Cold sand tunnel
| Cold sand tunnel | ||||
|---|---|---|---|---|
 The Geisbach (front) and Erzebach (rear) viaducts with the north portal of the tunnel in the background
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| use | Railway tunnel | |||
| traffic connection | High-speed line from Hanover to Würzburg | |||
| place | west of the Obergeis district of the Hessian community of Neuenstein | |||
| length | 1043 m | |||
| Number of tubes | 1 | |||
| cross-section | 81-99 m² | |||
| Largest coverage | until 20 | |||
| construction | ||||
| Client | German Federal Railroad | |||
| building-costs | 33 million DM | |||
| start of building | July 1, 1985 | |||
| completion | November 28, 1987 | |||
| business | ||||
| operator | DB network | |||
| release | 1991 | |||
| location | ||||
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| Coordinates | ||||
| South portal | 50 ° 53 ′ 41 " N , 9 ° 35 ′ 5" E | |||
| North portal | 50 ° 54 ′ 15 " N , 9 ° 35 ′ 0" E | |||
Map with all coordinates: A 1043 m long railway tunnel on the high-speed line from Hanover to Würzburg is called the Kalter-Sand-Tunnel .
The building is located west of the Obergeis part of the Hessian community of Neuenstein . The tube accommodates two tracks on a ballast superstructure , which can be driven on as planned at 250 km / h.
The tunnel crosses under the Kalter Sand ridge and therefore bears his name.
course
The route runs in a straight line in the tunnel. The gradient rises in a southerly direction over a length of 639 m (up to building kilometer 178.650) initially with 3.15 per thousand, on the remaining 404 m up to the south portal then with 10.119 per thousand.
The structure crosses under, roughly in its center, the federal motorway 7 over a length of 130 m in a grinding cut at a crossing angle of around 30 degrees and an overlap of up to five meters. Further crossings of the trunk road connect to the north and south of the tunnel.
geology
The mountain range consists of layers of the Lower Buntsandstein of the Gelnhausen and Salmünster series for almost the entire length of the tunnel .
history
planning
The structure was planned in 1984 with a length of 625 m. The construction costs were calculated at 19.3 million DM.
The tube was in planning section 15 in the middle section of the new line. The tunnel was part of a 1200 m long construction lot . In addition to the tube, this also included the northern (111 m, construction kilometers 177.899 to 178.011) and the southern preliminary cut (46 m, km 179.054 to 179.100).
For the underpassing of the motorway, a mining and an open drive in different variants were considered and examined in more detail. A comparison of costs suggested roughly the same prices. Both methods were therefore to be offered in the tender. Due to the remaining imponderables of a mining undercutting with little overburden, an open construction method was finally chosen.
After the invitation to tender , the offers were opened on April 18, 1985 and the contract was awarded to the Kalter-Sand-Tunnel working group on June 5, 1985 . This consisted of the companies Leonhard Moll GmbH & Co ( Munich ), ILBAU Ges. Mbh ( Spittal an der Drau ), HERMANNS Karl Holzapfel GmbH & Co. KG ( Kassel ) and Himmel und Papesch & Co. KG ( Bebra ).
The order total (net, without sales tax ) for the tunnel was DM 27,727,000 , for road and earthworks it was DM 6,567,000.
construction
Construction work began on July 1, 1985. First, paths were built and noise barriers were poured in.
Tunneling, from north to south, began on July 21, 1986. Ellen Knoll acted as the tunnel sponsor. The tunnel was inaugurated on 24 July 1986 struck . During the construction phase, the structure was called the Ellen Tunnel .
For the first construction phase of the tunnel and the neighboring Erzebach valley bridge, the 800 m motorway was provisionally relocated as a preliminary measure. The Frankfurt Autobahn Office was entrusted with this measure as part of an administrative agreement. The tunnel was finally excavated over a length of 341 m (km 178.061 to 178.402) by means of mining and 702 m using the cut-and-cover method (km 178.011 to 178.061 and 178.402 to 179.054). The conditions encountered turned out to be more difficult than expected in the planning phase.
With an excavated cross-section of up to 145 m², a useful cross-section between 81 and 99 m² was realized. The excavation height (distance base - apex ) was 11.60 m, the height between the top edge of the rail and apex reached up to 8.34 m.
On October 29, 1986 the dome was broken through . This was followed by the bottom drive from both sides, which was completed on January 25, 1987. Construction work was completed on November 28, 1987.
For cuts and pre-cuts, 429,891 m³ of material were excavated. 46,564 m³ were excavated during the drive.
According to the preliminary final accounts, the construction costs were 33.5 million DM for the tunnel and 11 million DM for the earthworks and road construction (both net, excluding sales tax).
Installation
The structure was put into operation in June 1991 as part of the Fulda – Kassel section.
Web links
- Photos of the tunnel portals on eisenbahn-tunnelportale.de .
Individual evidence
- ↑ a b c d e f g h i j k l m n o p q Working group "Tunnel Hainrode Süd, Mühlbach and Schmitteberg" (ed.): Tunnel buildings. Tunneling, equipment and costs . 1989, pp. 29-32.
- ↑ a b c d Joachim Naumann, Günter Moll: Road and rail . In: Die Bundesbahn , 9/1988, pp. 885–892.
- ^ Walter Engels: The middle section of the new Hanover – Würzburg line . In: The Federal Railroad . tape 60 , no. 5 , 1984, ISSN 0007-5876 , pp. 401-410 .
- ↑ Bundesbahndirektion Frankfurt (M), project group NBS Frankfurt am Main of the Bahnbauzentrale (publisher): New lines Hanover-Würzburg from Kassel to Fulda, Cologne - Rhine / Main in the directorate area . Leporello with 12 pages (10x21 cm), Frankfurt am Main, no year (approx. 1984).