1901 Viaduct no longer part of the plan to modernize the Hook south of Chemnitz based on decision by Ministry in Berlin.
CHEMNITZ, GERMANY- The Hook in Chemnitz, located in the central part of the German State of Saxony, is a 2.8 kilometer railroad bypass that encircles the southern part of the City Center. It includes the railway Stations of Chemnitz-Mitte, Chemnitz-Süd and Chemnitz Central (Hauptbahnhof). The entire Stretch is 65 years old, has been considered outdated and not suitable for modern (long-distance) trains, especially as the City is working together with the German Railways (The Bahn) to have long-distance trains passing through Chemnitz for the first time in 15 years. Yet the good news is that this missing link is a big step closer to reality. The German Ministry of Railways in Berlin, on Friday, approved an 80 Million Euro Project to reconstruct the Hook, which will feature new railroad tracks between Mitte and Central, new train stations at Mitte and Süd, upgrading them to fulfill modern (and also) handicap standards, the removal of a functionally obsolete bridge at Mitte and the replacement of four bridges.
One of the bridges that is not part of the plans is the Chemnitz Viaduct, a 117-year old K-Frame arch viaduct that the City and local Groups have fought for over six years to save and preserve. The story behind this bridge can be found in an earlier article written by the Chronicles here. According to a 227-page Report by the Railway Ministry in Berlin (Eisenbahnbundesamt) and confirmed by German Station MDR-Sachsen, a clause stated explicitely that plans for a five-span modern arch bridge is not in the interest of the German Preservation Laws and the German Government:
Der geplante Abriss des Chemnitztalviaduktes wird aus denkmalschutzrechtlichen Gründen abgelehnt. (EN: The planned demolition of the Chemnitz Viaduct has been rejected because of its Status as a Legally-Preserved Monument).
The decision has been met with relief for many and a victory for others, as the viaduct has been considered part of Chemnitz’s history, even though it is the second crossing at this spot. Its predecessor was a 12-span concrete arch bridge that was built in 1884 crossing the River Chemnitz and Annaberger Strasse, serving the Nuremberg-Hof-Zwickau-Dresden Magistrate. Due to flood risks, a steel arch viaduct built 20 meters higher and 50 meters north of the site was built in 1900-01 and the arch span was later removed. The Viaduct has been serving rail traffi ever since. Plans for demolishing the viaduct was first presented in 2003 as the Bahn had presented a proposal to modernise the Hook. The plan was met with a high, sturdy wall of resistance, which featured online petitions, presentations, initiatives and even a structural study by bridge engineers with experience restoring historic bridges– All of them supported restoring the historic bridge and making it suitable for long-distance trains, in particular the InterCity trains from Cologne and Nuremberg. As with the measure involving the Frank Wood Bridge in Maine, they even brought this matter to court, where the Office for Preserved Artefacts (Denkmalschutzamt) decided to forward the matter to the Ministry of Railway in Berlin, with success on the part of the historic bridge and the City of Chemnitz.
With this decision, the Bahn has decided to proceed with the plan of modernizing the Hook without the Viaduct. Construction is expected to begin in the Fall 2019 and should last four years. The bridges expected to be replaced will include a 1920s bridge at Chemnitz-Süd, a concrete overpass at Chemnitz-Mitte stemming from the East German times and two smaller bridges. As for the Chemnitz Viaduct, the bridge will not be renovated before 2022 which gives all parties time to come up with a plan to restore the bridge to accomodate rail traffic and calculate how much time is needed to complete the second phase of the project along the Hook.
This will not affect the reintroduction of InterCity trains for delays in electrifying the line between Glauchau and Weimar via Jena combined with problems with modernizing the rail line south of Hof in Bavaria will most likely result in the use of diesel trains for the IC-trains before the electrification project is completed by 2030. Furthermore, the IC-line to Rostock via Leipzig and Berlin will most likely be in service before 2020, which will put Chemnitz back on the map and in the Fernverkehrsnetz (Long-distance Train Network) for the first time since the last ICE-Train passed through in early 2002.