Pirmasens main station
| Pirmasens Hbf | |
|---|---|
 View of the platforms
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| Data | |
| Design | Terminus |
| Platform tracks | 3 |
| abbreviation | PLC |
| IBNR | 8004822 |
| Price range | 5 |
| opening | 1875 |
| Profile on Bahnhof.de | Pirmasens_Hbf |
| location | |
| City / municipality | Pirmasens |
| country | Rhineland-Palatinate |
| Country | Germany |
| Coordinates | 49 ° 12 '20 " N , 7 ° 35' 54" E |
| Railway lines | |
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| Railway stations in Rhineland-Palatinate | |
Pirmasens main station is the only station in the area of the Rhineland-Palatinate middle town of Pirmasens . It has three platform tracks . The station is in the network area of the Rhein-Neckar transport association (VRN) in tariff zone 700. The address of the station is Bahnhofstrasse 50 .
It was opened on November 25, 1875 as the end point of the branch line that was opened at the same time as the Landau – Zweibrücken line and began at the Biebermühle branch station (since 1938: Pirmasens Nord) . In 1904 and 1913, the line, also known as the Biebermühlbahn, was tied through in a northerly direction to Kaiserslautern. The station has had its current appearance since 2002.
Geographical location
The train station is about one kilometer from the city center. Bahnhofstrasse runs parallel to it . The main building of the Pirmasens fire brigade and the Alte Post cultural forum are in the immediate vicinity . The connecting station Pirmasens Nord is in the district of Thaleischweiler-Fröschen , so the main station is the only train station that is actually located in the urban area of Pirmasens.
The main station is only connected via a now only single-track and non-electrified secondary railway line. This branch line, which is part of the Biebermühlbahn, connects the main station with the Pirmasens Nord station, which is just under seven kilometers to the north.
history
First efforts to establish a railway connection from Pirmasens (1860–1866)
First efforts to create a rail connection to Pirmasens go back to the 1860s. A first draft from 1864 envisaged a route from Kaiserslautern over the Vogelweh , Hohenecken , Schopp, the Biebermühle and Rodalben .
Another design followed in 1866, which largely corresponded to today's route. Bavaria , in whose Rhine district the planned connection was located, gave priority to a route planned at the same time from Landau to Zweibrücken, however, as this was to function as a transit route for coal from the Saar region. The Ministry of Commerce did not consider a planned connection between Kaiserslautern and Pirmasens to be sensible due to the topography and the sparse population.
Now the city of Pirmasens was hoping for a connection to the railway network as part of the planned east-west main line. The engineers involved planned a route over Schuhstadt and Hengsberg , which should then run either via Dellfeld and Contwig or along the Felsalb via Walshausen , Hornbach and Ixheim to Zweibrücken. However, it soon turned out that due to the difficult terrain of the Palatinate Forest, the construction costs would amount to more than 13 million. An engineer from Reichenhall, who was engaged by the relevant committee, therefore suggested that the route should not take the shoe city. Instead, the railway should run along the Rodalb and Schwarzbach rivers and a branch line should be built either from Rodalben or from the Biebermühle.
Planning, construction and opening (1866–1875)
This led to heated discussions within the city. In the city council, some members took the view that a branch line would weaken the city considerably economically. Although there was consensus regarding the rejection of the variant with the branch line, there were different views regarding the location of the station. This fact was reflected in the submission to the Bavarian state government.
The first variant should run along the Kaltenbach - Münchweiler - Hombrunnerhof road . It was planned to build the train station in Dankelsbachtal and then to tunnel under the city at great expense. Along the Blümelsbach and the Elsbach, the Waldhäusermühle, Dusenbrücken and Hornbach should be passed before Zweibrücken would be reached. It was dropped prematurely. The second variant ran further south of Kaltenbach via Ruppertsweiler with a tunnel at Mordloch and a train station near Niedersimten . From there a course was planned along the Felsalb to Hornbach. However, the Bavarian government favored the connection via a branch line. The majority of the city council finally voted with 24:14 votes for the government draft, since a train station in the area of Niedersimten could not be considered as a direct connection and furthermore a later connection to Kaiserslautern would not have had any chance of realization.
The branch line should branch off from the planned main line at the hamlet of Biebermühle , where a branch station was to be built, and run mainly along the Steinbach, in order to then overcome the watershed to the Blümelsbach in a tunnel. On the northern outskirts near the parade ground, it should end after about seven kilometers. On November 25, 1875, it was opened together with the main Annweiler – Zweibrücken line. The operator was the Palatinate Ludwig Railway Company , which had already become part of the Palatinate Railways in 1870 through the merger with the other Palatinate private railways .
Development up to the First World War (1875-1918)
The efforts to force a connection of the Pirmasens route to Kaiserslautern did not come to a standstill. As early as the 1860s, the Waldfischbach district council had criticized the determination of the route for the Landau – Zweibrücken line. In 1872 the Palatinate Railways received a request from the city of Kaiserslautern, which related to the planned connection to Pirmasens. Its director Albert von Jäger replied that the organization had so many projects to deal with that the route could not be realized. Another - also unsuccessful request - dates from 1887.
At the turn of the century, what had previously been a small station was rebuilt because it had become too small for train traffic. In this context, he received, among other things, a new reception building.
In 1902 the concession document for the Biebermühle – Waldfischbach section followed. After around a year of construction, the corresponding 5.13 kilometer section was put into operation on June 1, 1904. In 1913, on August 1, the gap between Waldfischbach and Kaiserslautern was closed.
Interwar period (1918–1939)
On April 1, 1920, the line became the property of the Deutsche Reichsbahn . In 1922 the line was incorporated into the newly established Ludwigshafen Reich Railway Directorate . 1923 to November 1924 operational management by France as the administrative authority as a result of backward reparations payments that had to be made because of the German defeat in the First World War . In the course of the dissolution of the Ludwigshafen management, the Biebermühlbahn switched to the responsibility of the Saarbrücken management on April 1, 1937.
In August 1928, a so-called post and goods station was opened west of the previous track system. In 1938, at the same time as the Biebermühle station was renamed Pirmasens Nord, the name was changed to Pirmasens Hauptbahnhof . Nevertheless, the latter was always the only train station within Pirmasens.
In the 1930s it was also planned to increase the efficiency between the Pirmasens Hauptbahnhof and the Pirmasens Nord station. The second track should be given a separate route. There were three options to choose from. One should lead over Petersberg and do without a tunnel. The second should initially be parallel to the existing route, cross it shortly before the Fehrbach tunnel and finally receive a 400 meter long tunnel in which it rises. The third variant, which the Reichsbahn finally implemented, ran almost parallel to the old route, but rose faster and received a tunnel that was parallel to the old one. Commissioning followed in 1939. The construction costs amounted to 5.6 million Reichsmarks. At the same time, the freight yard was expanded to include several tracks.
Second World War and German Federal Railways (1939–1993)
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In 1941 the main train station received a locomotive station including a coaling system. Only four years later the station building was badly damaged in bombing raids towards the end of World War II. In addition, the section Pirmasens Nord – Pirmasens Hauptbahnhof was interrupted in four places as a result of the fighting after the end of the war; the damage could be repaired quickly. A year later, continuous traffic to Kaiserslautern was possible again.
On April 1, 1947, the main train station in Pirmasens came to the Mainz Railway Directorate, as the previous directorate in Saarbrücken was now “abroad” due to the separation of the Saarland from Germany.
During the reconstruction of the reception building from 1952 to 1962, the decision was made to abandon the previous side position and to erect the new building upside down. Instead of three, the station now had five platform tracks, which were also joined by a new post station on the south side of the station. In 1960, the older line to Pirmasens Nord, the so-called "Talgleis", was shut down as planned. It was officially shut down in 1996. From May 1, 1972 until Deutsche Bahn AG was founded in 1994, the main station belonged to the Saarbrücken Federal Railway Directorate (BD). On September 25, 1975, the last regular steam train also reached the station.
In 1991 the service with through cars ended , the connection with Dortmund , which had been possible since the 1970s, ended without changing trains . The same applied to relations from Tübingen or Würzburg in the 1960s.
In addition, special trade fair trains repeatedly ran to the Pirmasens main station, for example on May 11, 1982.
Deutsche Bahn (since 1994)
At the end of 1994, the local rail service ended . Since then, it has been processed across the street. However, the corresponding tracks were initially not dismantled.
In 1999, the Pirmasens freight station north of the passenger station was finally closed, so that modernization of the station could begin in 2001. The five tracks were reduced to three tracks again. Shunting trips are no longer possible. A buffer stop was set up behind the station building in reminiscence of the previously extensive track system. The official inauguration took place on November 22nd, 2002 on the occasion of the completion of the renovation work. One day later, the switches to the now defunct freight station and the valley track were expanded.
In 2000, like the whole of the West Palatinate , the station became part of the West Palatinate Transport Association (WVV) before it was merged with the Rhein-Neckar Transport Association (VRN) six years later .
On March 24, 2007, a switch was renewed in the Pirmasens main station, which is why traffic to Pirmasens North was stopped on that day.
On the occasion of the Rhineland-Palatinate Day , which took place in Pirmasens from June 21 to 23, 2013, locomotive-hauled double-decker trains ran every half hour to Kaiserslautern. At the same time, the trains from Landau and Saarbrücken only ran to Pirmasens Nord.
traffic
passenger traffic
In the first decades most of the passenger trains commuted between Pirmasens and the Biebermühle, some of them went as far as Zweibrücken. After the completion of the Biebermühlbahn in 1913, there were seven continuous pairs of trains to Kaiserslautern, one of which was led via the Donnersbergbahn to Mainz and one via the Zellertalbahn to Darmstadt. There were also trains that only ran between Pirmasens and Waldfischbach.
Since the 1930s, before the locomotive-hauled trains, mostly only class 86 steam locomotives were used, which mostly replaced Bavarian and Palatinate locomotive types, but in the 1960s passenger transport shifted to rail buses of the VT 95 and VT 98 series.These were replaced by diesel multiple units at the end of 1987 the series 628.2 replaced. These were in turn replaced by trains from the 642 and 643 series . From 1987 to 1992, on Sundays and public holidays, train traffic in the station only started in the afternoon.
Only with the regionalization of local rail transport in Germany did several train lines reach the station from 1994 onwards. These regional trains run from Pirmasens Nord via Kaiserslautern on via the Biebermühlbahn, while the regional trains to Saarbrücken via Zweibrücken and Rohrbach (Saar) are linked via the Landau – Rohrbach railway line . From Rohrbach they lead over the Mannheim – Saarbrücken railway line , but only stop in St. Ingbert and Saarbrücken Ost between Rohrbach and Saarbrücken . Occasionally the trains also stop in Scheidt.
The regional trains to Landau (Palatinate) have to "turn heads" in Pirmasens North . From 1994 to 2002 there was also a regional express line RE 4 via Kaiserslautern Hbf to Bingen am Rhein . The train was on the alsenz valley railway through tied and used from Bad Münster the Nahe Valley Railway . Since then, however, the trains have ended in Kaiserslautern, and you have to change trains to Bingen am Rhein.
Regional train lines
The following regional train lines currently terminate at the Pirmasens main station for local rail passenger transport :
| line | Line course | Tact |
|---|---|---|
| RB 55 | Pirmasens - Pirmasens North - Hinterweidenthal - Annweiler am Trifels - Landau | 60 min |
| RB 64 | Pirmasens - Pirmasens North - Waldfischbach - Kaiserslautern | 60 min |
| RB 68 | Pirmasens - Pirmasens North - Zweibrücken - St. Ingbert - Saarbrücken | 60 min |
Freight transport
Due to the Pirmasens shoe industry , the station once had a high volume of goods. Since its decline, the volume has decreased significantly.
At the turn of the millennium, freight traffic to Pirmasens came to a complete standstill, although the corresponding freight trains until recently comprised a large number of wagons. Finally, the wagons were combined with those from Zweibrücken in Pirmasens Nord in order to then go to Kaiserslautern. In the 1980s, a local freight train from the Einsiedlerhof marshalling yard on the Mannheim – Saarbrücken railway served the Pirmasens freight yard in the morning . The post and freight station sections have since been dismantled.
city traffic
In local public transport, the main station was initially connected to the city center by the Pirmasens tram from 1905 , which was finally replaced by the Pirmasens trolleybus in 1943 . Since 1967 the station has been served by buses from Stadtwerke Pirmasens Verkehr GmbH .
literature
- Fritz Engbarth: 100 years of the Pirmasens – Kaiserslautern rail link . 2013 ( PDF [accessed October 9, 2013]).
- 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 (SPS) , DB Netz AG (PDF; 14.1 KiB) accessed on April 19, 2011
Individual evidence
- ↑ Query of course book route 672 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 July 22, 2013 .
- ^ Bahnhof.de: station profile > Pirmasens Hbf . In: Deutsche Bahn AG. 2020, accessed April 25, 2020 .
- ^ Fritz Engbarth: 100 years of the Kaiserslautern-Pirmasens railway connection . 2013, p. 5 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 183 f .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 178 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 179 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 180 .
- ^ A b Heinz Sturm: The Palatinate Railways . 2005, p. 182 ff .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 181 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 184 .
- ^ Fritz Engbarth: 100 years of the Kaiserslautern-Pirmasens railway connection . 2013, p. 8 .
- ↑ a b c d e f g h queichtalbahn.beepworld.de: Chronicle of time from 1874 to 2000 . Archived from the original on October 16, 2013 ; Retrieved October 9, 2013 .
- ^ Fritz Engbarth: 100 years of the Kaiserslautern-Pirmasens railway connection . 2013, p. 8th ff .
- ↑ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2007, p. 13 .
- ^ Fritz Engbarth: 100 years of the Kaiserslautern-Pirmasens railway connection . 2013, p. 18 .
- ^ 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. 65.
- ^ Fritz Engbarth: 100 years of the Kaiserslautern-Pirmasens railway connection . 2013, p. 23 .
- ↑ a b Fritz Engbarth: 100 years of the Kaiserslautern-Pirmasens rail link . 2013, p. 33 .
- ↑ a b c d queichtalbahn.beepworld.de: Chronicle from 2000 . Archived from the original on October 16, 2013 ; Retrieved October 21, 2013 .
- ↑ Heinz Sturm: The Palatinate Railways . 2005, p. 254 .
- ^ Fritz Engbarth: 100 years of the Kaiserslautern-Pirmasens railway connection . 2013, p. 13 .
- ↑ Pirmasens main station . (No longer available online.) Archived from the original on October 16, 2013 ; Retrieved October 9, 2013 .
- ^ Fritz Engbarth: 100 years of the Kaiserslautern-Pirmasens railway connection . 2013, p. 36 .
- ^ Fritz Engbarth: 100 years of the Kaiserslautern-Pirmasens railway connection . 2013, p. 36 f .