Hinterweidenthal Ost train station

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Hinterweidenthal Ost
The Hinterweidenthal Ost train station, then Kaltenbach Ost, 1911
The Hinterweidenthal Ost train station, then Kaltenbach Ost, 1911
Data
Location in the network Separation station
Platform tracks 2 (previously 3)
abbreviation SHW
IBNR 8079147
Price range 6th
opening December 1, 1911
Profile on Bahnhof.de Hinterweidenthal_Ost
location
City / municipality Hinterweidenthal
country Rhineland-Palatinate
Country Germany
Coordinates 49 ° 12 '11 "  N , 7 ° 46' 23"  E Coordinates: 49 ° 12 '11 "  N , 7 ° 46' 23"  E
Railway lines
Railway stations in Rhineland-Palatinate
i16 i16 i18

The Hinterweidenthal Ost station - initially Kaltenbach Ost , until 1970 Hinterweidenthal - is one of three stations in the Rhineland-Palatinate community of Hinterweidenthal . It belongs to Deutsche Bahn station category 6 and has two platform tracks . The station is in the network area of ​​the Rhein-Neckar transport association (VRN) and belongs to tariff zone 998.

It was opened in 1911 as a branch station for the newly built Wieslauterbahn to Bundenthal . Its importance has always been as a transfer station between this and the Landau – Rohrbach railway line that has existed in its current form since 1895 . After the cessation of passenger traffic on the former, it functioned exclusively as a depot and freight depot . After the traffic on the Wieslauterstrecke was reactivated at the weekend in 1997, it had train stops again, which, however, again only serve to switch to the mainline. It is therefore not served outside of the branch line's operating hours. His address is Kaltenbach 15 .

location

The station is located around two kilometers northeast of the settlement area of ​​the local community Hinterweidenthal. The Landau – Rohrbach railway runs in this area from east-northeast to west. The branching off Wieslauterbahn is parallel to this, but has a gradient into the lower valley of the Lauter . Bundesstraße 10 and the neighboring Horbach are also parallel to both routes .

history

Origin of the station and first decades

In the course of the opening of the “Südpfalzbahn” line from Landau to Zweibrücken in 1875, a train station was built near the hamlet of Kaltenbach , which was then part of Wilgartswiesen . It was named Hinterweidenthal-Kaltenbach in accordance with its importance for the nearby community of Hinterweidenthal .

In the period that followed, plans were concretized to build a railway line in the Wieslautertal. While some plans provided for one to branch off from the main line at Kaltenbach, there were also efforts to extend the Winden – Bad Bergzabern railway line , which had existed since 1870, to Dahn . From the Bavarian side there were again plans for a route from Weißenburg via Dahn and Lemberg to Pirmasens . As this turned out to be too expensive, the decision was made to build a branch line. The railway station in Kaltenbach seemed unsuitable as a branch station due to the unfavorable topographical conditions, which is why a new station was built around two kilometers east of it under the name Kaltenbach Ost , which served to connect the branch line. The latter was opened on December 1, 1911 together with the "Wieslauterbahn", which leads to Bundenthal-Rumbach. The opening train left the station at nine o'clock.

During this time, the station was administered by the Zweibrücken Operations and Building Inspectorate and was part of the Kaltenbach Railway Maintenance Department . As early as 1914 it was renamed Hinterweidenthal , while the nearby train station of the municipality of the same name, located further south, was given the name Hinterweidenthal Ort .

In 1922 the station was incorporated into the newly established Ludwigshafen Reich Railway Directorate . A year later employed at the station railway workers were the carried out in the course of France, to 1924 permanent director operation reported. Then they returned. In 1935, the Reichsbahn equipped the station with Bruchsal signal boxes and new signaling technology. With effect from April 1, 1937, in the course of the dissolution of the Ludwigshafen management, he moved to the area of ​​responsibility of its Saarbrücken counterpart and the Works Office (RBA) Zweibrücken.

Further development

The German Federal Railroad (DB), which was responsible for rail operations from 1949, incorporated the station into the Mainz Federal Railway Directorate , which allocated all the railway lines within the newly created federal state of Rhineland-Palatinate . On September 24, 1966, regular passenger traffic on the Wieslauterstrecke was discontinued. The Bundenthaler excursion train , which runs on Sundays and public holidays , was retained for the time being as a concession to the population, who had vehemently protested against the closure. The station was renamed again on September 27, 1970, this time in Hinterweidenthal Ost , since the station in Kaltenbach was henceforth called Hinterweidenthal . Sometimes the names "Hinterweidenthal Betriebsbahnhof" or "Rangierbahnhof ´Hinterweidenthal" were also used. In the course of the gradual dissolution of the Mainz management at the beginning of the 1970s, its counterpart in Saarbrücken was again responsible for the station with effect from August 1, 1971. The Bundenthaler was also discontinued in May 1976.

In 1995 freight traffic on the Wieslauterbahn came to a standstill. Two years later, passenger traffic was reactivated at the weekend. Since then, trains have stopped at the station to change trains. Outside the Wieslauterbahn's operating hours, however, there is no service to the Hinterweidenthal Ost train station. In 2000, like the whole of the West Palatinate , the station was initially part of the West Palatinate Transport Association (WVV); In addition, the tariff of the Rhein-Neckar transport association (VRN) has been extended to include the Dahn / Hauenstein / Hinterweidenthal area. In 2006 the WVV finally merged with the VRN. In October 2003, two points in the station were renewed, which meant that during this time rail traffic on the Wilgartswiesen – Münchweiler section was interrupted. In April 2010 the same was done with the main track, which is why all trains passing through had to use the siding.

Buildings

Replacement signal in the train station

Reception building

Since the station was only built in the course of the construction of the Wieslauterbahn, the style of the station building differs significantly from its counterparts at the other stations between Landau and Zweibrücken. It stands at the eaves to the tracks and has a mansard roof and four dormers on the track side. When it was built, it was given a platform tunnel, which is still there today, despite the removal of the track system.

Signal boxes

The station had a total of two signal boxes, one in the east of the station and one in the west. They are now out of order. Since the 1990s, the station has been controlled from the Hinterweidenthal stop two kilometers to the west on the route from Landau to Rohrbach using a push-button interlocking of the type Sp Dr S60.

Investments

The station was initially equipped with a total of six tracks. Below them were a passing track and four sidings. As a result of the cessation of freight traffic in the mid-1990s, four of the six tracks were dismantled in the period that followed. Previously, the station had primarily been used to park freight cars that were no longer needed. Originally it had shape signals, which have since been replaced by light signals.

traffic

passenger traffic

The first timetable of the branching Wieslauterbahn recorded a total of four pairs of trains. Due to its function as a railway junction, it was also used by express trains to stop along the main line. In 1914 there was a pair of trains between Landau and Bundenthal-Rumbach , which formed the forerunner of the excursion train later known as the "Bundenthaler". In addition, a train stopped in the morning that went as far as Munich and drove the car that began in Paris and those that reached Salzburg .

On weekends, the Wieslauterbahn train service was usually a little more diversified in the following decades. The Bundenthaler began in Ludwigshafen in the 1930s . During the Second World War, traffic on the Wieslauterbahn was temporarily suspended because it was located within the red zone . At that time there were trains on the main line, some of which only ran between Landau and Hinterweidenthal or Pirmasens Nord and Hinterweidenthal. In the 1950s it drove between Landau and Hinterweidenthal as an express train and only served the stations Landau West Albersweiler , Annweiler am Trifels and Wilgartswiesen. On the rest of the way he drove to all the train stations. At the same time, the train station also stops the long-distance train pair from Munich to Saarbrücken . Local trains often stopped at him for around ten minutes. Despite its name, the Bundenthaler ended up as a curiosity in the last few years before he was hired at Dahn station , where passengers had to change to a train from Saarbrücken that also ran exclusively on Sundays to Bundenthal-Rumbach .

In the first years after the reactivation of passenger transport on Sundays and public holidays in 1997, two pairs of trains ran, the number of which was later increased to four. On this occasion, the Bundenthaler was also reactivated, which initially only ran from Neustadt. A few years later, his route was extended in an easterly direction to Mannheim . Since then, the train has been divided at Hinterweidenthal Ost station; while one part goes to Bundenthal-Rumbach, the other goes to Pirmasens main station . Trains on the Landau – Rohrbach line stop at the station only when the branch line is open.

Freight transport

Before the Second World War, a class I shunting locomotive was stationed in the station for freight traffic . Since the station became part of the Saarbrücken management in 1971, it has been served from Pirmasens Nord , whereby the freight trains on site to operate the Wieslauterbahn had to change direction. Before that, it was operated from Landau. The only exception were the tank trains to the Hinterweidenthal tank farm, which ran from Karlsruhe via Landau. From the end of the 1980s, the branch line was used increasingly rarely and the freight trains only run as far as Hinterweidenthal Ort.

Web links

Commons : Bahnhof Hinterweidenthal Ost  - Collection of images, videos and audio files
  • Fritz Engbarth: 100 years of railways in Wieslautertal . 2011 ( Online (PDF; 2.7 MB) [accessed December 12, 2013]).

Individual evidence

  1. ↑ michaeldittrich.de: IBNR online search . Retrieved December 12, 2013 .
  2. ^ Vrn.de: Regional rail network and honeycomb plan . (PDF; 1.9 MB) (No longer available online.) Archived from the original on September 27, 2013 ; Retrieved October 17, 2013 .
  3. ↑ a b c d e f vergessene-bahnen.de: Hinterweidenthal Ost - Dahn . Retrieved December 12, 2013 .
  4. ^ Station profile> Hinterweidenthal Ost. In: bahnhof.de. Retrieved February 15, 2019 .
  5. ↑ a b Fritz Engbarth: 100 years of railways in Wieslautertal . 2011, p. 6th ff .
  6. ↑ Heinz Sturm: The Palatinate Railways (=  publications of the Palatinate Society for the Advancement of Science . Volume 53 ). pro MESSAGE, Ludwigshafen am Rhein 2005, ISBN 3-934845-26-6 , p. 267 .
  7. ↑ a b Fritz Engbarth: 100 years of railways in Wieslautertal . 2011, p. 17 .
  8. ^ Albert Mühl: The Pfalzbahn . 1982, p. 38 f .
  9. ^ Fritz Engbarth: 100 years of railways in Wieslautertal . 2011, p. 7 .
  10. ^ Royal Bavarian Railway Directorate Ludwigshafen a. Rhine - Timeline: Establishments - Designations - Dissolutions. In: bahnstatistik.de. Retrieved June 4, 2015 .
  11. ^ Royal Bavarian Railway Directorate Ludwigshafen a. Rhine - Timeline: Establishments - Designations - Dissolutions. In: bahnstatistik.de. Retrieved December 12, 2013 .
  12. ↑ a b queichtalbahn.npage.de: Chronicle from 1947 to 1994 . Retrieved August 14, 2015 .
  13. ↑ Wolfgang Fiegenbaum, Wolfgang Klee: Return to Rail - Reactivated and New Lines in Passenger Traffic 1980-2001 . 2001, p. 142 .
  14. ^ A b Klaus-Detlev Holzborn : Railway Reviere Pfalz . 1993, p. 118 .
  15. ↑ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2007, p. 28 .
  16. ↑ bahnstatistik.de: railway management Mainz - Timeline: erections - names - resolutions . Retrieved December 12, 2013 .
  17. ↑ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2007, p. 40 .
  18. ↑ queichtalbahn.npage.de: Chronicle of time from 2000 to today . (No longer available online.) Archived from the original on September 29, 2015 ; accessed on August 14, 2015 .
  19. ↑ a b c Fritz Engbarth: 100 years of railways in Wieslautertal . 2011, p. 12 .
  20. ↑ a b queichtalbahn.npage.de: picture gallery . Retrieved August 14, 2015 .
  21. ↑ stellwerke.de: www.stellwerke.de - List of German interlockings - He-Hz entries . Retrieved August 14, 2015 .
  22. ↑ queichtalbahn.npage.de: Chronicle from 1994 to 2000 . Retrieved August 15, 2015 .
  23. ↑ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2007, p. 11 .
  24. ^ Fritz Engbarth: 100 years of railways in Wieslautertal . 2011, p. 19 .
  25. ^ Fritz Engbarth: 100 years of railways in Wieslautertal . 2011, p. 21st f .
  26. ^ Fritz Engbarth: 100 years of railways in Wieslautertal . 2011, p. 26th ff .
  27. ↑ queichtalbahn.npage.de: Course book pages in pictures and writing. Retrieved August 15, 2015 .
  28. ↑ wieslauterbahn.info: Over 100 years of history ... The Wieslauterbahn from the first plans to today . (PDF) Retrieved December 10, 2013 .
  29. ^ Fritz Engbarth: 100 years of railways in Wieslautertal . 2011, p. 55 .
  30. ↑ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2007, p. 50 ff .