Innsbruck bypass

from Wikipedia, the free encyclopedia
Fritzens-Wattens junction 2 – Innsbruck junction 1
South portal of the Inntal tunnel at the confluence with the Brennerbahn
South portal of the Inntal tunnel at the confluence with the Brennerbahn
Route number (ÖBB) : 305 01
Route length: 14.853 km
Gauge : 1435 mm ( standard gauge )
Network category : A.
Power system : 15 kV 16.7 Hz  ~
Maximum slope : 9  ‰
Top speed: 160 km / h
Legend
   
 New Lower Inn Valley Railway from Wörgl
   
 Lower Inn Valley Railway from Wörgl
Blockstelle, Awanst, Anst etc.
 0.561 Fritzens-Wattens junction 2 (L 558 m)
   
 Lower Inn Valley Railway to Innsbruck
   
 1.9 Inn bridge (L 488 m) ⊙
   
 2.1 Inntal motorway A 12
   
 2,315 Inntal tunnel north portal (L 12.696 km) ⊙ 571  m
   
 4.174 Sbl Fritzens-Wattens 13
   
 9,966 Üst Fritzens-Wattens 14
   
 10,050 to the Brenner Base Tunnel (prepared)
   
 13,242 Sbl Fritzens-Wattens 15th
   
 14.7 Brenner motorway A 13
   
 15.011 Inntal tunnel south portal ⊙ 667  m
   
 Brenner railway from Innsbruck
Blockstelle, Awanst, Anst etc.
 15,414 Innsbruck junction 1 (L 716 m)
   
 Brenner train to Verona

Coordinates: 47 ° 16 '55.5 "  N , 11 ° 32' 28.9"  E

The Innsbruck bypass , also officially known as the Innsbruck southern bypass (E330a) and Innsbruck freight train bypass , is an approximately 15.4 km long double-track electrified main line in Austria . It essentially runs in a tunnel ( Inntal Tunnel ) past the Tyrolean capital Innsbruck and connects the Lower Inn Valley Railway with the Brenner Railway . The line, opened in 1994, is part of the core network of the Austrian Federal Railways  (ÖBB), and with about 2/3 of its length it will also form one of two northern entrances to the Brenner Base Tunnel.

History and function

In 1944 a bypass of the Innsbruck main station was built for the first time, but it was removed again in 1945.

The Innsbruck bypass was built on the one hand to increase the capacity of freight traffic and on the other hand to reduce the noise pollution caused by freight train journeys in the Innsbruck city area. The total construction costs were given as around 211 million euros.

The route was opened on May 29, 1994.

This bypass will be included in the planned Berlin-Palermo railway axis , in whose Brenner base tunnel the Inntal tunnel will be introduced in the future: The Brenner base tunnel will have a second branch on its north side, starting in Innsbruck, which means that long-distance trains Berlin-Palermo will also pass and stop at Innsbruck main station can. As before, mainly freight trains are routed past the city through the Inntal Tunnel.

Investments

Main components of the Innsbruck bypass (in the direction of the Inn valley → Brenner):

  • Level-free branch structure from the Lower Inn Valley Railway (Fritzens-Wattens 2),
  • 488 m long Inn Bridge,
  • 12,696 m long Inn Valley tunnel,
  • Connection to the Brennerbahn (junction Innsbruck 1)

Junction structure Fritzens-Wattens 2

The Fritzens-Wattens 2 branch structure is located at kilometer 60.980 on the Kufstein - Innsbruck Hbf (Unterinntalbahn) line near the Volders - Baumkirchen stop . The structure was laid out in such a way that the trains can branch off and off there at no level. The tracks of the Innsbruck bypass run between those of the Lower Inn Valley Railway. The two tracks of the bypass are led over track 1 of the Lower Inn Valley Railway. A transfer point has been integrated into the junction for the Lower Inn Valley Railway . The switches are equipped with a radius of 1,200 m, which allow them to be driven on without loss of speed. Furthermore, the new high-performance line , which was built in the course of the four-track expansion of the Lower Inn Valley Railway, flows directly into this linking structure (also on the inside), which allows direct passage without changing track. The Innsbruck bypass becomes, so to speak, an extension of the high-performance route.

View from the northern portal of the Inntal Tunnel to the Inn Bridge

Inn Bridge

The Inn Bridge is a 488 m long trough bridge made of prestressed concrete . It crosses the Inn and the A12 Inntal autobahn and leads to the immediately adjacent north portal of the Inntal tunnel. For structural reasons, the side walls of the trough bridge were raised up to 220 cm above the top edge of the rails. The inner walls were equipped with special cassettes that absorb the noise of the rail traffic. The construction of the bridge was complex, because in order to maintain the minimum clearance height of 4.20 m, the 52 m long and 2,800 tonnes heavy bridge span leading over the Inntal motorway had to be concreted in a higher position and lowered to its final position after the formwork had been removed. Because of its special oval shape - even the catenary masts are arranged in an egg shape - the bridge is popularly known as the "Sautrog".

Inntal tunnel

The Inntal Tunnel is a double-track 12.696 km long railway tunnel between the Inntal and the Wipptal in Tyrol . In December 2012 it was replaced by the Munster Tunnel as Austria's longest railway tunnel .

Construction of the Inntal Tunnel began in September 1989. Construction was pushed forward by both sides at the same time. The tunnel was breached on December 12, 1992. The structural completion was in July 1993. After the laying of the superstructure, the production of the overhead line and the safety equipment of the tunnel, operations started on May 29, 1994. The tunnel was built according to the New Austrian Tunneling Method . In contrast to other new construction tunnels, the tunnel is not equipped with a slab track , but with a conventional ballast superstructure and concrete sleepers .

The excavated cross-section without the base vault was 95 m², with the base vault 108 m². At 4.70 m, the track spacing corresponds to that of high-speed lines.

The Innsbruck bypass connects the Lower Inn Valley Railway with the Brennerbahn

A transfer point was built roughly in the middle of the tunnel at 9.966 kilometers. For safety reasons, however, this may only be used in the event of construction work and operational disruptions according to a separate arrangement. The two sections of the route in front of and behind are subdivided with the self-blocking points Fritzens-Wattens 13 (km 4.174) and Fritzens-Wattens 15 (km 13.242) to increase permeability.

Immediately after the points at the Fritzens-Wattens 14 transfer point, a tunnel was driven on the left in the direction of travel , via which two tracks would later be connected to the planned Brenner base tunnel . Since the new planning provides for a two-tube base tunnel, this prepared junction cannot be used; instead there will now be an elaborate junction with several branches. The cover signals for the opposite direction have also already been set up, and the catenary system was also constructed in such a way that the connection line could have been connected without extensive reconstruction work.

Operations center and rescue center

A tunnel rescue area was built next to the south portal of the Inntal tunnel at Gärberbach and Vill . The approximately 1200 m² area is used to park rescue and recovery vehicles. In the event of an incident, the operations center that is also set up there can be put into operation at any time. The portal fire brigades Hall in Tirol , Tulfes and Volders were equipped by the ÖBB with special vehicles and equipment for tunnel rescue. A tunnel rescue train is stationed at Innsbruck main station , which must be ready to depart within 30 minutes at the latest. The local fire brigades complained that the tunnel was not equipped with a fire water pipe.

For the burner base tunnel is at Egerdach the access tunnel Ampass planned (Portal situation in the operation reverse Inntalautobahn), which will serve as stadtnah conveniently connected rescue tunnel. Between July 14th and September 3rd, 2018 the Brenner Railway near Innsbruck Süd was closed, during this period the Innsbruck bypass was integrated into the Brenner Base Tunnel.

Innsbruck junction 1

After a short open-air stretch, the Innsbruck bypass joins the Brenner Railway at km 79.646. The junction was equipped with eight points and designed so that freight trains in both directions can enter and exit at the same time and without loss of speed.

business

The Inntal Tunnel is fully equipped with all officially required rescue facilities and the operating license has been issued for all types of trains, including passenger trains. However, all regular passenger trains continue to stop at Innsbruck Hbf, which is not possible with the Innsbruck bypass. The new line is often used by accompanied combined transport trains.

The entire route is equipped for track changing operations. To distinguish between the tracks of the Unterinntalbahn and the Brennerbahn, the tracks of the Innsbruck bypass were designated 3 and 4. The standard track is on the right.

With the exception of branching Fritz-Wattens 2 the entire route is from the central stellwerk remotely Innsbruck and after completion of the operation of remote control unit integrated (BFZ) Innsbruck (in the construction) in this.

Since the Innsbruck bypass joins the Brennerbahn, which has inclines of up to 25 ‰, almost all freight trains have to be reinforced with pre-tensioning or pushing locomotives. These are usually added from the Wörgl Terminal Nord or Wörgl Hbf.

Since the Hall in Tirol marshalling yard has no direct connection to the route, freight trains that are manipulated in Hall must continue to use the main route of the Lower Inn Valley Railway.

Trivia

An embarrassing faux pas occurred on the occasion of the journey of the pageant in 18341. Transport Minister Viktor Klima insisted on using the throttle of the burner locomotive 1822.005 while the train was moving . He drove past the cover signal of the Innsbruck Hbf 1 junction showing “Halt” . After the driver was also distracted by the general hype in the engineer's cab, the low-speed opening train only came to a standstill shortly after the signal when the Indusi emergency brake applied. The embarrassment was appropriately exploited in the press.

literature

  • Dimitrios Kolymbas: Geotechnics - tunnel construction and tunnel mechanics . Springer-Verlag, Berlin, Heidelberg 1998, ISBN 3-540-62805-3 , p. OA

Web links

Commons : Innsbruck bypass  - collection of images, videos and audio files

Individual evidence

  1. ↑ a b Journal Eisenbahn-Modelleisenbahn Österreich , issue 7 from 1994, p. 1: The Innsbruck bypass starts operating .
  2. ↑ a b c Helmut Petrovitsch in Eisenbahnverkehr aktuell , issue 7 from 1994, p. 2/3: The Innsbruck bypass goes into operation .
  3. ^ Voluntary fire brigade Tulfes: Chronicle 1895–1995 .
  4. ^ " Eisenbahn-Modelleisenbahn Österreich " magazine, issue 8 from 1994, p. 6: Innsbruck bypass - little traffic .
  5. ↑ Federal Ministry for Transport, Innovation and Technology, Rail Group, Department IV / Sch 2: Environmental Impact Assessment Expansion of the Brenner axis railway line Innsbruck - Franzensfeste: Brenner base tunnel. Section Innsbruck - state border near Brenner. Environmental impact report including summary, part 7: Excursion , Vienna, September 26, 2008, section Ampass window gallery , p. 9 ( pdf , bmvit.gv.at; 443 p., 3.1 MB);
    For materials, see Geology, Geotechnics and Hydrogeology : Rescue tunnel bypass Innsbruck and access to Ampass. bmvit.gv.at.
  6. ↑ http://tirol.orf.at/news/stories/2922430/
  7. ↑ Brennerbahn , academic.ru