Neustadt – Wissembourg railway line

Neustadt (Weinstr) Hbf – Wissembourg
Route number (DB) :	3433 (Neustadt - federal border)
Course book section (DB) :	676 (Neustadt – Winden, since 1994) 679 (Winden – Wissembourg, since 1997)
Route length:	46.9 km
Gauge :	1435 mm ( standard gauge )
Top speed:	160 km / h (with tilting technology) 140 km / h
Dual track :	Neustadt (Weinstr) Hbf – Winden (Pfalz)
Legend Main line from Saarbrücken 0.020 Neustadt (Weinstr) central station B 39 Main line to Mannheim 1,839 Neustadt (Weinstrasse) south B 39 5.889 Maikammer - Kirrweiler Kropsbach 7,998 Edenkoben Gillet ( Awanst ) Edenkoben Arcelor Mittal ( Bft ) Triefenbach 8,467 Edenkoben (only on the north-facing track) 8,468 Edenkoben (only on the south-facing platform) Modenbach 10,560 Edesheim (Palatinate) 13.697 Knöringen - Essingen Hainbach 15.880 Hartwiesen Connection curve to Dammheim B 10 Line from Germersheim ( industrial trunk line ) K 5 Queich 18,431 Landau (Pfalz) Hbf 141 m L 509 19.000 Landau depot (1921–1993) 19.300 Queichtalbahn to Pirmasens Birnbach 20.000 Awanst Ebenberg former route to Herxheim B 38 23.783 Insheim 26,164 Rohrbach (Palatinate) former Klingbachtalbahn to Klingenmünster Klingbach 28.176 Steinweiler 29,500 former head office border Mainz / Karlsruhe (1937–1945) Erlenbach Spa line from Bad Bergzabern B 427 31,077 Winden (Palatinate) 140 m Route to Karlsruhe Otterbach 35.500 former route to Dörrenbach / Winzental / Westwall 36,300 Schaidt (Palatinate) 147 m 37.368 Schaidt (temporarily Schaidt-Steinfeld) 145 m 39.750 Steinfeld (Palatinate) 141 m 41.203 Kapsweyer 144 m 43,000 Schweighofen 148 m 44.618 60.028 Lauter , Germany / France border Weißenburg East (Abzw) Line from Strasbourg , former line from Lauterbourg Departementsstrasse 263 57.667 Wissembourg (1871-1919, 1942-1945 Weißenburg) 157 m

The Palatine Maximilian Railway called, especially in the 19th century "Palatine Maximilian Railway" or "Maxbahn" is a railway line in Rhineland-Palatinate and to a lesser extent in the French Alsace . It runs from Neustadt an der Weinstrasse via Landau in der Pfalz and Winden (Pfalz) to Wissembourg (German: Weißenburg ). Most of the route is classified as a main line , only the section from Winden to Wissembourg is a branch line .

The name "Maximiliansbahn" was given to it by the Palatinate Maximiliansbahn-Gesellschaft , which built the railway and was its main line. It was named after the then reigning Bavarian King Maximilian II . Since the 1990s, the historical name "Palatinate Maximiliansbahn" has been used again mainly by Deutsche Bahn and also applied to the neighboring Winden – Karlsruhe line .

In the first decades, the route was mainly used to transport coal to Alsace and Switzerland . In addition, it was part of a long-distance highway in a north-south direction. It gained strategic importance in the Franco-Prussian War as well as in the First and Second World Wars . Due to the permanent affiliation of Alsace to France after the two world wars, the route lost its importance for long-distance traffic. In addition, from the end of the 1930s traffic flows from Winden were increasingly oriented towards Karlsruhe . As a result of these developments, the Winden – Wissembourg section in particular was sidelined. There was passenger in 1975 set, but reactivated 1997th The entire route from Neustadt to Wissembourg is now used exclusively for regional traffic . The freight was significantly reduced in the 1980s and is limited to the section Neustadt-Landau.

history

prehistory

Approval of the construction of the Maximiliansbahn by the Bavarian King Maximilian II on November 3, 1852

The first considerations for the construction of the railway line were made in 1829. Originally it was planned to set up a railway line in north-south direction within the Palatinate (Bavaria) first. A main line from Strasbourg to Mainz was planned , which was to form a counterpart on the left bank of the Rhine to the line from Mannheim to Basel . Different routes were brought into play, but the one in the immediate vicinity of the Rhine was preferred. On the initiative of Prussia , plans for an east-west connection in the Palatinate were drawn up, mainly for transporting coal from the Saar region to the Rhine . As a result of these plans, the Palatinate Ludwigsbahn was built from 1847 to 1849 from the Rheinschanze (from 1843: Ludwigshafen ) to Bexbach , which was continued from 1852 to Saarbrücken .

Afterwards there were heated discussions as to whether a route in the immediate vicinity of the mountains from Neustadt via Landau to Wissembourg or a route on the Rhine via Speyer , Germersheim and Wörth was more urgent and desirable. As early as May 1847, Alsace had spoken out in favor of a route via Wissembourg. In the period that followed, it was discussed in the Palatinate whether the route should be continued via Germersheim to Speyer or via Landau to what was then Neustadt an der Haardt . The military in particular preferred the route on the edge of the Palatinate Forest . However, the project came to a standstill due to the political events of 1848 .

In January 1850 a brochure was published in Neustadt, which propagated a rail route via Landau to Wissembourg and argued, among other things, with the greater settlement density compared to the areas directly on the Rhine. A corresponding report followed on December 13, 1851. The decision was finally made in 1852 on the basis of expert reports and investigations in favor of the so-called "mountain line". On November 3rd of the same year, the then Bavarian King Maximilian II gave the green light for the construction by approving the establishment of the Palatinate Maximiliansbahn-Gesellschaft as a stock corporation, which tackled the project. On July 19, a general assembly had decided to name the line after the reigning king "Maximiliansbahn".

planning

When determining the route, a smooth flow of freight traffic was crucial. During the initial surveys, the planners considered a route south of Landau via the former residential town of Bergzabern . However, due to the very uneven terrain and the resulting higher costs, they refrained from realizing it. Instead, the route was supposed to lead via Rohrbach , Winden and Schaidt into Alsace, as the hilly landscape in this area was more moderate and the hollows there caused fewer problems. Fewer interventions in the ground were necessary than with a route over Bergzabern.

In some places, the acquisition of the site did not go smoothly. Therefore, at the end of 1852, expropriations took place. Negotiations with the affected communities about the purchase of the land, some of which were agricultural land, were necessary. However, there were no major difficulties in surveying and acquiring land. The affected mayor's offices arranged for the boundary stones to be cleared on the parcels in the area of ​​the future railway line. The landowners had to put stakes with their names on their territory. Financial compensation followed a short time later.

Since the railway line was planned as a transit route, only a few en-route stations were to be created. In addition, it should be as evenly removed as possible from all the places it was tied. Initially train stations were only planned between Neustadt and Landau in Kirrweiler and Edesheim , which caused outrage in the city of Edenkoben . The protests were successful and Edenkoben was also considered as the location of a train station. At the initiative of the municipality of Essingen , the route between Edesheim and Landau was given a route that was far from their settlement area and instead linked the neighboring municipality of Knöringen .

construction

44.55 kilometers were on the Palatinate territory and 2.36 within Alsace . The work was headed by Paul Camille von Denis , who was already responsible for the construction of the Ludwig Railway , from which the line branches off. In 1853, under the leadership of Denis, a section office was set up in Edesheim, the Moritz Hilf and one in Winden, which was subordinate to Francois Alfons Dambrun . The high-rise buildings along the route, especially the station buildings , were made by Ignaz Opfermann .

The construction in the area of ​​the Lauter to be bridged , which at that time formed the border between Bavaria and Alsace, which belongs to France, had to be coordinated between the two countries. The bridge over the border river required a permit from the Bundestag as it had to be checked by the military due to the fact that it led into the area outside the German Confederation . The Bavarian Foreign Ministry sent a related letter to the federal government. The terrain was very undulating, the distance rose over a length of 21.48 kilometers, 13.15 kilometers was downhill and just 10 kilometers were horizontal. This required a total of 1.35 million cubic meters of earth to be moved and the construction of more than 100 artificial structures such as bridges, dams and overpasses. The alignment in the area of ​​the city of Landau turned out to be difficult because the railway line should run on the terrain of the fortress there.

The construction went continuously from north to south. Workers, rails and sleepers were transported by train along the track that had already been laid. In Neustadt, a combined locomotive shed with a warehouse and a workshop building with an apartment for officials were also built for the Maximiliansbahn. The total construction costs including the expansions in Neustadt station amounted to 4,183,173 guilders and 52 cruisers. This was offset by income from share issues and interest on share capital of 4,462,193 guilders and 42 kreuzers, so that there was a surplus of 279,019 guilders and 50 kreuzers.

Opening and subsequent period (1855–1871)

Edenkoben station (left in the picture) in the beginning of the route

The Neustadt – Landau section was opened on July 18, 1855, followed by the Landau – Wissembourg section on November 26, 1855. The letters “PME” were engraved on all the boundary stones of the terrain belonging to the railway to identify the company's property. The Maximiliansbahn was initially single-track, but the route was laid out from the start in such a way that the construction of a second track at a later date was possible without any problems. The Wissembourg station acted as a customs station between France and Bavaria .

However, the route fell short of expectations in the first few years of its existence. The French railway company Chemin de fer de l'Est 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. It also ensured that a large part of the demand for coal within the Haut-Rhin department was directed via the Forbacher Bahn to Frouard . The coal reached Strasbourg by rail or along rivers to Mulhouse . This forced the Palatinate to look for additional sales markets, preferably on the other side of the Rhine. With the opening of the branch line to Maximiliansau in Winden in 1864 and the closing of the gap to the Maxau Railway to Karlsruhe a year later, the Neustadt – Winden section in particular gained in importance. In 1867 this was expanded to two tracks in order to meet the requirements of the meanwhile increased north-south traffic. This measure took place against the background that the railway lines within the Palatinate had to fear clear competition in long-distance traffic due to the good economic situation in Europe, especially from Prussia.

Landau railway station 1870

During the mobilization for the Franco-German War , twelve military trains per day ran from Mainz on the Maximiliansbahn. This resulted in a restriction of regular traffic. In the middle of the war, at the request of the military administration, the construction of the second track between Winden and the French border began at the end of 1870. The administration of the Palatinate Railways, which has existed since January 1st of that year, asked the military administration to cover the costs. The section within France was provided with a second track at the expense of the Prussian War Ministry. On January 28 of the following year, the double-track expansion of the Winden – Wissembourg section was completed. As a result of the outcome of the war, France had to cede Alsace and northern Lorraine to the newly founded German Empire , which meant that the customs controls in Wissembourg - henceforth known as Weißenburg - were no longer necessary.

Further development (1871–1920)

With the completion of the Alsenz Valley Railway Hochspeyer - Münster in 1871, the Maximiliansbahn gained importance as part of the shortest north-south connection on the left bank of the Rhine. From 1880, long-distance traffic increased significantly, which necessitated some modifications on the route. Some of the long-distance trains on the Maximiliansbahn ran on the routes Amsterdam - Cologne - Bingerbrück - Rockenhausen - Neustadt - Weißenburg - Strasbourg - Basel and Frankfurt / Mainz - Ludwigshafen - Basel. As part of the latter, the line was in competition with the Baden main line in north-south traffic.

Rohrbach-Steinweiler railway station 1895

In 1887, a connecting curve to the Ludwigsbahn was built in Neustadt , which meant that freight trains from the east did not have to worry about their brains at the local station. Another connecting curve was built in Weissenburg in 1900 in order to be able to bypass the terminus there. At the instigation of the military, the line in the area north of Landau was relocated a little to the east in 1897 to enable a level crossing with the Germersheim - Landau railway line, which had existed since 1872 . The old route remained as a pull-out track .

On January 1, 1909, the Maximiliansbahn together with the other companies belonging to the Palatinate Railways became the property of the Bavarian State Railways . After the outbreak of World War I in 1914, 20 military trains drove over the route every day from August 9 to 16. Scheduled traffic initially came to a standstill. Only when the troop transports had subsided, the route was opened for passenger traffic again. Nevertheless, military transports had priority in the further course of the war. After Germany lost the war and the French military marched in, the section south of Maikammer-Kirrweiler was closed to passenger traffic on December 1, 1918, but was reopened three days later.

German State Railroad (1920–1945)

After the end of the war, Weißenburg - henceforth called Wissembourg again - fell back to France with Alsace under the Versailles Treaty . Customs controls were carried out at the stations in Winden and Kapsweyer. The French occupation of the Palatinate also made operations difficult. The railway line, which was operated by the Deutsche Reichsbahn (DR) from 1920 , lost its importance in long-distance traffic, which mainly switched to the right bank of the Rhine. In 1922 it was incorporated into the newly founded Reichsbahndirektion Ludwigshafen . From 1923 to 1924 was followed by a so-called run utility , was responsible for France. After the end of the French occupation in 1930, long-distance traffic was not resumed. In 1928 the community of Steinfeld received a nearby stop, the previous Schaidt-Steinfeld station was renamed Schaidt.

Railway blockade in Steinfeld in 1940 after the red zone had been evacuated

With the gradual dissolution of the Ludwigshafen Headquarters, the Winden - Kapsweyer section changed to the area of ​​responsibility of Karlsruhe with effect from February 1, 1937, and the remainder of the route came to the Mainz Railway Directorate on April 1 . From the end of the 1930s onwards, the main traffic flows in the direction of Karlsruhe with the opening of the fixed Rhine bridge near Maxau . As a result of this relocation, the Winden - Wissembourg section lost its importance in combination with the return of Alsace to France, while the previous branch to Karlsruhe experienced an upswing. During the construction of the west wall , a large part of the material transport took place via the Maximiliansbahn. At route kilometers 35.5, a total of 11.9 kilometers long branch route was created, which led to the Dörrenbach / Winzental area. Since the southern section of the route was in the " Red Zone ", traffic was suspended for a year when the Second World War broke out , and a track blockade was set up in Steinfeld. In the middle of the war, a connecting curve to the route to Germersheim was built between Landau and Knöringen. At the beginning of 1945, rail traffic came to a standstill as a result of the fighting. As early as March 25, 1945, US Army supply trains were running from the direction of Pirmasens / Zweibrücken between Landau and Neustadt , which then continued to Ludwigshafen.

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

In the summer of 1945, rail traffic was resumed to a very limited extent. As a reparation payment to France, the Winden - Wissembourg section lost the second track due to dismantling. The railway into Winzental was also dismantled. In 1947 the company association of the Southwest German Railways (SWDE), which gradually became part of the Deutsche Bundesbahn (DB) founded in 1949, took over operations. Since August 31, 1945, as a result of the division of the occupation zones, the German section of the route had been completely within the Mainz Railway Directorate, the legal successor to the Mainz Railway Directorate, to which all railway lines in the newly founded state of Rhineland-Palatinate were now subject. In 1949 the cross-border section Winden - Wissembourg was reopened. From the 1950s onwards, DB implemented various rationalization measures. For example, they set up bus routes that run partly parallel to the railway line. These mainly took over the operation in peripheral locations and on weekends. In addition, DB withdrew all of its personnel on the Winden - Wissembourg section.

In the course of the gradual dissolution of the Mainz directorate in the early 1970s, the Karlsruhe authority was responsible for the German section of the route from June 1, 1971. On September 28, 1975, the Winden - Wissembourg section of passenger traffic came to an end. On June 6, 1986, the state of Rhineland-Palatinate and the DB signed a framework agreement aimed at improving the traffic on the route two years later. A year later, the connecting curve to the Germersheim route, including its embankment, was removed for the construction of the 65 federal motorway . From the 1990s, the section south of Winden was threatened with complete closure after freight traffic, which was last only offered to Schaidt, had come to a standstill in 1992. The Federal Transport Infrastructure Plan of the same year provided for the expansion and electrification of the Neustadt - Winden section without this having yet been implemented.

Deutsche Bahn (since 1994)

With the rail reform , the line became the property of Deutsche Bahn on January 1, 1994 . In the same year, the first stage of the so-called Rhineland-Palatinate cycle followed , which envisaged an improvement in the access offer and the reactivation of disused railway lines in Rhineland-Palatinate . This significantly increased the number of passenger trains on the railway line between Neustadt and Winden. In 1996 the line was included in the tariff area of ​​the Rhein-Neckar transport association (VRN) , and in the same year the Karlsruhe transport association (KVV) was included within the Landau-Winden section.

The Schweighofen stop, which went into operation in 1997

On March 1, 1997, Deutsche Bahn reactivated passenger traffic on the Winden – Wissembourg section. In contrast to the train stations in Steinfeld and Kapsweyer, Schaidt station was not reactivated in favor of a nearby stop. The community of Schweighofen, located between Kapsweyer and Wissembourg, received a stop for the first time. The cost of the restart came to a total of 8.365 million DM , which, in addition to the DB, was raised by the state of Rhineland-Palatinate, the district of Südliche Weinstrasse and Alsace . With the installation of the new electronic interlocking (ESTW) in Neustadt on March 23, 1998, the Gleisdreieck, which had made it possible to bypass the main train station there since 1887, was robbed of its eastern leg. Since then, trains can no longer enter the direction of Ludwigshafen directly, but have to “turn their heads” in Neustadt .

The KVV tariff has been in force in the north to Maikammer-Kirrweiler since 2002, after which there is a transitional tariff to Neustadt. From October 1st to 3rd, 2005, on the occasion of the 150th anniversary of the Maximiliansbahn, steam train rides of the Ulmer Eisenbahnfreunde (UEF) took place on the route. The steam trains ran on the Neustadt – Landau – Winden – Karlsruhe – Graben – Neudorf – Germersheim – Speyer – Schifferstadt – Neustadt ring as well as from Neustadt to Wissembourg partly with so-called silver coins of the DB. In April 2010 the ESTW Landau went into operation, which has since been responsible for the section from Neustadt to shortly before Winden.

business

passenger traffic

Time of the Palatinate Maximiliansbahn-Gesellschaft and the Palatinate Railways

Roster of the Maximiliansbahn 1860

The first timetable from July 1855 showed six pairs of trains between Neustadt and Landau. In November of that year, there were continuous connections to Strasbourg. A trip from Neustadt to Wissembourg took an hour and a half. The first express trains existed on the Maximiliansbahn from the winter timetable 1857/1858. In 1860 these ran on the Basel – Cologne route, while three pairs of trains ran between Neustadt and Wissembourg.

During the Franco-Prussian War , the Palatinate Railways introduced a provisional timetable on August 14, 1870, before presenting a new one on October 17. After the completion of the Alsenztalbahn Hochspeyer – Münster am Stein in 1871, the line in combination with this and the Ludwigsbahn section Neustadt – Hochspeyer was part of another Palatinate main line, which was the shortest north-south connection on the left bank of the Rhine. In this way, the travel time of the long-distance trains on the Cologne – Basel route was shortened, as they omitted the previous route along the Rhine. From 1880 the long-distance traffic increased significantly and led to the Netherlands .

Timetable from May 1, 1897

Although a direct connection from Ludwigshafen to Alsace was established in 1876 in the form of the Schifferstadt – Wörth and Wörth – Strasbourg routes, most long-distance trains from Frankfurt continued to run on the Maximiliansbahn due to the single-track equipment, although they always had to “head” in Neustadt. Some were winged there in order to be united with those from the Alsenz valley, while the other part of the train continued to travel westwards via the Ludwig Railway. In the 1897 timetable, there were trains in local traffic that did not stop at every station on the way and those that only served sections of the Maxbahn. In 1900 the International Sleeping Car Company introduced the “Riviera Express”, which began in the north in Amsterdam and Berlin . In Frankfurt am Main , the two parts were combined into one train. Within the Palatinate, it led over the Ludwigsbahn and from Neustadt on the Maximiliansbahn, Strasbourg, Mühlhausen , Lyon and Marseille to Menton . Express trains drove to Genoa . From 1906, the Ludwigshafen – Schifferstadt – Wörth – Strasbourg main line was dual-track, which meant that the Maximiliansbahn lost most of the long-distance traffic from Ludwigshafen.

Time of the Bavarian State Railways and the Deutsche Reichsbahn

With the outbreak of the First World War, passenger traffic was initially discontinued, but then reactivated in a scaled-down version. The number of express trains decreased significantly during this time. These only drove to Strasbourg or Colmar and also stopped in Edenkoben and in Winden . The Neustadt – Landau section had five pairs of trains in local traffic, the one between Winden and Weißenburg four.

The return of Alsace-Lorraine to France as a result of the outcome of the war meant that the Maximiliansbahn lost its importance for international traffic. The remaining express trains were mainly used by the French crew and were limited to the Strasbourg – Mainz route with individual through coaches to Paris. Local traffic had six pairs of trains between Neustadt and Wissembourg. A year later there were five connections between Winden and Wissembourg on working days. During the French government operation , which began on March 7, 1923, there were continuous local transport connections from Wissembourg to Wiesbaden with stops at every station on the way. The operation lasted until the beginning of 1924. The course book from 1929/1930 also shows connections that were limited to the Winden – Kapsweyer section. Local trains in the cross-border section ran almost exclusively between Winden and Wissembourg during this time. After 1930 there was only one train from Neustadt to Wissembourg. In the opposite direction, there was no free connection between the two cities.

Due to the fixed Rhine bridge on the Winden – Karlsruhe railway line, which was put into operation in 1938 , the main traffic flows, which had previously been oriented towards the Landau –Germersheim – Bruchsal and Neustadt – Landau – Wissembourg axes , were directed towards Karlsruhe. In this context, the express trains on the Saarbrücken - Munich route , which previously ran on the Germersheim – Landau line, were now run along the Landau – Winden section via Wörth and Karlsruhe. There were also express trains from Wuppertal. During the Second World War, a front-line holiday train ran on the Breslau – Ludwigshafen – Landau – Dijon route. After the campaign in the west there was an express train for civil traffic from Karlsruhe to Dijon, which initially ran via Winden and Weißenburg, later via Rastatt and Hagenau . There was also an express train from Winden to Strasbourg. The 1944 timetable included local trains from Karlsruhe via Winden, Landau and Zweibrücken to Saarbrücken.

Post-war period and the time of the Deutsche Bundesbahn

Immediately after the Second World War, several trains ran for the occupying powers and were therefore closed to the civilian population. Among them, a connection initially led from Neustadt via Landau due to the different occupation zones, bypassing Karlsruhe to Baden-Baden. The Kapsweyer – Wissembourg section was closed until 1949, so that regular passenger trains ran between Landau and Neustadt or Landau and Wörth. As early as October 1945 there were two trains on the Neustadt – Wörth route. Half a year later, four trains on the Landau – Wörth route and three between Neustadt and Landau ran on weekdays. At the end of the 1940s, an express train was set up on the Mainz – Worms – Ludwigshafen – Speyer – Germersheim – Landau – Wissembourg route. The remaining trains between Winden and Wissembourg did not go beyond Landau. In 1952, the "Bundenthaler" was reactivated and operated until 1976. In the following decades, with a few exceptions, there were no continuous connections to Neustadt between Landau and Wissembourg in local transport; instead, a change in Landau was necessary.

As early as 1953, the Federal Railroad stopped the night-time express train from Cologne to Constance. Up until the 1960s, express trains on the Krefeld – Basel route ran between Neustadt and Winden. At the same time, express trains on the Saarbrücken – Munich route ran the Landau – Winden section. The DB cut many train connections that ran early in the morning, late at night or on weekends and switched them to bus services. Due to the fact that Alsace was part of France, the cross-border section Winden – Wissembourg lost its importance and passenger traffic came to a standstill in 1975. The Neustadt – Winden section was spared major cuts despite the reduction in the number of trains.

In 1988, the use of express trains and through coaches on the route ended. The Karlsruhe – Landau express trains, which run almost every hour, were converted into regional high -speed railways (RSB), and every second ran to Neustadt. Every two hours an RSB ran between Neustadt and Landau on the Landau – Rohrbach line to Saarbrücken.

Time of the Deutsche Bahn

With the introduction of the Rhineland-Palatinate cycle in 1994, a regional high-speed railway ran every hour between Neustadt and Karlsruhe, which was later converted into a regional express . The Neustadt-Landau section was in the regional rail line Neustadt- Pirmasens included. Regional trains ran from Landau to Karlsruhe or from Wörth via Speyer to Ludwigshafen.

Regional long-distance and excursion train pairs run on Sundays and public holidays from May to October
Surname	Route section traveled on	starting point	End point
Alsace Express	Neustadt – Wissembourg	Mainz	Wissembourg
Rheintal Express	Neustadt – Winden	Karlsruhe	Koblenz
Wine Route Express	Neustadt – Wissembourg	Koblenz	Wissembourg
Bundenthaler	Neustadt – Landau	Mannheim	Bundenthal-Rumbach
Year-round regional long-distance and excursion train pairs
Strasbourg Express	Neustadt – Wissembourg	Neustadt	Strasbourg

In the same year, a passenger train was used from Pirmasens main station via Queichtal and Landau to BASF in Ludwigshafen, initially bypassing Neustadt. Since the dismantling of the triangle track there, he has had to “make his head” in Neustadt instead of driving from Maikammer-Kirrweiler to Haßloch without stopping as before . In March 1997, the Winden – Wissembourg section was reactivated, with traffic being tied through to Neustadt in the following years. In mid-1999, the continuous Pirmasens – Neustadt trains were canceled and the Landau – Karlsruhe regional train was extended to Neustadt instead. The partial resumption of passenger traffic on the Wieslauterbahn two months later brought about the reintroduction of the "Bundenthaler".

The Neustadt – Winden section, together with the Winden – Karlsruhe railway, forms the timetable (KBS) 676 and the Winden – Wissembourg section forms the KBS 679. An hourly regional train (RB) and regional express (RE) train from Karlsruhe to Neustadt and every hour one of the regional trains from Neustadt to Wissembourg, which does not stop between Landau and Winden.

Freight transport

In the first few decades, the Maximiliansbahn was mainly used to transport coal to France and Switzerland. In 1860 a coal train and two other freight trains ran each day. After Alsace-Lorraine was incorporated into the German Empire and a direct connection between Saarbrücken and Strasbourg was established with the expansion of the local railway network, it lost a large part of its importance. At the beginning of the 20th century, freight trains operated on the Neustadt – Landau and Neustadt – Weißenburg routes.

Freight train in Landau main station

From the 1980s, freight traffic on the Maximiliansbahn declined significantly. Handover trains already dominated operations back then. The Maikammer-Kirrweiler and Edenkoben stations were served from Neustadt, the rest from Landau. Cross-border freight traffic to Wissembourg ended in 1985.

The decline in the volume of goods led to track dismantling at Landau's main train station and at the Maikammer-Kirrweiler, Rohrbach , Winden and Schaidt stations . The railway stations in Winden and Schaidt in particular were of great importance for the transport of sugar beet; they had a loading facility with which the sugar beets were brought into the freight wagons. At the beginning of the 1990s, the German Federal Railroad gave up this branch of transport, and beet transports switched to the road. The Michelin plant in Landau on the now closed line to Germersheim was regularly serviced from Neustadt until 2013. ArcelorMittal in Edenkoben receives a large part of its goods by rail, for which a new siding was built in 2009. In Landau, wood is occasionally loaded. These transports are carried out almost exclusively by DB Schenker . In Landau there were numerous freight tracks that led into the city center. Sometimes the routes are still visible in the form of overgrown "paths" between buildings and properties.

Vehicle use

Steam locomotives

Pfalzbahnlok "Drachenfels" 1865 before the takeover of a train in Wissembourg station

In the first few years, Crampton steam locomotives ran on the Maximiliansbahn . This received after establishing the Palatine railways , the operating points 26 to 63 . Around 1900 locomotives of the Palatinate P3.I were used for express trains from Wissembourg to Bingerbrück . The P 5 also drove over the route. At the beginning of the 20th century, the P 4 was used in long-distance transport alongside the P 3 . The G 3 , G 4.I , G 4.II and G 5 series drove in freight traffic . These were primarily based in Ludwigshafen and Neustadt , and occasionally also in Kaiserslautern .

After the nationalization of the Palatinate railway network, Bavarian locomotives such as the S 3/6 could also be found on the line and stationed in the Ludwigshafen depot . Prussian series such as the P 8 and the S 10 were also used. Initially the Bavarian State Railways and later the Deutsche Reichsbahn used the D VI class in shunting service at the stations .

At the time of the Reichsbahn, a Prussian G 8 - run as a class 55 - provided goods transport. It was stationed in the newly built depot in Landau , along with locomotives from the 39 , 44 , 50 , 56 , 57 and 64 , 75 and 86 series . Some of them also drove during the time of the Deutsche Bundesbahn.

Diesel locomotives

Diesel locomotives of the V 100 series were used for both passenger and freight transport , and from the 1960s onwards increasingly displaced the remaining steam locomotives. In the 1980s, test locomotives of the 202 series temporarily pulled the express trains on the Neustadt – Karlsruhe route. After the war, diesel locomotives Köf II and Köf III were used for shunting work in freight traffic in and around Landau as well as for servicing the city siding . The V 160 and V 200.0 , which were soon replaced by the 218 series , had a shorter operating time . The latter took over part of the Regional Express trains between Karlsruhe and Neustadt that had been running since 1997 with interruptions until 2010. It also ran in front of the Elsass Express , which was formerly equipped with double-decker coaches.

Railcar

Railcars of class 612 as a regional express Karlsruhe - Neustadt in Landauer Hauptbahnhof

From 1900 to the 1920s, accumulator railcars of the brands Pfälzischer MC and Pfälzischer MBCC operated between Neustadt and Winden . From 1935 to 1939 diesel multiple units of the 137 series could be found on the Maximiliansbahn, which were needed elsewhere at the beginning of the war. After the war, they were used almost exclusively by the occupying forces and were only used sporadically for civilian traffic. Wittfeld accumulator railcars were also rarely used during the Second World War . In the 1950s, the Landau depot became a base for Uerdingen rail buses . The subtype VT 95 operated until 1980. The VT 98 could be found until the 1990s. The ETA 150 was very seldom used after the war . Around 1980, the 624 series appeared on the route occasionally .

From the 1980s, the rail buses were replaced by class 628 multiple units . For the Regional Express trains between Neustadt and Karlsruhe, tilting technology multiple units of the 611 series were initially used, but these proved to be very unreliable. A few years later they were replaced by the 612 series , in which the tilting technology was switched off. The successor was the 642 series in 2009 . Class 643 multiple units have been used for regional railways since 2010 . An Esslingen railcar runs between Winden and Landau for the Felsenland Express and an X 73900 for the Neustadt – Strasbourg connection on Sundays .

Since the approval for cross-border traffic, the company vlexx has been using the LINT 81 for the excursion trains "Elsass-Express" and "Weinstraßen-Express".

Route

Knöringen - Essingen stop in the direction of Neustadt

The Maximiliansbahn leaves the Neustadter main railway station to the east, crossing together with the Mannheim-Saarbrücken railway the Federal Straße 39 . It then forms a long curve to the southeast and runs almost in a straight line to Edenkoben . This is followed by a long, moderate S-curve to Landau . In this area the federal motorway 65 runs parallel to the Maximiliansbahn. The Kropsbach , the Modenbach and the Hainbach are crossed. Between Knöringen-Essingen and Landau, the route crosses an area in which crude oil is partially produced and oil pumps shape the landscape. The Germersheim – Landau railway line, which has now been closed , is bridged a little later, before it merges into the Maximiliansbahn at the same level. In the area of ​​the Landau main station , the line bridges the Queich .

Another S-curve follows south of Landau. The Landau – Rohrbach railway bends west, while the now disused branch line to Herxheim initially runs parallel to the Maximiliansbahn and then turns east. Shortly before, both routes cross the Birnbach , the Ebenberg extends to the southwest . As far as Winden , where the lines to Bad Bergzabern and Karlsruhe branch off, it is a main line, double-tracked and runs largely past the vineyards of the Weinstraße region , which are isolated towards the south, the Palatinate Forest is always in sight. A curve follows south of Winden, and the route now heads south-west. On the single-track section Winden – Wissembourg, which is classified as a branch line, it largely passes the pastureland of the so-called “ cattle line ” and runs in the immediate vicinity of the western edge of the Bienwald . Shortly after the Schweighofen stop , it passes the airport of the same name . A little later, she crossed the German-French border by crossing the Lauter . The line from Vendenheim comes from the south and together it reaches the Wissembourg terminus .

The route leads through different districts: the stops from Neustadt an der Weinstraße to Rohrbach and from Steinfeld to Schweighofen are, with the exception of the independent cities Neustadt an der Weinstraße and Landau, in the southern Weinstraße district , the stops from Steinweiler to Schaidt in the Germersheim district and Wissembourg in French arrondissement Wissembourg in the Bas-Rhin department .

Operating points

Neustadt (Weinstrasse) Central Station

Neustadt (Weinstraße) main station, starting point of the Maximiliansbahn

→ Main article : Neustadt (Weinstrasse) central station

From 1847 the station, which was called Neustadt an der Haardt in the first decades of its existence, was initially the terminus of the eastern Ludwigsbahn section, which later became today's Mannheim – Saarbrücken line . With the opening of the Maximiliansbahn it became the third railway junction within the Palatinate after Schifferstadt (1847) and Ludwigshafen (1853) . Later the Palatinate Northern Railway was added, which initially ended in Bad Dürkheim and since 1873 has led to Monsheim . For the latter, the railway systems had to be expanded, which had to give way to the original station building . From March 12, 1964, the station was electrified. In 2003, the station was modernized as part of the integration into the RheinNeckar S-Bahn network . Its reception building is a listed building . The Maximiliansbahn trains mostly arrive on platform 5 and occasionally on platform 4.

Neustadt (Weinstrasse) south

The Neustadt (Weinstrasse) Süd stop was put into operation on November 19, 2013.

Maikammer-Kirrweiler

The breakpoint and former Maikammer-Kirrweiler train station is located in the Kirrweiler district in an industrial area . Maikammer is about a kilometer to the west . Originally referred to simply as "Maikammer", it was renamed "Maikammer-Kirrweiler" in 1910. In the 1980s it was rebuilt and the central platform was replaced by a side platform . The reception building corresponded to the typical type of construction in the Palatinate. Like the goods hall and the loading ramp, it is no longer relevant for rail operations. In the meantime it has been modernized, the platforms have been raised and its surroundings have been redesigned.

Edenkoben

Railway workers in Edenkoben station around 1900

→ Main article : Edenkoben train station

Edenkoben train station is located on the eastern edge of the city . It was always the most important stop along the Neustadt - Landau section. Originally there was no train station planned there, only when the city intervened, the plans were changed.

Its original entrance building was architecturally based on the nearby Villa Ludwigshöhe . It fell victim to the explosion of a military train loaded with explosives in January 1945 during the fighting during World War II . Its successor building was completed in 1956. At the turn of the millennium , ticket sales in the train station ceased. The freight traffic fell sharply at the same time.

The station has been remote-controlled since the Landau electronic signal box went into operation in 2010. At the same time as the platforms were modernized at the beginning of the 2000s, almost all of the switches were removed, so that the rail connection to Arcelor-Mittal, which was renewed in 2009, is only connected to the main line in the direction of Neustadt. Besides Landau, it is the only station along the route with freight traffic.

As a rule, it is only served by regional trains, only during rush hour occasional trains of the Regional Express line Karlsruhe - Neustadt stop there .

Edesheim (Palatinate)

Edesheim train station

The station is located on the eastern edge of the settlement of Edesheim within a long S-curve.

Until the 1980s, the former station was last served from Landau in freight traffic. During renovation work, the central platform was replaced by a side platform and the station was dismantled as a stop. The former freight track was dismantled.

The reception building corresponds to the typical type of construction in the Palatinate. Its head structure is gable towards the railway side. The windows are rectangular in shape. Like the earlier goods shed, the building is no longer of any importance for rail operations and is now used as a restaurant .

Knöringen-Essingen

The stop and former train station Knöringen-Essingen is located on the eastern edge of Knöringen . Immediately to the east of it, the federal motorway 65 runs parallel to the railway line. In the first years of its existence it was called Knöringen. It was later given its current name due to its importance for the municipality of Essingen, which adjoins it to the east . It has had intermediate block signals since April 16, 2010.

The former reception building is to the track side traufständig designed and equipped with rectangular windows. It was later expanded with a small house . It is no longer important for rail operations and is now used by a local company. Until the 1980s, the station was served by freight traffic, most recently from Landau. The goods shed was demolished during the construction of the neighboring motorway.

Landau (Pfalz) Central Station and Landau depot

Landau (Palatinate) Central Station 2005

→ Main articles : Landau (Pfalz) Hauptbahnhof  and Landau depot

Landau's main train station is the most important of all intermediate stations along the historic railway line. It was built in mid-1855 as the provisional terminus of the Maximiliansbahn. The first station building was originally a wooden building due to military requirements of the Landau Fortress . In 1872 the Germersheim – Landau railway line was introduced into the station, which, together with the line to Zweibrücken built a few years later, developed from 1880 as part of the Bruchsal - Saarbrücken long-distance main line . In the process, its tracks were expanded and relocated somewhat to the west, and the station received a new, now permanent, reception building. The latter was released on December 24, 1877.

In 1898 a branch line to Herxheim was added, from 1913 to 1953 a narrow-gauge overland tram ran from the station forecourt with the Pfälzer Oberlandbahn to Neustadt, which connected several villages away from the Maximiliansbahn. The second station building was destroyed in World War II and the current one went into operation in early 1962. From 1984, the Landau depot, which had existed further south-east and had existed since the 1920s, was shut down and demolished, and the Landau shunting yard also disappeared.

Freight traffic in the Queichtal came to a complete standstill in 1998, within Landau it was significantly reduced, in this way the station only plays a subordinate role in freight transport, the once extensive freight tracks were dismantled from 1990 onwards. From 2009 to 2014 the station and its surroundings were completely renovated and made barrier-free.

Insheim

The Insheim station was not put into operation until December 15, 1877. In the meantime it is only operationally a stopping point. The former station building is no longer important for railway operations and is now used by a local company. In the 1980s, during renovation work, the central platform was replaced by a side platform and the main platform at the station building was replaced by a platform on the other side of the street crossing.

Rohrbach (Palatinate)

Rohrbach (Pfalz) train station

→ Main article : Rohrbach railway station (Pfalz)

The Rohrbach (Pfalz) train station is located on the eastern outskirts of Rohrbach . In the first 22 years of its existence it was the only stop between Landau and Winden. In the first decades of its existence it was called Rohrbach b. Landau, later it was renamed Rohrbach-Steinweiler due to its importance for the Steinweiler community . On December 1, 1892, it became the starting point for the Klingbach Valley Railway to Klingenmünster , which in 1957 lost passenger traffic and ten years later goods traffic. With the cessation of freight traffic and the dismantling of the track systems, the station was also given up as a block , so that it has only been a stopping point since then. Since the opening of the Steinweiler stop in 1999, it has had the current name. Its former station building is a listed building.

Steinweiler

The barrier-free Steinweiler stop is located on the western outskirts of Steinweiler . Immediately to the south of this is the bridge over a dirt road. The stop was put into operation in the summer of 1999 or in 2000 after the development of the community in the 1990s had developed closer and closer to the railway line. The construction costs came to a total of 920,000 euros. As early as January 31, 1868, the district office of Germersheim suggested providing the community with a breakpoint, but this was unsuccessful.

Winden (Palatinate)

Winden station after its modernization in 2007

→ Main article : Winden railway station (Pfalz)

The Winden (Pfalz) train station is located on the south-eastern outskirts of Winden . The routes to Karlsruhe (since 1864) and Bad Bergzabern (since 1870) branch off from here. 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) .

The station was of great importance in freight traffic, especially due to the loading of sugar beets in autumn. In December 1992, the sugar beet transports were stopped and the freight tracks in the eastern area of ​​the station dismantled.

In the period from 2005 to 2007 the station was modernized. The station building is a listed building. In the meantime it is no longer of any importance for rail operations and has not yet been used for any purpose.

Schaidt (Palatinate)

Schaidt train station was not far from the south-western outskirts of Schaidt , but already on the outskirts of the Steinfeld community , whose settlement area is around two kilometers away. It was initially called “Schaidt b. Weißenburg ”, from 1910“ Schaidt-Steinfeld ”, and was renamed“ Schaidt ”after Steinfeld had received its own breakpoint in 1928. When the Winden – Wissembourg section was reactivated in 1997, it was not put back into operation, but replaced by a breakpoint which is much closer to the center of Schaidt and was given the name Schaidt (Pfalz).

Steinfeld (Palatinate)

The Steinfeld (Pfalz) stop is located on the southern outskirts of Steinfeld . It was only created in 1928 after the Schaidter Bahnhof was initially responsible for this community. He received a small station building and was solely responsible for passenger traffic . The community had to contribute 20,000  Reichsmarks to its establishment and was contractually obliged not to set up parallel motor vehicle traffic. From 1967 it was no longer occupied.

Kapsweyer

Kapsweyer stop

→ Main article : Kapsweyer train station

Today's stop and former Kapsweyer station is located on the southern outskirts of Kapsweyer . It was built around 1875. After the First World War it was given a goods shed and a customs building, as it was the last train station in Germany along the route when it was returned from Weißenburg or Wissembourg to France . From then on, customs controls for hand luggage took place there.

In the years 1944 and 1945 the station was affected by the fighting of the Second World War, which left its mark on the following decades. Despite the dismantling of the second track between Winden and Wissembourg, the track system was retained due to its function as a border station .

In 1967 the DB announced that it wanted to demolish the station building. Although the community tried to buy the entire station area and wanted to pay the costs for the dismantling (40,000  DM ), the building was demolished a year later with the other buildings.

Schweighofen

The barrier-free Schweighofen stop is located one kilometer south of the Schweighofen settlement area near the local airfield and is the last stop on German territory. Immediately to the south is the Bienwald . The stop was only set up in 1997 when the Winden – Wissembourg section was reactivated and is primarily used for excursion traffic. As part of the “Lavender Line” project with the aim of increasing the attractiveness of the stops in the Winden – Wissembourg section, rabbit sculptures were set up there.

Wissembourg

Wissembourg train station, left a train to Neustadt , right a TER to Haguenau and Strasbourg

Wissembourg, Elsass-Express (LINT 81) to Mainz

→ Main article : Wissembourg railway station

Wissembourg train station is located on the southern outskirts of Wissembourg . It was opened on October 23, 1855 as the terminus of the Vendenheim – Wissembourg railway. The extension of the Maximiliansbahn a month later made it a terminus . In the battle of Weissenburg its facilities were seriously affected.

From 1871 and 1918, when it was part of the German Empire like the rest of Alsace-Lorraine , it was called Weißenburg. Since the terminus was an obstacle for long-distance traffic, a connecting curve was created between the Maximiliansbahn and the line to Vendenheim. In 1900 the now defunct Lauterbourg – Wissembourg railway was added. Plans to tie the station through to the northwest were thwarted when it was returned to France after the First World War . The station building burned down on December 15, 1944. Its left wing served as a temporary measure in the two decades that followed.

The line to Lauterbourg lost passenger traffic in 1947 and freight traffic in 1958. It was subsequently dismantled. In 1968 the current station building was completed. From 1975 to 1997 there was only passenger traffic on the route from Vendenheim. As part of the reactivation of the route, a money exchange machine was put into operation in the station building to make ticket sales easier. The trains of the Maximiliansbahn usually stop on platform A on the house platform , the French trains on the outermost platform C.

Planning

An electrification between Neustadt and winches to be tested earlier 2025th The state of Rhineland-Palatinate has registered the measures for the 2015 Federal Transport Infrastructure Plan.

Accidents

While the company was operating, the express train D 103 on the Strasbourg – Mainz route derailed on May 23, 1923 at 9.45 p.m. near Insheim .

On the morning of April 19, 2017, a 17-year-old tried to catch the train to Landau at Edesheim train station and wanted to cross the railway line despite closed barriers. She was hit by an oncoming train and killed.

Remarks

1. ↑ Some sources, such as Raimund Zimmermann, claim that the Kapsweyer border station was only 114 years old . In: Landkreis Südliche Weinstrasse (Ed.): Fascination Railway. Homeland yearbook . 2008, p. 38-40 . and Kapsweyer's homepage ( Memento of the original from May 19, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. that the station had already opened when the line began, but in reality it did not take place until two decades later. 

literature

• District Südliche Weinstrasse (Ed.): Fascination Railway. Homeland Yearbook 2008 . Verlag Franz Arbogast Otterbach, 2008, ISSN  0177-8684 .
• Michael Heilmann, Werner Schreiner : 150 years of Maximiliansbahn Neustadt-Strasbourg . pro MESSAGE, Ludwigshafen am Rhein 2005, ISBN 3-934845-27-4 .
• Wolfgang Fiegenbaum, Wolfgang Klee: Return to Rail - Reactivated and New Lines in Passenger Traffic 1980–2001 . transpress, Berlin 2002, ISBN 3-613-71185-0 , pp. 143-144 .
• Model and Railway Club Landau in der Pfalz e. V. (Ed.): 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 , pp. 102-104 .
• Albert Mühl: The Pfalzbahn. History, operation and vehicles of the Palatinate Railways. Theiss Verlag, Stuttgart 1982, ISBN 3-8062-0301-6 .
• Werner Schreiner: The Palatinate Maximiliansbahn opens up the "cattle line" . Aspects of the history of the railway in Steinfeld. In: Steinfeld 1250 to 2000. A border village in times of change . Progressdruck GmbH, Speyer 2000, ISBN 3-929893-09-6 , p. 541-566 .
• 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 , pp. 143-146, 173.
• Hansjürgen Wenzel: The southwest German railways in the French zones (SWDE) . EK-Verlag, Wuppertal 1976, ISBN 3-88255-821-0 .

Web links

Commons : Palatinate Maximiliansbahn  - collection of images, videos and audio files

Individual evidence

1. ^ Course book route numbers of Deutsche Bahn - as of December 13, 2009. In: bahnseite.de. Retrieved April 10, 2014 .  
2. ↑ 676 Neustadt - Landau - Karlsruhe Palatinate Maximiliansbahn 676. (PDF) In: der-takt.de. Retrieved May 14, 2014 .  
3. ^ 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. 23 .
4. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 7th ff .
5. ^ ^{A b} Heinz Sturm: The Palatinate Railways . 2005, p. 143 .
6. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 14th ff .
7. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 15th ff .
8. ^ ^{A b} Michael Heilmann, Werner Schreiner: 150 Years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 12 .
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. 33 .
10. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 33 .
11. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 18th f .
12. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 144 .
13. ^ ^{A b} Klaus Detlef Holzborn: Railway Reviere Pfalz . 1993, p. 102 .
14. ^ 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. 34 .
15. ^ Wilfried Schweikart: The construction of the Landau - Germersheim railway line . In: Landkreis Südliche Weinstrasse (Ed.): Fascination Railway. Homeland yearbook . 2008, p. 48 .
16. ^ ^{A b} Heinz Sturm: The Palatinate Railways . 2005, p. 145 .
17. ^ 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. 37 .
18. ^ ^{A b c} Silvia Speckert: Ignaz Opfermann (1799–1866): Selected examples of his building activity in the vicinity of the city of Mainz . Homework to obtain the academic degree of a Magister [!] Artium. Ed .: Johannes Gutenberg University . Mainz City Archives, 1991/25 No. 11, Mainz 1989, p. 25, plate 9 .
19. ^ 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. 38 .
20. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 19th f .
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. 39 .
22. ^ Direction of the Palatinate Maximiliansbahn: Business report for the administrative year October 1855 to October 1856 . 1857, p. 9 .
23. ^ Direction of the Palatinate Maximiliansbahn: Annual report for the administrative year October 1854 to October 1855 . 1856, p. 7 .
24. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 21st ff .
25. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 161 f .
26. ↑ Werner Schreiner: The Palatinate Maximiliansbahn opens up the "cattle line" . In: Ortsgemeinde Steinfeld (Hrsg.): Steinfeld 1250 to 2000. A border village in times of change . 2000, p. 551 .
27. ^ ^{A b} Michael Heilmann, Werner Schreiner: 150 Years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 26th f .
28. ^ ^{A b} Albert Mühl: The Pfalzbahn . 1982, p. 14 .
29. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 113 ff .
30. ^ Albert Mühl: The Pfalzbahn . 1982, p. 116 .
31. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 27 ff .
32. ↑ Werner Schreiner: The Palatinate Maximiliansbahn opens up the "cattle line" . In: Ortsgemeinde Steinfeld (Hrsg.): Steinfeld 1250 to 2000. A border village in times of change . 2000, p. 553 .
33. ↑ ^{a b} Here it goes west: the Germersheim – Landau route. In: kbs704.de. Retrieved January 16, 2014 .  
34. ^ Albert Mühl: The Pfalzbahn . 1982, p. 145 .
35. ↑ ^{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. 63 .
36. ^ ^{A b} Michael Heilmann, Werner Schreiner: 150 Years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 41 .
37. ↑ Werner Schreiner: Paul Camille von Denis. European transport pioneer and builder of the Palatinate railways . 2010, p. 126 .
38. ^ ^{A b} Royal Bavarian Railway Directorate Ludwigshafen a. Rhine - Timeline: Establishments - Designations - Dissolutions. In: bahnstatistik.de. Retrieved January 6, 2014 .  
39. ^ ^{A b} Michael Heilmann, Werner Schreiner: 150 Years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 43 ff .
40. ^ ^{A b} Michael Heilmann, Werner Schreiner: 150 Years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 48 f .
41. ↑ Werner Schreiner: The Palatinate Maximiliansbahn opens up the "cattle line" . In: Ortsgemeinde Steinfeld (Hrsg.): Steinfeld 1250 to 2000. A border village in times of change . 2000, p. 557 f .
42. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 69 .
43. ↑ Werner Schreiner: The Palatinate Maximiliansbahn opens up the "cattle line" . In: Ortsgemeinde Steinfeld (Hrsg.): Steinfeld 1250 to 2000. A border village in times of change . 2000, p. 559 .
44. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 69 ff .
45. ^ ^{A b} Railway Directorate Mainz - Timeline: Establishments - Designations - Dissolutions. In: bahnstatistik.de. Retrieved January 15, 2014 .  
46. ↑ Wolfgang Fiegenbaum, Wolfgang Klee: Return to Rail - Reactivated and New Lines in Passenger Traffic 1980-2001 . 2001, p. 143 .
47. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 72 .
48. ^ ^{A b} Michael Heilmann, Werner Schreiner: 150 Years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 86 .
49. ↑ Werner Schreiner: The Palatinate Maximiliansbahn opens up the "cattle line" . In: Ortsgemeinde Steinfeld (Hrsg.): Steinfeld 1250 to 2000. A border village in times of change . 2000, p. 560 .
50. ^ ^{A b} Michael Heilmann, Werner Schreiner: 150 Years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 133 .
51. ↑ Neustadt (Weinstr) Hbf 0.02 - Landau (Pfalz) Hbf 18.43 - Kapsweyer 41.17 - State border Germany / France 44.618 = (km 60.028 - Wissembourg 57.67 - Vendenheim 0.0). In: klauserbeck.de. Retrieved May 14, 2015 .  
52. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 87 .
53. ↑ ^{a b} KBS 676 - The line through the southern Palatinate. (No longer available online.) In: streckennummer3433-3443.de. Archived from the original on January 24, 2016 ; Retrieved September 24, 2014 .  
54. ^ ^{A b} Michael Heilmann, Werner Schreiner: 150 Years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 135 .
55. ↑ hinundweg - the customer magazine of the Rhein-Neckar transport association. (PDF) (No longer available online.) In: vrn.de. Archived from the original on May 29, 2012 ; Retrieved September 26, 2014 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.   
56. ↑ KVV Karlsruher Verkehrsverbund - Verbundbericht 2009. (PDF) (No longer available online.) In: kvv.de. Archived from the original on March 13, 2012 ; Retrieved September 26, 2014 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.   
57. ^ ^{A b} Michael Heilmann, Werner Schreiner: 150 Years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 140 f .
58. ^ ^{A b} Michael Heilmann, Werner Schreiner: 150 Years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 145 .
59. ↑ Transitional regulations - trips to another transport association. (No longer available online.) In: kvv.de. Archived from the original on September 27, 2014 ; Retrieved September 26, 2014 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.   
60. ↑ VRN | URN: Planned steam. (No longer available online.) In: vrn.de. September 1, 2005, archived from the original on December 12, 2013 ; Retrieved July 10, 2013 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.   
61. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 21 .
62. ^ Fritz Engbarth: From the Ludwig Railway to the Integral Timetable. 160 years of railways in the Palatinate . 2007, p. 8 .
63. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 254 .
64. ^ Albert Mühl: The Pfalzbahn . 1982, p. 117 .
65. ↑ Wolfgang Fiegenbaum, Wolfgang Klee: Farewell to the rail. Disused railway lines from 1980 to 1990 . 1997, p. 216 .
66. ↑ Werner Schreiner: Paul Camille von Denis. European transport pioneer and builder of the Palatinate railways . 2010, p. 134 .
67. ↑ 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 .
68. ^ Saarbrücken - Zweibrücken - Landau (Palatinate) - Winden (Palatinate) - Karlsruhe (- Munich). (No longer available online.) In: pkjs.de. Formerly in the original ; Retrieved September 24, 2014 .  ( Page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.    
69. ↑ 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 .
70. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 70 ff .
71. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 72 f .
72. ^ Klaus Detlef Holzborn: Railway Reviere Pfalz . 1993, p. 57 .
73. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 86 f .
74. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 27 .
75. ^ ^{A b} Michael Heilmann, Werner Schreiner: 150 Years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 144 .
76. ^ ^{A b} Michael Heilmann, Werner Schreiner: 150 Years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 25 .
77. ^ 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 .
78. ^ Albert Mühl: The Pfalzbahn . 1982, p. 141 f .
79. ^ ^{A b c} Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 88 .
80. ↑ 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. 96 .
81. ↑ ^{a b c} Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 103 .
82. ↑ Andreas Räntzsch: The railway in the Palatinate. Documentation of their creation and development . 1997, p. 16 .
83. ↑ ^{a b} Fritz Engbarth: From the Ludwig Railway to the Integral Timetable. 160 years of railways in the Palatinate . 2007, p. 37 .
84. ^ 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. 77 f .
85. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 97 .
86. ↑ 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. 115 .
87. ^ Albert Mühl: The Pfalzbahn . 1982, p. 137 ff .
88. ↑ 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. 117 .
89. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 56 f .
90. ↑ 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. 118 ff .
91. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 50 f .
92. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 73 ff .
93. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 147 .
94. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 104 .
95. ^ ^{A b} Michael Heilmann, Werner Schreiner: 150 Years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 123 .
96. ↑ 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. 141 .
97. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 144 f .
98. ↑ ^{a b} excursion trains. (No longer available online.) In: streckennummer3433-3443.de. Archived from the original on November 26, 2013 ; Retrieved November 17, 2013 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.   
99. ^ 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. 192 ff .
100. ↑ 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. 140 .
101. ↑ 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. 143 .
102. ↑ The line through the southern Palatinate. (No longer available online.) In: streckennummer3433-3443.de. Archived from the original on July 7, 2013 ; accessed on May 4, 2015 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.   
103. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 130 f .
104. ↑ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2007, p. 23 f .
105. ^ General Directorate for Cultural Heritage Rhineland-Palatinate (ed.): Informational directory of cultural monuments - district-free town of Neustadt an der Weinstrasse. Mainz 2020, p. 4 (PDF; 4.8 MB).
106. ↑ New Neustadt Süd train stop in operation , press release of the regional rail passenger transport association Rhineland-Palatinate South of November 19, 2013, accessed on January 2, 2014
107. ↑ Eisenbahndirektion Mainz (Ed.): Official Journal of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz of March 12, 1910, No. 10. Announcement No. 187, pp. 95f (96).
108. ↑ ^{a b} 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 / Weinstr. – Landau / Pfalz . 1980, p. 109 .
109. ↑ ^{a b c} Martin Wenz: Type stations of the Palatinate Railways on the Southern Wine Route . In: Landkreis Südliche Weinstrasse (Ed.): Fascination Railway. Homeland yearbook . 2008, p. 10 .
110. ^ Railway stations and their pictures in Bavaria (left bank of the Rhine) - Railway station: Maikammer-Kirrweiler; km 5.9 - main line: Neustadt – Landau (opening July 18, 1855). In: kbaystb.de. Retrieved January 13, 2014 .  
111. ↑ References for the railway construction supervisor - line expansion / line upgrading / station facilities. (PDF) In: si-kl.de. Retrieved January 13, 2014 . 
112. ^ Railway stations and their pictures in Bavaria (left bank of the Rhine) - Railway station: Edesheim; km 10.6 - main line: Neustadt – Landau (opening July 18, 1855). In: kbaystb.de. Retrieved January 13, 2014 .  
113. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 22 .
114. ↑ current events on the railway. In: andreas-bachtler.eu. Retrieved January 14, 2014 . 
115. ↑ Martin Wenz: Type stations of the Palatinate Railways on the Southern Wine Route . In: Landkreis Südliche Weinstrasse (Ed.): Fascination Railway. Homeland yearbook . 2008, p. 17 .
116. ^ Railway station: Knöringen; km 13.6 - main line: Neustadt – Landau (opening July 18, 1855). In: kbaystb.de. Retrieved January 14, 2014 .  
117. ↑ Martin Wenz: Type stations of the Palatinate Railways on the Southern Wine Route . In: Landkreis Südliche Weinstrasse (Ed.): Fascination Railway. Homeland yearbook . 2008, p. 19 .
118. ^ 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 / Weinstrasse-Landau / Pfalz . 1980, p. 56 .
119. ^ 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. 75 .
120. ↑ Start signal given for the renovation of Landau station. In: bahnaktuell.de. Retrieved September 26, 2014 . 
121. ↑ Redesign of the station forecourt and the short-term parking lot. In: landau.de. Retrieved September 26, 2014 . 
122. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 26 .
123. ↑ Railway stations and their pictures in Bavaria (left bank of the Rhine) - Railway station: Insheim - Main line: Landau – Weißenburg (opening November 26, 1855). In: kbaystb.de. Retrieved January 14, 2014 .  
124. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 25th f .
125. ↑ General Directorate for Cultural Heritage Rhineland-Palatinate (ed.): Informational directory of cultural monuments - Southern Wine Route district. Mainz 2020, p. 83 (PDF; 10 MB).
126. ^ So: Michael Heilmann and Werner Schneider: 150 years Maximiliansbahn Neustadt – Strasbourg . Ludwigshafen am Rhein 2005. ISBN 3-934845-27-4 , p. 145.
127. ^ So: Michael Heilmann and Werner Schneider: 150 years Maximiliansbahn Neustadt – Strasbourg . Ludwigshafen am Rhein 2005. ISBN 3-934845-27-4 , p. 11.
128. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 101 .
129. ^ General Directorate for Cultural Heritage Rhineland-Palatinate (ed.): Informational directory of cultural monuments - district of Germersheim. Mainz 2020, p. 37 (PDF; 6.5 MB).
130. ↑ Eisenbahndirektion Mainz (Ed.): Official Journal of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz of March 12, 1910, No. 10. Announcement No. 187, pp. 95f (96).
131. ^ ^{A b c} Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 141 .
132. ↑ ^{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 / Weinstrasse-Landau / Pfalz . 1980, p. 55 .
133. ^ ^{A b c} 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 / Weinstrasse-Landau / Pfalz . 1980, p. 83 .
134. ↑ Werner Schreiner: The Palatinate Maximiliansbahn opens up the "cattle line" . In: Ortsgemeinde Steinfeld (Hrsg.): Steinfeld 1250 to 2000. A border village in times of change . 2000, p. 552 .
135. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 44 .
136. ^ Raimund Zimmermann: The Kapsweyer border station was only 114 years old . In: Landkreis Südliche Weinstrasse (Ed.): Fascination Railway. Homeland yearbook . 2008, p. 38 .
137. ^ Raimund Zimmermann: The Kapsweyer border station was only 114 years old . In: Landkreis Südliche Weinstrasse (Ed.): Fascination Railway. Homeland yearbook . 2008, p. 39 .
138. ^ History. (No longer available online.) In: kapsweyer.de. Archived from the original on May 19, 2013 ; accessed on January 15, 2014 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.   
139. ↑ N ° 10/09: The Francais Lavender Line. (No longer available online.) In: regio-pamina.org. Archived from the original on January 16, 2014 ; accessed on January 16, 2014 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.   
140. ^ ^{A b c} 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 / Weinstrasse-Landau / Pfalz . 1980, p. 84 .
141. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 31 f .
142. ↑ zspnv-sued.de ( Memento of the original from January 30, 2016 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF) 
143. ↑ 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 April 12, 2015 ; Retrieved May 2, 2013 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.   
144. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 45 f .
145. ^ Edesheim train station: After a fatal accident, signs of sadness and sympathy. In: The Rhine Palatinate . April 20, 2017. Retrieved June 16, 2017 .  

This article was added to the list of excellent articles on July 30, 2015 in this version .