Wandersmann-Nord-Tunnel

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Wandersmann-Nord-Tunnel
Wandersmann North tunnel
Official name Wanderer North
use Railway tunnel
traffic connection Breckenheim – Wiesbaden
place Hofheim am Taunus
length 1090 or 1145dep1
Number of tubes 2
Largest coverage 20 m
construction
start of building February 19, 1999
business
operator DB network
location
Wandersmann North Tunnel (Hesse)
Red pog.svg
Red pog.svg
Coordinates
North portals 50 ° 4 ′ 0 ″  N , 8 ° 22 ′ 46 ″  E
South portals 50 ° 3 ′ 35 "  N , 8 ° 22 ′ 52"  E

The Wandersmann Nord Tunnel (also: Tunnel Wandersmann Nord ) is a 1.1 km long, double-tube tunnel on the Breckenheim – Wiesbaden line .

It marks the northern end of the 13 km long route that connects the state capital Wiesbaden to the high-speed route towards Cologne .

At Wallau , near the Wiesbadener Kreuz junction , it passes under the federal motorway 3 . The eastern tube also passes under the high- speed route leading to Frankfurt without any elevation .

The tunnel takes on two slab tracks (type Rheda-Dywidag ) with line train control , which can be driven at 160 km / h as planned.

Surname

The tubes are named Wandersmann after a sandstone obelisk , which is a memorial to the street built between Wiesbaden and Höchst in 1813 under Friedrich August Duke of Nassau . After a construction hut was located at this location during the construction phase, an inn was opened, which was renamed Zum Wandersmann in 1850 and demolished in 1958. The Wandersmann obelisk stands today, after having been moved twice (most recently in 1982), between the A66 and A3 on the Wallau side.

course

The tunnel is divided into the east running tube North 1 (1145 m), which takes trains to Wiesbaden as scheduled, and North 2 (1090 m) for trains to Cologne . The north 2 tube also crosses under the new line south of the Breckenheim junction . The federal motorway 3 is crossed in a south-westerly direction with an overburden of around 20 meters.

An emergency exit leads to the surface immediately east of the high-speed line. Two cross tunnels , each around 20 m long, lead from both tubes to a central shaft that leads to the surface via stairs. The western tunnel is less than ten meters below the high-speed route. A rescue area is reached via further stairs.

The Wandersmann-Süd-Tunnel connects to the tubes in a south- westerly direction .

geology

The tunnel is in a tertiary Rupelton of varying consistency , which lies on a strongly clayey gravel - sand mixture.

history

planning

At the end of 1995 the planned length of the structure was 1000 m.

The shield driving method was specified in the plan approval decision based on the geological and hydrological conditions . The adjacent material (clay, with a strongly clayey sand-gravel mixture) would easily slip off with conventional tunneling methods and pose a danger to the miners .

construction

The tunnel is part of construction lot C of the new line and was built by a working group . The tunnel sponsorship had Heidemarie Wieczorek-Zeul accepted. During the construction phase, the tunnel was accordingly referred to as the Heidemarie tunnel .

The tunnels were driven from two excavation pits west of the federal motorway, initially with an overburden of 6.5 m. By lowering the groundwater , the stability of the slope was increased using large bored piles before the construction work began . In mid-1998 the excavation pits for the tunnel were under construction. In addition, the water table in this area was lowered during the construction period.

The tunneling of the Wiesbaden - Cologne tube took place between December 1998 and July 1999. The symbolic tunnel construction was celebrated on February 19, 1999. The second tube was built between January and April 2000. Between the two construction phases, the machine was dismantled in the northern target pit and transported back to the starting pit. After completion of the second drive, the inner part of the shield machine was dismantled, the outer part remained in the ground and served as an outer shell in this area.

The two northern portals of the tunnel at the Breckenheim junction. The two high-speed tracks run in the middle (view towards Frankfurt).

Due to the difficult geological conditions ( clayey gravel and sand mixture), the tubes - as the only tunnel on the new line - were driven by shield driving . A shield tunneling machine 40 m long, 11.5 m in diameter and 460 t in weight was also used. The drive was carried out by 25 hydraulic presses with a total feed force of 6,150  tons . With the machine, the two middle sections of 760 and 992 meters in length were driven under. The excavated cross-section was 104 m². The tunnel was temporarily secured by means of waterproof tubbings that were installed with a special excavator. Six concrete elements, each 1.20 m wide and 6 m long, each form a segment. The final expansion was carried out using a 45 cm thick, watertight reinforced concrete inner shell made of B25 / B35 waterproof concrete . The 10 m long shield was pushed into the ground in steps of 1.20 m each. Two special excavators on each level removed material. The material was then loaded onto trucks via conveyor belts and then taken out of the tunnel.

At the beginning of the drive, there were breakouts due to unexpected loose material. After the first shield drive, the mountains were frozen over a length of 15 m until solid areas were reached. When driving the second tube, the mountain was secured by means of a double tube umbrella; Modifications to the shield machine and more favorable ground conditions had a positive effect.

During the construction phase of the tunnel, other structures were built in its vicinity, including a. the high-speed route running over it. A comprehensive measuring program was set up to avoid surface deformation - especially with regard to slab-sensitive slab tracks .

The lower half of the emergency exit shaft was built using mining techniques, the upper half using an open construction method. The terrain was lowered at its upper edge.

After nine months of construction, the tunnel was broken through in mid-July 1999. The last breakthrough of the seven tubes in section C took place at the second tube of the tunnel. The construction time was a total of three and a half years.

On October 22, 1999, an open day took place on the construction site.

The shield jacket was left in the mountain, thus avoiding dismantling the machine.

Web links

Individual evidence

  1. DB Netz AG : fahrweg.dbnetze.de/trassenpreisauskunft ( Memento from May 13, 2012 in the Internet Archive ) Track price software 2011. (Status: October 2010): 13,039 m route length between Breckenheim and Wiesbaden Hbf .
  2. ^ Adolf Metzler: From the history of the village Wallau / Taunus. 1982.
  3. Without author: Ascent and descent on a new route . In: Eisenbahn Journal , special edition 3/2002, ISBN 3-89610-095-5 , pp. 67–77
  4. a b c d e f g h i j k l Hartmut Schorlig: A tunnel made of two tubes. In: DB ProjektBau (Ed.): New Cologne – Rhein / Main line. Bridges and tunnels. Frankfurt. Pp. 98-103.
  5. ^ Deutsche Bahn, network division, project management for the Cologne – Rhein / Main line (ed.): Route map for the new Cologne-Rhein / Main line. Map from November 1995, Frankfurt 1995.
  6. a b on-site meeting with the Federal Minister of Transport; Wandersmann-Nord shield drive . In: On the subject. ZDB -ID 2115698-0 , issue September 1998, p. 8.
  7. a b c d e Two tubes - one tunnel . In: On the subject , ZDB -ID 2115698-0 , edition 3/2001, June 2001, pp. 9-11.
  8. Citizens and railways see light at the end of the tunnel. In: Frankfurter Rundschau , February 20, 1999.
  9. A concept takes shape . In: On the subject , ZDB -ID 2115698-0 , issue July 1998, pp. 4-7.
  10. On the subject , ZDB -ID 2115698-0 , special edition 2002, p. 16.
  11. DBProjekt GmbH Cologne – Rhein / Main, project management (publisher): New Cologne – Rhein / Main line: construction section, middle, Lot C: Hünstelden – Eddersheim / Nordenstadt , brochure (16 pages), Frankfurt am Main, September 1998, p. 4
  12. Without author: The project for the new Cologne – Rhine / Main line . In: Eisenbahn JOURNAL: Tempo 300 - The new Cologne – Frankfurt line . In: Eisenbahn Journal , special edition 3/2002, ISBN 3-89610-095-5 , pp. 34–63.
  13. Rupert Sternath: tunnels in the project new Cologne-Rhine / Main . In: DB ProjektBau GmbH, Frankfurt (ed.): New Cologne – Rhine / Main line. Bridges and tunnels . Without ISBN, pp. 44–49.
  14. ^ Message Resounding success: Miners see light at the end of the rail tunnel , July 15, 1999, No. 161, 1999, p. 65.
  15. Dipl.-Ing. (Fh) G. Blaasch: The new line between Cologne and Frankfurt. In: bauportal-digital.de. Retrieved November 29, 2018 .
  16. Joachim Seyferth: The tunnel book (=  SCHIENE -Photo . Volume 6 ). 1st edition. Joachim Seyferth Verlag, Wiesbaden 2006, ISBN 978-3-926669-06-3 , pp. 104 .