Rastatt tunnel

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Rastatt tunnel
Rastatt tunnel
traffic connection Expansion and new construction of the Karlsruhe – Basel line
place Rastatt
length 4270 m
Number of tubes 2
Largest coverage 20 m
construction
Client DB network
building-costs approx. 693 million euros (investment costs with 12 km of additional route sections, as of 2012)
start of building May 2016
completion 2025 (as of 2019)
business
operator Deutsche Bahn
Rastatt map
Map Tunnel Rastatt.png
location
Rastatt Tunnel (Baden-Württemberg)
Red pog.svg
Red pog.svg
Coordinates
North portal 48 ° 52 ′ 31 ″  N , 8 ° 14 ′ 20 ″  E
South portal 48 ° 50 ′ 39 "  N , 8 ° 12 ′ 52"  E

The Rastatt Tunnel (also Rastatter Tunnel ) is a railway tunnel under construction on the upgraded and new Karlsruhe – Basel line in Rastatt . Construction work began in 2013 and commissioning was Template: future / in 2 yearsscheduled for 2022 . As a result of an accident on August 12, 2017, commissioning is now expected in 2025.

The building is to be used by long-distance and freight traffic.

An accident on August 12, 2017 resulted in a lowering of the track of the Rhine Valley Railway that was crossed under. This was blocked accordingly until October 2, 2017, which caused considerable and extensive disruption to rail freight traffic. It is estimated that major macroeconomic damage has also occurred.

course

The tunnel, with a length of 4,270 meters, is to run from the south about 500 meters east of the train station in the city center and to the northeast, to cross the Rastatt urban area and thus also under the existing Rhine Valley Railway and the Federbach lowland. The planned tunnel route runs two thirds of its length from the south portal in a slight right-hand bend, but is essentially straight towards the north-east portal. It is the largest financial volume for a tunnel construction contract for the extension and new line Karlsruhe – Basel project .

The tunnel begins east of Ötigheim and is supposed to end at Niederbühl . The two single-track tubes will run at a center-to-center distance of 26.5 meters and will be connected to each other by cross tunnels at a distance of 500 meters. In the north and south, trough structures of 800 and 895 meters in length are to be connected to the 4270 meter long tunnel.

The gradient slopes down from both portals towards the center of the tunnel. From Karlsruhe in the direction of Baden-Baden, the route initially drops over a length of 1.7 km (km 94.116 to 95.871) with 12.2 per mille, then (up to km 96.528) with 6.5 per mille. This is followed by a 1.2 km long ascent (up to km 97.706) of 1.3 per thousand and then a 2.45 km long ascent of 12.3 per thousand (up to km 100.156).

The two tracks are to lie largely in circular tunnel tubes with an inner diameter of 9.60 meters; A rectangular cross-section with an equivalent cross-sectional area was selected in sections with an open construction.

The planned overburden is between three and 20 meters. The tubes, which are mostly located in the groundwater , are intended to cross a sandy-gravelly subsoil.

The tunnel is the centerpiece of a 17-kilometer section of new line designed for a speed of 250 km / h. Long-distance traffic and some freight traffic should use it.

Critics criticize the limited usability for freight transport. While the Rhine Valley Railway from Karlsruhe to Basel has a longitudinal incline of a maximum of 6 per thousand and (with a locomotive of the 185 series ) enables a starting load limit of 2,622 t, the 12.3 per thousand ramps of the Rastatt tunnel led to a limit load of only 1660 t . The heaviest 30% or so of the freight trains in the Rhine Valley cannot use the tunnel or would have to harness an additional locomotive. The use of the previous, above-ground route along with the acceptance of corresponding noise emissions is, however, more practicable and cheaper.

history

planning

In the course of the new and upgraded Karlsruhe – Basel line, a four-track (and in sections six-track) upgrade is required, according to Deutsche Bahn.

From 1970 to 1983, more than 20 above-ground variants were tested for section 1 to which the tunnel belongs. As part of the spatial planning process initiated in 1983, five main aboveground and underground variants were examined in the Rastatt area with different design speeds. In its regional planning assessment that asked Karlsruhe Regional Council , the German Federal Railways on to reject the above-ground versions and provide undercutting of Rastatt. The initially planned route of the new line section via Durmersheim, Bietigheim and Ötigheim was fought intensely by residents. In response to political pressure, the new route was finally relocated to Bundesstraße 36 , which had to be redesigned anyway . According to the DB, this relocation is possible without additional costs, taking into account local conditions compared to the previously tracked route. According to Deutsche Bahn, the chosen tunnel solution is economically more favorable, operationally better (capacity, performance) and enables shorter travel times. As a result of the regional planning procedure, the bundling road with the new federal road and a tunnel was presented in July 1986. In mid-1987, the Deutsche Bundesbahn expected to be able to initiate the planning approval procedure at the end of 1987. The bypass of the B 36 was built between 2002 and 2004.

The plan approval procedure in plan approval section 1 was initiated on June 27, 1990. Due to the high costs of the envisaged tunnel solution, potential savings were examined in 1991 and 1992, including other tunnel routes and shortened tunnels. The planning approval procedure was completed on March 19, 1996. After several pending lawsuits had been dismissed, the decision for plan approval section 1.2, to which the tunnel belongs, became final on August 11, 1998.

In the spring of 1997, the Federal Ministry of Transport commissioned Deutsche Bahn to carry out a comparative study between an above-ground extension and the underground passage. The result was checked by the Federal Railway Authority and communicated to the Baden-Württemberg state government in December 1997. According to this, an above-ground solution would have resulted in costs that were similar to those of the underpass, but by no means achieved the increase in capacity.

In 2000, the structure was planned to be 4,540 meters long. The north portal was to be built on Bundesstrasse 462 , the south portal not far from Bundesautobahn 5 . In 2002 the tunnel was planned with a length of 4270 meters. The north and south portals were moved to the north. In mid-2010 the structure was planned to be 4,225 meters long.

At the beginning of 2009, the plan for the Rastatt tunnel, which was ten years old at the time, was planned to be revised and construction to begin at the beginning of 2011. Both should be financed by means of the economic stimulus package II . Due to the high financial requirements and the long project duration, this was not done.

In 2011, a plan amendment application was submitted to the Federal Railway Authority , with which, among other things, the longitudinal spacing of the cross tunnels was reduced from 1,000 to 500 m and special structures in the portal area were applied to prevent the tunnel bang . Among other things, the route of the east tube was shifted slightly in order to maintain a uniform distance of 12 meters between the lock doors of the connecting tunnels. In addition, a vibration protection system is now planned to be installed over a length of 2260 m. The amendment was approved in November 2012. According to a media report, corrections to the planning were necessary due to new safety regulations (status: February 2012).

On August 24, 2012, the Federal Ministry of Transport, Building and Urban Development signed a financing agreement for the northernmost section of the Rhine Valley Railway. It comprises a 16-kilometer northernmost section of the new and upgraded line, which also includes the Rastatt tunnel. The section is designed for up to 250 km / h.

At the end of February 2012, an advance notice appeared about the tendering of the construction contract for the planning approval section 1, to which the tunnel belongs. The estimated order value is 808 million euros. Tendering and awarding will run from May 2013 to August 2014.

In April 2016, the construction of structures connecting the tunnel was put out to tender. In May 2016, a tender for the superstructure and the noise protection walls of the above-ground areas (Bashaide to Rastatt Süd) followed.

construction

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Already completed planum of the route (at the level of Durmersheim, beginning of September 2009)

The earthworks section to the north of the tunnel had already been completed by the end of 2006 over a length of around 7.5 kilometers and has been continued at Ötigheim since the beginning of 2013.

Due to the geological and hydrological conditions, large parts of the tunnel should be driven with two tunnel boring machines in a north-south direction. In some cases, the subsurface should also be frozen or otherwise consolidated. The planned construction time is six years.

According to the European Commission, construction of the project did not start for a long time due to a lack of funds, the start of construction was postponed to 2013.

On April 7, 2011, new test drillings for the tunnel began in the Niederbühl district . On May 9, 2012 another exploration program began between Ötigheim and Rastatt Süd. By October 2012, 40 core holes were to be drilled to depths of up to 40 meters with three drilling rigs.

In March 2013, the work for the ramp at the northern tunnel portal was put out to tender. The official groundbreaking ceremony took place on July 30, 2013 at the future groundwater basin under the A 5 in Niederbühl. This was intended to open the construction work between the Basheide and Rastatt Süd junction. The measures should be completed by 2015.

At the end of 2013, construction of the north groundwater trough began. As part of a work costing around 13 million euros, an excavation pit around 700 meters long and up to 29 meters wide was initially to be constructed, around 300,000 cubic meters of soil to be excavated and 11,400 square meters of sheet piling to be installed. At the beginning of 2015, the construction of the actual groundwater basin should begin. At the end of March 2014, earthworks on the northern groundwater trough were completed. From July 2014 sheet pile walls were to be rammed into the ground and then further expansion began.

On August 4, 2014, the contract for the shell construction of the tunnel was signed in Berlin. The Rastatt Tunnel Working Group was commissioned with the shell construction of the tunnel . The technical lead is the responsibility of Ed. Züblin AG, the commercial lead of Hochtief AG. The order volume is 312 million euros. It is the largest volume for a tunneling contract on the project.

The construction work should begin in November 2014 with the creation of a building site facility in Ötigheim. The first tunnel boring machine was to be installed from April 2015, and tunneling should begin in October 2015. The completion of the shell was planned for the end of the first quarter of 2018. The structural completion should follow in 2020, the trial operation should begin in 2022. Around 3800 meters are to be built using shield driving and around 470 meters using shotcrete or open construction .

At the beginning of December 2014, Deutsche Bahn announced the award of the contract for two tunnel boring machines. The two 90 meter long and 1750 t heavy machines are to be supplied by Herrenknecht AG . The first machine should now be set up from September 2015 and tunneling should begin in December 2015. The assembly of the second machine should begin at the beginning of January 2016 and the tunneling should begin in April 2016. With a 10.97 m wide drilling shield, a usable cross section of 9.6 m is to be created. The order volume for the two machines is estimated at 36 million euros. The shell should continue to be completed by the 1st quarter of 2018. On December 8, 2015, the first tunnel boring machine driving the eastern tube was symbolically accepted by the manufacturer.

According to the planning status of June 2015, tunneling should begin in spring 2016 with a delay of three months. The first parts of the tunnel boring machine should be delivered from the end of 2015. The completion of the shell was still planned for July 2018. From the end of 2015, the first parts of the tunnel boring machine were delivered to the north portal near Ötigheim and have been installed there since the beginning of February in order to drive the east tube.

The tunnel was cut on May 25, 2016. The symbolic cut of the second tunnel tube followed on September 27, 2016. On December 19, 2016, the machine ( Wilhelmine ) reached the middle of the mined tunnel.

On September 27, 2016, the second machine, named Sibylla-Augusta , began driving the west tunnel. The tunnel sponsorship was taken over by Nicole Kressl, Regional President of the Karlsruhe Regional Council. In mid-December 2016, the machine had covered around 800 m (an average of 13 m per day).

This was temporarily closed for tunneling beneath Bundesstrasse 36; for tunneling under the Rhine Valley Railway (with a 5 m cover in places), the ground was frozen by means of 168 boreholes.

On October 16, 2015, a 450 square meter information center was opened at the tunnel. On May 26, 2016, over 6,000 people attended an open construction site day, which cost around 30,000 euros.

Track lowering in August 2017

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Track lowering at the south portal (August 20, 2017)

In mid-August 2017, as a result of the construction work, the tracks of the Rhine Valley Railway above the construction site sank. This made it necessary to block this route for several weeks for all train traffic and had a significant impact on rail traffic in southwest Germany.

course

Slight track subsidence was observed in the weeks leading up to the accident, while locomotives and wagons passed the area. These were compensated by filling in track ballast.

On August 12, 2017 at around 11 a.m., sensors at the tunnel construction site near Niederbühl reported a lowering of the track position on the existing line above the tunnel. The train service was then stopped. According to other sources, the tunnel boring machine triggered an alarm before sensors on the surface detected changes to the tracks. 10:53 have Tübbingelemente moved. 10 minutes later, at 11:03 a.m., the existing route above was closed.

At a length of about six to eight meters, the track had sunk by up to half a meter. The incident occurred a few meters before the first tube was completed. In this area, the existing stretch is crossed under at an acute angle with an overlap of five meters . In the area of ​​the underpass, the ground was frozen with a coolant of up to −33 ° C to stabilize it. The machine tunneling over a length of 205 m in a completely frozen body of ice represents a novelty in machine tunnel construction. As a result of a water ingress, the tunnel was initially not accessible. The puncture should have taken place "shortly". On the night of August 15, the track continued to sink.

The route should initially remain closed until August 26th. This forecast was postponed to October 7th after a few days. In fact, the section was put back into operation on October 2, 2017.

A concrete plug was used to separate the approximately 4,000-meter-long, completed section of the tunnel (eastern tube) from the site of the accident. First, only a 50 meter long area in the damaged section, in which the tunnel boring machine (TBM) is located, should be filled with concrete. However, further earth movements made it necessary to fill the entire 160 m (150 m behind the TBM sign) with concrete. The tunnel boring machine was abandoned and remains concreted in the ground. Consideration is given to removing the TBM (90 m long) as well as the 160 meters (10,500 cubic meters) of filled concrete at a later date. According to the consortium, the machine could not be saved later.

The existing line was first dismantled and then, over a period of three weeks, two reinforced concrete slabs with a length of 275 meters, a width of 11 meters and a thickness of 1 meter were erected in 24-hour operation, on which the tracks were finally rebuilt. According to the railway, several hundred people were working on restoring the route. Around August 27th, the existing tracks were dismantled and the excavation of the pit for the concrete slab began. The concreting was on the weekend 16./17. Completed September. According to the DB, a concept for continuing the construction work in the eastern tube has already been developed, but is not yet publicly known. Around three months after the accident, the dismantling of the concrete plug in the eastern tunnel tube began in order to be able to recover the concrete TBM "Wilhelmine" behind it.

According to the consortium, the icing machines have not indicated any irregularities. Groundwater currents may also have supplied too much heat and disrupted the icing. A possible cause is too high an advance speed, so that a segment ring on which the machine pushed itself shifted, causing the soil above the tube to give way. The affected segments, which had been installed a week earlier, shifted against each other by 10 cm, later by 25 cm.

DB Netz AG originally planned a shotcrete drive from the south under the protection of a ring-shaped icing, the “full ice ring”, for the delicate last southern tunnel construction section to cross under the Rhine Valley Railway. In the end, however, the  driving concept changed by the working group for the Rastatt Tunnel was implemented to also drive this demanding section under the Rhine Valley Railway from the north using TBM. A separate protection of the tracks of the existing railway line on the surface, independent of the deeper subsoil, against displacement in all three possible directional axes (xyz axes, pos. And neg. Values), e.g. B. by a near-surface construction with massive steel girders under the rails or under the track bed, for example in the function of an auxiliary bridge, was omitted. In the area of ​​the underpass, there was no redundancy against the large dynamic loads (load changes) of the freight trains that constantly (more than 100 per day) roll over it, in particular several thousand tons and several hundred meters long , compared to the solidification of the subsoil by icing up the groundwater in the gravel ground Full ice ring.

Freight traffic and some passenger traffic resumed shortly after midnight on October 2, 2017.

The cause should be clarified by spring 2018 at the latest, and the results presented in March or April 2018. Suggestions for salvaging the machine should also be presented.

Effects

Immediately after the incident, an emergency bus service was set up between Rastatt and Baden-Baden. From August 14th, a rail replacement service was carried out every 6 minutes. Travelers had to expect travel time extensions of around an hour. Around 30,000 passengers per day, i.e. around 1.47 million passengers over the entire 49-day period from August 14 to October 2, 2017, were carried in replacement buses.

On August 13, 16 residents of four neighboring houses were asked to leave. According to the railway, this was purely a precautionary measure. Local residents said they had been told their houses could also sink.

In rail freight transport, according to DB, work was done on replacement concepts that rely on large bypasses and relocations to other modes of transport. The dates of construction sites were postponed. As part of large diversions, the Plochingen – Tübingen and Tübingen – Horb railway lines were temporarily used around the clock on working days. Construction work on the Gäubahn was completed early, on September 5th, so that the route could be made available as a diversion route.

On the Rhine, the maximum length for motorized goods ships between Basel and Rheinfelden was temporarily increased from 110 to 135 meters.

The incident had no legal consequences. The responsible public prosecutor's office in Baden-Baden refused to open a formal investigation on the basis of several criminal charges, some of which were anonymous. After a thorough examination, there were no sufficient indications of a specific risk to people or things of high value. The Federal Agency for Railway Accident Investigation also declined an investigation because there was no personal injury.

Economic damage

The European Railways Network (NEE) initially estimated the loss of revenue for freight transport companies at 12 million euros per week. Even taking into account all the large diversion routes, there was not enough capacity available, as several diversion routes were also closed due to the construction. With sales losses of more than 100 million euros, the fear was that the existence of at least a dozen freight transport companies would be jeopardized - a forecast that did not come true. In an open letter to the German Federal Transport Minister Dobrindt and the EU Transport Commissioner Bulc , 24 European transport and environmental associations criticized the crisis management and pointed out that only a quarter of the capacity of the Rhine Valley Railway was available on diversion routes. A significant number of trains were canceled or several days late. Other construction sites were postponed after the incident in order to obtain diversion routes for construction sites. The railway paid compensation to some commuters who were affected by the route being closed.

In the broadcast on November 1, 2017, the ARD magazine Plusminus reported a 20% drop in orders from haulage companies following the incident. Large customers would shift even more traffic onto the road. The rail transport system is too fragile, such an incident could repeat itself at any time. At the end of November, the Swiss Federal Railways ( SBB) reported the loss in sales they suffered as a result of the incident at CHF 26.5 million (approx. EUR 22.8 million).

A study commissioned by several freight transport associations, including the NEE, which was made public in April 2018, put the damage caused by the 51-day closure at around 2 billion euros, i.e. a multiple of the construction costs of the entire route section of the planned 693 million euros. Around 8,200 freight trains had failed due to the blockage, which led to an estimated 969 million euros in damage to rail logistics companies and 771 million euros to their customers, manufacturing companies. In addition, the environment was polluted by an additional 39,000 tonnes of CO 2 emissions. The report criticized the crisis management of the railway. There were neither emergency plans nor practicable diversion routes. In the opinion of the NEE, in view of such costs, one cannot simply “go back to business” afterwards. The arbitration process that started in September 2017 has been delayed and was not yet completed in summer 2018.

Further construction

The second tunnel boring machine in the undamaged west tube was not supposed to resume tunneling until the end of August, but then at the beginning of September 2017, to the next maintenance position around 20 to 30 m away, which is a little over 800 meters from the Rhine Valley Railway.

As a precautionary measure, as part of the eight-week full closure after the accident, a second concrete slab of similar dimensions as above the east tunnel was built to further stabilize the ground where the western tube is to cross under the Rhine Valley Railway, which means that the tracks of the existing Rhine Valley Railway also in this area (for icing ) should be redundantly secured. In September 2017, Deutsche Bahn anticipated that the tunnel boring machine for the west tube would reach the Rhine Valley Railway in November or December 2017. At this point in time, commissioning was Template: future / in 4 yearsexpected to be delayed by two years to 2024 .

Between February and July 2018, the concrete plug placed in the east tube to secure it was removed again. Investigations were then carried out along with auxiliary construction measures to investigate the cause of the accident, for example exploratory bores were carried out several times. At the end of 2018, construction work was not expected to resume until mid-2019.

In August 2019, Deutsche Bahn announced that it would resume construction work from 2020. From April 2020, the remaining 200 meters of the west tube should be completed by tunneling. The shell of the west tube should be completed by the end of 2020. Then, in 2021 at the earliest, the drive in the east tube should be resumed. For this purpose, the Rhine Valley Railway should be swiveled over a length of 700 meters. The provisional route, which can be driven at 80 km / h, should go into operation around Easter 2021 as part of a multi-day closure. In February 2020, DB announced that it would resume tunneling in the west tunnel in November 2020. The postponed date is intended to avoid an interruption of the Rhine Valley Railway during the full closure of the high-speed route Mannheim – Stuttgart planned from April to October .

A 200 m long, 16 m deep and 17 m wide excavation pit will be created in order to salvage the tunnel boring machine, which was set in concrete and can no longer be used. To do this, two houses that have already been badly damaged during the previous work have to be demolished. The documents for the necessary plan amendment procedure were submitted to the Federal Railway Authority in July 2019, and approval is expected by the end of 2020.

The Rhine Valley Railway is to be swiveled back to its previous position in mid-2023.

Commissioning is to take place at the end of 2025.

Temporary commissioning of just one tube is not considered possible, as the other tube must be usable as an escape tunnel.

costs

The investment costs of around 693 million euros (as of 2012) for cutting the route including the tunnel are to be raised by the federal government. After the accident in August 2017, a significant increase in the total costs is assumed.

Aerial photography

  • North portal of the Rastatt tunnel (March 20, 2016)

  • Assembly of the tunnel boring machine (March 12, 2016)

  • South portal of the Rastatt tunnel (April 3, 2016)

  • South portal of the Rastatt tunnel after the track collapse (August 20, 2017)

  • South portal of the Rastatt tunnel after the track collapse (August 20, 2017)

  • South portal of the Rastatt tunnel after the concrete slab has been cast (September 3, 2017)

  • South portal of the Rastatt tunnel with both concrete slabs. The new rails are already on the first. (September 17, 2017)

literature

  • Thomas Grundhoff, Dennis Edelhoff: Rastatt Tunnel: High demands on machine tunnel construction . In: tunnel . Official organ of the STUVA . No. 1/2016 . Bauverlag BV GmbH, February 2016, ISSN  0722-6241 , p. 10–19 ( online (summary) [accessed on March 3, 2016] bilingual German / English).
  • Mathias Rellstab: Route interruption at Rastatt with devastating consequences . In: Eisenbahn-Revue International 10/2017, pp. 489–497.
  • Mathias Rellstab: Rheintalbahn open again after 50 days . In: Eisenbahn-Revue International 11/2017, pp. 545–547.

Web links

Commons : Tunnel Rastatt  - Collection of images, videos and audio files

Individual evidence

  1. ↑ a b c d Federal Ministry of Transport, Building and Urban Development (Ed.): Federal government provides funding for the Rastatt tunnel ( memento from January 11, 2013 in the web archive archive.today ). Press release No. 173/2012 of August 24, 2012.
  2. ^ A b Tunnel accident on the Rhine Valley Railway delays project until 2024. In: welt.de. September 28, 2017. Retrieved October 2, 2017 .
  3. ↑ a b c d Rastatter Tunnel: Project will be more expensive and will be finished later. In: swr.de. August 7, 2019, accessed August 7, 2019 .
  4. ↑ a b c d e f Bernd Dassler, Joachim Nied: ABS / NBS Karlsruhe - Basel, planning and implementation in section 1 . In: Eisenbahntechnische Rundschau , 12/2012, pp. 10–15.
  5. ↑ a b c d Deutsche Bahn AG (Ed.): Expansion and new construction of the Karlsruhe Basel line: Deutsche Bahn awards structural work for the Rastatt tunnel . Press release from August 7, 2014.
  6. ↑ a b ARGE commissioned for shell construction . In: DB ProjektBau GmbH (Ed.): Karlsruhe – Basel in focus . No. 3 , 2014, p. 1 ( PDF file ).
  7. ↑ a b c d e The Rastatt tunnel . In: Karlsruhe – Basel in Focus , No. 3/2011 ( PDF file ( Memento from October 6, 2014 in the Internet Archive ), 1.2 MB), p. 1 f.
  8. ^ A b c D-Karlsruhe: Construction site supervision . Document 2012 / S 236-389074 of December 7, 2012 in the supplement to the Electronic Official Journal of the European Union .
  9. ↑ a b Sven Andersen: Operational considerations on the Rastatt railway junction . In: Bahn-Report . No. 6 , 2019, ISSN  0178-4528 , p. 6-11 .
  10. ↑ Michael Richter: Rastatt tunnel before implementation . In: DB ProjektBau (ed.): Infrastructure projects 2012: Building at Deutsche Bahn . Eurailpress, Hamburg 2012, ISBN 978-3-7771-0445-4 , pp. 180-184 .
  11. ↑ a b c Matthias Hudaff: Editorial . In: Karlsruhe – Basel in Focus , No. 2, 2013 ( PDF file ( Memento of the original from March 5, 2016 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this note. , 273 kB), p. 1. @1@ 2Template: Webachiv / IABot / www.karlsruhe-basel.de
  12. ↑ Roland Weisenberger: A third of the freight trains are too heavy for the Rastatt tunnel. In: bnn.de. November 21, 2019, accessed November 24, 2019 .
  13. ^ A b Ernst Krittian : The upgraded and new line from Karlsruhe to Basel . In: The Federal Railroad . Vol. 63 (1987), No. 10, ISSN  0007-5876 , pp. 911-916.
  14. ↑ Joachim Nied, Bernd Dassler, Thomas Zieger: New and upgraded Karlsruhe - Basel line - current planning status and construction process . In: Railway technical review . No. 9, September 2007, ISSN  0013-2845 , pp. 507-512.
  15. ↑ DBBauProjekt GmbH (ed.): Route map: Expansion - and new railway line Karlsruhe - Basel . Frankfurt am Main, map as of September 2000.
  16. ↑ DBBauProjekt GmbH (ed.): Route map: Expansion - and new railway line Karlsruhe - Basel . Frankfurt am Main, map as of May 2002.
  17. ^ DB ProjektBau GmbH (ed.): Infrastructure projects 2010. Building at Deutsche Bahn . Eurailpress-Verlag, Hamburg 2010, ISBN 978-3-7771-0414-0 , p. 50 f.
  18. ↑ German Bundestag (ed.): Answer of the federal government to the small question of the MPs Ute Kumpf, Uwe Beckmeyer, Martin Burkert, other MPs and the parliamentary group of the SPD - printed matter 17/933 - (PDF; 98 kB). Printed matter 17/1306 of April 6, 2010, pp. 2-5.
  19. ↑ a b Plan change approved for new safety concept . In: Karlsruhe – Basel in Focus , No. 4/2012, p. 4 ( PDF file ( Memento from March 5, 2016 in the Internet Archive ), 0.8 MB).
  20. ↑ Plan change for the Rastatt tunnel approved. (No longer available online.) Deutsche Bahn AG, November 23, 2012, formerly in the original ; Retrieved November 23, 2012 .  ( Page no longer available , search in web archives )@1@ 2Template: Dead Link / www.deutschebahn.com
  21. ↑ There is no space for further trains in the Rhine Valley . Badische Zeitung (online edition), February 2, 2012.
  22. ^ D-Karlsruhe: Construction work for railway lines . Document 2012 / S 39-063501 of February 25, 2012 in the Electronic Official Journal of the European Union.
  23. ^ Germany-Frankfurt am Main: construction work for railway lines. Document 2016 / S 080-142881. In: Supplement to the Electronic Official Journal of the European Union . April 23, 2016. Retrieved April 23, 2016 .
  24. ^ Germany-Frankfurt: construction work for railway lines. Document 2016 / S 094-168760. In: Supplement to the Electronic Official Journal of the European Union . May 18, 2016, accessed May 18, 2016 .
  25. ↑ European Commission (ed.): TEN-V. Trans-European transport networks. Annual activity report 2009-2010 for PP17 . Brussels, August 2010, p. 5.
  26. ^ Deutsche Bahn: Test drilling for the Rastatt tunnel . Eurailpress message of April 8, 2011, accessed April 10, 2011.
  27. ↑ Test drilling in Rastatt . In: Karlsruhe – Basel in Focus , No. 2/2012, p. 3. ( PDF file ( Memento from March 5, 2016 in the Internet Archive ), 940 kB)
  28. ↑ Deutsche Bahn AG (Ed.): Test drillings in the Ötigheim - Rastatt Süd section will be continued . Press release from May 8, 2012.
  29. ^ A b D-Frankfurt: sheeting work . Document 2013 / S 046-074633 of March 6, 2013 in the supplement to the Electronic Official Journal of the European Union .
  30. ↑ State Secretary Splett at the groundbreaking of the Rheintalbahn in Rastatt  ( page can no longer be accessed , 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. . Press release of the Ministry of Transport and Infrastructure of July 30, 2013.@1@ 2Template: Toter Link / www.mvi.baden-wuerttemberg.de  
  31. ↑ Construction pit for groundwater trough north is being created . In: DB ProjektBau GmbH (Ed.): Karlsruhe – Basel in focus . No. 4 , 2013, p. 1 ( online [PDF]). Construction pit for groundwater trough north is being created ( Memento from November 19, 2015 in the Internet Archive )
  32. ↑ Construction work at Ötigheim is ahead of schedule . In: DB ProjektBau GmbH (Ed.): Karlsruhe – Basel in focus . No. 2 , June 2014, p. 5 ( PDF file , 0.9 MB). PDF file ( Memento from March 5, 2016 in the Internet Archive )
  33. ^ Deutsche Bahn AG (Ed.): Rastatt Tunnel: ARGE orders tunneling machines . Press release from December 5, 2014.
  34. ↑ Symbolically removed tunnel boring machine . In: DB Netz AG (Ed.): Karlsruhe – Basel in focus . No. 4 , 2015, p. 4 ( PDF file ). PDF file ( Memento from March 5, 2016 in the Internet Archive )
  35. ↑ Tunnel boring machine for Rastatt ; in: SWR Fernsehen, Landesschau aktuell from December 8, 2015
  36. ↑ Rastatt Tunnel: Tunneling starts in spring 2016. (No longer available online.) Deutsche Bahn AG, June 19, 2015, archived from the original on July 21, 2015 ; Retrieved July 18, 2015 .
  37. ↑ Tunneling for European railway line ; in: Südwestrundfunk from May 25, 2016.
  38. ↑ Symbolic tapping of the second tunnel tube in Rastatt ( memento from September 30, 2016 in the Internet Archive ) , DB Netze, September 27, 2016.
  39. ↑ a b c Sibylla-Augusta takes off . In: DB Netz AG (Ed.): Karlsruhe – Basel in focus . No. 4 , 2016, p. 3 ( PDF file , 0.4 MB).
  40. ↑ Mountain festival at the Rastatt tunnel. (PDF) In: karlsruhe-basel.de. Deutsche Bahn, December 19, 2016, accessed on January 22, 2017 .
  41. ↑ The exhibition site to the construction site . In: DB Welt , regional section southwest . No. 11 , 2015, p. 17 .
  42. ^ Germany-Frankfurt am Main: construction work for railway lines. In: ted.europea.eu. August 13, 2016. Retrieved January 22, 2017 .
  43. ↑ 6,000 visitors to the construction site . In: DB Netz AG (Ed.): Karlsruhe – Basel in focus . No. 2 , 2016, p. 2 ( karlsruhe-basel.de [PDF]).
  44. ↑ Stefan Jehle: Tracks of the Rhine Valley Railway sank before the tunnel accident at Rastatt. In: Badische Zeitung. January 22, 2018, accessed January 22, 2018 .
  45. ↑ Landslide in the “Rastatter Tunnel” paralyzes rail traffic: route probably closed for a week. In: ka-news.de. August 13, 2017. Retrieved August 13, 2017 .
  46. ↑ a b c Dietmar Hipp, Martin O. Müller, Andreas Wassermann: Beside the track . In: Der Spiegel . No. 34 , 2017, p. 50 f . ( online ).
  47. ↑ a b c d e f Thomas Faltin: Track repair around the clock . In: Stuttgarter Nachrichten . tape 72 , no. 194 , 23 August 2017, p. 5 (similar version at stuttgarter-zeitung.de ).
  48. ↑ Rheintalbahn blocked - significant delays in the southwest. In: welt.de. August 14, 2017. Retrieved August 14, 2017 .
  49. ↑ a b Stefan Jehle: Rheintalbahn paralyzed longer. In: stuttgarter-zeitung.de. August 13, 2017. Retrieved August 14, 2017 .
  50. ^ Four houses on the railway line in Rastatt cleared. In: faz.net. August 14, 2017. Retrieved August 14, 2017 .
  51. ↑ a b c Martin Geiger, Marc Kemmler, Joachim Wehner, Thomas Grundhoff, Heiko Neher, Andreas Schaab, Wolfgang Orth, Gerhard Wehrmeyer: Rastatt Tunnel: Shield drives in combination with ground freezing . In: German Society for Geotechnics e. V. (Ed.): Pocket book for tunnel construction 2017 . tape 41 . Ernst & Sohn, 2016, ISBN 978-3-433-03168-1 , pp. 74 , doi : 10.1002 / 9783433607749.ch3 ( journal-dl.com ). Rastatt tunnel: shield drives in combination with ground freezing ( memento from August 26, 2017 in the Internet Archive )
  52. ↑ a b Operating situation at DB Regio Baden-Württemberg. Line closure between Karlsruhe Hbf and Offenburg after tunnel construction work. Archived from the original on August 13, 2017 ; accessed on August 13, 2017 .
  53. ↑ a b Closure of the Rhine Valley Railway between Rastatt and Baden-Baden: the replacement timetable applies from Monday. (No longer available online.) In: deutschebahn.com. Deutsche Bahn, August 13, 2017, archived from the original on August 13, 2017 ; accessed on August 13, 2017 .
  54. ↑ a b c d The schedule is available: Extensive repairs to the Rhine Valley Railway will take until October 7th. (No longer available online.) In: deutschebahn.com. Deutsche Bahn, August 22, 2017, archived from the original on August 23, 2017 ; accessed on August 22, 2017 .
  55. ^ Rheintalbahn: Traffic will start rolling again from October 2nd - five days earlier than planned. (No longer available online.) In: deutschebahn.com. Deutsche Bahn, September 14, 2017, archived from the original on September 14, 2017 ; accessed on September 14, 2017 .
  56. ^ DB editors: Rastatt Tunnel: Information on the line closure . In: DB Inside Bahn . August 22, 2017 ( bahn.de [accessed on August 23, 2017]).
  57. ↑ Rhine valley section remains closed longer | Karlsruhe | SWR news. Retrieved August 23, 2017 .
  58. ↑ DB editorial team: Infografik-SchematischeDarstellung-Rastatt.jpg. Retrieved August 22, 2017 .
  59. ^ DB editors: Rastatt Tunnel: Information on the line closure. Retrieved on August 22, 2017 (the page content is updated at intervals, but the graphics are still accessible, even if they are no longer integrated in the text.).
  60. ↑ DB editorial team: Tunnel-Rastatt Rheintalbahn closure repair.jpg. Retrieved August 22, 2017 .
  61. ↑ a b Eberhard Wein: From October 2nd, traffic will be back on the Rhine Valley route . In: Stuttgarter Nachrichten . tape 72 , no. 214 , September 15, 2017, p. 6 .
  62. ↑ ka-news: Freight traffic on the Rhine increases after a rail breakdown | ka-news. Retrieved August 23, 2017 .
  63. ↑ Markus Balser: How tunnel construction became a disaster for the railways. sueddeutsche.de, accessed on August 23, 2017 .
  64. ↑ Press date August 7, 2019. (PDF) Status and further action at the Rastatt tunnel. DB Netz AG, August 7, 2019, p. 3 , accessed on September 29, 2019 .
  65. ↑ a b Rastatt tunnel: excavation for concrete slab begins. (No longer available online.) In: deutschebahn.com. Deutsche Bahn, August 27, 2017, archived from the original on August 28, 2017 ; accessed on August 28, 2017 .
  66. ↑ New tracks laid on the Rheintalbahn in Rastatt. (No longer available online.) In: deutschebahn.com. Deutsche Bahn, September 22, 2017, archived from the original on September 24, 2017 ; accessed on September 23, 2017 .
  67. ↑ Rastatt tunnel breakdown: Machine "Wilhelmine" is recovered. In: ka-news.de. November 4, 2017. Retrieved November 5, 2017 .
  68. ↑ Marco Völklein: That's why the ground keeps sagging when building tunnels. sueddeutsche.de, accessed on August 24, 2017 .
  69. ↑ Statement on the settlement of the segments. (No longer available online.) Archived from the original on August 23, 2017 ; Retrieved on August 22, 2017 (statement on the setting of the segments by DB major project manager Rompf, in the video 0: 50–1: 21 (the reporter calls in the editorially finished video cut 0: 53–0: 55 “pieces of the tunnel rings” [tunnel ring = Tubbing ring; a tubbing ring consists of several ring segments = tubbing]). If a whole ring had "settled" [down], this would be much more serious than just individual ring parts. Here [initially] only reference is made to the journalistic video article and the two dimensions 10 cm and 25 cm as an indication of a change over time [condition A and condition B]. Whether the reporter asked or he or Rompf made a mistake remains open at this point. Sure, the statement (ring parts or entire ring ) would be a different one and then possibly also the cause [s] and effects. But this can still be shown later.).
  70. ^ Rheintalbahn closure until the beginning of October: Deutsche Bahn presents schedule | Baden-Württemberg | SWR news . In: swr.online . ( swr.de [accessed on August 22, 2017]).
  71. ^ Jens Friemel: Tunnel Rastatt: Longitudinal section and construction methods. In: Presentation on the topic: "Freight transport media trip 2014 Rhine - Alpine Corridor North, project progress major project Karlsruhe – Basel, Rastatt tunnel". DB ProjektBau, June 23, 2014, p. 9/18 , accessed on August 27, 2017 (URL of the entire presentation: http://slideplayer.org/slide/3970824 ).
  72. ↑ Stefan Jehle: Accident on the Rhine Valley Railway: Has the railway neglected risks? In: stuttgarter-nachrichten.de. Stuttgarter Nachrichten, Stuttgart, Germany, August 23, 2017, accessed on August 29, 2017 .
  73. ↑ Thiemo Heeg, Bernd Freytag, Susanne Preuss, Kerstin Schwenn: Rhine valley route: On the crooked track. Frankfurter Allgemeine Zeitung, August 26, 2017, accessed on August 29, 2017 .
  74. ↑ Freight trains back on the Rhine Valley Railway. (No longer available online.) In: deutschebahn.com. Deutsche Bahn, October 2, 2017, archived from the original on October 2, 2017 ; accessed on October 2, 2017 .
  75. ^ Rheintalbahn: Bahn wants to clarify soon about the closure . In: Schwäbische Zeitung . November 28, 2017, p. 7 .
  76. ↑ Blocking of the Rhine Valley Railway: replacement schedule has been stable so far. In: deutschebahn.com. Deutsche Bahn, August 14, 2017, accessed on August 14, 2017 .
  77. ↑ Thomas Faltin, Heinz Siebold: A moment of shock on the Rheintalbahn . In: Stuttgarter Nachrichten . tape 72 , no. 208 , September 8, 2017, p. 7 .
  78. ↑ a b Stefan Jehle, Thomas Faltin: Citizens complain about construction noise on the railway embankment . In: Stuttgarter Nachrichten . tape 72 , no. 196 , August 25, 2017, p. 5 .
  79. ↑ Bahn is working flat out to restart the Rhine Valley Railway near Rastatt. (PDF) In: karlsruhe-basel.de. Deutsche Bahn, August 15, 2017, accessed on August 15, 2017 .
  80. ↑ Nocturnal train traffic on the Neckar-Alb-Bahn (route Horb – Tübingen – Reutlingen – Plochingen). (No longer available online.) In: deutschebahn.com. Deutsche Bahn, August 17, 2017, archived from the original on August 16, 2017 ; accessed on August 17, 2017 .
  81. ↑ Rastatt lock: Authorities temporarily allow longer motorized goods ships between Basel and Rheinfelden. Ministry of Transport Baden-Württemberg, September 22, 2017, accessed on September 22, 2017 .
  82. ^ Public prosecutor's office in Baden-Baden: Tunnel damage in Rastatt has no criminal consequences. In: press releases. January 11, 2018, accessed January 11, 2018 .
  83. ↑ Christoph Jehle: Rastatt railway construction site: Rien ne va plus on the Rhine Valley route. In: Telepolis. Heise Medien, August 24, 2017, accessed on January 11, 2018 .
  84. ↑ Rastatt-Delle causes twelve million euros lost sales per week. (PDF) In: netzwerk-bahnen.de. European Railways Network V., August 14, 2017, accessed August 15, 2017 .
  85. ↑ Thomas Wüpper: Rastatt is not only expensive for the railways . In: Stuttgarter Nachrichten . tape 72 , no. 196 , August 25, 2017, p. 7 .
  86. ↑ Open letter: Crisis of the rail freight traffic - crisis of the economy. Rastatt disaster: freight railways only handle a quarter of the transports - combined transport is particularly disadvantaged. September 7, 2017. Retrieved September 7, 2017 .
  87. ↑ Rafael Herrmann: Albbruck: Bahn postpones new bridge construction . In: Südkurier Online . September 15, 2017 ( suedkurier.de [accessed November 2, 2017]).
  88. ↑ Some commuters get money. In: badische-zeitung.de. Retrieved November 14, 2017 .
  89. ^ Hermann G. Abmayr: Railway construction sites - Bad consequences for passenger and freight traffic. (No longer available online.) In: ARD Plusminus . November 1, 2017, archived from the original on November 7, 2017 ; accessed on November 2, 2017 .
  90. ↑ Rastatt costs SBB almost 23 million euros. In: Verkehrsrundschau. Springer Fachmedien München GmbH, November 23, 2017, accessed on November 23, 2017 .
  91. ↑ Minirex AG / News , there under: Economic damage to the Rastatt lock : ERFA - European Rail Freight Association Asbl., NEE - Network European Railways eV and UIRR - International Association for Combined Transport Rail-Road scrl: Economic damage from the Rastatt Interruption - Impact assessment for the rail-based supply chain along the Rhine-Alpine Corridor 2017 .
  92. ↑ Martin U. Müller : Tunnel disaster in Rastatt cost billions. Spiegel online, April 21, 2018, accessed April 21, 2018 .
  93. ↑ sda / mr: Rastatt analysis takes longer . In: Eisenbahn-Revue International , 6/2018, p. 318.
  94. ↑ SWR.de: Blocked Rheintalbahn: Work in undamaged tunnel continues. swr.de, September 3, 2017, archived from the original ; accessed on September 3, 2017 .
  95. ↑ a b Tunnel construction in Rastatt continues. (No longer available online.) In: deutschebahn.com. Deutsche Bahn, September 3, 2017, archived from the original on September 4, 2017 ; accessed on September 3, 2017 .
  96. ↑ Rastatt: Tunnel construction in Rastatt continues. RegioTrends, September 3, 2017, accessed September 4, 2017 .
  97. ↑ a b Concrete plug removed . In: railway magazine . No. 6 , 2018, ISSN  0342-1902 , p. 26 .
  98. ↑ To clarify the accident in the Rastatt tunnel: further drilling necessary. In: ka-news.de. October 8, 2018, accessed August 7, 2019 .
  99. ↑ The search for the reasons continues: Results of the Rastatt tunnel accident not before mid-2019. In: ka-news.de. November 27, 2018, accessed March 5, 2019 .
  100. ↑ a b c d e The Rastatt tunnel will not go into operation before 2025 . In: Eisenbahn-Revue International . No. October 10 , 2019, ISSN  1421-2811 , p. 521 .
  101. ↑ a b Rastatt Tunnel: Further advance will not take place until the end of 2020 . In: Eisenbahn-Revue International . No. 4 , April 2020, ISSN  1421-2811 , p. 212 .