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The excavation phase progressed steadily, reaching a peak rate of 254 meters in a single week. To minimise unfavourable movement associated with settlement, sidewall heading were driven at the start of the bi-tube section. The spoil generated by the excavation, estimated to be roughly 2 million m³ of
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In relation to the rest of the line, the
Wienerwald Tunnel formed only one element of a wider complex of tunnels. Towards the eastern end (nearest Vienna), it meets with an underground junction with another 2.2 km tunnel, carrying two extra tracks for the old Westbahn, which has been operational
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were also redeveloped or treated appropriately. For structural strength, the walls were lined with reinforced concrete segments, which are considered to be impermeable to water, throughout the tunnel's length. Secondary elements of the tunnel include 25 cross-passages, an emergency exit shaft, and a
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During autumn 2004, work commenced on the boring of the tunnel's single tube section. From its western portal, the first 11 km of the
Wienerwald Tunnel was constructed as a bi-tube tunnel (a tunnel consisting of two connected single-track tubes), which the remainder was constructed as a single
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On 16 August 2007, breakthrough in the tunnel was announced, a major milestone in the construction; use of the TBMs was discontinued in the same year as a result. During
February 2010, all structural work was declared to be complete, work progressed to the fitting out phase, during which elements
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such as the traditional slab-based track and various safety measures were installed, from the summer of 2010. On 9 December 2012, the tunnel and line were both inaugurated. The completed route has not only increased freight capacities but enabled a reduction in travel time.
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The
Wienerwald Tunnel was constructed as part of a major expansion of Austria's most important rail corridor, it was intentionally built as a measure to minimise gradients and facilitate high speed traffic, as well as for better accessibility to the newly constructed
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central station in Vienna. It is divided into two distinct sections, comprising a single bore accommodating a pair of tracks and two parallel bores each carrying a single track; it also meets up with several other neighbouring tunnels, including the
307:. Construction of the Wienerwald Tunnel commenced in autumn 2004, largely relying on conventional methods. Breakthrough was achieved in early 2010, after which fitting out commenced. The tunnel has been in operational use since 9 December 2012.
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76:, is a useful starting point for translations, but translators must revise errors as necessary and confirm that the translation is accurate, rather than simply copy-pasting machine-translated text into the English Knowledge.
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tube accommodating the two tracks. The early excavation work predominantly used conventional drilling and blasting techniques. Roughly one year later, the boring of the bi-tube section commenced using a pair of
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material in all, was predominantly used as fill for an embankment running along a 10km section of the line. Residual waste, earthworks, roadworks, and
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Do not translate text that appears unreliable or low-quality. If possible, verify the text with references provided in the foreign-language article.
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Content in this edit is translated from the existing German
Knowledge article at ]; see its history for attribution.
455:"SAFETY DESIGN FOR THE WIENERWALD TUNNEL - FROM THE DECISION ON THE TUNNEL SYSTEM TO THE PERMIT APPLICATION DESIGN"
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During the early twenty-first century, the
Austrian government authorised the four-tracking of the
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457:. PROCEEDINGS OF THE FOURTH INTERNATIONAL CONFERENCE ON SAFETY IN ROAD AND RAIL TUNNELS.
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364:(TBMs); this was the first tunnel in Austria to use TBMs outside
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278:) is a 13.35 km (8.30 mi) long railway tunnel near
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View from just inside the tunnel, facing towards
Tullnerfeld
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Austrian building or structure is a
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499:(in German). Fritsch, Chiari & Partner ZT GmbH
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