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Leipzig, Germany

The Anklam rolling-lift railway bridge was bridging the river Peene at Anklam in the German federal state of Mecklenburg-West Pomerania. It is situated on the double-track electrified Berlin- Stralsund line. The bridge was designed and built using the principles developed by the American engineer William Scherzer (1858-1893) and is one of the oldest remaining bridges of this type in Germany. It consists of three main parts per track. On a townside-located southern support roller tracks are mounted on which a pair of toothed wheels whith overhead mounted counterweights can roll off to open the second part - the rolling lift. The third part - a fix foreshore bridge - is located between the riverside pier and the northern support. Since march 2011 - because of defects on the bearing construction - the lower support is being fitted by DB ProjektBau GmbH and the superstructures are being replaced by hydraulic-moved lifts and new fix foreshore bridges. The rolling lift bridge of William Scherzer will be preserved as a technical memorial and erected next to the new bridge. The two tracks are expected to be back in full service by June 2013.

The Stuttgart-Ulm railway project is a central investment in the future for the German state of Baden-Württemberg. The new line will be part of the European high-speed rail network "Magistrale for Europe", linking the European metropolitan areas of Paris, Strasbourg, Munich and Vienna along a central west-east axis to Bratislava and Budapest. Altogether, the Stuttgart-Ulm railway project includes the rearrangement of the Stuttgart rail node and the new line Wendlingen-Ulm. The joint venture ATCOST21 under lead company Porr has been awarded the contract for the Filder Tunnel and the approaches to Ober- and Untertürkheim. Employer and contractor intend to develop the project as partners with the aim of technical and commercial optimisation under the terms of the contractually agreed partnering model. © 2012 Ernst & Sohn Verlag f?r Architektur und technische Wissenschaften GmbH & Co. KG, Berlin.

With a total length of 4270 metres. Tunnel Rastatt is one of the main projects for the planned third and fourth railway track between Karlsruhe and Basel. The financing agreement with a total volume of EUR 700 million was signed in 2012; the first construction works are to begin at the end of 2013. At the end of 2015 two machines are likely to start boring parallel single track tunnel tubes underneath the city of Rastatt. Preparing the tunnel carcass will take approximately four to five years; the completion of the tunnel is planned for the year 2022. In the same year, the section of track - with a total length of 17 kilometres - is to be put into service.

Haid H.-G.,DB ProjektBau GmbH
ZEVrail | Year: 2013

After a construction period of some nine years the 9 385 meter- long Katzenbergtunnel was opened in December 2012. The largest single civil engineering structure on the new and upgraded line Karlsruhe-Basel is the third-longest tunnel in the DB Netz AG network. In addition to the outstanding engineering accomplishments, the tunnel is remarkable on account of its many innovative technologies and concepts. Among the innovations are the safety concept with two single-track tun-nels which are connected with one another by 19 connecting galleries at intervals of 500 meters, the solid carriageway which may be used by road vehicles, the new method used to affix the overhead lines, and the sonic boom constructions which prevent a tunnel boom effect. All these solutions make the Katzenbergtunnel one of the most modern constructions in European rail transport as it sets the highest standards and serves as a prototype for future tunnel constructions in Deutsche Bahn's high-speed network.

So far no experiences could be accomplished with bridges in the field of high-speed trains due to high stresses with possible appearances of resonance. This issue has to be treated very sensitive from the design stage on. Little tricks will help to improve the dynamic performance. This contribution deals with the modeling of the impacts and the structure of the high speed train bridges as well as the evaluation of results of calculations. Problems of ultimate limit strength and fatigue strength are being discussed for some examples because dynamic factors as well as working load factors are no longer correct if resonance is occuring. © Ernst & Sohn Verlag für Architektur und technische Wissenschaften GmbH & Co. KG.

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