Lindau – Bludenz railway line

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Lindau – Bludenz
Train of the ÖBB series 4024 with destination Bludenz in Lindau
Train of the ÖBB series 4024 with destination Bludenz in Lindau
Route number (DB) : 5420
Route number (ÖBB) : 101 05 (all the way to Innsbruck Hbf)
Course book section (DB) : none more, ex 406 (1955)
Course book route (ÖBB) : 401
Route length: 67.746 km
Gauge : 1435 mm ( standard gauge )
Network category : A.
Power system : 15 kV 16.7 Hz  ~
Maximum slope : 14 
Minimum radius : 321 m
Top speed: 160 km / h
Dual track : Lindau Hbf – Lochau-Hörbranz
Bregenz Harbor – Bludenz
End station - start of the route
0.000 Lindau Hbf 398  m
   
Lindauer Bodenseedamm
   
to Buchloe
   
1.600 Lindau Langenweg (until December 31, 1959)
   
Aeschacher curve from Lindau- Aeschach Abzw
Station without passenger traffic
2,460 Lindau-Reutin (until 1981 also passenger transport )
   
Connection to Dornier
   
3.800 Lindau Strandbad (until December 31, 1959)
   
5.400 Lindau- Zech (until December 31, 1959, 1936–194x: Lindau-Siebertsdorf)
BSicon STR.svg
   
5,941 Lindau-Reutin border / state border next Lochau - Hörbranz
Leiblach , state border D / A , infrastructure border DB Netz / ÖBB Infra
BSicon STR.svg
   
5,988 Unterhochsteg (until May 15, 1939)
Station, station
6.716 Lochau-Hörbranz (until 1929: Lochau)
   
7.261 Haggen (until October 6, 1940)
   
7.700 Langer Stein (until February 15, 1943)
   
9.150 Tannenbach (until November 24, 1971)
Stop, stop
9,600 Bregenz harbor
   
10.100 Bregenz (until 1990, formerly Bregenz Hbf) 398  m above sea level A.
Station, station
10.405 Bregenz (since 1990) 398  m above sea level A.
   
Connecting track to the former Bregenzerwaldbahn
Stop, stop
12,390 Riedenburg (formerly Bregenz-Riedenburg)
Blockstelle, Awanst, Anst etc.
13.202 Lauterach north
   
to St. Margrethen
Stop, stop
14,196 Lauterach
   
Route 304 11 from Lauterach West
Blockstelle, Awanst, Anst etc.
14,707 Lauterach south
Station, station
16,980 Wolfurt
BSicon STR.svg
Stop, stop
18.620 Schwarzach in Vorarlberg
  (formerly Schwarzach-Wolfurt)
BSicon STR.svg
Stop, stop
20.248 Hazel trees
Station, station
22.233 Dornbirn 429  m above sea level A.
Stop, stop
23,320 Dornbirn Schoren
   
formerly Dornbirn – Lustenau tram
Stop, stop
25.138 Hatlerdorf
   
25.827 Connecting railway ( Awanst )
Station, station
30.121 Hohenems 421  m above sea level A.
Stop, stop
32.214 Altach (formerly Altach farmers)
   
32,368 Connection railway ( Awanst ) Loacker
Station, station
34.760 Götzis 426  m above sea level A.
tunnel
Sattelberg Tunnel (81 m)
BSicon STR.svg
Stop, stop
38.145 Klaus in Vorarlberg ( Awanst )
  (1944: Klaus-Koblach)
BSicon STR.svg
   
38,490 Connection railway ( Awanst ) Iglo
Stop, stop
39.998 Sulz - Röthis
Station, station
42,518 Rankweil 463  m above sea level A.
   
after Buchs (1940–1945)
Stop, stop
44.855 Feldkirch Amberg
   
from Buchs
Station, station
46.912 Feldkirch 457  m above sea level A.
BSicon eBS2 + l.svgBSicon BS2 + r.svg
BSicon exTUNNEL2.svgBSicon TUNNEL1.svg
Schattenburg tunnel (138 or 909 m)
BSicon eBS2l.svgBSicon BS2r.svg
Station, station
51,387 Frastanz 472  m above sea level A.
Stop, stop
56.198 Schlins - Beschling (1944: Schlins)
A / D: transfer point, CH: lane change
56.984 Practice Ludesch 1
Stop, stop
57.739 Nenzing 507  m above sea level A.
   
58.849 Connecting track ( Awanst ) Hydro Aluminum
BSicon STR.svg
Station, station
63,327 Ludesch (formerly Ludesch-Thuringia,
  1944: Großwalsertal)
535  m above sea level A.
BSicon STR.svg
Stop, stop
65.224 Nüziders (formerly Bf)
Station, station
67.746 Bludenz 558  m above sea level A.
   
Montafonerbahn to Schruns
Route - straight ahead
Arlbergbahn to Innsbruck

Coordinates: 47 ° 13 '12.2 "  N , 9 ° 38' 21.1"  E

The Lindau – Bludenz railway runs from the town of Lindau (Bodensee) in Bavaria, on the German-Austrian border , via the Vorarlberg state capital Bregenz through the Rhine Valley and Walgau to Bludenz , where it connects to the Arlberg Railway and the Montafon Railway . The continuously electrified line belongs to the Deutsche Bahn (DB) border and then to the Austrian Federal Railways (ÖBB); the common border station is Lindau Hauptbahnhof . Similar to the branch lines to St. Margrethen and Buchs SG , it is also called the Vorarlberger Bahn or Vorarlbergbahn for short .

history

planning phase

As early as 1847, the entrepreneur Carl Ganahl, later described as the most important representative of railway construction in Vorarlberg, recognized the importance of a railway line through Vorarlberg. At first, however, many problems opposed this request, the greatest of which were naturally given. A mountain railway like the one needed to cross the Arlberg had not yet been built in Austria and a route without a connection to the Tyrolean regions seemed useless. In addition, Vorarlberg was not an independent crown land of Austria-Hungary and therefore had no representatives in Vienna.

In 1854 the traffic on the Bavarian Ludwig-Süd-Nord-Bahn to Lindau and in 1857 on the Swiss routes from Rorschach to Rheineck and from Rheineck to Chur was opened. On the Austrian side, Innsbruck was connected to the railway network via Kufstein and Wörgl in 1859 . As early as 1856, the now president of the newly founded Vorarlberg Chamber of Commerce and Industry, Carl Ganahl, submitted a request for approval of preparatory work. Then just two years later he had a first detailed project worked out, which he paid for out of his own pocket. In the same year he submitted a definitive license application to the Austro-Hungarian Ministry of Commerce. There the application was temporarily postponed, as first consultation with the neighboring states had to be held. These could only be concluded in 1865 with the signing of a state treaty.

Previously, the Ministry of Commerce had presented a railway construction program in 1864, which for the first time also included the construction of a line from Innsbruck to Dornbirn. In March 1867 the Vorarlberg side was able to present an initial concept that also envisaged the construction of a tunnel between St. Anton and Langen. The Reichsrat already dealt with the request in 1867, but the construction was not decided until May 1, 1869. However, the State Treaty of 1865 did not come into effect, which is why a new State Treaty on the construction was concluded on August 27, 1870.

Implementation and construction

After Carl Ganahl was able to prevail among two other competitors for the construction of the railway, construction work for the construction of the first railway line in Vorarlberg began in October 1870. Most of the construction work was carried out in 1871, whereby only partial sections could be built and partly due to Considerable loss of time had to be accepted due to objections.

The first pageant of the private Vorarlberger Bahn traveled the Bludenz – Lochau route on June 30, 1872 with a steam locomotive that had been christened “Bregenz”. Finally, it was opened to public transport on July 1, 1872. The extension from Lochau to Lindau did not go into operation until October 14, 1872. On the Bavarian section, the line was built by the Bavarian state and leased to the Vorarlberger Bahn . The Lindau Bodenseedamm , used jointly with the Allgäu Railway , had been expanded from one to two tracks for the new route to Austria as early as 1866. In 1884 it was connected to the rest of the Austrian railway network through the construction of the Arlberg tunnel in Bludenz, before it was nationalized in 1885 .

Development of the route in the 20th century

Mudflow from the Galgentobel near Bludenz in December 1918
Anniversary train “100 Years of the Vorarlberg Railway” on October 13, 1972 in Bregenz station

After large quantities of debris from the Galgentobel had already reached the Ill several times and dammed or pushed them away, a mudslide in December 1918 pushed as far as the then single-track railway line and the Ill . With almost a century of extensive building measures in sometimes the most difficult terrain, which were completed in 2012, the risk of mudslides from the ravine was significantly reduced.

While the Bludenz – Feldkirch section was electrified on August 6, 1926 and the Feldkirch – Bregenz section on February 15, 1927, the overhead line between Bregenz and Lindau Hauptbahnhof did not go into operation until December 14, 1954. The section in Germany is special in that the overhead line was created by the ÖBB workshop in Bludenz on the basis of German regulations. Since there is also no connection to the German traction current network , this section is supplied with electricity from Austria.

In the first Austrian republic, the line belonged to the area of ​​responsibility of the Innsbruck Federal Railway Directorate . After the annexation of Austria in 1938, it operated for a short time as Reichsbahndirektion Innsbruck before it was dissolved on July 14, 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 reactivated and the Innsbruck Federal Railway Directorate was set up again.

The double-track expansion between Lindau Hauptbahnhof and Lindau-Reutin took place as early as 1899, while the Austrian section received its second track as follows:

  • December 21, 1959: Bregenz – Lauterach
  • December 10, 1973: Rankweil – Feldkirch
  • April 8, 1977: Lauterach – Schwarzach in Vorarlberg, with simultaneous re-routing with a view to the future Wolfurt freight station there
  • December 2, 1980: Schwarzach in Vorarlberg – Dornbirn
  • June 3, 1984: Dornbirn – Hohenems
  • May 30, 1985: Hohenems – Götzis
  • November 22, 1985: Götzis – Rankweil
  • December 13, 1990: Frastanz – Nenzing
  • May 25, 1992: Feldkirch – Frastanz
  • May 28, 1995: Nenzing – Bludenz

The regular service between Bregenz and Feldkirch could be introduced as a result of the expansion on June 1, 1986, its expansion to Bludenz followed in 1991. The section between Lochau-Hörbranz and the Bregenz Hafen station, which is operationally part of the Bregenz station, is still only a single track.

In 1982 in the area of the station Wolfurt the train yard Wolfurt built, who was then the most modern freight station in Austria. From 2015 to 2018 it was extensively renewed and expanded. Its area was increased from 75,000 to 106,000 square meters, two gantry cranes were put into operation, and the number of container tracks on which trains enter directly from the route and can be loaded and unloaded there increased to four. This has doubled the capacity of the container terminal , and the stacking area for ISO containers has quadrupled. The entire renovation cost almost 61 million euros.

In 1991, the single-track Schattenburg tunnel from the 1870s to the south of Feldkirch station was replaced by a significantly longer, double-track one, which also involved a reconstruction of the station.

On the German side were access points for passengers, apart from Lindau main station, in the 1950s, all canceled, and then by train coaches of the German Railways operated. In 1994 the Lindau city bus took over this task. This also has the consequence that the entire route is only listed in the Austrian railway timetable .

Reconstruction of the Lindau node

The Lindau-Reutin station, which has been upgraded to the new Lindau long-distance station, is to go into operation when the timetable changes in December 2020. Trains on the route Zurich – Bregenz – Lindau – Memmingen – Munich will then stop there, leave or reach the Lindau – Bludenz line via the Aeschacher curve and thus pass Lindau main station. As part of this extensive work, several level crossings between the state border and Lindau main train station were / are being rebuilt, removed or replaced by underpasses, overhead lines renewed and previously non-electrified tracks equipped with such, and the Bodenseedamm renovated.

traffic

In long-distance traffic, the route is served by RJX , RJ , EC , IC , NJ and EN trains, in local traffic by REX and R trains and the S1 line of the Vorarlberg S-Bahn . The tariff of the Verkehrsverbund Vorarlberg (VVV) and the ÖBB tariff apply on the entire route , the border tariff point to Germany is the Lindau main station. As a special feature, the Austrian Federal Railways are also responsible for drawing up timetables on the German section . In order to coordinate international connections, Germany, Austria and Switzerland have agreed that Bregenz will be set as the clock node on the hour.

Since the railway lines from Lindau to Friedrichshafen and into the Allgäu are not yet electrified and the Lindau main station is a terminus , the electric locomotives of the Swiss Federal Railways (SBB) and the Austrian Federal Railways must currently be used against diesel locomotives of the Deutsche Bahn; and the direction of travel can be changed.

literature

  • Adolf Sollath (Ed.): 100 Years of the Vorarlberg Railway 1872–1972 . Festschrift 1972. Vorarlberger Graphische Anstalt Eugen Russ & Co., Bregenz 1972.
  • 100 years of the Vorarlberg Railway . In: Montafonerbahn AG (Ed.): Bulletin of the Montafon Museum Railway Company . No. December 6 , 1972.
  • Bernhard Studer: Bregenz – Feldkirch – Bludenz. Connection through Vorarlberg . In: The Arlberg Line. The Arlbergbahn and the standard gauge railways in Vorarlberg . Verlag Alfred Bucheli, Inh. Paul Pietsch, Zug / Switzerland , Stuttgart 1986, ISBN 3-7168-1677-9 .

Individual evidence

  1. ^ Christoph Thöny: 125 Years of the Arlbergbahn , Erfurt 2009, Sutton Verlag, page 9
  2. ^ Vorarlberg Railway. In: Viktor von Röll (ed.): Encyclopedia of the Railway System . 2nd Edition. Volume 10: Transitional bridges - intermediate station . Urban & Schwarzenberg, Berlin / Vienna 1923, p.  222 ff.
  3. Federal Law Gazette for the Republic of Austria, born in 1972, published on August 31, 1972, p. 217, online at ris.bka.gv.at, accessed on June 10, 2020
  4. ^ State treaty of August 5, 1865, between Austria, Bavaria and Switzerland, on the construction of a railway from Lindau via Bregenz to St. Margarethen, and from Rüthi to Feldkirch . In: Reichsgesetzblatt . tape 138 , born in 1865. Munich, August 27, 1865, p. 423 ff . ( onb.ac.at ).
  5. a b State Treaty of August 27, 1870, between Austria-Hungary, also representing Liechtenstein, Bavaria and Switzerland, on the construction of a railway from Lindau via Bregenz to St. Margarethen, and from Feldkirch to Buchs . In: Reichsgesetzblatt . tape 13 , born in 1871. Bregenz August 27, 1871, p. 23 ff . ( onb.ac.at ).
  6. ^ Karl Schweizer: The Lindau Railway Station 1853-1939, online at bahnhof-lindau.de, accessed on March 16, 2020
  7. ^ Debris flow in the Galgentobel (Vorarlberg State Library)
  8. https://themavorarlberg.at/kultur/gefahr-aus-dem-galgentobel
  9. The Galgentobel is safe - the danger zone is being reduced - the zoning plan is being adapted to the new danger zone. December 18, 2018, accessed May 26, 2020 .
  10. cdn1.vol.at/2008/04/Verbauungsprojekt_Galgentobel.pdf
  11. Deutsche Reichsbahn-Gesellschaft (Ed.): Official Gazette of the Reichsbahndirektion Mainz of August 6, 1938, No. 36. Announcement No. 488, p. 213.
  12. Top and bottom over Lindau railway tracks - From former Lindau railway barriers, railway overpasses, bridges and level attendants , online at edition-inseltor-lindau.de, accessed on March 8, 2020
  13. ^ Lothar Beer: Bahnen in Vorarlberg , Volume II, Hard, 1995
  14. Construction of the railway on vision-rheintal.at, accessed on May 10, 2020
  15. ^ Studer: Bregenz – Feldkirch – Bludenz. Connection through Vorarlberg. 1985, p. 17.
  16. Expanded freight yard opened in Wolfurt. In: vorarlberg.ORF.at . October 19, 2018, accessed May 14, 2020 .
  17. DB projects in the Lindau railway junction (PDF) DB Netz AG, as of May 2020, accessed on June 6, 2020
  18. Lindau node on bauprojekte.deutschebahn.com, accessed on June 6, 2020
  19. DB Netze / Sebastian Abel: Overview of border lines and timetable processing limits, as of February 25, 2015, p. 25, online at fahrweg.dbnetze.com, accessed on March 15, 2020
  20. Werner Weigand, Felix Berschin: From the ITF to the Germany cycle when the number of passengers doubles - Part 2 . In: Eisenbahntechnische Rundschau (ETR) . tape 1 + 2/2020 , No. 1 + 2 . eurailpress / DVV Media Group, 2020, ISSN  0013-2845 , p. 32 ff .