NEUSTADT-WORTHARD Железная дорога

NEUSTADT-WORTHARD Железная дорога
NEUSTADT-WORTHARD Железная дорога
Обзор
Родное имя	Палататный максимилиансбан
Номер строки	3433 (граница Neustadt -State) ; 3443 (Винден - Карлсруэ)
Местный	Рейнланд-палатинат , Германия
Услуга
Номер маршрута	676 (Neustadt - Карлсруэ) ; 679 (Winden-Wineerass)
Технический
Длина линии	Neusadt-Wineerance: 46,9 км ; Винден - Карлсруэ: 27,0 км
Основной датчик	1435 мм ( 4 фута 8 + 1 ~ 2 дюйма )
Рабочая скорость	140 км/ч
скрывать Маршрутная карта
скрывать Маршрутная карта
	Легенда
	Edenkoben Arcelor Mittal
	(часть станции)
	Бывшая железная дорога долины Клингбах
	Клингенмюнстеру
	Бывшая граница железнодорожного дивизиона:
	Mainz/Karlsruhe (1937–1945)
	44.618
	60.028
	line from Strasbourg,
	former line from Lauterbourg
	Wissembourg
	(1871–1919, 1942–1945 Weißenburg)
	Source: German railway atlas

Neustadt (Weinstraße) Hauptbahnhof, the start of the Palatine Maximilian Railway

Железная дорога Neustadt -Wissembourg , также называемая Pfälzische Maximiliansbahn Максимилианская железная дорога»), или максбан - линия в юго -западной , которая бежит из an der weinstrass Neustadt максимилиансбан ( « только Палатин германии железнодорожная Полем Платиновая максимилианская железная дорога также включала филиал ( Winden -Karlsruhe Railway ) от Виндена через Wörth и Maxaubahn до Карлсруэ .

Обзор

Это было названо Палатиновой максимилианской железнодорожной компанией , которая построила линию, в честь правящего короля Баварии в то время, король Максимилиан II .

Построенная в качестве транзитного маршрута, линия действовала в рамках дальнего маршрута на север-юг в течение первых нескольких десятилетий. Он полностью потерял эту важную роль в 1930 году, в то время как раздел Винден -Карлсруэ, первоначально построенный как ветвь, испытывал подъем, как следствие, в частности, участок Винден -Виссембург был связан. В результате, пассажирские услуги в последнем прекратились в 1975 году, но были восстановлены в 1997 году. Транспорт товаров на максимилиансбан резко сократился с 1990 -х годов.

Маршрут

Помимо участков Виндена-Ворта и Виндена-Виссембурга, линия дважды отслеживается. От Неустадта до Виндена в пробегах, в основном мимо виноградников вдоль немецкого винного маршрута в Палатинате , который, однако, направляется на юг. Палатинский лес , однако, остается постоянно по его мнению. На участке Виндена-Виссембург он проходит большую часть своей длины пустоши, так называемый «пояс скота» ( Viehstich ) и проходит вдоль западного края леса Биенвальда .

Секция Winden -Karlsruhe проходит до Канделя через сельскохозяйственную страну и между Канделом и Вортом проходит через Bienwald. Пересечение Рейна, он проходит Рейнауэна и край Книлингана, прежде чем бывшая железная дорога Хардта ( Грабен-Нейудорф -Эггенштейн-Карлсруэ) присоединяется к Максбаху, и вместе они бегают через станции Карлсруэ- Мюлбург и Карлсро-пропасть, чтобы добраться до Карл . Главная станция города, где они заканчиваются на платформе 1 или 101. Между Вортом и Карлсруэ линия электрифицирована.

Железная дорога проходит через различные сельские округа ( Landkreise ): станции от Neustadt An Der Weinstrasse до Рорбаха и от Штейнфельда до Швейгена - за исключением независимых городов ( Крисфри Стейдт ) из Нойустадта и Дер Вейнстрасс и Ланду - в округе) Südliche Weinstrasse , станции от Steinweiler до Maximiliansau Eisenbahnstrasse и Schaidt в графстве Гермерсхайм ; Станции от Максау до Карлсруэ Хауптбанхоф в городе Карлсруэ и Висембург во Французском графстве ( Арранизации ) Висембурга в департаменте Бас -Рхина .

History

Planning and construction

The first deliberations over the construction of the line go back to 1829. The intention was a trunk route from Strasbourg to Mainz, that would form a counterpart, west of the Rhine, to a railway from Mannheim to Basel. It was discussed at length, whether it was more pressing and desirable to build a route through the uplands from Neustadt via Landau to Wissembourg or to establish a railway line along the Rhine via Speyer, Germersheim and Wörth. The military in particular favoured a course that ran along the edge of the Palatine Forest. In any case the political events of 1848 meant the project came to a standstill.

In January 1850 a brochure appeared in Neustadt an der Haardt (now Neustadt an der Weinstrasse) which pushed for a railway via Landau to Wissembourg and in which it was argued amongst other things should serve the larger townships rather than those immediately alongside the Rhine. In 1852 the decision finally fell in favour of the higher route after expert opinion and studies had been conducted in the spring. On 3 November that same year the Bavarian king, Maximilian II, gave the green light for the construction, by approving the foundation of a limited company (Aktiengesellschaft), that was to set the project in motion.

The Maximilian Railway was built by Paul Camille von Denis, who had already been responsible for building the Palatine Ludwig Railway from Saarbrücken to the Rheinschanze (today: Ludwigshafen), from which the railway branched. The cost of building the railway came to four million Gulden in all.

Finally negotiations took place over the land to be used with the communities that the line would affect; in addition railway construction in the area of Landau was particularly difficult, because at that time it there was a fortification on the terrain intended for the railway.

The Maximilian Railway Company era (1855–1909)

On 18 July 1855 the section of line from Neustadt to Landau was opened, the Landau–Wissembourg section followed on 26 November 1855. On 14 March 1864 the Winden–Maximiliansau stretch was opened and on 8 May 1865 the link between Maximiliansau and the Baden Maxaubahn (Karlsruhe–Maxau) was completed.

In 1867 the Neustadt to Winden section was doubled, primarily to meet the increase in north–south traffic. In 1871 the section between Winden and Wissembourg - now belonging to Germany and renamed Weißenburg - was also furnished with a double track. This measure was implemented against the background that the Palatinate was alarmed about the competition for long-distance services, especially from Prussia.

The main station at Landau was rebuilt and considerably expanded in 1872 on the opening of the Lower Queich Valley railway (Untere Queichtalbahn - Germersheim–Landau).

Development to 1945

On 1 January 1909 the Maximilian Railway was transferred, along with the other companies belonging to the Palatinate Railway to the ownership of the Royal Bavarian State Railways.

At that time the Maximilian Railway together with the Ludwigshafen–Strasbourg railway were in competition with the Baden railways for long-distance traffic. The long-haul trains on the Maximilian Railway worked the Amsterdam – Cologne – Bingerbrück – Rockenhausen – Neustadt – Wissembourg – Strasbourg – Basel route. Once the World War I had broken out in 1914, scheduled services came to a standstill in order that the line could be guaranteed for military purposes.

After the end of the war the Alsace was annexed by France under the terms of the Versailles Treaty. In particular the railway, that from 1920 was operated by the Deutsche Reichsbahngesellschaft (DRG), largely lost its importance for long-distance traffic, because from then on most of it switched to the eastern side of the Rhine. the occupation of the Palatinate by the French made operations even more difficult. From 1923 to 1924, a so-called Regiebetrieb (i.e. publicly owned but independently run) operation was set up that was answerable to France. The final demise of long-distance services came after the end of French occupation in 1930.

After the end of the 1930s the main services on the Maximilian Railway flowed increasingly towards Karlsruhe, which is why in 1938 a fixed bridge across the Rhine was built between Maximiliansau and Karlsruhe for the first time; in addition the Saarbrücken–München express trains, that previously ran on the Lower Queich Valley railway from Landau to Germersheim, were routed from now on via Winden, Wörth and Karlsruhe. This switch meant that the Winden–Wissembourg section lost its importance, whilst the former branch to Karlsruhe experienced an upturn. At the beginning of 1945 traffic ceased as a result of the end of the World War II.

The Deutsche Bahn era (since 1945)

After the Second World War the station building at Landau, that had suffered badly from the war, was gradually replaced by a brand new building. The second track on the section of line between Winden and Wörth was dismantled by the French occupying powers. In 1975 public transit ceased on the Winden–Wissembourg section, and it was finally reduced to a single track.

Winden station after its modernisation in 2007

In 1985 express trains from Munich to Saarbrücken started running on the Karlsruhe–Landau line. These trains called at Landau in order to use the Queichtalbahn to Saarbrücken. After a shipping accident that occurred in 1987, a new bridge over the Rhine had to be built at Maxau. The bridge was opened on 29 April 1991 with one track and in 2000 was expanded to take a second track because it had become a bottleneck. The second track was opened to traffic on 12 May 2000.

At the beginning of the 1990s the depot (Bahnbetriebswerk) in Landau was closed and knocked down. Landau marshalling yard also disappeared. In 1994 through traffic from Karlsruhe to Neustadt in Landau was interrupted for several years; instead trains were route via the Queichtalbahn Pirmasens–Landau as far as Neustadt. In addition in March 1997 the Winden–Wissembourg line was reactivated.

In 2003 the main station at Neustadt was modernised as part of the introduction of RheinNeckar S-Bahn onto the Palatine Ludwig Railway.

From 1 to 3 October 2005 steam trains belonging to the Ulmer Eisenbahnfreunde (UEF) ran on the Maxbahn on the occasion of its 150th anniversary. The steam trains travelled on a circuit: Neustadt – Landau – Winden – Karlsruhe – Graben-Neudorf – Germersheim – Speyer – Schifferstadt – Neustadt and also from Neustadt to Wissembourg. Some hauled the so-called Silberlings of the Deutsche Bahn (DB). Kandel station was upgraded just in time for these celebrations.

Operations

Timetable

Although through trains run today from Neustadt to Wissembourg, the Neustadt–Winden section today belongs operationally to the Neustadt–Karlsruhe line. The Karlsruhe–Neustadt railway is numbered KBS 676 and Winden–Wissembourg as KBS 679.

A Regionalbahn (RB) and a Regionalexpress (RE) train run hourly from Karlsruhe to Neustadt and every hour a Regionalbahn train goes from Neustadt to Wissembourg, it does not stop between Landau and Winden however. The Regionalbahn trains from Karlsruhe to Neustadt stop at all the stations apart from Maximiliansau Eisenbahnstrasse and Maxau. Maximiliansau Eisenbahnstrasse and Maxau are served by the Karlsruhe Stadtbahn (light rail) line S5 (Wörth Dorschberg–Bietigheim-Bissingen), which follows the Maximilian Railway from Wörth to Maxau and switches to street running in the Karlsruhe district of Knielingen.

On Sundays and public holidays from May to October five pairs of long distance regional and excursion trains run:

The Alsace Express (Elsass-Express) from Mainz Hauptbahnhof via the Alzey–Mainz railway and Palatine Northern Railway to Wissembourg.
The Rhine Valley Express (Rheintal-Express) from Karlsruhe via the Palatine Ludwig Railway, Alsenztalbahn, Nahetalbahn and West Rhine railway to Koblenz Hauptbahnhof.
The Wine Road Express (Weinstrassen-Express) from Koblenz Hauptbahnhof travelling in the opposite direction to the Rhine Valley Express to Wissembourg.
The Bundenthaler from Mannheim Hauptbahnhof via the Palatine Ludwig Railway and the Felsenland-Express from Karlsruhe Hauptbahnhof with the combined route via the Queichtalbahn and Wieslauterbahn to its terminus at Bundenthal-Rumbach.

In addition a pair of trains under the name Strasbourg Express runs all year round at weekends without stopping from Neustadt to Strasbourg Gare Centrale.

The Palatine Maximilian Railway can be used in the whole of the Rhineland-Palatinate and French sections with passes issued by the Verkehrsverbund Rhein-Neckar including Maximiliansau Eisenbahnstrasse. The Karlsruher Verkehrsverbund is valid from Karlsruhe outwards on the entire line as far as Wissembourg and including Maikammer-Kirrweiler, where a transfer fare is available for the journey to Neustadt (Weinstrasse) Hauptbahnhof.

Motive power

Because the Rhine bridge between Karlsruhe and Wörth was initially a pontoon bridge, locomotives of the Palatine Class T 2.I were employed just to cross the river.

Since 1997 Regionalexpress (RE) trains run on the Maximilians Railway stopping en route in Wörth, Kandel, Winden and Landau. Initially tilting trains of DB Class 611 were used. However they proved very unreliable and were replaced only a few years later by the DB Class 612, which has since been used for most RE trains on the line.

Since the 1980s DB Class 628 engines have been used for Regionalbahn services, which in turn had replaced the earlier railbuses. DB Class 612 units usually power the Regionalexpress trains, more rarely seen are trains are hauled by DB Class 218 locomotives and comprising red-liveried Silberlings.

Goods traffic

есть много товаров, а также на затопленных гравийных Между Карлсруэ и Вёртом ям , Wissembourg и Winden, и на стыке Виндена с Торговым движением Ландау, однако, с момента ничего до ничего, что ясно из степени демонтажа на станциях в Канделе, Виндене , Рорбах, Ландау и Майкаммере-Киррвейлере, а также в первом Станция в Шайдте. Станции Kandel, Winden и Schaidt ранее были очень важны для транспортировки сахарной свеклы, потому что были погрузочные сооружения, на которых сахарная свекла можно было перегрузить из фермерских транспортных средств на вагоны товаров. С выходом Deutsche Bahn из такого типа транспортировки в девяностых годов, погрузочные сооружения были демонтированы, а транспорт сахарной свеклы на сахарные фабрики переключился на дорогу.

Помимо секции Wörth -Karlsruhe и Landauer Hauptbahnhof, единственные оставшиеся промышленные филиалы находятся в Edenkoben . Однако они не использовались в течение многих лет. Трасса в промышленной недвижимости Edenkoben Industrial Estate была полностью и безвозвратно отрезана от станции с удалением трека 3, потому что на его треке был построен пешеходный подземный переход.

С введением нового электронного сигнального ящика в Neustadt часть Wye была удалена. С тех пор поезда товары больше не могут работать непосредственно в Людвигшафен, но должны обратиться к главной станции. Даже пассажирский поезд от Pirmasens Hauptbahnhof в BASF должен изменить в Neustadt HBF, как и прежде, не останавливаясь, чтобы пробежать от Maikammer-Kirrwiler в Hassloch .

Кроме того, в Ландау многочисленные кожуры товаров, которые попадают в центр города, которые с тех пор полностью исчезли, хотя иногда следы все еще видны как заросшие пути между зданиями и квадратами. В полдень товарной поезд до сих пор ежедневно проходит от Неустадта в Ландау.

Источники

Ссылки

^ Железнодорожный атлас Германия (Немецкий железнодорожный атлас) . Schweers + Wall. 2009. ISBN 978-3-89494-139-0 .

Дальнейшее чтение

Вознаграждение железной дороги-хемат-года 2008 Südliche Weinstraße , Franz Arbogast Otterbach, ISSN 0177-8684
Майкл Хейлманн, Вернер Шрайнер, 150 лет Максимилианса Бана Неустадт-Страсли , профессиональное сообщение, Людвигшафен А.М. Рейн, 2005, ISBN 3-934845-27-4
Модельный и железнодорожный клуб Ландау в Палатитатном Э.В., 125-летний максимилиансбахн Неустадт/Вейнстр. Ландау/Пфальц , Ландау в Палатинате, 1980
Клаус Д. Хольцборн, Эйзенбан-Ревир Пфальц , Транспресс, Берлин, 1993, ISBN 3-344-70790-6
Альберт Мюль, Платинатная железная дорога. История, Операция и транспортные средства Пальцататных железных дорог , Theiss Verlag, Stuttgart, 1982, ISBN 3-8062-0301-6
Heinz Sturm, Platinate Railways , Pro Message, Ludwigshafen Am Rhein, 2005, ISBN 3-934845-26-6
Hansjürgen Wenzel, юго-западные немецкие железные дороги во французской зоне (SWDE) , Ek-Verlag, Wuppertal, 1976, ISBN 3-88255-821-0

Внешние ссылки

http://www.plandampf.info/ - Информация о праздновании 150 -летия

[Eisenbahnatlas-1] Железнодорожный атлас Германия (Немецкий железнодорожный атлас) . Schweers + Wall. 2009. ISBN 978-3-89494-139-0 .

[1]

v Т и Баварские государственные железные дороги
Bavarian railway lines	Bavarian Ludwig Railway Bavarian Maximilian Railway Ludwig South-North Railway Ludwig Western Railway
Bavarian railway companies	Royal Bavarian State Railways Bavarian Eastern Railway Munich-Augsburg Railway Company
Palatine railway lines	Palatine Ludwig Railway Palatine Maximilian Railway Palatine Northern Railway
Palatine railway companies	Palatinate Railway Palatine Ludwig Railway Company Palatine Maximilian Railway Company Palatine Northern Railway Company Neustadt-Dürkheim Railway Company