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.
It is largely surrounded by forest over the whole route. It leaves both lines and runs south to enter the Hohenecken Forest Hohenecker Wald.
In doing so, it grazes the eastern edge of the districts of Vogelweh and Hohenecken. The late closing of the gap between Kaiserslautern and Waldfischbach had the advantage, from a transport point of view, that the line was designed and built without level crossings with a state route built parallel to the line.
After it has passed Gelterswoog , it follows the Aschbach to the mouth of the Moosalb at the western end of Karlstal. Shortly before Schopp it crosses federal highway and runs along the Moosalb via Steinalben to Waldfischbach, where they meet the Schwarzbach valley Schwarzbachtal.
The line crosses the Schwarzbach three times before it reaches Pirmasens Nord. The remaining almost seven kilometres of the line is built through relatively steep terrain.
Just before the terminal station of Pirmasens Hauptbahnhof, the line passes through the metre-long Neue Fehrbacher Tunnel.
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 Hier zeigt sich, welche james bond casino royale aston martin Wege bei der Gestaltung eines Entertainmentcenters gegangen werden.
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