Lindenberg Viaduct
Coordinates: 52 ° 12 ′ 7 ″ N , 14 ° 5 ′ 32 ″ E
| Lindenberg Viaduct | ||
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| use | Railway bridge | |
| Convicted | Railway line Königs Wusterhausen – Grunow | |
| Subjugated | Blabbergraben , Glienicker Schlucht | |
| place | Dive | |
| construction | Arch bridge | |
| overall length | 95 m | |
| start of building | 1897 | |
| completion | 1898, reconstruction after being destroyed in the war in 1949 | |
| opening | September 20, 1898 | |
| location | ||
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The listed Lindenberger Viadukt (also: Glienicker Viadukt or Viadukt over Glienicker Grund ) is an approximately 95 meter long, four-arched railway bridge of the single-track branch line Königs Wusterhausen – Grunow in Brandenburg's Oder-Spree district .
The stone viaduct is located west of the Lindenberg train station and spans the approximately 25-meter-deep Glienicke gorge in the Blabbergraben valley . The arch bridge was completed in 1898, destroyed in World War II and rebuilt in 1949. In 2014 the structure was added to the list of architectural monuments . A comprehensive renovation of the bridge took place between July and November 2014.
Location and natural space
The viaduct is located at kilometer 21.8 of the Königs Wusterhausen – Grunow railway line between the Wendisch Rietz and Lindenberg stations, a district of the Tauche community . It is located southeast of the village center of Glienicke on the boundary of Glienicke (district of Rietz-Neuendorf ) and Lindenberg, which is marked by the Blabbergraben. The stream, which is often dry today, forms the remainder of a glacial side channel in the southern foothills of the Beeskower Platte . It connects five long lakes and drains from north to south into the Alte Spree between Werder and Kossenblatt . Between the Herzberger See and the Lindenberger See the ditch flows through the 100 meter wide and 25 meter deep Glienicke gorge, which is bridged by the viaduct.
The trench area in the valley floor is defined by open meadow areas, while the slopes are covered on both sides by a narrow forest belt. The brook is part of the "Water Development Concept (GEK) Krumme Spree" within the framework of the EU Water Framework Directive (WFD). Construction measures such as the renovation of the viaduct in 2014 must therefore take into account the objectives of the concept for the near-natural development of rivers .
Building history
Construction 1896/98
After the approval of the railway line in 1896, the plans to cross the Glienicker Gorge dragged on. We weighed up between a dam and a valley bridge . The decision in favor of the viaduct was very likely because an earth dam - especially on boggy ground - is said to have been significantly more expensive at the time. It is not known when the first groundbreaking took place. The construction of the bridge, like the construction of the entire line, did not begin before March 1897. The Lindenberg Viaduct was completed by September 1898 at the latest and was opened on September 20, 1898 together with the railway line.
The axle was designed so that in later years passenger train - tank locomotives like the 12 Prussian T could happen. Between two abutments and three pillars stretched over a total length of around 95 meters and at an average height of 15 meters, four roughly equal-sized brick arches made of natural stone . The cavities in the pillars, the gussets of the arches up to the roadway above and the foundation plinths were filled with concrete. The central pillar measured 26 meters to its foundation base . The construction work was coordinated by the Halle Railway Directorate .
The single-track bridge was initially loaded with six and from 1899 with four pairs of passenger trains a day; By 1930 at the latest, eight pairs of trains ran here . In freight transport, the transport of agricultural products and equipment dominated. Bridge inspections are documented for 1936 and 1942, each of which revealed only very minor defects.
Destruction and reconstruction in 1949
Shortly before the end of the war in 1945 , the apexes of all four bridge arches were blown up - very likely by the National Socialists . The abutments and pillars were also badly damaged. After all traffic on the route had subsequently stopped, it was resumed in sections in the summer of 1946. The bridge remained impassable for almost three years, so that the passengers had to cross the Glienicker Gorge in one walk. Temporary stops were set up at the ends of the viaducts , which were referred to in the timetable as "Viaduct Lindenberg-West" and "Viadukt Lindenberg-Ost". According to the timetable, a maximum of 25 minutes were available to walk through the gorge to reach the connecting train on the other side. Control bodies often used the opportunity to track down hamstered goods in the pedestrians .
In mid-May 1949, the Christian Zölker construction company began to rebuild the bridge. When concreting the abutments and pillars, the original natural stone was dispensed with, instead clinker cladding was used . The concrete formwork of the arches was clamped to temporarily placed Peiner steel girders , so that after setting, a slightly wider, sealed roadway resulted. The reinforced bridge was now designed for an axle load of 21 tons, so that locomotives like the BR 52 could be used on the route ( route class CM4). Two heavy freight train locomotives managed the viaduct on a test drive without any problems. On October 2, 1949, continuous traffic between Königs Wusterhausen and Grunow was resumed.
Refurbishment 2014
In 1996/97, 18 pairs of passenger trains ran every hour on the bridge. In the meantime, the East German Railway (ODEG) , which has been in charge since 2004, operates the route exclusively with lighter railcars . Nevertheless, there was increasing structural damage to the bridge, which was repaired between July and November 2014. During the extensive renovation , the ODEG set up a rail replacement service between Wendisch Rietz and Beeskow .
The project management lay with Deutsche Bahn Netz AG , the execution was carried out by the Königbau company from Kesselsdorf in Saxony . The entire viaduct was scaffolded for the renovation . According to the project manager, monument and nature conservation requirements had to be taken into account during the work . The old superstructure with a total length of 81.40 meters must be carefully dismantled at a height of around 20 meters in order not to damage the main structure made of brickwork. Sleepers and rails have already been dismantled, and the old trough of the track bed has been excavated . The loose bulk material is then removed from the viaduct and replaced with filler concrete. This can only be applied in individual layers, otherwise the pressure would be too great. Only when the defined height has been reached can the 66 precast concrete elements of the new superstructure be applied. For the renovation of the Lindenberg Viaduct, investments of 1.6 million euros were budgeted.
The measures also included the removal of the 700-meter-long speed limit immediately west of the viaduct (route kilometers 21.7 to 21.0) through the installation of a protective layer and soil improvement with soil replacement so that the route and viaduct can be upgraded to a speed of 80 kilometers per hour were.
literature
- Michael Braun: The Lindenberg Viaduct. In: Kreiskalender Oder-Spree 2013. Ed .: Landkreis Oder-Spree, Office for Education, Culture and Sport, Beeskow, editorial deadline September 30, 2012, pp. 38–40.
- Lothar Meyer: 100 years of railway Königs Wusterhausen - Grunow. In: Kreiskalender Oder-Spree 1998. Ed .: Landkreis Oder-Spree, Kultur- und Sportamt, Beeskow, editorial deadline September 12, 1997, pp. 20–26.
Web links
Individual evidence
- ↑ Brandenburg State Office for the Preservation of Monuments and State Archaeological Museum (ed.): List of monuments of the State of Brandenburg - Landkreis Oder-Spree . D) Monuments of other genres, ID number 09115677, December 31, 2018, p. 34 ( bldam-brandenburg.de [PDF; 257 kB ; accessed on May 13, 2019]).
- ↑ a b Brandenburg viewer, digital topographic maps 1: 10,000 (menu - "More data" - click and select accordingly; switch to the district boundaries "real estate cadastre" and there "districts".)
- ↑ Evangelical Parish Office Buckow - Glienicke: Glienicke.
- ↑ State Environment Agency Brandenburg: EU Water Framework Directive (WFD). Water development concept (GEK) Krumme Spree. ( Memento of the original from August 8, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. Flyer, Potsdam 2010.
- ↑ a b c d Michael Braun, p. 38.
- ↑ Lothar Meyer, p. 24.
- ↑ a b Lothar Meyer, p. 25.
- ↑ Michael Braun, p. 39 f.
- ↑ a b Lothar Meyer, p. 26.
- ↑ Iris Stoff: Viaduct Glienicke is being renovated. In: Märkische Oderzeitung (MOZ, online), July 19, 2014.
- ^ DB: construction projects in the regional and long-distance railway network. (see page 2).
- ^ State of Brandenburg, press release: Signals to green at Storkow station. 20th February 2014.
