Steinbühl tunnel

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Steinbühl tunnel
Steinbühl tunnel
The Steinbühl tunnel marks the end of the ascent of the Alb on the new Wendlingen – Ulm line.
traffic connection New Wendlingen – Ulm line
length 4847 m
Number of tubes 2
cross-section Circular cross-section
construction
Client Deutsche Bahn
start of building June 6, 2013 (technical stop)
completion 2018 (shell)
business
release December 2022 (planned)Template: future / in 2 years
location
Steinbühl Tunnel (Baden-Württemberg)
Red pog.svg
Red pog.svg
Coordinates
West portal 48 ° 34 '9 "  N , 9 ° 38' 52"  E
East portal 48 ° 32 ′ 2 "  N , 9 ° 41 ′ 6"  E

The Steinbühl tunnel is a twin-tube railway tunnel on the new Wendlingen – Ulm line . It crosses the Steinbühl over a length of 4847 m on the ascent to the Swabian Alb . Along with the Boßler tunnel, it is one of two tunnels in which the route in a south-easterly direction increases in the gradient by around 25 per thousand. The Filstalbrücke is directly connected to the northwest portal .

The shell was completed in November 2017.

course

The west portal ( Todsburg portal ) is at construction kilometer 48.553 and the east portal at Hohenstadt at construction kilometer 53.400. The route crosses under the donkey farms in a southeastern direction . The tunnel overcomes a height difference of about 105 m. The cover is up to 90 m. In the vicinity of the east portal, the new line reaches 746  m above sea level. NN its highest point. The two tubes are manufactured with a circular cross-section with an inner radius of 4.70 m.

history

Planning and awarding

For the Albaufstieg (plan approval section 2.2), 25 different tunnel variants were considered. In 1993, a 4.4 km long tunnel was planned in this area. According to the planning status from 1995 and 2007, the tunnel was planned with a length of 4770 m. According to the planning status of 2007, an intermediate attack should be carried out from the Gosbach valley . Two exploratory tunnels were to be created in the location of the later tubes. With seismic methods and additional boreholes, karstification structures were to be identified and, if necessary, rehabilitated before the actual drive would have started. As part of a plan change procedure, the plans for these pilot structures were discarded in 2008.

On November 8, 2011, the shell construction of the Boßler and Steinbühl tunnels was put out to tender across Europe. The calculation documents were sent to the bidders in February 2012. The contract was awarded in October 2012 together with that for the Boßler tunnel . The Albaufstieg Tunnel Working Group , which consists of four Austrian companies, was commissioned. The costs for both tunnels are 635 million euros and thus, according to Deutsche Bahn, well below the planned costs.

As part of the 9th plan change in plan approval section 2.2 applied for on July 13, 2018, the extinguishing water system is to be converted from the previously planned dry extinguishing water pipe to a partially pressureless pipe. For this purpose, a pump center with a water tank for fire fighting is to be built at the Buch portal. The extinguishing water tanks in the connecting structures and at the Hohenstadt portal are to be omitted.

construction

Preparatory work began on December 2, 2012. In June 2013, earthworks were carried out.

The drive was carried out from the Pfaffenäcker excavation pit ( Lage ). From there, 414 m of tunnel to the east (rising) and 4234 m to the west (falling) were driven. The excavation of the 20 meter deep, 140 meter long and up to 45 meter wide construction pit took six weeks. Around 150,000 cubic meters of rock were excavated for the construction pit. The first demolition took place on June 6, 2013. A tee comprises around 70 cubic meters of material and requires up to 110 kilograms of explosives.

There was no fire protection concept for the construction site when construction began. In July 2013, the formation of a mine rescue team began and the first exercises were held.

The tunnel was officially opened on July 19, 2013. The sponsorship was taken over by Susanne Ramsauer, the wife of the Federal Minister of Transport, Peter Ramsauer , who participated in the ceremonial opening with a speech. Other speakers included State Transport Minister Winfried Hermann and Railway Director Rüdiger Grube . In the section between the Pfaffenäcker excavation and the Hohenstadt portal, the first breakthrough took place on October 30, 2013.

At the end of September 2014, half of the tunnel between the Pfaffenäcker excavation and the west portal was excavated. On February 25, 2015, the 3,000 meter mark was exceeded. At the beginning of May 2015, 3.3 km of 4.4 km of the eastern tube had been driven. In mid-June 2015, 3.5 km had been driven. At the beginning of September 2015, 200 meters were still missing.

  • Celebrations at the symbolic attack, with a view of the two tunnel tubes in the direction of Stuttgart

  • Ecumenical thanksgiving

  • Speech of the tunnel godmother

  • Symbolic stop

Drilling and geophysical exploration methods are to be used as part of the advance. Together with the neighboring Boßler tunnel, a total of 4.3 million cubic meters of material will be excavated. The construction work is expected to take five and a half years. The starting pit is to be filled in after the tunneling has been completed.

  • Preparation for construction at the Pfaffenäcker excavation pit (May 2013)

  • Construction site southeast of Hohenstadt with the Pfaffenäcker excavation pit and side deposit of the excavated material (June 2013)

  • Pfaffenäcker excavation pit and site equipment area (June 2013)

  • Target pit for the east portal (August 2013)

  • Aerial photo of the construction site (July 2014)

  • East portal (November 2015)

  • Pfaffenäcker excavation pit, southern tube closed (November 2015)

The last breakthrough was planned for March 2016, but took place on September 21, 2015. Symbolically, the tunnel was cut through in front of invited guests on November 6, 2015.

On December 21, 2016, after about eleven months of construction, the inner shell of the west tube was completed. It consists of 385 blocks each 12.5 m long and 40 cm thick. The inner shell of the west tube was completed in November 2017. The shell of the tunnel is therefore considered to have been completed.

In 2016 there were 23 accidents in the Boßler and Steinbühl tunnels, which went off lightly.

costs

When the financing agreement for the new line was signed in April 2009, shell construction costs of around 22.4 million euros per kilometer and tube were expected for the Steinbühl tunnel. When applying for the financial construction approval in 2010, the planned costs were 28.7 million euros.

For the entire plan approval section 2.4, at the 2010 price level, 1,074.3 million euros are estimated.

Due to the requirement of the TSI SRT , according to which two consecutive tunnels are to be regarded as one tunnel if they are less than the maximum train length plus 100 m away (here: distance to the tunnel under the BAB 8 ), one in August 2017 published supplement, an additional rescue space for around 510,000 euros is required.

geology

The tunnel will pass through layers of the White Jura .

With karst formation of the tunnel is expected to almost the entire length, but especially in the upper part of the building. Strong karstification is not expected in any other tunnel along the route. According to Deutsche Bahn, the construction schedule includes a two-month buffer for karst-related construction stoppages. The construction contract contained provisions for karst cavities of up to 500 cubic meters in volume. For larger cavities, individual considerations would have been necessary.

The initially planned exploratory tunnel was dispensed with. Instead, a two-stage exploration is planned: With an exploration program during the tunneling, all karst structures relevant for occupational safety are to be identified. In a second stage, which follows the advance, the rock around the two tubes is to be examined in order to ensure the long-term operational safety of rail traffic. According to the Deutsche Bahn, an exploratory tunnel would have to be carried out with very small devices. A parallelization of the work is no longer possible.

The route and gradient were chosen so that the tubes are above the mean water level. The structure should be measured against 3 to 5 bar water pressure (status: 2007). Due to the strong karstification and the associated permeability of the mountains, very strong groundwater level fluctuations are expected. During longer periods of rain, the water level can rise up to 60 m above the tunnel floor.

A machine drive (with tunnel boring machines or shield machines ) would have required large safety measures in the expected heavily karstified mountains and due to the groundwater situation and would have been associated with a very high residual risk . Due to these framework conditions, the shotcrete construction method was used for driving .

technology

Test route for a slab track that can be driven on by road vehicles ( Osterberg Tunnel , 2012)

The tunnel is to be provided with a slab track that can also be used by road vehicles. A minimum width of 4.05 m should also allow oncoming traffic.

Trivia

Swabian author Manfred Bomm's crime thriller Death Stollen takes place on the construction site of the Steinbühl tunnel.

Web links

Commons : Steinbühl tunnel  - collection of images, videos and audio files

literature

  • Matthias Breidenstein, Michael Frahm, Larissa Langer: Steinbühl Tunnel: Karst and other special features . In: tunnel . Official organ of the STUVA. No. 6 . Bauverlag, October 2015, ISSN  0722-6241 , p. 22–31 (German, English, tunnel-online.info [accessed on October 20, 2015] magazine text in two languages; only the introduction is available online).
  • Michael Frahm, Larissa Langer: Karst as a challenge in the construction of the Steinbühl tunnel - approach and experience in tunnel construction through the Swabian Alb . In: The Railway Engineer . No. 4 . Eurailpress, 2015.
  • Michael Frahm, Larissa Langer: Tunnel construction in the Karst - experiences with the construction of the Steinbühl tunnel . In: VDI-Bautechnik-annual edition . No. (2015/2016) . Springer-VDI-Verlag.

Individual evidence

  1. ^ A b c d e f g Matthias Breidenstein, Stefan Kielbassa, Herwig Ludwig: An overview of the tunnels on the new Wendlingen – Ulm line . In: tunnel . Official organ of the STUVA . tape 32 , no. 2 . Bauverlag BV GmbH, March 2013, ISSN  0722-6241 , p. 28-40 .
  2. ↑ a b c d Peter Marquart : Stuttgart 21 - and NBS Wendlingen-Ulm. Planning status and outlook . In: Tiefbau , 119, No. 4, 2007, ISSN  0944-8780 , pp. 190–196 ( baumaschine.de ( memento of the original from October 20, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked Please check the original and archive link according to the instructions and then remove this note. PDF; 657 kB). @1@ 2Template: Webachiv / IABot / www.baumaschine.de
  3. ↑ a b Steinbühl tunnel: inner shell completed. In: bahnprojekt-stuttgart-ulm.de. November 20, 2017. Retrieved November 20, 2017 .
  4. ^ Hany Azer , B. Engel: Stuttgart 21 and NBS Wendlingen – Ulm . In: Tunnel , issue 7/2009, ISSN  0722-6241 , pp. 12-24 ( tunnel-online.info PDF; 290 kB).
  5. ^ Philipp Langefeld, Gerald Lindner, Stefan Penn : The new Wendlingen - Ulm route, a project at the transition from the planning to the construction phase . In: Railway technical review . No. 12 , 2012, ISSN  0013-2845 , p. 16-20 .
  6. ↑ a b c Plan approval decision according to § 18 General Railway Act (AEG) for the upgraded and new line Stuttgart - Augsburg area Wendlingen - Ulm Plan approval section 2.2, Albaufstieg km 39.270 - km 53.834 ( Memento of the original from June 29, 2016 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF; 1.3 MB). Stuttgart, September 20, 2011, pp. 68, 78-80. @1@ 2Template: Webachiv / IABot / www.eba.bund.de
  7. ↑ Without author: Planned tunnels in the course of the new Stuttgart – Ulm line . In: Tunnel , Issue 5/1993, ISSN  0722-6241 , pp. 288-292.
  8. ^ Deutsche Bahn AG, Regional Council Stuttgart (ed.): Expansion and new construction line Stuttgart – Augsburg. Section Stuttgart – Ulm. Area: Wendlingen – Ulm . 1st edition August 1995, planning status from August 1995.
  9. ↑ Wolfgang Feldwisch: Major rail projects as a challenge for tunnel construction . In: Geotechnik , 30 (2007), No. 4, ISSN  0172-6145 , pp. 217-225.
  10. ↑ Peter Marquart : Geology shows its way - tunnel construction in the mountain formations around Stuttgart and on the Swabian Alb . In: geotechnik , 27 (2004), No. 2, pp. 99-103, ISSN  0172-6145 .
  11. ↑ When it comes to noise protection, the train remains immobile . In: Göppinger Kreisnachrichten , November 14, 2008.
  12. ^ D-Frankfurt: Construction work for tunnel . Document 2011 / S 214-349672 of November 8, 2011 in the electronic gazette of the European Union .
  13. ↑ Volker Kefer : Stuttgart 21 and NBS Wendlingen-Ulm Document for the Examination and Compliance Committee (PCA) of the DB and the Steering Committee (LK) S21 . Berlin / Stuttgart, March 23, 2012 ( bahnprojekt-stuttgart-ulm.de PDF; 880 kB), p. 28.
  14. ↑ a b Communication Office Railway Project Stuttgart – Ulm (Ed.): Bahn awards the tunnel structures of the Albaufstiege on the new Wendlingen – Ulm line (PDF; 139 kB). Press release 029/2012 RW from October 17, 2012.
  15. ↑ a b c d e f g Thomas Steibadler: First the pit, then the tunnel . In: Hohenloher Tagblatt . June 26, 2013, p. 6 ( tagblatt.de ).
  16. ↑ Determination of the failure to carry out an environmental impact assessment (UVP) in accordance with Section 5 of the Environmental Impact Assessment Act (UVPG) for the “Large-scale project Stuttgart-Ulm PFA 2.2; 9. Change of plan "extinguishing water system partially filled" “, rail km 39.270 to 53.834 of the route 4813 Feuerbach-Stuttgart Hbf deep-Ulm Hbf in Hohenstadt, Aichelberg and Mühlhausen. (PDF) (No longer available online.) Federal Railway Office, July 26, 2018, formerly in the original ; accessed on July 27, 2018 .  ( Page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.@1@ 2Template: Toter Link / www.eisenbahn-unfalluntersprüfung.de  
  17. ↑ Without a source
  18. ↑ Thomas Durchdenwald: Bahn believes that further commissioning in December 2021 is realistic . In: Stuttgarter Zeitung , June 1, 2013.
  19. ↑ New Wendlingen – Ulm line: construction progress on the Albaufstieg despite adverse weather conditions ( memento of October 4, 2013 in the Internet Archive ). Deutsche Bahn press release from April 4, 2013.
  20. ↑ Ramsauer comes to the tunnel attack on the Alb . In: Schwäbische Zeitung . June 19, 2013, p. 1 ( schwaebische.de ).
  21. ↑ Without a source
  22. ↑ Dirk Hülser: The new line threatens to stop . In: Neue Württembergische Zeitung . June 29, 2013, p. 1 ( swp.de (similar version)).
  23. ↑ Dirk Hülser: Mine rescue service not yet ready for action: District fire supervisor inspects Steinbühl tunnel . In: Südwest Presse . July 10, 2013, ZDB ID 1360527-6 , p. 6 .
  24. ↑ Markus Heffner: Tunnel celebration in difficult rock . In: Stuttgarter Zeitung . July 20, 2013, p. 21 .
  25. ↑ Light at the end of the tunnel . Schwäbische Zeitung (online), October 30, 2013.
  26. ↑ Halfway through the Steinbühl tunnel on the new line ( memento of the original from October 3, 2014 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. Announcement on the project website of September 30, 2014 @1@ 2Template: Webachiv / IABot / www.bahnprojekt-stuttgart-ulm.de
  27. ↑ Tunnel construction on the Albaufstieg reaches the three thousand meter mark Construction of the Steinbühl tunnel is progressing faster than planned ( memento of the original from April 2, 2015 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. Announcement on the project website from February 27, 2015 @1@ 2Template: Webachiv / IABot / www.bahnprojekt-stuttgart-ulm.de
  28. ↑ Bahn provides information about the ICE route . In: Geislinger Zeitung . May 4, 2015, p. 9 .
  29. ↑ Thomas Hehn: Also Minister for Noise Protection on the Filstal Bridge . In: Geislinger Zeitung . June 10, 2015, p. 9 .
  30. ↑ Ralf Heisele: Nothing for warm showerers . In: Geislinger Zeitung . September 4, 2015, p. 19 .
  31. ↑ a b c German Bundestag (ed.): Answer of the Federal Government to the small question of the deputies Harald Ebner, Dr. Valerie Wilms, Sylvia Kotting-Uhl, other MPs and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN - Printed matter 17/12357: Cost development of the new Wendlingen – Ulm line . Printed matter 17/12656. March 11, 2013, ISSN  0722-8333 , p. 4, 5 ( dip21.bundestag.de [PDF]).
  32. ↑ Andreas Pflüger: The big drilling and digging begins in mid-2013. In: Stuttgarter Zeitung . No. 24, January 30, 2012.
  33. ↑ tagblatt.de ( Memento of the original from August 7, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. @1@ 2Template: Webachiv / IABot / www.tagblatt.de
  34. ^ Bahn celebrates the breakthrough: Light in the Steinbühl tunnel In: Südwest Presse . online, November 6, 2015
  35. ↑ Railway invites you to the tunnel construction site. In: Stuttgarter Zeitung . online, November 2, 2015
  36. ↑ Steinbühl tunnel: inner shell of the west tube finished. 4,800 meters of concrete. In: bahnprojekt-stuttgart-ulm.de. DB Projekt Stuttgart-Ulm GmbH, December 22, 2016, accessed on December 29, 2016 .
  37. ↑ Daniela Baisch: 30 days without an accident, good luck! In: Schwäbische Zeitung . December 7, 2016, p. 15 ( online (short version)).
  38. ↑ German Bundestag (ed.): Answer of the Federal Government to the minor question from MPs Winfried Hermann, Dr. Anton Hofreiter, Dr. Valerie Wilms, another member of parliament and the BÜNDNIS 90 / DIE GRÜNEN parliamentary group - Printed matter 17/4001 - Current developments on the planned new Wendlingen – Ulm line (PDF; 107 kB). Printed matter 17/4293 of December 17, 2010.
  39. ↑ 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 18/2123 - status of the new Wendlingen – Ulm line . tape 18 , no. 2239 , July 25, 2014, ISSN  0722-8333 , p. 8 ( dip21.bundestag.de [PDF]).
  40. ^ Germany-Stuttgart: Construction work for railway lines. In: ted.europa.eu. August 22, 2017. Retrieved August 24, 2017 .
  41. ↑ Peter Jäckle, Walter Wittke : Basics for economical drafts as well as on-time and on-budget execution of tunnel structures . In: Study Society for Underground Transport Systems (Ed.): Tunnel - Lifelines of the Mobile Society (=  Research + Practice ). tape 40 . Bauverlag, Gütersloh 2003, ISBN 3-7625-3602-3 , p. 60-66 .
  42. ^ Joachim Nied, Peter Marquart : Planning, implementation and geology of the major projects Stuttgart 21 and NBS Wendlingen – Ulm . In: Geotechnik , 30 (2007), No. 4, ISSN  0172-6145 , pp. 225-230.
  43. ↑ Author Manfred Bomm meets his fictional character "Mario Feuerstein". (No longer available online.) In: bahnprojekt-stuttgart-ulm.de. April 12, 2016, archived from the original on April 23, 2016 ; accessed on April 23, 2016 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. @1@ 2Template: Webachiv / IABot / www.bahnprojekt-stuttgart-ulm.de