Finne tunnel

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Finne tunnel
Finne tunnel
West portal
use Railway tunnel
traffic connection New Erfurt – Leipzig / Halle line
place Finn at Bad Bibra
length 6965 m
Number of tubes two
Largest coverage 65 m
construction
building-costs 249 million euros
start of building May 5, 2008
completion End of 2011 (shell)
business
operator DB Netz AG
map
Finnetunnel-Ost-März2012.jpg
East portal (March 2012)
Coordinates
West portal 51 ° 9 ′ 23 "  N , 11 ° 28 ′ 35"  E
East portal 51 ° 12 '12 "  N , 11 ° 32' 14"  E

The Finne Tunnel with a length of 6965 meters, the longest railway tunnel in the new Erfurt-Leipzig / Halle . It crosses the Finne ridge between Eßleben-Teutleben and Bad Bibra with a maximum overburden of 65 meters .

The construction of the structure was put out to tender in May 2006 and awarded in December 2006. In Herrengosserstedt / Eßleben-Teutleben , the construction site equipment for the west portal of the Finne Tunnel was built. Tunneling began on May 5, 2008. The shell of the structure was largely completed at the end of 2011.

The total costs are calculated at 249 million euros and raised by the federal government.

course

The structure lies between the route kilometers 228.991 and 235.956. It consists of two parallel single-track tunnel tubes, which are located at an average center distance of about 25 meters and have a circular cross-section with an inner radius of 4.65 m. The two tubes run from southwest to northeast.

The west portal is located northeast of Eßleben and northwest of Herrengosserstedt. Immediately in front of the portal is a 335 m long incision. Shortly after the west portal, the tunnel crosses the state border from Thuringia to Saxony-Anhalt .

The route of the tunnel continues in a north-easterly direction. First, the tubes pass under the 306 meter high Wurmberg. About 1.7 kilometers from the west portal, the road will pass under the 211 state road, at 2.5 kilometers Marienroda will be passed to the east. At kilometer 4, the route bends in a northeastern direction. At kilometer 4.5, the district road 2242, which is 299 m above sea level here, passes under the outskirts of Steinburg .

The east portal is joined by the Saubachtal overtaking station in an approximately 1000 m long north-east incision. The already completed Saubach Valley Bridge and the Bibra Tunnel will follow immediately .

The minimum overburden of 3 m is achieved in the Schneck Valley, the maximum overburden is 65 m. The crossing under the Schneck Valley is carried out for ecological reasons , although a cut would have been possible in this area .

geology

In the western part, the tunnel crosses a major tectonic fault, the so-called Finn fault , with a larger offset. The red sandstone is pushed over layers of shell limestone and Keuper . The rocks are badly disturbed and partially softened. The structure is up to 50 meters below the groundwater level of some important drinking water protection areas and the drinking water extraction system of the Wischroda waterworks .

history

planning

A Finn crossing was planned as early as the planning status of 1993. Environmental protection associations feared dangers in particular from the planned lowering of the groundwater level and opposed the planned route with an open letter. In 1995 a lawsuit by environmentalists was pending before the Federal Administrative Court against the line through the Finn . The lawsuit was dismissed.

The exploration of the subsoil made it possible to drive the tunnel with a tunnel boring machine. The aim was to reduce the lowering of the groundwater level to such an extent that during the planned two-year construction phase in the neighboring Wischrosa waterworks only a slight decrease in production would have been expected.

In mid-1994 a length of 6,886 m was planned. For geological reasons, the structure should be built in two separate tubes and be located between construction kilometers 37.915 (west portal) and 44.801 (east portal). A slab track was planned. The planned costs were given as 515 million D-Marks (plus 52 million DM for technical equipment, each net). In mid-1995 the structure, also with a length of 6,886 m, was to be between the construction kilometers 38.00 and 44.80.

An exploration program preceded the tunnel construction. Among other things, an evaluation of aerial photos and 100 test boreholes at depths of up to 100 m with the removal of drill cores took place .

The tender documents were drawn up in 1994 and were revised again in 1997 and 1998. These provided for two construction methods for driving the tunnels. Approx. 4.6 km from the west were to be built using parallel shield driving , of which the first 1547 m with liquid-supported face (hydroshield mode) and the subsequent 3095 m up to the entrance to the dismantling cavern without liquid-supported face (open mode). From the east, a counter- drive of the remaining 2.2 km long section was planned using shotcrete construction using blasting and excavator jacking and a later installation of the inner shell. These plans were discarded due to the need for groundwater retention of more than two years with conventional construction methods.

The construction of the tunnel was put out to tender in mid-2006. The planned construction time was between November 2006 and December 2011.

Since the planning phase, the groundwater and water bodies in the area of ​​the tunnel have been monitored with several dozen measuring devices.

A working group of the construction companies Wayss & Freytag Ingenieurbau , Max Bögl and Porr was commissioned . A maximum of 250 people worked in three shifts on the construction site until 2011. The Technical Department of Wayss & Freytag Ingenieurbau AG was commissioned in March 2007 to carry out all planning services as the general planner of ARGE Finne Tunnel.

After the construction work was awarded, the tunneling concept was adapted. The conventional counter-drive starting from the east portal was dispensed with and the shield tunneling sections were extended accordingly over the entire length of the tunnel up to the east portal.

As part of a plan change procedure, the number of cross passages was increased from six to 13 in 2009 and the tunnel portals were supplemented by sonic boom structures to prevent the tunnel bang .

The structure is in the planning approval section 2.1 of the new line.

Building preparation

Around 15 km of construction roads and a field railway were built to build the tunnel . The approximately 70,000 m² construction site facility took place on an area of ​​14.5 hectares. Production of the segments started  in March 2008 . To create the starting pit for the tunnel construction, 115,000 m³ of soil had to be moved and several hundred bored piles had to be installed.

In 1998 and 1999 the first ecological compensation measures were implemented . Field wood islands with a total area of ​​27 hectares were planted on six areas .

Construction work

West portal, assembly of the second tunnel boring machine
West portal, segment storage area
Shell construction of the first eastern cross passage
Tunnel shell with segments

The tunneling of the two tubes was carried out in parallel from the south-west using two tunnel boring machines in shield driving . Immediately after the excavation, the pipes were lined with prefabricated segments . The material was transported via a rail-bound transport system.

On April 30, 2008, with the naming of the shield, driving of the tunnel began. The ceremony was accompanied by Federal Transport Minister Wolfgang Tiefensee and Saxony-Anhalt's Prime Minister Wolfgang Böhmer . Brigitte Klein, the Prime Minister's wife, took over the tunnel sponsorship of the north tunnel. Driving the first tube began on May 5, 2008.

The driving of the second tube began with the ceremonial inauguration of the shield on November 20, 2008, after the first shield driving machine had passed through the finnish fault and was around 1,500 m deep in the mountain. Elke Daehre, the wife of the Saxony-Anhalt Minister of Transport, Karl-Heinz Daehre, took on the sponsorship of the tube .

The two tunnel boring machines were each around 86 m long with a weight of 1990 t and a drilling shield diameter of 10.87 m. The planned advance rate per machine was 16 m per day. The circular excavated cross-sectional area was 93 m². The outer diameter of the tubes is 10.50 m. With a wall thickness of 45 cm, the inside diameter is 9.60 m.

Along the first 1585 m long section, the loose rock lying in the mountain water was traversed by means of a so-called hydro shield in a bentonite-supported face. In this process, a steel pipe hermetically seals the drive area behind the cutting wheel from the rock, which means there is no need for dewatering. The soil loosened in this section is pumped out, separated from the previously injected support fluid made of bentonite and deposited. The support fluid is then processed and reused.

After the first machine had passed this section, the hydroshield equipment was converted to the second machine before it could start driving. After each passage of the first section, the machines were converted into hard stone machines. In the following approximately 4650 m long section, the groundwater level was temporarily lowered (funnel-shaped lowering in the immediate area of ​​the eruption). Deep wells up to 80 m deep were created. The material accumulated in this section was removed by conveyor belt . The groundwater that had accumulated was fed to the Wischroda waterworks after a drinking water treatment plant was connected. The tunnel is up to 50 meters below the groundwater.

In the last section, 850 m long, the water table is below the tunnel floor , which means that there is no need for dewatering. A special challenge in this section was the undercutting of the Schneck Valley with a minimal overburden of only 4.5 m. For this purpose, extensive exploratory bores and soil strengthening measures were carried out both from the surface and from the tunnel boring machine .

After the tunneling, a total of 13 cross-passages were made between the two tunnel tubes. These were excavated from the finished tubes at a distance of 500 m and later serve u. a. as a rescue tunnel.

Around 1.4 million m³ of excavated material was stored in three earth landfills, which were modeled following the terrain:

The segment rings are made up of six segments, each weighing 12 t, and a keystone that is half the size. The rings have a seal and were screwed together. The rings are about two meters long along the tunnel axis. The 48,000 required segments were produced in a field factory . Series production of the concrete elements began on March 5, 2008. 96,000 m³ of concrete were used for the segment production. In eight formwork sets (each consisting of 7 individual formwork), segments for up to 16 rings could be produced per day.

In 2009, the excavation at the future east portal was built.

On September 30, 2009, after 17 months of tunneling, the north tube was the first to be cut through. The guests also included the Prime Minister of Saxony-Anhalt, Wolfgang Böhmer. At peak times, almost 300 people were working on the construction site. The breakthrough of the southern tube followed on February 11, 2010.

According to the entrepreneur Martin Herrenknecht , the tunneling was finished four months earlier than planned.

On March 3, 2010, the symbolic breakthrough was made by Federal Transport Minister Peter Ramsauer , Regional Transport Minister Karl-Heinz Daehre and Railway Chief Rüdiger Grube . In addition to the breakthrough in the neighboring Bibra tunnel on the same day, this marked the official “half-time” in the construction of the new Erfurt – Halle / Leipzig line. The guests of honor solemnly unveiled the cutting wheel of the tunnel boring machine there in front of the east portal after the second tube had already been breached several weeks earlier.

The building should be the end of May or early June 2012 decreased be. The installation of the slab track should begin around autumn 2012, coming from Erfurt.

On November 25, 2013, the Prime Ministers of Saxony-Anhalt and Thuringia, Reiner Haseloff and Christine Lieberknecht , drove through the tunnel with representatives from the federal government and Deutsche Bahn.

  • Unveiling of the cutting wheel

  • Employees, guests of honor and tunnel sponsors pose in front of the unveiled cutting wheel

  • The revealed cutting wheel

Rescue concept

The tunnel tubes are connected with each other at a distance of 500 m by connecting tunnels with smoke-proof locks. The slab track should be passable for road vehicles.

Representatives of local fire brigades criticize that in the event of a fire it would take around 40 minutes for extinguishing water to be available at the scene of the incident.

A rescue exercise took place in the tunnel on October 24, 2015. A train caught fire in the middle of the south tube, with 60 of 120 passengers still on the train. About two hours after the alarm was triggered, the first rescue vehicles drove into the parallel tube.

Rescue concept during the construction phase

During the construction phase, all construction personnel, subcontractors and visitors were equipped with active RFID tags. These allow precise monitoring of the number of people within the tunnel area in real time. These tags work with a range of more than 100 meters. All people in the tunnel are recognized, even if they drive into the tunnel with rail vehicles, as in the Finne tunnel. Special transmitters on the portals recognize the people. In the event of danger, the exact number and position of the people to be evacuated are displayed on a fire brigade control station.

technology

The tunnel technology is mainly to be accommodated in three separate cross tunnels. In addition, separate technical buildings are planned in the two preliminary cuts.

At both portals approx. 70 m long hood structures were erected to avoid the tunnel bang . The structures have one and a half times the cross-sectional area of ​​the tunnel and each contain ten slots (37.5 m²). The dimensions were determined by measurement results, model tests and aerodynamic calculations.

A slab track is planned as the superstructure . The design speed is 300 km / h.

The tunnel will be equipped with digital BOS radio .

Information center

Information center with segment ring from the production of the Hubertus Tunnel ( The Hague )

In December 2007 an information center for the new line was inaugurated in the area of ​​the future portal near Herrengosserstedt. From March 6, 2008, it was open Wednesday through Sunday from 12 noon to 7 pm.

Around 23,000 people visited it between March and the beginning of October 2008, and around 30,000 by mid-November.

With the completion of the shell, the information center closed on December 4, 2011 and moved in spring 2012 to the construction base at the east portal of the Osterberg tunnel near Kalzendorf . A total of 57,000 people visited it, according to other sources around 70,000 people.

See also

literature

  • Christoph Stieler, Christian Korndörfer: Finne Tunnel - 7 kilometers of tunnel tubes in 21 months . In: DB ProjektBau GmbH (Ed.): Infrastructure projects 2010. Construction at Deutsche Bahn . Eurailpress-Verlag, Hamburg 2010, ISBN 978-3-7771-0414-0 , pp. 38-43.

Web links

Commons : Finnetunnel  - collection of pictures, videos and audio files

Individual evidence

  1. ↑ a b Bärbel Jossunek, Vasco P. Kolmorgen, Alexander Wolf: route brochure New Erfurt - Leipzig / Halle. (PDF) (No longer available online.) In: DB Netz; Infrastructure & technology; Customer information. Railway concept, August 13, 2015, archived from the original on August 16, 2015 ; accessed on December 29, 2015 .
  2. ↑ a b c d e f g h i j k l m n o p q DB ProjektBau GmbH (Ed.): New Erfurt – Leipzig / Halle line: Finne tunnel . Brochure from December 2007
  3. ↑ a b Deutsche Bahn AG (ed.): Information center for the new Erfurt-Leipzig / Halle line is moving due to a new construction phase . Press release from December 2, 2011.
  4. ↑ a b c d Federal Ministry of Transport, Building and Urban Development: Tiefensee: Finne Tunnel is a key project for the Erfurt - Halle / Leipzig high-speed line. Press release of April 30, 2008.
  5. ↑ The environmental groups: Einmündigunge rejection of Option 1 . In: Alliance 90 / Greens parliamentary group in the Saxony-Anhalt state parliament (ed.): In the intoxication of speed . Halle (Saale), 1993, pp. 25-31.
  6. ↑ Some only see the taillights . In: Hilpoltsteiner Kurier . April 4, 1995, ZDB ID 1256658-5 .
  7. ^ Planungsgesellschaft Bahnbau Deutsche Einheit (Ed.): Setting the course for the future: New Erfurt-Leipzig / Halle line . Leipzig, January 1994, p. 10.
  8. ↑ a b c Planungsgesellschaft Bahnbau Deutsche Einheit (Ed.): Transport project German Unity Rail No. 8: ABS / NBS Nuremberg-Erfurt-HalleLeipzigBerlin: Erfurt - Leipzig / Halle section: Planning status June 1994 . Brochure, Leipzig, 1994.
  9. ^ Thomas Schubert, Frank Kniestedt: First course set: new railway line Erfurt-Leipzig / Halle . In: Baukultur , Heft 3, 1994, pp. 20-24, ISSN  0722-3099 .
  10. ^ Planungsgesellschaft Bahnbau Deutsche Einheit , Projektzentrum Leipzig (Ed.): Transport project German Unity - Rail No. 8: ABS / NBS Nuremberg - Erfurt - Halle / Leipzig - Berlin: Section Erfurt - Leipzig / Halle: Figures and facts . 20-page brochure, Leipzig, August 1995, pp. 8 f, 12 ( PDF ; 2.73 MB).
  11. ↑ Without a source
  12. ↑ a b c H. Hagen, B. Otten, R. Maidl, D. Handke, A. Pfeifer: Underpassing the Schneck Valley through the Finne Tunnel . In: tunnel . No. 7 , 2010, p. 19th ff . ( tunnel-online.info [PDF; 1.1 MB ; accessed on June 28, 2012]).
  13. ^ Ch. Korndörfer: Finne Tunnel: tunneling work is running successfully . In: Tunnel , 1/2009, pp. 18-24, ISSN  0722-6241 .
  14. ↑ Announcement Finne Tunnel advertised . In: Eisenbahn-Revue International . Issue 7/2006, ISSN  1421-2811 , p. 324.
  15. ↑ a b Small models indicate a mammoth project . In: Bulletin of the Burgenland District , December 13, 2007.
  16. ↑ a b c d Deutsche Bahn AG: Drilling machine begins driving the seven kilometer long Finne tunnel on the new Erfurt – Leipzig / Halle line . Press release of April 30, 2008.
  17. ↑ a b Drilling for a quick connection . In: Lafarge Forum . No. 2 , 2008, p. 12 ff . ( lafarge.de [PDF; 3.9 MB ; accessed on June 5, 2012]).
  18. ↑ a b Deutsche Bahn AG: Second tunneling machine drills after shield inauguration for Finne tunnel on the new Erfurt – Leipzig / Halle line . Press release from November 20, 2008
  19. ↑ Model and Reality . In: Sömmerdaer Tagblatt , December 13, 2007
  20. ↑ a b Deutsche Bahn AG: Preparations for the start of driving the Finne Tunnel on the new Erfurt – Leipzig / Halle line . Press release from March 5, 2008
  21. ^ Deutsche Bahn AG (ed.): North tube of the Finne tunnel of the new railway line Erfurt-Leipzig / Halle near Bad Bibra . Press release from September 30, 2009
  22. ↑ a b c Anett Hädrich: ICE Finne Tunnel near Eßleben almost finished . In: Thüringer Allgemeine , April 21, 2012 ( online ).
  23. ↑ Konstantin Schwarz: Herrenknecht attacks the railway planners . In: Stuttgarter Nachrichten , No. 185, August 11, 2012, p. 22 ( online ).
  24. ^ Deutsche Bahn AG: Double tunnel breakthrough in Germany's largest infrastructure project Nuremberg-Erfurt-Halle / Leipzig-Berlin . Press release from March 3, 2010.
  25. ↑ Deutsche Bahn AG (Ed.): Construction phase in the Nuremberg – Berlin project (VDE8): Tracks laid on the most modern railway line in Central Germany . Press release 196/2013 FK from November 25, 2013.
  26. ↑ Alexander Schierholz: Displeasure in the tunnel . In: Mitteldeutsche Zeitung (online edition), August 3, 2012.
  27. ^ Hans-Dieter Speck: Car fire in the ICE tunnel . In: Mitteldeutsche Zeitung . October 26, 2015.
  28. ↑ Elena Rauch: Large scale operation in the ICE tunnel . In: Thuringian General . October 26, 2015, p. 9 .
  29. ↑ G. Brux: Tunnel Bang: Origin and Countermeasures . In: Bautechnik , issue 10/2011, p. 731 f. doi: 10.1002 / bate.201101504 .
  30. ^ D-Leipzig: Construction work for railway lines . Document 2012 / S 164-272946 of August 28, 2012 in the supplement to the Electronic Official Journal of the European Union .
  31. ↑ ICE tunnel newly advertised . In: Thüringer Allgemeine , October 5, 2008.

Remarks

  1. ↑ A sign on the western tunnel portal says 6970 meters.