Bedesbach-Patersbach station

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Bedesbach-Patersbach station
Reception building
Reception building
Data
Design Through station
opening May 1, 1904
Conveyance 1989
location
City / municipality Bedesbach
country Rhineland-Palatinate
Country Germany
Coordinates 49 ° 34 '0 "  N , 7 ° 27' 20"  E Coordinates: 49 ° 34 '0 "  N , 7 ° 27' 20"  E
Railway lines
Railway stations in Rhineland-Palatinate
i16 i16 i18

The Bedesbach-Father Bahnhof - to 1910 Bedesbach - was the station of the Rhineland-Palatinate local church Bedesbach . It was located on the Glantalbahn Homburg – Bad Münster, which opened in 1904, along the middle section of the Altenglan – Lauterecken – Grumbach line. As a goods tariff point, it was of great importance due to the neighboring Bedesbach quarry . In 1985 passenger traffic was discontinued, four years later goods traffic. With the start of the trolley operation on the Glantalbahn between Altenglan and Staudernheim, a trolley station was set up in its place.

location

The station was on the southwestern outskirts of the municipality of Bedesbach. Patersbach is already on the other side of the Glans. It was 197.0 meters above sea level between the railway stations Altenglan (km 31.9) in the south and Ulmet (km 60.8) in the north.

The zero point of the railway line is to the west of Scheidt station. From there, the kilometering leads over the existing line that has existed since 1879 or 1895 to Rohrbach , then over the connection via Kirkel and Limbach that existed on January 1, 1904 and then switched to the Glantalbahn. Later the Homburg – Altenglan section was re-kilometered, while the kilometer north of Altenglan remained. According to this, the station is located at 34.4 km from Homburg main station.

history

Unsuccessful efforts to establish a rail link

Although a railway line along the Glan as a connection between the Saar area and the region around Bingen would have been obvious from a geographical perspective, small states prevented a corresponding construction for a long time in the 19th century. The first efforts aimed at a railway connection to the north-western Palatinate go back to 1856. In the course of the construction of the Rhein-Nahe-Bahn , an initiative aimed to set up a route via Lauterecken, Altenglan and Kusel to St. Wendel and Neunkirchen. The efforts were unsuccessful, however, as Prussia wanted such a railway line primarily within its own territory. In the middle and lower Glan valley between Altenglan and Staudernheim, the border between Bavaria and Prussia was very irregular, which was also detrimental to the construction of the railway.

The Landstuhl – Kusel railway was opened in 1868, but it only runs from Glan-Münchweiler to Altenglan along the Glan. This spurred the efforts of the communities in the river valley north of Altenglan to demand a rail connection, which was initially unsuccessful. Initially, the project failed due to different ideas about the interest rate guarantee between Prussia and Bavaria, whose territory the route should touch.

Further development

It was only towards 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.

The Glantalbahn was finally opened on May 1, 1904 on a continuous length; Ulmet was one of a total of 26 en route stations along this new railway line.

A military exercise took place in the Palatinate between September 24 and 27, 1938. Bedesbach-Patersbach was one of the destination stations for the troops from Frankfurt am Main . In the same year, for military reasons, the station was given a loading ramp, which was the longest of its kind along the entire Glantalbahn. During the Second World War it was used to load troops for the Africa campaign .

On May 5, 1941, a directory with the title "vital trains" was published, as the war meant that it was to be expected that it would not be possible to keep to the timetable. For this reason, it included a minimum number of trains. At least four trains should run between Altenglan and Lauterecken.

Loss of importance after the Second World War

After the Second World War, the Glantalbahn steadily lost its importance. As a result, the second track was gradually dismantled. In 1962, the section between Bedesbach-Patersbach and St. Julian was only single-track. Two years later, Bedesbach-Patersbach was next to St. Julian only one of a total of two crossing stations on the Altenglan-Lauterecken-Grumbach section. As early as 1968, the German Federal Railroad (DB) made initial efforts to shut down the Glantalbahn; this failed, however, because of the resistance of the state governments of Rhineland-Palatinate and Saarland. Another application by DB from 1973 to cease freight traffic between Altenglan and Lauterecken on December 31, 1975 was also not successful.

On May 31, 1985, passenger traffic between Altenglan and Lauterecken-Grumbach was discontinued; Most recently, the section of the route was almost exclusively used for school traffic. Although in fact no main line for decades, the Glan-Münchweiler-Odernheim section was officially downgraded to a branch line on September 29, 1985.

On January 6, 1990, the siding of the neighboring quarry was decommissioned. The reason for the termination of this connection on the part of the Federal Railroad was the fact that a renewal of the corresponding track system would have been necessary.

Development since 1991

In 1991 the freight traffic to Ulmet was also stopped. Initially, the DB parked several discarded freight cars on this section before they were taken away again in the summer of the following year due to protests by the residents of Bedesbach. The decommissioning procedure for the Altenglan – Lauterecken section was also initiated in 1992, but this was suspended on December 31, 1993 when DB was converted into Deutsche Bahn AG . On July 6th of the same year, a weed spraying train ran again on the section, which also formed the last continuous train journey. In the following year, there was a chance to reactivate the Glantalbahn between Altenglan and Bedesbach for freight traffic in order to facilitate the removal of gravel. For this reason, engineers from Deutsche Bahn inspected the section of the route in October of that year without the project being implemented in the following period.

In order to prevent the Altenglan– Staudernheim section from being finally closed, including the dismantling of the line, students at the Technical 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. Bedesbach-Patersbach train station has been a draisine station on the Glan route since 2000.

Buildings

The station received a smaller reception building. Like many others along the way, it was a sandstone structure.

traffic

passenger traffic

In 1905 a total of 8117 tickets were sold at Bedesbach-Patersbach 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 Bedesbach-Patersbach, which was also the highest number of people using the station. In the 1930s and World War II there were only six, 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

Bedesbach-Patersbach has always been the most important freight tariff point along the Altenglan – Lauterecken-Grumbach section. In 1905, for example, 7,050.95 tons of goods were received or sold. The volume from the 1920s onwards was mainly carried by the nearby Bedesbach quarry , the sidings of which were located southeast of the station. As a result, block trains loaded with ballast drove away from it for decades , the freight of which served various track construction sites in large parts of Germany. In the Einsiedlerhof marshalling yard on the Mannheim – Saarbrücken railway line, these trains were changed from locomotives in the 1960s. A small locomotive was also stationed in the quarry itself, and after the termination of the siding, it was still - now without function - on site.

In 1920 a local freight train ran from the Ebernburg freight yard on the Alsenz Valley Railway, which supplied all other stations between Lauterecken-Grumbach and Homburg along the Glantal Railway in addition to Bedesbach-Patersbach.

Until around 1980, there was a siding north of the station for the nearby NATO tank farm, which was rarely used, for example when it was very cold in the winter of 1963/1964 and thus the supply of oil was very scarce in southwest Germany was.

literature

  • Hans-Joachim Emich, Rolf Becker: The railways on Glan and Lauter . Self-published, Waldmohr 1996, ISBN 3-9804919-0-0 .

Individual evidence

  1. ↑ Eisenbahndirektion Mainz (Ed.): Official Journal of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz of March 12, 1910, No. 10. Announcement No. 187, pp. 95f (96).
  2. ↑ Wolfgang Fiegenbaum, Wolfgang Klee: Farewell to the rail. Disused railway lines from 1980-1990 . 1997, p. 209 .
  3. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 71 .
  4. ^ Map of the Mainz Railway Directorate from January 1, 1940
  5. ^ A b Wolfgang Fiegenbaum, Wolfgang Klee: Farewell to the rail. Disused railway lines from 1980-1990 . 1997, p. 420 .
  6. ↑ Railway Atlas Germany . Schweers + Wall, Eupen 2002, ISBN 3-89494-133-2 , pp. 83 .
  7. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 69 .
  8. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 7th ff .
  9. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 16 ff .
  10. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 21st f .
  11. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 49 .
  12. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 50 .
  13. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 60 f .
  14. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 64 .
  15. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 117 .
  16. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 66 .
  17. ^ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable 160 Years of the Railway in the Palatinate (2007) . 2007, p. 101 .
  18. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 101 .
  19. ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 36 .
  20. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 49 .
  21. ^ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable 160 Years of the Railway in the Palatinate (2007) . 2007, p. 39 .
  22. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 117 ff .
  23. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 40 .
  24. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 119 .