Railway line Winden – Karlsruhe

The articles Railway Line Winden – Karlsruhe and Maxau Railway overlap thematically. Help me to better differentiate or merge the articles (→  instructions ) . To do this, take part in the relevant redundancy discussion . Please remove this module only after the redundancy has been completely processed and do not forget to include the relevant entry on the redundancy discussion page{{ Done | 1 = ~~~~}}to mark. AF666 ( discussion ) 22:07, 10 Dec 2017 (CET)

Coordinates: 49 ° 2 ′ 25.8 "  N , 8 ° 17 ′ 7.8"  E

Winden – Karlsruhe
Route number (DB) :	3443
Course book section (DB) :	676 280 (to ≈1970) 243c (1939)
Route length:	26.5 km
Gauge :	1435 mm ( standard gauge )
Route class :	D4
Power system :	Wörth (Rhine) –Karlsruhe: 15 kV 16.7 Hz  ~
Maximum slope :	<10   ‰
Minimum radius :	Wörth – Karlsruhe: 488 m
Top speed:	160 km / h (with tilting technology) 140 km / h
Dual track :	Wörth (Rhein) –Karlsruhe Hbf Südeinf
Legend Palatine Maximiliansbahn from Neustadt Route to Bad Bergzabern 0.000 Winden (Palatinate) 140 m 0.339 Palatine Maximiliansbahn to Wissembourg B 427 Kandel West (planned) B 427 7.029 Candelabra 122 m 7.712 former operating and construction inspection limit A 65 Otterbach Planned threading of the inner city route through Wörth 11,924 Woerth Mozartstrasse 110 m Inner city route through Wörth 13,200 Wörth (Rhine) Old Railway Maintenance Department (Bft) Route from Schifferstadt 13.775 Wörth (Rhine) 105 m Route to Strasbourg B 9 to Wörther Hafen (freight traffic only) A 65 15,400 Maximiliansau West 111 m Maximiliansau (1864–1938) 15.910 Maximiliansau Eisenbahnstrasse 115 m 16,213 Rhine bridge Maxau (since 1938) 16,516 Maxau 116 m Connection to the Stora Enso paper mill Maxaubahn to the old Karlsruhe main station, today to the tram network to the MiRO refinery (freight traffic only) 17.285 Karlsruhe Rhine Bridge B 10 Alb 19,315 Karlsruhe- Knielingen 111 m 20.300 Hardtbahn from Graben (freight traffic only) 20.873 Karlsruhe-Mühlburg 114 m B 10 to the Rheinhafen Karlsruhe (freight traffic only) B 36 Alb 22.257 Karlsruhe West 114 m Karlsruhe freight bypass railway Malscher Landgraben Karlsruhe freight bypass railway Alder Trench Rheinbahn Karlsruhe freight bypass railway Alb 26.200 Karlsruhe Hbf Bft south entrance until 2016 Karlsruhe Hbf Bft DB / AVG to the Albtalbf (to the Karlsruhe tram ) Badische Hauptbahn from Basel Alb Valley Railway 26.814 Karlsruhe Hbf (tracks 101 and 102; MEG km 27.013) 121 m Baden main line to Mannheim Swell:

The Winden – Karlsruhe railway is a main railway line in Baden-Württemberg and Rhineland-Palatinate , which has existed in its current form since 1938 and is electrified between Wörth and Karlsruhe . Today's Winden –Wörth section was opened in 1864. A year later, the gap across the Rhine to the Maxau Railway, which had existed since 1862, followed . The latter was re-routed in the course of the relocation of the Karlsruhe main station within the fan-shaped city. New sections of the route were also created between Wörth and Mühlburg , primarily in connection with the commissioning of a permanent bridge over the Rhine.

The latter measure increased their importance significantly. Today the route is recorded together with the Neustadt –Winden section of the Palatinate Maximiliansbahn as route book route 676. In addition, several lines of the Karlsruhe Stadtbahn run between Wörth and Karlsruhe .

history

prehistory

Initial efforts to build a railway in the area of ​​today's route go back to 1838 in the course of the share subscription of the Palatinate Ludwig Railway Company . In this context, the proposal to lead the route via Zweibrücken and along the Schwarzbach via Rodalben , Annweiler and Langenkandel (later: Kandel) to the Rhine did not materialize. In the period from 1847 to 1849, the Ludwigsbahn was built in an east-west direction from Ludwigshafen to Bexbach , which mainly served to transport coal. In 1855, the Palatinate Maximiliansbahn Neustadt – Wissembourg followed as a transit route, by means of which the coal from the Saar region and products from the Palatinate agriculture were to be transported to France . However, in the first few years of its existence it fell short of expectations. The French railway company Chemin de fer de l'Est in particular succeeded in preventing the competitiveness of all routes on the left bank of the Rhine outside France through several measures such as the manipulation of tariffs. In addition, it succeeded in directing a large part of the demand for coal within the Haut-Rhin department via the Forbacher Bahn to Frouard . The freight reached Strasbourg by rail or along rivers to Mulhouse . Against this background, the Palatinate was forced to look for further sales markets, preferably on the other side of the Rhine.

That is why the Palatinate Maximiliansbahn-Gesellschaft , which operated the line from Neustadt to Wissembourg, had plans to set up a railway branching off from this in Winden to the Baden capital, Karlsruhe, especially since it had to increase its profitability for financial reasons. The Ludwig Railway Company did not have to fear any losses as a result. The planned route was linked to the expectation that coal would be better brought to the southern German states of Baden , Württemberg and the rest of Bavaria , which was geographically separated from the Palatinate (Bavaria) . Initially, the planners considered having the route branch off in Rohrbach . In consideration of the interests of Bergzabern , which also wanted a connection to the railway network, the company refrained from doing so.

planning

The municipality of Kandel in particular strongly advocated such a route and referred to the large number of inhabitants in its catchment area and the creation of jobs through any railway construction. The Bavarian military Karl Krazeisen , who was troop commander in the Palatinate at the time, emphasized that such a route was necessary for strategic reasons.

“Nonetheless, we cannot fail to recognize the need for a connecting line from Winden to Karlsruhe to facilitate the dispatch of coal to Baden, Württemberg and the other side of Bavaria, and to regret that the steps we have taken to obtain the priority concession have not yet been successful. "

- Annual report of the Palatinate Maximiliansbahn-Gesellschaft 1858/1859

Also in 1859 the Maximiliansbahn-Gesellschaft received the concession from the State Ministry for Trade and Public Works. In the summer of the following year, the site and the production of the project were determined. However, resistance came from the city of Germersheim , who urged them to build a railway line over their area first and from there to Bruchsal . In a memorandum, the Germersheim city and fortress command also argued that on a route from Winden to Karlsruhe, in contrast to a route over the area of ​​the fortress, there was no military security and that it was strategically important to have a connection with other fortresses such as Koblenz , Landau , Mainz and Rastatt . However, the Palatinate government rejected the Germersheim efforts.

In 1860, several representatives of the southern Palatinate communities came together in Rülzheim who advocated a route from Landau via Offenbach , Herxheim , Leimersheim and Leopoldshafen to Karlsruhe instead of via Winden and Kandel . They argued that the proposed route was contrary to the public interest and was exclusively a "coal railway" that primarily served the shareholders. They also argued that the variant they proposed affected a greater number of places and inhabitants than the route via Kandel. They referred to the food produced in Rülzheim, the weaving mills based in Herxheim and the trade in hemp and flax fibers operated there, as well as the transshipment in the port of Leimersheim. In addition, flour mills , the cultivation of tobacco and the trade in cattle played a major role in the region. From Rülzheim a connection to Speyer could be established at a later date via Germersheim . The Kandel variant is also unsafe in the event of a war due to its proximity to the French border. The government in Bavaria was of the same opinion. Nevertheless, the Rülzheimer's efforts were unsuccessful.

Construction, opening and first years

Bavaria passed a law on November 10, 1861, which guaranteed the company interest on a total investment of one and a half million guilders. The concession followed on June 28 of the following year. Already on August 5, 1862, was on the Baden side maxau railway named range from Karlsruhe to the right bank of the Rhine near the hamlet Maxau opened. On March 14, 1864, the Winden– Maximiliansau section was released. Although it ran through the district of Minfeld , located southeast of Winden , it did not have a train station, as a cattle watering fountain would have had to be relocated in the course of the construction of the route and this would have led to conflicts.

Maxau ship bridge in 1911

A year later, on May 8, 1865, the gap between Maximiliansau and the Maxau Railway was closed in the form of the bridge over the Rhine . This had already existed for road traffic since 1840 and was converted so that rail traffic was also possible. It was the first pontoon bridge in Europe to serve a railway line and was considered a technical innovation.

Further development

Although the line was used extensively for passenger transport, the need to change locomotives to cross the Rhine prevented significant through traffic. In the period that followed, a second track was put into operation between Winden and Wörth. From January 1, 1870, the operational management of the section on the left bank of the Rhine was with the newly founded Palatinate Railways , which had arisen from the merger of the Palatinate railway companies; The owner or concession holder was still the Palatinate Maximiliansbahn. This was responsible for transferring the trains across the Rhine. The operational management of the stretch on the right bank of the Rhine was the responsibility of the Grand Ducal Baden State Railways . From 1895 a freight bypass line branched off between the stations in Mühlburg and Knielingen, and from then on a large part of freight traffic was carried over it. In 1907, line telephones were set up along the Winden – Wörth section. At the stations along the stretch from Winden to Maxau, platform closures were created. On January 1, 1909, the Winden – Rhine Bridge section of the line, together with the other lines in the Palatinate, became the property of the Bavarian State Railways .

As early as 1900, the Baden Ministry of the Interior approved a relocation of the Karlsruhe main station , because on the one hand it had reached the limits of its capabilities and, on the other hand, the many level crossings in the city area were increasingly an obstacle for pedestrians and tram traffic. The new location should be on the southern outskirts. As a result, the Baden section of the route east of Knielingen had to be given a new route. This should go around the city in a large, semicircular arc. It was planned to use part of the freight bypass built in 1895 from the west until shortly before the Westbahnhof, which was built in 1895 at the same time as the marshalling yard. On October 23, 1913, the new main station was opened and the route of the previous Maxau Railway was relocated. Mühlburg received a new train station , which also functioned as a junction for the connection to Graben-Neudorf via Eggenstein and Linkenheim . This also had to be redrawn south of Eggenstein. Until then, the Mühlburger Tor station, which was no longer available, had this function. A few years later, the Karlsruhe Zeppelinstraße stop (later called Karlsruhe West) was added between Mühlburg and Karlsruhe main station at the level of the Westbahnhof.

Weimar Republic and Third Reich (1920–1945)

In 1920 the line became the property of the newly founded Deutsche Reichsbahn (DR) . In 1922, the Palatinate section of the route was incorporated into the newly founded Reichsbahndirektion Ludwigshafen , the Baden part came to the Karlsruhe directorate . From 1923 to 1924, France, which was then occupying the Palatinate, was responsible for running the government. Traffic increased steadily over the decades. The train timetable took precedence over ship traffic. This caused a congestion of ships along the Rhine. This circumstance was even more of a hindrance for road traffic, which was only allowed to enter the bridge after the ships had passed. The political and economic situation of the 1920s thwarted the plans for a permanent bridge over the Rhine. Baden and Bavaria finally provided money for the construction from 1934 and work began. With the dissolution of the Ludwigshafen management in 1937, the line changed completely to the area of ​​responsibility of Karlsruhe on February 1, 1937, where the responsible Reichsbahn-Betriebsamt (RBA) was also based.

On April 4 of the following year, the fixed Rhine bridge near Maxau was put into operation and the pontoon bridge was dismantled. The previous Maximiliansau station lost its function. Instead, the place received a new breakpoint immediately west of the new bridge. The Mühlburg – Maxau section received a new route. The line that had previously passed through Knielingen was led to the southwestern edge of the settlement and Knielingen was given a new train station. From then on, the Wörth – Karlsruhe section could be used on two tracks.

Due to the new bridge over the Rhine, the main traffic flows, which had previously been directed towards the Landau – Bruchsal and Neustadt – Wissembourg axes , were directed towards Karlsruhe. The express trains on the Saarbrücken - Munich route were run via Winden and Karlsruhe. In 1944, a connecting curve from Karlsruhe Westbahnhof to the Rheinbahn in the direction of Rastatt was built for strategic reasons . At the beginning of 1945 traffic came to a standstill as a result of the Second World War . In the same year the bridge over the Rhine was destroyed by air raids.

Post-war period and German Federal Railways (1945–1993)

The section between Winden and Wörth was dismantled after the Second World War by the French occupying forces as part of reparations payments. As a result of the division of the occupation zones , the section on the left bank of the Rhine had been within the Mainz Railway Directorate, the legal successor to the Reich Railway Directorate of the same name, to which all railway lines within the state of Rhineland-Palatinate, founded a year later, were subordinate to. The management in Karlsruhe was still responsible for the Baden route section

Section within Maximiliansau (left in the picture), top right the tracks of the former Maximiliansau station

Due to the blasting of the Rhine crossing, the trains in the western part of the route initially only ran to Wörth. As a replacement for the blown up Rhine bridge, a new auxiliary war bridge was put into operation in 1947 , which was initially intended as a temporary solution, but developed into a permanent solution. In the same year, the company association of the South West German Railways (SWDE) took over operations, which gradually became part of the Deutsche Bundesbahn , which was founded in 1949 . The connecting curve created in World War II was dismantled in the following period. In the course of the gradual dissolution of the Mainz head office from June 1, 1971, the Karlsruhe head office was responsible for the entire route. In 1974 the Wörth – Karlsruhe section was electrified. After a ship accident in 1987, the Maxau Rhine Bridge had to be rebuilt. The bridge was opened on April 29, 1991 as a single-track bridge.

Deutsche Bahn (since 1994)

As part of the rail reform , the line became the property of Deutsche Bahn on January 1, 1994 . In 1995 the route was integrated into the tariff area of ​​the Karlsruhe Transport Association (KVV) . Since 2001 there has been a transitional tariff of the Rhein-Neckar transport association (VRN) along the Winden – Maximiliansau section . In the mid-1990s, the Wörth – Maximiliansau section was expanded to double-track for light rail operations. In 1997, the Maxau – Wörth section was integrated into the Karlsruhe light rail network and thus into the so-called “ Karlsruhe model ” practiced there , with a section west of the Wörth station especially for the S 5 light rail line into the Wörth city center. To the east of Maxau, the trams merge almost onto the old route, which was used until 1938, in order to then use the route of the tram that has existed since the 1950s within Knielingen .

In 1999, construction work began on a second bridge superstructure for a second track directly next to the existing Rhine overpass, as the bridge, which was put into operation in 1991, had proven to be a bottleneck. Double-track operation began on May 12, 2000. From October 1 to 3, 2005, on the occasion of the 150th anniversary of the neighboring Maximiliansbahn, steam train rides of the Ulmer Eisenbahnfreunde (UEF) took place along the route . The steam trains ran on the Neustadt – Winden – Karlsruhe – Graben-Neudorf – Germersheim – Schifferstadt –Neustadt ring . Some of these drove with so-called " silver coins " from Deutsche Bahn. In 2010 the tram lines S 51 and S 52 to Germersheim went into operation. While the S 52, just like the S 5, only uses the section between Wörth and the Rheinbrücke depot, the S 51 runs from Wörth on the route to just before Karlsruhe main station, where it turns into the connecting ramp to the Albtal station that has existed since 1996 .

traffic

passenger traffic

Traffic until 1945

In 1866 a total of 16 passenger trains ran on the route on weekdays. In 1871, five pairs of trains ran on the Palatinate section, half of them as mixed trains . A trip from Winden to Maximiliansau took around three quarters of an hour. The timetable from 1897 had continuous trains on the Bergzabern – Karlsruhe route. In the autumn of 1914 and thus during the First World War there were six pairs of trains, one connection only ran from Maximiliansau to Winden. In the 1920s, there was also a through car connection on the Cologne – Neustadt – Landau – Karlsruhe route, whose trains ran from Landau as express trains. In 1932, 32 passenger trains crossed the Rhine from Monday to Friday.

From 1938 onwards, the express trains on the Saarbrücken - Munich route , which previously ran on the Germersheim – Landau line , were now run via Winden and Karlsruhe. Just one year later, the line was recorded together with the Maximiliansbahn section Neustadt – Winden under the timetable number 243c. After the campaign in the west, there was an express train for civil traffic from Karlsruhe to Dijon, which was initially carried over the route, but later ran via Rastatt and Hagenau . The 1944 timetable included local trains from Karlsruhe via Winden, Landau and Zweibrücken to Saarbrücken.

Post-war period and German Federal Railroad

Immediately after the Second World War, trains especially for the occupying powers that were closed to civil traffic. Among them was a train connection that ran from Neustadt via Landau and Winden - initially due to the different crew memberships, bypassing Karlsruhe using the bypass curve that had existed since 1944 - to Baden-Baden. The regular passenger trains ran between Landau and Wörth.

As early as 1953, the Federal Railroad canceled the night-time express train from Cologne to Constance. Up until the 1960s, express trains on the Krefeld – Basel route ran along the route. At the same time it was included in the route between Saarbrücken and Munich. Until 1973 there were express trains on the Bingerbrück – Karlsruhe route that carried through coaches to Basel, Krefeld and Saarbrücken. In 1988, the traffic of express trains and through coaches on the route from Winden to Karlsruhe ended. The Karlsruhe – Landau express trains, which run almost every hour, were converted into regional express trains (RSB), and every second of them reached Neustadt.

Since the rail reform

In 1997, the extension of the Karlsruhe Stadtbahn to Wörth was opened. Before that, Deutsche Bahn had been running an hourly advance service on the Karlsruhe –Wörth section since 1994 . The trams carried the line designation "S8".

Regional long-distance and excursion train pairs run on Sundays and public holidays from May to October
Surname	starting point	End point
Rheintal Express	Karlsruhe	Koblenz
Felsenland Express	Karlsruhe	Bundenthal-Rumbach

Together with the Maximiliansbahn section Neustadt – Winden, the line is now part of the Karlsruhe - Neustadt timetable and is recorded as KBS 676 . One regional train (RB 51) and one regional express (RE 6) run from Karlsruhe to Neustadt every hour . The regional trains from Karlsruhe to Neustadt serve all stops on the way except for the stations Wörth Alte Bahnmeisterei , Maximiliansau Eisenbahnstraße and Maxau . With a few exceptions, the Regional Express trains that have been in service since 1997 only stop in Wörth, Kandel, Winden and Landau. The Karlsruhe light rail lines S 5 (Wörth Dorschberg - Bietigheim-Bissingen ) and S 52 (Germersheim - Karlsruhe city center) run between the Wörth train station and the exit to the tram tracks east of the Maxau stop . They also serve the Maximiliansau Eisenbahnstraße and Maxau stops on the way . The S 51 (Germersheim - Karlsruhe city center) also runs from Wörth to shortly before Karlsruhe main station, but like the regional trains, it does not serve the Maximiliansau Eisenbahnstraße and Maxau stops between Wörth (Rhine) and Karlsruhe Albtalbahnhof and passes the connecting ramp to Albtalbahnhof.

Freight transport

Freight train in Wörth (Rhine) station

In the first few years of its existence, the route from Winden to Karlsruhe was mainly used to transport coal to southern Germany . After the Rhine bridge in Germersheim went into operation in 1877, it lost a large part of its importance. In 1871, in addition to the mixed trains, four pure freight trains ran, three of them in the direction of Winden and one in the direction of Maximiliansau. Two of them left out the waitress from Wörth and one from Kandel, the rest took care of all the stations on the way.

The Winden and Kandel stations in particular were once important for the transport of sugar beet. In the 1980s these were served from Landau . Accordingly, they had a loading facility through which sugar beets were loaded onto freight wagons. At the beginning of the 1990s, the Deutsche Bundesbahn gave up this branch of transport, and beet transports consequently switched to the road. Accordingly, the freight tracks were dismantled in the following period. The rest of the route is supplied from Karlsruhe.

There is a lot of freight traffic between Karlsruhe and Wörth to the Wörther Baggerseen, the Mercedes-Benz plant in Wörth and the Wörth Rheinhafen, which is why this section of the route has been electrified since 1974. Sidings to the MiRO refineries and to a Stora Enso plant branch off from the Karlsruhe-Rheinbrücke depot . The former is also electrified. Accordingly, the local freight trains are mostly driven electrically, as is the freight traffic to Wörth. The once numerous sidings at Karlsruhe West station have all been dismantled, and Karlsruhe-Knielingen station has no sidings either.

Vehicle use

Since the Rhine bridge between Karlsruhe and Wörth was initially a pontoon bridge, the T 2.I series locomotives were used specifically to cross the river . After the Second World War, Uerdinger rail buses took over some of the services.

Neitech trains of the 611 series were initially used for the regional express trains on the Neustadt – Karlsruhe route . Since these were very unreliable, they were replaced by the 612 series only a few years later . Class 642 multiple units are used today. Class 628 multiple units were used on regional railways from the 1980s until December 2010 , replacing the rail buses that had previously operated . The 628 series was in turn replaced by the 643 series, which are still used there.

Electric multiple units of the types GT8-100C / 2S , GT8-100D / 2S-M and ET 2010 are used in light rail traffic.

Route

The Winden – Karlsruhe section runs across an agricultural area to Kandel, and between Kandel and Wörth it crosses the Bienwald . After the Rhine bridge (a ship bridge until 1938), Rheinauen and, since 1938, the southwestern outskirts of Knielingen are passed, while this previously happened through the center of the Karlsruhe district before the former Hardtbahn joins the line and together with it at the Karlsruhe-Mühlburg stop leads. In the Karlsruhe West train station, the Karlsruhe freight bypass line branches off . The route then leads in a large arc around the Bulach district before it ends at Karlsruhe Central Station .

From Winden to Maximiliansau Eisenbahnstraße , the route crosses the Rhineland-Palatinate district of Germersheim , the remaining section is within the Baden-Württemberg city of Karlsruhe.

Operating points

Winden (Palatinate)

Winches after modernization in 2007

→ Main article : Winden railway station (Pfalz)

The Winden (Pfalz) train station is located on the south-eastern outskirts of the local community of Winden . It was put into operation when the Palatinate Maximiliansbahn opened in 1855. From 1864 the line to Maximiliansau was added. As a result, the station became the fifth railway junction within the Palatinate after Schifferstadt (1847), Ludwigshafen (1853), Neustadt an der Haardt (1855) and Homburg (1857) . In 1870 the spa line to Bad Bergzabern was added. It was modernized in the period from 2005 to 2007. The opened reception building is a listed building.

The line begins at the southernmost point at the station.

Candelabra

→ Main article : Kandel railway station

The station Kandel is located near the center of Kandel . The trains to Winden usually stop on track 1 on the house platform, the trains to Wörth on track 2, the main track . The station building is a listed building.

Woerth Mozartstrasse

The Wörth Mozartstrasse stop is located in the Dorschberg district of the city of Wörth am Rhein and went into operation in March 2009. The original plan was to build a stop for the regional trains at the Wörth Badepark terminus on the northwestern outskirts of the city, in order to enable a change between the city and regional trains. The city of Wörth am Rhein, however, favored a more central stop, which was finally implemented.

Wörth (Rhine) Old railway maintenance office

The breakpoint Wörth Old Bahnmeisterei is a rail station Part of the station Wörth . It was opened with the opening of the inner-city route through Wörth in 1997 and is located directly at the former railway maintenance office of the Wörth train station. The traffic station operated by AVG has a 38 centimeter high and 80 meter long central platform and is only served by the S 5 line of the Karlsruhe Stadtbahn .

Wörth (Rhine)

→ Main article : Wörth railway station (Rhine)

The Wörth (Rhine) train station is located in the east of the core city of Wörth. It is a railway junction in the Palatinate and the largest train station on the route from Winden to Karlsruhe. It has five platform tracks and nine tracks without platforms, which are primarily used as stabling tracks for goods traffic . Since 1876 the railway lines to Germersheim / Schifferstadt and Lauterbourg / Strasbourg have branched off from it. Since 1997, the tram line to the Wörth city center has also branched off from him. The station building is a listed building.

The line becomes double-tracked here at point 5 and runs through tracks 3 and 4. In the eastern head of the station, it is crossed by the Schifferstadt - Strasboug line .

Maximiliansau

The Maximiliansau station existed from 1864 to 1938 and was located along the old railway line that a permanent Rhine bridge was abandoned in favor of further south running in the course of building. Its station building stood across the direction of travel and was demolished at the beginning of the Second World War. The tracks fell to the Wörth station.

Maximiliansau West

Tram at the stop "Maximiliansau West"

The Maximiliansau West stop was put into operation in May 1996 as part of the double-track expansion of the line between Wörth and the Rhine Bridge. It is located on the north-western edge of Maximiliansau . It is operated by AVG and includes two 38 centimeter high and 119 meter long outer platforms.

Maximiliansau Eisenbahnstrasse

The Maximiliansau Eisenbahnstraße stop was put into operation in 1938 when the route between Wörth and Mühlburg was re-routed and was initially called Maximiliansau . It is located on the northeastern edge of the village. In the course of the double-track expansion of the line between Wörth and the Rhine bridge in the mid-1990s and the associated opening of the Maximiliansau West stop , it received its current name and was equipped with an additional platform. It is operated by AVG and comprises two external platforms, 38 centimeters high, 120 meters and 132 meters long.

From the stop - in contrast to Maximiliansau West stop, which is at least as close - the Globus hardware store in Wörth and the “Maximiliancenter” shopping center are within walking distance , which has been announced in the trams since 2009. This stop is only served by the light rail lines. All other trains pass through the stop without stopping.

Maxau

The Maxau stop (sometimes referred to as Karlsruhe-Maxau on the Karlsruhe Stadtbahn ) is located immediately to the east of the Rhine bridge and is mainly used for excursion traffic. Only the light rail line S5 and individual trains of the lines S51 and S52 in early and late traffic stop here. Initially the stop was called Maxau , before it was renamed Karlsruhe-Maxau on April 3, 1938 . On May 15 of the same year it was given the new name Karlsruhe Rheinbrücke . Due to a lack of profitability, it was temporarily abandoned before it was reactivated under the name Maxau in the course of the intriebhame of the Stadtbahn in 1997 . Today the stop is owned and operated by AVG. It comprises two 120 meter long outer platforms: one 38 centimeter high on platform 1 and one 55 centimeter high on platform 2.

Karlsruhe Rhine Bridge

The Karlsruhe Rhine Bridge Station is a depot . The route to the tram through Knielingen branches off here, as does the route to the MiRO refineries operated by the civil engineering department of the city of Karlsruhe and located entirely in the station . A siding to the packaging manufacturer Stora Enso (formerly “Papierfabrik Holtzmann”) branches off from track 16, the Karlsruhe Rheinbrücke StKA station section . Since the Maxau Rhine Bridge was only single-track from 1991 to 2000, this was the end of this single-track section at that time. The station is completely remote controlled by the Sp-Dr-S60 signal box Karlsruhe West.

Karlsruhe-Knielingen

The station Karlsruhe-Knielingen is located at the southern edge of the original village and today's Karlsruhe district Knielingen . It has existed since 1938, after the original railway line leading through the town center and the former train station were abandoned. At its southernmost point, the Hardt Railway branches off to the northeast .

Karlsruhe-Mühlburg

Terminal building of Karlsruhe-Mühlburg

→ Main article : Karlsruhe-Mühlburg train station

The Karlsruhe-Mühlburg stop is located in the west of the Karlsruhe district of Mühlburg . It replaced the old station, the siding of which was re-routed as a result of the relocation of the Karlsruhe main station in 1913 between Knielingen and the new station of the fan-shaped city.

Karlsruhe West

In 1895, the Karlsruhe West station was put into operation as part of the Karlsruhe freight bypass to the newly opened Karlsruhe marshalling yard . When the route from Winden from Knielingen had to be re-routed as part of the construction of the Karlsruhe main station, the Karlsruhe Zeppelinstrasse stop was built on the new route . This was renamed Karlsruhe West on April 3, 1938 and later integrated into the station. In addition, there is a makeshift platform on track 108 in Karlsruhe West station, which is used for construction work and line closures.

Karlsruhe main station

→ Main article : Karlsruhe main station

The Karlsruhe Hbf station has existed in its current form since 1913 and replaced the original station on the edge of the city center. The trains end and begin today alternately on tracks 1, 101 and 102. The latter are part of the four-track terminus station (“Maxaubahnhof”) built especially for traffic to the Palatinate , whose tracks 103 and 104 during the development of the station in the mid-2000s Years were shut down and dismantled.

In the Karlsruhe Hbf Bft Südeinfahrt section of the station , the route has been branching off via the ramp to Albtalbahnhof since 1996 . Until 2016 the part of the station was called Karlsruhe Hbf Bft DB / AVG .

Planning

At the moment, the construction of a further stop on the railway line is planned with Kandel West . An electrification of the entire route to be tested 2025 at the earliest, as the doubling of the portion winch Worth. The state of Rhineland-Palatinate has registered the measures for the 2015 Federal Transport Infrastructure Plan.

The review of the requirements plans for railways published by the Federal Ministry of Transport on November 11, 2010 mentions the construction of a connecting curve between Rastatt and Karlsruhe West in PF25 (expansion of the Mannheim hub). The overall project is rated with a benefit-cost factor of 3.5.

literature

• Michael Heilmann, Werner Schreiner : 150 years of Maximiliansbahn Neustadt-Strasbourg . pro MESSAGE, Ludwigshafen am Rhein 2005, ISBN 3-934845-27-4 .
• Model and Railway Club Landau in der Pfalz e. V .: 125 years of Maximiliansbahn Neustadt / Weinstrasse-Landau / Pfalz . Landau in the Palatinate 1980.
• Klaus D. Holzborn : Railway areas Palatinate . transpress, Berlin 1993, ISBN 3-344-70790-6 .
• Albert Mühl: The Pfalzbahn. History, operation and vehicles of the Palatinate Railways . Theiss Verlag, Stuttgart 1982, ISBN 3-8062-0301-6 .
• Andreas M. Räntzsch: The railways in the Palatinate . Wolfgang Bleiweis, Schweinfurt 1997, ISBN 3-928786-61-X .
• Heinz Sturm: The Palatinate Railways (= publications of the Palatinate Society for the Advancement of Science. Volume 53). New edition. pro MESSAGE, Ludwigshafen am Rhein 2005, ISBN 3-934845-26-6 .
• Hansjürgen Wenzel: The southwest German railways in the French zones (SWDE) . EK-Verlag, Wuppertal 1976, ISBN 3-88255-821-0 .

Web links

Commons : Winden – Karlsruhe railway line  - collection of images, videos and audio files

Individual evidence

1. ↑ http://www.pkjs.de/bahn/Kursbuch1944/Teil4/280.jpg
2. ↑ https://www.deutsches-kursbuch.de/4_41.htm
3. ↑ DB Netze - Infrastructure Register
4. ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
5. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 54 .
6. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 161 f .
7. ↑ ^{a b c} Heinz Sturm: The Palatinate Railways . 2005, p. 159 .
8. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 163 .
9. ↑ ^{a b} Heinz Sturm: History of the Maxbahn 1855-1945 . In: Model and Railway Club Landau in der Pfalz e. V. (Ed.): 125 years of Maximiliansbahn Neustadt / Weinstr. – Landau / Pfalz . 1980, p. 49 .
10. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 160 f .
11. ^ Karl-Heinz Rothenberger: Railway bridges on the Palatinate-Baden Upper Rhine. Your story from 1865 to today . In: Landkreis Südliche Weinstrasse (Ed.): Fascination Railway. Homeland yearbook . 2008, p. 24 .
12. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 164 .
13. ^ Heinz Spielhoff: Locomotives of the Palatinate Railways. History of the Palatinate railways, express, passenger and freight locomotives, tender and narrow-gauge locomotives, multiple units . 2011, p. 133 .
14. ↑ Manfred Koch: Local transport and urban development in Karlsruhe at a glance . In: Karlsruher Stadtarchiv (Ed.): Unter Strom. Publications of the Karlsruhe City Archives . 2000, p. 15 .
15. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 265 .
16. ^ Karl-Heinz Rothenberger: Railway bridges on the Palatinate-Baden Upper Rhine. Your story from 1865 to today . In: Landkreis Südliche Weinstrasse (Ed.): Fascination Railway. Homeland yearbook . 2008, p. 26th f .
17. ↑ Andreas Räntzsch: The railway in the Palatinate. Documentation of their creation and development . 1997, p. 12 .
18. ↑ bahnstatistik.de: Royal Bavarian Railway Directorate Ludwigshafen a. Rhine - Timeline: Establishments - Designations - Dissolutions . Retrieved November 9, 2014 . 
19. ^ Karl-Heinz Rothenberger: Railway bridges on the Palatinate-Baden Upper Rhine. Your story from 1865 to today . In: Landkreis Südliche Weinstrasse (Ed.): Fascination Railway. Homeland yearbook . 2008, p. 28 .
20. ↑ ^{a b} Heinz Sturm: History of the Maxbahn 1855-1945 . In: Model and Railway Club Landau in der Pfalz e. V. (Ed.): 125 years of Maximiliansbahn Neustadt / Weinstr. – Landau / Pfalz . 1980, p. 81 .
21. ^ Heinz Sturm: History of the Maxbahn 1855-1945 . In: Model and Railway Club Landau in der Pfalz e. V. (Ed.): 125 years of Maximiliansbahn Neustadt / Weinstr. – Landau / Pfalz . 1980, p. 83 .
22. ↑ kbs704.de: Here it goes to the west: The Germersheim-Landau route . Retrieved July 11, 2013 . 
23. ^ ^{A b} Michael Heilmann, Werner Schreiner: 150 Years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 71 .
24. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 69 ff .
25. ↑ ^{a b} bahnstatistik.de: railway management Mainz - Timeline: erections - names - resolutions . Retrieved November 9, 2014 . 
26. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 70 .
27. ^ Heinz Sturm: History of the Maxbahn 1855-1945 . In: Model and Railway Club Landau in der Pfalz e. V. (Ed.): 125 years of Maximiliansbahn Neustadt / Weinstr. – Landau / Pfalz . 1980, p. 67 .
28. ↑ vrn.de: KVV Karlsruher Verkehrsverbund - network report 2009 . (PDF) (No longer available online.) Archived from the original on March 13, 2012 ; Retrieved November 10, 2014 . 
29. ↑ vrn.de: hinundweg - The customer magazine of the Rhein-Neckar transport association . (PDF) (No longer available online.) Archived from the original on May 29, 2012 ; Retrieved November 10, 2014 . 
30. ↑ vrn.de: 01.09.2005 - VRN | URN: Planned steam . (No longer available online.) Archived from the original on December 12, 2013 ; Retrieved July 10, 2013 . 
31. ↑ Palatinate Railways: Train regulations. Service book for the staff. Summer service starting July 15, 1871. 1871, p. 134 ff .
32. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 254 .
33. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 72 f .
34. ^ Klaus Detlef Holzborn: Railway Reviere Pfalz . 1993, p. 43 .
35. ↑ Werner Schreiner: Paul Camille von Denis. European transport pioneer and builder of the Palatinate railways . 2010, p. 133 .
36. ^ Heinz Spielhoff: Locomotives of the Palatinate Railways. History of the Palatinate railways, express, passenger and freight locomotives, tender and narrow-gauge locomotives, multiple units . 2011, p. 136 .
37. ↑ kbs704.de: Here it goes to the west: The Germersheim-Landau route . Retrieved November 9, 2014 . 
38. ^ Klaus Detlef Holzborn: Railway Reviere Pfalz . 1993, p. 10 .
39. ↑ Herbert Dähling: What once rolled over the Maxbahn. Attempt to get an overview of traction vehicles and dare on the anniversary route . In: Model and Railway Club Landau in der Pfalz e. V. (Ed.): 125 years of Maximiliansbahn Neustadt / Weinstrasse-Landau / Pfalz . 1980, p. 128 f .
40. ↑ pkjs.de: 280 Saarbrücken - Zweibrücken - Landau (Palatinate) - Winden (Palatinate) - Karlsruhe (- Munich) . Retrieved November 9, 2014 . 
41. ↑ Werner Schreiner: The Maximiliansbahn from 1945 to today . In: Model and Railway Club Landau in der Pfalz e. V. (Ed.): 125 years of Maximiliansbahn Neustadt / Weinstrasse-Landau / Pfalz . 1980, p. 100 f .
42. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 72 f .
43. ^ Klaus Detlef Holzborn: Railway Reviere Pfalz . 1993, p. 57 .
44. ↑ Werner Schreiner: Paul Camille von Denis. European transport pioneer and builder of the Palatinate railways . 2010, p. 120 .
45. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 86 .
46. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 133 .
47. ^ Klaus Bindewald: The Albtal traffic company. Exemplary local transport system worldwide . 2007, p. 73 .
48. ^ Heinz Sturm: History of the Maxbahn 1855-1945 . In: Model and Railway Club Landau in der Pfalz e. V. (Ed.): 125 years of Maximiliansbahn Neustadt / Weinstr. – Landau / Pfalz . 1980, p. 59 .
49. ^ Albert Mühl: The Pfalzbahn . 1982, p. 12 .
50. ↑ Palatinate Railways: Train regulations. Service book for the staff. Summer service starting July 15, 1871. 1871, p. 137 ff .
51. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 103 .
52. ^ Klaus Detlef Holzborn: Railway Reviere Pfalz . 1993, p. 104 .
53. ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
54. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 72 .
55. ↑ route number 3433-3443.de: KBS 676 Infos - KBS 676 - The line through the southern Palatinate . (No longer available online.) Archived from the original on July 7, 2013 ; Retrieved July 11, 2013 . 
56. ↑ ^{a b c} General Directorate for Cultural Heritage Rhineland-Palatinate (ed.): Informational directory of cultural monuments - district of Germersheim. Mainz 2020, pp. 16, 37, 38 (PDF; 6.5 MB).
57. ^ Klaus Bindewald: The Albtal traffic company. Exemplary local transport system worldwide . 2007, p. 100 .
58. ↑ ^{a b} hs-merseburg.de: Deutsche Reichsbahn - change of station names in 1938 . (No longer available online.) Archived from the original on December 15, 2013 ; Retrieved September 27, 2013 . 
59. ^ Bahnhof.de: Station profile > Karlsruhe West . Retrieved June 16, 2019 . 
60. ↑ zspnv-sued.de: 34th association meeting on June 18, 2008 . (PDF; 1.2 MB) (No longer available online.) Archived from the original on January 30, 2016 ; Retrieved July 11, 2013 . 
61. ↑ isim.rlp.de: Project on federal railways . (PDF; 10 kB) (No longer available online.) Ministry of the Interior, for Sport and Infrastructure of the State of Rhineland-Palatinate, May 2, 2013, archived from the original on November 26, 2013 ; Retrieved May 2, 2013 . 
62. ↑ Federal Ministry of Transport, Building and Urban Development: Results of the review of the requirement plans for federal railways and federal highways. ( Memento from March 11, 2016 in the Internet Archive ) (PDF; 3.7 MiB)