Английская Википедия:Golden Horn Metro Bridge

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Шаблон:Short description Шаблон:Redirect Шаблон:Infobox bridge

The Golden Horn Metro Bridge (Шаблон:Lang-tr) is a cable-stayed bridge carrying the M2 line of the Istanbul Metro across the Golden Horn in Istanbul, Turkey. It connects Karaköy and Küçükpazarı on the European side of Istanbul, and is located between the Galata Bridge and Atatürk Bridge, approximately Шаблон:Convert east of the latter.[1][2][3] It is the fourth bridge across the Golden Horn[3][4] and entered service on February 15, 2014.[5]

The bridge enables a direct connection between Hacıosman metro station in the Sarıyer district (at the northern end of the M2 line), and the Yenikapı transport hub in the Fatih district (at the southern end of the M2 line.)[1][2][6]

Project

Файл:İstanbul - Haliç Metro Köprüsü inşaatı r2 Şubat 2013.JPG
Golden Horn Metro Bridge under construction in February 2013, with the Atatürk Bridge in the background.

The idea of the bridge was first mooted in 1952 but only really came to life during the period when Kadir Topbaş was mayor of Istanbul (2004-17).

After the new metro line was approved by the city's Monument Protection Board and the tunnels relating to it had been completed, the Metropolitan Municipality put out a tender for construction of the bridge. By 2005, a total of 21 proposals had been submitted to the Monument Protection Board, but none was found to be sufficiently in harmony with the city's skyline. Even the successful design, by architect Hakan Kıran, was considered controversial..

In November 2009, the proposed height of the towers was reduced from a projected Шаблон:Convert to Шаблон:Convert after UNESCO threatened to remove Istanbul from its list of World Heritage sites.[2][3][6] The top level of cables was also reduced from Шаблон:Convert, and then lowered even further to Шаблон:Convert in 2011. This revised design was approved in February 2012.[3]

The bridge's conceptual design was carried out by French engineer and bridge specialist Michel Virlogeux, who also designed the Yavuz Sultan Selim Bridge (Third Bosphorus Bridge) across the Bosphorus strait.[3] Turkish architect Hakan Kıran was responsible for the architectural design and served as the construction supervision. Wiecon Consulting Engineers & Architects carried out the structural engineering work for the bridge.[3] It was built by a partnership between the Italian firm Astaldi and the Turkish Gülermak Ağır Sanayi İnşaat ve Taahhüt A.Ş.[2]

Construction began on January 2, 2009,[1][3] and was initially meant to be completed within 600 days.[2] Eventually it was finished on January 9, 2013. Test runs for the new metro began the next day, and the bridge went into service on 15 February 2014.[1][7] The cost of the construction was Шаблон:Euro146.7 million.[2][8]

Because of the historical character of the bridge's surroundings, the project underwent several revisions. For example, the discovery of a Byzantine-era vault on the Unkapanı/Küçükpazarı side of the bridge during excavation works for the pier foundations necessitated a redesign of the project.[3] The design of the swing bridge operator's command building also had to be revised when the wall of a Byzantine-era basilica and a graveyard on the same bank came to light.[3]

The eventual design pays homage to the city's maritime heritage with support towers shaped to look like horns and hull-shaped supports for the platforms.

Architecture

Файл:GoldenHornMetroBridge 06.JPG
The bridge connects the Beyoğlu and Fatih districts on the northern and southern shores of the Golden Horn. The Süleymaniye Mosque and Beyazıt Tower can be seen in the background.

The cable-stayed bridge has an overall length of Шаблон:Convert between Azapkapı (Beyoğlu) and Unkapanı/Küçükpazarı (Fatih), and a span of Шаблон:Convert over water.[1][6][8] The longest span between the two towers is Шаблон:Convert.[9] It is flanked by viaducts on both sides which connect the bridge with the metro tunnels on each side of the Golden Horn.[2][3] Nine cables are connected to each side of the two towers in harp-design[8] starting at a height of Шаблон:Convert.[1][10] To reinforce the soft bedrock, dozens of steel pipe piles with diameters of Шаблон:Convert and Шаблон:Convert,[2][3] supplied from Europe, were driven more than Шаблон:Convert deep into the ground using a hydraulic hammer .[1][3][6] The two steel supporting towers are Шаблон:Convert high,[3][6][10] Each rests on a nine-pile group while for the side supports four- or five-pile groups were built.[3]

The Шаблон:Convert bridge carries two railway tracks between two Шаблон:Convert[3] sidewalks at a height of Шаблон:Convert above sea level.[1][6] The deck is a Шаблон:Convert box girder.[3]

On the Unkapanı/Küçükpazarı side, a Шаблон:Convert swing bridge - essentially a cantilever structure - permits passage for large ships.[1][2][3] It has Шаблон:Convert and Шаблон:Convert spans, which rest on a central pier.[3] Controlled from a room on a platform between the bridge and the shoreline, the swing bridge turns at a right angle about the vertical axis after lifting, and provides about Шаблон:Convert free clearance within four to six minutes.[3] The swing bridge is intended to be open once a week between the hours of 1:00 and 5:00 in the summer time, and twice a week during these hours in the winter months.[6]

Файл:Golden Horn Metro Bridge.jpg
The south tower of bridge with the Süleymaniye Mosque in the background

A station with a Шаблон:Convert platform, suitable for holding an 8-car train, is situated in the middle of the bridge.[1][2][3][8] It extends across the full length of the main span, and is capped with a Шаблон:Convert canopy.[3] The metro line over the bridge is expected to transport around one million passengers daily.[1][6]

A good or bad thing for the city?

Файл:GoldenHornMetroBridge 02.JPG
Haliç metro station of the M2 line on the bridge.

The design of the Golden Horn Metro Bridge was initially controversial.[8] Chambers of architects and city planners, as well as many citizens, complained that the plans originally approved by UNESCO had been changed without permission. The design was also said to damage the city's historic skyline.[8] However, now that the Metro is open fewer complaints are heard, and the Haliç station and walkways have eased communication between the areas on either side of the bridge for non-car owners.

See also

References

Шаблон:Commons category Шаблон:Reflist

Шаблон:Crossings navbox Шаблон:Bridges in Turkey

Партнерские ресурсы
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Разное

  1. ↑ 1,00 1,01 1,02 1,03 1,04 1,05 1,06 1,07 1,08 1,09 1,10 Ошибка цитирования Неверный тег <ref>; для сносок h1 не указан текст
  2. ↑ 2,0 2,1 2,2 2,3 2,4 2,5 2,6 2,7 2,8 2,9 Ошибка цитирования Неверный тег <ref>; для сносок ibb не указан текст
  3. ↑ 3,00 3,01 3,02 3,03 3,04 3,05 3,06 3,07 3,08 3,09 3,10 3,11 3,12 3,13 3,14 3,15 3,16 3,17 3,18 3,19 3,20 Ошибка цитирования Неверный тег <ref>; для сносок bde не указан текст
  4. ↑ Ошибка цитирования Неверный тег <ref>; для сносок hmk не указан текст
  5. ↑ Ошибка цитирования Неверный тег <ref>; для сносок h2 не указан текст
  6. ↑ 6,0 6,1 6,2 6,3 6,4 6,5 6,6 6,7 Ошибка цитирования Неверный тег <ref>; для сносок tz1 не указан текст
  7. ↑ Шаблон:Cite web
  8. ↑ 8,0 8,1 8,2 8,3 8,4 8,5 Ошибка цитирования Неверный тег <ref>; для сносок tn1 не указан текст
  9. ↑ Шаблон:Cite webШаблон:Dead link
  10. ↑ 10,0 10,1 Ошибка цитирования Неверный тег <ref>; для сносок hdn1 не указан текст
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