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Cover photo: Double arch bridge over the Rhine-Herne Canal near Gelsenkirchen, Germany.
Although footbridges may seem very modest in comparison with railway or The book contains a multitude of photographs and construction drawings,
road bridges, they are often important landmarks in the urban or rural land- often as isometric perspectives, and is intended as a stimulus not only for
scape. structural engineers and architects in their daily practice, but also for clients,
This book contains 85 studies of selected pedestrian and cycle bridges as teachers and students. May they all be encouraged to turn their attention to the
open footbridges or enclosed skywalks to protect bridge users from wind and fascinating world of footbridges.
weather and frequently with an additional function as a utility bridge During the course of his research, the author set himself the task of dis-
carrying conduits and pipelines. All the bridges described were built in Europe covering the identities of the people involved in the construction of each bridge
(for example, in Switzerland, Germany, France, Great Britain, Italy, Norway and contacted them in order to obtain the technical data and drawings needed
and Cyprus) and in Asia (for example Singapore, Hong Kong, Malaysia and for a systematic analysis – this was difficult even in Germany because of new
Japan) or Australia in the past 30 years. The bridges are presented in chapters regulations for data privacy. He viewed and photographed almost every bridge
according to their load bearing systems and span lengths, which seemed the in the book and verified the structural descriptions with the builders of the
most sensible way to deal with the large number of structures contained in bridges. The construction drawings were all supplied in the usual sizes of AO
the collection. It begins with wide-span suspension and cable-stayed bridges to A2 which could not be reduced to A5 or 1/32 to 1/64 and had to be redrawn.
and continues with girder bridges and arch bridges. Chapter 5 is devoted to Thanks go to Mr Fritz Rinschede, Düsseldorf, for the drawings he produced on
enclosed footbridges connecting buildings. These skywalks represent a type of the basis of the original plans.
bridge that frequently has no need for stairways, ramps and support columns. Every effort has been made to name the clients, designers, architects, struc-
Each chapter begins with a spectacular and iconic footbridge of international tural planners, photographers and authors involved with each structure and,
significance followed by a series of “collector’s items” in the form of unique when applicable, to provide sources and literature likely to facilitate the
and remarkable footbridges likely to inform and inspire future bridge builders. reader’s own research.
Each bridge is separately described with subsections dealing with location, May the tenacity of the author and the labours of the editors be rewarded!
local conditions and span length as the key data for design, the load bearing
system, whether the bridge is of steel or composite steel construction and, Klaus Idelberger,
when relevant, details are given of pylons, corrosion protection and construc- Bad Kissingen, February 2011
tion methods. The chapter on skywalks also describes the tubular or box-
shaped structure enclosing the walkway.
The World of Footbridges. From the Utilitarian to the Spectacular. First Edition. Klaus Idelberger.
© 2011 Ernst & Sohn GmbH & Co. KG. Published by Ernst & Sohn GmbH & Co. KG.
7
Contents
Introduction .......... 11
The World of Footbridges. From the Utilitarian to the Spectacular. First Edition. Klaus Idelberger.
© 2011 Ernst & Sohn GmbH & Co. KG. Published by Ernst & Sohn GmbH & Co. KG.
8
4.11 Melbourne, Australia: arch bridge, horizontally and vertically angled (Flinders Bridge) .......... 136
4.12 Hong Kong: arch bridge, horizontally and vertically curved over airport approach road .......... 138
Introduction
HISTORY The basic function of every bridge is to connect two points, one each OSCILLATION caused by pedestrians or wind (gusts) is often more significant
side of an obstacle, using the shortest route. The bridge must be structurally for structural analysis than dead, live or seismic loads because footbridges
sound and long-lasting, while limited financial resources normally require it are lighter and more slender than road and rail bridges and therefore more
to be built as cheaply as possible. The footbridge is the original bridge type, susceptible to oscillation. Pedestrians are disturbed by oscillation far more
dating back to prehistory before the invention of the wheel, the wheeled than by any feeling of inadequate stability. Some animals, such as cattle, may
vehicle and of course the road bridge for vehicle traffic. The oldest remaining react much more violently than human beings.
footbridge in Germany is the chain bridge over the River Pegnitz in Nuremberg, THE LOAD BEARING SYSTEMS for footbridges include all the structures known
which was built in 1825. in road and rail bridge construction: suspension bridges, continuous single-
The automobile boom in the mid 20th century resulted in the widening of many or multi-span girders, cable- or bar-stayed structures, arch, truss and spatial
roads in the USA. This process continued throughout Europe from around 1960 trusses. The balustrades are often part of the load bearing system in girder
onwards. Pedestrians were frequently forced into gloomy underpasses or onto bridges, supporting the pedestrian deck at their bottom flanges: these belong
pedestrian bridges. The term “footbridge” is generally used today, although to the particularly lively sub-group of stress ribbon bridges.
“pedestrian and cycle bridge” would in many cases be more accurate. EFFECTIVE WIDTH Most European building regulations require a minimum
The first German survey of footbridges was published as a 52-page brochure width of 2 m for open public footbridges, although bridges with effective
“Fußwegbrücken” by the Steel Council in Düsseldorf in 1980. The systematic widths of 2.5 to 2.65 m are common when they are expected to be used by
collection of illustrations, drawings, data and descriptions of this bridge type cyclists, groups of joggers or in some cases, herds of cattle.
was continued and is the basis of this book. Numerous special issues on foot- BALUSTRADES must be at least 1 m high, or 1.2 m when the bridge is fre-
bridges have been published since the millennium, some of which appear in quently used by cyclists. The balustrades must be designed for a shear force of
the bibliography at the end of this book. 1 kN per metre at the height of the handrail. Illumination is commonly installed
PLANNING Footbridges are not required to be straight on plan. They can curve in the balustrades or, in the floor of the bridge, whereby the risk of vandalism
and form angles in the horizontal plane, while the vertical plane can include must always be considered.
arches, humps, stairs and slopes (although these should be limited to a 6 % PEDESTRIAN DECKS consist of steel plate (covered with epoxy resin containing
gradient to accommodate wheelchair users). Road and rail bridges, in contrast, corundum grit for slip resistance), embossed steel, steel grids (a problem for
are forced by the race for ever-increasing speeds (v > 400 km/h) to be as ladies with high-heel shoes), reinforced concrete (also in connection with steel
straight (R > 2 km) and as flat as possible. load bearing structures), asphalt, glass, polycarbonate glass, hardwood and
STRUCTURAL ANALYSIS is generally based on an assumed constant load of fibreglass reinforced plastic. The load bearing structure is generally made of
5 kN/m2 = 500 kg/m2 = 0.5 t/m2. When the footbridge is designed for occa- S 235, (formerly St 37), S 355 (formerly St 52) or in certain cases S 690 high
sional use by certain vehicles (such as emergency services or road sweepers), tensile fine-grained structural steel.
the parameters are increased to include point loads of 40 to 80 kN = 4 to 8 t, CORROSION PROTECTION Steel components were hot-dip galvanised and/or
while accepting higher permissible stresses in load bearing components. were given several coatings of paint in almost every imaginable shade.
The World of Footbridges. From the Utilitarian to the Spectacular. First Edition. Klaus Idelberger.
© 2011 Ernst & Sohn GmbH & Co. KG. Published by Ernst & Sohn GmbH & Co. KG.
Suspension bridges
The World of Footbridges. From the Utilitarian to the Spectacular. First Edition. Klaus Idelberger.
© 2011 Ernst & Sohn GmbH & Co. KG. Published by Ernst & Sohn GmbH & Co. KG.
1 Suspension bridges 14
1.1 Duisburg, Germany: suspension-lift bridge over former branch of Rhine, worldwide innovation!
LOCALITY Duisburg is famous for its steel industry and used to be the largest
inland port in Europe. After the closure of many steel works and coal mines in
the Rhine-Ruhr district, Duisburg was obliged to find new uses for its dock-
lands including the “Duisburg Basin”, a former branch of the Rhine extending
into what is today the city centre. The industrial dock with its grain silos and
flour mills was transformed into a marina. An open footbridge with a 73.73 m
span and an effective width of 3.5 m now crosses the new marina. As a world
innovation, the pedestrian deck can be raised in the middle by approx. 10 m to
allow yachts to manoeuvre even when water levels in the Rhine are high.
THE INNOVATIVE LOAD BEARING SYSTEM is that of a rear-anchored (true) sus-
pension bridge with two pairs of pylons that can be hydraulically inclined and
a 14-part pedestrian deck that can be arched at 15 hinges (like the links of a
bracelet). This is why the bridge has been nicknamed “the hump back”.
STEEL SUPERSTRUCTURE Two cables T (VVS 63 mm ø) are suspended over
the basin between two reinforced concrete anchor blocks and two single-
column pylons P (ø 419 / 40 mm) at each side of the marina; 13 × 2 virtually
perpendicular hangers H of high grade steel (20 mm ø) are suspended from Pylon with lifting mechanism
the cables and attached to the hinged axes between the 14 sections of the
pedestrian deck. The tubular hinged axes are at the same time the transver-
se girders Q and, together with the longitudinal girders L, form a rectangular
frame for the reinforced concrete slabs of the pedestrian deck, which in turn
serves as the stiffening girder. Pedestrians and cyclists are protected by a
1.10 m high balustrade G of galvanised flat steel.
LIFT To arch the bridge, the pylons are pulled landwards by hydraulic cylinders
(Fig. 1.1b) and tilted; the tension on the cables T raises the pedestrian deck
and gates at each end of the bridge are drawn up to a vertical position to close
the bridge to pedestrians and cyclists. The lifting motion can be observed and
controlled from a control room at the nearby lift road bridge at “Schwanentor”.
The mass lifted is 150 t. Building costs were around € 7.5 million.
Fig. 1.1a A “hump back” bridge that can be arched and raised over
Duisburg Marina, formerly an industrial dock.
Fig. 1.1b Four hydraulic cylinders, each 3.5 m long, apply tension to
the cables to incline the pylons and arch the bridge.
Fig. 1.1c The 14 deck sections can be arched like the links of a bracelet.
1.1 Duisburg, Germany: suspension-lift bridge over former branch of Rhine 15
Longitudinal section
Plan
Fig. 1.2a The suspension bridge is known locally as the “winged bridge”.
The S-shaped structure is the third traffic level over Galensche Str.
in Bochum and several railway lines.
Fig. 1.2b The angle of the pylon was calculated to make rear anchorage
unnecessary. Photo: Schwarze-Rodrian.
1.2 Bochum, Gahlensche Straße, Germany: suspension bridge, S-shaped on plan 17
View (elongated)
Plan
Fig. 1.2c View (elongated), plan and cross sections. The bridge connects cycle
paths built on abandoned railway embankments.
1 Suspension bridges 18
1.3 Sierre, Switzerland: arched, asymmetric suspension bridge over the Rhône
LOCATION The A 9 motorway Geneva – Lausanne – Sierre – Brig through the Cross section (pylon)
Swiss canton Wallis enters a tunnel ~5 km north-east of Sierra and continues
as a viaduct over the River Rhône. At this point an elegantly arched steel pe-
destrian bridge was built to replace the former wooden footbridge providing
access to the area of natural beauty Ile Falcon /Val d’Anniviers. This light con-
struction with a span of 68 m “leaps” in a 60 + 8 m arch over the Rhône. Its
effective width is 2.5 m.
THE LOAD BEARING SYSTEM is that of a true suspension bridge, even though
only one half – in an arched form – has been realised. The bridge is asymme-
tric: the single pylon is on the south bank of the river. There is also a certain
similarity with the systems of cable-stayed and arch bridges. Dynamically, the
bridge arch is held by tension through the main cables and anchored under
tension and compression at the abutments.
THE STEEL STRUCTURE of the bridge over the Rhône, ~5 km upstream from
Sierre, consists of a pair of unnoticeably convexly aligned main girders, welded
of heavy plate, steel grade Fe E 355, in a form similar to that of an HEA 500
broad flange girder. These main girders are connected by a grid of transverse
girders made of medium width IPE 200 sectional steel at 2 m intervals and
stiffened by a diagonal cross wind brace of RND 35 round steel under the
wooden pedestrian deck. The main girders are suspended from 11 pairs of
hangers of 16.5 mm inox steel wire cable from a pair of upper main cables.
These, like the lower main cables, are double enclosed and galvanised wire
cables of 55 mm diameter. All main cables extend from the 8 m cantilever of
the concrete anchor block A north in the river bed to the anchor block A south in
the mountain side on the south bank of the river, ending in rear anchoring in
the rock face F.
View
F
Rhône
A south
A north
15,00
Total length
Plan
THE PYLON is 26 m high and in the shape of an H opening towards the top to a
width of 21 m. It consists of two box columns of 20, 25 or 40 mm thick heavy
plate that taper at both ends (Fig. 1.3b). The two columns are connected at
approx. one third of their height by a crossbeam T of similar construction. The
crossbeam narrows slightly in the middle for a lighter appearance.
THE PEDESTRIAN DECK of 20 mm × 60 mm wooden planks rests on four C- or
Z-shaped galvanised cold-drawn steel profiles and is enclosed by inwardly
inclined balustrades with a tubular stainless steel top rail and eight horizontal
wire cables.
CONSTRUCTION At first the pylon was erected and provisionally secured with
cables.The superstructure was lifted in three prefabricated sections and placed
on trestles standing on the river bed, which was virtually dry in the summer.
The sections were then welded together. Finally the main cables and hangers
were placed in position and connected. Construction work was not disrupted
to any great extent by a main gas line located under anchor block A north.
LOCATION In 2009, an investor redeveloped the “Rosenau” district, a part of girder grid during construction and later served to strengthen the pedestrian
Kempten with good access to the town centre, by converting an abandoned deck of the finished bridge at the hanger connections. The deck itself consists
spinning mill on the east bank of the River Iller and the weaving mill on the of a row of 100 mm thick precast concrete sections covered with a 150 mm
other side into a residential area. Prior to this the “Iron Bridge”, a decrepit concrete layer. The steel superstructure was calculated as a spatial frame.
truss bridge built in 1886 to connect the two factories and listed as a historical THE PYLONS are 25.4 m high and inclined 7.2° to the side and 10° backwards
structure, had been partly dismantled because its two iron piers had caused (away from the river). They are of seamless hot-rolled tubular steel, 457 mm ø,
a dangerous back-up of water extending into the old town of Kempten during each bearing an 85 mm main cable. The hangers are 21 mm in diameter and,
the floods of 1999 and 2005. The client, the investor, the local authorities and like the pylons, are inclined at 10°. They are positioned at intervals of 5.7 m,
the department for the preservation of historical monuments considered three corresponding to the spacing of the transverse girders.
types of superstructure: THE ASSUMED LOAD was 5 kN/m2 plus cleaning vehicle as a concentrated
1. a suspension bridge without piers, load.
2. a single-span truss bridge, PRODUCTION AND ERECTION The cambered box girders were manufactured
3. a two-span truss bridge with a centre pier. in two sections. The girder grid was assembled on the river bank near the
The first option of a single pylon suspension bridge was chosen and became eastern abutment and then pushed onto the two piers of the old iron bridge,
the first suspension bridge in the Allgäu region. It has a span of 54 m and an which had been left for this purpose. The precast reinforced concrete slabs of
unusually generous effective width of 3.5 m. The transparency of the modern the deck, each up to 2.2 t in weight, were then lifted into position. A concrete
steel suspension construction (Fig. 1.4a) encroaches less on the surrounding top layer could then be applied without the need for complicated formwork.
historic buildings than the original iron truss bridge. Although the bridge spans The inclination of the pylons was slightly increased from their position during
the river from bank to bank without a pier, it was not necessary to compensate erection (shown as a dashed line), lifting the bridge off the piers, which
this with a thick deck structure, which would have detracted from the appear- were then dismantled. The use of the old piers as temporary supports during
ance of the ensemble. The banks were raised by nearly 1 m to further reduce erection was therefore efficient and cost effective.
the flood risk. DYNAMIC ANALYSIS was regarded as essential because a soft and light load
THE LOAD BEARING SYSTEM is a self-anchored suspension bridge as a deck bearing structure is susceptible to oscillation. The original plan had been to
bridge of composite construction with a low-maintenance reinforced concrete install tuned mass dampers in the final construction. Instead, a dynamic ana-
pedestrian deck flanked by steel box girders and back-anchored at two slightly lysis was made, which led to adjustment of the load bearing structure. The
inclined tubular steel pylons. calculated values for the resonant frequencies of oscillation were found to be
THE STEEL STRUCTURE consists of two parallel seamlessly welded box girders, within the limits given in professional literature, suggesting that dampers were
3.9 m apart, with a trapezoidal cross section and a height of only 450 mm. The not necessary. Oscillation measurements were later carried out on the finished
transverse girders, which are placed at intervals of 5.7 m, provided a sturdy bridge which confirmed these findings.
Fig. 1.4a The new Rosenau bridge over the Iller in Kempten.
1.4 Kempten-Rosenau, Germany: asymmetric suspension bridge over the Iller 21
View
Plan
Cross section
1.5 Essen, Germany: stiffened suspension bridge over main road B 224
LOCATION Two main arterial roads pass through the city centre of Essen: the THE LOAD BEARING SYSTEM was analysed using the 4-H-FRAP program by
E 34 /A 40 “Ruhr motorway” on the east-west axis and the B 224 Friedrich- PCAE GmbH, Hannover, assuming a spatial frame structure. The calculated
straße – Bismarckstraße running north-south and converging with Hohen- value of the first resonant frequency was 3.10 Hz. This was confirmed by
zollernstraße at Bismarck Platz in Essen-Rüttenscheidt. a comparative analysis performed by the independent inspection engineer
At this point, in May 2002, an open pedestrian bridge was built over the B 224 Dipl.-Ing. Neff, who calculated the first resonant frequency to be 3.2 Hz.
in the form of a suspension bridge, which is highly unusual for inner-city Oscillation measurements on the finished bridge in 2001 arrived at a value of
locations. Traffic there is extremely heavy and the bridge crosses the four to 3.25 Hz, well on the safe side.
six lanes of Bismarckstraße plus sidewalks with a total span of 66 m (80 m THE STEEL SUPERSTRUCTURE of the bridge in Essen consists of a stiffening
including ramp), middle span of 27 m and 58.8 m span between the anchor girder V, i.e. two transversely connected main girders (ROR 406.4 mm ø ×
blocks. The effective width is 2.7 m between the balustrades (Figs. 1.5a – 12.5 mm). Twelve connecting bow-shaped transverse girders Q are welded on
1.5c). to the longitudinal girders at stub connection points. The main and transverse
THE LOAD BEARING SYSTEM is that of the currently very popular suspension girders are of hollow round steel (ROR 244.5 mm ø × 6.3 mm and 12.5 mm;
bridge with stiffening girders V. The main cable T (48 mm ø) extends over the S 355). The pedestrian deck D is freely suspended between the pylons; it is
road between A-shaped pylons at each side of the road. The deck D rests on a made of 15 mm thick heavy plate with a layer of mastic asphalt containing
pair of stiffening girders V and is suspended from the main cable on 12 splayed corundum grit for slip resistance.
hangers (25 mm ø). The two pylons are each back-anchored by a main cable THE TWO PYLONS are trestles with columns of hollow round steel
attached to a gusset plate from which the two splayed anchor cables R (also (ROR 457 mm × 10 mm ø) spread in an A-shape and tapering at the ends.
48 mm ø) extend. A guy rope U (40 mm ø) beneath the bridge secures the The upper main cable T is attached to each side of a plate fitted between the
pedestrian deck against lifting caused by load reversal, for example strong columns at the head of each pylon. Each column is decorated and optically
wind or an asymmetric load on the bridge. The superstructure is thereby stif- lightened by an eye-catching “wing” of 15 mm heavy plate with circular cut-
fened to the extent that the lowest eigenfrequency of its bending and torsional outs of increasing and decreasing diameter. They are painted light grey – an
oscillations is greater than the limit value 3.0 Hz, as specified by the client. All important design feature of the bridge. The feet of the pylon columns rest on
cables are of fully enclosed spiral steel wire. permanently elastic neoprene pads and are protected from traffic impact by
concrete pedestals.
Fig. 1.5a A footbridge over a main road in Essen with unusually elegant
and eye-catching pylons.
1.5 Essen, Germany: stiffened suspension bridge over main road B 224 23
A RAMP with a 5 % gradient and 26.25 m in length continues from the east
end of the bridge, curving and leading down to a small park.
A STAIRWAY with two intermediate landings is located at the west end of the
bridge. The stainless steel steps are extremely slip resistant thanks to a spe-
cial spherical cap embossment.
A GLAZED LIFT TOWER adjacent to the stairway greatly enhanced public ac-
ceptance of the bridge. There is a retirement home close to the west end of
the bridge whose sponsor, steag, has headquarters near the ramp at the other
end.
THE BALUSTRADES consist of hollow round steel (ROR 70 mm ø × 5 mm) and
panels of ornamental glass.
Isometry
1.6 Overview: seven suspension bridges in Switzerland with span lengths up to 120 m
LOCATION The picturesque wild-water rivers Verzasca, Melezza and Maggia the need to connect isolated houses and villages along the courses of the
pour into the north end of Lake Maggiore (close to the river Ticino) in the Swiss rivers to mains water supplies and, particularly, to the collection systems of
canton of Tessin; the Maggia separates the villages of Locarno and Ascona. communal waste water treatment plants such as in Locarno. The same ap-
It is a challenging region for bridge builders: the lower course of the Maggia plies to the River Verzasca, which pours into Lake Maggiore 5 km north of the
is a nature conservation area and the river bed is rocky. The water volume of Maggia between Locano and Bellinzona. A bridge of this construction type is
the Maggia can increase more than one thousand-fold in a matter of hours. In also located in Sierre on the Rhône.
1975 it swelled from ~2 m3/s to 5000 m3/s (the normal volume of the Rhine!) THE SUPERSTRUCTURES of all utility pipe, cycle and footbridges in this area
after cloudbursts in the surrounding mountains. Bridges, footbridges and even are bolted together from small, mostly serial steel components, and are there-
houses were swept away. When these bridges were rebuilt or new bridges fore predestined for hot-dip galvanisation. This was used as a very long lasting
planned, the piers were generally placed outside the river bed, resulting in corrosion protection for the bridges listed and described in the following.
extra-long spans of up to 120 m in the form of suspension bridges with or INCIDENTALLY: the oldest remaining chain suspension bridge in Switzerland
without stiffening girders or, in exceptional cases, as arch bridges. Another is said to be the Altenburg Bridge over the River Aare in the centre of Berne
reason to build new bridges, especially utility pipe bridges, was and remains (see [2], p. 39).
Fig. 1.6a The delta of the Maggia between Locarno and Ascona,
Lake Maggiore, Switzerland. Source: Little Joe.
1.6 Overview: seven suspension bridges in Switzerland with span lengths up to 120 m 25
Span length Total length Over river Location Distance from Year of Engineer /Architect
at / between Lake Maggiore Construction
LOCATION In the Swiss canton of Tessin, ~5 km above the point where the of the larger outer pipes are the attachment points for the longitudinal girders
Maggia flows into Lake Maggiore, the wild waters of the Maggia converge of IPE 200 sectional steel. The pedestrian deck lies on the longitudinal girders
with its tributary, the Melezza, close to the Ponte Brolla conservation area. Two and consists of precast white reinforced concrete slabs 2.6 m wide, 1.5 m
villages, Tegna above Locarno and Losone above Ascona, are connected by a long and 100 mm thick.
120 m long, 120 m span and 2.70 m wide combination bridge for pedestrians, THE TWO PYLONS are of 570 / 500 mm ø tubular steel and rise 18 m above
cyclists and utility pipelines. ground level with a total length of 21 m including fixings in a valve chamber for
THE LOAD BEARING SYSTEM of this bridge upstream from Locarno is that of the mains and waste water pipes. The valve chamber is built deep in the stony
a suspension bridge with a stiffening girder. The stiffening girder consists of a bank of the river on two approx. 14 m long foundation piles.
mains water pipe and two waste water pipes, which were the main reason to THE BALUSTRADE SECTIONS (2 × 1 m) are fitted onto stub connections.
build the bridge, together with a conduit for electricity cables. The main cables BEARINGS Two short pin-ended columns serve as bearings for the bridge and
T are suspended between a pair of massive anchor blocks A and a mast pylon it is guided in its longitudinal axis over rollers in the valve chambers at each
P on each bank. The bridge deck D, which lies on the stiffening girder V, is sus- side of the river. The bridge can therefore expand in each direction from its
pended from a pair of main cables, each with 18 hangers H. Each main cable T fixed point at mid span. The expansion joints in the pedestrian deck above the
with its 18 splayed hangers forms a plane with an almost constant inclination, valve chambers are concealed and protected by rubber covers.
just off the perpendicular. CORROSION PROTECTION for almost all structural components is by hot-dip
THE GALVANISED STEEL SUPERSTRUCTURE of this multi-purpose bridge con- galvanisation and an additional double coating of Duplex rust protection in
tains four pipes coupled together to form a stiffening girder V. The two larger flame red. The railings were only galvanised because this protection was re-
pipes, with diameters of 520 and 508 mm, are located under the outer edges garded as adequate and because the light silver appearance is an attractive
of the pedestrian deck and the two narrower inner pipes, with diameters of contrast to the red of the other structural components. The pylons were only
420 and 406.4 mm, run adjacent to the longitudinal axis. Each pipeline is coated (four coats with a top coat in flame red) because they were too long
divided into 19 sections, each 6 m long, and two end sections, each 3 m long, for the galvanising baths in Tessin. The hangers H and the threaded cable
all with flange connections. Each flange joint contains a third flange of greater end connections are of stainless steel 18/8 with 18 % chromium and 8 %
diameter. I 160 / 120 steel sections are welded on to the top and bottom of nickel. The wires of the main cables are protected from corrosion by the Galfan
these flanges to form transverse girders coupling the pipes, with eyes for the process, in which plate, strip or wire is continuously drawn through molten
hangers welded on to the outer flanges. Cross bracing of 60 × 35 mm steel zinc with a high proportion of aluminium additive to create an Fe-Zn-Al alloy
bars is located between the two larger outer pipes and above and below the coating with excellent corrosion resistance. The HT bolts in the stiffening
smaller inner pipes. The six gusset plate joints of the cross bracing facilitated girder were Cobao galvanised. All these measures were taken to ensure that
connection on site and are easily removed if it later becomes necessary to the service life of the main cables and the connections would be the same as
replace pipes. T-stubs welded onto the transverse sections at the inner sides that of the structural components less liable to corrode.
Fig. 1.6.1a Cloudbursts are typical for the region and can fill the dry,
120 m wide valley of the river in a matter of hours.
1.6.1 Locarno / Ascona: suspension bridge over the Melezza 27
Partial view
spl
aye
d
Cross section
Plan
Fig. 1.6.2a The combination bridge over the Maggia connects the villages
of Aurigeno and Ronchini (see also p. 13).
Fig. 1.6.2b The impressive H-pylons with spread “arms” and “legs”.
1.6.2 Aurigeno / Ronchini: impressive suspension bridge over the Maggia 29
View P
OT
H
UT A
V
Total length
Plan
T
H
H
UT UT
OT OT
H H
V V
UT
Pier
Fig. 1.6.3a Grid of the simple deck, “Do not rock the bridge!”
Fig. 1.6.3b Footbridge for hikers over the Maggia near Giumaglio.
1.6.3 Giumaglio: unstiffened suspension bridge over the Maggia 31
View
L
Island Pile
Total length
portal. Two of the three portal supports are located on an island at approxi-
mately mid-span. These portals are stiffened by cross bracing in the half be-
neath the bridge deck.
CORROSION PROTECTION All steel components were hot-dip galvanised,
which should always be standard procedure for steel structures subjected to
the elements.
THE COST of a bridge of this construction and span would normally be in the
region of 1.5 million Swiss francs. This bridge cost only 200,000 Swiss francs.
The low price was possible because the designer and draftsman worked for
only a minimum fee and the cables were “used” cables provided by OFIMA, a Pylons
company with its own cable haulage facilities.
Cross section
View
Pylon
Plan
The World of Footbridges. From the Utilitarian to the Spectacular. First Edition. Klaus Idelberger.
© 2011 Ernst & Sohn GmbH & Co. KG. Published by Ernst & Sohn GmbH & Co. KG.
2 Cable-stayed and bar-stayed girder bridges 36
2.1 Turin, Italy: “Passerella” – cable fans support bridge from an inclined pylon
LOCATION With a total length of 369 m, a free span of ~150 m, a pylon arch of the forces involved (typical talk for architects!). This can be compared with
69 m high and an effective width of 4 m, the “Passerella” foot and cycle bridge the beauty perceived in the body of an athlete in the moment when tensed
over main railway tracks at Turin station is the highest structure in this collec- muscles release their maximum strength. It also means that good design fo-
tion. It was built between 2003 and 2005 as part of an extensive construction cuses on the essential.
programme for the 2006 Winter Olympics and became a landmark for Turin THE INCLINED PYLON has an “upright” height of ~85 m and an “inclined”
and a symbol of the regeneration of the city after the demise of the car in- height of ~61 m; it is 55 m wide at the base. The angle of its inclination over
dustry. the railway tracks is ~65° to optimise the geometry of the cables. The height
The former FIAT works at Lingotto to the east of the railway became the Olym- of the pylon was defined by the critical angle of the longest (130 m) cable.
pic village, which has since been turned into a residential area with apartments There is also a slight transverse inclination of the arch to optimise the crossing
for young families. The Olympic centre for communication and logistics was angles of the cables in relation to the gentle curve of the pedestrian deck.
built on the grounds of an abandoned wholesale market, Mercato Ortofrutti- The pylon is in the shape of a horseshoe and is built from 370 t of welded
colo all’Ingrosso (MOI) to the west of the railway lines. The “Passerella” MOI heavy plate Fe 355K in the form of pre-cut, conically shaped sections. Its cross
footbridge connects the two districts. section is an equilateral triangle with a side length of 3 m, which was selected
PROGRAMME, CONSTRUCTION The design and erection of the bridge was to enable internal access for maintenance and in response to the predicted
greatly influenced by safety considerations because the bridge was to cross behaviour of the structure in terms of bulging and tilting between the cable
main line traffic of the Italian state railway Ferrovie dello Stato (FS). Safety and insertion points (lateral torsional buckling). The triangular cross section con-
dimensional regulations stipulated by FS had to be observed, but also the rele- tains stiffeners and load-distributing diaphragms at the cable insertion points,
vant Euro Codes. Railway traffic was not to be impeded or jeopardised during consisting of tubes to accommodate standard cable fittings. The cable an-
construction. The electrification system of the railway uses direct current; steel chorages are concealed within the pylon and do not therefore detract from its
components and, in particular, the foundations had to be protected from the purist appearance.
corrosive effects of residual current in the damp ground. The inclined pylon was a particular challenge to the structural analysts and
AN ARCHITECTURAL COMPETITION for the 2006 Winter Olympics included engineers because it had to withstand the oscillation likely to occur in a cable-
the design of a footbridge. The winning design, “Passerella” by Hugh Dutton stayed bridge structure, a phenomenon well known after the publicity received
Associés HDA, Paris, provided a focal point for the entire Olympic Village and by the problems of the Millennium Bridge across the Thames in London. Spe-
was, as such, a symbol of the Olympic Games, but also of the dynamic rege- cialists in oscillation damping from London and Munich provided an innovative
neration process in Turin as a city. At the same time this cable-stayed bridge solution to the problem.
is an expression of the dynamism and potential of present-day Italian steel The arch pylon is painted a bright red-orange (RAL 2032) reminiscent of the
construction. traditional orange of the red lead coatings formerly used as corrosion protec-
DESIGN The design philosophy of the winning architects, Hugh Dutton tion. The preliminary zinc spray treatment was followed by coatings of ep-
Associés HDA, was that the architectural composition and conception should oxy resin and polyurethane before the decorative colour coating was applied.
find their logical expression in the load bearing structure. HDA believes that The luminous red-orange underlines the formal dynamism of the arch. During
observers experience aesthetic pleasure and sensual satisfaction in the the day it is visible for miles and at night it almost has the effect of a light-
dynamics of the structure when they perceive and understand the interaction house.
Fig. 2.1a All at an angle – the horseshoe pylon and fan-shaped cable
configuration of a footbridge in the centre of Turin.
2.1 Turin, Italy: “Passerella” – cable fans support bridge from an inclined pylon 37
The pylon arch is founded on the only piece of land available, a narrow strip tions of the railway authorities. In addition to its curve on plan, the bridge deck
between the railway tracks at the former wholesale market, MOI, and a main has a slight “hump” to allow adequate clearance of the overhead electricity
road. lines of the railway and at the same time achieve the lowest possible deck
The inclined pylon is anchored to the pedestrian deck by eight pairs of galva- height at the two points of access.
nised cables, each 7560 / 55 mm ø, attached in pairs at each side of deck at THE BRIDGE DECK consists of two built-up I-girders, 1 m in height. The bot-
18 m intervals. Further anchorage cables in a diamond configuration at the tom flange is bolted to transverse girders of HEB 20 steel section at intervals
base of the pylon tie the pylon arch and the bridge deck together. In case of of approx. 4 m and HEA 160 diagonals (Fig. 2.1c shows a cross section of the
failure of any support, the dead weight of the pylon arch can be supported by welded construction). The pylon bearings are the fixed points of the bridge.
only two of the 8 × 2 cables. Sliding bearings are located at each of the two bridgeheads.
The complex geometry of the cables between the arch and the bridge deck THE PARAPET is encased in panels of sheet aluminium, arrow-shaped in cross
creates the virtual volume of a sculpture imparting dynamism and grace to the section, which give the “Passerella” an aerodynamic profile. The underside of
architectural composition. the bridge is also clad in flat panels. The bridge was calculated for wind pres-
PIEDRITTI “Little legs, supports” made of tubular steel welded in the form of sures of up to 250 kg/m², more than specified by the Euro Code.
a V or N provide rear anchorage points for the cables. Their sliding bearings THE BEARINGS have to withstand the dead load of the arch of 460 t and the
allow longitudinal movement of the bridge deck when temperatures fluctuate. 660 t of the bridge plus tension from the stay cables; they additionally have
THE STEEL SUPERSTRUCTURE is in two sections strictly separated from each to absorb 3 % torsional stress. A Munich manufacturer specialising in bridge
other. The larger of the two, “Strallata” (the cable-stayed structure), is 235 m bearings supplied the spherical bearings with ~25 000 kN permitted overload.
long and spans the railway tracks. It is suspended from the pylon and can- COUNTERBRACING CABLES Assuming a flat, curved deck, there is a danger of
tilevered at each end towards MOI and Lingotto. The smaller 120 m section torsional buckling because a moving load could alter the configuration of the
known as “Lingotto” connects the Strallata middle section with an already cables. Counterbracing cables solved this problem.
existing bridge to the Lingotto shopping centre; this section of the bridge rests THE FOUNDATIONS OF THE ARCH PYLON were designed to reach a depth of up
on its own V and N-shaped supports. to 18 m in the alluvial sedimentary ground with high groundwater levels, but
The ~18 m spacing of the cable attachment points corresponds to the greatest hit an impenetrable substratum, causing last-minute changes to be made in
possible span of a rolled I-girder, 1.2 m in height, and fulfilled the specifica- the foundation procedure originally proposed by a local consultant.
Fig. 2.1b Aerial view of the “Passerella” connecting two districts over
railway lines in Turin.
2.1 Turin, Italy: “Passerella” – cable fans support bridge from an inclined pylon 38
Pylon section
View from west
Parking
Isometry
Railway lines
Deck section
View
Plan
Fig. 2.1c The structure consists of two separate load bearing systems;
section of the pedestrian deck.
2.2 Overview: London Docklands: two long-span footbridges 39
Fig. 2.2 Satellite photo of the London Docklands. From the left: Canary Wharf,
O2 Arena (former Millennium Dome), ExCel Exhibition and Convention Centre.
Source: Courtesy of the TopSat consortium, copyright QinetiQ.
2 Cable-stayed and bar-stayed girder bridges 40
LOCATION The harbour in the East London Docklands was formerly surroun- THE PRESENT Architects and structural engineers rediscovered and revived
ded by the facilities of the Royal Victoria Docks. Today an exclusive residential the principles of the old transporter bridges or suspended ferries to create a
area with apartments and town houses looks onto a harbour primarily used for light and elegant footbridge that has already become a landmark in the once
water sports. A footbridge with an impressive span (130 m) and width (5.2 m) depressingly bleak East End.
was built over the huge basin, providing access to public transport in a section A COMPETITION had initially specified an enclosed footbridge with a slender
of the Thames served with very few bridges. The bridge deck is at a height cross section to reduce wind turbulence and with adequate clearance for
of 15 m to allow high-masted sailing vessels to pass. A transporter for up yachts. Taken literally, this suggested a somewhat tedious long tube that
to 40 passengers travels under the deck from one side of the dock to the would have cut pedestrians off from the outside world. Then the architects
other. entered their proposal for an open bridge with an enclosed transporter beneath
HISTORY The transporter bridge with a suspended “ferry” is not an entirely the deck. An adjustable travelling cable mechanism lifts the cabin from the
new concept, but goes back to the robust and ingenious engineering of the starting point on one side of the dock up to the travelling height under the
Victorian era. The English engineer Charles Smith had the idea of ferrying bridge and lowers it again to the landing point on the other side. Alternatively,
people and vehicles over a stretch of water on a mobile open platform or in the cabin can also travel just above the water level when there is no shipping
an enclosed cabin, whereby the platform or cabin was suspended from ro- in the vicinity. The 5.2 m wide promenade on the deck of the footbridge provi-
pes between portals or trestles on each bank. The French engineer Ferdinand des a spectacular view over the Docklands. It cannot be used in bad weather,
Arnodin developed the concept in the early 20 th century and these trans- because it is not enclosed; pedestrians then use the transporter.
porter bridges were used to cross deep water at places where heavy ship THE LOAD BEARING SYSTEM is a deck bridge as a cable-stayed girder on two
traffic prevented the use of normal lift or swing bridges. Transporter bridges support trestles, the stairway and elevator towers on each bank. The stiffening
became familiar sights in industrial docks from Middlesbrough to Bilbao. main girder is multiple self-braced with overlapping triangular bracing and is
A similar suspended ferry can be found under the railway bridge over the also rear anchored on each bank with a kind of bowsprit (Fig. 2.2.1a). This
famous Kaiser Wilhelm Canal, known today as the Kiel Canal. load bearing system is known as an “upturned” Fink truss as patented by
View
Cross section
Albert Fink, born in 1827 in Darmstadt, Germany, who migrated to America, ALMOST MAGICAL ILLUMINATION lights up the bridge at night. The slender
later becoming president of the Baltimore Ohio Railroad, and who died in New “skyline” of the bridge is emphasised with downlighters picking out the cable
York in 1897. masts. Indirect lighting in the balustrades spreads a glow through the wooden
THE STEEL STRUCTURE of the bridge over the Royal Victoria Dock Basin in planking to reveal the “whale-spine” of the main box girder. This structure is
London consists of an aerodynamic three-cell box as the stiffening main girder. a credit to its builders.
The underside of the box is slit to contain the cables and rails of the drive gear,
which carries the glass cabin and also serves as a platform for maintenance
of the underside of the bridge. A multiple-cell box girder was chosen because
it combines a low weight with a high degree of stiffness and is suitable for
wide spans.
THE SIX PYLONS are at three different heights, conically pointed and extremely
slender. They are arranged over the longitudinal axis of the deck with cables
fixed to anchoring points along the bridge. A cable bundle at each end of the
bridge transfers the tensile force to anchors in the ground. These anchors are
reminiscent of ships’ bowsprits and are important features contributing to the
dynamic appearance of the composition as a whole. They were inspired by the
maritime environment with its ships’ masts and the remaining warehouses
and cranes.
All materials reflect a functional, maritime severity – the steel structure has a
hardwood deck and balustrade. The stairway and elevator towers are clad in
perforated stainless steel plate.
Fig. 2.2.1b View and cross section, showing the load bearing system.
2 Cable-stayed and bar-stayed girder bridges 42
Fig. 2.2.2a The South Quay Footbridge in the London Docklands, a former
industrial wasteland that has now become a modern business centre
(Photo: Wilkinson Architects / Alan Williams).
Fig. 2.2.2b Heavy calibre tubular steel for the main girders and masts
dominates the design of a footbridge reminiscent of a ship (see also p. 35).
2.2.2 London Canary Wharf: harp cable-stayed swing bridge, S-shaped 43
Plan
Cross section
along the pylon and the length of the main girder. The curve of the bridge
creates an interplay of cable planes and constantly changing perspectives
when viewed from different points along the bridge.
THE BALUSTRADES are in the traditional form of a ship’s railing – as to be
expected. The balustrade inside the curve of the bridges is vertical and is pro-
tected from wind by perforated stainless steel sheet. The outer balustrade is
inclined approx. 25° inwards. Light fittings in the handrails accentuate the
highly attractive shape of the bridge during night illumination.
Fig. 2.2.2c The southern half (left) was originally swung up to 52° to allow
ships to pass and later fixed in the transverse axis of the basin. The northern
half was later reused in another location.
Fig. 2.2.2d Cross section through mast and bridge showing the balustrade,
which is inclined by 25°.
2 Cable-stayed and bar-stayed girder bridges 44
2.3 Near Kyoto, Japan: footbridge, cable-stayed from above, below and longitudinally
LOCATION A Japanese religious community donated an art collection to the the third of the bridge farthest from the tunnel) and of the upper run (with turn-
general public on 04.11.1997. The collection had been acquired from all over buckles at the sides of the deck) created a combination of forces and halved
the world and included works of art up to 4000 years old from Egypt, Persia, the bending moment. This enabled the designers to reduce the truss height to
China and, primarily, Japan. The patrons also provided a 216 million US $, only 2 m and the diameter of all truss members to max. 267 mm. In this way
175 000 m2 museum, designed by the New York Pei Partnership Architects the structural engineers were able to comply with the architect’s aim for mini-
and LERA structural engineers, to house the still-growing collection. The mum dimensions using bars with a minimum of variations in diameter.
museum is located in the centre of the main Japanese island of Honshu, 30 km THE LOAD BEARING STRUCTURE of this pedestrian/car bridge has four main
from the hubbub of Kyoto with its 4 million inhabitants, and is surrounded by components:
a nature conservation area of mountains and primeval forest. The only access 1. A pylon inclined at 60° and the stay cables in the mouth of the tunnel.
to the museum is from the side of a neighbouring hill top, through a cunningly 2. Longitudinal and transverse stiffening in the form of a four-chord truss under
curved 200 m long tunnel leading to the bridge which is suspended over a the entire length of the bridge.
deep ravine. The bridge is 120 m long, 7.5 m wide and designed for pedestri- 3. Cross-stabilising flat trusses each side at deck level in the half of the bridge
ans and light vehicle traffic. nearer to the tunnel.
THREE LOAD BEARING SYSTEMS are united in this bridge: 4. A spreading cable harp.
1. The system of a free cantilever girder, rigidly fixed at one end, which leads Thanks to the excellent bearing capacity of the rock, it was possible to use the
to longitudinal compressional stress in the main girder (the bridge deck is mouth of the tunnel as a “root” and foundation for a free cantilever over the
continuously connected to the mouth of the tunnel). deep ravine.
2. and 3. The system of a girder stayed from above and a girder stayed from HURRICANE AND SEISMIC RESISTANCE The bridge crosses a steep ravine,
below, which leads to tensile stress in the cables thus reducing the stress in and hurricanes are not uncommon, with a risk of fluttering vibration. For this
the main girder, a point emphasised by the structural engineers responsible. reason the dynamic behaviour of the bridge and the ravine were tested in a
This ingenious combination of three static systems, together with the sub- wind channel with 1:100 and 1:60 models and wind speeds of up to 90 m/s.
sequent tensioning of the lower run of cables (by extension of the king post in The result: fluttering vibrations occur but do not reach disturbing amplitudes
Fig. 2.3a Visitors arrive at the MIHO Museum after an hour’s drive through
the wilderness ending in a tunnel followed by this bridge for pedestrians and
electric vehicles. The journey is in preparation for what awaits them:
a world-class museum.
2.3 Near Kyoto, Japan: footbridge, cable-stayed from above, below and longitudinally 45
Longitudinal section
Plan
Forces
7,50 m
1 4 3
2,00 m
Upper run
2
Lower run
Fig. 2.3b The horizontal section and plan show the effective coupling of
three load bearing systems: it is stayed from above and below and
longitudinally. The bridge is flanked by two horizontal trusses with turnbuckles
for cable adjustment. Cross sections at mid-span (four-chord truss) and
at the end of the bridge (two- and four-chord trusses, turnbuckles).
2.3 Near Kyoto, Japan: footbridge, cable-stayed from above, below and longitudinally 46
at critical wind speeds. The maximum transverse forces on the bridge are not section of heavy plate with a constant cross section of 300 × 400 mm and
from wind but from seismic activity, which is possible in the area. The bridge 20 mm wall thickness.
is furthermore designed for pedestrians and groups of pedestrians, for electric THE CABLE FAN consists of 96 galvanised spiral wire cables. Cable dimen-
shuttle buses with a maximum of eight passengers and a double row of sions increase in six steps up to the vertex of the parabola; the shortest cable
armoured limousines (for important guests; maximum axle load 12 kN). is 24 m long and 22.4 mm in diameter; the longest cable has 127 wires, is
CONSTRUCTION The bridge was cambered by 400 mm = 1/30 of the span 48 m long and 60 mm in diameter. These cables are fixed at one end with turn-
length. The bending moments thereby introduced into the main truss virtually buckles to the horizontal trusses already mentioned, pass through the pylon
disappear when the bridge is in use. at equidistant intervals and are then anchored in a concrete ring at the other
All four- and two-chord trusses were prefabricated using hollow round com- end. This ring is largely concealed by its position 8 m back from the portal of
ponents of sectional steel, all with 267 mm outer diameter but with different the tunnel.
wall thicknesses. THE DECK is covered in a material originally developed for tennis court sur-
Incidentally, because it is located in a nature reserve, only the skylights of the facing. It is porous to allow rain and melting snow to trickle through to the
museum were allowed to project from the vegetation. A special roof structure vegetation below.
was designed for this purpose: a spatial truss of 150 different spherical nodes SURFACE PROTECTION All steel components are protected by a silvery mul-
with welded butt straps, coupled with uniformly dimensioned hollow round tilayer coating.
rods. STEEL WAS CHOSEN by the architects and structural engineers because of
A KING POST protrudes 2 m in the perpendicular beneath the deck as the its high load bearing capacity, which enhances the aesthetic appeal by kee-
deflection point for the lower bracing cables. It can be extended for fine adjust- ping the “amount” of material to a minimum and because of its relatively light
ment of the tension in the cables. weight – the bridge was built in a remote hillside 800 m above sea level.
THE STEEL PORTAL OF THE PYLON is a parabolic box girder at the mouth of
the tunnel. It is mounted on ball bearings and its vertex is 19 m high and inc-
lined at 30° towards the bridge. The box girder is a rectangular welded hollow
Fig. 2.3c The open bridge is a ceremonial gateway to the MIHO Museum
near Kyoto. It is stayed by 92 steel cables at the pylon portal and in the mouth
of the tunnel.
2.4 Weiden, Germany: spiral cable-stayed bridge with three-chord truss over road B 22 47
2.4 Weiden, Germany: spiral cable-stayed bridge with three-chord truss over road B 22
LOCATION This cable-stayed bridge, spiral on plan, was completed in 1998 THE TRUSS IS SUSPENDED on nine sets of round steel bars of 48 mm ø. The
and spans a main road, the B 22 in Weiden, Germany, providing a safe connec- suspension bars are connected with fork fittings to eye plates, hinged on one
tion for school children from a residential area to a school centre on the other side. At deck level, however, the hangers are cardanically connected with ball
side of the road. Part of the bridge had to cross a protected biotope with ponds and socket joints; this means that their height and inclination can be adjusted,
and the specification was for a filigree structure with as much transparency which proved very useful during erection. Constraints which might have had
as possible. The chosen structure is suspended from steel bars and begins an unfavourable effect on the threaded suspension bars could be avoided.
with a spiral access section. The truss of the deck is spatially curved, and the THE PYLON is built of conical sheet steel sections and therefore tapers to-
pedestrian follows an upward spiral to the main section of the bridge across wards the top. It is rigidly fixed in its foundation and inclines away from the
the B 22, which is at a tangent to the access section. The bridge is 81 m long main load, which is an advantage both structurally and in appearance. Addi-
at its middle axis and ~3.5 m wide with an effective width of 2.6 m between tional rear bracing is provided by three of the nine hanger bars which extend
the handrails. to the ground and are anchored to pedestals on auger piles. A non-rigid pylon
THE STEEL SUPERSTRUCTURE that satisfied all the specifications was a might have impaired the oscillation behaviour of the bridge.
three-chord truss without gusset plates or spherical nodes. The spatial truss DESIGN The structural engineer and architect first defined the exact geometric
consists of round hollow sections (tubular steel) and could also be seen as a data using a three-dimensional model and transferred these by dxf file to a 3D
sequence of tetrahedrons and semi-octahedrons. AutoCAD application. There the hollow round bars (tubes) were entered so that
The curved truss is horizontally stable – like the brim of a hat. It is suspended structural design work could commence immediately. The planning model be-
at one side from a slightly conical pylon inside the spiral. The pedestrian deck came a 3D structural model from which component drawings and component
is covered in 10 mm standard ribbed metal sheet. quantities were generated.
Pylon head
CORROSION PROTECTION The entire steel structure is triple coated against Pylon base
Fig. 2.4b The gradient of this slender footbridge begins at the bottom
like the thread of a screw, spirals out and then arches over the road.
Fig. 2.4c A partially spiral bar stay bridge in Weiden: unique in plan,
elevation and details.
2.4 Weiden, Germany: spiral cable-stayed bridge with three-chord truss over road B 22 49
Plan
View
View railing
Cross
section
Plan
2 Cable-stayed and bar-stayed girder bridges 50
2.5 Berlin-Schöneweide, Germany: cable-stayed footbridge “Kaiser Bridge” over the Spree
LOCATION The “Kaiser Bridge” in East Berlin near Schöneweide railway sta-
tion crosses the River Spree between Oberschöneweide (Laufener Straße)
and Niederschöneweide (Hasselmann Straße). It was completed in September
2007. Its total length of 140 m consists of a main span of 92 m over the ship-
ping lane (width = 75 m, height = 5.25 m) and a further span of 48 m, with a
generous effective width of 5 m.
It replaced a bridge built in 1898 by Allgemeine Electricitäts-Gesellschaft (AEG)
to provide access to their cable factory. This was a filigree combination of arch
and suspension (erected by August Klönne, Dortmund, and Philipp Holzmann,
Frankfurt am Main), but was blown up by German troops on 22.04.1945. The
gap that remained in Berlin’s street system has now been filled, 60 years later,
by a simple cable-stayed pedestrian and cycle bridge.
THE LOAD BEARING SYSTEM is that of an elastically supported trough bridge
as a two-span system with two pairs of cables in the main span and two in the
auxiliary span. Approx. 385 t of S 355 steel were used.
THE STEEL SUPERSTRUCTURE is straight on plan and forms a slight arch with
a rise of only 1.4 m (radius 700 m). It consists of two main girders 5.4 m apart
and a pedestrian deck 5 m in width. Both main girders are parallel flange
I-plate girders with flange widths of 400 mm. The upper flange is 50 mm
thick and the lower flange 35 mm; the webs are 1765 and 1680 mm high and
15 mm thick (20 mm at the cable anchoring points). The orthotropic bridge
plate is 15 mm thick with longitudinal ribs 25 mm thick and with an average
height of 525 mm at intervals of 600 mm. There is a groove for rainwater
along the axis of the bridge. The transverse girders, box girders in part, are
spaced 2.3 m apart. The pedestrian deck has reaction resin bound surfacing
only 8 mm thick.
Fig. 2.5a The “Kaiser Bridge”, rebuilt in 2007, connects the Berlin districts
of Oberschöneweide and Niederschöneweide.
Fig. 2.5b View from Niederschöneweide.
2.5 Berlin-Schöneweide, Germany: cable-stayed footbridge “Kaiser Bridge” over the Spree 51
View
THE STEEL PYLON is 30 m high and rests on a reinforced concrete pier avoiding adjustment to the configuration of the superstructure and additional
approx. 6.5 m high, measured from the river bed. The original plan was for damping.
an H-shaped pylon with two cross beams; this shape would, however, have ILLUMINATION Spotlights are installed near the top of the inside walls of the
allowed critical lateral oscillation and therefore needed additional damping. I-plate girders at intervals of 4.5 m. The pylon is additionally accentuated by
This was avoided by selecting a pylon in the stiffer A-shape, although it spotlights on the piers.
lengthened construction time, and 3D planning was more complex. It consists THE FOUNDATIONS of the pylon piers and the north abutment were built
of two columns of box girders, 800 × 1200 × 20 mm / 15 mm, a crossbeam using sheet pile walls directly in the river. The south abutment was built on
of 500 × 500 × 20 mm under the deck of the bridge and a pylon footplate land.
of 1750 × 850 × 100 mm. The A-pylon also provides intermediate support for ERECTION The two bridge sections were transported by barge to the building
the superstructure. site. A floating crane was used to raise, anchor and concrete the pylon. The
THE MAIN GIRDER AND THE LONGITUDINAL RIBS are rigidly fixed at the 92 m main span and the 48 m auxiliary span were then lifted into position.
northern abutment. STRUCTURAL ANALYSIS was based on the German Code DIN 1055 and per-
THE CABLE BRACING consists of 2 + 2 cable pairs of fully enclosed VVS 3 tinent reports. Analysis of oscillation behaviour was of particular importance
spiral wire; beginning from the left the cable diameter at plane 1 is 75 mm, because of the slenderness of the structure. The aeroelastic response of the
60 mm at plans 2 and 3 and 95 mm at plan 4. A cable diameter of 75 mm bridge had to be investigated both in respect of wind action and resonances
would have been adequate for the calculated load, but there was still a risk of caused by pedestrians. After intensive analysis and consultation it was deci-
torsional “galloping” through wind action. A cable diameter of 95 mm with an ded that resonance damping or prevention was unnecessary. According to the
accordingly higher torsional resonant frequency was selected for level 4, thus source, dampers could be retrofitted if required, see [29].
Isometry
Fig. 2.5c View and isometry of the pedestrian and cycle bridge.
2 Cable-stayed and bar-stayed girder bridges 52
2.6 Cham, Germany: bar-stayed bridge with arch pylon over River Regen and raft harbour
LOCATION Cham is a small town with 17 300 inhabitants 50 km north-east of a pair of box girders 500 × 500 × 20 mm of S 235 steel, like the pylons them-
Regensburg, Germany. The River Regen flows along the southern perimeter selves. The segment arches are stiffened at the “top” with three box transverse
of the town and widens at one point, forming what used to be a raft harbour. girders 450 × 400 × 20/15 mm. Two of these are inserted into the elonga-
A pedestrian and cycle bridge was needed that would harmonise with both ted axis of the segment supports (the “legs”), the third at mid-point between
the townscape and the countryside. Various designs were considered: girder them.
bridges, cable or bar-stayed girder bridges with pylon(s), arch bridges and also The bridge trough is suspended from the segment arches by 2 + 2 tension
a bridge with arch segments. This was the bridge opened in September 2000, bars (manufactured by Besista) at its quarter points. This, together with the
an unusually long-span segment arch bridge with 16.8 m + 50.4 m = 67.2 m inclusion of the balustrade in the load effects of the trough, enabled the bridge
total length and 3 m effective width between the handrails. designers to keep the trough dimensions to a minimum. Its lateral trusses of
THE LOAD BEARING SYSTEM of this trough bridge is that of a cable or bar- S 355 JG2 steel have chords and posts of HEB 160 sectional steel, diagonals
stayed girder bridge. A continuous girder rests on two abutments and a pier of steel bar (30 or 36 mm in diameter) or they are hollow round profiles RR
and is at the same time suspended at the quarter points from two distinctive 48.3 × 8.0 or 5.0 mm. The handrails are of stainless steel with 18 % chromium
pylons. + 10 % nickel (V4A).
THE STEEL SUPERSTRUCTURE consists of two “pylons” in the shape of quarter MANUFACTURE The entire structure was prefabricated in its component parts
circles, ~13 m high at the crown, with a box section of 1200 × 500 × 20 mm and assembled on site using bolt connections only.
in the crown tapering to 500 × 500 × 20 mm at the base and suspension CORROSION PROTECTION Component parts were given a multi-layer blue
point. The segment arches logically have their largest cross sections in the coating during manufacture. Minor damage to the surface was repaired after
area with the greatest bending moments. Each segment arch is supported by assembly on site.
View
Plan
Fig. 2.6b View, plan and cross section of the bridge trough;
suspension detail of the segment arch.
2 Cable-stayed and bar-stayed girder bridges 54
2.7 Overview: Walldorf and Wiesloch, Germany: “family” of four cable-stayed girder bridges
Walldorf
Client: Town of Walldorf
Concept: Jöllenbeck & Wolf, Architects BDA and town planners,
C Wiesloch
B3
9
Design and erection planning: BUNG AG, Ingenieure AG,
J. Hymon, Heidelberg
A Steel construction: Stahlbau Main GmbH, Erlensee
D
B L723 Source: Michael Jöllenbeck and Armin Wolf:
Vier Bauwerke im Kontext: Die „Brückenfamilie“ in Walldorf. 2007, [31]
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SAP
LOCATION One of the world’s leading concerns in business management THE BRIDGES have span lengths of up to 47 m and effective widths of ge-
software, SAP AG, has its headquarters in Walldorf (~15 km south of Heidel- nerally 3.5 m. They were designed as a “family” (see Source). All have the
berg) where over 16 000 employees work in an organically developed com- same composite cycle and pedestrian decks on steel I-girders and tubular
plex of offices and laboratories connected by enclosed skywalks (see Section steel supports, but three are cable-stayed, whereby a different configuration
5.3.2). was selected for each bridge: one with a truss mast and two with Y-shaped
In 2003, a new four- to six-lane bypass, the B 39 N, cut the “workplace” Wall- pylons, according to the location and span length required. The fourth bridge
dorf off from the neighbouring residential areas, such as Wiesloch. Three years is a simple girder.
later Walldorf and Wiesloch were reconnected by four class 5 kN/m² cycle and BUILDING COSTS came to an average of 2000 €/m2, well within the normal
pedestrian bridges at intervals of only ~1 km. The middle bridge was built with limits.
a centre bus lane and walkways at each side. AWARD The “family” of bridges received the “Good Structure Award 2006”
from the Association of German Architects BDA. This is awarded to architects,
town planners and clients working together on specific projects.
B pedestrian and single track 9.60 m + 24 m + 9.60 m + 14 m + 14 m + 11 m 82.20 m four Y-pylons € 1.9 mill.
bus traffic, crossing B 39
Hochholzer Weg
FEATURES The special features of this footbridge are the truss pylon, which
can be seen from miles around, and the almost symmetric cable fans. It is
a two-span bridge (47 m + 22 m) at the junction of two roads at the south
entrance to SAP AG.
PYLON The pylon is a tower of four stacked cubes with pronounced stiff-
ening at the nodes. It is built of welded seamless hot-rolled S 355 tubular
steel, 193.7 mm in diameter, with a maximum wall thickness of 25 mm. The
2 × (3 + 3) fully enclosed steel spiral wire cables of 40 and 55 mm ø extend
from two sides of the pylon truss, which is also designed for the additional load
of advertising panels on all four sides.
THE MAIN GIRDERS are of welded steel plate and are similar to European
IPE 450 sections, but with the upper flange reduced to provide more effect-
ive width for the bridge deck. The main girders are on floating bearings with
neoprene pads at one abutment and at the pylon at approximately mid-bridge.
The fixed bearing is at the other abutment, where the bracing cables for the
pylon are also anchored. This bridge cost € 1.3 million for a surface area
of 242 m2.
ca. 20,00 m
0,00 m
47,00 m 22,00 m
69,00 m
Plan
7,80 m
0,00 m
43,20 m
Plan
N
2.7 Walldorf and Wiesloch, Germany: “family” of four cable-stayed girder bridges 57
Cross section bridges C and D FEATURE BRIDGE D Two rigid V-supports, also of tubular steel (round hollow
section) were adequate for the fourth bridge to SAP over Hasso-Plattner-Allee
because of its moderate ~25 m span and overall length of only 46 m.
THE BALUSTRADES are all 1.2 m high with built-in illumination and, like the
1,20 m
3,50 m rain gutter, are meticulously but sustainably manufactured of stainless chrome
nickel steel 18/10 (V4A).
0,60
0,50 0,50
2,50 m
3,50 m
8,25 m
1,50 m 5,25 m 1,50 m
1,20 m
0,60
3,50 m
1,20 m
0,67
Fig. 2.7D Cross section of bridge C and D without load bearing members.
Fig. 2.7Bd Cross section of bridge B.
Fig. 2.7Ac Cross section of bridge A.
2 Cable-stayed and bar-stayed girder bridges 58
LOCATION Nikosia, the capital city in the centre of the Mediterranean island THE CABLE FANS each consist of 4 + 4 spiral wire cables with forked end fit-
of Cyprus, is linked by the A 1 motorway to the holiday resort Lemesos on the tings, which are bolted to the top of the pylons at anchor plates. At the bottom
south coast. In 2008 a largely elevated bypass was built between the A 1 and they are attached to the ends of the transverse girders by adjustable sleeves.
A 6 to relieve the traffic situation in the centre of Lemesos. A 46 m span foot- Each pylon is braced in the longitudinal axis of the bridge with four cables
bridge runs at a tangent to Junction 26, a roundabout with three traffic levels, anchored in triangular concrete blocks off the bridge. The cables are protected
and is said to be the first fan cable-stayed footbridge in Cyprus. The deck width against corrosion and damage by plastic sheathing.
of 4.5 m (including two central pylons, Figs. 2.8a and b) was selected because THE PYLONS incline outwards ~15° off the perpendicular. They are built of
the bridge would also be used by the occasional cyclist. round hollow section, 640 mm in diameter.
THE LOAD BEARING SYSTEM of a cable-stayed girder was chosen as suitable SPOTLIGHTS at the points of cable entry accentuate the cables and illuminate
for the considerable but not enormous span of 46 m. the bridge.
THE STEEL SUPERSTRUCTURE of the footbridge consists of a girder grid sus- ARCHITECTS AND ENGINEERS remained unknown in spite of my research in
pended from inclined pylons on 16 inclined cables. The orthogonal grid con- Lemesos and written inquiries.
sists of one axial and two flanking main girders (tubular steel ~250 mm ø),
connected by 16 welded I girders with a web height of ~350 mm and rounded
at the ends. The pedestrian deck is stiffened by cross bracing beneath the
deck panel. The surface of the deck is made slip resistant by a top layer of
concrete strewn with corundum. The balustrades are 1.2 m high and in 3 m
sections with wired glass panels.
Fig. 2.8a The A 1 and A 3 motorways meet near Lemesos at the traffic island
of the N26 junction, where a bridge was built to shorten the route for
pedestrians and cyclists. The pylons divide the deck for two-way cycle traffic.
2.8 Lemesos, Cyprus: the first fan cable-stayed footbridge in Cyprus 59
View
q 12,00 m
~ 75° q
10,00 m 6,00 m
q 5,00 m
0,00 m ~ 640 mm Ø
q
Cross section
~ 640 mm Ø
4,50 m
5,30 m
7,00 m
2.9 Redwitz, Germany: bar-stayed bridge with “crow’s nest” over the River Rodach
LOCATION The River Rodach flows through a natural lake near Redwitz
(~36 km north-north-east of Bamberg) and continues as a tributary to the
River Main. In 2001, a bridge for pedestrians and cyclists was built following
the course of a historic timber rafting route. The bridge is 57 m long with a
span length of 43 m and an effective width of 1.85 m on one side, where a
low ramp leads onto the bridge, widening to 4 m at the bridge head, which is
higher and ends in three staircases.
THE LOAD BEARING SYSTEM is that of a bar-stayed girder suspended at the
fourth points by a fan of three pairs of tension bars, and back-anchored by a
pair of bars. All the bars come together at the head of the pylon.
THE STAY AND ANCHORING BARS are S 355 tension bars and, like their anchor
connections, are of nodular graphite cast iron GGG 40.3 EN GJT 400.18-LT
with guaranteed notch toughness to –20°C (Besista system).
THE STEEL SUPERSTRUCTURE consists of a pair of extra light wide flanged
European IPB = HE-AA 450 main girders in S 355, at first 2.20 m apart, incre-
asing gradually to 4.20 m at the bridgehead at the other end to accommodate round section with a 329 mm outer cross section extends from deck level
two stairways down to the bank and a stairway up to the viewing platform. and deflects the back-anchor bars from the head of the pylon into the perpen-
The grooved oak planks of the pedestrian deck are bolted to two longitudinal dicular. The viewing platform is at the head of the boom.
IPE 100 girders within the main girders. The main girders are coupled with THE BALUSTRADE is a 1 m high railing of flat steel posts at intervals of 2.15 m
IPE = HEA 200 transverse girders and transverse end plates, 500 mm × 30 mm, with six rows of horizontal bars of tubular steel, 18 mm in diameter. This is
also by tubular cross members for attachment of the stay bars. The main potentially dangerous because bridge users might climb the railings. The hand-
girders are additionally stiffened by V-shaped bracing of round hollow steel, rail is made of hollow round “smoke tube”, 48.3 mm in diameter.
70 mm in diameter THE THREE STAIRWAYS at the pylon are 1 m wide grids between stringers of
THE TWO-COLUMN PYLON is A-shaped, 14.6 m high and stands vertically on U 200.
pile foundations. It is constructed of heavy calibre hollow round S 355 sec- COLOUR SCHEME A daring colour was chosen for the four-layer coating: a red
tion, 406.4 mm in diameter and with 8.8 mm wall thickness. A boom of hollow tending towards violet in contrast to the green of the water meadow.
Fig. 2.9a The cycle and pedestrian bridge over the Rodach in a biotope
near Redwitz.
Fig. 2.9b The “crow’s nest” provides a view over the water meadows
of the rivers Rodach and Main.
2.9 Redwitz, Germany: bar-stayed bridge with “crow’s nest” over the River Rodach 61
View
Plan
Cross section
Isometry
Fig. 2.9c Pedestrian bridge near Redwitz, view, plan, cross section
and isometry.
2 Cable-stayed and bar-stayed girder bridges 62
2.10 Weil der Stadt, Germany: cable-stayed footbridge over road B 295
LOCATION The town of Weil der Stadt (25 km south-west of Stuttgart) is THE BRIDGE DECK is a 250 mm thick reinforced concrete slab with 300 mm
bypassed by the B 295, which was widened for three-lane traffic in 2006. A thick edge beams. It was concreted on falsework in mid 2006. The cable
footbridge over the bypass and a parallel farm track were needed to provide attachment points lie 300 mm outside the bridge deck; their steel component
access to an area of natural beauty for the general public and particularly for parts were built into the reinforced concrete slab.
the residents of a senior citizens’ home on the other side. One specification THE PYLON 16 variations in height, inclination and thickness were considered.
was that the bridge should not impede the view over the town for approaching The result was a 15 m high pylon, extending only slightly above the cable
motorists. penetration points, inclined 3.5° towards the town. It is cigar-shaped, 850 mm
All the main bridge types were considered: thick in the middle, tapering to 400 mm at the top and base, thus reflecting
1. a suspension bridge was not appropriate for the relatively short span the path of the bending moment. A- or Y-shaped pylons were regarded as too
needed, bulky.
2. a cable-stayed bridge (without the earth ramp at the south end) was The single column of the pylon was inserted through the bridge plate and fric-
too expensive, tion locked with a collared steel fixture. The point of insertion is covered with
3. a girder bridge was the cheapest but did not fulfil the aesthetic require- walk-on laminated safety glass which, like the pylon, is illuminated from below.
ments, The bridge deck is wider at this point to maintain the effective width. The pylon
4. a truss bridge would have impeded the view, of S 355 J2G3 steel rests on a GS 20 MN 5V cast iron ball bearing.
5. and an arch bridge even more so.
LOAD BEARING SYSTEM In the end, a cable-stayed bridge with 31.5 m span
length, 38 m total length, a constant 2.5 m effective width and a 3.5 % longi-
tudinal gradient was selected. An earth ramp was to be built at the south end
of the bridge. Various cable configurations were drawn up and analysed. The
result was a fan of four cable pairs of 30 mm diameter on the road side of the
bridge and one pair of anchoring cables, 55 mm in diameter, on the town side
of the bridge. All cables are of fully enclosed spiral steel wire.
Fig. 2.10a Fitted into the slope and landscape – footbridge in Weil der Stadt.
(Photo: LAP)
2.10 Weil der Stadt, Germany: cable-stayed footbridge over road B 295 63
View
Ansicht 15,00 m
3,5 %
5,0 %
6,50 m 31,50 m
38,00 m
Plan
Grundriss
N B 295
Querschnitt
Cross section
1,20 m
0,30 m
2,50 m
3,00 m
3,60 m
Fig. 2.10b View, plan, cross section of pedestrian deck and pylon head.
2 Cable-stayed and bar-stayed girder bridges 64
LOCATION Three arterial roads, B 28 / B 312 / B 313, all with predominantly ribs with a triangular cross section. This girder grid is connected at the trans-
long-distance traffic, converge in Metzingen, 40 km south of Stuttgart. Heavy verse girders to two pairs of bar stays (DETAN ø 36) and suspended from a
goods vehicles were redirected onto bypasses, such as the North Tangent, pylon inclined at 75° or 70°, respectively. The pylon is of welded, 22 to 40 mm
opened in 2001 as a connection between the B 312 and B 313. This is now thick heavy plate, and is also of triangular cross section with edge lengths of
crossed by the “blue and white bridge”, as it came to be known locally, even 3.10 m × 1.05 m at the base and tapering to a point at the top of the pylon
during the erection phase. The distinctive architecture and design of this pe- 11.5 m above the deck. The continuation of the pylon tip for 3.2 m (here with
destrian and cycle bridge originated more in the desire to convey a message: a plate thickness of only 10 mm) beyond the cable attachment is a design
“this way to Metzingen – link road B 312 / 313”, than in any technical necessity; feature of the bridge composition. The pedestrian deck was covered with a
the span of only 21.9 m = 3 × 7.30 m could have been built without a pylon 15 mm coating with corundum grit for slip resistance.
and bar stays. The class 3/3 (6 t) footbridge has an effective width of 3 m and THE PYLON has a vertical height of 11.50 m and is 17.65 m long. It is turned
connects a new housing area with an existing school centre. at an angle of almost 20° away from the longitudinal axis of the ridge and is
THE LOAD BEARING SYSTEM goes under the general heading of the cable- braced with 18 single bar anchors to an eccentric concrete anchor block in the
stayed bridge and is, in particular, a bar-stayed girder grid as a beam suppor- embankment of the road. The other end of the bridge rests on a concrete slab,
ted at two points. which also forms the abutment of a ramp and provides a stairway for pedes-
THE SUPERSTRUCTURE of S 255 steel couples a steel plate deck, 15 mm thick, trians. Type 4 elastomeric bearings and compact expansion joints were used.
with five longitudinal girders and two transverse girders Q1, Q2 , whereby these THE BALUSTRADES are 1.1 m high and consist of corrugated wire grids in
main and transverse girders are constructed of heavy plate and shaped like tubular steel frames G.
Fig. 2.11a A bar-stayed bridge over the northern bypass near Metzingen.
2.11 Metzingen, Germany: bar fans on an inclined pylon over B 312 65
View
Plan
LOCATION Montabaur is on the high speed railway line from Cologne Station
to Cologne-Bonn airport and via Limburg to Frankfurt Station and Frankfurt
Airport. It runs alongside the old A 3 motorway and was opened in autumn
2002. A new, prize-winning footbridge, completed in 2003, now connects the
town centre over the River Aubach with the new bus station below the Intercity
and Regional Station, on the top of the new railway embankment on the edge
of Montabaur.
THE LOAD BEARING SYSTEM of this deck bridge is that of a straight, bar-stayed
girder, designed as a continuous girder over two main spans, each 16.8 m long
and two auxiliary spans of 6.6 and 6.4 m, with a total bridge length of 65.4 m
and 2.8 m effective width. The bridge has an almost imperceptible ~2.5 %
gradient to the north and lies on three pairs of pylons on hinged supports. The
northern section of the bridge rests on a pin-ended support and the concrete
outer wall of the new underground car park beneath the bus station, while the
southern section is on neoprene pads and a concrete beam with pile founda-
tions in the bank to the south of the stream.
THE STEEL SUPERSTRUCTURE is a girder grid consisting of a pair of main gir-
ders of rectangular hollow section 300 × 200 × 16 mm, 1.68 m apart, and 11
transverse girders of round hollow section ROR 273.6 ø × 60 mm wall thick-
ness. The girder frame is stiffened with cross bracing in the middle of each
main span. Secondary HEA 160 transverse girders are arranged in a 6.55 m
grid.
The grid carries four rows of wooden beams, 140 × 100 mm, to which the
50 × 130 mm transverse deck planks are fixed. These deck components are
all of bongossi wood.
View
THE THREE PAIRS OF PORTAL PYLONS with columns of hollow round section, Cross section
ROR 406 mm ø (30 mm wall thickness) and a crossbeam of hollow round sec-
tion, ROR 273.6 mm ø (60 mm wall thickness), support the main girders. The
crossbeam is welded to the portal columns using butt straps with eyes to
which the cross bracing (DETAN 52 mm ø) is attached. All portal columns are
topped with luminaires of the same diameter.
THE BAR STAYS from the first abutment through the three pylons to the op-
posite abutment are solid round bars, 52 mm in diameter, manufactured by
DETAN.
THE BALUSTRADES consist of flat steel posts, a handrail of hollow round steel,
ROR (48 mm ø), both of V2A with eight stainless steel 18/8 horizontal wires,
approx. 8 mm in diameter.
CORROSION PROTECTION All steel parts were hot-dip galvanised and coated
with mica-iron paint, DB 703 / RAL 7135, except for the bar stays, which are
in flame red.
Plan
2.13 Osnabrück, Germany: cable-stayed bridge and arch bridge over the River Hase
LOCATION The Hase meanders through Osnabrück, flowing under two open 2 U 100, which also fix the sectional steel posts of the balustrade. The main
pedestrian bridges, each with 16 m spans and effective widths of 2.2 m and girders are stiffened with steel-bar cross bracing. The pedestrian deck is fitted
3.1 m. Their load bearing systems are: with hardwood planks.
1. a cable-stayed bridge at “Öwer de Hase”, THE PYLONS of the bridge are box girders, 5 m high, with constant edge
2. an arch bridge over a landing stage at the “Herren Pool” lengths of 250 mm × 220 mm of welded, S 355, 12 mm heavy plate.The pylon
(see Section 4.8). columns are connected in pairs by crossbeams at their heads (capitals) and
THE GALVANISED STEEL SUPERSTRUCTURE of the cable-stayed bridge “Öwer cross braced with round bars. (There is a certain similarity to a footbridge at
de Hase” consists of two sectional steel IPE 600 main girders of S 355, 2.2 m Brindley Place and the International Congress Centre, with a 25 m span and
apart; six main HEB 100 transverse girders at intervals of 1.5 m at the points rear-anchored pylons, built in 1994 to plans by Arup Partnership.)
of cable entry, which are approximately at the eighth points of the span. THE BALUSTRADES have posts of HEA 100 sectional steel with seven stainless
Between the main transverse girders are secondary transverse girders, each steel (18 % Cr + 8 % Ni) horizontal wires, 10 mm in diameter.
Plan
Fig. 2.13a The pedestrian bridge “Öwer de Hase” in Osnabrück’s town centre.
Fig. 2.13b View, plan and cross section of the cable-stayed bridge.
2.14 Bamberg, Germany: under-deck cable-stayed (hyperboloid) cycle and pedestrian bridge over a branch of the River Regnitz 69
2.14 Bamberg, Germany: under-deck cable-stayed (hyperboloid) cycle and pedestrian bridge
over a branch of the River Regnitz
LOCATION In 1994, the Bamberg Congress Hall, which is also a concert hall for The transverse girder segments, the middle main girder and the six longitud-
the Bamberg Symphony, was linked to the Hotel Residenzschloss by a 31 m inal ribs at each side (10 mm steel plate) together with their deck panel form
span, and 2.63 m wide pedestrian bridge, the Heinrich-Bosch Bridge over the an orthogonal-anisotropic plate for the pedestrian deck. This has a thin, non-
“left” branch of the Regnitz. slip gritted coating which at the same time serves as corrosion protection.
THE LOAD BEARING SYSTEM is that of a cable-stayed girder bridge, although CABLE ABUTMENTS The cables are attached to white concrete abutments,
its cable harp is not above, but almost entirely beneath the deck. also in the shape of hyperboloids. The railings are 1.2 m high with vertical rods
THE CABLE CONFIGURATION consists of two clusters, each of 15 straight set very close together to protect small children and other bridge users.
stainless steel wire cables, 18 mm in diameter, which cross each other at THE SPATIAL CABLE STRUCTURE as a tension member beneath the arched
sharp angles and are anchored in a semicircle at the concrete abutments. The orthogonal-anisotropic plate enables a highly filigree and economical struc-
result is a hyperboloid with 77 crossing points, all secured with stainless steel ture, which seems to draw the user onto the bridge. The bridge sways slightly,
screw clamps. The trough of this hyperbolic cable net contains 11 transverse but no one has complained so far and many find it amusing. The cable hyper-
girders positioned at intervals of 2.05 – 3.63 m. These are in the form of circle boloid is slightly more slender at mid span, giving the bridge a gently arched
segments of 12 mm steel, decorated and lightened by four holes in the plate. appearance in keeping with its surroundings.
Plan
Cross section
Isometry
The World of Footbridges. From the Utilitarian to the Spectacular. First Edition. Klaus Idelberger.
© 2011 Ernst & Sohn GmbH & Co. KG. Published by Ernst & Sohn GmbH & Co. KG.
3 Girder bridges 72
3.1 Berlin Central Station, Germany: long-span footbridge as a rigid frame bridge over the River Spree
LOCATION A footpath only a few hundred metres long leads from the inter- THE PEDESTRIAN DECK consists of the transverse girders, two outer HEB 200
section of high speed traffic Intercity, regional and city trains at Berlin Cen- sections and three inner HEA 100 sections as longitudinal girders. The deck is
tral Station to the government quarter in the bend of the Spree. Pedestrians covered and additionally stiffened with cross-laid oak planking.
and cyclists can cross the river over a (9.03 + 65.90 + 12.76) m = 87.69 m BEARINGS The structure rests on elastomer bearings on the two piers. It is
footbridge with an effective width of 4.00 m between the balustrades. The rigidly fixed in the transverse direction on the western sides of the two piers,
bridge was opened on 30 June 2005 and is known as the “Gustav Heinemann and longitudinally fixed on the southern pier in the direction of the government
Bridge”. quarter. Because the two side spans are short, tension anchorages were need-
THE LOAD BEARING SYSTEM was chosen after an international competition in ed at the abutments. The mid span appears to be fixed into the side spans.
which city planners and bridge designers were invited to send in their ideas AFTER PRE-ASSEMBLY on land not far from the building site, the 70 t steel
and after various expert assessments. It is a straight girder in the form of an construction was brought into position by floating cranes.
extremely slender truss with a h:l ratio of ~1:40. From the start it was seen as OSCILLATION TESTS were carried out with a group of 25 people – they mar-
torsionally soft and prone to oscillation, both due to wind and to the action of ched across the bridge with synchronised steps and jumped up and down at
pedestrians walking over the bridge. This was a phenomenon that had already random intervals. The horizontal and vertical dampers reduced all oscillations
occurred in new footbridges such as the Millennium Bridge over the Thames to an acceptable level.
in London, the footbridge over the Seine from the National Library of France to
Bercy Park in Paris and the footbridge over the B 8 near Würzburg-Höchberg in
Germany. For this reason a thorough analysis was made before building work
began, and this showed that mass dampers would have to be installed. See
[36] for details.
THE STEEL SUPERSTRUCTURE consists of a pair of 2.25 m high Vierendeel
frames of welded steel HEM 400 European girders with a system dimen-
sion of 1.82 × 1.82 m. The main trusses are connected at approx. mid-height
with HEM 200 transverse girders. The wind bracing consists of crossed angle
sections, 70 × 7 mm, inserted above the lower flange of the transverse gir-
ders. The superstructure has a camber of ~0.6 m. S 355 J2G3 steel was used
throughout the bridge.
Fig. 3.1a The Gustav Heinemann Bridge extends over the Spree
from the government quarter to Berlin Central Station.
3.1 Berlin Central Station, Germany: long-span footbridge as a rigid frame bridge over the River Spree 73
Total length
Draufsicht
View from above Grundriss
Plan
3.2 Baden, Switzerland: truss footbridge over River Limmat with elevator tower
Fig. 3.2a The cycle and footbridge is 52 m long and only 3.8 m high
and therefore one of the most slender bridges of this type: h : s ~ 1 : 14.
Fig. 3.2b The elevator tower and footbridge were built with truss systems
of similar appearance to enhance the aesthetic quality of the composition.
3.2 Baden, Switzerland: truss footbridge over River Limmat with elevator tower 75
THE CYCLE AND PEDESTRIAN DECK consists of grids mounted on two sec- then installed in the tower; the galvanised grid of the pedestrian deck and the
ondary longitudinal girders at the lower chord level of the truss. The abutments balustrades with integrated illumination were fitted. The “passerelle” section
are of concrete and were cast on site. weighed only 12.7 t and was erected using a 120 t mobile crane.
ERECTION The footbridge and the elevator tower were each prefabricated in STEEL LOAD BEARING COMPONENTS Steel was chosen as the main material
two parts, treated with a red coating, and transported to Ennetbaden, across for the load bearing components because it enabled a high degree of prefab-
the river from Baden. The two bridge sections were welded together to a 52 t rication and therefore reduced the amount of work needed on site. This is an
unit and were lifted into position by a 500 t crawler crane on 15 March 2007. advantage when conditions on site are cramped and it reduces the impact on
Auxiliary trestles were unnecessary. The two 24 t sections of the elevator the environment.
tower were lifted separately into their final position from the other bank of THE BRIDGE WAS OPENED in July 2007. Building costs ~4.2 million CHF, of
the river on 19 – 20 March 2007 and welded together. The elevator car was which ~2.5 million was for the steel construction.
Fig. 3.2c Plan, view and cross sections. The footbridge over the Limmat
and the elevator tower both rest on minimum pile foundations.
3 Girder bridges 76
3.3 Immenstadt, Germany: truss bridge over B 19 N, River Iller and flood channel
LOCATION A >1 km stretch of the bed of the River Iller north of Immenstadt Plan of location
in Allgäu, Bavaria had been widened and in part rerouted for flood protection.
A wooden footbridge was replaced by a bridge with a longer span. Almost
at the same time, the B 19 through road, which runs almost parallel to the
river, was rerouted and widened to four traffic lanes over a length of ~25 km.
Opened in 2006, the new footbridge now crosses the new B 19, the widened
Iller and the flood channel to Weidachswiesen polder. Its total length is 225 m,
with a maximum span length of 49.36 m, and 2.5 to 3.5 m effective width.
There had been a lot of public pressure because a new bridge was seen as a
major invasion of the landscape. For this reason a design competition was held
limited to five planning associations. The final decision of the distinguished Standard cross section
members of the jury resulted in the present bridge.
LOAD BEARING SYSTEM The prize-winning design is a continuous truss with a
trough cross section rigidly connected with – and running continuously over –
four supports in the form of concrete piers with spread capitals.
THE STEEL SUPERSTRUCTURE consists of two welded trusses of double T sec-
tion which are connected to the deck slab of reinforced concrete by transverse
I-section girders at the lower chord level. The posts and beams are also of
welded double T section, whereas the struts are flat steel bars. Bridge users
are protected by stainless steel balustrades.
The bridge widens continuously from abutment to mid-span where it reaches
its maximum width. This is intended to “invite” the user to stay a while on the
bridge.
THE ESTIMATED BUILDING COSTS for the winning entry were € 1.1 million;
the entry placed second would have cost € 1.8 m; and the third € 1.3 m.
The first prize was a generous € 10 000, the second € 6000, and the third
€ 4000. All competitors were given a flat rate fee of € 4000 to cover ex-
penses.
Fig. 3.3a The new cycle and footbridge over the River Iller, a main road
and a polder was the winning entry in a design competition.
Fig. 3.3b Plan of location and cross section of pier and deck.
3.3 Immenstadt, Germany: truss bridge over B 19 N, River Iller and flood channel 77
View
Crown
6,8 %
Total length
Grundriss
Plan
2,50 m
Abutment
Immen-
stadt Kempten
Isometry
Isometrie
Widerlager
Abutment (6) (6)
Regelquerschnitt
Stützpfeiler
Pier (5) (5)
Fig. 3.3c The plan shows how the bridge widens by 1 m from the abutments
to mid-span. The superstructure rests on V-shaped struts rising from
monolithic columns.
3 Girder bridges 78
3.4 Leverkusen, Germany: footbridge in wave form over avenue and landfill
Fig. 3.4a The load bearing structure of the New Land Bridge
reflects the waves of the nearby Rhine. Leverkusen, grounds of
the 2005 Garden Show.
Fig. 3.4b View towards Rhine with sliding plate and orthotropic deck plate.
3.4 Leverkusen, Germany: footbridge in wave form over avenue and landfill 79
THE PEDESTRIAN DECK consists of steel plate only 10 mm thick (like the THE BALUSTRADES of stainless steel are also design features of the bridge.
bridges over the River Fränkische Saale in Bad Kissingen) with a thin tribo- They consist of slender posts of steel plate supporting upper and lower longi-
logical coating, keeping weight, dimensions and therefore building costs to tudinal steel wire cables with a stainless steel net between the cables. The
a minimum. The plates of the deck measure 6.2 m × 3.5 m; each plate had cables extend for up to 145 m and are attached to strengthened posts at the
to be individually drawn and cut because of the curves and slight turn of the bridge ends. The handrail is 76.1 mm in diameter and contains specially de-
bridge. Numerous templates were needed for a three-dimensional simulation signed luminaires arranged on alternating sides and inclined to cast light onto
of the course of the bridge and dimensions had to be checked constantly to the deck.
ensure that the plates were a perfect fit. THE BRIDGE SECTIONS The six bridge sections were welded together in pairs
RATIONAL PRODUCTION The New Land Bridge was prefabricated in six sec- to form three elements which were then lifted into position. The laborious and
tions up to 35 t in weight, 4 m high and 5.2 m wide. The steel constructor in time-consuming monitoring of dimensions at the steel works paid off: every
Munich thereby reached the absolute limits of what can today be manufactu- joint to be connected on site was a perfect fit! Crowds of people came to watch
red, handled and transported. Six abnormal load transports were needed to the final and largest element being lifted into position over Rheinallee in a
take the bridge sections to Leverkusen. spectacular manoeuvre using a 500 t mobile crane.
CORROSION PROTECTION had to be effected under a canopy instead of in the THE NEW PARK LANDSCAPE ON THE RHINE now has a cycle and pedestrian
usual protected coating facility because of the enormous size of the parts. In bridge that is extraordinary in its curved shape and daring colour scheme but
accordance with ZTV-KOR regulations, four coats were applied, and the joints nevertheless fits perfectly into its surroundings. One of the biggest challenges
to be welded later on site were masked. The designers and their client were in building this bridge was the precise prefabrication of its unusual geometry.
also daring in their choice of colour: instead of the usual “mouse grey”, the The bridge was completed on schedule in September 2004, allowing plenty of
trusses were painted in a pale blue-green, the bottom of the deck violet and time for planting work in preparation for the Garden Show. A second footbridge
the top of the deck red-brown. The steel plates of the deck had previously of tubular steel crosses the road at a point closer to the town centre. Plans of
received transport coatings. the two structures were not available.
3.5 Reutlingen, Germany: steel footbridge with glass planks over the River Echaz and the B 312
View
Plan
3.6 Nikosia, Cyprus: curved girder bridge with tubular spine over Lemesos Avenue
LOCATION The A 1 motorway in Cyprus connects the capital in the middle of THE LOAD BEARING SYSTEM selected is a continuous steel girder over four
the Mediterranean island with the south coast and the tourist centre and holi- spans (16.5 + 25.5 + 16.5 + 90) m = 67.5 m total length supported on three
day resort of Lemesos. columns of reinforced concrete between the concrete abutments.
At the beginning of 2009, a mostly raised bypass was built between the A 1 and THE STEEL STRUCTURE consists of a main girder H of hollow round section
A 6 motorways to reduce traffic in the town centre of Lemesos. Junction 26 is with an outer diameter of 743 mm and a maximum wall thickness of 24 mm
a roundabout with three traffic levels and a 46 m span footbridge, the first in the main bridge section and 525 mm ø in the two ramps. Trapezoidal bulk-
fan cable-stayed footbridge in Cyprus. Its effective width is 4.5 m, generous heads M and transverse girders Q in the shape of triangular brackets (T-sec-
enough to accommodate the occasional cyclist (Section 2.8). tion, 180 mm wide, 80mm high and 20 mm thick) are welded onto the main
Previously, in 2004, a footbridge had been built in Nikosia city over the main girder at intervals of 1.25 m. The 3.2 m wide deck panel of galvanised beaded
road leading to the motorway to Lemesos to provide students of a nearby col- steel plate was welded onto this and coated with a ~10 mm layer of concrete
lege safe access to their school. Although a simple and straight bridge would with a 1 % camber. Spotlights L are embedded in the sides of the deck, thereby
have been an adequate and also a shorter and more economical connection, protected against vandalism. Welded heavy plate fork heads transfer loads
the opportunity was used to enhance the area with a slender, elegant structure through neoprene pads N into the columns.
sweeping round in a quarter circle and with an unusual main girder: a round THE SUPPORT COLUMNS S are reinforced concrete cylinders of 732 mm ø in
hollow section, 743 mm in diameter, painted flame red. The main section has the bridge section and 525 mm ø in the ramps, all rigidly fixed on piles.
a length and radius of 67.5 m, and 2.8 m effective width between the balus- THE BALUSTRADES are of 18 / 10 stainless steel with 1.5 m wide and 1.2 m
trades. The two straight ramps are each 24 m long and only 2 m wide because high frames of tubular steel and panels of close-meshed wire. These, however,
two stairways also serve the bridge in different directions. There is a ramp at show signs of vandalism and are in places dented or even destroyed.
right angles to the bridge and also a stairway at the west abutment; a similar
steel ramp goes off at a tangent to the east, in the curve of the bridge, where
there is an additional, two-stringer spiral steel stairway.
View
Path Path
4 – 6 lane
(elongated)
(elongated)
Plan
West brigde ramp
Cross section
Earth ramp
Concrete
Eart
hram
p
LOCATION The regional association of local authorities “RVR Ruhr” connec- A MASS DAMPER was invisibly fitted into the tube of the dragon’s neck to
ted a park in Recklinghausen with Hoheward, an abandoned coal mine with damp oscillations caused by wind action and, in particular, to avoid resonan-
a ~100 m high slag heap, by building a footbridge over Cranger Straße. The ces. Small cylindrical dampers were also fitted to some of the raised ribs of the
heap was to be renaturalised and made into a leisure area. At first, in 2004, a balustrades (the others are 1.3 m in height) as protection against vandalism.
simple, straight bridge was planned but it was then decided to turn the bridge DETAILS A bridge that also aspires to be a symbolic sculpture requires parti-
into a sculpture by adding a few elements: a dragon’s neck and head and a cular attention to detail. The anatomy of the creature portrayed must not be
dragon’s body suggested by a few extended balustrade posts. Completed in allowed to become ridiculous: the neck of the dragon, with its metal scales, is
2008, this abstract mythical creature has become a magnet for visitors to the turned by nearly 180° but still maintains its anatomic credibility.
newly opened panoramic viewpoint on the former slag heap, the home of the A DESIGN COMPETITION was held in 2004 in which several distinguished
dragon. An elevated pathway, 160 m in length, with a 5.5 % gradient, was engineering offices participated: amongst them were Leonhardt, Andrä &
built between two fixed abutments. At first it leads through a copse, curving Partner, Stuttgart; Schlaich, Bergermann & Partner, Stuttgart; and Wörzberger
around the trees; the dragon’s head, as a light-hearted and unmistakable Engineers, Rösrath near Cologne. The last designed the winning entry.
symbol of the area, becomes visible only after the visitor has crossed the SOME DETAILS:
two-lane Cranger Straße at the end of the bridge (span = 25 m, width = 3.5 m). Height of dragon’s neck: ~18 m above deck
A steel construction was chosen as best in keeping with the surroundings. Dragon’s head: folded steel sheet 5 m × 3 m; 15 mm
THE LOAD BEARING SYSTEM The main bearing element is a heavy calibre sheet thickness
hollow round section with a high degree of bending and torsional stiffness, Expansion joints: at the beginning, in the middle and at the end
610 mm in diameter with wall thicknesses of 14.2 – 28 mm. Ribs of flat steel, of the bridge
20 mm thick, are welded on to the tube at intervals of 2 m as transverse gir- Main girder: S 355 J0; diameter = 610 mm;
ders to carry the 3.5 m wide and 15 mm thick deck panel. The load bearing thickness = 14.2 – 28.0 mm
capability of the structure was greatly enhanced by the shear bond strength Support columns: S 355 J0; diameter = 415 mm; thickness = 20 mm
of the connection between the deck panel and the main girder: a plate girder Support bases: S 235 JR; thickness = 30 mm; flat steel
effect. The deck panel is stiffened against buckling and therefore contributes Foundations: Piles under the angled columns on the slope side
to the overall load bearing effect. Vertical supports: S 235 JR HEB 450 and 550 wide flange section
A comparable footbridge over the Rhine Railway in Bochum with four 15 m Scales and deck plate: S 235 JR; thickness = 15 mm
spans used a similar principle in 2003 without, however, a shear bond (Section Transverse girders: S 235 JR; thickness= 20 mm
3.13). Balustrades: elliptically curved ribs with a T-cross section
The slenderness of the footbridge in Recklinghausen, with spans of up to 25 m, Steel: 198 t
could not otherwise have been achieved. Concrete: 370 m3
Costs: € 1.5 million on completion in February 2008
Fig. 3.7a The fiery dragon high above Cranger Straße in Recklinghausen
symbolises the furnaces of the local steel industry.
3.7 Recklinghausen, Germany: a “dragon” footbridge over a road 85
View
ca. 18,00 m
5,5 %
160,00 m
3,50 m
Forces
e = 2,00 m
T-beam
MT = F • e
e
Plan
Cra
nge
rS
traß
e
3.8 Hammelburg, Germany: two truss footbridges over the River Saale
LOCATION The rivers Sinn and Saale flow into the River Main in Gemün-
den, where the cycle touring paths along the Main and Saale valleys also
converge (Neustadt / Bocklet / Kissingen Westheim – Hammelburg – Gemün-
den). The pedestrian and cycle path through the Saale water meadows is part
of this system and crosses the Saale on two footbridges south of Westheim
and north of Hammelburg.
THE LOAD BEARING SYSTEM of these bridges is that of a single span gir-
der bridge on two abutments with pile foundations. The slightly arched
pedestrian and cycle deck lies at the bottom chord level of the truss, put-
ting the structure in the trough bridge category. An estimated traffic load of
425 kg/m2 = 4.25 kN/m2 was considered adequate.
THE GALVANISED SUPERSTRUCTURE of the two bridges consists of longitu-
dinal trusses, 25 m long, 2.66 m apart and slightly arched (130.5 m radius).
The chords are of hollow round sectional steel (133 ø × 5.6 mm). The posts ABUTMENTS Each bridge has two concrete abutments founded on two piles
are of rectangular hollow section (120 × 80 × 8 mm) and inclined at an ang- 9 m in length and 0.67 m in diameter driven through the loam of the water
le of 10°; the diagonals are of square hollow section (70 × 70 × 4 mm), all meadow into the underlying red clay.
of S 355 steel. These main trusses H are connected under the bridge deck, The ramps to the abutments were filled in and the former farm track was
by means of bolted end plate joints, to 17 transverse girders Q of HEA 140 asphalted. The bridges were now part of the cycle touring trail.
sectional steel S 235 at intervals of 1.5 m. Four equidistant lines of IPE 100 CORROSION PROTECTION The bridges are protected from the damp of the wa-
sectional steel, likewise S 235, lie on the transverse girders and support the ter meadow by hot-dip galvanisation. This was done in a local galvanisation
cycle deck of 60 × 148 mm larch planking. The structure is stiffened by cross plant with a limited capacity which meant that the main trusses had to be di-
bracing (Besista M 16) under the transverse girders. The dead load is 8 t for vided into two end sections 6 m in length and a 13 m middle section. The trus-
each bridge. ses were then transported in one piece and lifted into position by a pneumatic
BALUSTRADE The main trusses also serve as balustrades and are pan- crane. The steel received no further treatment and the blank metal contrasts
elled with perforated sheet aluminium, anodised and painted in a shade of attractively with the turquoise-blue of the balustrade panels.
turquoise-blue. BUILDING COSTS were only ~ € 80 000 per bridge.
Figs. 3.8a, b The two bridges near Hammelburg are bolted structures
with small components (see joints of the lateral trusses) but were lifted
into position in one piece; bridge end with aluminium sliding plate.
3.8 Hammelburg, Germany: two truss footbridges over the River Saale 87
View
LW
Plan
Planking Substructure
Sliding plate
Handrail
bearing
Planking
3.9 Gelsenkirchen / Essen, Germany: steel fans support footbridge over road and stream
Cross section
Fan bar
Deck plate
Transverse bar
THE GALVANISED SUPERSTRUCTURE is built of 180 t (3800 metres total bar THE PEDESTRIAN DECK is in the form of galvanised cassettes, 10 mm in depth,
length) of S 355 round steel, 70 mm in diameter and divided into bars 2 to 3 m which rest on the transverse bars already mentioned.
in length. The bars are arranged in fan shapes and clamped longitudinally and CORROSION PROTECTION All parts received the best corrosion protection
crosswise. The fan shape is created by bars radiating out from the foot of the available at present. Node connections, bolts and the 180 t of round steel bars
support, crossing a network of longitudinal and transverse bars. The bars come were hot-dip galvanised to a thickness of at least 230 μm.
together at the foot of the fan in a heavy duty steel gusset plate. They are con- FOUNDATIONS Almost 1100 piles with diameters of 0.6 to 0.8 m were ram-
nected with drop forged clamps, in principle like those used in scaffolding but med into the relatively unstable ground and connected at the top to form stable
which were developed especially for this use. They consist of two halves which block foundations. (See also photos on pp 70/71.)
are welded together (sometimes using spacers) a certain distance apart and at
a certain angle enabling them to be friction locked at any node. The bridge has
more than 1300 of these node connections with over 10 000 bolts.
View
Plan
Fig. 3.9d The main span over the road B 227 is 30.40 m long.
Fig. 3.9e Span over Leither Bach stream.
Fig. 3.9f View and plan of the main span.
3.10 Overview: Bad Kissingen, Germany: two cycle and footbridges, curved on plan 91
3.10 Overview: Bad Kissingen, Germany: two cycle and footbridges, curved on plan
LOCATION The town centre of the German spa Bad Kissingen was inundated Both bridges have a maximum gradient of 5.5 % and are therefore suitable for
by the worst floods for over a hundred years when the River Fränkische Saale wheelchair users; stairs are unnecessary. The transverse camber for drainage
burst its banks on 3 / 4 January 2003. Dykes and walls were finally built to of rainwater is generally 2 %. Ambulances or other emergency vehicles may
protect the town in 2006 / 07. The water management authorities also repla- use the bridge, whereby a temporary increase of tension in the load bearing
ced two footbridges that had contributed to the disaster by causing a back-up structure is acceptable.
of water by new bridges with greater spans and lengths and positioned above ALL SUPPORTS (with the exception of the portal arch of the Schweizerhaus
high water level. Normal water level in Bad Kissingen is 197 m a.s.l. while bridge) are slender rigid columns of seamless hot-rolled round hollow section
flood levels can reach ~201 m a.s.l. (ø 508 mm, wall thickness 20 mm; filled with concrete) with cross-shaped
THE BRIDGES DIFFER in the form of their torsionally stiff main girders: the heads. All abutments are fixed points. Expansion joints were not necessary be-
girder of the Luitpold bridge is of heavy calibre round hollow section with a cause both bridges are able to expand or contract into the outer or inner curve
25 m span, while the Schweizerhaus bridge has a trapezoidal box girder and in response to changes in temperature. All components were prefabricated in
a span length of up to 17 m. the usual way and coated for corrosion protection. This cut construction time
THE BRIDGES ARE THE SAME, however, in respect of their load bearing system on site to a minimum – an important factor for a tourist centre and spa.
and capacity, steel structure and gradient:
Both are designed for a uniformly distributed load of 5.0 kN/m2 caused by
cyclists and pedestrians with an additional point load of 40 kN for unusual
load cases such as a cleaning vehicle, ambulance or other vehicle. This is
in accordance with the demands to be found in professional literature (for
example [3, 5]).
Both are continuous girder deck bridges supported over five points with
welded plate girders, an effective width of 3.25 m and a total length of
around 100 m. They are both curved on plan with radii of 90 m and 70 / 80 m.
S 355 steel was mainly used.
Fig. 3.10 The flood of the century: Bad Kissingen close to the Luitpold bridge
in 2003.
3 Girder bridges 92
3.10.1 Bad Kissingen: Luitpold footbridge as a girder bridge with a tubular spine over river Saale
LOCATION The Luitpold footbridge rises along a curve with a radius of 70 m THE BRIDGE IS SUPPORTED by rigid columns (B – F) of round hollow section
from 202 m above sea level at the pump rooms and promenade to a height (ø 508 mm × 20 mm) made of S 355 steel. Their capitals are designed to ena-
of 202.6 m over the river and a newly created island; it then descends ble slight movement in the direction of the outer curves when the structure
along a counter-rotational curve with an 80 m radius to the Luitpold building expands or contracts as temperatures change. Virtually no constraint stress
200 m a.s.l. occurs and expansion joints were not necessary. The abutments were first
Section lengths: (18.5 + 15.4 + 17.0 + 17.6 + 25.0 + 11.5) m = 105.0 m; built with pin-ended supports in sleeve foundations, one of which was turned
width 3.25 m. into a fixed bearing after erection.
Section masses: (15.0 + 12.5 + 13.5 + 13.5 + 20.0 + 9.0) t = 83.5 t. CORROSION PROTECTION is the same as for the Schweizerhaus footbridge
THE STEEL SUPERSTRUCTURE of the Luitpold Bridge consists of a main (Section 3.10.2) but the deck is grey (DB 703). One wonders whether a livelier
girder H in the form of a heavy calibre hot-rolled round hollow section choice of colour might not have been more suitable for a thriving spa.
(ø 457 mm × 17.5 and 14.2 mm; S 355 steel). A perforated plate L (S 235; ERECTION began on the river bank near the historical Luitpold baths with the
thickness 20 mm, height 200 mm) is welded onto the top of the main girder, assembly and welding of four of the bridge sections with a total length of
bisecting the perpendicular, whereby the “holes” are intended to lighten its 68.5 m and 55 t in weight. At the end of March 2006 preparations were being
appearance. The bridge panel D (S 235 plate, 14 mm thickness), the actual made to lift the fifth and sixth sections (the former above the river, the latter
pedestrian deck, is welded onto this plate and is a part of the load bearing near the pump rooms) into position when floods inundated the building site.
system. The bridge panel is covered with a 6 mm coarse pale grey, coating B The bridge was finally completed in May 2006.
for slip resistance. The deck is stiffened by transverse girders Q (8 mm steel
plate) placed at intervals of ~470 mm. Pedestrians are protected by a low kerb
with water spouts and by a balustrade G, 1.25 m in height, with double posts
of galvanised flat steel which are bolted to every fifth transverse girder Q. Bet-
ween the posts there are nine rows of 18/8 stainless steel wire cable and an
upper chord of round hollow section (48.3 mm ø). There is a handrail of 18/10
(V4A) stainless steel round hollow section, 42.4 mm ø, fitted at hip height for
handicapped bridge users and a second handrail at the top of the balustrade.
Fig. 3.10.1a The Luitpold footbridge was built higher up the river bank
than its predecessor and it is longer and elegantly curved. Heavy flooding
in 2007 did not threaten the new bridge. The height of the new flood barrier
in the foreground of the picture can be raised further by the attachment
of a mobile steel and aluminium wall.
3.10.1 Bad Kissingen: Luitpold footbridge as a girder bridge with a tubular spine over river Saale 93
View
MHW
Site plan
er
rri
ba
Island
to Pump
d
Floo
rooms
Luitpold baths
Fig. 3.10.1b View, isometry, cross section and site plan of the Luitpold bridge.
3 Girder bridges 94
View
MHW
Isometry
Cross section
Site plan
ay
rw
tai
S
3.11 Bad Kissingen, Germany: galvanised, bolted footbridge over ring road B 278
LOCATION Like many other spas, Bad Kissingen banished traffic from the inner main girders and connected with the inner row of posts. All balustrade posts
town onto ring roads such as the B 287 north-east ring. The east ring was and handrails are of stainless steel 18 / 10 hollow round section, 76 mm ø.
recently widened from two to four lanes and provided with a 22.3 m span There are panels of corrugated wire mesh between the posts. The deck pa-
footbridge for spa visitors and local residents. Its effective width is 3 m. The nel was coated with epoxy resin with corundum grit for slip resistance. The
idea of a reinforced concrete structure was dismissed right from the start not balustrades have planting boxes for flowers etc. and can be hung with flags
only because of the critical location of the bridge in a cutting, in a bend and and banners to greet brides, grooms and other guests as they pass under the
at a junction, where formwork and falsework would have been a dangerous bridge.
obstruction for motorists during the erection stage, but also because a mas- CORROSION PROTECTION Hot-dip galvanisation had been planned. The design
sive bridge girder would have blocked the view over the town once the bridge engineer and the steel works commissioned with the prefabrication of the
was in service (Fig. 3.11a). Apart from this, a prefabricated bridge was needed superstructure discovered that the bridge deck, 22.30 m × 3.50 m × 0.62 m,
because it had to be built as quickly as possible in the winter, the “off” season was much larger than the melt pools of European galvanisation plants. This
for spas, with as little interruption to traffic as possible (only half an hour was seemed to put galvanisation out of the question. What was more, the engi-
needed). The road construction authorities, who would later be responsible for neers were afraid that the zinc would not flow into the narrow gap between
bridge maintenance, insisted on hot-dip galvanisation for the superstructure the deck panel and the main girders and also that the main girders, which
and were even prepared to pay any additional costs this might incur. were to be bent cold without pre-warming, would lose their prescribed arch of
THE LOAD BEARING SYSTEM is that of a girder on two supports: the fixed 220 m radius when subjected to the temperature of around 450 °C in the zinc
bearing is in the south-east support wall while the sliding bearing is in the em- bath (deformation as a result of the release of internal bending stress). The
bankment of the north-west abutment. The superstructure arches at a radius superstructure was therefore redesigned to enable galvanisation to take place
of 220 m so that the rise at mid bridge is 220 mm. as originally planned.
THE GALVANISED SUPERSTRUCTURE is a longitudinally divided, bolted girder The deck was cut in half transversely and each part separately galvanised.
frame of four main girders, each 22.3 m long with a web height of 0.6 m, in The parts were then bolted to the main girders (instead of welding them as
a parallel arrangement 1.1 m apart. They consist of two HEB 600 sectional originally planned). The main girder grid was also divided, not along the highly
steel girders on the longitudinal axis flanked by two U 600s at the sides of the stressed transverse axis (as had been done with earlier German bridges in
bridge. The four main girders are connected by eight IPE 360 transverse gir- Bonn, Hamm and Flieden near Fulda) but on the longitudinal axis, which is
ders at intervals of 3.15 m, whereby the transverse girders are attached with generally free from dead weight forces. The main girders of U and T 600 sec-
8 × 6 end plates 360 × 170 × 15 mm and 8 × 4 M 16 / 10.9 bolts. Two deck tional steel presented no problems during galvanisation and were later bolted
panels, each 20 mm thick, 3.50 m wide and 11.15 m long are fitted onto the to the eight three-part transverse girders with end plates to form the girder
frame with countersunk bolts. An edge plate 20 mm thick but only 300 m wide grid as planned. The bridge received two coats of blue paint to further increase
was bolted along the edge of the deck to carry the posts of the balustrades. A the maintenance intervals; it has been in service for 12 years now and shows
second outer row of posts is bolted directly onto the web of the U 600 outer no sign of corrosion.
Fig. 3.11a The footbridge over the east ring road in Bad Kissingen had to be
erected in one weekend and receive the best possible protection against
corrosion. A prefabricated, hot-dip galvanised structure was therefore chosen.
3.11 Bad Kissingen, Germany: galvanised, bolted footbridge over ring road B 278 97
View Ansicht
22,30 m
Plan
Cross section
Querschnitt
1,25 m
0,60 m
3.12 Rietberg, Germany: a flame red, rigid frame footbridge over a new lake
LOCATION The little town of Rietberg with its historical timbered houses was THE SUPERSTRUCTURE is built entirely of S 355 steel and consists of two
the location of the Garden Show of North Rhine Westphalia in 2008. A new lake main trusses each with upper and lower chords of rectangular hollow sec-
was created in the shape of a figure eight with a footbridge over the narrower tion, 300 × 100 × 8.8 mm, rigidly connected by vertical posts of rectangu-
section in the middle. lar hollow section, 100 × 100 × 6.3 mm. These trusses are connected
The bridge was hot-dip galvanised and coated in flame red. It was a generous under the pedestrian deck by transverse girders, also of rectangular hol-
donation by a local company specialising in surface protection to its home low section, 250 × 100 × 8.8 mm, braced by diagonals of angle section,
town of Rietberg and designed by the well-known steel sculptor Professor L 150 × 50 × 8 mm. The pedestrian deck lies on the transverse girders and
Eberhard Fiebig, Kassel. He considered various options and came to the con- consists of a grid of hot-dip galvanised steel plates with a spherical emboss-
clusion that a load bearing structure under the pedestrian deck was out of the ment. This stiffens the plate and at the same time provides a slip resistant
question because more than half of it would be under water. A suspension or surface for pedestrians.
cable-stayed bridge with pylons or as an arch over the pedestrian deck would SLIDING BEARINGS Two transversely fixed sliding bearings support the middle
not have blended into the landscape because the bridge is only one metre of the bridge; two more are located at the “Café” end of the bridge and there
above water level at the banks of the lake. He decided on a straight structure is a fixed bearing at the other end.
without ramps in the form of a two-span bridge (16.08 m + 23.30 m), i.e. a LOW CONSUMPTION LED light fittings are built into the posts of the main trus-
total length of almost 40 m, a constant effective width of 2.80 m and a dead ses and thus are protected against vandalism.
load of approx. 25 t.
THE LOAD BEARING SYSTEM is that of a continuous girder over two intenti-
onally asymmetric openings in the form of a Vierendeel girder (named after
Arthur Vierendeel, 1852 – 1942). Balustrades were unnecessary because of
the trough cross section.
Fig. 3.12a The filigree rigid frame footbridge for cyclists and pedestrians fits
perfectly into the landscape.
3.12 Rietberg, Germany: a flame red, rigid frame footbridge over a new lake 99
View
$"