Ice Valley Railway

Grünstadt – Enkenbach
Route number :	3420 (Grünstadt – Enkenbach)
Course book section (DB) :	666 (1974: 667; 1943: 272a; earlier: 274h)
Route length:	26.28 km
Gauge :	1435 mm ( standard gauge )
Legend from Neustadt (Weinstr) Hbf from Altleiningen 0.000 Grünstadt to Worms Hbf to Monsheim 1.070 Green city north 1,950 Asselheim 4.010 Mertesheim 5.440 Ebertsheim Hp 1894-1987 to Hettenleidelheim Seltenbach 6.050 Ebertsheim Bundesstrasse 47 9.000 Eisenberg (Pfalz) platform east ( Bft ) 9.200 Eisenberg (Pfalz) platform west ( Bft ) 13.405 Ramsen (Palatinate) Bockbachtal Bridge (170 m) 17.200 Ramsen-Eiswoog (since 2001) Ice Valley Viaduct (250 m) 17.680 Eiswoog (1933–1976) Dreibrunnertal Viaduct (176 m) 19.300 Stamp head tunnel (483 m) 20.300 Stamp well 22.510 Alsenborn Alsenz Alsenz Valley Railway from Bad Münster Klosterbach Klosterbach 26.280 Enkenbach to Kaiserslautern to Hochspeyer Swell:

Starting point of the Eistalbahn: Grünstadt station

The Eistalbahn is a branch line in Rhineland-Palatinate that runs in the north of the Palatinate Forest . It leads from Grünstadt in a south-westerly direction through the Eisbach valley to Enkenbach . The Grünstadt – Eisenberg section was opened in 1876 by the Palatinate Northern Railways Company . The iron ore industry in and around Eisenberg made it very important in freight transport , while passenger transport played a rather subordinate role. The remaining section to Enkenbach did not follow until 1932 under the direction of the Deutsche Reichsbahn . After passenger traffic was discontinued in 1976, only strategic interest in the face of the Cold War prevented a complete shutdown. Freight traffic between Eisenberg and Enkenbach ended in 1988. In the period from 1994 to 2001, the route between Grünstadt and the Eiswoog was reactivated; the rest of the section remained closed. Freight traffic came to a complete standstill in 2001.

history

Prehistory (1838–1869)

As early as 1838, three years after the first German railway line from Nuremberg to Fürth was opened, the Kirchheim Land Commissioner participated in the purchase of shares for the planned first Palatinate railway line from the Rheinschanze to Bexbach . In particular, the industrial companies based in Eisenberg promised themselves economic advantages from this means of transport, although the closest train station on the line, which opened a decade later, was in Neustadt , more than 30 kilometers away . After further railway lines such as the Palatinate Maximiliansbahn Neustadt - Wissembourg and others had been opened in the Palatinate , which belonged to the Kingdom of Bavaria , the communities along the Eisbach valley felt themselves being sidelined in terms of traffic.

On August 7, 1864, the "Eistal Committee" was founded , which was headed by the Palatinate industrialist Carl von Gienanth . It tried to obtain a concession for a railway line that should branch off the Neustadt – Monsheim line in Grünstadt, which was opened between 1865 and 1873 , along the Eisbach Eisenberg and from there either to Dreisen or via Alsenborn to Enkenbach. A corresponding request was sent to the Bavarian Ministry of Commerce on November 14, 1865. The rejection followed just two weeks later.

Two years later the committee made a new request. It pointed to the high population of the Eisbach valley and the mineral resources in the form of sand , sticky sand , clay and limestone , which guarantees extensive freight traffic . It also failed because the Bavarian state, on the one hand, did not want to guarantee an interest rate and, on the other hand, pointed out that the construction of main lines had priority.

Planning, construction and opening of the Grünstadt – Eisenberg section

The plans were not finalized until the late 1860s. Since the construction of the railway between Grünstadt and Eisenberg was much easier to accomplish than on the rest of the route, the decision was made in 1869 to let the railway line end in Eisenberg for the time being. The next submission by the committee followed in 1872. On April 28, 1872, the Bavarian state parliament finally granted approval for the construction of a line from Grünstadt to Eisenberg. The Bavarian government also obtained an interest guarantee of 600,000 guilders. Concrete planning began on May 5th. Initially there was disagreement about the location of the planned train stations in Ebertsheim and Eisenberg. Hettenleidelheim and Wattenheim in particular were considering positioning the latter in such a way that the route could be extended beyond their territory at a later date. On January 30, 1874, the Bavarian government finally gave the green light for the construction of the route in the form of a concession. The detailed project was released on August 29th. The route should run on the southern slope of the valley, whereby a later continuation beyond Eisenberg was taken into account accordingly. The cost estimate came from the committee, but it turned out to be too small.

During the construction of the route, earth movements totaling 153,800 cubic meters had to be mastered. In addition, 56 bridges or culverts, one overpass and five underpasses were required. Due to the topographical conditions, the railway line had to be built high along the slope, which increased the cost of crossing side valleys. The 9.7 kilometer long railway line between Grünstadt and Eisenberg was opened on June 24, 1876. The operator was the company of the Palatinate Northern Railways , which was responsible for all Palatinate routes north of the Ludwigsbahn .

Memorandum from 1887

Bf. Eisenberg in 1890

The Eisenberg station was initially also for the community Hettenleidelheim responsible. However, since the transport of the clay there to Eisenberg was laborious, efforts were made to also get a rail connection. However, for topographical reasons it was not feasible from Eisenberg, which is why a branch line initially only serving goods traffic was built east of Ebertsheim , which was opened in 1894. On January 1, 1909, the route, together with the other companies belonging to the Palatinate Railways, became the property of the Bavarian State Railways . At this point in time, the line was under the management of the Neustadt a.Hardt Operations and Building Inspection . After the First World War , the line became the property of the Deutsche Reichsbahn . In 1922 it was incorporated into the newly founded Reichsbahndirektion Ludwigshafen .

Completion of the route to Enkenbach

The completion of the Eistalbahn to Enkenbach took several decades. The high level of cargo throughput and the fact that traffic to the Kaiserslautern region was only possible via detours using the Palatinate Ludwigsbahn or the Zellertalbahn meant that efforts to close the gap to Enkenbach continued. In addition, efforts were made to establish the shortest possible rail connection between Kaiserslautern and Worms along the entire Eisbach. A continuous connection between Worms and Kaiserslautern had already existed along the Pfrimm since 1873 , but the Eistalbahn and its planned extension to the west should create a significantly shorter connection between the two cities. In 1886 a “memorandum on the expansion of the Eistalbahn Worms – Grünstadt – Kaiserslautern, here the Offstein – Grünstadt – Eisenberg – Enkenbach section” was published.

In 1887 another memorandum appeared in which the importance of a Worms – Kaiserslautern – Metz main line was emphasized and the continuation of the route to the west was considered sensible. The Bavarian government rejected such plans, however, as they expected competition between them and thus a loss of income due to a large number of parallel routes. Heinrich Müller, who represented the city of Eisenberg in the Chamber of Deputies , also campaigned for the connection of the railway line towards Kaiserslautern during this time.

Ice Valley Viaduct along the Ramsen – Enkenbach section

After the concrete planning for the completion of the line had begun at the beginning of the 20th century , the outbreak of the First World War initially prevented further construction. Construction work did not begin until 1922, but was canceled a year later due to the occupation of the Palatinate by France . Because the affected region, especially Alsenborn , was in an economic crisis, the connection to Enkenbach was finally financed primarily by a special loan from the Reichsbahn. After the section between Eisenberg and Ramsen was opened for Sunday excursion traffic in the summer of 1931, the gap was closed on November 5, 1932.

Follow-up period and loss of importance (1932–1988)

The Ludwigshafen Railway Directorate was dissolved on April 1, 1937; from then on, the Mainz Railway Directorate was responsible for the entire route. At the end of the 1930s, during the construction of the western wall, traffic on the railway increased significantly. In the Second World War it also gained strategic importance . In 1944 the Eistal Viaduct was affected by bombing during the fighting, which brought through traffic to a standstill. In the same year was between Asselheim and Albsheim one on the Palatine Northern Railway for strategic reasons connecting curve constructed. Contrary to what had been planned half a century before, however, there was no direct connection to the Worms – Grünstadt railway line . This was never driven and dismantled again after the end of the war.

After the Second World War, the railway line came under the control of the Association of Southwest German Railways (SWDE) , which was incorporated into the newly founded Deutsche Bundesbahn (DB) in 1949 . Since August 31, 1945, as a result of the division of the occupation zones, the line had been completely within the Mainz Railway Directorate, the legal successor to the Mainz Railway Directorate, to which all railway lines in the newly founded state of Rhineland-Palatinate were now subordinate. In January 1949, the renovation of the Eistal viaduct was completed, so that through traffic between Grünstadt and Enkenbach could be resumed. With the cessation of passenger traffic on the neighboring branch line to Hettenleidelheim , the Ebertsheim train station, which opened in 1876, was reactivated for passenger transport, while the branch train station functioned exclusively as a depot from then on .

As early as the 1960s, the DB was pursuing plans to also discontinue public transport between Eisenberg and Enkenbach, as the trains were underutilized. This initially failed due to resistance from the Federal Ministry of Transport . In the course of the gradual dissolution of the Mainz head office, the route came under the jurisdiction of the Karlsruhe counterpart on June 1, 1971. In 1973, the DB applied for the suspension of passenger transport again, this time on the entire route. Although the communities concerned vehemently opposed a complete shutdown of passenger traffic, the Ministry of Transport finally gave the order to cease passenger traffic, which was implemented when the timetable changed on May 30, 1976. On Saturday, May 29, 1976, there was a farewell trip with decorated class 515 railcars . The route was still used for excursion traffic, for example it was used by an Eisenberg school for their annual outing. The total closure was initially prevented by grants from the Federal Ministry of Defense and NATO , which had a strategic interest in the entire route. Since the maintenance of the Eisenberg – Enkenbach section was very costly, the DB closed it on December 31, 1988.

Reactivations (since 1989)

In 1989, the Eistalbahn Association was founded to prevent the threatened dismantling of the line. For example, the Eistal Viaduct was supposed to be blown up, but this measure was successfully prevented. Nevertheless, on April 6, 1992, a special train ran between Grünstadt and Eisenberg. The reason for this was efforts by the state of Rhineland-Palatinate to reactivate passenger traffic on the route, although an expert opinion did not recommend this measure. As part of the rail reform , the line became the property of Deutsche Bahn on January 1, 1994 . In the same year the Rhineland-Palatinate clock was introduced. This envisaged both a better linking of railway lines and the reactivation of disused lines. On May 26 of the same year, the Grünstadt – Eisenberg section was reactivated as the first line in the Deutsche Bundesbahn network to be reactivated for passenger traffic. On the reactivated route between Grünstadt and Eisenberg, 82 percent more passengers were counted than with the previous bus service. The Grünstadt – Ebertsheim section (located in the Bad Dürkheim district) became part of the Rhein-Neckar transport association (VRN) founded in 1990 .

One year later, on May 28, 1995, the section from Eisenberg to Ramsen followed . A year later, the entire reactivated route section belonged to the VRN network area. From 2000, the Eisenberg – Ramsen section was also part of the West Palatinate Transport Association (WVV) before it was transferred to the VRN in 2006. On August 12, 2001, the section was extended to the new Eiswoog stop, which is located east of the Eisbachtal viaduct . However, the trains through to the Eiswoog only take place on Sundays and public holidays. In the same year the freight traffic, the importance of which had continued to decline, was stopped.

A profitability report was drawn up on reactivating the Eiswoog – Enkenbach section. Its reactivation failed mainly because of the expected high costs for the renovation of the Eisbachtal viaduct, the Dreibrunnertal viaduct and the Stempelkopf tunnel . In addition, the municipality of Enkenbach-Alsenborn wants to sell part of the railway line. Maintaining the route would also make it more difficult to build a planned bypass . Furthermore, the overpass over the Alsenz Valley Railway is to be demolished. The route is either to be converted into a cycle path or to be used for handcar traffic based on the model of the Glantalbahn and the Germersheim – Landau railway line .

business

passenger traffic

Historical

Because passenger transport played a rather subordinate role, combined passenger and freight trains often ran in the first few decades. The release of the branch line to Hettenleidelheim for passenger traffic in 1895 meant that several passenger trains that had previously been going to Eisenberg were led to Hettenleidelheim, which caused displeasure among the Eisenberg population. Connecting trains to Eisenberg were supposed to run in Ebertsheim, which the railway administration often did not comply with for cost reasons.

Excursion trains ran from Ludwigshafen to Ramsen on Sundays as early as 1931, although the section west of Eisenberg had not yet been officially opened. Some of the trains on the Eistalbahn were extended to Kaiserslautern after they were fully opened , and passenger and freight traffic were finally separated from each other. At the same time, the previously practiced operation of both Ebertsheim train stations in passenger traffic was given up again and the name affixes East and West deleted again. There were three or four pairs of trains between Grünstadt and Enkenbach; just as many trains also ran between Grünstadt and Hettenleidelheim, with the Grünstadt – Ebertsheim section showing increased passenger traffic. Until the Second World War, there was an excursion train on the Ludwigshafen – Enkenbach route.

In 1944 there were four through trains running in the direction of Grünstadt, and three in the opposite direction. Trains were added between Grünstadt and Ebertsheim, which then ran the route to Hettenleidelheim. After it was completely restarted in 1949, up to six pairs of trains ran over the route in the following years.

In the mid-1960s there were eight pairs of trains between Grünstadt and Enkenbach, which were not very busy, especially west of Eisenberg. At the same time, excursion trains from Ludwigshafen started on Sundays and public holidays in Ludwigshafen on the Grünstadt – Ramsen section, going over the line to Mainz , the Freinsheim – Frankenthal railway and the Palatinate Northern Railway . At the beginning of the 1970s, traffic was stopped on Sundays, and when the timetable changed in the summer of 1975, so was that on Saturdays.

Current

The route is recorded in the timetable under number 666 (Ramsen – Frankenthal). All trains start or end in Frankenthal . From Grünstadt to Freinsheim the journeys of the Palatinate Northern Railway follow and then travel on the Freinsheim – Frankenthal railway line. The Ramsen – Eiswoog section is only used on Sundays and public holidays. From Monday to Saturday, operations run from 6 a.m. to 9 p.m., on Sundays and public holidays it doesn't start until 7 a.m. Driving is mostly done every hour, but this is not strictly adhered to.

Freight transport

Timetable of the local freight train 1960

The freight had due to the forest wealth in the upper glacial valley and based in Eisenberg industrial enterprises of great importance and the clay deposits in the catchment area of the city for a long time. The Eisenberg station in particular had a high volume of traffic, which was accordingly reflected in the tracks.

At the beginning of the 20th century, three freight trains ran daily from Grünstadt to Eisenberg; one drove on the Ludwigshafen – Grünstadt – Eisenberg – Hettenleidelheim route, another exclusively between Grünstadt and Eisenberg, and a third also operated the Grünstadt – Altleiningen railway .

After the line was extended to Enkenbach in 1932, local freight trains ran from the Einsiedlerhof marshalling yard to the Eistal. The stations between Eisenberg and Enkenbach were primarily used for loading wood. After the temporary cessation of passenger traffic in 1976, however, it was downgraded more and more. Freight traffic fell sharply over the next ten years; among other things, Ebertsheim and Ramsen were closed as tariff points. From 1981 the regular freight traffic between Eisenberg and Enkenbach was given up; only military trains to the Kaiserslautern region that were in excess of the loading gauge were still running there. Military transport lost its importance after the end of the Cold War from the mid-1980s. After Eisenberg, handovers continued to take place via Grünstadt; Freight customers were Gienanth GmbH and Eisenberger Klebsandwerke . After Eisenberg was the last train station along the route that had goods traffic, it was completely stopped on October 1, 2001.

Vehicle use

Regional train with diesel multiple units of the DB class 628 in Ramsen (Pfalz) station

The fact that passenger transport initially played a relatively minor role on the route was also reflected in the rolling stock: the rather weak locomotives of the T 1 series ran until the beginning of the 20th century ; until 1912 only third-class passenger cars were driven. The Ludwigshafen workshop was responsible for this . With the connection of the line to Enkenbach, the series 64 , 75 and 77 steam locomotives from the Kaiserslautern depot took over passenger transport services, and after the Second World War, the series 50 and 86 took over  this task.

In the early days of freight transport, locomotives of the G 2 ^I and G 2 ^{II series} were used, which remained on the line until the beginning of the 20th century. At that time, T 1 was responsible for passenger traffic . Later, the class 50 in particular operated. Most recently, it was operated by class 290 and 360 diesel locomotives until it was discontinued .

From the mid-1950s until the decommissioning, mainly Uerdingen rail buses and accumulator railcars of the ETA 150 series were used, which had already displaced steam locomotives in 1960. After reactivation, the line was operated with class 628 diesel multiple units. Since December 13, 2015, only Alstom Coradia LINT 41 and Alstom Coradia LINT 54 diesel multiple units have been running on the route .

course

The Eistalbahn runs in the northern part of the Palatinate Forest. After leaving the Grünstadt train station , it circumnavigates the city in a large loop in order to reach the Grünstadt Nord stop immediately after separating from the Palatinate Northern Railway .

Stamp head tunnel between Eiswoog and Alsenborn

From Asselheim to Eiswoog, it follows the eponymous waters on a mountain slope in the Eistal, the Eisbach , which is popularly known as the ice . From Ramsen she enters the stump forest . On the disused Eiswoog – Enkenbach section, the topographical conditions of the stump forest, which is becoming increasingly hilly there, were significantly more difficult, so that two striking engineering structures were created there: the Stempelkopf tunnel and the Eistal viaduct . The latter is the longest railway bridge in the Palatinate . After the Alsenborn railway line has passed, there is a wide S-curve where it bridges the Kaiserslautern – Bingen Alsenz Valley Railway to merge into Enkenbach level.

The section from Grünstadt to Ebertsheim is located in the Bad Dürkheim district , from Eisenberg to the Eiswoog stop the route runs within the Donnersberg district ; the western part of the route passes the district of Kaiserslautern . With Grünstadt, Mertesheim , Ebertsheim , Eisenberg , Ramsen and Enkenbach-Alsenborn , a total of six municipalities are passed through.

Operating points

Grünstadt railway station

Grünstadt

→ Main article : Grünstadt train station

The Grünstadt train station is located in the center of Grünstadt . It was opened in 1873 with the commissioning of the Monsheim – Grünstadt northern section of the railway, and the gap to Dürkheim was closed in the same year. When the Eistalbahn went into operation three years later, it became a railway junction. The lines to Altleiningen and Worms, which have now been closed, were also added later. Its former reception building is also a listed building .

It was once of great importance. He had a branch of the Neustadt depot . This had its own shunting locomotives of the 56.20 and 91.3 series .

Green city north

The Grünstadt Nord stop is located on the northeastern edge of Grünstadt, not far from where the Eistalbahn branches off from the Nordbahn . It was only built in the course of the reactivation of the line for passenger traffic in the 1990s.

Asselheim

The breakpoint and former train station Asselheim is located on the southern outskirts of Asselheim . 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 no longer plays a role for rail traffic and is now used as a private home.

Mertesheim

The Mertesheim stop is located in the center of Mertesheim . It belongs to station category 6. His station building has meanwhile been demolished.

Ebertsheim stop

→ Main article : Ebertsheim train station, stopping point

After the branch line to Hettenleidelheim had been opened, the community of Ebertsheim received a branching station 600 meters further east of its previous station (see next paragraph) , which initially operated as Ebertsheim Halt and was located under an overpass. During the time of the Bavarian State Railways, the latter was run as station type 1, which meant that it was “stopping point or stop only for people, event. also luggage traffic ” . Its former station building is a listed building .

The commissioning of the branch line initially meant that only the branch station was served by passenger traffic. The distinction by name was changed some time later to Ebertsheim West and Ebertsheim East .

Ebertsheim

→ Main article : Ebertsheim train station

Today's stop and former train station Ebertsheim is located on the southern outskirts of Ebertsheim . In addition, he had a freight loading bay. After the branch line to Hettenleidelheim went into operation, the station was solely responsible for freight traffic . It was later reactivated for passenger traffic. Trains to Eisenberg only stopped at him, while those to Hettenleidelheim stopped at the branch station. After the Eistalbahn was tied through to Enkenbach, only the branch station was served. Only when the line to Hettenleidelheim was closed for passenger traffic was the old station reactivated for the same.

Eisenberg

→ Main article : Eisenberg railway station (Pfalz)

Eisenberg / Pfalz train station

Eisenberg (Pfalz) train station is located on the southern outskirts of Eisenberg . From 1876 to 1932 it was the line's terminus . In addition, he was always the most important along with it and thus its operational center. Its former reception building is also a listed building. Until he was discontinued in 2001, he also had a large volume in freight transport. In 2002, another crossing point for passenger trains was created in order to be able to introduce a condensed timetable. This makes it the only operating point along the route to have a crossing track. However, this is not required at the current hourly rate.

Ramsen

Bus shelter at Ramsen station

The breakpoint and former train station Ramsen (Pfalz) is located on the southern outskirts of Ramsen . In freight transport it owes its importance primarily to the transport of wood; the systems were designed accordingly. The former station building and the goods shed still exist today, although they are no longer of any importance for rail operations. Ticket sales in the train station were given up as early as 1960. In the course of the reactivation of the station for passenger traffic in 1995, the new platform was built east of the two said operational buildings. Ramsen is the end point for passenger trains on weekdays and Saturdays.

Eiswoog

The original Eiswoog stop was located immediately west of the Eistal Viaduct, not far from the lake of the same name . It was opened in 1933, one year after the Eisenberg – Enkenbach section went into operation. His bus shelter with a corrugated iron roof is still there today, as well as the edge of the platform and a sign pointing to him.

The stop, which opened in 2001, is to the east of the bridge. The trains are only tied up to it on Sundays and public holidays, as it is used exclusively for excursion traffic and as a transfer point to the Stumpfwaldbahn . The latter is a 600 mm museum line for light railways that has been in operation since 1996.

Stamp well

At distance kilometers 20.3, a significant widening of the subgrade can be seen over a length of about 500 m. In this area was the service station of Stempelbrunnen , sometimes also called Stempelbrunn . It was mainly used for train crossings, as it formed the apex of the route and was in the middle between Ramsen and Enkenbach. It also acted as a timber loading station. The remains of the foundations of a weighbridge and an operations building that housed a signal box still exist. It is currently unknown when exactly the tracks were dismantled. When passenger traffic was discontinued in 1976, there were no longer any crossing or loading tracks.

Alsenborn

The station Alsenborn was on the northern outskirts of Alsenborn . In freight transport it owes its importance primarily to the transport of wood; the systems were designed accordingly. The local railway agency was given up around 1960. The reception building is still there today, it now serves as a residential building. The tracks are overgrown.

Enkenbach

Enkenbach station; a reactivation of the section between Eiswoog and Enkenbach failed.

→ Main article : Enkenbach station

Enkenbach train station is located on the eastern outskirts of Enkenbach . It was put into operation in 1870 with the opening of the Alsenz Valley Railway Hochspeyer - Winnweiler section . With the opening of the Kaiserslautern – Enkenbach railway line , it became a railway junction . From 1932 it was also the western terminus of the Eistalbahn.

literature

• Wolfgang Fiegenbaum, Wolfgang Klee: Return to Rail - Reactivated and New Lines in Passenger Traffic 1980–2001 . transpress, Berlin 2002, ISBN 3-613-71185-0 , pp. 138-139 .
• Ralph Häussler: Railways in Worms . Hamm 2003. ISBN 3-935651-10-4 , pp. 134-141.
• Klaus D. Holzborn : Railway areas Palatinate . transpress, Berlin 1993, ISBN 3-344-70790-6 , pp. 36-37 .
• Urs Kramer, Matthias Brodkorb: Farewell to the rails. Freight routes 1980 to 1993 . Transpress Verlag, Stuttgart 2008, ISBN 978-3-613-71346-8 , pp. 98 .
• 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. 207–208, 238.

Remarks

1. ↑ It is already drawn in on this official map from 1939 on landkartenarchiv.de

Web links

Commons : Eistalbahn  - album with pictures, videos and audio files

• Information about the Eistalbahn
• Förderverein Eistalbahn e. V.
• Images of the tunnel portals
• Video Ice Valley Railway 1976

Individual evidence

1. ↑ DB Netze - Infrastructure Register
2. ↑ Railway Atlas Germany 2009/2010 . 7th edition. Schweers + Wall, Aachen 2009, ISBN 978-3-89494-139-0 .
3. ↑ ^{a b c d e f g h i j k l m n o p q r s t u v} The history of the Eistalbahn Grünstadt - Enkenbach. In: schrankenposten.de. Retrieved August 27, 2013 . 
4. ^ ^{A b} Heinz Sturm: The Palatinate Railways . 2005, p. 207 .
5. ^ ^{A b} Heinz Sturm: The Palatinate Railways . 2005, p. 208 .
6. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 267 .
7. ↑ ^{a b c d e} Heinz Sturm: The Palatinate Railways . 2005, p. 238 .
8. ↑ Andreas Räntzsch: The railway in the Palatinate. Documentation of their creation and development . 1997, p. 12 .
9. ↑ General Directorate of the Grand Ducal Baden State Railways in Karlsruhe - Timeline: Establishments - Designations - Resolutions. In: bahnstatistik.de. Retrieved November 5, 2014 . 
10. ↑ eistalbahn.com: about us . (No longer available online.) Archived from the original on August 24, 2014 ; accessed on August 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.  
11. ^ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate (2007) . 2007, p. 62 ( Online (PDF; 6.2 MB) [accessed on August 16, 2015]). Online ( Memento of the original from December 13, 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.  
12. ^ ^{A b} Klaus Detlef Holzborn: Railway Reviere Pfalz . 1993, p. 36 .
13. ^ The Rheinpfalz , edition "Unterhaardter Rundschau" (Grünstadt), 3./4. April 1994 (Easter), page 1 announcement box "Between the Rhine and Saar": "Railway premiere at Grünstadt", as well as article on the page "Südwestdeutsche Zeitung": "Signals for the railway line are on green. Nationwide premiere: Line Grünstadt-Eisenberg from May 29th back in operation "
14. ^ Deutsche Bahn AG, local traffic division (ed.): The manual for the new local traffic . 1995, p. 20 f .
15. ↑ ^{a b} 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 August 15, 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.  
16. ^ ^{A b c} Klaus Detlef Holzborn: Railway Reviere Pfalz . 1993, p. 37 .
17. ↑ Archive - news and updates. In: eistalbahn.com. Retrieved September 9, 2013 . 
18. ↑ ^{a b} KBS 666 Railway and Photography. In: kbs666.magix.net. Retrieved August 15, 2015 . 
19. ↑ ^{a b} hs-merseburg.de: Deutsche Reichsbahn-Gesellschaft - Change of station names in 1932 ( Memento from September 9, 2009 in the Internet Archive )
20. ↑ 272 Bad Münster am Stein - Langmeil (Palatinate) - Hochspeyer. In: pkjs.de. Retrieved July 1, 2015 . 
21. ^ Klaus Detlef Holzborn: Railway Reviere Pfalz . 1993, p. 57 .
22. ↑ ^{a b c} Albert Mühl: The Pfalzbahn . 1982, p. 140 .
23. ↑ ^{a b} Urs Kramer, Matthias Brodkorb: Farewell to the rail. Freight routes 1980 to 1993 . 2008, p. 98 .
24. ↑ ^{a b} Wolfgang Fiegenbaum, Wolfgang Klee: Return to the rail - reactivated and new routes in passenger traffic 1980-2001 . 2001, p. 139 .
25. ↑ ZSPNV South | LINT vehicles . In: Rhineland-Palatinate Clock . ( der-takt.de [accessed on November 15, 2016]).
26. ↑ ^{a b} Informational directory of cultural monuments - Bad Dürkheim district. (PDF; 1.6 MB) In: denkmallisten.gdke-rlp.de. Retrieved July 7, 2013 . 
27. ^ Klaus Detlef Holzborn: Railway Reviere Pfalz . 1993, p. 95 .
28. ↑ ^{a b c d e f} 628 pure, part 2: The beginning of spring on the Eistalbahn Grünstadt-Ramsen- (Lutre) (mB). (No longer available online.) In: mysnip.de. Archived from the original on November 11, 2013 ; Retrieved August 29, 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.  
29. ^ The railway stations of the Royal Bavarian State Railways - left bank of the Rhine (Bavarian Palatinate) - Albersweil.-St. Johann to Burgalben. In: kbaystb.de. Retrieved August 28, 2013 . 
30. ^ The stations of the Royal Bavarian State Railways on the left bank of the Rhine (Bavarian Palatinate) - Contwig to Friesenheim idPf. In: kbaystb.de. Retrieved August 28, 2013 . 
31. ↑ Reichsbahn course book from 1927.
32. ^ Reichsbahn course book from 1917.
33. ↑ Informational directory of cultural monuments - Donnersbergkreis. (PDF; 1.4 MB) In: denkmallisten.gdke-rlp.de. Retrieved July 7, 2013 . 
34. ↑ nahbahn.de: The Eistalbahn Enkenbach - Eiswoog - Grünstadt and the Grünstadt - Altleiningen route . (No longer available online.) Archived from the original on October 2, 2013 ; Retrieved August 27, 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.  
35. ^ The branch line from the Grünstadt station - Enkenbach station "Eistalbahn". In: rgebhard.de. Retrieved August 15, 2015 . 
36. ↑ The Eistalbahn Grünstadt - Enkenbach. (No longer available online.) In: eistalbahn.nahebahn.de. Archived from the original on September 3, 2014 ; accessed on August 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.  
37. ^ The branch line from the Grünstadt station - Enkenbach station "Eistalbahn". In: rgebhard.de. Retrieved August 16, 2015 . 
38. ↑ Alsenborn. (No longer available online.) In: eistalbahn.nahebahn.de. Archived from the original on March 4, 2016 ; accessed on August 15, 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.  

This version was added to the list of articles worth reading on November 12, 2008 .