St. Ingbert train station

from Wikipedia, the free encyclopedia
St. Ingbert
St. Ingbert station today
St. Ingbert station today
Data
Location in the network Separation station
Platform tracks 3
abbreviation SSI
IBNR 8005649
Price range 3
opening June 1, 1867
Profile on Bahnhof.de St._Ingbert
Architectural data
Architectural style Neo renaissance
location
City / municipality St. Ingbert
country Saarland
Country Germany
Coordinates 49 ° 16 '28 "  N , 7 ° 6' 38"  E Coordinates: 49 ° 16 '28 "  N , 7 ° 6' 38"  E
Railway lines
Railway stations in Saarland
i16 i16 i18

The St. Ingbert Station is one of the five major train stations in Saarland and belongs to the category 3 at. It is located on the outskirts of downtown St. Ingbert , one bus stop from the central bus station . Today there are two station buildings. The old station building has been used by a restoration company for a number of years after it had previously been renovated, but not significantly changed from the structure. In the new building (built before 1900) there is still a train station bookshop after the ticket office and the former train station restaurant, which is now an Irish pub, have closed.

history

Route history

Old St. Ingbert station building from 1867, which is now a restaurant, street side (north)

The first station building ( 49 ° 16 ′ 32 ″  N , 7 ° 6 ′ 45 ″  E ) in St. Ingbert , which at that time belonged to the Kingdom of Bavaria (Palatinate), was built in 1867 as part of the Würzbach Railway, which was completed in the same year, according to the Saarbrücken Federal Railway Directorate from Schwarzenacker to St. Ingbert, north of the tracks (facing the city). For several years St. Ingbert had only one terminus with no other connections. In 1879 the railway line to Saarbrücken was extended. As a result of increasing traffic and a correspondingly greater need for representation, a new station building was also necessary, which was built diagonally opposite the old one on the southern side of the track and is still in operation today.

The existing floor plans were created in 1967 and 1984 and give almost nothing of the original room layout. However, due to the planned change in use, there are different views and a longitudinal section of the condition at that time from 1879, so that conclusions can be drawn about the original floor plan.

The entrance was in the central projection , so that the vestibule must have been behind it. To the left of this was the stairwell, which was certainly not accessible to travelers. The waiting rooms with ticket issuance and the luggage expedition must have been located in the remaining rooms, each with its own exit to the platform. It is not known whether the single-storey extension was added later. Perhaps there was a large waiting room here. The direct access to the tracks is an indication of this.

After St. Ingbert was connected to Homburg by a railway line (today's name Mannheim – Saarbrücken railway ) in 1867 , it was connected to Saarbrücken from 1877–1879. This was also the reason for the construction of a more representative railway building , which was built almost exactly on the other side of the track, so that nothing had to be changed on the track. The building must have been opened in 1879, as views of the previous building have been preserved from that year, which is then referred to as the “old station building”.

Building history

The scheme of the St. Ingbert train station is typical for some Saarland train stations of the round arch style: in addition to this type of building, the combination of round arched windows on the ground floor and rectangular windows on the upper floor appears again and again. Also typical is the already discussed simplicity and the lack of vertical dividing elements; Here too the single entrance in the risalit is unusual.

Still in the old state of construction on the house platform - on the left the old station building

The building consisted of a two-storey, plastered main building with three axes, the middle one protruding towards the city as a risalit with a front gable. In the east there was a single-storey, two-axle extension. The gable roofs are eaves. The base runs all the way around, facing the street it is profiled and has a base cornice. On the street facade there are profiled round arch twin windows with window sills on brackets on the ground floor and a round arched entrance with a flight of stairs in the central projectile. The round arches were greatly enlarged in the upper part. A simple belt cornice ran above this on the main building, and above it a more pronounced cornice. On the upper floor the risalit had a rectangular, profiled twin window with segmental arches, in each of the backs there was a single rectangular window. On the track side without a risalit, there were five arched doors on the ground floor. The main building had a protective roof, presumably added later, at the height of the cornice. There were three individual rectangular windows above it. As on the street facade, a ribbon-like cornice ran under the roof. The two narrow sides had similar designs.

Since then, various conversions have been carried out: the protective roof on the track side has been removed and all the doors and windows have been walled up. The entrance to the street facade was moved to the left and a twin window was added instead. All windows were shutters.

The second station building in its original condition around 1898 with a clock tower

Unfortunately, the original floor plans of the second station building are no longer preserved. Two more recent floor plans already show the eastern extension. Almost nothing can be said about the interior layout. However, as can be seen in two views from 1908, the vestibule could be entered through two central entrances. Another door to the east led to the stairwell. On the track side, all rooms again had their own exits to the tracks.

The original building was a rectangular building with a central projection facing the street and a second central projection on the narrow eastern side, above which a clock tower rose. The street facade was clearly highlighted by the risalits, while the track side was flat and repeated the window shapes. Since the access road led from the east to the reception building and ended behind it, so the traveler could see the eastern narrow side in front of the main facade, this was emphasized by a particularly rich design, which, however, is now less important due to an extension. The tower, perhaps destroyed in the war, was still preserved in 1910 (see photo).

House platform canopy under construction (August 2007)
Candelabra base

On plans from 1908, the western extension is already in place. It is likely not original, but it was definitely doubled sometime after 1908. The eastern extension was added in 1911 to accommodate the 3rd class waiting room. In 1924 the station restaurant was located here. In 1911, the underpass to the platforms was built outside the building so that today passengers can get to the trains without having to go through the hall. At around the same time, the platform roof with the cast-iron pillars, which did not exist in 1910, was probably also installed.

The single-storey extensions repeat, partly simplified, the shapes of the main building. The perhaps original part in the west has a kind of parapet that covers the pent roof. Over the platforms, which can be reached through a pedestrian tunnel at the rear, there are protective roofs that rest on elaborately designed, twisted cast iron columns with composite capitals.

rating

The city of St. Ingbert is the namesake of the ICE3 multiple unit 403 058/558

The station building of St. Ingbert station is, with some justification, perhaps the most representative station building in Saarland. This may have something to do with the economic upswing that is finally coming, for which the people of St. Ingbert had to wait because of the long-delayed rail connection with Saarbrücken. Due to its geographical location on the Bavarian-Prussian border, St. Ingbert had a particularly representative function, because obviously they wanted to create a Bavarian counterpoint to the representative Prussian reception buildings - perhaps also a reference to the special position that Bavaria had in the German Empire.

In St. Ingbert, the Renaissance / Baroque castle was chosen as the building type, and the Italian-influenced neo-renaissance style. The builder preferred a free imitation of the Renaissance forms: the square ground floor contrasts with the plastered upper floor and is reminiscent of the rusticated plinth floors of the Renaissance. The segment gables and rusticated pilaster strips are also taken from here. However, there are also elements that have a classicistic appearance that have no role models, such as the acroter-like attachments on the windows. In contrast, there are the greatly simplified pilasters . The tower certainly also looked strange, admittedly "classicist" adorned with corner rustication and triangular gables, but completely unclassical due to its proportions and the gable roof. The three-dimensional design of the porch, which rests on the massive volutes , on the other hand, appears almost mannerist.

The triple window is reminiscent of the baroque architecture with its emphasis on the central axis and the first floor. The ear frames of the windows and the attic of the western extension are also “baroque” . By the way, baroque elements are quite common in neo-renaissance buildings, indeed they are often downright typical, since one did not want to forego a particularly representative effect. With increasing research into the baroque, its forms became more and more popular.

A comparable station building is the Bavarian Ludwigsbahnhof in Fürth , which was built in 1885/1886. This is the same type of building, but the interior design is perhaps even more inspired by the Renaissance. The arched openings already discussed are located on the ground floor on the track side. On the upper floors there are windows with segmented and triangular gables, which come from the High Renaissance. Heavily rusticated corner pilaster strips are the only vertical elements, while several cornices and a round arch frieze structure the building horizontally. Particularly interesting is the design of the narrow side, which is reproduced with a "temple front attachment" and volutes on the side of the church and carries the station clock. The elaborate design of a narrow side is rare and probably has the same reason as in St. Ingbert: the access was only from this side.

In the early 1970s, St. Ingbert was also an express train stop. It was not until the timetable change in 1991 and the introduction of the Interregio trains to Stuttgart and Frankfurt / Main (advance D trains) that the express train stops were completely eliminated. From May 1979 even the express trains from Paris to Saarbrücken to Berlin stopped there. For this purpose, the house platform on track 1 was made long enough for 15 car trains (411 meters). The central platform allows a maximum of eight cars per train (301 meters) to stop.

The station also handled freight traffic until the 1990s. There was also a separate dispatch building (goods shed) from the same construction period as the "New Station" west of the station building, as well as a long loading track with a loading ramp south along the railway line with a large free loading area.

Todays situation

After decades of dilapidation, including the closing of the ticket office in 2004, at the insistence of the city of St. Ingbert, Deutsche Bahn has now invested in the station after the station forecourt had been very lavishly designed by the city a few years earlier. The main platform was renewed and raised from 38 centimeters to 55 centimeters. The central platform is now accessible for the disabled, for this purpose two elevators were installed on the main platform and in the central platform, for which one of the double stairs had to be removed.

In addition to the three platform tracks, the station also has three sidings (north of the railway line) - track 4 is LÜ track and is also used by through freight trains - as well as two siding , one to the former freight station area, one north to the new industrial area "DNA ( Drahtwerk Nord Areal ) “(route 3253 from point 10). The track to the south industrial area (former Fauser-Landsieg-Margarinewerk, former glassworks and former steam boiler plant), which represents the old route to Hassel (see Hasseler Tunnel ), is no longer in operation, but switches and tracks are still there.

All RB and RE trains on KBS routes 670 and 674 stop in St. Ingbert . There are half-hourly trains both in the direction of Homburg (Saar) - with an hourly journey to Kaiserslautern as well as to Saarbrücken with mostly continuous trains every hour to Trier via the Saar line . In addition, individual pairs of trains run continuously to Mannheim and Koblenz . On the Schwarzbachtalbahn, only the early train runs continuously to Landau , all other trains run hourly to Pirmasens .

In June 2008 Saar Economics Minister Rippel announced that Saarland is investing two million euros in the expansion of the rail link between Dillingen and St. Ingbert. Since the summer of 2009, trains have been running between the two cities, similar to an S-Bahn, at approximately half-hourly intervals. With the RE trains stopping in St. Ingbert, this cycle is increased even further.

A video travel center opened on February 19, 2016 .

traffic

Regional traffic

Three regional train lines and one regional express line run from St. Ingbert station.

line course Tact
RE 1 Koblenz Hbf - Trier Hbf - Saarbrücken Hbf - St. Ingbert - Kaiserslautern Hbf - Mannheim Hbf 60 min
RB 71 Trier Hbf - Dillingen (Saar) - Saarlouis Hbf - Saarbrücken Hbf - St. Ingbert - Homburg (Saar) Hbf 60 min
RB 71 Dillingen (Saar) - Saarlouis Hbf - Saarbrücken Hbf - St. Ingbert 60 min
RB 68 Saarbrücken Hbf - St. Ingbert - Rohrbach (Saar) - Zweibrücken Hbf - Pirmasens Hbf 60 min

Bus transport

The R6 regional bus to Neunkirchen departs from St. Ingbert between 04:45 and 00:25 the next day. Taxis are ready to drive in front of the St. Ingbert train station 24 hours a day.

line Line course Tact
170 University bus terminal - Rendezvousplatz - train station 30 min.
504 St. Ingbert - Heckendalheim - Ommersheim - Aßweiler - Erfweiler-Ehlingen - Rubenheim - Herbitzheim - Gersheim - Walsheim 60 min.
521 Fliederstraße - train station - Rendezvousplatz - Mühlwaldstadion - Rohrbach town center - Rohrbach north 60 min.
522 Schmelzerwald - train station - Rendezvousplatz - Mühlwaldstadion - Rohrbach town center - Rohrbach Süd 60 min.
523 Rendezvousplatz - Rote-Flur-Straße - Lendelfinger Weg - the blue roundabout - Stadtwerke - Hobels - Bahnhof - Rendezvousplatz 60 min.
525 Rendezvousplatz - Hassel - Oberwürzbach - Bahnhof - Rendezvousplatz 60 min.
526 Rendezvousplatz - Bahnhof - Oberwürzbach - Hassel - Rendezvousplatz 60 min.
R6 Neunkirchen - Spiesen - Elversberg - St. Ingbert 30 min.

Others

According to a report in the Saarbrücker Zeitung, on June 12, 2008, several people were slightly injured in a crowd at the St. Ingbert train station. The passengers of an ICE from Paris in the direction of Frankfurt had been asked to leave the train in St. Ingbert and change to an IC from Frankfurt, which had also asked its passengers to switch to the ICE for the onward journey. During the transfer campaign, in which hundreds of travelers were involved, the space was too tight. According to eyewitness reports, at least two people were slightly injured in falls. The railway spoke of an "unfortunate chain of train cancellations".

Web links

Commons : Bahnhof St. Ingbert  - Collection of images, videos and audio files

Individual evidence

  1. Master's thesis in art history at Saarland University by Barbara Neu MA, 1994. (No longer available online.) Archived from the original on April 26, 2012 ; Retrieved December 27, 2008 . 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 / bahnhoefe-im-saarland.2bnew.de
  2. Deutsche Bahn press release from February 19, 2016 ( memento from February 20, 2016 in the Internet Archive ), accessed on February 20, 2016
  3. ^ Saarbrücker Zeitung, June 13, 2008, page B1