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24-424: [REDACTED] The Crailsheim–Heilbronn railway (also called the Hohenlohebahn —"Hohenlohe Railway"—and called the Kocher Railway in the time of the Royal Württemberg State Railways ) is a double-tracked, main line railway in southwest Germany that runs from Heilbronn , crossing the Hohenlohe region. In February and March 1857, the towns of Crailsheim , Heilbronn, Künzelsau and Weinsberg petitioned

48-597: A change in Schwäbisch Hall-Hessental). The Stadtbahn between Heilbronn and Öhringen is operated by Albtal-Verkehrs-Gesellschaft , using Stadtbahn electric multiple units of GT8-100C/2S and GT8-100D/2S-M classes. The Regional-Express services have used railcars of class 642 since December 2008 and Regionalbahn services between Öhringen and Schwäbisch Hall-Hessental continue to use class 628 diesel multiple units , which previously also ran between Heilbronn and Öhringen. Between Heilbronn and Öhringen there

72-631: A detour via Hessental. As a result, Hessental station became more important than Schwäbisch Hall station, although it is 4 km from the city centre. Since December 2005, the Heilbronn Stadtbahn has run on the Hohenlohe line to Öhringen-Cappel. This service operates as line S4 of the Karlsruhe Stadtbahn . This section of the line was electrified for this service and eight new stations were built. To carry out this work at

96-811: A link through the Ostalb from Aalen to Ulm, but did not achieve this aim until 1875/76. The spa town of Wildbad in the Black Forest was linked in 1868 to the Enz Valley Railway at the junction of Pforzheim in Baden. From Heilbronn the Lower Neckar line was extended in 1866 to Jagstfeld and from there 3 years later the line was extended as the Lower Jagst Valley Railway to Osterburken ; in both stations further links to

120-690: A lower cost the whole line between Öhringen and Heilbronn was closed between June 2003 and December 2005 and replaced by a bus service, avoiding the expenditure of €4 million, according to the DB. Despite this measure, there were repeated unplanned additional costs and delays in rebuilding the line. Even after the development of the line for the Stadtbahn, Deutsche Bahn still operates the route, through its subsidiary Westfrankenbahn , with Regional-Express services between Heilbronn and Crailsheim, as well as Regionalbahn services between Öhringen and Crailsheim (with

144-583: Is and additional pair of locomotive-hauled trains in the morning rush hour. Since the re-opening of the line between Öhringen and Heilbronn in December 2005, wagons are shunted daily between the factory of the Öhringen packaging manufacturer Huber and Heilbronn. In addition, freight trains run between Crailsheim and Hessental on the Nuremberg– Kornwestheim marshalling yard (Stuttgart) route. Between Heilbronn Trappensee and Heilbronn Karlstor stations

168-602: Is seen as the birthday for the K.W.St.E. . The law expressly envisaged that the construction of branch routes by private companies should also be possible. This law was at the same time the impetus for the foundation of the Maschinenfabrik Esslingen ('Esslingen Engineering Works'), that played a decisive role in railway construction and railway technology in Württemberg. In the Kingdom of Württemberg

192-649: The Baden state railways were made. From Horb, the Upper Neckar line reached Rottweil in 1867/68, and from there in 1869, the Baden town of Villingen in the Black Forest. In the same year the first trains ran on the Upper Danube line from Rottweil to Tuttlingen , from where in 1870 the connexion to Immendingen on the Black Forest line was built. The Danube Valley line was built in 1868 from Ulm in

216-835: The King and the Estates of Württemberg to be linked by a railway. In April, the Wurttemberg Chamber of Deputies recommended the construction of a railway line on the Heilbronn–Crailsheim– Nuremberg route. In May 1858, the Estates supported a route via Weinsberg and Öhringen to Crailsheim. This variant, proposed at a formal meeting of the Oberamt (district) of Weinsberg and by the people of the Weinberg valley ,

240-590: The Upper Neckar Railway that ran from Plochingen and reached Reutlingen in 1859, the bishop's town of Rottenburg am Neckar via Tübingen in 1861 and Eyach and the junction of Horb am Neckar in 1864/66. In eastern Württemberg the Rems line was built in 1861, running from Cannstatt via Schorndorf – Aalen to Wasseralfingen and in 1863 the junction at Nördlingen to the Bavarian railway network

264-429: The country from about 1825. Private interest groups were formed and, from 1834, the state also worked on the question, giving experts the task of finding suitable solutions. After years of preparatory work, it was decided to set up a railway network, the main lines of which would be built by the state. The Railway Bill of 18 April 1843, established the legal foundation for the construction of the railway network; this date

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288-654: The development of the network is at History of the Railway in Württemberg Until about 1865, the K.W.St.E.' s railway technology was based, not on an English prototype like the majority of German states, but on the United States. As far as rolling stock was concerned, this meant, for example, that locomotives as well as coaches used bogies. This more advanced route was temporarily given up under strong influences, predominantly from Prussia. Responsible for

312-606: The direction of Blaubeuren -Riedlingen, but only reached Sigmaringen in 1873. It was another six years before the Zollernalb line finished the connexion from Tübingen, that had linked Hechingen in 1869 and Balingen in 1874. The Black Forest line branched off in 1868/69 in Zuffenhausen to Weil der Stadt and got as far as the towns of Calw and Nagold in 1872. In 1874 the Nagold Valley Railway

336-639: The other former state railways of Bavaria , Prussia , Saxony , Baden , Mecklenburg and Oldenburg , formed the basis of the Deutsche Reichsbahn founded on 1 April 1920. German landscape painter Hermann Pleuer achieved fame through his impressionistic paintings of the trains and stations belonging to the K.W.St.E. In everyday speech the German abbreviation for the Royal Württemberg State Railways, K.W.St.E. ,

360-607: The procurement and conversion of locomotives from 1885 to 1896, amongst others, was chief engineer Adolf Klose . Under his leadership compound locomotives and rack railway engines were procured for the first time. He also built a type of running gear to improve the curve running of locomotives. He was followed by Eugen Kittel . He introduced superheating into Württemberg. Under his direction were, inter alia, Kittel steam railbuses, Württemberg C express train locomotives and Württemberg K class goods engines brought into service. He also tested petrol and accumulator cars. In 1913

384-633: The ramp to the Heilbronn Stadtbahn inner city line branches off. After the Stadtbahn stop in the forecourt of Heilbronn Hauptbahnhof , the Stadtbahn runs over a level crossing of the Franconia Railway on to the Kraichgau Railway to Karlsruhe . According to surveys of Albtal-Verkehrs-Gesellschaft in 2008, 13,400 passengers use the Stadtbahn daily on the route between Heilbronn and Öhringen. The patronage of DB Regio

408-610: The state railway started with the so-called Württemberg main lines. They ran from Stuttgart , along the River Neckar , on one side via Ulm to Friedrichshafen on Lake Constance , on the other side via Bretten to Bruchsal in the Grand Duchy of Baden . From Bietigheim the Lower Neckar Railway (North Railway or Nordbahn ) branched off toward Heilbronn . After a pause of several years, work began on

432-687: The statistics showed the following: After defeat in the First World War , the 1919 Reich Constitution ended the independence of the Württemberg railways. By means of a state agreement between the German Empire and the states, the Württemberg State Railways (the Royal title had been dropped after the abdication of King Wilhelm II on 30 November 1918) transferred into Reich ownership on 1 April 1920, and, together with

456-617: Was achieved. In 1862, the Kocher Valley line was established. This ran through Heilbronn from Hohenloh Land and on to Schwäbisch Hall . In 1867 it reached Crailsheim where trains on the Upper Jagst line from Aalen called and, in 1869, the connection was made with the Tauber Valley Railway to Mergentheim . The Brenz line , which was opened in 1864 to Heidenheim an der Brenz , had the potential to provide

480-444: Was around 700 passengers a day; in 2002, before the launch of the Stadtbahn, it was 585. An extension of Stadtbahn from Öhringen-Cappel to Waldenburg or Schwäbisch Hall is being considered. A connection to Künzelsau via Waldenburg was being examined in 2008. Royal W%C3%BCrttemberg State Railways As in many other states of the German Empire , there was increasing debate about how to improve transport communications across

504-462: Was completed, running through from Pforzheim via Calw-Nagold to Horb. In Herbertingen the Allgäu line branched in 1869 via Saulgau– Aulendorf to Waldsee . There it went in 1870 as far as Kisslegg and in 1872 to Leutkirch im Allgäu ; in 1874 Isny received its own railway station. Finally the state railway expanded its network by building the following routes: A detailed article in German on

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528-484: Was jokingly said in the Swabian dialect to stand for „ K omm W eible, St eig E i “ or "Come on woman, climb aboard". Their Baden neighbours had a rather less kind interpretation: „ K ein W ürttemberger St irbt E hrlich “ or "No Württemberger dies an honest man!" The comic song "Auf der schwäb'sche Eisebahne" (On the Swabian railways) has been sung by many artists, and versions can be seen on YouTube . It contrasts

552-542: Was opened on 10 December 1867. Planning and construction of the line were supervised by Carl Julius Abel. The original single-track line was duplicated between 1887 and 1890. In 1879 the Murr Valley Railway was connected to the Kocher Railway in the then neighboring town of Hessental rather than to Schwäbisch Hall station. This was disadvantageous for Schwäbisch Hall as a trip to Stuttgart required

576-539: Was the longest of three considered and, because it required the construction of the 891 m long Weinberg tunnel between Heilbronn and Weinberg, was much more expensive but had the advantage that all the major places in the Weinberg valley, including importantly Weinberg, could be connected to each other. The Heilbronn–Schwäbisch Hall section was opened on 4 August 1862 and the Schwäbisch Hall–Crailsheim section

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