Suspension bridge over the Argen
Coordinates: 47 ° 35 ′ 46 ″ N , 9 ° 33 ′ 43 ″ E
| Suspension bridge over the Argen | ||
|---|---|---|
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| use | Bike path and pedestrian bridge | |
| Convicted | State road 334 | |
| Subjugated | Bad | |
| place | Kressbronn , Langenargen | |
| construction | Suspension bridge | |
| overall length | 72 m | |
| width | 6.2 m | |
| Longest span | 72 m | |
| Construction height | 2.11 m | |
| building-costs | 13,681 marks | |
| start of building | 1896 | |
| completion | 1897 | |
| opening | January 25, 1898 | |
| planner | Karl von Leibbrand | |
| location | ||
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The suspension bridge over the Argen , also referred to in the literature as the Argenbrücke Langenargen, is a road bridge built between 1896 and 1897 under King Wilhelm II of Württemberg , which spans the Argen between Kressbronn and Langenargen on Lake Constance .
After the Kettensteg in Nuremberg and the Tiergartenbrücke in Berlin, it is the third oldest suspension bridge in Germany.
history
Situation before the bridge is built
Anyone who had to cross the Argen between Langenargen and Gohren , Tunau, Reute or Schnaidt - today Kressbronn districts - before 1835 had to accept a two-hour detour over the Gießen Bridge. At the end of winter and after a storm, the disorder, which was not yet regulated at the time, repeatedly caused devastating floods that made safe crossing of the river impossible: carts got stuck and people drowned in the floods.
It was members of the parish of Langenargen who took the initiative in 1838 and founded a stock corporation to build and maintain a bridge. This building, a wooden structure, was opened to traffic on New Year's Eve 1839. In 1841 the bridge was taken over and roofed over by the municipality of Langenargen. Thirteen years later and for a fee of 7,100 guilders, the Kingdom of Württemberg took over the bridge. Despite high-cost repair and reconstruction work in the years 1875/1876 and 1891/1892, the building authorities decided in the following years to build a new bridge at the same location.
Planning, construction and inauguration
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Due to the experience with severe and devastating floods, it was decided to build a bridge without piers. The building site did not allow a massive construction, so the planning was based on the iron bridge over the Danube in Budapest built by the Esslingen machine factory .
The design of this real suspension bridge was created under the direction of Karl von Leibbrand , Württemberg government master builder and president of the ministerial department for road and hydraulic engineering. The chief engineer was the chief building officer Graner. Construction manager Hescheler and foreman Waldmann were in charge of construction. The construction of the iron superstructure was carried out by the Esslingen machine works under the direction of chief engineer Kübler. The cables were supplied by the Carlswerk of Felten & Guilleaume from Mülheim .
Construction work on the suspension bridge began in 1896. From November 1896 to March 1897 the construction pits were excavated. At the beginning of May, the erection of the scaffolding for attaching the formwork for the concrete pylons and for pulling up the cables, which were delivered in mid-July and rested on the bearings after the completion of all pylons at the end of August. Now the assembly of the bridge began, which could be hung on the cables in mid-October. Delayed by some rework, the bridge was completed on December 15, 1897. It was subjected to stress tests with gravel and a steam roller from December 17 to 20 and was inaugurated on January 25, 1898 as part of the state road from Friedrichshafen to Lindau .
“ Favored by mild, fog-free weather, the opening and inauguration of the newly built Argenbrücke near Langenargen took place today, and one can rightly say that it is an ornament of the whole area. Langenargen had put on flags to celebrate the festive day; flags could also be seen on the bridge, which was 1 ⁄ 4 hour from the village. The bridge itself, including the two access roads from here and over, was in perfect perfection. For the opening ceremony, a pageant moved to the bridge, where a large audience from the area had gathered. Unfortunately, both Min. Pischek , as well as President von Leibbrand, the latter due to illness, prevented them from appearing. [...] After the stress tests showed an excellent result, the bridge could now be opened to traffic. The opening was thereupon by senior building officer v. Euting completed, whereupon the procession crossed the bridge to inspect it in detail. After the end of this celebration, the procession moved back to Langenargen, where a feast was held in the Gasthaus zum Schiff, at which numerous speeches were given. "
The construction costs of 13,681 marks were taken over by the state of Württemberg.
Othmar Ammann , whose best-known structure is the George Washington Bridge suspension bridge in New York , is said to have been an intern on the construction site. According to Stefan Gierer et al. there is no evidence of this.
Later construction work and events
From April 15 to November 12, 1900, six German companies presented the German achievements in bridge construction during the World Exhibition in Paris ( Exposition Universelle et Internationale de Paris ) - among other things, a model and plans of the suspension bridge over the Argen were shown.
During the Second World War, the bridge was damaged in air raids on Christmas Eve 1944. A total of 110 explosive bombs fell on the suspension bridge and the neighboring railway bridge, the splinters of which only caused slight damage to the cables on the suspension bridge. The torn areas were later repaired with the sleeves that are still visible today.
Five months later, in April 1945, the bridge was to be blown up by three Wehrmacht soldiers . However, Albrecht Auer, who lives nearby, was able to persuade the demolition team to postpone the demolition for a short time and, with the help of his friends, saved the suspension bridge from destruction.
On June 21, 1969, the building was partially closed due to damage to the roadway girders. Only vehicles with a gross weight of up to 1.5 t were permitted. At a distance of 25 meters, a new road bridge (L 334) was built in 1977 south of the suspension bridge as a replacement structure.
On May 25, 1982, the suspension bridge was entered in the monument book by the higher monument protection authority as a cultural monument of particular importance . In 1992 the suspension bridge was repaired for 450,000 marks.
present
Today, the bridge serves the two communities of Langenargen and Kressbronn as a tourist destination in the history of transport . The tourist information office in Kressbronn offers regular carriage rides to the suspension bridge from the train station in Kressbronn during the summer months. Otherwise, the bridge may only be used by pedestrians and cyclists. In the summer of 2010 the bridge was extensively repaired.
The current building number is 8423 503.
construction
In the case of a back-anchored (real) suspension bridge , such as the one between Kressbronn and Langenargen, the resulting tensile force at the ends of the suspension cables is absorbed by an earth anchor. For this purpose, the supporting cables are led over the pillars to the abutments and anchored in anchor blocks in the subsoil.
pier
The four hollow pillars ( pylons ) each twelve meters high serve to support the two suspension cables, are mainly subjected to pressure and are anchored in the foundation with the hollow concrete core. At a height of around nine meters, the cables rest on cast-iron saddles, each on six rollers.
Suspension ropes
They carry the weight of the roadway and therefore have to absorb a maximum maximum pull of 2200 kN . Both cables consist of seven strands of 37 wound cast steel wires (= 259 individual wires) with an average diameter of 6.2 mm, so that the cable has a maximum diameter of 133 mm. The wires and ropes are galvanized to protect against corrosion, filled with putty and given an appropriate coat of paint. The suspension ropes have an arrow height of nine meters and are inclined at a distance of ten meters on the piers (at the highest point) and 6.82 meters in the middle of the bridge (at the lowest point).
Hangers
The bridge superstructure with a span of 72 meters is suspended from suspension rods made of round steel using the supporting cables. The round bars have a diameter of 40 mm and are attached to the truss posts of the main girders via consoles. Ropes and rods were placed in a plane inclined at 1: 6 in order to stiffen the bridge in the transverse direction.
Stiffening beams
The two stiffening girders, also known as the main girders, are part of the horizontal bridge construction, the superstructure, and distribute the traffic load evenly on the carrying cable via the hangers. They are arranged at a distance of 6.2 meters and consist of two strut lattice girders partially above the roadway. Posts at a distance of 2.85 meters subdivide the strut framework into 24 fields. The construction height is 1.91 meters in the middle of the bridge and 2.11 meters at the bridge ends. Cross girders, designed as a framework with a curved lower chord, connect the two main girders underneath the roadway, arranged at a post spacing.
Lane board and lane girders
The lane board diverts the traffic load into the transverse girders via longitudinal girders and these into the stiffening girders.
Anchorages
The four accessible anchor chambers for anchoring the cables in the subsoil are built about 20 meters outside the bridge. The cable is redirected in the shaft through an intermediate storage facility. The head of the rope (end of the rope) is braced against masonry by a T-beam and a belt plate.
literature
- Stefan Gierer, Florian Keller, Peter Keller, Josef Wengle and Ralph Zeller: Germany's oldest cable bridge . Kling-Druck, Kressbronn a. B. and Langenargen 1998.
- Joachim Naumann and Friedrich Standfuß: Bridges in Germany for roads and paths . Deutscher Bundesverlag, Cologne 2006, ISBN 978-3-935064-41-5 .
- Jörg Schlaich and Matthias Schüller: Engineer construction manager Baden-Württemberg . Bauwerk Verlag, Berlin 1999, ISBN 3-934369-01-4 .
- Frank Müller-Thoma: Everything for a bridge ... for the 100th birthday of the oldest cable suspension bridge in Germany . Brunnenweässerle-Verlag, Langenargen 1998, ISBN 3-00-002768-8 .
Web links
Individual evidence
- ↑ Cengiz Dicleli: engineer Othmar Ammann portrait. In: Deutsche Bauzeitung. Issue 2, year 2006, pp. 72–76.
- ^ Stefan Gierer, Florian Keller, Josef Wengle, Ralph Zeller and Peter Keller: The oldest cable bridge in Germany , pp. 50–54.