Tunnel airport (Stuttgart)
| Tunnel airport | ||||
|---|---|---|---|---|
| traffic connection | Stuttgart-Rohr – Filderstadt railway line | |||
| place | Leinfelden-Echterdingen , Filderstadt | |||
| length | 4120 m | |||
| Number of tubes | 1 | |||
| construction | ||||
| Client | German Federal Railroad | |||
| start of building | 1986 (1st construction phase) | |||
| completion | 1989 (shell construction, 1st construction phase) | |||
| business | ||||
| operator | DB network | |||
| release | 1993 | |||
| location | ||||
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| Coordinates | ||||
| West portal | 48 ° 41 '24 " N , 9 ° 11' 5" E | |||
| End of the tunnel under Filderstadt | 48 ° 40 ′ 36 " N , 9 ° 13 ′ 16" E | |||
Map with all coordinates: The Airport Tunnel is a 4120 m long railway tunnel of the railway line Stuttgart-Rohr-Filderstadt at Stuttgart airport . The Stuttgart Airport / Messe station and the Filderstadt station are part of the structure.
The structure takes up one or two tracks on a ballasted track .
Location and course
The tunnel begins at the western end of Stuttgart Airport (next to the airport parking lot P0) and leads to the terminus of the S-Bahn line S2 in Filderstadt . At the western tunnel portal, the tunnel initially has two tracks over a length of around 1.1 km. After around 450 m, the approximately 250 m long platform area of the airport train station is reached. This is followed by an approximately 400 m long parking and turning system, which was designed for three short trains .
A 3.1 km long, single-track extension of the line to Filderstadt joins the station area. The retrofitting of a second track was taken into account. The gradient of this section then initially drops at 35 per thousand towards the runway, crosses under it at a depth of around 21 m for a length of around 1,500 m, and finally rises with a 35 per thousand gradient towards the Filderstadt station. The design speed in this section is 80 km / h, the smallest camber radius 365 m, with a cant of 120 mm and a cant deficiency of 87 mm. The overburden is between 23 and 32 meters before the Filderstadt station, which is about 10 m below the site, is reached. The maximum gradient is 36 per thousand.
Three emergency exits were created between the airport and the Filderstadt station (km 25.584, 26.584 and 27.207).
cross-section
The double-track section has a clear width of 9.35 m and a height of 6.25 m above the top of the rails . The distance between the two track axes and the tunnel wall is 2.20 m and 2.25 m respectively. An escape route is arranged in the middle .
The single-track section was designed with a circular profile with an inner diameter of 7.0 m. The excavation diameter was about 8.50 to 8.70 m.
history
construction
The shell was built in the years 1986 to 1989 in predominantly open construction as a closed rectangular frame.
The construction work in the first construction phase was largely completed at the end of 1992. According to a media report, the construction of the tunnel was subject to a special permit in order to save construction costs.
Commissioning and operation
Trial operations began on March 2, 1993. Commercial commissioning followed on April 17, 1993.
Extension to Filderstadt
In 1994 and 1995, as part of an airport expansion, a 0.4 km long, double-track section was built next to the airport train station using the open construction method (route kilometers 24.990 to 25.394).
In 1998, work began on the adjoining tunnel section, which was built using the mining method. This single-track section is 2.2 km long (km 25.394 to 27.568). The route was designed with the aim of driving under the runway as quickly as possible.
The mining tunnel cost 129.54 million DM, the adjoining train station 47.53 million DM.
outlook
As part of the course of Stuttgart 21 planned Filderstadt station intended Airport curve be connected to the tunnel.
The section of the tunnel between the airport train station and the western portal is to be used by long-distance and regional trains in addition to suburban trains. In 2010, the Federal Ministry of Transport, Building and Urban Development allowed an exception for a deviation from the railway building and operating regulations .
According to the will of the community council of Neuhausen auf den Fildern , the city council of Filderstadt and the district of Esslingen , the route to Neuhausen is to be extended. The start of construction is scheduled for 2019 [out of date] . This would extend the previous airport tunnel by around 500 meters to the east.
Safety devices
The building has five emergency exits and two smoke extraction systems with off-grid power supply. A deluge system in the parking facility should be able to irrigate parked S-Bahn trains for 10 minutes in an emergency.
There are extinguishing water pipes in the tunnel.
costs
After lengthy preliminary investigations, on August 16, 1993 the 6th S-Bahn implementation contract for the implementation and financing of the extension to Filderstadt was signed between the state of Baden-Württemberg, the district of Esslingen , the city of Filderstadt and the German Federal Railroad. Half of the construction costs, which were particularly high due to the tunneling, were covered with funds under the Municipal Transport Financing Act, the other half was financed by the state, the district and the city.
As of December 31, 1994, the total cost of extending the tunnel was estimated at around 157 million DM. With planning and administration costs in 1999 around 180 million DM was calculated.
Individual evidence
- ↑ a b c d Olaf Schott: Planning and construction of the S-Bahn to Stuttgart Airport . In: Die Deutsche Bahn , issue 4/1993, pp. 291-310.
- ↑ a b c d e K.-H. Böttcher: Planning and construction of the Stuttgart Airport – Filderstadt-Bernhausen S-Bahn line . In: Tiefbau , Heft 9, 1999, pp. 524–529 ( PDF file ( 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. , 1.6 MB).
- ↑ a b c d Wolfgang Betz, Peter Schuhr, Martin Schwall: Routing, geometry and measurement for the Stuttgart S-Bahn to cross the airport . In: The Railway Engineer . tape 51 , no. 11 , 2000, ISSN 0013-2810 , p. 48-55 .
- ↑ a b c The airport station . In: Jürgen Wedler, Manfred Thömmes, Olaf Schott: The balance sheet. 25 years of planning and building the Stuttgart S-Bahn. W. Kohlhammer Verlag, Stuttgart 1993, ISBN 3-925565-03-5 , pp. 253-267.
- ↑ Thomas Braun: ICE may use the S-Bahn route in the future . In: Stuttgarter Zeitung . June 22, 2010, p. 19 .
- ↑ a b c d Daniel Riechers: Filderbahn on new tracks . In: Verkehr und Technik . 2001, ISSN 0340-4536 , p. 534-538 .
- ^ S-Bahn to Neuhausen picks up speed ; in: Stuttgarter Zeitung of April 7, 2016
