Malbork Railway Bridge

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Coordinates: 54 ° 2 ′ 40 ″  N , 19 ° 1 ′ 47 ″  E

Malbork Railway Bridge
Malbork Railway Bridge
Convicted Warszawa – Gdańsk railway line
Crossing of Nogat
place Malbork
Entertained by PKP PLK
construction steel girder bridge
overall length 248 m
width 9 m
Number of openings six
Longest span 58 m
start of building 1851/1888/1972
completion 1857/1890/1975
location
Malbork Railway Bridge (Pomerania)
Malbork Railway Bridge

The Malbork Railway Bridge leads the Warszawa – Gdańsk railway line near Malbork , in German  Marienburg , in the Polish Pomeranian Voivodeship over the Nogat .

description

It borders on the grounds of the Marienburg Order Castle to the north and stands directly next to the Buttermilk Tower.

The double-track railway bridge was built after the destruction of the Second World War by the Polish Railway Administration from 1972 to 1975 as a steel girder bridge on the pillars of its predecessor, whereby two intermediate pillars were installed due to the increased weight of modern locomotives and trains.

The 248 m long bridge between the abutments has 6 fields with pillar spacing of 20 + 46 + 58 + 58 + 46 + 20 m.

It was recently modernized on behalf of PKP Polskie Linie Kolejowe .

history

The Nogat Bridge near Marienburg (today Malbork ) was built from 1851 to 1857 as part of the construction of the Berlin - Königsberg line of the Prussian Eastern Railway . The construction work primarily included the Dirschau bridge on the Vistula near today's Tczew . The engineer Johann Carl Wilhelm Lentze (1801–1883) was in charge of planning the bridges. They are considered to be the first long-span girder bridges on the European continent.

From 1888 to 1891, a railway bridge was built in both places right next to the first, which was converted into road bridges.

First Nogat Bridge

prehistory

A railway bridge over the Vistula was long considered impossible. A wooden bridge built by the Knights of the Order near Marienburg in the 14th century was destroyed by floods in the early 18th century. A wooden bridge built near Thorn (Toruń) in the 16th century could only be preserved with great difficulty due to frequent floods and the annual ice drift. In the middle of the 19th century, large expanses were spanned with suspension bridges, but they were all road bridges.

When the Prussian building authorities convened a commission for the construction of the Vistula and Nogat bridges and the necessary electricity and dike regulations in 1844 and commissioned Lentze with a first draft for the bridges, Robert Stephenson's Conwy Railway Bridge and the Britannia Bridge in Wales were still in the planning phase.

As a result of the crisis of 1846/1847 , King Friedrich Wilhelm IV stopped all preparatory work on the bridges on June 6, 1847, only the construction of the river and dyke could be continued. At the instigation of the Minister of Commerce, Lentze used the break to see the construction of the Britannia Bridge on site. He then dropped the idea of ​​a suspension bridge in favor of a solid bridge. However, he thought a full-walled box girder bridge was too expensive, and you couldn't swim a box on the two shallow rivers. Therefore, he decided at the resumption of work for on a falsework to be assembled girder bridges .

Lattice Bridge (1857)

Lattice bridge with buttermilk tower

With the law of December 7, 1849, the construction of the bridges over the Vistula and Nogat and the electricity and dike regulations due to the railway system were ordered and the necessary funds were granted. On April 3, 1850, work was resumed, and the construction site on the Nogat was opened in 1851.

The basis of the construction were the theoretical investigations carried out shortly before by Karl Culmann and Johann Wilhelm Schwedler . The structural calculations and the implementation plans were made by the Swiss engineer Rudolf Eduard Schinz . The wrought iron superstructure of the bridge was made by the Dirschauer Maschinenbauanstalt, an offshoot of the Maschinenbauanstalt HW Krüger from Potsdam. The pillar towers and the portals of the abutments were designed by the architect Friedrich August Stüler . The local site manager was Hermann Lohse until he was called to build the cathedral bridge in Cologne.

The lattice girder bridge, including the portal structures, totaled 279.5 m (890 ½ feet ) and without it 248 m long lattice girder bridge had two openings, each with 104.5 m span and a clearance of 97.92 m. At the request of the military, it was bordered at both ends by portals and a fore on the left bank. The round towers flanking the bridge were designed by the architect Stüler in the style of a medieval castle crowned with battlements .

The bridge had a track and a carriage way on both sides . The paths were not separated from the tracks, as horses would shy away from the locomotives and therefore the few wagons had to wait for the trains to pass. Outside the lattice girders, there was a footpath that led around the outside of the pillar towers. Pedestrians could therefore use the long bridge regardless of the passage of a train.

The bridge had a clearance height of 3.30 m (10½ feet) above the highest water level. Up and down the river there were cranes to raise and lower the masts .

The lattice girders were 7.14 m high (22¾ feet) and 6.28 m (20 feet) apart. The strength of its close-knit network of diagonal bars and vertical iron angles was determined by Schinz according to the structural requirements. His idea of ​​combining the superstructure of the two openings into one continuous beam resulted in significant savings. Lattice-like cross girders on which the track lay and two upper wind braces connected the lattice girders.

The pillars had a pile foundation, set against a pothole was surrounded by a fence wall and protected by a wall of stone blocks. The pillars consisted of brickwork on the inside and natural stone on the outside against the ice drift.

The first train passed the bridge on October 12, 1857, and the Dirschau – Marienberg route was opened to traffic. The formal handover of the two bridges to the Royal Railway Direction Bromberg took place after completion of all remaining work on December 8th, 1858. On August 24th of the following year the Royal Commission for the construction of the bridges was dissolved.

Lens carrier bridge (1890)

Lens carrier bridge

Towards the end of the 1860s, the second track was laid on the Eastern Railway, but the bridges remained single-track, which was found to be a nuisance with increasing traffic. Carts had to wait longer and longer, on the other hand, a broken axle of a cart led to a prolonged blocking of rail traffic. Therefore it was decided to build new, double-track bridges and to convert the old ones to road bridges. The German Reich made a grant of 60% of the calculated costs.

Both bridges were designed by Johann Wilhelm Schwedler . The architect of the portals was Johann Eduard Jacobsthal . A central construction office was set up in Bromberg under the direction of Georg Christoph Mehrtens , in which the implementation planning was also drawn up. The iron construction was supplied and installed by the stock corporation for iron industry and bridge construction, formerly Johann Caspar Harkort in Duisburg .

Construction began in the spring of 1888. The new bridge stood a little more than 40 m downstream of the lattice girder bridge and the buttermilk tower. Like this one, it had two openings with spans of 104.5 m.

The superstructure consisted of lens girders with diagonal struts crossing in the middle between the upper and lower chords and a central chord as a tie . The girders had a lateral center distance of 9.5 m from each other. The track was attached to the lower chords with vertical stretcher bars. The superstructure was made almost entirely of wrought iron ( welding iron ). Steel ( fluoro iron ) was already available in sufficient quantity and quality, but the extensive material tests of around 7000 t could not have been carried out in the time available. That is why steel ( Siemens-Martin-Stahl ) was only used for individual, heavily stressed parts such as the drawstrings and the support bars of the roadway.

The pillars were only 6 m wide (compared to the 9.73 m wide pillars of the old bridge).

The Nogat Bridge was opened to traffic on October 25, 1890.

Second World War, post-war period

Both bridges were blown up on March 9, 1945 by the Wehrmacht. After the war, the railway bridge was rebuilt with English ESTB emergency bridges until 1947. The current bridge was built between 1972 and 1975.

literature

Web links

Commons : Malbork Railway Bridge  - Collection of images, videos and audio files

Individual evidence

  1. ↑ Photos of the modernized bridge on pol.sika.com
  2. ^ Obituary , Centralblatt der Bauverwaltung , June 30, 1883, pp. 233 and 234, accessed on December 19, 2012.
  3. ↑ First Dirschauer Weichselbrücke on Ostbahn.eu
  4. ↑ Mehrtens, column 99
  5. ↑ Mehrtens, column 102
  6. ↑ Mehrtens, column 105
  7. ↑ Lentze, column 445
  8. ↑ Mehrtens, column 106
  9. ^ Friedrich Heinzerling: The bridges in iron . With: The bridge over the Nogat near Marienburg. Otto Spamer, Leipzig 1870, p. 276 ( full text in Google Book Search).
  10. ↑ Mehrtens: On the construction history of the old railway bridges at Dirschau and Marienburg. Column 117
  11. ↑ Mehrtens, column 118
  12. ↑ Mehrtens, column 106
  13. ↑ Mertens, column 115
  14. ↑ 1 Prussian foot = 0.31385 m
  15. ↑ Lentze, column 455
  16. ↑ Lentze, column 455, 457
  17. ^ Karl-Eugen Kurrer: History of structural analysis: In search of balance . 2nd Edition. Ernst & Sohn, Berlin 2016, ISBN 978-3-433-60750-3 , p. 75 .
  18. ^ Karl-Eugen Kurrer: The History of the Theory of Structures: From Arch Analysis to Computational Mechanics . Ernst & Sohn, Berlin 2008, ISBN 978-3-433-01838-5 , pp. 80 ( limited preview in Google Book search).
  19. ↑ Mehrtens, column 113
  20. ↑ Mehrtens, column 116
  21. ^ NN, column 236
  22. ^ NN, column 425
  23. ^ NN, column 246
  24. ^ NN, column 250
  25. ^ NN, column 238
  26. ↑ Everall Sectional Truss Railway Bridge , an emergency bridge developed by Lieutenant Colonel Everall for the Mulberry ports (Colin Flint: Geopolitical Constructs: The Mulberry Harbors, World War Two, and the Making of a Militarized Transatlantic . Rowman & Littlefield, Lanham, MD ; London 2016, ISBN 978-1-4422-6668-1 , pp. 69 ( limited preview in Google Book search). )
  27. ↑ Malbork. Mosty na Nogacie on kaczorek.easyisp.pl