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Old January 24th, 2013, 05:45 PM   #801
mcarling
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Thanks for the pictures and the link. I was hoping for more detail on this:
"2013/2014: Schrittweise Inbetriebnahme der Verkehrsstation"

I already had a good idea what the whole station will be like when it will be completed in 2014/2015. I'm trying to get an idea of the next incremental opening. Does anyone know if the next step will be to open Platforms 7 and 8? Or when that might happen?

I'm also interested in when the underground link between the Hbf and U1 is expected to open.
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Old January 24th, 2013, 11:35 PM   #802
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Good question. Actually the full opening of the complete rail infrastructure around it will be in 2015, that is when the whole station will be in full operation but as I understand it the complete station will be opened in late 2014 already. I have no informaton of possible partial openings in between but as far as I know the big changes in international connections won't occur before 2014, including the use of the Lainzer tunnel.
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Old January 25th, 2013, 12:52 AM   #803
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I can report that the installation of glass into the structures between platforms 7 and 8 has begun, but as yet no rails have been laid adjacent to 7 and 8.
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Old January 25th, 2013, 01:25 AM   #804
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Some recent pics of Vienna main station:
https://picasaweb.google.com/1141355...NrojI_fpd3nPw#

Samples:









The current operation concept will remain untill Dec 2014. Only then more platforms will be available for trains coming from Wien Meidling, and most long distance services will use Wien Hbf then.
The station will be fully operational in Dec 2015.


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Old January 25th, 2013, 03:32 AM   #805
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Quote:
Originally Posted by nachalnik View Post
The current operation concept will remain untill Dec 2014. Only then more platforms will be available for trains coming from Wien Meidling, and most long distance services will use Wien Hbf then.
The station will be fully operational in Dec 2015.
Perhaps I misunderstood the German: "2013/2014: Schrittweise Inbetriebnahme der Verkehrsstation"
I thought that means incremental openings during 2013 and 2014. No?

Thanks for the photos. From the same collection, here is a photo showing future platforms 7 and 8 (on the left):
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Old January 26th, 2013, 03:23 AM   #806
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Originally Posted by nachalnik View Post
It stops at Wien Meidling and Villach Hbf, but not at Innsbruck.


The train however can officially not be used for domestic trips within the EU (I assume that RZD has no licence to offer domestic trips within the European Union).
It's not true. Poland is in EU and you can buy ticket for that train.

There is no problem to buy tickets for this train from Poland to any European country. You can buy it personally on Warsaw Centralna station (in PKP Intercity COK - customer service center in the station hall).

Here is even official info about that http://intercity.pl/pl/site/o-firmie...a-i-nicei.html
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Old January 28th, 2013, 05:39 PM   #807
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Update on the 32,9 km Koralm Tunnel construction:

Everything is set up and the two TBMs "Mauli 1" and "Mauli 2" are ready to go. Mauli 1 starts drilling tomorrow and Mauli 2 should follow within a couple of weeks. The breakthrough is estimated to happen in 2016.

Quote:
Jetzt legen die "Maulis" los
Am Dienstag lassen die ÖBB im Koralmtunnel zwei Kraftlackel los: Tunnelbohrer mit je fast 10.900 PS - es handelt sich um die stärksten Baumaschinen Österreichs.


Die Tunnelbohrer sind die stärksten Baumaschinen Österreichs Foto © KANIZAJ

Der Blick in den Schacht lässt die Knie weich werden. 45 Meter ist er breit und 60 Meter tief. "Das Elisabethhochhaus in Graz würde da hineinpassen", sagt Gerhard Harer, ÖBB-Projektleiter auf der Baustelle. Es ist die größte ihrer Art in Europa: Wer vom Rand der Materialschächte im weststeirischen Leibenfeld in die Tiefe schaut, blickt auf den Koralmbahntunnel.
Unten wartet die Stollenbahn. Die Schmalspur verzichtet auf jeglichen Komfort; ihre Aufgabe ist die Versorgung der Mannschaft. Auf der holprigen Fahrt in den Berg könnte diese Bahn, in der man gerade aufrecht sitzen kann, viele Geschichten erzählen. "Sie war beim Bau des St.-Gotthard-Tunnels in der Schweiz und der Metro in Budapest dabei", erzählt Harer. Nach jedem Einsatz wandern Lok und Waggons zur nächsten Baustelle; nun versehen sie Dienst bei den ÖBB auf dem Weg nach Kärnten.

Zwei Werke der Superlative
Superlative gibt es beim Koralmtunnel nicht nur bei den Bohrmaschinen. Gewaltig sind auch die Ausmaße der beiden Betonfabriken am Baustellengelände. Das erste Werk ist seit Dezember in Betrieb, das zweite folgt in eineinhalb Monaten. 130.000 Beton-Tübbinge sollen dort im Akkord produziert werden. Jeder dieser konkaven Steine ist etwa fünf Meter lang, zwei Meter breit und rund sieben Tonnen schwer. Sieben Segmente bilden jeweils einen Ring, mit dem der Tunnel ausgeschalt wird. Insgesamt werden für die beiden Tunnelröhren sogar 170.000 Tübbinge benötigt.

So gigantisch die Ausmaße, so gering ist die Toleranz - diese liegt unter einem Millimeter. Acht Stunden dauert es, bis ein Tübbing gegossen und ausgehärtet ist. Dann werden die stahlbewehrten Teile händisch nachbearbeitet, auf Halde gelegt und nach und nach in den Stollen transportiert - eine logistische Herausforderung. "Jeder Stein ist anders geformt", erklärt Projektleiter Gerhard Harer. Ein großer Anteil der Betonzuschlagsstoffe wird übrigens im Koralmstollen gewonnen. Harer: "Wir versuchen, möglichst viele Transporte einzusparen." Der Zement kommt aus Retznei.

Abrupt hält der Zug vor einer Kaverne. Direkt vor "Mauli 1", dem neuen Star tief unter der Erde. "Mauli 1" und Zwilling "Mauli 2" sind nicht so niedlich, wie der Name, erdacht von Kindern der Volksschule Hollenegg, vermuten lässt. Im Gegenteil, die Tunnelvortriebsmaschinen sind wahre Kraftlackel und bohren sich mit je 8000 kW oder fast 10.900 PS durch den Berg. 45 Sondertransporte waren für jeden der Bohrköpfe nötig, um die Teile von Marburg in Slowenien ins Leibenfeld zu bringen, wo Kräne sie in die Schächte hoben.


Es wird angedreht
"Mauli 1" in der Südröhre wird am Dienstag offiziell "angedreht", wie es im Fachjargon heißt. Der mit mehr als 70 Rollenmeisel bestückte Bohrkopf wird Meter für Meter Gestein herausbrechen und den Tunnel nach Kärnten vortreiben. 20 bis 30 Meter pro Tag werden es im Durchschnitt sein, schätzt Harer. Dieses Tempo spricht im Vergleich zum konventionellen Sprengen klar für die Bohrer.
Das Ausbruchmaterial wird auf Förderbändern ins Freie gebracht und deponiert. Ein Teil kommt als Rohstoff für die Tunnelverkleidung aus Beton (sogenannte Tübbinge) wieder in den Berg zurück. Sie werden hinter dem Bohrkopf, im Schutz eines Stahlschildes, auf der Tunnelwand verschraubt, die Hohlräume mit Perlkies aufgefüllt. "Das ist eine Hochleistungsfabrik unter Tage", sagt Harer über die Maschinen des Herstellers Aker Wirth aus Erkelenz bei Köln.
Durch Hydraulik bewegen sich die Bohrer vorwärts. Sie verkeilen sich am Berg und schieben sich weiter. All das wird im Leitstand - ein Container auf "Maulis" Rücken - mittels einer Steuersoftware überwacht. Ein Fadenkreuz zeigt an, ob der Bohrer auf Kurs bleibt. Harer: "Die Toleranz auf 33 Kilometer Tunnel beträgt genau 15 Zentimeter Abweichung." Frühestens im Jahr 2015 kommt eine Tunnelbohrmaschine auch von der Kärntner Seite zum Einsatz. Der geplante Durchschlag ist 2016.
http://www.kleinezeitung.at/nachrich...ulis-los.story

Graphic of the whole TBM set-up: http://www.kleinezeitung.at/system/g...koralmbohr.pdf
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Old January 28th, 2013, 10:46 PM   #808
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Quote:
Originally Posted by nachalnik View Post
It stops at Wien Meidling and Villach Hbf, but not at Innsbruck.


The train however can officially not be used for domestic trips within the EU (I assume that RZD has no licence to offer domestic trips within the European Union).


Nachalnik
You are wrong, the train to Nice stopped in Innsbruck and not in Villach. It doesn't seem to run currently, but even the RZD site says so:

Smolensk
Minsk
Brest
Warsaw
Vienna
Innsbruck
Bolzano
Milan
Genoa
San-Remo

I have seen it with my own eyes. RZD makes no mention of Villach on their website. So I wonder where you've got that information from.

edit: Okay, on the Russian site it shows another route via Villach: http://www.poezd-moskva-nicca.ru/pag...kva_nicca.html
I wonder why they changed the route? According to the English RZD homepage the train went through Innsbruck just a month ago.
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Old January 28th, 2013, 11:45 PM   #809
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Nope, he is right. The train is currently running via Villach:

http://www.uic.org/IMG/pdf/informati..._09_12_12_.pdf (Page 11)
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Old February 1st, 2013, 12:17 AM   #810
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I spent about 30 minutes this afternoon at the Vienna Central Station watching the construction from different vantage points. I can say that Platforms 7/8 are much further along than Platforms 3/4 and 5/6. Platforms 3/4 and 5/6 seem to be progressing in parallel. I guess Platforms 7/8 will open in 2013 and Platforms 3/4 and 5/6 will probably open together in 2014. I have no idea when the underground connection to the U1 and S-bahn will open, but I suspect not before Platforms 7/8.

The critical path for opening Platforms 7/8 seems perhaps to be the overpass over Laxenburgerstr. which is now being extended. Months of work remain before track can be laid from Platforms 7/8 over Laxenburgerstr.
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Old February 1st, 2013, 05:20 AM   #811
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The thing about 7/8 is that they are operational wise not needed before December 2014, so I highly doubt they'll enter service before that.
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Old February 1st, 2013, 05:54 AM   #812
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Quote:
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The thing about 7/8 is that they are operational wise not needed before December 2014, so I highly doubt they'll enter service before that.
What should happen in December 2014 to raise the operation need from four platforms to ten? My experience has been occasional arrival delays waiting for a free platform at Vienna Central Station.
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Old February 1st, 2013, 01:36 PM   #813
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Long distance trains from Meidling and Westbahnhof will also stop there in 2014. Until then 3 platform edges should be enough.
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Old February 1st, 2013, 02:37 PM   #814
mcarling
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International trains from Meidling already stop at Vienna Central Station, for example, Meidling - Vienna Central Station - ... - Bratislava.

I seem to recall reading something about a tunnel under construction. Is that to connect Vienna Central Station to Vienna Westbahnhof?
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Old February 1st, 2013, 03:02 PM   #815
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Originally Posted by mcarling View Post
International trains from Meidling already stop at Vienna Central Station, for example, Meidling - Vienna Central Station - ... - Bratislava.
That are just regional trains, no higher-class trains like IC, EC and RJ... So there isn't that much traffic going on right now in the partly opened station.

Quote:
I seem to recall reading something about a tunnel under construction. Is that to connect Vienna Central Station to Vienna Westbahnhof?
I think you mean the Lainzer Tunnel... http://de.wikipedia.org/wiki/Lainzer_Tunnel At the moment it's mostly used by freight trains and if I remember it right, there's only one night train using that tunnel right now?! (the Munich-Budapest EuroNight?!) And no, it's no connection between Hauptbahnhof and Westbahnhof, but between Hauptbahnhof and the Western railway going to Salzburg/Munich (there was already before a connection, but that one has only a single-track).
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Old February 1st, 2013, 03:13 PM   #816
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The Munich - Budapest EN is definitely not using the Lainzer Tunnel (apart of the switch hall Hadersdorf) since it stops at Hütteldorf.
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Old February 1st, 2013, 03:23 PM   #817
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Yes, thank you hhouse! I was probably thinking of the Lainzer Tunnel. So, if the Lainzer Tunnel is not the bottleneck and its full exploitation is waiting for the Vienna Central Station, then I see no reason not to open Platforms 7/8 when they are ready. The OBB might want to switch some trains from Vienna Westbahnhof even if they will not yet be able to switch all of them.

I'll next be in Vienna in mid-March and then I'll try to see what progress I can identify at Vienna Central Station.
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Old February 1st, 2013, 03:39 PM   #818
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The bottleneck are the tracks westwards of the station. Currently most of them are being removed and rearranged. Further it doesn't make much sense to partially change the destination of the long distance trains from Westbahnhof, since it would just confuse the people and quite frankly the new Hauptbahnhof is lacking lots of things an international railway station has to offer (shops, underground connection to the subway a.s.o.). I think it's wise to wait until 2014 when everything is finished and open up at once.
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Old February 8th, 2013, 02:28 PM   #819
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ok then. excuse me for treating your comment in a bad way.
yes, petrzalka (engerau) is far better and nice than main station. it's just shame that petrzalka station is used for trains to wien only. it has big potential for the southbound route to budapest via gyor, for the trains to the other parts of europe (for example munich, venezia frankfurt for the beginning....)

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Originally Posted by Slartibartfas View Post
Are you talking with me? I was not sarcastic. But you are right, I also prefer stanica Petrzalka. I have already walked the way to the center from there as well. They created a pretty neat path for that end as well. Not to forget that the train is faster as well when you go to Petrzalka and the station is nicer.
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Old February 13th, 2013, 12:36 AM   #820
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Last weekend I did a small trip to the mountains near Mariazell.
To get there I used the narrow-gauge "Mariazellerbahn".
The "Mariazellerbahn" is an electrified 760mm-gauge line from St. Pölten to Mariazell. It is operated by NÖVOG since dec 2010, before it was operated by ÖBB.
Trains run hourly (less frequent on weekends) till Laubenbachmühle (49 km from St. Pölten), 5-6 trains per day continue to Mariazell (85 km from St. Pölten).

Some photos:

St. Pölten dep 10h35 on last friday (in fact 4minutes delayed due to delayed arrival of the connecting IC-service from Vienna - I came with this train too):




The 1st of 9 new EMU's on a test run:


Station Laubenbachmühle:


"Laubenbachmühle 21":



Station Winterbach - not really in Switzerland:


Punctual arrival in Mariazell at 13h10 - after 2,5 hrs for 85 km:


Some non-rail-related pics the winter landscape - the actual reason of the trip:






Way back on sunday:






The class 1099 locomotives are in service since 1911. Allthough they were upgraded in the 1950ies the basic technical parts (like motor) are still from 1911...





My next ride on the Mariazellerbahn will probably already be with the new vehicles:






















Winter also between the carriages:


High-tech heating system:






Arrival at St. Pölten Hbf:


After 2,5 hrs for 85 km with a top speed of 50 km/h, the last 60 km to Vienna took me just 30 minutes with a top-speed of 200 km/h.




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