Planning services for the general renovation of the southern and northern Steuben Bridge (built in 1847, 1887, 1927 and 1962) and the Franz Josef Strauss Bridge (built in 1962) over the Pegnitz. Of particular importance is the planning of traffic and construction phases during construction.
In the course of Nuremberg's eastern ring road, three bridges cross the Pegnitz. Between the Laufertorgraben, the island of Schütt and the Marientorgraben there are the northern (BW 1,032) and the southern (BW 1,031) Steubenbrücke. From the direction of Gleißbühlstraße, the Franz-Josef-Strauss Bridge (BW 1.167) first bridges the southern arm of the Pegnitz to the island of Schütt. The three bridges are to be rehabilitated.
Over the Steuben Bridge and the Franz Josef Strauss Bridge runs the eastern old town ring of the city of Nuremberg. This is a main thoroughfare and is very important for motor vehicle traffic as well as for bicycle and pedestrian traffic. The volume of bicycle traffic on this route is one of the highest in the entire city area.
The route of tram line 8 currently runs over the Steuben bridges and, from 2025, also tram line 7. The public transport route from the main station via Rathenauplatz to the north and east of Nuremberg is one of the most important and efficient public transport routes (subway and tram) in Nuremberg.
The general renovation of the three bridges in the urban environment is to be worked out (mainly object and structural planning in service phases 1 to 9). Special requirements are associated with the planning of alternative construction-time processes. The drainage of the roads and bridges, including discharge points, must be renewed in accordance with the rules.
Extensive documents of the inventory as well as a recalculation are available for each of the three buildings. In the case of BW 1.167, static strengthening measures are required in addition to the renovation measures of the contractor. The specialist planning (structural engineering) of an external office for the upgrading measures must be integrated into the company's own planning.
Of particular importance in this project is the planning of the construction phase in connection with possible diversion and replacement traffic and, if necessary, associated organizational measures. The large number of different interests as well as time dependencies on other grid-related measures must be coordinated against the background of the construction site allocation. Alternative construction phases and associated alternative traffic routing of all traffic (on and under the bridges) must also be planned according to fundamentally different requirements.
The detailed evaluation of the alternatives in connection with traffic phases and construction processes is to be developed across disciplines and compared in terms of schedule, technology and economy.