Dillingen (Saar) railway station
| Dillingen (Saar) | |
|---|---|
 |
|
| Data | |
| Design | Through station |
| Platform tracks | 5 (2 unused) |
| abbreviation | SDL |
| IBNR | 8000075 |
| Price range | 4th |
| opening | December 16, 1858 |
| Profile on Bahnhof.de | Dillingen__Saar_ |
| Architectural data | |
| Architectural style | Neo-renaissance |
| location | |
| City / municipality | Dillingen / Saar |
| country | Saarland |
| Country | Germany |
| Coordinates | 49 ° 21 '9 " N , 6 ° 43' 21" E |
| Railway lines | |
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| Railway stations in Saarland | |
The Dillingen (Saar) station is a passenger station on the Saar line between Saarbrücken and Trier in the Saarland city of Dillingen . A bus station is connected to the train station .
overview
The Dillingen (Saar) train station is located on the western edge of the city center of Dillingen, in close proximity to the post office , the Stummstrasse pedestrian zone , town hall and town hall and is connected to the bus network of the roundabout companies and the regional buses through a bus station. Short-term parking spaces and bicycle parking spaces are available in front of the reception building for private transport.
The train station has a travel center and shopping facilities. A step-free access is to mainly served tracks 1 at the main platform and 4 and 5 on a central platform ensured.
The Niedtalbahn to Niedaltdorf starts at the Dillingen (Saar) train station , on which passenger services to Bouzonville took place until 1945 and at times to Metz . Once a year on Good Friday , this route is again served across the French border to Bouzonville.
history
Preliminary planning
17 years after the royal privileged Ludwigs-Eisenbahn-Gesellschaft , based in Nuremberg and Fürth, opened the first German railway line from Nuremberg to Fürth with steam power for passenger and freight traffic in front of a large audience on December 17, 1835 with a royal Bavarian concession the royal Prussian government in Berlin in 1852 asked the community of Dillingen to deal with a rail link for Dillingen.
The community should cede community land free of charge for a possible route relocation and approve grants for the acquisition of real estate from private individuals in Dillingen. In the reply from the municipal council to Berlin on June 17, 1852, however, Dillingen expressed its negative opinion:
“Considering that since the community is very poor and has many residents, has little community property, the community property located on the railway line is very necessary to be able to plant the necessary fruits for this community, which has a very small ban, including the has to cover the costs arising and incurred during the mobilization period, the municipal council very much regrets not being able to hand over municipal property free of charge and to even go into the aforementioned proposals. "
In 1855 the government in Berlin asked the community of Dillingen again to comment on the construction of a railway line. In the subsequent municipal council resolution of September 6, 1855, the municipality again behaved negatively. No significant advantage is expected from the construction of the railroad, since the agricultural sector is largely oriented and the rural lands are only mutilated and depreciated by the construction of the railways, according to Dillinger's reply to Berlin.
The Dillinger Hütte, which already employed 723 workers with a population of 1731, was vehemently building the railway through Dillingen. In a municipal council meeting on April 30, 1858, the previous negative attitude was abandoned and the municipality of Dillingen gave the railway management "10 acres , 13 rods and 71 feet of common land for 4866 thalers , 26 silver groschen and 10 pfennigs ", and the private owners gave up their land Compensation payments.
Installation
On December 16, 1858, the single-track line from Saarbrücken to Merzig was put into operation by the Royal Prussian State Railway. The line from Merzig to Trier was operational on May 26, 1860. The construction costs amounted to 8,000,000 thalers. The Saarbrücken-Trier line was expanded to two tracks in 1880.
Originally, the route should not follow the Saar , but run along the upper Prims and through the Ruwertal to Trier . After objections from the Mettlach company Villeroy & Boch , Dillinger Hütte and the cities of Saarbrücken and Trier, this plan was dropped.
With the construction of the Palatinate Ludwig Railway by the Palatinate Ludwig Railway Company in the period from 1847 to 1849 and its extension in the years 1850 to 1852 to Neunkirchen , Sulzbach and Saarbrücken in the then Prussian coal district , the technical connection between Dillingen and the Rhine to Mannheim was achieved.
With the construction of the railway line from Koblenz to Trier between 1874 and 1879, Dillingen could be connected to the Middle Rhine region in terms of railway technology. The route was related to the construction of the strategic " cannon railway " from Berlin to Metz in what is now France .
Branch lines and expansion as a railway junction
- Route Dillingen – Dillinger Hütte
By resolution of the Dillingen municipal council on May 23, 1857, a branch of the route from the Dillinger train station to the Dillinger iron and steel works was approved.
- Dillingen – Busendorf – Metz route
The first proposal to build a line from Dillingen to Busendorf (Bouzonville) between the Saar Valley and eastern Lorraine was made in 1878 by the Alsace-Lorraine Commission for the Construction of Local Railways, which, at the suggestion of Chancellor Otto von Bismarck, was made up of representatives of the State Committee and the Railway Administration had been formed. However, the plans only became concrete years later. The subsidies for the construction of around 8.99 million marks applied for by the Reichseisenbahn were approved by the Reichstag in Berlin on March 12, 1897 . With financial support from the municipality of Dillingen, construction of the double-track line from Busendorf in Lorraine to Dillingen began in autumn 1897 . This meant that the city of Merzig could be displaced as the planned connection point for the new line. The construction of the line was completed on July 1, 1901. In addition, a branch track to France was built, which only served military purposes and should be used in a possible war against France. When the First World War broke out , all troop movements from Trier ran on this track towards France.
After the Bous - Teterchen route, the route through the Niedtal was the second railway line between Saar Valley and Eastern Lorraine. The two communities of Busendorf and Dillingen had made particular efforts to build this route. Busendorf wanted a better connection to the Saar valley, and Dillingen was awarded the starting point for the route in the Saar valley for a financial contribution of 25,000 marks. The railway line between Dillingen and Busendorf had two tracks , and from there it was extended to a single track as far as Metz station . The route was also of great economic importance right from the start, as the Dillinger Hütte received its Minette ore supplies from Lorraine this way .
After the Franco-Prussian War of 1870/71, the new imperial border was determined in such a way that large parts of the known minette deposits were in German territory and were now assigned to the realm of Alsace-Lorraine . The geologist Wilhelm Hauchecorne , who was a member of the border regulation commission, had campaigned for this. Although the German authorities granted considerably more mining concessions than the French ones before, ore production hardly increased until 1879. This changed from the 1880s, among other things due to the better development of the Minette area by railways. Drilling in the 1880s revealed that the Minette deposits extended further west than previously thought, increasing in thickness and iron content with increasing depth. By 1909 , 16 mines had been built in the French part of Lorraine, the Meurthe-et-Moselle department , especially in the Briey basin , which mined minette.
While the military use of the railway came to an end with the First World War lost for the German Reich in 1918, the Lorraine ore deliveries continued after the Saar area was annexed to the German Reich in 1935, with the French government until the beginning of the war in 1939 the special right was granted to have the ore trains to Dillingen escorted by French personnel. In the Second World War , the railway bridge on the line across the Saar was destroyed, so that the line to the border at Niedaltdorf station was initially not resumed; a continuous operation to Metz was no longer possible anyway. To this day, freight trains to the Dillinger Hütte run across borders on this route, while passenger transport ends in Bouzonville on the French side and in Niedaltdorf on the German side. Only once a year, during the Good Friday market in Bouzonville, which attracts tens of thousands of visitors from all over the Greater Region, there are three continuous special trains with passenger transport between Dillingen and Bouzonville on Good Friday . The 628 diesel multiple units used reach Siersburg after six minutes, Hemmersdorf after 13 minutes and Bouzonville in France after 31 minutes.
The Bouzonville train station was built around 1900 and is still largely in its original state. The metal covers of the cable harnesses, which were re-laid by the Reichsbahn during the German annexation between 1940 and 1944, are still in the floor of the platforms, labeled in German. The train station between Niedaltdorf and Gerstlingen was also built around 1900 to serve as a stopping point for both villages. In 1918, 1935 and 1945 it became a border station. The building has served as a private residence for around 30 years.
As in several cases of delayed realization of rail projects in the Saar-Lor-Lux area, there was a lack of funding for the Dillingen-Busendorf-Metz project. There were also competing plans: a canalization of the Niedtal valley to create a shipping route between Metz and Dillingen had been discussed for decades before a decision was made in favor of the railway line. The Reichstag dealt with the project for the first time on February 26, 1897. The railway administration pointed out the economic benefit that Dillinger Hütte, for example, would get from it. The smelter owned another ironworks in Redingen and received constant deliveries of ore from Lorraine. The Reichseisenbahn therefore demanded that Dillinger Hütte should contribute a higher amount to the construction costs in accordance with the expected annual freight savings of around 40,000 marks. In the end, the route was financed almost exclusively by the public sector: In addition to the 8.99 million marks of the Reich, the Reichsland Alsace-Lorraine contributed 337,500 marks, the Saarlouis district 224,000 marks, other interested parties 11,500 marks. The Dillinger Hütte was able to amortize its investment of 100,000 marks after two and a half years and has almost exclusively used the route to this day. Part of the population from Bouzonville and the surrounding area commutes to work in Saarland by car today. The wish for a resumption of cross-border passenger traffic with the Saar Valley is expressed in Bouzonville from time to time and reference is made to corresponding efforts, for example on the German side. At the same time, however, people are skeptical that the chances are slim because the SNCF is not interested.
- Dillingen – Primsweiler line
The Dillingen – Primsweiler line began in 1898 and was completed by 1901. At the same time, the Dillingen station was expanded, provided with a railway underpass and promoted from class II to class I, as Dillingen was now the most important junction on the Saarbrücken – Trier line. In 1904 the entire station system was provided with electric light.
First World War and the League of Nations administration
During the First World War , the station had to endure several bomb attacks. On November 21, 1918, French troops occupied the station area. Until 1935, Dillingen was the railroad station in Alsace - Lorraine for the Dillingen – Busendorf line.
National Socialism and World War II
It was not until the annexation to the German Reich after the referendum of January 13, 1935 that the station was reassigned to the Deutsche Reichsbahn. However, the French state railway still had the right to transport ore to Dillinger Hütte.
With the beginning of the Second World War, the population of Dillingen and the surrounding area in the Red Zone was evacuated into the Reich via the Dillingen train station. The station was badly damaged by the explosion of an ammunition train on August 27, 1944. Goods handling and water tower were completely destroyed.
Time after World War II
In 1945 the Dillingen station was under the French railway administration for a short time. On November 20, 1947, the station was subordinated to the newly founded management of the railways of Saarland (EdS) and thus left the association of the Deutsche Reichsbahn. The EdS rail network covered a total of 534 kilometers. In 1956 a modern track signal box was set up in Dillingen and the previous mechanical operation was discontinued.
On January 1, 1957, the Saarland Railways (EdS) were incorporated into the Deutsche Bundesbahn. In 1960 the Saarwellingen-Nalbach station was subordinated to the Dillinger station. From April 28, 1970, the federal railway line between Völklingen and Saarhölzbach, and thus also the Dillingen station, was switched to electrical operation. On May 10, 1972, the work was finished and the line was officially opened by the Saarland Minister-President Franz-Josef Röder and the President of the Deutsche Bundesbahn, Heinz Maria Oeftering, with a trip on a Trans-Europ-Express special train.
Reception building
- First reception building in the arched style
The station building, originally opened in 1858, is no longer preserved. It corresponded to the two-storey building type "rectangle with central projection" with arched doors, rectangular windows on the upper floors, ledge and sill cornices. Round-arched cornices on consoles served as decorations.
- Entrance building in the style of historicism
Since the 1880s, the construction of public buildings and thus also the station building has been dominated by the historicist neo-renaissance . The German or Nordic orientation of this style was particularly preferred. Although train stations were mere useful structures as traffic facilities, they were increasingly seen as “the city's reception buildings”, as the Handbuch der Architektur emphasized in 1911:
“As public buildings in the broadest sense of the word, we have an eye-catching standard for our structural ability. It is therefore justified that in recent times efforts have been made from various sides, even on the part of the state, to give these buildings a characteristic architecture at the same time as fulfilling all requirements for functionality, to fit them in shapes and colors into the landscape or cityscape and, ever according to the importance of the station for the traffic, to increase the impression of its external appearance from the simple and picturesque to the important, powerful and monumental. It is therefore not unjustified if some - in view of the enormous traffic that the railways have to deal with - demand that the station building should be given a downright national character. "
The architect, urban planner and university professor Theodor Fischer expressed himself similarly in a lecture from 1901: "Today the train station has to be called` caput et quasi terminus´ for the modern city. "
Particularly on the Prussian railways, the German Renaissance was clearly given preference for new train stations.
Accordingly, after the round arch style had lost its dominance in German station construction in the 1870s, the station building in Dillingen was completely rebuilt between 1890 and the First World War . The rectangular building complex has irregular projections and is characterized by a complex design. Despite the destruction in the Second World War and structural changes in the post-war period, the Dillingen train station still largely shows its original design.
The floor plan of the northern part of the building is almost square with a front gable-crowned corner projection facing the street, which forms the stairwell. The three-storey sandstone building housed the administration rooms. The hipped roof originally had several dormers. The windows and doors are designed as round or pointed arches.
The center of the reception building is a single-storey, roofed, roofed sandstone building with a protruding entrance area also crowned with a front gable. The high windows close in segmental arches. In the area of the portal, which is also segmented, the risalit is widened in the manner of Gothic buttresses. Originally the portal arch had a tracery insert made of small stone pillars. The tracery insert was removed when a modern door was installed.
The station clock is located above the entrance arch in an elaborately designed frame in the style of the German Renaissance .
To the south of the central part of the building there is another, slightly protruding component which originally ended at the same ridge height as the central part and had a half-hipped roof and half-timbering on the upper floor. After it was destroyed in the war, the upper floor of this component was rebuilt in stone in the 1950s, heightened and plastered.
In addition to the administration building, there was originally a half-timbered building with a half-timbered roof with a crooked hip roof with several small dormers. The picturesque half-timbered building formed a second access to the tracks and the pedestrian underpass. After being destroyed in the war, it was replaced by masonry and plastered buildings.
On the track side, the buildings are provided with a newer protective roof over the platform. A passenger tunnel leads to the two island platforms .
The floor plan has a central, continuous vestibule with a former ticket issuing office adjacent to the north, a lounge and luggage check-in. The station restaurant takes up the entire southern part.
The Dillingen reception building has both Gothic and Renaissance design elements .
traffic
The Dillingen (Saar) train station is part of the Saarland Transport Association (SaarVV) and is located at 411 (Dillingen). It will be served by the following lines in the 2016 timetable :
| Train type | Line designation | course |
|---|---|---|
| RE 1 | Southwest Express | Koblenz Hbf - Cochem - Wittlich Hbf - Trier Hbf - Saarburg (Bz Trier) - Merzig (Saar) - Dillingen (Saar) - Saarlouis Hbf - Völklingen - Saarbrücken Hbf - Homburg (Saar) Hbf - Landstuhl - Kaiserslautern Hbf - Neustadt (Weinstr) Main station - Ludwigshafen (Rhine) center - Mannheim main station |
| RB 70 | Saar Valley Railway | Merzig (Saar) - Beckingen (Saar) - Dillingen (Saar) - Saarlouis - Bous (Saar) - Völklingen - Saarbrücken Hbf - St. Ingbert - Homburg (Saar) Hbf - Landstuhl - Kaiserslautern Hbf |
| RB 71 | Saar Valley Railway | Trier Hbf - Saarburg - Merzig (Saar) - Beckingen (Saar) - Dillingen (Saar) - Saarlouis - Bous (Saar) - Völklingen - Saarbrücken Hbf - St. Ingbert - Homburg (Saar) Hbf |
| RB 77 | Nied railway | Dillingen (Saar) - Siersburg - Hemmersdorf - Niedaltdorf |
literature
- Arrival Saarbrücken Hbf, 150 years of railways on the Saar, ed. v. Head of the State Chancellery - State Archives in collaboration with the Saar History Museum and the Saarbrücken City Archives, edited by Michael Sander, Saarbrücken 2002.
- The romantic Nahe and Saar-Thal, part 2: The Saarbrücker-Trier-Luxembourg railway, without author, Kreuznach 1864.
- Kurt Harrer: Railways on the Saar, Düsseldorf 1984.
- Kurt Hoppstädter: The emergence of the Saarland railways , publications by the Institute for Regional Studies of the Saarland, Volume 2, Saarbrücken 1961, pp. 141–142.
- Aloys Lehnert: History of the City of Dillingen , Dillingen / Saar 1971.
- Dieter Lorig and Franz-Josef Weisgerber: The railways in the Saarlouis district, Erfurt 2016.
- Barbara Neu: Saarland station entrance building in the 19th century, master's thesis ( http://bahnhoefe-im-saarland.2bnew.de/ ).
- Stefan Schwall: "The lands are mutilated by the railroad and are losing value" - Kleine Dillinger Bahnhofs-Chronik, in: Geschichte und Landschaft, supplement to the Saarbrücker Zeitung, 17./18. August 1996.
- Eckhard Seitz: 130 years of Saarbrücken Railway Directorate 1852–1982, beginning and development of state railway administration in southwest Germany, Saarbrücken 1982.
- Engelbert Zimmer: The Saarbrücken Railway Administration through the ages 1847–1957, in: Die Schiene, messages for the Saarland railroader, special issue, 6th year, Saarbrücken 1959.
Web links
- Information on Dillingen (Saar) train station at bahnhof.de
- Tracks in service facilities (SDL) , DB Netz AG (PDF)
Individual evidence
- ↑ Meant are the mobilizations on the occasion of the revolution of 1848 and the German-Danish War from 1848 to 1850.
- ↑ Lehnert, Aloys: "History of the City of Dillingen Saar", Krüger printing works, Dillingen 1968, pp. 558–559
- ^ Lehnert, Aloys: "History of the City of Dillingen Saar", Krüger printing works, Dillingen 1968, p. 559
- ↑ Otto Beck: Description of the administrative district Trier, 3rd volume, Trier 1869
- ↑ Kurt Hoppstädter, The Development of the Saarland Railway Network as a Prerequisite for the Formation of the Economic Area on the Saar, Saarbrücker Hefte, Issue 4, 1956, pp. 62–76
- ↑ Kurt Hoppstädter: The emergence of the Saarland railway network, Saarbrücken 1961
- ^ Lehnert, Aloys: "History of the City of Dillingen Saar", Krüger printing works, Dillingen 1968, p. 559
- ^ Lehnert, Aloys: "History of the City of Dillingen Saar", Krüger printing works, Dillingen 1968, p. 559
- ^ Niels Wilcken: Architecture in the border area, The public building industry in Alsace-Lorraine (1871-1918), Saarbrücken 2000, page 121-136.
- ↑ Helmut Frühauf: Iron Industry and Coal Mining in the Neunkirchen / Saar Area, (Research on German Regional Studies, Volume 217) Central Committee for German Regional Studies, Trier 1980, p. 56.
- ↑ Helmut Frühauf: Iron Industry and Coal Mining in the Neunkirchen / Saar Area, (Research on German Regional Studies, Volume 217) Central Committee for German Regional Studies, Trier 1980, p. 59, p. 74.
- ↑ Stefanie van de Kerkhof: The industrialization of the Lorraine-Luxembourg Minette region, in: Toni Pierenkemper : The industrialization of European mining regions in the 19th century, Stuttgart 2002, pp. 225–276, here p. 271.
- ↑ Helmut Frühauf: Iron Industry and Coal Mining in the Neunkirchen / Saar Area, (Research on German Regional Studies, Volume 217) Central Committee for German Regional Studies, Trier 1980, pp. 75f.
- ↑ Saarbrücker Zeitung of March 28, 2013, archive link ( Memento of the original of October 17, 2014 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Kurt Hoppstädter: The emergence of the Saarland railways, publications by the Institute for Regional Studies of the Saarland, Volume 2, Saarbrücken 1961, pp. 141–142.
- ^ Aloys Lehnert: History of the City of Dillingen, Dillingen / Saar 1971, pp. 558-562.
- ↑ Stefan Schwall: "The lands are mutilated by the railroad and are losing value" - Small Dillinger station chronicle, in: Geschichte und Landschaft, supplement to the Saarbrücker Zeitung, 17./18. August 1996.
- ↑ http://www.saarinfos.de/2011/04/bouzonville-war-ein-tummelplatz-der-nationen/ , accessed on October 11, 2014.
- ^ Lehnert, Aloys: "History of the City of Dillingen Saar", Krüger printing works, Dillingen 1968, p. 560
- ↑ Lehnert, Aloys: "History of the City of Dillingen Saar", Krüger printing works, Dillingen 1968, p. 561
- ↑ Lehnert, Aloys: "History of the City of Dillingen Saar", Krüger printing works, Dillingen 1968, p. 561
- ^ Paul Burgard et al. Ludwig Linsmayer: 50 years of Saarland, From incorporation into the Federal Republic to the state anniversary, (Historical contributions of the Saarbrücken State Archives, vol. 5), Saarbrücken 2007, p. 150
- ^ Ulrich Krings: Bahnhofsarchitektur, Deutsche Großstadtbahnhöfe des Historismus, Munich 1985, p. 64f.
- ↑ Eduard Schmitt: Station building of the stations and platform roofs (platform halls and roofs), Handbuch der Architektur, IV, 2, H. 4), Leipzig 1911, p. 17
- ↑ in: Ulrich Wilhelm Michael Kerkhoff: A turning away from historicism or a path to modernity - Theodor Fischer, Stuttgart 1987, pp. 310–314, here p. 310
- ↑ Mihály Kubinsky: stations in Europe. Your story, art and technology, Stuttgart 1969, p. 133
- ^ Valentin W. Hammerschmidt: Claim and Expression in the Architecture of Late Historicism in Germany (1860-1914), (European University Writings, Series 37, Vol. 3, Frankfurt am Main, Bern, New York 1985), pp. 525-611
- ↑ Ralf Mennekes: The Renaissance of the German Renaissance, (Studies on the international history of architecture and art 27), Petersberg 2005, pp. 177–179
- ↑ Railway stations in Saarland (web archive)
- ↑ Honeycomb plan of the Saarländischer Verkehrsverbund ( Memento of the original from February 22, 2016 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. (PDF; 1.8 MB)
- ↑ Deutsche Bahn: Regional traffic network Rhineland-Palatinate / Saarland ( Memento of the original from March 10, 2016 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF; 231 kB)
