Zweibrücken Central Station

from Wikipedia, the free encyclopedia
Zweibrücken Hbf
View from the house platform in southeast direction
View from the house platform in southeast direction
Data
Design Through station (1875–1913)
Separation station (1913–1996)
Through station (since 1996)
Platform tracks 3
abbreviation SZW
IBNR 8006680
Price range 5
opening November 25, 1875
Profile on Bahnhof.de Zweibruecken_Hbf
location
City / municipality Zweibrücken
country Rhineland-Palatinate
Country Germany
Coordinates 49 ° 14 '49 "  N , 7 ° 21' 25"  E Coordinates: 49 ° 14 '49 "  N , 7 ° 21' 25"  E
meter 280  m
Railway lines
Railway stations in Rhineland-Palatinate
i18

Zweibrücken Central Station - only Zweibrücken until 1941 - is currently the only train station in the central Rhineland-Palatinate town of Zweibrücken . It belongs to station category 5 and has three platform tracks . The station is in the network area of ​​the Rhein-Neckar transport association (VRN) and belongs to tariff zone 709. The address of the station is Poststrasse 37 .

It was opened on November 25, 1875 as a through station on the Landau – Annweiler – Biebermühle – Zweibrücken – Homburg main line and replaced the city's original terminus , which was considered unsuitable due to its location close to the city as a through station. With the opening of the Bliestalbahn, which began in Zweibrücken in 1877 and 1879, and the Hornbachbahn in 1913 and 1916, it developed into a railway junction ; with the latter it became a station of separation. The most important route, however, was the Landau – Rohrbach railway line , which had existed in its current form since 1895 . Due to a change in the traffic flow associated with the separation of the Saar area , which began immediately west of Zweibrücken, and the later Saarland , the station lost its importance, since from then on the trains of the Bliestalbahn ran primarily to Homburg . With the closure of the Hornbachbahn and the connection to Homburg, it became a through station again. He also lost through traffic to Landau in the mid-1990s. Its reception building is also a listed building .

location

Geographical location

The train station is located west of the city center of Zweibrücken at the southwest end of Poststrasse . To the south of the station area, the federal highway 8 runs parallel to it.

Railway lines

At the time of its opening, kilometering began in Landau and was accordingly at route kilometer 71.8. The zero point of the route to Homburg was then in Zweibrücken, as was that of the Bliestalbahn, which opened in 1877 and 1879, and that of the Hornbachbahn, which opened in 1916 and 1916. The Deutsche Reichsbahn introduced a new kilometer system, the zero point of which is in the middle of the Bruhrainbahn on the then state border between Baden and Bavaria ; this is identical to the current state border between Baden-Württemberg and Rhineland-Palatinate . This kilometering used since then continues over the Rhine bridge Germersheim and the railway line Germersheim – Landau ; west of Zweibrücken it leads over Einöd and Bierbach to Rohrbach . The Zweibrücker Hauptbahnhof is located along this route at km 96.343.

history

Railway connection from Zweibrücken and the first train station (1840–1870)

Track plan of the first station in Zweibrücken , as of 1870

Already in the course of the planning of the Palatinate Ludwig Railway, efforts had been made within the city of Zweibrücken to run the route from Bexbach to the Rheinschanze - later Ludwigshafen - instead of Kaiserslautern and Neustadt via the former royal residence city. However, this failed due to the fact that such a route would have meant too long a detour.

In 1844, therefore, a committee was formed in Zweibrücken, which aimed to establish a branch line from Homburg . The share subscription followed with the participation of the city of Zweibrücken. 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.

Only when the entire Palatine Ludwigsbahn Rheinschanze – Bexbach had been completed in 1849 did the railway engineer Paul Denis start planning and in 1852 came to the conclusion that a line that branches off from the Ludwigsbahn in Homburg will then run via Schwarzenacker and Einöd and would end in Zweibrücken, would be profitable. On August 16 of the following year, the Bavarian King Maximilian II gave the green light to found a corporation.

The Homburg – Zweibrücken railway line, built as a branch line , was finally opened on May 7, 1857. The terminus at that time was located in today's Dinglerstraße at the intersection of Bismarckstraße on the current factory site of Tadano Demag .

Establishment of the connection to Landau and the establishment of today's train station (1860–1875)

As early as the 1860s, plans were concretized to build a rail link from Landau in the Palatinate to Zweibrücken. However, the railway administration rejected this, among other reasons, because they feared it would compete with the Ludwig Railway. For this reason, the plans were temporarily aimed at building the planned route as a branch line. Nevertheless, it was kept in the back of the mind to develop it into a main line for goods traffic in an east-west direction. Originally it was planned to connect the city of Pirmasens to the route, but this failed due to the difficult topography of the shoe city. Instead, the railway line originally planned further south was led north along Rodalb and Schwarzbach and it was decided to connect Pirmasens with a branch line .

The concrete project began in 1872. The Board of Directors of the Palatinate Railways refused to continue the existing line via the existing Zweibrücken station, which fell victim to the fighting in the Franco-Prussian War of 1870/71 due to the then young suburb. For this reason, the Ludwig Railway Company acquired an unused site further south on the western edge of the city, which they quickly acquired with the help of the authorities and the city. In its catchment area at that time the roads Ernstweiler - Bubenhausen , Zweibrücken - Bubenhausen and Zweibrücken - Ixheim were located , which crossed the rails at the same level. The construction of the new train station caused additional costs as it had to be built on moor . For this reason a pile foundation was necessary. In addition, the entire system had to be equipped with a pumping system. Care was taken to ensure that the track system could be expanded at a later date. The points of the train station were provided with point locks of the Bruchsal design. There was an exit signal at both ends of the station. An entrance signal was created on a signal bridge for trains from the west.

The line under construction to Landau bypassed the city in an approximately semi-circular arc to the south. State road 471 now runs in the section created for this purpose. After the Landau– Annweiler section was opened on September 12, 1874, the gap to Zweibrücken was closed on November 25, 1875. From 1877, the new line was part of a main line that ran alongside the Railway line from Homburg included the Germersheim – Landau railway line and the Bruhrain Railway from Bruchsal to Germersheim. It was mainly used to transport the hard coal from the Saar district to Württemberg and Baden .

Development of the Bliestalbahn and subsequent period

Zweibrücken initially played no role in the planning of the Bliestalbahn . The former was to branch off in the area around Lautzkirchen from the Würzbachbahn Schwarzenacker– St. Ingbert, which was opened in 1866 and 1867 . At the instigation of the responsible engineer, the line through to Zweibrücken was brought into play. As far as Einöd it should run parallel to the Homburg – Zweibrücken railway line , with a connecting curve between Einöd and Bierbach then being created. The decisive factor for this was the fact that the line was to serve as a conceptual continuation of the Landau – Zweibrücken line, which was also being built at that time. In addition, most of the places in Bliestal belonged to the Zweibrücken district office . In addition, neighboring Homburg was not to be given too much power as a railway junction.

On April 29, 1869, the Royal Bavarian State Ministry granted the concession to plan a railway line through the Bliestal from Zweibrücken to Saargemünd . The Franco-German War of 1870/71 brought the company to a standstill. As a result of the war, Lorraine , in which the southern part of the planned route was located, fell together with Alsace to the German Empire . On February 22, 1875, the Palatinate Ludwig Railway Company was granted the building license, and in the same year the construction of the line to Saargemünd was approved. The latter was under the direction of two sections, one of which was based in Zweibrücken. Since Alsace-Lorraine was administered as a Reichsland, the part of the route from Reinheim to the end of the line in Saargemünd in Berlin had to be approved, which followed in February 1877. On October 15 of the same year, the Zweibrücken – Bierbach section was completed to accommodate trains on the Zweibrücken – St. Ingbert to enable.

Originally, the remainder of the line was supposed to be opened at the end of 1878, but completion in the Lorraine section was delayed. On March 1st of the following year, the railway line was opened for freight traffic, and the actual opening took place a month later. As far as Einöd , the new line ran parallel to the connection to Homburg on a separate track.

As early as 1887, the connection between Landau and Zweibrücken, known as the "Südpfalzbahn", was expanded to two tracks, and a year later the Bliestalbahn.

Further development

The first plans to connect the Hornbachtal to the railway network were made in 1865. In the course of the planning of the route from Landau to Zweibrücken at the time, the route west of Pirmasens was supposed to reach the town of Hornbach and from there along the river of the same name to finally reach Zweibrücken. A link with a later railway line that would lead from Hornbach to France was considered from the outset. The actual route of the Südpfalzbahn then did not affect Hornbach. In 1874, the draft of a line from Zweibrücken to Bitsch followed , which had been ceded to the German Empire three years earlier as part of the newly created Alsace-Lorraine . Nevertheless, the realization of the railway, which was required for strategic reasons , did not materialize until around 1900.

Zweibrücken station in 1917

On January 1, 1909, the station, together with the rest of the Palatinate railway network, became the property of the Bavarian State Railways , which resulted in the construction of platform barriers. As early as April 24, 1912, the section to Ixheim was released for freight transport by Roth, Heck & Schwinn , which produced wire nails. On December 15 of the following year, the Hornbachbahn line was opened to the town of Hornbach and three years later, on October 1, 1916, in the middle of the First World War, it was extended to Brenschelbach . The fact that Alsace-Lorraine fell back to France after the war prevented the completion of the railway project for good.

Also as a result of the war, part of the Palatinate immediately west of Zweibrücken was added to the newly created Saar area , which the victorious powers placed under the administration of the League of Nations for a period of 15 years . Along with this, the traffic flows changed. The connection between Zweibrücken and Homburg, along which all places except Zweibrücken now became part of the newly created region, lost its importance accordingly. In addition, the trains of the Bliestalbahn from Bierbach ran from now on preferably to Homburg.

In 1922 the station was incorporated into the newly established Ludwigshafen Reich Railway Directorate . In the course of its gradual dissolution, he changed to the area of ​​responsibility of the Saarbrücken directorate with effect from May 1, 1936.

World War II and post-war period

During the reign of National Socialism , mass deportations of Jewish residents of the city from the train station to ghettos and concentration camps took place, especially in autumn 1940 . With effect from October 1, 1941, it was also renamed "Zweibrücken Hauptbahnhof". While in the course of the fighting of the Second World War he was affected. In addition, in the course of reparations payments, France arranged for the second track to be dismantled between Landau and Biebermühle and between Zweibrücken and Homburg, with the result that these lines lost considerable capacity.

The German Federal Railroad (DB), founded in 1949 , assigned the Zweibrücker Hauptbahnhof, like all operating points within the newly founded federal state of Rhineland-Palatinate, to the Mainz directorate. The area west of the city - now called " Saarland " - was once again separated from Germany, which had a long-term effect on traffic flows. From 1950 the trains of the Bliestalbahn ran permanently to and from Homburg.

Due to war damage, the Hornbachbahn could not be resumed until 1950. Brenschelbach, the end point of the Hornbachbahn, now also belonged to the Saarland. For this reason, the line only went back into operation as far as Hornbach in 1950.

Loss of meaning

The station itself was rebuilt as a result of the war damage; this measure came to an end on December 14, 1960. The sharp increase in car traffic from the 1950s made the level crossings of the streets in the districts of Bubenhausen and Ixheim increasingly appear to be an obstacle due to the numerous station tracks at the time. Shunting operations and train traffic resulted in unreasonable waiting times at the aforementioned inner-city level crossings. For this reason, the then mayor of Zweibrücken, Oskar Munzinger , had it replaced with an overpass structure, which was finally implemented at the end of the 1960s. That is why the building was popularly known as the "Munzingerhügel".

The 1965/1966 timetable mentions a daily through car to Munich .

In the years that followed, however, a number of shutdowns and dismantling operations were carried out. In the course of the dissolution of the Mainz directorate, the station came to the Saarbrücken federal railway directorate on August 1, 1971 . Passenger traffic on the Hornbachbahn ceased on September 24, 1967, freight traffic on the Ixheim – Hornbach section followed in 1971. Two years later, the line was dismantled. On October 22, 1979, a relay interlocking was put into operation in the station and the technology was converted accordingly. On May 2, 1982, on the occasion of the 125th anniversary of the route to Homburg, a class 601 multiple unit arrived at Zweibrücken, which ran from there in a ring via Homburg and Saarbrücken. Passenger traffic to Homburg ended in 1989. In the 1990s, the Zweibrücker Hauptbahnhof underwent major dismantling, as the majority of its tracks were dismantled.

Deutsche Bahn (since 1994)

In the course of the railway reform , the station became the property of Deutsche Bahn . In the following years a further loss of importance set in. With effect from July 1, 1996, freight traffic on the remnant section of the Hornbach Railway to Ixheim, which had previously only served as a siding for an industrial company , ended. It was shut down on August 1 of that year. In addition, all rail connections within Zweibrücken were dismantled in 2000 . In 2000 the station, like the entire West Palatinate, first became part of the West Palatinate Transport Association (WVV), before it was merged with the Rhein-Neckar Transport Association (VRN) six years later . At the turn of the year 2001/2002, freight traffic also came to a complete standstill. In 2006, the platforms were also modernized, including the installation of elevators . On October 6 and 7, 2009, the procession of remembrance made a guest appearance in Zweibrücken in reminiscence of the deportees in the Third Reich . During these two days, a total of 1,800 visitors and 36 school classes came to the station to visit this mobile exhibition.

The DB Servicestore branch in the reception building closed on September 15, 2017 .

Buildings

Reception building

Entrance building from the street side, in front of the bus station
Inside the station concourse

The station building was built in 1872 and 1873. Its central building comprises two floors, while its wing structures only have one floor each. Stylistically, it can be assigned to classicism . It housed a vestibule with three doors and three waiting rooms. Of the latter, one was for non-smokers, one for 2nd class travelers and one for 3rd class travelers. The three-story corner buildings were only added after 1918. It was affected during World War II . Since there was a lack of building materials and workers in the post-war period , its reconstruction was delayed. It was finally re-inaugurated at the end of 1960. Two decades later, the Deutsche Bundesbahn had the entire building complex renovated. The cost was 200,000 DM . In 1985 the middle wing collapsed. However, the cause remained unclear.

The lockers , machines and toilets that are usual at train stations are housed in the station building itself ; In addition, there is a bistro and a bar. The appearance of the station concourse has steadily deteriorated since around 2010: Empty cans and beer bottles, wall smearings, rubbish and other dirt do not contribute to an appropriate welcome from tourists and travelers.

Signal boxes

In the first decades of its existence, the station had two two-story signal boxes , one of which was at the level crossing in the direction of Ernstweiler and one in the direction of Bubenhausen. In the case of the latter, when choosing the location, consideration was given to the railway line to Bitsch, which was already planned at the time and from which the Hornbachbahn later emerged. There was also a block that was housed in the dispatcher's room in the reception building.

From the end of the 1930s, the signal boxes were so worn out due to the heavy use of the station switches that they had to be replaced. The Reichsbahn decided to install an electrical system. The corresponding work began in 1937. Two new power stations were built in this context. The outbreak of the Second World War interrupted this company, which could only be resumed the following year. In 1941, these two electromechanical interlockings - Zf and Zw - of the Scheidt & Bachmann type were put into operation. The former was a dispatcher interlocking, the latter an attendant interlocking. Both were replaced on October 22, 1979 by a push button interlocking of the type Lorenz (Alcatel SEL), type 60 , which, like the former dispatcher interlocking, bears the abbreviation Zf .

Other structures

In addition, the station had a goods handling facility , the building of which still exists today, but no longer plays a role in rail operations. It housed apartments for a total of five families. Other buildings included an economic building for the station employees, a gas meter room, a laundry room, a wooden shed for petroleum, an office for the railway maintenance office and several wells .

Platforms and track systems

In its early days, the station had two platforms with a covered hall and eight tracks. In 1892 the loading tracks were expanded. In the course of the construction of the Hornbachbahn, 4 additional station tracks, a third platform and a platform underpass were added, which was completed in 1914 shortly before the outbreak of the First World War . In 1991, tracks 8 to 14, which were used for freight traffic, were dismantled, tracks 6 and 7 followed at the beginning of 1999, and tracks 4 and 5 followed at the end of the year, so that only three tracks remained.

Station forecourt

The station forecourt has parking spaces and bike racks. In addition, is the location of a bus station .

traffic

Departure plan from summer 1965

passenger traffic

Long-distance transport

From the 1880s onwards, express trains ran for the first time on the Saarbrücken – Munich route. This became possible after a connection from St. Ingbert to Saarbrücken had been established in 1879 . In the west they reached partly as far as Ostend . In addition, a wing train drove over the Bliestalbahn for the through car connection Munich – Metz. In 1890 the express trains were converted into express trains . After 1900 there was no longer any long-distance traffic on the Bliestalbahn. At the beginning of the 20th century there were long-distance traffic connections from Zweibrücken to Salzburg and via Saarbrücken to Metz. For decades, long-distance trains ran east of Landau via Germersheim and from there on to Baden . This changed when the fixed Rhine bridge between Karlsruhe and Maximiliansau went into operation . From then on, the express trains turned heads in Landau to take the Maximiliansbahn to Winden and from there to Karlsruhe . During the Second World War, D trains on the Trier – Stuttgart route also ran via Zweibrücken.

After the war, the trains also ran via Karlsruhe, as the Germersheim Rhine bridge , which was blown up in 1945, was not restored until 1967. The concentration of traffic flows on the Mannheim – Saarbrücken main line also contributed to the fact that long-distance traffic, which had previously run over Zweibrücken, lost its importance. From the end of the 1950s, however, there were express trains on the Tübingen – Trier route that stopped in Zweibrücken; there was also a through car connection to Salzburg. Long-distance traffic ceased completely in the 1980s.

Local transport

In the first few decades, the station was always the start and end point for regional trains. In 1895 it was used by 257,000 people. The timetable from 1897, for example, shows through trains to Germersheim and Pirmasens . In the 1970s, there were also trips from Pirmasens to Homburg with class 624 diesel multiple units .

Due to its predominant affiliation to the Saarland, the connection to Homburg lost its importance after the First World War. Nevertheless, two pairs of express trains were set up between Zweibrücken and Mainz in 1965, which operated, among other things, on the Glantalbahn . The initiator of this connection was the then mayor of Zweibrücken, Oskar Munzinger , who at the time was also in the state parliament of Rhineland-Palatinate and wanted to have his two workplaces connected. This is why these trains were popularly known as the " Munzinger Express ". From 1970 these connections were officially only local express trains before they were completely discontinued in 1979. In 1989, passenger transport between Homburg and Zweibrücken was completely discontinued. In the last year of operation there was only one passenger train per day from Homburg.

Until the 1980s, the station was also a long-distance stop for what was then the Deutsche Bundesbahn . The Zweibrücker Hauptbahnhof is served hourly by the regional train line  68 of the DB Regio Mitte , which runs between Saarbrücken and Pirmasens .

Passenger train connections in the 2015/2016 timetable
Train type Route Clock frequency
RB 68 Saarbrücken Hbf - Saarbrücken Ost - St. Ingbert - Rohrbach (Saar) - Hassel (Saar) - Würzbach (Saar) - Blieskastel-Lautzkirchen - Bierbach - Einöd (Saar) - Zweibrücken Hbf - Contwig - Stambach - Dellfeld - Dellfeld Ort - Rieschweiler - Höhmühlbach - Thaleischweiler-Fröschen - Pirmasens Nord - Pirmasens Hbf hourly

Freight transport

The Zweibrücker Hauptbahnhof once had extensive freight track systems, which have now all been dismantled. In 1886 50,060.135 tons of goods were received or dispatched at the station. In the following period it increased continuously. In 1895 the volume was already 81,069.505 tons. A total of seven large urban companies were among the station's freight customers. Since the American company John Deere , which manufactures agricultural vehicles, has a plant in the city, block trains started from Zweibrücken and were loaded with combine harvesters before the transport was shifted to the road. This step was justified by the fact that the clearance profile prevented profitable transport by rail. In the post-war years, from the reorganization of the Saarland at the end of the 1950s until the closure of the Homburg – Einöd line on September 28, 1996 and the subsequent dismantling of the Schwarzenacker – Einöd curve a year later, Zweibrücken was operated from Homburg. From May 1982, general cargo traffic was also handled exclusively via Homburg.

Despite the dismantling of all tracks in the 1990s, the station continued to be used for freight traffic. Finally, the volume of goods was so low that the trains in the station Pirmasens North with those from the Pirmasens Hauptbahnhof were combined and about the Biebermühl Railway for rail yard Einsiedlerhof arrived. Freight traffic was finally stopped on January 1, 2002, after Deutsche Bahn had already dismantled the tracks further and terminated sidings in 1999. In the period that followed, an industrial park was built on the site of the former freight yard .

Bus transport

There are bus connections to the Zweibrücken airport , to the university of applied sciences, via the central bus station (ZOB) to Rimschweiler, among others, as well as to the regional buses of Saar-Pfalz-Bus GmbH in the direction of Pirmasens and Homburg. The latter serves as a "rail replacement service" for the Homburg – Zweibrücken railway line , which was closed in 1991 and which could be reactivated in the future by the plans to extend the S-Bahn.

In summary, one can say that the once important and busy train station has hardly played a role since 1989 due to the downsizing of the track systems, the elimination of important connections (e.g. to Homburg) and freight traffic.

Hollywood celebrity

In the 1964 production of the United Artists " Der Zug ", directed by John Frankenheimer with Burt Lancaster , the Wehrmacht wants to bring looted art from Paris to Reich territory. However, by forging the station signs, the Resistance managed to divert the train to a lonely valley in Alsace. This makes Der Zug the only Hollywood production in which Zweibrücken occurs, although in the end it is not Zweibrücken.

literature

  • Hans-Joachim Emich, Rolf Becker: The railways on Glan and Lauter . Self-published, Waldmohr 1996, ISBN 3-9804919-0-0 .
  • 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 .
  • Walter Weber: The Bliestalbahn. From start to finish . Edition Europa, Walsheim 2000, ISBN 3-931773-37-X , p. 59-64 .

Web links

Commons : Zweibrücken Hauptbahnhof  - collection of images, videos and audio files

Individual evidence

  1. ↑ db-netz.de: Overview of the operating points and their abbreviations from Directive 100 . (PDF; 720 kB) Archived from the original on December 22, 2014 ; Retrieved October 24, 2013 .
  2. ↑ a b hs-merseburg.de: Deutsche Reichsbahn - change of station names in 1941 . Retrieved October 23, 2013 .
  3. ↑ vrn.de: Wabenplan , as of October 2017. (PDF; 1.9 MB) Retrieved on December 19, 2018 .
  4. ↑ Zweibrücken Hbf. In: bahnhof.de. Retrieved February 22, 2019 .
  5. ↑ a b denkmallisten.gdke-rlp.de: Informational directory of cultural monuments - district-free city of Zweibrücken . (PDF; 1.3 MB) Retrieved July 22, 2013 .
  6. ^ Map of the Mainz Railway Directorate from January 1, 1940.
  7. ↑ Wolfgang Fiegenbaum, Wolfgang Klee: Farewell to the rail. Disused railway lines from 1980–1990 . 1997, p. 426 .
  8. ↑ Railway Atlas Germany . Schweers + Wall, Eupen 2002, ISBN 3-89494-133-2 , pp. 83 f .
  9. ↑ klauserbeck.de: 4.5 Broken kilometer counting , starting again with 0: Bruchsal - Graben-Neudorf - km 22.048 = km 0.0 - Germersheim - Landau (Pfalz) Hbf - Pirmasens Nord - Rohrbach (Saar) . Retrieved September 12, 2014 .
  10. ↑ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2007, p. 5 .
  11. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 147 .
  12. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 147 f .
  13. ↑ a b c d e f g h i bahnhof-homburg.de: III railway in the neighboring town of Zweibrücken . (No longer available online.) Archived from the original on June 30, 2013 ; accessed on December 19, 2018 .
  14. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 178 f .
  15. ↑ a b c Heinz Sturm: The Palatinate Railways . 2005, p. 189 .
  16. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 59 ff .
  17. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 178 f .
  18. ↑ Wolfgang Fiegenbaum, Wolfgang Klee: Farewell to the rail. Disused railway lines for passenger trains in Germany 1980–1990 . 1997, p. 223 .
  19. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 127 .
  20. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 57 .
  21. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 32 .
  22. ↑ floben.beepworld.de: The history of the Bliestalbahn and surrounding railway lines . Retrieved May 10, 2013 .
  23. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 163 .
  24. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 201 f .
  25. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 87 f .
  26. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 202 f .
  27. ↑ Wolfgang Fiegenbaum, Wolfgang Klee: Farewell to the rail. Disused railway lines for passenger trains in Germany 1980–1990 . 1997, p. 426 .
  28. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 247 f .
  29. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 62 .
  30. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 248 f .
  31. ↑ bahnstatistik.de: Royal Bavarian Railway Directorate Ludwigshafen a. Rhine - Timeline: Establishments - Designations - Dissolutions . Retrieved September 10, 2014 .
  32. ↑ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2007, p. 13 .
  33. ↑ pfaelzischer-merkur.de: To the train of memory! Retrieved September 18, 2014 .
  34. ↑ a b zug-der-erinnerung.eu: Archive . Retrieved September 18, 2014 .
  35. ↑ a b c d e pfaelzer-eisenbahnseiten.homepage.t-online.de: The railway in Zweibrücken in brief . Retrieved July 22, 2013 .
  36. ↑ naturatrails-rlp-saar.de The Hornbachtalbahn . Retrieved October 22, 2013 .
  37. ↑ bahnstatistik.de: railway management Mainz - Timeline: erections - names - resolutions . Retrieved September 10, 2014 .
  38. ↑ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2007, p. 28 .
  39. ↑ pfaelzer-eisenbahnseiten.homepage.t-online.de: Zweibrücken Hbf . Retrieved October 5, 2013 .
  40. ↑ a b stellwerke.de: List of German signal boxes - entries XZ . Retrieved December 12, 2013 .
  41. ^ A b c Wolfgang Fiegenbaum, Wolfgang Klee: Farewell to the rail. Disused railway lines for passenger trains in Germany 1980–1990 . 1997, p. 425 .
  42. ↑ a b Urs Kramer, Matthias Brodkorb: Farewell to the rail. Freight routes 1980 to 1993 . 2008, p. 85 .
  43. ↑ Signal box closed: The last railwayman in Zweibrücken is leaving. In: pfaelzischer-merkur.de . Zweibrücker Druckerei und Verlagsgesellschaft mbH, September 1, 2017, accessed on September 10, 2017 .
  44. ^ A b Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 64 .
  45. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 61 .
  46. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 32 .
  47. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 63 .
  48. ↑ stellwerke.de: list German interlockings - abbreviations . Retrieved December 12, 2013 .
  49. ↑ zw-rail.de: Zweibrücken: | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | . Retrieved September 18, 2014 .
  50. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 60 .
  51. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 60 ff .
  52. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 194 .
  53. ^ Albert Mühl: The Pfalzbahn . 1982, p. 115 ff .
  54. ↑ kbs704.de: Here it goes to the west: The Germersheim-Landau route . Retrieved September 12, 2014 .
  55. ↑ Michael Heilmann, Werner Schreiner : 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 48 .
  56. ↑ 280 Saarbrücken - Zweibrücken - Landau (Palatinate) - Winden (Palatinate) - Karlsruhe (- Munich) . Retrieved September 12, 2014 .
  57. ↑ 280 Saarbrücken - Zweibrücken - Landau (Palatinate) - Winden (Palatinate) - Karlsruhe (- Munich) . Retrieved September 12, 2014 .
  58. ↑ 280 Saarbrücken - Zweibrücken - Landau (Palatinate) - Winden (Palatinate) - Karlsruhe (- Munich) . Retrieved September 12, 2014 .
  59. ↑ Michael Heilmann, Werner Schreiner: 150 years Maximiliansbahn Neustadt-Strasbourg . 2005, p. 122 .
  60. ^ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate (2007) . 2007, p. 51 .
  61. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 254 .
  62. ↑ a b c pfaelzer-eisenbahnseiten.homepage.t-online.de: Zweibrücken Hbf . Retrieved July 22, 2013 .
  63. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 60 .
  64. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 64 .
  65. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 214 .
  66. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 310 .
  67. ^ Fritz Engbarth: 100 years of the Pirmasens-Kaiserlsautern railway connection . 2013, p. 37 ( Online (PDF; 2.6 MB) [accessed on October 23, 2012]).