Alpine railways
The main structural works started in 2007 and are scheduled to continue until 2014 for the Weinberg tunnel and Löwenstrasse station, 2015 for the bridges, with the works at Oerlikon due for completion in 2016. Construction of the Weinberg tunnel and Löwenstrasse station was tendered as one main contract for the basic infrastructure and two secondary contracts for the overhead contact wire and communications systems, while the works in Oerlikon and Altstetten are being carried out by Swiss Federal Railways (SBB). In September 2011, SBB awarded the contract for the main railway engineering works to the Arge Bahntechnik Durchmesserlinie consortium of RhombergBau, (lead contractor), ImpleniaBau, and Cablex. In July, following nine months of preparation, installation work began, starting with the Weinberg tunnel. The DML project has presented a number of constructional challenges. Building two new island platforms and four tracks for Löwenstrasse station 16m below platforms 4 to 9 of Zurich main station, which dates from 1847, under live operating conditions required some complex construction techniques, such as diaphragm walls, jetting and cut-and-cover. The new underground station will be accessed via 57 escalators and 10 lifts. A 35m-deep vertical shaft had to be sunk in Oerlikon before construction of Weinberg tunnel could begin. A tunnel boring machine (TBM) was assembled in the shaft and set up to work towards Zurich main station. The machine drove first through molasse rocks below some
The Durchmesserlinie project Zurich Oerlikon Oerlikon upgrading
Entrance to the double-track bore of the Weinberg tunnel. Photo: SBB
very sensitive structures, such as University Hospital, ETH Zurich and the studios of Swiss National Radio DRS. Excavated material was moved by conveyor belt to Oerlikon station, from where it was transported by rail to a landfill site. To pass beneath the River Limmat, just before reaching Zurich main station, the machine had to be modified to drive through groundwater- saturated unconsolidated sediments. The breakthrough at Zurich main station took place in November 2010 and the tunnel boring machine was subsequently dismantled.
The parallel tunnel for light vehicles
was broken through and connected to the main tunnel by cross passages every 500m. This provides a means of escape and rescue for passengers and staff.
South of Oerlikon, the existing line is being widened to accommodate two additional tracks. New retaining walls up to 28m high on both sides of the track are clad with sound-insulating panels to protect neighbouring properties from train noise. A rescue and equipment building will be built at the tunnel portal to serve Weinberg tunnel and the existing Wipkinger tunnel. It forms part of the tunnel escape and rescue concept and contains railway technical systems and rescue equipment.
Oerlikon station is being modernised and widened to provide space for the two additional tracks. The existing platforms and pedestrian subways are also being widened and the station’s eastern entrance expanded. To avoid adverse effects on rail operations, the infrastructure works (apart from tracklaying) are logistically serviced from the vertical shaft in Oerlikon. All materials and installation plant are lowered to tunnel level by a portal crane, while staff access is by lift. Weinberg tunnel has several safety
Zurich Alstetten Weinberg tunnel Letzigraben bridge Kohlendreieck bridge
Löwenstrasse through station
20 Zurich main station
features. A fire extinguishing water supply with a 200mm-diameter main pipe will be installed. Take-off points will be provided every 250m. Installation of low-voltage, fibre-optic, safety and security system cables in the pipe blocks of the tunnel side walkways started in August.
In the event of an emergency stop by a train in the tunnel, passengers will alight and move along an illuminated escape walkway at the side of the track to the nearest cross gallery to reach the escape and rescue tunnel. The escape and rescue tunnel also provides access
IRJ October 2012
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