Local train Mori – Arco – Riva
| Mori-Riva | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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| Route length: | 24.2 km | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Gauge : | 760 mm ( Bosnian gauge ) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Maximum slope : | 28 ‰ | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Minimum radius : | 50 m | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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The Mori – Arco – Riva local train was a 24.2 kilometer long, narrow-gauge local train that ran from the Mori station , which is now in the province of Trento , on the Brennerbahn over the San Giovanni Pass and Arco to Riva on Lake Garda . The train ran on a Bosnian gauge of 760 mm.
Train traffic on the line, which was opened in 1891, was carried out exclusively with steam locomotives , and in 1936 operations were finally stopped.
history
Arco and Riva were popular health resorts in what was then Tyrol as early as the middle of the 19th century due to their Mediterranean climate . The local line Mori – Arco – Riva on Lake Garda (MAR), which opened on January 29, 1891, created the missing connection to the Brenner line. In addition to passenger transport, freight transport also played a certain role in the railways budget. At the Loppio train station, a stump track led to the nearby wine cellar on the property of the Counts of Castelbarco , where not only wine but also agricultural goods from the area, such as vegetables from the Val di Gresta and, in winter, blocks of ice from Lake Loppio , which you can buy up to with the advent of refrigerators used for cooling, were charged.
The railway also appeared in the military plans of the Austro-Hungarian monarchy for the relocation of troops and materials. At the beginning of the 20th century, for example, the Austro-Hungarian Army dealt with the extension of the railway from Arco via Sarche to the Judiciary after Tione in a commission set up especially for this purpose . Plans that in the end remained in the drawers of the military.
During the First World War , shortly before and after the Italian declaration of war on May 23, 1915, the railway was still used to evacuate the local population, before its operation was stopped towards the end of the year and the rolling stock was transferred to other railway companies. The railway facilities were damaged by both Italian artillery fire and Austrian troops in retreat. After the war, Trentino-Alto Adige became part of Italy and the local railway was under the management of the FS and operations were resumed after repairs by the engineering team.
In 1924 a new local railway company was founded under the name Società Ferrovia Rovereto-Arco-Riva (RAR), with the city of Rovereto securing the largest share of the shares with the aim of running the route to the city 4.4 km away. This line extension was actually opened on May 25, 1925. In 1929 a project to convert the railway to meter gauge and its electrification was worked out, but this was not implemented. Due to the emergence of individual traffic, operations were stopped on October 21, 1936 and local public transport was taken over by buses.
Originally there were considerations to run the railway along Lake Garda to the northern Italian railway network. Because of the parallel Brennerbahn, this idea was rejected again.
Route description
The line left Mori station on the Brennerbahn in a northerly direction, only to swerve in a long arc to the west. Then the Adige was crossed at Ravazzone on the 68.5 meter long iron bridge and after 2.86 kilometers the Mori-Borgata station in the center of Mori was reached. The bridge was built as early as 1888 by Gridl, Vienna for the local road Mori – Rovereto and designed for later rail operations. The section between the bridge and the outskirts of Mori was also the steepest section of the railway with a slope of 28 ‰. After a moderate incline and a few bends, the Loppio station was reached at 6.88 kilometers. Behind Loppio, the route followed the course of today's state road SS 240 for about 2 kilometers. On this section, Lake Loppio was passed on its south bank. This was followed by a terminal loop with 60 meters radius to win half a kilometer in height, following yet another terminal loop and eventually the highest point at 269 meters was achieved over the sea at kilometer 11 and the local watershed at Passo San Giovanni exceeded.
The route went downhill, ran in an arc at the foot of Monte Perlone and reached the Nago-Torbole station at kilometer 12.89. Behind Nago, the railway swung north and continued downhill on today's state road SS 240dir into the valley of the Sarca . The bottom of the valley was finally reached before the Oltresarca station. The Sarca was then crossed on a 45-meter-long steel bridge and after 19.2 kilometers the Arco train station near the center of the village was reached. Behind Arco, the route followed today's Via Santa Caterina, which later merges into the SS 45, via the San Tomaso station to the center of Riva. After 24.12 kilometers, the Riva train station was finally reached not far from the lake shore.
The track's superstructure consisted of eight-meter-long Vignole rails with a weight of 18 kg / m.
Vehicle use
From 1890 to 1892 four triple-coupled locomotives with the numbers 1–4 were procured, as they had previously been put into service by the Steyrtalbahn . The first three were delivered by Krauss in Linz in 1890 and the last in 1892; they were named Arco , Riva , Lago di Garda and Pinzolo . The Südbahngesellschaft (SB), which operated the local railway, classified the four machines as 40 series. Three of the locomotives had to be handed over to the kuk Heeresfeldbahn during the First World War , the fourth was scrapped after 1918. One of the locomotives came to Romania after the First World War, was used there by the CFR until 1975 and today runs on a park railway in the Omaha Zoo in the USA .
After the First World War, three locomotives ( RKV No. 1 to 3 ), which originally came from the Ružomberok – Korytnica kúpele narrow-gauge railway in today's Slovakia, came to the Mori – Arco – Riva local railway. The machines were built by the Budapest locomotive factory MÁVAG . During the First World War the locomotives were bought by the ku k. Heeresfeldbahn confiscated and was used on the Fiemme Valley Railway and the Val Gardena Railway in military traffic on the Dolomite front. After the end of the war they fell to the Ferrovie dello Stato . This she used from then on on the local Mori – Arco – Riva railway.
present
There is now a designated cycle path between Mori and Riva, which uses around a third of the former railway line between Mori and Nago. Other sections in this section were previously used for road construction. The section from Nago via Arco to Riva has not been upgraded to a cycle path, the designated part leads from Nago via a side road directly down to Torbole and further along the lakeshore following the road to Riva.
In the towns of Arco and Riva, the station buildings still exist, in Riva it was used as a bus station for a long time, and today it houses an inn.
The idea of a train connection to Lake Garda is not yet completely buried. In 2014, the Province of Trentino held an ideas competition for a rail connection from Rovereto and Mori to Tione di Trento . Most of the railway would run underground and would have a station near Lake Garda.
literature
- Associazione Culturale Loppio (ed.): Loppio ... il passaggio di un'epoca . La Grafica, Mori 2009.
- Josef Dultinger : On a narrow track through South Tyrol . Narrow gauge railways south of the Brenner Pass. Erhard, Rum 1982.
- Werner showerk, Walter Pramstaller, u. a .: Local and trams in old Tyrol . Self-published by Tiroler Museumsbahnen , Innsbruck 2008.
- Nicola Fontana: La regione fortezza: il sistema fortificato del Tirolo: pianificazione, cantieri e militarizzazione del territorio da Francesco I alla Grande Guerra . Museo Storico Italiano della Guerra , Rovereto 2016.
- Mario Forni, Paolo Corrà: Le Ferrovie del Trentino . Edizioni UCT, Trento 2003, ISBN 88-86246-94-3 .
- Christoph Hartung von Hartungen : Lake Garda, Gardone-Riviera, and the Mori – Arco – Riva railway . City pictures, Zurich 1893.
- Giacomo Nones: Storia di una ferrovia . Mori-Arco-Riva. Luigi Reverdito Editore, Trento 1981.
Web links
- Tyrolean Museum Railways : The Mori – Arco – Riva local railway. Retrieved October 24, 2011 .
- Dr. Karl Schlemmer: Description and photo series of the cycle path on bahntrassenradwege.de. Retrieved August 12, 2012 .
- Historical views of the route. Retrieved August 13, 2012 .
- Overall length profile of the Mori-Arco-Riva a. G. In: Digital Library of the State Library “Dr. Friedrich Teßmann ” . Retrieved May 5, 2014 .
Individual evidence
- ↑ a b c Local Railway (Rovereto) Mori – Arco – Riva. Tyrolean Museum Railways , accessed on May 2, 2014 .
- ^ Associazione Culturale Loppio (ed.): Loppio ... il passaggio di un'epoca pp. 281–283
- ↑ Nicola Fontana: La regione fortezza: il sistema fortificato del Tirolo: pianificazione, cantieri e militarizzazione del territorio da Francesco I alla Grande Guerra p. 316
- ↑ Ferrovia Mori - Arco - Riva. In: Binari perdutti. Archived from the original on May 22, 2013 ; Retrieved May 3, 2014 (Italian).
- ^ Ferrovia Mori-Arco-Riva (poi Rovereto-Riva). Biblioteca Civica e Archivi Storici Rovereto, accessed on February 17, 2017 .
- ^ A b G. Nones: Storia di una ferrovia . Trento 1981 (Italian, excerpt in the lower third of this website ).
- ↑ Omaha Zoo Railroad, Nebraska. YouTube, July 4, 2008, accessed May 2, 2014 (video).
- ^ "Rete ferroviaria diffusa": collegamento tra Rovereto-Mori e Tione. 2014, archived from the original on July 5, 2014 ; Retrieved April 3, 2017 .