Frankfurter Kreuz Tunnel

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Frankfurter Kreuz Tunnel
Frankfurter Kreuz Tunnel
West portal of the tunnel
use Railway tunnel
place Frankfurt am Main
length 1,886 metersdep1
cross-section 6.9 m
construction
start of building December 13, 1995
completion May 30, 1999
business
operator Deutsche Bahn
location
Frankfurter-Kreuz-Tunnel (Germany)
Red pog.svg
Red pog.svg
Red pog.svg
Coordinates
West portal 50 ° 3 ′ 16 ″  N , 8 ° 35 ′ 1 ″  E
East portal 50 ° 3 ′ 12 "  N , 8 ° 36 ′ 36"  E
Southeast portal 50 ° 3 ′ 3 ″  N , 8 ° 36 ′ 18 ″  E

The Frankfurter Cross Tunnel is a four-track railway - tunnel of the high-speed line Cologne-Rhine / Main under the Frankfurter Kreuz . It connects the Frankfurt airport long-distance train station on the high-speed route with the Riedbahn in the direction of Frankfurt Hauptbahnhof and Mannheim .

Location and course

The tunnel in the topological track plan of the southern end of the high-speed line. (red)
The tunnel below the Frankfurter Kreuz. To the southeast the connecting curve Zeppelinheim leads towards Mannheim, to the northeast the connecting curve Sportfeld leads towards Frankfurt Hauptbahnhof

The tunnel passes through quaternary layers of gravel and sand that lie on top of tertiary layers. The cover is between seven and forty meters. It initially runs four tracks to the east from the airport long-distance train station and passes under the Frankfurter Kreuz. The A 3 and A 5 motorways intersect at the most frequented motorway junction in Germany with around 350,000 vehicles per day .

Further to the east, the four-track tunnel section branches into two double-lane connecting curves, which then lead into the Riedbahn (north and south) :

  • The two tracks on the outside of the west portal initially run in two individual tubes with a clear width of 6.90 meters each over the 1,886 meter long sports field curve in a northeast direction. They then unite to form a double-track frame structure with a clear width of 11.80 meters. This curve leads to the Riedbahn towards Frankfurt am Main Stadion station . From there trains run to Frankfurt Central Station and Frankfurt Süd Station . This curve is part of the main branch of the new line and, like this, bears the route number 2690. In the tunnel, in front of the junction of the two directional tracks to the west, a transfer point with four points was set up.
  • The middle tracks take the 1,632 meter long Zeppelinheim curve , a double tube with a clear width of 12.90 meters, a south-eastern course and thread into the Riedbahn in the direction of Mannheim . In the western half of the tunnel, the gradient of the double tube slopes down to enable the crossing-free transfer of the sports field track. The curve has its own route number 3656.

Since the airport long-distance train station is operated in the direction of operation , the direction track to Frankfurt Stadium crosses the tracks of the Zeppelinheim curve at no height . The four-track frame structure erected for this purpose measures 853 meters. The crossing under the motorway junction was built using the top-down method . The Zeppelinheim curve also passes under the A3 in a dragging cut . This 283-meter-long crossing has an overburden of between seven and fifteen meters and was built using mining techniques. The tunnel has partly a rectangular profile (open construction) and partly a round profile (mining construction).

As part of the construction work, the Zeppelinheim train station was also extensively rebuilt. Track changes, for which a transfer point has been set up in the partial sports field tunnel, can take place in the new station before the tracks branch off to the Frankfurter-Kreuz-Tunnel.

The maximum curve radius is 1000 m (with a superelevation of up to 160 mm), the maximum longitudinal inclination is 30.378 ‰, the track spacing is 4.00 to 4.70 m. The standard height above the top of the rails is 6.50 m, in the anchoring areas of the overhead line it is 7.00 m. A variant of the Re 250 overhead contact line with a reduced system height is used in the tunnel .

The southern entrance signals for the airport long-distance train station are in the tunnel.

history

planning

In 1990 the preliminary planning for the construction of a connecting curve from Frankfurt Airport to the Riedbahn in the direction of Mannheim was carried out.

The detailed planning began in 1993. In April 1994, the Hessian Road and Transport Administration and DB BauProjekt applied to the Federal Railway Authority for planning approval . The plan approval procedure for the airport long-distance train station and the section at Frankfurter Kreuz (collectively referred to as section 36 ) was the first of around 50 plan approval procedures for the new line.

The planning approval decision was issued on October 2, 1995. The awarding of the works carried out jointly. The lengths of the two tunnel sections planned at the end of 1995 were the lengths that were finally realized at the end of 1995.

After the invitation to tender, the work was awarded to two working groups on November 6, 1995 . One consortium was responsible for earthworks and road construction, the other for civil engineering. Eight operational units (each with their own cost center ) formed as part of a quality management system as part of the civil engineering consortium . Due to the cramped conditions, which only allowed a few crane locations , for example , there were particularly high demands on the organization of the construction site.

More than 3000 individual plans were created for the renovation and new building at Frankfurter Kreuz. At times, more than 30 structural engineers and designers were involved in the planning work. The plan management was carried out using an IT process.

The planned costs at the start of construction, including the renovation of the Frankfurter Kreuz, were around 215 million Deutschmarks (as of 1997). The end of construction was expected in 1998. In 1998 the planned length of the Sportfeld curve was 1,886 m, that of the Zeppelinheim curve 1,632 m. These lengths were still planned in mid-1999.

construction

The construction of the structure under the motorway junction is considered to be the most costly single measure in the construction of the new line.

The groundbreaking ceremony for the structure (and at the same time for the entire new line) took place on December 13, 1995. When construction began, the railway boss Heinz Dürr u. a. Federal Transport Minister Matthias Wissmann , Hesse’s Prime Minister Hans Eichel , Frankfurt’s Lord Mayor Petra Roth and the Rhineland-Palatinate Minister for Economics and Transport, Rainer Brüderle . The first special civil engineering work began in the same month .

The construction work was then divided into 14 phases. At the same time as the tunnel was built, the motorway junction built in 1956 was redesigned in order to cope with the increasing traffic load. Six new bridges and additional lanes were built. The core of the road work was the demolition and rebuilding of the central overpass of the A 3 over the A 5. Two of the four parallel bridges, each almost 110 m in length, were demolished and rebuilt in June 1998 and 1999 as part of a 36-hour full closure of the A 5 built.

To cross under the A 5, the trunk road was divided into eight-meter-long construction sections during construction. The route of the trunk road was turned a total of six times. The A 3 was undercuts by mining over a length of 280 m. The lanes of the motorway junction were repositioned a total of 109 times during the construction phase. At least ten lanes had to be kept open at all times during the entire construction phase .

On December 9, 1996, the tunnel godmother , the mayor of Frankfurt Petra Roth and Kurt-Dieter Eschenburg, the managing director of DBProjekt GmbH Cologne-Rhein / Main, symbolically jointly set a jackhammer. Then the tube was given the provisional name Petra-Tunnel with a bottle of sparkling wine . A year earlier, a ceremony to mark the start of construction on the high-speed line had already taken place in the area of ​​the tunnel. It was also the first tunneling along the new line.

The tunnel was then approached from both sides (for reasons of time). The small overburden (6 to 15 m) in a loose sand-gravel mixture made the work difficult, as did the groundwater . 20,000 cubic meters of concrete were poured underwater by divers. The first tunnel breakthrough was celebrated in mid-July 1997. It was also the first tunnel breakthrough on the entire new line.

The jet grouting process was used to stabilize the subsoil .

Between mid-May 1998 and November 1998 a slab track was set up in plan approval section 36, to which the tunnel and the connecting lines to the Riedbahn belong . A total of 9600 m track length with four points was created. 6940 m of this is in the tunnel, 2300 m in the cut and 360 m in the trough . The slab track, which was only commissioned after the award (1995), changes into a conventional ballast superstructure at the west portal and near the north-east and south-east portal.

The tunnel construction work ended on November 30, 1998. To meet the completion date, a Züblin slab track was installed. Time savings were achieved through the lack of a siding to install the track. This also made it possible to install it in parallel at several, non-contiguous locations.

The open excavation pit covering an area of ​​around 10 hectares was up to 27 meters deep and up to 35 meters wide and penetrated up to seven meters into the groundwater . The excavation was around 1.2 million cubic meters. A total of 15,000 cubic meters of underwater concrete, 180,000 cubic meters of concrete and 18,000 tons of reinforcing steel were used.

Commissioning and operation

The Frankfurter-Kreuz-Tunnel was put into operation on May 30, 1999, together with the airport long-distance train station, as part of the southern Main section.

The construction work on the motorway junction above was completed in 2001. Despite the unchanged high level of pollution, the number of traffic accidents on the converted cross decreased.

The tunnel hit the headlines on March 25, 2001 when the driver of the ICE 725 stopped the train in the tunnel and went to the dining car for a 20-minute break.

The rails in the structure were to be changed in the first half of 2014.

outlook

The two connecting curves leading through the tunnel are to be threaded into the new Rhine / Main – Rhine / Neckar line on both sides in the future (status: 2009).

In the Federal Transport Infrastructure Plan 2030 , a block consolidation between Zeppelinheim and the airport long-distance train station is planned, with a shortening of the average block distance to 2 km.

technology

The track system of the tunnel was designed as a slab track and can be driven on at 160 km / h. In the area of ​​the tunnel, Ks signals and - as with the rest of the new line - automatic train control were installed.

On both sides, at the airport train station as well as in the two merging areas to the Riedbahn, the slab track merges into a conventional ballast superstructure.

Web links

Commons : Frankfurter-Kreuz-Tunnel  - Collection of images, videos and audio files

Individual evidence

  1. ↑ a b c d e f g h i j k l m n o p New Cologne – Rhein / Main line - Frankfurter Kreuz under tunnel . In: Railway technical review . 46, No. 5, 1997, pp. 279-284
  2. ↑ a b c d e f g Without an author: Starting shot at the Frankfurter Kreuz . In: Eisenbahn Journal , special edition 3/2002, ISBN 3-89610-095-5 , pp. 64–66
  3. ↑ a b c d e f g h i j Gerrit Hofmeister: 300,000 “site visitors” every day . In: DB ProjektBau GmbH, Frankfurt (ed.): New Cologne – Rhine / Main line. Bridges and tunnels . without ISBN. Pp. 104-109
  4. ↑ DB ProjektBau GmbH Cologne – Rhine / Main Project management (publisher): New Cologne – Rhein / Main line. South Main section: Raunheim – Frankfurt Airport – Frankfurt-Sportfeld / Zeppelinheim , brochure, 12 pages, Frankfurt am Main, May 1999, p. 9
  5. ^ A b c Bringfried Belter, Rudolf Ditzen: Slab track on the NBS Cologne − Rhein / Main - first experiences and evaluation . In: Railway technical review . 49, No. 9, 2000, pp. 597-605
  6. ↑ Year in review 1990 . In: The Federal Railroad . tape 67 , no. 1 , 1991, ISSN  0007-5876 , pp. 132 .
  7. ↑ a b high-speed line Cologne - Rhine / Main . In: Eisenbahn-Revue International , issue 10/2002, ISSN  1421-2811 , pp. 456–459.
  8. ^ Deutsche Bahn AG, network division, project management for the Cologne – Rhein / Main line (publisher): route map for the new Cologne-Rhein / Main line . Map from November 1995, Frankfurt 1995
  9. ↑ a b c With high pressure "under the" Frankfurter Kreuz . In: On the subject , ZDB -ID 2115698-0 , issue 6/1996, p. 4 f.
  10. ↑ DBProjekt GmbH Cologne-Rhein / Main, project management (ed.): Reprint from On topic 2/98: Safe through the mountain - basics of tunneling . Folded brochure, six A4 pages, Frankfurt am Main 1998
  11. ↑ DBProjekt GmbH Cologne – Rhine / Main: New Cologne-Rhine / Main line: route map , Frankfurt, June 1999
  12. ↑ a b c Without author: Timeline - chronology of a route . In: Eisenbahn Journal , special edition 3/2002, ISBN 3-89610-095-5 , p. 86 f.
  13. ↑ Announcement of the start of construction: NBS Cologne – Rhein / Main . In: Railway technical review . 45, no., 1996, p. 88.
  14. ↑ New line currently: tunnel baptism at "Frankfurter Kreuz" . In: On the subject , ZDB -ID 2115698-0 , issue 6/1996, pp. 6-8.
  15. ^ NBS current: tunnel breakthrough, tree planting campaign, high nobility in Linkenbach . In: On the subject , ZDB -ID 2115698-0 , issue 4/1997, p. 8
  16. ↑ Report lunch break . In: Eisenbahn-Revue International , issue 5/2001, ISSN  1421-2811 , p. 195.
  17. ↑ Germany-Frankfurt am Main: ventilation devices . Document 2013 / S 157-274956 of August 14, 2013 in the supplement to the Electronic Official Journal of the European Union .
  18. ^ Deutsche Bahn AG: Frankfurt RheinMain plus . The project. The railway junction. The rail infrastructure. (Status 2009) ( Memento from January 23, 2013 in the Internet Archive ). 32-page brochure dated June 2009, (PDF file, 1.63 MB), p. 13.
  19. ↑ Alexander Lanz: Draft of the Germany clock and previous results of the knot studies in Frankfurt and Mannheim. (PDF) Federal Ministry of Transport and Digital Infrastructure, February 8, 2019, p. 16 , accessed on February 16, 2019 .