Burgberg Tunnel (Baden-Württemberg)
| Burgberg tunnel | ||||
|---|---|---|---|---|
 The north-west portal of the Burgberg tunnel
|
||||
| use | Railway tunnel | |||
| traffic connection | Mannheim-Stuttgart high-speed line | |||
| length | 1115 m | |||
| construction | ||||
| start of building | 1985 | |||
| completion | 1987 | |||
| location | ||||
|
||||
| Coordinates | ||||
| East portal | 48 ° 58 ′ 55 ″ N , 8 ° 54 ′ 9 ″ E | |||
| West portal | 48 ° 59 ′ 22 " N , 8 ° 53 ′ 33" E | |||
Map with all coordinates: The Burgberg tunnel is a 1,115 m long double-track railway tunnel on the high-speed line Mannheim – Stuttgart in the area of Illingen (Württemberg) and Schützingen . The largest overburden is 42 m.
Location and course
The new line built in the 1980s by what was then the Deutsche Bundesbahn ( German Federal Railroad ) crosses a ridge of the Stromberg between Illingen (Württemberg) and Schützingen im Enzkreis between the Mettertal and the northern side valleys of the Schmie . In order to avoid a wide and deep cut, the route is led at 1115 m as a tunnel through the castle hill.
The route initially runs in a straight line in an easterly direction and merges into a left curve of 7000 m radius in the area of the east portal. The gradient rises initially at 12.4 ‰ in an easterly direction and then descends in the area of the east portal, before turning into a gradient.
At the west portal of the Burgberg tunnel, an area for rescue vehicles was created, which can be reached on the one hand via a paved access road from Schützingen and on the other hand via a well-paved forest path from the district road K 4510 between Illingen (Württemberg) and Schützingen. The rescuers can reach the track level via stairs with a height difference of approx. 15 m.
There is also an area for rescue vehicles between the east portal of the Burgberg tunnel and the west portal of the Saubuckeltunnel , which is connected to the K 4510 district road between Illingen (Württemberg) and Schützingen via a paved access road . Here the rescue vehicles can reach the tracks without any difference in height.
To the east there is a cut to the tunnel.
history
planning
According to the planning status of 1973, the structure was planned with a length of around 1.7 km.
The tunnel was not included in the early plans for the new line and was created as a result of the 135 million DM package agreed in November 1978 between Federal Transport Minister Kurt Gscheidle and Baden-Württemberg's Prime Minister Lothar Späth . In addition to the extension of the planned tunnel from 540 to 660 meters, two further tunnels with a length of 200 and 350 meters respectively were included in the planning. The additional costs for this package were put at 23 million DM.
At the beginning of July 1979, the Illingen-Schützingen municipal council rejected the planning of the Federal Railroad in a statement on plan approval area 11 (Illingen-Schützingen). The local citizens' initiative handed over 1385 signatures against the planning.
In its statement, which the municipality had given the regional council of Karlsruhe as part of the planning approval procedure , it rejected the submitted planning and called for a significant lowering or tunneling of the new lines in the entire planning approval section 11.
construction
The structure was constructed using the cut-and-cover method between km 71.7 + 40 (beginning of the tunnel at the west portal) to km 72.2 + 98.8 and at the end of the tunnel at the east portal from km 72.7 + 97.2 to km 72.8 + 55. The section with a length of 458.8 m on the north-western side, which is open due to the low overburden, serves as an ecological land bridge in order to reduce the fragmentation effect of the new line in this area. Construction work in both open sections began in 1985. A total of 516.6 m of the Burgberg tunnel was constructed using the cut-and-cover method, the length of the mined part is 598.4 m.
At the time of construction, the Burgberg tunnel and the neighboring Saubuckel tunnel were the first tunnels to be built in the geological formation of the Lower Marl. The actual mining drive according to the rules of the New Austrian Tunneling Method was preceded by a test drive from an excavation pit from the east, in particular to record deformations of the rock and stress redistribution. Laboratory tests with the predominant lower colored marls were also part of the preparatory work. The test drive ran from the east portal over a length of 250 m. To create this excavation, the K 4510 district road between Illingen (Württemberg) and Schützingen was swiveled around 100 m to the west for the duration of the construction project.
The construction companies carrying out the work had joined forces to form the Burgbergtunnel ARGE . This consisted of the three construction companies Josef Riepl AG, Ndl Munich; Hinteregger, Brandstetter + Co, Freilassing; Dyckerhoff & Widmann AG, Ndl Pforzheim . Construction was carried out between 1985 and 1987, and the total production costs amounted to 42 million DM.
Due to the size of the excavation cross-section and the prevailing mountain conditions, it was necessary to subdivide the excavation. Building on the experience gained in driving the test tunnel, the dome drive was chosen for subdivision.
As far as the mountain conditions allowed, the dome was fully excavated, the floor was basically secured with a floor arch. The dome was driven from the eastern end of the excavation pit using the open construction method towards the southeast. Unfavorable conditions was before the working face a supporting core left of Kalottenquerschnitts. The dome was driven forward to the test tunnel until it broke through . At the same time, a second dome drive was driven from the east from the construction pit on the K 4510. This construction pit was originally dug for the test drive.
After the dome tunneling was completed, the bench and floor were demolished in connection with the demolition of the invert. A specially designed connection point was used in the outer shell of the dome, which allows for a smooth demolition as well as a perfect connection of the elm protection. The drive was carried out with tunnel excavators in sections 0.8 to 1.0 m in length. In the course of the tunneling work, the rock was secured with an outer shell made of shotcrete, lattice girders, anchors and welded wire mesh.
In the section built using the cut- and-cover method, a landslide occurred due to a lack of subsoil investigation , which led to costs and deadlines being exceeded.
The tunnel sponsor was Gertrud Veigel (wife of Ewald Veigel , Mayor of Illingen (Württemberg) ).
business
The tunnel was commissioned as part of the new line in 1991.
On July 8, 1996, a large-scale exercise with 500 passengers and 100 "injured" people took place in the Burgberg tunnel. A power head of the affected ICE multiple unit came to a stop at one of the tunnel portals.
geology
The Burgberg tunnel lies continuously in the area of the Lower Bunter Marls (km3u) , which represent a layer of the middle Keuper . The excavated material from the lower colored marl is used as a raw material for brick production. The appropriate part of the excavated mass was given to the Mühlacker building material works and temporarily stored in an intermediate landfill on the L1134 state road between Mühlacker and Mühlacker-Lienzingen together with the appropriate excavated mass from the Saubuckel tunnel . The remaining part of the excavated mass was used for backfilling the excavation pit using the open construction method of the Burgberg tunnel.
Around 400,000 cubic meters of colored marl from the Burgberg and neighboring Saubuckel tunnels were given to a building materials yard, which began using them in the autumn of 1987 to make wall and roof tiles . The stock should last 10 to 15 years of production (status: 1989).
Due to this mass concept, your landfill could be dispensed with.
The tunnel lies above the groundwater level , in its area seepage water or stratified groundwater is to be expected.
Final expansion
The tunnel blocks created using the cut-and-cover method were implemented with a wall thickness of 50 cm. This wall thickness corresponds to the wall thickness of the tunnel blocks in the mining section. In order to achieve a comparable lateral bedding of the blocks made using the open construction method, the construction pit was filled in layers with selected quarry material and compacted to a high quality.
After the end of the bench and floor excavation of the mining section, the construction of the tunnel shell from in-situ concrete began from the west . The formwork carriage for the cut-open section of the Burgberg tunnel was used for the formwork.
The tunnel blocks could be built without additional skin sealing, as no water attacking concrete was found. A water-impermeable concrete was used as the concrete .
The base and the rising vault were monolithically concreted in one work step in blocks of 8.80 m in length without horizontal construction joints.
literature
- Deutsche Bundesbahn (publisher): New Mannheim – Stuttgart line: Burgberg tunnel. 1987.
Individual evidence
- ↑ a b c M / S project group at Bahnbauzentrale (publisher): New Mannheim – Stuttgart line: a concept for all of us . 28-page brochure from January 1986, Karlsruhe, 1986, p. 21.
- ^ Deutsche Bundesbahn, Project Group Mannheim – Stuttgart (ed.): Route map for the new Mannheim – Stuttgart line 1: 100,000 . Folded map, Karlsruhe, June 1985.
- ↑ http://www.eisenbahn-tunnelportale.de/lb/inhalt/tunnelportale/4080-burgberg.html#rettungsplatz
- ↑ Aris Samaras, Arno Schneider: Engineering biological slope protection. Experience on the new Mannheim – Stuttgart line . In: Die Bundesbahn , issue 10/1989, pp. 857–862.
- ↑ Deutsche Bundesbahn, Central Transport Management: Explanatory report on the planning of the new Mannheim - Stuttgart line . October 1973, file number 400a / 411a.4002 / 4123 Nv (Mhm – Stg) , p. 8 (available at the Generallandesarchiv Karlsruhe ).
- ↑ Municipalities defend themselves against the rapid transit compromise . In: Ludwigsburger Kreiszeitung , November 11, 1978.
- ↑ a b Werner Hagstotz: Concern and collective action in rural areas . Verlag Haag + Herchen, Frankfurt am Main, 1981, ISBN 3-88129-475-9 , pp. 271, 273.
- ↑ a b Walter Wittke : Some causes for deadlines and cost overruns in major transport infrastructure projects . In: Bauingenieur , Volume 77 (2002), pp. 387–392.
- ↑ Thomas Breining: With over 500 helpers against a disaster . In: Stuttgarter Zeitung , July 8, 1996.
- ↑ a b Environmentally friendly built . In: Die Bundesbahn , 64, No. 12, 1988, ISSN 0007-5876 , pp. 1129–1131.
- ↑ Friedrich Schrewe, Leo Glatzel: Are railway tunnels environmentally friendly? . In: Die Bundesbahn , year 65 (1969), issue 7, ISSN 0007-5876 , pp. 603-606.