Pit valley bridge
Coordinates: 50 ° 30 ′ 37 ″ N , 10 ° 59 ′ 38 ″ E
| Pit valley bridge | ||
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| Convicted |
High- speed line from Nuremberg to Erfurt |
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| place | Goldisthal | |
| construction | Arch bridge | |
| overall length | 215 m | |
| width | 14.1 m | |
| Longest span | 90 m | |
| Construction height | 2.4 m | |
| height | 35 m | |
| start of building | 2009 | |
| completion | 2013 | |
| location | ||
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The Grubentalbrücke is a 215 m long double-track railway overpass structure on the new Ebensfeld – Erfurt line , which lies between the Goldberg tunnel and the Dunkeltalbrücke . The bridge spans the Grubental in southern Thuringia, west of Goldisthal , with an arch of 90 m span. The route is at a maximum height of 35 m above the valley floor and is straight in the structural area at a design speed of 300 km / h. The bridge has a slab track with a track spacing of 4.5 m.
history
The bridge, together with the northern section of the Bleßberg tunnel and the Goldberg tunnel as well as the Saubach bridge, is part of the 5.36 km long tendering package for the Bleßberg northern section (construction lot 3) from km 46.3 + 00 to 51.6 + 60 in construction section 3212 Thuringian Forest . The construction lot was commissioned in June 2008 with an award amount of € 138.8 million net and the shell was completed at the end of 2013.
The structure lies between the route kilometers 134.363 and 134.578.
The last two sections of the superstructure were completed on May 14, 2012. On both sides of the apex of the bridge arch, an approximately 20 meter long T-beam with 250 m 3 of concrete was concreted.
2015, the project team of the engineering firm was Schlaich Berger and Partner with the - by the publisher & Ernst son ausgelobten - Ulrich Finsterwalder-Structural Engineering Award 2015 awarded.
planning
According to the official draft, an arch bridge with elevated road girders, similar to the neighboring Dunkeltalbrücke structure , was put out to tender . Accordingly, a single-cell prestressed concrete box girder with inclined webs was planned as the superstructure . The construction height should be 2.7 m, the construction height 3.6 m. A two-span girder was planned south of the arch and a three- span girder, each with a span of 25 m, to the north of the arch. Over a reinforced concrete arch with 90 m span and massive cross-section, a continuous girder with seven openings and around 12.87 m span was to be implemented. The pillars were planned to be accessible with box girder cross-sections. A rail extension was not planned.
After a revision of the bridge design in 2008 by a technical committee of Deutsche Bahn, a 215 m long semi-integral bridge construction with the same spans was implemented. H. the pillars and arch are monolithically connected to the superstructure. The structure only has bearings at the abutments. This results in a significantly more filigree structure with an improved view in the direction of the valley.
construction
The superstructure has a pre-stressed two-web T-beam cross- section with variable beam widths from 1.0 m to 1.5 m. Originally a construction height of 2.1 m was planned. This had to be increased to 2.4 m because the rigidity was insufficient to be able to provide the verifications from the dynamic effects caused by the high-speed traffic. The superstructure merges with the arch in the apex area over a length of about 35 m. The reinforced concrete arch acts statically like a truss and consists of two, each slightly spread in the transverse direction, massive arched legs with a thickness of around 1.7 m and a total width of 6.5 m on the fighters and around 3.3 m thick and 5.8 m width below the crown.
The pillars are designed as discs with a massive cross-section. At the lower edge of the superstructure, they have a uniform width of 5.90 m and widen in the transverse direction with a taper of 1:70 downwards. The thickness of the panes varies between 0.9 m for the main pillars and 0.6 m for the pillar furthest from the arch.
The substructures are in bedrock, a moderately fractured shales , shallow foundation .
The transfer of the horizontal forces in the longitudinal direction of the bridge, for example the braking forces, takes place via the arch. Rail extensions are not available.
Construction work
The concrete arch was made symmetrically, in sections in nine construction phases with 1710 m³ of concrete and 145 tons of reinforcing steel on a ground-supported shoring with two large scaffolding towers. The arched concrete legs, inclined up to 60 °, were concreted without a cover formwork with a rigid concrete with hydraulically controlled leveling and smoothing rollers. The construction of the superstructure was carried out field by field from the abutments from the direction of the arch, also on ground-supported shoring. Measurement technology for long-term observation was built into the structure.
Construction stages
July 2011
October 2011
November 2011
December 2011
April 2012
literature
- Andreas Keil, Philipp Wenger, Thomas Fackler, Jürgen Schilling: The semi-integral Grubental Bridge - special features in planning . In: Structural Engineering . tape 88 , issue 10, 2011, p. 723-730 .
- Andreas Keil, Philipp Wenger: The semi-integral Grubental Bridge - special features of the construction . In: Structural Engineering . tape 92 , issue 2, 2015, p. 134-143 .
Web links
- Brochure (PDF; 566 kB) on vde8.de
- Pictures of the progress of construction on building sites-doku.info
Individual evidence
- ↑ Tunnelbau.Züblin.de: Current projects: Tunnel Blessberg Nord, Lot 3 -Tunnel Goldberg ( Memento from June 30, 2013 in the Internet Archive )
- ↑ Schüßler plan: Route brochure for the new VDE 8.1 line from Breitengüßbach to Erfurt . In: DB Netz AG; Regional area southeast . As of June 1st, 2017. p. 107 ( page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.
- ↑ Railway infrastructure. Progress on the Nuremberg-Berlin ICE route. (No longer available online.) MDR Thüringen Journal, May 15, 2012, archived from the original on December 20, 2016 ; accessed on January 21, 2017 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Projects. EÜ Grubentalbrücke. Ebensfeld-Erfurt, new line, 2013. Schlaich Bergermann und Partner , accessed on January 21, 2017 .
- ↑ Railway overpass Grubentalbrücke, VDE 8.1 new Ebensfeld – Erfurt line, Goldisthal in the Thuringian Forest . In: Verlag Wilhelm Ernst & Sohn (ed.): Ulrich Finsterwalder Ingenieurpreis 2015 . Verlag Wilhelm Ernst & Sohn, Berlin 2015, p. 28-29 .
- ↑ Hartmut Freystein: Developments and tendencies in railway bridge construction . In: The test engineer . tape 38 , April 2011, ISSN 1430-9084 , p. 35 ( bvpi.de [PDF; 2.8 MB ]). bvpi.de ( Memento of the original from April 17, 2015 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Andreas Keil, Philipp Wenger: The semi-integral pit valley bridge - special features of the construction . In: Structural Engineering . tape 92 , issue 2, 2015, p. 134-143 .
