Tunnel north-south long-distance railway

from Wikipedia, the free encyclopedia
Tunnel north-south long-distance railway
Tunnel north-south long-distance railway
Southern tunnel portal with bridge to the Gleisdreieck underground station . In the background atrium and BahnTower at Potsdamer Platz .
use Railway tunnel
traffic connection North-South long-distance railway
place Berlin
length 3453 m
Number of tubes 4th
construction
Client Deutsche Bahn , Senate of Berlin
start of building 1995
completion 2006
business
operator Deutsche Bahn
release 2006
location
Tunnel north-south long-distance railway (Berlin)
Red pog.svg
Red pog.svg
Coordinates
North portal 52 ° 31 '45 "  N , 13 ° 21' 58"  E
South portal 52 ° 29 ′ 54 ″  N , 13 ° 22 ′ 22 ″  E

The north-south long-distance railway tunnel is a central element of the “ mushroom concept ” adopted in 1991 for the Berlin long-distance and regional railway network. The 3453 meter long tunnel was opened in 2006 together with the north-south long-distance railway and the new Berlin central station.

The tunnel runs from Moabit north of the main train station to the south of the Gleisdreieck underground station in Kreuzberg . a. the great zoo . It is part of the construction project known as the Tiergarten Tunnel with a road, an underground and a railroad tunnel. After the north-south tunnel of the S-Bahn built in the 1930s, it is the second diameter line in the north-south direction within the Berlin Ringbahn .

business

The four-track tunnel is used by long-distance and regional passenger trains.

Critics criticize the low utilization of the facilities. The operating concept for 2006 provided for a load of six trains per hour and direction. Even with a further six trains per hour in each direction to Berlin Brandenburg Airport and other trains, a double-track route would have been sufficient.

Location and course

North portal with main station

The tunnel connects the northern part of the Ringbahn with its access routes from the north-west ( Hamburg ), north-east ( Eberswalde / Stettin ) and west ( Hanover / Wolfsburg or SFS Hanover-Berlin ) via Südkreuz station with the Anhalter Bahn and indirectly with the Dresdener Bahn Train . The connection of the line to Potsdam / Magdeburg is structurally prepared at the southern end of the tunnel, but not implemented. Even Northern Railway (direction Neubrandenburg / Stralsund ) and Dresden railway are currently not accessible to the city of Berlin as a long-distance rail routes.

The northern tunnel mouth is slightly north of Döberitzer Straße, the southern tunnel mouth in the Park am Gleisdreieck between the U-Bahn viaducts Gleisdreieck  - Kurfürstenstraße (currently line U1 ) and Gleisdreieck - Nollendorfplatz (currently line U2 ). Tilla-Durieux-Park is located on the cover of the tunnel between Potsdamer Platz and the Landwehr Canal .

There are two tunnel stations in the tunnel : Berlin Central Station (deep) and Berlin Potsdamer Platz stop . The tunnel is designed for 500 trains per day (6 a.m. to 10 p.m.). To enable the Potsdam trunk line to be reactivated at a later date , nozzles were created in the tunnel, which would enable it to be threaded in and out largely without height . The reactivation of the main line, which was closed in 1945, was abandoned in the course of optimizations.

To the south of the main train station, the Spree will be covered with a one meter overburden. A lower location should be avoided in order to limit the difference in height between east-west and north-south traffic in the main station. The tunnel takes up four tracks over around 500 meters. This is followed by four single-track tunnels over a length of 1.3 kilometers. Over a length of 900 meters, the Great Zoo will also be driven under. The four single-track tubes lie at a depth of up to 14 meters, below the water table and at a width (measured as the distance between the outer edges of the outer tubes) of up to 70 meters. The inner radius of the shield tunneling tubes is 3.94 meters. The outside diameter is around nine meters.

The smallest curve radius of the route in the part north of Potsdamer Platz is 1100 meters, south of it 900 meters. The southern ramp has a maximum longitudinal gradient of 30  per thousand , the northern ramp 25. The southern section of the route is one of the steepest main railways in Germany . In the north of the main station there are two approximately one kilometer long connecting routes to the Berlin Ringbahn in a north-easterly and north-west direction.

  • View from the south portal of the tunnel. An ICE drives towards Südkreuz .

  • An ICE leaves the southern tunnel portal

  • Northern tunnel portal as seen from the platform in the main train station

  • A train leaves the tunnel at the north portal

  • North portal with stairs as an emergency exit

  • North portal with prepared points connection on slab track

Technical equipment

A slab track with a mass-spring system is installed in the tunnel . A special feature is the power supply to the trains via an overhead conductor rail. With a cross-section of 2220 mm² aluminum, the continuous current carrying capacity is 2400 A. The standard longitudinal span is 8 to 12 m, the contact wire height is 4.80 to 6.00 m.

The tracks in the tunnel are equipped with PZB and are suitable for axle loads of up to 22.5 tons. The maximum speed is 120 km / h south of the main station and 100 km / h north of it. The tunnel sections are electrified with traction current (15 kV with 16.7  Hz ). Diesel locomotives are not allowed to enter the tunnel, as are freight trains (except for supplying construction sites). All trains must also have the GSM-R mobile radio system , emergency brake override and closed toilet systems.

history

planning

The operating program presented in 1992 assumed a load of 251 train pairs per day (107 long-distance trains, 84 regional trains and 60 airport express trains). The design speed of the north-south long-distance line on which the planning was based was 120 km / h.

During the detailed planning of the tunnel in 1993, the idea of ​​using an overhead conductor rail instead of a conventional catenary system was discussed. The approval process was applied for in 1995 and successfully completed in 1996.

The project planning was initially the responsibility of the project company for the traffic facilities in the central area of ​​Berlin .

construction

The tunnel was built from 1995 to 2006 as part of the traffic facilities in the central area of ​​Berlin and opened together with the new main train station. The crossing under the Spree was built together with the road tunnel and the tunnel for the underground line U55 , for which - for the first time in the history of Berlin - the Spree was partially relocated between 1996 and mid-1998. Original plans included the commissioning of the tunnel in 2002.

Three different construction methods were used to build the tunnel. In the area of ​​the main train station and the regional train station Potsdamer Platz as well as for crossing under the Spree, the open wall-floor construction with back-anchored diaphragm and sheet pile walls as well as high-pressure injection floors (HDI) and underwater concrete floors were used.

The 705-meter-long section from the Platz der Republik to the Lenné triangle and the 574-meter-long section from the Gleisdreieck to Potsdamer Platz were constructed using a shield tunneling method . Two tunnel boring machines were used to drill a total of 5000 meters of single-track tunnel tubes with a diameter of 8.90 meters, which were lined with a single shell with 40 centimeter thick reinforced concrete segments. This construction method was used here for the first time in the Deutsche Bahn network. A 233 meter long section of the ramp structure south of the Landwehr Canal was built using six caissons , the northernmost caisson with a single weight of 28,000 tons being the largest in Europe at the time of construction.

On July 9, 1997, water seeped into the first caisson at the southern end of the shield route near the intersection with the Landwehr Canal. The entire caisson then had to be flooded. The construction work had to be suspended for several months until the question of guilt was clarified. They were later continued with the icing of the surrounding sandy soil and a membrane inflated with a bentonite mixture . The extensive renovation took two years and led to a corresponding delay in construction. The resulting legal proceedings dragged on due to the bias of an expert.

In mid-1999, the line was expected to be completed in 2004. At the end of 1998, the shell of the first tunnel tube in the 705-meter-long section between the Reichstag and the Lenné triangle was completed. The advance rate of the shield tunneling machine, which was then turned and the second tube was driven in the opposite direction, was nine meters per day. The total completion of the tunnel was expected at this point in time for 2003.

The four tubes were completed in 1999 in the section between Platz der Republik and Potsdamer Platz under the Tiergarten. On November 24, 1999, with a christening by the tunnel godmother Christina Rau (the wife of the then Federal President Johannes Rau ), the construction work in the section between Potsdamer Platz and Landwehrkanal began. The four tubes, each 580 meters long, were driven with the same two shield driving machines that were previously used in the northern section. The commissioning of the entire structure was planned for 2005. The first shield drive was completed in March 2000, and in April 2001 the excavation of the last tube ended. The shell of the tunnel was completed in the same year. This second section was tackled from the renovated caisson.

As an ecological compensation measure for the tunnel construction, around 3,000 trees were planted on Berlin streets and the southern area on Priesterweg was developed.

At times it was planned to run the Berlin – Hamburg maglev over the tunnel to the eastern platform of the main train station. Up to mid-2000 the additional costs of the tunnel were 1.8 billion marks . On behalf of DB, an auditing company determined project cost increases to be expected ( worst-case scenario ) of up to 2.165 billion marks in mid-2000 . At the end of July 2000, Deutsche Bahn announced that it would initially only expand the tunnel, which was largely completed in the shell, to only double-track it and not put it into operation until 2006 to save costs.

The track construction took place in 2004 in the four tubes.

Installation

In mid-2002 the plan was to put the southern section of the tunnel (up to Potsdamer Platz station) into operation from the end of 2005.

On March 4, 2006, an ICE T drove through the tunnel for the first time for test purposes. The maximum speed of 120 km / h was reached on the five journeys. A large-scale exercise took place on March 25, during which the evacuation of a 400-person train was rehearsed. When the timetable changed on May 28, 2006, the tunnel was put into operation with four tracks.

Web links

Commons : Tunnel North-South Long-Distance Railway  - Collection of images, videos and audio files

Individual evidence

  1. ^ DB Netz AG tunnel
  2. ^ Sven Andersen: Berlin - unused capacities for decades. In: Eisenbahn-Revue International , issue 10/2005, pp. 492–494.
  3. ↑ a b c d Christian Tietze: “Shrinking Concept” for the Berliner Fernbahnkreuz? In: Eisenbahn-Revue International , Issue 11/2000, ISSN  1421-2811 , pp. 524-527.
  4. ^ Fritz-Joachim Konietzny: On the function and economy of the main line. In: The main line: structure - division - future . Berlin 2001, ISBN 3-89218-068-7 , pp. 87 f.
  5. ^ Erich Preuß: Berlin Central Station. Transpress-Verlag, Stuttgart 2006, ISBN 978-3-613-71273-7 , p. 91.
  6. ↑ a b c d e f g Hany Azer : The construction of the north-south tunnel of the long-distance railway in Berlin . In: Eisenbahntechnische Rundschau , issue 6/2002, pp. 326–333.
  7. ^ Step by step to the Bahnstadt Berlin. Deutsche Bahn AG, Corporate Communications, as of September 1995, p. 6; 16-page brochure.
  8. ^ A b Egon Schulze, Joerg Fenske: Slab track on the tram bridges. In: Railway metropolis Berlin: The new north-south connection. Eurailpress, Hamburg 2006, ISBN 3-7771-0349-7 , pp. 124-129.
  9. ↑ a b c Project description (PDF; 215 kB) from Emch + Berger, Berlin
  10. ↑ a b Wolfgang Feldwisch, Holger Schülke: The commissioning of the major rail projects for the 2006 soccer World Cup. In: Eisenbahntechnische Rundschau , 55, 2006, issue 5, p. 295.
  11. ↑ a b Werner Kraus: Overhead conductor rail in the north-south tunnel in Berlin . In: The Railway Engineer . tape 57 , no. 8 , 2015, ISSN  0013-2810 , p. 27-31 .
  12. ↑ Traffic systems in the central area of ​​Berlin: Explanatory report. Planning approval area Bau-FB-km 1.7 + 52N to Bau-FB-km 7.7 + 77. Deutsche Bahn AG, Senate of Berlin; August 7, 1995, Appendix 1, pp. 35, 113.
  13. ↑ a b Berlin hub. Mushroom concept. DB Projekt Verkehrsbau GmbH, as of November 2001, pp. 4, 14, 22; 24-page brochure.
  14. ↑ Tiergarten tunnel will not be finished until three years later . In: Berliner Zeitung , May 7, 1999.
  15. ^ Ali Arslan: Shield tunneling for the Berlin subway. ( Memento of the original from September 15, 2015 in the Internet Archive ) Info: The @1@ 2Template: Webachiv / IABot / www.baumaschine.de 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. (PDF) In: Civil engineering . Vol. 2008, pp. 752-756.
  16. ↑ News in brief. In: Eisenbahn-Revue International , issue 4/2001, ISSN  1421-2811 , p. 355.
  17. ↑ Delays in Berlin. In: Eisenbahn-Revue International , issue 9, year 1999, ISSN  1421-2811 , p. 339.
  18. ↑ Berlin: First section of the long-distance railway tunnel completed. In: Eisenbahn-Revue International , issue 11/1998, ISSN  1421-2811 , p. 451.
  19. ↑ Hochtief: Annual Report 1999, p. 48.
  20. ↑ Baptism of the tunnel. In: Eisenbahn-Revue International , issue 1/2000, ISSN  1421-2811 , p. 2 f.
  21. ^ A b Siegfried Knüpfer : Infrastructure measures in the state of Berlin . In: ZEVrail , issue 1/2002, pp. 4–10.
  22. ↑ Notification of new cost increases: Unified project management . In: Eisenbahn-Revue International , issue 7/2000, ISSN  1421-2811 , p. 292.
  23. ↑ The mushroom concept is making progress. In: Eisenbahn-Revue International , issue 10/2004, ISSN  1421-2811 , p. 431.
  24. ^ Announcement premiere in the main station In: Eisenbahn-Revue International . Issue 5/2006, ISSN  1421-2811 , p. 210 f.