Rombachtal Bridge

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Coordinates: 50 ° 40 ′ 30 ″  N , 9 ° 37 ′ 31 ″  E

Rombachtal Bridge
Rombachtal Bridge
Convicted High-speed line from Hanover to Würzburg
Subjugated Rombach
place slot
construction Prestressed concrete box girder bridge
overall length 986 m
width 14.5 m
Longest span 116 m
Construction height 5.3 m
height 95 m
start of building 1983
completion 1986
location
Rombachtal Bridge (Hesse)
Rombachtal Bridge

The Rombachtalbrücke is a 986 m long, double-track railway overpass structure on the high-speed line Hanover – Würzburg at route kilometers 218.5. The girder bridge is located in the Vogelsbergkreis near Schlitz and spans the Rombach and the 3176 road to Michelsrombach near the Fraurombach district .

The structure was erected from October 1983 to October 1986. The bridge stone was laid on September 26, 1984 . The topping-out ceremony was celebrated on October 16, 1986 .

The construction costs amounted to 39 million Deutschmarks . The building contract was awarded for 37 million Deutschmarks.

construction

Technical parameters

Rombachtal Bridge

The bridge has a maximum height of about 95 m above ground. This makes it the railway bridge in Germany with the highest pillars and, after the steel Müngsten bridge, the second-highest bridge of Deutsche Bahn AG. The bridge superstructure has a permanent load of 530 kN / m, roughly double that of a motorway bridge.

In a southerly direction the gradient increases by 1.22%. In the ground plan, the line route is constantly curved at 6000 m with a track center distance of 4.7 m in the bridge area. At the time of commissioning, the longest rail extension in Germany with a maximum extension length of 800 mm was installed on the bridge .

Substructure and foundation

View (schematic)
A-frame

In the middle of the bridge there is an arched A-frame with a span of 116 m, which corresponds to twice the pillar spacing of the normal fields. This is the fixed point of the bridge and in particular transfers the longitudinal forces due to braking from the superstructure coupled in the longitudinal direction into the subsoil. The A- frame has a hollow cross-section made of reinforced concrete , but is solid in the apex. It is founded together with the next pillars on a square pile head foundation with edge lengths of 20.5 m and a thickness of 3.3 m with 25 large bored piles . The struts of the A-frame are curved upwards, so that the cross-section does not show any tensile stress in the final state.

The remaining pillars were also founded in red sandstone on bored piles with a diameter of 1.8 m, only the first three on the north side have a flat foundation . The load-bearing behavior of the piles in the red sandstone was checked in large-scale tests. The rectangular reinforced concrete pillars with a maximum height of 86.4 m have a box-girder cross-section measuring 7.6 m × 3.5 m at the pier head. They taper with a suit of 80: 1 upwards in the side view and 120: 1 in the longitudinal direction of view.

Initially, a bridge without an A-frame was planned. The fixed point should be arranged on an abutment, which, however, would have been very expensive to transfer the longitudinal forces into the subsoil.

Apart from the A-frame and longitudinal force coupling, which were used for the first time as part of the new lines at the Rombachtal Bridge, the bridge corresponds to the framework planning of the German Federal Railroad for new lines from 1982 with 58 m pillar spacing.

The A- frame was designed to transfer 17.75  MN longitudinal horizontal force into the ground without significant deformation. A braking force of 6.25 MN, a starting tractive effort of 1.0 MN and 10.5 MN from the reaction of the bearing friction were assumed.

superstructure

Cross section of the superstructure

The superstructure consists of a chain of 17 single-span girders . This enables individual bridge segments to be replaced later. The cross-sectional shape is a single-cell reinforced concrete box with inclined webs, prestressed in the longitudinal direction . In addition, the 13.5 m wide deck is prestressed in the transverse direction. With a floor slab width of 6.0 m and 0.7 m thick webs, the pillar spacing is a uniform 58 m. The constant construction height of 5.3 m (1/11 of the span) is relatively high due to the required rigidity to limit deflection. The single-span girders are coupled to one another for the transmission of normal forces through unconnected tendons and thrust bearings . In addition, there are horizontal force bearings at the level of the floor slab between the superstructures to transfer forces across the bridge axis.

history

planning

The structure was in planning section 16 of the central section of the new line.

Krebs + Kiefer developed the design planning, prepared the award and supervised the construction. Harries and Kinkel worked on the implementation planning including all construction stages.

Construction work

The A-frame was erected in a guyed cantilever . The superstructure was erected field by field with an advancing scaffold on average within 2.5 weeks. The scaffolding consisted of a prestressed concrete trough with a protruding nose that was demolished after the bridge was completed.

A total of around 47,000 m³ of concrete and 7,000 t of reinforcing and prestressing steel were used.

The pillars were erected in mid-1985 and the first superstructures were concreted.

In the shadow of the bridge, one of the largest landscape conservation measures for the new line was built for five million Deutschmarks. The 42,500 m² rain retention basin Fraurombach serves to absorb the surface water from cuttings and tunnels on both sides of the bridge.

business

The bridge was opened to traffic in 1991.

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 .
  • Jürgen Mörschner, Horst Petri: The Rombachtal Bridge as part of the new Hanover – Würzburg line . In: Railway technical review . No. 1/2 , 1986, ISSN  0013-2845 , pp. 57-62 .
  • Hans Peter Harries, Horst Kinkel, Horts Petri: The Rombachtal Bridge - structural planning and construction . In: Beton- und Stahlbetonbau , Vol. 82, 1987, pp. 179–185.
  • Jürgen Mörscher, Gerhard Kiefer, Karl-Heinz Ridder: The Rombachtalbrücke - project planning and awarding . In: Beton- und Stahlbetonbau , Vol. 82, 1987, pp. 155–161.

Web links

Commons : Rombachtalbrücke  - collection of images, videos and audio files

Individual evidence

  1. ↑ a b c Dirk von Harlem, Ulrich Huckfeldt: To the north, then always straight ahead . In: Eisenbahn-Kurier , issue 9/1988, p. 30 f.
  2. ^ Deutsche Bundesbahn, Project Group H / W Mitte (Ed.): Brief Information No. 4/84 . Frankfurt, October 5, 1984, 2 A4 pages.
  3. ^ 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.
  4. ↑ a b c Krebs + Kiefer (ed.): Rombachtalbrücke . 24-page fanfold, August 1985.
  5. ↑ Lothar Friedrich, Albert Bindinger: The components of the route for the ICE system in the test . In: Eisenbahntechnische Rundschau , 1992, issue 6, pp. 391–396.
  6. ↑ Highest Railway? In: Natur , Heft 6, 1983, p. 24.
  7. ↑ Bundesbahndirektion Frankfurt (M), project group NBS Frankfurt am Main of the Bahnbauzentrale (publisher): New lines Hanover-Würzburg from Kassel to Fulda, Cologne - Rhine / Main in the directorate area . 12-page leporello (10 × 21 cm), Frankfurt am Main, no year (approx. 1984).
  8. ↑ Marius Blume: The bigger, the better . In: Darmstädter Echo . December 7, 2010.
  9. ^ Hans Peter Harries, Horst Kinkel, Horts Petri: The Rombachtal Bridge - structural planning and construction . In: Beton- und Stahlbetonbau , Vol. 82, 1987, pp. 179–185.
  10. ↑ The renaissance of wooden scaffolding . In: Die Bahn informs , ZDB -ID 2003143-9 , issue 3/1988, pp. 10-11.
  11. ↑ Deutsche Bundesbahn, project group Hannover – Würzburg center of the Federal Railway Directorate Frankfurt (ed.): The new line Hannover – Würzburg. The Kassel – Fulda section , brochure (46 pages), as of October 1984, page 38.
  12. ^ Progress in mountain and valley . In: Die Bahn informs , ZDB -ID 2003143-9 , issue 2/1985, p. 7.