Innsbruck bypass

47.282077111.5413597Koordinaten: called 47 ° 16 ' 55 "N, 11 ° 32' 29" O The Innsbruck by-pass, also freight train bypass Innsbruck, is a 14.853 km long, double-track and electrified main line in Austria. It leads in Tirol past the provincial capital of Innsbruck and connects the Unterinntalbahn with the Brenner railway. The opening of the line on May 29, 1994. The route is part of the core network of the Austrian Federal Railways ( ÖBB).

The Innsbruck by-pass, which is part of the railway axis Berlin- Palermo, was erected on the one hand to increase the capacity of the railway lines and on the other hand, for reasons of noise reduction to reduce freight train rides through the Innsbruck city. Total construction costs were estimated at around 211 million euros.

Remarkably, built the German Reichsbahn during the Second World War in 1944, a local bypass the Innsbruck main train station, which was demolished in 1945 again.

Main components of the bypass Innsbruck

• The grade separated junction structure Fritz -Wattens 2,
• The 488 m long Innbrücke,
• The 12,696 m long Inntaltunnel and
• The diversion Innsbruck 1

Facilities

Branch building Fritz -Wattens 2

The branch building Fritz -Wattens 2 is situated Kufstein -Innsbruck Hbf ( Unterinntalbahn ) near the stop Volders Tree Churches in 60.980 kilometers of track. The building was designed in such a way that the trains there-level free from and einzweigen can. The tracks of Innsbruck by-pass here run between those of the Lower Inn Valley Railway. The two main lines of the bypass will be performed on the main track 1 of Unterinntalbahn. For the Unterinntalbahn About a control center has been integrated into the branch. The stage is equipped with radii of 1,200 m, which allow driving without speed loss. Furthermore, the new high -capacity line, which is currently being built as part of the planned expansion of its four-track Unterinntalbahn will open out after its completion directly to this link building ( also inside), allowing a direct passage through without platform changes. The Innsbruck by-pass is so to speak, to extend the high speed line.

Innbrücke

The Inn Bridge is a 488 m long bridge made ​​of prestressed concrete trough. They crossed the Inn and the Inn valley motorway A12 and leads to immediately adjoining the north portal of the tunnel Inn Valley. The side walls of the trough bridge were pulled static reasons to 220 cm above the top of rail. The interior walls were equipped with special cartridges that absorb the rail traffic noise. The construction of the bridge was consuming, because to maintain the minimum clearance height of 4.20 m had to be concrete, which over the Inn valley motorway leading, 52 m long and 2,800 -ton bridge span in higher lying position and lowered by degradation of the formwork to the end position. Because of their special oval shape - even the catenary poles are arranged ovate - the bridge popularly called " Sautrog ".

Inntaltunnel

The Inntaltunnel is a two-pronged 12.696 km long railway tunnel between the Inn Valley and the Wipptal in Tyrol. He was replaced as the longest railway tunnel in Austria in December 2012 from the tunnel Radfeld- Jenbach.

Construction of the Inn Valley tunnel in September 1989. The construction was driven by both sides simultaneously. On 12 December 1992, the tunnel was broken through. The building was completed in July 1993. According to the laying of the tracks, the production of the overhead line and the underwriting facilities of the tunnel into operation on 29 May 1994. The tunnel was built by the New Austrian Tunnelling Method. The tunnel is in contrast to other new tunnel is not equipped with a solid track, but with conventional ballast track and concrete sleepers.

The excavated cross-section without invert arch was 95 m², 108 m² floor vault. The track spacing corresponds to 4.70 m that of high -speed routes.

Approximately in the middle of the tunnel over- control center was built at kilometer 9,966. However, these may be used for safety reasons only in the case of civil works and in case of malfunctions by special arrangement. The front and behind both sections 13 (km 4.174 ) and Fritz -Wattens divided 15 ( 13,242 km ) to increase the permeability of the self- block locations Fritz -Wattens.

Immediately after the course of the control center About Fritz -Wattens 14, a tunnel was driven in direction of travel left, can be connected with two tracks on the planned Brenner Base Tunnel on the later. It only requires the installation of the required course in the existing main lines is required. The cover signals the opposite direction were therefore already erected at a distance of approximately 700 m from the existing switches. The catenary system was also prepared in the way that a connection of the link is possible without extensive remodeling.

In addition to the southern portal of the tunnel Inn Valley at Gärberbach and Vill a tunnel rescue place was built. The approximately 1200 square feet of space used for parking of rescue and recovery vehicles. In the event of an incident which also established there operations center may at any time be put into operation. The portal fire departments Hall in Tirol, Tulfes Volders and were equipped for tunnel rescue of the ÖBB with special vehicles and equipment. In Innsbruck Hauptbahnhof its own Tunnelrettungszug is stationed, which must be within 30 minutes for departure at the latest. Of the local fire brigade has been criticized that the tunnel was not equipped with a water supply line.

Diversion Innsbruck 1

After a short free- route the Innsbruck by-pass opens into the Brenner railway track in 79.646 kilometers. The branch was equipped with eight points and designed so that freight trains of both directions of travel can turn on and branch off simultaneously and without loss of speed.

Operation

The Inntaltunnel is fully equipped with all officially required rescue facilities and the operating permit has been issued for all types of trains, including passenger trains. However, all regular passenger trains continue to hold in Innsbruck Hbf, which rules with a biking the bypass Innsbruck. Often, the new line of trains of accompanied combined transport is busy.

The entire route is equipped for the way working. To distinguish the main lines of the Lower Inn Valley Railway and the Brenner railway tracks of the Innsbruck bypass were designated 3 and 4. The control track is right.

With the exception of the branch Fritz -Wattens 2 the entire distance from the central interlocking Innsbruck is remote and after completion of the operation remote control center ( BFZ ) Innsbruck integrated ( under construction) in this.

As the Innsbruck by-pass opens into the Brenner railway, has the inclinations of up to 25 ‰, almost all freight trains with biasing or Nachschiebelokomotiven must be strengthened. These are usually already added to the North Terminal or Wörgl Hbf from the station to the gondola.

Since the shunting yard Hall in Tirol has no direct connection to the track, have freight trains, which are manipulated in Hall, continue to use the original route of the Lower Inn Valley Railway.

Trivia

On the occasion of the running of the pageant 18341, there was an embarrassing faux pas. Transport Minister Viktor Klima it did not take themselves telegenic to set while the train is traveling at the speed control of Brennerlok 1822,005. He drove the " stop" signal displayed cover the junction Innsbruck Hbf 1 over. After the driver was also distracted by the general hype in the cab of the locomotive, the driving at low speed opening move came only through it was Indusi emergency brake shortly after the signal to stop. The embarrassment was exploited accordingly in the press.