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Section H3-4- Radfeld/Wiesing Tunnel

The roughly 40 km long section of line Kundl/Radfeld-Baumkirchen represents the first part-section of the new access route north on the main line connecting Munich and Verona. A new twin-track route is planned for this section in addition to the existing Kufstein-Innsbruck line. The route is intended both for goods as well as passenger traffic. On account of objections resulting from the environmental compatibility test, an alternative solution by mining means had to be considered for crossing the River Inn using cut-and-cover. The BEG held a contest to obtain proposals. The idea emerged of a long shield tunnel, which would be the most environmentally compatible and in addition, most economical solution rather than the original short Inn crossing in conjunction with building the new two-track route for the Radfeld/Wiesing area. The Radfeld/Wiesing Tunnel is to be driven in the roughly 5.8 km long Münster part-section with a shield diameter of about 13 m with fluid-supported face. The segmental thickness amounts to 50 cm. ln the vault, a 20 cm thick fire protection layer is to be additionally installed. The subsoil around the tunnel cross-section is characterised by the transition from fluvial sediments that are rich in gravel in the roof to increasingly sandy sediments in the floor. The position of the layer boundaries greatly varies. Irregular banks of Dolomite are to be found in the target zone. A whole range of soil layers are present starting with sandy to slightly silty gravels, partially with coarser stones (Inn pebbles) right up to slightly sandy clayey silts (lacustrines). The face had to be supported through enriching the Suspension with additives in the permeable layers of soil. The groundwater table in the valley floor is located some 3 to 5 m below the surface of the terrain and approx. 11 to 13 m above the tunnel roof. In the area with maximum overburden the groundwater level is up to 30 m beneath the surface of the terrain and about 5 m above the roof. The tunnel's safety concept includes an escape and rescue concept, which foresees rescue shafts along the tunnel at gaps of some 500 m. On account of the topography and the maximum permissible depth for the rescue shafts of 30 m, the shafts are located in part some 140 m alongside the route. They are linked with the main tunnel by means of connecting galleries, which are to be produced with a clear 4 m diameter from the rescue shafts by the pipe-jacking method.

 

 

  • Country: Austria
  • Region: Tyrol
  • Tunnel utilization: Traffic
  • Type of utilization: Main-line rail
  • Client: Brenner Eisenbahn GmbH (BEG)
  • Consulting Engineer: Müller+ Hereth GmbH, Spiekermann GmbH, IMM Prof. Dr.-lng. B. MaidI- Dipl.-lng. R. MaidI
  • Construction Monitoring: Ingenieurbüro Vössing GmbH
  • Main construction method: Trenchless
  • Type of excavation: Shield machine (SM)
  • Lining: Reinforced concrete segments
  • No. of tubes: 1
  • Tunnel total length: 5,835 m
  • Cross-section: internal diameter: 11.23 m, external diameter: 12.63 m
  • Construction start/end: 2006 to 2010
  • Opening: 2011