Weinberg tunnel
| Weinberg tunnel | ||||
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 Tunnel portal near Oerlikon: S-Bahn leaves Weinberg tunnel on the left, the Wipkingertunnel is in the middle , and the Käferberg tunnel on the right
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| use | Railway tunnel | |||
| traffic connection | Diameter line Altstetten – Zurich HB – Oerlikon | |||
| place | Zurich | |||
| length | 4.8 kilometers | |||
| construction | ||||
| Client | SBB | |||
| start of building | 2008 | |||
| completion | 2014 | |||
| business | ||||
| release | June 14, 2014 | |||
| map | ||||
 Weinberg tunnel in the railway network in the city of Zurich
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| location | ||||
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| Coordinates | ||||
| South portal | 683273 / 247936 | |||
| North portal | 682797 / 250887 | |||
Map with all coordinates: The Weinberg Tunnel is a 4.8 kilometer long railway tunnel of the Swiss Federal Railways (SBB) in Zurich , Switzerland . It was inaugurated on June 12, 2014 by Federal Councilor Doris Leuthard . Scheduled operations began on June 15, 2014 initially only with S-Bahn trains. Long-distance trains have been using the tunnel since the timetable change on December 13, 2015, when the two bridge structures between the main train station and Altstetten went into operation.
function
The single-tube, double-track tunnel forms the heart of the so-called Altstetten – Zurich HB – Oerlikon (DML) cross-city line, which forms the third railway line between Zurich main station and Oerlikon station . The main station, which was designed as a terminus , thus received a second underground diameter line, which, in addition to the Zurich S-Bahn, is also used as planned by a number of long-distance trains. It serves to increase capacity and also makes the change of direction in the terminus station on the Wiedikon – Oerlikon (since June 2014) and Altstetten – Oerlikon (from the end of 2015, with two additional viaduct structures) superfluous.
Tunnel course
The section of the Weinberg tunnel begins in the southern track apron of Zurich's main train station, at the level of the Langstrasse underpass and functionally continues the four tracks from the incision of the left bank of the Seebahn , which connects the S-Bahn double-lane Bahnhof Wiedikon - main station and the long-distance double-lane Thalwil - Zimmerberg - Base tunnel - main station contains. A double-lane ramp leads the route between Langstrasse and the central signal box underground into the actual tunnel structure, the portal of which is about 600 meters in front of the buffer stops of the track hall.
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In the underground, the Weinberg tunnel expands to four tracks to accommodate the “ Löwenstrasse station ” (tracks 31-34), around 16 meters below tracks 4 to 9 of the main hall. Analogous to the “Bahnhof Museumstrasse” running parallel to the north (tracks 41-44), the Sihl , the vault for the planned motorway city tunnel and the existing ShopVille are crossed. After the tunnel station, the Weinberg tunnel narrows again to a double lane and continues sloping down in a straight line to the east in order to cross under the Limmat and the Hirschengraben tunnel. After crossing under the university district , a long 180 ° curve to the northeast begins and the ascent to overcome the height difference between the Limmat Valley and the Glatt Valley . The districts Fluntern , Oberstrass and Unterstrass are crossed under , where the eponymous vineyard is located, a step between the Limmat and the Zürichberg .
In the Guggach area under the saddle between Zürichberg and Käferberg , the tunnel turns north and reaches the intersection of the Wipkinger line (HB - Wipkingen - Oerlikon) near the radio studio. In the cut into which the Käferberg line also flows, a detachment structure was created, whereby the Weinberg tunnel ends in two single-lane tubes, each with its own tunnel portal. The incision was expanded from four main tracks to six main tracks, which means that all three double lanes each have two continuous tracks up to Oerlikon station.
history
As part of the planning of the Zurich S-Bahn in the 1970s / 1980s, the Weinberg tunnel already appeared as a possible variant for the main S-Bahn line. When evaluating the variants, the canton of Zurich, as the ordering party for regional transport, ultimately decided on the Hirschengraben tunnel - Zürichberg tunnel variant . As part of the Bahn 2000 project , which is designed for long-distance traffic , the Weinberg tunnel was once again a topic for the Swiss Federal Railways (SBB) in order to reduce the heavy load on the Zurich railway junction somewhat. Due to the massive cuts in this project, the tunnel was off the table again. The unexpected success of the Zurich S-Bahn, which went into operation in 1990, the subsequent expansion of the service and the resulting capacity bottlenecks led to a new study by the Zürcher Verkehrsverbund (ZVV) at the end of the 1990s , which also included the old plans. In a dialogue with the SBB, an agreement was reached on the "Weinberg tunnel" variant, which also benefits long-distance traffic and therefore has to be co-financed by the federal government.
After an agreement was reached on the cost sharing of 60% by the SBB and 40% by the ZVV and the canton, the cantonal share of CHF 580 million in the overall DML project was presented to the voters of the canton of Zurich in September 2001 and received 82% of the votes approved.
The building permit for the Weinberg Tunnel was granted as part of the DML on December 22, 2006 by the Federal Office of Transport (BAV). The federal government will contribute 400 million CHF to the project from the infrastructure fund , around 200 million CHF are to be financed through the ZEB project (sub-point adjustment of Oerlikon station).
The Weinberg tunnel with the "Löwenstrasse station" and the connections to the railway lines to Oerlikon and Wiedikon were completed and tested on schedule in June 2014 and have been in regular operation since June 15, 2014. The other buildings for the integration into the Altstetten train station went into operation after another two years with a timetable change in December 2015.
Construction progress
In January 2007, work began on removing the two parking tracks in the southwest of Oerlikon station, which were last used for shuttle trains on the line to Regensdorf until the 1980s. In mid-2008, an unloading system for the delivery of gravel by rail will be built there. From the old MFO / BBC / ABB siding, which was connected to today's track 6 via a switch, nothing has been seen since the 1990s. After the construction work has been completed, parts of this area will be required to expand the Oerlikon train station to eight tracks. In the south of Oerlikon station there are installation sites for the construction work on both sides of the tracks; On the east side, where the goods shed stood until the 1980s, the tunnel boring machine for the rescue tunnel was installed in August 2008 .
Initial preparatory work included a series of nocturnal test explosions between February 19 and 22, 2007 at the radio studio . The vibrations affecting the surrounding buildings and in particular the 150-year-old Wipkingertunnel were measured . As a curiosity, it is mentioned during tours that the explosions could be heard on the radio; therefore, the news that Studio Bern produces may only be blown up.
From September 2007 to mid-2008, a 38 meter deep shaft with a 22 meter diameter was sunk. At its foot, in the assembly cavern, the tunnel boring machine was assembled, which is now driving the tunnel towards the city center.
The tunnel was pierced on November 22, 2010 at 12.21 p.m. in the shaft at Bahnhofquai directly in front of the main train station. On June 15, 2014, S-Bahn operations began in the new tunnel.
Construction of the tunnel
The rail tunnel as well as the rescue tunnel were mostly built with a tunnel boring machine (TBM) each. The rescue tunnel could be opened from the beginning of the mountain stretch with a small tunnel boring machine from Oerlikon. This was not possible with the rail tunnel, because the mouth of the tunnel on the Oerlikon side comes to lie in the cut at the Wipkinger tunnel. There were space problems in setting up the tunnel boring machine in front of the future tunnel, as this incision also had to be expanded at the same time without significantly affecting rail operations. It would therefore not have been possible to work at the same time. For this reason, a starting shaft was excavated at the Brunnenhof, which, however, did not come to lie above the tunnel axis, so that the tunnel boring machine was assembled in an assembly cavern next to the shaft in the tunnel axis. The route from the mouth of the tunnel to the assembly cavern was constructed using conventional driving while the start shaft was being sunk. The conventional tunneling section is 105 meters long. The following 4190 meters in the Molasse rock and 245 meters in the loose rock were excavated with the tunnel boring machine until the shaft at the south wing was reached. The tunnel boring machine had to be converted from rock to hydroshield operation underground so that the loose rock layer could be driven through. The tunnel boring machine was not used as a whole after the construction of the Weinberg tunnel. Only the reusable standard parts such as hydraulic cylinders and motors were removed and used on other machines. Of the 3000 ton machine, 1280 tons ended up in the scrap yard.
The tunnel boring machine for the railway tunnel was 220 meters long and the drill head had a diameter of 11.24 meters. The tunnel boring machine was operated in two shifts and was generally in use for 16 hours. The average daily advance rate was 18 meters.
The excavation was conveyed through the already excavated tunnel with a conveyor belt to the Oerlikon station, where a silo system and loading station were available. In full operation, up to 7,000 tons of excavated material were produced during the 16 hours. This excavation was carried with up to seven trains per day to Wilchingen in the canton of Schaffhausen, where it was used to renaturate a gravel pit.
Rescue concept
During the construction phase, all construction personnel, subcontractors and visitors will be equipped with active RFID tags. These allow precise monitoring of the number of people within the tunnel area in real time. The tags work with a range of more than 100 meters. This means that all people in the tunnel are recognized, including vehicles entering the tunnel at speeds of up to 25 km / h. Special portals at the tunnel entrance recognize the people, and in the event of danger, the number and position of the people to be evacuated are displayed on a fire brigade control station.
literature
- Peter Krebs, SBB (ed.): Diameter line - The miracle of Zurich . AS Verlag , Zurich 2014, ISBN 978-3-906055-18-3 .
Web links
- SBB project page on the Zurich cross-city link
- ZVV project page on the Zurich diameter line
- ZVV brochure on DML (PDF; 821 kB)
Individual evidence
- ↑ 20 minutes online, June 12, 2014
- ↑ A milestone for the diameter line. In: Neue Zürcher Zeitung. November 22, 2010, accessed November 22, 2010 .
- ↑ Diameter line the miracle of Zurich, page 108