Landmark tunnel
| Landmark tunnel | ||||
|---|---|---|---|---|
 The south-east portal of the Markstein tunnel
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| use | Railway tunnel | |||
| traffic connection | Mannheim – Stuttgart high-speed line | |||
| place | Vaihingen an der Enz | |||
| length | 2782 m | |||
| Number of tubes | 1 | |||
| cross-section | 82 to 94 m² | |||
| Largest coverage | 65 m | |||
| construction | ||||
| Client | German Federal Railroad | |||
| start of building | August 1986 | |||
| completion | circa 1989 | |||
| business | ||||
| operator | DB network | |||
| release | June 2, 1991 | |||
| location | ||||
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| Coordinates | ||||
| Northwest portal | 48 ° 56 ′ 38 " N , 8 ° 57 ′ 53" E | |||
| Southeast portal | 48 ° 55 ′ 38 " N , 8 ° 59 ′ 36" E | |||
Map with all coordinates: The Markstein Tunnel is a 2782 m ( route kilometers 79.10 to 81.88) long railway tunnel on the high-speed line Mannheim – Stuttgart near Vaihingen an der Enz . The tunnel crosses under the Hoher Markstein ridge and therefore bears his name.
It takes up two tracks that are planned to be driven on at speeds of up to 250 km / h. A special feature is laid in the tunnel slab track of the type Züblin . As the only tunnel on the high-speed line, the tunnel received this ballastless form of the superstructure .
course
The tube runs in a north-westerly direction. The north-west portal is on the edge of the Vaihingen train station , the south-east portal on the north-eastern edge of the Enzweihingen suburb of the district town of Vaihingen an der Enz. The Enztal Bridge connects to the south . The maximum overburden is around 67 m.
The route runs in a south-easterly direction initially in a straight line, which initially merges into a left-hand curve of 10,000 m, followed by a right-hand curve of the same radius. At the south post portal, the transition to the Enztalbrücke, the building runs in a straight line again.
The gradient (status: 1986) drops towards the east portal with initially 10.556 per mille and (from km 79.588) with 1.500 per mille. A more recent source speaks of 11.6 per thousand in the western portal area. In the portal area, at the transition to the Enztalbrücke , there is a four-kilometer-long incline.
The clear width in the tunnel is between 13.80 and 14.20 m.
A tube of the bypass tunnel of the Westbahn crosses the northern area of the Markstein tunnel in a south-easterly direction.
The structure largely penetrates layers of the Upper Muschelkalk , occasionally also Trigonodus dolomite . Only on an approximately 200 m long section at the east portal did the Lettenkeuper, located above the Upper Muschelkalk, just protrude into the excavated profile.
history
planning
The building was already planned according to the planning status of 1973, with a length of around 2.5 km.
In the planning phase of both the Markstein and the bypass tunnels, the affected communities were able to extend the tubes.
At the beginning of 1983 the structure was planned with a length of 2741 m, in mid-1985 with 2,782 m, the length realized later.
construction
From August 1986, the tube was built partly by mining and partly by open construction. Layers of the upper shell limestone were passed through. A total of around 300,000 m³ of material was excavated. With an excavated cross-section between 105 and 118 m², a useful cross-section between 82 and 94 m² was created. The open construction method was used on an approximately 175 m long section in the area of the west portal due to the low cover and the interweaving with the bypass tunnel. The standard thickness of the inner shell was 40 cm in the area of the mining drive and 80 cm in the area of the open construction method.
The dome was knocked through on September 16, 1987. The corresponding celebration followed on October 9, 1987. Due to the short construction time, the production of the inner shell had to start while the tunneling was still ongoing.
The excavation and securing work ended at the end of May 1988. Then the mostly 40 cm thick, waterproof inner shell was erected.
The structure was erected by ARGE Markstein-Tunnel , which included the companies Bilfinger + Berger Bau AG (Mannheim), Ed. Züblin AG (Stuttgart) and C. Baresel AG (Stuttgart) belonged.
The tunnel sponsorship took Bärbel Kälberer.
business
On the night of October 27, 2013, a disaster control exercise known as Subvento took place in the tunnel. In the scenario, an ICE with the front powered end car came to a halt at the south-eastern tunnel portal, and the dining car, which was the fifth car, was assumed to be burning. Around 25 of 160 passengers were assumed to be injured. Around 600 emergency services took part in the exercise. The exercise began at midnight sharp, and the first emergency services arrived at around 0:15 a.m. After earthing the overhead line, the tunnel could be entered at 12:40 a.m. The rescue trains from Mannheim and Stuttgart arrived at around 1:30 a.m. Extinguishing water was brought in from the Enz via two hose lines, each three kilometers long.
technology
South of Southeast Portal are GSM - base stations of the four operators. These not only supply the immediately adjacent track area on the Enztal Bridge, but also, via a repeater system with fiber optic connection to the remote units, the Pulverdinger Tunnel .
The tunnel is supplied with GSM-R via base stations at both tunnel portals, and the supply with RailNet via a coupling into the GSM-R antenna path at the south-east portal.
costs
The calculated costs were (as of 1988) 110 million D-Marks . Around 1986 estimated shell construction costs of 54.6 million DM were given.
Web links
Individual evidence
- ↑ a b c d e f g h i Deutsche Bundesbahn (Ed.): Markstein Tunnel . Two-page data sheet, approx. 1986.
- ^ A b c Ernst Rudolph: Railway on New Paths: Hanover – Würzburg, Mannheim – Stuttgart , Hestra-Verlag, Darmstadt, 1989, ISBN 3-7771-0216-4 , p. 60.
- ^ Hans-Wolfgang Scharf: The railway in Kraichgau. Railway history between the Rhine and Neckar . EK-Verlag, Freiburg (Breisgau) 2006, ISBN 3-88255-769-9 , p. 42 .
- ^ Announcement NBS Mannheim – Stuttgart: Track construction up to kilometer 50 . In: The Federal Railroad . No. 11, 1989, p. 1012 f.
- ↑ Peter Münchschwander (Ed.): The high-speed system of the German Federal Railroad . R. v. Decker's Verlag G. Schenk, Heidelberg 1990, ISBN 3-7685-3089-2 , p. 123.
- ^ A b c d e Karl-Friedrich Steidlinger: The new Vaihingen (Enz) train station on the Mannheim – Stuttgart railway line . In: Die Bundesbahn , 64, No. 10, 1988, ISSN 0007-5876 , pp. 1008-1016.
- ↑ a b Deutsche Bundesbahn, project group Mannheim – Stuttgart (ed.): Route map for the new Mannheim – Stuttgart line 1: 100,000 . Folded map, Karlsruhe, June 1985.
- ↑ Rudolph (1989), p. 102.
- ↑ Deutsche Bundesbahn, Central Transport Management: Explanatory report on the planning of the new Mannheim - Stuttgart line . October 1973, file number 400a / 411a.4002 / 4123 Nv (Mhm – Stg) , p. 8; (available at the Generallandesarchiv Karlsruhe ).
- ↑ Scharf (2006), p. 200.
- ↑ New Mannheim – Stuttgart line. Overview map 1: 100 000 . As of January 1983.
- ↑ Benjamin Büchner: Burning ICE is stuck in a tunnel . In: Stuttgarter Zeitung , Ludwigsburg district edition . October 28, 2013, p. 71 (similar version online ).