Bierbach train station

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Bierbach
Bierbach stop with the former station building in the background
Bierbach stop with the former station building in the background
Data
Operating point type Stopping point (since 2000)
through station (1996–2000)
crossing station (1920–1996)
touch station (1879–1920)
separation station (1877–1879)
through station (1866–1877)
Platform tracks 1
abbreviation SBI
IBNR 8000357
Price range 7th
opening November 28, 1866
location
City / municipality Blieskastel
Place / district Bierbach
country Saarland
Country Germany
Coordinates 49 ° 15 '43 "  N , 7 ° 16' 55"  E Coordinates: 49 ° 15 '43 "  N , 7 ° 16' 55"  E
Railway lines
Railway stations in Saarland
i16 i16 i18

The Bierbach train station has been a stopping point in the town of Bierbach, which belongs to the Saarland town of Blieskastel , since 2000 . It belongs to station category 7 of Deutsche Bahn AG , has a platform track as a system stop and is located in tariff zone 529 of the network area of ​​the Saarland Transport Association (SaarVV).

It was built in 1866 as a through station for the Würzbachbahn between Schwarzenacker and St. Ingbert, which still exists today in its former form . With the opening of the Bliestalbahn from Zweibrücken to Sarreguemines it became a terminal in 1879. Since the traffic flows later changed, especially with the creation of the Saar area or today's Saarland , it became a crossing station by linking the two routes. When the Bliestalbahn was shut down in 1991 and the section to Schwarzenacker and on to Homburg opened as part of the Würzbachbahn , it became a through station. Today it is only a stop on the Landau – Rohrbach railway line, which has existed in its current form since 1895 .

location

Local situation

Bierbach station from the south

The stop is on the southern outskirts of Bierbach not far from the town center. Parkstrasse runs in a semicircle to the north of the train station, and in both directions ends in Pfalzstrasse , which runs roughly parallel to the railway line . The Glan-Blies-Weg also runs parallel to the route south of the train station . The Blies flows further south and meanders very strongly in this area. The eastern part of the station is crossed by the Bierbach, which flows into the Blies a short time later.

Railway lines

The Landau – Rohrbach railway line, which has existed in its current form since 1895, runs from northeast to southwest within Bierbach. The historic Würzbachbahn , which is identical to the former east from Niederwürzbach to Bierbach, led in a northerly direction to Schwarzenacker, while today's route to the east via Einöd finally reaches Zweibrücken. The now decommissioned and dismantled Bliestalbahn ran parallel on one and from 1888 to 1945 on two tracks to the route to Rohrbach or St. Ingbert until shortly before Lautzkirchen, before turning south and continuing to follow the course of the Blies.

The station was built as part of the Schwarzenacker – St. Ingbert and was initially at about 16.97 kilometers. The Bliestalbahn was originally a kilometer from Zweibrücken; accordingly, the station was located at 6,864 km. As the train station became part of a main line on the Bruchsal - Germersheim - Landau - Zweibrücken - Rohrbach route over the decades, a new line of kilometers was laid out in the early 20th century that began on the Germersheimer Rheinbrücke on the border between Baden and Bavaria; accordingly, the station was henceforth located at route kilometers 103.21. After the creation of the Saarland after the Second World War , the changed traffic flows were taken into account and in 1951 new kilometers were introduced starting at Homburg Central Station, which ran via Schwarzenacker and Bierbach. From then on, the station was at 9,110 km.

history

Creation of the routes around Bierbach

At the beginning of the 1860s, plans were in progress according to which a railway line should initially be built on the shortest route from St. Ingbert to Homburg. However, in the period that followed, the communities along the Blies and Würzbach rivers submitted several requests to enforce a route across their area. Thereupon fierce discussions broke out. Homburg and St. Ingbert demanded a direct connection, as the variant along the two rivers mentioned would be more expensive. The Palatinate Railway Directorate finally gave the go-ahead for the longer route on November 20, 1864. The line was to branch off the existing railway to Zweibrücken in Schwarzenacker and reach St. Ingbert via Bierbach, Lautzkirchen and Hassel. The approval by the Palatinate Ludwig Railway Company took place on December 23, 1864. On February 13 of the following year, the Bavarian King Ludwig II approved the construction of the line. The Schwarzenacker – Hassel section was opened on November 28, 1866, and the gap to St. Ingbert was closed on June 1, 1867.

On April 29, 1869, the Royal Bavarian State Ministry granted the concession to plan a railway line through the Bliestal . The Franco-Prussian War of 1870 and 1871 brought the company to a standstill. The train station initially played no role in the planning, especially since the closest train station to the Bliestal was in Lautzkirchen. Initially, the plan was to build a new branch station immediately east of the previous Lautzkirchen station. However, this failed for several reasons. The city of Blieskastel protested against it because of the relatively long distance to its urban area. In addition, there was a disagreement with an affected property owner regarding the price for the assignment of the required land. For this reason, the Bierbach train station should serve as a branch station. In addition, at the instigation of the responsible engineer, a link through the line to Zweibrücken was brought into play. As far as Einöd , it should run parallel to the route to Homburg, with a connecting curve at Ingweiler between Einöd and Bierbach being created. The decisive factor for this was the fact that the line was to serve as a conceptual continuation of the Landau – Zweibrücken line, which was also being built at that time. To the southwest of Bierbach, the route was to continue south to Sarreguemines - formerly Sarreguemines.

By October 15, 1877, the Zweibrücken – Bierbach section was completed to enable trains on the Zweibrücken – St. Ingbert route. On March 1, 1879, goods traffic was opened on the remaining route, and restricted passenger traffic was approved three days later. One month later, on April 1st, the regular timetable came into effect. This made Bierbach a station of contact.

Further development (1879–1945)

In order to meet the military requirements, the Bliestalbahn was expanded to double tracks in 1888. As a result, the station received new signals for exit and passage. He also received a baggage stall that cost 1,500 marks. At the beginning of the 20th century, Bierbach came under the responsibility of the Blieskastel railway maintenance office. Later this was relocated to the Bierbach train station, as this represented a railway junction, while Blieskastel itself was always just a through station. In the meantime, the area of ​​responsibility of the railway maintenance department has expanded to include the maintenance of the tracks up to just before Zweibrücken and Rohrbach, including most of the Ingweiler triangle between Einöd and Bierbach and the northern part of the Bliestalbahn.

After the outbreak of the First World War in 1914, 50 military trains drove per day from Germersheim via Landau and from there via Zweibrücken through the station, 30 of them went to Saarbrücken and 20 to Saargemünd. Accordingly, the scheduled traffic came to a standstill.

After the German defeat in World War I, the station was added to the newly created Saar area with effect from March 10, 1920 , which the victorious powers placed under the administration of the League of Nations for a period of 15 years . From then on the Saareisenbahn was responsible for him , which had emerged from the former Prussian Railway Directorate Saarbrücken. Among other things, this meant that the trains of the Bliestalbahn from now on preferred to run to Homburg. In the course of the reorganization of the Saar area on March 1, 1935, the Reichsbahndirektion Saarbrücken was responsible for the station from now on .

In the course of the construction of the West Wall and then in the Second World War, the railway station gained great importance due to its function as a railway junction, especially since it was used to transport troops in the direction of Würzbachtal. During this time it was subordinate to the Homburg machine office, including the railway maintenance department . The station itself was the target of several bombing attacks during the war from 1943 to 1945, causing damage to the community.

Post-war period (since 1945)

After the Second World War, Bierbach again became part of what is now Saarland . From then on, the "Saarland Railways (SEB)" - known as the Saarland Railways (EdS) from 1951 onwards - were responsible for the station . The renewed separation of the region also meant that the Bliestalbahn trains ran permanently from 1950 to and from Homburg. When the Saarland was reintegrated into Germany, the EdS became part of the Deutsche Bundesbahn (DB), which had existed since 1949, on January 1st, 1957. From then on, the latter was subordinate to the Federal Railway Directorate Saarbrücken, which emerged from the EdS . For decades, trains were only allowed to enter the Bierbach station at a speed of 45 kilometers per hour. This changed with the commissioning of a new track diagram interlocking in the reception building. This enabled a station entrance between 60 and 80 kilometers per hour. At the beginning of the 1970s, the railway maintenance department was incorporated into that of Homburg. After 1976 this was again taken over by the company in St. Ingbert and later by Saarbrücken.

Passenger traffic on the Blies route and that in the north to Homburg ended on May 31, 1991. Freight traffic followed on September 28 of that year, the official shutdown came into effect on April 1, 1996, making Bierbach from then on exclusively a through station. By May 1997 the tracks between Bierbach and Reinheim and between Schwarzenacker and Bierbach were dismantled and three years later they were converted into a cycle path.

In 2000, the DB announced plans to overhaul the outdated track systems, which were also classified as no longer roadworthy. This included refurbishing the main track, but in this context dismantling the two remaining station tracks including the associated switches and thus dismantling the station to the stop. The latter measure resulted from the fact that train crossings on site were not an operational necessity. In addition, due to its plan to go public, DB was forced to cut costs at this point. The construction work took place on a weekend in early April of that year. During these two days, rail traffic between Rohrbach and Zweibrücken was idle. Three years later, the control panel in the station building, which had existed since 1969 and had since become inoperative, was taken out of service. The station has not been occupied since then, so that it was subsequently sold to a private person.

Buildings

Reception building

The reception building dates from 1890 and replaced its predecessor from 1866. Its design is rather simple as it had no representative function. It is a rectangular building with an eaves gable roof, with the western part being designed as a hipped roof . The eastern part of the building contains a risalit .

In August 1969, a Lorenz brand (Alcatel SEL), type 30 track plan pushbutton interlocking was put into operation in the building. It was the same for the Einöd , Lautzkirchen and Schwarzenacker stations and operated five barriers and eight signal boxes. At the time, this technology was considered an innovation.

Other structures

For decades the station had two signal boxes called Bierbach Bf and Bierbad Süd due to its status as a railway junction . In the course of the double-track expansion in 1888, they were initially modified and supplemented. They were demolished in the course of the construction of the push button interlocking in 1969. In 1959 a new goods shed was built, which, like the buildings of the now abandoned railway maintenance office, still existed around the turn of the millennium.

Investments

After the full length of the Bliestalbahn was put into operation, the station had extensive track systems. In connection with the commissioning of a track diagram interlocking, the superstructure had to be changed. The double crossing switches, for example, have been expanded. From October 1968 he received new points. In addition, light signals replace the previous form signals. At the beginning of the 1970s, the station had a total of ten tracks, which were a total of 5350 meters long. There were also 13 signals, 21 points, 48 ​​routes for trains and 41 trips for shunting maneuvers. In addition, he had a 1.09 kilometer long siding of the Dingler works. In the following decades the number of tracks was reduced to three and since 2000 there has only been one.

traffic

passenger traffic

In the first few years after the station opened, three pairs of trains ran between Homburg and St. Ingbert. After the Bliestalbahn was opened in March 1879, there was only limited passenger traffic for the first four weeks. The trains ran from and to Zweibrücken. At the beginning of the 20th century, the Bliestalbahn had a total of ten pairs of trains that were under-utilized.

After the First World War, as a result of the creation of the Saar area, local trains from Saarbrücken mainly went to Zweibrücken, while the Bliestalbahn trains ran to and from Homburg. From 1952 the passenger trains of the latter only reached Reinheim, as the traffic to Sarreguemines became less important as a result of the permanent addition of the Lorraine stretch to France. During the Second World War, 90 passenger trains ran through the station every day. During this time he was also a stop on the front holiday trains on the Paris – Frankfurt – Berlin and Calais – Lille – Sarreguemines – Frakkfurt routes. At the beginning of the 1970s, 63 passenger trains ran on the route.

As of 2014, Bierbach station is only served by local rail passenger transport:

Regional train Saarbrücken  - St. Ingbert  - Rohrbach  - Bierbach  - Zweibrücken  - Pirmasens Nord  - Pirmasens Hauptbahnhof , which runs every hour.

Freight transport

A major customer in freight transport was a local Dinglerwerk . In 1886 372.98 tons of goods were received or dispatched at the station, 180 tons of which were coal. It increased continuously in the two decades that followed. In 1895 there were already 441.31.94 tons, 360 tons of which were coal. In addition, the approximately 8,000 fathoms of wood from the state forest were largely loaded in Bierbach. In 1894, the station was also given a military ramp, which two years later was extended by 100 meters.

Early 20th century sailed freight trains of relations Saarbruecken Germersheim, Homburg-St. Ingbert – Zweibrücken, Zweibrücken – St. Ingbertund Homburg – Saargemünd the subway stations the train station. In the course of the construction of the west wall , freight traffic increased enormously; accordingly there was a lot of activity on the ramp and on the unloading track. During this time, around 100 wagons were unloaded every day at Bierbach station. During the war, 90 freight trains run through the station every day. In the early 1970s, 21 freight trains drove through the station.

literature

  • 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 .
  • Walter Weber: The Bliestalbahn. From start to finish . Edition Europa, Walsheim 2000, ISBN 3-931773-37-X .

Web links

Commons : Bahnhof Bierbach  - Collection of images, videos and audio files

Individual evidence

  1. ↑ Overview of the operating points and their abbreviations from Directive 100. (PDF; 720 KiB) In: db-netz.de. Archived from the original on December 22, 2014 ; Retrieved October 18, 2013 .
  2. ↑ Honeycomb plan. In: saarvv.de. Archived from the original on October 29, 2013 ; Retrieved October 25, 2013 . Info: The archive link was 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.saarvv.de
  3. ↑ 4.9 Broken odometer counting, starting over with 0: Saarbrücken Hbf - km ?? = km 0.0 - St. Ingbert - Bierbach - Homburg (Saar) - Bad Munster am Stein. In: klauserbeck.de. Retrieved August 5, 2014 .
  4. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 169 .
  5. ↑ 4.5 Broken kilometer counting, starting with 0: Bruchsal - Graben-Neudorf - km 22.048 = km 0.0 - Germersheim - Landau (Pfalz) Hbf - Pirmasens Nord - Rohrbach (Saar). In: klauserbeck.de. Retrieved August 5, 2014 .
  6. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 213 .
  7. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 165 f .
  8. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 167 f .
  9. ↑ a b The history of the Bliestalbahn and surrounding railway lines. In: floben.beepworld.de. Retrieved May 10, 2013 .
  10. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 86 .
  11. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 151 .
  12. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 127 .
  13. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 57 .
  14. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 87 .
  15. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 202 f .
  16. ↑ a b From the environment; Train stations and track systems around Homburg. In: bahnhof-homburg.de. Archived from the original on February 4, 2014 ; Retrieved September 18, 2014 .
  17. ^ A b Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 170 .
  18. ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 266 .
  19. ^ Map of the Mainz Railway Directorate from January 1, 1940
  20. ^ Albert Mühl: The Pfalzbahn . 1982, p. 145 .
  21. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 48 .
  22. ^ Heinz Sturm: History of the Maxbahn 1855-1945 . In: Model and Railway Club Landau in der Pfalz e. V. (Ed.): 125 years of Maximiliansbahn Neustadt / Weinstrasse-Landau / Pfalz . 1980, p. 62 .
  23. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 38 .
  24. ↑ a b c Royal Direction of the Saarbrücker Railway - Timetable Establishments - Designations - Resolutions. In: bahnstatistik.de. Retrieved September 18, 2014 .
  25. ^ A b c Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 52 .
  26. ^ A b c Walter Weber: The Bliestalbahn. From start to finish . 1996, p. 70 .
  27. ^ A b c Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 206 .
  28. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 54 .
  29. ↑ Urs Kramer, Matthias Brodkorb: Farewell to the rail. Freight routes 1980 to 1993 . 2008, p. 87 .
  30. ↑ Urs Kramer, Matthias Brodkorb: Farewell to the rail. Freight routes from 1994 to today . 2008, p. 85 .
  31. ↑ Railway Atlas Germany . 10th edition. Schweers + Wall, Cologne 2017, ISBN 3-921679-13-3 .
  32. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 270 ff .
  33. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 278 f .
  34. ↑ Photos. In: floben.beepworld.de. Retrieved October 27, 2013 .
  35. ↑ a b List of German signal boxes - Beo-Bk entries. In: stellwerke.de. Retrieved October 27, 2013 .
  36. ↑ Bierbach. In: bahnhoefe-im-saarland.2bnew.de. Retrieved September 10, 2014 .
  37. ^ List of German signal boxes - Abbreviations. In: stellwerke.de. Retrieved October 27, 2013 .
  38. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 204 .
  39. ^ A b Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 330 .
  40. ^ A b c Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 69 .
  41. ^ The railroad in and around Niederwürzbach. In: saarlandbilder.net. Retrieved August 5, 2014 .
  42. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 194 .
  43. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 218 .
  44. ^ Walter Weber: The Bliestalbahn. From start to finish . 2000, p. 214 .
  45. ^ Albert Mühl: The Pfalzbahn . 1982, p. 142 .