Landstuhl – Kusel railway line

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Landstuhl – Kusel
Section of the Landstuhl – Kusel railway line
Route number (DB) : 3202 (Altenglan – Kusel)
3281 (Glan-Münchweiler – Altenglan)
3306 (Landstuhl – Glan-Münchweiler)
Course book section (DB) : 272 (Glan-Münchweiler – Kusel, 1949–1972)
279 (Landstuhl – Glan-Münchweiler, 1949–1972)
671 (since 1972)
Route length: 28.7 km
Gauge : 1435 mm ( standard gauge )
Route class : D4
Maximum slope : <20  ‰
Minimum radius : 290 m
Top speed: 80 km / h
Legend
Route - straight ahead
 Line from Mannheim
Station, station
 -0.131 Landstuhl
   
 Route to Saarbrücken
   
 A 6
BSicon STR.svg
   
 2.400 Sidings of a field railway (1919–1930)
  or to a US military camp
BSicon STR.svg
   
 former Reichsautobahn
BSicon STR.svg
   
 2,500 Westrich (
siding Rettenmeier Holzindustrie Ramstein GmbH)
BSicon STR.svg
Station, station
 4,490 Ramstein
   
 Mohrbach
Stop, stop
 5.565 Miesenbach
Stop, stop
 7.310 Stone turning
   
 Mohrbach
   
 Moosbach
Stop, stop
 9,073 Obermohr
   
 Mohrbach
Stop, stop
 11,280 Niedermohr
   
 Mohrbach
   
 Glan
   
 former Glantalbahn from Homburg (dismantled)
Road bridge
 B 423
Station, station
13,912
21,788
Glan-Münchweiler
   
 Glan
   
 Glan
Stop, stop
 23.693 Rehweiler
Stop, stop
 25.365 Eisenbach-Matzenbach
   
 27.900 Remigiuswerke siding
Stop, stop
 28,420 Theisbergstegen
   
 Weyrich + Welzel siding
   
 30.000 Hartsteinwerke Schröck + Gresner siding
   
 30.500 Quarry and Connection Bell
Road bridge
 B 423
Station, station
31.93 0
0.000
Altenglan Draisinenverkehr to Staudernheim
   
 former Glantalbahn to Bad Münster
BSicon BS2 + l.svgBSicon eBS2 + r.svg
BSicon STR.svgBSicon exABZgnl.svg
0.200 Connection Bell
BSicon STR.svgBSicon exTUNNEL1.svg
0.700 Rammelsbacher Tunnel (until 1936)
BSicon BS2l.svgBSicon eBS2r.svg
Station without passenger traffic
 1,800 Connection to Rammelsbach
Stop, stop
 1.995 Rammelsbach
   
 4.470 Kusel
   
 former route to Türkismühle

The Landstuhl – Kusel railway line - also known locally as the Steinbahn - is a branch line in the Palatinate that connects the city of Kusel to the railway network and runs via Ramstein-Miesenbach , Steinwend , Niedermohr , Glan-Münchweiler , Altenglan and Rammelsbach , among others . It was opened in 1868 as the first route to the North Palatinate Bergland . In addition, it was the first of the company of the Palatinate Northern Railways , which was responsible for all routes in the northern area of ​​the Palatinate . The main purpose of their construction was the development of the quarries in the catchment area of ​​the municipality of Altenglan, where the name Steinbahn comes from.

The section Glan-Münchweiler - Altenglan was also from 1904 part of the Glan Valley Railway , which has been gradually decommissioned from the 1961st In 1936 the line was connected to Türkismühle for military reasons , but this only existed until 1970. Within the western part of the North Palatinate Uplands, the connection from Landstuhl to Kusel was the only one that was never threatened with closure. The route is served every hour by the DB Regio Mitte with class 643 diesel multiple units with individual amplifiers during rush hour.

history

History and planning

The first efforts to establish a rail link in the region go back to 1856. In the course of the planning of the Rhein-Nahe-Bahn , differences arose between Prussia and Oldenburg about the route within the Principality of Birkenfeld , an exclave of Oldenburg. While Oldenburg pleaded for a detour via the city of Birkenfeld , the Prussian side insisted on a route in the Nahe valley . Thereupon, on the initiative of wealthy people from the neighboring Palatinate, a committee was formed on October 20, 1856 in Offenbach am Glan , which advocated a third variant. The route should leave the Nahe valley at Boos and lead via Lauterecken , Altenglan and Kusel and then optionally via St. Wendel or the Ostertal to Neunkirchen . The committee bought several shares in the Rhein-Nahe Railway Company especially for this purpose . For tactical and transport policy reasons, Prussia was initially open to these efforts, which led to Oldenburg giving in and accepting the route along the Nahe within its territory.

Title page of the memorandum on the construction of the line in 1863

On June 5, 1862, a letter to the editor appeared in the Mainz Journal , the author of which was considering building a branch line to Kusel from the Palatinate Ludwigshafen  - Bexbach railway in Landstuhl . He mainly argued with the large deposits of rock in the Remigiusberg catchment area , which could be exported to Paris . At the same time, railway construction committees were formed in the Ramstein community and in Kusel. On June 20, the planned route was the subject of the Kusel city council. The city agreed to provide land for the construction of a train station.

A year later a memorandum appeared in Kusel, which dealt with the "construction of a branch line from Landstuhl to Kusel through the Moorbach , Glan and Kuselbachthal ". A railway construction counteracts the rather poor economic and social conditions in the region. She referred to advantages for the annual and livestock markets, the industrial companies based in Altenglan and Kusel, the lime production and the wealth of stones that were used in road construction. It also indicated a later continuation of the route in the direction of Trier and a link with a route along the Lauter and lower Glan, which was also discussed at the time.

Construction and opening

On July 10, 1865, the Bavarian state parliament passed a law with an interest guarantee of four percent for the planned route. At the same time there were plans to set up a railway line through the Alsenz valley from Hochspeyer to the Prussian Münster am Stein. For this reason, the Bavarian King Ludwig II approved the establishment of the corporation of the Palatinate Northern Railways , which was to operate all routes north of the Ludwigsbahn, including both the planned route along the Alsenz and the branch line to Kusel. The share capital totaled 1,740,000  guilders . A state interest guarantee also had to be used for the route.

Two sections, whose engineers were called König and Müller, were responsible for the construction of the 28.7 kilometer long, single-track main line from Landstuhl to Kusel. The construction was largely uncomplicated. Only at Rammelsbach were terrain cuts necessary, whereby the builders came across a diorite deposit, which was further mined in the following period and gave the railway traffic an additional boost. There, the Rammelsbacher Tunnel was the largest structure along the route. Construction work on the section between Glan-Münchweiler and Kusel was delayed because it was not possible to recruit enough workers. The first freight train ran on August 28, 1868.

On September 20, 1868, the Landstuhl - Kusel line was officially opened. On this day, a special train ran from Ludwigshafen to Kusel, whose passengers included not only officials on the Palatinate railway line but also the then Bavarian State Minister for Trade and Public Works, Gustav von Schlör . The population responded very positively to the new railway line, which was the first within the North Palatinate Bergland , as it improved the infrastructure in the rural region northwest of Kaiserslautern . Two days later, it was cleared for regular traffic. Railway stations existed in Ramstein , Steinwend , Glan-Münchweiler , Theisbergstegen , Altenglan and Kusel . There were also the stops in Niedermohr and Eisenbach-Matzenbach . In addition, Rehweiler received a stop and Rammelsbach a pure freight station .

Further development

In 1869, the expenses for the Kuseler route amounted to 79.95 percent of the income. From January 1, 1870, while maintaining its independence, the Nordbahn-Gesellschaft was part of the Palatinate Railways along with its route to Kusel , which from then on was responsible for operation. Since the Ludwigsbahn was given the name “coal railway” due to its main purpose of bringing Saar coal to the Rhine, the term stone railway was often used for the Landstuhl - Kusel railway line because of its importance for the local quarries. The Palatinate Railways downgraded the line as a branch line in 1882 due to its minor importance. Barriers between Landstuhl and Kusel replaced the chain barriers six years later. In 1899 the stations received closing signals. Between Ramstein and Altenglan also came bells are used, which were intended to reduce the closing times of the crossing gates.

Eisenbach-Matzenbach station (former name: Matzenbach ) in 1912

Plans for a strategic path along the entire Glan have been in existence since the 1870s . After this initially failed due to Bavarian resistance, the deterioration in German relations with France helped Bavaria to revise this. In 1890, Prussia and Bavaria won a state treaty that provided for the construction of a railway from Homburg to Münster am Stein as the shortest connection from the Saar region to the Rhine . From Glan-Münchweiler to Altenglan, the line to Kusel should also be used, which was given a second track in this section in accordance with military requirements. As a result of these expansion measures, the track systems in the Glan-Münchweiler and Altenglan stations were expanded; Altenglan received a new station building and became a wedge station . The route known as the Glantalbahn was opened continuously on May 1, 1904. In 1907 the section Landstuhl - Glan-Münchweiler received line telephones. On January 1, 1909, the route together with the rest of the railway network within the Palatinate became the property of the Bavarian State Railways . At that time, it was administered by the Kaiserslautern I Operations and Building Inspection. Railway maintenance depots existed in Landstuhl, Glan-Münchweiler and Altenglan.

Weimar Republic, National Socialism and World War II (1919–1945)

In 1920 the line became part of the newly founded Deutsche Reichsbahn . Two years later this incorporated the railway into the newly founded Reichsbahndirektion Ludwigshafen , which was responsible for all routes within the Palatinate - excluding those in the Saar area created in 1920 . In 1936 a sequel to the turquoise mill went into operation in Kusel . At the same time, the line between Altenglan and Rammelsbach was given a new route, as the Rammelsbach tunnel had proven too narrow for many freight trains due to its clearance profile. Since then it has been leading around the Remigiusberg . In 1937, the speed limit on the Altenglan - Kusel section was increased from 40 to 70 kilometers per hour. With the gradual dissolution of the Reichsbahndirektion Ludwigshafen, the route changed to the responsibility of the Saarbrücken directorate . In this context, the Altenglan railway maintenance depot was given up. Most of the route belonged to the Operations Office (RBA) Homburg; Kaiserslautern was only responsible for the first 700 meters from Landstuhl.

Since during the Second World War it was often to be expected that the timetable could not be adhered to, a list of "vital trains" was published in 1941. Accordingly, at least three trains had to run between Landstuhl and Glan-Münchweiler, at least six between Glan-Münchweiler and Altenglan and at least two trains between Altenglan and Kusel. During the fighting, fighter-bombers mainly attacked Altenglan station due to its function as a railway junction. In 1945 there were attacks on Rammelsbach and Kusel.

In the last months of the war in 1945 a connecting curve was built in the north of Altenglan between Rammelsbach and Bedesbach. This should offer an additional diversion option in the event that the Nahe Valley Railway between Ottweiler and Bad Münster becomes impassable. In fact, there was only one train on this track, which was dismantled after the war.

Post-war period and German Federal Railways (1949–1993)

After the war, the railway line was initially subject to the Association of Southwest German Railways (SWDE), which in 1949 became part of the newly founded Deutsche Bundesbahn (DB). As a result of the separation of the Saarland , she moved to the Mainz Railway Directorate with effect from April 1, 1947, which was the Federal Railway Directorate from 1953. In 1952 the railway maintenance office in Altenglan was re-established. In 1955, the municipality of Obermohr was given a breakpoint between Niedermohr and Steinenken . Between 1955 and 1970, the line that followed in Kusel towards the Türkismühle was shut down in several stages, so that Kusel has been the terminus again since 1970. A flood of the Kuselbach on December 5, 1965 meant that operations between Altenglan and Kusel were idle that evening and the following day. As a result of the gradual dissolution of the Mainz directorate, the Saarbrücken Federal Railway Directorate was responsible from August 1, 1971. As part of several rationalization measures, the railway maintenance depots were gradually dissolved. The one in Glan-Münchweiler no longer existed at the end of the 1950s. As early as the 1970s, the von Landstuhl was incorporated into the von Einsiedlerhof. After the railway maintenance depot in Altenglan and that in Einsiedlerhof were dissolved in 1977, the railway maintenance depot in Kaiserslautern is responsible for the route.

While the Federal Railroad shut down many other neighboring lines in the western North Palatinate Bergland , the Landstuhl - Kusel line was retained, which was mainly due to the high income in freight traffic from the surrounding quarries. After the neighboring Glantalbahn lost passenger traffic in 1986 in the northern section Lauterecken-Grumbach - Staudernheim, the Kuseler route and the Lautertalbahn remained the only two routes in the region with local rail passenger transport . On June 9, 1986, the German Federal Railroad and Rhineland-Palatinate signed a state treaty that divided the state's railways into three categories. While the economic viability of the Lautertal Railway was still to be checked, the suspension of traffic between Landstuhl and Kusel was not up for discussion, as it was considered "long-term secured". In 1988 the Ramstein and Steinwendi railway stations were dismantled into stops. One year the Federal Railroad dismantled the second track between Glan-Münchweiler and Altenglan, which it considered to be operationally superfluous. Train crossings were only possible in the Glan-Münchweiler and Altenglan stations. This led to some operational problems in the period that followed, when, for example, more gravel trains ran from Rammelsbach on the line in the same year on the occasion of the construction of the Mannheim – Stuttgart high-speed line . On June 18, 1990, the DB switched the route to signaled train control (SZB), which until then had only been used on the Nagold Valley Railway . The train conductor of the route in Altenglan operates the route via a telecontrol system, with additional signal request buttons attached to the signals.

In 1993 an anniversary celebration took place on the occasion of the 125th anniversary of the route.

Development since 1994

Passenger train in Ramstein station in 2007

As a result of the rail reform , the line became the property of Deutsche Bahn (DB) on January 1, 1994 . The Ramstein train station, which has meanwhile been dismantled to the stopping point, received its second track back to enable train crossings. On May 28, 2000, the private trans regio took over passenger transport for a period of eight years. In the same year, the route, like the entire West Palatinate, first became part of the West Palatinate Transport Association (WVV), before it was merged with the Rhine-Neckar Transport Association (VRN) six years later .

At the end of 2005, the Miesenbach stop between Ramstein and Steinwenden went into operation. In 2008 the 140th anniversary of the route was celebrated; On this occasion, a special train ran from Kusel to Heidelberg on December 6th. In accordance with the duration of the transport contract with trans regio, local rail passenger transport (SPNV) on the route was put out to tender in 2007. DB Regio has been the winner of the route since December 14, 2008 , and the contract runs until 2023.

Two anniversaries took place on September 15 and 16, 2018: 150 years of the Landstuhl – Kusel railway line and 150 years of stone mining in Rammelsbach. On the occasion of the railway jubilee, special trains ran on both days with a steam locomotive. Because the train station in Rammelsbach was right in the middle of the market, several prominent guests traveled by train on September 15th. As part of the aforementioned anniversary, DB Netz decided to renew all bridges over the Mohrbach; The start of construction for this will be the following October.

Old Mohrbach bridge with regional train near Ramstein (train km 5.165)

Route

The line to Kusel leaves Landstuhl station in a westerly direction and branches off the main line to Saarbrücken a short time later to the north . First, it crosses the Landstuhler Bruch with its forests and meadows. In this area it is bridged by the Federal Motorway 6 . From Ramstein it follows the Mohrbach to its mouth and runs in this area to the west via Miesenbach, Steinwend, Obermohr and Niedermohr. Shortly before Glan-Münchweiler it crosses the federal highway 423 and meets the Glan .

Route in the north-western area of ​​Altenglan towards Rammelsbach

From Glan-Münchweiler it is located within the North Palatinate Bergland . It follows the Glan northwards with two large S-curves along its left bank; it bridges it twice between Glan-Münchweiler and Rehweiler. Since 2006, the Glan-Blies-Weg has been running parallel to the route and the river from Glan-Münchweiler to Altenglan , which partly uses the route of the second track dismantled in 1989. After the Rehweiler and Eisenbach-Matzenbach stops, the train passes Gimsbach and Godelhausen without stopping. In this area the landscape becomes increasingly hilly. The Remigiusberg extends west of Theisbergstegen . For a length of around three and a half kilometers, it leads along its eastern slope. To the east of the Glans is the Potzberg with the wildlife park of the same name . Shortly before Altenglan train station , the route is bridged again by the B 423. Then it turns west and leaves the Glan valley. Until 1936 it crossed under the northwestern foothills of the Remigiusberg in the Rammelsbacher Tunnel , and since then it has led around it. As far as Kusel, it runs parallel to federal highway 420 and to Kuselbach on its right bank. From Landstuhl to Niedermohr the route leads through the district of Kaiserslautern , from Glan-Münchweiler the district of Kusel is crossed.

Kilometrage

Originally the route was kilometered continuously. After the opening of the Glan Valley Railway, the kilometers only remained in the Landstuhl - Glan-Münchweiler section. The Glan-Münchweiler - Altenglan section was integrated into that of the Glantalbahn; the zero point was initially west of Scheidt and led via St. Ingbert , Rohrbach and Homburg - today part of the Mannheim – Saarbrücken route - to Bad Münster . Later, the kilometering, which is still valid between Glan-Münchweiler and Altenglan, only started from Homburg. The Altenglan - Kusel section has its own kilometers.

Theisbergstegen train station with kilometers
railway station 1900 1940 1980
Rehweiler 15.874 47.525 23.69
Eisenbach-Matzenbach 17,498 49.227 25.36
Theisbergstegen 20,554 52.255 28.42
Altenglan 24,080 55.763 31.93
Rammelsbach 26.076 2.00 2.00
Kusel 28,555 4.47 4.47

business

passenger traffic

Northern Railways, Palatinate Railways and Bavarian State Railways

First timetable from 1868

The northern railways began operating in 1868 with two pairs of passenger trains and two pairs of mixed trains. A train set commuted four times between Landstuhl and Kusel. They stayed in Kusel overnight. A drive from the starting point to the ending point took around one and a half hours. A few years later, three pairs of pure passenger trains and one pair operated as a combined set. In the following three decades there were a total of four pairs of trains.

From 1900 the offer was gradually expanded. With the continuous opening of the Glantalbahn, three pairs of trains ran between Homburg and Bad Münster in the Glan-Münchweiler - Altenglan section, and connecting trains commuted between Altenglan and Kusel. There were also a few direct trains on the Kusel - Neunkirchen route , which primarily served the workers of the local coal mines. Some passenger trains ran via Landstuhl to Kaiserslautern and from Lauterecken-Grumbach to Kusel, which had to "make heads" in Altenglan. Until the outbreak of World War I, the number of trains between Landstuhl and Kusel increased, with the Altenglan - Kusel section being the busiest with 14 pairs of trains. During the First World War, the timetable was reduced almost continuously. The summer timetable of 1917, for example, only showed three continuous pairs of trains on the Landstuhl - Kusel route.

German Reichsbahn

From June 1, 1920, trains on the Saarbrücken  - Bad Münster, Saarbrücken - Altenglan and Saarbrücken - Kusel routes ran over sections of the route . The trains to Neunkirchen ran to the Heinitz mine . In the course of the decade the supply of trains increased gradually; the Landstuhl - Glan-Münchweiler section had the least traffic.

Timetable from 1936

In the 1930s in particular, there were several corner connections on the railway lines in the Glan and Lauter catchment areas, such as Kaiserslautern - Lauterecken - Altenglan - Kusel and Homburg - Glan-Münchweiler - Ramstein. The 1936 timetable contained a pair of trains that remained limited to the Landstuhl - Steinwenden section. A continuous train ride from Landstuhl to Kusel took just under an hour. Although the line to Kusel was extended to Türkismühle at the end of 1936 , a continuous train ran between Altenglan and Türkismühle only one year later ; mostly passengers had to change trains in Kusel. In 1944, in the middle of the war, traffic was concentrated on the outskirts of the day . There were also a few continuous trains between Landstuhl and Kusel.

German Federal Railroad

Since the 1950s there have always been at least ten pairs of trains between Landstuhl and Kusel. At the beginning of the decade, a so-called city express train ran between Kusel and Heidelberg in the mornings, with stops in Altenglan, Glan-Münchweiler and Landstuhl. In 1954 the Federal Railroad converted it to an express train. Due to the permanent separation of the Saarland , after the Second World War there was a concentration of traffic flows in the direction of Kaiserslautern , from which the line benefited considerably, while the neighboring Glantalbahn lost its importance for the same reason, especially in its southern section Homburg - Glan-Münchweiler. Many train journeys were tied through along the Mannheim – Saarbrücken railway to Kaiserslautern . There were also isolated corner connections from Kusel to Bad Kreuzbach or Bingerbrück. The miners' trains on the Kusel - Neunkirchen - Heinitz route existed until the 1950s. The Glan-Münchweiler - Kusel section, together with the Glantalbahn, formed the DB course book route 272, while the Landstuhl - Glan-Münchweiler section, together with the route from Mannheim to Saarbrücken, was listed under number 279. At the end of the 1950s there was a train on the route Schwarzerden - Kusel - Altenglan - Bad Kreuznach.

Timetable from 1961

In 1961 there were corner connections on the Kusel - Lauterecken - Grumbach - Bad Kreuznach and Landstuhl - Altenglan - Bad Kreuznach routes. In the afternoons there was a train on the Kaiserslautern - Kusel route, which mainly served the employees of the Kaiserslautern repair shop and was therefore often referred to as the AW train. From 1965, two pairs of express trains ran on the Zweibrücken  - Mainz route over the Glan-Münchweiler - Altenglan section. Its initiator was the then mayor of Zweibrücken and member of the Rhineland-Palatinate state parliament, Oskar Munzinger . This is why these trains were popularly known as the “Munzinger Express”. Due to the lack of a direct connection between Odernheim  and Bad Münster from 1961 onwards , these trains had to go to Staudernheim , turn their heads there and then use the Nahe Valley Railway to the east. In 1967 there was another couple between Homburg and Gau Algesheim. From 1970 local express trains ran on these connections. From 1975 onwards traffic was stopped on Sundays and public holidays. In 1979 the connections to Mainz and Zweibrücken ceased. In the same year, the city express service was discontinued. At that time, two pairs of trains ran on the Lauterecken-Grumbach-Kusel route.

Deutsche Bahn

RB 12890 to Kusel near Miesenbach in double traction

After the rail reform, trains ran almost every hour on weekdays with breaks in the morning and evening. On Saturdays, the route was served until the early afternoon. With the introduction of the Rhineland-Palatinate cycle , there were several service improvements on the route from May 1996; it has been served at least every hour since then. The passenger traffic on Sundays, which was discontinued in 1975, was reactivated.

The route is recorded in the course book of Deutsche Bahn under the course book number  671. The trains initially ran on the Mannheim – Saarbrücken railway without stopping on the Kaiserslautern – Landstuhl section. Since 2003 the trains have stopped at the intermediate stops in Kindsbach, Einsiedlerhof and Vogelweh.

Since 2000, on Sundays and public holidays from April to October, a pair of trains has been running the Glantalexpress from Kusel to Neustadt and from there to Kusel. Between Landstuhl and Neustadt it only stops in Kaiserslautern, Weidenthal and Lambrecht (Palatinate) .

Freight transport

The surrounding quarries were always of great importance in freight transport along the route, from which the term stone railway derives. On January 1, 1868, even before the railway line went into operation, the municipality of Rammelsbach leased a local quarry to the Nordbahngesellschaft, which, with the help of the line , delivered 200 paving stones to Berlin a year later . It was the first customer of the railway line. At first there were no pure freight trains, but two mixed trains, later only one. Several quarries have also been built in the immediate vicinity of Altenglan over the decades. Another was in Theisbergstegen. With the nationalization of the Pfalzbahn, the Rammelsbacher Steinbruch became a subsidiary of the Bavarian State Railway Administration. At the beginning of the 20th century, freight trains on the routes Homburg - Kusel, Kaiserslautern - Kusel and Kaiserslautern - Altenglan - Bad Münster am Stein ran the route.

Freight train Rammelsbach Express near Miesenbach

The train stations between Landstuhl and Theisbergstegen did not play a major role in freight traffic. In 1920 local freight trains operated on the Kaiserslautern - Kusel and Altenglan - Kusel routes. There were also through freight trains on the Kaiserslautern - Kusel route and, if necessary, one between Kaiserslautern and Altenglan. After the Second World War, in addition to local freight trains from the Einsiedlerhof marshalling yard, transfers from Altenglan to Rammelsbach ran.

The quarries around Altenglan were shut down after the Second World War. In the 1980s, the DB dismantled numerous sidings on the line. The importance of the Theisbergstegen quarry also declined over the decades; it was closed in 2004. Only the Rammelsbach quarry is still in operation and served by block trains. In September 2011, a 2.4 kilometer long siding was built that branches off the line south of Ramstein and connects a wood processing company.

Vehicle use

Steam locomotives

When the line opened, a class 1 B locomotive was used, although it was originally designed for freight trains. In the first years of operation, locomotives of type 1 A also ran , which had already been taken out of service at the end of the 1870s, as they came from the 1840s. From around 1870 to 1920 the P 1.I took over passenger transport and mainly the G 2.I and G 2. II for freight transport . The T 1 was also used from around 1890 to 1920 , preferably the one with road number 52, whose official name was Kusel; popularly she was often called "Kuseler Lottchen". From the turn of the century the T 4.I and the Bavarian D XII - the latter was run on the Pfalzbahn as P 2.II for passenger traffic; the G 4.I and the G 5 were used for the transport of goods. The type P 5 tank locomotives were used in both types of train and were also the last to be built during the time of the Pfalzbahn.

At the time of the Reichsbahn, class 78 locomotives pulled the miners' trains on the Homburg - Kusel route, while the series 55.16–22 , 55.25–56 , 56.2–8 , 56.20-29 and 58 were used to transport goods. The series 93.0–4 and 93.5–12 were used for both passenger and freight trains. In contrast, the 38.10-40 series was limited to passenger train services. The class 94.5 could be found in front of passenger and transfer trains. From around 1930 the class 64 operated .

Most of these series were to be found on the line until the early days of the Deutsche Bundesbahn. Since the Second World War had affected many vehicles, the Badische VI c had to help out in 1950 and 1951 . As of 1951, as on neighboring routes within the West Palatinate, the 86 series took over a large part of the services. The 71.0 series pulled the city express train from Kusel to Heidelberg as far as Ludwigshafen. In the 1950s, the 74.4–13 series was also found occasionally. By the end of the 1974/75 winter schedule, the Kaiserslautern railway depot also used class 23 and 50 steam locomotives in front of individual passenger trains .

Diesel locomotives

As early as 1933, the Reichsbahn allocated a Köf II diesel locomotive to each of the stations in Landstuhl, Ramstein and Altenglan . A year later Ramstein also received a Kö I .

In 1958, the class V 60 (from 1968: class 260) arrived at the Kaiserslautern depot , which was used on the route for freight trains. From the mid-1960s, diesel locomotives of the class V 100.20 (from 1968: class 212), which first arrived in Kusel in March 1965, gradually replaced the steam locomotives. Around 1970, the 216 series was used to cover ballast trains . At the same time, the V 100.10 series (from 1968: 211 series) came onto the line. From 1973 the 218 series was also used. The former was initially used on the route until May 1988. Both series were stretched in front of passenger trains, which consisted of so-called " silver coins ". From December 1984 to May 1985, locomotives of the 202 series drove, mainly for test purposes . The transfer trains, which ran until the turn of the millennium, were pulled by class 290 locomotives from 1989 .

From January 2000, the 211/212 series had to be used again for the locomotive-hauled trains for a few months. The reason for this was that the machines of the 218 had heated the car with the engine running in winter, which a Kuseler citizen who lived in the immediate vicinity of the train station found noise nuisance. Since he had called on the police to enforce his interests, Deutsche Bahn temporarily reactivated the V 100, as its engines were quieter.

Railcar

RegioShuttle to Kusel at the time of operation by the Trans regio in Kaiserslautern main station

From the second half of the 1920s, Wittfeld accumulator railcars were to be found on the route . In the mid-1950s, Uerdinger rail buses from Landau took over part of the passenger train services, initially using the single-engine subtype VT95 , and from the 1960s the twin-engine VT 98 . With the cessation of passenger traffic on the southern Glantalbahn section Homburg - Glan-Münchweiler, their use between Landstuhl and Kusel also ended. In the second half of the 1950s, the VT 60.5 took over a pair of express trains running between Kaiserslautern and Kusel. The multiple units of the 515 series were in service a little longer than the rail buses from the 1950s to the 1980s.

From January 25, 1988 diesel multiple units of the 628/928 series took over most of the passenger traffic, with the substructure type 628.2 initially being used until 1994 . Subsequently, the stronger substructure type 628.4 was used on the route until 2000 . From 2000 to 2008 this was done by RegioShuttles from trans regio . Since December 2008, the route has been mainly served by modern DB Regio class 643 diesel multiple units.

Operating points

Landstuhl

Landstuhl train station

The station is on the northern outskirts; it was opened in 1848 with the commissioning of the Ludwigsbahn section Kaiserslautern  - Homburg . In this section it was always an important stopover. With the commissioning of the line to Kusel, the station after Schifferstadt (1847), Ludwigshafen (1853), Neustadt an der Haardt (1855), Homburg (1857), Winden (1864) and Schwarzenacker (1866) was the seventh railway junction in the Palatinate.

Ramstein

Ramstein train station

The train station is centrally located within Ramstein . Its reception building has a wooden porch. Immediately next to him was a laundry room, to the north of which was an outhouse, a goods shed, a loading bay, a loading ramp and a coal store. In 1897, for military reasons, its crossing tracks were extended to a total length of 500 meters. In 1911 it was 564 meters. There was also a siding in the eastern part of the station. In 1934 the Deutsche Reichsbahn stationed a Kö I and a Köf II in the station. In 1988, the Federal Railroad rebuilt the station to the stop. It was only with the introduction of the Rhineland-Palatinate cycle that it was restored to its function as a train station for train crossings.

Miesenbach

The breakpoint was set up at the end of 2005 to connect the town of Miesenbach , the development of which had developed in the direction of the railway line over the decades. It is located on the southwestern edge of the settlement area. As in Ramstein, Miesenbacher Bahnhof is barrier-free.

Stone turning

Steinrechen station (1911)

The station building at Steinrechen station still exists, but no longer plays a role in rail operations. In 1901 the station received scales. In 1914 he had two main tracks and a siding in the southern station area. A coal store, a loading ramp, a goods shed, a private warehouse, a loading bay and an access road were connected to the latter.

In the 1950s, the Kurz company had a siding, which was controlled by a shunting run from Steinwend station. In 1988 the Federal Railroad rebuilt it like the Ramstein station to the stop. The railway line crosses the Mohrbach immediately to the west of the stop, and to the east it crosses Kreisstraße 9.

Obermohr

Although the railway line touches the southern edge of the Obermohr settlement area , the village initially did not have its own stopping point; the residents had to use the Steinwend train station, two kilometers away. In the early 1950s, then mayor Hermann Staab advocated a stop on the route. The German Federal Railroad (DB) agreed, but placed the condition that the municipality pays the costs for construction and maintenance. Staab then founded a citizens' initiative to implement his plan. A 150-meter-long platform was built to the left of an access road through voluntary work. After the work was well advanced, the Federal Railroad ordered that the platform must be built to the right of the path, which meant that the construction was in vain. The platform was moved to the location requested by the DB and completed in the spring of 1955.

On May 30, 1955, many residents came to the platform to celebrate the commissioning, but the first train passed without stopping. In retrospect, the engine driver recognized his mistake and pushed the train back to the new stop. In the following months, trains often passed through Obermohr without stopping, as the locomotive staff first had to get used to the existence of the new operating point. At the time, the stopping point included a bus shelter made of solid construction that was owned by the municipality. In the 1990s the house was replaced by a more modern one.

Niedermohr

The former train station is centrally located opposite the center of Niedermohr . He received a smaller reception building in the northern area of ​​the station. There was a laundry room to the east and a toilet to the west. Next to the main track, it had a siding, which was connected to the railway line via two locked switch levers. During the Second World War , there was a transhipment point for fuel with three tracks. It was dismantled again after the war. Meanwhile, Niedermohr is a stopping point. In the summer of 2018, the station was converted to make it barrier-free.

Glan-Münchweiler

Glan-Münchweiler station

The northern railways equipped the station with a larger, two-and-a-half-storey reception building, which is stylistically based on the other Palatinate train stations from the 1860s and 1870s. A wooden porch was dismantled in the 1990s.

Since the opening of the Glantalbahn in 1904, it was a separation station, which involved extensive track extensions. He had two signal boxes. From 1943 to 1947 the station was called Glanmünchweiler. With the cessation of passenger traffic on the Homburg - Glan-Münchweiler section, it lost its function as a separation station, as the DB already carried out freight traffic exclusively between Homburg and Schönenberg-Kübelberg at that time. The platforms have meanwhile been modernized; the reception building is no longer relevant for operations.

Rehweiler

Rehweiler train station

When the route was opened, Rehweiler was only a stopping point. Its original station building housed toilets, a laundry room and a stable. It was only converted into a train station with the construction of the Glantalbahn and the associated double-track expansion of the existing Glan-Münchweiler - Altenglan line. He received a loading ramp and a loading platform. The existing reception building dates from this time and is visually different from the corresponding buildings along the Landstuhl - Kusel line. It is stylistically based on that of the smaller train stations on the neighboring Glantalbahn such as Bedesbach-Patersbach , Elschbach, Erbach, Eschenau , Niederalben-Rathsweiler, Niedereisenbach-Hachenbach , Ulmet and Wiesweiler. In 1959 the station lost its authorization for express freight and freight traffic.

Eisenbach-Matzenbach

Eisenbach-Matzenbach stop

The station initially had a loading platform for a coal store. It is located between Eisenbach in the west and Matzenbach in the east. This geographical location led to both places fighting over his name. In 1907 the station was renamed Matzenbach , but was given its original name Eisenbach-Matzenbach again 14 years later. After the double-track expansion between Glan-Münchweiler and Altenglan in the course of the construction of the Glantalbahn, the loading track was extended; this was followed by a private track.

Its atypical reception building is reminiscent of a residential building and has been rebuilt several times. Over the decades, it changed its external appearance like no other along the railway line. In 1959 the station lost its authorization for express freight and freight traffic. In the early 1980s it was dismantled as a breakpoint.

Theisbergstegen

This station received a smaller reception building, which was later rebuilt. At the turn of the century he had a 162 meter long siding in the western area and a 247 meter long one in the eastern part. A laundry room, a toilet, a wagon serving as a goods room and a loading area were connected to the former next to the station building. From 1901 scales and a siding were added. To the north of it was the narrow-gauge industrial track of the Weyrich & Wetzel company.

The station was of great importance in freight traffic because of the neighboring quarry. From 1892 to 1907 a light railway led from the train station to a Thomas slag mill between Theisbergstegen and Rutsweiler am Glan . At the beginning of the 2000s, the station was the last freight tariff point on the Glantalbahn. In 2004 freight traffic ended there too. There is no longer any possibility for train crossings.

Altenglan

Altenglan railway station

Just like Glan-Münchweiler, when the line opened, Altenglan station received a larger reception building in line with its importance. With the construction of the Glantalbahn it was converted into a wedge station, which necessitated a new station building between the two tracks. The original station building was then used for goods handling and is now a listed building.

A quarry belonging to Hugo Bell had existed near the Schneeweiderhof since the middle of the 19th century . From there a field train led to the station. To the north of this, several loading tracks were built, and there was a loading facility in the station area. A cable car transported the material from the quarry there. After the Second World War, the quarries in the immediate vicinity of Altenglan came to a standstill.

Since 2000, the station has been the southern starting point of the section of the Glantalbahn from Altenglan to Staudernheim, which is now used as a trolley line. The Trans regio depot , which is rented to other railway companies, is located in its southeastern area .

Rammelsbach

At first, Rammelsbach was exclusively a freight yard. The nearby quarry was the first goods customer. Initially, only two mixed trains ran on site. Rammelsbach was initially denied a station building. The construction was not approved until 1878; the building was only the size of a trainman's house and was a makeshift. In 1898 Rammelsbach received a "real" station building with decorative elements made of hard stone. In the 1920s, the Reichsbahn expanded Rammelsbach station for freight traffic. Block trains with gravel still run from the quarry to the Einsiedlerhof marshalling yard on the Mannheim - Saarbrücken railway line .

Kusel

Kusel was the terminus for 68 years. In the course of track extensions, he was given an enlarged turntable in 1888. From 1936, Kusel was the starting point for the route to Türkismühle and through station. The track system had to be significantly redesigned for this. Continuous trains from Türkismühle to Altenglan, however, were rare. With the completion of the Ostertalbahn branching off from the Westrichbahn in Schwarzerden to Ottweiler, there were continuous trains on the Neunkirchen - Ottweiler - Schwarzerden - Kusel route. The through traffic to Türkismühle came to a standstill in the 1950s, the section Schwarzerden - Kusel shut down the Bundesbahn in 1970 and then dismantled it. Since then, Kusel has been the terminus again. In the freight traffic it owed its importance above all to the local industry and the Unteroffizier-Krüger barracks . In 2007 it was modernized.

Incidents

  • In 1892 there was a fatal accident in the Rammelsbach tunnel when a 22-year-old pedestrian was using the tunnel and there was not enough space to avoid an approaching train.
  • In 1944, American fighter-bombers attacked Altenglan station several times with on-board weapons. A locomotive was hit. Nobody got hurt.
  • On December 2, 1944, Altenglan train station was bombed. The signal box was destroyed as a result.
  • On September 12, 1957, there was a strong storm in which a freight wagon drove off independently at Kusel station. It was only after a 20-minute drive at Altenglan train station that he was stopped by obstacles .
  • On May 11, 1970, a train derailed at a muddy level crossing between Altenglan and Theisbergstegen . Two people died and nine were injured. The Munzinger-Express coming from Zweibrücken had to take the route of the express train Kusel-Heidelberg south of Theisbergstegen, conversely the train coming from Kusel drove back to Mainz on the route of the Munzinger-Express from Altenglan.
  • On August 1, 1970, a passenger car collided with a rail bus at a level crossing between Landstuhl and Glan-Münchweiler. The car driver ignored the level crossing's flashing light. Three people died and one was injured.
  • On October 14, 1988, a train hit a passenger car at the level crossing in Niedermohr , killing two people and injuring one.
  • On February 9, 2016, heavy rain washed away the tracks. The railway line had to be closed.

literature

  • Hans-Joachim Emich, Rolf Becker: The railways on Glan and Lauter . Self-published, Waldmohr 1996, ISBN 3-9804919-0-0 .
  • Karl Emrich: 125 years of the Landstuhl-Kusel railway line . Saarbrücken 1993.
  • Klaus D. Holzborn : Railway areas Palatinate . transpress, Berlin 1993, ISBN 3-344-70790-6 , pp. 131-132 .
  • Heinz Sturm: The Palatinate Railways (= publications of the Palatinate Society for the Advancement of Science. Volume 53). New edition. pro MESSAGE, Ludwigshafen am Rhein 2005, ISBN 3-934845-26-6 .
  • Victor von Röll : Encyclopedia of the Railway System . 1987 ( online [accessed March 18, 2013]).

Web links

Commons : Landstuhl – Kusel railway line  - collection of images, videos and audio files

Individual evidence

  1. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 15th f .
  2. ↑ Fritz Engbarth: 150 years of the railways between Bad Kreuznach and Idar-Oberstein - the attractive regional express line along the Nahe has its birthday part 1 . 2009, p. 5 f . ( zspnv-sued.de [PDF; accessed on November 5, 2014]).
  3. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 7th f .
  4. ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 9 ff .
  5. ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 11 .
  6. ^ Victor von Röll: Encyclopedia of the Railway System . 1987, p. 53 f .
  7. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 174 f .
  8. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 175 .
  9. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 35 .
  10. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 192 .
  11. ^ A b c Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 12 .
  12. ↑ a b c d e f Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 34 ff .
  13. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 265 f .
  14. ↑ bahnstatistik.de: Royal Direction of Saarbrücken Railway - Timeline: erections - names - resolutions . Retrieved December 6, 2014 .
  15. ↑ bahnstatistik.de: Royal Bavarian Railway Directorate Ludwigshafen a. Rhine - Timeline: Establishments - Designations - Dissolutions . Retrieved December 6, 2014 .
  16. ↑ a b c d Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 49 .
  17. ^ Map of the Mainz Railway Directorate from January 1, 1940
  18. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 50 .
  19. ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 51 .
  20. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 55 ff .
  21. ↑ bahnstatistik.de: Royal Prussian and Grand Ducal Hessian railway Direction to Mainz - Timeline: erections - names - resolutions . Retrieved December 7, 2014 .
  22. ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 54 ff .
  23. ↑ a b c d Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 65 .
  24. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 66 .
  25. ↑ kaiserslautern-kreis.de: Local public transport and school transport . Retrieved March 9, 2013 .
  26. ↑ spnv-sued.de: December 9, 2005 - Rhineland-Palatinate cycle will be even more attractive when the timetable changes . Retrieved October 2, 2015 .
  27. ↑ a b c d e spnv-sued.de: 05.11.08 - ZSPNV Süd: 140 years of rail traffic between Landstuhl - Kusel . Retrieved January 2, 2013 .
  28. ^ A b Klaus Detlef Holzborn: Railway Reviere Pfalz . 1993, p. 131 .
  29. ↑ achim-bartoschek.de: Rail route cycling - details - Germany> Rhineland-Palatinate> south of the Nahe - RP 3.08 Glan-Blies cycle path: section Staudernheim - Waldmohr . Retrieved December 7, 2014 .
  30. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 73 ff .
  31. ↑ Wolfgang Fiegenbaum, Wolfgang Klee: Farewell to the rail. Disused railway lines from 1980–1990 . Transpress Verlag, Stuttgart 1997, ISBN 3-613-71073-0 , p. 420 .
  32. ↑ Railway Atlas Germany . Schweers + Wall, Eupen 2002, ISBN 3-89494-133-2 , pp. 83 .
  33. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 34 .
  34. ^ A b Albert Mühl: The Pfalzbahn . 1982, p. 142 .
  35. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 38 .
  36. ^ Reichs-Kursbuch 1917 edition No. 2, June 1917 reprint 1999 Ritzau KG, Puergen; Third department: Southern Germany . 1999, p. 41 .
  37. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 39 .
  38. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 45 .
  39. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 48 f .
  40. ↑ pkjs.de: 272g Landstuhl - Kusel . Retrieved December 7, 2014 .
  41. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 59 .
  42. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 139 .
  43. ^ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate (2007) . 2007, p. 34 f . ( zspnv-sued.de [PDF; 6.2 MB ; accessed on December 8, 2014]). From the Ludwig Railway to the Integral Timetable - 160 Years of the Railway in the Palatinate (2007) ( Memento from December 3, 2015 in the Internet Archive )
  44. ^ A b c Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 61 .
  45. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 60 .
  46. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 64 .
  47. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 67 .
  48. ↑ spnv-sued.de: April 28, 2003 - rail line Kaiserslautern-Kusel . Retrieved October 2, 2015 .
  49. ↑ Excursion trains in the Palatinate. In: deutsche-wein-strasse.de. Archived from the original on August 29, 2013 ; Retrieved March 19, 2013 .
  50. ^ Victor von Röll: Encyclopedia of the Railway System . 1987, p. 65 .
  51. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 115 ff .
  52. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 40 .
  53. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 133 .
  54. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 117 f .
  55. ↑ a b lok-report.de: Gallery - Chronology Strategic Route (selection): . Retrieved January 3, 2013 .
  56. ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 116 .
  57. ↑ eisenbahn-foto-rdl.jimdo.com: FREIGHT TRAFFIC KBS 671 . Archived from the original on July 2, 2013 ; accessed on May 16, 2013 .
  58. ^ Bahn-Report , Issue 6/2011, p. 57, publisher: Interest Group Rail Traffic eV, Rohr, ISSN  0178-4528
  59. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 126 ff .
  60. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 130 ff .
  61. ^ Klaus Detlef Holzborn: Railway Reviere Pfalz . 1993, p. 132 .
  62. ↑ Manfred Traube: 25 years ago: DB steam locomotives 1974 , Eisenbahn-Kurier-Aspects 14, Freiburg 1999, p. 47 f.
  63. ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 143 .
  64. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 141 f .
  65. ^ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate (2007) . 2007, p. 78 ( zspnv-sued.de [PDF; 6.2 MB ; accessed on March 23, 2013]). From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate (2007) ( Memento from December 13, 2015 in the Internet Archive )
  66. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 144 ff .
  67. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 147 .
  68. ↑ a b c d e f Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 100 .
  69. ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 7365 .
  70. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 65 f .
  71. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 115 .
  72. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 73 .
  73. ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 156 .
  74. ↑ a b c d Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 101 .
  75. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 236 .
  76. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 75 .
  77. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 60 .
  78. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 75 .
  79. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 81 .
  80. ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 55 .
  81. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 36 .
  82. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 166 .
  83. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 70 .
  84. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 76 .
  85. ↑ denkmallisten.gdke-rlp.de: Informational directory of cultural monuments - Kusel district . (PDF; 1.5 MB) Retrieved December 27, 2012 .
  86. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 42 .
  87. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 67 .
  88. ↑ Landstuhl - Kusel railway line. In: jan-steffen-gabriel.de. Archived from the original on April 29, 2013 ; Retrieved March 23, 2013 .
  89. ↑ Bombers lay the railway signal box in rubble and ashes. Retrieved August 3, 2019 .
  90. ↑ Bombers lay the railway signal box in rubble and ashes. Retrieved August 3, 2019 .
  91. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 54 f .
  92. ↑ Tracks washed down with heavy rain after storms. February 10, 2016, accessed August 3, 2019 .
This version was added to the list of articles worth reading on April 14, 2013 .