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Stuttgart Mühlhausen, Germany

With the completion of the Grubental-Bridge in summer 2013, within the sector 8.1 of the German major infrastructure project VDE8, situated at the up-station of the track-section Ebensfeld-Erfurt, yet another closure of the new high-speed line Nuremberg-Erfurt-Halle/Leipzig-Berlin was achieved. The Grubental-Bridge is among a series of special bridges, which were build based on a new construction method, as integral or semi-integral bridges. In the journal Bautechnik 10/2011 [1] the specifics of the integral construction method were already described, focusing on the design-related specifics and challenges. Following up, the report at hand shall highlight selected specific challenges during the construction of the bridge. It reflects specific requirements for the construction and equipment, connected to the semi-integral design, such as the 'adjusting of bending stresses' in the course of construction, for instance. Beyond that some general issues in connection with the construction of a pre-stressed concrete bridge shall be introduced, which however become more important in the case of a integral or semi-integral bridge, as for instance the geometric control during the erection process. © Ernst & Sohn Verlag für Architektur und technische Wissenschaften GmbH & Co. KG, Berlin. Source

Keil A.,Sbp Gmbh | Fackler T.,Sbp Gmbh | Steigerwald T.,Sbp Gmbh
Bautechnik | Year: 2015

An innovative new bridge along the dual track DB-railroad line Wunstorf-Bremerhaven replaces the already heavily damaged existing bridge. The new bridge inserts itself harmoniously into the surrounding country side. The continuous, slender trough bridge convinces through its appropriate material application and moment-diagram formed webs, which are connected on both sides with the orthotropic steel deck. The stiffeners of the web in the region of the main span across the Aller are arranged in a fan-shape, following the flow of forces. To harmonize the alignment of the approach ramp, the height of the outer steel girders remains constant and the arrangement of the web stiffeners is purely vertical. The bridge superstructure is supported by bearings on slender pier walls and abutments, where the fixed point in the longitudinal axis is located on the northern pier. The new Allerbrücke will be assembled in parallel position next to the existing bridge structure, without significant disruption to the running rail traffic. The chosen incremental launching method allows a manufacturing process that is largely independent from flood waters, which means only a minimal intervention in the environment. © Ernst & Sohn Verlag für Architektur und technische Wissenschaften GmbH & Co. KG, Berlin. Source

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