Wilfenberg tunnel

Wilfenberg tunnel
use	Railway tunnel
traffic connection	SFS Mannheim – Stuttgart
length	1006 m
Number of tubes	1
Largest coverage	25 m
construction
Client	German Federal Railroad
building-costs	approx. DM 31 million (status: approx. 1984)
completion	December 4, 1985 (carbon copy)
business
operator	DB network
release	1991
location
Coordinates
West portal	49 ° 3 ′ 28 " N , 8 ° 46 ′ 44" E
East portal	49 ° 3 ′ 5 ″ N , 8 ° 47 ′ 21 ″ E

Map with all coordinates: OSM | WikiMap

The Wilfenberg Tunnel is a 1006 m long railway tunnel on the Mannheim – Stuttgart high-speed line, southwest of the Baden-Württemberg community of Oberderdingen .

course

The structure drives under the hilly foothills of the Stromberg , a mountain ridge up to 477 m high that runs between Bretten and Bietigheim . The L 1103 state road will also be driven under.

It lies between the route kilometers 60.425 (west portal) and 61.531 (east portal).

The route runs in a southerly direction in a left-hand curve, the gradient drops at a continuous 8 per thousand towards the south portal.

The cross-section has a clear width of 13.0 m and a clear height of 8.10 m (in the area of mining construction) or 8.20 m (open construction).

The tunnel cuts through layers of the Quaternary and the Middle Gypsum horizon . In two places it was covered with excavated material.

history

planning

According to the planning status of 1973, the Wilfenberg was to be driven under in a 300 m long tunnel.

The municipality of Oberderdingen rejected the new line fundamentally. She cited an unsecured economic viability as well as noise pollution that was described as unreasonable. The new line was to be run completely underground.

When the route was approached to the municipality in the course of the planning, resistance to the project intensified: A law firm was commissioned to search for formal errors, while the municipality refused DB representatives access to the land register and withheld the information necessary for the planning.

At times, a deep cut was planned to replace the current tunnel . The tunnel was not planned in 1978 and was created in the course of the 135 million DM package agreed in November 1978 between Federal Transport Minister Kurt Gscheidle and Baden-Württemberg's Prime Minister Lothar Späth . At the same time, the gradient in this area was lowered. Ultimately, the local council approved the changed route.

The tunnel was created by lowering the route. According to the Federal Railroad, the structure had become necessary due to the associated elevation.

In the planning and construction phase, the structure was part of the planning approval area 10a of the new line.

construction

The structure with a length of 1006 m had already been planned at the beginning of 1983.

Most of the tunnel was built using the cut-and-cover method, the northern 250 m using the mining method.

The tunnel was cut through on December 4, 1985 as the first tunnel on the line . It was put into operation together with the high-speed line in June 1991.

The sponsorship was Barbara Shepherd adopted.

The Wilfenberg Tunnel consortium , consisting of the Ed. Züblin , Philipp Holzmann and Porr .

Individual evidence

↑ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k Deutsche Bundesbahn, project group M / S of the Bahnbauzentrale, Department 48 N: New Mannheim – Stuttgart line: Wilfenberg tunnel . Two-page data sheet, approx. 1984.
^ Hans-Wolfgang Scharf: The railway in Kraichgau. Railway history between the Rhine and Neckar . EK-Verlag, Freiburg (Breisgau) 2006, ISBN 3-88255-769-9 , p. 44 .
↑ Deutsche Bundesbahn, Central Transport Management: Explanatory report on the planning of the new Mannheim - Stuttgart line . October 1973, file number 400a / 411a.4002 / 4123 Nv (Mhm – Stg). S. 8. (available at the Generallandesarchiv Karlsruhe ).
↑ ^a ^b ^c ^d Erich Fein, Dietrich Neidhardt: New Mannheim – Stuttgart line: A project is taking shape. In: Die Bundesbahn , issue 10/1981, pp. 807–816.
^ ^A ^b Ernst Rudolph: Railway on new paths: Hanover – Würzburg, Mannheim – Stuttgart. Hestra-Verlag, Darmstadt, 1989, ISBN 3-7771-0216-4 , pp. 95, 108 f.
↑ Municipalities defend themselves against the rapid transit compromise. In: Ludwigsburger Kreiszeitung , November 11, 1978.
↑ New Mannheim – Stuttgart line. Overview map 1: 100 000 . As of January 1983.
^ Announcement of the new Mannheim – Stuttgart line: longest tunnel knocked through. In: The Federal Railroad . 1988, No. 8, pp. 754 f.

[db-1984-1] ↑ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k Deutsche Bundesbahn, project group M / S of the Bahnbauzentrale, Department 48 N: New Mannheim – Stuttgart line: Wilfenberg tunnel . Two-page data sheet, approx. 1984.

[scharf-2006-44-2] Hans-Wolfgang Scharf: The railway in Kraichgau. Railway history between the Rhine and Neckar . EK-Verlag, Freiburg (Breisgau) 2006, ISBN 3-88255-769-9 , p. 44 .

[db-1973-10-3] Deutsche Bundesbahn, Central Transport Management: Explanatory report on the planning of the new Mannheim - Stuttgart line . October 1973, file number 400a / 411a.4002 / 4123 Nv (Mhm – Stg). S. 8. (available at the Generallandesarchiv Karlsruhe ).

[bundesbahn-1981-807-4] Erich Fein, Dietrich Neidhardt: New Mannheim – Stuttgart line: A project is taking shape. In: Die Bundesbahn , issue 10/1981, pp. 807–816.

[rudolph-1989-95-5] A ^b Ernst Rudolph: Railway on new paths: Hanover – Würzburg, Mannheim – Stuttgart. Hestra-Verlag, Darmstadt, 1989, ISBN 3-7771-0216-4 , pp. 95, 108 f.

[lkz-1978-11-11-6] Municipalities defend themselves against the rapid transit compromise. In: Ludwigsburger Kreiszeitung , November 11, 1978.

[db-1983-01-7] New Mannheim – Stuttgart line. Overview map 1: 100 000 . As of January 1983.

[bundesbahn-1988-8-8] Announcement of the new Mannheim – Stuttgart line: longest tunnel knocked through. In: The Federal Railroad . 1988, No. 8, pp. 754 f.