Audit tunnel
| Audit tunnel | ||||
|---|---|---|---|---|
 View from track 4 of the Ingolstadt Nord train station into the south portal of the Audit Tunnel
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| use | Railway tunnel | |||
| traffic connection | New Nuremberg – Ingolstadt line | |||
| place | Ingolstadt | |||
| length | 1258 m | |||
| Number of tubes | 1 | |||
| construction | ||||
| Client | DB network | |||
| building-costs | approx. 78 million DM (total costs, planning status 2000) | |||
| start of building | 1999 | |||
| completion | 2002 (shell) | |||
| business | ||||
| operator | DB network | |||
| release | 2006 | |||
| location | ||||
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| Coordinates | ||||
| North portal | 48 ° 47 ′ 17 " N , 11 ° 25 ′ 39" E | |||
| South portal | 48 ° 46 ′ 37 " N , 11 ° 25 ′ 44" E | |||
Map with all coordinates: 
The Auditunnel is a double-track railway tunnel on the high-speed line Nuremberg – Ingolstadt in the north of Ingolstadt . It passes under part of the Audi AG factory site (hence its name) as well as other commercial and residential areas. With a length of 1258 meters (route kilometers 84.995 to 86.253) it is the second shortest of the nine tubes on the new line. The tunnel originally planned to be 1138 meters long was extended by 120 meters to the north.
Structure and course
The tunnel, which can be driven continuously at 160 km / h, runs in an S-shape towards Nuremberg , initially in a right-hand curve, followed by a straight line and a long left-hand curve. The tube accommodates two tracks in slab track with a mass-spring system to reduce the transmission of vibrations to the industrial facilities above. A special feature is the Rheda classic slab track system in trough construction, which was only used in the section of the Audit Tunnel (kilometers 84.6–86.6) in the area of the new line.
The tunnel has ramps in both directions. The southern ramp with a length of 317 meters, in which the tracks of the Ingolstadt Nord train station run along the high-speed line, marks the start of the new line to Nuremberg. This is where the slab track and the special overhead line for the high-speed line begin, for example . The north ramp (395 meters) is followed by a curve, behind which the line's top speed increases to 300 kilometers per hour. This tunnel is therefore the only one on the new line that cannot be driven at 300 kilometers per hour as planned.
Entry signals for Ingolstadt Nord station are also located in the tunnel .
security concept
The safety concept of the high-speed line was the Audi Tunnel special attention because the tube is not the only route in a natural slope, and even with a roof profile - could be interpreted - an artificial slope toward the center. This means that in an emergency, trains cannot simply roll out without a drive with the brakes released. Gases that are heavier than air cannot escape by themselves either.
For this reason, the 1258 meter long tunnel was equipped with a total of four emergency staircases at a maximum distance of 330 meters (otherwise: 1000 meters). In contrast to the other tunnels on the new line, the portals are also counted as emergency exits. Therefore, there are a total of six emergency exits for the audit tunnel, which are shown in detail below; the counting is ascending from south to north:
- Escape stairs at the south portal (route kilometers 86.281) are designated as emergency exit 1 .
- Emergency exit 2 leads from route kilometer 85.974 in the northeast area of Ingolstadt North Station at 48 ° 46 '46 " N , 11 ° 25" 40.4 " E to the surface.
- Emergency exit is located at the 3 kilometer 85.688 and reaches the Ingolstadt Carl-Zeiss-road at 48 ° 46 '55.3 " N , 11 ° 25' 38.3" O to the outside.
- The access to the emergency exit 4 (85.449 kilometers) on a publicly accessible operational parking the Audiwerke at 48 ° 47 '3.4 " N , 11 ° 25' 40.5" O .
- Emergency exit 5 located on the northern edge of Ingolstadt (near Oskar-von-Miller-Strasse), north of the Audi-premises at 48 ° 47 '13.2 " N , 11 ° 25' 40.6" O . The exit leads through two accesses at km 85.128 and 85.143 into the driving tunnel.
- The emergency exit 6 northernmost from outside the tunnel, about 15 meters north of the tunnel entrance (85.012 kilometers), a westernmost the tracks door at 48 ° 47 '16.5 " N , 11 ° 25' 38.8" O to the Surface.
The tunnel has a separate overpressure ventilation to keep the emergency exits free of smoke in the event of a fire. In addition to a smoke alarm system, a gas warning system was also installed on the tunnel floor. The safety lighting is always on.
The south portal with escape stairs (right) serves as emergency exit 1
Emergency exit 2 near Ruschenweg
Emergency exit 3 on Carl-Zeiss-Straße
Emergency exit 4 on the Audi company car park (visible in the background)
Emergency exit 5, a few meters south of the north portal
Access from the trough structure to the stairwell of the emergency exit 6
history
planning
According to the railway, the construction of a tunnel in the Audiwerke area was not absolutely necessary. On the one hand, such a fragmentation was prevented and urban development in this area was still possible. On the other hand, it was possible to thread the new line in the middle of the north station at no height . The construction of the tunnel made it structurally easier to integrate the additional tracks of the high-speed line into the track system of the north station. The tracks on the Treuchtlingen – Munich route and freight traffic do not have to be crossed unnecessarily.
In mid-1989 the structure was planned to be 1720 m long. In mid-1994 there were 1138 m The drive should be carried out from both portals.
The Audit Tunnel was awarded as a separate construction lot on September 3, 1998 to a bidding consortium under the leadership of Walter Bau ( Augsburg ) and Dywidag . In addition, the companies Helit + Woerner Bau AG and Dywidag were part of the working group . The project was part of the 5,379 m long Ingolstadt junction , which also included the introduction of Ingolstadt , which included the renovation of the north station and the laying of an additional track to the main station. This section was calculated at around 280 million DM in mid-2000.
In 1999 a total length of 1,270 m was planned (1,970 m with ramps). The working group submitted a special proposal for a " cover construction under compressed air", which was commissioned. Completion of the tunnel was planned for the beginning of 2002 in mid-2000.
construction
Before construction began, a number of lines, including an oil pipeline , had to be laid. The first earthworks began in February 1999.
The tunnel was on 14 December 1999. struck . It was the last start of construction of a tunnel on the new line. The work under compressed air began in March 2000. Sigrid Paefgen, wife of the then Audi chairman Franz-Josef Paefgen , acted as tunnel sponsor . During the construction phase, the tunnel was called the Sigrid Tunnel . The tunnel shell was built between August 2000 and October 2001. The shell construction was completed in spring 2002.
Due to the proximity to the Audi factory and its sensitive measuring systems, all construction work had to be carried out vibration-free. Blasting therefore had to be completely avoided during the construction work. Since the construction site is located in the groundwater of the nearby Danube , the use of compressed air and the pumping out of penetrating groundwater were necessary. Due to the sensitive industrial facilities that are under crosses, were settling to avoid in particular. Over a length of 1070 meters, the tube was built using the top-down method using compressed air ; On the southern 188 meters, the structure could be erected partly in an open and partly in a top-down construction without excess pressure. The regular overpressure was 1.0 bar, at times up to 1.3 bar. Due to the location of the southern ramp in Ingolstadt Nord station, track 6 had to be relocated several times during the construction phase.
costs
The total costs were given in mid-2000 at around 78 million DM.
Web links
- Location and course on the OpenRailwayMap
- Audit tunnel. In: Structurae
Individual evidence
- ^ Planungsgesellschaft Bahnbau Deutsche Einheit mbH (Ed.): Nuremberg – Munich in one hour . Nuremberg, November 30, 1999 (similar version from January 1999 as PDF file , 2.3 MB), p. 9.
- ↑ a b c d e f g Planungsgesellschaft Bahnbau Deutsche Einheit (Ed.): ICE new and upgraded line Nuremberg - Ingolstadt - Munich: construction work at the Ingolstadt junction . 8-page leporello, Nuremberg, June 2000, pp. 2, 7, 8.
- ↑ Horst Weigelt : Schnellbahnachse Nürnberg – Ingolstadt – Munich - New infrastructure with cutting-edge technology , page 155.
- ↑ Residents stay on the opposite course . In: Ingolstädter Zeitung , ZDB -ID 1477609-1 , July 28, 1989.
- ^ Deutsche Bahn, Network Division, Regional Area Nuremberg (ed.): New Nuremberg – Ingolstadt line . 12-page brochure dated July 1994, pp. 6, 10.
- ↑ Notification of construction contracts awarded for Nuremberg - Ingolstadt . In: Eisenbahn-Revue International , issue 10/1998, ISSN 1421-2811 , p. 441.
- ↑ a b Ed Züblin AG: Annual Report 1999 , p. 28.
- ↑ Starting signal for tunnel construction project . In: Süddeutsche Zeitung , regional edition Munich, December 15, 1999, p. L12.