Main bridge Wertheim
Coordinates: 49 ° 45 ′ 40 ″ N , 9 ° 31 ′ 27 ″ E
| Main bridge Wertheim | ||
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| use | Road bridge | |
| Subjugated | Main | |
| place | Wertheim , Kreuzwertheim | |
| construction | T-beam bridge | |
| overall length | 178 m | |
| width | 10.1 m | |
| Longest span | 69 m | |
| Headroom | 6.50 m | |
| opening | 1953 | |
| location | ||
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The Main Bridge Wertheim is a road bridge between Kreuzwertheim and Wertheim , which spans the Main at river kilometer 157.37 with the state border between Bavaria (in the Main-Spessart district ) and Baden-Württemberg (in the Main-Tauber district ). It crosses the state road 2440 . The structure has two lanes and a sidewalk on one side. By 1984 the structure had a second superstructure for the Lohr – Wertheim railway line .
history
Bridge construction from 1879 to 1882
On November 23, 1871, the Kingdom of Bavaria and the Grand Duchy of Baden signed a state treaty to build a single-track railway and road bridge across the Main east of Wertheim. Common abutments and piers were provided for the twin bridges with a total clear width of 170.9 m with three openings.
The foundation work began on July 30, 1880, the Nuremberg construction company Franz Xaver Brandl. The foundation of the 2.0 to 2.8 m thick concrete foundations for the pillars was carried out on the red sandstone cliff about 6 m deep under the Mainniederwasser, protected by sheet piling , whereby the inflowing water pumped four locomotives with centrifugal pumps out of the excavation pit. The pillars and abutments were built with red sandstone and were completed on May 3, 1881. In July 1881, the assembly work on the iron superstructures for the railway bridge began. The components delivered by ship came from Süddeutsche Brückenbau AG in Gustavsburg . At the end of August 1881 the half-timbered bridges, parabolic girders with a polygonally curved top chord, with the carriageway below, were completed, and on October 1, 1881, traffic on the Lohr – Wertheim line began.
The opening of the road bridge, located downstream from the railway bridge, followed eight months later on July 2, 1882 with a folk festival. With a lane width of 4.7 m and 0.9 m wide sidewalks on both sides, it was the first bridge over the Main for private traffic between Klingenberg am Main and Marktheidenfeld . The three superstructures were designed in the same way as the railway bridge. They had spans of 39.2 m on the Bavarian bank and twice 67.7 m above the Main. The geometric height between the walings was 8.0 m, the distance between the trusses was 7.0 m.
Bridge reconstruction in 1932
Larger train masses with increasing axle loads led to the replacement of the superstructures of the railway bridge in 1932. The new superstructure was designed as a strut framework with parallel belts and the continuous beam as a structural system. The construction company was again MAN's Gustavsburg plant, which delivered the components by rail. The endurance test took place on October 12, 1932.
Bridge reconstruction from 1945 to 1953
During the Second World War , German troops blew up the bridge piers on March 31, 1945, causing the superstructures to collapse into the Main. In the process, the relatively delicate superstructures of the over 60-year-old road bridge deformed so much that they had to be lifted and repaired. From May 1945 until the rebuilding of the destroyed Main and Tauber bridges, Wertheim station also had a ferry across the Main (as a replacement rail service) to Kreuzwertheim . The railway bridge, however, could be raised and repaired in the post-war period, so that from January 2, 1948, train traffic could use the bridge again.
The reconstruction of the road bridge was put out to tender in 1950. However, construction work on the new deck bridge was delayed due to difficulties in obtaining steel. When the opportunity arose to replace the blasted steel superstructure of the Sulzbach Viaduct motorway bridge, the bridge design was converted to the use of old steel. In January 1952, the dismantling of the riveted bridge began in 13.4 m long and up to 14 t heavy sections. A total of 830 t of old material was transported to the Main. The bridge was completed in 1953, until then a ferry service had been set up as a makeshift.
Dismantling of the railway bridge in 1984
The superstructure of the railway bridge was dismantled in the summer of 1984 after the line was closed on May 26, 1979 and the tracks had been dismantled by 1981. During the work there was an accident on June 24, 1984 that killed a worker when a bridge segment crashed. After the collapse of the railway bridge over the Main between Wertheim and Kreuzwertheim was reported at 1 p.m., some of the emergency services had to be withdrawn from the main area damaged by the Corpus Christi flood in order to help out in Wertheim. The middle part of the superstructure was transported to Schweinfurt by pontoons and rebuilt as a replacement superstructure over the Main for the Kitzingen – Schweinfurt railway line .
New building
The poor condition of the superstructure of the road bridge and the piers in the middle of the river, which interfered with shipping and which were rammed by ships on March 14, 1997 and March 4, 2009, led to the examination of the options for a renovation or a new building.
Bridge construction since 1953
The road bridge, 10.1 m wide, has two lanes, each 3.5 m wide, and one side, downstream, a walkway 2.0 m wide. The building system is a 178 m long continuous beam in the longitudinal direction, which is supported at an oblique angle at an angle of about 20 degrees between the road axis and the direction of the current. The spans are 40 m at the northern end and 69 m at the other two openings. In the transverse direction there is a two-bar T-beam, the main girders of which have a center distance of 6.28 m. The reinforced concrete deck slab, which is up to 22 cm thick, is only frictionally connected to the cross members, which are arranged every 2.9 m, by head bolts .
literature
- Josef Schöttgen: The Main Bridge Wertheim . In: Kreuzwertheim. Through the year 2003. Yearbook. History and Heimatverein Kreuzwertheim, Kreuzwertheim 2004, pp. 255–270
- Manfred Schneider, Viktor Jagodics (Ed.): The Lohrer Bahn . GHK-Verlag, Kreuzwertheim 2005, ISBN 3-00-017942-9
Web links
Individual evidence
- ↑ a b Electronic Waterway Information Service (ELWIS): Directory of the bridge clearance heights / widths in the GDWS ASt Süd - Main district. (PDF 22 kB) (No longer available online.) January 1, 2015, archived from the original on January 15, 2015 ; accessed on January 15, 2015 . 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.
- ^ Rainer Hofrichter: Hochwasser 1984. Chronology of a catastrophe . Online at info.koenigheimer.com. Retrieved August 16, 2019.
- ↑ District Office of the Main-Tauber-District (1984): Documentation of the severe weather catastrophe in the Main-Tauber-District , p. 5.
- ↑ Antenne Bayern: Tanker crashes into bridge piers, March 4, 2009 ( Memento from October 21, 2009 in the Internet Archive )
