Ludwigshafen (Rhine) Central Station
| Ludwigshafen (Rhine) central station | |
|---|---|
 Entrance hall of the main train station
|
|
| Data | |
| Location in the network | Separation station |
| Design | Triangular station |
| Platform tracks | 10 |
| abbreviation | RL |
| IBNR | 8000236 |
| Price range | 2 |
| Profile on Bahnhof.de | Ludwigshafen__Rhein__Hbf |
| location | |
| City / municipality | Ludwigshafen am Rhein |
| country | Rhineland-Palatinate |
| Country | Germany |
| Coordinates | 49 ° 28 '40 " N , 8 ° 26' 3" E |
| Railway lines | |
in the underground station: |
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| Railway stations in Rhineland-Palatinate | |
Ludwigshafen (Rhein) Hauptbahnhof is a combined wedge and tower station in Ludwigshafen am Rhein . The station is a hub on the routes from Mainz and Neustadt an der Weinstrasse to Mannheim ; it is classified in station category 2. Established in 1847 as a terminus in today's Ludwigshafen city center, the station was rebuilt in 1969 to the west of the city center.
history
End station 1847–1953
The first station in Ludwigshafen was the Rheinschanze terminus of the Palatinate Ludwig Railway, which opened to Neustadt on June 11, 1847 . The name of the station was initially simply “Ludwigshafen a. Rhine". The station was located right next to the winter harbor , which was built in 1845 , which enabled direct transshipment to Rhine shipping . At the time of its opening it already housed maintenance facilities, from which a railway depot later developed. A two-storey building with a clock tower and single-storey side wings was erected as a station building to the south of the tracks . With the opening of the routes to Worms (June 15, 1853) and across the Rhine Bridge to Mannheim (February 25, 1867), three-story wing structures with a significantly higher construction volume were added on both sides of the original station. A “fatal disharmony” is ascribed to the ensemble of buildings at the terminus station , which is said to have diminished when two-storey intermediate buildings with arcades in front were erected in 1910 .
The early connection of Ludwigshafen to the railway network significantly promoted the rapid development of Ludwigshafen, but led to considerable urban planning problems, as the terminus station separated the current districts of north and center . Initially the only connection was the extended Ludwigsstraße , on which traffic was obstructed by the level crossing of the connecting railway to the BASF plant . Through a lawsuit against the Palatinate Railways , the city forced the construction of a road bridge known as a viaduct , which crossed the railway systems west of the platforms in the connection between Maxstrasse and Hartmannstrasse . The access ramps were laid out parallel to the tracks. The bridge, opened in 1890, also served the horse-drawn tram and from 1902 the tram routes to Hemshof and to Friesenheim . Despite renovations, the bridge remained a traffic bottleneck until it was demolished in 1974.
The passenger station was expanded several times: in 1885, 1893 and 1910. At the same time, a marshalling yard was built along the line to Neustadt, with its own connecting curves to the lines to Mannheim and Worms . In 1910 the name of the station was changed to “Ludwigshafen a. Rhein Hauptbahnhof ”changed.
Even before the Second World War it was planned to replace the terminus with a through station . In view of this, hardly any investments were made in the system. When the war initially failed the project, the air raids also hit the Ludwigshafen railway facilities, some of which were destroyed. The total damage was put at 20 million DM in 1953 .
Terminal station 1954–1969
In view of the economic emergency, the reconstruction of the Ludwigshafen train station relied on the existing railway infrastructure ; the project of a new through station was initially no longer pursued. Rather, a new station building was built on the old site. For this purpose, the two administration buildings that had stood north and south of the reception building were rebuilt in a simplified form and connected with a modern wing in the shape of post-war architecture. The reception hall has been more than doubled compared to its predecessor from 280 m² to 600 m². Three shops and a typical milk bar were installed. The station restaurant took up 400 square meters and was divided into five rooms. Despite these generous facilities, the enclosed space was reduced from 49,000 cubic meters to 36,000 cubic meters and thus reduced by around 25%. This new station building went into operation in 1954.
In the 1960 years were in the terminal station eleven perpendicular to the Rhine running platform tracks available. From the Neustadt line, a track branched off to the BASF- Südtor, on which trains for commuters from the Palatinate , who did not stop at the terminus, ran. To the north of the terminus station there was a railway company car factory with washing facilities , workshops and sidings for passenger trains. The local goods facility , consisting of goods sheds , open loading tracks , loading ramps and a transfer system for road scooters , was located even further north . From the local freight facility, the tracks of which ran parallel to the Rhine, track connections led to the BASF factory premises, to the port railway of the local port and to various sidings .
The marshalling yard extended to Ludwigshafen-Mundenheim station ; two overflow mountains separated the common entry and exit group in the south from the direction group in the north. In the early 1950s , 900 to 1000 tons of general cargo were reloaded every day in the marshalling yard ; the station was the starting point for long-distance freight trains that were used to ship products from the Ludwigshafen industry as well as fruit, vegetables and early potatoes from the Palatinate. The depot was located in the marshalling yard ; it had two roundhouse and four turntables . A separate water supply was available for filling the steam locomotives with boiler feed water, which took the water from the Rhine. To the west of the connecting curve between the Rhine bridge and the terminus there were two halls for rail buses and a repair shop for freight wagons, which had already been closed in the 1960s. The access to the repair shop was from the marshalling yard.
Planning 1910–1962
Since the opening of the connection to Mannheim in 1867, the Ludwigshafen terminus has proven to be increasingly disruptive. The complete relocation of the main station was first addressed in a memorandum from the city to the Bavarian government in 1910 . The elevation of the station at its previous location, which was examined in 1936, turned out to be too expensive in relation to the achievable benefit. Another memorandum made in 1939 in collaboration with the Stuttgart transport scientist Carl Pirath dealt with the re-planning of the entire Ludwigshafen railway system. For this purpose, a detailed draft was worked out by 1943, which was not implemented as a result of the Second World War. Another draft made between 1949 and 1953 provided for a less complex reconstruction of the railway systems; the through station was to be built on the southern edge of Ludwigshafen city center. This draft was rejected by the city administration because a connecting track to BASF in the area of the previous main station was to be retained.
In May 1959, a direct connecting curve between the routes from Mainz and Mannheim for high-speed long-distance trains and freight trains went into operation. Previously, all trains on this route had to change direction either in the terminal station or in the marshalling yard . The construction of the connecting curve, the planning of which began in 1955, cost 16 million DM.
In 1958, the Federal Railroad received knowledge of the city of Ludwigshafen's plans for a second Rhine bridge, today's Kurt Schumacher Bridge . The planning in the course of the business card project envisaged the building over the main station with a traffic circle and an access ramp to the bridge. This met with reservations on the part of the railway, as the overbuilding obstructed the view from the signal boxes to the track systems and made later reconstruction of the station more difficult. The railway suggested that the city investigate the relocation of the main station to the connecting curve opened in 1959, which should be largely retained. The city and railways signed an agreement on February 14, 1962, which formed the legal basis for the “relocation of the railway systems” construction project.
Redesign 1962–1971
The through station is the only completed sub-project of the “ 1943 B3 ” program, which was developed before the Second World War and provided for a far-reaching renovation of the railway systems in the Mannheim / Ludwigshafen area.
The new passenger station was laid out in a triangular shape on two levels. In the upper level there are two platform tracks as well as two intermediate tracks on the Mannheim – Worms – Mainz route; this level emerged from the connecting curve opened in 1959. There are eight platform tracks at ground level in a spacious wedge shape. Of this, the eastern tracks serve the connection from Mannheim to Neustadt, the western tracks the trains between Neustadt and Mainz and the commuter trains from the Palatinate to BASF. Two further levels are reserved for other traffic issues: a cable-stayed bridge spans the station at a height of 14 meters , the pylon of which is located on the lower platform level. The bridge is part of the Hochstraße Süd , with which the federal highway 37 crosses Ludwigshafen and continues westward on the federal highway 650 to Bad Dürkheim . A tram tunnel and an underpass for pedestrians and cyclists were built on a fourth level .
The station building is partly below the elevated platforms. It remained single-storey in order to avoid “unpleasant design overlaps between the outlines of the reception building and the elevated street”. The roof of the entrance hall extends over the station forecourt to the northeast . The forecourt is divided into three parts. In the western part there are taxi ranks and parking lots ; to the east is the bus station under the elevated road . Under the center, the pedestrian's section, a four-track was built tunnel station of the tram , which is also of the trains of the Rhine-Haardtbahn was used. In the 1962 agreement, the city of Ludwigshafen committed itself to connecting the new main station to the tram and tram network in such a way that it could be easily reached from all parts of the city. In anticipation of the planned removal of the tram from all inner-city streets, the underground tram stop was built.
An essential prerequisite for the redesign of the Ludwigshafen railway systems was the downsizing of the marshalling yard, which lost all regional tasks. Like general cargo transshipment, they were relocated to Mannheim. For the connection from the marshalling yard to Mannheim, a 250 meter long steel bridge was built that crosses the lower platform level. The railway depot was also downsized after the transition from steam to diesel traction ; the roundhouse were demolished, instead a small rectangular hall with four inspection stands was built. To the south of the lower platforms, a storage group for passenger trains ending in Ludwigshafen was created. It comprised 14 tracks with a total length of four kilometers and a washing facility. Other railway facilities, including several railway maintenance depots , were grouped together in an area called the "service island" between the passenger and marshalling yards. The Luf type S60 push-button interlocking , which was put into operation in 1969, replaced the previous 20 interlockings; it operated around 240 switches and track barriers , 120 main and distant signals and 230 shunting signals . The track vacancy is reported via 100 Hz track circuits. The Red Cross junction is also provided from the Stw Luf .
The redesign of the Ludwigshafen railway facilities began in 1962; the first section was the new local freight facility north-west of the passenger station in the spring of 1966. The official commissioning of the main station was on June 1, 1969 at the beginning of the summer schedule. Numerous provisional track laying were necessary here; For example, from March 1969 the feeder lines from Mannheim and Neustadt to the old terminus were only operated on a single track. The remaining work, in particular the demolition of the terminus, dragged on until 1971. The only track left in this area was the entrance to the BASF factory premises; this track was laid in a 600 meter long tunnel.
When construction began in 1962, total costs of 90 million DM for the redesign of the railway system had been assumed. According to the agreement between the city and the railway, the railway bore two thirds and the city one third of these costs. By 1969 there had been cost increases of 25 to 30%, which were mainly attributed to price increases. The additional costs were largely borne by the federal government and the state of Rhineland-Palatinate. For the entire project, including the construction work in the vicinity of the new station, expenses of 300 million DM are mentioned.
New station from 1969
When it opened in May 1969, the Deutsche Bundesbahn described the new station as "one of their most interesting and attractive structures"; it was considered to be the most modern train station in Europe and as proof of the "progressive drive of the German Federal Railways". According to the Frankfurter Allgemeine Zeitung , the city of Ludwigshafen opened up "urban planning opportunities that it did not even have after the destruction of the war." In 1969, the DB pointed out that the advantage of the old terminus was that the passengers were right there in the city center - "can only be approached again if the urban design of the station forecourt and its access roads are pushed ahead quickly." Even before the opening, the Ludwigshafen retail trade feared that the relocation of the station would lead to the desertification of the business center . Ludwigshafen's chief building director Georg Ziegler spoke of a “not exactly cheap” location of the new train station, which had resulted from the existing railway facilities and “could be improved with all available means”.
The relocation of the station did not lead to any major changes in the timetable: long-distance and TEE trains, which had previously only stopped in Mannheim , continued to run through Ludwigshafen without stopping. In order to compensate for the disadvantage of the outskirts of the new station, a transitional tariff was agreed between the Federal Railroad and the municipal transport companies.
The station building of the old station was demolished in 1972. A second elevated road to Mannheim was built on the cleared railway site; it leads the federal highway 44 over the north head of the new main station to the Kurt-Schumacher-Brücke . In September 1976 the tram line running here was moved into a tunnel. In 1979 the Rathaus-Center , a high-rise consisting of a shopping center and the town hall, opened at the location of the former terminus station . In 2008, the western part of the former railway site was still largely wasteland .
_Hauptbahnhof-_auf_Bahnsteig_zu_Gleis_9-_Richtung_Mainz_(RE_612_126)_1.6.2009.JPG)
In August 1984, Lord Mayor Werner Ludwig turned to the President of the Karlsruhe Federal Railway Directorate:
“Massive lawsuits and complaints from upset citizens prompted me to recently take another look at Ludwigshafen Hauptbahnhof personally. I have to tell you that it was a very special negative experience for me. A project in which the city of Ludwigshafen had invested around 190 million DM presented itself in a state that can only be described as neglected, unclean, inhospitable and unattractive. I don't want to say he's an eyesore on the city, but he's definitely not a figurehead. "
For the summer timetable 2000, the stop of 16 interregios in Ludwigshafen was canceled. The Ludwigshafen city planner Lars Piske found in 2002 that the city's main train station was sinking into uselessness. Piske referred to a publication by the Heidelberg Environment and Forecasting Institute UPI, in which the relocation of the station is made responsible for the migration of purchasing power from Ludwigshafen to Mannheim city center. According to a publication by the Rhein-Neckar transport association , the train station was never able to meet the city's expectations, and travelers feared it because of its long distances and poor places to stay. According to the trade journal Stadtverkehr , Ludwigshafen actually does not need a main train station, as Mannheim has a flourishing main train station. However, this could not be reconciled with the self-image of the city of Ludwigshafen, said Thomas Naumann in Stadtverkehr . For Martin Schack, the reception building of the new train station was "nothing more than a pedestrian underpass with adjacent shops, ticket offices and a few service rooms". By bridging the station with the Hochstraße, “road construction and railroad engineers would have created a symbol for the traffic development of the 1960s and 1970s that could no longer be surpassed: the car avalanche overran rail traffic and the architecture remained on track,” says Schack 2008. In 1973 the station building was presented in a specialist book published by the German construction magazine as an example of contemporary station architecture. The "careful treatment of details" and the "interaction of all components of a unique traffic situation" were emphasized.
In December 2003 the RheinNeckar S-Bahn went into operation. For the maintenance of the S-Bahn trains, a workshop was built in the main station for around 16 million euros . The line over the Rhine bridge to Mannheim was expanded to include four tracks; the new Ludwigshafen (Rhein) Mitte station was built . As early as 1973, the Federal Railroad had presented a concept for local transport in the Rhine-Neckar area that included the construction of this station in order to make the city more affordable for the railroad. With the opening of the train station in Mitte, the ticket and information desk in the main train station was closed and moved to the roller mill at the train station in Mitte. Some Regional Express trains only stop in Ludwigshafen-Mitte, but not at the main station. The same is the case with the “ Bundenthaler ” excursion train , which used to start at Ludwigshafen Central Station.
In December 2008, Rhein-Neckar-Verkehr GmbH shut down two of the four tram routes leading to the main station. The reason given was the high maintenance costs for the tram tunnels. The tram line, which was last operated here only during rush hour , was used by 1,000 passengers a day. The route to the Südweststadion is still used as a diversion route in the event of operational disruptions.
The area of the former express freight station on Deutsche Straße was exempted from railway operations at the end of 2011 .
passenger traffic
In the 2019 timetable year, the EC 217 in the direction of Graz, a long-distance train on line 62, stops every morning at Ludwigshafen Central Station. In local transport, the station is served by several Regional Express lines as well as lines S1 to S4 and S6 of the Rhein-Neckar S-Bahn.
Operation in long-distance traffic
| line | Train run | Services |
|---|---|---|
| EC 62 | Saarbrücken - Kaiserslautern - Ludwigshafen - Mannheim - Stuttgart - Ulm - Augsburg - Munich - Salzburg - Bischofshofen - Schladming - Selzthal - Graz | one train a day |
Operation in regional traffic
| line | Line route | KBS | operator | Tact |
|---|---|---|---|---|
| S 1 | Homburg - Kaiserslautern - Neustadt - Schifferstadt - Ludwigshafen - Mannheim - Heidelberg - Eberbach - Mosbach - Osterburken | 665.1-2 | DB regional center | 60 min |
| S 2 | Kaiserslautern - Neustadt - Schifferstadt - Ludwigshafen - Mannheim - Heidelberg - Eberbach - Mosbach | 665.1-2 | 60 min | |
| S 3 | Germersheim - Speyer - Schifferstadt - Ludwigshafen - Mannheim - Heidelberg - Bruchsal - Karlsruhe | 665.3-4 | 60 min | |
| S 4 | Germersheim - Speyer - Schifferstadt - Ludwigshafen - Mannheim - Heidelberg - Bruchsal | 665.3-4 | 60 min | |
| Ludwigshafen BASF - Ludwigshafen (- Schifferstadt - Kaiserslautern / - Germersheim - Wörth ) | 670, 677 |
60 min (single trains (HVZ)) |
||
| S 6 | Mainz - Oppenheim - Worms - Frankenthal - Ludwigshafen - Mannheim (- Weinheim - Bensheim ) | 650, 660 | 30 min | |
| RE 1 | Koblenz - Trier - Saarbrücken - Homburg - Kaiserslautern - Neustadt - Ludwigshafen - Mannheim | 670, 685, 690 | individual trains | |
| RE 4 | Frankfurt - Hochheim - Mainz - Worms - Frankenthal - Ludwigshafen - Speyer - Karlsruhe | 660 | 120 min | |
| RE 14 | Frankfurt - Hochheim - Mainz - Worms - Frankenthal - Ludwigshafen - Mannheim | 660 | individual trains |
Operation by bus and tram lines
| line | Line route | operator | Tact |
|---|---|---|---|
| 4 / 4 A | Bad Dürkheim - LU Oggersheim - LU Hauptbahnhof - LU Berliner Platz - Mannheim Hbf - Mannheim city center - Mannheim garden city | Rhein-Neckar-Verkehr GmbH | 10 min |
| 9 | Bad Dürkheim - LU Oggersheim - LU Hauptbahnhof - LU Berliner Platz - Mannheim Hbf - MA Neuostheim (- Heidelberg) (express train) | 60 min | |
| 10 | LU Friesenheim Mitte LU Klinikum LU Hauptbahnhof - LU Berliner Platz - Luitpoldhafen | 15 minutes | |
| 70 | Main station forecourt - Friesenheim - Oggersheim | 20 min | |
| 74 | Town hall - main station forecourt - Niederfeld - garden city - Mundenheim - Berliner Platz | 20 min | |
| 75 | Berliner Platz - Central Station forecourt - Garden City - Rheingönheim | 20 min | |
| 78 | BASF - Hauptbahnhof forecourt - Garden City - Maudach | only peak hours | |
| 90 | Berliner Platz - Hauptbahnhof forecourt / Lorientalallee - Friesenheim - Oggersheim - Notwende-Melm | night bus | |
| 1075 | Berliner Platz - Hauptbahnhof forecourt - University | Call taxi at night |
literature
- Dietrich Egerland: Redesign of the railway facilities in Ludwigshafen (Rhine). In: Eisenbahntechnische Rundschau , 1969 (18), ISSN 0013-2845 , pp. 165-178.
- Heinz Falck and Ernst Geissler: Railway buildings as an expression of a modern design will . In: Bundesbahndirektion Mainz (ed.): The Bundesbahndirektion Mainz. Festschrift for the 60th anniversary of the founding of the Mainz Railway Directorate . Carl Röhrig, Darmstadt 1956 = special print from Die Bundesbahn 22/1956.
- Hermann Klein: The new central station in Ludwigshafen (Rhine) , In: Die Bundesbahn , 1969 (43), ISSN 0007-5876 , pp. 399-410.
- City archive of the city of Ludwigshafen am Rhein (Hrsg.): History of the city of Ludwigshafen am Rhein: Vol. 2., From the end of the First World War to the present . Ludwigshafen am Rhein 2003, ISBN 3-924667-35-7 .
Web links
- Tracks in service facilities (RL) , DB Netz AG (PDF)
- Representation of the railway infrastructure of the main station on the OpenRailwayMap.
- Station board of the main station Ludwigshafen (Rhein): Current departures
Individual evidence
- ↑ 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).
- ↑ Klein, Hauptbahnhof , p. 399
- ↑ This review by Manfred Berger : Historic train station buildings. (Volume III: Bavaria, Baden, Württemberg, Palatinate, Nassau Hesse). Transpress, Berlin 1988, ISBN 3-344-00267-8 , p. 169. Location of the reception building: 49 ° 29 ′ 7 ″ N , 8 ° 26 ′ 38 ″ E
- ↑ This assessment by Hans Georg Schachtschabel : The urban development of the city. In: City administration Ludwigshafen am Rhein (Ed.): 100 years Ludwigshafen am Rhein. Rheinpfalz, Ludwigshafen 1953, pp. 101–105, here p. 101
- ↑ Thomas Breier: A city is being built. Ludwigshafen am Rhein from its foundation to the Second World War = Publications of the Ludwigshafen City Archives, Volume 18. Ludwigshafen City Archives, Ludwigshafen 1993, ISBN 3-924667-22-5 , p. 37.
- ↑ Verkehrsbetriebe Ludwigshafen (Ed.): 75 years of the Ludwigshafen electric tram. Ludwigshafen 1977, p. 29.
- ↑ Falck and Geissler: Eisenbahnbauten , p. 59.
- ↑ 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).
- ↑ Falck and Geissler: Eisenbahnbauten , p. 59.
- ↑ a b Schachtschabel, development , p. 104
- ↑ Falck and Geissler: Eisenbahnbauten , p. 60.
- ^ A b Martin Schack: The station building of the German Federal Railroad 1948–1973. B. Neddermeyer, Berlin 2004, ISBN 3-933254-49-3 , p. 170
- ↑ Old track systems in the 1960s: see Egerland: Umgestaltung , p. 166
- ↑ Berger, Bahnhofsbauten , p. 169
- ↑ On the history of planning: Breier, Stadt , pp. 39, 90; Klein, Hauptbahnhof , p. 399 f.
- ↑ Klein, Hauptbahnhof , p. 399 f.
- ↑ Klein, Hauptbahnhof , p. 400
- ↑ Erich Fein: The western introduction of the Riedbahn in Mannheim Central Station . In: The Federal Railroad . tape 58 , no. 8 , 1982, ISSN 0007-5876 , pp. 597-602 .
- ↑ on the newly built railway facilities see Egerland, Umgestaltung , p. 173 f.
- ^ Dieter Nose: Buildings in the new Ludwigshafen / Rhine main station. In: Eisenbahntechnische Rundschau, 1970 (19), ISSN 0013-2845 , pp. 119–126, here p. 120
- ^ Egerland, Umgestaltung , pp. 173, 176
- ↑ Figures see Egerland, Umgestaltung , p. 175
- ↑ Egerland, Umgestaltung , p. 177.
- ↑ a b c d e Ulla Hofmann: Five days “large train station” in Ludwigshafen. The opening of the new through station changes the face of the city. In: Frankfurter Allgemeine Zeitung , May 28, 1969, p. 7
- ↑ Nose, Hochbauten , p. 126. Nose was Federal Railroad Councilor in the main administration of the German Federal Railroad.
- ^ Egerland, Umgestaltung , S. 178. Egerland was Federal Railroad Director in the main administration of the German Federal Railroad.
- ↑ Georg Ziegler: A city on the go. In: Press Office of the City of Ludwigshafen (Ed.): Ludwigshafen. From the industrial city to the metropolis. 2nd edition Städt- und Landschaftsverlag, Mannheim 1967, pp. 34–38, here p. 38
- ↑ Klein, Hauptbahnhof , p. 409
- ↑ Thomas Naumann: Ludwigshafen: Just a change of timetable or a turning point in the tram system? In: Stadtverkehr 12/2008 (53) ISSN 0038-9013 , pp. 42–47, here p. 44
- ^ The Rheinpfalz / Ludwigshafener Rundschau; Josef Kaiser: On the siding . May 29, 2009
- ^ Lars Piske: The Rhine-Neckar Triangle. In: Ulrike Kaufmann (Red.): Architecture in the Rhine-Neckar Triangle. awf-Verlag, Heidelberg 2002, ISBN 3-933093-22-8 , p. 9.
- ↑ Umwelt- und Prognose-Institut e. V .: Long-term consequences of auto-fixed traffic planning. (Accessed December 29, 2010).
- ↑ Verkehrsverbund Rhein-Neckar (Ed.): … In one line. Railway history in the Rhine-Neckar triangle. pro Message, Ludwigshafen 2004, ISBN 3-934845-17-7 , p. 90.
- ↑ Naumann, Ludwigshafen , p. 43.
- ↑ Schack, Bahnhöfe , p. 69.
- ^ Siegfried Nagel (ed.): Buildings of the traffic system. Parking garages, petrol stations, train stations, airports. (= Deutsche Bauzeitschrift-Baufachbücher. Volume 15) Bertelsmann, Gütersloh 1973, ISBN 3-570-08829-4 , p. 91.
- ↑ The S-Bahn-Werkstatt Ludwigshafen ( Memento from March 3, 2004 in the Internet Archive ) at www.s-bahn-rheinneckar.de (accessed on December 30, 2010).
- ↑ Verkehrsverbund Rhein-Neckar, Strang , p. 71.
- ^ Naumann, Ludwigshafen , pp. 42, 44.
- ↑ Federal Railway Office - Frankfurt / Saarbrücken branch office -: Public announcement in accordance with Section 23, Paragraph 2 of the General Railway Act - Exemption from railway operating purposes regarding parcels in Ludwigshafen am Rhein - From November 16, 2011 (Az. 55122 - 551pf / 127 - 2011 # 072; eBAnz AT134 2011 B4 )