Braunau railway bridge
Coordinates: 48 ° 7 ′ 6 ″ N , 11 ° 33 ′ 43 ″ E
| Braunau railway bridge | ||
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| use | railroad | |
| Convicted | Munich Südring | |
| Crossing of | Isar | |
| place | Munich | |
| construction | Girder bridge , old part of the truss bridge | |
| overall length | 150.44 m | |
| width | 16 m | |
| Longest span | 48.4 m | |
| start of building | 1869 | |
| completion | 1871 | |
| opening | March 15, 1871 | |
| planner | Heinrich Gottfried Gerber | |
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The Braunau railway bridge is located in the south of Munich city center. The Munich Südring crosses the Isar on the bridge . This connects the Ostbahnhof with Munich Central Station and the routes leading to the west. Directly to the west of the bridge, the Große Stadtbach is crossed on another bridge . This supplies Isarwerk 3 , which is a few meters away, with water. The name of the bridge is explained by the fact that it is part of the rail link from Munich to Austria via Mühldorf and Braunau am Inn. The Austrian border town is Braunau am Inn . The northern part of the bridge was registered as a protected architectural monument in 2017 .
prehistory
In 1868 the embankment began to be built between the planned bridge location and Columbus Square to overcome the incline on Giesinger Berg . The material for the embankment came from the cut in the mountain in which the railway line was supposed to lead to Haidhausen station (today Ostbahnhof ). The population in Ober- and Untergiesing / Au , which would have been divided by the railway embankment, protested against the construction work and founded an interest group. Instead of a railway embankment, this demanded the construction of a viaduct, which had already been discussed before the start of construction work, but was rejected . After a petition to King Ludwig II , the latter had the construction work interrupted. After further discussions it was proposed to build several openings in the form of bridges in the embankment. These openings in the railway embankment were a compromise solution, which was also accepted by the Giesing community of interests. Then the construction work began again.
Construction work
Test drilling in the area of the planned piers showed that the top three meters of the soil consisted of loose gravel, followed by a layer of compressed sand that was also three meters thick. This was followed by a nine-meter-thick layer of spate iron stone that was 15 meters deep . The middle pillars of the bridge were placed on a concrete foundation that lay directly on the layer of spate iron. The outer pillars, on the other hand, were simply placed on top of the sand layer. This was sufficient as the existing flood dams did not pose a risk of the sand being washed away by water. The middle pillars were completed behind sheet pile walls in the river bed. When digging the pits for the pillar foundations, shovel excavators were used, which were powered by a six hp locomotive. While the excavator was moving around 150 cubic meters of gravel per day, the output in the sand layer dropped to up to 20 cubic meters per day. After the construction workers encountered a previously unknown spade iron plate within the sand layer, the excavator could no longer be used. The workers tried to smash the spade iron plate, but they did not succeed. It was only when an explosive charge was used that the rock formation was broken up so that it was possible to continue working.
A water ingress through a sheet pile wall delayed the completion of the foundation for another days. To make up for the delay, they worked late into the night. A lighting system from Siemens & Halske was installed on a twelve meter high wooden tower. It was the first time that such a facility was used for non-military purposes. It was fed with a steam-powered dynamo.
The three supporting structures of the bridge, each with a span of 48.5 meters, were designed as a half-timbered construction. After the bridge was completed in 1871, the wooden works footbridge was rebuilt further downstream, at the location of today's Wittelsbacherbrücke , as a temporary Isar crossing.
Development until today
Since the load capacity of the old bridge was no longer sufficient, it was in 1958 as a girder bridge with full wall - continuous beams rebuilt on the same pillars. Part of the old half-timbered construction was moved a few meters to the north on the pillars and continued to be used for a siding for the nearby slaughterhouse and cattle yard. However, this track has not been in operation since 1981. The bridge girder is badly corroded.
literature
- Christine Rädlinger : History of the Munich bridges . Ed .: City of Munich, Construction Department. Verlag Franz Schiermeier, Munich 2008, ISBN 978-3-9811425-2-5 .
- Thomas Guttmann (ed.): Giesing and the railroad . Buchendorfer Verlag, Munich 1998, ISBN 978-3-927984-80-6 .
- Klaus-Dieter Korhammer, Armin Franzke, Ernst Rudolph: The hub of the south. Munich railway junction . Ed .: Peter Lisson . Hestra-Verlag, Darmstadt 1991, ISBN 3-7771-0236-9 , p. 94-95 .
Web links
- Braunau railway bridge on brueckenweb.de.
Individual evidence
Großhesseloher Bridge | Marienklausensteg | Thalkirchner Bridge | Flauchersteg | Brudermühlbrücke | Braunau Railway Bridge | Wittelsbach Bridge | Reichenbach Bridge | Cornelius Bridge | Bosch Bridge | Zenneck Bridge | Ludwigsbrücke | Weir footbridge | Mariannenbrücke | Cable bridge | Praterwehr Bridge | Maximiliansbrücke | Luitpold Bridge | Max Joseph Bridge | John F. Kennedy Bridge | Weir Oberföhring | St. Emmeram Bridge | Herzog Heinrich Bridge | Leinthalerbrücke | Foehringer Railway Bridge | Isarsteg Unterföhring | Isar bridge Unterföhring