Offenbach-Hundheim train station

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Offenbach-Hundheim train station
Offenbach-Hundheim train station
Offenbach-Hundheim train station
Data
Design Through station
opening May 1, 1904
Conveyance 1995
location
City / municipality Offenbach-Hundheim
Place / district Offenbach am Glan
country Rhineland-Palatinate
Country Germany
Coordinates 49 ° 37 '35 "  N , 7 ° 33' 12"  E Coordinates: 49 ° 37 '35 "  N , 7 ° 33' 12"  E
Railway lines
Railway stations in Rhineland-Palatinate
i16 i16 i18

The Offenbach-Hundheim station was the station of the Rhineland-Palatinate places Offenbach am Glan and dog home, which in 1969 in the course of administrative reform to the new local church Offenbach-Hundheim were merged. It was located on the Glantalbahn Homburg – Bad Münster, which opened in 1904, along the middle section of the Altenglan – Lauterecken – Grumbach line. In 1985 passenger traffic was discontinued, a few 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.

Geographical location

The train station was in the center of Offenbach am Glan . It was 169.7 meters above sea level between the railway stations Niedereisenbach-Hachenbach (km 68.1) in the south and Wiesweiler (km 72.8) in the north.

The zero point of Kilometrierung the railway line is located west of the station Scheidt. From there it 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 kilometer 46.9 when viewed from Homburg main station.

designation

Until 1910 the name of the station was “Offenbach a. Glan ”when it was renamed“ Offenbach-Hundheim ”.

history

Unsuccessful efforts to establish a rail link

The border between Bavaria and Prussia in the Glantal from 1866 to 1945; Offenbach was Prussian, Hundheim, however, Bavarian

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.

Construction and opening

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. Construction of the strategic railway began in the summer of 1902. The eponymous Glan had to be relocated in places. The excavated earth was partially used as a railway embankment.

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

Further development

As early as the beginning of 1904, the Kusel district office applied for the planned Bach Railway to run north from Weilerbach via Essweiler and Jettenbach to Offenbach . In this area, too, a committee was formed that advocated a railway line and argued that the local quarries could only survive through a direct railway connection. In this context, reference was made to the positive development of the Rammelsbach quarry following the opening of the Landstuhl – Kusel railway line . While the Palatinate government was open to the project, it failed in 1908 due to resistance from the state of Bavaria.

In 1914 the station had three main tracks. The length of the sidings was a total of 369 meters.

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.

Loss of meaning and shutdown

After the second track on the St. Julian – Lautertecken-Grumbach section had been shut down and dismantled in 1964, train crossings were still possible for a short time in Offenbach-Hundheim before the corresponding points were also dismantled. From 1965, until it was closed in 1979, the express trains Zweibrücken – Mainz stopped. 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.

Offenbach-Hundheim station was the last freight tariff point between Ulmet and Lauterecken-Grumbach to be abandoned in the second half of the 1980s. In 1992, the decommissioning procedure for the Altenglan – Lauterecken section was initiated, 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 drove the section again, which also formed the last continuous train journey. The shutdown itself came into effect on December 31, 1995.

Alternative to shutdown

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. Offenbach-Hundheim train station has been a draisine station on the Glan route since 2000.

In 2005, the Glan-Blies-Weg , which had opened in stages since 2001, was pulled through Offenbach, which passes the station area and largely uses the former second track of the Glantalbahn.

Buildings

The station received a larger reception building that is now used as a residential building. In addition, he owned a goods shed, a toilet, a signal box, a loading bay, a coal store and a loading ramp. The former serves a company today.

traffic

passenger traffic

In 1905, a total of 15,928 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. Over the next three decades, the number fluctuated between five and seven.

In 1965, two pairs of express trains were set up between Zweibrücken and Mainz, which ran on the Glantalbahn and stopped in Schönenberg-Kübelberg. The initiator of this connection was the then mayor of Zweibrücken, Oskar Munzinger , who at the time was also in the state parliament of Rhineland-Palatinate and wanted to have his two workplaces connected. This is why these trains were popularly known as the " Munzinger Express ". Due to the lack of a connection between Odernheim and Bad Münster, these trains had to go to Staudernheim , turn their heads there and then use the Nahe Valley Railway eastwards . In 1967 there was another couple between Homburg and Gau Algesheim. From 1970 these connections were officially only local express trains before they were completely discontinued in 1979. At the time of the shutdown, three pairs of trains were running on working days.

Freight transport

The station was only of minor importance in freight traffic. In 1905, for example, 3,065.28 tons of goods were received or sold. Around 1920, the Bad Münster-Lauterecken-Grumbach section was operated from the freight station in Ebernburg on the Alsenz Valley Railway , which ran south of Lauterecken as a through freight train to Homburg. In 1972 he received 2,515 tons and dispatched 131. Ten years later, receipts had shrunk to 1,110 tons, but shipping was slightly higher at 170 tons. Nevertheless, at the time of the cessation of passenger traffic, it was the last station between Ulmet and Lauterecken-Grumbach that was served by goods traffic.

literature

  • Hans-Joachim Emich, Rolf Becker: The railways on Glan and Lauter . Self-published, Waldmohr 1996, ISBN 3-9804919-0-0 .
  • Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate (2007) . 2007 ( Online (PDF; 6.2 MB) [accessed September 30, 2013]).
  • Wolfgang Fiegenbaum, Wolfgang Klee: Farewell to the rails. Disused railway lines from 1980-1990 . Transpress Verlag, Stuttgart 1997, ISBN 3-613-71073-0 , p. 207-209 and pp. 417-420 .

Individual evidence

  1. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 71 .
  2. ^ Map of the Mainz Railway Directorate from January 1, 1940
  3. ^ A b Wolfgang Fiegenbaum, Wolfgang Klee: Farewell to the rail. Disused railway lines from 1980-1990 . 1997, p. 420 .
  4. ↑ Railway Atlas Germany . Schweers + Wall, Eupen 2002, ISBN 3-89494-133-2 , pp. 83 .
  5. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 69 .
  6. ↑ 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).
  7. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 7th ff .
  8. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 16 ff .
  9. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 21st f .
  10. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 23 .
  11. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 151 f .
  12. ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 86 .
  13. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 50 .
  14. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 60 f .
  15. ↑ a b c d Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 64 .
  16. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 66 .
  17. ↑ lok-report.de: timing chart Strategic line (selection) . Retrieved October 2, 2013 .
  18. ^ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable 160 Years of the Railway in the Palatinate (2007) . 2007, p. 101 .
  19. ↑ achim-bartoschek.de: Rail route cycling - details - Germany> Rhineland-Palatinate> south of the Nahe - RP 3.08 Glan-Blies cycle path: section Staudernheim - Waldmohr . Retrieved October 2, 2012 .
  20. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 101 .
  21. ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 36 .
  22. ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 49 .
  23. ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 40 .