Großhesseloher Bridge
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Location of the Großhesseloher bridge in Munich |
The Großhesseloher Bridge is a railway bridge on the Munich – Holzkirchen railway line . Today the bridge is used by trains of the Bavarian Oberlandbahn . A combined foot and bike path runs in the framework below the tracks.
location
The Großhesseloher bridge crosses the Isar and the parallel Isar-Werkkanal in the south of Munich between the Munich district Harlaching and Großhesselohe , a district of Pullach in the Isar valley . From the bridge, train passengers, walkers and cyclists can enjoy a spectacular view of the Isar valley and Munich, which is famous for its drawings, pictures and film recordings. To the west of the bridge was the Großhesselohe station , some of the buildings of which have been preserved.
history
The first bridge: 1857–1983
The Großhesseloher Bridge was built between 1851 and 1857 as part of the construction of the Bavarian Maximiliansbahn . The constructive design came from the engineer and pioneer of railway bridge construction Friedrich August von Pauli , then rector of the Kgl. Polytechnic School Munich , the executing company was the bridge construction company Klett & Cie. in Nuremberg under the direction of Heinrich Gerber . The opening took place on October 31, 1857.
When it opened, the Großhesseloher Bridge was laid out with two tracks, but it was expanded with two separate supporting structures. In addition, it was equipped with two footpaths from the start, each of which ran parallel to the tracks on the outside.
The increasing weight of the locomotives restricted the usability of the bridge more and more. After the Munich – Deisenhofen railway line had been expanded to double-track its entire length, the half-timbered lens girders (so-called Pauli girders) were replaced by eight riveted half -parabolic girders in 1908/1909 . The structural design of the new semi-parabolic girders came from Oberregierungsrat Ebert, director of the building construction office of the Royal Bavarian State Railways . Since the construction weight increased from 630 t to 960 t, the old abutments from Nagelfluh had to be replaced in reinforced concrete . Further renovation measures were carried out in 1936, 1941 and in the 1960s.
In 1945 the Großhesseloher Bridge was to be blown up in order to prevent the Allied advance on Munich . However, a citizen was able to remove one of the explosive charges with the help of a Wehrmacht soldier, so that the bridge withstood the demolition.
A model of the Großhesseloher Bridge is in the Deutsches Museum .
Technical data of the first bridge
| height | 31 m above Isar low water (bridge leveler) |
| length | 258.30 m with 4 openings, two main openings of 52.54 m each, two secondary openings of 26.56 m each |
| width | k. A. |
| Construction bridge | originally half-timbered lens carrier, from 1909 semi-parabolic carrier, each with a roadway on top |
| Total weight of superstructures | 630 t, from 1909: 960 t |
| Abutment of the superstructures | Nagelfluhquader , 2–3 m³ each, renewed in concrete in 1908 |
| Construction of the pillars | massive brick masonry, interspersed with cross layers of natural stone blocks |
| Total perimeter of the masonry | k. A. |
| building-costs | k. A. |
New building 1983–1985
At the end of the 1970s, the Munich Federal Railway Directorate found itself unable to make the Großhesseloher Bridge capable of handling the necessary loads. She favored rebuilding the bridge that would solve all problems, including safety.
The public opinion was largely against a new building. In addition to emotional reasons - after all, almost everyone in Munich knew it from excursions, the Waldwirtschaft Großhesselohe z. B. is in the vicinity - there were mainly reasons for monument preservation against a new building. However, since the costs of a general renovation were no longer affordable for the Deutsche Bundesbahn (for example, experts from abroad would have had to be commissioned for the historical half-timbered construction), the decision was ultimately made to build the new building.
In 1983/84 the old bridge was demolished; 1983–1985 the new bridge was built in the same place. The traffic ran on a temporary bridge during the construction period. The bridge was opened in October 1985 with the crossing of the replica of the eagle .
The new bridge is a truss bridge with a carriageway on top at a height of around 42 m. The pillars and abutments are made of reinforced concrete. A wide cycle and footpath runs within the framework construction. A variant of the Radl-Ring around Munich leads over the building.
Place of suicides
Similar to the Clifton Suspension Bridge or the Golden Gate Bridge , the Großhesseloher Bridge came to be of questionable importance as a place where people put an end to their lives. About 290 people jumped to their deaths between 1877 and 1978. In the period from 1955 to 1959 alone, 64 people tried to plunge into the depths. 37 could still be prevented from doing so. When the bridge was rebuilt in 1985, the pedestrian crossing was completely barred. Complex wire fence protection reduced the number of suicide attempts, but could not prevent them completely. In 1995, eight new cases of “ falls from a height ”, as the official statistics say, were recorded.
The bridge in the film
The Großhesseloher Bridge was the focus or part of a film plot, as in episode 36 "Fall Treptow" from 1970 of the series The Strange Methods of Franz Josef Wanninger .
literature
- Lutz Eckardt : a marvel of bridge construction. The Großhesseloher Bridge . In: District Office Munich, Kreissparkasse Munich Starnberg (Hrsg.): Diversity in the district of Munich . Heller & Partner, Munich 2004, ISBN 3-88863-022-3 , p. 244-251 .
- Bavarian Architects and Engineers Association (Hrsg.): Munich and its buildings. (Reprint of the first edition 1913) . F. Bruckmann, Munich 1978, ISBN 3-7654-1747-5 .
- Christine Rädlinger : History of the Munich bridges . Ed .: Construction Department of the City of Munich. Franz Schiermeier Verlag, Munich 2008, ISBN 978-3-9811425-2-5 (building bridges from the foundation of the city to today).
- Hans Pottgießer: Railway bridges from two centuries . Birkhäuser Verlag, Basel Boston Stuttgart 1985, ISBN 3-7643-1677-2 , pp. 139-143
- W. Wirth: Over bridges . Bayersche Bauindustrieverband, Munich 1990 (pp. 28–29)
- C. Hackelsberger: Bauwelt # 23 - Industrial archeology . Bauwelt, 1980. (pp. 944–947)
- R. Hoffmann: Festschrift for the commissioning of the new Großhesseloher Bridge on September 29, 1985 . Federal Railway Directorate, Munich 1985.
- C. Hackelsberger: Munich and its Isar bridges . Hugendubel Verlag, Munich 1981.
Web links
Individual evidence
- ↑ Suicide: Place for the End of Life . In: Der Spiegel . No. 22 , 1996, pp. 54-58 ( online ).
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
Coordinates: 48 ° 4 ′ 28 ″ N , 11 ° 32 ′ 24 ″ E