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49-649: (Redirected from Maxaubahn ) 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

98-732: A direct link from Karlsruhe to Konstanz, without the diversion via Basel, in the shape of the Black Forest Railway (opened 1866–1873). Even when the Baden Mainline was being built, plans were already being formulated to link up with the Swiss railway network. This was not achieved until the bridge at Waldshut over the river Rhine, built by Robert Gerwig , was completed on 18 August 1859. Other links were made in 1863 at Schaffhausen , in 1871 at Konstanz and in 1875 at Singen . The Basel link line, which connected Baden station on

147-537: A direct route to France after the completion of the Rhine bridge between Kehl and Strasbourg. The opening up of the Palatinate ( Pfalz ) was first realised in 1865 with a pontoon bridge from Karlsruhe–Maxau as well as a link between Mannheim and Ludwigshafen in 1867. A connexion with Bavaria followed the opening of the Baden Odenwald Railway ( Baden Odenwaldbahn ) in 1866. Negotiations for

196-675: A railway connexion from Bretten to Kürnbach (with a planned junction to the Zabergäu Railway ( Zabergäubahn ) at Leonbronn ) was begun, but the line was never completed. The Baden State Railways began electric railway operations on 13 September 1913 with opening of the 15 KV AC, 16 2 ⁄ 3  Hz Wiese Valley Railway , Basel – Zell im Wiesental , and on its Schopfheim – Bad Säckingen branch. In addition to an experimental Class A¹ locomotive, eleven Class A² and A³ ( DRG Class E 61 ) electric locomotives were procured. All had side-rods driving three axles. The electrification of

245-563: A route to Württemberg were particularly difficult because both states were competing for traffic between Germany and the Alpine passes. While Baden favoured a line via Pforzheim, Württemberg was interested in a more direct connexion at Bruchsal . An agreement was finally reached in the state treaty of the 4 December 1850, whereby Württemberg was granted the right to build the direct Stuttgart – Mühlacker – Bretten – Bruchsal route ( Württemberg Western Railway ) even on Baden territory, while Baden

294-630: A track length of 1996 km, of which 1521 km was owned by the State Railways. In the succeeding years the main effort was the expansion of stations which formed railway hubs. The most important conversions were: The newly built Heidelberg central station could not be completed due to the start of the First World War . Its completion had to be delayed until 1955. Several routes in Baden were built by private concerns, but operated by

343-774: A transport hub. The most important of the privately built lines operated by the State Railways were: On the formation of the Deutsche Reichsbahn on 1 April 1920 the Baden State Railways were merged into it. The head office in Karlsruhe became the Karlsruhe Reichsbahn Division. The foundation of the Reichsbahn meant that a wish list of routes in Baden was cancelled and only four new lines were built: Construction work on

392-635: 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 Grand Duchy of Baden State Railway The Grand Duchy of Baden

441-737: 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

490-407: 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

539-431: The 1,600 mm ( 5 ft 3 in ). After it turned out that all her neighbouring states had opted for 1,435 mm ( 4 ft  8 + 1 ⁄ 2  in ) standard gauge rail, the Baden State Railways rebuilt all their existing routes and rolling stock to standard gauge within just one year during 1854/55. The line reached Basel in 1855, Waldshut in 1856 and Konstanz in 1863. With that

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588-478: 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

637-690: 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

686-589: 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

735-609: 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

784-609: The 'Railway Construction Division'. Later the railway construction authorities were incorporated into the 'Water and Road Construction Division'. Responsibility for the operation of the railway was, by contrast, given to the Foreign Ministry because it took over the running of the Postal Division, that from then on became the 'Post and Railway Division'. Not until the merger of the Baden Post Office into

833-661: The 414.3 km long Baden main line was completed. After the all-important north–south axis as well as links to the Lake Constance region had been established by the Baden Mainline, the remaining network expansion plans concentrated on opening up the area of Pforzheim with the Karlsruhe – Pforzheim – Mühlacker route (opened 1859–1863), linking up the Odenwald and Tauberfrankens with the Baden Odenwald Railway ( Heidelberg – Mosbach – Würzburg , opened 1862–1866) and forging

882-637: The Ettlingen West–Ettlingen Stadt line, taken over by the B.L.E.A.G. (Baden Branch Lines) on 1 January 1899, all state-operated private lines went into state ownership over the course of time. In addition to those lines run by the Baden State Railways there were also fully private lines after 1889 that are not listed. The Deutsche Reichs Railway completed the following routes within the Baden railway network by 1945: In addition several routes were built by foreign state railways that ran through Baden territory. The section from Bretten to Bruchsal

931-790: 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

980-811: The Reichspost in 1872 did a separate railway administration emerge in Baden: the Grand Duchy of Baden State Railways . The first route, called the Baden Mainline ( Badische Hauptbahn ), was built in sections between 1840 and 1863. The first, 18.5 km long, section between Mannheim and Heidelberg was taken into service on 12 September 1840. Other sections followed: to Karlsruhe in 1843, Offenburg in 1844, Freiburg im Breisgau in 1845, Schliengen in 1847, Efringen-Kirchen in 1848 and Haltingen in 1851. The branches to Kehl and Baden-Baden were opened as early as 1844 and 1845 respectively. The extension of

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

1127-624: The State Railways and, in most cases, subsequently taken over. These were not just branch lines of purely local significance like the Wiese Valley Railway ( Wiesentalbahn ) ( Basel – Schopfheim – Zell im Wiesental ), opened in 1862, but also main lines. In addition to attempts by towns, that still had no railway connexion and wanted better access to the railway network, the large cities in the state also got involved in railway line construction, in order to open up their environs and to strengthen their position as transport hubs. For example,

1176-617: The Wiesen valley line was mainly done in order to trial electric traction; it had no great significance in terms of traffic. No further expansion of electric services was carried out after the First World War due to the serious economic situation and it was not until 1952 that the electrification of Baden's railway network was begun in earnest. The railway lines in Baden State Railway network were opened as follows: On

1225-456: 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

1274-655: The city of Mannheim built a direct railway line to Karlsruhe without having to go via Heidelberg, in order to step out of the shadows into which they had fallen when the Badische Haupt Railway was married up at Friedrichsfeld and Heidelberg with the Main-Neckar Line that ran on northwards. In a countermove the city of Heidelberg pressed for the construction of the Heidelberg– Schwetzingen – Speyer route, in order to secure its importance as

1323-539: The cross-border lines marked with ¹ only the section as far as the border belonged to the Baden State Railways. The Basel link line was built by the Swiss Central Railway and co-financed by the Baden State Railway. The state railway had a special role for the only narrow gauge line, from Mosbach – Mudau , that opened on 3 June 1905. The firm of Vering & Waechter were contracted to build and run this line. State-operated private lines: Apart from

1372-596: 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

1421-715: The east of the Rhine with the Central station west of the Rhine, was opened in 1873. Today it is the most important railway connexion between Germany and Switzerland. The connexion to the north towards Weinheim - Darmstadt – Frankfurt had been established since 1846 by the Main-Neckar Line , in which the Grand Duchy of Baden participated. In 1879 the Ried Railway ( Riedbahn ) followed, although Baden did not own any section of it. From 1861 there had also been

1470-478: 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

1519-494: The first route between Mannheim and the Swiss border at Basel, as well as a stub line to Baden-Baden and a branch to Strasbourg. The construction of the railway line was to be funded by the state, something that had been championed especially by Karl Friedrich Nebenius . In September 1838 work started. The Ministry of the Interior was responsible for the construction of the railway, setting up for that purpose its own authority,

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1568-574: The fleet. At the end of the First World War the vehicle inventory included 915 locomotives, 27,600 goods wagons and 2,500 passenger coaches, of which 106 locomotives, 7,307 goods wagons and 400 passenger coaches had to be given to the victorious powers as reparations in accordance with the Versailles Treaty . An overview of Baden's locomotive classes may be found in the List of Baden locomotives and railbuses . The Baden State Railways fostered

1617-599: 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

1666-409: The foundation of a railway company in the neighbouring French province of Alsace , for the construction of a line from Basel to Strasbourg in 1837, did any serious planning begin for the building of a railway in Baden in order to avoid the loss of trade routes to Alsace. At an extraordinary meeting of the state parliament, the Baden legislature passed three laws on 29 March 1838 for the construction of

1715-424: 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

1764-603: The growth of an indigenous railway vehicle industry in Baden, because they preferred to buy from local firms such as the engineering works of Kessler and Martiensen in Karlsruhe, which later became the Maschinengesellschaft Karlsruhe ('Karlsruhe Engineering Company'). And two coach manufacturers emerged in Baden in the shape of Waggonfabrik Fuchs founded in Heidelberg in 1862 and Waggonfabrik Rastatt in 1897. Some coaches were also purchased by

1813-548: 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

1862-539: The main line through Basel territory required negotiations with the Swiss Confederation , during which differences of opinion over the best place for the junction of the Baden line to the Swiss network – Basel or Waldshut – led to delays. In the state treaty of 27 July 1852 an accommodation was reached which enabled the construction and operation of a line on Swiss sovereign territory by the Baden State Railways. The Baden railway lines were initially laid to

1911-538: 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

1960-452: 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,

2009-460: 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

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2058-400: 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

2107-509: Was an independent state in what is now southwestern Germany until the creation of the German Empire in 1871. It had its own state-owned railway company, the Grand Duchy of Baden State Railways ( Großherzoglich Badische Staatseisenbahnen or G.Bad.St.E. ), which was founded in 1840. At the time when it was integrated into the Deutsche Reichsbahn in 1920, its network had an overall length of about 2,000 kilometres (1,200 mi). Baden

2156-477: 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,

2205-416: 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

2254-467: 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

2303-549: Was permitted to build and operate the Karlsruhe–Mühlacker line , which ran partly in Württemberg. The connexion with Bruchsal was taken into service in 1853. The subsequent expansion of Baden's railway network was either aimed at opening up the regions or carried out from a military perspective. Worth mentioning are: Around 1895, Baden's railway network was more or less finished bar a few small sections. In 1900 it had

2352-473: Was the second German state after the Duchy of Brunswick to build and operate railways at state expense. In 1833 a proposal for the construction of a railway from Mannheim to Basel was put forward for the first time by Mannheim businessman, Ludwig Newhouse, but initially received no support from the Baden state government. Other proposals too by, for example Friedrich List , were unsuccessful at first. Not until

2401-564: Was transferred in 1878 to the ownership of the Baden State Railways. The first two steam locomotives for the Baden State Railways were built by the English locomotive works of Sharp, Roberts and Company and delivered in 1839. They were given the names Löwe and Greif ( Lion and Griffin ). As the railway network expanded the size of the fleet grew rapidly. When the railways were converted from broad to standard gauge in 1854/55, there were already 66 locomotives, 65 tenders and 1,133 wagons in

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