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TUNNEL FEUERBACH S21

Cli­ent: DB Netz AG, Frank­furt
Pro­ject aut­hor: DB Pro­jekt Stutt­gart-Ulm GmbH
Con­s­truc­tion: ARGE Tun­nel Feu­er­bach
Part­ners: Bare­sel GmbH | Bert­schin­ger Bau GmbH | AUGUST REINERS Bau­un­ter­neh­mung GmbH
Tech. Manage­ment: Bare­sel GmbH
Com­mer­cial manage­ment: AUGUST REINERS Bau­un­ter­neh­mung GmbH
Object: DB Stutt­gart-Ulm pro­ject, PFA 1.5, lot 2 (main­line fee­der line from and to Stutt­gart main sta­tion — Stutt­gart Feu­er­bach)
Period: 2012

As part of the major Stutt­gart 21 pro­ject, AUGUST REINERS has been invol­ved in PFA 1.5, Lot 2 for the con­s­truc­tion of the Feu­er­bach tun­nel since May 2012. The over­all pro­ject includes the con­ver­sion of the ter­mi­nus sta­tion into an 8‑track, lower-lying through sta­tion for long-distance and regio­nal traf­fic. Com­pared to the cur­rent loca­tion of the main sta­tion, the future main sta­tion will be rota­ted by approx. 90 degrees. It will be con­nec­ted under­ground by fee­der lines from Feu­er­bach, Bad Cannstatt, Ober- and Unter­türk­heim and the Fil­der plain. 

The Feu­er­bach tun­nel beg­ins at the Feu­er­bach stop, for which the main line coming from Mann­heim is lowe­red at Borsig­straße. Via a new trough struc­ture to be built, a tun­nel with a cover con­s­truc­tion and after crossing under the SSB and S‑Bahn tracks by mining means, the main­line rail­way line will first be rou­ted to the new through sta­tion in a dou­ble-track tun­nel and then in two sin­gle-track tunnels. 

The over­all con­s­truc­tion pro­ject includes the fol­lo­wing ser­vices: Struc­tures using the cut-and-cover method: Retai­ning walls; pede­strian under­pass; res­cue access; trough struc­ture; cut-and-cover con­s­truc­tion; struc­tures using the mining method: Pra­gue access tun­nel (L=319m); Feu­er­bach bran­ching struc­ture (dou­ble-track, 320m); two sin­gle-track tubes of the rail­road tun­nel (1 x L=2,449m, 1 x L=2,426m); five con­nec­ting struc­tures; mining under­cut­ting of the SSB and S‑Bahn tracks in a rec­tan­gu­lar pro­file under the pro­tec­tion of a bored pile wall and a DSV advance support.

The main­line tun­nels to and from Stutt­gart — Feu­er­bach are dri­ven from an inter­me­diate hea­ding with three main hea­dings. The tun­nel por­tal of the ZA Pra­gue inter­me­diate hea­ding is loca­ted at the east por­tal of the exis­ting Pra­gue Tun­nel. The tun­nel has a total length of 319 m and a gra­di­ent of 7.11%. The two sin­gle-track tun­nels begin behind the Feu­er­bach bran­ching struc­ture and end at the tran­si­tion to Lot 3. They are 2,449 m and 2,426 m long respec­tively. Due to the par­tial tun­nel loca­tion in unle­a­ched, anhy­drite-bea­ring gyp­sum keu­per, dif­fe­rent cross-sec­tion types and thus con­stant adapt­a­tion of the tun­nell­ing work to the geo­lo­gi­cal con­di­ti­ons are neces­sary. Exten­sive grou­ting work is also plan­ned. This will be fol­lo­wed by the inner shell work. 

Prior to the con­s­truc­tion of the trough struc­ture and the tun­nel using the cut-and-cover method, exten­sive site cle­arance work is requi­red in the track area at the Feu­er­bach stop. This includes the con­s­truc­tion of a new pas­sen­ger under­pass and the con­ver­sion of the plat­forms. The exis­ting 2‑track long-distance rail­way line and sub­ur­ban rail­road line are to be swung into various inter­me­diate sta­tes and into a final state under rail­road ope­ra­tion so that the long-distance rail­way fee­der line can be built in an island posi­tion. The spe­cial tasks of this pro­ject are made up of num­e­rous influen­cing fac­tors. In addi­tion to the gene­rally cram­ped inner-city con­di­ti­ons, espe­ci­ally in the area of the Feu­er­bach stop, the local public trans­port ser­vice that has to be main­tai­ned there leads to con­sidera­ble time, space and logi­sti­cal rest­ric­tions. The main chal­lenges for the mining drive are the com­plex and sen­si­tive geo­lo­gi­cal con­di­ti­ons as well as the par­ti­cu­larly high emis­sion requi­re­ments in terms of noise and air pol­lu­tion con­trol. In addi­tion, the entire pro­ject is in the public eye, which requi­res a sen­si­tive approach. 

TECHNICAL DATA
Struc­tu­ral func­tion: Rail­way tun­nel
Tun­nel length: OBW 451 m | BBW 2,449 m / 2,426 m
Excava­tion volume: 475,000 m³
Con­s­truc­tion method: Shot­crete con­s­truc­tion method (blasting/excavation)
Tun­nel sup­port: pipe umbrel­las, anchors, sup­port arches, shot­crete, spi­les
Maxi­mum over­bur­den: 150 m
Mini­mum over­bur­den: 10 m