Rhine bridge between Neuchâtel and Chalampé
Coordinates: 47 ° 48 ′ 52 ″ N , 7 ° 32 ′ 48 ″ E
| Rhine bridge between Neuchâtel and Chalampé | ||
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| use | Road and rail bridge | |
| Convicted |
Bundesstrasse 378 , Müllheim – Mulhouse railway line |
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| Subjugated | Rhine | |
| place | Neuchâtel on the Rhine , Chalampé | |
| construction | Steel composite girder bridge Truss girder bridge |
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| overall length | 219 m | |
| Longest span | 73 m | |
| location | ||
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The Rhine bridge between Neuenburg and Chalampé spans the Rhine at river kilometer 198.78 . Together with the bridge to the west over the Rhine canal, it connects the German Neuenburg am Rhein and the French Chalampé ( oak forest in Alsace ). The border between Germany and France runs in the middle of the bridge . The structure is a combined rail and road bridge .
Railway bridge
Railway bridge from 1878
The Grand Duchy of Baden - as the owner of the Grand Ducal Baden State Railways - and the German Empire - as the owner of the Reichseisenbahnen in the Reichsland Alsace-Lorraine - agreed on May 13, 1874 in a state treaty to build the bridge, mainly for strategic reasons , together with the construction of one 22.2 km long railway line Müllheim – Mulhouse .
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 substructure was designed for double-track expansion, but the superstructure was initially only designed as a single-track. The bridge was identical in every detail to the Breisach – Neuf-Brisach Rhine bridge . Construction of the bridge began in 1875 and was put into operation on February 6, 1878. The iron superstructure had a mass of 828 t and cost 305,000 marks.
Railway bridge from 1906
Between 1905 and 1906 the bridge - again by Gutehoffnungshütte - was replaced by new, stronger superstructures and the old superstructures were moved south, where they took up the second track.
In 1914 ten pairs of trains used the bridge for passenger transport on workdays and 13 on public holidays. During the First World War , intensive military train traffic to the western front was handled over the bridge. Immediately after the end of the war, the northern line was dismantled by France. In 1919, the bridge, which was now once again used as a single track, became the property of France due to the Treaty of Versailles . By November 1921, the now expanded common border station in Neuchâtel was fully operational. In 1939, only two pairs of commuter trains ran over the bridge between Neuchâtel and Bantzenheim on weekdays .
On October 12, 1939, French troops blew up the western pillars. In July 1940, pioneers of the Wehrmacht began to rebuild the southern bridge. Crashed segments, the approach bridges and the northern central main girder, were lifted and repaired together with the western main girder of the northern track and everything moved south so that single-track operation was possible again from June 1941. The remaining parts of the bridge were scrapped.
On February 9, 1945 , retreating German troops blew up the structure. The massive components were all destroyed.
Makeshift railway bridge from 1946 to 1962
In autumn 1945 the French military government ordered the bridge to be rebuilt so that it could be used to supply its units. The superstructure of the central main opening was lifted out of the Rhine and could be reused. A superstructure of the structurally identical Breisach Rhine bridge was installed as the new eastern main bridge girder. In the remainder of the bridge section, temporary steel superstructures from the “Roth-Waagner” system with two fields of 42 m span each were installed. On June 3, 1946, the provisional, single-track structure was again open to trains, and in 1956 it was prepared for road traffic with planks.
Railway bridge from 1962
In January 1953, the "Agreement on Fixed Bridges and Ferries across the Rhine on the Franco-German border" was concluded between Germany and France, which provided for a single-track railway bridge for Neuchâtel. The final bridge construction was finally built in 1961 and 1962. For this purpose, the eastern and middle trusses, both from 1878, were moved 7.5 m to the side upstream, after the western bridge opening had been replaced with a new one to replace the war bridge device Superstructure in its final position. As a result of the construction of the Rhine canal , the flood bridges on both sides could be replaced by dams. On May 27, 1962, the bridge could be put back into operation. Daily passenger traffic on the Müllheim – Neuchâtel section was discontinued on May 31, 1980. However, the route is used daily for freight traffic. In the summer of 2006, the scheduled passenger train service was resumed on summer Sundays for tourist traffic between southern Baden and Alsace after a two-year preparation period. A French railcar ("blue whale") of the X73900 series is used. In December 2012, daily passenger train traffic across the Rhine was resumed. Since August 2013, a wrong TGV -pair between Freiburg and Paris over the distance.
construction
The old Rhine bridge near Neuchâtel had three main openings with a span of 72 m with a total length of 328 m, as well as two flood openings with a span 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 in height for the main and 3.0 m for the secondary openings. Establishing the piers were caissons used.
Since the renovation in 1963, there is still a 218 m long, single-track superstructure with three single-span girders in the longitudinal direction as a structural system. The spans are 72 m with 1.0 m spacing between the bearings above the river pillars.
Road bridge from 1963
requirements
According to the agreement between Germany and France, road traffic between Neuchâtel and Chalampé should be carried out via a ferry connection. However, due to the construction of the Rhine canal, there was no longer enough water for a ferry service, so the construction of a permanent bridge was subsequently agreed.
construction
According to a design by Hellmut Homberg, a 3.5 m high steel composite beam bridge with an overhead deck was used. Since shipping is no longer possible under the bridge, the pillars and abutments in the area of the road bridge were reduced by around 2.5 m, which avoided a height jump between the upper edge of the carriageway and the upper edge of the rail in the embankment area behind the bridge.
The 219 m long superstructure has the three-span girder as a structural system in the longitudinal direction . The field widths are uniformly 73.0 m. In the transverse direction, the superstructure consists of two steel girders with a constant height of around 3.2 m, which are arranged at a center distance of 4.5 m and are connected at the top by a reinforced concrete deck slab that is prestressed in the transverse direction . The total width of 9.25 m and a maximum thickness of 0.35 m have a transverse gradient of 2.0%.
The bridge was built from 1961 to 1963 with a 6.0 m wide carriageway and a 2.25 m wide footpath next to the single-track railway bridge, using the substructure of the second track. The construction costs amounted to DM 2.0 million, on August 19, 1963 traffic was handed over.
traffic
Road traffic censuses from 2003 showed that an average of 8914 vehicles pass the bridge per day, making it a less busy border crossing between Baden and Alsace .
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 2003 Freiburg, 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. 90.
- ↑ Boeyng, p. 90.
- ↑ Boeyng, p. 90.
- ^ Reichs-Kursbuch from July 1914, timetable table 214h.
- ↑ Boeyng, p. 91.
- ↑ Boeyng, p. 91.
- ↑ Boeyng, p. 91.
- ↑ 2003 road traffic censuses in the Upper Rhine region, Freiburg Regional Council (PDF; 35 kB)
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The next bridge upstream: Rheinbrücke Ottmarsheim |
Bridges over the Rhine |
The next bridge downstream: Alain-Foechterle-Erich-Dilger-Brücke |