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Use cases of a digital twin bridge in operation The digital twin bridge makes an important contribution on the way to predictive life cycle management. The potentials are many, especially in the life cycle phase "operation". There, the digital twin bridge can serve as an efficient tool in terms of analyses, predictions, control and monitoring. The goal is optimized maintenance, the importance of which continues to grow in view of the current challenges for civil engineering structures. It is therefore particularly important that relevant stakeholders with their needs and requirements are involved in the conception of the digital twin bridge at an early stage. This approach is being pursued by the German Federal Highway Research Institute (BASt) in various research projects that already cover partial aspects of the digital twin and is also being continued in an ongoing project to develop an overall concept for the digital twin bridge. Possible use cases were collected and assigned to the topics of "operational processes", "maintenance planning and implementation" and "strategic life cycle management". In a workshop, the use cases were discussed and initially ranked by and with stakeholders. The results form an important basis for the elaboration of the modular overall concept of the digital twin bridge and the way into practice. [ABSTRACT FROM AUTHOR]

Trough bridge with offset Off the coast of the Dutch municipality of Delfzijl, salt marshes with sand and silt are being created as part of an urban development programme, and the sea dike is being transformed into a cycling and walking promenade. Since autumn 2020, a new pedestrian and cycle bridge has connected the city centre of Delfzijl with the boulevard on the Wadden Sea. It was commissioned by the municipality of the same name, linked to the desire for a sustainable building. It was therefore clear from the outset that wood would be used. Accordingly, the planners used glued laminated timber (glulam) for the main supporting structure, but combined it with steel in such a way that a cleverly varied type of trough bridge was created. The resulting Z‐shape gives the bridge its own character and ensures a striking appearance that can also be recognised from a distance. [ABSTRACT FROM AUTHOR]

Construction of the new Patton Bridge over the Sauer The new Patton Bridge was built over the Sauer and the Luxembourg‐Troisvierges railway line as part of the implementation of the "Interchange Station Ettelbruck" infrastructure project, located 30 km north of Luxembourg City. The 170 m long steel composite bridge carries the national road N 7 with three lanes and a wide bicycle path as a feeder for the transfer station. The bridge is well integrated into the environment, which is strongly characterized by the nature reserve Habitate Natura 2000 in the north and the industrial zone űm Dreieck" in the south. The low maintenance and durable semi‐integral structure made of weathering structural steel has a complex geometry due to the twice curved road axis in space, which is determined by a pronounced curve in plan. The global design completely follows the integral structural concept. In this overall concept, special attention is paid to the coherent design of the details as interfaces between the structural parts. In particular, the monolithic connections of the Y‐shaped piers to the superstructure and their continuation in the subsoil are illuminated, which, in conjunction with the overall rigidity coordination, determine the desired behavior of the overall structure. The following is a report on the relevant planning and construction work. [ABSTRACT FROM AUTHOR]

The 3‐D model as the basis of the digital twin With other industries such as the automotive industry already achieving great success in the field of digitization with status‐based maintenance intervals for cars or autonomous driving, the construction industry is now also experiencing a transformation. The digital twin plays a key role in predictive maintenance in particular. It enables all data and information on the asset to be gathered, structured and linked to a temporal and spatial context. In the digital twin, the basis for the localization of information is a 3‐D model. The Building Information Modeling method provides the perfect basis for this in the construction industry, but can often only be applied to existing assets with a large amount of effort. Since the creation and modification of such models often must be carried out by experts and is usually a time‐consuming process, and since the data structure does not allow for the management of mass data, it is necessary to carefully consider which data should be directly integrated into the 3‐D model and in which areas the linked data approach makes more sense. The article shows different data integration methods for digital models and illustrates the approach as a proof of concept using the example of the pilot project smartBRIDGE Hamburg. The goal is the optimal use of 3‐D models in the context of the digital bridge twin. As a result, it can be stated that for mass data as well as for singular results from the building inspection, the linked data approach is a promising one. [ABSTRACT FROM AUTHOR]

Repair of a damaged jetty in the North Sea The Voslapper Groden handling facility in Wilhelmshaven is a deep‐water jetty for the handling of chemical products. Due to the exposure to seawater the reinforced concrete and prestressed concrete components exhibit various complex damage patterns which require an extensive repair of the structure. Many of the components show pronounced damage in the form of cracks and large‐scale cavities as a result of alkali‐silica reaction (ASR). Furthermore, chlorides originating from seawater have already led to large‐scale reinforcement corrosion. In the present case, the two separate mechanisms overlap, so that both damaging mechanisms had to be taken into account in the course of repairing the relevant reinforced concrete and prestressed concrete components. As part of a pilot repair in 2010 and 2011, the first parts of the handling facility have been repaired using a combination of different repair principles, including the application of the principle of cathodic protection (CP). In 2019, the two components of the handling facility that were repaired in 2010 and 2011 were inspected again. In the course of these inspections, no new damage to the repaired components was detected. Based on this experience, the repair of further components of the handling facility has been started in 2020. [ABSTRACT FROM AUTHOR]

Prediction of the bridge temperature using monitoring data and machine learning In this paper, the nonlinear or rather transient relationship between the air temperature and the building temperature is simulated by a machine learning model. Based on this modelling, different use cases for the application of machine learning regression methods to monitoring data are presented, which resulted from practical questions. Basic knowledge of neural networks will be given and for the calculations, long‐term monitoring data of valley bridges from VDE 8 are used. It is shown, for example, that these methods can be used to detect and compensate measurement errors or to predict the behaviour of structures. The results show that these methods, have a great potential for the evaluation of large amounts of data since no physical models are required. The paper focuses more on the application of AI methods rather than on the mathematical or theoretical background of the methods. [ABSTRACT FROM AUTHOR]

Load‐bearing index to grade structural capacities of road bridges For decades, bridge structural conditions have been evaluated on the basis of structural health grades determined during a bridge examination. However, recalculations conducted for bridge structures show that structural deficiencies, such as low or insufficient load‐bearing capacities, are not or not sufficiently reflected by these conditions if no corresponding damage or unusual behavior can be detected. There are known cases of deficient bridges that had to be replaced even though the structural health grade suggested a good condition or vice versa. To better measure and assess the structural conditions of a bridge, i.e., the criteria of the superstructure that are relevant for the load‐bearing capacity, a new parameter was developed. The load‐bearing index allows for a different perspective as it identifies presumed deficiencies on the basis of various criteria that are independent of the physical condition. In a next step, these deficiencies have to be further examined. Both parameters – the structural health grade and the load‐bearing index – describe the condition and the usability of a structure. But they do so from a different point of view, and, therefore, complete the overall picture of the structure. [ABSTRACT FROM AUTHOR]

Innovative and modern planning methods in bridge construction Building Information Modeling (BIM) offers the opportunity to realize modern large‐scale projects on schedule and within budget during the planning, construction and operation of a building. Because consistent data throughout the entire process can increase the efficiency and quality of a building. Bridge construction in particular poses a special challenge here, since despite recurring typology, the dependencies of the individual components for routing make each structure individual. This problem can be solved by parameterizing the building models. In concrete terms, this means that each structural element is given at least one dependency for the routing of the road/railway above or below the bridge on the basis of the space curve. If the route changes, the structure will also adapt. This permanent connection also allows quantities, component lists and 2‐D plans to be adapted automatically. Dependencies of the components on each other or on the terrain model are also possible. This means that collisions within the building can be avoided during the planning phase. Intelligent data models can help to increase the quality, efficiency and productivity in the realisation of project‐specific buildings. [ABSTRACT FROM AUTHOR]

Additional rail stresses due to long‐term deformations of railway viaducts with ballastless track – model and reality The long‐term deformation of the bridge superstructure due to temperature changes of the bridge itself and due to creep and shrinkage in the case of concrete bridges leads to a major part of the additional rail stresses, while welding the rail continuously over bridges with ballastless track. In this paper, the results of an extensive monitoring performed on several long railway viaducts with ballastless track are analysed, in order to verify the actual models used to calculate the additional rail stresses. In a first step the monitoring concept as well as the methodology of the analyse and the plausibility check of the data are presented. In the next step, the monitoring results are analysed to evaluate the temperature load case to apply in the calculation. The focus of the paper is on the analyse of the measured long‐term data of rail stresses and rails displacements on a period of nearly two years. These results are compared to those of the model calculation. In the case of ballastless track, the longitudinal rail restraint is the major parameter governing the additional rail stresses. With the chosen measurement layout, it was also possible to analyse the longitudinal rail restraint occurring in situ under real conditions. All these results provide important knowledge on the calculation of additional rail stresses on bridges with ballastless track. [ABSTRACT FROM AUTHOR]

Abstract: New method for experimental safety evaluation of short span bridges using the example of 14 bridges in Hannover, Germany A request on safety evaluation of culverts and short span bridges in the urban woods Eilenriede in Hannover motivated to develop and field test a new economical approach for load testing. Demolition and renewal should be avoided. A concept was worked out, how load testing could be conducted cost‐efficient with little risk of failure using mobile crane and monitoring system. This paper describes preconditions, developed procedures and summarizes our experience gained in testing successfully 13 reinforced concrete structures and one masonry arch culvert. [ABSTRACT FROM AUTHOR]

Deconstruction of prestressed concrete viaducts with movable scaffolding systems The central European highway-infrastructure of the 1960s and 1970s is characterized by increased overstraining. Often, repair tasks only allow further usage for a limited amount of time. Deconstruction and reconstruction, particularly in ecological sensible areas and ones with a high amount of intersections, call for a deconstruction system, which ensures that the interruption of traffic on the affected route section is minimalized. The deconstruction of viaducts with MSS represents a suitable approach, which meets the requirements to the buildings as well as the safety to traffic. The article describes the operational conditions for the deconstruction method, the functionality and the difference to the known reconstruction with MSS. In comparison to new building plans, here higher stress has to anticipated, as well as a certain vagueness of the expectant load from the existing structure and interphases to additionally involved parties, like the demolition companies. The requirements to planning, assembly and robustness of the construction are described on the basis of projects executed to date. Also the intersections to other involved parties, which are to be considered more before and during the deconstruction, are mentioned. [ABSTRACT FROM AUTHOR]

Nondestructive testing of thick and highly reinforced concrete structures with ultrasound An ultrasound system with a large aperture, called LAUS - Large Aperture UltraSound, is presented and the technical characteristics are explained. It consists of twelve sensor units which can be attached independently on concrete surfaces with vacuum and which are used as transmitters or receivers respectively. All possible combinations result in 132 individual measurements which are used to reconstruct the insonificated volume. The system has been successfully tested on two structures. The thickness of a very heavily reinforced foundation slab of a drop tower was determined. The measurements were carried out in a grid on a surface of 2.0 × 1.8 m2 and the back side could be clearly imaged. Further indications from inside the foundation show the potential of the system. Voids in concrete were indirectly located in a bridge structure. For this purpose, the LAUS system was used to image the tendon ducts running in the bridge beam through almost 2 m of concrete. [ABSTRACT FROM AUTHOR]

Smart bridge in the digital test area Autobahn The term 'smart bridge' is used in a research cluster of the BASt (Federal Highway Research Institute) to develop an adaptive system for the continuous provision of relevant information for a holistic condition assessment by using suitable sensors in connection with analysis and assessment procedures. This provides online information on the expected damage and condition changes. Within the scope of the digital test area Autobahn, the developments 'monitoring of loads', 'instrumented joints and bearings' and 'sensor networks' are presented at a prestressed concrete bridge in the highway interchange Nuremberg. The system consists of the components of an information system for analysis and evaluation of measured data of instrumented components. The investigations to be carried out here relate to the continuous updating of the object-related load model and analyzes of the remaining service life of the bridge as well as of the examined components. The information collected and processed is made available online to the responsible road administration. The system is operated and analyzed as part of a five-year investigation program. [ABSTRACT FROM AUTHOR]

Form logic at bridges (Part 2) - Considerations on authentic shaping of jointless column connections The common tendency within conceptual bridge design towards durable jointless frame systems requires not only deepened structural considerations of force and moment transition from the superstructure into the substructure, but also broadened approaches of a holistic aesthetical solution. The coherence between the form and its underlying structural system has to be recognisable in order to achieve authentic designs. In this paper form considerations of columns, which are monolithically connected to the superstructure as associated and separated function units, respectively, are illustrated. Furthermore, the special standing of the fixed circular column and its application limits as well as hybrid column connections will be discussed. For the planning engineer impulses in bridge design are provided to work far beyond his structural core tasks towards an ingenious approach with the aim of consciously taking over responsibility in designing our living space. The form considerations are underlined with examples. [ABSTRACT FROM AUTHOR]

Im Eisenbahnbrückenbau wird der Entwurf des Tragsystems sehr stark von der Gleis‐Tragwerks‐Interaktion geprägt. Im Teil 1 des vorliegenden Beitrags (Heft 2/2016) wurde die historische Entwicklung der Betrachtungsweise des Zusammenwirkens von Gleis und Tragwerk zusammengefasst. Weiterhin wurden die Grundsätze der Modellbildung zur Berechnung der Interaktionseffekte sowie die Interpretation der Berechnungsergebnisse vorgestellt. Im Teil 2 des Beitrags soll näher auf die Nachweisführung und insbesondere auf die Hintergründe der im Regelwerk verankerten Grenzwerte für die Kräfte und Verformungen im Gleis eingegangen werden. Es wird ersichtlich, dass die meisten im aktuellen europäischen Regelwerk gültigen Grenzwerte aus Untersuchungen der 1980er‐Jahre stammen. Eine Überprüfung und gegebenenfalls Anpassung ist dringend erforderlich. Eine Weiterentwicklung der Nachweisführung kann jedoch nur dann erfolgen, wenn die bisher bewährten Ansätze nachvollzogen und beurteilt werden können. Basierend auf einer umfangreichen Recherche wird in diesem Beitrag der Status quo beschrieben und Ansätze für die notwendigen Forschungsarbeiten zusammengetragen. Track‐bridge‐interaction – Part 2: backgrounds of the verification method Track‐bridge‐interaction has a major influence on the structural design of railway bridges. In the first part of this paper (see Vol. 93 (2016), No. 2) a brief overview describing the historical development of the consideration of the interaction effects has been given. Furthermore, basic principles of the calculation model as well as recommendations on how to deal with the results of the calculation has been presented. The aim of the second part of this article is to show the backgrounds of the verification scheme and especially to explain where the limit values for the additional rail stresses and deformations come from. It becomes apparent, that most rules contained in national and international codes are based on investigations carried out in the 1980s. An actualisation and further development of the codes is necessary, but can only be achieved if the well‐proven methods and limits used so far are well understood. This part of the article describes the actual status quo based on a literature research and gives outlines for future research needs. [ABSTRACT FROM AUTHOR]

Die Talbrücke Auenbach wurde vom Bundesministerium für Verkehr und digitale Infrastruktur (BMVI) als eines von vier Pilotprojekten für die Umsetzung der Planungs‐ und Ausführungsprozesse mithilfe der Methode des Building Information Modeling (BIM) ausgewählt. Die zu diesem Projekt vorliegenden Planungen sollten im Zuge der Vorplanungsphase einer erweiterten Wirtschaftlichkeitsuntersuchung unterzogen werden. Das Bauwerk überführt die B 107 über das Auenbachtal, einen Wirtschaftsweg sowie mehrere Gleise der Bahnstrecke Dresden–Werdau. Ursprünglich sollte das Bauwerk mit einer Gesamtlänge von rund 273 m das komplette Tal überbrücken. Im Zuge einer Gesamtoptimierung der Linienführung in Lage und Höhe wurde das Bauwerk in zwei Einzelbauwerke aufgelöst und durch einen Zwischendamm verbunden. Im Rahmen des Pilotvorhabens wurde ein koordiniertes Gesamtmodell erstellt. In dieses galt es sämtliche Modelle der Objektplanung für Ingenieurbauwerke sowie die Modelle der Fachplaner für Verkehrsanlage, Baugrund und Umwelt entsprechend dem jeweiligen Planungsstand zu integrieren. Die Ergebnisse dieser Leistungsphase wurden als objektbasiertes, koordiniertes 3‐D‐Gesamtmodell den weiteren BIM‐Prozessen zur Verfügung gestellt. Auf Basis einer modellbasierten Terminplanung konnte anschließend eine komplexe Analyse der Modelldaten (z. B. Mengen, Kosten, Termine, Kollisionserkennung, etc.) durchgeführt und Optimierungen vorgenommen werden. Ziel einer beabsichtigten Weiterführung des Pilotprojekts ist die automatisierte, modellbasierte Erstellung des Entwurfs und der Ausschreibung für das Bauwerk. Die Digitalisierung des Bauens bedeutet einen tiefgreifenden methodischen Wandel im Planungs‐ und Ausführungsprozess. Aus Sicht des Bauherrn DEGES und des Objektplaners OBERMEYER sollen die mit der Etablierung der BIM‐Methode erwarteten Effekte untersucht, geprüft und ausgewertet werden. BIM pilot project Auenbach viaduct – Innovative design methods in bridge construction Auenbach viaduct was chosen by the German Federal Ministry of Transport and Digital Infrastructure (BMVI) as the first of four pilot projects for the implementation of design and construction processes with the aid of the Building Information Modelling (BIM) method. In the course of the preliminary design phase this project's existing designs were to be subjected to an extended economic feasibility study. The structure leads the Federal Highway B 107 across the Auenbach valley, a service road and several tracks on the Dresden–Werdau railway line. Originally the structure was intended to span the entire valley with a total length of about 273 m. During the overall optimisation of the alignment in position and elevation the structure was separated into two single structures linked by an intermediate embankment. In the frame of the pilot project a coordinated complete model was prepared. The aim was to integrate all the project planning models for engineering structures as well as the models of the specialist planners for traffic facilities, subsoil and environment in accordance with the design status in each case. The results of this service phase were provided to the further BIM processes as an object‐based, coordinated 3‐D complete model. By means of a model‐based time schedule it was then possible to perform a complex analysis of the model data (e.g. quantities, costs, deadlines, collision detection, etc) and carry out optimisations. The objective of the intended continuation of the pilot project is the automated, model‐based elaboration of the final design and tender for the structure. With the digitalization of construction the design and implementation process is undergoing a fundamental methodological transformation. From the standpoint of the owner DEGES and the project planner OBERMEYER the effects expected as a result of establishing the BIM method should be investigated, checked and assessed. [ABSTRACT FROM AUTHOR]

Der Planungs‐ und Ausführungsprozess durchläuft mit der Digitalisierung des Bauens einen tiefgreifenden methodischen Wandel. Der Einsatz von BIM (Building Information Modeling) ermöglicht eine durchgängige Planung. Anhand von Projektbeispielen wird erläutert, wie vor allem in den Leistungsphasen der Vor‐, Entwurfs‐ und Ausführungsplanung intelligente parametrisierte Bauwerksmodelle im Brücken‐ und Ingenieurbau erstellt werden können. Die zusätzliche Verknüpfung mit Trassierungs‐ und GIS‐Daten ermöglicht in diesen Phasen eine flexible und belastbare Basis, aufgrund derer man eine ganzheitliche Evaluierung von Planungskonzepten bilden kann. Mit der Anwendung eines parametrisierten, objektorientierten Gesamtmodells kann eine ganzheitliche Prozesskette über den gesamten Planungs‐ und Realisierungszeitraum sowie über den kompletten Lebenszyklus umgesetzt werden. Das 3D‐Modell enthält neben den einzelnen Bauteilen projektspezifische Eigenschaften und Informationen. Mit der Kopplung des digitalen Modells an die Ressourcenplanung, die Kosten und die Termine sowie die Simulation des Bauablaufs entstehen komplexe 4D‐ und 5D‐Brückenmodelle. Parameterized bridge design – Conceptual, preliminary and detailed design With the digitalization of construction the planning and implementation process is undergoing a fundamental methodological transformation. The employment of BIM (Building Information Modelling) permits end‐to‐end planning. By means of sample projects it is explained how ‐ above all in the service phases conceptual, preliminary and detailed design ‐ intelligent parameterized building models can be set up in bridge and civil engineering. The additional combination with alignment and GIS data in these phases furnishes a flexible and robust basis upon which to create a holistic evaluation of planning concepts. With the application of a parameterized, object‐oriented complete model it is possible to realize an integral process chain across the whole planning and implementation period as well as across the entire life cycle. The 3D model contains, apart from the individual structural components, project‐specific attributes and information. Coupling the digital model to resource, cost and time scheduling and simulating the construction sequence yield complex 4D and 5D bridge models. [ABSTRACT FROM AUTHOR]

Brücken mit kurzen und mittleren Spannweiten werden in den letzten Jahren durchwegs als integrale Bauwerke ohne Fugen und Lager konzipiert. Das zugrunde liegende statische System des Rahmens erfordert ein differenziertes konzeptionelles Vorgehen nicht nur in statisch‐konstruktiven, sondern auch in ästhetischen Belangen. Es werden Anregungen zur Formbildung aufgezeigt, die der innewohnenden Absicht der Bauweise in der entsprechenden Ausformung Geltung verschaffen. Viele Beispiele im Infrastrukturbau zeigen jedoch noch immer Brückentypen, die statisch konstruktiv integral berechnet und konstruktiv ausgebildet sind, jedoch das äußere Erscheinungsbild einer gelagerten bzw. gefügten Brücke vermitteln. Auch vielen Ingenieuren ist der essenzielle Zusammenhang zwischen der rationalen statisch‐konstruktiven Lösung und dem formalen Ausdruck vielfach zu wenig bewusst. Um zu ganzheitlichen und authentischen Entwürfen zu gelangen, muss eine Kohärenz zwischen der Form der Brücke und dem ihr zugrunde liegenden statischen System erkennbar sein. Ziel ist es, Ingenieure von einer ingenieurtechnischen zu einer erweiterten ingeniösen Herangehensweise zu ermutigen, die auch die aus dem statischen System heraus entwickelten formgebenden Aspekte berücksichtigt und letztendlich in der Gesamtheit zu ästhetisch befriedigenden Ergebnissen führen soll. In diesem ersten Aufsatz werden konzeptionelle Überlegungen zur Formbildung im Bereich der Brückenenden erläutert, die die integrale Bauweise auf Basis hergeleiteter Funktionseinheiten reflektieren. Form logic on bridges (Part 1) – Considerations on authentic shaping of integral bridge ends In recent years bridges with short and medium spans have been designed as integral structures without expansion joints and bearings. The structural system is based on the frame system and requires a differentiated conceptual approach not only in structural but also in aesthetic concerns. In this paper form suggestions are introduced, which provide the inherent intention of the integral structure to the viewer. However, many bridges within the infrastructure are calculated and structurally designed as monolithic structures but have a visual appearance of conventional supported and assembled bridges. Moreover, many engineers are not sufficiently aware of the essential correlation between the rational structural design and its formal expression. In order to achieve holistic and authentic designs, a coherence between the form of the bridge and its underlying structural system must be perceptible. The aim is to encourage engineers from the pure engineer‐technical to an extended ingenious approach that considers form aspects which are developed based on the structural system and ultimately leads to aesthetically satisfactory results. In this first paper, conceptual form considerations for integral bridge ends are discussed, which are based on derived functional units and reflect the integral structural system. [ABSTRACT FROM AUTHOR]

Aufgabe der Grünbrücken ist eine Wiedervernetzung von Lebensräumen, um die Zerschneidungswirkung von Verkehrswegen zu kompensieren. Aus ihrer Funktion heraus sind Grünbrücken in der Regel in ökologisch sensiblen Gebieten erforderlich, die sich im Umkreis stark befahrener Verkehrswege befinden. Die Errichtung einer Grünbrücke bedeutet im Gegensatz zu ihrem Schutzziel einerseits einen starken Eingriff in gerade diesen sensiblen, oftmals geschützten Raum und andererseits eine Beeinträchtigung des Verkehrs der betroffenen Verkehrswege während der Bauzeit. Der Entwurf und der Bau eines Bauwerks in diesem Spannungsfeld werden im Folgenden beschrieben. Green bridges from prefabricated arch‐segments Green bridges aim at relinking habitats to compensate for the dissection effect of traffic routes. Resulting from this function, green bridges are usually needed in ecologically sensitive areas, which are situated in the vicinity of highly frequented traffic routes. Contrary to its protective purpose, the construction of a green bridge on the one hand represents a drastic intervention into these delicate, mostly protected areas and on the other hand a disturbance of traffic on the concerned routes. Considering this area of conflict, the design and construction of a green bridge are described below. [ABSTRACT FROM AUTHOR]

During river floods it has often been observed that bridges could obstruct the flow of the water and enhance or cause inundations of the adjacent areas. In this paper some significant principles of the constructional design of bridges are discussed from a hydraulic engineer's viewpoint to ensure the erection of useable and durable structures. [ABSTRACT FROM AUTHOR]

Der Wirtschaftsstandort Deutschland benötigt eine leistungsfähige und zuverlässige Straßeninfrastruktur. Brücken können sehr schnell zu einem Engpass werden, wenn ungeplant Verkehrseinschränkungen bis hin zu Sperrungen vorgenommen werden müssen. In der Vergangenheit wurde dieser möglichen Situation nicht immer ausreichend Rechnung getragen und somit ist es an der Zeit, einer systematischen Brückenerhaltung mehr Bedeutung beizumessen. Die Gründe für den aktuellen Zustand der Brücken sind so vielfältig wie die Brücken selbst. Da spielen Planungs‐ und Ausführungsfehler eine Rolle sowie die Tatsache, dass die Verkehre deutlich stärker zugenommen haben als in allen Prognosen der Vergangenheit vorausgesagt. Da es sich bei Brücken fast immer um Unikate handelt, die sich sehr unterschiedlich verhalten, ist das Spektrum der notwendigen Erfassungs‐ und Bewertungsmöglichkeiten und der daraus resultierenden Erhaltungsmaßnahmen sehr vielfältig. So besteht die Herausforderung in der Zukunft darin, dieser Vielfältigkeit angemessen Rechnung zu tragen, um die Brücken möglichst nachhaltig zu erhalten. Die unterschiedlichen Werkzeuge dafür existieren, werden erarbeitet bzw. fortgeschrieben. Jetzt gilt es, diese Möglichkeiten systematisch einzusehen, damit es mit möglichst geringem Aufwand gelingt, für den gesamten Brückenbestand die geeigneten Erhaltungsmaßnahmen zu planen und umzusetzen und dabei die Nutzung – im Vorfeld und während der Erhaltungsmaßnahmen – möglichst wenig zu beeinträchtigen. Systematic maintenance of Bridges – a multidisciplinary challenge The business location Germany requires an efficient and reliable road infrastructure. Bridges can become a bottleneck when unplanned traffic restrictions to the point of closures can occur. In the past this possible situation wasn't considered sufficiently and thus it is to attach more importance to systematic bridge maintenance. The reasons for the current state of the bridges are as varied as the bridges themselves. Planning and execution errors play a role, but also the fact that traffic has increased significantly more than any forecast of the past have predicted is very important. Bridges are normally unique and therefore they behave very differently. So the spectrum of the necessary collection and assessment options and the resulting maintenance measures are very diverse. Thus, the challenge in the future is to address this diversity appropriately in order to obtain the bridges as sustainable as possible. The different tools exist for it, shall be developed and updated. Now it's time to use these facilities systematically, to find the most suitable maintenance measures for the entire bridge inventory with the least possible effort and the least possible interferences of the traffic before and during the maintenance actions. [ABSTRACT FROM AUTHOR]

Im August 2013 wurde die Baakenhafenbrücke eröffnet und der Öffentlichkeit übergeben. Die Brücke wurde am größten Hafenbecken der neuen Hamburger HafenCity realisiert und ist die infrastrukturelle Voraussetzung für die dichte Mischung aus Wohn- und Freizeitnutzung, grünen Freiräumen und Arbeitsplätzen am Hafenbecken. Zugleich genügt sie den vielfältigen Nutzungsanforderungen einer modernen, nachhaltigen Stadtentwicklung, schafft Aufenthaltsräume und bindet sich harmonisch ins Umfeld ein, ohne Barrieren zu bilden. Die Brücke kann sowohl zu Fuß als auch mit dem Fahrrad oder Auto überquert werden. Für Fußgänger ist eine besonders attraktive Lösung entwickelt worden: Zwei getrennt von der Fahrbahn geführte, geschwungene Gehwege, die der Brücke ihre charakteristische Form verleihen, bieten in ihren Wölbungen einladende Aussichtspunkte und Sitzgelegenheiten und laden zum Verweilen ein. In Bezug auf Entwicklung und Nachhaltigkeit geht von dem Brückenbauprojekt eine starke Signalwirkung aus, die weit über die Grenzen der HafenCity hinaus Einfluss nehmen wird. The Baakenhafen bridge - Innovative, multifunctional and sustainable Opened in August 2013 the new Baakenhafen bridge is an important piece of urban infrastructure, unlocking a key site on the HafenCity development in Hamburg. In the short term, the bridge will serve as a means of access to the Baakenhafen peninsula for the site wide construction effort. Following this wave of development, the bridge will serve its primary purpose of connecting the inhabitants and users of this new district with the city to the North. For this reason, the bridge has been designed to accommodate several modes of travel: vehicular, bicycle and pedestrian. The bridge provides generous footpaths along both edges, isolated from vehicular traffic, creating a quiet, protected environment. The rise and fall of these footpaths provide unique views in all directions. While the footpath dips towards the water it also swells in width creating a generous terraced seating area. Pedestrians are invited to sit and use the bridge as a destination as well as a connection. The impact of the bridge will be felt far beyond the extent of its immediate site as it acts as a catalyst for development and regeneration on a neighbourhood scale. [ABSTRACT FROM AUTHOR]

Im Zuge des Ersatzneubaus der Sinntalbrücke auf der Bundesautobahn A7 bei Bad Brückenau wurde am 22. Juni 2013 die alte Sinntalbrücke mit einer Länge von 770 m durch Sprengen abgerissen. Aufgrund der fehlenden Erfahrungen in Deutschland mit dem Sprengabbruch von Brückenbauwerken dieser Größenordnung wurde dem Auftraggeber ein entsprechendes Abbruchkonzept inklusive statischer Berechnungen vorgelegt, welches auch die Wirkung von Erschütterungen auf benachbarte bauliche Anlagen beurteilte. Da beide Brückenbauwerke nur wenige Meter voneinander entfernt standen, waren eine fachliche Überprüfung dieser Planungsunterlagen, eine umfassende Beweissicherung ausgewählter baulicher und technischer Anlagen sowie vergleichende Erschütterungsprognosen und -messungen nach DIN 4150 notwendig. Diese Aufgabe übernahm die Bluhm Partner AG im März 2013. Der vorliegende Beitrag gibt einen Überblick zum Abbruchkonzept, zur Beweissicherung sowie zu den Erschütterungsprognosen und -messungen. The king is dead. Long live the king. The demolition of the old Sinntal Bridge near Bad Brückenau (Germany) As part of the new construction replacement of the Sinntal bridge on the A7 motorway at Bad Brückenau on 22 June 2013 the old Sinntal bridge with a length of 770 m was demolished by blasting. Due to the lack of experience in Germany with the blasting demolition of bridges of this size an appropriate demolition concept including static calculations was presented to the client, which also evaluated the effect of vibrations on adjacent buildings and structures. Since both bridges were only a few meters apart, a technical review of the planning documents, a comprehensive preservation of evidence of selected structural and technical facilities as well as comparative vibration predictions and measurements according to DIN 4150 were necessary. This task was given to the Bluhm Partner AG in March 2013. This article gives an overview of the demolition concept, the preservation of evidence and the vibration predictions and measurements. [ABSTRACT FROM AUTHOR]