Spielfeld-Straß – Trieste Centrale railway line

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• Description of the route
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Spielfeld-Straß-Ljubljana-Trieste Centrale Historically: Austrian Southern Railway
Route number (ÖBB) :	10501
Route number (RFI) :	63
Route number :	50
Gauge :	1435 mm ( standard gauge )
Power system :	3 kV  =
Top speed:	160 km / h
Dual track :	Maribor – Trieste Centrale
Legend (German station names from the course book 1901 or from the course book 1943 ) Southern Railway from Vienna 612.5 Playfield Street (Špilje) 610.4 State border Austria - Slovenia 610.1 Šentilj meja 608.0 Šentilj (Egidi Tunnel) 1943 as Egedl (Büheln) 604.1 Cirknica (Zirknitz) 1943 as Ferntal 600.3 Pesnica (Pössnitz) in 1943 as Ranzenberg 595.6 Košaki 1943 not listed 594.0 Maribor (Marburg an der Drau) 1943 as Marburg (Drau) Outside to Klagenfurt – Lienz – Franzensfeste 591.3 Maribor Tezno 1943 as theses 590.8 Maribor Tezno freight yard 586.9 Hoče (Kötsch) in 1943 as Kötsch 583.8 Orehova vas 1943 as Schleinitz-Nußdorf 581.7 Rače (Kranichsfeld-Frauheim) 1943 as Kranichsfeld-Frauheim to Ormož (Friedau) and Čakovec (Csakathurn), to Budapest 576.3 Pragersko Lave 1943 not listed 575.2 Pragersko (Pragerhof) 1943 as Pragerhof 568.8 Slovenska Bistrica (Windisch Feistritz) 1943 as Windisch Feistritz 561.2 Poljčane (Pöltschach) 1943 as Pöltschach 552.8 Dolga Gora in 1943 as Lindenkogel 550.0 Ostrožno (Grobelno) 1943 not listed 545.8 Ponikva tovorna freight station 545.3 Ponikva in 1943 as Ponigi from Stranje 541.1 Grobelno in 1943 as Grübel 537.6 Šentjur pri Celju (St. Georgen) 1943 as Anderburg from Dravograd (Unterdrauburg) and Velenje (Wöllan) 531.8 Štore 1943 as a mallet 526.9 Celje (Cilli) in 1943 as Cilli Voglajna Savinja 516.6 Laško (Tüffer Market) 1943 as Tüffer Savinja 509.6 Rimske Toplice (Roman baths) in 1943 as Roman baths Savinja from and to Zagreb (Agram) 502.0 Zidani Most (Steinbrück) 1943 as Steinbrück (Sawe) 509.8 Hrastnik (Hrastnigg) 1943 as Eichtal 514.6 Trbovlje tovorna freight station 514.6 Trbovlje (Trifail) in 1943 as Trifall Connection railway Zagorje ob Savi 519.1 Zagorje (Sagor) 1943: Edlingen (Styria) 527.8 Sava 1943 as Sawadorf 534.6 Litija (Littai) 1943 as Littal Save (246 m) 541.9 Kresnice (Kressnitz) 1943 as Kressnitz 547.1 Jevnica 1943 as Erlenbach (Sawe) 551.0 Laze (Laase) 1943 as Laas (Sawe) 557.8 Ljubljana Zalog (Salloch) 1943 as Salloch (Zalog) 560.3 Ljubljana Polje in 1943 as Mariafeld (Dev. Marija v P) from Karlovac and Grosuplje 565.7 Ljubljana (Laibach) 1943 as Laibach to Jesenice (Aßling) and the Tauern Railway , until 1967 to Tarvisio 567.7 Ljubljana Tivoli 573.8 Brezovica to Vrhnika 578.0 Notranje Gorice 580.5 Preserje (presser) Route until 1944/1947 586.5 Borovnica (Franzdorf) Route until 1944/1947 Dolinski most (Franzdorfer Viaduct) 597.8 Verd 607.1 Logatec (Loitsch) 614.7 Planina (border with Italy 1920–1945) 621.2 Rakek 632.8 Postojna (Adelsberg) 639.3 Prestranek 645.7 Pivka (St. Peter in Carniola) to Rijeka (Fiume) 653.6 Košana 657.5 Gornje Ležeče (Upper Reading) 669.6 Divača Divača – Pula railway line 673.4 Povir from Nova Gorica (Gorizia) 679.2 Sežana (Sessana) 682.5 (32,511) State border Slovenia - Italy (Re-alignment after 1945) Fernetti postage from Jesenice Opicina Campagna (Opicina Southern Railway) 310 m 687.5 28.533 Villa Opicina (Opicina Staatsbf) 302 m Connecting track to Trieste Campo Marzio RA 13 - E 70 (Re-alignment after 1945) 16,418 Aurisina 167 m RA 13 - E 70 14.330 Bivio d'Aurisina Scambio Estremo Viadotto to Udine and Venice 13.687 Bivio d'Aurisina Scambio Estremo Galleria from Udine and Venice Santa Croce di Trieste 110 m Grignano until 2010 81 m 7.033 Miramare 2.269 Trieste Gruppo Scambi Barcola to Trieste Campo Marzio 1.424 Trieste Gruppo Scambi Grett from Trieste Campo Marzio 0.000 Trieste Centrale 3 m

The Spielfeld-Straß-Trieste railway line is a double-track, electrified main line in Austria , Slovenia and Italy , which was built as part of the Austrian Southern Railway (Vienna – Trieste) by the kk Südliche Staatsbahn and operated for decades by the Südbahngesellschaft , a large private railway company in Old Austria has been. It runs from Spielfeld-Straß over the Austrian-Slovenian border at Šentilj , on via Maribor (Marburg), Ljubljana (Laibach) and the Slovenian Karst to the now Italian Adriatic port of Trieste .

history

Overview of the between Wr. Neustadt and Trieste mediated railway line (1841) 

Map of the Imperial and Royal State Railroad between Ljubljana and Triest (1850),  OBV .

See : History of the Austrian Southern Railway

In 1829 there were first plans for a railway connection between Vienna and the Adriatic Sea. The first construction work between Vienna and Baden was not started until 1839, and in 1842 the Vienna – Gloggnitz route was open to traffic. In 1844 operations between Mürzzuschlag and Graz began. In 1843 the Imperial and Royal Southern State Railway began construction work from Graz south to Cilli ( Celje ). More and more engineering structures were necessary for the construction of the route. The opening of this section took place on June 2, 1848.

Construction on the following road section to Ljubljana ( Ljubljana ) were the 1848 revolution delayed so that the operation could be started only on 18 August 1849th The gap between Gloggnitz and Mürzzuschlag was not closed until 1854 with the opening of the Semmering Railway : the Vienna – Ljubljana route was therefore continuously passable.

Franzdorfer Viadukt (painting by Giovanni Varrone [1832–1910])

The further construction to Trieste caused difficulties. Both the Ljubljana Moor and the karst sloping steeply towards the Adriatic Sea had to be overcome. On November 20, 1856, the section from Laibach to Adelsberg ( Postojna ) was opened. The Ljubljana Moor was overcome on a 2,400 m long and up to 15 m high dam. The 584 m long, two-storey Franzdorf Viaduct was built near Franzdorf ( Borovnica ) .

Route Marburg – Trieste (1899)

The last section to Trieste was finally opened on July 27, 1857. 14 viaducts were necessary at Aurisina to overcome the karst . The line ended on the site of today's Trieste Centrale station . 

Initially, the route was operated by the Vienna-Gloggnitzer Railway Company on behalf of the Imperial and Royal Southern State Railway. On May 1, 1851, the southern state railway took over the management itself. The kk southern state railway was sold on May 23, 1858 to the privately owned kk privileged southern railway company .

Historically, the route crossed the Austrian crown lands of Styria , Carniola and the Austrian coastal region . The cities (with the exception of Trieste) were mostly populated by Germans, the landscape mostly almost 100% Slovene. The area, which until then had been off the main traffic routes, experienced a considerable development boost thanks to the construction of the southern railway: people could now reach the booming region of Vienna just as easily as Trieste, the main port of the Danube monarchy . The Südbahngesellschaft established its main workshop in Marburg, which offered many jobs.

An efficient trade route was created for the entire state, through which business could be carried out as far as the Orient . The railway was very beneficial to tourism: The Adelsberg Grotto, for example, which was on the route, was a well-known travel destination as early as the Biedermeier period . Trips to Agram (Zagreb) have been simplified. The creation of the “Austrian Riviera” in Istria would not have been possible without the Southern Railway. The Austro-Hungarian Navy , which launched its new ships in Trieste and converted Pola into the main war port, maintained contact with the Austro-Hungarian War Ministry in Vienna via the southern railway .

(Planned) rail connections between Austria and Germany and the seaports on the Adriatic , 1891

Since 1869, Trieste complained about the emerging competition from the ports of Fiume , Venice , Hamburg and Genoa , which over time led to the demand for the expansion of supplementary railways from the Reich to Trieste . The so-called Trieste railway question or the second railway connection with Trieste was taken up in 1891 by the Lower Austrian Trade Association and the Austrian Association of Engineers and Architects and commented on with various considerations. The main aim of the projects discussed was a shorter, faster rail connection; Of the proposed routes between Trieste and the Drau area north of the Karawanken , possible lines worthy of consideration were assessed:

• Divacca - Laak ,
• Loibl line ,
• Predil Line ,
  • Predilinie over St. Lucia and Jauerburg ,
• Tauern line (nine projects).

It was not until 1906 that the Trieste railway issue was considered resolved with the opening of the Karawankenbahn , Wocheinerbahn and Karstbahn .

After the end of the First World War in 1918, the Southern Railway was in three countries: Austria (border at Šentilj ), Yugoslavia and Italy . From 1920 ( border treaty of Rapallo ) to 1945 the Yugoslav-Italian border was at Planina, so that Postojna / Adelsberg was Italian. 1945–1991 this border was near Sežana , since 1991 the Slovenian- Italian border has been here . The southernmost section from Sežana to Trieste was part of the Free Territory of Trieste from 1947 to 1954, and since then has been part of Italy.

The small section remaining in Austria has been operated by the Austrian Federal Railways (ÖBB) since 1923, with the exception of 1938–1945 ( Deutsche Reichsbahn ) . In Slovenia, the Slovenske železnice (SŽ), the Slovenian state railways, have operated this railway since 1991 . The Italian section is managed by the Ferrovie dello Stato (FS).

Operational incidents

On July 10, 1917 , an ammunition transport exploded in the Pragerhof train station (today: Pragersko , Slovenia ). 43 people died and 75 others were injured. Eight adjacent tracks were destroyed over a length of 420 meters.

→ Main article : Pragerhof railway accident

On September 24, 1917, escaped wagons of a military train collided with a following freight train in front of Planina station . 29 people died and 51 were also injured.

→ Main article : Planina railway accident

On July 14, 1984, a serious rear-end collision occurred in the Divača train station : an express train to Koper and Pula with around 1,400 holidaymakers had stopped here. A freight train followed him . Its locomotive driver ran over two signals showing "Stop" and hit the stationary train at around 65 km / h. The last three cars on the express train were badly damaged and 31 people died.

Geomorphological features

Monument locomotive JZ 28.006 (ex class kkStB 80 ) in Divača

The route for the southern runway required special preliminary investigations and higher construction costs for the last sections between Sežana and Trieste. In this area, karst structures had to be built over with the railway embankment so that the foundations could not break into natural cavities in the karst. Accordingly, a long bridge structure with innumerable brick arches was built near Aurisina ; the building material came from the limestone quarries in the area.

Traffic then and now

Poster of the Southern Railway Company from 1898 with views of the Austrian Riviera .

The historic Southern Railway is one of the two main axes of rail traffic in Slovenia . It still serves as an international link between Slovenia and Austria and Italy . For Austria and the Czech Republic , the Southern Railway still provides access to the Adriatic Sea, through whose ports (in competition with Rotterdam and Hamburg ) goods are transported. The EU membership of all of the above-mentioned states has made the movement of goods much easier, and participation in the Schengen Agreement has eliminated identity checks.

A timetable comparison of the years 1901 and 2009 shows that the scheduled travel time from Vienna via Graz to Ljubljana / Ljubljana (445 km) goes from at least 8:50 hours (one day train, two night trains per day) to 6:05 hours (one train per day ) could be reduced (from Graz 3:23 hours). From Vienna to Trieste (589 km, from Graz 365 km, from Ljubljana 143 km) the travel time in 1901 was at least 12:10 hours (one day train, two night trains per day); In 2009, it was 11:08 hours on the night train, driving via Salzburg , Villach and Udine and having to change trains once, two other connecting connections (via Monfalcone and Venice ) had significantly longer travel times.

The connection Vienna – Agram / Zagreb (452 km on the southern line, almost the same distance as to Ljubljana) was made in 1901 via Ödenburg and Hungary ; In 2009, coming from Vienna, the historic southern railway line was used to Zidani Most (Steinbrück), the journey time was 6.40 hours.

Short-haul traffic between Marburg / Maribor and Graz (68 km) has increased significantly . In the summer of 2009 seven or eight trains per day with a journey time of 1.01 hours were offered. Vienna – Marburg / Maribor (282 km) was driven six times a day with a driving time of 3.42 hours. However, this positive approach was already undone in 2012 after the ÖBB restricted almost all IC / EC connections to Maribor to Graz. Only one daily EC pair from or to Ljubljana / Zagreb remained. Alternatively, a Slovenian ICS runs to Spielfeld-Straß, where there is only one S-Bahn connection on the Austrian side.

Prestranek station in June 1983

The comfort that wealthy first and second class passengers were offered in 1901 with direct coaches (through coaches), which saved them from having to change trains, is almost unimaginable today: in the summer of 1901, the southern railway ran nine direct coaches a day on the Vienna - Abbazia - Fiume connection , including a sleeping car. In addition, there were six direct cars from Budapest to the Adriatic, which were led from the Budapest South Railway Station via Čakovec / Csakathurn and Pragersko / Pragerhof to the South Railway. From Budapest you could drive six times a day via Ljubljana, Monfalcone and Cormons directly to Venice, and four times a day to Trieste. There were also direct wagons on this train from Vienna daily via Marburg to Lienz , Görz , Udine and Pola . Today there is almost nothing left of this long-distance service after the last existing night train connection (Budapest / Beograd – Zagreb – Ljubljana – Venice) was discontinued in 2012 without replacement. Since September 2018, two direct pairs of trains operated by the Slovenian Railways have been running again between Ljubljana and Trieste and, in some cases, on to Udine.

The endeavor at the time to offer connections as far as possible on Südbahn's own routes led in 1901 to offers that today appear to be enormous detours: In order to avoid Italian territory from Trieste to Munich , they drove via Laibach , Jesenice and Tarvis to Villach , then because the Tauernbahn did not yet exist, via the Drautalbahn to Franzensfeste and Innsbruck and via Kufstein to Munich. A direct car from Budapest to Munich came via Csakathurn and Pragerhof to the southern railway and was directed via Marburg to the Drautal railway to reach Munich via Tyrol .

Modernization and double-track expansion

By February 2023, the Maribor Tezno, Maribor, Pesnica and Šentilj train stations are to be modernized, the Šentilj tunnel will be modernized and a new Pekel tunnel north of Maribor will be built. It is planned that a second track will be built between Maribor and Šentilj by 2026.

literature

• Fritz Benesch : Traffic book of Austrian railways . Volume 6: Carniola and Coastal Land. Reisser, Vienna 1910. - Full text online (PDF) .
• Hermann Heless: The Southern Railway and its predecessors . Ed .: Herbert Dietrich. Bohmann-Verlag, Vienna 1994, ISBN 3-7002-0871-5 .
• Josef Dultinger : The "Archduke Johann Railway". First railway connection between the imperial capital and residence city of Vienna with the city and the Adriatic port of Trieste. Erhard, Rum 1985, OBV .
• European Rail Timetable . Thomas Cook, Peterborough 2012, ISBN 978-1-84848-551-8 .
• Franz Xaver Hlubek : The traffic between Trieste and the monarchy, and the Vienna-Trieste railway. With a drawing showing the direction of the projected path. Gerold, Vienna 1841. (In it: plan of the projected route, 1841 ). (Online at ALO ).
• August Mandl, Johann Gabriel Seidl: The state railway from Vienna to Trieste with its surroundings, described by August Mandl . Literary-artistic department of Österreichischer Lloyd, Trieste 1858 ( link to read online )
• Rete Ferroviaria Italiana: Fascicolo Linea 63 (Trieste Centrale – Villa Opicina).

Remarks

1. ↑ The celebrations for the birthday of Emperor Franz Joseph I were used as an opportunity to schedule a test drive of a locomotive ("Neuberg") with a passenger car on that day . At around 3 p.m. the set from Cilli arrived at the Ljubljana train station. The journey, minus various stops at the station, took about three hours. The locomotive returned to Cilli the next day. - See: Duchy of Carniola. The celebration of the birth of His Majesty Franz Joseph I (concluding) . In: Laibacher Zeitung , No. 101/1849, 23 August 1849, p. 1, bottom left. - Full text online (PDF) as well as Krain. In:  Klagenfurter Zeitung , No. 102/1849, August 25, 1849, p. 461, top right. (Online at ANNO ). .
2. ↑ As early as 1865, the Austrian Council of Ministers dealt with the Predil Railway (Tarvis-Predil-Triest) project, and rival routes were added in the following years. - See: Ferdinand Hoffmann:  The Predilbahn compared with its rivals, the railway line via Seifnitz and Ponteba, then via Laak and S (t.) Lucia. In:  Allgemeine Bauzeitung , year 1872, XXXVII. Volume, pp. 47–68. (Online at ANNO ). and Elmar Oberegger : Predil-Bahn . In: Obergger2.org , 2006, accessed January 30, 2014.

Web links

• Elmar Oberegger: Archduke Johann-Bahn . 2007, accessed January 30, 2014.
• Elmar Oberegger: Brief Railway History of the Austrian Coastal Country (2017) , accessed on May 17, 2018.

Individual evidence

1. ^ Impianti FS. In: I Treni No. 331 (November 2010), p. 6.
2. ^ Franz Xaver Wilhelm von Hlubek : The traffic between Trieste and the monarchy, and the Vienna-Trieste railway. With a drawing showing the direction of the projected path. Gerold, Vienna 1841. - Online at ALO .
3. ↑ To commemorate the opening of the state railway from Ljubljana to Trieste (...) on July 27, 1857. kk Hof- und Staatsdruckerei, Vienna 1857. (Online at ALO ).
4. ↑ Carl Büchelen:  On the question of the so-called second rail connection between our half of the empire and its seaport Trieste (part 1/3). In:  Weekly of the Austrian Association of Engineers and Architects , year 1891, No. 49/1891 (XVI. Year), p. 452/1. (Online at ANNO ). .
5. ↑ Carl Büchelen:  On the question of the so-called second rail connection between our half of the empire and its seaport Trieste (part 1/3). In:  Weekly of the Austrian Association of Engineers and Architects , year 1891, No. 49/1891 (XVI. Year), pp. 446–449. (Online at ANNO ). ;
   -:  - (Part 3/3). In:  Weekly of the Austrian Association of Engineers and Architects , year 1891, No. 51/1891 (XVI. Year), pp. 471–474. (Online at ANNO ). .
6. ↑ ^{a b} Carl Büchelen:  On the question of the so-called second rail connection between our half of the empire and its seaport Trieste (part 2/3). In:  Weekly of the Austrian Association of Engineers and Architects , year 1891, No. 50/1891 (XVI. Year), pp. 459–462. (Online at ANNO ). .
7. ↑ Ludwig Stockert : Railway Accidents (New Series) - Another contribution to railway operations theory . Berlin 1920, No. 307.
8. ^ Peter WB Semmens: Catastrophes on rails. A worldwide documentation. Transpress, Stuttgart 1996, ISBN 3-344-71030-3 , p. 190.
9. ↑ Announcement on the website of the Slovenian Railway Company to resume direct train connections.
10. ↑ EU to fund Maribor rail enhancements. railwaygazette.com, August 23, 2019, accessed August 26, 2019 . 
11. ↑ Pekel Tunnel, Maribor. elea.si, accessed on August 26, 2019 . 
12. ↑ Slovenia secures EU funding for Maribor - Šentilj upgrade. railjournal.com, August 23, 2019, accessed August 26, 2019 .