Homburg – Zweibrücken railway line

Homburg (Saar) Hbf – Zweibrücken
Route number (DB) :	3283
Course book section (DB) :	235 (1917) 280c (1950-1972) 685 (1972-1989) 686 (1989-1991)
Route length:	11.2 km
Gauge :	1435 mm ( standard gauge )
Top speed:	120 km / h
Legend from Mannheim 0.0 Homburg (Saar) central station 1.3 Bundesstrasse 423 0.9 Route to Neunkirchen 1.1 Route to Saarbrücken 1.4 Works siding L 119 Former route from Neunkirchen to the Limbach-Altstadt customs station Siding 2.6 Homburg-Beeden (planned) 2.9 Homburg-Beeden (former) Erbach 4.7 Homburg-Schwarzenbach (planned) L 111 5.5 Schwarzenacker (Bliesgau) (planned) 5.7 Schwarzenacker (former) to Bierbach Bundesstrasse 423 from Rohrbach 100.1 7.4 Desert (Saar) 99.9 7.5 Desert (Saar) 98.9 0.0 State border Saarland / Rhineland-Palatinate (original route) Zweibrücken (1857–1875) Schwarzbach 96.3 0.0 Zweibrücken Hbf to Landau (Pfalz) Swell:

The Homburg – Zweibrücken railway was a double-track railway connection between the Saarland town of Homburg and Zweibrücken in the Palatinate . The line, built in 1857 by the Palatinate Ludwig Railway Company , was one of the oldest lines within what was then the Rhine Palatinate . In the first few years of its existence it initially functioned as a pure branch line, this changed with the commissioning of the Landau – Zweibrücken railway, which was completed in 1875 , since from then on it acted together with the Ludwigsbahn as a transport route for coal from the Saar area.

Since after the First World War, except for Zweibrücken, all places along the route were initially in the Saar area and after the Second World War belong to today's Saarland, it lost its importance. In 1989 and 1991 passenger traffic on the Homburg – Einöd section was therefore discontinued; only the Einöd – Zweibrücken section is still in operation as part of the Landau – Rohrbach railway line. The tracks on the 11.2-kilometer route are now only single-lane. The connecting curve at Einöd has meanwhile been dismantled. In July 2020 it was decided to reactivate and integrate the route into the network of the RheinNeckar S-Bahn .

history

Emergence

In the course of the planning of the Palatinate Ludwigsbahn Rheinschanze - Bexbach , the city of Zweibrücken had tried in vain to find a route that would incorporate it. This failed mainly because such a route would have meant a major detour. In 1844, a committee called the "Pfalz-Zweibrücker Eisenbahngesellschaft" was formed in Zweibrücken, which aimed to establish a branch line from Homburg. On July 7th, the Bavarian King Ludwig I received knowledge of these efforts. On July 7th, a report by the Land Commissioner Zweibrücken followed . The share subscription followed with the participation of the city of Zweibrücken. Initially, however, the plan met with resistance in both cities. In Homburg, fears were voiced that trade and industry would have to accept considerable damage. In Zweibrücken, however, the reservations were based on the fact that the city would henceforth be exposed to considerable soot nuisance. It was only when the Palatinate Ludwigsbahn had been completely completed in 1849 that the railway engineer Paul Denis started planning and in 1852 came to the conclusion that a line that branches off from the Ludwigsbahn in Homburg then runs via Schwarzenacker and Einöd and ends in Zweibrücken would be profitable. On August 16 of the following year, King Maximilian II , who had been in office since 1848, gave the green light to found a corresponding stock corporation .

Original Zweibrücken station on the right in the picture

In 1855 and 1856 the Palatinate Ludwig Railway Company , which had been intended to operate the line, was granted the concession by government resolution. The planned line also received a state interest rate guarantee of four percent, which should last 25 years. The shareholders themselves decided on October 17, 1855 to build it, which was estimated at a total of 700,000 guilders. In addition, 489 parcels totaling 13,365 rods had to be acquired for the construction of the route . Construction work began on June 1, 1856, during which 82,315 cubic meters of earth and 45,634 cubic meters of rock had to be moved. The opening of a total of 1.48 Miles took place or 11.06 km long stretch long stretch on May 7, 1857. She was so after Ludwigsbahn, the spur track Schifferstadt Speyer , the Mainz-Ludwigshafen railway and Maximiliansbahn Neustadt-Wissembourg the fifth railway line within the Palatinate and the third licensed connection of the Ludwig Railway Company. It wasn't until seven years later that the Speyer – Germersheim route opened up for the latter.

Link with other railway lines

In order to connect the coal deposits of the city of St. Ingbert and the local ironworks to the railway network, a railway line should first be built on the shortest route to Homburg. However, the communities along the Blies and Würzbach rivers succeeded in establishing a route across their area, the route was to branch off the existing railway to Zweibrücken in Schwarzenacker and reach St. Ingbert via Hassel. The Schwarzenacker – Hassel section of the Würzbach Railway was opened on November 28, 1866, and the gap to St. Ingbert was closed on June 1, 1867. The trains were always tied to Homburg. In this context, another track was built between Homburg and Schwarzenacker to the west of the existing one, which was used by trains on the Homburg – St. Ingbert was driven.

Efforts to establish a rail link from Landau to Zweibrücken have been in existence since the 1860s. After trains ran between Landau and Annweiler as early as 1874, the line, often called the Southern Palatinate Railway, was completed a year later to Zweibrücken. Since the previous station in Zweibrücken was in a location that seemed rather unsuitable for a transit station, it was abandoned and replaced by a new one further south. In 1876 an additional track was built on the Einöd – Zweibrücken section. The connection between Homburg and Zweibrücken formed the immediate continuation of a main line from 1877, which included the Bruhrainbahn from Bruchsal to Germersheim and the Germersheim – Landau railway in addition to the railway line from Landau to Zweibrücken . In this context, it acted as an additional transport route for coal in the direction of the Rhine in addition to the Ludwig Railway.

Development up to the First World War

In 1878 the opening of the Bliestalbahn Zweibrücken – Saargemünd, which ran from Zweibrücken to Einöd parallel to the route to Homburg. In this way, a track triangle was created between the train stations Einöd, Schwarzenacker and Bierbach at the level of the Einöder district of Ingweiler , which was often referred to as the "Ingweiler triangle".

On October 15, 1879, the St. Ingbert route to Saarbrücken was also tied through, making the section to Schwarzenacker part of a second rail connection between Homburg and Saarbrücken, which was shorter than the previous route via Bexbach and Neunkirchen.

The traffic increased continuously in the following period. Above all, coal trains from the direction of Bexbach, which drove eastwards via Zweibrücken, Biebermühle and Landau , had to make a big headache at Homburg station . To solve this problem, the Zweibrücker line was given a slightly higher route shortly after leaving the station, which on the one hand enabled the creation of a connecting curve to the route to Neunkirchen and also made it possible to abandon two level crossings . In addition, the track systems were rebuilt in such a way that from then on a continuous double-track operation between Homburg and Zweibrücken was possible. Previously, there were de facto two independent, single-track railway lines on the Homburg – Schwarzenacker and Zweibrücken – Einöd sections. Only trains between Homburg and Bierbach ran exclusively on the western track between Schwarzenacker and Homburg.

On January 1, 1904, the Homburg – Rohrbach railway line was opened for strategic reasons. It took a much shorter route to Saarbrücken than the previous routes via Bexbach and Neunkirchen on the one hand and Schwarzenacker and Bierbach on the other. The route between Homburg and Schwarzenacker lost its previous importance for traffic to the west.

On January 1, 1909, the connection, together with the other railway lines within the Palatinate, became the property of the Bavarian State Railways . During the First World War , the Homburg – Schwarzenacker section, together with the Bliestalbahn Zweibrücken – Saargemünd, opened in 1879, and the Glantalbahn Homburg – Bad Münster, which was completed in 1904, gained strategic importance, as this avoids overloading the Nahe Valley Railway when marching against France and makes it possible to bypass Saarbrücken was.

Customs station Homburg (Saar) West, at the bottom right of the picture you can see the line to Zweibrücken, from which a connecting track was laid

Interwar period, World War II and post-war period (1918–1956)

After the First World War, with the exception of Zweibrücken, all locations along the railway line were added to the newly created Saar area in 1920 . From then on, customs controls took place between Einöd and Zweibrücken. From then on, the Saareisenbahn was responsible for the section to Einöd , only the remainder of the route became part of the newly founded Deutsche Reichsbahn . 15 communities that had previously belonged to the Zweibrücken district office , including Einöd, moved to the Homburg district . In this context, there was also a reorientation of traffic flows. The traffic between Homburg and Zweibrücken lost its importance, while the trains of the Bliestalbahn , which previously always ran to and from Zweibrücken, now mostly ran from Bierbach via the connection to Schwarzenacker that had existed since 1866 and from there on to Homburg. To the west of Homburg a new customs station was built, to which the line to Zweibrücken was given a connecting curve.

In August 1934, the new Homburg-Beeden stop was built between Homburg and Schwarzenacker , which served to develop the Homburg district of the same name . On March 1, 1935, the Saar area was re-incorporated into the German Reich , and customs controls in Einöd and Zweibrücken were accordingly omitted. From then on, the Deutsche Reichsbahn was responsible for the entire route.

Today's Saarland , to which the entire route except for Zweibrücken had been added, was separated again after the Second World War. As a result, the Einöd and Zweibrücken stations became customs stations again. For the Homburg – Einöd section, the "Saarländische Eisenbahnen (SEB)" - known from 1951 as the Saarland Railways (EdS) - were responsible, the remaining part of the railway line was subordinate to the Association of Southwest German Railways (SWDE), which was newly founded in 1949 Deutsche Bundesbahn (DB) passed over. In addition, the second track between Homburg and Zweibrücken was dismantled.

Decline (since 1957)

Homburg-Beeden stop in 2004 and 2008

With the economic reintegration of the Saarland to Germany, the customs controls were dropped again on July 6, 1957, and since then the DB has operated the entire route. On May 2, 1982, on the occasion of the 125th anniversary of the line, a class 601 multiple unit arrived at Zweibrücken, which ran from there in a ring via Homburg and Saarbrücken.

On May 26, 1989, passenger traffic between Schwarzenacker and Einöd was completely stopped. The rest of the route was initially operated in connection with the Bliestalbahn section Bierbach - Reinheim. On May 31, 1991, traffic between Homburg and Schwarzenacker and on the subsequent Blies route also ended. In the same year, parts of the connecting curve between Schwarzenacker and Einöd were dismantled. The closure followed in 1996 between Homburg and Einöd.

In 1996 and 1997, one of two tracks including switches in this area was completely removed and the line partially filled in. In 1999 the signals were removed. The corresponding turnout was also expanded in Homburg Central Station, so that no train traffic has been possible between Homburg and Einöd since then.

Route

The route leaves Homburg Central Station in a southerly direction and initially crosses federal highway 423 . First the Homburg – Neunkirchen line turns right, a little later the Zweibrücker line also separates from the one to Saarbrücken . Then it passes the now dismantled connecting curves to the line to Neunkirchen or to the former customs station Homburg (Saar) West and some former sidings. South of the former Homburg-Beeden stop, it crosses the Erbach and reaches the Bliestal shortly before Schwarzenacker . In the immediate vicinity, to the west, parallel to the route, is the federal motorway 8 .

South of Schwarzenacker is the Ingweiler Dreieck, where the Zweibrücker line turned to the southeast and the former Würzbachbahn to the southwest. Between Schwarzenacker and Einöd there is a larger cut in the terrain due to the former double track. Shortly before it joins the Landau – Rohrbach railway line , the federal highway 423 is crossed before both lines reach the abandoned Einöd (Saar) station together. Together they run to Zweibrücker Hauptbahnhof. Since the incorporation of Einöd in 1974, the route from Homburg Central Station to Einöd has been within the Homburg urban area, the remaining section runs within the Zweibrücken urban area.

traffic

passenger traffic

Route of the connecting curve between Schwarzenacker and Einöd at kilometer 6.8. On the right the flyover of the federal highway 423.

Local transport was mostly limited to the Homburg – Zweibrücken route. The timetable of May 1, 1914 showed 16 trains from Homburg to Zweibrücken, two of which ran without intermediate stops. At that time, a journey took 20 minutes, those without an intermediate stop were six minutes shorter.

In 1965, two pairs of express trains on the Mainz - Zweibrücken route were put into operation, push-pull trains that were hauled by diesel locomotives. Since the Odernheim - Bad Münster connection was already interrupted at this point, they had to change direction in Staudernheim and take the Nahe Valley Railway from there. They were mainly set up on the initiative of the then mayor of Zweibrücken, Oskar Munzinger , who was also a member of the state parliament in Rhineland-Palatinate from 1963 and wanted to have his two places of activity connected by continuous trains. For this reason, the connection was popularly known as the Munzinger Express . It was discontinued at the end of the 1970s.

In the mid-1970s, most of the trains on the Homburg – Zweibrücken route ran without stopping, some of them only stopped in Homburg (Saar) -Beeden. One train went to Landau and one to Sobernheim . In the same decade there were a few trains that were tied through Zweibrücken to Pirmasens Hauptbahnhof . In 1981 a morning train ran from Zweibrücken to Sobernheim an der Nahe Valley Railway , before it was canceled with the suspension of passenger traffic on the Upper Glan Valley Railway between Homburg and Glan-Münchweiler in the same year. In the years that followed, only one pair of trains ran between the two cities. In 1988 there was only one train left from Homburg to Zweibrücken.

Freight transport

At the beginning of the 20th century, a freight train on the Homburg – Saargemünd route served the section between Homburg and Schwarzenacker. Another drove over Zweibrücken to Hinterweidenthal , and another one ran from Kaiserslautern to Zweibrücken. Freight traffic between Homburg and Einöd was initially retained after passenger traffic was discontinued in 1989, before it also ended in 1991 with the dismantling of the Schwarzenacker – Einöd curve.

Vehicle use

In the first decades, the Kaiserslautern depot was responsible for the use of vehicles on the route. Before passenger trains, the P 1.I , P 1.II , P 1.III , P 2 and T 1 series were used, for freight traffic it was the G 2 , G 4 and G 5 . From the 20th century, the area of ​​responsibility increasingly shifted to the newly created Bahnbetriebswerke Homburg and Zweibrücken , after the former had established a branch in Kaiserslautern in its early days.

In the 1920s, steam locomotives of the 91.3 series ran to Zweibrücken or Reinheim in front of passenger trains from Homburg . At the end of the 1950s, class 39 steam locomotives from Kaiserslautern and class 86 from Zweibrücken could be found on the route .

In the following period, part of the traffic was taken over by railcars DB class ETA 150 from Worms . Diesel locomotives of the V 100.20 series were used for the express trains on the Zweibrücken – Mainz route that existed from 1965 to 1979 . They pulled pieces of silver , one of which acted as a control car . In this way they ran as push-pull trains. The same constellation operated between Homburg and Reinheim until the end. Especially in the 1970s, diesel multiple units of the 634 series commuted between Homburg and Zweibrücken . Uerdingen type VT 98 rail buses from Landau also drove in part .

Operating points

Homburg (Saar) central station

Homburg (Saar) central station

→ Main article : Homburg (Saar) Hauptbahnhof

Until 1923 the station was called Homburg (Pfalz) . It was opened in 1848 for the Palatinate Ludwigsbahn Rheinschanze  - Bexbach . With the opening of the line to Zweibrücken in 1857, after Schifferstadt (1847), Ludwigshafen (1853) and Neustadt an der Haardt (1855), it became the fourth railway junction within what was then the Rhine Palatinate .

On January 1, 1904, the Homburg – Rohrbach line followed, which, like the Glantalbahn , which was completed four months later , had been built for strategic reasons . Thus the railway line along the Glan was the last line to be connected to the station. While the passenger trains of the Glantalbahn crossed under the Mannheim – Saarbrücken railway line level, there was a separate track for freight trains on this now disused line, which led directly to the station.

Homburg-Beeden

The Homburg-Beeden stop was on the northeastern edge of Beeden . In the first decades of the line's existence, there was no local stop. The station was only built in August 1934 at the time of the Saar railways . At first only the rail buses stopped at it. He had a small reception building.

Schwarzenacker

→ Main article : Schwarzenacker train station

The Schwarzenacker station was located on the southwestern outskirts of Schwarzenacker . Since 1866 the Würzbachbahn, which no longer exists in its former form, branched off from him to St. Ingbert . This made the station the sixth railway junction within the Palatinate after Schifferstadt, Ludwigshafen, Neustadt an der Haardt, Homburg and Winden (1864). Passenger traffic to Zweibrücken came to a standstill in 1989, that to Bierbach in 1991. Since then, the station has no longer had any traffic.

Desert (Saar)

→ Main article : Einöd train station (Saar)

The Einöd (Saar) railway station was on the southern outskirts of Einöd . Originally it was called Einöd id Pfalz . After a connecting curve to Bierbach was created in the course of the construction of the Bliestalbahn, which began in Zweibrücken , it became a railway junction. It received its later name in the course of the creation of the Saar area. After the connection to Schwarzenacker station was closed in 1989, the station was abandoned. At the end of 2009 Einöd received a new, local stop , which is located around 300 meters further east of the old train station.

Zweibrücken (train station from 1857 to 1875)

Track plan of the original Zweibrücken train station in 1870

The original Zweibrücken station was a terminus station . It was located not far from the city center in today's Dinglerstrasse at the intersection of Bismarckstrasse on the current factory site of Tadano Demag and had, among other things, a locomotive depot , which initially functioned as the reception building , as this was not yet completed when the line opened. A reconstruction of the reception building did not take place due to the route from Landau to Zweibrücken that was already planned at this time and opened a few years later , as its location was considered unsuitable. With the opening of the Annweiler – Zweibrücken section of the Magistrale coming from Landau on November 25, 1875, it was closed. His station building therefore functioned as a superstructure warehouse for the Zweibrücken railway maintenance office. From 1892 it served the Dingler company as an office and warehouse. The tracks remained as an industrial connection for decades. The station building and the associated goods shed existed until the 1940s.

Zweibrücken Central Station

Zweibrücken Central Station

→ Main article : Zweibrücken Hauptbahnhof

The station, which initially only bore the name Zweibrücken , was opened in November 1875 with the opening of the Südpfalzbahn Landau – Zweibrücken and replaced its predecessor from 1857, which was located closer to the city. It was given its current name on October 1, 1941. Since 1988, long-distance trains have no longer used the aforementioned route , but only local trains in the timetable, and its track systems have also been significantly reduced. The importance in freight transport also disappeared completely. In the course of the closure of the Hornbachbahn and the connection to Homburg, it also lost its former function as a junction. In 1991, the Zweibrücken main train station underwent major dismantling: it was reduced from 13 tracks to a total of four (today only three). In the same year, the former Zweibrücken depot , which had served as a branch of its counterpart in Saarbrücken for the past two decades, including the locomotive shed, was given up. In addition, all rail connections within Zweibrücken were dismantled in 2000. However, the plan is to integrate the station into the network of the RheinNeckar S-Bahn , for which the connection to Homburg is to be reactivated.

reactivation

plans

For many years there have been efforts to reactivate the route between Homburg and Zweibrücken. Rhineland-Palatinate and the city of Zweibrücken would like to extend the existing S1 S-Bahn line of the RheinNeckar S-Bahn via Homburg to Zweibrücken. The business associations also welcome such a reactivation. To this end, the line is to be expanded and electrified and the former Homburg-Beeden and Schwarzenacker stops are to be put back into operation. Since almost all S-Bahn trains in Homburg have turning times of around 50 minutes, an extension to Zweibrücken could be carried out every hour without the need for additional vehicles. A bus line that runs 30 minutes apart could also take over the detailed development every hour.

In 2010, the two federal states of Saarland and Rhineland-Palatinate commissioned a preliminary draft plan, which was intended to show the current costs of a route reactivation and expansion. In September 2013 this was handed over to the responsible federal and state ministries and presented to the public in December. This explicitly shows all measures and cost items that are necessary for commissioning. The preliminary draft planning cost the two federal states around 700,000 euros and cites costs between 21.7 and 25.7 million euros for the implementation of the project. A cost-benefit study (NKU) completed in mid-March 2015 shows a positive cost-benefit factor of 1.24 for the project. After the long uncertainty about important financing instruments, such as the continuation of the GVFG and the regionalization funds, the two federal states agreed at a joint top meeting in Zweibrücken on December 20, 2016, to commission a draft planning within the scope of service phases 3 and 4, as well as the elaboration of the Planning documents for the subsequent plan approval procedure.

In January 2017, the Rhineland-Palatinate Council of Ministers made a decision in principle to reactivate the railway line, including a regulation of financing issues. In February 2017, the Saarland Council of Ministers also approved the further planning steps. This enabled the construction and approval phase of the project to begin.

In the further course of 2017, the preliminary draft planning was revised, whereby an increase in costs to 31 million euros was determined. The project planning in August 2018 provided for the plan approval procedure to be initiated in autumn 2020 at the earliest. Assuming that no delays due to objections or lawsuits are filed against the planning approval decision, construction could start in 2023. Due to the estimated construction time of around two years, commissioning would be possible in 2025.

See also : S-Bahn RheinNeckar # reactivation Homburg – Zweibrücken

advantages

A reactivation would enable the people of Zweibrücken to have a free connection to the regional centers in Kaiserslautern and Ludwigshafen / Mannheim. The journey time with the S-Bahn from Zweibrücken to Homburg with the planned three stops will be around 15 minutes. Particularly when there is rush hour traffic on the road, this saves a lot of time compared to the existing R7 bus line, which takes twice as long for the route. Most of the section to be reactivated runs in the Saarland. There are around seven kilometers to reactivate and electrify . Three kilometers belong to the existing Schwarzbachtalbahn, only electrification is necessary here. The state government of Saarland would have to assume a large part of the costs. Rhineland-Palatinate has spoken out in favor of partially assuming the cost of the Saarland portion. Approval for the implementation of the rail project also comes from a broad section of the population in the Saar-Palatinate district, from local politicians and from the Verkehrsclub Deutschland , Landesverband Saar.

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 for passenger trains in Germany 1980–1990 . Transpress Verlag, Stuttgart 1997, ISBN 3-613-71073-0 , p. 425-427 .
• Wolfgang Fiegenbaum, Wolfgang Klee: Farewell to the rails. Disused railway lines for passenger trains in Germany 1991–1995 . Transpress Verlag, Stuttgart 1999, ISBN 3-613-71057-9 , p. 143-146 .
• 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. 147-148.
• Walter Weber: The Bliestalbahn. From start to finish . Edition Europa, Walsheim 2000, ISBN 3-931773-37-X .

Web links

• Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate, Part 2. (PDF; 6.2 MiB) 2007, accessed on November 13, 2012 . 

Individual evidence

1. ↑ DB Netze - Infrastructure Register
2. ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
3. ^ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate (2007) . 2007, p. 5 .
4. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 31 .
5. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 34 .
6. ↑ ^{a b c} Heinz Sturm: The Palatinate Railways . 2005, p. 147 .
7. ↑ ^{a b} Victor von Röll: Enzyklopädie des Eisenbahnwesens, 2nd edition 1923, page 2162
8. ^ ^{A b} Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 84 .
9. ^ ^{A b} Heinz Sturm: The Palatinate Railways . 2005, p. 148 .
10. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 165 .
11. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 181 .
12. ^ ^{A b} Wolfgang Fiegenbaum, Wolfgang Klee: Farewell to the rail. Disused railway lines for passenger trains in Germany 1980–1990 . 1997, p. 425 f .
13. ↑ internet archive: bahnhof-homburg.de/umkreis. Archived from the original on February 4, 2014 ; accessed on February 4, 2014 . 
14. ^ The course book route 670 - Description - After completion and First World War. In: kbs-670.de. Retrieved November 26, 2013 . 
15. ^ ^{A b} Wolfgang Fiegenbaum, Wolfgang Klee: Farewell to the rail. Disused railway lines for passenger trains in Germany 1991–1995 . 1999, p. 146 .
16. ↑ ^{a b} The history of the Bliestalbahn and surrounding railway lines. In: floben.beepworld.de. Retrieved May 10, 2013 . 
17. ↑ ^{a b} Homburg-Beeden train station. In: beeden.info. Retrieved October 24, 2013 . 
18. ↑ ^{a b} internet archive: bahnhof-homburg.de. Archived from the original on January 12, 2014 ; accessed on January 12, 2014 . 
19. ↑ ^{a b} Zweibrücken Hbf. In: pfaelzer-eisenbahnseiten.homepage.t-online.de. Retrieved May 10, 2013 . 
20. ↑ ^{a b c d} Wolfgang Fiegenbaum, Wolfgang Klee: Farewell to the rail. Disused railway lines for passenger trains in Germany 1980–1990 . 1997, p. 425 .
21. ↑ ^{a b c} The railway in Zweibrücken in brief. In: pfaelzer-eisenbahnseiten.homepage.t-online.de. Retrieved May 10, 2013 . 
22. ↑ Preliminary draft planning for the reactivation of the local rail route Homburg - Zweibrücken. In: isim.rlp.de. Archived from the original on December 20, 2013 ; Retrieved December 20, 2013 . 
23. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 305 .
24. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 160 ff .
25. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 307 .
26. ↑ Wolfgang Fiegenbaum, Wolfgang Klee: Farewell to the rail. Disused railway lines from 1980 to 1990 . 1997, p. 207 .
27. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 210 .
28. ^ Albert Mühl: The Pfalzbahn . 1982, p. 142 .
29. ^ Albert Mühl: The Pfalzbahn . 1982, p. 142 f .
30. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 132 .
31. ↑ diagrams of the BR 39 Bw Kaiserslautern for 1958. In: db58.de. Retrieved December 20, 2013 . 
32. ^ Locomotive for Pirmasens: Zweibrücker BR 86. In: db58.de. Retrieved December 19, 2013 . 
33. ^ Bw Worms. In: akkutriebwagen.de. Retrieved December 19, 2013 . 
34. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 141 .
35. ↑ 100 years of the Glantalbahn. In: lok-report.de. Retrieved May 10, 2013 . 
36. ↑ Wolfgang Fiegenbaum, Wolfgang Klee: Farewell to the rail. Disused railway lines in passenger train traffic in Germany 1981–1995 . 1999, p. 143 ff .
37. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 147 .
38. ↑ Travel times S1. In: zw-rail.de. Retrieved December 20, 2013 . 
39. ↑ Hans-Joachim Emich, Rolf Becker: T he railways to Glan and Lauter . 1996, p. 69 .
40. ↑ The railway stations of the Royal Bavarian State Railways - on the left bank of the Rhine (Bavarian Palatinate) - Galgenschanze to Jockgrim. In: kbaystb.de. Retrieved October 24, 2013 . 
41. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 26 6 .
42. ↑ Train station / stop Beeden. In: beeden.info. Retrieved October 24, 2013 . 
43. ^ The railway stations of the Royal Bavarian State Railways - left bank of the Rhine (Bavarian Palatinate) - Contwig to Friesenheim idPf. In: kbaystb.de. Retrieved December 19, 2013 . 
44. ↑ Einöd receives a new breakpoint. In: vcd.org. Archived from the original on May 15, 2014 ; Retrieved October 25, 2013 . 
45. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 189 .
46. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 59 ff .
47. ^ Deutsche Reichsbahn - change of station names in 1941. In: hs-merseburg.de. Retrieved October 22, 2013 . 
48. ↑ Preliminary draft planning for the reactivation of the local rail route Homburg - Zweibrücken ( Memento from December 20, 2013 in the Internet Archive )
49. ↑ Expert opinion with positive result - further planning agreed. Ministry of the Interior, for Sport and Infrastructure of the State of Rhineland-Palatinate, March 24, 2015, archived from the original on April 2, 2015 ; accessed on March 18, 2015 . 
50. ↑ ^{a b} Minutes of the 27th meeting of the Committee on Economics and Transport on August 14, 2018. In: Landtag Rhineland-Palatinate. Retrieved April 14, 2019 . 
51. ↑ Railway to Zweibrücken: Council of Ministers approves implementation of further planning steps for reactivation. In: HOMBURG1. February 17, 2017, accessed April 14, 2019 . 
52. ^ Resolution on the Homburg-Zweibrücken S-Bahn extension. In: zw-rail.de. Retrieved December 20, 2013 .