Footbridge Awards 2008 - Final 13/6/08 15:17 Page 1

Footbridge Awards 2008 - Final 13/6/08 15:17 Page 2

Tri-Countries Bridge across Rhine River, Germany

Winner Footbridge Award 2008 Category Technology-Long Span
Highly Commended Aesthetics-Long Span

50 years of experience in all

aspects of structural engineering

creative and innovative designs

competitive contractor s opinions

state-of-the-art detailed designs

checking of designs by others

supervision on site

www.lap-consult.com
Footbridge Awards 2008 - Final 13/6/08 15:18 Page 3

Introduction
B ridge engineers are constantly pushing the boundaries of structural engineering and striving
to achieve the ultimate in aesthetics; nowhere is this more true than in footbridge design.
The winners of the Footbridge Awards 2008 come from around the globe, proving that good
design is inherent in the industry worldwide.
The number and quality of entries to this year’s awards made judging very difficult. Our expert
panel gave careful consideration to the aesthetic and technical achievements of all the projects
submitted, before identifying the winning schemes and awarding highly-commended status to
those that came very close. In the technical medium span category it proved impossible to
choose between two outstanding projects, and we compromised by recognising them as joint
winners.
I would like to take this opportunity to congratulate our winning teams, finalists and all
entrants for their efforts in maintaining the industry’s highest standards, and to thank our panel
of expert judges for taking the time to review and comment on a substantial quantity of
information.
Helena Russell
Judges
Dr Wasoodev Hoorpah is a consulting engineer specialising in
steel structures and bridge design, and chaired the working
group on dynamics of footbridges at AFGC in France. He is
editor of a footbridge magazine.
Dr Alessandra Zambrano is a consulting engineer and
professor at the Second University of Naples where she teaches
theory and design of bridges.
João Fonseca is partner at consulting engineer Encil -
Projectos e Estudos de Engenharia Civil, and associate
professor at the University of Beira Interior in Portugal where he
specialises in structural engineering.

CONTENTS
4 WINNER Simone de Beauvoir Bridge 12 WINNER Tri-Countries Bridge
Parisian bridge with literary leanings wins Linking communities, it is a winner in the
an aesthetics award technical long span category

6 Aesthetics: highly commended 13 Technical: highly commended

Tri-countries Bridge and Newport
Footbridge are also recognised in the
long span category
7 WINNER Svratka River Bridge
A new structural form in Brno takes the
prize in the medium span category
8 The Wing
Almere’s footbridge flies effortlessly
into the highly-commended spot
9 Living Bridge
A new link for Limerick University in
Ireland is highly commended
10 WINNER Borgo Tossignano Footbridge
A new addition to an old bridge hits the
spot in the short span aesthetics category
11 Aesthetics: Highly commended
Kew Gardens, UK and Drachten, The
Netherlands are highly commended
Nessebridge, Germany and Passerelle
2006, Italy win recognition
14 JOINT WINNER Studenci Footbridge
Link in Slovenia shows innovation in the
technical medium span category
15 JOINT WINNER Svratka River Bridge
A second prize for this Czech winner
16 Technical: highly commended
Recognition for Macintosh Island
Footbridge and Oosterdoks Swingbridge
17 WINNER Plettenberg Bay Bridge
South African winner in the technical
short span category
18 Technical: highly commended
Baden-Baden and Papakura are
recognised

North America: David Fidler Bridge design & engineering is published quarterly and is
Tel: +1 905 829 9340 available on subscription at the rate of UK£105/
Fax: +1 905 829 9431 ¤168/US$216 per year, which includes four issues of Bd&e
Email: djfidler@rogers.com and eight issues of Bridge update newsletter
Published by: Every effort is made to ensure that the content of this
Bridge design & engineering Germany, Austria, Switzerland & Scandinavia: Jörg Heller publication is accurate but the publisher accepts no
32 Vauxhall Bridge Road, London SW1V 2SS, UK Tel: +44 20 7973 4698 responsibility for effects arising there from. We do not
Tel: +44 20 7973 6400 Fax: +44 20 7233 5053 accept responsibility for loss or damage to unsolicited
ISDN: +44 20 7931 0833 Email: j.heller@hgluk.com contributions. Opinions expressed by the contributors and
Website: www.bridgeweb.com Italy & Eastern Europe: Fulvio Bonfiglietti advertisers are not necessarily those of the publisher. This
Editor: Helena Russell Tel/fax: +39 0171 95 59 69 publication is protected by copyright and no part may be
Email: bonfiglietti@tiscali.it reproduced in whole or in part without the written
Tel: +44 20 7973 4697 permission of the publisher.
Fax: +44 20 7973 4797 Sales director Emma Sabin
Email: h.russell@hgluk.com Production director Linda Alderson Printed by Unwin Brothers Ltd ISSN 1359-7493
Advertisement sales manager: Lisa Bentley Circulation manager Maggie Spillane Published by Hemming Information Services (a division of
Tel: +44 20 7973 4698 Designer Inderpal S. Patti Hemming Group Limited) ©Hemming Group Ltd 2008
Fax: +44 20 7233 5053 Production Corrine Savage Cover picture: Tri-Countries Bridge, Weil am Rhein
Email: l.bentley@hgluk.com Managing director Graham Bond
www.bridgeweb.com 3
Footbridge Awards 2008 - Final 13/6/08 15:18 Page 4
WINNER
SIMONE DE BEAUVOIR
FOOTBRIDGE, PARIS, FRANCE
Judges’ comment
“This is bold architecture which fits very well into its green,
urban surroundings”
“The architect’s solution provides an appropriate landmark for
this high-profile site”
T he Simone de Beauvoir footbridge seems to float in the
air, carried along by its own momentum, relying on its
own audacity. Grace is conferred by its physical lightness,
and elegance by its apparent technical simplicity. It is an
event in itself: those using it are less motivated by a need to
cross the river than by the pleasure of being there to
contemplate the river, the passing of time, and the
landscape that it reveals and rearranges.
The bridge is formed by wave shapes which are intended
to give it a syncopated rhythm, and carries pedestrians not
only over the river, but also over the riverside roadways on
each side. On the right bank is a chaotic expanse and, on
the left bank, is a more formal avenue which runs below the
steps leading up to France’s National Library.
It rests on the river banks, relaxed and open on one side,
restricted on the other, before its symmetrical launch, when
the structure is freed from its asymmetrical departure
points. Over its 194m length, an arch and a beam cross in
the air above the water, each linking the two levels of the
banks; at the top, the National Library esplanade and garden
terrace with, lower down, the two quaysides. Ramps and
stairs lead to the river banks.
Approaching it, pedestrians discover the amplitude of the
bridge’s bows – it initially resembles a rope bridge, a gentle
rollercoaster that invites users to cross the river. They can
feel the structure vibrate, it is flexible rather than rigid and
when pedestrians stop in the middle, it seems to shiver
underfoot.
Architect Dietmar Feichtinger wanted it to be a living
entity; he intended to prompt the viewer to appreciate the
bridge as a work of art, rather than just a feat of
engineering. The footbridge is also a hub, not only because
it links two river banks and two districts that until now had
4 www.bridgeweb.com
been divided, nor because it provides a new choice of
routes, but rather because it creates an equilibrium. But this
equilibrium is not static or frozen, it is dynamic, being in a
Aesthetics long span: WINNER
Commissioning authority: Mairie De Paris
Principal designer: Dietmar Feichtinger Architectes
Structural engineer: RFR Engineers
Principal contractor: Eiffel Construction Métallique
Opened: July 2006
state of constant change that depends on the loads, winds
and temperature. Its elastic and flexible equilibrium is not
the result of an established order governed by constraints
demanding the use of excessive measures to hold it in
position. Rather than being like an oak tree, constrained and
rigid, it is intended to be like a reed, free, fluid and reactive.
While the footbridge uses few materials, they assist one
another, with traction compensating for compression and
torque balancing torsion. The perfect solidarity of the
elements, their shared workload and stresses offer a way of
adapting to the world with its difficulties and adversities. The
footbridge gives physical form to the flows developed for its
design and resembles a suspended wave-like movement.
There is no design affectation nor redundant details. The
metal elements are welded together, nothing is bolted to the
structure, with the exception of the oak floor planking.
All steel parts are made of steel S355 (N or M), of quality
L or K2G3 according to their thickness, with some being
class Z. The entire steel construction is protected against
corrosion and painted metallic grey. All connections in the
main structure are welded, with the exception of the
spherical bearings of the ‘boomerangs’ and the connection
of the main bridge with the approach bridges.
All welding work to the central lens was carried out in the
fabrication yard, while the side elements and the
connections at the points of intersection were made on site.
The decks are clad in striated oak, with non-slip inserts,
and the gaps between the balustrades are made of stainless
steel nets stretched vertically between the extruded
aluminium handrail and a guiding rod at the bottom. The net
is transparent but sufficiently visible to convey a good sense
of safety, and the lighting is integrated into the handrails,
emphasising the silhouette of the bridge.
Footbridge Awards 2008 - Final 17/6/08 10:10 Page 6

NEWPORT CITY FOOTBRIDGE, TRI-COUNTRIES BRIDGE, WEIL AM RHEIN/

NEWPORT, WALES HUNINGUE, GERMANY/FRANCE
Judges’ comment Judges’ comment
“The separation Aesthetics long span: HIGHLY COMMENDED Aesthetics long span: HIGHLY COMMENDED
of the deck Commissioning authority: Welsh Assembly Government
“The bridge offers Commissioning authority: City of Weil Am Rhein
and mast a unifying
Principal designer: Atkins Structural engineer: Leonhardt, Andrä & Partner
alignments is gesture,
pleasing, as is Architect: Grimshaw delivered with Architect: Dietmar Feichtinger Architectes
the delicacy of Principal contractor: Alfred McAlpine Project Services remarkable Principal contractor: Max Bögl
the crane slenderness and
Steel fabricator/erector: Rowecord Engineering Launching subcontractor: Saarens
structure” transparency”

N ewport’s new footbridge links the east bank of the Usk to the city’s commercial centre
on the west. The dramatic crane structure is a symbolic link to the site’s earlier use as
trading wharves, and creates a strong landmark on the city skyline, drawing attention to a
river that is hidden from much of the city centre. These dramatic aesthetics are achieved
by placing the main supports on one bank of the river, and as a result, kept most of the
works away from the east bank’s residential areas. An existing car park on the west bank
was used as a flat construction site. The crane structure avoided any impact on the ecology
of the river, and by minimising temporary works, maximised effort and expenditure on the
permanent bridge. Design of the eastern abutment was modified to provide access along
the riverbank for otters and the lighting plan was adapted to avoid lights shining directly
into the water as this could disrupt fish migration. Four masts anchored on the west bank
support the 135m-long bridge deck. They are stayed by two 120mm diameter cables
which also transfer the deck loads to ground level. The tallest element is the back mast,
67m above ground level. The entire steelwork weighs 850t; it was fabricated by Rowecord,
assembled on site in January 2006, and installed in May of the same year.
T his 248m-long footbridge over the River Rhine connects the residents of three
communities, and three countries. It links the French town of Huningue directly to the
town of Weil am Rhein in Germany, and is very close to the Swiss border.
The footbridge lies along the axis of two main roads; both the Hauptstrasse in Weil am
Rhein and the Rue de France in Huningue, France, are on the same alignment. To
emphasise this visual connection between the two countries, the cross-section of the
footbridge was made asymmetrical in order not to block the view along this axis.
A double hexagonal tubular steel arch is the main support element of the bridge, and on
the south side, another single arch is inclined against it. The details of the design such as
the supports close to the river banks, the widening of the slowly rising ramps, and the
parapets consisting of cable-suspended steel-nets leave the sight of the river undisturbed
and enable the bridge to blend into the landscape. The entire main bridge with a length of
248m was assembled several hundred metres north of the final location, then floated into
place. As the shipping route allows a closure of maximum 24 hours, the process of floating
the bridge and putting it on temporary support jacks had to be finished within this time slot.

6 www.bridgeweb.com
 Footbridge Awards 2008 - Final 13/6/08 15:18 Page 7

WINNER

SVRATKA RIVER BRIDGE, BRNO,

CZECH REPUBLIC
Aesthetics medium span: WINNER
Commissioning authority: CTP Invest Judges’ comment
Architect: Studio Acht
“Nice looking and so discreet in its simplicity”
Structural engineer: Strasky, Husty & Partners
Principal contractor: Skanska DS “Simple and slender, this bridge is not only a cost-effective solution,
Opened: October 2007
it is modest in its intentions”

T he designers of this new footbridge tried to find a

structural form that was inherent to the bridge site and
which best fulfilled the function of bridging the site. It is a
clean, simple structure made of structural elements on a
human scale; a structure that expresses - through its
structural system and material used - the progress in
science and technology.
The deck of the bridge is formed by a stress ribbon that
is supported by a flat arch - since both the stress ribbon
and the arch are fixed in the same abutments, the structure
forms a self-anchored system that stresses the footings by
vertical forces only. Both stress ribbon and arch were
assembled using segments made of high strength
concrete, and were erected without using temporary
support. This is the first structure of its type to be built.
The bridge connects the newly-developed Spielberk
Office Centre with the historic city centre, and is situated in
the vicinity of a new international hotel and a prestigious
office area. Close by is an old multi-span arch bridge with
piers in the river, so it was obvious that the new bridge formed by two legs whose separation is variable and which tendons were pulled through the ducts and tensioned and
should also be formed by an arch structure. The designers merge at the arch springings. The 43.5m-long stress- finally the external tendons were removed. In this way, the
wanted to build a span without any supports in the river ribbon is assembled of 1.5m-long segments, and in the required geometry of the deck was obtained. After casting
bed, but due to poor geotechnical conditions, a traditional middle portion of the bridge it is supported by low spandrel the joints between the deck segments, the cables were
arch structure with a large horizontal force would have walls. The stress ribbon is carried and prestressed by four tensioned up to the design stress and, as a result, the deck
been too expensive. The self-anchored stress ribbon and internal tendons of 12, 15mm-diameter monostrands was prestressed.
arch structure was a logical solution to this problem, and grouted in PE ducts. The segments have a variable depth The structural solution was developed on the basis of
the smooth curves that are characteristic for stress ribbon with a curved soffit. Both the stress-ribbon and the arch are very detailed static and dynamic analyses. The static
structures allowed a soft connection between the bridge made from high-strength concrete which has a function and quality of the workmanship were checked by
deck and the banks. characteristic strength of 80MPa. loading tests, during which trucks were brought onto the
Since the riverbanks are formed by old stone walls, the The arch was assembled from two arch segments bridge – in one test they were loaded on the full length of
end abutments are situated beyond these walls. The temporarily suspended on erection cables anchored at the the deck, and in the other, on half the length of the deck.
abutments are supported by pairs of drilled shafts; the rear end abutments. Before the mid-span joint was cast, the The bridge is very stiff hence there is no risk of users
shafts are stressed by tension forces, the front shafts are length of the erection cables was adjusted, and in this way feeling uncomfortable vibrations when they are crossing or
stressed by compression forces. These pairs of forces the effects of deformations of the shafts were eliminated. standing on the bridge.
balance the tension and compression forces originating in Once this had been carried out, the erection cables were The construction of the bridge started in February and
the stress ribbon and arch. replaced by external cables that tie the abutments together. was completed in September 2007; it cost just €530,000
The arch span has a length of 42.9m and a rise of The segments were then placed on the arch spandrel walls to build, and was well-received by the public when it
2.65m, giving a rise to span ratio of 1/16.19. The arch is and on the external cables. Subsequently, the internal opened.

www.bridgeweb.com 7
Footbridge Awards 2008 - Final 17/6/08 10:12 Page 8

THE WING, ALMERE,

THE NETHERLANDS
Aesthetics medium span: HIGHLY COMMENDED
Judges’ comment Commissioning authority: Municipality Almere
Architect: Verburg Hoogendijk Architects
“Its elegant profile blends perfectly blends with the flat countryside”
Structural engineer: ABT Delft
“This low-lying, slender form seems to create a continuous Principal contractor: BRS Staalwerken
connection between the two sides of the water” Opened: September 2005

T he municipality of Almere wanted an elegant, light

bridge to cross a lake measuring 60m by 300m in the
new residential area of Oostvaardersbuurt in Almere. The
bridge lies on an important alignment which carries a
pedestrian and cycle route between the centre of the city
and the suburbs. As it crosses the water, the alignment
curves, and consequently the bridge follows this same
curve. Verburg Hoogendijk Architects designed a structure
with two basic components; the actual support structure is
in the shape of a curved wing that glides over the water and
is supported by two columns. The second component
consists of two small substructures that connect the main
bridge to the two concrete embankments.
The main structure is intended to mimic the wing of an
aeroplane, with ribs on the inside working together as one
structure with the skin of the wing on the outside. The
bridge designed by VHA performs in exactly the same
way. The steel ribs on the inside are connected with the
outer steel skin and together they form a strong structure
to support the bridge deck.
The concrete structures on land are set back so the
waters edge is kept free of obstacles, allowing flora and
fauna to migrate easily along the water’s edge. The
length of the bridge is about 100m, with an actual span
of 45m and width of 4m. The various components of the
bridge all come together through the fact that they are
carefully detailed and a great deal of effort went into
resolving the point at which the bridge deck meets the
green bank. The combination of the steel wing-structure,
the stainless steel railing, the steel deck and the five light
masts give the bridge its elegant and outstanding
appearance, emphasising the bond between technique
and tradition.

Pedestrian Bridge across

the Svratka River in Brno

Bridge across the Odra

River, Motorway D47

Creativity – Knowledge – Experience – Hard work

From small pedestrian bridges to large scale projects

Strasky, Husty and Partners, Ltd.

Consulting Engineers
Bohunicka 50, 619 00 Brno, Czech Republic
www.shp.eu

8 www.bridgeweb.com
Footbridge Awards 2008 - Final 17/6/08 10:13 Page 9

Aesthetics medium span: HIGHLY COMMENDED
Commissioning authority:
Architect:
Structural engineer:
Principal contractor:
Opened:
UNIVERSITY OF
LIMERICK ‘LIVING
BRIDGE’,
LIMERICK, IRELAND
University of Limerick
Judges’ comment
Wilkinson Eyre Architects “A stunning structure which, despite its size, fits well in the
Arup surroundings”
Eiffel UK “The repetitive inclination of the parapet and main
November 2007 struts is pleasing”

L inking the established and developing campuses of the

University of Limerick, the ‘Living Bridge’ creates a new
journey through the hidden natural environment of the River
Shannon. The bridge provides a new connection between the
campus on the south side of the River Shannon and the
university’s developing annexe on the north.
At this point the Shannon is wide and shallow, fragmented
by woodland growth and with extensive flood plains. With a
major new performing arts centre at the northern end of the
bridge, there is a large footfall over the crossing, and as a
‘living bridge’ the intention is that it should become inhabited
as a place for informal meetings, exhibits and performances.
The bridge sweeps across the Shannon on a wide curve in
six spans between strategically located supports on the
riverbanks, wooded islands and pool edges. The impression is
both of a single crossing and also of a series of bridges
jumping from pier to pier like stepping stones. This alternating
rhythm of bridge and island is reinforced in the construction,
with lightweight bridge structures connecting the solid landing
piers. At each end the deck is seen disappearing into the
landscape without sight of the destination, and the journey
temporarily encloses pedestrians in the natural environment
of the river corridor, celebrating it as a hidden delight. The
deck widens at each landing pier to create a gathering space
or refuge furnished with benches and shelters.
The lines of the bridge are visually reinforced by night
when the slender deck edge is illuminated by lights.
Additional lighting units in the parapet posts impart a
rhythmic tempo to the crossing and provide a safely lit
environment for the bridge user. The 350m-long bridge is
formed of six 44m spans between steel ‘tetrapod’ supports.
The bridge sections are supported from below deck level by
a pair of cable trusses.

O
Q

K
F
U
D
K
Y

Z
Z
Z

Y H U E X U J K R R J H Q G L M N D U F K L W H F W V

www.bridgeweb.com 9
Footbridge Awards 2008 - Final 13/6/08 15:19 Page 10

BORGO
TOSSIGNANO
FOOTBRIDGE
BOLOGNA,
ITALY
WINNER
Judges’ comment Aesthetics short span: WINNER
Commissioning authority: Provincia di Bologna
“A very nice combination of old and new” Principal designer: Progeest

“The solution respects the original structure thoroughly, and gives Principal contractor: A Guidi

a pleasing aesthetic result” Opened: June 2006

T he process of adapting bridges with historic and

architectural significance for modern requirements is an
issue of major importance. Such adaptations demand that
architects and engineers have a thorough understanding of
the complex issues that have to be resolved to achieve a
solution that is both valid in form and responds to the
environmental and functional needs of the location. This
type of intervention is only possible if the chosen solution
respects the existing structure and also capitalises on its
architectural, environmental and visual features. Generally
speaking, in order to preserve the historic and architectural
features of a bridge, the best approach is to select forms
and materials that are distinct from the older architectural
structure. This conserves the role of the historical structure
as fully as possible, and creates a result in which the old
and the new integrate on a functional level.
The cyclist and pedestrian bridge in the town of Borgo
Tossignano is a good example of the functional adaptation
of an older bridge which dates back to 1945 and carries a
local road that runs from north to south west, linking the
three provinces of Ferrara, Bologna and Florence.
The old bridge across the river Santerno is part of an
extensive geographical context characterised by a
multitude of small towns and villages scattered over the
adjacent land and its bordering foothills. Today the bridge is
a nodal point not only for inter-provincial and regional
communications but for movement within the municipality interesting from an architectural, environmental and visual Vertical loads are distributed by the wooden platform and
itself. Under the high volume of vehicular traffic and the point of view. The work modifies the original width to make transmitted to the ground via a coordinated sequence of
continuous transit of pedestrians and cyclists seen today, it compatible with the needs of present-day vehicular, steel, T-section cross-beams at intervals of 700mm. On one
the old bridge is inadequate not only from the static and cyclist and pedestrian traffic, but enhances the historical side, these are secured to the face of the existing bridge and
functional points of view but in terms of road safety too, structure within its natural context through sensitive static on the other side they rest on tubular profiles which are
since its physical limitations make it impossible to adaptation and delicate interventions that adapt the old 300mm in diameter and 7.1mm thick, themselves
guarantee the safety of all users. The solution to this bridge to meet modern needs without spoiling its original supported by steel arches. The arches transmit the vertical
problem was the construction of a new bridge alongside the appearance, an image that very much forms part of the loads via tubular profiles of 508mm diameter and 12.5mm
existing structure, to separate pedestrians and cyclists from collective memory of the local population. thick down to the tops of the existing piles, making use of
vehicular traffic. The work was completed by erecting a steel structure their angle to the vertical. The upper cross-beams that
Bearing in mind the major historic and architectural consisting of a series of arches, reflecting the design of the support the platform fulfil the connection function necessary
significance of the original bridge, the decision was made original bridge. This is secured to the old bridge wall and to avoid tipping. Stability in the longitudinal plane is provided
to adopt a design solution that would conserve the old supports a wooden platform that carries cyclists and by a longitudinal member which runs along the centre line
bridge and emphasise those features that make it so pedestrians alongside the existing roadway. of the platform and consists of two coupled HEB profiles.
10 www.bridgeweb.com
Footbridge Awards 2008 - Final 13/6/08 15:20 Page 11

SACKLER
CROSSING,
LONDON, UK

Aesthetics short span: HIGHLY COMMENDED

Commissioning authority:
Principal designer:
Royal Botanic Gardens, Kew
John Pawson
Judges’ comment
Structural engineer: Buro Happold “The balustrade and the curve of the structure are very
Principal contractor: Balfour Beatty pleasing to the user”
Opened: May 2006

T he Sackler Crossing plots a serpentine path over the

water, its constantly curving route yielding its secrets
gradually. The deck is set the minimum possible distance
from the lake’s surface, allowing visitors to feel they are
taking a walk across the water, and this sense is enhanced
by views of the lake between the deck treads and by the
near invisibility of the supporting structure.
Rhythmic bands of dark granite form the deck, while
bronze uprights emerge from the gaps between them to act
as simple balusters, the top of each slender piece
contoured to fit comfortably in the hand. Viewed end on, the
balusters appear solid, but from the side this solidity
fragments, allowing views through and affording the
structure a pleasing material ambiguity.
The structure supporting the 70m-long crossing was
designed to be sleek and unobtrusive by using a slender
steel support framework. Driven tubular piles in the lake
bed extend above water level to act as discreet central
supports to the framework at 8m intervals.
The steel framework forming the deck consists of a
grillage of longitudinal hollow sections and slender
transverse ribs - these ribs are not visible from above,
having been designed to fit between gaps in the granite
planks. The deck units were curved in plan to enhance
interest and each section was hot-dip galvanised and
painted for long term durability.
The 564 granite sleepers forming the walkway rest on
pads above the steelwork and are spaced apart to permit
the deck to drain and users of the crossing to appreciate
the water below. A series of full-scale mock-ups was
commissioned to test and refine the proposed design, and
this process was invaluable in communicating the client’s
requirements to contractors tendering for the project.
The low maintenance requirements of the materials
chosen meant that the whole life costs of the structure
could be minimised.

THE DRACHTEN
WHEEL,
DRACHTEN, THE
NETHERLANDS
Aesthetics short span: HIGHLY COMMENDED
Commissioning authority:
Principal designer:
Gemeente Smallingerland
Arup
Judges’ comment
Structural engineer (concrete) : Grontmij “A creative use of the spoked wheel concept, and at a
Principal contractor: Van Spijkerbouw reasonable cost”
Opened: July 2006

T he Drachten Wheel concept was developed in response

to the need to create a landmark, as well as providing a
link to a new business park on the other side of the
motorway from the town centre. The bridge carries
pedestrians and cyclists over the A7 motorway and a 15m-
wide drainage canal. The designers reached the final form
quite quickly, but the reasoning was not obvious. Because
of plans for future road widening, the pier was placed in
between the two road carriageways.
Often the deck of a cable-stayed bridge appears to be
cramped by the legs of its tower – so why not open out the
legs to make clear space all around the deck? In this way
the cable planes become interesting, and the tower
becomes a tall ellipse which is tilted, because of the plan
curvature of the deck. Drivers approaching on the
motorway see it as a traditional upright tower – only as the
viewer gets closer does the three-dimensional aspect
become clear.
In the Netherlands the design impact force on the bridge
deck from an overheight vehicle is 2MN, which is very high.
The circular tubes that make up the edge members of the
deck offered a solution to this – they could be filled with
www.bridgeweb.com
concrete where they pass over the highway. Robust details
were also required at the supports, and the solution was
what became known as the crescent beam. By offsetting
the bearings some way below the deck, they were able to
absorb thermal strains with small rotations, and rugged pin
bearings could be used in place of sliding ones. The
crescent detail is also a particularly pleasing example of the
separation of parts – introducing some space and a gently-
curved member where the deck meets the columns.
The bridge, its approaches and associated landscaping
were built for €2.4 million.
11
Footbridge Awards 2008 - Final 13/6/08 15:20 Page 12

TRI-COUNTRIES
BRIDGE, WEIL
AM RHEIN/
HUNINGUE,
GERMANY/
FRANCE
WINNER
Judges’ comment Technical long span: WINNER
Commissioning authority: City of Weil Am Rhein
“Impressive technical achievements, particularly in the dynamics”
Structural engineer: Leonhardt, Andrä & Partner
“Remarkable slenderness and transparency” Architect: Dietmar Feichtinger Architectes
Principal contractor: Max Bögl
“This represents global and local steel design extended beyond
the usual values” Launching subcontractor: Saarens

T his new footbridge connects Germany and France

across the Rhine River with a record-breaking main
span of almost 230m, and a total length of 248m from one
side to the other. The bridge is extraordinary due to its size,
its low cost and the particular attention that was paid to the
issue of dynamics in the structure.
In July 2001 the city of Weil am Rhein and the
Communauté des trois communes announced a competition
to construct a pedestrian and cyclist bridge across the River
Rhine, to improve the infrastructure of the region and cross-
community relations. It was opened in March 2007 and is in
the south west corner of Germany, close to the Swiss border,
hence the name of the bridge.
The basic criteria for the design of the bridge was a
navigation clearance envelope of 7.8m high by 155m wide.
To reduce the risk of ship collision even further, piers in the
Rhine River were avoided. The steel arch bridge has a total
length of 248m and a main span of 229.4m, the longest in
the world for pedestrian bridges. There are ramps and stairs
on both sides of the main bridge, and a lift in Huningue offers
additional access for wheelchairs and so on. enable the bridge to blend into the landscape somewhat, predicted, the robust design will contribute to keeping the
The alignment of the structure is designed to tie-in with, despite its size. life-cycle costs low.
but not obstruct the views along, the main roads on each side The complex details are carefully designed with regard to The main bridge was assembled to its entire length of
of the river. The Hauptstrasse in Weil am Rhein, Germany, and durability and aesthetics. The joints of the arches are built 248m at a construction site a few hundred metres to the
the Rue de France in Huningue, France, are situated on the using cast steel nodes, in order to avoid the use of gusset north of the final location, then shifted onto pontoons and
same axis. To emphasise this highly symbolic and visual plates. This support arrangement is fixed for longitudinal floated into position. The team was only allowed to close
connection between the two countries, the footbridge is displacement, but restrains horizontal rotations. the shipping route for a maximum of 24 hours, hence the
aligned with the axis but its cross-section is made asymmetric The quality of design and construction of the complex process of floating the bridge and putting it on temporary
in order not to obstruct the view along the avenue. details is demonstrated, for example, in the base of the arch support jacks had to be finished within this time slot.
The structural design of the bridge is a response to this on the west side of the river, for which the latest research Before the opening of the bridge, vibration tests were
particular situation, which in turn creates a technical and development results for cast steel nodes were used. performed to check its dynamic behaviour, with the
challenge. The main structural elements of the bridge are a The inclined locked-coil rope hangers connecting the cooperation of about 1,000 people from both communities.
vertical, double hexagonal tubular steel arch on the north orthotropic deck with the arch, use open sockets which They walked in step across the bridge, under the
side, and an inclined, circular hollow section arch on the make it possible to adjust the cable lengths. direction of the engineers, to check the lateral vibrations of
south side. The visual scope of the structure is widened by In order to make efficient use of materials and to save the structure.
this cross-sectional arrangement. energy, the amount of structural steel was minimised to The testing revealed that the critical lateral vibrations are
Other details of the design, such as having the supports 1,020t, or about 120kg/m2. The cost of the whole project only activated when more than 500 people cross the bridge
close to the river banks, incorporating a widening of the was just €9 million, or about €1,050/m2, thus providing at a walking speed of at least 5.8km/h. The probability of
slowly-rising ramps, and using cable-suspended steel mesh good value for money. To the client’s satisfaction, the this scenario is very low, consequently the city councils
for the railings, leave the sight of the river undisturbed and budget was not exceeded and if the bridge behaves as decided not to install dampers.

12 www.bridgeweb.com
Footbridge Awards 2008 - Final 17/6/08 10:13 Page 13

PASSERELLE 2006
NESSEBRIDGE, LEER, GERMANY
TURIN OLYMPIC VILLAGE, ITALY
Judges’ comment Judges’ comment

Technical long span: HIGHLY COMMENDED “The V and N- Technical long span: HIGHLY COMMENDED
“The geometrical
Commissioning authority: Stadt Leer shaped columns Commissioning authority: Agenzia Torino
solution to the
Principal designer: Schlaich Bergermann & Partner are interesting on Principal designer: Hugh Dutton Associes
site constraints
Principal contractor: Arge Prien-Neumann, Bremen this sculptural Principal contractor: ATI Sermeca Falcone
can be
Opened: April 2006
symbol of the Opened: February 2006
appreciated.”
Olympic games”

T he cable-stayed bridge spans 82m, and connects the historic old town of the city of
Leer in Germany with new office and residential areas beyond the port basin. It is
cranked in plan, a decision governed by the approaches. The two bridge parts follow the
directions of the roads leading to it, resulting in an alignment with a change in direction at
the movable central part of the span. This not only allows for interesting views when
crossing the bridge, it also fits the concept of the cable-stayed bridge which works as two
fully-loadable individual cantilevers (trusses) when the bridge is open and which converts
to a continuous girder of additional transverse stiffness when the bridge is closed.
Inclining the masts towards the water minimises their height and moves the mast heads
away from the adjacent buildings, avoiding visual conflicts. Usually, single masts lead to
transversely-inclined cables which reduce headroom for the user. Here, the introduction of
spreader beams which bend the cables eliminates this clearance problem and creates an
interesting space above the deck. From the centre of the bridge, where the movable steel-
only deck is 3m wide, the deck width increases to 4m along the fixed part of the span,
which is a composite section with a 20cm-thick concrete slab and total height of 600mm,
and up to 5m at the massive concrete abutments that support the inclined mast.
T his dramatic footbridge was built as part of the new infrastructure required when the
city of Turin played host to the Winter Olympics in 2006. The bridge, designed by Hugh
Dutton Associes, was intended to provide a symbolic focal point for the entire Olympic
village as well as a sculptural symbol of the Games which would remain after the event.
The inspiration for the parabolic arch was found in the concrete arches of the existing
Mercati halls next to the site. The arch has a slight lateral inclination to optimise the plan
angle of the suspension cables with respect to the steel deck as its curved path swings
across the span. The lightweight suspension design and long span leads to dynamic
sensitivity, and in response, the deck edge profile was refined using a wind tunnel to
optimise the shape and ensure stability. Pedestrian comfort simulation was carried out
during the initial design phases exploiting the curved deck geometry to efficiently damp
horizontal sway with viscous jacks at the ends. V and N-shaped column configurations
provide optimal structural support while maintaining a light, floating visual effect for the
deck. The steel triangular section of the arch made it possible to achieve the parabolic
curve in cold formed conical segments and achieve a crisp and pure profile that responds
well to diurnal and nocturnal light.

www.bridgeweb.com 13
Footbridge Awards 2008 - Final 13/6/08 15:21 Page 14

WINNER

STUDENCI FOOTBRIDGE
MARIBOR, SLOVENIA
Technical medium span: JOINT WINNER

Judges’ comment Commissioning authority: City of Maribor

Architect: Reichenberg Arhitektura
“A pleasing technical solution to a difficult set of criteria” Principal designer: Ponting

“Interesting new technical ideas” Principal contractor: Group Pomgrad, Konstruktor

Opened: December 2007

T he project to build a new footbridge over the River Drava

in Maribor essentially involves the reconstruction of an
old bridge, strengthening the existing supports and building
a new superstructure.
Despite its relatively simple and clear structural system,
the new bridge is distinctive because of the interaction
between its walking surface and structure elevation.
However the transparency of the truss structure and its
symmetry mean that while being distinctive, the bridge also
blends in with the environment and river landscape. Added
to this, the configuration and the original design made it
possible to use an interesting and economic method of
construction for the new crossing.
The bridge was built in 1885 using three simply-
supported truss girders on wooden supports in the
riverbed. After a flood in 1903, intermediate masonry
supports were added to the bridge, but in World War II it
was destroyed and reconstructed. Again in 1946 it was
swept away by floods, and two years later rebuilt. A hydro-
electric power plant built in 1968 made it necessary to
raise the river’s water level by some 5m. structure rising through the deck. The variation of the erected, and is protected by hot dip galvanising.
To minimise the construction costs the supports of the alignment was solved by dividing the structure into two It is composed of transverse cantilever girders and
old footbridge have been used, which dictated three spans systems. The main steel structure, the spine, is a centrally- longitudinal. The transverse cantilevers also act as a
each 42m long, yet at the same time it was necessary to positioned triangular truss of constant structural height and parapet, and are the same size along the whole of the
increase the navigation clearance under the bridge from width. It is a space truss with three longitudinal pipes in a bridge. The deck is made of transversely placed profiled
3m to 3.6m. The solution that was chosen has a triangular triangular cross-section of constant form. The axial Bangkirai wooden boards, and another special aspect of
steel truss as the primary longitudinal spine structure, distance between the upper and lower pipes is 1.75m, the design is the discreet lighting, which is concealed in the
along which a secondary transversal structure of ribs is which gives a total structural height of 2.05m, while the handraill, using LED diodes with just 350W power.
raised. It was not possible to increase the height of the axial distance between the lower flanges is 1.5m. The Construction of the new bridge was very cost-effective,
structure at the banks, so the walking surface rises gently longitudinal pipes have a diameter of 299mm, wall using the existing structure as a support. The triangular
towards the centre span of the bridge, and is thus divided thickness of 8–20mm, and the diagonal and cross pipes truss was welded into segments and progressively
longitudinally into two parts on the end spans. As the deck have a diameter of 114mm. The upright connections launched over the existing structure. Dividing the bridge in
rises, the spine structure disappears and the walkways join. between layers are not vertical but radial, so that the two helped reduce the transverse size of the structure so
The footbridge is straight in plan, and its vertical element lengths and mutual angles are constant along the much that this method of erection was possible. After
alignment follows a convex curve on a radius of 1,045m, whole bridge, making construction cheaper and simpler. erection the new structure was supported through the
which creates a maximum gradient of 5%. In the middle of The secondary structure, which consist of ribs, is raised remainder of the old bridge. Truss elements were erected
the footbridge the deck width is 3.2m, at the ends it is split along the main structure and supports the walking surface. above the intermediate supports and the bearings grouted,
into two sections of 2.4m each, divided by the spine It is bolted into place once the main structure has been after which the old footbridge was dismantled.

14 www.bridgeweb.com
Footbridge Awards 2008 - Final 13/6/08 15:21 Page 15

WINNER

SVRATKA RIVER BRIDGE, BRNO,

CZECH REPUBLIC
Technical medium span: JOINT WINNER
Commissioning authority: CTP Invest Judges’ comment
Architect: Studio Acht
“The use of an original solution along with efficient construction
Structural engineer: Strasky, Husty & Partners
methods kept the bridge within a reasonable cost.”
Principal contractor: Skanska DS
Opened: October 2007
“Good technical innovation”

B y the development of a new structural form and careful

consideration of how it would be built, the team
managed to design and build this elegant footbridge at a
very modest cost. The intention was to find a simple
structure that suited the location, fitted with the
neighbouring bridge, and could be built easily.
The bridge was required to provide a link from the existing
city centre to a newly-developed area of office buildings
across the Svratka River. The new bridge also had to fit with
the adjacent structure, an arch bridge with multiple spans,
which had piers in the river.
The presence of this structure influenced the choice of the
arch shape for the bridge, but the area suffers from poor Construction of the bridge began with the installation of only half loaded with lorries. It is a very stiff structure which
ground conditions, hence it would have been too expensive the arch, which was precast in two halves and then lifted does not suffer any dynamic motion when in use.
to build a traditional arch bridge. To address this, the into position and tied back with temporary cables to the The abutments of the bridge are located outside the old
designers went one step further in developing a new abutments. These cables were used to adjust the stone walls that form the banks of the river, and are
structural form for the bridge, which would make a bold alignment, and eliminate the effect of deformations of the supported by pairs of bored piles.
statement by crossing the river in a single, 43m-long span. shafts, before the joint was cast at mid-span. The The rear piles are in tension while the front piles are in
The footbridge has a stress ribbon deck, supported by a temporary cables were replaced by external cables, onto compression, and these forces balance the tension and
flat arch; the two parts form a self-anchored system as they which the segments of the stress ribbon were installed, and compression forces in the stress ribbon and arch.
are fixed in the same abutments and as a result, only vertical then internal cables were threaded through the ducts in the The stress ribbon is carried and prestressed by four
forces are exerted on to the abutments. High strength segments, and tensioned. The external cables were then internal tendons each made up of 12 15mm-diameter
concrete was used for the stress ribbon segments and the removed, leaving the deck in the required geometry. The monostrands in PE ducts. Both stress-ribbon and the arch
arch, and the erection method meant that the structure could joints between the deck segments were cast, and the are made from high-strength concrete of 80MPa strength.
be built without the need for any temporary towers in the prestressing cables tensioned to the full design stress. Construction of the bridge began in February 2007 and
river. The lines of the stress ribbon deck create a smooth A loading test was carried out using lorries across the was completed in September of the same year, at a total
connection at the abutments on each side. full length of the bridge, and a second test with the bridge cost of €530,000.

www.bridgeweb.com 15
Footbridge Awards 2008 - Final 17/6/08 10:13 Page 16

MACINTOSH ISLAND PEDESTRIAN OOSTERDOKS SWINGBRIDGE

BRIDGE, QUEENSLAND, AUSTRAILA AMSTERDAM, THE NETHERLANDS
Judges’ comment Judges’ comment
Technical medium span: HIGHLY COMMENDED
Technical medium span: HIGHLY COMMENDED
“Five month “Careful Commissioning authority: Ontwikkelingsbedrijf Gemeente
Commissioning authority: Gold Coast Motor Events Company
design/build detailing, Amsterdam
Principal designer: Arup
with showing the Principal designer: Gemeente Amsterdam
Architect: Cox Rayner Architects Ingenieursbureau
impressive technical
Principal contractor: Ark Construction Group/Austress strengths of Architect: Kerste-Meyer
results” Freyssinet JV
steel at its Principal contractor: Hillerbrand
Opened: October 2007
optimum use” Opened: May 2005

T he bridge, on Australia’s Gold Coast, crosses the Nerang River linking the island to the
surf beaches, and the bridge will also play a key role during the annual Gold Coast Indy
300 motor race. The existing bridge was closed due to safety concerns, and needed
replacing before the next Indy event, leaving only five months for the design and
construction. The winning bidder was the only one which offered to meet the client’s
requirement of a cable-stayed bridge within the very short time frame. The design
incorporated extensive precasting and off-site fabrication; procurement of all of these
components had to start long before design completion. Stay cables were ordered just two
days after the start of detailed design and precast driven piles two days later. In addition to
the time constraint, risk mitigation was a key issue, the solution being to erect the deck on
temporary supports to carry a full pedestrian live load, allowing the bridge to be opened
early if necessary without the towers or cables should these be delayed by weather or other
constraint. Another challenge was the aggressive salt spray environment for which a highly
durable and well-detailed bridge was essential.(Photo: Christopher Frederick Jones)
VVKE /BRIDGE2/04
T he Oosterdoks swing bridge was designed to connect the city centre with the shores of
the IJ, and it crosses one of the busiest navigational routes in Amsterdam. The bridge
opens around 5,000 times a year, hence a drive with two engines was chosen for reliability.
It was designed to be as elegant as possible, which is why a stiffening, curved top chord
was necessary. There are no connections with partitions, endplates or nuts in sight – the
stiffening chord is connected to the deck by a frame, with the path on both sides. The top
chord of the framework is a steel circular pipe with a diameter of 500mm, and the braces
have an oval diameter and are oriented in such a way as to appear narrowest when seen
from the transit. The east access ramp is partly situated above a traffic tunnel, and the
foundation piles near the tunnel had to be placed without vibrations.
Polystyrene foam was used to minimise the increase in load on the tunnel. The total
length of the bridge is approximately 125m and the deck has a height of 400mm and
consists of a rectangular bottom chord and orthotropic steel plates that have an epoxy
wearing course.

Vela VKE is a truly South African, multi-disciplinary,

consulting engineering company providing specialist
bridge design services across the globe.

As we continue to build on over sixty years

of experience, our expertise and innovation
remain internationally recognised.
Group Head Office +27 12 481 3800
Email: info@velavke.co.za
Website: www.velavke.co.za

16 www.bridgeweb.com
 Footbridge Awards 2008 - Final 13/6/08 15:21 Page 17

PLETTENBERG
BAY PEDESTRIAN
BRIDGE,
e
WESTERN CAPE,
SOUTH AFRICA
WINNER
Technical short span: WINNER
Commissioning authority: South African National Roads Agency Judges’ comment
Architect: Ahmed Janahi
“Interesting asymmetry”
Principal designer: Vela VKE Consulting Engineers
“The innovation and the designers’ use of technology make it
Principal contractor: Civils2000
stand out from the crowd”
Opened: January 2007

T he design of the Plettenberg Bay Pedestrian Bridge

incorporates an inclined arch with a slender steel
torsion box deck. The central span of 28.1m is supported
by the inclined arch and back spans each 9m long result in
a total bridge length of 46.1m.
Although the design relies on a concept developed by
Santiago Calatrava, this bridge is unusual in that it is
supported by inclined circular hollow steel struts that
effectively continue the arch. The angle of the struts was
adjusted to minimise the bending moments at the fixed
supports due to the permanent loads.
The arch was constructed from single radius 273mm
diameter, 10mm-thick steel tubes and the 219mm-
diameter deck elements were bent to a single radius that
best fitted the double curvature of the deck. Double channel
sections were used for the ties, in order to create
transparency and to accommodate future lighting
installations. The deck is a trapezoidal box which is 1.6m
wide and 350mm deep and is constructed of 10mm-thick
steel plate. Sizing of the box was done by reviewing the overall aesthetics. The steel base plate of the strut was of the completed bridge in the fabrication yard was
torsional rigidity required to ensure the serviceability prestressed against the reinforced concrete base to reduce undertaken. The deck’s as-built dimensions were then
requirements. fatigue stresses. A dynamic analysis was undertaken checked against the construction tolerances achieved in
A key challenge was the structure’s buildability; the considering load models of a single pedestrian, a setting out the supporting steel struts on site.
bridge deck is set out on both a vertical and horizontal pedestrian group and a continuous pedestrian stream. The construction of the bridge has provided safe
curve. The dimensions of the straight steel plates used to After the final welding of the structure was completed in crossing to the many pedestrians walking to and from
fabricate the deck were calculated mathematically and the fabrication yard, the arch was dismantled and the deck Plettenberg Bay each morning and evening. Pedestrians
checked graphically using 3D CAD software. The proposed divided into four separate sections which were then use the structure because it follows their desire lines and
fabrication process and erection sequence were carefully transported 500km to the site. Due to the time constraints can be accessed at grade from existing footpaths. The
considered during the design stage. associated with closing National Route 2, contractor project forms part of South Africa National Roads Agency’s
In terms of the bridge’s detailed design, fatigue stresses Civils2000 elected to lift the entire 49.1m-long deck into pedestrian safety improvements along the National Route
were a significant consideration. As it is a fixed arch, the place in a single lift. But the manoeuvrability of such a long 2, and in addition, its design is integrated into a
temperature load case was important as were the effects of structure presented severe challenges. An application to transportation hub incorporating a labour desk office and
longitudinal sway due to asymmetric live loads. The transfer reassemble the bridge in the central island of the highway ablutions. This is aimed at encouraging pedestrians to use
of the torsion moments induced in the deck, and the was submitted and approved to minimise the lifting the bridge and ensuring that vehicles do not stop on the
compressive stresses from the arch into the inclined distances. highway. The bridge won the South African Steel Awards
circular steel struts, required careful detailing of the After being reconstructed in the central island, the Bridge Category for the high level of workmanship visible in
connections. The biaxial bending moments in the strut bridge was lifted into place using two 220t cranes and the structures fabrication and its integration into the natural
varied significantly and a circular section was therefore welded onto the circular steel supports. Dimensional beauty of South Africa’s Garden Route has also won praise
chosen as suiting the structural requirements as well as the accuracy with this approach was essential; a laser survey from local communities.

www.bridgeweb.com 17
Footbridge Awards 2008 - Final 17/6/08 10:14 Page 18

PAPAKURA STATION FOOTBRIDGE

AUCKLAND, NEW ZEALAND
Judges’ comment
Technical short span: HIGHLY COMMENDED
FOOTBRIDGE CITE BADEN-BADEN,
“The
Commissioning authority: Auckland Regional Transport BADEN-BADEN, GERMANY
innovative use Authority
Judges’ comment
of UHPC
Principal designer: VSL Australia Technical short span: HIGHLY COMMENDED
offers reduced
Structural engineer: URS New Zealand Commissioning authority: Stadt Baden-Baden
thickness and “Elegant and
Principal contractor: Dominion Constructors
weight in the simple” Principal designer: Schlaich Bergermann & Partner
Opened: August 2007
structure” Principal contractor: Max Frueh
Opened: June 2006

T he ultra-high performance concrete Ductal was used to build a replacement

footbridge for Auckland Regional Transport Authority at Papakura Station.
The conforming design consisted of an ordinary reinforced concrete U-shaped beam
superstructure supported by large circular steel columns on pad footings. But the use of
Ductal reduced the superstructure weight and offered the freedom to produce a more
interesting shape. Ductal licensee VSL Australia proposed an efficient Pi-shaped beam
solution with an integral deck and large circular penetrations through the webs. The deck
is only 50mm thick, cantilevers 400mm out from each leg and does not contain any
reinforcement other than the steel fibres in the UHPC.
Ductal is almost self-placing, has a compressive strength of 150-200MPa and a
flexural strength of 30-40 MPa. The solution offers a weight saving of 65% over the
reinforced concrete solution, resulting in the size reduction of the supporting columns
and pad foundation and an overall material cost saving. The footbridge has a total length
of 178m consisting of nine simply-supported spans between 10.2m and 25.4m long.
T his two-span pedestrian bridge crosses the main connecting highway between the
city of Baden-Baden and the Rheintal highway in southwestern Germany. The
concrete deck has two spans of 18m; it has no bearings and acts as an integral
structure with a rigid connection to the abutments and to the Y-shaped column dividing
two directions of traffic flow on the highway below. This offers a robust solution and low
maintenance by avoiding the need for inspection in the future. To reduce bending stress
in the structure, the slender walls of the supporting abutments are quite flexible and the
soil behind them is stabilised with cement to prevent any interaction between it and the
abutments.
In the transverse direction, the deck consists of a central section with constant depth
and two tapering edges, increasing the impression of slenderness in elevation. It was
built to a very tight construction schedule and within the defined budget.

18 www.bridgeweb.com
100

95

75

25

0
 a revolutionary
building material

Outstanding durability
Enticing aesthetics and low weight
Extraordinary slenderness and strength

Photo credits: Courtesy of VSL - Courtesy of Lafarge

When the most advanced material technology of Lafarge partnered
with VSL specialist bridge design and construction experience,
an innovative, economical and sustainable solution becomes a reality.
www.vsl.com www.ductal.com

Papakura Footbridge, Auckland, New Zealand: Finalist Footbridge 2008 Award, Short Span Category.
Mars Hill Bridge, USA first Ductal® highway bridge, Wapello County, USA.

230x297_Lafarge-ductal_uk.indd 1 16/06/2008 13:00:35