Railway line Meckesheim – Bad Friedrichshall

map

Neckargemünd – Bad Friedrichshall
Route number (DB) :	4110 (Neckargemünd – Meckesheim) 4114 (Meckesheim – Bad Fr'hall)
Course book section (DB) :	665.5 / 710.41 (until 2009: 706; until 1992: 561; until 1972: 321a; until 1945: 303a; 1929: 267g; 1909: 261)
Route length:	46.4 km
Gauge :	1435 mm ( standard gauge )
Route class :	CE (Meckesheim – Grombach) D4 (remaining route)
Power system :	15 kV 16.7 Hz  ~
Maximum slope :	approx. 22  ‰
Top speed:	120 km / h
Dual track :	Neckargemünd – Meckesheim
Legend from Heidelberg 9.760 Neckargemünd 124  m to Bad Friedrichshall 12.370 Waldhilsbach (until approx. 1958) 14.260 Bammental (formerly Bf) 128  m 14,600 Elsenz 15.058 Reilsheim 131  m 15.148 Reilsheim industrial trunk line (Awanst) 15.282 Elsenz 17,660 Wall (b Heidelberg) 135  m 19,800 0.000 Meckesheim 141  m to Wiesloch (until 1922) to Aglasterhausen 2.809 Zuzenhausen 150  m 6,095 Hoffenheim 152  m 8.900 Bundesstrasse 292 9,993 Sinsheim (Elsenz) central station 158  m 12,080 Sinsheim Museum / Arena (Bft; since 1995) 12,913 Steinsfurt 168  m 13.010 Elsenz to Stebbach 13.655 Insenbach 13,800 BÜ 13,810 (Wp 13) Bundesstrasse 39 18,398 Insenbach 19.030 Insenbach 19,900 Grombach 244  m 24,866 Babstadt (formerly Bf) 251  m 27.884 Bad Rappenau 230  m Connection to the Rappenau salt works 28,830 Bad Rappenau Kurpark (since May 1, 2015) 30.864 Bad Wimpfen-Hohenstadt (since 1955) 188  m 33,802 Bad Wimpfen 168  m 35.0 +203 Bad Wimpfen Solvay (Awanst) 35.0 +300.0 35.2 +94.7 Mileage jump 35,305 Bad Wimpfen Im Tal (since May 1, 2015) Bad Wimpfen Neckar Bridge (1947–1952) 35,577 Neckar 35.769 from Heidelberg from Würzburg 36,356 Bad Friedrichshall main station 155  m to Ohrnberg (until 1993) to Stuttgart

The Neckargemünd – Bad Friedrichshall line is a partially two-tracked and electrified main line in Baden-Württemberg . It leads from Neckargemünd via Meckesheim and Sinsheim to Bad Friedrichshall and follows the Elsenz River to Steinsfurt , which is why it is also known as the Elsenz Valley Railway .

The stations were controlled with mechanical interlockings until 2008 , today this is done with an electronic interlocking . The reception building in Bad Wimpfen is the only one in southern Germany in the neo-Gothic style .

history

19th century

Construction Heidelberg - Meckesheim

At the end of the 1840s, the Kingdom of Württemberg wanted to connect its railway lines with those of the Grand Duchy of Baden , from Heilbronn via Sinsheim either to Wiesloch or to Heidelberg. Baden refused, however, and only wanted one route via Pforzheim.

See also : Westbahn (Württemberg) #Negotiations between Württemberg and Baden

On the 24th May 1853 a railway committee for the construction of the Odenwaldbahn was founded in Mosbach , as well as one in Heidelberg in 1856. As part of this, on Jan. April 1860 stipulated that the section from Heidelberg via Meckesheim to Mosbach would be built at state expense. After preliminary work had already been carried out in 1858, construction began. The line was initially built on a single track, but has already been prepared for double-track expansion. The inauguration drive took place on 22. October 1862 in the worst weather . The following day, the Grand Ducal Baden State Railways started operating on the line. Due to heavy rain, a derailment occurred on the first day of operation as a result of a landslide on the Neckar Bridge near Neckarelz.

→ Main article : "Origin" in the article Odenwaldbahn (Baden)

Construction Meckesheim - Jagstfeld

It was planned on a branch line from Waibstadt to the Rappenau salt works. Against this there was a petition from the city of Sinsheim and 25 other communities in 1862, which instead wanted a route from Meckesheim via Sinsheim there. The latter including the continuation to Jagstfeld was on 19. Approved January 1866.

The opening trip on the section from Meckesheim to Bad Rappenau took place on 18. June 1868, the start of regular traffic was on 25. June. On this section there were initially two viaducts, three bridges, 14 guard houses and 36 level crossings. In April, the connecting line to the saltworks was also put into operation after the connection had not been completed in time.

In mid-1869, the second track from Heidelberg Karlstor to Meckesheim was put into operation, as significantly more trains should run here on the routes to Bavaria and Württemberg.

After Jagstfeld it went from the fifth August 1869.

20th century

Between 1920 and 1930 the line was expanded to accommodate higher axle loads.

During the Second World War , on 2. February 1945 the Neckar Bridge between Bad Wimpfen and Jagstfeld was badly damaged by high explosive bombs , which is why the route was closed from kilometer 35.52 until 1952. As a workaround, on 5. In October 1947 the “Bad Wimpfen Neckarbrücke” stop was set up, from where the other side of the Neckar could be reached by ferry not far from Jagstfeld station. In November 1952, operations across the new bridge could begin.

Around 1959, the level crossing km 17.050 west of Mauer (today's street “Im Bruchrain”) was closed. The level crossing at km 16.0 (at that time guard post 19) south of Bammental received a safety system with a flashing light for the first time in 1964, whereupon the station guard's house there was torn down. The 1.6 km level crossing (guard post 1a) between Meckesheim and Zuzenhausen was closed in 1965 as a result of the construction of the Meckesheim bypass. The level crossing with Horrenberger Straße in Zuzenhausen (caretaker post 3a) will receive June 1969 a train driver-monitored flashing light system. Sometime before 1976 the level crossing at km 18.2 (guard post 21a, Hartmann company) in Mauer was closed. In 1978 the level crossing, guard post 17a at Bammental station, was closed.

Two years after the last sugar beet loading in Meckesheim, Bammental (72 wagons) followed in 1979 and Grombach (424 wagons, 11 047 Mg). In 1984 the last one was in Babstadt (approx. 100 cars), in 1991 in Sinsheim (212 cars), Steinsfurt (153 cars) and Hoffenheim (99 cars).

In 1980 the railway overpass was extended to Waldhilsbach via the 4162 district road.

On the 1st On August 1st, 1981, guard post 25 in Bad Rappenau was lifted.

In August 2003 the Neckargemünd – Meckesheim track was renewed, and in August 2006 the Meckesheim – Neckargemünd track. From the 3rd to the 30th August 2006 the route from Grombach to Bad Rappenau was closed. From May to June and in August 2007 the route from Meckesheim to Sinsheim was renewed.

expansion

Regional train to Heidelberg in Steinsfurt (April 2007), before electrification

From March 2008, the line was modernized to expand the adjacent S-Bahn networks. The project "Electrification and expansion of the local transport infrastructure on the Elsenztal and Schwarzbachtalbahn" envisaged, in addition to the electrification, a new construction / conversion of all platforms and a modernization of the stations from Neckargemünd, since these had to be brought to a platform height of 76 centimeters, along with other adjustments to meet the standards of the Rhein-Neckar S-Bahn. The expansion was divided into the following sections:

1. Neckargemünd - Meckesheim
2. Meckesheim - Sinsheim-Steinsfurt - Eppingen
3. Meckesheim - Aglasterhausen

Parallel to the expansion of the route, from 24. October to 1. November 2008 the electronic signal box (ESTW) "Elsenztal" went into operation. Today, this controls the entire route, including the branch routes to Aglasterhausen and Eppingen, via the remote control computers (ESTW-A) Waibstadt, Sinsheim, Grombach and Bad Rappenau and is operated by the dispatchers Meckesheim 1 (up to and including Sinsheim Hbf) and Meckesheim 2 from the operations center in Karlsruhe served. At 3. In February 2009 the monitoring of the two remotely monitored level crossings in Mauer and south of Reilsheim was transferred to the ESTW.

On the 5th In November 2008 construction began on the Meckesheim substation north of Meckesheim on the Mannheim – Neckarelz railway power line, from which the newly electrified lines are supplied.

Electrification did not begin until autumn 2009, as special trains were supposed to run to football matches beforehand. The first electric train ran on May 6. November 2009.

Before the conversion for the S-Bahn, track 3 and the single-track Elsenzbrücke were completely removed from Steinsfurt station.

A little later, until the 12. June 2011 the Sinsheim Museum / Arena stop was expanded into a double-track crossing station and part of the Steinsfurt station. There a new track 3 was built as a sideline and butt track up to the level crossing without the edge of the platform. Thanks to this constellation, special football trains can run directly from the museum / arena traffic station as a shunting run to the siding or be made available there from there.

As part of the expansion of the Heilbronn northern tram connection, the Bad Rappenau  - Bad Friedrichshall section was from 7. January 2014 to 30. March 2015 blocked. There were also no trains between Steinsfurt and Bad Rappenau on weekends and public holidays . The Bad Wimpfen station became a double-track construction work during this crossing station expanded and the bridge 530 re-created on the L as double-track bridge. The new “Bad Rappenau Kurpark” and “Bad Wimpfen im Tal” stops were built at the same time.

traffic

passenger traffic

19th century

Around 1893 the local trains were extended from Heidelberg to Neckargemünd to Meckesheim, which meant that a train ran between Neckargemünd and Meckesheim about once an hour. In addition to stopping the other trains, these also stopped at the stops in Heidelberg Peterskirche, Jägerhaus-Wolfsbrunnen, Kümmelbacher Hof, Waldhilsbach and Reilsheim. One of these pairs of trains continued from Heidelberg to Wiesloch-Walldorf.

20th century

After the Bruchsal station , the tunnels there, the Enzviadukt in Bietigheim and all Neckar bridges were destroyed in the Second World War , all trains ran from Mannheim to Stuttgart from April to August 1945, including up to 80 freight trains per day, via Meckesheim, Eppingen makeshift station (today's part of the station Stebbach) and Heilbronn-Böckingen ( Frankenbahn ), until the Neckar Bridge was rebuilt in Neckargemünd in 1946, trains from Mannheim to Würzburg also took a corresponding route. From July 1945 "milk trains" ran from Mannheim to Obrigheim, Bad Rappenau and Eppingen; From August onwards, express, express and freight goods could also be transported on these trains.

In the mid-1950s, the steam trains were replaced by the combustion engine series VT 95 and VT 98 . Thereafter, in addition to the eight pairs of trains running through and another turning in Neckargemünd, some of which did not stop in Waldhilsbach and Reilsheim, six pairs of trains ran to Obrigheim, two pairs of trains from Heilbronn to Bad Rappenau and one pair of express trains each Heidelberg – Stuttgart and Cologne – Darmstadt– Heidelberg – Stuttgart, as well as the trains on the line to Eppingen between Sinsheim and Steinsfurt.

On the 24th December 1972 the last steam train left Mannheim before the timetable change at the end of May 1973 no longer any steam trains ran on the route.

From the summer of 1973 to 1975 there were through coaches from Paris to Heilbronn that were carried by the 1555 and 1756 express trains on the Elsenz Valley Railway.

RE 4840 to Mannheim on the Neckar Bridge in Bad Friedrichshall-Jagstfeld, 2007

RB 18332 from Eppingen to Heidelberg in Steinsfurt, 2007

At the end of 1988 a cycle timetable was introduced on the line . Since then, until the line was electrified, the regional express with n-cars and diesel locomotives of the 218 series , many of the regional trains with the 628 series combustion multiple units . Initially, individual local trains were operated by the SWEG with NE 81 . With the timetable change in June 1997, the late-night service was extended, the last train from Heidelberg to Sinsheim then left at 10:12 p.m. From 28. In September 1997, the 611 series was used for the regional express , the tilting technology of which was intended to shorten travel times. However, due to the susceptibility to failure, this operation did not last long.

From the timetable change in December 1999, the regional trains also ran every hour on Sundays and public holidays instead of just every two hours.

Before the S-Bahn started operating, the regional express trains ran similarly to today. The regional trains from Heidelberg to Sinsheim ran every hour in 2008, which was increased in the afternoon by five more trains in the direction of Sinsheim to a half-hourly service. The regional trains needed about three minutes longer for the Neckargemünd - Sinsheim section than today's S-Bahn, and four to six minutes longer for the Sinsheim - Bad Friedrichshall section. The last trains reached Sinsheim shortly after 10 p.m. instead of around 1 a.m., the first trains ran at a similar time. The regional trains continued to Bad Friedrichshall-Jagstfeld at the even hour and to Eppingen at the odd hour, i.e. every two hours.

The regional train connection to Mannheim , Speyer and Bruchsal was discontinued in 2003 due to the introduction of the RheinNeckar S-Bahn .

Just before the track modernization for five days when were Plandampf -Veranstaltung "Über'n hump" driven more than 100 Regelzugleistungen historic cars, including five steam engines.

S-Bahn era

S5 38529 to Eppingen in Reilsheim

Between Neckargemünd and Steinsfurt, the S5 of the RheinNeckar S-Bahn has been running every hour since December 2009; during rush hour it runs every half hour to Sinsheim. Individual trains are connected to line RB 44 (later S 6) to Mainz.

In the Heidelberg - Meckesheim section, the S51 also runs every hour on weekdays, and continues from Meckesheim to Aglasterhausen . The overlapping of lines S5 and S51 results in a half-hourly service on the Heidelberg - Meckesheim section. During rush hour , both S-Bahn lines in the Meckesheim - Aglasterhausen or Heidelberg - Sinsheim section are compressed to half-hourly intervals, but the wing in the Heidelberg - Meckesheim section only runs half an hourly. The S-Bahn trains consist of electric multiple units of the 425 series , with the connection to Mainz from 2015 also occasionally using modernized vehicles .

RE 28290 to Mannheim in Sinsheim

In 2017 there were still some REs with sets from 111 series and n-wagons, here RE 12303 in Bad Rappenau

The regional express line 10b (RE line 2 until December 2019) from Mannheim to Heilbronn also runs every two hours on the route with stops in Meckesheim, Sinsheim Hbf , Bad Rappenau and Bad Friedrichshall Hbf (until 2014 Bad Friedrichshall-Jagstfeld). Together with the RE 10a line (RE 3 until December 2019; RE 1 until 2014) via the Neckar Valley Railway , it runs every hour between the two end nodes.

S42 85797 to Heilbronn in Sinsheim

Furthermore, the line operates on the line S 42 of the rail Heilbronn with two-system rail vehicles of the type ET 2010 . This runs twice every two hours from Heilbronn city center via Neckarsulm, Bad Friedrichshall Hbf and Bad Rappenau to Sinsheim Hbf, and also once an hour from Heilbronn to Bad Rappenau.

History of passenger transport since 2009

At the opening of the S-Bahn line on 13. December 2009 a special train with a historic multiple unit of the ET25 series . In the first few years, internal combustion engines and wagon trains were still used on individual trains due to a lack of vehicles.

Until December 2014 the regional train line RB 74 ran from Sinsheim to Bad Friedrichshall (sometimes further to Heilbronn) every hour. Since from January 2014 these could only run between Sinsheim and Bad Rappenau, a joint line RB74 / S5 was set up, which ran from Bad Rappenau to Heidelberg .

In the fall of 2013, the regional express line, which normally runs on the Neckar Valley Railway, was diverted to the Elsenz Valley Railway due to construction work. During this time, a regional express ran every hour in each direction, whereby the additional trains could not stop in Meckesheim due to the route capacity.

The section Bad Rappenau - Bad Friedrichshall was from 7. January 2014 to 30. Closed for construction work in April 2015. During this time, a rail replacement service (SEV) with buses was set up between Bad Rappenau and Neckarsulm , which was extended to Sinsheim on weekends . During the construction period, the regional express ran over the Neckar Valley Railway.

For the 14th December 2014 the line RB 74 was replaced by the line S 42 of the Heilbronn Stadtbahn . May 2015 between Bad Rappenau and Neckarsulm in rail replacement traffic, and otherwise operated according to a coordinated transition schedule, as the bridge in Bad Wimpfen was not yet completed.

Since the timetable change in December 2016, the AVG trams, which previously ended in Grombach, have been running to Sinsheim after the city of Bad Rappenau criticized the “unspeakable” transfer situation in Grombach. Without these improvements to the timetable, the city would not have wanted to contribute to the operating costs, also because one and a half years after the start of operations there was still no passenger number survey. For operation in 2015, the city of Bad Rappenau would have 190 To pay € 000.

Since December 2016, the S 5 line has been running every hour in Heidelberg-Schlierbach / Ziegelhausen and Heidelberg Orthopädie. Due to the division into different tendering lots for the new tendering of the S-Bahn network , it is no longer tied through on Sundays and public holidays to the line S 2 to Kaiserslautern.

Until September 2016 (expiry of the major transport contract ), individual services of the RE 2 were tied through to the RB 10 line to Stuttgart during rush hour and at the weekend. Until the 10th December 2017 passed individual Regional Expresse also from a locomotive of the 111 series and five n-car .

RE of line 10 to Mannheim Hbf between Babstadt and Grombach in May 2020

With the timetable change on December 15, 2019, Abellio Rail Baden-Württemberg took over the operation of the regional express line 10b and uses Bombardier Talent 2 on it . Before that, multiple units of the class 425 were also used on the RE line . After a transition period, the trains are to be tied to Stuttgart regularly.

In the long term, the S 5 S-Bahn line is to be linked to the S 6 line to Mainz. However, this requires an increase in the line capacity between Heidelberg and Mannheim, which is currently not financially viable.

Susceptibility to delays

S51 38533 was ten minutes late in Reilsheim in 2014

Due to the short turnaround times, especially in Eppingen, the connections in Eppingen and the single-track sections with the train crossing in Meckesheim, which can only be relocated in the event of a larger delay difference, the delays rocked up slightly, which meant that punctual operation was only possible without external disruptions. The introduction of the Heilbronn Nord light rail and construction work in the S-Bahn network resulted in more disruptions, which reduced punctuality and trains were broken relatively frequently in Steinsfurt or Neckargemünd.

In order to reduce these effects, rollover turning was introduced as planned in Heidelberg Hbf at some times, as was already possible at some times since the start of the S-Bahn operation due to the deployment reserve. As a further attempt to reduce delays, four trains have been scheduled to leave Eppingen ten minutes later since 2016, which means that the train crossing will move to Hoffenheim at these times. It was hoped that the departure from Eppingen would not be further delayed by delayed AVG trains and that the return train would arrive on time to Eppingen. Since the introduction of this clock deviation, early turning was no longer necessary. From June 2017, one of these trains and from December 2017 another one of these trains will try to reverse the half-hourly cycle in Sinsheim to the regular hourly cycle, so that the train coming from Eppingen ten minutes after the cycle can continue to run in Sinsheim after a quarter of an hour instead of the half-hourly cycle .

The Ministry of Transport considers a double-track expansion of the Meckesheim - Steinsfurt section to be necessary in the medium term. However, there are no plans to date, although implementation would take decades.

Freight transport

Bridge over the Neckar between Bad Wimpfen and Bad Friedrichshall-Jagstfeld (1907)

As part of the concept " MORA C " to operate the last one in was freight -operated station Meckenheim 31 December. December 2001, but until 2009 , freight wagons loaded with wood were exchanged from Mannheim twice a week , which were loaded along the Schwarzbach and Krebsbachtalbahn . Since the S-Bahn expansion of the line, which means that there are only 3 tracks available in Meckesheim, and the temporary shutdown of the Krebsbachtalbahn in 2009, this timber traffic no longer takes place. The Solvay chemical plant in Bad Wimpfen is regularly served from Heilbronn .

There is no regular, non-stop freight traffic because, in contrast to the Neckar Valley Railway , the route is sometimes only single-track and has a less favorable elevation profile.

In exceptional cases, freight trains with excess loading gauge are routed over the route that cannot travel on other routes.

Incidents

Between the Wall and Meckesheim it came on 12. August 1872 to a personal accident, because a railway worker in the cut there overheard the warning signal from one of the two when two trains meet.

At 3. In October 1909, passenger train 433 derailed when entering Zuzenhausen station due to early switch operations. Seven people were injured.

In the early 1950s there was a level crossing accident between Zuzenhausen and Meckesheim. The gatekeeper had mistakenly believed he had secured the level crossing. A motor vehicle was therefore in the track area when the train passed through; Two people died.

In 1976, the 8346 local freight train derailed due to an obstacle that was forgotten on the track in Meckesheim at the exit towards Heidelberg. Both tracks were then closed for several days.

After 1978 there was an accident at the level crossing in Mauer when a flock of sheep did not clear the track area in time.

On 26. August 2008 three children bypassed the closed barriers at the level crossing in Zuzenhäuser Strasse in Meckesheim, one of them was hit by the train and died.

On the 27th. In February 2012, it was not possible to continue a regional express train to Mannheim, which stopped in Meckesheim in platform 2, in the morning and in the evening, in the morning because of a technical fault in the control car, in the evening because of an emergency doctor on the train. In both cases, the S-Bahn to Sinsheim was allowed to enter platform 3 while the S-Bahn from Sinsheim was still between Hoffenheim and Meckesheim. This prevented both trains from continuing their journey for about half an hour.

Landslide with collapsed retaining wall in February 2013

In mid-December 2012 there was a landslide west of Bad Wimpfen above the route, in which the retaining wall there also partially collapsed. The Bad Rappenau - Bad Friedrichshall-Jagstfeld section was then closed for three months.

On 12. September 2015, the 62-year-old train driver of the S-Bahn 38540 fell asleep behind Hoffenheim while driving due to an obstructive sleep apnea . In contrast to unconsciousness, he operated the safety driving gear out of habit even while he was sleeping. Passengers who noticed this after passing through Zuzenhausen actuated the emergency brake, which was ineffective due to the type of emergency brake override used in S-Bahn vehicles , which only triggers an optical and acoustic alarm signal when actuated while driving. Before reaching Reilsheim, the driver woke up again and stopped the train. Otherwise the train at Neckargemünd would have been forcibly braked by the punctual train influence .

On the 5th In February 2018, the route between Bad Rappenau and Bad Wimpfen was closed from around 3:50 p.m. due to a suspected landslide reported by a train driver. The cable duct at the edge of the route was already affected. After a monitoring device was installed and a 50 km / h speed limit was set up, the route was opened again at around 4:50 p.m. On the following Friday, the 9th February, this section was closed again at around 12:50 p.m., as the slope continued to slide under the route.

As of Monday, the embankment was stabilized with 32 pegs, which were inserted in three layers 10 meters deep into the ground at a distance of 1.50 meters and fixed with concrete. Then reinforced concrete mats were placed around the pegs and a shotcrete shell was applied. This first security measure cost about 150 000 euros. The lockdown began on the morning of Jan. February canceled, until the concrete has completely hardened, however, the area must not be driven on at line speed. However, this is only a temporary solution, the further course of action has not yet been determined.

During the closure, the regional express trains were diverted through the Neckar Valley with an additional stop in Neckargemünd and without any further stop, the AVG trains were completely discontinued northwest of Bad Wimpfen, so only the two pairs of trains on line S 5 ran to Bad Rappenau. The only emergency bus service ran between Sinsheim and Bad Wimpfen, the Adelshofen bus company Hettler commissioned by DB Regio with two vehicles one journey per hour, which on the first few days only stopped in Bad Rappenau. The unusually poor organization of the emergency traffic was criticized by passengers. Among other things, the Bad Wimpfen carnival parade on the first Sunday, for which the timetable was unchanged and no information on replacement traffic had yet been published, was difficult to reach from Sinsheim.

Operating points

Neckargemünd

→ Main article : Neckargemünd train station

In Neckargemünd station, the Neckar Valley Railway branches off the route at points 1 and 12. Practically and according to La routes , however, this is the continuous route, to which the respective regular tracks can be driven at line speed.

Waldhilsbach

The Waldhilsbach halt was located at guard post 15 between fulling mill and war mill. It was closed around 1958 after the introduction of a bus route (today's route 755).

Bammental

Bammental stop

The Bammental stop is located northeast of the old town of the town of the same name . The two outer platforms are connected by a pedestrian bridge with elevators. Today there is a local history museum in the reception building.

The Bammental train station used to be the most important train station for winter sports tourism in the nearby Königstuhl. Horse-drawn sleighs run from the reception building over the Steinling to Waldhilsbach and on to the back of the Königstuhl. The old colloquial name of the sledge station does not come from the horse-drawn sleighs, but from the holidaymakers' sleighs, since sledding was more widespread than skiing on the Königstuhl.

In 1907 a signal box was put into operation here.

On the 1st In June 1990 Bammental went from a class 3 train station to a stopping point.

Reilsheim

Platforms in Reilsheim

The Reilsheim stop is located between the Bammental-Reilsheimer Vorstadt and a large residential area in the east of the twin town. Thus, it lies north of the Reilsheim old town and the Reilsheim industrial area. The railway site also functions like a wedge, which anticipates the further north-eastern course of the Elsenz and has always prevented the infrastructures of the dual location from growing together. In the south of the village, the railway line crossing the Karlsgraben and Elsenz creates a difficult-to-access triangle of terrain, which is therefore still naturally forested and forms another wedge between the western and eastern halves of the village. The Karlsgraben serves to drain the heavily meandering Elsenz Valley between Mauer and Reilsheim and thus also to stabilize the massive railway embankment in this area , which only flattens out in the immediate area of ​​the station before the topography of the already hilly part of the Bammental village, which is higher above the Elsenz level, increases the differences in altitude natural way. The stop in Bammental therefore no longer has any unusual drainage systems.

At both ends of the outer platforms, ramps lead down to the surrounding streets. At the southern end these are connected to each other by the underpass of Kreisstraße 4160 “Reilsheimer Straße / Industriestraße”, to the north a pedestrian underpass leads under the route. Starting from the north-eastern ramp, a bridge leads over the street to a longer staircase that leads past the fire station directly into the higher residential area. The Reilsheimer ramp is significantly higher than the Bammental because of the terrain, so that cyclists and pedestrians often take the short inner-local route to the stop in Bammental instead of climbing the Reilsheimer ramp.

The "Elsenztalschule" school center is located northwest of the stop. To the northeast is the associated bus stop on Industriestrasse.

In 1964, the stop was relocated approx. 100 meters to the north and the level crossing there (guard post 18) was replaced by the current underpass.

Wall (b Heidelberg)

Outbuilding and reception building in wall

The stop at Mauer (b Heidelberg) is on the road between Mauer and Schatthausen around the level crossing at km 17.660 with platforms behind it. The next buildings in the actual village are about 200 meters further north. To the south of the route, however, a residential area of around 23  hectares and the “Silberberg-Bette” industrial area have been created. There is a limestone quarry to the southeast to the right of the railway.

In the former signal box on the southern platform there is now a chocolate factory, and a small restaurant in an outbuilding to the east of the former reception building on the northern platform. To the east of the reception building is a former station keeper's house, which was built in 1886. The station building was extended by 6 meters to 21 meters on the side towards Heidelberg between 1902 and 1905 in order to be able to accommodate signal boxes. The signal box was put into operation in 1907. A previously existing goods shed was demolished and there are now parking spaces in its place, which were later expanded to include an abandoned bus stop. The loading ramps for the quarry and stonemason businesses in the town, visible in old photographs, were only temporary due to the lack of sidings and only existed for a few years.

Originally simply called “Wall”, the company was renamed “Mauer (near Heidelberg)” in 1938 to distinguish between stations in the Breslau and Linz divisions and from Mauer (near Vienna). In 1978 it moved from a class 3 train station to a stopping point; platform 2 was moved to the other side of the level crossing.

Meckesheim

→ Main article : Meckesheim train station

Today's branch line to Aglasterhausen branches off at Meckesheim station . From a historical point of view (as part of the Baden Odenwaldbahn ) and according to the division of the VzG routes , however, the route to Jagstfeld is the branching off, which means that the further kilometering of the route has its zero point here.

The train station is located west of the old town and, similar to Mauer, about 200 meters from the actual outskirts on the other side of Elsenz. However, in Meckesheim a larger commercial and industrial area has formed around the railway line and a residential area in particular to the west of it.

Zuzenhausen

The Zuzenhausen stop is located in the center of town.

In the 1950s there were still two main tracks and two side tracks here.

In 1969 it moved from a class 4 train station to a stopping point.

Hoffenheim

Reception building and platforms in Hoffenheim before the renovation

The Hoffenheim train station is to the west of the city center, immediately south of the platforms the line crosses Eschelbacher Straße with a level crossing secured with half barriers.

Sinsheim Hbf

→ Main article : Sinsheim (Elsenz) central station

Sinsheim Museum / Arena

On the 28th. In May 1995 the “Sinsheim Museum” stop was put into operation. In 2011, the now two-track operating site became part of the Steinsfurt train station and was renamed “Sinsheim Museum / Arena”.

Steinsfurt

→ Main article : Steinsfurt train station

Grombach

The Grombach train station has two tracks.

Babstadt

On the 1st On January 1st, 1982, Babstadt went from a class 4 train station to a stopping point.

The modernization of the Babstadt stop for the northern tram cost 553 000 euros, of which the city of Bad Rappenau 110 Had to pay 000 euros. The planning cost of 370 The city and district each contributed half of the 000 euros for the three stations in Bad Rappenau, Bad Rappenau Kurpark and Babstadt.

Bad Rappenau

→ Main article : Bad Rappenau train station

Bad Rappenau spa gardens

The new construction of the Bad Rappenau Kurpark stop cost 726 000 euros, of which the city 145 Had to pay 000 euros. The planning cost of 370 The city and district each contributed half of the 000 euros for the three stations in Bad Rappenau, Bad Rappenau Kurpark and Babstadt.

Bad Wimpfen

→ Main article : Bad Wimpfen train station

Bad Friedrichshall main station

→ Main article : Bad Friedrichshall Hauptbahnhof

Web links

Commons : Railway line Meckesheim – Bad Friedrichshall  - album with pictures, videos and audio files

Individual evidence

1. ↑ ^{a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am an ao ap aq ar as at au av aw ax ay az ba bb bc bd be bf bg bh bi bj bk bl bm bn bo bp bq} Jürgen Heß, Herbert Hoffmann, Siegbert Luksch: Looking back on 150 years of the Meckesheim railway location (=  series of publications on the local history of Meckesheim . No. 5 ). November 29, 2013, 11 Chronology ( verwaltungsportal.de [PDF; 568 kB ; accessed on May 15, 2018]).
2. ↑ ^{a b c d e f g h i j k l m} Garrelt Rippelmeier: Sinsheim (Elsenz) Hbf (= Erich Preuß [Hrsg.]: Railway stations A - Z: The large archive of German railway stations . No. 5 ). GeraMond Verlag GmbH.
3. ^ Deutsche Reichsbahn: The German railway lines in their development 1835-1935. Berlin 1935, 1868/11. (Reprint: Dumjahn, Mainz 1984, ISBN 3-921426-29-4 )
4. ↑ ^{a b c d e f g} Jürgen Heß: Review of 150 years of the Meckesheim railway location (=  series of publications on the local history of Meckesheim . No. 5 ). 9 timetables .
5. ^ Deutsche Reichsbahn: The German railway lines in their development 1835-1935. Berlin 1935, 1869/18. (Reprint: Dumjahn, Mainz 1984, ISBN 3-921426-29-4 )
6. ↑ Electrification and expansion of the local transport infrastructure in Elsenz and Schwarzbachtal - signing of the construction and financing contract. VRN GmbH, October 1, 2007, archived from the original on November 23, 2007 ; accessed on February 3, 2018 . 
7. ↑ Electronic interlocking (ESTW) Elsenztal goes into operation - train traffic in Elsenztal rests for a week - replacement bus service from October 25th to November 1st, 2008. Deutsche Bahn AG, October 16, 2008, accessed on March 21, 2017 (press release) . 
8. ↑ ( page no longer available , search in web archives: changes during the commissioning of the Heilbronn Nord tram )
9. ↑ Deutsche Bahn information flyer : Page no longer available , search in web archives: Rail replacement service (Sinsheim -) Bad Rappenau - Neckarsulm
10. ^ Hans-Wolfgang Scharf: Railways between Neckar, Tauber and Main . tape 2 : Design, operation and machine service . EK-Verlag, Freiburg (Breisgau) 2001, ISBN 3-88255-768-0 , p. 120 . ( Scan on Wikimedia Commons )
11. ^ ^{A b} Hans-Wolfgang Scharf: Railways between Neckar, Tauber and Main . tape 2 : Design, operation and machine service . EK-Verlag, Freiburg (Breisgau) 2001, ISBN 3-88255-768-0 , p. 113 .
12. ↑ ^{a b} Route timetable Elsenz and Schwarzbachtalbahn (PDF; 529 kB) ( Memento from October 4, 2013 in the Internet Archive )
13. ↑ Railway line cut for one year from today. Rhein-Neckar-Zeitung GmbH, January 7, 2014, accessed on December 5, 2017 . 
14. ↑ Herbert Kaletta: Stadtbahn Nord completely finished in 2014 at the earliest. Heilbronner Demokratie GmbH & Co. KG, September 30, 2011, accessed on September 11, 2013 . 
15. ^ Heilbronn Nord: AVG travels to Mosbach and Sinsheim. AVG, archived from the original on January 9, 2015 ; Retrieved December 10, 2014 . 
16. ↑ ^{a b c} Refusal to sign leads to ^a satisfactory timetable . In: Rhein-Neckar-Zeitung . No. 230 , October 4, 2016, p. 6 ( rnz.de ).
17. ↑ ^{a b c d e} Albrecht Schütte: Schütte on S5 / S51: “The attractiveness of public transport in the region must be maintained and further increased”. April 21, 2017. Retrieved May 23, 2017 . 
18. ↑ ^{a b c d e f g} Stefan Hagen: Passengers are annoyed about delays . In: Rhein-Neckar-Zeitung . No. 95 , April 25, 2017, p. 9 ( rnz.de ).
19. ↑ ^{a b c d e f g h i} Answer from Uwe Lahl, Ministerial Director of the Ministry of Transport Baden-Württemberg, to the Landtag member Albrecht Schütte "S-Bahn Rhein-Neckar: ensuring the regularity of the S5, connecting the line to Mainz" from 8th. March 2017 (Ref. 3-3895.02-01 / 167).
20. ↑ the rail bus. 6/2005, p. 79
21. ↑ cargonautus.de
22. ↑ Landslide: Railway line remains closed in January. Rhein-Neckar-Zeitung GmbH, December 29, 2012, accessed on February 9, 2018 . 
23. ↑ ^{a b c} Günther Keller: During the S-Bahn ride through the Elsenz Valley, the driver passed out. Rhein-Neckar-Zeitung GmbH, September 12, 2015, accessed on January 28, 2018 . 
24. ^ ^{A b c} Alexander Albrecht: "Geisterfahrt" in Elsenztal: Was the train driver sick? Rhein-Neckar-Zeitung GmbH, February 19, 2016, accessed on January 28, 2018 . 
25. ↑ ^{a b} DB Netz AG: Route Info (5. February 2018)
26. ↑ After a landslide: S42 drives again. Heilbronner Demokratie GmbH & Co. KG, February 5, 2018, accessed on February 9, 2018 . 
27. ↑ ^{a b c d e f g} Ute Plicktun: After a landslide: route will be back in operation from Monday. Heilbronner Demokratie GmbH & Co. KG, February 15, 2018, accessed on February 20, 2018 . 
28. ↑ DB Netz AG: Route Info (9. February 2018)
29. ↑ Adrian Hoffmann: What commuters should know after the landslide. Heilbronner Demokratie GmbH & Co. KG, February 9, 2018, accessed on February 9, 2018 . 
30. ↑ ^{a b c} DB Regio Mitte (TP Southwest): Current reports for Baden-Württemberg: Train traffic between Sinsheim (Elsenz) and Bad Wimpfen interrupted. (No longer available online.) February 12, 2018, formerly in the original ; accessed on February 13, 2018 .  ( Page no longer available , search in web archives ) Kai Kampermann: Landslide: Route closure Bad Wimpfen Bf - Bad Rappenau Bf. (PDF; 374 KiB) (No longer available online.) Albtal-Verkehrsgesellschaft mbH, February 12, 2018, archived from the original on February 13, 2018 ; accessed on February 13, 2018 . 
     
31. ↑ From 06:10 a Hettler bus commutes between Sinsheim and BadWimpfen! We recommend Rsd. either via Eppingen in the direction of Heilbronn or via Eberbach u. Mosbach-Neckarelz. DB Regio Mitte, February 9, 2018, accessed on February 13, 2018 . 
32. ↑ Armin Guzy and cbe: Replacement traffic is wrong . In: Rhein-Neckar-Zeitung . No. 37 , February 14, 2018, p. 6 ( rnz.de [accessed February 17, 2018]).
33. ↑ Armin Guzy: Railway line closed after landslide. Rhein-Neckar-Zeitung GmbH, February 19, 2016, accessed on January 28, 2018 . 
34. ↑ ^{a b c d} Deutsche Reichsbahn (Hrsg.): Official station directory 1944 of the Deutsche Reichsbahn, the Bohemian-Moravian Railways, the private railways as well as the small railways with goods traffic and the Ostbahn (Bfv) . June 1, 1944.
35. ^ Hans-Wolfgang Scharf: Railways between Neckar, Tauber and Main . tape 2 : Design, operation and machine service . EK-Verlag, Freiburg (Breisgau) 2001, ISBN 3-88255-768-0 , p. 118 .
36. ↑ ^{a b} Michael Endres: Bad Rappenauer Bahnhof is being made fit for the light rail. Rhein-Neckar-Zeitung GmbH, February 1, 2014, accessed on February 17, 2018 .