Cable-stayed Bridge in Leverkusen to be Replaced

By A.Savin (Wikimedia Commons · WikiPhotoSpace) (Own work) [FAL or CC BY-SA 3.0 (http://creativecommons.org/licenses/by-sa/3.0)%5D, via Wikimedia Commons
52-year old bridge to be replaced due to structural wear and tear. Documentary following events.

bhc newsflyer new

LEVERKUSEN, GERMANY-  There is a growing theory regarding bridge building which states: build one that lasts 100 years and requires no maintenance. This demand is especially high in the United States and therefore, the focus of bridge construction has come down to cable-stayed suspension bridges, suspension bridges, girders and slabs. Sadly though, this theory always gets rebuked when one needs to look at the increasing number and size of vehicules crossing them, plus the need to maintain them on a yearly basis to ensure that this utopian goal is realized.

With the Motorway Crossing in Leverkusen (known as the A1 Rheinbrücke), the bridge is overtaxed with vehicles and despite extensive maintenance, the state of North-Rhine Westphania, together with the cities of Leverkusen and Cologne are now working on a replacement bridge. Built in 1965, the bridge features a cable-stayed suspension design, using one set of towers and cables in the middle of the roadway with cables anchored in two different lines supporting the median, which supports a steel deck girder roadway that supports the Motorway A1. The bridge was built by Hellmut Homberg, who was the Othmar H. Ammann of bridge building, having built several crossings in the Rhine-Ruhr River regions, including structures in Duisburg, Bonn, Cologne and Emmerich. The longest suspension bridge in Germany was built in Emmerich and is credited to Homberg. The A1 Rheinbrücke provides direct service between Saarbrücken to the south and places to the north, which includes Münster, Bremen, Hamburg, Lübeck and two-lane to Fehmarn.  The crossing is one of the oldest of its modern type, even though records showed that a tunnel and a basket-weaved tied arch bridge were also on the table (note: The latter can be seen in the Fehmarn Bridge, as reference). The bridge has a total length of 1061 meters; the main span has a length of 280 meters. The width of 31.7 meters includes the expansion of its original four lanes to six in the mid 1990s.

Originally slated for replacement in 2025, construction of the bridge is currently in the preliminary stages with plans to have a new structure in place by 2020. The reason: Because of the increase of traffic, both on the bridge as well as underneath with ships travelling along the Rhine,  combined with weather extremities, structural weaknesses, especially in the steel, has become so great that rehabilitating the bridge has no longer become an option.  Patchwork and weight limits have been conducted on several occasions, but only for the purpose of prolonging the bridge’s life until its new structure is open to traffic and the old one is removed.

Already a new bridge is designed and crews are doing soil samples to determine where to place the bridge. German public TV channel WDR (based in Cologne) is doing a documentary on this bridge project in the form of Sendung mit der Maus, a TV program for children and families with a lot of interesting facts and experiments. Televising the document in irregular intervals since January 2016, one can see how bridges are inspected, planning is undertaken for constructing the bridge, and the actual project itself. One can have a look at the progress below, but ask yourself this question:

Do you agree with this design preference? If not, how would you go about with this project if you are the planner, engineer and city official?

 

fast fact logo

The Autobahn 1 is one of the oldest motorways in Europe, and the third longest motorway in Germany behind A3 and A7. The Weimar Republic proposed building a highway without intersections and traffic lights during the 1920s, yet was realized through massive construction efforts during the time of the Third Reich. The A1 was presented in 1939 but serving the Rhine-Ruhr region, as well as in segments to the north. The rest of the autobahn was completed in the 1960s and later expanded in the 1990s and 2000s. The last segment at Fehmarn is being fought by locals because of the negative environmental impact on the island through a new crossing between the island and Schleswig-Holstein as well as between the island and Denmark. The battle is ongoing and one can read more here.…..

 

The Rheinbrücke in Leverkusen is one of several bridges of its kind that have been targeted for deficiencies. Two other cable-stayed bridges in Duisburg and Cologne (Severin Bridge), plus the Köhlbrand Bridge in Hamburg are having the same structural issues because of too much traffic and are facing the same fate as the crossing in Leverkusen.

 

A bridge tour of the region along the Rhine can be found here.

 

Like the Mouse, the Chronicles will keep you posted on this project………

bhc-logo-newest1

Wolkenburg Suspension Bridge: A Unique Cable-Stay Along the Mulde

wolkenburg2

Wolkenburg (Saxony)/ Limbach-Oberfrohna/ Glauchau- The last of the three bridges profiled here that is debuting along the Zwickauer Mulde is the Wolkenburg Suspension Bridge. Before going further with this bridge, we need to clarify what this bridge looks like as well as its aesthetic value. The current structure, open since May Day this year is actually a cable-stayed suspension bridge, a bridge type where suspenders actually support the roadway from the tower. When looking at them from an American’s point of view, cable-stayed bridges are bland in appearance, ranking them up there with concrete slab/girder bridges that represent a sour taste to the land-/ or even cityscape. This can be best exemplified with two bridges that come to mind: The Fort Steuben and the Russell-Ironton Bridges. Both of them spanned the Ohio River; both of them have the characteristic A-frame tower, whose cables support the roadway; both of them replaced historic bridges that had a lot of characteristic and aesthetic appeal but were neglected by the department of transportation in a successful bid to have them replaced. Both of them have been demolished, leaving nothing but documentation on websites owned by James Baughn and Nathan Holth, respectively. Both bridges are prone to having problems in the short-term involving the cables and the roadway because, like other modern bridge types, there is too much (heavy) traffic using it. We’re even seeing it with a pair of bridges in Germany, which will be mentioned later on.

wolkenburg3

But while these cable-stayed bridges are being looked down upon like the other concrete spans in America, pursued by Donald Trump and Elaine Chao with some statues of Paul Ryan and Mitch McConnell and a new quasi-national flag of the US (sorry, I have to be sarcastic with this analogy), cable-stayed bridges in Europe, from an outsider’s point of view, can be viewed as a treat, especially for pedestrians and cyclists using them while on the bike trail. One in three cities in Germany has at least one of this type. And while there are some standard examples that exist, most of the cable-stayed bridges we find here are designed in such an unusual way, that they are screaming for people to stop by to pay homage; whether it is because of tilted towers, curved or even rounded roadways, ….

wolkenburg4

 

or in the case of this bridge, a single tower that is leaning outwards towards the river bank, whose primary cables- all draped over a pointed tower- are supporting the deck. The deck itself has a pony girder approach span with a Warren pony truss main span that crosses the Zwickauer Mulde.

 

wolkenburg6

The bridge replaced a century-old structure that consisted of a wire suspension bridge, going by the textbook guidelines that were created by another German engineer, John Roebling. Roebling’s concept was strands of thick wire that were spun together to create the main cables that were anchored between the towers and the ground anchors on shore. The best examples of his design were the Cincinnati-Covington Bridge (1869) and the Brooklyn Bridge (1883, though he died during its construction). The original Wolkenburg Bridge featured heavy cables  combined with vertical suspenders that supported the narrow walkway. The walkway itself was fenced with heavy wire but not trussed like one will see in many suspension bridges today, such as the Golden Gate Bridge or the suspension bridges in New York designed by Othmar H. Ammann.

 

Flooding in 2013 caused extensive damage to the bridge’s roadway and cables to a point where officials in Limbach-Oberfrohna, where Wolkenburg is part of the conglomerate, as well as local officials decided to demolish the bridge, including the tower, which was arched and made of concrete. It took more than three years, combined with lots of money and politicking before the conglomerate let the contract to the firm of Iroplan, based in Chemnitz, and its architect, Klaus Lenz, to build a new bridge at the site of the old one.

 

Construction started in 2016 with the leaning tower and foundations. The roadway was assembled offsite, featuring sliding and welding connections, judging by the author’s observations during his visit. The roadway was lifted into place by crane in November that year, and after attaching the cables between the tower and the roadway, the bridge was completed. What was not completed at the time of the visit in March were the roadway leading to the bridge, the dike to keep the water in the river, and painting the bridge. The bridge was still grey and silver.  The cost for constructing the 80 meter long and two meter wide cable-stayed bridge was 1.2 million Euros.

wolkenburg1

 

wolkenburg5

After many delays and headaches, people have their bridge back. At the May Day opening, where many people participated, mayor Jesko Vogel led the opening with a bang, as cannons were fired and a historic theater group from Glauchau were on hand for some entertainment. Refreshments were provided by the fire department. While the suspension bridge will forever be in the memories of many who live in Wolkenburg, this bridge reopens a connection between Eichenwald Forest and the mill area, both are northeast of the historic city center. The bridge will be a new icon  for Wolkenburg, providing a picturesque view from the historic city center and its churches and castle on the hill. And contrary to common belief regarding cable-stayed bridges, the Wolkenburg Suspension Bridge serves as an example of a bridge of this kind that, if designed with a good aesthetic taste, can be used for any form of traffic,

 

even if this bridge is open for pedestrians and fishermen only.  😉

 

bhc-logo-newest1

Lunzenau Pedestrian Bridge Opens to Traffic

luzenau1
Lunzernau Bridge in the final stages of construction. Photos taken in March 2017

One-of-a-kind bridge replaces a two-span bowstring arch bridge and re-establishes connection in small village in Saxony.

LUNZENAU/ GLAUCHAU- During my bike tour along the Zwickauer Mulde this year, I was greeted with new bridges that had replaced structures that were, on the one hand, damaged by flooding, but on the other hand, appeared bland and needed a makeover. After the Wernsdorf Wave near Glauchau, another bridge is making its debut, but one that restores a key connection in a small community that is nestled in a deep river valley and provides various recreational possibilities.

 

Enter the Lunzenau Pedestrian Bridge, also known to locals as Küblers Bridge.

 

This bridge is located on the north end of the town of Luzenau, just off the Mulde Bike Trail, located at Schaisdorfer Flur near Eichelberg.  Biking past the bridge back in March, the bridge was already installed in place and in the final stages of completion, which included constructing the approaches and adding lighting to the deck. Since 22 June, the bridge is now in use for pedestrians and cyclists, thus restoring a vital connection between Friedrichstraße where a couple factories had once stood, and Burgstädter Straße and the park and sports complex on the opposite end.

luzenau3
Close-up of the truss span and wingwalls

The two-span, 75 meter bridge replaced a two-span bowstring through arch bridge that was built in 1889 and was christened the “Augustus-Johanna-Brücke,” named after the royal couple in Saxony at that time. The bridge was dedicated on 13 July that year and provided access to the factories located at Schaisdorfer Flur, where Friedrichstraße is now located. The structure had a Parker truss design with pinned and welded connections. The endposts were vertical- a rarity for bowstring Parker designs. The portal bracings consisted of a beam bent into a trapezoidal fashion, yet the struts have straight beams with 50° heel bracings. Despite being rehabilitated in the 1950s, the bridge had maintained its original form and continued use until it was damaged by floodwaters in 2013 and subsequentially condemned in December 2014. After securing funding for the project in May 2015, the contract was given in December that same year and in January, the project began with the removal of the truss spans with the crane and the demolition of the eastern approach spans and abutments. This was followed by rehabilitating the center pier and adding a new concrete foundation at the top to anchor the new spans at the center. The new approaches and abutments were built at the same time. In January of this year, the new spans were brought in by truck and installed with the crane. During my visit in March, the roadway had already been installed, as workers took advantage of the unseasonably warm weather and tried finishing ahead of schedule.

luzenau2
Close-up of the V-shaped towers and restored stone pier.

In terms of the bridge’s appearance, the structure, painted in red (trusses), white (railings) and blue (tower), is a real eye-opener that will surely become one of the town’s key landmarks. The bridge is a cantilever pony truss bridge, designed as a Warren truss, but having one tower, planted in the middle of the river, supporting the two spans that each extend to the abutments on the river bank. Its tower is V-shaped, extending outwards. The bridge had welded connections as the tubular steel beams were assembled together at the bridge-building firm before being carried to the bridge site by truck and put together by cranes.  The bridge’s design follows the examples of two bridges: the towers mimic those of the three cable-stayed bridges being installed in New York City; the cantilever truss follows closely to the Paradiesbrücke, a more ornamental but almost 120-year old structure that spans the same river but located upstream in Zwickau.  With the Lunzenau Bridge in service, we have two one-tower cantilever Warren truss bridges along the Zwickauer Mulde- a rarity in Europe and even North America- but the newer bridge is sleak and really colorful, an attraction that will get many bikers and pedestrians to stop by to pay a visit.

The dedication ceremony was met with very positive feedback as dozens gathered to cross this new bridge. This included members from the construction company that built the bridge, from the District Mittelsachsen, Mayor Ronny Hofmann and even Pastor Gerd Flessing who oversees the local church. “Without the funding, careful planning and participation of everyone in this project, this project would never have been realized,” said Hofmann in an interview with the Chemnitz Free Press. “This bridge is a real jewel and I’m thankful everyone had a chance to be involved in this.” That comment is completely true in that aspect. Those who chimed in on the structure got themselves a real gem that will be up for many awards for its design. The bridge will indeed gain from all who have seen it and recommended it to others.

 

This goes beyond my impressions of the bridge and my providing support for the town for this fine work. 🙂

 

Check out the town’s website, which has some details on its bridge and history.

 

bhc-logo-newest1

 

 

Øresund Bridge

Oresund Bridge

Author’s Note: This bridge is part of the series on the Bridges of Copenhagen, which you can click here for a guide to the bridges worth visiting, even by bike.

7.5 kilometers long, connecting Copenhagen with Malmö in Sweden, the Øresund Bridge, judging from a photographer’s point of view, may look like the European version of “The Bridge to Nowhere,” a pun that was first used in Alaska, thanks to Sarah Palin’s bill to build a bridge to an island in the Pacific. The Øresund Strait, which connects the North and Baltic Seas, is one of the most treacherous bodies of water in the world, where two-thirds of the year on average brings forth either fog, storms, high winds or even a combination of the three. Upon my visit in 2011, the strait was so foggy that one can barely see the bridge, as seen from the town of Dragør. Furthermore, despite the warm humid August weather, steam was coming out of the water, approaching the shores, as seen below:

Oresund Bridge 2

Yet, travelling across the bridge, which features a tunnel on the Danish side, a tall cable-stayed suspension bridge, and a double-decker featuring the upper level for cars and lower level for rail traffic, is an experience every bridge lover and tourist should experience once in a lifetime. I had a chance to take a ride across the bridge by taxi, going to Malmö. And despite a steep cost for the 15 kilometer trip across the now 15-year old bridge, the trip was well worth it, as seen below:

But how the bridge was built has a history of its own, which featured many delays because of hidden bombs, broken machinery because of drilling attempts, high winds, construction accidents, and other items. But how the Danish and Swedish engineers and builders managed to construct this bridge within a given time span, and make the sleak structure elegant and a record breaker can be found through a documentary below as well as a text, which you can click on here:

From an author’s perspective, crossing the bridge and seeing the view of the strait was like a Trans-Atlantic flight: it was nothing but water for the 10 minutes I went across. Yet going through the really tall, cable-stayed towers, lit up at night, brought forth awe in a way that so many people, who built the bridge, had risked their lives to accomplish not just a feat, but the feat. The feat was not only connecting Denmark and Sweden, nor was it connecting Europe from Scandanavia to the Mediterranean Sea. It was the ability to connect lands from hundreds of kilometers away. Since its opening in 1999, at least 40 crossings longer than this one have been added to a world map that has gotten smaller by the year. And while most of them have originated from China, more ambitious projects are surely in the works, including the Bering Strait crossing and possibly connecting North America with Europe over the Atlantic. These may take a generation to complete, but the Øresund Bridge shows clearly that anything is possible as far as bridge construction is concerned.

Oresund Bridge 3

cropped-bhc-new-logo-jpeg.jpg