Jülich – Düren railway line

		Line from Linnich
		former route from Mönchengladbach
	0.0	Jülich

		to Jülich Kreisbahn , former route to Aachen North

		former route to Stolberg
	1.5	Jülich Vorbahnhof
		L 253
	2.8	Mechatronics Center (formerly AW Jülich )
	3.1	Jülich research center
	3.4	Jülich Research Center ( Awanst )
	4.5	Jülich-Selgersdorf
	6.2	Krauthausen
	6.5	Niederzier-Krauthausen
	8.0	Selhausen
	9.8	Huchem stammering
	11.2	A 4
	12.5	Düren in the great valley
		former route Schneidhausen – Distelrath
		B 56
		SFS and S-Bahn from Cologne
		Bördebahn from Zülpich (same level)
		former route from Distelrath
	15.4	Düren
		(Route expansion planned)
		Route to Aachen
		Rurtalbahn to Heimbach

Swell:

The Jülich – Düren railway opens up the Jülich conurbation and forms the highest- volume north-south connection in the entire Düren district in terms of passenger transport. It connects the formerly important branch line junction Jülich with the district town Düren on the main line Cologne - Aachen .

Characterized by steady decline in the 1970s, from 1983 onwards it was the last railway line leaving Jülich that still had (sparse) passenger traffic and was looking forward to an apparently safe closure. Instead, however, shortly before the railway reform in 1993, the Dürener Kreisbahn took over the route, renewed vehicles and infrastructure, introduced interval timetables with increasing density and coordinated the bus offer following the railway with regard to timetables and tariffs for the rail route. As a result, the number of passengers has multiplied, so that the route today has the character of a regional S-Bahn and is a prime example of successful regionalization throughout Germany.

history

Construction of the route

The construction of the branch lines Jülich - Düren, Jülich - Stolberg and Jülich - Mönchengladbach by the Bergisch-Märkische Eisenbahn-Gesellschaft (BME) began in the war year 1870. The first train reached Jülich on July 20, 1873 from Düren, since this route was called shortest could also be completed first. The official opening took place at the same time as the route from Mönchengladbach via Jülich to Stolberg on October 1, 1873.

Along with that of the Aachen-Dusseldorf-Ruhrorter Railway Company acquired Aachen-Mönchengladbach railway had the BME so that three stations (Duren, Stolberg and Aachen City) near the route from Cologne to Aachen which of the competing Rheinische Eisenbahn-Gesellschaft belonged . In the following decades, the Aachen-Jülich Railway Company , the Prussian State Railways and the Jülich Kreisbahn created three more railway lines starting from Jülich up to the First World War .

Reconstruction and modernization

The traffic, which came to a standstill after the devastating air raid of November 16, 1944 in World War II , was able to resume at least in the direction of Hochneukirch (- Mönchengladbach) and Düren in the second half of 1945. From 1950 onwards, all of the routes starting from Jülich were open to traffic again. Between 1950 and 1955, the destroyed Jülich station building was replaced by a new building.

After the time of reconstruction, the modernization phase began. In order to win additional customers, a number of new stops were built around Jülich. But the young German Federal Railroad (DB) also experimented with accelerated regional connections , for example a so-called city express train from Stolberg-Hammer (old town) to Mönchengladbach was launched for the winter timetable in 1951/52, covering 49 kilometers from Eschweiler Tal to Rheydt-Geneicken only stopped in Jülich. Obviously, omitting stops in this region was not suitable for filling the trains, so that it was canceled again in the following timetable. On the other hand, the direct, fast Sunday excursion trains from Krefeld via Hochneukirch to Heimbach (Eifel), which appeared in the summer timetables from 1952 to 1954 and e.g. B. between Jülich and Düren without stopping. As a connection with stops at more or all of the stations, they still existed from Mönchengladbach at times in later years.

Rail bus set in Jülich station as it was used here until 1978. The sidecar (left) did not have a driver's cab and therefore always had to be moved.

From the winter timetable 1953/54, single-engine rail buses of the VT 95 series ran on the Düren - Jülich - Baal route for the first time , initially only a few pairs of trains on Sundays as a test, but over the years more and more, later also twin-engine VT 98 (seldom) and above all from 1961 onwards there were also large numbers of the even more modern accumulator railcars of the ETA 150 series (later the 515 series). The existing steam locomotive depot in Jülich was closed in 1962, and the 1965/66 winter timetable showed individual steam-driven passenger trains to Jülich for the last time. For the travelers this meant the replacement of the wood class and thus a significant increase in comfort.

The route Jülich - Düren was, as is the route Düren - Heimbach , as a test track for testing the Zugbahnfunks B selected. Commissioning took place in 1974.

Decline

Of clock timetables they were still far in rural areas, they have been introduced largely coverage only in the 1990s in Germany. Even with “steam-free” vehicles, the classic branch lines often had little chance against the increasing motorization of the population. Outside of the rush hour, the trains became emptier and the Federal Railroad responded by slowly thinning out the timetables. As early as 1961, the DB discontinued Sunday operations on the routes from Jülich to Stolberg (- Aachen Hauptbahnhof) and to Mariagrube (- Aachen North), the route from Jülich via Linnich to Baal followed in 1965 and was completed in 1968 as the first Jülich contact line for passenger traffic shut down. The Jülich Kreisbahn took the same step in 1971.

From the mid-1970s onwards, the Deutsche Bundesbahn's rationalization efforts hit the Jülich area with full force. For the summer schedule on June 1, 1975, the offer on all remaining railway lines was severely restricted, and on Sundays there were no more trains to Jülich. On all four routes, the last trains ran on weekdays (except Saturdays) at around 7 p.m., on Saturdays the train traffic was already shut down from 3 p.m. and on the route to Aachen North. Even in the morning hours there were almost no trains left. However, the savings listed did not lead to a significant increase in profitability, and DB no longer invested in modernizing the route.

Empty train Jülich - Düren every weekday, consisting of the last three railcars arriving from Düren in Jülich in the evening, April 16, 1981

In May 1978, all rail buses still in service were replaced by battery-powered railcars, so that the total number of trains was initially almost the same. The start of the major deforestation was the suspension of Saturday traffic from Aachen main station via Jülich to Mönchengladbach on May 27, 1979. In addition, the number of train pairs was reduced to five on each route, after seven to eleven depending on the route - only the Düren route retained its eleven train pairs and its Saturday traffic with at least four train pairs.

The Jülich - Hochneukirch (- Mönchengladbach) and Jülich - Aachen Nord routes were closed for the summer timetable on June 1, 1980 . At the same time, the charging station for the battery-powered railcars in Jülich was taken out of service. The trains starting in Jülich in the morning had to be charged with traction current overnight in Düren, which resulted in a pair of empty trains in the morning and in the evening and certainly did not result in any significant increase in profitability.

From May 31, 1981, there were no more trains on the route to Düren, even on Saturdays. Buses running in parallel favored a shift of traffic from rail to road. The Jülich - Düren line was on the DB's black list and should also be shut down. This would have meant that Jülich could only be reached by rail from Stolberg - although the Stolberg line was also closed in 1983.

Revitalization

However, the Düren district entered into tough and long sales negotiations with the Federal Railroad. In accordance with a district council resolution of July 7, 1992 , the Dürener Kreisbahn (DKB) was the first non-federally owned railway company in North Rhine-Westphalia to acquire a railway line from the Federal Railroad for a symbolic price of DM 1; the then railway boss Heinz Dürr personally signed the on September 12, 1992 corresponding contract in a special train from Jülich via Düren to Heimbach.

DKB opening train on May 23, 1993 at the celebration in Huchem-Stammeln. In the background is the former station building of the Federal Railroad, known by the population as the “monkey cage” because of its bars.

On May 23, 1993, the DKB took over all traffic on the Jülich - Düren and Düren - Heimbach line with modernized twin-engine Uerdingen DB class 798 rail buses, after having carried out test and training runs since March 25, 1993. The initial operation turned out to be difficult, so in 1993 many trains were unpunctual. In 1995 the rail buses from the 1950s were replaced by brand-new, high-speed, light railcars of the type RegioSprinter from Siemens / DUEWAG .

The modernization of the routes and train stations, the introduction of a regular timetable until around 10 p.m. as well as new stops, vehicles and control technology gradually increased acceptance among the population and punctuality and gained more passengers. In addition, the bus routes in the northern district of Düren have been linked to the rail route in terms of timetable and tariff, parallel traffic has been largely abolished and several new rail-bus connection stations have been built.

The DKB managed to increase the old passenger numbers of the Deutsche Bundesbahn by over 500%. Therefore, the DKB and the Rurtalbahn are considered to be a model company for successful regionalized rail traffic. The DKB decided to extend the line between Düren and Jülich from June 2002 onwards to Linnich via the Jülich – Dalheim railway line, which at that time only served goods traffic . This meant that the city of Linnich could be reached by train (from Düren) for the first time in 34 years.

Since January 1, 2003, the line has been operated by Rurtalbahn GmbH , which was spun off from the Dürener Kreisbahn as an independent company. The Düren district still holds a minority stake in this railway company and is the owner of the infrastructure.

Route description

The route crosses the predominantly agricultural Jülich Bördeland landscape in a relatively straight line . There is only a real reception building in Düren and Jülich, although the one in Jülich is no longer used for rail operations. The reception buildings in the Huchem-Stammeln and Krauthausen on the way hold have meanwhile been torn down. After taking over the line, the Düren Kreisbahn reactivated two stops that were abandoned by the Federal Railroad and built a completely new one.

Jülich station

Jülich station 1980: on the left (platform 16) the last train to Aachen North, in the middle (platform 1) the last train to Mönchengladbach (from Aachen Hbf), on the right (platform 2a) the penultimate train from Mönchengladbach (to Aachen Hbf). Today the RegioSprinters drive to Düren where the freight wagons are.

Jülich station 2008: the Rurtalbahn trains from Düren to Jülich or Linnich run on the left, the trains from Linnich to Düren run on the right-hand platform.

Until most of the lines were closed in the 1980s, Jülich was a railway junction, even though all lines were classified as branch lines . Until the early 1980s, Jülich station was equipped with extensive facilities for passenger and freight traffic. There was a separate depot for passenger trains, from around 1908 to 1962 there was also a depot , and from 1918 to 1964 there was a large repair shop in Jülich in the immediate vicinity . If you count the Ameln - Bedburg line, the trains of which mainly ran from / to Jülich until it was closed in 1953, trains ran from Jülich in seven different directions. However, after passenger traffic was discontinued on all lines connected to Jülich except for the Düren line, the importance of the Jülich station declined massively.

Today the Rurtalbahn GmbH operates on two of these routes: in the south every hour, sometimes every half hour to Düren (where there are train connections to Cologne, Aachen and every hour to Heimbach / Eifel , since Easter 2015 on weekends also to Euskirchen ), in the north every hour to Linnich on the route that formerly continued to Baal and Dalheim . (A continuation of the Linnich trains to the main line Aachen - Düsseldorf is under discussion, but not expected in the short term.) Most of the tracks of the former Jülich circular railway to Puffendorf still exist, but are no longer passable. All other railway lines have now been dismantled - at least in the Jülich region:

Mönchengladbach - Jülich - Stolberg (- Aachen main station)
Jülich - Mariagrube - Aachen North

As a replacement, there have been a few bus lines since the 1950s that connect Jülich with the surrounding villages and towns.

Jülich front station

DB entry distant signal Jülich (1981), on the right the southern end of the former station

DKB entry distant signal Jülich (1998), behind it DB freight train from Düren, on the right the preserved track of the front station with cargo from the Bundeswehr

The access track to the Bundeswehr Mechatronics Center now runs between the southern head of the Jülich station (where the lines to Stolberg and Aachen Nord branched off) and the northern end of the AW (i.e. between km 1.0 and 2.0). It is the last remnant of what was once a five-track front station with 18 points, which stretched immediately east of the railway line. This was created during the construction of the repair shop in order to serve as a "buffer" for locomotives and wagons in need of repair or in the process of being repaired, and as a temporary storage facility for wagons with supplies and operating materials. Although the AW was given up in 1964 and sold to the German Armed Forces, the Vorbahnhof still existed until the early 1980s with at least four tracks, of which only one was used for the works access, the others temporarily for the parking of goods wagons intended for retirement.

Former Bundesbahn repair shop in Jülich

AW Jülich repaired passenger cars until 1927, freight cars until 1951 and steam locomotives until 1964, after which the Bundeswehr took over the plant. The Jülich - Düren track was also used for test drives - here a DRWI museum trip in 1996.

The halls of the former AW Jülich (2009) - the 150 m long coal train of the Rurtalbahn shows the dimensions.

The approximately 30 hectare site of the former AW Jülich extends over 1120 meters in length and up to 320 meters in width immediately east of the railway line. Today it houses the mechatronics center of the Bundeswehr, individual departments of the nearby research center as well as a nature reserve, which is located in the area of the former track harp to the wagon hall , which has already been abandoned under DB management. In total there were over 30 parallel tracks with a total length of 27 kilometers. Two tracks have been preserved to this day for the purposes of the Bundeswehr.

The AW went into operation in 1918 and was used for the repair and main inspection of steam locomotives and wagons, whereby the repair of passenger cars was stopped in 1927 and freight cars were only repaired until 1929 and from 1938 to 1951 due to the war. The structure of the AW, which is geared towards steam locomotives, was closed in 1964 and seamlessly handed over to the German Armed Forces after it became clear that steam locomotives would no longer have a long future at the DB. (In fact, the DB decommissioned its last steam locomotives in 1977.) In total, the AW has repaired almost 10,000 steam locomotives in the two decades after the war alone.

Research center stop

One of the last stopping DB trains in Jülich-Süd (1982), direction Jülich, looking towards Düren. On the left a building of the former AW.

Train-bus connection station Jülich Research Center (2008)

The route runs from the Jülich train station along the former station and the Bundeswehr repair shop until it crosses Waldstrasse, which is used as the entrance to the research center and the repair shop. The Jülich Research Center stop is located directly behind the level crossing at kilometer 3.1.

At this point in 1917, during the construction of the repair shop, a new small Jülich-Süd station was built for the AW workers - before that there was not a single stopover between Jülich and Krauthausen. The small station had a signal box (Jsn), a small station building (half the size of that of Huchem-Stammeln), two tracks and a central platform that stretched south from the Waldstrasse level crossing and shortly before the current one (not until 1979 siding to the research center ended. There was also a small underground bunker with an elongated zigzag-shaped passage. One track is still there today, the other ran roughly where the bus turning loop, parking lot and bike stand are today. Immediately north of the level crossing there was a direct access track from the direction of Düren into the AW, which was manifested in a right-angled offset in the concrete wall surrounding the plant. Also train crossings scheduled passenger trains found in Jülich-south instead and are old course books documented. From the commissioning to the abandonment of the railway AWS in 1964, special workers' trains ran between Jülich and Jülich-Süd at the beginning and end of work, which were released to the public from the winter timetable 1961/62 and appeared in the timetable.

DB operation of the KFA siding (1989), in the foreground the Jülich - Düren line

DKB operation of the FZJ siding (2001), behind it a RegioSprinter on the Düren - Jülich track

After the complete takeover of the plant by the German Armed Forces in 1964, the Jülich-Süd station lost a lot of its importance. The signal box, crossing track and switches disappeared, instead the level crossing was equipped with a train-controlled flashing light system (and accordingly two single-track platforms north and south of Waldstrasse). Both platforms had corrugated iron huts as shelters. Due to the ever decreasing use, the Federal Railroad finally gave up the stop completely in 1982, but the platforms remained.

When the railway line was taken over by the Dürener Kreisbahn (DKB) in 1993, the stop went back into operation, in spring 1995 it was renovated by the DKB and equipped with a bus turning loop, parking lot and bicycle racks. A modern level crossing control system was set up so that the trains could stop right in front of the street and the northern platform could be omitted. For the 1995 summer timetable, the stop was renamed Research Center . Thanks to the regular schedule as well as a good shuttle bus and bicycle connection to the research center, which is 15 minutes' walk away, it is now very popular.

The siding to Forschungszentrum Jülich branches off at 3.4 km . It runs in a tight arc until it leads into the forest surrounding the research center at right angles to the track. This connection has only rarely been used since it was built in 1979. It is used almost exclusively for freight traffic, but in addition to the inauguration special train, special trips with passengers also made it to the factory gates in 1994, 2005 and 2015.

Jülich-Selgersdorf stop

The BR 795 rail bus leaves the Selgersdorf Hp (1976) - the new, light-colored concrete part of the platform can be seen under the car body

Rurtalbahn stop in Selgersdorf (2008)

The place Selgersdorf received, although located close to the railway, until 1956 its own breakpoint Jülich-Selgersdorf . It is located on the eastern outskirts of Selgersdorf at the pedestrian level crossing of the Daubenrather Kirchweg at kilometer 4.5. The Federal Railroad built a simple gravel platform and a small waiting room made of bricks and initially provided with windows as a shelter. The platform edge, consisting of old wooden sleepers, was only about 50 meters long, so that the new stop was initially only served by the short rail buses, steam trains drove through without stopping.

After a few years, however, the windows of the house were bricked up, and the platform edge was lengthened to 98 meters with concrete elements, so that battery-powered multiple units consisting of four coupled vehicles could hold, which were used as a replacement for longer rush hour steam trains. Between the platform and the level crossing that leads to the village, around 50 meters of footpath along the track had to be overcome. The reason for this was that the switch-on section of the next level crossing in the direction of Düren (road to Hambach) had to be long enough. Trains in the direction of Düren that stopped in Selgersdorf were only allowed to travel 30 km / h on the 300 meters between the switch-on contact (at the southern end of the platform) and Hambacher Weg.

After the takeover by the DKB, the activation of the road level crossing was adapted to modern standards, so that the footpath was no longer necessary and a new paved platform could be built in its place in the summer of 1995 right next to Daubenrather Kirchweg. At the same time, the old brick house, which was often misused as a urinal, was torn down, so that today the stop is presented with a glass shelter and bicycle parking spaces in the blue standard equipment of the Rur Valley Railway.

Krauthausen station

Krauthausen station (May 1988), left a wagon from Kulmbach

Entrance to Krauthausen station (April 2011), photographed from the train in the direction of Jülich: on the left a track construction machine, in the background the train to Düren is approaching. The old platform on the far left.

The Krauthausen train station has been located at km 6.2 since 1996 and allows oncoming trains to meet. The forerunner was the Niederzier-Krauthausen train station, which was about 300 meters further south and opened in 1873, with goods handling , a reception building with waiting room and an inn. The station was opened under the name Krauthausen, renamed Jülich-Krauthausen in the mid-1930s and was named Niederzier-Krauthausen in 1982. In the same year the dilapidated reception building, still marked by war fire, was demolished because renovation was no longer profitable.

Regular local freight traffic continued until 1988, until the end for a local beverage wholesaler. However, the loading track was retained and is occasionally used to reload large transformers to the nearby substation, as well as to park construction machinery and rerail road-rail excavators. The station originally had two platforms north of Pierer Strasse, from 1967 onwards one north and one south of the road because of the train-controlled level crossing that was set up at the time. These still exist today, but have not been used since the construction of the Krauthausen (north) train station with a central platform in 1996.

Selhausen stop

Since it was taken over by the DKB in 1993, the town of Selhausen has had its own, newly built stop on the Jülich – Düren railway line. The stop was initially only a temporary wooden structure, in 1995 it received the standard equipment typical of the Rurtalbahn. The route runs past the eastern outskirts of Selhausen to reach the stop on the village road at kilometer 8.0.

Huchem-Stammeln train station

Huchem-Stammeln station (1988): left freight train to Jülich, in the middle battery multiple units to Düren, right two freight wagons from France

Huchem-Stammeln (2011): Extension of the Rurtalbahn station to the crossing station

The Huchem-Stammeln station, which opened towards the end of the 19th century, is located at 9.8 kilometers of the route. At times he had a bypass with a central platform and a loading track as well as a station building . There was also local freight traffic here until 1988, the last customer was a wood processing factory in the village, which received tree trunks and other wood products by rail.

The station building was demolished after the takeover by the DKB in the 1990s and replaced by a train-bus junction, which has been served by the newly established bus line 236 since then. After the Rurtalbahn had not used the second track in Huchem-Stammeln for years, the station was dismantled at the end of October 2004 to a stop with only one track. In 2011, Huchem-Stammeln was expanded again to a double-track train station in order to be able to guarantee higher punctuality and safer connections to the Cologne - Aachen line.

Overpass over the federal motorway 4

Overpass over the A4

Between the stops at Huchem-Stammeln and Düren im Großes Tal , the Jülich – Düren railway crosses federal motorway 4 . Due to the widening of the motorway to six lanes, a new building had to be built, which was put into operation in May 2013. This new bridge has a total length of 59.5 meters and a span of 38.8 meters. Due to the clearance profile of the motorway and the maximum permitted gradient of the railway line between the two neighboring stops, the construction height of the bridge was limited to 50 cm. In addition, a central pillar was to be dispensed with and an extended clearance profile of the route for consignments that exceeded the loading gauge should be retained. The bridge is therefore a prestressed concrete structure with two steel arches inclined outwards by 17 ° , the height of which is 4.78 meters. The arches were installed in January 2012; the old bridge was demolished in June 2013.

Düren stop in the great valley

Stop in the great valley

Since November 2000 there has been a stop in the industrial area in the large valley , which is part of the Birkesdorf district of Düren . The railway line passes the industrial park on its eastern edge. The stopping point is located at 12.5 km in front of the level crossing with Thomas-Mann-Straße and was built exactly at the location of the former Arnoldsweiler stopping point . This went into operation in 1948 and was abandoned by the Federal Railroad in 1965, after initially almost all, but since 1951 only 1–2 pairs of trains had stopped there per working day. The trains that stopped from 1951 were geared towards commuters working in Jülich, because those who wanted to go to Düren from Arnoldsweiler, several hundred meters away , conveniently used the Jülich - Düren post bus line via Niederzier , which stopped in the middle of the town and which made 5 pairs of trips on weekdays before the war Düren (and 3 to Jülich) offered and in 1950/51 had increased to 10 pairs of trips to Düren (and 4 to Jülich). In 1952, the Düren district railway also set up a bus line Düren - Arnoldsweiler - Morschenich - Buir, which explains the low level of service at the new stop by the Federal Railway. The industrial park on the other side of the railway did not bring any passengers for DB at the time either, because it was only built in the 1980s.

Dueren train station

Düren 1991: 60 passengers (mostly commuters, hardly any schoolchildren) get off the 7:30 a.m. train from Jülich. In the last few years of DB operations, this train was the only one that was occupied by an average of more than 50 passengers.

Regional express at Düren station (2009)

Düren and its train station have been connected to the railway network via the Cologne - Aachen railway since September 6, 1841. In the meantime, the Düren island station was on five railway lines: In addition to the main line towards Aachen and Cologne and the secondary lines to Jülich and Heimbach, there is also the Bördebahn towards Euskirchen . The entrance to the Rurtalbahn workshop in Distelrath also runs from the neighboring junction at Düren station . The former route in the direction of Neuss via Elsdorf was shut down and dismantled in 1995 because of the Hambach opencast mine . The passenger trains to and from Jülich could only enter and exit tracks 21, 22 and 23 in Düren.

As part of the expansion of the Cologne – Aachen line for high-speed and S-Bahn traffic, Düren station was heavily rebuilt in the early 2000s. A direct passage from Jülich to Heimbach is no longer possible in Düren since the renovation, as the tracks on the northern connecting bridge to the lines to Aachen and Heimbach have been dismantled. Trains from Jülich enter and leave the north side of the station on the only platform 23 that is still usable for passenger trains. The remaining passable tracks on the north side of the station, which is now owned by the Rurtalbahn and is still controlled via the old SpDrS60 signal box, are freight tracks. These are only connected to the other routes in the direction of Cologne. In the course of the renovation, the overhead line was also removed in this part. The southern part of the station is still owned by Deutsche Bahn and is controlled by an electronic signal box. Today the Düren train station is the operational center of the Rur Valley Railway, after it took over the handling of goods from DB Cargo on April 1, 2000 . Because of the earlier major importance Dürens for the railroad long time at the east end of the station was the depot Düren , which was closed in 1986 and demolished.

In the past, it was possible to change to the trams of the DKB and the Dürener Eisenbahn (DEAG) at the Düren train station . The DKB tram line to the station was not rebuilt after the war, the meter-gauge DEAG line in a north-westerly direction to Birkesdorf and Inden was closed in 1965.

business

The route is used by the RB 21 (Rurtalbahn) line every hour for local rail passenger transport , by trains from Düren via Jülich to Linnich ( every half hour during rush hour to Jülich Nord).

Since 2004 there has been a considerable amount of freight transport to supply the sugar factory's own coal-fired power station . During the beet campaign in autumn and during the so-called thickening phase in spring, trains of the Rurtalbahn run daily with around 15 wagons of brown coal from the nearby Rheinbraun opencast mines . In addition, the DB still carries out weak freight traffic to the Bundeswehr and very rarely to the research center.

literature

Eisenbahn-Amateur-Klub Jülich eV (Ed.): Jülich, the old railway city . 2nd Edition. Jülich 1986.
Bernd Franco Hoffmann: The Bergisch-Märkische Eisenbahn. Through the valleys of Wupper, Ruhr and Volme ; Sutton-Verlag, Erfurt, 2015, ISBN 978-3954005802 .

Web links

Commons : Jülich – Düren railway line - collection of images, videos and audio files

Description of route 2583 in the NRWbahnarchiv by André Joost
Map / aerial photo of the route
Internet presence of the Rurtalbahn
Internet presence of the Dürener Kreisbahn
Information and photos about the route on the railway pages of Stefan von der Ruhren
Information and photos about the route on the railway pages of Reinhard Gessen
Photos of the series by Roland Keller from the 1980s on Guido Rademacher's website
Article about special passenger trains on the route at Drehscheibe online

Individual evidence

↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
↑ Deutsche Bundesbahn (Ed.): Map of the Cologne Federal Railway Directorate . August 1989.
↑ Rail network conditions of use of the Rurtalbahn GmbH - special section (SNB-BT). (PDF; 73 KiB) Accessed February 10, 2012 .
↑ "All right: Kreisbahn goes on the rails" , article in the Jülicher Nachrichten of July 8, 1992
↑ "Rail vehicles are too susceptible to failure" , article in Jülicher Nachrichten of July 1, 1993
^ Martin Schack: New stations - station building of the Deutsche Bundesbahn 1948-1973, page 201, Verlag B. Neddermeyer, 2004, ISBN 3-933254-49-3
↑ Replacement of the remote-controlled barrier at the level crossing in the Jülich-Krauthausen station with a flashing light system with half barriers , Landesarchiv NRW, Rhineland department, inventory BR 1009 (Aachen government), order signature BR 1016 No. 53, file number: 53.70.01 (1967)
↑ Dipl.-Ing. Lorenz Cornelissen: Explanatory report on the submission for the civil engineering prize 2013 on structurae.de , accessed on May 14, 2014.
↑ Arch of the new Rurtalbahn bridge over the A4 installed on aachener-zeitung.de , accessed on May 14, 2014.
↑ Demolition of the bridge: A4 fully blocked from Saturday evening on aachener-nachrichten.de , accessed on May 14, 2014.
^ Kraftpost-Kursbuch summer 1939, reprint, Ritzau KG, Pürgen 1982
↑ Official Kraftpostkursbuch for western Germany, winter timetable 1950/51, Posttechnisches Zentralamt, Darmstadt (ed.)
↑ 75 years of Dürener Kreisbahn, publisher: Dürener Kreisbahn, Düren 1983

[1] Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .

[2] Deutsche Bundesbahn (Ed.): Map of the Cologne Federal Railway Directorate . August 1989.

[3] Rail network conditions of use of the Rurtalbahn GmbH - special section (SNB-BT). (PDF; 73 KiB) Accessed February 10, 2012 .

[4] "All right: Kreisbahn goes on the rails" , article in the Jülicher Nachrichten of July 8, 1992

[5] "Rail vehicles are too susceptible to failure" , article in Jülicher Nachrichten of July 1, 1993

[6] Martin Schack: New stations - station building of the Deutsche Bundesbahn 1948-1973, page 201, Verlag B. Neddermeyer, 2004, ISBN 3-933254-49-3

[7] Replacement of the remote-controlled barrier at the level crossing in the Jülich-Krauthausen station with a flashing light system with half barriers , Landesarchiv NRW, Rhineland department, inventory BR 1009 (Aachen government), order signature BR 1016 No. 53, file number: 53.70.01 (1967)

[structurae-8] Dipl.-Ing. Lorenz Cornelissen: Explanatory report on the submission for the civil engineering prize 2013 on structurae.de , accessed on May 14, 2014.

[az-2012-9] Arch of the new Rurtalbahn bridge over the A4 installed on aachener-zeitung.de , accessed on May 14, 2014.

[an-2013-10] Demolition of the bridge: A4 fully blocked from Saturday evening on aachener-nachrichten.de , accessed on May 14, 2014.

[11] Kraftpost-Kursbuch summer 1939, reprint, Ritzau KG, Pürgen 1982

[12] Official Kraftpostkursbuch for western Germany, winter timetable 1950/51, Posttechnisches Zentralamt, Darmstadt (ed.)

[13] 75 years of Dürener Kreisbahn, publisher: Dürener Kreisbahn, Düren 1983