Dissing+Weitling: Mobility over 50 years

cMobility

Artillerivej 86, 3. tv.

DK-2300 København S dw@dw.dk +45 3283 5000 CVR 34900639 www.dissingweitling.com Research and editorial management Susanne Bendsen and Dea Lindegaard Copyright Copyright Dissing+Weitling, authors, graphic designers and photographers.

Thank you to everyone who helped by digging up text, pictures, illustrations and their memories from a forgotten time.

All photos belong to Dissing+Weitling unless otherwise stated.

Design, layout and cover Hey Jack Studio Printed by Narayana Press 1st edition 2021

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Moving architecture

cMobility

cContents

Bridge design and mobility

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The Great Belt Fixed Link

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The Bicycle Snake

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Zweite Hinterrheinbrücke

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aBridges in Copenhagen

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Queensferry Crossing

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Samuel De Champlain Bridge

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aBridges in Sweden

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Stonecutters

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Køge Nord Station

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The Hålogaland Bridge

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Kulkransporet

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Kangaroo Point Green Bridge

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aBridges in China

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Hemei Bridge

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eTimeline

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Contact

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Acknowledgements

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cBridge design and mobility

Over the past 30 years, Dissing+Weitling has worked its way up to become one of the world's leading architecture firms within bridge design and mobility. To date the firm has been involved in more than 400 bridge and site development projects in 60 different countries across six continents.

The team of experts has exported solutions all over the world.

The passion for bridge design and devising tailored solutions to link different spaces and places has been there from the very start – ever since the day in 1989 when a very unusual project set Dissing+Weitling on the path to an extensive bridgedesigning venture.

The Dissing+Weitling bridge department works closely with public and private clients on large- and small-scale projects in a range of environments – from small pedestrian and bicycle bridges such as the Bicycle Snake (Cykelslangen) in Copenhagen to largescale signature bridges like Stonecutters in Hong Kong and the Great Belt Fixed Link (Storebæltsforbindelsen) in Denmark. The team is flexible and ready to reorganise at short notice to a wide range of collaborative models. Using interactive sketching and precise 3D-modelling, the team develops concepts, ideas and designs in collaboration with clients and project partners.

In the autumn of 1989, the firm was asked if it might be interested in designing the architecture of the Great Belt Fixed Link located in Denmark. Naturally, Dissing+Weitling had no hesitation in accepting the commission, given that the firm had worked on an extensive range of design projects ever since assuming the legacy of Arne Jacobsen’s architectural firm; designing a bridge was not so very different from designing a chair, the architects believed, it was merely a question of scale!

Dissing+Weitling was awarded the project alongside the landscape architectural office Jørgen Vesterholts Tegnestue.

How it all began

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Dissing+Weitling’s work on the Great Belt Fixed Link was the start of a long learning process, a tradition for close collaboration with contractors and engineers, and a perpetuation of the legacy and methodology the firm was grounded in.

The decision to venture into this new area of business – bridge architecture – was also driven by a deep curiosity and a desire to develop the best possible solutions based on comprehensive analyses of functional requirements, landscape topology and cultural contexts.

Arne Jacobsen’s approach to design is characterised by a high degree of aesthetic integrity, visual sophistication, and a desire to achieve a synthesis of structure and aesthetics. This philosophy formed the foundation of the firm’s approach to bridge design – and continues to do so. Work on the Great Belt Fixed Link project opened a new world of opportunities for the firm, inspiring Dissing+Weitling to apply the newly gained knowledge and experience in fresh ventures.

International breakthrough Another major opportunity presented itself in 1993 when Dissing+Weitling joined a group of firms which, after drafting a project for the Øresund Bridge, were employed as consultants to the building contractor.

In contrast to the team of consultants who worked on the Great Belt Fixed Link, the team for the Øresund Bridge project was made up of international firms. Several of these firms subsequently became regular business partners of Dissing+Weitling, and this became the start of a strong international network and multiple international commissions.

The firm’s major international breakthrough came in 1997 with its winning submission for

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the Poole Harbour Crossing project located in England. Although the bridge was never actualized, its direct and elegant aesthetics encapsulates a philosophy that has become synonymous with Dissing+Weitling’s approach. The international interest attracted by the competition itself also served to raise Dissing+Weitling’s international profile.

From mega bridges to recreational trails A second milestone in Dissing+Weitling’s mobility history was the Stonecutters competition in 2000, which the firm won. The dual three-lane motorway bridge spanning the entrance to Hong Kong’s container port allowed the firm to work on projects in the Far East and paved the way for other major mobility projects in this region of the world, including the ShenZhong Link and some of the world’s longest suspension bridges.

Today, the firm is also involved in smallerscale pedestrian and bicycle bridge projects in China. The international success of the Copenhagen Bicycle Snake bridge in particular raised the firm’s profile as a provider of mobility solutions and revitalisation of urban spaces. This led to Dissing+Weitling’s involvement in the world’s longest bicycle bridge located in the Chinese city of Xiamen - the Xiamen Bicycle Skyway - and the Xiamen Mountains-to-Sea Trail (formerly Health Footpaths) in the same city, which comprise a 23-km-long network of footpaths and seven unique bridges.

A contribution to Copenhagen cycling culture In Copenhagen, Dissing+Weitling’s bicycle bridges have helped develop a more interconnected and green capital city. The City of Copenhagen’s ambitious bicycle strategy has resulted in more pedestrian and bicycle

bridges, which create links between different parts of the city and provide cyclists and pedestrians with safe, healthy and direct mobility solutions.

Dissing+Weitling’s contributions include the Cycle Superhighways, Quay Bridge (Bryggebroen), Åbuen and not least the Bicycle Snake, which has become a prizewinning Copenhagen landmark. The newly constructed Køge Nord Station has also become a feature for public transport, and a milestone in a range of mobility projects in the Greater Copenhagen Area.

Dissing+Weitling takes great satisfaction in contributing to a healthy cycling culture in Copenhagen, and the city’s bridges have become catalysts for the firm’s fundamental philosophy with respect to both mobility and buildings: architecture should make a positive difference to the lives of the people who use it every day.

This is because an architectural solution is about much more than solving the practical challenge of getting from point A to B. Architecture has the power to revitalise run-down areas, to make life more fun and to make it safer. A well-designed bridge is a bridge in harmony with the landscape, simple in concept, sophisticated and sculptural. Such a bridge can reinvigorate local infrastructure and possess an architectural value, making people proud of the bridge for as long as it stands.

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cProjects

cThe Great Belt Fixed Link

cThe Great Belt Fixed Link

The crown jewel of Danish bridges Type Road bridge and rail tunnel East Bridge: suspension bridge with simply, suspended box girders West Bridge: low-level bridge, concrete construction Location Zealand-Funen, Denmark

The Great Belt Fixed Link

Years of construction 1988 - 1998

Admitted to the Danish Ministry of Cultural Affairs’ Culture Canon for Architecture as a unique feat of architectural engineering, the Great Belt Fixed Link (Storebæltsforbindelsen) connects East and West Denmark and remains one of the world’s largest bridge and tunnel links.

It is one of the reasons Danish bridge design is so internationally renowned, and it has opened up new horizons for Dissing+Weitling.

Today the bridge is considered part of Denmark’s shared cultural heritage, but during the time of construction, the project was not at all popular with the general public.

One reason for this was perhaps the brutal nature of the swathe of major infrastructure projects during the post-war years that disfigured so many cities and landscapes throughout the world. People had forgotten that bridges can actually be very beautiful.

There were also doubts about how the project would be financed, and growing concern about the impact on the environment. In architectural circles, bridges were not considered ‘proper’ architecture; a view also voiced by some at Dissing+Weitling.

Nonetheless, the firm submitted a 20page tender, and despite having no prior knowledge of bridge design, Dissing+Weitling won the contract.

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Client A/S Storebæltsforbindelsen Collaborators Engineers, East Bridge: COWI B. Højlund Rasmussen Rambøll & Hannemann Engineers, West Bridge: COWI Carl Bro Group Leonhardt, Andrä und Partner Engineers, tunnel: COWI Mott MacDonald Ltd. Landscape architect: Jørgen Vesterholts Tegnestue Total length 6.7 km Main span of suspension bridge 1,624 m Selected awards Danish Culture Canon for Architecture, The Danish Ministry of Culture, 2006 European Award for Steel Structures, ECCS, 1999 Outstanding Structures, FIP Award, 1998 Photography Susanne Jensen

"... all the lines combine to create a joyous feast for the eyes. The bridge’s trajectory across the strait amplifies its sculptural impact, creating space and introversion for the full, bowed shape of the East Bridge.

Two sweeping arcs across the landscape, stretching between two enormous bridge towers, meet above the sea’s horizon. The bridge radiates a kind of rugged vulnerability and fills us at once with a sense of humanity’s insignificance and greatness.

The Great Belt Fixed Link

The East Bridge is a refined, graceful design on a massive scale. Spacious, panoramic, imposing – and politically visionary – an auspicious encounter between form and function and a reflection of the art of collaboration between great minds.

When driving through the bridge’s towers, there is a sense of cathedrallike devotion and a sublime harmony between the sky, sea, light and the shape of the bridge itself, its materials, colours and details.

The bridge tells the story of Denmark as a close-knit island nation. It brings the promise of forging new family and social bonds between Danes, while also challenging Denmark’s regional, historical and cultural differences as we move into a new era.”

– The Danish Ministry of Culture’s grounds for admitting the Great Belt Fixed Link’s East Bridge to the Danish Culture Canon for Architecture, 2006.

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Background

The Great Belt Fixed Link

The creation of a permanent link across the Great Belt had been a dream for many years, and work had begun on a similar project in the 1970s, although it was later abandoned for financial reasons. In 1987, the Danish Parliament passed a law on construction containing ‘a zero option clause’ with respect to the environment and water flow.

A state-owned limited company called A/S Storebæltsforbindelsen was set up to take charge of the construction project.

In 1988, three firms of architects and three landscape architects were invited by the contractor to submit applications, and following a series of interviews, Dissing+Weitling and the landscape architect Jørgen Vesterholts Tegnestue were appointed to draw up designs for the architectural and landscape elements of the project. The artist Ole Schwalbe was hired as a special adviser.

As the responsible partner Poul Ove Jensen was given the task of heading the work that would become the start of a major expansion of Dissing+Weitling’s business and the establishment of the team that has brought the firm global recognition in bridge architecture.

A tradition of attention to detail Working on a project of this size was new for Dissing+Weitling, but a grounding principle of the work was the firm’s tradition for meticulous attention to detail and design.

Daniel Hayden, a current partner at the firm, was at that time a new face and was asked by Poul Ove Jensen to draw up the details for the formwork of the 60-metre-tall anchor block in 1:1 scale.

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“That work was a key part of my architectural education. It gave me an awareness that even the smallest details can have consequences for the bigger picture. Attention to details has characterised my work as an architect.

You’re constantly fine-tuning the small elements to find the best solutions.”

– Partner and Architect Daniel Hayden.

The client A/S Storebæltsforbindelsen insisted that the project combine the best technology and architecture at that time and from day one, the architecture should be integrated into the design of every single element of the structure. Work proceeded in close collaboration with the project’s engineering consultants, and many of the ideas were conceived at weekly workshops on Dissing+Weitling’s office boat on Christianshavn Canal in Copenhagen.

The Great Belt Fixed Link

Back then, the most important tools in the firm’s work were sketches and models, countless examples of which were produced at the studio. This is how the firm went about the architectural design and coordination of all the sub-elements of the bridge, providing an overview of the project.

Combined bridge and tunnel link The Great Belt Fixed Link is a combined bridge and tunnel link spanning the Great Belt and connecting the islands of Funen and Zealand. In total, it is 17 kilometres long and comprises a four-lane motorway and a two-lane railway crossing the strait via two bridges, a tunnel and an artificial island built as an extension of the island of Sprogø.

The motorway and railway cross from Funen to Sprogø via two parallel low-level bridges, known as the West Bridge. From Sprogø the railway runs through a man-made tunnel to Zealand, while the motorway runs across a suspension bridge, crossing the international shipping lane through the Great Belt. The suspension bridge, known as the East Bridge, is the most spectacular element of the link, and for many people the first thing that comes to mind when they think about the Great Belt Fixed Link.

The West Bridge is a simple concrete bridge.

However it has an exceptional trajectory, stretching in a long arc from Sprogø to an elegantly touch down on the shores of Funen.

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The Great Belt Fixed Link

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All the sketches were drawn by hand, and hundreds of models were built from cardboard. This was during an era before computers and 3D-modelling.

Crossing the West Bridge offers a constantly changing panorama of the Funen coastline (for motorists travelling from Zealand) and Sprogø and the East Bridge (for those travelling from Funen).

The East Bridge The dimensions of the suspension bridge were governed by safety requirements for shipping navigation through the strait. The bridge had to provide a vertical clearance of 70 metres and a minimum horizontal clearance of 1,500 metres. In order for the pylons to be erected in relatively shallow waters, and to ensure there was no risk of collision from large ships, it was decided that the bridge would have a span of 1,624 metres: a new world record at that time.

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The optimum height for the pylons – both statistically and proportionally – was calculated at 254 metres. Today the record-breaking main span and the tall pylons make for a spectacular and memorable sight, which few people who have made the crossing will ever forget.

The elegant bridge typology

The Great Belt Fixed Link

A common and prominent feature of all suspension bridges is the curve of the main cables. There is only limited scope for altering the ratio between the main span and the height of the pylons, which is similar in regards to the adjustability between the main span and the side spans. The thing that can make a suspension bridge stand out from the crowd is the design of its individual elements; its bridge girders, pylons and anchor blocks.

Simply put, this is what an architect has to work with.

Modern suspension bridges possess an exceptional elegance and beauty when they can incorporate the type of bridge girder used in the Great Belt Fixed Link: The aerodynamic steel girder, which remains stable even in high winds.

Ground-breaking architecture The majority of suspension bridge pylons are designed for simple and speedy erection rather than out of consideration for statics, materials consumption or appearance. But the Great Belt Fixed Link saw the invention of a pioneering new design: The pylons are constructed from concrete, and the plasticity of this material is utilised to give the pylons a simple, monolithic shape which boldly expresses the forces at play.

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The Great Belt Fixed Link has cemented Denmark’s status as a bridge-building nation and was a milestone in Dissing+Weitling’s history, honing the architects’ expertise. The Link was the first in a series of international bridge projects, launching the firm into the big league of global bridge construction.

e Prior to the construction of the Great Belt Fixed Link, all large scale suspension bridge pylons incorporated a substantial crossbeam beneath the bridge girder. The purpose of this crossbeam is to buttress the leg of the pylon, but in order to highlight how the entire bridge girder is suspended between one anchor block and the next, the crossbeams on the Great Belt Fixed Link are placed above the bridge deck. In order to withstand the wind force transferred from the bridge girder to the legs of the pylon, the dimensions of the pylon legs are gradually increased downwards.

Although the suspended bridge girders put the Great Belt Fixed Link in a class of its own it was a challenge to convince the international panel of experts employed by the project that they were indeed a good idea.

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The design of the anchor blocks proved to be particularly demanding, and innumerable solutions were tried out. The blocks are gigantic – measuring 120 by 75 metres – and it was a matter of finding a design that harmonised wit h the other elements of the bridge while still rendering their function transparent. This became one of the elements that gives the bridge its unique and characteristic appearance.

The bigger picture

Opposition from the public softened as the bridge began to take shape, and by the time it was completed and inaugurated

by Her Majesty Queen Margrethe II it had become the people’s bridge. Fears of a financial catastrophe proved unfounded; the bridge was a great financial success. The environment had not suffered any permanent harm, as some had predicted; on the contrary, the artificial island has provided a habitat for an abundance of birdlife, and in the sea north of the island, eelgrass is positively thriving.

The Great Belt Fixed Link

The monumental suspension bridge is what comes to most people’s minds whenever the Great Belt Fixed Link is mentioned, and this also made Dissing+Weitling famous.

Together with Jørgen Vesterholts Tegnestue, Dissing+Weitling was responsible for the entire project. In addition to the bridges and the tunnel, the team helped plan how the project integrated within the landscape of the artificial island and the coastline on both sides of the strait. The bridge required a system of approaches linked to the existing road network, a toll facility and administration, as well as operations and maintenance buildings. All these elements were designed by teams of engineers, and to ensure that the outcome was coherent throughout, good coordination between the architects working on both the bridge and the landscape elements was crucial.

“At one of the many meetings to discuss the crossbeam, I remarked that I simply couldn’t understand why it absolutely had to be beneath the bridge girders, to which Professor Fabio Brancaleone replied: ‘Now that you say it, we’ve probably put it there because it’s always been put there.’ ‘Is that a good enough reason?’ I asked. ‘No, not really,’ answered Brancaleone, and that was the end of that.”

– Architect Poul Ove Jensen.

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1cThe Bicycle Snake

cThe Bicycle Snake

Raising the bar for urban spaces and cyclists Type Bicycle bridge. Steel deck and girders with integrated columns Location Copenhagen, Denmark

The Bicycle Snake

Years of construction 2010 - 2014

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With its fluid, harmonic shape, effortless design and boost to the surrounding urban space, the Bicycle Snake (Cykelslangen) has become a symbol of Copenhagen’s status as the world's most bicycle-friendly city and of the city’s high standard of urban design. It has also raised the profile of Dissing+Weitling’s bicycle bridges worldwide.

Client City of Copenhagen Collaborators Rambøll MT Højgaard Length 230 m Span 22 m Selected awards Icon Award, Danish Design Award, 2018

“It is a delight to cycle along the Bicycle Snake!” This was the enthusiastic response of Danish national newspaper Politiken in its review of Copenhagen's new bicycle bridge in 2014. And the public followed suit.

In no time at all, Copenhageners took the winding bicycle bridge into their hearts, and according to the City of Copenhagen’s traffic data, the number of cyclists using the bridge is growing year by year.

Copenhagen, The European Prize for Urban Public Space, 2016

The bicycle bridge snakes its way between the surrounding buildings, linking Dybbølsbro Bridge to the Quay Bridge, which was also designed by Dissing+Weitling. Where the Quay Bridge ends on the ‘Copenhagen side’ of the harbour, the Bicycle Snake playfully picks up the slack. The two bridges combine to transport cyclists over the sheltered harbour basin and the area along the quayside to Kalvebod Brygge on the Amager side of the harbour.

Wan Transport Award, 2014

Higways & Bridges, Architizer A+ Awards, 2015 Beautiful Architecture Award, City of Copenhagen, 2015 Store Arne, The Danish Association of Architects, 2015 Graphite Pencil, Spatial Design, Public Community Spaces, D&AD Awards, 2015 Raise the Bar Award, City of Copenhagen, 2013 Photography Rasmus Hjortshøj – COAST Studio Ole Malling

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The beams beneath the bridge lend the underside of the structure an organic beauty, while the guardrail of slender bannisters leans slightly in towards the centre, giving the top of the bridge a dynamic quality.

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Breathing life into urban spaces Copenhageners now use the surrounding space as a meeting place, something they never did before, and pedestrians on the concourse beneath the bridge no longer need to make way for passing cyclists. The bridge allows cyclists to weave their way 6-7 metres above the harbour and it adds a new architectural element to the local landscape, ultimately stimulating life and activity in and around the bridge.

The Bicycle Snake

The Bicycle Snake has activated the urban space in three dimensions, revitalising its surroundings.

“It’s an intelligent, minimalist design and an exceptionally fine piece of workmanship; in creating it the designers have honoured the legacy of Arne Jacobsen. (...) It offers a glimpse of a city of the future in which cyclists are so highly valued that they are raised high into the air like trophies, proclaiming Copenhagen as a pioneering green city.”

– Politiken’s Architecture Editor Karsten R. S. Ifversen.

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The Bicycle Snake’s striking orange colouring has its origins in a 3D model to which colour was only added to make it easier to see. When the architects found out that Copenhagen’s Cycle Superhighways were also orange, the local authority gave the firm permission to retain the orange colouring in the final bridge.

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Slim and functional design

For safety, LED lighting is incorporated into the handrails so that the bridge lights up in the dark, casting an even, but not dazzling light that lends the bridge a pleasing appearance at night.

The Bicycle Snake

In terms of construction, the Bicycle Snake is a variation on the Quay Bridge, with a central, closed steel girder forming the load-bearing spine of the bridge from which the deck of the bicycle track projects on either side. With a modest breadth of at most 22 metres, the design is slim and weight has been kept to a minimum allowing the bridge to be hoisted into place in segments. Structurally, the deck of the bridge is integrated with the columns, eliminating the need for a bearing frame and associated maintenance.

Lauded by the international media The Bicycle Snake has garnered copious attention in Danish and international media and has played a central role in branding both Copenhagen and Dissing+Weitling’s urban mobility solutions.

Tourist organisations and media such as Politiken, Berlingske, the BBC, The New York Times, Wired, Detail and El Pais, to name but a few, have written glowingly about the bridge.

The Guardian ran the following headline after the opening of the bridge: "Why can't all cities have bike bridges like Copenhagen's new Cycle Snake?"

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The Bicycle Snake

The enormous interest the Bicycle Snake has received from abroad can be attributed to its architecture and the fact that the City of Copenhagen decided to prioritise a bridge ‘exclusively for cyclists’. Dissing+Weitling have hosted visits from numerous international delegations wanting to see the Bicycle Snake in person, and many have remarked that the City of Copenhagen’s decision to prioritise cycling is unusual – and inspirational.

Awards and exhibitions The Bicycle Snake was exhibited at the 15th International Architecture Exhibition in Venice in 2016, Beijing Design Week 2020, the Danish Architecture Centre and Kids’ City 2020 and it has received many awards, including the Icon Award in the Danish Design Award 2018.

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“From the day it opened, Copenhageners fell in love with the gently winding bicycle bridge and its impressive vista. The elegant solution puts cyclists first as it conveys them safely and majestically over the harbour entrance and it firmly underscores the city’s profile as a sustainable metropolis. A visionary piece of architecture which unites us and has the whole city standing proud.”

– Jury statement, Danish Design Award, Icon Award 2018.

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cZweite Hinterrheinbrücke

cZweite Hinterrheinbrücke

Complementary bridge design in the Swiss Alps Type Steel shell supported by quattro-pods resting on concrete pillars Location Reichenau, Switzerland Years of construction 2015 - 2019

Zweite Hinterrheinbrücke

Client Rhätische Bahn AG (RhB) Collaborators Walt+Galmarini AG Hager Partner AG Flint & Neill Length 200 m Span 63 m Selected awards 20th anniversary of the Symposium Bridge Construction Brückenbau in Leipzig, 2020 Prix Acier, Der Schweizer Stahlund Metallbaupreis, 2021 Photography Walt+Galmarini AG

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Zweite Hinterrheinbrücke is part of a railway line in the Swiss Alps on UNESCO’s World Heritage List, and it was designed to augment the surrounding landscape.

The goal was to design a complementary ‘sister bridge’ in unique natural surroundings, such that its design and construction form a companion piece to both the historic Erste Hinterrheinbrücke railway bridge from 1895, and not least the surrounding Alpine landscape in the canton of the Grisons on the Albula railway line.

Bridge ensemble The new 1,000-tonne steel structure stands at the confluence of the Rhine’s two major tributaries, where several historic bridges are woven into the landscape. The bridge is characterised by its transparent design, which integrates itself closely within its surroundings.

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The cohesiveness of both bridges is evidenced by their minimalist form, reflecting the style and technology of the centuries in which they were built. The younger bridge comprises a steel shell supported

by V-shaped steel arms resting on concrete pillars that mirror those of the older bridge.

The bridge carries the railway line over the River Hinterrhein and the A13 motorway, and it has increased passenger capacity on the Chur-St. Moritz and Chur-Disentis-Muster train routes. The abutment provides access to the older lattice footbridge, offering magnificent views of the landscape. The footbridge has been integrated into a local network of footpaths.

In 2015, Dissing+Weitling’s design for the bridge won an open prize competition held by the Rhaetian Railway, and the project was realised in partnership with landscape architects Hager Partner AG and engineers Flint & Neill and Walt+Galmarini AG.

“Our goal was to create an elegant and minimalist design in close harmony with the exceptionally beautiful local landscape, and to ensure that the bridge is always seen as a companion to the older bridge a stone’s throw away. So, the two neighbouring bridges combine to form a single ensemble.”

– Architect and Partner Steen Savery Trojaborg.

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Zweite Hinterrheinbrücke was officially opened on 18 October 2018 when the first train rolled across the bridge: the 1,000-tonne steel structure thereby passed its stress test. Daily rail operations commenced as planned on 4 November the same year, easing the strain on the 120-year-old ‘older sister bridge’, which underwent renovation.

aBridges in Copenhagen

Over the past few decades, Dissing+Weitling has contributed to transforming Copenhagen into a more connected and green capital city, with the Bicycle Snake as a symbol of the city and this development. The City of Copenhagen’s ambitious strategy to make the capital a pioneering cycling city has led to the creation of more pedestrian and bicycle bridges. Due to this strategy different parts of the city have become better connected, making it safer, healthier, and faster to get from point A to point B via foot and bicycle.

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A selection of bicycle and pedestrian bridges in Copenhagen The Quay Bridge Port of Copenhagen 2001 - 2006 The Åbuen Ågade 2005 - 2008 The Bicycle Snake Dybbølsbro 2010 - 2014 Cycle superhighways Design inspiration brochure for cycling infrastructure 2013 - 2014 The Folehaven Bridge Vigerslevsparken 2015 - 2020

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Type Bicycle and pedestrian bridge Location Copenhagen, Denmark Years of construction 2001 - 2006 Client City of Copenhagen Collaborators Carl Bro Gruppen Pihl & Søn Length 190 m

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At night, the handrails on the Quay Bridge light up like a ribbon across the harbour, while the underside of the bridge is illuminated by lights from below.

The Quay Bridge – the backbone across the harbour entrance Perfectly situated between Havneholmen and Islands Brygge – and since 2014 forming an “extension” of the Bicycle Snake – the Quay Bridge (Bryggebroen) is central to Copenhagen’s drive to improve conditions for cyclists. It provides a short cut for students biking to and from the University of Copenhagen’s Søndre Campus, and likewise for the thousands of Copenhageners who now cycle and walk everyday between the urban neighbourhoods of Vesterbro and Islands Brygge, which were hitherto separated by the harbour. A quick and easy route with a magnificent view of the water, it has also breathed new life into the harbour milieu. Constructed in 2006, it was the first bridge built by the City of Copenhagen across the harbour in 50 years.

The bridge comprises of a 190-metrelong swing bridge with a steel structure stretching between two jetties in a gentle arc - a rhomboid spine from which the bicycle and pedestrian lanes extend like lightweight wings to minimise the height of the structure and thereby ensure a gentle ascent across the arch of the bridge. The bridge opens to allow ships to pass through by means of a swivel mechanism situated high above the water’s surface.

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Type Bicycle and pedestrian bridge Location Copenhagen, Denmark Years of construction 2005 - 2008 Client City of Copenhagen Frederiksberg Municipality

Åbuen – a link between residential areas Situated above the main Ågade artery that runs between Nørrebro and Frederiksberg, Åbuen plays a key role in developing Copenhagen into a greener and more connected capital city.

When commissioning the new bridge, the municipalities of Copenhagen and Frederiksberg wanted to create an original and attractive piece of urban infrastructure.

In the words of the panel of judges, Dissing+Weitling was chosen to realise the project out of a desire to achieve an “elegant” and “graceful” bridge design.

The bridge is constructed from steel, giving it an effortless and transparent appearance.

The bridge is made up of a handful of simple elements: a deck, a load-bearing arch, a suspension system, handrails, and light fittings, and stretches between abutments on each side of Ågade without the aid of intermediate supports. The deck and arch were hoisted and mounted in the 2008 Easter holiday, causing minimal inconvenience for motorists.

With its arching and effortless shape, Åbuen complements the massive tenement blocks in the area and forms a natural continuation of Nørrebro’s winding green cycle route. In the context of Ågade, Åbuen’s tilted arch welcomes travellers into the city like a dramatic introduction to Copenhagen: a kind of modern-day city gate.

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Collaborators COWI Schønherr Selected awards City of Copenhagen Architecture Award, 2009 Length 60 m

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Åbuen was the first major bridge to connect multiple neighbourhoods of Copenhagen. Today the bridge provides a safe route for pedestrians and cyclists to and from school, nursery and home.

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Type Bicycle and pedestrian bridge Location Copenhagen, Denmark Years of construction 2015 - 2020 Client City of Copenhagen Collaborators COWI Kragh & Berglund Length 150 m

The Folehaven Bridge – safe passage and eye-catching design The Folehaven bicycle and pedestrian bridge opened in April 2020, and at the time of writing it represents the latest addition to Dissing+Weitling’s portfolio of bicycle and pedestrian bridges in Copenhagen. Similar to Dissing+Weitling’s other bicycle bridges, the Folehaven Bridge helps to improve traffic safety and increase green travel in the city, while also being uniquely situated with a striking appearance.

Situated at the end of the Holbæk motorway, the bridge functions as a city gate facing west and a portal into Copenhagen. It marks a transition into the city: a landmark that would be hard for motorists to miss, seemingly floating effortlessly over their heads.

The bridge was conceived as an integrated element of Vigerslevsparken. Its eye-catching appearance derives from its inverted fine latticework, in which the steel masts, each a different length, dip and reach towards the heavens like the branches of a tree.

They almost appear to hover in the air, unsupported, forming a kind of stylised landscape of their own.

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The Folehaven bicycle and pedestrian bridge forms part of Vigerslevsparken’s extensive green belt. The bridge provides cyclists and pedestrians with a safe route to cross over the motorway at a point which previously saw a large number of road accidents.

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cQueensferry Crossing

cQueensferry Crossing

Prestigious bridge project in historic surroundings Type Multi-span cable-stayed bridge supported by three towers Location Queensferry, Scotland Years of construction 2013 - 2017 Client Transport Scotland

Queensferry Crossing

Collaborators Jacobs Arup Joint Venture Flint & Neill Niels Gimsing Total length 2.7 km Main span 650 m Selected awards Institution of Civil Engineers, ICE Saltire Awards, Greatest Contribution to Scotland, 2018 Major Project Award, Royal Academy of Engineering, 2020

Queensferry Crossing, where the M90 motorway crosses the Firth of Forth near Edinburgh, is Scotland’s largest and most important infrastructure project of modern times. The bridge represents a pinnacle of architecture and engineering by virtue of its huge scale and location.

Queensferry Crossing replaces the Forth Road Bridge: a suspension bridge built in the 1960s that no longer has sufficient capacity for the massive increase in traffic and is now reserved for public transport. The two road bridges join the famous red Forth Rail Bridge built in 1890, to form a unique ensemble of three bridges exemplifying the finest bridge design of the past three centuries.

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Photography VisitScotland

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Queensferry Crossing proudly takes its place as a modern signature bridge alongside its neighbours, the Forth Rail Bridge and the Forth Road Bridge.

Queensferry Crossing

Innovative bridge design The bridge is 2,700 metres in length, and it comprises of a three-tower cable-stayed bridge with two 650-metre-high main spans and two 325-metre side spans, along with approach bridges supported on pillars of varying spans. The bridge girders are of a composite construction, consisting of steel frames with cast concrete slabs.

The distinctive feature of the three-tower cable-stayed bridge is that the central pylon must be rigid to prevent the bridge deck from being deformed by asymmetric loading.

A conventional solution to this would be to employ a more substantial central pylon, but in this case, the centre pylon of the main span is buttressed by crossed braces. This represents a new and innovative solution, lending the bridge a unique simplicity and elegance.

Fit for a queen On September 4, 2017 Queensferry Crossing was opened in a storm of media coverage.

There were 3,600 guests in attendance to see a spectacular light show, a concert, and a visit from Queen Elizabeth II, who cut the ribbon.

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"The three magnificient structures we see here – spanning three centuries – are all feats of modern engineering and a tribute to the talents, vision and remarkable skills of those who designed and built them."

– Queen Elizabeth II, inaugural address at the opening of the Queensferry Crossing.

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The bridge’s cables can be replaced as part of regular maintenance work without needing to close the bridge, which is a crucial advantage given that the bridge is a major thoroughfare.

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cSamuel De Champlain Bridge

cSamuel De Champlain Bridge

Canadian signature bridge constructed in record time Type Road bridge Location Montreal, Canada Years of construction 2013 - 2019 Client Infrastructure Canada

Samuel De Champlain Bridge

Collaborators Arup Canada Length 3.4 km Main span 240 m

For 60 years, the Samuel De Champlain Bridge has spanned the Saint Lawrence River and Saint Lawrence Seaway, a body of water that links the Atlantic Ocean with the Great Lakes. It represents one of the most important transportation corridors in Canada and is vital for both the local and national economy.

The new bridge directly replaces the original bridge built in the 1960s, that had become so dilapidated that there was a genuine risk of it collapsing. For this reason, the new bridge had to be built as quickly as possible.

Mandatory geometry At the initial meeting with the client, Infrastructure Canada, it was stressed that the project had three strict requirements: the construction of the new bridge had to be completed within four years, the project had to stay on budget, and the finished bridge had to be beautiful, with the potential to become a new Montreal landmark.

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Selected awards Prix Infrastructures, Association Québécoise des Transports (AQTr), 2019 Governmental Leadership Award, Canadian Society for Civil Engineering, 2019 Canadian Institute of Steel Construction Award of Excellence, 2019 Excellence in Structural Engineering Award, National Council of Structural Engineers Association, 2019 American Council of Engineering Companies Award, 2020

Samuel De Champlain Bridge

The architects managed to convince the client that in order to ensure the beauty of the end result, it would be necessary to stipulate in the tender documents that the geometric design of the bridge could not be altered without permission from the client. Subsequently, the tender documents submitted included a set of ‘definition drawings’ which would guarantee that the appearance of the bridge was precisely as planned. This agreement was rather exceptional in North America and was one of the key reasons for the success of the project.

The tender documents for the project were prepared within just seven months. This was only made possible by a close and frictionless collaboration between engineers, architects and a highly competent client.

Workshops were held monthly, each a week in duration, concluding with a meeting with Infrastructure Canada at which the following three weeks’ work was arranged.

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Samuel De Champlain Bridge

Panorama view of the river and skyline With a total length of 3.4 kilometres, the bridge follows a gentle curve in order to dovetail as neatly as possible into the existing road network and to give those crossing the bridge a better experience.

The bridge reaches its apex in height above the Saint Lawrence Seaway at its eastern extremity, where motorists are greeted by a shifting panorama of the river and the Montreal skyline as they approach the city along the long sweep of the bridge.

The bridge is constructed with three separate bridge girders – two for vehicle traffic and one in the centre for a light railway. In addition, a pedestrian and bicycle path with observation platforms extends from the main bridge.

Work on constructing the bridge was limited to a few, short windows, and therefore takes the form of a cable-stayed bridge with two slender pylons. To minimise the number of pillars in the river, the three bridge girders are supported by gantries giving the bridge perhaps its most striking feature. These gantries are the first thing most people notice when viewing the bridge from either the shore or the river.

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“It’s a unique project. A tendering project with a seven-month turnaround, an intense, close collaboration between engineers, architects and a resolute client, and tender conditions that specify the bridge’s precise geometry.

This is quite exceptional in North America.”

– Architect Poul Ove Jensen.

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The Champlain Bridge is a metropolitan bridge and given that many city dwellers primarily see it from below, an extra effort was made on the underside of the structure.

To keep construction time to an absolute minimum, and due to the bitterly cold local winters, the bridge was planned so that all elements besides the foundations could be prefabricated.

A beloved landmark From the very start there was local scepticism towards the federal project, but by the time it was complete the mood had changed.

Montreal has taken the bridge to its heart, and the media has been effusive in its praise.

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aBridges in Sweden

Dissing+Weitling has designed bridges in about sixty different countries, but the firm has left its mark in Scandinavia in particular.

Recent years have seen a collaboration across the Øresund on several bridge and mobility projects in Sweden – ranging from major road and rail bridges such as the Øresund Bridge, the Råån Railway Bridge and the Bothnia Line, to smaller-scale pedestrian and bicycle bridges such as the Sofiero Footbridge, the Munksjö Bridge and the University Bridge.

Dissing+Weitling have designed bridges for epic Swedish landscapes and for busy city centres. At the time of writing, Dissing+Weitling has commenced construction of three bridges in Gothenburg, Oxberg and Nacka, close to Stockholm.

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Selected bridges in Sweden Øresund Bridge - architectural consultant for the overall bridge project Øresund 1994 - 2000 1994 - 2000 Råån Railway bridge Helsingborg 1996 - 2000

Skuru Bridge Road bridge Stockholm 2012 - 2022

The Bothnia Line Rail bridge and tunnels The Bay of Bothnia 2000 - 2010

Sofiero Footbridge Pedestrian bridge Helsingborg 2015 - 2018

University Bridge Road, pedestrian and bicycle bridge Malmö 2001 - 2004

Mötesplats Nacka Transport hub and urban space Nacka 2017 -

Munksjö Bridge Road, pedestrian and bicycle bridge Jönköping 2002 - 2006

Oxberg Road and railway bridge Oxberg 2020 - 2024

Hisingen Bridge Road, bicycle and pedestrian bridge and light railway Gothenburg 2013 - 2021

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Type Road, bicycle and pedestrian bridge and light railway Location Gothenburg, Sweden Years of construction 2013 - 2021 Client Gothenburg Municipality

Hisingen Bridge The Hisingen Bridge, with its striking design and essential functionality, is set to become Gothenburg’s new landmark and a catalyst for the city’s development. The bridge, which has been dubbed Arpeggio, replaces the Göta Älv Bridge and crosses the heart of Scandinavia’s most important commercial harbour, connecting the centre of Gothenburg and Hisingen. The bridge is used by pedestrians, cyclists, motorists and public transport.

The new Hisingen Bridge is a vertical-lift bridge, and it occupies less of the shoreline than the original bridge. The bridge is 440 metres in length and features a spectacular centre span, resting on four imposing towers, that can be raised 30 metres above the water.

The main span normally stands at a height of 12 metres, but can be raised a further 18 metres to allow ships to pass through.

The bridge, the waterfront, and the city The architecture of the bridge integrates the bridge with the surrounding milieu, the city and the harbour, creating a sweeping vista with its large spans. The design of the bridge echoes the large boat-loading cranes that pepper the harbour, evoking imagery of ships and harbour machinery. It is a major new development forming part of the city’s ambitious development plan, and it has the potential to become a cherished landmark in Gothenburg.

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Collaborators ELU Konsult Leonhardt, Andrä und Partner Length 440 m Photography Max Hjalmarsson

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Dissing+Weitling was responsible for the design of the winning entry in 2013 in collaboration with the Swedish engineering firm ELU Konsult and Leonhardt, Andrä und Partner from Germany.

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Type Road bridge Location Stockholm, Sweden Years of construction 2012 - 2022 Client The Swedish Transport Administration, Stockholm Collaborators Leonhardt, Andrä und Partner ELU Konsult Length 373 m

The Skuru Bridge Stockholm’s two iconic Skuru bridges, built in 1914 and 1957, are running out of capacity and will soon be joined by a new bridge, “Kontrapunkt”. The bridge was designed as a visually uncomplicated structure and will form part of a harmonic ensemble of bridges.

Skuru bridge located in Nacka close to Stockholm has been designed to integrate with the existing older bridges and will improve mobility for the large number of commuters travelling to and from the Swedish capital.

The new bridge has been constructed without towers, cables, cable stays or an observation platform. In contrast to the existing structure, the new bridge rests on steel and concrete columns. These design choices lend the bridge an effortless construction – a slender, aerodynamic steel deck, with the new bridge pillars lining up parallel with the existing pillars. The new bridge thus complements the old bridge without obstructing the view.

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The Skuru Bridge will share the strait with the existing bridge, which is a copy of the original arched bridge built in 1914. At that time, it was the largest concrete bridge in northern Europe, and it has attained an iconic status among bridge experts worldwide.

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Type Road and rail bridge Location Oxberg, Sweden Years of construction 2020 - 2024 Client The Swedish Transport Administration Collaborators COWI Arkitema Length 104 m

The new Oxberg rail bridge, together with a separate road bridge, will replace one of Sweden's few remaining fully integrated road and rail bridges spanning the Österdal River north of Oxberg in Dalerne in Sweden. The scenic surroundings of Österdal are home of the world’s largest cross-country skiing trail, Vasaloppet - the design of the new bridge will reflect the history of this unique place, while also pointing to the future.

“[The] Kinetik [bridge] is a harmonious design in which form, structure and feasibility are all given equal weight, bearing witness to a highly successful collaboration between the architect and the engineer. The two bridges have been designed as a single, unified architectural whole, creating a striking silhouette. The fine details of the bridge have also been thoroughly thought through, such that the structure impresses both from a distance and up close.”

In 2020, Dissing+Weitling’s design for the bridge won an international competition held by the Swedish Transport Administration.

– The award selection committee’s reasoning for choosing Dissing+Weitling’s design, “Kinetik”.

Oxberg road and rail bridge

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The Oxberg road and rail bridges have a simple yet sophisticated design – with their dynamic appearances they blend organically into the surrounding area and speak to the grandeur of the site of a world-famous cross-country skiing trail.

“We’ve come up with a design which, considering all of its technical, environmental and aesthetic qualities, has the potential to become the beloved landmark the town is looking for. The design evokes the movement of a cross-country skier. With its modest size, it reminds us that we are in the countryside, and yet in a momentous place. The bridge’s large crystalline surfaces will sparkle in the sunlight in a harmonious interplay with water and nature.”

– Partner and Architect Jesper B. Henriksen.

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Type Footbridge Location Helsingborg, Sweden Client Helsingborg Municipality Collaborators Schlaich Bergermann Partner Becht Lenght 57 m Selected awards Stållbyggnadspriset 2021

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Sofiero Footbridge The Sofiero Footbridge was inspired by the picturesque Sofiero Palace and grounds.

The bridge was designed as a simple, almost transparent arched structure floating above a lush, green ravine. Its organic, gently curving S-shape blends effortlessly into the hills and winding paths of its surroundings, respecting the verdant flora all around and creating an almost fairy-tale-like atmosphere that evolves with the seasons.

The bridge comprises a steel structure with a guardrail formed of lightweight, V-shaped bars supporting a thin steel mesh fence. The wooden handrail incorporates LED lighting which illuminates the elegant bridge in an ethereal, hazy glow in the hours of darkness.

The trick was to create a single-span bridge, supported from below, that would not disturb the ravine. The bridge was constructed offsite, then assembled and hoisted into place on site. The bridge girders, tensioned by cable from below, integrate seamlessly with the winding trajectory of the deck.

Despite the jungle-like undergrowth and the unstable nature of the soil on which it stands, which posed technical challenges to the design and implementation of the project, the bridge was built with the least possible disruption to its surroundings.

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1cStonecutters

cStonecutters

Monumental bridge in Hong Kong Type Cable-stayed bridge with aerodynamic steel deck Location Hong Kong, China Years of construction 2000 - 2009

Stonecutters

Client Hong Kong Highways Department

Stonecutters spans the entrance to one of the busiest container ports on the planet, Kwai Chung Container Terminal. The bridge connects Hong Kong International Airport and the Kowloon Peninsula, and at the time it was constructed, it was one of the world’s longest cable-stayed bridges with a span of 1,108 metres.

The bridge was the result of an international design competition held by Hong Kong Highways Department. The competition attracted the foremost bridge designers from across the globe and aimed for a worldclass design which could form the basis of a detailed project plan. It was emphasised that the bridge needed to be a landmark and a symbol of Hong Kong.

Striking simplicity Hong Kong is an indescribable cacophony of shapes, colours, sounds and smells. It is a place where it is hard to stand out from the crowd. With this in mind the design team set out to create a contrast – an expression of serenity and simplicity – an approach which paid off, because they won the contract.

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Collaborators Flint & Neill Halcrow SMEDI Length 1.5 km Main span 1,108 m Selected awards The Institution of Structural Engineers, The Award for Highway or Bridge Structures, 2010 International Road Federation's Global Road Achievement Awards, Design Category, 2010 Hong Kong Institution of Engineers & The Institution of Structural Engineers’ Structural Excellence Award, 2010 Tien Yow Jeme Award, China Civil Engineering Society, 2011 Chartered Institution of Highways and Transportation, Major Projects Award, 2011 George S. Richardson Medal Award, International Bridge Conference, 2011 Photography John Nye Wilson Lee

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Stonecutters has a critical flutter wind speed of approx.

200 m/sec, easily meeting the required 95 m/sec. For purposes of comparison, the Great Belt Fixed Link has a critical flutter wind speed of 70 m/sec.

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Stonecutters

The Design The biggest technical challenge with Stonecutters was that the bridge had to be able to withstand tremendous strain during typhoons. To provide the main span with sufficient rigidity and ensure aerodynamic stability, a bifurcated girder was employed, while the main span comprised two steel shells joined by cross girders, with two concrete shells on the rear stays.

Accordingly, it made sense to place the two pylons in the gap between the girders. At a height of 296 metres, the pylons form the most spectacular element of the bridge and are visible from across the whole city. The pylons have a simple design, cylindrical in cross section and tapering slightly towards the top. The lower section is concrete, while the upper section, to which the stays are anchored, has a composite construction with a stainless-steel shell. The concept for the bridge came about during one of the design team’s intense week-long trips to Hong Kong.

“We were convinced that the simple design was right for the project, but not that we would win the contract. But we won, and in so doing received praise from experts in Feng Shui, the Chinese philosophy of harmony.”

– Architect Poul Ove Jensen.

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At night, the bridge-girder crossbeams are illuminated, giving the girders the appearance of a glowing ribbon, while the pylons are capped with cylindrical glass lamps.

cKøge Nord Station

cKøge Nord Station

A landmark for public transport in the Greater Copenhagen area Type Footbridge, station Location Køge, Denmark Years of construction 2014 - 2019 Client BaneDanmark DSB Køge Municipality Collaborators COBE COWI Køge Nord Station

Length 225 m Selected awards Danish Construction Award, IABSE Denmark, 2019 Special prize for Exterior Passenger Stations, Prix Versailles World Finale, 2020 Nominated for the Mies van der Rohe Awards, 2022

Køge Nord Station represents a landmark among Dissing+Weitling’s modern mobility projects. The traffic hub of Køge Nord Station is a cornerstone of public transport and green mobility in the Danish capital region, and the design of the footbridge inspires wanderlust and motion; a range of complex infrastructural challenges have been solved and a new architectural attraction is born.

The 225-metre-long footbridge connects the new twin-track railway line for high-speed trains between Copenhagen and Ringsted with the existing S-train line on the other side of the Køge Bay motorway. As such, the station also forms part of the expansion of the European rail network, with multiple high-speed trains connecting Denmark to Germany and the rest of Europe.

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Photography Rasmus Hjortshøj – COAST Studio

“If Køge Nord Station sets the bar for station-building in the 21st century, we are witnessing the dawn of a golden age of public transport.”

– Newspaper Politiken’s Architecture Editor Karsten R. S. Ifversen.

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The inviting interior of the footbridge has a warm, Nordic touch, in contrast to its smooth, cool aluminium exterior, which plays off the station’s technological sophistication.

With built-in wanderlust The spectacular, long ‘steel snake’ winding its way over the road and railway gives commuters a magnificent panorama across the cultural landscape. The conventional dark, slightly chilly concrete surroundings of the railway station have been spiced up, invigorating the travel experience in a step forward for architecture and technical design, and all in the name of making journeys as pleasant as possible.

Commuters walking through the footbridge move past a sweeping, open vista to the north and smaller windows cut into the wooden panelling on its southern side.

The experience is at once panoramic and intimate; both spacious and with room to stop, take a breather and enjoy the view.

“Our goal was to produce a new class of footbridge which transcends the purely practical and functional. The interior features wooden panelling, giving commuters a warm, tactile experience as they make their way from A to B or wait for their connection.

This is an inviting space, a model of simplicity in contrast to typical stations and transport hubs.”

– Partner and Architect Steen Savery Trojaborg.

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Køge Nord Station

e Køge Nord Station won the 2019 IABSE

Denmark Danish Construction Award, the 2020 Exterior Passenger Stations special prize, the Prix Versailles World Finale in 2021, and has been nominated for the Mies van der Rohe Award in 2022.

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The footbridge takes the form of a long, serpentine tube with obliquely truncated ends. The southern facade serves to shade travellers, while the northern side is open with a 180° panorama.

As well as the station and the footbridge, the project includes a green space with bike and car parking.

“Banedanmark showed great vision and courage, both in holding the competition and in their choice of winning entry, and today we can rejoice over the result: a towering architectural achievement which will serve to raise the profile of the region and show what Danish architects and engineers are capable of when they work together.

The bridge has already proven to be “picture postcard material”, but the most important thing is the positive impact the bridge and the station have had on so many people’s everyday lives.”

– Architect and Partner Jesper B. Henriksen.

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cThe Hålogaland Bridge

cThe Hålogaland Bridge

A landmark in Arctic Norway Type Suspension bridge Location Narvik, Norway Years of construction 2007 - 2018 Client Narvik Municipality Collaborators COWI Length 1,533 m

The Hålogaland Bridge

Main span 1,145 m Photography Harald Harnang COWI

The Hålogaland Bridge spans the Rombak Fjord close to Narvik and is part of European route E10, which connects the southernmost and northernmost Norway. The surroundings and the layout of the site presented a unique opportunity to design an exceptional and iconic landmark in the midst of a dramatic and majestic scenery.

With its twin lanes for motor traffic and a combined bicycle and pedestrian thoroughfare, the bridge is remarkably narrow relative to its span. For this reason, the two pylons that support the bridge are A-shaped, with the corresponding main cables hanging at a diagonal. This makes the bridge highly stable, and the pylons combined with an aerodynamic bridge girder help to withstand the battering of powerful Atlantic storms. The slender bridge underwent a wind tunnel test, and it pushes the envelope for aerodynamic design.

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The Hålogaland Bridge reduces the distance by road between Narvik and the region’s new airport by 17 kilometres and was built to circumvent the frequent avalanches and landslides on this route.

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With a main span of 1,145 metres, The Hålogaland Bridge is the longest bridge ever constructed inside the Arctic Circle.

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The bridge girder in the main span comprises a streamlined steel shell, while the approach bridges employ a concrete girder supported by concrete pillars.

The Hålogaland Bridge

The concrete pylons are simple, but uniquely formed. Both the flare of the facets towards the top, and the corbels below the crossbeam make the pylons instantly recognizable. The saddles are enclosed in steel structures to protect them and inspection crews from the elements. These steel structures have round, glass-covered openings, and are illuminated from within, allowing them to function as lamps at night. The lighting was also designed

by Dissing+Weitling.

The diagonal angle of the cables increases the bridge’s stability and gives those crossing the bridge a unique sensation of space. The main cables are anchored directly into the bedrock, eliminating the need for standard anchor blocks.

The concept for the bridge came about after the design team, engineers and architects spent an intense week together in Narvik.

Seeing the region’s breath-taking natural scenery first-hand proved to be the decisive moment in shaping the project. The goal, and the final result, was a bridge with its own unique identity, in harmony with the imposing landscape that surrounds it.

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cKulkransporet

cKulkransporet

From industrial relic to socially sustainable urban space Type Preexisting coal crane track

Kulkransporet

Location Aarhus, Denmark

The Kulkransporet project is a central element of Aarhus Municipality’s transformation of the Sydhavn district of the city. Dissing+Weitling’s contribution to the project has been to design a bridge, while also providing knowledge about urban links and the ability of architecture to revitalise urban spaces.

Over the past few years, the former industrial area has been reimagined as an attractive, bustling neighbourhood for businesses and cultural activities, in which the remains of a tall concrete bridge play a central role. The ambition was to make Kulkransporet a model of social sustainability and to repurpose the area’s existing resources. The project builds on the area’s industrial heritage and existing culture and is designed around its historic coal bridge. The coal bridge dates from 1950, when it was built to transport coal via a crane from ships in the port to Aarhus Gasworks.

An urban space for everyone Kulkransporet comprises travel links, squares, and thoroughfares. It runs through the city like the spine of this new urban neighbourhood and drawing on its roots in the area’s unique identity, it connects the city centre and Sydhavn in a scenic procession. It forms a bustling public space and appeals to young families, students, the business community, and more vulnerable members of society.

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Years of construction 2018 Client Aarhus Municipality Collaborators TRANSFORM Lendager Group Søren Jensen Engineers VEGA Landskab Size 8,000 sqm urban space 170 m long bridge Visualisation TRANSFORM Dissing+Weitling

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Kulkransporet

Pedestrians can access the platform at three points: Via the Spanish Steps on Frederiks Plads, with broad, open steps and with a gradual ascent, or via “Kultårnet” or “Aktivitetstårnet”, which consist of open stairways encircling small landings on multiple storeys.

“Kultårnet” is a magnet for city and business life with its meeting places, cafes and community centre. “Aktivitetstårnet” encourages visitors to play, exercise and move around with a conservatory, a climbing net, trampolines and slides. The park surrounding and beneath Kulkransporet also invites to movement, with its log stepping stones, swings and a roofed skate park.

Repurposing of resources The area’s existing industrial materials were incorporated into the design of Kulkransporet.

For example, the towers are built from recycled steel. The area’s history is also plain to see in the area’s landscape design, with natural replanting playing a key role.

Care for the unplanned and the self-sown in Kulkransporet has been incorporated to allow space for diversity – both physical and social.

Beyond its bridge, steps, and towers, at the heart of Kulkransporet is a strategy to bring vulnerable members of the community back into the fold by providing them with drop-in centres and focused activities geared specifically to their needs. The intention is to give the socially vulnerable an active role in the local community by letting them help run communal facilities.

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“The bridge is an attempt at imagining how the urban infrastructure of the future might look, where a bridge is more than just a route from A to B. Here a sense of place, design, local culture and somewhere to simply hang out merge into something bigger.”

– Partner and Architect Jesper Henriksen.

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Together with TRANSFORM and others, in 2017 Dissing+Weitling won the contract to design Kulkransporet in a competition held by Aarhus Municipality. Building on the community’s visions and development plan, Dissing+Weitling was given the role of sub-consultant on the overall consultancy team, with specific responsibility for bridge construction.

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cKangaroo Point Green Bridge

cKangaroo Point Green Bridge

Multi-use pedestrian bridge in Brisbane area Type Multi-use pedestrian and bicycle bridge Location Brisbane, Australia Years of construction 2020 - 2023 Client Brisbane City Council

Kangaroo Point Green Bridge

Collaborators Blight Rayner WSP RWDI Besix Watpac Rizzani De Eccher ASPECT Studios Length 466 m

The Kangaroo Point Green Bridge will encourage sustainable and safe transportation within the busy city of Brisbane and include recreational opportunities for residents and tourists. It is destined to become a must-visit destination and to play a major role in boosting liveability in the Australian metropole.

The new bridge is a gateway to Brisbane’s city centre and Kangaroo Point Peninsula; the newest link in the city’s active green network.

Connecting key inner-city precincts, and encouraging sustainable transport options, the bridge will unlock new opportunities for how people move, play, and engage in the river city.

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The bridge design has several purposes: Brisbane is known as the river city and the new Kangaroo Point Green Bridge will help people get closer to the riverside, enhance connectedness and provide extra recreational spaces in the city – places to stop and enjoy a meal or a drink while taking in new views to the inner-city landmarks and new vistas along the Brisbane River.

Kangaroo Point Green Bridge

The winning design

The distinctive mast form appears lightweight and slender while enabling the deck to float through the structure, with a cap (pyramidion) on the mast. The cable connections provide a clean and uninterrupted mast expression.

The bridge enhances the city skyline and river-city experience and responds to the city’s subtropical climate by providing a shady canopy and green areas.

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aBridges in China

Dissing+Weitling’s work on bicycle and pedestrian bridges in China began in earnest in the wake of the international success of the Bicycle Snake in Copenhagen. The Bicycle Snake attracted the interest of Chinese clients in Dissing+Weitling’s work on urban revitalisation and mobility solutions. While the scale and pace of this work is worlds away from what is the norm in Denmark, the goal is the same: a desire for green transport solutions and wellbeing in Chinese cities struggling with air pollution and traffic congestion.

Dissing+Weitling’s mobility team is very accustomed to working in the Far East. The dual three-lane motorway bridge Stonecutters in Hong Kong has cemented Dissing+Weitling’s reputation in China as experts in bridge design and has paved the way for major new mobility projects such as the ShenZhong Link.

However, Dissing+Weitling’s work in China has taken a fresh turn with the design of a number of smaller bridges in an era when the country is seeking to balance its overwhelming reliance on motor cars with more green forms of transport.

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Selected bridges in China Stonecutters Road bridge Hong Kong 2000 - 2009 ShenZhong Link One artificial island, two elevated bridges, one immersed tunnel Guangdong, China 2016 Xiamen Bicycle Skyway Elevated bicycle bridge Xiamen, China 2016 - 2017 The Huangmao Hai Link Road bridges Guangdong, China 2019 -

Mobility projects

Xiamen Mountains-to-Sea Trail 7 bridges and network of footpaths Xiamen, China 2017 - 2020

Shenzhen Eye Shenzhen, China 2019 - 2020

Longmen Road bridge Guangzhou, China 2019 - 2023

BYD Pingshan Light railway stations Shenzhen, China 2018 -

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Type Elevated bicycle bridge Location Xiamen, China Years of construction 2016 - 2017 Client The City Government of Xiamen Xiamen Municipal Planning and Design Administration Collaborators JSTI Engineering CSCEC Steel Structure Length 7.6 km Photography Ma Weiwei

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Xiamen Bicycle Skyway won the Danish Design Award for 2019 in the category of Liveable Cities, the National Habitat Award, the China Living Environment Design Award and the Ministry of Housing and Urban-Rural Development Award for 2017.

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Xiamen Bicycle Skyway Xiamen Bicycle Skyway is the world’s longest bicycle bridge and China’s first elevated bicycle path. Dissing+Weitling was chosen to work on the project after the Bicycle Snake received international attention and won a host of awards, with Chinese delegations travelling to Copenhagen to see the bridge first-hand. The municipal government was inspired to start work on a similar project of its own in an attempt to address the city’s transport-related problems – increased vehicle traffic and pollution – and make it easier for citizens to travel by bike instead of car.

Xiamen Bicycle Skyway rises above a heavily congested road and links with a network of footbridges, ramps, roundabouts, bicycle parking and pavilions.

The bridge is 7.6 kilometres long and 4.8 metres wide, and it is on a completely different scale to the Bicycle Snake in Copenhagen. It is also situated in radically different surroundings; Xiamen Bicycle Skyway runs along and beneath the city’s existing elevated BRT (Bus Rapid Transit) skyway and covers the city’s five major residential areas and three business districts. The bicycle bridge has eleven on-ramps linked to eleven bus stations and two metro stations.

“Bringing new life to an otherwise dead part of the city and integrating different forms of traffic, the Skyway solves a very complex challenge.

Skyway involves Danish architects reviving a part of Chinese daily life – cycling culture – in a new context.

The design quality is impressive for a project on this scale, and the Skyway is overall a great example of how Danish design DNA can be adapted into a different local fabric.”

– Jury statement, Danish Design Award 2019, Liveable Cities.

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Type 7 footbridges and network of footpaths Location Xiamen, China Years of construction 2017 - 2020 Client The City Government of Xiamen Collaborators XMEDI – Xiamen Municipal Engineering Design Institute Schlaich Bergermann Partner Length 23 km Photography Schlaich Bergermann Partner /RAWVISION Studio

Xiamen Mountains-to-Sea Trail (formerly Xiamen Health Footpaths) Just a year and a half after Dissing+Weitling won the competition to design Xiamen Mountains-to-Sea Trail (formery Xiamen Health Footpaths), a 23-kilometre-long network of paths complete with seven bridges in Xiamen, the project entered the construction phase. The new Xiamen project follows in the footsteps of Xiamen Bicycle Skyway and represents yet another step up in scale and pace for the firm. This later project has received international recognition and it won the Liveable Cities category at the Danish Design Award 2019.

Xiamen Mountains-to-Sea Trail connect the southern Chinese metropolis with greener areas nearby, allowing the city’s inhabitants and visitors to walk along paths and across bridges in natural surroundings. The network of paths passes through residential and business neighbourhoods, linking park, forest, and waterside areas. The design of both the bridges and the paths is tailored to the rolling terrain of the city and the diverse natural landscape they pass through. The paths are ideal for hiking and jogging, and each of the bridges has a unique character of its own.

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“We prioritised the use of prefabricated components which are lightweight and thus easy to transport to the construction site using a minimum of machinery, thereby avoiding unnecessary damage to vegetation.”

– Partner and Architect Steen Savery Trojaborg.

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In common with the Yuanshan Bridge, all seven bridges were tailored to the surrounding landscape.

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cHemei Bridge

cHemei Bridge

A technical and aesthetic masterpiece Type Pedestrian bridge, suspension bridge Location Xiamen, China Years of construction 2017 - 2020 Client Xiamen Municipal Construction Development Co., Ltd. Collaborators XMEDI – Xiamen Municipal Engineering Design Institute Schlaich Bergermann Partner Hemei Bridge

Jiangsu Provincial Transportation Engineering Group Co., Ltd. Length 235 m

Xiamen's Hemei Bridge is a mono-cable suspension bridge with a curved deck and a free span of 217 metres – the longest of its type in the world. It stands out in terms of design and construction in the Xiamen Mountains-to-Sea Trail project.

The Hemei Bridge is one of the signature bridges in the 23-kilometre-long mobility project Xiamen Mountains-to-Sea Trail (former Xiamen Health Footpaths) initiated by the City of Xiamen to connect its urban centers with the surrounding nature on the island. In this project, seven large-span bridges traverse the existing infrastructure or natural topology and their different designs are intended to stand out from the simplicity and repetitiveness of the regular footpath.

In this venture, the Hemei Bridge is a technical and aesthetic jewel – a result of successful collaboration between architects and engineers.

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Selected awards International Urban Project Award (IUPA), finalist , 2021 Photography Schlaich Bergermann Partner/ RAWVISION Studio

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Hemei Bridge

A safe passage Hemei Bridge is located at the most prominent spot among the bridges, as most visitors to Xiamen pass under it when entering the Island via Haicang Bridge. It provides a safe and intersection-free passage for pedestrians between Xianyue Park and Huweishan Park, including children walking to and from school. It decouples pedestrian traffic on the bridge from the fast-moving traffic on the 17 lanes below.

Design for special surroundings The layout of the streets and the steep slopes at both ends of the bridge limit the space available for bridge piers to a large traffic island. The bridge design reflects these unique boundary limitations and requires only a single guyed mast. Combining the curved bridge deck with a mono-cable suspension bridge results in a structural system that can support a free span of nearly 220 metres.

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Construction of a light-weight design The curved bridge deck allows for a very slender deck cross-section, as both torsion and bending moments are comparatively small. The rotating moment created by the eccentrically arranged hanger cables is transferred through a compression ring in the upper flange and a tension ring in the lower flange of the hollow-box section of the bridge.

A visit to the site amplifies the conclusions from the drawing board. The bridge fits into its surroundings and its light-weight construction with its cable net and slender bridge deck make the bridge seem as if it hovers effortlessly above the hectic streets.

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“The carefully designed details underline the honest character of the bridge and the light-weight design philosophy behind it. All details are well-designed and well-engineered, exposed and reduced to the structural minimum. Thus, the knowledgeable observer can read and follow the flow of forces through the cable net and steel work to the spectacular spherical bearing at the base of the mast.”

– Andreas Keil Dipl. Ing., Schlaich Bergermann Partner.

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The grand mobility project Xiamen Mountains-to-Sea Trail connects residential areas and provides a safe route for children going to and from school.

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eTimeline 1965 Foyer constructed in Herrenhausen, Hannover. Arne Jacobsen in collaboration with Otto Weitling.

1975-1977, (1972) IBM administration building and data processing centre constructed in Hamburg, Germany.

1969 (1991-1997, 2020) Office block constructed for HEW (Hamburgische Elektricitäts-Werke), Hamburg, Germany. Arne Jacobsen in collaboration with Otto Weitling.

1978 Hans Dissing and Otto Weitling are awarded the Eckersberg Medal.

1969-1970 Novo Chemische Industrie constructed at Brucknerstraße 1, Mainz, Germany.

Arne Jacobsen in collaboration with Otto Weitling.

1969-1972 Burgtiefe constructed on Fehmern, Germany. Arne Jacobsen in collaboration with Otto Weitling. Subsequently D+W.

1978-1979 Teerhof, residential development, Bremen, Germany. Competition.

1978-1979, (1983-1992) Restoration and renovation of Copenhagen Central Station.

1986, (1975) Kurmittelhaus constructed in Burgtiefe auf Fehmarn, Germany.

1986, 1990 Design of two solicitor's offices, Jarding & Kyed, Copenhagen, Denmark.

1987 Community centre constructed in Rørvig, Denmark.

1987-2007 Renovation and transformation of Ny Carlsberg Glyptotek, Copenhagen, Denmark.

1988 D+W chosen as architects for the Great Belt Fixed Link project.

1970-1972 The Gymnasium Christianeum constructed in Hamburg, Germany. Arne Jacobsen in collaboration with Otto Weitling.

Subsequently D+W.

1978-1984, (1986) The Central Bank of Iraq completed in Baghdad, Iraq. Bombed the same year.

Restored and reopened in 1986.

1971 D+W founded by Hans Dissing and Otto Weitling as a continuation of Arne Jacobsen’s architectural firm.

1979 Novo Nordisk constructed on Novo Allé, Bagsværd, Denmark. Expanded in 19921993, 1994-1995, 19951997.

1971-1976, (1965) City Center Castrop, town hall and theatre, constructed in Castrop-Rauxel, Germany.

Arne Jacobsen in collaboration with Otto Weitling. Subsequently D+W.

1980'erne D+W has studios at multiple addresses in Christianshavn – initially at Wildersgade 46B and later at Dronningensgade 69 (the site of a former women's prison).

1972-1978 D+W takes over construction of Danmarks Nationalbank in its second phase.

1981 Diagnostic equipment for Novo Dianostic System A/S Design.

1989 D+W issues a commemorative stamp to mark the centenary of the founding of the Inter-Parliamentary Union.

1973 Sprengel Museum, Hannover, Germany.

Competition.

1981-1986, (1975) Nordrhein-Westfalen K20 Art Museum constructed in Düsseldorf, Germany.

1989 Kulturhuset Viften constructed in Rødovre, Denmark.

1973-1976, (1967) Town hall constructed in Mainz, Germany.

Arne Jacobsen in collaboration with Otto Weitling. Subsequently D+W.

1983 Design of office space for B&W Diesel A/S, Hvidovre, Denmark.

1989-1991 Renovation of the Folketeatret theatre, Copenhagen, Denmark.

D+W projects

1983-1984, (1977) Town Hall constructed in Neumünster, Germany.

1971-1975, (1970) Novo Industri A/S constructed on Hallas Allé, Kalundborg, Denmark.

1983-1985, (1981) Volksbank constructed in Neumünster, Germany.

1989-1991 The National Environmental Research Institute of Denmark (DMU), comprising laboratories, a foyer, canteen, atrium, and administration facilities built in Roskilde, Denmark.

1973-1976 Central Bank of Kuwait constructed in Kuwait.

1984 Flexible sign design SignLine designed for Novo Nordisk.

1975 Hvidøre Hospital extension and renovation.

1985, (1965) Europahalle Castrop-Rauxel constructed in Castrop-Rauxel, Germany.

1975-1977 The Royal Danish Embassy constructed on Sloan Street, London. Designed by Arne Jacobsen.

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1978-1979 D+W undergoes a transformation and relocates to a new address in Snorrebroens Pakhus, Overgaden Neden Vandet 45-47, Christianshavn, Denmark.

1985-1986 Roofed tennis court constructed for Gentofte Tennis Club, Denmark.

1985 AIR Titanium eyeglasses launched.

1988 D+W purchases a barge and converts it into a studio. ARK DW supplements the growing family of D+W premises in Copenhagen.

1988-1998 D+W employed as architectural consultant to the Danish Parliament.

1988-1989 Nykøbing Kultur Center renovated and expanded in Rørvig, Denmark.

1989-1992 The Telemax telecommunication tower, 290 m, erected in Hannover, Germany.

1990 D+W undergoes transformation and moves to new premises in the former B&W machine hall on, Christianshavn. Denmark.

1990 The headquarters of the World Bank, Washington DC. Competition, awarded 2nd place.

1990-1991, (expanded 1992-1995) Research laboratory and library constructed for Novo Nordisk, Måløv, Denmark.

1990-1992 The Technical Medical Centre constructed in Castrop-Rauxel, Germany.

1991 Jewellery gallery Galerie Tactus transformed, adding a display, sales and workshop area, Copenhagen, Denmark.

1991 Otto Weitling is awarded the C.F. Hansen Medal.

1991-1992 Lyngby Port office block and administration building constructed.

1992-1993 Værløse Town Hall constructed.

1993 D+W employed as consultants on the Øresund Bridge project.

1993 Novo Nordisk Pharma GmbH administration building constructed in Mainz, Germany.

1993 Novo Nordisk pharmaceutical factory C2 built in Måløv, Denmark.

1993-1994 Transformation of Støberihallen. Offices, a reception, canteen and other facilities built in Christianshavn, Denmark.

1993-1994 Novo Nordisk plastic moulding factory built in Hillerød, Denmark.

1993-1994 Holbæk Library constructed in Holbæk, Denmark.

1994 Business centre and residential properties built in Königs Wusterhausen, Germany.

1994 D+W wins an international design competition held by the EC for the embassies of 13 EU member states, Abuja, Nigeria.

1994-1995 Residential properties on Overgaden neden Vandet, Copenhagen, Denmark.

1995 Four commemorative stamps featuring illustrations of antique toys.

1995 D+W designs a range of cutlery for Fiskars (formerly Raadvad).

1995 Øresund Exhibition Centre. Exhibition centre, auditorium, shop, audience facilities, offices and other facilities, Kastrup, Denmark.

1995-1996 Expansion of teaching and research building, the Royal Veterinary and Agricultural University, Frederiksberg, Denmark.

1996 D+W wins an international design competition for Poole Harbour Bridge, England.

1996 Egebjerggård, Ballerup, Denmark, residential development for the housing association KAB. 1996 D+W celebrates its 25th anniversary.

1996 D+W is awarded an architectural prize by PAR (which has since become Danske Ark).

1996-1997 The Royal Danish Library storage and library building, University of Copenhagen built on Amager, Denmark.

1996-1998 The Langelandsgades Kaserne former military barracks, the Ridehuset riding school. Renovation and refurbishment, Aarhus, Denmark.

1996-1998 Rebuilding of the Schauspielhaus Kiel in Kiel, Germany.

1996-1998 Novo Nordisk insulin bottling factory built in Hillerød, Denmark.

1996-1998 The Great Belt Fixed Link, administration and toll centre, Halsskov, Denmark.

1997 Transformation of the forecourt at Forum.

Forum multi-storey car park. Forum Glass House in Denmark.

1997 Renovation of the Poelzig Ensemble, Goethe University Frankfurt, Frankfurt am Main, Germany.

1997 Administration building for Wihlborg, Malmö, Sweden.

1997-1998 Urban renewal, residential properties, Christianshavns Voldgade 49-59, Copenhagen, Denmark.

1998 Expansion of administration building for IBM, Allerød, Denmark.

1998 The Great Belt Fixed Link inaugurated by Her Royal Highness Queen Margrethe II, who wore D+W's AIR Titanium eyeglasses.

1998-1999 Residential properties built at Langelinie Horsens.

1998-2000 Boddenklinik district hospital built in Ribnitz Damgarten, Germany.

1999 D+W appoints a professional board of directors.

1999 D+W receives the King Frederick IX Honorary Award for meritorious contributions to Danish export trade.

1999 DaimlerChrysler’s headquarters built in Copenhagen, Denmark.

1999 Sonofon’s head office built in Copenhagen, Denmark.

1999 Two bridges spanning Mittelland Canal built in Hannover, Germany.

1999 D+W is awarded the Nykredit Architecture Prize.

2000 D+W wins the open prize competition Boliger på Byens tag, held by the Ministry of Housing and Urban Affairs and the investment fund Grundejernes Investeringsfond.

2000 Råån road bridge built in Helsingborg, Sweden.

2000 Bella Center Copenhagen built in Ørestad, Denmark.

2000 MT Højgaard’s head office constructed.

2000 New grandstand building and restaurant for Klampenborg Racecourse inaugurated.

2000 Gentofte Tennis Club constructed.

2001 Digiquant’s head office built in Roskilde, Denmark.

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2001 Transformation and expansion of Dragør Town Hall in Dragør, Denmark.

2001, 2014 COWI's headquarters built in Lyngby, Denmark.

2001 New head office for builders merchant Danske Trælast (formerly Højgaard & Schultz) built in Gladsaxe, Denmark.

2001 Comprehensive renovation of the Jugendstil-Festhalle, Landau theatre, Germany.

2001 Interior design of Logentheater Heilbronn theatre in Heilbronn, Germany.

2002 Renovation of head office and interior design for Georg Jensen and Royal Copenhagen, Frederiksberg, Denmark.

2002 Production and residential buildings built for Royal Scandinavia in Glostrup, Denmark.

2002 Conversion of office block, MT Højgaard, Denmark, completed.

2002 Headquarters for BankInvest and other clients in Sundkrogsgade in Copenhagen, Denmark.

2002 Hjørnegrunden, an office block, built on Kalkbrænderihavnsgade in Copenhagen, Denmark.

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2004, 2014, (1958) Extension to Arne Jacobsen’s Glostrup Town Hall in Glostrup, Denmark.

Reconstruction and refurbishment.

2004 Universitetsbroen opens in Malmö Port, Sweden.

2004 Apartment building KLP1 built in Ørestad, Denmark.

2005-2009 Social housing, Østergårdsparken, Tranbjerg Syd, Aarhus, Denmark.

2006 The Great Belt Fixed Link, East Bridge, admitted to the Danish Ministry of Culture’s Danish Culture Canon for Architecture.

2006 Quay Bridge opens in Copenhagen, Denmark.

2006 Renovation of frontage, ATP Ejendomme, Frederiksborggade, Copenhagen, Denmark.

2006 The Munksjö Bridge opens in Jönköping, Sweden.

2006 Allé Husene terraced houses built in Gladsaxe, Denmark.

2007, (2013) NNIT office building built in Søborg, Denmark.

2008 Office block KLP 2 built in Ørestad, Denmark.

2002 Steen Savery Trojaborg, Stig Mikkelsen and Daniel Hayden become partners in D+W's partner group.

2008 Åbuen bicycle and pedestrian bridge opens in Copenhagen, Denmark.

2003 DFDS's head office built in Port of Copenhagen, Denmark.

2008 The University of Copenhagen Søndre Campus Library inaugurated.

2003 The Nelson Mandela Bridge opens in Johannesburg, South Africa.

2008 Residential properties built at Tuborg Harbour Park in Hellerup, Denmark.

2003, (1938) Renovation of Arne Jacobsen’s Texaco service station, Gentofte, Denmark.

2008 DR News Headquarters built in Copenhagen, Denmark.

2003-2007, (1968, 1970-1973) Renovation and expansion of the Rheingoldhalle Convention Centre in Mainz, Germany.

2009 Stonecutters bridge erected in Hong Kong.

2009 Hotel Crown Plaza Copenhagen Towers opens in Ørestad, Denmark.

2009 Tradestone, pedestrian and bicycle bridge, opens in Glasgow, Scotland.

2009 Office block AB6 built on Amager Boulevard, Copenhagen, Denmark.

2010 The time zone watch Global Watch launched.

2010 The Bothnia Line, on the Bay of Bothnia in Sweden, opens.

2011 Copenhagen Royal Golf Club built in Ørestad, Denmark.

2012 Restoration of Carlsberg Museum, Copenhagen, Denmark, completed.

2012 Poul Ove Jensen is awarded the Eckersberg Medal by the Royal Danish Academy of Fine Arts.

2012 Danish National Biobank, Statens Serum Institut (SSI), Denmark, constructed.

2012 D+W wins an international design competition for the Hisingen Bridge in Gothenburg and the Skuru Bridge in Nacka close to Stockholm, Sweden.

2012D+W commences designing the new Storstrøm Bridge, Denmark.

2013 ECCO's hotel & conference centre, Tønder, Denmark, constructed.

2013 Transformation of ISS’ headquarters (formerly the NNIT building), Denmark.

2014 The Bicycle Snake opened in Copenhagen, Denmark.

2014, (2001) Renovation and conversion of COWI’s headquarters completed, Denmark.

2014Framework agreement with the University of Copenhagen, renovation of its older, listed building stock, Denmark.

2015 Glostrup Park Hotel expanded and converted, Denmark.

2016 D+W converts and moves into new office facilities in a former warehouse on Islands Brygge, Copenhagen, Denmark.

2016 D+W wins an open prize competition to draw up a plan for the sustainable housing development Degnejorden in Lejre, Denmark.

2016 Kresten Kirkegaard, Torben Lindquist and Jesper Henriksen join the partner group.

2016 The Osmangazi Bridge opens between Izmir and Istanbul, Turkey.

2016-2017 Xiamen Bicycle Skyway, the world’s longest bicycle bridge, opens in Xiamen, China.

2016-2021 D+W wins a competition to design a footbridge in Slagelse, Denmark.

2016D+W wins an international competition to design the cable-stayed bridge CebuCordova in the Philippines.

2016ShenZhong Link, comprising one artificial island, two elevated bridges and one immersed tunnel, commences construction in China.

2017 Transformation of the 1960s building Hollænderdybet in Copenhagen.

2017 Orbicon opens its new headquarters, Denmark.

2017 Queensferry Crossing opened with the participation of Her Royal Highness Queen Elizabeth II, Scotland.

2017(Formerly the office blocks HM2 and HM2B, 2009) Hotel Scandic Spectrum, Scandic Hotels’ largest hotel, Copenhagen, Denmark.

2017Victoria Greenhouse in the Botanical Gardens, Copenhagen, Denmark.

Dismantled, renovated, and relocated.

2018 Mersey Gateway Bridge in England opened with the participation of Her Royal Highness Queen Elizabeth II.

2018 Poul Ove Jensen receives an International Fellowship, awarded by Council and Honours Committee of Royal Institute of British Architects (RIBA) for his "major contribution to the world of design and in particular architecture."

2019D+W designs two bridges for the Huangmao Hai Link, China.

2018 Novo Nordisk’s office, laboratory and warehouse PS Warehouse constructed, Denmark.

2019Sustainable homes in the new neighbourhood of Risskov Brynet, Aarhus, Denmark.

2018 Sofiero Footbridge opens in Helsingborg, Sweden.

2019New office and bank building, the Caribbean (confidential).

2018 The Hålogaland Bridge in Norway opens in the northern Arctic circle.

2020 The Folehaven Bridge, a bicycle and pedestrian footbridge, is inaugurated, Copenhagen, Denmark.

2018The world's longest floating bridge constructed in Bjørnafjorden, Hordaland, Norway.

2018Residential and business complex constructed at Vibenshus Runddel, Copenhagen, Denmark.

2019Renovation of the research base Arctic Station close to Qeqertarsuaq, Greenland.

2020 Nærheden, a road and bicycle bridge in Hedehusene, Denmark, opens.

2020 The Gerald Desmond Bridge opens in Long Beach, California, USA.

2018Housing in a new urban area, Nærheden, Hedehusene, Denmark.

2020 The Xiamen Mountains-to-Sea Trail, a 23 km network of footpaths incorporating 7 bridges, opens in Xiamen, China.

2019 Renovation of the Geological Museum, Copenhagen, Denmark completed.

2020 The Masnedsund Bridge opens in Vordingborg, Denmark.

2019 Zweite Hinterrheinbrücke opened in the Swiss Alps, Reichenau.

2020Renovation of listed building, University of Copenhagen (formerly the Københavns Sygehjem/ nursing home) at Rolighedsvej 23, Frederiksberg, Denmark.

2019 Køge Nord Station and footbridge inaugurated by His Royal Highness Crown Prince Frederik of Denmark, Køge, Denmark.

2019 Samuel De Champlain Bridge opens in Montréal, Canada.

2019 Timber-built residential housing, The Future of Sustainable Housing, built in Seest, Denmark.

2020D+W wins an international competition to design a new rail bridge in Oxberg, Sweden.

2021 D+W celebrates its 50th anniversary.

2021Genmab’s headquarters for NCC, Valby, Denmark.

2019 Transformation of lecture theatre, mechanical and electronic specialist workshop, the University of Copenhagen, Denmark.

2019-, (1968, 1991-1997) Consultants on the project to revitalise the Arne Jacobsen-designed HEW (Hamburgische Elektricitäts-Werke) building in Hamburg, Germany.

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eContact us

dBuilding Daniel Hayden Partner, architect MAA +45 23 44 41 63 dvh@dw.dk

Torben Lindquist Partner, architectural engineer MAK +45 24 85 50 79 tli@dw.dk

bCultural Heritage and Transformation Kresten Kirkegaard Partner, architect MAA +45 29 62 39 12 krk@dw.dk

cMobility Steen Savery Trojaborg Partner, architect MAA +45 24 21 26 34 sst@dw.dk

Jesper B. Henriksen Partner, architect MAA +45 29 99 42 29 jhe@dw.dk

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a Acknowledgements

Thank you to everyone who has worked at Dissing+Weitling, today and in the past.

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Betina Mylin Gitta Hammer Anette Heilmann Casper Damkier Emma Koninckx Syberg Thorsten Rasmussen Karen Arn Kirsten H. Markworth Anders Gjelstrup Cecilia Nielsson Andrea König Peter Studsgarth P. H. Sørensen Lidia Costina Deaconu David Duffus Nikolaj Rahbek Ernst Annette Fuhr Høyer Corinna Kuhnert Jürgen Röschmann Robert Paulsen Thue Dalgaard Mette Boye Nielsen Christian Ernst Torben Pedersen Christian Buhl Clausen Niels Thorup Anders Hagemann Hansen Thomas Anthony Roland Kristine Vedtofte Marcel Schwarz Ida Fløche Møller Jonathan Meidal Weitling Karsten Simonsen Maya Emilie Bojer Haghfelt Anne Madsbjerg Ditte Marie Bro Pedersen Louise Krog Poulsen Anne Fletting Ellen Waade Alexander Lohausen Rie Borgen Hasløv Frank Jørgensen Cecilie Skielboe Kim Peter Jacobsen Antonio Gammicchia Marta Nino Saco Lorenzo Mattozzi Cille Schmidt Mette Kyed Teit Weylandt (tidl. part.)

Paulo Kaae Helle Lepper Birthe Rohde Jensen Jørn Bolding Nadia Kronauer Almos Tivadar Papp Kasper Kjær Lundsteen Trine Holm Bjerre Søren Rasmussen Michelle Hamm Alicia Castilla Julie Andrea Bay Johansen Iryna Tsioma

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Dorte Juul Prohaska Petersen Katja Brandt Lassen Esben Wong Lone Worsøe Nadezhda Stryuk Andreas R. Hayden Lise Lindberg Frellesen Livia Costantino Christina P. Petersen Bodil Schaltz (tidl. part.)

Martin Berding Dirk Kulling Simon Balling Lyngsø Phil Kaefer Michael Delin Susanne Kühl Kristoffer Degn Nadja Lærke Boesen Troels Sune Jakobsen Jonas Swienty Andresen Nikoline Dammand Holscher Mantas Vilkelis Richard Bonniksen Søren Bjarnø Jerry Tind Holm Rie Davidsen Finn Malmos Karin Hansen Helge Skovbjerg Taneha Kuzniecow Bacchin Lene Kristensen Renato Skov Kimberly Ann Martin Bent Ulrik Jensen Michael Wessel Alejandra Garcia Sahelices Louise Emilie L. Vinqvist Kenneth Warnke Birgitte von Linstow Anne Tierjen Thomas Knudsen Victor Clemente Gamella Poul Erik Børresen Amy Schofield Christina Morgenstjerne Jesper Nielsen Søren Sylvester Skoven Kasper Arp Hanne Halvorsen Morten Winding Gudni Tyrfingsson Kristian Hagemann Hansen Dieter Fremerey (tidl. part.)

Birgitte Kullmann Kresten Kirkegaard (part.)

Jin Wang Ole Bjørn Kaifeng Wu Astrid Lykke Fahim Habib Jeppe Malling Kiib Christina Sewerin Cora C.L. Valloire

Sebastian Morten Soelberg Daniel Hayden (part.)

Ulrik Poulsen Erik Leif Poulsen Reinhard Tölke (tidl. part.)

Luna Fruensgaard Hans Rømer Christian Illum Andrea Maria Gino Rod Hackney Conny Krog Ulrich Christiansen (tidl. part.)

Susanne Stage Knud Beck Tore Sætrum Erik Bredtoft Tony Ao Tan John Werner Rasmussen Birgit Skovfoged Østergaard Laura Gobbi Tola Ereso Poulsen Janne Skovgaard Kristensen Rune Kirk Møller Niels Turbo Brian Endahl Gitte Andersen Mette Seiding Lotte Johansen Kaefer Jakob Lindberg Jannerup Imke Kraschinski Claude Souzet Lotte Bigom-Eriksen Anna Schepper Thomas Ryborg Jørgensen Kim von der Lieth Kirsten Gemünder Jesper Kindt-Larsen Tine Holmboe Jacob Willadsen Louise Kjølseth Kent Henrik Sperling Jeanne Tofteng Ole Allin Egebæk Line Krøjgaard Jacobsen Steven Clark Andreas Bjerregaard Tessa Kelly Signe Green Minding Ida Winding Søren Korsgaard Hans Noltenius Andreas Bested Nielsen Rune Damsted Pedersen Lars Edward Hansen Cecilie Olivia Esper Larsen Nils Thobo-Carlsen Anna Hallgren Steen Palsbøll Fernanda Machado Steen Savery Trojaborg (part.)

Peter Sandstrøm Katheine Whitney DeSantis Jan Phillip Holm

Henrik Ingemann Jose Ignacio Fos Pacheco Cecilie Eschen Rydberg Edith Lang Wai Ling Cheung Ole Kyhl Jakub Goczkowski Ib Tagel Mikkel Marcker R. Stubgaard Karsten Brandt-Olsen Ole Sassersen Dorthe Raaschou Claus Ulrich Fischer Niels Bryde Hansen Martin Leon Svendsen Kristian Nielsen Kjær Eriko Hayashi Ole Rejmers John Ingvarsen Thomas Ringhof Joseph Aaron Cox Janus Fischer Pedersen Araceli Lopez Yin LI Mona Walkenhorst Arne Wamsler Karsten Kølliker Anders Videriksen Pia Salin Rasmus Bruun René Sloth Petersen Per Jacobsen Andreas Østerbye Jan Ehlers Anna Dencker Wisborg Niels Kindt Peter Schiødte Maja Østermann Peter Becht Matteo C. M. Barenghi Jakob Ohm Laursen Gorm Schmidt Svea Hejl Jensen Freddy Graedel Christian Lystager Ann-Katja Kristensen Alberte Libner Henrik Gurskov Johan Fog Poul Ove Jensen (tidl. part.)

Reiko Nara Tiitu Marjamaa Marie Skaarseth Rørvik Bjarne Dehs Jacob Eggen Kirsten Niss Gudrun Gustafsdottir Ke Xu Kristian Houmøller Klemmensen Torben Nielsen Niels Presskorn Kurt Neumann

Jette Ammitzbøll Irene Wilner Bergholt Kurt Reitz Øyvind Sonerud Niels Christoffersen Otto Weitling (tidl. part.)

Rikke Hollenbo Timmermann Dag Øfsdahl Victoria Abelsen Annabelle Hessel Kasper William Larsen Ragnar M. Egholm Phillipp Macke Anders Munthe Nanna Hedensted Lundorf Niels Bloch-Jensen Claus Thiemann Annette Bjerregaard Poul Petersen Sofie Jürs Willem van der Beek Søren Andersen Karl Rüdiger Luna Worsøe Mollerup Sofia Adolfsson Anaïs Aïdi Sanne Beck Tim Vedel Christian Fursund Jörn Schütze Arne Hansen Katrine Rosendal Hayden Ole Meesenburg Jesper Bøkmark Jacob Meyling Anja Beck UllaBritt Lisner Karin Højsgaard Erik P. Handschuh (tidl. part.)

Anders Halgren Adrian Stanley Carter Dorte Muusmann Winding Martin Weber Peter Krogh-Hansen Lene Mirdal Camilla Skjolding Scott Holligsworth Claus Jørgensen Susanne Bendsen Hans Dissing (tidl. part.)

Karoline Juhl Jessen Brandon Terry Klaus Angelsø Helen Hifang Kjeld Bøgh Larsen Bo Herlev Pernilla Vestman Carmen Antón Gamazo Todd Wervers Christopher Sucarrat Lunde Beatrix Wuttke Jette Geert-Jørgensen Svend-Erik Carlsen

Chris Foyd Kristian Støvring Anne Louise Petersen Peter Munk Alexandru Pavel Mette Steen Simmelkjær Helle Ingvarsen Jack Balfour van Burleigh Ask Hvas Audur Alfredsdottir Thorbjørn Friberg Nikolaj Rolver Per Hauschild Jakob Rolver Adam Mørk Rikke Birn Niels Andersen Jens Ravn Claus Hovmand Knudsen Kim Petersen Jens Erik Hvidberg Kasper Svanberg Frank Borch Sørensen Sam Siddik Achim Dannenberg Steen Jastrup Kaja Vigtoft Sørensen Jacob Chengjie Li Henry Kitchel Susanne Ottesen Mette Prag John Springborg Niels Pilehave Gitte Sejr Sørensen Michael Andersen Tinna Lykke Madsen Per Dybro Jan Schipull Victoria Jane Bell Torben Krog Bo Degn Erik Nobel Robert Degele Stefan Urup Kaplan Klaus Krüger Susanne Waade Gitte Buhl Clausen Stig Mikkelsen (tidl. part.)

Kasper Korfits Larsen Paul Schmidt Anne-Marie Kruse Marie Louise Mejlholm Anna Wahlén Masato Matsushita Marie Granholm Mogens Wöhliche Merete Nordholt Kristin Urup Danijel Zorec Kit Wai Chan Kjeld Rønnest Jørgen Klinkby Maki Portilla Kawamura

Niels Ingvartsen Michael Riis Hørsted Martha Lewis Mette Marie Rasmussen Jonas Sandstrøm Torben Lindquist (part.)

Jørgen Søgaard Ove Mørup Jensen Thomas Gill Vicki Thorius Jeanette Hansen Jens Peter Kragh Kim Bartelt Richard Howis Bo Ramlyng Dea Lindegaard Palle Sjodt Kristina Kluge Lene Nepper Pouli Hoffgaard Møller (tidl. part.)

Carl Mogensen Jamie Sean Meunier Thomas Arnung Hannele Storgårds Marianne Näsström Kalle Park Kenneth B. Sørensen Luise Hooge Lorenc Heiko Weissbach Hans Rosenberg Henrik Mouritzen Lars Søndergaard Marianne Børre Clausen Anders Klarskov Petersen Jesper Roth Henrik Birk Christensen Jimmy Hansen (tidl. part.)

Jesper Henriksen (part.)

Ingeborg Lund Susu Pan Pernille Edstrand Niels Bruun Sophie Brauer Jette Stöckel Henrik Aarup Lyngberg Alejandra Mezquita Ballester Markus Nilssen Kinstad Ulla Helene Færgemann Fredrik Nilsson Maja Christensen Ingerd Heinze Hansen Kristian Bundgaard Lasse Jehrbo Reinhard Schmidt-Petersen (tidl. part.)

Mikkel Koed Rasmussen Michelle Regine Lange Steve Sandstrom Tine Kjærulf Bay Paal S.N. Reksten

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Mobility is one of the three primary business areas at Dissing+Weitling. The other two areas are Building and Cultural Heritage and Transformation.