Homburg (Saar) central station
| Homburg (Saar) central station | |
|---|---|
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| Data | |
| Location in the network |
Terminus (1848–1849) Through station (1849–1857) Separation station (since 1857) |
| Platform tracks | 7th |
| abbreviation | SHO |
| IBNR | 8000176 |
| Price range | 3 |
| opening | July 1, 1848 |
| Profile on Bahnhof.de | Homburg__Saar__Hbf |
| location | |
| City / municipality | Homburg |
| country | Saarland |
| Country | Germany |
| Coordinates | 49 ° 19 ′ 40 " N , 7 ° 20 ′ 13" E |
| Railway lines | |
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| Railway stations in Saarland | |
Homburg (Saar) Hauptbahnhof - until 1923 Homburg (Palatinate) - is the central passenger and operating station of the Saarland district town of Homburg . The through station with four platforms and seven platform tracks is classified as a category 3 station. It is located in the network area of the Saarländischer Verkehrsverbund (SaarVV) and belongs to tariff zone 541.
The station was opened on July 1, 1848 as the western end point of the Homburg– Kaiserslautern section of the Palatinate Ludwig Railway. Half a year later, traffic to Frankenstein was possible in an easterly direction . On June 1 of the following year, the section was tied in a westerly direction to Bexbach , making it a through station. On August 25, 1849, the Ludwigsbahn was fully open to traffic with the gap between Frankenstein and Neustadt . The Mannheim – Saarbrücken main line and the Homburg – Neunkirchen railway line emerged from it later . With the opening of the Homburg – Zweibrücken railway in 1857 and the Glantal Railway to Bad Münster , it became a railway junction . Both lines were closed in 1981 and 1989 respectively. Since 2006, the station has also marked the western end of the S1 line of the RheinNeckar S-Bahn .
location
The train station is relatively central and around 700 meters from the city center. He divides the city in half; The Homburg core city extends south of it, and the Erbach district to the north . In front of the station area is the bus station , called ZOB (Central Bus Station), where both regional buses and city buses run.
The Mannheim – Saarbrücken railway runs within the station area from the direction of Kaiserslautern from northeast to southwest, before following an elongated S-curve towards the west-southwest to Saarbrücken . The line to Neunkirchen leaves the station in a semicircular curve to get to Neunkirchen via Bexbach . The now disused railway line to Zweibrücken ran south via Beeden and Schwarzenacker , in order to merge with the Landau – Rohrbach railway line in Einöd and to lead with it to Zweibrücken . However, there has been talk for many years that the Homburg – Zweibrücken railway should be reactivated, along with the extension of the S1 of the Rhein-Neckar S-Bahn via Homburg to Zweibrücken in the Palatinate . The also decommissioned Glantalbahn , which existed between Homburg and the industrial area in Waldmohr until summer 2014, ran north and crossed the line to Mannheim without any level, in order to then enter a foothill of the Palatinate Forest .
history
In the course of industrialization, the Kingdom of Bavaria had an interest in transporting the coal deposits near Bexbach within the Palatinate (Bavaria) using a railway line to the Rhine . Among other things, it was discussed whether the planned route should be led directly to the east or via the detour via Homburg. The Bavarian King Ludwig I , for example, pleaded for a route on the Bexbach - Jägersburg - Vogelbach - Bruchmühlbach - Landstuhl route .
On site, there was some resistance to a possible rail connection, as there was fear of increased noise and soot pollution from the new means of transport. Nevertheless, the city council approved the construction of the railway in order to avoid an economic and industrial disadvantage. For the purchase of land, 377 guilders per acre had to be paid within the city.
On July 1, 1848, the section of the Palatinate Ludwig Railway between Kaiserslautern and Homburg was put into operation, after trains had already run there from July 10 to 15 as a temporary measure. In its early days, the station was also a transshipment point for goods from St. Ingbert and Zweibrücken .
The Homburg – Bexbach section followed on June 6, 1849, before the entire length of the Ludwig Railway from the Rheinschanze (later: Ludwigshafen ) to Bexbach was open from August 25 . On October 20, 1850, it was extended beyond Bavarian territory to Neunkirchen in Prussia, and in 1852 passenger traffic to Saarbrücken was possible. In 1856, the double-track expansion of the Ludwig Railway was also completed.
Development into a railway junction
As early as 1844, a committee had been formed in Zweibrücken that aimed for a branch line from Homburg. Initially, however, this project met with resistance in both cities. In Homburg, fears were voiced that trade and industry would have to accept considerable damage. In Zweibrücken, however, the reservations were based on the fact that the city would henceforth be exposed to considerable soot nuisance.
It was only when the Palatinate Ludwigsbahn from Ludwigshafen to Bexbach had been completed that the railway engineer Paul Denis started planning and came to the conclusion that a route from Homburg via Schwarzenacker and Einöd to Zweibrücken was profitable. After construction began on June 1, 1856, the line was opened on May 7, 1857. In this way Homburg became the fourth railway junction within the Palatinate (Bavaria) after Schifferstadt (1847), Ludwigshafen (1853) and Neustadt an der Haardt (1855 ) .
In order to connect the coal deposits of the city of St. Ingbert and the local ironworks to the railway network, a railway line should first be built on the shortest route to Homburg. However, the communities along the Blies and Würzbach rivers succeeded in establishing a route across their area; the line should branch off from the existing railway to Zweibrücken in Schwarzenacker and reach St. Ingbert via Hassel . The Schwarzenacker – Hassel section of the " Würzbachbahn " line was opened on November 28, 1866; the gap to St. Ingbert was closed on June 1, 1867. The trains were always tied to Homburg. On October 15, 1879, the St. Ingbert line was also connected to Saarbrücken, creating a second rail link between Homburg and Saarbrücken.
Reconstruction of the station and subsequent period
The traffic increased continuously in the following period. Above all, coal trains from the direction of Bexbach, which went east via Zweibrücken, Biebermühle and Landau , had to make a lot of effort in the station. To solve this problem, the western turn of the track to Neunkirchen was abandoned and laid out in such a way that a connecting curve to the line to Zweibrücken could be created. Shortly after leaving the station, the latter was given a slightly higher route, which also made it possible to abandon two level crossings . The space of the 1,800 meter long estuary to Neunkirchen also made it possible to park unneeded coal wagons. The development of the project was completed in 1878, and on February 1 of the following year the approval of the Bavarian government followed. On April 30, 1879, the Palatinate Railways also gave the go-ahead for this. The line to Zweibrücken also got a second track. The renovation work, which took 327,000 marks for the station area, began in the spring of 1880. It was opened on October 15, 1881.
Despite the fact that the line to Zweibrücken was now double-track, those trains that went to Saarbrücken via St. Ingbert only ran on the western track. In 1895 159,000 people used the station; the volume of goods in the same year was 59,000 tons.
Strategic railway construction
Already in the 1870s there were plans to build a railway line from Bad Münster on the Nahe Valley Railway along the Glan to the Ludwig Railway in the Homburg area , which was primarily used for military purposes . Initially, the initiatives failed because the border between Bavaria and Prussia along the river in question was very irregular and there was disagreement about interest guarantees. Since the Franco-German relationship deteriorated increasingly from the 1890s, the railway construction was finally tackled.
After the younger connection to Saarbrücken between Würzbach and St. Ingbert had received a new route via Rohrbach in 1895 , the Homburg- Rohrbach connection, built for strategic reasons , was opened to traffic on January 1, 1904 . Since since then it has also enabled the shortest possible connection to Saarbrücken, it increasingly became part of today's Mannheim – Saarbrücken railway in the following years . As a result, the Würzbachbahn and the connection to Neunkirchen lost their importance. On May 1, 1904, the likewise strategic Glantalbahn to Bad Münster was opened after the Homburg – Jägersburg-Waldmohr section had been used by coal trains from the Nordfeld mine since spring 1903 .
Saar Railways and World War II (1920–1945)
After the First World War , Homburg was added to the newly formed Saar area , which was under French customs territory . In this context, customs controls for trains to the east were carried out in the train station, which was now part of the management of the Saar Railways . In connection with the assignment to this newly created region, the station was renamed Homburg (Saar) . In addition, the trains of the Bliestalbahn , which has also been added to the Saar area and which so far always went to Zweibrücken, ran from Bierbach to Homburg instead . In 1935 the Saar area was reclassified, which eliminated customs controls.
In the course of the hostilities of the Second World War , the reception building also fell victim to air raids.
Railways of the Saarland (1945–1957)
After Homburg had been separated from Germany again after the Second World War and was added to the area now known as “ Saarland ”, customs controls took place again; In addition, only a few pairs of trains went east in the direction of Kaiserslautern or Glan-Münchweiler , which exclusively served the workers employed in Saarland. The Saarland Railways (EdS) were now responsible for rail operations . The renewed separation of the Saar region meant that the trains of the Bliestalbahn ran permanently to and from Homburg from 1950. It was not until the economic reorganization of the Saarland at the end of the 1950s that the station lost its status as a border station again, making Homburg part of the Deutsche Bundesbahn (DB), which had existed since 1949 .
Since the previous station building had been destroyed in the war , a makeshift wooden barrack was initially used as such in the first post-war years . 1954 began the new construction of the station; The new reception building was completed just two years later. In 1959 the forecourt was also modernized .
At the same time, the Glantalbahn and the line to Zweibrücken were dismantled on a single track. The renewed separation of the Saarland also meant that traffic on the Glantalbahn section Homburg-Glan-Münchweiler continued to decline. The reason was that the majority of this connection was in the newly created Rhineland-Palatinate and the associated concentration of traffic flows in the direction of Kaiserslautern.
German Federal Railroad (1957–1993)
On March 8, 1960, the electrification of Homburg station with the E 41 120 from Saarbrücken was inaugurated. On May 28 of the following year, the contact wire hung up to Kaiserslautern, before continuous electrical operation from Saarbrücken to Mannheim was possible from March 12, 1964 . On May 19, 1966, the line to Neunkirchen was also electrified.
In 1965 two pairs of express trains were set up between Zweibrücken and Mainz, which ran via Homburg. The initiator of this connection was the then mayor of Zweibrücken , Oskar Munzinger , who at that time was also a member of the state parliament of Rhineland-Palatinate and wanted to have his two jobs connected. This is why these trains were popularly known as the " Munzinger Express ". Due to the now closed Glantalbahn section Odernheim- Bad Münster, these trains had to go to Staudernheim , turn their heads there and then use the Nahe Valley Railway eastwards . In 1967 another pair of trains ran between Homburg and Gau Algesheim . From 1970 these connections were officially only local express trains before they were completely discontinued in 1979.
In the following years, however, the station lost its importance due to line closures. Passenger traffic between Homburg and Glan-Münchweiler was stopped on the Glan Valley Railway as early as 1981 ; from then on only transfer freight trains drove to Schönenberg-Kübelberg , from 1989 only to the industrial area of Waldmohr , before traffic there was also discontinued in early 1995. In 1989 the traffic to Zweibrücken ended and in 1991 the traffic to Reinheim an der Bliestalbahn.
The first EuroCity , the EC 56 Goethe , operated in Homburg on March 6, 1991 ; a few days later, on March 22, 1991, the first InterCity , IC 26. In the summer and autumn of 1991, the tracks were converted for high-speed operation.
Deutsche Bahn (since 1994)
However, the first scheduled ICE did not reach the station until 2000. In the following years, the station and the surrounding area were constantly modernized, including electronic display boards for outgoing train and bus connections, lifts on all tracks and electronic track indicators. There were also covered bicycle parking spaces. Various platforms have been modernized, including platform 1, which is reserved for the RheinNeckar S-Bahn . In 2006, the modernization of platform 4 (tracks 7 and 8) was completed. In 2010, the platform roofs on platforms 2, 3 and 4 (tracks 3 to 8) were shortened and renewed. All four platforms (tracks 1 to 8) received new lighting and sound systems. At the end of 2006, the S1 line of the Rhein-Neckar S-Bahn was extended to Homburg, which had previously ended in Kaiserslautern since 2003.
A year later the platforms were equipped with video cameras, and in June 2010 the roofs of the former were replaced.
In the course of the economic stimulus programs, the reception building was renovated by DB Station & Service AG using energy-saving measures . In addition, the lobby benefited from some necessary cosmetic measures and was given new lighting.
Homburg station belongs to station category 3 (regional node with possible long-distance traffic stops). The railway describes the services in this station category with main stations mostly in medium-sized cities, with service offers until the evening. In addition to Homburg main station, Saarlouis main station and St. Ingbert station belong to category 3 in Saarland , Saarbrücken main station is the only one to achieve category 2 station.
Buildings
The original station building has undergone several renovations over the years. The middle wing had two floors. Its longitudinal axis ran parallel to the tracks and was equipped with five window axes. It was destroyed in an air raid during World War II.
The current station building was completed in the early 1950s. It houses ticket machines , public telephones, lockers , toilets - also for the disabled -, a bistro-café, a train station bookshop , a restaurant , a photo booth and a travel shop with totes / lottery tickets. The DB travel center within the building is open daily. To the left and right of the station building there is an open side entrance to all platforms and to the ticket machines on platform 1, but not to the reception building.
The station forecourt is rented out, so it can no longer be used as a parking space free of charge . Free parking spaces are available in a bus turning loop a few meters from the train station .
traffic
Long-distance transport
Individual trains of the classes EC and ICE connect Homburg with Frankfurt am Main , Leipzig , Stuttgart , Munich , Salzburg and Graz (both EC) without changing trains . The ICE system stop on the Frankfurt – Paris route no longer exists since December 2007.
| line | course | Clock frequency |
|---|---|---|
| ICE 50 | Saarbrücken - Homburg (Saar) - Kaiserslautern - Mannheim - Frankfurt (Main) - Erfurt - Leipzig - Dresden | a pair of trains |
| ICE 1059 | Saarbrücken - Homburg (Saar) - Kaiserslautern - Mannheim - Stuttgart | a pair of trains |
| EC 62 | Saarbrücken - Homburg (Saar) - Mannheim - Stuttgart - Munich - Salzburg - Graz | a pair of trains |
Regional traffic
In the first few months after the opening, a total of three pairs of trains ran between Homburg and Kaiserslautern. In 1884 there were continuous connections on the Neunkirchen – Homburg – Kaiserslautern – Schifferstadt – Ludwigshafen – Worms route . When the Rhineland-Palatinate cycle came into force on December 14, 2014, the following trains will be serving Homburg Central Station.
| line | Train run | Clock frequency |
|---|---|---|
| RE 1 | Koblenz - Trier - Dillingen (Saar) - Saarbrücken - Homburg (Saar) - Kaiserslautern - Neustadt (Weinstr) - Ludwigshafen (Rhine) center - Mannheim | Hourly |
| RB 70 | Kaiserslautern - Landstuhl - Bruchmühlbach-Miesau - Homburg (Saar) - St. Ingbert - Saarbrücken - Dillingen (Saar) - Merzig (Saar) | Hourly |
| RB 71 | Homburg (Saar) - St. Ingbert - Saarbrücken - Dillingen (Saar) - Merzig (Saar) - Saarburg (Bz Trier) - Trier | Hourly |
| RB 74 | Illingen (Saar) - Wemmetsweiler - Neunkirchen (Saar) - Homburg (Saar) | Half-hourly |
| S 1 | Homburg (Saar) - Kaiserslautern - Neustadt (Weinstr) - Ludwigshafen (Rhein) Hbf - Mannheim - Heidelberg - Eberbach - Mosbach-Neckarelz - Mosbach (Baden) - Osterburken | Hourly |
| S 2 | Karlsruhe - Heidelberg - Mannheim - Ludwigshafen - Neustadt (Weinstr) - Kaiserslautern - Homburg (Saar) | An evening train on the weekend |
| S 3 | Homburg (Saar) - Kaiserslautern - Neustadt (Weinstr) - Ludwigshafen (Rhine) - Mannheim - Heidelberg - Karlsruhe | A morning train every weekday. |
The regional trains on the Trier Hbf - Homburg (Saar) Hbf and Merzig (Saar) Hbf - Kaiserslautern Hbf routes run every half hour on the Merzig (Saar) Hbf - Homburg (Saar) Hbf section ) Hbf to Neunkirchen (Saar) Hbf are integrated into the schedule in such a way that only one traction vehicle has to be used, as the return journey to Homburg (Saar) Hbf takes place after only a short stay in Neunkirchen (Saar) Hbf.
Freight transport
In addition to the passenger station, there are 17 tracks that are allocated to freight traffic . Of these, the tracks 9, 11, 12, 13 and 14 by the operations center Karlsruhe monitored, the remaining 12 belong to the local control range of the interlocking R1 in the station itself and are primarily used as a storage and sorting sidings. In addition, two of the three industrial areas are each supplied via a siding. There is also a siding on the line to Bexbach to the site of the former Bundeswehr depot in Homburg. During the Second World War there was further freight traffic from the Homburg-Eichelscheid station to Bechhofen with a light rail line .
At the beginning of the 20th century a connection branched off from the tracks in the direction of Zweibrücken, which led to several companies such as the Rheinpfalz power plant , the glass factory Gebr. Sigwart & Möhrle , in a plow and a pottery factory.
While the passenger trains of the Glantalbahn crossed the main line from the direction of Mannheim level-free, there was a separate track for the freight trains on this now disused line, which led directly to the station. In this area, the Homburg-Ost industrial area had a connection with a siding . The most important customer there was the Michelin company , which was always served on working days. In the 1970s, three operations per week were performed. Two decades later, the volume that had meanwhile shifted to the streets was so small that there was a maximum of one service per week. INA ( Schaeffler Group ) and Robert Bosch GmbH also had sidings , although they were seldom used.
A pull-out track, which used to be the second track of the Glantalbahn, leads to the former Neunkirchen ironworks . It is operated exclusively by shunting trains to Saar Blankstahl GmbH, which is based there today. A private steam locomotive and later two diesel locomotives were responsible for this up to the 1970s. The corresponding siding has existed since 1904.
Bus transport
The lines of the city buses run to Homburg train station from 5:30 a.m. to 10:40 p.m. The R7 regional bus to Zweibrücken departs from Homburg from 04:45 to 00:25 the next day. The city bus lines 511 and 512 connect the main train station with the Saarland university hospitals in Homburg. Line 501 goes to Kleinblittersdorf and replaces the Bliestalbahn . In front of the Homburg train station, taxis are on call 24 hours a day.
| line | Line course | Tact |
|---|---|---|
| 238 | Homburg - Bechhofen - Lambsborn - Martinshöhe | 7 buses every working day |
| 280 | Homburg - Waldmohr - Konken - Kusel | 60 min. |
| 501 | Homburg - Beeden - Lautzkirchen - Blieskastel - Breitfurt / Blickweiler - Bliesdalheim - Gersheim - Reinheim - Habkirchen - Blieshaben-Bolchen - Kleinblittersdorf | 60 min. |
| 505 | Homburg - Erbach - Reiskirchen - Jägersburg - Höchen - Frankenholz - Bexbach | 60 min. |
| 508 | Bexbach - Niederbexbach - Old Town - Limbach - Homburg | 60 min. |
| 511 | Main station - Talstraße - Uni parking garage - Kirrberg | 30 min. |
| 512 | Main station - Talstraße - Saarpfalz-Gymnasium - University main entrance - Birkensiedlung | 30 min. |
| 513 | Central station - Talstraße - Sanddorf - Bruchhof | 30 min. |
| 514 | Hauptbahnhof - Inastraße - Wilmersdorfer Straße - Buschstraße - Hauptbahnhof | 30 min. |
| 515 | Central Station - Buschstrasse - Wilmersdorfer Strasse - Inastrasse - Central Station | 30 min. |
| R7 | Zweibrücken - Einöd - Schwarzenbach - Birch settlement - Homburg | 30 min. |
| R14 / 507 | Homburg - Beeden - Lautzkirchen - Blieskastel - Biesingen - Aßweiler - Ormesheim - Habkirchen - Blieshaben-Bolchen - Kleinblittersdorf | 60 min. |
Accidents
- In the middle of the fighting of the First World War , an air raid on the station took place on February 9, 1917. As a result, an express train derailed there.
- At Pentecost 1955, some wagons derailed at Homburg Central Station, so that the Mannheim – Saarbrücken railway between Homburg and Landstuhl was closed for a few hours. Meanwhile the trains were diverted via Glan-Münchweiler using sections of the Glantalbahn and the Landstuhl – Kusel railway.
literature
- Hans-Joachim Emich, Rolf Becker: The railways on Glan and Lauter . Self-published, Waldmohr 1996, ISBN 3-9804919-0-0 .
- Andreas M. Räntzsch: The railway in the Palatinate. Documentation of their creation and development . Verlag Wolfgang Bleiweis, Aalen 1997, ISBN 3-928786-61-X .
- Heinz Sturm: The Palatinate Railways (= publications of the Palatinate Society for the Advancement of Science. Volume 53). New edition. pro MESSAGE, Ludwigshafen am Rhein 2005, ISBN 3-934845-26-6 .
Web links
- Current track plan of the Homburg (Saar) Hbf station on the Deutsche Bahn website (PDF; 183 kB)
- The course book route 670 - Description - The development of the Homburg (Saar) railway node Article by Eric Gilgore on the website kbs-670.de
- Hauptbahnhof Homburg private website homburg-bahnhof.de
Individual evidence
- ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 69 .
- ↑ saarvv.de: honeycomb plan . Retrieved December 25, 2018 .
- ↑ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2007, p. 5 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 58 .
- ↑ a b c d bahnhof-homburg.de: History of the Homburg train station . (No longer available online.) Archived from the original on April 12, 2013 ; accessed on December 25, 2018 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 87 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 113 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 85 .
- ↑ Andreas M. Räntzsch: The railway in the Palatinate. Documentation of their creation and development . 1997, p. 5 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 146 .
- ↑ a b c Heinz Sturm: The Palatinate Railways . 2005, p. 147 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 148 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 165 .
- ↑ a b c bahnhof-homburg.de: From the environment; Train stations and track systems around Homburg . (No longer available online.) Archived from the original on June 30, 2013 ; accessed on December 25, 2018 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 36 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 39 .
- ↑ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2007, p. 13 .
- ^ A b c Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 165 .
- ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 55 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 54 .
- ↑ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2007, p. 23 f .
- ↑ Andreas M. Räntzsch: The railway in the Palatinate. Documentation of their creation and development . 1997, p. 16 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 60 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 64 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 66 f .
- ↑ Wolfgang Fiegenbaum, Wolfgang Klee: Farewell to the rail. Disused railway lines for passenger trains in Germany 1980–1990 . 1997, p. 427 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 114 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 190 .
- ↑ Current track plan of the station on the website of Deutsche Bahn AG ( PDF )
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 78 .
- ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 113 .
- ^ Hans Joachim Ritzau: Railway disasters in Germany. Splinters of German history . Volume 1, Verlag Zeit u. Eisenbahn, Landsberg-Pürgen 1979, ISBN 3-921304-38-6 , p. 72.