Borovniški viadukt, poimenovan tudi kot most, je bil svetovno znana mojstrovina in največja zgradba na progi Dunaj–Trst.
The Borovnica Viaduct, also known as the Bridge, was a world-famous masterpiece and the largest building on the Vienna–Trieste route.
Železniška proga od Ljubljane do Celja je stekla leta 1849. Želeli so jo speljati do Trsta, a premagati je bilo treba največji težavi – Ljubljansko barje in vzpon na Kraško planoto. Njeno gradnjo so zaupali Carlu Rittru von Ghegi, ki je že imel izkušnje z gradnjo železnic.
The railway line from Ljubljana to Celje started in 1849. They wanted to take it to Trieste, but the biggest problem had to be overcome - the Ljubljana Marshes and the ascent to the Karst plateau. Its construction was entrusted to Carl Ritter von Ghegi, who already had experience in building railways.
561 metrov dolg in 38 metrov visok viadukt so delali sedem let, od 1850 do 1856. V tem času so v mehka barjanska tla zabili 4000 hrastovih pilotov, za 24 obokanih stebrov so porabili 31.600 m3 obdelanih kamnitih blokov, 31.000 m3 lomljenca in okoli 5 milijonov opek. Stroški gradnje so znašali dva milijona goldinarjev. Dvonadstropni viadukt, ki je v loku premoščal najožji del Borovniške kotline, je imel v zgornji etaži 25, v spodnji pa 22 obokov. Gradnja sama je potekala z nečloveškimi napori in za današnji čas s precej primitivnimi sredstvi. Ne glede na to je bil viadukt leta 1856, ko je čezenj zapeljal prvi vlak, prava tehnična in arhitekturna mojstrovina. Kot zanimivost – grajen je bil brez cementa.
The 561-meter-long and 38-meter-high viaduct operated for seven years, from 1850 to 1856. During this time, 4,000 oak piles were driven into the soft bog soil, 31,600 m3 of worked stone blocks, 31,000 m3 of crushed stone and about 5 million were used for 24 arched pillars. brick. Construction costs amounted to two million guilders. The two-storey viaduct, which bridged the narrowest part of the Borovniška basin in the arch, had 25 arches on the upper floor and 22 arches on the lower floor. The construction itself took place with inhuman efforts and for the present time by rather primitive means. Nevertheless, the viaduct in 1856, when the first train passed over it, was a real technical and architectural masterpiece. As a curiosity - it was built without cement.
Pred drugo svetovno vojno je bil viadukt že v slabem stanju. Voda, ki je desetletja pronicala v viadukt, je razrahljala opeke, hrastovi piloti, na katerih je slonel, so začeli trohneti, tako da se je ves objekt pričel počasi posedati. Vlaki so zato morali pri vožnji čezenj voziti z zmanjšano hitrostjo 5 km/h.
Before the Second World War, the viaduct was already in poor condition. The water, which had been seeping into the viaduct for decades, loosened the bricks, the oak piles on which it rested began to rot, so that the whole building began to slowly settle. Trains therefore had to travel at a reduced speed of 5 km/h.
Na velikonočni četrtek, 10. aprila 1941, je stara jugoslovanska vojska zrušila sedem kolon Borovniškega viadukta. Italijanska vojska, ki je 13. aprila prišla v Borovnico, se je takoj lotila gradnje železne premostitve. Izdelava Roth-Waagnerjeve konstrukcije je trajala do 28. junija 1941, ko je progo odprl italijanski minister za promet Giovanni Host-Venturi.
On Easter Thursday, April 10, 1941, the old Yugoslav army demolished seven columns of the Borovnica Viaduct. The Italian army, which arrived in Borovnica on 13 April, immediately set about building an iron bridge. The construction of the Roth-Waagner structure lasted until June 28, 1941, when the line was opened by the Italian Minister of Transport Giovanni Host-Venturi.
December 1944 je pomenil konec prometa prek viadukta. V številnih bombardiranjih od avgusta do decembra 1944 so ga močno poškodovali, promet pa je bil dokončno prekinjen 27. decembra, ko so bombe porušile železno premostitev v smeri Stare postaje. Ob umiku iz Borovnice je 5. maja 1945 zjutraj nemški pionirski oddelek razstrelil še preostanke konstrukcije. Skušali so uničiti tudi Dolski in Jelenov oz. Dolinski most, a jim je zmanjkalo eksploziva.
December 1944 marked the end of traffic through the viaduct. It was badly damaged in a number of bombings from August to December 1944, and traffic was finally disrupted on December 27 when the bombs destroyed an iron bridge in the direction of the Old Station. When he withdrew from Borovnica, on the morning of May 5, 1945, the German pioneer division blew up the remains of the structure. They also tried to destroy Dolski and Jelenov or. Valley Bridge, but they ran out of explosives.
Po koncu druge svetovne vojne je Borovničane čakalo težko delo. Veliko hiš je bilo porušenih, družine so preštevale mrtve in ranjene. Očistili so ostanke viadukta, iz katerih je zrasla marsikatera hiša, z njimi so nasipali novo progo in obložili ter uredili obalo Save v Beogradu. Zadnjih pet stebrov viadukta, tistih proti Stari postaji, so na ukaz KLO-ja razstreljevali od 13. do 17. februarja 1950.
After the end of the Second World War, the people of Borovnica had to work hard. Many houses were demolished, families counted dead and wounded. They cleaned the remains of the viaduct, from which many houses grew, with which they filled a new line and lined and arranged the bank of the Sava in Belgrade. The last five pillars of the viaduct, those towards the Old Station, were blown up by order of the KLO from 13 to 17 February 1950.
Mogočnega viadukta, ki je v svojem času vzbujal spoštovanje in občudovanje, danes ni več. Nanj nas spominja le še 21. steber iz ljubljanske smeri. Napaka pri vžigu razstreliva ga je ohranila in januarja 1992 so ga razglasili za tehniški spomenik.
The mighty viaduct, which once aroused respect and admiration, is no more today. Only the 21st pillar from the Ljubljana direction reminds us of it. An error in the ignition of the explosive preserved it and in January 1992 it was declared a technical monument.
Borovnica si je leta 2006 enega najlepših svetovnih viaduktov izbrala za svoj simbol in ga ima v občinskem grbu in zastavi.
In 2006, Borovnica chose one of the world's most beautiful viaducts as its symbol and has it in its municipal coat of arms and flag.
Železnica je povsod, kamor je prišla, hipoma močno okrepila gospodarsko in družbeno življenje. To se je čutilo tudi v Borovnici – v vasi, kjer je bilo pred prihodom železnice, kot so nam povedali domačini, okrog 200 prebivalcev, se je v kratkem času to število povečalo za desetkrat.
The railway, wherever it came from, suddenly greatly strengthened economic and social life. This was also felt in Borovnica - in the village, where before the arrival of the railway, as the locals told us, there were about 200 inhabitants, in a short time this number increased tenfold.
Še danes ima železnica za Borovnico izjemno velik pomen – ob tem bodo Borovničani povedali, da to ni nujno zaradi brezhibnosti železnic, temveč zato, ker je cestna infrastruktura toliko slab(š)a. Ravno 27. julij, dan, ko je prvi vlak zapeljal v Borovnico, je v tem mestecu občinski praznik.
Even today, the railway is extremely important for Borovnica - the people of Borovnica will say that this is not necessarily due to the impeccability of the railways, but because the road infrastructure is so poor. Exactly July 27, the day when the first train drove to Borovnica, is a municipal holiday in this town.
