Rauhub tunnel
|
Rauhub tunnel Rauheberg tunnel
|
||||
|---|---|---|---|---|
 South portal of the Rauhub tunnel
|
||||
| traffic connection | High-speed line from Hanover to Würzburg | |||
| place | Hann. Münden | |||
| length | 5210 m | |||
| Number of tubes | 1 | |||
| Largest coverage | 120 m | |||
| construction | ||||
| Client | German Federal Railroad | |||
| start of building | 1983 | |||
| completion | circa December 1987 | |||
| business | ||||
| operator | Deutsche Bahn | |||
| release | 1991 (commercial commissioning) | |||
| location | ||||
|
||||
| Coordinates | ||||
| 51 ° 26 ′ 15 ″ N , 9 ° 47 ′ 7 ″ E | ||||
| 51 ° 24 '35 " N , 9 ° 43' 32" E | ||||
Map with all coordinates: The Rau hebel tunnel (also: Tunnel Rauheberg ) is a 5,210 m long railway tunnel on the high-speed line Hannover – Würzburg ( route kilometers 114.4 to 119.6). It crosses under, east of the Lower Saxon town of Hann. Menden the Rauheberg and therefore bears his name. After the district of Lippoldshausen , which is about 600 m north of the south portal, it is also called the Lippoldshauser Tunnel . It is the second longest tunnel in Lower Saxony .
course
The tunnel runs in a south-westerly direction and crosses under the watershed between Leine and Werra .
The route runs towards the south in a right curve and then turns into a long straight. The gradient falls in the tunnel with 12.499 per thousand towards the south portal. The overburden reaches up to 120 m, according to another source 118 m.
To the north of the tunnel there is a 490 m long (construction km 113.910 to 114.400) pre-cut , to the south a pre-cut of 775 m in length (construction km 119.610 to 120.385), which is used as a transfer point (all length information as of 1986) . The gradient drops continuously towards the south. In the north (after a 900 m long cut) the Mackenrodttunnel joins , in the south the Werra valley bridge Hedemünden .
In the northern area the tube penetrates layers of the Lower Muschelkalk , in the middle part there are layers of the Upper Buntsandstein . In the southern section there are layers of loose rock made of shell limestone and red as well as sand and gravel deposits, in the southern section predominantly Quaternary . The mountain water level is mainly below the bottom .
history
planning
The southern section, m with a length of 1020 should be considered to m to 20 deeper originally incision are performed. In order to minimize the interference in the Münden Nature Park, a tunnel section was ultimately created here using the open construction method.
In 1980 and 1981 the subsoil was examined by means of a geological and hydrological preliminary exploration program.
The tunnel was part of a 6,475 m long contract section which extends over the Baukilometer extended from 113.910 to 120.385.
construction
Construction work began in the late summer of 1983. Tunneling began in November 1983. The tunnel was hit on November 28, 1983 .
Most of the tunnel was built using shotcrete over a length of 4,190 m (construction km 114,400 to 118,590) . The southernmost 1,020 m (construction km 118.590 to 119.610) were built using the cut-and-cover method .
The tunnel was driven from south to north with lengths of 0.75 to 2.0 m. The excavation of the dome ran 120 to 200 m ahead of the bench excavation . With the open construction method, 11 m long sections were created in a cycle process. The tunnel has a mouth profile of around 9 m high and a clear width of 12.50 m. The base vault was made up to 90 cm thick, depending on geological requirements.
The excavated cross-section was between 124 and 142 m², the excavated masses were mostly deposited in the vicinity. In the mining drive, 540,000 m³ of material were excavated and approx. 198,000 m³ of shotcrete , around 110,000 m³ of membrane sealing, around 32,000 m³ of reinforced concrete (for the inner shell) and around 2,000 t of reinforcing steel were used. In the open section, 700,000 m³ of earth were moved, 36,000 t of reinforced concrete and 3,500 t of reinforcing steel were used. A further 700,000 m³ of earth were moved for the two preliminary cuts. (Another source speaks of 590,000 m³ of material excavated in the tunnel and a further 1,035,000 m³ of material in the pre-cuts. A total of 187,000 m³ of concrete and 17,000 t of steel were installed.)
At the transition from the red sandstone to the shell limestone, tunneling had to be temporarily stopped in March 1986 after up to 400 liters of mountain water per second had accumulated instead of the forecast 20 liters. After the construction of an approximately 70 m long pre-tunnel for drainage and rock compensation, the drive could be resumed after three months.
The tunneling work ended in July 1987.
The tube was built on behalf of the project group north of the railway construction center at the Federal Railway Directorate Hanover by a working group of engineers Mayreder, Kraus & Co. (Munich) under the leadership of Philipp Holzmann AG . The construction cost was around 200 million D-Marks (around 105 million euros ).
business
After a water ingress at the end of August 2011, the tunnel was initially closed. A renovation should run from November 1 to December 20, 2011 (status: October 2011). Due to the associated capacity restrictions, two IC lines in this area should be rerouted over the existing line.
In the early morning of May 18, 2014, a rescue exercise took place in the Rauhub tunnel.
technology
The northern section was subsequently adapted and designed to withstand the pressure of the water about 50 m above the ridge over the long term due to the heavy mountain water supply. The inner shell was made up to 60 cm thick in this area, the base of up to 2 m thick, water-impermeable reinforced concrete. The vault thickness in the area of the open construction is between 60 and 130 cm.
The water pressure against which the tunnel was measured is up to seven bar .
Web links
Individual evidence
- ↑ a b c d e f g h Deutsche Bundesbahn, Bundesbahndirektion Hannover, project group Hannover – Würzburg North of the railway construction center: Tunnel construction in the northern section of the new line Hannover – Würzburg , brochure (22 pages), status: January 1987, p. 17.
- ↑ a b c d e f g h i j k Philipp Holzmann AG : Rauheberg-Tunnel , data sheet, 4th page, Frankfurt am Main, approx. 1986.
- ↑ a b Testing of shotcrete techniques and their influence on the progress of construction of two tunnels on the new DB line Hanover – Würzburg . In: Research + Practice , ZDB -ID 250683-x , Volume 30, pp. 52–58.
- ^ DB project group Hanover-Würzburg (North) (Ed.): New Hanover-Würzburg line: Rosdorf, Mengershausen , brochure (12 pages, folded) as of September 1, 1983.
- ^ 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. 24.
- ↑ a b c Project group NBS Hanover of the Bahnbauzentrale, Bundesbahndirektion Hanover (publisher): Tunnel construction in the northern section of the new Hanover - Würzburg line . Brochure as of November 1987, p. 19.
- ↑ Belter: Great progress in building the tunnels for the new lines . In: Der Eisenbahningenieur , vol. 34, 1983, issue 12, p. 661 f.
- ↑ DB AG: Tunnel refurbishment of the SFS Göttingen - Kassel . Eurailpress.de , notification of October 20, 2011.
- ↑ Landkreis Göttingen (Hrsg.): Exercise of the fire brigades at the Rau hebel tunnel . Press release from May 18, 2014.
- ↑ Friedrich Schrewe, Leo Glatzel: Are railway tunnels environmentally friendly? . In: Die Bundesbahn , year 65 (1969), issue 7, ISSN 0007-5876 , pp. 603-606.