Rosenstein tunnel (1915)
| Rosenstein tunnel | ||||
|---|---|---|---|---|
| use | Railway tunnel | |||
| traffic connection | Stuttgart – Ulm railway line | |||
| place | Stuttgart-Bad Cannstatt | |||
| length | 331 m | |||
| Number of tubes | 2 | |||
| construction | ||||
| Client | KWSt.E. | |||
| completion | 1914 | |||
| business | ||||
| operator | DB network | |||
| release | November 25, 1915 | |||
| location | ||||
|
||||
| Coordinates | ||||
| West portal | 48 ° 47 ′ 55 " N , 9 ° 12 ′ 13" E | |||
| East portal | 48 ° 48 ′ 1 ″ N , 9 ° 12 ′ 27 ″ E | |||
Map with all coordinates: The Rosenstein tunnel is a railway tunnel in the Stuttgart city area. Since 1915, as part of the Filstalbahn , it has connected Stuttgart main station with the Rosenstein Bridge over the Neckar to Stuttgart-Bad Cannstatt station , thus replacing the predecessor of the same name . In the course of the Stuttgart 21 project , it is to be backfilled or converted.
construction
.png)
When the Stuttgart railway system was redesigned at the beginning of the 20th century, the section between the main train station and Bad Cannstatt was expanded and re-routed to four tracks for suburban traffic in Stuttgart , and the planum of the Cannstatt train station was raised. As an extension of the new Rosenstein Bridge , two double-track tunnel tubes were planned a little southeast of the previous location.
Construction of the new bridge and the new tunnel in 1911 jointly by the Directorate General of Wuerttemberg Royal State Railways announced for 2.5 million marks (equivalent to today's equivalent of about 14 million euros ) received the Karlsruhe branch of Dyckerhoff & Widmann AG to Surcharge.
Both tubes were built using the cut-and- cover method between March 1912 and November 1913 . With a length of 331 meters, they had a width of 8.1 meters, which required a track spacing of 3.5 meters. In the eastern part the tunnel has a clearance height of 8 meters, in the western part this was reduced to 7 meters, as the tunnel protrudes from the terrain up to half of its profile. There is a 22 meter long transition area between the two height profiles to ensure smoke extraction. Both tubes are separated by a 1.20 meter thick wall, which also serves as the central pillar of the two tunnel vaults. The tubes are connected with passages every 16 meters. In the direction of Bad Cannstatt, the tunnel has a gradient of 5.6 per thousand.
A total of 95,000 m³ of excavated material was produced during the construction period , of which 27,000 m³ were brought back above the tunnel. 23,400 m³ of concrete were poured in, of which 5,200 m³ were vaulted concrete . The construction costs for both tubes amounted to 725,000 marks, including tunnel portals, smoke ventilation shaft, ancillary work and a road bridge in front of the west portal, costs of 900,000 marks (equivalent to around 5 million euros).
The first tube went into operation on November 25, 1915, due to the First World War and a lack of money, construction work on the new railway systems was stopped in 1917. On May 26, 1925, the 3rd and 4th tracks between Bad Cannstatt and the main train station were put into operation.
business
On the four-stage condition rating scale of DB Netz, the structure was classified in category 1 in 2008 ("punctual damage to the structure that does not affect safety"), and in 2017 to category 2 ("major damage to the structure that does not affect safety . ").
The long-distance railway tunnel is used daily in both directions by 88 long-distance passenger trains, 191 regional trains and 7 other trains. The S-Bahn tunnel accommodates 362 S-Bahn trains and 88 regional trains every day. All S-Bahn lines S1, S2 and S3 use this tunnel.
future
As part of the Stuttgart 21 project , two more rail tunnels are being built to replace the current, second Rosenstein tunnel. The Bad Cannstatt tunnel is to connect the new underground main train station with the new Neckar bridge, while the planned Rosenstein tunnel is only supposed to connect the S-Bahn traffic from the existing S-Bahn tunnel at the main train station with it.
After completion of the project, the second Rosenstein tunnel is to be demolished or converted. A reopening of the music club “Die Röhre” is being considered for one of the two tubes, and a cycle path for the other.
Preservation of the previous tunnel as a railway tunnel was examined in the course of the planning approval but was rejected, as in this case the separating effect of the above-ground railway systems in the lower palace garden would be retained or the mineral water-bearing layers would have to be interfered with.
Web links
Individual evidence
- ^ W. Siegerist: On the construction of the four-track railway bridge over the Neckar and the Rosenstein tunnel near Cannstatt . In: Schweizerische Bauzeitung . 63/64, No. 15, October 10, 1914, pp. 165-167. doi : 10.5169 / seals-31534 .
- ^ A b W. Siegerist: From the construction of the four-track railway bridge over the Neckar and the Rosenstein tunnel near Cannstatt . In: Schweizerische Bauzeitung . 63/64, No. 23, December 5, 1914, pp. 245-249. doi : 10.5169 / seals-31563 .
- ^ A b c d e W. Siegerist: On the construction of the four-track railway bridge over the Neckar and the Rosenstein tunnel near Cannstatt . In: Schweizerische Bauzeitung . 63/64, No. 22, November 28, 1914, pp. 240-242. doi : 10.5169 / seals-31562 .
- ↑ a b Jürgen Löhle: The second Rosenstein tunnel: 100 years and not a bit quiet . Stuttgart newspaper . November 26, 2015. Retrieved April 4, 2016.
- ^ Günter Dutt: A journey through 150 years of tunnel structures in Württemberg . In: Yearbook for Railway History, Volume 28, 1996, ISSN 0340-4250 , pp. 47-64.
- ↑ a b German Bundestag (ed.): Answer of the Federal Government to the minor question from MPs Matthias Gastel, Harald Ebner, Christian Kühn (Tübingen), other MPs and the Alliance 90 / THE GREENS parliamentary group - printed matter 18/2329 - . tape 18 , no. 2409 , August 27, 2014, ISSN 0722-8333 , p. 2, 4 ( PDF file ).
- ↑ German Bundestag (Ed.): Answer of the Federal Government to the small question of the MPs Matthias Gastel, Stefan Gelbhaar, Stephan Kühn (Dresden), Daniela Wagner and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN - printed matter 19/4781 - . Railway tunnel in Baden-Württemberg - condition of the tunnel structures and implementation status of the construction measures for their maintenance. tape 19 , no. 5403 , October 8, 2018, ISSN 0722-8333 , p. 6 ( BT-Drs. 19/5403 ).
- ↑ Frank Rothfuss: The tube should come back to life . In: Black Forest Messenger . November 28, 2015, p. 46 .
- ↑ Plan approval decision according to § 18 Para. 1 General Railway Act (AEG) for the conversion of the Stuttgart rail junction "Project Stuttgart 21" Plan approval section 1.5 Access to Feuerbach and Bad Cannstatt from rail km - 4.0 - 90.3 to - 0.4 - 42 , 0 and - 4.8 - 64.4 to - 0.4 - 42.0 in Stuttgart (PDF; 1.3 MB) Federal Railway Authority . October 13, 2006. Retrieved October 6, 2012.