The railway line was designed under the Austro-Hungarian Empire in the mid-19th century to ensure rapid and safe transport between Tyrol and northern Italy, especially Lombardy–Venetia. It was thus strategically important not only for economic but also for military reasons, as Austria was strongly committed to maintaining its borders south of the Alps.
The first section to be built was the lower section between Verona and Bolzano/Bozen. The design of this section was approved on 10 July 1853 by the engineer Alois Negrelli, an employee of the Südbahn, known for having built other Alpine railway lines and for developing a project of the Suez Canal. The section was opened in two different parts: on 23 March 1859 between Verona to Trento/Trient and 16 May 1859 from Trento/Trient to Bolzano/Bozen. This construction was handled by the k.k. Nord- und SüdTiroler Staatsbahn (German: "North and South Tyrol State Railways"), but the company was taken over by the new Austrian Southern Railway (German: Südbahn) at the beginning of 1859.[3]
Despite the loss of Veneto in the Third Italian War of Independence and its consequent shift of the border between Italy and Austria to Borghetto on the current boundary of Trentino and Verona in October 1866, the upper section from Bolzano/Bozen to Innsbruck was incomplete. The 127-kilometre (79mi) route from Innsbruck to Bolzano/Bozen took only three years to build. This section had been under construction and was finally opened on 24 August 1867. The main designer and engineer, Karl von Etzel, died in 1865; he was not able to witness the completion of his work. After the Semmering railway, this Brenner Line was the second mountain railway built within the Austro-Hungarian Empire. It was also the first through line to cross over the Alps.
In 1919, Italy acquired Trentino-South Tyrol under the Treaty of Saint-Germain-en-Laye and the Austro-Italian border moved to Brenner. The section from Trento/Trient to Brenner was subsequently electrified at 3,700 V at three-phase 16.7Hz between 1929 and 1934.[6] Electrification was converted to 3,000 V DC on 30 May 1965.
In preparation for the proposed Brenner Base Tunnel, the Innsbruck bypass was completed in 1994 to improve access to the Lower Inn Valley railway. The bypass consists of a 12.75-kilometre (7.92mi) tunnel (Austria's longest) and aims to remove the bulk of the freight train traffic from Innsbruck. In Italy, several new sections have been built, removing sections of line with several short tunnels with small cross sections. These include the 13,159-metre-long (43,173ft) Sciliar tunnel opened in 1994, the 7,267-metre-long (23,842ft) Pflersch tunnel opened in 1999 and the 3,939-metre-long (12,923ft) Cardano tunnel opened in 1998.
Future
Following a sharp increase in freight traffic through the Brenner Pass (largely on road), the railway is currently considered to have insufficient capacity. Moreover, its steep grades, tight radius bends and the need to change locomotive engines at Brenner due to two different electrical systems as used in Austria and Italy mean that the average travel speed is low. For these reasons, the creation of a new line is planned from Verona to Munich via Innsbruck. At the heart of this project lies a 55-kilometre-long (34mi) tunnel between Franzensfeste and Innsbruck, known as the Brenner Base Tunnel.[7]
To overcome the steep climb (796 metres (2,612ft) between Innsbruck and Brenner) two spiral tunnels were built, using the sides of a valley at St. Jodok on the Austrian side and the sides of the Pflerschtal (German for "Pflersch Valley") on the Italian side.
At Brenner station, located on the Brenner Pass (1,371 metres; 4,498ft), there is a monument to the designer, Karl von Etzel. This station is situated at the border between Italy and Austria and also the operational border between the ÖBB and FS networks. The two companies operate different electrical systems, (15,000 V AC at 16.7Hz in Austria, and 3,000 V DC in Italy), which requires a stop to change electric locomotives. For this reason, for a long time the operation of express trains from Munich to Verona and Milan was carried out with diesel railcars. Until 30 May 1965 was also needed a second engine change in Bolzano station, as the Bolzano–Brenner section still operated under three-phase AC electrification.
In recent years the introduction of multicurrent rolling stock, which can be run on both the Austrian and Italian networks, has made it possible, at least in principle, to avoid locomotive changes. However, the need for locomotives to carry equipment for different signalling systems and to have safety approvals for different networks and lines, and the need for staff to know operating rules and routes has limited multicurrent operations in practice.
↑ "The Brenner Base Tunnel". Amministrazione trasparente Galleria di Base del Brennero - Brenner Basistunnel BBT SE. Retrieved 1 January 2016.
Sources
Facchinelli, L. (1995), La ferrovia Verona–Brennero. Storia della linea e delle stazioni nel territorio (the Verona–Brennero railway, history of the lines and stations in the area) (in Italian), Bolzano: Athesia
Kalla-Bishop, P. M. (1971), Italian Railways, Newton Abbott, Devon, England: David & Charles, ISBN0-7153-5168-0
Mori, Edoardo, La ferrovia da Verona a Monaco di Baviera (The railway from Verona to Munich) (in Italian), Calosci Editore
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