Lickói Híd - Unnamed Road

Old bridge, beautiful environment for use on wheels or on foot.

We like to go out here, a quiet place.

This is a very special place if it weren’t for the word trite I would say magical. If you’re definitely there for half an hour, you won’t regret it for an hour. There is no such bridge on the Mosoni Danube. It is currently locked in front of cars.

It can also be a popular cycling route or a water tour. Regi light rail track, preserved in good condition.

Very cozy wooden bridge on foot and by bike.

Very cozy, spectacular place. The bridge overlooks the river. The silence of nature was only broken by the conversation of one or two anglers. It is relatively far from the populated area. I guess that's because of that.

The history of the Lickó bridge In 1907, the Khuen-Héderváry family built a small railway with a track gauge of 760 mm from the Lébény-Mosonszentmiklós railway station to Hédervár. The "bridge structure in question" is a 3 x 20,864-meter girder overhead iron bridge with a girder of 3 x 20,864 meters. The static calculation of the bridge was made on the basis of the "Railway Bridge Regulations Decree" approved by Decree No. 30,666 of the Minister of Commerce of 1907, taking into account the train load consisting of 2 5.3 ton locomotives and 4 3.66 ton laden horses connected to it. "The material of the bridge structure is continuous iron and in the case of the train load on which the static calculation is based, no overrun is generated in any of its elements." After the Second World War What is certain is that the bridge was blown up during the war, all three bridge structures collapsed, and the masonry suffered minor damage. The restoration of the bridge structure was carried out by the MÁV Bridge Workshop according to the original plans. The iron material used to replace the missing parts of the iron structure came from the stock of the State Railways. As the railway did not have a locomotive during the restoration period, the test load of the restored bridge was carried out with 2 trucks loaded with gravel. Deflections were measured with Farkas kinometers and heel pressures were measured with sliders. The result of the test load was satisfactory, after the operation the bridge was re-examined, no harmful changes were found in it. In the sixties Little information has survived about the post-war operation of the commercial railway. The initial plans were for the expansion of the network, the connection of 15 villages, and the start of passenger traffic, but in a 1961 document they called for the liquidation of the network due to its underutilization. At that time, sugar beet was transported on the line exclusively during the autumn campaign, with an annual average of 4-5000 tonnes. According to calculations, the AKÖV in Győr can solve the transport of sugar beet with its available means, the railway line can be liquidated. "From 1 January 1962, the restricted public traffic and operation on the MÁV G.V. narrow-gauge railway line between Hédervár and Lébény shall be terminated and the line shall be terminated." In 1963, the Dózsa MGTSZ in Mecsér declared a claim for the railway bridge deprived of rails, applied for the transfer of the bridge with a book credit, and at the same time stated that it would take care of the maintenance of the bridge in its own management. In March 1964, the bridge - the obsolete value of which was HUF 529,300 at that time - was rebuilt by the Municipal Council of Mecsér V.B. you get it.

Beautiful landscape, many memories. It was actually the bridge of a former small railway in ruin, which was later converted into a lane bridge for non-fixed-track vehicles. Gravel muddy road accessible by car (who is not afraid).