Katzenberg tunnel

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Katzenberg tunnel
Katzenberg tunnel
The southern portal of the two tubes of the Katzenberg tunnel
use Railway tunnel
traffic connection Expansion and new construction of the Karlsruhe – Basel line
place Bad Bellingen and Efringen-Kirchen , Germany
length 9385 m
vehicles per day around 57 passenger trains (as of 2012) and around 160 freight trains (traffic load on the existing line from 2007)
Number of tubes 2
cross-section 62 m² (usable cross section)
Largest coverage 110 m
construction
Client Deutsche Bahn
building-costs 340 million euros (shell construction)
610 million euros (total investment including connection)
start of building 2003
completion 2012
planner DB ProjektBau
Lahmeyer International
business
operator DB network
release December 9, 2012
Coordinates
North portal 47 ° 44 ′ 32 "  N , 7 ° 33 ′ 37"  E
South portal 47 ° 39 ′ 30 "  N , 7 ° 34 ′ 32"  E
Katzenberg tunnel with subsequent sections (red) and connections to the existing route (gray)
View of the north portal (August 2012)
View from the south portal towards Basel (July 2012). The track center distance is reduced from around 25 m in the tunnel to the usual size of 4.50 m on the open route.
The ventilation structure of the eastern tube on the surface

The Katzenberg tunnel is a railway tunnel on the upgraded and new Karlsruhe – Basel line , which was built to increase the capacity and speed of the Mannheim – Basel line (Rhine Valley Railway) and to relieve the communities on the old line from freight traffic. The two parallel, single-track tubes, which can be driven at speeds of up to 250 km / h, run between Bad Bellingen and Efringen-Kirchen . With a length of 9385 meters, it is the third longest tunnel and the longest two-tube tunnel in Germany after the Landrückentunnel and the Mündener Tunnel . (After completion of the Filder Tunnel , it will be the fourth longest tunnel.)

The reduction in travel time for long-distance passenger rail transport between Freiburg and Basel will initially be two minutes. Once the entire section of the route has been completed, the journey time should be reduced by around 15 minutes. With a few exceptions, all freight trains should run through the Katzenberg tunnel at night and as many as possible during the day.

The tunnel and its connection to the existing network cost a total of around 610 million euros. The approval by the Federal Railway Authority took place on December 4, 2012, and the opening ceremony took place on the same day. Regular operation began on December 9, 2012.

course

The tunnel is part of a 17.6 km long section of new construction and is located between the route kilometers 245.410 and 254.829 of the expanded Rhine Valley Railway (DB network route number 4280).

The building is after the 397  m above sea level. NHN high Katzenberg ( ⊙ ), which is about 1.2 km east-northeast of Wintersweiler and a few hundred meters east of the tunnel. It crosses the edge of the Markgräfler hill country . The north portal is near Bad Bellingen, the south portal near Efringen-Kirchen. In its course, the tunnel passes under the communities and districts of Hertingen and Bamlach (route km 248), Rheinweiler (km 249), Blansingen and Welmlingen (km 251), Mappach (km 252), Wintersweiler (km 253) as well as Efringen and Efringen. Churches (km 254).

At a design speed of 300 km / h, the tubes can be driven at 250 km / h. The tunnel route runs straight for almost its entire length. Only in the northern area is the route around 400 meters long in a curved track with a radius of 4000 m.

The standard distance between the two tunnels (track axes) is 26 m. The track axis is 62 cm off-center to create space for an escape route on one side. The two tubes are connected to one another via 19  crosscuts at a length of around 500 m.

The south portal is followed by an approximately four-kilometer-long open section that meets the main route of the Rhine Valley Railway at Haltingen (route kilometer 264). A three-kilometer open stretch connects the north portal with the main route, which it meets at Schliengen train station (km 243).

Elevation

The north and south portals are at almost the same height (around 250  m ), the gradient rises slightly by 16 m towards the center. The north portal is at 253.73 m. From there on, the ascent, over 2,433.5 m, is initially 1.0 per mille and goes towards the middle in an increase of 5.4 per mille (3280.8 m). At this point the tubes reach their highest point at 269.43 m. To improve ventilation, a 65 m deep ventilation shaft with an inner diameter of six meters was built above the high point of both tubes (near Gupf, ⊙ ). The shafts end about three meters above the top of the site and were provided with a fence and a barricade. After that, the route finally drops again over a length of 4964.8 m with 3.5 per thousand, the south portal is at 256.84 m and thus around three meters higher than the north portal. (All height information relates to the upper edge of the rail , all other information to the main part of the tunnel produced by mining.)

The overburden of the mined part is between 25 m and 110 m; the lowest cover is reached 23 m below the federal highway 3 at route km 250.7 and the highest is reached southeast of Bad Bellingen.

geology

The tunnel mostly crosses softer rock layers in the foothills , which are in different weathering levels . Mostly be tertiary sedimentary rocks such as clay - marl - and limestone , occasionally also sandstone passed through. Only in the southern section, over a length of about 800 m, was mainly mass limestone of the White Jura penetrated.

The tunnel lies continuously, up to 90 m, below the water table . The highest level is usually 10 to 20 meters below the site, and there are other layers below that in places.

history

initial situation

The originally existing two-track line was an obstacle for fast long-distance passenger traffic. It leads around the Isteiner Klotz on its western edge and is only passable at a comparatively low speed due to the numerous curves in this area: The maximum speed allowed at Bad Bellingen is 100 km / h, in Rheinweiler at 70 km / h, with three short tunnels in the area of ​​Istein at 80 km / h, in Efringen-Kirchen at 120 km / h. The existing route is also around 3.8 km longer than the route through the mountain.

planning

In 1974, four route variants were presented as plan sketches as part of the planned new and upgraded route. In 1978 the municipality of Efringen-Kirchen proposed a route across Alsace. In 1979, the Karlsruhe Federal Railway Director Zimmermann suggested line improvements between Bad Bellingen and Istein with three new tunnels for speeds of 160 to 200 km / h.

Variants of the route

At the beginning of the 1980s, different variants were discussed for the section between Schliengen and Eimeldingen: The above-ground "Rhine foreland variant", which runs largely directly to the east along the Rhine, was developed for a maximum speed of 200 km / h and provided for extensive interventions in settlement structures. In addition, two variants (“Engetal” and “Katzenberg”) with tunnels up to 8 km long were developed. In addition, there was the "Zimmermann variant", which provided for the expansion of the previous route. The foreland variant initially preferred by the Federal Railroad met with multiple criticism in the region. The Katzenberg tunnel variant that was ultimately realized was developed between 1977 and 1981 by the local engineer Albert Schmidt and his employees. The proposal was taken up by the then project manager Ernst Krittian .

The regional planning procedure for the Schliengen – Basel section, to which the tunnel belongs, was carried out by the Freiburg Regional Council from 1987 onwards, weighing the Katzenberg and the Rhine foreland variants against each other. In the same year, a total of 40 boreholes took place between Efringen-Kirchen and Schliengen to explore the underground. Some boreholes were up to 140 m deep. In the regional planning decision of February 24, 1989, the Rhine foreland variant was rejected and the Katzenberg variant favored. According to Deutsche Bahn, the Katzenberg variant has been identified as the most environmentally friendly and economical solution. It was also planned to run the new route within Eimeldingen at a lower level; for this purpose, 98 abutments for a railway bridge were built during the construction of the federal motorway . In 2002 it was finally decided not to run the route underground, but to equip it with noise barriers , so the abutments had to be demolished again.

The structure was planned in the 1980s with a double-track cross-section (both tracks in one tube). A special feature at the end of 1988 was the use of the Global Positioning System (GPS) for measurements as part of the preliminary investigations. Since this was not yet fully available there, a sufficient number of satellites were only sufficiently high above the horizon between 9 p.m. and midnight: the time required for the measurements could nevertheless be reduced from about three weeks to nine days, according to orbit information. At the beginning of 1989, geological and hydrological investigations were already being carried out during the spatial planning procedure.

Initially, it was planned to run the new line in the southern connection to the tunnel for a further 400 meters in a deep and covered position. These plans were abandoned in 1998 due to budget constraints; This should save around ten million D-Marks. The planned total costs for the Katzenberg tunnel at that time were 1.3 billion D-Marks.

The planning work was interrupted from 1990 to 1996 due to a lack of funding. The planning approval section 9, to which the tunnel belongs, was divided into three sections. The tunnel is assigned to Section 9.1, in which planning work resumed and was completed in 1997. The plans were discussed in spring 1998 in committees and in affected communities from autumn 1998 discussed .

Due to changes in the requirements of the Federal Railway Authority for fire and disaster control, two single-track tubes have now been planned. The distance to a "safe area" (cross gallery or tunnel portal) should not exceed 500 meters, and a two-tube tunnel must also be passable by road vehicles.

Due to changes in the regulations of the Deutsche Bahn and new experiences, the pipes could no longer be designed with a drainage, but had to be dimensioned against the expected water column of up to 90 m. This in turn resulted in a circular profile as an inexpensive solution, which in turn made driving by means of tunnel driving machines into the realm of possibility. The design planning for the tender was carried out in parallel for machine and shotcrete tunneling.

The plan approval procedure ended on November 22nd, 2002. Machine and shotcrete construction were approved in the same way. Circular cross-sections were provided for both methods. While a drive from both portals and an intermediate attack was planned for the shotcrete method, a machine drive was to be carried out from the south portal.

The neighboring communities took legal action against the plan approval decision; among other things, the route in Bad Bellingen should be moved to the east.

After neither of the two tunneling methods was technically clearly superior to the other, both methods were allowed equal opportunity in the Europe-wide tender . Four bidders submitted offers, with the most expensive offer being 21.1 percent above the cheapest offer. In addition to shotcrete, three of the four bidders also offered machine jacking, each of which was cheaper than conventional jacking. The construction of the tunnel was finally awarded on July 31, 2003 after several rounds of negotiations. Which was commissioned ARGE Katzenberg Tunnel . The leadership had the Ed. Züblin AG ( Stuttgart ), the commercial management was at Wayss & Freytag (Stuttgart). Other important participants were the companies Marti Tunnelbau AG ( Bern , Switzerland) and Jäger Bau GmbH ( Schruns , Austria). In addition, up to 123  subcontractors were involved in the implementation of the project.

When the contract was awarded, the start of construction was expected in mid-2004 and completion in 2007.

Herrenknecht AG ( Schwanau ) was commissioned with the delivery of the two tunnel boring machines (TBM) . These were so-called earth pressure shields that could use the excavated material to support the tunnel face. Driving with a tunnel boring machine was chosen not only for economic reasons but also because of the mostly soft rock layers (without support function), which made driving in small steps with direct support and concreting necessary. Due to the water and spring pressure conditions, a circular cross-section, which a TBM inevitably creates, represents the optimal tunnel shape. The unit price of the machines was 17 million euros each plus three million euros in transport costs. The estimated costs of tunneling the TBM were 15 percent less than those of blasting.

The two tubes are in the planning approval section 9.1 of the new and upgraded line that runs between Schliengen and Eimeldingen . The project is controlled and monitored by the Freiburg branch of DB ProjektBau .

construction

Building preparation

After completion of the planning approval procedure in this section in November 2002, work began in December 2002 on the construction of an access road to the future rescue area at the north portal. The contract was awarded to a bidding consortium in the summer of 2003. The preparatory work began in August 2003, and the official construction work began on September 1 of the same year. First of all, construction work was carried out on the southern, 320 m long pre-cut and the construction of the construction site on the south portal.

With the construction of the construction site and the construction of the necessary infrastructure, construction work began on the south portal in November 2003. The construction site covered an area of ​​around 100,000 m² and included offices, living spaces for up to 230 workers, storage and handling areas, and a segment factory (11,000 m²) and an information center. Due to delays and re-prioritization in traffic route planning, construction work was suspended in 2004 for almost five months. In August 2004 it was decided to continue the project. It took about a year to deliver and assemble the two tunnel boring machines. For this purpose, these were dismantled after their production in the manufacturing plant and transported to the construction site in 120 truck trips.

Propulsion

One of the two tunnel tubes in the shell

Of a total of 9385 m, 8984 m were built using mining techniques . In the north section there is 286 m, in the south section 115 m in open construction. The tunnel sponsors are the MPs Marion Caspers-Merk (east tube) and Inken Oettinger (west tube), the wife of the then Prime Minister of Baden-Württemberg Günther Oettinger .

The driving of the eastern tube began in June 2005 (according to another source in May 2005), in October of the same year the driving of the west tube began. The tunneling ran around the clock every day and was only interrupted over Christmas for one to two weeks and on the special day of St. Barbara (December 4th). While the miners worked ten hours in two shifts, four hours a night were used for maintenance of the machines and for pilot drilling to explore the mountains ahead. During the advance of the east tube arose between the tunnel 3.7 kilometers and 4.3 unexpected delays after about 20 to 30 liters of water per second at the working face being obtained, and be switched to a closed propulsion needed. With the following tunnel boring machine west, delays could be avoided by a timely conversion.

The jacking capacity increased in the course of the drive from around ten meters per day and tube (June 2005) to around 15 (west tube) or 18 meters (east tube) per day (2006) to around 20 m per day (beginning of 2007), with daily peak outputs of up to 34 m.

In March 2007, the ventilation shafts were connected to the segment shell. The east tube was broken through on September 20, 2007 at 4:35 p.m. , the west tube followed on October 1, 2007 at 3:10 p.m. A total of around 1.80 million m³ of solid mass and 2.45 million m³ of loosened mass (of which 125,000 m³ from the pre-cuts) were excavated.

According to the entrepreneur Martin Herrenknecht , the tunneling was finished eight months earlier than planned.

View of the lock of a cross passage (July 2012)

The circular transverse tunnels with an inner radius of 2.0 m were constructed using conventional shotcrete from the eastern to the western tube. The material was excavated with excavators, shovels, hammer drills and milling machines, depending on the mountain conditions. The completed cross passages were already used as escape routes during the construction phase. The transverse tunnels were built by a dedicated construction team.

In the area of ​​the underpass of a residential area of ​​the municipality of Bad Bellingen there is a creeping slope, that is, the upper layer of earth moves downhill. This was extensively monitored before and during the construction work using inclinometers and geodetic measuring points. In the year 2000, movements of around 5 mm per year were recorded, while the undercutting was carried out, displacements of up to 130 mm per year were measured, after which they returned to the original value. The rate of subsidence before the underpass was around 2 mm, during which there were subsidence of up to 35 mm. There was no damage to the three houses affected.

During the shell construction phase, up to 500 employees from 13 nations were simultaneously employed on the construction site. There were no fatal accidents.

In 2008 the two tunnel boring machines were dismantled and transported away.

Construction engineering

The tunnel was driven - for the first time in Germany on hard rock - using what is known as shield driving . Two identical, around 2500 tons heavy and 220 m long tunnel boring machines (TBM) reached tunneling speeds of an average of 15 m per day in the 200 to 250 million year old subsoil. The excavation of the entire cross-section of a tunnel tube was removed in one operation. To do this, the machines were each equipped with 3,200 kW drives that moved a shield with a diameter of 11.16 m. In order not to have to leave the protective shield of the machine, all parts of the TBM were designed so that they could be replaced from the rear. During the construction phase, the water table was lowered in places.

Portal hood with ventilation slots (right), in the background the western tunnel tube excavated by miners

A usable cross-section of 62 m² (above the upper edge of the rail ) was created, with an excavated cross-section of 95 m². The inner radius (without structural usable space) is 4.70 m. To avoid the tunnel bang , the cross-section of the tubes narrows slightly towards the center of the tunnel. As a result, the air pressure fluctuations during train journeys should not exceed two thirds of the level of conventional rail tunnels. In addition - for the first time in Europe - portal hoods with ventilation slots were installed. Due to these retrospectively planned measures, the tunnel could only be put into operation later than originally planned.

A built from February 2005 2.5 km conveyor belt system transported the outbreak 6-22 am for quarry Kapf . A 60 t muzzle loader was procured for 1.2 million euros to fill the quarry.

A segment like the one used in the Katzenberg tunnel

The inner shell, which was installed during the drive, consists of around 63,000  concrete segments . These are 60 cm thick and 200 cm wide and are assembled on site to make rings weighing 96 tons; the inside diameter is 9.4 m, the outside diameter 10.6 m. A ring consists of six segments and a keystone.

Road- rail vehicles specially designed for use in the Katzenberg Tunnel brought the finished parts of the rings into the tube as required. The installation time for a full segment ring was between 40 and 50 minutes. Immediately after installation, the segments were temporarily connected to one another using prepared joints with diagonal screw connections. Then the gap between 17 and 25 cm wide between the excavated cross-section and the segment ring was filled with mortar . After the compound had hardened, the connections were removed again.

In the segment factory built at the south portal, up to 168 complete rings per week could be produced in 24-hour operation. For each element, up to 880 kg of reinforcing steel were braided in about eight minutes and then poured with concrete. With a curing time of ten hours, each mold was used twice a day during the high phase of construction. The segments were then brought to a control station by vacuum crane. If the result was positive - the reject rate among all segments produced was 0.3% - the components were taken to a maturing store, where they hardened for three days and then checked again for cracks. Finally, a neoprene seal was glued in and the segments moved to an external warehouse. After 14 days they reached B45 quality (load capacity up to 45 N per mm² area or 450 kg per cm²), after 56 days B65 quality.

In the area of ​​the cross passages, a special steel design was implemented that could be removed again for driving the cross tunnels. In order to meet the electricity requirements of the construction site, the connected load of which was up to 18  MW , an additional transformer was installed in the nearby Hertingen substation , which supplied the construction site with electrical energy via several 20 kV lines.

Further construction work

Completed tubbing tubes, still without a hood structure south (March 2008)

At the beginning of March 2007, the groundbreaking ceremony for the connection of the tunnel to the existing route took place. Between March and May 2007, most of the northern pre-cut was secured with bored piles .

The shell of the tunnel was completed in December 2010. In March 2010, the contract to equip the tunnel with a slab track was awarded to Max Bögl . It was installed between November 2010 and March 2012. The installation of the slab track was largely completed in October 2011 in the west tube and completed in March 2012 in the east tube.

After the construction of the superstructure , the catenary , the control and safety technology as well as the rescue systems were installed. Finally, the interiors of the connecting structures with locks, emergency power supply, communication systems and fire fighting technology took place. Balfour Beatty Rail began surveying the construction of the overhead contact line in December 2009, and the first drilling was carried out in January 2010. A 680 m long reference section was then built. The electrification was completed in May 2012. The first test drives then took place.

From the second half of 2011, the superstructure of the new line section between the south portal of the tunnel and the provisional threading near Haltingen was built.

Information center

Segment rings exhibited at the information center

An information center for the public was built at the south portal of the tunnel. The presented contents were continuously developed in order to be able to demonstrate the necessary work for the technical expansion in addition to the technology of the tunnel shell construction. For this purpose, among other things, two seven-part segment rings were built in a support structure and supplemented with the complete technical equipment, such as a slab track and overhead line system.

On June 16, 2013, the information center was closed after eight years. A total of 40,700 people and 565 groups had visited it.

Installation

ICE and freight train at the south portal at the inauguration on December 4, 2012
An ICE 1 on its way to Basel leaves the south portal (January 2013).

The commissioning was originally planned for the timetable change in December 2011, but was delayed due to connecting structures to be planned later to avoid the tunnel bang and finally took place at the timetable change on December 9, 2012.

On July 28, 2012, a diesel multiple unit , a Regio-Shuttle , drove through the tunnel for the first time as part of a video inspection at a speed of 20 km / h. These video recordings were made available to train drivers to gain knowledge of the route. The catenary was energized on August 24, 2012; on September 7, at 8:00 a.m., a Flirt multiple unit from SBB Germany was the first electric train to travel through the tunnel at 155 km / h, also for video recordings. Between September 17th and October 5th, the ICE-S drove up to the top speed of 275 km / h . The train drivers were u. a. trained with the help of video recordings.

On November 17, 2012, a rescue exercise with a total of 350 emergency services took place. The “travelers” were evacuated through a cross passage into the parallel tube and from there they were brought to the south portal by buses and trucks. After 75 minutes, everyone was evacuated from the tunnel.

When the tunnel was put into operation on December 4, 2012, Federal Transport Minister Peter Ramsauer , Railway Chief Rüdiger Grube and State Transport Minister Winfried Hermann were present. The first official passage took place shortly after 2:30 p.m. from the north to the south portal as a parallel journey by the ICE-T multiple unit 1502 "Karlsruhe" and a freight train pulled by the locomotive 152 033 .

outlook

At the end of 2021, the Filder Tunnel will replace the Katzenberg Tunnel as the longest double-tube railway tunnel in Germany.

For the year 2025 Template: future / in 5 years, around 60 long-distance and 100 local trains and up to 340 freight trains per day are expected on the section.

business

RoLa freight train at the south portal, during the closure of the old Rhine Valley Railway (May 2014)

The fast long-distance passenger traffic and a large proportion of freight traveling on this section of the Rhine Valley line through the tunnel. All freight trains should use it at night. In spring 2013, more freight trains were again observed on the existing line. From April 22nd to September 28th, 2014, the existing section of the existing line running parallel was closed for the renewal of track and railroad tracks and for the erection of noise barriers. During this time, train traffic was handled through the Katzenberg tunnel, and the rolling road also used the tunnel.

The scheduled travel time between Freiburg and Basel decreased from 35 to 33 minutes when the timetable changed on December 9, 2012. The route length in the area of ​​the Isteiner Klotz is shortened by 3.814 km. At the same time, the maximum permitted speed increases to up to 250 km / h (in the tunnel and south of it to the Haltingen curve). In the Haltingen curve, the maximum speed allowed will be increased from 110 to 160 km / h with the completion of the next expansion section. With the tunnel, four tracks instead of the previous two will be available throughout the section. Together with other construction measures, the travel time from Basel to Karlsruhe is to be shortened from 100 to 69 minutes today.

The new section of the route is connected by switches that branch off at 100 km / h (1200 m branch radius). In regular operation, ICE trains will not yet be able to reach the speed of 250 km / h permitted on the new section of the route. The bilateral connection to the existing network is planned to be permanently at the same height . According to Deutsche Bahn, evidence has been provided that the goods traffic expected by 2025 can thus be completely guided through the tunnel. On flying junction of the Deutsche Bahn is in favor of according to data block compression has been waived. The federal, state and railways declared their readiness to examine the optimization of the connection points (in particular through a height-free extension), provided that a traffic forecast for the year 2025 suggests that the route will be overloaded. In the northern or southern connection to the two threading areas, the Rhine Valley Railway can be driven at 160 km / h.

In the train path pricing system of Deutsche Bahn, the new line with the tunnel is classified as F1. The basic price for journeys through the tunnel is EUR 4.60 per train-kilometer. In November 2012, DB Netz agreed to set the train path prices from the end of 2014 in such a way that there is no incentive for freight trains to use the old route. With the introduction of a new train path pricing system, these incentives will no longer apply from December 2016. The shorter route over the tunnel compared to the old route should then generally be cheaper.

According to information from Deutsche Bahn, the opening of the Katzenberg tunnel reduced the number of trains on the existing line: between 6 a.m. and 10 p.m., the number of average trains was from 231 (in 2012) to 81 (in 2013) during the night dropped from 63 to 19. The average number of freight trains fell in the same period, from 6 a.m. to 10 p.m., from 112 to 18 and from 42 to 6 during the night.

technology

Slab track

View of the slab track on the south portal, which can be used by road vehicles (July 2012)

In the course of the project, 20 km of ballastless track of the Bögl system were created , consisting of around 3,100 track slabs each 6.5 m long. The roadway can be used by road vehicles and extends beyond the two tunnel portals to the rescue stations. The rail heads only protrude six centimeters above the deck slabs. In the area under which Bad Bellingen is passed, the slab track is decoupled from vibrations over a length of around 500 m via a medium-weight mass-spring system . Originally a light one was planned, because of the planned increased use by freight trains, it was designed for a higher damping effect.

The connection to the old route is carried out in a conventional ballasted track with concrete sleepers. At the transition from the slab track to the ballasted track there are padded concrete sleepers in order to avoid track position errors.

Overhead line

Boom of the Re 330 in the tunnel

A new variant of the  330 standard overhead line ("Re 330 single-track tunnel in segment construction") was developed for the tunnel . A 680 m long reference route was built in 2010 for the approval process. The contact line was not as usual at anchor channels , but directly with anchors and anchor bolts attached to the lining segments. Another peculiarity is that the keystone was not allowed to be drilled. In addition, each segment ring could only be drilled in an 80 cm wide strip; the standard support point distance of 48 m should be adhered to. Drilling templates have been developed to increase accuracy and to keep dust generation low. The dust was vacuumed off while drilling.

A Re 250 catenary system was installed on the open sections of the route.

Control and safety technology

The tunnel is equipped with continuous line control (LZB) ( CIR-ELKE II ) and LZB block identification. When operated with LZB, there are 12  virtual block signals at a distance of around 0.8 to 1.7 km. Track changing operations have been set up on the entire route . Light signals with punctiform train control (PZB) are installed at the branches to the existing line . The entire tunnel represents a single block section for signal-guided trains. The European ETCS system was initially not installed; however, retrofitting is planned in the medium term.

The tunnel is controlled remotely from the operations center in Karlsruhe, with the security technology being located in the Buggingen ESTW sub-center. There are two operating points , the station section (Bf) Schliengen junction north at km 242, and the station (Bf) Haltingen at km 264.3, which is controlled from a relay signal box in Weil am Rhein . While Ks signals are installed in Schliengen , H / V signals can be found in Haltingen .

GSM-R is used as train radio ; furthermore a continuous supply of public is GSM - Mobile . 19 emergency telephones are also installed in the cross passages.

security concept

The safety in the tunnel is based on a four-stage safety concept, which provides, among other things, an emergency brake override and self-rescue . In an emergency, rescue takes place in the unaffected parallel tube. The cross tunnels have locks on both sides with doors (2 × 2 m) of fire resistance class F90 (they should be able to withstand a full fire for 90 minutes). On the left-hand side in the direction of travel (in relation to the entire structure, the interior is) there is a 1.2 m wide escape route, and tunnel safety lighting has also been installed. Every 125 m, symbols show the shortest route to the next safe area.

The original planning provided for a distance between the transverse tunnels of 1000 m (in accordance with the tunnel safety guideline of the Federal Railway Authority that came into force on July 1, 1997). After this guideline was tightened, the transverse tunnels had to be built every 500 m.

Fixed rescue areas at both portals of at least 1500 m² are connected via access roads to state and district roads. In addition, regular rescue exercises are planned.

During the construction phase, all construction personnel, subcontractors and visitors were equipped with active RFID tags . These allow precise monitoring of the number of people within the tunnel area in real time. These tags work with a range of more than 100 meters. All people in the tunnel are recognized, including people in vehicles entering the tunnel at speeds of up to 25 km / h. Special portals at the tunnel entrance recognized the people and in the event of an emergency the exact number and position of the people to be rescued were displayed on a fire brigade control station.

Costs and financing

The shell construction costs of the tunnel were given in April 2006 at 250 million euros, then in mid-2010 at 330 million euros, in mid-2011 again at 250 million euros and at the end of 2012 at 340 million euros. The forecast total costs of the construction section, which includes the tunnel as well as connecting lines, were around 0.5 billion euros in 2007. According to Martin Herrenknecht, the cost framework for the drive had been exceeded by ten percent. In July 2012, the cost of the tunnel and its integration into the existing network were given as around 520 million euros.

A total of 610 million euros was invested in the entire section. Of this, 340 million euros are accounted for by the tunnel shell, 90 million euros for the subsequent sections of the route, and 90 million euros for the railway equipment. The planning costs were also 90 million euros. Financing was provided by the federal government, the European Union and Deutsche Bahn AG.

The reasons given for exceeding the construction costs by around 80 million euros are the testing of new construction methods, new standards, unexplored mountain formations, increased water flow and measures against the tunnel bang.

literature

  • DB ProjektBau GmbH (Ed.): The Katzenberg Tunnel. Expansion and new construction of the Karlsruhe – Basel line . Eurailpress, Hamburg 2012, ISBN 978-3-7771-0450-8 .
  • DB ProjektBau GmbH (Ed.): Infrastructure projects 2010. Construction at Deutsche Bahn . Eurailpress, Hamburg 2010, ISBN 978-3-7771-0414-0 , pp. 52-64 .
  • Hans-Peter Hecht, Friedrich Schaser: Extension and new construction of the Karlsruhe – Basel line. Section 9 / Katzenberg Tunnel . In: Railway technical review . No. 1–2 / 2006 . Eurailpress, 2006, ISSN  0013-2845 , p. 39-46 .
  • Heiko Focken: Through the Katzenberg at a speed of 250 . In: railway magazine . No. 2/2013 . Alba publication, February 2013, ISSN  0342-1902 , p. 32-36 .
  • Heinz-Georg Haid: Commissioning of the Katzenberg tunnel . In: ZEVrail . No. 9/2013 . Georg Siemens Verlag, September 2013, ISSN  1618-8330 , p. 330-338 .

Web links

Commons : Katzenbergtunnel  - Collection of pictures, videos and audio files

Individual evidence

  1. ^ Deutsche Bahn course book 2012. Accessed on November 29, 2012.
  2. ↑ BVU Consultant Group Verkehr + Umwelt GmbH: Forecast of traffic demand and train numbers on the Upper Rhine route in 2025 , 2008, ( PDF file  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link accordingly Instructions and then remove this note. , 0.6 MB), p. 38.@1@ 2Template: Toter Link / www.mvi.baden-wuerttemberg.de  
  3. ↑ a b c d e f Matthias Hudaff: The commissioning of the Katzenberg tunnel . In: Railway technical review . No. 1 . Eurailpress, 2013, ISSN  0013-2810 , p. 10-16 .
  4. ↑ a b c d Katzenberg Tunnel: Germany's longest two-tube tunnel opened . In: Badische Zeitung , December 4, 2012.
  5. ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac DB ProjektBau GmbH, Southwest Branch, Project Center Karlsruhe (publisher): Extension and new line Karlsruhe– Basel: The tunnel through the Katzenberg. Twelve-page brochure with data status April 2006 ( PDF file , 1.3 MB).
  6. ↑ a b All freight trains go through the Katzenberg tunnel. In: Badische Zeitung , October 19, 2012 (online).
  7. ↑ a b c d e f g DB ProjektBau GmbH, regional area southwest: route brochure route 4280, Katzenberg tunnel
  8. ↑ A short racetrack behind Basel. In: Neue Zürcher Zeitung . Retrieved December 5, 2012.
  9. ↑ Largest project of the Rhine Valley Railway before completion. In: Welt online , July 4, 2012.
  10. ^ A b Deutsche Bahn AG (Ed.): Extension and new construction of the Karlsruhe – Basel line. Section 9.1. Schliengen – Efringen-Kirchen – Eimeldingen. Brochure, December 2003, pp. 4, 7.
  11. ↑ Heiko Focken: At a speed of 250 through the Katzenberg . In: Eisenbahn Modellbahn Magazin . No. 2 , 2013, p. 32-36 .
  12. ↑ a b c Martin Muncke: Katzenberg tunnel. In: Unterirdisches Bauen Deutschland 2005. Bauverlag, ISBN 3-9803390-3-3 , p. 118.
  13. ↑ a b c d e f g Deutsche Bahn AG (Ed.): Deutsche Bahn celebrates tunnel breakthrough on Katzenberg. Press release of October 30, 2007.
  14. ↑ a b c d DB ProjektBau (ed.): Technical innovations at the Katzenberg tunnel. 12-page brochure, Karlsruhe, May 2011, pp. 2, 6-9. ( PDF file ( Memento of the original from June 18, 2012 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this note. ). @1@ 2Template: Webachiv / IABot / www.karlsruhe-basel.de
  15. ↑ a b c d Commissioning of the Katzenberg tunnel. In: Karlsruhe – Basel in Focus , No. 4/2012, p. 1 f ( PDF file ( Memento of the original from March 5, 2016 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original - and archive link according to instructions and then remove this note. , 858 kB). @1@ 2Template: Webachiv / IABot / www.karlsruhe-basel.de
  16. ↑ a b c d e f g Hans-Günther Luft: New overhead line for the Katzenberg tunnel. In: DB ProjektBau GmbH (Ed.): Infrastructure projects 2010. Construction at Deutsche Bahn. Eurailpress-Verlag, Hamburg 2010, ISBN 978-3-7771-0414-0 , pp. 60-64.
  17. ↑ a b Deutsche Bahn AG (Ed.): Katzenberg Tunnel is connected to the Rhine Valley Railway. Press release of April 4, 2007.
  18. ^ A b Matthias Abele: Germany's third longest rail tunnel is being built . In: DB ProjektBau GmbH (Ed.): The Katzenberg Tunnel, upgraded and new line from Karlsruhe to Basel . Eurailpress, Hamburg 2012, ISBN 978-3-7771-0450-8 , pp. 24-31 .
  19. ^ A b c d e f g Heinz-Georg Haid, Albert Schmidt: The Katzenberg tunnel - history, planning and construction . In: DB ProjektBau GmbH (Ed.): The Katzenberg Tunnel, upgraded and new line from Karlsruhe to Basel . Eurailpress, Hamburg 2012, ISBN 978-3-7771-0450-8 , pp. 18-23 .
  20. ↑ Jürgen Grübmeier, Georg Fischer: The expanded lines of the German Federal Railroad. In: The Federal Railroad . Vol. 57, No. 10, 1981, ISSN  0007-5876 , pp. 781-788.
  21. ^ Ernst Krittian : The upgraded and Naubaus route Karlsruhe – Basel. In: Die Bundesbahn , Vol. 63 (1987), No. 10, ISSN  0007-5876 , pp. 911-916.
  22. ↑ a b Fritz Schmidler: The Bürgerröhre - Originally the railway didn't want the Katzenberg tunnel - now it is putting this core of the new Rhine valley axis into operation. In: Badische Zeitung , December 1, 2012, p. 2 ( online ).
  23. ↑ "I am painfully aware of how times have changed." In: Badische Zeitung (regional edition Nördliches Breisgau) . January 5, 2013, p. 24 ( similar version ).
  24. ^ Rüdiger Harmuth: ABS / NS Karlsruhe – Basel. In: Die Bundesbahn , vol. 69 (1993), No. 9-10, ISSN  0007-5876 , pp. 627-636.
  25. ↑ a b c d e Matthias Breidenstein, Dieter Kirschke: The Katzenberg Tunnel - Parallel planning and tendering of a railway tunnel for two different construction methods . In: Study Society for Underground Transport Systems (Ed.): Tunnel - Lifelines of the Mobile Society (=  Research + Practice ). tape 40 . Bauverlag, Gütersloh 2003, ISBN 3-7625-3602-3 , p. 74-78 .
  26. ↑ a b Signals from space. In: Die Bahn informs , ZDB -ID 2003143-9 , issue 1/1989, p. 12 f.
  27. ↑ Report expansion problems. In: Eisenbahn-Revue International , Edition 4, 1998, ISSN  1421-2811 , p. 115
  28. ↑ Deutsche Bahn AG: Fire and Disaster Control in Railway Tunnels ( Memento of the original from March 31, 2010 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF; 2.3 MB) @1@ 2Template: Webachiv / IABot / www.sfs-r.bayern.de
  29. ^ Announcement expansion Karlsruhe - Basel. In: Eisenbahn-Revue International , issue 10/2003, ISSN  1421-2811 , p. 461.
  30. ↑ a b c d e f g h i Joachim Nied, Bernd Dassler, Thomas Ziege: New construction and expansion of the Karlsruhe – Basel line - current planning status and construction process. In: Eisenbahntechnische Rundschau , 56, No. 9, 2007, ISSN  0013-2845 , pp. 506-512.
  31. ↑ Information sheet DB Netz "The construction of the Katzenberg tunnel with a tunnel driving machine" ( online  ( page can no longer be accessed , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this note .; PDF; 167 kB)@1@ 2Template: Toter Link / www.karlsruhe-basel.de  
  32. ↑ a b Konstantin Schwarz: Herrenknecht attacks the railway planners. In: Stuttgarter Nachrichten , No. 185, August 11, 2012, p. 22 ( online ).
  33. ^ Dieter Kirschke: Driving under the Bad Bellinger crawl slope . In: DB ProjektBau GmbH (Ed.): The Katzenberg Tunnel, upgraded and new line from Karlsruhe to Basel . Eurailpress, Hamburg 2012, ISBN 978-3-7771-0450-8 , pp. 44-54 .
  34. ↑ a b c The Katzenberg tunnel should do without a tunnel bang. In: Badische Zeitung , August 2, 2010.
  35. ↑ Prevented micro pressure waves in the Katzenberg tunnel. In: DB Systemtechnik (Ed.): Activity report 2007 , p. 18.
  36. ↑ G. Brux: Tunnel Bang: Origin and Countermeasures. In: Bautechnik , issue 10/2011, p. 731 f. doi: 10.1002 / bate.201101504 .
  37. ↑ a b Window against the tunnel bang. In: Badische Zeitung , January 28, 2009.
  38. ↑ Die Bahn (Ed.): The interior construction with tubbing , information sheet ( online  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this note .; PDF ; 243 kB)@1@ 2Template: Toter Link / www.karlsruhe-basel.de  
  39. ↑ a b DB ProjektBau GmbH (ed.): Karlsruhe – Basel in Focus , No. 1/2010. ( PDF file ( Memento of the original from October 6, 2014 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this note. , 740 kB). @1@ 2Template: Webachiv / IABot / www.karlsruhe-basel.de
  40. ↑ a b c DB ProjektBau GmbH (Ed.): Karlsruhe – Basel in Focus , No. 4/2011. ( PDF file ( Memento of the original from November 19, 2015 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this note. , 960 kB). @1@ 2Template: Webachiv / IABot / www.karlsruhe-basel.de
  41. ↑ East tube: installation of slab track. In: Karlsruhe – Basel in Focus , No. 3/2011 ( PDF file ( Memento of the original from October 6, 2014 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. , 1.2 MB, p. 4.) @1@ 2Template: Webachiv / IABot / www.karlsruhe-basel.de
  42. ↑ The information center at the tunnel is being updated. In: Badische Zeitung , May 27, 2011.
  43. ↑ A superlative exhibit. (No longer available online.) Deutsche Bahn AG, May 25, 2012, formerly in the original ; Retrieved June 4, 2012 .  ( Page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.@1@ 2Template: Dead Link / www.deutschebahn.com  
  44. ↑ Info center closed . In: Karlsruhe – Basel in Focus , No. 2, 2013 ( PDF file ( Memento of the original from March 5, 2016 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this note. , 273 kB), p. 4. @1@ 2Template: Webachiv / IABot / www.karlsruhe-basel.de
  45. ↑ First diesel multiple unit drives through Katzenberg tunnel. (No longer available online.) Www.karlsruhe-basel.de , archived from the original on December 11, 2012 ; Retrieved December 10, 2012 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. @1@ 2Template: Webachiv / IABot / www.karlsruhe-basel.de
  46. ↑ a b Vasco Paul Kolmorgen, Sandro Zimmermann: Digital visualization of the new infrastructure in Katzenbergtunnel . In: The Railway Engineer . No. 12 , 2012, p. 45-50 .
  47. ↑ Electricity on the new Schliengen – Haltingen line and in the Katzenberg tunnel is switched on. (No longer available online.) Deutsche Bahn AG, August 8, 2012, formerly in the original ; Retrieved December 8, 2012 .  ( Page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.@1@ 2Template: Dead Link / www.deutschebahn.com  
  48. ↑ Start of the Hochtast drives through the Katzenberg tunnel. (No longer available online.) Deutsche Bahn AG, September 14, 2012, formerly in the original ; Retrieved December 8, 2012 .  ( Page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.@1@ 2Template: Dead Link / www.deutschebahn.com  
  49. ↑ Alarm in the Katzenberg tunnel - rescuers rehearse the emergency. In: Badische Zeitung , November 18, 2012.
  50. ↑ Fire alarm in the new tunnel. In: DB Welt , No. 1, January 2013, p. 3.
  51. ↑ Matthias Hudaff: The Katzenberg Tunnel brings the Rhine Valley Railway into the 21st century . In: DB ProjektBau GmbH (Ed.): The Katzenberg Tunnel . Eurailpress, Hamburg 2012, ISBN 978-3-7771-0450-8 , pp. 12-16 .
  52. ↑ Freight trains run in the tunnel at night. In: Karlsruhe - Basel in Focus , Edition 3/2012 ( PDF file ( Memento of the original from March 5, 2016 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this note. , 867 kB), p. 3. @1@ 2Template: Webachiv / IABot / www.karlsruhe-basel.de
  53. ↑ Victoria Langelott: More freight trains on the old line again? In: Badische Zeitung , regional edition Weil am Rhein . April 24, 2013, p. 26 (similar version online ).
  54. ↑ DB Netz AG (Ed.): Compilation of the network timetable construction corridors 2014. ( Memento of the original from November 25, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF; 4.8 MB) Presentation as of July 9, 2012, p. 37 f. @1@ 2Template: Webachiv / IABot / www.db-netz.de
  55. ↑ Landstrasse rolls back on the old track In: Badische Zeitung , September 27, 2014 (online).
  56. ↑ Katzenberg Tunnel: Germany's longest two-tube tunnel opened on badische-zeitung.de.
  57. ↑ DB train path pricing software 2013 ( Memento of the original from December 14, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. . @1@ 2Template: Webachiv / IABot / fahrweg.dbnetze.com
  58. ^ D-Karlsruhe: Construction work for railway lines. Document 2011 / S 107-176544 in the Electronic Official Journal of the European Union of June 6, 2011.
  59. ^ Rheintalbahn: Trial operation in the Katzenberg tunnel. In: Eisenbahn-Revue International , issue 11/2012, ISSN  1421-2811 , p. 537.
  60. ↑ a b Michael Baas: A tunnel that sets standards. In: Badische Zeitung (regional edition Lörrach), July 5, 2012, p. 33 ( online ).
  61. ↑ a b Answer of the Federal Government to the minor question from the MPs Kerstin Andreae, Dr. Valerie Wilms, Harald Ebner, other MPs and the Alliance 90 / THE GREENS parliamentary group - printed matter 17/12007 - (PDF; 69 kB). Printed matter 17/12143 of January 22, 2013.
  62. ↑ TPS ( Memento of the original from January 29, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. Price information for route 4280 from Schliengen Rtb / NBS junction to Haltingen : 77.65 euros for 16.880 km (data as of December 9, 2012). @1@ 2Template: Webachiv / IABot / www.db-netz.de
  63. ↑ German Bundestag (ed.): Answer of the federal government to the small question of the MPs Matthias Gastel, Kerstin Andreae, Stephan Kühn (Dresden), other MPs and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN - Printed matter 18/4878 - Human-friendly and environmentally friendly expansion of the Rhine Valley Railway . tape 18 , no. 5037 , May 28, 2015, ISSN  0722-8333 , p. 5 ( bundestag.de [PDF]).
  64. ^ DB Mobility Logistics AG (Ed.): Deutsche Bahn provides information on the use of the old Rhine Valley route between Schliengen and Haltingen . Press release from April 7, 2014.
  65. ↑ Installation of the slab track is in full swing. In: DB ProjektBau GmbH (Ed.): Karlsruhe – Basel in Focus , No. 2/2011, p. 1 f. ( PDF file ( Memento of the original from March 5, 2016 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this note. , 573 kB). @1@ 2Template: Webachiv / IABot / www.karlsruhe-basel.de
  66. ↑ Vibration protection in the Katzenberg tunnel. In: DB Netze (Ed.): Karlsruhe – Basel in Focus , No. 2/2010, ( PDF file ( Memento of the original from March 5, 2016 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this note. , 545 kB), p. 2. @1@ 2Template: Webachiv / IABot / www.karlsruhe-basel.de
  67. ↑ Werner Meier, Norbert Dotzer, Ingmar Stoehr: Katzenberg Tunnel - Innovative slab track . In: DB ProjektBau GmbH (Ed.): The Katzenberg Tunnel, upgraded and new line from Karlsruhe to Basel . Eurailpress, Hamburg 2012, ISBN 978-3-7771-0450-8 , pp. 56-60 .
  68. ↑ Richard Buda, Nornbert Dotzer, Hermann Gärlich: Padded sleepers at type transitions of the Katzenberg tunnel . In: DB ProjektBau GmbH (Ed.): The Katzenberg Tunnel . Eurailpress, Hamburg 2012, ISBN 978-3-7771-0450-8 , pp. 80-84 ( online ).
  69. ↑ a b Belfour Beatty Rail (Ed.): Project report: Large-scale project on the Rhine Valley Railway: The Katzenberg Tunnel: Electrification of Germany's third longest railway tunnel. ( Memento of the original from December 13, 2013 in the Internet Archive ) Info: The archive link was automatically inserted and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. September 2010. @1@ 2Template: Webachiv / IABot / www.bbrail.de
  70. ↑ Guideline requirements of fire and disaster control for the construction and operation of railway tunnels on verwaltungsregel-im-internet.de ( Memento of the original of December 28, 2011 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. @1@ 2Template: Webachiv / IABot / www.verwaltungsrechte-im-internet.de
  71. ↑ Matthias Abele: Germany's longest rail tunnel is being built. DB ProjektBau GmbH (Ed.): Infrastructure projects 2010. Construction at Deutsche Bahn. Eurailpress-Verlag, Hamburg 2010, ISBN 978-3-7771-0414-0 , pp. 52-59.
  72. ^ Deutsche Bahn AG (Ed.): Deutsche Bahn AG is committed to central projects in Baden-Württemberg. Press release of April 5, 2007.
  73. ^ A b Heinz-Georg Haid: Section 9 in the major Karlsruhe – Basel project . In: DB ProjektBau GmbH (Hrsg.): Infrastructure projects 2014: Building at Deutsche Bahn . DVV Media Group | Eurailpress, Hamburg 2014, ISBN 978-3-87154-505-4 , pp. 102-107 .
  74. ↑ Thomas Hickl: Systematic for process-oriented controlling at the Katzenberg tunnel . In: DB ProjektBau GmbH (Ed.): The Katzenberg Tunnel, upgraded and new line from Karlsruhe to Basel . Eurailpress, Hamburg 2012, ISBN 978-3-7771-0450-8 , pp. 32-35 .
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