Elbe bridge in Hämerten
Coordinates: 52 ° 35 ′ 50 ″ N , 12 ° 0 ′ 8 ″ E
| Elbe bridge in Hämerten | ||
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| Convicted |
SFS Hannover – Berlin |
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| Subjugated | Elbe , km 394.6 | |
| place | Pounding | |
| construction | Steel truss bridge | |
| overall length | 809.87 m | |
| width | 14.3 m | |
| Longest span | 105.77 m | |
| Construction height | 12.75 m | |
| start of building | 1992 | |
| completion | 1996 | |
| location | ||
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The Elbe bridge Hämerten is a railway overpass of the high-speed line Hanover-Berlin and the Lehrter Bahn and at 810 meters the longest bridge structure on both lines.
The two bridges are located east of Stendal near Hämerten and span the Elbe and the non-diked foreland at river kilometer 394.6 .
Bridge from 1870
The first railway overpass of the Lehrter Bahn over the Elbe was built between 1868 and 1871 as a double-track bridge based on a design by Johann Wilhelm Schwedler from the Harkort'schen Bridge Construction Company for 2.4 million marks. It consisted of 19 bridge fields with a total span of 808.9 m. The individual spans, starting in the west, were 8 × 34.2 m - 40.5 m - 4 × 67.3 m - 2 × 18.4 m - 67.3 m - 3 × 40.5 m. A swing bridge with a clear width of 2 × 12.56 m was arranged in the Elbe for sailing ships .
The superstructures were girder bridges with steel lattice girders and an underlying carriageway. The longitudinal girders were designed as so-called Schwedler girders, the arched construction height of which approximately followed the course of the moment load. The line load was set at 37 kN / m per track. The foundations of the twelve pillars in the foreland area had a shallow foundation , the six river pillars were founded 9.0 m deep with wrought iron sink wells . The pillars, which are up to 4.3 m wide, were built with natural stone in cement mortar.
In the years 1894 to 1896, the swing bridge was replaced by a solid superstructure and the rotating pillar was demolished. In addition, all diagonals were stiffened from flat steel for the entire construction.
Bridge from 1926
Since the line loads had meanwhile increased to 80 kN / m per track, between 1923 and 1926 Friedrich Krupp AG built a new bridge construction with a center distance of 21 m to the first for 4.5 million marks upstream. The position of the pillars largely corresponded to the old bridge, only in the area of the Elbe was the span of the river bridge increased. The total span of the now 18-span bridge was 811.7 m. The individual spans were 8 × 34.2 m - 41.0 m - 2 × 45.1 m - 45.0 m - 67.0 m - 106.1 m - 67.0 m - 3 × 40.6 m.
The superstructures were steel framework constructions, the first nine fields in the foreland area with the carriageway on top, the remaining fields in the electricity area with the carriageway below, which consisted of structural steel St 48 with a total mass of 3400 t. The track spacing was 3.5 m. The concrete foundations of the twelve pillars in the foreland area had a shallow foundation , the six river pillars were founded 9.0 m deep with reinforced concrete caissons. The pillars were made of reinforced concrete . The superstructure of the old bridge was dismantled, all but two of the piers remained in place so that they could be reused for any four-track expansion of the line.
Bridge from 1947
On April 12, 1945, the two main pillars of the Elbe Bridge were blown up by the Wehrmacht , causing the superstructure to fall to a length of 240 m. On 12./13. April US troops occupied Stendal. They then stopped on the Elbe and did not advance further east. A memorial stone commemorates 25 German soldiers who died “in the battle for the railway bridge”.
A wooden temporary bridge built by Siemens-Bauunion from November 1945 onwards enabled the railway to operate again in the following year and a half, until the structure collapsed on March 18, 1947 due to an ice jolt. In the summer of 1947, the two destroyed pillars were therefore rebuilt and a 240 m long SKR-6 bridge (standardized steel truss bridge type Schaper - Krupp - Reichsbahn ) installed as a temporary superstructure. In this condition, now equipped with only one track and the permissible train speed reduced to 30 km / h, the bridge structure remained from September 1947 for almost five decades.
Bridges from 1994 and 1996
On June 28, 1990, an agreement in principle for the construction of a high-speed rail link (SBV) Hanover-Berlin along the existing Lehrter Bahn was concluded. In April 1991, the route was assigned as the German Unity Transport Project No. 4. The planning approval decision was issued on October 22, 1992, eleven months after the initiation of the procedure.
The construction contract was awarded to Krupp Industrietechnik GmbH , Hanover plant , in autumn 1992 . As the first major bridge structure of the German Unity Rail Transport Project, it was to be completed by the summer of 1994. The civil engineering and prestressed concrete work was awarded to Philipp Holzmann AG, head office in Hanover, in a separate contract.
The laying of the foundation stone was celebrated on November 11, 1992 at the western abutment. With three special trains, including the historic speed rail cars "flying Cologne", several hundred representatives from politics, industry and the companies involved in the construction were brought to the site. The Saxony-Anhalt Transport Minister Horst Rehberger laid the foundation stone. A copper box with the latest daily newspapers from Hanover, Berlin and Stendal, papers on the history of the Elbe bridges, architectural drawings and a certificate was built into the foundation stone. Both Deutsche Bahn were represented by Peter Münchschwander . Numerous citizens of the surrounding communities attended the event.
From April 19, 1993, the bridge train for the high-speed line was built on the route from 1870. It was completed on June 30, 1994. After commissioning on August 28, 1994, the approximately 5400 t heavy steel structure of the old bridge of the main line was dismantled. The new structure was finally moved on June 7, 1996 and by the end of 1996 the replacement structure for the main line (Lehrter Bahn) had been completed. The type of construction and spans of the two bridges, which are 20.64 m apart, differ slightly. Since the track spacing on the high-speed line is 4.7 m, 0.7 m larger than the standard, the superstructure width of the two bridges is correspondingly different. The minimum passage width on the Elbe was 100 m and the minimum passage height at the highest navigable water level was 6.5 m.
On the night of June 10, 2013, the Elbe bridge in Hämerten was closed as a result of the Elbe flood . In mid-June 2013, the stretch around the bridge (route km 191) was flooded over a length of 5 km. The bridge was not damaged. The main line was put back into operation on September 9th. Regular operation on the high-speed line started again on November 4, 2013.
Superstructures
The superstructure of the 18-span bridge consists of a western 12-span foreland bridge made of prestressed concrete, the 3-span river bridge made of steel and the eastern 3-span foreland bridge made of prestressed concrete. The steel truss bridge with the carriageway below was the first complete steel bridge that was built on a high-speed line operated by Deutsche Bahn. Horizontal forces from brakes are carried by the east abutment and the pillar between the steel bridge and the west flood bridge. This results in rail extensions at the west abutment and above the pillar between the steel bridge and the east flood bridge.
The total span is 809.87 m. It is composed of 12 openings with spans of 34.07 m - 34.25 m - 34.16 m - 34.21 m - 34.20 m - 34.21 m - 34.21 m - 34.20 m - 41.11 m - 45.18 m - 45.06 m - 43.62 m, from the three stream fields with 66.99 m - 105.77 m - 66.9 m and the three peripheral fields with 40.66 m - 40 .55 m - 40.52 m.
- Electricity bridge high-speed line
The three-span 240 m long river bridge has the continuous beam as a structural system in the longitudinal direction . The postless strut framework has a maximum span of 105.8 m and a system height of 11.0 m with a total height of 12.75 m. The center distance of the two vertical lattice girders is 11.5 m, the clear width 10.7 m. The spacing of the truss nodes varies between 11.75 m in the main span and 11.15 m in the side spans. The road surface for the ballast bed is designed as an orthotropic plate . The construction of the bridge, which weighs a total of around 2760 t, was carried out in sections at the east abutment. The construction was pushed in step by step over the previously completed eastern approach bridge, where auxiliary supports were arranged, and the stream opening.
- Current bridge trunk line
The type of construction, length and height correspond to the neighboring bridge. The line design speed of 160 km / h results in a smaller track center distance and a ballast thickness of 30 cm under the sleeper instead of 40 cm. This results in a width of 12.1 m for the bridge geometry, the center distance of the two vertical lattice girders is 9.8 m and the clear width is 9.0 m. The top chord, a hollow box section , has a height of only 0.5 m instead of 1.0 m, the height of the steel superstructure is 2.1 m, 40 cm less than that of the bridge on the high-speed line.
- Approach bridges high-speed line
The eastern 122 m long and the western 449 m long superstructure are prestressed concrete structures. The cross-sectional shape is a single-cell reinforced concrete box girder with inclined webs, and the building system is a continuous beam prestressed in the longitudinal direction . In addition, the deck is prestressed in the transverse direction. The maximum span is 45.18 m with a superstructure width of 14.3 m and a constant construction height of 3.4 m. The eastern superstructure was concreted with falsework in two sections, the western superstructure was constructed using the incremental launching method.
Foundation and substructure bridge high-speed line
In the foreland area, twelve existing, brick, 14.6 m long piers of the first bridge from 1870 could be reused after a repair, but new 1.5 m thick load-distributing beams had to be produced as pier heads. Due to the changed spacing between the pillars and the first bridge, two new pillars had to be built with a flat foundation.
Three river pillars had to be demolished and rebuilt, including the foundations , due to insufficient stability , especially in the case of a ship impact. The demolition to the upper edge of the old well was carried out inside a sheet pile wall box. Around this, new, approximately 14.7 m wide foundations made of underwater concrete were built up to the load-bearing ground, approximately 6 m deeper, onto which the pillar transfers its loads. The 12.3 m high river pillars have a maximum width of 4.4 m above the foundation and are accessible in the upper part.
The west abutment was rebuilt on the existing foundations. The eastern abutment had to be rebuilt due to the horizontal forces that had to be introduced, including the shallow foundation.
Western approach bridge
The high-speed route leads over the left bridge
View of the approach bridge to the west
A class 232 locomotive is towing a defective ICE 2 towards Berlin
literature
- Zwach: The new railway bridge over the Elbe near Hämerten. In: Journal of the Association of German Engineers , Volume 71, No. 16 (April 16, 1927), pp. 501–506.
- Lothar Christoph, Rudolf Seidel: The Elbe bridge at Hämerten - large bridge in the course of the high-speed rail connection Hanover-Berlin . In: Eisenbahntechnische Rundschau 42 , year 1993, issue 11, pp. 715–721.
- Lothar Christoph, Rudolf Seidel: The construction of the Elbe bridges near Hämerten as part of the high-speed and trunk line of the high-speed rail connection Hanover-Berlin . In: Edition ETR Ingenieurbauwerke , Hestra Verlag 2001, pp. 68–77, ISBN 3-7771-0290-3 .
- Michael Braun: The railway bridge near Hämerten in Saxony-Anhalt . Bautechnik 90 (2013), issue 2, pp. 113–119.
Individual evidence
- ↑ Rudolf Seidel, Hans-Georg Kusznir: The new railway bridge at Hämerten in the course of the high-speed railway connection Hanover-Berlin . In: Baukultur , Heft 3, 1994, pp. 34-39, ISSN 0722-3099
- ↑ a b c d Planungsgesellschaft Hannover -Berlin mbH (ed.): Schnellbahn connection Hannover - Berlin: Construction work in the state of Saxony-Anhalt . Brochure, Hanover, March 1995, title page, pp. 12 f, 24 f.
- ↑ Allocated steel truss railway bridge over the Elbe . In: Railway technical review . tape 41 , no. 11 , 1992, ISSN 0013-2845 , pp. 711 .
- ↑ a b It started now in Brandenburg too . In: Planungsgesellschaft Bahnbau Deutsche Einheit mbH (publisher): Info-Brief , ZDB -ID 2668166-3 , issue 2/1996, July 15, 1996, p. 6.
- ↑ Christian Endt: Setting the course for the flood . Time online , June 13, 2013.
- ^ Kerstin Schwenn: King measurement in imperial weather . In: Frankfurter Allgemeine Zeitung . October 24, 2013, ISSN 0174-4909 , p. 7 (similar version online ).
- ↑ Michael Aust, Hendrik Kranert-Rydzy: Rail traffic after flooding: ICE line remains closed for a long time . In: Kölner Stadtanzeiger . June 14, 2013 (similar version online ).
- ^ German Bundestag (ed.): Written questions with the answers received from the federal government in the week of July 22, 2013 . Printed matter 17/14439, July 26, 2013, p. 34.
- ↑ Flood damage in Stendal eliminated: the train is coming, the ICE is not yet . In: Leipziger Volkszeitung . August 31, 2013, ISSN 0232-3222 , p. 4 .
Web links
- T. Gottschalk: Elbe bridges at Hämerten. In: TIEFBAU 8/1996. Pp. 490–495 (PDF)
- Pictures with makeshift superstructure (1992)
- Track systems of the bridge on the OpenRailwayMap
| upstream | Bridges over the Elbe | downstream |
| Tangermünde Elbe Bridge | Elbe bridge in Hämerten |
Elbe bridge Wittenberge (railway) |