Hendrix Bridge
Coordinates: 45 ° 47 ′ 7 " N , 15 ° 57 ′ 22" E
| Hendrix Bridge Hendrixov most |
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|---|---|---|
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| use | Railway bridge | |
| Convicted |
Zagreb – Rijeka railway line Zidani Most – Novska railway line |
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| Crossing of | Save | |
| place | Zagreb | |
| construction | Steel stiffened arch, trough bridge | |
| overall length | 306 m | |
| Number of openings | four | |
| Longest span | 135.54 m | |
| completion | 1939 | |
| planner | Adolf Wantur | |
| location | ||
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The Hendrix Bridge , ( Croatian Hendrixov most ), is the older of the two railway bridges over the Sava in Zagreb , the capital of Croatia .
Surname
In the past, until the construction of the second bridge in 1968, the bridge opened in 1939 was simply called the railway bridge or, after its distinctive color, the green railway bridge ( Croatian Željeznički most or Zeleni željeznicki most ). A few decades ago, a graffito HENDRIX appeared on the bridge, apparently in memory of the guitarist and rock musician Jimi Hendrix, who died in 1970 . The large, widely visible lettering was renewed every time it was removed. Soon it was called Hendrix Bridge, even by people who had never heard of the musician. To celebrate the 50th anniversary of his first album, the bridge was restored and decorated with the name in large letters in a light show.
description
The double-track bridge is 306.04 m long measured between the abutments . It has four openings with spans of 57.50 + 135.54 + 58.00 + 55.00 m.
The central opening is crossed by a full-walled, stiffened, bend-resistant bar arch . When it was opened, its support span of 135.54 m was the largest of this structural system for railway bridges.
The main girders are 9.60 m apart. The trough bridge is designed as a continuous beam over five supports with a joint in one end opening. The longitudinal beams are 3.50 m high above the central opening and 3.00 m high above the side openings.
The main beams made of KID steel 52 are riveted . The wind and cross braces as well as the hanging rods and the track are made of St 37 and are welded . This made the bridge one of the first large welded bridges. The steel was produced by the Krainian Industrial Company Jesenice-Fužine (KID).
history
introduction
In the sixties of the 19th century, the railway connection in Austria-Hungary was built in several sections for the rapidly increasing movement of goods between the Adriatic port of Rijeka and the Hungarian capital Budapest . The routes are planned and laid out in such a way that the railway line has all the elements of a preferred main connection, has two tracks in the final phase, and allows a maximum speed of 100 km / h. In the mostly flat section in the Pannonian Plain , between Budapest via Zagreb to Karlovac , bridge structures had to be built over two large rivers - the Drava and the Save - so that at that time (where only forged iron parts could be used for the construction of railway bridges) the Civil engineers and technicians faced high demands. Both bridges were designed for only one track and designed as half-timbered structures. A second track was not built before the First World War for economic and financial reasons, as goods and people were not transported by rail as expected.
The political changes after the end of the war with the establishment of the state of the Kingdom of Serbs, Croats and Slovenes (later Yugoslavia ) and the capture of the port city of Rijeka by Italy , have led to considerable shifts in the flow of goods to and from Hungary. Italy has introduced special discounts for the port of Trieste on the one hand , and on the other hand Germany has endeavored to increase goods transport for Hungary via the ports of Hamburg and Bremen .
It was not until the economic boom in the world of the 1930s that the decision to move closer to the gradual expansion of the rail link between Budapest and Rijeka was also encouraged. According to the framework plan, not only should a second track be laid, but the two large bridges over the Drava and Sava rivers should also be rebuilt and a new railway line in the mountainous part between Ogulin and Rijeka should be as deep as possible with low gradients, which was only possible with that Construction of long tunnels could be achieved.
Preparatory processes and planning decision
The Ministry of Transport responsible in Yugoslavia decided, in consultation with the railway management in Zagreb, to replace the existing bridge over the Sava near Zagreb with a new, double-track bridge in the first construction phase and to relocate the second track and the route in the section between Zagreb and Karlovac electrify.
Preparations for the new bridge over the Save began around 1932/33 with an international competition. A limited number of construction companies with proven experience in bridge construction were invited to submit their bridge designs and offers by the deadline. The water authority requested that the bridge construction be transferred over the Sava over a length of around 135 m without intermediate supports. The jury proposed the draft of the tenderer "Tvornica vagona, strojeva i mostva" from Slavonski Brod (2nd prize - 1st prize was not awarded) for the award of the contract.
However, the award-winning proposal met with unanimous rejection from the Ministry of Transport and the General Directorate of the Yugoslav Railways in Belgrade, as well as the Railway Directorate in Zagreb. Instead, the Ministry of Transport and the General Directorate in Belgrade have asked the Railway Directorate in Zagreb to work out their own draft and submit it to them for decision. Director of the railway management in Zagreb Schneller asked Adolf Wantur, the more experienced bridge builder in the management, to take over the task and to submit his own proposal. With this task, Wantur visited Otto Eiselin from the Technical University in Gdansk , who examined the load-bearing capacity of the entire cross-section of a bridge structure ( the real trough bridge ), Fischer from the Gutehoffnungshütte in Oberhausen, with whom he joined two new 45 and 55 m wide railway bridges visited elastic arch in Mühlhausen / Ruhr and Mirko Roš from the ETH Zurich and EMPA in Zurich. With Rajko Kusevic from the Technical Faculty / Department of Civil Engineering in Zagreb he was constantly in a mutual exchange of ideas. The result was a remarkable and new proposal from Adolf Wantur for bridge construction: a bridge construction as a continuous beam over 4 fields with elastic arches over the largest field of 135 m span, whereby the elastic arch should take over the tasks with vertical steel supports (hanging rods) Transferring the loads carried above via the arch to the bridge piers on the side. The proposal was signed in early 1936 by the author Wantur and the deputy director Tercek and approved by the general director Schneller in Zagreb, as well as by the boards of the general directorate of the Yugoslav Railways and the Ministry of Transport in Belgrade.
Allocation of execution work and course of construction work
The execution of the entire bridge was awarded to the "Tvornica vagona, strojeva i mostva" in Slavonski Brod, as well as to the steel construction company "Splosna Stavbena Druzba" in Maribor. The steelworks in Jesenice was commissioned to produce and deliver the high-quality KID steel (equivalent to St. 52 in Germany). The work started immediately according to a jointly agreed coordination and schedule.
Adolf Wantur from the Zagreb Railway Directorate took over the overall supervision of the construction work, including compliance with the coordination and the schedules from the start of work to the handover of the bridge; The overall overview of the construction process was the responsibility of E. Krick, the head of the bridge building department in the Ministry of Transport in Belgrade.
The construction calculations, the execution plans and the steel bridge parts were developed and erected by both plants in Slavonski Brod and Maribor under the direction of Valujev and Milosavljevic. All individual steel parts of the main structure of the bridge structure were connected with rivets (steel St. 44). The hanging rods and the wind and cross braces were welded. Rajko Kusevic from the University of Zagreb and Mirko Roš from the ETH and EMPA in Zurich were available as advisors throughout the bridge work.
The protective coating of the entire steel structure of the bridge over an area of around 10,000 square meters was carried out by the company Weber and Miljevic from Zagreb based on the strict Swiss regulations.
For the bridge supports and abutments, EMPA granite from the Rpanj quarry was chosen after the proposal and the detailed tests.
After completion of all bridge work, test loads of the bridge structure were carried out in autumn 1939 using 6 pairs of heavy steam locomotives. All measurement results were satisfactorily within the permissible range.
Traffic transfer
The bridge was opened with a ceremony on December 3, 1939 with the participation of Banus (= Prime Minister) Ivan Subasic, E. Krick as the representative of the Minister of Transport, B. Tosic as the representative of the General Director of the Yugoslav State Railways, the Deputy Director Tercek and Wantur, bridge construction consultants the Zagreb Railway Directorate, as well as many other participants from public life.
See also
swell
- Adolf Wantur: Study and design of the new railway bridge over the Save in Zagreb. Archives of the Zagreb Railway Directorate, 1935/36
- Adolf Wantur: Steel material for the new railway bridge over the Save in Zagreb. Technical newspaper from December 1939
- Correspondence between F. Schleicher and Adolf Wantur on the publication of the project and the implementation phases of the new railway bridge over the Sava in Zagreb in the specialist journal "Der Bauingenieur"; March 1940
- Mirko Roš: Two new notable bridges in Yugoslavia. In: Schweizerische Bauzeitung , Vol. 115 (1940), No. 22 of June 1, 1940, pp. 247-251 ( doi : 10.5169 / seals-51183 ) and No. 23 of June 8, 1940, pp. 264-266 ( doi : 10.5169 / seals-51188 )
Individual evidence
- ↑ Learn about the legend of Hendrix Bridge on Croatia Times.com