Cologne–Aachen High-Speed Railway Route DescriptionCologne–Aachen High-Speed Railway Route Description(Schnellfahrstrecke Köln–Aachen) Cologne Hauptbahnhof The original starting point of the Cologne–Aachen railway was a terminal station of the Rhenish Railway Company (Rheinische Eisenbahn). When the Cathedral Bridge made it possible for trains to cross the Rhine in 1859, the line ran to the Centralbahnhof (central station). This was a combined terminus and through station. The trains of the Rhenish Railway Company from Aachen ended at four terminal tracks. Two thoroughfares mainly served trains of the Cologne-Minden Railway Company (Cöln-Mindener Eisenbahn-Gesellschaft). Today's Cologne Hauptbahnhof (main station) was built from 1892 to 1894 because the capacity of the station was no longer able to cope with the increased traffic. The station was badly damaged during the Second World War and the station building had to be demolished and replaced by a new building. Around 1990, two tracks were added on the north side for S-Bahn traffic, which are independent of the rest of the infrastructure. Today's station is one of the busiest stations in Germany because all trains that use the Cologne–Aachen high-speed line stop here. Köln Hansaring Station The halt (Haltepunkt, technically a station without points) of Köln Hansaring, which is named after the ring road it lies above, was opened at line-km 0.8 (on this line, distance from Cologne Hauptbahnhof) at the same time as the construction of two additional S-Bahn tracks at Cologne Hauptbahnhof and on the Hohenzollern Bridge in 1990. It is connected to the Cologne Stadtbahn station of the same name, which was opened in 1974, and has an island platform and is served by all S-Bahn trains that pass through the Hauptbahnhof, as well as Regionalbahn line RB 25 (Oberbergische Bahn), which is to be converted to an S-Bahn line. Immediately behind the stop is the Cologne ICE workshop (Bahnbetriebswerk Köln), which is bypassed to the north by mainline trains running towards Aachen and the S-Bahn line and to the south by mainline trains running towards Cologne Hauptbahnhof. The S-Bahn line, which runs north of the tracks for other traffic near Cologne Hauptbahnhof, crosses to the south over a flyover between Köln Hansaring and Köln-Ehrenfeld and it remains to the south to its end in Düren. Köln-Ehrenfeld Station Köln-Ehrenfeld station was built at line-km 3.7 between Cologne and Müngersdorf with the construction of the first section in 1839. Köln-Ehrenfeld station has two platforms with four platform tracks, to the north of which there are two tracks without a platform for through passenger and freight trains. Tracks 1 and 2 are used for S-Bahn traffic, tracks 3 and 4 for regional traffic. Cologne-Ehrenfeld is a scheduled stop for all regional services passing through it. Not far from the station is the Venloer Straße/Gürtel underground station of the Cologne Stadtbahn. The Cologne-Aachen high-speed railway crosses Ehrenfeldgürtel (Ehrenfeld belt), part of the Cologne ring road, at Köln-Ehrenfeld Cologne station. In and around Köln-Ehrenfeld station, the railway runs on a viaduct. Some arches of this viaduct were formerly used as storage space, others were neglected. There were also problems with moisture penetration. The arches were to be refurbished in 2015, with self-supporting inner shells. Subsequently, a private investor was to create a shopping mile with restaurants. There is currently a discotheque in three of the arches. Köln-Müngersdorf Technologiepark Station The halt of Köln-Müngersdorf Technologiepark is located in the east of Cologne's Müngersdorf district at line-km 5.9. It was established with the construction of the S-Bahn to Düren in 2002. The station has a partially covered island platform, which is connected by two sets of stairs and a lift to the street below, on which there is a Kölner Verkehrsbetriebe (Cologne Transport) bus stop. Belvedere Station The first section of the Cologne–Aachen line, which was opened on 2 August 1839, ran to Müngersdorf, with the terminus of the line at Belvedere station (line-km 7.0) until the opening of Lövenich station. For excursion guests from downtown Cologne, a small station building that housed a restaurant was built on a hill north of the cutting through which the line ran. With the extension of the line to Aachen, Müngersdorf station, the “Belvedere house”, became less and less important. The station was never very important for operations and was closed before 1892. Today there are no operating facilities at the station. The station building, which has meanwhile been used as a residential building, still exists and is listed as the "oldest station in Germany in its original form" in the Cologne heritage list. Lövenich Station Köln-Lövenich station was opened on 2 July 1840 with the second phase of construction of the line at line-km 9.0 and was the western terminus of the line for about a year. In 2002, an S-Bahn stop was built west of the station at 9.7 km (6.0 mi). At the same time, the former Cologne-Lövenich station was dismantled and is now used only for passing loops. The S-Bahn stop has an island platform between the S-Bahn tracks. Köln-Weiden West Station The halt of Köln-Weiden West was built in 2006 in the run-up to the 2006 FIFA World Cup at line-km 11.1. At the same time, line 1 of the Cologne Stadtbahn was extended by about 1 km (0.62 mi) to the west and a new terminus was built with four tracks. The Cologne–Aachen line in Weiden West is located on an embankment. The Stadtbahn station is on ground level just south of the line, enabling direct interchange. Frechen-Königsdorf Station With the extension of the line to Aachen in 1841, Großkönigsdorf station was established at line-km 13.8 km. In 2000 the station was renamed Frechen-Königsdorf and in 2002 it was converted into an S-Bahn stop as part of the line upgrade. The station has an island platform and is connected to a pedestrian bridge running over the tracks. The station building north of the railway line still exists, but no longer has a platform and is currently used as a taxi control centre. Königsdorf Tunnel Königsdorf Tunnel was a 1,623-metre (5,325 ft)-long tunnel between Großkönigsdorf and Horrem at line-km 15.0. Construction began in 1837 and was completed in 1841. Up to 2,000 workers were employed in its construction. When it opened, the tunnel was the longest railway tunnel in Europe. The maximum coverage of the tunnel was 35 metres. Chimneys were built at this height to remove the smoke caused by steam locomotives. The masonry was continuously damaged by seepage and exhaust gases from the steam locomotives, so that the tunnel was in great need of restoration at the beginning of the 1930s. The tunnel was not exactly straight when built, so over time work was carried out to straighten it, which further reduced its stability. Refurbishment began in 1937, but was never completed due to the Second World War. After parts of the tunnel wall flaked off in early 1954 and protruded into the clearance profile, a third track was laid in the middle of the tunnel to make room for supporting scaffolding. In March 1954 the speed limit in the tunnel was 10 km/h (6 mph). Because the electrification of the railway line was planned anyway, requiring an expansion of the structure gauge of the tunnel for the overhead wire, it was considered necessary to dismantle the tunnel and convert it into a cutting. By December 1955, 4 million cubic metres of soil had been excavated using bucket chain excavators and transported via a conveyor belt to a pit at a nearby briquette factory. At the same time, the Horrem Bridge was built for the North-South Railway from Rheinbraun (now part of RWE Power). The cutting was widened with the help of sheet piling and the line was raised to allow for the laying of two additional tracks for the S-Bahn in 2002. Today there is nothing left of the former tunnel. Parts of the east portal are commemorated. Horrem Station Horrem station was opened in 1841 at line-km 18.7. It was converted into an S-Bahn station in 2002. The Erft Railway branches off from the Cologne-Aachen high-speed line at the station. It has two island platform tracks for operations on the Erft Railway and four platform tracks and three through tracks for operations on the high-speed line. Until 2001, Horrem station had a freight yard to its north. There are commuter parking spaces in this area. The forecourt and entrance building were fundamentally rebuilt from 2010 to 2014. A "green station" was built, with CO2-neutral operations. This involved the installation of photovoltaic and geothermal systems and the use of ecological building materials. There are now a waiting room, a kiosk and a bookshop in the entrance building. There is a tectonic fault in the area of Horrem station. The long-distance tracks pass over this on a special structure that is underground and can hydraulically compensate for earth movements. The other tracks have special rail joints at this point. Sindorf Station Sindorf station was opened at line-km 22.4 between Dorsfeld and Horrem in 1912. The station had a platform north and south of the old line. The former Dorsfeld station was abandoned at the same time. Dorsfeld was a junction for sidings to the nearby gravel pits. Dorsfeld station became the location of overtaking loops for freight traffic with the opening of the parallel S-Bahn line in 2002. The Blatzheim block post was located at line-km 25.8 from 1952 to 1966. With the commissioning of the S-Bahn line, Sindorf station was also relocated to line-km 21.4 and redesignated as a halt. The station is in the south-east of the Kerpen district of Sindorf and has a side platform on the south side of the S-Bahn line. This is bounded to the south by a noise barrier and the entrances and exits are at the ends of the platform. Buir Station Buir station had two platform tracks at an island platform and a passing track from its construction at line-km 30.3 in 1841 to the reconstruction of the line in 2002. Since the upgrade of the line, the tracks used by timetable route 480 and two S-Bahn lines have run through the station. A malt factory located next to the station formerly had a siding. While all of the S-Bahn only stations on the upgraded line have an island platform except for Sindorf station (single side platform), Buir station has two side platforms north and south of the S-Bahn tracks. The northern side platform is separated from the mainline tracks by a noise barrier. Access to the northern platform is via an underpass. In the Buir area, the Cologne–Aachen line runs for about 8 km (5.0 mi) next to the Hambach lignite mine railway and autobahn 4. Merzenich Station There was a station in the Merzenich area from 1841 to 1880 at line-km 35.0 at the site of the former junction of the Düren–Neuss railway. This was never served by trains on the Cologne–Aachen line. The new Merzenich station opened on 29 April 2003 and put into operation for the S-Bahn. It has an island platform and a large commuter parking area. It is served by lines S 13 and S 19 and can be reached using tickets issued by both the Aachener Verkehrsverbund (Aachen Transport Association) and the Verkehrsverbund Rhein-Sieg (Rhine-Sieg Transport Association). Overtaking loops were also built at line-km 36.7 as part of the upgrade of the line. Düren Station Düren station was opened in 1841 at line-km 39.2 and soon developed into a hub for rail transport. By 1900, the Düren–Heimbach, Jülich–Düren, Düren–Neuss and Düren–Euskirchen lines had been established with Düren as the starting point. From 1933 to 1986 there was a motive power depot (Bahnbetriebswerk) in Düren. The entrance building was opened in 1874 and, unlike the city centre of Düren, was not destroyed in the air raid of 16 November 1944. It is located as an island station (Inselbahnhof) between the tracks for traffic to Jülich to the north and the tracks of the Cologne–Aachen line to the south. Regional express trains towards Aachen stop at the home platform (platform 1). The platforms for regional express trains and S-Bahn trains running towards Cologne and trains of the Euregiobahn towards Aachen can be reached via an underpass. Some long-distance trains also stop in Düren. Although there are other stations in the area of the city of Düren, Düren station does not bear the designation of Hauptbahnhof (main station), unlike most main stations in German towns with several stations. Triangular Truss Bridge The Cologne–Aachen line crosses the Rur river over the Triangular Truss bridge (Dreigurtbrücke) at line-km 39.8. The bridge has a span of 78 metres and was built from 1928 to 1929 as a replacement for a brick bridge built with the original railway. The structure, which is now a listed building, is currently in a dilapidated condition. The economics of its renovation are doubtful. Hubertushof and Gürzenich The Hubertushof connection point as required (Bedarfsanschlussstelle) is located at line-km 41.3. This junction served the Bundeswehr (federal defence forces) for its premises in the Hürtgenwald (Gürzenicher Bruch). The Gürzenich block post was also located there from 1925 to 1952. About a kilometre south of the village, but still part of Gürzenich, there is a Bundeswehr depot where weapons and material were stored mainly for the Air Force airbase in Nörvenich, about 15 km (9.3 mi) away. The 150-hectare depot was closed in 2009. Guerzenich also had a freight yard. The branch line to the freight yard branched off from the tram line to Guerzenich on today's Papiermühle (formerly Mühlenweg). There was a connecting track to the Distelrath–Schneidhausen railway (Ringbahn) at Breuer's Häuschen. The Gürzenich freight yard had a loading and transfer track and there was a connection to the Düren–Aachen railway. All freight traffic towards Rölsdorf and Lendersdorf was handled on this track from 1944 until the Rur Bridge of the Ringbahn was restored. Derichsweiler and Merode Until November 2002, the Derichsweiler overtaking loops were located at line-km 44.3. It was a halt for passenger traffic from 1843 to 1928. When this section of the line was converted to computer-based interlocking technology, the Derichsweiler overtaking loops were abandoned and the points and the catenary on the passing tracks were dismantled. The western part of the former yard is now controlled from the Langerwehe electronic signalling control centre, while the eastern part is controlled from Düren. The former signal box building has been preserved, but is no longer used. The Merode block post was established at line-km 46.5 in 1965/1966. Langerwehe Station Langerwehe station (line-km 48.9) has two platform tracks on the Cologne–Aachen line with side platforms north and south of the two through line tracks. The Eschweiler-Weisweiler Langerwehe line, built in 2009, ends in Langerwehe. Euregiobahn trains from Eschweiler-Weisweiler arrive at a third platform built in 2009. The through platform tracks on the Cologne–Aachen railway are used by Regional-Express services and Euregiobahn trains that are bound for Düren. The two-storey station building dates from the time the line was built (1841) and was enlarged by two one-storey extensions at the beginning of the 20th century. As the platforms were moved a few metres to the west during the reconstruction of the line around 2000, the entrance building now has no direct access to the platform. Nothberg Station The halt of Nothberg was built in 1905 at the southern end of the Eschweiler district of Nothberg at line-km 54.1. It had two side platforms and a small building with a ticket office until the 1970s. A road underpass west of the halt had to be used to connect the platforms. Recently, Nothberg station was only served by the Rhein-Sieg-Express every hour. When the new Eschweiler-Weisweiler Langerwehe line went into operation in 2009, Nothberg station on the Cologne–Aachen railway was closed due to the low number of passengers and replaced by the Eschweiler-Nothberg Euregiobahn station. The platforms and a small parking lot at the western end still exist. Signs forbid entry to the closed station. A siding branched off to the Reserve colliery between Nothberg station and Eschweiler Hauptbahnhof from 1864. The coal mined there was loaded onto trains at a yard at the mine site. After the coal mining ended, the colliery buildings including the siding were demolished. However, its course can still be seen in modern satellite images. The Hücheln block post was built at line-km 52.0 in 1965/1966. Eschweiler Hauptbahnhof Since 1841, Eschweiler Hauptbahnhof has been located at line-km 56.9 in the Röthgen district of Eschweiler and has four tracks, three of which are platform tracks with the house platform (next to the entrance building) as a side platform and an island platform. The station is served by the NRW-Express and the Rhein-Sieg-Express. The Euregiobahn service stops instead at the Eschweiler Talbahnhof (valley station) on the Mönchengladbach–Stolberg railway. The entrance building was built in 1860 and is now owned by the city of Eschweiler. A kiosk, a travel agency and a dental practice are located in the entrance building. In the past, the station was served by a line of the Aachen Tramway and handled freight. The tram line was discontinued in 1954 and general freight operations ended in 1984. The goods shed was replaced by a parking lot in 2008. The station is currently being renovated because it is not barrier-free due to its 38-centimetre (15.0 in)-high platforms and lack of lifts. Ichenberg Tunnel The Ichenberg tunnel is located at line-km 57.0 immediately west of Eschweiler Hauptbahnhof and is now 95 metres long. During the Second World War, it was blown up by retreating Wehrmacht troops and rebuilt by American pioneers. Since the cross-section of the tunnel was too narrow for the upcoming electrification, the tunnel was opened out for a length of 255 metres in 1962 and the modern shorter tunnel was rebuilt in concrete. Three Arch Bridge The railway line crosses the Inde river and the Mönchengladbach–Stolberg railway over the Three Arch bridge (Dreibogenbrücke) (line-km 57.9). The bridge is built of brick and has existed since the opening of the railway in 1841. In the Second World War, an arch was blown up and initially replaced by American pioneers with a temporary steel structure and then restored to its original design in 1950. Stolberg Hauptbahnhof Due to the changes in the route as a result of the railway dispute, Stolberg Hauptbahnhof was built in 1841, not in the centre of the city of Stolberg, but three kilometres north of Stolberg in what was then part of Eschweiler. Due to the location outside the centre of the town at line-km 60.3, there were large open areas that made it possible to develop Stolberg Hauptbahnhof into a railway junction. The Mönchengladbach–Stolberg, Stolberg–Walheim, Stolberg–Herzogenrath lines and the now closed Stolberg–Münsterbusch and Stolberg–Kohlscheid lines were built by 1900, all starting from Stolberg Hauptbahnhof. The entrance building was completed in 1888. Due to its location at the divergence of the Cologne–Aachen and the Stolberg–Walheim lines, Stolberg Hbf is a wedge-shaped station (Keilbahnhof). Freight tracks were built to the west, south and east of the station, which in the meantime were connected to each other by a connecting railway that used a bridge structure. A locomotive depot with a roundhouse was built south of the station. Of these facilities, only the freight tracks east of the station are still used today. Stolberger Hauptbahnhof has three platform tracks on the Cologne–Aachen line. The central platform is used for traffic with Regional-Express and Euregiobahn services to Aachen and the house platform for Euregiobahn services from Aachen. The station building was acquired in 2010 by EVS Euregio Verkehrsschienennetz, which renovated it for €3 million and converted it into a control centre. There is now a signal box for the lines maintained by EVS and used by the Euregiobahn. Eilendorf Tunnel and Nirm Tunnel A 727 m (2,385 ft)-long tunnel called the Nirmer Tunnel (Nirm Tunnel) was built between Stolberg and the location of modern Eilendorf at line-km 63.6 during the construction of the line and completed in 1841. Both miners from Eschweiler and workers from the Leipzig–Dresden railway were employed in the construction of the tunnel, using a method known as core construction (Kernbauweise—using three narrow tunnels to build the walls of the final tunnel before the tunnel core was removed). There were eight chimneys above the tunnel for the extraction of smoke produced by the steam locomotives. During the Second World War a bunker was built over the west portal. In 1963, it became clear that the cross-section of the tunnel, like the Königsdorf Tunnel and the Ichenberg Tunnel, was too narrow to allow the catenary to be installed. Therefore, the Nirm tunnel was partially opened out and converted into two smaller tunnels lined with concrete. The western tunnel is the Eilendorf Tunnel with a length of 357 metres (line-km 63.9) and the eastern tunnel is the Nirm Tunnel with a length of 125 metres. Although the two newly constructed tunnels were designed for speeds of up to 200 km/h (125 mph) and high-speed tests had been carried out with class E 03 locomotives, the permissible top speed today is 130 km/h (80 mph). From 1944 to 1986, the Nirm block post was located at line-km 63.2. Eilendorf Station The halt of Eilendorf was opened at line-km 64.9 as Nirm halt along with the line on 1 September 1841. It later closed but reopened in 1897. In 1920, an entrance building was built, which was demolished in the 1980s. By 1963, Nirm had an island platform and a passing track. During the electrification of the line, the halt was renamed Eilendorf, the passing track was dismantled and two side platforms, which still exist, were built. In 2018, the platforms had a height of 38 cm (15 in) and were therefore below the boarding height of the rail vehicles operated, which prevented barrier-free entry. In 2018, the platforms were raised to 76 cm (30 in) to enable level, barrier-free entry into the trains. The platforms, which were previously over 200 metres (660 ft) long, were shortened to 125 m (410 ft). There is no connection between the two platforms with a bridge or a tunnel, instead a road bridge to the west or an underpass to the east must be used, both of which require several hundred metres of walking. Therefore, passengers often cross the tracks without authorisation. Aachen-Rothe Erde Station Aachen-Rothe Erde station was built in 1875 as an interchange station for the Haaren–Aachen-Rothe Erde railway at line-km 68.2. From 1880 it was also used in passenger transport. The Vennbahn, which branched off the Cologne–Aachen railway in Rothe Erde was opened in 1885. The station received a locomotive depot and the freight yard was expanded. The current station building has existed since 1892 and is built into the railway embankment. After the Second World War, the connection with the Vennbahn and parts of the freight yard were closed. Today there is a shopping centre in the area. The passenger station has a platform with one-way tracks running towards Aachen and Cologne. To the east of this is a carriage yard for Euregiobahn railcars and for regional express sets. A branch line ran to the Aachen freight yard (Moltkebahnhof) from Rothe Erde station. Aachen Freight Yard Aachen freight yard, also known as the Moltkebahnhof (Moltke station) due to its location on Moltkestrasse (Moltke street), was a freight yard in the south of the city of Aachen, which was connected via a branch line to the Cologne–Aachen railway. The freight yard was opened in 1895, but freight traffic decreased from the mid-1960s, so that the freight yard was closed in the mid-1990s. Today there are, among other things, a park and a comprehensive school on the site. Burtscheid Viaduct Burtscheid Viaduct was built from 1838 to 1840 according to plans by engineers Wittfeld and Pickel. The originally 277-metre (909 ft)-long viaduct was partially blown up during the Second World War and rebuilt. It now has a length of 251 m (823 ft). A reinforced concrete pavement slab was added in the 1960s, and it was renovated from 2007 to 2009. Burtscheid Viaduct has two tracks. Aachen Hauptbahnhof is directly to its west. Aachen Hauptbahnhof The Rhenish Railway Company opened the Rheinischen Bahnhof (Rhenish station) as the terminus of the Cologne–Aachen railway (line-km 70.2) in 1841. The current entrance building and the station concourse date from 1905 when the station was rebuilt as part of its merger with Aachen Marschierthor station, the terminus of the Aachen–Mönchengladbach railway. In the run-up to the electrification of the station, the tracks within the station hall were rearranged in 1966. Since then, Aachen Hauptbahnhof has had nine platform tracks, four of which are designed to enable the transition between electrical systems: the overhead lines can be switched to use either the 15 kV/16.7 Hz AC used in Germany or the 3 kV DC used in Belgium. A 3-S-Zentrale (a DB Station & Service station control centres) has been located in the entrance building since 2003. All local and long-distance trains stop at Aachen Hauptbahnhof. With the exception of ICE International, Thalys and Euregiobahn services, all trains start and end here. The rolling stock of the NRW-Express, the Rhein-Sieg-Express and Euregiobahn are maintained in a DB Regio NRW depot to the west of the station. Cologne–Aachen High-Speed Railway Overview Cologne–Aachen High-Speed Railway Native Name: Schnellfahrstrecke Köln–Aachen Cologne–Aachen High-Speed Railway Line Number: 2600 (Cologne–Aachen) 2622 (Cologne–Düren) Cologne–Aachen High-Speed Railway Locale: North Rhine-Westphalia, Germany Service Cologne–Aachen High-Speed Railway Route Number: 480 Cologne–Aachen High-Speed Railway Line Length: 70 km (43 mi) Cologne–Aachen High-Speed Railway Track Gauge: 1,435 mm (4 ft 8+1⁄2 in) standard gauge Cologne–Aachen High-Speed Railway Electrification: 15 kV/16.7 Hz AC overhead catenary Cologne–Aachen High-Speed Railway Operating Speed: 250 km/h (155 mph) Cologne–Aachen High-Speed Railway Route Map km HSL to Frankfurt… and line to Düsseldorf… Hohenzollern Bridge (from Köln Messe/Deutz) Cologne Stadtbahn 0.0 Cologne 0.8 Köln Hansaring 0.8 Köln Hansaring turnback facility 1.4 to Cologne depot West Rhine Railway to Köln West West Lower Rhine Railway to Köln-Nippes 2.0 Köln-Nippes–Köln West freight line Herkulesstraße junction from Köln West S-Bahn Flying junction 3.2 Cologne Stadtbahn 3.7 Köln-Ehrenfeld Köln-Ehrenfeld freight yard Cologne–Frechen line (HGK) 5.9 Köln-Müngersdorf Technologiepark to Mönchengladbach 9.0 Lövenich (former station) 9.7 Lövenich (S-Bahn) 11.1 Köln-Weiden West 13.8 Frechen-Königsdorf 15.0 start of cutting (former Königsdorf Tunnel) 16.5 North-South Railway (RWE Power) 16.6 start of cutting (former Königsdorf Tunnel) 18.5 Erft Railway to Neuss 18.7 Horrem former Bergheim District Railway to Mödrath Erft 21.4 Sindorf crossover 21.4 Sindorf 22.4 Sindorf 22.6 Sindorf siding 26.0 Dorsfeld 27.8 Buir crossover 30.3 Buir 35.0 Merzenich former line from Neuss 35.7 Merzenich crossover 37.3 Düren Vorbf former bypass curve to Euskirchen former Distelrath–Schneidhausen line 39.0 from Euskirchen from Distelrath 39.1 from Jülich 39.2 Düren DKB tramway Düren–Kreuzau 39.8 to Heimbach Rur (Düren triangular truss bridge) 42.2 Hubertushof crossover, siding Derichsweiler 48.9 Langerwehe (link line to Inde Valley Railway 54.1 Nothberg (until Dec 2009) Jägerspfad (last level crossing until April 2020) 56.9 Eschweiler Hbf 57.0 Ichenberg Tunnel (95 m) 57.9 Three arch bridge (Inde) 58.0 Inde Valley Railway 59.8 Stolberg (Rheinl) freight yard 60.3 to Eupen 60.3 Stolberg (Rheinl) Hbf Stolberg (Rheinl) part V to Herzogenrath Nirm Tunnel Eilendorf Tunnel 64.9 Eilendorf from Aachen Nord Aachen-Rothe Erde Wertz (siding) 67.0 Aachen-Rothe freight yard former line from Hahn 68.2 Aachen-Rothe Erde Moltkebahnhof Burtscheid Viaduct 70.2 Aachen Hbf to Mönchengladbach 72.9 Aachen Süd Busch Tunne 77.0 Germany national border Belgium main line… HSL 3… to Liège | |||||
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