Zeitlofs Sinntal Bridge

Coordinates: 50 ° 15 ′ 39 ″  N , 9 ° 39 ′ 0 ″  E

Zeitlofs Sinntal Bridge
Convicted	High- speed line from Hanover to Würzburg
Subjugated	sense
place	Zeitlofs
construction	Prestressed concrete box girder bridge
overall length	704 m
width	14.3 m
Longest span	44 m
Construction height	3.6 m
height	25 m
start of building	1st December 1981
completion	November 1983 (contractual end of construction)
location

The Zeitlofs Sinntal Bridge is a double-track railway overpass on the Hanover – Würzburg high- speed line at 267.4 km. At 704 m it is the longest continuous girder bridge on the high-speed line. The route runs on a bridge in the direction of Hanover in a right curve of 7,000 m radius.

The planned construction costs were around 19 million D-Marks (around 10 million euros , as of 1982).

course

The girder is in the southern Rhön west of Zeitlofs at the Bavarian-Hessian state borders and spans a flat meadow valley with the brook sense , the Old Gronauer Road ( State Road 2289), the Sinn Valley Railway , a gas pipeline and two farm roads . The track is at an average height of 25 m above the valley floor, with a maximum height of 32 m.

The route initially describes a straight line in a southerly direction that turns into a right-hand bend with a radius of 7,000 m . The gradient falls on the bridge continuously with 1.5 per thousand to the south.

The Mottgers depot connects to the north and the Altengronauer Forst tunnel to the south .

history

planning

In addition to the construction, a variant with 12 pillars, 56 m span and a larger construction height was also shortlisted.

At the end of 1977, the planned length of the structure was the 704 m later realized. The route and gradient also corresponded to the courses implemented later.

After the experience with the optimization of the Main Valley Bridge in Gemünden , Fritz Leonhardt's office was commissioned to revise the planning of the bridge in the early 1980s. The initially planned single-span girders were replaced by continuous girders with slim pillars.

The construction of the bridge was awarded in September 1981. The planned length was 706 m.

In the planning and construction phase, the structure was located at construction kilometers 250 and 251.

construction

Construction began on December 1, 1981. The contractual end of construction was in November 1983 (status: 1982). The bridge was thus completed as one of the first structures in the southern section of the new line.

technology

Cross section of the superstructure

In contrast to most other bridges on the high-speed route, the bridge superstructure has a seamless continuous beam as a structural system in the longitudinal direction. The southern abutment is the fixed point of the bridge and a rail extension is arranged on the northern part . The cross-sectional shape of the bridge is a single-cell reinforced concrete box girder with inclined webs, prestressed in the longitudinal direction . In addition, the deck is prestressed in the transverse direction. The span of the 16 bridge fields is uniformly 44 meters, which results in a total span of 704 meters. The constant construction height is 3.6 meters, with a superstructure width of 14.3 meters. This results in a slimness of 12 (ratio of span to construction height). The construction of the superstructure was carried out using the incremental launching method .

The bridge has the longest superstructure built in prestressed concrete by the Deutsche Bundesbahn to date.

The 15 reinforced concrete piers have a box- girder cross-section and a cross-section width of 6 meters and a thickness of only 2.7 meters at the pier head, as no more than two bearings are required. The edges of the pillars are beveled to a width of 50 cm.

At the abutment with the fixed point of the bridge, a local geological fault zone was encountered during the excavation of the construction pit. Therefore, instead of the planned shallow foundation for vertical forces, a deep foundation with bored piles was carried out. Permanent anchors were set in the rock to transfer the horizontal forces.

literature

• Helmut Maak: Design and landscape integration of engineering structures on the new lines of the Deutsche Bundesbahn. In: Concrete and reinforced concrete construction. Issue 2, 1986.

Web links

Commons : Sinntalbrücke Zeitlofs  - Collection of images, videos and audio files

Individual evidence

1. ↑ ^{a b c d e f} Joachim Seyferth: The new lines of the German Federal Railroad ( rail- book 1) . Josey-Verlag, Wiesbaden 1983, ISBN 3-926-66900-4 , p. 52.
2. ↑ ^{a b} 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.
3. ↑ ^{a b c} 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 .
4. ^ 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 .
5. ^ Fritz Leonhardt : Master builder in a revolutionary time . Deutsche Verlagsanstalt, Stuttgart, 1984, ISBN 3-42102-815-X , p. 300 f.
6. ^ Helmut Maak: New Hanover – Würzburg line, start of construction in the southern section . In: The Federal Railroad . Vol. 57, No. 10, 1981, ISSN  0007-5876 , pp. 801-806.
7. ^ 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 23