Main valley bridge Veitshöchheim

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Coordinates: 49 ° 49 ′ 35 ″  N , 9 ° 52 ′ 10 ″  E

Main valley bridge Veitshöchheim
Main valley bridge Veitshöchheim
Convicted
High- speed line from Hanover to Würzburg
Subjugated Main km 244.86
place Veitshochheim
construction Arch bridge
overall length 1280 m
width 14.0 m
Longest span 162 m
Construction height 4.5 m
height 30 m
Headroom 16.70 m
building-costs 40 million Deutschmarks
start of building 1985
completion 1987
planner Leonhardt, Andrä and Partner
location
Main valley bridge Veitshöchheim (Bavaria)
Main valley bridge Veitshöchheim

The Maintalbrücke Veitshöchheim (in the planning phase also Maintalbrücke Veitshöchheim - Margetshöchheim ) is a double-track railway bridge on the high-speed line Hanover – Würzburg at route kilometers 322.

The 1280 meter long structure is located near Würzburg near Veitshöchheim and spans the Main Valley at the river kilometer 244.86 at a maximum height of 30 meters. Among other things, the foreland bridges on the right side of the Main cross the former marshalling yard of Würzburg and the Main-Spessart-Bahn as well as the federal road 27 from Würzburg to Veitshöchheim, bridged at an acute intersection with a reinforced concrete arch and the elevated carriageway of the Main and on the left Main side a country road that connects Zell and Margetshöchheim spans.

course

The route runs towards the south in a straight line, which turns into a right-hand bend with a radius of 11,000 m towards the southern abutment . The gradient falls as the north lies the bridge stretch, first towards the south with 12.5 per thousand from to the southern abutment to rise towards 12.5 per thousand.

The structure spans, from north to south, the state road 2300, the Main, the Main-Spessart-Bahn , the Veitshöchheim marshalling yard and the federal road 27 .

Planning and construction

planning

In the planning and construction phase, the bridge was at construction kilometers 304 and 305.

In the course of the large-scale raw route of the new Hanover – Würzburg line developed in the 1970s by the Mainz Central Transport Authority, numerous variants had to be developed and considered in the Würzburg area due to the dense development.

The regional planning procedure for the section of the route, which also includes the bridge, was applied for in August 1975. A total of eleven different route variants were examined in the Würzburg area. These variants began at construction kilometer 287 and ended in Würzburg main station. The length of the sections fluctuated between 22.52 km (including the preliminary draft of the DB) to 24.95 km, the additional costs compared to the DB planning reached up to 454 million D-Marks (around 232 million euros ). After tunnel variants were initially considered to have considerable implementation difficulties, further investigations were limited to different bridge variants over the Main. For this purpose, a support span of 150 m above the Main had to be created, whereby the planned fairway 54 m wide and a clearance height of at least 6.40 m above the river had to be kept free. In addition, the crossed traffic routes were not to be disturbed, whereby a pillar had to be accommodated in a small space in the Würzburg marshalling yard. A route running parallel to the existing route between Veitshöchheim and Würzburg, which would have led to a crossing of the Main on a ramp, had already been discarded due to the necessary expansion of the existing railway structure by up to 23 m (into the river bed of the Main).

While the design of the approach bridges (according to railway information) was undisputed, six variants were initially worked out for the selection of the bridge construction:

  • An arch bridge with an arch spanning 225 m over the Main
  • A frame bridge with a main opening 150 m long
  • A continuous girder bridge with 10 m high concrete sails on both sides over the roadway and a 150 m long main span
  • A steel truss bridge with composite slab and an overhead carriageway and a 160 m long bridge span over the Main
  • A cable-stayed bridge with a 150 m long river crossing
  • An arch bridge with an arch spanning 162 m

In all six versions, the following should separating pillars have a Lagerachsabstand of 2 m.

The Veitshöchheim citizens' campaign was formed in the 1970s against the construction of the bridge and the routing in the Veitshöchheim area . The bridge was also rejected by numerous other groups and people, including a. the State Office for Environmental Protection, the Federation of Nature Conservation , the State Office for the Preservation of Monuments and the State Monument Council .

At the last hearing on the regional planning procedure, on April 28, 1977, there was a scandal. After a five-hour hearing, Member of the State Parliament, Christian Will, threatened to stop the proceedings, while the Federal Railway threatened not to build the new line in this case. On May 1, 1977, Will formulated a motion to the state parliament that the state government should influence the federal government to suspend the regional planning procedure for the Würzburg district until an expert opinion commissioned by the city and district of Würzburg was included in the planning. Furthermore, the state government should be asked to work towards the federal government to provide the funds for a tunnel variant. In the Würzburg area in particular, demands were repeatedly made that the federal government should interfere in the planning process for the new line and work for better solutions. State Secretary for Transport Ernst Haar contradicted such demands in the Bundestag in February 1977 .

The bridge was originally supposed to reach a height of up to 50 m above the valley floor (on the upper edge of the rails), but was lowered to 29 m as a result of public protests. The steel arch originally planned (at the end of 1977) was changed to a flat bridge for reasons of aesthetics and noise protection. Investigations on a model (scale 1: 1,000) and with weather balloons attached to strings had shown the advantages of the deepest possible route. Only in this way was it possible not to disturb the view from the Veitshöchheimer Hofgarten on the slopes of the Main Valley at any point. The Bavarian State Monument Council had previously feared impairment of the view from the Hofgarten on the ridges of the Main bank and brought about a lowering of the bridge height by almost 10 m in an on-site appointment. At the end of 1977 the planned length of the structure was 1438 m, with a transition of 12.5 per thousand into a gradient of the same kind to the south.

On May 20, 1981, the regional planning procedure for the 36 km long section between Gemünden and Würzburg - after five and a half years of procedure - the last large-scale regional planning procedure for the entire new line was completed. With the plan approval of the 2.025 km long plan approval section of the bridge, the last plan approval procedure for the 327 km long new line ended on December 12, 1984 . (Another source describes this as the last planning approval decision for the southern section ) At the beginning of 1984, the planning approval decision was still expected for the first half of the year.

In mid-1985, when the first bridge piers were already in place, 15 citizens from Veitshöchheim and 40 citizens from Zell filed a lawsuit against what was then the Deutsche Bundesbahn. They demanded that the Deutsche Bundesbahn had to measure the noise level of freight trains passing through at night after the line went into operation and, if necessary, take further noise protection measures.

In 1982 there was a dispute lasting several months between the Federal Railroad, the government of Lower Franconia and the municipalities concerned about the landfill of five million cubic meters of excess mass from the construction of the new line, which had blocked the plan approval procedure in five sections, including the area of ​​the Main Valley Bridge Veitshöchheim, for a long time. In total, an area of ​​around one hectare was to be shown as storage space. Without proof of such a storage area, the planning approval decision could not be granted in the sections.

Tunnel variant

On the part of the critics, instead of the guided tour over bridges and tunnels, the construction of an 11.3 km long tunnel was proposed, which should have started in the area of ​​the Würzburg main station and should have come to the surface far outside the city, near Unterleinach . The tunnel variant was proposed in an expert report by a Frankfurt engineering office on behalf of Würzburg, Veitshöchheim and other municipalities. The 11 km long structure would have crossed under the river bed at a depth of ten meters.

The then Federal Railroad rejected this variant due to additional costs of 120 percent, around 400 million D-Marks (around 200 million euros). Local authorities and citizens' groups saw, based on the report, additional costs amounting to only 110 million D-Marks (around 60 million euros). DB and the Bavarian State Geological Office argued that such a tunnel would require irreparable lowering of the groundwater. In addition to the planned bridge, high-voltage lines, commercial facilities and the tracks of a marshalling yard already crossed the Veitshöchheim Main Valley. The Federal Railroad also rejected the tube variant, arguing that travelers should not pass the attractive cultural landscape underground. In addition to the Deutsche Bundesbahn, spokespeople for the water industry spoke out against a tunnel solution at an early stage.

The rejection of the tunnel variant led to a protest resolution by the Bavarian State Parliament in June 1978 , which suspended the regional planning procedure and instructed the state government to advocate alternatives. Trial bores in the planned tunnel area later revealed that the tube should have been led through high columns of groundwater and that a risk to drinking water resources could not have been ruled out. According to its own information, the Federal Railroad carried out 40 test bores with regard to the tunnel variant in order to gain knowledge about the groundwater level. At the end of the 1970s, the failure of the tunnel solution was seen as foreseeable.

Another citizens 'initiative ("Citizens' Initiative Against this Railway Line") even advocated running the 41-kilometer route in a tunnel between Würzburg Central Station and the southern end of today's Burgsinn overtaking station . With reference to the Seikan tunnel , the feasibility was justified and savings in noise protection, compensation and lower accident risks (among other arguments) were cited.

construction

The structure was built in 31 months between February 1985 and 1987, the cost was around 40 million DM.

On December 17, 1985 the 162 m and 25 m high arch over the Main was completed.

  • State of construction January 1986
    Arch erected in a guyed cantilever

  • State of construction April 1986
    arch with counterweight due to one-sided load from the superstructure

  • Construction status
    at the end of July 1986

  • Construction status
    at the beginning of September 1986

Bridge construction

superstructure

The superstructure is a prestressed concrete beam construction that has five continuous beam sections separated by expansion joints in the longitudinal direction . The spans are, starting on the left main side:

  • 40 m + 2 × 47 m + 52 m + 51 m = 237 m
  • 2 × 51 m + (2 × 23.5 m + 23 m + 22 m + 23 m + 2 × 23.5 m =) 162.0 m (arched span) + 52 m + 53.5 m = 369.5 m
  • 4 × 53.5 m = 214 m
  • 3 × 53.5 m = 160.5 m
  • 53.3 m + 2 × 61.7 m + 57.1 m + 47.8 m = 281.6 m.
Cross section of the superstructure

In addition, there is a short 17.4 m long field at the eastern abutment. The cross-sectional shape is a single-cell reinforced concrete hollow box, prestressed in the longitudinal direction . The beams are 4.5 m high, have 60 cm thick inclined webs and a 5.2 m wide base plate. In addition, the deck slab is pre-tensioned in the transverse direction with a superstructure width of 14 m.

Substructures

Striking element of the bridge is arranged in the half bridge linksmainischen polygonal rod bow of reinforced concrete m above the Main with a span of 162 and a stitch m of 25th This has a full cross-section 6.1 m wide and 1.8 m thick on the fighters and 5.4 m wide and 1.5 m thick at the top. The fighters are founded flat in the Main . The arch is a fixed point of the first three longitudinally coupled continuous beam sections, the second fixed point is formed by three pillars lying on the B 27. The two fixed points in particular conduct the longitudinal forces due to braking from the longitudinally coupled superstructures into the subsoil and require the arrangement of three rail extensions .

The rectangular reinforced concrete pillars have a hollow box cross-section with a wall thickness of 35 cm. The piers on the right side of the Main were founded on large bored piles with a diameter of 1.5 m, on the left side of the Main, shallow foundations were carried out.

Construction work

The superstructure was the incremental launching method produced from the western abutment of. Due to the high weight of the bridge superstructure, up to three feed systems had to be used, which were arranged on the river pillars in addition to the abutment. As a rule, one cycle with a maximum length of 28.5 m was concreted every week. A construction site at the eastern abutment was not possible for reasons of space and noise protection.

The arch was erected in a guyed cantilever . It was built in 14 (9 to 13 m long) sections from both sides of the Main at the same time. For the bracing of the arch, 33 m high auxiliary pylons made of precast reinforced concrete were erected on the abutment pillars. Since the arch was only able to absorb the one-sided load from the superstructure weight, which sometimes occurs when pushing in increments, the western half of the arch was temporarily relieved by bracing and at the same time counterweights were attached to the eastern half of the arch. The concrete was cooled to 10 to 12 degrees by adding liquid nitrogen , which enabled a higher final strength to be achieved.

On December 2, 1986, a new world record was set for a one-sided incremental launching process with a pushed length of 1262.8 m. Before that, the 1161 m long Aichtalbrücke on Bundesstrasse 27 (between Tübingen and Stuttgart ) had held the record. The five superstructure sections coupled for insertion were then separated at the expansion joints for the final state.

literature

  • Helmut Maak, Gerd Naumann, Fritz Leonhardt, Dietrich Hommel: Planning, tendering and awarding of the Main Valley Bridge Veitshöchheim . In: Beton- und Stahlbetonbau , Vol. 82, 1987, pp. 201–206.
  • Gerd Naumann, Rupert Springenschmid, Konrad Zilch : Special features of the concrete technology for the arch of the Main Valley Bridge Veitshöchheim. In: Concrete and reinforced concrete construction. Vol. 82, 1987, pp. 229-233.
  • Gerd Naumann, Rudolf Wiest, Konrad Zilch: Design, calculation and construction of the Maintalbruecke Veitshoechheim . In: Beton- und Stahlbetonbau , Vol. 83, 1988, pp. 19–22 and pp. 49–52.
  • Ortwin Schwarz, Wilhelm Zellner: The Veitshöchheim Main Valley Bridge on the new Hanover – Würzburg line . In: Eisenbahntechnische Rundschau , vol. 36, issue 7/8, p. 503 ff.
  • K. Flügel : The construction of the Main valley bridge Veitshöchheim - a new world record in incremental pushing . In: Tiefbau-BG , Heft 8, 1987, pp. 486-496

Web links

Commons : Maintalbrücke Veitshöchheim  - Collection of images, videos and audio files

Individual evidence

  1. ↑ a b Federal Waterways and Shipping Administration: Route Atlas Main II. (PDF 16.8 MB) (No longer available online.) 2012, p. 54 , archived from the original on January 10, 2015 ; accessed on January 11, 2015 . 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. @1@ 2Template: Webachiv / IABot / www.fgs.wsv.de
  2. ^ A b Horst J. Obermayer: New routes for the InterCityExpress . In: Herrmann Merker (Ed.): ICE - InterCityExpress at the start . Hermann Merker Verlag, Fürstenfeldbruck 1991, ISBN 3-922404-17-0 , pp. 57-69.
  3. ↑ a b c d Deutsche Bundesbahn (Ed.): Implementation status in the southern section of the new Hanover - Würzburg line (status: January 1986) . Press release (three pages), no place, no year
  4. ↑ a b c d e 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. ^ Deutsche Bundesbahn, project group H / W south of the railway construction center: Main valley bridge Veitshöchheim . Eight-page brochure, ca.1986.
  6. ↑ a b c d Helmut Maak : The draft of the new Hanover - Würzburg line, section of the Hessian / Bavarian border - Würzburg . In: Die Bundesbahn , year 53 (1977), issue 12, pp. 883-893, ISSN  0007-5876
  7. ↑ Silence of proceedings as DB planning progresses . In: Bayerische Staatszeitung , April 18, 1980, p. 4
  8. ↑ Does the tunnel solution still have a chance? . In: Main-Post Würzburg , July 13, 1979, p. 7
  9. ↑ Deutsche Bundesbahn, Bundesbahndirektion Nürnberg, project group H / W South of the Bahnbauzentrale (ed.): DB new line Hanover - Würzburg: Planning in the Würzburg area , brochure, 32 A4 pages (plus attachments), February 1979, p. 10 f .
  10. ↑ a b c d Helmut Maak: Design and integration of the bridges over the long term . In: Gerd Lottes (Ed.): On new rails through Spessart and Rhön . Hans-Christians Druckerei, Hamburg, 1992, without ISBN, ( Nature and Technology , Volume 6) pp. 69–82.
  11. ^ A b c Deutsche Bundesbahn, Federal Railway Directorate Nuremberg, project group Hanover – Würzburg South of the railway construction center (publisher): New line Hanover – Würzburg. The southern section Fulda – Würzburg , brochure (40 pages), April 1986, page 31
  12. ↑ a b c Helmut Maak: Timeline of implementation . In: Gerd Lottes (Ed.): On new rails through Spessart and Rhön . Hans-Christians Druckerei, Hamburg, 1992, without ISBN, ( Nature and Technology , Volume 6) pp. 65–68.
  13. ↑ a b c Nothing works without a tunnel . In: Der Spiegel . No. 52 , 1979, pp. 53-60 ( Online - Dec. 24, 1979 ).
  14. ↑ a b The Federal Railroad was concerned with “all or nothing” . In: Main-Post , April 29, 1977
  15. ↑ Set the regional planning procedure . In: Fränkisches Volksblatt , May 2, 1977
  16. ↑ No involvement of the federal government . In: Main-Echo , February 14, 1977
  17. ↑ a b c d The train wants to pass Würzburg's Steinwein at a speed of 200 kilometers . In: Die Welt , August 8, 1979, p. 12 f.
  18. ↑ a b 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
  19. ↑ Lawsuits filed by the railway are intended to legally safeguard promises . In: Main-Post Würzburg , June 1, 1985
  20. ↑ Bureaucratic barriers hold the express train down . In: Main-Post Würzburg , November 10, 1982
  21. ↑ About the construction site in rubber boots: the planning committee met underground . In: Main-Echo Gemünden, November 10, 1982
  22. ↑ a b Report rail against tunnel plan . In: Fränkischer Tag , No. 285, 1976, December 11, 1976
  23. ↑ Bahn makes front against the tunnel . In: Main-Post Würzburg, March 10, 1979, No. 58, p. 10
  24. ↑ In the Sinntal, too, the railway should go underground . In: Main-Post Würzburg , July 11, 1979
  25. ^ A b Gerd Naumann, Rudolf Wiest, Konrad Zilch: Design, calculation and construction of the Maintalbruecke Veitshoechheim. In: Beton- und Stahlbetonbau, Vol. 83, 1988, pp. 19–22 and pp. 49–52.
  26. ↑ Guinness Book of Records , Ullstein-Verlag, 1990, p. 189
  27. ↑ World record set in incremental launching . In: Fränkischer Tag , 1987, No. 250, October 30, 1987, p. 14

Web links