Denkendorf tunnel
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Denkendorf tunnel Denkendorf tunnel
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 North portal of the Denkendorf tunnel
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| use | Railway tunnel | |||
| traffic connection | New Nuremberg – Ingolstadt line | |||
| place | Denkendorf | |||
| length | 1925 m | |||
| Number of tubes | 1 | |||
| construction | ||||
| Client | DB network | |||
| completion | around 2003 | |||
| business | ||||
| operator | DB network | |||
| release | 2006 | |||
| location | ||||
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| Coordinates | ||||
| North portal | 48 ° 56 ′ 7 ″ N , 11 ° 27 ′ 36 ″ E | |||
| South portal | 48 ° 55 ′ 11 " N , 11 ° 28 ′ 11" E | |||
Map with all coordinates: 
The Denkendorf Tunnel (also Tunnel Denkendorf ) is a railway tunnel on the high-speed line Nuremberg – Ingolstadt – Munich . Among other things, it crosses under the industrial park of the Upper Bavarian town of Denkendorf and therefore bears her name. The single-tube tunnel runs east parallel to federal motorway 9 . It takes up two tracks in slab track , which can be driven on as planned at 300 km / h.
The structure was planned with a length of around 670 m (route km 67.575 to 68.245). Unforeseen problems during the construction phase necessitated an extensive extension to 1925 m (route km 67.575 to 69.500) through layers of groundwater . A comprehensive drainage system now guides groundwater around the structure.
course
The gradient drops slightly towards the south . The route runs in this direction in a continuous right curve.
history
planning
In mid-1989, a 400 m long tunnel was planned to tunnel under built-up areas in the Denkendorf industrial park. Non-built-up areas should be crossed above ground.
In mid-1990, no tunnel was planned in the Denkendorf area.
In mid-1994 the planned length was 670 m.
construction
The planning envisaged the construction of a roughly 670 m long rectangular tunnel made of 54 frame elements using an open construction method.
Due to the unintended separation areas in tertiary clays and changed hydrological conditions, the tube could not be constructed using the planned method (so-called Berlin porch ). Instead, an excavation pit with a depth of up to 21.5 m was secured by bored piles . Reinforced concrete girders up to 35 m in length were then placed across the course of the tunnel . At the same time, a blinding layer was built for the bottom of the later tunnel in order to prevent the surrounding buildings from settling . The concreting of the pressurized water tight frame elements began in mid-September 2002 and was completed in September 2003. During the construction phase, the Denkendorf junction and other streets had to be relocated temporarily.
The tunnel was part of the southern construction lot of the new line, which was commissioned by a consortium of Walter Bau ( Augsburg ) under the leadership of Dywidag . According to the planning status of 1999, the structure was also part of the planning approval section 61 of the new line.
Extension of the tunnel
Directly south of the tunnel construction site joined to a 1,500 m long section in which the distance in a up to 18 m deep incision should run. The construction work on this began in 1999. There were repeated small landslides , which could, however, be rehabilitated in a controlled manner.
In the winter of 2000 the embankment collapsed in this section over a length of about 80 m. As a result, the excavation was stopped immediately and refilled by two to three meters. Due to the proximity to the A 9, it was no longer possible to flatten the trench, which was up to 18 m deep.
As a result, extensive rescheduling with the construction of an additional tunnel structure of around 1250 m in length (101 blocks) became necessary. This was called Tunnel E2 and seamlessly connects to the planned tunnel to the south.
To erect it, bored pile walls with a depth of 12 and 17.5 m were installed on both sides. The soil in between was then removed in two steps. In total, pile bores with a total length of 35.5 km with a diameter of around 120 cm each were required, plus around 6,500 t of steel for reinforcement . Around 85,000 m³ of in-situ concrete and around 13,100 t of reinforcing steel were used to erect the 1.45 m thick cover . The base plate has a thickness of 1.61 m, the inner walls of 80 cm. The shell of the tunnel was completed in October 2004.
The difficult groundwater conditions had to be taken into account during construction. Waterproof waterproof concrete was used throughout and the deformation behavior was comprehensively monitored during the construction phase. In addition, more than 100 wells were built along the excavation pit at a distance of about 25 meters to divert the surrounding groundwater around the structure. Some of these wells still exist today and are part of a drainage system to divert the groundwater below the tunnel floor. Drainage mats run between the pile walls and the tunnel wall to divert any water into this system. During the construction phase, watertight bulkheads were erected in the tunnel along the route at a distance of around 125 meters .
security concept
At 68.574 kilometers, an emergency exit leads out of the tunnel via a spiral staircase to the outside (at 48 ° 55 '39 " N , 11 ° 27" 58.8 " E ).
The safety lighting is normally switched off.
See also: Safety concept of the high-speed line
Web links
Individual evidence
- ↑ Residents stay on the opposite course . In: Ingolstädter Zeitung , July 28, 1989.
- ^ "North-South divide" in the rejection . In: Donaukurier . No. 184 , August 11, 1990, ZDB ID 1477609-1 .
- ^ Deutsche Bahn, Network Division, Regional Area Nuremberg (ed.): New Nuremberg – Ingolstadt line . 12-page brochure dated July 1994, p. 6.
- ↑ a b Planungsgesellschaft Bahnbau Deutsche Einheit mbH (publisher): Nuremberg – Munich in one hour . Nuremberg, November 30, 1999 (similar version from January 1999 as mgrobe2.free.fr PDF; 2.3 MB), pp. 7, 9.
- ↑ Günter Strappler, Heinz-Dieter Könnings: New Nuremberg - Ingolstadt line sticking points in the handling of tunnel projects . In: Rock Engineering , ISSN 0174-6979 , Vol 17 (1999), No. 5, pp 358-366...