501:, the brother of King Grand Duke Wilhelm III. Prince Henry had been the Lieutenant-Governor, representing his brother, in the Grand Duchy of Luxembourg since 1850. Despite strong resistance from the competing Guillaume-Luxembourg company in conjunction with their railway company, EST, concessions were eventually granted for the Prince-Henri company. This company established a network of lines, primarily radiating from Pétange, and included another line, which — albeit utilising sections of the GL network — extended in a wide arc north of the city of Luxembourg and along the eastern border of the Grand Duchy from Diekirch via Echternach and Wasserbillig to Grevenmacher. The network was gradually opened between 1873 and 1881, with some later additions.
17:
455:
463:
782:
administrative chaos that took several years to sort out. It was concluded with a Franco-Luxembourgish treaty in 1925 – although some aspects remained subject to legal disputes until 1933 – establishing the status quo and confirming that the French
Administration of the chemins de fer d’Alsace et de Lorraine (AL), which succeeded the EL in the former Reichsland Elsaß-Lothringen, also assumed its rights and duties in Luxembourg.
859:
48:
220:(GL). While the company paid the deposit, construction did not begin yet. There was then a further contract on 2 March 1857, when French funds had been secured. In the end, the Guillaume-Luxembourg lines were financed exclusively through French capital. The company became embroiled in a financial scandal, and was forced to ask the Luxembourgish government for help.
388:(AL) took over the operating rights on the GL network, succeeding the EL, after Alsace and Lorraine had reverted to France following the First World War. In 1938, all rights of the AL were transferred to the newly established SNCF. During the Second World War, Germany occupied the Grand Duchy of Luxembourg and integrated all railways there into the
830:
is also used on the line to
Germany, where there is a system changeover point to the German network (15 kV / 16 2/3 Hz) at Wasserbillig. The line towards Belgium was subsequently converted to 25 kV / 50 Hz. The narrow-gauge network was completely shut down. Today, CFL operates only 271 km, thus halving the network compared to pre-war levels.
826:(CFL) was founded. The concessions of WL and PH were withdrawn by the law of 16 June 1947. The CFL existed on paper, but the Chamber of Deputies did not ratify the law until 4 June 1947. All Luxembourgish railway lines were given to the CFL for a term of 99 years. The Luxembourgish government owned 51%, and France and Belgium 24,5% each.
845:
829:
The situation resulted in the electrification of the network in the following decades initially taking place with two different systems: towards
Belgium with the commonly used direct current of 3000 volts, and towards France with the alternating current of 25 kV / 50 Hz used there. This railway power
192:
In this context, M. Daval approached the
Luxembourgish government about building three railway lines, which were to lead from Luxembourg to Arlon, Thionville and Trier. Daval had founded a company for this purpose with the banker Adolphe Favier and the engineer Stéphane Jouve. After the Luxembourgish
91:
In addition to the
Luxembourgish ties with Belgium, there were British economic interests in the area. Thus, British companies and banks also studied the feasibility of railway projects that affected Luxembourg from around 1845. The Grand Duchy's finances and its financial sector were at the time too
671:
1895 - 1900: PH made huge profits. In this period, various elaborate buildings were constructed in PĂ©tange: a large rail station, a headquarters, a block of social housing for workers, five villas as accommodation for the director and the engineers. The street where these villas stood (and one still
84:
The first half of the 19th century was strongly marked by the steam engine, the invention that allowed humans to multiply, to an unexpected extent, their capacities for production, construction, and transportation, without depending on seasonal and atmospheric conditions. Thus, the need was felt for
734:
The
Luxemburg narrow-gauge railways served the country's local and regional transportation needs. They were decommissioned in the decade following the Second World War. While the Guillaume-Luxembourg and the Prince-Henri companies had constructed the high-traffic routes by around 1880, parts of the
104:
was founded in 1845, with the goal of connecting
Luxembourg to its three neighbouring countries through railways. A preliminary agreement was signed on 4 June 1846, but did not immediately bear fruit, as the government and the company could not reach a final agreement. A few years later, by the law
341:
Another problem was that the network that had developed until 1867 led from larger cities abroad to the city of
Luxembourg, in a star shape. However, the Luxembourg steel industry wanted connections between its supply and production sites and also found the tariffs of the GL to be too high. Out of
337:
In 1862 the operation of the lines from
Kleinbettingen to Luxembourg and from Luxembourg to Wasserbillig passed, once again, from the EST to the Belgian Grande Compagnie du Luxembourg, as part of an exchange for the operation on the Luxembourg–Spa railway line. However, in 1869, the EST took back
152:
With the northwards expansion of the
Thionville line, the Longwy route was in the interest of Belgian and Lotharingian industrialists, who wanted to link up iron ore mines and the steel industry in the French-Luxembourgish border area. Due to strategic military interests of the French government,
197:
had pulled out, EST was being reluctant due to the competing project via Longwy, and another, Prussian company that had been in talks could not bring up the funds, it started talks with Daval. This resulted in an agreement on 9 November 1855, through which the company was awarded the name of the
781:
The illegal occupation of neutral Luxembourg by the German Empire at the beginning of World War I and the subsequent use of its railway network, the de facto seizure of the Luxembourg railways by the victorious Allies, and the downfall of the EL, which had operated the GL routes, left behind an
416:
outside of the Fortress. The Prussian military authorities demanded that it be built out of wood. The fact that the station was built outside the fortress, 1,500 metres (4,900 ft) away from the city centre, on the other side of the PĂ©trusse valley, is the reason for the construction of the
168:
bank declared its willingness to finance the project. (The Compagnie du chemin de fer de Paris à Strasbourg became the Compagnie des Chemins de fer de l’Est (EST) that same year.) With this, the extension of the cross-border segment of the Thionville–Luxembourg line seemed secure. Since EST was
797:
All three entities, the GL with 209 km track length, the Prince-Henri line with 190 km and the narrow-gauge lines with 143 km (a total of 542 km) were annexed by the Deutsche Reichsbahn. On 1 December 1940 the Reichsbahndirektion SaarbrĂĽcken took over the management of the Prince-Henri line.
369:
Guillaume-Luxembourg was purely a financing, construction, and railway infrastructure company that never operated a public railway itself. Even before the completion of the first line on 6 June 1857, the operation of the lines it built was leased to the Compagnie du chemin de fer de Paris Ă
570:
During 1874–1877, the customers of the ironworks were losing interest in Luxembourgish cast iron. Due to its high phosphorus contents, it was too brittle. Its price fell from 140 to 45 francs per tonne. The first crisis was unavoidable, and 40% of the ironworkers lost their jobs. The
314:. The GL's lines on the other side of the border were operated by the EST railway company, which had French interests behind it. Additionally, the political situation was complex, caught between Prussia, France, and Belgium (which was supported by British interests). In 1867, the
821:
To avoid a repetition of the chaotic conditions that had arisen after the First World War, the state took advantage of the situation that the three entities that had previously operated railways in the Grand Duchy had been unified under the Reichsbahn. On 17 April 1946, the
228:
It therefore took until 11 August 1859, before the route to Thionville went into operation, as Luxembourg's first railway line. On that same day, a "pleasure train" with 600 passengers travelled to Paris. The same year, on 4 and 5 October, the route to Arlon was opened.
77:, until 1918. However, until 1890, so in the period during which most of the railways were built, the Grand Duchy was connected in personal union to the Dutch monarchy. Luxembourg's neighbour, Belgium, had definitively split off from the Netherlands in 1839 with the
809:
After the liberation of the capital on 10 September 1944, Luxembourgish railways worked to open temporary service. The first trains to run were military transports. The first worker trains resumed service on 5 October 1944, bringing workers via the Attert line to
92:
weak, to undertake railway projects itself. There was the additional problem that the city of Luxembourg was a German federal fortress, and that therefore the Prussian military stationed there prohibited the construction of a railway into the city itself.
663:
5 November 1891: The Echternach – Wasserbillig line was extended to Grevenmacher. PH built a station in Wasserbillig with a dining room, waiting rooms and staff accommodation. Since 1987 the building was used as offices by the commune of
555:, along the Sauer, a new project was started, the EttelbrĂĽck-Wasserbillig line. 50 km in length, in order to avoid tunnels it went all the way through the Sauer valley up to Wasserbillig. On 20 October 1873 the Diekirch –
144:
The country as a whole, despite its small size, had a need for countrywide transportation, which could not be met by a network centred on Luxembourg City; also because the city is located in the south of the country's geographical
698:
On 4 November 1904, an industrial narrow-gauge line (1.000 mm) started operating from Grundhof to the stone quarries on the hill over Dillingen. In November 1911 it was extended to Beaufort and made accessible to passengers.
877:
182:
559:
line was inaugurated in the presence of Prince Henry, in Echternach. It was only fully functional from 8 December 1873, as there was still some work to be done. On 20 May 1874 the Echternach-Wasserbillig line started work.
587:("Luxembourgish Prince Henry Railway and Mine Company") in the same year. This new company took over the concessions that had been granted to the first Prince-Henri company by the state, still with the abbreviation "PH".
745:("Luxembourg Secondary Railway Company") emerged, but it showed no interest in constructing further lines. However, it did take over the operation of the narrow-gauge railways Aspelt–Bettemburg and Luxemburg–Echternach.
709:
The "Prince" in 1904 had about 200 km (120 mi) of railway line (of which 10 km on Belgian territory), 46 steam locomotives (6 of them for narrow-gauge lines), 68 passenger carriages and 24 baggage vans.
754:("Company of Luxembourgish Cantonal Railways"). Economically, this only functioned because the state subsidised the company through the granting of mining concessions. In this way, three lines were established:
578:
As the Prinz-Henri was not fulfilling its obligations stated in the state concessions, on 3 March 1877 the state revoked the concessions and temporarily took over the railway operations. The shareholders of the
99:
was founded in Brussels with the goal of building a navigable canal between the Maas and Moselle, a project that was already abandoned in 1830 however. From this company, and supported by British creditors, the
138:
Luxembourg City, the capital and largest city of the country, lies at the crossroads of several European routes. In terms of railways, the railway station of Luxembourg City today forms the main intersection.
660:. A disadvantage was that this line was only accessible via the GL network (EttelbrĂĽck – Kautenbach – Troisvierges line). All reserve materials needed in Wiltz, had to be brought in from PĂ©tange.
256:
Luxembourg – EttelbrĂĽck (21 July 1862), EttelbrĂĽck – Kautenbach (15 December 1866), EttelbrĂĽck – Diekirch (16 November 1862), Kautenbach – Troisvierges – Belgium (20 February
716:
On 29 May 1927, the railway received competition. The Minette tram of the "Syndicat des Tramways Intercommunaux du Canton d'Esch" (TICE), founded in 1914 by the communes of Esch-Alzette, started service.
600:
The new PH company made efforts to finish construction of their lines. On the Steinfort - EttelbrĂĽck section, the longest tunnel of Luxembourg (700 m) was dug and the line was in use from 20 April 1880.
1195:
735:
country with less traffic remained without rail connections. The two major companies were not interested in investing in these areas. Thus, the Luxembourg government enlisted a subsidiary of the
385:
823:
393:
200:
21:
153:
however, the decision was taken to extend the Thionville line towards Luxembourg. Prussia on the other hand wanted a railway connection towards the east, to its own sovereign territory.
790:
On 10 May 1940, German troops invaded Luxembourg and confiscated the rail lines for use by the occupying army. In November 1941, Luxembourg was officially annexed by Nazi Germany. The
412:
was at this point still garrisoned by the Prussian military, and for strategic reasons the railway line could not go into the fortress. Therefore, the new station was built on the
833:
On 28 September 1956, the era of the electric railway started, with the electrification of the transit route Kleinbettingen-border – Bettembourg-border via Luxembourg City.
1321:
739:(SLM), which initially built the Luxemburg–Remich and Cruchten–Fels lines as narrow-gauge railways in metre gauge and put them into operation in 1882. From this beginning, the
597:
invented a new procedure to produce steel from the phosphorus cast iron. This created a boom for Luxembourgish steel-working, and new steelworks and rolling mills sprung up.
149:
To resolve these transport needs and interests, which were not all compatible with each other, several railway companies came into being, which each pursued their own goals.
656:
1 July 1888: After the Kautenbach – Wilz line (PH) was extended to the Belgian border, where it was connected to the Belgian network, there was now a connection to
310:
Operationally, the situation was challenging. There was a conflict between the GL and the Grande Compagnie du Luxembourg, which operated railways in the adjacent Belgian
1188:
748:
In 1887, another company was established for the construction and operation of secondary railways in Luxembourg with Luxembourgish and Belgian shareholders, called the
706:" was built. Wells were dug, the minerals removed from the water, and the water pumped to a water tower by the station. This water was then used in the steam engines.
498:
1458:
1271:
713:
In May 1919, PH was made by the state to exploit the vicinal train lines: the Luxembourg – Echternach (Chareli) line and the Bettembourg – Aspelt line.
88:
Ideas for building the lines to serve the Grand Duchy were abundant at the time, and the plans and projects that emerged were not free from bias or hidden agendas.
85:
the Grand Duchy, and especially its capital city, to be connected to neighbouring countries by the new revolutionary mode of transportation which was the railway.
1021:
1517:
1090:
Reinert, Paul (1 October 1984). "Aus der Geschichte der Luxemburger Eisenbahnen: Die „Magistrale" Arlon-Luxemburg-Trier / Die Strecke Luxemburg-Wasserbillig".
232:
In the following years until 1867, Guillaume-Luxembourg opened the vast majority of the main lines of Luxembourg's network, which are still operational today.
1378:
1181:
1522:
381:(EL). After persistent resistance from Luxembourg, the EL then, under a treaty, took over the operating rights of the EST on the GL in Luxembourg in 1872.
443:
446:
was a passenger, was pulled by a horse. The track construction from Hesperange to the city had not progressed enough to accommodate a steam locomotive.
141:
The steel industry – primarily in the south and south-west of the country – required efficient railway lines for the transport of ore, coal and steel.
1064:
Reinert, Paul (1 July 1980). "Die „Compagnie de l'Est" und die „Guillaume-Luxembourg-Eisenbahngesellschaft" um die 70er Jahre des 19. Jahrhunderts".
1443:
346:
1373:
1236:
131:(EST), opened the Metz–Thionville railway line. A decision had to be taken how it should be extended to the north: via Luxembourg or via Longwy.
105:
of 7 January 1850, the government was authorized to negotiate with private companies. The law provided a guarantee of a minimum interest of 3%.
1348:
1527:
1428:
1423:
1398:
1132:
Publications de la société pour la recherche et la conservation des monuments historiques dans le Grand-Duché de Luxembourg, XXII, année 1866
974:
Publications de la société pour la recherche et la conservation des monuments historiques dans le Grand-Duché de Luxembourg, XXII, année 1866
646:
374:
1453:
1311:
1301:
1286:
1281:
1276:
1246:
1241:
1231:
1216:
1168:
378:
1251:
1448:
1438:
1418:
1408:
1393:
1388:
1338:
1306:
1291:
1266:
882:
729:
56:
1433:
1358:
1328:
736:
1296:
958:
1486:
1383:
801:
After the withdrawal of the Wehrmacht in 1944, the railway facilities, all railway depots, and most vehicles had been destroyed.
1491:
1343:
322:
attempted to purchase Luxembourg from King William III of the Netherlands. The public in the Grand Duchy and other areas of the
1496:
1413:
1333:
1476:
1256:
814:, to the only steelworks that was still operating, where "Grey-beams" were being rolled, which were urgently needed by the
1403:
1363:
1316:
1261:
1226:
1221:
1481:
1368:
872:
117:
116:
as an engineer and geologist, published a pamphlet showing the great economic advantages for agriculture, trade and the
1164:
1077:
Reinert, Paul (1 April 1983). "Zur Geschichte der Luxemburger Eisenbahnen: Die „Magistrale" Arlon-Luxemburg-Trier".
370:
Strasbourg, later known as the Compagnie des Chemins de fer de l'Est (EST), which acted as a railway operator here.
1015:
892:
794:
took over the running of the railways; some employees were subject to dismissal, moved to Germany or imprisoned.
624:
169:
pursuing the competing project in parallel of a railway towards Belgium circumventing Luxembourg, however, the
28:
1119:
Staus, Yvan (1 July 2006). "„Es ist allerhöchste Eisenbahn die Zeit ist schon vor drei Stunden angekommen"".
470:
From 1864 several prominent figures put their support behind the idea of constructing a second railway line (
590:
436:
418:
327:
109:
78:
1104:
762:, opened in 1891, but already in 1890, the company sold its rights to this line to the Prinz-Henri railway
759:
428:
On 4 October 1859, at the celebrations for the first train to depart from Luxembourg, the patriotic song "
409:
331:
311:
65:
from 1815 to 1866 as a sovereign state. The relevant treaties still remained in force after 1871 when the
16:
1161:
Documents and clippings about Luxemburgische anonyme Prinz Heinrich Eisenbahn- und Erzgruben-Gesellschaft
432:" was sung for the first time on the steps of the town hall. This became the unofficial national anthem.
1003:
695:, was introduced in Luxembourg, as with other European railways. The "brakers" could be done away with.
330:
in 1867, in which Luxembourg was declared "permanently neutral" on one hand, but on the other hand, the
490:, where the centre of the new network was to be located. From PĂ©tange it was to go on to Esch-Alzette.
291:
Due to the opposition of the local population, the lines were not laid through villages and vineyards.
475:
134:
In the second half of the 19th century, there were three diverging transport interests in Luxembourg:
323:
62:
887:
766:
692:
389:
350:
1052:
474:). These included Eugène Guyot, a Brussels book printer; Simon Philippart, a Brussels banker; and
454:
815:
504:
In the spring of 1870, work started in two places: the line Esch-Alzette – PĂ©tange –
954:
864:
688:
540:
429:
405:
315:
120:
which would result from a Luxembourgish railway network connected to neighbouring countries.
342:
this dissatisfaction, the initiative emerged to establish the Prince-Henri railway network.
462:
1038:
In: Harmonie municipale Echternach 1872-1972. Luxembourg, Imprimerie St. Paul, p. 203-209.
594:
413:
205:
544:
483:
422:
295:
74:
1173:
1511:
850:
479:
66:
377:, became the property of the German Empire, which reorganised this network into the
123:
In this context, in the mid-1850s it was necessary to take a decision. In 1854, the
564:
527:
509:
319:
270:
1160:
1135:
977:
811:
294:
The law of 7 May 1856 mandated the construction of a new direct railway line to
262:
261:
Two smaller lines were built to transport the iron ore to the blast furnaces at
240:
684:– Luxembourg line opened. This was the point of PH's greatest expansion.
567:
PĂ©tange – Athus line was built, to create another connection to Belgium.
478:, Luxembourgish engineer. It was to go from Wasserbillig, along the Sauer, via
840:
791:
630:
26 April 1886: The following concessions for narrow-gauge lines were awarded:
613:
572:
556:
487:
276:
70:
620:
534:
505:
280:
81:. Close economic ties continued to remain between Belgium and Luxembourg.
47:
657:
552:
513:
681:
665:
642:
404:
On 30 October 1858, the founding stone of the first railway station in
284:
69:
was founded: the Grand Duchy therefore remained a member of the German
676:("Gentlemen Street"). Other stations on this route were also enlarged.
609:
was scheduled and went via Esch-Alzette – PĂ©tange – Athus.
345:
Guillaume-Luxembourg was administered until 10 May 1871 by the French
650:
373:
After the Franco-German War, the EST, since it now lay in the German
354:
250:
Luxembourg – Kleinbettingen – Belgium (15 September 1859)
244:
113:
1134:, imprimerie-librairie V. Buck, Luxembourg, 1867. pp. 127–133 (
326:
protested vehemently against the plan. The crisis culminated in the
878:
Société royale grand-ducale des chemins de fer Guillaume-Luxembourg
844:
623:
railway station with two platforms, near Esch-Alzette. The company
435:
As part of the celebrations on 4/5 October, the first stone of the
183:
Société royale grand-ducale des chemins de fer Guillaume-Luxembourg
606:
585:
Société luxembourgoise des chemins de fer et minières Prince-Henri
517:
461:
453:
299:
46:
24:
15:
523:
From 1 August 1873, the first trains ran on the new PH network:
253:
Luxembourg – Wasserbillig – Germany (29 August 1861)
1177:
396:(CFL) in 1946, the former GL network has been part of the CFL.
493:
On 19 March 1869, to realise this project, a law created the
302:. This project, the law notwithstanding, was never executed.
1010:(in German). Vol. 4. Berlin / Vienna. pp. 291–300.
742:
Société anonyme des chemins de fer secondaires luxembourgois
751:
Société anonyme des chemins de fer cantoneaux luxembourgois
198:
Dutch King and Grand Duke of Luxembourg William II, as the
1154:- Information about the railways in and around Luxembourg
953:(in French). Metz: Éditions Serpenoise. pp. 242–252.
102:
Great Luxembourg Company / Grande Compagnie Luxembourgoise
976:, imprimerie-librairie V. Buck, Luxembourg, 1867. p.127 (
386:
Administration des chemins de fer d’Alsace et de Lorraine
164:
over the construction of railways in Luxembourg, and the
949:
Schontz, André; Felten, Arsène; Gourlot, Marcel (1999).
720:
From 1929 onwards, profits slowly decreased until 1940.
210:
Königlich-großherzogliche Wilhelm-Luxemburg-Gesellschaft
497:("Prince Henry Railway Company"). This was named after
173:
turned its back on railway construction in Luxembourg.
1151:
442:
The first train from the city to Hesperange forest,
1467:
1209:
824:
Société Nationale des Chemins de Fer Luxembourgeois
394:
Société Nationale des Chemins de Fer Luxembourgeois
201:
Société royale Grand-Ducale de Guillaume-Luxembourg
616:– Wiltz, line, built by PH, started service.
605:1880: The first express train Luxembourg –
583:, which was dissolved, regrouped and founded the
349:. After this, the Prussians, having just won the
162:Compagnie du chemin de fer de Paris Ă Strasbourg
125:Compagnie du chemin de fer de Paris Ă Strasbourg
39:began in 1846 and continues to the present day.
627:supplied two locomotives to park the carriages.
482:, along the Attert and the Belgian border, via
1053:"120 Jahre luxemburgische Eisenbahngeschichte"
61:The Grand Duchy of Luxembourg belonged to the
1189:
641:27 June 1886: The connection with France via
392:. Since the establishment of the state-owned
73:and connected to the German Empire through a
27:class 1600 diesel locomotive with a train at
8:
749:
740:
357:, transferred the French rights into a new
51:A Luxembourgish locomotive pictured in 1889
1196:
1182:
1174:
1020:: CS1 maint: location missing publisher (
680:On 8 August 1900, the new PĂ©tange –
1059:(in German). 24 November 1975. p. 8.
992:150 Joer Eisebunn zu LĂ«tzebuerg 1859-2009
338:control of the two aforementioned lines.
904:
581:Société des chemins de fer Prince-Henri
495:Société des chemins de fer Prince-Henri
37:history of rail transport in Luxembourg
1036:Der "Feierwoon" kommt nach Echternach.
1013:
944:
942:
940:
938:
936:
934:
932:
930:
928:
375:Imperial Territory of Alsace-Lorraine
361:(Reichseisenbahn Elsass-Lothringen).
347:Compagnie des chemins de fer de l'Est
129:Compagnie des Chemins de fer de l’Est
7:
1518:History of rail transport by country
926:
924:
922:
920:
918:
916:
914:
912:
910:
908:
379:Imperial Railways in Alsace-Lorraine
353:and subsequently having annexed the
112:, who had worked for a long time in
1204:History of rail transport in Europe
883:Narrow-gauge railways in Luxembourg
730:Narrow-gauge railways in Luxembourg
57:Narrow gauge railways in Luxembourg
1523:History of transport in Luxembourg
737:Swiss Locomotive and Machine Works
14:
1004:"ElsaĂź-Lothringische Eisenbahnen"
758:Wasserbillig–Grevenmacher with a
273:(came into service 23 April 1859)
1156:(in French, English, and German)
1008:Enzyklopädie des Eisenbahnwesens
857:
843:
777:World War I and interwar period
530:– PĂ©tange (16,02 km)
499:Prince Henry of the Netherlands
195:Grande Compagnie Luxembourgoise
171:Grande Compagnie Luxembourgoise
158:Grande Compagnie Luxembourgoise
127:, which would later become the
1105:"La Ville et le chemin de fer"
1002:von Röll, Victor, ed. (1913).
772:Diekirch–Vianden (metre-gauge)
619:30 December 1883: PH opened a
334:was abandoned and dismantled.
214:Compagnie Guillaume-Luxembourg
1:
508:and the line PĂ©tange –
193:government realised that the
97:Société anonyme de Luxembourg
1528:Rail transport in Luxembourg
951:Le chemin de fer en Lorraine
873:Rail transport in Luxembourg
687:During 1901–1907, the
512:. At the same time the line
235:Four main lines were built:
118:Luxembourgish steel industry
1165:20th Century Press Archives
980:) (retrieved 17 May 2011).
160:had talks in 1853 with the
1544:
786:World War II and aftermath
727:
571:Prince-Henri company went
180:
166:Crédit immobilier de Paris
108:In 1853, the Luxembourger
54:
893:History of rail transport
516:– Autelbas –
466:Luxembourg railway poster
458:CFL type BR 42 locomotive
1103:Schmit, Gilbert (1997).
818:and for reconstruction.
29:Villeneuve-Saint-Georges
1114:(in French) (56): 6–11.
672:stands) is still named
591:Sidney Gilchrist Thomas
384:From 1919 onwards, the
328:Second Treaty of London
95:In 1827 a company, the
1252:Bosnia and Herzegovina
750:
741:
633:Noerdange - Martelange
551:1873–1874: From
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439:bridge was laid down.
410:Fortress of Luxembourg
332:fortress of Luxembourg
312:province of Luxembourg
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110:François-Émile Majerus
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765:Nœrdange–Martelange (
724:Narrow-gauge railways
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224:Construction of lines
50:
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450:Prince-Henri network
417:city's viaduct, the
324:German Confederation
298:, without going via
269:Bettembourg –
218:Guillaume-Luxembourg
177:Guillaume-Luxembourg
63:German Confederation
1468:States with limited
888:Trams in Luxembourg
408:was laid down. The
390:Deutsche Reichsbahn
351:Franco-Prussian War
239:Luxembourg –
636:Diekirch - Vianden
468:
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1034:Spang, P., 1972.
1016:cite encyclopedia
865:Luxembourg portal
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612:1 June 1881: The
316:Luxembourg Crisis
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476:François Majerus
247:(11 August 1859)
79:Treaty of London
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20:A preserved
1470:recognition
1444:Switzerland
1379:Netherlands
1140:(in French)
1127:(3): 385ff.
1098:(4): 529ff.
1085:(2): 185ff.
1072:(3): 281ff.
982:(in French)
812:Differdange
767:metre-gauge
296:SaarbrĂĽcken
263:Dommeldange
241:Bettembourg
1512:Categories
1414:San Marino
1374:Montenegro
1354:Luxembourg
1334:Kazakhstan
1237:Azerbaijan
899:References
792:Reichsbahn
728:See also:
614:Kautenbach
557:Echternach
480:EttelbrĂĽck
472:GĂĽrtelbahn
437:Passerelle
419:Passerelle
318:occurred:
277:Noertzange
181:See also:
71:Zollverein
55:See also:
1349:Lithuania
1136:full text
978:full text
689:air brake
625:Cockerill
621:Red Lands
535:Steinfort
506:Steinfort
365:Operation
306:Conflicts
281:Rumelange
1477:Abkhazia
1429:Slovenia
1424:Slovakia
1399:Portugal
1257:Bulgaria
1112:Ons Stad
837:See also
658:Bastogne
649:–
645:–
573:bankrupt
553:Diekirch
543:–
514:Clemency
430:Feierwon
421:and the
283:–
279:–
243:–
216:or just
212:), also
31:, France
1454:Ukraine
1404:Romania
1364:Moldova
1322:Ireland
1317:Iceland
1312:Hungary
1302:Germany
1297:Georgia
1287:Finland
1282:Estonia
1277:Denmark
1262:Croatia
1247:Belgium
1242:Belarus
1232:Austria
1227:Armenia
1222:Andorra
1217:Albania
1167:of the
1163:in the
1152:rail.lu
1121:HĂ©mecht
1092:HĂ©mecht
1079:HĂ©mecht
1066:HĂ©mecht
682:Dippach
674:Härewee
666:Mertert
643:Rodange
488:PĂ©tange
285:Ottange
188:Company
145:centre.
43:Origins
1482:Kosovo
1449:Turkey
1439:Sweden
1419:Serbia
1409:Russia
1394:Poland
1389:Norway
1369:Monaco
1339:Latvia
1307:Greece
1292:France
1267:Cyprus
957:
651:Longwy
355:Alsace
245:France
206:German
114:Mexico
1434:Spain
1359:Malta
1329:Italy
1108:(PDF)
607:Paris
541:Hagen
518:Arlon
300:Trier
257:1867)
25:NOHAB
1022:link
955:ISBN
156:The
35:The
1169:ZBW
486:to
22:CFL
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816:US
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204:(
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
