19, 2013, accessed March 23, 2018 .
  66. ^ Bentheimer Green against "Bentheimer curve". In: Grafschafter Nachrichten. December 27, 2012, accessed March 23, 2018 .
  67. ^ BUND: New train station, major encroachment. In: Grafschafter Nachrichten. January 16, 2013, accessed March 23, 2018 .
  68. ↑ Andre Berends: Is the county getting the curve? In: gn-online.de. Grafschafter Nachrichten, December 1, 2012, accessed February 17, 2018 .
  69. ↑ Rolf Masselink: Does the new track set the train signal to green? In: Grafschafter Nachrichten. November 2, 2012, accessed March 23, 2018 .
  70. ^ Rolf Masselink: SPNV: Bad Bentheim wants to be included in planning. In: Grafschafter Nachrichten. November 3, 2012, accessed March 23, 2018 .
  71. ^ " Check new train station in Gleisdreieck". In: Grafschafter Nachrichten. January 11, 2013, accessed March 23, 2018 .
  72. ↑ Every hour to Osnabrück and Münster. In: Grafschafter Nachrichten. May 22, 2013, accessed March 23, 2018 .
  73. ^ Steffen Burkert: City pays for securing the tracks in the forest. In: Grafschafter Nachrichten. July 28, 2014, accessed March 23, 2018 .
  74. ↑ CDU suggests western track curve. In: Grafschafter Nachrichten. February 1, 2013, accessed March 23, 2018 .
  75. ↑ Michael Schumann: ASM Münster eV Accessed on August 26, 2020 .
  76. ↑ Guus Ferrée: Reactivation as a Challenge . In: Railway magazine . No. 4 , 2017, ISSN  0342-1902 , p. 31 .
  77. ↑ Andre Berends: The "Regiopa" train has arrived in the county. In: gn-online.de. Grafschafter Nachrichten, January 18, 2019, accessed February 15, 2019 .