A ten-kilometre continuation of the line over the Griethausen railway bridge and the Spyck–Welle train ferry to the Dutch border was opened on 19 April 1865 for freight and on 21 April 1865 for passengers.
At the same time the RhE encouraged the Dutch Rhine Railway Company (Dutch: Nederlandsche Rhijnspoorweg-Maatschappij, NRS) to extend its railway, which already ran from Rotterdam and Amsterdam to Utrecht and Arnhem, to the Dutch–German border.
In 1856 the Cologne-Minden Railway Company (Cöln-Mindener Eisenbahn-Gesellschaft, CME) had opened its line to Emmerich via Oberhausen (the Holland route), but it lacked rail connections to southern Germany, Austria and Switzerland.

This prompted the NRS to discuss a rail link via Cleves with the Rhenish railway, which had extended its West Rhine line to Bingen in 1859 to create a connection with the southern German rail network.
Both companies attempted to persuade the Dutch government to grant a concession to the Rhenish railway for the construction of a route from Kleve to Nijmegen and Arnhem but failed to change the Dutch government's policy.
Even an offer by the Rhenish railway to build at its own expense the big bridges that would have been required over the Waal and the Rhine had no effect.
Probably the major concern for the Dutch government was the protection of navigation on the Rhine in the Netherlands and the fact that the majority of the capital of the NRS was controlled by English investors.

Until the nationalisation of the company in 1880, all RhE freight and passenger trains ran to the Dutch North Sea ports via the Kleve–Zevenaar route.
In 1912, the tracks to the ramps on both sides of the train ferry were closed.
Passengers were instead transferred by steamboat.
During World War I the line was reduced to two pairs of trains per day.
After the war, the Dutch railways (later formally amalgamated as Nederlandse Spoorwegen, NS) and the German State Railways signed an agreement in relation to the operation of rail and ferry services up to 31 August 1926.
Around 1930 the tracks between Welle and Elten on the right (northern) bank were dismantled.
In contrast, on the left bank passenger services continued until 1960 and freight ran directly to a vegetable oil mill on the Rhine in Spyck until 1987.
At that time, the line from Kleve was closed.

On 9 September 1865 a further link from Cleves to Nijmegen was put into operation.
In 1879 this line was connected to the Dutch rail network in Arnhem.
From 18 September 1965 the section between Kleve and the border was reduced from double track to single track.
No passenger trains have run on the line to Nijmegen since 1991 and the line has been out of service since 1999.
Freight operations have been closed between Kleve and Kranenburg since 31 December 1991.

Since 27 April 2008, the section from Kleve via Kranenburg to Groesbeek has been used for the operation of draisines for entertainment.
A ten-kilometre continuation of the line over the Griethausen railway bridge and the Spyck–Welle train ferry to the Dutch border was opened on 19 April 1865 for freight and on 21 April 1865 for passengers. At the same time the RhE encouraged the Dutch Rhine Railway Company (Dutch: Nederlandsche Rhijnspoorweg-Maatschappij, NRS) to extend its railway, which already ran from Rotterdam and Amsterdam to Utrecht and Arnhem, to the Dutch–German border. In 1856 the Cologne-Minden Railway Company (Cöln-Mindener Eisenbahn-Gesellschaft, CME) had opened its line to Emmerich via Oberhausen (the Holland route), but it lacked rail connections to southern Germany, Austria and Switzerland.
This prompted the NRS to discuss a rail link via Cleves with the Rhenish railway, which had extended its West Rhine line to Bingen in 1859 to create a connection with the southern German rail network. Both companies attempted to persuade the Dutch government to grant a concession to the Rhenish railway for the construction of a route from Kleve to Nijmegen and Arnhem but failed to change the Dutch government's policy. Even an offer by the Rhenish railway to build at its own expense the big bridges that would have been required over the Waal and the Rhine had no effect. Probably the major concern for the Dutch government was the protection of navigation on the Rhine in the Netherlands and the fact that the majority of the capital of the NRS was controlled by English investors.
Until the nationalisation of the company in 1880, all RhE freight and passenger trains ran to the Dutch North Sea ports via the Kleve–Zevenaar route. In 1912, the tracks to the ramps on both sides of the train ferry were closed. Passengers were instead transferred by steamboat. During World War I the line was reduced to two pairs of trains per day. After the war, the Dutch railways (later formally amalgamated as Nederlandse Spoorwegen, NS) and the German State Railways signed an agreement in relation to the operation of rail and ferry services up to 31 August 1926. Around 1930 the tracks between Welle and Elten on the right (northern) bank were dismantled. In contrast, on the left bank passenger services continued until 1960 and freight ran directly to a vegetable oil mill on the Rhine in Spyck until 1987. At that time, the line from Kleve was closed.
On 9 September 1865 a further link from Cleves to Nijmegen was put into operation. In 1879 this line was connected to the Dutch rail network in Arnhem. From 18 September 1965 the section between Kleve and the border was reduced from double track to single track. No passenger trains have run on the line to Nijmegen since 1991 and the line has been out of service since 1999. Freight operations have been closed between Kleve and Kranenburg since 31 December 1991.
Since 27 April 2008, the section from Kleve via Kranenburg to Groesbeek has been used for the operation of draisines for entertainment.
Lower Left Rhine Railway