Mühlberg tunnel

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Main valley bridge Gemünden with Mühlberg and north portal of the Mühlberg tunnel (left).

The Mühlberg Tunnel (formerly also Mühlberg Tunnel I ) is a 5,528 meter long railway tunnel on the high-speed line from Hanover to Würzburg . It crosses under the 420 m high Mühlberg , southwest of the city of Gemünden am Main , and therefore bears its name.

The tube accommodates two tracks that are planned to be driven at 250 km / h. After the Landrückentunnel (10,779 m) it is the second longest tunnel in the section between Fulda and Würzburg and to this day the third longest railway tunnel in Bavaria (after the Euerwangtunnel and the Irlahüllunnel ). Until the opening of the two 7,700 m and 7,260 m long tubes on the Nuremberg – Ingolstadt – Munich high-speed line , the Mühlberg tunnel was the longest in operation in Bavaria from around 1988 to 2006.

location

In its course it crosses, from north to south, the area of ​​the communities Gemünden, Lohr and Karlstadt .

The route runs in a south-southeast direction. A 1,660 m long straight at the north portal is followed by a 2.6 km long left curve ( radius 7,000 m, including two transition arcs, each 315 m long), which merges into a 1,231 m long straight towards the south portal. A transition arch begins in the area of ​​the south portal, which leads outside the tunnel into a curve with a radius of 7,000 m. (All route data: planning status 1983).

From the north portal (building km 275.2) to the south portal (building km 280.7) the gradient rises continuously at 12.5 per mille. The ascent to the so-called Marktheidenfelder Platte takes place . The second vertex of the route is at the south portal of the Mühlberg tunnel (next to the Landrück tunnel). According to a source, a short section at the north portal has a gradient of 13.5 per thousand.

At the north portal, the upper edge of the rail is at an altitude of 184.695  m above sea level. NN , at the south portal at 253.605 m. The overburden (over mountain ridge ) is up to 190 m. (Planning status from 1983)

To the north of the structure is the 794-meter-long Gemünden Main Valley Bridge , and a few kilometers to the south is the Rohrbach depot with the confluence of the Nantenbacher curve .

history

planning

On September 17, 1975, the regional planning procedure for the high-speed section Gemünden am Main - Würzburg was initiated. In May 1976 a preliminary draft for this section was presented. On June 21, 1978, the Federal Minister of Transport approved the construction of the section between Burgsinn and Würzburg.

Groundwater exploration was already carried out in the mid-1970s, after a drinking water intake was being built about one kilometer from the north portal (construction kilometer 275) and it could not be ruled out that the planned tunnel could be in the catchment area of ​​this water catchment system.

According to the planning status from the end of 1977, a length of 5390 m was planned for the structure. The route and gradient largely corresponded to the later realized design; In the southern section of the tunnel, a left curve with a radius of 9000 m was planned.

The first surveying work for the Mühlberg tunnel began on March 13, 1979. On October 2, 1979, the tendering and design planning began. After the regional planning procedure for the section between Gemünden and Würzburg was completed on May 20, 1981, the planning approval procedure for the area of ​​the Mühlberg Tunnel (km 275.217 to 281.115) was initiated on August 14 of the same year. On March 26, 1982, the tender for the construction of the Mühlberg tunnel was published. The submission followed on May 18, 1982, shortly before (on May 29) the planning approval decision for the section of the Mühlberg tunnel was finalized.

The construction section of the tunnel designated as Object 29 comprised a length of 5,950 m (construction km 275.174 to 281.115). In addition, the two pre-cuts were included. The originally (as of 1983) planned tunnel length was 5,513 m. Of this, 5,513 m were to be built using the mining method and only 13 m using the open construction method . A 1,525 m long drive from the north and a 3,988 m long drive from the south were planned. The drive, which runs mainly from south to north, is due to the use of the excavated material in a dam adjoining a south portal (so-called Karlburger Damm , around construction km 284.5 to 285.5). 120,000 m³ of material from the north drive was also to be transported there via a construction road.

In the course of the implementation planning , the tunnel was brought forward by 20 m for reasons of more economical maintenance as well as forest and landscape protection. In the middle (construction km 277.9) a 120 m deep ventilation shaft was to be sunk for the construction phase, in the area of ​​the intersection with the future Schönrain tunnel (construction km 279.2) a 100 m ventilation shaft. The planned excavation cross-section of the drilled ventilation shafts was 2.10 m.

The contract to build the tunnel was awarded on June 8, 1982 to the Mühlbergtunnel I consortium , which was made up of the companies Bilfinger Berger and Universale Bau . The planned total construction costs for the construction section (tunnel including pre-cuts) were 135 million D-Marks (around 69 million euros; price as of around 1982).

From 1975 to 1982, the construction was preceded by a geological exploration program with 30 core drillings , 18 Meissen drillings , an excavation and an aerial geological structural investigation .

To distinguish from the original as Mühlberg Tunnel II designated Schönrain tunnel of Mühlberg Tunnel was also the title in the planning and construction phase Mühlberg Tunnel I . It was also referred to as object 29 of the southern section ( object 28 was the adjoining main valley bridge in Gemünden, object 30 was the Rohrbach overtaking station).

construction

Construction work in the cut in front of the south portal of the tunnel (1985)

The official start of construction was on July 26, 1982 in the area of ​​the Wiesenfeld district . After the construction of the construction roads , the clearing of the building site and the setting up of the construction site, work began on the construction of the cut in front of the south portal .

On September 20, 1982, tunneling began from the south portal in a northerly direction. The tunnel was ceremoniously christened the Rosemarie Tunnel on November 19, 1982 at 11:00 a.m. at the south portal by the tunnel godmother Rosemarie Barbara Lemmrich, the wife of the then chairman of the transport committee of the German Bundestag . It was then, in the presence of Secretary of State in the Federal Ministry of Transport Alfred Bayer posted . Economic minister Anton Jaumann and DB board member Peter Koch were among the other guests . The mayor of Karlstadt, Werner Hofmann, pointed out in his address the ultimately unsuccessful resistance of the majority of Karlstadt's citizens against the new line project. The breakthrough was planned for April 22, 1985, the planned length was 5,513 m.

With the start of tunneling in a northerly direction, the construction of a 5 km long construction road that led from the north portal over the Mühlberg to an existing road began. Construction work on the northern portal near Hofstetten began on February 17, 1983. On April 5 of the same year, excavation of the dome began there. The second attack on both sides served to shorten the construction time. The bilateral blasting was carried out according to the New Austrian Tunneling Method .

A tunnel tube up to 12.8 m wide and 7.77 to 8.32 m high (rail top edge - apex) was built (according to the planning status from the end of 1983). In order to achieve a usable cross-section between 81 m² (straight line) and 99 m² (curve, with the tensioning area of ​​the overhead line ), a cross-section between 127 and 141 m² was excavated. A total of 730,000 m³ of material was to be excavated. The design speed was 250 km / h.

According to the planning status from the end of 1983, the breakthrough was expected in April 1985.

business

The tube was put into operation in 1986 as part of a 28 kilometer section and has been used by regular passenger and freight trains since 1988.

On November 17, 1986, the previous ICE train InterCityExperimental set a new speed record for rail vehicles in Germany at 345 km / h. During the ICE world record run on May 1, 1988 , the record train traveling in a northerly direction had reached a speed of 380 km / h at the south portal of the tunnel and jumped the 400 km / h mark for the first time in the tunnel (at 292.6 km distance), before he set a new world speed record for rail vehicles north of the 1xberg tunnel with 406.9 km / h.

In November 1987, driving tests were carried out in the tunnel to determine the aerodynamic resistance of the InterCityExperimental in tunnels.

When it went into operation in 1988, it was the fifth longest tunnel in the German railway network (taking into account tunnels still under construction at the time), after the Landrückentunnel , the Mündener Tunnel, the Dietershan Tunnel and the Freudenstein Tunnel .

On the night of October 22, 1989, a train accident with 100 "passengers" was simulated in the Mühlberg tunnel. A tunnel rescue train also moved out for the first time . 135 minutes after the simulated derailment, the first injured people left the tunnel; about three hours later the first seriously injured person was admitted to hospital.

On January 14, 2011, an ICE stopped about 500 m deep in the tunnel as a result of pantograph damage. The approximately 220 passengers were evacuated into a subsequent ICE, the train in question was then towed away.

On the night of November 13, 2011, a rescue exercise with around 140 people took place in the tunnel. The derailment of a passenger train at 294.0 kilometers was simulated.

technology

The tunnel has a number of technical features.

As one of the first railway tunnels in Germany, it was given a slab track (type Rheda ) instead of a conventional ballast bed for operational trials.

Approximately in its middle (route kilometer 294) the Mühlberg tunnel crosses the Schönraintunnel of the Nantenbacher curve, which is only a few meters lower . A staircase connects the two tubes and can be used as an escape route. The Schönrain Tunnel, built between 1990 and 1993, was driven under special precautionary measures while the train was still in operation in the Mühlberg Tunnel.

A transfer point (with four points) was set up at kilometer 293.3 . The track change facility, as it is planned at a distance of around 7 km along the route, could not be placed on the open route due to the length of the tube and the bridge immediately to the north .

A signal box with a turning area (18 m) is in front of the north portal. The main purpose of this access was to maintain the facilities. An entrance with a turning area was also planned for the south portal. (Status: 1983)

There are four main signals and two distant signals (each for the crossing point) as well as six block markers in the tunnel .

literature

  • Deutsche Bundesbahn , Bundesbahndirektion Nürnberg, project group H / W South of the railway construction center (publisher): New line Hanover - Würzburg: Mühlberg tunnel I. Driving, expansion, equipment and costs. Brochure, September 1983, 34 pp.

Web links

Commons : Mühlberg tunnel  - collection of images, videos and audio files

Individual evidence

  1. ↑ a b c d e f g Bundesbahn (1983), p. 6 f.
  2. ↑ a b Bundesbahn (1983), p. 4 f.
  3. ^ Rüdiger Block: ICE racetrack: the new lines . In: Eisenbahn-Kurier Special: High-speed traffic . No. 21, 1991, excluding ISSN, pp. 36-45.
  4. ^ Fritz Schröder: First acquisition of route knowledge with leaflet and film . In: Die Bundesbahn , 64, No. 12, 1988, ISSN  0007-5876 , pp. 1165-1168.
  5. ↑ a b c d Bundesbahn (1983), p. 24 f.
  6. ↑ a b c d e f Bundesbahn (1983), p. 26 f.
  7. ^ A b Helmut Maak : The draft of the new Hanover - Würzburg line, section of the Hessian / Bavarian border - Würzburg . In: Die Bundesbahn , year 53 (1977), issue 12, pp. 883-893, ISSN  0007-5876
  8. ↑ Bundesbahn (1983), p. 2
  9. ↑ a b c d e Bundesbahn (1983), p. 12
  10. ↑ a b c Bundesbahn (1983), p. 16 f.
  11. ↑ Commissioning of the new federal railway line Fulda - Würzburg: Speech by Dr. Karl Hillermeier, Deputy Prime Minister of Bavaria and Minister of State for Labor and Social Affairs on May 27, 1988 in Würzburg . Speech manuscript (14 pages), p. 3.
  12. ↑ Critical tones were heard when the tunnel was officially opened . In: Main-Post , Würzburg edition, No. 267, November 20, 1982.
  13. ↑ Hörstel / Niedt (1991), pp. 88-94.
  14. ↑ Wolfgang Harprecht, Friedrich Kießling, Reinhard Seifert: "406.9 km / h" - world record on the rails - energy transmission during the record run of the ICE of the DB . In: Electric Railways , Volume 86, Issue 9/1988, p. 271.
  15. ↑ Jean-Luc Peters: Determination of the aerodynamic resistance of the ICE / V in the tunnel and on the open road by means of coasting tests . In: Eisenbahntechnische Rundschau , issue 9/1990, pp. 559–564.
  16. ↑ New section Fulda - Würzburg completed . In: Eisenbahn-Journal . Issue 06/1988, ISSN  0720-051X , pp. 4–10.
  17. ↑ a b Hard test for the "seriously injured". In: Main-Post Würzburg, October 23, 1989
  18. ↑ Small disaster in the Mühlberg tunnel . In: Nürnberger Nachrichten , October 24, 1989, p. 14
  19. ↑ ICE gets stuck in the tunnel . In: Süddeutsche Zeitung , January 15, 2011.
  20. ^ ICE breakdown in the Mühlberg tunnel . In: Mainpost (online edition), January 14, 2011.
  21. ↑ Kevin Müller: Rescue exercise on the high-speed route . In: BahnPraxis , issue 3/2012, pp. 3, 5, 7.
  22. ↑ Heinz Dürr , Knut Reimers (Ed.): High-speed traffic . 1st edition. Hestra-Verlag, 1991, ISBN 3-7771-0234-2 ( Yearbook of Railways , Volume 42), p. 123
  23. ^ KG Baur: Fulda − Würzburg and back . In: Eisenbahn-Kurier , No. 205, October 1989, ISSN  0170-5288 , pp. 32-37.
  24. ↑ Railway Atlas Germany . Verlag Schweers + Wall, Cologne 2007, ISBN 978-3-89494-136-9 , p. 78.
  25. ↑ Klaus-Dieter Schwendener: Partial renewal 97080 WRSTW SFS 1733 in the RB Süd G016180176. (PDF) DB Netz AG, July 25, 2019, p. 9 , retrieved on December 10, 2019 (file Annex 15 BAst_Teilernlassung Stw 1733.pdf in ZIP archive 19FEI40778_Vergabeunterlagen_Zwischenstand.zip ).

Coordinates: 50 ° 2 ′ 30.8 "  N , 9 ° 40 ′ 26.4"  E