|opening||May 1, 1904|
|City / municipality||Ulmet|
|Railway stations in Rhineland-Palatinate|
The Ulmet station was the station of the Rhineland-Palatinate community Ulmet . It was located on the Glantalbahn Homburg – Bad Münster, which opened in 1904, along the middle section of the Altenglan – Lauterecken – Grumbach line. He played a rather subordinate role along the railway line. In 1985 passenger traffic was discontinued, six years later goods traffic. With the start of the trolley operation on the Glantalbahn between Altenglan and Staudernheim, a trolley station was set up in its place. The station building is a listed building.
The station was in a central location within the Ulmet municipality. It was 196.8 meters above sea level between the railway stations Bedesbach-Patersbach (km 34.4) in the south and Niederalben-Rathsweiler (km 39.0) in the north. In its catchment area, the Glantalbahn crosses a steel girder bridge. This was built on masonry arrows and abutments. In the immediate vicinity there is also a road bridge that leads over the route including the station area.
Unsuccessful efforts to establish a rail link
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 of the strategic railway and subsequent period
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. From August 14th of that year, the materials for stretching a narrow-gauge railway were brought from Altenglan to Ulmet by horse and carts. The planum from Altenglan to St. Julian was prepared by Italian and Croatian construction workers. The actual work started on October 27th by the Mannheim-based company Grün & Bilfinger . The Glantalbahn was finally opened on May 1, 1904 on a continuous length; Ulmet was one of a total of 26 en route stations along this new railway line.
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. Due to its strategic importance, the Glantalbahn was the target of numerous attacks by the Allies. On December 27, 1944, the flyover at the Ulmeter station area was bombed, which buried a train loaded with tanks. A few weeks later, on January 15, 1945, there was an attack on Ulmet station.
Development after the Second World War (1945–1980)
After the Second World War, the Glantalbahn lost its importance. From 1947 to 1949, a freight train with passenger transport ran between Altenglan and Lauterecken-Grumbach three times a week . In 1959, Ulmet station lost its clearance rights for freight and express freight traffic; the community resisted it unsuccessfully. Since the station was no longer manned at that time, its signal systems were switched through two years later. In 1962, on the Altenglan-Lauterecken-Grumbach section, passenger traffic was also stopped on Sundays.
After traffic on the Odernheim – Bad Münster section had been discontinued in 1961 due to its minor importance, the Altenglan – Meisenheim section was gradually reduced to a track in the 1960s. Between Bedesbach-Patersbach and St. Julian , for example, the second track no longer existed from 1962. which meant that no train crossings were possible in Ulmet. At the end of the 1960s, the German Federal Railroad (DB) tried for the first time to initiate a closure procedure for the railway line, but the state governments of Rhineland-Palatinate and Saarland prevented this. The DB made a renewed attempt in this regard in 1973. This time their efforts were aimed at, among other things, stopping freight traffic between Altenglan and Lauterecken-Grumbach on December 31, 1975.
Closure and start of trolley operation (since 1980)
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. From then on, only transfer trains ran between Altenglan and Ulmet. On September 29 of the same year, the railway line between Glan-Münchweiler and Odernheim was officially downgraded to a branch line, a status that had in fact existed for decades. Since all goods tariff points between Ulmet and Offenbach-Hundheim were closed at this time, the section was then no longer traffic.
In 1991 goods traffic between Altenglan and Ulmet was discontinued. The DB then parked hundreds of decommissioned freight cars on this section of the route. This provoked protests especially in Bedesbach, so that the wagons were taken away again in the summer of 1992. In the same year, the Deutsche Bundesbahn initiated a closure procedure for the section from Altenglan and Lauterecken-Grumbach, which was initially suspended due to the conversion of the former into Deutsche Bahn at the turn of the year 1993/1994. The shutdown itself came into effect on December 31, 1995. In the same year, the station building, including part of the rest of the railway site, came into private ownership.
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. Ulmet station has been a trolley station on the Glan route since 2000.
The reception building, the one-storey warehouse including the loading ramp, as well as the former toilet and stable shed are under monument protection.
In 1905, a total of 9,504 tickets were sold at Ulmet station. With the continuous opening of the Glantalbahn, the station was approached by five pairs of trains. By the outbreak of World War I , the number increased to six, only to halve after the end of the war. In 1929 ten pairs of trains drove to Ulmet, 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. For the next three decades the number ranged from five to seven; At the time of the shutdown, three pairs of trains were running on working days.
Like most train stations on the Altenglan – Lauterecken-Grumbach section, Ulmet did not play a major role in freight transport. In 1905, for example, only 2801.87 tons of goods were received or sold. The station had a loading platform. The unloading of coal played an important role until the goods tariff point was closed.
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- Hans-Joachim Emich, Rolf Becker: The railways to Glan and Lauter . 1996, p. 7th ff .
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- lok-report.de: timing chart Strategic line (selection) . Retrieved December 12, 2012 .
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- Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable 160 Years of the Railway in the Palatinate (2007) . 2007, p. 101 .
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