New Lower Inn Valley Railway

(Grafing) –Kundl – Baumkirchen
Route number (ÖBB) :	330 01
Course book route (ÖBB) :	300
Route length:	Baumkirchen-Radfeld: 40.236 km Radfeld-Grafing: ~ 90 km
Gauge :	1435 mm ( standard gauge )
Power system :	15 kV 16.7 Hz  ~
Maximum slope :	12  ‰
Top speed:	Baumkirchen-Radfeld: 220 km / h Radfeld-Schaftenau: 230 km / h Schaftenau-Grafing: 230 km / h
Dual track :	continuous
State (A):	Tyrol
State (D):	Bavaria
Legend Existing route from Munich Linking Grafing (Abzw) Existing route to Rosenheim Link from Mühldorf Mangfall Valley Railway Link Rosenheim (Abzw) Rosenheim western bypass Connection route from Salzburg Existing route from Rosenheim Linking the German Inn Valley (Abzw) Existing route to Kufstein Existing route from Kufstein Shaftenau node (Abzw) Existing line to Wörgl Unterlangkampfen Angath Angerberg Breitenbach Inn Kundl Existing line from Wörgl 24.262 Radfeld node (Abzw) Existing route to Jenbach 26,500 Radfeld tub (791 m) 27.291 Munster tunnel (15,990 m) Inn Existing route Existing route 43.269 Jenbach bath (621 m) Existing line from Jenbach 43.890 Stans node (Abzw) Existing route to Fritzens-Wattens 44.760 Tub Stans (514 m) 45.274 Terfner tunnel (15,840 m) Existing route Overtaking station Vomp (planned) Existing route 61.160 Baumkirchen tub (624 m) 61,407 61,524 Fault profile (−117 m) 61.667 Existing route from the Stans node 61.749 Fritzens-Wattens 2 (Abzw) Existing route to Innsbruck Innsbruck bypass

Coordinates: 47 ° 26 '  N , 11 ° 54'  E

The new Lower Inn Valley Railway or the Brennernordzug is a partially completed high-performance railway line in the Tyrolean Unterland and the Bavarian Inn Valley. It represents the northern access route of the Brenner Base Tunnel and is therefore part of the TEN axis No. 1 Berlin – Palermo . Its first section ( Kundl - Baumkirchen ) is driven at speeds of up to 220 km / h and was opened on November 29, 2012.

Since the timetable change on December 9, 2012, the route has been used as planned and relieves the existing Lower Inn Valley Railway . In the future, these and other construction measures (e.g. the Brenner base tunnel ) are to reduce travel times on the Munich – Innsbruck route from 1:50 to 0:55 and on the Munich – Verona route from 5:20 to 2:20.

Function and funding

The line also belongs to the northern approach of the Brenner Base Tunnel as part of the Berlin – Palermo railway axis , a major European project with priority.

The costs for the first construction phase (Radfeld-Baumkirchen) of the project amount to 2.358 billion euros.

Whether this expansion can only develop its full benefit in conjunction with the BBT, or whether it is justified by the overlapping of the existing Brenner axis with the inner-Austrian east-west rail traffic, remains controversial.

course

1st section: Baumkirchen - Radfeld node

The core of this section, the almost 16 kilometer long Radfeld - Jenbach Munster tunnel, was drilled from 2006 to 2009 and is currently the longest tunnel in Austria.

The Kundl - Baumkirchen section was opened on November 26, 2012. The length of the new route is 40 kilometers, 34.5 kilometers of which run in tunnels and tubs.

From the Wörgl Kundl train station, the existing line will be supplemented by an acceleration track and fanned out to create a four-track link between Radfeld. The new line then descends between the existing tracks and runs from Radfeld after a short underfloor trough into the Münster tunnel . During construction, this tunnel was divided into several sections, the first being the 11.5 kilometer long Radfeld - Wiesing section. After crossing under the Inn, it merges into the 4.5 kilometer long Wiesing - Jenbach area and reappears between the existing tracks after crossing under Jenbach station in the Stans link structure. Then the route sinks again and leads into the 15.8 kilometer long Terfner tunnel, which consists of two tunnels and a gallery. A third track was built in part of the tunnel to enable overtaking and thus to increase the line capacity. The track has not yet been put into operation. After the line has passed under Fritzens-Wattens station and the Fritzener Bogen, it appears in the Baumkirchen link in the middle between the existing tracks and splits in the direction of Brenner / Verona ( Innsbruck bypass ) or Innsbruck / Arlberg (existing line).

Track marking and kilometrage at Radfeld

The design speed of the new line is 250 km / h. The initially planned maximum speed of 200 km / h was increased by the ÖBB against political opposition to 220 km / h. Test drives between Baumkirchen and Stans even reached 250 km / h. However, the travel time 2012/13 has remained the same for most trains compared to the 2011/2012 timetable, as otherwise there would be a route conflict with local traffic. This was adjusted from the 2013/14 timetable period, the ÖBB Railjet trains now travel at speeds of up to 220 km / h on the new line.

• Construction progress 2010–2013
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  Finished shell of the Terfens gallery

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  View to the west between Kundl and Radfeld: demolished stock on the right, new building as a temporary operating line on the left

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  Tunnel construction site near Radfeld

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  View to the east: Central tracks = end of the Wiesing-Jenbach tunnel> Stans link. Outside tracks = existing line new since August 15, 2011

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  New existing line with Hst. Stans, in the background old existing line

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  Old existing line with former owner Stans

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  Partly removed old existing line, east of Stans

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  Looking east at Stans: old stock on the left, new stock on the right with a provisional connection

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  Same place, four months later: old stock on the left already dismantled

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  The same place, two years later: old motorway underpass filled in and greened

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  Connection to Baumkirchen: The New Lower Inn Valley Railway reappears here. Continue straight to the Innsbruck bypass, right to the existing route to Innsbruck Hbf

Section 2: Radfeld node - Schaftenau link

The second expansion step concerns the approximately 19 km long route between the already completed first construction phase with the Radfeld / Kundl junction and the planned junction of Schaftenau in Langkampfen .

For this section, the route securing and detailed planning as well as the environmental impact assessment are to start in 2016 ^{[out of date]} .

The now fixed route will be diverted from the existing route at Schaftenau and led in several shorter tunnels and troughs along the Inntal A 12 motorway . The route then runs in an almost ten kilometer long tunnel along the southern Angerberg, crosses under the Inn , the A 12 and the local area of ​​Kundl and then emerges in the middle position between the existing tracks to merge into the Radfeld link.

Section 3: Linking Schaftenau - Linking the German Inn Valley

The continuation of the route towards Munich is currently being planned and implemented in a cross-border process. In a public participation procedure, ÖBB and DB aktuell (May 2016) ^{[obsolete] are} investigating the section between the planned junctions between the Schaftenau and the German Inn Valley , which is known as the north inlet of the Brenner , and working out a route.

The planned route will be around 30 km long and should be designed for 230 km / h mixed traffic (freight and passenger traffic).

Section 4: Linking the German Inn Valley - Linking Rosenheim - Grafing

The further planning area includes the construction of a new route between the junction of the German Inn Valley and the Rosenheim link . For the optimal location of the nodes and the planning of further expansion steps in the direction of Munich / Mühldorf am Inn and Salzburg , the existing railway axes and several corridors are to be examined. The Munich – Mühldorf route will be taken into account as a future TEN axis, as will the direct Munich – Rosenheim route and the Rosenheim – Salzburg route, which is important for ÖBB domestic traffic, but currently only passable at 160 km / h . In July 2019, five possible routes through the Bavarian Inn Valley near Rosenheim were presented.

In the draft of the German Federal Transport Infrastructure Plan 2030 , the construction of a new line from Grafing to Großkarolinenfeld as well as the western bypass Rosenheim from Großkarolinenfeld to Brannenburg and two additional tracks from Brannenburg via Kiefersfelden to the border near Kufstein is envisaged as an urgent requirement . In addition, block densification is to be implemented between Munich-Trudering and Grafing .

This 40-kilometer section of the new line should also be passable at 230 km / h.

Train protection

The new Lower Inn Valley Railway is equipped with the punctual train control system common in Austria (PZB, formerly: Indusi ) and full outside light signaling (exclusively LED signals) as well as with the European train control system ETCS Level 2 and thus enables barrier-free cross-border rail operations.

ETCS Level 2 went into operation in 2012 between Kundl and Baumkirchen.

Four new electronic signal boxes were built for the New Lower Inn Valley Railway, which control both the new line and the existing line. These electronic interlockings are integrated into the Innsbruck operations control center and are controlled remotely from there.

See also

• Lower Inn Valley Railway
• Railway axis Berlin – Palermo

literature

• Walter Pramstaller : Unterinntalbahn (BEG), pages 7–12. In: LYRA 2011/1, magazine of the Tiroler MuseumsBahnen

Web links

Commons : Neue Unterinntalbahn  - collection of pictures, videos and audio files

• ÖBB information about the "New Lower Inn Valley Railway"
• Pictures from the open day - Unterinntaltrasse May 29, 2011
• ÖBB and DB Internet presence for the north inlet of Brennern (connection points Schaftenau - German Inntal)

Individual evidence

1. ↑ https://infrastructure.oebb.at/de/projekte-fuer-oesterreich/bahnstrecken/brennerstrecke-kufstein-brenner/ausbau-schaftenau-kundl/printproduktionen-ausbau-schaftenau-kundl/dokument?daten=Unterlagen+zu+den + Plan exhibitions + in + May + 2019% 2F06_Ststreckenplanung + Betriebsphase_Mai_2019_Mai_2019.PDF
2. ↑ http://bauprojekte.deutschebahn.com/p/brenner-nordzulauf
3. ↑ New Lower Inn Valley Railway: high-speed and maximum safety. (PDF; 166 KiB) (No longer available online.) ÖBB-Holding AG, November 26, 2012, archived from the original on September 30, 2013 ; Retrieved November 27, 2012 . 
4. ↑ ^{a b} The new Lower Inn Valley Railway - railway technology at the highest level. (PDF; 2.2 MiB) (No longer available online.) Brenner Eisenbahn GmbH, October 2007, archived from the original on September 27, 2013 ; Retrieved November 27, 2012 . 
5. ↑ The last rail has been laid. Tiroler Tageszeitung, December 16, 2011, archived from the original on February 5, 2013 ; Retrieved November 27, 2012 . 
6. ^ First tunnel boring machine for the Lower Inn Valley Railway ( Memento from September 3, 2014 in the Internet Archive ). ÖBB News , December 19, 2006
7. ↑ See also: Route of the 1st section (PDF; 2.5 MiB; on the ÖBB website).
8. ↑ New Lower Inn Valley Railway: Numbers - Data - Facts. (PDF; 141 KiB) (No longer available online.) ÖBB-Holding AG, November 26, 2012, archived from the original on April 7, 2014 ; Retrieved November 27, 2012 . 
9. ^ Procedure for the expansion of Unterinntal: Negotiating document of September 27, 2011. Accessed on July 10, 2016 . 
10. ↑ http://www.oebb.at/infrastructure/de/5_0_fuer_Generationen/5_4_Wir_bauen_fuer_Generationen/5_4_1_Schieneninfrastructure/Brennerachse/Kundl_-_Kufstein/index.jsp
11. ↑ ÖBB are investing 308 million in Tyrol. orf.at, March 10, 2016, accessed on March 10, 2016 . 
12. ↑ http://www.oebb.at/infrastructure/de/5_0_fuer_Generationen/5_4_Wir_bauen_fuer_Generationen/5_4_1_Schieneninfrastructure/Brennerachse/Kundl_-_Kufstein/index.jsp
13. ↑ See also: Routing of the 2nd section ( Memento from September 23, 2015 in the Internet Archive ) (JPG, on the BEG website).
14. ↑ http://www.brennernordzulauf.eu/aktuelles/20102015-vornahm-des-trassenwahlververfahren-am-brenner-nordzulauf-startartet
15. ↑ http://www.brennernordzulauf.eu/
16. ↑ Minutes of the 2nd meeting of the Regional Project Advisory Board ( Memento from May 2, 2016 in the Internet Archive )
17. ↑ Brenner north feeder of the railway: Five possible routes - and a lot of criticism. tagesschau.de, July 1, 2019, accessed on July 1, 2019 . 
18. ↑ Federal Transport Infrastructure Plan 2030, DRAFT March 2016 (PDF) ( Memento from May 4, 2016 in the Internet Archive )
19. ↑ http://www.bvwp-projekte.de/schiene/2-009-V03/2-009-V03.html#h1_grunddaten
20. ^ Roman DOWN, Gerhard Fritze: The EU test of the GSM-R network of the ÖBB-Infrastruktur AG according to the TSI ZZS . In: signal + wire . tape 108 , no. 6 , 2015, ISSN  0037-4997 , p. 40-47 .
21. ↑ Railway safety technology . ÖBB-Infrastruktur AG, accessed on November 27, 2012 .