The Moreelsebrug is getting closer to becoming reality. Recently, everyone involved has been working hard to round off the design ready for implementation. Using 3D engineering, every nook and cranny has been mapped out and further elaborated technically. Actual construction started in June, when the building contractor took possession of the construction site and the first piles went into the ground. The bridge comprises six sections, each in turn made up of various components. These are prefabricated in Friesland under ideal circumstances, free from the influence of weather and other possible disruptions. They then arrive ready-made at the building site and only have to be assembled there, which reduces the work on location to a minimum.
material for the skin of the bridge consists of 12 mm-thick steel plate, which
is cut in a computer-controlled process. Similarly, in a mainly automated
process, the various components will subsequently be welded together and then
given a protective coating. The section now in production is 39 metres in length
and consists of two parallel trough girders, V-shaped supporting pylons and
steel tree tubs. The pylons are circa eight metres high. The tree tubs will be
placed under the bridge deck, in the middle zone between the trough girders.
The trees themselves were grown in Limburg and are circa seven metres in
height. They have now been dug up and placed in rooting tubs for the time being
so that the roots can get used to their new surroundings. Root anchorage, water
drainage, an irrigation system and special tree granules contribute further to
providing an optimum place to grow.
Together the components that are now in production will soon form the bridge spans at the West bus station. They will be ready in November and will then be transported to Utrecht. Transport will take place by road and also over water. As a result, the components can be delivered in the largest size possible, which minimizes assembly time at the location. After all, the time and space available for placing the components above the busy railway line is limited. The bridge sections will be placed mainly at weekends during the short periods when there are no trains running. Train traffic will then be diverted to the other half of the railway. Completion of the bridge with glass banisters, electrical connections and so on will be carried out once the bridge sections are in place. Delivery and commissioning of the Moreelsebrug is expected at the end of 2016.