Upper Rhine Railway Company

MVV OEG AG
Basic information
Company headquarters	Mannheim
owner	MVV GmbH , City of Mannheim , City of Heidelberg , City of Weinheim
Lines
Gauge	1000 mm ( meter gauge )
Operating facilities
Track length	55 km

The Oberrheinische Eisenbahn-Gesellschaft Aktiengesellschaft Mannheim (OEG), then OEG AG , later MVV OEG AG , was a railway infrastructure and transport company based in Mannheim . It operated the narrow-gauge railway lines between Mannheim, Heidelberg and Weinheim. The company was merged with MVV Verkehr AG on March 16, 2010 .

The OEG also operated the city bus service in Weinheim until December 2009, some bus routes in the south-east of Mannheim and a number of other bus routes in the vicinity of Schriesheim and Ladenburg . She was a member of the tariff association of federal and non-federal railways in Germany (TBNE).

history

Debt for 1000 marks of the Oberrheinische Eisenbahn-Gesellschaft AG dated August 10, 1920

After Herrmann Bachstein's death in 1908, the Rhenish industrialist Hugo Stinnes took over the majority of shares in the Süddeutsche Eisenbahn-Gesellschaft (SEG) in 1909 with the aim of operating the electric trams of the Ruhr area and others through the RWE (Rheinisch-Westfälische Elektrizitätswerk AG) he controlled Big cities and the associated power supply in West Germany. By concentrating on electric trams, some railways were spun off from the SEG and transferred to newly founded companies.

In order to enable electrification and the expansion of its tram network, the city of Mannheim founded the Oberrheinische Eisenbahn-Gesellschaft AG (OEG) in 1911 together with the SEG, which brought in the Mannheim-Weinheim-Heidelberg-Mannheimer Eisenbahn . In order to prevent RWE from gaining a dominant position, the city of Mannheim insisted on a 51% majority of the shares. The Schwetzingen – Ketsch tram and two power stations in Ladenburg and Rheinau were also incorporated into the Upper Rhine Railway Company . The share capital was held by the city of Mannheim with 51% and the Süddeutsche Eisenbahn-Gesellschaft with 26%. The remainder was shared by three other shareholders. The OEG took over the operation of the lines on April 1, 1911.

In order to alleviate financial problems after the First World War, the city of Mannheim took over the railways from the OEG, the company (with power stations and electricity systems) remained in the hands of Stinnes and was renamed Kraftwerke Rheinau .

The now free company Oberrheinische Eisenbahngesellschaft took over a new company founded by the cities of Mannheim, Heidelberg, Weinheim, Viernheim and the Rhein-Haardtbahn , and into which the city of Mannheim brought the railway.

In 1913, the OEG opened the tram route from Neckarau to Rheinau (at that time still through Rhenaniastraße ). At the start of construction of the line, Rheinau was not yet incorporated into Mannheim, which means that the OEG was responsible for the existing cooperation agreements. With the incorporation in the year of completion, this changed, which is why the route was then operated by the city tram and in 1921 became their property.

In 1914 the first section of the Mannheim – Feudenheim – Ilvesheim –Ladenburg – Schriesheim to Feudenheim route was opened for provisional freight traffic . In addition, the route was used by the city tram for two months before it could inaugurate its own route. In addition to the purchase of the land, construction work (including bridge structures) took place for the remaining stretch, but this had to be stopped because of the First World War . Since the construction could not be carried out after the war for economic reasons, the OEG set up its first bus line in 1925 . It was intended as a temporary measure, but the railway line has not yet been built. At the end of the 1920s , freight traffic to Feudenheim was discontinued and the route was abandoned.

OEG train on the move in Mannheim (1986)

Like most transport companies in Germany , the OEG had to cope with an enormous increase in passenger numbers after the end of the Second World War , especially since in 1946 only less than half of its vehicle fleet was available to it. In 1947 the number of passengers reached the previously unattained high of 25.6 million passengers. Since the cause of the large increase in transport performance was not least due to so-called hamster trips, the number of passengers returned to normal after the currency reform in 1948 .

After overcoming the post-war difficulties, the OEG had to deal with the incipient mass motorization. Above all, the aim was to make them faster and more comfortable in order to be able to hold the passengers. A first step towards this was the procurement of four open-plan cars including sidecars from Waggonfabrik Fuchs (see also under vehicles ).

The technical security of the level crossings with flashing light systems began around 1960 , with the addition of half-barriers later. In 1964, the OEG operated 142 km of track and carried over 50,000 travelers every day.

In 1976 professional radio was introduced.

In 1996 the distribution of the OEG's losses was reorganized. After that Mannheim contributed 58.2%, the Rhein-Neckar-Kreis 30%, Heidelberg 7.2% and Viernheim 4.6% of the annual losses. Until then, the city of Heidelberg had paid nothing at all.

In addition, Weinheimer Busunternehmen GmbH (WEBU) was founded in 1996 by Stadtwerke Weinheim GmbH (71.6%) and OEG (28.4%), which has since been the official concessionaire of Weinheimer Stadtbuslinien and on whose behalf the OEG until the abandonment of Bus service on December 31, 2009.

In 2000, MVV GmbH took over 94.6% of the City of Mannheim's share in OEG and renamed the company initially to OEG AG and a few months later to MVV OEG AG . However, 5.18% remained with the city of Mannheim directly, while the city of Heidelberg still held 0.2% and the city of Weinheim 0.02% in the company. The operation took place from 2002 together with the Mannheim trams of MVV Verkehr AG .

On October 1, 2004, MVV OEG AG founded the joint subsidiary Rhein-Neckar-Verkehr GmbH (RNV) together with MVV Verkehr AG, HSB, VBL and RHB , which has been operating jointly since March 1, 2005. The infrastructure and the licenses remained with the OEG. The vehicles, with the exception of the Variobahn V6 , which was procured through cross-border leasing , went to Rhein-Neckar-Verkehr as part of the capital contribution, which has since been providing transport services on behalf of its parent company. Since 2005, the losses incurred have been distributed to Mannheim, Heidelberg, Viernheim and the Rhein-Neckar district according to the number of usable kilometers driven. In 2009, the City Council of Mannheim decided to merge MVV OEG AG with MVV Verkehr AG. After acquiring the remaining 0.22% stake in the city of Heidelberg, Mannheim now holds 100% of the shares. The merger was completed on March 16, 2010 with the deletion of MVV OEG AG from the commercial register. In the next step, MVV Verkehr AG was converted into a GmbH on March 31, 2011. On January 2, 2018, the company was renamed MV Mannheimer Verkehr GmbH .

Operated routes

The Upper Rhine Railway Company operated the following routes:

• Mannheim – Weinheim railway line
• Weinheim – Heidelberg railway line
• Mannheim Kurpfalzbrücke – Edingen – Heidelberg railway line
• Mannheim-Käfertal – Heddesheim railway line
• Mannheim-Seckenheim – Neckarhausen – Edingen (Baden) railway line
• Railway line Heidelberg-Güterbahnhof OEG – Dossenheim – Schriesheim

vehicles

Steam locomotive time

OEG steam locomotive 56, built in 1886, in the Technoseum Mannheim

Trains with small two-axle steam locomotives (partly clad box steam locomotives ) and railroad cars were used on the lines that were initially not electrified . Steam locomotives 56 and 102 are now part of the collection of the Technoseum Mannheim , although only locomotive 56 is on public display. After several intermediate stops, locomotive 101 landed at the Selfkantbahn , where it is used as locomotive MEG 101 .

Furthermore, some passenger cars and numerous freight cars have been preserved, for example at the DEV Bruchhausen-Vilsen, the Selfkant Railway , the Märkische Museum Railway near Plettenberg, the Albbähnle Amstetten – Oppingen and the Härtsfeld Museum Railway in Neresheim.

For the standard-gauge line to Schriesheim, the OEG had two locomotives similar to the T 3 , locomotives 341 and 342.

Diesel locomotives

To replace the steam locomotives, the OEG acquired three diesel locomotives for meter gauge (company numbers 01 to 03) and one diesel locomotive for standard gauge (company number 04) from the manufacturer Gmeinder from 1953 . The two-axle locomotives essentially corresponded technically to the Köf II of the DB , but were constructed differently. Up until the electrification of the Weinheim – Schriesheim section, the meter-gauge locomotives also hauled passenger trains there. Later, like their regular-gauge sister locomotive, they were only used in freight and construction train service. To replace the last steam locomotive, another diesel locomotive was put into service in 1967 under the road number 05, which technically and visually had a lot in common with a Köf III . When the regular-gauge freight line was closed in 1973, diesel locomotives 04 and 05 were initially sold. With the decline in freight traffic and the relocation of general cargo traffic to trucks, two meter-gauge locomotives could later be dispensed with and locomotive 01 was sold to Essener Verkehrs-AG (there No. 601) and locomotive 03 to Rhein-Haardtbahn GmbH (there V01 ). Locomotive 02 was redesignated to 350 with the introduction of the work car numbers in the early 1990s. It is still in use today and is occasionally used as a construction train or auxiliary locomotive.

Electric shunter

In 1952, the OEG acquired the small two-axle electric locomotive No. 50 with a box body from the Nederlandsche Buurtspoorweg-Maatschappij. At the previous owner, the locomotive had been converted from a box steam locomotive, but became superfluous when its service line was closed in 1949. The overall condition of the locomotive turned out to be so bad that the locomotive had to be scrapped and rebuilt. From the donor locomotive, only the AEG motors, the maximum current switch and the wheel sets could be used for the new construction. The rest of the electrical equipment on the locomotive comes from spare parts for the half-trains. The locomotive was used for shunting in the main workshop and later in the Käfertal depot and was never used on the line. It initially had the road number 103 (following the numbers of the steam locomotives), later 05 (following the diesel locomotives) and was renumbered 06 when the 05 diesel locomotive was purchased. With the introduction of the work car numbers, it was given the company number 351. It has now been repainted in the original gray color and is still operational.

First electric railcars

To commence electrical operations on the Mannheim – Weinheim route, 18 electric multiple units (numbers 1 to 18) and 27 tram-like two-axle sidecars (numbers 201 to 227) were procured from the Fuchs wagon factory in Heidelberg in 1914 . They were used in trains with up to eight passenger cars. Towards the end of the 1950s, the car bodies of railcars 4 and 17 were rebuilt in the form of the then current vehicles from the Rastatt wagon factory, but the electrical equipment was largely left unchanged. The conversions did not prove successful and were therefore not continued. With the advent of the articulated car in the 1960s, the operation with the railcars of the first series ended. Individual vehicles were converted into work cars. Tw 2 and Tw 16 converted into an auxiliary car are still parked in a poor condition.

Half moves

On the occasion of the electrification of the Mannheim – Heidelberg line, a total of 21 half-trains were delivered in 1928 . The half-trains were each a four-axle railcar and four-axle control car of the same type, which were firmly connected by means of a close coupling . There was a passage for the conductor between the cars. They carried the road numbers 21/22 to 61/62 and had two times 29 seats. For flexible train formation it was possible to couple two half-trains to a block train and to control both railcars of this train from one driver's cab. The half-trains performed their service until March 2, 1974.

Half-train 45/46 was retained and was converted into a saloon car in 1990, which can now be rented for special trips; Halbzug 47/48 serves as a spare part dispenser for him. Unit 27/28 remained as another half-train in the Hanover Tramway Museum and serves as an example of the smooth transition between tram and railroad.

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  OEG half-train 59/60 September 1957

• 

  OEG car 27 in the Wehmingen Tram Museum

• 

  Historic half train carriage 45/46 in Käfertal

Rail freight cars

Technically largely identical to the half-trains, there were two electric multiple-unit freight cars (Tg) with the numbers 19 and 20, also purchased in 1928 , which were occasionally also used to train passenger trains . In 1948 a third rail freight car was subsequently procured and was given the road number 18, which had previously been worn by a rail car from 1915 that was destroyed in World War II. Tg 19 was converted into a rail grinding car in the 1960s and remained in use until 1997; at last it was only used towed. Tg 18 has been preserved as a historic vehicle in an inoperable condition.

Fuchs railcar

"Shrew"
Number:	8 railcars, 15 sidecars
Manufacturer:	Fox wagon factory
Axis formula :	Bo'Bo 'or 2'2'
Length:	13.70 m
Width:	2.20 m
Empty mass:	21 t
Continuous output :	4 × 60 kW
Motor type:	GBM 60
Motor type:	Paw storage motors
Seats:	34
Standing room:	56

The last vehicles delivered by Fuchs were a total of eight electric railcars, which were delivered together with fifteen matching sidecars in 1952 (sidecars from 1951) and 1957. The railcars of the first delivery had the road numbers 63 to 66, those of the second delivery 67 to 70 (trailer 140 to 144 and 145 to 154). Because of the tapering vehicle ends, they were called shrews , whereby the vehicles of the first series were significantly more pointed than those of the second delivery. The railcars were used until the mid-1970s, but then no longer equipped with magnetic rail brakes, but rather retired. The sidecars had already been parked in 1969 because of their uneven running. Cars 63, 65 and 68 were sold to the Meiringen-Innertkirchen-Bahn (MIB) in Switzerland in 1978 . There wagons 63 and 65 were equipped with an additional petrol engine and put into operation as Bem 4/4 numbers 6 and 7. Railcar 68 was cannibalized by the MIB to obtain spare parts and then scrapped. Car 66 was taken out of service by the OEG in 1977 and worked up as a historic vehicle by volunteers until 2007. The end of rail vehicle production at Waggonfabrik Fuchs meant that all subsequent vehicles were obtained from other manufacturers.

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  OEG railcar 69 in September 1957

• 

  MIB Bem 6, formerly OEG railcar 63

T4 Rastatt

Work car 357, formerly T4 number 76

In 1958 (numbers 71 to 73), 1960 (numbers 74) and 1963 (numbers 75 to 77) the Rastatt wagon factory delivered a total of seven four-axle T4 type large-capacity railcars. 46 sidecars (numbers 165 to 210) were delivered to go with the railcars. Some vehicles of this type were equipped with magnetic rail brakes and extra-low voltage systems in the first half of the 1970s, some brake lights, indicators and validators, and later inductive point control and Indusi were installed. They were used in passenger traffic until 1989, most recently only in morning school traffic. Some of the railcars were then converted into work cars and are still in use today, cars 72 and 74 were scrapped. Only a few of the sidecars have survived. Railcar 71 and the sidecar 193 have been put back in their original paintwork since 2007, as has railcar 77 since 2010.

Gt8 Rastatt

Car 81 with the old paint job on a special trip

In 1960 (number 80) and 1963 (number 81) Rastatt delivered two eight-axle articulated railcars . Car 80 was originally listed as number 75, with the subsequent delivery of large-capacity multiple unit number 75, it was initially renamed 85 and a short time later 80. The vehicles remained one-offs and were subjected to multiple modifications over the course of time (gearboxes, doors, pantographs, validators, indusi, point control). The main area of ​​application between 1983 and 1997 was school traffic between Edingen and Mannheim-Kurpfalzbrücke, where both articulated vehicles were usually used coupled. The rear wagon ran with no drive. In the summer of 1991, the cars were used as an experiment on Sundays and public holidays on the OEG circuit with the specially adapted sidecars 193 and 205 on a scheduled circuit as the OEG bicycle express . Car 80 was parked in 1998 and has since been scrapped. Car 81 served as a reserve vehicle until the deadline in 2007. In spring 2010 it was subjected to a general inspection and the interior was redesigned with a bar, curtains and small tables. Since March 2010 it has been in use again as a party car with dark green stickers. As a result of a public competition, the car was given the fantasy name Sixty in spring 2011 .

Gt8 DUEWAG

Duewag Gt8 / Gt8K
Gt8 in the red / white color scheme
Numbering:	82-116
Gauge :	1000 mm ( meter gauge )
Length over coupling:	27.50 m
Width:	2.50 m
Top speed:	80 km / h

From 1966, DUEWAG supplied eight eight-axle articulated multiple units (numbers 82 to 89), which were used from November, and from May 28, 1967, also in double traction ( train sets ). The Düwag vehicles differed significantly from the already existing Rastatt articulated vehicles. With a width of 2.50 m, the vehicles were significantly more spacious and had a Simatic electronic drive switch control, which also allowed driving in a train formation. Carrying sidecars was therefore no longer planned here, and consequently the compressed air system for the brakes was also omitted, electric door drives and a regenerative resistance brake were used.

With slight structural changes, further deliveries followed: the eight railcars built in 1969 (numbers 90 to 97) were largely similar to the cars from 1966. The 13 railcars (98 to 110) delivered in 1973/1974 were no longer equipped with partitions, luggage nets and roller blinds on the windows and were only designed for 750 volt contact wire voltage ex works. For the first time, electro-hydraulic spring-loaded brakes were used as holding brakes; these were also retrofitted in the previous series. The driver's cab was reduced in size in favor of a second door leaf in the front right entrance.

As the fourth and final series, the six railcars with the numbers 111 to 116 were delivered in 1988/1989. The cars were designed ex works for retrofitting air conditioning systems, which were installed from 1994. One had lost again from the double entry on the right in front. The wagons were delivered in white paint and, prior to commissioning, were the first rail vehicles of the OEG to be painted in the then new red and white color scheme. They can be easily distinguished from previous series by the tinted windows, the extended door windows and the only pantograph installed in the center of the vehicle.

The Duewag Gt8s of the different series could be freely coupled to one another using Scharfenberg couplings to form train sets. Until the 1990s, however, the second vehicle was usually manned by a driver. From November 4, 1996, the vehicles of the fourth series were initially used in a train set without a second man, today this is the rule.

From October 2007 to May 2009 two to three eight-axle articulated railcars of the OEG (mostly numbers 82, 85 and 87) were loaned to the Heidelberg location. They were temporarily used there on line 21.

The Gt8 determined the appearance of the OEG for decades and have been continuously modernized over the years (one-man operation, spring-loaded brakes, driver's desks, passenger seats, microprocessor-monitored travel switch control, exterior and interior lighting, LCD destination displays outside, bus stop displays inside, coloring, computer-aided operations control system ). Since around the turn of the millennium, individual vehicles have been scrapped after the deadline (83–88, 90–93, 96, 97) or after accidents (89, 94, 95, 102, 105, 112). After the last series RNV6 went into operation, all remaining wagons of the third series, with the exception of wagon 110, were taken out of service in the summer of 2013. Of these, wagons 98 and 100 were reactivated at the beginning of February 2015, the others (99, 101, 103, 104, 106–109) were scrapped in spring 2019 after a long period of storage. At the beginning of 2019, vehicles 82, 98, 100, 110, 111 and 113–116 will still be operational. The use is now limited to the morning school traffic (mostly in double traction) and spontaneous reserve operations.

Gt6 from Bielefeld

Due to the increased number of passengers and the resulting lack of vehicles, the OEG took over four used six-axle Duewag articulated multiple units (301 to 304) with matching four-axle sidecars (311 to 314) from Bielefeld (built in 1962) in 1982 . Since these were one-way vehicles, they could not be used on the circuit, but only ran on the Mannheim Hbf – Käfertal – Heddesheim line, as there were reversing loops only at the end points. By deploying the Bielefeld between Mannheim and Heddesheim, Gt8 could be released for use on the circuit.

The vehicles were taken out of service in 1991/1993 and sold to the Arad tram in Romania in 1998 .

Variobahn V6

Car 117, a Variobahn from the first series

→ Main article : "V6" in the article Variobahn

After the demands for accessibility in public transport became louder in the 1990s, another replica of the Duewag Gt8 was no longer conceivable. The OEG decided to purchase five-part Variobahns from the manufacturer ABB Henschel. A prototype in 100% low-floor construction was delivered to the Chemnitz tram in 1993 . In contrast to this, the OEG opted for drive bogies with conventional axles, so only about 70% of the car floor is low-floor, the vehicle width was left at the maximum possible 2.50 meters in the OEG network, the outer shape was taken from the Chemnitz prototype . Six five-part vehicles were delivered from 1996 with the road numbers 117 to 122 by the ABB successor Adtranz . Initially, they were only used in school traffic between Mannheim-Kurpfalzbrücke and Edingen, from January 1997 onwards on the entire OEG circuit. In today's RNV, the six OEG Variobahns represent the smallest vehicle series.

Rhein-Neckar-Variobahn RNV6

Railcar number 125 of the type RNV6

Railcar number 137

→ Main article : Rhein-Neckar-Variobahn

As the first joint vehicle procurement of the four transport companies in the Rhine-Neckar triangle - OEG, VBL , MVV and HSB - the successor type Rhein-Neckar Variobahn was developed in four variants (one-way or two-way wagon, five-part or seven-part). In 2003, the OEG procured ten five-part vehicles in a bidirectional design from the manufacturer Bombardier , which were classified under the car numbers 123 to 132. Due to the narrower wagon width of 2.40 meters compared to the predecessor vehicles and the possibility of using curved radii of 15 meters, these vehicles can be freely used on all routes of the meter-gauge network in the Rhine-Neckar triangle. The ten RNV6s of the first order were the last vehicles that were still delivered in the red / white OEG paint scheme.

From July 2006 another ten Variobahn (133 to 142) followed, which are essentially technically identical to the wagons from the first delivery. Since 2005, the RNV has been entrusted with the operation of the transport services of the previous transport companies. Therefore, these vehicles were painted in the orange-blue RNV design at the factory. Three identical vehicles (761 to 763) were procured from MVV Verkehr; By being used in the shared vehicle pool, they are also used on the OEG routes.

As a second option delivery, a further eight vehicles followed from January 2010, which differ from their predecessors in that they are equipped with Mitrac Energy Saver energy storage devices . For the first time, they were not procured from the old companies , but directly from RNV and have had the four-digit numbers 4143 to 4150 since delivery. Vehicle 4149 suffered flood damage in the manufacturer's plant and was therefore not delivered to RNV for a long time. After trial runs for inductive power transmission in Augsburg , the car was made available by the manufacturer Bombardier to RNV as a test and training vehicle and equipped accordingly. Redrawn to car number 4349, the vehicle is not used in regular services.

In April 2011, the RNV announced the re-ordering of eleven additional vehicles of this type. A twelfth car was also built to replace the 4149 car that had not been taken over. Car 4151 was the first vehicle of the fourth delivery to be delivered on January 4, 2013; in July 2013, Car 4162 was the last of the twelve vehicles to be taken into service. This ended the procurement of vehicle types from the old companies ; future vehicle orders will be carried out by RNV.

Company numbers of the OEG vehicles within the RNV

When the RNV was founded, it faced the problem that the company had up to three vehicles with the same company number. In order not to have to fundamentally change all documents and vehicle files, the previous company numbers were simply preceded by a fourth digit. This number usually "encrypts" the previous company . The new numbering was initially used internally for the computer-aided operations control system and in the course of 2009 and 2010 it was also attached to the outside of almost all vehicles.

The 4 was awarded for the rail vehicles of the OEG . The previous car 98 is now called 4098, and car 123 is now called 4123.

Number 9 was assigned to the buses of the OEG . However, due to the discontinuation of the OEG bus service in December 2009, the extended numbers were never attached to the outside of the buses.

Ticket machines

At the end of the 1960s, a first series of 15 ticket machines was purchased. As a result, the first trains were run in one-man operation without a conductor on a trial basis from 1969 . In addition, the OEG ordered a further 54 machines, which were installed in 1973 and 1974. This made the OEG one of the first non-federally owned railways to have machines at their stations as a prerequisite for one-man operation. In 1975 most of the stations were equipped with ticket machines. This was the prerequisite for the conductorless operation of all trains. Since July 1, 2005, tickets have only been issued at machines or in advance sales. This is intended to shorten passenger switching times and thus increase the punctuality of the trains. In the beginning, however, there were not machines at all stations.

electrification

With the electrification, the line's top speed was increased from 25 km / h to 40 km / h. For this purpose, the new multiple units were delivered with compressed air brakes, but between 1928 and 1931 the existing locomotive and vehicle fleet was converted from Körting suction air brakes to Knorr air brakes , mostly in large-scale operations over night and holidays. At the same time, the existing Will coupling on railcars and the funnel coupling with coupling iron on locomotives and wagons were converted to the Scharfenberg coupling .

The OEG used direct current of initially 1200 volts as the power system . However, the equipment of the vehicles was also designed for the voltage of 600 volts used by the trams in Mannheim and Heidelberg, although the polarity in the Heidelberg city network was reversed for historical reasons. From 1974 the power supply of the OEG lines was gradually switched to 750 volts. This eliminated the need to switch the voltage at the transition to the tram networks in Mannheim and Heidelberg. Between 1980 and 1990, with the conversion of the routes in the Mannheim and Heidelberg city networks from 600 to 750 volts, the driving voltage was initially standardized. The polarity switch when entering and exiting the Heidelberg network was carried out automatically under approximately 70-meter-long, voltage-free sections that were driven through with momentum. Because of the problems caused by the different polarity, especially with vehicles with feedback of braking energy into the catenary network , the polarity of the power supply of the Heidelberg city network was completely reversed between January 16 and 17, 2015, so that today the energy supply is uniform on all RNV routes (Direct current 750 volts, minus on the contact wire). The tension-free sections under the Czerny Bridge and in Handschuhsheim Nord could thus be omitted.

literature

• Dieter Höltge: Oberrheinische Eisenbahn-Gesellschaft , Kleinbahnhefte 6, Verlag Zeunert, Gifhorn 1972 and 1976
• Axel Juedtz: The development of local public transport in the city of Mannheim , Heidelberg 1976
• Werner Rabe: Company history MVG, VBL, RHB , Mannheim 1979
• Bernhard König and Werner Rabe: Vehicle statistics of the railway operations of the Oberrheinische Eisenbahn-Gesellschaft AG (OEG) , Mannheim 1982
• 75 years of the OEG - 1911–1986 . Upper Rhine Railway Company, 1986
• Bernhard König: The Oberrheinische Eisenbahn-Gesellschaft AG - 100 years of meter-gauge railroad in Heidelberg , in: BDEF-Jahrbuch 1990, pp. 137–172, ISBN 3-922657-82-6
• Gerd Wolff and Hans-Dieter Menges: German small and private railways . Volume 2: Bathing. EK-Verlag, Freiburg 1992, pp. 104-149, ISBN 3-88255-653-6

Web links

Commons : OEG  - collection of images, videos and audio files

• Early documents and newspaper articles on the Upper Rhine Railway Company in the 20th Century press kit of the ZBW - Leibniz Information Center for Economics .

Individual evidence

1. ↑ Gerald D. Feldman: Hugo Stinnes: Biography of an industrialist, 1870-1924 . CH Beck, Munich 1998, ISBN 3-406435823 , p. 268 ff.
2. ^ Eisenbahndirektion Mainz (ed.): Official Gazette of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz of August 5, 1911, No. 39. Nachrichten, p. 297.
3. ^ Günter König: Introduction of the Scharfenberg coupling at the OEG. In: Die Museums-Eisenbahn 4/2012, p. 29
4. ^ Christian Burkhart: Dossenheim in World War II: US low-flying aircraft targeted OEG. In: Rhein-Neckar-Zeitung . March 28, 2016. Retrieved August 23, 2016 . 
5. ↑ http://www.s197410804.online.de/ABC/ABCfirmen.htm
6. ↑  ( Page no longer available , search in web archives ) Resolution 282/2009
7. ↑ ^{a b c d e f g h i j k} OEG 66 ( Memento from August 27, 2016 in the Internet Archive )
8. ↑ Metropolitan region: Launch of the RNV-Oldtimer-Bahn. (No longer available online.) Rhein-Neckar-Verkehr, February 4, 2011, archived from the original on February 17, 2015 ; accessed on February 17, 2015 . 
9. ↑ RNV car park list
10. ↑ RNV expands Bombardier fleet to 82 railways. (No longer available online.) Rhein-Neckar-Verkehr GmbH, April 5, 2011, archived from the original on February 17, 2015 ; accessed on February 17, 2015 . 
11. ^ Günter König: Introduction of the Scharfenberg coupling at the OEG. In: Die Museums-Eisenbahn 4/2012, pp. 22–37
12. ↑ The polarity of the power supply for the trams in Heidelberg is reversed. (No longer available online.) Rhein-Neckar-Verkehr GmbH, January 16, 2015, archived from the original on January 19, 2015 ; accessed on February 17, 2015 . 

This version was added to the list of articles worth reading on September 6, 2005 .