Geislinger Steige
The Geislingen is an ancient trade route to the Swabian Alb. It combines Geislingen at the foot towards south-southeast through the valley of Eyb influx Rohrach with Amstetten and is one of the most famous Albaufstiegen. The name refers to two different roads:
- The existing since Roman times highway between Geislingen and Amstetten, now a section of the national highway 10, the actual increase
- The steep section of the railway ramp during the Filstalbahn, a part of the main route between Munich and Stuttgart
The railway ramp was referred to in some sources as the main steepest railway in Europe.
The runs on the eastern side of the valley railway ramp is 5.6 km long and overcomes a difference in altitude of 112 m. The curve radii already go down to 278 m. The section is thus traced out according to the standards for mountain railways. Between Geislingen Amstetten and the track rises to up to 22.5 per thousand. It is considered the first mountain crossing a railroad in continental Europe.
Planning and construction
The law relating to the construction of railroads was the construction of a first railway line of Württemberg Heilbronn on April 18, 1843 - decided to Friedrichshafen on Lake Constance - then endpoint of the Neckar boat trip. The biggest obstacle for the construction was the unfavorable topography, because between Geislingen and Ulm had to be crossed the Swabian Alb. After various alternatives were considered and rejected, the decision was ultimately for a short and steep ramp at Geislingen that Geislingen.
The construction of the railway ramp was chief engineer Michael Knoll and Oberbaurat Karl Etzel, who achieved also through the Brenner railway through (South ) Tyrol awareness, entrusted. Construction began in 1847, England were employed for approximately 3,000 workers, opened the track in 1850. Associated with the construction of the ramp is the company WMF ( Wurttemberg Metal Goods Factory ) Geislingen.
As part of the planning was initially planned, the line between Göppingen and Geislingen the Weigoldsberg in the upper Filstal to lead (via Bad Ueberkingen ) with lower slopes; these plans, however, were rejected in favor of steeper solution with the Geislingen. Were also rejected plans to run the Albabstieg tions Ulm with the same inclination ( about Bollingen, Mähringen and the teachers Valley ), after preliminary work on the descent over the Örlinger valley ( with slopes of 1:70 ) was found to be more expensive, but operationally effective.
Operation
The operation was for the Royal Württemberg State Railways ( KWSt.E. ) and later for the German Reichsbahn and the German Federal Railroad a challenge. In the steam locomotive era, each train had to be pushed, so the stations in Geislingen and in Amstetten are quite large in size. For maintenance and repair of waiting sliding locomotives there was a local depot.
The German Reichsbahn electrified in 1933, the route; which was completed on 30 May 1933. The electric locomotives now used were much more powerful than the old steam locomotives, which is why quite a few shear trips could be saved. For the more necessary to put a locomotives E 93 (later 193) and Series E 94 ( 194) series. They solved there, among other things from the steam locomotives of the series 59.
Between February and April 1945, Allied fighter-bombers repeatedly fired on the route. It emerged only minor property damage.
The German Federal Railroad hauled trains from the 1960s, mainly with standard locomotives, later also with the DB Class 103 On 28 May 1967, the first Trans - Europ -Express ( TEE) drove over the Geislingen, this was the pair of trains 10 / 11 Rembrandt from Munich to Amsterdam.
In February 1975, the two-sided way working between Geislingen ( walkways) and Amstetten went into operation in March 1986 between Geislingen West and Geislingen ( walkways). 1987 replaced the 140 series (short term) and 150, the 194 series as a thrust locomotives. The 150 series is now also retired. Subsequent pushing is for passenger trains because of the trains running since 1991 ICE - Since February 25 daily pass - and horsepower locomotives (eg, 101 series, 120 series ) become largely unnecessary. On 15 October 1999 the first time drove a ICE 3 on the walkways to Munich. Still runs every two hours, the IRE, the daily. During the week four times as a sprinter with two diesel locomotives of the series 218, otherwise with class 146.2, from Lindau to Stuttgart and retracts By sandwich covering the passing of Geislingen holds only little more. Heavy freight trains, however, are as before nachgeschoben for DB Schenker Rail trains are in Geislingen for two locomotives of the series 151 ready. Since strengthened private railway transport companies in Germany carry freight transport, private Schiebeloks are on the Geislingen found (eg Class 66 HGK ).
By 1991 up to 40 freight trains per day were nachgeschoben on the Geislinge increase daily.
View
The speed limit in the stretch is currently 70 km / h, with trains uncoupled Schiebelok navigate the platforms with only 60 km / h The planned new Wendlingen -Ulm, a high-speed line for speeds up to 250 km / h, is to eliminate the bottleneck Geislingen. On it the height difference with Geislingen to be overcome in both 8 kilometers long tunnels. In July 2007, the missing protection against financial risk was controlled. Currently ( November 2010) represents the majority of zoning sections of the new line, the plan approval pending.
Since the new line is suitable with the planned slope of up to 35 per thousand for light freight trains, suggest critics of the new line, on the existing line between sweet and about Lonsee to build a tunnel with a gradient of more than 12.5 per thousand. Here are overcome with about 11 km of tunnels only about 130 meters. The distance between Ulm and Stuttgart would be fully fit for heavy freight.