The bridge is too far away? The Prague’s Prague Project is criticized

The Czech capital of Prague is one of the architectural precious stones in Europe: to a large extent intact ten centuries of invasion and war, it attracts about 8 tourists a year.

It is a live table of architectural styles; From medieval to baroque, from industrial to modern. Thus, when a prosperity is planned for demolition or reconstruction, it invariably causes strong passions.

“I think this bridge is absolutely key for Prague,” said the architect and engineer of the bridge Petra tay, leaving his hand over the rusty beams of the 123-year-old Weissero Railway Bridge.

“The panorama, which it forms in conjunction with the Wizrad fortress, is behind it, as the Panorama of the Charles Bridge with Prague Castle. These two panorama – in my opinion – is important for Prague, and we need to keep them,” said the BBS.

Standing on the pedestrian track, which goes next to the rusty steel bridge, we looked at the trio of the Ark, which became a landmark feature of the southern horizon of Prague.

When we talked the train moving west above the river, heading to Smihava station in Prague, and from there to Karlovi, Pilsen or Germany.

“These bits here were most affected by rust,” Petr told me, pointing to the nest of the burned joints and beams.

Petr is part of the Wesehrad Bridge Foundation, an international coalition of experts who have restored similar steel bridges around the world – some of them in a much worse form than this one.

They say that the plan of the railway body on the dismantling of this iconic industrial attraction – erected in 1902 during the prosperity of the Austro -Hungarian Empire is completely unnecessary.

“Experts say that 70% have to be replaced. Our study states that this is only 15%. This is a huge difference.”

The Fund’s offer is simple: repair the bridge in place, continue trains, minimize violations and save money during the process.

Earlier this year, their conclusions were approved by UNESCO, which defended most of the Historical Center for Prague. They are also underpinned by more than 25,000 residents who have signed a petition demanding the restoration of the Wizhrad bridge rather than to replace.

Soon later, in the shades of metal beams, the director of the training department of the construction of the railway organs Pavel House left his head in the difference.

“This bridge is already handling about three quarters of the Prague railway. It can handle more, but due to corrosion it can transfer only about 60% of its power,” Payar BBC said.

“With the predicted rise of railway travel, this will be the main transport problem. Yes, it is a protected historical monument, but it is increasingly clear that it is simply impossible to agree on these two things – transport needs and heritage.”

The new bridge will include the third track and, according to visualization, will be a fair tribute to the original. The whole area will be lively, and transport ties from the main station of Prague west of the country and abroad will be improved.

Meanwhile, the old bridge will understand and transferred about 8 km (5 miles) to the south to Madran to start a new life as a crossing for pedestrians and cyclists.

However, this idea was also criticized. The Vltani River in Madran is about twice as wide as in the city center. It is said that the city railway bridge will look completely inappropriate, broken in the middle of the meadow.

“There is a misconception that there are two contradictory interests and protection of our cultural heritage,” said Tomas Bistryk, Bridge Bridge Bridge, who offers a second, the stand, together with the original to provide the third track.

“But our study shows that there is actually no conflicts; on the contrary, these two things support each other.”

This is a centuries -old dilemma: to disrupt in the name of the present or preserved in the name of tradition. It causes particularly strong emotions in the city, which is proud of its architectural preservation.

Ultimately, and perhaps sooner than later, it should be resolved not by rail engineers or inheritance, but by the Czech government.