Palatinate Northern Railway
The Palatinate Northern Railway , often called Dürkheimer Bahn , is a non-electrified single-track main railway that runs from Neustadt an der Weinstraße to Monsheim . It was opened in three stages from 1865 to 1873. With the Bad Dürkheim train station , the line has one of the few terminal stations in the Palatinate . Passenger traffic on the Grünstadt –Monsheim section was discontinued in 1984, but reactivated in 1995. Passenger traffic on the Palatinate Northern Railway is recorded by Deutsche Bahn under the timetable number 667. Within the Rhein-Neckar transport association , the line is called R 45 .
The name Pfälzische Nordbahn comes from the company of the Pfälzische Nordbahnen , which operated from 1870 to 1909. However, it was not their main line, this was the Alsenz Valley Railway Hochspeyer - Bad Münster. The main importance of the route is that it connects the small towns of Deidesheim , Wachenheim an der Weinstrasse , Bad Dürkheim , Freinsheim and Grünstadt with the railway network.
history
Planning, construction and opening of the Neustadt – Bad Dürkheim section (1860–1870)
In the course of the planning of the Palatinate Ludwig Railway, the city of Dürkheim campaigned for a route in its area. However, this failed because of the steep slope of the Frankensteiner Steige , which should have been overcome. On November 26, 1856, a Dürkheim cooperative signed a contract with the Bavarian building attendant Ludwig Fries for a railway from Neustadt via Dürkheim to Frankenthal, although the government of the Palatinate refused to do so . The Bavarian government finally approved this project. A year later a corresponding memorandum was published in Ludwigshafen .
In 1860 a local committee also sought such a route. Above all, the factories based in Dürkheim should benefit from a railway line. Although the route would have meant parallel traffic to the Ludwigshafen - Bexbach and the Mainz - Ludwigshafen railway , the initiators were optimistic that it would be preferred because of its greater scenic charm.
However, a corresponding petition did not meet with any response, as difficulties with the Palatinate Ludwig Railway Company were feared. For this reason, an agreement was reached on January 25, 1862 that only a local railway should be built between Neustadt and Bad Dürkheim. After the concession had been granted on August 22nd of that year, the Neustadt-Dürkheimer Eisenbahn-Gesellschaft was founded two months later and was to operate the line. However, construction was delayed because there was no consensus on the location of the Wachenheim train station. In addition, it was unclear whether the municipality of Ruppertsberg should be bypassed to the west or east. In addition, the hilly terrain proved to be a hindrance to the construction of the route. In addition, several winegrowers from Königsbach opposed a cession of their land.
The Neustadt - Dürkheim section, which is 13.9 kilometers long, was opened on May 6, 1865. On January 1, 1870, the line, which had to struggle with financial problems in its first years of operation, became the property of the Palatinate Northern Railways company founded in 1866 , which gave the line its name; the Neustadt-Dürkheimer railway company dissolved at the same time. At the same time, the Northern Railway Company, together with the Palatinate Ludwig Railway Society and the Palatinate Maximilians Railway Society , became part of the Palatinate Railways operating group while maintaining their independence .
Further development (1873–1908)
As early as 1863, Bavaria and Hesse were negotiating the extension of the route to Monsheim. The construction of the 24.5-kilometer section turned out to be very complex due to the hilly terrain. Six valleys had to be overcome, 80 engineering structures had to be erected and a total of 672,200 cubic meters of earth had to be removed. The construction of the line was delayed in 1872 due to a machine failure at the company responsible for the construction. In the following year, boggy soil caused a dam slide after being driven on by construction trains. The parishes of Großbockenheim and Kleinbockenheim sent their pastor Joseph Max von Vallade twice as a deputy to Munich in 1868 and 1869 , in order to ensure the rapid construction of the railway line through his influence.
On March 20, 1873, the section to Grünstadt was opened from Monsheim in Rhine-Hesse. On July 20th of that year the gap between Bad Dürkheim and Grünstadt was closed. It was decided not to move the Bad Dürkheim station, which had been the end of the line for eight years; instead it acted as a terminus from 1873. The Northern Railway Company was responsible from Neustadt to the state border between the Bockenheim-Kindenheim and Hohen-Sülzen stations, the remainder of the route fell under the responsibility of the Hessian Ludwigsbahn . During the first half of the 1870s, the Königsbach (Pfalz) train station was put into operation between Mussbach-Gimmeldingen and Deidesheim-Forst .
In 1897, the short section of the Hohensülzen – Monsheim line in Hesse was nationalized and was henceforth part of the Prussian-Hessian Railway Community . Although the line was partly double-tracked, it remained single-track. Although it formed part of the shortest connection between the Haardt and the Middle Rhine , it did not meet the expectations of becoming a link on a long-distance main road from Rheinhessen to Basel. On January 1, 1909, the Bavarian section Neustadt - Bockenheim - Kindenheim, like all routes within the Palatinate, became the property of the Royal Bavarian State Railways and was taken over by the Neustadt a. Hardt managed.
World wars and interwar period
At the end of 1912, the Neustadt Tourist Office and the Bad Dürkheim Tourist Office spoke out in favor of a double-track expansion of the Neustadt - Grünstadt section in order to improve the performance of the line and set it up for long-distance traffic. However, the outbreak of World War I two years later thwarted these plans.
In the Rheinhessen section of the line belonging to the Mainz Railway Directorate between Monsheim and Hohensülzen, new “double light pre-signals ” were put into operation on February 10, 1914 “when darkness fell” , which corresponded to the form signal model that is still in use today .
After the First World War, the line became the property of the Deutsche Reichsbahn . In 1922, the Palatinate section of the line was incorporated into the newly founded Reichsbahndirektion Ludwigshafen with the responsible operations office (RBA) Neustadt. The Hessian part came to the Mainz directorate and the Worms railway operations office. After the Ludwigshafen management was dissolved in 1937, the Mainz management was henceforth responsible for the entire route.
For military reasons, in the middle of the Second World War, a connecting curve was built from the Eistalbahn branching off in Grünstadt in the direction of Albsheim, but it was never used as planned. It was dismantled again after the end of the war.
Post-war period and German Federal Railroad
After the Second World War, the line came under the control of the Association of Southwest German Railways (SWDE), which was transferred to the newly founded Deutsche Bundesbahn (DB) in 1949 . The latter incorporated it into the Mainz Federal Railway Directorate. As early as the 1950s, due to a lack of money, there were considerations to shift some of the traffic that ran on the northern line to the street. On March 12, 1964, the 1.6-kilometer section from Neustadt main station to the junction shared by the northern line with the Mannheim – Saarbrücken line was fully electrified. Several train stations, including Kirchheim / Weinstrasse and Wachenheim, were dismantled as stops. The little used Königsbach train station was abandoned.
In the course of the gradual dissolution of the Mainz head office in 1971, the Neustadt - Bockenheim - Kindenheim section moved to the Karlsruhe head office with effect from June 1, while the Frankfurt authorities were responsible for the remainder of the route from April 30, 1972. The new Neustadt-Böbig stop was set up in 1974 in the eastern area of Neustadt main station in the district of Neustadt , at which initially only trains of the northern line stopped. This measure was aimed at shifting school traffic, which at that time was preferably carried out by bus, to rail.
Passenger traffic on the Grünstadt - Monsheim section was discontinued on June 3, 1984; from then on only commodity trains ran there. In 1989 the Rhein-Neckar transport association (VRN) was founded, into which the route was integrated. At the end of the 1980s, the DB considered shutting down the Bad Dürkheim – Freinsheim section, but this was not realized when the Bad Dürkheim-Trift stop went into operation in 1989. In 1990 the line was integrated into the area of the Rhein-Neckar transport association (VRN). In 1991, the speed limit on the Neustadt - Bad Dürkheim section was increased from 80 to 100 kilometers per hour. In the same year, a parallel railway hiking trail was opened there.
Deutsche Bahn
With the rail reform , the line became the property of Deutsche Bahn on January 1, 1994 . On May 28, 1995, in the course of the Rhineland-Palatinate cycle introduced in the previous year, the reactivation between Grünstadt and Monsheim followed after test drives had been well used. By 2005, most of the railway stations within the Bad Dürkheim district had been modernized.
Route
The entire length of the northern railway runs mainly past vineyards and opens up the far eastern edge of the Palatinate Forest to Bockenheim . Starting at Neustadt main station, it crosses federal highway 39 in the station area , runs parallel to the Mannheim - Saarbrücken railway line to the Neustadt-Böbig stop and then turns left towards the north. A short time later, it bridged Bundesstraße 38 and crosses the German Wine Route , which runs parallel to the route. Shortly before the Neustadt district of Mußbach, it crosses the stream of the same name . Then she passes the small towns of Deidesheim and Wachenheim. In this area it crosses the Stechgraben , the Wachenheimer Bach and the Schwabenbach . It then reaches the terminal station in Bad Dürkheim.
It crosses the Bad Dürkheim – Ludwigshafen-Oggersheim railway and a short time later passes the Bad Dürkheim-Trift stop, the Almensee and the Bad Dürkheim airfield . In Freinsheim she meets the route from Frankenthal . This is followed by several elongated S-curves in which you pass the local communities Herxheim am Berg , Dackenheim and Kirchheim an der Weinstrasse . A few kilometers north, shortly before reaching the Grünstadt railway junction, the Grünstadt - Altleiningen railway line, which has been completely closed since 2005, joins . Behind the Grünstadt train station, the Eistalbahn branches off to Ramsen and Eiswoog, and shortly before Albsheim, the largely disused Worms - Grünstadt railway to Neuoffstein . Bockenheim is the northern end point of the German Wine Route and the last place within the Palatinate. About four and a half kilometers to the north is the end point of Monsheim on the Worms - Bingen Stadt railway line , already in Rheinhessen .
As far as the abandoned Königsbach train station, the route runs within the urban district of Neustadt an der Weinstraße, from Deidesheim to the Bockenheim-Kindenheim train station it crosses the Bad Dürkheim district , the rest is in the Alzey-Worms district .
The starting point for the kilometers is the Neustadt (Weinstrasse) -Böbig stop; the section to the west of it only uses the Mannheim - Saarbrücken railway .
business
passenger traffic
First decades
The timetable from 1871 shows one pure passenger and five mixed trains in each direction . A trip between Neustadt and Dürkheim took three quarters of an hour. After the continuous opening of the railway line in 1873, passenger trains often ran beyond Monsheim to Marnheim on the Langmeil - Monsheim railway line for several decades . In 1874 there were four pairs of trains between Neustadt and Monsheim. There was also a train that ran from Neustadt to Grünstadt from May 15 to October 15 and ended in Dürkheim the rest of the time. At the end of the 1890s, four trains ran on the Neustadt - Monsheim route and three exclusively between Neustadt and Dürkheim.
During the First World War and the immediate post-war period, the supply of trains was significantly reduced; In 1914, twelve trains ran from Neustadt on weekdays in the direction of Bad Dürkheim, whereas in 1919 there were only five. In 1924 trains operated on the Neustadt - Monsheim - Kaiserslautern and Neustadt - Monsheim - Marnheim - Kirchheimbolanden routes . The 1944 timetable contained trains on the Neustadt - Bad Dürkheim, Neustadt - Grünstadt, Freinsheim - Grünstadt and Neustadt - Monsheim routes. There were also trains to Frankenthal between Grünstadt and Freinsheim. A trip between Neustadt and Monsheim took around one and a half hours.
After the Second World War
In 1948, six trains ran both on weekdays and on weekends. In the 1960s, excursion trains ran on Sundays and public holidays from Ludwigshafen to Ramsen on the Eistalbahn and to Altleiningen on the Freinsheim - Grünstadt section ; In addition, there was an express train railcar from Mainz , which ran on the route to Neustadt. Until the 1970s, there was a train connection on the Ludwigshafen - Frankenthal - Marnheim route, mainly serving workers, along the Freinsheim - Monsheim section. In 1975 passenger traffic ended on Sundays and public holidays. Due to the relocation of traffic flows in the direction of Ludwigshafen and Frankenthal in the northern section, the line no longer formed an operational unit at that time; the section Neustadt - Freinsheim the course book route (KBS) 666; the one north of Freinsheim together with the line to Frankenthal the KBS 667. In the early 1980s, school trains ran on the Neustadt - Bad Dürkheim route. In 1991, passenger transport between Neustadt and Bad Dürkheim was reactivated on Sundays and public holidays, and the route to Grünstadt followed a year later.
Operationally, the northern line is now divided into the sections Monsheim - Grünstadt, Grünstadt - Freinsheim and Freinsheim - Neustadt an der Weinstrasse, which are mostly served separately. Between Monsheim and Grünstadt there is a pair of trains every hour and between Grünstadt and Neustadt every 30 minutes. At the full hour it is possible to drive from Grünstadt to Neustadt, at half an hour you have to change in Freinsheim. Continuous trains from Neustadt to Monsheim only run on the outskirts of the day. The Freinsheim – Grünstadt section is also part of the route book route 666. In addition to this section, this consists of the Freinsheim - Frankenthal railway line and the Grünstadt - Ramsen (- Eiswoog) railway. This connection over three different historical railway lines was mainly due to scheduling reasons.
On Sundays and public holidays, the so-called Elsass Express runs from Mainz to Wissembourg. Stops on the way along the Nordbahn are Monsheim, Bockenheim-Kindenheim, Grünstadt, Freinsheim, Bad Dürkheim, Deidesheim and Neustadt Hbf. In addition to Bad Dürkheim, he has to “turn his head” in Neustadt on the Weinstrasse in order to then continue on the Neustadt - Wissembourg railway line .
Freight transport
In the first few years of operation there were no pure freight trains. The timetable from 1871 shows five mixed trains per day in each direction . Mainly agricultural products were transported on the railway line. It was of great importance for the harvest of sugar beet , especially the Grünstadt train station , especially since the Südzucker Offstein plant is located in the immediate vicinity of the line on the neighboring Worms - Grünstadt railway line . Longer beet trains that ran in the direction of Grünstadt often had to be pushed by an additional locomotive on the incline north of Freinsheim . Deidesheim station had manure loading areas. On Pechsteinkopf was Basalt won, who was promoted from Deidesheim means of a cable car to the station. The loading of wine barrels was very important in Bad Dürkheim. The goods handling facility there was closed in 1975.
At the beginning of the 20th century, freight trains were used on the Neustadt - Monsheim route. On May 30, 1976, stations outside of railway hubs were closed as independent goods tariff points, which - with the exception of Neustadt main station, Grünstadt and Monsheim - affected all on-the-go stations. Accordingly, transfer trains have mainly operated since then ; the stations along the Freinsheim - Bockenheim - Kindenheim section acted as Grünstadt satellites, while the Mußbach, Deidesheim, Wachenheim (Palatinate) and Bad Dürkheim stations formed those of the Neustadt main station. Hohen-Sülzen was assigned to Monsheim. In addition, the northern runway was used by trains that exceeded the loading gauge . Freight traffic has declined sharply since the early 1990s after DB abandoned the rail transport of sugar beet . At the beginning of July 2009, however, the Südzucker plant in Offstein was regularly serviced again , which brought some freight traffic to the Palatinate Northern Railway - at least in the Monsheim – Grünstadt section.
Vehicle use
For decades, the nearby Neustadt workshop was primarily responsible for vehicle use . In the first few years after the line was opened, the Crampton locomotives with numbers 26 to 63, which were housed there, used the route. At the beginning of the 20th century, locomotives of the class P 2.II were used in passenger traffic, while the G 2.I and G 2.II were responsible for freight traffic and were also used for shunting in Grünstadt. From 1900, multiple units of the types MC and MBCC were also used between Neustadt and Dürkheim . In the station Green city a branch of the Neustadter depot was located. This had its own shunting locomotives of the 56.20 and 91.3 series .
After the Second World War, Uerdingen rail buses from Landau and railcars of the DB class ETA 150 from Worms were increasingly used on the route . After the gradual closure of the Neustadt depot, the locomotives came mainly from Kaiserslautern and Ludwigshafen . The Bad Durkheim Station decreed to 1975 for shunting a small locomotive performance Group 1 . In the same year, the operation with steam locomotives ended, the class 50 was last used for freight transport . In the 1980s, locomotives of the class 211 were sometimes used for passenger transport. In 1987 diesel multiple units of the 628 series took over passenger transport. Freight traffic was carried out at the same time, among other things, with diesel locomotives of the 218 series . With the timetable change in December 2015, new Alstom Coradia LINT vehicles replaced the 628 series. Lint diesel railcars from Vlexx are used for the Elsass-Express .
Operating points
Neustadt (Weinstrasse) Central Station
From 1847 the station, which was called Neustadt an der Haardt in the first decades of its existence, was initially the terminus of the eastern Ludwigsbahn section, which later became today's Mannheim - Saarbrücken line . With the opening of the Maximiliansbahn it became the third railway junction within the Palatinate after Schifferstadt (1847) and Ludwigshafen (1853) . Later, the Palatinate Northern Railway was added, which initially ended in Bad Dürkheim and has led to Monsheim since 1873 . For them, the railway facilities had to be expanded, which the original station building fell victim to. From March 12, 1964, the station was also electrified. In 2003, the station was modernized as part of the integration into the RheinNeckar S-Bahn network . Its reception building is a listed building . The trains of the northern line mostly enter platform 1a.
Neustadt (Weinstrasse) Böbig
The breakpoint is located in the northeast of the core town of Neustadt an der Weinstrasse and mainly serves the Böbig school center, which gives it its name. It functions as part of the Neustadt main station. The line to Mannheim and the Northern Railway branches off at it. The first plans for its construction already existed in 1965. Its commissioning took place in 1974; The driving force at the time was the teacher at the time and later VRN functionary Werner Schreiner to shift some of the school traffic that was previously handled by bus onto the rails. In the first two decades of its existence, only the trains of the Northern Railway stopped there.
Mustbach
The station was originally called Mussbach-Gimmeldingen. It is located in the northwest of Mußbach , to the west of it Gimmeldingen extends . Both places have been part of Neustadt an der Weinstrasse since 1969 . Sometimes features cross in it.
Königsbach (Palatinate)
This station was about two kilometers away from the settlement area of Königsbach an der Weinstrasse . It was opened during the first half of the 1870s. In 1875, 3,643 people left him and 3,037 arrived at him. From the end of the 1880s, a meter-gauge, 1.3-kilometer freight line branched off from the station to a nearby quarry on the edge of the Palatinate Forest. However, this was only used to transport stones. It was shut down and dismantled around 1913. Due to its remote location and the resulting increasingly falling demand, it has since been abandoned.
Deidesheim
The train station is located northeast of the city center. Train crossings are possible for him. The former station building is no longer important for rail operations. In addition, it once owned a standardized mechanical signal box that was taken out of service on July 25, 2004.
Wachenheim (Palatinate)
The breakpoint and former train station is located on the south-eastern outskirts of the city and was originally called Wachenheim-Forst, as it also served the neighboring community of Forst on the Weinstrasse . His station building has meanwhile been demolished.
Bad Dürkheim
The train station is located in the city center of Bad Dürkheim. From 1865 to 1873 it was a terminus, with the continuous extension it became a terminus. Since the new Ludwigshafen main station opened in 1969, it has been the only one of its kind within the Palatinate . Originally it was called Dürkheim; after the city was given the title bath , it received its current name. Since 1913, it has also been the western terminus of the narrow-gauge Rhein-Haardtbahn , whose turning loop is on the station forecourt.
The Faller company delivers an H0 model for model railways of the station building, which is a listed building .
Bad Dürkheim-Trift
The breakpoint is located on the eastern edge of the Bad Dürkheim district of Trift and was planned back in 1987. Commissioning took place on March 6, 1989. It mainly serves the nearby school center, which consists of the Werner-Heisenberg-Gymnasium , the Carl-Orff-Realschule Plus and the Salierschule.
Erpolzheim
The former train station and today's breakpoint is located on the western outskirts of Erpolzheim . Its former station building is a listed building.
Freinsheim
The station is located on the southwestern outskirts of the city of Freinsheim . Its former station building is a listed building.
Herxheim am Berg
The breakpoint is located around one kilometer south-east of the municipality of Herxheim am Berg and was only established after the Second World War.
Kirchheim (Weinstrasse)
The breakpoint is located in the center of Kirchheim an der Weinstrasse and used to be a train station as well. Originally its name was Kirchheim ad Eck. Its former station building is a listed building.
Grünstadt
The train station is in the center of Grünstadt . Its former station building is a listed building. Due to the opening of the Eistalbahn in 1876, the linking of the Worms - Offstein line in 1900 and the branch line to Altleiningen in 1903, it developed into an important railway junction. Accordingly, he once owned extensive track systems. Due to the shutdown of passenger traffic after the Second World War (route to Altleiningen 1967, route to Worms 1968, Eistalbahn 1976 and northern section to Monsheim 1984) it was only connected from the south until 1994.
Albsheim (ice cream)
The former train station and today's breakpoint is located on the western outskirts of Albsheim an der Eis . Its former station building is a listed building.
Bockenheim Children's Home
The former train station and today's Bockenheim-Kindenheim stop is located on the northeastern edge of Bockenheim on the Weinstrasse ; Kindenheim is about two kilometers away in the northwest.
Hohensülzen
The former train station and today's breakpoint is located on the north-western edge of the settlement of Hohen-Sülzen . Because of the application of the Prussian spelling rules of 1910 on the railways in the then Grand Duchy of Hesse , the name of the station, in contrast to that of the municipality, is written without a hyphen.
Monsheim
The train station is in the center of Monsheim . It was opened in 1864 as the end point of the railway line coming from Worms . In 1867 it was extended to Alzey and in 1871 to Bingen. In 1872 and 1873 the line to Langmeil followed and in 1873 the connection of the northern line, which had previously ended in Dürkheim, was the last line to be connected to the station. The former station building is a listed building. However, it no longer plays a role in rail operations. During the second half of the 1990s, it was converted into an environmental station as part of a nationwide project.
literature
- Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2008 ( zspnv-sued.de [PDF; 4.1 MB ; accessed on July 7, 2013]).
- Klaus D. Holzborn : Railway areas Palatinate . transpress, Berlin 1993, ISBN 3-344-70790-6 , pp. 95-100 .
- Wolfgang Fiegenbaum, Wolfgang Klee: Farewell to the rails. Disused railway lines from 1980-1990 . Transpress Verlag, Stuttgart 1997, ISBN 3-613-71073-0 , p. 214-216 .
- Wolfgang Fiegenbaum, Wolfgang Klee: Return to Rail - Reactivated and New Lines in Passenger Traffic 1980–2001 . transpress, Berlin 2002, ISBN 3-613-71185-0 .
- 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 .
- Andreas M. Räntzsch: The railways in the Palatinate . Wolfgang Bleiweis, Schweinfurt 1997, ISBN 3-928786-61-X .
- Verkehrsverbund Rhein-Neckar (Ed.): … On the same line. Railway history in the Rhine-Neckar triangle . pro MESSAGE, Ludwigshafen am Rhein 2004, ISBN 3-934845-17-7 .
- Werner Schreiner : Paul Camille von Denis . European transport pioneer and builder of the Palatinate railways. pro MESSAGE, Ludwigshafen am Rhein 2010, ISBN 978-3-934845-49-7 .
Individual evidence
- ↑ a b Wolfgang Fiegenbaum, Wolfgang Klee: Return to the rail - reactivated and new routes in passenger traffic 1980-2001 . 2002, p. 140 .
- ↑ Werner Schreiner: Paul Camille von Denis. European transport pioneer and builder of the Palatinate railways . 2010, p. 104 f .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 169 .
- ↑ Werner Schreiner: Paul Camille von Denis. European transport pioneer and builder of the Palatinate railways . 2010, p. 105 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 169 f .
- ↑ Andreas Räntzsch: The railway in the Palatinate. Documentation of their creation and development . 1997, p. 6 .
- ^ A b Wolfgang Fiegenbaum, Wolfgang Klee: Farewell to the rail. Disused railway lines from 1980-1990 . 1997, p. 216 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 204 f .
- ^ Biographical memorial page on Pastor Joseph Max von Vallade. In: bockenheim-historie.de. Retrieved May 15, 2015 .
- ^ A b Heinz Sturm: The Palatinate Railways . 2005, p. 205 .
- ↑ a b Werner Schreiner: Paul Camille von Denis. European transport pioneer and builder of the Palatinate railways . 2010, p. 116 .
- ↑ Wolfgang Fiegenbaum, Wolfgang Klee: Farewell to the rail. Disused railway lines from 1980–1990 . 1997, p. 215 f .
- ↑ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2007, p. 9 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 266 f .
- ↑ Werner Schreiner: Paul Camille von Denis. European transport pioneer and builder of the Palatinate railways . 2010, p. 121 .
- ↑ Eisenbahndirektion Mainz (Ed.): Official Journal of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz of January 24, 1914, No. 5. Announcement No. 50, p. 33.
- ↑ 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 .
- ↑ The history of the Eistalbahn Grünstadt - Enkenbach. In: schrankenposten.de. Retrieved July 7, 2013 .
- ↑ Werner Schreiner: Paul Camille von Denis. European transport pioneer and builder of the Palatinate railways . 2010, p. 138 .
- ↑ Andreas Räntzsch: The railway in the Palatinate. Documentation of their creation and development . 1997, p. 16 .
- ↑ Werner Schreiner: Paul Camille von Denis. European transport pioneer and builder of the Palatinate railways . 2010, p. 149 .
- ↑ Timeline: Establishments - Designations - Dissolutions. In: bahnstatistik.de. Railway Directorate Mainz, accessed on May 15, 2015 .
- ↑ a b c Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2007, p. 61 ( zspnv-sued.de [PDF; 6.2 MB ; accessed on May 15, 2015]). zspnv-sued.de ( Memento from December 13, 2015 in the Internet Archive )
- ↑ 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 May 16, 2015 .
- ↑ Werner Schreiner: Paul Camille von Denis. European transport pioneer and builder of the Palatinate railways . 2010, p. 155 .
- ↑ hinundweg - the customer magazine of the Rhein-Neckar transport association. (PDF) vrn.de, archived from the original on May 29, 2012 ; Retrieved April 14, 2014 .
- ↑ a b Werner Schreiner: Paul Camille von Denis. European transport pioneer and builder of the Palatinate railways . 2010, p. 156 .
- ^ A b c Klaus Detlef Holzborn: Railway Reviere Pfalz . 1993, p. 95 .
- ↑ Werner Schreiner: Paul Camille von Denis. European transport pioneer and builder of the Palatinate railways . 2010, p. 158 .
- ↑ Railway Atlas Germany . Schweers + Wall, Eupen 2002, ISBN 3-89494-133-2 , pp. 83 .
- ↑ a b Palatinate Railways: Train regulations. Service book for the staff. Summer service starting July 15, 1871. 1871, p. 150 ff .
- ^ A b Albert Mühl: The Pfalzbahn . 1982, p. 141 .
- ↑ Werner Schreiner: Paul Camille von Denis. European transport pioneer and builder of the Palatinate railways . 2010, p. 117 .
- ↑ Werner Schreiner: Paul Camille von Denis. European transport pioneer and builder of the Palatinate railways . 2010, p. 119 .
- ↑ Werner Schreiner: Paul Camille von Denis. European transport pioneer and builder of the Palatinate railways . 2010, p. 122 .
- ↑ a b Gallery Pfrim Valley Railway Monsheim - Langmeil. In: schrankenposten.de. Retrieved April 20, 2020 .
- ↑ 272d Monsheim - Grünstadt - Freinsheim - Bad Dürkheim - Neustadt (Wine Route). In: pkjs.de. Retrieved May 16, 2015 .
- ↑ Werner Schreiner: Paul Camille von Denis. European transport pioneer and builder of the Palatinate railways . 2010, p. 137 .
- ^ Klaus Detlef Holzborn: Railway Reviere Pfalz . 1993, p. 57 .
- ^ A b Klaus Detlef Holzborn: Railway Reviere Pfalz . 1993, p. 95 ff .
- ↑ 667 Neustadt - Bad Dürkheim - Grünstadt - Monsheim - Palatinate Northern Railway. (No longer available online.) In: Deutsche Bahn course book. Formerly in the original ; Retrieved July 7, 2013 . ( Page no longer available , search in web archives )
- ^ A b Klaus Detlef Holzborn: Railway Reviere Pfalz . 1993, p. 95 f .
- ↑ Verkehrsverbund Rhein-Neckar (Ed.): … In one line. Railway history in the Rhine-Neckar triangle . 2004, p. 32 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 98 .
- ↑ Andreas Räntzsch: The railway in the Palatinate. Documentation of their creation and development . 1997, p. 14 .
- ↑ 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. 108 .
- ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 103 .
- ^ Albert Mühl: The Pfalzbahn . 1982, p. 154 .
- ^ Albert Mühl: The Pfalzbahn . 1982, p. 140 f .
- ↑ Werner Schreiner: Paul Camille von Denis. European transport pioneer and builder of the Palatinate railways . 2010, p. 145 .
- ↑ Chronicle of the Worms depot - The Worms railway depot. (No longer available online.) In: gdl-worms.de. Archived from the original on October 12, 2014 ; accessed on May 16, 2015 .
- ↑ Andreas Räntzsch: The railway in the Palatinate. Documentation of their creation and development . 1997, p. 98 f .
- ↑ Verkehrsverbund Rhein-Neckar (Ed.): … In one line. Railway history in the Rhine-Neckar triangle . 2004, p. 71 .
- ↑ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2007, p. 23 f .
- ↑ Informational directory of cultural monuments - district-free town of Neustadt an der Weinstrasse. (PDF; 1.4 MB) In: denkmallisten.gdke-rlp.de. Retrieved July 7, 2013 .
- ↑ Werner Schreiner: Paul Camille von Denis. European transport pioneer and builder of the Palatinate railways . 2010, p. 139 .
- ↑ a b Werner Schreiner: Paul Camille von Denis. European transport pioneer and builder of the Palatinate railways . 2010, p. 152 .
- ↑ a b c Andreas Räntzsch: The railway in the Palatinate. Documentation of their creation and development . 1997, p. 21 .
- ↑ Königsbach quarry locomotive. (No longer available online.) In: vergessene-bahnen-der-pfalz.de. Archived from the original on February 25, 2015 ; Retrieved July 7, 2013 .
- ↑ List of German signal boxes - entries D – Thu. In: stellwerke.de. Retrieved October 1, 2015 .
- ^ List of German signal boxes - Abbreviations. In: stellwerke.de. Retrieved October 1, 2015 .
- ↑ Werner Schreiner: Paul Camille von Denis. European transport pioneer and builder of the Palatinate railways . 2010, p. 153 .
- ↑ a b c d e f Informational directory of cultural monuments - Bad Dürkheim district. (PDF; 1.6 MB) In: denkmallisten.gdke-rlp.de. Retrieved July 7, 2013 .
- ^ Faller H0 Bad Dürkheim train station 110109. In: guenstiger.de. Retrieved July 7, 2013 .
- ↑ Werner Schreiner: Paul Camille von Denis. European transport pioneer and builder of the Palatinate railways . 2010, p. 154 f .
- ↑ Informational directory of cultural monuments - Alzey-Worms district. (PDF; 1.6 MB) In: denkmallisten.gdke-rlp.de. Retrieved July 7, 2013 .
- ^ Monsheim "Umweltbahnhof" (Rhineland-Palatinate). In: werkstatt-stadt.de. Retrieved July 7, 2013 .
