Schönenberg-Kübelberg station
| Schönenberg-Kübelberg station | |
|---|---|
 Entrance building of the station
|
|
| Data | |
| Location in the network |
Intermediate station (1904–1981) Terminal station (1981–1989) |
| Design | Through station |
| opening | May 1, 1904 |
| Conveyance | May 31, 1981 (passenger traffic) July 1, 1989 (freight traffic) |
| location | |
| City / municipality | Schönenberg-Kübelberg |
| country | Rhineland-Palatinate |
| Country | Germany |
| Coordinates | 49 ° 24 '17 " N , 7 ° 22' 32" E |
| Railway lines | |
|
Homburg – Bad Münster (km 10.5) (closed) |
|
| Railway stations in Rhineland-Palatinate | |
The Schönenberg-Kübelberg station was a station on the Glantalbahn in Schönenberg , which served to develop the places Schönenberg and Kübelberg , which were merged to form the new local community Schönenberg-Kübelberg in the course of the Rhineland-Palatinate administrative reform in 1969 . It was put into operation in 1904 with the continuous opening of the Glantalbahn from Homburg to Bad Münster . As such, it was the most important intermediate station in the Homburg– Glan-Münchweiler section . Due to the temporary separation of the Saar area or today's Saarland , it also functioned as a customs station from 1920 to 1935 and from 1947 to 1959.
Passenger traffic ended in 1981 and freight traffic in 1989 . Since the Glantalbahn between Waldmohr and Glan-Münchweiler was dismantled and the route was converted into a cycle path , it has no tracks. The station area forms a so-called " monument zone " and as such is under monument protection .
location
The station was located on the southwestern outskirts of Schönenberg not far from the town center. It was 255.1 meters above sea level between the Jägersburg train stations (km 6.2) in the south-west and Sand (km 11.9) in the north-east. Since the latter was only in operation from 1962 to 1976, the Elschbach station in the east was at the time of opening. The Glantalbahn, which had already been dismantled in this area, ran from west-south-west to east-north-east. The eastern area of the area is bridged by the local Bahnhofstrasse .
At the time the Glantalbahn opened in 1904, the line was part of a kilometer stretch that began west of Scheidt station and ran over the existing line to Rohrbach that had existed since 1879 and 1895 , followed by the connection that had been in place since January 1, 1904 and was also built for strategic reasons included via Kirkel and Limbach and then switched to the Glanstrecke. The station was at 34.2 km. Since the Scheidt-Homburg section was the shortest connection between Homburg and Saarbrücken and became part of the Mannheim-Saarbrücken main line , the Glantalbahn was later re- routed to Altenglan , which has since had its zero point in Homburg and after which the Schönenberg-Kübelberg station at kilometer 10, 5 lay.
history
Railway projects around Schönenberg
Although a railway line along the Glan as a connection between the Saar area and the region around Bingen am Rhein would have been obvious from a geographical perspective, the small states in the 19th century prevented a corresponding construction for a long time. Because in the lower Glan valley between Altenglan and Staudernheim, the border between Bavaria and Prussia was very irregular.
After the Landstuhl – Kusel railway line, opened in 1868 and following the course of the Glan from Glan-Münchweiler to Altenglan, was granted a license, efforts to build a line through the entire Glan valley were given renewed impetus. After the Franco-Prussian War of 1870 and 1871, when France had to cede Alsace and Lorraine to Germany, there were also military reasons for such a railway line. It was resolutely championed by Prussia in particular. A first draft was made in 1871, which essentially corresponded to the later course, but was shorter. Another argument in favor of the railway construction was to create the shortest possible connection between Homburg and Bingen. A connection to the Palatinate Ludwigsbahn in Bruchmühlbach or Hauptstuhl was considered.
From 1880 the project of a rail connection from Trier through the Hochwald to the Ludwigsbahn was pursued. In this context, several committees brought very different variants into play. One should lead to Türkismühle , another in turn via Baumholder to Kusel, to meet the route from Landstuhl there. An additional route that was being considered was a route further south via Wadern , Mettnich , Theley , Oberthal , St. Wendel , Werschweiler , Frohnhofen , Altenkirchen , Dittweiler , Schönenberg and Miesau to Bruchmühlbach. From Altenkirchen it would have run along the Kohlbach; Schönenberg was to have a train station on the northern outskirts, 260 meters above sea level. However, the plans did not prevail; only the Hochwaldbahn , which opened in 1889, emerged from these efforts.
Construction and opening of the Glantalbahn
It was not until the end of the nineteenth century that Bavaria gave up its resistance to the construction of a strategic railway, as Franco-German relations had deteriorated significantly in the meantime. The Metz fortress was already connected by several railways, but the connection from the Rhine was very difficult. After a variant running south-east was eliminated, the plans envisaged building a main line from Mainz via Bad Münster along the Glans, using the Kuseler route between Altenglan and Glan-Münchweiler, also via Schönenberg, Homburg, Scheidt and Saarbrücken.
On January 27, 1898, Bavaria approved the planning of the route from Bad Münster to Scheidt. As a strategic railway, it was built on two tracks from the outset in accordance with a state treaty concluded between Bavaria and Prussia on November 13 and 16, 1900. The southern section Homburg-Glan-Münchweiler was 19.5 kilometers long and cost 5.48 million Reichsmarks; Schönenberg-Kübelberg became one of a total of 26 subway stations on the Glantalbahn, which opened in full length on May 1, 1904.
Further development (1920–1980)
With the separation of the Saar area in 1920, Schönenberg-Kübelberg was the first station of the newly founded Deutsche Reichsbahn along the Glantalbahn from the south . Accordingly, on-site customs controls took place for trains from the north, which did not cease until 1935 when the Saar region was reorganized. A military exercise took place in the Palatinate between September 24 and 27, 1938. Schönenberg-Kübelberg was one of the destination stations for the troop trains from Frankfurt am Main . On March 16, 1945, there was a bombing raid on the train station, after attacks on it had started in autumn 1944.
From 1947 onwards, customs controls were again set up at the station, again as a result of the separation of what is now Saarland from Germany, since Schönenberg-Kübelberg was the first station in the newly formed state of Rhineland-Palatinate from the south . This also had the consequence that the traffic between Glan-Münchweiler and Homburg continued to decrease, as the traffic flows increasingly concentrated in the direction of Kaiserslautern. Only a few pairs of trains drove on this section of the route, exclusively for the workers employed in Saarland. At that time, the Glantalbahn was the least frequented double-track line in southwest Germany. Only when the Saarland was economically reintegrated into Germany did the controls cease to exist in 1959.
In 1960, the second track between Jägersburg and Schönenberg-Kübelberg was dismantled , for which there was no longer any operational demand. Thereafter, the section Schönenberg-Kübelberg-Glan-Münchweiler was reduced to one track. 1967 was the last time a train crossing took place in the station; in the following years it was reduced to a stop; there were coverage signals built for the railroad crossing.
Shutdown
On May 31, 1981, passenger traffic between Homburg and Glan-Münchweiler ended after it had only comprised a single train. All operations between Schönenberg-Kübelberg and Glan-Münchweiler were shut down. In 1984 the loading tracks in the station were renewed. On May 23 and 24, 1987, another special company train ran from Schönenberg-Kübelberg, the route of which led via Schwarzerden and Freisen to Hermeskeil. Originally only planned on the second date, it was decided at short notice to allow the trip to take place one day in advance due to the high demand.
The station could no longer be reached from Glan-Münchweiler. After the final closure of the station in 1989 the demolition was carried out of the route track between Waldmohr and Schoenberg Kübelberg two years later driving from July 22, 1991. This increase was mainly the community Waldmohr been because they wanted to tear an overpass at their entrance to trucks which To allow passage.
In 1994 a committee was formed in Schönenberg with the long-term goal of reactivating the Glan Valley Railway between Homburg and Glan-Münchweiler. In this context, the tracks between Homburg and Waldmohr should be maintained and the route from Waldmohr should not be broken up. So plans arose to create a cycle path on it.
On May 18, 2002, between Waldmohr and Glan-Münchweiler, the Glan-Blies-Weg, a cycling and hiking trail, was opened, the completion of which took place gradually between 2001 and 2006.
Buildings
The entire station area forms a monument zone that includes Bahnhofstrasse 48 and 52. This includes, on the one hand, the reception building, on the other hand, with the urinal and storage building, two outbuildings and the platform. The station hotel is also part of the complex.
Since the station was one of the larger and more important along the Glantalbahn, this was reflected in the size of the reception building. It bears the house number 52 and is a sandstone block structure, which was essentially built in the years 1903 and 1904; the dwelling was not built until after 1920. Characteristic of the station building are a hard stone wall plinth, an unplastered quarry stone masonry and relief arches over the windows and doors. It also has a staircase that leads into a small gable. At the side there is an extension with one and a half floors.
The station hotel is a sandstone-framed half-hipped roof building from 1908. In the 1930s, the station also had wooden platform barriers.
traffic
passenger traffic
Long-distance transport
Neither the line to Kusel nor the Glantalbahn had significant long-distance traffic in the course of their history. Nevertheless, the Calais-Wiesbaden-Express ran in 1926 and 1927 - but only in the direction of Wiesbaden - via the Glantalbahn. This train also stopped in Schönenberg-Kübelberg.
Local transport
In the first year of operation, four trains ran between Homburg and Glan-Münchweiler in the direction of Bad Münster and four in the direction of Homburg. Only three pairs of trains ran from Homburg to Bad Münster, the rest only between Homburg and Altenglan. In 1905, a total of 32,292 tickets were sold at Schönenberg-Kübelberg station. In 1934 the number rose to 91,230. Just a few years later, trains were running between Homburg and Kusel , which mainly served the miners from the region around Kusel employed in the Saar region. From 1948, in the course of the separation of what is now Saarland from Schönenberg-Kübelberg, their access to the common population was forbidden.
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.
In 1980 there was only one train left between Homburg and Glan-Münchweiler, which ran to Bingerbrück . At the time of the discontinuation in 1981, the route of the last train that ran in the morning was Zweibrücken - Sobernheim . Schönenberg-Kübelberg was at that time only one of a total of two remaining intermediate stations on the Homburg-Glan-Münchweiler section; the others had already been abandoned for lack of profitability.
Freight transport
The station has always been of great importance in freight traffic. He owned a small goods shed and a loading dock. There was a long loading platform south of the goods shed. The local Raiffeisen warehouse was also located on the site of the train station. At first everything indicated that Schönenberg-Kübelberg would already have a siding at the time of opening. Two entrepreneurs from Homburg had plans to open a champagne factory on site. They had already acquired seven hectares of land from the community of Schönenberg especially for this purpose. Of these, they in turn ceded three hectares to the railway. Two of the factory's ten buildings were to have a direct siding to receive quartz sand, soda and potash. The plans were thwarted as the city of Homburg managed to convince the two industrialists to invest in their hometown.
In 1905 a total of 10001.59 tons of goods were received or sold. In 1920 a local freight train ran between Homburg and Lauterecken-Grumbach and started at Ebernburg station on the Alsenz Valley Railway . In 1930 four pairs of freight trains drove to the station. In 1934, as on the entire Glantalbahn, wagonloads made up the largest part of freight traffic; of minor importance were express goods, express general cargo, milk, cattle and “goods transport for the purpose of the Reichsautobahn”.
The site originally intended for the champagne factory was eventually used by the Todt Organization (OT); for this reason, track three was extended to a warehouse. Another siding connected two more OT halls on site. This led 60 meters away parallel to the road to Eichelscheid .
Immediately after the Second World War, building materials were transported to Schönenberg for the construction of the Miesau Army Depot , which is only one kilometer from the train station. In 1969, 84 truckloads were sent and 566 received. In 1984/1985 the loading tracks were renewed. The reason for this was that the former OT site had been given a new owner and he promised the railway a demand without meeting expectations. At the same time, however, the Deutsche Bundesbahn began to remove tracks between Sand and Elschbach, which made it impossible to operate the station from Glan-Münchweiler. Three years later, the tracks between Elschbach and Glan-Münchweiler were dismantled. As a result, freight traffic between Waldmohr and Schönenberg-Kübelberg was suspended on July 1, 1989.
literature
- Christian Schüler-Beigang (arrangement): Kreis Kusel (= cultural monuments in Rhineland-Palatinate. Monument topography Federal Republic of Germany . Volume 16 ). Wernersche Verlagsgesellschaft, Worms 1999, ISBN 3-88462-163-7 .
Web links
Individual evidence
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 71 .
- ^ Map of the Mainz Railway Directorate from January 1, 1940
- ↑ Wolfgang Fiegenbaum, Wolfgang Klee: Farewell to the rail. Disused railway lines from 1980-1990 . 1997, p. 420 .
- ↑ Railway Atlas Germany . Schweers + Wall, Eupen 2002, ISBN 3-89494-133-2 , pp. 83 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 15th f .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 16 f .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 150 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 21 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 21st f .
- ^ A b c Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 45 .
- ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 49 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 54 f .
- ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 55 .
- ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 60 .
- ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 61 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 65 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 67 .
- ↑ 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 December 29, 2012 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 101 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 112 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 24 .
- ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 36 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 37 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 52 .
- ^ A b c Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 64 .
- ↑ Wolfgang Fiegenbaum, Wolfgang Klee: Farewell to the rail. Disused railway lines from 1980 to 1990 . 1997, p. 207 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 210 .
- ↑ Wolfgang Fiegenbaum, Wolfgang Klee: Farewell to the rail. Disused railway lines from 1980-1990 . 1997, p. 208 .
- ↑ a b c d Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 115 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 40 .