Bridges on the high-speed line Hanover – Würzburg

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The page gives an overview of the most important bridges on the high-speed line Hanover – Würzburg .

Due to the difficult terrain with mountains and valleys, numerous bridges with a total length of 30 kilometers were built for the high-speed route Hanover – Würzburg , 43 of which were valley bridges. This corresponds to 9.17 percent of the route.

construction

Cross-section of the standard superstructures
Rombachtal bridge with A-frame

For the bridges of the first two new high-speed lines (in addition to Hanover-Würzburg, the high-speed line Mannheim-Stuttgart ), a largely standardized construction was sought in order to simplify the design and achieve economic advantages through the most uniform components possible.

The planning of the bridges is based on the framework planning for the valley bridges of the high-speed lines, which was submitted in March 1980 as a draft with a binding character by the Central Transport Management of the German Federal Railroad . This regulation allows deviations only in particularly well-founded exceptional cases. Due to the functional requirements of the new line bridges, mostly only girder bridges made of single-span girders were considered; in exceptional cases arched or frame bridges were implemented. The aesthetics of the girder bridges should be improved through various measures (e.g. slimming the pillars and wide overhangs of the deck slab, etc.). The length of the superstructures is up to 180 m. A fundamental requirement was the interchangeability of the superstructures, that is, it is possible to move the superstructures to the side and insert new superstructures. In 2008, Deutsche Bahn moved away from this requirement for new bridges.

The approximately 14-meter-wide valley bridges are dimensioned according to the standard cross-sections specified by the Deutsche Bundesbahn for two tracks with a continuous ballast bed and for the payload from the UIC 71 load model .

Except for the Werra Valley Bridge Hedemünden with a steel composite box girder and the Fulda Valley Bridge Kragenhof with a steel composite framework, all other valley bridges on the railway line have a prestressed reinforced concrete box girder as a superstructure. Most prestressed concrete beams have standard support widths of 44 meters or 58 meters with construction heights of 4.0 meters or 5.3 meters and are designed as single-span girders , more rarely as continuous girders . Only the part of the bridge over the Main of the Gemünden Main Valley Bridge is a frame construction. The advantage of single-span girder bridges is the possibility of doing without rail extensions for bridge heights of up to 25 meters . In contrast to the normal pillar, reinforced concrete arches are used as substructures for the Main Valley Bridge Veitshöchheim and the Wälsebachtal Bridge . A-frames as a construction element to divert braking forces at high valley bridges have four bridges, the Rombachtalbrücke , the Fuldatalbrücke Morschen , the Pfieffetalbrücke and the Mülmischtalbrücke .

In the mid-1970s, a concept was available for the viaducts of the two new lines that provided for five different standard pillar spacings depending on the pillar height. Based on this, the corresponding superstructures in prestressed concrete, steel and composite construction were developed. As a rule, single-span beams should be used. Braking forces on high bridges should be connected by so-called control rods - steel rods clamped between the abutments, non-positively connected to the superstructures, which transfer braking forces into the abutments.

Work on the framework drafts for the structures on the new line began in 1976.

particularities

Main valley bridge Gemünden

At 135 meters, the Gemünden Main Valley Bridge has the largest span of a prestressed concrete girder bridge for railway overpasses in Germany. The highest bridge is the Rombachtalbrücke near Schlitz, which spans the Rombachtal at 95 meters. It is the railway bridge in Germany with the highest pillars and the second highest railway bridge after the Müngsten bridge . The longest bridge on the route is the Fuldatalbrücke Solms with 37 fields and a length of 1628 meters. When it was completed, it was the longest German railway overpass made of prestressed concrete. The largest and most expensive overpass structure was the second longest structure, the Fuldatalbrücke Morschen, with around 70,000 cubic meters of concrete and around 60 million DM. The arch of the Main Valley Bridge Veitshöchheim has the largest span at 162 meters.

Compilation

Name of the bridge Distance
kilometers		 Total
unsupported length (m)		 Number
of fields		 Control
unsupported length (m)		 Height (m) particularities
Bridge over L 485 37.3 135 6th 25th 16
Kassemühle Viaduct 45.8 690 23 30th 28
Ohlenrode valley bridge 56.2 968 22nd 44 27
Mahmilch Viaduct 60.0 200 8th 25th 15th
Gande Viaduct 61.1 396 9 44 36 Continuous beam
Aue valley bridge 64.3 1056 24 44 38
Rhume Bridge 78.4 554 22nd 25th
Grundbachtal Bridge 105.1 450 15th 30th 25th
Werra valley bridge Hedemünden 120.5 415 5 96 59 Steel composite structure
Fulda valley bridge Kragenhof 133.2 250 4th 58 30th Steel composite structure
Fuldatalbrücke Fuldabrück 151.7 422 9 44 22nd
Schwarzenbach valley bridge 156.2 660 15th 44 33
Dry Mülmisch valley bridge 159.7 320 8th 40 35
Mülmisch valley bridge 161.7 870 15th 58 74 A-frame in the middle of the bridge
Breitenbach valley bridge 163.1 440 10 44 48
Kehrenbach valley bridge 167.1 308 7th 44 25th
Pfieffe valley bridge 169.2 812 14th 58 59 A-frame in the middle of the bridge
Fulda valley bridge Morschen 173.8 1450 25th 58 75 A-frame in the middle of the bridge
Heidelbach valley bridge 178.2 390 13 30th 32
Geisbach valley bridge 192.0 396 9 44 35
Erzebach valley bridge 192.4 308 7th 44 23
Eckerteroder valley bridge 194.0 75 3 25th 17th
Wälsebach valley bridge 198.2 721 28 25.5 40 four arches
Aula viaduct 202.9 880 20th 44 45
Hattenbach valley bridge 204.4 308 7th 44 28
Fulda valley bridge Solms 206.1 1628 37 44 29
Schwarzbach valley bridge 211.7 748 17th 44 51
Rombach valley bridge 218.5 986 17th 58 95 A-frame in the middle of the bridge
Fliedetal Bridge 240.4 240 6th 40 18th
Northern Fliedetal Bridge 242.7 880 20th 44 25th
Southern Fliedetal Bridge 243.8 628 14th 44 28
Kalbach valley bridge 250.8 364 8th 45.3 33
Mottgers Sinn Viaduct 262.2 427 17th 25th 10
Zeitlofs valley bridge 267.4 704 16 44 32 Continuous beam
Dittenbrunn hillside bridge 271.9 396 9 44 24 Continuous beam
Obersinn Viaduct 273.5 176 4th 44 24
Middle sense valley bridge 274.9 150 5 30th 22nd
Sinn valley bridge in Schaippach 289.0 422 10 42.5 23
Main valley bridge, Gemünden 291.1 794 12 55 27 Frame bridge
Bartelsgraben valley bridge 311.8 1160 20th 58 55 Continuous beam
Leinach valley bridge 313.3 1232 28 44 32
Bärn Viaduct 319.0 71 3 21st 11 Continuous beam
Main valley bridge Veitshöchheim 321.3 1280 29 53.5 32
Dürrbachtal valley bridge 324.8 128 4th 28 10 Continuous beam

development

According to the planning status of 1975, eleven percent of the route should run on valley bridges and two percent on railway bridges.

According to the planning status from 1982 bridges with a total length of 32, 34 km or 36 km were planned on the route. At the beginning of September 1983 this value was 32 km, also at the beginning of October 1984.

In the 94 km long southern section, a total of 9 km run on railway bridges today. By the end of August 1981, six bridges with a total length of 1,922 m and a total order volume of 56 million DM had been awarded in this section. At that time, a bridge share of ten percent of the total length of the route was calculated for the 83 km long southern section. At the beginning of 1984, work on 11 large railway bridges with a total length of 6.4 km was carried out in the southern section. The award amount was around 170 million DM.

In the 111 km long middle section of the route (from the Hessian - Lower Saxony state border north of Kassel to the Fliedetalauen south of Fulda ) are 66 of the 267 bridges of the route, including 22 large valley bridges from 75 to 1628 m in length. The total costs (planning status: 1984) were 0.49 billion D-Marks. This corresponded to twelve percent of the total cost of the middle section. By mid-1988, nine large viaducts with a total length of almost five kilometers had been completed in this section. Ten of the 22 viaducts (13.7 km total length) in the central section were commissioned to build them at the beginning of October 1984.

Of the 133 route kilometers in Lower Saxony, eight are located on 123 bridges. In 1979, seven valley bridges with a total length of 4,200 m were planned in Lower Saxony. A total of 194 bridge structures were planned in this section, of which 121 were railway bridges and 73 road bridges. Of the railway bridges, in addition to the 7 valley bridges, 15 elevations (more than four openings, a total of 3,400 m) and 99 “normal” railway bridges were planned.

According to the state of planning in 1982, tunnels and bridges accounted for around half of the total cost of the route.

At the end of 1981, the pure construction costs (substructure) of bridges, tunnels and earthworks in the southern section were rated at a ratio of 2.4: 2.4: 1. At the beginning of 1984, the cost ratio of earthworks, tunnels and railway bridges in the southern section of the line was rated at a ratio of 1: 6: 8 on the basis of the awards made up until then. The length share of around eight percent in the first two German new lines (Hanover – Würzburg and Mannheim – Stuttgart) is more than twice as high as in the existing network.

After experience with the Main Valley Bridge in Gemünden , Fritz Leonhardt's office was commissioned at the beginning of the 1980s to revise the framework planning for bridges.

See also

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 .
  • Joachim Seyferth: The new lines of the German Federal Railroad ( rail- book 1) . Josey-Verlag, Wiesbaden 1983, ISBN 3-926669-00-4 , pp. 52-61.

Web links

Commons : New Hanover – Würzburg line  - collection of images, videos and audio files

Individual evidence

  1. ^ Heinz Bubel: The technical design of the new lines of the Deutsche Bundesbahn . In: The Railway Engineer . January 1977, ISSN  0013-2810 , pp. 11-18.
  2. ↑ Michael Baufeld: The railway is building bridges again . In: Hartmut Mehdorn (Ed.): Eisenbahnbrücken - Ingenieurbaukunst und Baukultur , Eurailpress -Verlag, Hamburg 2009, ISBN 978-3-7771-0398-3 , p. 137
  3. ^ Helmut Maak: Design and integration of the landscape of the new lines of the German Federal Railroad . In: Concrete and reinforced concrete construction . 81st year (1986), No. 2, pp. 49-53
  4. ↑ a b c d 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 .
  5. ↑ DB Netze (Ed.): Guide to designing railway bridges . 1st edition 2008, p. 91.
  6. ↑ a b Central Transport Management of the German Federal Railroad (Ed.): New lines of engineering structures: bridges, tunnels, elevated railways, supporting structures . Brochure (28 pages) from November 1975, pp. 6, 8
  7. ^ Hans Siebke: Bridges and tunnels for new routes . In: Reiner Gohlke , Knut Reimers (Hrsg.): The new railway . Hestra-Verlag, Darmstadt 1985 ( Yearbook of the Railway System. Volume 36), pp. 52–63.
  8. ^ Günter Seitz: Un usual applications of the incremental launching method , IABSE Symposium, Leningrad, USSR 1991
  9. ^ DB project group Hanover-Würzburg (North) (ed.): New line Hanover-Würzburg: Sorsum, Klein Escherde, Groß Escherde . Leporello (14 pages) as of December 1, 1982.
  10. ^ DB project group Hanover-Würzburg (North) (ed.): New line Hanover-Würzburg: Samtgemeinde Sibbesse. , Brochure (18 pages, folded) as of August 1, 1982.
  11. ↑ a b Gunther Ellwanger: TGV system Paris – Southeast cannot be transferred to German conditions . In: Die Bundesbahn , vol. 58, no. 10, 1982, ISSN  0007-5876 , pp. 755-758.
  12. ^ DB project group Hanover-Würzburg (North) (Ed.): New line Hanover-Würzburg: Sehlem, Harbarnsen, Netze . Leporello (14 pages) as of September 1, 1982.
  13. ^ DB project group Hanover-Würzburg (North) (Ed.): New Hanover-Würzburg line: Rosdorf, Mengershausen , brochure (12 pages, folded) as of September 1, 1983
  14. ^ DB project group Hanover-Würzburg (North) (ed.): New Hanover-Würzburg line: Jühnde , brochure (14 pages, folded) as of October 1, 1984.
  15. ^ A b Helmut Maak: New Hanover – Würzburg line, start of construction in the southern section . In: The Federal Railroad . Vol. 57, No. 10, 1981, ISSN  0007-5876 , pp. 801-806.
  16. ↑ Deutsche Bundesbahn, project group Hannover – Würzburg center of the Federal Railway Directorate Frankfurt (ed.): The new line Hannover – Würzburg. The Kassel – Fulda section , brochure (46 pages), as of October 1984, pages 8, 12, 36, 40
  17. ↑ Dirk von Harlem, Ulrich Huckfeldt: To the north, then always straight ahead . In: Eisenbahn-Kurier , issue 9/1988, p. 30 f.
  18. ^ Deutsche Bundesbahn, Project Group H / W Mitte (Ed.): Brief Information No. 4/84 . Frankfurt, October 5, 1984, 2 A4 pages
  19. ^ Project group of the NBS Hanover of the Bahnbauzentrale (publisher): New line Hanover – Würzburg: The Northeim - Göttingen section , brochure, 44 A4 pages as of May 1988, p. 4
  20. ↑ Helmut Weber, Walter Engels, Helmut Maak: The new Hanover – Würzburg line . In: Railway technical review . 28, No. 10, 1979, pp. 725-734.
  21. ↑ Helmut Maak: Earth, rock and tunnel structures, the main cost bearers of the substructure of traffic routes . In: Die Bundesbahn , issue 7/1988, ISSN  0007-5876 , p. 399.
  22. ^ Fritz Leonhardt : Master builder in a revolutionary time . Deutsche Verlagsanstalt, Stuttgart 1984, ISBN 3-421-02815-X , p. 300 f.