Bartelsgrabental Bridge
Coordinates: 49 ° 53 ′ 19 ″ N , 9 ° 47 ′ 6 ″ E
| Bartelsgrabental Bridge | ||
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| Convicted |
High- speed line from Hanover to Würzburg |
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| place | west of Zellingen | |
| construction | Prestressed concrete box girder bridge |
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| overall length | 1160 m | |
| width | 14.3 m | |
| Longest span | 58 m | |
| Construction height | 4.75 m | |
| height | 55 m | |
| start of building | 1984 | |
| completion | 1986 | |
| location | ||
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The Bartelsgrabentalbrücke is a 1,160 m long double-track railway overpass on the high-speed line from Hanover to Würzburg . It is located at km 312, in the area of the communities of Zellingen and Leinach , northwest of Würzburg . The girder bridge is located in Lower Franconia west of Zellingen and spans the valleys of the Springsbach and Bartelsgraben as well as the road from Zellingen to Billingshausen . The track is at a maximum height of 55 m above the valley floor.
Location and course
The bridge crosses the drinking water protection area of the Spring Spring Zellingen , from which (as of 1983) a quarter of Würzburg's drinking water is obtained. On the basis of a one-year hydrological and exploration and evidence preservation program, a route was found in the planning phase on the eastern edge of the valley of the narrower protection zone, which could be approved under certain conditions.
The route initially describes a right curve of 10,000 m radius in a southerly direction and then turns into a straight line. The gradient drops continuously by 12.5 per thousand.
To the south, after a short dam, the Leinachtal Bridge joins the structure. To the north follows, after a section of open road, the Hohe Wart tunnel .
history
According to the planning status from the end of 1977, a length of 1232 m was planned for the structure. The course of the route and the gradient already corresponded to the structure realized later.
The overpass was built between 1984 and 1986, the cost was about 34 million DM.
The bridge was completed next to the 1,290 m long Veitshöchheim Main Valley Bridge as the last bridge in the southern section of the route.
The superstructure was constructed in sections from 48 m to 68 m in length with a feed scaffold every two weeks. The 900-tonne advancing armor was supported on one side on brackets that were attached to the pillars, and on the other side it was suspended from the already completed construction section.
In the planning and construction phase, the bridge was at construction kilometers 295 and 296.
construction
Substructure
The rectangular reinforced concrete pillars between 25 and 49 m high have a box-girder cross-section with a wall thickness of 35 cm. The longitudinal forces from the superstructure are placed in the middle of the bridge via three fixed pillars (wall thickness 46 cm), the braking forces are transferred into the subsoil via the abutments with the help of hydraulic brake dampers. The abutments and nine pillars are flat, ten pillars have pile head foundations with large bored piles .
The piles have a diameter of 1.5 m and a total length of 2900 m.
superstructure
The 20-field superstructure consists of four continuous girder sections separated by expansion joints , which are coupled to one another in a tensile and pressure-resistant manner in the longitudinal direction. These sections each have five fields with pillar spacing of 58 m. The cross-sectional shape is a single-cell reinforced concrete hollow box, prestressed in the longitudinal direction . The girders are 4.75 m high, have 60 cm thick inclined webs and a 5.3 m wide base plate. In addition, the deck slab is prestressed in the transverse direction with a superstructure width of 14.3 m.
literature
- Knut Reimers and Wilhelm Linkerhägner: Paths into the future. New construction and expansion lines of the DB . Hestra Verlag Darmstadt, 1987. ISBN 3-7771-0200-8
- Philipp Holzmann AG: Bartelsgraben Viaduct . Company prospectus.
Web links
Individual evidence
- ^ A b Helmut Maak: Design and landscape integration of the new lines of the German Federal Railroad . In: Concrete and reinforced concrete construction . 81st year (1986), No. 2, pp. 49-53
- ↑ Deutsche Bundesbahn, Federal Railway Directorate Nuremberg, Project Group H / W South of the Bahnbauzentrale (publisher): New line Hanover - Würzburg: Mühlberg Tunnel I. Driving, expansion, equipment and costs. Brochure, September 1983, 34 pp., 3
- ^ A b Helmut Maak : The draft of the new Hanover - Würzburg line, section of the Hessian / Bavarian border - Würzburg . In: Die Bundesbahn , year 53 (1977), issue 12, pp. 883-893, ISSN 0007-5876
- ↑ a b Helmut Maak : The new federal railway line between Main and Spessart (southern section Hanover – Würzburg) . In: Internationales Verkehrwesen , Volume 36 (1984), Issue 2 (March / April), pp. 126–132, ISSN 0020-9511
- ^ Deutsche Bundesbahn (Ed.): Status of implementation in the southern section of the new Hanover - Würzburg line (status: January 1986) . Press release (three pages), no place, no year
Auetalbrücke | Werra Valley Bridge Hedemünden | Fuldatalbrücke Kragenhof | Mülmisch Valley Bridge | Pfieffetal Bridge | Fulda Valley Bridge Morschen | Wälsebachtal Bridge | Fuldatal Bridge Solms | Rombachtal Bridge | Sinntalbrücke Zeitlofs | Main valley bridge Gemünden | Bartelsgrabental Bridge | Leinachtal Bridge | Main valley bridge Veitshöchheim