Enz Valley Bridge
Coordinates: 48 ° 55 ′ 20 ″ N , 9 ° 0 ′ 5 ″ E
| Enz Valley Bridge | ||
|---|---|---|
 |
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| Convicted | Mannheim – Stuttgart high-speed line | |
| Subjugated |
Enz Kreisstrasse 1685 |
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| construction | Prestressed concrete box girder bridge |
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| overall length | 1044 m | |
| width | 14.3 m | |
| Longest span | 58 m | |
| Construction height | 4.75 m | |
| height | 47.5 m | |
| building-costs | 28.4 million DM (as of 1986) | |
| start of building | 1986 | |
| completion | 1989 | |
| location | ||
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The Enztal bridge is a two-track railway crossing of Mannheim-Stuttgart high-speed railway , and 1044 m ( kilometer 82.052 to 83.096) the longest Talbrücke the track.
course
The girder bridge is located at the Leinfelder Hof east of Vaihingen an der Enz and spans the Enz , the district road 1685 from Enzweihingen to Oberriexingen , a recreational area and agricultural areas. The track is at a maximum height of 47.5 m above the valley floor; the floodplains are crossed at a height of 41 meters.
The route runs in a straight line on the bridge, with the gradient in the area of the abutment in the direction of Mannheim on a slight gradient (1.1 per thousand) and 154 meters further on a gradient of 12.434 per thousand in a gentle transition (radius: 60,000 m, to km 82.624).
To the northwest of the bridge, after a short cut, the 2.8 km long Markstein tunnel joins. To the south follows a 1.1 km long section of cuttings and dams, which is followed by the 1.9 km long Pulverdinger Tunnel .
history
planning
According to the planning status of 1973, the structure was planned with a length of around 1.2 km and a height of up to 60 m.
In 1977 the structure was planned with a length of around 1000 m and a height of up to 52 m.
construction
After numerous objections , construction of the bridge could not begin until September 1986; the foundation stone was laid in October 1986. After the planned construction period of three years, the structure was completed in 1989. The cost was around 14 million euros.
During foundation work in July 1987 a Franconian-Alemannic burial ground from the 6th / 7th Uncovered and recovered in the 19th century. Rescue excavations were carried out from late July to mid-September 1987 . The construction schedule therefore had to be changed.
The superstructure was constructed using the incremental launching method. The “field factory” was built on the abutment on the Stuttgart side. There was shuttering, concreting and pushing forward. The shift rate was half a field length. In March 1988 the feed took place over the Enz, between the 10th and 11th pillars. During the advance, the two coupling joints were designed to be rigid.
business
The joints of the bridge will be renovated in 2020.
Substructure
The rectangular reinforced concrete pillars have a box-girder cross-section. The longitudinal forces from the superstructure are arranged in the middle of the bridge via a group of fixed piers, while the braking forces are transferred to the subsoil via the abutments with the aid of hydraulic brake dampers . Rail extensions are built into the abutments.
The foundations were partly in areas of (younger) river deposits, areas with glacial cover layers and older deposits of the Enz as well as layers of the upper shell limestone . About half of the pillars and the Stuttgart abutment could be founded directly on the rock, partly with an intermediate layer of 30 to 150 cm of lean concrete . In the areas in which the Enz deposits predominated, the piers were built on large bored piles 150 cm in diameter. The rock below was reached at depths between around 5.50 and around 12.40 m.
Joints in the superstructure at the third points enable the superstructure to be partially renewed by means of lateral displacement. The pillars over which the joints are arranged, the so-called dividing pillars, have a head width of 4.00 m and double bearings. The other pillars have heads 3.00 m wide.
superstructure
The 18-field superstructure consists of three 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 six fields with column widths of a constant 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. 1.50 m high noise barriers are installed on both sides of the bridge .
Aesthetics and intervention in the natural space
In contrast to the other five viaducts on the new line, the Enztalbrücke can be seen from neighboring towns and from federal highway 10 . In addition, the crossed valley is the habitat of endangered animal and plant species. In order to disturb the view as little as possible and to keep the encroachment on the valley as low as possible, the standard pillar spacing has been increased from 44 m to 58 m. The planners also hoped for additional aesthetic advantages through the use of continuous girders instead of single-span girders like those used on all other large bridges along the route. As a result, the construction height could be reduced from 5.30 m to 4.75 m with the larger span. During construction also contributed umspundete instead of (larger) abgeböschter pits the interests of nature conservation bill. The incremental launching method was also considered to be gentle on the valley floor.
"The great Enz Valley Viaduct near Vaihingen-Enz is at least distinguished by the fact that it does not need to be mentioned because of its simplicity."
literature
- Knut Reimers, Wilhelm Linkerhägner: Paths into the future. New construction and expansion lines of the DB . Hestra Verlag, Darmstadt 1987, ISBN 3-7771-0200-8 .
Individual evidence
- ↑ a b c d e f Deutsche Bundesbahn (ed.): Enztalbrücke. Data sheet (two A4 pages), no location, no year (approx. 1986).
- ^ Ernst Rudolph: Railway on new paths: Hanover – Würzburg, Mannheim – Stuttgart. Hestra-Verlag, Darmstadt 1989, ISBN 3-7771-0216-4 , p. 46.
- ↑ a b c d e f g Gerhard Prommersberger, Wilhelm Zellner: Enztalbrücke. In: Knut Reimers, Wilhelm Linkerhägner (Ed.): Paths to the future. New construction and expansion lines of the DB . Hestra Verlag, Darmstadt 1987, ISBN 3-7771-0200-8 , pp. 188-190.
- ↑ Deutsche Bundesbahn, Central Transport Management: Explanatory report on the planning of the new Mannheim - Stuttgart line . October 1973, file number 400a / 411a.4002 / 4123 Nv (Mhm – Stg). P. 8; (available at the Generallandesarchiv Karlsruhe ).
- ↑ The state government says tough "no" to this route. In: Ludwigsburger Kreiszeitung , December 7, 1977.
- ^ Gunther Ellwanger: New lines and express services of the German Federal Railroad. Chronology. In: Knut Reimers, Wilhelm Linkerhägner (Ed.): Paths to the future. New construction and expansion lines of the DB . Hestra Verlag, Darmstadt 1987, ISBN 3-7771-0200-8 , pp. 245-250.
- ^ A b Rüdiger Harmuth: Historical finds during the construction of the NBS Mannheim – Stuttgart in the Vaihingen an der Enz area. In: Die Bundesbahn , October 1988, pp. 1001–1007.
- ↑ a b Report on the new Mannheim – Stuttgart line: the bridge over the Enz has been pushed. In: The Federal Railroad. 1988, No. 5, p. 479 f.
- ↑ Start of construction. In: bauprojekte-deutschebahn.com. Deutsche Bahn, April 19, 2020, accessed on April 27, 2020 .