Oderbrücke Bienenwerder

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Coordinates: 52 ° 48 ′ 47 ″  N , 14 ° 13 ′ 26 ″  E

Oderbrücke Bienenwerder
Oderbrücke Bienenwerder
View from the German side, 2018
use Railway bridge
Convicted Wriezen – Godków railway line
Subjugated Or , km 653.9
place Oderaue (D)
Cedynia (PL)
construction Truss bridge
overall length 338.0
Number of openings 6th
Longest span 91 m, originally 128 m
opening December 20, 1892 (1st)
December 22nd, 1930 (2nd)
location
Oder Bridge Bienenwerder (Brandenburg)
Oderbrücke Bienenwerder

The Oderbrücke Bienenwerder or Oderbrücke Neurüdnitz – Siekierki (after the two adjacent train stations ) is a railway bridge between the district of Bienenwerder in the Brandenburg municipality of Oderaue and the district of Siekierki in the West Pomeranian town of Cedynia (Zehden). The half-timbered construction transferred the Wriezen – Godków railway over the Oder . The first bridge at this point was built in 1892 as a mixed rail and road bridge . In 1930 a pure railway bridge went into operation in the location of the current bridge, the old bridge was now used exclusively for road traffic. In 1945 both bridges were blown up. As a result of the new demarcation , there was initially no reconstruction. The railway bridge was rebuilt in 1957 for military reasons, but was practically no longer used. In 2012 the bridge was to be prepared for trolley traffic between the two countries. The transition has been prohibited for nature conservation reasons since 2015; renovation is planned.

When it opened, the bridge was considered the longest bridge on the Oder. The German part is under monument protection .

First bridge from 1892

In 1883, the Königsberg district administrator of Gerlach directed an immediate presentation to the German Emperor and Prussian King Wilhelm I to enable the construction of a permanent bridge over the Oder in the area of ​​the Oderbruch . Until 1787 and 1806 there were fixed transitions at Hohenwutzen and Zckerick . On October 12, 1883, Wilhelm issued the highest cabinet order to the Minister of Public Works Maybach to pursue the construction of a permanent bridge over the Oder for land transport. The bridge should also connect the railway lines on both sides of the Oder.

Postcard of the Oder Bridge with a view of the east bank, 1910s

There was disagreement about the exact location of the Oder crossing. The district administrator of the Königsberg district favored Nm. a bridge at Alt Rüdnitz , the Königliche Eisenbahn-Direktion (KED) Berlin one such two and a half kilometers downstream. Several communities in the middle Oderbruch demanded a bridge between Güstebiese and Bärwalde . The magistrates of Freienwalde and Oderberg wanted a bridge over the Oder near Hohenwutzen and wanted to win the approval of Chancellor Bismarck . Ultimately, the KED Berlin proposal prevailed because this bridge could be built with less effort than the local variant and was less endangered when the ice fell . The district's request for a second Oder bridge for road traffic was not granted because the district did not want to raise the 600,000 mark deductible required for this  . For a grant of 42,000 marks, the Minister of Public Works allowed the railway bridge to be used for road traffic at certain times of the day.

In May 1890 bridge construction began near Bienenwerder. The construction consisted of a western river bridge and an eastern receiving water bridge, which were connected by a 113 meter long dam . The 338 meter long river bridge connected with the first superstructure of 34 meters clear width to the Oder dike, then crossed the Oder stream with three openings each 61 meters clear width, to which three further openings each 34 meters clear width over the eastern foreland connected. The span of the 306 meter receiving bridge was 9 × 34 meters, a total of 306 meters. The iron superstructures were shaped like semi-parabolic girders . Based on a maximum water level of 8.5 meters, the iron bridge traverses were arranged at ten meters above sea ​​level and the upper edges of the rails at eleven meters above sea level. For road traffic, a 450-meter-long dam was built from the receiving bridge to the zckerick-Alt-Rüdnitzer Communications-Weg. The building materials came to the construction site by water. By order of the War Ministry, explosive chambers had to be built into the river pillars . The construction costs amounted to 1.28 million marks. On December 20, 1892, the line from Wriezen to Jädickendorf including the bridge went into operation.

Abutment of the first bridge from 1892 on the Polish side, 2011

The use of the bridge was permitted to pedestrians and wagons against payment of a bridge toll. It was five pfennigs for pedestrians, ten pfennigs each for horses, cattle, mules and donkeys and 20 pfennigs for carts. Carts were only allowed to go in one direction at certain times of the day, pedestrians were allowed to pass between seven in the morning and eight in the evening. The Königsberg district administrator of Saldern initially unsuccessfully intervened against the restrictions. When he forced the crossing while driving through the district, he was sued for a fine of ten marks. The same fate befell the district fire society director when he wanted to go to a fire. The bridge keeper recommended that he drive around a mile and a half (≈ 11.3 kilometers) to take the next ferry. The Königsberg deputy in the House of Representatives von Dobeneck sharply criticized the Minister of Public Works von Thielen for the strict provisions and indicated that the district would no longer be interested in the bridge under these conditions and rather the construction of its own road bridge - with a financial subsidy from the state government - favor. The criticism did not fail to have its effect and with effect from January 1, 1896 the bridge was opened to general traffic between seven in the morning and eight in the evening - with the exception of the hours reserved for rail traffic. Before that, traffic blocking signals had been set up at both bridgeheads . In the same year it became known that a construction company had "cut off all the stone screws used to fasten the iron parts on the abutments of the stone pillars below the heads and only introduced them". Investigations by the Royal Railway Directorate (KED) Stettin confirmed the allegations. No information is available on how to proceed in the case.

As early as 1910, the bridge had to be raised by 1.60 meters and the bearings reinforced so that heavier trains and larger ships and barges could pass. Since shipping only used openings 3 and 4, the other superstructures could be used as extended ramps. Lifts of 66 centimeters were therefore required on the western abutment and 83 centimeters on the eastern abutment. For the reinforcement 442,000 marks were approved, the increase hit with around 40,000 marks to book.

With the new construction of the railway bridge, the old bridge became the district of Königsberg Nm. transferred, who converted it into a pure road bridge. The roadway had to be reinforced in July 1944 to increase the readiness for defense. German troops blew up the bridge when they withdrew in April 1945, and Soviet engineer units removed the remains in summer 1945. Parts of the foundation have been preserved.

Second bridge from 1930

Receiving bridge on the Polish side, 2011

Since the old bridge, despite the reinforcements, was not sufficient for the freight trains introduced by the Deutsche Reichsbahn-Gesellschaft in 1925 and further upgrading would have been just as expensive as a new construction, the Reichsbahn decided in 1929 for the latter. The new bridge was built above the old bridge, which from then on only served wagon traffic. The division of the bridge into river bridge, intermediate dam and subway bridge essentially corresponded to the previous construction, the pillar spacing was also largely retained (36.5 + 128 + 62 + 36.5 + 36.5 + 36.5 meters). Out of consideration for shipping, the second and third superstructures were combined to form a 128 meter long superstructure, which meant that the third pillar could be omitted. The new building, painted tomato red, consisted of parallel-belted lattice girders. St 52 was used for the large superstructures, and St 37 for all the others. In order to keep the dimensions of the piers small, only piers 5 (river bridge) and 13 (drainage bridge) were designed with fixed bearings to absorb the horizontal forces of up to 2800  kilonewtons . In addition, iron brake blocks weighing 30 tons reinforced the brake pillars. The other pillars were only provided with roller bearings to take up the vertical loads. The smaller superstructures were assembled on site, the large 128 meter long superstructure was assembled in two segments. The rails on the superstructures were continuous, those on the intermediate embankment were welded 30 meters each. At the ends of the bridge there were pull-out devices for expansion compensation. The construction time was 13 months, the construction costs were around 2.9 million Reichsmarks . The company Beuchelt & Co. took over the construction . On December 22nd, 1930, the first scheduled train crossed the bridge.

The last regular train crossed the bridge on January 30, 1945. In the course of the Vistula-Oder operation , Wriezen was a front-line town from February 1945. Before the retreat of the German troops, the bridge was probably inadvertently blown up in early February. Contemporary witnesses reported of low-flying planes who had hit the explosive charges attached to the central pillar 4. Soviet pioneers removed the remains in the summer of 1945. The drainage bridge that remained on the Polish side after the end of the war was preserved. The Polish section of the route was taken over by the Polish State Railways (PKP), the section that remained on the German side was dismantled.

Reconstruction of the railway bridge and further use

Electricity bridge from the German side, 2018

In the early 1950s, the Deutsche Reichsbahn began to rebuild the river bridge. The background to this was the strategic conception of the High Command of the Warsaw Contracting States . The route should serve as a supply line in the event of a military conflict with NATO . During the reconstruction, the Reichsbahn used old stock. Superstructure 2 (34.5 meters) came from the Reichsbahndirektion Halle , superstructure 3 (100 meters, shortened to 91 meters) from Frankfurt (Oder) and superstructure 4 (62.7 meters) from Bornholmer Strasse in Berlin . Therefore, the current bridge today does not have a uniform appearance. Pillar 2 was re-established, Pillar 3 could be repaired. VEB Stahlbau Niesky took over the assembly .

The loading of the bridge train was tested on June 28, 1955 using Polish steam locomotives. The reconstruction of the bridge was followed by the restart of the railway line on the German side on October 15, 1957. According to the Reichsbahn freight course book 1966/67, cross-border freight traffic with the PKP was planned, the information will no longer be found in later editions. In the 1970s the rumor of cross-border freight traffic resumed. The instructions for the border crossing known from July 1, 1975, however, related exclusively to military traffic . In order to check the operability of the border crossing, two test drives were planned annually, during which both railway administrations were to provide a saloon car each . However, it is not known whether these trips ever took place. Individual sources indicate that after 1955 the bridge was never used or by only one train.

In 1976 the Ministry of Transport commissioned the Reichsbahndirektion Berlin to build a siding with a dike closure on the Oder. The Polish side took similar measures. The project was implemented in the following year. This enabled a pioneering crossing of the Oder by means of a pontoon bridge parallel to the Oder bridge, so that the efficiency of the railway line could be increased or it would have remained usable even after the Oder bridge had been destroyed. In the late 1970s, during a joint maneuver between the National People's Army and the Polish People's Army, a train loaded with tanks and several motor vehicles entered the facility.

The Oder Bridge was unused and closed after the cessation of traffic in 1983 in the GDR and 1994 in Poland at the latest . On July 26, 1998, a cross-border marathon with a running route across the bridge took place. On September 5, 2012, it was opened for one day as part of a festive event for pedestrians and draisine traffic. From March 15, 2014, the bridge on the German side was initially regularly open to handcar traffic up to the state border, but then had to be closed in 2015 at the instigation of the Lower Nature Conservation Authority of the Märkisch-Oderland district . A resumption at Easter 2016 was also omitted. The background was a pair of eagle owls nesting on a bridge pier in June 2013 , the species is on the red list in Poland . In July 2017 it became known that the bridge would be renovated with funds from the INTERREG cooperation program . The construction of a viewing platform over one of the bridge fields is planned. According to the plans, the bridge is to serve as a mixed footpath and cycle path, and handcar traffic is no longer planned.

literature

  • Michael Braun: The bridge over the Oder near zckerick . In: Structural Engineering . No. 1 , 2007, p. 60-69 .
  • G. Koehler, K. Kober: The new construction of the Oder bridge at zckerick-Alt-Rüdnitz . In: The construction technology . No. 44, 46 , 1931, pp. 643-647, 670-673 .
  • L. Kohlfürst: Lock signals at the Oder bridge near Alt-Rüdnitz . In: Centralblatt der Bauverwaltung . No. 20 , May 15, 1897, p. 222-223 ( zlb.de ).
  • Lauer: The lifting of the Oder bridge near zckerick . In: Zentralblatt der Bauverwaltung . No. 29 , April 9, 1910, pp. 202-204 ( zlb.de ).
  • Józef Rabiega: Historia przepraw mostowych na Odrze w pobliżu Siekierek . Wydawnictwo Politechniki Poznańskiej , Poznań 2018, ISBN 978-83-7775-489-4 .
  • G. Schaper: The bridge construction and civil engineering of the Deutsche Reichsbahn-Gesellschaft in 1930 . In: The construction technology . No. 1, 3 , 1931, pp. 1-3, 33-36 .
  • G. Schaper: The railway bridges leading over the great German rivers . In: The Reichsbahn . No. 22 , 1931, p. 519-534 .

Web links

Commons : Oderbrücke Bienenwerder  - Collection of images

Individual evidence

  1. ↑ Torsten Müller: Oderbruch-Weiler: Back on the map . In: Berliner Zeitung . January 23, 2012 ( berliner-zeitung.de ).
  2. ↑ a b Horst Regling: The Wriezen Railway. From Berlin to the Oderbruch . transpress, Stuttgart 1998, ISBN 3-613-71063-3 , p. 22-31 .
  3. ↑ a b Bernd Kuhlmann: Railways across the Oder-Neisse border . Ritzau KG - Zeit und Eisenbahn Verlag, Pürgen 2004, ISBN 3-935101-06-6 , p. 73-75 .
  4. ↑ Michael Braun: The bridge over the Oder at zackerick . In: Structural Engineering . No. 2 , 2007, p. 60-69 .
  5. ↑ a b Horst Regling: The Wriezen Railway. From Berlin to the Oderbruch . transpress, Stuttgart 1998, ISBN 3-613-71063-3 , p. 32-36 .
  6. ↑ L. Kohlfürst: locking signals on the Oder bridge at Old Rüdnitz . In: Centralblatt der Bauverwaltung . No. 20 , May 15, 1897, p. 222-223 ( zlb.de ).
  7. ↑ Horst Regling: The Wriezen Railway. From Berlin to the Oderbruch . transpress, Stuttgart 1998, ISBN 3-613-71063-3 , p. 52-57 .
  8. ↑ a b c Robert Michalak: Strategiczna zapasowa przeprawa kolejowa na Odrze koło Siekierek . In: ROCZNIK CHOJEŃSKI. Pismo historyczno-społeczne . 2011, ISSN  2080-9565 , p. 123–129 ( rocznikchojenski.pl [PDF]).
  9. ↑ Lauer: The raising of the Oder bridge at zckerick . In: Zentralblatt der Bauverwaltung . No. 29 , April 9, 1910, pp. 202-204 ( zlb.de ).
  10. ↑ a b Horst Regling: The Wriezen Railway. From Berlin to the Oderbruch . transpress, Stuttgart 1998, ISBN 3-613-71063-3 , p. 58-64 .
  11. ↑ a b c Bernd Kuhlmann: Railways across the Oder-Neisse border . Ritzau KG - Zeit und Eisenbahn Verlag, Pürgen 2004, ISBN 3-935101-06-6 , p. 76-79 .
  12. ↑ a b Dieter Walczik: Military and railway between Wriezen and Neurüdnitz . In: Verkehrsgeschichtliche Blätter . No. 2 , 1993.
  13. ↑ Axel Mauruszat: Wriezen - Jädickendorf. In: bahnstrecken.de. July 8, 2017. Retrieved October 8, 2017 .
  14. ↑ a b Frank Sellke: Oderbrücke Bienenwerder (new). In: brueckenweb.de. Retrieved January 20, 2018 .
  15. ↑ Horst Regling: The Wriezen Railway. From Berlin to the Oderbruch . transpress, Stuttgart 1998, ISBN 3-613-71063-3 , p. 73-77 .
  16. ↑ Horst Regling: The Wriezen Railway. From Berlin to the Oderbruch . transpress, Stuttgart 1998, ISBN 3-613-71063-3 , p. 84-91 .
  17. ^ A b Robert Michalak: Strategiczna zapasowa przeprawa kolejowa na Odrze koło Siekierek . In: ROCZNIK CHOJEŃSKI. Pismo historyczno-społeczne . 2011, ISSN  2080-9565 , p. 131-132 ( rocznikchojenski.pl [PDF]).
  18. ↑ Peter Bley: The Wriezener Bahn . In: Berliner Verkehrsblätter . No. 10-11 , 1983, pp. 207-212 .
  19. ↑ a b Bernd Kuhlmann: Railways across the Oder-Neisse border . Ritzau KG - Zeit und Eisenbahn Verlag, Pürgen 2004, ISBN 3-935101-06-6 , p. 80-83 .
  20. ↑ Ilona Rohowski in cooperation with Ingetraud Senst: Monument topography Federal Republic of Germany, monuments in Brandenburg. Volume 9.1: District of Märkisch-Oderland. Part 1: towns of Bad Freienwalde and Wriezen, villages in the Oderbruch . Wernersche Verlagsgesellschaft, Worms am Rhein 2006, ISBN 3-88462-230-7 , p. 361 .
  21. ^ A b Claus-Dieter Steyer: On the draisine to Poland . In: Der Tagesspiegel . August 27, 2012 ( tagesspiegel.de ).
  22. ^ Gerhard Zeitz: About the Barnim into the Oderbruch. 100 years of the Berlin - Wriezen railway line . In: Verkehrsgeschichtliche Blätter . No. 4 , 1998, pp. 91-99 .
  23. ↑ Europabrücke. In: draisinenbahn.de. Retrieved January 21, 2018 .
  24. ^ Claus-Dieter Steyer: The newly opened draisinenbahn ends over the Oder . In: Der Tagesspiegel . April 21, 2014 ( tagesspiegel.de ).
  25. ↑ Landtag Brandenburg (ed.): Drucksache 6/4309 . June 6, 2016 ( gruene-fraktion-brandenburg.de [PDF]).
  26. ^ Bridge Neurüdnitz - Siekierki is being renovated with funds from the INTERREG VA cooperation program. In: tantower.wordpress.com. July 6, 2017, accessed January 21, 2018 .
  27. ↑ The historic Oder steel bridge to Poland is being renovated . In: Berliner Zeitung . July 6, 2017 ( berliner-zeitung.de ).