Filstal Bridge

In the course of the new Stuttgart – Ulm railway line, the Filstal valley must be crossed. The two directional tracks are each routed on a separate bridge structure, as a tunnel connects on both sides. Both tracks are therefore 30m apart. Both sub-structures have similar dimensions. The line speed is 250 km/h and a fixed track is used as the superstructure system. The bridge structure is designed as a semi-integral structure. The piers are monolithically connected to the superstructure and the superstructure is slidably supported in the abutment axes in the longitudinal direction for slow movements (from temperature, creep, shrinkage). For rapid movements (from starting, braking, gusts of wind), the superstructure is almost immovably supported in the longitudinal direction of the bridge by the hydro brake dampers arranged on the abutments. The line runs in a longitudinal gradient of 23‰ in the bridge area. The two superstructures are designed as 6-span, variable depth frame beams (superstructure height h = 2.80m to 4.65m) with a single-cell hollow box cross-section. The spans are as follows:
Right track: 44m + 95m + 150m + 93m + 58m + 45m SL = 485m
Left track: 44m + 95m + 150m + 88m + 50m + 45m SL = 472m
The height above ground is ≈76m. The superstructure is prestressed in the longitudinal direction and the roadway slab is reinforced without prestressing in the transverse direction. The piers in axes A20, A50 and A60 are designed as rectangular solid piers with a tie of 70:1 in the transverse direction of the bridge. The pier thickness in the longitudinal direction of the bridge varies depending on the axis (A20 and A50 d = 1.80m and A60 d = 1.10m). The two main piers in axes A30 and A40 are designed as Y-shaped piers, which shortens the span of the superstructure for symmetrical loads. All piers are monolithically connected to the superstructure and are founded on large bored piles Ø150. The two abutments are box-shaped and shallowly founded.