Tecklenburger Nordbahn

Tecklenburger Nordbahn
Route of the Tecklenburger Nordbahn
Route number (DB) :	9208
Route length:	46.6 km
Gauge :	1435 mm ( standard gauge )
Top speed:	50 km / h
Federal states:	North Rhine-Westphalia , Lower Saxony
Categorization:	Branch line , single track, not electrified
Passenger traffic:	1903–1965 Osnabrück – Mettingen 1905–1967 Mettingen – Rheine
Freight traffic:	Connecting and through traffic
Legend Route to Osnabrück Hbf 0.0 Osnabrück-Eversburg Route to Rheine via Ibbenbüren Piesberg colliery railway and Osnabrück harbor railway Eversburger Landwehrgraben State border NRW / Nds 1.06 New threading since 1989 Route to Oldenburg 1.8 Büren 3.0 former siding to various companies Federal motorway 1 4.2 Wersen Goodness Dark Thief Aa 7.8 former siding at Gabelin 10.1 Westerkappeln Mühlenbach Westerkappeln cuckoo nest 14.0 Langenbrück (Kr Tecklenburg) Stollenbach 16.6 Mettingen (Westf) Ölmühlenbach 19.6 Schlickelde 20.8 Upper ass uh Sandbrink siding Mittelland Canal 24.2 Warrior Mühlenbach Moorbach 27.1 Bad Steinbeck Heupenbach 29.7 Zumwalde 31.4 Uffels 32.0 Junction to the Mittelland Canal Ibbenbürener Aa 35.0 Hörstel-Ostenwalde Poggenortgraben 37.7 Uthuisen Sand ditch Federal motorway 30 Dortmund-Ems Canal 40.9 Canal port 43.4 Rheine-Hörsteler Strasse 45.7 Rheine-Stadtberg 46.6 Rheine Ibbenbürener Strasse Route to Rheine 48.9 Altenrheine Route to Spelle

The Tecklenburger Nordbahn is a standard-gauge railway line operated by Regionalverkehr Münsterland GmbH. It runs through the municipalities of the northern Tecklenburger Land between the cities of Osnabrück and Rheine , which is where the unusual name of the railway line comes from. Originally, the railway was a narrow-gauge railway with 1000 mm gauge from its construction until its gauge change in 1935 and was run under the name of Kleinbahn Piesberg-Rheine AG . With the gradual conversion of passenger train traffic to bus operation, the focus began in 1970 on freight traffic. After Deutsche Bahn took over the railway line to Spelle , the goods were transported to Spelle via the Tecklenburger Nordbahn. Despite high transport volumes for a branch line, after the end of the Bundeswehr air base in Hopsten it was not possible to agree on further loss coverage between the Steinfurt district and the neighboring communities. This fact led to the fact that most of the traffic was discontinued and the route was operated as a "discontinued operation without regular use". Several times a year the route is used by the Teuto-Express .

The special purpose associations SPNV Münsterland and Nahverkehr Westfalen-Lippe , the Steinfurt district and various municipalities are striving to reactivate passenger train traffic on the section between Recke and Osnabrück Hauptbahnhof .

history

The history of the Tecklenburger Nordbahn began at the turn of the 19th and 20th centuries. After the main line between Rheine and Osnabrück had already been opened in 1856, the communities to the north also requested a connection to the railway network. In 1900 the “Kleinbahn Piesberg – Rheine AG” was founded with the support of the State of Prussia . First a narrow-gauge railway with a gauge of 1000 mm was built, which reached from Rheine-Stadtberg to Osnabrück Eversburg. The line opened on May 10, 1905.

prehistory

The northern part of the Tecklenburger Land, which was dominated by agriculture before the turn of the century, remained untouched by the railway due to the construction of the Hanover Western Railway through the Ibbenbürener Valley , so that agriculture could hardly reach any further marketing areas. The railway connection of the Westbahn could be reached in two to three hours by foot, but the up to 170 meters high Ibbenbüren mountain plateau forms an obstructive barrier to the south. Recke has to cross the Dickenberg to get to the Esch or Ibbenbüren train stations . From Mettingen and Westerkappeln, however, the Schafberg must be passed on the way to the Ibbenbüren or Laggenbeck train stations .

The abundant natural resources of hard coal , turf iron ore , lime , sandstone and peat in the region fell far short of their possibilities, as the transport costs were too high to enable profitable mining. All over Germany municipalities got together to plan new railway lines for better connections to their place. The first merger to build a railway line in the northern district of Tecklenburg took place in 1891 when a railway committee was formed.

Planning the route

Building of the Haseschachtes of the Piesberg colliery. Starting point of the mine water canal, which was never built

The railway committee, which was made up of the local communities, industry and agriculture of the places, tried first to determine a favorable route for the railway to be built. A port on the Dortmund-Ems Canal, which is currently under construction, was set as an important goal . The route from Hesepe to Hörstel should be followed as the "Hesepe-Hörstel project" in standard gauge as the preferred proposal . In Hesepe, the line to Bremen under construction and the existing Oldenburg – Osnabrück line were to be connected. This route with attractive end points promised more traffic and good connection options.

However, the construction of the railway was not promoted or desired in all of the villages and peasant communities affected by the route. In Hopsten and Dreierwalde, for example, construction was rejected, which is why the railway line still describes an arc around the Hopsten municipality. The Dreierwald local area was also bypassed, but Uthuisen was ceded from Hörstel to Dreierwalde on April 1, 1932, which is why the route is now in the Dreierwaldes local area. Furthermore, one had to come to an agreement with the district of Bersenbrück , as they planned the Bramsche – Hesepe – Fürstenau railway line that was planned but never built .

As early as 1893 there was only talk of a Bramsche – Hörstel project , but this course would only have passed Westerkappeln away from the town and would have run via Mettingen and Recke to Hörstel. The Georgs-Marien-Bergwerks- und Hüttenverein got involved in the committee's planning early on in order to create a market for its stones and coal from the Piesberg. Above all, they saw a cheap opportunity to build a trench for the pit water from the Piesberg colliery parallel to the railway. The aim here was to get along the railway line to the Hörsteler Aa , the Dortmund-Ems Canal or the Ems in order to discharge the polluted water from the mine here.

Piesberg – Rheine small railway

In order to eliminate the missing rail connection in the northern Tecklenburger Land, a railway committee was formed as early as 1891, which was composed of the communities of Recke and Mettingen as well as the local industry, trade and agriculture. Initially, a railway line from Bramsche via Recke and Mettingen to Hörstel was favored. In Hörstel there was to be a connection to the Dortmund-Ems Canal, and in Mettingen a branch line to Osnabrück-Eversburg was to be built.

However, this route was blocked by the Prussian state one-way roads , which did not allow a connection to the Mittelland Canal near Bramsche.

Since the preferred route was not possible, one had to limit oneself to the Piesberg / Eversburg - Mettingen - Recke - Hörstel route. The Georgs-Marien-Bergwerks- und Hüttenverein , which wanted to channel the pit water from the Piesberg colliery into a ditch along the route to the Ems, was interested in this route of the railway . This would be possible because the route has a steady slight gradient towards the west.

Georgsmarienhütte therefore contributed both financially and in terms of planning to the future route. The Georgsmarienhütte proposed that the track be designed with a track width of 600 mm, as it had had good experiences with the Wallückebahn. Since the KPEV was still skeptical about railway construction, which feared competition with the Western Railway, it was not until 1896, with the approval of the governor of the province of Westphalia, that the construction plan succeeded.

The province of Westphalia contributed 300,000 marks, the district of Tecklenburg provided 160,000 marks and the neighboring communities 440,000 marks, and the Ministry of Public Works also took over shares worth 450,000 marks. A decree of April 3, 1897 approved the construction and traffic to the exclusion of through traffic.

The water ingress at the Piesberg colliery , which also led to its closure, led to further delays . When the colliery was shut down, the whole project threatened to fail, but Georgsmarienhütte kept its shares in the railway and new interested parties from the textile industry in Rheine were added.

Track openings narrow gauge

date	section	Length km
October 24, 1903	Eversburg - Recke	24.0
May 16, 1904	Recke - Rheine Canal Harbor	16.9
May 10, 1905	Rheine Canal Harbor - Stadtberg - Rheine / Altenrheine	8.0
May 10, 1905	Stadtberg - Rheine / Ibbenbürener Str.	0.9
April 1, 1914	Three- rail track Altenrheine - Canal Harbor	8.0

The textile factories in Rheine on the right bank of the Ems wanted to secure themselves by building the railway line, a railway connection and access to the canal port in Altenrheine. Since the forwarding company Hollweg & Kümpers had secured the rights to a steam tram to the Rheine canal port, the railway committee had to convince them to withdraw from the plans for the steam tram. In return, the forwarding company handled the canal handling of the railway at the Rheine canal port.

Now the plans to build the railway became more and more concrete. The crossing of the Oldenburg – Osnabrück railway line and a direct connection to the Piesberg have meanwhile been discarded, although considerable freight volumes were expected. Likewise, the construction of a branch line from Zumwalde to the Schafberg , which was supposed to connect smaller quarries as well as ore and coal mines, was no longer carried out. The connection point to the state railway , initially planned at the new freight station in Rheine-Eschendorf , was abandoned in favor of a connection to Altenrheine station because of the necessary Ems bridge.

They also decided on a track width of 1000 mm and a roll-stand operation for the Rheiner industrial companies. Although the Piesberg was no longer the terminus of the train, the name “Piesberg” was retained. The approval for construction in the changed gauge was granted on March 13, 1900 and the concession was granted on September 26, 1900.

The establishment of the "Kleinbahn Piesberg – Rheine AG" had already taken place on July 24, 1900 in the Osnabrück Hotel Germania, where the AG Tecklenburg was determined to be the seat of the AG . The share capital amounted to 1.7 million marks and was subscribed by Prussia, Tecklenburg district, Westphalia province and various companies.

After the first groundbreaking on June 3rd in Westerkappeln, the construction work dragged on due to lengthy expropriation procedures and ambiguities in the course between the Rheine Canal Harbor and Rheine. After considerable delays, traffic was started on the first section Osnabrück – Recke on October 24, 1903. In May 1904, traffic to Rheine Canal Harbor and finally to Rheine a year later could begin.

Operation of the small train

Until the First World War, the small railroad developed very positively, in Rheine alone by 1908 six sidings to various companies were built. Due to the Piesberg – Rheine small railway, there was an economic boom in the communities connected to the railway. However, there were also disadvantages: the travel time for the entire route was around three hours, and long distances had to be covered on foot when switching to the state railway . The situation was similar in freight transport, as the individual goods had to be reloaded at the end of the day.

Due to the construction of the Mittelland Canal in Recke in 1910/11, the station there had to be moved 500 meters to the north, as the previous construction stood in the way of the canal construction. From Altenrheine to the canal port in Rheine, the track bed was expanded into a three-rail track in 1912 in order to carry standard-gauge freight wagons directly to the canal. The reason for this was the planning of a zinc smelter on the canal which, however, was never built due to the First World War. Regular gauge traffic was started on April 1, 1914 as far as Rheine Stadtberg station, but not to the Canal Harbor until October 1, 1919. With the start of regular gauge operation in 1914, the trolley pit was relocated from Altenrheine to Stadtberg.

The development of the company was slowed down by the war from 1914. The textile industry suffered greatly from the effects of the war, which was reflected in the transport performance of the railway. In addition, two locomotives and several trolleys had to be handed over to the Army Railway, and inflation and the lack of coal due to the occupation of the Ruhr almost brought the railway to ruin.

Re-gauging

Due to the Tecklenburger Nordbahn there was an economic upswing in the communities connected to the railway.

Since track construction work had been postponed due to the war, the condition of the railway visibly deteriorated. As early as 1922, an interest group of industry, trade, agriculture and local politicians suggested that the railway should be re-gauged. After discussions with the responsible offices in Berlin and Münster as well as the Reichsbahn, which assured their approval and concession, the decision to change the gauge was passed unanimously in the supervisory board meeting on February 16.

On April 28, 1928, the plan approval decision was granted. In addition to the neighboring communities and the Tecklenburg district, the Province of Westphalia, the State of Prussia and the German Empire also contributed to the costs of the gauge changeover. Due to the economic crisis, it was initially not economically possible to carry out the gauging. It was not until August 1933 that funds from job creation measures were made available for re-gauging. Before that, normal gauge sleepers had been laid in parts of the route during repair work. From October 1933, the rest of the route was provided with standard gauge sleepers during emergency work.

In order not to hinder the traffic of the small train, the standard gauge rails were nailed to the side of the narrow gauge rails. For a short time, the traffic was replaced by buses until the final changeover.

After the gauge change

Line openings standard gauge

Route of the Tecklenburger Nordbahn in Uffeln. In the background is the former Uffeln stop.

date	section	change
March 30, 1935	Eversburg - Rheine (re-gauging)	Passenger traffic to Osnabrück Hbf
June 3, 1956	Altenrheine - Rheine	Passenger traffic to Rheine Hbf

The Tecklenburger Nordbahn: Locomotive 45 on a level crossing in the Altenrheine district of the Rhine

From December 5, 1934, a standard gauge railcar was used for the first time between Rheine and Mettingen. The police inspection of the route took place on March 30, 1935; from now on the line and the operating company called themselves "Tecklenburger Nordbahn AG" . The opening train was received by crowds along the route, and delegations from the authorities, neighboring communities, the state and the Reichsbahn were pleased that the gauge could be changed despite all the adversities.

With the railcars now used for passenger transport, the freight trains with passenger transport , which until then had shaped the image of the railway, were no longer required. The terminus of the passenger trains or railcars was now the Osnabrück main station and “Rheine-Ibbstr”, a road track in Rheine on Ibbenbürener Strasse , on the right of the Ems and around 800 m from the Reichsbahnhof Rheine. The travel time for the whole route was now between 1.5 and 2 hours.

The transport of goods increased enormously in the next few years, especially the revitalized textile industry and the Hopsten / Dreierwalde airport played a significant role in this.

During the Second World War, the railway was repeatedly attacked by low-flying aircraft, which led to the death of 24 passengers and two servants and the loss of a locomotive and a passenger car. At the end of the war, operations were stopped on March 30 between Rheine and Recke and on April 2 on the remaining route.

Air raid on December 28, 1944

On December 28, 1944, a train of the Tecklenburger Nordbahn, which consisted of one freight and two passenger wagons, was attacked by two English low-flying aircraft in Rheine-Eschendorf. A dropped bomb tore a passenger car of the train in the direction of Osnabrück right in the middle. 20 people, mostly women and children, were killed in the accident.

From the end of the war to the cessation of passenger traffic

By October 1945, operations could be resumed in sections, separated by the destroyed canal bridges in Recke and Rheine Canal Harbor. Traffic between Osnabrück and Recke Canal Bridge was resumed as early as June 4, 1945. Here the travelers had to cross the Mittelland Canal by ship. The bridge, which was blown up by the retreating Wehrmacht, was only navigable again from December 3, 1946.

The situation was similar at the canal bridge over the Dortmund-Ems Canal, which was also blown up by the Wehrmacht and was only reported as passable again on February 5, 1947. Through the Emsbrücke of the Duisburg – Quakenbrück railway line, which had also been blown up, passengers were taken by shuttle service from Altenrheine to Ibbenbürener Straße until it was restored in 1949. From here, the remaining 800 meters had to be covered on foot to Rheine train station.

The hamster trains increased the transport performance to 1.244 million passengers in 1946. The transport of goods was also increased enormously by the numerous small coal mines on the Ibbenbürener Bergplatte in the area of ​​the municipalities of Recke, Mettingen and Westerkappeln. Despite the end of the train being moved to Rheine station from 1956 onwards, the number of passengers carried fell. At the same time, the switch from steam to diesel-powered trains took place. The rail bus procured in 1951 was the first in North Rhine-Westphalia.

Due to the trend of the sixties to convert train transport to bus operation, the railway company also used bus routes to the surrounding communities in order to satisfy the needs of passengers. Accordingly, in 1960 the name was changed to “Verkehrsbetriebe Kreis Tecklenburg”.

In addition, there were problems with the calculation of the section Eversburg-Osnabrück Hauptbahnhof, which was carried out over the route of the federal railway. With the prior threat of the Tecklenburger Nordbahn to cease transport on the section, passenger traffic was stopped at short notice to change the timetables between Mettingen and Osnabrück without official approval. As there was no subsequent approval from the Ministry of Transport, passenger traffic had to be resumed.

Stadtberg office. Left: Parked silo wagons of the Bentheimer Eisenbahn on the remains of the track stump to Ibbenbürener Straße.

This resumed passenger traffic comprised only two train runs in each direction between Mettingen and Osnabrück. In 1962 the offer was reduced to one train run on the section and finally discontinued in 1965. On the Mettingen-Rheine section, weekend and holiday traffic was discontinued from 1965, reduced to just two pairs of trains on working days from 1966 and completely discontinued in 1967. Since the end of passenger traffic, the Tecklenburger Nordbahn has been used exclusively for the transport of goods and museum traffic for the Lengerich Railway Friends.

Shutdowns

date	Type of traffic	section	change
June 3, 1956	passenger traffic	Stadtberg - Ibbenb.-Str.	Passenger traffic now to the Rheine station
May 28, 1960	passenger traffic	Mettingen - Osnabrück Hbf	Partial shift of passenger traffic to buses
May 1965	passenger traffic	On Sundays and Holidays
September 25, 1965	passenger traffic	Mettingen - Osnabrück Hbf	Deletion of the last train pairs
May 28, 1967	passenger traffic	Mettingen - Rheine	Complete suspension of passenger traffic
1970	Freight transport	Stadtberg - Ibbenb.-Str.	Cessation of freight traffic in the city center of Rheine

Development since 1970

Museum railway “Pingel-Anton” in Mettingen station

In 1970, local traffic was centralized and the Tecklenburg district transport company was merged with other local transport companies in Regionalverkehr Münsterland GmbH. On October 23, 1989, the extension of the Tecklenburger Nordbahn at Eversburg station from the Oldenburg – Osnabrück line was moved more than one kilometer north. The railway line has been shortened by this section and now only begins behind the state border in North Rhine-Westphalia. The track between the new threading out and the Eversburg station was then shut down and dismantled. On April 18, 1994, the new bridge over the Mittelland Canal in Recke was lifted using two truck-mounted cranes. The 61.5 meter long, 6 meter wide and 11 meter high bridge structure weighs 230 tons. It replaces the old bridge from 1912, which was built with the construction of the canal.

The track of the Tecklenburger Nordbahn in the section that was re-routed in 2007

As part of the expansion of Landstrasse 599 between Mettingen and Westerkappeln, the parallel Tecklenburger Nordbahn was also renovated in this section between 2007 and 2008. So the railroad tracks and the road line swapped sides over a length of 1.2 kilometers. By swapping the sides, two level crossings on the Landstrasse over the Tecklenburger Nordbahn could be omitted. As part of the construction work, the bridge over the Stollenbach was also renewed.

So far, an agreement between the neighboring communities of the Tecklenburger Nordbahn and the Steinfurt district and Regionalverkehr Münsterland GmbH (RVM) has regulated the annual loss coverage. As a result of the dissolution of the Jagdgeschwader in Hopsten, the previous supply of tank trucks has been omitted, so that the Tecklenburger Nordbahn route has lost its former strategic military importance. As a result, at the end of 2011 the German Armed Forces canceled their previous grant to cover losses to the route operator RVM in the amount of EUR 153,000. As a result, the grant requirement will increase from EUR 200,000 to EUR 347,000 per year from 2013. The district of Steinfurt declares that it is ready to compensate for the additional demand in 2013 and is aiming for a 70% takeover of the increased loss coverage from 2014, provided that the neighboring communities of Rheine, Hörstel, Mettingen, Recke, Lotte and Ibbenbüren jointly account for the remaining 30%. In November 2012, the district of Steinfurt announced that the neighboring municipalities were not prepared to take on the increased share of the loss coverage from 2014 on from EUR 60,000 to EUR 106,000. In order to keep the options open, the northern line is not to be shut down or even de-dedicated, but from 2014 onwards, Regionalverkehr Münsterland GmbH will initially only operate it in "discontinued operation without regular use". However, as part of the traffic safety obligation, annual costs of approximately 100,000 euros will be incurred from 2014 onwards, which will have to be borne in a ratio of 70:30 between the Steinfurt district and the neighboring communities.

Freight traffic, which continues to run to Spelle, has been handled via Rheine station since 2013. Since the entry of the trains from Osnabrück into the track to Spelle is not possible without a lot of shunting effort, the trains first have to drive through to Salzbergen and turn around here. After reaching Rheine train station again, the direction of travel is changed again to get onto the track in the direction of Spelle. Maneuvering in Rheine station would theoretically also be possible, but the repeated sawtooth drive would bring almost the entire operation of the passenger station to a standstill for the time of the maneuvering.

Since the reopening of track 8 for passenger traffic (RE7 Rhein-Münsterland-Express ) in Rheine station, the period of use for goods traffic in the direction of Spelle has been severely limited and can mainly only be carried out during the off-peak times.

On May 26, 2020, the bridge of the Tecklenburger Nordbahn over the Dortmund-Ems Canal near Rheine Canal Harbor was rammed by a barge . The property damage to the driver's cab of the ship, which was significantly damaged, amounted to € 35,000. A few days earlier, the Kunkemühlen Bridge in Emsbüren on the Dortmund-Ems Canal was also brought down by a ship.

Special traffic

Every year on Whit Monday the "Pingel-Anton", a steam locomotive belonging to the Friends of the Railway Tradition , travels the Osnabrück - Mettingen route on the Tecklenburger Nordbahn.

Desired reactivation in local rail transport

In 1999, in order to do justice to local passenger traffic, an express bus line was set up between Recke and Osnabrück, serving the historic communities of Mettingen and Westerkappeln along the railway line. The number of passengers is around 1,250 people per day (2015) on the S10 express bus and more than 2000 people (2006) on the R11 line from Westerkappeln to Osnabrück.

Because of these increasing numbers of passengers, voices in politics have been loud since 2003 to reopen the railway line for passenger traffic. An expert opinion commissioned accordingly came to the conclusion that reactivation was recommended. With the proposed operation of the route every 30 minutes with the simultaneous replacement of the express bus line with individual local feeder lines, the report came to an estimated 5,600 passengers per day. According to the result of a standardized assessment , an economic benefit-cost ratio of 1.12 is assumed.

In the NWL local transport plan (October 2011), the restart as a modern regional train from Osnabrück to Recke is planned every 30 minutes. Instead of two stops in Espel and Schlickelde, each with hourly service, a Schlickelde-Espel station with a P + R space is to be built, which will be served every half hour.

At the association assembly of the Zweckverband Nahverkehr Westfalen-Lippe (NWL) in December 2019, the decision is to be made to carry out the planning of service phases 1 to 4 for the reactivation of the Tecklenburger Nordbahn together with the Landesnahverkehrsgesellschaft Niedersachsen (LNVG). A final cost calculation should be completed by January 2020. A standardized assessment is then to be carried out to determine the economic benefit of the project. The assessment should be completed in the fourth quarter of 2020 and is the basis for the measure to be included in the public transport requirement plan of the state of North Rhine-Westphalia and to be funded by the state. NWL and LNVG have agreed to order a half-hourly service on the Recke - Osnabrück route after the infrastructure has been upgraded and to develop a coordinated bus offer together with the planning company Nahverkehr Osnabrück (PlaNOS).

On May 25, 2020, the special purpose association for local rail passenger transport in Münsterland (ZVM) decided in its association assembly to commission a feasibility study for reactivating local rail passenger transport in the Recke - Rheine section.

Route

The Tecklenburger Nordbahn begins in the Altenrheine district of the Rhine. The line used to flow into the station of the same name on the DB Rheine – Quakenbrück line , but today there is only one branch switch and two sidings on the northern line. Since this meets the DB route from the south, there was and is no continuous traffic from the Tecklenburger Nordbahn to the DB station in Rheine; all trains have to change the direction of travel for this in Altenrheine.

In the further course the railway runs through Rheine to the right of the Ems. At the former city mountain railway station, the passenger route branched off to the end point “Ibbenbürener Straße”. On the street “Am Kleinbahnhofe” there is an operating point of the Tecklenburger Nordbahn. The former “Hues Eck” stop was located on “Windmühlenstraße”. After the train has left the city, it crosses the Dortmund-Ems Canal in Rheine Canal Harbor .

On the northern side of the canal, numerous companies and the former armed forces depot have siding. The former “Uthuisen” stop is located on “Uthuiser Straße” in Dreierwalde Uthuisen . The "Ostenwalde" train station is located on "Ostenwalder Straße" in Ostenwalde .

The railway line continues to Uffeln, where a branch track leads to the Mittelland Canal . The Fiege megacenter and the Angus chemical factory are connected to this track. Uffeln train station is behind the branch track. The siding and the goods shed were demolished some time ago. After a few hundred meters, the “Zumwalde” train station in Obersteinbeck follows , where there is a siding and goods shed. The next stops are “ Bad Steinbeck ” and Recke train station . At Recke the railway crosses the Mittelland Canal. There is a stopping point in Espel and Schlickelde between Recke and Mettingen. Mettingen station has sidings, and the station building still exists. There is a demand breakpoint in Westerkappeln-Cuckoo's Nest. It follows Westerkappeln station , then Wersen station to Eversburg station . This is where the connection to the Oldenburg – Osnabrück railway line takes place .

vehicles

Narrow gauge

A narrow-gauge baggage car was salvaged from an extension of the Langenbrück train station in 2016 and sold to a private individual.

Standard gauge

On the occasion of the changeover, four diesel multiple units , TN VT1–4 , were procured. Some railcars came to the railroad after the Second World War . Examples of this are the T7 , which was used in 1952–1963, and the T 103 of the Oderbruchbahn , which was added in 1954 and which was referred to as the T8 and retired in 1968.

literature

• Hubert Rickelmann (Red.): 50 years of the Tecklenburger Nordbahn, 1905–1955. Ibbenbüren printing house, Ibbenbüren 1955.
• Helmut Elliger, Friedhelm Ketteler, Paul Wambach et al. (Red.): Departure in 1905. = 75 years of transport companies in pictures and words. 1905–1935: Piesberg – Rheine small railway. 1935–1960: Tecklenburger Nordbahn. 1960–1979: Tecklenburg district transport company. Since January 1st, 1980 part of Regionalverkehr Münsterland GmbH. Westfälische Verkehrsgesellschaft mbH, Münster 1980.
• Dieter Riehemann: Tecklenburger Nordbahn-AG. (= Kleinbahn books ). Zeunert, Gifhorn 1980, ISBN 3-921237-61-0 .
• Dieter Riehemann: The Tecklenburger Nordbahn - history of the small railway line Rheine - Recke - Osnabrück. Arge Drehscheibe, Cologne 2015, ISBN 978-3-929082-34-0 .
• Gerd Wolff: German small and private railways. Volume 6: North Rhine-Westphalia. Northeastern part . Eisenbahn-Kurier, Freiburg 2000, ISBN 3-88255-664-1 , p. 154-181 .

Web links

Commons : Tecklenburger Nordbahn  - Collection of images, videos and audio files

• Initiative for the Tecklenburger Nordbahn
• Website of Regionalverkehr Münsterland on freight transport

Individual evidence

1. ↑ Route inventory of the RVM ( Memento of the original from July 19, 2011 in the Internet Archive ) 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. ^ Dieter Riehemann: The Tecklenburger Nordbahn - history of the small railway line Rheine - Recke - Osnabrück. Arge Drehscheibe, Cologne 2015, pp. 5–7.
3. ↑ https://archiv.ivz-aktuell.de/index4.php?id=32762&pageno=25 Ibbenbürener Volkszeitung on December 31, 2014: "Women and children were the victims"; accessed on April 10, 2018
4. ^ In Ibbenbürener Volkszeitung from April 19, 1994: "New railway bridge lifted into the harbor"
5. ↑ In Ibbenbürener Volkszeitung on July 20, 2007: "Railway tracks are the sticking point"
6. ↑ Agreement between the neighboring communities of the Tecklenburger Nordbahn as well as the Steinfurt district and Regionalverkehr Münsterland GmbH (RVM) (PDF; 101 kB)
7. ↑ Losses are growing, the threat of closure is imminent - The Northern Railway on its fateful journey. In: Westfälische Nachrichten. September 26, 2012.
8. ↑ "Strategic Option" for the Nordbahn - Trick means "discontinued operation without use". In: Westfälische Nachrichten. November 15, 2012.
9. ^ Nordbahn: signals are red. In: Ibbenbürener Volkszeitung. 1st of March 2013.
10. ↑ Barge rams a bridge again on the Dortmund-Ems Canal . In: Lingen daily mail . May 27, 2020.
11. ↑ Double-digit growth in S 10. In: Westfälische Nachrichten . 23rd November 2015.
12. ↑ 2. Local transport plan for the Steinfurt district, p. 67
13. ↑ Presentation of the preliminary planning for reactivating the Tecklenburger Nordbahn. Presentation of the 2016 results.
14. ↑ Reactivation of the Tecklenburger Nordbahn
15. ↑ NWL local transport plan , p. 132 (PDF; 59 MB) Zweckverband Nahverkehr Westfalen-Lippe
16. ↑ ZVM Association Assembly on October 1st, 2018. Zweckverband SPNV Münsterland (ZVM), October 1, 2018, accessed on November 8, 2018 . 
17. ↑ Zweckverband Nahverkehr Westfalen-Lippe, 56th Association Assembly, reactivation of the Tecklenburger Nordbahn Osnabrück - Recke, December 5, 2019
18. ↑ Local radio Steinfurt Betriebsgesellschaft mbH & Co. KG, hope for more trains in Tecklenburger Land, May 26, 2020
19. ↑ Wolf Dietrich Groote: PwPost4 of the Kleinbahn Piesberg – Rheine . In: The Museum Railway . No. 4 , 2016, ISSN  0936-4609 , p. 25 .