Rolleberg tunnel

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Rolleberg tunnel
Rolleberg tunnel
The northwest portal of the Rolleberg Tunnel
use Railway tunnel
traffic connection Mannheim – Stuttgart high-speed line
place Bruchsal , Kraichtal
length 3303 m
Number of tubes 1
cross-section around 85 m², max. 210 m²
Largest coverage 63 m
construction
Client German Federal Railroad
building-costs 106 million DM
start of building July 12, 1984
completion 1987
business
operator DB network
release June 2, 1991
location
Rolleberg Tunnel (Baden-Württemberg)
Red pog.svg
Red pog.svg
Coordinates
Northwest portal 49 ° 8 ′ 45 ″  N , 8 ° 37 ′ 19 ″  E
Southeast portal 49 ° 7 '26 "  N , 8 ° 39' 8"  E

The Rolleberg Tunnel is a 3,303 meter long railway tunnel on the high-speed line Mannheim – Stuttgart , northeast of Bruchsal . In the tunnel, the route traverses the ridge Rolleberg , Eisenhut and Spiegelberg in a southeastern direction .

The tube is used by long-distance passenger and freight trains at speeds of up to 250 km / h. A striking feature is the north-west portal, which takes up three tracks through the Bruchsal Rollenberg junction located here .

course

Northwest portal with introductory routes (view towards the southeast)
Northwest portal of the Rolleberg Tunnel (April 2006)

The tube is one of three tunnels on the new line that runs in the Bruchsal district . The north-west portal lies between Bruchsal and Ubstadt-Weiher , the south-east portal between Bruchsal and Kraichtal . Both portals have pre-cuts in front of them.

The route runs between the route kilometers 45.18 and 48.48 in a south-easterly direction for around three kilometers in a straight line that turns into a left curve of 7,500 m radius towards the south-east portal .

The tunnel is located in an area of ​​the route where it rises 130 m in altitude from the Rhine Valley to the Kraichgau in a south-easterly direction. In the tube, too, the gradient towards the south-east portal rises continuously at 12.5 per thousand, around 41 meters in altitude. The overburden is between around 6 and 63 m.

A special feature is the Bruchsal Rollenberg junction at the north-west portal at km 45.3 . From the double-track line, three tracks from the Mannheim-Heidelberg-Karlsruhe railway line flow here .

In front of the north-west portal there are five tracks, which narrow to three tracks in the portal area (two new line tracks and the track leading into the south-western track from the direction of Bruchsal / Heidelberg). Shortly thereafter, the third track threads into the southwestern track. The northwest portal of the Rolleberg Tunnel is the only railway tunnel portal in Germany with three tracks ( four are reached at the Irlahll Tunnel and Frankfurter Kreuz Tunnel ). With a cross-section of 210 m² it is also one of the largest tunnel portals on a German high-speed line.

The Bruchsal-Eisenhut transfer point is located in the tunnel at kilometer 47.3 .

geology

In the tunnel, in a south-easterly direction, the geological formations of the shell limestone , the Lettenkeuper and, in the gypsum keuper ( Grabfeld formation ), layers of gypsum , the Bochingen horizon and dark red marl are passed through. The shell limestone is mainly composed of hard limestone and dolomite .

The passage through the gypsum keuper, which swells considerably when it comes into contact with water, required a special construction method with a “crumple zone” in the tunnel floor, which was used for the first time in the world in the roller mountain tunnel.

history

planning

In the planning phase, the structure was in the planning approval sections 6a (Ubstadt-Weiher, route kilometers 43.736 to 47.775) and 6b (Bruchsal, km 47.775 to 51.085).

According to the planning status of 1973, two 2.4 km and 0.7 km long tunnels were to be built after crossing the federal highway 3 . A height-free connection of the new line with the Rhine Valley Railway was planned. This connecting curve should also be partly led in tunnels.

The plan approval procedure in Section 6a was initiated in November 1976. On May 16, 1979, a new plan approval procedure was opened. The 75 objections raised were discussed on November 23, 1981 . On March 10, 1983, the regional council submitted its opinion. Two actions were brought against the planning approval decision of April 29, 1983. It came into force on December 19, 1983.

In section 6b, the plan approval procedure was initially initiated in April 1975. On February 20, 1981, a new plan approval procedure was opened. The 68 objections raised were discussed on September 15, 1981. On June 7, 1982, the regional council submitted its opinion before the planning approval decision was issued on September 16, 1982, against which three lawsuits were filed. The decision became final on October 28, 1985.

The building was planned as early as 1983 with its length of 3,303 m, which was realized later.

construction

The construction of the tunnel was first preceded by a test drive. From June 1980 a 23 m access shaft with a diameter of 4 m was created in the Rohrbachtal (km 47.660). From its end a 38 m long cavern with a cross section of 60 m² was first excavated in a south-easterly direction as the crown of the later tunnel. The construction costs for this first section were 1.5 million Deutschmarks.

From October 1982, a total of 1,575 m long exploratory tunnel of 12 m² and 19 m² cross section (horseshoe profile) was created in the bottom of the later tunnel, from the same shaft on both sides . This tunnel also served to drain the mountains and reached the later portal at its southeastern end. Large areas with an excavated cross-section of up to 150 m² were created on two 80 and 100 m long sections, at the location of the larger and the smallest cover, in order to gain experience for the main drive. A window gallery was created in one of these large rooms , which was later used as the third point of attack for the tunneling. This second section took 23 months to build and cost 15.0 million D-Marks.

Initially, 700,000 m³ of material were excavated for the northern pre-cut. On 12 July 1984, the actual driving tunnel through which was tunnel godmother Ursula Späth , wife of Baden-Wuerttemberg Prime Minister Lothar Späth , struck . The actual tunneling followed between October 1984 and May 1987. 430,000 m³ of masses were excavated. The tunnel was driven by means of a shotcrete method from both portals and a window gallery (from there in both directions) .

While in the layers of the gypsum keuper, in the middle and eastern heading, the material was predominantly excavated with tunnel excavators with cut lengths of 1.20 m, in the layers of shell limestone (section west) a blasting drive with 2.50 m long blasts per cut was carried out . The excavated cross-section was between 114 and 260 m², the usable cross-section between 82 and 92 m² or 210 m² (west portal). A total of around 430,000 m³ of material was excavated. Depending on the rock conditions, a 15 to 30 cm thick shotcrete shell was first produced. The inner shell, between 40 and 120 cm thick (north-west portal), was concreted in blocks of 11 m in length each.

View from the north-west portal before completion of the route

At the beginning of 1986, the installation of the inner shell from the south-east portal had already begun. The drive was still running on the northwest side.

The construction costs of the tunnel were 106 million Deutschmarks (price as of the 1980s).

business

On the night of November 18, 2018, more than 900 forces simulated the derailment of an Intercity Express in the Rolleberg Tunnel. Two rescue trains from Deutsche Bahn also took part in the largest disaster control exercise of the year in Baden-Württemberg . In addition, patient admission and further care were rehearsed in the Fürst-Stirum-Klinik .

In June 2020, points were installed in the tunnel.

technology

The north-west portal, which takes up three tracks, has a clear width of around 24 m. The subsequent transition to the double-track standard profile takes place over a length of 250 m in a trumpet structure . The fragile rock walls in the pre-cut of the tunnel were secured with around 6,000 m² of concrete mesh walls, for which a special construction had been developed for aesthetic reasons.

Beyond the North West Portal are GSM - base stations of the four operators. These not only supply the immediately adjacent track area, but also via a repeater system with fiber optic connection to the remote units, the Rolleberg tunnel, as well as the Forst tunnel , the Altenberg tunnel , the Neuenberg tunnel and the Simonsweingarten tunnel .

The tunnel is supplied with GSM-R via base stations at both tunnel portals, while RailNet is supplied via a coupling into the GSM-R antenna path at the north-west portal .

Web links

Commons : Rollebergtunnel  - collection of images, videos and audio files

Individual evidence

  1. ↑ a b c Message NBS Mannheim – Stuttgart: largest tunnel pre-cut completed. In: The Federal Railroad. Vol. 65, No. 5, 1989, ISSN  0007-5876 , p. 445.
  2. ↑ a b c d e f g h i j k l m Deutsche Bundesbahn: Rollenberg tunnel . Brochure (four pages), no place, no year (approx. 1985)
  3. ^ NBS M / S: The shell of the Neuenberg tunnel is finished. In: The Federal Railroad. Volume 65 (1989), Issue 7, ISSN  0007-5876 , p. 591.
  4. ^ A b c d Ernst Rudolph: Railway on new paths: Hanover – Würzburg, Mannheim – Stuttgart. Hestra-Verlag, Darmstadt 1989, ISBN 3-7771-0216-4 , p. 60.
  5. ^ A b Jürgen Hörstel, Marcus Niedt: ICE - New trains for new routes . Orell-Füssli-Verlag, Zurich / Wiesbaden 1991, ISBN 3-280-01994-X , p. 22.
  6. ^ Announcement NBS Mannheim – Stuttgart: largest tunnel pre-cut completed. In: The Federal Railroad. 5/1989, p. 445.
  7. ↑ The high-speed age is approaching. In: Die Bahn informs. Issue 1, 1989, pp. 4-8.
  8. ^ A b c Erich Fein: New Mannheim – Stuttgart line: Commissioning in the Rhine Valley. In: The Federal Railroad . Issue 5/1987, pp. 381-393.
  9. ↑ 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, overview map pre-routing and site plan (sheet 4) (available at the General State Archives Karlsruhe ).
  10. ↑ New Mannheim – Stuttgart line. Overview map 1: 100 000 . As of January 1983.
  11. ^ Deutsche Bundesbahn (Ed.): Link Ubstadt-Weiher. Earthworks. Data sheet (two A4 pages), no year (approx. 1986)
  12. ^ 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. 201 .
  13. ^ Project group M / S of Bahnbauzentrale (publisher): New Mannheim – Stuttgart line: a concept for all of us . 28-page brochure from January 1986, Karlsruhe, 1986, p. 17.
  14. ↑ Elija Ferrigno: Large-scale exercise with 900 participants in the Bruchsal "Rolleberg Tunnel" - Bruchsal rehearses the emergency. In: kraichgau-news.de. March 22, 2019, accessed November 27, 2019 .
  15. ↑ Christina Gäpfel : SLEEPLESS IN BRUCHSAL “ICE derailed” - that's how the big exercise went. In: Bnn.de. November 18, 2018, accessed November 27, 2019 .
  16. ^ Project diary Mannheim - Stuttgart. KW25. In: bauprojekte.deutschebahn.com. Deutsche Bahn, June 2020, archived from the original on June 16, 2020 ; accessed on June 16, 2020 .