Rhine bridge Breisach-Neuf-Brisach
Coordinates: 48 ° 1 ′ 22 ″ N , 7 ° 34 ′ 54 ″ E
| Rhine bridge Breisach-Neuf-Brisach | ||
|---|---|---|
 |
||
| use | Road bridge | |
| Convicted |
Federal road 31 Route départementale 415 |
|
| Crossing of | Rhine , km 224.98 | |
| place | Breisach am Rhein , Vogelgrun | |
| construction | Steel girder bridge | |
| overall length | 282.8 m | |
| width | 12 m | |
| Longest span | 73 m | |
| Construction height | 2.55 m | |
| Clear height | 6.85 m above HSW | |
| building-costs | 4.7 million DM | |
| opening | December 1, 1962 | |
| location | ||
|
||
The Rhine bridge Breisach-Neuf-Brisach spans the Rhine at river kilometer 224.98 . With the bridges following to the west, it connects the German Breisach and the French Vogelgrun with each other via the lock of the Rhine canal and the reservoir area of the EDF river power station . The structure has been a road bridge since 1947 ; before that, from 1878 to 1945 it was a railway bridge on the Freiburg – Colmar line . The Breisach Rhine Bridge also existed in the Middle Ages .
Railway bridge from 1878
construction
The Grand Duchy of Baden - as the owner of the Grand Ducal Baden State Railways - and the German Reich - as the owner of the Reichseisenbahnen in the Reichsland Alsace-Lorraine - agreed in a state treaty on May 13, 1874 , a 22.35 km long railway line between Breisach and Colmar with a new one Rhine bridge, initially single-track, but designed for two tracks . This happened primarily for reasons of military strategy . Construction of the bridge began in 1875 and was put into operation on January 5, 1878.
The foundation work was carried out by the stock corporation for the iron industry and bridge construction , the iron superstructures came from Gutehoffnungshütte in Sterkrade . The iron superstructure had a mass of 829 t and cost 287,546 marks; the total cost of building the bridge was 744,828 marks.
construction
The bridge had a total length of around 328 m, three main openings with spans of 72 m and two flood openings with spans of 28 m on each bank. The bridge superstructure consisted of iron, parallel-chorded stud frame constructions with the carriageway below. The truss longitudinal girders were arranged at a distance of 4.65 m and had a profile center distance of 7.2 m for the main and 3.0 m for the secondary openings. Establishing the piers were caissons used. The maximum foundation depth was 20 m below the mean water level. The intended second track was never installed.
A pair of massive defense towers stood between the two flood bridges on each side of the structure.
use
In 1914, two pairs of express trains to and from Munich and 6 pairs of passenger trains, a few individual trains and two pairs of freight trains used the bridge every day . During the First World War , the military used the bridge intensively to supply the western front. With the Treaty of Versailles in 1919, the entire length of it came into the possession of France. The Breisach station was expanded to become a common border station . In 1936, only three pairs of shuttle trains ran between Breisach and Colmar .
Second World War
After the outbreak of the Second World War , French troops blew up the two western flood bridges and the adjacent river pillar on October 12, 1939. Since it was still possible to use the bridge on foot, German pioneers blew up an eastern section of the bridge on October 20, 1939 . After the occupation of Alsace, the Germans began to fill the gap in June 1940. The destroyed bridge parts were removed, the remaining parts were moved to the previously unused second track axis and the resulting gaps were closed by Roth-Waagner bridge devices (RW devices). From July 25, 1940, the bridge was the first of the destroyed bridges on the Upper Rhine to be used again.
Starting in 1942, work began on replacing the temporary structure with a new building. The MAN plant in Gustavsburg was commissioned with this . The middle and the western opening of the river received lattice girders, the flood bridges on both sides were replaced by two solid wall girders each. All of this happened in the original track axis. The eastern truss was moved there. The five RW devices remained unused. The new bridge was put into operation on May 10, 1944. It was subsequently given a plank layer for road traffic.
After the building had been the target of air raids in the previous months because of its important function for supplies, German pioneers blew up the bridge on the night of February 4 to 5, 1945 as the western front approached. All parts of the bridge collapsed - except for the middle flood bridge and two of the unused RW devices to the south of it.
Temporary road bridge from 1947 to 1962
Since the French military government had no interest in rebuilding the railway bridge, the superstructures that were still usable were dismantled and used for the temporary reconstruction of the Rhine bridge between Neuchâtel and Chalampé , which has the same span. In 1947 a temporary road bridge was built with the remaining superstructures and war bridge equipment, which was in operation until 1962.
Road bridge from 1962
requirements
In January 1953, the "Agreement on fixed bridges and ferries across the Rhine at the Franco-German border" was concluded between Germany and France, which provided for the construction of a new road bridge near Breisach using the substructures of the former railway bridge. The road bridge was built between 1960 and 1962. On December 1, 1962, traffic was handed over.
construction
The bridge is a steel girder bridge with an 8.5 m wide roadway at the top and walkways 1.5 m wide on both sides. Road traffic censuses from 2003 showed that an average of 15,134 vehicles pass the bridge every day, making it one of the busy border crossings between Baden and Alsace .
To build the bridge, half of the old bridge piers , which were loaded on one side by the makeshift road bridge , were demolished. This was followed by the construction of reinforced concrete pillars with a granite cladding and with a width of 8.0 m and a thickness of 3.0 m at the pier head on the existing, old caissons.
The steel superstructure with a weight of 964 t is a hollow box construction with two full-walled steel main girders, a 12 mm thick orthotropic deck and a floor plate. The 282.8 m long superstructure has the four- span girder as a structural system in the longitudinal direction . The three main openings with a span of 72 m were supplemented on the German bank by a peripheral field with a span of 63.8 m, and the old western flood bridges were replaced by dams. The main girders are arranged at a distance of 5.94 m and have a construction height of 2.55 m. The transverse beams, which are arranged perpendicular to this, are spaced 2.0 m apart. Cross braces are arranged around every 12.3 m.
The construction costs amounted to 4.7 million DM and were borne by Germany.
literature
- Ulrich Boeyng: The Baden Rhine bridges - the end of the Second World War 75 years ago . Part 1: The destruction of the Rhine bridges between Neienburg and Wintersdorf , In: Denkmalpflege in Baden-Württemberg 2020/2, pp. 87-94.
- Hans-Wolfgang Scharf: Railway Rhine bridges in Germany . EK-Verlag, Freiburg 2003, ISBN 3-88255-689-7 .
- Joseph Wahner: Road bridges over the Rhine near Neuchâtel and Breisach. In: The civil engineer. 1964, pp. 255-262 and pp. 293-302.
Individual evidence
- ↑ Boeyng, p. 89.
- ↑ Boeyng, p. 89.
- ^ Hans-Wolfgang Scharf: Railway Rhine bridges in Germany . EK-Verlag, Freiburg 2003, ISBN 3-88255-689-7 ., P. 53
- ↑ Boeyng, p. 89.
- ^ Reichs-Kursbuch from July 1914, timetable table 264a.
- ↑ Boeyng, pp. 89f.
- ^ Hans-Wolfgang Scharf: Railway Rhine bridges in Germany , p. 56.
- ↑ Boeyng, p. 90.
- ↑ Boeyng, p. 90.
- ↑ Boeyng, p. 90.
- ↑ 2003 road traffic censuses in the Upper Rhine region, Freiburg Regional Council (PDF; 35 kB)
See also
Web links
|
The next bridge upstream: Alain-Foechterle-Erich-Dilger-Brücke |
Bridges over the Rhine |
The next bridge downstream: weir near Burkheim (Vogtsburg) |