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453:. Due to a high degree of pre-existing infrastructure, the cost of the whole line's electrification did not exceed ÂŁ400,000; it reportedly reduced the journey times of passenger trains across the whole route by twenty-five per cent as well as freight trains by fifty per cent. As a natural consequence of this work, steam locomotives no longer traversed the tunnel, having been replaced by electric counterparts; as such, the air intakes that were formerly needed to supply the tunnel with additional fresh air were deemed to be surplus to requirements.
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being transported via such tunnels. Accordingly, scheduled renovations in the decades following these events have seen the installation of extensive safety-related systems, including fire detection sensors, emergency reporting systems and escape route indications. Special fire extinguishing trains have also been positioned on stand-by at both ends of the tunnel. The Tauern
Railway's car transport service also saw some changes to implement the new safety regulations issued around this time. Formerly, passengers using the
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part of the tunnel was not particularly deep underground, it was permanently dug open, effectively moving the tunnel entrance southwards by 179 metres and shortening the tunnel's length from 8,550 to 8,371 metres. The edifice of old tunnel entrance was left intact in its original location, albeit with no operational purpose; it presently stands as a
325:, which carries motor vehicles between either side of the tunnel via specialised trains. Various road vehicles from buses and lorries to bikes can be carried upon cars designed to facilitate their rapid loading and unloading. On 12 August 1947, a bomb exploded under a British military train carrying 175 people from
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on 24 October 2001), the
Austrian government undertook a comprehensive evaluation of safety conditions and requirements in respect to tunnels, both for road and railway traffic, to reduce such occurrences. In particular, concerns were drawn to the large amounts of dangerous goods that were regularly
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in close proximity to the tunnel. Between 2000 and 2004, the Tauern tunnel underwent extensive renovation works, which included the shortening of the tunnel and the relocation of the northern entrance, the replacement of much of the rail infrastructure present, and new fire management systems being
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on 1 July 1882. Accordingly, serious planning for the Tauern railway line and tunnel commenced in the early 1890s. During July 1902, excavation work on the tunnel commenced from the northern side; boring activity at the southern side started in
October of that same year. The work was supervised by
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Between 2000 and 2004, the Tauern tunnel underwent extensive renovation works. During these works, the northern tunnel entrance was substantially altered as a means of rectifying a rather notorious curve near to this entrance which had caused numerous trains to derail over the years. As the first
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Despite numerous difficulties encountered during its construction, the tunnel was effectively finished during 1906. On 5 July 1909, the official opening of the Tauern
Railway line and tunnel alike occurred, the ceremony being attended by various dignitaries, including Emperor
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in close proximity to the tunnel. The bomb, which detonated underneath the baggage compartment, injured one soldier; a second bomb was present but failed to explode. It was apparently intended for the train to derail and fall over a steep cliff. The terrorist group
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The construction of the Tauern
Railway Tunnel was first mooted during the late nineteenth century, although actual work on its construction was started in July 1902. The excavation was performed via a labour intensive process by a mostly
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arch. This period of renovation also saw the replacement of all the rails and power lines inside the tunnel, while damaged sections of tunnel wall were repaired, and fire detection systems were installed.
259:. Currently, it has a length of 8.371 kilometres (5.201 mi). The highest point of the tunnel, which is also the highest point in all of the railway line, is at 1,226 metres (4,022 ft) above
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mountain range, which would need to be traversed by a sizable tunnel of around five miles in length, roughly one-tenth of the overall mileage of the line. Furthermore, the local
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were allowed to stay in their cars during the eleven minute journey; nowadays, all passengers have to get into a passenger carriage directly behind the locomotive.
370:. Despite this challenge, it was foreseen that such a railway would be especially important for the transportation of goods between the industrialised north of
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the tunnel along with the rest of the line. This scheme included the construction of a power station to produce the needed energy to the west of
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Unlike the majority of tunnels along the line, Tauern Tunnel was equipped with the
Saccardo system of ventilation.
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service, carrying motor vehicles between either side of the tunnel by trains, commenced. Also referred to as the
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View of the old northern portal (foreground), and the active new northern tunnel portal (background), July 2012
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existed as early as the 1880s. The most challenging geographical obstruction to the envisioned line was the
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neighbours had fulfilled the remarkable engineering achievement embodied by the completion of the lengthy
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774:"The fire catastrophe in the Tauern Tunnel: Experience and conclusions for the Austrian guidelines"
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291:. It was effectively finished during 1906, and formally opened three years later by Emperor
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On 12 August 1947, a bomb exploded under a
British military train carrying 175 people from
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Pressure for
Austria to proceed with such a venture had increased considerably after their
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Plans for the construction of an interconnection railway line between the terminus of the
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One particularly noteworthy service that has long used the Tauern
Railway Tunnel was the
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Following a large number of serious accidents in other tunnels, such as
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696:"175 Britons Escape in Rail Blast Near Tunnel in the Austrian Alps"
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train entering the southern portal, circa 1911. Note the lack of
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674:"New railway carriages for bicycles to cross the Tauern tunnel"
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378:, which was then host to the empire's principal seaport on the
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263:. The tunnel's north entrance is at Böckstein in the valley of
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workforce undertook most of the backbreaking labour involved.
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654:Ă–sterreich in Geschichte und Literatur. Ă–GL. Mit Geographie
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Buildings and structures in Salzburg (federal state)
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of Austria. While trains were initially operated by
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529:on 29 May 1999, as well as in other countries, (
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445:Between 1925 and 1935, work was undertaken to
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778:Tunnelling and Underground Space Technology
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754:Verlag Schweers + Wall, Cologne 2005,
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287:workforce overseen by the civil engineer
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299:, the tunnel and wider line alike were
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734:"Irgun's Hand Seen in Alps Rail Blast"
652:Institut fĂĽr Ă–sterreichkunde (Hrsg.):
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898:Transport in Salzburg (federal state)
660:Ă–sterreichischer Bibliothekenverbund
656:. Band 41. BraumĂĽller, Vienna 1997,
508:was later implicated in the attack.
271:, while the south entrance is near
147:(1909: 8,550 m (5.31 mi))
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588:Gautier, Adolphe (22 April 1880).
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676:. ciclovia-alpeadria-radweg.eu
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414:(1850-1907), whilst a mostly
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716:"Irgun Boasts of Alps Blast"
224:1,226 m (4,022 ft)
7:
750:Ă–BB Infrastruktur Betrieb:
321:service, launched amid the
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878:Railway tunnels in Austria
752:Eisenbahnatlas Ă–sterreich.
484:service, or in English as
883:Tunnels completed in 1909
772:Leitner, A. (July 2001).
410:the noted civil engineer
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590:"The St. Gothard Tunnel"
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257:main chain of the Alps
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828:at Wikimedia Commons
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232:Tauern Railway Tunnel
20:Tauern Railway Tunnel
63:Central Eastern Alps
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608:1880Natur..21..581G
433:Operational history
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903:Car shuttle trains
849:47.0361°N 13.156°E
527:Tauern Road Tunnel
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366:featured numerous
31:South portal near
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824:Media related to
740:. 16 August 1947.
722:. 19 August 1947.
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632:"Tauern motorail"
531:Mont Blanc Tunnel
490:car shuttle train
397:apparatus present
319:car shuttle train
297:steam locomotives
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338:Construction
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162:Double track
852: /
472:During the
368:hot springs
360:High Tauern
334:installed.
303:during the
301:electrified
265:Bad Gastein
204:Electrified
169:Track gauge
142:Line length
74:Bad Gastein
72:Böckstein,
59:Hohe Tauern
867:Categories
840:13°09′22″E
837:47°02′10″N
658:Permalink
546:References
412:Karl Wurmb
289:Karl Wurmb
103:Work begun
634:. oebb.at
464:train in
447:electrify
277:Carinthia
261:sea level
237:‹See Tfd›
137:Technical
98:Operation
92:Carinthia
514:memorial
466:Mallnitz
451:Mallnitz
348:Salzburg
273:Mallnitz
269:Salzburg
192: in
119:Operator
88:Mallnitz
78:Salzburg
55:Location
40:Overview
33:Mallnitz
680:19 July
638:19 July
604:Bibcode
573:19 July
501:Villach
416:Italian
376:Trieste
364:geology
352:Villach
331:Villach
285:Italian
249:Austria
187:⁄
129:Traffic
758:
595:Nature
497:London
476:, the
327:London
241:German
157:tracks
111:Opened
506:Irgun
403:Swiss
247:) in
132:Train
69:Start
804:link
756:ISBN
682:2021
640:2021
575:2021
374:and
350:and
230:The
114:1909
106:1902
45:Line
786:doi
612:doi
499:to
460:An
382:.
329:to
314:or
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194:) (
155:of
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84:End
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