Lindauer Bodenseedamm
The Lindau Bodenseedamm is a 19th century transport structure in the city of Lindau (Lake Constance) . It crosses Lake Constance and connects the island of Lindau with the Aeschach district on the mainland . The dam is mainly used for rail traffic , but on its east side, in addition to the four tracks , has a footpath and bike path separated by a green strip, as well as boat berths. In addition to the approaches to the islands of Reichenau and Mainau , the Lindau facility is the third and at the same time the youngest Bodenseedamm.
A few hundred meters to the east, the Landtorbrücke has existed for road traffic since the 13th century . Both crossings together separate the so-called Small Lake from the rest of Lake Constance. Two passages allow smaller boats to pass through the dam on their way to and from the marina; they also prevent the silting up of the little lake .
history
construction
From the summer of 1851, the later head of the Lindau Railway Commission, section engineer Ludwig Fries, had the demanding task of building the dam on behalf of the Royal Bavarian State Railways . It led from the Aeschacher Ufer to the desired destination station on the "Rear Island", which was largely undeveloped at the time, and should also be safe in the event of flooding . The originally 550 or 555 meter long structure was erected to be on the safe side in the shallow water area of the “Lindauer Halde” before it crashes a little west of it into two terraces by ten meters. The required lake bed had been in state ownership since the Bavarian municipal edict of 1818. But the construction management made a number of serious mistakes. Construction began in 1851 when the water level was high in summer. Without fixing the subsoil and the dam edges, a lot of soluble earth material, for example from the deep Schinderloch cut between Oberreitnau and Schönau , was dumped into the lake. But this was carried away by the west current and distributed in the small lake .
The initially introduced filling material disappeared and the associated subsidence caused major problems, especially since the lake bed in the shallow water was soft and yielding. It was only when they began to use 18 large sailing ships , so-called Lädinen , large stones from the Bregenz Ach and the Rhine as well as quarry stones from Switzerland and Bregenz Nagelfluh for the foundation of the dam that Fries was more successful.
But the new filling material also kept spreading over the bottom of the lake until 1853. A closer examination of its properties revealed that although the lower area is made of hard material, a softer layer lies above it, which repeatedly yielded due to the weight load and so repeatedly led to subsidence.
To protect against enemy troops, at the urging of the General Staff , a railway fortress gate had to be built at the end of the dam on the city side, the so-called Dammtor at the height of today's Thiersch Bridge .
opening
The new connection was actually supposed to open on October 12, 1853, the name day of King Maximilian . However, the then Ludwig-Süd-Nord-Bahn ended for a few months provisionally in the then still independent community of Aeschach due to the difficulties in building the dam. The new dam finally went into operation on March 1, 1854, when today's Allgäu Railway was extended from Aeschach to Lindau's main train station . The opening ceremony in the presence of Maximilian followed on July 13, 1854.
Early problems
As early as 1856, the Lindau Telegraph Office turned to the Magistrate , as it is more and more common that the cords of the Lindau and Aeschach anglers get entangled in the open-air telegraph lines running along the dam, "which results in various disruptions in telegraphic correspondence". As a result, fishing on the dam was banned.
The Lindau magistrate in turn complained in 1858 about the incipient deposits in the small lake . But the Royal Upper Post Office and Railway Office in Augsburg closed itself to the complaints, and later even allowed the subsequent closure of the originally third water passage.
Extensions
For the Lindau – Bludenz railway line , which was agreed upon in the State Treaty with Austria in 1865 , the initially single-track dam was expanded in 1866 by a second track, the so-called “Austrian Track”. To do this, the twelve-year-old Dammtor had to be demolished. In the end, however, the Bludenz route went into operation late on October 14, 1872. In the course of its first expansion, the dam also received a footpath on its west side, protected by an iron railing. As recently as 2003, the end plates on the top of the dam were those from 1854.
With the commissioning of the Friedrichshafen – Lindau railway line in 1899, train traffic continued to increase, so that the dam was widened again from 1909 in order to be able to create another track. However, the Augsburg authorities refused to meet the demands of the city of Lindau at the time to integrate a 50-meter-wide bridge into the dam in order to better flood the Kleiner See . The third track was finally put into operation in 1914, and a fourth track followed in later years.
Today the Lindau Bodenseedamm belongs to the Deutsche Bahn . The western pair of tracks serves the trains to and from Hergatz and Friedrichshafen ; the eastern pair of tracks is reserved for trains to and from Austria. The latter has also been electrified since 1954. These overhead lines will be renewed in 2020.
The west side of the dam, which is heavily exposed to the swell and which still consists of the stones used during construction in the 1850s, is also being repaired. This creates the prerequisites for a secure position of catenary masts on the west side and an electrification of the western track pair planned for the second half of 2021.
Flood
During the Whitsun floods in 1999 , a force 11 storm on June 2, 1999 drove waves up to 4 m high against the west side of the dam and deposited large amounts of driftwood on it. A passenger train drove into the obstacle and had to be evacuated; For the first time in German railway history, a route was impassable because of driftwood.
Individual evidence
- ↑ a b c d e f Karl Schweizer: The Lindau train station 1853–1939 , online at bahnhof-lindau.de, accessed on March 16, 2020
- ↑ a b c d e f g Karl Schweizer: 150 Years of the Railway in the Lindau District , online at edition-inseltor-lindau.de, accessed on March 19, 2020
- ↑ underneath and over it on Lindauer railroad tracks - From former Lindauer railroad crossings, overpasses, bridges and rail guards. (PDF; 5.7 MB) In: edition-inseltor-lindau.de. Retrieved March 17, 2020 .
- ↑ construction site blog | ABS 48: upgraded Munich-Lindau border D / A. Retrieved May 25, 2020 .
- ↑ https://bauprojekte.deutschebahn.com/media/projects/7228/docs/PR_lindau-knoten-projekte-202005.pdf
- ↑ PressReader.com - Newspapers from around the world. Retrieved May 25, 2020 .
Coordinates: 47 ° 33 ′ 1.6 ″ N , 9 ° 40 ′ 54.5 ″ E