Liteiny Bridge. Liteyny Bridge Essay what does Liteyny Bridge mean to me
Liteyny Bridge
Liteyny Bridge
The bridge connects Liteiny Prospekt with Academician Lebedev Street on the Vyborg side. The length of the bridge is 396 m, width - 34 m. The name of the bridge comes from the Liteiny Dvor, founded on the left bank in 1711. In the area of the bridge, the Neva has the greatest depth - 24 m.
In 1786, a second floating pontoon bridge was built across the Neva from Voskresensky Prospekt (now Chernyshevsky) to the Vyborg side. The bridge was named Voskresensky. In 1803, this bridge was erected opposite the Summer Garden, and it began to be called St. Petersburg. Instead, a new floating bridge was built opposite Voskresensky Prospekt, which was built until 1849. Then, as a result of the dismantling of the Liteyny Dvor, a continuous highway was laid on the Neva embankment - Liteyny Prospekt, connecting the city center with the Vyborg side. Therefore, the Resurrection Bridge was transferred to the route along the axis of Liteiny Prospekt and began to be called Liteiny.
The Liteyny Bridge was built until 1875, when construction of the permanent Liteyny Bridge began. The floating bridge was returned to its original route and again called Voskresensky. After the construction of the permanent bridge, the floating Voskresensky Bridge was dismantled.
The reason for the construction of the second permanent bridge across the Neva was the disruption of the floating crossing at Liteiny Prospekt by ice drift on April 4, 1865. To guide the design and construction of the bridge, a special expert commission was created, which, among others, included three prominent St. Petersburg architects: V. A. Lvov, Ts. K. Kavos, N. L. Benois.
On April 22, 1871, a competition was announced for the project of the Liteiny Bridge, and on December 11, 1872, the commission decided to award the first prize to the project under the motto “Westminster”, carried out by an English company. However, the Special Commission of the Ministry of Railways, considering it, made a number of comments, which resulted in the abandonment of this project. A new commission was created, which decided to build a bridge according to the design of engineer-colonel A.E. Struve (one of the members of this commission) and engineer-captain A.A. Weiss. Struve proposed building the bridge from English and German metal, although high-quality metal was being smelted in Russia by that time.
The laying of the new bridge took place on August 30, 1875. The construction work was led by A.E. Struve, he was assisted by engineers Vratnovsky, Batorsky, Masing and Albert. Construction was accompanied by dramatic events - on September 16, 1876, due to a sharp subsidence of the support, semi-liquid soil burst into the caisson, killing five people, and on September 9, 1877, during the construction of foundations for river supports, an explosion occurred in the caisson: nine people were killed. Here it is necessary to explain what the caisson was, first used in Russia during this construction. A caisson is a huge metal box turned upside down and lowered to the bottom of the river.
Air is pumped inside it, “squeezing out” the water and allowing the bottom soil to be excavated for the construction of the foundation of the bridge support. As the soil is removed from under the caisson, a stone base of the support is built above it, under the weight of which the caisson is lowered down. Workers descend into the caisson through a special chamber. Through it, the developed soil is transported outside in containers. This work is not only hard, but also very dangerous.
The cost of construction amounted to 5,100 thousand rubles, which was one and a half times higher than the estimated cost.
All participants in the construction received awards, and Struve was awarded the rank of major general. The bridge was named Aleksandrovsky in honor of Emperor Alexander II, but the name did not catch on.
The mass of metal spans was 5902 tons.
Five spans of the Liteiny Bridge were covered with arched riveted metal spans, and the sixth draw span, located on the left bank, was covered with a rotating lattice metal truss. When deployed, it rotated on a vertical axis located on the first wide and massive bull (river support). The bridge was opened to allow ships to pass through using a simple device - a gate operated by eight workers.
Over time, the gate was replaced by a 36 hp water turbine. s., fed from the city water supply. This was the only bridge with such a draw span system.
The bridge was fenced with two types of railings. Forged metal, simple design, light and “transparent” were installed on the draw span, on the rest of the length there were heavy cast iron sections between the same cast iron racks, cast at the Kahuna plant. These elements of the railing were highly artistic castings based on a design by the architect K. K. Rachau. In the center of the section he depicted a cartouche - a shield with the city's coat of arms - a crossed scepter, sea and river anchors in the hands of two mermaids, whose tails are compositionally woven into a figured floral ornament in the form of spiral shoots. The cast-iron columns have gaps between the side planes filled with fantastic sea animals, rapidly descending into the abyss of the water.
Liteiny Bridge grating
Liteyny Bridge was the first and for a long time the only one among St. Petersburg bridges illuminated by electric lanterns. In 1878, the Partnership for Electrical Lighting P. N. Yablochkov the Inventor and Co. was founded in St. Petersburg.
The goal of the Partnership was to illuminate St. Petersburg highways with the recently invented “Yablochkov candle”. However, this progressive direction in the life of St. Petersburg residents was hampered by the capitalist relations that existed in Russian society (it turns out that capitalism is a regressive phenomenon).
The monopoly on lighting city highways was owned by private companies, which provided citizens with services in the form of gas and oil lamps that smoked, sprayed all sorts of nasty things and barely illuminated the space. The agreement between the city authorities and private firms that provided similar services to citizens was long-term, and St. Petersburg residents could not use the invention of their brilliant fellow countryman for a long time. Liteyny Bridge was an exception in this regard. By the time of its construction, the lighting companies had not entered into an agreement to illuminate it, and thus the Partnership freely entered into an agreement with the city authorities to illuminate it with electric lamps.
During the Blockade, a German air bomb hit the bridge span and pierced it, but did not explode.
In 1964, traffic began along the updated deep-water Volga-Baltic Canal. However, the width of the bridge's draw span (19.8 m) limited freedom of navigation in the new conditions. The traffic volume was much higher than expected. Raising the bridge, carried out by a hydraulic turbine, lasted as much as 20 minutes. All this led to a complete reconstruction of the bridge, widening the roadway and creating traffic intersections on both banks at different levels to eliminate cross flows.
The reconstruction project was developed by engineers L. A. Wildgrube, N. D. Shipov, K. P. Klochkov and architect Yu. I. Sinitsa. Design was carried out in 1963–1964. Construction was carried out under the leadership of engineer Yu. R. Kozhukhovsky. In 1967, the bridge was put into operation. Metal buildings replaced it. The rotary swing span was replaced with a drop-down span and moved to a deeper part of the riverbed. It increased to 50 m. The adjustable span weighing 3225 tons began to be lifted by hydraulic drive. When deployed, it rises at an angle of 67 degrees, and from Liteyny Prospekt it seems that a vertical wall has appeared in front of the viewer.
The width of the bridge deck increased by 10 m, making three-lane traffic possible. The reconstruction changed the appearance of the bridge - the huge bull near the bank abutment, which served as the basis for the rotation of the drawbar and brought disharmony to the silhouette of the bridge, disappeared. Now its silhouette has acquired smooth outlines, and the drawbridge does not stand out among other spans.
The fences that were on the bridge before the reconstruction were retained, and the sections for the draw span were cast from light alloy.
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Since 1786, the Liteinaya part of the city was connected with the Vyborg side by the Voskresensky floating bridge, located in the alignment of Chernyshevsky Avenue (then Voskresensky). In 1803 it was placed opposite the Summer Garden, calling it St. Petersburg. A new floating bridge was erected opposite Voskresensky Prospekt, which was built until 1849.
In 1849, the Liteyny Dvor was dismantled, thanks to which it was possible to bring Liteyny Prospekt to the Neva. The Resurrection Bridge was transferred to the alignment of Liteiny Prospekt and also began to be called Liteiny.
The reason for the construction of a permanent bridge here was the disruption of the pontoon crossing by a stormy ice drift on April 4, 1865. For a long time there were disputes about the route of such a bridge, between the Admiralteysky and City Islands or between the Liteiny part and the Vyborg side. Only in 1869 did the city council speak out in favor of the second route option, after which the organization of an architectural competition for the construction of the bridge began. The expert commission for design and construction management included architects V. A. Lvov, Ts. K. Kavos and L. N. Benois.
By the time the competition was announced, on April 22, 1871, the City Duma had already been offered several project options, including from foreign companies. As a result, seventeen projects took part in the competition. On December 11, 1872, the city council gave first place to the project under the motto "Westminster", carried out by an English company. But the Ministry of Railways turned out to be against this outcome of the competition, created its own expert commission and, as a result, recognized the winner of the project of engineer-colonel A.E. Struve (a member of this commission) and engineer-captain A.A. Weiss. Their project included six spans with a rotating wing off the left bank of the Neva. Struve proposed using English and German metal for the construction of the crossing, despite the fact that domestic material was not inferior in quality.
In 1875, the Liteiny bridge was built for the last time. On August 30, the laying of a new crossing took place, after which the pontoons were again moved to the site of Voskresensky Prospekt. They stopped building them after the construction of the permanent Liteiny Bridge was completed.
Construction conditions were extremely difficult. It is here that the Neva has the greatest depth - 24 meters. During the work, two accidents with human casualties occurred. On September 16, 1876, due to a sudden subsidence of the support, semi-liquid soil burst into the caisson, where five people died as a result. On September 9, 1877, during the construction of foundations for river supports, an explosion occurred in the caisson, which claimed the lives of nine more people.
A number of innovations were used during the construction of the crossing. So, steel was chosen as the material for the load-bearing structures, and not cast iron as during the construction of the Nikolaevsky Bridge. As a result, the spans of the arches were increased by one and a half times.
The cost of construction was 5,100,000 rubles, which was one and a half times higher than the estimated cost.
The width of the Liteiny Bridge was 24.5 meters, the width of the draw span was 19.8 meters. The mass of metal spans is 5,902 tons. Its adjustable part was initially set in motion with the help of an ordinary gate and eight workers. Later, a water turbine with a capacity of only 36 horsepower was installed here, connected to the city water supply. The path for ships opened within 20 minutes.
The grand opening of the bridge took place on September 30, 1879. For his work, A.E. Struve was awarded the rank of major general. Liteyny Bridge became the second permanent crossing over the Neva in St. Petersburg after the Nikolaevsky Bridge. In 1903, the Liteiny Bridge was renamed Alexandrovsky (Alexander II Bridge), and in 1917 the previous name was returned.
Despite the fact that in general the artistic qualities of the Liteiny Bridge turned out to be low, the railings can attract attention. They are highly artistic castings based on a design by K. K. Rachau. The design of the railing depicts mermaids holding the coat of arms of St. Petersburg in their hands. There are 546 such coats of arms on Liteiny Bridge. Cast iron railings were installed on all fixed spans. On the drawbridge, simple light fences were installed. They were cast at the Kahuna plant.
Liteyny Bridge was the first, and for a long time remained the only one, to receive electric lighting. Electric lights were installed on it in 1879. This was facilitated by the fact that by the time the Liteiny Bridge opened, the old lighting companies did not have time to sign a contract for its lighting. They were ahead of them by the Electrical Lighting Partnership P. N. Yablochkov the Inventor and Co., which introduced electric street light into practice.
During the Great Patriotic War, a bomb hit one of the bridge's spans. However, it did not explode, only breaking through it.
In 1964, the renewed Volga-Baltic route opened. The Liteyny Bridge no longer meets the new operating conditions. In 1966-1967, the reconstruction of the Liteyny Bridge was carried out according to the design of engineers L. A. Vildgrude, K. P. Klochkov, N. D. Shipov and architect Yu. I. Sinitsa. The drawbridge was shifted to a deeper part of the channel, its width increased to 50 meters. The width of the crossing was increased to 34 meters. The bridge began to be raised using a hydraulic drive. At the same time, the huge bull of the drawbridge on which the old structure rested disappeared. The crossing thus acquired a more harmonious outline.
At the entrance to the bridge, a two-level interchange was organized on both banks of the river. The cast iron railings were retained on the bridge; for the draw span they were made of a lighter alloy. The length of the Liteyny Bridge was 396 meters.
Brief historical background:
Liteyny Bridge across the Neva is located at the junction of Liteyny Prospekt and Akademika Lebedev Street. The name of the bridge comes from the Liteiny Dvor, founded on the left bank in 1711. In 1871, a competition was announced, to which 17 projects were submitted. In 1874, the winner was engineer-colonel A.E. Struve and engineer-captain A.A. Weiss. The laying of the new bridge took place on August 30, 1875. The grand opening of the bridge took place on September 30, 1879. All participants in the construction received awards, and Struve was awarded the rank of major general. The bridge was named Aleksandrovsky in honor of Emperor Alexander II, but the name did not catch on. Five spans of the Liteiny Bridge were covered with arched riveted metal spans, and the sixth draw span, located on the left bank, was covered with a rotating lattice metal truss. When deployed, it rotated on a vertical axis located on the first wide and massive river support. The bridge was opened to allow ships to pass through using a simple device - a gate, operated by the hands of eight workers. Over time, the gate was replaced by a 36 hp water turbine. s., fed from the city water supply. This was the only bridge with such a draw span system. The bridge was fenced with two types of railings. Forged metal, simple design, light and “transparent” were installed on the draw span, on the rest of the length - heavy cast iron sections between the same cast iron racks (designed by architect K. K. Rachau). The elements of the railing were highly artistic castings. In the center of the railing section there was a cartouche depicted - a shield with the city's coat of arms - a crossed scepter, sea and river anchors in the hands of two mermaids, whose tails are compositionally woven into a figured floral ornament in the form of spiral shoots. The cast-iron columns have gaps between the side planes filled with fantastic sea animals, rapidly descending into the abyss of the water. When deployed, it rises at an angle of 67 degrees. The reconstruction changed the appearance of the bridge - the huge bull near the bank abutment, which served as the basis for the rotation of the drawbar and brought disharmony to the silhouette of the bridge, disappeared. The fences that were on the bridge before the reconstruction were retained, and the sections for the draw span were cast from light alloy. At the same time, new lanterns were installed, the design of which used the artistic features of the bridge fence. Under the bridge along the embankment there are pedestrian paths with granite slopes to the water.
Status:
Local listed building
Sights of the object:
An arched metal bridge across the Neva, erected in 1879 instead of a pontoon bridge, connects the city center with the Vyborg side. Built according to the design of engineers A. Struve and A. Weiss. The bridge has 5 arched metal riveted trusses and one single-wing rotary draw span 55 meters long. The length of the bridge is 396 meters, width is 34 meters.
Basic mythological facts:
A long time ago, on the banks of the Neva there lived a warlike tribe. They carried out raids, killing and ruining their neighbors. Captive men were sacrificed on a huge boulder called Atakan. For many years, the blood of the victims washed the granite stone. And one day, suffering, fear and blind worship created a miracle - the stone came to life. As they would say now: “a destructive egregor has formed.” He began to demand more and more victims. All the tribes in the area were exterminated, but the stone needed more blood and then the leaders began to choose victims from their tribe. Then the women prayed and turned to the Great River. They asked to rid people of the cursed stone. Neva heard them and took pity on the stupid people. A strong storm began, it rained for many days, and nature went wild, and when everything calmed down, people saw that the river bed had changed, and the stone ended up at the bottom. The exact number of victims of the construction of the Liteiny Bridge has not been established, because not all bodies were found. According to various estimates, this number varies from 50 to 100 people. After its opening, the Liteiny Bridge gained a “bad” reputation among residents. Suicides and murders were often committed on the bridge. People often disappeared and are still going missing in the area. By the way, the river itself in this place has the greatest depth (about 25 meters) and a very complex and unpredictable flow. Perhaps this is why a belief arose about the Black Funnel, which suddenly appears near the bridge trusses and can “absorb” a passing boat or small boat. It is not known whether this is fiction or not, but in 2002 the cargo ship Kaunas crashed into one of the supports of the Liteiny Bridge and sank.
1. Full name of the object (if the object was renamed, for example, street, then the original name). Liteyny Bridge
2. Historical events associated with the object (dates of construction, foundation). The laying of the new bridge took place on August 30, 1875. The grand opening of the bridge took place on September 30, 1879.
3. Location of the object (actual full address). Russia, St. Petersburg, Liteiny Bridge
4. Description of the object (brief description of external features, author, date of construction, material of manufacture, dimensions, texts of inscriptions on the monument). An arched metal bridge across the Neva, built in 1879 instead of a pontoon bridge, connects the city center with the Vyborg side. Built according to the design of engineers A. Struve and A. Weiss. The bridge has 5 arched metal riveted trusses and one single-wing rotary draw span 55 meters long. The length of the bridge is 396 meters, width is 34 meters.
5. Sources of information about the object and events associated with it (bibliographic description of literary and archival materials). Antonov B. I. Bridges of St. Petersburg. - St. Petersburg: Glagol, 2002.
Bunin, M. S. Bridges of Leningrad. Essays on the history and architecture of bridges in St. Petersburg - Petrograd - Leningrad.. - L.: Stroyizdat, Leningr. department, 1986. - 280 p.
Punin A.L. The Tale of Leningrad Bridges. - L., Lenizdat, 1971.
6. Distinctive features of the object, degree of uniqueness. the first bridge in St. Petersburg that was illuminated by electric lights
7. Condition of the object and degree of preservation. Good condition
8. Protection of the monument (by whom and how it is protected). Local, Administration of St. Petersburg
9. Basic legend/myth Once upon a time, on the banks of the Neva there lived a warlike tribe. They carried out raids, killing and ruining their neighbors. Captive men were sacrificed on a huge boulder called Atakan. For many years, the blood of the victims washed the granite stone. And one day, suffering, fear and blind worship created a miracle - the stone came to life. As they would say now: “a destructive egregor has formed.” He began to demand more and more victims. All the tribes in the area were exterminated, but the stone needed more blood and then the leaders began to choose victims from their tribe. Then the women prayed and turned to the Great River. They asked to rid people of the cursed stone. Neva heard them and took pity on the stupid people. A strong storm began, it rained for many days, and nature went wild, and when everything calmed down, people saw that the river bed had changed, and the stone ended up at the bottom. The exact number of victims of the construction of the Liteiny Bridge has not been established, because not all bodies were found. According to various estimates, this number varies from 50 to 100 people. After its opening, the Liteiny Bridge gained a “bad” reputation among residents. Suicides and murders were often committed on the bridge. People often disappeared and are still going missing in the area. By the way, the river itself in this place has the greatest depth (about 25 meters) and a very complex and unpredictable flow. Perhaps this is why a belief arose about the Black Funnel, which suddenly appears near the bridge trusses and can “absorb” a passing boat or small boat. It is not known whether this is fiction or not, but in 2002 the cargo ship Kaunas crashed into one of the supports of the Liteiny Bridge and sank.
OL| Object of cultural heritage of Russia of regional significance reg. No. 781711205440005(EGROKN) object No. 7802131000(Wikigida DB) |
Name
The name of the bridge comes from the Liteiny Dvor, located on the left bank of the river. In 1879, when the permanent bridge opened, it was named Emperor Alexander II Bridge. The name was quickly shortened to Alexander Bridge, and after 1917 it disappeared completely, never replacing the original name.
Story
Dashboard Bridge
Old maps show that even before the founding of the city, in the area of the existing bridge, there was a crossing on the way from Russia to Sweden: the Novgorod road ended on one bank, and the road to Vyborg began on the other. In 1786, the second pontoon bridge in the city was built at the site of Voskresensky Prospect, which was named Voskresensky. In 1803, the bridge was moved to the Summer Garden and received the name Petersburg. A new floating bridge was built in the same place, which was built until 1849. With the abolition and demolition of the Liteyny Dvor, a new highway - Liteyny Prospekt - gained importance, so the Resurrection Bridge was moved to the route of the new prospect and received the name Casting. The floating Liteiny Bridge was built until 1875, when construction of a permanent bridge began. The floating bridge was moved to the route along the axis of Voskresensky Prospekt and renamed Voskresensky. After the construction of the permanent bridge, the floating Voskresensky Bridge was dismantled.
Permanent bridge 1879
The reason for the construction of the second permanent bridge across the Neva was the disruption of the floating crossing by stormy ice on April 4, 1865. A special expert commission was created to study the causes of the Liteiny Bridge accident. On August 22, 1869, the St. Petersburg Duma, having discussed the question “which of the floating bridges: Petersburg or Liteyny, should preferably be replaced by a permanent one,” voted in favor of the Liteyny Bridge by 84 votes to 11. Soon the first bridge designs were presented, drawn up by the company Pushchin and Co., engineer S. V. Kerbedz, as well as English engineers C. Lancaster and C. de Berge. Taking into account the complexity and responsibility of the structure planned for construction, on April 22, 1871, the City Duma announced an open competition for the design of the Liteiny Bridge. The expert commission included V. A. Lvov, Ts. A. Kavos and N. L. Benois; A.G. Veidenbaum was appointed secretary of the commission. 17 projects were presented. The first prize was awarded to an English company for the design of a four-span arched bridge with two drawable parts on both banks of the Neva under the motto “Westminster”. The second prize was awarded to the engineer Ordikh, the third - to the company Pushchin and Co. On October 26, 1873, the Duma decided to issue prizes to the authors of the projects and begin construction of the bridge according to the Westminster project.
In February 1874, a Special Commission of the Ministry of Railways made a number of comments on the Westminster project. On February 15, a new commission was created, which included engineer A.E. Struve. Soon the commission decided to instruct Struve to develop two versions of the metal Liteiny Bridge, one of them of the arch type. On August 18, the project of the arched bridge was approved by the emperor, and in February of the following year the Duma entered into a contract with A.E. Struve for the construction of the bridge within a four-year period. One of the clauses in the contract is puzzling, according to which the builder was obliged to use iron supplied from England or Germany for the trusses and upper span of the bridge. After all, by that time high-quality metal was already being produced in Russia (for the previously constructed Nikolaevsky Bridge, cast iron or iron was not purchased abroad). Struve's closest assistant was engineer-captain A. A. Weiss, and the work managers were: engineers Vratnovsky and Batorsky, railway engineer Masing, civil engineer Albert.
Underwater work was fraught with great difficulties. Difficulties began already when lowering one of the caissons to the bottom of the Neva - in the place where, according to the project, one of the supports was supposed to stand, there was a sunken barge with a stone. While plunging the caisson into the ground, it came across a large boulder stone. Less than a month later, due to a sudden rise in water, the caisson was flooded. On September 16, 1876, at 9 pm, due to a sudden subsidence of the support, semi-liquid soil burst into the caisson. At this time, 28 diggers were working in the caisson. 18 people got out immediately, five more people were saved during the rescue work, five people died. A year later, another disaster occurred with human casualties. On September 9, 1877, an explosion occurred in one of the caissons. The massive ceiling of the caisson was thrown tens of meters away. Nine workers on top of the caisson were killed by the explosion. Silty soil instantly rose into the caisson and flooded the people working in it. Work to eliminate the consequences of the disaster lasted about a year. In the summer of 1878, the bodies of 20 people were recovered and work began on filling the caisson chamber with masonry.
The disasters not only delayed construction, but also caused enormous additional costs. The cost of building the bridge has grown one and a half times more than the originally planned amounts. The total cost of the bridge was 5.1 million rubles.
The swing span was covered with a rotating lattice metal truss. When deployed, it rotated on a vertical axis located on the first wide and massive river support, located near the left bank. The asymmetrical rotary span structure consisted of 8 trusses of a braced system, fastened together by transverse beams and diagonal braces; it was balanced above the abutment by a system of counterweights. The bridge was opened manually - four and then eight workers rotated the manual gate. Over time, the gate was replaced by a 36 hp water turbine, powered by the city water supply.
The bridge abutments are massive, made of monolithic rubble concrete on a caisson foundation, lined with granite. All intermediate supports are on a caisson base, lined with pink granite.
The bridge railings were made according to the design of the architect K. K. Rachau. The cast iron posts and the cast iron sections between them are highly artistic castings. In the center of the railing section was a depiction of a cartouche (a shield with the city's coat of arms) - a crossed scepter, sea and river anchors in the hands of two mermaids, whose tails are woven into floral patterns. In the gaps of the cast iron columns are sea animals. The railing was cast at the Kahuna plant. Forged metal railings of a simple design were installed on the drawbridge.
The Liteyny Bridge became one of the engineering structures in the construction of which innovations that had not been seen before were used. The high strength of steel made it possible to increase the span of the bridge by one and a half times compared to the cast iron arches of the Nikolaevsky Bridge. A further step in the development of bridge construction technology was the design of a rotary adjustable mechanism, more advanced than that of the Nikolaevsky Bridge.
Liteyny Bridge was the first permanent bridge in the world illuminated by electricity. Soon after the opening, electric lights with “candles” by P. N. Yablochkov were installed on it. Due to opposition from the gas industry monopoly, electric lighting did not become widespread in the city.
In 1881, benches were installed on the bridge for passers-by to rest: two large ones (on a thick bull) and 8 small ones (on 4 river bulls). The work was carried out by the San Galli plant
Reconstruction of the bridge in 1966-1967
Design
The bridge is six-span, metal, with steel-reinforced concrete spans of variable height, continuous beam system. The length of the bridge is 394 m, the width of the bridge between the railings is 34 m, of which the width of the roadway is 28.0 m and two sidewalks are 3.0 m each. Span layout: 41.6 + 61.0 + 74.6 + 82.8 +74.1+60.8 m.
The left bank permanent span is covered with a steel-reinforced concrete span. In cross section, the span structure consists of ten main beams of solid section, united by longitudinal and transverse connections. Curvilinear façade beams.
Channel permanent spans are a four-span continuous beam with a curved outline of the lower chord. The size of the river spans was determined by the position of the existing supports, which were used in the reconstruction of the bridge. In cross section, the span structure consists of eight main beams of I-section, united by longitudinal and transverse connections.
The swing span is covered by a single-wing span of a drop-down system with a fixed axis of rotation and a rigidly attached counterweight. The maximum design wing opening angle is 67º. In cross section, the span structure consists of six main beams of solid section with a curved lower chord, united by a ribbed roadway slab, transverse beams, longitudinal and transverse braces. The weight of the draw span is a record in world practice - 3225 tons. The clear size of the draw span is 50 m. In the closed position, the draw span span is supported by two supports as a free cantilever beam with a design span of 55 m, a console length of 3 m and a width of 34 m.
The left bank abutment is massive, made of monolithic reinforced concrete, on a pile foundation. The right bank abutment was completely used, with only the upper part being reconstructed. The base of the support is pile - wooden piles. The base of all intermediate supports is caisson. Reinforced concrete abutment walls with suspended granite cladding. Channel supports with massive granite lining. The new support for the draw span is partially built on the old caisson foundation and a new drop well.
The roadway and sidewalks are covered with asphalt. The fencing on the stationary spans is granite, 500 mm high, on the draw span, metal, 500 mm high [ ] .
The railing on the permanent spans, designed by architect K. K. Rachau, is entirely taken from the old bridge built in 1879, and is a cultural heritage site of regional importance. An aluminum railing is installed on the drawbridge. On the left bank, the railing ends with granite parapets with memorial plaques. For lighting and contact networks, 28 supports with architectural decoration were installed on the bridge.
Exploitation
Bulk carrier "Kaunas"
Action of the art group “War”
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Notes
- Vladimirovich A.G., Erofeev A.D. Petersburg in street names. The origin of the names of streets and avenues, rivers and canals, bridges and islands. - M.: AST, 2009. - P. 153. - 751 p.
- , With. 23.
- , With. 129.
- , With. 91.
- , With. 130.
- , With. 131.
