47-581: The Gießen–Fulda railway (also known in German as the Vogelsbergbahn —"Vogelsberg Railway") is a single-track main line from Gießen via Alsfeld to Fulda in the German state of Hesse . The name of the Vogelsberg Railway was originally used for the now closed and dismantled branch line between Stockheim and Lauterbach . In contrast to today's Vogelsberg railway the original line actually ran through
94-523: A bidirectional train, so that it could be used in the Würzburg and Kassel directions. To make this possible, another first aid coach has been inserted behind transport wagon 1. By stationing a TuHi at Hildesheim Hbf and Kassel Hbf both directions of the high-speed link can be traversed via link lines. For that reason a unidirectional train is sufficient here. Between August 1990 and April 1991 eight more 212 or 214s were modified at AW Bremen und AW Kassel for
141-941: A general inspection with the aim of reactivating them for DB Services. By the end of 2008 10 locomotives had been equipped with the MTU 8V 4000 R41 engine (1000 kW), which is similar to that on the Class 290/294 . Many locos from the Deutsche Bahns fleet were sold as part of a joint venture with Alstom to the Alstom Lokomotiven Service in Stendal. There the engines were systematically rebuilt and sold to interested parties, such as private railways, in Germany and abroad. Some locomotives have found use with private operators, in particular rail infrastructure firms. In November 2006 Alstom and
188-440: A new pedestrian underpass and the provision of barrier-free access to all platforms. After delays due to the long and severe winter, the new building was opened on 21 July 2010, when platform tracks 12–15 could be reached by the new underpass. Because some work was still not finished it was not officially inaugurated until the autumn of 2010. The Giessen train station has eleven station platform tracks in its two sections: Giessen
235-501: A possible conversion. The OnRail DH 1004 were rebuilt from V 100s in the late 1990s and early 2000s by Vossloh retaining the frame, bogies and transmission but with the engine and bodywork replaced. The locomotives are used at ports and on private railways. After withdrawal in 2004, 211 023 , 212 023 and 212 330 in some units became the property of the Deutsche Bahn's own museum (see Nuremberg Transport Museum ). One of
282-470: A total of 381 examples entered service. The Class 212 is 12.1 metres long (from no. 022: 12.3 m) and weighs 63 tonnes. Its top speed is 100 km/h and its engine generates 993 kW (1,350 PS). Ten locomotives from the last batch of 150 engines were additionally equipped with stronger brakes and modified drives and were employed on ramps. These locomotives, originally numbered V 100 2332 to 2341 were reclassified in 1968 as DB Class 213 . They replaced
329-659: Is confined to the Gießen– Großen-Buseck and Fulda– Großenlüder sections. Gie%C3%9Fen station Gießen railway station ( German : Bahnhof Gießen ) is the main railway station in Gießen , Hesse , Germany . The station is a Category 2 station is used by 20,000 passengers daily. The station was opened on 25 August 1850 and is located on the Main-Weser Railway (Kassel – Frankfurt (Main)) and Dill railway (Siegen – Gießen). The current station reception building
376-620: Is not part of the German Intercity-Express network, but ICE trains sometimes operate on the Main-Weser Railway during disruptions on the Kassel-Wilhelmshöhe–Frankfurt am Main high-speed route . Southwest of the passenger station is the freight yard, which was the central marshalling yard for freight for central Hesse until December 2006. At that time local freight trains operated from here to several stations in
423-639: The Gmeinder Lokomotivfabrik Mosbach developed a modernisation concept for the locomotives of the former DB Class V 100. The prototype 214 110 was presented at the "Transport & Logistik München" in June 2007, numbered as 212 197 with the Nordbayerischen Eisenbahn (NBE). The classification was confirmed by the railway federal office in 20.05.2008, at the same time the Class 214 was specified in
470-495: The Hessische Landesbahn GmbH (HLB) with LINT 41 diesel multiple units. Since the 2016/2017 timetable change on 11 December 2016, services on the Vogelsberg Railway (formerly RB 35) and the subsequent Lahntal railway (formerly RB 25) have run as RB 45. Because the track is single track and its full capacity is used by passenger trains it is hardly possible to operate special trains or freight traffic. Freight traffic
517-666: The steam locomotives of Class 82 and 94 on the Murg Valley Railway and in the Westerwald . In the Murg Valley they were replaced in their turn in 1972 by the DB Class 218 . The last Class 212 was withdrawn from normal service in 2004, some have been preserved or found use with private firms. Due to the many tunnels on the new railway line from Würzburg to Hanover , special rescue vehicles were needed. The Bundesbahn developed
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#1733085816946564-631: The Alsfeld–Fulda section, continuing from 11 May to 24 October on the Mücke–Alsfeld section. From 27 December 2010 to 9 January 2011 renewal was scheduled for the Gießen–Grünberg section, including two bridges, but was not possible because of the weather conditions. This work was carried out from 16 April to 1 May 2011 together with work on the Alsfeld–Wallenrod section. From 2 to 8 May 2011 there
611-471: The DB insignia with white writing Netz Notfalltechnik , and the DB sign with white lettering Notfalltechnik . All 15 engines of Class 714 belong to DB Netz , central route management/railway vehicles at Fulda. From there the disposition of the engines is controlled and they are regularly changed over under a rolling programme. With the withdrawal of the last Class 212 locomotives used by Railion on 13 December 2004
658-661: The EBA locomotive register. For the conversion only the locomotive frame and bogies of the V 100 were used. The low superstructure was completely new and more box like. The engines are driven by a new Caterpillar motor, 3508 BSC (970 kW). The DB classified the locos it hires out as Class 262. Eleven locomotives were delivered by August 2008 to, amongst others, DB Schenker, the Nordbayerische Eisenbahn, Locon and BBL Logistik. The DB Schenker locos were deployed to Magdeburg. In Stendal there are about 50 old vehicles available for
705-679: The Fulda TuHi had "Bw Fulda" incorrectly painted on them. On 29 May 1991 the Federal President, Richard von Weizsäcker , gave the starting signal at Kassel-Wilhelmshöhe to announce that the new Hannover–Würzburg and Mannheim–Stuttgart high-speed railways were now fully in service. That meant four more locations for TuHi were required. In addition to Fulda and Würzburg, TuHi also had to be stationed at Kornwestheim , Mannheim , Kassel and Hildesheim . The TuHi in Fulda had to be organised as
752-675: The Tunnel Emergency Train ( Tunnelhilfszug or TuHi ) as an external rescue system. In May 1988 the first TuHi went into service at Fulda . Diesel engine 212 244-8 was used as Locomotive 1 and 212 257-0 as Locomotive 2. The Würzburg TuHi followed in August 1988 using 212 236-4 as Locomotive 1 and 212 352-9 as Locomotive 2. Number 212 271-1 was held in reserve. All five 212s for TuHi were rebuilt between May and August 1988 at AW Kassel. Both TuHi are one-way trains, i.e. they can only be used in one direction. They consist of transport wagon 1,
799-511: The V 100.20, later DB Class 212. Number V 100 007 was built by MaK as the seventh trial engine and tested in Sweden ; it was sold in 1959 to the Deutsche Bundesbahn . In 1960, the prototype series, numbers 001 to 005 and 007 were renumbered to V 100 1001 to 1005 and 1007 in order to better distinguish them from the more powerful V 100 006. In 1961 the production series was started,
846-723: The Vogelsberg line to between Gießen and Fulda every two hours on weekdays and every four hours on Sundays. Under the December 2006 timetable some of these trains ran to Limburg via the Lahntal railway . Regionalbahn services operated on the Gießen–Alsfeld and Alsfeld–Fulda sections every two hours on weekdays. Since the timetable change 2011/2012 on 11 December 2011, the Vogelsberg line has been served generally hourly by Regionalbahn services between Gießen and Fulda. These services are operated by
893-653: The area (e.g. Frankenberg (Eder) , Dillenburg and Nida ). The majority of these freight operations have now, however, been relocated to Wetzlar freight yard . The following services currently call at Gießen: The station is served every two hours by services on the ICE 26 line from Karlsruhe to Stralsund. However, one train pair of this line runs as an Intercity to Westerland due to the lack of overhead line in Schleswig-Holstein. DB Class V 100#Class V 100.10 These DB Class V 100 diesel locomotives were produced in
940-696: The course of the 106 kilometre route, of which only 13 km is level. The project to connect the Main-Weser Railway and the Bebra Railway had been considered since the 1860s: in 1863, the parliament of the Grand Duchy of Hesse had considered relevant plans. The licence for its construction and operation was granted on behalf of the Grand Duchy of Hesse on 4 April 1868 and the Upper Hessian Railway Company ( Oberhessische Eisenbahn-Gesellschaft )
987-423: The course of the discussions about connections from Fulda to the new Hanover–Würzburg high-speed railway that were considered in the first half of the 1970s, one option would have connected from Fulda to the new line running north via a two track grade-separated junction east of Unterbimbach on the Vogelsberg railway. Eventually the high-speed line was built directly to Fulda station . The single track, along with
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#17330858169461034-459: The emergency wagon, the locos were painted in luminous red. Numbers 714 003, 714 008, 714 009, 714 011, 714 014 and 714 015 have this livery, as do the wagons in the Rtz at Würzburg, Fulda and Hildesheim. Due to the rapid fading of the luminous red paint, all engines and wagons were subsequently repainted in traffic red. The inscription on the locomotives remains confusing. There are the white letters Rtz ,
1081-553: The employment of the V100 by the DB was largely over. Still in service, apart from the 15 tunnel rescue locos of Class 714, are just four engines of Classes 212 and 213 with the DB subsidiary, Deutsche Bahn Gleisbau (DBG), and one Class 213 engine with another subsidiary SüdostBayernBahn (mothballed in November 2006). However, in October 2006 12 retired 212s were transferred to Aw. Cottbus for
1128-470: The equipment wagon, the fire fighting wagon, the centre wagon, the first aid coach and transport wagon 2. Locos 1 and 2 are also different. Loco 1 has a video and infra-red camera , two large and two small headlights and yellow flashing lights. Loco 2 does not have an infra-red camera. With effect from 1 January 1989 the five engines of Class 214 were reclassified, retaining their serial numbers. Official all 5 locos are allocated to Bw Würzburg. Both engines with
1175-421: The four other TuHi . Locomotives 212 033, 212 046, 212 235, 212 245, 212 246, 212 251, 212 260 and 212 277 were converted to Class 214, all retaining their original serial numbers. There is no difference any longer between locos 1 and 2, in order to be able to exchange them more easily, which is always necessary when carrying out routine maintenance. The former locomotive 2's from Würzburg and Fulda were fitted with
1222-455: The high-speed railway they became known as "emergency trains" ( Rettungszüge or Rtz ). All 13 engines of Class 214 were redesignated by the DB AG on 31 October 1994 to railway works vehicles of Class 714. Again the running numbers were retained. On 1 August 1996, however, they were given sequential numbers within Class 714, from 001 to 013. The locomotive with the lowest original number became 001 and
1269-406: The lack of crossing facilities (as the result of the demolition of former stations) and outdated equipment were in the past a common cause of delays, so various construction projects (such as the construction of crossing facilities and the renewal of signalling equipment) were planned. The Federal government made funds of €30 million for an upgrade of the line in the period from 2003 to 2007. This work
1316-403: The last engine was withdrawn in 2001. The DB Class V 100.20 (later Class 212 ) is a more powerful variant of the V 100. It was based on the prototype V 100 006, which from 1960 was renumbered to V 100 2001. It went into series production in 1962 and, unlike the V 100.10 which was employed on branch line service, it was also intended for main line duties and ramps. Up to 1966
1363-568: The late 1950s by the Deutsche Bundesbahn for non-electrified branch lines as a replacement for steam locomotives . The V 100 class was built in three different variants. Decommissioned locomotives were also used in Austria by the Austrian Federal Railways during the 1990s and early 2000s, where they were registered as ÖBB Class 2048 The Class V 100.10 was a diesel locomotive for light passenger and goods traffic on branch lines. It
1410-479: The late 1980s. When locomotive-hauled trains were still ran, they were hauled by class 215 or 218 locomotives, but only DMUs have run on the line since the beginning of the millennium. Since December 2011, passenger services have been operated by the Hessische Landesbahn with LINT 41 DMUs, which replaced some of the class 628s in October 2011. Until December 2011, Regional-Express services operated on
1457-490: The limited resources. From 2012, the operations of services would be put to open tender. In September 2009, the CEO of Deutsche Bahn, Rüdiger Grube announced that €24.6 million would be spent up to 2011 from the economic stimulus package on the Vogelsberg railway. Renzendorf and Wallenrod stations were abandoned under the new plan of operations. The modernisation work started with partial line closures from 19 July to 15 August 2010 on
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1504-486: The line and the absence of significant long-distance freight traffic meant that the Vogelsberg railway was mainly limited to regional traffic. That meant that the line was built as a single track line, although various engineering structures were prepared for the building of a second track. The Upper Hessian Railway Company was nationalised in 1876 and its operations were taken over by the Grand Duchy of Hesse State Railways ( Großherzoglich Hessische Staatseisenbahnen ). In
1551-538: The middle of the Vogelsberg Mountains , but today it is usually called the Oberwald Railway ( Oberwaldbahn ). The line is 105.9 km long. Its speed limit, since it was upgraded in 2011, is 120 km/h instead of the previous 90 km/h. It has 109 level crossings. One of the reasons for the many bends of the line is to link the many communities on the route. Secondly, many slopes are overcome during
1598-467: The missing infra-red cameras in 1991 at AW Kassel. The cooling of the infra-red cameras is achieved now using the usual liquid air cylinders , which were swapped for the previously used liquid nitrogen flasks. After the serious train accident on 15 November 1992 at Northeim , when no TuHi was used, a new concept for rescue operations was introduced. Once the TuHi also became available for deployment away from
1645-487: The north wing of the station building were renovated, extending to the area of the former princely station. The facade was renovated in the early 1970s. The station building is listed as a historic landmark under the Hessian Monument Protection Act. At the station there is a ServicePoint , a ticket office, a station bookshop and retail outlets for food and travel needs. The station building still houses
1692-445: The old station building of the Main-Weser Railway in a romanesque revival style. It is built at a focal point on the visual axis of the urban extension of 1880. The cast-iron pillars supporting the platform roof were part of the station precinct of 1854. The "new" station building is a three-story building made of red sandstone with a distinctive clock tower and built on an asymmetrical floor plan. The Herborn architect, Ludwig Hoffmann
1739-454: The one with the highest became 013. Because only one reserve locomotive is available, DB AG converted another two engines in 1996/97 at Stendal : numbers 212 269 became 714 014 and 212 160 became 714 015. In addition to the renumbering, the TuHi / Rtz locos changed their livery. The first five TuHi locos still had the classic ocean blue and beige livery, the later eight engines were painted orient red. To achieve greater recognisability against
1786-569: The present site with an appropriate station building. This was built in a neoclassical style with a symmetrical E-shaped plan. Between 1869 and 1871, the Upper Hessian Railway Company ( Oberhessische Eisenbahn-Gesellschaft ) built the Vogelsberg Railway from Gießen towards Fulda and the Lahn–Kinzig Railway towards Gelnhausen . Its railway facilities in Gießen were on the other side of
1833-466: The run lasting until 1963. As well as MaK, the firms of Deutz , Maschinenfabrik Esslingen , Henschel , Jung , Krauss-Maffei and Krupp were involved in building the locomotives. As part of the renumbering of locomotives by the Deutsche Bundesbahn in 1968, the V 100.10 was redesignated as DB Class 211 . The Deutsche Bahn AG inherited the locomotives in 1994. After almost 40 years service
1880-464: The station forecourt to the station building of the Main-Weser Railway. The only entrance to the station building was on Liebigstraße (then called Universitätsstraße). It was not until 1893 that a pedestrian bridge was built over the tracks leading to the Vogelsberg Railway and the Lahn–Kinzig Railway to Alten Wetzlarer Weg. The current station building was built from 1904 to 1911, reconstructing
1927-405: The station management including the 3-S-Zentrale office of DB Station&Service and the train announcement office, a Bahnhofsmission (a charity operating at major German stations) and the equipment of DB Services . Between 2008 and 2010, the facilities for passenger service were rebuilt. The groundbreaking ceremony was held on 16 July 2008. The main objective of the work was the building of
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1974-435: Was also work on the Mücke–Alsfeld section to renew parts of the embankment. The work was completed in the summer of 2011, when in addition signals at 61 level crossings were adapted to increase the top speed to 120 km/h. In the past passenger services were provided by trains hauled by locomotives of classes 211 , of 212 and 216 or by Uerdingen railbuses (class 796/798). Class 628 diesel multiple units operated from
2021-403: Was built between 1904 and 1911. The main original station building is a historic landmark and has been protected. Outside the station is a bus station and a taxi rank . Parking garages are located nearby. The first Gießen station was a temporary station built in 1850 on the Main-Weser Railway at Oswaldsgarten. This temporary arrangement was replaced in 1853/54 with a new station further south at
2068-521: Was developed in 1956 by the Bundesbahn Central Office in Munich together with the engineering works, Maschinenbau Kiel (MaK), for the Deutsche Bundesbahn . In the late autumn of 1958 the first six trials engines were delivered. Numbers V 100 001 to 005 were fitted with an 809 kW (1,100 HP) motor, but number V 100 006 was given a 993 kW (1,350 HP) motor. The latter formed the basis for
2115-563: Was founded as a public company, with assistance from the Frankfurt banking house, Erlanger & Söhne . This was complemented by a treaty between the Grand Duchy and the Kingdom of Prussia , as the line also ran through Prussian territory. The project was developed jointly with the Lahn-Kinzig Railway and implemented in the next two years. The relatively sparsely populated areas crossed by
2162-524: Was in charge of planning and executing the station. The station building is now built in the wedge between the Main-Weser Railway and the branch to the east towards the Vogelsberg Railway and the Lahn–Kinzig Railway. During the Second World War the building was damaged and the Fürstenbahnhof (princely station) located in the northern wing was destroyed in 1944. In November 1968, the station lobby and
2209-456: Was not supported by Deutsche Bahn and was not implemented. On 10 June 2008, a meeting in Grünberg of the neighbouring municipalities and the cities of Fulda and Gießen adopted an issues paper produced by DB Netz and agreed to try to get improvements made to the Vogelsberg Railway. Among other things, the infrastructure would be improved to make it possible to offer an attractive service, despite
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