Freudenstein tunnel

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Freudenstein tunnel
Freudenstein tunnel
East portal of the Freudenstein tunnel
use Railway tunnel
traffic connection Mannheim – Stuttgart high-speed line
place Stromberg
length 6824 m
Number of tubes 1
Largest coverage 101 m
construction
Client German Federal Railroad
start of building January 14, 1987
completion Early 1991
business
operator DB network
release June 2, 1991
location
Freudenstein Tunnel (Baden-Württemberg)
Red pog.svg
Red pog.svg
Coordinates
Northwest portal 49 ° 2 ′ 53 "  N , 8 ° 47 ′ 46"  E
Southeast portal 49 ° 0 ′ 33 "  N , 8 ° 52 ′ 4"  E

The Freudenstein tunnel with a length of 6824 m ( kilometer 62.086 to 68.910) of the longest railway tunnel of Mannheim-Stuttgart high-speed railway . The tunnel crosses under the Freudenstein district of the municipality of Knittlingen roughly in the middle and therefore bears his name.

The structure is considered to be the most difficult hydrologically and geologically difficult tunnel on the new line.

Course and location

West portal of the Freudenstein tunnel
The emergency exit of the tunnel near Freudenstein

The twin-track and h is accessible to schedule up to 250 km / tunnel passes under the natural park Stromberg , called Stromberg trough, in the area of Gemarkungen Oberderdingen ( district of Karlsruhe ) and Knittlingen ( Enz ).

The route runs towards Stuttgart in a south-easterly direction. It initially runs in a straight line and then turns into a right-hand bend (towards Stuttgart) with a radius of 10,000 m, which is followed by another straight line.

The gradient initially rises by around one per mille and turns into a gradient of 12.403 per mille at km 64. The overburden is up to 101 m, the highest value of the new line.

The Freudenstein transfer point is located in the tunnel near the north-west portal of the tunnel . A cut adjoins the south-east portal of the tunnel.

At kilometer 65.0 ( 49 ° 1 ′ 55 ″  N , 8 ° 49 ′ 43 ″  E ) an emergency exit leads to the surface, which at this point is around 50 m above the track axis. The emergency exit ends on the eastern edge of the Freudenstein community . A trough structure is attached to the southeast portal .

history

planning

The tunnel in its present form was never intended and is the result of particularly intense resistance in the local communities.

According to the planning status of the pre-routing (October 1973), a 4.7 km long tunnel was planned under the Freudenstein between Großvillars and Diefenbach . Zaisersweiher should be bypassed above ground to the northeast, before the line should enter another short tunnel at Schützingen.

In the course of the 135 million DM package agreed in November 1978 between Federal Transport Minister Kurt Gscheidle and Baden-Württemberg's Prime Minister Lothar Späth , the 405 m long tunnel under the Oberderdinger Horn and the 2775 m long tunnel under the Freudenstein were merged and in the The area of ​​the young cattle pasture extended to the state road 1134. The resulting tunnel, with a planned length of around 5530 m, became the longest tunnel on the new line. The additional costs were put at 80.5 million D-Marks.

On May 23, 1979, the mayors of Maulbronn, Illingen-Schützingen and Sternenfels-Diefenbach agreed to make the lowering of the new line the most important requirement of a number of joint requirements. At the beginning of June 1979 the planning approval procedure was initiated in section 10b (Zaisersweiher-Diefenbach). In its statement of July 16, 1979, the district council of the Enzkreis demanded proof of the necessity of the new line; the district office agreed on August 7th, and also called for a lowering of the route in the Zaisersweiher valley. On July 20, 1979, a citizens' meeting was held in Zaisersweiher, followed by a meeting in Diefenbach on September 21 of the same year.

On August 6, 1979, the Karlsruhe Regional Council, threatening local authorities, called on the plans for the new line to be interpreted as soon as possible. The layout for the planning approval section 10b took place from September 3 to October 3, 1979. The layout for section 10a (Oberderdingen) followed between September 10 and October 10. At the end of September 1979, the Diefenbach municipal council rejected the new line without any alternatives.

On October 5, 1979, a citizens' assembly and a discussion between federal and state parliament members took place in Zaisersweiher. On October 10, the city of Maulbronn rejected the submitted plans in its statement for the plan approval procedure in section 10b and confirmed a rejection of the new line as a whole, as long as its necessity and economic feasibility was not proven.

In 1983 a length of 6,635 m was planned for the structure. The portals should therefore arise at the route kilometers 62.100 and 68.735. By 1984, however, a length of 6,800 m was already planned (km 62.100 to 68.900). The first approximately 700 m eastward meters of the tunnel were to be built using the cut-and-cover method.

In the tunnel, at km 65.698, was the border between the planning approval sections 10a (west) and 10b (east).

construction

The construction work was preceded by a test drive between October 1984 and the summer of 1987.

Starting in November 1984, an excavation pit was dug in front of the southeastern stop point to protect the groundwater from lowering.

To explore the mountain range, which is considered difficult, an exploratory tunnel was opened on May 29, 1985 for an intensive investigation of the geological conditions. The western section (lot 1) was driven using the new Austrian tunnel construction method, whereby after a few hundred meters (km 62.360 to 62.654) the cross-section was expanded to the size of the planned driving tunnel. Among other things, suitable cross-sectional shapes and concrete thicknesses should be determined. Two further investigation areas (km 63.860 to 64.090 and km 64.925 to 65.540) were created in this lot. In the second lot, on the east side, a machine drive (full-face machine) was tested over a length of around 1200 m ; a further investigation area was created between km 66.750 and 66.160. Karin Kuhnhenn (lot 1) and Barbara Prommersberger (lot 2) acted as tunnel sponsors.

When driving the exploratory tunnel, a side branching tunnel was set up at km 62.814. The so-called investigation area U1 follows an approximately 80 m long driveway that rises by 15 percent . In this approximately 120 m long test tunnel, various methods for designing the tunnel in swellable mountains were tested on a scale of 1: 2. The so-called resistance principle , in which the tunnel should withstand the swelling or swelling pressure, was tested in several blocks . In further sections, the evasive principle was tested, in which the tunnel was provided with a "crumple zone" under the base vault. The entire test section corresponds to the cross-section of the driving tunnel on a scale of 1: 2. In order to test the reactions of the mountains to the ingress of water, water was fed into the mountains through around 560 irrigation boreholes from a depth of around 5 m in order to stimulate swelling and swelling. The measurements, in which four different methods were tested, ran until 2007. According to the Deutsche Bahn, the test structure is unique in the world (as of 2013).

The tunnel was stopped on January 14, 1987. Construction of the tunnel was divided into three construction lots : the 4060 m long West section (km 62.100 to 66.160) was followed by the 2340 m long Middle section (up to km 64.490) and finally a short one Go east. The sponsorships were Angela Schlee (wife of the then Interior Minister Dietmar Schlee ) for Lot West and Irmhild Fein (wife of the head of the NBS Karlsruhe project group ) for Lot Middle.

The breakthrough was celebrated on June 24, 1988.

On June 15, 1990, the completion of the tunnel was celebrated. The structure was completed as the last tunnel on the route. At this point in time, the track and catenary construction had already progressed from both sides to the tunnel portals. The last installations were made in early 1991, a few months before the line opened.

The work on the tube was only completed a few months before the new line opened in June 1991. This made the tunnel the last of the line in terms of its final completion.

When construction began, the planned construction costs were 400 million Deutschmarks (other source: 350 million DM). The West lot had shell construction costs of 102 million DM, the West lot was estimated at 168 million DM.

business

The structure is used daily in both directions by 122 long-distance passenger trains and 20 freight trains. From 2018 the drainage of the structure will be rehabilitated over a six-month period.

On the four-stage condition rating scale from DB Netz, the structure was classified in category 3 in 2014 and 2017 ("Extensive damage to the structural part that does not affect the stability. Repair is still possible to check its economic viability."). In 2009 the structure was still assigned to condition category 2 ("Major damage to the structure part that does not affect safety. Measures for preventive maintenance are to be checked for long-term and medium-term (longer than 18 years) to be preserved parts of the structure for their economic viability." )

In the course of a route closure, a total of 397 catenary arms were replaced in June 2020 . In the same month, the Mannheim – Stuttgart track was also renewed.

geology

The tunnel structure crosses swellable and swellable mountains in a 4.8 kilometer section. The exploratory tunnel, which was opened in 1985, was instrumental in investigating these geological formations. Anhydrite- bearing layers in the mountains, a rock that expands by up to 64 percent on contact with water, proved to be problematic . In the case of a stretch impediment, pressures of up to eight MPa were measured in the laboratory . Various tunnel profiles were analyzed in several months of tests and measurements. As a solution, a reinforced inner shell and a 1.2 m thick "crumple zone" made of compressible filling material (foamy-glassy fired expanded clay ) in the sole to reduce swelling pressures were developed. Openings in the tunnel walls at a distance of 55 m also lead away the groundwater through the tunnel. According to the railway, this was a unique procedure to date. When exploring the swellable mountain range, experiences from the Stuttgart S-Bahn tunnel and a large-scale test at the Wagenburg tunnel in Stuttgart were also incorporated. The exploratory tunnel ran from the west portal to not far from the planned east portal, over a total length of 6,109 m. Due to the technical solution to the swelling problem, the building was awarded the civil engineering prize in 1992.

An excavated cross-section of up to 190 square meters was necessary for the construction. The roughly 860,000 m³ excavated mass was removed by means of a standard-gauge railway built from the west portal. With the exception of the first 400 m at the south-east portal, which were constructed using the cut-and-cover method, the tunnel was built in just 16 months using the mining method with full-cut or partial-cut milling and was driven from several points of attack.

A total of three shafts were set up for the construction of the tunnel: While the Burgstallbach shaft (approx. Km 65.0) is used as an emergency exit today, the Hof Hermann (approx. Km 66.9) and Bernhardsbach (approx. Km 64.0 km ) after the completion of construction again filled . The construction of the shafts was not included in the original plan. The Bernhardsbach and Burgstallbach shafts were built due to new ventilation regulations , the Hof Herrmann shaft was used to drain the groundwater that had accumulated during the construction period.

literature

  • Jörg Schlaich, Matthias Schüller: Engineering manager Baden-Württemberg . Bauwerk Verlag, Berlin 1999, ISBN 3-934369-01-4 .
  • Notification of structural work on the Freudenstein tunnel completed. In: The Federal Railroad. Edition 8/1990, p. 823.
  • Gerhard Prommersberger: The Freudenstein Tunnel . edition coordination, Vaduz 1991, ISSN  0938-5355 ( engineering structures - DB new line Mannheim-Stuttgart ).
  • Dieter Kirschke, Gerhard Pommersberger: The Freudenstein Tunnel - A new standard for the state of the art. In: Peter Koch, Rolf Kracke , Theo Rahn (eds.): Engineering structures on the new lines of the German Federal Railroad . Hestra-Verlag, Jahr, ISBN 3-7771-0240-7 ( Archives for Railway Technology. Volume 44), pp. 131–156.

Web links

Commons : Freudenstein tunnel  - collection of images, videos and audio files

Individual evidence

  1. ↑ a b c German Bundestag (ed.): Answer of the federal government to the small question of the MPs Matthias Gastel, Harald Ebner, Christian Kühn (Tübingen), other MPs and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN - printed matter 18/2329 - . tape 18 , no. 2409 , August 27, 2014, ISSN  0722-8333 , p. 2, 4 ( bundestag.de [PDF]).
  2. ↑ Friedrich Schrewe, Leo Glatzel: Are railway tunnels environmentally friendly? In: The Federal Railroad. Volume 65 (1969), Issue 7, ISSN  0007-5876 , pp. 603-606.
  3. ↑ a b c d e Deutsche Bundesbahn (ed.): Freudenstein tunnel center . Four-page brochure, ca.1986.
  4. ^ Deutsche Bundesbahn, Project Group Mannheim – Stuttgart (ed.): Route map for the new Mannheim – Stuttgart line 1: 100,000 . Folded map, Karlsruhe, June 1985.
  5. ↑ a b Rudolph (1989), p. 102.
  6. ^ A b c Ernst Rudolph: Railway on new paths: Hanover – Würzburg, Mannheim – Stuttgart. Hestra-Verlag, Darmstadt, 1989, ISBN 3-7771-0216-4 , p. 60.
  7. ↑ a b c d 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. 20 f.
  8. ^ Hans-Wolfgang Scharf: The railway in Kraichgau. Railway history between the Rhine and Neckar . EK-Verlag, Freiburg (Breisgau) 2006, ISBN 3-88255-769-9 , p. 200 .
  9. ↑ 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 and overview map pre-routing; (available at the Generallandesarchiv Karlsruhe ).
  10. ↑ Municipalities defend themselves against the rapid transit compromise. In: Ludwigsburger Kreiszeitung . November 11, 1978.
  11. ↑ a b c Werner Hagstotz: Concern and collective action in rural areas . Verlag Haag + Herchen, Frankfurt am Main 1981, ISBN 3-88129-475-9 , pp. 271-273.
  12. ^ Bahnbauzentrale der Deutsche Bundesbahn (Ed.): New construction and upgrading lines of the Deutsche Bundesbahn: questions & answers, figures & data, arguments & views . Brochure (44 pages A4) dated December 1983, Frankfurt am Main, 1983, p. 28.
  13. ↑ New Mannheim – Stuttgart line. Overview map 1: 100 000 . As of January 1983.
  14. ↑ a b Deutsche Bundesbahn (ed.): Freudenstein tunnel exploratory gallery . Two-page data sheet, approx. 1984.
  15. ↑ a b Annual review 1988 - new and upgraded routes. In: The Federal Railroad. 1/1989, p. 58.
  16. ↑ a b c Deutsche Bundesbahn (ed.): Freudenstein Tunnel West . Four-page brochure, ca.1986.
  17. ↑ In the experimental tunnel . August 24, 2013 ( online ).
  18. ↑ a b message "heart" of the new railway line Mannheim-Stuttgart tackled. In: Railway technical review. 36, No. 3, 1987, p. 116.
  19. ↑ a b c d e Report on the new Mannheim – Stuttgart line: longest tunnel knocked through. In: The Federal Railroad. 1988, No. 8, pp. 754 f.
  20. ↑ Announcement Freudenstein tunnel completed. In: Railway magazine. Issue 8/1990, ISSN  0342-1902 , p. 7.
  21. ^ Jürgen Hörstel, Marcus Niedt: ICE - New trains for new routes . Orell-Füssli-Verlag, Zurich / Wiesbaden 1991, ISBN 3-280-01994-X , pp. 20-24.
  22. ↑ German Bundestag (Ed.): Answer of the Federal Government to the small question of the MPs Matthias Gastel, Stefan Gelbhaar, Stephan Kühn (Dresden), Daniela Wagner and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN - printed matter 19/4781 - . Railway tunnel in Baden-Württemberg - condition of the tunnel structures and implementation status of the construction measures for their maintenance. tape 19 , no. 4781 , October 8, 2018, ISSN  0722-8333 , p. 6 ( BT-Drs. 19/5403 ).
  23. ↑ German Bundestag (ed.): Answer of the federal government to the small question of the MPs Matthias Gastel, Kerstin Andreae, Harald Ebner, other MPs and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN - Drucksache 18/2652 - . tape 18 , no. 2853 , October 13, 2014, ISSN  0722-8333 , p. 1, 3, 7 ( bundestag.de [PDF]).
  24. ^ Project diary Mannheim - Stuttgart. Interim status for week 21. In: https://bauprojekte.deutschebahn.com/p/mannheim-stuttgart/ . May 19, 2020, accessed May 25, 2020 .
  25. ↑ a b project diary Mannheim - Stuttgart. KW25. In: bauprojekte.deutschebahn.com. Deutsche Bahn, June 2020, archived from the original on June 16, 2020 ; accessed on June 16, 2020 .
  26. ↑ Joachim Seyferth: The new lines of the German Federal Railroad ( rail book 1) . Josey-Verlag, Wiesbaden 1983, ISBN 3-926669-00-4 , p. 39.