Schönrain tunnel

Schönrain tunnel
	Northwest portal of the Schönrain tunnel
traffic connection	Nantenbacher curve
length	3942 m
Number of tubes	1
Largest coverage	155 m
construction
Client	German Federal Railroad
start of building	1990
completion	1993
business
operator	DB network
release	1994
location
Coordinates
Northwest portal	50 ° 1 ′ 51 ″ N , 9 ° 39 ′ 17 ″ E
Southeast portal	50 ° 0 ′ 47 " N , 9 ° 41 ′ 48" E

Map with all coordinates: OSM | WikiMap

The Schönraintunnel (in the planning phase also Mühlberg Tunnel II ) is the longest of four tunnels on the Nantenbacher curve with a length of 3942 m . With an overburden of up to 155 m, it passes under the castle ruins of Schönrain am Main and therefore bears its name. The central part of the 420 m high Mühlberg, with the Mühlberg tunnel of the high-speed line Hanover – Würzburg , will also be driven under.

An escape route leads, roughly in the middle of the structure, over a stairwell into the Mühlberg tunnel above. The difference in height between the roof of the Schönrain tunnel and the bottom of the Mühlberg tunnel is around twelve meters.

course

The route runs in the tunnel in a curve that extends towards the south-east. The gradient rises constantly at 12.5 per mil. The main valley bridge Nantenbach connects to the northwest portal at route km 1.579 , not far from the south-east portal (route km 5.521) is the Harrbach tunnel.

The overburden is up to 155 m.

The tracks run in the tunnel with a curve radius of 2,650 m, with a cant of 80 mm. The maximum speed is 200 km / h.

geology

ICE on the Nantenbach Main Valley Bridge in front of the northwest portal of the Schönrain Tunnel

In the western part, the tunnel essentially passes through formations of the middle, and in the southern part of the upper red sandstone . It lies over a length of 3 km up to 70 m below the groundwater horizon . A drainage system removes the penetrating tunnel water in a longitudinal direction.

He drives through the fault zone Harrbacher Sprung .

history

planning

In the planning phase, the tunnel was also referred to as Mühlberg Tunnel II . The number two served to delineate the time as Mühlberg Tunnel I called Mühlberg Tunnel .

The planning originally envisaged a construction time of 33 months, with the tunnel being broken through after 13 months of advance in November 1991 and completed at the end of 1992. The plan envisaged installing 305,000 m³ of 480,000 m³ of rock in a new dam on the opposite side of the Main. The remainder, including 130,000 m³ from the southern pre-cut, was to be stored in a former quarry near Wiesenfeld. The planned construction costs were around 90 million D-Marks (around 46 million euros ). A consortium of several companies was commissioned.

construction

Construction work on the tube began on April 17, 1990. Most of the tunnel was excavated using shotcrete from both sides. In the area of the south-eastern portal, 180 m were erected using the top construction method .

An excavated cross-section of up to 145 m² was excavated, with a usable cross-section of up to 87 m².

If initially only a drive from the south was planned, a drive from the west was also included in the course of the planning. The drive in the west began on October 24, 1990. As part of the construction work, the stairwell at the intersection with the Mühlberg tunnel was also built.

A total of around 480,000 m³ of rock was produced. A 284 m long conveyor belt bridge with two 37 m high pylons was temporarily erected to remove the excavated material from the north-west portal , spanning the Main over a length of 177 m. Around 300,000 m³ of this was used for a ramp leading to the Main Bridge on the west side of the river. The remaining 180,000 m³ were used to fill a former quarry near Rohrbach .

Construction work began on April 17, 1990. The drive from the south began on July 4, 1990, from the west on October 24, 1990 and was carried out in several stages. First of all, the upper part of the tube ( dome ) was driven with a cross section of about 60 m². Then, at a distance of 80 to 100 meters, the lower part, the joints, with a cross-section of around 47 m² was excavated. The tunnel has an approximately 20 cm thick outer shell made of shotcrete . The inner concrete shell is around 30 cm thick.

During the construction work, the protection of the 900-year-old castle ruins and the ongoing train operation in the Mühlberg tunnel had to be taken into account. The intersection with the Mühlberg tunnel (1496 m from the portal) was reached on August 13, 1991. The breakthrough took place at the end of 1991 and the construction work was completed in 1993. The construction costs in 1991 were estimated at around 90 million D-Marks .

At the west portal, special noise protection locks and walls served to contain the building noise during the construction phase. The tunnel portals were clad with red sandstone based on the landscape.

When it was put into operation, the tunnel was equipped with orientation lighting (lamp spacing: 50 m) and was later retrofitted with safety lighting (lamp spacing: 17 m). As a permanent way one comes slab track used.

swell

Josef Theiner: The Schönrain Tunnel . In: Beton , 8/1991, pp. 378-380

Individual evidence

↑ ^a ^b ^c ^d ^e ^f ^g ^h Heinz-Dietrich Könnings: The tunnels of the connecting curve Nantenbach . In: The Federal Railroad . No. 10 , 1991, ISSN 0007-5876 , pp. 987-991 .

↑ ^a ^b ^c Deutsche Bundesbahn (Ed.), Main Department Track Projects of the Federal Railway Directorate Nuremberg: Over the river and through the mountains: The connecting curve Nantenbach . Brochure (16 A4 pages), Nuremberg, 1993, pp. 6, 10, 12

↑ ^a ^b ^c ^d ^e Deutsche Bundesbahn, NBS planning group of the Bahnbauzentrale (publisher): High-speed traffic on the new Hanover - Würzburg line, connecting curve Nantenbach: Schönrain railway tunnel . Press release, Nuremberg, no year, three A4 pages

↑ Deutsche Bundesbahn, Federal Railway Directorate Nuremberg, Project Group H / W South of the Bahnbauzentrale (publisher): New line Hanover - Würzburg: Mühlberg Tunnel I. Driving, expansion, equipment and costs. Brochure, September 1983, 34 pp., 6

^ J. Eisenmann, G. Leykauf: Slab track for railways . In: Concrete Calendar 2000 BK . Verlag Ernst & Sohn, Berlin 2000, pp. 291–298.

Web links

Schönrain tunnel. In: Structurae
Pictures of both portals on eisenbahn-tunnelportale.de

[db-1991-987-1] ↑ ^a ^b ^c ^d ^e ^f ^g ^h Heinz-Dietrich Könnings: The tunnels of the connecting curve Nantenbach . In: The Federal Railroad . No. 10 , 1991, ISSN 0007-5876 , pp. 987-991 .

[db-1993-2] Deutsche Bundesbahn (Ed.), Main Department Track Projects of the Federal Railway Directorate Nuremberg: Over the river and through the mountains: The connecting curve Nantenbach . Brochure (16 A4 pages), Nuremberg, 1993, pp. 6, 10, 12

[db-oj-3] Deutsche Bundesbahn, NBS planning group of the Bahnbauzentrale (publisher): High-speed traffic on the new Hanover - Würzburg line, connecting curve Nantenbach: Schönrain railway tunnel . Press release, Nuremberg, no year, three A4 pages

[bundesbahn-1983-09-6-4] Deutsche Bundesbahn, Federal Railway Directorate Nuremberg, Project Group H / W South of the Bahnbauzentrale (publisher): New line Hanover - Würzburg: Mühlberg Tunnel I. Driving, expansion, equipment and costs. Brochure, September 1983, 34 pp., 6

[betonkalender-291-5] J. Eisenmann, G. Leykauf: Slab track for railways . In: Concrete Calendar 2000 BK . Verlag Ernst & Sohn, Berlin 2000, pp. 291–298.