Filstalbrücke (new Wendlingen – Ulm line)

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Coordinates: 48 ° 34 '15 "  N , 9 ° 38' 46"  E

Filstal Bridge
Filstal Bridge
Construction status July 2020
use railroad
Crossing of Fils
place Mühlhausen in the valley
overall length 485 m and 472 m
height 85 m
Clear height approx. 75 m
building-costs around 53 million euros
start of building 2014
opening December 2022 (planned)Template: future / in 2 years
planner General planning: Planning association ILF Beratende Ingenieure as well as Leonhardt, Andrä und Partner
Draft planning bridges: Leonhardt, Andrä und Partner, Stuttgart
Implementation planning and statics: Ingenieurgemeinschaft SSF Ingenieure and SRP Schneider & Partner Ingenieur Consult
location
Filstalbrücke (new Wendlingen – Ulm line) (Baden-Württemberg)
Filstalbrücke (new Wendlingen – Ulm line)
NBS Wendlingen-Ulm Profil.png
The Filstalbrücke (middle right) is part of the ascent of the Alb on the new Wendlingen – Ulm line.
p1

The Filstalbrücke is a 485 m long railway overpass on the new Wendlingen – Ulm line that is currently under construction . It will span the Fils valley between the municipality of Mühlhausen im Täle and the town of Wiesensteig at a height of up to around 85 m. It will be the third highest railway bridge in Germany after the Müngstener Brücke and the Rombachtalbrücke .

The bridge will consist of two single-track, parallel structures. The structure is planned as a semi-integral prestressed concrete bridge . The slab track on the structure should also be able to be used by rescue vehicles. The largest span between the V-shaped supports will be around 150 m.

Together with the Boßler Tunnel to the west (around 8790 m) and the Steinbühl Tunnel to the east (around 4825 m), the structure located at construction kilometer 48 (from Stuttgart Hbf ) forms a plan approval section in which the route will reach the plateau of the Swabian Alb . In a continuous gradient of around 25 per thousand, the route climbs over a length of around 14 km from around 400  m above sea level. NN at about 750  m above sea level. NN at.

Course in the location and elevation plan

The gradient of the bridge should rise in a west-east direction with a gradient of about 23 per thousand and the route (in the ground plan ) should run straight (status: 2004). Just like the adjoining tunnels, the two tracks of the new line will run on two separate superstructures at a distance of around 30 m.

history

planning

In 1989 an arch bridge was planned to cross the Filstal. A 70 m high and 430 m long bridge over the Filstal had already been planned in the framework concept H of a largely motorway-parallel new line between Wendlingen and Ulm, which was available at the beginning of the 1990s .

In March 1999, representatives of the Wiesensteg citizens' initiative handed over the signatures collected against the bridge to the Stuttgart district president Udo Andriof 3700 in the upper Filstal.

The general planning of the building was awarded in January 2002.

Various design variants were developed to cross the valley, which is designated as a local recreation , FFH and water protection area (class I / II). The following were selected from a shortlist:

  • An arch bridge with a length of 491 m, with an arch span of 240 m and standard spans of 40 m.
  • A Y-arch bridge of 485 m. The six-field design envisages a main opening 150 m above the valley floor, with spans of the side fields of 85, 60 and 51 meters.
  • A trough solution 493 m long. The bearingless variant has five fields with spans of 66, 116, 128, 116 and 70 m.

In the course of a multi-stage decision-making process between Deutsche Bahn and the affected communities, the Y-bend solution was selected for implementation.

The arch solution was ruled out primarily for reasons of economy (approx. 15 to 20 percent higher costs compared to the other variants), its low adaptation to the landscape and a difficult foundation in sloping areas. The Y-bend and the trough solution were considered to be equivalent and examined in more detail in the further procedure. The main reason against the trough solution was the additional work involved in inspecting bridges, which would have required the development of a separate inspection vehicle and track closures.

In July 2003 the plan approval procedure was initiated. In mid-August 2009, the consultation process for the 14.5 km long Albaufstieg planning approval section , to which the bridge belongs, was completed by the Stuttgart Regional Council and handed over to the Federal Railway Authority for final approval . In the course of the procedure, 82 public authorities were heard and 1,150 private objections were dealt with. The main change in the course of the procedure was a changed construction site logistics. In addition, residents had requested the implementation of a noise-reducing trough bridge . Deutsche Bahn spoke out against it. The regional council agreed with the company's opinion and justified its decision with only minor noise protection advantages of the required trough solution. On the other hand, advantages of water and landscape protection as well as more economical inspection, maintenance and repair would speak in favor of the approved Y-bridge solution. The start of construction was planned for 2010 in mid-2009.

In the meantime (as of 2012) two 472 and 485 m long bridges are planned for the two tracks. The spans should be 44, 95, 150, 93, 58, 45 m on the Stuttgart – Ulm track and 44, 95, 150, 88, 50, 45 m on the Ulm – Stuttgart track. The two bridge superstructures are planned as single-cell box girder cross-sections, prestressed in the longitudinal direction and slackly reinforced in the transverse direction. They are monolithically connected to the bridge piers. Separating joints, rail extensions and bearings are provided on the abutments . The horizontal forces from braking or starting a train should be carried into the subsoil by means of hydraulic brake dampers via the abutments. In addition, hydraulically adjustable bearings are to be installed in the abutment axles due to lifting bearing loads. The frame construction is called semi-integral construction.

In the course of the design planning , the bridge was revised, particularly with regard to its cross-section and its appearance. On August 1, 2012, Deutsche Bahn applied for a change to the plan for these and other changes. The plan change notification was issued on July 3, 2013.

Award

End of March 2012 was the detailed design and construction of the bridge in Europe announced . The award procedure was discontinued with the announcement of May 8, 2012 and tendered again on May 12, 2012 in a largely functional description of services.

Deutsche Bahn justified this step with formal problems after individual attestations were submitted in the prequalification, which expired on April 30, 2012, which led to the formal exclusion of the relevant bidders. This step results in a delay of about four weeks.

On August 13, 2013 it was announced that the contract to build the bridge for around 53 million euros had been awarded to the Bavarian company Max Bögl from Sengenthal . The project budget for the new line includes a total of 35.9 million construction costs (excluding planning costs) for valley bridges. According to Deutsche Bahn, seven bidders took part in the Europe-wide competition. Ultimately, two bids were received.

construction

The first test bored piles were constructed in autumn 2013. The bridge superstructure is constructed as a continuous girder with a moving scaffold on auxiliary supports. The inclined legs of the Y-shaped main pillars are subsequently concreted.

In mid-2013, the main construction work was planned to begin in early summer 2014. Construction was scheduled to start in mid-2014. The shell should be completed in mid-2018. The first trains should be able to roll over the structure from mid-2019.

In spring 2015, the main construction work was scheduled to begin in autumn 2015. First, an abutment and a first bridge pillar were concreted at the Buch portal. The bridge construction then follows in the direction of Ulm. In addition to five regular pillars, four steel grid auxiliary pillars are being built.

The shell of the bridge, which will carry the track towards Ulm in the future, should be completed in 2016, and the bridge of the track to Stuttgart should be shell-finished by the end of 2017.

In February 2018, the erection of the 800-tonne advancing armor began, which took several months. Subsequently, ten measures are planned, i.e. H. Superstructure sections with a length of 50 meters, which should each take six to eight weeks to complete. Construction of the first superstructure began in September 2018 and reached the abutment at the Steinbühl tunnel in March 2020.

In March and April 2019, protective scaffolding was set up for the construction of the bridge on the A8. Due to the limited lane widths below, the permissible speed for road traffic was reduced to 60 km / h. The dismantling of the protective scaffolding is planned for 2021.

In January 2020, further postponements became known. After concreting the first superstructure by the beginning of March 2020, the construction of the second bridge should follow by autumn 2021. Two reasons are mainly responsible for the delay: On the one hand, the production takes longer, on the other hand, new and more detailed planning has cost additional time. The hydraulic brake dampers, which were provided in all four abutments, are to be replaced by a different solution for reasons of cost. The deadlines for completion, however, contain “a need for countermeasures” and are therefore not tenable at this stage of planning. Since the commissioning of the new line at the end of 2022 was also questionable, an initially single-track commissioning for the planned interim operation of the line was considered. In July 2020, Deutsche Bahn announced that it would put both tracks into operation at the same time.

On April 17, 2020, the 350-tonne feed scaffolding was driven back to the western abutment on the completed bridge superstructure using self-propelled modular vehicles and moved into the position of the second bridge axis using a transverse sliding track. In mid-July 2020, 100 m of the second bridge was concreted. It should reach the other side of the valley in summer 2021.

Two visitor platforms were planned on the bridge. One was to be laid out on the Filstal cycle path in 2015, and a second was planned for the Buch tunnel portal. Both platforms were not implemented.

  • Bundesautobahn A 8 Albaufstieg Drackensteiner Hang (In the area of ​​the left curve, the Filstalbrücke will cross the A 8)

  • Original condition of the site near the southeastern abutment of the Ulm – Stuttgart carriageway (August 2013)

  • Mühlhausen im Täle Filstalbrücke Work in summer 2016 in the area of ​​the east portal Boßler tunnel

  • Construction site Filstalbrücke January 2017 Bridge piers

  • Feed armament May 2018

  • Filstalbrücke July 2018

  • Construction status February 2019. In the background the ascent of the A8 motorway

Web links

literature

Commons : Filstalbrücke  - collection of images, videos and audio files
  • Volkhard Angelmaier: planning up to the tender; Construction of the Filstal Bridge. 14th Bridge Construction Symposium. In: Bridge Construction. Issue 1/2, 2014, pp. 70–76 ( PDF ( Memento from May 25, 2014 in the Internet Archive )).
  • Planning approval documents

Explanations

  1. ↑ Scheduled "countermeasures" means that, according to current planning, the planned individual measures cannot be carried out by the planned overall date. There is therefore a need for countermeasures in time. This countermeasure can consist, for example, of alternative procedures for the individual measures that can be implemented in a shorter time, but are not yet known or developed.

Individual evidence

  1. ↑ a b c d Communication Office Railway Project Stuttgart – Ulm (Ed.): Railway places order for the construction of the Filstalbrücke ( Memento of October 4, 2013 in the Internet Archive ). Press release of the Stuttgart – Ulm rail project from August 15, 2013
  2. ↑ a b c d e f g Volkhard Angelmaier: The Filstal bridge as part of the Alb ascent. In: outlines. Magazine for building culture. No. 2, 2004, ISSN  1437-2533 , pp. 13-17.
  3. ^ A b D-Stuttgart: Construction site supervision . Tender documents 2009 / S 52-075520 from March 17, 2009 in the electronic gazette of the European Union
  4. ^ Philipp Langefeld, Gerald Lindner, Stefan Penn : The new Wendlingen - Ulm route, a project at the transition from the planning to the construction phase . In: Railway technical review . No. 12 , 2012, ISSN  0013-2845 , p. 16-20 .
  5. ^ Hany Azer , B. Engel: Stuttgart 21 and NBS Wendlingen – Ulm. In: tunnel. Issue 7/2009, ISSN  0722-6241 , pp. 12-24 ( tunnel-online.info PDF; 290 kB).
  6. ↑ Helmut Kobus : The development of water management problems in the planning process . In: Regional Council Stuttgart (Hrsg.): Project Stuttgart 21 and NBS Wendlingen - Ulm: The consideration of water management in the planning - an interim balance - . Conference proceedings, September 26, 2006, ( rp.baden-wuerttemberg.de ( Memento from December 17, 2011 in the Internet Archive ) PDF; 8 MB), pp. 14-27.
  7. ↑ Without author: Planned tunnels in the course of the new Stuttgart – Ulm line. In: tunnel. Issue 5/1993, ISSN  0722-6241 , pp. 288-292.
  8. ^ Sven Olsson: Citizens' initiative put off. In: Stuttgarter Zeitung . March 13, 1999, p. 30.
  9. ↑ The new ICE route section "Albaufstieg" will be built from 2010. ( Memento from February 12, 2013 in the web archive archive.today ) In: Der Teckbote . (Online edition), August 22, 2009.
  10. ^ A b D-Stuttgart: Construction of railway bridges. Document 2012 / S 61-099594 of March 28, 2012 in the electronic gazette of the European Union.
  11. ↑ Expansion and new line Stuttgart - Augsburg Wendungen area - Ulm; Plan approval documents plan approval section. 2.2 "Albaufstieg" Annex 1.3a Explanatory Report Part III - Description of the plan approval area. P. 14 ( bahnprojekt-stuttgart-ulm.de PDF).
  12. ↑ Federal Railway Office (Ed.): Notification according to § 18 AEG i. V. m. Section 76 (3) VwVfG and Section 18d AEG for the project "NBS Wendlingen - Ulm, PFA 2.2, 1st plan change", Filstalbrücke In Mühlhausen im Täle Railway km 39.270 to 53.834 of the Wendlingen - Ulm Hbf. File number 59100-591pä / 007-2304 # 022, July 3, 2013 ( eba.bund.de ( Memento from March 4, 2016 in the Internet Archive ) PDF; 0.1 MB), pp. 1, 3.
  13. ^ D-Stuttgart: Construction of railway bridges. Document 2012 / S 88-143535 of May 8, 2012 in the Electronic Official Journal of the European Union.
  14. ^ D-Stuttgart: Construction of railway bridges . Document 2012 / S 91-150951 of May 12, 2012 in the Electronic Official Journal of the European Union.
  15. ↑ Filstalbrücke: Back to the start. In: Stuttgarter Zeitung . (Online edition) May 10, 2012.
  16. ↑ Max Bögl builds the Filstal bridge. In: Stuttgarter Zeitung . (Online edition), August 13, 2013.
  17. ↑ Federal Ministry of Transport, Building and Urban Development: Report on the subject of “Current cost development on the new Wendlingen - Ulm line and the overall Stuttgart 21 project”. State of affairs. (PDF; 249 kB). Committee printed matter 17 (15) 96 of the Committee on Transport, Building and Urban Development at the German Bundestag, September 2010, p. 3.
  18. ↑ mbquadrat, customer magazine of the Max Bögl company, spring 2014 edition, p. 24 ( max-boegl.de ( Memento from May 25, 2014 in the Internet Archive ) PDF).
  19. ^ Stuttgart – Ulm rail project: large-scale construction work in progress. Deutsche Bahn, July 2, 2014, archived from the original on May 22, 2015 ; Retrieved May 19, 2015 .
  20. ↑ Bernhard Kehle: The building ground is very complicated . In: Geislinger Zeitung . October 26, 2013, ZDB -ID 1360527-6 , p. 15 ( swp.de - similar version).
  21. ↑ Thomas Hehn: Bridging begins in autumn . In: Geislinger Zeitung . May 7, 2015, p. 12 ( swp.de ).
  22. ↑ Filstalbrücke now also grows horizontally. (PDF) In: bahnprojekt-stuttgart-ulm.de. Deutsche Bahn, February 8, 2018, accessed on February 10, 2018 .
  23. ↑ The first superstructure overcomes the Filstal . In: mbquadrat . Winter, 2019, ZDB -ID 2380380-0 , p. 37 ( PDF ).
  24. ↑ Protective scaffolding is being erected over the A8 motorway. Construction of the Filstal Bridge. In: bahnprojekt-stuttgart-ulm.de. Deutsche Bahn, March 7, 2019, accessed on March 11, 2019 .
  25. ↑ Jürgen Bock: Stuttgart 21: Filstalbrücke is very late. In: Stuttgarter Nachrichten. January 30, 2020, accessed February 2, 2020 .
  26. ↑ Bahn sees itself on course with bridge construction . stuttgarter-nachrichten.de, July 16, 2020.
  27. ↑ Successful obstacle course by MSPE self-propelled with 350 tons at an impressive height. Retrieved July 3, 2020 .
  28. ↑ Jörg Hamann: On course for commissioning: In 2022, rail will start train traffic on the new Wendlingen – Ulm line. (PDF) In: bahnprojekt-stuttgart-ulm.de. DB Project Stuttgart – Ulm, July 15, 2020, accessed on July 15, 2020 .
  29. ↑ Thomas Hehn: Many questions about the Filstalbrücke . In: Geislinger Zeitung . May 7, 2015, p. 12 ( swp.de ).