Alb descent tunnel

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Alb descent tunnel
Alb descent tunnel
View of the west portal (July 2020)
Official name Albabstieg tunnel
traffic connection New Wendlingen – Ulm line
place Ulm
length 5940 m
Number of tubes 2
Largest coverage 68 m
construction
Client Deutsche Bahn
start of building January 2014
business
release December 2022 (planned)Template: future / in 2 years
location
Alb descent tunnel (Baden-Württemberg)
Red pog.svg
Red pog.svg
Coordinates
North portal (Dornstadt) 48 ° 27 '11 "  N , 9 ° 56' 50"  E
South portal (Ulm main station) 48 ° 24 ′ 19 "  N , 9 ° 58 ′ 59"  E

The Albabstieg tunnel (also known as the Albabstieg tunnel , also known as the Gerlinde tunnel ) is a 5,940 m long railway tunnel under construction on the new Wendlingen – Ulm line between Dornstadt and Ulm .

course

East portal of the northern tube (May 2019)
North tube facing west, near the east portal (May 2019)

In the tunnel, the route of the new line at Dornstadt leaves the parallel position to Federal Motorway 8 in a right-hand bend in a south-easterly direction and reaches the Ulm railway junction in a southerly direction. The structure crosses under the Stuttgart – Ulm railway line before it runs directly into Ulm Central Station .

The tunnel is designed in two separate, single-track tubes with a basket arch cross-section, the cross-section of which adjusts twice to the locally permissible maximum speed. Both tubes are connected to one another by eleven crosscuts. The west tube is about 5875 m long, the east tube 5885 m.

At the north portal there is a hood structure against the tunnel bang with 1.5 times the cross section of the tunnel tube and window-like openings. In front of the portal is the Tobelgraben railway overpass.

The gradient initially drops in the direction of Ulm at 25.0 per mil. After going under the filled Rappenbad valley , a compulsory point , it goes over into a gradient of 13.5 per thousand. The south portal, on which three main tracks run over the tunnel, is another compulsory point. The information on the maximum overlap varies. They range from 68 m over between 6.5 and 70 meters to between 6.5 and 78 meters.

Geologically, the tunnel is essentially (80 percent) in karstification- capable White Jura and tertiary formations. Quaternary layers exist in the area of ​​the north portal . In the area of ​​the Rappenbad valley, anthropogenic replenishments were also expected.

The planned speed on the main track from Stuttgart to Ulm is initially 100 km / h from the south portal (km 81.750) out of town, from km 81.6 120 km / h and finally from km 81.3 250 km / h. On the main line from Stuttgart to Ulm, up to km 81.2 250 km / h are permitted, up to 81.5 km / h and then 100 km / h.

history

planning

A tunnel from Dornstadt to in front of the main train station in Ulm was aimed at by the Deutsche Bundesbahn as early as 1993 for the regional planning procedure for the new Stuttgart – Ulm line.

According to the planning status from 1993, as part of variant H of the new line, it should turn off the trunk road in the area of ​​the Ulm motorway maintenance facility and merge into a tunnel in front of the Rommel barracks. A diagonal underpass with a platform sloping longitudinally towards the Danube was planned for Ulm Central Station. This was to be followed by undercutting the Danube, the glacis facilities and the Neu-Ulm industrial area. The tunnel was supposed to flow into the Ulm – Augsburg railway line at Pfuhl . Due to possible hydrogeological problems, a ground-level passage through Ulm was examined. As part of variant K of the new line, an approximately 18 km long Alb descent tunnel was planned, which should begin with an underpass of Beimerstetten station and, as with variant H, lead to Ulm central station.

According to the planning status of 1995, the tunnel was planned to be 4950 m long. In 2007, 5955 m were planned.

The tunnel is an essential part of the planning approval section 2.4 of the new line. The plan approval procedure was applied for for the first time on June 13, 2003. On December 22nd, 2004 and November 28th, 2006, new applications were made with revised documents. In a letter dated December 14, 2006, the Federal Railway Authority forwarded the application to the Tübingen regional council to conduct the hearing.

In a letter dated June 11, 2007, the public agencies were included. The documents were displayed from June 18 to July 17, 2007 in Dornstadt and Ulm. Around 40 private objections were received . The public hearing took place on June 22, 2009. The hearing process closed on December 18, 2009. In the course of the procedure, various changes to the planning were made following suggestions from the water protection authorities. The Federal Railway Authority now has to decide on the planning approval (and thus the granting of the building permit) . The regional council expected construction to start around 2013 at the end of December 2009.

In July 2012, the Federal Railway Authority issued the planning approval and the associated building permit. The north portal near Dornstadt has been built since January 2014 and the intermediate approach to Lehrer Tal has been established.

Tendering and awarding

The construction contract was put out to tender across Europe on July 18, 2012. The construction contract to be awarded should start on July 2, 2013 and end on June 1, 2019. Eight offers were then received. At the beginning of 2013, the award was planned for mid-2013.

At the end of October 2012, a medium-sized working group was commissioned to work on the south portal of the tunnel and a railway bridge planned in this area. The first preliminary measures to build the access to the south portal north of Ulm Central Station have been in progress since February 2013.

On July 23, 2013, Deutsche Bahn announced that the construction contract was about to be awarded. The order has a volume of 250 million euros and is to be given to a consortium of Ed. Züblin (lead) and Max Bögl are awarded. According to the company's own information, the award amount is “significantly” below the budget.

The award to the ARGE Tunnel Albabstieg c / o Max Bögl Bauunternehmung GmbH & Co. KG was formally announced on October 23, 2014. It took place on July 28, 2013 for an order value of 249,161,047.40 euros. Seven offers were received.

construction

Dornstadt portal on the day the tunnel was christened
During the construction period, the structure was named "Gerlinde Tunnel"
Aerial photo of the north portal in July 2014

The construction work started in January 2014 with the construction of the north portal near Dornstadt, as well as the intermediate attack in the Lehrer Valley. The tunneling began at the beginning of April 2014. This was originally planned for the end of April or beginning of May 2014. The tunnel should be opened in early May 2014. The tunnel was ceremonially inaugurated on June 23, 2014.

The tunnel will be built using shotcrete . From the north portal (Dornstadt), two drives are made in a southern direction. Four drives (two in the direction of Dornstadt, two in the direction of Ulm) are carried out through an approximately 400 m long intermediate attack. This comes to the surface south of the Ulm district of Lehr ( coordinates ). No tunneling is planned from the Ulm portal due to its inner-city location and the limited space available.

In 2014, a tunneling capacity of 15 meters per day and tube was planned. A total of around 1.2 million cubic meters are to be excavated. The karst exploration was carried out during the advance, using up to 12 m long spike and anchor bores from the tunnel profile. The largest karst cavity found during the drive is the 2200 cubic meter "intermediate tunnel cave" near the Ulm portal.

At the beginning of 2015, tunneling progress per tube and day was four and a half meters. By March 2015, a total of around 3.3 km had been driven in both tubes. At the end of June 2015, more than 950 m of the east tube and more than 1000 m of the west tube had been driven from the south portal in the direction of Dornstadt.

The Rappenbachtal, which had been filled in with an undefined material in the 1960s, was driven under over a length of 300 meters. Temporary increased methane deposits in the tunnel were countered with additional fresh air.

Several thousand people visited an open construction site day on June 28, 2015.

The portal structure at Ulm Central Station was completed at the beginning of September 2015, one month earlier than planned. On October 19, 2015, a worker about 1,100 m from the intermediate attack in the direction of Dornstadt was seriously injured by a falling stone slab.

The breakthrough between the intermediate attack and the Dornstadt portal was originally planned for May 2016, the one between the intermediate attack and the Kienlesberg portal in April 2017 (as of September 2015). In fact, the first breakthrough, from the intermediate attack and the Dornstadt portal in the west tunnel, took place in the early evening of February 27, 2016 at a depth of 40 meters. At this point in time, the tunnel had been driven more than 80 percent. The ceremonial breakthrough at the Ulm portal took place on November 22, 2016. The shell should be completed in 2018 (status: October 2013). The completion of the shell was announced on May 9, 2018. According to other information, the shell should be completed by the end of 2018.

200 to 220 workers are to be involved in the construction of the tunnel, and 60 to 80 workers in planning and organization. Two years are planned for the technical equipment of the tunnel. Commissioning is planned for the end of 2021.

Around 40 percent of the excavation is used for side deposits on the A 8, the rest is dumped.

A lookout point on the construction site is to be created at the north portal. Another vantage point with a view of the south portal is planned on Kienlesberg. The tunnel sponsorship was taken over by Gerlinde Kretschmann, the wife of the Prime Minister of Baden-Württemberg .

An information center on the rail project, which was set up from 2014 to July 2018 above the south portal of the tunnel, was visited by more than 16,000 people. The container used for this is to serve the station mission in Stuttgart in the future.

The track construction reached the western tunnel portal in August 2019.

costs

When the financing agreement for the new line was concluded in April 2009, structural costs of around 14 million euros per kilometer of tube for the Albabstieg tunnel were expected. At the 2010 price level, 443.0 million euros have been estimated for the entire planning approval section 2.4.

The entrepreneur Martin Herrenknecht criticized the fact that a cheaper machine tunneling was not allowed in the tender. He wanted to obtain approval for machine driving through a self-financed counter-opinion and sue if this is rejected. The company Herrenknecht had submitted a bid. According to Deutsche Bahn, the tunnel could not be driven with a tunnel boring machine due to the prevailing karst rock. The machine would get in the way of backfilling karst cavities.

technology

Light and heavy mass-spring systems should be used for vibration protection.

The slab track should be designed to be passable for road vehicles. Extinguishing water tanks are integrated in the connecting structures 5 and 6.

A building for an electronic signal box is to be built at the Dornstadt portal .

The connection area of ​​the new line to Ulm train station is to be equipped with overhead contact line systems of the types Re 200, 250 and 330.

Web links

Commons : Albabstieg tunnel  - collection of images

Individual evidence

  1. ↑ a b c D-Stuttgart: Construction of railway tunnels . Document 2012 / S 136-227619 of July 18, 2012 in the supplement to the Electronic Official Journal of the European Union .
  2. ^ A b c d e Matthias Breidenstein, Stefan Kielbassa, Herwig Ludwig: An overview of the tunnels on the new Wendlingen – Ulm line . In: tunnel . Official organ of the STUVA . tape 32 , no. 2 . Bauverlag, March 2013, ISSN  0722-6241 , p. 28-40 .
  3. ↑ Railway Atlas Germany. Edition 2007/2008 . Verlag Schweers + Wall, location year, ISBN 978-3-89494-136-9 . Pp. 94 f., 104 f., 168
  4. ^ Joachim Nied, Peter Marquart : Planning, implementation and geology of the major projects Stuttgart 21 and NBS Wendlingen – Ulm . In: Geotechnik , 30 (2007), No. 4, ISSN  0172-6145 , pp. 225-230.
  5. ^ A b Hany Azer , B. Engel: Stuttgart 21 and NBS Wendlingen – Ulm . In: Tunnel , issue 7/2009, ISSN  0722-6241 , pp. 12-24 ( PDF , 290 kB).
  6. ↑ a b c d e Stefan Kielbassa, André Reinhardt, Adalberg Gering: Albabstieg tunnel: Karst exploration and karst rehabilitation measures . In: tunnel . tape 34 , no. 4 , 2015, ISSN  0722-6241 , p. 26-37 .
  7. ^ A b c d Philipp Langefeld, Gerald Lindner, Stefan Penn : The new Wendlingen - Ulm line, a project at the transition from the planning to the construction phase . In: Railway technical review . No. 12 , 2012, ISSN  0013-2845 , p. 16-20 .
  8. ↑ a b Stuttgart – Ulm rail project Presentation of the PFA 2.4 - Albabstieg , Ulm, October 15, 2013.
  9. ↑ a b c d e f Jürgen Buchta: Tunnel construction starts in March . In: Südwest Presse . October 17, 2013, ZDB -ID 1360527-6 , p. 18 ( online ).
  10. ↑ a b c A tunnel like a Klettermax . In: DB Welt , regional section southwest . No. 1 , January 2017, p. 18 .
  11. ↑ Site plan track planning. (PDF) NBS km 80.667… 81.494. August 20, 2004, accessed January 18, 2020 .
  12. ↑ Site plan track planning. (PDF) NBS km 81.494… 81.768. November 6, 2006, accessed January 18, 2020 .
  13. ↑ Deutsche Bundesbahn / Deutsche Reichsbahn (Ed.): New line Stuttgart - Ulm: The railway applies for the regional planning procedure . Press release from September 6, 1993.
  14. ↑ Without author: Planned tunnels in the course of the new Stuttgart – Ulm line . In: Tunnel , Issue 5/1993, ISSN  0722-6241 , pp. 288-292.
  15. ^ Deutsche Bahn AG, Regional Council Stuttgart (ed.): Expansion and new construction line Stuttgart – Augsburg. Section Stuttgart – Ulm. Area: Wendlingen – Ulm . 1st edition August 1995, planning status from August 1995.
  16. ↑ Wolfgang Feldwisch: Major rail projects as a challenge for tunnel construction . In: Geotechnik , 30 (2007), No. 4, ISSN  0172-6145 , pp. 217-225.
  17. ↑ Volker Kefer : Stuttgart 21 and NBS Wendlingen-Ulm Document for the Examination and Compliance Committee (PCA) of the DB and the Steering Committee (LK) S21 . Berlin / Stuttgart, March 23, 2012 ( PDF , 880 kB), p. 28.
  18. ↑ a b Eisenbahn-Bundesamt (Ed.): Plan approval decision according to § 18 General Railway Act (AEG) for the upgraded and new line Stuttgart - Augsburg, Wendlingen - Ulm area: plan approval section 2.4, Alb descent km 75.250 - km 81.768 . ( PDF , 0.7 MB), pp. 30–32.
  19. ↑ start of construction in spring? ( Memento from February 13, 2013 in the web archive archive.today ). Südwestpresse , December 31, 2009
  20. ↑ a b Railway Project Communication Office Stuttgart – Ulm (ed.): Upcoming award of the Albabstieg tunnel ( memento of October 18, 2013 in the Internet Archive ). Press release from July 24, 2013.
  21. ↑ DB Mobility Logistics AG (Ed.): New Wendlingen – Ulm line: First main measure to rebuild Ulm station commissioned . Press release from October 31, 2012.
  22. ^ Germany-Stuttgart: construction of railway tunnels . Document 2014 / S 204-362018 of October 23, 2014 in the supplement to the Electronic Official Journal of the European Union .
  23. ↑ Without a source
  24. ^ Deutsche Bahn AG (Ed.): Tunneling work for the railway on the Albabstieg tunnel started . Press release from April 7, 2014.
  25. ^ Thomas Steinbacher: From Dornstadt in the railway tunnel to Ulm . In: Südwest Presse . February 26, 2014, ZDB -ID 1360527-6 , p. 19 ( online ).
  26. ↑ Thomas Steib Adler: Dornstadt: Gerlinde Kretschmann baptizes Albabstiegstunnel. Südwest Presse , June 23, 2014, accessed July 1, 2014 .
  27. ↑ Without a source
  28. ↑ Jürgen Buchta: The goal is 30 meters of tunnel per day . In: Geislinger Zeitung . January 3, 2014, p. 21 ( online ).
  29. ↑ a b It is dark in front of the hoe . In: Südwest Presse . April 1, 2015, ZDB -ID 1360527-6 , p. 19 ( online ).
  30. ↑ Michael Ruddigkeit: The giant construction site is approaching Ulm . In: Augsburger Allgemeine . March 16, 2015, p. 30 (including title online ).
  31. ↑ a b Amrei Groß: Take a look into the tube . In: Südwest Presse . June 29, 2015, ZDB -ID 1360527-6 , p. 13 .
  32. ↑ a b Hans-Uli Thierer: The railway times ahead of its time . In: Südwest Presse . September 28, 2015, ZDB ID 1360527-6 , p. 9 ( online ).
  33. ↑ Accident in the new tunnel: workers injured . In: Schwäbische Zeitung . October 21, 2015, p. 23 ( online ).
  34. ^ First breakthrough at the Albabstieg tunnel . In: Swabian Post . No. 19 , February 3, 2016, p. 19 .
  35. ↑ Miners celebrate first breakthrough at the Alb descent tunnel ( memento from March 4, 2016 in the Internet Archive ). Press release from February 29, 2016.
  36. ↑ Ulm celebrates its new tunnel . stuttgarter-zeitung.de, November 23, 2016.
  37. ↑ Alb descent tunnel: inner shell completed. In: bahnprojekt-stuttgart-ulm.de. Deutsche Bahn, May 9, 2018, accessed on May 14, 2018 .
  38. ↑ a b Bernd Rindle: The tube is ready . In: Geislinger Zeitung . No. 182 , August 9, 2018, p. 14 .
  39. ↑ Gerlinde Kretschmann takes over tunnel sponsorship . Press release of the communications office Bahnprojekt Stuttgart-Ulm from November 6, 2013.
  40. ↑ InfoCenter Ulm gives way to construction progress. Information was provided directly on site for four years. In: bahnprojekt-stuttgart-ulm.de. Stuttgart-Ulm rail project, July 26, 2018, accessed on July 26, 2018 .
  41. ↑ The rails will be laid on the Alb plateau. Construction of the first meter of ballastless track on the open road. In: bahnprojekt-stuttgart-ulm.de. Deutsche Bahn, August 7, 2019, accessed on August 23, 2019 .
  42. ↑ German Bundestag (ed.): Answer of the Federal Government to the minor question from MPs Winfried Hermann, Dr. Anton Hofreiter, Dr. Valerie Wilms, another member of parliament and the BÜNDNIS 90 / DIE GRÜNEN parliamentary group - Printed matter 17/4001 - Current developments on the planned new Wendlingen – Ulm line (PDF; 107 kB). Printed matter 17/4293 of December 17, 2010.
  43. ↑ German Bundestag (ed.): Answer of the Federal Government to the minor question from MPs Matthias Gastel, Harald Ebner, Christian Kühn (Tübingen), other MPs and the Alliance 90 / THE GREENS parliamentary group - printed matter 18/2123 - status of the new Wendlingen – Ulm line . tape 18 , no. 2239 , July 25, 2014, ISSN  0722-8333 , p. 8 ( PDF ).
  44. ↑ Konstantin Schwarz: Herrenknecht attacks the railway planners . In: Stuttgarter Nachrichten , No. 185, August 11, 2012, p. 22 ( online ).
  45. ↑ Martin-Werner Buchenau: "The railway is still like an authority" . In: Handelsblatt . No. 241, December 12, 2012, ISSN  0017-7296 , p. 18.
  46. ↑ Stefan Hupka: Herrenknecht: South Baden's trump card is the skilled workers . In: Badische Zeitung (online edition), November 24, 2012.
  47. ↑ John Rauneker: Railway Stop Merklingen - "a nice project" . In: Schwäbische Zeitung . May 2, 2015, p. 16 ( online ).
  48. ↑ Determination of the failure to carry out an environmental impact assessment (UVP) in accordance with Section 5 of the Environmental Impact Assessment Act (UVPG) for the project "Large-scale project Stuttgart-Ulm, PFA 2.4, 7th change of plan: area for electronic interlocking at the Dornstadt portal", on the route 4813 Feuerbach - Stuttgart Hbf deep - Ulm Hbf in Dornstad. (PDF) (No longer available online.) Federal Railway Office, July 16, 2019, archived from the original on July 17, 2019 ; accessed on June 18, 2020 .
  49. ^ Germany-Stuttgart: Catenary construction work. Document 2019 / S 212-519331. In: Supplement to the Electronic Official Journal of the European Union . November 4, 2019, accessed November 19, 2019 .