Klaus Idelberger

The World of Footbridges

From the Utilitarian to the Spectacular
Klaus Idelberger

The World of Footbridges

From the Utilitarian to the Spectacular
Dipl.-Ing. Klaus Idelberger
Untere Marktstraße 8
D - 97688 Bad Kissingen / Rhön

Translated by Linda Wilharm, Hannover, Germany

Cover photo: Double arch bridge over the Rhine-Herne Canal near Gelsenkirchen, Germany.

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Preface
Although footbridges may seem very modest in comparison with railway or
road bridges, they are often important landmarks in the urban or rural land-
scape.
This book contains 85 studies of selected pedestrian and cycle bridges as
open footbridges or enclosed skywalks to protect bridge users from wind and
weather and frequently with an additional function as a utility bridge
carrying conduits and pipelines. All the bridges described were built in Europe
(for example, in Switzerland, Germany, France, Great Britain, Italy, Norway
and Cyprus) and in Asia (for example Singapore, Hong Kong, Malaysia and
Japan) or Australia in the past 30 years. The bridges are presented in chapters
according to their load bearing systems and span lengths, which seemed the
most sensible way to deal with the large number of structures contained in
the collection. It begins with wide-span suspension and cable-stayed bridges
and continues with girder bridges and arch bridges. Chapter 5 is devoted to
enclosed footbridges connecting buildings. These skywalks represent a type of
bridge that frequently has no need for stairways, ramps and support columns.
Each chapter begins with a spectacular and iconic footbridge of international
significance followed by a series of “collector’s items” in the form of unique
and remarkable footbridges likely to inform and inspire future bridge builders.
Each bridge is separately described with subsections dealing with location,
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,
when relevant, details are given of pylons, corrosion protection and construc-
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.
The book contains a multitude of photographs and construction drawings,
often as isometric perspectives, and is intended as a stimulus not only for
structural engineers and architects in their daily practice, but also for clients,
teachers and students. May they all be encouraged to turn their attention to the
fascinating world of footbridges.
During the course of his research, the author set himself the task of dis-
covering the identities of the people involved in the construction of each bridge
and contacted them in order to obtain the technical data and drawings needed
for a systematic analysis – this was difficult even in Germany because of new
regulations for data privacy. He viewed and photographed almost every bridge
in the book and verified the structural descriptions with the builders of the
bridges. The construction drawings were all supplied in the usual sizes of AO
to A2 which could not be reduced to A5 or 1/32 to 1/64 and had to be redrawn.
Thanks go to Mr Fritz Rinschede, Düsseldorf, for the drawings he produced on
the basis of the original plans.
Every effort has been made to name the clients, designers, architects, struc-
tural planners, photographers and authors involved with each structure and,
when applicable, to provide sources and literature likely to facilitate the
reader’s own research.
May the tenacity of the author and the labours of the editors be rewarded!
Klaus Idelberger,
Bad Kissingen, February 2011
 7

Contents

Introduction .......... 11

1 Suspension bridges .......... 12

1.1 Duisburg, Germany: suspension-lift bridge over former branch of Rhine, worldwide innovation ! .......... 14
1.2 Bochum, Gahlensche Straße, Germany: suspension bridge, S-shaped on plan .......... 16
1.3 Sierre, Switzerland: arched, asymmetric suspension bridge over the Rhône .......... 18
1.4 Kempten-Rosenau, Germany: asymmetric suspension bridge over the Iller .......... 20
1.5 Essen, Germany: stiffened suspension bridge over main road B 224 .......... 22
1.6 Overview: seven suspension bridges in Switzerland with span lengths up to 120 m .......... 24
1.6.1 Locarno /Ascona: suspension bridge over the Melezza .......... 26
1.6.2 Aurigeno / Ronchini: impressive suspension bridge over the Maggia .......... 28
1.6.3 Giumaglio: unstiffened suspension bridge over the Maggia .......... 30
1.6.4 Lavertezzo: unstiffened suspension bridge over the River Verzasca .......... 32

2 Cable-stayed and bar-stayed girder bridges .......... 34

2.1 Turin, Italy: “Passerella” – cable fans support bridge from an inclined pylon .......... 36
2.2 Overview: London Docklands: two long-span footbridges .......... 39
2.2.1 London-Docklands: cable-stayed footbridge with pedestrian transporter .......... 40
2.2.2 London Canary Wharf: harp cable-stayed swing bridge, S-shaped .......... 42
2.3 Near Kyoto, Japan: footbridge, cable-stayed from above, below and longitudinally .......... 44
2.4 Weiden, Germany: spiral cable-stayed bridge with three-chord truss over road B 22 .......... 47
2.5 Berlin-Schöneweide, Germany: cable-stayed footbridge “Kaiser Bridge” over the Spree .......... 50
2.6 Cham, Germany: bar-stayed bridge with arch pylon over River Regen and raft harbour .......... 52
2.7 Overview: Walldorf and Wiesloch, Germany: “family” of four cable-stayed girder bridges .......... 54
A Walldorf, SAP: beam bridge over main entrance .......... 55
B + C Walldorf, SAP: two similar girder bridges with Y-pylons .......... 56
D Walldorf, SAP: simple girder bridge; Cross sections of bridges A to D .......... 57
2.8 Lemesos, Cyprus: the first fan cable-stayed footbridge in Cyprus .......... 58
2.9 Redwitz, Germany: bar-stayed bridge with “crow’s nest” over the River Rodach .......... 60
2.10 Weil der Stadt, Germany: cable-stayed footbridge over road B 295 .......... 62
2.11 Metzingen, Germany: bar fans on an inclined pylon over B 312 .......... 64
2.12 Montabaur, Germany: bar-stayed, galvanised girder bridge .......... 66
2.13 Osnabrück, Germany: cable-stayed bridge and arch bridge over the River Hase .......... 68
2.14 Bamberg, Germany: under-deck cable-stayed (hyperboloid) cycle and pedestrian brigde over a branch of the River Regnitz .......... 69

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

3 Girder bridges .......... 70

3.1 Berlin Central Station, Germany: long-span footbridge as a rigid frame bridge over the River Spree .......... 72
3.2 Baden, Switzerland: truss footbridge over River Limmat with elevator tower .......... 74
3.3 Immenstadt, Germany: truss bridge over B 19 N, River Iller and flood channel .......... 76
3.4 Leverkusen, Germany: footbridge in wave form over avenue and landfill .......... 78
3.5 Reutlingen, Germany: steel footbridge with glass planks over the River Echaz and the B 312 .......... 80
3.6 Nikosia, Cyprus: curved girder bridge with tubular spine over Lemesos Avenue .......... 82
3.7 Recklinghausen, Germany: a “dragon” footbridge over a road .......... 84
3.8 Hammelburg, Germany: two truss footbridges over the River Saale .......... 86
3.9 Gelsenkirchen / Essen, Germany: steel fans support footbridge over road and stream .......... 88
3.10 Overview: Bad Kissingen, Germany: two cycle and footbridges, curved on plan .......... 91
3.10.1 Bad Kissingen: Luitpold footbridge as a girder bridge with a tubular spine over river Saale .......... 92
3.10.2 Bad Kissingen, Schweizerhaus footbridge: a trapezoidal box girder bridge .......... 94
3.11 Bad Kissingen, Germany: galvanised, bolted footbridge over ring road B 278 .......... 96
3.12 Rietberg, Germany: a flame red, rigid frame footbridge over a new lake .......... 98
3.13 Bochum, Germany: girder bridge with tubular spine over industrial railway .......... 100
3.14 Zurich, Switzerland: 500 m footbridge with spiral box girder arms over junction .......... 102
3.15 Gelsenkirchen-Horst, Germany: bridge on tubular “serpentine” support over hollow .......... 104

4 Arch bridges .......... 106

4.1 Basle Border Triangle: arch bridge over the Rhine – a world record footbridge .......... 108
4.2 Overview: Gelsenkirchen, German Federal Garden Show: three arch bridges .......... 111
4.2.1 Gelsenkirchen, Germany: double arch bridge over the Rhine-Herne Canal .......... 112
4.2.2 Gelsenkirchen, Germany: arch bridge over Färsenbruch Road .......... 114
4.2.3 Gelsenkirchen, Germany: arch bridge over River Emscher .......... 115
4.3 Dessau, Germany: arch bridge with curved deck over the River Mulde .......... 116
4.4 Oberhausen, Germany: arch bridge over main road B 223 .......... 118
4.5 Castrop-Rauxel, Germany: serpentine arch footbridge over main road B 226 .......... 120
4.6 Munich, Germany: tubular arch bridge “zur Wies’n” over Bayer Straße .......... 122
4.7 Bensheim, Germany: middle deck arch bridge of composite structure over road .......... 124
4.8 Osnabrück, Germany: arch footbridge over River Hase .......... 126
4.9 Sindelfingen, Germany: an arch footbridge leaps into a multi-storey car park .......... 128
4.10 Overview: three arch footbridges in Southeast Asia .......... 129
4.10.1 Singapore: concave-convex rigid frame bridge (Alkaff Bridge) .......... 130
4.10.2 Singapore: an asymmetric, divided arch supports a straight bridge (Robertson Bridge) .......... 132
4.10.3 Singapore: a curved bridge panel supported by a symmetric arch (Jiak Kim Bridge) .......... 134
 9

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

5 Enclosed skywalks .......... 140

5.1 Kuala Lumpur, Malaysia: “Skybridge” at the 41st floor .......... 142
5.2 Enclosed suspension bridges .......... 143
5.2.1 Berlin, Germany: suspended rigid frame bridge with suspension cables over Seller Straße .......... 143
5.2.2 Bietigheim, Germany: a box-shaped footbridge connects two furniture stores .......... 144
5.2.3 Fulda, Germany: glass walls and roof for a box bridge with chain suspension .......... 146
5.3 Cable and bar-stayed girder bridges .......... 148
5.3.1 Munich, Germany: box bridge over underground station and sidings .......... 148
5.3.2 Overview: Walldorf, SAP, Germany: a “family” of five skywalks .......... 150
A Walldorf, SAP: a cable-stayed box bridge over main road .......... 151
B Walldorf, SAP: two-storey girder box bridge .......... 152
C Walldorf, SAP: girder box bridge .......... 153
D Walldorf, SAP: girder box bridge .......... 154
E Walldorf, SAP: truss bridge, angled on plan .......... 155
5.3.3 Poplar, London: cable-stayed tubular bridge over road, rail and motorway .......... 156
5.3.4 Ålesund, Norway: a box skywalk becomes a logo for a shopping centre .......... 158
5.4 Cable and bar-stayed bridges .......... 160
5.4.1 Tuttlingen, Germany: bar-stayed, steel-glass box bridge over main road .......... 160
5.4.2 Bielefeld, Germany: bar-stayed skywalk from hotel to Civic Hall .......... 162
5.4.3 Manchester: spatial truss tube connecting retail store and shopping centre .......... 164
5.4.4 Berlin-Tempelhof, Germany: skywalk as a cylindrical spatial truss .......... 166
5.4.5 Berlin-Tempelhof, Germany: three-storey, cable-stayed enclosed footbridge .......... 168
5.5 Girder bridges .......... 169
5.5.1 Kassel, Germany: girder bridge with triangular cross section connecting factory halls .......... 169
5.5.2 Oslo, Norway: truss bridge with a glass tube on steel frames .......... 170
5.5.3 Hannover, Germany: long double-tube skywalk to exhibition centre and Expo .......... 171
5.5.4 Dresden, Germany: skywalk for passengers at airport .......... 172
5.5.5 Hildesheim, Germany: truss bridge over Speicher Straße .......... 174
5.5.6 Metzingen, Germany: girder bridge with perforated web girders .......... 176
5.5.7 Sulz am Neckar, Germany: girder bridge with perforated web girders connecting school buildings .......... 178
5.5.8 Leukerbad, Switzerland: a glazed truss bridge for a school centre .......... 180

Sources and further literature .......... 182


Introduction
HISTORY The basic function of every bridge is to connect two points, one each
side of an obstacle, using the shortest route. The bridge must be structurally
sound and long-lasting, while limited financial resources normally require it
to be built as cheaply as possible. The footbridge is the original bridge type,
dating back to prehistory before the invention of the wheel, the wheeled
vehicle and of course the road bridge for vehicle traffic. The oldest remaining
footbridge in Germany is the chain bridge over the River Pegnitz in Nuremberg,
which was built in 1825.
The automobile boom in the mid 20th century resulted in the widening of many
roads in the USA. This process continued throughout Europe from around 1960
onwards. Pedestrians were frequently forced into gloomy underpasses or onto
pedestrian bridges. The term “footbridge” is generally used today, although
“pedestrian and cycle bridge” would in many cases be more accurate.
The first German survey of footbridges was published as a 52-page brochure
“Fußwegbrücken” by the Steel Council in Düsseldorf in 1980. The systematic
collection of illustrations, drawings, data and descriptions of this bridge type
was continued and is the basis of this book. Numerous special issues on foot-
bridges have been published since the millennium, some of which appear in
the bibliography at the end of this book.
PLANNING Footbridges are not required to be straight on plan. They can curve
and form angles in the horizontal plane, while the vertical plane can include
arches, humps, stairs and slopes (although these should be limited to a 6 %
gradient to accommodate wheelchair users). Road and rail bridges, in contrast,
are forced by the race for ever-increasing speeds (v > 400 km/h) to be as
straight (R > 2 km) and as flat as possible.
STRUCTURAL ANALYSIS is generally based on an assumed constant load of
5 kN/m2 = 500 kg/m2 = 0.5 t/m2. When the footbridge is designed for occa-
sional use by certain vehicles (such as emergency services or road sweepers),
the parameters are increased to include point loads of 40 to 80 kN = 4 to 8 t,
while accepting higher permissible stresses in load bearing components.
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.
11
OSCILLATION caused by pedestrians or wind (gusts) is often more significant
for structural analysis than dead, live or seismic loads because footbridges
are lighter and more slender than road and rail bridges and therefore more
susceptible to oscillation. Pedestrians are disturbed by oscillation far more
than by any feeling of inadequate stability. Some animals, such as cattle, may
react much more violently than human beings.
THE LOAD BEARING SYSTEMS for footbridges include all the structures known
in road and rail bridge construction: suspension bridges, continuous single-
or multi-span girders, cable- or bar-stayed structures, arch, truss and spatial
trusses. The balustrades are often part of the load bearing system in girder
bridges, supporting the pedestrian deck at their bottom flanges: these belong
to the particularly lively sub-group of stress ribbon bridges.
EFFECTIVE WIDTH Most European building regulations require a minimum
width of 2 m for open public footbridges, although bridges with effective
widths of 2.5 to 2.65 m are common when they are expected to be used by
cyclists, groups of joggers or in some cases, herds of cattle.
BALUSTRADES must be at least 1 m high, or 1.2 m when the bridge is fre-
quently used by cyclists. The balustrades must be designed for a shear force of
1 kN per metre at the height of the handrail. Illumination is commonly installed
in the balustrades or, in the floor of the bridge, whereby the risk of vandalism
must always be considered.
PEDESTRIAN DECKS consist of steel plate (covered with epoxy resin containing
corundum grit for slip resistance), embossed steel, steel grids (a problem for
ladies with high-heel shoes), reinforced concrete (also in connection with steel
load bearing structures), asphalt, glass, polycarbonate glass, hardwood and
fibreglass reinforced plastic. The load bearing structure is generally made of
S 235, (formerly St 37), S 355 (formerly St 52) or in certain cases S 690 high
tensile fine-grained structural steel.
CORROSION PROTECTION Steel components were hot-dip galvanised and/or
were given several coatings of paint in almost every imaginable shade.
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!

Client: City of Duisburg

Design: Schlaich Bergermann & Partner, Consultant Structural
Engineers, Stuttgart
Construction: Stahlbau Raulf, Duisburg
Source: Fußgängerbrücke im Innenhafen Duisburg. 1999, [20]
Photos: H. G. ESCH, Hennef-Blankenberg, Germany

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

Hinge (side view) Cross section

Fig. 1.1d Longitudinal section: normal horizontal position; middle position,

bridge is raised 4.5 m and is open to pedestrians and cyclists; fully raised
position, bridge is raised approx. 9 m and is closed to pedestrians and cyclists.
Fig. 1.1e Plan, side view, cross section.
1 Suspension bridges 16

1.2 Bochum, Gahlensche Straße, Germany: suspension bridge, S-shaped on plan

Client: Local government association of the Ruhr district (KVR) and

“Ruhr Grün” e. V., Essen
Design: Architects: von Gerkan, Marg & Partner, Hamburg
Structural engineering: Schlaich, Bergermann & Partner,
Consultant Structural Engineers, Stuttgart
Building Construction: MSD Maschinen- und Stahlbau, Dresden;
Pfeifer Seil- und Hebetechnik, Memmingen
Sources: Anette Bögler et al.: leicht weit – light structures:
Jörg Schlaich – Rudolf Bergermann. 2005, [21]
Knut Göppert et al.: Entwurf und Konstruktion einer S-förmigen
Fußgängerbrücke in Bochum. 2005, [22]

LOCATION The local government association of the Ruhr district; “Green

Ruhr”; transformed the railway line that formerly transported iron ore from
the Rhein-Herne Canal Basin in Gelsenkirchen to the Bochum steel works
(Bochumer Verein BV / Krupp) into a theme cycle path “Industry / Culture /
Nature”. The “ore” line (Erzbahn), which is built on embankments up to 15 m
in height, crosses other industrial railway lines, German Rail lines (DB) and
roads such as Gahlensche Straße in Bochum. At this point a wide span bridge
now connects several cycle routes. The bridge is slightly inclined and is
S-shaped on plan with a span length of (25 + 50 + 25) m = 100 m between
the pylons and a total length of (33 + 66 + 33) m = 132 m. Its effective width
is 3 m and the balustrades are 1.2 m high.
THE LOAD BEARING SYSTEM of this deck bridge in Bochum is that of a true
suspension bridge with two pylons and an axial main stiffening girder beneath
the pedestrian deck. The pylons P and the main stiffening girder H are built
of high calibre hollow round steel profiles (ø 460 × 15 mm). The pylons are
mounted on spherical bearings and, contrary to the original plans, are inclined.
This made rear anchorage unnecessary. Deep pile foundations were needed
for the anchor blocks A to secure them in the former railway embankment,
built in 1900.
THE PEDESTRIAN DECK is made of 12 mm thick steel plate and is transver-
sely stiffened with cross girders Q of heavy plate, 36 mm thick, and longitu-
dinally with girders of built-up double-T section. Pedestrians and cyclists are
protected by minimalistic wire mesh fencing mounted between two cables,
16 mm ø. The cables and wire mesh are of high grade V2A steel with 18 %
chromium + 8 % nickel.
THE FULLY ENCLOSED GALVANISED MAIN CABLES T are 85 mm in diameter
with 32 wires. The hangers are 10 mm ø and are made of high grade “stain-
less” V4A steel with 18 % chromium + 10 % nickel.

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

Cross section I Cross section II



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

Client: Etat du Valais (Canton Wallis) Service des Routes

et des Cours d’Eau, Switzerland
Structural engineering: Dr. Hans-G. Dauner, Sion, Valais,
Bureau d’Ingénieurs Dauner, Joliat & Associés SA, Switzerland
Source: Laurent Moix: Passerelle sur le Rhône – Ouvrage d’art.
1998, [23]

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.

Fig. 1.3a An aging wooden footbridge was replaced by a dynamic

asymmetric suspension bridge: structural sophistication and first-class
integration into the landscape – the new footbridge in Sierre, Switzerland.
Fig. 1.3b Cross section through bridge and pylon.
1.3 Sierre, Switzerland: arched, asymmetric suspension bridge over the Rhône 19

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.

Fig. 1.3c View and plan.

Fig. 1.3d The unconventional H-shape of the pylon is a striking feature
of the asymmetric bridge.
1 Suspension bridges
1.4 Kempten-Rosenau, Germany: asymmetric suspension bridge over the Iller
LOCATION In 2009, an investor redeveloped the “Rosenau” district, a part of
Kempten with good access to the town centre, by converting an abandoned
spinning mill on the east bank of the River Iller and the weaving mill on the
other side into a residential area. Prior to this the “Iron Bridge”, a decrepit
truss bridge built in 1886 to connect the two factories and listed as a historical
structure, had been partly dismantled because its two iron piers had caused
a dangerous back-up of water extending into the old town of Kempten during
the floods of 1999 and 2005. The client, the investor, the local authorities and
the department for the preservation of historical monuments considered three
types of superstructure:
1. a suspension bridge without piers,
2. a single-span truss bridge,
3. a two-span truss bridge with a centre pier.
The first option of a single pylon suspension bridge was chosen and became
the first suspension bridge in the Allgäu region. It has a span of 54 m and an
unusually generous effective width of 3.5 m. The transparency of the modern
steel suspension construction (Fig. 1.4a) encroaches less on the surrounding
historic buildings than the original iron truss bridge. Although the bridge spans
the river from bank to bank without a pier, it was not necessary to compensate
this with a thick deck structure, which would have detracted from the appear-
ance of the ensemble. The banks were raised by nearly 1 m to further reduce
the flood risk.
THE LOAD BEARING SYSTEM is a self-anchored suspension bridge as a deck
bridge of composite construction with a low-maintenance reinforced concrete
pedestrian deck flanked by steel box girders and back-anchored at two slightly
inclined tubular steel pylons.
THE STEEL STRUCTURE consists of two parallel seamlessly welded box girders,
3.9 m apart, with a trapezoidal cross section and a height of only 450 mm. The
transverse girders, which are placed at intervals of 5.7 m, provided a sturdy
20
Client: EPTAGON Immobilienholding GmbH & Co. KG, Frankfurt;
Fünfte Eptagon Immobilien GmbH & Co KG, VS Villingen
Planning: Dr. Schütz Ingenieure im Bauwesen GmbH, Kempten,
Dipl.-Ing. Gerhard Pahl
Steel construction: STS Stahltechnik GmbH, Regensburg
Cable construction: Pfeifer Seil- und Hebetechnik GmbH, Memmingen
Sources: Gerhard Pahl: Die neue Rosenaubrücke über die Iller
in Kempten. 2007, [24]; companies’ press releases
girder grid during construction and later served to strengthen the pedestrian
deck of the finished bridge at the hanger connections. The deck itself consists
of a row of 100 mm thick precast concrete sections covered with a 150 mm
concrete layer. The steel superstructure was calculated as a spatial frame.
THE PYLONS are 25.4 m high and inclined 7.2° to the side and 10° backwards
(away from the river). They are of seamless hot-rolled tubular steel, 457 mm ø,
each bearing an 85 mm main cable. The hangers are 21 mm in diameter and,
like the pylons, are inclined at 10°. They are positioned at intervals of 5.7 m,
corresponding to the spacing of the transverse girders.
THE ASSUMED LOAD was 5 kN/m2 plus cleaning vehicle as a concentrated
load.
PRODUCTION AND ERECTION The cambered box girders were manufactured
in two sections. The girder grid was assembled on the river bank near the
eastern abutment and then pushed onto the two piers of the old iron bridge,
which had been left for this purpose. The precast reinforced concrete slabs of
the deck, each up to 2.2 t in weight, were then lifted into position. A concrete
top layer could then be applied without the need for complicated formwork.
The inclination of the pylons was slightly increased from their position during
erection (shown as a dashed line), lifting the bridge off the piers, which
were then dismantled. The use of the old piers as temporary supports during
erection was therefore efficient and cost effective.
DYNAMIC ANALYSIS was regarded as essential because a soft and light load
bearing structure is susceptible to oscillation. The original plan had been to
install tuned mass dampers in the final construction. Instead, a dynamic ana-
lysis was made, which led to adjustment of the load bearing structure. The
calculated values for the resonant frequencies of oscillation were found to be
within the limits given in professional literature, suggesting that dampers were
not necessary. Oscillation measurements were later carried out on the finished
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

Fig. 1.4b View (dashed line = position of pylons during erection),

plan and cross section through deck.
1 Suspension bridges
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
E 34 /A 40 “Ruhr motorway” on the east-west axis and the B 224 Friedrich-
straße – Bismarckstraße running north-south and converging with Hohen-
zollernstraße at Bismarck Platz in Essen-Rüttenscheidt.
At this point, in May 2002, an open pedestrian bridge was built over the B 224
in the form of a suspension bridge, which is highly unusual for inner-city
locations. Traffic there is extremely heavy and the bridge crosses the four to
six lanes of Bismarckstraße plus sidewalks with a total span of 66 m (80 m
including ramp), middle span of 27 m and 58.8 m span between the anchor
blocks. The effective width is 2.7 m between the balustrades (Figs. 1.5a –
1.5c).
THE LOAD BEARING SYSTEM is that of the currently very popular suspension
bridge with stiffening girders V. The main cable T (48 mm ø) extends over the
road between A-shaped pylons at each side of the road. The deck D rests on a
pair of stiffening girders V and is suspended from the main cable on 12 splayed
hangers (25 mm ø). The two pylons are each back-anchored by a main cable
attached to a gusset plate from which the two splayed anchor cables R (also
48 mm ø) extend. A guy rope U (40 mm ø) beneath the bridge secures the
pedestrian deck against lifting caused by load reversal, for example strong
wind or an asymmetric load on the bridge. The superstructure is thereby stif-
fened to the extent that the lowest eigenfrequency of its bending and torsional
oscillations is greater than the limit value 3.0 Hz, as specified by the client. All
cables are of fully enclosed spiral steel wire.
22
Client: City of Essen
Property developer: steag Walsum Immobilien AG, Duisburg-Walsum
Structural engineering: Ingenieurberatung VBI Pühl & Becker GbR,
Essen
Inspection engineer: Dipl.-Ing. Martin Neff, Oberhausen
Steel construction: Johannes Dörnen, Stahlbauwerk GmbH & Co. KG,
Dortmund
THE LOAD BEARING SYSTEM was analysed using the 4-H-FRAP program by
PCAE GmbH, Hannover, assuming a spatial frame structure. The calculated
value of the first resonant frequency was 3.10 Hz. This was confirmed by
a comparative analysis performed by the independent inspection engineer
Dipl.-Ing. Neff, who calculated the first resonant frequency to be 3.2 Hz.
Oscillation measurements on the finished bridge in 2001 arrived at a value of
3.25 Hz, well on the safe side.
THE STEEL SUPERSTRUCTURE of the bridge in Essen consists of a stiffening
girder V, i.e. two transversely connected main girders (ROR 406.4 mm ø ×
12.5 mm). Twelve connecting bow-shaped transverse girders Q are welded on
to the longitudinal girders at stub connection points. The main and transverse
girders are of hollow round steel (ROR 244.5 mm ø × 6.3 mm and 12.5 mm;
S 355). The pedestrian deck D is freely suspended between the pylons; it is
made of 15 mm thick heavy plate with a layer of mastic asphalt containing
corundum grit for slip resistance.
THE TWO PYLONS are trestles with columns of hollow round steel
(ROR 457 mm × 10 mm ø) spread in an A-shape and tapering at the ends.
The upper main cable T is attached to each side of a plate fitted between the
columns at the head of each pylon. Each column is decorated and optically
lightened by an eye-catching “wing” of 15 mm heavy plate with circular cut-
outs of increasing and decreasing diameter. They are painted light grey – an
important design feature of the bridge. The feet of the pylon columns rest on
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

Longitudinal section Pylon

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

Fig. 1.5b Longitudinal section: The bridge in

Essen-Rüttenscheidt has a middle span of 27 m,
is 58.8 m long between the anchor blocks and has
total length of almost 80 m including ramp.
Fig. 1.5c Details: lower bracing, longitudinal
girders, bow-shaped transverse girders fitted
convexly to the deck.
Fig. 1.5d The load bearing system as an isometric
drawing.
1 Suspension bridges
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
pour into the north end of Lake Maggiore (close to the river Ticino) in the Swiss
canton of Tessin; the Maggia separates the villages of Locarno and Ascona.
It is a challenging region for bridge builders: the lower course of the Maggia
is a nature conservation area and the river bed is rocky. The water volume of
the Maggia can increase more than one thousand-fold in a matter of hours. In
1975 it swelled from ~2 m3/s to 5000 m3/s (the normal volume of the Rhine!)
after cloudbursts in the surrounding mountains. Bridges, footbridges and even
houses were swept away. When these bridges were rebuilt or new bridges
planned, the piers were generally placed outside the river bed, resulting in
extra-long spans of up to 120 m in the form of suspension bridges with or
without stiffening girders or, in exceptional cases, as arch bridges. Another
reason to build new bridges, especially utility pipe bridges, was and remains
24
the need to connect isolated houses and villages along the courses of the
rivers to mains water supplies and, particularly, to the collection systems of
communal waste water treatment plants such as in Locarno. The same ap-
plies to the River Verzasca, which pours into Lake Maggiore 5 km north of the
Maggia between Locano and Bellinzona. A bridge of this construction type is
also located in Sierre on the Rhône.
THE SUPERSTRUCTURES of all utility pipe, cycle and footbridges in this area
are bolted together from small, mostly serial steel components, and are there-
fore predestined for hot-dip galvanisation. This was used as a very long lasting
corrosion protection for the bridges listed and described in the following.
INCIDENTALLY: the oldest remaining chain suspension bridge in Switzerland
is said to be the Altenburg Bridge over the River Aare in the centre of Berne
(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

Examples of long-span suspension footbridges in Tessin, southern Switzerland

Span length Total length Over river Location Distance from Year of Engineer /Architect
at / between Lake Maggiore Construction

120 m 120 m Melezza Locarno (Ascona) 5 km 1997 Meister

96 m 120 m Maggia Aurigeno (Ronchini) 12 km 1986 Meister

100 m 135 m Maggia Avegno 8 km 1978 Dazio

82 m × 3 246 m Maggia Giumaglio 25 km 1997 Municipality

52 m 60 m Bavona Sabbione (Dreone) 35 km 1991 Mattai

60 m 75 m Verzasca Lavertezzo 15 km 1997 Passera SA

68 m 106 m Rhône Sierre (Valais) near Brieg 1999 Dauner

Fig. 1.6b Locations of suspension footbridges in the Italian-speaking

Swiss canton of Tessin.
1 Suspension bridges
1.6.1 Locarno / Ascona: suspension bridge over the Melezza
LOCATION In the Swiss canton of Tessin, ~5 km above the point where the
Maggia flows into Lake Maggiore, the wild waters of the Maggia converge
with its tributary, the Melezza, close to the Ponte Brolla conservation area. Two
villages, Tegna above Locarno and Losone above Ascona, are connected by a
120 m long, 120 m span and 2.70 m wide combination bridge for pedestrians,
cyclists and utility pipelines.
THE LOAD BEARING SYSTEM of this bridge upstream from Locarno is that of
a suspension bridge with a stiffening girder. The stiffening girder consists of a
mains water pipe and two waste water pipes, which were the main reason to
build the bridge, together with a conduit for electricity cables. The main cables
T are suspended between a pair of massive anchor blocks A and a mast pylon
P on each bank. The bridge deck D, which lies on the stiffening girder V, is sus-
pended from a pair of main cables, each with 18 hangers H. Each main cable T
with its 18 splayed hangers forms a plane with an almost constant inclination,
just off the perpendicular.
THE GALVANISED STEEL SUPERSTRUCTURE of this multi-purpose bridge con-
tains four pipes coupled together to form a stiffening girder V. The two larger
pipes, with diameters of 520 and 508 mm, are located under the outer edges
of the pedestrian deck and the two narrower inner pipes, with diameters of
420 and 406.4 mm, run adjacent to the longitudinal axis. Each pipeline is
divided into 19 sections, each 6 m long, and two end sections, each 3 m long,
all with flange connections. Each flange joint contains a third flange of greater
diameter. I 160 / 120 steel sections are welded on to the top and bottom of
these flanges to form transverse girders coupling the pipes, with eyes for the
hangers welded on to the outer flanges. Cross bracing of 60 × 35 mm steel
bars is located between the two larger outer pipes and above and below the
smaller inner pipes. The six gusset plate joints of the cross bracing facilitated
connection on site and are easily removed if it later becomes necessary to
replace pipes. T-stubs welded onto the transverse sections at the inner sides
26
Client: ATVC Municipalities Joint Venture
Design, photos: Ufficio d’Ingegneria Maggia SA, Locarno, Switzerland
Steel construction, erection: Schaetti AG, Wallisellen/Zurich,
Switzerland
of the larger outer pipes are the attachment points for the longitudinal girders
of IPE 200 sectional steel. The pedestrian deck lies on the longitudinal girders
and consists of precast white reinforced concrete slabs 2.6 m wide, 1.5 m
long and 100 mm thick.
THE TWO PYLONS are of 570 / 500 mm ø tubular steel and rise 18 m above
ground level with a total length of 21 m including fixings in a valve chamber for
the mains and waste water pipes. The valve chamber is built deep in the stony
bank of the river on two approx. 14 m long foundation piles.
THE BALUSTRADE SECTIONS (2 × 1 m) are fitted onto stub connections.
BEARINGS Two short pin-ended columns serve as bearings for the bridge and
it is guided in its longitudinal axis over rollers in the valve chambers at each
side of the river. The bridge can therefore expand in each direction from its
fixed point at mid span. The expansion joints in the pedestrian deck above the
valve chambers are concealed and protected by rubber covers.
CORROSION PROTECTION for almost all structural components is by hot-dip
galvanisation and an additional double coating of Duplex rust protection in
flame red. The railings were only galvanised because this protection was re-
garded as adequate and because the light silver appearance is an attractive
contrast to the red of the other structural components. The pylons were only
coated (four coats with a top coat in flame red) because they were too long
for the galvanising baths in Tessin. The hangers H and the threaded cable
end connections are of stainless steel 18/8 with 18 % chromium and 8 %
nickel. The wires of the main cables are protected from corrosion by the Galfan
process, in which plate, strip or wire is continuously drawn through molten
zinc with a high proportion of aluminium additive to create an Fe-Zn-Al alloy
coating with excellent corrosion resistance. The HT bolts in the stiffening
girder were Cobao galvanised. All these measures were taken to ensure that
the service life of the main cables and the connections would be the same as
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

high water level

THE UNUSUAL METHOD OF ERECTION was the work of a specialised sub-

contractor. Using mobile cranes, they erected the two pylons complete with
their cable saddles and then suspended the main cables with their 18 hangers
between them. An auxiliary cable between the pylon heads served to lift the
prefabricated stiffening girder sections with their four pipes into place, be-
ginning at mid span and working outwards symmetrically. The cross bracing
and the longitudinal girders, on which the future deck would lie, were then
fitted, followed by the balustrades. Another specialised subcontractor inserted
exchangeable endless polyethylene inner pipes, previously butt welded on the
river bank, into the steel pipes of the stiffening girder. Spacing lamellae ensu-
red concentricity of the outer and inner pipes.

Cross section

Plan

Fig. 1.6.1b Bridge over the Melezza between Locarno-Tegna

and Ascona-Losone; partial view.
Fig. 1.6.1c Erection.
Fig. 1.6.1d Plan and cross section.
1 Suspension bridges 28

1.6.2 Aurigeno / Ronchini: impressive suspension bridge over the Maggia

Project: IM Engineering Maggia AG, Ing. Hansrüedi Meister, Locarno,

Switzerland

LOCATION A combination bridge for pedestrians, cyclists and pipelines, also

120 m long, but with a span of only 96 m and width 1.2 m was built as a
connection between Aurigeno and Ronchini, 12 km north of where the Maggia
flows into Lake Maggiore, to replace a bridge destroyed by floods following a
cloudburst.
THE LOAD BEARING SYSTEM is that of a trough bridge in the contemporary
form of a suspension bridge with stiffening girder. Two main upper cables OT
are slung between one single massive anchor block A and H-shaped pylon on
each bank, from which the trough-shaped bridge girder is suspended. The two
main upper cables OT with the 46 V-shaped hangers H and a lower bracing
cable UT form a virtually perpendicular plane.
THE GALVANISED STEEL SUPERSTRUCTURE comprises two parallel longitudi-
nal stiffening girders V of IPE 160 steel section, 1.10 m apart, connected by 41
trough-shaped transverse frames Q (also welded IPE 160).The top edges of the
transverse frames are fixed to the lower cables UT. These lower cables (32 mm
ø) are connected to the upper cables OT (45 mm ø) by V-shaped hangers. The
upper main cables end in “eyes” at the heads of the pylons, which meant that
complicated cable saddles were unnecessary. Cross bracing made of stainless
steel wire (8 mm ø) with turnbuckles is located under the transverse frames
and serves as horizontal stiffening. A close-meshed open grid was selected for
the bridge deck because cattle are driven over the bridge.
THE TWO PYLONS P are H-shaped with spread “arms” and “legs”. The co-
lumns are made of welded heavy plate box girders, 500 × 300 mm at the
“waist” and tapering to 300 × 300 mm at the upper and lower ends. They are CORROSION PROTECTION All steel parts were galvanised, which was no
connected at the top by a cross bar of tubular steel, 101 mm in diameter, and problem because of the bolted construction method and the relatively small
in the middle by a box section, which was designed in two parts for easier size of all the parts. The zinc coating was examined in 2009 after two decades
handling and joined on site with 24 M16 HV bolts. The high grade steel foot- of exposure to the elements and showed no signs of corrosion. All parts are
plate of the pylon can slide on an intermediate layer of neoprene. of stainless steel with 18 % chromium and 8 % nickel (V2A).
THE BALUSTRADES are bolted between the transverse frames and consist of
60 × 40 mm angle steel sections with vertical strands of 8 mm corrugated
wire.

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

Cross section Pylon

T
H
H
UT UT

OT OT

H H

V V

UT

Pier

Fig. 1.6.2c View, plan and cross section with pylon.

1 Suspension bridges 30

1.6.3 Giumaglio: unstiffened suspension bridge over the Maggia

Client: Patriziato Giumaglio, Casa Communale, Giumaglio, Switzerland

Design: Studio d’Ingegneria Andreotti + Parnter, Locarno, Switzerland
Steel construction: Olivero Patocchi, Metalcostruzioni, Cevio,
Switzerland
Erection: Schätti AG, Cableways, cable haulage, Tuggen, Switzerland
Steel cables: Provided by OFIMA

LOCATION The village of Giumaglio (25 km upstream from Locarno, Switzer-

land) virtually rebuilt an old and rusted footbridge over the Maggia in 1997. The
new bridge has three spans, each 82 m long and, with its total length of approx.
245 m, is the longest footbridge in the Maggia valley, although it does not have
the longest span. There is an anchor block A on the north-east side towards
the road but to the south-west, towards the present river bed, it is anchored in
the rock of the mountain side F, which made a fourth pylon unnecessary.
THE LOAD BEARING SYSTEM is that of the archaic suspension bridge without
a stiffening girder.
THE GALVANISED SUPERSTRUCTURE consists of a pair of upper main cables
OT and lower main / bracing cables UT, each of 30 mm ø. Transverse frames
Q of bar steel, U 50 mm × 40 mm, are suspended from hangers H (11 mm ø),
at intervals of 4.8 m. Pedestrians are protected by two cables K1 and K2 and
a handrail cable Ha (11 mm ø) of stainless steel wire.
A stiffening girder was not considered necessary because only hikers cross the
bridge; cattle would not be using it, nor was it needed to carry utility pipelines.
A pedestrian deck of steel grid G and only 0.6 m effective width was deemed
sufficient. Building costs were very low, but because there is no stiffening
girder, the deck structure is very light and relatively unstable. The bridge there-
fore bears a notice “Dondolare prohibito” – “Do not rock the bridge”. Similar
bridges without stiffening girders can be found in Sabbione and Lavertezzo
(Section 1.6.4), and are described separately.
THE SIMPLE STEEL PYLONS are in the shape of portals of varying height and
consist of welded HEB 180 sectional steel. The grid of the pedestrian deck
rests on the HEB 140 girder which forms the cross beam at mid height of the

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

Fig. 1.6.3c View, standard cross section and pylon portal.

1 Suspension bridges 32

1.6.4 Lavertezzo: unstiffened suspension bridge over the River Verzasca

Client: Luigi Togni, Gordola, Switzerland

Design: Passera Pedretti & Partners Ltd, Consulting Engineers,
Grancia-Lugano, Switzerland
Steel construction: C. S. T. Impresa Costruzioni SA, Biasca,
Switzerland

LOCATION In 1997, a private individual built a 75 m long and 1 m wide bridge

with a span of 60 m over the Verzasca above the majestic reservoir “Lago di
Vogorno”, upstream from Locarno-Gordola near the village of Lavertezzo. He
wanted private access to his holiday residence located on a bluff on the other
side of the mountain stream, presumably followed by his wife and faithful
hound.
THE LOAD BEARING SYSTEM is that of the archaic bridge type: suspension
bridge without stiffening girder.
STEEL SUPERSTRUCTURE A pair of upper main cables OT (28 mm ø) extends
from the anchor plate A and an H-shaped pylon P, both on the east bank of the
Verzasca, to the other pylon P', on the west bank. Because there was no room
for an anchor block next to the house, the pylon P' was rear anchored in the
rock by two braces of U 200 steel section.
THE TWO PYLONS are 2.5 m high frames of IPB 200 sectional steel. The upper
columns are bolted to the portal to reduce size and weight for helicopter trans-
port. The load bearing structure of the bridge was kept to a minimum to reduce
costs and weight, and all structural components were galvanised to achieve
the longest possible maintenance-free service life.
THE PEDESTRIAN DECK is of grating (with 35 × 35 mm apertures because of
the dog) and rests on longitudinal girders L 60 × 60 × 5 mm; these are coup-
led with transverse girders L 40 × 40 × 4 mm and zigzag bracing of the same
bar steel. The handrail is 0.9 m high with two lower protective rails of height
0.6 and 0.3 m, all of stainless steel wire cable, 10 mm ø. The perpendicular
hangers are of 8 mm stainless steel wire cable and are 1.5 m apart.

Fig. 1.6.4a Minimalised bridge over the Verzasca near Gordola.

Fig. 1.6.4b Suspended in mid air: the perpendicular hangers are 1.5 m apart.
1.6.4 Lavertezzo: unstiffened suspension bridge over the River Verzasca 33

View

Pylon

Plan

Fig. 1.6.4c View, plan and cross section.

Fig. 1.6.4d The bridge has a span of 60 m high over the waters
of the Verzasca.
Cable-stayed and
bar-stayed girder 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.
2 Cable-stayed and bar-stayed girder bridges
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
69 m high and an effective width of 4 m, the “Passerella” foot and cycle bridge
over main railway tracks at Turin station is the highest structure in this collec-
tion. It was built between 2003 and 2005 as part of an extensive construction
programme for the 2006 Winter Olympics and became a landmark for Turin
and a symbol of the regeneration of the city after the demise of the car in-
dustry.
The former FIAT works at Lingotto to the east of the railway became the Olym-
pic village, which has since been turned into a residential area with apartments
for young families. The Olympic centre for communication and logistics was
built on the grounds of an abandoned wholesale market, Mercato Ortofrutti-
colo all’Ingrosso (MOI) to the west of the railway lines. The “Passerella” MOI
footbridge connects the two districts.
PROGRAMME, CONSTRUCTION The design and erection of the bridge was
greatly influenced by safety considerations because the bridge was to cross
main line traffic of the Italian state railway Ferrovie dello Stato (FS). Safety and
dimensional regulations stipulated by FS had to be observed, but also the rele-
vant Euro Codes. Railway traffic was not to be impeded or jeopardised during
construction. The electrification system of the railway uses direct current; steel
components and, in particular, the foundations had to be protected from the
corrosive effects of residual current in the damp ground.
AN ARCHITECTURAL COMPETITION for the 2006 Winter Olympics included
the design of a footbridge. The winning design, “Passerella” by Hugh Dutton
Associés HDA, Paris, provided a focal point for the entire Olympic Village and
was, as such, a symbol of the Olympic Games, but also of the dynamic rege-
neration process in Turin as a city. At the same time this cable-stayed bridge
is an expression of the dynamism and potential of present-day Italian steel
construction.
DESIGN The design philosophy of the winning architects, Hugh Dutton
Associés HDA, was that the architectural composition and conception should
find their logical expression in the load bearing structure. HDA believes that
observers experience aesthetic pleasure and sensual satisfaction in the
dynamics of the structure when they perceive and understand the interaction
36
Client: Agenzia Torino 2006 (RUP Ing. Marco Operto), Italy
Description, design of bridge/pylon: HDA Hugh Dutton Associés,
Paris
Steel construction: Falcone F. lli s. r. l., Villafaletto CN, Italy
Damper calculation: ARUP Partnership, London
Damper construction: Maurer Söhne GmbH & Co. KG, Munich
Sources: Ouvrages Metalliques. Bulletin N°5/2008, [10]
of the forces involved (typical talk for architects!). This can be compared with
the beauty perceived in the body of an athlete in the moment when tensed
muscles release their maximum strength. It also means that good design fo-
cuses on the essential.
THE INCLINED PYLON has an “upright” height of ~85 m and an “inclined”
height of ~61 m; it is 55 m wide at the base. The angle of its inclination over
the railway tracks is ~65° to optimise the geometry of the cables. The height
of the pylon was defined by the critical angle of the longest (130 m) cable.
There is also a slight transverse inclination of the arch to optimise the crossing
angles of the cables in relation to the gentle curve of the pedestrian deck.
The pylon is in the shape of a horseshoe and is built from 370 t of welded
heavy plate Fe 355K in the form of pre-cut, conically shaped sections. Its cross
section is an equilateral triangle with a side length of 3 m, which was selected
to enable internal access for maintenance and in response to the predicted
behaviour of the structure in terms of bulging and tilting between the cable
insertion points (lateral torsional buckling). The triangular cross section con-
tains stiffeners and load-distributing diaphragms at the cable insertion points,
consisting of tubes to accommodate standard cable fittings. The cable an-
chorages are concealed within the pylon and do not therefore detract from its
purist appearance.
The inclined pylon was a particular challenge to the structural analysts and
engineers because it had to withstand the oscillation likely to occur in a cable-
stayed bridge structure, a phenomenon well known after the publicity received
by the problems of the Millennium Bridge across the Thames in London. Spe-
cialists in oscillation damping from London and Munich provided an innovative
solution to the problem.
The arch pylon is painted a bright red-orange (RAL 2032) reminiscent of the
traditional orange of the red lead coatings formerly used as corrosion protec-
tion. The preliminary zinc spray treatment was followed by coatings of ep-
oxy resin and polyurethane before the decorative colour coating was applied.
The luminous red-orange underlines the formal dynamism of the arch. During
the day it is visible for miles and at night it almost has the effect of a light-
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
The pylon arch is founded on the only piece of land available, a narrow strip
between the railway tracks at the former wholesale market, MOI, and a main
road.
The inclined pylon is anchored to the pedestrian deck by eight pairs of galva-
nised cables, each 7560 / 55 mm ø, attached in pairs at each side of deck at
18 m intervals. Further anchorage cables in a diamond configuration at the
base of the pylon tie the pylon arch and the bridge deck together. In case of
failure of any support, the dead weight of the pylon arch can be supported by
only two of the 8 × 2 cables.
The complex geometry of the cables between the arch and the bridge deck
creates the virtual volume of a sculpture imparting dynamism and grace to the
architectural composition.
PIEDRITTI “Little legs, supports” made of tubular steel welded in the form of
a V or N provide rear anchorage points for the cables. Their sliding bearings
allow longitudinal movement of the bridge deck when temperatures fluctuate.
THE STEEL SUPERSTRUCTURE is in two sections strictly separated from each
other. The larger of the two, “Strallata” (the cable-stayed structure), is 235 m
long and spans the railway tracks. It is suspended from the pylon and can-
tilevered at each end towards MOI and Lingotto. The smaller 120 m section
known as “Lingotto” connects the Strallata middle section with an already
existing bridge to the Lingotto shopping centre; this section of the bridge rests
on its own V and N-shaped supports.
The ~18 m spacing of the cable attachment points corresponds to the greatest
possible span of a rolled I-girder, 1.2 m in height, and fulfilled the specifica-
Fig. 2.1b Aerial view of the “Passerella” connecting two districts over
railway lines in Turin.
37
tions of the railway authorities. In addition to its curve on plan, the bridge deck
has a slight “hump” to allow adequate clearance of the overhead electricity
lines of the railway and at the same time achieve the lowest possible deck
height at the two points of access.
THE BRIDGE DECK consists of two built-up I-girders, 1 m in height. The bot-
tom flange is bolted to transverse girders of HEB 20 steel section at intervals
of approx. 4 m and HEA 160 diagonals (Fig. 2.1c shows a cross section of the
welded construction). The pylon bearings are the fixed points of the bridge.
Sliding bearings are located at each of the two bridgeheads.
THE PARAPET is encased in panels of sheet aluminium, arrow-shaped in cross
section, which give the “Passerella” an aerodynamic profile. The underside of
the bridge is also clad in flat panels. The bridge was calculated for wind pres-
sures of up to 250 kg/m², more than specified by the Euro Code.
THE BEARINGS have to withstand the dead load of the arch of 460 t and the
660 t of the bridge plus tension from the stay cables; they additionally have
to absorb 3 % torsional stress. A Munich manufacturer specialising in bridge
bearings supplied the spherical bearings with ~25 000 kN permitted overload.
COUNTERBRACING CABLES Assuming a flat, curved deck, there is a danger of
torsional buckling because a moving load could alter the configuration of the
cables. Counterbracing cables solved this problem.
THE FOUNDATIONS OF THE ARCH PYLON were designed to reach a depth of up
to 18 m in the alluvial sedimentary ground with high groundwater levels, but
hit an impenetrable substratum, causing last-minute changes to be made in
the foundation procedure originally proposed by a local consultant.
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

2.2 Overview: London Docklands: two long-span footbridges

LOCATION Many river wharves in Europe have been unable to accommoda-

te the large, deep-draught vessels in use today. This was the reason for the
demise of the shipbuilding industry in London’s East End from about 1970
onwards. The gigantic industrial wasteland that remained has been an area
of redevelopment and regeneration for decades now. Businesses, office buil-
dings and housing have emerged with the help of huge public funding.
PUBLIC ROADS AND TRANSPORT The London Docklands Development Corpo-
ration LDDC has built several footbridges with spans of up to 130 m and has
opened the Docklands Light Railway to connect the area to a new line of the
London Underground.

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
2.2.1 London-Docklands: cable-stayed footbridge with pedestrian transporter
LOCATION The harbour in the East London Docklands was formerly surroun-
ded by the facilities of the Royal Victoria Docks. Today an exclusive residential
area with apartments and town houses looks onto a harbour primarily used for
water sports. A footbridge with an impressive span (130 m) and width (5.2 m)
was built over the huge basin, providing access to public transport in a section
of the Thames served with very few bridges. The bridge deck is at a height
of 15 m to allow high-masted sailing vessels to pass. A transporter for up
to 40 passengers travels under the deck from one side of the dock to the
other.
HISTORY The transporter bridge with a suspended “ferry” is not an entirely
new concept, but goes back to the robust and ingenious engineering of the
Victorian era. The English engineer Charles Smith had the idea of ferrying
people and vehicles over a stretch of water on a mobile open platform or in
an enclosed cabin, whereby the platform or cabin was suspended from ro-
pes between portals or trestles on each bank. The French engineer Ferdinand
Arnodin developed the concept in the early 20 th century and these trans-
porter bridges were used to cross deep water at places where heavy ship
traffic prevented the use of normal lift or swing bridges. Transporter bridges
became familiar sights in industrial docks from Middlesbrough to Bilbao.
A similar suspended ferry can be found under the railway bridge over the
famous Kaiser Wilhelm Canal, known today as the Kiel Canal.
40
Client: London Docklands Development Corporation LDDC, London
Structural engineering: Techniker Ltd, London
Architects: Lifschutz Davidson, Thames Wharf Studios, London
Steel construction: Kent Structures Marine Ltd, Queensborough
THE PRESENT Architects and structural engineers rediscovered and revived
the principles of the old transporter bridges or suspended ferries to create a
light and elegant footbridge that has already become a landmark in the once
depressingly bleak East End.
A COMPETITION had initially specified an enclosed footbridge with a slender
cross section to reduce wind turbulence and with adequate clearance for
yachts. Taken literally, this suggested a somewhat tedious long tube that
would have cut pedestrians off from the outside world. Then the architects
entered their proposal for an open bridge with an enclosed transporter beneath
the deck. An adjustable travelling cable mechanism lifts the cabin from the
starting point on one side of the dock up to the travelling height under the
bridge and lowers it again to the landing point on the other side. Alternatively,
the cabin can also travel just above the water level when there is no shipping
in the vicinity. The 5.2 m wide promenade on the deck of the footbridge provi-
des a spectacular view over the Docklands. It cannot be used in bad weather,
because it is not enclosed; pedestrians then use the transporter.
THE LOAD BEARING SYSTEM is a deck bridge as a cable-stayed girder on two
support trestles, the stairway and elevator towers on each bank. The stiffening
main girder is multiple self-braced with overlapping triangular bracing and is
also rear anchored on each bank with a kind of bowsprit (Fig. 2.2.1a). This
load bearing system is known as an “upturned” Fink truss as patented by
Fig. 2.2.1a The Royal Victoria Dock Pedestrian Bridge in Newham,
Greater London (London Docklands) – an open footbridge over the former
Royal Victoria Dock.
Enclosed stairway, elevator tower, transporter cabin.
2.2.1 London-Docklands: cable-stayed footbridge with pedestrian transporter 41

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

2.2.2 London Canary Wharf: harp cable-stayed swing bridge, S-shaped

Client: London Docklands Development Corporation LDDC, London

Architects: Wilkinson Eyre Architects, London
Structural engineering: Jan Bobrowski & Partners
Steel construction: Kent Structures Marine Ltd, Queensborough

LOCATION In 1994 the London Docklands Development Corporation LDDC

held a design competition for an open footbridge with the specification that
it should first be movable but later permanently anchored, first fixed but later
to be relocated. The winning design was built and opened in May 1997 to
great public and professional acclaim, receiving six awards for architecture
and steel construction. It is a swing bridge with a 90 + 90 m span over West
India Dock South between the north and south quays (Heron Quays) in the
vicinity of a monumental crane in Docklands’ Canary Wharf. Building costs
were around £ 2.5 million.
THE SPECIFICATIONS were unusual and obviously contradictory because they
called for a bridge with both permanent and temporary sections but also one
that could be opened to allow passage for ships. Part of it had to be swung (to
Canary Wharf basin 100 m to the east) but the design also had to provide for
subsequent shortening of the bridge because a station for the extension of the
London Underground “Jubilee” line was to be built in part of the basin, which
would therefore become much narrower. The winning entry fulfilled all these THE STEEL STRUCTURE has only one main girder for each bridge half, positi-
requirements without reconstruction, demolition or scrapping of any parts of oned eccentrically on the inside of each curve of the bridge. Cantilever girders
the bridge. The design is S-shaped on plan and consists of two identical halves, to support the deck extend horizontally from this spine girder and the posts of
one of which is rigid while the other can be swung on a turning mechanism the balustrades extend vertically or with a slight inward inclination. The main
located on an artificial island. At present the “S” crosses the basin diagonally; girder is a heavy calibre round hollow section of BS S 355 J2H steel with an
the southern half swings to allow ships to pass – as specified, the northern outer diameter of 914 mm and 40 mm wall thickness. A section at the end of
half is rigid. In the future the southern half will simply be swung into its final the girder is filled with concrete as a counterweight to the two slightly asym-
position in the middle of the transverse axis of the basin and the northern metric sections of the swing half of the bridge.
half will be removed to a new location in the neighbourhood (the entire steel THE STEEL PYLONS are inclined at an angle of 20° off perpendicular pointing
structure will be “recycled”). away from the inside of each curve of the bridge. These masts are made of the
THE LOAD BEARING SYSTEM of this dividable footbridge is that of a deck same tubular section as the main girder. Their tips extend beyond the highest
bridge in the form of two cable stayed girders, each supported at the end and cable attachment point and are tapered for a more elegant appearance.
in the middle. The bridge joints at the abutment and between the two girders THE CABLE HARP consists of seven cables on each side of each pylon, i.e. a
are connected with bolts that can be released by remote control. total of 28 cables. The cable anchorages are distributed almost equidistantly

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
2.3 Near Kyoto, Japan: footbridge, cable-stayed from above, below and longitudinally
LOCATION A Japanese religious community donated an art collection to the
general public on 04.11.1997. The collection had been acquired from all over
the world and included works of art up to 4000 years old from Egypt, Persia,
China and, primarily, Japan. The patrons also provided a 216 million US $,
175 000 m2 museum, designed by the New York Pei Partnership Architects
and LERA structural engineers, to house the still-growing collection. The
museum is located in the centre of the main Japanese island of Honshu, 30 km
from the hubbub of Kyoto with its 4 million inhabitants, and is surrounded by
a nature conservation area of mountains and primeval forest. The only access
to the museum is from the side of a neighbouring hill top, through a cunningly
curved 200 m long tunnel leading to the bridge which is suspended over a
deep ravine. The bridge is 120 m long, 7.5 m wide and designed for pedestri-
ans and light vehicle traffic.
THREE LOAD BEARING SYSTEMS are united in this bridge:
1. The system of a free cantilever girder, rigidly fixed at one end, which leads
to longitudinal compressional stress in the main girder (the bridge deck is
continuously connected to the mouth of the tunnel).
2. and 3. The system of a girder stayed from above and a girder stayed from
below, which leads to tensile stress in the cables thus reducing the stress in
the main girder, a point emphasised by the structural engineers responsible.
This ingenious combination of three static systems, together with the sub-
sequent tensioning of the lower run of cables (by extension of the king post in
44
Client: Shinji Shumeikai
Location: Momodani, Shigaraki Mountains, Prefecture Shigaraki,
Honshu
Architects: Pei Partnership Architects LLP (Tim Colbert), New York
Engineers: Leslie E. Robertson Associates (LERA), R.L.L.P., New York
Photos: LERA, New York
Source: Klaus Idelberger: Offener Steg als Museumszugang
bei Kyoto. 2001, [25]
Saw-Teen See, Daniel A. Sesil: The Museum Bridge. 1998, [28]
the third of the bridge farthest from the tunnel) and of the upper run (with turn-
buckles at the sides of the deck) created a combination of forces and halved
the bending moment. This enabled the designers to reduce the truss height to
only 2 m and the diameter of all truss members to max. 267 mm. In this way
the structural engineers were able to comply with the architect’s aim for mini-
mum dimensions using bars with a minimum of variations in diameter.
THE LOAD BEARING STRUCTURE of this pedestrian/car bridge has four main
components:
1. A pylon inclined at 60° and the stay cables in the mouth of the tunnel.
2. Longitudinal and transverse stiffening in the form of a four-chord truss under
the entire length of the bridge.
3. Cross-stabilising flat trusses each side at deck level in the half of the bridge
nearer to the tunnel.
4. A spreading cable harp.
Thanks to the excellent bearing capacity of the rock, it was possible to use the
mouth of the tunnel as a “root” and foundation for a free cantilever over the
deep ravine.
HURRICANE AND SEISMIC RESISTANCE The bridge crosses a steep ravine,
and hurricanes are not uncommon, with a risk of fluttering vibration. For this
reason the dynamic behaviour of the bridge and the ravine were tested in a
wind channel with 1:100 and 1:60 models and wind speeds of up to 90 m/s.
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

Section at bridge end Section at mid-span

Querschnitt (Stegende) Querschnitt (Stegmitte)

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
at critical wind speeds. The maximum transverse forces on the bridge are not
from wind but from seismic activity, which is possible in the area. The bridge
is furthermore designed for pedestrians and groups of pedestrians, for electric
shuttle buses with a maximum of eight passengers and a double row of
armoured limousines (for important guests; maximum axle load 12 kN).
CONSTRUCTION The bridge was cambered by 400 mm = 1/30 of the span
length. The bending moments thereby introduced into the main truss virtually
disappear when the bridge is in use.
All four- and two-chord trusses were prefabricated using hollow round com-
ponents of sectional steel, all with 267 mm outer diameter but with different
wall thicknesses.
Incidentally, because it is located in a nature reserve, only the skylights of the
museum were allowed to project from the vegetation. A special roof structure
was designed for this purpose: a spatial truss of 150 different spherical nodes
with welded butt straps, coupled with uniformly dimensioned hollow round
rods.
A KING POST protrudes 2 m in the perpendicular beneath the deck as the
deflection point for the lower bracing cables. It can be extended for fine adjust-
ment of the tension in the cables.
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
46
section of heavy plate with a constant cross section of 300 × 400 mm and
20 mm wall thickness.
THE CABLE FAN consists of 96 galvanised spiral wire cables. Cable dimen-
sions increase in six steps up to the vertex of the parabola; the shortest cable
is 24 m long and 22.4 mm in diameter; the longest cable has 127 wires, is
48 m long and 60 mm in diameter. These cables are fixed at one end with turn-
buckles to the horizontal trusses already mentioned, pass through the pylon
at equidistant intervals and are then anchored in a concrete ring at the other
end. This ring is largely concealed by its position 8 m back from the portal of
the tunnel.
THE DECK is covered in a material originally developed for tennis court sur-
facing. It is porous to allow rain and melting snow to trickle through to the
vegetation below.
SURFACE PROTECTION All steel components are protected by a silvery mul-
tilayer coating.
STEEL WAS CHOSEN by the architects and structural engineers because of
its high load bearing capacity, which enhances the aesthetic appeal by kee-
ping the “amount” of material to a minimum and because of its relatively light
weight – the bridge was built in a remote hillside 800 m above sea level.
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
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
and spans a main road, the B 22 in Weiden, Germany, providing a safe connec-
tion for school children from a residential area to a school centre on the other
side of the road. Part of the bridge had to cross a protected biotope with ponds
and the specification was for a filigree structure with as much transparency
as possible. The chosen structure is suspended from steel bars and begins
with a spiral access section. The truss of the deck is spatially curved, and the
pedestrian follows an upward spiral to the main section of the bridge across
the B 22, which is at a tangent to the access section. The bridge is 81 m long
at its middle axis and ~3.5 m wide with an effective width of 2.6 m between
the handrails.
THE STEEL SUPERSTRUCTURE that satisfied all the specifications was a
three-chord truss without gusset plates or spherical nodes. The spatial truss
consists of round hollow sections (tubular steel) and could also be seen as a
sequence of tetrahedrons and semi-octahedrons.
The curved truss is horizontally stable – like the brim of a hat. It is suspended
at one side from a slightly conical pylon inside the spiral. The pedestrian deck
is covered in 10 mm standard ribbed metal sheet.
Fig. 2.4a An ingenious footbridge in Weiden crosses a main road
and a biotope.
47
Client: Town of Weiden, Oberpfalz, Germany
Design and Structural Planning: Dipl.-Ing. Architect
Richard J. Dietrich, Engineering Architecture, Traunstein and Munich
Structural analysis: Ing.-Büro Dr. Schroeter & Dr. Kneidel, Weiden
Fabrication, erection: Maurer Söhne GmbH & Co. KG, Munich
Source: Richard J. Dietrich: Faszination Brücken – Baukunst, Technik,
Geschichte. 2001, [8]
Photos and drawings: were kindly made available by
Dipl.-Ing. Richard J. Dietrich
THE TRUSS IS SUSPENDED on nine sets of round steel bars of 48 mm ø. The
suspension bars are connected with fork fittings to eye plates, hinged on one
side. At deck level, however, the hangers are cardanically connected with ball
and socket joints; this means that their height and inclination can be adjusted,
which proved very useful during erection. Constraints which might have had
an unfavourable effect on the threaded suspension bars could be avoided.
THE PYLON is built of conical sheet steel sections and therefore tapers to-
wards the top. It is rigidly fixed in its foundation and inclines away from the
main load, which is an advantage both structurally and in appearance. Addi-
tional rear bracing is provided by three of the nine hanger bars which extend
to the ground and are anchored to pedestals on auger piles. A non-rigid pylon
might have impaired the oscillation behaviour of the bridge.
DESIGN The structural engineer and architect first defined the exact geometric
data using a three-dimensional model and transferred these by dxf file to a 3D
AutoCAD application. There the hollow round bars (tubes) were entered so that
structural design work could commence immediately. The planning model be-
came a 3D structural model from which component drawings and component
quantities were generated.
2 Cable-stayed and bar-stayed girder bridges 48

Pylon head

CORROSION PROTECTION The entire steel structure is triple coated against Pylon base

corrosion. The pedestrian deck is surfaced with epoxy polyurethane quartz

sand, 6 mm in thickness.
THE BALUSTRADES of 18/10 stainless steel echo the design features of the
bridge: the posts and handrails are of round hollow section (tubular steel) and,
together with their struts, provide a stiff frame for wire cables. The cables only
extend from post to post; the tension in a continuous strand along the entire
length of the bridge might have deformed the balustrade or even have affected
the entire load bearing structure of the bridge. The height of the balustrade is
the standard 1.2 m to protect cyclists. This is unfortunate because it detracts
from the fine proportions of the bridge. Two labyrinth barriers at the end of the
spiral force speeding cyclists and moped riders to slow down.
ILLUMINATION Spotlights installed at the head of the pylon at the connection
points of the bar hangers direct light down the length of the hanger. The deck
is efficiently lit, glare is avoided and the bridge is effectively and attractively
illuminated.
THE FOOTBRIDGE is very popular among local inhabitants, joggers and parti-
cularly school children, probably because its light appearance is reminiscent
of a chain carousel. Japanese visitors have admired and taken photos of the
bridge, even suggesting that it would look good in their highly artistic stone
gardens.

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

Client: Senate Administration for City Development, Berlin

Erection planning, photo: Martin Krone Engineering, Berlin
General contractor: Hochtief Construction AG, Engineering
and Environment, Berlin
Steel construction: SIBAU GmbH, Genthin
Bearings, dampers: Maurer Söhne GmbH & Co. KG, Munich
Cables: Pfeifer Seil- und Hebetechnik GmbH, Memmingen
Source: Martin Krone and Klaus-Dieter Reinke:
Neubau des Kaiserstegs über die Spree in Berlin. 2008, [29]

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
approx. 6.5 m high, measured from the river bed. The original plan was for
an H-shaped pylon with two cross beams; this shape would, however, have
allowed critical lateral oscillation and therefore needed additional damping.
This was avoided by selecting a pylon in the stiffer A-shape, although it
lengthened construction time, and 3D planning was more complex. It consists
of two columns of box girders, 800 × 1200 × 20 mm / 15 mm, a crossbeam
of 500 × 500 × 20 mm under the deck of the bridge and a pylon footplate
of 1750 × 850 × 100 mm. The A-pylon also provides intermediate support for
the superstructure.
THE MAIN GIRDER AND THE LONGITUDINAL RIBS are rigidly fixed at the
northern abutment.
THE CABLE BRACING consists of 2 + 2 cable pairs of fully enclosed VVS 3
spiral wire; beginning from the left the cable diameter at plane 1 is 75 mm,
60 mm at plans 2 and 3 and 95 mm at plan 4. A cable diameter of 75 mm
would have been adequate for the calculated load, but there was still a risk of
torsional “galloping” through wind action. A cable diameter of 95 mm with an
accordingly higher torsional resonant frequency was selected for level 4, thus
avoiding adjustment to the configuration of the superstructure and additional
damping.
ILLUMINATION Spotlights are installed near the top of the inside walls of the
I-plate girders at intervals of 4.5 m. The pylon is additionally accentuated by
spotlights on the piers.
THE FOUNDATIONS of the pylon piers and the north abutment were built
using sheet pile walls directly in the river. The south abutment was built on
land.
ERECTION The two bridge sections were transported by barge to the building
site. A floating crane was used to raise, anchor and concrete the pylon. The
92 m main span and the 48 m auxiliary span were then lifted into position.
STRUCTURAL ANALYSIS was based on the German Code DIN 1055 and per-
tinent reports. Analysis of oscillation behaviour was of particular importance
because of the slenderness of the structure. The aeroelastic response of the
bridge had to be investigated both in respect of wind action and resonances
caused by pedestrians. After intensive analysis and consultation it was deci-
ded that resonance damping or prevention was unnecessary. According to the
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
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
Regensburg, Germany. The River Regen flows along the southern perimeter
of the town and widens at one point, forming what used to be a raft harbour.
A pedestrian and cycle bridge was needed that would harmonise with both
the townscape and the countryside. Various designs were considered: girder
bridges, cable or bar-stayed girder bridges with pylon(s), arch bridges and also
a bridge with arch segments. This was the bridge opened in September 2000,
an unusually long-span segment arch bridge with 16.8 m + 50.4 m = 67.2 m
total length and 3 m effective width between the handrails.
THE LOAD BEARING SYSTEM of this trough bridge is that of a cable or bar-
stayed girder bridge. A continuous girder rests on two abutments and a pier
and is at the same time suspended at the quarter points from two distinctive
pylons.
THE STEEL SUPERSTRUCTURE consists of two “pylons” in the shape of quarter
circles, ~13 m high at the crown, with a box section of 1200 × 500 × 20 mm
in the crown tapering to 500 × 500 × 20 mm at the base and suspension
point. The segment arches logically have their largest cross sections in the
area with the greatest bending moments. Each segment arch is supported by
52
Client: Town of Cham
Design and structural planning: Dipl.-Ing. Univ. Gerd Schierer,
Structural Engineering, Cham
Structural analysis: Dipl.-Ing. (FH) Klaus Baier, Schönthal
Source: Gerd Schierer and Klaus Schwaab: Markanter Übergang:
Die Fuß- und Radwegbrücke in Cham. 2002, [30]
a pair of box girders 500 × 500 × 20 mm of S 235 steel, like the pylons them-
selves. The segment arches are stiffened at the “top” with three box transverse
girders 450 × 400 × 20/15 mm. Two of these are inserted into the elonga-
ted axis of the segment supports (the “legs”), the third at mid-point between
them.
The bridge trough is suspended from the segment arches by 2 + 2 tension
bars (manufactured by Besista) at its quarter points. This, together with the
inclusion of the balustrade in the load effects of the trough, enabled the bridge
designers to keep the trough dimensions to a minimum. Its lateral trusses of
S 355 JG2 steel have chords and posts of HEB 160 sectional steel, diagonals
of steel bar (30 or 36 mm in diameter) or they are hollow round profiles RR
48.3 × 8.0 or 5.0 mm. The handrails are of stainless steel with 18 % chromium
+ 10 % nickel (V4A).
MANUFACTURE The entire structure was prefabricated in its component parts
and assembled on site using bolt connections only.
CORROSION PROTECTION Component parts were given a multi-layer blue
coating during manufacture. Minor damage to the surface was repaired after
assembly on site.
Fig. 2.6a A footbridge over the River Regen in Cham is suspended
from a pair of cantilevered arch pylons.
2.6 Cham, Germany: bar-stayed bridge with arch pylon over River Regen and raft harbour 53

View

Plan

Cross section Detail

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]

e
le
Al
p-
op
-H
ar
m
et
Di

SAP

LOCATION One of the world’s leading concerns in business management
software, SAP AG, has its headquarters in Walldorf (~15 km south of Heidel-
berg) where over 16 000 employees work in an organically developed com-
plex of offices and laboratories connected by enclosed skywalks (see Section
5.3.2).
In 2003, a new four- to six-lane bypass, the B 39 N, cut the “workplace” Wall-
dorf off from the neighbouring residential areas, such as Wiesloch. Three years
later Walldorf and Wiesloch were reconnected by four class 5 kN/m² cycle and
pedestrian bridges at intervals of only ~1 km. The middle bridge was built with
a centre bus lane and walkways at each side.
THE BRIDGES have span lengths of up to 47 m and effective widths of ge-
nerally 3.5 m. They were designed as a “family” (see Source). All have the
same composite cycle and pedestrian decks on steel I-girders and tubular
steel supports, but three are cable-stayed, whereby a different configuration
was selected for each bridge: one with a truss mast and two with Y-shaped
pylons, according to the location and span length required. The fourth bridge
is a simple girder.
BUILDING COSTS came to an average of 2000 €/m2, well within the normal
limits.
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.

Four similary footbridges near Heidelberg

No. Bridge Span lengths Length Special feature Costs

A pedestrian and cycle bridge, 47 m + 22 m 69 m truss pylon € 1.3 mill.

main entrance SAP,
crossing Neurott Straße

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

C pedestrian and cycle bridge, 9.60 m + 24 m + 9.60 m 43.20 m four Y-pylons

crossing B 39

D pedestrian and cycle bridge, ~ 23 m 46 m none

crossing Hasso-Plathner-Ring,
SAP Campus

Fig. 2.7 Locations of the award-winning footbridges south of Heidelberg.

(Drawing: Peter Palm, Berlin)
2.7 Walldorf and Wiesloch, Germany: “family” of four cable-stayed girder bridges 55

A Walldorf, SAP: beam bridge over main entrance

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

View | Longitudinal section

0,00 m

47,00 m 22,00 m

69,00 m

Plan

Fig. 2.7Aa The 20 m truss pylon is the distinguishing feature

of this footbridge. Some of the cubes can be used for advertising and
announcements.
Fig. 2.7Ab View and plan. Bridge A with span lengths of 47 m and 22 m.
The new bridge crosses the B 39 N Walldorf bypass. (See p. 57 for cross
section.)
2 Cable-stayed and bar-stayed girder bridges 56

B and C Walldorf, SAP: two similar girder bridges with Y-pylons

FEATURES These two footbridges to SAP are characterised by their four

Y-shaped pylons; the distances to be spanned here were only 9.6 m + 24 m +
9.6 m + 14 m + 14 m + 11 m and 9.6 m + 24 m + 9.6 m.
THE Y-SHAPED PYLONS are of welded tubular S 355 steel, 273 to 355.6 mm in
diameter with 25 mm wall thickness. The composite bridge girder is suppor-
ted by tubular steel transverse girders, 298.5 mm in diameter, at the forks of Fig. 2.7Ba Four Y-shaped pylons, 10.5 m high are characteristic of the
the Y-pylons and at other points (see drawing). The points of cable entry into two bridges. They are a variation in the structural design of the pylon truss
of bridge A, a “family” resemblance.
the transverse girders are remarkable in their design. Towards the ramps, the
Fig. 2.7Bb Meticulously designed cable connections of the bridge family
bridge rests on tubular pin-ended supports in the form of portals. in Walldorf. Pylon bracing and bearing.
The costs were approx. € 1.9 million for bridge B, ground area 673 m². Fig. 2.7Bc View, longitudinal section and plan of bridge B.
(See p. 57 for cross section.)

View | Longitudinal section

4,80 m 4,80 m 4,80 m 4,80 m
4,80 m

7,80 m

0,00 m

9,60 m 24,00 m 9,60 m

43,20 m

Plan

N
2.7 Walldorf and Wiesloch, Germany: “family” of four cable-stayed girder bridges 57

D Walldorf, SAP: simple girder bridge

Cross sections of bridges A to D

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

Cross section bridge B

8,25 m
1,50 m 5,25 m 1,50 m

1,20 m
0,60

1,13 4,80 m 1,13

7,06 m

Cross section bridge A

3,50 m
1,20 m
0,67

1,00 m 2,50 m 1,00 m

4,50 m

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
2.8 Lemesos, Cyprus: the first fan cable-stayed footbridge in Cyprus
LOCATION Nikosia, the capital city in the centre of the Mediterranean island
of Cyprus, is linked by the A 1 motorway to the holiday resort Lemesos on the
south coast. In 2008 a largely elevated bypass was built between the A 1 and
A 6 to relieve the traffic situation in the centre of Lemesos. A 46 m span foot-
bridge runs at a tangent to Junction 26, a roundabout with three traffic levels,
and is said to be the first fan cable-stayed footbridge in Cyprus. The deck width
of 4.5 m (including two central pylons, Figs. 2.8a and b) was selected because
the bridge would also be used by the occasional cyclist.
THE LOAD BEARING SYSTEM of a cable-stayed girder was chosen as suitable
for the considerable but not enormous span of 46 m.
THE STEEL SUPERSTRUCTURE of the footbridge consists of a girder grid sus-
pended from inclined pylons on 16 inclined cables. The orthogonal grid con-
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.
58
THE CABLE FANS each consist of 4 + 4 spiral wire cables with forked end fit-
tings, which are bolted to the top of the pylons at anchor plates. At the bottom
they are attached to the ends of the transverse girders by adjustable sleeves.
Each pylon is braced in the longitudinal axis of the bridge with four cables
anchored in triangular concrete blocks off the bridge. The cables are protected
against corrosion and damage by plastic sheathing.
THE PYLONS incline outwards ~15° off the perpendicular. They are built of
round hollow section, 640 mm in diameter.
SPOTLIGHTS at the points of cable entry accentuate the cables and illuminate
the bridge.
ARCHITECTS AND ENGINEERS remained unknown in spite of my research in
Lemesos and written inquiries.
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

10,00 m 12,00 m 2m 12,00 m 10,00 m

46,00 m

Cross section

~ 640 mm Ø

4,50 m

5,30 m
7,00 m

Fig. 2.8b Footbridge over the motorway near Lemesos,

view and cross section.
2 Cable-stayed and bar-stayed girder bridges 60

2.9 Redwitz, Germany: bar-stayed bridge with “crow’s nest” over the River Rodach

Design: Ingenieurgesellschaft Neuner + Graf mbH,

Garmisch-Partenkirchen
Steel superstructure: Stahlbau Wegscheid GmbH, Wegscheid
Tension bars: BESISTA Betschart GmbH, Bad Boll
Source: Florian Neuner and Hans Hemmerlein: Fußgängerbrücke
mit Aussichtsplattform an der Rodach. 2004, [32]

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
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
bypassed by the B 295, which was widened for three-lane traffic in 2006. A
footbridge over the bypass and a parallel farm track were needed to provide
access to an area of natural beauty for the general public and particularly for
the residents of a senior citizens’ home on the other side. One specification
was that the bridge should not impede the view over the town for approaching
motorists.
All the main bridge types were considered:
1. a suspension bridge was not appropriate for the relatively short span
needed,
2. a cable-stayed bridge (without the earth ramp at the south end) was
too expensive,
3. a girder bridge was the cheapest but did not fulfil the aesthetic require-
ments,
4. a truss bridge would have impeded the view,
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.
62
Client: Town of Weil der Stadt
Design, photos: Leonhardt, Andrä & Partners, Consultant Engineers
VBI, Berlin office, Dipl.-Ing. Uwe Häberle
Steel construction: STS Stahltechnik GmbH, Regensburg
Builders: Fa. Gottlob Brodbeck, Roadbuilding and Engineering,
Metzingen
Source: Hans-Peter Andrä, Katrin Burghagen, Uwe Häberle, Nils
Svensson: Geh- und Radwegbrücke Weil der Stadt. 2007, [33];
Hans-Peter Andrä and Uwe Häberle: Am Übergang von Tal und Ort.
2007, [34]
THE BRIDGE DECK is a 250 mm thick reinforced concrete slab with 300 mm
thick edge beams. It was concreted on falsework in mid 2006. The cable
attachment points lie 300 mm outside the bridge deck; their steel component
parts were built into the reinforced concrete slab.
THE PYLON 16 variations in height, inclination and thickness were considered.
The result was a 15 m high pylon, extending only slightly above the cable
penetration points, inclined 3.5° towards the town. It is cigar-shaped, 850 mm
thick in the middle, tapering to 400 mm at the top and base, thus reflecting
the path of the bending moment. A- or Y-shaped pylons were regarded as too
bulky.
The single column of the pylon was inserted through the bridge plate and fric-
tion locked with a collared steel fixture. The point of insertion is covered with
walk-on laminated safety glass which, like the pylon, is illuminated from below.
The bridge deck is wider at this point to maintain the effective width. The pylon
of S 355 J2G3 steel rests on a GS 20 MN 5V cast iron ball bearing.
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 %

Weil der Stadt

B 295
0,00 m

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
2.11 Metzingen, Germany: bar fans on an inclined pylon over B 312
LOCATION Three arterial roads, B 28 / B 312 / B 313, all with predominantly
long-distance traffic, converge in Metzingen, 40 km south of Stuttgart. Heavy
goods vehicles were redirected onto bypasses, such as the North Tangent,
opened in 2001 as a connection between the B 312 and B 313. This is now
crossed by the “blue and white bridge”, as it came to be known locally, even
during the erection phase. The distinctive architecture and design of this pe-
destrian and cycle bridge originated more in the desire to convey a message:
“this way to Metzingen – link road B 312 / 313”, than in any technical necessity;
the span of only 21.9 m = 3 × 7.30 m could have been built without a pylon
and bar stays. The class 3/3 (6 t) footbridge has an effective width of 3 m and
connects a new housing area with an existing school centre.
THE LOAD BEARING SYSTEM goes under the general heading of the cable-
stayed bridge and is, in particular, a bar-stayed girder grid as a beam suppor-
ted at two points.
THE SUPERSTRUCTURE of S 255 steel couples a steel plate deck, 15 mm thick,
with five longitudinal girders and two transverse girders Q1, Q2 , whereby these
main and transverse girders are constructed of heavy plate and shaped like
64
Client: Town of Metzingen
Design: ITR-Engineering Team Rieber, Tuttlingen-Möhringen
General contractor: Gottlob Brodbeck GmbH & Co. KG, Roadbuilding
and Engineering, Metzingen
ribs with a triangular cross section. This girder grid is connected at the trans-
verse girders to two pairs of bar stays (DETAN ø 36) and suspended from a
pylon inclined at 75° or 70°, respectively. The pylon is of welded, 22 to 40 mm
thick heavy plate, and is also of triangular cross section with edge lengths of
3.10 m × 1.05 m at the base and tapering to a point at the top of the pylon
11.5 m above the deck. The continuation of the pylon tip for 3.2 m (here with
a plate thickness of only 10 mm) beyond the cable attachment is a design
feature of the bridge composition. The pedestrian deck was covered with a
15 mm coating with corundum grit for slip resistance.
THE PYLON has a vertical height of 11.50 m and is 17.65 m long. It is turned
at an angle of almost 20° away from the longitudinal axis of the ridge and is
braced with 18 single bar anchors to an eccentric concrete anchor block in the
embankment of the road. The other end of the bridge rests on a concrete slab,
which also forms the abutment of a ramp and provides a stairway for pedes-
trians. Type 4 elastomeric bearings and compact expansion joints were used.
THE BALUSTRADES are 1.1 m high and consist of corrugated wire grids in
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

Cross section/span Cross section/bridge end

Fig. 2.11b A footbridge near Metzingen: approx. 22 m span,

3 m effective width, 11 m pylon height above the pedestrian deck.
Fig. 2.11c The design is based on the shape of a triangle: triangular
cross sections for pylon, longitudinal and transverse girders.
2 Cable-stayed and bar-stayed girder bridges 66

2.12 Montabaur, Germany: bar-stayed, galvanised girder bridge

Client: The property developer “Baugrund“ for the town of Montabaur

Design: Stefan Schmitz, BDA, Architect and Town Planner, Cologne

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.

Fig. 2.12a The footbridge at the new Intercity Station and

business centre at Montabaur is the winning entry of a design competition.
Fig. 2.12b Pylon on hinged bearing.
2.12 Montabaur, Germany: bar-stayed, galvanised girder bridge 67

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

Fig. 2.12c A bar-stayed girder is an unusual construction for a footbridge.

View, cross section and plan of the footbridge at Montabaur station.
2 Cable-stayed and bar-stayed girder bridges
2.13 Osnabrück, Germany: cable-stayed bridge and arch bridge over the River Hase
LOCATION The Hase meanders through Osnabrück, flowing under two open
pedestrian bridges, each with 16 m spans and effective widths of 2.2 m and
3.1 m. Their load bearing systems are:
1. a cable-stayed bridge at “Öwer de Hase”,
2. an arch bridge over a landing stage at the “Herren Pool”
(see Section 4.8).
THE GALVANISED STEEL SUPERSTRUCTURE of the cable-stayed bridge “Öwer
de Hase” consists of two sectional steel IPE 600 main girders of S 355, 2.2 m
apart; six main HEB 100 transverse girders at intervals of 1.5 m at the points
of cable entry, which are approximately at the eighth points of the span.
Between the main transverse girders are secondary transverse girders, each
View
Plan
68
Client: Town of Osnabrück
Structural planning: IPP Polónyi + Partner GmbH, Cologne
2 U 100, which also fix the sectional steel posts of the balustrade. The main
girders are stiffened with steel-bar cross bracing. The pedestrian deck is fitted
with hardwood planks.
THE PYLONS of the bridge are box girders, 5 m high, with constant edge
lengths of 250 mm × 220 mm of welded, S 355, 12 mm heavy plate.The pylon
columns are connected in pairs by crossbeams at their heads (capitals) and
cross braced with round bars. (There is a certain similarity to a footbridge at
Brindley Place and the International Congress Centre, with a 25 m span and
rear-anchored pylons, built in 1994 to plans by Arup Partnership.)
THE BALUSTRADES have posts of HEA 100 sectional steel with seven stainless
steel (18 % Cr + 8 % Ni) horizontal wires, 10 mm in diameter.
Cross section
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
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 Bamberg Symphony, was linked to the Hotel Residenzschloss by a 31 m
span, and 2.63 m wide pedestrian bridge, the Heinrich-Bosch Bridge over the
“left” branch of the Regnitz.
THE LOAD BEARING SYSTEM is that of a cable-stayed girder bridge, although
its cable harp is not above, but almost entirely beneath the deck.
THE CABLE CONFIGURATION consists of two clusters, each of 15 straight
stainless steel wire cables, 18 mm in diameter, which cross each other at
sharp angles and are anchored in a semicircle at the concrete abutments. The
result is a hyperboloid with 77 crossing points, all secured with stainless steel
screw clamps. The trough of this hyperbolic cable net contains 11 transverse
girders positioned at intervals of 2.05 – 3.63 m. These are in the form of circle
segments of 12 mm steel, decorated and lightened by four holes in the plate.
Plan
Cross section
Fig. 2.14a Something different: an under-deck cable-
stayed footbridge over the Regnitz.
Fig. 2.14b Plan from below: the cable net hyperboloid
of the footbridge in Bamberg.
69
Client: City of Bamberg
Planning: Architect Hans Maurer (deceased), Munich
Structural planning, photos: Mayr / Ludescher / Partner,
Consultant Engineers, Munich
Steel construction: Stahlbau Wegscheid
(previously Techno Metall), Wegscheid
Cables: Pfeifer Seilbau und Hebetechnik, Memmingen
The transverse girder segments, the middle main girder and the six longitud-
inal ribs at each side (10 mm steel plate) together with their deck panel form
an orthogonal-anisotropic plate for the pedestrian deck. This has a thin, non-
slip gritted coating which at the same time serves as corrosion protection.
CABLE ABUTMENTS The cables are attached to white concrete abutments,
also in the shape of hyperboloids. The railings are 1.2 m high with vertical rods
set very close together to protect small children and other bridge users.
THE SPATIAL CABLE STRUCTURE as a tension member beneath the arched
orthogonal-anisotropic plate enables a highly filigree and economical struc-
ture, which seems to draw the user onto the bridge. The bridge sways slightly,
but no one has complained so far and many find it amusing. The cable hyper-
boloid is slightly more slender at mid span, giving the bridge a gently arched
appearance in keeping with its surroundings.
Isometry
Girder 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.
3 Girder bridges 72

3.1 Berlin Central Station, Germany: long-span footbridge as a rigid frame bridge over the River Spree

Client: Senate Administration for City Development, Dept. XPIA

Design: Max Dudler, Berlin
Structural planning: KLW Ingenieure GmbH, Engineering Consultants,
Berlin
Steel construction: SIBAU Genthin GmbH & Co. KG
Mass dampers: Maurer Söhne GmbH & Co. KG, Munich
Sources: Ingbert Mangerig, Cedrik Zapfe: Bewertung des Schwingungs-
verhaltens und der Dämpfungseigenschaften der Fußgängerbrücke
Gustav-Heinemann-Steg über die Spree in Berlin. 2006, [35];
Eva-Marie Zimmer, Michael Mündecke: Die Gustav-Heinemann-Brücke
über die Spree im neuen Zentrum Berlins. 2006 [36]
(naming eight further sources)

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

View from east Längsschnitt

Longitudinal section

Total length

Draufsicht
View from above Grundriss
Plan

Isometry (standard cross section)

Fig. 3.1b Side view, view from above and isometry

of the Vierendeel truss.
3 Girder bridges 74

3.2 Baden, Switzerland: truss footbridge over River Limmat with elevator tower

Design: Leuppi & Schaffroth, Architects, Zurich

Structural planning: Henauer Gugler AG, Engineers and Planners,
Zurich
Structural analysis: Dipl.-Ing. Roman Juon, Switzerland
Steel construction: Zwahlen & Mair SA, Glattbrugg, Switzerland

LOCATION Baden is ~20 km north-west of Zurich; the Limmat flows through

both towns. The town centre of Baden is on a crest in the hillside of the Limmat
valley some 40 m above the river. The town centre and its railway station were
only recently (in June 2007) linked to the west bank of the Limmat by a ~16 m
long “passerelle” and a ~35 m high elevator tower. At the base of the tower
a cycle and footbridge with a span of almost 52 m and an effective width of
2.3 m leads over the river to the east Limmet water meadow path in the neigh-
bouring village of Ennetbaden.
A 1:1 model of the bridge was constructed on the bank of the river, limited
to a 3.22 span section with a height of 3.8 m, to give the electors of the town
an impression of what was being proposed. The project was approved.
THE LOAD BEARING SYSTEM The elevator tower is effectively a column fixed
at the base with rear anchorage in the cliff; whereas the footbridge, with its
trough cross section, is a girder supported at two points.
THE STEEL STRUCTURES of the elevator tower and the footbridge are strongly
influenced by aesthetic considerations and create an architectural entirety;
they are the same shape and have the same dimensions. Both consist of a
pair of main trusses with 65° diagonal members (Warren truss) connected at
both chord levels by a pair of frame girders (Vierendeel girders) to absorb the
wind loads. This could almost be called a spatial truss, but without diagonals
in the third dimension, which would have impeded the elevator or pedestrians
and cyclists. The steel structure is markedly over-dimensioned, not only for
reasons of design, but also to keep bending and natural frequencies as low as
possible. Structural analysis arrived at a first natural frequency of + 2.45 Hz,
which meant that oscillation might have frequencies and amplitudes that
would be unpleasant for bridge users. If rocking should occur, for example
caused by groups of joggers, tuned mass dampers could be installed later
after analysis of the completed structure – as in the case of the spectacular
footbridges over the Thames in London and over the Seine in Paris or the two
footbridges over the B 8 in Höchberg near Würzburg, Germany, where provision
for the subsequent installation of dampers was made right from the planning
stage.

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

Plan Baden side Ennetbaden side

Railway station Passerelle Lift Truss bridge

THE CYCLE AND PEDESTRIAN DECK consists of grids mounted on two sec-
ondary longitudinal girders at the lower chord level of the truss. The abutments
are of concrete and were cast on site.
ERECTION The footbridge and the elevator tower were each prefabricated in
two parts, treated with a red coating, and transported to Ennetbaden, across
the river from Baden. The two bridge sections were welded together to a 52 t
unit and were lifted into position by a 500 t crawler crane on 15 March 2007.
Auxiliary trestles were unnecessary. The two 24 t sections of the elevator
tower were lifted separately into their final position from the other bank of
the river on 19 – 20 March 2007 and welded together. The elevator car was
then installed in the tower; the galvanised grid of the pedestrian deck and the
balustrades with integrated illumination were fitted. The “passerelle” section
weighed only 12.7 t and was erected using a 120 t mobile crane.
STEEL LOAD BEARING COMPONENTS Steel was chosen as the main material
for the load bearing components because it enabled a high degree of prefab-
rication and therefore reduced the amount of work needed on site. This is an
advantage when conditions on site are cramped and it reduces the impact on
the environment.
THE BRIDGE WAS OPENED in July 2007. Building costs ~4.2 million CHF, of
which ~2.5 million was for the steel construction.

View Cross sections

Passerelle Elevator tower Truss bridge

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

Client: Staatliches Bauamt Kempten

Design, drawings and photos: WSP CBP Ingenieurbau GmbH,
Consulting Engineers, Munich, with Schultz-Brauns & Reinhardt,
Architects and Town Planners BDA, Munich
Steel construction: Max Bögl GmbH & Co. KG, Neumarkt
Prime contractor: Josef Rädlinger Bauunternehmen GmbH, Cham
and Dipl.-Ing. Bernhard, Vilshofen
Source: Hans Pflisterer, Walter Streit, Thomas Hanrieder: Rad- und
Gehwegbrücke über die Iller und die B 19 bei Immenstadt. 2006, [18]

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

Client: Landesgartenschau Leverkusen GmbH, Leverkusen

Design: Agirbas / Winstroer, Architects and Town Planners, Neuss
Structural planning: Arup GmbH, Düsseldorf
Detail planning: Stuhlemer Engineering Office, Ettlingen
Inspection: Uhlenberg Engineering Office, Leverkusen
Steel construction: Maurer Söhne GmbH & Co. KG, Munich
Source: Jochen Wehrle: Neulandbrücke in Leverkusen.
Höchste Präzision in der Fertigung. 2005, [57];
Ercan Agirbas, Eckehard Wienstroer, Torsten Wilde-Schröter:
Neulandbrücke Leverkusen. 2005, [26]

LOCATION An unusual, wave-shaped cycle and footbridge was an eye-

catching feature of the 2006 Garden Show of the State of North-Rhine West-
phalia, Germany. This “New Land Bridge” over an avenue running parallel to
the River Rhine, connects two exhibition areas created on a former landfill site
for Bayer chemical works. One important specification was that the bridge
should not damage the seal at the bottom of the landfill; for this reason soil
pressure was limited to 33 kN/m2. This meant that heavy bridge structures
were eliminated from the competition from the start. The winning bridge is
supported by four concrete piers on shallow foundations. Its effective width
is ~3.5 m.
THE LOAD BEARING SYSTEM selected was a pair of 157 m long continuous
trusses over the three spans with a maximum span length of 44 m over the
avenue and 6 m cantilever sections at each end of the bridge.
THE STEEL STRUCTURE consists of two trusses of heavy calibre tubular steel
which form two equal curves with a radius of 220 m on plan and waves in
the elevation. The trusses have curved upper and lower chords (round hollow
section KHP 355.6 mm ø), connected by posts (KHP 323.9 mm) and relatively
slender diagonals (KHP 114.3 mm), all of which are fully welded. KHP trans-
verse girders and wide-flange HEB sections support the pedestrian deck at dif-
ferent elevations between the waves of the trusses, forming a flat pedestrian
and cycle path, regardless of the waves.

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
THE PEDESTRIAN DECK consists of steel plate only 10 mm thick (like the
bridges over the River Fränkische Saale in Bad Kissingen) with a thin tribo-
logical coating, keeping weight, dimensions and therefore building costs to
a minimum. The plates of the deck measure 6.2 m × 3.5 m; each plate had
to be individually drawn and cut because of the curves and slight turn of the
bridge. Numerous templates were needed for a three-dimensional simulation
of the course of the bridge and dimensions had to be checked constantly to
ensure that the plates were a perfect fit.
RATIONAL PRODUCTION The New Land Bridge was prefabricated in six sec-
tions up to 35 t in weight, 4 m high and 5.2 m wide. The steel constructor in
Munich thereby reached the absolute limits of what can today be manufactu-
red, handled and transported. Six abnormal load transports were needed to
take the bridge sections to Leverkusen.
CORROSION PROTECTION had to be effected under a canopy instead of in the
usual protected coating facility because of the enormous size of the parts. In
accordance with ZTV-KOR regulations, four coats were applied, and the joints
to be welded later on site were masked. The designers and their client were
also daring in their choice of colour: instead of the usual “mouse grey”, the
trusses were painted in a pale blue-green, the bottom of the deck violet and
the top of the deck red-brown. The steel plates of the deck had previously
received transport coatings.
Fig. 3.4c Aerial view of the New Land Bridge in Leverkusen.
79
THE BALUSTRADES of stainless steel are also design features of the bridge.
They consist of slender posts of steel plate supporting upper and lower longi-
tudinal steel wire cables with a stainless steel net between the cables. The
cables extend for up to 145 m and are attached to strengthened posts at the
bridge ends. The handrail is 76.1 mm in diameter and contains specially de-
signed luminaires arranged on alternating sides and inclined to cast light onto
the deck.
THE BRIDGE SECTIONS The six bridge sections were welded together in pairs
to form three elements which were then lifted into position. The laborious and
time-consuming monitoring of dimensions at the steel works paid off: every
joint to be connected on site was a perfect fit! Crowds of people came to watch
the final and largest element being lifted into position over Rheinallee in a
spectacular manoeuvre using a 500 t mobile crane.
THE NEW PARK LANDSCAPE ON THE RHINE now has a cycle and pedestrian
bridge that is extraordinary in its curved shape and daring colour scheme but
nevertheless fits perfectly into its surroundings. One of the biggest challenges
in building this bridge was the precise prefabrication of its unusual geometry.
The bridge was completed on schedule in September 2004, allowing plenty of
time for planting work in preparation for the Garden Show. A second footbridge
of tubular steel crosses the road at a point closer to the town centre. Plans of
the two structures were not available.
3 Girder bridges 80

3.5 Reutlingen, Germany: steel footbridge with glass planks over the River Echaz and the B 312

Client: Town of Reutlingen

Detail design: Muffler Architects BDA DWB, Tuttlingen
Design and Analysis: Schlaich, Bergermann & Partner, Consultant
Engineers, Stuttgart, with Dipl.-Ing. Marc Quint, Reutlingen
Steel construction, bridge: Maurer Söhne GmbH & Co. KG, Munich

LOCATION An innovative footbridge of heated glass planks on a tubular steel

spine was built to cross the four-lane B 312, the River Echaz and a reopened
basin of the same river at the border between Reutlingen and Pfullingen, 55 km
south of Stuttgart. The basin “Wässere” had originally been used by tanners
and fabric dyers and had been covered over for many years. The housing of
the elevator tower and most of the balustrade panels are also glass – despite
fears about vandalism. The bridge has a total length of 50.7 m and two spans
of 28 m and 18.3 m with an effective width of 3.4 m. The bridge “floats” an
average of 5 m above ground level.
THE LOAD BEARING SYSTEM is that of a continuous steel girder over two
spans of different lengths supported on a rigidly fixed portal with an elevator at
one end of the bridge, a ramp at the other end and a rigidly fixed intermediate
column between the spans. The portal, ramp and column are all of reinforced
concrete.
THE STEEL SUPERSTRUCTURE mainly consists of a spine of thick-walled,
heavy calibre hollow round steel H (406.4 mm ø) bearing cantilever arms of
flat steel, 25 mm thickness, at intervals of 3 m. The arms angle upwards to
become the posts of the balustrades.
THE BALUSTRADES are 1.2 m high with glass panels on the bridge itself and
five parallel stainless steel bars with a diameter of approx. 10 mm at the ramp
and staircase. Here there is a potential danger of children climbing up the
bars.
THE INTERMEDIATE COLUMN is 5 m high, oval in section with a diameter of
500 and 1000 mm and is built of reinforced concrete, as is generally suitable
for structural components subjected only to compression.
THE STRUCTURALLY SEPARATE ELEVATOR TOWER at the river basin consists of
four vertical posts (square hollow section 120 mm × 120 mm) with transverse
girders of the same material.

Fig. 3.5a A footbridge with a total length of 50.7 m crosses a road,

a river and a river basin once used by tanners and dyers.
Fig. 3.5b A calculated risk: balustrade and pedestrian deck of glass
on a tubular steel spine with cantilever arms.
3.5 Reutlingen, Germany: steel footbridge with glass planks over the River Echaz and the B 312 81

View

Plan

Cross section Longitudinal section

Fig. 3.5c View, plan, cross section, section (longitudinal view).

3 Girder bridges
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 Mediterranean island with the south coast and the tourist centre and holi-
day resort of Lemesos.
At the beginning of 2009, a mostly raised bypass was built between the A 1 and
A 6 motorways to reduce traffic in the town centre of Lemesos. Junction 26 is
a roundabout with three traffic levels and a 46 m span footbridge, the first
fan cable-stayed footbridge in Cyprus. Its effective width is 4.5 m, generous
enough to accommodate the occasional cyclist (Section 2.8).
Previously, in 2004, a footbridge had been built in Nikosia city over the main
road leading to the motorway to Lemesos to provide students of a nearby col-
lege safe access to their school. Although a simple and straight bridge would
have been an adequate and also a shorter and more economical connection,
the opportunity was used to enhance the area with a slender, elegant structure
sweeping round in a quarter circle and with an unusual main girder: a round
hollow section, 743 mm in diameter, painted flame red. The main section has
a length and radius of 67.5 m, and 2.8 m effective width between the balus-
trades. The two straight ramps are each 24 m long and only 2 m wide because
two stairways also serve the bridge in different directions. There is a ramp at
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.
82
The names of designers and steel constructors were not disclosed,
allegedly for security reasons in this divided country or the threat of
terrorism.
Further examples of structures with a tubular steel spine:
– Reutlingen, footbridge over river and road (Section 3.5),
– Recklinghausen, “dragon” bridge” over road (Section 3.7), and
– Bad Kissingen, “Luitpoldsteg” over River Saale (Section 3.10.1).
THE LOAD BEARING SYSTEM selected is a continuous steel girder over four
spans (16.5 + 25.5 + 16.5 + 90) m = 67.5 m total length supported on three
columns of reinforced concrete between the concrete abutments.
THE STEEL STRUCTURE consists of a main girder H of hollow round section
with an outer diameter of 743 mm and a maximum wall thickness of 24 mm
in the main bridge section and 525 mm ø in the two ramps. Trapezoidal bulk-
heads M and transverse girders Q in the shape of triangular brackets (T-sec-
tion, 180 mm wide, 80mm high and 20 mm thick) are welded onto the main
girder at intervals of 1.25 m. The 3.2 m wide deck panel of galvanised beaded
steel plate was welded onto this and coated with a ~10 mm layer of concrete
with a 1 % camber. Spotlights L are embedded in the sides of the deck, thereby
protected against vandalism. Welded heavy plate fork heads transfer loads
through neoprene pads N into the columns.
THE SUPPORT COLUMNS S are reinforced concrete cylinders of 732 mm ø in
the bridge section and 525 mm ø in the ramps, all rigidly fixed on piles.
THE BALUSTRADES are of 18 / 10 stainless steel with 1.5 m wide and 1.2 m
high frames of tubular steel and panels of close-meshed wire. These, however,
show signs of vandalism and are in places dented or even destroyed.
Fig. 3.6a A curved bridge enhances the townscape in Nikosia, Cyprus.
3.6 Nikosia, Cyprus: curved girder bridge with tubular spine over Lemesos Avenue 83

View

Path Path
4 – 6 lane
(elongated)

(elongated)

Plan
West brigde ramp

East bridge ramp

Cross section
Earth ramp

Concrete
Eart
hram
p

Fig. 3.6b View, plan and cross section.

3 Girder bridges
3.7 Recklinghausen, Germany: a “dragon” footbridge over a road
LOCATION The regional association of local authorities “RVR Ruhr” connec-
ted a park in Recklinghausen with Hoheward, an abandoned coal mine with
a ~100 m high slag heap, by building a footbridge over Cranger Straße. The
heap was to be renaturalised and made into a leisure area. At first, in 2004, a
simple, straight bridge was planned but it was then decided to turn the bridge
into a sculpture by adding a few elements: a dragon’s neck and head and a
dragon’s body suggested by a few extended balustrade posts. Completed in
2008, this abstract mythical creature has become a magnet for visitors to the
newly opened panoramic viewpoint on the former slag heap, the home of the
dragon. An elevated pathway, 160 m in length, with a 5.5 % gradient, was
built between two fixed abutments. At first it leads through a copse, curving
around the trees; the dragon’s head, as a light-hearted and unmistakable
symbol of the area, becomes visible only after the visitor has crossed the
two-lane Cranger Straße at the end of the bridge (span = 25 m, width = 3.5 m).
A steel construction was chosen as best in keeping with the surroundings.
THE LOAD BEARING SYSTEM The main bearing element is a heavy calibre
hollow round section with a high degree of bending and torsional stiffness,
610 mm in diameter with wall thicknesses of 14.2 – 28 mm. Ribs of flat steel,
20 mm thick, are welded on to the tube at intervals of 2 m as transverse gir-
ders to carry the 3.5 m wide and 15 mm thick deck panel. The load bearing
capability of the structure was greatly enhanced by the shear bond strength
of the connection between the deck panel and the main girder: a plate girder
effect. The deck panel is stiffened against buckling and therefore contributes
to the overall load bearing effect.
A comparable footbridge over the Rhine Railway in Bochum with four 15 m
spans used a similar principle in 2003 without, however, a shear bond (Section
3.13).
The slenderness of the footbridge in Recklinghausen, with spans of up to 25 m,
could not otherwise have been achieved.
84
Client: RVR Ruhr Regional Association, Essen
Design and Planning: Wörzberger Engineering, Rösrath near Cologne
Steel construction: Rippe Brückenbau GmbH, Syke near Delmenhorst
Source: Ralf Wörzberger: Begehbare Skulptur zur Erbauung.
Die Drachenbrücke in Recklinghausen. 2008, [37]
A MASS DAMPER was invisibly fitted into the tube of the dragon’s neck to
damp oscillations caused by wind action and, in particular, to avoid resonan-
ces. Small cylindrical dampers were also fitted to some of the raised ribs of the
balustrades (the others are 1.3 m in height) as protection against vandalism.
DETAILS A bridge that also aspires to be a symbolic sculpture requires parti-
cular attention to detail. The anatomy of the creature portrayed must not be
allowed to become ridiculous: the neck of the dragon, with its metal scales, is
turned by nearly 180° but still maintains its anatomic credibility.
A DESIGN COMPETITION was held in 2004 in which several distinguished
engineering offices participated: amongst them were Leonhardt, Andrä &
Partner, Stuttgart; Schlaich, Bergermann & Partner, Stuttgart; and Wörzberger
Engineers, Rösrath near Cologne. The last designed the winning entry.
SOME DETAILS:
Height of dragon’s neck: ~18 m above deck
Dragon’s head: folded steel sheet 5 m × 3 m; 15 mm
sheet thickness
Expansion joints: at the beginning, in the middle and at the end
of the bridge
Main girder: S 355 J0; diameter = 610 mm;
thickness = 14.2 – 28.0 mm
Support columns: S 355 J0; diameter = 415 mm; thickness = 20 mm
Support bases: S 235 JR; thickness = 30 mm; flat steel
Foundations: Piles under the angled columns on the slope side
Vertical supports: S 235 JR HEB 450 and 550 wide flange section
Scales and deck plate: S 235 JR; thickness = 15 mm
Transverse girders: S 235 JR; thickness= 20 mm
Balustrades: elliptically curved ribs with a T-cross section
Steel: 198 t
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

Cross section Detail

3,50 m

Forces

e = 2,00 m

T-beam

MT = F • e
e

Plan
Cra
nge
rS
traß
e

Fig. 3.7b View, plan and details of the dragon’s spine.

Fig. 3.7c A dragon that breathes fire at night – thanks to the local gasworks
Ruhrgas.
3 Girder bridges 86

3.8 Hammelburg, Germany: two truss footbridges over the River Saale

Client: Town of Hammelburg, Rural district of Bad Kissingen

Design, structural analysis: Consulting Engineer J. Hockgeiger,
Hammelburg
Steel construction: Schuster Stahl- & Apparatebau, Fuchsstadt
Galvanisation: FV Würzburg GmbH, Rottendorf

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

Cross section Abutment

Sliding plate

Handrail

bearing

Planking

Fig. 3.8c View, plan, cross section and abutment detail.

3 Girder bridges 88

3.9 Gelsenkirchen / Essen, Germany: steel fans support footbridge over road and stream

Client: Local government association of the Ruhr district (KVR) and

“Ruhr Grün” e. V., Essen
Planning: Prof. Frei Otto, Munich
Galvanisation: Rietbergwerke GmbH & Co. KG, Rietberg

Cross section

Fan bar
Deck plate

Transverse bar

LOCATION Mechtenberg Hügel is a 90 m hill on the border between Gelsenkir-

chen and Essen and is part of a 3 km2 landscape park planned by the regional
association of the Ruhr district “Green Ruhr” which is likely to become exem-
plary for the renaturalisation of industrial wasteland. In 2003 a filigree foot-
bridge was built at the foot of the hill over the B 227 Hattinger Straße and
the Leither Bach stream to link Gelsenkirchen-Ückendorf and Gelsenkirchen-
Rotthausen. This cycle and footbridge is ~130 m long and has an effective
width of 3.4 m. It consists of 10 auxiliary spans of 9.6 m each and a main span Detail 1 Detail 2
of 30.4 m over the two-lane road. Transverse bar connection Fan bar connection
THE LOAD BEARING SYSTEM is that of a continuous girder, in this case with
11 spans.

Fig. 3.9a Total length of 130 m, 11 spans, 3.4 m effective width.

A footbridge north of Essen. (See also photo pp 70/71.)
Fig. 3.9b Cross section with details of connections.
3.9 Gelsenkirchen / Essen, Germany: steel fans support footbridge over road and stream
THE GALVANISED SUPERSTRUCTURE is built of 180 t (3800 metres total bar
length) of S 355 round steel, 70 mm in diameter and divided into bars 2 to 3 m
in length. The bars are arranged in fan shapes and clamped longitudinally and
crosswise. The fan shape is created by bars radiating out from the foot of the
support, crossing a network of longitudinal and transverse bars. The bars come
together at the foot of the fan in a heavy duty steel gusset plate. They are con-
nected with drop forged clamps, in principle like those used in scaffolding but
which were developed especially for this use. They consist of two halves which
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.
Fig. 3.9c Gusset plate at foot of fan.
89
THE PEDESTRIAN DECK is in the form of galvanised cassettes, 10 mm in depth,
which rest on the transverse bars already mentioned.
CORROSION PROTECTION All parts received the best corrosion protection
available at present. Node connections, bolts and the 180 t of round steel bars
were hot-dip galvanised to a thickness of at least 230 μm.
FOUNDATIONS Almost 1100 piles with diameters of 0.6 to 0.8 m were ram-
med into the relatively unstable ground and connected at the top to form stable
block foundations. (See also photos on pp 70/71.)
3.9 Gelsenkirchen / Essen, Germany: steel fans support footbridge over road and stream 90

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

Client: Water management department of Bad Kissingen

Design: Dr.-Ing. Dietrich Renner, Solnhofen

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
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
from 202 m above sea level at the pump rooms and promenade to a height
of 202.6 m over the river and a newly created island; it then descends
along a counter-rotational curve with an 80 m radius to the Luitpold building
200 m a.s.l.
Section lengths: (18.5 + 15.4 + 17.0 + 17.6 + 25.0 + 11.5) m = 105.0 m;
width 3.25 m.
Section masses: (15.0 + 12.5 + 13.5 + 13.5 + 20.0 + 9.0) t = 83.5 t.
THE STEEL SUPERSTRUCTURE of the Luitpold Bridge consists of a main
girder H in the form of a heavy calibre hot-rolled round hollow section
(ø 457 mm × 17.5 and 14.2 mm; S 355 steel). A perforated plate L (S 235;
thickness 20 mm, height 200 mm) is welded onto the top of the main girder,
bisecting the perpendicular, whereby the “holes” are intended to lighten its
appearance. The bridge panel D (S 235 plate, 14 mm thickness), the actual
pedestrian deck, is welded onto this plate and is a part of the load bearing
system. The bridge panel is covered with a 6 mm coarse pale grey, coating B
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.
92
Client: Water management department of Bad Kissingen
Design: Dr.-Ing. Dietrich Renner, Solnhofen
Structural planning: Dipl.-Ing. Volker Wettmann, Munich
Steel construction: STS Stahltechnik GmbH, Regensburg
Detail planning: Dipl.-Ing. Manuela von Rüdt, Osterzell
THE BRIDGE IS SUPPORTED by rigid columns (B – F) of round hollow section
(ø 508 mm × 20 mm) made of S 355 steel. Their capitals are designed to ena-
ble slight movement in the direction of the outer curves when the structure
expands or contracts as temperatures change. Virtually no constraint stress
occurs and expansion joints were not necessary. The abutments were first
built with pin-ended supports in sleeve foundations, one of which was turned
into a fixed bearing after erection.
CORROSION PROTECTION is the same as for the Schweizerhaus footbridge
(Section 3.10.2) but the deck is grey (DB 703). One wonders whether a livelier
choice of colour might not have been more suitable for a thriving spa.
ERECTION began on the river bank near the historical Luitpold baths with the
assembly and welding of four of the bridge sections with a total length of
68.5 m and 55 t in weight. At the end of March 2006 preparations were being
made to lift the fifth and sixth sections (the former above the river, the latter
near the pump rooms) into position when floods inundated the building site.
The bridge was finally completed in May 2006.
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

Pump rooms Luitpold baths

Isometry Cross section

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

3.10.2 Bad Kissingen, Schweizerhaus footbridge: a trapezoidal box girder bridge

Client: Water management department Bad Kissingen

Design: Dr.-Ing. Dietrich Renner, Solnhofen
Structural planning: Dipl.-Ing. Volker Wettmann, Munich
Steel construction: STS Stahltechnik GmbH, Regensburg
Detail planning: Dipl.-Ing. Manuela von Rüdt, Osterzell

LOCATION The Schweizerhaus footbridge sweeps elegantly over the wide

water meadow in a smooth curve with a constant radius of 90 m. The bridge
deck appears to be horizontal (202.1 m a.s.l.) but in fact rises by ~1 m to its
highest point at the portal arch. There are six spans: (13.8 + 17.0 + 17.0 +
17.0 + 17.0 + 15.7) m = 97.5 m. Its effective width is 3.25 m.
THE LOAD BEARING SYSTEM is that of a deck bridge as a continuous girder
over five support points. The columns E 1, 2, 3, and 5 (numbered downstream
from the north-east) are tubular steel supports fixed in foundation sleeves. The
support point P 4 (downstream and to the south) is a fixed portal arch across
the river. The bridge is suspended beneath the vertex of the arch on a trans-
verse girder between two suspension bars (M42 Besista).
THE STEEL SUPERSTRUCTURE consists of a main girder H in the form of an
unnoticeably asymmetric 60° / 120° trapezoidal box with a lateral height of
535 mm to the mountainside in the north-east and 515 mm towards the valley CORROSION PROTECTION The steel structure was coated with four layers:
in the south. The top flange is 1500 mm wide and the bottom flange 940 mm. priming (at the steel works) of 70 μm zinc dust paint, followed by two inter-
The sides and the deck plate D are of S 355 steel, 14 mm thick, but the floor mediate coatings of mica-iron paint, each 80 μm, and by a top coating of
plate is cut from 16 mm S 355 steel. The deck is stiffened by transverse 80 μm mica-iron in a shade of blue-green (DB 501).
girders Q of steel plate, 8 mm thick, at intervals of ~470 mm. Every fourth ERECTION The portal arch was transported in two parts and welded on site.
transverse girder has an extension at each side, to which the balustrades G This was followed by three weeks of down time due to floods caused by mel-
(height 1.25 m) are bolted. The double posts of the balustrades are of flat steel. ting snow.
Between them there are eight rows of horizontal M 12 round steel bars with Beginning on 2 April 2006 and working from the south abutment at Schwei-
V-bracing and a top chord (ø = 48.3 mm, galvanised). The handrail is of 18/10 zerhaus, a 200 t crane set up the support E 5 and the pylon arch P and then
V4A stainless steel, 42.4 mm in diameter. The pedestrian deck was covered positioned the deck section 5/4. This was followed by meticulous lifting,
with a white-grey, 6 mm thick, slip-resistant coating. aligning and measuring of the north-east columns and bridge panels, ending
THE FOUR FIXED COLUMNS E are of round hollow section (ø 508 × 20 mm, on 19 April 2006.
S 355 steel, filled with concrete) and are 4.5 to 5.35 m high; of this, a length ILLUMINATION Rod-shaped luminaires fitted at knee height on every fourth
of ~1.3 m is concreted into sleeve foundations. The sleeve foundations them- balustrade post illuminate the deck for pedestrians and cyclists.
selves are rigidly fixed with at least one pile.
THE PORTAL ARCH with a span of 27.3 m, consists of two panels of S 355 steel,
each 40 mm thick, welded together at intervals with spacer plates. The lower
ends of the arch have a box cross section filled with concrete as protection
against possible impact loads such as collision of ice floes. The box section is
600 mm wide at its foundation height of 500 mm and the arch tapers towards Fig. 3.10.2a The portal arch stands 27.3 m wide and >10 m high
over the bridge deck and River Saale.
the vertex – for lighter weight and a more elegant appearance.
Fig. 3.10.2b The Schweizerhaus footbridge is architecturally in contrast
to the Café-Restaurant Schweizerhaus. The photo shows relatively low
flooding in March 2007.
3.10.2 Bad Kissingen, Schweizerhaus footbridge: a trapezoidal box girder bridge 95

View

MHW

Isometry

Cross section

Site plan

ay
rw
tai
S

Fig. 3.10.2c View, isometry, cross section and site plan.

3 Girder bridges
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
town onto ring roads such as the B 287 north-east ring. The east ring was
recently widened from two to four lanes and provided with a 22.3 m span
footbridge for spa visitors and local residents. Its effective width is 3 m. The
idea of a reinforced concrete structure was dismissed right from the start not
only because of the critical location of the bridge in a cutting, in a bend and
at a junction, where formwork and falsework would have been a dangerous
obstruction for motorists during the erection stage, but also because a mas-
sive bridge girder would have blocked the view over the town once the bridge
was in service (Fig. 3.11a). Apart from this, a prefabricated bridge was needed
because it had to be built as quickly as possible in the winter, the “off” season
for spas, with as little interruption to traffic as possible (only half an hour was
needed). The road construction authorities, who would later be responsible for
bridge maintenance, insisted on hot-dip galvanisation for the superstructure
and were even prepared to pay any additional costs this might incur.
THE LOAD BEARING SYSTEM is that of a girder on two supports: the fixed
bearing is in the south-east support wall while the sliding bearing is in the em-
bankment of the north-west abutment. The superstructure arches at a radius
of 220 m so that the rise at mid bridge is 220 mm.
THE GALVANISED SUPERSTRUCTURE is a longitudinally divided, bolted girder
frame of four main girders, each 22.3 m long with a web height of 0.6 m, in
a parallel arrangement 1.1 m apart. They consist of two HEB 600 sectional
steel girders on the longitudinal axis flanked by two U 600s at the sides of the
bridge. The four main girders are connected by eight IPE 360 transverse gir-
ders at intervals of 3.15 m, whereby the transverse girders are attached with
8 × 6 end plates 360 × 170 × 15 mm and 8 × 4 M 16 / 10.9 bolts. Two deck
panels, each 20 mm thick, 3.50 m wide and 11.15 m long are fitted onto the
frame with countersunk bolts. An edge plate 20 mm thick but only 300 m wide
was bolted along the edge of the deck to carry the posts of the balustrades. A
second outer row of posts is bolted directly onto the web of the U 600 outer
96
Client: State of Bavaria, road construction authorities and Town
of Bad Kissingen
Design: Dipl.-Ing. (FH) Horst Arand, Bad Kissingen
Steel construction: FMS Fränkischer Maschinen- und Stahlbau GmbH,
Gochsheim
main girders and connected with the inner row of posts. All balustrade posts
and handrails are of stainless steel 18 / 10 hollow round section, 76 mm ø.
There are panels of corrugated wire mesh between the posts. The deck pa-
nel was coated with epoxy resin with corundum grit for slip resistance. The
balustrades have planting boxes for flowers etc. and can be hung with flags
and banners to greet brides, grooms and other guests as they pass under the
bridge.
CORROSION PROTECTION Hot-dip galvanisation had been planned. The design
engineer and the steel works commissioned with the prefabrication of the
superstructure discovered that the bridge deck, 22.30 m × 3.50 m × 0.62 m,
was much larger than the melt pools of European galvanisation plants. This
seemed to put galvanisation out of the question. What was more, the engi-
neers were afraid that the zinc would not flow into the narrow gap between
the deck panel and the main girders and also that the main girders, which
were to be bent cold without pre-warming, would lose their prescribed arch of
220 m radius when subjected to the temperature of around 450 °C in the zinc
bath (deformation as a result of the release of internal bending stress). The
superstructure was therefore redesigned to enable galvanisation to take place
as originally planned.
The deck was cut in half transversely and each part separately galvanised.
The parts were then bolted to the main girders (instead of welding them as
originally planned). The main girder grid was also divided, not along the highly
stressed transverse axis (as had been done with earlier German bridges in
Bonn, Hamm and Flieden near Fulda) but on the longitudinal axis, which is
generally free from dead weight forces. The main girders of U and T 600 sec-
tional steel presented no problems during galvanisation and were later bolted
to the eight three-part transverse girders with end plates to form the girder
grid as planned. The bridge received two coats of blue paint to further increase
the maintenance intervals; it has been in service for 12 years now and shows
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

1,20 m 1,10 m 1,20 m

3,50 m

Fig. 3.11b View, plan and cross section.

3 Girder bridges
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 location of the Garden Show of North Rhine Westphalia in 2008. A new lake
was created in the shape of a figure eight with a footbridge over the narrower
section in the middle.
The bridge was hot-dip galvanised and coated in flame red. It was a generous
donation by a local company specialising in surface protection to its home
town of Rietberg and designed by the well-known steel sculptor Professor
Eberhard Fiebig, Kassel. He considered various options and came to the con-
clusion that a load bearing structure under the pedestrian deck was out of the
question because more than half of it would be under water. A suspension or
cable-stayed bridge with pylons or as an arch over the pedestrian deck would
not have blended into the landscape because the bridge is only one metre
above water level at the banks of the lake. He decided on a straight structure
without ramps in the form of a two-span bridge (16.08 m + 23.30 m), i.e. a
total length of almost 40 m, a constant effective width of 2.80 m and a dead
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.
98
Client: Landesgartenschau Rietberg-Park 2008 GmbH, Rietberg
Design: Professor Eberhard Fiebig, Kassel
Steel construction: Heinrich Lamparter Stahlbau GmbH & Co. KG,
Kassel, Kaufungen
Photos, sponsor: Seppeler Holding & Verwaltungs GmbH & Co. KG,
Rietberg
Source: “kontakte”, magazine of Seppeler Holding. 2007, [58]
and 2008, [59]
THE SUPERSTRUCTURE is built entirely of S 355 steel and consists of two
main trusses each with upper and lower chords of rectangular hollow sec-
tion, 300 × 100 × 8.8 mm, rigidly connected by vertical posts of rectangu-
lar hollow section, 100 × 100 × 6.3 mm. These trusses are connected
under the pedestrian deck by transverse girders, also of rectangular hol-
low section, 250 × 100 × 8.8 mm, braced by diagonals of angle section,
L 150 × 50 × 8 mm. The pedestrian deck lies on the transverse girders and
consists of a grid of hot-dip galvanised steel plates with a spherical emboss-
ment. This stiffens the plate and at the same time provides a slip resistant
surface for pedestrians.
SLIDING BEARINGS Two transversely fixed sliding bearings support the middle
of the bridge; two more are located at the “Café” end of the bridge and there
is a fixed bearing at the other end.
LOW CONSUMPTION LED light fittings are built into the posts of the main trus-
ses and thus are protected against vandalism.
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
$"

!$" !$" !$"

"$%

Draufsicht
View from above View from below(Verbandsebene)
Untersicht

217

Cross section (bearing) ½ Cross section (at middle pier)

$"
$!

$%
#
$
Detail Q (embossed plate)

#


! !

Fig. 3.12b Views and cross sections.

3 Girder bridges 100

3.13 Bochum, Germany: girder bridge with tubular spine over industrial railway

Client / project management: Local government association of

the Ruhr district (KVR) and “Ruhr Grün” e. V., Essen
Design: Wörzberger Ingenieure GmbH, Rösrath near Cologne
Steel construction: Heinrich Rohlfing GmbH,
Stemwede-Niedermehnen
Inspection engineer: Prof. em. Dr.-Ing. E. h. mult. Stefan Polónyi,
Cologne

Detail

LOCATION The local government association of the Ruhr district and the
regional association “Green Ruhr”, transformed sections of the path of the
former industrial railway line from Grimberg Harbour on the Rhine-Herne
canal in Gelsenkirchen to the Centenary Hall of the Steel Works in Bochum
(Bochumer Verein / Krupp), into a theme cycle path North Rhine Westpha-
lia Industrial Culture / Nature. It follows embankments up to 15 m in height
and crosses other former industrial railway lines and German Rail tracks in
Bochum-Stahlhausen, where an unusual cycle and pedestrian bridge, opened
on 1 May 2003, now connects several abandoned railway lines to create a
network of cycle routes. The bridge is S-shaped on plan and slightly inclined. It
is approx. 60 m long along the middle axis with a 6 % gradient and an effective Cross section
width of 3 m (to accommodate cyclists).
THE LOAD BEARING SYSTEM is that of a torsionally stiff continuous girder on
three pairs of pin-ended supports in an S-shaped spatial curve, as local con-
ditions required.
THE STEEL SUPERSTRUCTURE consists of a spine of heavy calibre round
hollow section, selected because it is ideally suited to resisting the torsional
moments arising from the spatial curve in the path of the bridge. This main
girder H (610 ø × 16 mm) carries the transverse girders Q of 15 mm heavy
plate onto which the deck panel D (20 mm) is welded. A clamping trestle E,
designed to reflect the shape of the transverse girders, fixes the “reptilian”
spine of the main girder H with anchor bolts into the concrete abutment. Both
the abutment and the three A-shaped pairs of bearing supports B, C, D of
round hollow section (244.5 ø × 10 mm) needed firm foundations (on small

Fig. 3.13a The footbridge is S-shaped on plan. Perspective.

Fig. 3.13b Detail and cross section.
3.13 Bochum, Germany: girder bridge with tubular spine over industrial railway 101

View

Plan

GEWI piles) because of the general problem of land subsidence in the area
and because the embankment, built of mining rubble in around 1900, has not
yet come to rest.
THE BEARINGS are neoprene pads with the exception of one fixed point.
THE OVERHEAD POWER LINES of the railway (15 kV, 16.7 Hz) are protected by
a steel frame with glass panes.
THE BALUSTRADES are 1.2 m high and meticulously designed. The handrail
(60 mm ø), the frames (25 mm ø) and the vertical bars (10 mm ø) are of tubular
chrome-nickel steel 18/8; the flat posts (70 mm × 20 mm) are of construc-
tional steel.
ERECTION The footbridge was divided into four sections and lifted into position.

Isometry

Fig. 3.13c View, plan and isometry.

Fig. 3.13d View from below with steel / glass frame each side to protect
the overhead power lines of the railway.
3 Girder bridges 102

3.14 Zurich, Switzerland: 500 m footbridge with spiral box girder arms over junction

Client: City of Zurich, Switzerland

Architect: Werner Stücheli, Dipl.-Arch. BSA, Zurich
Engineer: Max Walt, Dipl.-Ing. ETH, Zurich
Steel construction: Zschokke Bau AG, Zurich

LOCATION Buchegg Platz is a major junction for regional, national and inter- Site plan
national traffic approaching from Winterthur and Zürich-Kloten airport. It
lies on a hill ~2 km to the north of Zürich main station. Long-distance road
traffic crosses underground in a ring road tunnel. Bus and trolley lines and a
north – south tramline cross over-ground and also have reversing loops here.
Local car traffic is directed around the periphery.
A cycle and footbridge, with a total length of almost 500 m, extends over
Buchegg Platz. It has four “arms”, is spatially curved both on plan and in the N
elevation and designed not only to provide pedestrians and cyclists with safe
access in all directions but also to fulfil the aesthetic demands of an inner city
environment. The famous Swiss precision triumphed again and produced a
significant example of the art of structural engineering.
The reinforced concrete cylinder of the elevator tower is the fixed point of the
bridge and is flanked by two spiral stairways of steel. The bridge arms radiate
from this point like the spokes of a wheel, except that they are not straight like
spokes but jauntily curved. They all have a constant outer width of 3.4 m and
an effective width of 3.0 m with the following radii and lengths:

Bridge arm Radius R Length L

middle – west 132.69 m 105.03 m
middle – east 132.69 m 100.30 m
east – west 205.33 m
middle – south 63.42 m 79.80 m
middle – north 76.16 m 110.35 m
north – south 190.15 m
access north 66.00 m
Total 461.48 m

Fig. 3.14a Four bridge arms radiate from the middle tower which
also has a circular bench and a “hat brim” as weather protection.
Fig. 3.14b Site plan.
3.14 Zurich, Switzerland: 500 m footbridge with spiral box girder arms over junction 103

Longitudinal section

Underpass

THE LOAD BEARING SYSTEM is in each case that of a curved continuous com- Cross section
posite girder over 19 + 4 spans with lengths of 13 to 28 m as a deck bridge
on composite supports.
THE STEEL SUPERSTRUCTURE is basically a welded steel box girder with

1,20 m

0,95 m
a trapezoidal cross section of 0.5 m / 1.5 m in width and 0.75 m in height,
with cross stiffening not only at the support columns. The steel box girder of
3,00 m
varying wall thickness is connected to the pedestrian deck with head bolts for 1% 1%
shear resistance. The deck itself is 140 mm thick and was cast on site and
covered with a ~24 mm protective and sealing coating of mastic asphalt. It

0,75 m
has a ~1 % cross gradient to a gully in the middle of the deck. The balustrades
are between 0.95 and 1.05 m in height.
THE SUPPORT COLUMNS are welded steel box girders with a rectangular cross 0,50

section of ~0.4 × 0.8 m and heights of 5 to 6 m. They are rigidly fixed at the
top and bottom and their sleeve foundations are generally on four concrete
piles.
0,75 m 0,50 0,50 0,50 0,75 m
THE BRIDGE GIRDER rests on pin-ended supports in the abutments, for longi-
tudinal movement combined with torsional resistance.
ERECTION began at the elevator and stairway tower which was prepared with
a sleeve of steel plate onto which the X-shaped centre part of the bridge was
welded and temporarily held by four supports. Erection continued from the
middle outwards in two opposite directions. A mobile crane placed new sec-
tions onto the brackets of the box girders already in position and onto the fol-
lowing support columns. The prefabricated sections, each approx. 20 m long,
were welded onto the column heads.

Fig. 3.14c Longitudinal section and typical cross section.

3 Girder bridges
3.15 Gelsenkirchen-Horst, Germany: bridge on tubular “serpentine” support over hollow
LOCATION The Nordstern coal mine in Gelsenkirchen-Horst on the Rhine-
Herne canal and the Emschertal railway closed in 1992. Part of it was rebuilt
as a modern industrial estate and the rest became the site of the 1997 German
Federal Garden Show. A footbridge was built to cross a hollow 120 m wide
and 5 m deep in the north-east part of the grounds to provide pedestrians
with access from the Garden Show grounds to the old cooling tower, which
had been partly preserved as an industrial monument and arts venue. The
bridge is approx. 117 m long and has an effective width of 3.5 m.
The planning for this bridge began at the same time as the design of the arch
bridge at the abandoned coal mine in nearby Castrop-Rauxel (see Section 4.5),
where a spatial curve constructed of tubular steel had been suggested as
the load bearing structure. This had received general acclaim because of its
unusual and intricate design and it was therefore adopted as the basis for the
footbridge in Gelsenkirchen-Horst.
THE LOAD BEARING SYSTEM is that of a continuous straight girder, supported
by an unusual line of twisting serpentine supports.
104
Client: Local government association of the Ruhr district (KVR) and
“Ruhr Grün” e. V., Essen
Planner: PASD Feldmeier · Wrede Architects BDA · Town planners SRL,
Hagen
Structural planning: IPP Prof. Polónyi + Partner GmbH, Cologne
Source: Stefan Polónyi, Wolfgang Walochnik: Die Fußgängerbrücken
der BUGA ’97. 1997, [38]
THE STEEL SUPERSTRUCTURE consists of a girder grid of two parallel main
girders of HEB 260 steel section 1.83 m apart topped by HEA 100 transverse
girders alternating with two U 100s, all at intervals of 0.75 m. This orthogonal
grid is cross braced with flat steel bars. The bridge rests on a support made of
hollow round sectional steel (216 mm ø × 22.5 mm) which twists and turns
in three dimensions and is painted bright red. The pedestrian deck is of close-
meshed 30 mm × 10 mm grating.
THE SERPENTINE SUPPORT is rigidly fixed at the abutments and to individual
reinforced concrete foundations at each point where it touches the ground.
The original plan was to shape the support in a tube bending facility using
inductive heat. The company responsible decided, however, to weld the struc-
ture together from single (flat) curved and straight sections which were turned
accordingly. The finished form nevertheless has the smooth flow of a single,
spatially curved tube.
Fig. 3.15a Footbridge on “serpentine” support for
the German Federal Garden Show in Gelsenkirchen-Horst.
3.15 Gelsenkirchen-Horst, Germany: bridge on tubular “serpentine” support over hollow 105

View

117,00 m

Plan

Cross section

Tube

Detail

2,5 mm

Fig. 3.15b View, plan, cross section and detail.

Fig. 3.15c From below: the “serpentine” support.
Arch 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.
4 Arch bridges 108

4.1 Basle Border Triangle: arch bridge over the Rhine – a world record footbridge

Client: Town of Weil; Communauté de Communes des Trois Frontières

CC3F Huningue
Design and planning: Planning association LAP/FA/Weil am Rhein GbR;
Feichtinger Architectes, Paris, Vienna; Leonhardt, Andrä and Partner,
Consultant Engineers VBI, Berlin, Stuttgart
Construction: Max Bögl GmbH & Co. KG, Neumarkt
Sources: Wolfgang Strobl, Imre Kovacs, Hans-Peter Andrä, Uwe Häberle:
Eine Fußgängerbrücke mit 230 m Spannweite über den Rhein. 2007, [39];
Wolfgang Strobl: Geh- und Radwegbrücke zwischen Weil und Huningue.
2006, [40]; Starke Verbindung. Faszination Stahl. Heft 13, 2007, [41];
Clementine van Rooden, Uwe Häberle: Fußverbindung. 2007, [42];
Elegante Bögen – Filigrane Tragwerke: MSH-Profile im progressiven
Brückenbau. 2007, [43];
Town of Weil am Rhein: Brücken verbinden – Des Ponts qui unissent.
2007, [44]

LOCATION The Rhine footbridge between Weil (Germany) and Huningue

(France) 200 m downstream from the Basle suburb of Klein-Hüningen
(Switzerland) was opened in mid 2007 as the longest spanned arch cycle and
footbridge in the world. The aim in building the bridge was to improve infra-
structure in the heavily industrialised northern district of Basle. At the same
time, however, the bridge was intended as a symbol for the deep alliance
between the neighbouring countries as it crosses the great river in a single
arch.
The bridge was carefully designed and positioned to preserve the line of
vision between the coaxial approach paths and roads, Hauptstraße in Weil and
Rue de France in Huningue and the historical tower of the former garrison
town. For this reason the bridge was placed close to the visual axis and desig-
ned with an asymmetric cross section.
The rise of the arch was reduced to the limit of what engineering can achieve,
giving the structure elegance and at the same time a tension and excitement.
The challenge faced by the engineers is almost palpable: the span is 230 m in
length with a rise of only 14.5 m and a total height of 25 m. The total length
over the river is 248 m with an effective width of 5.5 m at mid-span and 7.0 m
at the bridge heads. The “Passerelle des Trois Pays” was floated into position
in its entirety (>1000 t) in a spectacular manoeuvre in November 2006.
THE LOAD BEARING SYSTEM is that of an arch bridge (deck bridge) whose
arch derives from a quadratic parabola, with the quarter points raised by 0.4 m
for reasons of stability, so that the configuration is a polynomial of the fourth
degree. The orthotropic (stiffened) deck panel of steel plate, 10 mm thick, ties
the horizontal thrust of the arch (Langer girder principle), whereby a part of the
thrust is deflected to the abutments and transferred into the ground.

Fig. 4.1a The “border triangle” connects Germany and Switzerland

with France; eastern side, Weil am Rhein – torsionally rigid but longitudinally
sliding bearing.
Fig. 4.1b View towards the historic tower of Huningue on the west bank.
(See also pp 106/107.)
4.1 Basle Border Triangle: arch bridge over the Rhine
THE STEEL SUPERSTRUCTURE The bridge has twin arches. The northern arch
is perpendicular and consists of two hexagonal box girders, 900 mm high and
589 mm wide, of S 355 J2G3 steel plate in thicknesses of 15 and 50 mm.
The northern longitudinal girder is also a hexagonal box, 600 mm high and
434 mm wide. The southern arch, however, is inclined towards the northern
arch by 16° from the perpendicular and is made of hot-rolled hollow round
section with an outer diameter of 609 mm and 36 mm wall thickness. The
southern longitudinal girder is of hollow round section with a 325 mm diam-
eter and 25 mm wall thickness. The uniqueness and elegance of the bridge is
largely due to this asymmetry of its cross section.
BEARINGS The original plan had been to use fixed bearings for all the bases
of the arch. This idea was discarded after analysis of temperature constraints.
Nevertheless, it was imperative to brace the structure against wind loads be-
cause of the softness of its system.
The arch bases on the Weil side were built in the form of a torsionally stiff but
longitudinally sliding V-shaped shaft.
The torsionally rigid and non-sliding arch bearing on the Huningue bank was
achieved using two spherical bearings for the “strong” north arch and three
spherical bearings for the “soft” southern arch.
The intersection between the southern arch and the deck girder is a cast com-
ponent almost 5 m in length. The connection between the twin hexagonal gir-
ders of the northern arch and the hexagonal deck girder is also of cast steel
but built from several individual component parts.
Cross section
Fig. 4.1c The bridge crosses the Rhine from Huningue
on the west bank to Weil am Rhein on the east bank.
Fig. 4.1d Hexagonal cross section of the northern arch.
109
WIND LOADS were a vital consideration in the dimensioning of the slender
structure.The hexagonal cross sections were more problematic than the tubular
cross sections because of their higher c-values. In general, however, the wind
loads are significantly lower than those given in the report of the German DIN
Code 101 [5]. The inspection engineer endorsed the decision to analyse wind
loads for an assumed traffic height of 1.8 m in accordance with E-DIN 1055-4.
THE LOAD CASE “traffic on one side only” was also significant for structural
analysis and dimensioning. The forces were calculated taking into consider-
ation the different states of erection and the forms of the bridge components.
The latter was a highly complex spatial form because of the asymmetry of the
cross section.
THE ARCH FOUNDATIONS are surface foundations with sheet piling. Ground
anchors were used to secure the tension stays at the bridge heads.
ASSEMBLY, ERECTION The main structure was welded together at a site 3 km
downstream and floated to its final location in a spectacular manoeuvre which
drew a huge crowd of spectators. The waterway was closed to traffic for less
than a day.
Following preassembly, cranes were used to position the structure on pon-
toons which were then floated into position. The bridge was placed on auxiliary
presses and the tension stays connected. The pontoons were then lowered
and removed, the bearings were concreted and finally other separately pre-
fabricated sections such as the approach ramps, balustrades, drainage and
illumination were fitted.
 4.1

View
24,5 m over NHW

8,6 m over NHW

NHW

Navigation channel

Ramp
9,30 Arch span length 9,30
Basle Border Triangle: arch bridge over the Rhine

Plan

France Deutschland

r
Frontie
Rheincafé

Huningue Hauptstraße

Rhin Rhein

Fig. 4.1e View and plan of the bridge near Basle, Switzerland.
110
4.2 Overview: Gelsenkirchen, German Federal Garden Show: three arch bridges
4.2 Overview: Gelsenkirchen, German Federal Garden Show: three arch bridges
LOCATION There are numerous steel arch bridges in the Ruhr, the largest
industrial area in Europe, but several new variations were built for the German
Federal Garden Show BUGA in 1997: arch footbridges made of tubular steel,
or rather of round hollow profile as a steel construction element. Three such
bridges were built close together in Gelsenkirchen: Emscher Ost bridge, the
bridge over the new Färsenbruch Straße and the double arch bridge over the
Rhein-Herne Canal.
CONSTRUCTION All three bridges have bearing arches which do not lie co-
axially to the axis of the path but instead cross the path at a sharp angle, i.e.
they cross from one side of the path to the other side on the opposite bank.
This was necessary first to maintain the given directions of the path network,
second to provide virtually unlimited clearance above the deck and third to
keep span lengths over the road or river, and therefore costs, to a minimum.
Fig. 4.2 Aerial view of the grounds of the 1997 Federal Garden Show
in Gelsenkirchen with River Emscher and Rhine-Herne Canal
(www.bundesgartenschau.de).
111
Client: Local government association of the Ruhr district (KVR) and
“Ruhr Grün” e. V., Essen
Planner: PASD Feldmeier · Wrede Architects BDA · Town planners SRL,
Hagen
Structural planning: IPP Prof. Polónyi + Partner GmbH, Cologne
Source: Stefan Polónyi, Wolfgang Walochnik: Die Fußgängerbrücken
der BUGA ’97. 1997, [38]
The level of the deck was defined by the clearance needed for ships plus the
construction height of the load bearing structure. The load bearing structure
therefore had to be above the deck to avoid creating an additional gradient for
pedestrians.
The configuration of the cable bracing and the form of the arch were designed
to avoid any significant bending stress to the arches.
THE THREE ARCH BRIDGES are the result of all these considerations and can
also be regarded as steel sculptures in the landscape, even though their main
function is clearly defined as the bridging of waterways or streets for pedest-
rians and cyclists.
4 Arch bridges
4.2.1 Gelsenkirchen, Germany: double arch bridge over the Rhine-Herne Canal
LOCATION With an arch span length of 79 m and a total deck length of 109.3 m
the double arch bridge over the Rhine-Herne Canal is the largest of the three
arch bridges built for the Federal German Garden Show in Gelsenkirchen. It is
also wider than the other two with an effective width of 5.5 m. It is capable
of carrying a low-speed maintenance vehicle of maximum 30 t in weight. The
bridge lies in the approach path to the South Entrance of the garden show.
The path continues over the lattice girder bridge Emscher-Mitte over the River
Emscher.
LOAD BEARING SYSTEM The two tubular arches stand parallel, 31.8 m apart
and at right angles to the axis of the canal (shortest span) the deck crosses the
canal at an angle of 51°. The characteristic asymmetric arch was the result
of the requirement that the curve of the arch should be at the point where
the hanger bars are attached to the bridge deck. The highest point of each
arch is the point where it crosses the axis of the deck. The arches are of hol-
low round sectional steel (ø 1120 mm; 40 mm thick in the straight sections
and ø 1120 mm; 25 mm thick in the curved sections). The hangers are round
bars, 50 mm in diameter. The transverse girders are of hollow round section
(ø 406.4 mm; 25 mm thick). The pedestrian and cycle deck is an orthotropic
plate made of S 355 steel. Two longitudinal girders of wide flange sectional
steel (HEB 600) carry 28 transverse girders (HEA 340 rolled section) at inter-
vals of 2.75 m. The deck panel is 12 mm thick and stiffened with trapezoidal
longitudinal ribs (6 mm thickness). The deck was treated with epoxy resin with
quartz grit for slip resistance.
THE BEARINGS for the superstructure are four 200 × 400 mm neoprene pads.
The fixed and sliding bearing points are arranged to enable the superstructure
to expand and contract without constraint when temperatures change. In case
the bearings need to be renewed at some point, niches for hydraulic presses
have been provided directly adjacent to the bearings.
112
Cross section at transverse girder
The expansion path needed for the deck construction was calculated at ± 7 cm
in the longitudinal and ± 5 cm in the transverse direction on the south bank.
The arches were attached to their foundations with HV bolts.
STRUCTURAL ANALYSIS All calculations were based on a spatial frame using
the BASTA programme, which was developed by the planning office to ana-
lyse steel structures according to the linear-elastic theory. Sliding and fixed
bearings were simulated at the feet of the arches. The superstructure was
assumed to be fixed at one abutment and sliding at the other.
The system was first analysed according to the first-order theory for all imag-
inable load case combinations. The decisive combinations were then tested
with second-order theory. This confirmed the stability of the arches: as expec-
ted they were effectively secured against lateral displacement by the spatial
bracing. The second-order theory analysis provided a realistic assessment of
the stiffness of the bracing bars. The longitudinal stiffness of these compo-
nents is dependent on their prestressing and the sag resulting from their own
dead weight. Some of the hanger bars are relatively flatly inclined and here it
is vital to limit the sag, not only for technical reasons but also because sagging
bars would detract from the appearance of the bridge. This was tested using
different prestressing and load combinations; the results displayed on the mo-
nitor were an excellent basis for assessment. In addition to this, prestressing
was adjusted to assure that no load combination would cause compression
in the bars. This adjustment was a long and iterative procedure because any
change in the prestressing of one hanger leads to changes in the prestressing
of adjacent hangers and in the dynamics of the superstructure as a whole.
Fig. 4.2.1a The nine pairs of hangers on each of the two arches are
features of the bridge in Gelsenkirchen. Seen from certain angles – such as
in this photo – the arches appear to cross. They are in fact parallel – as the
drawing confirms.
Fig. 4.2.1b Dimensions: two 79 m arch span, 109.3 m pedestrian deck
and a 51° angle between the axes of arch and deck.
4.2.1 Gelsenkirchen, Germany: double arch bridge over the Rhine-Herne Canal
Plan
79
,0
0
m
Rh
ei
n-
He
rn
e-
Ka
na
l
Bridge length
FURTHER ANALYSES Structural analysis was followed by oscillation tests. The
bridge was first investigated in respect of its sensitivity to pedestrian traffic
and marching groups. The BASTA programme provides a time-history analysis.
This is an incremental calculation along the time axis by which the results of
the calculation of the previous time increment are used as the preconditions
for the next time increment. The assumed load in each case is the load ordin-
ate appearing in the load – time function for the increment under analysis. This
is then included in the equation. The load – time function was assumed for a
defined flow of pedestrian traffic.
The bridge displayed very high oscillation speeds and amplitudes for this load.
Two effective remedies were chosen: the deck was changed to an orthotropic
plate and the inclination of the hangers was reduced.
This was followed by additional dynamic analysis to ascertain the best pos-
itioning of any mass dampers that might be required.
The testers went on to simulate fluttering vibrations under wind load (which
had caused the spectacular collapse of the Tacoma Bridge in the State of
Washington / USA in 1940). This last test confirmed the bridge over the Rhine-
Herne canal would not be susceptible to wind load.
Fig. 4.2.1c Plan and arch section of the double arch bridge in Gelsenkirchen.
113
Rohrbogen
Arch
(Anschnitt)
(section)
51°
5,5 m
m
0
,8
31
ERECTION The two arches, each with a total mass of 115 t, were prefabricated
in five segments per arch and welded together on the bank of the canal.
On Saturday, 24 August 1996, the first arch, i.e. the western arch, was lifted
by two floating cranes assisted by one mobile crane on land. After ensuring
that the load was evenly distributed, the cranes were floated synchronously
the 50 m to the place of erection, and the arch was set on its abutments. There
it was fixed and adjusted with four steel cables. Finally the HV bolts were
tightened in the rosettes of the bearings.
The second arch was placed in position by the same method on the following
day. Erection of the arches was completed in only one weekend, as is usual for
steel bridges; the canal was closed to shipping for only two hours. The 112 m
deck weighing 200 t was fitted the following weekend. The floating cranes
lifted it onto a pontoon carrying three rows of stacked steel containers to
achieve the necessary height of approx. 1 m above the abutments. The
60 × 10 m pontoon was then floated into position and hydraulically lowered,
placing the bridge plate onto the abutments. Finally the hanger bars were in-
stalled and prestressed.
AWARD The bridge received the Renault Traffic Design Award in 1997.
4 Arch bridges 114

4.2.2 Gelsenkirchen, Germany: arch bridge over Färsenbruch Road

LOCATION Färsenbruch / Lehrhofebruch Road, formerly Terneden Straße in

Gelsenkirchen is a motorway approach road south-east of the German Federal
Garden Show ground. The arch bridge over Färsenbruch road is the pedestrian
connection to the suburb of Gelsenkirchen-Hessler and was effectively a land-
mark for the main entrance of the 1997 Garden Show and the adjacent lands-
cape park. In elevation it is similar to Emscher-Ost bridge (Section 4.2.3).
THE TUBULAR ARCH of S 355 steel (ø 45.2 mm; wall thickness 20 mm) is po-
sitioned at an angle of 63° to the axis of the road. The span length of the arch
is 42 m. It stands on two box-shaped abutment blocks of reinforced concrete
at the top of the embankments. The bases of the arch are fixed with HV bolts
and steel rosettes.
THE DECK PLATE is at an angle of 39.5° to the axis of the arch and is 42 m
long between its abutments of reinforced concrete. It is 3.8 m wide and cons-
tructed as an orthotropic plate; the deck panel is 10 mm thick and the ten lon-
gitudinal rib panels are 100 mm thick. There are two main longitudinal girders
of HEB 600 wide flange section and 16 auxiliary / transverse girders (HEA 200,
all 2.625 m). The deck plate was coated with epoxy resin with quartz grit for
slip resistance.
The deck is suspended from the arch by bars of round steel (ø 40 mm)
attached to transverse girders of hollow round sectional steel (ø 298.5 mm;
16 mm wall thickness). The transverse girders are inserted through the webs
of the longitudinal girders. The balustrades are 1.2 m high with handrails of
V2A steel and 10 horizontal strands of stainless steel wire cable.
BEARINGS Four neoprene bearings (200 × 250 mm) were selected for the
superstructure. The fixed and sliding points are arranged to allow the su-
perstructure to respond to temperature changes without restraint. Niches
have been provided at the abutments for the insertion of hydraulic presses
when the bearings are changed. The expansion path was calculated at
+ 3690 mm / – 248 mm.
ERECTION Two mobile cranes were used to erect the arch. Some of the ten-
sion bars were prestressed after suspension of the deck to ensure that it
formed a horizontal plane due to its own dead weight.

Fig. 4.2.2a The footbridge over the motorway approach road at Nordstern
park in Gelsenkirchen has four pairs of hangers and forms an angle of 39.5°
between deck and arch.
Fig. 4.2.2b Attachment of hanger to transverse girder.
4.2.3 Gelsenkirchen, Germany: arch bridge over River Emscher 115

4.2.3 Gelsenkirchen, Germany: arch bridge over River Emscher

THE RED TUBULAR ARCH of S 355 steel stands at right angles to the axis of
the river and has a span length of 40 m, a diameter of 508 mm and a wall
thickness of 30 mm. It stands on two abutments of reinforced concrete which
transfer their load into the ground through shallow foundations. The feet of the
arch are attached to steel rosettes with HV bolts.
THE DECK is at an angle of 19° to the axis of the arch, its width is 3.52 m and
it is 46.15 m long between the abutments. It is an orthotropic plate of rolled
sectional steel: two main longitudinal girders (HEB 600) 3 m apart; HEA 140
transverse girders with a deck panel, 10 mm thick. The deck is coated with
epoxy resin with quartz grit for slip resistance. The deck is suspended from the
arch by five pairs of round steel bars (ø 40 mm) connected to transverse tubes
(ø 406.4 mm, 10 mm thick).

Fig. 4.2.3 The footbridge over the River Emscher in Gelsenkirchen:

40 m arch span, 46.15 m pedestrian deck, an angle of 19° between
the axes of arch and deck.
4 Arch bridges 116

4.3 Dessau, Germany: arch bridge with curved deck over the River Mulde

Client: Town of Dessau

Design: Prof. em. Stefan Polónyi Structural Engineering, Cologne
with kister scheithauer gross architekten und stadtplaner GmbH,
Cologne
Structural planning: IPP Prof. Polónyi + Partner GmbH, Cologne
Source: Stefan Polónyi: Begehbarer Raum. Die Tiergartenbrücke
über die Mulde in Dessau. 2002, [45]

LOCATION The 100 m wide River Mulde and a multi-lane road separate the
Tiergarten landscape park from Dessau town centre with its historic castle and
grounds (Johannbau). The former wooden footbridge was replaced by a steel
pedestrian and cycle bridge in 2000 when the landscape park and river bank
were redesigned and modernised. The town of Dessau received money for this
project from the EXPO 2000 fund.
If the bridge had only been intended as a connection, it could have been built
as a simple straight bridge and would have been better positioned elsewhere.
It is, however, an essential part of a walking route that meanders through
the landscape and therefore it was decided that the bridge should curve to
continue and reflect this path. Water levels in the Mulde vary considerably and
it is a very fast-flowing river. The riverbed is flat and therefore suitable for the
construction of piers, but Dessau wanted a bridge that would not interfere with
the flow of the river. The bridge was also to be a landmark but at the same
time fit into the silhouette of the town without appearing dominant. This was
another argument against a bridge with piers.
Path bridges can be supported on piers or from pylons or they can be suspen-
ded from arches. The planning team opted for an arch with hangers as the
main load bearing component. (They selected a bridge type first built in Cast-
rop Rauxel, then used for bridges at the German Federal Garden Show in Gel-
senkirchen and further developed for the IBA international building exhibition
at Emscher Park in Oberhausen.) A path now meanders from the town centre
to Tiergarten park over the new curving Mulde bridge (r = 105 m) with a span
of 107.65 m. The box girder deck is suspended on round steel bars from an
arch of tubular steel inclined at an angle of 17° off the perpendicular. The han-
gers enclose the deck, creating a spatial entity through which the pedestrian
can walk, and they are also a delightful sight when crossing the bridge.

Fig. 4.3a Aerial view: a footbridge as part of a meandering path system.

Fig. 4.3b The steel arch and deck arched in opposite directions to form
a spatial entity through which the pedestrian crosses the River Mulde in
Dessau.
4.3 Dessau, Germany: arch bridge with curved deck over the River Mulde
View Ansicht
107,65 m
Plan
Grundriss
Mulde-River
Mulde - Fluss
r = 105 m
STEEL SUPERSTRUCTURE The box girder of the deck is similar in appearance
to the wing of an aircraft with a slightly convex bottom plate. (This type of heavy
plate is now rolled in widths of 4 m, which became the determining factor for
the width of the bridge. The original design had been for two parallel plates;
the curve on plan was formed with a polygon with a side length of 2 m.) The
4 m plate meant that far fewer welding joints were needed but a polygon with
a side length of 6 m had to be accepted. The transverse bulkheads are located
in the corners of the polygon and cantilever out alternately on the concave and
convex side of the deck. The length of the cantilever is calculated to prevent
the hangers from cutting into the profile of the bridge. The hangers are fitted
to the ends of the cantilevers with bolts and threaded fork ends. The box girder
is also stiffened by three longitudinal bulkheads of appropriate thickness. The
deck is fixed against sliding at both ends; at the same time it can turn around
bolts in its normal axis while remaining torsionally stiff.
Bild 4.3c View and plan of the walking bridge in Dessau.
117
This means that deformations as a result of changing temperatures alter the
radius of the deck. This alters the angle of the deck at the abutment by only
0.24° or a difference in side length of only 13 mm. This is simply covered by
a strip of sliding plate.
THE ARCH is of hollow round section with an outer diameter of 812.8 mm and
wall thicknesses of between 14.2 and 50 mm. It is rigidly fixed at both ends.
At first the plan had been for a hinged bearing, but analysis showed that the
structure would then be too soft and susceptible to oscillation. The torsional
fixing of the deck and rigid fixing of the arch give the bridge the necessary sta-
bility. The deck is suspended from the arch and thereby stabilises it. The arch
sections are welded together at the bulkheads. The bulkhead plates extend
downwards out of the cross section of the arch and each has one hole at which
the hangers are attached.
4 Arch bridges 118

4.4 Oberhausen, Germany: arch bridge over main road B 223

Concept: Dipl.-Ing. Thomas Knabben, Pulheim

Design: IPP Prof. Polónyi + Partner GmbH, Cologne
Steel construction: Märkische Montagerealisierung und
Metallverarbeitung GmbH, Schwedt; MONT Stahl-Rohr-Maschinen-
Montage GmbH, Szolnok / Ungarn; Fenne Baugesellschaft mbH,
Gladbeck

LOCATION A cycle and pedestrian bridge with (only) one main girder and a
freely suspended deck crosses the four traffic lanes of the B 223 Mülheimer
Straße between the old city and the new centre of Oberhausen. It was open-
ed in 2001. At a height of 6 m above ground level, the bridge connects the
second floor of the technology centre for environmental protection (TZU) with
the Kaisergarten landscape park and the adjacent industrial estate, both of
which were built on a former pithead. The bridge stands next to the former
water tower of the Gutehoffnung steelworks, which is listed as an industrial
monument and, like the tower, has become a landmark in Oberhausen. Access
to the bridge is via stairways from the pavements each side of the road. Short
ramps at the TZU building lead to an elevator which enables disabled people
to use the bridge. The bridge is part of a pedestrian route, defined by town
planners, which follows a wide curve to Oberhausen castle. The arch stands
at right angles to the road while the bridge deck and the TZU building form a
small section of the curving path.
LOAD BEARING SYSTEM The bridge is a further development of the “serpen-
tine tube” first built in Castrop-Rauxel and implements some of the knowledge
gained in the construction of the Garden Show bridges in Gelsenkirchen (see
Sections 4.2 and 4.5). It was designed as a load-bearing round hollow girder
(tube) in the form of a free spatial curve, whereby the deck is suspended from
the high arch at the eastern end and supported on two smaller arches in the
west. Unfortunately, for reasons of economy, this elegant solution had to be
shortened and replaced by a longer embankment. The tubular spine is rigidly
fixed in an abutment at the other side.
STEEL STRUCTURE The tubular arch is 508 mm in diameter and stands in a
vertical plane at an acute angle to the axis of the deck. It has a span length of
32 m over the road and 2 × 18 m in the west.
THE DECK is a box girder, 2.8 m wide, of 6 mm steel plate in the form of the
wing of an aircraft, whereby the lower plate is convexly curved. The horizon-
tal top plate is coated with epoxy resin with quartz sand for slip resistance.
The box girder is stiffened by transverse bulkheads at intervals of 1.6 m and
longitudinal and transverse ribs 0.4 m apart. In the suspended bridge sec-
tion curved transverse girders of round hollow section, ø 300 mm, under the
Fig. 4.4a A tubular arch supports the footbridge over Mülheimer Straße
box girder are cantilevered at each side to provide anchorage for the hangers.
in Oberhausen.
Cable connections are welded on at each end of the transverse girders. The Fig. 4.4b The arch has a pronounced curve; the deck curves gently.
cable is inserted through the connection then adjusted and fixed at the bottom Fig. 4.4c Views, plan, cross section.
4.4 Oberhausen, Germany: arch bridge over main road B 223 119

View from north

with counter plates and nuts. Labour-intensive sealing of the points of penet- View from west
ration was therefore unnecessary.
THE HANGERS are in a particular configuration: their axes meet at an imagina-
ry point above the arch and normal to the plane of the arch, which provides the
necessary clearance. The curve of the arch was calculated in accordance with
the support line of the hangers, giving it a dynamic appearance. The ø 50 mm
hangers are fixed in the arch in the same way as to the transverse girders; the
openings at the top of the arch were covered with steel lids.
THE TWO STAIRWAYS provide lateral support for the load bearing structure
and their curved hollow round section, 270 mm in diameter, reflects the shape
of the arch. The steps are mounted on two parallel tubes which also support
the bridge deck and are analogous to the transverse girders to which the han-
gers are attached. Cross section
ONLY MINIMUM FOUNDATIONS were possible because of the utility pipes
in the ground under the pavements. Two foundations connected by tension
Effective width
cables were used to provide sufficient counterweight to the horizontal thrust
of the stairway tubes.
THE BALUSTRADES AND ILLUMINATION of this footbridge are meticulously
Deck plate
designed. Floor plate
SURFACE PROTECTION The parabolic arch is painted red (like many of the
main load bearing elements of new bridges in the Ruhr district); in contrast,
the stairways are painted blue.
Deck plate width
ERECTION was with a mobile crane.

Plan
4 Arch bridges
4.5 Castrop-Rauxel, Germany: serpentine arch footbridge over main road B 226
LOCATION The grounds of the disused Erin coal mine near the centre of Cas-
trop-Rauxel were transformed into a park in 1997, preserving the shaft tower
as an industrial monument. A footbridge was needed to connect Erin Park with
the town centre. The bridge begins at a shopping centre in the east, continuing
along the axis of the mall, and then crosses a four-lane ring road with a centre
strip (the “old city” ring road, B 226). It then leads over a grassed area to end in
the west at the edge of the park as a viewing platform. Two short side bridges
(simple girder grids) connect the footbridge with an adjacent office building
(VEW) and a service centre (DieZ). An angled stairway leads down into the park
at the western end.
DESIGN HISTORY A workshop was held at which the architect and plan-
ner was asked how he would visualise this footbridge. In reply he sketched
about 20 bridges arranged according to material and bridge type. A sketch
featuring a tubular sculpture received general acclaim because the steel tube
is synonymous with the surrounding industrial landscape. The client’s own
architect took this one step further by “snaking” the load bearing tubular sec-
tion through, above and around the deck of the bridge, like a gigantic mythical
creature. The original design of Erin Park had placed a small lake at the end of
the bridge. The bridge planners then had the idea of continuing the ends of the
arches underground and having one of them rise dramatically out of the wa-
ters like the Loch Ness monster. This plan, unfortunately, had to be abandoned
for reasons of economy.
120
Client: State Development Organisation LEG NRW, Dortmund
Planning: LEG North Rhine Westphalia (Architect Peter Freudenthal,
Dortmund) with Stefan Polónyi, Cologne
Structural Planning: IPP Prof. Polónyi + Partner GmbH, Cologne
Steel construction: E. Rüter GmbH, Dortmund
Source: Wolfgang Walochnik: Tragendes Stahlrohr – Rohrkunst?
1995, 1997 [46]
A BRIDGE WAS NEEDED with a span of 31.5 m, or at least 27 m, with traffic
clearance of at least 4.7 m. At the same time the town planners wanted the
deck to be as thin as possible, to keep the number of steps up to the bridge
to a minimum, which meant that the load bearing structure had to be above
the deck. The bridge was therefore to be suspended from an arch or a pylon.
Finally, a free spatial curve was selected that soars in a high arch over the
ring road and snakes around the structure before going to earth in the park.
This serpent carries a deck with a curved bottom plate, similar to the wing
of an aircraft in cross section, which it partly supports and in some places
penetrates.
THE STEEL SUPERSTRUCTURE consists of a torsionally stiff box girder, 400 mm
high, 4.8 m wide and 93 m long, with an arced cross section. The girder is
stiffened along its entire length by longitudinal bulkheads and transverse bulk-
heads at the support points. It is of welded steel plate, generally 10 mm thick.
The superstructure is supported by a tubular “serpent”, 609.6 mm in diameter
with a wall thickness of ~22 mm, which was inductively heated and hot bent.
The superstructure is suspended from the arch in the long span over the ring
road. The round bars of the hangers pass through the arch in sleeves and are
bolted on the other side at the top of the arch. The sleeves were then grouted
for corrosion protection.
In the western section of the bridge, leading to Erin Park, the superstructure
lies on arches, again of round hollow section, but in this case on two arches
Fig. 4.5a A futuristic footbridge in the form of a giant serpent connects
the town centre of Castrop-Rauxel with a park on the grounds of a former mine.
4.5 Castrop-Rauxel, Germany: serpentine arch footbridge over main road B 226 121

Perspective

◀ West to Erin Park East to town centre ▶

because the main tubular spine divides into two tubes which converge into
one and then divide again. At one point one of the tubes winds itself audaci-
ously around the deck.
FOUNDATIONS The supports stand on individual shallow foundations. The
ground consists of compacted recycling material.
THE HORIZONTAL FIXED POINTS are approximately at mid bridge, which can
expand and contract towards each end in response to temperature changes.
The supports at the outer bearings slide longitudinally (in slotted holes). The
four middle foundations are horizontally connected to counterbalance the hori-
zontal thrust. The “serpent” is rigidly fixed to these foundations.

Isometry

◀ West to Erin Park

East to town centre ▶

B 226

Fig. 4.5b Perspective and isometry: the girder of the arch divides
into two in the middle and at the ends of the bridge.
Fig. 4.5c The tubular arch supports, penetrates and winds itself
around the deck. Some local people call the bridge “the sick worm”.
4 Arch bridges 122

4.6 Munich, Germany: tubular arch bridge “zur Wies’n” over Bayer Straße

Client: Bayerische Hausbau Projektentwicklung GmbH, Munich

Structural planning: Dipl.-Ing. Christoph Ackermann,
Consultant for Structural Engineering, Munich
Architecture: Ackermann and Partner, Architects BDA, Munich
Materials specialist: high-tensile steel and glass balustrades:
Prof. Dr.-Ing. Ömer Bucak, Munich
Construction, assembly: Maurer Söhne GmbH & Co. KG, Munich
Sources: Ömer Bucak: Brücke über die Bayerstraße München.
2005, [47];
Christoph Ackermann: Brückenbauen mit neuen Werkstoffen:
Die Fußgängerbrücke über die Bayerstraße in München. 2005, [48]

LOCATION The cycle and footbridge between the grounds (“Wies’n”) of the
Oktoberfest and the European Patent Office and Hackerbrücke station in
Munich is known as the “Wies’n” bridge. It is 40 m long with a span of 38 m
and an effective width of 4 m. Its gentle arch (with a rise of only 2.16 m) cros-
ses four traffic lanes and two tram lines without intermediate support over a
busy main road, Bayer Straße, in Munich’s inner city.
THE LOAD BEARING SYSTEM is an arch with two hinges as a hybrid structure,
formed by the combination of an upper arched girder of reinforced concrete,
200 mm thick, (the deck) and a lower frame (bottom chords with diagonals
and posts) of round hollow section, 219 mm in diameter, of high-tensile S 699
fine-grained structural steel. The arch frames are a hyperbolic approximation
of the thrust line and transfer the even loads as compression into the abutment
blocks. The bottom chords, diagonals and posts are rigidly welded together
and connected to the reinforced concrete slab with hinged eye bars.
THE FRAME STRUCTURE The original plan was to use S 355 (St 52) steel, as
normally chosen for bridge building, whereby the quantity of steel needed was
calculated at ~35.5 t. The engineering firm in charge of the project investi- Cross section
gated and later opted for an alternative using S 690 high-tensile fine-grained
structural steel and requiring only 18 t, half the quantity of the original design.
This had two advantages: erection costs were lower because of easier hand- 4,00 m
ling on site and because welding joints are much smaller in tubular sections
than in solid material.

Fig. 4.6a A filigree footbridge of high-tensile steel over Bayer Straße

in Munich. The steel arch weighs only 18 t in S 690 compared with
36 t in St 52. The bridge was lifted onto its abutments – precision work
by two large mobile cranes operating in a very confined space.
Fig. 4.6b View from below.
Fig. 4.6c Cross section.
4.6 Munich, Germany: tubular arch bridge “zur Wies’n” over Bayer Straße 123

View

38,00 m

The German Institute for Building Technology had not yet issued a general
approval for S 690 steel; it was therefore necessary to have the concept ap-
proved by the building authorities on the basis of an expert appraisal by the
materials specialist Professor Dr.-Ing. Ömer Bucak at the Laboratory for Steel
and Light Metal Engineering of the Technical University in Munich. He inves-
tigated nodes for high-tensile steel structures which were then calculated in
accordance with the Eurocode 3 EN 1993 Part 1-8.
ASSEMBLY The bridge was prefabricated in two sections which were welded
together at an assembly site using precision-built falsework. The deck slab
was cast in formwork which again had to be correct to a millimetre. Tension
rods were attached to the bridge ends to stabilise the structure for transport
to the erection site. Bayer Straße was closed for only one day while the super-
structure, 40 m in length and weighing 110 t, was lifted into position.
BALUSTRADES with stainless steel handrails and glass panelling were fitted
despite the vandalism prevalent in Munich.

Fig. 4.6d View.

Fig. 4.6e The bridge was lifted into position in one piece with minimum
disturbance to traffic – the advantage of steel bridges.
4 Arch bridges 124

4.7 Bensheim, Germany: middle deck arch bridge of composite structure over road

Client: Town of Bensheim; Hessen State Office for Roads and Traffic,
Wiesbaden
Architect, photos: Heinz Frassine, Bensheim
Steel structure design: Schlaich, Bergermann & Partner,
Consultant Engineers, Stuttgart
Steel construction: Jaeschke & Preuss Baugesellschaft mbH,
Duisburg (no longer in existance)

LOCATION The B 47 to Worms and the B 3 Darmstadt – Karlsruhe in Bensheim

run parallel until the B 47 turns off and enters an underpass under the railway
to the south of Bensheim station. This junction lies in a cutting crossed by a
graceful cycle and footbridge opened in 2006. The bridge is 30.3 m long with
an effective width of 2.5 m. Access to the bridge is via three stairways and
three ramps.
THE LOAD BEARING SYSTEM is that of a compression arch suspended deck
bridge with a cycle and pedestrian deck at a level approximately one third of
the height of the twin arches. The deck is a composite steel structure, 200 mm
thick. The minimalised main girders of U 240 section provide a frame for the
deck slab and hold the balustrades.
THE STEEL ARCHES have a linear length of ~35 m and a rise of ~6 m. They
are ~4 m apart at the crown and 5 m apart at their fixed bearings in the walls
of the cutting. The arches are of hollow round S 355 sectional steel, 193.7 mm
in diameter, with a constant wall thickness of 8.8 mm. Spotlights at the bases
of the arches illluminate the chords of the bridge from below. T 240 transverse
girders are suspended from each of seven pairs of hangers in the form of
round steel bars. The deck lies on the transverse girders. The arches are stif-
fened against each other by three cross members.
THE BALUSTRADES consist of metal bars and are unusually high (1.8 m) to
protect cyclists. Pedestrians are provided with a handrail at hip height.

Fig. 4.7a An arch bridge takes pedestrians and cyclists over

a two-level road near Bensheim station.
Fig. 4.7b View in the west direction (railway).
4.7 Bensheim, Germany: middle deck arch bridge of composite structure over road 125

View

2%

30,30 m
2,20 m

Plan

3,20 m
0,30
3,60 m
1,20 m

0,20
0,24
T
2,50 m
3,00 m

4,70 m

Cross section

Worms Karls- Darm-

ruhe stadt

Fig. 4.7c View, plan and cross section.

Fig. 4.7d View from the city in the direction of the station.
4 Arch bridges 126

4.8 Osnabrück, Germany: arch footbridge over River Hase

Client: Town of Osnabrück

Structural design: IPP Prof. Polónyi + Partner GmbH, Cologne

LOCATION The River Hase meanders through Osnabrück flowing under two
open footbridges, each with spans of approx. 16 m and effective widths of
3.1 m and 2.2 m. The two bridges have different load bearing systems:
1. A cable-stayed bridge in Öwer de Hase (see Section 2.13),
2. An arch bridge over a landing stage in Herrenteich Straße.
THE STEEL SUPERSTRUCTURE of the latter consists of two arched girders B
of hollow round section (193.7 × 8.8 mm). The five main transverse girders Q
have the same cross section as the arch girders and are positioned approxi-
mately at the quarter points of the superstructure. There are further secondary
transverse girders. The second and fourth main transverse girders are diagon-
ally braced from the centre of the arch by round bars, 50 mm in diameter.
Two main longitudinal girders H (IPE 400) of S 355 steel lie on the transverse
girders.
THE ABUTMENTS are also galvanised (cast steel).
THE BALUSTRADES The panelling of the balustrades is attractively designed
with slanting bars. Planting boxes for flowers can be hung from the
balustrades.

Fig. 4.8a Arch bridge over the River Hase in Osnabrück.

Fig. 4.8b Arch abutment and bearing for a main longitudinal girder.
4.8 Osnabrück, Germany: arch footbridge over River Hase 127

View

River

Plan

Planking

Cross section

Fig. 4.8c View, plan and cross section.

4 Arch bridges
4.9 Sindelfingen, Germany: an arch footbridge leaps into a multi-storey car park
LOCATION Symmetry is soothing – or is it simply tedious? The asymmetry of
this footbridge from ground level at Daimler Gate in Sindelfingen into the upper
floor of the staff car park makes it appear to be leaping over the entrance road
to the Daimler Chrysler (Mercedes-Benz) works. The bridge is 36 m long with
an opening width of 30 m and an effective width of 2.3 m. Traffic clearance
is 5 m up to a maximum of 5.82 m at the highest point. The bridge was
completed in the summer of 2000.
THE LOAD BEARING SYSTEM is that of an arch bridge with a suspended deck.
THE STEEL SUPERSTRUCTURE of this bridge consists of a pair of arches of
hollow round sectional steel, 38.8 m in length and 508 mm in outer diameter
with a wall thickness of 17.5 mm, bent to a curve with a radius of 34.85 m
and a rise of 6.1 m. Nineteen transverse girders of IPE 140 sectional steel are
suspended from the arches by 2 × 19 hangers of stainless steel wire cable.
The transverse girders are integrated into the pedestrian deck of concrete,
which was cast on site and coated for slip resistance.
View
Daimler Gate 16
128
Client: Daimler-Chrysler AG, Werk II, Sindelfingen
Design: Renzo Piano Building Workshop, Genoa, Italy
Steel construction: Greschbach GmbH & Co. KG, Herbolzheim
THE BALUSTRADES are of tubular 18/8 chrome-nickel stainless steel (KHP),
55 mm in diameter, with rows of horizontal rails, also of hollow round section
and 40 mm in diameter.
CONSTRUCTION, ASSEMBLY The arches were produced in five sections, gener-
ally 7.90 m long. Three sections for the works entrance side and two sections
for the car park side were welded together at the steel works before galvani-
sation. During erection the arch segments were put into position and welded
together on site. The arches are entirely built of S 355 steel with the excep-
tion of the footplates, which are of St 37-2. Apart from the balustrades, all
steel components were hot-dip galvanised, in spite of the risk of deformation
through the release of bending or welding stress, thereby receiving the most
long-lasting and therefore economical surface protection. Two coats of Duplex
corrosion protection in silver grey were added for decoration.
Fig. 4.9a An asymmetric footbridge appears to leap into the staff car park
at the Daimler-Chrysler Mercedes-Benz works in Sindelfingen.
Fig. 4.9b View of the arch with a span of 35 m and outer tube diameter
of 508 mm.
4.10 Overview: three arch footbridges in Southeast Asia 129

4.10 Overview: three arch footbridges in Southeast Asia

Singapore
Kim Seng Park
Client: Government of Singapore, Ministry of National Development
(MND), Public Works Div.
Jiak Kim Bridge Design: President Lim Peng Hong, BEng, MSc, DIC, PEng

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LOCATION Singapore, an island 137 km north of the equator between the The bridges presented here are built from hollow round section and demon-
Pacific and Indian oceans, is a city state with almost 4 million inhabitants. In strate the advantage of hot-rolled tubular steel as a product available with
competition with Hong Kong, it is a main hub for passenger and goods trans- various wall thicknesses for every diameter.
port and a centre for business, finance and communications in the Far East. All bridges in Singapore are open bridges for public use. Covered or enclosed
The Lion City owes its existence and, in recent years, its burgeoning economy connecting bridges for private or business use are rarely needed in the tropical
to Sir Stamford Raffles, who recognised the advantages of this key location heat of the city except, possibly, as parts of air-conditioned shopping malls.
and founded a British settlement at the wide tidal estuary of the Singapore CORROSION PROTECTION is generally achieved by multiple coating (other
River in 1819. Within a short time the banks were lined with offices and than for stainless steel components). Long-lasting hot-dip galvanisation would
warehouses and the huts of the coolies, mostly Chinese building and dock probably have been better for the hot and humid climate of Singapore.
workers. This old town went into a decline around 1950, after a new deep Many thanks to Mr Lim Peng Hong, President of the Civil & Structural Engineer-
water dock was built outside the city centre, and many old buildings were ing Division of the Ministry of National Development, Public Works Division, for
demolished. Since the 1980s, however, the charm of the river estuary, the old allowing me to interview him on several occasions.
warehouses and even China Town has been rediscovered and the area has
been extensively redeveloped. Grand hotels and luxury condominions have
been built and attractive promenades line the river banks. Since 2000, three
unusual footbridges have been built across the Singapore River.
MAJOR DEVELOPMENTS IN STEEL BRIDGE CONSTRUCTION over the past two
centuries can be seen here concentrated on a stretch of the Singapore River
only 5 km long. There are beam bridges, bar-stayed beam bridges, arch, truss,
lattice girder, rigid frame and chain bridges. The only bridge type not represen-
ted is the “true” suspension bridge because the spans required so far have not
been wide enough to warrant such a structure.

Fig. 4.10 Overall view of bridges over the Singapore River.

(Drawing: Peter Palm, Berlin)
4 Arch bridges
4.10.1 Singapore: concave-convex rigid frame bridge (Alkaff Bridge)
LOCATION This footbridge owes its shape more to the desire of the architect
to make a statement than to aspects of structural analysis. It is reminiscent of
a “tongkang”, a traditional river boat in Singapore (not to be confused with the
seaworthy sailing junk). The Alkaff Bridge crosses the Singapore River close to
Clemenceau Bridge in a gentle bow with a span length of 57 m and an effect-
ive width of 4 m, connecting shops and restaurants on the north-west bank
with elegant condominions on the opposite bank.
THE LOAD BEARING SYSTEM consists of a pair of mirror-symmetric rigid
frames (Vierendeel girders) that curve inwards along the length of the frame
and upwards at each end. The girder grid of the deck curves upwards against
the frames. This complex structure rests at each end on a trestle of similar
tubular construction.
130
Client: Government of Singapore, Ministry of National Development
(MND), Public Works Div.
Design: President Lim Peng Hong, BEng, MSc, DIC, PEng
Steel construction: Precise Development Pte Ltd, Singapore
Sources: Lim Peng Hong; BEng, MSc, DIC, PEng. MIES:
Bridges in Singapore. 1980, [55];
Idelberger, Klaus: Stege nach Maß für jede Spannweite, jeden Zweck.
1980, [56]
THE STEEL SUPERSTRUCTURE comprises the pair of symmetric Vierendeel
girders mentioned above (girder frames with rigid corner connections) with
upper chords O and and bottom chords U of hollow round section, 508 mm
in diameter, and 11 posts P of hollow round section, 508 or 457.2 mm in
diameter. Wall thicknesses are 35 or 28 mm. Thirteen cross members con-
nect the bottom chords. The girder grid of the deck arches in the opposite
direction to the Vierendeel girders and has main girders and traverse girders
of a similar calibre plus a secondary structure bearing the paving of the deck,
consisting of bricks set in concrete. The loads of the upper and bottom chords
are transferred to two support trestles S. The balustrades have posts of hollow
round section, ø 76.5 mm, and are panelled with bars of hollow round section
48.5 mm in diameter.
CORROSION PROTECTION A multi-layer coating was considered adequate in
spite of the prevailing industrial and maritime atmosphere.
Fig. 4.10.1a A footbridge with a span length of 57 m connects shops and
restaurants with condominions (right). The silhouette and cross section are
reminiscent of the “tongkang”, a traditional river boat that used to be poled
upstream.
4.10.1 Singapore: concave-convex rigid frame bridge (Alkaff Bridge) 131

View
57,00 m
3,90 m 12 x 4,10 m = 49,20 m 3,90 m
O
P
U S
2,20 m
0,00 m

View from above

Draufsicht

U S

Plan Grundriss F

H
H

T U
K K K K K

Querschnitt Ansicht
View of bridgehead Brückenkopf
Cross section
O
O

P
P

2% U
U

Fig. 4.10.1b View, view from above, plan, cross section and view of the
bridgehead of the boat-shaped Alkaff Bridge over Singapore River.
4 Arch bridges 132

4.10.2 Singapore: an asymmetric, divided arch supports a straight bridge (Robertson Bridge)

Client: Government of Singapore, Ministry of National Development

(MND), Public Works Division
Design: President Lim Peng Hong, BEng, MSc, DIC, PEng
Steel construction: Hon Construction Pte Ltd, Singapore

LOCATION An unconventional bridge, completed in March 2000, was con-

structed about 500 m downstream from where the Alexandra Canal joins Sin-
gapore River. It connects warehouses and offices on the north bank (Robertson
Quai) with three hotels on the south-south-west bank: Grand Copthorne, Grand
Palace and Singapore River View. Its average span length is 48.20 m. The
pedestrian deck is 6.2 m wide in the middle of the bridge and 4 m at the
abutments.
THE LOAD BEARING SYSTEM features an arch steeply bowed to the north and
falling in a gentle curve to the south. It divides into two towards each end of
the bridge. The slightly arched girder grid of the deck is supported on six pairs
of inclined hangers.
THE STEEL SUPERSTRUCTURE consists of an asymmetric arch B with a
maximum height of 11.23 m. The crown of the arch is a single box girder
(1100 × 950 mm to 1500 × 1250 mm) which divides into two “legs” (660 mm
× 440 mm × 26 mm) stably connected together with cross members T of hol-
low round section, ø 355 mm × 32 mm, at the bearings and hanger points. Six Cross section
hangers H (solid bars, ø 75 mm) with varying lengths and inclinations support
six main transverse girders (round hollow section, ø 500 mm × 32 mm) which
carry four lines of longitudinal girders L (round hollow section ø 457 mm ×
32 mm) stiffened to form a slightly convex pedestrian deck with a deck panel
of trapezoidal sheet metal covered by a top layer of concrete, 125 mm thick.
THE BALUSTRADES are 1 m high, perpendicular and angled inwards by 42.3°
at the top. The double posts are made of stainless steel plate, 75 mm × 2 mm.
The handrails are of tubular stainless steel (ø 75 mm). The five horizontal
strands are cables with a diameter of 6 mm.
CONCEALED LIGHTING is installed along the length of the bridge behind the
Pedestrian deck
kerbs. The deck is illuminated by lighting at the points where the arch divides. Concrete
THE FOUR BEARINGS on the south bank are fixed bearings; on the north bank
there are concealed pot bearings with neoprene pads. The bridge also res-
ponds to expansion and contraction due to temperature changes through the 4,28 to 6,34 m

arch and the convex deck.

Fig. 4.10.2a The Robertson Bridge with a span of nearly 50 m connects

warehouses and offices on the north bank with modern grand hotels on the
south-south-west bank (left) of the Singapore River.
Fig. 4.10.2b The hangers with cross member, north bank.
Fig. 4.10.2c Cross section.
4.10.2 Singapore: an asymmetric, divided arch supports a straight bridge (Robertson Bridge) 133

View

B
Hä

4×L 6×Q

View from above

Concrete slab Bridge deck

0,66
Hä

T T
Hä 6×Q B
Walled river bank

Plan, load bearing structure

4,40 4,40

4,40
2,02
4,74

2,27 4× L
2,02
T T
6×Q B
N

Fig. 4.10.2d View, view from above and plan of Robertson Bridge.
4 Arch bridges 134

4.10.3 Singapore: a curved bridge panel supported by a symmetric arch (Jiak Kim Bridge)

Client: Government of Singapore, Ministry of National Development

(MND), Public Works Division
Design: President Lim Peng Hong, BEng, MSc, DIC, PEng
Steel construction: Chin Leong Construction Pte Ltd, Singapore

LOCATION The footbridge is a continuation of Jiak Kim Street over Singapore

River and was ceremonially opened by the Prime Minister of Singapore. The
symmetry and elegance of its architecture is more striking than its span length
of 40.6 m and effective width of 3.5 m, which is, however, adequate for the
relatively low volume of cycle and pedestrian traffic.
THE LOAD BEARING SYSTEM is similar to that of the “horseshoe” footbridge
over the Rhine-Main Canal near Kehl (Schlaich, Bergermann & Partner). The
deck of the bridge in Singapore arches slightly and is curved on plan. It is
supported by an arch inclined at 56.4° to the horizontal with nine inclined bar
hangers.
THE STEEL SUPERSTRUCTURE consists of a symmetric but eccentric arch B
(hollow round section, ø 508 mm × 50 mm), with a rise of 8.7 m above the
transverse axis of the bridge and inclined over the deck. The main girders
HT (hollow round section ø 508 mm × 50 mm) are arranged laterally, pushed
out from the axis of the bridge. Four equidistant auxiliary girders N (hollow
round section, ø 246 mm) are combined with nine transverse girders Q (hol-
low round section, ø 355.6 mm × 25 mm) to form a butt-welded grid as a
load bearing component. This grid supports a pedestrian deck G, covered by a
125 mm layer of concrete with a 2 % camber from the centre. Nine stainless
steel hangers H connect the arch with the main girder.
THE BALUSTRADES are of stainless steel with hollow posts, 1 m in height and
with a cross section of 200 × 50 mm at the handrail and 200 × 200 mm at the
base. The handrails are of hollow round section, 100 mm in diameter. The five
horizontal bars are 20 mm in diameter.
BEARINGS There are fixed and movable bearings at each end of the bridge:
fixed on the inner curve and movable on the outer curve.
ILLUMINATION The guttering at the sides of the deck is fitted with strip lighting.
The arch is lit by a line of spotlights installed in the deck exactly in its vertical
projection. All luminaires are therefore effectively protected against vandalism.
The illuminated bridge is one of the highlights of night time riverboat excur-
sions through Singapore.

Fig. 4.10.3a A footbridge with an arch inclined over the deck and
span length of 40.6 m over Singapore River.
Fig. 4.10.3b The balustrades have the same inclination as the arch.
4.10.3 Singapore: a curved bridge panel supported by a symmetric arch (Jiak Kim Bridge) 135

View 

 

 



 




 

   
     


 

View from above

  
       
 




 

               

  

Cross section     Details


 
 


 



 




 

 

  



  

 
 
 
 


Fig. 4.10.3c View, view from above, cross section and details.
4 Arch bridges 136

4.11 Melbourne, Australia: arch bridge, horizontally and vertically angled (Flinders Bridge)

Client: Municipal Administration, Melbourne

Architects: Cocks Carmichael Whitford Pty Ltd, Melbourne
Structural analysis: Irwin Johnston & Partners Engineers Pty Ltd,
Melbourne

LOCATION The Yarra River flows through Melbourne, a deep water port and
capital of the south Australian State of Victoria with 3.2 million inhabitants, on
its way to the Pacific Ocean. An unusual footbridge was opened in 1991 on a
part of the river where rapids had once separated salt and fresh water, enab-
ling settlements to be established upstream of this point. The bridge includes a
café platform C on the southern pierhead beneath the deck. The two auxiliary
spans are ~30 m long and are at right angles to the banks. The ~45 m main
span is turned ~15° towards the bank, providing room for a viewing platform
above the northern pier. The main span is raised slightly in the middle, which
emphasises the impression of crossing a great river. The effective width is
5 m to accommodate the streams of pedestrians and cyclist between Flinders
Street Station on the north bank and the attractive promenades and shops
on the south bank. Melbourne competes with Sydney for the title of “Most
beautiful town in Australia”.
THE LOAD BEARING SYSTEM is that of an arch bridge, whereby the deck is
supported by a single and distinctive triangular hanger. The deck continues
over two auxiliary spans.
THE STEEL SUPERSTRUCTURE consists of the arch girder B, a box girder with a
700 mm × 700 mm cross section, an auxiliary girder (150 mm × 150 mm) to
stabilise the main arch and the single hanger H, which is triangular in shape and
whose girders are also triangular in cross section (700 mm × 700 mm). The
grid of the deck has two main box girders H (1750 mm × 500 mm × 30 mm),
two lateral girders K, similar to U 220 and several transverse girders, approxi-
mately HEA 260 with tapered ends. On top of this there are seven longitudinal
beams of squared timber and top planking arranged with gaps between the
planks. The balustrades have wooden handrails.
The two auxiliary spans have wide-flange main girders similar to HEB 400
instead of the box girder used in the main span.

Fig. 4.11a A footbridge across the Yarra River with a main span
of 45 m connects the promenades and shops on the south bank with
Flinders Street Station on the north bank.
Fig. 4.11b View from the south bank with the café under the deck
in the foreground and the city of Melbourne in the background.
4.11 Melbourne, Australia: arch bridge, horizontally and vertically angled (Flinders Bridge) 137

View
B Box girder arch

Hanger H Viewing platform

C Café

S N

Plan

r
ive
Offs

th of r m
Wid 00
et

C 30,

m
00 Café
30,

15°

Ra
mp
South North

Cross section at hanger Details

0,15
0,20

H H

Fig. 4.11c View, plan, cross section and details.

4 Arch bridges 138

4.12 Hong Kong: arch bridge, horizontally and vertically curved over airport approach road

Client: Cathay Pacific Airways Ltd; Chek Lap Kok International Airport;
Project Manager: John Dowes, Hong Kong
Structural planning: Harris & Sutherland (Far East) Ltd, Hong Kong

LOCATION Cathay Pacific Airways (CX) erected a footbridge with a glass roof on
the main island Lantau at the edge of the new Chek Lap Kok airport in 1999. It
crosses a four-lane approach road to the taxiway, linking Cathay Pacific’s new
headquarters with a car park and warehouse. Passengers can also use the
bridge. The bridge rests on two columns that also serve as elevator, escalator
and stairway towers. The main span is approx. 40 m in length with an effective
width of approx. 3 m and provides elevated access to the car park (PH) at one
end and a stairway and escalator down to CX headquarters at the other.
THE LOAD BEARING SYSTEM is that of an arch bridge. The arch B has a radius
of 25 m. The deck G is slightly arched but also curved on plan with a radius of
114 m. Nineteen hanger bars connect the arch with the eccentric main girder
of the deck.
THE STEEL SUPERSTRUCTURE consists of the arch of hollow round section
(ø 508 mm × 16 mm) inclined 23.63° outwards off the perpendicular with
19 hangers H of welded rectangular section whose shafts taper from
47 × 16 mm at the foot to 25 × 16 mm at the top.
Two main deck girders G of hollow round section (ø 650 mm × 16 mm),
curved with an average radius of 114 m, are connected to a stiff box girder
with deck and floor plates. Nineteen roof girders radiate from a tension boom Z
of hollow round section (approx. 200 mm in diameter) positioned at a height
about half way up the arch. The roof is glazed with silicate glass with dot
shading. Spacers of hollow round section are fitted between the hangers and
the glass of the balustrade panels.
ILLUMINATION Spotlights are bolted under the main deck girders.
THE BALUSTRADES have stainless steel posts with glass panels.

Fig. 4.12a The arch girder of this footbridge at Hong Kong airport is inclined
outwards (whereas the arch of the Singapore bridge is inclined inwards over
the deck, see Section 4.10.3).
Fig. 4.12b The footbridge over the busy airport approach road at
Chek Lap Kok airport connects the headquarters of Cathay Pacific Airways
with a warehouse.
4.12 Hong Kong: arch bridge, horizontally and vertically curved over airport approach road 139

View

Ansicht
B

H
CX
5,25 m G HQ

PH

View from above

Draufsicht
Escalator CX
G
HQ

PH
B
Elevator Elevator
Stairway

N Stairway

Escalator

Cross section
B Querschnitt

D
Variable Hight

Z
4°
1,00 m

66,37 °

G G

Fig. 4.12c View, view from above view and cross section.
Enclosed skywalks
CHARACTERISTICS Footbridges can be important features of urban land-
scapes. Bridges between buildings normally require neither access stairways
nor approach ramps but are usually fitted with roofs or are fully enclosed, often
using silicate or acrylic glass, polycarbonate or sheet steel.
STRUCTURAL ANALYSIS for skywalks is generally based on an assumed load
of 5 kN/m², or often less, although structures of this kind frequently carry
some kind of installation, such as a moving pathway etc. They rarely have to
cope with vehicles.
ALL LOAD BEARING SYSTEMS common in large-scale bridges can be used for
skywalks, such as (the somewhat archaic) chain bridges, cable or bar-stayed
girder bridges, single or multi-span continuous girder bridges, truss, arch or
spatial frame bridges. Only the “true” suspension bridge would not normally
be used to connect buildings because the distance to be spanned is not usually
long enough to justify the expenditure. The bridges presented in this chapter
are arranged according to their load bearing systems in the sequence men-
tioned above. This does not represent any kind of value judgment.
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.
THE CROSS SECTIONS include virtually all closed geometric shapes: ellipses,
ovals, circles, double circles and polygon forms from triangles to octagons.
Rectangular cross sections are, of course, predominant because it is generally
more economical to use regular straight and flat materials to enclose the
skywalk than specially designed curved elements. Enclosed walkways
between buildings protect their users from weather and noise and also provide
additional escape routes in case of emergency.
HEIGHT ABOVE GROUND LEVEL Although skywalks are generally positioned at
a height allowing clearance for trucks or other vehicles, such as trams, there
are some exceptions, for example in Oakland on San Francisco Bay where two
19-storey office towers, 95 m high, were linked at the 13th and 14th floors in
1995. This enclosed, two-storey skyway has a span length of around 50 m and
was built at a height of 52 – 60 m above ground level.
The Petronas Towers were opened in the Malaysian capital of Kuala Lumpur
in 1995. With a height of 452 m, the 88-storey structures were the world’s
highest multi-storey buildings in 1998. They are connected at the 41st and
42nd floors by an enclosed two-storey skyway some 60 m in length (see
Section 5.1).
5 Enclosed skywalks 142

5.1 Kuala Lumpur, Malaysia: “Skybridge” at the 41st floor

Sources: Leonard Joseph with Klaus Idelberger (translation):

Das Petronas Büroturmpaar in Kuala Lumpur. [51];
Geschlossene Fußwegbrücken. 2002, [54]

LOCATION The Petronas Twin Towers in the Malaysian capital of Kuala Lumpur
were completed in 1998 and were at that time the highest office towers in the
world with total height of 451.9 m and 88 floors. They are visible from a dis-
tance of 25 km and the Skybridge is certainly their most eye-catching feature.
It serves three purposes:
1. Firstly, it is an architectural highlight, a “gateway” to the city and a symbol
of power for the state-owned oil concern Petronas.
2. The Skybridge shortens routes for pedestrians between the towers by
providing an alternative crossing. This also reduces the number of elevators
needed, increasing the available office area to 436 000 m2.
3. It provides additional escape routes, both upwards and downwards.
THE ERECTION of the Skybridge 183 m above ground level was pure artistry
(see source).

Fig. 5.1a The Petronas Twin Towers can be seen from a distance of 25 km.
Fig. 5.1b View with skeleton columns.
5.2.1 Berlin, Germany: suspended rigid frame bridge with suspension cables over Seller Straße 143

5.2 Enclosed suspension bridges

5.2.1 Berlin, Germany: suspended rigid frame bridge with suspension cables over Seller Straße

Client: Bayer Schering Pharma AG, Berlin;

Building Dept. Dipl.-Ing. Architect Alfons Hiergeist
Planning: Beuker & Partner GbR, Architects and Town Planners,
Düsseldorf
Structural planning: Polónyi und Fink GmbH, Structural Engineers,
Cologne
Steel construction: SOMMER Fassadensysteme · Stahlbau ·
Sicherheitstechnik GmbH & Co. KG, Döhlau

LOCATION An enclosed bridge with a span length of 39 m connects a new Cross section
administration building with an older office block in Wedding, a district in
Berlin.
THE LOAD BEARING SYSTEM consists of two rigid frame girders (Vierendeel),
each suspended within the frame by a polygonal cable anchored at the ends of
the upper chord. The upper and lower chords of each frame are cross braced
with bars of flat steel. The Vierendeel trusses have a second bottom chord
supporting a second deck for conduits beneath the pedestrian deck. The two
main trusses have slightly different heights to give the roof a gradient.
STEEL SUPERSTRUCTURE The upper chords are of HEA 400 sectional steel, 2,60 m

the bottom chords and transverse girders are of HEB 200 wide-flange sec-
tional steel. The posts are also of HEB 200 wide-flange section with cantilever
arms of HEA 120 welded on at the sides at varying heights. These cantilever
arms lie on the suspension cables. The suspension cables are each made of
two steel wire cables with a diameter of 51 mm. The tension force is introdu-
ced through deflectors. The cables are clamped at the deflection points.
THE ABUTMENTS are the outer wall of the new building on one side and two
supports on a single foundation on the other.
Fig. 5.2.1a A footbridge crosses a wide boulevard at the Berlin headquarters
of Bayer Schering Pharma AG.
Fig. 5.2.1b View and cross section.

View
13,40 m

8,10 m

4,76 m

0,00 m

8 × 4,76 = 38,08 m
39,00 m
5 Enclosed skywalks
5.2.2 Bietigheim, Germany: a box-shaped footbridge connects two furniture stores
LOCATION Bietigheim is a small town north of Stuttgart. In 1995 / 96 a well-
known furniture retailer built an enclosed footbridge over Post Straße to con-
nect an existing showroom with a new furniture retail market on the other
side of a main road. This box-shaped skywalk is 16.5 m + 31.8 m + 16.5 m
= 64.8 m long and 2.64 m wide. The glass/steel structure has enhanced the
approach to Bietigheim from the north-east by effectively creating a modern
and attractive “gate” to the town. The simple bridge is more than just a safe
and inexpensive connection between two buildings: bridge users can stand
and look out over Bietigheim forest on one side and over the lively town on
the other.
THE LOAD BEARING SYSTEM is that of a chain bridge i.e. the original form of
the suspension bridge. Long span lengths in bridges (and halls) are usually
achieved nowadays by suspending the bridge deck (or the roof of the hall) on
steel wire cables from pylons (or columns). Before the invention of steel wire
cables, suspension bridges were built with chains made of bars with eyes at
each end. Chains of this type freely fall in lines in which y = ½ (e x + e –x). Even
today, chain bridges can be an economical alternative in special circumstan-
ces, when – as in Bietigheim – the chains are anchored in the bottom chords
at each side of the bridge. This is a particularly effective solution when longi-
tudinal forces are short-circuited in the bridge panel by the bars of the lower
chord so that the abutments in the buildings at each end of the bridge remain
almost free from longitudinal forces. The bars of the lower chord are mainly
subjected to compression.
THE GALVANISED STEEL SUPERSTRUCTURE is built as a rigid frame in the
transverse cross section. As the deck panel of trapezoidal plate does not itself
have a stiffening effect, 16 cross braces made of round steel bars were fitted
beneath the pedestrian deck. The glazed side walls of the skywalk are fitted
with diagonal bars, effectively a stiffening truss, to counteract uneven loads.
144
Client: Hofmeister GmbH, Furniture Store, Bietigheim-Bissingen
Design, photos: Dipl.-Ing. Hans Noller, Architect, Bietigheim-Bissingen
Structural planning: Schlaich, Bergermann & Partner,
Consultant Engineers, Stuttgart
Steel construction: Gebr. Wöhr GmbH & Co. KG, Aalen-Unterkosten
Source: Geschlossene Fußwegbrücken. 2002, [54]
BEARINGS The skywalk lies on fixed bearings on the side with the new build-
ing and on longitudinally sliding bearings on the other side.
THE PYLON PORTALS are bolted structures of HEB 240 sectional steel St 52-3
with cross bars of the same material. The pylon heads are decoratively shaped.
The portals are cross braced in the perpendicular by round steel bars of 30 mm
diameter.
THE SKYWALK is enclosed with single glazing at each side. The panes are
fitted linearly at the top and bottom and held in position with clamping rails.
The roof is of laminated safety glass that is linearly supported at the top ridge
and at clamping points at the roof edges. There is a conduit under the ridge for
cables and a pneumatic tube (for “tube mail”) to network the new facility with
the older building. The deck is a trapezoidal plate with a top layer of concrete
and a floor covering.
CORROSION PROTECTION All steel parts were hot-dip galvanised in accord-
ance with the German Code DIN 50976 (which applied in Germany until 1999
but has now been replaced by DIN EN ISO 1461) with a zinc coating of at
least 85 μm. When the steel for the bridge was selected, it was important to
consider the effects of its Si content on the galvanisation process, particularly
in the case of S 355, because the client wanted a completely even surface.
All external surfaces received an additional double top coating with a thick-
ness of 2 × 60 = 120 μm. The surfaces between cables and clamps were zinc
sprayed without an additional coating to increase friction.
ASSEMBLY The components were preassembled and erected on site in only a
few days. The structure cost approx. € 400 000.
Fig. 5.2.2a Suspension chains, cross braced pylons and the galvanised
surfaces are some of the interesting features of this structure in Bietigheim
near Stuttgart.
5.2.2 Bietigheim, Germany: a box-shaped footbridge connects two furniture stores 145

View from south

Cross section

View from below

Fig. 5.2.2b View from south, view from below and cross section.
Fig. 5.2.2c The skywalk seen from below.
5 Enclosed skywalks
5.2.3 Fulda, Germany: glass walls and roof for a box bridge with chain suspension
LOCATION A skywalk was built in Fulda in 2001 to connect an art nouveau
building known as “Zur Schwartzen Raab”, originally a coal weighing and
trading station and now a bank administration, with a modern banking facility.
The enclosed bridge over Ohmstraße continues as an open bridge through
the adjacent glass hall of the bank to the listed buildings of the Buttermarkt.
The bridge has a span length of 13.02 m, an effective width of 1.2 m and is
2.33 m high from floor to ceiling with 6 m clearance for traffic on the road
below.
LOAD BEARING SYSTEM The box-shaped bridge is supported by two frames
(top and bottom chords of round hollow section, ø 82.5 mm, posts of round
hollow section, ø 63.5 mm), and by chain suspensions (round bars of stainless
steel, ø 24 mm) at each side. The chains are not rigidly fixed to the posts and
therefore fall in lines in which y = ½ (e x + e –x). This is the original form of
the suspension bridge and it was used for long spans until steel wire cables
were developed. Nowadays it is an aesthetic and also economical building
method in special cases, such as here in Fulda, when it is possible to anchor
chains to posts and chords.
THE GALVANISED STEEL SUPERSTRUCTURE consists of the frame trusses
mentioned above and a pair of longitudinal floor girders (rectangular hollow
section 180 / 80 × 5 mm), 1 m apart with transverse girders of square hollow
section, 60 × 60 mm.
146
Client: Sparkasse Fulda
Architects: Reith and Wehner, Fulda
Structural planning: Dipl.-Ing. Sturmius Feuerstein VBI, Structural
Analysis, Petersberg, and Dipl.-Ing. Reiner Schabel, Structural Planning
and Building Physics, Künzell
Steel construction: Octatube, Delft, Netherlands
Façade: Josef Gartner GmbH, Gundelfingen
BEARINGS The bridge rests on pin-headed columns on a cross girder of re-
inforced concrete at the old building and on roller bearings on a main girder
of hollow round section, ø 219.1 mm × 11 mm, on the side leading into the
new building.
THE PEDESTRIAN DECK consists of an 80 mm trapezoidal plate between two
steel T-sections. The surface of the deck is covered in grooved oak planks with
a thickness of around 40 mm. There is a cavity for cables etc. under the planks.
Lighting is installed in the deck.
GLAZING The bridge is glazed with panes of laminated safety glass (VSG
1860 × 2400 mm), which are fixed to the primary wall structure with six small
cardan joints fitted to rods. Four cardan joints were sufficient for the panes of
the roof, which is not designed to be walked on.
AIR CONDITIONING was not necessary because of the low volume of the bridge.
Windows near the doors at each end provide adequate ventilation.
ERECTION of the component parts began with the bearing supports and the
load bearing structure for the sides, floor and roof. This was followed by the
fitting of glass panes and the wooden deck.
Fig. 5.2.3a The modern steel and glass skywalk blends with the historic
buildings in Fulda’s old town.
5.2.3 Fulda, Germany: glass walls and roof for a box bridge with chain suspension 147

View

Administration Ohm Straße Bank Town

View from below View from above

Cross section

Lighting

Fig. 5.2.3b View, view from below, view from above and cross section.
5 Enclosed skywalks 148

5.3 Cable and bar-stayed girder bridges

5.3.1 Munich, Germany: box bridge over underground station and sidings

Client: City of Munich

Design: Bohn Architects, Munich
Structural planning: Seeberger, Friedl and Partner, Munich
Steel construction: STS Stahltechnik GmbH, Regensburg
Source: Geschlossene Fußwegbrücken. 2002, [54]

LOCATION The public transport authorities in Munich opened a new above-

ground station in the district of Fröttmaning in 1994. The station includes
extensive sidings, almost 80 m in width. An elegant skywalk crosses the
sidings at a height of 6 m above ground level to connect the station with a
multi-storey car park, a bus station and a new industrial park. The box-shaped
girder bridge is enclosed with glass and is 140 m long with a span length of
79.2 m and an effective width of 6 m. Access to the bridge inside the station
is with escalators, lifts and stairs and at the other end a branch leads into
the car park and a stairway down to ground level. The design of the station
complex was the prize-winning entry in a competition. Ten years later the
same architects redesigned part of the station, extending the original skywalk
by a few metres and adding a further skywalk, when a new platform was built
to accommodate passengers to the new Allianz Arena nearby.
THE LOAD BEARING SYSTEM is that of a multi-span continuous girder, cable-
stayed from two H-shaped pylons.
THE STEEL SUPERSTRUCTURE The girder grid of the pedestrian deck is wide-flange sectional steel supported by a pair of main girders of HEB 500
covered with a layer of concrete 200 mm thick. sectional steel.
THE TWO PYLONS are H-shaped with three cross bars above the skywalk and CORROSION PROTECTION All steel parts were galvanised by the duplex pro-
a similar cross bar below. cedure: hot-dip galvanisation, an 80 μm base coat, followed by two coats of
THE PEDESTRIAN PASSAGE has an almost rectangular cross section consis- two-component epoxy resin mica-iron paint (RAL 9007) each to a thickness of
ting of approx. 50 portal-shaped frames of IPE 160 sectional steel, which are at least 70 μm. The total thickness of the coating is therefore at least 220 μm.
slightly inclined into the bridge from a height of 1.34 m and bolted to the trans- Every piece of metalwork was also galvanised. A total of 240 tonnes of steel
verse girders with corner gusset plates. The transverse girders are of HEB 280 were used to build this skywalk.

Fig. 5.3.1a A cable-stayed skywalk crosses sidings to connect

a large car park and an industrial park with Fröttmaning Station in Munich.
Fig. 5.3.1b The interior of the skyway is elegant and airy.
5.3.1 Munich, Germany: box bridge over underground station and sidings 149

Longitudinal section Cross section Pylon I

Längsschnitt Querschnitt

1,34 1,50
3,40
160 140

Mitte

Ground anchor

Plan from below

4,80
(Total length)

Details of cable fixation

Fig. 5.3.1c Longitudinal section, plan, cross section, pylon I and details
of cable connections.
5 Enclosed skywalks 150

5.3.2 Overview: Walldorf, SAP, Germany: a “family” of five skywalks

Client: SAP Deutschland AG & Co. KG, Walldorf

N
Design: Vorfelder Architekten- und Planungs-Gesellschaft mbH,
Walldorf
Steel construction: Otto Rossmanith GmbH & Co. KG,
Heidelberg-Kirchheim

LOCATION The SAP complex in Walldorf, ~15 km south of Heidelberg on the

B 291 and L 723, contains what is probably one of the highest concentrations
of pedestrian bridges between buildings. The world-famous software devel-
oper has its headquarters in Walldorf with 16 000 employees working in mod-
ern laboratories and offices on a greenfield site. Five skywalks connect the
various buildings, generally at the 2nd and 3rd floors, to protect employees
from wind and weather as they move around the complex and to save time
(see site map).

Skywalks connecting the SAP compay buildings

No. Bridge from to Span / length Over (road)

A Cable-stayed Building 1 Building 3 60 m Dietmar-Hopp-Allee

girder bridge

B Two-storey Building 1 Building 2 19 m Footpath and bus-only route from SAP

girder bridge to neighbouring town

C Asymmetric Building 2 Car park 1 16 + 7 m Footpath and verge

girder bridge

D Single-storey Building 3 Building 4 + P 3 12 + 8 m Robert-Bosch Straße

girder bridge

E Single-storey Building 1 Building 18 87 m long Over grassland to Star Building

girder bridge

Fig. 5.3.2 Site map of the five skywalks in the impressive

SAP Walldorf complex. © SAP
A Walldorf, SAP: a cable-stayed box bridge over main road 151

A Walldorf, SAP: a cable-stayed box bridge over main road

THE CABLE-STAYED BRIDGE A between Buildings 1 and 3 has a span length

of 60 m and extends over the main road Dietmar-Hopp-Allee (named after the
founder of SAP). One of the intentions of SAP and the town of Walldorf in build-
ing the bridge was to provide an urban landmark in the form of a “gateway”
to the complex. The portal is an A-shaped pylon with cable stays; it is 24 m
in height, and the concept was to make the interplay of physical forces in the
structure and cables visible and understandable to the observer. The buildings
are connected at the third floor.
THE PEDESTRIAN “TUBE” is a composite steel structure. The main girders
are of standard HEA 650 high-web section, 4.1 m apart, with L 200 angle
brackets to supporting a reinforced concrete slab of 140 mm thickness. The
main girders are penetrated every 7.5 m and connected to transverse girders
of square hollow section, 260 × 260 × 11 mm. These transverse girders
extend in cantilever sections, 1.14 m long, at each side of the bridge with
the cable attachments for the 2 × 9 stays at each end. The slightly gabled
Cross section frames of the tube are welded onto the main girders. They are made of hollow
rectangular section, 160 × 90 × 5.6 mm, 2.9 m in height and 4.1 m wide and
Frame are the supporting structure for the walls of insulated glass and the insulated
roof panel of steel plate.
Of the 2 × 50 windows, 2 × 24 can be tilted and turned. All windows are of
28 mm insulated glass with an insulating value of k = 1.3 W/m2 K.
THE PYLON COLUMNS are fixed in concrete pedestals and are built of hollow
round S 355 sectional steel with an outer diameter of 508 mm and 20 mm
wall thickness.
THE CABLE ATTACHMENTS on the pylon are distinctive precision-milled parts
specially designed for this bridge. The stainless steel wire cables for the
harp consisting of 4 + 1 + 4 pairs of cables were manufactured by Pfeifer,
Memmingen.

Cross section pylon

View

Gradient approx. 1 %

Total length

Fig. 5.3.2 Aa The skywalk between Buildings 1 and 3 at SAP is a “gateway”

to the complex.
Fig. 5.3.2 Ab Cross section, view and pylon cross section.
5 Enclosed skywalks 152

B Walldorf, SAP: two-storey girder box bridge

THE TWO-STOREY GIRDER BRIDGE B between Buildings 1 and 2 has a span

length of 19.2 m and connects the 2nd and 4th floors. It crosses a cycle and
pedestrian path and a bus-only lane in the direction of the neighbouring
town of Wiesloch. The main girders are 4 m apart, with a span of 4 × 4.80 m
= 19.2 m between the support portals and a total length of 6 × 4.80 m = 28.8 m.
The two portals are of heavy calibre hollow round section, 508 × 20 mm,
sheathed in steel plate and positioned 1 m away from the pedestrian “box” as
a precaution in case of fire. The portal columns extend beyond the upper storey
as a design feature of the bridge. The cross beams are of wide flange steel
section. Portals were necessary because it was not possible to analyse how
the buildings would react to the additional load of the bridge. The bridge deck
contains a cable conduit large enough to accommodate any additional cables
that might become necessary in the future.
GLAZING is with insulated glass panes identical in principle to those in the
cable-stayed bridge described in 5.3.2 A.

View

4,80 m 19,20 m 4,80 m

28,80 m

Plan
5,40 m
4,50 m
4,00 m

Fig. 5.3.2 Ba The skywalk between Buildings 1 and 2 at SAP.

Fig. 5.3.2 Bb View and plan.
C Walldorf, SAP: girder box bridge 153

C Walldorf, SAP: girder box bridge

THE ASYMMETRIC GIRDER BRIDGE C between Building 2 and car park P 1 is

16.1 + 7.5 m long and crosses a path and grass verge. Like the cable-stayed
bridge, it is of composite structure with HEA 500 main girders and transverse
girders of HEA 180 with a layer of concrete ~110 mm thick. The main girders
support frames with posts of hollow rectangular section 200 × 100 × 10 mm,
connected with cross beams of hollow rectangular section 250 × 150 × 10 mm.
The insulated glass panes are point mounted. The relatively short supporting
portal is constructed of hollow round section with a diameter of 355.6 mm
and a wall thickness of 12.5 mm. The cross beam is of HEB 340 wide flange
section. The other end of the bridge rests on brackets in the wall of a new car
park.
GLAZING This was the last skywalk to be built and is virtually fully glazed.
The panes are point mounted and appear to be without frames. The sili-
cone joints are barely visible. A safety handrail of hollow rectangular section,
149 × 80 × 6.5 mm is fitted at a height of 1.1 m.
THE SUPPORT STRUCTURE was “piece” galvanised against corrosion. The roof
was made of “strip” galvanised 18/76 sheet steel, i.e. a material continuously
drawn through a hot-dip galvanisation bath. Additional coatings of paint were
not considered necessary or in keeping with the rural environment.

View

Plan

Building 2

car park 1

Fig. 5.3.2 Ca The skywalk between SAP Building 2 and the car park P 1
over a foot path and grass verge.
Fig. 5.3.2 Cb View and plan.
5 Enclosed skywalks 154

D Walldorf, SAP: girder box bridge

THE SINGLE-STOREY GIRDER BRIDGE D over Robert-Bosch Straße between

Buildings 3 and 4 leading on to the car park P 3 is 12 + 8 m long. It is sup-
ported on portals for the same reason as the two-storey bridge B. The support
columns extend beyond the bridge, emphasising the symmetry of its architec-
ture. They are built of hollow round sectional steel with an outer diameter of
355.6 mm and have two cross beams. The steel components were galvanised
and again left unpainted. Unfortunately, no further details were available.

View

4,00 m 12,00 m 4,00 m

20,00 m

Fig. 5.3.2 Da The skywalk between SAP Buildings 3 and 4.

Fig. 5.3.2 Db View.
E Walldorf, SAP: truss bridge, angled on plan 155

E Walldorf, SAP: truss bridge, angled on plan

THE SINGLE-STOREY TRUSS BRIDGE E over grassed areas between Building 1

and the Star Building is 87.5 m long with spans of (25 m + 12.5 m + 25 m)
after which it turns at a angle and continues in an additional section, 25 m
long. The main trusses are located outside the pedestrian tube and have upper
and bottom chords of wide flange HEB 240 section, struts, zigzag diagonals
and transverse girders of HEB 200 section. The supports are of hollow round
section, 323.9 × 10 mm with cross bracing of round bars (Besista M 52) and
side stairways of HEB 220, 2 ½ flights with stringers of IPE 200 (dimensions
estimated by author without drawings).
All stairways at SAP are of impressive formal simplicity and all are hot-dip
galvanised for long-lasting protection against corrosion.

View
Construction joint Construction joint

Star Building
Building 1

View from above

Emergency Emergency
Stairway Stairway

Fig. 5.3.2 Ea The skywalk between Buildings 1 and the Star Building 18
crosses grassed areas and a road. It is angled towards the axis of one “ray”
of the star.
Fig. 5.3.2 Eb View and view from above.
5 Enclosed skywalks 156

5.3.3 Poplar, London: cable-stayed tubular bridge over road, rail and motorway

Client: London Docklands Development Corporation

Architects: ABK Architects, Ahrends, Burton and Koralek, London
Structural Engineers: Maunsell Structural Plastics Ltd,
Beckenham, Kent
Steel construction: Watson Steel Structures Ltd, Bolton, Lancashire
Glazing: EAG English Architectural Glazing Ltd, Mildenhall, Suffolk

LOCATION The London Docklands Development Corporation LDDC built an

attractive, tubular skywalk between the suburb of Poplar and the North Quay
of the former Canary Wharf. The bridge crosses Aspen Way, railway lines
and Poplar Station, one of the stops of the partly elevated Docklands Light
Railway, DLR. The cable-stayed, enclosed bridge has a total length of 86 m
and main spans of 45 m and 35 m. The effective width is 5 m and the tube is
approximately 8 m in diameter. There are stairways and elevators both in the
middle, serving the station, and at both ends (allowing for future extensions of
the bridge to other buildings).
THE LOAD BEARING SYSTEM is that of a deck bridge in the form of a cable-
stayed continuous beam on three supports: a pair of pylons and the abutments
at each end. The architects and structural engineers had decided on this form
of bridge at an early stage of planning. The deck, however, needed careful
consideration. The stiffening girder was originally planned with hinges at the
3 + 3 points of cable attachment. Dynamic analysis of the oscillation behaviour
of the structure indicated that a rigid deck was needed and that the pylon Perspective
columns required two cross beams above and two below the tube.
THE SUPERSTRUCTURE consists of a stiffening girder in the form of a box
girder of steel plate (only 0.7 m high) welded together from two longitudinal
I-girders, a flat deck panel with longitudinal stiffening and a concrete covering
and a rounded bottom plate. This bottom plate extends beyond the deck panel
at each side to form a continuous rainwater gutter.
THE STEEL PYLONS are 37 m high with a constant round hollow cross section
of 0.8 m ø from the foundations to the cable attachment point, after which the
columns taper upwards.
THE TWO CABLE FANS lie in perpendicular planes with three cables on each
side of the two pylon columns. Each cable consists of 12 or 17 individual
strands instead of a single wire cable with a wide diameter or a heavy calibre
bar as commonly used for stayed bridges in the UK.

Fig. 5.3.3a Tubular cable-stayed pedestrian bridge over road and

London Poplar station: a cable-stayed bridge with a pair of pylons.
Fig. 5.3.3b View of the bridge tube at Poplar Station, seen from
the former West India Dock.
Fig. 5.3.3c Perspective.
5.3.3 Poplar, London: cable-stayed tubular bridge over road, rail and motorway 157

View

Docklands
Aspen Way Railway Motorway
Motorway

The upper cable anchorage is concentrated at the pylon head and is protected ELEVATORS AND STAIRWAYS at each end of the footbridge were originally
against the weather by a rhomboidal housing that can be opened for inspec- planned as provisional arrangements to be replaced by permanent connecting
tion and maintenance. The lower cable anchorage at deck level had to be spe- paths to buildings to the north and south of the bridge after final completion
cially designed because of the unusual cross section of the bridge: transverse of the Docklands development. Since nobody knew when this would happen,
girders of hollow round section (with adjustable cable clamps) extend beyond and because nothing is as long-lasting as a temporary measure, it was finally
the walls of the tube but still remain in keeping with the architecture of the decided to build permanent steel stairways in a cantilever construction with
bridge when viewed from below. support columns similar to the pylons at the centre of the bridge.
THE PEDESTRIAN TUBE is a striking and innovative construction: 76 rounded
frames, 4 m in diameter are placed at intervals of approx. 1.2 m. They are
constructed of I-section steel with a varying web height containing oval per- Cross section
forations for a “light” appearance. Illuminated handrails are attached to the
frames. The glazing is secured against failure of a pane or breakage through
vandalism by cables on the outside of the tube.
THE GLAZING OF THE TUBE consists of pre-tensioned glass, printed with white
stripes providing protection from bright sunlight. The stripes become narrower
from the top downwards to allow free vision at eye level. The glazing panels
overlap near the top to allow hot air to be released, while slits at deck level
allow fresh air to enter the tube. The upper ventilation is positioned on the east
side of the tube because the prevailing wind is from the west.
THE ILLLUMINATION in the handrails was specially designed to cast light
downwards onto the deck and laterally onto the glazing.
THE FLOOR COVERING was chosen for maximum heat reflection and damping
of the noise produced by bridge users walking through the tube.

Pylon head
with cable entry

Fig. 5.3.3d View, perspective, cross section and pylon head

with cable entry.
5 Enclosed skywalks 158

5.3.4 Ålesund, Norway: a box skywalk becomes a logo for a shopping centre

Client: Amfi Eiendom Aktieselskabet and other owners

Operating company: Stormoa Shopping Centre,
Manager Anne Nerbovik, Ålesund, Norway
Design, photos: Sandbakk & Pettersen Siv. Architects AS,
Ålesund, Norway
Steel construction: Stavsengs Ingenioerfirma AS,
Ålesund, Norway

LOCATION A box-shaped pedestrian bridge became a logo and a crowd- Cross section
drawer for a shopping centre east of Ålesund, a pretty town with art nouveau
houses in the Geiranger Fjord region in the west of Norway. The area is world
famous for its natural beauty. The single-storey bridge connects two-storey
retail buildings, one of which has an underground car park. It has an elevator

0,50
at one end and escalators at both ends. The span length is ~38 m and the
effective width at mid bridge is 2.1 m with 2.7 m clearance. Building costs
in 2000 came to approx. 20 million NOK (around € 2.5 million), but as the
present manageress commented: “A lot of money but it finally gave us a pros-
perous shopping centre after several changes in ownership.”
THE LOAD BEARING SYSTEM is that of a bar-stayed continuous beam

3,70 m
2,90 m
designed for 2.4 kN/m2 snow load on the roof.
2,70 m

THE STEEL STRUCTURE consists of HE 220A and 120A longitudinal girders

2.35 m apart. The transverse frames are 3.6 m apart and are built of hollow
rectangular section 150 × 100 × 5 mm, coupled at the top corners by
longitudinal members of hollow square section, 150, alternating with
100 × 100 × 5 mm. The frames support a handrail, an insulated roof with
illumination at mid point, installation conduits and also the outer glass façade
with downpipes for roof drainage. The attractive floor of the deck is made of 0,25 0,25
2,10 m
wooden planking on insulation material. 2,60 m
THE STEEL STRUCTURE is stayed at the transverse girders (hollow round sec-
tion 133 mm ø) by nine pairs of steel bars (28 mm ø) extending from the pylon
head, which itself is rear anchored to a concrete anchor block by a pair of
anchor bars (52 mm ø).
THE PYLON has become a landmark because of its vibrant red colour coating
and its eye-catching architecture. The mast head with its cable fans is striking
in design; it leans to the south at an angle of 17° off the perpendicular and
impresses with its sheer height of 23 m above ground level. Following the line
of the bending moment, it tapers to a point above the cable attachment and
at the same time braces the escalators to the south. It is a welded rectangular
box girder made of steel plate, ~15 mm in thickness.

Fig. 5.3.4a A stylish pylon attracts shoppers to a centre 10 km

east of Ålesund.
Fig. 5.3.4b Cross section of the bridge.
5.3.4 Ålesund, Norway: a box skywalk becomes a logo for a shopping centre 159

View
23,00 m

7,50 m

17°

0,00 m

12,20 m 25,20 m 12,60 m

50,00 m

Plan

Fig. 5.3.4c View and plan of the bridge at a modern shopping centre
near Ålesund.
5 Enclosed skywalks 160

5.4 Cable and bar-stayed bridges

5.4.1 Tuttlingen, Germany: bar-stayed, steel-glass box bridge over main road

Client: Aesculap AG, Tuttlingen

Contractor: Mundus Grundstücks-Vermietungs GmbH, Düsseldorf
Design and planning, photo: Dipl.-Ing Günter Herrmann, Architect
BDA, Stuttgart
Structural planning: Breinlinger Ingenieure Hoch- und Tiefbau GmbH,
Tuttlingen

LOCATION Two main roads, the B 14 and B 311 intersect at a roundabout near THE AUXILIARY SPAN is structurally separate from the main span and con-
to the station in Tuttlingen (~110 km south of Stuttgart). The medical tech- sists of a pair of flexible girders (HEA 300, ~10 m long), mostly on concrete
nology concern Aesculap AG had built a modern training centre, the “Aescu- supports beneath the deck, i.e. a secondary load bearing structure that is in
lapium”, across the road from its headquarters in 1994 / 1995 and in 2004 principle like that of the main span.
connected the two buildings with an enclosed pedestrian bridge. This cros- THE DECK IS ENCLOSED in a post (IPE 80) and beam (IPE 220 and U 160)
ses the two roads as a bar-stayed structure of glass and steel with a ~30 m construction. The glazing is tinted insulated glass approx. 2.5 m × 2.162 m
main span and an auxiliary span of ~11 m which continues as an open gal- × 80 mm. A travelling platform is used for window cleaning.
lery ~15 m long leading into the Aesculapium. An effective width of 1.7 m was ASSEMBLY The three sections of the main and auxiliary spans were assem-
sufficient because the bridge is not used by the general public. bled on the ground in their full length of ~40 m and then lifted into position,
THE LOAD BEARING SYSTEM is that of an under-deck bar-stayed continuous complete with secondary constructions and full glazing, in a night-time
beam as a trough bridge. The load bearing structure is integrated into the manoeuvre using a mobile crane. There was, of course, a risk of damage to
enclosed section of the bridge, both as a design element but also to keep the glass panes as a result of elastic deformation of the “box” during lifting. In
height to a minimum and thereby provide maximum clearance for traffic on fact, the cost of replacing a few damaged panes was correctly considered to
the roads below the bridge. be far lower than the cost of the extensive safety precautions that would have
THE STEEL SUPERSTRUCTURE is in two sections: the main span consists of been needed to glaze the structure on site above a busy road, after lifting and
a pair of main girders at roof level (IPE 400 sectional steel, 30.30 m long and positioning of only the load bearing structure.
2.2 m apart) and two king posts at approx. the third points (square hollow
section 100/8) supported by the under-deck stays (two tension eyebars,
36 mm in diameter, Besista System).
The pedestrian deck is suspended from the main girders on perpendicular ten-
sion bars (IPE 80) in the stayed section of the bridge.
The structure is stiffened with wind bracing at roof level (14 × zigzag of
HEA 100 alternating with tubular section, 60.3/4 mm and at deck level (2 × 13
cross bracing). The spans end in light, rigid frames that transfer horizontal
forces to the bearings (IPE 220 cross beams, HEM 140 masts, built in two
halves to facilitate galvanisation and handling and joined with head plates). All
steel parts are of S 355 steel. The pedestrian deck and roof are of trapezoidal
plate covered in concrete.

Fig. 5.4.1a Bar-stayed bridge over main road in Tuttlingen, with under-deck
bar-stays in main span leading to auxiliary span (right).
5.4.1 Tuttlingen, Germany: bar-stayed, steel-glass box bridge over main road 161

View

Road

Plan, roof

Cross section Detail 1: diagonal node

Detail 2: connection
of tension bars

Fig. 5.4.1b View, plan, cross section and details.

5 Enclosed skywalks 162

5.4.2 Bielefeld, Germany: bar-stayed skywalk from hotel to Civic Hall

Client: Stadthallen-Betriebs-Gesellschaft Bielefeld

Design: gmp, by Gerkan, Marg and Partner, Hamburg
Source: Klaus Idelberger: Fußwegbrücke in Bielefeld. 1992, [50];
Geschlossene Fußwegbrücken. 2002, [54]

LOCATION In 1999, the operating company of the Bielefeld civic halls built a
skywalk to connect their civic hall with a hotel, the Bielefelder Hof, directly
opposite the main railway station. It is at first floor level and leads from the
enlarged hotel foyer over a garden landscape directly into the foyer of the civic
hall. The bridge is 54 m long, has traffic clearance of 4.84 m and rises to a
maximum height of 11.75 m at the support columns.
THE LOAD BEARING SYSTEM is that of a bar-stayed girder bridge (with a
hinged roof level), in two main spans of 20.25 m and with cantilever sections,
6.75 long, at each end.
THE STEEL SUPERSTRUCTURE basically consists of two trusses horizontally
positioned one above the other and 4.5 m apart. These are connected
together by hinged U 160 posts every 6.75 m. At these points the trusses are
either directly supported by one of the three pairs of support columns or back-
anchored by bar stays from the columns. This counterbalanced bar bracing is
at the same time the vertical stiffening and secures the structure against lifting
through wind action. The horizontal main truss at roof level consists of two
IPE 160 girders 1.90 m apart, while the truss at deck level has two IPE 360 m
girders supporting HEB 120 girders, also 1.80 m apart. The longitudinal/main
girders also form the chords of the horizontal bracing, whereby transverse
girders of the same sectional steel (IPE 160 or IPE 360) and 3.375 m apart,
function as the posts of the bracing. The upper and lower trusses are cross
braced with round steel bars, 20 mm ø, providing horizontal stiffening, for
example against wind action.
All tension bars in the perpendicular plane are eye bars, some with eccentric
plates at the hinge bolt to allow adjustment of the bridge.

Fig. 5.4.2a The civic hall and the hotel Bielefelder Hof were connected
by a glazed skywalk to enable guests in evening dress to cross, regardless
of the weather. The load bearing structure consists of two horizontal trusses
(at heights of 5.20 and 9.70 m) connected by colums every 6.75 m.
The colums consist of welded cross sections with four bolted angle irons.
Fig. 5.4.2b View from below.
5.4.2 Bielefeld, Germany: bar-stayed skywalk from hotel to Civic Hall 163

View

THE THREE PAIRS OF COLUMS are 11.62 m high, and the two columns are Cross section
4.15 m apart. Each support pair is connected above the pedestrian box by
an HEB 160 cross beam – as part of the upper truss – and below the box
by an IPE 360 main transverse girder. The supports are stabilised further by
diagonals of tension bars, 30 mm in diameter. The supports consist entirely of
bolted components.
CORROSION PROTECTION All the above structural components were hot-dip
galvanised for long-lasting, and therefore cost-saving, corrosion protection.
The main girders are bolted to avoid damage to the surface caused by
welding.
THE PEDESTRIAN BOX is based on a rectangular cross section with an outer
height / width of 4 m / 3.4 m and inner height / width of 3.4 m / 2.95 m. The
cubic capacity of the structure is around 750 m3. The box is cut off slightly at
the corners of the roof and floor, creating an octagonal cross section.
The box is a post and beam structure of extruded section, 1.68 m apart. There
are 12 of these grids in the main spans (20.25 m) and four in the cantilever
sections (6.75 m). Thermally separate panes of insulating glass are mounted
in the post and beam frame (clear glass, k = 2.2 W/m2 K).

Plan

Fig. 5.4.2c View, plan and cross section.

5 Enclosed skywalks 164

5.4.3 Manchester: spatial truss tube connecting retail store and shopping centre

Architects: Hodder Associates (Hodder, Williams, Jones, Roberts),

Manchester (no longer in operation)
Structural engineering and glazing: Arup Group / Façades, London

LOCATION Manchester United! … on the football field and now by means of a

skywalk linking a retail store and a shopping centre!
The metropolitan region of Manchester in north England has over three million
inhabitants and is known to sports enthusiasts everywhere because of its
famous football clubs. A different kind of union was created when two rival
retailers, Marks and Spencer, as a classic store for food and clothing, and the
Arndale Shopping Centre, as a large American-style shopping mall, were joined
by a “waisted” tube of steel and glass with a span length of ~10 m and ~2 m
in width. Instead of firing broadsides at each other, the two flagships are now
joined at the second floor level and sail in convoy.
THE LOAD BEARING SYSTEM is a spatial truss of bars and nodes in a triangular
grid system creating a waisted cylinder, i.e. a cylinder that becomes more
slender towards mid span. The ingenious configuration of this hyperbolic pa-
raboloid enables the structure to curve spatially towards the middle but ne-
vertheless be constructed using only straight steel bars and flat glass panes.
The truss elegantly conceals the small difference in height from Marks and
Spencer down to the Arndale Centre and the slight lateral misalignment of the
entry points to the two buildings.
THE STEEL STRUCTURE consists of bars of S 355 steel with a maximum length
of ~12 m and 114.3 mm in diameter, directly welded together in a triangular
grid. The cylinder is stiffened by two compression rings at the entry points into
the buildings and four expanding rings at approximately the fifth points. The
glass panels are fitted to the frame with tilt and turn cardan joints and sealed
with permanently elastic silicone.
THE PEDESTRIAN DECK consists of wooden planking on slender I-girders
which transfer their load to the rings mentioned above. The lighting and heat-
ing are installed below the deck. There are glass balustrades with stainless
steel handrails. Natural ventilation was considered sufficient because of the
short span.

Fig. 5.4.3a A “waisted” cylinder connects Marks and Spencer

with the Arndale Shopping Centre in Manchester.
Fig. 5.4.3b Downhill through the cylinder to the Arndale Centre,
shoppers fill the skywalk.
5.4.3 Manchester: spatial truss tube connecting retail store and shopping centre 165

View



Plan

 

Cross section

 

Fig. 5.4.3c View, plan and cross section.

5 Enclosed skywalks 166

5.4.4 Berlin-Tempelhof, Germany: skywalk as a cylindrical spatial truss

Client: City of Berlin; Senate Administration for City Development

Planning: Betz Architekten Planungsgesellschaft mbH, München
Structural planning: IPP Prof. Polónyi + Partner GmbH, Cologne
Steel construction: E. Rüter GmbH, Dortmund
(no longer in operation)

LOCATION Two parallel office blocks belonging to the State Office of Criminal
Investigation in Berlin-Tempelhof were connected at the fourth and fifth floors
by a glazed bridge over a courtyard. The structural planners had originally
presented ten different proposals in the form of sketches. The design finally
chosen was a cylindrical spatial truss supported on bearings at the buildings
at each end and in the middle by two crossed cables. These were to be an-
chored through the massive attics to the roof slabs of reinforced concrete of
the buildings at each side. The span length was to be 40 m with an effective
width of 1.24 m between the wooden handrails.
STEEL SUPERSTRUCTURE The cylindrical spatial truss consists of eight longi-
tudinal hollow round sections connected by 19 circular frames at intervals of
2 m. The cross section of the circular frames consists of rolled IPE 120 plus
round steel bar. The load bearing capacity of the truss is created by coiled oc-
tagonal counterbracing attached to the inside of the circular frames. The coils
were originally planned as wire cables running along the length of the bridge
and clamped to the frames; this plan was rejected in favour of round steel THE PEDESTRIAN DECK is a trough made of steel plate with a suitable floor
coils, 15 mm ø, because they were easier to connect. Instead of the original covering and under floor heating. There is a cable conduit between the deck
cable stays, it was also decided to stay the bridge with 50 mm ø steel bars panel and the bottom housing of sheet steel. The entire cylinder of the spatial
because they were easier to anchor and more lastingly protected against cor- truss is covered in stretched Makrolon, fixed from the inside at the sides of the
rosion. The four bar stays are each fixed to a gusset plate beneath the middle cylinder and below the deck. At the top of the cylinder the Makrolon is fixed
circular frame. from the outside, with an overlap to form air vents. These are covered with
BEARINGS The bridge is supported on longitudinally sliding bearings at each perforated plates of stainless steel to prevent access by insects.
end. The two lower hollow round girders are guided in sleeves in a steel frame. The bridge was prefabricated in two sections and glazed. The two sections
The angled hangers ensure that the bridge remains horizontal in the longitu- were put together on site and lifted into position in one piece using a 500 t
dinal plane. crane standing on the road outside the building. After this the stay bars were
attached and anchored.

Fig. 5.4.4a Cylindrical skywalk of the Office of Criminal Investigation

in Berlin-Tempelhof at the former Berlin Airport.
Fig. 5.4.4b View along interior of bridge.
5.4.4 Berlin-Tempelhof, Germany: skywalk as a cylindrical spatial truss 167

View

Cross
section

Ventilation Ventilation

Insect
filter

Underfloor
heating

Lighting

Air inlet

Isometry

Fig. 5.4.4c View, cross section and isometry of the skywalk

in Berlin-Tempelhof.
5 Enclosed skywalks 168

5.4.5 Berlin-Tempelhof, Germany: three-storey, cable-stayed enclosed footbridge

Client: City of Berlin, Police Authorities

Planning: Betz Architekten Planungsgesellschaft mbH, Munich
Structural planning: Stefan Polónyi Structural Engineering, Cologne
Construction: E. Rüter GmbH, Dortmund (no longer in operation)

LOCATION A three-storey bridge was built to connect a building belonging to

the police authorities in the Berlin district of Tempelhof with a new facility on
the other side of the “Bayernring”. The bridge is 1.47 m + 8.82 m + 1.47 m =
11.76 m long with an effective width of ~2 m. The buildings on each side had
only a limited capacity to take on new loads.
THE TWO PYLONS are positioned outside the pedestrian decks on one side
of the road and are connected with cross beams to form an H-shape. They
are rigidly fixed in a concrete base providing protection from traffic impact
and stiffened with diagonal bracing under the bottom pedestrian deck. Three
main transverse girders of hollow round sectional steel are fitted under the
bottom deck: one in the short span and two in the longer span. These are the
attachment points for the cable stays extending from the pylons. There are
two supports for each deck which stand on wide base plates supported by
transverse girders of hollow round section and are at the same time part of
the frame for the glazed façade of the bridge. These supports are connected
at ceiling level with transverse members supporting the longitudinal girders
for the ceiling panels. Horizontal forces are absorbed by the pylons and the
façades of the adjacent buildings.
THE FAÇADE of the bridge is a post and beam construction.

Fig. 5.4.5 A three-storey enclosed footbridge connects

new and old police administration buildings in Berlin-Tempelhof.
5.5.1 Kassel, Germany: girder bridge with triangular cross section connecting factory halls 169

5.5 Girder bridges

5.5.1 Kassel, Germany: girder bridge with triangular cross section connecting factory halls

Client: Lokator Grundstücks-Vermietungs-GmbH, Düsseldorf,

with VAG GbR
Architects: RSE Planungsgesellschaft mbH Architects
and Engineers, Kassel
Steel construction: Stahlbau Lamparter GmbH, Kaufungen
Sources: Klaus Idelberger: Geschlossener Verbindungssteg
zwischen Werksgebäuden in Kassel. 1994, [53];
Geschlossene Fußwegbrücken. 2002, [54]

LOCATION Volkswagen AG built a closed utility and pedestrian bridge between THE PORTALS are built from IPBl 360 cross beams, two IPB 360 columns with
the entry control point for goods and people and the staff canteen at their two or three sets of IPB 140 cross bracing – depending on the height of the
parts centre in Kassel-Baunatal. The bridge is characterised by its long length portal.
(128 m) and its triangular cross section, which is unusual in Germany but often CORROSION PROTECTION The entire steel structure was hot-dip galvanised.
found in France, where it is used for bridges connecting motorway restaurants
and in Carrefour shopping centres.
THE LOAD BEARING SYSTEM is a girder with separate sections 6 × 6.81 m = Cross section (portal) B Lighting
G Balustrade
40.86 m; 8 × 6.81 m = 54.48 m; 5 × ~6.60 m = ~33.00 m. Its total width is
UG Bottom chord
4.50 m and total height 5.80 m. The four superstructures rest on abutments in OG Upper chord
the adjoining factory halls and on two portal and double portal supports. VG Glazing
VL Cable conduit
THE STEEL STRUCTURE consists of triple chord trusses with a truss width
of 4.16 m and a triangular cross section 5.38 m in height. The grid length
is generally 6.81 m. The triple chord trusses consist of hollow round sec-
tion, 508 mm ø × 11 mm in the upper chord and hollow round section,
323 mm ø × 8.8 mm, in the bottom chords. Stiffening and connecting plates,
20 mm in thickness, are inserted through the chords and welded at the points
where they connect with transverse girders, posts and struts. The bottom
chords are connected with transverse girders of IPB 200 section, longitudinal
stiffening is with IPBI 100 and the posts are IPB 180. The struts are of IPB 140
and are fitted with U-shaped rails for the glass panes. The single glazing
consists of 2.27 × 1.00 m panes of rear ventilated, laminated safety glass,
10 mm in thickness.
THE PEDESTRIAN DECK has an effective width of 2.22 m between the simple
balustrades with handrails of hollow round section, 70 mm ø and three lower
rails of round steel bar, 20 mm ø, welded to angled steel posts, 2 × L 50/6.
A grid of I 120 transverse girders and U 260 section steel is fitted onto the
main transverse girders (IPB 200) and covered by a deck panel of trapezoidal
plate. The surface of the deck is paved with robust concrete slabs.

Fig. 5.5.1a Enclosed skywalk at VW in Kassel-Baunatal. The cross section

changes from round to triangular along the course of the bridge.
Fig. 5.5.1b Cross section (portal).
5 Enclosed skywalks
5.5.2 Oslo, Norway: truss bridge with a glass tube on steel frames
LOCATION A wealthy investment and real estate management concern built an
attractive skywalk over a four-lane road in Oslo. The bridge connects the Town
Hall with the Åkerbrygge, four landing stages at the passenger ship terminal,
and provides access to a new leisure centre created in an abandoned dock-
land area. The bridge has a span length of nearly 30 m and an effective width
of 2.5 m.
THE LOAD BEARING SYSTEM is that of a single span girder on two supports.
THE STEEL SUPERSTRUCTURE consists of longitudinal trusses with a height
of 2 m and 2.50 m apart. These include chords of square hollow section,
120 × 120 mm, posts of rectangular hollow section, 120 × 60 mm, and
diagonals of rectangular hollow section, 120 × 50 mm. The bottom chords
are connected by a grid of transverse girders of square hollow section,
View from above and cross section
Åkerbrygge
170
Client: Aker Eiendom Aktieselskabet (AG), Oslo
Architects: Telje-Torp-Aasen Arkitektkontor Aktieselskabet, Oslo
Steel construction: Dr.-Ing. A. Aas-Jakobson Aktieselskabet, Oslo
Source: Klaus Idelberger: Fußgängersteg als Glasröhre mit Stahlspanten
in Oslo / Norwegen. 1996, [52]
120 × 120 mm, placed at intervals of 1.87 m. The pedestrian deck lies on
this grid and is made of steel plate with an asphalt surface containing corund-
um grit for slip resistance. This trough cross section is surrounded by three-
quarter circular frames of 80 × 80 mm square hollow section, 80 × 80 mm,
holding the acrylic glazing of the footbridge. The final grid sections at each end
are angled to accommodate the access stairways with 16 + 16 stair treads
and intermediate landings.
BEARINGS The bridge rests at an average height of 5 m on a pair of cross-
braced pin-ended bearings of square hollow section, 120 × 120 mm, on the
Town Hall side and on a fixed point in the form of a glazed support tower of
square hollow section, 150 × 150 mm (with 150 × 50 mm cross bracing) in
the direction of the Åkerbrygge ship terminals.
Airport
We
s ts
tat
ion
To
wn
ha
ll
Fig. 5.5.2a Bridge with angled access stairway at Oslo Town Hall.
Fig. 5.5.2b View from above and cross section.
5.5.3 Hannover, Germany: long double-tube skywalk to exhibition centre and Expo
5.5.3 Hannover, Germany: long double-tube skywalk to exhibition centre and Expo
LOCATION Deutsche Messe AG built a skywalk to connect the exhibition
centre with the railway station Hannover Messe / Laatzen. The bridge crosses
Münchener Straße and is a double tube at an average height of 6 m above
ground level. It is 340 m long with a width of 8.75 m to accommodate path-
ways and accompanying moving walkways in each direction.
SPECIFICATIONS:
1. Users of the bridge should have an uninterrupted view of the outside sur-
roundings. Massive load bearing components therefore had to be avoided at
façade level.
2. The bridge should intrude as little as possible on upward vision from street
level; this is why a rounded oval shape was selected.
3. The number of bridge supports should also be kept to a minimum to limit the
effect on road and pedestrian traffic under the bridge.
THE LOAD BEARING SYSTEM consists of a suspended pedestrian level with
spans of 20, 24 and 28 m, as prescribed by local road and access require-
ments. The pedestrian level consists of continuous trusses on column supports,
providing additional stiffness to the system.
STEEL STRUCTURE Transverse girders between the main trusses support the
two moving walkways. The walkways are cantilever extensions at the sides
of the main trusses. The torsional moment resulting from asymmetric load is
transferred through the rigid transverse girders into both trusses and through
bending into the bridge supports. A compressive member in the form of a
quadruple chord truss of tubular and rolled section was introduced at roof level
to short circuit horizontal forces likely to cause deformation of the supports.
The roof consists of trapezoidal plate on rolled section.
Isometry
Fig. 5.5.3a A double tube 8.75 m wide and 340 m long protects
visitors to EXPO 2000 and the Hannover Fair. Skywalk between
exhibition centre and railway station.
Fig. 5.5.3b Isometry of the steel load bearing structure
(see also Fig. 5.5.4e).
171
Design: Schulitz + Partner Architects BDA, Braunschweig
Structural analysis: RFR, Paris
Steel and façade construction: Magnus Müller Pinneberg GmbH,
Delmenhorst
Source: Helmut C. Schulitz: Der Skywalk in Hannover. 1999, [49]
STABILISATION Two expansion joints divide the structure into three sections.
Rigidly fixed supports provide longitudinal stiffening in the middle section of
the bridge. The diagonal bars of the stairways stiffen the outer sections of the
bridge. Bracing in the axis of each support stiffens the structure in the trans-
verse direction. All supports, with the exception of the middle supports, are on
hinged bearings in cantilever pedestals.
ENTRANCE AND EXIT to the skywalk is via two centre escalators with stair-
ways at each side. Elevators are also located at each end of the bridge. There
are emergency stairways, 100 m apart, on the south side of the bridge, each
with two flights of stairs, 1.6 m in width. The structure is thereby divided into
three sections in terms of escape paths. The compressive member in the roof
area enabled the bridge designers to reduce the dimensions of the secondary
load bearing system for the façades and to create a dematerialised structure
(curved 40 × 50 mm posts, 4.5 m in height and 2 m apart).
THE GLAZING consists of two panes of laminated safety glass (VSG
2.00 m × 2.25 m) in each element of the façade. The curved shape of the
panes also makes them extremely stiff, enabling thinner panes to be used.
They lie on slender façade sections of solid steel and are secured with point-
mounted steel plates. The façade and deck panels form two overlapping cir-
cles, i.e. a double tube. The ceiling is covered with panels of expanded metal
which can be opened to gain access to the installations in the roof.
CORROSION PROTECTION All external components of the steel structure were
hot-dip galvanised.
The “Skywalk in Hannover” won first prize in the 6th competition held by the
German Association of Galvanisers in 1999.
5 Enclosed skywalks 172

5.5.4 Dresden, Germany: skywalk for passengers at airport

General planner: Planungsgruppe Blees + Kampmann, Munich

Steel construction: Metallbau Schubert, Neukirchen-Adorf
Source: Mike Schlaich: Footbridge 2008 Conference in Port. 2008, [1]

LOCATION From 1990 onwards, flights from and to Dresden increased dramat- Cross section
ically. A new terminal was constructed by converting a factory hall that had
originally been planned as a final assembly facility for an East German wide
body passenger jet. The plane was never built [1]. This large new terminal was
linked to a new multi-storey car park for 1559 vehicles in 2001. The skywalk
is an elliptic tube, 85 m in length, with an effective width of nearly 5 m and an
outer width of 6.3 m. It crosses the five-lane airport access road with drop-
and-go parking bays at an average height of 5 m above ground level. The new
pedestrian bridge follows the same course as a pedestrian tunnel, which had
to be fitted with concrete caps to distribute the load in the areas of the found-
ations for the bridge supports.
THE LOAD BEARING SYSTEM is a continuous girder over six pairs of rigid
supports. This girder extends 17.11 m into the terminal and there is a
cantilever section, 6.73 m long, leading to the car park at the other end. The
bridge supports are positioned at intervals of 17.11 + 8.92 + 14.02 + 12.75 +
12.75 + 12.75 + 6.73 m = 85.03 m.
THE SUPERSTRUCTURE of the skywalk consists of two lateral main trusses
in the form of welded rigid frames (Vierendeel) with a height of 900 mm,
constructed from a 15 mm thick web plate with rounded openings and two
20 mm thick flange plates, both of S 355. These longitudinal trusses are a
constant 2.55 m apart and coupled by 6 + 27 transverse girders of IPE 200
sectional steel or HEB 200 in S 235 (RSt 37-3). This girder grid is stabilised in
the horizontal plane by steel cross bars, 10 mm ø, at the bottom chord level of
the main trusses. The bridge is supported on five pairs of rigid supports with
hammerhead capitals or in portal form. Capitals, columns and cross beams
are of wide flange section, HEB 260, in RSt 37-2. Some are surrounded by
reinforced concrete as protection against traffic collision impact.
The entire steel structure is hot-dip galvanised for optimum surface protec-
tion.

Fig. 5.5.4a The strictly horizontal line of the skywalk in Dresden

penetrates the perpendicular of the façade of the new airport terminal.
(Photo: Friedrich Weimer, Dresden)
Fig. 5.5.4b Cross section.
5.5.4 Dresden, Germany: skywalk for passengers at airport 173

Longitudinal section Plan

THE TUBE OF THE FOOTBRIDGE as a climatic chamber with natural draught

ventilation consists of 27 arched frames 2.55 m apart and constructed of hol-
low square section 76.1 × 76.1 × 3.2 mm. The frames are bent to a ¾ ellipse
with a radius of 4.56 m at the crown and 2.40 m at the sides. They are pro-
tected by a multiple surface coating. The glazing is of shaded glass, VSG
2 × 8 mm, with an intermediate PVB foil, 0.76 mm in thickness and with a
G-value of ~0.42. The floor is of ribbed trapezoidal plate, 25 mm high, with a
pedestrian surface of stoneware tiles.
THE EXPANSION JOINTS at each end of the bridge are covered with sliding
plates.
THE SKYWALK in Dresden is similar to the skywalk in Hannover and a bridge
in the London Docklands (see sections 5.3.3 and 5.5.3).

Isometry

Fig. 5.5.4c Longitudinal section and plan.

Fig. 5.5.4d A glass tube connects an airport terminal with
a multi-storey car park in Dresden. See also title photo on page 141.
(Photo: Friedrich Weimer, Dresden)
Fig. 5.5.e Isometry of load bearing structure.
5 Enclosed skywalks 174

5.5.5 Hildesheim, Germany: truss bridge over Speicher Straße

Client: District of Hildesheim

Architects: Bahlo, Köhnke, Stosberg and Partner, Hannover
Steel construction, structural analysis: Dipl.-Ing. Dietrich Hilse,
Hildesheim

LOCATION In 1987, a bridge was built to connect the old headquarters of

the district administration in Hildesheim to a new office building. The bridge
crosses Speicher Straße and a parking area. It has a span length of 20.5 m,
an inner width of 2.88 m and is built with a 1.26 % gradient towards the new
building. There is one intermediate bridge support followed by a secondary
span 4.3 m + 0.7 m = 5 m in length.
THE LOAD BEARING SYSTEM of this symmetric bridge is a single span girder
on two abutments in the form of brackets in the adjacent buildings. The trough
bridge is supported at the upper chords of the main trusses. The trusses are on
the outside of the bridge and contain an inner pedestrian “tube”. A pair of rigid
frame trusses (Vierendeel) would have been more expensive here.
THE STEEL SUPERSTRUCTURE has connection joints at the third points and
consists of two upper chords of IPE 240, two bottom chords each with two
tension bars, Besista M 20, 2 × 11 posts of IPE 180, 2 × 11 diagonals and
bracing using two tension bars, 40 mm in diameter.
A SEPARATE PEDESTRIAN TUBE was fitted between the trusses in the form
of a post and beam structure with insulated glazing of laminated safety
glass, 8 mm + 12 mm air space + 8 mm. A wooden handrail protects the
glass. The structure has a multiple surface coating for corrosion protection.

Fig. 5.5.5a An enclosed pedestrian bridge connects the old and

new headquarters of the district administration in Hildesheim.
Fig. 5.5.5b Main truss.
5.5.5 Hildesheim, Germany: truss bridge over Speicher Straße 175

View

Plan

Fig. 5.5.5c View and plan.

5 Enclosed skywalks 176

5.5.6 Metzingen, Germany: girder bridge with perforated web girders

Client: Town Administration of Metzingen

Steel construction: Stahlbau Süssen GmbH, Süssen
Glazing: Adolf Merkh Metallbau GmbH, Pfullingen

Cross section

HISTORY Metzingen’s prosperity is based on the cultivation of fruit and cab-

bage. The 13th century fruit presses and the “old town hall”, built by Duke
Christoph von Württemberg as a job creation plan in 1562 / 63 are the pride of
the town. The old town hall was burnt to the ground in 1643 during the Thirty
Years War and rebuilt in 1668. It was replaced by a new historicised town hall
in around 1913. This is now the “old town hall” and was connected to a wing
of the “new town hall” by an enclosed pedestrian bridge through which brides
and grooms can proceed to the hall of marriage, whatever the weather.
THE LOAD BEARING SYSTEM of this deck bridge is that of a slightly inclined
single-span girder on an abutment in the new building and a supporting portal
frame, continuing as a short cantilever section to the old building.
THE GALVANISED STEEL SUPERSTRUCTURE consists of a pair of IPE 400 main
girders with perforated webs (for a “light” appearance) connected to a grid of
nine IPE 100 transverse girders. These are covered with wooden planks and
a PVC floor surface.

Fig. 5.5.6a View, plan and cross section of the “Wedding Walk”
connecting old and new town halls.
Fig. 5.5.6b Cross section.
5.5.6 Metzingen, Germany: girder bridge with perforated web girders 177

View Plan

Perforated girder

THE SUPPORTING PORTAL FRAME consists of pin-ended columns with hinged

attachment to the main bridge. The portal columns are of HEA 140 and rigidly
welded to a cross beam of IPE 270 sectional steel.
THE PEDESTRIAN TUBE is an aluminium post and beam structure consisting
of nine two-hinged frames glazed with insulated laminated safety glass. Sepa-
rate ventilation and heating were unnecessary and a simple handrail was also
considered adequate protection for users.
There is a similar bridge with perforated-web main girders in Sulz am Neckar
(Section 5.5.7).

Fig. 5.5.6c View and plan of the “Wedding Walk” in Metzingen.

Fig. 5.5.6d View through bridge towards new town hall.
5 Enclosed skywalks 178

5.5.7 Sulz am Neckar, Germany: girder bridge with perforated web girders connecting school buildings

Client: Town Administration of Sulz am Neckar

Architects, photos: Riehle + Partner, Reutlingen
Structural analysis: Plocher Engineering, Sulz am Neckar
Steel construction: Walter Kübler, Sulz am Neckar
Source: Geschlossene Fußwegbrücken. 2002, [54]

LOCATION An enclosed footbridge was built to connect a new facility with the
original building of a secondary school in Sulz am Neckar in 1997. The walk-
way is supported on two columns and is an effective architectural symbol of
the connection between old and new. Its light and transparent structure unites
the interior of the buildings with the outdoor recreational areas. The bridge is
20 m long and 2.75 m wide.
THE LOAD BEARING SYSTEM of the box bridge is that of a girder on two rigidly
fixed columns, in this case a single-span girder with cantilever sections at
each end.
THE STEEL SUPERSTRUCTURE consists of a pair of IPE 550 main girders with
perforated webs and an I 120 longitudinal girder in the axis of the bridge,
which is stiffened and secured against tilting with horizontal bracing.
TWO RIGIDLY FIXED COLUMNS of hollow round section, 324 mm in diameter,
with hammerhead capitals, transfer the loads.
THE PEDESTRIAN PASSAGE is a row of two-hinged frames each consisting of
two U 120 steel sections placed back to back and secured by vertical bracing
and rods of hollow round section, 40 mm in diameter, at the top corners. A
similar bridge with perforated web girders is described in Section 5.5.6. The
glazing is laminated safety glass and is fixed to the frame with point mounting
of stainless steel. The glazing is fitted on the inside of the frame up to hand-

Fig. 5.5.7a Pupils and teachers at the secondary school in Sulz am Neckar
can cross from one building to the next without getting their feet wet.
Fig. 5.5.7b Connection of the two-hinge frame of the box with horizontal
bracing.
5.5.7 Sulz am Neckar, Germany: girder bridge with perforated web girders connecting school buildings 179

Longitudinal section

Connection Connection
with new building with old building

rail level and outside the frame from there to roof level, creating an aperture
for ventilation. The ridge of the roof is covered with angled steel section with
lateral perforation, serving as ventilation in the summer months and also car-
rying the light fittings for the passage. The floor is covered with untreated oak
planks, 60 mm in thickness, in prefabricated sections laid in the transverse
direction.
CORROSION PROTECTION The steel structure was hot-dip galvanised and
therefore received the most durable and, for this reason, most economical
surface protection available.
THE STRUCTURE was entered for the 5th competition held by the German
Association of Galvanisers in 1997 and was highly commended by the jury.

Fig. 5.5.7c Longitudinal section.

5 Enclosed skywalks 180

5.5.8 Leukerbad, Switzerland: a glazed truss bridge for a school centre

Client: Town of Leukerbad, Switzerland

Architect: Arnold + Alwin Meichtry, Leukerbad and Susten,
Switzerland

LOCATION The towns of Leuk and Leukerbad lie in the Rhône valley not far
from Brieg in a branch of the Dala valley. Leukerbad has been a spa since
Roman times. The town administration built two new spas, a tennis hall, sports
hall and school centre on a confined sloping site, connecting the school and
sports hall with an enclosed pedestrian bridge over a wild water tributary of
the River Dala. The attractive bridge is approx. 17.5 m long with an outer width
of 3.1 m and an inner width of 1.75 m. It is partly hot-dip galvanised. The truss
is painted white; the bottom chords and supports are bright red.
THE LOAD BEARING SYSTEM is that of a single-span girder in the form of a
truss continuing as short cantilever sections beyond the two supports. The
truss rests on transversely sliding bearings on two rigidly fixed support portals
with reinforced concrete pedestals and is guided with “forks” in each of the
two adjacent buildings.
THE STEEL SUPERSTRUCTURE consists of two trusses, 3.1 m apart, connec-
ted at the upper chord by 10 and at the bottom chord by 11 transverse posts,
forming a tubular structure. The trusses, chords, diagonals, transverse posts
and the support portals are all of square hollow section, 180 × 180 × 5 mm.
The bracing in the upper chord is of rectangular hollow section, 160 ×
80 × 4 mm, like the cross bracing at bottom chord level which consists of
½ + 4 + ½ crosses.
THE PEDESTRIAN TUBE has a rectangular cross section which rounds to an
arch at the top. It is 3.05 m high and 1.85 m wide. It is a post and beam
structure with arched ribs of hollow rectangular sectional steel, 80 × 40 mm,
holding panes of acrylic glass mounted with aluminium rails. The deck panel
is a hot-dip galvanised trapezoidal plate covered with a plywood base for the
rubber floor surface. The sides of the tube are secured by robust handrails of
folded steel sheet. Heating was not considered necessary because the bridge
is only 18 m long and the buildings at each end are both well heated in the
winter.

Fig. 5.5.8a The trusses enclose the glazed pedestrian tube.

Fig. 5.5.8b An enclosed pedestrian bridge crosses a channelised,
but at times untamed stream in Leukerbad in the Rhône valley.
5.5.8 Leukerbad, Switzerland: a glazed truss bridge for a school centre 181

View Cross section

S1 S2 1,85 m
3,00 m

3,50 m 10,50 m 3,50 m

17,50 m

View from below

Untersicht

Fig. 5.5.8c View, view from below and cross section.


Sources and further literature
Over the decades the author has collected extensive documentation and
illustrations of footbridges from clients, designers and planners all over the
world. He has also gathered some information from publications. The photo-
graphs were taken by the author himself except in cases where a different
photographer or publication is named as the source. Both the author and the
publisher have made every effort to identify and name all originators. Please
inform us if any have been overlooked.
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 183

[ 42 ] Rooden, C. v., Häberle, U.: Fußverbindung. CH Tec 21, Nr. 41 / 2007,

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[ 45 ] Polónyi, St.: Begehbarer Raum. Die Tiergartenbrücke über die Mulde
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Die Fußgängerbrücke über die Bayerstraße in München. Stahlbau 74 (2005),
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[ 49 ] Schulitz, H. C.: Der Skywalk in Hannover. Bauwelt Heft 8 / 1999,
S. 378 – 381.
[ 50 ] Idelberger, K.: Fußwegbrücke in Bielefeld. Stahlbau 61 (1992), Heft 3,
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[ 51 ] Joseph, L. mit Idelberger, K. (Übersetzung): Das Petronas Büroturmpaar
in Kuala Lumpur. Unpublished.
[ 52 ] Idelberger, K.: Fußgängersteg als Glasröhre mit Stahlspanten in
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[ 53 ] Idelberger, K.: Geschlossener Verbindungssteg zwischen Werks-
gebäuden in Kassel. Stahlbau 63 (1994), Heft 1, S. 27– 28.
[ 54 ] Geschlossene Fußwegbrücken. Feuerverzinken 4/2002 Produktblatt.
[ 55 ] Idelberger, K.: Stege nach Maß für jede Spannweite, jeden Zweck.
Private press.
[ 56 ] Hong; L. P.: Bridges in Singapore. Private press.
[ 57 ] Wehrle, J.: Neulandbrücke in Leverkusen. Höchste Präzision
in der Fertigung. Stahlbau-Nachrichten 2 / 2005, S. 20 – 21.
[ 58 ] Kontakte. Company Newsletter Seppeler Holding, 16 (2007) Nr. 2.
[ 59 ] Kontakte. Company Newsletter Seppeler Holding, 17 (2008).