Neustadt (Weinstrasse) Central Station
| Neustadt (Weinstr) central station | |
|---|---|
 View of the reception building
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| Data | |
| Location in the network | Crossing station |
| Platform tracks | 6th |
| abbreviation | RN RNBO (Neustadt (Weinstr) Böbig) |
| IBNR | 8000275 |
| Price range | 2 |
| opening | June 11, 1847 |
| Profile on Bahnhof.de | Neustadt__Weinstr__Hbf |
| location | |
| City / municipality | Neustadt an der Weinstrasse |
| country | Rhineland-Palatinate |
| Country | Germany |
| Coordinates | 49 ° 21 '0 " N , 8 ° 8' 26" E |
| Railway lines | |
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| Railway stations in Rhineland-Palatinate | |
Neustadt (Weinstr) Hauptbahnhof - until 1935 and from 1945 to 1950 Neustadt a / d. Haardt - is the central train station of the Rhineland-Palatinate mid-town Neustadt an der Weinstrasse , where long-distance trains also stop. In addition to the platforms of the main station, Neustadt main station has a second access point for local passenger trains with the Neustadt (Weinstr) -Böbig section belonging to it . In addition, Neustadt still has its own Mußbach train station and the Neustadt (Weinstr) Süd stop, which went into operation on November 19, 2013, and which offer two additional access points for local rail passenger transport .
The station was opened on June 11, 1847 as the terminus of the eastern section of the Palatinate Ludwigsbahn to Bexbach , which begins at Mannheim's Rheinschanze (today: Ludwigshafen am Rhein ) , which was put into full operation two years later and from which today's Mannheim railway line –Saarbrücken emerged . With the opening of the Palatine Maximiliansbahn to Wissembourg in 1855 and the Palatine Northern Railway to Monsheim , which was built between 1865 and 1873, it developed into a railway junction that also served as a stop for long-distance trains. Since the 2000s , however, its importance for long-distance transport has declined.
It has been integrated into the RheinNeckar S-Bahn network since 2003 . Its reception building is a listed building .
location
Local situation
Neustadt Central Station is centrally located within Neustadt on the southern edge of the city center. Its catchment area is around two kilometers. The hall building is not far from the reception building . The Hambacher Höhe extends south of the station . The western station area is bridged by the German Wine Route , which meanders in an S-shape in this area. Immediately to the east of the facilities used for passenger traffic, Landauer Strasse - also Bundesstrasse 39 - passes under the tracks. The Branchweiler extends east of the freight station .
The station itself is located at km 77.203 on the Mannheim – Saarbrücken railway line . (The zero point of the kilometers is between Bexbach and Neunkirchen on the former Bavarian - Prussian border.)
Railway lines
The Mannheim – Saarbrücken railway line, which emerged from the Palatinate Ludwig Railway, comes from the northeast. It reaches Neustadt main station in a long S-curve, before it passes the equipment used for freight traffic and the Neustadt-Böbig station section. Behind the main train station, it leads in a westerly or northwestern direction along the Speyerbach through the Palatinate Forest in the direction of Saarbrücken, passing through the Afrikaviertel and the Schöntal settlement .
The Maximiliansbahn branches off in an easterly direction immediately after the overpass over the federal highway 39 from the route to Mannheim, in order to lead straight to the south in the direction of Wissembourg after a long curve. The Palatinate Northern Railway has its starting point in the northern area of the station and runs as far as the Neustadt-Böbig part of the station, parallel to the route to Mannheim, and then heads north via Bad Dürkheim and Grünstadt to Monsheim. The narrow-gauge Palatinate Oberland Railway, which existed from 1912 to 1955, began at the station forecourt to bridge the standard-gauge tracks along the German Wine Road and to lead along several wine-growing villages to Landau.
history
Connection to the rail network (1835–1849)
Initial plans envisaged first putting a north-south railway line into operation within the Palatinate (Bavaria) . Then, however, it was agreed with Prussia to first build a main line in an east-west direction, which should mainly serve to transport coal from the Saar region to the Rhine . East of Kaiserslautern , two routes were up for discussion, on which the overcoming of the topographically difficult Palatinate Forest seemed possible. Initially, the responsible engineers thought of a route over the Dürkheimer Tal and Bad Dürkheim , but finally decided on the variant through the Neustadter Tal . According to an expert opinion, overcoming this would also be difficult, but would not require stationary steam engines and cables. At the same time, there were plans to build a railway line from Mainz to Neustadt, but these did not succeed.
From April 1846 the rails were laid between the Rheinschanze and Neustadt. At the same time, the station building for the Neustadt train station was completed, which was given an architectural style that is particularly common in Italy . The section was finally opened on June 11, 1847. The opening train, which started in Ludwigshafen, was hauled by the Haardt locomotive , which had road number 1. There was music and firecrackers on site for the occasion. Present on the platform were the Land Commissioner von Neustadt and a few other functionaries subordinate to him; afterwards the President of the Palatinate gave a speech. The return trip, in which the said officials also took part, took place at 1 p.m.
The completion of the Neustadt – Frankenstein section was delayed by almost one and a half years, on the one hand due to the land purchase required for the construction of the railway, and on the other hand due to the difficult topography. Due to the hills and foothills of various mountains, a total of ten tunnels had to be built. The opening of the continuous line finally took place on August 25, 1849.
Creation of the Palatinate Maximiliansbahn (1849-1860)
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At the same time that the Ludwigsbahn was being built, there were plans for a north-south connection within the Palatinate . In this context, there was heated debate as to whether a route on the mountains from Neustadt via Landau to Wissembourg ( Alsace ) or a route on the Rhine via Speyer , Germersheim and Wörth was more urgent and desirable. The military in particular preferred the route that was to run on the edge of the Palatinate Forest . However, the political events of 1848 caused the project to come to a standstill for the time being.
In January 1850 a brochure was published in what was then Neustadt an der Haardt , in which a rail route via Landau to Weißenburg (French: Wissembourg) was propagated and in which, among other things, the greater settlement density compared to the places directly on the Rhine was argued. The decision was finally made in 1852 in favor of the mountain line after reports and investigations had been initiated the previous year. On November 3 of the same year, the then Bavarian King Maximilian II gave the green light for the construction by approving the establishment of a stock corporation that tackled the project.
The Neustadt – Landau section was opened on July 18, 1855, followed by the Landau – Wissembourg section on November 26, 1855. This made Neustadt the third railway junction within the Palatinate after Schifferstadt (1847) and Ludwigshafen, formerly Rheinschanze (1853).
Establishment of the Palatinate Northern Railway (1860–1873)
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In 1860 a local committee tried to build a railway line from Neustadt an der Weinstrasse via Bad Dürkheim to Frankenthal . Above all, the factories located in Bad Dürkheim should benefit from this railway line. Although such a route would have meant parallel traffic to the Palatinate Ludwig Railway and the Mainz – Ludwigshafen railway line , the initiators were optimistic that the planned route would be preferred due to its greater scenic charm.
However, the corresponding petition did not meet with any response, as difficulties with the Palatinate Ludwig Railway Company were feared. For this reason, an agreement was reached on January 25, 1862 that only a local railway should be built between Neustadt and Dürkheim. The construction of the new railway line required major renovations, which took 218,000 guilders to complete. In the course of this measure, the previous station building had to give way, as it had increasingly narrowed the tracks and the station had to be expanded again. Instead, Neustadt received a larger building a little further to the east, which was equipped with a platform roof. In addition, the station received a goods shed and a shed for locomotives with nine stands. Furthermore, the tracks were raised over a total of 1.8 kilometers, so that Landauer Straße , which had previously crossed the railway tracks at ground level, now ran through an underpass .
The branch line to Dürkheim was opened on March 6, 1865. On July 20, 1873, the extension to Monsheim in Rhineland-Hesse was inaugurated after the Grünstadt - Monsheim section had already been released in March of that year .
Further development (1873–1960)
In 1875 the station became a state telegraph station. In 1887 a connecting curve was built from Mannheim to the Maximiliansbahn , which meant that freight trains from the east did not have to worry about the headache in Neustadt. From October 15, 1906, the station received platform closures.
On January 1, 1909, the station, along with the rest of the Palatinate railway network, became the property of the Bavarian State Railways .
From December 16, 1912, an overland tram , the so-called “ Pfälzer Oberlandbahn ”, ran from the station forecourt , initially to Edenkoben and from January 13, 1913 to Landau. Its purpose was to connect several places between Neustadt and Landau that had no connection to the Maximiliansbahn.
At the beginning of the First World War , a total of 401 military trains drove through the station from August 2 to 18. Half of the 40 daily trains from Mannheim continued to Saarbrücken, the rest switched to the Maximiliansbahn in Neustadt. After Germany lost the war and the French military marched in, the section of the Maximiliansbahn south of Maikammer-Kirrweiler was closed to passenger traffic on December 1, 1918, but was reopened three days later.
In 1922 the station was incorporated into the newly established Ludwigshafen Reich Railway Directorate . In the course of its dissolution, he changed to the area of responsibility of the Mainz directorate on April 1, 1937.
In the two world wars, the station was hardly affected. After the Second World War , it became part of the Mainz Federal Railway Directorate , which had succeeded the Reich Railway Directorate of the same name . In the 1950s the Oberlandbahn was shut down. In 1960 the station was redesigned and modernized in this context.
Development since 1960
Since the main line from Mannheim to Saarbrücken has always been of great importance for long-distance traffic , it was gradually electrified from 1960. On March 8, 1960, it was possible to drive electrically on the Saarbrücken– Homburg section . The Homburg – Kaiserslautern section followed on May 18, 1961, and from March 12, 1964, the entire length of the route was electrically accessible. The electrification of the remaining section had been delayed mainly due to the numerous tunnels between Kaiserslautern and Neustadt, which had to be widened for this. The Rheingold train drove along the route especially for the opening .
As a result of the electrification work, this section was temporarily only single-track and in places could only be driven at a maximum of 40 km / h. Therefore, due to the limited capacity, some of the freight trains were diverted over the Landau – Rohrbach railway and the Zellertal Railway in the direction of Worms .
In the course of the dissolution of the Mainz directorate, the station came to the Karlsruhe Federal Railway Directorate in 1971 . In 2003, the station was modernized in the course of the introduction of the RheinNeckar S-Bahn by raising the platforms. Since then, the S1 (Homburg– Osterburken ) and S2 (Kaiserslautern– Mosbach ) lines of the RheinNeckar S-Bahn have passed Neustadt main station.
The signal box technology within the station was also modernized in the following period. With the installation of the new electronic signal box (ESTW) on March 23, 1998, the connecting curve between Maximiliansbahn and the route towards Mannheim was shut down again. In addition, an additional electronic interlocking of the Alcatel El L90 design was put into operation, which has been gradually taking over the regional rail network of the Palatinate and the neighboring Rheinhessen since the 2000s. Landau's main train station and the train stations in Edenkoben and Godramstein have been controlled by the Neustadter ESTW since 2009, and the Winden train station was added a year later .
Buildings
Reception building
The station building, completed in 1866, is the station's second station building, a late Classicist building that has two and a half to three floors. It has a hipped mansard roof and a facade stylistically assigned to the neo-renaissance . The building is a cultural monument and is under monument protection according to the monument protection law of the state of Rhineland-Palatinate .
Equestrian signal box
In the eastern area of the station there has been a command signal box since 1920, which was built as an equestrian signal box in the Heimat style. Its architect was Reichsbahnrat Grunwald. It is also a listed building. A dispatcher and two helpers were employed in it. It was taken out of service around the turn of the millennium.
Platforms and tracks
The three platforms of the main station are located on five through tracks and one butt track . Tracks 1, 2, 3 and 4 are used by trains on the Mannheim – Saarbrücken route, while track 5 is used by trains running on the Maximiliansbahn. Track 1a is a butt track, it is responsible for the northern runway.
| track | Usable length | Platform height | Current usage |
|---|---|---|---|
| 1 | 216/50 m | 76/38 cm | S-Bahn on the route Osterburken - Homburg (Saar) |
| 2 | 388/47 m | 76/38 cm | Trains on the Mannheim - Saarbrücken route |
| 3 | 388/47 m | 76/38 cm | Trains on the Saarbrücken – Mannheim route |
| 4th | 286/24 m | 76/38 cm | S-Bahn on the Homburg (Saar) –Osterburken route |
| 5 | 286/24 m | 76/38 cm | Regional train or regional express to Karlsruhe or Wissembourg |
| 1a | 125 m | 76 cm | Regional train to Freinsheim or Grünstadt |
Neustadt (Weinstr) -Böbig station part
In addition to the platforms described above , the Neustadt (Weinstr) -Böbig station section is another traffic station in Neustadt main station. This consists of two platforms with three platform tracks and is located on the Mannheim – Saarbrücken and Neustadt (Weinstr) –Monsheim lines .
As in 1969 on the northeast edge Neustadts the school center Böbig near the junction of the Mannheim-Saarbrücken railway and the Palatine Northern Railway newly originated, who was school transport by trains running there buses almost impossible to cope. On the initiative of the then teacher and later VRN functionary Werner Schreiner , the Neustadt-Böbig station was opened in 1974 at that very junction. A large part of the school transport should be shifted from road to rail via these . Since 1995 it has been expanded, modernized and in this context the platforms have been raised. It has been served by the RheinNeckar S-Bahn since 2003 , both on the S1 ( Homburg - Osterburken ) and the S2 (Kaiserslautern - Mosbach ).
| track | Usable length | Platform height | Current usage |
|---|---|---|---|
| 1 | 216/50 m | 76/38 cm | S-Bahn on the Mannheim – Kaiserslautern – Homburg route and regional trains on the Neustadt – Freinsheim – Grünstadt route |
| 2 | 216/50 m | 76/38 cm | S-Bahn on the Homburg – Kaiserslautern – Mannheim route |
| 3 | 216/50 m | 76/38 cm | Siding for trains on the Saarbrücken – Mannheim route |
Railway depot and railway museum
With the commissioning of the Palatinate Ludwigsbahn between Ludwigshafen and what was then Neustadt an der Haardt on June 11, 1847, a locomotive shed with a length of 80 meters, a turntable and a building with two floors that served as a workshop and office were built on site. In 1869 the depot became an independent department. Around 1960 it was gradually abandoned in the course of the electrification of the Mannheim – Saarbrücken railway line.
The locomotive shed from the construction period of the Ludwigsbahn now houses the DGEG-Eisenbahnmuseum Neustadt / Weinstraße , which has now also taken over the newer locomotive shed to expand the storage space.
Trivia
The station building, the equestrian signal box and the platform bridge are manufactured and sold by Faller as a kit for model railways of the H0 gauge (1:87 scale).
traffic
Long-distance passenger transport
As early as 1853 there were continuous passenger trains on the Mainz – Paris route . In 1854 there were already three pairs of trains a day running between the two cities, a journey between Mainz and Paris taking around 17 hours. With the completion of the Rhine-Nahe Railway , which was opened in stages, by the railway company of the same name in 1860, this connection was discontinued and people had to change trains from and to Paris in Neunkirchen.
After the completion of the Alsenz Valley Railway, the station also developed into an important long-distance traffic hub, making the city internationally known. From 1880 the long-distance traffic increased significantly and led to the Netherlands . 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.
After the First World War, north-south traffic lost its importance, as a result of which the station for supra-regional traffic was increasingly only of importance for those in the east-west direction. From the 1990s the train was also operated by Interregio , before this type of train was canceled a decade later. In 1993 the Deutsche Bundesbahn had plans to let all Intercity and EuroCitys run through Neustadt without stopping. However, she was persuaded to stop. Nevertheless, Neustadt's main station lost its importance as a long-distance stop, so that it is now only served occasionally.
| line | Train run | Tact |
|---|---|---|
| ICE 15 | Berlin - Halle (Saale) - Erfurt - Frankfurt - Darmstadt - Mannheim - Neustadt - Kaiserslautern - Saarbrücken | a pair of trains |
| IC / EC 62 | Saarbrücken - Homburg - Kaiserslautern - Neustadt - Mannheim - Stuttgart (- Ulm - Augsburg - Munich - Rosenheim - Salzburg - Graz ) | two pairs of trains |
Regional passenger transport
_Hauptbahnhof-_auf_Bahnsteig_zu_Gleis_5-_Richtung_Kaiserslautern_(RE_612_641)_11.10.2009.jpg)
During its first month of operation, a total of 8017 people used the railway line. After the continuous opening of the Northern Railway in 1873, passenger trains often ran beyond Monsheim to Marnheim on the Langmeil – Monsheim railway line for several decades . The local trains from Alsenztal ran in the summer of 1914 instead of to Kaiserslautern on the Bad Münster – Neustadt route and made heads at Hochspeyer station .
After the First World War, local traffic in the south seldom ran through to Wissembourg. After 1930 there was only one train from Neustadt to Wissembourg. In the opposite direction, there was no free connection between the two cities. A similar picture emerged after the Second World War. In the period that followed, with a few exceptions, there were no connections from the now French border town to Neustadt; instead, a change in Landau was necessary.
Along with the loss of importance of the southern section of the Maximiliansbahn that crosses the German-French border, traffic in the direction of Wörth and Karlsruhe increased in importance. There is no longer any continuous traffic along the northern line to Monsheim, instead a change in Grünstadt and partly in Freinsheim is necessary, as the traffic flows in the direction of Ludwigshafen and Frankenthal predominate within the northern Bad Dürkheim district.
On weekends all year round, a pair of trains runs daily under the name “Strasbourg-Express” via Wissembourg to the destination station Strasbourg-Ville .
On Wednesdays, as well as on Sundays and public holidays during the summer half-year (from May to October), the excursion train “Bundenthaler” runs to Bundenthal-Rumbach / Pirmasens . The train division takes place in Hinterweidenthal Ost .
In addition, during the summer months (May – October) on Sundays and public holidays, the excursion trains “Weinstraßen-Express” and “Elsass-Express” run to Wissembourg. A pair of trains of the "Rheintal-Express" runs with a railcar VT628 from Karlsruhe via Bad Kreuznach and Bingen (Rhine) to Koblenz . The Kuckucksbähnel development association also offers trips on weekends with historical trains on the Kuckucksbähnel from Neustadt via Lambrecht to Elmstein .
| line | Line route | Surname | KBS | operator | Tact |
|---|---|---|---|---|---|
| RE 1 | Koblenz - Trier - Saarbrücken - Kaiserslautern - Neustadt - Mannheim | SÜWEX | 670 | DB regional center | 60 min |
| RE 6 | (Kaiserslautern -) Neustadt - Landau - Winden - Wörth - Karlsruhe | Palatine Maximiliansbahn | 676 | DB regional center | 60 min |
| RB 45 | Neustadt - Bad Dürkheim - Freinsheim - Grünstadt (- Monsheim ) | Palatinate Northern Railway | 667 | DB regional center | 30 min |
| RB 49 | Ludwigshafen BASF - Ludwigshafen - Neustadt - Kaiserslautern / Germersheim (- Wörth) | BASF tools | 670 677 |
DB regional center | rush hour |
| RB 51 | Neustadt - Landau - Winden - Wörth - Karlsruhe | Palatine Maximiliansbahn | 676 | DB regional center | 60 min |
| RB 53 | Neustadt - Landau - Winden - Wissembourg | Palatine Maximiliansbahn | 679 | DB regional center | 60 min |
| S 1 | Homburg - Kaiserslautern - Neustadt - Ludwigshafen - Mannheim - Heidelberg - Eberbach - Mosbach-Neckarelz - Mosbach - Osterburken | Rhein-Neckar S-Bahn | 665.1-2 | DB regional center | 60 min |
| S 2 | Kaiserslautern - Neustadt - Ludwigshafen - Mannheim - Heidelberg - Eberbach - Mosbach-Neckarelz - Mosbach | Rhein-Neckar S-Bahn | 665.1-2 | DB regional center | 60 min |
Freight transport
Before the completion of the Ludwigsbahn, the station served as a transshipment point for merchandise from Ludwigshafen for two years . Since the facilities originally used for freight transport were increasingly at the limit of their capacity, the Palatinate Railways bought land in the Spitalwiesen and Hölzel districts in order to build a new freight station there. The company Internationale Baumaschinenfabrik (IBAG) also had a siding in this area. In the 1980s, the Bad Dürkheim , Deidesheim, Edenkoben , Frankenstein (Palatinate) , Lambrecht (Palatinate) , Maikammer-Kirrweiler, Mußbach, Wachenheim and Weidenthal train stations no longer functioned as independent goods tariff points and were now stables of the Neustadt main station. Accordingly, transfer trains drove from him to the corresponding surrounding stations.
Web links
- Tracks in service facilities (RN) , DB Netz AG (PDF)
literature
- 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 .
Individual evidence
- ↑ Query of the course book route 676 at Deutsche Bahn.
- ↑ Querying the course book route 667 at Deutsche Bahn.
- ↑ The railway stations of the Royal Bavarian State Railways - left bank of the Rhine (Bavarian Palatinate) - Maikammer to Oppau. In: kbaystb.de. Retrieved July 21, 2013 .
- ↑ a b c 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).
- ↑ HomburgLudwigshafenMainz. In: klauserbeck.de. Accessed on May 31, 2015 : “113 - (formerly Prussian-Palatinate border near Bexbach 0.0) - Homburg (Saar) Hbf 8.37 - Kaiserslautern Hbf 43.70 - Neustadt (Weinstr) Hbf 77.21 - Ludwigshafen (Rhein) Hbf 106.535 (coming) / 105.613 (going) - State border Palatinate / Hesse km 125.10 = km 0.0 - Worms 3.21 - Mainz Hbf 49.09 "
- ^ The course book route 670 - route - kilometrage. In: kbs-670.de. Retrieved May 31, 2015 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 67 f .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 84 .
- ^ Gerhard Hitschler, Marcus Klein, Thomas Gierth: The vehicles and systems of the Neustadt Railway Museum on the Weinstrasse - the museum guide . 2010, p. 11 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 87 ff .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 85 ff .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 96 .
- ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 15 .
- ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 15th ff .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 169 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 169 f .
- ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 16 .
- ↑ a b Model and Railway Club Landau in der Pfalz e. V .: 125 years of Maximiliansbahn Neustadt / Weinstrasse – Landau / Pfalz . 1980, p. 79 .
- ↑ Model and Railway Club Landau in der Pfalz e. V .: 125 years of Maximiliansbahn Neustadt / Weinstrasse – Landau / Pfalz . 1980, p. 47 .
- ^ Albert Mühl: The Pfalzbahn . 1982, p. 116 .
- ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 27 ff .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 265 .
- ↑ Werner Schreiner: Paul Camille von Denis. European transport pioneer and builder of the Palatinate railways . 2010, p. 122 .
- ^ Albert Mühl: The Pfalzbahn . 1982, p. 145 .
- ↑ Werner Schreiner: Paul Camille von Denis. European transport pioneer and builder of the Palatinate railways . 2010, p. 126 .
- ↑ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2007, p. 13 .
- ↑ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2007, p. 23 f .
- ^ Klaus Detlef Holzborn: Railway Reviere Pfalz . 1993, p. 88 f .
- ↑ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2007, p. 28 .
- ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 145 .
- ^ Walter Jonas: Use electronic interlockings . The regular operation. Bahn Fachverlag, 2001, ISBN 978-3-9808002-0-4 , foreword, p. 8 .
- ↑ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2007, p. 27 .
- ↑ Michael Huyer: Monument topography Federal Republic of Germany . Monuments in Rhineland-Palatinate. City of Neustadt an der Weinstrasse. 19.1 = core city . Wernersche Verlagsgesellschaft, Worms 2008, ISBN 978-3-88462-264-3 , p. 84 .
- ↑ Werner Schreiner: Paul Camille von Denis. European transport pioneer and builder of the Palatinate railways . 2010, p. 139 .
- ↑ Platform information - Station Neustadt (Weinstr) Hbf. (No longer available online.) In: deutschebahn.com. Archived from the original on October 23, 2013 ; Retrieved July 21, 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.
- ↑ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate. (PDF; 6.2 MB) In: zspnv-sued.de. 2007, p. 61 , accessed November 5, 2019 .
- ↑ Platform information - Neustadt (Weinstrasse) Böbig station. (No longer available online.) In: deutschebahn.com. Archived from the original on October 23, 2013 ; Retrieved July 21, 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.
- ^ Gerhard Hitschler, Marcus Klein, Thomas Gierth: The vehicles and systems of the Neustadt Railway Museum on the Weinstrasse - the museum guide . 2010, p. 9 .
- ↑ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2007, p. 10 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 141 .
- ^ Albert Mühl: The Pfalzbahn . 1982, p. 11 f .
- ↑ Werner Schreiner: Paul Camille von Denis. European transport pioneer and builder of the Palatinate railways . 2010, p. 119 .
- ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 26th f .
- ↑ Werner Schreiner: Paul Camille von Denis. European transport pioneer and builder of the Palatinate railways . 2010, p. 157 .
- ↑ Werner Schreiner: Paul Camille von Denis. European transport pioneer and builder of the Palatinate railways . 2010, p. 80 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 205 .
- ^ Albert Mühl: The Pfalzbahn . 1982, p. 141 .
- ↑ Ulrich Hauth: From near to far. On the history of the railways in the Nahe-Hunsrück region . 2011, p. 164 .
- ↑ a b Werner Schreiner: Paul Camille von Denis. European transport pioneer and builder of the Palatinate railways . 2010, p. 134 .
- ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 70 ff .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 95 .
- ↑ Werner Schreiner: Paul Camille von Denis. European transport pioneer and builder of the Palatinate railways . 2010, p. 118 .
- ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 103 .
