Saubuckeltunnel
| Saubuckeltunnel | ||||
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 The north-west portal of the Saubuckeltunnel with a view of the south-east portal
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| use | Railway tunnel | |||
| length | 402.8 | |||
| Largest coverage | 16 m | |||
| location | ||||
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| Coordinates | ||||
| East portal | 48 ° 58 ′ 37 " N , 8 ° 54 ′ 37" E | |||
| West portal | 48 ° 58 ′ 46 " N , 8 ° 54 ′ 22" E | |||
Map with all coordinates: The Saubuckeltunnel is a 402.8 m long double-track railway tunnel on the high-speed route Mannheim – Stuttgart in the area of the Illingen district .
location
The new line built in the 1980s by what was then the Deutsche Bundesbahn ( German Federal Railroad ) crosses a ridge of the Stromberg between Illingen (Württemberg) and Schützingen im Enzkreis between the Mettertal and the northern side valleys of the Schmie . Coming from Mannheim , the route crosses the open cut of the Sulzbach valley on a dam following the much longer Burgberg tunnel . In order to avoid a wide and deep cut, the 402.8 m stretch is led in a tunnel, the Saubuckeltunnel.
Between the east portal of the Burgberg tunnel and the west portal of the Saubuckeltunnel there is an area for rescue vehicles, which is connected to the district road K 4510 between Illingen (Württemberg) and Schützingen via a paved access road .
The route runs in a south-easterly direction in a left curve of 7000 m radius. The largest overburden is 16 m. The tunnel has an even gradient from west to east of 11.7 ‰.
history
planning
The structure was not included in the planning for the new line from 1973.
A deep cut was originally planned to replace the current tunnel. Today's tunnel was planned as part of a compromise between the Deutsche Bundesbahn, the state of Baden-Württemberg and the municipalities involved.
At the beginning of 1983 and mid-1985 the structure was planned with a length of 350 m.
construction
With the exception of the two portals, the building was constructed using a closed construction method. The construction companies carrying out the work had come together to form the Saubuckeltunnel consortium. This consisted of the three construction companies Josef Riepl AG, Ndl Munich; Hinteregger, Brandstetter + Co, Freilassing; Dyckerhoff & Widmann AG, Ndl Pforzheim . The construction was carried out in 1986 and 1987, the total production costs amounted to 15.6 million DM.
At the time of construction, the Saubuckel and the neighboring Burgberg tunnel were the first tunnels to be built in the geological formation of the Lower Marl. In order to gain experience, a test tunnel was first driven, which was widened to cover the entire cross-section of the dome in the area of the greatest cover. With the accompanying measurements, a subsoil model was developed using the finite element method .
In 1986, a test pit was excavated at the east portal to explore the mountain conditions. At the west portal, the final cut of the Sulzbach valley was first excavated. From there the Saubuckeltunnel was posted. The tunnel was mined by the rules of the New Austrian Tunneling Method ascended.
Due to the size of the cross-section of the eruption and the prevailing mountain conditions, the eruption was subdivided. The experience gained from driving the Burgberg Tunnel was used, in which the previous crown driving over the entire length of the tunnel took account of the requirements.
The dome was opened in full excavation, the base was basically secured with a base arch. The drive was carried out from the west portal towards the southeast. A short counter-drive was started from the cut in the east portal.
After the dome had broken through, the bench and floor were excavated from the west portal up to about the middle of the tunnel. Subsequently, the rest of the bench from the east portal was expanded. As part of the bench and floor drive, the dome bottom vault was demolished. A specially designed connection point was used in the outer shell of the dome, which allows for a smooth demolition as well as a perfect connection of the elm protection. The drive was carried out with tunnel excavators in sections 0.8 to 1.0 m in length. In the course of the tunneling work, the rock was secured with an outer shell made of shotcrete, lattice girders, anchors and welded wire mesh.
On February 13, 1987, a breach occurred while the dome was being driven . A reduced mountain protection system that did not correspond to the plans was identified as the cause.
business
On the night of April 14, 2014, eight out of twelve intercity cars remained in the Saubuckel tunnel for three and a half hours.
geology
The tunnel lies above the groundwater level , in its area seepage water or stratified groundwater is to be expected.
The Saubuckeltunnel is essentially located in the area of the Lower Bunter Marl (km3u) , which is a layer of the central Keuper . The excavated material from the lower colored marls was used as raw material for brick production. The appropriate part of the excavated mass was given to the Mühlacker building material works and temporarily stored in an intermediate landfill on the state road L1134 between Mühlacker and Mühlacker-Lienzingen together with the appropriate excavated mass from the Burgberg tunnel. The remaining part of the excavated mass was used for backfilling the excavation pit of the Burgberg tunnel.
Around 400,000 cubic meters of colored marl from the Saubuckel and neighboring Burgberg tunnels were given to a building material yard, which began using them in autumn 1987 to make wall and roof tiles . The stock should last 10 to 15 years of production (status: 1989).
With this mass concept, it was not necessary to create a landfill.
Final expansion
After the end of the bench and floor excavation from the west portal, the construction of the tunnel shell from in-situ concrete began from there. The formwork carriage from the Burgberg tunnel was used for the formwork .
The tunnel blocks are created without additional skin sealing, as no water attacking concrete was found. A water-impermeable concrete from the Illingen / Württ. by Readymix AG using cement from the Lauffen am Neckar cement works .
The base and the rising vault were monolithically concreted in one work step in blocks of 8.80 m in length without horizontal construction joints.
Others
The tunnel sponsor was Mrs. Margarete Reichert (wife of Heinz Reichert, District Administrator of the Enzkreis 1973–1995).
Web links
Individual evidence
- ↑ a b c d e f g h i j k l m Deutsche Bundesbahn (publisher): New Mannheim-Stuttgart line: Saubuckeltunnel . 1987.
- ↑ 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.
- ↑ 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 General State Archives Karlsruhe ).
- ^ Ernst Rudolph: Railway on new paths: Hanover – Würzburg, Mannheim – Stuttgart. Hestra-Verlag, Darmstadt, 1989, ISBN 3-7771-0216-4 , p. 95.
- ↑ New Mannheim – Stuttgart line. Overview map 1: 100 000 . As of January 1983.
- ↑ a b Walter Wittke : Some causes for deadlines and cost overruns in major transport infrastructure projects. In: civil engineer. Volume 77 (2002), pp. 387-392.
- ↑ Travelers are stuck on the open road for hours . Stuttgarter Zeitung online, April 15, 2014.
- ↑ Friedrich Schrewe, Leo Glatzel: Are railway tunnels environmentally friendly? In: The Federal Railroad. Volume 65 (1969), Issue 7, ISSN 0007-5876 , pp. 603-606.
- ↑ Environmentally friendly built. In: Die Bundesbahn , 64, No. 12, 1988, ISSN 0007-5876 , pp. 1129–1131.