Projekte

Projects

Demolition and reconstruction of the Schnettker bridge, Dortmund, B1, construction of rainwater retention basin as well as earthwork and canal and cover structure construction for the ramps

The actual construction work began at the beginning of 2006, after the award of the contract and the ceremonial groundbreaking in September 2005. The construction assignment was to replace the existing “Schnettker bridge” structure with a new structure between Bochum and Dortmund as a part of B1.
This included the following significant main services:

- Preparation of a verifiable construction analysis and ready-for-construction documents,
- Construction of a new bridge structure (1st construction phase) adjacent to the existing structure,
- Demolition of the existing structure,
- Constructing the northern “half of the bridge” (2nd construction phase),
- Installation of a bow-string arch girder along the bridge axis and spanning the main span.
( A 20 to A 30),
- Construction of a rainwater retention basin,
- Earthwork and road construction works.

This is not a routine construction. In the final state, the support structure will be comprised of a box girder bridge and bow-string arch bridge with only one central arch. The central arch carries both main spans with a clear span of 132 m via external coupling cross beams which, at right angle to the bridge axis, link the two steel box girders
between which they are positioned. The tensile forces are thereby transferred via hangers made of round steel (fine-grained structural steel) with ø 220 mm.
During the preparation of the structural engineering calculation in 2006, it became apparent that additional measures would be necessary due to the maintenance of the traffic. In addition to significant quantitative overruns and requirement of additional services, this also led to an extension of the construction time. Therefore, it is planned that the construction will be finished in December 2011.
The traffic will then move in 3 lanes in each direction.
With shoulders as well as sidewalks and cycle paths at each coping, the bridge is 41.60 m wide; the length of the southern superstructure is 328 m and that of the northern superstructure 308 m. The structural steel used has a total weight of 5400 t.

B 188n, Rathenow bypass

Construction of B 188n along with a bridge structure over the river Havel was start at the beginning of 2008 and to be carried out as a part of the Rathenow bypass from 31803.00 to 0+181.250 construction kilometer.
The existing structure, a railway flyover constructed in the year 1926, was to be completely demolished.
The propose bridge structure number 5-1 was constructed as a bow-string arch girder bridge with continuous composite approach spans (continuous composite structure) with a spread footing supported substructure. The bow-string arch girder bridge with its exterior arches has a maximum span length of 90 m and the total length of the construction is 203.40 m. Both abutments have service walkways enabling access to the steel box girders and maintenance of the multi-cell expansion joint.
In September 2009, the bridge was longitudinally launched during a 48 hour blockage of shipping traffic on the Havel river.
The stiffness of the steel box girdle calculated for the final state allowed to cantilever the superstructure during launch of all spans with the exception of the main span. For this part, a barge was used for support
Pouring the cast-in-place concrete deck slab was done by alternating pouring sequence method.
The for north-western Brandenburg unusually harsh winter of 2009/2010 as well as additional services required for road construction led to an opening of the bridge on 31.08.2010. The bypass and Havel bridge on B 188n were subjected to an “initial test” with the Havel Bridge Race on 28.08.2010 and inaugurated worthily.

A10, structure 72, demolition and renewal including ramp adjustment

As part of a joint venture, the civil engineering division constructed structure number 72 over the river Havel near Brieselang. Earth and road work construction are executed by the ARGE [joint venture] partner.
The construction of this replacement structure is being implemented in two construction phases with the aim of enabling the expansion of the federal motorway to three lanes in each direction.
The earthwork began in early 2009. First, a one-sided extension of the embankment with expansion of both ramps was required.
The first part of the structure was preassembled on the new south-eastern embankment. Huge substructures were being constructed simultaneously. The foundations were made from under water concrete in closed sheet pile boxes.
The bridge was shifted over the river Havel with the aid of a barge and self-propelled modular transporters (SPMTs).
All motorway traffic was diverted to the 1st part of the structure once the road access was completed. Next, the existing structure was demolished. Subsequently, the second part of the structure was constructed.
Once the foundations are completed, the bridge is to be shifted analogous to the 1st construction phase in June 2011.
Both parts of the structure are bow-string arch girder bridges with crossed round steel hangers.
This required extreme precision during production in the fabrication facilities in Nordhausen as well as during the assembly on site. As intended, all targeted quality goals were met.
The total weight of both steel bridges (without cast-in-place concrete deck slabs) is about 1800 t.
Opening for traffic is planned for late autumn of 2011.

Construction of B6n, BA 13.3 road and bridge construction

The route of the future B6n runs north of Ilberstedt and crosses a double track railway line.
Within a joint venture partner, the Civil Engineering Division is working as a contractor for SCHACHTBAU NORDHAUSEN Großprojekte GmbH.
This subsidiary of SCHACHTBAU NORDHAUSEN GmbH is responsible for constructing the 93A structure over the railway line.
What makes this structure unique, is its location is in a region of mining subsidence.
According to prognoses, subsidence of up to 5 m is to be expected in this area in the next 100 years.
To compensate for this, the project owner decided to construct a 92 m long steel truss bridge for each direction of traffic.
The total steel weight of these structures amounts to 1564 t.
The bridge will be shifted during a complete closure of the railway track by means of self-propelled modular transporters (SPMTs). For this purpose, a travel path made of steel steel mats will be constructed from one to the other abutment in order to protect the track of DB Netz AG.
The cast-in-place concrete decks will be installed after the truss bridges have been set.
The opening for traffic is to take place in December 2011.
Thus, B6n will be continuously open to traffic from motorway A 14 up to motorway A 395 and Goslar.

Motorway A 38
Bridge over Rhin valley and B 80

The federal motorway A 38 crosses the Rhin valley and the today’s State Road 3080 west of the Höllberg tunnel, thus making the construction of a 307 m long bridge necessary. This was achieved with the following span lengths: 32– 41– 46– 60– 46– 44– 38 m.
Shoring was used to construct the superstructure as a double-webbed post-tensioned concrete T-girder. The centre span required a haunched deck to enable the desired sleek construction and support width.
The distinctiveness of this structure is that it is structurally actually made of two separate structures. Thus, both eastern as well as both western abutments must be viewed as separate abutments. As the bridge is linked to the western portals of the Höllberg tunnel tubes at an center-to-center distance of 25 m to, the distance between both bridge copings is approximately 10 m. This distance decreases to approximately 5 m at the western bridge abutments.
Motorway A 38 was fully completed and opened to traffic at the end of 2009.
The Rhin valley bridge was thus the last structure of a total of 24 structures constructed by the company over the course of motorway A 38 construction which started in 1992 and was commissioned by DEGES.

Reconstruction of EÜ Hösbach

The railway overpass is a part of the double track Würzburg – Aschaffenburg line and crosses over the motorway A3 in Hösbach. The structure was put out for tender by DB ProjektBau GmbH NL Frankfurt/Main as a network arch superstructure.
The construction measures were carried out by the joint venture (ARGE) of SCHACHTBAU NORHAUSEN Großprojekte GmbH and Himmel & Papesch.
Important sructure data:

- Support width 95.65m
- Total width of the superstructure 13.50m
- Number of flat steel hangers 52 units
- Steel weight 1250 t
- Steel structure fabrication 09 – 12 / 2010
- Steel structure assembly 10/2010 – 03/2011

The superstructures were fabricated from September 2010 to December 2010 in Nordhausen in constructional segments with a transportable weight per unit of up to 60 t.
The assembly at the construction site was carried out in joint efforts from October 2010 to February 2011 on an assembly grid, which was parallel to the subsequent end position.
Transport, assembly and corrosion protection work was carried out under difficult conditions in the winter months with permanent use of a heated tent enclosures.
For the first time, flat steel hangers, 52 units, were mounted by SBN in accordance with the assembly design.
After the completion of the steel and welding work, the entire superstructure was almost entirely cover coated at the construction site.
Demolition, earthwork, concrete construction work, track construction work as well as shifting of the bridge and final assembly were done in early March 2011 within a period of twelve days during which the railway tracks were completely closed for traffic.
The 1250 t superstructure was moved into position using SPMT modules. The superstructure was placed at a height of 6.50m on an auxiliary construction, which transferred the load to the SPMTs’ 2 x 32 axes. The bridge was transported lengthwise and crosswise to its final position across the completely closed motorway A3 within a window of 6 hours.
The network, comprising 52 flat steel hangers, will be monitored by survey instruments for one year.

Reconstruction of the Walddörfer bridges in Hamburg
Underground railway construction of HOCHBAHN AG

The existing bridge structures D(37), D(38), D(40) and D(44) in the northern section of the U1 route of the Hochbahn AG in Hamburg were replaced with new substructures and superstructures. The work was done in the summer of 2009 while the double track route was closed to traffic for eleven weeks. Four steel superstructures weighing from 45 to 95 tonnes each were entirely fabricated and color-coated in the work shop of SCHACHTBAU NORDHAUSEN GmbH, then transported to the construction site with maximum measurements of 7.25 m width by 24.80 m length, and subsequently mounted with mobile cranes. The final transport of the superstructure for BW D(37) from the assembling lot to the bridge location was carried out with the help of SPMT modules. All other superstructures could be placed directly.

Activities performed

• Disassembly and disposal of the existing superstructures D(37), D(38), D(40) and D(44)
• Fabricating, color-coating and direct assembly of the constructions D(38), D(40) and D(44) with 500t or 800t mobile cranes.
• Fabricating, assembly, site color-coating and final launch of the D(37) construction with SPMT modules
• Incidental construction for all individual structures

The total weight of all the steel construction troughs for all the four constructions is 418 t.

Maintenance of the Strelasund Bridge

The Strelasund Bridge connects the Rügen and Dänholm islands near Stralsund. The bridge was constructed in 1936/37 and is being restored by the Department of Transportation since 1994. In 2009, Stralsund’s Road Construction Office called for tenders for rehabilitation of the bridge deck. It consisted of 47.5 m orthotropic slabs and 492.5 m reinforced concrete slabs.
The current reinforced concrete slab has been divided in 47 individual sections. Due to the structural dependencies of the existing supporting structure within the construction stages, 10.80m long sections are now being individually renewed.
The following essential activities are carried out as a part of the working cycle:

Demolition: Lengthwise separation of the reinforced concrete deck with the help of concrete saws, cutting of the longitudinal girder underneath the motorway and hauling of individual concrete slabs

Renovation: Preparation of the existing cross beams for bolted inserts for proposed connection with the new cross beams and attached deck panel, demolition of consoles on cross beams and main girders, preparations for construction of the new deck structure

Reconstruction: Lifting of the new deck structure consisting of two edge segments and a central segment, each 10.80 m long, assembly with 100 t mobile cranes, weight approx. 21 t,
the construction segments are subsequently bolted and welded; approximately 300 bolted connections are set for attachment to the existing cross beams

The assembly is carried out with the help of a mobile scaffolding that is approx. 25 m long and is hung from the supporting structure. Due to the front end assembly, the construction site can only be accessed from the northern end.

Technical specifications:

Girder bridge

Individual span length / total length: 54 m / 540 m

Distance between the curbs: 6.50 m

Deck surface: 3510 m²

New deck construction: 899 t S235 and S355

Construction time 05/2010 to 12/2011