Railway line Düren – Neuss
The Düren – Neuss railway is a railway line on the left bank of the Rhine in North Rhine-Westphalia . The non- electrified , partly double-track main line originally ran from Düren to Neuss , but the 21-kilometer section from Düren to Bedburg was closed for passenger traffic in 1995 and dismantled a few months later. The trains, which originally ran from Neuss to Düren, have been running on the Erftbahn since 1991, initially to Horrem and today on to Cologne.
history
From the opening to the Second World War
The Düren - Neuss line was built by the Rheinische Eisenbahn-Gesellschaft (nationalized in 1880) and opened on September 1, 1869. It formed the first cross-connection between the two main lines from Düsseldorf and Mönchengladbach and from Cologne that approach Aachen , because the branch line from Mönchengladbach or Hochneukirch via Jülich to Stolberg (and on to Aachen) was only opened four years later, today's main line from Mönchengladbach after Cologne even went into operation from 1889 to 1899.
The later development of the now more important and electrified line Mönchengladbach - Cologne is also the reason for the location of the Grevenbroich station , which was initially built along the line Neuss - Düren running in north-south direction, so that there in west-east In the direction of the Mönchengladbach - Cologne line, a large S-curve had to be introduced into the station.
Even before the Second World War , around half of all trains on the Düren - Neuss route continued to and from Düsseldorf Hbf. A few trains began in Grevenbroich or Gustorf, and beyond the actual area of the route there was a pair of Sunday excursion trains between Düsseldorf and Heimbach (Eifel), which passed through a few smaller stations without stopping.
On the morning of September 5, 1937, there was a serious railway accident at Holzheim station. A special train with 800 pilgrims from Rommerskirchen station to the pilgrimage site of Kevelaer derailed, 17 people died, 18 people were seriously injured, others were slightly injured.
Post-war timetable extensions
After the Second World War , the range of trains, which had fallen sharply as a result of the war, was gradually rebuilt and expanded. The winter timetable 1952/53 even shows two morning trains from Jülich over the Ameln - Bedburg line to Neuss. In the 1950s, the number of trains from / to Düsseldorf also increased. In 1953, passenger traffic on the line branching off from Bedburg to Ameln was discontinued, and in 1963 Sunday operations on the Erftbahn from Bedburg via Bergheim to Horrem. However, due to the very low interdependence of the train routes with the Erftbahn at that time, this had practically no effects on the Düren - Neuss route.
At the beginning of the 1950s, the young German Federal Railroad (DB) installed new so-called city express trains with only a few stops on many routes that mainly served local and regional traffic. However, the success was not always satisfactory. For example, the S-train pair created in September 1951 between Stolberg-Hammer (old town) and Mönchengladbach via Jülich was canceled again in May 1952. A pair of city express trains was also offered between Düren and Düsseldorf on workdays in the morning and in the evening, which only stopped in Elsdorf, Bedburg, Grevenbroich and Neuss, but also soon disappeared from the timetable, while the connection from Aachen via Düren and Euskirchen followed suit Bonn, later referred to as the express train , lasted for two decades. However, on the Düren - Neuss route, there were also occasional express trains that did not stop at all stations. Often, however, they only ran on partial sections as express trains, e.g. B. between Düren and Grevenbroich, so that they de facto only skipped the two stops between Bedburg and Grevenbroich. (Most express trains stopped in Elsdorf.) The main purpose of this measure was obviously no longer to achieve shorter travel times, but rather to overcome a certain single-track section so quickly that the two opposing trains running before and after were hindered as little as possible. As a rule, no more than three trains per day and direction have run as a (partial) express train over the years; the last express train ran here on May 22, 1982.
In the 1960s, for some timetable periods in the summer months on Saturdays, a motorail train with sleeping and couchette cars was run from Avignon to Düsseldorf and back over the Düren - Neuss route. Since this train only had to stop at car loading stations - i.e. not at all between Düsseldorf and Aachen - and neither the main line via Cologne nor the Mönchengladbach were electrified until 1966, this train hauled by a class 03 express steam locomotive took the less frequented and for at least 100 km / h path over Bedburg. At that time, this speed roughly corresponded to the maximum speed limit for motorail trains.
Also new in the 1960s was a direct afternoon local train from Neuss via Düren to Aachen, which, however, disappeared from the timetable after a few years. On the other hand, the Sunday direct train Düsseldorf - Heimbach remained a constant. Apart from these exceptions, until the 1970s, passenger traffic never extended significantly beyond the core route between Düren and Düsseldorf.
Until 1976, the line between Gustorf and Bedburg ran on a different route, with the Harff station and the Kaster stop, which was only opened in 1971, between the two stations . As a result of the brown coal mining of the Rhenish brown coal works ( Rheinbraun ), Harff and the railway line had to give way to the opencast mine . The railway line between Gustorf and Bedburg was relocated. The Neurath train station was built between the two locations, but it was not a passenger train station, but served as a depot for train crossings . About 20 years later, Deutsche Bahn dismantled Neurath station in 1995, as the consistent timing of the train service that had meanwhile made it superfluous. The route should be laid back on the old route after the end of the opencast mine in order to connect the place Kaster to the railway line again. However, this project has not yet been implemented.
In the 1970s and 1980s, the number of trains going through to and from Heimbach increased steadily, and almost all trains went to and from Düsseldorf, and hardly any trains ended in Neuss. In the 1981 summer schedule, for example, 15 trains ran Monday to Friday from Düren to Düsseldorf, two from Düren to Neuss, two from Grevenbroich to Düsseldorf and one from Bedburg to Neuss. There were only very few runs to the Erftbahn until 1988. In addition to the Heimbacher runs, however, there were a few rather short-lived runs to other routes in the early 1980s. In the summer of 1980, for example, an afternoon train from Düren via Grevenbroich to Mönchengladbach was inserted, apparently as a replacement for the trains from Düren via Jülich to Mönchengladbach, which could no longer run due to the closure of the Jülich - Hochneukirch section. For several years there was an early morning train from Grevenbroich to Wuppertal-Wichlinghausen (from 1983 to Krefeld). The distance record in regional traffic is held by a morning train from Düren via Düsseldorf, Dorsten and Coesfeld to Rheine, which ran from June 1980 to May 1982 and was driven by a class 624 diesel multiple unit , which was completely unusual in the cities of Cologne, Düsseldorf and Aachen Westphalia were stationed in large numbers. In the mid-1980s these connections decreased again, only a few runs to the Erftbahn and the somewhat more numerous runs to Heimbach were retained: In the 1987/88 annual timetable, two trains ran daily from Düsseldorf to Heimbach and four from Heimbach to Düsseldorf, with one more each on Saturdays .
Decline of the Düren - Bedburg section
With the commissioning of the so-called East-West S-Bahn (S 8) on May 29, 1988, the timetable concept for the Düren - Neuss line was also adapted. The new S-Bahn line between Mönchengladbach, Neuss, Düsseldorf and Hagen ran every 20 minutes and took over the services of the previous local trains on many sections of the route. Therefore, most of the train routes Düren - Düsseldorf were shortened to the route Düren - Neuss. In addition, a regular timetable was set up on the remaining Düren - Neuss section . At that time, this was a rare exception in regional traffic, as before 1991 almost only S-Bahn and Intercity trains ran in time with the Bundesbahn.
Because a 20-minute cycle from Neuss in the direction of Düren would have been oversized, only every second S-Bahn was connected, so that there was a 40-minute cycle between Neuss and Grevenbroich. Onward to Düren only every second train drove, so that between Grevenbroich and Düren there was an 80-minute cycle that was not very well noticeable for passengers. During the morning rush hour, there were a few clock deviations and cycle compressor trains. During the afternoon rush hour, the 80-minute intervals between Bedburg and Neuss were reduced to 40-minute intervals. Basically, this already showed how the further development of the line would develop over the next seven years; the end of the Düren - Bedburg section was foreseeable anyway due to the Hambach open-cast mine , which was approved in the 1970s . On Sundays, the entire route was driven every two hours. In addition, individual direct connections from Horrem to Neuss were again offered during rush hour in 1988. There were still continuous trains to and from Heimbach, but fewer than before and mostly only from / to Neuss instead of Düsseldorf. Their number continued to decrease over the course of the next few years; the 1990/91 annual timetable shows just one daily direct connection to Heimbach and two back, and three on Saturdays in both directions.
On June 2, 1991, when the DB-wide, regional train timetables were also introduced, the operating concept for the Düren - Neuss route was fundamentally changed. The trains now ran every hour from Neuss to Horrem , but only on weekdays, since operations on the Erftbahn had been inactive for almost three decades from Saturday afternoon. On weekdays between Neuss and Grevenbroich, the frequency was reduced to two trains per hour with a 20/40 minute alternation, on the Erftbahn mostly half-hourly intervals and the train break from 9 a.m. to 12 noon that had previously existed there was omitted. As a result of this change, the intermediate stations north of Bedburg received a greatly improved connection towards Cologne. Since Cologne is not only larger than Aachen, but is also closer to these stations, greater demand was to be expected here than with the previous focus on Düren and Aachen. In addition, the connection of the Erftbahn to the commuter destination of Düsseldorf has of course improved.
The downside, however, was that all through trains to Heimbach were canceled. In addition, the Bedburg - Düren section was only operated as an isolated shuttle service, but now also every hour, including Sundays. Compared to the hourly express train connection (Aachen -) Düren - Cologne - Dusseldorf (- Dortmund, today's Regional Express Line RE 1 ), which was newly established in 1991 , the connection from Düren via Bedburg and Neuss to Dusseldorf as the crow flies became completely due to the two changes unattractive. To make matters worse, the connections in Bedburg always only fit in one direction due to scheduling constraints : in the morning from Düren to Neuss, in the afternoon the other way round - otherwise passengers changing trains had to wait more than 30 minutes in Bedburg.
From May 31, 1992, this situation was alleviated: On Saturday afternoons and Sundays, through trains between Düren and Neuss were offered again. On weekdays, however, the described transfer situation in Bedburg continued. The Düren - Bedburg line was therefore one of the few that was cycled every day of the week until it was closed. Direct weekend connections to Heimbach were not reintroduced, especially since the Düren - Heimbach line was transferred to the Düren district railway in May 1993 .
On the evening of May 27, 1995, passenger traffic between Bedburg and Düren was finally stopped. On the following day, after 32 years, Sunday operations on the Erftbahn between Bedburg and Horrem were resumed. While the last train in Bedburg and Elsdorf passed with public events, speakers and with great sympathy from the population and was delayed by 27 minutes, little notice was taken of this event in Düren. The platform loudspeaker announced in the briefest possible form: "Düren, here Düren station, platform 19. A local train that arrived late ends here."
Freight traffic was also stopped on December 31 of the same year. The official shutdown took place on June 2, 1996. The Düren - Elsdorf section ran in the area of what is now the Hambach open-cast lignite mine and was therefore excavated. The Elsdorf - Bedburg section was initially used for freight traffic, but was later shut down and dismantled due to lack of demand.
Recent developments
From December 15, 2002, the trains running between Neuss and Horrem via Bedburg were extended all day to Cologne .
In March 2006, the route between Grevenbroich and Neuss-Holzheim was converted to new Ks signals , which are centrally controlled by an electronic interlocking located in Duisburg . On November 1, 2007, the rest of the route was also connected to the electronic signal box. On this occasion, all older level crossings were brought up to the state of the art with flashing lights. At the Bahnhofstrasse level crossing in Holzheim , which was equipped with full barriers, a barrier attendant had previously checked visually whether the tracks were free of vehicles, now a radar scanner ( danger area clearance detection system ) does this .
business
Düssel-Erft Railway
The regional train RB 39 (Düssel-Erft-Bahn) runs from Düsseldorf main station via Neuss main station to Bedburg. Beyond the Düren – Neuss railway line, the Düssel-Erft Railway between Neuss and Düsseldorf is connected via the Mönchengladbach – Düsseldorf railway line . It is operated every half hour between Neuss and Grevenbroich, and every hour on the entire route by the private transport company Vias .
Until the timetable change on December 10, 2017, the RB 38 ( Erft-Bahn ) ran from Düsseldorf Hauptbahnhof or Neuss (on weekends) via Bedburg to Cologne Messe / Deutz . This section, located in the network area of the Rhein-Sieg transport association , was shortened to the Bedburg – Cologne section for the timetable change. Passengers who want to go beyond Bedburg now have to change there. The reason for this division is the planning of the responsible authority south of Bedburg, Zweckverband Nahverkehr Rheinland , to electrify the Bedburg – Cologne section and operate it as an S-Bahn. Furthermore, the first class on the Erft-Bahn was canceled, the reasons for this being its low use and the trains that are always overcrowded during rush hour .
Freight transport
At the north end of Gustorf station there is a connection to the extensive works railway network of RWE Power AG (formerly Rheinbraun ). Timetables from the 1980s show regular freight trains that pass from the DB network to the Rheinbraun network and vice versa, both in the direction of Neuss and in the direction of Düren. Even today, trains of the Neusser Eisenbahn run between Neuss and Gustorf with gypsum, lime or lignite dust to supply and dispose of the RWE power plants. DB Schenker also serves a customer in Holzheim from Neuss Gbf.
From the mid-1970s to May 1988 there was an ore train weighing more than 1000 tons several times a week from Neuss-Hessentor (Rheinhafen) via Bedburg - Düren - Stolberg to Weisweiler (to the smelting works of the Society for Electrometallurgy ), although in some years it took a detour Cologne-Ehrenfeld took it because the train could then be largely electrically covered. Until the mid-1970s, this train mostly ran the shortest route on the Hochneukirch – Jülich line, which was closed in 1980 . Furthermore, local freight traffic with so-called transfer trains has been handed down at least until the mid-1990s . Until the early 1970s there was also a 1400 t freight train (Dg 7866) from Braunschweig via Neuss to Elsdorf, apparently to the local sugar factory.
Vehicle use
After the end of the steam locomotive era, which was held in the area of the Cologne Federal Railway Directorate by the steam locomotive farewell party at the Stolberg depot on 3rd / 4th April 1976 was marked, the freight traffic was carried out depending on the load of the trains usually with diesel locomotives of the series 211 and 215 , more rarely also 260 and 290 . Passenger transport had already been completely converted to modern types of traction a few years earlier and was handled in the 1970s and 1980s with diesel locomotives of the 211 series, battery-powered multiple units of the 515 series and in some cases also with single-engine rail buses of the 795 series . However, since the trains were busier the closer they were to Düsseldorf, the short rail buses were only suitable for off-peak times. Of the 18 trains that left Düren for Neuss Monday to Friday in the 1977/78 winter timetable, eleven trains were hauled by locomotives, five consisted of battery-powered railcars and two of rail buses. This distribution was typical of the 1970s.
Until around 1980, the diesel locomotives also pulled so-called conversion cars from the post-war period, for which there were no control cars, so the locomotive had to be relocated every time the direction of travel was changed. After they were decommissioned, the locomotive-hauled trains consisted only of silver coins , usually with control cars. The rearrangement also affected the single-engine rail buses, whose sidecars could not run on the Zugspitze either due to the lack of a driver's cab. The rail buses were replaced by other vehicles in all of North Rhine-Westphalia on the left bank of the Rhine for the 1978 summer timetable. As a result, only two battery-powered railcars drove from Düren in the direction of Neuss in the summer of 1978, all other trains were hauled by locomotives. The situation was similar in the following timetable periods up to and including summer 1980. In the 1980/81 winter timetable, however, 13 out of 17 trains were suddenly marked as (battery) multiple units, in the summer of 1981 and winter of 1981/82 only one of 17 trains. From 1982 railcars were no longer marked as such in the timetable, but the battery-powered railcars remained on the line until at least 1993.
In the 1990s, diesel locomotives of the 212 series and later the 215 series were used together with silver coins. The end of the 1990s, the locomotive-hauled trains were diesel railcars of the 628 series replaced. In 2003, two and three-part railcars of the 643 series (Bombardier Talent) were added, so that both vehicle types were used until the 2010/2011 timetable change.
At the moment only class 644 railcars are used on the Erftbahn , mostly in double traction. On the short shuttle between Düsseldorf / Neuss and Grevenbroich, they run in single traction.
outlook
According to plans from the 1990s (target network 2015) , the route was to be included in the network of the Rhine-Ruhr S-Bahn and an S-Bahn line running under the name S 18 should run from Horrem via Bedburg to Düsseldorf. This means that the line has to be expanded and electrified. In addition, the two new stops Neuss Police Directorate and Neuss Insel Hombroich are planned for the implementation of the S 18 line .
The plans to expand the S-Bahn are no longer being pursued by the Rhein-Ruhr transport association, which is responsible for the northern part . The Rhineland Local Transport Authority (NVR), which is responsible for the southern section and the subsequent Erftbahn, plans to run the S 12 from Horrem via the Erftbahn to Bedburg. Since the timetable change in December 2017, the new line RB 39 has ended in Bedburg from Neuss. The RB 38 line continues between Cologne and Bedburg. Subject to an agreement with the VRR, the S-Bahn will later replace the regional train to Grevenbroich.
The route from Bedburg to Elsdorf was finally abandoned in an expert report. The calculations are based on 18 trains per day in each direction, based on the cost of twelve million euros for reactivating the existing route. The last passenger train ran on this in 1995 and the last freight train in 1996. Another point is the insufficient number of passengers. Only 490 suspected customers were estimated.
Route description
The route runs from Bedburg to Neuss Hauptbahnhof next to the Erft . The railway crosses the Erft twice between Bedburg and Gustorf. In the Gustorf - Bedburg section, the river runs almost parallel to the railway line for a longer stretch. The line is mostly single-track, only between Grevenbroich and Holzheim is the line double-tracked. After crossing the federal highway 57 , the line is single-tracked again until shortly before Neuss main station. At Grevenbroich station, the line is crossed by the Rheydt – Cologne-Ehrenfeld line .
Dueren train station
Düren and its island station have been connected to the railway network via the Cologne - Aachen railway line since 1841 . The Düren station was the starting point for state railway lines in a total of six directions plus a track connection to the central workshop of the Düren district railway in Distelrath, which was only used for freight trains and company trips . In addition, the tram routes of the private meter-gauge Dürener Eisenbahn AG towards Inden were added until 1965 and the district's own standard-gauge Düren district railway towards the city center and south / southeast until 1944 . In 1983 the Federal Railroad stopped passenger traffic in the direction of Euskirchen. The lines to Jülich and Heimbach should also be closed, but the Düren district prevented this by taking over them itself in 1993.
Today there are connections in Düren to the routes in the direction of Aachen and Cologne as well as to the Rurtalbahn (RB 21) to Jülich / Linnich and Heimbach , which are now heavily used in both professional and leisure traffic. However, a direct passage from Linnich to Heimbach is no longer possible. In addition, the Bördebahn in the direction of Euskirchen is used for passenger traffic on weekends, and for goods traffic regularly to Zülpich. The access to the workshop of the Rurtalbahn in Distelrath runs from the neighboring junction at Düren station .
Until the closure of the Düren - Bedburg line via Elsdorf in 1995, the trains to Bedburg, Neuss or Düsseldorf mostly departed from track 19 or 17, which ended in a turntable directly in front of the reception building. The platform-free track 18 in between served as a bypass track for moving the locomotives of arriving trains and rail buses. Tracks 17 to 19 are no longer available today, but their former location can be clearly seen through the surrounding and still existing platforms of tracks 1 and 22 and the listed turntable.
Right next to the train station is the central bus station (ZOB), which, along with Kaiserplatz at the town hall, is an important hub for the 40 or so city and regional bus routes of the Düren district railway and BVR Busverkehr Rheinland .
Etzweiler freight yard
The only distinctive intermediate point on the approximately 15-kilometer route between Elsdorf and Düren is the Etzweiler train station on the eastern edge of the so-called Bürgewald (kilometer 11.2). This was once a train station with a signal box , two overtaking tracks and a siding to the lignite mine near Morschenich , not to be confused with the Morschenich block station 6 kilometers away , which by definition had no turnouts. Etzweiler station was only used for freight traffic to the Union 103 mine, which was closed in 1955 , and passenger trains never stopped there. In the 1980s, the station was dismantled into a block. Etzweiler has now been relocated to Neu-Etzweiler near Elsdorf and dredged because of the Hambach opencast mine .
Elsdorf train station (West)
The Elsdorf (Rhld) station, located on the Düren - Neuss route at kilometer 14.9, was referred to in the timetable as Elsdorf (Rhld) West until the 1970s , as the place had another Elsdorf (Rhld) Ost station from which until 1961 passenger trains and until 1967 freight trains ran directly to Bergheim (Erft). In the 1980s, the station building in Elsdorf (West) was demolished together with the Ent signal box on Cologne-Aachener Strasse and replaced by a small shelter. From May 27, 1995 passenger traffic in the Düren - Bedburg section was discontinued, and goods traffic on December 31 of the same year. The total shutdown took place on June 2, 1996. The Düren - Elsdorf section ran in the area of today's Hambach open-cast lignite mine and was therefore excavated. The Elsdorf - Bedburg section was initially used for freight traffic, but was later shut down and dismantled due to lack of demand. There is now a parking lot at the site of the former train station. The former route through Elsdorf is fallow today and is to be converted into a park (local recreation area) for cyclists and walkers in the future. Part of the route became the property of the Elsdorfer sugar factory.
Bedburg railway station
Bedburg station is located at kilometer 21.2 and was put into operation in 1869. In 1897 the line to Horrem was added. In 1898 the Amelner Johännchen started operations on the Bedburg – Ameln railway line . Bedburg station was at 0.2 km of this route. The traffic on the line to Ameln was stopped on March 17, 1953, because it was no longer profitable.
Today it is hard to imagine how big the train station in Bedburg used to be. Because of the Hambach opencast mine, the Düren - Bedburg section was closed in 1995 and then dismantled. The gravel still lying on the former routes is reminiscent of the extensive track systems. Bedburg had two signal boxes (Bnf and Bsf). Bsf was decommissioned in 1995 with the closure of the section to Düren and demolished after a fire. Bnf took over the remaining points and signals until it was also taken out of service when the electronic interlocking went into operation in 2007.
Neurath stop
Until 1971 Neurath had a connection to the passenger traffic with its own stopping point at route kilometer 26.5.
Frimmersdorf stop
Frimmersdorf has a small stop at kilometer 28.6 and a siding to the Frimmersdorf power station . In January 1976 the stop was reopened due to the relocation of the line.
Kaster and Harff stations
Kaster and Harff each received a railway connection in 1896. Harff station was at km 25.1 and Kaster station at km 24.0. Through the station, Harff and Kaster became stopping points for loading agricultural products and goods from the surrounding villages. Demolition work began in 1975/76 due to opencast mining. This also affected the two stations, because the Erftbahn had to be relocated. Harff and Kaster were given up. As a replacement for the discontinuation of the Harffer train station, the citizens of the city of Kaster received a newly established stop for a short time on May 21, 1971.
Up until the closure of the old route section on January 11, 1976, the tracks also ran through Kaster from Harff station, through the Tiergarten forest , along the old river bed of the Erft, past Kaster. At the cemetery, the rails crossed the Haupt- / St. Rochusstrasse. At the back of Albert-Schweitzer-Straße, which was followed by the new resettlement area of Morken-Harff, the route left Kaster and led to fields on Lipp and Bedburg. The new section of the railway line ran since the late 1970s with a stop near Frimmersdorf through the recultivated area of the disused open-cast mine Frimmersdorf in the direction of Bedburg.
Gustorf stop
The Gustorf stop was built and put into operation in 1897 at km 31.2. A siding to the RWE Power rail network branches off directly behind the station . Gustorf had two small signal boxes in operation from 1906 to 2006, which have been preserved.
It should be noted that until the mid-1970s, the route between Bedburg and Gustorf ran differently because it had to give way to an open-cast mine. It was planned to relocate the route back, but this has not yet been implemented.
Grevenbroich station
The Grevenbroich station was built in 1869 at kilometer 34.3 and forms the junction of the Cologne – Mönchengladbach railway with the Düren – Neuss line. It is served by the lines RB 39 (Düssel-Erft-Bahn), RE 8 ( Rhein-Erft-Express ) and RB 27 (Rhein-Erft-Bahn) and offers connections to the neighboring cities of Düsseldorf and Cologne every half hour during the day and at least in Every hour to Mönchengladbach .
The first station building at Grevenbroich station was demolished after the Second World War because of considerable war damage and replaced in 1959 by a new station building that still exists today.
In addition to the station building, there are two covered central platforms available to passengers, on which tracks 1 to 4 are closed. Furthermore, the station has a bypass to the west of the platforms, the rest of the former freight station. This has been torn down in recent years, so that nothing is left of it today. Only a large fallow area gives an idea of the former extent. With the commissioning of the ESTW Grevenbroich for the Rheydt – Ehrenfeld route in 2007, the Gnf and Gs signal boxes became superfluous, but are still there.
Kapellen-Wevelinghoven stop
The Kapellen-Wevelinghoven stop connects the second largest district of the city of Grevenbroich to the surrounding cities. The former station building has not been used for its actual purpose for a long time.
As part of an upgrade in 2006, modern elevated platforms and a new bus shelter were built.
Holzheim train station (near Neuss)
Holzheim train station (near Neuss) is located in Holzheim, southwest of Neuss, which has been part of the city of Neuss since 1975. Here, too, the historic station building is still preserved, but has long since stopped serving its original purpose.
Until a few years ago, the Holzheim train station was manned by a gatekeeper , who controlled the barrier system directly at the station as well as the nearby call barriers . As part of the route renovation in 2006, the crossings were automated and personnel could be omitted. The company building was demolished a little later after vandalism. Furthermore, the station was equipped with modern elevated platforms and a new bus shelter. The access routes were also redesigned so that there was no need to cross the rails in the station area.
Neuss main station
Neuss main station is an island station opened in 1853, which is located at the intersection of the left Lower Rhine line (Cologne – Kleve) and the Mönchengladbach – Düsseldorf line . On the one hand, the Düren – Neuss railway branches off the two lines, and the Neuss – Viersen railway of the private regional railway , which has ended in Kaarst since 1984, on the other .
Together with the bus and train lines from various transport companies that stop at the eight individual stops in the forecourt, the main train station is Neuss’s local transport hub .
Neuss main station houses some shops and has been modernized since 2006, with the platforms being equipped with elevators not only for wheelchair users.
literature
- Dieter Schlangen: The iron railway - development and construction along the Düren – Neuss railway line . 1st edition. Grevenbroich-Elsen 1997.
Web links
NRWbahnArchive by André Joost:
- Description of the route 2580 Düren - Neuss
- Description of the regional train line RB 38 (Erft-Bahn)
further evidence:
- Information and gallery about the Erftbahn
- Lots of historical information and pictures on traffic history with a focus on the Bedburg / Erftkreis area at Wisoveg.de
- Photos from 1989/90 between Düren and Grevenbroich (article by Günter Tscharn in Drehscheibe online)
Individual evidence
- ^ Winand Perillieux, Hans J. Leven, Bernd Schwarz: Railways in Euskirchen. Between the Eifel, Börde and Ville. Kenning Verlag, Nordhorn 1991, ISBN 3-927587-00-1 .
- ↑ DB Netze - Infrastructure Register
- ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
- ^ German course book summer 1939, reprint by Ritzau KG, Pürgen, 5th edition. 1981, Table 224b
- ↑ "Eurocity341": Motorail train Düsseldorf - Bressoux - Avignon 1962. In: Drehscheibe online. June 19, 2012, accessed June 27, 2015 .
- ^ Official timetable of the Deutsche Bundesbahn (summer 1961, summer 1963, summer 1964, summer 1965, summer 1968)
- ^ Roland Keller: Railway operations in the Aachen region in the spring of 1982. In: Turntable online. June 10, 2012, accessed October 13, 2015 .
- ↑ Annual timetable 1983/84 (draft): Train 47203 Düren 6.42 - Gustorf 7.19, train 57076 Neuss Gbf 7.18 - Gustorf 7.48
- ↑ Annual timetable 1984/85 (as of September 30, 1984): Train 47203 Düren 6.17 - Gustorf 6.57, train 57076 Neuss Gbf 8.10 - Gustorf 8.34, train 57081 Gustorf 8.56 - Neuss Gbf 9.21, train 56243 Gustorf 12.02 - Neuss Gbf 12.27, train 49204 Gustorf 13.13 - Düren 13.56
- ↑ Annual timetable 1985/86 (as of September 29, 1985): train 57090/92 Neuss Gbf 5.36 - Gustorf 6.01, train 47203 Düren 6.12 - Gustorf 6.57, train 57080 Neuss Gbf 8.06 - Gustorf 8.30, train 57081/83 Gustorf 12.21 - Neuss Gbf 12.46, train 49206 Gustorf 13.13 - Düren 13.56
- ↑ Information on current freight traffic on the Neuss - Bedburg route on Paul Zimmer's website. Retrieved June 27, 2015 .
- ^ Roland Keller: ore train Neuss - Düren - Weisweiler. In: Drehscheibe-online. February 7, 2009, accessed June 21, 2015 .
- ^ Book timetable BD Cologne, volume 5b, winter timetable 1970/71
- ^ S-Bahn Rhein-Ruhr-Sieg - destination network. Retrieved February 11, 2012 .
- ↑ Local rail transport planning concept 2016–2030 as the basis of the future local transport plan. (PDF) pp. 15–17 , accessed on September 20, 2018 .
- ↑ Dietmar Fratz: S-Bahn siding to Elsdorf is too expensive according to the report. June 21, 2016. Retrieved June 21, 2016 .