Niedereisenbach-Hachenbach train station

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Niedereisenbach-Hachenbach
Entrance building of the station
Entrance building of the station
Data
Design Through station
Price range 6th
opening May 1, 1904
Conveyance July 6, 1992
location
City / municipality Glan bridges
Place / district Niedereisenbach
country Rhineland-Palatinate
Country Germany
Coordinates 49 ° 36 '53 "  N , 7 ° 31' 53"  E Coordinates: 49 ° 36 '53 "  N , 7 ° 31' 53"  E
Railway lines
Railway stations in Rhineland-Palatinate
i16 i16 i18

The Niedereisenbach-Hachenbach train station was the train station for the villages of Niedereisenbach and Hachenbach on the Glantalbahn , which were merged in 1969 as part of the administrative reform of the Rhineland-Palatinate to form the new local community of Glanbrücken . The train station in the Niedereisenbach district was opened in 1904 and closed in 1992. Passenger traffic ended as early as 1985. Since the station had previously been abandoned as a freight tariff point, it was henceforth without regular traffic. Since 2000, when the Glantalbahn between Altenglan and Staudernheim was converted into a trolley line, the Glanbrücken trolley station has been located in its place . The former station building is also a listed building .

location

The train station was in a central location within the Niedereisenbach district between St.Julian (km 42.2) in the south and Offenbach-Hundheim (46.9) in the north. It is 175.4 meters above sea level.

history

Unsuccessful efforts to establish a rail link

As early as 1856, in the course of the project planning for the Rhein-Nahe-Bahn, efforts by a committee were made to run the route along the Oster , the Kuselbach and then in a northerly direction along the Glan . This failed because Prussia wanted to have the railway line within its own territory for as long as possible. A route in the catchment area of ​​the Glantal would have meant that the route would have led over large parts of Bavarian territory , which was not in the Prussian interest. In 1868 the Landstuhl – Kusel railway was opened, but it only ran from Glan-Münchweiler to Altenglan along the Glan. Its concession already spurred the efforts of the communities in the river valley north of Altenglan to demand a rail connection. On September 7, 1871, a committee met in the Meisenheim to discuss the plans drawn up by engineers for such a route. However, the routing worked out at that time differed in places from the route actually carried out later. The said committee finally issued a memorandum on January 27 of the following year , in which both the economic and the military importance of a railway line along the Glan was highlighted. However, these efforts were initially also unsuccessful, as the project failed due to different ideas about the interest guarantee between Prussia and Bavaria.

Planning, construction and opening

It was not until the end of the 19th century that Bavaria revised its negative attitude towards a strategic railway line along the entire Glan, as German relations with France had meanwhile deteriorated. The strategic track should Homburg from under shared the Landstuhl-Kusel railway on the section Glan-Münchweiler-Altenglan and run from Lautertal from coming distance from Lauterecken to Bad Munster, with the progression from Odernheim on the right bank of the Nahe should orient . At the same time, it was planned to double-track the existing Lauterecken – Odernheim line.

Construction of the strategic railway began in the summer of 1902. On October 27 of the same year, the Mannheim-based company Grün & Bilfinger began construction work on the section of line from Sankt Julian to Lauterecken. In the catchment area of ​​Niedereisenbach, the Glan and a parallel street had to be relocated; a new river bed was specially dug for the former. The excavated earth was used as a railway embankment to prevent the railway line from being affected by flooding of the Glan, which mainly occurred in spring in its central section. The corresponding work was carried out by day laborers from Italy .

Due to the weather, the work had to be interrupted in December and only resumed in spring 1903. Most of the superstructure on the Eschenau – Lauterecken section was completed on January 21, 1904. The Glantalbahn was finally opened on May 1st of the same year on a continuous length; Niedereisenbach-Hachenbach was one of a total of 26 en-route stations along this new railway line.

Further development

On May 5, 1941, a directory entitled "Vital Trains" was published. Its purpose was that due to the war it was to be expected that the timetable could not be adhered to. For this reason, it included a minimum number of trains that had to be complied with. Accordingly, at least four trains had to run between Altenglan and Lauterecken-Grumbach.

After the Second World War , the Glantalbahn lost its importance. From 1947 to 1949, a freight train with passenger transport ran between Altenglan and Lauterecken-Grumbach three times a week .

At the beginning of the 1960s the station was no longer manned, but the signal systems remained and were switched through. After the traffic on the Odernheim – Bad Münster section had been discontinued in 1961 due to its minor importance, the Altenglan – Meisenheim section was gradually reduced to a track in the 1960s. In 1962, on the Altenglan-Lauterecken-Grumbach section, passenger traffic was also stopped on Sundays. Two years later, the second track between Sankt Julian and Lauterecken-Grumbach was shut down and then dismantled; as a result, train crossings were no longer possible in Niedereisenbach-Hachenbach. At the end of the 1960s, the German Federal Railroad (DB) tried for the first time to initiate a closure procedure for the railway line, but the state governments of Rhineland-Palatinate and Saarland prevented this. The DB made a renewed attempt in this regard in 1973. This time their efforts were aimed at, among other things, stopping freight traffic between Altenglan and Lauterecken-Grumbach on December 31, 1975.

Closure and conversion to a trolley line

On May 31, 1985, passenger traffic between Altenglan and Lauterecken-Grumbach was stopped. Most recently, the section of the route was almost exclusively used for school traffic. Since the Niedereisenbach-Hachenbach station, like the neighboring Niederalben-Rathsweiler , Eschenau (Palatinate) and St. Julian stations, had already been closed as goods tariff points, it was henceforth without regular train services. On September 29, 1985, the railway line between Glan-Münchweiler and Odernheim was officially downgraded to a branch line, a status that had in fact existed for decades.

In 1991, the Deutsche Bundesbahn initiated a decommissioning procedure for the section from Altenglan and Lauterecken-Grumbach, which was initially suspended due to the conversion of the former into Deutsche Bahn at the turn of the year 1993/1994. Also in 1992, the weed spraying train was the last train on the Altenglan-Lauterecken-Grumbach section. The traffic suspension came into effect on December 31, 1995.

In order to prevent the Altenglan– Staudernheim section of the route from being finally closed, including the dismantling of the route, students at the University of Kaiserslautern had plans to set up a railroad handrail on the Glantalbahn between Altenglan and Staudernheim . Among the supporters of this project was the Kusel district administrator Winfried Hirschberger , who finally succeeded in making it come true in 2000. The Glanbrücken draisine station on the Glan route has been located at the former Niedereisenbach-Hachenbach train station since 2000 .

Buildings

The reception building - a rectangular building -, the one-storey warehouse including the ramp and the toilet block are under monument protection. These buildings, completed in 1904, characterize the townscape and have the address Glantalstraße 7/9 . The station building was - like most of its peers along the railway - made of sandstone from the immediate region. After the Federal Railroad had sold the station buildings along the route after the cessation of passenger traffic, the station building came into private ownership and was restored in this context.

The station had a house platform and a central platform until the 1960s. The former was 165 meters and the latter 205 meters. The goods shed was 7.50 meters long, 4 meters wide and 3.45 meters high.

traffic

passenger traffic

In 1905, a total of 8191 tickets were sold at Niedereisenbach-Hachenbach station. With the continuous opening of the Glantalbahn, the station was approached by five pairs of trains. By the outbreak of World War I , the number increased to six, only to halve after the end of the war. In 1929 ten pairs of trains stopped at Niedereisenbach-Hachenbach, which was also the highest number of people using the station. In the 1930s and World War II there were only six pairs of trains, and immediately afterwards three. For the next three decades the number ranged from five to seven; At the time of the shutdown, three pairs of trains were running on working days.

Freight transport

The station had a loading ramp and corresponding loading tracks for freight traffic . Like most train stations on the Altenglan – Lauterecken-Grumbach section, Niedereisenbach-Hachenbach did not play a major role in freight transport. In 1905, for example, only 8,675 tons of goods were received or sold. In 1920 a local freight train starting at Ebernburg station on the Alsenz valley railway served all stations of the Glant valley railway between Lauterecken-Grumbach and Homburg. Meanwhile, after the end of the Second World War, freight traffic fell significantly. In 1972, 1406 tons were received, ten years later it was only 584; the station no longer played a role in shipping in the 1970s.

literature

Individual evidence

  1. ↑ a b denkmallisten.gdke-rlp.de: Informational directory of cultural monuments - Kusel district . (PDF; 1.5 MB) Retrieved January 12, 2013 .
  2. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 71 .
  3. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 16 ff .
  4. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 21st ff .
  5. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 50 .
  6. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 52 f .
  7. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 60 f .
  8. ↑ Wolfgang Fiegenbaum, Wolfgang Klee: Farewell to the rail. Disused railway lines from 1980-1990 . Transpress Verlag, Stuttgart 1997, ISBN 3-613-71073-0 , p. 209 .
  9. ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 64 .
  10. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 66 f .
  11. ↑ lok-report.de: timing chart Strategic line (selection) . Retrieved December 12, 2012 .
  12. ^ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate (2007) . 2007, p. 101 ( Online (PDF; 6.2 MB) [accessed November 13, 2012]). Online ( Memento of the original from December 13, 2015 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  @1@ 2Template: Webachiv / IABot / www.zspnv-sued.de
  13. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 22 .
  14. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 105 .
  15. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 85 .
  16. ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 36 .
  17. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 49 .
  18. ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 40 .