Glantalbahn
| Homburg – Bad Munster am Stein / Staudernheim | |
|---|---|
 | |
| Route number (DB) : | 3281 (Homburg - Staudernheim) |
| Course book section (DB) : | 272d (1949-1972) 651 (1972-1981) 641 (1981-1986) |
| Route length: |
Homburg - Bad Münster: 85.9 km Odernheim - Staudernheim: 3.6 km |
| Gauge : | 1435 mm ( standard gauge ) |
| Route class : | D4 (Glan-Münchweiler-Altenglan) |
The Glantalbahn is a non-electrified and now largely disused railway line that runs largely in Rhineland-Palatinate and to a small extent in Saarland , and that runs mainly along the Glan River . It was built around the turn of the 19th and 20th centuries primarily for strategic reasons . The Glan-Münchweiler - Altenglan section was built in 1868 as part of the Landstuhl - Kusel railway . The Lauterecken - Odernheim - Staudernheim section followed in 1896 and 1897 , initially as a continuation of the Lauter Valley Railway opened in 1883 . The remaining sections Homburg - Glan-Münchweiler, Altenglan - Lauterecken and Odernheim - Bad Münster were opened in 1904. In Odernheim the railway line was divided into the branch to Staudernheim, which had existed since 1897, and the branch to Bad Münster.
Due to the sparsely populated area, traffic was rather low except in the two world wars in which the route was of strategic importance . After the Second World War , the second track was gradually dismantled. From 1961 to 1986 passenger traffic was discontinued on large parts of the railway line. With the exception of the Glan-Münchweiler-Altenglan section, which is part of the connection from Landstuhl to Kusel, the line has been closed since 1996. The Glantalbahn has been dismantled between Waldmohr and Glan-Münchweiler and between Odernheim and Bad Münster. Since the beginning of 2000, on the Altenglan - Staudernheim section, a handcar rental has been offering handcars for self-drivers.
history
First initiatives (1850–1865)
Although the topography of a railway line along the Glan as a connection between the Saar region and the region around Bingen would have been beneficial, the division of the valley into several states made it difficult to implement the project for a long time in the 19th century. The border between Bavaria , Prussia and Hesse-Homburg in the Glan Valley between Altenglan and Staudernheim was very irregular, which did not help the construction of the railway. The first efforts to connect the Glantal by rail went 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 Oldenburg exclave. While Oldenburg pleaded for a guided tour through the city of Birkenfeld , the Prussian side insisted on a route in the Nahe valley. As a result, a committee was formed on October 20, 1856 in Offenbach am Glan , which advocated a third variant. The corresponding route should leave the Nahe valley at Boos and lead via Lauterecken, Altenglan and Kusel either via St. Wendel or through the Ostertal to Neunkirchen. The committee bought several shares in the Rhein-Nahe Railway Company especially for this purpose . For tactical and transport-political reasons, Prussia was initially open to these efforts, which led to Oldenburg giving in and accepting the route along the Nahe within its territory, especially since Prussia wanted to see such a railway line primarily within its own territory.
In 1860, the Notabeln des Glan and Lautertales committee was formed , which campaigned for a railway line that would branch off the Palatinate Ludwig Railway in Kaiserslautern and run through the Lauter and lower Glantal valleys in order to access the Rhine valley, which was completed in the same year, in Staudernheim. To meet Nahe-Bahn . Prussia was waiting, fearing that the nearby route could become less important. However, the project received support from Hessen-Homburg , which wanted to connect its exclave Meisenheim to the rail network. Support for this came from the mayor of Grumbach , who turned to the district president especially for this. In 1861, the Hessian privy councilor Christian Bansa supported the planned rail link with the Prussian Foreign Ministry and argued that the demand for it was greater than for a route along the Alsenz . However, Prussia was only willing to support the Palatinate Northern Railways, founded in 1866, with the construction of the Alsenz Valley Railway , which opened in 1870 and 1871 and whose northern end point was the then Prussian Münster am Stein . Both Bavaria and Prussia were not interested in guaranteeing the interest on the route, which was calculated in 1873 at around 3.6 million guilders.
Strategic pathway plans
The concession of the Landstuhl – Kusel railway line , which opened in 1868 and which follows the course of the Glan from Glan-Münchweiler to Altenglan, gave new impetus to efforts in the 1860s to build a Glan Valley Railway . The memorandum published in 1863, which had pushed the construction of the former, indicated a link with a later stretch along the Glans. In 1865 a public limited company was founded in Meisenheim to plan this route. However, the German War of 1866 initially prevented the project from being completed. After the annexation of Hessen-Homburg by Prussia in the same year, the number of negotiating parties was reduced to two. In March 1868, Prussia granted the project planning permission and in February of the following year Bavaria followed suit. Surveying began at the beginning of 1870 before the Franco-Prussian War interrupted further work.
Since Alsace and northern Lorraine had been incorporated into the newly founded German Empire in 1871 as a result of this war, fear arose on the German side that France would try to reverse the incorporation of Alsace-Lorraine in another military conflict . To prevent this, there was interest in strategic paths towards the end of the 19th century, especially in southwest Germany . Within the Palatinate and Prussia, it was planned to branch off such a route from the Ludwigsbahn near Homburg and follow the course of the Glans, with the Landstuhl – Kusel route from Glan-Münchweiler to Altenglan also to be used. On September 7, 1871, a committee met in Meisenheim to discuss the plans drawn up by engineers for this route. The elaborated routing differed from the one actually implemented later, so the Ulmet, Meisenheim and Odernheim stations were to be built at different locations. In addition, their route length was shorter and would have allowed high speeds. The committee issued a memorandum on January 27 of the following year, in which it emphasized both the economic and military importance of a railway line along the Glan.
Above all, the negative attitude of Bavaria due to the expected high construction costs prevented the project for the time being. Because of the borderline, which was also a hindrance to the construction of the railway, there were several plans in the following decades to build branch lines in the Glantal. In 1881 the Pfälzische Zeitung reported on plans that included two routes from Altenglan to Lauterecken and from Lauterecken to Staudernheim. In 1891 efforts were made to create a route from Altenglan to Sankt Julian , which was to run exclusively on the Palatinate territory.
Creation of the Lauterecken – Staudernheim section
In February 1891 plans were in progress for a route from Staudernheim to Meisenheim, which was to run exclusively through Prussian territory. This should pass Abtweiler and Raumbach , whereby a gradient of 25 per thousand would have been necessary. In March, the Meisenheim city council approved this project. Likewise, Prussia had already worked out a route from Kirn via Becherbach and Breitenheim . As a result of these plans, Bavaria finally came under pressure. On October 28 of the same year, the two countries signed a state treaty, which allowed the construction and operation of a line from Lauterecken to Staudernheim by the company of the Palatinate Northern Railways , which had been part of the Palatinate Railways since January 1, 1870 , as a direct continuation of the Kaiserslautern Lautertal Railway , which opened in 1883 - Lauterecken provided.
In addition, the railway entrepreneur Jakob von Lavale succeeded in getting the board of directors to pay half of the land acquisition costs. Although the section was built as a local line, it had to meet strategic needs such as a corresponding superstructure. Railway stations were built in Medard, Odenbach, Meisenheim , Raumbach, Rehborn and Odernheim . Medard, Raumbach and Rehborn were given small reception buildings that were stylistically based on those of their counterparts along the Lautertalbahn. In particular, the station buildings in Meisenheim and Odernheim were architecturally sophisticated in accordance with the importance of the two locations. In addition, Lauterecken got an additional breakpoint, which served to develop the northern urban area. In addition, it should make it easier for the communities in the central Glantal to access the railway line.
The section between Lauterecken and Meisenheim was already passable on June 16, 1896; on October 26th of the same year the Lauterecken - Odernheim section was finally opened. Among the guests were Lavale and the Bavarian Prime Minister Friedrich Krafft von Crailsheim . Closing the gap as far as Staudernheim was delayed due to price demands from the landowners concerned. Construction work, which took a total of eight months and some night shifts, began towards the end of the year; on November 2, traffic was interrupted due to a flood and the undercutting of the embankment near Odenbach. The remaining line to Staudernheim on the Rhein-Nahe-Bahn was finally put into operation on July 1st of the following year.
planning
At the same time, Bavaria revised its negative attitude towards a strategic railway line along the entire Glan, as German relations with France had meanwhile deteriorated further. This resulted in a contract concluded in November 1900 to build a strategic railway line along the Glans, which in combination with a line from Gau Algesheim to Kreuznach and from Homburg to Scheidt, the shortest connection from the Rhine-Main area to the Saar area as well continued towards Metz. The main purpose of the route should be kept secret; the Palatinate district offices received a circular that prohibited the use of corresponding terms such as "strategic route" or "military railway" in public. Nevertheless, two years later an article appeared in the newspaper Pfälzische Presse, Die Strategische Bahn in der Pfalz .
The railway project was largely financed by the German Empire, which assumed a large part of the construction costs. The function of the railway line was to have a continuous connection from Homburg via Glan-Münchweiler, Altenglan, Lauterecken, Meisenheim and Odernheim to Münster am Stein. The Odernheim - Münster section was to run on the right bank of the Nahe almost parallel to the Prussian Rhine-Nahe Railway, which ran on the other side of the river. There were several reasons for this. The Palatinate Railways endeavored to run the route across Bavarian territory for as long as possible. In addition, they wanted to compete with the Rhein-Nahe-Bahn. In addition, this should create more capacity between Münster and Staudernheim in the event of a war.
The planning provided for a route with a high embankment, which was deemed necessary due to the frequent flooding along the Glans. The strategic line had its starting point in Scheidt, ran via Homburg and used the existing Landstuhl – Kusel railway between Glan-Münchweiler and Altenglan, and the line opened in 1896 between Lauterecken and Odernheim. Both existing lines, like the new sections to be built, were to be doubled in order to meet the military requirements. It was also planned to convert Altenglan station into a wedge station and to put a new station building into operation. The old Lautereck train station, the northern terminus of the Lautertal Railway from 1883 to 1896, was unsuitable for a connection between the two routes due to its location on the southern outskirts of the city and should be downgraded to the stopping point. The stop of the same name, which had existed since 1896, was to be abandoned because the new Lauterecken-Grumbach station was to be built immediately to the north of it . It also turned out to be necessary to fundamentally redesign the Münster train station in a confined space. The opening of the railway line was planned for April 1, 1904.
Construction and opening
Construction of the Homburg - Glan-Münchweiler and Altenglan - Lauterecken sections began in the summer of 1902. From August 14th, the materials for the construction of the line were brought from Altenglan to Ulmet on a narrow-gauge railway by horse and cart; Italian and Croatian construction workers prepared the planum from Altenglan to St. Julian. The railway buildings were built from sandstone obtained from the surrounding region. On October 27 of the same year, the Mannheim-based company Grün & Bilfinger began construction work on the section from Sankt Julian to Lauterecken. For this purpose, the Glan and a parallel street had to be relocated near Niedereisenbach. The material accumulated when a new river bed was excavated for the Glan was used for the railway embankment to prevent flooding. The work was done by day laborers from Italy. During the construction period, tensions arose between the construction workers and the local population, some of which took the form of violent crimes. Due to the weather, the work had to be interrupted from December 1902 to spring 1903. The war ministry tried to complete the main line as quickly as possible, as it expected a short-term mobilization. At the beginning of 1903, construction of the route between Odernheim and Münster am Stein began; at that time almost all of the high-rise buildings along the other two sections had already been completed.
As early as 1903, coal trains were running on the Homburg - Jägersburg section, which had not yet been officially opened , to the Nordfeld mine , which was connected via a branch line, the Nordfeldbahn . Nevertheless, the pit and this connecting railway were shut down two years later due to a lack of profitability. The strategic railway Scheidt - St. Ingbert - Rohrbach - Kirkel - Limbach - Homburg, conceived as a western continuation, was opened on January 1st, 1904. The superstructure between Altenglan and Niederalben-Ratsweiler and between Eschenau and Lauterecken was largely completed on January 21, 1904; from February 13, the Glan-Münchweiler - Altenglan section, which had been in existence since 1868, was consistently double-tracked. On March 25th a test drive took place between Homburg and Lauterecken-Grumbach and five days later one in the opposite direction. Finally, on May 1, 1904, the Glantalbahn went into operation along its entire length with the newly built sections Homburg - Glan-Münchweiler, Altenglan - Lauterecken and Odernheim - Münster am Stein. There were 26 en-route stations along the new railway line.
Early days (1904–1933)
On January 1, 1909, the Glantalbahn, along with the other railway lines within the Palatinate, became the property of the Bavarian State Railways . At that time, the Homburg - Schönenberg - Kübelberg section was under the management of the Homburg Operations and Building Inspection. From Elschbach to St. Julian-Gumbweiler, the Kaiserslautern I inspection was responsible, and the remaining Kaiserslautern II line. In the First World War , the line served largely strategic purposes as planned. As early as August 9-16, 1914, twenty military trains drove westwards from the Poznan region every day via the Glantalbahn and further on the Mannheim - Saarbrücken railway line . The timetable was changed a total of eight times this year. At the same time, the offer for civil traffic remained restricted during the four years of war. On November 1, 1917, the train stations in Eschenau , Wiesweiler and Raumbach were temporarily closed due to a lack of staff, but they were reactivated in October 1918.
In the post-war period, the effects of the war were particularly evident in long travel times. After Germany lost the First World War , Homburg and Jägersburg came to the newly created Saar area with effect from March 10, 1920 , which, on the initiative of the victorious powers, was under the control of the League of Nations for a period of 15 years and during this time was a French customs territory. Consequently, the Saareisenbahn was responsible for this, which had emerged from the former Prussian Railway Directorate Saarbrücken. For this reason, customs controls took place in Waldmohr station - known as Jägersburg from 1921 onwards. With the establishment of the Deutsche Reichsbahn in the same year, the Glantalbahn to Schönenberg-Kübelberg became their property, which two years later it was subordinate to the newly founded Reichsbahndirektion Ludwigshafen .
With reference to the Versailles Treaty , the Allied Ambassadors' Conference in 1922 called for the Odernheim - Staudernheim line to be dismantled and the rest of the Glantalbahn to be removed from one track. This caused resistance on site. Seven years later, the Reich government at the time achieved that only the Odernheim - Bad Münster section had to be reduced to one track and the Glantalbahn retained the status of a main line. It was also determined that from September 1, 1929, the dismantling had to be completed within nine months; accordingly, they began on November 12 of the same year, but this had no effect on rail traffic.
In 1923 and 1924, as a result of the occupation of the Ruhr and the passive resistance proclaimed by the Reich government afterwards , France took over the railways in the occupied areas in the Ruhr area and west of the Rhine in what is known as the Regiebetrieb . The Reich Ministry of Transport asked the German railroad workers not to cooperate with the occupiers, so that the French had to take the railroad into their own hands. However, since they were not sufficiently familiar with the operating regulations and the safety equipment of the facilities, rail operations during this time were risky. As in the other occupied territories, the population in the Glantal tried to boycott the railway during this period. Motor mail lines and private trucks were increasingly used as an alternative to public transport.
Third Reich and Second World War (1933–1945)
After the reunification of the Saar area with Germany due to the referendum of 1935, the customs controls between Jägersburg and Schönenberg-Kübelberg were dropped. The previous Saareisenbahn operated from then on as Reichsbahndirektion Saarbrücken. Two years later, the Ludwigshafen Reichsbahndirektion, to which the Glantalbahn previously belonged, was dissolved. As early as May 1, 1936, the area of responsibility of the Saarbrücken management and the works office (RBA) Homburg had been expanded to include the section to Altenglan; From April 1, 1937, the remainder of the Glan line was under the control of Mainz and the Bad Kreuznach Works Office. In this context, the Altenglan railway maintenance office was dissolved.
In 1938 the second track between Odernheim and Bad Münster was relocated in preparation for the Second World War . The construction of the western wall and the transport of troops along the railway line also conveyed an important role in the entire course of the war. A military exercise took place in the Palatinate between September 24th and 27th of that year. The stations of Altenglan, Bedesbach-Patersbach , Glan-Münchweiler, Lauterecken-Grumbach and Schönenberg-Kübelberg belonged to the destination stations of the troop trains from Frankfurt am Main .
With the outbreak of the Second World War in 1939, the supply of trains was again restricted. In the same year, a single-track strategic railway line from Jägersburg station to Bexbach was tackled. Its purpose was to be able to bypass Homburg if necessary. Work came to a standstill in May of the following year without the connection being completed. Due to its strategic importance, the line was often the target of Allied air raids, especially from 1944 onwards. Bad Münster was attacked several times due to its importance as a railway junction. Others hit Medard , Altenglan, Meisenheim, Odenbach , Odernheim, Ulmet, Wiesweiler and Lauterecken, which resulted in the destruction of the locomotive shed there, as well as Offenbach, whose station building was affected. In the last months of the war, a connecting curve was built between Rammelsbach and Bedesbach in the area of what is now Altenglan, north of the train station. This was intended to create an additional diversion option in the event of war damage to the Nahe Valley Railway between Ottweiler and Bad Münster in combination with the extension of the Kuseler line to Türkismühle, which opened in 1936 . In fact, it was only used once and was dismantled immediately after the end of the war. In March 1945 it fell to the US Army . During this time, 120 trains a day traveled the route, which at that time was the only intact double-track connection within the Palatinate.
Post-war period (1945–1962)
Today's Saarland , to which Homburg and Jägersburg belong, was again separated from German territory after the Second World War, so that the Jägersburg and Schönenberg-Kübelberg stations became customs stations again. The rest of the Glantalbahn was within the newly created federal state of Rhineland-Palatinate . From then on, the Saarland Railways (SEB) and, from 1951, the Saarland Railways (EdS) were responsible for the Homburg - Jägersburg section , while the remainder of the railway line was under the control of the Association of Southwest German Railways (SWDE), which was incorporated into the newly founded Deutsche Bundesbahn in 1949 (DB) passed. The second track between Homburg and Jägersburg had already been dismantled in 1945, as there was no longer any operational need for it and it was to be used for the repair of other lines; nevertheless it was still included in the pictorial timetable from 1952.
The route experienced a brief upswing in the 1950s, but it declined in the period that followed due to increasing individual traffic. Due to the separation of the Saarland, the southern section Homburg - Glan-Münchweiler in particular lost its importance as it passed the state border. This resulted in a concentration of traffic flows in the direction of Kaiserslautern . The structural changes had the consequence, among other things, that the Homburg - Jägersburg section officially only had the status of a branch line from May 2, 1955. At that time, the Glantalbahn was the least frequented double-track line in southwest Germany. With the economic reintegration of the Saarland to Germany in 1959, the customs controls in Schönenberg-Kübelberg were again omitted, but the capacity restrictions on the route that began in the 1950s continued. With the political reintegration of the Saarland in 1956, the Jägersburg station was closed for passenger traffic and in 1960 the second track between Jägersburg and Schönenberg-Kübelberg was dismantled because there was no longer any operational need for it. The DB received financial grants from the federal government aimed at maintaining parts of the route for strategic reasons in connection with the Cold War .
In October 1961, the Odernheim - Bad Münster section, which had hardly any civil significance, was closed; in 1962 and 1963 the tracks between Odernheim and the connection to the Niederhausen power plant were dismantled. However, the superstructure remained in place until the 1980s. At the same time, three new stops were built between Homburg and Glan-Münchweiler: Sand, Elschbach Ort and Nanzweiler.
Decline (1962–1996)
In the 1960s, the DB gradually dismantled the second track on the remaining sections of the route. With the dissolution of the Mainz directorate, the entire route changed to the area of responsibility of the Saarbrücken Federal Railway Directorate with effect from June 1, 1971. In the period that followed, it became clear that the lack of rationalization also called into question the cost-effectiveness of the Glantalbahn, since most of the signal boxes and barrier posts were still operated by hand; the blocking and securing devices mostly came from the early days of the railway line. From the mid-1970s, the DB abandoned all intermediate stops between Homburg and Glan-Münchweiler, with the exception of Schönenberg-Kübelberg and Dietschweiler, including those that had only been set up in the early 1960s.
On May 30, 1981, passenger traffic on the Homburg - Glan-Münchweiler section was ceased. There had already been no more freight traffic between Schönenberg-Kübelberg and Glan-Münchweiler . Four years later, on May 31, 1985, traffic between Altenglan and Lauterecken-Grumbach came to an end. Although in fact no main line for decades, the Glan-Münchweiler - Odernheim section was not officially downgraded as a branch line until September 29, 1985. In 1986 the Federal Railroad stopped passenger traffic on the northern section from Lauterecken-Grumbach to Staudernheim. This meant that the Schönenberg-Kübelberg - Glan-Münchweiler, Ulmet - Offenbach-Hundheim and Meisenheim - Odernheim sections were without regular traffic. From 1987 the dismantling of the Schönenberg-Kübelberg-Glan-Münchweiler section, which had been closed since 1984, began. On July 1, 1989, freight traffic between Waldmohr and Schönenberg-Kübelberg ended. From the same year the section between Glan-Münchweiler and Altenglan was only passable on a single track.
In 1991 the line between the industrial area of Waldmohr and Schönenberg-Kübelberg was dismantled. The weed spraying train , which ran on July 6, 1992, was the last continuous train journey between Altenglan and Lauterecken-Grumbach. In the 1990s, freight traffic along the Glantalbahn, which had previously only supplied Waldmohr and Meisenheim, finally came to a standstill. The service of Meisenheim ended in 1993, that of Waldmohr in 1995. In 1993, the route of the section coming from Bad Münster to the junction of the Niederhausen power station was converted into a cycle path . In the course of the rail reform , the remaining sections of the route became the property of Deutsche Bahn on January 1, 1994 . The decommissioning procedure for the Altenglan - Lauterecken section, which was initiated in 1992, was delayed until the turn of the year 1995/1996. On May 10, 1996, the Federal Railway Authority also approved the closure of the northern Glantalbahn section to Staudernheim on July 1 of that year.
Development since 1996
From the formerly strategic Homburg - Bad Münster railway line, only the Glan-Münchweiler - Altenglan section is still in operation as part of the original Landstuhl - Kusel line. It is used for passenger transport by regional trains. In 2000 the private company trans regio took over the transport. After a new invitation to tender and with the start of the timetable change at the end of 2008, the DB subsidiary DB Regio operates this route again .
As early as 1985, an appraisal by the Karlsruhe-based company PTV Planning Transport Verkehr came to the conclusion that reactivating the northern section of the route would bring 2000 passengers a day. For reasons of cost, both the Rhineland-Palatinate Ministry of Transport and the Bad Kreuznach and Kusel districts refused to restart the facility.
In order to prevent the final closure of the Glantalbahn section Altenglan - Staudernhein, including the dismantling of the line, students at the University of Kaiserslautern considered setting up a railroad trolley operation on this section of the line . Winfried Hirschberger, district administrator from Kusel, was one of the supporters of this project . After the draisine routes in Templin in Brandenburg - at that time the only ones in Germany - and at Magnières in Lorraine had been examined, concrete planning began and implementation took place in 2000. In the first year of operation, the project had 7,300 users; so the popularity was significantly higher than expected. In 2007, the Kusel district tourism association acquired this section of the route for 690,000 euros from Deutsche Bahn.
The Waldmohr - Glan-Münchweiler and Odernheim am Glan - Bad Münster sections have now been dismantled; From 2001 to 2006, the Glan-Blies-Weg was laid on the former and on large parts of the dismantled second track between Odernheim and Glan-Münchweiler . A new overpass of the state road 356 was built between Schönenberg-Kübelberg and Elschbach along the railway line serving as a bike and hiking trail in the area. The section from Homburg to Glan-Münchweiler was also exempted from railway operations at the end of 2011 .
Route
Homburg - Altenglan section
The southern section Homburg - Glan-Münchweiler branches off from the Mannheim - Saarbrücken railway line and initially runs through the Landstuhler Bruch . The railway line crosses the extensive Jägersburger forest. In this area there is a slight incline, in the further course it loses almost continuously in height. Shortly after the Jägersburg train station, the line, which initially runs within the city of Homburg , which is part of the Saar -Palatinate district, passes the state border between Saarland and Rhineland-Palatinate . Then she is in the Kusel district and touches Waldmohr ; it has now been dismantled immediately north of it. After a few kilometers, the route behind it reaches the Glantal, which it largely follows. The gradient between Jägersburg and Schönenberg-Kübelberg is 1: 144. In this area, the Glan-Blies-Weg to Glan-Münchweiler runs largely on and in places next to the railway line. The Schönenberg-Kübelberg route passes on the northern edge of the Peterswald. After touching the southern edge of the district of Sand , it enters the district of Kaiserslautern and reaches the north-western edge of Elschbach. Between Waldmohr and Glan-Münchweiler, the eponymous Glan is crossed four times, as it meanders very strongly in its upper course; one of its loops is abbreviated to the Elschbach tunnel between Elschbach and Dietschweiler . Behind this it is again in the Kusel district, which it mainly crosses. At Dietschweiler she entered the North Palatinate Uplands . Shortly before Glan-Münchweiler, the route passes under the federal motorway 62 . The gradient between Schönenberg-Kübelberg and Glan-Münchweiler is 1: 100. Immediately afterwards, the route meets the Landstuhl - Kusel railway line coming from the east , with which it runs until shortly before Altenglan. From Glan-Münchweiler, the Glan-Blies-Weg runs parallel in places along the route of the dismantled second track. After the Rehweiler and Eisenbach-Matzenbach stops, the train passes Gimsbach and Godelhausen without stopping. In this area the landscape becomes increasingly hilly. To the west of Theisbergstegen it runs for a length of around three kilometers along the eastern slope of the Remigiusberg . To the east of the Glans is the Potzberg with its wildlife park of the same name . Shortly before reaching Altenglan train station, the route to Kusel turns left.
Section Altenglan - Staudernheim / Bad Münster am Stein
The tracks in Altenglan station, which were previously used by the Glantalbahn and have since been separated from the Kuseler line, form the southern end point of the line used for trolley transport. Between Bedesbach-Patersbach and Eschenau, the Glan is crossed a total of five times. Between Bedesbach-Patersbach and Ulmet the gradient is 1: 1143. Shortly before the Niederalben-Ratsweiler train station, the line spans the Steinalp . To the north of Eschenau it follows the orographically left bank of the Glan. Shortly before Lauterecken, the Lauter Valley Railway joins the Lauterecken-Grumbach station from the southeast . To the north of Lauterecken, the river valley widens significantly, so that the number of bridges there is less. To the north of Odenbach, the route leaves the Kusel district and is located in the Bad Kreuznach district . Shortly before Meisenheim , the Glantalbahn bridges the Jeckenbach and then passes a cut, which is followed, among other things, by the Meisenheim tunnel .
In a northerly direction the vineyards increase along the route and it reaches the Naheland . In Odernheim it forks into the still existing branch, which was opened in 1897 and has a slight incline and from which a siding to a mill branches off. It bypasses the Disibodenberg in a wide arc , bridges the Nahe and ends in Staudernheim. The southern branch, which was set up for strategic reasons and has since been dismantled, first passes the mouth of the Glans and then with the Kinnsfelstunnel, a narrow valley near the Gangelsberg . On the right bank of the Nahe it runs parallel to the Nahe Valley Railway on the other bank. This is followed by the northern edge of the local community of Oberhausen an der Nahe and the Niederhausen reservoir , before the route joins the Nahe Valley Railway after crossing the Nahe . A short time later, this crosses under the Bundesstraße 48 , then the Alsenz Valley Railway comes from the right before the Bad Münster am Stein train station is reached.
Kilometrage
Since the Glan-Münchweiler - Altenglan section was created as part of the Landstuhl - Kusel railway line and the Lauterecken - Staudernheim section was originally a continuation of the Lauter Valley Railway, the two sections were originally included in the kilometrage of these two railway lines, so that the respective zero point is in Landstuhl or Kaiserslautern located.
After the opening of the strategic railway in 1904, continuous kilometrage was carried out, which began west of the Scheidt train station between St. Ingbert and Saarbrücken and ran over the existing line to Rohrbach that had existed since 1879 and 1895 , followed by the connection via Kirkel, which had been in place since January 1, 1904 and Limbach included and then applied to the Glantalbahn. The Bad Münster am Stein train station was 109.7 km.
Since the Scheidt - Homburg section was the shortest connection between Homburg and Saarbrücken and became part of the Mannheim - Saarbrücken Magistrale , after the Second World War the Glantalbahn to Altenglan was re-kilometered with the zero point in Homburg. To the north of Altenglan train station, the kilometers from Scheidt were retained, so that there is a jump from kilometer 33.05 to kilometer 56.89. From 1937 to 1945, this was also the location of the border between Saarbrücken and Mainz. The Odernheim - Staudernheim section initially had its own kilometrage from 1904 and from 1961 was included in the one beginning at Scheidt. The Staudernheim station was now at km 96.9.
| 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
Palatinate Railways and Royal Bavarian State Railways
For three and a half decades from 1868, four pairs of passenger trains operated between Glan-Münchweiler and Altenglan on the Landstuhl - Kusel route, initially two of which were mixed trains. At the time of the opening of the Lauterecken - Odernheim section in 1896, four pairs of trains ran on the Lautertal Railway to Kaiserslautern; there was also a couple who drove exclusively between Odernheim and Lauterecken. A year later, the train services were tied to Staudernheim.
With the full opening of the Glantalbahn from Homburg to Bad Münster, three pairs of trains initially ran. Continuous traffic from Kaiserslautern to Staudernheim was initially no longer offered. Between Odernheim and Staudernheim there were only shuttle trips in the following years. In the period that followed, the number of trains on sections of the route increased. Direct trains on the Kusel - Neunkirchen route were also occasionally introduced, primarily serving the workers of the local coal mines. In the years 1913/1914 there was the only time in the history of the line that a scheduled overhaul of a train took place: on a Saturday evening in Glan-Münchweiler, a passenger train to Homburg had an express train from Bad Münster that was introduced in 1912 overtake. The latter was discontinued with the beginning of the First World War. The 1914 timetable showed connections that operated exclusively between Lauterecken-Grumbach and Staudernheim or Bad Münster or Meisenheim and Staudernheim. During the First World War, the timetable was reduced almost continuously. One year after the war there was only one continuous connection from Homburg to Bad Münster. In addition, travel times have been extended.
Deutsche Reichsbahn and Saareisenbahn
From June 1, 1920 trains ran on the Saarbrücken - Bad Münster, Saarbrücken - Altenglan and Saarbrücken - Kusel routes. The trains going to Neunkirchen meanwhile run to the Heinitz mine . In 1926 and 1927, a long-distance train ran for the first time with an express train from Calais to Wiesbaden via the Glantalbahn, but exclusively in the direction of Wiesbaden. From the summer of 1930 an excursion train on the Saarbrücken - Bierbach - Homburg - Altenglan - Bingerbrück route ran along the strategic route. In the 1930s in particular, there were several corner connections running over the Glan route, such as Homburg - Glan-Münchweiler - Ramstein and Kaiserslautern - Lauterecken - Altenglan - Kusel. In the years 1933/1934 some of the train runs from Homburg were restricted to the section running within the Saar area to Jägersburg. The annexation of the Saar area to the German Reich in 1935 meant that the number of trains to and from Saarbrücken increased. In addition, some trains operated on the Lauterecken-Grumbach - Staudernheim route. The 1936 timetable also showed two trains from Staudernheim to Kaiserslautern. A year later there was a train from Homburg to Glan-Münchweiler on Saturdays, which ran through to Elschbach without stopping. During this time there were only four pairs of trains on the Odernheim - Bad Münster section.
From November 1942, by special order, there was a pair of express trains on the Berlin - Kassel - Frankfurt - Altenglan - Homburg - Metz route for those traveling on the front. In 1945/1946, a pair of express trains ran for the last time over the Glantalbahn from Saarbrücken to Koblenz, which was only available to a limited extent for civil traffic. This was the last train that ran continuously on this route and still used the Odernheim - Bad Münster section, which was closed at the beginning of the 1960s.
Railways of the Saarland, Deutsche Bundesbahn and Deutsche Bahn
After the Second World War, many trains only ran partial routes, as the traffic flows were mainly directed towards Kaiserslautern. After Homburg and Jägersburg were separated again as part of what is now Saarland, this development intensified. The miners' trains on the Kusel - Neunkirchen - Heinitz route ran until the 1960s and were at times the only passenger trains on the Homburg - Glan-Münchweiler section. The closure of the Odernheim - Bad Münster section in 1961 prevented efficient train runs, as trains in the direction of Bad Kreuznach had to go to Staudernheim from then on, to turn heads there and then run along the Nahe Valley Railway. A year later, Sunday traffic ended on the Homburg - Glan-Münchweiler and Altenglan - Lauterecken-Grumbach sections.
From 1965, two pairs of express trains ran on the route Zweibrücken - Mainz on the Glantalbahn on weekdays . 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”. In 1967 another was added for a short time between Homburg and Gau Algesheim. At the end of the 1970s, they were removed from the timetable. In 1975, on the Glan-Münchweiler - Altenglan and Lauterecken-Grumbach - Staudernheim sections, Sunday and public holiday traffic was discontinued. Between Homburg and Glan-Münchweiler, there was only one train going north when it was discontinued. The Altenglan - Lauterecken section had three pairs of trains on working days in the last few years before passenger transport was discontinued in 1985. Six pairs of trains remained between Lauterecken-Grumbach and Staudernheim before passenger traffic on the section also ended in 1986. On both sections of the route, passenger transport has recently been largely limited to school transport. Along the northern section of the route, individual trains were tied through to Sobernheim .
Since May 1996 the Glan-Münchweiler-Altenglan section, which is operated today, has been served at least every hour as part of the Landstuhl-Kusel line. Passenger services, which were discontinued in 1975, are also offered again on Sundays. Deutsche Bahn has them under the course book number 671; it is served every hour. Usually the trains to Kaiserslautern are tied through.
Freight transport
Only in the first decades of its existence did the Glantalbahn gain greater importance in long-distance freight transport. Apart from the 1940s and 1950s, the coal trains from the Saar area mostly ran on the main Mannheim - Saarbrücken route in the direction of the Upper Rhine Valley and southern Germany. Otherwise, the supraregional freight traffic was limited to trains with excess loading gauge . For this purpose, the track in the opposite direction was mostly closed, which was operationally unproblematic due to the low traffic.
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Local freight transport developed positively in the first few decades. Around 1910 there were freight trains on the Kaiserslautern - Altenglan - Bad Münster and Homburg - Kusel routes. In 1920 a local freight train ran from Ebernburg station on the Alsenz Valley Railway, which served the stations between Bad Münster and Lauterecken-Grumbach and then ran as a through freight train to Homburg. Another local freight train was responsible for the stations between Lauterecken-Grumbach and Homburg. A through freight train was also used between Homburg and Altenglan, which was supplemented by an additional freight train from Homburg to Lauterecken-Grumbach if necessary. In Odernheim, the local oil mill had a siding and was served in the form of a transfer trip.
After the freight traffic on the Glantalbahn had significantly decreased after the Second World War, there were mostly only transfer trains from the junction stations on the relevant sections until they were abandoned . In the period that followed, the Federal Railroad stopped freight traffic on several sections, for example between Schönenberg-Kübelberg and Glan-Münchweiler. On the section from Bad Münster to the Niederhausen power plant, which has meanwhile been degraded to a siding, there were service trips until the shutdown at the end of 1990. From 1967 there was a siding that led into the industrial area of Waldmohr. It was shut down in early 1995; It was the last goods service along the Glan Valley Railway beyond the Glan-Münchweiler - Altenglan section.
The train stations Theisbergstegen, Altenglan, Bedesbach-Patersbach, Sankt Julian and Lauterecken-Grumbach were of considerable economic importance due to the surrounding quarries. Other stations with larger goods traffic were Jägersburg, Schönenberg-Kübelberg and Odernheim.
Draisine operation
The trolley service between Altenglan and Staudernheim is offered from March to October. All former subway stations function as a draisine station; between Bedesbach and Ulmet there was one in Erdesbach . On even days the trolleys drive towards Altenglan, on odd days towards Staudernheim. Lauterecken-Grumbach, the terminus of the branching Lautertalbahn , can also be chosen as a starting point. There are several types on offer: bicycle trolleys, conference trolleys, hand lever trolleys, covered wagon trolleys and barrier-free trolleys. Since the middle of 2013, it has been expanded to include battery- powered electric trolleys ; some of the vehicles received a wheelchair-friendly conversion.
Vehicle use
Steam locomotives
Initially, from 1868 between Glan-Münchweiler and Altenglan, mainly Palatinate G 1.III were used, although they had originally been designed for freight trains, and up to 1879 occasional Crampton locomotives from the early days of Palatinate rail operations. The former dominated operations until shortly before the turn of the century. The P 1.I series was added in the 1870s . For the lower Glantalbahn section between Lauterecken and Staudernheim, the T 1 was used from 1896 , which later also traveled other sections.
From 1911, type P 5 locomotives ran for four decades before they were completely retired in May 1954. This series was particularly influential for the Glantalbahn. The Homburg and Kaiserslautern railway depots were responsible for the operation . Other species on the track at the time of Pfalzbahn were the G 2.I and the G 2.II . The series 38.10–40 , 50 , 55.16–22 , 56.2–8 , 57.10 , 58 , 64 , 78 , 93.0–4 , 93.5–12 and 94.5 operated under the Reichsbahn and later the Deutsche Bundesbahn . Operation with steam locomotives ended in 1975.
Diesel locomotives
For the 1965 trains running to 1979, " Munzinger-Express " mentioned Eilzüge relation Two bridges - Mainz came diesel locomotives of the series V 100.20 used the so-called " pieces of silver " attracted. They were to be found in front of freight trains as well as the V 100.10 series after the end of the use of steam locomotives. From the late 1960s, the V 60 series was responsible for the handover trains between Homburg and Schönenberg-Kübelberg. It was also used for service trains along the entire Glantalbahn and was also used when the tracks between Waldmohr and Schönenberg-Kübelberg were dismantled in 1991. The 218 series was used for ballast trains from the Bedesbach and Theisbergstegen quarries .
From 1933 to 1981, type Köf II small locomotives were used for shunting at the Altenglan and Lauterecken-Grumbach stations. From there, they transported the transfer trains to neighboring stations. Occasionally they were also used for construction trains. From the mid-1960s, the Köf III increasingly took on these tasks. Until 1995 she served the industrial area of Waldmohr.
Railcar
From mid-1904 to May 1906, steam engine cars of the type MBCL commuted between Odernheim and Staudernheim . However, since they did not meet expectations, they were retired after only two years; their area of operation was relocated to the southern Palatinate . From 1926 to around 1940, Wittfeld accumulator railcars drove between Homburg and Altenglan .
From 1933 to 1935, Wismar rail buses were used on the Homburg - Jägersburg section and partly on to Glan-Münchweiler on the initiative of the Saareisenbahnen . From the mid-1950s, Uerdinger rail buses took over passenger transport from the Landau depot . The single-engine subtype VT 95 performed its service until 1976, the twin-engine VT 98 , which was used from around 1960, remained on the Glantalbahn until passenger traffic between Homburg and Glan-Münchweiler was discontinued in 1981. ETA 150 series battery-powered railcars ran significantly longer; their use began at the end of the 1950s on the route north of Glan-Münchweiler and lasted until passenger services between Altenglan and Staudernheim were shut down.
From the end of the 1980s, class 628/928 diesel multiple units took over the service on the Glan-Münchweiler-Altenglan section, which is still in operation today. From 2000 to 2008 there were Regio Shuttles of trans regio . Talent railcars from Deutsche Bahn AG have been in use since December 2008 .
Operating points
Homburg (Saar) central station
Until 1923 the station was called Homburg (Pfalz). It was opened in 1848 for the Palatinate Ludwigshafen - Bexbach Railway, which went into full operation a year later. With the opening of the now disused Homburg - Zweibrücken railway in 1857, it became the fourth railway junction within what was then Palatinate, after Schifferstadt (1847), Ludwigshafen (1853) and Neustadt an der Haardt (1855) .
On January 1, 1904, the Homburg - Limbach - Kirkel - Rohrbach line followed, which, like the Glantalbahn , which was completed four months later, was built for strategic reasons . Thus the railway line along the Glan was the last to be connected to the station. While the passenger trains of the Glantalbahn crossed under the Mannheim - Saarbrücken railway line, which had emerged from the Ludwigsbahn , there was a separate track for freight trains on this now disused line that led directly into the station. After the First World War the train station was part of the Saar area and after the Second World War it was part of the Saarland, which is why it was renamed accordingly. As a result of this development, the trains of the Bliestalbahn usually ran to Homburg instead of to Zweibrücken as before. Passenger traffic to Zweibrücken ended in 1989, that to Bliestal in 1991. In addition to the main line from Mannheim to Saarbrücken, the station is the eastern end of the line from Neunkirchen , which is also part of the historic Ludwigsbahn from Bexbach.
Erbach
Erbach received a smaller reception building. Together with the Sambach stop on the Lautertalbahn, the stop was the most unprofitable operating point in the Pfalzbahn network due to its peripheral location. In 1905, only 547 tickets were sold and 16.49 tons of goods were received or dispatched.
Homburg main station is also partly on the Erbacher district and even closer to Erbach than the former Erbach train station. Erbach station was given up in 1905, one year after the official opening of the line. In the following period he acted as an interim block location Erbach Posten 2904. Today the Ria-Nickel-Tierheim Homburg is located there.
Jägersburg
When it opened, the station was called Jägersburg-Waldmohr. Until 1905 there, the so-called chain Nordfeld track to pit Nordfeld from, which was released in spring 1903rd In this context, the Homburg – Jägersburg section had already been unofficially released for freight trains to the pit. The Nordfeld mine had to close at the turn of the year 1904/1905, with the result that the connecting railway lost its function after two years of operation.
The municipalities of Jägersburg and Waldmohr fought over the name early on , as the train station is located in the Jägersburg district, but near Waldmohr. In the years that followed, the name of the complex changed continuously: from 1905 to 1912 it was called Waldmohr-Jägersburg, from 1912 to 1921 Waldmohr, from 1921 to 1936 Jägersburg, from 1936 to 1947 again Waldmohr-Jägersburg, from 1947 Jägersburg. Due to the temporary separation of the Saar area or today's Saarland, it functioned as a customs station from 1920 to 1935 and from 1947 to 1956.
The station was closed in 1957 and given up three years later as a train follower. It has been unused for years with the associated area and is in the worst condition of all former Glantalbahn stations. In June 2012, the building and its surroundings served as the backdrop for the Tatort episode A Handful of Paradise, produced by Saarländischer Rundfunk .
Junction Waldmohr and loading point Fregoma
In 1967, the Deutsche Bundesbahn and the municipality of Waldmohr signed a contract with the content of setting up a siding for the local industrial area at 6.7 miles. This junction (Anst.) Waldmohr called operating point was used by two companies from the steel construction industry. Although it was served regularly, it was always of secondary importance. It was last used very rarely before the traffic there was stopped in early 1995. 300 meters further on was the Frego loading point on the main track.
Schönenberg-Kübelberg
Schönenberg-Kübelberg was always the most important train station between Homburg and Glan-Münchweiler. Due to the temporary separation of the Saar area and Saarland , Schönenberg-Kübelberg was a customs station from 1920 to 1935 and from 1947 to 1959. For this reason, the Calais-Wiesbaden-Express, which ran in the direction of Wiesbaden via the Glantalbahn, also stopped there in 1926 and 1927.
The station once had extensive freight traffic, which ended in 1989. It had a goods shed and a loading dock. He was a stop on the express trains Zweibrücken - Mainz. When passenger traffic between Homburg and Glan-Münchweiler was discontinued in 1981, it was only one of two railway stops along this section of the route.
The former station complex with the reception building, a urinal, a storage building, the platform and a station hotel is now a monument zone.
sand
The stop was opened at the beginning of the 1960s on the route of the second track, which had already been dismantled at the time, but was abandoned 15 years later.
Elschbach
The station received a smaller reception building. It was located a long way from the village of the same name on the road to Gries and served as a common train station for Elschbach, Gries and Miesau . In the following period, the Am Bahnhof settlement belonging to Elschbach was built in the immediate vicinity. Originally it had a loading siding that no longer existed after the Second World War.
In 1961, in connection with the commissioning of a nearby stop for Elschbach, it was renamed Elschbach Bahnhof, although it was only a stop from an operational point of view. In 1978, three years before passenger traffic between Homburg and Glan-Münchweiler came to a standstill, passenger traffic was abandoned. Around a decade earlier there was no longer any freight traffic there.
Elschbach place
The breakpoint was created in 1961 on the route of the second track, which had already been dismantled, not far from the Elschbach tunnel . but was shut down 15 years later.
Dietschweiler
Until 1912, the station was called Dietschweiler-Nanzweiler and was equipped with a larger reception building. It has a gable that leads into a stairwell and an extension with one and a half floors. He owned a goods shed and a loading platform.
From the 1960s it was no longer occupied. Although the signals with their corresponding systems initially remained, it was switched through. At the same time, the service in freight traffic ended. When passenger traffic between Homburg and Glan-Münchweiler was discontinued in 1981, Schönenberg-Kübelberg station was one of the two remaining stops along this section of the route.
Nanzweiler
The stop was opened in 1961 on the route of the second track that had already been dismantled and closed again at the end of the 1970s.
Glan-Münchweiler
The station was built in 1868 as part of the Landstuhl - Kusel railway line . It was given a larger, two-and-a-half-storey reception building, which is stylistically based on that of other Palatinate train stations built in the 1860s and 1870s. A wooden porch was dismantled in the 1990s. From 1943 to 1947 the station was called Glanmünchweiler .
Since the opening of the Glantalbahn in 1904, it was a separation station, which involved extensive track extensions. He had two signal boxes. With the cessation of passenger traffic on the Homburg - Glan-Münchweiler section in 1981 and the shutdown from Schönenberg-Kübelberg three years later, it lost its function as a crossing station, as goods traffic at that time only moved from Homburg to Schönenberg-Kübelberg. The platforms have been modernized in the meantime, the station building is no longer relevant for operations.
Rehweiler
When the line to Kusel was opened in 1868, Rehweiler was only a stopping point. It initially had a station building with 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 was given a loading ramp and a 163 meter long loading platform. The existing reception building dates from this time and is visually different from the corresponding buildings along the Landstuhl - Kusel route. It is stylistically based on the station buildings that were built on the neighboring Glantalbahn at smaller train stations 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. As part of the connection to Kusel, it is still in operation.
Eisenbach-Matzenbach
The current stop was opened in 1868 as a stop on the Landstuhl - Kusel railway line. At that time it had a 42-meter-long loading track, which was connected to 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 to a length of 52 meters; this was immediately followed by a 24-meter-long 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; but it is still being approached.
Theisbergstegen
This station was also built in 1868 as part of the Landstuhl - Kusel railway line. He received a smaller reception building, which was later converted. In 1901 the station was equipped with scales and a siding.
In terms of freight traffic, the station has always been of great importance due to the neighboring local quarry. From 1892 to 1907 a Thomas slag mill between Theisbergstegen and Rutsweiler am Glan had a field railway that led to the station. The quarry was closed in 2004; At that time Theisbergstegen was the last train station along the Glantalbahn with freight traffic. The station is still used for passenger traffic, but there are no longer any crossings.
Altenglan
The station was built in 1868 on the Landstuhl - Kusel railway line, initially with a larger reception building. When it was rededicated as a strategic line, it was converted into a wedge station, which necessitated a new station building between the two tracks. The original station building was used for goods handling after the Glantalbahn went into operation and is now a listed building. The station also had two signal boxes.
A quarry (owned by Hugo Bell) had existed near the Schneeweiderhof since the middle of the 19th century , for which a light railway to Altenglan station was built. Several loading tracks were built north of the station, and a loading facility was built 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 were abandoned.
There is a Trans regio depot in Altenglan that is rented to other railway companies. The station is the southern starting point of the section of the Glantalbahn from Altenglan to Staudernheim, which is now used as a trolley line.
Bedesbach-Patersbach
Until 1905 the station was called Bedesbach. It was located on the southwestern outskirts of the corresponding municipality. Patersbach joins on the other side of the Glans. In 1938 the station was given a loading ramp for military reasons, the longest along the entire Glantalbahn. From 1964 it was only one of a total of two crossing stations on the Altenglan - Lauterecken-Grumbach section. As a goods tariff point, it was of great importance for the neighboring Bedesbach quarry, which was served until 1989. The reason for the termination of this connection by the Federal Railroad was that a renewal of the corresponding track system would have been necessary.
Until around 1980 there was a siding for the nearby NATO tank farm, which was rarely used, for example when it was very cold in the winter of 1963/1964 and the supply of oil was difficult in southwest Germany.
Ulmet
The smaller reception building with the one-storey warehouse including the loading ramp and the former toilet and stable shed is a listed building. In 1959 the station lost its authorization to handle goods and express freight. The station was no longer manned by the early 1960s, and the signal systems were switched through. Since the second track between Bedesbach-Patersbach and St. Julian was dismantled in 1962, train crossings were no longer possible on site. After the cessation of passenger traffic between Altenglan and Lauterecken-Grumbach in 1985, transfer trains still ran to Ulmet. Freight traffic, in which the unloading of coal had played a role until recently, continued at the station until 1991.
Niederalben-Rathsweiler
The station, which had a smaller reception building, was of rather subordinate importance. It was just outside the two eponymous communities Niederalben and Rathsweiler . In the first decades of its existence, loading of barite played a certain role in on-site freight transport .
Eschenau (Palatinate)
This station was of comparatively little importance. From the end of 1917 to the end of 1918 it had to be temporarily closed. As early as 1922, its existence was threatened again. In 1959 he lost his authorization to clear express goods and goods. The smaller reception building is listed with the former storage shed. In 1986, one year after the end of passenger transport, a painter bought the building and set up a gallery and private academy in it. As a result, the house became known nationwide as an art station.
St. Julian
Until 1912 the station was called St. Julian-Gumbsweiler. He had two signal boxes. In the freight traffic it had a certain importance due to a neighboring quarry in Obereisenbach. After 1945 the quarry was closed due to decreased demand. From 1964, the station was one of only two crossing stations on the Altenglan - Lauterecken-Grumbach section. He was a stop on the express trains Zweibrücken - Mainz.
Niedereisenbach-Hachenbach
The former train station is in Niedereisenbach. He received a smaller reception building. It was no longer occupied by the early 1960s. The building made of sandstone came into private ownership after the sale by the Federal Railroad and was restored. It is now a listed building along with the one-story warehouse, including the ramp and the toilet block. As in all places on the Altenglan - Staudernheim section, there is now a draisine station that is named after the local community Glanbrücken , to which the two places were merged in the course of the Rhineland-Palatinate administrative reform in 1969. Even before passenger traffic between Altenglan and Lauterecken-Grumbach was discontinued in 1985, local freight traffic came to a standstill.
Offenbach-Hundheim
The train station was in the center of Offenbach am Glan . It consisted of a larger reception building, a goods shed, a toilet, a signal box, a loading bay, a coal store and a loading ramp. It initially had three main tracks. The length of the sidings was a total of 369 meters.
After the second track on the St. Julian - Lautertecken-Grumbach section had been closed, train crossings were still possible for a short time in Offenbach-Hundheim before the points were also dismantled. He was a stop on the express trains Zweibrücken - Mainz. Offenbach-Hundheim station was the last freight tariff point between Ulmet and Lauterecken-Grumbach to be abandoned in the second half of the 1980s.
The main building now serves as a residential building, while the goods shed houses a commercial enterprise. As in all places between Altenglan and Staudernheim, there is a trolley station there today. There is a bus stop on the street side.
Wiesweiler
The station was located in the immediate vicinity of the center of Wiesweiler, not far from the orographic left bank of the Glan. It was the last station along the Glantalbahn to be completed. It was only of subordinate importance in both passenger and freight transport. For example, in 1905 only 4,074 tickets were sold and 743.81 tons of goods were received or dispatched. The station could not be operated during the First World War for a period of eleven months from November 1917 due to a lack of staff.
In keeping with its importance, the station building was small. It had a goods shed, a ramp and a loading platform. This was dismantled after the Second World War and Wiesweiler was only a stopping point. A draisine station has been located at the site of the train station since 2000.
Lauterecken-Grumbach
The station was opened in 1904 because the Lauterecken station, which had existed since 1883, was in an unfavorable location due to the connection between the Lauter and Glantalbahn. It became very important in freight transport, as the Holzer quarry operated a field railway that ended at a loading ramp south of the station. A cable car from the Holzmann quarries also reached the station. The last customer in Lauterecken was the local textile factory, whose closure in 1993 meant the end of goods traffic within the city.
Due to its importance as a crossing station, it was given a larger reception building than most of the other stations along the Glantalbahn. The former signal box in the southern area of the station is still there and is a listed building.
Medard
When it opened, the station had four points, two head tracks with a usable length of 123 meters and a loading ramp. He owned a smaller station building with one and a half floors and an attached goods shed. In 1901 the station received a weighbridge. In 1946 it was extended by a siding, which led to a warehouse and which was regularly serviced in the following decades.
Odenbach
The station had a large, two-and-a-half-story reception building. After its opening, he had a total of five turnouts and two head tracks with a usable length of 100 meters, as well as side tracks with a usable length of 258 meters and a small loading ramp. Until the early 1920s, the loading of coal from neighboring mines played a role in freight transport. On November 9, 1944, the station was attacked during fighting during World War II.
Meisenheim (Glan)
Meisenheim station was opened in October 1896. It had a certain importance on the stretch between Lauterecken and Odernheim. It initially had nine turnouts, a head ramp and a side ramp, a passing track, a large goods shed and several side tracks that were 297 meters long. As part of the rebuilding of the strategic Glantalbahn in 1904, the passing tracks were extended to over 550 meters in accordance with the requirements for military matters.
From 1965 to 1979 he was on the move on the express trains Zweibrücken - Mainz. In freight traffic, the volume was lower than at many other stations on the railway line, but from 1988 onwards it was the last freight tariff point in the northern part of the Glantalbahn; it was not closed until 1993.
The train station has been a trolley station on the Glan route since 2000. Its striking reception building, the goods shed and other outbuildings are listed as historical monuments. He also had two signal boxes.
Raumbach
The station had a reception and toilet building. In November 1917 the station had to remain vacant for eleven months due to a lack of staff. After the Second World War, Raumbach was dismantled as a breakpoint. Freight traffic had already come to a standstill before passenger traffic was discontinued in 1986.
Rehborn
When it opened, the station, which received a smaller reception building, had four points, two head tracks with a useful length of 119 meters and a small loading ramp. In the last few years of passenger transport, the train station, which has meanwhile been dismantled to the stopping point, made a very natural impression: the platform was overgrown with lawn and trees in the immediate vicinity offered protection from rain.
Odernheim (Glan)
From October 1896 to June 1897 Odernheim was the terminus of the lower Glantalbahn section, which initially formed the continuation of the Lautertalbahn, which had existed since 1883. On July 1, 1897 the connection to Staudernheim took place.
From 1904 the Glantalbahn split in Odernheim into the section to Staudernheim and the strategic section to Bad Munster am Stein; the latter was in operation until 1961. The station had two signal boxes. He was a stop on the express trains Zweibrücken - Mainz. The former station building is a listed building.
Staudernheim
The station has existed since 1859 and was initially a transit station for the Rhein-Nahe-Bahn and the only operating point in Hessen-Homburg . After connecting the lower Glantalbahn to the station, this was expanded. With the opening of the strategic route to Bad Münster, the section between Odernheim and Staudernheim was temporarily a connecting curve; after the Odernheim - Bad Münster section was closed in 1961, it gained in importance again.
Duchroth
Until 1912 the station was called Duchroth-Oberhausen. To the west of the station, the Krebs & Co. quarry had a loading platform, to the east of which there were tracks for the Kirner Hartsteinwerke and the Niederhausen power station. Despite its name, this train station was in the district of Oberhausen an der Nahe , while Duchroth was two kilometers away. The population of Duchroth responded positively to the closure of the Odernheim - Bad Münster section and the closure of the station.
Bad Munster am Stein
The station was built in 1859 as an on-route station for the Nahe Valley Railway . With the continuous opening of the Alsenz Valley Railway in 1871, it became a separation station. The Glantalbahn was the last line to be connected to the station. This made it the hub of three double-track lines. Because of its importance as a strategic railway junction, it was bombed during World War II.
The entrance building is a listed Art Nouveau building, some of which contains half-timbered houses. It was completed around 1910 as part of the strategic railway construction. With regard to its architecture, the fact that Bad Münster is a health resort was taken into account. The Glantalbahn section Odernheim - Bad Münster was shut down as early as 1961, only the rail connection to the Niederhausen power plant branching off in this area was still served until 1992. The station had already been closed as a freight tariff point at the end of the 1980s.
Accidents
- On January 16, 1918, a train accident occurred on the Nahe Valley Railway due to a dam slide after snowfall and thaw, so that the section between Odernheim and Staudernheim had to remain closed until October. Since the nearby route remained impassable for several months, traffic was diverted via the Glantal. Due to the resulting overloading of the railway line, an accident occurred in Offenbach on January 30, 1918 , which led to the line being closed for three days.
- In November 1928, planks were thrown onto the tracks of Odernheim station by a storm . As a result, the locomotive and the van of a passenger train derailed, killing the engine driver.
- On June 10, 1929, a freight train derailed when it was to be shunted onto the loading and unloading track at St. Julian's station. The reason was a defect in a switch. There was only material damage; People remained unharmed.
- On May 11, 1970, a train between Altenglan and Theisbergstegen derailed due to a muddy level crossing. Two people died and nine were injured. The railway line had to be closed for several hours.
reception
In 1967, Heinz Sturm wrote in his work The Palatinate Railways that "two complexes can be seen" on the Glantalbahn. On the one hand, “a Bavarian project that sought a connection to the Nahe Railway from Altenglan and a major strategic concept, stretched between the endpoints of Bad Münster am Stein and Brebach an der Saar.” The systems are now “out of date”, but they are still working "Despite their age, they are still operationally safe and relatively trouble-free". Albert Mühl characterized the Glantalbahn in his 1982 book Die Pfalzbahn as "the main line that should never be one". It is a "traffic-economically completely nonsensical, [...] imposed racecourse". Klaus-Detlev Holzborn described the Glantalbahn as a “sad example” of the fact that railway lines were built for strategic reasons. With the shutdown of passenger traffic, a “scenic route was lost”. This assessment was also shared elsewhere. Fritz Engbarth speaks of a "myth of the Glantalbahn". In the course of its conversion into a draisine route, it has "become an extremely successful tourist attraction with an attraction far beyond the Palatinate and the Nahe valley".
literature
- Hans-Joachim Emich, Rolf Becker: The railways on Glan and Lauter . Self-published, Waldmohr 1996, ISBN 3-9804919-0-0 .
- Wolfgang Fiegenbaum, Wolfgang Klee: Farewell to the rails. Disused railway lines from 1980–1990 . Transpress Verlag, Stuttgart 1997, ISBN 3-613-71073-0 , p. 207-209 and pp. 417-420 .
- Ulrich Hauth: From near to far. On the history of the railways in the Nahe-Hunsrück region . Matthias Ess, Bad Kreuznach 2011, ISBN 978-3-9813195-8-3 , p. 167-178 .
- Klaus D. Holzborn: Railway areas Palatinate . transpress, Berlin 1993, ISBN 3-344-70790-6 , pp. 38-39 .
- 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 , pp. 233-236.
Remarks
- ↑ The section between Scheidt and Homburg, which was opened back then as part of the strategic railway, is now part of the Mannheim - Saarbrücken railway line and is no longer part of the Glantal Railway .
Web links
- Information about the route by Michael Strauss
- Information on the route from Markus Göttert and Marcus Ruch
- Information on the route by Fritz Engbarth
- Homepage of the Friends of Rail Transport Glan - Lautertal - Bachbahn eV
- Information on the route by Lothar Brill
- Summer timetable Glahntalbahn 1917
Individual evidence
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 15th f .
- ↑ 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 . ( Online [PDF; accessed November 5, 2014]).
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 16 .
- ^ A b Heinz Sturm: The Palatinate Railways . 2005, p. 234 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 9 .
- ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 16 f .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 18 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 18th f .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 102 .
- ↑ a b c d e f Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 21 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 20th f .
- ^ A b Heinz Sturm: The Palatinate Railways . 2005, p. 234 f .
- ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 21st f .
- ^ A b Albert Mühl: The Pfalzbahn . 1982, p. 14 .
- ^ A b c Klaus Detlef Holzborn: Railway Reviere Pfalz . 1993, p. 39 .
- ^ A b Heinz Sturm: The Palatinate Railways . 2005, p. 236 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 22nd f .
- ^ Klaus Detlef Holzborn: Railway Reviere Pfalz . 1993, p. 128 .
- ↑ a b c d e f g Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 36 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 22 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 235 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 23 f .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 21st ff .
- ^ A b Heinz Sturm: The Palatinate Railways . 2005, p. 266 .
- ^ Albert Mühl: The Pfalzbahn . 1982, p. 145 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 38 f .
- ↑ a b c d Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 39 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 42 ff .
- ↑ bahnstatistik.de: Royal Direction of Saarbrücken Railway - Timeline: erections - names - resolutions . Retrieved November 5, 2014 .
- ↑ bahnstatistik.de: Royal Bavarian Railway Directorate Ludwigshafen a. Rhine - Timeline: Establishments - Designations - Dissolutions . Retrieved November 5, 2014 .
- ↑ a b c d e f Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 49 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 50 ff .
- ^ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate (2007) . 2007, p. 18th f . ( Online [PDF; accessed June 30, 2019]).
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 52 ff .
- ↑ a b c Ulrich Hauth: From near to far. On the history of the railways in the Nahe-Hunsrück region . 2011, p. 171 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 54 f .
- ^ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate (2007) . 2007, p. 19 .
- ↑ a b c d e f g h i j k l m n o p q r Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 60 .
- ↑ bahnstatistik.de: railway management Mainz - Timeline: erections - names - resolutions . Retrieved November 5, 2014 .
- ^ A b Wolfgang Fiegenbaum, Wolfgang Klee: Farewell to the rail. Disused railway lines from 1980-1990 . 1997, p. 209 .
- ↑ Wolfgang Fiegenbaum, Wolfgang Klee: Farewell to the rail. Disused railway lines from 1980-1990 . 1997, p. 302 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 64 ff .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 66 .
- ↑ a b lok-report.de: Gallery - Chronology Strategic Route (selection): . Retrieved November 8, 2014 .
- ↑ a b Ulrich Hauth: From near to far. On the history of the railways in the Nahe-Hunsrück region . 2011, p. 173 .
- ^ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate (2007) . 2007, p. 101 .
- ↑ faberkabel.de: Tips from the region - presented by FABER Kabel district manager Hans Hartmann - Episode 10: Nahe / Hunsrück . (PDF; 104 kB) (No longer available online.) Archived from the original on July 21, 2014 ; Retrieved March 18, 2012 .
- ↑ achim-bartoschek.de: Railway route cycling - details - Germany> Rhineland-Palatinate> south of the Nahe - RP 3.08 Glan-Blies cycle path: section Staudernheim - Waldmohr . Retrieved December 29, 2012 .
- ↑ Federal Railway Office - Frankfurt / Saarbrücken branch office -: Public announcement in accordance with Section 23, Paragraph 2 of the General Railway Act - Exemption from railway operations relating to part of the 3281 Homburg – Staudernheim line - from September 30, 2011 (Az. 55122 - 551pf / 127 - 2011 # 064; eBAnz AT113 2011 B6 )
- ^ A b c Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 70 f .
- ^ Klaus Detlef Holzborn: Railway Reviere Pfalz . 1993, p. 131 .
- ^ Map of the Mainz Railway Directorate from January 1, 1940
- ↑ Wolfgang Fiegenbaum, Wolfgang Klee: Farewell to the rail. Disused railway lines from 1980-1990 . 1997, p. 420 .
- ↑ Railway Atlas Germany . Schweers + Wall, Eupen 2002, ISBN 3-89494-133-2 , pp. 83 .
- ↑ klauserbeck.de: 4.9 Broken odometer counting , new starting with 0: Saarbrücken Hbf - km ?? = km 0.0 - St. Ingbert - Bierbach - Homburg (Saar) - Bad Munster am Stein - 5.9 Homburg (Saar) - Altenglan - missing length 23.84 km - Bad Munster am Stein (from 1961 - Staudernheim) . Retrieved November 5, 2014 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 20 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 36 ff .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 146 .
- ↑ a b Ulrich Hauth: From near to far. On the history of the railways in the Nahe-Hunsrück region . 2011, p. 170 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 44 ff .
- ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 50 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 52 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 54 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 153 .
- ↑ a b c d Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 61 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 65 .
- ↑ der-takt.de: 05.11.08 - ZSPNV Süd: 140 years of rail traffic between Landstuhl - Kusel . Retrieved July 8, 2014 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 113 f .
- ^ Albert Mühl: The Pfalzbahn . 1982, p. 142 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 40 .
- ↑ a b c d Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 119 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 134 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 113 ff .
- ↑ meisenheim.de: Draisinentour . (PDF; 1.6 MB) (No longer available online.) Archived from the original on October 29, 2013 ; Retrieved October 28, 2012 .
- ↑ draisinentour.de: Erdesbach . (No longer available online.) Archived from the original on September 2, 2015 ; accessed on February 23, 2015 .
- ↑ meisenheim.de: Draisinentour - pure experience . (No longer available online.) Archived from the original on November 2, 2012 ; Retrieved October 28, 2012 .
- ↑ draisinentour.de: rental stations . (No longer available online.) Archived from the original on May 27, 2013 ; Retrieved October 28, 2012 .
- ↑ rhein-zeitung.de: Now e-draisines are rolling through the Glantal . Retrieved February 22, 2015 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 126 f .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 126 ff .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 141 f .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 143 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 144 f .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 146 f .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 147 .
- ↑ a b c d e f Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 101 .
- ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 69 .
- ↑ a b c d e f denkmallisten.gdke-rlp.de: Informational directory of cultural monuments - Kusel district . (PDF; 1.5 MB) Retrieved December 27, 2012 .
- ↑ a b c d e Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 64 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 80 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 115 .
- ↑ Wolfgang Fiegenbaum, Wolfgang Klee: Farewell to the rail. Disused railway lines from 1980-1990 . 1997, p. 208 .
- ^ A b c Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 100 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 75 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 81 .
- ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 55 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 166 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 70 .
- ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 35 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 117 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 87 .
- ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 121 .
- ↑ a b denkmallisten.gdke-rlp.de: Informational directory of cultural monuments - Bad Kreuznach district . (PDF; 1.9 MB) Accessed December 29, 2012 .
- ↑ Wolfgang Fiegenbaum, Wolfgang Klee: Farewell to the rail. Disused railway lines from 1980–1990 . 1997, p. 417 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 27 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 55 ff .
- ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 44 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 235 f .
- ↑ pfaelzer-eisenbahnseiten.privat.t-online.de: The Glantalbahn . Retrieved February 22, 2015 .
- ↑ lok-report.de: 100 years Glantalbahn . Retrieved February 22, 2015 .
- ↑ rhein-zeitung.de: 25 years ago the last train passed through the Glantal . Retrieved February 22, 2015 .
- ^ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate (2007) . 2007, p. 100 f . ( Online [PDF; 6.2 MB ; accessed on June 30, 2019]).
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