Ludwig Western Railway

The Ludwigs- west railway is a funded by the Kingdom of Bavaria state railway line from Bamberg Würzburg to Aschaffenburg and then further into Electoral Hesse Hanau.

History

In the 1840s, soon became evident that promoted by King Ludwig I of Bavaria inland navigation was not up to the sewer between Main and Danube the advent of the railroad. After the king had given his opposition to a Main line of railway, the Parliament on 23 March 1846 Law on the Construction of the Ludwigs- west railway decided as a second main line of the Bavarian State Railways.

The operation on the Hanau -Aschaffenburg section was initially led by the Frankfurt- Hanau Railway Company and went with that from 1863 to the Hessian Ludwig Railway on which also acquired in 1872 the title to the section now lying in Prussia. 1893 went the Hessian Ludwig Railway - and thus also their ownership and operation rights - over to the Prussian state railways.

Track construction and development

After delays in the revolutionary years around 1848 the route was opened in sections from 1852.

The track follows in its track alignment of Bamberg following the Ludwig South - North train to Schweinfurt, Würzburg to Lohr and from Aschaffenburg to Kahl from the valley. From Schweinfurt to Wurzburg it leads away from the main loop, the main triangle for short over easy hills. The Würzburg Central Station was as a railhead until 1869 within the fortified town. From Lohr to Aschaffenburg railway shortens the Main Square and crosses in a relatively direct line with a summit tunnel the Spessart, thereby following the Laufach and Aschafftal. At the border in Kahl it connects to a opened on June 22, 1854 the route Frankfurt- Hanau Railway Company, which operated the piece of track from the border to Aschaffenburg as a lease car. This Bavaria had two important trading cities of Leipzig and Frankfurt am Main connected with railway lines.

Structures

An important engineering structures the route through a tunnel in the Schweinfurt city, the bridge over the mouth of the Franconian Saale and the Frankish sense in the Main at Gemünden, the Schwarzkopf tunnel and two railway embankments has at grove during the Spessart ramp.

Noteworthy is the reception building preserved from the original building stock of the station Veitshoechheim, a particularly representative plant with King Pavilion, in direct structural relation to the castle Veitshoechheim.

Extension

The route was planned double-tracked and traced out, but initially taken up on the slope stretch Heigenbrucken - Laufach in the Spessart single track in operation. Next double-track section was the stretch Rottendorf Wurzburg to start the route Fürth- rotting village in 1865. The remaining sections followed with the second track until the 1890s. The course is approved, Aschaffenburg-Frankfurt/Darmstadt electrified section Rottendorf - 1954 Würzburg, Würzburg -Aschaffenburg 1957 1960 and Bamberg -Schweinfurt - Rottendorf 1971.

Today's meaning

The section Würzburg -Aschaffenburg now operates under the name Main-Spessart -Bahn and remains one of the major train routes in Germany.

The section Rottendorf -Bamberg (now KBS 810, line Würzburg -Bamberg ) lost its importance for the connection from Würzburg to Nuremberg with the commissioning of the direct line Rottendorf Kitzingen -Fürth in long-distance traffic. The section Bamberg -Schweinfurt - Waigolshausen (with connection to the Wern Valley Railway to Gemünden ) is significant because of its convenient layout in a freight transport. The section Schweinfurt and Würzburg as part of the link between Berlin and Stuttgart ( rom) via Erfurt ( from 1884 after the opening of Brandleite tunnel ) lost its meaning long-distance transport with the division of Germany in 1945.