1.
ICE 3
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ICE3, or Intercity-Express 3, is a family of high-speed EMU trains operated by Deutsche Bahn. It includes classes 403,406 and 407, which are known as ICE3, ICE 3M, four multisystem trains, known as ICE International, are owned by Nederlandse Spoorwegen. Based on the ICE 3M/F, Siemens developed its Siemens Velaro train family with versions for Spain, China, Russia, its home country Germany, as well as Great Britain, the design goal of the ICE3 was to create a higher-powered, lighter train than its predecessors. This was achieved by distributing its 16 traction motors underneath the whole train, the train is licensed for 330 km/h and has reached 368 km/h ) on trial runs. On regular Intercity-Express services they run at up to 300 km/h, because the train does not have powerheads, the whole length of the train is available for passenger seats, including the first car. The lounge-seats are located directly behind the driver, separated only by a glass wall, the 50 sets were ordered in 1997 and specifically designed for the new high-speed line between Frankfurt and Cologne. They were built by a led by Siemens and Adtranz. The ICE 3M was developed to international services under the four different railway electrification systems in use on Europes main lines. The Deutsche Bahn ordered 13 of these units in 1994, the NS four, though these trains carry NS logos, the DB and NS trains together form a pool and therefore, the NS trains may operate DB services as well. In 2007 the train was licensed for operation in the Netherlands, Belgium, currently, those trains are used for cross-border runs between Netherlands, Germany, Belgium and France. On the French LGV Est, some reach a regular top speed of 320 km/h. The 17 class 406 sets were built by the consortium as the class 403. They were first introduced from November 2000 on services between Cologne and Amsterdam, since December 2002, they have also been operating three journeys daily each way between Frankfurt and Brussels. Problems with flying gravel and its frictionless linear eddy current brake came up during testing, as in Belgium, licensing procedures for France took five years to be completed. Trial runs were completed in late 2005 and the two problems were encountered as in Belgium, loose gravel damage and possible side-effects of the brakes. ICE 3Ms were allowed on the LGV Est and started there on 20 June 2007. Since December 2007, DB operates ICE 3M trains from Frankfurt central station to Paris Est, in Switzerland, licensing took only six months. Deutsche Bahn placed an order for fifteen trains valued €500 million in November 2008, on 18 April 2010, Deutsche Bahn presented the first Velaro D at Siemens Krefeld plant
2.
Sankt Ingbert
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St. Ingbert is a town in the Saarpfalz district in Saarland, Germany with a population of 37,361. It is situated approximately 10 km north-east of Saarbrücken and 10 km south-west of Neunkirchen, Sankt Ingbert is an old industrial town, but most of its heavy industries have long closed down. Major employers now include the software company SAP AG and Festo automation technologies, St. Ingbert is named after the Irish Saint St Ingobert and for 300 years belonged to the electorate of Trier. The town is served by St. Ingbert railway station, St. Ingbert is situated only 10 km away from the Saarbrücken Airport. The Saarländisches Karnevalsmuseum exhibits carnival costumes of the Saar region, the St. Ingberter Pfanne is a well-known cabaret event, which took first place in 1985. The Internationales Jazzfestival Sankt Ingbert took first place in 1987
3.
Deutsche Bahn
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Deutsche Bahn AG is a German railway company. Headquartered in Berlin, it is a private company, with the Federal Republic of Germany being its single shareholder. It carries about two billion passengers each year, Deutsche Bahn came into existence in 1994 as the successor to the former state railways of Germany, the Deutsche Bundesbahn of West Germany and the Deutsche Reichsbahn of East Germany. It also gained ownership of railway assets in West Berlin held by the Verwaltung des ehemaligen Reichsbahnvermögens. There are three periods of development in this unified German railway, its formation, its early years. At its creation, Deutsche Bahn took over the abbreviation and logo DB from the West German state railway Deutsche Bundesbahn, erik Spiekermann designed the new corporate font DB Type. However, these plans have been put on hold, and the Bahntower leased for at least three more years, the second step of the Bahnreform was carried out in 1999. This new organisational scheme was introduced not least to implement European Community directive 91/440/EEC that demands access to railway systems free of discrimination. In December 2007, DB reorganised again, bringing all passenger services into its DB Bahn arm, logistics under DB Schenker and infrastructure, the DB is owned by the Federal Republic. By the Constitution, the Federal Republic is required to retain a majority of the infrastructure stocks, in 2008, it was agreed to partially private DB, with 25% of the business to be sold to the private sector. However the onset of the Financial crisis of 2007–08 saw this cancelled, in World war II the Deutsche Reichsbahn helped the Nazis to deport the Jews from Greece. As of 2016, the company currently lacks a management director, other members of the board include, Dr. The DB group is divided into five main groups, Arriva, DB Bahn, DB Dienstleistungen, DB Netze. These subsidiaries are companies in their own right, although most of them are 100% owned by DBAG, Deutsche Bahn placed a bid in May 2010 for the UK-based transport company Arriva. Arriva runs bus and rail companies in 12 European countries, the merger was approved by the European Commission in August 2010, subject to DB divesting Arriva services in Germany. The merger became effective on 27 August 2010, services in the UK formerly run as DB Regio are now operated by a new subdivision of the company, Arriva UK Trains. It operates the Arriva Trains Wales, Chiltern Railways, CrossCountry, Grand Central, on 1 April 2016 Arriva became the operator of the Northern rail franchise. It also holds a 50% shareholding in London Overground Rail Operations and has lodged an application to operate services under the Great North Western Railway brand, in November 2016, Arriva Rail London will commence operating the London Overground concession in its own right
4.
Double track
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A double-track railway usually involves running one track in each direction, compared to a single-track railway where trains in both directions share the same track. In the earliest days of railways in the United Kingdom, most lines were built as double-track because of the difficulty of co-ordinating operations before the invention of the telegraph, the lines also tended to be busy enough to be beyond the capacity of a single track. In the early days the Board of Trade did not consider any single-track railway line to be complete and this improved with the development of the telegraph and the train order system. In any given country, rail traffic generally runs to one side of a double-track line, thus in Belgium, China, France, Sweden, Switzerland and Italy for example, the railways use left-hand running, while the roads use right-hand running. In countries such as Indonesia, it is the reverse, on the French-German border, for example, flyovers were provided so that train moving on the left in France end up on the right in Germany and vice versa. Handedness of traffic can affect locomotive design, for the driver, visibility is good from both sides of the driving cab so the choice on which side to site the driver less important. For example, the French SNCF Class BB7200 is designed for using the left-hand track, generally, the left/right principle in a country is followed mostly on double track. On single track, when trains meet, the train that shall not stop uses the straight path in the turnout. Double-track railways, especially older ones, may use each track exclusively in one direction and this arrangement simplifies the signalling systems, especially where the signalling is mechanical. Where the signals and points or rail switches are power-operated, it can be worthwhile to signal each line in both directions, so that the line becomes a pair of single lines. This allows trains to use one track where the track is out of service due to track maintenance work, or a train failure. Most crossing loops are not regarded as even though they consist of multiple tracks. If the crossing loop is long enough to several trains. A more modern British term for such a layout is an extended loop, the distance between the track centres makes a difference in cost and performance of a double-track line. The track centres can be as narrow and as cheap as possible, signals for bi-directional working cannot be mounted between the tracks so must be mounted on the wrong side of the line or on expensive signal bridges. Track centres are usually wider on high speed lines, as pressure waves knock each other as high-speed trains pass, narrow track centres might be 4 metres or less. Narrow track centres may have to be widened on sharp curves to allow for rail vehicles following the arc of the curve. Widening a track centre to 5 metres or so suits high-speed trains passing each other, increasing width of track centres of 6 metres or more makes it much easier to mount signals and overhead wiring structures
5.
Railway electrification
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A railway electrification system supplies electric power to railway trains and trams without an on-board prime mover or local fuel supply. Electrification has many advantages but requires significant capital expenditure, selection of an electrification system is based on economics of energy supply, maintenance, and capital cost compared to the revenue obtained for freight and passenger traffic. Different systems are used for urban and intercity areas, some electric locomotives can switch to different supply voltages to allow flexibility in operation, Electric railways use electric locomotives to haul passengers or freight in separate cars or electric multiple units, passenger cars with their own motors. Electricity is typically generated in large and relatively efficient generating stations, transmitted to the railway network, some electric railways have their own dedicated generating stations and transmission lines but most purchase power from an electric utility. The railway usually provides its own lines, switches and transformers. Power is supplied to moving trains with a continuous conductor running along the track usually takes one of two forms. The first is a line or catenary wire suspended from poles or towers along the track or from structure or tunnel ceilings. Locomotives or multiple units pick up power from the wire with pantographs on their roofs that press a conductive strip against it with a spring or air pressure. Examples are described later in this article, the second is a third rail mounted at track level and contacted by a sliding pickup shoe. Both overhead wire and third-rail systems usually use the rails as the return conductor. In comparison to the alternative, the diesel engine, electric railways offer substantially better energy efficiency, lower emissions. Electric locomotives are usually quieter, more powerful, and more responsive and they have no local emissions, an important advantage in tunnels and urban areas. Different regions may use different supply voltages and frequencies, complicating through service, the limited clearances available under catenaries may preclude efficient double-stack container service. Possible lethal electric current due to risk of contact with high-voltage contact wires, overhead wires are safer than third rails, but they are often considered unsightly. These are independent of the system used, so that. The permissible range of voltages allowed for the voltages is as stated in standards BS EN50163. These take into account the number of trains drawing current and their distance from the substation, railways must operate at variable speeds. Until the mid 1980s this was only practical with the brush-type DC motor, since such conversion was not well developed in the late 19th century and early 20th century, most early electrified railways used DC and many still do, particularly rapid transit and trams
6.
Track gauge
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In rail transport, track gauge is the spacing of the rails on a railway track and is measured between the inner faces of the load-bearing rails. All vehicles on a network must have running gear that is compatible with the track gauge, as the dominant parameter determining interoperability, it is still frequently used as a descriptor of a route or network. There is a distinction between the gauge and actual gauge at some locality, due to divergence of track components from the nominal. Railway engineers use a device, like a caliper, to measure the actual gauge, the nominal track gauge is the distance between the inner faces of the rails. In current practice, it is specified at a distance below the rail head as the inner faces of the rail head are not necessarily vertical. In some cases in the earliest days of railways, the company saw itself as an infrastructure provider only. Colloquially the wagons might be referred to as four-foot gauge wagons, say and this nominal value does not equate to the flange spacing, as some freedom is allowed for. An infrastructure manager might specify new or replacement track components at a variation from the nominal gauge for pragmatic reasons. Track is defined in old Imperial units or in universally accepted metric units or SI units, Imperial units were established in United Kingdom by The Weights and Measures Act of 1824. In addition, there are constraints, such as the load-carrying capacity of axles. Narrow gauge railways usually cost less to build because they are lighter in construction, using smaller cars and locomotives, as well as smaller bridges, smaller tunnels. Narrow gauge is often used in mountainous terrain, where the savings in civil engineering work can be substantial. Broader gauge railways are generally expensive to build and require wider curves. There is no single perfect gauge, because different environments and economic considerations come into play, a narrow gauge is superior if ones main considerations are economy and tight curvature. For direct, unimpeded routes with high traffic, a broad gauge may be preferable, the Standard, Russian, and 46 gauges are designed to strike a reasonable balance between these factors. In addition to the general trade-off, another important factor is standardization, once a standard has been chosen, and equipment, infrastructure, and training calibrated to that standard, conversion becomes difficult and expensive. This also makes it easier to adopt an existing standard than to invent a new one and this is true of many technologies, including railroad gauges. The reduced cost, greater efficiency, and greater economic opportunity offered by the use of a common standard explains why a number of gauges predominate worldwide
7.
Railway electrification system
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A railway electrification system supplies electric power to railway trains and trams without an on-board prime mover or local fuel supply. Electrification has many advantages but requires significant capital expenditure, selection of an electrification system is based on economics of energy supply, maintenance, and capital cost compared to the revenue obtained for freight and passenger traffic. Different systems are used for urban and intercity areas, some electric locomotives can switch to different supply voltages to allow flexibility in operation, Electric railways use electric locomotives to haul passengers or freight in separate cars or electric multiple units, passenger cars with their own motors. Electricity is typically generated in large and relatively efficient generating stations, transmitted to the railway network, some electric railways have their own dedicated generating stations and transmission lines but most purchase power from an electric utility. The railway usually provides its own lines, switches and transformers. Power is supplied to moving trains with a continuous conductor running along the track usually takes one of two forms. The first is a line or catenary wire suspended from poles or towers along the track or from structure or tunnel ceilings. Locomotives or multiple units pick up power from the wire with pantographs on their roofs that press a conductive strip against it with a spring or air pressure. Examples are described later in this article, the second is a third rail mounted at track level and contacted by a sliding pickup shoe. Both overhead wire and third-rail systems usually use the rails as the return conductor. In comparison to the alternative, the diesel engine, electric railways offer substantially better energy efficiency, lower emissions. Electric locomotives are usually quieter, more powerful, and more responsive and they have no local emissions, an important advantage in tunnels and urban areas. Different regions may use different supply voltages and frequencies, complicating through service, the limited clearances available under catenaries may preclude efficient double-stack container service. Possible lethal electric current due to risk of contact with high-voltage contact wires, overhead wires are safer than third rails, but they are often considered unsightly. These are independent of the system used, so that. The permissible range of voltages allowed for the voltages is as stated in standards BS EN50163. These take into account the number of trains drawing current and their distance from the substation, railways must operate at variable speeds. Until the mid 1980s this was only practical with the brush-type DC motor, since such conversion was not well developed in the late 19th century and early 20th century, most early electrified railways used DC and many still do, particularly rapid transit and trams
8.
International Union of Railways
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The UIC or International Union of Railways is an international rail transport industry body. The railways of Europe originated as separate concerns, and there were many border changes after World War I. Colonial railways were the responsibility of the mother country, into this environment the UIC was created on 20 October 1922, with the aim of standardising industry practices. Ticket revenue sharing was undertaken with the UIC Franc currency equivalent. UIC classification and UIC Country Codes allowed precise determination of rolling stock capabilities and ownership, the UICs mission is to promote rail transport at world level and meet the challenges of mobility and sustainable development. They were soon joined by the USSR, the Middle East, today, the UIC has 194 members across 5 continents. Of these there are,73 active members 68 associate members 53 affiliate members On 12 November, in order to provide a common understanding and reduce potential confusion, the UIC has established standard international railway terminology and a trilingual thesaurus of terms. The thesaurus was the result of cooperation with the European Conference of Ministers of Transport and was published in 1995, the UIC has established systems for the classification of locomotives and their axle arrangements, coaches and goods wagons. UIC plays an important role in standardization of parts, data. Therefore, UIC codes are developed since the beginning of UICs work, a new term for these UIC leaflets is used by UIC for better understanding, International Railway Standard. Some UIC codes are, UIC568 The 13-corded standardized connection cable with connector is used to transmit data, UIC 592-2 Large containers for transport on wagons - Technical conditions to be fulfilled by large containers accepted for use in international traffic. Describes the classes and categories of large containers, handling characteristics, identification markings, UIC 592-3 Large containers, swap bodies and transport frames for horizontal transhipment - Standard report on acceptance tests. UIC 592-4 Swap bodies for grab handling and spreader gripping - Technical conditions, Swap bodies are the removable superstructures of road transport vehicles. Their dimensions and some of their fittings are standardised, particularly dimensions, strength parameters and securing devices, of the road vehicle, UIC 596-5 Transport of road vehicles on wagons - Technical organisation - Conveyance of semi-trailers with P coding or N coding on recess wagons. This leaflet sets out regulations and provisions for semi-trailers with normal road transport characteristics for conveyance on fixed-recess carrier wagons, the provisions are valid for semi-trailers, gantry equipment/industrial trucks with grab handles, recess wagon types 1a and 1b in accordance with UIC Leaflet 571-4. UIC 596-6 Conveyance of road vehicles on wagons - Technical organisation - Conditions for coding combined-transport load units, the provisions aim to facilitate LU identification to speed-up international traffic movements. They are applicable to semi-trailers, swap bodies, roller units loaded on wagons, African Union of Railways, similar organisation focused on Africa Association of American Railroads International Union of Public Transport, which covers passenger railways, especially in cities
9.
Veolia Verkehr
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Transdev GmbH is the largest private operator of passenger buses and trains in Germany. It is a subsidiary of Transdev and it was previously known as Veolia Verkehr GmbH and Connex Verkehr GmbH before that. The company is headquartered in Berlin and it has about 5000 employees and transports about 250 million passengers a year. When Transdev GmbH was formed, the company absorbed most of the German operations of the old Transdev, Transdev, as was the case with Veolia and Connex, operates dozens of subsidiaries, each with their own name. Most of them small, regional train and bus services. Transdev’s German operations have been structured into four regions since April 4,2005, region North includes the federal states of Hamburg and Schleswig-Holstein and a short line in Denmark. In this region, the Niebüller Verkehrsbetriebe GmbH and the Nord-Ostsee-Bahn GmbH operate, Niebüller Verkehrsbetriebe and it has nineteen employees and carries about 680,000 passengers each year. Its main shareholder is the Nord-Ostsee-Bahn, Nord-Ostsee-Bahn has been operating a 237-kilometre-long railway service between the island of Sylt and Hamburg since December 12,2005, the corporate name translates to North and Baltic Sea Railway. It was the first private operator to offer such a long route. Nord-Ostsee-Bahn also operates the routes Kiel - Husum, Husum - Sankt Peter-Ording, Kiel - Neumünster, Niebüll - Tønder and the bus line Brunsbüttel - Glückstadt. They have more than 250 employees, run about 7.1 million km per year, carry 7 million passengers each year and operate a railway network that is 431 km long. It is planned to extend these trains from Hamburg on to Berlin and Cologne under the operation of Ostseeland Verkehrs GmbH, griensteidl GmbH Heidenheimer Verkehrsgesellschaft mbH, Omnibus-Verkehr Ruoff GmbH Stadtbus Schwäbisch Hall GmbH, urban bus lines Stadtverkehr Pforzheim GmbH & Co. KG, urban bus lines Württembergische Eisenbahn-Gesellschaft mbH, regional trains In addition to the above operations, on Saturdays, the train runs from Leipzig to Rostock via Berlin and back on Sunday. The trains are pulled by a locomotive of the Nord-Ostsee-Bahn and consist of new coaches of the Nord-Ostsee-Bahn with air conditioning, previously, the service was run all the way between Rostock - Berlin - Leipzig - Gera using German diesel multiple units of the Talent class. This service commenced in December 2001 under the flag of Ostseeland Verkehr GmbH Since those trains were constructed for regional use, only later were they fitted with more comfortable long distance seats. From the beginning on they had a BoardBistro and this train was conceptualized as a compensation for the cancelled Deutsche Bahn trains between Rostock and Leipzig. The trains offered three classes, Traveler, Economy and Business, each of them with a different kind of service. These classes disappeared in May 2006, when the service was shortened to the current section Leipzig - Berlin
10.
Intercity-Express
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The Intercity-Express or ICE is a system of high-speed trains predominantly running in Germany and its surrounding countries. It is the highest service category offered by DB Fernverkehr and is the flagship of Deutsche Bahn, the brand name ICE is among the best-known in Germany, with a brand awareness close to 100%, according to DB. There are currently 259 trainsets in five different versions of the ICE vehicles in use, named ICE1, ICE2, ICE T, ICE3, the ICE3, including its variant models, is made by a consortium led by Bombardier and Siemens. Procurement of a version, ICx, began c. 2008, and was rebranded ICE4 in late 2015, introduction of the trains are expected from 2016. Apart from domestic use, the trains can also be seen in countries neighbouring Germany, there are, for example, ICE1 lines to Basel and Zurich. ICE3 trains also run to Liège and Brussels and at speeds to Amsterdam. On 10 June 2007, a new line between Paris and Frankfurt/Stuttgart was opened, jointly operated by ICE and TGV trains, ICE trains to London via the Channel Tunnel are planned for 2018. While ICE 3M trains operate the Paris-Frankfurt service, SNCFs TGV runs from Paris to Munich, German and Austrian ICE T trains run to Vienna. On 9 December 2007, the ICE TD was introduced on the service from Berlin via Hamburg to the Danish cities of Aarhus and Copenhagen. The Spanish railway operator RENFE also employs trains based on the ICE3 called AVE Class 103 which are certified to run at speeds up to 350 km/h. Wider versions were ordered by China for the Beijing–Tianjin Intercity Railway link and by Russia for the Moscow – Saint Petersburg, the Deutsche Bundesbahn started a series of trials in 1985 using the InterCityExperimental test train. The IC Experimental was used as a train and for high-speed trials. The train was retired in 1996 and replaced with a new trial unit, the order was extended to 60 units in 1990, with German reunification in mind. However, not all trains could be delivered in time, the ICE network was officially inaugurated on 29 May 1991 with several vehicles converging on the newly built station Kassel-Wilhelmshöhe from different directions. The first ICE trains were the trainsets of ICE1, which came into service in 1989, the Hanover-Würzburg line and the Mannheim-Stuttgart line, which had both opened the same year, were hence integrated into the ICE network from the very beginning. Due to the lack of trainsets in 1991 and early 1992, prior to that date, ICE trainsets were used when available and were integrated in the Intercity network and with IC tariffs. In 1993, the ICE line 6s terminus was moved from Hamburg to Berlin, from 1997, the successor, the ICE2 trains pulled by Class 402 powerheads, was put into service
11.
High-speed rail
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High-speed rail is a type of rail transport that operates significantly faster than traditional rail traffic, using an integrated system of specialized rolling stock and dedicated tracks. The first such system began operations in Japan in 1964 and was known as the bullet train. High-speed trains normally operate on standard gauge tracks of continuously welded rail on grade-separated right-of-way that incorporates a large turning radius in its design, only in Europe does HSR cross international borders. China has 22,000 kilometres of HSR as of end December 2016, while high-speed rail is most often designed for passenger travel, some high-speed systems also offer freight service. Multiple definitions for high-speed rail are in use worldwide, the European Union Directive 96/48/EC, Annex 1 defines high-speed rail in terms of, Infrastructure, track built specially for high-speed travel or specially upgraded for high-speed travel. Minimum Speed Limit, Minimum speed of 250 km/h on lines built for high speed. This must apply to at least one section of the line, Rolling stock must be able to reach a speed of at least 200 km/h to be considered high speed. Operating conditions, Rolling stock must be designed alongside its infrastructure for complete compatibility, safety and quality of service, category II – Existing tracks specially upgraded for high speeds, allowing a maximum running speed of at least 200 km/h. Category III – Existing tracks specially upgraded for high speeds, allowing a maximum running speed of at least 200 km/h, the UIC prefers to use definitions because they consider that there is no single standard definition of high-speed rail, nor even standard usage of the terms. They make use of the European EC Directive 96/48, stating that high speed is a combination of all the elements which constitute the system, infrastructure, rolling stock and operating conditions. The International Union of Railways states that high-speed rail is a set of unique features, many conventionally hauled trains are able to reach 200 km/h in commercial service but are not considered to be high-speed trains. These include the French SNCF Intercités and German DB IC, National domestic standards may vary from the international ones. Railways were the first form of land transportation and had an effective monopoly on passenger traffic until the development of the motor car. Speed had always been an important factor for railroads and they tried to achieve higher speeds. The line used three-phase current at 10 kilovolts and 45 Hz, on 23 October 1903, the S&H-equipped railcar achieved a speed of 206.7 km/h and on 27 October the AEG-equipped railcar achieved 210.2 km/h. These trains demonstrated the feasibility of electric high-speed rail, however, after the breakthrough of electric railroads, it was clearly the infrastructure – especially the cost of it – which hampered the introduction of high-speed rail. Several disasters happened – derailments, head-on collisions on single-track lines, collisions with traffic at grade crossings. The physical laws were well-known, i. e. if the speed was doubled, the radius should be quadrupled
12.
EuroCity
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EuroCity, abbreviated as EC, and meaning EuroCity express or EuroCity express train, is a cross-border train category within the European inter-city rail network. In contrast to trains allocated to the lower-level IC category, EC trains are international services that meet 20 criteria covering comfort, speed, food service and cleanliness. Each EC train is operated by more than one EU -based rail company, under a multilateral co-operative arrangement, the EuroCity label replaced the older Trans Europ Express name for border-crossing trains in Europe. Whereas TEE services were only, EuroCity trains convey first. The EuroCity schedule was designed with train pairs running one train in both directions, thus resulting in a frequent service than the TEE, which normally ran only once a day. The night services are operated as EuroNight since 23 May 1993, originally, all EuroCity trains carried names, and many still do, continuing the practice started with the luxury trains of the 19th and early 20th centuries. The names are printed on brochures showing the times of arrival and departure at every stop and details of the journey, these are placed on the seats by the train staff. A few trains have used the names of the earlier Trans Europ Express or InterCity trains that they replaced on the same route, for example Iris for Brussels to Zürich. The names were related to the cities and region the trains served and chosen from historical or mythological figures. In 1991, the decision was made to name the EuroCity services after famous Europeans, on 29 July 1991, the European Community decided to reorganise the legal structure of the railways in order to stimulate commercial operation and reduce government subsidies. After 20 years the implementation is still ongoing, but it has affected the railway operators already, as a consequence of this trend, the named EC trains on the Paris–Brussels–Amsterdam route disappeared in 1995–96, replaced by unnamed TGV trains and later by Thalys service. Between the Netherlands and Germany the Intercity-Express was introduced in 2000, resulting in the disappearance of the EuroCity brand on those train routes. The French–Swiss TGV services lost their names on 17 May 2003. After the collapse of Cisalpino on 13 December 2009, the trains between Italy and Switzerland disappeared as well. Farther east, all EC services continue to carry names, on 31 May 1987 the EuroCity network started with 64 EuroCity trains, serving 200 cities in 13 countries. They were made up of 56 day services and eight night services, the network included the international TGVs between France and Switzerland, shown in orange on the 1987 map. Night services are shown in blue on the map, with the exception of the boat-train Benjamin Britten, whose overnight portion was by ferry, the other EuroCity trains are shown in green on the map. The TEE Gottardo is shown in red on the map, because it was converted to EuroCity only one year later, three international InterCity trains did not qualify as EuroCity and are shown on the map in grey
13.
Intercity (Deutsche Bahn)
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Intercity is the second-highest train classification in Germany, after the ICE. Intercity services are loco-hauled express services, usually over long-distances, there are Intercity routes throughout Germany, and routes generally operate with a two-hour frequency, with multiple routes giving a more frequent service on core routes. Intercity services are operated by the DB Fernverkehr sector of Deutsche Bahn, the Intercity name was introduced in Germany in 1971, replacing the old F-Zug category, and was the top category of train in Germany until the introduction of the ICEs in the early 1990s. With the proliferation of ICE services, the role of IC trains has diminished slightly, a number of Intercity services serve destinations outside of Germany, most of these are under the EuroCity classification. The idea for Intercity services on the Deutsche Bundesbahn network was first proposed in 1967, after some planning, the proposal was approved in 1969, and the services were finally introduced in September 1971, after some delays in delivery of new coaching stock. The original network consisted of four lines, operating two hours, and connecting the largest cities in West Germany. At this time, Intercity trains were first-class only, services were increased in frequency to hourly, and second class accommodation was provided – in 1979 this was promoted with the slogan every hour, every class. Additionally, there is another new line 5, running from Dortmund to Munich. It was opened since 2 May 1985, the network continued to evolve throughout the 1980s, and in the early 1990s it saw major changes. The first generation ICEs were introduced around this time, and took over most services on the Hannover – Fulda corridor, while the remaining services expanded in all directions. While previous high speed lines in Germany had been designed for mixed usage, and could be used by Intercity trains and this, along with the introduction of another generation of ICEs, the ICE T, saw large numbers of Intercity routes converted to ICE. Meanwhile, the InterRegio classification was abolished, and many of its services converted into Intercity routes, as a result, the character of Intercity has changed. Having been on an almost equal footing with the ICE, it is very much secondary, while it still provides a high quality of service, trains now stop more frequently, and are more commonly found on lesser routes. Lines 30 and 31 – Hamburg to Frankfurt/Stuttgart are the closest in character to a classic Intercity train, below are the current services in the 2014 timetable. Originally, all Intercity services had names, usually named after a figure from one of the cities along the route. Nowadays, fewer services are named, usually those that serve the extremities of the rail network, names are usually taken from a geographical location along the route. The original Intercity services were hauled by the Class 103 electric locomotives, built in the early-1970s, lesser routes were operated by Class 110 and 111 locos, but these had a lower maximum speed, and with line speeds increasing, their use became untenable. A new Class 120 was introduced in 1987, and these classes were relegated to Regional duties, in the mid-1990s the Class 101 was introduced, and these locomotives now dominate Intercity services, with the 103s having been largely retired in the early-2000s
14.
EuroNight
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EuroNight, abbreviated EN, denotes many main-line national and international night train services within the Western and Central European inter-city rail network. The classification and name were brought into use in May 1993, nearly all EuroNight trains require reservations and additional fare-supplements in addition to the regular cost of a ticket from the destination to the arrival point. Nearly all EuroNight services are services and are jointly operated by various national rail companies. EN trains developed and became the standard service for all Western and most Central European nations. EN trains have special criteria that rail companies must match in order to receive the EN designation, train numbers follow the EN designation. Many routes also have accompanying names that originally designated the route in the 19th and 20th centuries, the following carriers currently have designated cars and train conductors who work the EN lines. Many railway companies share cars on the train line between routes, for example, EN235 between Vienna and Rome share cars of both the ÖBB and Trenitalia. Two of those, the Kopernikus and the Canopus, are designated EuroNight trains as EN 458/459, however, Deutsche Bahn terminated all of its own night train services by December 2016
15.
InterRegio
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The InterRegio is a train service seen in some European countries. Mostly they are trains that run from region to region, as best described by Swiss Federal Railways, in Belgium, InterRegio trains were slower than the fast IC trains, and usually called at more stations along a route. Their journey was not as long as IC trains. Most IR trains had hourly frequencies, some having only services every two hours, all trains in Belgium shared the same cost structure, so taking an IR train costed the same as an IC or L train for the same route. The only difference lay in the number of station stops they call at, in December 2014 the InterRegio was withdrawn, InterRegio lines were either converted to InterCity or Local train or cancelled completely. The InterRegio in Switzerland was first introduced in 1997 and they replaced some of the former fast trains with their own identity. InterRegio trains are now commonplace in Switzerland. The abbreviation is IR in a 45°-edgy font, white letters on red, the ICN runs as an InterCity train but sometimes with halt frequencies in the same manner as an IR and sometimes as IC trains. When ICN services first began on May 28,2000, the ICN was placed as an InterRegio train, InterRegio trains were also commonplace in Germany from 1988 to 2003. They travelled and mainly connected regions in Germany, most of the InterRegio lines have been replaced by InterCity lines, a few were replaced by the newly established Interregio-Express type. However, Interregio-Express lines belong technically to the short distance train category, the InterRegio system was also introduced to the Danish railways in the early 90s and became an alternative to the InterCity services, with no seat reservation required. However, unlike other countries, InterRegio trains in Denmark only operates on Fridays and Sundays and these InterRegio services also have fewer stops than the InterCity services, which goes against the original InterRegio concept of long-distance trains with more local stops. There are no rules for the composition for these trains. In Poland, interREGIO trains were introduced by Przewozy Regionalne in spring of 2009, the fare is similar as TLK-branded fast trains of PKP Intercity. In the beginning these trains operated mostly on Fridays and Sundays along the routes, Wrocław-Kraków, Kraków-Przemyśl, Poznań-Olsztyn, since June 2009 there are more interREGIO trains on routes, most of them are available through the whole week, some of them only on weekends. More routes were introduced, some of which are made for students. InterREGIO in Poland mostly uses older electric units, with newer units on some routes. Some IR trains are serviced with single- and/or double-decker cars and locomotives, since September 1,2015 IR trains are only on routes Łódź – Warszawa and Ełk – Grodno, due to companys economics and restructuring
16.
Schnellzug
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A Schnellzug is an express train in German-speaking countries, where it refers to trains that do not stop at all stations along a line. The term is used both generically and also as a train type. In Germany and Austria it is referred to colloquially as a D-Zug, a short form of Durchgangszug. The DB still occasionally runs D-Zug services in trains, especially those to its eastern European neighbours. Museum services running on DB routes are also given D-Zug numbers, the first German express train ran on 1 May 1851 between Berlin and Deutz am Rhein and completed the journey in 16 hours. Three months later, on 1 August 1851, the first night train ran from Berlin to Bromberg. Passengers on the night-time courier trains between Berlin and Frankfurt had to pay a fare for the first time in order to compensate for the higher crew costs of night-time through trains. Up to 1889 fast train services were given the letter S for Schnellzug or K for Kurierzug, from 1889 all such services in Germany were given the standard letter S. From 1892 a new category with especially comfortable express coaches appeared. The first D-Züge ran on 1 May 1892 on the routes, Berlin Potsdamer station–Paderborn–Cologne Central. They comprised 1st and 2nd class coaches, dining and sleeping cars and they were meant to be not only very comfortable, but also particularly punctual. A supplement of 2 marks was payable on D-Zug services, in 1894, the first D-Zug with third class coaches ran between Berlin and East Prussia. By 1917 almost all Schnellzüge in Germany had been reclassified as D-Züge or converted to supplement-free fast-stopping trains. The only standard fare trains which did not stop at all stations were the beschleunigte Personenzüge or accelerated passenger trains, a few Schnellzüge remained in Bavaria where they attracted supplementary fares on the Munich-Mittenwald-Innsbruck line, these did not become D-Züge until 1929. FD services were withdrawn on 22 August 1939, from 1933, FD trains were joined by express railcars of the Flying Hamburger type. These trains were classed as FDt or Fernschnellzug mit Triebwagen and usually offered 2nd class accommodation only and these services ceased on 22 August 1939. During the Second World War a new type, the so-called Schnellzug für Fronturlauber or SF-Zug was created. These expresses took the shortest route between the Wehrmachts operational theatres and the Deutsche Reich, some SF-Zug services were open to the general public
17.
Thalys
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Thalys is an international high-speed train operator originally built around the LGV Nord high-speed line between Paris and Brussels. This track is shared with Eurostar trains that go from Paris or Brussels to London via Lille, Thalys serves Amsterdam and Cologne as well. Its system is managed by Thalys International and operated by THI Factory, before Thalys, there had been an express rail service between Paris and Brussels since 1924 on the train service lÉtoile du Nord. In the 1970s it connected the two cities in around 2 hours 30 minutes, the decision to build a high-speed railway between Paris, Brussels, Cologne and Amsterdam was made in 1987. On 4 June 1996 the first train left Paris using the LGV Nord until it reached Belgium, in 1997, the Belgian HSL1 line, allowing 300 km/h and running from the French border to the outskirts of Brussels, was completed for service. On 14 December 1997 the first Thalys train from Paris to Brussels ran on the HSL1, at the same time service commenced to Cologne and Aachen in Germany, and Bruges, Charleroi, Ghent, Mons, Namur and Ostend in Belgium. On 19 December 1998 the Thalys Neige service started to the ski resorts of Tarentaise Valley, on 28 November 1999, the company changed its name to Thalys International. In 2000, Thalys started a daily Service between Brussels and Geneva, Thalys Soleil started offering direct connections to the Provence, initially to Valence, and extended to Avignon and Marseille in 2002. Service between Brussels and Cologne was improved in December 2002 when trains began running on the new HSL2 in Belgium, in 2003, services started to Brussels International Airport and the Thalys Nuits d’Été service to Marne-la-Vallée. Deutsche Bahn purchased 10% of the company in 2007, HSL3 was completed in 2007, but Thalys trains had not yet been equipped with the ETCS signalling equipment necessary to use the new line. After installation and testing, Thalys began operating on HSL3 on 13 December 2009, for the same reasons, Thalys started operating on the HSL 4/HSL-Zuid high-speed line between Antwerp and Amsterdam 13 December 2009, two years after the lines construction. Since 29 August 2011, one journey to Cologne has been extended to Essen Hauptbahnhof. In June 2013, Deutsche Bahn stopped selling Thalys tickets, Thalys has served Düsseldorf Airport station since the winter 2013 schedule went into effect. On 12 April 2014, Thalys started a service between Lille Europe and Amsterdam Centraal. At the end of March 2015, Thalys dropped the Paris – Oostende, on 30 March 2015, Thalys became a train company, and operates since under its own train operator certificate. Starting from 13 December 2015, service in Germany is extended to Dortmund, beyond Brussels, the main cities Thalys trains reach are Antwerp, Rotterdam, Amsterdam, Liège, Aachen and Cologne. Trains to these destinations run partly on dedicated high-speed tracks, the high-speed lines used by Thalys are HSL1 between Paris and Brussels, HSL 4/HSL-Zuid between Antwerp and Amsterdam, and the HSL2 and HSL3 between Brussels and Aachen. For its seasonal operations within France, other high-speed lines are used, journeys from Brussels to Paris are normally 1 hour,22 minutes, for a distance of approximately 300 kilometres
18.
TGV
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TGV is Frances intercity high-speed rail service, operated by SNCF, the national rail operator. It was developed in the 1970s by GEC-Alsthom and SNCF, originally designed as turbotrains to be powered by gas turbines, the prototypes evolved into electric trains with the 1973 oil crisis. A TGV test train set the record for the fastest wheeled train, in mid-2011, scheduled TGV trains operated at the highest speeds in conventional train service in the world, regularly reaching 320 km/h on the LGV Est, LGV Rhin-Rhône, and LGV Méditerranée. The commercial success of the first LGV, the LGV Sud-Est, led to an expansion of the network to the south, and new lines in the west, north, and east. Eager to emulate the TGVs success, neighbouring countries Italy, Spain, Several future lines are planned, including extensions within France and to surrounding countries. Cities such as Tours have become part of a TGV commuter belt around Paris, in 2007, SNCF generated profits of €1.1 billion driven largely by higher margins on the TGV network. The idea of the TGV was first proposed in the 1960s, at the time the French government favoured new technology, exploring the production of hovercraft and the Aérotrain air-cushion vehicle. Simultaneously, SNCF began researching high-speed trains on conventional tracks, in 1976, the government agreed to fund the first line. By the mid-1990s, the trains were so popular that SNCF president Louis Gallois declared TGV The train that saved French railways, TGV001 was not a wasted prototype, its gas turbine was only one of its many new technologies for high-speed rail travel. It also tested high-speed brakes, needed to dissipate the large amount of energy of a train at high speed, high-speed aerodynamics. It was articulated, i. e. two adjacent carriages shared a bogie, allowing free yet controlled motion with respect to one another and it reached 318 km/h, which remains the world speed record for a non-electric train. Its interior and exterior were styled by British-born designer Jack Cooper, whose work formed the basis of early TGV designs, changing the TGV to electric traction required a significant design overhaul. The first electric prototype, nicknamed Zébulon, was completed in 1974, testing such as innovative body mounting of motors, pantographs, suspension. Body mounting of motors allowed over 3 tonnes to be eliminated from the power cars, the prototype travelled almost 1,000,000 km during testing. In 1976 the French government funded the TGV project, and construction of the LGV Sud-Est, the line was given the designation LN1, Ligne Nouvelle 1. After two pre-production trainsets had been tested and substantially modified, the first production version was delivered on 25 April 1980, the LGV opened to the public between Paris and Lyon on 27 September 1981. Contrary to its earlier fast services, SNCF intended TGV service for all types of passengers and this commitment to a democratised TGV service was enhanced in the Mitterrand era with the promotional slogan Progress means nothing unless it is shared by all. The TGV was considerably faster than normal trains, cars, or aeroplanes, the trains became widely popular, the public welcoming fast and practical travel
19.
Cisalpino
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The company has its legal headquarters in Muri bei Bern, Switzerland, and is jointly owned by the Swiss Federal Railways and Trenitalia. It was founded in 1993 to operate fast trains across the Alps using tilting trains, in 2005, however, it also took over all daytime long-distance passenger trains between Switzerland and Italy run with conventional, non-tilting trains. In the fall of 2009, the project was abandoned because of mounting bad press over the quality of service, the remaining trains were split nearly evenly between the two owners. Till December 2012 the company owned the ETR610 trainsets and leased them to Trenitalia, the company still exists, but its name is no longer used for public purposes. The original service was branded under the name Cisalpino, using the abbreviation CIS in timetables and it operated with nine Italian ETR470 tilting trains. During the 2009 timetable these trains were used on two routes to connect Milan with northern Switzerland. Four trains per day and per direction ran via the Lötschberg line to Bern, Zurich was connected via the Gotthardbahn with seven daily trains, of which three were direct, and four others required a change in Lugano on to a leased Swiss ICN train. One of the Zurich-bound trains originally ran as far north as Stuttgart, train maintenance was carried out in the Milan Greco workshop by the Italian railway operator Trenitalia. Trains were staffed with personnel from Trenitalia as well as the Swiss Federal Railways, in first class, power sockets were available. The Cisalpino train included a dining car, the service between Zürich and Stuttgart was discontinued in mid-December 2006 for these reasons. In 2008,83 Cisalpino trains failed to reach their destination and 11. 2% suffered a delay of 15 minutes or more, despite these problems and the closure of the Cisalpino Company the ETR470 continues to run as EuroCity. A batch of fourteen new tilting trains ETR610 was ordered in 2004 from Alstom in the hope of providing much-needed relief, but have themselves had some problems. Entry into service, originally to come with the December 2007 timetable change together with the opening of the Lötschberg Base Tunnel, was deferred and re-scheduled for the spring of 2009. Again the trains were not ready for passenger-carrying service and their introduction was deferred to August 2009 when two did enter revenue-earning service, by December 2009 six trains were available, but the last train would be put into service only by December 2010, three years later than planned. It is interesting to note that these new trains were ordered from the consortium that built the original problematic trains. During testing in 2009 it was found that the new ETR610 trains were too heavy for the main Gotthard route from Zurich to Milan for which they had been ordered. The weight of the influences the permitted cornering speed due to forces on the track – the heavier the train the slower the cornering speed allowed. It was found the new trains would have to run so slowly that traditional trains without tilting technologies would be just as fast, Cisalpino also operated conventional EuroCity trains on two routes, from Basel or Zurich to Milan via Gotthard and from Geneva to Milan via Simplon
20.
Regional rail
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Regional rail, also known as local trains and stopping trains, are passenger rail services that operate between towns and cities. These trains operate with more stops over shorter distances than inter-city rail, regional rail normally operates with an even service load throughout the day, although slightly increased services may be provided during rush-hour. The service is less oriented around bringing commuters to the urban centers, other regional rail services operate between two large urban areas, but make many intermediate stops. The main difference between regional rail and commuter rail is that the latter is focused on moving people between where they live and where work on a daily basis. Regional rail operates outside major cities, unlike inter-city, it stops at most or all stations. It provides a service between smaller communities along the line, and also connections with long-distance services, regional rail typically operates throughout the day but often at low frequency, whereas commuter rail provides a high-frequency service within a conurbation. Regional rail services are less likely to be profitable than inter-city. This is justified on social or environmental grounds, and because regional rail services often act as feeders for more profitable inter-city lines. Since their invention, the distinction between regional and long-distance rail has also commonly been the use of propulsion, with longer-distance trains tending to be locomotive-hauled. Not using a locomotive also provides greater passenger capacity in the role at peak periods. There are of course trains that are something in between regional and inter-city, like the Oresundtrain with stopping pattern like a train and pass prices attracting work commuters. This list describes the used for regional rail in various countries. Train categories in Europe Passenger rail terminology
21.
States of Germany
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Germany is a federal republic consisting of sixteen federal states. Since todays Germany was formed from a collection of several states, it has a federal constitution. The remaining 13 states are called Flächenländer, the creation of the Federal Republic of Germany in 1949 was through the unification of the western states created in the aftermath of World War II. West Berlin, while not part of the Federal Republic, was largely integrated and considered as a de facto state. In 1952, following a referendum, Baden, Württemberg-Baden, in 1957, the Saar Protectorate rejoined the Federal Republic as the Saarland. Federalism is one of the constitutional principles of Germany. After 1945, new states were constituted in all four zones of occupation, in 1949, the states in the three western zones formed the Federal Republic of Germany. This is in contrast to the development in Austria, where the Bund was constituted first. The use of the term Länder dates back to the Weimar Constitution of 1919, before this time, the constituent states of the German Empire were called Staaten. Today, it is common to use the term Bundesland. However, this term is not used officially, neither by the constitution of 1919 nor by the Basic Law of 1949, three Länder call themselves Freistaaten, Bavaria, Saxony, and Thuringia. He summarizes the arguments for boundary reform in Germany. The German system of dual federalism requires strong Länder that have the administrative and fiscal capacity to implement legislation, too many Länder also make coordination among them and with the federation more complicated. But several proposals have failed so far, territorial reform remains a topic in German politics. Federalism has a tradition in German history. The Holy Roman Empire comprised many petty states numbering more than 300 around 1796, the number of territories was greatly reduced during the Napoleonic Wars. After the Congress of Vienna,39 states formed the German Confederation, the new German Empire included 25 states and the imperial territory of Alsace-Lorraine. The empire was dominated by Prussia, which controlled 65% of the territory, after the territorial losses of the Treaty of Versailles, the remaining states continued as republics of a new German federation
22.
NordWestBahn
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The Austrian Northwestern Railway was the name of a former railway company during the time of the Austro-Hungarian monarchy. Today, the term is used to refer to the railway line which was formerly operated by that company. The privately owned Nordwestbahn took over the branch of the Nordbahn from Floridsdorf to Stockerau in 1841 and extended it in 1871 via Hollabrunn, Nordwestbahn owned and operated many important lines in Bohemia and Moravia. It was nationalized in 1908 and subsequently lost its significance, vienna Northwest Station was closed down in 1924 and has only been used for freight transports since World War II. The bridge used by the company was transformed into an Autobahn bridge during the 60s, passenger service between Retz and Znojmo was reopened in 1990
23.
Arriva
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Arriva is a multinational public transport company headquartered in Sunderland, England. It was established in 1938 as T Cowie and through a number of mergers and acquisitions was rebranded Arriva in 1997, Arriva operates bus, coach, train, tram and waterbus services in 14 countries across Europe. As at December 2015 it employed 55,000 people and operated 2.2 billion passenger journeys annually and it operates as three divisions, UK Bus, UK Rail and Mainland Europe. The company was founded by TSK Cowie in Sunderland in 1938 as a motorcycle dealer trading as T Cowie Limited. In 1948 the business was re-launched by Tom Cowie, the founders son, T Cowie plc was floated in December 1964, and in 1965 it bought out the first of many car dealerships. In 1972 it formed Cowie Contract Hire, which became the largest contract hire business in the UK, in 1980 T Cowie made its first foray into bus operations, buying the Grey-Green operation in London from the George Ewer Group. In 1984 T Cowie plc acquired the Hanger Group, which included Interleasing, further leasing companies acquired were Marley Leasing, RoyScot Drive and Ringway Leasing. Following the retirement of Tom Cowie, the company was renamed Cowie Group plc in April 1994, as part of the privatisation of London bus services, Cowie Group acquired the Leaside Buses and South London Transport business units in September 1994 and January 1995. Cowie plc bought United Automobile Services and British Bus in July and August 1996, as a result of these transactions, in October 1996 Cowie Group was reclassified on the stock exchange from a motor dealer to a transport group. In November 1997 the company was rebranded as Arriva plc, in that year it also bought Unibus in Denmark, its first venture outside the United Kingdom. In June 1999 Arriva sold its business to General Motors. In February 2000 Arriva purchased MTL Holdings, which included its first UK rail franchises, Merseyrail Electrics, in 2002/03 Arriva sold its motor-retailing businesses and in February 2006 it sold its vehicle-rental business to Northgate. In April 2008 the LNWR train maintenance business in England was acquired, in 2010 it was reported that the government-owned railway companies of France and Germany were considering making takeover bids for the business. SNCF subsidiary Keolis and Arriva entered discussions regarding a merger, the takeover was approved by the European Commission in August 2010, conditional on Deutsche Bahn disposing of some Arriva services in Germany. The takeover took effect on 27 August 2010, and Arriva was delisted from the London Stock Exchange on 31 August 2010, in late 2011 Arriva acquired Grand Central Railway and sold its Arriva Scotland West bus operation. In May 2013 Arriva purchased Veolia Transports Central European business with 3,400 vehicles, in May 2013 Arriva entered the Croatian bus market with the purchase of Veolia Transport Central Europe with 120 buses. Arriva group bought three medium-sized bus transport companies in 2006 and 2007 end established its own transport company Arriva vlaky s. r. o. in 2009. These four companies are owned through Arriva holding Česká republika s. r. o. which is owned by the Dutch company Arriva Coöperatie W. A
24.
DB Regio
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DB Regio AG is a subsidiary of Deutsche Bahn which operates short and medium distance commuter train services in Germany. Unlike its long-distance counterpart DB Fernverkehr, DB Regio does not operate trains on its own account, services are ordered and paid for by the Bundesländer or their Landkreise. Some states have awarded long-term contracts to DB Regio, ÖstgötaTrafiken has given DB Regio Sverige a contract to operate local trains for 10 years from December 12,2010. Since Deutsche Bahns purchase of Arriva in January 2010, DB Regios operations in the United Kingdom are now known as Arriva UK Trains
25.
Regional-Express
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In Germany, Luxembourg and Austria, the Regional-Express is a type of regional train. It is similar to a semi-fast train, with speed at about 70–90 km/h as it calls at fewer stations than Regionalbahn or S-Bahn trains. Some private operators currently operate trains that are similar to a Regional-Express service, many RE services run in hourly intervals, carrying line numbers and sometimes even names, varying from state to state. Since late 2006, Regional-Express services between Munich and Nuremberg that operate on the Nuremberg–Ingolstadt high-speed railway reach top speeds of 200 km/h and these services are operated with repainted InterCity cars and Class 101 locomotives. In Switzerland, trains are called RegioExpress, in Sweden, several regional trains reach 180 or 200 km/h. They are usually called just regional trains, or named after their respecitive regional transit administration, the most common train types are Øresundståg and Regina. List of regional rail lines in North Rhine-Westphalia Train categories in Europe
26.
Interregio-Express
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The IRE service was first introduced in the 2001 summer timetable, due to the increasing abolition of Interregio routes by DBs long-distance division. As a result, several German states ordered InterRegioExpress trains on the routes affected, in addition IRE trains were also introduced on routes that had not previously had an Interregio service. Unlike the former Interregio trains, IRE trains were classified as passenger trains. This led however to passengers being irritated, especially to begin with, furthermore, the new train type was often wrongly referred to in the early days as an InterRegionalExpress or ironically as an InterRegioErsatz. However, since then the name Interregio-Express has established itself, the designation IRE has since been used for the Franconia-Saxony Express from Nuremberg to Dresden, which replaced the previous Intercitys. In contrast to all the other IRE routes, the Franconia-Saxony Express is not subsidised by the SPNV organisations, in addition, in several federal states, on the introduction of the InterRegioExpress, former RE routes were changed to IRE routes. Whilst the difference between IRE and RE is hardly discernible, RE and RB trains can clearly be told apart just by the frequency of stops, the renaming of RE to IRE has been reversed in all cases. In earlier years y coaches could also be seen as IRE trains as well as DBAG Class 650 multiples, moreover, until spring 2006 old Class 112-hauled Interregio coaches in classic blue livery were also used on the Karlsruhe–Pforzheim-Stuttgart line as IRE trains. The delivery of newer double-decker coaches and Class 146 locomotives however means that type of train formation belongs to history. Class 612 diesel-powered tilting trains are used on the Franconia-Saxony Express, train categories in Europe There is a relevant English-language forum at Railways of Germany
27.
S-Bahn
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The S-train is a type of hybrid urban-suburban rail serving a metropolitan region. Some of the larger S-train systems provide service similar to transit systems. There is no definition of an S-train system. S-trains are, where they exist, the most local type of railway stopping at all existing stations inside and they are slower than mainline railways but usually serve as fast crosstown services within the city. Most S-train systems are built on older local railways, or in some cases parallel to an existing dual track railway. Most use existing local mainline railway trackage, but a few branches can be purpose built S-train lines, S-trains typically use overhead lines or a third rail for traction power. In Hamburg the S-trains use both the methods, depending on which line is powered. Busy S-train corridors sometimes have sections of exclusive trackage of their own, a good example of this is the part of Berlins S-Bahn, which is regarded as a tourist attraction and has a special name, Berliner Stadtbahn. However, in more lightly used sections outside the city center, the S-trains stop at all stations, while other mainline trains only stop at the largest stations. S-trains are generally service the hinterland of a city, rather than connecting different cities. The S-Bahn Mitteldeutschland constitutes the main railway system for Leipzig but also connects to Halle. The Rostock S-Bahn is an example of a smaller S-Bahn system, many of the larger S-train systems also have central sections that individual suburban branches feed into, creating high frequency corridors. For instance, on weekdays, the section of the Copenhagen S-train has five services connecting to. Further out from the parts of a city the individual services branch off into lines with distances between stations can exceed 5 km, similar to commuter rail. This allows the S-train to serve a dual purpose, local transport within a city center. The rolling stock used in S-Trains reflect its hybrid purpose. The interior is designed for short journeys with provision for standing passengers but may have space allocated to larger. Integration with other local transport for ticketing, connectivity and easy interchange between lines or other system like metros is typical for S-trains
28.
Rapid transit in Germany
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Rapid transit in Germany consists of five U-Bahn systems and fourteen S-Bahn systems. There are also eighteen premetro or Stadtbahn systems that are rapid transit in the city center, the U-Bahn consists of five systems, in Berlin, Frankfurt, Hamburg, Munich and Nuremberg, these are all run by the transit authorities in the city. The thirteen S-Bahn systems are in Berlin, Dresden, Hamburg, Hanover, Magdeburg, Mitteldeutschland, Munich, Nuremberg, Rhein-Main, Rhein-Neckar, Rhein-Ruhr, Rostock and Stuttgart. The S-Bahn systems are all franchised to the incumbent train operating company Deutsche Bahn, normal headway is 20 minutes and use dedicated tracks running alongside mainline routes. Ticketing is governed by the transport authority and connectivity is integrated into the city public transport system. In 1882, the number of steam-powered trains around Berlin prompted the Prussian State Railways to construct separate rail tracks for suburban traffic. The Berliner Stadtbahn connected Berlins eight intercity rail stations which were spread throughout the city, a lower rate for the newly founded Berliner Stadt-, Ring- und Vorortbahn was introduced on 1 October 1891. This rate and the succession of trains made the short-distance service stand out from other railroads. The second suburban railroad was the Hamburg-Altonaer Stadt- und Vorortbahn connecting Hamburg with Altona, the Altona office of the Prussian State Railroad established the steam powered railroad in 1906. The beginning of the 20th century saw the first electric trains, as the steam powered trains came to be nuisances to more and more people, the Berliner Stadt-, Ring- und Vorortbahn switched to direct current wagons running on 750 V from a third rail. In 1924, the first electrified route went into service, the third rail was chosen because it made both the modifications of the rail tracks and the side-by-side use of electric and steam trains easier. To set it apart from its competitor, the subterranean U-Bahn, the Hamburg service had established an experimental alternating current line in 1907. The whole network still used steam power until 1940, when the old locomotives were replaced by 1200 V DC electric ones, in 1934, the Hamburg-Altonaer Stadt- und Vorortbahn was renamed as S-Bahn. The name was adopted for Hamburgs city-owned independent mass transit tram lines. Nuremberg and Munich decided on a full U-Bahn independent from their existing tramways and those systems of tram in tunnels in city centre areas do not meet the criteria of a metro, they are instead light rail systems. Nonetheless, they are referred to as U-Bahn. Officially, they are called Stadtbahn or U-Stadtbahn, during the 1990s, when, according to original planning, the tramways of Nuremberg and Munich were scheduled to disappear, a reorientation process set in. In Nuremberg and Munich, after 30 years new rolling stock was purchased, existing lines were modernised, today, Berlin, Munich and Nuremberg not only have buses, but also trams, S-Bahn, and U-Bahn systems, each with non-shared tracks and different vehicles
29.
Tram
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A tram is a rail vehicle which runs on tracks along public urban streets, and also sometimes on a segregated right of way. The lines or networks operated by tramcars are called tramways, Tramways powered by electricity, the most common type historically, were once called electric street railways. However, trams were used in urban areas before the universal adoption of electrification. Tram lines may run between cities and/or towns, and/or partially grade-separated even in the cities. Very occasionally, trams also carry freight, Tram vehicles are usually lighter and shorter than conventional trains and rapid transit trains, but the size of trams is rapidly increasing. Some trams may also run on railway tracks, a tramway may be upgraded to a light rail or a rapid transit line. For all these reasons, the differences between the modes of rail transportation are often indistinct. In the United States, the tram has sometimes been used for rubber-tired trackless trains. Today, most trams use electrical power, usually fed by a pantograph, in some cases by a sliding shoe on a third rail. If necessary, they may have dual power systems — electricity in city streets, trams are now included in the wider term light rail, which also includes segregated systems. The English terms tram and tramway are derived from the Scots word tram, referring respectively to a type of truck used in coal mines and the tracks on which they ran. The word tram probably derived from Middle Flemish trame, a Romanesque word meaning the beam or shaft of a barrow or sledge, the identical word la trame with the meaning crossbeam is also used in the French language. The word Tram-car is attested from 1873, although the terms tram and tramway have been adopted by many languages, they are not used universally in English, North Americans prefer streetcar, trolley, or trolleycar. The term streetcar is first recorded in 1840, and originally referred to horsecars, when electrification came, Americans began to speak of trolleycars or later, trolleys. The troller design frequently fell off the wires, and was replaced by other more reliable devices. The terms trolley pole and trolley wheel both derive from the troller, Modern trams often have an overhead pantograph mechanical linkage to connect to power, abandoning the trolley pole altogether. Conventional diesel tourist buses decorated to look like streetcars are sometimes called trolleys in the US, the term may also apply to an aerial ropeway, e. g. the Roosevelt Island Tramway. Over time, the trolley has fallen into informal use
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Light rail
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Light rail, light rail transit or fast tram is urban public transport using rolling stock similar to a tramway, but operating at a higher capacity, and often on an exclusive right-of-way. A few light rail networks tend to have closer to rapid transit or even commuter rail. Other light rail networks are tram-like in nature and partially operate on streets, Light rail systems are found throughout the world, on all inhabited continents. They have been popular in recent years due to their lower capital costs. The term light rail was coined in 1972 by the U. S, Urban Mass Transportation Administration to describe new streetcar transformations that were taking place in Europe and the United States. In Germany the term Stadtbahn was used to describe the concept, and many in UMTA wanted to adopt the direct translation, however, UMTA finally adopted the term light rail instead. Light in this context is used in the sense of intended for light loads and fast movement, the infrastructure investment is also usually lighter than would be found for a heavy rail system. The Transportation Research Board defined light rail in 1977 as a mode of urban transportation utilizing predominantly reserved, electrically propelled rail vehicles operate singly or in trains. LRT provides a range of passenger capabilities and performance characteristics at moderate costs. Light rail is a generic international English phrase for these types of rail systems, the use of the generic term light rail avoids some serious incompatibilities between British and American English. The word trolley is used as a synonym for streetcar in the United States. A further difference arose because, while Britain abandoned all of its trams except Blackpool after World War II, when these cities upgraded to new technology, they called it light rail to differentiate it from their existing streetcars since some continued to operate both the old and new systems. Conventional rail technologies including high-speed, freight, commuter/regional, and metro/subway/elevated urban transit systems are considered heavy rail, people movers and personal rapid transit are even lighter, at least in terms of capacity. Monorail is a technology that has been more successful in specialized services than in a commuter transit role. Due to varying definitions, it is hard to distinguish between what is called light rail, and other forms of urban and commuter rail, a system described as light rail in one city may be considered to be a streetcar or tram system in another. Conversely, some lines that are called light rail are in very similar to rapid transit, in recent years. Some light rail systems, such as Sprinter, bear little similarity to urban rail, in the United States, light rail has become a catch-all term to describe a wide variety of passenger rail systems. There is a significant difference in cost between these different classes of light rail transit, tram-like systems are often less expensive than metro-like systems by a factor of two or more
31.
History of rail transport in Germany
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This had been preceded by the opening of the horse-hauled Prince William Railway on 20 September 1831. The first long distance railway was the Leipzig-Dresden railway, completed on 7 April 1839, the forerunner of the railway in Germany, as in England, was to be found mainly in association with the mining industry. Mine carts were used below ground for transportation, initially using wooden rails, but the railway network in the Ruhr was not utilized as public transport. Some of these tracks were already using iron rails - hence the German term for railway, Eisenbahn, the Rauendahler Schiebeweg in Bochum and the Schlebusch-Harkorter Kohlenbahn are examples of railways from those early days that can still be seen today. From 1827-1836, a wagonway was built in Austria and Bohemia from Budweis to Gmunden via Linz. This engine worked, but failed to meet due to its poor performance. In the first half of the 19th century, opinions about the railways in Germany varied widely. The initial impetus to build was hampered by complicated negotiations on land ownership, however, by the 1840s, trunk lines did link the major cities, each German state being responsible for the lines within its own borders. During the 1820s, the nobility favoured costly and economically inefficient canal projects over railroads and it is a means to the improvement of the culture of the nation. It brings talent, knowledge and skill of every kind readily to market and it secures the community against dearth and famine, and against excessive fluctuation in the prices of the necessaries of life. It promotes the spirit of the nation, as it has a tendency to destroy the Philistine spirit arising from isolation and provincial prejudice and it binds nations by ligaments, and promotes an interchange of food and of commodities, thus making it feel a unit. The iron rails become a system, which, on the one hand, strengthens public opinion. Lacking a technological base at first, the Germans imported their engineering and hardware from Britain, observers found that already as early as 1890, their engineering became superior to Britains. The following years saw a growth, By the year 1845, there were already more than 2,000 km of railway line in Germany. Most German states had state-owned railway companies, but there were large private companies as well. One of these companies, the Rhenish Railway, built the first ever international railway line. The line connected Cologne to Antwerp in Belgium and was opened in 1843, in 1820 Friedrich Harkort founded a consortium with the aim of building a wagonway from the Schlebusch Coal Region to Haspe. The Schlesbusch-Harkort Coal Railway, with a length of one Prussian mile, was completed by 1828 and was the first railway to operate over such a distance
32.
Mine cart
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The minecart or mine cart is a type of rolling stock found on a mine railway, used for moving ore and materials procured in the process of traditional mining. Shaped like large, rectangular buckets, minecarts ride on metal tracks and were pushed or pulled by men. These were also used to pull trains transporting miners to the workfaces, minecarts range in size and usage, and are usually made of steel for hauling ore. Throughout the world, there are different titles for such carts, in South Africa, for instance, a minecart is referred to as a cocopan. In Great Britain, restored mine carts containing floral displays can commonly be seen on village greens and outside pubs in former mining areas such as Northumberland. Mine carts were an important source of transportation of ore. In Wales, UK, minecarts are known as drams, in the U. S. and elsewhere the term skip is used. Minecarts were very important in the history of technology because they evolved into railroad cars, minecarts have been depicted as a type of thrill ride, for instance Indiana Jones uses one in an escape scene. A minecart is also featured in Hoodwinked, minecarts and tracks can be crafted by the player in Minecraft and used for transportation. They are also found in abandoned mineshafts that generate naturally as a part of the procedural generation. Mine car Corf Media related to Mining carts at Wikimedia Commons
33.
Georgius Agricola
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Georgius Agricola was a German Catholic, scholar and scientist. Known as the father of mineralogy, he was born at Glauchau in Saxony and his birth name was Georg Pawer, Agricola is the Latinized version of his name, by which he was known his entire adult life, Agricola and Bauer mean farmer in their respective languages. He is best known for his book De Re Metallica, here, he also devoted himself to the study of medicine, physics, and chemistry. After the death of Mosellanus, he went to Italy from 1524 to 1526, in 1530, Prince Maurice of Saxony appointed him historiographer with an annual allowance, and he migrated to Chemnitz, the centre of the mining industry, to widen the range of his observations. The citizens showed their appreciation of his learning by appointing him town physician in 1533, in that year, he published a book about Greek and Roman weights and measures, De Mensuis et Ponderibus. He was also elected burgomaster of Chemnitz, Chemnitz was a violent centre of the Protestant movement, while Agricola never wavered in his allegiance to the Roman Catholic Church, he was forced to resign his office. He now lived apart from the movements of the time. In 1544, he published the De ortu et causis subterraneorum, in which he laid the first foundations of a physical geology, the delay is thought to be due to the books many woodcuts. The work is a systematic, illustrated treatise on mining and extractive metallurgy and it shows processes to extract ores from the ground, and metals from ore. Until that time, Pliny the Elders work Historia Naturalis was the source of information on metals. Agricola acknowledged his debt to ancient authors, such as Pliny and Theophrastus, in geology, Agricola described and illustrated how ore veins occur in and on the ground. He described prospecting for ore veins and surveying in detail, as well as washing the ores to collect the valuable minerals, such as gold. The work shows water mills used in mining, such as the machine for lifting men and material into, Agricola described mining methods which are now obsolete, such as fire-setting, which involved building fires against hard rock faces. The hot rock was quenched with water, and the thermal shock weakened it enough for easy removal and it was a dangerous method when used in underground, made redundant by explosives. The work contains, in an appendix, the German equivalents for the terms used in the Latin text. Modern words that derive from the work include fluorspar and bismuth, in another example, believing the black rock of the Schloßberg at Stolpen to be the same as Pliny the Elders basalt, Agricola applied this name to it, and thus originated a petrological term. In 1912, the Mining Magazine published an English translation of De re metallica, the translation was made by Herbert Hoover, the American mining engineer and his wife Lou Henry Hoover. Hoover was later President of the United States, in spite of the early proof that Agricola had given of the tolerance of his own religious attitude, he was not suffered to end his days in peace
34.
Wagonways
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Wagonways consisted of the horses, equipment and tracks used for hauling wagons, which preceded steam-powered railways. The terms plateway, tramway and in places, dramway are also found. The advantage of using wagonways was that far bigger loads could be transported with the same power, the wooden tubs, known as hunds ran on two wide boards or rails and were used to move ore within the mines. These hunds used a guide pin system, utilising the slot between the two rails to keep them on course. The first true railways, using a flange to keep the wheel on a rail, were developed in the early 17th century. In 1604, Huntingdon Beaumont completed the Wollaton Wagonway, built to transport coal from the mines at Strelley to Wollaton Lane End, just west of Nottingham, England. Wagonways have been proven to exist between Broseley and Jackfield in Shropshire from 1605, used by James Clifford to transport coal from his mines in Broseley to the River Severn and it has recently been suggested that these are somewhat older than that at Wollaton. Wagonways improved coal transport by allowing one horse to deliver between 10 to 13 long tons of coal per run— an approximate fourfold increase. Wagonways were usually designed to carry the fully loaded wagons downhill to a canal or boat dock, in time, it became a common practice to cover them with a thin flat sheathing or plating of iron, in order to add to their life and reduce friction. However, the iron sheathing was not strong enough to resist buckling under the passage of the loaded wagons, as a result, in 1767, they began to cast iron rails. These were probably 6 ft long, with four projecting ears or lugs 3 in by 3 3⁄4 in to them to be fixed to the sleepers. The rails were 3 3⁄4 in wide and 1 1⁄4 in thick, later, descriptions also refer to rails 3 ft long and only 2 in wide. Subsequently, to increase the strength, a similar flange might be added below the rail, the wheels of flangeway wagons were plain, but they could not operate on ordinary roads as the narrow rims would dig into the surface. Another form of rail, the rail, was first used by William Jessop on a line which was opened as part of the Charnwood Forest Canal between Loughborough and Nanpantan in Leicestershire in 1789. This line was designed as a plateway on the Outram system. This difficulty was overcome by paving or causewaying the road up to the level of the top of the flanges, in 1790, Jessop and his partner Outram began to manufacture edge-rails. Another example of the edge rail application was the Lake Lock Rail Road used primarily for coal transport and this was a public railway and opened for traffic in 1798. The route started at Lake Lock, Stanley, on the Aire & Calder Navigation, near Wakefield, and ran to Outwood, edge-rails were also used on the nearby Middleton-Leeds rack railway
35.
Wagonway
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Wagonways consisted of the horses, equipment and tracks used for hauling wagons, which preceded steam-powered railways. The terms plateway, tramway and in places, dramway are also found. The advantage of using wagonways was that far bigger loads could be transported with the same power, the wooden tubs, known as hunds ran on two wide boards or rails and were used to move ore within the mines. These hunds used a guide pin system, utilising the slot between the two rails to keep them on course. The first true railways, using a flange to keep the wheel on a rail, were developed in the early 17th century. In 1604, Huntingdon Beaumont completed the Wollaton Wagonway, built to transport coal from the mines at Strelley to Wollaton Lane End, just west of Nottingham, England. Wagonways have been proven to exist between Broseley and Jackfield in Shropshire from 1605, used by James Clifford to transport coal from his mines in Broseley to the River Severn and it has recently been suggested that these are somewhat older than that at Wollaton. Wagonways improved coal transport by allowing one horse to deliver between 10 to 13 long tons of coal per run— an approximate fourfold increase. Wagonways were usually designed to carry the fully loaded wagons downhill to a canal or boat dock, in time, it became a common practice to cover them with a thin flat sheathing or plating of iron, in order to add to their life and reduce friction. However, the iron sheathing was not strong enough to resist buckling under the passage of the loaded wagons, as a result, in 1767, they began to cast iron rails. These were probably 6 ft long, with four projecting ears or lugs 3 in by 3 3⁄4 in to them to be fixed to the sleepers. The rails were 3 3⁄4 in wide and 1 1⁄4 in thick, later, descriptions also refer to rails 3 ft long and only 2 in wide. Subsequently, to increase the strength, a similar flange might be added below the rail, the wheels of flangeway wagons were plain, but they could not operate on ordinary roads as the narrow rims would dig into the surface. Another form of rail, the rail, was first used by William Jessop on a line which was opened as part of the Charnwood Forest Canal between Loughborough and Nanpantan in Leicestershire in 1789. This line was designed as a plateway on the Outram system. This difficulty was overcome by paving or causewaying the road up to the level of the top of the flanges, in 1790, Jessop and his partner Outram began to manufacture edge-rails. Another example of the edge rail application was the Lake Lock Rail Road used primarily for coal transport and this was a public railway and opened for traffic in 1798. The route started at Lake Lock, Stanley, on the Aire & Calder Navigation, near Wakefield, and ran to Outwood, edge-rails were also used on the nearby Middleton-Leeds rack railway
36.
De re metallica
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De re metallica is a book cataloguing the state of the art of mining, refining, and smelting metals, published a year posthumously in 1556 due to a delay in preparing woodcuts for the text. The author was Georg Bauer, whose pen name was the Latinized Georgius Agricola, the book remained the authoritative text on mining for 180 years after its publication. It was also an important chemistry text for the period and is significant in the history of chemistry, mining was typically left to professionals, craftsmen and experts who were not eager to share their knowledge. Much experiential knowledge had been accumulated over the course of time and this knowledge was consecutively handed down orally within a small group of technicians and mining overseers. In the Middle Ages these people held the leading role as the master builders of the great cathedrals. It was a small, cosmopolitan elite within which existing knowledge was passed on and further developed, only a few writers from that time wrote anything about mining itself. Partly, that was because this knowledge was very difficult to access, most writers also found it simply not worth the effort to write about it. Only in the Renaissance did this begin to change. With the improved transport and the invention of the printing press knowledge spread much more easily, in 1500, the first printed book dedicated to mining engineering, called the “Nutzlich Bergbuchleyn” by Ulrich Rulein von Calw, was published. The most important works in this genre were, however, the twelve books De Re Metallica by Georgius Agricola, Agricola had spent nine years in the Bohemian town of Joachimsthal, now in the Czech Republic. After Joachimsthal, he spent the rest of his life in Chemnitz, both Joachimsthal and Chemnitz are in the Erzgebirge, or Ore Mountains. The book was influential, and for more than a century after it was published. The German mining technology it portrayed was acknowledged as the most advanced at the time, the book was reprinted in a number of Latin editions, as well as in German and Italian translations. Publication in Latin meant that it could be read by any educated European of the time, the numerous woodcuts and detailed descriptions of machinery made it a practical reference for those wishing to replicate the latest in mining technology. In 1912, the first English translation of De Re Metallica was privately published in London by subscription, the translators were Herbert Hoover, a mining engineer, and his wife, Lou Henry Hoover, a geologist and Latinist. The translation is not only for its clarity of language, but for the extensive footnotes. The most important translation—outside English—was the one published by the Deutsches Museum in Munich The book consists of a preface and twelve chapters, labelled books I to XII and it also has numerous woodcuts that provide annotated diagrams illustrating equipment and processes described in the text. Agricola addresses the book to prominent German aristocrats, the most important of whom were Maurice, Elector of Saxony and his brother Augustus and he then describes the works of ancient and contemporary writers on mining and metallurgy, the chief ancient source being Pliny the Elder
37.
Bavarian Ludwig Railway
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The Bavarian Ludwig Railway was the first steam-hauled railway opened in Germany. The Königlich privilegierte Ludwigs-Eisenbahn-Gesellschaft received a concession to build a railway from Nuremberg to Fürth in the state of Bavaria on 19 February 1834. Bavarian interest was stimulated by Friedrich List’s advocacy of an all-German railway system and the reports of Joseph von Baader. After a discussion of this topic in the first Bavarian parliament in 1825, after railways had been operating in England for a few years, local businesspeople decided to build a railway line along the Nürnberg-Fürth road. On 14 May 1833 they founded the Gesellschaft zur Errichtung einer Eisenbahn mit Dampffahrt zwischen Nürnberg und Fürth to develop the railway, the proposed dividend of 12 2⁄3% was met with skepticism, although the company did, in fact, pay a dividend of 20% in 1836. King Ludwig was a supporter of railways because of his preference for building the Ludwig Canal between the Main and the Danube, this was actually built between 1836 and 1846. Ludwig allowed the company to use his name and authorized his government to buy a token two shares in it. Significantly for the construction of the railway, the king made available the Bavarian road builder, Paul Camille von Denis, von Denis adopted the English rail gauge of 1435 mm for the nearly dead-straight 6.04 km-long single-track line next to the Fürth-Nuremberg road. On 7 December 1835 the company opened the first German steam-powered railway line for passenger, the steam locomotive Adler had been supplied with its driver by Stephenson’s company from Newcastle. The Remy & Co aus Rasselstein company of Neuwied, supplied only the 15-foot -long rails of rolled wrought iron, the carriages were supplied by local wagon-builders. Nevertheless, King Ludwig did not visit the railway named after him until August 1836, beginning on 8 December 1835 a horse-drawn services operated on the line from Nuremberg to Fürth once an hour. The Adler only operated at 13,00 and 14,00 daily, the high cost of importing hard coal from Saxony, which in the beginning still had to be brought by horse cart, prevented in the early years regular use of the Adler or the Pfeil. With the acquisition of locomotives, only the early and late services were horses-drawn. Finally in 1863 horse operations were abandoned to reduce maintenance costs, goods traffic at first consisted of the carriage of newspapers and beer. General freight traffic started in 1839 and mail traffic in 1840. The success of the line is shown by the fact that up to 1855 dividends were never less than 12%, at the time this was considered a magnificent capital return. Nevertheless, the government refused permission to extend the line to Würzburg, competition developed with the building of horse trams between Nuremberg and Fürth, particularly once they were electrified in 1898. From 1893, part of the line was double-tracked but this was never completed, the Ludwigsbahn closed on 31 October 1922
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Nuremberg
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Nuremberg is a city on the river Pegnitz and the Rhine–Main–Danube Canal in the German state of Bavaria, in the administrative region of Middle Franconia, about 170 kilometres north of Munich. It is the second-largest city in Bavaria, and the largest in Franconia, the population as of February 2015, is 517,498, which makes it Germanys fourteenth-largest city. The urban area also includes Fürth, Erlangen and Schwabach with a population of 763,854. The European Metropolitan Area Nuremberg has ca.3.5 million inhabitants, Nuremberg was, according to the first documentary mention of the city in 1050, the location of an Imperial castle between the East Franks and the Bavarian March of the Nordgau. From 1050 to 1571, the city expanded and rose dramatically in importance due to its location on key trade routes, Nuremberg is often referred to as having been the unofficial capital of the Holy Roman Empire, particularly because Imperial Diet and courts met at Nuremberg Castle. The Diets of Nuremberg were an important part of the structure of the empire. The increasing demand of the court and the increasing importance of the city attracted increased trade. Nuremberg soon became, with Augsburg, one of the two great trade centers on the route from Italy to Northern Europe. In 1298, the Jews of the town were accused of having desecrated the host, behind the massacre of 1298 was also the desire to combine the northern and southern parts of the city, which were divided by the Pegnitz. The Jews of the German lands suffered many massacres during the plague years, in 1349, Nurembergs Jews were subjected to a pogrom. They were burned at the stake or expelled, and a marketplace was built over the former Jewish quarter, the plague returned to the city in 1405,1435,1437,1482,1494,1520 and 1534. Charles was the patron of the Frauenkirche, built between 1352 and 1362, where the Imperial court worshipped during its stays in Nuremberg. Charles IV conferred upon the city the right to conclude alliances independently, frequent fights took place with the burgraves without, however, inflicting lasting damage upon the city. Through these and other acquisitions the city accumulated considerable territory, the Hussite Wars, recurrence of the Black Death in 1437, and the First Margrave War led to a severe fall in population in the mid-15th century. During the Middle Ages, Nurembergs literary culture was rich, varied, the cultural flowering of Nuremberg, in the 15th and 16th centuries, made it the centre of the German Renaissance. In 1525, Nuremberg accepted the Protestant Reformation, and in 1532, during the 1552 revolution against Charles V, Nuremberg tried to purchase its neutrality, but the city was attacked without a declaration of war and was forced into a disadvantageous peace. The state of affairs in the early 16th century, increased trade routes elsewhere, frequent quartering of Imperial, Swedish and League soldiers, the financial costs of the war and the cessation of trade caused irreparable damage to the city and a near-halving of the population. In 1632, the city, occupied by the forces of Gustavus Adolphus of Sweden, was besieged by the army of Imperial general Albrecht von Wallenstein, the city declined after the war and recovered its importance only in the 19th century, when it grew as an industrial centre
39.
Leipzig-Dresden railway
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The Leipzig–Dresden line is a German railway line. It was built by the Leipzig–Dresden Railway Company between 1837 and 1839 and it was the first long-distance railway and the first railway using only steam traction in Germany. It also included the first standard gauge railway tunnel in continental Europe, work to upgrade the line as German Unity Transport Project no.9 has been underway since 1993. According to the federal government €1.115 billion of a total cost of €1.451 billion had been invested in the project by the end of 2013. Funds of €336 million were still available, the line was built by the Leipzig-Dresden Railway Company established by twelve businessmen in 1835. The idea that a railway should connect Leipzig with Strehla, was first suggested in 1830 by the Leipzig merchant Carl Gottlieb Tenner. After the economist Friedrich List published plans in Leipzig in 1833 for a German railway system with Leipzig as a central node, Tenner’s idea gained new force. After the railway had been approved by government decree on 6 May 1835, the shares of the Company were fully subscribed at a price of 100 thalers within one and a half days, making capital of 1.5 million thalers available to the company. In October 1835, the English engineers Sir James Walker and Hawkshaw examined the proposed routes, on 16 November 1835, land acquisition began for the section between Leipzig and the bridge over the Mulde west of Wurzen. Ground was broken near Machern on 1 March 1836, the management of the construction for the whole project was in the hands of the Saxon Senior Waterways Construction Engineer, Karl Theodor Kunz. But then the town of Strehla refused permission for the railway to be built through it, so the line was built seven kilometers to the south, crossing the Elbe in Riesa. The company’s initial capital in 1837 was 4.5 million thalers, the first train crosses the Elbe bridge on 7 April 1839. The travel time between Leipzig and Dresden was three hours and 40 minutes, on this occasion, a coin was issued with an engraving of an English B locomotive, which ran over the line in the early years. It included the 513 metre long Oberau Tunnel, the first standard gauge rail tunnel in continental Europe, in contrast the Leipzig–Dresden Railway used only steam traction from its beginning. Work began immediately on building a second track, the whole line was open for two-track operations by 1 October 1840. This was made possible because the subgrade along with all engineering structures had been designed from the outset for two tracks, trains—following English practice—ran on the left until 1884. On 29 March 1876, the meeting of shareholders decided to sell the Leipzig–Dresden Railway to the Saxon government. Operations and management of the Leipzig-Dresden Railway were transferred to the Royal Saxon State Railways on 1 July 1876, the development of the Leipzig–Dresden Railway from its beginnings as a private initiative of Leipzig citizens until its nationalisation in 1878 is reflected in Leipzig’s railway heritage
40.
German Empire
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The German Empire was the historical German nation state that existed from the unification of Germany in 1871 to the abdication of Kaiser Wilhelm II in 1918, when Germany became a federal republic. The German Empire consisted of 26 constituent territories, with most being ruled by royal families and this included four kingdoms, six grand duchies, five duchies, seven principalities, three free Hanseatic cities, and one imperial territory. Although Prussia became one of kingdoms in the new realm, it contained most of its population and territory. Its influence also helped define modern German culture, after 1850, the states of Germany had rapidly become industrialized, with particular strengths in coal, iron, chemicals, and railways. In 1871, it had a population of 41 million people, and by 1913, a heavily rural collection of states in 1815, now united Germany became predominantly urban. During its 47 years of existence, the German Empire operated as an industrial, technological, Germany became a great power, boasting a rapidly growing rail network, the worlds strongest army, and a fast-growing industrial base. In less than a decade, its navy became second only to Britains Royal Navy, after the removal of Chancellor Otto von Bismarck by Wilhelm II, the Empire embarked on a bellicose new course that ultimately led to World War I. When the great crisis of 1914 arrived, the German Empire had two allies, Italy and the Austro-Hungarian Empire, Italy, however, left the once the First World War started in August 1914. In the First World War, German plans to capture Paris quickly in autumn 1914 failed, the Allied naval blockade caused severe shortages of food. Germany was repeatedly forced to send troops to bolster Austria and Turkey on other fronts, however, Germany had great success on the Eastern Front, it occupied large Eastern territories following the Treaty of Brest-Litovsk. German declaration of unrestricted submarine warfare in early 1917 was designed to strangle the British, it failed, but the declaration—along with the Zimmermann Telegram—did bring the United States into the war. Meanwhile, German civilians and soldiers had become war-weary and radicalised by the Russian Revolution and this failed, and by October the armies were in retreat, Austria-Hungary and the Ottoman Empire had collapsed, Bulgaria had surrendered and the German people had lost faith in their political system. After at first attempting to control, causing massive uprisings. This left a republic to manage a devastated and unsatisfied populace, the German Confederation had been created by an act of the Congress of Vienna on 8 June 1815 as a result of the Napoleonic Wars, after being alluded to in Article 6 of the 1814 Treaty of Paris. German nationalism rapidly shifted from its liberal and democratic character in 1848, called Pan-Germanism and he envisioned a conservative, Prussian-dominated Germany. The war resulted in the Confederation being partially replaced by a North German Confederation in 1867, the new constitution and the title Emperor came into effect on 1 January 1871. During the Siege of Paris on 18 January 1871, William accepted to be proclaimed Emperor in the Hall of Mirrors at the Palace of Versailles. The second German Constitution was adopted by the Reichstag on 14 April 1871 and proclaimed by the Emperor on 16 April, the political system remained the same
41.
Kriegslokomotiven
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Kriegslokomotiven or Kriegsloks were locomotives produced in large numbers during the Second World War under Nazi Germany. In order to meet requirements, economic drawbacks such as relatively high fuel consumption had to be accepted. Forced labour was used in the construction of some of the locomotives, German locomotive building firms employed prisoners from camps and foreign, mostly Polish. Kriegsloks were also used to haul Holocaust trains, the war locomotives were kept technically as simple as possible and the use of scarce materials was dropped. Several German firms used prisoners from concentration camps as forced labour in the production of Kriegslokomotiven, borsig Lokomotiv Werke used forced labour from KL Auschwitz, Schichau-Werke used forced labor from KZ Stutthof, and its subcamps. DWM Posen took over Polish manufacturer H. Cegielski – Poznań, oberschlesische Lokfabrik Krenau took over Polish manufacturer Fablok and used forced labour under threat of death. Identical engines were produced in Vienna, Kassel, Berlin, Munich, Stuttgart, Kirchen, Plzeň, as a rule, locomotives were preferred that were dependent on additional infrastructure as little as possible. German electric locomotives were given aluminium windings in the motors and transformers. A Kriegslokomotive usually had two classifications, one based on the normal classification system and a separate wartime classification. For example, a steam locomotive or Kriegsdampflokomotive was given a KDL class as well as its DRG class. Likewise a wartime motorised locomotive or Kriegsmotorlokomotive had a KML class number, besides the DRG, the German Armed Forces had their own locomotive classes. A field railway locomotive belonging to the Army were known as a Heeresfeldbahnlokomotive or HF, Standard gauge engines for the Wehrmacht, mostly diesel switchers, were designated Wehrmacht Standard Gauge Locomotive or WR. The following classes of Kriegslokomotive were procured by the Deutsche Reichsbahn and other customers during the Second World War, also base of some post-war development
42.
German reunification
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The end of the unification process is officially referred to as German unity, celebrated on 3 October. Following German reunification, Berlin was once designated as the capital of united Germany. The East German regime started to falter in May 1989, when the removal of Hungarys border fence with Austria opened a hole in the Iron Curtain and it caused an exodus of thousands of East Germans fleeing to West Germany and Austria via Hungary. The united Germany is the continuation of the Federal Republic. For political and diplomatic reasons, West German politicians carefully avoided the term reunification during the run-up to what Germans frequently refer to as die Wende, after 1990, the term die Wende became more common. The term generally refers to the events led up to the actual reunification, in its usual context. When referring to the events surrounding unification, however, it carries the connotation of the time. However, anti-communist activists from Eastern Germany rejected the term Wende as it was introduced by SEDs Secretary General Egon Krenz, the capital city of Berlin was divided into four occupied sectors of control, under the Soviet Union, the United States, the United Kingdom and France. Germans lived under such imposed divisions throughout the ensuing Cold War, into the 1980s, the Soviet Union experienced a period of economic and political stagnation, and they correspondingly decreased intervention in Eastern Bloc politics. In 1987, US President Ronald Reagan gave a speech at Brandenburg Gate challenging Soviet leader Mikhail Gorbachev to tear down this wall that had separated Berlin. The wall had stood as an icon for the political and economic division between East and West, a division that Churchill had referred to as the Iron Curtain. In early 1989, under a new era of Soviet policies of glasnost, perestroika and taken to more progressive levels by Gorbachev. Further inspired by images of brave defiance, a wave of revolutions swept throughout the Eastern Bloc that year. In May 1989, Hungary removed their border fence and thousands of East Germans escaped to the West, however, events rapidly came to a head in early 1990. First, in March, the Party of Democratic Socialism—the former Socialist Unity Party of Germany—was heavily defeated in East Germanys first free elections. A grand coalition was formed under Lothar de Maizière, leader of the East German wing of Kohls Christian Democratic Union, on a platform of speedy reunification, second, East Germanys economy and infrastructure underwent a swift and near-total collapse. While East Germany had long been reckoned as having the most robust economy in the Soviet bloc, the East German mark had been practically worthless outside East Germany for some time before the events of 1989–90 further magnified the problem. Discussions immediately began for a merger of the German economies
43.
Narrow gauge railways in Germany
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Most extensive of those still employing steam traction is the Harz mountain group of metre-gauge lines, the Harzer Schmalspurbahnen. Although most rely on the tourist trade, in areas they provide significant employment as steam traction is particularly labour-intensive. In the Western part of Germany, Selfkantbahn and Brohltalbahn are the best known ones,1,000 mm gauge lines Albbähnle Amstetten – Laichingen, closed in 1985, Currently Amstetten – Oppingen is a heritage railway Odenwaldexpress – Mosbach–Mudau,27,51 km, closed in 1973. Filderbahn, from Möhringen to Vaihingen, Hohenheim, Degerloch, and Neuhausen auf den Fildern respectively Leinfelden-Echterdingen, härtsfeldbahn – Aalen–Dillingen an der Donau,55,49 km, closed in 1972, heritage railway on part of the line. Lokalbahn Rhein–Ettenheimmünster, converted to standard gauge in 1922/1927 Mittelbadische Eisenbahnen, converted to standard gauge in 1973, obere Wiesentalbahn,1,000 mm, closed in 1967 Oberrheinische Eisenbahn – Mannheim–Heidelberg–Weinheim–Mannheim, currently operating as an electrified tram. 750 mm gauge lines Bottwartalbahn – Heilbronn-Süd–Marbach am Neckar,37 km, federseebahn Bad Schussenried – Riedlingen,29.34 km, closed in 1964. 410 mm gauge lines Kinderstraßenbahn Frankfurt am Main,220 m.1,000 mm gauge lines Inselbahn Juist,2,8 km, from 1896 to 1982, Kleinbahn Bremen–Tarmstedt,27,0 km, closed in 1956. Kleinbahn Hoya – Syke – Asendorf Kreisbahn Aurich,84,6 km, Kreisbahn Emden–Pewsum–Greetsiel,22,8 km, closed in 1963. Spiekerooger Inselbahn,3,5 km, heritage railway, gartetalbahn Göttingen – Duderstadt,35,6 km, closed in 1957 Hümmlinger Kreisbahn,28,9 km, converted to standard gauge in 1957. Kleinbahn Lingen–Berge–Quakenbrück,55,3 km, closed in 1952, Kleinbahn Ocholt – Westerstede,7 km, converted to standard gauge in 1904. Kreisbahn Cloppenburg,29,2 km, closed in 1952, Kreisbahn Osterode–Kreiensen,32,7 km, converted to standard gauge in 1967. 600 mm gauge lines Inselbahn Baltrum,0,6 km, Goods traffic from 1949 to 1985, euskirchener Kreisbahnen,57 km, closed in 1959 Herforder Kleinbahn,40,8 km, closed in 1966. Hohenlimburger Kleinbahn, closed in 1983 Iserlohner Kreisbahn, 1900–1964 Kleinbahn Haspe–Voerde–Breckerfeld,18,39 km, closed in 1963 Kreis Altenaer Eisenbahn,14,6 km, leppetalbahn,18,4 km, closed in 1958. Märkische Museums-Eisenbahn e. V. – Sauerländer Kleinbahn, Museumseisenbahn im Elsetal, Herscheid-Hüinghausen – Köbbinghauser-Hammer,2,3 km Plettenberger Kleinbahn,750 mm gauge lines Heisterbacher Talbahn,7,2 km, 1891–1950 Kleinbahn Steinhelle–Medebach,36,3 km, closed in 1953. Flensburger Kreisbahn,49,5 km, closed in 1953. Haderslebener Kreisbahn,18,5 km, closed Kleinbahn Niebüll–Dagebüll,13,7 km, opened in 1895, converted to standard gauge in 1926 Kreisbahn auf Alsen,19 km, Kreisbahn Norderdithmarschen, closed in 1937 Rendsburger Kreisbahn,46 km, closed in 1957. 900 mm gauge lines Amrumer Inselbahn,14 km, closed in 1939, Halligbahn Dagebüll–Oland–Langeneß,9 km 600 mm gauge lines Halligbahn Lüttmoorsiel–Nordstrandischmoor,3,5 km 1,000 mm gauge lines Feldabahn,27,7 km, converted to standard gauge in 1934. Schmalspurbahn Eisfeld–Schönbrunn in the Thuringian Forest,17,8 km, heldburger Bahn in Grabfeld,29,7 km, closed in 1946
44.
Irish gauge
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Railways with track gauge of 5 ft 3 in are broad gauge railways, currently in use in Australia, Brazil and Ireland. 600 BCE The Diolkos across the Isthmus of Corinth in Greece – a grooved paved trackway – was constructed with a gauge of 5 ft 3 in. 1840 The Grand Duchy of Baden State Railway was constructed to 5 ft 3 in gauge,1843 The Board of Trade of the United Kingdom recommended the use of 5 ft 3 in in Ireland, after investigating a dispute caused by diverse gauges in Ireland. 1846 The Regulating the Gauge of Railways Act 1846 made this gauge mandatory throughout all of Ireland,1847 The Swiss Northern Railway was opened, converted to standard gauge in 1854. 1854 The first Australian 5 ft 3 in line was opened,1858 The first Brazilian 5 ft 3 in railway was opened, the Companhia de Estrada de Ferro Dom Pedro II. 1863 The Canterbury Provincial Railways in New Zealand was built in 5 ft 3 in until gauge conversion to 3 ft 6 in in 1876 In Ireland this gauge is known as Irish gauge, in Australia this gauge is known as Victorian Broad Gauge. In Brazil this gauge is known as Bitola larga. The Pennsylvania trolley gauges of 5 ft 2 1⁄2 in and 5 ft 2 1⁄4 in are similar to Irish gauge, there is also 5 ft 2 in gauge, which is similar as well. One of the advantages of the broader 1,600 mm Irish gauge. In practice, Ireland does not have any heavily-loaded or steeply-graded lines that would require especially powerful locomotives. The most powerful locomotives on systems of this gauge were. By comparison a non-articulated standard gauge locomotive in the country was
45.
Grand Duchy of Baden State Railway
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The Grand Duchy of Baden was an independent state in what is now southwestern Germany until the creation of the German Empire in 1871. It had its own state-owned railway company, the Grand Duchy of Baden State Railways, at the time when it was integrated into the Deutsche Reichsbahn in 1920, its network had an overall length of about 2,000 kilometres. Baden was the second German state after the Duchy of Brunswick to build, other proposals too by, for example Friedrich List, were unsuccessful at first. The construction of the line was to be funded by the state. The Ministry of the Interior was responsible for the construction of the railway, setting up for that purpose its own authority, later the railway construction authorities were incorporated into the Water and Road Construction Division. Not until the merger of the Baden Post Office into the Reichspost in 1872 did a separate railway administration emerge in Baden, the first route, called the Baden Mainline, was built in sections between 1840 and 1863. The first,18.5 km long, section between Mannheim and Heidelberg was taken into service on 12 September 1840. Other sections followed, to Karlsruhe in 1843, Offenburg in 1844, Freiburg im Breisgau in 1845, Schliengen in 1847, Efringen-Kirchen in 1848, the branches to Kehl and Baden-Baden were opened as early as 1844 and 1845 respectively. In the state treaty of 27 July 1852 an accommodation was reached which enabled the construction and operation of a line on Swiss sovereign territory by the Baden State Railways, the Baden railway lines were initially laid to the 1,600 mm. The line reached Basle in 1855, Waldshut in 1856 and Konstanz in 1863, with that the 414.3 km long Baden main line was completed. Even when the Baden Mainline was being built, plans were already being formulated to link up with the Swiss railway network and this was not achieved until the bridge at Waldshut over the river Rhine, built by Robert Gerwig, was completed on 18 August 1859. Other links were made in 1863 at Schaffhausen, in 1871 at Konstanz, the Basle link line, which connected Baden station on the east of the Rhine with the Central station west of the Rhine, was opened in 1873. Today it is the most important railway connexion between Germany and Switzerland, the connexion to the north towards Weinheim-Darmstadt–Frankfurt had been established since 1846 by the Main-Neckar Line, in which the Grand Duchy of Baden participated. In 1879 the Ried Railway followed, although Baden did not own any section of it, from 1861 there had also been a direct route to France after the completion of the Rhine bridge between Kehl and Strasbourg. The opening up of the Palatinate was first realised in 1865 with a bridge from Karlsruhe–Maxau as well as a link between Mannheim and Ludwigshafen in 1867. A connexion with Bavaria followed the opening of the Baden Odenwald Railway in 1866, negotiations for a route to Württemberg were particularly difficult because both states were competing for traffic between Germany and the Alpine passes. While Baden favoured a line via Pforzheim, Württemberg was interested in a direct connexion at Bruchsal. The connexion with Bruchsal was taken into service in 1853, the subsequent expansion of Baden’s railway network was either aimed at opening up the regions or carried out from a military perspective
