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On the line to Klagenfurt, ICE4 will run; the direct service to Graz will likely not survive in its present form after the Koralmbahn opens (it will be Graz via Klagenfurt).
I’m struggling to see how Graz via Klagenfurt would work, even with the Koralmbahn surely that’d still be slower than the existing route via Selzthal and Leoben?
Can’t say I’m surprised that they’re planned to get ICE4s though. I’m more surprised they aren’t planning to use ICE4s to Wien and have all ICE workings to Austria worked by ICE4s and Stadler IC2s. Would save DB the hassle of getting the ICE-L certified for use in Austria.
add in the fact 800's cant do beyond 160km/h on diesel and this locomotive is suposed to be doing 230km/h on that power and yea wonder if the Talgo locomotives are just a requirement by Talgo for a reduced carriages pricetag?, get them shown off to the world as they havent got anybody else wanting them?
considering they will already be on vectrons as the loconmotives are delayed (are any actually built yet?), wonder if DB will just cancel them whenever possible?
I’m struggling to see how Graz via Klagenfurt would work, even with the Koralmbahn surely that’d still be slower than the existing route via Selzthal and Leoben?
The direct trains (Vienna-) Graz-Klagenfurt-Salzburg are planned to have a journey time of 3h50 (Graz-Klagenfurt 56 Minutes, then somewhat accelerated compared to now). By taking the faster trains from Graz (nonstop between Graz and Klagenfurt) and changing at Villach, you can reduce this to 3h34.
So yes, it’s a little faster. The decision to run all long-distance trains via Klagenfurt has been taken years ago, since this is a PSO service. The rationale would probably have been that the Wien - Klagenfurt trains will have spare capacity south of Graz anyway (Graz being the second city of Austria, lots of passengers will get off there). Also, the Tauern service will become hourly.
There is some backlash currently because the line via Selzthal runs through a tourist region and would lose direct trains to Germany, but I don’t see the plans changing, maybe apart from some seasonal direct trains to the Ennstal line (which apart from this will get an Interregional service).
(I don’t agree with the initial decision to reroute the services BTW, but that’s neither here nor there. However, considering the vast increase in long-distance passengers since the timetable was settled, I think that there will be huge capacity issues on the Südbahn once the Semmering tunnel opens as well - open-access operators might mitigate this, though).
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I’m more surprised they aren’t planning to use ICE4s to Wien and have all ICE workings to Austria worked by ICE4s and Stadler IC2s. Would save DB the hassle of getting the ICE-L certified for use in Austria.
It’s generally not a problem to certify German trains for Austria since the technical norms are so similar.
The Vienna - Nürnberg- Frankfurt etc. route doesn’t need 250 km/h. I am rather more curious if the ICE-L will be able to match the ICE-T timings based on tilt between Passau and Nürnberg, but their very low weight will help, as will level boarding.
According to Deutsche Bahn the Talgo locomotives (BR 105) have an output of 6.400kW.
The reason why Talgo got the order was basically that they were the sole bidder because of the 230 km/h speed requirement by Deutsche Bahn. The Bombardier TRAXX 3 was only capable of 160 km/h at the time of the tender and Siemens Vectron only 200 km/h. It wasn't until 2022 Siemens presented the Vectron 230, and the ECx tender closed for bids in 2018.
Good news: today an ICE3neo set arrived in the Netherlands for testing to obtain atmittance to run on the Dutch network.
A nice step in the right direction to have the unreliable ICE3M sets replaced.
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