Biebermühlbahn

Coordinates: 49 ° 18 ′ 46.8 "  N , 7 ° 39 ′ 47.5"  E

Kaiserslautern – Pirmasens
Route number (DB) :	3300 (Kaiserslautern – Pirmasens North) 3310 (Pirmasens North – Pirmasens)
Course book section (DB) :	279d (1949–1972) 672 (since 1972) 674 (Pirmasens Nord – Pirmasens Hbf, since 1994) 675 (Pirmasens Nord – Pirmasens Hbf, since 1994)
Route length:	35.9 km
Gauge :	1435 mm ( standard gauge )
Maximum slope :	25  ‰
Minimum radius :	250 m
Legend Main line from Mannheim Line from Enkenbach 0.000 Kaiserslautern Hbf 250  m Lautertalbahn to Lauterecken-Grumbach   Main line to Saarbrücken Bundesstrasse 37 1,860 Kaiserslautern - Gallows Hill 252  m Rauschenweg Leipziger Street Birdache Burgherrenstrasse / Kreisstrasse 3 5.500 Hohenecken 286  m 5.805 Kaiserslautern-Hohenecken (since June 11, 2017) Burgherrenstrasse / Kreisstrasse 3 8.500 Gelterswoog 296  m District road 6 State road 502 Aschbach 11.600 Karlsthal 292  m State road 500 Moosalb Federal Highway 270 13.059 Schopp 278  m Mühlstrasse District road 31 19.090 Stone albums 273  m On the hollow Main road Moosalb Federal Highway 270 Moosalb 23.730 Waldfischbach 256  m Federal Highway 270 Höheinöder Strasse / Kreisstrasse 24 25.500 Castle albums (reactivation planned) 248  m Schwarzbach Schwarzbach Schwarzbach Schwarzbachtalbahn from Rohrbach 29.1 00 0.000 Pirmasens North 244  m Queichtalbahn to Landau (new route since 1939) Rodalber Strasse / Kreisstrasse 17 4.000 New / old Fehrbacher tunnel (887/914 m) (old route until 1996) District road 6 6.768 Pirmasens Hbf 369  m Swell:

The Biebermühlbahn - sometimes also Moosalbbahn - is a 35.9 kilometer long railway line from Kaiserslautern to Pirmasens , which was built between 1875 and 1913.

The first built section Biebermühle (today: Pirmasens Nord ) - Pirmasens served to connect the city of Pirmasens to the railway network, as this could only be connected by a branch line due to the topographical conditions . In 1904 another branch line was opened from Biebermühle to Waldfischbach , before the gap to Kaiserslautern was closed in 1913.

In the period that followed, the rail line gained importance in national traffic (through coaches Dortmund- or Tübingen-Pirmasens), which was discontinued from 1990 at the latest. Since then it has been a pure local transport route . Of all the Palatinate railway lines that were built or completed in the 20th century , it is the only one that was never threatened with closure.

history

First efforts (1864–1867)

First efforts to create a rail connection from Kaiserslautern to Pirmasens go back to the 1860s. Above all, the community of Schopp vehemently advocated a corresponding connection. A first draft from 1864 called for a route via Vogelweh , Hohenecken , Schopp, Biebermühle and Rodalben .

In the following year, a committee made up of representatives from Kaiserslautern, Waldfischbach and Schopp mentioned several advantages of such a route. In addition to Pirmasens with its economy, timber transport in the catchment area of Johanniskreuz , Leimen , Lemberg , Merzalben , Ruppertsweiler , Trippstadt and Waldfischbach would benefit, as would the gravel pits in Heltersberg , Rodalben, Schmalenberg and Waldfischbach as well as agriculture in the neighboring Sickinger Höhe and the waterfalls in the region .

Another design followed in 1866, which largely corresponded to today's route. However, the Kingdom of Bavaria , in whose Palatinate to the left of the Rhine , the planned connection was located, gave priority to a route planned at the same time from Landau to Zweibrücken . The Ministry of Commerce did not consider a planned connection between Kaiserslautern and Pirmasens to be sensible due to the topography and the sparse population.

Creation of the branch line Biebermühle – Pirmasens

In the course of the planned Landau – Zweibrücken route, the city of Pirmasens hoped for a connection to the railway network. As it soon became clear that the route could probably not be led via the Schuhstadt due to the difficult topography of the Palatinate Forest and the associated high costs in this area and that it should instead have a branch route, there were heated discussions within the city. In the city council, some members took the view that a branch line would weaken the city considerably economically.

The city parliament therefore initially advocated a direct connection to the Landau – Zweibrücken railway line, known as the southern Palatinate line . Two variants were up for discussion. The first was to build the train station in Dankelsbachtal; to do this, the city would have had to be tunneled under. It was dropped prematurely. The second ran further south via Ruppertsweiler with a train station near Niedersimten . However, the Bavarian government favored the connection via a branch line. The majority of the city council finally voted with 24:14 votes for the government draft, since a train station in the area of ​​Niedersimten could not be considered as a direct connection and furthermore a later connection to Kaiserslautern would not have had any chance of realization.

The branch line was to branch off the planned main line at the hamlet of Biebermühle, where a branch station was to be built, mainly to follow the Steinbach and end after around seven kilometers on the northern outskirts of Pirmasens at the parade ground. On November 25, 1875, it was opened together with the main Annweiler – Zweibrücken line. The operator was the Palatinate Ludwig Railway Company , which had already become part of the Association of Palatinate Railways in 1870 through the merger with the other Palatinate private railways .

The branch line, which had only been single-track to date, suffered from a planning error. Due to the very late start of the ascent in Steinbachtal, the top of the route could only be reached with a steep incline shortly before and in the tunnel at the entrance to Pirmasens. This meant that trains stopped on the last ascent in front of or in the tunnel and the locomotives did not manage to start again. Therefore, the Reichsbahnverwaltung decided to build a second track, which then began the incline much earlier - right at the exit of the Biebermühle station - in order to then reach the new tunnel with a lower but even incline. (see also section Further development )

Connection to Kaiserslautern

Like the Südpfalzbahn, the branch line to Pirmasens was initially mainly used to transport goods. The efforts to build a connection of the Pirmasens route to Kaiserslautern did not come to a standstill. As early as the 1860s, the Waldfischbach district council had criticized the determination of the route for the Landau – Zweibrücken line. In 1872 the Palatinate Railways received a request from the city of Kaiserslautern, which related to the planned connection to Pirmasens. Its director Albert von Jäger replied that the organization had so many projects to deal with that the route could not be realized. Another - also unsuccessful request - dates from 1887.

In 1894, on behalf of the Kaiserslautern Mayor's Office, a draft was drawn up that assumed construction costs of 4.4 million marks, around a third of which were for renovation work on the railway stations in Kaiserslautern and Biebermühle . The submission to Munich followed a year later . Jakob von Lavale , successor to the late Jäger, refused to implement it again. Thereupon a meeting took place in the Kaiserslauterer Fruchthalle , which resulted in protest against this attitude. This led to several suggestions about the course.

Waldfischbach station (left) in 1916

On May 29th, 1900 the law "concerning the production of railways of local importance in the Palatinate" was passed, which guaranteed the railroad construction. Two years later, the license for the Biebermühle – Waldfischbach section followed. After around a year of construction, the corresponding 5.13 kilometer section was put into operation on June 1, 1904, the only stopover of which was Burgalben. The Biebermühle station thus became a crossing station . In 1909 the operation of the two branch lines became the property of the Royal Bavarian State Railways . In 1913, on August 1, the gap between Waldfischbach and Kaiserslautern was closed.

Further development

Later, for military reasons, the Biebermühle – Burgalben section was given a new route that is located in the middle of the Schwarzbachtal . On April 1, 1920, the line became the property of the Deutsche Reichsbahn . In 1922 the line was incorporated into the newly established Ludwigshafen Reich Railway Directorate . From 1923 to November 1924, the line was put under French management. In the course of the dissolution of the Ludwigshafen directorate, the Biebermühlbahn changed to the area of ​​responsibility of the Saarbrücken directorate on May 1, 1936.

At the same time, a major renovation of the Biebermühle station followed. It received a new station building, new elevated platforms, additional tracks and a pedestrian underpass. In the course of this renovation, the station was renamed Pirmasens Nord.

By building a second track, the performance between the Pirmasens north and the main train station should be increased. The second track was to be given a separate route, for which three options were available. A variant led via Petersberg and managed without a tunnel. The second initially ran parallel to the existing route, crossed it shortly before the Fehrbach tunnel and finally led through a 400 meter long tunnel in which it rose. The third variant, which the Reichsbahn finally implemented, ran almost parallel to the old route, but began earlier with the ascent to Pirmasens and thus received a more even and flatter gradient. She received a tunnel that runs parallel to the old one. Commissioning followed in 1939; the construction costs amounted to 5.6 million Reichsmarks. After commissioning, the new track was used for trains traveling uphill, the old track was reserved for trains traveling downhill.

In addition, a connecting curve to the Schwarzbachbahn was built north of the Pirmasenser Nordbahnhof, which was supposed to enable direct train runs on the route Zweibrücken – Kaiserslautern over the Biebermühlbahn in the ensuing Second World War .

Post-war period and German Federal Railways (1945–1993)

After the end of the Second World War , the valley track of the southern section of Pirmasens Nord – Pirmasens Hauptbahnhof was interrupted in four places as a result of the fighting; the problems could be resolved quickly. The damage between Waldfischbach and Steinalben was greater, so that continuous trains between Pirmasens and Kaiserslautern were not possible again until 1946.

At this point in time, the railway was under the control of the Association of the South-West German Railways (SWDE), which in 1949 became part of the newly founded Deutsche Bundesbahn (DB) . The latter incorporated the Biebermühlbahn into the Mainz Federal Railway Directorate , to which it allocated all railway lines within the newly created state of Rhineland-Palatinate . Passenger traffic experienced a great boom. In 1955 the mountain track in the southern section of the line was reactivated, the construction of which had been delayed for a long time. As early as August 1, 1971, the route came under the jurisdiction of its Saarbrücken counterpart in the course of the dissolution of the Mainz management .

On September 25, 1975, the steam train service ended on the route. Two years later the stop at Gelterswoog was closed. In the 1980s, the underway stops Galgenschanze , Hohenecken , Karlsthal and Burgalben followed . After many lines in the entire West Palatinate were shut down after the war, the DB signed an agreement with the state of Rhineland-Palatinate that ensured the continued existence of the Biebermühlbahn. In the wake of the end of the Cold War , the line lost its importance as a strategic railway from 1990 onwards , which it was last mainly due to the American armed forces based in the Pirmasens region .

Deutsche Bahn (since 1994)

In the course of the rail reform, the Biebermühlbahn became the property of Deutsche Bahn (DB) . In the same year, supra-regional traffic ended on the neighboring Landau-Rohrbach highway . With a few exceptions, the trains there have been running from Pirmasens Nord to the main station ever since, which means that the southern section of the Biebermühlbahn has been upgraded. On the section between Pirmasens Nord and Pirmasens Hauptbahnhof, the older line, the so-called Talgleis , was shut down in 1996 after it had not been used as planned since the 1960s. Shortly before the rail reform, its possible reactivation and the costs incurred were examined.

As part of the rail reform, the special purpose association for local rail passenger transport Rhineland-Palatinate South has been responsible for the route since January 1, 1997 . In this context, the Galgenschanze halt was reactivated.

Renovation work in the Waldfischbach-Burgalben train station in July 2017. In the center of the picture one of the new light signals, in the background the old shape signals.

In December 1999 the freight depot in Pirmasens was closed; then it was dismantled along with its track systems. In 2000, the entire route, like the entire West Palatinate, was initially part of the West Palatinate Transport Association (WVV), before it was merged with the Rhein-Neckar Transport Association (VRN) six years later . Since December 14, 2008, the line has been in the so-called West Palatinate network. For example, from 7 p.m. all trains are manned by train attendants.

The centenary of the railway line took place in 2013; on September 15 of that year there were corresponding steam train trips.

The Kaiserslautern-Hohenecken stop should be reactivated on December 11, 2011. Due to financial difficulties (the city of Kaiserslautern could not provide any funds at the time), the construction of the new stop was postponed several times. It finally opened on June 11, 2017.

In the course of the establishment of the ESTW "Südliche Pfalz" in the regional control center Neustadt (Weinstrasse), the southern part of the route between Waldfischbach-Burgalben and Pirmasens Hauptbahnhof was equipped with new signaling and switch technology in 2016 and 2017. The route between Pirmasens Nord and Pirmasens Hauptbahnhof was divided into two route blocks to increase capacity . The subdivision allows a closer train sequence for trains traveling one behind the other. The renovation work was completed in autumn 2017.

Route

The Biebermühlbahn runs on the western edge of the Palatinate Forest at the transition to Sickinger Höhe . Almost the entire route is surrounded by trees. It leaves the Kaiserslautern main station in a westerly direction and initially runs parallel to the Mannheim – Saarbrücken railway and the Lautertal Railway . She leaves both routes in a southbound direction to enter the Hohenecker Forest. It touches the eastern edge of the Vogelweh and Hohenecken districts . From a traffic point of view, the late closing of the gap between Kaiserslautern and Waldfischbach had the advantage that the route was designed and built without level crossings with a country road that ran parallel to the route.

Pirmasens Nord railway station (right) from a bird's eye view, left the hamlet of Biebermühle

After it has passed the Gelterswoog , it follows the Aschbach to its confluence with the Moosalb at the western end of the Karlstal . Shortly before Schopp, it crosses the federal highway 270 and runs along the Moosalb over Steinalben to Waldfischbach , where it meets the Schwarzbachtal . The Schwarzbach is crossed a total of three times before the Pirmasens Nord route reaches. The Landau – Rohrbach railway joins from the west and leaves it to the east, while the Biebermühlbahn continues south.

The remaining seven kilometers run on relatively steep terrain until the 887 meter-long New Fehrbacher Tunnel is crossed shortly before the Pirmasens main station, which is designed as a terminal station . In this section of the line, the railway uses the second track built in the 1930s. It runs at a different altitude and has a more even incline, which avoids too great a gradient in the tunnel as with the old route.

From the Kaiserslautern main station to the abandoned stop Gelterswoog, the route is within the boundaries of the independent city of Kaiserslautern, from Karlstal to Schopp in the Kaiserslautern district . The district of Südwestpfalz is crossed between Steinalben and Pirmasens Nord , the remaining part lies on the territory of the independent city of Pirmasens.

business

passenger traffic

In the first decades most of the passenger trains commuted between Pirmasens and the Biebermühle, some of them went as far as Zweibrücken. After the opening of the Biebermühle – Waldfischbach section, the two parts that existed at that time de facto formed two operationally separate branch lines. After its completion in 1913 there were seven pairs of continuous trains, one of which was led via the Donnersbergbahn to Mainz and one via the Zellertalbahn to Darmstadt. There were also trains that only ran between Pirmasens and Waldfischbach or between Kaiserslautern and Schopp.

High performance in the 1930s were two pairs of express trains Pirmasens – Kaiserslautern – Mainz, one of them on to Frankfurt am Main . In the 1960s there were express trains that went to Darmstadt , Frankfurt and Wiesbaden . During this time, through cars from Tübingen also came onto the route. At the end of the 1990s, the express trains were canceled, from 1991 there were no more through coach connections. The latter operated as far as Dortmund since the late 1970s.

The single-track Biebermühl Railway is since the early 1990s, along with the alsenz valley railway , the railway Kaiserslautern Enkenbach out and the Nahe Valley Railway Section Bingen-Bad Münster below the price register 672nd From 1990 to 2008 there were continuous connections between Bingen and Pirmasens. In Waldfischbach, the train crossings take place at the usual symmetry minute just before the hour. The journeys between Pirmasens main train station and Kaiserslautern are registered with the Verkehrsverbund Rhein-Neckar as line R 65 , those between the two Pirmasens stations under the names R55 (Landau – Pirmasens) and R68 (Saarbrücken – Pirmasens).

Freight transport

At first, the branch line from Biebermühle to Pirmasens was mainly used for freight traffic. Between Biebermühle and Kaiserslautern, the occurrence was mainly characterized by the wood industry. After the electrification of the Mannheim-Saarbrücken main line , freight traffic on the Biebermühlbahn declined rapidly, and so did the volume of goods to Pirmasens. The service took place in the form of local freight trains from the Einsiedlerhof marshalling yard . The gradient in the section south of Pirmasens Nord made it necessary to brake the return journey of the freight trains shortly before their departure from Pirmasens Hauptbahnhof. In addition, the operation of the loading siding in Steinalben made it necessary to block the Schopp – Waldfischbach section.

In freight traffic, which came to a standstill in 2005, the Pirmasens station has served as a distribution station for freight trains over the last few decades, which have been broken down into several individual trains. One served Pirmasens, another the train stations between Kaiserslautern and Pirmasens Nord. In addition, from the 1970s along the Landau – Rohrbach railway line, the stations in the Hauenstein – Zweibrücken section were served from Pirmasens Nord. In the mid-2000s, freight traffic came to a complete standstill.

Vehicle use

Steam locomotives

The Kaiserslautern railway depot was primarily responsible for the steam locomotives, and later some of the locomotives came from Zweibrücken . Specifically for use against heavy freight trains on the steep ramp to Pirmasens the acquired Palatine railways in & Co. Messrs. Krauss fivefold coupled tender locomotives series T 5 , the first by the DRG as the class 94 ⁰ should be performed. Nevertheless, the latter decided to sell them in 1926, before they were redrawn. Class T 1 locomotives initially operated between Biebermühle and Waldfischbach . The Rehweiler locomotive pulled the opening train between Kaiserslautern and Pirmasens on August 1, 1913 .

As a replacement for the services between Biebermühle and Pirmasens, tank locomotives of the Prussian Prussian T 14.1 were used in particular . For a short time until 1946 they were pushed by the T 20 , later the 95 series, from Zweibrücken, after they had initially become superfluous on the Geislinger Steige on the Filstalbahn . In 1939 they temporarily returned to Geislingen due to the fact that the Pirmasens Nord – Pirmasens Hbf. Section was part of the Red Zone , only to be back a year later until the end of World War II.

Otherwise Prussian and Palatinate steam locomotives dominated freight traffic. In the passenger train service it was mostly Prussian P 8 and T 18 , later series 38 and 78, which ran the trains. The DR series 71.0 also drove between Pirmasens Nord and Kaiserslautern . After the Second World War, locomotives of the 50 and 86 series were mainly used in freight transport .

Diesel vehicles

From the 1950s, the passenger traffic on the Biebermühl Railway was mostly with rail buses of the types VT 95 and VT 98 operated. In 1981 they drove for the last time between Pirmasens Nord and Kaiserslautern. Further south, they traveled another decade from Landau before they disappeared there too in 1993. Occasionally, accumulator railcars of the 515 series from Worms could also be found on the Biebermühlbahn .

The steam locomotives were replaced by diesel locomotives of the types V 100 , V 60 and 218 and V 200 from the 1960s . The latter pulled the express trains on the Pirmasens – Frankfurt route. From the beginning of the 1990s, new class 628 ² railcars replaced the locomotive-hauled trains. In the meantime, medium -floor railcars of the 643 series of the Talent design and 642 series railcars are in operation .

Operating points

Kaiserslautern Hbf

Kaiserslautern Central Station

→ Main article : Kaiserslautern Hauptbahnhof

The Kaiserslautern main station was opened on July 1, 1848, when the Homburg – Kaiserslautern section of the Palatinate Ludwig Railway went into operation. It was only half a year later that it was extended to Frankenstein, before in 1849 the stretch from the Rheinschanze to Bexbach could be used continuously. From this, today's Mannheim – Saarbrücken railway developed in the following decades .

Despite its importance, the station only became a railway junction in 1875 with the opening of the Kaiserslautern – Enkenbach railway line - which served both as a feeder line to the Alsenz Valley Railway and the Donnersberg Railway - and thus comparatively late. It also gained in importance with the opening of the Lautertalbahn in 1883 and the completion of the Biebermühlbahn in 1913. It has bicycle parking spaces, parking spaces, lockers, travel supplies, mobility service, bus connections, barrier-free access and a DB information center.

Kaiserslautern-Galgenschanze

The Kaiserslautern-Galgenschanze stop follows the junction from the Mannheim-Saarbrücken main line and opens up the Kaiserslautern housing estate of the same name , on the eastern edge of which it is located. During the time of the Bavarian State Railways it was listed as station type 1, which meant that it was a “personal event. also luggage traffic ” . It was abandoned in the mid-1980s, but reactivated a decade later.

Hohenecken (train station and stop)

The Hohenecken station served the Kaiserslautern district of the same name and was located on the southern edge of the settlement. During the time of the Bavarian State Railways, it was listed as station type 2, which meant that it had "passenger, luggage and express goods traffic" . He also had a siding, which has since been dismantled. In the 1980s it was closed for lack of profitability. After the opening had already been announced for June 2011, on June 11, 2017 a new stopping point under the name “Kaiserslautern-Hohenecken” was put into operation in a different position.

Gelterswoog

The Gelterswoog stop , which was located at the level of the eponymous Gelterswoog - still in the district of Kaiserslautern - was used exclusively for leisure traffic. It was not put into operation until August 28, 1928. In the 1950s, bathing trains ran to the stop in summer. For lack of profitability it was closed in 1977.

Karlst (h) al

The Karlsthal stop was on the outskirts of the local community of Stelzenberg . Just like the stop at Gelterswoog, this stop was primarily used for leisure traffic, in this case to develop the nearby Karlstal , which is immediately to the east. During the time of the Bavarian State Railways it was listed as station type 1, which meant that it was a “personal event. also luggage traffic ” . In the meantime it has also been abandoned, but tour groups can still get on and off on request.

Schopp

Schopp station

→ Main article : Schopp station

The Schopp train station is located on the north-western edge of the settlement of the local community of Schopp . At the time of its opening, it had signals and sidings. It is the only crossing station between Kaiserslautern and Waldfischbach .

Its reception building , which was built in the local style with an open waiting hall and contains a hipped roof, dates from around 1910 and is a listed building . A mechanical signal box - official abbreviation Sf - is housed in the building itself in a standardized design, which was put into operation on January 1, 1954 and replaced an external signal box . The former loading track in the station has meanwhile been dismantled.

Stone albums

The former Steinalben train station is located on the northern outskirts of Steinalben . During the time of the Bavarian State Railways, it was listed as station type 2, which meant that it had "passenger, luggage and express goods traffic" . In the meantime, it was dismantled at the breakpoint. The district of Südwestpfalz has decided to rebuild the breakpoint in a central location. In addition, it is to have a bus turning area and a park-and-ride facility. In addition, a Steinalben crossing station is expected to be built from 2020. The aim is to save about 4–5 minutes in travel time on the Bierbermühlbahn and the Landau – Rohrbach railway line in both directions. The financing of this project has not yet been fully secured.

Waldfischbach

Waldfischbach train station is located on the north-western edge of Waldfischbach . Like its counterpart in Schopp, it functions as a crossing station and has a reception building. The latter, however, no longer has any significance for rail operations and on September 1, 2007 became the property of the home operating company Pfalzblick .

It has a mechanical signal box called Wf , which was built in 1955 and was manned by a dispatcher until autumn 2017 . Since then, the station has been controlled from Neustadt.

Castle albums

The Burgalben stop was on the northern edge of the settlement of Burgalben . During the time of the Bavarian State Railways it was listed as station type 1, which meant that it was a “personal event. also luggage traffic ” . It was abandoned in the 1980s for lack of profitability. On the political side, however, there are efforts to reactivate the halt.

Pirmasens North

Train in Pirmasens Nord station

→ Main article : Pirmasens Nord station

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 today's Biermühlbahn section to Pirmasens was created as a branch line. It therefore functions primarily as a transfer station. The connection to Kaiserslautern was established between 1904 and 1913.

In the first decades of its existence it was named "Biebermühle" after the hamlet of Donsieders to the east , which has been preserved in the colloquial 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 broken down into several trains that run between Hauenstein and Zweibrücken, the stations along the Landau magistrale –Rohrbach and those at the Biebermühlbahn.

Pirmasens main station

Pirmasens Hbf

Pirmasens Hbf, 1993

→ Main article : Pirmasens Hauptbahnhof

The Pirmasens main station is about one kilometer north of the Pirmasens city ​​center. Despite its name, it was always the only train station located within the boundaries of Schuhstadt.

At the turn of the century, the station was rebuilt because it no longer seemed up to date. In this context, he received, among other things, a new reception building.

In 1907 the station in Pirmasens was officially renamed "Pirmasens Hauptbahnhof". In April 1941 he also received a locomotive station with a coaling system, which was a branch of the Kaiserslauterer Betriebswerk .

Since it was badly damaged in the war, it was rebuilt from the 1950s onwards. Since the 1980s, its importance has steadily decreased. Freight traffic came to a standstill in the meantime and was finally stopped completely. At the turn of the millennium, the station was rebuilt; the number of tracks was reduced to three. The measures were officially completed on November 22, 2002.

Incidents

• In August 1980 there was a dam slide at Schopp, as a result of which the diesel locomotive 218 384 derailed and crashed into the Moosalb.
• In December 2011, the hurricane depth Joachim uprooted trees that had fallen onto the rails.

literature

• Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2008 ( PDF ; 4.1 MiB [accessed on October 9, 2013]).
• Fritz Engbarth: 100 years of the Pirmasens – Kaiserslautern rail link . 2013 ( PDF [accessed October 9, 2013]).
• Klaus D. Holzborn : Railway areas Palatinate . transpress, Berlin 1993, ISBN 3-344-70790-6 , pp. 119-120, 123-125 .
• Lothar Spielhoff: Locomotives of the Palatinate Railways . 1st edition. Jürgen Pepke, Germering 2011, ISBN 978-3-940798-15-2 .
• 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. 177-186.

Web links

Commons : Biebermühlbahn  - collection of images, videos and audio files

• Information on reactivating the Kaiserslautern-Hohenecken stop

Individual evidence

1. ↑ Nahebahn.de: Rhein-Nahe-Bahn Bingerbrück - / Gau-Algesheim - Bad Kreuznach - Kirn - Idar-Oberstein - Türkismühle - Neunkirchen . (No longer available online.) Archived from the original on June 18, 2013 ; accessed on January 27, 2014 . 
2. ↑ DB Netze - Infrastructure Register
3. ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
4. ^ ^{A b} Klaus Detlef Holzborn: Railway Reviere Pfalz . 1993, p. 124 .
5. ↑ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2007, p. 10 .
6. ^ Fritz Engbarth: 100 years of the Pirmasens – Kaiserslautern railway connection . 2013, p. 5 .
7. ^ Fritz Engbarth: 100 years of the Pirmasens – Kaiserslautern railway connection . 2013, p. 6 .
8. ^ ^{A b} Heinz Sturm: The Palatinate Railways . 2005, p. 183 .
9. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 178 f .
10. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 180 .
11. ^ Albert Mühl: The Pfalzbahn . 1982, p. 179 .
12. ^ ^{A b} Heinz Sturm: The Palatinate Railways . 2005, p. 182 ff .
13. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 181 .
14. ^ ^{A b} Heinz Sturm: The Palatinate Railways . 2005, p. 184 .
15. ^ Fritz Engbarth: 100 years of the Pirmasens – Kaiserslautern railway connection . 2013, p. 8 .
16. ^ Fritz Engbarth: 100 years of the Pirmasens – Kaiserslautern railway connection . 2013, p. 8th ff .
17. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 185 .
18. ↑ bahnstatistik.de: Royal Bavarian Railway Directorate Ludwigshafen a. Rhine - Timeline: Establishments - Designations - Dissolutions . Retrieved January 26, 2014 . 
19. ↑ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2007, p. 13 .
20. ^ Fritz Engbarth: 100 years of the Pirmasens – Kaiserslautern railway connection . 2013, p. 17 .
21. ^ Fritz Engbarth: 100 years of the Pirmasens – Kaiserslautern railway connection . 2013, p. 18 .
22. ↑ ^{a b c d} Chronicle from 1874 to 2000 ( Memento from October 16, 2013 in the Internet Archive )
23. ↑ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2007, p. 28 .
24. ↑ bahnstatistik.de: railway management Mainz - Timeline: erections - names - resolutions . Retrieved January 26, 2014 . 
25. ^ Fritz Engbarth: 100 years of the Pirmasens – Kaiserslautern railway connection . 2013, p. 23 .
26. ^ ^{A b} Fritz Engbarth: 100 years of the Pirmasens – Kaiserslautern railway connection . 2013, p. 34 .
27. ^ Fritz Engbarth: 100 years of the Pirmasens – Kaiserslautern railway connection . 2013, p. 40 .
28. ^ ^{A b c} Klaus Detlef Holzborn: Railway Reviere Pfalz . 1993, p. 120 .
29. ^ Fritz Engbarth: 100 years of the Pirmasens – Kaiserslautern railway connection . 2013, p. 42 f .
30. ^ Fritz Engbarth: 100 years of the Pirmasens – Kaiserslautern railway connection . 2013, p. 52 .
31. ↑ ^{a b c d e} Fritz Engbarth: 100 years of the Pirmasens – Kaiserslautern railway connection . 2013, p. 13 .
32. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 254 .
33. ^ ^{A b} Albert Mühl: The Pfalzbahn . 1982, p. 143 .
34. ^ Fritz Engbarth: 100 years of the Pirmasens – Kaiserslautern railway connection . 2013, p. 24 .
35. ^ ^{A b} Fritz Engbarth: 100 years of the Pirmasens – Kaiserslautern railway connection . 2013, p. 37 .
36. ^ Klaus Detlef Holzborn: Railway Reviere Pfalz . 1993, p. 123 .
37. ^ Fritz Engbarth: 100 years of the Pirmasens – Kaiserslautern railway connection . 2013, p. 32 .
38. ^ Fritz Engbarth: 100 years of the Pirmasens – Kaiserslautern railway connection . 2013, p. 39 .
39. ^ Fritz Engbarth: 100 years of the Pirmasens – Kaiserslautern railway connection . 2013, p. 33 .
40. ^ 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. 147 ff .
41. ^ Fritz Engbarth: 100 years of the Pirmasens – Kaiserslautern railway connection . 2013, p. 9 .
42. ^ Fritz Engbarth: 100 years of the Pirmasens – Kaiserslautern railway connection . 2013, p. 18th ff .
43. ^ Fritz Engbarth: 100 years of the Pirmasens – Kaiserslautern railway connection . 2013, p. 36 .
44. ^ ^{A b} Fritz Engbarth: 100 years of the Pirmasens – Kaiserslautern railway connection . 2013, p. 27 .
45. ^ Fritz Engbarth: 100 years of the Pirmasens – Kaiserslautern railway connection . 2013, p. 24 f .
46. ^ Fritz Engbarth: 100 years of the Pirmasens – Kaiserslautern railway connection . 2013, p. 35 .
47. ↑ Kaiserslautern Hbf. In: bahnhof.de. Retrieved June 27, 2019 . 
48. ↑ ^{a b} kbaystb.de: The railway stations of the Royal Bavarian State Railways - on the left bank of the Rhine (Bavarian Palatinate) - Galgenschanze to Jockgrim . Retrieved January 27, 2014 . 
49. ↑ Site plan of the planned stop in Kaiserslautern-Hohenecken
50. ↑ FOCUS Online: City of Kaiserslautern: Inauguration of the new Hohenecken train stop . In: FOCUS Online . ( focus.de [accessed on June 22, 2017]).
51. ↑ kbaystb.de: The Stations of the Royal Bavarian State Railways - linksrheinisch (Bavarian Palatinate) - Kaiserslautern central station to Lustadt. . Retrieved January 27, 2014 . 
52. ↑ denkmallisten.gdke-rlp.de: Informational directory of cultural monuments - Kaiserslautern district . (PDF; 1.4 MB) Retrieved October 9, 2013 . 
53. ^ Fritz Engbarth: 100 years of the Kaiserslautern-Pirmasens railway connection . 2013, p. 52 .
54. ↑ stellwerke.de: list German interlockings - Entries XZ . Retrieved December 12, 2013 . 
55. ↑ stellwerke.de: list German interlockings - abbreviations . Retrieved December 16, 2013 . 
56. ↑ kbaystb.de: The Stations of the Royal Bavarian State Railways - linksrheinisch (Bavarian Palatinate) - Pirmasens to Steinwenden: . Retrieved January 27, 2014 . 
57. ↑ pirmasenser-zeitung.de: 2014: Three renovation projects at railway stations planned - start of construction planned in Steinalben, Thaleischweiler-Fröschen and Pirmasens-Nord . (No longer available online.) Archived from the original on October 6, 2014 ; accessed on January 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.  
58. ↑ vrn.de: Heilmann - Current Developments of the Rhineland-Palatinate Clock - VRN . Retrieved August 8, 2017 . 
59. ↑ stellwerke.de: list German interlockings - items W-We . Retrieved January 27, 2014 . 
60. ↑ stellwerke.de: list German interlockings - abbreviations . Retrieved January 24, 2014 . 
61. ↑ kbaystb.de: The railway stations of the Royal Bavarian State Railways - left bank of the Rhine (Bavarian Palatinate) - Albersweil.-St. Johann to Burgalben: . Retrieved January 27, 2014 . 
62. ↑ spdnet.sozi.info: Our most important goals . (PDF) (No longer available online.) Formerly in the original ; accessed on January 27, 2014 .  ( Page no longer available , search in web archives )  
63. ^ ^{A b} Fritz Engbarth: 100 years of the Pirmasens – Kaiserslautern railway connection . 2013, p. 15 .
64. ↑ bahnstatistik.de: Royal Direction Saarbrücken railways - Timeline: erections - names - resolutions . Retrieved January 27, 2014 . 
65. ^ Fritz Engbarth: 100 years of the Pirmasens – Kaiserslautern railway connection . 2013, p. 29 .
66. ↑ Hurricane Joachim uproots trees. December 16, 2011, accessed August 2, 2019 .