Southern Railway (Austria)

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Vienna Hbf – Wiener Neustadt Hbf– –Graz Hbf – Spielfeld-Straß
Route number (ÖBB) :	105 01
Course book route (ÖBB) :	500 (Vienna Hbf - Mürzzuschlag) 501 (Vienna Airport (VIE) - Graz) 502 (Graz - Bad Radkersburg) 509 (Vienna Hbf - Wiener Neustadt) 510 (Vienna Floridsdorf - Payerbach-Reichenau) 524 (Vienna Hbf - Deutschkreutz) 600 (Vienna Hbf - Tarvisio) 900 (Vienna S-Bahn)
Route length:	259.7 km
Gauge :	1435 mm ( standard gauge )
Network category :	A.
Power system :	15 kV 16.7 Hz  ~
Maximum slope :	28.1  ‰
Minimum radius :	171 m
Top speed:	160 km / h
Dual track :	Vienna Hbf - Werndorf Lebring - Leibnitz
Legend Ostbahn , Laaer Ostbahn S-Bahn main line from Vienna Praterstern 99.947 0.000 Vienna Central Station 208  m above sea level A. Change of line / direction operation Vienna Matzleinsdorfer Platz 209  m above sea level A. 2,442 Vienna Matzleinsdorf 3.437 Vienna Meidling 210  m above sea level A. Pottendorfer line to Wiener Neustadt Local railway Vienna – Baden Vienna connecting line (new route) to Vienna Penzing Donauländebahn Lainzer Tunnel , New West Railway from St. Pölten 4,475 Vienna Matzleinsdorf-Wienerberg Bridge Vienna connecting railway (old route) 5.220 Vienna Hetzendorf 214  m above sea level A. 7.756 Vienna Liesing North 8.240 Vienna Atzgersdorf (formerly Atzgersdorf Wall) 221  m above sea level A. 8.607 Vienna Liesing freight station 9,611 Vienna Liesing 225  m above sea level A. Liesing siding after Kaltenleutgabe Provincial border Vienna / Lower Austria 10,998 Perchtoldsdorf 12,946 Brunn - Maria Enzersdorf 219  m above sea level A. 15.209 Mödling 213  m above sea level A. former Mödling – Hinterbrühl local railway to Laxenburg 19.304 Guntramsdorf - Thallern (formerly Guntramsdorf ad Südbahn) 215  m above sea level A. 19.903 Üst Mödling 2 20,832 Gumpoldskirchen 218  m above sea level A. 22,134 Gumpoldskirchener Tunnel ( Busserltunnel ) (165 m) 24,140 Pfaffstätten , Baden freight station 238  m above sea level A. 26.004 Bathing b. Vienna 241  m above sea level A. Local railway Vienna Opera - Baden 26.737 Üst Baden freight station 1 30,340 Bad Vöslau 250  m above sea level A. 32,434 Kottingbrunn 253  m above sea level A. 33,929 Leobersdorf 259  m above sea level A. Leobersdorfer Bahn to Weißenbach-Neuhaus Local railway Ebenfurth – Wittmannsdorf Schneebergbahn Aspangbahn (from Vienna Zvbf ) 38,382 Sollenau 274  m above sea level A. 39.682 Felixdorf 277  m above sea level A. Local train Felixdorf – Tattendorf to Blumau-Neurißhof Military railway Felixdorf – Feuerwerkanstalt 42.612 Theresienfeld 282  m above sea level A. 43.118 Üst Felixdorf 2 45.540 Wiener Neustadt North 275  m above sea level A. Pottendorfer Line (from Vienna Meidling ) 47,000 Wiener Neustadt Hbf track group 200 48.118 Wiener Neustadt Hbf 268  m above sea level A. former Schneebergbf now part of the station Wiener Neustadt exit station Mattersburger Bahn to Sopron Aspang Railway to Aspang Schneebergbahn to Puchberg am Schneeberg 50,700 Wiener Neustadt Hbf track group 700 51,367 Wiener Neustadt Einfahrbf 56,952 Üst Wiener Neustadt 2 St. Egyden (until June 2012 train station) 326  m above sea level A. Local railway Willendorf – Neunkirchen Connection with the local railway Willendorf – Neunkirchen 62,574 Neunkirchen N.Ö. 369  m above sea level A. 64,600 Rohrbach near Ternitz abandoned October 15, 1945 67.051 Ternitz 393  m above sea level A. 69.892 Pottschach (formerly the train station) 398  m above sea level A. 73.149 former connecting railway ( Awanst ) GIG Karasek 74.902 Gloggnitz 439  m above sea level A. Semmering base tunnel to Mürzzuschlag (under construction) 77.694 Schlöglmühl 457  m above sea level A. 77.831 Connecting railway ( Awanst ) substation 81.961 Payerbach-Reichenau 494  m above sea level A. 84.798 Bucket 543  m above sea level A. 88.222 Eichberg 608  m above sea level A. 88,400 Eichberg 3 92.284 Klamm-Schottwien 699  m above sea level A. 97.574 Breitenstein 794  m above sea level A. 102.098 Wolfsbergkogel 883  m above sea level A. 103.412 Semmering 894  m above sea level A. Old and new Semmering tunnel (1434 or 1512 m, apex at 898 m) State border Lower Austria / Styria Bridge over the former Feistritzwaldbahn 107.685 Stone house 836  m above sea level A. 110.486 Spital am Semmering 789  m above sea level A. Semmering Base Tunnel from Gloggnitz (under construction) 116.100 Mürzzuschlag freight yard 116.727 Mürzzuschlag 681  m above sea level A. to Neuberg Ort 118.373 Connecting railway ( Awanst ) Böhler 120.613 Hönigsberg 658  m above sea level A. 123.618 Langenwang stop and loading point 124,000 Üst Mürzzuschlag 2 125.045 125.100 Fault profile (−55 m) 128.462 Krieglach 612  m above sea level A. 132.709 Mitterdorf - Veitsch 592  m above sea level A. 135.070 Wartberg in the Mürz Valley 582  m above sea level A. 140.098 Kindberg 566  m above sea level A. 144.216 All Saints' Day - Mürzhofen 548  m above sea level A. 146.694 Marein - St. Lorenzen 532  m above sea level A. 148.503 Connecting railway ( Awanst ) 150.582 Kapfenberg University of Applied Sciences 518  m above sea level A. 150.583 Connecting railway ( Awanst ) Böhler 153.645 Kapfenberg 509  m above sea level A. former Thörlerbahn to Au-Seewiesen 156.629 Bruck an der Mur freight station 493  m above sea level A. 157.858 Bruck an der Mur 489  m above sea level A. to Leoben Hbf –St. Michael– Rudolfsbahn to Klagenfurt Bruck loop (from Bruck / Mur Stadtwald or Leoben) 159.740 Bruck an der Mur - Übelstein 163.392 Reservoir abandoned on May 28, 1967 167.581 Pernegg 474  m above sea level A. Local railway Mixnitz – Sankt Erhard 171.011 Mixnitz - Bärenschützklamm 466  m above sea level A. 179.231 Connecting railway ( Awanst ) Paper mill Bauernfeind (Mondi) 183.022 Frohnleiten 427  m above sea level A. Route relocation 188.022 Badl - Semriach 03/21/1966 abandoned Kugelstein tunnel (400 m) Badlwandgalerie 190.814 Peggau - Deutschfeistritz 402  m above sea level A. Local railway (to Übelbach) 193,452 Overpass of the Pyhrn Autobahn 194.615 Stübing 195.428 195.600 Flaw profile (−172 m) 200.710 Gratwein - Gratkorn 381  m above sea level A. 200.024 200.200 Fault profile (−176 m) 202.755 Judendorf street angel 377  m above sea level A. 203.532 Connection railway ( Awanst ) Neuber 207.191 Gösting 30.05.1965 abandoned 209,485 Graz shunting yard 368  m above sea level A. 210.700 Graz freight station 368  m above sea level A. 211.355 Graz Central Station 364  m above sea level A. 211,549 Graz-Köflacher Railway to Köflach and Wies - Eibiswald Marienhütte siding 212.937 Graz Hart loading point Styrian Eastern Railway to Szentgotthárd 213,070 Graz Don Bosco 213,323 Koralm Railway to Klagenfurt (under construction) 216.158 Graz Puntigam 347  m above sea level A. 218,405 Feldkirchen - Seiersberg 339  m above sea level A. 220.123 Graz Feldkirchen Airport 332  m above sea level A. 220.654 Abtissendorf closed in 1996 331  m above sea level A. 224.203 Kalsdorf 326  m above sea level A. 225,000 Kalsdorf-Süd to Kalsdorf Terminal, Graz Süd CCT 229.525 Werndorf 301  m above sea level A. Koralmbahn connecting track 230.715 230.684 Error profile (+31 m) 231.670 Connection railway ( Awanst ) Steweag-Steg 234,962 Wildon 298  m above sea level A. 238,442 Lebring 291  m above sea level A. 240.750 Gralla 288  m above sea level A. 244,335 Kaindorf ad Sulm 281  m above sea level A. 245.177 Üst Wildon 3 Sulmtalbahn from Pölfing-Brunn 246.756 Leibnitz 275  m above sea level A. 249,454 Wagna abandoned in 1945 251.750 Retznei 271  m above sea level A. 253,948 Ehrenhausen 260  m above sea level A. from Bad Radkersburg 257.915 Playfield street 263  m above sea level A. 260.127 State border next to Spielfeld-Straß A / SLO to Maribor – Ljubljana – Trieste formerly double-track line - only single-track from 1945 This section is currently being expanded to double-track again. formerly double-track line - only single-track from 1945 onwards. This section has been expanded to double-track and is in operation.

As Southern Railway today two are main lines in Austria referred to, namely the routes

• Vienna – Bruck an der Mur – Graz – Spielfeld-Straß (connection to Slovenia) and
• (Vienna–) Bruck an der Mur – Klagenfurt – Villach – Thörl-Maglern – Tarvisio (connection to Italy).

The Südbahn is part of the core network of the Austrian Federal Railways (ÖBB) .

Since the integration of the Vienna Central Station , the actual starting point of the southern line has been moved forward 1.831 km to the new Vienna Hbf-Südosttangente operating point, with the area of ​​the central station being kilometered in the 100 range for the purpose of clear operational differentiation from the subsequent routes.

Historically, the 'Südbahn' is a stock corporation that operated an extensive route network in the south of the Austro-Hungarian monarchy:

The main route Vienna – Trieste, formerly known as the Archduke Johann Railway , ran north-south from Vienna via Lower Austria and Styria with its capital Graz , then via the Slovenian state border to Spielfeld-Straß , established in 1918 , to Marburg , Laibach and Trieste . The name Archduke Johann-Bahn was created in 1839 after Archduke Johann gave a lecture to the Inner Austrian Industrial Association on the construction of a rail link between Vienna and Trieste. The Southern Railway was the connection between Vienna and the Adriatic Sea and Trieste, the main trading port of the monarchy, during the Austrian Empire and from 1867 in the Austro-Hungarian Empire. A connecting route led from Bruck an der Mur to Leoben , where it connects to the wing route of the kk priv. Kronprinz Rudolf-Bahn (KRB) , which leads via Carinthia to the Italian border next to Thörl-Maglern. Today part of the KRB is counted as part of the southern runway.

→ Railway line Spielfeld-Straß – Trieste Centrale

→ Railway line Bruck an der Mur – Leoben

Other important routes of the historic Südbahn:

• Brennerbahn Innsbruck – Verona
• Marburg / Drau – Klagenfurt – Innichen – Franzensfeste as a connection between Vienna – Trieste and the Brenner Railway

→ Drautalbahn Marburg – Innichen

→ Pustertalbahn Innichen – Franzensfeste

• Pivka – Rijeka railway as a connection from Vienna – Trieste to the seaside resort of Opatija / Abbazia in the Kvarner Bay and to the port of Rijeka / Fiume
• Trieste – Venice – Verona – Milan

Some of the routes no longer belong to Austrian territory and therefore had to be surrendered or were completed under different management.

In contrast to most other Austrian railway lines, the standard track on the historic Südbahn is on the left. On the wing section from Bruck an der Mur to Leoben Hbf (and further to Tarvisio Boscoverde) there is right-hand traffic. On August 6, 2012, the route between Vienna and Payerbach-Reichenau was switched to legal operation. The occasion was the opening of the Lainzer Tunnel in December 2012 , which has since connected the Westbahn (regular operation on the right) with the Südbahn. Since December 15, 2019, trains have also been running right-hand traffic on the Payerbach-Reichenau route to Bruck an der Mur.

Construction and history

Route planning, 1841

The first idea for a railway line from Vienna to the Adriatic came as early as 1829. Franz Xaver Riepl suggested a route via Bruck an der Leitha , Hungarian Altenburg ( Mosonmagyaróvár ), Steinamanger ( Szombathely ), Marburg ( Maribor ) and Laibach ( Ljubljana ) to Trieste. The eastern route through Hungary was intended to bypass the Eastern Alps and the Semmering Pass .

The entrepreneur Baron Georg Simon von Sina was also interested in the construction of the railway from Vienna towards Hungary in order to improve the transport compared to the only partially navigable Danube . Therefore he commissioned Matthias Schönerer to plan a railway from Vienna via Schwechat and Bruck an der Leitha to Raab ( Győr ) with a branch to Pressburg ( Bratislava ). He also planned another route from Vienna via Wiener Neustadt and Ödenburg to Raab. In 1836, Sina applied to the imperial government for approval for preparatory work on these routes. At the same time efforts were being made in Trieste for a rail link with Vienna. Sina combined this with his plans and, when applying for a license, offered the prospect of further construction to Trieste and Ofen (Buda) .

frame

The project of an Austrian railway line from Vienna to the then Austrian Mediterranean port of Trieste and to Milan , which at that time also belonged to the Austrian Empire, had to overcome major topographical obstacles. The project, which was strategically, politically and economically important for Austria, coincided with the striving of the various Italian territories for a nation state ( Risorgimento ).

The first sections to go into operation were the sections between Vienna and Gloggnitz at the northern foot of the Semmering (May 5, 1842) and between Mestre (near Venice) and Padua also in 1842. The next section, the Styrian section between Mürzzuschlag and Graz, was completed in 1844 October 1844). By the end of the 1840s, the routes followed from Graz to Cilli ( Celje ) (July 1, 1846) and on to Laibach ( Ljubljana ) (September 26, 1849), as well as from Padua to Verona . In 1848/49, the railway in the Kingdom of Sardinia-Piedmont , Austria's opponent in (Northern) Italy, began.

Construction of the spectacular Semmering Railway began in August 1848. On July 17, 1854, regular train operations could begin between Gloggnitz and Mürzzuschlag. The southern runway was therefore continuously passable between Vienna and Laibach ( Ljubljana ). The crossing of the watershed between the Danube region and the Adriatic Sea with the lines of the railway over steep karst was only possible three years later. From July 12, 1857, it was possible to travel continuously by train from Vienna to Trieste, and from October 12, 1857 also from Venice to Milan. In the meantime, Piedmont also had a rail network that at that time was almost as dense as that of Belgium .

When, on October 3, 1860, the gap between Trieste and Udine enabled a train journey from Trieste to Milan, the Austrian Empire had already lost Lombardy and its capital to Sardinia-Piedmont. The last gap between Milan and Piedmont near Magenta was closed on June 1, 1859, three days before the Danube monarchy lost a battle there against Sardinia-Piedmont and France.

In the peace treaty of November 10, 1859, the Austrian government resigned its duties and rights with regard to the railways in Lombardy (Magenta - Milan - Peschiera, 176 km, Milan - Camerlata - Como, 44 ​​km, together 220 km in operation, along with a number further concessions) to Sardinia-Piedmont. The lines on Austrian territory were administered from Vienna, the Lombard lines from Milan.

In 1861 the Kingdom of Italy was proclaimed, which made territorial claims to the Austrian Empire. In 1866, the Danube Monarchy with Veneto had to cede most of the claimed territories to the Kingdom of Italy via France , as a result of the defeat in the German war against Prussia, an ally of Italy .

The Vienna-Raaber Railway to Gloggnitz

On January 2, 1838, Sina received a temporary building permit for the railway lines applied for, but not an exclusive privilege. As a result, the Vienna-Raab Railway Company was founded on March 20, 1838 , of which Sina held 8.5 million of the 12.5 million guilders share capital. The originally intended name Kaiser-Ferdinand-Südbahn was rejected by the Kaiser.

In April 1839 construction work began on the Baden –Wiener Neustadt section, and on the section from Baden to Vienna in August. On May 16, 1841, the first section of what would later become the southern line between Baden and Wiener Neustadt was opened. The first locomotive that drove the route was called " Philadelphia " after its origins in the US city . The Philadelphiabrücke over the southern railway at Vienna Meidling station still reminds of this today .

Busserltunnel near Gumpoldskirchen, the oldest tunnel in Austria

The Baden – Mödling section was opened on May 29, 1841, and the rest of the line to Vienna on June 20 of that year. In this section is also the first railway tunnel in Austria, Gumpoldskirchener tunnel when the coll. Busserltunnel is called. The end or starting point of the route was the Vienna – Gloggnitz train station (according to today's counting the first south train station in the city); in the first timetables it was referred to as the main station square in Vienna next to the new Belvedere line (referring to the vicinity of the Belvedere Palace and an intervening gate of the line wall ). Due to the competition of the Wiener Neustädter Canal , which also belonged to Sina, the volume of goods was low, but passenger traffic, especially excursion traffic, developed positively from the start.

In the same year, the existing railway line was extended: On October 24, 1841, operations could be started to Neunkirchen , and on May 5, 1842 to Gloggnitz on the northern foothills of the Semmering , the mountainous landscape of which could not be technically mastered at the time.

Since the construction of the railway to Hungary had stalled, the company was withdrawn from its concession to continue building to Hungary in 1842. The company was renamed the Vienna-Gloggnitzer Railway Company . After a renewed application for a license, Sina was approved in 1844 to build what is now the eastern railway line Vienna – Bruck an der Leitha and the southern branch lines Wiener Neustadt – Katzelsdorf (–Ödenburg) (connection to the emerging Hungarian railway network) and Mödling – Laxenburg (feeder to the imperial pleasure palace) .

The Southern Railway between Baden and Vienna, 1847

As a result of changed economic policy, the Austrian state made use of its takeover rights in 1852 for the Vienna – Gloggnitz line, for the Lower Austrian part of the branch line to Ödenburg to the state border at Katzelsdorf and for the branch line to Laxenburg. After lengthy negotiations, a legally valid contract was concluded on August 30, 1853. The routes were thus transferred to the administration of the Imperial and Royal Southern State Railways . The remaining company renamed itself again to Vienna-Raaber Eisenbahn-Gesellschaft .

The Imperial and Royal Southern State Railway

Despite the prospect of a concession to continue building the existing line from Gloggnitz to Trieste, the Imperial and Royal Railway Ministry took the construction of the railway into its own hands. They did not want to leave the economically important railway construction to foreign investor capital. In August 1842 , the Imperial and Royal Southern State Railroad began building the railway between Mürzzuschlag and Graz under the direction of Carl von Ghega . For the first time in Europe, radii of up to 280 m were laid out. Operations could begin on October 21, 1844. The management was transferred to the Vienna-Gloggnitz Railway Company .

In 1843 the kk Südliche Staatsbahn started construction work from Graz south to Cilli ( Celje ). More and more engineering structures were necessary for the construction of the route. This section of the route was opened on June 2, 1848. (In the meantime, the March Revolution had begun in Austria, as in other states of the German Confederation .) With the opening of the last section in 1849 (meanwhile the 1848 revolutions were crushed) one could leave Vienna Travel continuously by train to Ljubljana - with the exception of the Semmering, which still had to be traversed by stagecoach.

Construction work on Semmering began in August 1848. On May 15, 1854, the train service between Gloggnitz and Mürzzuschlag could be started (→ main article: Semmering Railway ), which meant that the historic southern railway was continuously passable as far as Laibach. The construction of this first mountain railway in Europe, for which Carl von Ghega was responsible, is counted among the great moments of Austrian railway construction.

The kk priv. Südbahn-Gesellschaft

The second Vienna Südbahnhof in 1875

On May 1, 1851, the Imperial and Royal Southern State Railway itself took over the management between Vienna and Ljubljana. On May 23, 1858, it was sold to the kk privileged Südbahn-Gesellschaft , which ran the company until it was taken over by the BBÖ in 1923.

Electrification data

Magic Mountains adventure train in Semmering station

• September 29, 1956: Vienna Südbahnhof – Gloggnitz
• September 28, 1957: Gloggnitz – Payerbach-Reichenau
• May 29, 1959: Payerbach-Reichenau – Mürzzuschlag
• May 24, 1963: Mürzzuschlag – Bruck an der Mur
• May 22, 1966: Bruck an der Mur – Graz Hbf
• May 29, 1972: Graz Hbf – Spielfeld-Straß (up to here: 15 kV alternating current)
• May 27, 1977: Spielfeld-Straß - Spielfeld-Straß state border (- Maribor (Slovenia)) (3 kV direct current)

business

In the two border stations of the Südbahn, Tarvisio and Spielfeld-Strass, identity and customs controls took place for decades from November 1918. In Tarvisio customs controls with Austria's EU membership have ceased to exist on 1 January 1995, the identity checks on 1 December 1997. In the field-Strasbourg were terminated customs controls with Slovenia's EU accession on 1 January 2004, the control of persons on 21 December 2007.

passenger traffic

Modern hall of Graz main train station, designed by Peter Kogler

Railjet on the Semmering Railway

The southern runway was still well frequented in the 1970s in the direction of Venice and Trieste ; In the meantime, this long-distance transport has declined sharply as a result of the competition between flight offers and private cars. It remains to be seen whether the planned Semmering base tunnel and the Koralmbahn , which is currently under construction , which is supposed to accelerate traffic between Styria and Carinthia, can contribute to the renaissance of long-distance traffic.

Since the 2008/09 timetable change, the southern railway line has been served from Vienna every hour to Graz with an additional stop in Kapfenberg and every two hours to Villach (one IC train pair from / to Lienz). A Railjet (RJ 530) from Villach runs in the morning with less time between Villach Hauptbahnhof and Leoben Hauptbahnhof. Another (RJ 639) runs as an early connection from Graz Hauptbahnhof via Bruck an der Mur with a stop in Frohnleiten to Villach Hauptbahnhof from Bruck two hours before the first regular train from Vienna. Between Bruck an der Mur- Übelstein and Graz, the route is also used by long-distance trains from Linz , Salzburg and Innsbruck . The trains to Carinthia and East Tyrol are accelerated by the elimination of stops. With the exception of four pairs of trains destined for Lienz, Poland or Slovenia, an evening express train from Graz Hauptbahnhof to Vienna Hauptbahnhof and a pair of Nightjet trains to Italy, only Railjet sets are used.

The most heavily used section of the southern line is the section between Wien Meidling and Wien Liesing , where around 370 passenger trains run per day. In addition to long-distance traffic, these are mainly S-Bahn trains of the 4020 series , which end their journey in Vienna Liesing, Mödling , Leobersdorf or Wiener Neustadt Hbf . Furthermore, between Šatov near Znojmo (Northwest Railway) and Břeclav (Northern Railway), both border stations to the Czech Republic, and Payerbach - Reichenau, mostly double-decker push-pull trains with modern class 1116 and 1144 locomotives are run on the Vienna S-Bahn main line . Since the double-deck coaches cannot be used over the Semmering due to the profile being exceeded, there are primarily class 4020 railcars running between Payerbach-Reichenau and Mürzzuschlag . On weekends, ÖBB adventure trains, pulled by nostalgic locomotives, ran until recently. In the area of ​​the Styrian S-Bahn between Mürzzuschlag and Spielfeld-Straß , railcars of the series ÖBB 4744 or 4746 and ÖBB 4024 are mostly used.

The (third) Vienna Südbahnhof was last used by southern trains on December 12, 2009. From December 13, 2009 to December 13, 2014 long-distance trains of the Südbahn operated from / to Vienna Meidling, local trains mostly via the Vienna S-Bahn main line, since December 9, 2012 with the stop Wien Hauptbahnhof (platforms 1 and 2 in the lower position) . Local trains passing from the southern to the eastern line have already been guided over the main train station platforms in an elevated position since that day. Since December 13, 2014, the Südbahn has been running to Vienna Central Station, which started long-distance traffic on December 13, 2015 for ÖBB trains of the Western Railway.

Freight transport

The assembly of freight trains from the Vienna area, which used to be carried out on the company's own southern railway systems, is now largely carried out in the central marshalling yard at Wien-Kledering . As a result, the freight yard at Vienna's Südbahnhof, which is barely used by the railways, was demolished in 2009. Since December 9, 2012, freight train traffic from the Westbahn in Vienna to the Südbahn has no longer been routed via the historic connecting line , but through the Lainzer Tunnel in Vienna.

The freight trains are usually pushed by another locomotive between Gloggnitz and Mürzzuschlag freight yard due to the gradients over the Semmering . Since summer 2008, freight trains from a private railway company have also been running on the southern line: LTE Logistik- und Transport-GmbH runs a kerosene train through the Karawanken tunnel three times a week from the Schwechat oil refinery (near Vienna) to the Slovenian port of Koper . In addition, an LTE container train travels the route between Koper and the goods terminal in Kalsdorf near Graz on a few working days (via Spielfeld-Straß station ).

Accidents

• On October 21, 1918 in the entrance to the station went Kapfenberg the fast train no. 5 of Vienna to Ljubljana on a freight train and a furlough train in the opposite direction in the wreckage of the accident site in. 13 people died, including the director of the southern railway, who was responsible for the locomotives, in his saloon car .

→ Main article : Kapfenberg railway accident

• On the night of February 5 to 6, 1921, an express train coming from Italy collided with a freight train near Felixdorf in heavy snowfall. Seven travelers died and 14 were seriously injured.

→ Main article : Felixdorf railway accident

• On September 25, 1951, an express train drove into the flank of a shunting freight train at Langenwang station . The accident claimed 22 lives; 50 people were injured, eleven seriously.

→ Main article : Langenwang railway accident

• On June 23, 1990, a freight train and a regional train collided near Kindberg . One person died and ten were injured.

Collision in the polleros wall tunnel in 2015

Location of the accident, from left: Kalte-Rinne-Viadukt, Polleroswand with tunnel east portal, Krausel-Klause-Viadukt

According to the first announcements of the ÖBB, several container wagons of an ÖBB freight train derailed on December 1, 2015 at around 8:45 a.m. in the 337 m long bollard tunnel. On the afternoon of the day of the accident, the ÖBB announced that the line would be closed for around three weeks, as parts of the train would have to be lifted again, rails, signals and the overhead line would have to be repaired, and access for heavy equipment was particularly difficult.

The collision occurred in this area of ​​the Polleroswand tunnel

The straight Krausel-Klause viaduct in the direction of the nearby Breitenstein train station (route km 97.6) connects to the east portal of the Polleroswand tunnel, and the west portal (at km 98.7) is connected to the Kalte-Rinne viaduct, which curves to the left Direction to the Wolfsbergkogel stop (km 102.1) and Semmering train station (km 103.4). The Kalte-Rinne-Straße leads directly under the viaduct of the same name and runs parallel to the other viaduct about 150 m south, but in a much lower position. The site of the accident could therefore only be reached via railroad tracks and steep footpaths. The tunnel runs almost in a straight line to the west portal. The track is usually from 82 km (Payerbach-Reichenau) left , the vehicles involved in the accident were on this left, uphill track in track south (Graz, Court). The wagons had loaded ISO containers , but according to ÖBB no dangerous goods.

In the course of December 2, 2015, following further broadcasts by ÖBB, the situation was such that it was not just a derailment, but a collision between a freight train rolling back, which had to stop behind a freight train that was forced to be braked by a train separation uphill traveling ÖBB 1144 . This 1144 should have been used as an auxiliary locomotive to bring the second, waiting train back to the Breitenstein stop. During the approach of the uphill locomotive, the waiting train, which was originally also going uphill, unintentionally started moving backwards and reached a speed of up to 60 km / h before the collision occurred. The driver of the uphill 1144 was slightly injured in the collision.

Rail replacement services with buses have been set up for passengers: for long-distance traffic in the Gloggnitz (Lower Austria) - Mürzzuschlag (Styria) section, for local traffic from Payerbach-Reichenau to Semmering.

expansion

The southern section of the Graz-Puntigam – state border next Spielfeld – Straß (29.4 km) was dismantled on a single track after the Second World War - specifically in 1956 under Transport Minister Karl Waldbrunner . The Gralla siding remained double- tracked . The two-track restoration is divided into seven construction phases. In the first stage of expansion, the Graz – Kalsdorf – Werndorf line was built with two tracks. On November 22, 2009, the Lebring – Kaindorf section was put into operation with two tracks. The section Kaindorf – Leibnitz (with station renovation) –Wagna is under construction. The Leibnitz station , which has been extensively modernized since December 2009 as part of the double-track expansion of the southern line , went into operation with the opening on November 5, 2012. The next expansion stages are still in the planning stage and include the sections Werndorf-Wildon, Wildon-Lebring, Wagna-Retznei, Retznei – Ehrenhausen and Ehrenhausen – state border.

With the help of the Semmering Base Tunnel (SBT, groundbreaking on April 25, 2012) and the Koralm Railway, the capacity of the Southern Railway is to be increased considerably.

The Koralm Railway has been under construction for a long time and is expected to connect the Southern Railway to Carinthia through the Koralm Tunnel in 2026 and enable a journey time between the provincial capitals of Graz and Klagenfurt of just 45 minutes. The Koralm Railway will branch off from the Southern Railway south of Graz, after the motorway bridge at Feldkirchen, and will receive a tunnel station at Graz Airport .

Since December 13, 2010 (first train at Graz main station from 06:23 am), GKB trains have been using the S6 S-Bahn line on the Koralmbahn sections Graz – Feldkirchen-Seiersberg (from here, swiveled, on the southern railway line adapted to Werndorf) and Werndorf (junction from the Südbahn at km 230.1) - Hengsberg tunnel –Hengsberg – Wettmannstätten; here is the connecting area Koralmbahn (km 30.917–31.957) / GKB-Wieserbahn (km 16.903–18.169). The S6 currently runs on the Wieserbahn trunk line to the Wies-Eibiswald terminus; In future, the S6 will run via the Koralmbahn IC train station “Weststeiermark”; for this purpose, two route connections between Wieserbahn / Koralmbahn will be established: in Groß St. Florian (object under construction) and near Frauental (object planned).

The Kugelstein Bridge over the Mur, located north of the Kugelstein tunnel in the Frohnleitens municipality , with a slightly arched steel framework from the 1960s, was replaced at the end of August 2016 by a new structure made of steel and concrete, which was pushed in from the underwater side. The prefabricated track including concrete sleepers was stored in the Peggau station for completion. On August 27, 2016, a two-week ban began with replacement rail traffic between Bruck and Graz. It was put back into operation on September 12, 2016 - exactly at the start of school.

photos

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  The ticket hall of the Südbahnhof around 1900

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  Glass facade of the newly constructed reception building of Wiener Neustadt main station

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  The end of the Austrian southern runway at Spielfeld

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  Advertisement of the Südbahngesellschaft for its routes in 1898

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  Viennese local route (1899)

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  Mürzzuschlag-Marburg (1899)

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  Marburg-Trieste (1899)

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  Kufstein-Ala (1899)

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  Benefit share of the privately owned Südbahn-Gesellschaft from January 1, 1888

See also

• Slovenian part of the southern runway
• List of locomotives and railcars of the Southern Railway Company

literature

• Negotiations of the 4th general meeting of shareholders of the kk priv. Wien-Raaber Eisenbahn-Gesellschaft held on July 18, 1842 . [Sl], [1842], digitized .
• Vienna-Gloggnitz Railway . In: Illustrirte Zeitung . No. 19 . J. J. Weber, Leipzig November 4, 1843, p. 301 ( books.google.de ).
• Peter Rosegger (collaborator): The Southern Railway and its traffic area in Austria-Hungary. With a timetable for all lines of the kk priv. Südbahn-Gesellschaft . Rohrer, Vienna (among others) 1899, OBV .
• Reiner Puschnig: Archduke Johann and the construction of the southern railway . In: Ferdinand Tremel (Ed.): Archduke Johann and Styria. Eleven lectures on the Styrian Memorial Year . Journal of the Historical Association for Styria , special volume 4, ZDB -ID 200609-1 . Self-published by the Historisches Verein für Steiermark, Graz 1959, OBV , pp. 54–58.
• Sepp Tezak : The southern railway line. Vienna – Gloggnitz. This volume deals with the Vienna Südbahnhof – Gloggnitz route . 1st edition. Bahn im Bild, Volume 45, ZDB -ID 52827-4 . Pospischil Publishing House, Vienna 1985, OBV .
• Gerhard Michael Dienes (ed.): The southern railway. From the Danube region to the Adriatic (Vienna – Graz – Marburg – Laibach – Trieste) . Leykam, Graz / Vienna 1987, ISBN 3-7011-7178-5 .
• Sepp Tezak, Heinz Albrecht (Ill.): The southern railway line . Volume 2: Mürzzuschlag – Spielfeld-Straß . 1st edition. Bahn im Bild, Volume 68, ZDB -ID 52827-4 . Pospischil, Vienna 1989, OBV .
• Alfred Horn, Mihály Kubinszky : Archduke Johann's “unnamed” southern runway! In: Kuk railway picture album . Volume 2: Railway pictures tell a story . Bohmann, Vienna 1993, ISBN 3-7002-0833-2 , p. 160 f.
• Herbert Dietrich: The southern railway and its forerunners , Bohmann Verlag, Vienna 1994, ISBN 3-7002-0871-5 .
• Sepp Tezak: 150 years of the Graz-Spielfeld / Straß– (Celje) railway line . Graz 1996.
• Gerhard Artl, Gerhard H. Gürtlich , Hubert Zenz (eds.): Full steam ahead in the south. 150 years Südbahn Vienna-Trieste , Verlag Fassbaender, Vienna 2007, ISBN 978-3-902575-01-2 .
• Elmar Oberegger : Vienna - Graz - Trieste. On the history of the "Archduke Johann Railway" . Publications of the information office for Austrian railway history, Volume 2007,3, ZDB -ID 2278238-2 . Self-published information office for Austrian railway history, Sattledt 2007, OBV .
• Detlef Löffler (Ed.), Franz Gansrigler, Christoph Posch: Vienna - Triest. The urge to go south: from the beginnings of the Kronprinz-Rudolf-Bahn to the current expansion of the Südbahn and the Pontebbana . Styria-Verlag, Vienna / Graz / Klagenfurt 2008, ISBN 978-3-222-13257-5 .
• Wulf Schelbaum (text), Peter Hammermüller (red.): 175 years of railways for Austria. A journey through time on rails ... Ferrytells Verlags- und BeratungsgmbH, Vienna 2012, ISBN 978-3-902869-01-2 .

Web links

Commons : Südbahn (Austria)  - Collection of images, videos and audio files

• Southern Railway Museum in Mürzzuschlag (German / English)
• From the history of the kkpriv. Southern runway
• The kkpriv. Southern runway
• Journey with the southern runway in August 2006 (with an overview of all operating points on the route) parts 25–36
• On the history of the Archduke Johann Railway
• Philipp Volk:  The railway from Vienna to Gloggnitz. In:  Allgemeine Bauzeitung , year 1842, pp. 195–260 (online at ANNO ). .
• Early documents and newspaper articles on the Southern Railway in the 20th Century press kit of the ZBW - Leibniz Information Center for Economics .

Remarks

1. ↑ ^{a b} Second track between Lebring and Leibnitz opened to traffic on May 27, 1876. - Commerce, industry, transport and agriculture. (…) Railway buildings in 1876. In:  Wiener Zeitung , No. 228/1877, October 5, 1877, p. 7, top left. (Online at ANNO ). .
2. ↑ monograph not detectable. - Unsuccessful relevant queries on December 25, 2012.

Individual evidence

1. ↑ Operation from 1916 to approx. 1918, dismantled in 1923: Paul, Friedrich and Josef Otto Slezak : Canal, Nostalgie, Railway. Slezak publishing house , ISBN 3-85416-153-0 . Vienna 1990, pp. 134, 136-137, 139 with a reference to the source: Johann Witz: Between Wöllersdorf and Blumau. The military tugs on the Steinfeld. (Section: Wöllersdorf↔Mittel route ). In: Railway. ISSN  0013-2756 ZDB -ID 162227-4 . Issues 12/1974, pp. 181-184 and 1-2 / 1975, pp. 4-6.
2. ↑ ^{a b} Josef Dultinger: The "Erzherzog-Johann-Bahn". First railway connection between the imperial capital and residence city of Vienna with the city and the Adriatic port of Trieste . 1st edition. Publishing house Dr. Rudolf Erhard, Rum 1985, OBV , p. 16.
3. ↑ Right- hand traffic on Semmering . In: railway magazine . No. 2 , 2020, p. 33 .
4. ↑ On the political, strategic and economic importance of the southern railway project, cf. execute Rolf Wörsdörfer: German views of the Adriatic region. From the construction of the “Südbahn” to the end of the Second World War (1857–1945) . In: Hannes Obermair , Stephanie Risse, Carlo Romeo (Ed.): Regional civil society in motion - Cittadini innanzi tutto. Festschrift for - Scritti in onore di Hans Heiss . Vienna-Bozen: Folio Verlag 2012. ISBN 978-3-85256-618-4 . Pp. 94-116.
5. ↑ Julius Scholz: The career of the southern railway . In: Rosegger: Die Südbahn , p. 2.
6. ^ Johann Hofmann: The journey on the railroad from Vienna to Baden . Pichler's blessed widow, Vienna 1842. onb.ac.at .
7. ↑ Train accidents in the past 10 years . In: derstandard.at , July 15, 2001
8. ^ Freight train accident: collision in the tunnel , ORF-Online , accessed on December 2, 2015.
9. ↑ http://noe.orf.at/news/stories/2745169/ Freight train derailed on southern line, orf.at, December 1, 2015, updated in the afternoon, accessed December 1, 2015.
10. ↑ http://kurier.at/chronik/niederoesterreich/suedbahnstrecke-drei-wochen-sperre-noetig/167.162.216 Southern Railway Line: three weeks closure necessary, kurier.at, December 1, 2015, 4.15 p.m., accessed December 1, 2015 .
11. ↑ http://www.eisenbahntunnel.at/inhalt/tunnelportale/10501-polleroswand.html Polleroswand tunnel on route 105 01, railway tunnel in Austria, Lothar Brill, Nuremberg, (c) 2008–2014. Last updated July 29, 2013, accessed December 1, 2015.
12. ↑ Two-track expansion of the southern runway accelerated . ( Memento of the original from February 1, 2014 in the Internet Archive ) 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. In: verkehr.steiermark.at , December 10, 2009, accessed on July 28, 2013. 
13. ^ Opening of the Leibnitz train station . ( Memento from July 28, 2013 in the web archive archive.today ) In: kleinezeitung.at , November 6, 2012, accessed on July 28, 2013.
14. ↑ Opening of the Koralmbahn will be delayed until 2026 - steiermark.ORF.at. Retrieved March 23, 2018 . 
15. ↑ ÖBB-Südbahnbahn closed from Saturday orf.at, August 26, 2016, accessed August 26, 2016.