Siegburg – Olpe railway line

Siegburg / Bonn – Olpe
Route number (DB) :	2657
Course book section (DB) :	459
Route length:	73.6 km
Gauge :	1435 mm ( standard gauge )
Route class :	D4
Top speed:	80 km / h
Dual track :	Üst Dieringhausen West - GM-Dieringhausen
Legend from Cologne 0.0 Siegburg / Bonn (until 2002 Siegburg) 60 m after victories Siegburger Mühlengraben 1.2 Siegburg Siegwerk ( Anst ) 2.1 Siegburg Nord (until 1910 Driesch) 3.1 Siegburg Sparks (Wicking) (Anst) Bundesstrasse 56 Federal motorway 3 6.1 Lohmar Walterscheid (institute) 6.9 Lohmar 9.3 Donrath 11.2 Kreuznaaf (makeshift after World War II) 13.7 Voting 15.9 Bachermühle from Cologne 20.4 Overath 94 m 24.6 Overath- Vilkerath (reactivation planned) Agger 27.1 Ehreshoven Agger 29.3 Loop 32.3 Engelskirchen 124 m Agger 37.3 Ründeroth 150 m 38.0 Ründeroth Dörrenberg (Anst) Wiehl from Waldbröl 39.7 Osberghausen (old) 40.2 Osberghausen ( Awanst , formerly Bf) Agger 42.4 Brunohl Üst Dieringhausen West 180 m new route from 1920 Dieringhausen (from 1893 Bw , until 1920 also Bf) new route from 1920 45.1 Gummersbach-Dieringhausen   (1920–2018 Dieringhausen) 180 m Strombach Bundesstrasse 56 valley bridge Aggertal to Hagen 45.9 Vollmerhausen 46.3 Vollmerhausen (Bz Cologne) / Kaserne (Anst) 47.2 Vollmerhausen Baldus (Anst) Agger 48.5 Niederseßmar (until 1893 Gummersbach) new route from 1920, old route (right):   Gummersbacher Kleinbahnen Agger Agger 50.5 Rebbelroth 51.6 The punch new route from 1920, old route (right):   Gummersbacher Kleinbahnen Agger 52.7 Oberderschlag 52.8 Derschlag Kaußen (Wahlefeld) (Anst) 53.6 Derschlag Delta (Anst) 54.8 Bergneustadt 58.3 Wiedenest (until 1907 Bruchhausen) Awanst 60.0 Pernze Wegeringhausen Tunnel (724 m) 63.8 Hützemert 65.8 Drolshagen 68.9 Oaks (formerly Bf) from Attendorn 73.6 Olpe (formerly Bf) 312 m to Freudenberg

The Siegburg – Olpe line (also: Aggertalbahn ) is a single-track , non-electrified branch line in North Rhine-Westphalia . As part of the Oberbergische Bahn (RB 25) line between Cologne and Lüdenscheid , only the Overath - Dieringhausen section is still in operation today . The sections from Siegburg to Overath and from Dieringhausen to Olpe have been closed.

The route is named after the river Agger , which it follows over large parts and which it crosses several times.

meaning

In the years of its existence, the line developed into a secret main line , despite its status as a branch line , which is also favored by its central location in the railway network in the Oberbergisches Land . Christoph Marschner from the Oberbergische Eisenbahnen working group writes: “While it was only a branch line with its Cologne branch from the mid-1980s with very lively passenger traffic, for a long time it was the secret main line that continued in Dieringhausen in the directions to Olpe and Hagen and opened up an extensive network of branch lines. "

Like the other routes in the region, it was primarily used as a means of transport for local industry (especially the textile and metal industries ). In contrast to the Wiehl Valley Railway , for example, it was not primarily the quarry economy that was decisive for the construction, but the route served those companies as a feeder for the railways that branched off. From the beginning, passenger traffic only played a secondary role.

Contrary to the fears of the critics, the route was initially very profitable: the route from Siegburg to Derschlag was even the most profitable branch route between Cologne and Cassel (then spelling) when the continuation to Bergneustadt , which opened in 1896, was still being planned. Figures from 1892/1893 attest to around 21,000 marks per kilometer. For comparison: the Wissertalbahn between Wissen (Sieg) and Morsbach earned only 6,800 marks per kilometer.

The following standard gauge branch lines branched off from the Aggertalbahn:

• the Cologne-Kalk-Overath railway line as a direct connection from the Oberbergischer Kreis to Cologne
• the Wiehltalbahn in Osberghausen
• the Volmetalbahn in Dieringhausen
• the Gummersbacher Kleinbahnen tram and freight train in Niederseßmar and Derschlag
• the Finnentrop – Freudenberg railway in Olpe

In addition, there was a loading point for the narrow-gauge Leppetalbahn to Marienheide and a very small narrow-gauge railway in Drolshagen in Engelskirchen until the 1950s .

In addition, at the time of the two world wars and the occupation of the Ruhr, the line, together with the Wiehl Valley Railway, was historically important as a diversion route for coal trains and other important transports and in the 1970s as an excursion train .

Until the 1970s, there were many sidings to industrial companies such as Delta in Derschlag or Dörrenberg Edelstahl in Ründeroth .

Most of the time, the route of the train on the now closed Siegburg - Overath section was only of local importance. With the opening of the connection to the Cologne-Mülheim – Lindlar railway line and the Cologne-Mülheim train station , the trains were tied through from there, later from Cologne main station to Dieringhausen or even to Hagen . On the original overall Siegburg – Olpe route, such a train route only lasted as planned until the Second World War .

On the section between Dieringhausen and Olpe there were also mostly only local passenger trains. The express trains briefly included in the timetable were an exception, and they also ran beyond that. This was also one of the reasons for the discontinuation of passenger transport: For example, due to the lack of connections from Olpe, one usually had to inconveniently change trains in the district of Dieringhausen, which is far from the center, if one wanted to drive from Bergneustadt to Gummersbach. Here, as a locational advantage, there was no curve from Gummersbach to additionally connect the branch towards Olpe, which meant that shunting maneuvers for connecting the trains from the east to Gummersbach would not have been necessary.

history

Planning phase and construction

Title of the commemorative publication for the opening ceremony of the Bergneustadt - Olpe section

The first considerations about a railway construction by the Oberbergischer Kreis, documented in writing, date back to 1861. At that time, manufacturers came together to form a committee that planned a railway connection between Cologne and Kassel . It was originally intended to be a main line. However, this project did not materialize because of the Bergisch-Märkische Eisenbahn, which preferred a more northerly route via Hagen, and the financing - this main line should have cost 30 million gold marks . For comparison: the section from Bergneustadt to Olpe was calculated at 3,367,000 marks in the building permit.

The planners actually preferred a direct connection to Cologne rather than Siegburg. At that time, however, there was a military area in Cologne that was in the way of the route. Other plans envisaged the inclusion of the Aggertalbahn in a connection from the direction of Siegburg to the Ruhr area. However, these plans were discarded after the intervention of Cologne industrialists.

The Aggertalbahn was the first major railway line to enter the Oberbergischer Kreis . Some sides did not consider it to be profitable before construction, so it only came about after long discussions and political pressure. The critics came mainly from the Cologne area because of the connection to Siegburg, as well as from the ranks of the Bergisch-Märkische Eisenbahn-Gesellschaft , which preferred a route to the north. The interim railway minister Albert von Maybach , among others, was responsible for the political pressure , next to Hermann von Budde the most influential person in the region in railway construction.

The first rail connections in the region were finally built in Bruges in 1874, in Olpe in 1875 and in Wipperfürth in 1877. The connections there were too far for the people and profitable freight traffic from the Oberbergischer Kreis.

For cost reasons, the line was built as a branch line. In most places it was sparingly right next to the road, right through the towns. This was to become a problem at the beginning of the 20th century. Further evidence of the thrift are the Ründeroth and Derschlag train stations. Their station buildings were previously in Recklinghausen and Recklinghausen Süd. Since their size was no longer sufficient there, they were dismantled and rebuilt on the Aggertalbahn. For the Derschlag train station there is also a different indication of the origin of the reception building. A plan for the train station from 1885 said: "to move from (Gelsenkirchen-) Horst to Derschlag".

Completion by the end of the First World War

Public announcement for the opening ceremony of the Bergneustadt – Olpe section

On October 15, 1884, the first train left Siegburg station on the recently completed route to Ründeroth. Initially, only four pairs of passenger trains ran. Protests, especially by local industrialists, meant that the route to Bergneustadt was extended. The line was placed under the Frankfurt Railway Directorate in 1895, but changed almost completely (from km 0.7) to the Elberfeld Royal Railway Directorate in 1897 .

1893 in Dieringhausen to was the station Gummersbach branching Volmetal railway built at the same time in Niedersessmar preferred first railway station in Gummersbach Niedersessmar renamed. In 1897 the Wiehltalbahn branching off in Osberghausen in the direction of Waldbröl was completed, which made the Osberghausen station an additional train formation station.

The last step was to close the gap to Olpe, which was approved in 1898. In order to avoid the watershed in the Dörspetal , a difference in altitude had to be overcome. The nearby Wegeringhausen tunnel, also known as the Hützemerter tunnel, was built for this purpose. The construction was accompanied by problems and increased in price to almost double the planned amount; the completion took place on February 11, 1903. This newly built section was especially important for the villages between Bergneustadt and Olpe. These were previously only inadequately connected to the surroundings via poorly developed roads and paths and so far did not even have a telegraph on site. Therefore, despite the long connections to Siegburg and Cologne of several hours, the population celebrated the completion with a great public announcement and participation. When the extension to Olpe was completed, from 1903 five pairs of passenger trains ran between Siegburg and Olpe and four more between Siegburg and Bergneustadt.

The first passenger train from Olpe to Siegburg at Bruchhausen / Wiedenest station, 1903

When the section between Overath and Cologne, which is still used today, was completed in 1910, continuous connections from Siegburg to Oberbergische were discontinued. This had negative economic effects for Siegburg because customers now took the shorter, more direct route to Cologne. The travel time from the Bergisches Land to Cologne was shortened by one and a half hours by eliminating the detour via Siegburg, which is why the old Siegburg – Overath route became less important.

In the area between Osberghausen and Derschlag, the track was moved to the slope in many places from 1910 to 1914, as there had been many fatal traffic accidents and complaints about noise pollution in the previous years. Between Niederseßmar and Derschlag, the former track was then used for the tram and freight route of the low-speed Gummersbacher Kleinbahnen . The old track between Vollmerhausen and Niederseßmar was completely removed.

In 1913 the line to Eckenhagen was to be extended. The approval for this 6.9 kilometer long branch line dates back to March 1914, but the outbreak of the First World War prevented construction. Likewise, considerations from the 1920s to continue the Gummersbacher Kleinbahnen to Eckenhagen failed.

Weimar Republic until the end of World War II

The high reparations payments of the Versailles Treaty led to the lack of rolling stock and the thinning of the timetables. More serious was the Ruhr crisis in 1923, when the French occupied the Ruhr area and the coal trains that were important for the infrastructure had to be diverted. The Aggertalbahn towards Olpe, together with the Wiehltalbahn and Wissertalbahn and the connection through the Volmetalbahn, became one of the most important routes in the young Weimar Republic for a few months . The sparingly built superstructure was damaged by the large numbers of heavy trains that rolled on the route to the east. It took some time to repair this damage.

In 1927 direct connections to Cologne Central Station were created. However, the Volmetal connection to the north was preferred to the one to Olpe. There were express trains to the north from 1931, including a short-term connection from Wuppertal via the Wippertalbahn and Volmetalbahn to the Aggertalbahn to Olpe.

With the construction of the Aggertalsperre there was a high number of commuters from outside workers who switched to the Gummersbacher Kleinbahnen tram to the Genkel estuary behind Dümmlinghausen in Derschlag. To transport these workers to Derschlag, a specially set up pair of trains was driven, which drove from Cologne to Derschlag on Mondays and back again on Saturdays.

During the Second World War, mobile artillery existed on the route in Hützemert because the east-west connection again played an important role as a diversion route. From 1943 onwards there were repeated air raids by the Royal Air Force of the British and the United States Army Air Forces of the Americans on the Oberbergischer Kreis . Because of the stationed artillery, the station and the depot in Dieringhausen were hit hard by one of a total of fifteen massive bombing attacks towards the end of the war. Among other things, the western half of the large reception building and the eastern half of the locomotive shed and the turntable were destroyed. Part of the shed was never rebuilt. The diversion traffic continued for some time due to damage further west caused by German troops following Hitler's scorched earth policy. Among other things, the Hoffnungsthaler Tunnel was destroyed by German troops. All trains had to run via Siegburg again.

Reopening until closure Lohmar - Overath

With the reopening of the Hoffnungsthaler Tunnel on May 14, 1949 the end came for some trains between Siegburg and Overath, there were now only local connections. From 1949 all passenger trains went to Cologne Central Station. The Wuppertal Federal Railway Directorate informed the municipalities from 1950 about the intended closure of the western section, which took place after the timetable became scarce in 1954 and was initially limited to two years. In 1956 there was again passenger traffic due to road construction work.

The steaming train between Siegburg and Overath was affectionately known as the Luhmer Grietche . At the beginning of the 1950s, the era of steam trains ended on the line. Instead of the previous steam trains, Uerdingen rail buses were then used. However, it was reported that these rail buses were often overcrowded, especially in school traffic in Bergneustadt. In addition, connections from the Olpe-Dieringhausen section to Cologne were canceled. The changeover times in Dieringhausen were getting longer and led to the fact that many passengers preferred buses. The railway itself also increasingly relied on railway buses , which, however, did not supplement the railway's timetable and instead ran with better timetables in competition with the railway. There was once again an upturn in passenger traffic with the construction of the Biggetalsperre and the subsequent excursion traffic with specially deployed tourist trains.

The first savings, such as the closure of individual operations, followed. The connection to the Gummersbacher Kleinbahnen in Derschlag, which was closed in 1953, was removed in the same year. The tasks of the maintenance-intensive steam locomotives were gradually replaced by diesel locomotives in freight transport.

Hopes of resumption of passenger traffic between Siegburg and Overath were finally dashed in 1959 with the closure permit. In 1960 the shutdown procedure for freight traffic between Lohmar and Overath ran, which was completed in 1962. The line between Lohmar and Overath was demolished in the same year. The remaining part of the route between Siegburg and Lohmar changed to the responsibility of the Cologne Federal Railway Directorate.

Until the shutdown of passenger traffic between Dieringhausen and Olpe

At that time there was a hedge cable train connection on weekdays. A class V 100 diesel locomotive brought the train from Cologne via Dieringhausen - Olpe and on via Meschede to Paderborn. The population called this train because of the two cathedrals and cardinals at the endpoints Dom-Express or Kardinalsexpress . Despite good connections and connections to other routes, this train quickly disappeared from the timetables and only ran from May 27, 1963 to May 30, 1965. For one timetable period there were two other express train connections, one from Cologne to Holzminden , the other from Cologne to Kreiensen . One reason for the temporary existence of these connections was the planned shutdown of passenger traffic on the Finnentrop – Wennemen railway, which was connected to the Finnentrop – Freudenberg railway , in 1966.

The triggers for the decline in passenger and freight traffic in the eastern section were:

• The Deutsche Bundesbahn made systematic savings, the train offer was thinned out further, while at the same time the transfer times in Dieringhausen were extended.
• The federal motorway 4 was built in the 1970s. Before that, Cologne-Olper Chaussee (B 55) was the only suitable traffic route for individual traffic .

Other train stations have been closed, tracks have been removed and the staff further reduced. The cessation of general cargo traffic on June 1, 1976 also contributed to the decline of the line. The transport policy in the region Obernberg changed further to the detriment of rail. The bus connections have been improved, while other stations on the railway line have been closed and converted into unoccupied stops.

The complete dissolution of the Wuppertal Federal Railway Directorate led to the allocation of the line to the areas of responsibility of the Cologne and Essen Federal Railway Directorates at the turn of the year 1974/75. The Cologne directorate cut two thirds of the passenger traffic connections on the Dieringhausen - Olpe section. In 1976, a large station festival was celebrated at Bergneustadt station, where vehicles from outside the route were driven up like an electric locomotive. Only a year later there were no more locomotive hauled trains. The rail buses had taken over all passenger traffic.

In the 1979/1980 winter timetable, only one pair of passenger trains drove daily between Dieringhausen and Olpe. In the timetable it was noted that the suspension of passenger traffic must be expected at any time. Facts followed quickly: On December 28, 1979, the Deutsche Bundesbahn stopped passenger transport despite protests from the population and local politics. The last trip was that of a regular rail bus unit, to which a second unit was added as a farewell trip at the instigation of the local railway official and politician Christoph Marschner. In a letter dated December 29, 1979, Bergneustädter politicians stated that freight traffic and the infrastructure should continue to exist for a possible resumption of passenger traffic. However, this attitude changed. A few years later, local politics, together with local companies in cooperation with the Chamber of Commerce and Industry, even opposed the railway. The big exception was the company ISE , which initially campaigned for the railways and only changed its position when the situation for the route became significantly worse.

The last few years - freight transport and special trains

The Federal Railroad stopped freight traffic between Bergneustadt and Wiedenest in 1985. In 1988 a dam slide caused by improper construction work behind Wiedenest on May 27, 1989, also in freight traffic from Bergneustadt to Drolshagen. A repair of the damage prevented the disinterest of the Federal Railroad despite the existing insurance and justified claims for damages. Instead, the management closed the section.

The line between Siegburg and Lohmar was closed in 1989

In 1985, an investigation by the Deutsche Bundesbahn revealed that the remaining western route from Siegwerk to Lohmar could still be operated economically. That is why DM 900,000 was invested in track construction work in the Lohmar area and in 1986 in the forest section near Lohmar. One of the rare special passenger trains ran in 1986. In 1988 there were rumors of closure because the management's investments were too high. The decommissioning procedure was initiated in 1989.

In the 1980s and 1990s there were on the way to Olpe some special trips, including a former came repeatedly TEA - Multiple Unit of the class VT 11.5 commissioned by the BFS People's Railway for use, as well as some rides the railway enthusiasts from Dieringhausen . In 1993 the line came into the media again when the penultimate special train derailed in Derschlag. The damaged track was closed and also no longer repaired. The last special train ever was an unusual combination of vehicles on August 27, 1993, a "transport policy" special trip. It was organized by the working group for the rescue of the railway, the Verkehrsclub Deutschland (VCD) and Pro Bahn .

In 1991, goods traffic between Drolshagen and Eichen was discontinued, and between Eichen and Olpe in 1993, too. On May 13, 1994, a class 290 diesel locomotive drove the last freight car from Bergneustadt to Dieringhausen. Until 1997, freight trains only ran between Dieringhausen and Niederseßmar, the remaining stretch was blocked by a track block. In 1997 this remaining traffic was also terminated and the entire section was shut down.

Since the complete closure between Dieringhausen and Olpe

In December 2012, the remaining track in Siegburg at the foot of the Michaelsberg has not yet been dismantled

Even after the Siegburg Siegwerk - Lohmar section was closed in 1997, various groups tried to reactivate it. An offer by the Rhein-Sieg-Eisenbahn to resume passenger and freight train traffic between Siegburg and Lohmar was a long discussion . The project met with strong resistance from the Siegburg city administration; the eleven level crossings in the Siegburg area were cited as the main obstacle.

An extension of line 66 of the SSB with two-system vehicles based on the Karlsruhe model was also discussed . The city of Siegburg ended this possibility with the opening of the underground city station under the Siegburg / Bonn station , as some railway lines were laid underground.

The city viaduct in Drolshagen was demolished in 2008

A clear cut of the section between Drolshagen and Eichen in 2005/2006 was used for a last special trolley trip, after which the tracks there were demolished. At the end of November 2008, the striking city viaduct in Drolshagen, which has shaped the townscape for decades, was demolished.

Until 2016, the Siegburg / Bonn - Siegburg Siegwerk section was still regularly used by freight trains; a decommissioning process has been in progress since 2018. A reactivation of the Siegburg - Lohmar section is currently not planned. The route has not yet been redesigned.

Expansion between Overath and Dieringhausen

In the course of the reallocation of the Cologne diesel network in December 2013, the interim trains that had previously ended in Overath were extended to Engelskirchen on weekdays, so that there is a half-hourly service between Cologne and Engelskirchen. In the years that followed, the stations in Overath and Engelskirchen were modernized and made accessible.

In September 2017, the Oberbergische Bahn Alliance was founded to promote the expansion of the infrastructure used by the RB 25. The neighboring communities and districts as well as the Rhineland Local Transport Association and Deutsche Bahn are represented in it.

In 2018 the Dieringhausen train station was modernized. The western entrance to the station was expanded to double tracks so that in future all trains can stop in Ründeroth every half hour. The retaining wall along the route in this area was also repaired and the Agger crossing to the east of Osberghausen was renewed.

future

Overath - Dieringhausen section

The results of a feasibility study on the electrification and optimization of the Oberbergische Bahn should be available in autumn 2019 ^{[out of date]} .

In January and February 2019, an operational test will be carried out to determine the schedule stability when an additional stop is set up in Overath-Vilkerath. For this purpose, the trains make an hourly operating stop on the open route during this period. After evaluating the results, a decision should be made about setting up the additional stop. Independently of this, a crossing point will be set up in Ehreshoven to increase operational stability. This is intended to halve the single-track block section between Overath and Engelskirchen, which is 12 kilometers long today, and increase operational stability in the event of irregularities. The route section is fully used by the now regular half-hourly operation, so that longer delays lead to train cancellations or to the transfer of delays to other trains.

Section Siegburg - Lohmar

The track that used to run through the city center of Siegburg has been dismantled in the area between Zeithstraße in the east and Waldstraße in the north of the city and replaced by a cycle path. From still operating siding Siegwerk in Siegburg until the beginning of the bike path at the Zeithstraße and on parts of the route in the forest north of Siegburg are track remains (as of June 2013).

In January 2018 it was announced that the Siegwerk siding, which has not been used since 2016, is to be abandoned and the 900 meter long line to the station is to be closed. After the closure, a cycle path will also be built on this last remaining section of the Aggertalbahn.

A cycle path to Lohmar was also laid from Waldstraße, which was opened on October 18, 2013. The section from Kleiberg to Zeithstraße was opened on March 28, 2014.

In November 2009, the remaining rails along federal highway 484 in the southern inner city area of Lohmar were also removed.

Section Lohmar - Overath

A reactivation of the Lohmar - Overath section is no longer possible since the route was deedicated and the section-wise development that has now taken place.

Today Lohmar is only connected to the (Aggertal-) Bahn via the stop in the Honrath district .

Section Dieringhausen - Olpe

The constant use of the main road between Dieringhausen and Bergneustadt is evidence of the high volume of traffic. Various studies showed a high passenger potential before the deedication. The Oberbergische Eisenbahnen working group comes to the conclusion: “With a concept that took into account both freight traffic and scheduled bus traffic in the shuttle service, the line had a more than realistic chance of being operated with a very low deficit. With various, nationwide available subsidies, traffic could have been made possible that would not have cost the neighboring municipalities. [...] Other regions, in which far fewer people live than in the area of ​​the Agger, Dörspe and Rosetals, have shown the way. "

In 2001, a profitability study was carried out which certified that the Dieringhausen-Bergneustadt section could be reactivated with a reasonable cost-benefit ratio as part of a connection from Bergneustadt to Wiehl.

The DB Regio NRW had expressed the millennium interest to want to resolve the talent multiple units on the Dieringhausener station the many down times, these multiple units should commute to a stop in Bergneustadt to these ideas. The further maintenance of this route and a possible new passenger traffic were simply no longer politically wanted from the 1990s, since the municipalities were relying on the expansion of industrial companies in Gummersbach and Bergneustadt at the expense of the route. Politicians and industry mentioned above all the wishes of ISE and AS Création to expand their company premises in Bergneustadt and Derschlag. In the course of the global economic crisis in 2008, nothing came of these plans until 2013, but the route was nevertheless removed at least in Bergneustadt and in 2013 in part in Derschlag.

There is therefore no realistic future as a rail route for the Dieringhausen – Olpe section. The exemption order for this section has been available since September 2008 . In addition, the route was deleted from the regional plan of the state of North Rhine-Westphalia with the announcement of March 12, 2008. The announcing regional council of the administrative district of Cologne wrote: “By removing this route from the public transport requirement plan, the state parliament of North Rhine-Westphalia has made it clear that the state no longer has any interest in maintaining this rail route. A deletion of this railway line from the regional plan should serve the planning security of the municipalities in the urban development. "

For some sections of this section, public plans for a cycle path have existed since 2009. This has already been partially completed and leads through the Wegeringhausen tunnel, which has already been rebuilt. In the hands of the municipalities, the route is to be retained as a cycle path, but not in full length, as parts of the route are already built over or are still to be built over. This only partial maintenance of the route has been criticized. The district association of the Greens demanded that one should keep the possibility of a future reactivation.

Most of the cycle path was completed in 2015.

Track condition

Siegburg - Overath

The Siegburg / Bonn - Siegburg Siegwerk section was occasionally used by freight trains until December 31, 2015 until the Siegwerk Druckfarben AG & Co. KGaA connection . Since then, the siding has been closed. The rest of the route from Siegburg to Lohmar was or will be converted into a cycle path . On the stretch between Siegburg and Lohmar leading through a wooded area, the tracks are mostly still there, but they are now overgrown by trees and bushes. The places along the route are now served by bus route 557 from Siegburg train station to Overath train station as permanent rail replacement service in a route similar to the old railway line.

Overath - Dieringhausen

In recent years, the line has been closed several times for construction work, during which, according to Deutsche Bahn, some tracks were replaced. The entire section is now single-track and is controlled from Duisburg. Until the end of 2013 there were still two signal boxes in Engelskirchen that were required for the crossings of the trains. These were given up when the timetable changed in December 2013. The shape signals were replaced by light signals ( Ks signals ), and the Engelskirchen train station was also connected to Duisburg. Since then, there are no longer any railway staff on the entire route.

Dieringhausen - Olpe

at the Alpestraße level crossing in December 2012

Level crossing Alpestraße after dismantling the tracks in 2013

Today the junction has been expanded at both ends, in Olpe since 1998, in Dieringhausen since 2003. The track towards Vollmerhausen is only in the upper area. The level crossing at Friedrichstal was tarred in 2003. The line between Vollmerhausen and Niederseßmar was cut open before the tracks were removed. In Niederseßmar the route is interrupted by commercial buildings. The level crossing after Derschlag station on Alpestraße has lost its signage and in March 2013 also the tracks towards the station and at the end of 2013 the remaining tracks towards Oberderschlag. Up until February 2013, this was one of the few places where the route still looked as if it could be reactivated relatively easily. At the end of 2014, the remaining track in the road subgrade was finally torn out and the transition then tarred over. In addition, years before, in the course of construction work on a road to the local substation, the track between a piece east of Alpestrasse, over the level crossing over Eckenhagener Strasse to the former Oberderschlag stop.

Alpestrasse, looking towards Oberderschlag, on the right the switching building of the barrier system

In the city center of Bergneustadt, the tracks were removed after the turn of the millennium. After the former Wiedenest train station, the tracks were removed after the landslide in the late 1980s. From there to Olpe, most of the tracks are no longer there today.

Local public transport today is operated by bus route 301 between Niederseßmar and Olpe. The route is almost identical, as the main road on which the bus route runs almost always runs alongside or near the old route in this area. This explains why, with the exception of Oberderschlag, many bus stops are located next to the old train station / stop location. There is no longer a direct connection to Dieringhausen.

Operating points

Siegburg / Bonn train station, 2009

Siegburg / Bonn train station

→ Main article : Siegburg / Bonn train station

The station is on the Sieg line from Cologne to Siegen and was opened in 1859 as Siegburg station. The Aggertalbahn branched off here since 1884. The Siegburger Bahn , which is now operated as a tram, also runs from here. In 2000 the old station building was demolished and the entire site was rebuilt. The new station was intended as an ICE connection for the city of Bonn on the new high-speed line Cologne – Rhine / Main and was therefore given the name Siegburg / Bonn in 2002, and was completed in 2004.

Junction Siegburg Siegwerk

→ Main article : Siegwerk (Siegburg)

There is an in-house freight station on the site, which is connected to the Siegburg / Bonn station via the remainder of the western Aggertal Railway from the Rhein-Sieg Railway .

Siegburg Nord train station

This station was opened in 1884 and was called Driesch until 1910 .

The station building has been a listed building since October 29, 1984. The current owner carried out construction work in 2009 that restored the building to perfect condition and is planning to use it as a restaurant with outdoor catering.

The city of Siegburg writes about this monument: “It is a 1-storey, plastered, elongated station building of the so-called Aggertalbahn, which was built between 1884 and 1906. A wide gable house with a slate gable triangle is built towards the railroad track. The eaves and the roof are covered with old German cover. The facade is structured by plastered wall templates, arched windows and towards the street by a polygonal building closure. On the south-west side, a broad middle section is preferred, which also has a sloped gable triangle. A modern winter garden is located on this long side. To the north-west there is a single-storey extension with a slated gable roof. It is a building with classical design elements. It is also important as it is one of the few remaining station buildings on the disused Aggertalbahn line. The platform belongs to the registered train station. The shape of the plot, reaching as far as the railroad tracks (today's footpath and bike path), corresponds to the historical layout. […] The building temporarily also contained a train station restaurant, was a storage room and was converted into a residential building in the early 1980s, in which cultural events (poetry readings, exhibitions, etc.) were held. This usage still exists today. "

Lohmar train station

The Lohmar train station was opened in 1884 and served not only the city center but also the forest section, as an application to set up a stop there was rejected. The station was closed in 1960. Nothing can be seen of him today. The old freight yard was demolished in 2007 together with the adjacent, then vacant industrial park .

Donrath station

This station was opened in 1884 and mainly served the larger Donrath district, which was more of a village when it was built and only grew with the railway line. The station was no longer served from 1962 and was demolished in 1971.

Wahlscheid train station

Like the other stations between Siegburg and Overath, the station was opened in 1884. At the beginning of 1945 Allied bombers hit an ammunition train in the station. The station was also badly devastated during this attack. After the repairs, Wahlscheid station was unmanned in 1954 and closed in 1960. The reception building is still standing.

Overath Station (2007)

Overath train station

→ Main article : Overath train station

The station was opened in 1884. Overath has been vacant since 2003. The Overather reception building was renovated in 2008 and serves as a cultural station. In addition to a facility of the Verkehrsverbund Rhein-Sieg (VRS), the building also houses a newly opened restaurant and rooms for social and cultural events. Overather station only has three tracks, all freight tracks have been dismantled. Today the trains of the Oberbergische Bahn cross in the station.

Vilkerath stop

Vilkerath, like most of the other operating sites, was repeatedly targeted by bombings during World War II. The Vilkerath volunteer fire brigade wrote: “In the spring of 1945, a passenger train across from the so-called Herkenrathshäuschen was shot at. There was one dead and one injured. […] Also in the spring an ammunition train was set on fire in Klef, later a freight train at Obervilkerath which was loaded with medicines, among other things. ”On October 2nd, 1960, the Vilkerath stop, which was then only rarely used, was closed.

The city of Overath has plans to reactivate the Vilkerath stop due to the changed structure of the location. Alternatively, in a location study by the city of Engelskirchen, an intermunicipal stop was planned in Ehreshoven, where there used to be a train station. As an argument it was mentioned that Ehreshoven is easily accessible from the Overather district of Vilkerath as well as from the Engelskirchen district of Loope. This compromise attempt failed, however, as the Kölnische Rundschau reported on March 19, 2010. Now Engelskirchen is campaigning for a stop in Loope. According to a report from the end of 2013, after negotiations between the mayors of Overath and Engelskirchen, experts were commissioned to find a location. You are in favor of a stop in Vilkerath in almost all criteria.

Ehreshoven station

→ Main article : Ehreshoven train station

The station was opened in 1884. During the Second World War, Ehreshoven was repeatedly the target of Allied bombings. During a bombing raid, an ammunition train in the train station and the nearby Ehreshoven Castle were devastated. The station building was also badly damaged. The Loope fire brigade wrote: “In the last years of the war, an ammunition train standing in Ehreshoven station was bombed. The cartridges flew around for half the day. Meadows and fields were littered with it. There were also two wagons with medicines attached to the train. When these caught fire, a foul-smelling, yellowish cloud spread. Later it also burned in the station building. ”The fire brigade wrote about a later deployment:“ The little gatekeeper's house at the level crossing was swept away […] It was too risky to drive over the bridge. Therefore, the injured were carried over the railway bridge and from there they were driven to the Engelskirchen hospital in about eight tours. "

On October 2, 1960, the station was downgraded to a stop. In 1980 the stopping point was completely abandoned due to a lack of capacity. The reception building is still standing and is privately owned.

Breakpoint loop

On October 2, 1960, the halt was given up because of its proximity to Ehreshoven and Engelskirchen. Since the villages have grown significantly since the old stations were closed, there are reactivation plans for Loope as well as for Vilkerath and Ehreshoven. An online petition has also been launched for the Loope train station.

Engelskirchen station (2007)

Engelskirchen train station

→ Main article : Engelskirchen train station

The station was opened in 1884 and received a wooden reception building, which is atypical for the area. The working group Oberbergische Eisenbahngeschichte suspects a similar story due to the buildings of the Ründeroth and Derschlag stations from Recklinghausen. Here there was also the handover to the narrow-gauge Leppetalbahn. In March 1945, not only was the station destroyed in a bombing raid. But it hit him especially because a long train with 50 cars filled with ammunition was hit directly. The subsequent explosion devastated the station and the station building was destroyed. It was rebuilt after the war.

Today the station only has the through track and one siding. the freight tracks were dismantled after the abandonment of freight traffic in 1997. Until 2013, the station was the only place on the line where form signals were still in operation. In 2013 and 2014 these were removed and the station was equipped with a new platform and new signaling technology.

Ründeroth station (2007)

Ründeroth station

This station was the end of the line from 1884 until the opening of the section to Derschlag in 1887. From October 15, 1884, there was a locomotive station in Ründeroth. Up until now, there were hardly any rail connections further east, and the resulting high volume of goods was not expected. In order to counteract the overload, the facilities were expanded. In the 1980s, the station was rebuilt and received a new platform. The previous loading track was removed. As at other train stations, the freight tracks have been removed here. The station building is now a listed building.

Osberghausen station

This station was opened in 1887 and was called Wiehlbrück until 1897. After a major expansion with significantly more tracks, the station was renamed when the Wiehl Valley Railway opened. At times there was an apprentice workshop of the Dieringhausen depot. In March 1945 the station was badly damaged in a bomb attack. After the closure of passenger traffic on the Wiehl Valley Railway, the station lost its previous importance as a transfer station. The dispatcher interlocking was demolished in 1985, at the same time the station was unoccupied. The smaller signal box is still standing and privately owned. Since May 23, 1982, no passenger trains stopped here until the Wiehl Valley Railway in 1997 built a new platform that was only used by itself, somewhat apart from the location of the former Federal Railway platforms. The train station is now an alternative junction and now consists of only two tracks and the track of the Wiehl Valley Railway. Some of the other tracks have been removed, the others are containers from a company located here. The engine shed from the old workshop is still there and is owned by this company.

Brunohl stop

In 1929, the Osberghausen - Dieringhausen section was expanded to two tracks. Brunohl became the only stop with two platforms in the region. From October 2, 1960, no trains stopped here. The platforms still exist, but are very overgrown.

Vehicles in the Dieringhausen Railway Museum

Dieringhausen depot

→ Main article : Dieringhausen Railway Museum

From 1884 there was a locomotive station in Ründeroth. It was replaced by the railway depot on October 1, 1893, when the Volmetalbahn went into operation when the construction was continued in the direction of Gummersbach . This was the only railway depot in the region and made Dieringhausen a railway junction. In 1982, the Dieringhausen depot was closed and one year later, railway enthusiasts turned it into a railway museum, which still exists today. The depot is a listed building.

Dieringhausen station (2007)

Gummersbach-Dieringhausen train station

→ Main article : Gummersbach-Dieringhausen train station

The first train station was opened in 1887. The newer station has been the largest in the region since it was built and was also the most important until the late 1970s. The station was not only the terminus of many railway lines , but also a stop for express trains . In Dieringhausen, the trains of the Oberbergische Bahn from Cologne cross with those from Marienheide. The station has been unmanned since 2003. Both the station building of the first station next to the depot and the newer and larger station building are under monument protection. Until the end of 2018 it was called Dieringhausen .

Vollmerhausen valley stop

With the extension of the line to Derschlag, this breakpoint was built in 1887. In October 1914, in the course of the track relocation work, the breakpoint got its own building, which mainly served the Vollmerhausen junction next door. In 1924, like the Vollmerhausen Berg stop next to the Volmetalbahn, it was given up. The reason for this was insufficient capacity utilization due to the short distance of 900 meters from the newly built Dieringhausen station, which is further east than before.

Junction Vollmerhausen (Bz Köln) / Vollmerhausen-Kaserne

There was a loading point here for goods of all kinds and general cargo . The extension of the loading track led to the location of the Air Force Supply Regiment 8 of the German Armed Forces , which moved into the former factory premises after the closure of the Krawinkel textile factory and used the siding primarily for loading vehicles. Today there is an industrial park here.

Junction Vollmerhausen-Baldus

There was a loading point for the Baldus company in the Friedrichsthal district, the connection had two tracks. The company was liquidated in 1990 .

Niederseßmar railway station (2010)

Niederseßmar train station

In 1887 the first train station with the name Gummersbach was opened in Niederseßmar . It was renamed Niederseßmar in 1893 with the opening of the Volmetalbahn from Dieringhausen to Bruges. Since then, the inner city train station on the Volmetalbahn has been the Gummersbach station. The station served primarily as a transfer point for the Gummersbacher Kleinbahnen and a transport point for a local slaughterhouse, which was important at the time, next to the station.

From 1973 the station was unmanned. The goods shed burned down on September 24, 1974. When the railway gave up all traffic to Bergneustadt in 1994, freight traffic with tank wagons for a photo laboratory located here still took place here until December 31, 1996.

The platforms had been torn down years earlier. At the point where the loading tracks used to be, there are now commercial enterprises. The quarry stone entrance building is a listed building and still has its old name plaque. On the date of inclusion in the list of monuments, two different dates are given in the list of monuments: January 7, 1986 and September 1, 1986. There have been no tracks here since 2013.

Rebbelroth stop

The breakpoint was created at the request of the manufacturer Bubenzer and opened on December 20, 1895. The construction plans of the service building were used again at the Röspe stop on the Altenhundem – Birkelbach railway line . The Rebbelrother halt was given up as early as 1921 because it was not conveniently located outside the town center, where it only had advantages for one company. The Gummersbacher Kleinbahnen took over the passenger traffic of the Rebbelroth residents. Soon after, the platform was also removed. The service building of the stop is still standing today and is privately owned. In contrast to the station buildings on the line in the Gummersbach urban area, the building is not a listed building.

Derschlag railway station (2010)

Derschlag railway station

→ Main article : Derschlag railway station

The station was opened in 1887. In Derschlag there were two train stations until the 1950s, the second train station on the site of today's bus station and Schützenplatz was part of the Gummersbacher Kleinbahnen , nothing to be seen of it. The station building of the state train station still exists and is a listed building, and most of the tracks were still there until February 2013.

Oberderschlag stop

Since the Derschlag train station was in the western half of the town and the way to Bergneustadt was very long, this stop was built in 1896. He served the western part of Bergneustadt. The breakpoint largely disappeared after 2004 as part of construction work for a road to a substation .

Junction Derschlag-Kaußen

This junction was established from 1930, initially with the name Derschlag-Wahlefeld. For this connection the stations Derschlag and Bergneustadt each received an exit signal to the lock trips to secure.

Bergneustadt train station

Bergneustadt train station

From the opening in 1896 there was a small locomotive station for two locomotives, as well as a signal box, a post office and a goods shed. The station had eight tracks, 10 points and a water tower with two cranes. Despite protests from the city of Bergneustadt, the railway management relocated the locomotive station when the Bergneustadt - Olpe gap was opened to Olpe. In 1912 the station was given a generous extension for goods handling . In 1930 the station was generously expanded to meet the increased requirements. The station building was redesigned between August 1937 and August 1938 and expanded with a signal box extension, platform 1 was roofed.

After the closure of passenger traffic in 1979, the ticket office was operated until September 24, 1988. The station building had been empty since it was shut down from Niederseßmar to Bergneustadt in 1994 and fell into disrepair. It was last owned by ISE and was demolished at the end of 2008.

Wiedenest station

→ Main article : Wiedenest train station

With the opening of the section from Bergneustadt to Olpe, the population celebrated the opening of this station in 1903. During the Second World War, the news office from Cologne was temporarily relocated here in order to protect it from bomb attacks in the hard-hit metropolis. The works fire brigade of the Reichsbahn repair shop in Opladen, which is quite a distance away, was also temporarily stationed here. The Wiedenest station was nevertheless damaged by air raids, although not as badly as the Olpe and Dieringhausen stations.

From 1947 onwards, the connection for the Schriever & Hähner company was located at the eastern exit. In 1973 the Federal Railroad withdrew its staff, and the ailing station building was then burned down in a controlled manner as part of an official fire brigade exercise. Today you can still find the concrete buffer stop of the loading track as well as the house and the trackless central platform.

Pernze stop

The stop was only opened in 1905, two years after the opening of the section, because the residents protested about the long way to Wiedenest and Hützemert. Tickets were sold in an adjoining house in the agency . The bus shelter is still there.

Hützemert station (2010)

Hützemert station

The station was the first of the line on Westphalian territory and was opened in 1903. It initially had four tracks. At the beginning of the Second World War, the station received a signal box extension. In 1965 the Hützemert station was converted into a stop. The platform lamps and the waiting building are still there, as is the name board on the reception building and a remnant of track with a freight car. The freight wagon was delivered to the owner of the building on the last trip from Olpe. The station building in Hützemert was added to the city's list of monuments on February 17, 2008 as the last remaining station building in the Drolshagen area. The Westphalian Office for the Preservation of Monuments wrote: “The small Hützemert station building (rear annex not part of the monument), which is largely identical to the demolished Eichen station, is a good example of the architecture of smaller station buildings thanks to its very careful and attractive design currently shortly after the turn of the century. In connection with the goods shed, it is the last remaining station building in the Drolshagen city area and documents the former cargo handling on this railway line and the goods handling at the stations of the Drolshagener Land. "After a lengthy renovation of the building by volunteers and the bringing in of further vehicles (a locomotive and two wagons) from the Dieringhausen Railway Museum , the site will serve as a new cultural village center with gastronomy from the beginning of September 2014. The bike path that was created on the route is part of the concept.

Drolshagen train station

From the opening in 1903, the station initially had four tracks. From 1910 to the 1930s, a field railway called Stupperbahn operated by Jungjohann & Siebel from their Stupperhof quarry to the station was operated here. From 1920 to the 1980s, there was also the reloading facility for the narrow-gauge railway from Meyer + Teubner, remains of which can still be seen. The station was an unoccupied stop from 1976. The station building was demolished in 1986, despite the fact that it was listed at the time, and a warehouse has been located there ever since. The track field has since been overturned.

Oak train station

Like Hützemert and Drolshagen, the station also initially had four tracks from its opening in 1903. It was closed in 1957 as the first train station and converted into a stop. The station building has not been standing since the late 1960s. A tank gas storage facility that was no longer in existence was served here until 1995. The tracks and the goods shed have also been removed. However, the platforms are still there.

Train in Olpe Station (2010)

Olpe station building (street side)

Stop at Olpe

The station was opened in 1875. Originally the Meinerzhagen – Krummenerl railway was also supposed to lead here, but the extension was no longer built.

The station was a junction between the still existing and the disused part of the Finnentrop – Freudenberg railway and the adjoining Asdorftalbahn and the Aggertalbahn. There was also a depot in Olpe, but it was of purely local importance. Most of the tasks were performed by the depot in Dieringhausen. With the advent of rail buses in the 1950s, the Olpe depot became meaningless and dissolved.

In September 1944 the station was bombed by fighter pilots, and a fuel train exploded. The station building, the station office, the goods shed and two locomotives were badly damaged in further attacks.

Since the closure of Dieringhausen to Olpe and Olpe to Freudenberg , the station is only a stopping point and at the same time the end of the Finnentrop – Freudenberg railway line. The station has been unoccupied since 2002. Due to a lack of maintenance and a lack of investment, the breakpoint has now also fallen into disrepair.

Vehicle use

Locomotives and railcars

Typical P8, here the P8 2455 in Aachen, which was temporarily stationed in Dieringhausen

First the vehicles of the Bergisch-Märkische Eisenbahn-Gesellschaft and the Cologne-Mindener Eisenbahn-Gesellschaft drove on the route . Class T 3 and Class T 7 locomotives were used around 1890 . From 1900 machines of the type T 9.3 , type T 12 and type T 8 came on the line, which remained until 1920.

Only the T 9.3, which was sufficient for the route between Siegburg and Overath, and the T 12 remained in service afterwards. The other machines were replaced by the types T 16.1 , G 10 (freight trains) and P 8 (passenger trains) .

During the occupation of the Ruhr, heavy machines of the G 8 series were also used.

Class 86 and 50 locomotives were launched during World War II . Many of the trains diverted here during the war were hauled by other series that were not common here, such as the 50 ÜK without bell .

After the Second World War, locomotives of the 38.10–40 , 56.20–29 , 57.10–35 and 74.4–13 series were common. The route from Siegburg to Overath was driven by class 93.5 locomotives from the Bensberg depot . In addition, the DR small locomotive, performance group II (Köf II), was used at many stations along the line from 1940 .

Class VT 36.5 railcars were only used briefly as express trains. In 1952 the Federal Railroad replaced the 74 series with the 86 series and in 1959 the 56 series with the 50 series.

As on other branch lines, many passenger train services previously provided by steam locomotives were gradually replaced by the Uerdingen rail buses of the VT 98/798 and VT 95/795 series in the 1950s . These were cheaper to maintain and operate and supposedly better suited to the utilization of the route.

One of the last steam locomotives on the line was the 50 022 , which did its service in front of passenger trains from 1967 to 1968. The Dieringhausen depot was her last home; she was retired on December 11, 1968.

From 1969 there were only rare steam locomotives. The route between Dieringhausen and Olpe was no longer approved for steam locomotives because the fire protection strips on both sides of the route were no longer maintained. The Dieringhausen depot became a pure diesel depot, mainly with class 211 (V100.10) locomotives and the widespread red rail buses. In addition, locomotives of the class 212 (V100.20) and class 215 came from the depot in Cologne- Nippes just before the City-Bahn era . Other locomotives like those of the DB class 218 also rarely ran .

The 55.25–56 and 50 series were last used between Siegburg and Lohmar until 1972, followed by the 211, 260, 290 and Köf II series.

Freight traffic was now carried out by class 211, 212 locomotives and, from 1992 to 1997, class 290 locomotives .

For the City-Bahn project on the line from Cologne to Meinerzhagen on the Volmetalbahn , ten locomotives of the 218 series of the Hagen depot were repainted in pure orange (RAL 2004) with a pebble gray belly band to match the n-wagons repainted in pop colors and with these Push-pull trains used in regular service. These train sets represent a special feature in the history of the railway, as they were only used here and then from 1992 onwards in S-Bahn advance operation on the S 12 between Cologne and Au (Sieg) .

From 1999 to June 2014, only diesel-electric multiple units of the DB class 644 in double or triple traction drove on the route in regular operation . These have been withdrawn since 2014 and replaced by diesel railcars from the Alstom Coradia LINT 54 and 81 series. In addition, the railcar and the special trains of the Wiehl Valley Railway are sporadic.

Passenger cars

From the 1920s onwards, the so-called blunderbusses were mainly used on the route .

Later, many conversion cars were also used, for example cars of the type B3yg and luggage cars of the type BD3yg. In addition, two-axle baggage cars of the type Di and Pwi were in use.

From the 1960s onwards, in addition to the rail buses, the n-type cars with type BDnf control cars, mostly attached behind a class 211 locomotive, were most frequently on the line. For example, the Hedge cable trains of the Cardinal Express consisted of a class V 100 locomotive and at least three such wagons, also known as silver coins . When the line from Dieringhausen and Olpe was already closed for passenger traffic, these wagons were still in use on the entire route until the introduction of the city railway. Then they were converted and repainted for use as a city train on the Cologne-Gummersbacher route .

Freight wagons

The most common sight on the route were the G 10 boxcars .

For many years, the so-called Leig units drove in general cargo express transport , either as a uniform Pullman train or in a passenger or freight train, until general cargo traffic in the Oberbergischer Kreis was discontinued.

Baggage cars with the designation Dm 903 were occasionally lined up with the City-Bahn.

In the Dieringhausen Railway Museum there is a baggage car with a passenger compartment called Pwgs 41, which was previously used between Dieringhausen and Olpe.

Service vehicles

In winter, a climatic snow plow was often used along the entire route .

From the end of the 1930s, a type Pw 4ü Pr 04 express train baggage car was used as an auxiliary train car , together with a boxcar , both painted in the same color as the passenger cars. Both cars were replaced at the end of the 1950s by a standard auxiliary towing equipment car, which arose from an MDi makeshift baggage car.

Accidents

• 1928: A train from Olpe drove into Eichen, the last three passenger cars derailed in the station entrance. The last car overturned. One was killed and five injured.
• Mid-1930s: A class 74 (788) and a class 57 (1761) steam locomotive collided sideways at a switch in Dieringhausen station ( flanking ) and pushed each other off the tracks.
• 1942: In Drolshagen, a freight car got out of control while shunting and rolled down the slope towards Olpe. The wagon was led onto the shed track in oak and smashed there.
• December 1943: The two steam locomotives of the passenger train coming from Dieringhausen with class 86 and the freight train coming from Olpe with class 74 collided between Drolshagen and Eichen. The reason was human error, the freight train would have had to wait for the train to cross in Eichen. One of the stokers lost his life.
• During the Second World War: A locomotive drove over the sand track - a guard rail to prevent cars from rolling away in the direction of Olpe when shunting - and fell from the track down the embankment.
• 1950: The steam locomotive 86 712 derailed in Niederseßmar due to an incorrectly set switch at the station exit towards Derschlag and landed in the side ditch.
• 1955: A class 86 steam locomotive with a freight car crashed between Overath and Bachermühle and fell completely on its side next to the route.
• May 31, 1993: The penultimate special passenger train, which was on the section between Dieringhausen and Olpe, ran as part of the Spring Festival of the Railway Museum for shuttle trips to Bergneustadt and back with a locomotive at both ends. The locomotive attached to the mountain derailed in Derschlag on track 2 at the western level crossing with the wagon hanging directly behind it and ended up tilted in the gravel next to the track. There were only minor injuries and property damage. After the accident, track 2 was no longer repaired until it was closed and remained closed; instead, until the closure of freight traffic between Niederseßmar and Bergneustadt in 1994, track 1 was used as a through track.

literature

• Bernd Franco Hoffmann: Disused railway lines in the Rhineland . Sutton-Verlag, Erfurt 2014, ISBN 978-3-95400-396-9 .
• Bernd Franco Hoffmann: Disused railway lines in the Bergisches Land . Sutton-Verlag, Erfurt 2013, ISBN 978-3-95400-147-7 .
• Bernd Franco Hoffmann: The Bergisch-Märkische Eisenbahn. Through the valleys of Wupper, Ruhr and Volme . Sutton-Verlag, Erfurt 2015, ISBN 978-3-95400-580-2 .
• Alfried Fischer, Klaus Strack, Michael Kusblick (Red.): The Aggertalbahn Siegburg - Lohmar - Overath . Ed .: Railway Club Rhein-Sieg. Siegburg 1988.
• Axel Johanßen: From the embankment to the parking lot. Railway impressions yesterday and today from the Rhineland . Galunder Verlag, Nümbrecht 2007, ISBN 978-3-89909-080-2 .
• Herbert Kaufmann: 675 years of the city of Bergneustadt - 80 years of the train station. 1896-1976 . Festschrift. Bergneustadt 1976.
• Sascha Koch, Horst Kowalski and others: Railways in Oberberg and the history of the Dieringhausen depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 .
• Sascha Koch: Dieringhausen - Bergneustadt - Olpe: Chronicle of a railway line between the Rhineland and Westphalia . Galunder Verlag, Nümbrecht 2003, ISBN 3-89909-019-5 (traffic history between Ruhr and Sieg 3).
• Gerhard Peter Hänsel: Step by step . The railways in the Sülztal and Aggertal. A regional historical investigation. In: History association for the community of Rösrath and the surrounding area (ed.): Series of publications of the history association Rösrath eV Volume 15 . Rösrath 1986 ( ISBN 3-922413-21-3 ).

Web links

Commons : Siegburg – Olpe railway line  - collection of images, videos and audio files

• Description of route 2657 (Siegburg - Olpe) in the NRWbahnarchiv by André Joost
• The railways in Oberbergischen
• Luhmer Grietche (Aggertalbahn)
• Pictures of the route Dieringhausen - Olpe
• vrsinfo “vareo”: Premiere for future-oriented vehicle generation in Cologne's diesel network . Accessed on January 17, 2014.
• DB Bahn: vareo. The new train for the region. Accessed January 17, 2014.
• A video ride between Dieringhausen and Olpe in 1979 shortly before passenger traffic ceased

Individual evidence

1. ↑ Andreas Arnold: The schedule for the renovation has been set - starting in summer. In: Kölner Stadt-Anzeiger . January 31, 2018, accessed June 17, 2018 . 
2. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 10 .
3. ↑ ^{a b} Sascha Koch, Horst Kowalski and others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 11 f .
4. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 77 .
5. ↑ ^{a b} Sascha Koch, Horst Kowalski and others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 84 f .
6. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 21 .
7. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 23 ff .
8. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 6th ff .
9. ↑ ^{a b} Sascha Koch, Horst Kowalski and others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 78 .
10. ↑ ^{a b} Sascha Koch, Horst Kowalski and others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 11 .
11. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 8 .
12. ^ NRWbahnarchiv: Ründeroth operations center and Derschlag operations center , accessed on March 14, 2010.
13. ↑ Georg Elben: Fee-paying reception - development of a rural region by rail . In: Landschaftsverband Rheinland, Rheinisches Industriemuseum, Engelskirchen branch (ed.): Sheds & Schlote - industrial buildings in the Aggertal . Writings of the Rheinisches Industriemuseum. tape 6 . Rheinland-Verlag and Habelt, Pulheim and Bonn 1992, ISBN 3-7927-1287-3 , pp. 96 ff .
14. ↑ https://eisenbahn-tunnelportale.de/lb/inhalt/tunnelportale/2657-wegeringhausen.html Pictures of the construction
15. ^ Sascha Koch: Dieringhausen - Bergneustadt - Olpe: Chronicle of a railway line between the Rhineland and Westphalia . Galunder Verlag, Nümbrecht 2003, ISBN 3-89909-019-5 , p. 20 .
16. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 77-80 .
17. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 80 .
18. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 13 f .
19. ↑ ^{a b} Sascha Koch, Horst Kowalski and others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 81 .
20. ^ ^{A b} Sascha Koch: Dieringhausen - Bergneustadt - Olpe: Chronicle of a railway line between the Rhineland and Westphalia . Galunder Verlag, Nümbrecht 2003, ISBN 3-89909-019-5 , p. 33 .
21. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 84 .
22. ^ Sascha Koch: Dieringhausen - Bergneustadt - Olpe: Chronicle of a railway line between the Rhineland and Westphalia . Galunder Verlag, Nümbrecht 2003, ISBN 3-89909-019-5 , p. 27 .
23. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 18 .
24. ^ ^{A b} Sascha Koch: Dieringhausen - Bergneustadt - Olpe: Chronicle of a railway line between the Rhineland and Westphalia . Galunder Verlag, Nümbrecht 2003, ISBN 3-89909-019-5 , p. 41 .
25. ^ ^{A b} Sascha Koch: Dieringhausen - Bergneustadt - Olpe: Chronicle of a railway line between the Rhineland and Westphalia . Galunder Verlag, Nümbrecht 2003, ISBN 3-89909-019-5 , p. 47 .
26. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 269 f .
27. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 86-89 .
28. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 889 .
29. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 23-25 .
30. ^ Siegfried Helser: Wie et earlier woe - Wahlscheid, Honrath, Neuhonrath . tape II , 1994, p. 40 ff .
31. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 91 .
32. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 89 f .
33. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 24 .
34. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 29 .
35. ↑ ^{a b} Sascha Koch, Horst Kowalski and others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 96 .
36. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 31 .
37. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 98 .
38. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 97 f .
39. ↑ Christoph Marschner: 1896–1976: 80 years Bergneustadt station. In: kursbucharchiv.de. Retrieved March 14, 2010 . 
40. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 99 .
41. ↑ Christoph Marschner: Last timetable Dieringhausen - Olpe. (PDF; 37 kB) In: kursbucharchiv.de. Retrieved February 28, 2010 . 
42. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 100 f .
43. ↑ ^{a b} Sascha Koch, Horst Kowalski and others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 104 .
44. ^ Picture from the dam slide in Wiedenest in 1988. Oberbergische Eisenbahngeschichte working group, accessed on March 14, 2010 . 
45. ↑ ^{a b} Sascha Koch, Horst Kowalski and others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 103 .
46. ↑ Review - how it all began ... Rhein-Sieg Railway Club, accessed on March 21, 2010 . 
47. ↑ From Biggestrand to Aggertal in: Lok Magazin 5/2018, p. 63.
48. ↑ Axel Johanßen: Pictures of a TEE special train at the Oberderschlag stop and level crossing. Turntable Online, accessed March 16, 2010 . 
49. ↑ ^{a b c} Sascha Koch, Horst Kowalski and others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 102 .
50. ↑ ^{a b} Axel Johanßen: comparison “before / after” - or: end of a Whitsun trip (m5). Turntable Online, accessed March 16, 2010 . 
51. ↑ Uwe Busch: With the NE 81 through the Oberbergisches Land (m18B). Turntable Online, accessed March 16, 2010 . 
52. ^ Martin Krauss: Development of the Railway Infrastructure 1997/98 . In: Bahn-Report . No. 2/1999 , February 1999, p. 6 .
53. ↑ The future of the route. Rhein-Sieg Railway Club, accessed on March 21, 2010 . 
54. ↑ Christoph Kämper: The Luhmer Grietche. February 18, 2014, accessed January 11, 2018 . 
55. ^ Farewell to the train in Drolshagen I. Pictures of the cut and a trolley ride near Eichen. In: pro-schiene.de. Retrieved March 18, 2009 . 
56. ↑ Video farewell trips-Drolshagen and Eichen. on YouTube, accessed March 23, 2009.
57. ^ Railway bridge Drolshagen , pictures from the demolition October – December 2008 on flickr.com, accessed on March 18, 2009.
58. ↑ Dominik Pieper: Deutsche Bahn closes the line in Siegburg. In: General-Anzeiger Bonn. January 10, 2018, accessed August 2, 2018 . 
59. ^ NRW: Alliance Oberbergische Bahn founded. In: Eurailpress. DVV Media Group , September 6, 2017, accessed on February 13, 2018 . 
60. ↑ Stefan Hennigfeld: NVR starts RB25 feasibility study. In: Zughalt.de. November 2, 2018. Retrieved November 4, 2018 . 
61. ↑ 15th meeting of the main committee of the Rhineland local transport association, Item 10.9 Operational trial for the planned Overath-Vilkerath stop, November 9, 2018
62. ↑ Dominik Pieper: Deutsche Bahn closes the line in Siegburg. In: General-Anzeiger Bonn. January 10, 2018, accessed January 11, 2018 . 
63. ↑ The railway line between Lohmar and Siegburg is to become a cycle path. Bonner General-Anzeiger, October 1, 2018, accessed on October 1, 2018 . 
64. ↑ Cycle free! City of Siegburg, March 31, 2014, accessed April 1, 2014 . 
65. ↑ Report on reactivation of the Wiehl Valley Railway and Bergneustadt - Dieringhausen (PDF; 254 KiB)
66. ↑ gruene-bergneustadt.de  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.  
67. ↑ Green light for expansion plans from AS Creation in Gummersbach. The Federal Railway Authority issues an exemption order for the former rail route. In: Oberberg-Aktuell. September 10, 2008, accessed November 13, 2009 . 
68. ^ Regional plan for the Cologne administrative region, sub-section Cologne region. (PDF; 185 kB) 14. Change of plan Status: March 2008: Deletion of railways. (No longer available online.) Cologne District Government, archived from the original on August 15, 2011 ; Retrieved March 15, 2010 . 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.  
69. ^ Leif Schmittgen: The railway line must be preserved. In: Oberberg-Aktuell. June 25, 2009, accessed March 15, 2010 . 
70. ^ The tunnel project (Agger-Bigge-Runde). Drolshagen Marketing, accessed May 20, 2012 . 
71. ↑ Inauguration of the tunnel. (No longer available online.) Hützemert village association, archived from the original on February 22, 2014 ; accessed on January 11, 2018 . 
72. ↑ Green against overbuilding of disused railway line. Local associations and the district board see possible reactivation for local transport in danger. In: Oberberg Aktuell. February 11, 2010, accessed March 15, 2010 . 
73. ↑ ksta.de
74. ↑ general-anzeiger-bonn.de
75. ↑ Christoph Kämper: The Luhmer Grietche. The Aggertalbahn between Siegburg and Overath: On the route between Siegburg and Lohmar. February 18, 2014, accessed January 11, 2018 . 
76. ↑ Timetable for route 557 (PDF; 2.2 MB) Verkehrsverbund Rhein-Sieg, accessed on August 2, 2018 . 
77. ^ BF Hoffmann: End of the line between Wiedenest and Hützemert at the model railway blog portal , accessed on March 15, 2010.
78. ↑ Timetable for route 301. (PDF; 60 kB) Oberbergische Verkehrsgesellschaft AG, accessed on August 2, 2018 . 
79. ↑ Günter Willscheid: Restoration of the Nordbahnhof - To a glass of wine at the end of the line longing , in: Kölnische Rundschau, issue of November 10, 2009.
80. ↑ Development plan No. 46/8. (PDF; 244 kB) (No longer available online.) City of Siegburg, archived from the original on May 3, 2015 ; Retrieved March 19, 2010 . 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.  
81. ↑ The location of the reception building. Rhein-Sieg Railway Club, accessed on March 19, 2010 . 
82. ^ Thomas Bauer-Balci: Photo of the train station. (No longer available online.) In: diedonrather.de. Formerly in the original ; Retrieved March 20, 2010 .  ( Page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.    
83. ^ Photo of Donrath train station. (No longer available online.) In: Kölner Stadtanzeiger. Formerly in the original ; Retrieved March 19, 2010 .  ( Page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.    
84. ^ History of the Wahlscheid fire department. Lohmar fire department, accessed on March 19, 2010 . 
85. ↑ Kulturbahnhof Overath , accessed on March 18, 2009.
86. ↑ Vilkerath Voluntary Fire Brigade: 80 years of Vilkerath Volunteer Fire Brigade. Accessed March 23, 2010.
87. ^ Feasibility study , accessed on February 28, 2010.
88. ↑ Location study  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. , Accessed February 28, 2010.  
89. ↑ The compromise has failed. In: Kölnische Rundschau. Accessed March 23, 2010.
90. ↑ Archive link ( Memento of the original from September 3, 2014 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. Report on Engelskirchen.de with links to the documents 
91. ↑ Fire Department Loope: History for the anniversary.  ( Page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. (PDF; 82 KiB), accessed on March 23, 2010.  
92. ↑ Train should stop in loop or train should also stop in loop. (PDF) (No longer available online.) In: Oberbergische Volkszeitung or Oberbergischer Anzeiger. Formerly in the original ; Retrieved March 20, 2010 .  ( Page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.    
93. ^ New train station between Engelskirchen and Overath. (No longer available online.) Archived from the original on September 7, 2009 ; Retrieved March 23, 2010 . 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.  
94. ↑ Engelskirchen is finished. In: Kölner Stadt-Anzeiger . January 10, 2014, accessed March 8, 2014 . 
95. ↑ SporenplanOnline: Osberghausen track plan , accessed on March 14, 2010.
96. ↑ From the embankment to the parking lot - train impressions yesterday and today from the Rhineland. P. 15.
97. ^ Sascha Koch: Dieringhausen - Bergneustadt - Olpe: Chronicle of a railway line between the Rhineland and Westphalia . Galunder Verlag, Nümbrecht 2003, ISBN 3-89909-019-5 , p. 38 .
98. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 97 .
99. ↑ C. Weinkopf: Niederseßmar station during operating times with rail bus set and tank car on April 6, 1991 , photo on the website of Bahnen im Bergischen, accessed on March 14, 2010.
100. ^ City of Gummersbach: Register of monuments. ( Memento of the original from September 10, 2009 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. Accessed March 14, 2010. 
101. ↑ Axel Johanßen at Drehscheibe Online: What a decline: Niederseßmar (m6B). Accessed March 16, 2010.
102. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 76 .
103. ↑ Oberbergische-Eisenbahnen.de: Photo of the Rebbelrother stop , accessed on March 16, 2010.
104. ↑ Axel Johanßen at Drehscheibe Online: Derschlag station - a piece of (life) history. Accessed March 19, 2010.
105. ^ Working group Oberbergische Eisenbahngeschichte: Oberderschlag stop after the closure , accessed on March 14, 2010.
106. ^ Sascha Koch: Dieringhausen - Bergneustadt - Olpe: Chronicle of a railway line between the Rhineland and Westphalia . Galunder Verlag, Nümbrecht 2003, ISBN 3-89909-019-5 , p. 20 .
107. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 77-83 .
108. ^ Sascha Koch: Dieringhausen - Bergneustadt - Olpe: Chronicle of a railway line between the Rhineland and Westphalia . Galunder Verlag, Nümbrecht 2003, ISBN 3-89909-019-5 , p. 42 .
109. ^ Sascha Koch: Dieringhausen - Bergneustadt - Olpe: Chronicle of a railway line between the Rhineland and Westphalia . Galunder Verlag, Nümbrecht 2003, ISBN 3-89909-019-5 , p. 44 .
110. ↑ Bergneustadt at a glance: Demolition of the old station building ( Memento of the original from December 14, 2010 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF; 5.3 MiB), issue 671 of October 15, 2008, pp. 237–240. Another picture can be found on p. 235. Accessed on March 14, 2010. Johannes Huland: Bergneustadt station , pictures from 2003, when he still had tracks with Ulrich Krämer: secondary line romance in the Sauerland . Christoph Marschner: 1896–1976. 80 years of Bergneustadt railway station. Accessed March 14, 2010. 
111. ^ Sascha Koch: Dieringhausen - Bergneustadt - Olpe: Chronicle of a railway line between the Rhineland and Westphalia . Galunder Verlag, Nümbrecht 2003, ISBN 3-89909-019-5 , p. 47 f .
112. ^ Christoph Marschner: Picture of the fire at Wiedenest train station , accessed on March 14, 2010.
113. ^ Christoph Marschner: The station Wiedenest. To commemorate the creation, operation and demise of a village train station, part 1 , part 2 , part 3 at kursbucharchiv.de, accessed on March 14, 2010.
114. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 81-82 .
115. ↑ The station is added to the list of monuments. (No longer available online.) Dorfverein Hützemert e. V., February 17, 2009, archived from the original on July 7, 2010 ; Retrieved March 12, 2009 . 
116. ^ Sascha Koch: Concept for the preservation and use of the old station in Hützemert. (PDF) (No longer available online.) Formerly in the original ; Retrieved March 14, 2010 .  ( Page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.    
117. ↑ rundschau-online.de
118. ↑ NW 4.21 (under construction: Gummersbach-Dieringhausen -) Drolshagen - Olpe (formerly Aggertalbahn)
119. ^ Sascha Koch: Dieringhausen - Bergneustadt - Olpe: Chronicle of a railway line between the Rhineland and Westphalia . Galunder Verlag, Nümbrecht 2003, ISBN 3-89909-019-5 , p. 27 .
120. ↑ Klaus Meschede at Drehscheibe Online: Big meets small at the Drolshagen / Olpe train station (m9B). Pictures from December 1983, accessed on March 20, 2010. Jens Merte: Bahn-Express. Meyer & Teubner GmbH + Co., Eisenwarenfabrik, Hagener Str. 78, 57489 Drolshagen , accessed on March 20, 2010.
121. ^ Sascha Koch: Dieringhausen - Bergneustadt - Olpe: Chronicle of a railway line between the Rhineland and Westphalia . Galunder Verlag, Nümbrecht 2003, ISBN 3-89909-019-5 , p. 46 .
122. ↑ Axel Johanßen: Olpe station - documentation of a decline. In: Drehscheibe Online. Retrieved March 14, 2010 . 
123. ^ Sascha Koch: Dieringhausen - Bergneustadt - Olpe: Chronicle of a railway line between the Rhineland and Westphalia . Galunder Verlag, Nümbrecht 2003, ISBN 3-89909-019-5 , p. 36 .
124. ^ Daniel Hörnemann: 50 022 - Coesfeld's last steam locomotive. (No longer available online.) Railway Museum , Old Lette Station , archived from the original on February 14, 2010 ; Retrieved March 15, 2010 . 
125. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 37-39 .
126. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 319 .
127. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 325-326 .
128. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 323 .
129. ^ Sascha Koch: Dieringhausen - Bergneustadt - Olpe: Chronicle of a railway line between the Rhineland and Westphalia . Galunder Verlag, Nümbrecht 2003, ISBN 3-89909-019-5 , p. 40 .
130. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 290 .
131. ↑ ^{a b c} Sascha Koch, Horst Kowalski and others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 87 .
132. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 89 .
133. ↑ Sascha Koch, Horst Kowalski, among others: Railways in Oberbergischen and the history of the Dieringhausen railway depot . Galunder Verlag, Nümbrecht 2005, ISBN 3-89909-050-0 , p. 25 .

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