School forest tunnel

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School forest tunnel
School forest tunnel
The north portal of the Schulwaldtunnel near Wiesbaden - Auringen
use Railway tunnel
traffic connection High-speed route Cologne – Rhine / Main
place Wiesbaden
length 4500 m
Number of tubes 1
cross-section 92 m²
Largest coverage 61 m
construction
start of building 1997
completion 2001
business
operator DB network
release 2002
location
Schulwaldtunnel (Hessen)
Red pog.svg
Red pog.svg
Coordinates
North portal 50 ° 7 ′ 54 ″  N , 8 ° 20 ′ 9 ″  E
South portal 50 ° 5 ′ 38 "  N , 8 ° 21 ′ 24"  E

The Schulwaldtunnel is one of 30 railway tunnels on the high-speed line Cologne – Rhine / Main . With a length of 4500 meters, it is the longest tunnel on the route and at the same time its largest single structure. The tube accommodates two tracks in slab track , which can be driven on as planned at 300 km / h.

Course and location

South portal of the Schulwaldtunnels southeast of Wiesbaden-Medenbach

The tunnel runs east of Medenbach , a district of the Hessian state capital Wiesbaden . It rises sharply in north-south direction. The north portal is near Wiesbaden- Auringen (route km 145.4), the south portal is at route km 150.0. The gradient of the tube rises consistently towards the north: in the southern area with 4, in the middle with 8.8 and in the north with 38.5 per thousand . A total difference in height of 56 meters is overcome.

In the area of ​​the north portal, the tube passes under the state road 3028, about 500 m south of the north portal the federal motorway 3 . In the southern area the country road 3018 will be driven under.

The largest overburden is 61 meters, the net cross-sectional area 92 m², the excavated cross-sectional area between 143 and 160 m². A total of around 0.7 million m³ of excavated material was produced.

Five emergency exits lead out of the tube and flow into three emergency exit shafts with depths of between 30 and 45 meters, which were built by May 2000.

The tunnel lies between construction km 146.110 and 150.610 of the route.

geology

The tube is located on the south-eastern edge of the Rhenish Slate Mountains , under the southern slope of the Taunus , in a tectonic transition zone with heterogeneous rock structures from less firm to very hard clay slates , which are mostly present as graphitic phyllites . The phyllite, with its extremely smooth and water-sensitive dividing surfaces , was considered to be much more difficult to control than the other slate rocks along the route. Most of the tunnel route goes through weathered rock.

history

planning

The tunnel was not included in the original planning and is based on local requirements. In addition, the route of the tunnel was moved to the other side of the motorway, which is remote from Medenbach. In the route introduced in the regional planning procedure opened in February 1992, initially, coming from the north, an overground route up to about 149 kilometers (on the eastern outskirts of Medenbach) was planned with close bundling east of the motorway. At Medenbach, the route should be led back in a tunnel in a southern direction to the west side of the motorway. In front of its south portal (route kilometer 150.8) the threading to Wiesbaden should be created.

The current course of the tunnel, with crossing under the A 3, is largely due to the decision made in May 1995 to implement the route to connect Wiesbaden in the Wandersmann variant . As a result, the route from Auringen to the south was placed on the east side of federal motorway 3 , contrary to the route originally planned on the west side. At the end of 1995 the planned length of the structure was 4500 m.

The northern part of the tunnel, up to the intersection with the A3 , was in the planning approval section 33.1 ( Naurod - Bremtal ) of the new line.

The Austrian-German working group ATAC was commissioned with the construction . The companies Alpine, Ilbau, Beton- und Monierbau, G. Hintere and Ostu Tunnelbau GmbH belonged to it.

construction

Tunneling began in September 1997. The official start of construction took place on October 8, 1997. Completion was planned for the year 2000. As tunnel godmother acted Bundestag member Hannelore Rönsch , the tunnel was called during construction according Hannelore tunnel .

By mid-1999, 3.7 km of the dome and around 1,900 m of the bench had been driven.

The breakthrough in the north took place in July and in the south on December 17, 1999.

Due to geological problems, the tunnel was knocked through several months later than initially planned. The late completion of the tunnel is considered to be one reason for the late completion of the new line project. The construction costs were around 194 million euros or around 43,000 euros per meter.

The tunnel was built using mining techniques over a length of 4320 m. Tunneling began at the end of 1997 from the north under an 80 m long cover resting on large bored piles . State road 3028 was relocated for this drive. An open construction pit was created in the area of ​​the south portal. From there, 100 m were constructed using the cut-and-cover method and then a mining drive was also carried out. In order to keep to the schedule, the tunnel was also driven in both directions from the beginning of 1998 by an intermediate attack in the area of ​​the Pfingstwiese , roughly from the middle of the future tunnel (construction kilometer 148,250). The construction site over the Wiesbaden / Niedernhausen junction on the Pfingstwiese now serves as an emergency exit 3 ; the supply ramp of the former construction site is used as access to the emergency exit. Due to the relatively short construction time of around two years, the intermediate attack had been planned for at least 1997. It was relatively easy to implement due to the overburden of only 18 m in this area. It is the smallest cover in the area of ​​the tunnel route. The northern 80 meters or so of the tunnel were built with a cover construction method due to the low cover .

Due to the very heterogeneous geological conditions and the groundwater standing up to 60 meters above the tunnel floor , a modified ridge tunnel method was used. In a first step, a tunnel with an excavated cross-section of around 30 m² was created, in places with further subdivision, preliminary exploration or drainage. This first tunnel could be used by large tunnel equipment. In view of the very unfavorable mountain conditions, the shotcrete ceiling and the reinforcement of the outer shell were reinforced and further measures were taken.

In order to control the phyllite layers , up to 30 m long drainage bores were drilled from the face to lower the groundwater. After these measures did not lead to success, a closed dewatering system consisting of 94 boreholes up to 80 meters deep was built and operated during the construction phase . In addition to other measures, the entire tunnel vault was provided with 40 to 80 mm thick foil seals and the inner shell was made of waterproof concrete .

The excavated tunnel of 680,000 m³ was u. a. spent on side deposits along the motorway to reduce noise pollution in the communities of Auringen and Medenbach.

In November 2000, the inner shell was concreted. It was concreted with wall thicknesses between 40 and 70 cm in lengths of 12.5 m using a formwork carriage.

business

Entry of an ICE into the Schulwaldtunnel at the north portal

One of the rescue exercises took place in the Schulwaldtunnel on the night of October 6th to 7th, 2006. It has to be carried out every three years on the new line.

The tunnel is supplied with GSM-R via base stations at the two tunnel portals, which ensure the supply in the tunnel via antennas. The Flash OFDM supply required for Railnet is also carried out in this way .

The supply of public mobile radio takes place via base stations of the network operators at the north portal. A repeater system is also located here, which feeds leaky cable segments of different lengths in the tunnel and thus ensures the supply in the tunnel.

Web links

Individual evidence

  1. ↑ a b c d e f g Ludwig Martin: The longest single structure on the new line . In: DB ProjektBau GmbH, Frankfurt (ed.): New Cologne – Rhine / Main line. Bridges and tunnels . Without ISBN, pp. 92–97.
  2. ↑ a b c d Notification of construction progress on the NBS Cologne - Rhein / Main . In: Eisenbahn-Revue International , issue 12/1997, p. 551.
  3. ↑ The emergency brake must not work in the tunnel in the Frankfurter Allgemeine Zeitung of March 5, 2001
  4. ↑ a b c Tunnel structures - tender, award and technology . In: ICE new line Cologne – Rhine / Main . Hestra-Verlag, Darmstadt 2002, ISBN 3-7771-0303-9 , pp. 48-57
  5. ↑ a b Rupert Sternath: The tunnels of the new Cologne-Rhine / Main - opportunities for cost savings . In: Tunnel technology for future tasks in Europe . Balekma-Verlag, Rotterdam 1999, ISBN 90-5809-051-5 , pp. 73-81.
  6. ↑ Without an author: The planning stage . In: Eisenbahn JOURNAL: Tempo 300 - The new Cologne – Frankfurt line . In: Eisenbahn Journal , special edition 3/2002, ISBN 3-89610-095-5 , pp. 12-17.
  7. ↑ a b Arguments and Views . In: On the subject , ZDB -ID 2115698-0 , edition 1/2001, February 2001, p. 12.
  8. ^ New line Cologne – Rhine / Main - project group NBS Frankfurt am Main of the Bahnbauzentrale (publisher): New line Cologne – Rhine / Main in Hesse: Section Hünstetten – Wiesbaden / Hattersheim . Leporello (eight A4 pages), Frankfurt, approx. 1992.
  9. ^ A b Deutsche Bahn AG, network division, NBS Cologne – Rhein / Main, project management (publisher): New Cologne – Rhein / Main line: Hesse area, planning section PA 33 / 1.1, Naurod - Bremtal . Brochure, 12 A4 pages, Frankfurt am Main, June 1995.
  10. ^ Deutsche Bahn AG, network division, project management for the Cologne – Rhein / Main line (publisher): route map for the new Cologne-Rhein / Main line . Map from November 1995, Frankfurt 1995.
  11. ↑ Joachim Seyferth: The tunnel book (=  SCHIENE -Photo . Volume 6 ). 1st edition. Joachim Seyferth Verlag, Wiesbaden 2006, ISBN 978-3-926669-06-3 , pp. 96 .
  12. ↑ A decade for 58 minutes in the Frankfurter Allgemeine Zeitung of July 12, 2001.
  13. ↑ a b Without author: Timeline - chronology of a route . In: Eisenbahn Journal , special edition 3/2002, ISBN 3-89610-095-5 , p. 86 f.
  14. ↑ a b NBS current: ICE S: predecessor of the ICE 3, start of construction of the Schulwald tunnel . In: On the subject , ZDB -ID 2115698-0 , issue 5/1997, pp. 8–9.
  15. ↑ According to plan on the longest construction site in Germany . In: DBProjekt Köln – Rhein / Main (Ed.): On the subject , Issue 4/1999, Frankfurt am Main, August 1999, pp. 4–7.
  16. ↑ A safe tunnel takes time. In: Frankfurter Rundschau , December 16, 1999
  17. ↑ Announcement of the new Cologne − Rhein / Main line goes into operation in 2002 . In: Railway technical review . 48, No. 3, 1999, p. 97.
  18. ↑ RELATED CONTROL - INTERNATIONAL ( Memento of 28 September 2007 at the Internet Archive ) and http://www.bahnhof-starnberg.de/Projekt_2008/Finanzierung/ubliche_Tunnelbaukosten/ubliche_tunnelbaukosten.html
  19. ↑ a b c DBProjekt GmbH Cologne – Rhein / Main, project management (ed.): New Cologne – Rhein / Main line: construction section middle, lot C: Huenelden – Eddersheim / Nordenstadt , brochure (16 pages), Frankfurt am Main, September 1998, p 4
  20. ^ DBProjekt Köln-Rhein / Main (Ed.): On the subject , Issue 2/97, April 1997, Frankfurt am Main, p. 4.
  21. ↑ carbon copies; Siebengebirge exhibition; Tunnel breakfast; Ecological balance in the Rheinaue; Fish ladders . In: DBProjekt Köln – Rhein / Main (Ed.): On the subject , Issue 1/2000, Frankfurt am Main, February 2000, p. 7.
  22. ↑ "It is what is just controllable" . In: Wiesbadener Kurier , October 9, 2006