Hetzdorf Viaduct
Coordinates: 50 ° 50 ′ 27 ″ N , 13 ° 7 ′ 51 ″ E
| Hetzdorf Viaduct | ||
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| Crossing of | Flea | |
| place | Hetzdorf | |
| overall length | 328 m | |
| Number of openings | 17th | |
| Clear width | 22.66 m | |
| height | 43 m | |
| start of building | 1866 | |
| completion | 1868 | |
| location | ||
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The (or the) Hetzdorfer Viaduct is a listed former railway bridge on the Dresden – Werdau railway line across the Flöhatal in Hetzdorf near Falkenau in Saxony . The railway line over the bridge was laid in 1992 and shut down in the area of the viaduct, the viaduct is now part of a hiking trail.
With a height of 42 m, it was the highest single-story bridge on the Deutsche Reichsbahn.
history
Originally the last section of the main line from Dresden to Chemnitz was supposed to be built via Hainichen . However, after it became clear that the line would become part of a longer long-distance connection from Silesia to southern Germany , the decision was made to take the shortest line via Oederan . In 1864 the Saxon state parliament decided to build the Freiberg - Flöha railway via Oederan.
The bridge was built between 1866 and 1868 as the last of the 138 bridges between Dresden and Chemnitz for 1.65 million marks and was also completed as the last bridge between Hof and Dresden. A 6.23 km long track was laid from Flöha to bring the building materials up. The construction costs of the bridge amounted to 550,000 thalers . One million cubic meters of earth had to be moved during the construction work.
On September 23, 1868, the first locomotive drove over the newly built viaduct. The second track was completed in February 1869. The bridge was built by chief engineer Sorge, who designed the viaduct, and section engineer Clauss, who carried out the construction. There were several accidents, including fatalities, during construction.
The first repair work was carried out in 1928. From 1965 there was a speed limit stop on the viaduct . In the 1960s, a speed limit of 50 km / h was initially introduced as a result of sealing damage, inadmissibly high axle loads ( bismuth transports) and at times poor state of the superstructure. Previously damage was in the vaults of the spandrel courses found Mörtelauswaschungen and -auslaugungen, cracks, edge chipping and longitudinal cracks in some columns. It was later reduced to 30 km / h, and finally to 20 km / h. Inadequate drainage increased wear.
In the meantime, the state of preservation has been stabilized by changing the superstructure and installing rail extensions. After electrification between Dresden and Werdau, up to 200 trains per day passed the structure in the mid-1980s. Different variants of a fundamental bridge renovation were discarded due to the great effort, long construction time and insufficient expected service life and finally different variants for a new bridge were examined from 1980: a solution with precast superstructures made of prestressed concrete , a solution with steel superstructures and monolithic prestressed concrete superstructures. Ultimately, a variant with prestressed concrete bridges with continuous beams was selected. From 1979 to 1984 the subsoil conditions along the planned new construction route were explored.
The Council of Ministers of the GDR decided on January 10, 1986 to bypass the old curved route with the Hetzdorf viaduct in the course of straightening the route with a 2,033.9 m long and up to 16.8 per thousand steep new line and to shut down the viaduct for rail traffic.
Due to a lack of construction capacities, work could not begin until mid-1987. In November 1987 the first of the new pillars was established .
In the course of straightening the route, two prestressed concrete bridges, each 343.65 m long and up to 34.50 and 36.50 m high, were erected. The new line section went into regular operation on May 12, 1992, initially on a single track. The section with the old bridge was closed on the same day. The second track was put into operation on May 30, 1992.
In autumn 1989, many people tried to jump on the refugee trains from Prague to Hof in Bavaria because of the low speed in the area of the bridge .
In the 1990s, the viaduct was secured by ABM workers and prepared as a hiking trail. Since then it has been part of the Ostsee-Saale dams long-distance hiking trail between Oederan and Augustusburg .
Data
The Hetzdorf Viaduct is 43 m high and 328 m long. In the middle of the valley it has four large arches with a clear width of 22.66 m. This is followed by two or five arches with a clearance of 16.99 m. There are three arches spanning 5.66 m at each end of the bridge. The bridge describes a circle with a radius of 572 m in plan . Blue-gray gneiss , granite and Pirna sandstone were used as building materials .
The route runs straight in the first quarter of the structure and with a curve radius of 572 m in the remaining part .
literature
- Günter Baldauf: The railway viaduct in Hetzdorf. In: Sächsische Heimatblätter . Vol. 24, No. 4, 1988, pp. 181-183
- Dieter Bock: The new route from Hetzdorf. In: Erzgebirgische Heimatblätter . Vol. 12, No. 2, 1990, pp. 34-37.
Web links
- Information about the Hetzdorfer bridge with pictures
- Information on the cycle path over the Hetzdorf Viaduct (2008)
Individual evidence
- ↑ a b c d e f g h Deutsche Reichsbahn (Hrsg.): New section of Hetzdorf on the Sachsenmagistrale Görlitz-Plauen (Vogtl.). Dresden, approx. 1992, pp. 2, 3, 5-13, 22, 35, 37.
- ^ A b Siegfried Knüpfer : Saxony – Franconia Magistrale fit for tilting technology. In: Railway technical review . Vol. 48, Issue 1/2, 1999, pp. 48-54.
- ^ A b Karl H. Schwinn, Susanne Klingebiel-Scherf: The Himbächel Viaduct of the Hessian Odenwald Railway (= historical landmark of civil engineering in Germany. Vol. 6). Federal Chamber of Engineers, Berlin 2012, ISBN 978-3-941867-10-9 , p. 63.