Mündener tunnel
| Mündener tunnel | ||||
|---|---|---|---|---|
 The south portal of the tunnel, facing north
|
||||
| use | Railway tunnel | |||
| traffic connection | Hanover – Würzburg high-speed line (double-track) | |||
| place | Münden Nature Park | |||
| length | 10.525 km | |||
| Number of tubes | 1 | |||
| Largest coverage | 175 m | |||
| construction | ||||
| building-costs | 200 million DM | |||
| start of building | July 1983 | |||
| business | ||||
| operator | DB network | |||
| location | ||||
|
||||
| Coordinates | ||||
| Northeast portal | 51 ° 24 ′ 12 " N , 9 ° 42 ′ 31" E | |||
| Southwest portal | 51 ° 21 ′ 45 " N , 9 ° 34 ′ 33" E | |||
Map with all coordinates: The münden tunnel is a railway - tunnel of the Hanover-Würzburg high-speed railway in Hann. Münden , in the section between Göttingen and Kassel-Wilhelmshöhe . With a length of 10,525 m ( route kilometers 120.99 to 131.50) it is the second longest railway tunnel in operation in Germany (after the Landrückentunnel ) and by far the longest tunnel in Lower Saxony .
Geographical location
The Mündener Tunnel is located in the district of Göttingen in southern Lower Saxony . In the north-western part of the Kaufunger Forest , on which the southern part of the Münden Nature Park spreads, it lies between the Weser source rivers Fulda in the west and Werra in the east. The tunnel is below the State Forest Münden and State Forest Kattenbühl and the wooded southern area of the small town of Hann. Münden and created in the area of the neighboring community of Staufenberg .
The trains running on the high-speed line from the direction of Göttingen come from the north-east from the Rau hebel tunnel , cross the Werra around 700 m further south-west parallel to the federal motorway 7 on the Werra valley bridge Hedemünden and reach the north-east portal of the Münden tunnel .
From this portal, the tunnel leads in a north-east-south-west direction through the Mühlenberg mountain spur near the Grundmühle (approx. 280 m above sea level ), after which it crosses the motorway twice. Then it runs through the northern flank of the Heidekopf ( 321.7 m ), where the killing stones are in the narrow valley of the Wandersteinbach tributary to the Fulda near the tunnel on federal road 496 ( Franzosenbrücke ; 205.4 m ) . While the tunnel in this brook valley passes immediately southeast below the main road, it crosses it shortly before passing through the northwest flank of the Lutterberger Höhe ( 355.1 m ). The tunnel then leads under the Rotensiegengraben flowing to the Fulda and runs through the northwest flank of the Ickelsberg ( 304 m ).
Finally, the trains leave the Mündener tunnel at the southwest portal to cross the narrow valley of the Fulda tributary Ickelsbach on a 300 m long railway embankment with an integrated bridge , and then immediately disappear southwest into the Mühlenkopf tunnel . Immediately afterwards you cross the Fulda on the Fulda bridge Kragenhof in the direction of Kassel-Wilhelmshöhe .
Tunnel description
The Mündener Tunnel consists of a tube with two tracks. It has an emergency exit ( ⊙ ) with a 15 m high stairwell in the middle of the Wandersteinbach valley (km 127) ; There is a retrofitted rescue area nearby ( ⊙ ). The tunnel can be driven at a maximum of 250 km / h. Inside there are the transfer points “Kattenbühl” and “Lutterberg” approximately in the thirds . The mountain cover is up to 175 m.
The route runs towards the southwest, initially in a right-hand bend that turns into a left-hand bend. At the transition to the south-western construction section (Km 128) it follows a straight course. The gradient falls in the northeast area with 2.391 per thousand and flattens out in the middle and southwestern part of the section to a gradient of 1.502 per thousand. In the south-west section, the route is straight throughout, with a gradient of 1.052 per mille falling towards the south-west portal.
geology
The Mündener Tunnel passes under various formations of the red sandstone . In addition to thick banked sandstones in the Solling and Detfurth series, there are also thin banked, partly leafy rocks.
history
planning
Originally, the route in the area of today's Mündener Tunnel was to run in two tunnels that would have been connected with a valley bridge. In the northeast, the 5,580 m long Mündener Staatsforst tunnel was to be driven, and in the southwest the 4,440 m long Lutterberg tunnel . In between, the 125 m long, four-span Wandersteinbachtal bridge was to be built. The gradient would have risen in the north-eastern tube to the south-west by 38 m to the Wandersteinbachtal , and then in the south-western tube to fall by 58 m to the Fulda bridge.
The bridge, which would have been in one of the oldest German nature parks, was discarded as part of the plan coordination with the city of Münden and the district of Göttingen, after the state of Lower Saxony had previously requested a minimization of interventions in nature and landscape in the regional planning decision. A shorter, three-span bridge was also rejected, and later an earth dam with three passages. Finally, the elevation of the route in this area was lowered by 30 m and the valley of the Wandersteinbach , which is crossed by the B 496, was crossed in an open-cut tunnel section. The two tubes merged into one. Disadvantages of this solution were, among other things, difficult access for maintenance and construction as well as the necessary excavation of a 20 to 40 m deep excavation in the cramped conditions of the Steinbach valley.
According to the railway, a further difficulty arose from the plan approval requirement that the water supply to the city of Münden, whose water supply was in the area of the main access point, had to be re-regulated before construction began. As a result, the tunnel has become a critical element in the commissioning of the section between Hanover and Kassel.
Award
Due to its great length, the tunnel was divided into two construction lots and awarded to two different contractors: The north construction section, with a length of 7,980 m (km 121.0–129.0), makes up the majority of the tube; the south-western section is 2,545 m (km 129.0–131.5) shorter, but includes the Mühlenkopf tunnel to the southwest .
When the tube was stopped in October 1983, the planned length was 10,400 m.
construction
The construction of the Mündener Tunnel took place between July 1983 and July 1989.
They started in July 1983 at the southwest portal. With the tunnel stop of the southwest portal in the Ickelsbachtal and the neighboring Mühlenkopf tunnel , the construction work in the section between Kassel and Göttingen officially began. Around 1,000 spectators attended the ceremony, at which the two tunnel sponsors together triggered the first blast with a button. Ernst Albrecht , the Prime Minister of Lower Saxony at the time, was one of the guests . His wife, Heide-Adele Albrecht, took over the sponsorship.
Drilling and blasting was planned for the drive from the Werra valley. The inner shell was to be secured with 78,000 m³ of shotcrete and 50,000 m³ of reinforced concrete by October 1986 (status: 1983). Around 700,000 m³ of excavated material was expected to be deposited in a landfill and a railway embankment .
Four shafts 94 to 130 m deep were sunk for ventilation .
For the 7.98 km long main drive, 1.7 million cubic meters of excavated material were moved, 12,000 t of reinforcing steel, 200,000 m³ of shotcrete and 270,000 m³ of in-situ concrete were installed. At the intermediate attack, the excavated material was driven off by truck via a serpentine driveway. A total of 1.2 million cubic meters of excavated material was deposited at the upper end of the Steinbach Valley, 2.5 km away. The spruce forest previously located there was converted into a wetland over an area of 21 hectares. The previously almost flat terrain was raised by up to 20 m.
Approximately in the middle of the tunnel (at km 126.7) an intermediate point of attack was built in the area of the Wandersteinbachtal, from which it was driven in a north-easterly and south-westerly direction. In the intermediate section, which was laid out in the open construction method, there was permanent access to the tunnel. Since the gradient of the route in the area of the intermediate attack was only a few meters below the bed of the Wandersteinbach, it was temporarily led around the excavation pit over a length of 250 m in a pressure pipe with a diameter of two meters.
In addition, from April 1985, a 500 m length of a counter drive was temporarily driven from the Werra valley.
In this way, the tunneling could be carried out from three points, the two portals and the middle section. The last breakthrough was celebrated on October 6, 1988. It was also the last tunnel breakthrough of the 61 tunnels on the high-speed line. On November 2, 1989, the symbolic welding of the last track in the Göttingen – Kassel section, the so-called gap closure , took place in the Mündener tunnel. A 60 m long section of track was used by six track construction machines, which were used by representatives of Lower Saxony , the district of Göttingen , the city of Hann. Münden and the Bundesbahn were served at the same time. The tunnel construction work had previously been officially completed by tunnel godmother Albrecht.
In the northern section, 990,000 m³ of tunnel excavation were made, 125,000 m³ of material was removed for the pre-cuts. 205,000 m³ of concrete and 9,600 t of steel were used. The construction cost (as of 1987) for this lot was 160 million Deutschmarks. The companies Dyckerhoff & Widmann AG (Frankfurt am Main) and Bilfinger + Berger AG (Hanover) were commissioned to carry out the construction .
In the south-west section - including the Mühlenkopf tunnel - 520,000 m³ of tunnel excavation and 220,000 m³ from the pre-cuttings were incurred. A total of 135,000 m³ of concrete and 4,400 t of steel were used. The planned construction cost was originally estimated at 120 million D-Marks. The excavated mass was partly used for the construction of dams and for landfilling. The remaining spoil was heaped up on the nearby highlands of the Kaufunger Forest ; the summit created in this way is called Hühnerfeldberg .
The companies E. Heitkamp GmbH ( Herne ), Gesteins- und Tiefbau GmbH ( Recklinghausen ) and Sachtleben Bergbau GmbH ( Lennestadt ) were commissioned with the construction of the southern lot, including the Mühlenkopf tunnel .
As an ecological compensation measure for the construction of the Mündener and the neighboring Mühlenkopf tunnel, a wetland area of around half a hectare was created above the new route. In addition, at the request of the Göttingen district, the Federal Railroad financed a new wetland area in the Staufenberg district of Nienhagen as a replacement measure. Several nature conservation associations had called for a bridge to be built in place of the dam in the Ickelsbachtal .
Completion and commissioning
The shell of the structure was completed at the end of July 1989. On May 29, 1991, the Mündener Tunnel was put into operation together with the new Hanover - Fulda section . The tunnel construction costs amounted to around 200 million DM .
Web links
- Location, route and operating points of the tunnel on the OpenRailwayMap
- Tunnel construction site Mündener Tunnel , excursion report from 1986, on eisenbahn-tunnelportale.de
Individual evidence
- ^ A b Ernst Rudolph: Railway on New Paths: Hanover – Würzburg, Mannheim – Stuttgart , Hestra-Verlag, Darmstadt, 1989, ISBN 3-7771-0216-4 , p. 57.
- ↑ a b DB project group Hanover-Würzburg (North) (ed.): New Hanover-Würzburg line: Rosdorf, Mengershausen , 12-page leporello as of September 1, 1983.
- ↑ a b c d e f Deutsche Bundesbahn, Bundesbahndirektion Hannover, project group Hannover – Würzburg North of the railway construction center: Tunnel construction in the northeast section of the new Hanover – Würzburg line , brochure (22 pages), as of January 1987, p. 18 f.
- ↑ a b c d e f g Friedrich Schrewe, Leo Glatzel: Practiced environmental protection using the example of the Mündener tunnel . In: The Federal Railroad . Vol. 65, No. 2, 1989, ISSN 0007-5876 , pp. 273-280.
- ^ A b c d Deutsche Bundesbahn, project group Hanover – Würzburg North of the railway construction center, Federal Railway Directorate Hanover: The new Hanover – Würzburg line. The Göttingen – Kassel section . Brochure (36 pages), October 1983, p. 23 f.
- ↑ a b DB project group Hanover-Würzburg (North) (ed.): New line Hanover-Würzburg: Jühnde . Brochure (14 pages, folded) as of October 1, 1984.
- ↑ a b c Report new line tunnel in Lower Saxony . In: Railway technical review . 32, No. 12, 1983, p. 854 f.
- ↑ a b Bundesbahn goes underground - new tunnel for faster trains ( Memento from October 31, 2014 in the Internet Archive ). In: Hamburger Abendblatt , October 27, 1983, p. 36.
- ↑ Belter: Great progress in building the tunnels for the new lines . In: Der Eisenbahningenieur , 34, 1983, issue 12, p. 661 f.
- ↑ a b c Report NBS Hanover – Würzburg . In: The Federal Railroad . No. 12, 1989, p. 1113 f.
- ↑ The high-speed age is approaching . In: Die Bahn informs , ZDB -ID 2003143-9 , issue 1/1989, pp. 4-8.
- ↑ a b closing the gap . In: Die Bahn informs , ZDB -ID 2003143-9 , issue 5/1989, p. 15.
- ↑ 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. 20 f.
- ↑ 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. 7 f.
- ↑ Review of the year 1989 . In: Die Bahn informs , ZDB -ID 2003143-9 , issue 1/1990, pp. 12-15.