How Far Should A Coffee Table Be From The Sofa

65) street in the middle ages

the road in the middle ages ...

.. some of it is in today's maps still recognizable, but especially the time before the construction of the city wall, is poorly understood and difficult to determined ..

.. .. and yet, some old connections can be seen even today .. has

.. Smiley therefore saddled Rocinante .. and will once again dare to ride the old tracks in the past ..

In the 1986 book, "Mühlhausen - Thomas Munzer-city" by Gunther and Korf, a floor plan of the medieval City presented corresponds to that of the road almost to the present state ..
.. But what was before the construction of the walls?

one can even find older streets and demonstrate connections and ..?

The deserving local historian Rolf Aulepp had published in the Mühlhäuser posts an article on the medieval roads in the district of Mulhouse, which also contained valuable information for further investigation.

Mühlhausen was indeed in the 10th Century Ottonian royal palace as an important center of royal Reichsgutbezirkes.

The course of the old highways is partly determined even more on a map of the area Mühlhäuser from 1854, where leave before separation in 1861, recognize the old dirt roads even the former road.

On this basis also determines Aulepp the former course of the roads in the Middle Ages, with more intimate but again knowledge.
The map below shows the old roads around the city.

One of the main streets was then the old Hessenweg (1), probably first introduced as the high road over the Tonberg to the city .. and then very likely the so-called Emperor Door at the end of the Old Blobachs resulted in the suburbs. From here, probably the first road to the Holy City (2) and the branching off from road to Sambach Dingelstädt (3) and Worboys.
The road to Hüpstedt (4) could first have passed through the oil gap with the older sub-village of bunting, so as to avoid the Unstrut crossing. From the early
Unstrut Ford (F) at the later Wagenstedter bridge, also led a street after bunting, and the important north-south road that came with Reiser at the royal castle Tuttensoda over (4).

The road winds through mountain (5) and forest (6) and the road to the grave, and grains (7) began here at the Unstrut ford.

led to the southeast then the streets of the pity and the giant mountain Inger Berg (8) and the road through the cave Erfurt (9) south to the Thuringian Forest.

The highway in the direction of Eisenach (10) might have resulted from the earlier sub-market on the road Spielberg and Spielberg (the present city of Mountain) in the Bailiwick.

also for the city itself, can be reconstructed, some of the earlier roads. Here are the stages of urban development, as they were identified by Buehner, well-governed been for the former road.

was in the first stage Mühlhausen only from the founding settlement at St.Georgi, the royal court and the royal castle and the market settlement at St.Kiliani.

The old Hessenweg (1) was well as on the trail Tonberg and uses the old Blobach the little plan. From there went it as a road to the castle and very likely the bailey around to the north-south road at St.Georgi.

little plan resulted from the old road (2) of buntings in the north, where they probably first on the west side of the village led to the lower Unstrut of buntings. The old

Road to the Holy City of branched probably already behind the Old Blobach from the later Emperor Door of derStraße to Hesse.
The old north-south road (4) from the Thuringian Forest led to the Erfurt cave on the important Unstrut Ford (F). Here was the first settlement of St.Georgi and later formed the market town of St.Kiliani. The equally important street of the giant Inger (5), which led to Gebesee diverted to the east, from the north-south street in St.Martini.

Behind the Unstrut Ford (F) then the highways leading north and northeast (3).

from the north-south road branched St.Kiliani comfortable with the road in the South West (6), which probably carried out the present term Spielberg road to the Bailiwick and then in the direction of Eisenach.

With the formation of the Old Town in St.Blasius Church created a new situation. At the church with the lower market now crossed a new road to the market, coming from the north-south road at St.Martini, the old town about today's Rose Street (7) for limestone (now Schützenberg) and from there through the Pfafferöder cave to the Hessenweg Tonberg led.

created The third stage of urban development again a new situation.

West the old town was the north and the New Town district Jakobi with the royal church of St. Mary.

Now the old Hessenweg resulted directly from the mountain to protect New City (8) and the new road layout makes the supposed "via triumphalis" in the new town is very likely.

Probably at the end of the 12th Century is likely the bailey of the royal palace, whose exact location is still unclear, be absorbed into the urban area, where now some of the Feudalhöfe ministeriales the development.

It is striking that the City Hall site is located at the interface between the old town, and St.Jakobi derNeustadt.

The city was indeed property of the king and was by his servants - the ministeriales - managed and protected.

These people had next to their service in a fief Reichsgutbezirk major farms in the city, some of which were then in the possession of the surrounding monasteries.

An important place was probably one of the alleged City Hall predecessor. Probably this was the administrative headquarters of an important royal

service man (mayor, prefect, etc.)

The Town Hall was the predecessor to the 12th and 13 Century in the trigonometric classification of other buildings of the city used.

Almost all Feudalhöfe in the city have disappeared, only yards from the monastery, there are several eye witnesses.

The construction of the inner city wall early 13 Century created the basis for the still largely preserved streets.

first by the four main gates - Frauentor, Görmartor, Erfurt score and FelchtaerTor - led now the streets in all directions.

The gate was probably at first only as a close access to the kingdom in 1256 destroyed the castle and Pfortentor and Neupfortentor were originally only had small doors.

The outer city wall built in the mid-14th Century 9 outer gates and access roads are developed in the suburbs of the free imperial city.

until the 19th Century created new Chausee then, however, some of which used the old routes. The separation in 1861, then many of the old layout help disappeared around the city.

The city developed very late 19th Century leaps and bounds and emerged in front of the old suburbs and many new roads.

Sunday., Smiley comes from the world of assumptions and hypotheses back into the present. This Article should identify ways to make .. the course of the old streets seen, probably .. that could be substantiated by scientific work, perhaps.
..

Cervix Position When Starting Period

64) 140 years of railways in Mühlhausen

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On October 3


we celebrate not only 20 years of German unity ... but Smiley has also discovered that on that day the railway Gotha - Mulhouse - Leinefelde is exactly 140 years old. The
Mühlhäuser railway historian Günter Fromm several railways in Thuringia described. Part of the following information related to these descriptions. had


thoughts on an east-west connection existed in Prussia before 1840, because here was one of a compound on the western Prussian areas (Rhine Province) very interested.
In 1840 there were then three options for a connection between Halle and Kassel, where the rest of the rail network could be achieved.
The medium variant of Mulhouse but was dropped in favor of the Southern variety. This line then touched besides Erfurt especially the Thuringian royal seats and was the Thuringian Railway Company (TheG) 1846/47 opened. The North
version came as a hall-Kassel Railway until 1865-67.

incurred after completion of North-variant multiple connection paths.
- 1889, the Erfurt-Nordhausen.
- 1870 the railroad Gotha-Mulhouse Leinefelde .. and
- 1881 Erfurt-Sangerhausen and
- 1881 Cannon Route Leinefelde-Eschwege-Niederhone. Later
created several branch lines, of which here are only the railways in the area Mühlhäuser shown.

on the railway Gotha-Mulhouse Leinefelde were initially provided only the following stations:
Gotha - Gotha - Langensalza - Großengottern - Mulhouse - Dachrieden - Dingelstädt - Leinefelde.
On 16/04/1870 the route Gotha - Mühlhausen officially put into operation until 03/10/1870 the rest of the way of Mulhouse after Leinefelde.
When the Thuringian railway company was then nationalized arrived at the track add additional stations and stops:
Gotha Ost - 1893, Bufleben - 1890, Eckardt life - 1894, Schönstedt - 1891, Seebach - 1887, Breitenbich - 1908 Birkungen - 1896th


1867 started the construction work, with many workers were used in East Prussia and the Warta country.
The track had to overcome some significant heights.
There are the most important railway stations following altitude: -307 m
Gotha, Langensalza - 207 m, Mulhouse - 202 m, Silberhausen - 380 m, Leinefelde - 339 m.

The opening of the line to Gotha in April 1870 was the Prussian military in handy, as early as July 1870, the soldiers of the garrison Mühlhäuser at the border to France were laid. The Franco-German War of 1870-71 had broken out.
came In October 1870 then the first 74 wounded by train, located on the mountain and shooting at the mountain town were. The more than 1,000 French prisoners of war who arrived in December with the car, were placed in the garrison house at Bastmarkt and in the indoor arena.

But also brought to the general passenger and freight rail
the new major advantages. On north and south connections now, the railways throughout Germany will be reached.
1871 were already transported 311 076 persons and 20 132 head of cattle. In addition, 13 873 and 1,907,797 hundredweight hundredweight of luggage goods (coal, wood, potatoes, etc., etc.)
profitable in the branch line Gotha - Leinefelde but not so that the acquisition of the entire TheG by Prussian State Railways in 1882, no resistance was applied to counter.

The delayed start of the trail Mühlhausen - Leinefelde resulted from the difficulties in overcoming the Unstrut Tales from Reiser. Here spanned two large steel girder bridges the deep cut.
made the case AGAINST the bridge, but later defects to the camps again noticed, that she had to be replaced in 1906/07 by the later arched viaduct.

first three locomotives were the TheG Henschel & Sohn of Kassel in the use of the names "Langensalza", "Mühlhausen" and "Leinefelde" received.
Thereafter, the Prussian pr P 1 and P 3 is used, then the pr of the P were removed 8 (later the class 38). The pr
G 3 (pictured at the station Mühlhausen) were used mainly for freight.


in 1881 the range of "Cannon Route put into operation, which should allow uninterrupted movement of trains from Berlin to Alsace-Lorraine.
Partly, using existing railway facilities and supplemented by new lines, it was in part two tracks primarily a military point of
emerged after 1918 and therefore had to partially degraded again be.
particularly on the route between Dingelstädt and Eschwege had several major bridges and tunnels are built to cope with the difficult terrain.











1897 was Ebeleben Mulhouse Railway (MEE) opened as a private railway in the Berlin firm Lenz & Co. She put on
Ebeleben the connection to Erfurt - her Nordhausen and shortening some cruises in the East.
along the route were the stations or stops Mühlhausen - Bollstedt - Grave - grains - grains Austria - Schlotheim - Mehrstedt - Rockensußra and Ebeleben.





In Mühlhausen had the first MEE its own train station, lying on the east side of the station of the Prussian State Railway and a pedestrian tunnel was reached.
until the construction of the railway to the port Treffurt was integrated into the station after Ebeleben Mühlhausen, but still had its own platform.


reasons of access to the other existing railways, was the little train without recourse to a narrow gauge railway and the Track to standard gauge built.
Since the MEE was predominantly in Nottertal were several steel girder bridges, become necessary that crossed the creek.
Schlotheim developed since the connection to the MEA to a small industrial town, especially where the rope and belting manufacturing took center stage.



In 1900 the Mühlhäuser station was the gateway to the world. Soon after 1870, emerged in the new Bahnhofsvuertel new roads, often repäsentatiben buildings. However, new factories were built here in the train station nearby, because apart from the passenger and the freight had grown stronger with the railroad.

1906/07, the existing steel girder bridge in Reiser's Valley Viaduct replaced by a new single lancet.








1911 was the official opening of the railway Mühlhausen - Treffurt that had to with the crossing of the Hainich handle a large height difference.
on nearly 32 km stretch of the track with 202 m height for Mulhouse Heyerode with 428 m and then increased at Treffurt in Werratal at 176 m altitude to land.
following stations and stops were at DERS trek:
Mühlhausen - Oberdorla - Langula - Heyerode - Diedorf - Wendhausen - Norman Stone - Field Mill and Treffurt.

From 1908 to 1911 the Bahnhof Mühlhausen thoroughly expanded and rebuilt. At the stone house now train, the trains were to and from Treffurt and on the middle platform the trains from Gotha and Leinefelde.
The railway to Schlotheim Ebeleben and was now integrated into the station and had its own platform, like the central platform was reached by a pedestrian tunnel.



led The route to Treffurt Inger at the giant mountain by a deep incision on a picturesque pedestrian bridge led.
The Earth from here was used in the Bodylift the railway station premises.
While the train against the giant Ingersoll drove over a bridge they were crossing at the end of a road bridge.




Oberdorla - the largest in the Bailiwick - had with his connection to the new track also gained importance. , With new factories and agricultural products, and the wood from the nearby Hainich, could now be transported better.




also Heyerode , always with a high Antil of craftsmen and home workers, benefited from the new railway. Many residents also went to town to work there.
The beautiful surroundings but also attracted many Mühlhäuser ago here, where the boundary lies to the station house who invited you to stop.




In Treffurt the "Vogt eggs Train" had then following the Werra Valley Railway, by Schwebda in Eschwege to Warton on course Eisenach - led Gerstungen.
particularly Treffurt with Norman Stone was a favorite target of Mühlhäuser and the connection to Eschwege was a popular venue.



The Mühlhäuser Station was now an important railway junction.
held at the beautifully designed space station, the trams of the Lower Town and Upper Town Line, with which one could drive to the White House on urban forest.
Even the station had received a new face. The entrance area had been increased.




On the eve of the 1st World War II was the construction of new railway completed in mühlhäuserGebiet extent.
1913 was still the Obereichsfeld-train (OEK) between Silberhausen and Hüpstedt been built, whose main target was actually the two potash mining shafts at Hüpstedt, the 1909 emerged.
The 1901 opened Greußen-Ebeleben-Keula Railroad (CPCE) actually had the potash mining shafts of Menteroda goal.









in 1914, the railway then used increasingly for the military. The soldiers of the garrison went to the front on 8 August and in September came the first 74 wounded by train. Total
were transported in the first year of the war over 4,000 troops by rail to or from Mulhouse.
1915, then 2000 again about the man went with derBahn to the front. But also wounded were now more and more here and were distributed to the numerous emergency hospital.


end of the war brought not only the 1918/19 return of the soldiers and wounded, but substantial cuts in the economy.







The potash mining shafts at Hüpstedt were shut down in 1924, but the small car to Hüpstedt was then to 1947.

Mühlhausen In several industrial railway connections had formed.
Thus, the connection of the worsted spinning to the gas works in the Thomas Munzer Street.

From industrial station at turning military - where cars were made based loading and unloading ready - a track leading to the premises in today Naumann road, a port that was even expanded in the communist era until near the Ammer's Highway .

In the thirties, expanded the station again.

met Now here the different locomotive types.

Thus pr P 8 (later the class 38th ..) the main route and the locomotives of the pr T 14 (BR 93) and pr T 16 (Class 94) on the line to Treffurt. The MEU had dan still partly own locomotive types in use. Besides the preuischen Abteilwagenm found above all as "thunder boxes" marked through car use.

1935 drove even a regularly scheduled express train to Mulhouse, and although the train Wesermünde - Hannover-Eichenberg - Leinefelde - Mulhouse - Erfurt - Saalfeld - and back

addition, there was an express train connection from Chemnitz to Kassel and back on the track and Mühlhausen Gotha - Mühlhausen wrong time for many years to battery power cars of the German Railways.

The second World War II were from 1939 both the D-train, as well as the fast train connections from Mühlhausen set.

was re-used the station primarily for military transports, but had in recent years of the war not suffered direct Bombensngriffen. A stray bomb hit

the air-raid-slit trench next to the train station, where there were many deaths and in the last days before the American invasion, attacking fighter planes to the railway property with guns.

The Personenverkahr had then been 1944/45 limited. "Wheels must roll for victory," was now everywhere in the stations and Locomotives and wagons.

The population limited the rail journeys anyway one that came On most routes there are always more air attacks with guns and bombs.

Again and again had to be shut down whole sections because tracks and bridges were destroyed.

1945 was the first time then rest on most stations. Many routes were non-navigable, locomotives and cars were destroyed or badly damaged.

The Unstrut bridge north of the station exit to lead the field had been blown up and was replaced by a temporary bridge was
The Personenverehr First, some with damaged cars or wagons performed, which were then so crowded that many passengers on the roofs, the running boards and bumpers of the cars on the place searched.

only gradually, the railway returned to normal and was then expanded as planned in the Soviet Zone and the GDR.

long time, then here the steam locomotives and only in the predominantly Siebziegern years, more and more diesel engines and used on the few electrified Strecher and electric locomotives.

on the minor roads were particularly the light rail cars - because of the use in rural Area as "piglets tax" means - the specific operation. But the express train Leinefelde - Erfurt was composed of these cars.

1968 ga it then here are the first closures. The route to Treffurt had already soon Wendhausen terminus, since a portion of the field mill by "the West" led.

then drove the car just drove up and Heyerode 1968 then also the last scheduled train.




The Maps of Erfurt railroad administration - was one of the Mulhouse - then at the age of Border and west to "the West" could anyway - if any - would in exceptional cases.

The railroad was in East Germany but were preserved remains of the main modes of transport and numerous secondary roads yet.

In the eighties the station to Mühlhausen expanded container yard, which should cover the increased
trucking.

should still remain the most important rail transport.

now moved The BR 112 also gave more and more of the double-deck cars Reichsbahn.Dampflokomotiven now no more. Only for some traditional circuits in resin, Erzgebirge and the Baltic Sea could still take the steam train.

showed with the turn off 1990 again a change. Passenger and freight traffic shifted increasingly to the streets, which have now been extensively renovated.

Also, the rail network was restored, but it also reduces free radical.

The stations were indeed a better look, but at the same time have been granted facilities such as waiting rooms, restaurants Mitropa, Toilets etc., or were omitted altogether.

1997 - exactly 100 years after its start-up - then fell off the road to vent home.

Here were the tracks removed and station buildings have been used elsewhere in subsequent years or rotten.

now drove through Mulhouse, the light rail car of Erfurt industrial railway (EIB) from Erfurt to Kassel, and the tilting trains of the regional trains of the DB from Chemnitz to Göttingen.

The lines and stations were modernized, but gave the man with the red cap is no longer there ... and otherwise is missing some of what was formerly the station.

Today, the trains run on electronically controlled railway tracks and the passengers buy their tickets from automated machines.

The once so popular route Gotha - Mulhouse - Leinefelde is just still used as a feeder to the main routes.

Freight transport is, however, completely disappeared from the station Mühlhäuser. Goods shed, container cranes and tracks were removed and the signal boxes today needs no more.

Well .., Smiley provides a yes, that the progress and profitability of other assumptions set ...., but the romance of the railway in recent years had been what it all ...