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27-409: It is 1,200 metres long and consists of two viaducts passing over Söderström ("Southern Stream") and Riddarfjärden close to Norrström ("Northern Stream") with an interjacent elevated section traversing Riddarholmskanalen and the adjacent eastern waterfront of Riddarholmen . Centralbron has a capacity for 130,000 cars per day. It is paralleled by the bridges ( Södra and Norra järnvägsbron ) and

54-543: A landscape, usually by bridging a river valley or other eroded opening in an otherwise flat area. Often such valleys had roads descending either side (with a small bridge over the river, where necessary) that become inadequate for the traffic load, necessitating a viaduct for "through" traffic. Such bridges also lend themselves for use by rail traffic, which requires straighter and flatter routes. Some viaducts have more than one deck, such that one deck has vehicular traffic and another deck carries rail traffic. One example of this

81-400: A maximum capacity of 20,000 cars per day and remained in use until the completion of the northern bridge in 1967. WW2 further delayed any attempts to elaborate a permanent solution, but in 1947 a decision to build a southern bridge crossing Söderström was taken, and work finally begun in 1950. The 189-metre-long (620 ft) and 21.3-metre-wide (70 ft) bridge stretches over six spans with

108-407: A maximum span of 33.7 metres. The continuous steel girders of the roadway are resting on concrete pillars firmly anchored to the soil by numerous poles. To the south, another two spans are stretching some 46 metres over Söder Mälarstrand ("Southern Shore of Lake Mälaren") before three smaller spans hands the roadway over to Söderledstunneln ("The Southern Route Tunnel"). To the north, the bridge

135-595: A repurposed rail viaduct provides a garden promenade on top and workspace for artisans below. The garden promenade is called the Coulée verte René-Dumont while the workspaces in the arches below are the Viaduc des Arts . The project was inaugurated in 1993. Manhattan's High Line , inaugurated in 2009, also uses an elevated train line as a linear urban park . In Indonesia viaducts are used for railways in Java and also for highways such as

162-554: A result, there is no room to increase the frequency of commuter, regional, and long-distance trains despite their heavy usage. Seen from south to north, the route of the Citybanan tunnel branches off the Connection Line  [ sv ] after Stockholm South Station on Södermalm , and continues beneath the bay bottom of Riddarfjärden at Söderström , beneath the islet of Riddarholmen , beneath Riddarfjärden at Norrström , to

189-489: A truly 'central' bridge. An eastern route is as of 2008 not a timely topic, for several reasons but particularly because of the Royal National City Park taking up most of the area east of the city, thus making such a route infeasible. There is however a Western Bridge . The realization of the northern bridge stretching over Norrström had to be postponed until the enlargement of the traffic junction at Tegelbacken

216-617: Is a 19th-century derivation from an analogy with ancient Roman aqueducts . Like the Roman aqueducts , many early viaducts comprised a series of arches of roughly equal length. The longest viaduct in antiquity may have been the Pont Serme which crossed wide marshes in southern France. At its longest point, it measured 2,679 meters with a width of 22 meters. Viaducts are commonly used in many cities that are railroad hubs , such as Chicago, Birmingham, London and Manchester . These viaducts cross

243-468: Is a specific type of bridge that consists of a series of arches, piers or columns supporting a long elevated railway or road. Typically a viaduct connects two points of roughly equal elevation, allowing direct overpass across a wide valley, road, river, or other low-lying terrain features and obstacles. The term viaduct is derived from the Latin via meaning "road", and ducere meaning "to lead". It

270-500: Is built across land rather than water, the space below the arches may be used for businesses such as car parking, vehicle repairs, light industry, bars and nightclubs. In the United Kingdom, many railway lines in urban areas have been constructed on viaducts, and so the infrastructure owner Network Rail has an extensive property portfolio in arches under viaducts. In Berlin the space under the arches of elevated subway lines ( S-Bahn )

297-450: Is continuous with a 173-metre-long (568 ft) viaduct passing over the Gamla stan metro station , opened 1957. The viaduct is made of a concrete roadway resting on steel girders. The entire structure was completed and inaugurated June 16, 1959 and the name 'Centralbron' made official by a naming committee that assumed a Österbron ("The Eastern Bridge") would be built, thus making Centralbron

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324-594: Is located directly below T-Centralen , the central station of the Stockholm Metro . The Odenplan station is the other station, and is also served by the Green Line of the Metro. The line opened on 10 July 2017. The tunnel significantly improves the traffic throughput to and from south of Stockholm as there are only two tracks in that direction from Stockholm Central Station , the same number that were in place in 1871 when

351-883: Is the Prince Edward Viaduct in Toronto, Canada, that carries motor traffic on the top deck as Bloor Street , and metro as the Bloor-Danforth subway line on the lower deck, over the steep Don River valley . Others were built to span settled areas, crossing over roads beneath—the reason for many viaducts in London. Viaducts over water make use of islands or successive arches. They are often combined with other types of bridges or tunnels to cross navigable waters as viaduct sections, while less expensive to design and build than tunnels or bridges with larger spans, typically lack sufficient horizontal and vertical clearance for large ships. See

378-407: Is used for several different purposes, including small eateries or bars. Elevated expressways were built in major cities such as Boston ( Central Artery ), Los Angeles, San Francisco, Seoul , Tokyo and Toronto ( Gardiner Expressway ). Some were demolished because they were unappealing and divided the city. In other cases, viaducts were demolished because they were structurally unsafe, such as

405-526: The Chesapeake Bay Bridge-Tunnel . The Millau Viaduct is a cable-stayed road-bridge that spans the valley of the river Tarn near Millau in southern France. It opened in 2004 and is the tallest vehicular bridge in the world, with one pier's summit at 343 metres (1,125 ft). The viaduct Danyang–Kunshan Grand Bridge in China was the longest bridge in the world as of 2011 . Where a viaduct

432-629: The Embarcadero Freeway in San Francisco, which was damaged by an earthquake in 1989. However, in developing nations such as Thailand ( Bang Na Expressway , the world's longest road bridge ), India ( Delhi-Gurgaon Expressway ), China, Bangladesh, Pakistan, and Nicaragua, elevated expressways have been built and more are under construction to improve traffic flow, particularly as a workaround of land shortage when built atop surface roads. Other uses have been found for some viaducts. In Paris, France,

459-799: The Jakarta Inner Ring Road . In January 2019, the Alaskan Way Viaduct in Seattle was closed and replaced with a tunnel after several decades of use because it was seismically unsafe. Citybanan The Stockholm City Line ( Swedish : Citybanan ) is a commuter railway tunnel beneath central Stockholm in Sweden which is used by the Stockholm Commuter Rail . The line is 7.4 kilometres (4.6 mi) long, double track and electrified . It has two stations: Stockholm City Station

486-446: The 1960s traffic increase. Over the years, Centralbron together with a suggested additional railway track have been much criticized and debated because of their unwieldy and rumbling presence in a delicate historical setting. Lately, the construction of a tunnel to replace them has been suggested. The cost of such a tunnel, several billion kronor, has put this on hold without any time set. A new metro tunnel has also been suggested because

513-470: The elaboration of the general plan of 1928. During the 1930s the need for a "central bridge" crossing Gamla stan , the old city, declined due to the realization of the plans for a western traffic route, Västerbron , and the clover-shaped traffic junction at Slussen , both finally inaugurated in 1935. In 1930 plans for a Centralbron was therefore substituted by a temporary solution, by its customers dubbed Slingerbultsleden ("The Dodge Route"), criss-crossing

540-413: The financing of the project, and the last step in the planning process was scheduled for 2006–2007. The cost of the tunnel and stations was estimated at 16.3 billion Swedish kronor . After the general elections of 2006, the new Alliance government called the project into question. Representatives of the government announced on October 1 of that year that they were scrapping Citybanan in favor of building

567-498: The large railroad yards that are needed for freight trains there, and also cross the multi-track railroad lines that are needed for heavy rail traffic. These viaducts provide grade separation and keep highway and city street traffic from having to be continually interrupted by the train traffic. Likewise, some viaducts carry railroads over large valleys, or they carry railroads over cities with many cross-streets and avenues. Many viaducts over land connect points of similar height in

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594-519: The metro goes below and parallel to Centralbron, making it a total of seven rail tracks and six road lanes crossing the water south of Gamla Stan on bridges. A new railway tunnel costing 15 billion kronor ( Citybanan ) was finished in 2017 but the existing railway was kept. The older railway is currently being upgraded during eight weeks each summer until 2020. 59°19′24.6″N 18°04′00.4″E  /  59.323500°N 18.066778°E  / 59.323500; 18.066778 Viaduct A viaduct

621-619: The new City Station. From there, it continues beneath Norrmalm to Odenplan Station, then beneath Vasastaden to join with the East Coast Line at Tomteboda . The project was proposed by the Swedish State Railways in 1988 and, after initially being disregarded as too expensive, was seriously considered again from 2002. In 2006, the Swedish Rail Administration agreed with the city and Storstockholms Lokaltrafik on

648-771: The railway was originally built. It has 24 scheduled trains per hour in each direction. The commuter trains pass Stockholm with up to 16 trains per hour per direction. The other eight are regional and long-distance trains. The tunnel takes all commuter trains, allowing more regional and intercity trains to operate along the old line. Placing the commuter rail traffic into a tunnel of its own thus allows increased capacity for other national rail traffic through Central Station via Centralbron . The entire system for long-distance passenger railways in Sweden suffers from this bottleneck, since 80% of train rides in Sweden start or stop in Stockholm [1] . As

675-486: The tunnel of a two-track railway used by the commuter and freight trains . Centralbron does partly go on top of the Metro which opened on this stretch 1957 and planned together with the bridge. Nearby bridges include Riddarholmsbron , Vasabron , Strömsborgsbron , and Hebbes Bro . Since the first decade of the 20th century, numerous proposals labelled "Centralbron" had been produced and more than 20 of them scrapped before

702-443: The western streets of Gamla stan using two temporary bridges crossing Riddarholmskanalen to open out on Vasabron . While the metro system and Centralbron were being constructed Slingerbultsleden had to be scrapped, and in 1953 it was substituted by a 240-metre-long (790 ft) pontoon bridge connecting the northern end of the now non-existent Riddarholmskajen ("Quay of Riddarholmen") to Klara strand . Its 7 metres wide roadway had

729-487: Was resolved in 1961. The bridge, finally inaugurated September 3, 1967, is a 246-metre-long (807 ft) and 22.3-metre-wide (73 ft) reinforced concrete structure with an average span of 19 meters. To the north, it makes a sharp turn to the west where it extends over the railway, and connects to Klarastrandsleden . The bridge over the railway replaced a level crossing nicknamed Tegelbackseländet ("The Tegelbacken misery"), since it created long traffic jams as an effect of

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