St. Julian Railway Station

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St. Julian Railway Station
St. Julian Railway Station (Rhineland-Palatinate)
Red pog.svg
Data
Design Through station
opening May 1, 1904
Conveyance 1995
location
City / municipality Saint Julian
country Rhineland-Palatinate
Country Germany
Coordinates 49 ° 36 '19 "  N , 7 ° 30' 29"  E Coordinates: 49 ° 36 '19 "  N , 7 ° 30' 29"  E
Railway lines
Railway stations in Rhineland-Palatinate
i16 i16 i18

BW

The St. Julian train station - until 1912 St. Julian-Gumbsweiler - was one of two train stations in the Rhineland-Palatinate municipality of Sankt Julian . 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 stopped, while freight traffic had already come to a standstill. With the start of the trolley operation on the Glantalbahn between Altenglan and Staudernheim, a trolley station was set up in its place.

location

The station was in the southwestern outskirts of Sankt Julian . It was 180.5 meters above sea level between the train stations Eschenau (Pfalz) (km 64.4) in the south and Niedereisenbach-Hachenbach (km 68.1) in the north.

The zero point of the railway line is to the west of Scheidt station. From there, the kilometering 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 route kilometer 42.2 when viewed from Homburg main station.

history

Unsuccessful efforts to establish a rail link

The border between Bavaria and Prussia in the Glan Valley from 1866 to 1945

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.

In 1890 local councils from the catchment area of ​​the middle Glan met in Ulmet . Their endeavors were aimed at a route from Altenglan to Lauterecken. A year later, the Ulmeter mayor went to Munich as part of a four-person delegation, which was supposed to bring the plans closer to the Bavarian Ministerial Council Chairman Friedrich Krafft von Crailsheim . The endeavor was unsuccessful. Since the people involved were aware of the problem of the border between Bavaria and Prussia in the Glantal, they campaigned for a local railway from Altenglan to St. Julian, which was to run exclusively from Bavarian territory. In the same year the Chamber of Deputies in Bavaria received a petition from the municipal councils of St. Julian, Eschenau, Ratsweiler, Ulmet, Erdesbach and Gumbsweiler.

Construction, opening and follow-up

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; along this new railway line, the then St. Julian-Gumbsweiler station was one of a total of 26 en route stations. In 1912 the station was renamed St. Julian .

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 World War, the Glantalbahn steadily lost its importance. As a result, the second track was gradually dismantled. In 1962, the section between Bedesbach-Patersbach and St. Julian was only single-track. Two years later there was only one track between St. Julian and Lauterecken-Grumbach. As a result, the St. Julian train station was next to Bedesbach-Patersbach only one of a total of two crossing stations on the Altenglan-Lauterecken-Grumbach section. 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.

Since the freight traffic on the section between Ulmet and Offenbach-Hundheim had already come to a standstill, from then on there was no longer any regular traffic. 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 ran again on the section, which also formed the last continuous train journey. The shutdown itself came into effect on December 31, 1995.

Current development

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. The St. Julian train station has been a handcar station on the Glan line 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. He also had two signal boxes.

traffic

passenger traffic

In 1905, a total of 8,549 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 the First World War , 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

In 1905, 1930.1 tons of goods were received or sold in freight traffic. In the freight traffic it had a certain importance due to a neighboring quarry in Obereisenbach. After 1945, however, the quarry was closed due to lower demand.

literature

  • Hans-Joachim Emich, Rolf Becker: The railways on Glan and Lauter . Self-published, Waldmohr 1996, ISBN 3-9804919-0-0 .

Web links

Individual evidence

  1. ^ A b c Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 69 .
  2. Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 71 .
  3. ^ Map of the Mainz Railway Directorate from January 1, 1940
  4. ^ A b Wolfgang Fiegenbaum, Wolfgang Klee: Farewell to the rail. Disused railway lines from 1980-1990 . 1997, p. 420 .
  5. Railway Atlas Germany . Schweers + Wall, Eupen 2002, ISBN 3-89494-133-2 , pp. 83 .
  6. Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 7th ff .
  7. Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 16 ff .
  8. Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 19 .
  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. 50 .
  12. Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 60 f .
  13. ^ A b c Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 64 .
  14. Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 66 .
  15. lok-report.de: timing chart Strategic line (selection) . Retrieved October 2, 2013 .
  16. ^ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable 160 Years of the Railway in the Palatinate (2007) . 2007, p. 101 .
  17. 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 .
  18. Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 101 .
  19. Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 60 .
  20. ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 36 .
  21. ^ A b Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 49 .
  22. Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 119 f .