Asnières railway bridge
Coordinates: 48 ° 54 ′ 13 ″ N , 2 ° 17 ′ 14 ″ E
| Asnières railway bridge | ||
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| use | Railway bridge | |
| Crossing of | His | |
| place | Asnières-sur-Seine | |
| overall length | 300 m | |
| width | 38 m | |
| Number of openings | 5 | |
| Pillar spacing | 31.4 m | |
| completion | 1837/1852/1928 | |
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The Asnières railway bridge ( French pont ferroviaire d'Asnières ) crosses the Seine in the Hauts-de-Seine department in north-west Paris . Its abutment on the right bank of the Seine stands on the border between the municipalities of Levallois-Perret and Clichy , its abutment on the left bank of the Seine is in Asnières-sur-Seine just before the station of the same name. The bridge also crosses the multi-lane quayside streets Quai Michelet and Quai de Clichy on the right and Quai du Docteur Dervaux on the left bank in an area characterized by predominantly commercial development. About 100 m below it is the Pont d'Asnières for road traffic.
description
With its ten tracks, the bridge is one of the widest railway bridges in France. It serves the railway lines that lead from Gare Saint-Lazare in Paris to the western Parisian suburbs between Pontoise in the north and Versailles in the south as well as in large parts of Normandy . It is used, among other things, by lines J and L of the Transilien network.
Today's railway bridge, which goes back to a thorough renovation from 1979 to 1981, has five bridge fields over the Seine with a total length of 160 m and a further four fields over the riverside roads. The bridge is around 300 m long and 38 m wide. It consists of several parallel steel solid wall girders on pillars clad with natural stone. What is striking are the masts for the overhead lines of the ten tracks that are attached to their sides and protrude high above them .
history
Bridge from 1837
In the course of the construction of the railway from Paris to Saint-Germain-en-Laye or initially only to Le Pecq under the direction of Eugène Flachat , a bridge with four stone pillars and a wooden superstructure made of five segment arches was built from 1836 to 1837 . The wooden structure could be erected faster and with considerably lower investment costs than any other construction method. However, the disadvantages soon became apparent that the wooden connections wore out under the constant load changes caused by the trains and the wood , which was constantly damp under the ballast bed, soon rotted away.
Major repairs had therefore begun in 1847 when an arch of the bridge was burned down during the February Revolution of 1848 by boatmen on the Seine who were deprived of their income by the railroad. Since the next arch no longer had any lateral counterpressure, it too collapsed, and then the whole bridge collapsed in a chain reaction. Flachat replaced it with a temporary structure made of wood and iron within just 45 days and at the same time prepared the construction of a new bridge.
Bridge from 1852
A new four-track bridge was built within five years to accommodate the increasing importance of the railroad to the western suburbs of Paris. It was built according to the plans of Eugène Flachat and the calculations of Émile Clapeyron by the company of Ernest Goüin (the later Société de Construction des Batignolles and today's Spie Batignolles ). Opened in 1852, the bridge was France's first wrought-iron bridge, previously there had only been a few cast-iron bridges. It was influenced by Robert Stephenson's Britannia Bridge and thus France's first box girder bridge , which in turn became the model for the railway bridges in Langon and Moulins (Allier) .
From his calculations for the Asnières railway bridge, Clapeyron developed the three-moment equation on the continuous beam .
The iron structure was installed within the existing, temporary wooden bridge without significantly affecting the train traffic.
The 168 m long bridge, where the foundations of the predecessor could be used for the four pillars, had five bridge fields with spans of 31.40 m, which were spanned by 5 parallel, continuous hollow boxes riveted from rolled sheet metal with overhead tracks . The box girders were 2.28 m high, 0.70 m wide and consisted of 7 mm thick sheet metal. They were arranged at center distances of 3.10 + 3.00 + 3.00 + 3.10 m, so a total of 12.20 m and stiffened among each other by struts in the form of St. Andrew's crosses . The bridge had a clearance height ( headroom ) of 9.76 m.
The new bridge met with considerable criticism from the established state building authorities, but withstood the increasing traffic loads until it was overhauled and expanded after around sixty years.
Post impressionism
This Asnières railway bridge, opened in 1852, can be found in the works of French Post-Impressionist painters .
Une baignade à Asnières
Georges Seurat , 1884
Le Pont d'Asnières
Vincent van Gogh , 1887
Extensions
The increasing traffic not only led to a step-by-step expansion of the Gare Saint Lazare, but also the bridge: 1911–1913 it was widened to six tracks, and in 1928 it was finally extended to ten tracks. In 2015 the bridge is to be partially renewed and expanded again.
Others
The Asnières railway bridge has been a listed building since 1995 .
See also
Web links
Individual evidence
- ↑ Les ponts des Hauts-de-Seine ( Memento of December 9, 2007 in the Internet Archive )
- ↑ a b Bernard Marrey: Les Ponts Modernes; 18 e –19 e siècles. Picard éditeur, Paris 1990, ISBN 2-7084-0401-6 , p. 142.
- ↑ Georges Ribeill: Vie et mort des ouvrages d'art. L'exemple des ponts de chemins de fer. P. 4 (PDF, 5 MB)
- ↑ Historical postcard
- ↑ Bernard Marrey: Les Ponts Modern; 18 e –19 e siècles. Picard éditeur, Paris 1990, ISBN 2-7084-0401-6 , pp. 166-168.
- ↑ A detailed description of the construction can be found in: L. Molinos, C. Pronnier: Traité théorique et pratique de la construction des ponts métalliques. A. Morel, Paris 1857, p. 267 ff, ( digitized on Google Books).
- ↑ L. Molinos, C. Pronnier: Traité théorique et pratique de la construction des ponts métalliques. A. Morel, Paris 1857, p. 325, ( digitized on Google Books).
- ↑ Un mépris non équivoque pour cette chaudronnerie anglaise qui prétendait remplacer, par de maigres lames de tôle, la massive et monumentale maçonnerie de moellons ou de pierre de taille (An unequivocal disdain for these English metal goods that presumptuous, the massive and monumental masonry to replace broken stone and stone with thin metal strips). In: Léon Malo: Notice sur Eugène Flachat . Quoted from: Georges Ribeill: Vie et mort des ouvrages d'art. L'exemple des ponts de chemins de fer. P. 4.
- ↑ Élargissement du pont SNCF ( Memento of the original of October 6, 2014 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. Press release from the City of Levallois-Perret
- ↑ Notice n ° IA00125205 on Base Mérimée
