Seen from here the Freihafenelbbrücke stretches before us. It marks the end of Hamburg’s deep-sea port. This bridge is more than just a crossing. It is a symbol of Hamburg’s maritime strength. Nearly 150 years ago Hamburgers gained the ability to cross the Elbe on bridges. They were no longer reliant on ferries.
The Freihafenelbbrücke is the oldest structure in this ensemble. It is almost 300 meters long. There is concern that the Freihafenelbbrücke may be demolished. This bridge deserves to be preserved. Construction began in 1914. World War I halted progress in 1917. The Freihafenelbbrücke was completed in 1926. It featured a four-lane road, a wide sidewalk and a track for the port railway.
The port needed a direct route across the Elbe. The Freihafenelbbrücke provided this. The free port was outside of customs territory. The customs authority helped fund the bridge to avoid unnecessary checks. The Freihafenelbbrücke even has an unused upper level. This was intended for two subway lines to Wilhelmsburg and the port. Those lines were never built.
Drivers experience the lower level as a gallery. It is framed by supporting structures. The Freihafenelbbrücke appears robust. Its steel structure weighs 6856 tons. It is three to four times heavier than the nearby bridges. Gustav Leo was the chief building director in 1926. He said the bridge achieved static clarity. He continued the project started by Friedrich Sperber. He worked with engineers from the city’s building department.
Like the nearby railway bridges the Freihafenelbbrücke uses German arches. These were popular with German engineers at the time. They were used in Russia and Japan too. Hamburg may have the only German arches with two levels. The Flender AG built the superstructures. Each has a span of nearly 100 meters and is 17 meters wide. The main structure is made of high-quality iron. This was the first time it was used in Hamburg.
The foundations also have a unique feature. Steel-reinforced concrete caissons were used with pressurized air. This was a first in Germany. Workers in the caissons removed material under pressure. They were just two meters from the wooden pile foundations of the neighboring bridge. They dug nine meters below the riverbed. The city wanted this depth for future Elbe dredging.
Even external heritage conservationists recognize the Freihafenelbbrücke’s national importance. They cite technical traffic and urban planning reasons. However the Hamburg Port Authority wants to replace parts or all of the bridge. Werner Lorenz is a professor of construction history. He says the Elbbrücke is suitable for preservation. Key parts of the structure are not stressed to their limit.
Lorenz also renovated the U2 subway line viaducts in Berlin. The Freihafenelbbrücke represents early 20th-century steel construction. It features expressive rivet patterns. The planned two-level traffic system recalls urban utopias. A pedestrian and cycle path on the upper level could create a Hamburg version of New York’s High Line. This two-story structure could be a highlight for Hamburg residents and visitors. The new Elbbrücken subway station is nearby. It opened on December 9.
The port authority does not seem to consider preserving this landmark. They propose rebuilding the bridge piers and the damaged middle section without justification. They do not consider options for refurbishment. Many key questions remain unanswered.
Lorenz admits that a new building is simpler. However further research and an international design competition could transform the Freihafenelbbrücke into a global attraction. Preservation could even be cheaper than a new building.