Hasenberg tunnel (connecting railway)

Hasenberg tunnel
	S-Bahn railcars at the south portal of the Hasenberg tunnel, above the rails of the Gäubahn (June 2005). In the background the university.
use	Railway tunnel
traffic connection	Connecting track
place	Stuttgart
length	approx. 5.5 km
Number of tubes	1/2
cross-section	30/61 m²
Largest coverage	125 m
construction
Client	German Federal Railroad
start of building	1980
completion	1985
business
operator	DB network
location
Coordinates
East portal	48 ° 46 ′ 11 " N , 9 ° 9 ′ 16" E
South portal	48 ° 44 '24 " N , 9 ° 6' 49" E

Map with all coordinates: OSM | WikiMap

Stuttgart Schwabstrasse – Stuttgart Österfeld

Route number (DB) :

4861 (Stuttgart Hbf – Filderstadt)

Route length:

approx. 5.5 km

Gauge :

1435 mm ( standard gauge )

Power system :

15 kV 16.7 Hz ~

Maximum slope :

38 ‰

Minimum radius :

approx. 500 m

Top speed:

100 km / h

Legend

		Connecting line from Stuttgart main station (deep)
	2.5	Stuttgart Schwabstrasse	276.56-277.15 m
		Beginning of the Hasenberg tunnel
		Stuttgart Schwabstrasse turning system
		Gäubahn Stuttgart ↔ Singen
	7.5	Stuttgart University
	8.2	End of the Hasenberg tunnel
	8.4 13.9	(Change of route)
		Gäubahn from Stuttgart Hbf
	14.1	Stuttgart Österfeld
		Gäubahn to Singen

Swell:

Tunnel following the Schwabstraße station, the north portal, so to speak. On the right the branch to the underground turning loop.

The Hasenberg tunnel is a 5.5 km long railway tunnel of the connecting line of the Stuttgart S-Bahn .

Location and course

The 5.5 km long tunnel overcomes a height difference of 154 m with overburden of 12 to 125 m. Following the Schwabstraße station, it initially climbs with a gradient of 34.6 per thousand and after four and a half kilometers or 154 meters in altitude in the area of the Universität station, it reaches its highest point. In the station area, the gradient drops at 2.5 per mille in a southerly direction, followed by a gradient of 38 per mille, which in turn changes to a gradient of 38 per mille in the portal area. The steep and changing gradient is due to the height difference to be overcome in connection with a series of constraining points to be avoided (including buildings, canals, streets) in the area of the university.

The route describes following the station Schwabstraße first right arch, the km in the area of the junction with the overlying Gäubahn in an almost 3 long straight passes that only by Gleisverziehungen is interrupted at the transition of the single-track section of double-track section. About one kilometer before the university station, the route turns into a left curve that turns into a straight line in the portal area.

Following the Schwabstrasse station, the two tracks run over a length of around 2.0 km in two separate tubes with a center distance of around 20 m. They are connected to one another by four crosscuts spaced 300 to 400 m apart. In addition, it was possible to circumvent the requirement to provide exits to the open at a maximum distance of 800 m for underground local railways by enabling evacuation into the other tube.

In the further course, up to the university stop, the single-track tubes are connected to a 2.5 km long section with a double-track cross-section.

The tunnel is part of a tunnel connection with a total length of almost 8,800 meters and, as far as underground passenger transport systems are considered part of the tunnel, was the longest railway tunnel in Germany until the Landrückentunnel was opened in 1991 . The extension of this route to Mittnachtstrasse station , which is planned as part of Stuttgart 21 , means that the underground area will reach a length of around 10 km.

cross-section

Due to the high calculated rock pressures in the Gipskeuper, two single-track cross-sections with an elliptical profile and a usable cross-section of 30 m² were chosen as the most economical solution for the tunnel following the Schwabstraße station . This is followed by a double-track cross-section with a mouth profile (excavated cross-section around 82 m², usable cross-section around 61 m²), which was also realized south of the university stop. The track center distance is 3.80 m, in the station area 4.70 m. The external width of the structure, including safety rooms on both sides, is around 10.0 m. Considerations for a continuous single-track cross-section had been rejected in the detailed planning.

history

planning

In the mid-1950s, a 1290 m long and 43 to 50 per thousand inclined Hasenberg tunnel was considered between the Schwabstrasse station and Heslach. A station was planned in Heslach, to which another tunnel was to be connected to the south. In the preliminary draft of the S-Bahn at the end of the 1960s, a 3.3 km long tunnel with an extensive longitudinal gradient of 37.7 per mille was planned. Until it merges with the Gäubahn, it should be followed by an overground section around one kilometer long. After another 500 m, the first stop outside the valley was planned at the Dachswald. The guided tour to the Dachswald, with a link there with the Gäubahn, was the subject of the framework agreement of 1968.

A report by the Transport Science Institute of the University of Stuttgart (VWI) later recommended a route across the university. The tunnel route on which the report is based was later shortened by a few hundred meters by providing an arch with a radius of around 500 m to the north of the University station. At the end of 1976 the Federal Ministry of Transport and at the beginning of 1977 the state government of Baden-Württemberg approved this route in principle. Considerations for an open construction method south of the university station were discarded due to the small differences in costs compared to the mining method and the avoidance of encroachment on residential and forest areas.

The extension of the tunnel that previously ended at Schwabstrasse station was part of the 3rd contract for the Stuttgart S-Bahn, which was signed on September 29, 1978. The tunnel, which was previously only intended to reach the Dachswald, was thus lengthened over the Dachswald area of the university and the above-ground section of the connecting railway was shortened accordingly.

Initially, a double-track cross-section was planned for the tunnel in the area of the Schwabstrasse station. The associated large width of the branching structure, which under the geological conditions would have led to considerable subsidence (and thus structural damage), was therefore rejected in favor of two single-track tubes. According to a further investigation, these were also more economical to manufacture.

A single plan approval procedure was planned for the tunnel , which was initiated on April 28, 1978. The process was concluded in three parts sorted by construction lots on March 29, May 18 and June 1, 1979.

construction

The construction of the tunnel was divided into four construction sections:

Construction lot 13: 2.2 km long section (construction km 2,785 to 5,000) with a single-track cross-section, in which the two tubes are connected to each other at a distance of 0.4 km by crosscuts, following the Schwabstraße station (construction lot 12) ; at kilometer 4.1, the 336 m long “Heslacher Wand” gallery, accessible by road vehicles, meets the tunnel; the lot lies in the middle, unused plaster keuper
Lot 14: 2.4 km long section (construction km 5.00 to 7.351) with a double-track cross-section, two window tunnels (Leonberger Straße, Magstadter Straße) and an access shaft (University, ( 48 ° 44 ′ 57 ″ N , 9 ° 6 ′ 16.7 ″ O )); the section lies in a step sandstone48.749172777778 9.1046286111111
Lot 15: 0.2 km long section (construction km 7.351 to 7.578) with the university station
Section 16: 0.6 km long section (construction km 7.578 to 8.212) with a double-track cross-section

Construction lots 15 and 16 are in the Marl, Rät and Lias Alpha.

In the course of 1978 around 60 exploratory bores were carried out along the tunnel route. Since the knowledge gained in this way was insufficient, two cross tunnels (“Heslacher Wand” and “Magstadter Straße”) were implemented as an early measure (construction lot 17). The contract was awarded in March 1979, and construction began on April 2, 1979 near the shadow ring. The outbreak was completed in July 1980. From the knowledge of this drive and laboratory tests, further knowledge about the mountains and their properties were gained. Lots 13 and 14 were later driven out of the two tunnels. The shell construction costs for section 17 were DM 10 million.

The construction work in the individual lots proceeded as follows:

The construction contract for lot 13 (Hasenberg) was awarded on July 22, 1980. Construction began in July 1980 and the excavation was completed in November 1982. The shell, which cost a total of DM 89 million, was completed in April 1984.
The construction contract for lot 14 (Pfaffenwald) was awarded on July 25, 1980. Construction work began in July 1980. The excavation was completed on June 29, 1982 with the breakthrough to the University station. The shell, which cost 71 million DM, was completed in July 1984.
The contract for lot 15 (university station) was awarded on July 22, 1980. Construction began in August 1980 and the shell construction work, which cost 50 million DM, was completed in December 1984.
Lot 16 was also awarded on July 22, 1980; construction began in January 1981. After the excavation work was completed in October 1983, the shell was completed in September 1984. The shell construction costs were 36.5 million DM.

The drive was carried out by the three window tunnels “Heslacher Wand” ( 48 ° 45 ′ 38.1 ″ N , 9 ° 8 ′ 17.4 ″ E ), “Leonberger Strasse” and “Magstadter Strasse” ( 48 ° 45 ′ 16.8 ″ N , 9 ° 6 ′ 39.2 ″ E ). A loading track was operated at the “Heslacher Wand” gallery , via which around 180,000 cubic meters of excavated material from the Hasenberg tunnel was transported away. The total excavation of the Schwabstrasse – University section had a volume of around 396,000 cubic meters. When the line went into operation, the window tunnels were given the function of emergency exits, ventilation tunnels and smoke outlets in the event of fire. 48.760573919444 9.138168096666748.75468 9.1108758333333

With the exception of the university station, which was built using the cut-and-cover method, the tunnel was excavated using mining techniques.

business

The tunnel was put into operation in autumn 1985 and the Stuttgart S-Bahn network was extended to Böblingen .

Until November 2004, the maximum speed of S-Bahn trains in the Hasenberg tunnel was 80 km / h. Since December 2004, due to new regulations, trains have been allowed to run in the tunnel in the direction of the mountains (out of town) between the route kilometers 3.0 and 6.5 at 100 km / h. Heading into the city, the speed in the lower tunnel section is 60 km / h on both tracks over a length of around 1.5 kilometers.

In the course of the introduction of ETCS , an increase in the permissible speed in both directions to 100 km / h is recommended.

With additional vehicles and ETCS, four additional pairs of trains per hour starting or ending on Schwabstrasse are to drive through the tunnel in the future.

Blocking in the summer holidays 2021 to 2023

In the years 2021 to 2023, the tunnel and the adjoining trunk line will be closed for six weeks during the summer holidays, as extensive renovation measures are necessary. Among other things, ETCS is to be installed by 2023.

Safety and rescue concept

The escape routes in the tunnel were measured to a maximum of 400 m according to the rules for underground trains. This led to five cross-passages in the area of the single-track cross-section, south of Schwabstrasse, given overburden between 80 and 125 m. Shafts, tunnels and station accesses lead to the surface in a double-track cross-section.

Web links

Location and course of the structure, with signals and permissible speeds on the OpenRailwayMap

Individual evidence

↑ DB Netze - Infrastructure Register
↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
↑ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t ^u ^v ^w ^x Jürgen Wedler, Karl-Heinz Böttcher: The tunnel . Connecting line of the Stuttgart S-Bahn: Documentation of its creation. Ed .: Deutsche Bundesbahn, Bundesbahndirektion Stuttgart. W. Kohlhammer, Stuttgart 1985, ISBN 3-925565-01-9 , pp. 107, 114-118, 126-130, 134, 136 f., 140-150 .
↑ ^a ^b ^c ^d ^e Rolf Grüter, Olaf Scholz: S-Bahn Stuttgart - experiences with the construction of the Hasenberg tunnel . In: The Federal Railroad . No. 11 , 1983, ISSN 0007-5876 , pp. 757-762 .
^ Walter Lambert, Willi Keckeisen: Stadtbahn Stuttgart . In: The Federal Railroad . tape 30 , no. 21 , 1956, pp. 1159 ff .
^ Heinz Bubel: S-Bahn Stuttgart - planning and preliminary design . In: Railway technical review . tape 18 , no. 7 , 1969, ISSN 0013-2845 , pp. 256-274 .
^ Jürgen Wedler: The Stuttgart S-Bahn 1981 - expanded to six lines . In: The Federal Railroad . tape 57 , 1981, ISSN 0007-5876 , pp. 681-688 .
↑ Verkehrs- und Tarifverbund Stuttgart GmbH (Ed.): News , ZDB -ID 1376810-4 , August 2005 edition ( PDF; 645 kiB ), p. 12.
↑ Original meter (Annex 13.2.1, Annex 2), on the performance and financing agreement from 2008.
↑ Study on the introduction of ETCS in the core network of the Stuttgart S-Bahn. (PDF) Final report. WSP Infrastructure Engineering, NEXTRAIL, quattron management consulting, VIA Consulting & Development GmbH, Railistics, January 30, 2019, p. 308 f. , accessed April 13, 2019 .
↑ A great success for the Stuttgart rail hub. In: vrs.de. Verband Region Stuttgart, January 30, 2019, accessed on January 30, 2019 .
↑ Main route closures during the summer holidays. In: region-stuttgart.org. Verband Region Stuttgart, January 22, 2020, accessed on January 23, 2020 .
↑ Thomas Durchdenwald: Blocking of the main route for 6 weeks. In: stuttgarter-nachrichten.de. January 22, 2020, accessed January 23, 2020 .

[1] DB Netze - Infrastructure Register

[2] Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .

[tunnel-1985-3] ↑ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t ^u ^v ^w ^x Jürgen Wedler, Karl-Heinz Böttcher: The tunnel . Connecting line of the Stuttgart S-Bahn: Documentation of its creation. Ed .: Deutsche Bundesbahn, Bundesbahndirektion Stuttgart. W. Kohlhammer, Stuttgart 1985, ISBN 3-925565-01-9 , pp. 107, 114-118, 126-130, 134, 136 f., 140-150 .

[db-59-757-4] Rolf Grüter, Olaf Scholz: S-Bahn Stuttgart - experiences with the construction of the Hasenberg tunnel . In: The Federal Railroad . No. 11 , 1983, ISSN 0007-5876 , pp. 757-762 .

[db-1956-1159-5] Walter Lambert, Willi Keckeisen: Stadtbahn Stuttgart . In: The Federal Railroad . tape 30 , no. 21 , 1956, pp. 1159 ff .

[etr-18-256-6] Heinz Bubel: S-Bahn Stuttgart - planning and preliminary design . In: Railway technical review . tape 18 , no. 7 , 1969, ISSN 0013-2845 , pp. 256-274 .

[bb-57-681-7] Jürgen Wedler: The Stuttgart S-Bahn 1981 - expanded to six lines . In: The Federal Railroad . tape 57 , 1981, ISSN 0007-5876 , pp. 681-688 .

[8] Verkehrs- und Tarifverbund Stuttgart GmbH (Ed.): News , ZDB -ID 1376810-4 , August 2005 edition ( PDF; 645 kiB ), p. 12.

[lufv-9] Original meter (Annex 13.2.1, Annex 2), on the performance and financing agreement from 2008.

[abschlussbericht-2019-01-30-10] Study on the introduction of ETCS in the core network of the Stuttgart S-Bahn. (PDF) Final report. WSP Infrastructure Engineering, NEXTRAIL, quattron management consulting, VIA Consulting & Development GmbH, Railistics, January 30, 2019, p. 308 f. , accessed April 13, 2019 .

[vrs-2019-01-30-11] A great success for the Stuttgart rail hub. In: vrs.de. Verband Region Stuttgart, January 30, 2019, accessed on January 30, 2019 .

[vrs-2020-01-22-12] Main route closures during the summer holidays. In: region-stuttgart.org. Verband Region Stuttgart, January 22, 2020, accessed on January 23, 2020 .

[stn-2020-01-23-13] Thomas Durchdenwald: Blocking of the main route for 6 weeks. In: stuttgarter-nachrichten.de. January 22, 2020, accessed January 23, 2020 .