Viaduct Froschgrundsee
Coordinates: 50 ° 21 ′ 18 ″ N , 11 ° 1 ′ 20 ″ E
| Viaduct Froschgrundsee | ||
|---|---|---|
 |
||
| Convicted |
High- speed line from Nuremberg to Erfurt |
|
| Crossing of | Froschgrundsee | |
| place | Weißenbrunn in front of the forest | |
| construction | Arch bridge | |
| overall length | 798 m | |
| width | 14.3 m | |
| Longest span | 270 m | |
| Construction height | 3.6 m | |
| height | 65 m | |
| building-costs | 15.5 million euros | |
| start of building | 2006 | |
| completion | 2011 | |
| location | ||
|
||
The Froschgrundsee viaduct is a 798-meter-long, double-track railway overpass structure on the new Ebensfeld – Erfurt line between kilometers 116.180 and 116.978. With an arch span of 270 meters with the same span as the neighboring Grümpentalbrücke, it is the longest arched railway bridge in Germany and replaced the previous record holder, the Wilde Gera motorway bridge . Only the arch of the Spanish Almonte railway bridge, which opened in 2016, spans 384 meters of railway bridges in Europe.
The bridge is located ten kilometers northeast of Coburg near Weißenbrunn vorm Wald on the border between Bavaria and Thuringia and spans the northern end of the Froschgrundsee and the state road St 2206. The wide arch was chosen because of a nature reserve and the lake. The Müß tunnel connects to the north .
The route is straight at a design speed of 300 km / h in the structural area, the gradient increases towards the north with a maximum of 8.04 per thousand. With the expansion of the line, the bridge has a noise protection wall that is 2.0 meters high on the west side and a height of 1.0 meters between the tracks, as well as a slab track with a distance of 4.7 meters. The structure was erected between 2006 and 2011. The construction costs were around 15.5 million euros.
Foundation and substructure
The pillar of the bridge have a rectangular reinforced concrete hollow cross-section with broken corners and tapered with a suit of 70: 1 upwards. With the exception of the two dividing pillars with the external dimensions of 3.5 m × 5.8 m (width × depth) at the pier head, the dimensions of the other ten standard pillars are 2.7 m × 5.8 m. The eight stands on the arch do not have a suit, their dimensions are constant 2.0 mx 4.8 m. The reinforced concrete arch with a span of 270 m and a pitch of around 56 m also has a hollow cross-section and is accessible. At the apex, the external dimensions of the rectangular cross-section are approximately 5.9 m × 4.5 m (depth × height), in the fighter it is approximately 7.4 m × 6.5 m. The arch is the fixed point of the bridge and in particular transfers the longitudinal forces due to braking from the continuous beams, which are coupled in the longitudinal direction via the dividing pillars, into the subsoil. At the expansion joints of both abutments there are rail extensions with compensating plates. The bulkhead foundations are built on the rock with lean concrete cushions, the foundation of the pillars usually consists of large bored piles .
superstructure
The superstructure consists of a chain of three continuous girders that are 220 m, 358 m and 220 m long and divided by the two dividing pillars. In cross-section, the superstructure consists of a single-cell prestressed 3.6 m high reinforced concrete box girder with inclined webs, prestressed in the longitudinal direction . In addition, the deck is prestressed in the transverse direction. The floor slab is 4.8 m wide and the deck slab 13.3 m wide. The spans are 6 × 44 m + (9 × 30 m = 270 m) + 6 × 44 m.
history
planning
The planning approval for the section of the bridge was issued on December 22, 1995. The draft planning followed in large parts the framework draft planning of the Deutsche Bahn for valley bridges. Different bridge variants were examined. Pylon and steel bridge designs were discarded early for design and economic reasons; a girder bridge variant with standard support widths of around 60 m was classified as unsatisfactory in terms of design for the location and did not meet the requirements of flood protection. After these variants had been rejected, the planning concentrated on an arch bridge with spans between 175 and 270 m. A two-arch variant was also classified as uneconomical and unsatisfactory in terms of design. The one-arch variant that was implemented best met the requirements in terms of design, economy and flood protection.
In the route planning in 1995 and 1996 a bridge with an arch and a length of 798 m was planned.
Construction and construction supervision for the structure were tendered in early 2006 and awarded in September 2006.
execution
The arch was constructed as a guyed cantilever and the superstructure was constructed using the incremental launching method. The cantilever was built on both sides in sections of around 4.5 m, every second section was anchored back via the transom pillars, the last sections via pylons attached to them . Around 180 t of prestressing steel strands were used here. The pylons that were erected on the abutment pillars during the construction period were 18.8 m high. The arch was ceremoniously closed on September 26, 2008 after the installation of four 10 m long steel girders, which supported the two half arches in the construction stage. The final concreting section of the arch followed four weeks later. The construction of the superstructure had already started beforehand. The reinforcement frames made of reinforced concrete on the transom pillars, which were required to brace the arch halves, were dismantled in sections in mid-January 2009 with the help of a 500-tonne telescopic mobile crane . In September 2009 the last section of the superstructure was concreted. Except for the slab of the slab track , the work was completed in autumn 2010. In April 2011, the construction site facilities were cleared.
Installation
On October 21, 2017, a rescue exercise with almost 400 emergency services took place on the bridge. The collision of an ICE with a maintenance vehicle was assumed.
technology
On the bridge, in the direction of Ebensfeld, there is the border (border signals) between the ETCS centers Unterleiterbach and Erfurt NBS .
gallery
On the arch, shortly before the end of the arch (September 2008)
Shortly before the end of the arch (September 2008)
View from the arch towards the pillar (September 2008)
Construction status (May 2009)
State of construction (end of August 2009)
literature
- W. Heine, H.-J. Jonas, M. Kästner, E. Lederhofer, R. Wiest: ICE route Nuremberg – Erfurt. Arch bridges over the valleys of the Thuringian Forest . In: civil engineer . No. 3/2015 . Springer-VDI-Verlag, March 2015, ISSN 0005-6650 , p. 104-114 .
- Martin Schnellhardt: Arch bridge over the Froschgrundsee . In: Brückenbau , Edition 2/2010, pp. 6–10.
Web links
- Brochure (PDF; 890 kB) on vde8.de
- Brochure (PDF; 688 kB) on vde8.de
- Pictures of the construction site on bastellen-doku.info
Individual evidence
- ↑ a b c d e f Martin Schnellhardt: Planning and construction of the Froschgrundsee viaduct and the Grümpentalbrücke - wide-span arch bridges on the new railway line (sic!) Ebensfeld-Erfurt . In: 19th Dresden Bridge Construction Symposium: Planning, construction, repair and upgrading of bridges, 9./10. March 2009 , pp. 99-110.
- ↑ Planungsgesellschaft Bahnbau Deutsche Einheit mbH, Project Center Erfurt: ABS / NBS Nürnberg-Erfurt-Leipzig / Halle-Berlin (PDF; 2.2 MB). Brochure (15 pages), (January 1995, p. 12)
- ↑ Planungsgesellschaft Bahnbau Deutsche Einheit mbH (ed.): A new railway for Thuringia, Germany and Europe. The new railway line from Ebensfeld to Erfurt . Erfurt, April 1996, p. 11.
- ^ Deutsche Bahn AG: The end of the arc with a record over the Froschgrundsee . Press release from September 26, 2008
- ↑ Wolfgang Braunschmidt: Horror scenario on the ICE bridge. In: np-coburg.de. October 11, 2017. Retrieved October 14, 2017 .