Bologna–Florence railway - Revision history

Jarrod Baniqued at 06:53, 19 July 2021

2021-07-19T06:53:30Z

← Previous revision		Revision as of 06:53, 19 July 2021
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			{{Short description\|Key north central Italian transport link}}
	{{Infobox rail line		{{Infobox rail line
	\| other_name = La Direttissima		\| other_name = La Direttissima

RScheiber: /* Construction */ WL

2021-03-22T21:47:02Z

Construction: WL

← Previous revision		Revision as of 21:47, 22 March 2021
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	===Construction===		===Construction===
	Construction lasted from 1913 to 1934, slowed by [[World War I]], economic and political crises and the complexity of the work. The work also often had to be carried out on unstable land and the tunnels had to be built largely through [[clay]] and sand [[schist]]s, which are poor soils for tunnelling due to the instability of the schist and the tendency of clay to swell. Before 18.5 km-long Apennine Tunnel construction could be commenced two temporary {{Track gauge\|950mm\|lk=on}} gauge construction railways had to be built from [[Sasso Marconi]] up the Setta Valley to the northern tunnel entrance and from Parato up the Bisenzio Valley to the southern tunnel entrance. An aerial rope way was also built from the northern entrance to carry construction material to a work site built at Cà di Landino above the centre of the tunnel in the town of [[Castiglione dei Pepoli]]; Cà di Landino was connected to work sites in the Apennine Tunnel by two additional tunnels (both over 500 metres long) built at an angle of 27 degree. These preliminary works were completed in 1920 and construction of Apennine Tunnel then commenced, taking another 11 years to be completed. These works were affected by methane gas leaks, which were generally dealt with by controlled explosions, with only four causing serious interruption to the work. On the other hand, a fire set off by blasting led to a serious fire in the wooden timbering used to shore up the tunnel temporarily, which burnt for two and a half months, before it was flooded with water. It took another four and a half months to repair the tunnel, during which the work continued beyond the burnt section, accessed by a by-pass tunnel.<ref name=Mike/>		Construction lasted from 1913 to 1934, slowed by [[World War I]], economic and political crises and the complexity of the work. The work also often had to be carried out on unstable land and the tunnels had to be built largely through [[clay]] and sand [[schist]]s, which are poor soils for tunnelling due to the instability of the schist and the tendency of clay to swell. Before 18.5 km-long Apennine Tunnel construction could be commenced two temporary {{Track gauge\|950mm\|lk=on}} gauge construction railways had to be built from [[Sasso Marconi]] up the Setta Valley to the northern tunnel entrance and from Parato up the Bisenzio Valley to the southern tunnel entrance. An aerial rope way was also built from the northern entrance to carry construction material to a work site built at Cà di Landino above the centre of the tunnel in the town of [[Castiglione dei Pepoli]]; Cà di Landino was connected to work sites in the Apennine Tunnel by two additional tunnels (both over 500 metres long) built at an angle of 27 degree. These preliminary works were completed in 1920 and construction of Apennine Tunnel then commenced, taking another 11 years to be completed. These works were affected by [[methane]] gas leaks, which were generally dealt with by controlled explosions, with only four causing serious interruption to the work. On the other hand, a fire set off by blasting led to a serious fire in the wooden timbering used to shore up the tunnel temporarily, which burnt for two and a half months, before it was flooded with water. It took another four and a half months to repair the tunnel, during which the work continued beyond the burnt section, accessed by a by-pass tunnel.<ref name=Mike/>

	97 workers died during the construction of the railway,<ref name=Mike>{{cite web\|url=http://mikes.railhistory.railfan.net/r039.html \|title=Engineering Marvels of the Bologna-Florence ''Direttissima'' Route\|publisher=Mike's Railway History\|accessdate=5 February 2008}}</ref> in particular in the central tunnel, and many of the survivors were afflicted by [[silicosis]]. On the other hand, it revived poor mountain villages whose inhabitants might otherwise have been forced to emigrate. On 22 April 1934 the line finally opened to traffic and revolutionised Italy's transport system, just as the Porrettana railway had done 70 years before.		97 workers died during the construction of the railway,<ref name=Mike>{{cite web\|url=http://mikes.railhistory.railfan.net/r039.html \|title=Engineering Marvels of the Bologna-Florence ''Direttissima'' Route\|publisher=Mike's Railway History\|accessdate=5 February 2008}}</ref> in particular in the central tunnel, and many of the survivors were afflicted by [[silicosis]]. On the other hand, it revived poor mountain villages whose inhabitants might otherwise have been forced to emigrate. On 22 April 1934 the line finally opened to traffic and revolutionised Italy's transport system, just as the Porrettana railway had done 70 years before.

Johnpacklambert: added Category:1934 establishments in Italy using HotCat

2020-06-08T18:03:34Z

added Category:1934 establishments in Italy using HotCat

← Previous revision		Revision as of 18:03, 8 June 2020
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	[[Category:Railway lines in Tuscany]]		[[Category:Railway lines in Tuscany]]
	[[Category:Railway lines opened in 1934]]		[[Category:Railway lines opened in 1934]]
			[[Category:1934 establishments in Italy]]

FrescoBot: Bot: link syntax and minor changes

2019-05-15T14:38:17Z

Bot: link syntax and minor changes

← Previous revision		Revision as of 14:38, 15 May 2019
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	\| status = Operational		\| status = Operational
	\| locale = [[Italy]]		\| locale = [[Italy]]
	\| start = [[~~Bologna Centrale railway station\|~~Bologna Centrale railway station]]		\| start = [[Bologna Centrale railway station]]
	\| end = [[Firenze Santa Maria Novella railway station\|Florence]]		\| end = [[Firenze Santa Maria Novella railway station\|Florence]]
	\| stations =		\| stations =
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	Construction lasted from 1913 to 1934, slowed by [[World War I]], economic and political crises and the complexity of the work. The work also often had to be carried out on unstable land and the tunnels had to be built largely through [[clay]] and sand [[schist]]s, which are poor soils for tunnelling due to the instability of the schist and the tendency of clay to swell. Before 18.5 km-long Apennine Tunnel construction could be commenced two temporary {{Track gauge\|950mm\|lk=on}} gauge construction railways had to be built from [[Sasso Marconi]] up the Setta Valley to the northern tunnel entrance and from Parato up the Bisenzio Valley to the southern tunnel entrance. An aerial rope way was also built from the northern entrance to carry construction material to a work site built at Cà di Landino above the centre of the tunnel in the town of [[Castiglione dei Pepoli]]; Cà di Landino was connected to work sites in the Apennine Tunnel by two additional tunnels (both over 500 metres long) built at an angle of 27 degree. These preliminary works were completed in 1920 and construction of Apennine Tunnel then commenced, taking another 11 years to be completed. These works were affected by methane gas leaks, which were generally dealt with by controlled explosions, with only four causing serious interruption to the work. On the other hand, a fire set off by blasting led to a serious fire in the wooden timbering used to shore up the tunnel temporarily, which burnt for two and a half months, before it was flooded with water. It took another four and a half months to repair the tunnel, during which the work continued beyond the burnt section, accessed by a by-pass tunnel.<ref name=Mike/>		Construction lasted from 1913 to 1934, slowed by [[World War I]], economic and political crises and the complexity of the work. The work also often had to be carried out on unstable land and the tunnels had to be built largely through [[clay]] and sand [[schist]]s, which are poor soils for tunnelling due to the instability of the schist and the tendency of clay to swell. Before 18.5 km-long Apennine Tunnel construction could be commenced two temporary {{Track gauge\|950mm\|lk=on}} gauge construction railways had to be built from [[Sasso Marconi]] up the Setta Valley to the northern tunnel entrance and from Parato up the Bisenzio Valley to the southern tunnel entrance. An aerial rope way was also built from the northern entrance to carry construction material to a work site built at Cà di Landino above the centre of the tunnel in the town of [[Castiglione dei Pepoli]]; Cà di Landino was connected to work sites in the Apennine Tunnel by two additional tunnels (both over 500 metres long) built at an angle of 27 degree. These preliminary works were completed in 1920 and construction of Apennine Tunnel then commenced, taking another 11 years to be completed. These works were affected by methane gas leaks, which were generally dealt with by controlled explosions, with only four causing serious interruption to the work. On the other hand, a fire set off by blasting led to a serious fire in the wooden timbering used to shore up the tunnel temporarily, which burnt for two and a half months, before it was flooded with water. It took another four and a half months to repair the tunnel, during which the work continued beyond the burnt section, accessed by a by-pass tunnel.<ref name=Mike/>

	97 workers died during the construction of the railway,<ref name=Mike>{{cite web\|url=http://mikes.railhistory.railfan.net/r039.html \|title=Engineering Marvels of the Bologna-Florence ''Direttissima'' Route\|publisher=Mike's Railway History\|accessdate=5 February 2008}}</ref> in particular in the central tunnel, and many of the survivors were afflicted by [[silicosis]]. On the other hand, it revived poor mountain villages whose inhabitants might otherwise have been forced to emigrate. On 22 April 1934 the line finally opened to traffic and revolutionised Italy's transport system, just as the Porrettana railway had done 70 years before.		97 workers died during the construction of the railway,<ref name=Mike>{{cite web\|url=http://mikes.railhistory.railfan.net/r039.html \|title=Engineering Marvels of the Bologna-Florence ''Direttissima'' Route\|publisher=Mike's Railway History\|accessdate=5 February 2008}}</ref> in particular in the central tunnel, and many of the survivors were afflicted by [[silicosis]]. On the other hand, it revived poor mountain villages whose inhabitants might otherwise have been forced to emigrate. On 22 April 1934 the line finally opened to traffic and revolutionised Italy's transport system, just as the Porrettana railway had done 70 years before.

	==The new line==		==The new line==
Line 70:		Line 70:
	The minimum time between Bologna and Florence was five hours when the Porrettana line opened in 1864, but had been reduced to three hours after World War I and to 2½ hours in 1927 when the Porrettana line was electrified. Express trains on the new line took 75 minutes when it opened; today, the fastest trains take 55 minutes.		The minimum time between Bologna and Florence was five hours when the Porrettana line opened in 1864, but had been reduced to three hours after World War I and to 2½ hours in 1927 when the Porrettana line was electrified. Express trains on the new line took 75 minutes when it opened; today, the fastest trains take 55 minutes.

	With the opening in 2009 of the high-speed line next to the ''direttissima'', which is almost entirely in tunnel and which further reduced the travel time to as little as 37 minutes, the line has lost its leading role in connecting Bologna and Florence, although it remains an important link between Bologna and Prato. The line also carries out an important service for the municipalities of the Setta and Savena valleys as part of the ''Servizio Ferroviario Metropolitano di Bologna'' (Bologna Metropolitan Railway Service) project. As part of this project, the station of Bologna Mazzini was opened on 9 June the 2013.		With the opening in 2009 of the high-speed line next to the ''direttissima'', which is almost entirely in tunnel and which further reduced the travel time to as little as 37 minutes, the line has lost its leading role in connecting Bologna and Florence, although it remains an important link between Bologna and Prato. The line also carries out an important service for the municipalities of the Setta and Savena valleys as part of the ''Servizio Ferroviario Metropolitano di Bologna'' (Bologna Metropolitan Railway Service) project. As part of this project, the station of Bologna Mazzini was opened on 9 June the 2013.

	=== Apennine Tunnel ===		=== Apennine Tunnel ===
	The Apennine Tunnel was the second longest in the world, only 1300 meters less than the [[Simplon Tunnel\|Simplon]] and it is still in the top 20 in the world. It still has an underground station, which is very unusual on a non-urban railway, called ''Precedenze'' (Way) station, but it became disused in the 1960s for security reasons and due to lack of traffic. It was intended primarily to allow the overtaking of slow goods trains and had two lines over 450 meters long dug parallel to the main tunnel. It was also used for local passenger traffic, being connected with the outside world by a tunnel built at the angle of 50 degrees, with about a thousand steps, which emerged in Cà di Landino, which continued as a small village after the completion of the tunnel. The station is currently used to switch trains between tracks and is called ''Posto Movimento Precedenze''. Two underground stations are also sometimes used in the [[Seikan Tunnel]] (54 km), and a station was formerly proposed to be built in the [[Gotthard Base Tunnel]] (54 km) near [[Sedrun]].		The Apennine Tunnel was the second longest in the world, only 1300 meters less than the [[Simplon Tunnel\|Simplon]] and it is still in the top 20 in the world. It still has an underground station, which is very unusual on a non-urban railway, called ''Precedenze'' (Way) station, but it became disused in the 1960s for security reasons and due to lack of traffic. It was intended primarily to allow the overtaking of slow goods trains and had two lines over 450 meters long dug parallel to the main tunnel. It was also used for local passenger traffic, being connected with the outside world by a tunnel built at the angle of 50 degrees, with about a thousand steps, which emerged in Cà di Landino, which continued as a small village after the completion of the tunnel. The station is currently used to switch trains between tracks and is called ''Posto Movimento Precedenze''. Two underground stations are also sometimes used in the [[Seikan Tunnel]] (54 km), and a station was formerly proposed to be built in the [[Gotthard Base Tunnel]] (54 km) near [[Sedrun]].

	==Terrorist attacks==		==Terrorist attacks==

Grahamec: /* History */

2019-05-03T18:27:58Z

History

← Previous revision		Revision as of 18:27, 3 May 2019
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	In 1882 the designer of Porrettana, [[Jean Louis Protche]], was commissioned by several institutions to examine a number of projects including one dating back to 1871, proposed by the engineer [[Antonio Zannoni]] which proposed a more easterly route for the new line in order to reduce the length of climb. Protche chose a slightly different route through the valleys of the [[Setta River\|Setta]] and [[Bisenzio (river)\|Bisenzio]] rivers, connecting with the existing line in Prato, and passing under the Apennines through an 18,032 m tunnel; its approach line would have had a total vertical climb of 328 m at a maximum slope of 12 per thousand.		In 1882 the designer of Porrettana, [[Jean Louis Protche]], was commissioned by several institutions to examine a number of projects including one dating back to 1871, proposed by the engineer [[Antonio Zannoni]] which proposed a more easterly route for the new line in order to reduce the length of climb. Protche chose a slightly different route through the valleys of the [[Setta River\|Setta]] and [[Bisenzio (river)\|Bisenzio]] rivers, connecting with the existing line in Prato, and passing under the Apennines through an 18,032 m tunnel; its approach line would have had a total vertical climb of 328 m at a maximum slope of 12 per thousand.

	In 1902, the Colombo Commission was established to study the proposals of Protche and Zannoni along with those of several other engineers, Sugliano, De Gaetani, Naldoni and Mercanti.<ref>{{cite book\|title=Sui criteri della direttissima Milano-Roma. : Interrogazione dell'On. Sanarelli e la voce del contribuente\|first= Giuseppe\|last= Sanarelli\|publisher=Fratelli Nade e C.\|year= 1904 \|language=Italian}}</ref> In 1908 the government authorised for a budget of 150 million lire for final studies for the project and its construction. The approval of the final route of the ''Direttissima'', however, continued to ~~debate~~ until 1911. The project was then approved for a double track line using electric traction, widely spaced stations, 31 tunnels—which alone constitute 37% of the line—and numerous bridges.		In 1902, the Colombo Commission was established to study the proposals of Protche and Zannoni along with those of several other engineers, Sugliano, De Gaetani, Naldoni and Mercanti.<ref>{{cite book\|title=Sui criteri della direttissima Milano-Roma. : Interrogazione dell'On. Sanarelli e la voce del contribuente\|first= Giuseppe\|last= Sanarelli\|publisher=Fratelli Nade e C.\|year= 1904 \|language=Italian}}</ref> In 1908 the government authorised for a budget of 150 million lire for final studies for the project and its construction. The approval of the final route of the ''Direttissima'', however, continued to be debated until 1911. The project was then approved for a double track line using electric traction, widely spaced stations, 31 tunnels—which alone constitute 37% of the line—and numerous bridges.

	===Construction===		===Construction===

Grahamec: /* History */

2019-05-03T18:25:35Z

History

← Previous revision		Revision as of 18:25, 3 May 2019
Line 58:		Line 58:
	In 1882 the designer of Porrettana, [[Jean Louis Protche]], was commissioned by several institutions to examine a number of projects including one dating back to 1871, proposed by the engineer [[Antonio Zannoni]] which proposed a more easterly route for the new line in order to reduce the length of climb. Protche chose a slightly different route through the valleys of the [[Setta River\|Setta]] and [[Bisenzio (river)\|Bisenzio]] rivers, connecting with the existing line in Prato, and passing under the Apennines through an 18,032 m tunnel; its approach line would have had a total vertical climb of 328 m at a maximum slope of 12 per thousand.		In 1882 the designer of Porrettana, [[Jean Louis Protche]], was commissioned by several institutions to examine a number of projects including one dating back to 1871, proposed by the engineer [[Antonio Zannoni]] which proposed a more easterly route for the new line in order to reduce the length of climb. Protche chose a slightly different route through the valleys of the [[Setta River\|Setta]] and [[Bisenzio (river)\|Bisenzio]] rivers, connecting with the existing line in Prato, and passing under the Apennines through an 18,032 m tunnel; its approach line would have had a total vertical climb of 328 m at a maximum slope of 12 per thousand.

	In 1902, the Colombo Commission was established to study the proposals of Protche and Zannoni along with those of several other engineers, Sugliano, De Gaetani, Naldoni and Mercanti.<ref>{{cite book\|title=Sui criteri della direttissima Milano-Roma. : Interrogazione dell'On. Sanarelli e la voce del contribuente\|first= Giuseppe\|last= Sanarelli\|publisher=Fratelli Nade e C.\|year= 1904 \|language=Italian}}</ref> In 1908 the government authorised for a budget of 150 million lire ~~dor~~ final studies for the project and its construction. The approval of the final route of the ''Direttissima'', however, continued to debate until 1911. The project was then approved for a double track line using electric traction, widely spaced stations, 31 tunnels—which alone constitute 37% of the line—and numerous bridges.		In 1902, the Colombo Commission was established to study the proposals of Protche and Zannoni along with those of several other engineers, Sugliano, De Gaetani, Naldoni and Mercanti.<ref>{{cite book\|title=Sui criteri della direttissima Milano-Roma. : Interrogazione dell'On. Sanarelli e la voce del contribuente\|first= Giuseppe\|last= Sanarelli\|publisher=Fratelli Nade e C.\|year= 1904 \|language=Italian}}</ref> In 1908 the government authorised for a budget of 150 million lire for final studies for the project and its construction. The approval of the final route of the ''Direttissima'', however, continued to debate until 1911. The project was then approved for a double track line using electric traction, widely spaced stations, 31 tunnels—which alone constitute 37% of the line—and numerous bridges.

	===Construction===		===Construction===

Peter Horn: /* Construction */ 950 mm-gauge → {{Track gauge|950mm|lk=on}} gauge

2019-03-05T05:04:24Z

Construction: 950 mm-gauge → {{Track gauge|950mm|lk=on}} gauge

← Previous revision		Revision as of 05:04, 5 March 2019
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	===Construction===		===Construction===
	Construction lasted from 1913 to 1934, slowed by [[World War I]], economic and political crises and the complexity of the work. The work also often had to be carried out on unstable land and the tunnels had to be built largely through [[clay]] and sand [[schist]]s, which are poor soils for tunnelling due to the instability of the schist and the tendency of clay to swell. Before 18.5 km-long Apennine Tunnel construction could be commenced two temporary ~~950 mm-~~gauge construction railways had to be built from [[Sasso Marconi]] up the Setta Valley to the northern tunnel entrance and from Parato up the Bisenzio Valley to the southern tunnel entrance. An aerial rope way was also built from the northern entrance to carry construction material to a work site built at Cà di Landino above the centre of the tunnel in the town of [[Castiglione dei Pepoli]]; Cà di Landino was connected to work sites in the Apennine Tunnel by two additional tunnels (both over 500 metres long) built at an angle of 27 degree. These preliminary works were completed in 1920 and construction of Apennine Tunnel then commenced, taking another 11 years to be completed. These works were affected by methane gas leaks, which were generally dealt with by controlled explosions, with only four causing serious interruption to the work. On the other hand, a fire set off by blasting led to a serious fire in the wooden timbering used to shore up the tunnel temporarily, which burnt for two and a half months, before it was flooded with water. It took another four and a half months to repair the tunnel, during which the work continued beyond the burnt section, accessed by a by-pass tunnel.<ref name=Mike/>		Construction lasted from 1913 to 1934, slowed by [[World War I]], economic and political crises and the complexity of the work. The work also often had to be carried out on unstable land and the tunnels had to be built largely through [[clay]] and sand [[schist]]s, which are poor soils for tunnelling due to the instability of the schist and the tendency of clay to swell. Before 18.5 km-long Apennine Tunnel construction could be commenced two temporary {{Track gauge\|950mm\|lk=on}} gauge construction railways had to be built from [[Sasso Marconi]] up the Setta Valley to the northern tunnel entrance and from Parato up the Bisenzio Valley to the southern tunnel entrance. An aerial rope way was also built from the northern entrance to carry construction material to a work site built at Cà di Landino above the centre of the tunnel in the town of [[Castiglione dei Pepoli]]; Cà di Landino was connected to work sites in the Apennine Tunnel by two additional tunnels (both over 500 metres long) built at an angle of 27 degree. These preliminary works were completed in 1920 and construction of Apennine Tunnel then commenced, taking another 11 years to be completed. These works were affected by methane gas leaks, which were generally dealt with by controlled explosions, with only four causing serious interruption to the work. On the other hand, a fire set off by blasting led to a serious fire in the wooden timbering used to shore up the tunnel temporarily, which burnt for two and a half months, before it was flooded with water. It took another four and a half months to repair the tunnel, during which the work continued beyond the burnt section, accessed by a by-pass tunnel.<ref name=Mike/>

	97 workers died during the construction of the railway,<ref name=Mike>{{cite web\|url=http://mikes.railhistory.railfan.net/r039.html \|title=Engineering Marvels of the Bologna-Florence ''Direttissima'' Route\|publisher=Mike's Railway History\|accessdate=5 February 2008}}</ref> in particular in the central tunnel, and many of the survivors were afflicted by [[silicosis]]. On the other hand, it revived poor mountain villages whose inhabitants might otherwise have been forced to emigrate. On 22 April 1934 the line finally opened to traffic and revolutionised Italy's transport system, just as the Porrettana railway had done 70 years before.		97 workers died during the construction of the railway,<ref name=Mike>{{cite web\|url=http://mikes.railhistory.railfan.net/r039.html \|title=Engineering Marvels of the Bologna-Florence ''Direttissima'' Route\|publisher=Mike's Railway History\|accessdate=5 February 2008}}</ref> in particular in the central tunnel, and many of the survivors were afflicted by [[silicosis]]. On the other hand, it revived poor mountain villages whose inhabitants might otherwise have been forced to emigrate. On 22 April 1934 the line finally opened to traffic and revolutionised Italy's transport system, just as the Porrettana railway had done 70 years before.

Peter Horn: Undid revision 886261727 by Peter Horn (talk) Not supported

2019-03-05T04:14:08Z

Undid revision 886261727 by Peter Horn (talk) Not supported

← Previous revision		Revision as of 04:14, 5 March 2019
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	===Construction===		===Construction===
	Construction lasted from 1913 to 1934, slowed by [[World War I]], economic and political crises and the complexity of the work. The work also often had to be carried out on unstable land and the tunnels had to be built largely through [[clay]] and sand [[schist]]s, which are poor soils for tunnelling due to the instability of the schist and the tendency of clay to swell. Before 18.5 km-long Apennine Tunnel construction could be commenced two temporary ~~{{Track gauge\|~~950\|mm~~\|lk=on}}~~ gauge construction railways had to be built from [[Sasso Marconi]] up the Setta Valley to the northern tunnel entrance and from Parato up the Bisenzio Valley to the southern tunnel entrance. An aerial rope way was also built from the northern entrance to carry construction material to a work site built at Cà di Landino above the centre of the tunnel in the town of [[Castiglione dei Pepoli]]; Cà di Landino was connected to work sites in the Apennine Tunnel by two additional tunnels (both over 500 metres long) built at an angle of 27 degree. These preliminary works were completed in 1920 and construction of Apennine Tunnel then commenced, taking another 11 years to be completed. These works were affected by methane gas leaks, which were generally dealt with by controlled explosions, with only four causing serious interruption to the work. On the other hand, a fire set off by blasting led to a serious fire in the wooden timbering used to shore up the tunnel temporarily, which burnt for two and a half months, before it was flooded with water. It took another four and a half months to repair the tunnel, during which the work continued beyond the burnt section, accessed by a by-pass tunnel.<ref name=Mike/>		Construction lasted from 1913 to 1934, slowed by [[World War I]], economic and political crises and the complexity of the work. The work also often had to be carried out on unstable land and the tunnels had to be built largely through [[clay]] and sand [[schist]]s, which are poor soils for tunnelling due to the instability of the schist and the tendency of clay to swell. Before 18.5 km-long Apennine Tunnel construction could be commenced two temporary 950 mm-gauge construction railways had to be built from [[Sasso Marconi]] up the Setta Valley to the northern tunnel entrance and from Parato up the Bisenzio Valley to the southern tunnel entrance. An aerial rope way was also built from the northern entrance to carry construction material to a work site built at Cà di Landino above the centre of the tunnel in the town of [[Castiglione dei Pepoli]]; Cà di Landino was connected to work sites in the Apennine Tunnel by two additional tunnels (both over 500 metres long) built at an angle of 27 degree. These preliminary works were completed in 1920 and construction of Apennine Tunnel then commenced, taking another 11 years to be completed. These works were affected by methane gas leaks, which were generally dealt with by controlled explosions, with only four causing serious interruption to the work. On the other hand, a fire set off by blasting led to a serious fire in the wooden timbering used to shore up the tunnel temporarily, which burnt for two and a half months, before it was flooded with water. It took another four and a half months to repair the tunnel, during which the work continued beyond the burnt section, accessed by a by-pass tunnel.<ref name=Mike/>

	97 workers died during the construction of the railway,<ref name=Mike>{{cite web\|url=http://mikes.railhistory.railfan.net/r039.html \|title=Engineering Marvels of the Bologna-Florence ''Direttissima'' Route\|publisher=Mike's Railway History\|accessdate=5 February 2008}}</ref> in particular in the central tunnel, and many of the survivors were afflicted by [[silicosis]]. On the other hand, it revived poor mountain villages whose inhabitants might otherwise have been forced to emigrate. On 22 April 1934 the line finally opened to traffic and revolutionised Italy's transport system, just as the Porrettana railway had done 70 years before.		97 workers died during the construction of the railway,<ref name=Mike>{{cite web\|url=http://mikes.railhistory.railfan.net/r039.html \|title=Engineering Marvels of the Bologna-Florence ''Direttissima'' Route\|publisher=Mike's Railway History\|accessdate=5 February 2008}}</ref> in particular in the central tunnel, and many of the survivors were afflicted by [[silicosis]]. On the other hand, it revived poor mountain villages whose inhabitants might otherwise have been forced to emigrate. On 22 April 1934 the line finally opened to traffic and revolutionised Italy's transport system, just as the Porrettana railway had done 70 years before.

Peter Horn: /* Construction */ 950 mm-gauge → {{Track gauge|950|mm|lk=on}} gauge

2019-03-05T04:13:00Z

Construction: 950 mm-gauge → {{Track gauge|950|mm|lk=on}} gauge

← Previous revision		Revision as of 04:13, 5 March 2019
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	===Construction===		===Construction===
	Construction lasted from 1913 to 1934, slowed by [[World War I]], economic and political crises and the complexity of the work. The work also often had to be carried out on unstable land and the tunnels had to be built largely through [[clay]] and sand [[schist]]s, which are poor soils for tunnelling due to the instability of the schist and the tendency of clay to swell. Before 18.5 km-long Apennine Tunnel construction could be commenced two temporary 950~~ ~~mm-gauge construction railways had to be built from [[Sasso Marconi]] up the Setta Valley to the northern tunnel entrance and from Parato up the Bisenzio Valley to the southern tunnel entrance. An aerial rope way was also built from the northern entrance to carry construction material to a work site built at Cà di Landino above the centre of the tunnel in the town of [[Castiglione dei Pepoli]]; Cà di Landino was connected to work sites in the Apennine Tunnel by two additional tunnels (both over 500 metres long) built at an angle of 27 degree. These preliminary works were completed in 1920 and construction of Apennine Tunnel then commenced, taking another 11 years to be completed. These works were affected by methane gas leaks, which were generally dealt with by controlled explosions, with only four causing serious interruption to the work. On the other hand, a fire set off by blasting led to a serious fire in the wooden timbering used to shore up the tunnel temporarily, which burnt for two and a half months, before it was flooded with water. It took another four and a half months to repair the tunnel, during which the work continued beyond the burnt section, accessed by a by-pass tunnel.<ref name=Mike/>		Construction lasted from 1913 to 1934, slowed by [[World War I]], economic and political crises and the complexity of the work. The work also often had to be carried out on unstable land and the tunnels had to be built largely through [[clay]] and sand [[schist]]s, which are poor soils for tunnelling due to the instability of the schist and the tendency of clay to swell. Before 18.5 km-long Apennine Tunnel construction could be commenced two temporary {{Track gauge\|950\|mm\|lk=on}} gauge construction railways had to be built from [[Sasso Marconi]] up the Setta Valley to the northern tunnel entrance and from Parato up the Bisenzio Valley to the southern tunnel entrance. An aerial rope way was also built from the northern entrance to carry construction material to a work site built at Cà di Landino above the centre of the tunnel in the town of [[Castiglione dei Pepoli]]; Cà di Landino was connected to work sites in the Apennine Tunnel by two additional tunnels (both over 500 metres long) built at an angle of 27 degree. These preliminary works were completed in 1920 and construction of Apennine Tunnel then commenced, taking another 11 years to be completed. These works were affected by methane gas leaks, which were generally dealt with by controlled explosions, with only four causing serious interruption to the work. On the other hand, a fire set off by blasting led to a serious fire in the wooden timbering used to shore up the tunnel temporarily, which burnt for two and a half months, before it was flooded with water. It took another four and a half months to repair the tunnel, during which the work continued beyond the burnt section, accessed by a by-pass tunnel.<ref name=Mike/>

	97 workers died during the construction of the railway,<ref name=Mike>{{cite web\|url=http://mikes.railhistory.railfan.net/r039.html \|title=Engineering Marvels of the Bologna-Florence ''Direttissima'' Route\|publisher=Mike's Railway History\|accessdate=5 February 2008}}</ref> in particular in the central tunnel, and many of the survivors were afflicted by [[silicosis]]. On the other hand, it revived poor mountain villages whose inhabitants might otherwise have been forced to emigrate. On 22 April 1934 the line finally opened to traffic and revolutionised Italy's transport system, just as the Porrettana railway had done 70 years before.		97 workers died during the construction of the railway,<ref name=Mike>{{cite web\|url=http://mikes.railhistory.railfan.net/r039.html \|title=Engineering Marvels of the Bologna-Florence ''Direttissima'' Route\|publisher=Mike's Railway History\|accessdate=5 February 2008}}</ref> in particular in the central tunnel, and many of the survivors were afflicted by [[silicosis]]. On the other hand, it revived poor mountain villages whose inhabitants might otherwise have been forced to emigrate. On 22 April 1934 the line finally opened to traffic and revolutionised Italy's transport system, just as the Porrettana railway had done 70 years before.

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 | native_name                     = Linea ferroviaria Bologna–Firenze
 | native_name_lang                = it
 | status                          = Operational
 | map                             = {{Bologna–Florence railway diagram}}
 | map_state                       = collapsed