Eichelberg Tunnel

Eichelberg Tunnel
	An InterCity leaves the north portal (May 1988)
length	1,869 m
Number of tubes	1
construction
Client	German Federal Railroad
building-costs	30 million Deutschmarks
business
operator	DB network
release	1988
location
Coordinates
	49 ° 52 ′ 22 " N , 9 ° 48 ′ 17" E
	49 ° 49 '48 " N , 9 ° 51' 44" E

Map with all coordinates: OSM | WikiMap

The south portal with the Bärntal valley bridge in front

The Eichelberg Tunnel is a 1,869 m long railway tunnel on the high-speed line Hanover – Würzburg between the Lower Franconian communities of Leinach and Erlabrunn . It crosses under the Eichelberg and therefore bears his name.

course

The route initially describes a left curve with a radius of 15,000 m in a southerly direction and then runs in a straight line to the south portal. The gradient drops continuously at 12.5 per mille towards Würzburg.

history

planning

The planning status from the end of 1977 provided for two separate tunnels: a 1220 m long tunnel under the Eichelberg was to be followed by a further 413 m long tunnel after a short cut. The route and gradient corresponded to the design that was later realized as a tunnel. In the area of the south portal of the shorter tunnel, however, a transition to a left curve of 10,000 m radius was planned.

In the planning and construction phase, the structure was in the construction kilometers 300 to 302 of the route.

construction

In October 1983 preparatory measures began. The planned length of the tunnel was 1850 m.

The tunnel was of Marianne Strauss , wife of former Bavarian Prime Minister Franz Josef Strauss , on 8 December 1983 struck Service. After the godmother died a few months after the attack, her daughter Monika Hohlmeier ceremoniously cut through the pipe on October 9, 1984 (other source: October 10, 1984). Prime Minister Strauss gave an opening speech and pointed out that besides bicycles and carrier pigeons, only hot air balloons are more environmentally friendly than trains. The tunnel was called the Marianne Tunnel during the construction phase .

The tunnel was hit on October 10, 1984.

In relation to its length, the tube had the shortest construction time in the southern section Fulda – Würzburg of the new line due to favorable geological conditions. The construction costs amounted to around 30 million Deutschmarks.

A consortium was commissioned to build the tunnel , which by the end of 1984 had received orders for the construction of a total of five tunnels along the route with a total length of nine kilometers. It was built by the Kunz, Züblin and Kronibus companies.

technology

In the tunnel there are two pre-signals for the Espenloh transfer point and four block markers .

Web links

Commons : Eichelbergtunnel - Collection of pictures, videos and audio files

Individual evidence

↑ ^a ^b Deutsche Bundesbahn, Federal Railway Directorate Nuremberg, Project Group Hanover – Würzburg South of the Bahnbauzentrale (publisher): New Hanover – Würzburg line. The southern section Fulda – Würzburg , brochure (40 pages), April 1986, page 30
^ ^A ^b Helmut Maak : The draft of the new Hanover - Würzburg line, section of the Hessian / Bavarian border - Würzburg . In: Die Bundesbahn , year 53 (1977), issue 12, pp. 883-893, ISSN 0007-5876
↑ ^a ^b Helmut Maak : The new federal railway line between Main and Spessart (southern section Hanover – Würzburg) . In: Internationales Verkehrwesen , Volume 36 (1984), Issue 2 (March / April), pp. 126–132, ISSN 0020-9511
↑ Belter: Great progress in building the tunnels for the new lines . In: Der Eisenbahningenieur , 34, 1983, issue 12, p. 661 f.
↑ Without a source
↑ ^a ^b Alfred Kunz GmbH & Co. (Ed.): 1984 , Munich, approx. 100 A4 pages, p. 1 f.
↑ ^a ^b Pastors avoid tunnels . In: Süddeutsche Zeitung , No. 238, 1984, ISSN 0174-4917 , p. 23.
↑ Erich Fein: Landscape and environmental protection on new lines . In: Reiner Gohlke , Knut Reimers (Hrsg.): The new railway . Hestra-Verlag, Darmstadt 1985. ( Yearbook of the Railway System. Volume 36), pp. 72–79.
↑ Klaus-Dieter Schwendener: Partial renewal 97080 WRSTW SFS 1733 in the RB Süd G016180176. (PDF) DB Netz AG, July 25, 2019, p. 9 , retrieved on December 10, 2019 (file Annex 15 BAst_Teilernlassung Stw 1733.pdf in ZIP archive 19FEI40778_Vergabeunterlagen_Zwischenstand.zip ).

[db-1986-04-30-1] Deutsche Bundesbahn, Federal Railway Directorate Nuremberg, Project Group Hanover – Würzburg South of the Bahnbauzentrale (publisher): New Hanover – Würzburg line. The southern section Fulda – Würzburg , brochure (40 pages), April 1986, page 30

[bundesbahn-53-883-2] A ^b Helmut Maak : The draft of the new Hanover - Würzburg line, section of the Hessian / Bavarian border - Würzburg . In: Die Bundesbahn , year 53 (1977), issue 12, pp. 883-893, ISSN 0007-5876

[ivv-36-126-3] Helmut Maak : The new federal railway line between Main and Spessart (southern section Hanover – Würzburg) . In: Internationales Verkehrwesen , Volume 36 (1984), Issue 2 (March / April), pp. 126–132, ISSN 0020-9511

[ei-34-661-4] Belter: Great progress in building the tunnels for the new lines . In: Der Eisenbahningenieur , 34, 1983, issue 12, p. 661 f.

[5] Without a source

[kunz-1984-1-6] Alfred Kunz GmbH & Co. (Ed.): 1984 , Munich, approx. 100 A4 pages, p. 1 f.

[sz-1984-238-23-7] Pastors avoid tunnels . In: Süddeutsche Zeitung , No. 238, 1984, ISSN 0174-4917 , p. 23.

[jahrbuch-36-72-8] Erich Fein: Landscape and environmental protection on new lines . In: Reiner Gohlke , Knut Reimers (Hrsg.): The new railway . Hestra-Verlag, Darmstadt 1985. ( Yearbook of the Railway System. Volume 36), pp. 72–79.

[BAst-2019-07-25-9] Klaus-Dieter Schwendener: Partial renewal 97080 WRSTW SFS 1733 in the RB Süd G016180176. (PDF) DB Netz AG, July 25, 2019, p. 9 , retrieved on December 10, 2019 (file Annex 15 BAst_Teilernlassung Stw 1733.pdf in ZIP archive 19FEI40778_Vergabeunterlagen_Zwischenstand.zip ).