Landau – Rohrbach railway line
Map with all coordinates: | Landau (Pfalz) central station – Rohrbach (Saar) | |
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| Route number (DB) : | 3450 |
| Course book section (DB) : | 674 (Pirmasens Nord – Rohrbach) 675 (Landau – Pirmasens Nord) |
| Route length: | 91.532 km |
| Gauge : | 1435 mm ( standard gauge ) |
| Route class : | D4 |
| Maximum slope : | 10.0 ‰ |
| Minimum radius : | 300 m |
| Top speed: | 110 km / h |
The Landau – Rohrbach railway is a 92-kilometer main line that runs through Annweiler am Trifels , Rodalben , Zweibrücken and Blieskastel , among others . It was partly built from existing lines between 1857 and 1895. The most important section Landau –Zweibrücken went fully into operation on November 25, 1875. Sections of the route are optionally referred to as the Südpfalzbahn (Landau – Zweibrücken), Queichtalbahn (Landau– Pirmasens Nord ) or Schwarzbachtalbahn (Pirmasens Nord – Rohrbach). In its first decades it was part of an important east-west main line from the Saar area to southern Germany in freight transport and was also important in long-distance passenger transport . Since the late 1980s, only local transport has been used . From 1994 the route was listed in the timetable of the Deutsche Bahn (DB) in two separate course book tables (Saarbrücken - Pirmasens and Pirmasens - Landau). At the same time, through traffic between Landau and Saarbrücken was largely eliminated in favor of direct connections to Pirmasens. Freight traffic came to a standstill in 2002.
history
Overview
Historically, the Landau – Rohrbach Magistrale is a conglomerate of several routes. This is due to the fact that the extension of the Palatine route network after the opening of Ludwigsbahn Ludwigshafen - Bexbach is based on the latter. The most important is the Landau – Zweibrücken southern Palatinate line, opened in 1874 and 1875. The remaining sections, some of which were previously opened, were created as sections of other routes mainly due to local interests. The route from Landau to Rohrbach has only existed in its current form since 1895. All sections were built by the Palatine Ludwig Railway Company , which was part of the Palatinate Railways from January 1, 1870 .
Creation of the Zweibrücken – Einöd and Bierbach – Würzbach sections
The oldest part is the Einöd – Zweibrücken section, which was created as part of the Homburg – Zweibrücken railway . As early as 1844, a committee was formed in Zweibrücken to set up a branch from Homburg. Initially, however, this project 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. There was also a lack of specialists for project planning.
It was only when the Palatinate Ludwigsbahn from Ludwigshafen to Bexbach was completed in full length in 1849 that its builder, the railway engineer Paul Denis , was able to turn to this project. In 1852 he began planning and calculating. He came to the conclusion that a route from Homburg via Schwarzenacker and Einöd to Zweibrücken was profitable. After construction began on June 1, 1856, the line was opened on May 7, 1857.
Already in the course of the planning of the Ludwig Railway, there were considerations to connect the city of St. Ingbert to the railway network because of its coal deposits and the iron works there. However, under Prussian pressure, a variant to Bexbach was planned instead in order to be able to swing into the Sulzbachtal from there later. Initially, a railway line was planned to take the shortest route from St. Ingbert to Homburg. Denis had pleaded for this as early as 1856.
The communities along the Blies and the Würzbach pleaded vehemently against the resistance of the two cities for a route across their area. A calculation by the management of the Ludwigsbahn came to the result that this is only slightly more expensive than a direct route on the Homburg – St. Ingbert, especially since the landowners from St. Ingbert demanded high prices for assignments. Nevertheless, the feared increase in the cost of coal mining in this city spoke against the planned detour. The Ludwig Railway Society finally weighted the interests of the places along the two rivers mentioned higher than those of the St. Ingberter Grube . However, it stipulated that the products from this pit should not be more expensive than a direct route. The planned route was to branch off the branch line to Zweibrücken at Schwarzenacker station and then lead via Bierbach , Lautzkirchen , Niederwürzbach and Hassel to St. Ingbert. The Schwarzenacker – Hassel section was opened on November 28, 1866, and the Hasseler Tunnel connected to St. Ingbert on June 1 of the following year.
Creation of the Landau – Zweibrücken section
The first efforts for a corresponding railway construction go back to 1837. In the course of the share subscription of the Palatinate Ludwig Railway in the following year, there was a proposal to run the planned railway line via Zweibrücken and from there along the Schwarzbach via Rodalben , Annweiler and Langenkandel to the Rhine , but this was not implemented. Nevertheless, especially the places along the Queich advocated a rail connection. However, the Palatinate Railway Administration initially rejected it because it was expensive and competed with the Ludwig Railway. Nevertheless, from 1863 corresponding plans became more concrete. Against the background of the position of the railway administration, a local committee initially considered the establishment of a branch line from Landau to Annweiler as an alternative solution. Then, however, at the instigation of the city of Landau, it changed its design and also campaigned for the construction of a Landau – Pirmasens – Zweibrücken line. This time his endeavors were successful: approval was given to produce a suitable design while bearing the costs. The license required for this was granted on April 1, 1865.
There was disagreement about the course of the route between Pirmasens and Zweibrücken, which was reflected in two different drafts. The first draft advocated a route over Hengsberg , while the second preferred a guided tour over Walshausen and along the Trualb , including Hornbach and Ixheim . More detailed investigations led to the result that a direct route of the Südpfalzbahn via Pirmasens would cause major technical problems in both cases due to the difficult topographical situation. A new concept suggested a route a few kilometers north of the city. Coming from the east it led through the Rodalb and Schwarzbach valleys . This alignment had the advantage that only a slight incline had to be overcome and with the Neuhof tunnel near Rodalben only one tunnel had to be built.
First of all, the Landau – Annweiler section was completed, and commissioning took place on September 12, 1874. Parts of the Albersweiler Canal, built at the end of the 17th century, were built over. On November 25 of the following year, the route was extended to Zweibrücken. At the same time, a branch line to Pirmasens was opened from the Biebermühle station, which was built at the confluence of the Rodalb into the Schwarzbach, so that a connection between the city and the newly created railway network was secured. The board of directors of the Palatinate Railways considered the station in Zweibrücken to be unsuitable as a transit station; instead a new one was built further south. Although the line was initially single-track, it was planned to be double-tracked along its entire length. Substructure, engineering structures and crossings were prepared accordingly.
Development into an important east-west connection (1875–1890)
The northern starting point of the planned Bliestalbahn should initially be in the area around Lautzkirchen . However, the engineer in charge, who came from Zweibrücken, made sure that the line began in his hometown and was to follow to Einöd parallel to the Homburg – Zweibrücken railway that opened in 1857. There were several reasons for this: Most of the places in Bliestal belonged to the Zweibrücken district office . In addition, neighboring Homburg was not to be given too much power as a railway junction. Furthermore, the line into the Bliestal was to serve as a conceptual continuation of the Landau – Zweibrücken line. The Zweibrücken – Bierbach section was opened as early as October 15, 1877 to accommodate trains on the Zweibrücken – St. Ingbert to enable.
After the Bruhrainbahn Bruchsal –Rheinsheim, which opened in 1870, was tied through to Germersheim in May 1877 , the connection, in combination with the route from Homburg to Zweibrücken, developed into one of the most important freight transport routes in Germany. It was mainly used to transport coal and iron from the "Saar area" to the industrial centers on the Upper Rhine and to southern Germany . Nevertheless, the coal trains coming from the direction of Bexbach and Saarbrücken had to "turn heads" at Homburg station if they were traveling on the southern Palatinate route. On October 15, 1879, the Würzbach Railway was connected to Saarbrücken. This eliminated the detour via Neunkirchen and Bexbach of the trains coming from Saarbrücken, especially since they had to change direction in Homburg beforehand. As a result, the transportation of coal became cheaper and shorter. Two years later it was also possible to drive from Bexbach via Zweibrücken and Landau without changing direction.
The increasing traffic density made it necessary to further expand the capacity of the line, so that from 1888 the line from Landau to Zweibrücken was consistently double-tracked. In the same year, the construction of a second track began in the Zweibrücken – Bierbach section together with the subsequent Bliestalbahn. This measure was completed two years later. As a result of this and due to the new operating regulations for Bavarian main railways, the stations received new signals for exit and transit.
Development up to the end of the First World War (1890–1918)
The Hasseler Tunnel , which had existed between Hassel and St. Ingbert since 1867 , showed increasing structural defects, so that trains could only pass it at low speed for safety reasons. In addition, the tunnel profile was very small with a width of 3.08 meters and a clear height of 4.44 meters, which further limited the capacities. The military in particular criticized this state of affairs, as it did not ensure the rapid transport of troops and material to France in the event of war . A total of three options were available: In the first, the existing tunnel was to be re-bricked. The second provided for a new tunnel and the third a completely new route that would have managed without a tunnel via Rohrbach . Due to the strategic importance of the route, pressure from the Reich government resulted in the choice of the latter variant. Since the Palatinate Railways were unable to finance the measure alone, the German Empire subsidized the project. Between Würzbach and St. Ingbert a total of 5.7 kilometers longer bypass route was created via Rohrbach, which went into operation on September 7, 1895. This also made it necessary to relocate Hassel station. The direct connection from Würzbach – St. Ingbert was shut down and dismantled, from this point on all trains ran over the new connection between Hassel and Rohrbach.
On January 1, 1904, for strategic reasons, a direct connection from Homburg to Rohrbach was put into operation together with the Glantalbahn, which opened four months later, and ran via Kirkel and Limbach. As a result, traffic on the Homburg – Bierbach – St. Ingbert lost its importance. During this time, line telephones were set up that reached from Germersheim via Landau and Zweibrücken to Saarbrücken. On January 1, 1909, the main line, together with the other railway lines within the Palatinate, became the property of the Bavarian State Railways .
In connection with the Wieslauterbahn , which opened in 1911, leading to Bundenthal-Rumbach, the new branching station Kaltenbach Ost was created for this new connection between the Hinterweidenthal-Kaltenbach and Hauenstein stations , which was renamed Hinterweidenthal just a few years later. The previous Hinterweidenthal-Kaltenbach train station was named Kaltenbach (Pfalz). After the beginning of the First World War in 1914, 50 military trains coming from Germersheim drove between Landau and Zweibrücken every day between August 9 and 16, 30 of them drove via the Bliestalbahn to Saargemünd, the rest via Rohrbach to Saarbrücken.
Interwar period (1918–1939)
After Germany lost the First World War , the section west of Zweibrücken was assigned 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 it was French customs territory was. Consequently, the Saareisenbahn was responsible for him, which had emerged from the Prussian Railway Directorate Saarbrücken. Accordingly, customs controls took place in the Einöd and Zweibrücken train stations . In the same year, the eastern section became the property of the newly founded Deutsche Reichsbahn , which two years later placed it under the authority of the Reichsbahndirektion Ludwigshafen .
With the reorganization of the Saar area in 1935, the Reichsbahn was responsible for the entire route, which meant that customs controls were no longer necessary, and the previous Saar Railway was renamed "Reichsbahndirektion Saarbrücken". In the course of the dissolution of their Ludwigshafen counterparts, the Godramstein – Zweibrücken section came to the management in Saarbrücken on April 1, 1937, to which the Einöd – Rohrbach section had previously been subordinate. The Landau Hauptbahnhof - Landau West section was integrated into the Mainz Directorate at the same time .
The National Socialists had the Biebermühle junction station completely rebuilt in preparation for the Western campaign in the second half of the 1930s. On July 1, 1938, it was given the new name "Pirmasens Nord", which took into account its importance for the shoe city, although it was not on the district's boundary. In addition, technical innovations improved the performance of the line. At the same time, a connecting curve was built north of the Pirmasens Nord station, which was supposed to enable direct train runs on the route Zweibrücken - Kaiserslautern via the Biebermühlbahn during World War II .
Second World War and the post-war period (1939–1960)
During the Second World War , the railway line was exposed to several attacks due to its strategic importance, which intensified from 1944 onwards. Therefore the traffic was partially restricted. First, Landau was affected on April 25th, Zweibrücken was the target on June 28th and Landau was again on July 21st. Albersweiler and Godramstein followed in September and Annweiler on December 29th. In the same month and from January 3 to 5 of the following year, Landau was again targeted. Towards the end of the war, from March 4, 1945, supply trains of the US Army traveled the route. The fighting in the following days meant that from March 24th there was no train traffic between Landau and Zweibrücken. In 1946 the section Hinterweidenthal – Pirmasens Nord was closed.
Following the German defeat in the war, the French occupying power dismantled the second track of the railway line between 1945 and 1948 as part of German reparations . In addition, the western section was reassigned to the newly separated area, now called Saarland . From then on, the Saarland Railways (SEB) and, from 1951, the Saarland Railways (EdS) were responsible for him; customs controls took place again in Einöd. The remaining part of the railway line was henceforth subordinate to the Association of the Southwest German Railways (SWDE), which was transferred to the newly founded Deutsche Bundesbahn (DB) in 1949 .
Since 1945, the newly formed later within one year state was under Rheinland-Pfalz road section located Landau Two bridges Mainz Directorate. In June 1949 passenger traffic was resumed. In the Pirmasens Nord – Zweibrücken section, three new stops were created: Höhmühlbach, Dellfeld Ort and Stambach. In order to improve the utilization of the main line Saarbrücken - Neunkirchen - Ludwigshafen , through freight traffic was blocked with effect from May 1, 1955. With the economic reorganization of the Saarland in 1959, the Bundesbahn became the owner of the entire route, and customs controls were no longer necessary. The DB received financial grants from the federal government aimed at maintaining the Landau – Zweibrücken section for strategic reasons as part of the Cold War .
Gradual loss of importance (1960–1993)
The Germersheim Rhine Bridge , which was blown up on March 24, 1945 and was not restored until 1967, had further effects on the development of the southern Palatinate route . This led to a concentration of traffic flows on the Mannheim – Saarbrücken railway line . The main line from Landau to Rohrbach served twice as a diversion route, initially during the gradual electrification of the Mannheim – Saarbrücken line from 1960 to 1964. Especially in the Kaiserslautern – Neustadt section, this work temporarily led to single-track routing and speed restrictions due to the numerous tunnels so that the capacity of the line was severely limited. For this reason, goods traffic took place more and more on the Landau – Rohrbach railway line during that period. After the railway accident in the Heiligenberg tunnel on June 28, 1988, the Mannheim – Saarbrücken railway was closed for 56 hours. During this time, some of the trains were diverted again from Rohrbach via Zweibrücken and Landau.
In the course of the gradual dissolution of the Mainz directorate in 1971, the Landau – Wilgartswiesen section changed to the area of responsibility of the Karlsruhe directorate with effect from June 1st, while the Saarbrücken authority was responsible for the remaining route from August 1st. In 1975 the centenary of the Landau – Zweibrücken section was celebrated, which also included steam trains. 1982 saw the 125th anniversary of the Homburg – Zweibrücken railway branching off in Einöd . During the celebrations, a Trans-Europ-Express railcar operated in the Zweibrücken – Homburg – Saarbrücken – Zweibrücken ring. In the 1980s, the DB rebuilt several subway stations to breakpoints . She gave up the stations Einöd (Saar) (1989), Stambach (1984), Zweibrücken-Niederauerbach (1985) and Albersweiler (1984) for passenger traffic, but a stopping point was created for the latter, closer to the place of the same name.
With the introduction of the Interregio , efforts were made on site to let them run on the route. On March 16, 1991, the DB organized an advertising trip between Landau and Zweibrücken, although they did not plan to introduce this type of train into regular traffic. This earned her criticism. In 1993 the Saarbrücken Federal Railway Directorate had plans to shut down the Annweiler – Zweibrücken section.
Deutsche Bahn (since 1994)
After the rail reform, the restructuring initially continued. Although the plans for the complete closure of the line were not implemented, the train service was further reduced. In 1994, the so-called Rhineland-Palatinate Clock was created , which provided for an improvement in the train service and the reactivation of disused railway lines within Rhineland-Palatinate . In the same year, the route in the course book was divided into two sections, with the Pirmasens – Saarbrücken section from now on as course book route 674 ("Schwarzbachtalbahn") and the Pirmasens – Landau section as course book route 675 ("Queichtalbahn"). In 1996 the Landau – Rinnthal section was integrated into the tariff area of the Rhein-Neckar transport association (VRN) , and in the same year the Karlsruhe Transport Association (KVV) was already in place within the Landau – Godramstein section.
On July 1, 1997, regular excursion traffic on the Wieslauterbahn was resumed and the Hinterweidenthal Ost branching station, which was no longer in service, was reactivated during the operating hours of the branch line for passenger traffic. In September 2000, the 125th anniversary of the railway line was celebrated with steam train journeys by the Ulmer Eisenbahnfreunde (UEF) , so that the public once again became aware of the line. Unlike 25 years earlier, the celebrations were limited to the Landau – Pirmasens Nord section. In the same year, the Wilgartswiesen – Zweibrücken section, like the entire West Palatinate, was initially part of the West Palatinate Transport Association (WVV), before it merged with the Rhein-Neckar Transport Association (VRN) six years later . The Saarland section has been part of the Saarland Transport Association (SaarVV) since 2005 .
In the period that followed, three new breakpoints were added with Landau Süd, Annweiler-Sarnstall and Hauenstein Mitte, and two more were reactivated with Stambach and Einöd. The infrastructure of the route was modernized in the following years. The Landau electronic signal box went into operation in April 2010 and has since remotely controlled Landau's main train station and Godramstein train station from Neustadt. At the same time, many on-the-go stops were also equipped with passenger information systems. In September 2017, the sub-area "Südpfalz" of the ESTW "Südliche Pfalz" was put into operation in the regional control center Neustadt (Weinstrasse). Since then, the railway stations Zweibrücken Hbf, Dellfeld, Pirmasens Nord, Pirmasens Hbf, Münchweiler (Rodalb) and Hinterweidenthal have also been remotely controlled from Neustadt. This was originally planned for December 19, 2016.
future plans
The introduction of fast regional express trains on the Saarbrücken – Karlsruhe route is discussed again and again. According to the regional association for local rail passenger transport in Rhineland-Palatinate South (ZSPNV Süd), the establishment of an intersection in Thaleischweiler-Fröschen and another crossing station would be necessary for implementation.
For the Federal Transport Infrastructure Plan 2030 , the state of Rhineland-Palatinate has registered the double-track expansion and electrification of the entire route as an "expansion concept west-east corridor / northern Upper Rhine". In addition, trains on the Landau – Dahn route are to run in commuter traffic in the long term.
traffic
passenger traffic
Time of the Palatinate Ludwig Railway Society
Since the section west of Zweibrücken in particular formed a conglomerate of different routes in terms of building history, there was no continuous local traffic in the first few decades. Passenger traffic between Zweibrücken and Einöd existed from 1857 as a section of the Homburg – Zweibrücken railway . The traffic between Bierbach and Würzbach was part of the Würzbach Railway on the Homburg – St. Ingbert aligned. Accordingly, three pairs of trains ran there in the first few years.
When a connection between Einöd and Bierbach was established in connection with the construction of the Bliestalbahn in 1877 , two years later, after the completion of this route, trains ran from Zweibrücken via Bierbach to Saargemünd. Passenger traffic between Landau and Zweibrücken initially only played a subordinate role. Since the Würzbach Railway was extended to Saarbrücken in 1879, a year later a long-distance train on the Munich – Oostende route ran for the first time over the newly created Landau – Zweibrücken – Bierbach – St. Ingbert – Saarbrücken. At the same time, a significantly shorter connection between Homburg and Saarbrücken was created than the connection via Bexbach and Neunkirchen that had existed since 1852, so that trains from Ludwigshafen to Saarbrücken ran on the Bierbach – Würzbach section from then on. The summer timetable of 1880 showed a pair of express trains on the Bruchsal – Saarbrücken route that lasted for several decades. In 1897 through car connections existed to Metz and Munich, which drove over the Bliestalbahn.
Only after the Würzbachbahn between Würzbach and St. Ingbert had received a new route via Rohrbach in 1895 was today's route completed. Nevertheless, there was no free local transport from Landau to Rohrbach. The timetable from 1897 contained continuous local trains from Zweibrücken to Germersheim , and there were also trains between Zweibrücken and Biebermühle to Pirmasens . Since a direct connection between Homburg and Rohrbach and the associated Mannheim – Saarbrücken railway in its current form was established in 1904 for strategic reasons , the Bierbach – Rohrbach section lost its importance for through traffic on the Ludwigshafen – Saarbrücken route. During this time, five local trains and two express trains ran between Landau and Zweibrücken; In addition, there was another pair of trains on the route Zweibrücken – Pirmasens.
After nationalization until World War II
In 1910 there were express and express trains to Saarbrücken, Munich and Metz. In 1914, on Sundays and public holidays, a pair of trains ran on the Landau – Hinterweidenthal section, which ran via the Wieslauterbahn , which opened in 1911, to Bundenthal-Rumbach. From this, the so-called "Bundenthaler" developed in the following decades. In 1931 the latter was already operating from Neustadt , starting in the morning and driving back in the evening. Until Landau he used the Palatinate Maximiliansbahn . From the summer of 1930 an excursion train operated between Rohrbach and Bierbach on the Saarbrücken – Bingerbrück route along the Glantalbahn .
The railway line itself was still part of the west-east main line Saarbrücken-Bruchsal. With the opening of the fixed Rhine bridge between Maximiliansau in the Palatinate and Maxau in Baden along the Winden – Karlsruhe railway line in 1938, however, the route of most of the long-distance trains , some of which had already started in Trier , changed: after a change of direction in Landau, they went to Winden via the Maximiliansbahn and then on to Munich. Correspondingly, the Saarbrücken – Karlsruhe route was listed in 1939 as timetable route 242. This year, among other things, an express train ran on the Mannheim – Landau – Saarbrücken route. The timetable from 1944 included local trains from Karlsruhe via Landau and Zweibrücken to Saarbrücken in some cases.
Post-war period and German Federal Railroad
The renewed separation of the now Saarland territory meant that until the end of the 1950s, with the exception of a long-distance train on the Munich – Saarbrücken route, there was no through traffic beyond Zweibrücken. The Bundenthaler was reactivated in 1951 and already operated from Ludwigshafen during this time . As far as Neustadt an der Weinstrasse , he followed the Mannheim – Saarbrücken railway , in order to use the Maximiliansbahn after a change of direction to Landau and then the Landau – Rohrbach railway to Hinterweidenthal. This excursion train was very busy. As far as Landau it served all stops en route and drove as an express train to Hinterweidenthal ; accordingly it stopped in this section exclusively in Albersweiler, Annweiler and Wilgartswiesen. After the Saarland was re-incorporated into Germany, Zweibrücken was still the final or starting point for most local trains. In 1959, express trains on the Tübingen – Trier route also ran on the route, stopping in Hinterweidenthal, Pirmasens Nord and Zweibrücken; there was also a through car connection to Salzburg. In local traffic, there were train routes Pirmasens Hauptbahnhof – Zweibrücken – Homburg as well as those on the Landau – Homburg route as well as from Landau and Pirmasens Hauptbahnhof. The latter required a change of direction at Pirmasens Nord station.
The demolitions that took place in the 1980s initially had no impact on passenger traffic between Rohrbach and Landau. From May 31, 1985, high-speed and express trains were run every two hours on the Saarbrücken – Stuttgart, Saarbrücken – Munich, Saarbrücken – Karlsruhe, Saarbrücken – Basel and Berchtesgaden –Saarbrücken railway lines. In Landau, these trains turned heads to take the Maximiliansbahn in the direction of Karlsruhe and Munich. As a result, however, there was a continuous reduction in long-distance traffic on this route, which ultimately led to its abandonment.
After long-distance traffic in the west-east direction lost its former importance after the Second World War and this development had intensified after the end of the Cold War, there have been no long-distance trains on the railroad since 1988, as the last continuous D -Train connection from Saarbrücken on the line to Stuttgart and Munich has been discontinued. From then on, only express trains ran between Rohrbach and Landau in addition to local trains. In addition, these trains only went to Stuttgart, sometimes only to Karlsruhe. Further restrictions were noted in 1991: the previous express trains were replaced by regional express trains (RSB) , which basically only ran to Karlsruhe.
Deutsche Bahn traffic
The western section has been part of the course book route (KBS) 674 Saarbrücken – Pirmasens since 1994, the eastern section forms the KBS 675 Pirmasens – Landau. The trains in the eastern section usually run every hour with crossings in Annweiler and Münchweiler for the usual symmetry minutes and serve all stops on the way with the exception of Hinterweidenthal Ost; In the evening there are more frequent intervals between Landau and Pirmasens Nord in the west direction. Since 1994 the trains in Pirmasens North have been turning heads to go to Pirmasens . From 1994 to 1999 they were taken over the Maximiliansbahn to Neustadt. The trains in the western section have also been running mainly to Pirmasens since 1994. The latter are tied through to Saarbrücken . With a few exceptions, the trains between Rohrbach and Saarbrücken only stop in St. Ingbert . On weekdays there is traffic between Saarbrücken and Pirmasens Nord from 5 a.m. to 11 p.m., on weekends the service starts a few hours later. In the direction of Pirmasens one train only runs from Saarbrücken to Zweibrücken and one exclusively between Zweibrücken and Pirmasens main station. All trains in the West Palatinate network are manned by train attendants from 7 p.m.
In 1997 the so-called "Rose Garden Express" was introduced; it ran from Landau to Zweibrücken on Sundays and public holidays and was driven as a regional express . The name referred to the Zweibrücker rose garden . However, the train was discontinued two years later due to low traffic. Also in 1997 followed the reactivation of the “Bundenthaler”, which began initially in Neustadt and now in Mannheim. Initially it ran all year round on weekends, since 2008 only from May to October. In the same year, the “Felsenland Express”, which began in Karlsruhe, was added, which also travels to Wieslautertal via the Winden – Karlsruhe line and the Maximiliansbahn. Both trains run on Wednesdays, Saturdays, Sundays and public holidays. With the timetable change in December of that year, the last continuous connection from Landau to Saarbrücken was canceled. Since the end of 2010 there have been direct connections from Annweiler to Karlsruhe on weekdays.
| Line number | Route | Clock frequency |
|---|---|---|
| RB 55 | Landau - Godramstein - Annweiler am Trifels - Wilgartswiesen - Hinterweidenthal - Münchweiler - Pirmasens North - Pirmasens main station | every hour, with densities between Landau and Annweiler during rush hour |
| RB 68 | Saarbrücken - St. Ingbert - Rohrbach - Würzbach - Bierbach - Einöd - Zweibrücken - Contwig - Dellfeld - Pirmasens North - Pirmasens | hourly |
Freight transport
In the first decades, freight traffic on the railway was very important, especially for coal transport from the Saar region. At the beginning of the 20th century, freight trains ran on the Kaiserslautern – Homburg – Landau – Germersheim, Saarbrücken – Landau – Germersheim, St. Ingbert – Zweibrücken, Homburg – Hinterweidenthal and Pirmasens – Biebermühle – Rodalben routes. Several stations along the Albersweiler – Pirmasens Nord section were also important for loading wood. In the 1930s, when the West Wall was being built, the line had the heaviest freight traffic in its history.
The dismantling of the second track after the Second World War permanently prevented efficient freight transport. Over the decades, the volume has decreased significantly. This increased after the electrification of the Mannheim – Saarbrücken railway line . Due to the fact that it has been a directorate since 1971, the stations on the Landau – Wilgartswiesen section were operated from Landau, while the rest of the route was supplied from Kaiserslautern, Homburg and Saarbrücken. Due to the Allied forces, which were based in and around Pirmasens and Zweibrücken, military transports were also carried out over the route for decades, but these became superfluous with the end of the Cold War and the associated withdrawal of troops. The high number of train crossings in the stations and the associated delays in passenger traffic led to the diversion of most of the existing freight trains, which mainly ran on the Mannheim – Saarbrücken main line.
As early as the 1980s, handover trains dominated operations. In 1996 the freight traffic between Hinterweidenthal and Pirmasens Nord ended. The Landau – Wilgartswiesen section was only served sporadically at this point, so that in 1998 it also came to a standstill. Between Rohrbach and Pirmasens Nord, only Zweibrücken and Thaleischweiler-Fröschen recently showed goods transport; this ended in 2002, so that no freight traffic has taken place since then. As a result, the freight tracks in the stations were shut down and dismantled.
vehicles
Steam locomotives
The series P 1.I , P 1.II , P 1.III , P 3.I , P 3.II and P 4 were initially used in express train traffic . The P 2.I was responsible for local traffic. The P 2.II was used for both types of train. Most of them were stationed in Ludwigshafen . To the west they reached Saarbrücken, to the east to Bruchsal. The pair of express trains between Saarbrücken and Bruchsal, on the other hand, was driven exclusively by Saarbrücken 1B passenger locomotives from KED Cöln (on the left bank of the Rhine ). It was not until the summer of 1894 Palatine locomotives as the P 1 came before the wing trains Zweibrücken- Sarreguemines and P 2 for use in a continuous Bruchsal-Sarreguemines. The G 2.I , G 2.II , G 4.I , G 4.II , G 4.III and G 5 series from Kaiserslautern used to transport goods . The T 1 , T 3 , T 5 series were used for both passenger and freight traffic . Sometimes locomotives of the Prussian and Grand Ducal Baden state railways also drove on the route.
Some of the series used later came from the newly established railway depots in Homburg , Landau and Zweibrücken . Back in the days of the Bavarian State Railways, the Bavarian S 3/6 stationed in Kaiserslautern pulled the express trains. During the time of the Reichsbahn, the Prussian G 8 assigned to the Landau depot (run as class 55 by the Reichsbahn ) provided freight traffic. The 39 series was also used in long-distance transport. The 01 series was used for express and long-distance trains from 1967 to 1971 . The regular use of steam locomotives ended in 1972, although there were again individual scheduled trips with steam operation in September of the following year. The D trains had the usual DB rolling stock .
Diesel locomotives
From the end of the 1950s, locomotives of the 261 and 323 series were used in the shunting service of the Landau and Zweibrücken main train stations . A few years later they were supplemented by series 331–335 , which were also used for handovers. The steam-driven trains, which most recently ran with three- and four-axle conversion wagons , were increasingly replaced by those with diesel locomotives from the 1960s onwards. From 1964, series 211 and 212 diesel locomotives were used in express and passenger train services. From 1968 the 216 series could also be found. Silberling local transport cars were used in the 1970s . Class 218 locomotives were used in all train types from 1972 onwards. Until the 1980s, they provided local transport, among other things, in the form of push-pull trains , which, in addition to diesel locomotives, were made up of four-axle passenger cars painted in mint green. In the last years of freight traffic, locomotives of the V 90 series were used.
Railcar
Already at the time of the Palatine railways-Annweiler Landau were from the early 20th century on the leg Akkumulatortriebwagen the types MC and MBCC and from 1906 as MBCL used.
From 1955 onwards, most of the local trains were made up of Uerdingen rail buses stationed mainly in Landau and occasionally in Zweibrücken , which were used until the Landau plant was finally closed in 1993. Especially in the 1970s, railcars of the 634 series also operated mainly on the Pirmasens Nord – Rohrbach section . Occasionally, from the mid-1960s to the end of the 1980s, battery-powered railcars of the ETA 150 series took over .
From the late 1980s onwards, class 628 diesel multiple units gradually replaced both train combinations. They dominated operations until December 2010 and were replaced by class 642 railcars that are currently in use on the route.
The same applies to the western part of the line, here in December 2000 the class 643 between Pirmasens Nord and Saarbrücken took over the train services. Series 642 diesel multiple units have also been in service on this section of the route since 2008. Scheduled passenger trains of the Albtal-Verkehrs-Gesellschaft (AVG) have been running between Landau and Hinterweidenthal Ost since the 2010 summer season . On Saturdays, as well as Sundays and public holidays from May to October, they serve the “Felsenland Express” Karlsruhe - Bundenthal-Rumbach with a historic Esslingen railcar .
Route description
Route names
The name “Queichtalbahn” for the eastern section comes from the fact that the line from Landau to Hauenstein follows the Queich . The line between Landau and Zweibrücken was built as a single operational unit and was initially called "Südpfalzbahn" or "-bahn", whereby - according to today's understanding - only the section Landau – Hinterweidenthal is within the southern Palatinate . The western part of the route is often referred to as the “Schwarzbachtalbahn”, as its route runs from Pirmasens north to Zweibrücken through the valley of the Schwarzbach .
course
Landau – Pirmasens north section
The route begins in Landau's main train station . The Palatinate Maximiliansbahn to Wissembourg then leaves you on the left and circles the city of Landau in a wide arc. In doing so, she passes the earlier goods handling area . In the Landau urban area, it still has three stations with the Landau Süd, Landau West and Godramstein train stations. A total of three level crossings cross the route between the first two. Then it reaches the Queichtal and enters the Southern Wine Route district . Between Godramstein and Albersweiler it crosses the wine-growing region of the Palatinate and crosses the German Wine Route immediately before the Siebeldingen-Birkweiler stop . Within Albersweiler it also passes the Kirchberg tunnel .
Behind Albersweiler, the route leads into the Palatinate Forest . In the catchment area of Annweiler am Trifels, the castles of Trifels , Anebos and Scharfenberg are within sight; there are also several rock formations between Rinnthal and Wilgartswiesen . On the western outskirts of Rinnthal, it shortens a loop of the Queich in the form of the Schwerwoogkopf tunnel . Shortly before Hauenstein she leaves the eponymous Queichtal. In this area it also passes the watershed of Queich and Lauter . After the Hinterweidenthal Ost train station , which is only served on Wednesdays, Sundays and public holidays from May to October, the Wieslauterbahn branches off to Bundenthal-Rumbach . As far as Hinterweidenthal, the railway line runs in a narrow depression that separates the Wasgau from the Middle Palatinate Forest; it is already there in the district of Südwestpfalz . The route then leaves the Wasgau and passes the Graefensteiner Land , the southwestern part of the Middle Palatinate Forest; The Münchweiler Tunnel ( ⊙ ) is used to cross under the Palatinate main watershed . Then the route, following the Rodalb , runs through Münchweiler an der Rodalb and after passing the Neuhof tunnel ( ⊙ ) through the town of Rodalben . On the western edge of the Palatinate Forest, it reaches the Pirmasens Nord railway junction .
Section Pirmasens Nord – Rohrbach
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Immediately after the line has left the Biebermühlbahn to Kaiserslautern, it crosses under the Schwarzbachtal bridge, which is used to overpass the A 62 . From Thaleischweiler-Fröschen it crosses the predominantly agricultural Westrich plateau to Zweibrücken . It meanders in many large curves through the eponymous Schwarzbachtal , which is framed by moderate hills and whose valley floor is mostly used for grassland cultivation, while its slopes are forested. In this area it passes the local communities Thaleischweiler-Fröschen , Rieschweiler-Mühlbach and Dellfeld . Behind Contwig, shortly before the confluence of the Schwarzbach and the Blies , the line reaches the former junction of Zweibrücken Hauptbahnhof , from which the Hornbachbahn branched off from 1913 to 1971 . Then the former main line crosses the Schwarzbach and at Einöd the state border to Saarland , from now on it is located in the Saarpfalz district .
Behind Einöd, the route to Homburg branched off, the section of which to Schwarzenacker has been dismantled. Between Einöd and Blieskastel- Lautzkirchen it runs through the wide valley of the Blies, which is mainly covered by meadows and pastures. In front of the Bierbach train station , it crosses the federal highway 423 and the federal highway 8 . Coming from the right from the north is the connecting curve from Schwarzenacker, which has since been closed and is part of the Würzbachbahn. Shortly before reaching the Blieskastel-Lautzkirchen stop, the Bliestalbahn, which had already been discontinued in 1991 in passenger and freight traffic, branched off to the south until 1997 , which in this area ran parallel to the route to Rohrbach. From Lautzkirchen the wooded Würzbach valley is used. In this area you pass the local recreation area at Niederwürzbacher Weiher . Shortly before Hassel , the railway line has turned north since 1895 and, shortly before Rohrbach, after a swivel in a westerly direction, it joins the Mannheim – Saarbrücken railway line coming from Homburg .
Administrative affiliation and mileage
With Landau in der Pfalz, the district of Südliche Weinstrasse, the district of Südwestpfalz, Zweibrücken and the Saarpfalz district, a total of five districts or independent cities are crossed. Due to the history of construction, there was initially no continuous kilometer stretching of the route. Along the Bierbach – Würzbach section, the zero point of the kilometers was originally in St. Ingbert station . A continuous kilometer existed from Landau to Zweibrücken with Landau as the zero point. The section Zweibrücken – Bierbach was initially kilometers from Zweibrücken and continued to Saargemünd. It was only under the Deutsche Reichsbahn that a new kilometer classification took place, which still exists today. Its zero point is about 1.5 km east of the Rhine bridge of the Bruhrainbahn between Rheinsheim and Germersheim on the state border between Baden-Württemberg and Rhineland-Palatinate . It then continues along the Germersheim – Landau railway line and from there via Annweiler, Pirmasens Nord and Zweibrücken to Rohrbach.
Railway stations and stops
Landau (Pfalz) central station
Landau's main station is of the greatest importance of all the stations along the historic railway line . It was created in 1855 as part of the construction of the Palatine Maximiliansbahn leading from Neustadt to Wissembourg, which was expanded in 1864 and 1865 with the branch line from Winden via Kandel and Wörth to Karlsruhe . In 1872 the Germersheim – Landau railway line was added, which, together with the line to Zweibrücken built a few years later, developed into part of the mainline Bruchsal – Saarbrücken . In this context, its tracks were expanded and moved slightly to the west. In 1877 the station received a new reception building .
In 1898 a branch line to Herxheim was added, from 1913 to 1953 an overland tram ran from the station forecourt with the Pfälzer Oberlandbahn to Neustadt, which connected several villages away from the Maximiliansbahn. Since the second station building had been destroyed in the Second World War, the currently existing one was put into operation in 1962. The once extensive freight tracks were dismantled from 1990 onwards. The marshalling yard and the nearby railway depot, which had existed since the 1920s, were also shut down and dismantled during this time. As of 2009, the station and its surroundings were completely renovated and made barrier-free . The construction work was completed in 2014.
Landau (Palatinate) South
The Landau (Pfalz) Süd stop offers the Landau Südstadt and the residential park Am Ebenberg a local transport connection. At the same time, it opens up the grounds of the 2015 Landau State Garden Show , which is located in the vicinity of the stop.
The stop is located directly at the Vinzentius-Klinikum . It is located east of the level crossing to Weißenburger Straße and has an additional direct exit to Bürgerstraße and the building of the University of Koblenz-Landau there .
Landau (Palatinate) West
The Landau (Pfalz) West stop is located on the southwestern edge of downtown Landau. It was built on the initiative of the city during the opening of the Landau– Annweiler section at the southern end of the street An 44. Its reception building was originally that of the Bad Dürkheim train station , but was only a temporary facility there. During the time of the Bavarian State Railways it was listed as station type 3, which meant that it had "passenger, luggage and limited goods traffic".
The station building was demolished in the 1970s. The "Haus am Westbahnhof" was built in its place, but despite its name it was never significant for rail operations. The former train station has meanwhile been dismantled to become a stop. The once extensive freight tracks have been completely dismantled. A park and ride facility was created on this site .
Landau (Pfalz) district administration
The new Landau (Pfalz) district administration stop is to be created at the Kanalweg level crossing. To the south of this location, within walking distance, are the administration of the southern Weinstraße district and the Wollmesheimer Höhe residential area. The realization is aimed for in the long term.
Godramstein
The Godramstein station south of the Landau district of Godramstein is the only remaining option for train crossings between Landau main station and Annweiler and has the status of a block station . Nevertheless, train crossings rarely take place. It has been dismantled significantly in the last few decades and has an island platform .
The wooden goods shed dates from the time of the Palatinate Railways and is no longer of any importance for rail operations. The station building was rebuilt from the 1930s. Around 1940 a mechanical signal box with a dispatcher was installed, which has been dismantled since 2010. It is now controlled by the ESTW Landau from Neustadt / Weinstr.
The former freight tracks, one of which led to a neighboring gas storage facility and was served twice a week from Landau, have also disappeared. The station has not been used for freight traffic since 1998. Most recently, he was responsible for the Ramberg- based toy factory Theo Klein GmbH , among other things , as goods were no longer loaded in Albersweiler and Annweiler.
Siebeldingen-Birkweiler
The former train station Siebeldingen-Birkweiler is located on the boundary of the local community Birkweiler not far from the neighboring community Siebeldingen . Immediately to the east of it, the route crosses the German Wine Route . The station building, which corresponded to that of Godramstein, was demolished around 1970 as the only one between Godramstein and Pirmasens Nord . In 2009 the platform was renewed and made barrier-free.
Only the goods shed from around 1900, which has since been incorporated into a new building, and a gatekeeper house at the eastern end of the station from the 1930s have been preserved. The latter has a hipped roof and has been converted into a bus shelter.
Albersweiler
The Albersweiler train station was located in the district of Queichhambach - since 1972 part of Annweiler am Trifels - at the level of the hamlet of Neumühle . In the first decades of its existence it was called Albersweiler-Sankt Johann ; the second part of the name comes from the settlement of the same name belonging to Albersweiler . All the station buildings such as the reception and ancillary buildings as well as goods sheds still exist, but are no longer of any importance for rail operations. Up until 1906, a nearby granite quarry was an important local freight customer.
With its architecture, the reception building represents a singularity within the Palatinate. It consists of a front building with three floors and a short longitudinal building. A few years after the route was opened, it was given a roof for passengers on the platform side. In the 1930s, a signal box was set up on the ground floor. The outbuilding on the western part of the station acted as goods handling. A signal bridge at the western end of the station was also part of the equipment. Due to the close proximity to the settlement, it was given up and replaced in 1984 by a new breakpoint in the area of the local community of the same name. The station building was converted into a residential building; At the same time, the signal box systems disappeared . In 2009 the stop was modernized.
Annweiler am Trifels
The Annweiler am Trifels station, which opened in 1874, was the end of the line in the first 14 months of its existence, which was only tied through to Zweibrücken in November 1875 . It is the most important station between Landau and Pirmasens Nord. Many long-distance trains stopped at him. It had three tracks for passenger traffic , one of which, however, has since been dismantled as a siding . The operation in freight traffic came to a standstill in 1994. The station building is a listed building .
There is also an earlier outbuilding from the opening times, a goods shed and a signal box from the 1930s. The first two are no longer relevant for rail traffic.
Annweiler West
The Annweiler West stop is to be built near the outdoor pool at the level crossing to August-Bebel-Straße. The establishment of this stop is seen in the long term.
Annweiler-Sarnstall
The Annweiler-Sarnstall stop is located in Sarnstall, southeast of the level crossing to Wasgaustraße. Construction began in April 2012 and commissioning took place on December 9, 2012. A few meters away are the Buchmann cardboard factory and an associated large car park . The construction of the new stop in the relatively small Sarnstall (about 220 inhabitants) was the last important step in implementing the new train-bus system in Queichtal after the Hauenstein Mitte stop was opened. With the commissioning, the former hourly rail-parallel bus service between Landau and Hauenstein was discontinued with the exception of a few school buses, in order to use the "freed bus kilometers" to connect places off the railroad to the local public transport without significant additional costs .
Rinnthal
The former Rinnthal train station is located on the south-eastern edge of the settlement of the Rinnthal community . When the route opened it was called Rinnthal-Sarnstall. The reception building had a ticket office, a waiting room and a room for luggage. The local freight traffic was once carried by a local chair factory as well as the loading of wood and the Buchmann paper factory in Sarnstall. The latter also had a siding.
In the meantime, the station was dismantled to the halt; as early as the 1980s, it was gradually getting rid of all side tracks. Nevertheless, some disused loading tracks towards Sarnstall and a weighbridge have been preserved. In 2006, Rinnthal was modernized as the first stop on the Landau – Pirmasens Nord section. The station building for railway operations no longer plays a role and has been converted into a residential building.
Wilgartswiesen
Wilgartswiesen train station is located on the south-eastern outskirts of Wilgartswiesen . Between Annweiler and Hinterweidenthal Ost , it is the only station where train crossings are still possible, although they rarely take place. The former station building is no longer important for rail operations. A toilet house still exists today.
Until the end of freight traffic in 1998, the station was very important for timber loading. In 2010 the platform was modernized. On July 6, 2013, the Wilgartswiesen train station became the sixth train station in Rhineland-Palatinate to receive the rating "Wandererbahnhof".
Hauenstein middle
The Hauenstein Mitte stop was put into operation on May 30, 2010 in order to better develop the center of Hauenstein. It is still in the district of Wilgartswiesen , which has long resisted its realization because it saw the continued existence of its own train station at risk. As the first train station in Rhineland-Palatinate, the breakpoint was awarded the title "Wanderbahnhof" one year after its opening.
Hauenstein (Palatinate)
Today's stop was formerly called Hauenstein and from 1910 the name Hauenstein i Pfalz . The former train station was dismantled into a stop in the 1980s. It is located on the northwestern edge of the settlement of Hauenstein. The station building is on a hillside. The outbuilding was demolished in the 2000s.
Hinterweidenthal Ost
The Hinterweidenthal Ost station, which has meanwhile been severely dismantled, is located around two kilometers northeast of the settlement area of the local community Hinterweidenthal and was called Kaltenbach Ost in its first years of operation. It was only created in the course of the construction of the Wieslauterbahn and was only used for changing to the connecting line. In its early days, express trains stopped at this station along the main line. Later he was given the name Hinterweidenthal. After the temporary cessation of passenger traffic on the Wieslauterstrecke, it functioned exclusively as a freight and depot. Since 1970 it has been called Hinterweidenthal Ost.
When it was built, it received a platform tunnel and had a total of six tracks, including an overtaking track and four sidings. The latter have since been dismantled.
The Wieslauterbahn trains start at his home platform. Trains on the main line only stop at the station during the Wieslauterbahn's operating hours, from May to October on Wednesdays, weekends and public holidays, as due to its remote location it is only used to transfer to the connecting line, just like in the past. Its signal box and the form signals have since been dismantled.
Hinterweidenthal
The former Hinterweidenthal train station is located at the level of the Hinterweidenthal hamlet of Kaltenbach . At the time the line opened, it was called Hinterweidenthal-Kaltenbach and was renamed Kaltenbach (Palatinate) after the Hinterweidenthal Ost train station went into operation . After passenger traffic on the Wieslauterbahn was discontinued in 1976 and the Ostbahnhof was thus dispensable, the station was given its current name. For a period of several decades it housed a railway maintenance office responsible for the Hauenstein – Rodalben section .
Until the Second World War, the station had two underpasses, which, however, still exist after the single-track dismantling of the line.
Münchweiler (Rodalb)
The Münchweiler (Rodalb) train station is located on the north-western edge of the municipality of Münchweiler an der Rodalb . In 1910 the station was renamed from "Münchweiler ad Rodalb" to "Münchweiler a Rodalb". Between Hinterweidenthal and Pirmasens Nord, Münchweiler was the last freight tariff point before freight traffic in this section was discontinued in 1996. The US military hospital in Münchweiler an der Rodalb, which has since been demolished, had a siding. As in Annweiler, train crossings take place regularly in the station. In 2007 it was renewed after the island platform had been replaced by a side platform in 2004. The existing station building no longer plays a role for rail operations.
Rodalben-Neuhof
The Rodalben-Neuhof stop is to be set up at the parking lot at the Schwallbornanlage. Planning is in progress, the time for construction and commissioning has not yet been set.
Rodalben
The former Rodalben train station is located in the center of the small town of Rodalben and once had an island platform next to the house. At the end of the 1980s, it was dismantled as a breakpoint. The former mechanical dispatcher interlocking, which was called Rf , was also taken out of service at the same time. The platform was modernized in 2011. The local waterworks once had a siding. It is the starting point of the 54 kilometer long Tour 1 of the route network of the Palatinate Forest Mountain Bike Park . In October 2012 it received the rating "Wanderbahnhof". The former station building is no longer important for rail traffic and is now used as a restaurant.
Pirmasens North
The Pirmasens Nord station, which is located on the district of the local communities of Donsieders , Rodalben and Thaleischweiler-Fröschen , has always had the greatest importance of all intermediate stations despite its peripheral location. It owes its creation mainly to the fact that a direct connection to the city of Pirmasens failed due to the difficult topographical conditions. For this reason, this station was built a few kilometers north, from which a branch line branched off to Pirmasens. It therefore functions primarily as a transfer station. From 1904 to 1913, the Biebermühlbahn also established a connection in a northerly direction to Kaiserslautern .
In the first decades of its existence it was called Biebermühle after the hamlet of Biebermühle, which is located immediately to the east and belongs to Donsieders , and it has been used in everyday language to this day. It was not until 1938 that it was given the name Pirmasens Nord, although it was never in the Pirmasens district. In this context, it was also significantly redesigned for strategic reasons; the station building, which had been on an island location since 1904 when the Biebermühlbahn section to Waldfischbach opened , was replaced by a new one.
In freight traffic, which came to a standstill in 2005, in the last few decades it served as a distribution station for freight trains that came from the Einsiedlerhof marshalling yard to Pirmasens Nord and from there were divided into several trains that run between Hauenstein and Zweibrücken, the stations along the Landau magistrale –Rohrbach and those at the Biebermühlbahn.
Thaleischweiler frogs
The Thaleischweiler-Fröschen stop is located in the middle between the places Thaleischweiler and Thalfröschen , which were merged in 1969 as part of the Rhineland-Palatinate administrative reform to form the new local community Thaleischweiler-Fröschen . The freight traffic was mainly carried by the shoe trade Reno and stopped in 2002; at that time the station was the last freight tariff point between Pirmasens Nord and Rohrbach.
In the meantime it has lost its function as a crossing station . The former station building is no longer important for rail operations and was sold to a private person in 1990. It houses a rental apartment and a shop. The former signal box Twf also still exists.
Höhmühlbach
The Höhmühlbach stop was built after the Second World War to connect the place of the same name . It was expanded in 2008 and 2009. He received a new, 55 centimeter high platform and a new bus shelter.
Rieschweiler
The former Rieschweiler train station is located on the southern outskirts of Rieschweiler, not far from the Schwarzbach . In the meantime it has been dismantled to the stopping point. In 2008 and 2009 it was made barrier-free.
The station building and the goods shed no longer have any function for rail traffic. The former mechanical dispatcher interlocking with the designation Rf has meanwhile also been taken out of service.
Dellfeld place
Since the Dellfeld train station is far away from the center of Dellfeld , a local stop was built after the Second World War with Dellfeld Ort.
Dellfeld
Dellfeld station is located in the Falkenbusch district of Dellfeld and belongs to station category 6. Between Pirmasens Nord and Zweibrücken, it is the only remaining intersection. The station building and the former goods shed are no longer relevant for rail traffic.
He has a mechanical signal box called Df , which is still in operation and which was built after 1938 according to a standard design and is equipped with a dispatcher. He used to have another mechanical control station called DM , also from 1938 , which has since been decommissioned.
At the end of 2009 it received a new outer platform in the east direction. This was equipped with a waiting room, a text indicator, signage and a lighting system. It replaced the previous island platform, which was dismantled.
Stambach
The Stambach stop on the south-eastern outskirts of Stambach was closed in the 1980s for lack of profitability. It was reactivated at the end of 2009.
Contwig
The former Contwig station is located on the south-eastern outskirts of Contwig and belongs to station category 7. In the meantime, it has also been dismantled to the stopping point. The under monument protection standing reception building and goods shed have no meaning for railway operations. The goods shed is now used by an industrial company .
Tschifflick-Niederauerbach
When it opened, the station was called Tschifflick-Niederauerbach. The first part of the name comes from the nearby Tschifflik summer residence . After Niederauerbach was incorporated into Zweibrücken in 1938 , it was given the new name Zweibrücken-Niederauerbach on October 1, 1941. In the meantime he was abandoned for lack of profitability.
The station building and the platform still exist. The station building is now a listed building and is used as a restaurant. A reactivation of the breakpoint is sought in the long term.
Zweibrücken rose garden
The planned opening date for the newly planned Zweibrücken Rosengarten stop, which is to open up the eastern core city and the Rosengarten , has been postponed again and again due to financing issues and is unclear in view of the political dispute in the Zweibrücken City Council.
Zweibrücken Central Station
The station, which initially only bore the name Zweibrücken, was opened in November 1875. It owes its creation to the fact that the Board of Directors of the Palatinate Railways refused to continue the route from Homburg, which had existed since 1857, via the existing train station through the then young suburb. For this reason, the Ludwig Railway Company acquired an unused site further south on the western edge of the city. The station was given its current name on October 1, 1941. Its development was similar to that of Landau's main station. The former long-distance stop is now only served by local trains, and its track systems have been significantly reduced. The importance in freight transport also disappeared completely. In the course of the discontinuation of the Hornbachbahn, which previously branched off, and the connection to Homburg, it also lost its former function as a junction.
Zweibrücken Central Station once had extensive tracks for freight traffic, but these were completely dismantled. In the 1990s, the Zweibrücken main station underwent major dismantling: it was reduced from 13 tracks to 3. As early as 1985, 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.
It is planned, however, to integrate the station into the network of the RheinNeckar S-Bahn , for which the connection to Homburg is to be put back into operation. The Saarland and Rhineland-Palatinate have been negotiating this project for a number of years, although financing issues in particular have delayed implementation of the project so far.
Desert (Saar)
Einöd (Saar) station was opened in 1857 as part of the Homburg – Zweibrücken railway. After a connecting curve to Bierbach was created during the construction of the Bliestalbahn , it became a railway junction . The line to Homburg was closed in 1989 and the station was closed. At the end of 2009 Einöd received a new, local stop.
Bierbach
The former train station and today's Bierbach stop is located on the southwestern edge of Bierbach . It was opened in 1866 as part of the Würzbachbahn Schwarzenacker – Hassel, which was extended to St. Ingbert a year later. From 1879 onwards, with the opening of the Bliestalbahn, which began in Zweibrücken at that time, it was a contact station. Due to the change in traffic flows that arose after the two world wars through the formation of the Saarland , it became the separation station between the Landau – Rohrbach railway line, which ran in an east-west direction, and the trains of the Bliestalbahn, which from then on preferably crossed in a north-south direction Schwarzenacker frequented Homburg. The Bliestalbahn and the connection to Schwarzenacker including its continuation to Homburg were shut down in 1991. The former train station is now just a stopping point. Three years later, the control panel in the station building, which had existed since 1969, was also taken out of service.
Blieskastel-Lautzkirchen
The Blieskastel-Lautzkirchen train station is located on the southern edge of Lautzkirchen . Since Blieskastel had received a station close to the city in the course of the opening of the Bliestalbahn in 1879, it was renamed Lautzkirchen. It has since been dismantled as a breakpoint. With the renaming, the incorporation of Lautzkirchen to Blieskastel and its importance for the latter was taken into account. In addition, since the Bliestalbahn was shut down, it has been the closest train station to the core town of Blieskastel.
Wurzbach (Saar)
The Würzbach (Saar) train station is located in Niederwürzbach . It got its name because it should serve as a common train station for the villages of Niederwürzbach and Oberwürzbach . Immediately to the north is the Niederwürzbacher Weiher . There used to be a coal storage facility east of the train station. The local freight customers included a brick and tile company that had a siding. The station building has a one-story extension. The station's buildings included a goods shed and two other smaller houses. The goods shed was dismantled around 1970. In the 1970s, the station building was closed for rail operations and sold in 1980. In the meantime, a catering establishment has been housed there. Since 2000, the station has been the only remaining option for trains to cross between Rohrbach and Zweibrücken.
Hassel (Saar)
In the course of the re-routing of the Würzbachbahn in 1895 and the associated bypassing of the Hasseler Tunnel , the previous Hassel station on the southern outskirts was abandoned. Instead, the place received a new train station on the eastern outskirts.
Rohrbach (Saar)
Rohrbach (Saar) train station is located on the southwestern outskirts of Rohrbach and belongs to category 6. It was created in 1895 as part of the re-routing of the Würzbachbahn Schwarzenacker – St. Ingbert, which served as a replacement for the route with the Hasseler Tunnel that was opened in 1866 and 1867 . In 1904 it became a railway junction with the approval of the Homburg – Rohrbach section, which was opened for strategic reasons - today part of the Mannheim – Saarbrücken railway line. From the Würzbach Railway and the lines further east, today's Landau – Rohrbach line emerged, the western end of which is the train station since then.
reception
The preacher Johann Joseph Candidus described in his book published in 1884 “About the Kaltenbach and Wegelnburg to Wörth and Fröschweiler. Travel pictures from the southern Palatinate and Lower Alsace “his impressions of a train journey from Zweibrücken to Kaltenbach in the summer of 1877. Loriot commented on the timetable for the Landau – Rohrbach railway - together with the Germersheim – Landau railway - as part of his review of the DB course book .
literature
- Fascination Railways - Heimat-Jahrbuch 2008 Landkreis Südliche Weinstrasse . Verlag Franz Arbogast, 2008, ISSN 0177-8684 .
- Hans Döhn: The development of the traffic system in the Palatinate . In: Michael Geiger, Günter Preuss, Karl-Heinz Rothenberger (Hrsg.): Palatinate regional studies. Contributions to geography, biology, folklore and history . tape 3 . Self-published by the editors, Landau / Pfalz 1981, p. 244-265 .
- Fritz Engbarth: 100 years of railways in Wieslautertal . 2011 ( zspnv-sued.de [PDF; 2.8 MB ; accessed on September 14, 2012]).
- Fritz Engbarth: 100 years of the Pirmasens – Kaiserslautern rail link . 2013 ( spnv-sued.de [PDF; accessed on October 9, 2013]).
- Daniel Häberle: The Palatinate Forest, a contribution to regional studies of the Rhine Palatinate. Georg Westermann Verlag, Braunschweig and Berlin 1913.
- Michael Heilmann, Werner Schreiner: 150 years of Maximiliansbahn Neustadt-Strasbourg . pro MESSAGE, Ludwigshafen am Rhein 2005, ISBN 3-934845-27-4 .
- Klaus D. Holzborn : Railway areas Palatinate . transpress, Berlin 1993, ISBN 3-344-70790-6 , pp. 115-122 .
- Albert Mühl: The Pfalzbahn . 1st edition. Konrad Theiss Verlag, Stuttgart 1982, ISBN 3-8062-0301-6 .
- Andreas M. Räntzsch: The railway in the Palatinate. Documentation of their creation and development . Verlag Wolfgang Bleiweis, Aalen 1997, ISBN 3-928786-61-X .
- 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, 165–168, 177–183 and 201–203.
- Walter Weber: The Bliestalbahn. From start to finish . Edition Europa, Walsheim 2000, ISBN 3-931773-37-X .
Web links
- Information from DB Regio RheinNeckar on the southern Palatinate network (operation of KBS 674)
- Information from DB Regio RheinNeckar on the West Palatinate Network (operation of KBS 675)
- Information on the route from Wolfgang Grabitzky
- Information about the route by Michael Strauss
- Pictures from a special trip in September 1988 by Jörg Klawitter
Individual evidence
- ↑ DB Netze - Infrastructure Register
- ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
- ^ Albert Mühl: The Pfalzbahn . 1982, p. 150 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 147 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 148 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 165 .
- ^ Friedrich Müller: The railroad in Rohrbach - a result of military strategy . 1996, p. 10 f .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 165 ff .
- ^ Friedrich Müller: The railroad in Rohrbach - a result of military strategy . 1996, p. 12 f .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 54 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 177 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 179 f .
- ^ A b Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 59 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 178 f .
- ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 32 .
- ^ III Railway in the neighboring town of Zweibrücken. (No longer available online.) In: bahnhof-homburg.de. Archived from the original on June 30, 2013 ; accessed on December 25, 2018 .
- ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 57 .
- ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 87 f .
- ↑ Andreas Räntzsch: The railway in the Palatinate. Documentation of their creation and development . 1997, p. 6 .
- ^ Daniel Häberle: The Palatinate Forest, a contribution to regional studies of the Rhine Palatinate . 1913, p. 76 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 231 f .
- ↑ Mühl, p. 16.
- ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 36 .
- ^ Albert Mühl: The Pfalzbahn . 1982, p. 16 .
- ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 170 .
- ^ Friedrich Müller: The railroad in Rohrbach - a result of military strategy . 1996, p. 20th ff .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 238 .
- ^ A b Heinz Sturm: The Palatinate Railways . 2005, p. 265 .
- ↑ a b Fritz Engbarth: 100 years of railways in Wieslautertal . 2011, p. 12 .
- ↑ a b Fritz Engbarth: 100 years of railways in Wieslautertal . 2011, p. 17 .
- ^ Albert Mühl: The Pfalzbahn . 1982, p. 145 .
- ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 38 .
- ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 63 .
- ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 66 .
- ↑ The history of the Bliestalbahn and surrounding railway lines. In: floben.beepworld.de. Retrieved October 27, 2014 .
- ↑ Royal Direction of the Saarbrücken Railway - Timeline: Establishments - Designations - Dissolutions. In: bahnstatistik.de. Retrieved October 27, 2014 .
- ^ Royal Bavarian Railway Directorate Ludwigshafen a. Rhine - Timeline: Establishments - Designations - Dissolutions. In: bahnstatistik.de. Retrieved June 2, 2014 .
- ↑ a b c Fritz Engbarth: 100 years of the Kaiserslautern – Pirmasens rail link . 2013, p. 15 .
- ↑ a b c Martin Wenz: Type stations of the Palatinate Railways on the Southern Wine Route . In: Landkreis Südliche Weinstrasse (Ed.): Fascination Railway. Homeland yearbook . 2008, p. 17 .
- ^ Fritz Engbarth: 100 years of the Kaiserslautern – Pirmasens rail link . 2013, p. 17 .
- ^ Rolf Übel : Target: Railway junction - air raids on railway systems in 1944/45 . In: Landkreis Südliche Weinstrasse (Ed.): Fascination Railway. Homeland yearbook . 2008, p. 79 f .
- ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 69 .
- ↑ Time Chronicle from 1921 to 1947. In: queichtalbahn.npage.de. Retrieved November 4, 2014 .
- ^ Fritz Engbarth: 100 years of railways in Wieslautertal . 2011, p. 22nd f .
- ↑ a b c d e Klaus Detlef Holzborn: Railway Reviere Pfalz . 1993, p. 115 .
- ↑ a b c course book pages in pictures and writing. In: queichtalbahn.npage.de. Retrieved October 27, 2014 .
- ↑ Werner Schreiner: The Maximiliansbahn from 1945 to today . In: Model and Railway Club Landau in der Pfalz e. V. (Ed.): 125 years of Maximiliansbahn Neustadt / Weinstrasse-Landau / Pfalz . 1980, p. 107 .
- ↑ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2007, p. 19 .
- ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 122 .
- ^ Klaus Detlef Holzborn: Railway Reviere Pfalz . 1993, p. 88 .
- ^ The course book route 670 - operation - operational features: disruptions and disabilities before 2000. In: kbs-670.de. Retrieved December 17, 2013 .
- ^ Eisenbahndirektion Mainz - Timetable: Establishments - Designations - Resolutions. In: bahnstatistik.de. Retrieved June 2, 2014 .
- ↑ a b c chronicle from 1947 to 1994. In: queichtalbahn.npage.de. Retrieved January 25, 2015 .
- ↑ Zweibrücken Hbf. In: pfaelzer-eisenbahnseiten.homepage.t-online.de. Retrieved July 23, 2014 .
- ↑ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2007, p. 50 f .
- ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 135 .
- ↑ a b c d chronicle from 1994 to 2000. In: queichtalbahn.npage.de. Retrieved October 25, 2014 .
- ↑ hinundweg - the customer magazine of the Rhein-Neckar transport association. (PDF) (No longer available online.) In: vrn.de. Archived from the original on May 29, 2012 ; accessed on October 27, 2014 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ KVV Karlsruher Verkehrsverbund - Verbundbericht 2009. (PDF) (No longer available online.) In: vrn.de. Archived from the original on March 13, 2012 ; accessed on October 27, 2014 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ a b Chronicle from 2000 to today. (No longer available online.) In: queichtalbahn.npage.de. Archived from the original on September 29, 2015 ; accessed on November 1, 2014 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ^ ESTW Landau (Pfalz) successfully in operation. (PDF) (No longer available online.) In: thalesgroup.com. Archived from the original on January 1, 2015 ; accessed on October 27, 2014 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ B10 mediation options for further development of the Queichtalbahn. (PDF; 4.4 MiB) (No longer available online.) February 6, 2013, archived from the original on February 1, 2014 ; Retrieved February 6, 2013 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Project on federal railways (PDF; 10 KiB) .
- ↑ Registration of rail projects for the BVWP 2015 ( Memento of the original from January 4, 2014 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF; 1.3 MiB) .
- ↑ a b Rhein-Neckar-Takt 2020. (PDF) (No longer available online.) In: vrn.de. Archived from the original on April 7, 2014 ; Retrieved April 6, 2015 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ From the environment; Train stations and track systems around Homburg. (No longer available online.) In: bahnhof-homburg.de. Archived from the original on June 30, 2013 ; accessed on December 25, 2018 .
- ↑ a b The railway in and around Niederwürzbach. In: saarlandbilder.net. Retrieved June 3, 2014 .
- ↑ a b Here it goes west: the Germersheim-Landau route. In: kbs704.de. Retrieved January 19, 2014 .
- ^ The course book route 670 - Description - After completion and First World War. In: kbs-670.de. Retrieved January 19, 2014 .
- ^ Albert Mühl: The Pfalzbahn . 1982, p. 115 f .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 254 .
- ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 175 .
- ^ Albert Mühl: The Pfalzbahn . 1982, p. 119 f .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 45 .
- ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 48 .
- ↑ Werner Schreiner: The Maximiliansbahn from 1945 to today . In: Model and Railway Club Landau in der Pfalz e. V. (Ed.): 125 years of Maximiliansbahn Neustadt / Weinstrasse-Landau / Pfalz . 1980, p. 95 .
- ↑ 280 Saarbrücken - Zweibrücken - Landau (Palatinate) - Winden (Palatinate) - Karlsruhe (- Munich). In: pkjs.de. Retrieved June 7, 2014 .
- ^ Fritz Engbarth: 100 years of railways in Wieslautertal . 2011, p. 23 ff .
- ↑ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2007, p. 51 .
- ^ Fritz Engbarth: 100 years of the Kaiserslautern – Pirmasens rail link . 2013, p. 36 .
- ↑ a b Zweibrücken Hbf. In: pfaelzer-eisenbahnseiten.homepage.t-online.de. Retrieved October 29, 2013 .
- ↑ Pirmasens Landau (Pfalz) (Queichtalbahn) ( Memento from July 14, 2014 in the Internet Archive )
- ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 145 .
- ↑ KBS 674 Saarbrücken - Pirmasens. (PDF) In: der-takt.de. Retrieved June 9, 2014 .
- ↑ Train direction signs. (No longer available online.) In: queichtalbahn.npage.de. Archived from the original on January 1, 2015 ; Retrieved November 4, 2014 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ^ Bundenthaler and Felsenland Express. (PDF) (No longer available online.) In: kvv.de. Archived from the original on January 1, 2015 ; Retrieved June 9, 2014 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Time Chronicle since 2000. Archived from the original on October 16, 2013 ; Retrieved June 9, 2014 .
- ↑ KBS 676 information. (No longer available online.) In: streckennummer3433-3443.de. Archived from the original on July 7, 2013 ; Retrieved November 4, 2014 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ^ Albert Mühl: The Pfalzbahn . 1982, p. 142 f .
- ^ A b Klaus Detlef Holzborn: Railway Reviere Pfalz . 1993, p. 118 .
- ↑ a b c d Cars and vehicles on the Queichtalbahn. Archived from the original on October 16, 2013 ; Retrieved September 21, 2013 .
- ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 52 .
- ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 103 .
- ↑ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2007, p. 21 .
- ↑ a b Lok Rundschau. March / April 1995, p. 49.
- ↑ Zweibrücken - Pirmasens-Nord. In: pfaelzer-eisenbahnseiten.homepage.t-online. Retrieved October 26, 2014 .
- ^ Fritz Engbarth: 100 years of the Kaiserslautern – Pirmasens rail link . 2013, p. 37 ( spnv-sued.de [PDF; 2.7 MB ; accessed on November 4, 2012]). 100 years of the Kaiserslautern – Pirmasens railway connection ( Memento of the original from September 24, 2015 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ^ Albert Mühl: The Pfalzbahn . 1982, p. 137 ff .
- ^ Albert Mühl: The Pfalzbahn . 1982, p. 131 .
- ↑ Andreas Räntzsch: The railway in the Palatinate. Documentation of their creation and development . 1997, p. 10 .
- ↑ a b c d e Locomotives and railcars. (No longer available online.) In: queichtalbahn.npage.de. Archived from the original on January 1, 2015 ; accessed on October 27, 2014 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ^ Albert Mühl: The Pfalzbahn . 1982, p. 142 ff .
- ↑ Herbert Dähling: What once rolled over the Maxbahn . Attempt to get an overview of locomotives and coaches on the anniversary route. In: Model and Railway Club Landau in der Pfalz e. V. (Ed.): 125 years of Maximiliansbahn Neustadt / Weinstrasse-Landau / Pfalz . 1980, p. 118 .
- ↑ Herbert Dähling: What once rolled over the Maxbahn . Attempt to get an overview of locomotives and coaches on the anniversary route. In: Model and Railway Club Landau in der Pfalz e. V. (Ed.): 125 years of Maximiliansbahn Neustadt / Weinstrasse-Landau / Pfalz . 1980, p. 123 .
- ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 323 .
- ^ Heinz Spielhoff: Locomotives of the Palatinate Railways. History of the Palatinate railways, express, passenger and freight locomotives, tender and narrow-gauge locomotives, multiple units . 2011, p. 182 .
- ^ A b Klaus Detlef Holzborn: Railway Reviere Pfalz . 1993, p. 116 .
- ↑ Herbert Dähling: What once rolled over the Maxbahn . Attempt to get an overview of traction vehicles and dare on the anniversary route. In: Model and Railway Club Landau in der Pfalz e. V. (Ed.): 125 years of Maximiliansbahn Neustadt / Weinstrasse-Landau / Pfalz . 1980, p. 145 .
- ↑ 628 Pirmasens-Nord. In: dragtimes.com. Retrieved November 1, 2014 .
- ↑ 642. In: harald-reisel.de. Accessed on February 5, 2018 : “Since December 14, 2008, DB Regio Region Südwest vehicles of the VT 642 series have been in use. They mainly run on the Pirmasens - Saarbrücken and Kaiserslautern - Bingen routes. "
- ↑ Felsenland Express. In: palzpix.de. Retrieved July 6, 2014 .
- ↑ Queichtalbahn future perspective. (DOC; 198 KiB) In: Pirmasenser Zeitung . July 12, 2004, accessed February 5, 2018 .
- ↑ The Queichtalbahn in the southern Palatinate network. April 30, 2002, archived from the original on August 17, 2013 ; accessed on February 5, 2018 .
- ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 153 .
- ↑ Palatinate Railway Pages .
- ↑ connecting lines; The further stretch to the west ( Memento of the original from July 14, 2014 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. , kbs704.de
- ↑ State Office for Surveying and Geographic Base Information Rhineland-Palatinate (ed.): Topographical Maps 1: 25,000 and 1: 50,000 , accessed on March 23, 2012.
- ^ Klaus Detlef Holzborn: Railway Reviere Pfalz . 1993, p. 117 f .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 182 .
- ^ Klaus Detlef Holzborn: Railway Reviere Pfalz . 1993, p. 120 .
- ↑ Map viewer , Geoportal Saarland, accessed on March 24, 2012.
- ↑ 4.9 Broken odometer counting, starting over with 0: Saarbrücken Hbf - km ?? = km 0.0 - St. Ingbert - Bierbach - Homburg (Saar) - Bad Munster am Stein. In: klauserbeck.de. Retrieved November 3, 2014 .
- ↑ Wolfgang Fiegenbaum, Wolfgang Klee: Farewell to the rail. Disused railway lines from 1980 to 1990 . 1997, p. 426 .
- ↑ 4.5 Broken kilometer counting, starting with 0: Bruchsal - Graben-Neudorf - km 22.048 = km 0.0 - Germersheim - Landau (Pfalz) Hbf - Pirmasens Nord - Rohrbach (Saar). In: eisenbahnsignale.de. Retrieved November 3, 2014 .
- ↑ Railway Atlas Germany . 10th edition. Schweers + Wall, Cologne 2017, ISBN 3-921679-13-3 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 181 f .
- ^ Heinz Sturm: History of the Maxbahn 1855-1945 . In: Model and Railway Club Landau in der Pfalz e. V. (Ed.): 125 years of Maximiliansbahn Neustadt / Weinstr. – Landau / Pfalz . 1980, p. 75 .
- ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt – Strasbourg . 2005, p. 81 .
- ↑ Start signal given for the renovation of Landau station. In: bahnaktuell.net. Retrieved July 6, 2014 .
- ^ Lewentz: 496,000 euros for the new Landau train stop , August 17, 2012.
- ↑ State Horticultural Show: Plan for the year of implementation. ( Memento from October 1, 2013 in the Internet Archive ) Railway stop marked on the top left. Status: June 2013, accessed on August 3, 2013.
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 181 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 205 .
- ^ The railway stations of the Royal Bavarian State Railways - on the left bank of the Rhine (Bavarian Palatinate) - Kaiserslautern Hbf to Lustadt. In: kbaystb.de. Retrieved September 21, 2013 .
- ↑ The history of our house. (No longer available online.) In: hausamwestbahnhof.de. Archived from the original on February 2, 2014 ; Retrieved January 19, 2014 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ a b Mediation B10: Current situation and prospects for local public transport in the region. (PDF; 6.2 MiB) (No longer available online.) In: b10-landau-hauenstein-mediation.de. Archived from the original on July 14, 2014 ; accessed on June 15, 2014 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ a b Martin Wenz: Type stations of the Palatinate Railways on the Southern Wine Route . In: Landkreis Südliche Weinstrasse (Ed.): Fascination Railway. Homeland yearbook . 2008, p. 14 .
- ↑ Home calendar 2002 - The Pirmasens Nord railway station. In: heimatlexikon-thaleischweiler-froeschen.de. Retrieved December 18, 2013 .
- ↑ a b Zeitchronik - from 2000. Archived from the original on October 16, 2013 ; Retrieved January 19, 2014 .
- ↑ Martin Wenz: Type stations of the Palatinate Railways on the Southern Wine Route . In: Landkreis Südliche Weinstrasse (Ed.): Fascination Railway. Homeland yearbook . 2008, p. 15 .
- ^ Railway stations and their pictures in Bavaria (left bank of the Rhine) - Railway station: Albersweiler; km 34.9 - main line: Landau - Annweiler (opening September 12, 1874). In: kbaystb.de. Retrieved July 9, 2013 .
- ^ Albert Mühl: The Pfalzbahn . 1982, p. 17 .
- ^ Klaus Detlef Holzborn: Railway Reviere Pfalz . 1993, p. 122 .
- ↑ General Directorate for Cultural Heritage Rhineland-Palatinate (ed.): Informational directory of cultural monuments - Southern Wine Route district. Mainz 2020, p. 5 (PDF; 10 MB).
- ↑ Railway stations and their pictures in Bavaria (left bank of the Rhine) - station: Annweiler - main railway lines: Landau - Annweiler (opening September 12, 1874) - Annweiler - Zweibrücken (opening November 25, 1875). In: kbaystb.de. Retrieved September 21, 2013 .
- ↑ New train stop: Annweiler-Sarnstall. In: spnv-sued.de. Retrieved June 15, 2014 .
- ↑ New bus concept in Queichtal. (PDF; 270 KiB) (No longer available online.) In: vrn.de. Archived from the original on November 19, 2012 ; accessed on June 15, 2014 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Martin Wenz: Type stations of the Palatinate Railways on the Southern Wine Route . In: Landkreis Südliche Weinstrasse (Ed.): Fascination Railway. Homeland yearbook . 2008, p. 12 f .
- ↑ Martin Wenz: Type stations of the Palatinate Railways on the Southern Wine Route . In: Landkreis Südliche Weinstrasse (Ed.): Fascination Railway. Homeland yearbook . 2008, p. 13 .
- ↑ Railway stations and their pictures in Bavaria (left bank of the Rhine) - Railway station: Wilgartswiesen; km 47.4 - main line: Annweiler - Zweibrücken (opening November 25, 1875). In: kbaystb.de. Retrieved September 21, 2013 .
- ↑ Wilgartswiesen - Biosphere Path. Retrieved June 20, 2014 .
- ↑ The new Hauenstein Mitte stop is inaugurated. (PDF; 283 KiB) (No longer available online.) In: vrn.de. Archived from the original on July 14, 2014 ; accessed on June 15, 2014 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Hauenstein-Mitte - hiking on the shoemaker's path. Retrieved June 20, 2014 .
- ↑ Eisenbahndirektion Mainz (Ed.): Official Journal of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz of March 12, 1910, No. 10. Announcement No. 187, pp. 95f (96).
- ↑ Railway stations and their pictures in Bavaria (left bank of the Rhine) - Railway station: Hauenstein - Main line: Annweiler - Zweibrücken (opening November 25, 1875). In: kbaystb.de. Retrieved September 21, 2013 .
- ^ Fritz Engbarth: 100 years of railways in Wieslautertal . 2011, p. 11 .
- ^ Fritz Engbarth: 100 years of railways in Wieslautertal . 2011, p. 9 .
- ^ Fritz Engbarth: 100 years of railways in Wieslautertal . 2011, p. 10 .
- ↑ Hinterweidenthal Ost - Dahn. In: vergierter-bahnen.de. Retrieved December 12, 2013 .
- ↑ Map of the Reichsbahndirektion Mainz, Royal Bavarian State Railways Palatinate Network 1909.
- ^ Map of the Mainz Railway Directorate from January 1, 1940.
- ↑ Eisenbahndirektion Mainz (Ed.): Official Journal of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz of March 12, 1910, No. 10. Announcement No. 187, pp. 95f (96).
- ^ Railway stations and their pictures in Bavaria (left bank of the Rhine) - Railway station: Münchweiler (Rodalb); km 62.6 - main line: Annweiler - Zweibrücken (opening November 25, 1875). In: kbaystb.de. Retrieved January 16, 2014 .
- ^ City council meeting of May 18, 2011 , SPD Rodalben, May 22, 2011.
- ↑ Mediation B10: Current situation and perspectives for local public transport in the region ( memento of the original from July 14, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF; 6.2 MiB) Lecture by ZSPNV Süd and VRN, November 17, 2012.
- ↑ a b List of German signal boxes - entries R. In: stellwerke.de. Retrieved January 18, 2014 .
- ↑ Rodalben earlier. In: stadt-rodalben.de. Retrieved January 18, 2014 .
- ↑ ZSPNV Süd: Rodalben train stop has been awarded the title “Wanderbahnhof”. In: spnv-sued.de. Retrieved January 17, 2014 .
- ↑ Rodalben - hiking among wild rocks. Retrieved June 20, 2014 .
- ↑ Railway stations and their pictures in Bavaria (left bank of the Rhine) - Railway station: Rodalben - Main line: Annweiler - Zweibrücken (opening November 25, 1875). In: kbaystb.de. Retrieved January 17, 2014 .
- ↑ Chronicle of time from 2000 to today. (No longer available online.) In: queichtalbahn.npage.de. Archived from the original on September 29, 2015 ; accessed on November 14, 2014 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Railway stations and their pictures in Bavaria (left bank of the Rhine) - Railway station: Thaleischweiler - Fröschen; km75.1 - main line: Annweiler - Zweibrücken (opening November 25, 1875). In: kbaystb.de. Retrieved September 21, 2013 .
- ↑ Thaleischweiler-Froeschen train station. In: heimatlexikon-thaleischweiler-froeschen.de. Retrieved January 17, 2014 .
- ↑ Contents of the municipal council meeting of June 4, 2008 ( Memento of July 14, 2014 in the Internet Archive )
- ↑ Railroad cycling - railroad routes in Rhineland-Palatinate. In: pfaelzischer-merkur.de. Retrieved July 6, 2014 .
- ^ Railway stations and their pictures in Bavaria (left bank of the Rhine) - Railway station: Rieschweiler; km 34.9 - main line: Annweiler - Zweibrücken (opening November 25, 1875). In: kbaystb.de. Retrieved July 9, 2013 .
- ↑ List of German signal boxes - entries D-Thu. In: stellwerke.de. Retrieved January 17, 2014 .
- ^ List of German signal boxes - Abbreviations. In: stellwerke.de. Retrieved January 17, 2014 .
- ↑ a b Trains stop again in Stambach. In: pfaelzischer-merkur.de. Retrieved January 17, 2014 .
- ↑ About us. In: inges-fewo.de. Retrieved January 17, 2014 .
- ^ Verkehr - Schweitzer: Land participates in the barrier-free expansion of the Dellfeld train station. (No longer available online.) In: mwkel.rlp.de. Archived from the original on May 3, 2015 ; Retrieved January 17, 2014 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ General Directorate for Cultural Heritage Rhineland-Palatinate (ed.): Informational directory of cultural monuments - District of Südwestpfalz. Mainz 2020, p. 8 (PDF; 8.7 MB).
- ↑ Railway stations and their pictures in Bavaria (left bank of the Rhine) - Railway station: Contwig - Main line: Annweiler - Zweibrücken (opening November 25, 1875). In: kbaystb.de. Retrieved September 21, 2013 .
- ↑ a b Deutsche Reichsbahn - change of station names in 1941. In: hs-merseburg.de. Retrieved June 11, 2019 .
- ↑ Railway stations and their pictures in Bavaria (left bank of the Rhine) - Railway station: Zweibrücken-Niederauerbach - Main line: Annweiler - Zweibrücken (opening November 25, 1875). In: kbaystb.de. Retrieved September 21, 2013 .
- ^ General Directorate for Cultural Heritage Rhineland-Palatinate (ed.): Informational directory of cultural monuments - District-free city of Zweibrücken. Mainz 2020, p. 8 (PDF; 4.3 MB).
- ↑ Welcome - Welcome to the homepage of the Alter Bahnhof pub. In: alter-bahnhof.net. Retrieved September 21, 2013 .
- ↑ Rosengarten railway stop in suspension. In: pfaelzischer-merkur.de. Retrieved June 15, 2014 .
- ↑ The railway in Zweibrücken in brief. In: pfaelzer-eisenbahnseiten.homepage.t-online.de. Retrieved July 22, 2013 .
- ↑ Photos. In: floben.beepworld.de. Retrieved October 27, 2013 .
- ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 86 .
- ^ Würzbach train station. In: bahnhof-wuerzbach.de. Retrieved June 3, 2014 .
- ^ Johann Candidus: Via the Kaltenbach and Wegelnburg to Wörth and Fröschweiler. A train journey from Zweibrücken to Hinterweidenthal in 1877 . In: 2014 home calendar for the Pirmasens and Zweibrücken region . 2008, p. 77 ff .
- ^ Klaus Amann: From for railway literature. Deutschlandfunk, August 31, 2008, accessed December 28, 2013 .
- ^ Herbert Dähling: Review of a timetable . In: Fascination Railway. Homeland yearbook . 2008, p. 55 .
