150-year old historic bridge to be closed until Fall 2019 for renovations.
CHEMNITZ, GERMANY- When travelling through Chemnitz in central Saxony, one will be amazed by the architecture the city has to offer. Be it from the age of industrialization, the Communist era or even the present, the city has a wide-array to choose from, which will please the eyes of the tourists, making them want to spend time there in the third largest city in the state. Chemnitz has over 100 historic bridges that are a century old or more, most of them are arch structures made of stone, concrete or a combination of the two. But each one tells a story of how it was built and how it has served the city.
Take for instance, the Karl-Schmidt-Rottluft Bridge, on the west side of the city center. Spanning the Chemnitz River and Fabrikstrasse carrying the Ramp leading to the suburb of Kassberg, this bridge has a character in itself. The dark brown-colored stone arch bridge has been serving traffic for over 150 years, running parallel to the Bierbrücke located just to the north by about 80 meters. The five-span arch bridge features variable sizes of the arches to accomodate the ravine: two of the largest for the river, one of the widest for Fabrikstrasse and the narrowest for pedestrians, all totalling approximately 120 meters- three times as long as the Bierbrücke. The bridge was named after Karl-Schmidt-Rottluft, an expressionist painter during the (inter) war period.
Despite its services over the year, the City of Chemnitz plans to shut down the bridge beginning in the Spring 2018 allow for extensive rennovations. The 2.8 million Euro project ($4.3 million) will include extensive work on the retaining walls and stairway connecting crossing and Fabrikstrasse below. Furthermore, repairs to the arches and renewing the decking and railings will be in the plans. The State of Saxony provided two million ($3.2 million) for the project as part of the initiative “Bridges in the Future”, which was started in 2015 and is designed to restore many of the state’s historic bridges while replacing many in dire need and beyond repair. The City of Chemnitz needed to cover the rest of the cost. The project is scheduled to be completed by October 2019.
Despite the inconvenience people will have to deal with during the 1.5 year closure, the renovation is a must, based on my many visits since the beginning of this year. Many cracks were showing in the arches and attempts to shore up the spans using concrete made the under half of the arch appear derelict. Furthermore, debris on the stone materials made the bridge in general appear dirty. Then there is the multiple spider webs hanging from the bridge, making the structure really spooky, as seen in the picture below.
Yet on hindsight, the bridge and the nearby pub, bearing Kassberg’s name, have a unique setting which warrants such a project. While many engineers and planners have evicted owners from their businesses because of new bridges to be built, the planners for this project ensured that this will never happen, especially as the pub crafts its own microbrew, hosts many cultural events and even has a museum focusing on the district. For this bridge, it is a blessing that it will be restored to its natural beauty, while ensuring that it will continue to safely provide services to drivers and pedestrians alike.
From a historian’s point of view, this bridge warrants more information on its history. If you have some to share, please use the contact details here and write to the author. A tour guide in English will be made available in the next year, in connection with the city’s 875th anniversary celebrations.
GLAUCHAU (SAXONY), GERMANY- It had been once considered an absurd project- a replacement bridge fit for bikers and pedestrians instead of a vehicular bridge. The project was criticized for its delays due to weather and other circuzmstances related to construction. Since June of this year, the Wave, spanning the Zwickauer Mulde River near Wernsdorf, south of Glauchau in western Saxony, has been serving the Mulde bike trail, going south to Zwickau. Now the Wave is getting its first accolade and is in line for another one. The bridge, consisting of a concrete suspension bridge- whose roadway is draped over the pylons implanted in the riverbed- just recently received the State Engineering Excellence Award from the State of Thuringia.
But why Thuringia, when the bridge is in Saxony?
According to sources from the Free Press, it was simple. The engineering firm that constructed the Wave, originates from Weimar. Setzpfandt Engineering was founded by Gerhard Setzpfandt in 2015, whose engineering career spans over 25 years. Since its opening, the engineering firm has several projects completed to their name with many more on the table. This includes projects in Saxony-Anhalt, Hesse, Thuringia and greater Berlin. Because of its unusual design, which is the first of its kind, the state of Thuringia awarded the prize to the engineering group and with that, the City of Glauchau, even though it is the state’s first award to be given out of state.
I happened to visit The Wave during a bike tour in October and presented a video to show you what the bridge looks like and how it feels walking across the “roadway-style” suspension bridge. Have a look below:
There will be many more accolades to come for this unique bridge, even if it’s still controversial in the eyes of those who would have preferred a vehicular crossing. But with additional bridge work happening at Schlunzig, that dream will be fulfilled. The Wave is in the running for another award, the Othmar H. Ammann Awards in the category Best Kept Secret- Individual Bridge. Whether it wins the award depends on the voting process, which will begin in December via the Bridgehunter’s Chronicles. The Wave is also one of five additional bridges in Glauchau that were added to the city’s tour guide earlier this year, hence the decision to re-enter Glauchau in the Ammann Awards in the category of Bridge Tour Guide. Again, the winner of the awards in that category is dependent on the voting.
More details on who else is in the competition in the six categories will come on December 4th. Stay tuned. 🙂
Our next stop on the bridgehunting tour, especially along the Zwickauer Mulde in western Saxony is the town of Bad Schlema. This town of 5,600 inhabitants is located deep in the Erzgebirge (Ore Mountains) where the river meets the River Schlema. It was once a key junction of two rail lines: the still existing north-south railroad that connects the community with Aue and Johanngeorgenstadt to the south as well as to Zwickau-Werdau-Leipzig to the north. The other is a short line going west to Schneeberg that used to provide passenger and freight serviceS but has been extant for over 60 years. Both lines were vital for transporting iron ore from the mined regions to the processing plants in the larger cities in the mountains. Nowadays the current line provides access for people wishing to visit the radon health resort in Bad Schlema, which has existed for over a century as well as the Christmas markets in Aue, Schwarzenberg and Schneeberg.
And while the train station at Bad Schlema still provides passenger service on the north-south axis, the surroundings that made the station famous are all but a faded memory. This included the Leonhardt Paper Company, the Hoffmann Machine Factory and Tölle Machinery, the third of which manufactured iron products. By 2006, the last remaining factory, the paper manufacturer, became a memory thanks to the wrecking ball. The only relict remaining that serves as a reminder of the good old days of mining and paper production are a pair of historic bridges spanning the Zwickauer Mulde: a truss bridge dating back to the Communist era and a stone arch bridge that had existed since the creation of the rail line, but is in disarray to a point where questions are being raised as to which bridge should be saved and which one should go.
Before going to my investigative reporting, look at the slide show below and ask yourselves this question: Which bridge would you want to see saved and which one would you like to see gone? And what are your reasons for your decision? And how old do you think these two structures are?
After doing some thinking about it, let’s take a look at the history behind the two bridges, which is in connection with the railroad itself. Between 1856 and 1860, the railroad company decided to construct a line going into the Ore Mountain region in western Saxony, where it was rich in various metals and miners had been working the region for generations. The line started from Zwickau and by 1860, the line arrived in Aue before terminating at Johanngeorgenstadt, near the present-day Czech border by 1868. Between Aue and Schlema, the rail line made a hook going around the mountain, running parallel to the Zwickauer Mulde. Because of its narrowness, combined with dangers of rock slides and curves, a decision was made to straighten the line in 1895, which included building a tunnel between the stations of Aue and Schlema, the latter was named Niederschlema at that time. As seen in the map and illustration, the distance was trimmed by half, and a single-span duo-truss bridge eliminated a single-lane bridge, thus making it easier and quicker to ship people and goods between Aue and points to the north and west. At the same time, another bypass north of Niederschlema was built going north to Hartenstein, which ran parallel to the Zwickauer Mulde and the present-day road connecting both towns. The realignment project was completely finished by 1900, but it came at the cost of the original rail line and the Stone Arch Bridge itself.
The response, according to Dr. Oliver Titzmann was an overwhelming support by the paper company to take the redundant line and bridge and make it their property. In an interview with the Bridgehunter’s Chronicles, Dr. Titzmann, the town historian and member of the Bad Schlema City Council, has done a lot of research on the railroad and the Stone Arch Bridge itself. That bridge was built in 1860 and featured two Luten arches as main spans, plus a pair of shorter arch spans as approaches. Upon personal observations, the bridge was built using two different types of rock: sandstone and quartzite, the first of which appears harder on the surface. The spans are skewed at 30°, which is unusual for arch bridges, yet its purpose still remains the same: to provide the river with free-flowing passage without damaging the structure. While there is no concrete information on the structure’s dimensions, upon personal visit, it appeared to be 65-70 meters long and 12-14 meters wide. According to information by the historian, as well as reports by the Chemnitz Free Press, the Bridge was made redundant by a Communist-era through truss bridge, built using a Warren design in the 1980s, and served the line going through the paper factory until it was closed down in the mid-1990s. Abandoned since then and fenced off to prevent trespassers from crossing it, the community would like to see the Stone Arch Bridge rehabilitated and reused with the truss bridge being removed because it’s an eyesore. Dr. Titzmann has been a vocal supporter for saving the Stone Arch Bridge, the last of the original crossings along the Zwickau-Aue branch of the north-south line and integrating it into the Mulde Bike Trail, which currently shares the road to Hartenstein from the train Station in Bad Schlema. Like the overwhelming support by the now extant paper factory during ist existence a century ago, support is enormous among the community for reusing the Stone Arch Bridge, which has been abandoned for almost four decades. Already the company owning the eastern bank of the river where the Bridge is located, Wismut Mining Works, has worked on clearing space for the bike trail, which has cost them over 300,000 Euros to date. The State of Saxony has already contributed 145,000 Euros for the rehabilitation of the structure.
The plan, according to Dr. Titzmann is simple: as seen in the map, the bike trail is to follow the original railroad line, but running underneath the tunnel at the Bad Schlema train station, utilizing the Stone Arch Bridge, and going past the Wismut Mining Works, using the Poppenwald Road that goes there, as it was originally part of the line, before joining the current bike trail in use at Hartenstein.
The problem, according to Dr. Titzmann, is more complicated than expected: “The center pier of the bridge has been undermined over the years, thanks to flooding and erosion,” Titzmann stated during the interview. “Therefore, as a person can see, the roadway at the center of the bridge is sinking.” Aware of the complications, the community is working together with the state in securing additional funding to rebuild the bridge, keeping it in its original form to avoid being scratched from the Denkmalschutz book. This is the German equivalent to the National Register of Historic Places in the United States, except the bridge is listed on the state level because of its design and connection with the history of the paper and mining industries in the Erzgebirge. The state level is one of three that are used to list historic places in the Denkmalschutz Book, along with local and national levels. Had the Stone Arch Bridge been listed in American standards, it would have fallen under the criterien of A (Events) and C (Design and Construction). Yet while funding for rehabilitating bridges in the States has become scarce, in Germany, money is kept available by the federal and state governments to encourage ambitious projects like this one, even if the project is complicated because of the aforementioned reasons.
The reconstruction project falls on the state level and it is a matter of time before the state of Saxony provides some additional funding in order for the project to move forward. The cost for rebuilding the bridge alone will take between 120,000 and 150,000 Euros, which consists of stripping the bridge down, while retaining the original stonework, rebuild the center pier, and then rebuild the structure, piece by piece before adding the decking and railing. The reconstruction of bridges in this style is very common in Germany, with the Camsdorf Bridge in Jena (Thuringia) being the closest example to the Stone Arch Bridge in Bad Schlema. That bridge, built in 1913 and rebuilt in 1946, was reconstructed and widened to accommodate more trams and cyclists. Completed in 2005, the project had taken two years.
Once the Stone Arch Bridge is completed, the rest of the bike trail can be built, thus reactivating a part of history that had not existed for over a century. Already a section of the bike trail north of the train station had been built on the west end of the river approaching the bridge but if funding and support arrive in a timely manner, the project could be finished in two years or less. This includes the removal of the truss bridge.
In the meantime, as funding and technical know-how is being pursued to realize this project, cyclists are still fighting with traffic along the road between Bad Schlema and Hartenstein, one of a few stretches of the 240-km long Zwickauer Mulde Bike Trail. And even though a stretch of rail line between Aue and Wolfsgrün has been part of the Mulde system for seven-plus years, when the renovation of the bridge and realignment of the bike trail are both completed, an additional 10 km of rails to trails will be added, which will mean less stress while on the road, but at the same time, more opportunity to enjoy the Zwickauer Mulde, the natural landscape and a little history about the line passing through the region, which had once connected Leipzig with the Czech Republic and provided goods and services.
And when the bridge is finished, one will only see the arch bridge that was once abandoned but is now a historic site- seen by the train leaving Bad Schlema for Zwickau instead of the Communist eyesore, which many will not shed a tear once it’s gone.
Washington DOT (WSDOT) will pay up to $1 million for the dismantling, transporting and reassembling of the 1925 through truss bridge to be reused for any purpose.
TACOMA, WS- Sometimes historic bridges get into the way of progress and need to be replaced. This is especially true with bridges whose height, width and weight restrictions hamper the ability to get trucks and other means of transportation across. However, before they are removed, states are required to put them up for sale so that third parties can claim them and relocate them the way they see fit. In general, the bridge program has had a mix of successes and failures in selling off their historic assets, for on the one hand, third parties wishing to purchase the historic bridge for use are shirked away by the cost for transportation and reassembly. Furthermore bridges marketed by the department of transportation are often too big or in the case of arch, beam and suspension bridges, too entrenched or too fragile to relocate. On the other hand, however, one will see in each state a success story of a historic bridge that was given to a third party. This is especially true with truss bridges as they are easily taken apart, transported to a new location in segments and reassembled. One will see an example in every state, yet Indiana, Texas, Iowa, Ohio and Minnesota have multiple examples of success stories. Even some stone arch bridges have been relocated to new sites where they still serve their purpose.
However, there is one state department of transportation that is going the extra mile to sell their historic bridge by even paying for the relocation and reassembly of the historic bridge. Between now and 2019, the Washington Department of Transportation (WSDOT) can sell you this historic through truss bridge:
According to the information by the WSDOT and bridgehunter.com, this historic bridge was built in 1925 and used to cross the Puyallup River at State Highway 167 (Meridan Street) in Puyallup, located seven miles east of Tacoma, until it was replaced in 2011 by a modern crossing. It was then relocated on land, where it has been waiting for its new owner ever since. Washington has got a wide array of historic bridges, whose unique design makes it appealing for tourists. They have the Tacoma Narrows Bridge (with its name Galloping Gertie), the , the world’s only concrete pony truss bridge, and a housed through truss bridge made of wood in Whitman County that was once a railroad crossing, just to name a few. The Puyallup Bridge is a riveted Turner through truss bridge, a hybrid Warren truss design that features subdivided chords and A-framed panels. After the demolition of the Liberty Memorial Bridge in Bismarck, ND in 2009, this bridge is the last of its kind and one of two of its design left in the world- the other is a Turner pony truss crossing in the German city of Chemnitz. Normally, going by the standard marketing policy, the historic bridge is marketed first before it is replaced and then taken down if no one wants it. However, looking at that tactic done by many state DOTs, this has not allowed much time for third parties to step forward and save it, especially because of the costs involved. For some bridges, like the Champ-Clark Truss Bridge, spanning the Mississippi River at the Missouri-Illinois border, there was almost no information about the bridge being up for sale as well as a very small time window of three months, thus providing no interest for at least one of the spans. According to MoDOT representatives in an interview with the Chronicles a couple months ago, the spans now belong to the same contractor building the replacement, who in turn will remove the spans when the new bridge opens in 2019.
The Pullayup Bridge is different because of its large size and rare design, which goes along with the history of its construction. It was built in 1925 by Maury Morton Caldwell, a bridge engineer who had established his mark for the Seattle-Tacoma area. This event was important for its completion came at the heels of the introduction of the US Highway System a year later. Born in Waynesboro, Virginia in 1875, Caldwell moved to the Seattle area in 1904. He worked as a civil engineer for the City of Tacoma from 1910 to 1916 before starting his own engineering business. Prior to the construction of this bridge in 1925, Caldwell had been responsible for the construction of the Carbon River Bridge in 1921, the Pasco-Kennewick Bridge in 1922 and the Wiskah River Drawbridge in Aberdeen in 1925. Yet the 371-foot long Pullayup Bridge proved to be one of his masterpieces that he built in 1925, thus leaving an important mark on his legacy of bridge building in the Seattle-Tacoma metropolitan area. It is unknown how many other bridges were credited to his name, but from the historic research conducted by WSDOT, he was never a licensed professional engineer for Washington State and only practiced the profession for the Seattle-Tacoma area, which means the highly likelihood of more bridges having been designed by Caldwell and located strictly in north and western Washington and possibly British Columbia. He died in 1942, having been survived by his wife, Amy, whom he married in 1915, and his sister Nettle, who resided in Virginia state.
The Pullayup Bridge is being offered to those interested by WSDOT between now and 2019. The catch to this is the DOT will pay for the dismantling, relocation and reassembling costs- up to $1 million for the whole process. The only cost that the party may have to pay is for the abutments and possibly the road approaching it. The deal provided by WSDOT is a great steal for those wishing to have a unique historic bridge for reuse as a park or bike trail crossing. Even the thought of using it as a monument describing the history of the bridge, bridge engineering and M.M. Caldwell is realistic. Some parties who have called up wished to convert it into a house, similar to one of the reused spans of the now demolished eastern half of the San Fransisco-Oakland Bay Bridge, which had been built in 1936 and was replaced with a cable-stayed span in 2013. The main slogan is if you have an idea for the bridge, WSDOT can pay for it, and you can make your dream a reality. With many successful projects, stemming from creating historic bridge parks in Iowa, Michigan and coming soon to Delaware (where historic bridges were imported from other regions) to numerous bridges along the bike trails throughout the US, Europe and elsewhere, this deal to have the bridge for free, with a transportation agency having to pay for the relocation and reerection at its new home, is something that one cannot really afford to miss out on.
If you are interested in this unique historic bridge, please contact Steve Fuchs at WSDOT, using this link, which will also provide you with more information on this structure. The agency is also looking for more information on M.M. Caldwell and other bridges that he may have designed and contributed to construction. If you know of other bridges built by this local engineer, please contact Craig Holstine, using the following contact details: email@example.com or by phone: 360-570-6639.
Historic Bowstring Arch Bridge Restored after a nearly one-year project to relocate the structure to a city park. Dedication ceremony on 23 September in Conway.
CONWAY, ARKANSAS- Bridge crews and preservationists are celebrating the rebirth of one of the oldest surviving historic bridges in Arkansas. The Springfield Bowstring Arch Bridge is back in use after a record-breaking stint, which featured the disassembling, relocation, restoration and rassembling of the 1871 structure, a product of the King Bridge Company of Cleveland, Ohio, all within a span of ca. nine months! Usually, such projects last between 1-2 years, pending on the truss type, length and width and the way it should be restored. For other bridges, such as arches, suspension bridges and viaduct, it may take up to five years, pending on how it is restored. The Springfield Bridge, with its main span of 146 feet and a width of 12 feet, is one of the longest of its kind built by King that is left. However when looking back at the bridge before its relocation from the Faulkner-Conway county line to Conway City in November 2016, it presented a totally different picture- a rather sad one when looking at it through the lens of Julie Bowers of Workin Bridges and Nels Raynor of BACH Steel.
Workin’ Bridges is a non profit organization based in Grinnell, Iowa that is dedicated to historic bridge preservation, and Bach Structural and Oranmental Steel (BACH Steel) of Holt, Michigan. Six years after the completion of a study by Raynor and Bowers , the historic bridge restoration project was successfully completed. The success was due to a rare collaboration between the City of Conway, Faulkner County, and Dr. Ken Barnes of the Faulkner County Historical Society who was essential in the writing and successful grant application and petitioning the City of Conway to find a place to move the bridge. Permission to move was granted by the National Park Service for this structure that is listed on the National Register of Historic Places. A dedication to the restoration and future of this iron bowstring will be held Saturday, September 23rd at 10:00 am at Beaverfork Lake Park in Conway, Arkansas.
The iron truss was fabricated in 1871 and erected in 1874 over E. Cadron Creek between Faulkner and Conway Counties as the first and oldest highway bridge built for farm to market requirements by the Arkansas Department of Transportation. The bridge restoration was funded by City of Conway tourism dollars used for parks, Faulkner County equipment, expertise and funds for the extra crane, with the help of Metroplan which allowed the restructuring of grant funding to allow preservation to move forward.
The bridge was removed from the Cadron in November of 2016. The BACH Steel Rivet Gang went to work with the disassembly and marking the members for transportation to a paint removal company in Little Rock, managed by Snyder Environmental. Workin’ Bridges was then given the job of designing the new substructure at Lake Beaverfork, engineered by James Schiffer of Schiffer Engineering Group of Traverse City, Michigan.
Once the caissons were designed, drilled, formed and poured, and covered with riveted columns repairs to the bridge trusses began. Nels Raynor of BACH Steel is the premier bridge restoration craftsman throughout the United States that specializes in restoring bridges the old fashioned way. “In Kind” restoration means that parts are replaced with similar parts, rivets replaced with rivets and if new parts are required they are fashioned with care. When asked Raynor stated: “This one stands out as one of the most beautiful. I wish there were more people like those of Conway and Faulkner County. Those who wish to protect and save their hesitate. It’s part of my life’s work to preserve those structures. My company has been bless with finding those with the same passion inmy partners Derek and Lee Pung, Andy Hufnagel and Brock. Behind the scenes we have my daughter Heather Raynor, Nathan Holth and Jim Schiffer. We want to thank everyone for giving us the creative freedom to make this one of the most memorable and beautiful bridges we have ever been involved with.”
Jack Bell, Chief of Staff for the City of Conway, Mark Ledbetter, Director of Roads for Faulkner County, Steve Ibbotson, Director of Parks for the City of Conway and Judge Baker were the team that provided the collaborative efforts to make this a successful project. They teamed up for all of the site requirements, from building a road and crane pad to the old location on Cadron Creek, to building the roads and crane pad for the reset at Lake Beaverfork. They utilized reclaimed stone from the original abutments to sculpt the new location with retaining walls and provide a bench for viewing. Bell said, “The partnership between Workin’ Bridges, BACH Steel, Faulkner and the City of Conway was essential to bring this project to fruition. A significant piece of Faulkner County history has been saved and an iconic amenity has been added to our Parks system.”
New railings, as required by law, were designed by Raynor and company, who were able to provide historically accurate laced and riveted railing, using requirements for today’s pedestrians. The rail was then sent to Conway, where the local historical society teamed up with Workin’ Bridges to promote the “Paint the Rail” campaign. The campaign successfully contributed the funds needed to coat the rail, using a PPG product delivered by Furgerson Brothers Painting.
The restoration will be featured in a documentary filmed by Terry Strauss of Ultimate Restorations and should be available for viewing on PBS and through Amazon Prime in the fall of 2017. It will be featured in a later article provided by the Bridgehunter’s Chronicles. The project was also documented by Workin’ Bridges with the aid of Nathan Holth of HistoricBridges.org. The bridge was built by craftsmen and the record of their work, the “craftsman’s record” was evident in each cast and riveted piece in the bridge said Raynor. “To think that this all started six years ago with a site visit to Arkansas with my son Brock and Bowers with Workin’ Bridges. What this bridge has become today is just amazing to me and I have been involved with many bridge projects”.
It is a testament to the fact that we work better together, always have. The collaboration made a very big bridge project manageable, and used resources in a way that reduced time and material cost”, stated Bowers from her office in Holt, Michigan. “One never knows if a site visit that renders real numbers for project evaluation will become a job. These bridges take a lot of time, craftsmanship and money, but in the end it is all about making memories. The collaboration worked well and rendered a project that could have cost far more into an affordable package for the parks system.”
More information about the bridge, pictures from the process can be found at Springfield Bridge on Facebook. Questions may be directed to Julie Bowers at firstname.lastname@example.org. The Chronicles would like to congratulations to Julie, Nels and the rest of the crew for bringing a relict back to life. Thanks to you, you’ve just given people a chance to learn more about the history of Conway County, King and American infrastructure. 🙂
Bridge built in the 1600s to be replaced on a new alignment. Petition to reuse the bridge for pedestrian use still in the running.
AUE (SAXONY)/ DRESDEN/ BERLIN- While we read about historic bridges being demolished we mostly find metal truss bridges, between the ages of 70 and 130 years, that are coming down, despite having potential of being reused. We almost never see a stone arch bridge that meets the wrecking ball, regardless of age.
That is unless you look at and read about this bridge, the Bockau Arch Bridge, spanning the Zwickauer Mulde River at the village of Bockau, six kilometers southwest of Aue and exactly the same south of Schneeberg in the Ore Mountains (Erzgebirge). Built in the 1600s, the bridge is located near the historic Rechenhaus (Headworks House), dam and waterway, which had been built between 1556 and 1559, providing drinking water to the villages along the river. The crossing was essential for miners needing to use the bridge as they cross between Zschorlau and Schneeberg on the northern side and Bockau on the opposite side of the river. The five-span stone arch bridge, made using sandstone, was rehabilitated in the 19th century and survived a scare in April 1945, when Nazis tried to implode the structure in a failed attempt to stop the advancement of Russian troops from the east and Americans from the south and east. American troops from the 11th tank division occupied the bridge before the Nazis could demolish the structure. Despite this, plus two major floods that caused damage to the structure (the last resulted in adding steel bracings to the arches), the bridge remains in decent shape- at least from my observations- although potential rehabilitation is needed to prolong its life much longer.
Despite its historic status, the 400+ year old structure is coming down. Crews are cutting down trees in a plan to build a new structure to better accomodate traffic from Schneeberg and Zschorlau while at the same time, realign German highway 283 to eliminate the sharp curves the historic bridge presents to the highway. According to the Saxony Ministry of Transportation and Infrastructure, the bridge will be a straight crossing, having a modern style with skewed approaches. The highway will be expanded into an expressway, merging traffic with that from Bockau. This includes bike and pedestrian paths. In addition, new retaining walls at the new bridge will be needed and the rock escarpment that flows down through Bockau into the Mulde will be redone. In the last phase of the project, which will be completed by November 2019, the historic bridge will be removed. This will happen towards the end of next year, unless waves are made by locals and politicians to keep the bridge in tact to be reused for pedestrian purposes.
A petition was created in April of this year, calling for the bridge to be left as is, even after the new bridge is built because it retains its historic character and is protected by the German Preservation Laws (Denkmalschutz Gesetz). In addition, three rare species reside at and near the bridge, including the fire salamander, different species of bats and the water ouzer (dipper). Calls for saving the historic bridge is gaining momentum, as even members of the German Green Party are calling for the bridge to be saved for the aforementioned reasons. Still, resisitance has been ignored for the State of Saxony has rejected plans for a two-bridge solution, and the Federal Government, which is footing the 6.4 million Euro project, expects the historic bridge to be demolished by November 2018. The fight is still on but time and resources are running out, especially with every tree that is being cut down for the project, as the author observed during his visit on the 28th of August.
Already the bridge is closed to traffic as of the 28th of August, as seen from my visit. The Zwickauer Mulde Bike Trail (which runs under the historic bridge) is also fenced off, with a detour following the current highway and street going to Schindlerswerk on the southern side of the river. The 1.5 kilometer detour is expected to remain in place until November 2018, when the bridge is removed. Highway 283 will be detoured from Aue through Zschorlau and Albernau beginning in September and lasting until the completion of the project in November 2019. Local traffic between Bockau and Aue will remain open with some restrictions. Whether this plan will still take hold, depends on the progress of the petition for the preservation of the old bridge and whether authorities in Dresden and Berlin will concede and allow the locals to keep their bridge. Should that not be the case, this project may have some repurcussions with other projects in the pipeline, including the plan to replace the Chemnitz Viaduct to better accomodate the German Railways’ (the Bahn) InterCity trains. That project, which has been stalled due to stark opposition from locals, the state historic preservation office and other experts in bridge preservation, is also being backed by Berlin as the Bahn is partially owned by the government.
If you want to sign the petition to save the bridge, click onto the link and include your name, address and reasons for saving it. Never say never if you want your historic bridge kept in place once the project is finished. The Chronicles will keep you posted on the latest.
Touted by many to be the most beautiful state in Germany, Schleswig-Holstein offers a mixture of landscapes and climates to attract the vacationer wishing to escape the city life. It is sandwiched by two different seas- the North Sea in the west and the Baltic Sea in the east, each offering different forms of flora and fauna as well as Schietwetter (storms producing high winds, torrential downpours and high tides). The Baltic-North Sea Canal, connecting the state capital of Kiel with Brunsbüttel via Rendsburg slices the state into two, even though the 1895 canal replaced a 1700s canal that complimented the longest river in the state, the Eider. That river starts near Kiel and ends in the North Sea, but not before passing through bridge-laden towns of Rendsburg, Friedrichstadt and Tönning, while at the same time, connecting with the rivers Treene and Sorge.
The hills east of Kiel and in the Seegeberg region provides a great backdrop for photographers wishing to get some pictures of scenery along the river Schwentine, which also gets its additional water from the lakes region near Plön and Eutin, located between Kiel and Lübeck. At the same time, the state is bordered to the south and east by two major waterways: the Elbe to the south and the 80 kilometer long Lauenburg-Lübeck Canal to the east. From Lübeck going north into Denmark, the state receives additional water from the Baltic Sea in the form of fjords, found in Kiel, the Schlei region and Flensburg. The western half is characterized by flat plains with gullies and diversion canals to channel water and protect farmlands and beaches from flooding.
With all this water, one needs to cross it- by bridge!
Many books have been written about the history of places in Schleswig-Holstein and the different regions full of natural habitats and historic places of interest. There are enough books on light houses (including the famous Westerhever), windmills (like the ones in the Dithmarschen, Schleswig and Ostholstein districts), and holiday resorts (like St. Peter-Ording, Travemünde and Fehmarn) to fill up a library section, just with those alone. There is even a book on the Faces of Flensburg, focusing on the people who made the former rum capital and key port famous, including the founder of the adult entertainment store, Beate Uhse, who opened the world’s first store of this type in 1962.
Yet with many bridges in Schleswig-Holstein- many of which have histories going back over 100 years, only two books have been written about this topic: one on the bridges along the Baltic-North Sea Canal, one on the dual draw bridge north of Lübeck (which no longer exists). The most recent book, published last year, commemorated the centennial of the two-span arch bridge in Friedrichstadt, whose drawbridge span allows for passage along the Eider. Not even a book on the Fehmarn Bridge, the world’s first basket-handle tied arch bridge has been written.
This leads us to the question of why we’ve neglected to write about the other bridges in the state.
Since 2011, I’ve been photographing and writing about some of the bridges in the state, which includes the cities of Kiel, Flensburg, Lübeck and Friedrichstadt as well as the bridges along the Baltic-North Sea Canal, wondering what they looked like a century before, how they were built and who built them. In addition, research is being undertaken to find out what other bridges exist in the present, had existed before getting replaced by modern structures and who were behind the building of the bridges. Even more interesting is the role of bridge engineers in Schleswig-Holstein, as the state imported many famous ones, like Friedrich Voss and Hermann Muthesius but exported just as many to other regions in Germany, Europe and even the United States. Lawrence H. Johnson was one of those who made his mark both as a bridge builder and a politician- in the state of Minnesota!
With as much work put in as possible, the decision has been made to write a book on the bridges in Schleswig-Holstein. This five-year project will focus on the bridges, past and present, which has shaped the state and its infrastructure, while at the same time, fostered tourism, business and commerce, especially over the last 150+ years. At the same time, however, we will look at the engineers who left their mark in the state while those, who originated from S-H, emigrated to other places to leave their legacies. The work will be written in three languages: German, English and Danish, reflecting on the languages of the residents and those who are interested in reading this piece and visiting the sites.
I’m looking for the following in order to complete this book project:
Old photos, postcards and information on the bridges in Schleswig-Holstein, especially including the previous crossings (those that were replaced with today’s modern structures) and ones that no longer exists. This includes bridges in towns and cities as well as along the rivers: Stör, Eider, Sorge, Trave, Aarau, Treene and Schwentine, and also those along the canals: Alte Eider, Lauenburg-Lübeck and Gieselau.
Stories about the bridges in Schleswig-Holstein that are memorable and worth mentioning in the book. Already mentioned in the book on the Eider Bridge in Friedrichstadt, sometimes stories and memories about the bridge makes the crossing one worth remembering.
Information on the bridge engineers in Schleswig-Holstein who left their mark in bridge building, apart from Friedrich Voss as well as those who originated from the state that left their mark elsewhere, like Lawrence H. Johnson.
As the book will feature the Danish version, I’m looking for a Danish translator, preferably either a native speaker or one who has mastered the language (as the Germans would say, Sicher in Wort und Schrift)
If you have any information that will be of use for the book or would like to support the book project in anyway, shape or form, please use the contact form below and send me a line. You can also contact the Chronicles via facebook by using its messenger on its page. Additional contact information is available by request.
Please feel free to pass this information around to anyone who wants to contribute, as this is open to not only bridge experts and enthusiasts, but also locals and people who either have knowledge of the bridges in Schleswig-Holstein, are willing to help out or both.
With many key bridges out there (going beyond the ones that I’ve profiled), and many historic bridges being replaced with modern ones, whose lifespans are half of that of their predecessors, it is time to bring them to light. Because after all, they have just as much value to Schleswig-Holstein as the other key features the state has to offer. One has to click on the highlighted names in this article and look at the offer of books for sale at a local book store or via amazon to find out how important these structures are for the development of the state that prides itself on sailing, shipping, handball, sheep, windmills, farming, Sauerfleisch, rum, roasted potatoes, beer, Schietwetter and the famous greeting of “Moin moin!”
Stay tuned for some articles to be posted on some bridges in the Eiderstedt region, where the author vacationed for a couple weeks.