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Old June 15th, 2014, 05:48 PM   #1001
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How heavy is the passenger traffic from Voralberg to the rest of Austria? For those who want to go to a bigger city both Zurich and Munich are much closer and easier to reach.
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Old June 15th, 2014, 09:58 PM   #1002
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I don't know Arlberg passenger rail traffic, but here are some other transalpine routes' traffic to compare:

Arlberg road tunnel AADT: 5.500 (source)

Gotthard: rail 9.000 passengers/day, road AADT 16.000 (rail 20.000 before the road tunnel and low-cost airlines)

Lötschberg: rail 10.000, road shuttle ~4.300

Fréjus/Mont Blanc: road ~5.000 each (half of that are trucks), rail negligible but capacitiy should be around 2.200 seats a day (with a 70% load factor this would mean 1.500 passenegrs per day)

Brenner: road ~32.000, rail I don't know (but certainly not more than the Swiss examples, probably around 5.000 but I really dopn't know)
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Old June 15th, 2014, 11:26 PM   #1003
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Interesting that Lötschberg has higher rail traffic than Gotthard. I guess it has to do with lack on convenient road alternatives. Probably will change once the new tunnel is open.
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Old June 15th, 2014, 11:54 PM   #1004
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I replied there: http://www.skyscrapercity.com/showth...#post114902345
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Old June 17th, 2014, 12:19 AM   #1005
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Quote:
Originally Posted by earthJoker View Post
What's the key advantage of the twin hub? The two stations are not that far apart so it doesn't seem impossible to implement a single hub.
On the one hand Meidling is a very important transfer point to urban transport, especially to the U6 underground.
Vienna covers a quite big area, so it's wise to let all trains stop twice in order to reduce access time for passengers to/from the western districts.

On the other hand it would be difficult to enable the west-south-connection at Wien Hbf.
The next transfer hubs from Vienna are Wiener Neustadt (to the south) and St. Pölten (to the east). The timings there are fixed (at around the full or half hour) and so a travel time from Vienna to both St. Pölten and Wiener Neustadt of under 30minutes (about ~25 minutes) is necessary. This is much harder to reach from Hauptbahnhof than from Meidling, as Meidling is a few kilometers/minutes closer to St. Pölten and Wiener Neustadt.

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Old June 17th, 2014, 12:39 AM   #1006
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http://www.austrianairlines.ag/Press...spx?sc_lang=en


AIRail: Austrian Airlines and ÖBB to launch cooperation
Service, Product, Awards
• Direct link between Linz central station and Vienna Airport: up to eight train connections a day
• AIRail service to start on 14 December 2014, bookable from 2 July 2014 onwards
• Earn miles in same way as travelling by air

From 14 December 2014, Austrian Airlines and ÖBB are to launch a cooperation entitled ‘AIRail’ on the Linz central station – Vienna Airport – Linz central station route. In future, Austrian passengers with an Austrian flight either preceding or following their rail journey will also be able to use new ÖBB connections with an Austrian flight number between Linz central station and Vienna Airport. Integrating Linz into the Austrian Airlines network in this way – in addition to the five daily flights between the two cities already being offered – will provide up to eight extra rail connections a day. The new train route will become bookable, conveniently in one step together with an Austrian flight, from 2 July 2014 onwards. The travelling time from Linz central station to Vienna Airport will be 1 hour 47 minutes. From December 2015 onwards, the rail link will be extended further still, as ÖBB railjets and IC (Intercity) trains are deployed every 30 minutes and the travel time is reduced further, to 1 hour 42 minutes.

“The cooperation with ÖBB is an important step in empowering our passengers by offering them unrestricted mobility, no matter whether it’s in the air or on rails. In addition to this, we are connecting Linz even more strongly into the global network of Austrian Airlines, with up to eight rail connections a day”, says Jaan Albrecht, CEO of Austrian Airlines. Christian Kern, CEO ÖBB-Holding AG adds: "The connection of train and flight is another step towards modern mobility. Our infrastructure investments generate a direct customer benefit, especially the Vienna Central Station acts as a key to the lock and allows this new connection. As of December 2015, our customers can easily travel by railjet to ‘airjet’."

AIRail: earn miles in same way as when flying – and with guaranteed connection
Austrian passengers using AIRail on the route between Linz and Vienna can earn miles on the Miles & More programme in the same way as they would do when travelling by air. They also benefit from guaranteed onward transportation, no matter whether their journey is continued by air or rail. At platforms in Linz and Vienna Airport, an ÖBB porter will help passengers load and unload their luggage. Austrian Business Class passengers will travel in the First Class compartment of the train, and receive free access to the ÖBB Lounge at Linz central station before departure.
With AIRail, for instance, Austrian guests can travel by train from Linz to Vienna and onward by plane to Milan starting at a price of 179 euros. All service charges and taxes as well a seat in the Austrian compartment are included in the price.

Austrian Airlines
Austrian Airlines is Austria’s largest carrier and operates a global route network of round 130 destinations. That route network is particularly dense in Central and Eastern Europe with 41 destinations. Thanks to its favourable geographical location at the heart of Europe, the company’s hub at Vienna International Airport is the ideal gateway between East and West. Austrian Airlines is part of the Lufthansa Group, Europe’s largest airline group, and a member of the Star Alliance, the first global alliance of international airlines. The flight operations of the Austrian Airlines Group has been bundled at its 100% subsidiary Tyrolean Airways since 1st July, 2012.

Owner. Editor. Reproducer: Austrian Airlines AG. Corporate Communications [email protected].
Please find further information concerning the disclosure according to §§ 24 and 25 Media Act on www.austrian.com



AiRail timetable: http://www.austrianairlines.ag/~/med...A76636883.ashx
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Old June 17th, 2014, 12:53 AM   #1007
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Quote:
Originally Posted by rower2000 View Post
The timetable Bregenz-Bludenz at 0:48 hours is pretty much what you can get with stops in Dornbirn and Feldkirch, maybe one could get it down to 43 minutes at most. This means if you want to make Bregenz-Innsbruck at 195 km in 1:30 hours, you would have to make Bludenz-Innsbruck in 0:47 hours for 137 km including three to four intermediate stops (the traffic volumes over the Arlberg do not warrant a parallel RJ and IC traffic). This would result in an average speed of 174 km/h, so to get to your time, a 200 to 220 km/h line would be necessary. The only way to get there would be a tunnel from Bludenz to Landeck, at 50 km similar in length to the Brenner base tunnel. A 2:00 hour travel time from Bregenz to Innsbruck (Bludenz-Innsbruck in 1:17 h) would require an average of 106 km/h including stops over the Arlberg pass, so let's say 130 to 150 km/h Vmax. This might JUST be doable with several mid-length tunnels on the ramps, but would still need an investment of several billion Euros.

All right then, Bregenz-Innsbruck in 2h might be more feasible than doing it in 90 min. Regardless of the solution, doubling the track plus getting rid of level crossings should be a priority on such an important route. A starter could be to ensure double track with increased speed between Innsbruck and Landeck since Landeck is a starting point for many routes leading from the Inn valley to several ski resorts (Ischgl/Sammnaun, Livigno).

For those interested in what the current situation regarding single/double track and electrification status in Austria looks like, see http://www.bueker.net/trainspotting/maps_austria.php
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Old June 17th, 2014, 10:28 AM   #1008
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Quote:
Originally Posted by Grotlaufen View Post
All right then, Bregenz-Innsbruck in 2h might be more feasible than doing it in 90 min. Regardless of the solution, doubling the track plus getting rid of level crossings should be a priority on such an important route.
I think you are massively overestimating the importance of this route. You have 15 train pairs per day, including three EuroNight sleeper trains, crossing the Arlberg every day, transporting about 5000 passengers (in 2005 it was 4000 pax daily, the only number I found, so I added 25% to be on the safe side for pax numbers). That's short of 200 passengers per train, where most of them are ran with RJ in double traction - meaning a load factor of only 25%. You could - capacity wise - shift all road passenger traffic to the railway and still would not need more trains! As there are still enough windows for additional freight traffic, a doubling of the track is simply not required from a capacity point of view.
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Old June 17th, 2014, 06:39 PM   #1009
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Quote:
Originally Posted by rower2000 View Post
I think you are massively overestimating the importance of this route. You have 15 train pairs per day, including three EuroNight sleeper trains, crossing the Arlberg every day, transporting about 5000 passengers (in 2005 it was 4000 pax daily, the only number I found, so I added 25% to be on the safe side for pax numbers). That's short of 200 passengers per train, where most of them are ran with RJ in double traction - meaning a load factor of only 25%. You could - capacity wise - shift all road passenger traffic to the railway and still would not need more trains! As there are still enough windows for additional freight traffic, a doubling of the track is simply not required from a capacity point of view.

Maybe it isn't important given the current situation or if looking at the domestic traffic within Austria. But if there's some hope to increase the traffic between Austria east of Arlberg/Central Europe and Switzerland (given you want to decrease flight traffic). It should be a serious effort made to do this by increasing speed and capacity through Arlberg.


A search on Wikipedia for Zurich Airport gave me this data: The distance between Zurich and Vienna is about 750 km. In 2012 Vienna was the second-most busy route from Zurich Airport with 920 000 passengers/annum, that is about 2600 PAX per day. You could also fly to Linz and Salzburg from Zurich which are located en route to Vienna. According to OBB the fastest train between Zurich and Vienna took 7h50min. If this travel time could be decreased to about 5h +- 30min for Zurich-Vienna with stops in Linz, Salzburg, Innsbruck, somewhere in Vorarlberg next to the border (which would also serve eastern Switzerland and S:t Gallen, with Schengen and all that ) and Zurich, you'd not only be able to have faster travels but also attract some flight passangers to the train (and shut down the flight service Salzburg-Zurich).


As both Switzerland and Austria want to protect their Alpine climate and lower emissions from flight traffic, this should be something to seriously strive towards and hence be a common interest to pursuit on both sides of the border. Hence a capacity increase on Arlberg follows.
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Old June 17th, 2014, 08:33 PM   #1010
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Quote:
Originally Posted by Grotlaufen View Post
A search on Wikipedia for Zurich Airport gave me this data: The distance between Zurich and Vienna is about 750 km. In 2012 Vienna was the second-most busy route from Zurich Airport with 920 000 passengers/annum, that is about 2600 PAX per day. You could also fly to Linz and Salzburg from Zurich which are located en route to Vienna. According to OBB the fastest train between Zurich and Vienna took 7h50min. If this travel time could be decreased to about 5h +- 30min
The distance from Zurich to Vienna is similar to the one Freiburg-Hamburg in Germany. This relation is fully covered by high speed lines with Vmax of 200 km/h or via Karlsruhe-Mannheim-Frankfurt-Fulda-Kassel-Hanover. Nevertheless, the fastest travel time between the two cities is slightly above 6 hours.

In the 7:50 hours, the Zurich-Vienna train passes almost all high speed lines currently in operation in Austria. Breitenschützing-Linz-Vienna allows over the whole distance speeds between 200 and 230 km/h, the lower Inn Valley line between Innsbruck and Wörgl allows for 220 km/h. An extension of the high speed lines between Salzburg and Attnang-Puchheim is planned, as is the lower Inn Valley line between Wörgl and Kufstein/Brannenburg. These two projects will gain you about 15 min each way. As today the travel time Vienna-Innsbruck is 4:10 hours, you get down to 3:55 h when those projects are realized in the 2025 to 2030 period. To get to your desired 5:30 h, one would have to make Innsbruck-Zurich in 1:30 hours, for a distance of 283 km. Again, you would be at a necessary average speed of 190 km/h, resulting in a Vmax of 220 to 230 km/h. And there we are again at the 50 km tunnel from Landeck to Bludenz. Even for six hours total time you would need to have a Vmax of 170 to 180 km/h which is - without VERY long and VERY expensive tunnels simply not doable in terrains as mountainous as the Arlberg region.
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Old June 17th, 2014, 09:16 PM   #1011
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Given the geography, distance and realistic traffic numbers Vienna and Zurich are simply too far from each other for a competitive rail transport. There are and should be few trains a day, but air will always be the way to go if time is an important consideration of you.

Technically it would be possible to build a railway covering the distance in ca 3 1/2 hours, but that would never pay off. If it was one country and 5 million people at one end and 5 at the other then maybe there would be some talk about it.
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Old June 17th, 2014, 10:02 PM   #1012
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A high speed rail could only make sense via Munich imho. But even with that city and hub included, there most certainly would never be enough traffic to justify the investment. Heck, the DB didn't manage to implement an upgrate of the Munich-Lindau line for the last 40 years.
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Old June 18th, 2014, 12:33 PM   #1013
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From Rail Journal:

Quote:
http://www.railjournal.com/index.php...ml?channel=542

ÖBB to order more Railjets
Wednesday, June 18, 2014



AUSTRIAN Federal Railways (ÖBB) CEO Mr Christian Kern has announced that ÖBB intends to exercise the final option in its contract with Siemens for Railjet push-pull long-distance trains.

The contract covers 67 sets, 51 of which have so far been ordered by ÖBB with seven being passed on to Czech Railways (CD). This means ÖBB can purchase up to nine more sets.

ÖBB says that its fleet of non-Railjet long-distance coaches is ageing and will need to be replaced. This will take time, however, and new inter-city equipment cannot be ordered before 2019 due to financial constraints.

As an interim measure, ÖBB intends to take up the option for the remaining nine Railjets. These trains will be fitted with additional fire protection equipment to meet Italian requirements, enabling them to be used on Munich – Verona and on Vienna – Venice services which at present use standard coaching stock.

ÖBB also says that the number of premium class seats will be reduced in favour of increasing capacity in economy class and that the new sets will have a full restaurant car similar to the CD Railjets.

The order still needs to be approved by the ÖBB supervisory board but talks with Siemens are already well advanced. Deliveries could start next year
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Old June 18th, 2014, 02:01 PM   #1014
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Well, 9 units will already be needed for the Munich - Verona relation (8 + 1 in reserve) therefore both won't happen unless other units are refitted.
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Old June 19th, 2014, 02:08 PM   #1015
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..since today RZD (Russain Railways) offers a direct train connection from St. Petersburg to Vienna. The direct sleeping car is attached to three different trains during it's journey of 36 hours and 25 minutes:

St. Petersburg - Orsha with train no 19 (St. Petersburg - Odessa)
Orsha - Bohumin with train no 21/404 (Moscow - Prague)
Bohumin - Vienna with train no 101 (Bohumin - Vienna)


















Fahrplan:





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Old June 21st, 2014, 09:21 PM   #1016
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Is Vorarlberg pressing for any upgrade of Arlbergbahn at the moment? To me this should be top one on the railway list. It just seems so odd to me that the state doesn´t push for any upgrades at all at the moment given how important the line is. Right now it takes around 2h30 min between Bregenz and Innsbruck (a distance of 190 km), many parts of the stretch are slow and single-track. It should be possible to shortern that journey to about 90 min instead.
Well there had been plans to upgrade it with a second track. The project was fully planned already and especially on the eastern ramp land had already been expropriated and acquired for the purpose. Then, a couple of years ago, ÖBB completely dropped all of these plans. Lately even land previously reserved for that purpose was put on sale!

In the current ÖBB infrastructure framework plan (2014-2019) nothing is mentioned of the Arlberg axis. The sad truth is that nothing is going to really happen within the next decade and the Arlbergbahn will remain the patchwork it currently is. What we will see is selective improvements of avalanche security and so on, but even that will happen far below what would actually be necessary.

Generally spoken the state of Vorarlberg is obviously interested in upgrading this railway. Vorarlberg supported the BODAN-RAIL 2020 concept (An EU/Swiss funded project on conceptualizing an integrated railway system in the Lake Constance region by 2020), which includes that demand. Vorarlberg is primarily interested in extending the double track from Bludenz to Braz and later to Klösterle. Basically Vorarlberg, the Federal State and ÖBB signed an agreement on that in 1994 and Vorarlberg paid part of the planning costs. But nothing happened...

Occasionally members of parliament from Vorarlberg put the question back on the table, but usually nothing really happens. Here's an example of a parliament protocol from last year (I just quickly translated the stuff):

Quote:
Member of Parliament Dr. Harald Walser (Greens): Good morning, Madam minister! Upgrading the Arlbergbahn has unfortunately been stopped, especially the part between Braz and Bludenz, which had already been planned out. For Vorarlberg, this is a huge disadvantage. In the committee we already discussed the matter. My question to you: When will you think intensively again about upgrading the railway between Landeck-Bludenz with two tracks?

Minister for Transportation, innovation and technology Doris Bures: Mr. Deputy, I can not answer that question so to say in detail. But what is important to me, because we discussed that in the committee, is the railway in Tyrol: Also there, in the last years, we pushed forward a form of modernization, which is really presentable [...] But about that part of the railway exactly, when what and how we plan, I will accord you that.
http://www.parlament.gv.at/PAKT/VHG/...EITE_0045.html

And this is really the most tangible thing I have found by an official in recent years! Which is a shame really, because I agree that this railway has to be upgraded. We have seen some improvement in travel times in recent years, but only due to a reduced amount of stops. Now with the current timetable pretty much all previously cancelled stops have been reintroduced again...

Someone pointed out that Zurich and Munich are much closer to Vorarlberg than Vienna. That might be true but then Innsbruck, in Tyrol, is the seat of the High Court for Vorarlberg and Tyrol, seat of the largest hospital in Western Austria, traditional place of getting university level education etc. So there is quite some traffic between Vorarlberg and Tyrol alone. Then the Lindau - Munich connection is in a really bad state, even worse than the Arlbergbahn. So going to Munich by train takes even longer than to Innsbruck... The connection to Zurich is pretty good and Zurich is the airport most used by people from Vorarlberg. But ultimately Vienna is Austria's capital city and will always be an important destination. Once the Lindau-Munich railway is upgraded it could happen that people traveling from Vorarlberg to Vienna will go via Munich, as they already do when using the car.
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Old June 22nd, 2014, 03:00 AM   #1017
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Since way too much money is located to other projects right now, I don't see any funds available for a better connection of Vorarlberg to the rest of Austria. The focus now has shifted from the western railway to the southern railway. This may change after 2030, but definitely not before. At least there's now a direct connection from Vorarlberg to Graz and southern Austria.
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Old June 23rd, 2014, 01:35 AM   #1018
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Last weekend I explored (by bike) the construction site of the “Koralmbahn“ (new line Graz – Klagenfurt) between the eastern portal of the Koralmtunnel and the station Wettmannstätten.

Map overview:




location no 1, station Frauental-Bad Gams




location no 2 – close to he eastern portal oft he Koralmtunnel





View towards the Koralmtunnel:




View towards east:



Nice houses


Location no 3 – western end of the future station „Weststeiermark


Here IC-trains and local trains of the Graz – Wies-Eibiswald line will stop in the future.

:

View towards the future station




View towards east:


The existing local railway line (Graz – Wies-Eibiswald) will be realigned and connected to the new station, some bridges for this new alignment (as well as for a new road) are already under construction:




Location no 4 – east of the future station Weststeiermark






This way I came by bike…














In the future it will look like that:




Source:
http://www.kleinezeitung.at/nachrich...gestellt.story
http://www.bmvit.gv.at/bmvit/verkehr..._wd/index.html

Bereich 5



Location 6 – railway bridge crossing the Lassnitz river







New line under construction between Gross St. Florian and Gussendorf (location 7)







Location no 7 – near Gussendorf






Location no 8 – beginning oft he already partly completed section Wettmannstätten – Werndorf

Location no 9 – west of Wettmannstätten station


location 10 – station Wettmannstätten






Typical substandard regional bus service…


Platform 2/3:






My train back to Graz



Detailed construction plans for this section can be downloaded at http://www.bmvit.gv.at/bmvit/verkehr..._wd/index.html


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Old June 27th, 2014, 03:28 PM   #1019
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Graz main station by night

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Old June 27th, 2014, 05:08 PM   #1020
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Nice. I'm going to do a little rail-trip this July across Europe, including arriving at Graz at 21.53.
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