Leinebuschtunnel

from Wikipedia, the free encyclopedia
Leinebuschtunnel
Leinebuschtunnel
View of the south portal
traffic connection High-speed line from Hanover to Würzburg
length 1,740 mdep1
Number of tubes 1
Largest coverage 50 m
construction
Client German Federal Railroad
business
operator DB network
release 1991
location
Leinebuschtunnel (Lower Saxony)
Red pog.svg
Red pog.svg
Coordinates
Northeast portal 51 ° 28 ′ 47 "  N , 9 ° 50 ′ 21"  E
Southwest portal 51 ° 28 ′ 3 "  N , 9 ° 49 ′ 26"  E

The 1740 m long Leinebuschtunnel on the high-speed line Hanover – Würzburg is the northernmost tunnel on the section between Göttingen and Kassel . It runs between the villages of Volkerode (Rosdorf) (east of the tunnel) and Jühnde (south-west) in a south-westerly direction and passes under the Leinebusch wood , which is located on the west side of the Leinegraben .

It was built using the new Austrian tunnel construction method and put into operation in 1991. Like most of the tunnels on the line, it was originally laid out for a design speed of 300 km / h and is now approved for 250 km / h (under the influence of line trains ).

In the planning phase (status: 1980), the tube was also called the Großer Leinebusch tunnel , based on the name Großer Leinebusch, which was used at the time .

course

The North East portal located at kilometer 108.390, the southwest portal at km 110.130. At the northeast portal, the upper edge of the rail is at a height of around 250  m above sea level. NN , the gradient rises continuously in the tunnel to the southwest portal with a gradient of 12.494 per mille.

The tube passes under a forest area on the ridge between Leinegraben and Dransfelder plateau. It essentially crosses layers of the middle and upper shell limestone . The route runs straight in the tunnel.

To the north there is a longer cut and the Grundbachtal bridge , south after approx. 600 m the Endelskamp tunnel and then the Jühnde overtaking station.

The cover is up to 50 m. The tube passes through layers of the upper and middle shell limestone .

history

planning

In 1983 a length of 1,685 m was planned. The tunnel was largely in the planning approval section 4.2 of the new line (km 105.6 to 109.9).

The routing of the Hägergraben , which was to be led over the new line by means of a stream bridge near the south portal, is remarkable .

construction

Preparatory work began at the end of 1983.

The tunneling ran from north to south, began in February 1984 and ended in August 1985. The first 55 m were constructed using the cut-and-cover method, the rest using the mining method. The tunnel sponsorship Elisabeth Riechers had taken over.

Measures had to be taken in the mountain to bridge cavities. In order to ensure the required tunnel cross-section even with subsidence in the mountains, the profile of the tube was raised by 30 cm along its entire length.

In addition to the Endelskamp and Mackenrodt tunnels, the tunnel is part of a series of three tubes. A total of 390,000 m³ was excavated for the three structures and 675,000 m³ were excavated for the pre-cuts. A total of 81,000 m³ of concrete and 4,400 t of steel were used; the construction period ran from 1984 to 1986. The total cost of all three tubes was 95 million Deutschmarks. The companies Dyckerhoff & Widmann AG (Frankfurt am Main) and E. Heitkamp GmbH ( Herne ) were commissioned.

A total of 390,000 m³ of material was excavated from the three tunnels. A further 675,000 m³ of excavated material are accounted for by the pre-cuts .

Accident in March 1999

On the night of March 2, 1999, a freight wagon of the Italian State Railways that was in the train ICG 50051 (Hamburg – Nuremberg) derailed . The car, loaded with 21 tons of paper and pulp and running in the middle of the train, derailed about six kilometers from the tunnel due to a hot wheel bearing and was dragged along until the train stopped in the Leinebuschtunnel at around 11:45 p.m.

After the train driver noticed the fire, he cut off the front part of the train (with 13 cars) and drove it out of the tunnel. Eleven cars remained in the tunnel. The local fire departments were alerted at 1:20 a.m. At 1:52 a.m., the fire brigade from Kassel , which was manning the rescue train there , was called. The rescue train arrived at the portal at 3:04 a.m. At 4:10 a.m. the fire was under control. The burning balls of paper were separated with dung hoes and then individually extinguished. Just before 11 a.m. the fire was out. The fire brigade moved out at around 1 p.m. People were not harmed in the accident.

According to Deutsche Bahn, it was the first fire in a tunnel on a German high-speed line. The accident was also the first emergency for a rescue train. The rescue train was at the scene of the accident 74 minutes after the alarm was triggered. The rescue train's water supply was insufficient to fight the fire, which lasted into the afternoon. The rescue train shuttled between the source of the fire and the tunnel portal every 20 minutes. More than 100,000 liters of water were pumped into the tank of the rescue train by the Göttingen district fire brigade through a hose several kilometers long. Furthermore, the tightness of the tunnel and the development of smoke, which at times led to almost zero visibility, hampered the rescue work. The rescue train had not been able to reach the source of the fire due to the smoke and heat development, and in the meantime the fire water supplies were running low. Up to 150 fire fighters from the districts of Göttingen and Kassel were involved in the campaign. Up to 40 people worked in the tunnel.

According to a media report, the fire could only be brought under control when a three-kilometer-long hose line from Jühnde was laid over the tunnel portal to the scene of the fire. This worked out well because precisely such a scenario was trained in this tunnel in September 1998. In this context, fire fighters described the water supply of 20,000 liters on board the trains as a "drop in the ocean" and advocated the installation of dry pipes in tunnels. It was also criticized that the rescue train requested by the Kassel control center did not leave Hildesheim.

After the accident, the tunnel was initially closed. Long-distance trains were diverted and suffered delays of around half an hour as a result. On March 2nd at 11 p.m. the neighboring track was put back into operation. During the repair work on the line, long-distance trains suffered delays of ten minutes due to single-track operations. Some of the trains were diverted via the north-south route. The damaged transfer point in Mengershausen was reduced to a block point .

On May 13, 1999 a freight wagon of the same type derailed on the same route near Gehrenrode .

Web links

Individual evidence

  1. ↑ Deutsche Bundesbahn, Bundesbahndirektion Hannover, project group H / W North of the Bahnbauzentrale, department for public relations (publisher): New line Hannover-Würzburg: districts Rosdorf and Mengershausen . Leporello, 6 A4 pages, planning status from 1980.
  2. ↑ Horst Geissler: The tunnels in the northern section of the high-speed railway line Hanover – Würzburg . ( Supplement to the reports of the Natural History Society Hanover , Volume 11), Hanover 1994, ISSN  0374-6054 , pp. 49-52 and Table 14.
  3. ↑ a b c d e f Deutsche Bundesbahn, Bundesbahndirektion Hannover, project group Hannover – Würzburg North of the railway construction center: Tunnel construction in the northern section of the new Hanover – Würzburg line , brochure (22 pages), status: January 1987, p. 16.
  4. ↑ a b DB project group Hanover-Würzburg (North) (ed.): New Hanover-Würzburg line: Rosdorf, Mengershausen , 12-page leporello as of September 1, 1983.
  5. ↑ a b Deutsche Bundesbahn, Federal Railway Directorate Hanover, Project Group Hanover – Würzburg North of the Bahnbauzentrale (publisher): New Hanover – Würzburg line. The Göttingen – Kassel section , 36 A4 pages, Hanover, October 1983, p. 23 f.
  6. ↑ Heinz Duddeck, Horst Geissler, Friedrich Schrewe: Tunnel construction in sinkholes . In: Peter Koch, Rolf Kracke , Theo Rahn (eds.): Engineering structures on the new lines of the German Federal Railroad . Hestra-Verlag, year, ISBN 3-7771-0240-7 ( Archives for Railway Technology . Volume 44), p. 157.
  7. ^ Deutsche Bundesbahn, project group Hanover - Würzburg North (Ed.): Route map of the new Hanover – Würzburg line. Northeim – Göttingen section . Folded map dated August 1, 1983
  8. ^ DB project group Hanover-Würzburg (North) (ed.): New line Hanover-Würzburg: Jühnde , Leporello (14 pages) as of October 1, 1984.
  9. ↑ Belter: Great progress in building the tunnels for the new lines . In: Der Eisenbahningenieur , 34, 1983, issue 12, p. 661 f.
  10. ↑ a b Project group NBS Hanover of the Bahnbauzentrale, Bundesbahndirektion Hanover (Ed.): Tunnel construction in the northern section of the new Hanover - Würzburg line . Brochure as of November 1987, p. 18.
  11. ↑ a b c d e f Smoke signals from the tunnel . In: Süddeutsche Zeitung , March 3, 1999, p. 14.
  12. ↑ a b c d e f Report a burning freight train on the high-speed line . In: Eisenbahn-Revue International , Issue 4, 1999, ISSN  1421-2811 , p. 116 f.
  13. ↑ a b Specially equipped "tunnel fire brigade" of the railway had great difficulties extinguishing the burning freight wagon . In: Nürnberger Nachrichten , March 3, 1999.
  14. ↑ "Inadequate safety in ICE tunnels" . In: Frankfurter Allgemeine Zeitung . No. 55, March 6, 1999, ISSN  0174-4909 , p. 10.
  15. ↑ Safety on the railways: How passengers are rescued from tunnels . In: Der Tagesspiegel , October 20, 2000.
  16. ↑ Not enough emergency exits and hydrants . In: Frankfurter Rundschau . No. 274, 2003, November 24, 2000, p. 36.
  17. ↑ a b Two more rail accidents in Germany . In: Neue Zürcher Zeitung , March 3, 1999, p. 59.
  18. ↑ Nightmare: Train fire in the tunnel . In: Berliner Morgenpost , Volume 101, No. 61, March 3, 1999, p. 32.
  19. ↑ Emergency exits are too expensive for the railway . In: Frankfurter Rundschau . No. 101, 2003, May 2, 2003, p. 26.
  20. ↑ a b The third train accident within 25 hours . In: Die Welt , March 4, 1999, vol. 49, no. 53, p. 12.
  21. ↑ After a train accident, the north-south line closed . In: Stuttgarter Zeitung , May 14, 1999, p. 20.