Ingolstadt railway bridge

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View of the railway bridge from the control car of the Munich-Nuremberg Express , in the middle and on the right the old bridge, on the left the new building
View of the new and old railway bridge

The Ingolstadt Railway Bridge is a bridge with three superstructures that span the Danube between Ingolstadt Central Station and Ingolstadt Nord Station . The approximately 184 m long structure is divided into two older truss bridges in the east and a new trough bridge in the west.

Each of the superstructures has a track that can be driven on at 130 km / h ( LZB clearance only over 120 km / h). Passenger trains from the direction of Nuremberg and Treuchtlingen usually run on the western track, and trains in these directions on the middle track. Freight and individual regional trains (especially during overhauls) use the eastern track. Trains to and from the new high-speed line Nuremberg – Ingolstadt – Munich cannot use it due to the lack of track changes.

Bridge from 1869

The first railway bridge over the Danube near Ingolstadt was built in 1868 and 1869 when the Munich – Gunzenhausen railway was being built. The structure consisted of three iron truss girders with parallel girders , each with a span of 53.9 m. Heinrich Gottfried Gerber designed the bridge.

Construction of the third bridge

Since December 2006, most of the long-distance trains between Munich and Nuremberg have been running on the new route via Ingolstadt. To accommodate this additional traffic, a third bridge was built between 1999 and 2001. It is one of four larger railway bridges that were built between 1998 and 2006 as part of the new line.

The 184.09 m long construction was carried out with a six-span reinforced concrete composite trough. The superstructure width is 5.90 m, the height of the pillars four to six meters. Which spans amount to 13.42 m, 19.00 m, 22.30 m - and, above the river - m 55.15 or 54.72 m and 19.50 m. The track center distance between the two truss bridges is 6.5 m, between the middle and the newly built bridge is 6.4 m.

At the edge of the trough, steel longitudinal beams with variable construction heights are arranged as a design element. The upper edge of the longitudinal girders is wavy following the load, creating the impression of sails. The 2.5 million euro bridge structure was nominated as one of six for the German Bridge Construction Prize 2006 due to its design and technical innovations.

history

Initially, it was planned to expand the existing bridge in an easterly direction or to build a new steel bridge as part of the new line. In mid-1992 it was planned to replace the old, double-track steel truss bridge with a new, three-track prestressed concrete bridge. The 150 m long and 18 m wide bridge should be three meters lower than the existing bridge, the tracks should be one and a half meters higher than the existing ones. A pillar no more than two meters wide was planned in the Danube. The new bridge was to be built west of the existing bridge. Among other things, there should also be a switch on the bridge. The cost of the bridge (excluding the cost of demolishing the old bridge) was estimated at 20 million DM. The start of the plan approval procedure for plan approval section 72, from the south portal of the Audit Tunnel to the south bank of the Danube, was expected in January 1993. In order to avoid excessive interventions in an allotment garden on Stauffenbergstrasse south of the Danube, the route was swiveled towards Manchinger Strasse. In March 1994 the preparations for the planning approval procedure were under way; construction was not expected to begin before the end of 1995. As part of the discussion meeting lasting several days for the section Ingolstadt Mitte (north station to Klenzepark), the design of the railway bridge on February 15, 1995 was the subject of disagreement between DB and the city. The DB had rejected a city bridge proposal, developed by Jörg Schlaich , and held onto a third track west of the existing route. The city, on the other hand, considered a bridge on the east side to be better, which was rejected by the DB with reference to interventions in five houses in Frühlingsstrasse and usable DB land on the west side. According to DB, Schlaich's design was “not useful here” and an extension by a fourth or fifth track was not possible. The design of the DB, however, fits into the Ingolstadt "bridge family". According to the city, the previously agreed architectural competition was rejected by DB at the hearing.

See also

Web links

Individual evidence

  1. ^ Georg Mertens: The German bridge building in the XIX. Century . VDI-Verlag Düsseldorf 1984, ISBN 3-18-400647-6 , p. 59
  2. ↑ ICE is to roll over a new prestressed concrete bridge . In: Hilpoltsteiner Kurier . June 8, 1992, ZDB ID 1256658-5 .
  3. ↑ New ICE track along the flank battery affects allotment gardeners only marginally . In: Hilpoltsteiner Kurier . March 24, 1994, ZDB ID 1256658-5 .
  4. ↑ Reimund Herbst: Planners of the city and the railway yesterday on a collision course . In: Hilpoltsteiner Kurier . February 16, 1995, ZDB ID 1256658-5 .

Coordinates: 48 ° 45 ′ 51.6 "  N , 11 ° 26 ′ 13.7"  E