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49-616: Railway line extending from Karlsruhe, Germany The Maxau Railway (German: Maxaubahn ) was a 9.7 kilometre long, railway line opened in 1862, that linked the old Karlsruhe station with the Rhine at Knielingen , near to the Maxau estate. After the completion of a pontoon over the Rhine , in 1865 the link to the Palatine railway network at Maximiliansau

98-654: Is a hub for S-Bahn train services of the Karlsruhe Stadtbahn of the Albtal-Verkehrs-Gesellschaft . Most of the Karlsruhe Stadtbahn services, however, use platforms A to D on the station forecourt (officially: Bahnhofplatz ), which is shared with urban trams and buses. otherwise 20 minute intervals otherwise 20 minute intervals Karlsruhe%E2%80%93M%C3%BChlacker railway The Karlsruhe–Mühlacker railway

147-656: Is a railway line in the west of the German state of Baden-Württemberg . It was built between 1859 and 1863 and is one of the oldest railways in Germany . It was built as the second connection between the networks of the Grand Duchy of Baden State Railway and the Royal Württemberg State Railways and it still constitutes an important east–west route in southern Germany. The starting point at

196-794: Is also served by Regional-Express services to Neustadt an der Weinstraße , Mainz , Stuttgart and Konstanz as well as local and S-Bahn services in the Karlsruhe region. According to DB the station receives about 60,000 passengers and visitors each day. The tracks are designed for through services, with platform tracks 1–4 being used for services on the route to Mannheim and Basel, tracks 5–8 for services to and from Heidelberg and Rastatt, tracks 9–14 for services to and from Rastatt and Pforzheim and tracks 101 and 102 for services between Karlsruhe and Neustadt. The through tracks 1–14 can be approached from all lines while tracks 101 and 102 can only be used by services to and from Wörth and Durmersheim. West of

245-559: Is called Remchingen by the Karlsruhe Transport Association ( Karlsruher Verkehrsverbund ) for Stadtbahn services, while Deutsche Bahn uses the old name for its services. The Stadtbahn track between Grötzingen and Söllingen is operated by AVG as a single-track branch line. There are passing loops at Krappmühlenweg and Berghausen. In Söllingen a two-track terminus has been built. In Grötzingen station and north of Söllingen Reetzstraße station there are crossovers to

294-407: Is on the north side of the tracks. The building has both neoclassical and Art Nouveau features. East of the station building there is a second underpass, which originally served as an outlet for arriving passengers and was used for a time mainly as an underground car park and a few years ago for secure bicycle parking, but it is now back in use as a pedestrian underpass. A five-span, steel concourse

343-577: The Albtal-Verkehrs-Gesellschaft (Alb Valley Transport Company, AVG) began running between Karlsruhe Hauptbahnhof and Pforzheim in 1991. Full Stadtbahn operations commenced on 31 May 1997. This service switches between the single track Stadtbahn line and the double-track main line operated by Deutsche Bahn in Söllingen. The operation of local services on the Karlsruhe–Pforzheim line in is now carried out as Stadtbahn line S5, but it no longer runs to

392-645: The Baden end was originally Durlach , where it connects with the Rhine Valley Railway . The line was later extended to the old Karlsruhe station. From Durlach the line runs through the Pfinz and Kämpfelbach valleys, passing over the watershed between the Rhine and Neckar in a tunnel near Pforzheim , and follows the Enz river east of Pforzheim to Mühlacker . Since the end of 2010, Deutsche Bahn has called

441-478: The Baden Mainline was built between Mannheim and Basel , the original Karlsruhe station was built on Kriegsstraße between Ettlinger Tor and Mendelssohnplatz about 500 metres south of Karlsruher Marktplatz, the central square of Karlsruhe. The station was designed by Friedrich Eisenlohr and it was opened on 1 April 1843 with two platforms. From the beginning, it was designed as a through station. South of

490-690: The Intercity-Express network and the access stairs were complemented with lifts and escalators. In 1995, there was a further reorganisation of the station forecourt, during which the pedestrian underpass was closed and the tram station was rebuilt. In 1996, a rail link was built between the western track south of the station and the Albtalbahnhof (the Karlsruhe station of the Alb Valley Railway), over which Stadtbahn (light rail) services could run to Rastatt as line S 4/S 41 of

539-589: The Karlsruhe Stadtbahn between the rail network and the tram network. As a result, two terminating tracks, 103 and 104, were no longer necessary and, in the mid-2000s, they were closed, so the station now has 14 through tracks, 1–14, and two terminating tracks, 101 and 102. The Karlsruhe station is classified by Deutsche Bahn as a category 1 station. It is served by Intercity-Express trains to Berlin , Hamburg , Dortmund and Basel , from Intercity trains to Stralsund , Cologne , Nuremberg , Munich and Konstanz and by TGV trains to Paris and Stuttgart . It

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588-460: The Rhine Valley Railway had been completed from Mannheim to Basel in 1855, Baden could turn to its previously deferred construction project. An additional boost was given to the project by an agreement in 1857 on the construction of a railway bridge over the Rhine at Kehl , connecting the Baden and French railway networks. This was completed in 1861, producing an east–west connection. In 1856

637-667: The line to Stuttgart , in 1863 the Maxau Railway ( German : Maxaubahn ) connecting with the Palatinate , in 1870 the Rhine Railway to Mannheim, in 1879 the Kraichgau Railway and in 1895 the strategic railway from Graben-Neudorf via Rastatt to Haguenau . The tracks ran at ground level and the approach lines were built with sharp curves because of the confined spaces. The increased rail traffic and

686-485: The Baden parliament initially rejected the agreement, but construction of the Baden section of the line was finally approved. The section between Durlach and Wilferdingen was opened on 10 August 1859 and it was completed to Pforzheim on 7 July 1861. In Durlach the line connected with the Baden–Karlsruhe main railway. The originally proposed route between Pforzheim and Wilferdingen via Nöttingen, Ellmendingen and Dietlingen

735-812: The Deutsche Bahn main line. In long-distance transport, the Karlsruhe–Mühlacker–Stuttgart line is served every two hours by InterCity trains, stopping in Karlsruhe Hauptbahnhof, Pforzheim, Mühlacker , Vaihingen (Enz) and in the off-peak in Durlach. On 14 December 2008 the Orient Express was replaced by a EuroNight train between Strasbourg and Vienna due to the opening of the LGV Est . In December 2009 this service

784-779: The Hauptbahnhof, instead it runs to central Karlsruhe over tram lines. In 1999, Stadtbahn operations were extended from Pforzheim to Bietigheim-Bissingen . The main line is operated by Deutsche Bahn, as a double-track electrified main line. In 1941, a connecting curve was built in Mühlacker from the former terminus of the Baden State Railways on track 50 to the Western Railway towards Bretten so that direct trains between Pforzheim and Bruchsal would not have to reverse in Mühlacker. Wilferdingen-Singen station

833-572: The Karlsruhe–Stuttgart– Nuremberg route. In the 1980s, the city of Karlsruhe developed plans to build a Stadtbahn ( tram-train ) system, including regional rail services, which later became known as the Karlsruhe model . It was envisaged at the outset that the line between Durlach and Wilferdingen would be included in order to stimulate transport between Karlsruhe and the communities of Pfinztal and Remchingen . In 1992 planning of

882-790: The Maxau Railway at verkehrsrelikte.de Law on the construction of the Maxau Railway at hartmeier.de Concession for the construction of the Maxau Railway at hartmeier.de Retrieved from " https://en.wikipedia.org/w/index.php?title=Maxau_Railway&oldid=1239354964 " Category : Railway lines in Baden-Württemberg Hidden categories: Articles with short description Short description with empty Wikidata description All articles with dead external links Articles with dead external links from January 2018 Articles with permanently dead external links Karlsruhe Hauptbahnhof When

931-504: The Orient Express and five services per day from west to east and seven express services from east to west between Karlsruhe and Stuttgart. The intercity trains took 85 to 90 minutes on the route from Karlsruhe to Stuttgart. After the Second World War services at first were less than before the war: the age of luxury train was over, and thus the Orient Express was replaced by a regular express train, but it continued to be called

980-616: The Orient Express. From 1954, the service was replaced by the Mozart Express between Paris and Salzburg (from 1964 continuing to Vienna). Express or EuroCity trains continued on the line to 2003. In 1991 the D-trains on the line were replaced by InterRegio and InterCity services at two-hour intervals, significantly improving services. Thanks to the opening of the Mannheim–Stuttgart high-speed line long-distance trains on

1029-526: The Rhine route and TGV Duplex trains between Paris and Stuttgart. Karlsruhe – Germersheim – Speyer – Ludwigshafen – Frankenthal – Worms – Mainz – Frankfurt Karlsruhe Huaptbahnhof is start and end station of Rhine-Neckar S-Bahn line S3 service on the Karlsruhe– Bruchsal–Heidelberg– Mannheim– Ludwigshafen– Speyer– Germersheim route. peak hours: 30 minute intervals Karlsruhe station

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1078-477: The Second World War, the station was damaged by bombing, but not destroyed, so that it could be rebuilt after the war. The period after 1950 was characterised by a continuous modernisation of the station and the forecourt. In 1957, the electrification of the railway was completed. In 1969, the rebuilding of the station forecourt began, where—in the spirit of the times—a pedestrian underpass was created and

1127-762: The Wurttemberg government asked if it should take over the building of the Mühlacker–Pforzheim line. Construction of this line was necessary before the Enz Valley Railway and the Nagold Valley Railway could be built. These two valleys in the northern Black Forest were mostly in Württemberg, but could only be accessed from Pforzheim in Baden for topographical reasons. Baden, however, insisted on its right, agreed in 1850, to build

1176-750: The Württemberg Railway's through station and the Baden State Railways’ terminus. Trains continuing through Mühlacker changed locomotives until 1890 when the first trains ran from Karlsruhe to Stuttgart without locomotive changes. Mühlacker did not completely lose its role as a border station until the founding of Deutsche Reichsbahn in 1920. The line soon won substantial traffic. Therefore, it two sections were soon duplicated: in 1867 between Wilferdingen and Pforzheim and in 1869 between Durlach and Wilferdingen and between Pforzheim and Mühlacker. Two additional tracks were built to eliminate

1225-624: The bottleneck between Karlsruhe and Durlach, which was used by both the Karlsruhe–Mühlacker and the Baden Main Line in the first decades; as a result the Karlsruhe–Mühlacker line now began in Karlsruhe Hauptbahnhof (central station). With the construction of Durlach station in 1911 the route to Pforzheim took a slightly different route in this area. On 1 June 1958 the Karlsruhe–Mühlacker line was electrified, closing

1274-456: The car and tram traffic were reorganised. In 1977, a new interlocking controlled by pushing buttons was put into operation. At the end of the 1980s, the station was expanded to include three through tracks, 12–14, and a parking garage was built. This was intended to be followed by a redesign of the area immediately south of the station, but this has still not been implemented. Two platforms were extended and modernised for Karlsruhe's inclusion in

1323-596: The district of Beiertheim and also occupied a significant part of the Stadtgarten (city garden, the location of Karlsruhe Zoo ) and the garden behind the Stephanienbad (now Paul-Gerhardt) church. This resulted in the cutting down of the then oldest eastern cottonwood poplar in Europe. The platforms and the approach tracks were built on an embankment, with access via a pedestrian underpass. The entrance building

1372-478: The existing railway station lost its function as a railway station and continued to be used until the 1960s as a market hall. Today, the Baden State Theatre is located on the former railway yard. Some of the remaining tracks were used over the decades as sidings, but have since been entirely removed. The freight yard was used as a repair shop until 1997. Ludwig-Erhard-Allee was built in the meantime on

1421-544: The former stations at Mühlburger Tor in Karlsruhe and in Beiertheim and Rüppurr were closed. The stations in Mühlburg and Durlach were relocated and the tracks of the line to Mühlacker , which had previously ended in Durlach, were extended to the new Hauptbahnhof, so that there were now four tracks between Durlach and Karlsruhe. Also the new Karlsruhe-West station was opened for passenger services. The station forecourt

1470-665: The gap in the electrical network between the already electrified Rhine Valley Railway and the Württemberg Western Railway. Over time, several railway lines of mainly local importance connected with the Karlsruhe–Mühlacker line: A short walk from Pforzheim Hauptbahnhof to Leopoldplatz was the station of the Pforzheim Light Railway ( Pforzheimer Kleinbahn ), which operated to Ittersbach from 1901 to 1968. The line has always been an important link for international east–west traffic as part of

1519-424: The grounds of the freight yard, the workshop area is currently being redeveloped with blocks of flats (2010). The station building, which continues in use, was built about a kilometre south of its predecessor between Südstadt and the marshalling yard. Construction began in 1910 to the plans of August Stürzenacker and the station was opened on the night of 22/23 October 1913. The station and access tracks were built in

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1568-551: The line between Stuttgart and Karlsruhe (consisting of this line and part of the Württemberg Western Railway ) the Residenzbahn ("Royal Palace Railway"). This name was the result of a public competition. In the 1840s, the first negotiations were held on a link between the Baden and Württemberg rail networks, connecting Karlsruhe and Stuttgart via Pforzheim, but they failed due to a disagreement on

1617-604: The line is now part of Stadtbahn line S5 of the AVG on the Wörth–Karlsruhe–Pforzheim–Mühlacker–Bietigheim-Bissingen route. This provides a weekday service at 10-minute intervals between Karlsruhe and Pfinztal, at least every 30 minutes between Pfinztal and Pforzheim and at least hourly east of Pforzheim. The whole length of the line is in the common fare system of the Karlsruhe Transport Association and between Wilferdingen-Singen and Mühlacker it

1666-548: The link between the Baden and Palatine railway networks as part of the Karlsruhe–Landau–Neustadt link . See also [ edit ] Palatine Maximilian Railway Sources [ edit ] Karl Müller, Die badischen Eisenbahnen in historisch-statistischer Darstellung , Heidelberger Verlagsanstalt, 1904, S. 125-130 Ernst Otto Bräunche (Hrsg.), Rheinhafen Karlsruhe 1901-2001 , INFO Verlag, Karlsruhe 2001 External links [ edit ] Traces of

1715-594: The new line to Stuttgart were accelerated between Vaihingen and Stuttgart. These services needed just 52 minutes for the route from Karlsruhe to Stuttgart, with stops in Pforzheim, Mühlacker and Vaihingen. However the Karlsruhe–Pforzheim–Mühlacker line was also affected by the new line, as the quickest route from Karlsruhe to Stuttgart no longer ran via Pforzheim but via Bruchsal. In 2003, some InterRegio services were replaced by InterCity trains running on

1764-538: The railway post office, which had a railway siding on the tramway as well. A week before the opening of the station a tram line was opened between Ettlinger Tor and the new station, which—after removal of the access tracks to the old station—was connected to the city centre. A new terminus for the Alb Valley Railway ( Albtalbahn ) was opened 300 meters west of the station in Ebertstraße in 1915. In

1813-401: The resulting frequent closures of the level crossings disrupted the ever-growing city and made its expansion more difficult. After several years of discussion, which considered, among other things, the raising of the level of the tracks, the Baden parliament decided in 1902 to relocate the station to a site one kilometre south of the existing site. After the opening of the new station in 1913,

1862-502: The route was extended to include Pforzheim. However, since the proposed service frequency could not be executed on the existing tracks, additional infrastructure was added between Grötzingen and Söllingen, including an additional track which is served only by the Stadtbahn. Seven new Stadtbahn stops were also opened between Pforzheim and Grötzingen. Even before the construction of the additional track, dual-system light rail vehicles of

1911-492: The route. Baden saw the line as having two important tasks: on the one hand, connecting the industrial town of Pforzheim to the rail network, on the other hand, the creation of a possible direct connection between France, southern Germany and the Austrian Empire . A treaty signed in 1850 incorporated a compromise solution that provided for the construction of the Western Railway from Stuttgart to Bruchsal, while allowing

1960-655: The shortest route between Paris and Vienna. From 1883 services of the Orient Express ran on this line from Paris to Istanbul . By 1939 the line was used by ten long distance "D-trains" ( D-Zug , express trains using carriages with corridors) every day from west to east and seven D-trains from east to west. Five pairs of trains ran to/from Paris and three pairs of trains to/from Vienna . Pairs of trains ran to/from Prague and Warsaw (via Nuremberg ) and to/from Wuppertal (via Neustadt an der Weinstrasse and Bad Kreuznach ). Added to this were three services per week of

2009-476: The state of Baden to build a branch line via Pforzheim to Karlsruhe. For this reason, the Western Railway ran slightly further south that it might have in order that a junction station could be built at Eckenweiher Hof in the district of Dürrmenz . After Baden's difficult financial and political situation following the Revolution in Baden in 1848–49 had eased and the main project of the Baden State Railways,

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2058-460: The station are carriage sidings with a turntable and the Karlsruhe depot of DB Regio . East of the station there is a second set of carriage sidings. A connecting track allows shunting between the station and Karlsruhe freight yard. According to DB, the station is used by 130 long-distance trains, 133 regional trains and 121 S-Bahn trains each day (as at 29 June 2011). The station is served by 130 long-distance trains each day, mainly ICEs and ICs on

2107-400: The station there was a locomotive depot and to its east there was a freight yard and a central workshop. It was built to Irish gauge ( 1,600 mm ( 5 ft 3 in )), as were all railways built by the Grand Duchy of Baden State Railway in the early days. It was converted to standard gauge in 1855. In the following years other routes were connected to Karlsruhe station: in 1859

2156-553: The track itself. On 17 December 1857 an international treaty was concluded that regulated the construction of the line. This provided for Baden to build the railway to Mühlacker and for Württemberg in return to build branch lines up the Enz and Nagold valleys from Pforzheim. Moreover, the Durlach–Mühlacker line would be free of Württemberg taxes, as would the Western Railway on Baden territory be free of Baden taxes. The lower chamber of

2205-554: Was abandoned. InterCity service run every two hours alternating with Interregio-Express services every two hours between Karlsruhe and Stuttgart, with stops in Durlach, Pforzheim, Mühlacker and Vaihingen (Enz). In addition, Regional-Express services run every two hours via Bietigheim-Bissingen with an additional stop in Wilferdingen-Singen, then stopping at all stations between Pforzheim and Bietigheim-Bissingen and at Ludwigsburg and Stuttgart. In regional transport,

2254-477: Was built to cover five island platforms. Later an eleventh platform track was built and, in the 1980s, three more platform tracks were created south of the station concourse. West of the station building a station annex was built with four terminal tracks, where the lines from the Palatinate and Graben-Neudorf ( via Eggenstein ) terminated. The construction of the new station also affected the access routes. Thus,

2303-416: Was completed. The line was built by the city of Karlsruhe and operated by the Grand Duchy of Baden State Railway and later taken over by the Baden state railways. In the course of several renovations in 1895, 1913 and 1938 the course of the line was changed and the original trackbed was given up. During its existence the line provided access to the industrial and port facilities in western Karlsruhe as well as

2352-467: Was designed by Wilhelm Vitalli. The square with a rectangular ground plan is surrounded by arcades. At the end of the square to the east and the west are two hotel buildings and on the northern side is the entrance to the Stadtgarten and the commercial buildings. The station forecourt is a typical ensemble of urban architecture from the last years before the First World War. East of the station was

2401-510: Was dropped due to the negative attitude of the communities affected and the route via Ellmendingen and Dietlingen was replaced by a route along the Kämpfelbach Valley via Königsbach, Ersingen and Ispringen. The agreement with Württemberg was renegotiated, leading to a new treaty being signed on 6 November 1860. The Pforzheim–Mühlacker section was opened on 1 June 1863. For a long time there were two stations side by side in Mühlacker,

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