Voreifelbahn

Bonn – Euskirchen

Route number (DB) :

2645

Course book section (DB) :

475

Route length:

34.2 km

Gauge :

1435 mm ( standard gauge )

Route class :

D4

Top speed:

110 km / h

Dual track :

Bonn central station – Alfter-Witterschlick
Meckenheim-Kottenforst – Rheinbach
Euskirchen-Kuchenheim – Euskirchen

Legend

		Left Rhine route from Mainz
	0.0	Bonn Central Station
	1.5	formerly Wesselbahn from Poppelsdorf
	1.6	Bonn Gbf
		A 565
	1.9	Left Rhine route to Cologne
	2.8	Bonn -Endenich North
	4.4	Bonn Helmholtzstrasse
	5.4	Bonn-Duisdorf (formerly Bf)	82 m
	6.0	Bonn-Duisdorf Üst
	7.1	Alfter-Impekoven
	7.9	Witterschlick / Impekoven
	9.8	Alfter-Witterschlick (until 2014: Witterschlick)	129 m
	12.9	Meckenheim Kottenforst Üst
	12.9	Meckenheim Kottenforst (formerly Bf)	162 m
	15.0	Meckenheim industrial park
	16.1	Kottenforst industrial park ( Awanst ) (until 2016)
	17.7	Meckenheim (Bz Cologne)	166 m
		A 61
		former strategic embankment (unfinished)
	21.0	Rheinbach Roman Canal
		former strategic embankment of Rech (unfinished)
	22.0	Rheinbach	174 m
		to Schmidtheim / Losheim (formerly planned)
		Former strategic embankment to Liblar (unfinished)
	25.5	Rheinbach-Oberdrees (Awanst, Bundeswehr )
	27.5	Swisttal-Odendorf	169 m
	31.1	Euskirchen-Kuchenheim	166 m
	32.4	Erft Valley Railway from Bad Münstereifel
	32.8	Eifelbahn from Cologne
	34.2	Euskirchen
		Bördebahn to Düren
		Eifelbahn to Trier

Swell:

The Voreifelbahn is a partially double-track, non-electrified main line from Bonn to Euskirchen , which leads over the foothills and the Ville into the Voreifel . In local rail passenger transport , it is currently served by the S 23 as route book route 475 and is thus part of the S-Bahn network in the Rhein-Sieg transport association.

history

Opening of the route

The signal box in Bonn-Duisdorf has been a listed building since 2010.

Receiving building in Kuchenheim, May 2005

The railway line was opened on June 7, 1880. At this point in time, station buildings were built at the Bonn-Duisdorf, Kottenforst, Meckenheim (Bz Cologne), Rheinbach, Odendorf and Kuchenheim stations (until 1936 Cuchenheim). With the exception of the Kottenforst train station, the other high-rise buildings were built from field fire bricks based on designs by Johannes Richter (1842–1889). The station buildings of Duisdorf, Odendorf and Kuchenheim were built according to the same plan. The buildings in Meckenheim and Rheinbach were built according to a slightly different plan, with Meckenheim and Rheinbach being mirror images of each other.

At the beginning, the line was built as a branch line and only upgraded to a main line in the following years. The maximum expansion of the line and its stations was reached in the 1930s and 1940s. This was followed by slow dismantling in sections.

In the post-war years, the line that was popularly known as the “ Kappes Express ” shared the fate of many other railway lines: the second track was removed from more and more sections, the timetable was thinned out “in line with demand”, and passenger numbers fell. At the end of the 1970s, the Voreifelbahn was still used by 3,000 passengers a day. The route was threatened with further cuts in service and in the medium term it would be closed. In 1979 the offer was significantly condensed on an experimental basis, every half hour during the day and hourly on the weekends. As a result, the number of passengers increased significantly.

Changes to the route

Since 1880:
Bonn Hbf - Duisdorf - (Meckenheim-) Kottenforst - Meckenheim - Rheinbach - Odendorf - Cuchenheim - Euskirchen
Since September 1881:
Bonn Hbf - Duisdorf - Impekoven ( Hp Witterschlick ) - (Meckenheim-) Kottenforst - Meckenheim - Rheinbach - Odendorf - Cuchenheim - Euskirchen
Since October 1890:
Bonn Hbf - Duisdorf - Impekoven (Hp Witterschlick) - (Meckenheim-) Kottenforst - Meckenheim - Rheinbach - Odendorf - Cuchenheim - Euskirchen,
partly through the Bördebahn to Düren
Since August 1903:
Bonn Hbf - Bonn-Duisdorf - Impekoven - Witterschlick - (Meckenheim-) Kottenforst - Meckenheim - Rheinbach - Odendorf - Cuchenheim - Euskirchen,
partly through the Bördebahn to Düren
From January 1923 to June 1923 : Two-track expansion with material of the unfinished Neuss - Rheinbach - Dernau line (" Strategic Railway Embankment ")
Bonn Hbf = Bonn-Duisdorf = Impekoven = Witterschlick = Kottenforst = Meckenheim = Rheinbach = Odendorf = Cuchenheim = Euskirchen,
partly through via the Bördebahn to Düren
End of the 1960s: Beginning of partial dismantling to a single track
Bonn Hbf = Bonn-Duisdorf - ( Alfter -) Witterschlick - Kottenforst = Meckenheim (Bz Köln) = Rheinbach - ( Swisttal -) Odendorf - (Euskirchen-) Kuchenheim = Euskirchen,
partially Connection via the Bördebahn to Düren and on to Aachen
From 1996 to December 13, 2014:
Bonn Hbf = Bonn-Duisdorf - (Alfter-) Witterschlick - (Meckenheim-) Kottenforst = Meckenheim industrial park = Meckenheim (Bz Köln) = Rheinbach - (Swisttal-) Odendorf - (Euskirchen-) Kuchenheim = Euskirchen,
partly through the Erft Valley Railway to Bad Münstereifel (RB 23)
Since December 14, 2014: Partly renewed double-track expansion for S 23
Bonn Hbf = Bonn-Endenich Nord = Bonn Helmholtzstraße = Bonn-Duisdorf = Alfter-Impekoven = Alfter-Witterschlick - Meckenheim-Kottenforst = Meckenheim industrial park = Meckenheim (Bz Köln) = Rheinbach Roman Canal = Rheinbach - Swisttal-Odendorf - Euskirchen-Kuchenheim = Euskirchen,
partly through the Erft Valley Railway to Bad Münstereifel (RB 23)

Legend:

- single track section

= double-track section

() The parish names that were not included in the name of the station and were added later are listed in brackets.

Development since the rail reform

The city of Bonn took advantage of the rail reform in 1994 to order transport services and ordered a more frequent service at its own expense. From 1994, a quarter of an hour was offered between Bonn and Witterschlick during rush hour. As a result, the number of passengers skyrocketed. In 1995 the offer was extended to Rheinbach and a year later the new Meckenheim industrial park stop was opened. The Verkehrsverbund Rhein-Sieg (VRS) tendered the so-called diesel contract for the Voreifelbahn, the Eifelbahn and the Oberbergische Bahn in 1996 . Since June 1998 the route has been operated by the DB Regio NRW with the then newly acquired Talent diesel multiple units (class 644).

The Bonn-Duisdorf railway station, which has been single-track since 1993, was converted into a double-track stop between 2003 and 2004 . The signaling technology was renewed and elevated platforms were built. In order to be able to serve new stops, the line had to be expanded to double-track in parts. A planning approval decision for these construction measures had been in place since 2004, and the start of construction was announced in 2005 by Deutsche Bahn for 2008. However, the construction was delayed. The reasons for this include a lawsuit at the Higher Administrative Court, a lack of financial commitments from the state, ongoing construction work on bridges or underpasses and planning-technical difficulties for alternative routes.

Expansion of the line in the 2010s

In September 2011 an electronic signal box with headquarters in Euskirchen was completed. This replaced the seven old locally operated signal boxes on the route with four substations. In 2013, the double-track (re) expansion of the line between Bonn-Duisdorf and Witterschlick began, in this context also with the construction of the stops Bonn-Endenich Nord, Bonn Helmholtzstraße, Alfter-Impekoven and Rheinbach Römerkanal. When the timetable changed in December 2013, the Bonn Helmholtzstrasse and Rheinbach Römerkanal stops went into operation. In addition, from this timetable change, the route should be served by new and larger LINT 81 and LINT 54 trains. Due to delays in the delivery of the trains, these were only gradually introduced in 2014. The timetable change in December 2014 saw the double-track expansion between Bonn-Duisdorf and Witterschlick, the commissioning of the two stops at Bonn-Endenich Nord and Alfter-Impekoven, and traffic with the LINT 81 and LINT 54 trains Euskirchen - Bonn the line designation S 23. On the section Bad Münstereifel - Euskirchen the designation RB 23 was retained.

The expansion of the Voreifelbahn between Bonn and Witterschlick also included further measures, for example an adjustment of the track plan of the railway line in the area of the former Bonn freight station, the construction of a turning track in Rheinbach and measures for control and safety technology on the entire section. The work was estimated at 33 million euros and began in January 2013. In the summer of 2014, the route was closed for several weeks. The work was completed in 2015. The Witterschlick - Kottenforst line was not expanded to two tracks because of a “geologically unstable slope”.

planning

The Rhineland Local Transport Association is striving to electrify the route by the end of the current transport contract for the Cologne diesel network . The costs are assumed to be around 50 million euros. According to the first results of a feasibility study from 2016, electrification on the route from Bonn to Euskirchen (without further measures) would reduce travel times by 5 minutes. In addition to electrification, a double-track expansion of the line between Witterschlick and Kottenforst and between Odendorf and Rheinbach and an extension of the train run to Bonn-Mehlem are under discussion.

Route description

Bonn Central Station

Bonn-Endeich Nord stop

The Bonn-Endeich Nord stop went into operation on December 14, 2014. At the beginning of October 2014, the city of Bonn began building the municipal supplementary measures, which include a new bus stop and two new stairways.

Bonn Helmholtzstrasse stop

The Bonn Helmholtzstrasse stop is located in the Hardtberg district of Bonn . The construction of the stop began in spring 2013 and went into operation when the timetable changed on December 15, 2013. Some construction work was only completed in spring 2014, the establishment of bicycle parking facilities by the city of Bonn was not completed until a later date. The stop has two outside platforms, which are connected to each other by ramps and an underpass.

Bonn-Duisdorf stop

The Duisdorf station was built on June 7, 1880 at the 5.4 km line. On November 6, 2003, it was converted into a stopping point with an attached transfer point , the latter became unnecessary together with the double-track expansion. Today's Bonn-Duisdorf stop is a double-track stop in the Duisdorf district of Bonn. The owner of the stop is DB Station & Service , which classifies it in station category 6. The stop has a taxi rank in front of the train station as well as parking spaces for cars and bicycles, but not a service point or luggage storage. The platforms are 165 m long and the platform height is 76 cm.

Alfter-Impekoven stop

As part of the route expansion, the construction of the Alfter-Impekoven stop at route kilometer 7.1 began in October 2013 and was put into operation on December 14, 2014.

Impekoven station

The original Witterschlick stop in Impekoven was created at a later date around 1889/1890 at kilometer 7.9. The breakpoint is listed for the first time in the 1892 timetable. First of all, the station building - next to the Kottenforst station building, the only half-timbered building along the route - had the Witterschlick station sign . It was only with the opening of the Witterschlick station, which still exists today, in 1903 that the station was renamed Impekoven .

The building was located on the right-hand side of the track - in the direction of Bonn - before the intersection (today underpass) with today's B56 in Nettekoven. In 1945 the building was destroyed in a bomb attack. In its place, a much smaller and sober functional building was built later, which still exists today at the former location of the old reception building, on the site of a car repair shop. An original abortion building that still exists was only demolished a few years ago because of the construction of terraced houses.

Alfter-Witterschlick station

The station Witterschlick was opened at its current location at kilometer 9.8 in the year 1903rd Like the other stations on the line, it too received a signal box extension to the main building around 1910. With the exception of minor changes, the station building including the shed still exists today as it was originally built and put into operation. The station and the goods shed have been under monument protection since November 2, 2001 and have been privately owned since 2004. On August 1, 2003, counter operations were discontinued. The historic goods shed was renovated and is now used temporarily for smaller theater performances, and since May 7th, 2009 also as the wedding room of the registry office of the municipality of Alfter.

Stop / transfer point Meckenheim Kottenforst

Meckenheim Kottenforst stop

Today's Meckenheim Kottenforst stop at kilometer 12.9 was created together with the other stations (except for Witterschlick ) during the construction of the railway line. Together with the former Impekoven stop , it has the only half-timbered reception building. The former Kottenforst train station also received the wooden signal box extension on the main platform around 1910 and was expanded several times over the decades. Today there is a restaurant on the ground floor. The charming building was used as a template for a model railway - kit of Kibri in H0 .

Meckenheim Kottenforst station was also the terminus of two narrow-gauge railways. Little is known about the first, a horse-drawn tram to transport tree trunks, but a historical postcard proves its existence. According to the painting on the postcard, the train was approaching the station from the west. The second line delivered clay from the Röttgener pits to the Kottenforster freight track on the east side of the station. The railway was operated with a small diesel locomotive. The operation was stopped in 1945 due to war damage and then not resumed. However, there was no connection to the nearby Witterschlicker Tongrubenbahn network.

At Meckenheim Kottenforst station, until the Voreifelbahn was converted to electronic signal box operation (2011), it was by far the oldest structure of this type in operation (built in 1911). At first it was only taken out of service, but a year later the entire technology was dismantled. What remained was the gutted signal box, which is now part of the station restaurant. The former interlocking function is hardly comprehensible for laypeople after the renovation. On December 14, 2014, the station was renamed Meckenheim Kottenforst .

The former train station has been a stopping point with a transfer point since 2011 .

Meckenheim industrial park stop

The Meckenheim industrial park, built in 1996

The double-track Meckenheim industrial park stop was built in 1996 at kilometer 15.0 in order to better develop Meckenheim's Kottenforst industrial park. It had to be renovated in 2010 and 2011 for eight million euros. The two outer platforms of the stop are barrier-free .

Additional tracks run parallel to the stop to connect the companies based in the industrial park to the rail network. Since there are no switches at a stop, unlike at a train station, these tracks do not belong to the Meckenheim Industriepark stop, but to the Meckenheim Industriepark alternative junction .

In 1962, a loop with two stops was planned to connect Merl and Meckenheim-Neue Mitte . It was to lead north of the current industrial park stop, branching off at Steinbüchel and along Gudenauer Allee, at the old cemetery to the Meckenheim train station. Despite basic coordination with the Deutsche Bundesbahn , this section of the line was never built.

Meckenheim train station (Bz Cologne)

Meckenheim station (Bz Cologne) before the platform reconstruction

Meckenheim train station (Bz Köln) at route kilometer 17.7 was built together with the other train stations on the route between 1879 and 1880. For the reception building of something larger plan of Rheinbacher station building was used, but it was implemented (as opposed to Rheinbach) mirrored here. In Meckenheim, too, over the years there have been conversions and changes to the reception building and the track systems to meet changing needs. In 2011, the central platform was taken out of service and a new, barrier-free outer platform was built, with the intention that two trains could stop at the station at the same time.

The brick-built station building is today - next to the one in Rheinbach - the only almost completely preserved station building from the early days of the railway line. The original goods shed, which was replaced by a more modern baggage handling facility, is missing, but is now without function. Since February 2010 the station building has belonged to the city of Meckenheim, which has acquired this and a 20,000 square meter area from Deutsche Bahn AG .

The Meckenheim train station and the Meckenheim industrial park stop can have a modest freight traffic. There is a goods train to a steel trade at the industrial park stop and occasionally a transformer transport.

Rheinbach Römerkanal stop

The Rheinbach Römerkanal stop went into operation on December 15, 2013. Some construction work was only completed in 2014. The stop has two outside platforms, which after the final completion will be connected to each other by ramps and a tunnel. A section of the former Roman aqueduct to Cologne was set up at the breakpoint .

Rheinbach station

Former, now private reception building of Rheinbach train station

The Rheinbach station was built during the construction of the line in the years 1878 to 1880 at route kilometer 22.0. The reception building, whose mirror-image counterpart is in Meckenheim, is a little larger than the other buildings and has a different room layout inside. The Rheinbach station building is, besides the one in Meckenheim, the only brick building from the early days of the railway line that has largely been preserved in its original state and is therefore now a listed building. The Rheinbach train station has also seen changes and renovations over the decades. The more than 130-year-old building was acquired and restored by a private person from Swisttal .

Even before the First World War , there were plans and construction measures to expand the Rheinbach station into a crossing station with the Strategic Railway . Construction continued into the 1920s. The line should have led from Liblar via Rheinbach - here crossing the Bonn-Euskirchen line - to Dernau on the Ahr valley line. From the fallow land north of the station tracks, the embankment of the Strategic Railway, still visible today, led directly north of the Voreifelbahn line in the direction of Bonn, rising slightly to the former overpass structure, which was level with today's A 61. The motorway runs from here to Grafschaft-Ringen on the route of the Strategic Railway. During the construction of the Rheinbach-Römerkanal stop, the old embankment was cut through.

Until the 1980s, Rheinbach station had relatively large freight transport facilities and at least one private siding near the station (dairy). The scope of the system was still easy to understand in 2013. There were u. a. Loading products from the Rheinbach ceramic industry. Until the early 1990s, general cargo was handled in the station's freight shed. In 1960, a relatively large mechanical dispatcher interlocking was built at the level crossing to the west of the station, from which the station with its extensive freight traffic tracks could be easily seen. The signal box was decommissioned in September 2011 when the route was converted to the electronic signal box in Euskirchen. After six years without use, the old signal box has been used as an office since 2017.

Alternative connection point Rheinbach-Oberdrees

Reloading point Oberdrees

In 1975 an alternative connection point and a reloading facility for the ammunition depot in the Schornbusch forest were built near the Rheinbach district of Oberdrees . The aim was to move the ammunition loading from the freight wagons onto trucks from the Rheinbach train station to an uninhabited area. The track begins at 25.5 km, runs along Flamersheimer Weg and ends in the facility in the open field.

Swisttal-Odendorf station

The Odendorf station, which was relieved of its function as a signal box

The Swisttal- Odendorf station at kilometer 27.5 was built between 1878 and 1880 under the name Odendorf . Over the decades the station building in Odendorf has been modified and extended several times. Around 1910, a wooden signal box was added on the house platform with the installation of signals along the route. Later (in the 1930s) the first floor was built between the main house and the goods shed, as well as a street-side extension. Around 1939 the wooden signal box was replaced by a brick extension with slightly larger dimensions, then again demolished in 1958 and the signal box Of integrated into the reception building. During the Second World War, there was an air force field airfield nearby.

The partial demolition with the subsequent reconstruction into the current state took place between May and August 1974. The last major correction to the track system was in May 1986 when several points were expanded and track 1 was dismantled. Since then, Odendorf station has only had two tracks (track 2 and 3). From October 2010 to May 2011 the station received a new outside platform. Since February 25, 2011, the reception building including the surrounding area has belonged to the municipality of Swisttal. The building will have a kiosk with restaurants.

Since the connection of the Bonn - Euskirchen line to an electronic signal box (ESTW) in Euskirchen on September 17-18, 2011, there is no longer a dispatcher in Odendorf. At this point in time (as on the entire route), the old form signals in the station were dismantled and new light signals were put into operation. After the interlocking devices no longer had any function, they were removed in the week of November 7-11, 2011. A new underpass is currently being built.

On December 14, 2014 the station was renamed Swisttal-Odendorf .

Euskirchen-Kuchenheim station

The rest of the Euskirchen-Kuchenheim station

This station was also built together with the others (except for Witterschlick ) during the construction of the line in the years 1878 to 1880 at route kilometer 30.1. There have also been structural changes to the building over the decades, but these were limited compared to the buildings in Odendorf and Duisdorf. They only consisted of adding to the first floor between the main house and the goods shed. Kuchenheim received a wooden signal box on the house platform.

The partial demolition with subsequent reconstruction took place between September 1977 and June 1978. The goods shed, with the exception of the ramp, had already been removed some time beforehand. Today only the ground floor is left at this point. The interlocking function was given up with the introduction of an electronic interlocking.

On December 14, 2014, the station was renamed Euskirchen-Kuchenheim .

Euskirchen station

Bördebahn in Euskirchen station (2011)

The station Euskirchen at kilometer 34.2 of Voreifelbahn is a path node in the up Gerolstein largely two-track and up in the further course Ehrang single track Eifelstrecke Cologne - Euskirchen - Gerolstein - Trier (KBS 474), according to the in Euskirchen the Voreifelbahn (KBS 475) Bonn and the Erft Valley Railway (KBS 475) branch off to Bad Münstereifel . On the Bördebahn to Düren , which also branches off here , mainly freight traffic takes place , on Sundays and public holidays there is also passenger traffic.

In rail transport which operate regional express -line RE 12 Köln-Euskirchen-Gerolstein-Trier ( Eifel-Mosel-Express ) three daily pairs of trains, as well as the line RE 22 Köln-Euskirchen-Gerolstein ( Eifel-Express , with through binding to Trier as RB 83) every hour with densities in rush hour traffic. The regional train line RB 24 ( Eifel-Bahn ) also provides a connection on the Cologne – Euskirchen – Kall / Gerolstein route every hour between Cologne and Kall.

Furthermore, there is a connection to Bonn and Bad Münstereifel with the RB 23 ( Voreifel-Bahn ) every hour, which is increased to half an hour after Bonn on working days.

Service offer

LINT 54, which has been in use on the Voreifelbahn since May 2014

LINT 81, which has also been in use on the Voreifelbahn since May 2014

The Voreifelbahn runs on weekdays between 5 a.m. and 8 p.m. every 30 minutes between Euskirchen and Bonn, then every 60 minutes via the Erft Valley Railway to Bad Münstereifel. Mondays to Fridays between 7 a.m. and 9 a.m. and between 3 p.m. and 6 p.m. between Rheinbach and Bonn Hbf, the line is compressed to a quarter of an hour. On Sundays the line runs every 60 minutes between Bonn and Bad Münstereifel and since December 2016 between 10 a.m. and 5 p.m. every 30 minutes between Rheinbach and Bonn. In the evening hours from 8 p.m. the line runs every hour until 12 a.m., on Friday and Saturday evenings at 12:40 a.m. and 1:40 a.m. from Bonn main station to Euskirchen.

Individual trains on the edge of the day connect the locations on the Voreifelbahn with the Ahrtalbahn without having to change trains .

The DB Regio NRW has only been using LINT railcars for this purpose since 2015 .

Tariff

For local public rail passenger transport on the Voreifelbahn, the tariff of the Verkehrsverbund Rhein-Sieg (VRS) applies as well as the NRW tariff across the tariff area .

Web links

Commons : Voreifelbahn - album with pictures, videos and audio files

NRWbahnarchiv by André Joost:

Description of route 2645 (Bonn – Euskirchen)

www.hans-dieter-arntz.de:

further evidence:

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.

Individual evidence

↑ DB Netze - Infrastructure Register
↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
↑ Kursbuch 1962, Kursbuch 1977/78
^ Peter Weber: Eifel railways: Euskirchen - Bonn line. Retrieved March 1, 2015 .
↑ Sandra Kreuer: Politicians put pressure on the railway. In: General-Anzeiger. April 2, 2005, accessed March 1, 2015 .
↑ Timetable change RB 23 Bonn - Euskirchen - Bad Münstereifel. Passenger Association Pro Bahn NRW e. V., archived from the original on December 11, 2013 ; accessed on February 1, 2016 .
↑ Dominik Pieper: Bahn opens a new chapter. In: General-Anzeiger. September 20, 2011, accessed March 1, 2015 .
↑ RB 23: New stops Bonn-Helmholtzstrasse and Rheinbach-Römerkanal are in operation on time. Archived from the original on December 15, 2013 ; Retrieved December 15, 2013 .
↑ Work before graduation. Retrieved December 13, 2014 .
↑ vareo Voreifel (S 23, RB 23). Retrieved December 13, 2014 .
↑ Bahn-Report 3/2012, p. 50.
↑ Rolf Kleinfeld: Interview with Norbert Reinkober: "Regionalbahn 23 - We have taken a big step". In: General-Anzeiger. December 19, 2013, accessed December 24, 2013 .
↑ Feasibility study "Electrification of the Voreifelbahn". City of Bonn, December 22, 2016, accessed on January 13, 2017 (notification template).
↑ Setting the course for the electrification of the Voreifelbahn. General-Anzeiger Bonn, November 9, 2018, accessed on November 22, 2018 .
↑ ^a ^b Project leaflet for the expansion of the Voreifelbahn Bonn – Euskirchen. (PDF; 519 kB) January 2013. In: bauarbeiten.bahn.de. Archived from the original on May 14, 2013 ; accessed on June 14, 2020 .
↑ Start of construction for "municipal supplementary measures" at the DB stop Endsich-Nord ( memento from October 6, 2014 in the Internet Archive ) , press release from the city of Bonn, September 25, 2014
↑ ^a ^b RB 23: New stops Bonn-Helmholtzstraße and Rheinbach-Römerkanal are in operation on time. Retrieved December 15, 2013 .
↑ BAHN REPORT 6/2011, p. 53.
^ Rehabilitation of the Meckenheim industrial park stop. Retrieved September 5, 2012 .
↑ ^a ^b Jacqueline Rasch: The breakpoint is shown in blue-gray. In: Rundschau. June 23, 2010, accessed March 1, 2015 .
↑ From “town” to town - Meckenheim from 1945 to today. Editor: Lothar Fölbach Medienservice Munich, Meckenheim 2010, pp. 31 + 35f, ISBN 978-3-940765-20-8 .
↑ New outside platform in Meckenheim goes into operation. Deutsche Bahn AG, December 1, 2011, accessed on March 1, 2015 (press release).
↑ Edgar Auth: The monument is now at the future train stop. In: General-Anzeiger. September 21, 2013, accessed March 1, 2015 .
↑ Construction work on the level crossing - new offices in the old signal box in Rheinbach. GA-Bonn , August 11, 2017, accessed on April 12, 2019 .
↑ DB Regio Rheinland is awarded the contract for the Cologne diesel network. Deutsche Bahn, March 23, 2011, accessed on March 24, 2011 (press release).

[1] DB Netze - Infrastructure Register

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

[3] Kursbuch 1962, Kursbuch 1977/78

[4] Peter Weber: Eifel railways: Euskirchen - Bonn line. Retrieved March 1, 2015 .

[5] Sandra Kreuer: Politicians put pressure on the railway. In: General-Anzeiger. April 2, 2005, accessed March 1, 2015 .

[6] Timetable change RB 23 Bonn - Euskirchen - Bad Münstereifel. Passenger Association Pro Bahn NRW e. V., archived from the original on December 11, 2013 ; accessed on February 1, 2016 .

[7] Dominik Pieper: Bahn opens a new chapter. In: General-Anzeiger. September 20, 2011, accessed March 1, 2015 .

[DB15122013-8] RB 23: New stops Bonn-Helmholtzstrasse and Rheinbach-Römerkanal are in operation on time. Archived from the original on December 15, 2013 ; Retrieved December 15, 2013 .

[GeneralAnzeiger11122014-9] Work before graduation. Retrieved December 13, 2014 .

[10] vareo Voreifel (S 23, RB 23). Retrieved December 13, 2014 .

[11] Bahn-Report 3/2012, p. 50.

[12] Rolf Kleinfeld: Interview with Norbert Reinkober: "Regionalbahn 23 - We have taken a big step". In: General-Anzeiger. December 19, 2013, accessed December 24, 2013 .

[13] Feasibility study "Electrification of the Voreifelbahn". City of Bonn, December 22, 2016, accessed on January 13, 2017 (notification template).

[14] Setting the course for the electrification of the Voreifelbahn. General-Anzeiger Bonn, November 9, 2018, accessed on November 22, 2018 .

[Projektfaltblatt-15] Project leaflet for the expansion of the Voreifelbahn Bonn – Euskirchen. (PDF; 519 kB) January 2013. In: bauarbeiten.bahn.de. Archived from the original on May 14, 2013 ; accessed on June 14, 2020 .

[16] Start of construction for "municipal supplementary measures" at the DB stop Endsich-Nord ( memento from October 6, 2014 in the Internet Archive ) , press release from the city of Bonn, September 25, 2014

[vrsinfo_1-17] RB 23: New stops Bonn-Helmholtzstraße and Rheinbach-Römerkanal are in operation on time. Retrieved December 15, 2013 .

[18] BAHN REPORT 6/2011, p. 53.

[19] Rehabilitation of the Meckenheim industrial park stop. Retrieved September 5, 2012 .

[MeckInd-20] Jacqueline Rasch: The breakpoint is shown in blue-gray. In: Rundschau. June 23, 2010, accessed March 1, 2015 .

[21] From “town” to town - Meckenheim from 1945 to today. Editor: Lothar Fölbach Medienservice Munich, Meckenheim 2010, pp. 31 + 35f, ISBN 978-3-940765-20-8 .

[22] New outside platform in Meckenheim goes into operation. Deutsche Bahn AG, December 1, 2011, accessed on March 1, 2015 (press release).

[23] Edgar Auth: The monument is now at the future train stop. In: General-Anzeiger. September 21, 2013, accessed March 1, 2015 .

[24] Construction work on the level crossing - new offices in the old signal box in Rheinbach. GA-Bonn , August 11, 2017, accessed on April 12, 2019 .

[25] DB Regio Rheinland is awarded the contract for the Cologne diesel network. Deutsche Bahn, March 23, 2011, accessed on March 24, 2011 (press release).