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Diese Website verwendet Cookies. Dresden bietet Interessierten auch eine Auswahl an Erwischte. In this section of the line, the new track, which was built in the s, is used.
It runs on a different elevation and has a more even slope, thus avoiding the steep ascending gradient to the tunnel of the old track.
From Kaiserslautern Hauptbahnhof to the abandoned Gelterswoog station the line is located within the boundaries of the urban district of Kaiserslautern and from Karlsthal to Schopp in the district of Kaiserslautern.
In addition, there were trains running between Pirmasens and Waldfischbach and between Kaiserslautern and Schopp.
Improved performance in the s led to two express train pairs on the Pirmasens—Kaiserslautern—Mainz route, one of them continuing to Frankfurt am Main.
Express trains ran through to Darmstadt , Frankfurt and Wiesbaden in the s. The last had been running to Dortmund since the end of the s.
There were continuous connections between Bingen and Pirmasens from to The service was carried out in the form of local freight trains from Einsiedlerhof marshalling yard.
The gradient on the line south of Pirmasens Nord required the returning freight trains to brake shortly before leaving Pirmasens Hauptbahnhof.
In freight transport, which was discontinued in , Pirmasens Nord station served as a distribution station for freight trains, which were divided into several individual trains.
One served Pirmasens, another the railway stations between Kaiserslautern and Pirmasens Nord. The Palatine Railway operated tender locomotives with five coupled axles of the T 5 class, built by Fa.
Nevertheless, the latter decided to sell them in and thus before they were redesignated. Subsequently, Prussian class T In they returned to handle the Pirmasens Nord—Pirmasens Hbf section as part of the Roten red Zone the militarised zone near the French border.
They were temporarily sent back to Geislingen after the invasion of France, but returned a year later until the end of the Second World War.
Otherwise Prussian and Palatine steam locomotives dominated freight traffic. Passenger services in the early years were mostly hauled by locomotives of classes Prussian P 8 and Prussian T 18 and later by classes 38 and From , passenger services were operated by new class two-car diesel multiple units.
They last ran between Pirmasens Nord and Kaiserslautern in Further south, they ran from Landau for another decade, before they disappeared there as well in The steam locomotives were replaced from the s by diesel locomotives of the classes V , V 60 , and V The latter hauled services on the Pirmasens—Frankfurt route.
From , passenger services were operated by new class 2 diesel multiple units. Not until half a year later was the line extended to Frankenstein, making the line from Rheinschanze to Bexbach operable throughout.
In spite of its importance, it did not become a railway junction until with the opening of the Kaiserslautern—Enkenbach railway , which served as a connection to the Alsenz Valley Railway and the Donnersberg Railway Donnersbergbahn.
It received a new entrance building in It was abandoned in the mids, but was re-activated a decade later. Hohenecken station served the Hohenecken district of Kaiserslauter and was located at the southern edge of the settlement.
In addition, it had a crossing loop, which had since been dismantled. In June , it was announced a new halt would be opened under the name of Kaiserslautern-Hohenecken.
The halt of Gelterswoog , in the area of Gelterswoog—still in the city of Kaiserslautern—was used exclusively for recreational traffic.
It was opened on 28 August It was subsequently abandoned in due to low patronage. The halt of Karlsthal was situated in the municipality of Stelzenberg.
Like the halt in Gelterswoog, it was primarily used for recreational traffic, in this case to the nature reserve in the nearby Karlstal , which is immediately adjacent to the east.
It has also been abandoned, but tour groups can still use it on request. Schopp station is located on the north-western edge of the built-up area of the municipality of Schopp.
At its opening, it had signals and a crossing loop. Its entrance building, which was built in a traditional style with a hip roof and an open waiting area, dates back to around and is heritage listed.
The former station of Steinalben is located on the northern outskirts of Steinalben. It has since been reclassified as a halt.
In addition, it is to be provided with a bus station and a commuter car park. Waldfischbach station is located on the north-western edge of Waldfischbach.
Like its counterpart in Schopp, it has a crossing loop and an entrance building. The latter, however, is no longer used for railway operations and has been owned by Heimbetriebsgesellschaft Pfalzblick since 1 September It has a mechanical signal box designated as Wf that is still in operation; it was built in and is staffed by a train dispatcher.
The halt of Burgalben was abandoned in the s because of low traffic volumes. There are attempts in the political domain to reactivate it. It therefore acts mainly as a transfer station.
The connection to Kaiserslautern was established from to It was not until that it was given the name Pirmasens Nord , although it was never at any time in the territory of Pirmasens.
Pirmasens Hauptbahnhof is located about one kilometre north of central Pirmasens. Despite its name, it has always been the only station in the town.
Around the turn of the century, the station was rebuilt as it was rundown. It received, among other things, a new entrance building. Pirmasens station was officially renamed Pirmasens Hauptbahnhof main station from Pirmasens Bahnhof station in In April , it also received a locomotive depot with a coal loading facility, which was administered as a branch of the Kaiserslauten locomotive depot.
Since it was badly damaged during the war, it was rebuilt from the s onwards. Since the s, its importance has steadily declined.
Over this period, freight transport declined and was finally abandoned. The station was rebuilt around the turn of the millennium and the number of platforms was reduced to three.
This work was officially completed on 22 November In August , due to the erosion of an embankment, diesel locomotive derailed and crashed into the Moosalb near Schopp.
From Wikipedia, the free encyclopedia. Lauter Valley Railway to Lauterecken-Grumbach. Landau—Rohrbach railway from Rohrbach. Queich Valley Railway to Landau.
Retrieved 30 April Archived from the original on 16 October Retrieved 1 May
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Sections of this page. Email or Phone Password Forgot account? See more of Casino Queen Marquette on Facebook. In , another proposal for a route was put forward, which was largely followed by the current route.
The proposed connection between Kaiserslautern and Pirmasens was not considered by the Ministry of Trade to be useful because of the difficult topography and the thin settlement.
There were intense discussions in the town. Some members of the town council argued that a branch line would significantly weaken the town.
There were two options under discussion. The first would have involved a station built in the Dankelsbach Valley; this would have required careful tunnelling under the town.
It was dropped quickly. The second ran further south via Ruppertsweiler with a station near Niedersimten. The Bavarian government, however, favoured the connection by means of a branch line.
The majority of the town council finally voted The planning of what was intended to be a single-track line, however, suffered from an error. Due to its very late rise out of the Steinbach Valley, the crest of the line would only be reached at the beginning of the tunnel at the entrance to Pirmasens.
As a result, trains that were brought to a halt at the end of the climb or in the tunnel could not be started again. See also Further developments section.
Like the South Palatine Railway, the main line to Pirmasens mainly served freight transport. However, the efforts to extend the Pirmasens line to the Kaiserslautern did not end.
A year later this was forwarded to the government in Munich. Thereupon a meeting took place in the Kaiserslauter Fruchthalle, which resulted in a protest against this position.
This led to several proposals on how to progress the matter. On 29 May a law was passed on "the development of railways of local importance in the Palatinate", which guaranteed railway construction.
After about one year of construction, the corresponding 5. The gap was closed on 1 August , when the Waldfischbach—Kaiserslautern section was completed.
In , the line was integrated into the newly founded Reichsbahndirektion Ludwigshafen railway division of Ludwigshafen.
In , the so-called Regiebetrieb military operation commenced, which meant that the railway was operated by the French military until the beginning of In addition, it was decided to build a second track a separate route to improve operations between Pirmasens North and the Hauptbahnhof.
A total of three options were available. One would have passed through Petersberg and would not have needed a tunnel. The second would have run parallel to the existing line, which it would have crossed shortly before Fehrbach Tunnel and would have then climbed through a metre-long tunnel.
The third option, which was finally implemented by the Reichsbahn, ran almost parallel to the old line, but started climbing earlier towards Pirmasens and thus obtained a more even and gentler slope.
It has a tunnel that runs parallel to the original one. This was commissioned in ; the construction costs amounted to 5. At the end of the Second World War, the original valley track Talgleis of the southern Pirmasens Nord-Pirmasens Hauptbahnhof section was broken in four places as a result of the fighting.
These problems were quickly resolved. There was more damage between Waldfischbach and Steinalben, so that through operations between Pirmasens and Kaiserslautern were not restored until There was a great increase in passenger traffic.
In , the newer mountain track Berggleis was re-activated on the southern section of the line, the reconstruction of which had been long delayed.
Steam operations on the line ended on 25 September In the s, the closure of the halts of Galgenschanzem Hohenecken , Karlsthal and Burgalben followed.
In the same year, interregional traffic ended on the neighbouring Landau—Rohrbach railway. Just before the railway reform, its possible reactivation including the costs incurred had been investigated.
In this context, the Galgenschanze halt was reactivated. The freight yard in Pirmasens was closed in December ; it was then dismantled along with its tracks.
Since 14 December , the line has been part of the so-called Westpfalz-Netz Western Palatinate network.
This meant, for example, that from 7: Kaiserslautern-Hohenecken halt was to have been reactivated on 11 December Since the city of Kaiserslautern has not yet provided any funds, construction work has been postponed.
In addition, the reactivation of the valley track between Pirmasens Nord and Pirmasens Hauptbahnhof has been discussed, as the mountain track has reached the limit of its capacity.
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