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Construction of the Inn valley tunnel started in
September 1989, with tunnelling from both ends. On 12 December 1992 in the tunnel was broken through and the tunnel was completed in July 1993. After the track-laying, the wiring of the overhead electrical line and the installation of signalling in the
703:
station. The junction is a grade-separated structure that allows trains to run on and off without crossing on-coming trains on the level. The two bypass tracks run between the tracks to and from
Innsbruck where they separate. The turnouts have radii of 1,200 m (3,900 ft), allowing trains to
772:
The excavated cross-section where it is not lined is 95 square metres (1,020 sq ft), where lining was planned it was 108 square metres (1,160 sq ft). The distance between the centres of the tracks is 4.70 m (15 ft 5 in), corresponding with that of high-speed lines.
728:
and leads directly to the north portal of the Inntal tunnel. In order to strengthen the structure, the side walls rise to 2.2 metres (7 ft 3 in) above the level of the track. The interior of the walls are equipped with material that absorbs traffic noise. The construction of the bridge was
833:, attached to the front. When train loads exceed 1,060 tonnes, a third locomotive is also attached to push the train. Due to local opposition to the construction of a facility for attaching and detaching locomotives in
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With the exception of
Fritzens-Wattens 1 junction, the entire route is controlled from the remote signalling centre at Innsbruck. After completion of the new Innsbruck operations control centre (German:
812:
Although the Inntal tunnel is fully equipped with all the required signalling and rescue facilities for the operation of all types of trains, it is used almost exclusively by freight trains, including
729:
time-consuming in order to maintain the minimum clearance of 4.20 m (13 ft 9 in) above the Inntal
Autobahn, requiring a 52 m (171 ft)-long 2,800 ton concrete box bridge.
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is opened it will connect to the inner pair of tracks, allowing trains to run between the new line and bypass without any change. The bypass will in effect become part of the new line.
780:) was built about halfway through the tunnel at the 9.966 kilometre mark. Immediately after the crossover, a branch in the tunnel was driven to which the two tracks of the planned
804:. The junction is equipped with eight sets of points and designed so that freight trains can run on and off the branch in both directions simultaneously without slowing down.
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749:. With a length of 12.696 kilometres (7.889 mi), it is currently the longest railway tunnel in Austria. It cost approximately €120 million to build.
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The
Fritzens-Wattens 2 junction is located at the 60.980 km (37.891 mi) mark on the Kufstein–Innsbruck line (Lower Inn Valley line) near
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The Inn bridge is a 488 m (1,601 ft) long prestressed concrete structure. It crosses the Inn and the
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230:
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867:
Petrovitsch, Helmut (1994). "Inbetriebnahme der
Umfahrung Innsbruck (Commissioning of the Innsbruck bypass)".
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Since the bypass joins the
Brenner Railway, which has slopes of up to 2.9%, virtually all goods trains need a
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600:(TEN-T). It was intended to increase the capacity of the line and to reduce the noise created by
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885:"Betriebsaufnahme der Umfahrung Innsbruck (Entry into operation of the bypass Innsbruck)".
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585:. It was opened on 29 May 1994. The line is at a major part of the rail freight network of
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826:), which is currently under construction, it will control Fritzens-Wattens 1 junction.
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and overhead electrification to connect the lines of the base tunnel and the bypass.
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921:
Geotechnik – Tunnelbau und
Tunnelmechanik (Geotechnics - Tunnel and Tunnel Mechanics)
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from
Innsbruck at the 79.646 km (49.490 mi) mark from the German border at
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900:"Umfahrung Innsbruck – wenig befahren (Innsbruck Bypass - very little traffic)".
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tunnel, operations started on 29 May 1994. The tunnel was built using the
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Control room and tunnel rescue site at the south entrance of Inntal tunnel
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are to be connected. It was built to enable the easy installation of the
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trains. Passenger trains only run on it in exceptional circumstances.
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on the city of
Innsbruck. It cost an estimated €211 million to build.
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Eisenbahn-Modelleisenbahn Ă–sterreich (Model Railway Magazine Austria)
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Eisenbahn-Modelleisenbahn Ă–sterreich (Model Railway Magazine Austria)
845:, requiring an additional journey of up to 44 kilometres per trip.
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After a short distance in the open air, the bypass line joins the
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The Inntal tunnel is a two line tunnel between Inn Valley and the
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954:
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757:. In contrast to other new tunnel, it is not built with
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Inn bridge from the north portal of the Inntal tunnel
611:(German Imperial Railways) built a local bypass of
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644:the 12,696 metre-long Inntal (Inn valley) tunnel
622:Major components of the Bypass Innsbruck are:
1045:Innsbruck–Franzensfeste (Brenner Base Tunnel)
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8:
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959:
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837:, this operation has to be carried out in
761:but instead is equipped with conventional
157:New Lower Inn Valley line (HSL) from Wörgl
136:
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16:Key rail transport link in western Austria
869:Schienenverkehr aktuell (Modern railways)
691:Junction structure at Fritzens-Wattens 2
306:Inntal Tunnel north portal (L 12,696 km)
923:. Berlin, Heidelberg: Springer-Verlag.
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619:in 1944, which was demolished in 1945.
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18:
231:Lower Inn Valley railway to Innsbruck
7:
567:the Innsbruck freight railway bypass
637:the 488 metre-long bridge over the
181:Lower Inn Valley railway from Wörgl
1143:Transport in Tyrol (federal state)
14:
598:Trans-European Transport Networks
33:South portal of the Inntal Tunnel
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704:operate at full speed. When the
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919:Kolymbas, Dimitrios (1998).
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206:Fritzens-Wattens 2 junction
989:Berlin–Palermo railway axis
563:GĂĽterzugumfahrung Innsbruck
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1080:Salerno–Reggio di Calabria
824:Betriebsfernsteuerzentrale
592:The bypass is part of the
435:Inntal Tunnel south portal
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904:(in German) (8): 6. 1994.
889:(in German) (7): 1. 1994.
706:New Lower Inn Valley line
587:Austrian Federal Railways
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1133:Railway lines in Austria
647:the Innsbruck 1 junction
575:Lower Inn Valley railway
778:Ăśst Fritzens-Wattens 14
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668:This section is empty.
1109:47.28194°N 11.54139°E
871:(in German) (7): 2–3.
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484:Innsbruck 1 junction
1050:Franzensfeste–Verona
1015:Nuremberg–Ingolstadt
792:Innsbruck 1 junction
626:the grade-separated
411:Fritzens-Wattens 15
333:Fritzens-Wattens 13
1153:Tunnels in the Alps
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782:Brenner Base Tunnel
726:Inntal Autobahn A12
609:Deutsche Reichsbahn
559:Umfahrung Innsbruck
382:Brenner Base Tunnel
80:15 kV 16,7 Hz
1114:47.28194; 11.54139
1025:Rosenheim–Kufstein
841:terminal north or
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573:. It connects the
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1005:Halle–Erfurt
1000:Berlin–Halle
947:, Structurae
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617:World War II
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581:, bypassing
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1112: /
1070:Rome–Naples
835:Baumkirchen
831:bank engine
747:Wipp valley
701:Baumkirchen
634:2 junction,
66:Track gauge
57:Line length
44:Line number
1127:Categories
1100:11°32′29″E
1097:47°16′55″N
913:References
808:Operations
759:slab track
720:Inn bridge
565:, that is
101:0,9
1138:Innsbruck
679:July 2010
583:Innsbruck
577:with the
486:(L 716 m)
208:(L 558 m)
114:Route map
52:Technical
802:Kufstein
786:turnouts
628:Fritzens
91:160 max.
39:Overview
697:Volders
632:Wattens
615:during
589:(Ă–BB).
513:Brenner
927:
594:Line 1
555:German
480:15.414
430:15,011
404:13.242
375:10.050
129:Legend
121:
60:14,853
47:305 01
849:Notes
839:Wörgl
652:Route
352:9.966
326:4.174
301:2.315
202:0.561
925:ISBN
765:and
607:The
549:The
70:1435
674:.
639:Inn
596:of
511:to
409:ABS
380:To
331:ABS
255:Inn
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877:^
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769:.
557::
82:AC
974:e
967:t
960:v
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677:(
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553:(
103:%
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