Statement on the Planned Demolition of the Ohetal Bridge

The demolition of the Ohetal Bridge would mean the loss of an exceptionally valuable testament to 19th-century engineering. Completed in 1877 as an impressively delicate lattice truss structure, it appears to be largely preserved in its original state to this day. The remarkably high authenticity of the structure is further enhanced by its significant importance in construction engineering history: with Heinrich Gerber—head of the South German Bridge Construction Company responsible for the iron superstructure—one of the leading German bridge engineers of his time was directly involved in the project.

The clear, unornamented truss design exemplifies an engineering aesthetic that, already in the late 19th century, anticipated key characteristics of later architectural modernism. Even contemporary accounts praised the successful design of the Ohetal Bridge as a structure of “overwhelming impression.” Yet the cultural significance of such engineering structures goes far beyond their successful design. Just as a Romanesque monastery, a late medieval timber-framed street, or a Baroque garden are undisputed cultural heritage sites that today communicate the social conditions, ways of thinking, values, and capabilities of their time, so too do the bridges of the late 19th century—materialized in cast iron and steel—stand as testimonies to the production conditions, engineering practices, design ideals, and above all, the unbroken belief in progress that characterized the era of high industrialization.

Despite this, even the very few surviving railway bridges of that time are threatened with demolition nationwide. For a long time, the arguments cited for their removal were considered compelling, and in particular, material fatigue in steel bridges is a serious concern. However, current research approaches and findings allow for more nuanced assessments of actual load-bearing and fatigue capacity, as well as novel options for targeted, localized reinforcement while preserving the structure as a whole. Initial successful examples strikingly demonstrate the potential of such approaches. Ultimately, they can not only help preserve the “construction heritage,” but also offer an ecologically far more sustainable alternative to outdated new-build thinking: namely, repair and adaptive reuse.

Even though we do not know the specific technical or functional reasons that may make the preservation of the Ohetal Bridge appear impossible, we urgently appeal to the responsible authorities and decision-makers to critically scrutinize these arguments with great care, and to seriously and proactively consider possible—perhaps even unconventional—alternatives for preservation. Preserving outstanding examples of historic infrastructure is not an exercise in nostalgia – it is a responsible contribution to a culture of construction that is both mindful of memory and committed to sustainability.

Univ. Prof. Dr.-Ing. Werner Lorenz and Dr.-Ing. Roland May – on behalf of SPP 2255.

Ohetalbrücke, Montageplan für Öffnung I, Stand September/Oktober 1876 (Deutsches Museum, NL 044/0526, Bl. 8, CC BY-SA 4.0, https://creativecommons.org/licenses/by-sa/4.0)

Ohetalbrücke, Aufblick Öffnungen I und II von Südosten (© Clemens Knobling 2025)

Ohetalbrücke, Öffnung III von Osten (© Clemens Knobling 2025)

Ohetalbrücke von Osten (© Clemens Knobling 2025)

Ohetalbrücke, Montage des Überbaus von Öffnung III, 30.4.1877 (Deutsches Museum, NL 044/0064, Bl. 15, CC BY-SA 4.0, https://creativecommons.org/licenses/by-sa/4.0)

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