Kusel train station
| Kusel train station | |
|---|---|
 Kusel train station today
|
|
| Data | |
| Location in the network |
Terminal station (since 1970) Through station (1936–1970) Terminal station (1868–1936) |
| Platform tracks | 2 |
| abbreviation | SKUS |
| IBNR | 8003481 |
| Price range | 6th |
| opening | September 22, 1868 |
| location | |
| City / municipality | Kusel |
| country | Rhineland-Palatinate |
| Country | Germany |
| Coordinates | 49 ° 32 '18 " N , 7 ° 24' 37" E |
| Height ( SO ) | 226 m |
| Railway lines | |
|
|
| Railway stations in Rhineland-Palatinate | |
The Kusel station is the station of the Rhineland-Palatinate city of Kusel and was opened on September 22, 1868 as the terminus of the Landstuhl – Kusel railway line. It belongs to station category 6. It is located in the network area of the Rhein-Neckar transport association (VRN) and belongs to tariff zone 770. The address of the station is Bahnhofstrasse 65 .
With the opening of the full length of the Türkismühle – Kusel railway in November 1936, it then functioned as a through station. After the through traffic there had already come to a standstill in the 1950s, the section between Kusel and Schwarzerden was also closed in 1970 and then dismantled. Since then, Kusel has been the terminus again.
location
Local situation
The train station is located at the eastern entrance to the city. In the immediate vicinity is a department store and a Raiffeisen - Silo . It has a telephone connection, parking spaces, a bus stop and barrier-free access.
Railway lines
The Landstuhl – Kusel railway comes from the east and follows the Kuselbach from Altenglan . From the Rammelsbach train station, it rises to a level of 1: 133. From 1936 to 1970 it went directly to the connection to Türkismühle, on which through-going passenger traffic ended in 1951. The latter crossed the said river immediately after leaving the station in order to run along its orographically left bank.
history
Kusel in the shadow of the Palatinate Ludwigs- and Rhein-Nahe-Bahn
The first efforts aimed at a rail connection in the western North Palatinate mountainous region around Kusel go back to 1856. In the course of the construction of the Rhine-Nahe Railway , the then Bavarian Palatinate suggested that the route at Boos should be led out of the Nahe valley, then along the Glan via Lauterecken and Altenglan, then along the Kuselbach via the small town and St. Wendel respectively along the Oster to Neunkirchen. The reasoning for this variant was based on the fact that it would be shorter and cheaper than a line running along the entire Nahe. For tactical reasons, Prussia was initially open to these plans, because at the same time there was a dispute with the Grand Duchy of Oldenburg about the route within its exclave Birkenfeld . Oldenburg finally gave in and accepted the lines originally championed by Prussia. In addition, the latter wanted such a railway line primarily within its own territory.
The Palatinate Ludwigsbahn Ludwigshafen – Bexbach, which was completed in 1849, and the Rhein-Nahe-Bahn Bingerbrück – Neunkirchen, which has been passable since 1860, touched the northern Palatinate mountains , in which Kusel is located, on the extreme southern and northern edges. Both routes were in close competition with each other. This was made clear by the fact that Prussia built a road to Kusel from Heimbach station on the nearby line in order to divert the traffic flows previously directed towards Ludwigsbahn into its territory. The Heimbach train station initially had the sole purpose of connecting Kusel.
Planning and construction of the Landstuhl – Kusel railway line
In 1863 a memorandum was published in Kusel in which a branch line that was to branch off from the Ludwigsbahn in Landstuhl and run along Mohrbach , Glan and Kuselbach to Kusel was propagated. Among other things, she stated that building a railway could counteract the rather poor economic and social conditions in the region. All municipalities between the two cities had already spoken out in favor of such a railway line. Another argument was the numerous stone deposits on site, which had been used in Paris , among other places .
"From Kusel alone to Landstuhl, Lauterecken and Baumholder-Heimbach there are 8 post coaches a day there and back and this is certainly proof that there is already a lively passenger traffic, which will increase enormously after the construction of a train, as with the current train the roads and other inconveniences, traveling here in this country is by no means counted among the comforts […] In Kusel there is a lively cloth manufacture and stocking knitting, for which besides two waterworks three steam engines are in operation. The Schleip zu Kusel brothers' nail factory employs 600 workers in and around the country and purchases and sends a hundredweight number of irons and nails corresponding to this number of workers, which in some years for the latter alone reached 5 to 6000 hundredweight. Another steam engine is in operation in the mechanical workshop of Christian Zöllner and another one in the steam mill of Abraham Heil zu Bledesbach "
The construction of the 28.7 kilometer stretch from Landstuhl to Kusel was largely uncomplicated. Cuts in the terrain were only necessary at Rammelsbach , whereby the construction workers came across a diorite deposit, which was further mined in the following period and gave rail traffic an additional boost. There, with the so-called Rammelsbacher Tunnel, the largest structure along the route was built. The construction work on the section between Glan-Münchweiler and Kusel was delayed because not enough workers could be recruited. The first freight train ran on August 28, 1868.
Opening and following period
On September 20, 1868, the Landstuhl – Kusel line was officially opened. On this day, a special train also ran from Ludwigshafen to Kusel, whose passengers included officials on the Palatinate railway lines, including the then Bavarian State Minister for Trade and Public Works, Gustav von Schlör . The new railway line was received very positively by the population, as it improved the infrastructure in the rural region northwest of Kaiserslautern .
“The multitude of flags with which the city was adorned, the triumphal gates and tasteful decorations testify that the citizens of Kusel did not underestimate the event. There may have been 10,000 people near the station who waited for hours for the first train to arrive; Finally, at two o'clock the whistle of the locomotive announced the approaching of the guests and at the same time the firecrackers sent them the first greeting. A few moments later the festively wreathed locomotive 'Neustadt' drove up to the station and it was followed by the tastefully wreathed wagons. "
Two days later the route was opened for regular traffic. The new railway line was received very positively by the population, as it improved the infrastructure in the rural region northwest of Kaiserslautern . The route gave the city of Kusel an economic boom.
Establishment of the connection to Türkismühle
As early as the 1860s, a railway committee from Trier advocated a connection from Trier via Hermeskeil and Kusel to Landstuhl. The aim was to better link western and southern Germany by rail. The efforts were unsuccessful, as only the aforementioned rail connection from Landstuhl to Kusel was created. Another committee that had campaigned in the 1890s to close the gap between Kusel and Türkismühle also failed. In the period that followed, a committee appeared with plans for a railway line from Heimbach via Baumholder to Kusel, and there were petitions from several communities such as Kusel and Freisen. In 1910 a committee was founded again for a route from Türkismühle to Kusel, which proposed two different routes: One should run from Kusel via Oberkirchen to Türkismühle and another from Kusel via Oberkirchen to St. Wendel.
After the Saar area was separated from the German Reich in the course of the defeat , the remaining district of Sankt Wendel-Baumholder in particular championed the railway line, as it was no longer part of the German economic area due to the customs border. In 1927 the Association for the Promotion of Railway Construction Türkismühle – Kusel was founded , in which authorities as well as business and municipal associations were active. On March 31, 1931, the project was included in the so-called “Grenzlandprogramm”, although it was initially not clear whether a rail or car connection was to be created in this context. On October 7 of the same year, the Reich Ministry of Transport gave the green light for a railway connection. In addition, the construction of the railway should counteract increasing unemployment. To finance this, the state gave the Deutsche Reichsbahn a loan. In the course of the route construction, the station had to be fundamentally redesigned. Since the line under construction was continuously losing height, especially from Diedelkopf, the level of the line from Landstuhl was only reached in the eastern part of the station. On May 15, 1936, the section from Kusel to Diedelkopf was completed before the entire length of the route was opened to traffic on November 16 of this year.
Second World War and German Federal Railways (1941–1993)
On May 5, 1941, a directory entitled "Vital Trains" was published. This was to prevent the fact that the timetable could often not be adhered to due to the Second World War, which had been raging since 1939 . It included a minimum number of trains that had to be adhered to despite the war conditions. Accordingly, at least four trains per day and direction had to run between Kusel and Türkismühle, three between Kusel and Ottweiler and two between Altenglan and Kusel.
On January 6, 1945, the city of Kusel was the target of bombing aimed at hitting an ammunition train allegedly stationed in the station, but which had already left.
On May 20, 1951, passenger traffic between Kusel and Schwarzerden ended temporarily. On September 12, 1957, there was a strong storm in the region, which caused a freight wagon to set off independently at Kusel station. It was only after a 20-minute drive at Altenglan train station that he was stopped by obstacles . One year later, passenger transport in the direction of Schwarzerden was resumed, but was finally stopped in 1964; freight traffic followed two years later. A flood of the Kuselbach on December 5, 1965 meant that operations between Altenglan and Kusel had to be shut down that evening and the following day. The vehicles stationed in Kusel were therefore transported to Kaiserslautern via Schwarzerden and Neunkirchen. In 1970 the connection to Schwarzerden was finally shut down and dismantling began on January 25, 1971. Since then, Kusel has been the terminus again.
Deutsche Bahn (since 1994)
From January 2000, diesel locomotives of the V 100 , which had been part of the traffic from the 1960s to the end of the 1980s, had to take over the services of the locomotive-hauled trains again for a few months. The reason for this was that the locomotives of the 218 had heated the wagons with the engine running in winter, which a Kuseler citizen who lived in the immediate vicinity of the local train station perceived as noise nuisance. Since he had called on the police to enforce his interests, the V 100 was temporarily reactivated because its engines were quieter.
In the same year, the station became part of the West Palatinate Transport Association (WVV), like the entire West Palatinate , before it merged with the Rhein-Neckar Transport Association (VRN) six years later . In addition, the traffic on the route coming from Landstuhl, which the trans regio operated until the end of 2008 in accordance with the regulations, was tendered for the first time .
In 2007 the platforms were rebuilt to be barrier-free; In this context, the number of station tracks was also shifted to the position of the tracks, the island was replaced by an outside and a so-called "combined platform"; several no longer needed points were dismantled in this context. The conversion costs amounted to 650,000 euros. In addition, the traffic was put out to tender again, as a result of which DB Regio took over the traffic at the end of 2008 and will operate it until at least 2023.
On June 8, 2011, the “Pfälzer Bergland - down and away” mobility center was opened at the train station, which also functions as an information point for tourists. It is located on the premises of Saar-Pfalz-Bus GmbH , which operates the bus routes that approach the train station.
Buildings
Reception building and goods shed
When it opened, the station received a reception building that is stylistically similar to that of other Palatinate stations that were built in the 1860s and 1870s and is accordingly equipped with external plaster. In accordance with the importance of the train station, the gable-facing structure was relatively large. It has two and a half floors that were originally equipped with residential and administrative rooms. Immediately next to him, the station had a two-storey goods shed that was built on the eaves. Both the station building and the goods shed underwent some structural changes in the following decades, during which the latter was also expanded. In the western area, the former had a wooden porch. The station building no longer plays a role in traffic.
turntable
In the course of its opening, the station was given a turntable with a diameter of 10.5 meters. In 1888 the track was expanded; the length of the turntable was extended to twelve meters. After the opening of the route to Türkismühle, one with a diameter of 16 meters was built, but it disappeared again in the 1950s.
Platforms
| track | Usable length | Platform height | Current usage |
|---|---|---|---|
| 1 | 130 m | 55 cm | Regional train towards Landstuhl |
| 2 | 130 m | 55 cm | Regional train towards Landstuhl |
traffic
passenger traffic
When the Landstuhl-Kusel railway line opened, four pairs of trains ran along the route every day. These included two passenger trains and two mixed trains . A train commuted four times between Landstuhl and Kusel. They stayed on the latter overnight. They stayed on the latter overnight. It was not until 1900 that the offer was gradually expanded. After the full length of the Glantalbahn , which ran from Glan-Münchweiler to Altenglan together with the Kuseler line, was opened in 1904, further journeys took place between Altenglan and Kusel, connecting them to the former's trains. Just a few years later, trains were running between Homburg and Kusel, which mainly served the miners from the region around Kusel employed in the Saar region. After the Second World War, in the course of the separation of what is now Saarland, their access was forbidden for the common population.
In 1905 a total of 32,091 tickets were sold at the station, in 1934 there were 52,194. Until the end of the 1930s, the number of tickets increased continuously.
At the beginning of 1936, traffic to the west took place for almost a year as far as Diedelkopf before the entire route to Türkismühle was put into operation at the end of the year. After the full length of the Ostertalbahn, branching off in Schwarzerden, was opened in 1938, there were continuous journeys from Kusel via this route to Neunkirchen , which also primarily served the miners living in the Kusel area.
Although the railway line from Türkismühle in Kusel station immediately merged with that from Altenglan, there were no through trains, with a few exceptions, so that you usually had to change trains in Kusel. For example, there was a continuous connection from Türkismühle to Altenglan only in 1937. In the 1930s in particular, there were several corner connections on the railway lines in the Glan and Lauter catchment area, such as Kaiserslautern – Lauterecken – Altenglan – Kusel.
At least ten pairs of trains have been running between Landstuhl and Kusel since the 1950s. From the beginning of the 1950s, a so-called “city express train” ran between Kusel and Heidelberg in the mornings . As early as 1954 it was downgraded to an express train. In 1979 he was hired.
Since 2006 the route has been integrated into the VRN tariff system as regional train (RB) 67.
| Train type | Route | Clock frequency |
|---|---|---|
| RB | Kaiserslautern - Landstuhl - Glan-Münchweiler - Altenglan - Kusel | hourly |
Freight transport
The Kusel station owed its importance in freight traffic above all to the local industry and the NCO Krüger barracks . Sometimes he also acted as troop trains to the neighboring Baumholder military training area . In 1905 a total of 35,495.11 tons of goods were received or dispatched. Mainly baking bricks , bricks and limestone , malt , flour and mill products, iron fertilizers and fertilizers as well as cement, gypsum and lime were received at the station. Wire and nails, grain and beer played a role in shipping .
In 1920 a local freight train ran from Kaiserslautern to Kusel; there was another between Altenglan and Kusel. There was also a through freight train from Kaiserslautern to Kusel. After the Second World War, the volume decreased continuously. Until the mid-1960s, the Thallichtenberg and Pfeffelbach stations along the route to Türkismühle were operated by transfer trains from Kusel. In the 1990s there was only one transfer train running between Kaiserslautern-Einsiedlerhof station on the Mannheim – Saarbrücken and Kusel railway . In the meantime, the station no longer has any freight traffic, its freight tracks have disappeared.
Bus transport
There is a bus stop at the so-called "Kombibahnsteig".
It is served by the bus routes
- 270 Kusel - Rammelsbach -Altenglan-Patersbach- Bedesbach - Erdesbach - Ulmet - Rathsweiler - Niederalben - Eschenau - Sankt Julian - Glanbrücken - Offenbach am Glan - Wiesweiler - Lauterecken
- 271 Kusel – Rammelsbach – Altenglan – Patersbach – Erdesbach – Ulmet – Rathsweiler – Niederalben – Eschenau – Sankt Julian– Gumbsweiler –Glanbrücken – Offenbach am Glan – Wiesweiler – Lauterecken
- 274 Kusel – Rammelsbach – Altenglan– Welchweiler - Elzweiler - Horschbach - Hinzweiler - Rothselberg / Wolfstein
- 275 Kusel - Rammelsbach - Altenglan - Friedelhausen - Bosenbach - Niederstaufenbach - Eßweiler / Jettenbach (Palatinate) - Rothselberg - Kreimbach-Kaulbach - Olsbrücken / Rutsweiler an der Lauter - Roßbach (Palatinate) - Wolfstein
- 276 Kusel – Rammelsbach – Altenglan– Mühlbach am Glan - Rutsweiler am Glan - Theisbergstegen - Gimsbach - Haschbach am Remigiusberg –Kusel
- 280 Kusel – Diedelkopf– Bledesbach - Konken - Herschweiler-Pettersheim - Ohmbach - Bridges (Palatinate) - Schönenberg-Kübelberg - Waldmohr - Homburg
- 288 Kusel – Diedelkopf – Bledesbach – Konken– Langenbach (Palatinate) –Herschweiler-Pettersheim– Krottelbach - Frohnhofen - Altenkirchen (Palatinate) –Paulengrund – Schönenberg-Kübelberg – Waldmohr – Homburg
- 292 Kusel – Diedelkopf– Ruthweiler - Thallichtenberg - Baumholder / Pfeffelbach - Reichweiler - Schwarzerden - Oberkirchen - Freisen
- 295 City traffic Kusel
All lines are operated by DB Regio Bus Mitte GmbH , a subsidiary of DB.
Remarks
- ↑ The Landstuhl-Kusel railway was originally a continuous kilometer. The station was therefore at 28.7 km. With the opening of the strategic railway, a new kilometer was introduced starting west of Scheidt on the Mannheim – Saarbrücken railway line , which runs via Glan-Münchweiler and Altenglan to Bad Münster. From Landstuhl, the kilometering ends in Glan-Münchweiler. The Altenglan – Kusel section has since started at 0.0.
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 .
Web links
Individual evidence
- ↑ vrn.de: honeycomb plan . Retrieved June 8, 2019 .
- ↑ a b bahnhof.de: station profile > Kusel . Retrieved June 8, 2019 .
- ^ A b c Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 33 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 234 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 70 .
- ^ A b c Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 7th ff .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 10 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 174 f .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 11 .
- ^ A b Heinz Sturm: The Palatinate Railways . 2005, p. 175 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 236 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 236 f .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 45 ff .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 50 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 51 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 53 ff .
- ^ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate (2007) . 2007, p. 78 ( Online (PDF; 6.2 MB) [accessed June 8, 2019]).
- ↑ kaiserslautern-kreis.de: Local public transport and school transport . Retrieved March 9, 2013 .
- ↑ albert-fischer.de: References . Retrieved March 9, 2013 .
- ↑ a b der-takt.de: 05.11.08 - ZSPNV Süd: 140 years of rail traffic between Landstuhl - Kusel . (No longer available online.) Archived from the original on February 25, 2013 ; Retrieved January 2, 2013 .
- ↑ Palatinate Bergland Tourist Information Office “there & away”. Retrieved June 8, 2019 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 100 .
- ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 67 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 35 .
- ↑ deutschebahn.com: Platform information - Kusel station . (No longer available online.) Archived from the original on January 12, 2016 ; Retrieved April 27, 2013 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 34 ff .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 37 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 52 .
- ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 36 .
- ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 45 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 31 f .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 49 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 34 ff .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 54 .
- ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 119 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 40 .
- ↑ timetable download. Retrieved June 9, 2019 .
- ^ Kusel train station. In: Verkehrsverbund Rhein-Neckar. Retrieved September 9, 2019 .