Göggelsbuchtunnel

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Göggelsbuchtunnel
Göggelsbuch tunnel
Göggelsbuchtunnel
North portal of the Göggelsbuchtunnel
use Railway tunnel
traffic connection High-speed line Nuremberg – Ingolstadt – Munich
place Göggelsbuch
length 2287 m
Number of tubes 1
construction
Client DB network
start of building 1999
completion 2001 (shell)
business
operator DB network
release 2006
location
Göggelsbuchtunnel (Bavaria)
Red pog.svg
Red pog.svg
Coordinates
North portal 49 ° 13 ′ 49 ″  N , 11 ° 13 ′ 17 ″  E
South portal 49 ° 12 '39 "  N , 11 ° 13' 50"  E

The Göggelsbuchtunnel (also Göggelsbuch tunnel ) is the northernmost railway tunnel on the high-speed line Nuremberg – Ingolstadt – Munich . Among other things, it crosses the Göggelsbuch district of the Central Franconian community of Allersberg and therefore bears his name.

It has a length of 2287.5 m (route km 28.990 to 31.277). The overburden is between four and 20 meters, in the area of ​​Göggelsbuch at around twelve meters. The tube accommodates two tracks in slab track , which can be driven on as planned at 300 km / h.

course

South portal with ICE 3

The route runs in the direction of Munich in a left curve and drops off towards the south portal. The tube crosses the geological formation of the Middle Keuper , with deposits of sandstone and claystone . In addition to the village of Göggelsbuch, it also crosses the autobahn parking lot of the same name on federal autobahn 9 . In the area of ​​the tunnel, the new line is the smallest distance to the motorway, to which it runs in large parts in the sense of bundling traffic routes .

The route runs straight in the south direction of travel (about 29.0 to 30.0 km), then (30.0 to 31.3 km) in a left curve that turns into a straight line after the south portal.

Allersberg train station is located two kilometers north of the tunnel, and the Main-Danube-Canal Bridge is about the same distance to the south .

geology

The structure is located in the rocks of the fire lettuce belonging to the Middle Keuper and thus completely in loose rock .

history

planning

Already in the early conception phase of the route, in mid-1985, a tunnel was planned at Göggelsbuch west of the motorway. A tunnel near Göggelsbuch was considered unavoidable by the Deutsche Bundesbahn around 1987 due to the terrain and the distance to the motorway.

In 1989 the tunnel with a length of 2380 m was included in the regional planning procedure.

At the beginning of 1992, a construction period of three years was planned for the tunnel. The plan approval procedure should be initiated before the 1992 summer vacation. The objection period within the framework of the hearing ran until August 27, 1993. Construction was scheduled to start in mid-1993 for 1994.

According to the planning status from mid-1994, the tunnel was planned with a length of 2287 m.

The structure was located in the planning approval section 32 of the new line and was part of the north construction lot .

construction

The north portal of the Göggelsbuchtunnel during the construction phase in 2003

A 30 m deep exploratory shaft was completed in mid-1996.

On Göggelsbuch tunnel took place on 18 May 1999, the first tunnel stop the track by Karin Stoiber . The wife of the Bavarian Prime Minister Edmund Stoiber took over the sponsorship for the tube. The planned costs were around 90 million marks.

The structure was driven simultaneously from the north and south over a length of 2223 m using mining techniques. It was erected using the shotcrete method using an excavator. The close proximity to residential buildings and the motorway required special care. The clear cross-section of the tunnel is 92 m². The breakthrough took place on April 5, 2000; The shell of the tunnel was completed in October 2001.

The drive took a total of 16 months, the production of the inner shell 12 months. The shell construction took a total of 26 months. The structure was completed in 2002.

On August 31, 1999, part of the tunnel collapsed. A five by five meter crater formed on the surface. The driving work was stopped until the cause was clarified. A water ingress during the construction phase had no major consequences and led to reinforcements of the outer shell in places. Due to changed regulations, a rescue shaft that had already been built had to be filled in and rebuilt at another point with a cross-section increased by 0.5 m².

The tunnel was part of the north construction lot of the new line, which was commissioned by a consortium of the companies Bilfinger Berger ( Munich ) and Max Bögl ( Neumarkt in der Oberpfalz ).

business

On the night of November 11, 2012, a rescue exercise with over 300 rescue workers took place in the tunnel.

security concept

Emergency exit of the tunnel near the motorway parking lot

Two emergency exits lead 993.75 m from the north portal (emergency exit 1) and 1000 m from the south portal (emergency exit 2) in rescue tunnels of 138 and 150 meters in length. These end in a rescue shaft 30 m high and 5.8 m in diameter, which leads to the surface at the western edge of a parking lot on the A 9 at 49 ° 13 ′ 12.6 ″  N , 11 ° 13 ′ 29.6 ″  O . The safety lighting in the tunnel is switched off in normal operation.

See also: Safety concept for the high-speed line Nuremberg – Ingolstadt – Munich

Web links

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

Individual evidence

  1. ↑ a b c d SSF Engineers (ed.): Tunnel of the new Nuremberg – Ingolstadt line (NBS). Lot north - Göggelsbuch tunnel / Offenbau tunnel . (around 2005).
  2. ↑ Is the Federal Railroad now switching to the high-speed line to Munich? In: Schwabacher Tagblatt . July 6, 1985.
  3. ↑ The "candy" wasn't sweet enough . In: Hilpoltsteiner Kurier . October 8, 1987, ZDB ID 1256658-5 .
  4. ↑ In court if necessary . In: Roth-Hilpoltsteiner Volkszeitung , October 20, 1989.
  5. ↑ ICE is now also displacing sewage treatment plants . In: Hilpoltsteiner Kurier . January 29, 1992, ZDB ID 1256658-5 .
  6. ↑ Tackle problems with a little moral courage . In: Roth-Hilpoltsteiner Volkszeitung . August 14, 1993, ZDB -ID 1264431-6 , p. 3 f .
  7. ^ Deutsche Bahn, Network Division, Regional Area Nuremberg (ed.): New Nuremberg – Ingolstadt line . 12-page brochure dated July 1994, p. 5.
  8. ↑ 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...
  9. ↑ Astrid Pfeiffer: The way is being prepared for the new ICE route . In: Süddeutsche Zeitung , regional edition Bavaria, July 4, 1996, p. 46.
  10. ^ A b First tunnel stop on the new Nuremberg - Ingolstadt line . In: Planungsgesellschaft Bahnbau Deutsche Einheit mbH (Ed.): Info-Brief , ZDB -ID 2668166-3 , issue 1/1999, p. 14.
  11. ^ Announcement Nuremberg – Ingolstadt – Munich . In: Railway technical review . 48, No. 7/8, 1999, p. 412.
  12. ^ New ICE and upgraded Nuremberg - Munich line - status of construction work in June 2005 Information sheet from DB ProjektBau, Nuremberg.
  13. ↑ Rolf Syrigos: The big botch . In: Nürnberger Nachrichten . February 22, 2010, p. 3 ( nordbayern.de ).
  14. ^ Planungsgesellschaft Bahnbau Deutsche Einheit mbH (Ed.): Nuremberg – Munich in one hour . Nuremberg, November 30, 1999 (similar version from January 1999 as mgrobe2.free.fr PDF; 2.3 MB), p. 9.
  15. ↑ Tobias Tschapka: Large scale operation in the tube. In: Donaukurier . Online edition, November 11, 2012 ( donaukurier.de ).