Rengershausen tunnel
| Rengershausen tunnel | ||||
|---|---|---|---|---|
 View of the north portal (right) with the trough in front during the construction phase (approx. 1988)
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| place | Baunatal | |||
| length | 1592 m | |||
| Number of tubes | 1 | |||
| Largest coverage | until 50 | |||
| construction | ||||
| Client | Deutsche Bundesbahn , Federal Railway Directorate Frankfurt / Main, project group H / W Mitte of the railway construction center | |||
| start of building | 1986 (attack) | |||
| completion | June 1988 (carbon copy) | |||
| business | ||||
| operator | DB network | |||
| location | ||||
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| Coordinates | ||||
| North portal | 51 ° 15 ′ 46 " N , 9 ° 27 ′ 29" E | |||
| South portal | 51 ° 14 '58 " N , 9 ° 27' 54" E | |||
Map with all coordinates: The Rengershausener Tunnel (formerly also Rengershausen Tunnel , Rengersberg Tunnel or Rerngershäusertunnel ) is a 1592 m long railway tunnel on the high-speed line from Hanover to Würzburg . It is located east of the Rengershausen district of the Hessian medium- sized town Baunatal and therefore bears his name.
course
In the tunnel, the high-speed line crosses, among other things, the Bundesautobahn 44 and the Main-Weser-Bahn .
The crossing under the A44 immediately follows the north portal, with an average overburden of around 8 m. A 6 km long section ends north of the tunnel, in which the new line - starting in the area of the Kassel-Wilhelmshöhe station - follows the route of the Main-Weser Railway .
To the north, after a transfer point with four points , the Oberzwehren crossing structure follows, and to the south the Fuldabrück bridge .
The gradient drops continuously to the south in the tunnel.
history
planning
In the planning and construction phase, the structure was assigned to planning sections 12 and 13 in the middle section of the route. The planned length was already 1592 m in 1984.
In 1984 the building was calculated with a cost of 62.4 million DM.
construction
Construction work began on December 1, 1985. The planned construction time was 35 months.
The tunnel was July 1, 1986 struck . Carola Börner, the wife of the Hessian Prime Minister Holger Börner , acted as tunnel sponsor .
The area of the intersection with the federal motorway and the Frankfurt – Gießen – Kassel railway line required special planning measures. According to the railway, the geological conditions found were unfavorable. According to the Deutsche Bundesbahn, the structure was one of the most difficult structures on the new line.
Among other things, very rapidly changing soil conditions, including loose sand, which could only have been mastered with the New Austrian Tunneling Method with complex special construction methods and a careful approach, proved to be difficult. Contrary to the usual procedure, two elm tunnels were first excavated at the same time, then the crown and finally the so-called core .
In the course of the construction work, 280,000 m³ of material was broken or excavated. In return, 85,600 m³ of concrete and shotcrete as well as 5,500 t of reinforcing steel and 7,600 m of bored piles were placed.
The structure was divided into five construction phases, from north to south: the crossing under the A44, a tertiary section in open construction, a tertiary section in mined construction, a mined section in the Buntsandstein and the underpass of the Main-Weser Railway .
The structure was knocked through in 1988, alongside the Helleberg and Mündener tunnels , as one of the last three tunnels on the line . The breakthrough, in June 1988 after 35 months of construction, also marked the end of the mining tunneling work in the Hessian section of the route. On this occasion, a representative of the Federal Railroad presented a souvenir gift to all the sponsors of the 27 tubes in the Hessian section of the line who had gathered at the Rengershausen tunnel. According to DB, the tunnel was built without any mountain accidents.
The Rengershausentunnel working group was commissioned with the construction . It consisted of the companies Allbau ( Frankfurt am Main ), Porr ( Vienna ), Josef Klug GmbH ( Regensburg ) and Stuag AG (Vienna).
The costs are given (as of 1988) at 100 million Deutschmarks.
Web links
Individual evidence
- ↑ a b c d e f g NBS Frankfurt project group of the Bahnbauzentrale (publisher): Tunnel Rengershausen. Eight-page brochure, ca.1986.
- ↑ a b c Federal Railway Directorate Frankfurt (M), project group NBS Frankfurt am Main of the Bahnbauzentrale (publisher): new lines Hanover-Würzburg from Kassel to Fulda, Cologne - Rhine / Main in the directorate area . 12-page leporello (10x21 cm), Frankfurt am Main, no year (approx. 1984).
- ↑ a b The high-speed age is approaching. In: Die Bahn informs. Issue 1, 1989, ZDB -ID 2003143-9 , pp. 4-8
- ↑ Without author: Annual review 1988 . In: The Federal Railroad. Vol. 65, No. 1, 1989, ISSN 0007-5876 , p. 61.
- ↑ a b Deutsche Bundesbahn, project group H / W middle of the Bahnbauzentrale (ed.): Relocation of the Main-Weser-Bahn in Kassel . Six-page leporello, Frankfurt, approx. 1986.
- ^ Walter Engels: The middle section of the new Hanover – Würzburg line . In: The Federal Railroad . tape 60 , no. 5 , 1984, ISSN 0007-5876 , pp. 401-410 .
- ↑ a b c d Last tunnel “through” . In: Die Bahn informs , ZDB -ID 2003143-9 , issue 3/1988, p. 12.
- ↑ Without author: Annual review 1988. In: Die Bundesbahn. Vol. 65, No. 1, 1989, ISSN 0007-5876 , p. 44.
- ↑ Annual review 1988 - new and upgraded routes . In: Die Bundesbahn , ISSN 0007-5876 , 1/1989, p. 58.