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47-516: Other railways, such as the Glan Valley Railway ( Glantalbahn ), built mainly for military strategic reasons, were also colloquially known as the Kanonenbahn , but the link between Berlin and Metz is the best known of them. Kanonenbahn is not an official name for the line. There are a number of other names for the line or sections of it: Four different railway divisions were responsible for

94-401: A Haltepunkt (halt), the island station was removed and a new outside platform was built with a platform overpass. This reduced the station’s staffing requirements. At the same time the platform lighting was replaced at the stations of Solms , Leun/Braunfels and Stockhausen (Lahn) . The Arbeitsgemeinschaft Mechanische Stellwerke e. V. (“working community for mechanical signal boxes”)

141-557: A few metres above the river’s surface and is characterised by numerous bridges and tunnels. It is therefore extremely scenic. As the line has never been fundamentally modernised, its numerous engineering structures, semaphore signals and accompanying telegraph lines have been preserved. The Hessian section of the line is a listed monument under the Hessian Heritage Act. The signalling of the section in Rhineland-Palatinate

188-621: A line from Berlin to Frankfurt am Main. In 1872 surveyors and engineers had already staked out the planned line on the Lollar –Wetzlar section. On 18 December 1872 the Prussian government presented a plan for the construction of the Berlin–Wetzlar railway to the Prussian House of Representatives. An act “for the issuing of a bond in the amount of 120 million Thalers to extend, complement and improve

235-579: A provisional concession for the Lahn Valley Railway and it was renamed the ( Nassauische Rhein- und Lahn Eisenbahn-Gesellschaft (Nassau Rhine and Lahn Railway Company).The permanent concession for the Lahn valley line was issued on 31 March 1857. The first plan for the line was prepared by the Belgian railway engineer, Frans Splingard from 1849 to 1851. The first section of the line from Oberlahnstein to Bad Ems

282-405: A two-level station, but they failed for cost reasons. The stations of Albshausen and Stockhausen are to be comprehensively rehabilitated in the future by means of a subsidies provided by the state of Hesse. Until the late 1970s, there were long-distance trains on the Lahn Valley Railway, including a pair of express trains to and from Trier to Westerland . Some timetables had an express train on

329-508: A wider cross section is required for many tunnels in order to be able to lay out rescue routes next to the tracks. In 2011 and 2012, the Hollrich and the Langenau tunnels were therefore rebuilt under single-track operations. The work was carried out under traffic with the tracks being switched within the tunnels. The curving track is unsuitable for higher speeds. The Lahn Valley Railway is one of

376-516: The Imperial Railways in Alsace-Lorraine were in charge: In 1880–1882, the railway was completed throughout. During the planning and construction, however, the Prussian main railway network was nationalised. A major reason for the construction of the railway, the independence of the various private railway companies, was thus already eliminated at, or shortly after, its completion. Similarly,

423-853: The Leinefelde–Treysa line and the Koblenz–Trier–Thionville line . There were also two new short sections, the Lollar–Wetzlar line and a new connection from Hohenrhein to Koblenz over the Rhine. The remaining sections of the railway used existing lines, which included the Halle–Kassel line , the Thuringian railway’s Gotha–Leinefelde branch line , the Main-Weser Railway , the Lahntal railway and

470-656: The Paris –Trier–Koblenz route, continuing on the Lahn valley line to Gießen. The Dortmund –Bad Ems through coach of the Koblenz–Limburg–Frankfurt express, which had been very popular with spa guests had been discontinued. The Koblenz–Gießen express was extended several times a day via the Vogelsberg Railway to Fulda . A curiosity was the Frankfurt–Cologne express, which ran between Weilburg and Limburg on

517-564: The Prussian Minister of Commerce, Trade and Public Works for a railway through the Moselle valley from Koblenz to Trier. It was claimed that such a line would carry gypsum, slate and iron ore. The president of Rhine Province wrote in response two weeks later on 31 August 1855 that the War Ministry has repeatedly stressed the military importance of a railway from Koblenz to Trier and supported

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564-786: The 1980s, and later also by class 216 locomotives. Silberling cars were only occasionally operated up to 1990. Express trains were usually formed with class V 200 locomotives and "standard carriages" ( UIC-X-Wagen ). At the end of the 1980s, the picture changed with the arrival of new class 628 DMUs, which eventually displaced many DMUs and locomotive-hauled trains. The latter services continued until December 2004, initially for many years with class 212 and 216 locomotives, which were from 1998 onwards replaced by class 215s , which were in turn replaced in December 2002 with class 218s . The trains initially consisted of standard carriages, and were later formed increasingly from Silberling carriages. With

611-481: The 2015 modernisation, the dispatcher in the entrance building ( Bf ) has controlled all points and signals at the station. In preparation for Hessentag 2012, Wetzlar station was fundamentally renewed. Since the end of the works, the trains of the Lahn Valley Railways have operated from new, modernised platforms. In 2015, the signal technology on the Rhineland-Palatinate side (Diez–Niederlahnstein section)

658-525: The Cologne–Groß-Gerau high-speed railway project planned in the 1970s for an east of the Rhine railway between Limburg and Diez would have connected with the Lahn Valley Railway at a two-level station. During the planning for the Cologne–Frankfurt high-speed railway , there were also considerations of connecting with the Lahn Valley Railway between the stations of Limburg (Lahn) and Eschhofen at

705-571: The French Chemins de fer de l'Est ’s line to Metz. The project included the upgrading of these existing routes for the Cannons Railway such as the duplication of the Lahntal railway. The Cannons Railway was opened in 24 sections. These were: For the management of the construction of the Cannons Railway, four Royal Railway Divisions ( Königliche Eisenbahndirektionen , KED) and General Division of

752-413: The Lahn Valley Railway only on workdays and only in one direction. The traffic on the Lahn Valley Railway was a mixture of locomotive-hauled trains and diesel multiple units. The locomotive-hauled trains were mainly used for commuter and school services and were mainly operated with rebuilt carriages and express train carriages of class E 30, which were hauled by diesel locomotives of class 211 up to

799-671: The Lahn valley ( Lahntal ). Its western terminus was originally in Oberlahnstein . Trains now mostly operate between Koblenz and Gießen . The line was opened by the Nassau Rhine and Lahn Railway Company and the Nassau State Railway between 1858 and 1863 and is one of the oldest railways in Germany . The railway follows the largely winding course of the valley of the Lahn river . It is only

846-489: The Second World War. Signs of the war-time damage are still recognisable today on the tunnels as well as on the abutments and pillars of the Lahn bridges, Weilburg station was renewed and given disability access in preparation for Hessentag 2005. A temporary platform erected on this occasion was subsequently removed. In September 2010, the status of Leun/Braunfels station was downgraded from Bahnhof (station) to

893-649: The Wikimedia System Administrators, please include the details below. Request from 172.68.168.150 via cp1114 cp1114, Varnish XID 455622200 Upstream caches: cp1114 int Error: 429, Too Many Requests at Fri, 29 Nov 2024 06:54:20 GMT Lahntal railway The Lahntal railway or Lahn Valley Railway (German: Lahntalbahn ) is a railway line between Niederlahnstein in the German state of Rhineland-Palatinate to Wetzlar in Hesse , partly following

940-464: The building of the line far from urban areas for strategic reasons proved to be an obstacle to the development of traffic. For through traffic, the whole line was never important. In places, the line did not need the originally planned double track. In the following years, individual sections of the route developed very differently. Some sections, such as Berlin–Wiesenburg or Koblenz–Trier attracted through traffic. Others had only local importance. In 1945

987-399: The decline of mining in the Lahn valley there has been little freight on the line. Up to the 1990s regular freight traffic gradually came to a standstill. The Löhnberg –Wetzlar section for many years had no freight. Many goods yards and the extensive system of track that existed before the turn of the century were largely eliminated. The situation has changed since the 1980s as all trains for

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1034-405: The economics or the potential civilian traffic on the line in peace times. Certain design parameters such as minimum curve radius, maximum gradient and maximum load had to be met. It was planned as a double-track line with the aim to bypassing urban areas where possible. The military expressed interest in a continuous railway at an early date. For example, as early as 1855 the private sector lobbied

1081-511: The end of October 2009, two incidents in relation to the tilting system led to it being switched off, delaying trains by about 10 to 15 minutes. After the timetable change in December 2010, the Regional-Express trains were again operated with active tilt technology. As a result of the 2006/2007 timetable change in December 2006 and the associated cost-cutting measures in the regional transport sector, there were considerable cuts in services on

1128-721: The end of the Duchy as an independent state as a result of the Austro-Prussian War , the Nassau State Railway was absorbed by the Prussian State Railways . Subsequently, a direct connection was opened to Niederlahnstein on the main line on 15 May 1879. Following the establishment of the German Empire in 1871, the Lahn Valley Railway from Koblenz to Wetzlar was extended to Berlin as the Berlin–Wetzlar railway, part of

1175-621: The equipment of the state railway network of 11 June 1873”, known as the Kanonenbahngesetz (“Cannons Railway Act”) authorised the construction of the railway using French reparations and authorising bonds to be raised for the line. The entire route has a length of about 805 km, of which around 511 km was built under the Cannons Railway Act. These were mainly the Berlin–Blankenheim line (Wetzlar Railway or Wetzlar line),

1222-468: The establishment of a direct railway from Berlin to Frankfurt am Main") applied to the Prussian Minister of Trade, Commerce and Public Works for a concession for a railway line. This request was rejected only 14 days later on the grounds that the government was planning a direct connection between the eastern and western railways networks and that the government intended to take into account the need for

1269-439: The few main routes in Germany largely not electrified, except for the short Eschhofen – Limburg (Lahn) section, part of the electrified Main-Lahn Railway , connecting Frankfurt Hbf and Limburg. Since many of the 18 tunnels and several overpassing bridges are too low, the electrification—planned in the 1970s—would be very costly. The structure gauge of the tunnels prevents the use of double-deck carriages . The option of

1316-447: The immediate building of such a line, which would form a natural extension a railway line from Berlin via Halle , Kassel , Gießen , Wetzlar to Koblenz, running to the south western periphery of the kingdom of Prussia. It would at the same time provide a direct connection between the central Rhine, the most remote part of Prussia, the old Prussian provinces and the centre of the state (Berlin). However, it would be more than 15 years before

1363-434: The line at the beginning and end of the day. Therefore, a supplementary service was provided by regular buses (route 282) between Limburg and Weilburg. However, the buses took much longer than the trains. On the eastern section between Wetzlar and Weilburg daily (Monday to Saturday), bus route 125 ran from Weilburg (departing at 3.56 am or 5.26 am on Saturdays) to Wetzlar, giving early connections to Gießen and Frankfurt. In

1410-796: The line was divided by the Inner German border between Geismar and Schwebda . This meant that the Cannons Railway was no longer a continuous line and it decreased the importance of the Hessian sections. In 1974 passenger services on the Malsfeld – Waldkappel section were abandoned, which was followed by the closure and dismantling of that section and in other sections in Hesse. After 1990, sections that had been in East Germany were also closed. Glan Valley Railway Too Many Requests If you report this error to

1457-481: The opposite direction, bus route 125 also ran daily (Monday to Saturday) in the evening from Wetzlar (departing at 10:27 pm) to Weilburg and on Saturdays to Stockhausen. Since the 2011/2012 timetable change on 11 December 2011, the (Fulda–Alsfeld–)Gießen–Limburg services (RB 25) has been operated by HLB. In this case, Alstom Coradia LINT  41 (class 648) sets are used and Siemens Desiro Classic (class 642) sets are operated as additional trains in

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1504-543: The peak on the Weilburg–Gießen–Grünberg route. In addition, trains on the Lahn Valley Railway now stop again in Dutenhofen , which they previously passed without stopping. The RB services run mostly hourly from Monday to Friday, half-hourly in peak periods, and on the weekend services run every two hours. (plus additional peak services, two trains starting from Kaisersesch ) (plus additional peak services) Since

1551-573: The project was completed. No later than 1871, preliminary studies were carried out of the route of the line, selecting a route that for the most part had little or no civilian importance for traffic and which bypassed urban areas. Private plans for the railway’s construction were rejected with state funding available from the French reparations . On 12 June 1872, the Verein für die Gründung einer directen Eisenbahn von Berlin nach Frankfurt am Main ("Association for

1598-457: The short turnaround times in the terminal stations and to reduce delays. Until the change of the timetable in 2006/2007, a Vectus railcar operated as an RB service between Limburg and Gießen. After the 2006/2007 timetable change, there were separate Vectus DMU services between Limburg and Gießen: from Monday to Friday in the evening two Regionalbahn train pairs were operated by Vectus between Limburg and Giessen; several services also operated at

1645-705: The so-called Kanonenbahn ( Cannons Railway ), a strategic military railway from Berlin to Metz via Wetzlar, Koblenz and Trier . As a result, the Lahn valley line was upgraded with a second track, laid between 1875 and 1880. While the whole line was duplicated at that time, several sections between Koblenz and Limburg were rebuilt with single track after the Second World War , between Niederlahnstein and Hohenrhein, between Dausenau and Nassau and between Fachingen and Balduinstein . The sections between Limburg and Koblenz, Niederlahnstein–Hohenrhein, Dausenau – Nassau and Fachingen– Balduinstein were only re-built after

1692-523: The supervision of the construction of sections of the line and used different names for the line. For example, the official tender for construction of the line in Eichsfeld described the line as the Berlin–Coblenz Railway. The initials "BCE" are found on benches and chairs in railway stations and various buildings on the line. Strategic railways are lines built on military grounds without regard to

1739-738: The transport of clay mined in the Westerwald and bound for Italy have since the closure of the Brexbach Valley Railway between Engers and Siershahn travelled via Limburg. Loaded clay wagons from the Westerwald are assembled into unit trains in Limburg. These trains then run over the Main-Lahn line to Frankfurt, Mannheim and Basel , mainly continuing to Domodossola in northern Italy. Therefore, Limburg station still has an extensive goods yard. Clay

1786-489: The use of the class 215 and 218 sets, the locomotive-hauled trains were finally converted to push-pull operations, which until then had been used very rarely in the Lahn valley. Except for commuter and school services, the passenger trains were predominantly operated with railcars and DMUs. For a long time, the Lahn Valley Railway was a focus for the operation of accumulator railcars of classes ETA 176 and ETA 150 sets with up to four cars. The Uerdingen railbus

1833-732: The weekend. These trips were used to transport the Vectus vehicles to the DB Regio carriage-washing facility in Giessen. These trips have not operated since the takeover of the Limburg–Giessen section by the HLB in December 2011. Since the timetable change in December 2008, Regional-Express services have been provided by class 612 DMUs with active tilting technology, which allowed travel times between Limburg and Gießen to be shortened by about eleven minutes. Since

1880-604: Was also used in various versions. However, from 1987, these vehicles were quickly replaced by new class 628 diesel locomotives, which also displaced some of the locomotive-hauled trains. This would not change until December 2004. The operation of class 611 sets equipped with tilting on a continuous Regional-Express service commenced for a few months from about 1997. Due to technical difficulties, these multiple units had to be withdrawn from circulation and reworked several times. They were replaced by trains hauled by class 216 locomotives, some with locomotives at both ends to keep

1927-407: Was essentially conceived by the railway engineer, Moritz Hilf in 1860. It was opened in three sections and completed on 10 January 1863. The extension of the line had more than six kilometres of tunnels. The architect and royal railway and operations supervisor, Heinrich Velde was responsible for the buildings, particularly the railway stations, the station master’s houses and the tunnel portals. With

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1974-430: Was founded on 21 February 2010 in Limburg to prevent the demolition of the historical and protective signal box Bo . The working community has set itself the goal of rehabilitating the signal box and, in the longer term, preserving it as a monument of the railway history in the Lahn valley for posterity. The signal box is located at the northern exit of Balduinstein station just before the Lahn bridge. The signal box

2021-473: Was inaugurated in 1913 and went out of service on 1 September 2003. During the active period, the signal box was constantly occupied by a signalman. A mechanical interlocking device of the Bruchsal ;J type was installed in 1929. Later, a system operated by push buttons was used to operate the electrically-actuated Dr S2 interlocking from Siemens. Since the decommissioning of the signal box Bo during

2068-533: Was modernised in 2015. The line is listed by Deutsche Bahn as timetable route number 625 and track route number 3710. After the Taunus Railway ( Taunus-Eisenbahn ) from Frankfurt was completed to Wiesbaden in 1840, a private company was founded to continue the line along the Rhine. This was originally called the Wiesbadener Eisenbahngesellschaft (Wiesbaden Railway Company). In 1853 it

2115-411: Was modernised; the old mechanical and relay interlockings were taken out of operation, including signals and level crossings, on 24 August 2015 and replaced by a new electronic interlocking called Untere Lahn (lower Lahn) based at Diez station. At the same time, the many low platforms were replaced by new ones with the standard height of 55 centimetres. Because of new safety regulations,

2162-488: Was opened on 1 July 1858, but shortly afterwards it was buried by a landslide. Since the Nassau Rhine and Lahn Railway Company lacked the will and the necessary capital for the speedy construction of the lines, the Duchy of Nassau in 1857 withdrew its concessions, nationalised the company, and built and operated the lines as the Nassauische Staatsbahn (Nassau State Railway). The Lahn Valley Railway, as it exists today

2209-570: Was renamed the Nassauische Rhein Eisenbahn-Gesellschaft (Nassau Rhine Railway Company) when it received a concession to build and operate the Nassau Rhine Valley Railway between Wiesbaden and Niederlahnstein. The Nassau government initially opposed the construction of a line in the Lahn valley because it had invested massively since 1844 in the development of the Lahn as a waterway. In 1855 the company received

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