Arlbergbahn

	from Kufstein
-0.434	Innsbruck Central Station	582 m above sea level A.
	to Verona
	Innsbruck tram
	from Innsbruck Hbf-Freightbf

1.325	Innsbruck Westbf (formerly Wilten )	583 m above sea level A.

	to Garmisch-Partenkirchen
6,910	Völs	584 m above sea level A.

10,442	Kematen i. T. H-Lst, Awanst (formerly Bf)	593 m above sea level A.

12,049	Unterperfuss (until September 29, 1968)
14,000	Awanst
14.247	Zirl	596 m above sea level A.
16,911	Inzing	601 m above sea level A.
19.163	Hatting	605 m above sea level A.
20,370	Üst Zirl 2

21,412	Flaurling H-Lst, Awanst (in front of the train station)	609 m above sea level A.

25,000 25,085	Defect profile (−85 m), start of line relocation
	End of line relocation
25.545	Oberhofen in the Inn Valley	620 m above sea level A.
26,800	Telfs - Pfaffenhofen	623 m above sea level A.
31.056	Rietz	635 m above sea level A.
34.647	Stams	639 m above sea level A.
36.223	Mötz	644 m above sea level A.
38.223	Silz	648 m above sea level A.
42.458	Haiming	669 m above sea level A.
45,420	Ötztal	692 m above sea level A.
46.152 46.320	Fault profile (−168 m)
46.850	New construction of the Ötztaler Achbrücke by 09.2011
47.200	Ötztaler Achbrücke (new), Ötztaler Achbrücke (old)
47,600
47,600 47,597	Error profile (+3 m)
50.056	Ropes	706 m above sea level A.
54.698	Imst - Pitztal (1944: Imst)	716 m above sea level A.
59.070	Imsterberg	724 m above sea level A.
63.015	Schönwies	736 m above sea level A.
65,570	Awanst Strictly Construction
65,780 65,891	Defect profile (−111 m)
65.911	Abzwies Schönwies 1, start of line relocation
66,550	Kronburg tunnel (330 m)
68.580	Zammer Tunnel (2335 m), east portal
70.980	Zams 768 m above sea level A.
	Zammer Tunnel , west portal
	End of line relocation

71.837	Landeck-Zams (until 2005: Landeck)

	formerly planned Reschenbahn
72.150	Connection to the company Donauchemie AG
72,406 72,650	Defect profile (−244 m)
73,404	Inn Bridge (L 188 m / H 25 m)
73,800	Landeck Perfuchs 816 m above sea level A.
76,447	Zappelbach Bridge (L 34 m / H 11.2 m)
77.981	Pians	911 m above sea level A.
78.277	Ganderbach Bridge (L 22 m / H 14.8 m)
78.918	Mayenthal Bridge (L 53 m / H 15.0 m)
79.495	Burgfried Bridge (L 72 m / H 10.0 m)
79.680	Wolfsgruberbachbrücke (L 50 m / H 14.3 m)
79.949	Wiesberg 28.05.1988 abandoned	953 m above sea level A.
80.253	Trisanna Bridge (L 207 m / H 87.4 m)
80.486	Weinzierltunnel (212 m)
80.700	Start of line relocation
80.810	Moltertobel tunnel (1643 m)
	old Moltertobel tunnel (75 m), until April 22, 1914
82,308 82,200	Error profile (+108 m)
82.500	End of line relocation
82.496	Geigertobel Bridge (L 81 m / H 11.5 m)
83.073	Strict	1027 m above sea level A.
85.114	Süßwaldbrücke (L 59 m / H 11.0 m)
85,308	Klausbach aqueduct (20 m)
87.274	Flirsch	1122 m above sea level A.
87.564	Rosanna bridge I (L 28 m / H 7.9 m)
88.055	Rosannabrücke II (L 56 m / H 8.1 m)
88,483	Rockfall gallery (33 m)
90.150	Abzw Flirsch 1, start of line relocation
90.176	Schnann (old)
90.420	Schnann	1162 m above sea level A.
91.028	Inner Maienbach Gallery (354 m)
91.363	Awanst ÖBB substation Pettneu am Arlberg
91.528	Rosanna Bridge III
92.330	Aprie tunnel (171 m)
93,334	Pettneu	1193 m above sea level A.
93.476	Pettneu (old)	1196 m above sea level A.
	End of line relocation
93.767	Üst Flirsch 2
94.275	Vadisen Gallery (579 m)
	Start of new line
	Rosanna Bridge IV
96.271	St. Jacob	1228 m above sea level A.
97.357	Wolfsgrubentunnel (1743 m), east portal
97.698	Rosanna Bridge IV
97.923	Rosanna Bridge V
99.100	Wolfsgrubentunnel, west portal
99.360	St. Anton am Arlberg	1309 m above sea level A.
99.590	St. Anton am Arlberg (old)	1303 m above sea level A.
99,500	Arlberg tunnel (10,648 m), new east portal
100.127	Arlberg tunnel (originally 10,250 m), old east portal
100.600 100.828	Fault profile (−228 m)
	End of the new line
104.241	Vertex	1311 m above sea level A.
107.622	Üst St. Anton 3
	State border Tyrol / Vorarlberg
110.377	Arlberg tunnel , west portal
110.480	Alfenz Bridge (L 52 m / H 17.2 m)
110.715	Langen am Arlberg	1217 m above sea level A.
	Start of line relocation
111.054	Blisadona tunnel (2411 m) east portal
111.120	Simastobel tunnel (140 m)
111.670	Großtobel tunnel (505 m)
112.464	Bridge (L 62 m / H 8.4 m)
112.663	Small avalanche roof (34 m)
112.744	Bridge (L 32 m / H 6.7 m)
112.934	Abzw Langen 1
112.973	Wälditobel Bridge (L 59 m / H 35 m)
113.031	Kloesterle	1157 m above sea level A.
113.100	Branch from the main tube, preparation for planned. Further construction
113.465	Blisadona tunnel, west portal
113,547 113,463	Defect profile (+84 m), end of line relocation
113.604	Large avalanche roof (510 m)
114.113	Avalanche protection roof in the pants (53 m)
114.166	Avalanche protection roof III (163 m)
114.200	Start of line relocation
114.374	Wildentobel tunnel (1158 m)
114.583	Wildentobela aqueduct (15 m)
115.452	Spreubach Bridge
115.600	End of line relocation
116.074	Wald am Arlberg (before. Dannöfen)	1074 m above sea level A.
116.630	Glongtobel Bridge
117.995	Stelzitobel Bridge (L 28 m / H 6.0 m)
118,342	Radonatobel Viaduct (L 80 m / H 21.0 m)
119.192	Bridge (L 23 m / H 6.1 m)
119.279	Avalanche protection roof Mühltobel (91 m)
119.531	Avalanche protection roof IV (144 m)
119.692	Gipsbruchtobel avalanche protection roof (35 m)
119.944	Avalanche protection roof V (22 m)
121.253	Dalaas	932 m above sea level A.
121.563	Hölltobel Bridge (L 96 m / H 24.2 m)
121.920	Röcken tunnel (68 m)
122.420	Schmiedtobel tunnel (94 m)
122.654	Schmiedtobel Bridge (L 120 m / H 55.8 m)
122,954	Engelwand tunnel (280 m)
123.349	Engelwand avalanche protection roof (31 m)
123.432	Brunntobel Bridge (L 74 m / H 24.6 m)
123.722	Engelwäldchentunnel (209 m)
124.856	Fünffingertobelgalerie (32 m)
124.888	Five-finger Tobel tunnel (78 m)
125.177	Back alley	824 m above sea level A.
125.666	Schanatobel Bridge (L 70 m / H 18.8 m)
125.749	Avalanche protection roof Böcktöbele (36 m)
126.425	Pfaffentobel tunnel (97 m)
126.684	Plattentobel tunnel (162 m)
126.881	Rüfeviadukt (L 65 m / H 7.3 m)
127.970	Avalanche protection roof VI (139 m)
127.109	Mason tunnel (147 m)
127.310	Arched cut (31.8 m)
127.528	Masonbach Bridge
128.168	Mühltobela aqueduct (20 m)
129.543	Braz	705 m above sea level A.
132.685	Bings	614 m above sea level A.
	from Schruns
136.286	Bludenz	559 m above sea level A.
	to Lindau Hbf

47.2632776 11.4010086Coordinates: 47 ° 15 '47.8 " N , 11 ° 24' 3.6" E

The Arlbergbahn is an electrified main railway in Austria . It connects the Tyrolean capital Innsbruck with Bludenz in Vorarlberg through the Arlberg tunnel and establishes the connection from the Kufstein – Innsbruck line ( Unterinntalbahn ) to the Bludenz – Lindau line . It belongs to the core network of the Austrian Federal Railways (ÖBB).

The construction of the Arlbergbahn began in 1880. After traffic between Innsbruck and Landeck was started on July 1st, 1883, the opening run took place on September 20th, 1884 on the entire route and the clearance on September 21st, 1884. The Arlbergbahn originally had a total length of 136.72 kilometers, of which 105.77 kilometers are in Tyrol and 30.95 kilometers in Vorarlberg. Coming from the east, it overcomes a height difference of 729.2 meters to the apex. In the steeper, because shorter, western part, the difference in altitude is 752.3 meters. In addition to the west and east ramps, some of which are built on spectacular slopes, the Arlbergbahn tunnel with a length of 10,648 meters (originally 10,249.9 meters) between St. Anton am Arlberg and Langen am Arlberg forms the central component of the Arlbergbahn.

The originally single-track line is now partially double-tracked. The sections Ötztal - Kronburg , Landeck-Zams - Schnann and Klösterle - Bludenz are single-track.

Prehistory and construction

A railway over the Arlberg Pass was already being discussed in 1845 when English railway designers were looking for a rail connection for traffic from England to Egypt , but at that time there were still too many technical reservations against construction. However, the opening of the Semmering Railway in 1854 showed that a mountain railway over the Arlberg is by no means impossible.

The first protagonist of a railway from Tyrol to Vorarlberg was the Vorarlberg textile industrialist and President of the Feldkirch Chamber of Commerce , Carl Ganahl , who campaigned for a railway connection from Lake Constance to the Adriatic as early as 1847 . Ganahl had found a strong comrade in the then Minister of Commerce Freiherr von Bruck. When Bruck left the ministry for the first time in 1851, the demand was forgotten. When Baron von Bruck became Minister of Finance on March 10, 1855, he no longer wanted to hear about his former demands, because he did not dare to undertake such an expensive undertaking in this office. In contrast, Ganahl was not dissuaded from his idea. In association with other Vorarlberg industrialists, he had Achilles Thommen , the builder of the Brenner Railway , carry out preliminary planning work on the basis of a pre-concession from April 9, 1865 . Thommen took into account both the passage through the Arlberg and its overshoot by means of a Fell cable car . However, this project was soon discarded because it would not have been possible to create a continuous track connection.

After the interested parties urged the local people's representatives to act more vigorously, the provincial parliaments of Vorarlberg on December 5th and Tyrol on December 20th, 1866, decided to introduce the government to the construction of the railway. Ganahl, who was also a member of the Vorarlberg state parliament, took this opportunity to campaign for the construction of the railway at state expense if private entrepreneurs were not found sooner.

Triggered by the Franco-Prussian War of 1870/71 and the trade embargo imposed with it, the Arlberg Railway project received an almost dramatic urgency: Vorarlberg was surrounded on three sides by export bans and the Arlberg stood in the way to the east. In the summer of 1871, the Ministry of Commerce, to which the previous projects appeared neither reliable nor complete, commissioned the Imperial and Royal General Inspection of the Austrian Railways to work out a new, comprehensive project for the mountain routes. In addition, it initiated a geological investigation of the Arlberg and meteorological observations during the winter of 1871/72.

Encouraged by the construction of the Gotthard Railway , two projects were finally shortlisted: While one project envisaged a route from the Paznaun Valley to the Montafon Valley , the other project planned a route from the Stanzer Valley to the Klostertal . For the second draft, there were five comparison lines, which were subjected to a closer examination before the decision was made in favor of the lower-lying, double-track top tunnel. Trade Minister Anton Freiherr von Banhans submitted a bill to the House of Representatives on March 22, 1872 for the implementation of the Arlberg Railway at state expense with a total cost of 42 million guilders . The House of Representatives did not deal with the proposal. Rather, there were voices in favor of building the railway connection from Tyrol to Vorarlberg via the Lech Valley , and demanded that the experts be questioned again. Although they upheld their previous expert opinion, the Ministry of Commerce had the Lech Valley mapped out. The experts involved virtually ruled out such lines.

Thereupon Herbst declared himself an opponent, whereupon violent arguments developed in the House of Representatives with Minister Lasser and the other supporters of the Arlbergbahn. Although the economic crisis that broke out in 1873 spread and the population kept shouting louder and louder for work and income, the second submission from 1876 was again unsettled. It was not until the third attempt in 1879 that the protagonists of the Arlbergbahn were successful with the intended 10,270 m long summit tunnel, as the progress made in the Gotthard tunnel gained confidence in the project presented.

On May 10, 1880 bonfires burned on the mountains of Tyrol and Vorarlberg at night and the next day Innsbruck celebrated the enactment of the security bills for the construction of the Innsbruck – Bludenz railway over the Arlberg , a commemorative publication of the ÖBB reports on the awarding of the trade minister for the construction contract for the Arlberg railway . The long-awaited construction could finally begin. Julius Lott was appointed construction director of the Arlbergbahn.

Construction work

The first construction attack was on the Arlberg tunnel, which was awarded to the Ceconi and Lapp brothers. On June 20, 1880, excavation began on the east side and four days later on the west side. While on the east side, Ferroux-type impact drilling machines operated with compressed air were used, which allowed an average daily construction progress of 5.07 m, on the west side, Brandtsche rotary drills operated with pressurized water were used, which achieved an average daily advance of 4.95 m . The total daily drive was 10.02 m and was thus significantly higher than the planned 6.6 m, which saved a whole year of construction time.

The importance given to the Arlbergbahn is shown by the fact that Emperor Franz Joseph I personally visited the tunnel construction site in 1881. He went about 1000 m into the tunnel of the Arlberg tunnel, which was under construction, in order to get an idea of the largest construction site of the Austro-Hungarian monarchy .

Already on November 19, 1883, the breakthrough of the Arlberg tunnel - 5,500 m from the east portal and 4,750 m from the west portal - was celebrated. On May 14, 1884, the entire Arlberg tunnel was completed. The total construction costs of the Arlberg tunnel, excluding the track grid and the signaling equipment, amounted to 38,165,282 crowns.

The Arlberg tunnel rises from St. Anton over a length of around 4 km with 2 ‰, before it reaches its highest point in route kilometer 104.241 at 1,310.926 m and then falls to Langen am Arlberg with 15 ‰.

The construction of the valley route from Innsbruck to Landeck was only started in November 1881. Difficulties were presented only in the section from Silz to Landeck, where the 10.4 kilometer route had to be wrested from the Inn due to the narrow valley . For this, extensive rock erosion, stone settlements and bank protection structures had to be built. Nevertheless, on July 1, 1883, the section from Innsbruck to Landeck was opened.

On the other hand, the work on the two ramp sections was much more difficult. The construction of 37.5 km of auxiliary roads was necessary for the exact survey of the steep and impassable terrain. While work was already being carried out on the Arlberg tunnel, the construction contract for the two ramp sections could not take place until August 1882. Due to the necessity of building site accesses, service railways and cable lifts (four on the east ramp and eight on the west ramp), the actual construction could not begin until spring 1883.

The Trisanna Bridge from 1883

But not only in the Arlberg tunnel, but also in other ways, the work progressed faster than expected. This was in spite of the extraordinarily great difficulties to be overcome, especially on the western ramp. Numerous engineering structures had to be built because of the backrests that tend to slide and are prone to avalanches. Of the numerous aqueducts, bridges, viaducts, tunnels, galleries and avalanche protection structures, the Wäldlitobel Bridge (which has since been abandoned due to the relocation of lines) near Klösterle is to be mentioned, the main arch of which has a span of 41 m and a pillar height of 13.23 m.

On the eastern ramp, the viaduct bridge over the Trisanna near Landeck is the most imposing structure with an open span of 120.0 m and a maximum height of 86.0 meters above ground. The Trisanna Bridge was the largest structure of its kind in Austria for a long time and is still considered a monument to Austrian engineering today. It was renewed in 1964.

As early as September 3, 1884, the first train was able to travel the entire route from Landeck to Bludenz. On September 6th, the route was opened for freight traffic. The next day, in the presence of the Minister of Commerce, the route and the stations from Landeck to Bludenz were picked, thus creating the conditions for starting passenger traffic.

On September 20, 1884, the new route was ceremoniously opened by Emperor Franz Joseph I. The monarch traveled to Innsbruck in a special train and traveled the entire Arlbergbahn to Bludenz and on to Bregenz with the kuk Hofsalonzug . On September 21, 1884, the entire line was officially opened. Initially, only one track was built in the double-track Arlberg tunnel. Vorarlberg's isolation from the Austrian states was thus eliminated and the Arlberg line was called beyond its domestic significance to show the exchange of goods between West and East in new ways .

The construction director of the Arlbergbahn, Julius Lott , was not allowed to experience this solemn moment. Lott became so absorbed in his work that he ignored his personal capabilities and fell seriously ill during the construction. On November 16, 1882, Lott had to hand over construction management to Chief Inspector Johann Wilhelm Poschacher (* May 16, 1839 in Salzburg; † December 24, 1910 in Vienna), who completed the work on schedule and was ennobled as a nobleman by Arelshöh in 1884 . Julius Lott died 16 months before the Arlbergbahn was completed on May 24, 1883 at the age of only 47 in Vienna of miliary tuberculosis . While he was still in bed, Lott was awarded the Order of the Iron Crown as an honor in recognition of his great achievements as a railway pioneer, and in particular those involved in building the Arlberg Railway . For a long time there have been legends about his death, claiming that he was suicidal because he was afraid that his calculations for the breakthrough of the Arlberg tunnel should not have been correct. The Department of Transportation put an end to this fairy tale in the 1970s when it investigated Lott's death and established his natural death. In honor of his work, Lott's friends erected a memorial in the form of an obelisk on the east portal of the Arlberg tunnel in St. Anton am Arlberg , which was ceremoniously unveiled by Emperor Franz Joseph I on the occasion of the opening of the Arlbergbahn on September 20, 1884.

The maximum number of employees in the construction of the Arlberg tunnel was 5,000. In St. Anton itself, 2,200 workers from all parts of the Austro-Hungarian monarchy joined the 900 inhabitants, which meant a heavy burden for the previously small community. The construction of the railway resulted in numerous victims on the Arlberg. The construction of the Arlberg tunnel alone claimed 92 lives. Up to 11,000 workers were on duty every day on the open routes.

The priest and curate of St. Jakob, Paul Bernhard, describes the consequences of the tunnel construction as follows: The four-year tunnel construction brought tough tests for the simple valley folk. For the male part the dangers of indulgence were greatest, in particular the drunkenness in the thirty-four taverns and the violation of fasting days and desecration of Sundays. For the female part, especially the virgins, the seduction of moral corruption was extremely great and so 13 girls in the village had to endure the difficult fate of unmarried mothers.

As with the Semmering Railway, the station buildings and guard houses of the Arlberg Railway were built with the stones obtained during construction. Since a red rock vein was found during the construction of the Arlberg tunnel (this is clearly visible through the south wall of the Rote Wand , for example ), the side edges of the station buildings were lined with this red stone. This can still be seen on the older station buildings along the route.

Railway systems in the Innsbruck area

Julius Lott (1836–1883), builder of the Arlbergbahn

Landecker Innbrücke around 1898

The old Trisanna bridge before it was reinforced

Memorial stone in St. Anton am Arlberg train station

East portal of the Arlberg tunnel around 1898 (on the right the Julius Lott monument)

West portal of the Arlberg tunnel during construction

Building sketch of the Wäldlitobel Bridge near Klösterle

Rockslide in the "Großer Tobel" near Langen on July 9, 1892

Rockslide near Hintergasse on the Arlbergbahn on January 4, 1892

building-costs

Note: At the time the Arlbergbahn was built, the gulden was still the official currency. However, a detailed list of the construction costs is only available in kroner . Since the conversion ratio was set at 1: 2, the construction costs can be converted very easily.

object	Construction costs in guilders	Construction costs in crowns	Construction costs in kroner per km
Preliminary work	1,405,582	2,811,163
Land and buildings	2,498,638	4,997,275	36,668
Earthworks and rock works (except tunnels)	4,282,369	8,564,738	62,844
Embankment and lining walls	1,362,103	2,724,206	19,900
Engineering structures (bridges, culverts, etc.)	2,899,888	5,799,775	42,566
Tunnel (without Arlberg tunnel)	525,524	1,051,048	19,844
Arlberg tunnel	19,082,641	38.165.282	65,496
Superstructure	2,590,079	5,180,158	38.010
Building construction	1,883,966	3,767,932	27,648
Substructure work not yet mentioned	1,247,803	2,495,606
Ballasting	626,698	1,253,396
Equipment, signaling devices	480.185	960.370
Driving resources	2,199,750	4,399,499
administration	213.051	426.102
Public taxes	1,624	3,248
total	41.299.920	82,599,798	≈ 606,000

Alignment

In the Innsbruck – Landeck section the greatest average gradient was 8.8 ‰, in the Landeck – St. Anton am Arlberg 26.4 ‰, in the Arlberg tunnel itself between 2 and 15 ‰ and in the Langen am Arlberg – Bludenz section 31.4 ‰. It is noteworthy that the slopes in the arches have been reduced in order to achieve the most even rolling resistance possible.

The smallest arc radius between Innsbruck and Landeck was 300 m and between Landeck and Bludenz 250 m. The planum had a crown width of 5.2 m in the straight sections, which was widened by 0.1 m in narrow arches.

Warning device at the Glongtobel bridge. If a mudslide or avalanche reaches a height that is dangerous for the bridge, a contact is actuated via the bar (marked with barrier tape to protect against damage or false alarms with construction vehicles).

In the Landeck – Bludenz section, 59 open bridges with a span between 2 and 12 m and 17 bridges with a larger span were built. In addition to the (then) 10,250 m long, double-track Arlberg tunnel, a further nine single-track tunnels with a total length of 1,167 m were built. From the Alfenzbrücke at the west portal of the Arlberg tunnel, the route hugs the more or less rugged southern slopes of the Lechquellengebirge and only reaches easy terrain at the " Klosterbogen ", named after St. Peter's monastery , about 3 km from Bludenz train station.

electrification

Encouraged by the positive experiences with the operation of the Mittenwaldbahn and in view of the fact that there was sufficient natural hydropower to generate electricity , far-sighted engineers began to deal with the electrification of the Arlbergbahn very early on . The electrification of the Arlbergbahn was decided by law of July 23, 1920.

On the occasion of the 40th anniversary of the breakthrough of the Arlberg tunnel in autumn 1923, which was attended by 13 still living engineers from the construction period, Section Head Enderes announced with pride that her work “will soon see its final completion” due to the electrification of the Arlbergbahn.

The electrification of the railway took place in the 15 kV, 16 ⅔ Hz system, which was already agreed in Austria as a standard electricity system for the railways at that time. The technical implementation of the overhead contact line , which was equipped as a catenary, was carried out by AEG Union Elektrizitätsgesellschaft and the Austrian Siemens-Schuckert works.

The importance of the electrification of the Arlbergbahn was documented in 1925 with the publication of its own commemorative publication by the Austrian Federal Railways.

A substation was built in Roppen for electrification, which is still in operation today and is a listed building

Start of electrical operation
date	section
March 20, 1913	Innsbruck Hauptbahnhof - Innsbruck Westbahnhof (due to the construction of the Mittenwaldbahn)
July 22, 1923	Innsbruck Westbahnhof – Telfs-Pfaffenhofen
December 19, 1923	Telfs-Pfaffenhofen– Landeck
November 20, 1924	St. Anton am Arlberg –Langen am Arlberg
April 29, 1925	Landeck-St. Anton am Arlberg
May 14, 1925	Langen am Arlberg - Bludenz

As a result, from May 14, 1925, the entire route was continuously electric.

Since it was now possible to run heavier trains over the route, tracks and engineering structures had to be upgraded for the increased axle and meter loads .

Spullersee power station

After the Austrian Member of Parliament, Ellenbogen, had already advocated the use of water power to generate traction electricity before the First World War, the Electrification Office was established in 1919 under State Secretary Jukel and Section Head Ing.Dittes . With the subsequent decision to build the Spullersee power station , the foundation stone for the electrification of the Arlbergbahn was laid.

The Spullersee power plant is located at Wald am Arlberg train station, which at that time was still called Dannöfen , and was built between 1919 and 1925 under the direction of Ing.Dittes as the second power plant of the Austrian State Railways to supply the Arlberg line. Since those responsible at that time had no experience with the construction of such a large power plant - the Rosenbach power plant built in 1902 was mainly used for the construction site for the construction of the railway Karawanken tunnel - this was a technical pioneering achievement that met with admiration all over Europe.

At that time, the water to drive the generators of the power plant came from the Spullersee, which had a capacity of 13.5 million cubic meters. For the reservoir (water level at 1,827 meters above sea level when the water level is full) in the Lechquellen Mountains in Vorarlberg , two barriers with a height of 20 and 30 meters were erected. From there, the water reached the double-arranged downpipes via a 1.8 kilometer long tunnel and the water lock, before it was used to generate electricity at the Spullersee power station after a gradient of around 800 m. The power house was initially equipped with three turbines, each with 8,000 hp . During the construction of the power plant, consideration was given to the fact that the system could be expanded to include a third downpipe and a turbine set for the Arlberg Railway and two more for the Lindau – Bludenz railway line. The total output was designed for 48,000 hp.

The structural and hydraulic engineering part was built by the company Innerebner & Mayer from Innsbruck. The electrical part came from the Austrian Siemens-Schuckert works in Vienna. The turbines were manufactured by Leobersdorfer Maschinenfabriks-AG . It is noteworthy that the pressure pipeline was built by the Krauss Linz locomotive factory in cooperation with the Mühlheimer Stahl und Walzwerke .

Ruetzwerk

The Ruetz power plant , located south of Innsbruck near Unterschönberg , was built in 1912 to supply the Mittenwald Railway with energy. This power plant is fed by the Ruetz and has a gradient of 185 m. For the operation of the Arlbergbahn the Ruetzwerk was expanded and equipped with two turbine sets with 4,000 HP and one turbine set with 8,000 HP.

AEG Union Elektrizitäts-Gesellschaft Wien took care of the electrical part and JM Voit Sankt Pölten machine works for the turbine . The Krauss Linz locomotive factory was also responsible for the penstocks at Ruetzwerk .

In 1983 the plant was replaced by a shaft power plant near Fulpmes .

Transmission line and substations

The Spullerseewerk and Ruetzwerk were connected to each other by a transmission line with 55,000 volts , which mostly ran away from the railway and between Langen and St. Anton at an altitude of 2,019 m above the Arlberg. From this, the substations in Dannöfen (Wald am Arlberg), Flirsch, Roppen and Zirl were supplied, which transformed the energy down to the contact wire voltage of 15,000 V.

The companies AEG Union Elektrizitäts-Gesellschaft Wien , Elin SG for electrical industry and the Austrian Siemens-Schuckert works were involved in the construction of the transmission line . The latter two companies also equipped the substations.

history

Inn bridge in Landeck before the new building (2007)

With the opening, a completely new connection was actually created between Lake Constance and the Adriatic Sea . The traffic developed so positively that on July 15, 1885, the second track through the Arlberg tunnel, which was planned to be two-track from the start, was opened. The flagship train on the Arlberg route was the Arlberg-Orient-Express , a luxury train that only carried sleeping cars, dining cars and saloon cars of the first two classes from London to Bucharest . After the Second World War, the Arlberg-Orient-Express was converted into a normal express train that carried sleeping cars and seating cars. From 1962 it was shortened as the Arlberg Express on the route from Paris to Vienna and discontinued in the mid-1990s.

In the first Austrian republic, the line was the responsibility of the Innsbruck Federal Railway Directorate . After Austria was annexed in 1938, it operated briefly as the Innsbruck Railway Directorate before it was dissolved on July 15, 1938. The line was subordinated to the Reichsbahndirektion Augsburg . After 1945 the ÖBB was re-established, the management structure from the time before 1938 was re-established and the Federal Railway Directorate Innsbruck re-established.

From 1958, SBB and ÖBB used the Transalpin between Basel and Vienna , which replaced the Arlberg-Orient-Express as the most important express train on the route. In 2010 the Transalpin was temporarily suspended and replaced by an ÖBB Railjet .

Trisanna Bridge with Wiesberg Castle

business

A locomotive advertises Railjet operations from 2010 on the Arlberg

Overall, despite competition from the road tunnel, traffic has developed so strongly to this day that the access routes have now almost consistently been expanded to double-track. In addition to the considerable freight traffic, fast Railjet trains run from Vienna to Vorarlberg. However, regional train traffic on the two ramps and through the tunnel was completely discontinued because of the train stations, some of which were far away from the settlements, and the resulting very low passenger numbers. With the exception of St. Anton and Langen, all passenger train stops between Landeck-Zams and Bludenz have therefore recently been abandoned. This also meant that only one pair of regional trains went over the mountain (REX 1878/1879), which only stopped at the two long-distance stations St. Anton and Langen. Local trains have stopped running across the Arlberg since 2010. In terms of travel, the mountain route (as of 2020) is only served by long-distance trains. Another advantage of the omitted regional trains are the additional timetable routes for long-distance and freight trains. Since the timetable change in December 2017, there has been an average hourly long-distance train in both directions on the Arlbergbahn during the day. These can also be used in 2nd class between Bludenz and St. Anton with Vorarlberger Verkehrsverbund tickets, on the Tyrolean side also with tickets from Verkehrsverbund Tirol . Only taking bicycles with you requires a reservation and requires the purchase of a bicycle card for long-distance traffic.

Flood damage in 2005 in the area of the Strengen train station

The St. Anton am Arlberg train station at the east portal of the Arlberg tunnel was relocated from the village to the south side of the village on the occasion of the 2001 Alpine World Ski Championships and completely redesigned. The old station area was in the way of the finish area and the event hall. In addition, the level crossing at the entrance to the lifts, which was previously located there, was a constant obstacle for visitors. However, the relocation of the station and, above all, the design of the station building with a concrete facade clad with stainless steel mesh did not meet with unanimous approval, which is why the St. Anton station is often derogatory called St. Beton . Since the old and stylish station building was placed under monument protection, it was preserved.

RJ 862 on a restricted level crossing at EK 130,502

The serious events of the floods in the Alps in 2005 also left their mark on the Arlberg route. In addition to other minor damage, a dam on the Arlbergbahn was washed away between the Strengen and Flirsch stations. Until the completion of the complete reconstruction, the line had to be closed from August 23 to December 3. A total of 4 km of track had to be relocated and the overhead line repaired. The renovation costs amounted to 25 million euros.

There are still barriers on the Arlbergbahn. For example, near the Radin parcel at EK 130.502 there is a level crossing with state road 97 ( Klostertaler Strasse ), and a little further west in the Unterradin parcel with a side road. The last barrier on the route that was still operated by hand was the one in Imsterberg in Tyrol. The last ÖBB gatekeeper in Tyrol was there before this system was automated on November 29, 2019.

Expansion of the route

Upgraded line Kronburg -Landeck-Zams

With the replacement of the bridge structure of the Inn Bridge, a long-term slow speed section was removed.

Rosannabrücke IV near St. Jakob, directly in front of the east portal of the Wolfsgrubentunnel

Due to the growing volume of traffic, the route was expanded again and again. Since the renovation of the St. Anton train station, up to 120 trains per day can use the Arlberg route, which can travel at speeds of up to 140 km / h on individual sections east of St. Anton.

Concert curve

In the years 1953 to 1956, the connection from Innsbruck Westbahnhof to Innsbruck Central Station, which used to run at street level, was moved into a cut. The connection was built on three tracks - two tracks are used for passenger trains, one track is used for freight trains. After crossing under Leopoldstrasse, it branches off from the other two tracks and leads directly to the Innsbruck freight station . The line opened on April 30, 1956, lifted three level crossings . It bears the name Konzertkurve after Fritz Konzert , the then city planning director of Innsbruck and the initiator of the building.

Kronburg - Landeck-Zams

The old, single-track line, which led in a tight curve past Zams , was a particularly heavy burden for the Zammer hospital. This was one of the reasons why a new high-performance line was built in the Kronburg – Landeck area. This leads over a completely new route through the Kronburg Tunnel and the Zammer Tunnel . In the Zammer Tunnel, the mass-spring system was used for the first time to reduce vibration .

As a result of the re-routing, the Zams stop was abandoned without replacement. At the urging of the population of Zammer, Landeck station was renamed Landeck-Zams with the timetable change in 2006 .

Schnann - St. Anton am Arlberg

The first expansion of the line took place in the Schnann – St. Jacob instead. The new route follows the old route.

In order to cope with the rush of visitors to the 2001 Alpine World Ski Championships , the Arlbergbahn in the St. Jakob –St. Anton will be expanded. It was decided to relocate the new route to the south. It branches off into the Wolfsgrubentunnel shortly before the St. Jakob stop, passes through the St. Anton train station, which was newly built on the southern outskirts, and flows into the Arlberg tunnel 400 m from its old portal. The old portal was torn down. Its upper part has been restored and given an honorable place in front of the new St. Anton train station, exactly at the height of the current east portal.

Although the regional train service was discontinued, the places Schnann and Pettneu received new stops. Numerous car parking spaces were set up here for the 2001 Alpine World Ski Championships. The visitors to the major event were brought to St. Anton by shuttle trains that ran between Langen and Schnann. These facilities can still be used for other major events, such as the Arlberg-Kandahar race .

St. Anton am Arlberg - Langen am Arlberg (Arlberg tunnel)

Arlberg tunnel with slab track. The southern conductor rail is still missing.

The two Arlberg tunnels were connected with escape tunnels that lead into collecting rooms

Information board for self-rescue in the Arlberg tunnels

After a track in the Arlberg Tunnel was lowered in 1987/88 in order to achieve greater corner heights for combined transport trains and partly equipped with a slab track, a general overhaul of the tunnel for safety reasons and a renovation of the 120-year-old building structure took place since September 2004.

This safety retrofitting of the Arlberg Tunnel is a two-part project. Together with ASFINAG , ÖBB-Infrastruktur Bau AG created escape and rescue routes, connecting the Arlberg railway with the almost parallel road tunnel. While the construction of the escape routes was completed on March 6, 2008, work on the renovation and safety retrofitting of the railway tunnel continued. For this reason, the Arlberg tunnel was almost continuously only passable on a single track until summer 2010.

With the completion of this project with a total cost of 47 million euros, a security concept was implemented that is unique in Europe. The rescue system is based on the principle of self-rescue, in which affected persons can escape from the immediate danger zone. All escape tunnels lead to collection rooms that can accommodate up to 800 people and are secured against heat and smoke with double lock gates. In the event of an incident, each of these collection rooms can be reached on foot in 20 minutes, with oversized display boards and markings explaining the escape routes. These people can then be rescued by the security forces via the other free tunnel. All systems are monitored with video cameras from the ASFINAG operations center in St. Jakob am Arlberg. The tunnel control room can be reached via the emergency telephone.

Sign at the tunnel entrance

The tunnel's substance is being widened and rehabilitated in a large number of measures. To make the tunnel accessible with conventional emergency vehicles, both tracks were lowered and equipped with a "slab track". In addition to other safety devices, such as lighting or handrails, turning niches were set up to enable the fire engines to maneuver in the event of rescue and exercise. Due to the close proximity of the road tunnel to the railway tunnel - the two tunnels run almost parallel to one another at a distance of 160 to 310 meters and a maximum difference in height of 35 meters - the two tunnels were connected every 1,700 meters by common escape tunnels that lead to rescue chambers. These connecting corridors are primarily used for the self-rescue of rail and road users. This construction work has been completed since the end of 2007 and the associated control systems can be used.

The slab track for track 1 was built from August 2007 and was completed in September 2008 before the slab track for track 2 was built in the period from October 2008 to the end of 2009. A total of eight points, 40,000 m of rails and 25,000 sleepers were removed, 27,000 tons of track ballast and 15,000 cubic meters of rocks and stones were removed from the tunnel floor. In addition, 48,000 cubic meters of shotcrete and 3,500 square meters of masonry had to be removed and 22,500 square meters of vaults cleaned. Twice 10,000 running meters of slab track were constructed with 3,700 pieces of track support plates and 40,000 m of UIC 60 type rails , which were installed as single rails with a length of up to 120 meters and were seamlessly welded. For the track change, eight new points were laid in the slab track area. 48,600 square meters of sprayed concrete were newly laid in the tunnel. The entire completion took place in mid-2010.

Langen am Arlberg - Klösterle (Blisadona tunnel)

The Wäldeletobel Bridge (seen from the Klösterle cemetery) has been passable for pedestrians since the route was relocated to the Blisadona tunnel and has a road surface.

The 2,411 meter long Blisadona tunnel replaces the old, above-ground route between Langen and Klösterle. It begins with two tubes after the Langen train station: a double-track main tube and a single-track side tube on the north side, which joins the main tube after a short distance. After the single-tube main section of the tunnel has been passed, the double track section ends. The track branches off to the left in a narrow side tube towards the south and leads to the current west portal to Klösterle. The main tube, the further construction of which is planned, ends a few meters behind the junction of the side tube.

The Klösterle stop, which was closed before the tunnel was built, was cut off from the Arlbergbahn in this context.

View from the Ganahlskopf (2314 m) on the Radonatobel Viaduct with a Railjet.

Braz - Bludenz

The Braz - Bludenz section should follow as the next section for the complete double-track expansion of the Arlbergbahn. The new line had already been planned, and construction was finally abandoned due to the lack of necessity. The 5,888 meter long project would have consisted of two road underpasses, a pedestrian overpass, a bridge over the Almaintobel and the 3,261 m long Bingser Tunnel; the costs were estimated at around € 132 million.

Ötztal - Landeck Zams

The next section for the double-track expansion of the Arlbergbahn is the Ötztal - Landeck-Zams section. The approximately 20 km long single-track section will be selectively expanded to double-track for economic reasons. First, the Ötztal - Roppen and Imst - Imsterberg sections will be expanded to two tracks. It is planned that the selective expansion will be completed by 2025.

Traction vehicles

Given the variety of locomotive uses, not all series can be reproduced due to the long period. Not only were many standard-gauge series of the kkStB used, but also almost all series of the ÖBB. The main carriers of traffic on the Arlbergbahn can be found in the following list.

Steam locomotives

For the operation of the Arlbergbahn the idea of the Semmeringbahn was taken up and a competition for locomotives was announced, in which the Wiener Neustädter Lokomotivfabrik , the Lokomotivfabrik Floridsdorf and Krauss in Munich took part. The locomotives delivered in 1884/85 had partly inside and partly outside frames and had internal controls. The Wiener Neustädter machines were found as kkStB 76.01-04 (service weight 53.5 tons), the Krauss locomotives as the kkStB 78 series (service weight 56.5 tons) and the two Floridsdorf machines finally formed the kkStB series 79 (service weight 72 , 5 tons). In fact, however, the locomotives of the kkStB series 73 , which all Austrian locomotive factories were involved in building, prevailed. 436 of this universal locomotive, which had an operating weight of 55.1 t, were procured. Thanks to its output of 700 hp , it was able to transport 1,650 tons at 30 km / h on the level, 580 tons at 15 km / h on a gradient of 10 ‰ and 220 tons at 15 km / h on a 25 ‰ gradient. They were mainly used in freight train traffic.

In 1884 Krauss in Munich procured five locomotives of the kkStB 28 series from the Arlbergbahn itself . These 68.3 t 1C locomotives had internal frames and external controls, but soon no longer met the desired requirements and were therefore retired in 1913. The kkStB Tender series 31 was allowed to live a longer life on the Arlbergbahn, which was used in passenger train traffic due to its low service weight of only 31 t.

In addition, the triple-coupled kkStB 48 series locomotives with a tender, which were built by the Wiener Neustädter Lokomotivfabrik and the Lokomotivfabrik Floridsdorf and had an operating weight of 41.1 t, were initially used in freight traffic. Since the Auslangen could not be found with these locomotives before long, was soon to by Karl Gölsdorf four-coupled developed freight train - Train Locomotive of kkStB 170 changed. These machines, which were also used by the Südbahngesellschaft on the Semmering Railway and the Brenner Railway, differed only in minor details from the kkStB machines. The 170 series locomotives had an operating weight of 68.5 t. The two steam domes with connecting pipes were characteristic. With 796 pieces it reached the highest circulation of all Austrian locomotive series.

After the two superheated steam locomotives of the kkStB class 380 proved their worth on the Tauernbahn , the kkStB had a further 26 machines manufactured by the Wiener Neustädter Lokomotivfabrik and the Lokomotivfabrik Floridsdorf from 1911 in order to use them on the Arlbergbahn. For this purpose, these were also equipped with an additional oil firing system so that they can be used in the Arlberg tunnel even if there is no ventilation. These machines with a service weight of 81.1 tons were real powerhouses and made 1,645 hp, which could be increased to peak values of 2,100 hp.

Furthermore, steam locomotives of the kkStB 97 (04-06) series were used on the Arlbergbahn . These branch line locomotives, which had a service weight of only 29.0 t, were mainly used on work trains.

kkStB 48
kkStB 73
kkStB 78 (Krauss)
kkStB 79 (Floridsdorfer Lokomotivfabrik)
kkStB 97
kkStB 170

Diesel locomotives

Diesel locomotives were never used in regular train traffic. Diesel locomotives only need to be used to move and operate construction sites, especially when the overhead contact line is switched off or missing. Here it was above all the ÖBB series 2043 built by Jenbacher Werke that could be found on the Arlbergbahn. In the shunting operation, locomotives of the ÖBB series 2062 and 2067 were also used, but these were increasingly replaced by the more powerful ÖBB series 2068 . Recently, diesel locomotives of the ÖBB series 2016 Hercules can also be found on the Arlbergbahn.

Electric multiple units and multiple units

With the start of electrical operation on the Arlbergbahn on May 14, 1925, express and passenger train traffic was handled with locomotives of the BBÖ series 1100 "Crocodile" and 1029 , while the BBÖ series 1080 was mainly used in front of freight trains .

From 1940 these were increasingly replaced by the far more powerful locomotives of the 1020 series . The class 1020 originally came after the connection of the Ostmark to the German Reich and the associated takeover of operations by the Deutsche Reichsbahn , where it was to be found as the class E 94, on the Austrian rail network. After the war ended, 44 locomotives remained in Austria, which were supplemented by three more replica locomotives in 1952. It was not until 1995 that the last locomotives of this important series were retired.

With the ÖBB series 1010 and in particular 1110 , new, powerful locomotives across the Arlberg were initially only used in express and passenger train traffic from 1955 (later also in freight train traffic).

In 1963 the standard locomotives of the ÖBB series 1042 were added, which are no longer to be found in Arlberg traffic today.

Since 1976, the newly acquired, thyristor-controlled locomotives of the ÖBB series 1044 and 1144 have also been used on the Arlbergbahn .

A freight train hauled by three “Taurus” will be ready in 2018 at Bludenz station for departure towards Arlberg.

However, the 1044/1144 are increasingly being replaced by the new standard locomotives of the ÖBB series 1016 and 1116 Taurus, which now dominate the scene in both express and freight train traffic. With the introduction of the new Railjet trains on December 14, 2008, only locomotives of this series will be used in express train services almost without exception. As before (2018), the class 1044/1144 can still be seen as a leader or sliding locomotive in front of / behind freight trains, as well as occasionally in the covering of passenger trains (2017/18 timetable in front of the IC train pair 118/119).

Four new multiple units of the ÖBB series 4130 , which emerged from the ÖBB series 4030 , were specially procured for the Transalpin parade train, which was newly introduced on June 1, 1958 . These had a correspondingly increased performance and a higher top speed. In addition, a kitchen was housed in the control car. Since the 4130 soon no longer met the requirements, the ÖBB multiple unit 4010 was redesigned and used from 1965. The six-part multiple unit set completely new standards in terms of comfort in Austria and was extremely popular with travelers. Since even 4010 double trains were no longer sufficient, the Transalpin had to be operated with locomotives and wagons from 1977 onwards.

In regional traffic, the first multiple unit used was the ÖBB series 4030 , which in turn was replaced by those of the ÖBB series 4020 .

Since the timetable change on December 9, 2007, the class 4011 multiple units have been arriving on the Arlbergbahn - the ÖBB had bought three of them from the DB , on which they operated as class 411 - in the train route ICE 562 / ICE 661 ( Wien Westbf - Bregenz ) for use. Class 4024 multiple units have also been used in regional traffic since 9 December 2007 in the train route ( Rosenheim ) –Innsbruck Hbf – Landeck-Zams . The previously used multiple units of the ÖBB series 4020 are a thing of the past. The ICE service was discontinued in 2008. Since December 2009 the Arlbergbahn has been used with Railjet trains that run on the route Vienna - Salzburg - Innsbruck - Buchs SG - Zurich / Bregenz. Since December 2012, Railjet has been providing five daily connections on the Vienna - Zurich - Vienna route.

ÖBB series 1180 in Landeck
For a long time, locomotives of the 1020 series (here in Flirsch) dominated the scene on the Arlberg
Two locomotives of the 1044 series are waiting for their next service in Landeck-Zams station
Multiple unit 4011 as ÖBB-EuroCity 562 on the Trisanna bridge
4011 and 4024 in Landeck-Zams
Class 4020 multiple unit in Landeck-Zams

literature

Hermann Strach, team of authors: History of the railways of the Austro-Hungarian monarchy. Volume 1 / Part 2, kuk Hofbuchdruckerei Karl Prochaska, Vienna-Teschen-Leipzig 1898.
Friedrich Bischoff: Memorandum of the kk General Management of the Austrian State Railways on the progress of the project planning and construction work on the Arlberg Railway. kk General Directorate of the Austrian State Railways, self-published, 1890, OCLC 600958250 .
Arlbergbahn. In: Viktor von Röll (ed.): Encyclopedia of the Railway System . 2nd Edition. Volume 1: Cover - discontinuation of construction . Urban & Schwarzenberg, Berlin / Vienna 1912, p. 265 ff.
Directory of the locomotives, tenders, water cars and railcars of the kk Austrian state railways and the state operated private railways as of June 30, 1917. 14th edition. Publishing house of the kk Austrian State Railways, Vienna 1918.
Electrically across the Arlberg. Self-published by ÖBB, 1925.
Karl Gölsdorf : Locomotive construction in old Austria 1837–1918. Slezak Verlag, 1978, ISBN 3-900134-40-5 .
Johann Stockklausner: Steam company in old Austria. Slezak Verlag, Vienna 1979, ISBN 3-900134-41-3 .
Helmut Griebl, Josef-Otto Slezak, Hans Sternhart, BBÖ Lokomotivchronik 1923–1938. Slezak publishing house, Vienna 1985, ISBN 3-85416-026-7 .
Bernhard Studer: The Arlberg Line. Bucheli, Zug, Motorbuch-Verlag, Stuttgart 1986, ISBN 3-7168-1677-9 .
Carl Asmus, Johann Stockklausner, A. Ditterich: The Arlbergbahn. (= Eisenbahn-Journal. Spezial 1/95). Hermann Merker Verlag, Fürstenfeldbruck 1995, ISBN 3-922404-68-5 .
Carl Asmus, Johann Stockklausner: 100 years of the Arlbergbahn. (= Eisenbahn-Journal. Special edition 84.3). Hermann Merker Verlag, Fürstenfeldbruck 1984, OCLC 313219977 .

Web links

Commons : Arlbergbahn - collection of images, videos and audio files

Wikivoyage: Arlbergbahn - travel guide

Individual evidence

↑ Opening trip with Emperor Franz Josef I ( memento from February 6, 2013 in the Internet Archive ), accessed on December 31, 2012.
^ Opening , Im Centralblatt der Bauverwaltung , No. 39, September 27, 1884, p. 401, accessed on December 31, 2012.
↑ ^a ^b History of the Railways of the Austro-Hungarian Monarchy, Volume 1 / Part 2 1898, p. 34.
^ Wiener Zeitung of July 9, 1872.
↑ Arlbergbahn. In: Viktor von Röll (ed.): Encyclopedia of the Railway System . 2nd Edition. Volume 1: Cover - discontinuation of construction . Urban & Schwarzenberg, Berlin / Vienna 1912, pp 265 -272.
↑ ^a ^b ^c ^d ^e ^f ^g Electrically across the Arlberg. 1925, self-published by ÖBB.
^ Hofrat Johann von Poschacher .. In: Neue Freie Presse , December 27, 1910, p. 6 (online at ANNO ).Template: ANNO / Maintenance / nfp
↑ Local news. Deaths. (...) Councilor Joh. Poschacher Edler v. Arelshöh. In: Badener Zeitung , December 28, 1910, p. 4 (online at ANNO ).Template: ANNO / Maintenance / bzt
↑ Österreichisches Biographisches Lexikon 1815–1950 p. 218. (PDF; 150 kB), p. 219. (PDF; 152 KiB)
↑ Röll, Volume 1, p. 270.
↑ ^a ^b Braz – Bludenz. (PDF; 388 kB) (No longer available online.) FCP (FCP Fritsch, Chiari & Partner ZT GmbH), archived from the original on December 2, 2013 ; Retrieved August 4, 2013 .
^ The truth behind the legend: The Orient Express. In: The Man in Seat 61. August 4, 2013, accessed August 4, 2013 .
↑ Deutsche Reichsbahn-Gesellschaft (Ed.): Official Gazette of the Reichsbahndirektion Mainz of August 6, 1938, No. 36. Announcement No. 488, p. 213.
↑ Timetable Vorarlberg Süd 18, publisher: Verkehrsverbund Vorarlberg, Herrengasse 14, 6800 Feldkirch
^ Alpenstadt Bludenz city map (November 2014 edition), publisher: Bludenz Stadt-Marketing GmbH, Werdenberger Str. 42, 6700 Bludenz
↑ Last gatekeeper defies job cuts. In: Tyrolean daily newspaper. Retrieved August 4, 2013 .
↑ Last gatekeeper between Vienna and Bregenz says Servus. In: ÖBB press release. November 27, 2019, accessed January 4, 2020 .
↑ The “concert curve” in Innsbruck. In: Technikmuseum Online. Retrieved August 4, 2013 .
↑ Retrofitting the Arlberg tunnel. ÖBB Infrastruktur AG, accessed on November 2, 2012 .
↑ Vorarlberg Online : Escape routes from Arlberg tunnel to Arlberg tunnel (accessed on January 20, 2009)
↑ Expansion on partial routes also brings a lot. In: ORF Tirol. ORF Tirol, October 24, 2018, accessed on October 25, 2018 .
↑ ICE fleet partially shut down ( Memento from April 23, 2019 in the Internet Archive ) on diepresse.com

[1] Opening trip with Emperor Franz Josef I ( memento from February 6, 2013 in the Internet Archive ), accessed on December 31, 2012.

[2] Opening , Im Centralblatt der Bauverwaltung , No. 39, September 27, 1884, p. 401, accessed on December 31, 2012.

[Geschichte_der_Eisenbahnen_der_österreichisch-ungarischen_Monarchie,_Band_1/Teil_2-3] History of the Railways of the Austro-Hungarian Monarchy, Volume 1 / Part 2 1898, p. 34.

[Wiener_Zeitung-4] Wiener Zeitung of July 9, 1872.

[5] Arlbergbahn. In: Viktor von Röll (ed.): Encyclopedia of the Railway System . 2nd Edition. Volume 1: Cover - discontinuation of construction . Urban & Schwarzenberg, Berlin / Vienna 1912, pp 265 -272.

[Elektrisch_über_den_Arlberg-6] ↑ ^a ^b ^c ^d ^e ^f ^g Electrically across the Arlberg. 1925, self-published by ÖBB.

[7] Hofrat Johann von Poschacher .. In: Neue Freie Presse , December 27, 1910, p. 6 (online at ANNO ).Template: ANNO / Maintenance / nfp

[8] Local news. Deaths. (...) Councilor Joh. Poschacher Edler v. Arelshöh. In: Badener Zeitung , December 28, 1910, p. 4 (online at ANNO ).Template: ANNO / Maintenance / bzt

[9] Österreichisches Biographisches Lexikon 1815–1950 p. 218. (PDF; 150 kB), p. 219. (PDF; 152 KiB)

[10] Röll, Volume 1, p. 270.

[:0-11] Braz – Bludenz. (PDF; 388 kB) (No longer available online.) FCP (FCP Fritsch, Chiari & Partner ZT GmbH), archived from the original on December 2, 2013 ; Retrieved August 4, 2013 .

[12] The truth behind the legend: The Orient Express. In: The Man in Seat 61. August 4, 2013, accessed August 4, 2013 .

[13] Deutsche Reichsbahn-Gesellschaft (Ed.): Official Gazette of the Reichsbahndirektion Mainz of August 6, 1938, No. 36. Announcement No. 488, p. 213.

[14] Timetable Vorarlberg Süd 18, publisher: Verkehrsverbund Vorarlberg, Herrengasse 14, 6800 Feldkirch

[15] Alpenstadt Bludenz city map (November 2014 edition), publisher: Bludenz Stadt-Marketing GmbH, Werdenberger Str. 42, 6700 Bludenz

[16] Last gatekeeper defies job cuts. In: Tyrolean daily newspaper. Retrieved August 4, 2013 .

[17] Last gatekeeper between Vienna and Bregenz says Servus. In: ÖBB press release. November 27, 2019, accessed January 4, 2020 .

[18] The “concert curve” in Innsbruck. In: Technikmuseum Online. Retrieved August 4, 2013 .

[19] Retrofitting the Arlberg tunnel. ÖBB Infrastruktur AG, accessed on November 2, 2012 .

[Vorarlberg_online-20] Vorarlberg Online : Escape routes from Arlberg tunnel to Arlberg tunnel (accessed on January 20, 2009)

[21] Expansion on partial routes also brings a lot. In: ORF Tirol. ORF Tirol, October 24, 2018, accessed on October 25, 2018 .

[22] ICE fleet partially shut down ( Memento from April 23, 2019 in the Internet Archive ) on diepresse.com