Worms main station

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Worms central station
Entrance building of the Worms main station
Entrance building of the Worms main station
Data
Location in the network Connecting station
Design Through station and terminus
Platform tracks 8 (1–5 and 8, 9, 11)
abbreviation FWOR
IBNR 8000257
Price range 2
opening 1853
Profile on Bahnhof.de Worms_Hbf
Architectural data
Architectural style Neo-romance
architect Fritz Klingholz
location
country Rhineland-Palatinate
Country Germany
Coordinates 49 ° 38 '5 "  N , 8 ° 21' 25"  E Coordinates: 49 ° 38 '5 "  N , 8 ° 21' 25"  E
Railway lines
Railway stations in Rhineland-Palatinate
i16 i16 i18

The main station in Worms is next to the stop and former train station Worms-Pfeddersheim one of two operational passenger stations in the area of ​​the Rhine-Hessian city ​​of Worms . It is administered by the Mainz railway station management. The main train station is the most important train station in Worms, and its pedestrian underpass is an essential link between the eastern and western inner city. The station is used by around 15,000 people every day.

history

Beginnings

In 1836 French and Bavarian plans arose to build a railway line on the left bank of the Rhine from Basel via Strasbourg and Mainz to Cologne . Two years later, the plan was rejected by the Grand Duchies of Baden , Hesse and the Kingdom of Prussia for economic and military reasons . Instead, the Riedbahn was built on the right bank of the Rhine .

In 1844 the citizens of Mainz and Worms took the initiative and founded a company to build a railway line between Mainz and Worms. The company was later named Hessische Ludwigsbahn (HLB). The emergency years 1846–1847, the revolution of 1848/49 and efforts by private investors to connect the railway with the Palatinate (Bavaria) and thus also with Alsace and Lorraine led to delays in construction. It was not until August 29, 1852 that a state treaty was presented between the Grand Duchy of Hesse, which provided for the Palatinate Ludwig Railway Company to continue building to Ludwigshafen am Rhein .

The first train station

First posting timetable after the opening of the Mainz – Worms – state border on November 15, 1853
The first train station in Worms

The location of the train station was discussed in Worms for a total of six years . On September 21, 1852, the Hessian Ludwigsbahn prevailed with its favored current location. On August 24, 1853, the railway line from Mainz to Worms was opened and three months later, on November 15, the connection to Ludwigshafen am Rhein in the Palatinate followed.

The Worms were now able to travel by train to the left of the Rhine without having to change their means of transport. The travel destinations on the right bank of the Rhine, such as Frankfurt am Main via Mainz-Kastel or the state capital Darmstadt , were initially only possible by train after changing to a Rhine ferry in Mainz. It was not until 1861 that a railway line in the Grand Duchy of Hesse crossed the Rhine for the first time with the southern bridge in Mainz . In a southerly direction, the Worms could travel via the Palatinate Ludwigsbahn to Ludwigshafen am Rhein and from there via Saarbrücken and Forbach to France . To Mannheim, too, it was first necessary to transfer to a Rhine ferry. The Rhine bridge from Ludwigshafen am Rhein to Mannheim did not go into operation until 1867. From Mannheim , travelers could travel south on the Grand Ducal Baden State Railways .

After initially underestimating the volume of goods traffic , loading ramps , a goods shed and a marshalling yard were added to the Worms train station in the following years . Sugar beets , grain , coal and more were now delivered to the factories , mills and ports in Worms from southern Hesse and from all over Rheinhessen . The railway in Worms gave the local industry and population a surge in growth: in 1849, without the railway, Worms only had 89 workers in factories ; in 1858, after connecting to the railway, there were over 2000.

After the railroad turned out to be a great success, the rail network was expanded: In the 1860s, the Nibelungenbahn to Bensheim and the Rheinhessenbahn to Bingen am Rhein were built.

Rosengarten station

The Nibelungenbahn from Bensheim and the Riedbahn from Darmstadt, on the other hand, ended on the right bank of the Rhine, opposite the city of Worms in the Rosengarten station , as a Rhine bridge was still missing here. From there there was a ship bridge over the river to the city and the port station on the other side of the river.

The second train station

Entrance building from 1871, street side
Entrance building from 1871, track side, 1903 or 1904. Right behind and next to the entrance building the roof of the Prince's pavilion of the successor building

The traffic frequency was at least 56 trains and 2,000 travelers per day in 1872/73. The capacity of the old reception building was no longer sufficient. It was therefore expanded in 1871 in the style of historicism . A glazed vestibule led to waiting room I. and II.  Class , to waiting room III. Classe and into a princely room . There were also overnight accommodations for the conductors , meeting rooms and rooms for the local railway administration. The fact that the economical solution was chosen here, not to tear down the old station building but to use it again, led to a situation that was strange in terms of urban planning : Kaiser-Wilhelm-Straße (today: from none of the two main streets that were oriented towards the building from the city center) Wilhelm-Leuschner-Straße) and Siegfriedstraße, the central projection of the new reception building could be seen.

For goods traffic, there was a loading ramp with a turntable along Friedhofstrasse (today Bahnhofstrasse ) , a level crossing for a track that led to Liebenauer Strasse , Güterhallenstrasse and the freight station, a locomotive shed with a workshop , magazine, transfer table and a gas works . The locomotive shed was replaced in 1900 after the nationalization to the Prussian-Hessian State Railway by the depot on Bensheimer Strasse in Worms.

With the construction of new railway lines and increasing traffic, the Worms train station again reached its capacity limit. Squeezed in between Bahnhofstrasse and the goods hall, there were only three platforms . The tracks on the third platform were often blocked by shunting and parked freight trains. Calls from the population called for a further expansion of the station. The proposal submitted by the HLB in 1889 was rejected by the city as insufficient. At that time, 83 passenger and 25 freight trains used the station every day. There were also trips to the sidings of the local industry.

The third station

Worms main station with the Prince's pavilion (left) and the main building (right) in 1910
Reception building street side
WO Hbf old station sign.jpg

New building

At the end of the 19th century the system was already too small due to the increasing traffic. In 1890, the Worms city ​​council asked for the station to be rebuilt or rebuilt. She justified her request with the increasing number of passengers and the old reception building, which was too small and no longer up-to-date. HLB hesitated to invest. After various proposals by the HLB, which from the city's point of view fell short or were perceived as disadvantageous for other reasons, a solution emerged at the turn of the year 1894/95: The Grand Duchy of Hesse and the HLB concluded a contract on the Rhine bridge in Worms , the first railway bridge at this point. This means that all traffic that previously ended at Rosengarten station on the other side of the Rhine was directed to Worms main station. At the time, this would have increased the traffic frequency there by around 15 pairs of passenger trains per day. The new construction of the station was therefore inevitable. 5,990,000 marks were made available for the renovation of the station .

There were heated discussions about the location for the new reception building. The railway advocated a new station building at the level of Gaustraße and the Neuhausen tunnel . In the end, however, the decision was made to rebuild the station at the old location: The new station building was built on the station forecourt of the old station building. In 1895, the HLB submitted a corresponding plan, which ultimately met the approval of those affected, contained the essential elements of how the station is still today and which were finally implemented. First, the majority of the track systems were converted and the existing depot was rebuilt .

Worms also got its own telegraph office in 1901. She was responsible for 131 kilometers of the route , namely for:

The construction of the new reception building - meanwhile the HLB had been transferred to the Prussian-Hessian Railway Community - was at the end of the construction work and did not begin until October 1901. The new reception building was finally inaugurated on March 31, 1904.

The new Worms train station had ten tracks , half of which were through tracks from Ludwigshafen am Rhein and Kaiserslautern to Mainz and Frankfurt am Main. At the same time as the new station building, a new building for the railway post was built south of it .

But that did not mean that the construction work was finished, as the traffic continued to grow while construction was being carried out. So the railway finally decided in 1906 to buy up the Schütz machine factory to the west of the station - a very expensive affair that had therefore been avoided until then - and to use the site to expand the station. These additional construction measures lasted until 1908.

Further development

In 1894, the Rhine crossing with a bridge between the Grand Duchy of Hesse and the Hessian Ludwigsbahn and the extension of the station in Worms were contractually fixed, whereby the state had to provide financial aid.

At the end of 1900, the Rhine bridge in Worms was put into operation and all traffic that had previously ended in Rosengarten station was directed to Worms main station. This increased the traffic frequency there by around 18 pairs of trains per day. As a result, Worms station was the station in the network of the Hessian Ludwig Railway and later the Prussian-Hessian Railway Community where the volume of traffic grew the most: between 1897 and 1906, the number of tickets sold here rose by 149%.

In 1898 the station was equipped with train reporting lines , which initially extended to Mainz, Worms-Hafen and Pfiffligheim (on the Worms – Bingen Stadt railway line ). Also in 1898, in July, the telegraph line of the railway from Frankfurt am Main to Strasbourg went into operation, known as "Fernmeldeleitung Nr. 1a", and Worms Hauptbahnhof was connected to it:

Telegraph trunk line No. 1a
railway station Callsign Commissioning day
Strasbourg St 1899
Lauterburg Lt July 23, 1898
Ludwigshafen Lu July 23, 1898
Worms Ws July 23, 1898
Bodenheim Bo July 23, 1898
Mainz Central Station Mz July 23, 1898
Royal Prussian and Grand Ducal Hessian Railway Directorate Mainz Wd July 23, 1898
Frankfurt (Main) Central Station Frt July 23, 1898

The opening of the bridge over the Rhine, the task of the station rose garden and laying the previously trains running there trains to the station was Worms Worms December 1, 1900 in Worms Hauptbahnhof renamed.

In Worms, the railway was a significant economic factor. Between the timetable periods 1896/97 and 1906/07, the number of weekly freight trains in the station rose from 39 to 79, with 39 commodity trains added in 1906/07. It should be noted, however, that after the opening of the Rhine Bridge, all traffic previously handled at Rosengarten station was relocated to Worms main station. On February 10, 1914, new “double light pre-signals ” were put into operation “when darkness fell” , which corresponded to the model of the form signal still in use today . They now secured all entrances to the station in all directions.

A total of 3,176 employees worked in the railway facilities in Worms in 1914: three industrial engineers , 13 office workers , 1,406 civil servants , 755 railway maintenance workers , 633 assistants and auxiliary workers in the lower service and 366 industrial workers . This does not include the employees of the private railway companies that operated the railway lines to Westhofen and Offstein , as well as officials of the Royal Bavarian State Railways , who operated the traffic in the direction of Kaiserslautern and Ludwigshafen am Rhein.

During the period of operation (1923/1925) Worms Hbf belonged to the Regiebahn operated by the French occupying forces. When the situation between the German Reich and the occupying power relaxed in the course of 1924, Worms Hbf was one of the few train stations in the occupied area where the Deutsche Reichsbahn was allowed to open a ticket office and sell connecting tickets for travelers traveling to the unoccupied area .

On October 28, 1933, a new "self-access telephone system" (Basa) was put into operation in the train station for telephone traffic, which eliminated the need to switch telephone calls manually.

The Second World War resulted in considerable damage to Worms main station: As a result of an air raid on March 18, 1945 , all tracks, the three signal boxes , the railway depot with rectangular sheds, roundhouse and workshops, the freight yard and the railway maintenance office were completely destroyed. In addition, the station building was badly damaged. It was not until mid-1945 before regular trains ran again. Nevertheless, by the end of 1945, 38 of the 53 kilometers of track in Worms Central Station were still inaccessible, so that at that time there were still no trains running towards Mainz. The railway systems were gradually repaired and put into operation from 1945, the electrical signal boxes in 1947. It was not until around 1950 that rail traffic in Worms returned to normal.

Infrastructure

Passenger station

View over the platforms to tracks 1 to 5 to the station building
RB 44 with class 425 railcars in Worms main station on the way to Mannheim

The listed reception building houses a travel center for DB Sales , a bakery, a magazine shop, a fast food restaurant, a guard for the federal police and, since the station renovation in summer 2010, a toilet on platform tracks 1 and 8.

There are four platforms with a total of eight platform tracks in two station parts: the west of the reception building is the transit station to the main line Mainz-Mannheim with three platforms and the platform tracks 1 to 5, north one as Bensheimer station designated head station with the platform tracks 8, 9 and 11. FIG. All platforms are 76 centimeters high. Track 1 is on the house platform , which is 450 meters long. Mainly long-distance and regional trains going through to Mainz leave here. The central platform to the west with platform tracks 2 and 3 has a length of 372 and 220 meters, respectively. Regional traffic in the direction of Karlsruhe and Mannheim departs from these tracks. Long-distance traffic departs from platform 2 in the direction of Mannheim. The platform with platform tracks 4 and 5 is 140 and 210 meters long. The trains in the direction of Alzey and Mainz stop there. Platform tracks 8, 9 and 11 are used by the trains to Biblis and Bensheim . The platform lengths are 150 meters (platform 8), 200 meters (platform 9) and 195 meters (platform 11). The stopping long-distance trains always leave from platform tracks 1 and 2 due to the required platform lengths.

Between 2007 and 2010 the station was made barrier-free and in December 2007 the travel center was redesigned. All platform tracks, which previously could only be reached by stairs, can now also be reached by elevators . In the course of this renovation, the western station forecourt was also made barrier-free. In addition, a new public toilet was installed in the station building on tracks 1 and 8 in summer 2010 . The toilet was permanently closed due to vandalism in June 2020. Since September 2010 the eastern station forecourt has been completely redesigned. The old bus station was completely demolished and the area that became vacant was redesigned.

To the west of the train station is a six-story Park + Ride car park with space for around 600 cars. There is also a lockable storage room for bicycles and a bicycle shop for a fee.

Freight depot

Northern track apron of Worms main train station with freight yard

Directly to the north of Worms main station is the freight station , where freight trains are assembled on numerous tracks . There is also a drainage mountain in the northern part of the freight yard , but it has not been used for a long time.

Signal box technology

The relay interlocking that went into operation in 1985 with a control panel of the type track plan pushbutton interlocking from Standard Elektrik Lorenz from 1960 (SpDrL60) is located directly south of the Park + Ride car park. On the partition you can see the extensive track systems of the Worms main station and all operating points , block signals and level crossings south of the Oppenheim station to immediately north of the Bobenheim station on the Mainz – Mannheim line. In addition, three level crossings and the free stretch of the railway line Worms – Bingen Stadt to the stop of Worms-Pfeddersheim and the tracks of the free stretch of the Riedbahn to the station Hofheim (Ried) are shown on the partition .

passenger traffic

Operation in long-distance traffic

EuroCity control car in Worms main station on the way to Dortmund
Rheingold set of AKE railway tourism at the exit from Worms main station

Five long-distance trains stopped at Worms main station in 2017: an Intercity-Express , two EuroCitys and two Intercitys , most long-distance trains between Mainz and Mannheim, on the other hand, pass through the station without stopping. For years, local politicians have been calling for a better long-distance connection between Worms main train station and the DB long-distance network , but an actual implementation is uncertain.

The following long-distance lines have stopped at Worms main station since December 11, 2016:

line route Services
ICE 11 Wiesbaden  - Mainz  - Worms  - Mannheim  - Stuttgart  - Ulm  - Munich Indent
EC 32 Münster (to Klagenfurt) or Dortmund (from Klagenfurt) - Duisburg  - Cologne  - Koblenz  - Mainz - Worms - Mannheim - Stuttgart - Munich - Klagenfurt a pair of trains
IC 35 Leer (East Friesland)  - Münster - Recklinghausen  - Gelsenkirchen  - Duisburg - Cologne - Koblenz - Mainz - Worms  - Mannheim - Stuttgart (to Leer) or - Karlsruhe - Constance a pair of trains

Operation in regional traffic

Cross platform of the "Bensheimer Bahnhof"

Railway lines from all four directions intersect at Worms main station:

The line overview in local transport:

line route Clock frequency Operator
product
RE 4 ( Frankfurt am Main  -) Mainz  - Worms  - Frankenthal  - Ludwigshafen  - Speyer  - Germersheim  - Karlsruhe every two hours DB regional center :
SÜWEX
RE 14 (Frankfurt am Main -) Mainz - Worms  - Frankenthal - Ludwigshafen Mitte  - Mannheim every two hours
RB 35 Bingen city  - Alzey  - Monsheim  - Worms hourly DB regional center
RB 62 Worms  - Biblis (there connection to and from RE 70 to and from Frankfurt ) hourly
RB 63 Worms  - Bürstadt  - Bensheim hourly
S 6 Mainz - Oppenheim  - Worms  - Bobenheim  - Frankenthal - Ludwigshafen - Mannheim (every hour to Bensheim) every half hour DB regional center:

Rhein-Neckar S-Bahn

  • Regional Express with a class 612 diesel multiple unit in Worms main station on the way to Mainz

  • Regional train with class 628 diesel multiple units on the way to Bensheim

  • Regional train in Worms main station on the way to Biblis

  • Regional train on the way to Monsheim via the Rheinhessenbahn

Connection to the other public transport

Worms bus station

The bus station, newly built in 2003, is located directly to the east of Worms main station, near the terminus . The DB Regio Mitte offers nine lines within Worms (401 to 410) as well as others in the Worms region (431, 432, 434, 435). Late in the evening there are also night buses on six lines (410, 414, 415, 417, 418) and call taxis on seven lines (4901 to 4907, 4943, 4952, 6907). There are three regional bus routes to the Rhine-Neckar metropolitan region and to Hesse (451, 644, 646).

There is also a taxi stand opposite the main east entrance .

See also

literature

Web links

Commons : Worms Hauptbahnhof  - collection of images, videos and audio files

Individual evidence

  1. ↑ ( page no longer available , search in web archives: renovation of Worms main station - energetic upgrading for an imposing monument )@1@ 2Template: Toter Link / www.bahnhof.de
  2. ^ Statement by Heiko Scholz, head of the Mainz railway station management, in the Nibelungen Kurier of January 17, 2009, p. 2
  3. ↑ a b Ralph Häussler: Railways in Worms - From the Ludwig Railway to the Rhineland-Palatinate Clock . Edition Schwarz & Weiss, ISBN 3-935651-10-4 , p. 10 .
  4. ^ Ferdinand Werner and Margit Rinker-Olbrisch: The train station and its consequences. From Karmelitergasse to Kaiser-Wilhelm Strasse - civil building in Worms 1850–1914 . In: Der Wormsgau 33/2017 (2018), pp. 127–192 (132ff).
  5. ↑ Ralph Häussler: Railways in Worms - From the Ludwig Railway to the Rhineland-Palatinate Clock . Edition Schwarz & Weiss, ISBN 3-935651-10-4 , p. 12 .
  6. ↑ Fritz Reuter : Karl Hofmann and "the new Worms": Urban development and municipal building 1882–1918 = sources and research on Hessian history 91. Hessian Historical Commission Darmstadt and Historical Commission for Hesse . ISBN 3-88443-180-3 , p. 438, note 78 and 79.
  7. ↑ Ralph Häussler: Railways in Worms - From the Ludwig Railway to the Rhineland-Palatinate Clock . Edition Schwarz & Weiss, ISBN 3-935651-10-4 , p. 18 .
  8. ↑ a b Fritz Reuter : Karl Hofmann and "the new Worms": Urban development and municipal building 1882–1918 = sources and research on Hessian history 91. Hessian Historical Commission Darmstadt and Historical Commission for Hesse . ISBN 3-88443-180-3 , pp. 249 .
  9. ↑ Ralph Häussler: Railways in Worms - From the Ludwig Railway to the Rhineland-Palatinate Clock . Edition Schwarz & Weiss, ISBN 3-935651-10-4 , p. 20 .
  10. ↑ a b Ralph Häussler: Railways in Worms - From the Ludwig Railway to the Rhineland-Palatinate Clock . Edition Schwarz & Weiss, ISBN 3-935651-10-4 , p. 21 .
  11. ↑ a b c d e Ralph Häussler: Railways in Worms - From the Ludwig Railway to the Rhineland-Palatinate Clock . Edition Schwarz & Weiss, ISBN 3-935651-10-4 , p. 43 .
  12. ^ Eisenbahndirektion Mainz (Hrsg.): Collection of the published official gazettes of November 3, 1900. Volume 4, No. 51. Correction, p. 382.
  13. ↑ Fritz Reuter : Karl Hofmann and "the new Worms": Urban development and municipal building 1882–1918 = sources and research on Hessian history 91. Hessian Historical Commission Darmstadt and Historical Commission for Hesse . ISBN 3-88443-180-3 , pp. 252 .
  14. ↑ Eisenbahndirektion Mainz (Ed.): Collection of the published official gazettes of March 16, 1901. Volume 5, No. 12, Announcement No. 114, pp. 70–72.
  15. ↑ Fritz Reuter : Karl Hofmann and "the new Worms": Urban development and municipal building 1882–1918 = sources and research on Hessian history 91. Hessian Historical Commission Darmstadt and Historical Commission for Hesse . ISBN 3-88443-180-3 , pp. 255 .
  16. ↑ Fritz Reuter : Karl Hofmann and "the new Worms": Urban development and municipal building 1882–1918 = sources and research on Hessian history 91. Hessian Historical Commission Darmstadt and Historical Commission for Hesse . ISBN 3-88443-180-3 , pp. 254 .
  17. ^ Agreement between the Grand Duchy of Hesse and the Hessian Ludwig Railway from November 3, 1894 on the expansion of railway facilities . §§ 11ff. In: Eisenbahndirektion Mainz (Hrsg.): Collection of the published official gazettes . 1897, p. 43 ff .
  18. ↑ Cf. Bernhard Hager: "Absorption by Prussia" or "Benefit for Hesse"? The Prussian-Hessian Railway Community from 1896/97 . In: Andreas Hedwig (Ed.): On iron rails, as fast as lightning . Hessisches Staatsarchiv Marburg 2008. ISBN 978-3-88964-196-0 , p. 104.
  19. ^ Eisenbahndirektion Mainz (Ed.): Collection of the published official gazettes . Born 1898, No. 15 of April 2, 1898, p. 100, Announcement No. 155.
  20. ^ Eisenbahndirektion Mainz (Ed.): Collection of the published official gazettes . Born 1898, No. 33 of July 23, 1898, p. 235, Announcement No. 297.
  21. ↑ Eisenbahndirektion Mainz (Ed.): Collection of the published official gazettes from December 1, 1900. Volume 4, No. 55. Announcement No. 529, p. 410.
  22. ↑ Cf. Bernhard Hager: "Absorption by Prussia" or "Benefit for Hesse"? The Prussian-Hessian Railway Community from 1896/97 . In: Andreas Hedwig (Ed.): On iron rails, as fast as lightning . Hessisches Staatsarchiv Marburg 2008. ISBN 978-3-88964-196-0 , p. 104.
  23. ↑ Eisenbahndirektion Mainz (ed.): Official Journal of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz of January 24, 1914, No. 5. Announcement No. 50, p. 33.
  24. ↑ a b Ralph Häussler: Railways in Worms - From the Ludwig Railway to the Rhineland-Palatinate Clock . Edition Schwarz & Weiss, ISBN 3-935651-10-4 , p. 87 .
  25. ^ Reichsbahndirektion in Mainz (ed.): Official Gazette of the Reichsbahndirektion in Mainz of 23 August 1924, No. 35. Announcement No. 745, p. 422.
  26. ^ Deutsche Reichsbahn-Gesellschaft (Ed.): Official Gazette of the Reichsbahndirektion Mainz of October 28, 1933, No. 50. Announcement No. 583, p. 219.
  27. ↑ Ralph Häussler: Railways in Worms - From the Ludwig Railway to the Rhineland-Palatinate Clock . Edition Schwarz & Weiss, ISBN 3-935651-10-4 , p. 164 .
  28. ^ Max Schweinitz: Ten years of reconstruction at the Mainz Federal Railway Directorate . 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, pp. 53–57.
  29. ↑ Ralph Häussler: Railways in Worms - From the Ludwig Railway to the Rhineland-Palatinate Clock . Edition Schwarz & Weiss, ISBN 3-935651-10-4 , p. 164 .
  30. ^ Max Schweinitz: Ten years of reconstruction at the Mainz Federal Railway Directorate . 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, pp. 53–57 (57).
  31. ↑ Ralph Häussler: Railways in Worms - From the Ludwig Railway to the Rhineland-Palatinate Clock . Edition Schwarz & Weiss, ISBN 3-935651-10-4 , p. 166 .
  32. ↑ a b c d e Source: Platform information for Worms main station ( memento from February 24, 2016 in the Internet Archive ) on the Deutsche Bahn website