Kaiserslautern Central Station
| Kaiserslautern Hbf | |
|---|---|
 Reception building of the main station
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| Data | |
| Location in the network | Terminal station (1848) Through station (1848–1875) Separation station (1875–1913) Crossing station (since 1913) |
| Platform tracks | 13
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| abbreviation | SKL |
| IBNR | 8000189 |
| Price range | 2 |
| opening | 1848 |
| Profile on Bahnhof.de | Kaiserslautern central station |
| location | |
| City / municipality | Kaiserslautern |
| country | Rhineland-Palatinate |
| Country | Germany |
| Coordinates | 49 ° 26 '9 " N , 7 ° 46' 8" E |
| Railway lines | |
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| Railway stations in Rhineland-Palatinate | |
Kaiserslautern Central Station - at times as South Station called - is the most important station of the seven stations of the Rhineland-Palatinate regional center of Kaiserslautern . It belongs to station category 2 and has 13 platform tracks .
The station is part of the transport association Rhein-Neckar (VRN) and belongs to tariff zone 800. The address of the station is Bahnhofstrasse 1 , the station forecourt is named after the Kaiserslautern twin town of Guimaraes .
It was opened on July 1, 1848 as the eastern terminus of the western section of the Palatinate Ludwig Railway coming from Homburg . Already on 2 December the same year he was with extension of the section to Frankenstein for transit station before the Ludwigsbahn on 25 August of the following year along its entire length from Ludwigshafen to Bexbach was released. In 1875 he was treated with the opening of the link to Enkenbach to the separation station . In 1883, after came Lauterecken leading Lauter Valley Railway added. With the connection of the Biebermühlbahn coming from Pirmasens , which had already been opened in sections in 1875 and 1905, it became a crossing station .
The Mannheim – Saarbrücken railway line , which emerged from the Ludwig Railway , is today the most important of the lines on which the Kaiserslautern main station is located; it is also your most important stop on the way.
location
City location
The train station is located on the southern edge of the core city of Kaiserslautern. Immediately to the north runs parallel to Bahnhofstrasse , immediately to the south - also parallel - to Zollamtstrasse . The Kaiserslautern depot is also located to the northwest . The Betzenberg district with the Fritz Walter Stadium extends to the south-east .
Railway lines
The Mannheim – Saarbrücken railway runs from the east in a west-south-westerly direction, and after the main train station it first goes north-west in an elongated curve. The Kaiserslautern – Enkenbach railway line initially follows the line to Mannheim in an easterly direction , and then turns north. The Lautertalbahn to Lauterecken and the Biebermühlbahn to Pirmasens also initially run parallel to the main line, but to the west . The latter runs around one and a half kilometers parallel to the Saarbrücken route, before turning south in a "green tunnel". The former has another stop in the station area with Kaiserslautern Pfaffwerk , so that it continues northwards after around two kilometers.
history
Development of the station and first years (1830–1860)
The original plan was to put a north-south rail line into operation within what was then Palatinate (Bavaria) . However, it was agreed to first build a main line in an east-west direction, which should mainly serve to transport coal from the Saar region to the Rhine . The line, named after the Bavarian King Ludwig I. Palatine Ludwig Railway , was to run from Bexbach in the west via Kaiserslautern to the Rheinschanze .
Discussions arose about the location for the train station in Barbarossa city . The choice fell on a site south of the settlement area at that time, so that companies can settle between the station and the city .
The crossing of the Palatinate Forest between Kaiserslautern and Neustadt proved to be particularly difficult , which is why after the opening of the Ludwigshafen (formerly Rheinschanze) - Neustadt section on June 11, 1847, the railway was not continuously expanded to the west. In the Homburg – Kaiserslautern section, the substructure was already in place at this point, while the earth dams were largely completed by Frankenstein.
The Homburg – Kaiserslautern section was opened on July 2, 1847, after trains with a total of 5,584 passengers had already run on a trial basis from June 10 to 15, 1847. On December 2 of that year, the section was tied through to Frankenstein, making the station a through station. On June 6 of the following year, Bexbach was reached in a westerly direction, before the gap between Frankenstein and Neustadt was closed on August 25. Before that, carriages - then known as omnibuses - had taken over the traffic between the two sections of the route.
Development into a railway junction (1860-1913)
In 1869 the station was used by 143,795 passengers, so it was behind Landau station , which at the time had 160,636 passengers despite the smaller population of Landau.
The Alsenz Valley Railway from Hochspeyer to Münster , which was opened in 1870 and 1871 and served as a transit route in north-south direction, had already taken into account the interests of the city of Kaiserslautern by creating a track triangle in Hochspeyer . In this way, trains could run as far as the Barbarossa city. Nevertheless, the route via Hochspeyer was perceived as a detour, which is why a connection route from Kaiserslautern to Enkenbach on the Alsenz route was opened on May 15, 1875 in the interests of long-distance traffic . With this, Kaiserslautern finally became a railway junction . Long-distance trains on the routes Kaiserslautern - Bad Kreuznach - Ruhr area , Kaiserslautern - Worms - Frankfurt am Main and Kaiserslautern - Alzey - Mainz saved the detour via Hochspeyer.
Around 1860 the committee of the notables of the Glan and Lauter valleys , which had its seat in Wolfstein , was formed. It advocated a railway line that branched off from the Palatinate Ludwigsbahn in Kaiserslautern , then ran through the Lauter and lower Glantal valleys and should meet the Rhine-Nahe Railway in Staudernheim , which was completed in the same year . A corresponding license was granted in the mid-1860s. The committee sent a memorandum to the Ludwigshafen- based management of the Palatinate Ludwig Railway Company . The project was in competition with a route along the Alsenz . After the opening of the Alsenz Valley Railway in 1870, which was designed for long-distance traffic from the start , the likelihood of a rail connection through the Lauter Valley decreased significantly. Nevertheless, on May 9, 1880, a corresponding license was granted.
Due to the expected heavy freight traffic to the planned Westbahnhof , the line on this section was planned as a full line, the remaining section to Lauterecken as a secondary line , which received a lighter superstructure . The construction of the railway line did not take place gradually from south to north, but relatively simultaneously by various companies. The route was opened on November 15, 1883, after a test drive had already confirmed its serviceability on September 17.
In 1913, the Kaiserslautern – Waldfischbach line followed , closing the gap between the Biebermühle –Waldfischbach and Biebermühle – Pirmasens branches . The entire Kaiserslautern – Pirmasens route, on which long-distance trains also ran, was also known as the “ Biebermühlbahn ”.
Further development (1914–1960)
In 1919, the branch line to Otterberg, which was opened in 1911 and branched off from the Lautertal Railway, was opened for passenger traffic. In the years 1914 and 1920 the Bachbahn , which was also a branch of the Lauter line, was put into operation. As a result, the latter gained in importance, especially in its southern section to the Lampertsmühle-Otterbach station , as the passenger trains on the two routes mentioned were often tied through to Kaiserslautern. Since the nearby marshalling yard had increasingly reached the limits of its capabilities, the Einsiedlerhof marshalling yard a few kilometers to the west was opened in 1920 . From then on, the first was only used to park vehicle material.
In 1922 the station was incorporated into the newly established Ludwigshafen Reich Railway Directorate . In the course of its dissolution, on April 1, 1937, he moved to the area of responsibility of the Saarbrücken directorate. In 1926, the Kaiserslautern– Einsiedlerhof section also received two more tracks for freight traffic.
After the Second World War , the station became part of the Mainz Federal Railway Directorate . Due to the separation of the Saarland , only seven pairs of trains ran to Saarbrücken , which mainly served the employees of this region.
In 1951, the Kaiserslautern Pfaffwerk stop was set up on the Lautertalbahn directly at the junction from the Mannheim – Saarbrücken railway line ; it is thus part of the tracks at the main train station. Its importance lay above all in rush hour traffic for employees of the sewing machine company Pfaff before it moved within the city limits in 2007.
Since the Donnersbergbahn is still interrupted by the explosion of the Pfrim Valley Viaduct , direct traffic to Mainz lost its importance. 1954 ended the passenger traffic to Otterberg . Over the adjacent Zellertal train went until the early 1960s years Eilzüge relation Kaiserslautern-Worms.
Development from 1960
Since the main line from Mannheim to Saarbrücken has always been of great importance for long-distance traffic, it was gradually electrified from 1960. After it was already possible to drive electrically between Saarbrücken and Homburg on March 8, 1960, the Homburg – Kaiserslautern section followed on May 18, 1961, before the entire length of the route was electrically accessible from March 12, 1964. The electrification of the latter section had been delayed mainly due to the numerous tunnels between Kaiserslautern and Neustadt, which had to be widened for this. The TEE “Rheingold” traveled the route especially for the opening .
In the course of the dissolution of the Mainz directorate, the station came to the Saarbrücken Federal Railway Directorate in 1971 . In the following period the volume Talbahn was increasingly threatened by the closure after the lost of their branching brook course 1,972 passenger and the north of the former running Glan Valley Railway was also set in the 1980s gradually.
In 2000 the station, like the entire West Palatinate, first became part of the West Palatinate Transport Association (WVV), before it was merged with the Rhein-Neckar Transport Association (VRN) six years later . It is a stop on the RheinNeckar S-Bahn , it is also integrated into the ICE network of Deutsche Bahn and a junction for all regional trains in the West Palatinate. On June 10, 2007 the trans-European high-speed line Rhealys with a stop in Kaiserslautern went into operation. Since then, the travel time to Paris has been just under two and a half hours.
Buildings
First station building
At the time of the opening of the Ludwigsbahn, the station received a station building which, in terms of traffic volume, already three decades later proved to be too small and for this reason was demolished in 1879. Its central wing was then rebuilt in Gersheim , so that it served as the station building for the Bliestalbahn , which was built in the same year , and survived its shutdown and dismantling.
Second reception building
The second building of the station was much larger. It was badly damaged in World War II , which is why it was gradually dismantled in the post-war period . For this reason, temporary arrangements were initially used as waiting rooms.
Third station building
After the Second World War, Kaiserslautern experienced an enormous growth spurt. This was also associated with an increase in rail traffic. The responsible Federal Railway Directorate in Mainz therefore saw the need for two new continuous operating tracks and three new continuous platform edges during the reconstruction in the early 1950s. This could only be achieved by reducing the depth of the reception building by 16 meters, giving the new building a thin, very elongated shape. This building was rebuilt in 2003 and houses, among other things, a service point and several shops. Step-free access to all platforms is possible for people with reduced mobility.
Depot
With the opening of the station, it received a small depot with locomotive and wagon sheds as well as locomotive treatment facilities and workshops. With the increase in traffic and the expansion of the station to a railway junction, the depot was also getting larger and rebuilt and expanded several times. In the course of these conversions, the coaling systems were also relocated to the western track apron next to the main track of the Lautertalbahn. While the DB mainly used steam locomotives until the end of the steam locomotive era, the railcars of the US Medical Corps and the military administration were added after the Second World War. Even today (2014) diesel multiple units are maintained in the BW.
traffic
Platforms
The platforms were modernized along part of their length as part of the integration of the station into the network of the RheinNeckar S-Bahn and the ICE.
| track | Usable length | Platform height | Current usage |
|---|---|---|---|
| Through tracks | |||
| 1 | 345 m | 55 cm | RE and RB to the west |
| 2 | 432 m | 76 cm | RE to the west and east |
| 3 | 433 m | 76 cm | TGV, ICE, RE to the west |
| 4th | 407 m | 76 cm | TGV, ICE, RE to the east |
| 5 | 512 m | 76 cm | Trains going east |
| 8th | 211 m | 76 cm | Trains going west and east |
| 10 | 211 m | 76 cm | Trains going east |
| Headers | |||
| 39 | 142 m | 38 cm | Trains going west |
| 40 | 142 m | 38 cm | Trains going west |
| 42 | 208 m | 38 cm | Trains going west |
| 45 | 168 m | 20 cm | Trains going west |
| 120 | 189 m | 55 cm | Trains going east |
All ICE , IC and TGV connections in Kaiserslautern stop at platform 3 or 4.
passenger traffic
The first timetable shows three courses between Homburg and Kaiserslautern. Half a year later they ran through to Frankenstein . In 1884 there were continuous connections on the Neunkirchen - Homburg - Kaiserslautern - Schifferstadt - Ludwigshafen - Worms route . With the continuous opening of the Biermühlbahn in 1913, there were both trains from Pirmasens via Kaiserslautern to Darmstadt and Mainz as well as trains that only went to Schopp .
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Long-distance transport
The following connections exist in long-distance passenger rail transport :
| line | course | Clock frequency |
|---|---|---|
| ICE / TGV 82 | Frankfurt - Mannheim - Kaiserslautern - Saarbrücken - Paris Est | five pairs of trains |
| ICE 50 | Dresden - Leipzig - Erfurt - Frankfurt - Mannheim - Kaiserslautern - Saarbrücken | a pair of trains |
| ICE 62 | Saarbrücken - Kaiserslautern - Mannheim - Stuttgart | a pair of trains |
| EC 62 | Saarbrücken - Kaiserslautern - Mannheim - Stuttgart - Ulm - Augsburg - Munich - Salzburg | individual trains |
S-Bahn & regional transport
The following connections exist in local rail passenger transport :
| line | course | Clock frequency |
|---|---|---|
| S 1 | Homburg - Kaiserslautern - Neustadt - Schifferstadt - Ludwigshafen - Mannheim - Heidelberg - Eberbach - Mosbach-Neckarelz - Osterburken | Hourly |
| S 2 | Kaiserslautern - Neustadt - Schifferstadt - Ludwigshafen - Mannheim - Heidelberg - Eberbach - Mosbach-Neckarelz - Mosbach | Hourly |
| RE 1 | Koblenz - Trier - Saarbrücken - St. Ingbert - Homburg - Kaiserslautern (- Neustadt - Mannheim) | (Two) hourly |
| RE 6 | Kaiserslautern - Neustadt - Landau - Winden - Wörth - Karlsruhe | Every two hours |
| RE 15 | Kaiserslautern - Winnweiler - Rockenhausen - Alsenz - Bad Munster am Stein - Bad Kreuznach - Ingelheim - Mainz | individual trains |
| RE 17 | Koblenz - Boppard - Oberwesel - Bingen - Bad Kreuznach - Bad Munster am Stein - Rockenhausen - Winnweiler - Kaiserslautern | Every two hours |
| RB 64 | Kaiserslautern - Schopp - Waldfischbach - Pirmasens North - Pirmasens | Hourly |
| RB 65 | Kaiserslautern - Enkenbach - Winnweiler - Rockenhausen - Alsenz - Bad Munster am Stein - Bad Kreuznach - Langenlonsheim - Bingen | Hourly |
| RB 66 | Kaiserslautern - Lampertsmühle-Otterbach - Olsbrücken - Wolfstein - Lauterecken-Grumbach | Hourly |
| RB 67 | Kaiserslautern - Landstuhl - Glan-Münchweiler - Altenglan - Kusel | Hourly |
| RB 70 | Kaiserslautern - Landstuhl - Hauptstuhl - Bruchmühlbach-Miesau - Homburg - Limbach - Kirkel - St. Ingbert - Saarbrücken - Völklingen - Saarlouis - Merzig | Hourly |
Freight transport
Until the Einsiedlerhof marshalling yard was closed, Kaiserslautern was also an important rail hub for goods traffic .
Bus transport
On the newly designed station forecourt in Kaiserslautern there is a busy bus station through which there is a smooth transition to public transport . The buses from here go to the University of Kaiserslautern , the Betzenberg and the central bus transfer point Stadtmitte (formerly called Schillerplatz and Rathaus ), where there is a transition to all bus routes in the city.
See also
literature
- Hans-Joachim Emich, Rolf Becker: The railways on Glan and Lauter . Self-published, Waldmohr 1996, ISBN 3-9804919-0-0 .
- 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 .
Web links
- Tracks in service facilities (SKL) , DB Netz AG (PDF; PDF)
Individual evidence
- ↑ a b Query of course book route 672 at Deutsche Bahn.
- ↑ Query of the course book route 673 at Deutsche Bahn.
- ^ Vrn.de: Regional rail network and honeycomb plan . (PDF; 1.9 MiB) (No longer available online.) Archived from the original on September 27, 2013 ; Retrieved August 11, 2013 .
- ^ Bahnhof.de: station profile > Kaiserslautern Hbf . Deutsche Bahn AG Berlin, accessed on June 29, 2019 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 67 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 85 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 88 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 113 ff .
- ↑ Model and Railway Club Landau in der Pfalz e. V .: 125 years of Maximiliansbahn Neustadt / Weinstrasse-Landau / Pfalz . 1980, p. 77 .
- ↑ enkenbach-alsenborn.de: Construction of the Alsenz Railway . (No longer available online.) Archived from the original on October 18, 2013 ; Retrieved August 11, 2013 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 231 .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 13 .
- ^ Fritz Engbarth: 125 years of railways in Lautertal - Festschrift for the anniversary weekend from September 20 to 21, 2008 . 2008, p. 13 .
- ↑ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2007, p. 12 f .
- ↑ Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 55 .
- ^ Fritz Engbarth: 125 years of railways in Lautertal - Festschrift for the anniversary weekend from September 20 to 21, 2008 . 2008, p. 6 .
- ↑ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2007, p. 23 f .
- ↑ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2007, p. 28 .
- ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 164 .
- ^ Heinz Falck and Ernst Geissler: Railway buildings as an expression of a modern design will . In: Bundesbahndirektion Mainz (Ed.): The Bundesbahndirektion Mainz. Festschrift for the 60th anniversary of the founding of the Mainz Railway Directorate . Carl Röhrig, Darmstadt 1956 = special print from Die Bundesbahn 22/1956, p. 64f.
- ↑ Platform information - Kaiserslautern main station. Deutsch Bahn, accessed on April 10, 2020 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 113 f .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 190 .
- ↑ ICE replaces the ICE between Stuttgart and Saarbrücken. ICE Treff (fanpage), accessed on July 2, 2017 .