Neue Verbund‐Schrägseilbrücken (BW 29 und 4) im Zuge der BAB 30 – Nordumgehung Bad Oeynhausen

Zur Zeit befindet sich der Lückenschluss der BAB 30 als sogenannte Nordumgehung Bad Oeynhausen im Bau. In diesem Rahmen werden am östlichen und westlichen Ende der Nordumgehung die Bauwerke 29 und 4 erstellt. Hierbei handelt es sich um Schrägseilbrücken in Verbaundbauweise, welche architektonische Landmarken an den Enden der Nordumgehung Bad Oeynhausen setzen. Beide Bauwerke überführen die BAB 30 über den Fluss Werre. Die Stromöffnungen betragen ca. 68 m bzw. ca. 83 m und sind damit für Schrägseilbrücken vergleichsweise gering. Aufgrund der Lage im Krümmungsbereich, der örtlichen Randbedingungen (u. a. große Schiefe wegen des Kreuzungswinkels) sowie des FFH‐Status der Werre ergab sich im Rahmen der Entwurfsplanung eine anspruchsvolle Aufgabenstellung. Trotz eines ähnlichen Erscheinungsbildes unterscheiden sich beide Bauwerke jedoch maßgeblich in ihrer Konstruktion durch die Anzahl der Seilebenen und die Ausbildung der Seilquerträger. Der Aufsatz beschreibt die wesentlichen statisch‐konstruktiven Besonderheiten der Bauwerke aus Sicht der Entwurfsverfasser. New cable‐stayed bridges (Structure 29 and 4) in the course of the Autobahn A 30 – Northern bypass at Bad Oeynhausen. Closing a gap in the course of the Autobahn A 30, the Northern bypass at Bad Oeynhausen is currently under construction. Within this project two cable‐stayed bridges, Structure 29 and 4, are being constructed at the Western and Eastern ends of the bypass. The bridges are of composite construction and they have been architecturally designed to form landmarks at the respective ends of the Bad Oeynhausen bypass. Both structures carry the Autobahn A 30 across the river Werre. The main spans measure 68 m and 83 m respectively and are thus fairly short for cable‐stayed bridges. Due to the location in curved sections of the Autobahn, local constraints (such as a large skew because of the crossing angle) and the Werre being a nature reserve with FFH status, the structural design has been a demanding task. In spite of having a similar appearance both structures differ significantly in number of cable planes and the construction of the transversal girder for cable anchorages. This article describes the distinctive features of both bridges from a static and structural point‐of‐view.     

Die Elbebrücke Niederwartha – die erste Schrägseilbrücke in Sachsen

The Elbebridge Niederwartha ‐ the first cable‐stayed bridge in Saxonia. The following article describes the preliminary studies and the design of the new roadwaybridge across the river Elbe near Dresden. The new bridge will have a total length of 367 m and a main span of 192 m. It will be come the longest main span and the first cable‐stayed bridge in Saxonia.     

Schrägseilbrücke für Straßenbahn‐, Geh‐ und Radverkehr

Cable‐stayed bridge for tramway, pedestrians, and bike traffic. For the development of the new quarter “Parkstadt Schwabing” in den North of Munich, the transport connection is established by a new tramway, the line 23. Thereby, a new bridge construction became necessary for the crossing of the main circular roadway “Mittlerer Ring” at the Schenkendorfstraße. The extraordinary bridge structure in direct conjunction with the glass enclosure of the Petuel‐tunnel belongs to the most spectacular metropolitan crossing locations of Munich.     

Die neue Berliner Brücke in Halle – Erste deutsche Schrägseilbrücke in Verbundbauweise

The new Berliner Brücke in the city of Halle (Saale) – First German cable stayed bridge in composite construction. The new Berliner Brücke in the middle of the Händel ‐city of Halle (Saale) is a cable stayed bridge with a central pylon and a stiffening truss in composite construction. The stiffening truss with the outline of the deck is bent and the pylon is skew to the bridge centre line. The bridge is exposed to stress out of the working load, e.g. traffic loads, heavy traffic loads and tram loads. The bridge crosses partly electrified tracks of the DB AG facilities in the north of the main station. Innovations and optimisation of building costs are a product of the difficult conditions to satisfy the urban development demands.     

Zur Effizienz von Queraussteifungen und unteren Verbänden bei breiten Straßendeckbrücken

Efficiency of diaphragms and horicontal bracings of highway deck bridges with multiple girders. This paper deals with different structural systems of a multispan composite highway bridge with spans of about 70 meters. The basis is a highway bridge which had to be strengthened. It has two seperate bridge decks, consisting of single boxed girders with a bottom bracing. Beside this structural system a connection of both decks with cross bracings and a completion to a multicellular deck with three cells is studied. For comparison also the system with two seperate decks composed of two plate girders and a multiple plate girder bridge deck are considered. Also the variation of the stiffness of the bracings and the number of cross bracings is studied. For every structural system the results in form of vertical deflections, influence lines and stresses in representative sections are presented and compared. On this basis the efficiency of bracings can be evaluated and the most economic structural system for the strengthening of two isolated bridge decks can be found. Also the material effort of the different structural systems for a new bridge with a wide deck is shown.