Mariborski železniški most ... MB Railway bridge Traditional Cache

SI

Mariborski železniški most (1846-1866-2020)

Nastanek mesta Maribor je tesno povezan s prehodom reke Drave. Tako se večina starejše zgodovine mesta vrti okoli reke in mostov čez njo. Vpliv prihoda železnice na razvoj mesta je nedvoumen, saj je bližina železniške postaje postala privlačnejša za gospodarske obrate kot bližina dravskega pristana, kajti promet se je v drugi polovici 19. stoletja vse bolj usmerjal na železnico.

V drugi polovici 19. stoletja, po izgradnji železniške proge skozi Maribor, je mesto pričelo naglo rasti. Tako je leta 1851 imelo le 4.168 prebivalcev, leta 1869 že 16.006 in leta 1900 31.337 prebivalcev. Maribor je postal pomembno prometno križišče tudi za železniški promet proti Jadranskemu morju (Trst) in preko Pragerskega proti Budimpešti. Leta 1863 se je z izgradnjo koroške železnice Maribor povezal s Celovcem.

Pojav železnice je omogočil reševanje tehnoloških in gradbenih problemov: vrtanje predorov, gradnjo nasipov, opornih zidov, mostov. Tudi Maribor je dobil moderni železniški most in če danes pogledamo iz mestne strani proti Malečniku, bomo mogoče videli vlak, ki pelje proti severu ali jugu.

Lesen železniški most

Prvotno lesen, premostitveni objekt na reki Dravi, zgrajen med  letoma 1844 in 1846, na progi Južne železnice med Dunajem in Trstom, je bil predalčne konstrukcije tipa Howe zasnovan po načrtih inženirja Carla Ghege.

Na mestu, kjer je Drava široka ca. 190 m, je zgradil tridelni most iz macesnovega lesa (20.111 m3). Odprtine med 4,70 m debelima zidanima opornikoma, postavljenima v strugo reke, so merile po 57 m. Predalčni nosilci so bili visoki 5,70 m. Tiri so bili položeni na vrhu nosilcev, skoraj 32 m nad gladino. Ker je bila proga dvotirna, je vsak tir dobil samostojno leseno konstrukcijo, ki sta bili med seboj povezani na obrežnih opornikih in na opornikih v strugi.

Prva lokomotiva je čez novo zgrajeni leseni most zapeljala 27.4.1846 z Ghego v kabini. Ohranilo se je tudi ime parnega stroja: lokomotiva Ocean je prispela iz Celja. Iz smeri Gradca pa beležimo prvo prečkanje mostu šele 18.5.1846. Ta vlak je na krovu že imel prominentne goste in sicer predsednika dvorne komore na Dunaju barona Karla von Kubeka in ter deželnega guvernerja grofa Pickenburga.

Carl Ghega

Carl Ghega se je rodil kot beneški meščan 10.1.1802. Severna Italija je bila prava dežela za otroka, ki je kazal nadarjenost za tehniko. Že s 17. leti je na univerzi v Padovi zagovarjal doktorat iz matematike in to le leto po pridobljeni inženirski diplomi. Namenjena mu je bila bleščeča kariera v Avstriji, njegovi domovini, kjer mu izzivov zares ni manjkalo.

Mladi inženir Ghega v strogi birokratski hierarhiji napreduje s hitrostjo in močjo strojev, ki se jim klanja. Najprej gradi ceste po zahtevnih terenih Tirolske, takoj ko se pojavijo prve železnice, pa najdemo Ghego na vseh težjih deloviščih. Železnica je za takratne inženirje nekaj podobnega kot so 200 let kasneje za njihove naslednike vesoljski poleti. Povsem nova tehnologija ga vznemirja in vabi.

Ghega je bil sicer eden izmed pionirjev, a pravi pionirji so doma na Otoku ali preko velike Luže. Leta 1836 ga dunajski bankirji dinastije Rothschield pošljejo na študijsko potovanje po železniško razviti zahodni Evropi, med katero tudi sreča takrat slavnega Stephensona.

Leta 1842 ga pritegnejo k načrtovanju Južne železnice in takoj zaprosi za novo študijsko pot. Tokrat preko Atlantika. Tam je videl zelo dobro leseno konstrukcijo tipa Hawe, ki je neke vrste leseni prednapeti nosilec. In Ghega je to s pridom uporabil na številnih mostovih, med drugim tudi na mariborskem. Tako je opravil z takrat najtežavnejšim odsekom Južne železniške proge med Šentiljem in Celjem.

Ghega, ki je ob otvoritvi proge do Ljubljane leta 1849 prejel orden Železne krone III in je leta 1852 postal predstojnik Centralne direkcije za gradnjo državnih železnic, je z dograditvijo proge do Trsta leta 1857 prispel na konec svoje poti. Država, ki je prav zaradi gradnje železnic zašla v finančno stisko, jih je bila prisiljena privatizirati. Z Južno državno železnico se je to zgodilo samo leto dni po dokončanju in še leto pozneje je bil Ghega prisiljen predlagati razpustitev direkcije, ki ji je načeloval. Izčrpan od strahovitih naporov je leta 1860 osamljen na Dunaju umrl.

Avstrija pa ni pozabila svojega največjega graditelja železnic in ga je razen z dunajskim trgom in ulico z njegovim imenom leta 1967 počastila še z bankovcem za 20 šilingov, na katerem je njegov portret in v ozadju najimenitnejši viadukti na Semmeringu. Na postaji Semmering pa mu je dunajsko društvo inženirjev in arhitektov, nekoč njegov najhujši zoprnik, leta 1869 skesano postavilo spomenik in oblikovalo sklad za štipendije za nadarjene študente tehnike ter »velike potovalne štipendije« za izjemne posameznike. Leta 1892 jo je dobil Maks Fabiani in s tem denarjem do leta 1894 študijsko popotoval po Evropi.

Kovinski most

V dvajsetih letih je dvotiren most postal dotrajan in ni zmogel zadostiti potrebam svojega časa, zato se je uprava Južne železnice odločila zgraditi novega. Leseno konstrukcijo so zamenjali za elegantno in širšo triločno kovinsko konstrukcijo na kamnitih podpornikih. Jekleni dravski most je bil zgrajen na temeljih prvotnega, leta 1846 postavljenega lesenega dvotirnega železniškega mostu.

V redni promet so novi most predstavniki avstrijske države predali 16. februarja 1866, 20 let potem, ko je bila zgrajena in prometu predana štajerska železniška proga med Gradcem in Celjem, 3 leta potem ko je bila odprta koroška proga med Mariborom in Celovcem, 17 let potem ko sta bila po železnici povezana Maribor in Ljubljana in 9 let potem ko je bila dograjena celotna proga Južne državne železnice med Dunajem in Trstom.

Most je veljal za  največji in najlepši rečni  železniški most  v Habsburški monarhiji. Kronist ga je ob obremenilnem testu v življenje pospremil z naslednjimi besedami: »Veličasten most, dostojen spomenik preminulemu projektantu višjemu svetniku Eclu, ponos vseh pri gradnji udeleženih inženirjev, prelepi okras našega mesta, je sijajno prestal tudi ta preiskus!« in je bil 16. feb. predan prometu. 

Med vojno

Med drugo svetovno vojno je doživljal dramatične trenutke od miniranja, nagle vzpostavitve prometa s strani okupatorja do zavezniškega bombardiranja. 7. aprila 1941, na začetku II. svetovne vojne in nemške okupacije Maribora se je most, potem ko ga je med umikom pred Nemci minirala takratna Jugoslovanska vojska, zrušil v Dravo.

Nemci so ga zasilno obnovili in usposobili za nadaljnji prevoz potniških in tovornih vlakov, zato je bil pozneje večkrat tarča zavezniških letalskih bombnih napadov. Nazadnje je bil bombardiran 12. aprila 1945, med zadnjim zračnim napadom na Maribor. Med napadi je bil vsakič poškodovan, nikoli pa porušen.

Po vojni je bil, med letoma 1948 in 1950, obnovljen v nespremenjeni obliki. Z nadaljnjimi popravili in sanacijami  je konstrukcija mostu kot del tehniške dediščine, bila deležna posebnih skrbi in vzdrževanja.  

Mere mostu

Današnji jekleni Železniški most ima tri tire, gradili pa so ga med letoma 1864 in 1866. Tvorijo ga jeklena konstrukcija, sestavljena iz treh lokov z razponom, 56,58 m. Dva rečna, iz peščenjaka sezidana podporna kamnita stebra, ki slonita na več desetih, 5 metrov dolgih, v dno rečne struge zabitih pilotih. In dva obrežna kamnita stebra s podvozom. Skozi 9,5 m širok južni podvoz na severnem obrežju reke Drave je bila po izgradnji mostu speljana Loška cesta (danes Oreško nabrežje), skozi enako širok južni podvoz pa Podbreška, današnja Pobreška cesta. Dolžina mostu s podvozoma znaša 233,39 m, njegova širina med bočnima ograjama na vrhu pa je 12,60 m.

Vozišče na mostu sestavljajo trije, v smeri sever-jug položeni tiri, od katerih sta vzhodni in srednji del magistralne proge Maribor – Zidani most – Maribor, zahodni pa je namenjen vožnji vlakov na obdravski progi Maribor – Dravograd – Maribor. Tiri so povprečno 16 m nad spreminjajočo se gladino, dobrih 168 m široke reke Drave, katere nadmorska višina pod mostom znaša danes pribl. 254 m. Na mostu je prepovedano zavirati, hitrost vožnje je omejena na 40 km/h. Zaradi škodljivih vibracij, ki bi most lahko poškodovale, pa čezenj ne smeta peljati dva vlaka hkrati. Most je od današnjega kolodvora oddaljen 540 m, z njim ga povezuje nasip, ki je bil zgrajen severno od prvotnega železniškega mostu v času gradnje železniške proge skozi Maribor.

Most je bil med drugo svetovno vojno dvakrat močno poškodovan - tako oporniki kot tudi nosilna jeklena konstrukcija. Po vojni je bil most večkrat saniran in redno opazovan. Leta 1995 so naredili sanacijo glavne nosilne jeklene konstrukcije, leta 2007 pa še sanacijo levega rečnega opornika.

Most danes in jutri

Mariborski železniški most je največji in najstarejši ohranjeni železniški most v Sloveniji.  Od leta 1992 je zaščiten kot spomenik lokalnega pomena in vpisan v register nepremične kulturne dediščine RS.

http://ukmdomblog.blogspot.com/2016/03/mariborski-zelezniski-most-1846-1866.html
https://radioprvi.rtvslo.si/2016/03/most/
http://sindikat-strojevodij.si/node/819
https://www.skyscrapercity.com/threads/maribor-zgodovina-mariborskih-mostov.1136945/
https://www.kamra.si/digitalne-zbirke/item/maribor-in-zeleznica.html
https://www.vecer.com/infografika-kje-bi-zgradili-stiri-nove-mostove-na-dravi-6644983
https://www.dlib.si/details/URN:NBN:SI:doc-TADAIWMJ
http://www.pokarh-mb.si/si/index.html
http://urbanzajc.com/portfolio-items/mariborski-zelezniski-most/

EN

Maribor Railway Bridge (1846-1866-2020)

The creation of the city of Maribor is closely connected with the crossing of the Drava river. So much of the old history of the city revolves around the river and the bridges across it. The impact of the arrival of the railway on the development of the city is unambiguous, as the proximity of the railway station became more attractive to commercial establishments than the proximity of the Drava harbor, since traffic was increasingly focused on the railway in the second half of the 19th century.

In the second half of the 19th century, after the construction of the railway line through Maribor, the city began to grow rapidly. Thus, in 1851 it had only 4.168 inhabitants, in 1869 already 16.006 and in 1900 31.337 inhabitants. Maribor has also become an important road junction for rail transport to the Adriatic Sea (Trieste) and via Prague to Budapest. In 1863 he connected with Klagenfurt with the construction of the Carinthian railway.

The railroads made it possible to solve technological and construction problems: tunnel drilling, embankment construction, retaining walls, bridges. Maribor also received a modern railway bridge and if we look today from the city side towards Malečnik, we may see a train heading north or south.

Wooden Railway Bridge

Originally a wooden, bridging structure on the Drava river, was built between 1844 and 1846 on the Southern Railway between Vienna and Trieste. The Howe type drawers were designed by engineer Carl Ghega.

At the point where the Drava is wide approx. 190 m, he built a three-part bridge of larch wood (20,111 m3). The openings between the 4,70 m thick masonry struts erected in the river bed measured 57 m. The drawers were 5,70 m high. The tracks were laid on top of the beams, almost 32 m above sea level. As the track was two-tracked, each track was provided with a stand-alone wooden structure, which was interconnected on the riverbeds and on the riverbeds.

The first locomotive crossed the newly built wooden bridge on 27.4.1846 with Ghega in the cabin. The name of the steam engine is still known: the Ocean locomotive arrived from Celje. From the direction of Graz, the first crossing of the bridge is recorded far few days latter on 18.5.1846. This train already had prominent guests on board, namely the President of the Chamber of Commerce in Vienna, Baron Karl von Kubek, and the Provincial Governor of Count Pickenburg.

Carl Ghega

Carl Ghega was born as a Venetian citizen on 10.1.1802. Northern Italy was a real country for a kid who showed talent for technique. At the age of 17, he was defending his doctorate in mathematics at the University of Padua, only a year after he received his engineering degree. He was aiming for a brilliant career in Austria, his home country, where he really lacked challenges.

In a strict bureaucratic hierarchy, Ghegh's young engineer advances the speed and power of the machines he worships. First he builds roads on the difficult terrains of Tyrol, but as soon as the first railways appear, Ghega is found in all the difficult work sites. For the engineers of the time, rail was something like 200 years later for their successors in space flight. A whole new technology is exciting and inviting.

Ghega was one of the pioneers, but the real pioneers are at home in GB or across the Atlantic. In 1836, the Viennese bankers of the Rothschield dynasty sent him on a study tour of the railway-developed Western Europe, during which he met the then famous Stephenson.

In 1842 he was attracted to the Southern Railway planning and immediately applied for a new study route. This time across the Atlantic. There he saw a very good wooden structure of the Hawe type, which is a kind of wooden prestressed bracket. And Ghega used it well on many bridges, including Maribor's one. He did so with the most difficult section of the Southern Railway between Sentil and Celje at that time.

Ghega, who received the Order of the Iron Crown III at the opening of the line to Ljubljana in 1849 and became head of the Central Directorate for the Construction of State Railways in 1852, arrived at the end of his journey by completing the line to Trieste in 1857. The country, which was financially distressed by the construction of the railways, was forced to privatize them. With the Southern State Railway, this happened only a year after completion, and a year later, Ghega was forced to propose the dissolution of the directorate he chaired. Exhausted from his dreadful efforts, he died in 1860 alone in Vienna.

Austria, however, did not forget its largest railway builder and, in addition to the Vienna Market and the street named after him in 1967, honored him with a 20-shilling banknote, with his portrait and the most famous Viaducts on Semmering in the background. At the Semmering station, the Viennese Society of Engineers and Architects, once his worst opponent, erected a monument in 1869 and created a scholarship fund for talented engineering students and "large travel scholarships" for outstanding individuals. It was obtained in 1892 by Maks Fabiani and with that money he traveled to Europe by 1894.

Metal Bridge

In the next twenty years, the two-track bridge became worn out and unable to meet the needs of its time, so the Southern Railway Administration decided to build a new one. The wooden structure was replaced with an elegant and wider three-track metal structure on stone supports. The steel Drava bridge was built on the foundations of the original wooden two-tier railway bridge erected in 1846.

The new bridge was handed over on 16.2.1866, 20 years after the construction of the Styrian railway line between Graz and Celje was completed. And 3 years after the Carinthian line between Maribor and Klagenfurt was opened. And 17 years after Maribor and Ljubljana were connected by rail. And 9 years after the entire Southern Railway line between Vienna and Trieste was completed.

The bridge was considered the largest and most beautiful river railway bridge in the Habsburg Monarchy. At the stress test, the chronicler accompanied him with the following words: "The magnificent bridge, a worthy monument to the deceased designer, Senior Councilor Ecl." and committed to traffic on 16. of Februrarry.

During the War

During WWII, it experienced dramatic moments from blasting, the rapid establishment of traffic by the occupying forces and the Allied bombing. At the beginning of WWII and German occupation of Maribor, the bridge collapsed on 7.4.1941 in the Drava river when it was mined by the then Yugoslav Army during its retreat from the Germans.

It was temporarily restored and trained by the Germans to carry passenger and freight trains, and was subsequently repeatedly targeted by Allied air bombardments. It was last bombed on 12.4.1945, during the last air attack on Maribor. During the attacks, he was injured each time, but never destroyed.

After the war, it was restored unchanged between 1948 and 1950. With further repairs and rehabilitation, the construction of the bridge, as part of its technical heritage, received special care and maintenance.

Bridge Dimensions

The present-day Steel Railway Bridge has three rails and was built between 1864 and 1866. It is made of a steel structure consisting of three arches with a span of 56.58 m. Two river sandstone pillars built up from the sandstone, resting on piles piled ten to five feet long into the river bed. And two shore stone pillars with underpass. After the construction of the bridge, the Loška Road (today Oreško nabrežje) was passed through the 9.5 m wide south underpass on the northern bank of the Drava river, and Podbreška, today’s Pobreška Road, through the equally wide southern underpass. The length of the underpass bridge is 233.39 m and its width between the side railings at the top is 12.60 m.

The bridge carriageway consists of three north-south tracks, of which the east and middle sections of the Maribor - Zidani most - Maribor main line, and the west one are intended for trains running on the Maribor - Dravograd - Maribor railway line. The tracks are on average 16 m above the changing surface of 168 m wide Drava river, whose altitude below the bridge today is approx. 254 m. It is forbidden to brake on the bridge, the speed limit is limited to 40 km/h. Due to the damaging vibrations that could damage the bridge, two trains must not be traversed at the same time. The bridge is 540 m away from today's railway station and is connected by an embankment built north of the original railway bridge at the time of construction of the railway line through Maribor.

The bridge was badly damaged twice during WWII - both the struts and the supporting steel structure. After the war, the bridge was repeatedly repaired and regularly observed. In 1995, the main bearing steel structure was rehabilitated and in 2007 the left river strut was rehabilitated.

The Bridge Today and Tomorrow

The Maribor Railway Bridge is the largest and oldest preserved railway bridge in Slovenia. Since 1992 it has been protected as a monument of local importance and entered in the register of immovable cultural heritage of the Republic of Slovenia.

http://ukmdomblog.blogspot.com/2016/03/mariborski-zelezniski-most-1846-1866.html
https://radioprvi.rtvslo.si/2016/03/most/
http://sindikat-strojevodij.si/node/819
https://www.skyscrapercity.com/threads/maribor-zgodovina-mariborskih-mostov.1136945/
https://www.kamra.si/digitalne-zbirke/item/maribor-in-zeleznica.html
https://www.vecer.com/infografika-kje-bi-zgradili-stiri-nove-mostove-na-dravi-6644983
https://www.dlib.si/details/URN:NBN:SI:doc-TADAIWMJ
http://www.pokarh-mb.si/si/index.html
http://urbanzajc.com/portfolio-items/mariborski-zelezniski-most/