page_title: Boßler Tunnel
section_title: Construction
hierarchical_section_title: Boßler Tunnel / History / Construction
caption_attribution_description: Deutsch: Boßlertunnel Abraumhalde Aichelberg
context_page_description: The Boßler Tunnel is a railway tunnel currently under construction as part of the new Wendlingen–Ulm high-speed railway. The tunnel is approximately 8,806 metres long, built as two parallel single-track tunnels. The tunnel runs between Aichelberg and Mühlhausen im Täle under the Roter Wasen and the Boßler mountain. It is one of a series of tunnels underneath the Swabian Jura range. When completed, it will be the longest tunnel on the line and the fifth longest tunnel in Germany.
context_section_description: Beginning in December 2012, the clearing work for site at portal Aichelberg began. 2013 should be a dam between the bridge, it has already been completed on the country road 1214. The bridge was completed the first building of the new line in 2011 
  In early 2012 it was planned to begin after the Site investigation to propel mid-2013  The excavation at 'intermediate attack Umpfental' 'began in July 2013.
  66 months are provided for the shell. The two tubes should be first built using the NATM. To accelerate the construction of three intermediate points were provided. As part of a plan amendment process an intermediate attack in 2008 was rejected. The planning of 2009 provides another intermediate attack in the form of a preliminary window tunnel, which is to be filled in after completion of the tunneling . The machine advance from the western portal was over a length of 2830 m. An advance from the eastern portal was not undertaken, due to the very steep flanks and environmental considerations. By mid-November 2014, 600 meters of intermediate advance had been completed.
  Of the 8,772 m long west tube, 8,745 m are being advanced in traditional drill & blast methods; portal structures are planned for the remaining 27 m. Of the 8,788 m long east tunnel, 8,761 m are being advanced using traditional drill & blast methods and 27. m using cut and cover for the portals. Together with the Steinbühltunnel, a total of 4.3 million cubic meters of material will be excavated. The machine advance should, according to the planning status of the end of 2013, begin not later than September 21, 2014.[well, did it?]
  Approximately 8,000 people attended a  Construction Site Open Day on November 8, 2014. Machine advance began symbolically. The actual machine advance was scheduled to begin in January 2015 pwell, did it?]
  After the overburden proved more solid than initially planned, in 2014, an extended machine advance was considered. Could machine advance be used?  Spätestens am 8. Dezember 2014 wurde der konventionelle Vortrieb ohne Angabe von Gründen gestoppt. Dabei waren bergabwärts 731 m und bergaufwärts bei 47 m. It was downhill 731 m and uphill at 47 m  The according to other sources for before Christmas in 2014  announced propelling start was delayed, according to web information indefinitely due to necessary fine adjustments to the machine 
  At the end of February 2015, the Federal Railway announced its intention to extend the machine advance In early March 2015, talks were held between German railway and contractors on the extension of mechanical tunneling  Due in part to lack of permits, the start of driving was delayed four months in total
  The machine advance finally began on April 14, 2015. The 120 meter long, 11.38. m high  machine, worth 29 million euros, is called  S 833  and was given the name  Kätchen. It was planned advance by 15 to 20 meters per day. The machine advance would take eight to nine months in the first tunnel tube.  After one kilometer of machines advance, very dry rock dust was unexpectedly encountered. Instead of the planned 20 meters per day, the machine advanced achieved as much as 30 meters. In July and August 2015, the advance was paused for five weeks in order to convert the logistics for a higher driving speed. On August 5, 2015, the advance was resumed  early September 2015 were with the machine 1.6 propelled km 
  The segments for the outer skin of the tunnel were made in a segment plant in Weilheim, seven days a week, in two shifts per day with 100 workers each. They are transported the 1.6 km  to the tunnel portal with a Feldbahn.
  On November 6, 2016, the machine finished the first tunnel.
  The structural work was done from 2013--2018 [really?] The tunnel is scheduled for completion in November 2019.
caption: Building site April 2016
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