Mönchengladbach – Stolberg railway line
The Mönchengladbach – Stolberg railway was built by the Bergisch-Märkische Eisenbahn-Gesellschaft and opened in sections between 1870 and 1875.
Scheduled traffic will take place today within the framework of the Euregiobahn -concept and operation of sidings on the south, as Eschweiler Valley Railway or Indetalbahn known section as well as regional trains between Moenchengladbach and Cologne operationally the on the Cologne-Mönchengladbach railway associated short section between Rheydt- Odenkirchen and Hochneukirch . Freight trains run sporadically between Mönchengladbach Hauptbahnhof and Rheydt-Geneicken. The northern sections from Hochneukirch to Frenz and Rheydt-Geneicken to Rheydt-Odenkirchen have been closed and for the most part dismantled.
Regional naming
The name (Inde-) Talbahn comes from the fact that the Inde used to find its way in the 800 meter wide Indemulde valley between Eschweiler- Röthgen and Dürener Straße in Eschweiler until the beginning of the 19th century. The river had several arms in the plain, which at the time had many moors and swamps . The southern arm ran roughly where the Talstraße (from 1883 to 1898 Bahnstraße) runs today, which was laid parallel to the railway line from 1872 to 1873 in an east-west direction and today marks the border between Eschweiler city center and Röthgen.
history
Emergence
On February 1, 1870, the Bergisch-Märkische Eisenbahn-Gesellschaft (BME) opened the first section of the line between Mönchengladbach and Odenkirchen .
The concession for the further construction and operation of the Hochneukirch , Jülich , Inden and Weisweiler line to Eschweiler-Aue with a total length of 48.77 kilometers was granted to the BME on September 23, 1870. This section of the line was then put into operation three years later on October 1, 1873.
Another section to Stolberg followed in 1875. The Stolberg BME station was only a few hundred meters south of the Stolberg RhE station on the Cologne – Aachen route of the Rheinische Eisenbahn-Gesellschaft , now Stolberg (Rhineland) main station .
At the end of the same year a connecting line to the Stolberg AIE station of the Aachen industrial railway was put into operation, but it was shut down again soon after the nationalization of the (nominally) private railway companies at the end of the 19th century.
Like the other railway lines in the region, the line between Mönchengladbach and Stolberg was subordinated to the Royal Railway Directorate to Cöln on the right bank of the Rhine (!) Of the Prussian State Railways (KED change on April 1, 1883), which then connected the individual lines. The connection line from the Stolberg RhE station, which was then still in Eschweiler area, to Eschweiler-Aue was opened on October 15, 1884.
The Prussian State Railways were also the first to introduce continuous passenger trains from Stolberg to Mönchengladbach . In 1920 the operation was transferred to the Deutsche Reichseisenbahnen . In 1935 the area of the Stolberg RhE station was divested from the city of Eschweiler to Stolberg.
post war period
After the occupation of the Rhineland by the Allies in World War II , operations were initially resumed in March 1945 on the Stolberg-Lamersdorf section, and shortly afterwards along the entire length of the route. In 1949, operations were transferred to the newly founded Deutsche Bundesbahn . In the 1950s, the Frenz station was put into operation for the freight traffic of the Weisweiler power plant . In the period that followed, the latter was to establish itself as the route's most important freight transport customer.
Until the cessation of business in the early 1970s were brown coal briquettes of Rheinbraun - briquette factory Weisweiler direction Stolberg transported. In freight were steam locomotives of the series 50 of the railway operation work Stolberg used to 1975th
From the 1950s, passenger train services were converted from steam trains to rail buses of the VT 95 and VT 98 series . In the last few years of operation, passenger train services were provided with series 515 battery-powered railcars .
Decline
In the course of individual motorization, the number of passengers fell sharply in the 1970s. With the use of rail buses , the former Federal Railroad shifted public passenger transport away from the railways and at the same time reduced operations on the route. Poor connections between the rail buses and train traffic - especially at Hochneukirch station - further demotivated potential passengers, so that from 1976 rail bus traffic on the Hochneukirch-Jülich section was gradually discontinued in the evenings, from Saturday noon, and on Sundays. In any case, in the medium term, the entire route was not given great prospects due to the impending interruption by the two opencast mines in Inden and Garzweiler.
Passenger traffic between Jülich and Hochneukirch was discontinued on June 1, 1980, the same happened to goods traffic between Ameln and Jülich on July 15, 1980, and goods traffic from Ameln to Hochneukirch was only stopped on June 1, 1984.
On May 31, 1981, the Eschweiler-Röhe and Eschweiler-Aue stations were closed, and on May 22, 1983, all passenger traffic on the remainder of the valley railway was suspended. Freight traffic between Frenz and Jülich also came to an end at the same time.
Due to the connection created in 1908 between Rheydt-Odenkirchen and Rheydt Hauptbahnhof , the 1870 line via Geneicken was sidelined by the already double-track, parallel railway line between Mönchengladbach Hauptbahnhof and Rheydt Hauptbahnhof . This section, which was also used by trains between Mönchengladbach and Cologne and was still electrified in 1968, was finally shut down and dismantled in May 1985 between Odenkirchen and Geneicken, and the overhead line on the remaining section was removed again. The former stations of this dismantled section of the route are now served by buses of the NVV . A hiking trail was built on the dismantled part of the route. The Geneicken station building was bought by the city of Mönchengladbach in 1988, housed a restaurant and lounges from 1996 to 2014 and has been used by an art academy since 2017.
Partial takeover
On November 1, 2000, the section from Stolberg to Frenz was taken over by the EVS Euregio Verkehrsschienennetz . Motivated by the Aachen Transport Association , the Stolberg (Rheinl) Hbf –Eschweiler-Weisweiler section was reactivated for local rail passenger transport on September 11, 2004 in order to better link the inner cities of Aachen, Eschweiler and Stolberg, the three largest cities in the urban region .
Today's operation
The route is currently used for freight traffic by trains for the Weisweiler power station. Furthermore, between Mönchengladbach main station and Rheydt-Geneicken, freight trains run sporadically to operate the siding of the company General Electric Grid GmbH (formerly Schorch) in Geneicken station, which transport heavy transformers. The Rheydt-Odenkirchen - Hochneukirch section is still regularly used by freight and regional trains between Cologne and Mönchengladbach. The Euregiobahn has been running between Stolberg Hauptbahnhof and Eschweiler-Weisweiler since 2004 , the route of which was extended beyond Weisweiler after the new line was completed.
Eschweiler-Weisweiler – Langerwehe railway line
The railway line Eschweiler-Weisweiler - Langerwehe is a 2.4 km long link that to the Eschweiler neighborhood Weisweiler lying Station Eschweiler-Weisweiler with that in the neighboring community Langerwehe lying station Langerwehe connects. It is owned by the infrastructure company EVS Euregio Verkehrsschienennetz and is operated by DB Regio as a section of the Euregio railway .
The Eschweiler-Weisweiler - Langerwehe line was built as a new line in order to extend the line that had previously ended in Eschweiler-Weisweiler to Langerwehe and beyond to Düren and thus to set up a connection between the Euregiobahn and the Jülich-Düren railway operated by Rurtalbahn GmbH planned and executed. The construction period lasted from June 2007 to June 2009, and the total cost was around 18 million euros.
For this purpose, a new, single-lane overpass was built over Bundesstraße 264 and a 285-meter-long, also single-lane underpass, which ends directly in front of Langerwehe train station, was built under Langerweh's Ulhaus arterial road . The official opening was on June 10, 2009, the commissioning on June 14, 2009.
This route and the associated second track for a train crossing made the Eschweiler-Weisweiler stop (again) a train station.
From June 14, 2009, the Euregiobahn operated from the Eschweiler valley station to Langerwehe; Since the timetable change in December 2009, an hourly train has been tied through to Düren .
The construction of the line will relieve the busy and parallel high-speed line between Cologne and Aachen .
Route description
Stolberg (Rhineland) main train station
The Stolberg main station is on the high-speed line Cologne – Aachen . Several routes met and meet here: in addition to the high-speed route and the Eschweiler valley railway, the Stolberger valley railway , the railway to Herzogenrath , the railway to Kohlscheid and the former railway to Münsterbusch .
Eschweiler-Aue station
Eschweiler-Aue station (km 55.7), which opened as a terminus on October 1, 1873, became a through station when the line to Stolberg was opened in 1875, is located in the Aue district of Eschweiler on Phönixstraße opposite the confluence with Auestraße. The station building of Eschweiler-Aue is still preserved today but is no longer used. Destruction in the Second World War and a fire a few years ago made major changes to the building. On May 31, 1981, the station was closed together with the Eschweiler-Röhe stop. Passenger traffic in Aue was stopped before the official end of passenger traffic on May 31, 1981. As part of the reactivation of the line for passenger traffic by the Euregiobahn, the station was to be reactivated as the Eschweiler-Aue stop on September 11, 2004. However, this was postponed due to a lack of funds despite citizen protests.
In the past, the steelworks and smelting works in Aue were connected from the Eschweiler Aue train station, as well as a recycling center for a scrap dealer. Even today, the ESW pipe works is served by two connections from the train station. The site and the track system have been marketed by EVS as a branch of the Euregio-Railport since 2019 . In the previous year, the freight yard was renovated and a loading zone was created. The line is crossed at about 55.2 km from the Aachen – Cologne line on a large three-arched bridge at the same time as the road and the Inde.
Eschweiler-Röhe stop
After crossing under the high-speed route Cologne – Aachen under the Dreibogenbrücke and crossing the Inde , the former Eschweiler-Röhe stop is passed. This was at the corner of Röher Straße / Odilienstraße and existed from May 18, 1952 to May 31, 1981. When the Eschweiler Talbahn was reactivated by the Euregiobahn in September 2004, the Eschweiler-Röhe stop was no longer set up, but instead the new one Eschweiler West stop 800 meters further east at kilometer 54.3.
Eschweiler West stop
On September 11, 2004, this completely newly established stop was opened at kilometer point 53.0 in order to develop the western parts of the city as part of the valley railway reactivation. It is located on Steinstraße near Odilienstraße / corner Steinstraße in Eschweiler-West , 700 meters from Eschweiler Central Station .
Eschweiler valley station / Raiffeisenplatz
Now the line reaches the most important intermediate stop next to Jülich station: the former Eschweiler Tal station , which was in the southern center of Eschweiler at the intersection of Bismarckstrasse and Rosenallee at route kilometer 52.4. In 1994, the Eschweiler valley station cultural center with bistro, cabaret and rooms for the art and history association was set up in the station building . The successor station without the station building, but with the new combined platform to the west of it , is the Euregiobahn stop Eschweiler Talbahnhof / Raiffeisenplatz, which was opened on September 11, 2004 as part of the reactivation of the SPNV. At the same time, the square in front of the valley station was renamed Raiffeisenplatz because the Raiffeisen-Bank Eschweiler played a major role in the financing. In June 2009, the breakpoint was converted back into a train station by installing switches and signals.
In the area of the Eschweiler valley station there was at times a small depot that supplied the locomotives used with operating resources. This was discontinued early on. The locomotive shed is still preserved today and is a listed building.
Eschweiler-Nothberg stop
After leaving the Eschweiler city center, you reach the Eschweiler- Nothberg stop, which was newly built in 2004 (initially called Nothberg Nord) at kilometer point 50.0. The station was created on the street In den Benden and consists of a one-sided stop with minimal equipment similar to a bus stop. This stop should not be confused with the Nothberg stop on the Cologne – Aachen high-speed line, which was opened on March 15, 1909. Since Nothberg was not incorporated into the city of Eschweiler until 1932, the DB stop is called Nothberg and not Eschweiler-Nothberg. The Nothberg stop on the Cologne – Aachen high-speed line has not been served since December 2009. The Eschweiler Tal Dalli junction is about 700 meters further. The name Dalli results from the Dalli works , whose high storage was connected by the junction.
Eschweiler-Weisweiler train station
The old Weisweiler train station was opened on October 1, 1873 at kilometer point 47.9. The station and the station building were on Hüchelner Strasse south of the Inde and therefore not far from today's Euregiobahn stop. The siding for the Weisweiler electrical works and the briquette factory branched off shortly after the station area. Furthermore, from Weisweiler connections existed for the lignite mine union Weisweiler and the lignite industry AG (BIAG). In mid-2005, the typical station building was demolished because of the newly built Bundesstraße 264 as a bypass . Below is the 11 September 2004 delayed two years as Euregiobahn breakpoint Eschweiler-Weisweiler reactivated station site Weisweiler . Shortly from Weisweiler train station, the new connecting line in the direction of Langerwehe has been branching off since summer 2009. Because of this connecting curve, the stop was converted back into a train station. It was first moved from the Lindenallee level crossing back in the direction of Nothberg and then received a second track, which is connected to the main track on both sides of the central platform via switches and enables trains to cross .
Junction Frenz (Inden)
The connection point Frenz (Inden) at route km 45.6 is the end of the route today. This was rebuilt and expanded in 1998. Today's track systems (5 tracks) are used to operate the Weisweiler power plant in freight traffic. The power plant is served via its own siding. The lime transports for the Weisweiler lignite power station are delivered at the junction.
In the meantime, rubbish also got to the waste incineration plant next to the power plant. However, after a brief trial run, these garbage transports were stopped. In 2004, further rubbish was temporarily transported. These came from the region around Naples after the garbage emergency broke out there. At km 45.8, the Frenz stop with a passenger platform was at the left end of today's buffer stops. This was operated in passenger traffic from 1914 and demolished in 1983 when it was closed.
Lamersdorf stop
On May 18, 1952, the Lucherberg stop (km 44.2) between the villages of Lucherberg and Lamersdorf (at that time the Jülich district ) near the Goltsteinkuppe was opened. In 1962 the name was changed to Lamersdorf. With the shutdown of passenger traffic between Stolberg and Jülich on May 28, 1983, this stop was no longer served. Today there is a parking lot on it. In this area, the former route is also overbuilt by the newly built settlements Inden and Altdorf, which had to give way to open-cast lignite mining.
Inden train station
The village, demolished in 2005 because of the Inden opencast mine , had a train station at the eastern end of the village. The station was on the street Am Bahnhof with the route kilometers 42.5, a side street of Bahnhofstrasse. The original station building (with goods shed) was completely destroyed in the Second World War. Inden then received a small corrugated iron hut to shelter. There was a siding from the Inden train station to the Inden paper mill. From 1927 to 1963 there was a possibility of transition to the route of the Düren railway to Düren .
After a long stretch without stopping at Altdorf, east parallel to the Inde , the stretch between Jülich-Kirchberg and Jülich-Altenburg crossed the Rur and reached the Jülich urban area.
Jülich station
Of all the railway stations in the region, Jülich had the largest with station category 3 in the 1960s and made up the 36.00 kilometer route for the railway line from Stolberg to Mönchengladbach. The passengers arrived on platform 3 before the demolition and continued their journey on platform 1. Until most of the lines were closed in the 1980s, Jülich was a railway junction, even if most of the lines were classified as secondary lines: until the 1980s, Jülich station had extensive facilities for passenger and freight traffic. It even had its own depot. Trains ran from Jülich in seven different directions. However, after all of the DB lines connected to Jülich, with the exception of the Düren line, were discontinued, the importance of Jülich declined massively.
Today the Rurtalbahn GmbH operates on two of these routes . It runs south on the Jülich – Düren railway line and north on the former Jülich – Dalheim line to Linnich . The stretch of the former Jülich Kreisbahn still exists, but is no longer used. All other railway lines have now been dismantled in the Jülich region:
- Mönchengladbach – Stolberg railway line
- Aachen North – Jülich railway line
As a substitute, there are several bus lines that connect Jülich with the surrounding villages and towns. There is also a connection to Aachen with the SB11 bus line as a long-term replacement for the Aachen North – Jülich railway line . The station building is now used as a cultural station (Cuba) for cinema, music and cabaret events.
The station still has sidings to the former Jülich repair shop, now owned by the Bundeswehr , and to the Jülich sugar factory . This connection was removed in the 1980s during the great demolition, as beet deliveries could be made cheaper by tractor and truck. The connection was only re-established in 2005 to supply the sugar factory's own coal-fired power station. The old storage shed opposite the sugar factory, which was used by the EAKJ until the end, was demolished.
Welldorf train station
The former route can still be recognized in Jülich by a path that branches off from Finkenweg and on the path between Brunnenstraße and Stetternicher Straße. The route then ran between Welldorf and Güsten . In 1890 Welldorf was connected to the railway line with a stop (km 29.9), and in 1892 a station was built in place of the stop and the track system was expanded. Directly after the intersection with Güstener Straße was the train station, which was opposite the agricultural trade that still exists today. Until the 1970s, the station had three tracks. In 1975 the roof structure of the reception building burned out. In 1980 rail traffic was discontinued. The Bahngasse in Welldorf reminds of this to this day. The station building had to be demolished because it was in disrepair. At this point there is a single-family house today.
Ameln train station
The next train station was in Ameln , a district of Titz since 1972 . The station was in the northern part of the village on Bahnstrasse at route kilometer 22.8 and existed from 1881 to July 14, 1980. After the closure, the station building was demolished. Although Ameln is smaller than Titz, the Ameln train station gained greater importance due to the former local sugar factory and the branch in the direction of Bedburg. From 1898 there was a transition to the line to Bedburg at Ameln station. This was initially developed as a narrow-gauge railway, then from 1912 as a regular-gauge railway line. This railway, which was closed at the beginning of the sixties, was popularly known as the Amelner Johännsche.
Titz stop
Since the railway line passed east of the town of Titz at a considerable distance, the Titz stop was at the extreme northeast end on Landstrasse 241 (km 22.8) in the direction of Jackerath . There was a small station building with an attached storage shed in Titz station. Although Titz is significantly larger than Ameln , Titz only had an insignificant stopping point. However, this consisted of two platforms, which are now overgrown to the north and south of the road in the area. Both of them had their corrugated iron huts as shelters until 2002.
Immerath railway station
This station was outside of the actual village of Immerath (since 1972 to Erkelenz) in fairly close proximity to the village of Jackerath at kilometer point 19.3. Immerath was only given a train station at the mill and the local border with Jackerath in 1897 . The station building of the station that was closed in 1980 is now privately owned. On the track side of the station, remains of the platform edge can still be seen under plenty of bushes. A few meters after the line has left the station, it crosses under Landesstrasse 277. The station is threatened with demolition due to the Garzweiler opencast mine in the near future.
Otzenrath station
The next train station was Otzenrath (today in Jüchen ) at kilometer 16.6. It was located at the south-eastern exit of the town on Bahnstrasse in the immediate vicinity of the federal motorway 44 . Shunting systems were at Pesch . In contrast to the neighboring villages, old Otzenrath was shaped by industry. On October 1, 1873 Otzenrath received a train station. The line, nationalized in 1882, was in operation until it was closed on June 1, 1980. The Otzenrath station building was preserved until 2006 and was, however, used for private business. A small storage house, which apparently dates from the time the station was built, was also preserved until the demolition. On the back of the station building, the platform could still be seen, as well as the lanterns customary for the platform lighting. The track area was, however, densely overgrown with bushes. The entire village of Otzenrath including the train station was demolished in 2006 because of the Garzweiler opencast mine .
Hochneukirch station
In 1873, Hochneukirch (at that time still Neukirchen, today to Jüchen ) was given a rail link on the eastern edge of the village, which further stimulated the emerging textile industry. The train station (at kilometer 11.8) is connected to the town center by Bahnhofstrasse. Here the Mönchengladbach – Stolberg railway met with the Rheydt – Cologne-Ehrenfeld railway , which then extended together on the route to the Rheydt-Odenkirchen station.
The reception building is still preserved today and has contained the Hf signal box since 1964. This signal box was given up when the ESTW technology was introduced in 2007. The central platform is equipped with a bus shelter and a ticket machine. To the south of the reception building, the former goods shed is still preserved today. In 1967 the bridge had to be raised by 60 centimeters and lined because the line was electrified with overhead lines. The old railway bridge was demolished in 1988 and replaced by a new reinforced concrete bridge. On May 30, 1980, passenger traffic on the line to Stolberg was stopped and the tracks on the line to Jülich were dismantled. In 1987 goods traffic followed. The station field is now a parking lot.
Rheydt-Odenkirchen train station
The station was opened under the name Odenkirchen in 1870 at route kilometer 6.9 and renamed Rheydt-Odenkirchen after Odenkirchen was incorporated into the city of Rheydt. After Rheydt was incorporated into the city of Mönchengladbach in 1975, the station kept this name. Since October 11, 2004, the wooden roof construction on platform 2 and the underpass between platforms 1 and 2 have been under monument protection. Since 1908 there has been a single-track connection to Rheydt Hauptbahnhof , which is now part of the Rheydt – Cologne-Ehrenfeld line .
Rheydt-Mülfort station
The Rheydt-Mülfort station was near Steinstrasse at kilometer 5.14 and was built in 1870 together with a station building. He owned a goods shed, two through tracks and a pull-out track with a buffer stop. Passenger traffic was discontinued on January 31, 1985, and the line between Rheydt-Geneicken and Rheydt-Odenkirchen was dismantled.
Rheydt-Geneicken station
The station Rheydt-Geneicken is a railway station in Mönchengladbach District Bonnenbroich-Geneicken. The station on the Mönchengladbach - Stolberg line was opened in 1870 and closed again in 1985 for passenger traffic. Since then it has been used exclusively for freight traffic. The former station building and the former dispatcher - interlocking stand as monument under monument protection . The station had two mechanical signal boxes and a reception building.
In the following years, traffic between Rheydt-Odenkirchen and Mönchengladbach Hbf increasingly shifted to the parallel connection along the Rheydt - Cologne-Ehrenfeld and Aachen - Mönchengladbach routes . On January 31, 1985, the Deutsche Bundesbahn stopped freight traffic between Rheydt-Geneicken and Rheydt-Odenkirchen as well as passenger traffic between Mönchengladbach Hbf and Rheydt-Odenkirchen, and the line between Geneicken and Odenkirchen was dismantled the following year. The remaining part of the route is used by GE Grid GmbH for transformer transport.
The reception building dates from 1899. In the lower area there were the service rooms as well as the waiting rooms and a train station restaurant . The upper floor served as living space for the station master. After the partial closure of the line, the station building was without function, only the northern head of the station remained in operation. In the early 1990s, a private investor bought and opened a restaurant.
Mönchengladbach main station
The Mönchengladbach main station was at the 1851 Duisburg-Ruhrort-Mönchengladbach railway in the former city Gladbach in the former district Gladbach opened. In 1852 the connection to Rheydt followed as the first section of the Aachen – Mönchengladbach railway and the line to Oberkassel (today's Mönchengladbach – Düsseldorf railway ). After the line to Odenkirchen was opened in 1870, a connection line to Neuwerk, which has since been closed and dismantled, followed in 1909 to connect the Krefeld – Rheydt line .
The town and train station were renamed M. Gladbach in 1888 , and the train station has been officially called the Hauptbahnhof ( main station ) since 1927 . After the city was renamed Mönchengladbach in 1960, the station was given its current name in 1962/63. Mönchengladbach Hauptbahnhof used to have its own depot , and there was also an extensive freight yard. Only a few remains of both systems are left today.
After an eight-year interruption, the station has been a scheduled long-distance stop again since 2009.
literature
- Eisenbahn-Amateur-Klub Jülich eV (Ed.): Jülich, the old railway city . 2nd Edition. Jülich 1986.
- Hans Schweers, Henning Wall: Railways around Aachen. 150 years of the international route Cologne - Aachen - Antwerp. Schweers and Wall, Aachen 1993, ISBN 3-921679-91-5 .
- Bernd Franco Hoffmann: Disused railway lines in the Rhineland. Sutton-Verlag, Erfurt 2014, ISBN 978-3-95400-396-9 .
- Bernd Franco Hoffmann: The Bergisch-Märkische Eisenbahn. Through the valleys of Wupper, Ruhr and Volme ; Sutton-Verlag, Erfurt, 2015, ISBN 978-3954005802
Web links
- Description of route 2571 in the NRWbahnarchiv by André Joost
- Railways in the Aachen-Düren-Heinsberg region
- Stefan von der Ruhren: Course book route 482.2 Stolberg - Weisweiler - Langerwehe (ex KBS 448) . In: Railways in Aachen and the Euregio Meuse-Rhine
- Along the Inde from Stolberg to Jülich between 1979 and 1988
Individual evidence
- ↑ To assign the new route number 2575
- ↑ DB Netze - Infrastructure Register
- ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
- ^ Marie-Luise Herrmann, Adam Elsen: Eschweiler after the occupation by American troops. In: Series of publications by the Eschweiler history association. No. 15, 1994, ISSN 0724-7745 , p. 11.
- ↑ Move to the KUNST-BAHNHOF. In: KUNSTAKADEMIE Mönchengladbach. August 11, 2017. Retrieved May 28, 2018 .
- ↑ Stefan by stirring: timetable distance 482.2 Stolberg - Weisweiler - Langerwehe (ex KBS 448) . In: Railways in Aachen and the Euregio Meuse-Rhine . Retrieved November 12, 2019.
- ↑ Information and pictures about the tunnels on route 2575 on eisenbahn-tunnelportale.de by Lothar Brill Tunnel Ulhaus , March 20, 2012.
- ↑ History of evs on: evs-online.com , February 20 2011th
- ↑ Langerwehe-Weisweiler route on: gessen.de , 16 Aug 2010.
- ↑ page on the Bedburg – Ameln route
- ^ Odenkirchen platform roofing in the Mönchengladbach monument list , accessed on October 18, 2016
