The old name of the Annunciation Bridge. Blagoveshchensky bridge: the precious necklace of the Neva

The first permanent bridge across the Neva. The fencing, lanterns and pavilions of the bridge are cultural heritage sites.

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The project name of the bridge is Nevsky bridge... Opened on November 21, 1850, the bridge was named Annunciation on the left bank of the Annunciation Square and the Annunciation Cathedral (demolished in 1929). After the death of the emperor in 1855, the bridge was renamed Nikolaevsky... On November 17, 1918, the bridge was renamed Lieutenant Schmidt Bridge, in memory of P.P.Schmidt - the leader of the uprising on the cruiser "Ochakov" in 1905. On August 14, 2007, the name of the bridge was returned Annunciation .

History

Before the construction of the permanent bridge, there was a floating Isaakievsky bridge from 1727, which was located upstream in the alignment of the modern Senate Square. The construction of the first permanent bridge across the Neva was preceded by a long-term scientific and experimental base and the creative activity of a number of generations of bridge builders, scientists, technicians and enthusiasts. From the second half of the 18th century. until the 40s of the XIX century. v state institutions received for reviewing over 60 projects and proposals, not counting not yet discovered, but known from archival lists of technical solutions, the authors of which were famous bridge builders E.A.Adam, P.S.Bogdanov, A.D. Gotman, Brunst, M.G.Destrem and others. Among the authors of the projects were the serf peasant M. Kalashnikov, the architect D. Trombaro, the Rzhevsk bourgeois Nemilov, the major bridge builders S.V. Kerbedz and Vasiliev, the State Secretary Loginov, the architect A.L. Vitberg, the self-taught inventor I.P. Kulibin, engineers P. P. Bazin, I. K. Gerard. Among the foreign authors were the German merchant Schiel, the French engineer Defontaine, the Italian artist and architect F. Minozzi, the English technicians Clark and I.S. Ludon, the German engineers Loves and Kummer, the famous French bridge-builder J.-R. Perrone and many others.
The route of the bridge was also a subject of discussion. Three main options were considered - on the site of the floating Isaac, Palace and opposite the central part of the Admiralty building. Engineer of the Corps of Railways M.G.Destrem proposed a new version of the bridge route - from the source of the Kryukov Canal. For this, it was proposed to enclose a part of the Kryukov Canal in an underground pipe from its source to the intersection with the Admiralty Canal, and at this place create a bridge square with a church in the middle. With the approval of Nicholas I, this version of the route was accepted for execution. The Admiralty Canal was filled up (enclosed in a pipe) in the section from Senate Square to Kryukov Canal, and Konnogvardeisky Boulevard was laid out in its place. A part of the Kryukov Canal from its source to the wooden bridge over the canal, which was at that time, was also enclosed in an underground pipe. Thanks to this and the continuation of the existing street (now Truda Street), Blagoveshchenskaya Square was formed.

1850 bridge

On February 11, 1842, M.G.Destrem was instructed by the Main Directorate of Railways and Public Buildings to draw up a project and estimate for the construction of a permanent bridge across the Neva. Destrem, in turn, entrusted the implementation of this project to Major Engineer S. V. Kerbedz, assigning Lieutenant Engineer I. V. Kerbedz and a draftsman from the Bulmering Maps Depot to him as assistants. The architect was A.P. Bryullov. The project of the bridge was approved by the king on October 15 of the same year.
On January 1, 1843, the bridge was laid. Construction was carried out under the supervision of S.V. Kerbedz. American engineer J. Whistler took part in the construction of the bridge. The construction of the first permanent bridge across the Neva was fraught with great difficulties. Soil conditions on the route of the bridge turned out to be extremely unfavorable for the construction of foundations under the supports, which was aggravated by natural factors: great depth, fast flow of the river and periodic fluctuations in its level caused by westerly winds. For the production of work, it was necessary to build a number of machines and mechanisms: machines for underwater saws, cranes, frames with mechanisms, diving bells, gates, pile drivers, machines for testing farm parts according to a special program, various tools. During the work, equipment was used, at the initiative of P.P. Melnikov, discharged from the USA in 1843, the number of employed workers was approaching one and a half thousand.
Before the construction began, the soil of the Neva River along the axis of the bridge was tested by driving test piles and sounding). The place of each future support was fenced with a lintel made of wooden tongue. Numerous wooden piles were driven under its protection, and then the entire lower part of the support was reinforced with a powerful stone cover. The upper parts of the piles were connected by a system of wooden beams, and on such “grillages” stone massifs of supports faced with granite were erected. Simultaneously with the construction of the bridge, S.V. Kerbedz reconstructed the Angliyskaya Embankment, and the engineer A.A. Serebryakov - the embankment of the Neva from the Academy of Arts to Mining Institute.
The cast-iron structures of the bridge span were manufactured at the Byrd plant. The arches were assembled on Gau's mobile wooden trusses. The St. Petersburg newspaper "Northern Bee" wrote on September 16, 1844:

The very construction of the bridge is a gigantic undertaking. Hardly in modern times work was carried out according to such a huge plan, with such amazing precision, grace, taste and from such a precious material! Mountains of granite have been thrown here from Finland and, like delicate wax, obey the genius thought of man! Steam engines beat piles in the middle of the fast and deep Neva, while under the water they build solid stone foundations on the soil reinforced with piles.

The opening of the bridge took place on November 21, 1850, on the day of the celebration of the Entry into the Temple of the Most Holy Theotokos. At the eleventh hour, a prayer service and consecration of the bridge were performed in the presence of a huge crowd of people of all classes. In the second hour, the sovereign emperor, their imperial highnesses, grand dukes and persons of the highest retinue arrived at the celebration. Accompanied by a huge crowd, everyone rushed on foot across the bridge from the Promenade des Anglais to Vasilievsky Island. The return procession was as follows: in the first carriage the emperor rode, in the second - the Grand Dukes Konstantin Nikolaevich and Mikhail Nikolaevich, in the third - the Grand Duke Nikolai Nikolaevich, in the fourth - His Imperial Highness the Duke of Leuchtenberg. The people who stood around, with a loud "hurray" accompanied the regal train.
All those who took part in the construction of the bridge were awarded by Nicholas I with the production of ranks and orders. Lieutenant General M.G.Destrem was promoted to engineer-general, S.V. Kerbedz - to major general with the award of the Order of St. Vladimir, 3rd degree. Six production engineers were awarded orders and the rank of lieutenant colonel.
In honor of the construction of the bridge, a silver commemorative medal was issued (authors A. Klepikov (reverse), A. Lyalin (obverse) based on the sketch of Count F. Tolstoy). The obverse depicts Pallas Athena transferring Hercules across a stream of water using his club laid across, at the top it says "BYST", the reverse depicts a perspective view of the bridge from the Vasilievsky Island side, at the top a two-headed eagle crowned with an imperial crown with peruns and a laurel wreath in its paws, trimmed " STARTED 1843 - END 1850 ".
The bridge had eight spans, seven of which covered the cast-iron arched flight structures and the eighth was a two-winged, drawbridge, located off the coast of Vasilievsky Island. The supports of the spans were granite coastal abutments and the same intermediate river bulls on wooden piles. The piles of the base of the supports rose up to two meters above the bottom level and were surrounded by two rows of tongue and groove, and the space between them was filled with concrete made on hydraulic lime. To prevent the erosion of the river bed, it was planned to pour out cobblestones over the entire width of the river, within the limits of the bridge. The coastal abutments, laid out in the underwater part from Finnish granite, and in the above water part from Serdobolsk, were deepened into the river channel by 10 m. In terms of the bulls had the form of a quadrangular correct prism with semicircular ends, to which an ice cutter is attached from the side of the stream. Between the abutment of the right bank and the fat bull, a reverse vault was laid out both to strengthen the bottom and obtain the necessary depth of the fairway, and to prevent possible movements of the fat bull towards the coastal support.
Spans consisted of twelve (there was also a variant with thirteen) cast-iron prefabricated arches of solid I-section, united by cross ties. The joints between the beams were filled with lead spacers. The gift part was a lattice system assembled from cast iron elements. The carriageway was supported by cast iron slabs.
The opening span at the right bank with a hole of 21.3 m consisted of two separate parts located in the plan at a slight angle to each other. Each wing rotated horizontally. Each wing was a through truss with cast iron braces and iron belts. It was one of the first applications of metal trusses in bridge construction and the world's first example of using a metal girder as a swing span wing.
The technical values that characterize the grandiose construction at that time are as follows: the length of the bridge - 298.2 m; the length of the spans increased towards the middle of the river, the first was 32.1 m long, the second - 36.9 m, the third - 42.9 m, the fourth (average) - 46.8 m (according to other sources - 47.6 m); carriageway width - 13.87 m; the width of the bridge between the railings is 20.3 m; the width of the sidewalks - 3.2 m each. At the time of its opening, the Blagoveshchensky Bridge was the longest cast-iron bridge in the world.

The railings are the most interesting and artistically executed part of the bridge decor. By their artistic merit and the purity of the drawing, they can be considered the best works similar items. The author of the drawing of the railings of the bridge is the architect A.P. Bryullov. Since the bridge crossed the Neva not far from the entrance to the bay, it was decided to introduce allegories of the sea element into the composition of its railings. In each section, a trident is depicted, to which fantastic seahorses are facing from both sides, the backs of which in the form of curled fish tails are woven into a symmetrical floral figured ornament.
Gas lamps were installed at each pillar of the bridge and on the embankment. The multifaceted glazed lanterns that completed the columns in the form of Corinthian columns on a hollow cast-iron pedestal were made according to the project of Warrant Officer Tsvetkov.
The bridge had perfectly found proportions. A continuous row of arches, interrupted by a drawbridge at the right bank and a bank abutment at the left, created an integral impression, despite the difference in their heights and spans. The flatness of the arches f / l was constant in all spans, and this gave the silhouette of the bridge a special clarity and compositional regularity. Nikolaevsky bridge was the last large cast iron bridge in Russia.
During the construction of the bridge, the idea arose to decorate its foundations with allegorical sculptures. In 1846, P. Klodt and N. Pimenov were instructed to draw up a project for decorating the bridge. Klodt proposed to put on the bridge the figure of a rider on a reared horse, with a dagger defending himself from a tiger that attacked him. The sculptor N. S. Pimenov over 4 years created 7 projects of allegorical sculptures: "Triumph over water", "Triumph of Christianity or the overthrow of idols" three invasions: Tatars, Poles and French ”,“ Allegory of St. Petersburg as the successor of European enlightenment in Russia ”(from four figures),“ Allegory of Kazan ”,“ Allegory of Siberia ”(from four figures). Judging by the inscriptions on the drawings, the statues symbolizing "Triumph over Water", "St. Petersburg" and "Moscow" were supposed to be installed on the first right-bank bull; other allegorical sculptural groups and statues were allocated places on the coastal abutments. However, the Ministry of Finance did not release money to make these sculptures for staging on the bridge.
In the 70s years XIX century the sculptor Antokolsky proposed to install on the bridge 4 equestrian statues of the leaders of the Russian state: Vladimir Svyatoslavich - the educator, Yaroslav the Wise - the legislator, Ivan III - the collector and Peter I - the reformer of Russia. But this time too, due to financial difficulties, the sculptures were not installed on the bridge.

Chapel of St. Nicholas the Wonderworker

The reason for the creation of the chapel was an icon brought from Italy - a mosaic image of St. Nicholas the Wonderworker, created by students of the Academy of Arts, who mastered the art of mosaic there. On June 12, 1852, Nicholas I approved the project of a chapel on a bull by the drawbridge, made by the architect A.I. Stakenshneider. In July 1852, a contract was signed for the construction of the chapel with the engineer-captain N.K.Dershau, and A.I.
On May 9, 1853, the chapel was founded. A foundation stone was laid in the place reserved for her and two iron circles were placed to collect voluntary offerings. A gilded foundation board was placed in the foundation of the chapel. A year later, on May 9, 1854, the chapel was consecrated and opened in a ceremonial setting.
The chapel was installed on a bull in front of the draw-off part from the side of Vasilievsky Island. The main facade and entrance faced the Promenade des Anglais. The structure, square in plan (3.63 × 3.63 m), stood on a low, one-step base and a high (1.32 m) plinth made of red polished granite. The walls, in the form of four arched openings, with corner fluted columns, were installed on pedestals trimmed with diamond rustication. The mirrored glasses of the side arched openings in an openwork gilded frame were fenced off from the side of the parapet with the same gratings. Above the entrance was made an inscription in gilded letters: "BLAGOSLOVEN IN THE NAME OF THE LORD". The gilded dome ended with a granite lantern with bronze crosses mounted on its sides and a small gilded dome. The image of St. Alexander Nevsky, written by F.S. Zavyalov. All metal decorations on the chapel were gilded. Inside the chapel, the walls and slopes of the arches were covered with mosaic patterns. The wall opposite the entrance was decorated with a large, in a gilded frame, mosaic image of St. Nicholas the Wonderworker.
In 1896 the chapel was repaired, the gilding of the dome was restored.
In 1930, the chapel was demolished at the request of the society "Old Petersburg - New Leningrad" (it was supposed to erect a monument to Lieutenant Schmidt in the vacant place). The granite of the disassembled chapel was used to repair the embankment of the Griboyedov Canal near the Lion Bridge.
The chapel can be seen in Eisenstein's film October. A model of a jasper and granite chapel is kept in the Hermitage.

1939 bridge

By the beginning of the 20th century, after the opening of the Sea Canal and the appearance of large-tonnage ships, it became necessary to reconstruct the Nikolaevsky bridge. In addition, due to the imperfection of the mechanical part of the drawbridge, the pilotage of ships was extremely slow (the progressive deformation of the right-bank abutment caused jamming of the drawbridge mechanisms, which forced last years use tugboats when laying the bridge before its reconstruction).
Before the revolution, several projects were drawn up for the reconstruction of the bridge: the head of the St. Petersburg district of communications V.E. Timonov (1901), the engineer G.G. Krivoshein (1907), the engineers A.M. Vitol and M.V. Glushkov (1910). The first World War interfered with the implementation of reconstruction projects. In the 1930s, after the opening of the White Sea-Baltic Canal and the Volga-Baltic Waterway, the issue of rebuilding the bridge again became relevant. In 1934, by decree of the Council of Labor and Defense, an interdepartmental commission was formed on the issue of rebuilding the reconstruction of the Lieutenant Schmidt Bridge.
On May 6, 1936, the Council of People's Commissars of the USSR approved the project for the reconstruction of the bridge, drawn up by engineers G.P. Perederiy and V.I.Kryzhanovsky. In December 1936, work began on the reconstruction of the bridge. The architectural part of the project was developed by the architect K.M.Dmitriev. Dissatisfied with the approved composition, he refused further participation in the project and the architect L.A. Noskov was involved to continue the work. At Perederiy's invitation, V.V.Demchenko worked as a foreman on the construction of the bridge. Technical and working projects were carried out under the supervision of a commission composed of professors N.A.Trotsky, A.A.Olya and architect Katonin.
The manufacture and installation of metal spans, a drawbridge and wiring mechanisms was carried out by the Leningrad plants (the Kirovsky plant was the general contractor). All metal structures designed to be welded were assembled on the territory of the manufacturer and delivered directly to the place of installation on the bridge.
At the time of the reconstruction of the bridge, all types of city traffic were switched to the neighboring Republican and Kirovsky bridges; in addition, for pedestrians, they settled in winter time pedestrian walkways on the ice from the Sezdovskaya line to the Dekabristov square, and in the summer, transportation was organized from the Sezdovskaya line to the Dekabristov square and from the 12-13th lines to Truda square.
The bridge was opened to traffic on November 5, 1938, the grand opening took place on November 7, 1938. Prior to the acceptance of the bridge by the commission in 1940, he worked in a temporary operation mode. The total cost of the reconstruction of the bridge according to the compiled technical estimate submitted for approval to the NKKH of the RSFSR on December 14, 1936, was determined in the amount of 26 (28) million rubles.
In order to save money and time, it was decided to use the old bridge supports, rebuilding only their upper parts. The drawbridge supports have been extended to accommodate divider mechanisms, counterweights and a control panel using existing pile foundations.
The drawbridge, designed by engineer V.I.Kryzhanovsky, was located above the middle of the river bed, in the deepest place. During the development of the technical project, three systems of draw spans were considered: vertical lifting, horizontal rotating and drop-down. The option of a two-winged drop-down swing span was adopted, where the main structural element is a bridge with a fixed axis and a rigidly attached counterweight. In the induced state, the movable span structure was transformed into a beam-cantilever system. The shape of the draw-span beams was adopted in a rectilinear outline, as being more aligned with the general pattern of the bridge and at the same time providing greater wing rigidity.
The old draw-up span was covered with a reinforced concrete span structure of a double-articulated arch system with granite cladding. The cast-iron arched spans were replaced by three-span all-welded metal spans of the continuous beam system. In cross section, it consisted of two main box-section beams connected by longitudinal and transverse ties.
Technical data of the reconstructed bridge: the width of the bridge between the railings (increased by 4 m) - 24 m; carriageway width - 18 m; sidewalks - 3 m each; total length of the bridge 331 m; the opening of the draw span is 42.0 m. The breakdown of the bridge into spans remains the same: three spans of the bridge on each side of the middle draw span are covered with continuous span structures with spans 35.2 + 41.3 + 44.8 m. The mass of the entire new superstructure is 2,400 tons, which is 4 times lighter than the cast-iron arches of the Nikolaev Bridge (9500 tons). Railings and lanterns have been retained. Two pavilions were built on adjustable supports (in the left bank there is an operating mechanism, and the other is made for a symmetrical composition). The pavement on the permanent spans was asphalt concrete over reinforced concrete slabs, and on the drawbridge it was wooden. The end pavement remained in the tramway lane.

The old cast-iron arches of the bridge were transported to Kalinin and used in the construction of the Novovolzhsky bridge across the Volga river.
Structurally, the new bridge was outstanding achievement Soviet construction equipment of the thirties. It was one of the first large bridges with continuous span structures with solid walls built in the USSR. During its construction, a number of very significant improvements were made to the technique of bridge construction. Instead of rivets, electric welding was used to connect the elements of the span. This method of joining steel elements was first used for the manufacture of such a grandiose and responsible structure. This required a lot of technical courage, since many experts feared that shocks and shocks from passing traffic could quickly destroy the welds (in 1938, a large and very sensational disaster occurred in Belgium: due to the poor quality of welds, a new bridge across the canal collapsed under an ordinary cart). After the welded steel beams were installed and a reinforced concrete roadway slab was laid on them, the bridge structure was subjected to static water loading. For this purpose, special reservoirs were built on the roadway slab and water was pumped into them. This method of checking the strength of structures has never been used on such a scale.
Improvements in bridge building technology should also include the use of the Swedish underwater concreting method in the process of rebuilding the bridge supports - using the so-called contractor. Underwater concreting (with a layer thickness of 0.7-0.8 m) was carried out in drop reinforced concrete wells by preliminary casting, to the entire height of the layer, torn stone or large crushed stone, 7-10 cm in diameter, followed by filling the outline with cement mortar through pipes installed over the entire area of the well.
The new Lieutenant Schmidt Bridge was a more modern and perfect structure in design, but architecturally (as a girder) it was significantly inferior to its predecessor. The massive lattice preserved from the previous bridge was inharmonious with its new forms, which deprived the entire structure of artistic unity.

2007 bridge

By the beginning of the XXI century, the bridge had limitations on the carrying capacity of vehicles up to 20 tons due to the insufficient strength of the steel structures of the span structures. Also, the strength characteristics of the draw-span drive structure were partially exhausted. According to the estimates of research institutes, the residual life of the bridge was 3-5 years.
The urban planning project for the reconstruction of the Lieutenant Schmidt Bridge was presented to public hearings at the end of April 2005. The customer of the works was the Committee for Improvement and Road Facilities of the Administration of St. Petersburg, the general contractor was OJSC Mostootryad No. 19, the general designer was. The author of the reconstruction project is T. Yu. Kuznetsova, the architect is A. E. Goryunov, the chief engineer of CJSC Mostootryad 19 is N. Tarbaev, the responsible manufacturer of the works is I. E. Kan. Technical supervision was carried out by St. Petersburg State Institution Directorate of Transport Construction », Chief engineer of supervision - Zyryanov OV, inspector of supervision - Minagulov OT Mechanisms of the movable span of the bridge were developed under the guidance of professor of the department PGUPS GI Bogdanov.
To preserve the transport connection between Vasilievsky Island and the Central District, during the period of work, a temporary drawbridge-backup was erected near the Lieutenant Schmidt Bridge 20 meters upstream according to the project of Yu. Yu. Krylov. Construction began in September 2005, the movement of cars and pedestrians across the bridge was opened on May 9, 2006. The temporary bridge was unofficially named "Lieutenant Schmidt's son". During the dismantling of the bridge, a through crack was discovered in one of the main beams, formed due to severe frosts in 2006.

The steel structures of the superstructure were manufactured by JSC "Kurganstalmost". On September 16, 2006, the installation of metal superstructures began. The spans were assembled on a slipway on the Rumyantsevsky descent, after which they were moved by a transverse slide along the piers to a specially equipped floating system made of pontoons. Then, with the help of tugs, the floating system with span structures was rafted downstream, carried out under the divorced span of a temporary bridge and started up in the spans of a permanent one. Final stage the guidance of the span structure of the main bridge was carried out on March 26, 2007. On April 2, the assembly of the drawbridge mechanisms was completed, and on April 10, the drawbridge allowed the first river vessels to pass.
In mid-July, finishing work was completed on the bridge and the builders began laying the top layer of asphalt. On July 25, the bridge passed a strength test by freight transport.
The reconstruction included the introduction of an automated control and management system for the bridge layout. During the reconstruction, the design and replacement of the entire electric drive of the hydraulic system (with the exception of engines) was carried out, the manual control of the bridge was replaced with an automated system.
In order to reduce the size of the counterweight as much as possible while maintaining its mass, it was decided to use lead instead of cast iron, from which the structure is usually made. A compact hydraulic drive equipped with new hydraulic cylinders is installed on the drawbridge span of the bridge. Thanks to savings in weight (part of the weight was transferred from drawbridge to permanent bridge spans), during the reconstruction of the bridge, there was no need to repair the drawbridge supports. Tram traffic was removed on the bridge, barriers were installed separating oncoming lanes, automatic barriers were installed (similar to those used at railway crossings), restricting the access of motorists to the bridge during the wiring period.
The backup bridge was planned to be used during the reconstruction of the Palace Bridge, but in December 2007 the backup bridge was dismantled, taken to the temporary storage site and subsequently used during the reconstruction of Bolshoy Petrovsky Bridge.

Design

The bridge is eight-span, seven of which are overlapped by steel superstructures and the eighth is a two-wing, drawbridge, located in the center of the river. The bridge is 331 m long and 37 m wide.The total weight of the metal structures is 4360 tons.
The stationary spans of the reconstructed bridge are two three-span continuous systems according to the 37.6 + 41.3 + 47.1 m scheme. Each span consists of 4 main beams with through walls of variable height, stylized as a truss with a cross lattice. The main trusses are all-welded from low-alloy structural steel. The rectilinear upper chord and the curved lower chord are of a closed box section. At the top, the main trusses are connected by an orthotropic roadway slab, at the bottom, the trusses are connected by struts.
Two-winged adjustable span, drop-down system. The span length is 51.2 m. The maximum design wing opening angle is 72º. Distribution mechanism - hydraulic jacks. Each wing of the adjustable span structure consists of 4 main beams with through walls of variable height, stylized as trusses with a cross grid. The beams are interconnected by an orthotropic roadway slab and cross-braces.
Right-bank stationary superstructure - steel-reinforced concrete, beam-split. The superstructure consists of 14 metal, all-welded I-beams of variable height, and interconnected by transverse ties and a reinforced concrete slab of the roadway included in joint work with superstructure beams using Nelson-type rod stops.
The left-bank abutment is an array of granite masonry on a hydraulic lime mortar with a reinforced concrete nozzle acting as a vault over the Kryukov canal, enclosed in the abutment body. The right-bank abutment is a solid massif of rubble limestone, faced with piece granite stone on a hydraulic lime mortar. All intermediate supports are built on a pile foundation, faced with granite.
The bridge is designed for the movement of vehicles and pedestrians. The carriageway of the bridge includes 8 lanes for traffic. The sidewalks are separated from the roadway by a metal parapet. Along the axis of the bridge, along the entire length, a dividing strip is arranged. Coverage of the roadway and sidewalks - asphalt concrete. On the permanent spans, a cast-iron railing was installed, on the drawbar one - a silumin one of individual artistic casting from the old bridge of 1850, 1.22 m high. On the supports and abutments of the bridge, the railing ends with granite parapets. A commemorative plaque is installed on the right-bank granite parapet along the lower side of the bridge. For lighting, 22 lighting poles are installed on the bridge. Railings, lighting poles and pavilions of the bridge are monuments of history and culture and are protected by the GIOP. On the openings of the abutments from the upstream and downstream sides, there are descents to the water with platforms faced with granite.
Memorial plaque on the right-bank pavilion:

“In memory of the Russian naval officer Pyotr Petrovich Schmidt, who took command of the cruiser Ochakov, who rebelled against the tsarist autocracy, in November 1905 in Sevastopol and was executed in March 1906 together with other leaders of the uprising - S. P. Chastnik, N. G. Antonenko and A. I. Gladkov, - this bridge in 1918 was named after Lieutenant Schmidt "

Memorial plaque on the left-bank pavilion:

“The Lieutenant Schmidt Bridge, the first permanent bridge across the Neva, was built in 1842-1850. designed by the Russian engineer S.V. Kerbedz.
In 1937-1938. the bridge was rebuilt again according to the project of academician G.P. Perederiy and architect L.A. Noskov "

Memorial plaque on the granite parapet of the right bank abutment from the lower side:

“Blagoveshchensky bridge.
The first permanent drawbridge across the Neva. Built in 1842-1850 according to the project of S.V. Kerbedz. The fences are designed by A.P. Bryullov. In 1855, the bridge was named Nikolaevsky in memory of Emperor Nicholas I.
In 1918, it was renamed in honor of the leader of the uprising in 1905 on the cruiser Ochakov, Lieutenant P. P. Schmidt. Spans were completely reconstructed according to the project of academician G. P. Perederiy, engineer V. I. Kryzhanovsky and architect L. A. Noskov in 1936-1938. "

Exploitation

In 1892, a gas explosion occurred due to damage from the shaking produced by transport, the gas main laid across the bridge.
In May 1906, in connection with the planned opening of tram traffic, the carriageway of the drawbridge was reinforced. The work was carried out by engineer S. S. Linda; technical supervision of construction works was carried out by engineers A. P. Pshenitsky and V. A. Bers. In October of the same year, 22 gas lanterns were dismantled with subsequent replacement with new lanterns (designed by M.M. Peretyatkovich). Some of the lanterns were moved to the General Staff building, 6 lanterns were installed at the Nevsky fence Summer garden... Currently, 16 lanterns are located on the Champ de Mars.
In 1941-1942. the bridge suffered from shell explosions: on the left-bank permanent spans in the tramway lane, the reinforced concrete slab of the carriageway was destroyed and the railings were damaged. Overhaul was carried out in the shortest possible time by the forces of a separate Leningrad road-bridge restoration battalion of the MPVO without closing traffic.
In 1956, two memorial plaques (architect A.K. Marchenko) dedicated to P.P.Schmidt and the authors of the project were reinforced on the pavilions.
In 1975-1976. according to the project of the engineers of Lengiproinzhproekt B. B. Levin and B. N. Brudno, the drawbridge was overhauled: the wooden flooring was replaced with eposal concrete over an orthotropic slab, new waterproofing, expansion joints and drainage pipes were installed, and a metal power fence was installed.
On July 31, 2005, the tugboat RB-98 sat on the base of the draw-span support. After removing the vessel from the support, it turned out that neither it nor the bridge structure had received any damage.

Notes (edit)
1. Resolution of the Government of St. Petersburg dated February 6, 2006 No. 117 "On the Register of Names of Urban Environment Objects"
2. , with. 97.
3. , with. 98.
4. , with. 99.
5. , with. 17.
6. , with. 119.
7. Grech A.N. All Petersburg in your pocket: ref. book for the capital. residents and visitors from pl. St. Petersburg and 4 theaters, comp. Alexei Grech. - 2nd ed., Rev. and additional .. - St. Petersburg. : Type of. N. Grecha, 1851 .-- S. 597 .-- 630 p.
8. A. Berman. American civil engineer of the Nikolaev railway // Bulletin. - 1999. - Issue. 12 (219).
9. , with. 124.
10. , with. 87.
11. , with. 122.
12. Vityazeva V.A., Kirikov B.M. Leningrad: Guide. - L.: Lenizdat, 1986 .-- P. 40 .-- 366 p.
13. , with. 281.
14. , with. 59.
15. P. V. Shchusev Bridges and their architecture. - M.: State publishing house of literature on construction and architecture, 1953. - p. 267. - 360 p.
16. , with. nine.
17. , with. 21.
18. , with. 275.
19. , with. 28.
20. , with. 88.
21. , with. 31.
22. , with. thirty.
23. , with. 125.
24. , with. 29.
25. , with. 126.
26. , with. 127.
27. , with. 89.
28. , with. eighteen.
29. , with. ten.
30. , with. 38-41.
31. Notes of a Petersburg resident // Library for reading. - 1854. - T. 125, No. 6. - S. 217.
32. Chronicle // Builder's Week. - SPb. , 1896. - Issue. 28. - S. 125.
33. , with. eleven.
34. Minutes of the meeting of the section for the protection of monuments of the society "Old Petersburg - New Leningrad" dated July 11, 1930 TsGALI SPb
35. Levina N.R., Kirtsideli Yu.I. On these streets, on these shores. - SPb. : Papyrus, 1997 .-- S. 133 .-- 240 p.
36. , with. 127-128.
37. , with. 128-129.
38. , with. 29.
The Blagoveshchensky Bridge (formerly Nikolayevsky, Lieutenant Schmidt) is located on the English Embankment in the alignment of Labor Square, on Vasilievsky Island - at the junction of the Lieutenant Schmidt and Universitetskaya embankments. Became the first permanent bridge on the Neva River. Before the construction of the permanent bridge, there was a floating Isaac Bridge, which was located upstream in the alignment of the Dekabristov Square (formerly Senate) and University embankment on Vasilievsky Island. It was erected in 1727 and became the first floating bridge on the Neva River. Up to this point, the communication was carried out on ships. It got its name from the Church of St. Isaac of Dalmatia. The floating bridge was built of wooden barges equipped with wooden girders and decks. In two places, the bridge had lifting parts for the passage of ships. The pontoon bridge was repaired several times, and in 1816 the barges were replaced with pontoons and made according to the design of engineers A.A. Betancourt and G. Tretter. They have survived to this day.

In connection with the construction of the permanent Lieutenant Schmidt Bridge, the floating bridge in 1850 was moved upstream and installed in the alignment of Palace Proezd and Pushkin Square (formerly Birzhevaya) and was named Palace.

With the beginning of the construction of the permanent Palace Bridge, in 1912 it was returned to its old place - to the Decembrists' Square, after which it again began to be called St. Isaac's. In 1916, the floating bridge burned down from the spark of a passing tug. Isaac's pontoon bridge was the first and last bridge to serve for 189 years.

The construction of a permanent bridge across the Neva River was preceded by the enormous creative activity of bridge builders. The route of the bridge was also a subject of discussion. Engineer of the Corps of Railways, Lieutenant General M.G. Destrem was proposed the route of the bridge, passing from the source of the Kryukov Canal. The author proposed to enclose a part of the Kryukov Canal in an underground pipe from its source to the intersection with the Admiralteyskiy Canal and to create in this place a bridge square with a church in the middle. This affected the layout of the area adjacent to Truda Square. The Admiralty Canal was filled up (enclosed in a pipe) in the section from the Dekabristov Square to the Kryukov Canal, and in its place the Profsoyuz Boulevard was laid out.

From 1750 to the beginning of the construction of the bridge, more than 40 projects of a permanent bridge across the Neva River were developed. The development problem faced the city for many years. Among the authors of the project were such self-taught inventors as I.P. Kulibin, serf M. Kalashnikov, Rzhevsk tradesman M.I. Nemilov and others, as well as foreigners by origin, engineers P.P. Bazin, I.K. Gerard, European engineers A.S. Ludon, I.Kh. Brunel, B.P. Cliperon, J.-R. Perrone, Defontaine, A.L. Vitberg, V.I. Geste and others. Engineer S.V. Kerbedz and architect A.P. Bryullov.

In 1842, the project of a permanent bridge was approved by the king, after which construction began, which was completed 8 years later - in 1850. On the opening day, the bridge was named Blagoveshchensky after the Church of the Life Guards Cavalry Regiment located on the bridge square, and in 1855 it was renamed Nikolaevsky. After the revolution, the bridge was named after Lieutenant Schmidt.

The new bridge was a structure consisting of eight spans, of which seven permanent spans of different sizes were covered with 2 hinged cast-iron arches. Each span had 13 arches. The drawbridge was located on the right bank and was blocked by a single-arm asymmetrical swivel metal span structure, consisting of 2 parts: downstream and upstream with a clear span of 21.33 meters. The length of the bridge in those years was 298.2 meters, width - 20.3 meters, including the roadway - 13.87 meters and two sidewalks 3.2 meters each.

The abutment of the left bank was a solid massif of rubble masonry on a pile foundation. The abutment of the right bank was extended 15.0 meters into the river bed, its length was 90.0 meters and was equal to the length of 2 parts of the drawbridge, which were located along the bank during the routing. The abutments are faced with granite.

Intermediate supports were located on a pile foundation and were fenced with 2-row sheet pile lintels with stone backfill, which greatly limited the scaffold dimensions. The body of the supports consisted of masonry on a hydraulic limestone solution. The pillars are faced with granite.

The drawbridge support was wide and to receive the pressure of the arches had a central core with rows inclined according to the course of the pressure curve, stretched out with a reverse stone vault laid along the bottom of the drawbridge.

The covering on the permanent spans was an end pavement, on the drawbar - a boardwalk. A unique cast iron railing of artistic casting was installed on the bridge. The main motive of the drawing was "seahorses" (newts). The authorship of the drawing is attributed to the architect A.P. Bryullov, but his signature is not on the drawings. One of the drawings has an inscription S.V. Kerbedza about what Lieutenant Belmering drew and drew the railings. However, an expert on Petersburg antiquity V.Ya. Kurbatov believed that the drawing belongs to Auguste Montferrand. The construction of the bridge was carried out under the supervision of engineer S.V. Kerbedza. In this form, the bridge existed for 85 years.

The main reason for the reconstruction of the bridge was the condition of its drawbridge, which did not meet the conditions of navigation on the Neva River. In addition, the draw-span was not in the middle of the river, but at the right-bank abutment, where the depth and opening of the draw span were insufficient for the passage of vessels with deep draft.

The question of the reconstruction of the drawbridge arose back in 1885, when the Sea Canal was laid from the Gulf of Finland to Gutuevsky Island, and deep-sea ocean vessels could not enter the Neva.

In 1936-1938, according to the project of engineers G.P. Perederiya and V.I. Kryzhanovsky, architects K.M. Dmitrieva and L.A. Noskov, the bridge was completely rebuilt. The number of spans remained the same - 8. The old draw-up span was covered with a reinforced concrete span structure of a 2-articulated arched system. The cast-iron arched spans were replaced by 3-span all-welded metal spans of the continuous beam system.

The drawbridge is located in the middle of the bridge. The span structure is metal all-welded two-winged, of an opening system with rigidly attached counterweights, with an electromechanical drive, with a fixed axis of rotation. In the induced state, the movable span structure turns into a beam-cantilever system. The opening in the light is 42.0 meters.

During the reconstruction, some of the supports were used unchanged. The drawbridge supports are widened to accommodate divider mechanisms, counterweights and a control panel using existing pile foundations.

The pavement on permanent spans is asphalt concrete over reinforced concrete slabs, and on the drawbridge it is wooden. The end pavement remained in the tramway lane.

The railing has been restored to its original position. The length of the bridge was 328.7 meters, width - 24.0 meters, including the roadway - 11.8 meters, tramway - 6.2 meters and two sidewalks of 3.0 meters. New poles with hexagonal lanterns were installed on the bridge.

The Lieutenant Schmidt Bridge is one of the first all-welded bridges. In the process of rebuilding the bridge, the method of underwater concreting was used, as well as a new method of testing spans with water static load.

The removed cast-iron arches were transported to the city of Kalinin and installed on one of the bridges across the Volga River. Old lanterns were installed on the Champ de Mars around the monument to the fighters of the revolution.

The reconstruction of the Lieutenant Schmidt Bridge was carried out under the guidance of Professor G.P. Perederiya and V.I. Kryzhanovsky.

In 1975-1976, according to the project of engineers of Lengiproinzhproekt B.B. Levin and B.N. The drawbridge was overhauled. Also, within the framework of the project, the wooden flooring was replaced with eposlan concrete on an orthotropic slab, new waterproofing, expansion joints and drainage pipes were laid, and a metal power fence was installed.

The work on the overhaul of the drawbridge was carried out under the supervision of the chief engineer of SU-1 Lenmostostroy E.V. Leikin, chief engineer of the RSU Lenmosttrest G. Kiselev and foremen B.P. Romanov, and N.I. Tarasenko. Technical supervision was carried out by the inspector of the Directorate V.A. Kononov and TO engineer A. Mumrin.

In May 2006, the bridge was transferred for reconstruction. The reconstruction works were carried out by the organization OJSC Mostootryad 19 according to the project developed by CJSC Institute Stroyproekt. The author of the reconstruction project is T.Yu. Kuznetsova, the architect is A.E. Goryunov, the chief engineer of ZAO Mostootryad 19 is N. Tarbaev, the responsible manufacturer of the works is I.Ye. Technical supervision was carried out by St. Petersburg State Institution "Directorate of Transport Construction", chief engineer of supervision - Zyryanov OV, inspector of supervision - Minagulov O.T. Technical solutions The projects were developed based on the analysis of the results of historical and archival research and a detailed examination of the structures. Railings, lighting poles and pavilions of the bridge are monuments of history and culture and are protected by the KGIOP.

Government Decree St. Petersburg dated 14.08.2007 № 920, signed by the governor V.I. Matvienko, the bridge over the Neva River near Truda Square and Trezzini Square was returned to its historical name - Blagoveshchensky Bridge.
(Smirnov IA Reconstruction of the bridge named after Lieutenant Schmidt // Architecture of Leningrad. 1937. No. 3. P. 28-31).

A significant work was the reconstruction of the Lieutenant Schmidt Bridge connecting the central part of the city with Vasilievsky Island. The old arched trusses, erected by Kerbedz, were replaced by new, girded, welded structures, with a solid wall (Fig. 395). The work of welding the trusses of the bridge was the largest achievement in this area at the time. To improve the conditions of navigation on the Neva, the iron trusses of the bridge were installed on more high level, for which it was necessary to rebuild all the supports of the bridge. The drawbridge span, which used to be located near the bank, has now been moved to the middle of the river. The old patterned cast-iron lattice has been preserved and serves as a link between the new bridge structure and the embankment. The old cast iron trusses of the bridge were in such good condition that they were used in Kalinin on the bridge over the river. Tvertsa. (Shchusev P.V. Bridges and their architecture. 1952. S. 301)

The repeating pattern shows the traditional symbols of the water element: Neptune's trident, a shell and two hippocampus (this is how the water horses from Neptune's team were called in Greek mythology - with fish tails and webbed hooves).

Famous sculptors P.K. Klodt and N.S. Pimenov made sketches - sculptural groups, similar to those that stand on the pillars of the Anichkov Bridge, were supposed to decorate the Annunciation. But, unfortunately, no money was allocated for this - construction has already devastated the treasury immensely. Perhaps that is why the pillars of the bridge were left without decoration: "their plausibility should really consist of only one unshakable stability."

The bridge at that time was the record holder in Europe - not in total length (the Charles Bridge built in 1380 in Prague, for example, has a length of 520 meters), but in the length of the span. In addition, contemporaries were fascinated by the adjustable mechanism, which in less than forty minutes spread two wings in a horizontal plane. The crossing was considered (at least in St. Petersburg) the eighth wonder of the world:

“Flaunt, Russia, holy fatherland! You have surpassed all the antiquities of the century! There were seven wonders, you created the eighth, And better, more beautiful than all! The hand was strong, It created a national monument to us, that will was firm, like granite, It was ordered to create, to build a bridge like that, ”wrote the same“ Northern Bee ”.

Petersburg legends

How the emperor buried a simple soldier

Once, driving along the Blagoveshchensky bridge, the emperor saw a funeral procession: two soldiers saw off their comrade, who was lying in a rough, unpainted coffin, on his last journey. The emperor stopped his carriage and sent to find out who was buried. It turned out - a retired soldier who served God, the Tsar and the Fatherland for more than a quarter of a century and died in poverty and was not needed by anyone. Nicholas I got emotional, went out and went after the coffin. Soon a crowd of many thousands followed him to the Smolenskoe cemetery. And the next day, all of Petersburg discussed the monarch's extraordinary act, admiring the breadth of his soul.

The cast iron bridge has become the city's most popular landmark. People from the provinces came to the capital to admire it. One of his contemporaries wrote:

“My favorite walk now is the Blagoveshchensky Bridge, the precious necklace of the beautiful Neva, the height of art in all respects! The bridge tempts in a double way. In the daytime it seems transparent, as if filigree, light as waves, and in midnight illumination it is a huge mass, soldering two cities together ... "

In addition, it was the only place in the city where smoking was then allowed. On all other bridges, which were mostly wooden, as well as on the streets of the city, smoking was strictly prohibited due to the danger of fires.

According to the project, a marble chapel was erected on the bull near the drawbridge, which was consecrated in May 1854 in honor of St. Nicholas the Wonderworker. The author of the project is the famous A. I. Shtakenshneider, who built the Mariinsky Palace on St. Isaac's Square. By the way, the old bridge with a chapel and a horizontal swing mechanism can be seen in Eisenstein's film "October" about the events of 1917 (the chapel is clearly visible in this picture).

“And from under the Nikolayevsky cast-iron bridge, like death, the steel of the unkind Aurora towers looks ...” - Mayakovsky wrote: it was behind the Nikolayevsky (Blagoveshchensky) bridge at the English Embankment that the cruiser Aurora stood. From there the famous shot was fired towards the Winter Palace. The monument on the embankment reminds of this event.

Reconstruction 1936 - 1938

The Lieutenant Schmidt Bridge was well built. But - not for centuries. By the 30s of the last century, it became clear that the bridge was morally and physically obsolete. For ships that began to go across the Neva along the Belomoro-Baltic and Volga-Baltic waterways, the drawbridge was narrow. The adjustable mechanism kept jamming. In addition, a deformation of the abutment was found on the right bank. In the first large-scale reconstruction (designed by architects K.M.Dmitriev, L.A. Noskov, engineers G.P. Perederiy and V.I. vertically and in the center. A new stone span was built on the site of the old drawbridge. The lanterns were removed from the bridge, they were used on the Champ de Mars (they stand there now). The chapel of St. Nicholas was demolished, in which after the revolution there was a warehouse of household equipment. The old cast-iron arches were dismantled, later used on the Novovolzhsky bridge in Tver.

Actually, only wooden piles remained from the old bridge - they were in good condition and cast iron gratings with fish horses.

During that reconstruction, electric welding was used - a new method of joining steel structures, which had already been tested during the construction of the Volodarsky Bridge. And when repairing bridge supports, the Swedish method of underwater concreting was used, which was also an innovation in Soviet bridge construction.

Reconstruction 2006 - 2007

The question of a new reconstruction of the oldest St. Petersburg ferry arose sharply at the end of the 20th century: the wear of wooden structures was approaching a critical level. From Kerbedz's legacy, it was decided to leave only the foundations of the supports, which have been preserved in working order for more than 150 years of service. Everything else had to be replaced - steel structures, adjustable mechanism. During the renovation, a backup bridge was erected nearby, which immediately became popularly called "the son of Lieutenant Schmidt" (it will later be used during the reconstruction of the Palace Bridge).

As a result, the crossing was restored to the appearance of the arched Blagoveshchensky bridge, changed during the previous reconstruction. A modern automated hydraulic drive was installed on the drawbridge, and the width of the carriageway was expanded to 37 meters. In addition, tram rails were dismantled and automatic barriers were installed.

The reconstruction cost the city almost 4 billion rubles.

Place names of St. Petersburg

The name of Nikolai or Lieutenant Schmidt?

The bridge has gone through not only two reconstructions, but also many renaming. When designing, the crossing was called "Nevsky Bridge". Later, the bridge got its name from the Annunciation Church of the Horse Guards Regiment, located on the square of the same name (modern Truda Square). But just five years later, after the death of the emperor in 1855, the bridge officially became Nikolaevsky. After the revolution, when they were actively building “ new world", The ferry was given the name of Lieutenant Schmidt, who raised an uprising on the cruiser" Ochakov "and was shot for this. And after the last reconstruction, the bridge was returned not only to its original appearance, but also to its former name - Blagoveshchensky.

Blagoveshchensky (Lieutenant Schmidt Bridge) in St. Petersburg is the first permanent crossing across the Neva. In the 18th century, the city got by with floating bridges, since it was believed that the construction of a permanent bridge was a very expensive and complicated process. The Annunciation Bridge in St. Petersburg, which connected Vasilievsky Island with the English Embankment, was at that time the longest in Europe.

From the history

The first work on the construction of permanent bridges across the Neva appeared in the middle of the 18th century, but their implementation remained a pipe dream due to the high cost and complexity of the projects.

In 1842, it was decided to build a permanent crossing between Vasilievsky Island and the English Embankment; the project was developed by Stanislav Valerianovich Kerbedz, a graduate of the Institute of Railways.

The construction was carried out in accordance with the "Regulations on the construction of a permanent bridge across the Neva River in St. Petersburg" approved by the emperor, according to which the work was calculated for four years. However, the construction of the crossing took twice as long: the work was carried out from 1843 to November 1850.

At that time, there were three long-term construction projects in St. Petersburg: Nevsky Bridge, Moskovskaya Railway and St. Isaac's Cathedral. There was a joke among the people:
- The Nevsky Bridge will be built, but it will quickly fall apart, so we will see it, but our children will not
- The railway will take so long to build that we will not see it and our children will not see it.
- And St. Isaac's Cathedral will never be built and neither we nor our children will see it.
The construction of the crossing, which was called Nevskaya, took place in extremely difficult conditions of marshy ground. The number of workers employed in construction was approaching one and a half thousand. The piles were driven by steam engines, and air bells were used for underwater work. The coastal abutments were lined with granite: Finnish granite was used for the underwater part, and Serdobolsk granite for the surface part.

There is a legend according to which NikolaiIKnowing about the difficulties of the construction, he ordered to raise Kerbedz in rank for each bridge span erected. Evil tongues claimed that when Kerbedz found out about this, he immediately changed the design, increasing the number of spans. Most likely, this is fiction, but it is known that before the start of construction, Stanislav Veniaminovich was in the rank of captain, and on the day the bridge was opened on November 21, 1850, he was promoted to the rank of major general.

The artist Alexander Bryullov took part in the design of the bridge. According to his project, cast iron railings were cast, and the project of metal gas lanterns was created by engineer D. Tsvetkov. The pillars of the structure were not decorated, this emphasized their "unshakable stability." It was planned that allegorical sculptures, made according to drawings by Pyotr Klodt and Nikolai Pimenov, would be installed on the bridge, but this idea had to be abandoned due to lack of funds.

The territory adjacent to the ferry was arranged as follows:
- On the Admiralty Island, the Annunciation Square (now Labor Square) and the Annunciation Church in its center were built, after which the bridge was named.
- From the side of Vasilievsky Island, the embankment was expanded and Trezzini Square was created.
The Nevsky Bridge was checked for carrying capacity by dragging on rails brought from Europe for the construction of the railway.

The inauguration of the Blagoveshchensky Bridge took place on November 21, 1850. On this day, one could observe a spectacle unusual for winter, when the emperor and thousands of townspeople gathered near the Neva. The ceremony began with a prayer service, after which Emperor Nicholas I and his sons walked across the ferry to Vasilievsky Island, and the distinguished guests returned in open carriages.

Petersburgers liked to walk here, they admired the openwork grates and gas lanterns raised on poles in the form of columns of the Corinthian order, as well as a drawbridge for the passage of ships.

For those times, it was, indeed, a gigantic structure:
- The length of the bridge was 298.2 meters
- Width - 20.3 meters
- Weight of ferry metal structures - 95,000 tons
- The number of spans is 8.
The drawbridge was located on the right bank of the Neva, next to Vasilievsky Island, its two wings were spread in about 40 minutes.

After the death of Nicholas I in 1855, the bridge was renamed Nikolaevsky. Next to the drawbridge, a small chapel of St. Nicholas the Wonderworker was erected on a bull near the drawbridge, designed by architect Andrei Stakenschneider, which was popularly called "Nicholas-on-the-bridge".

By the beginning of the 20th century, the crossing became narrow for the passage of new ships, moreover, this part of the Neva was shallow. In this regard, it was decided to reconstruct the bridge and move the drawbridge to the center.

The outbreak of the First World War prevented the implementation of this project.

During the revolutionary events of 1917, the famous cruiser Aurora stood next to the Nikolaevsky Bridge, announcing the start of the storming of the Winter Palace with her shot. In honor of this event, a monument was erected on the Promenade des Anglais.

In 1918, the Nikolaevsky bridge was renamed the Lieutenant Schmidt Bridge in memory of Pyotr Schmidt, who led the Sevastopol uprising on the Ochakov cruiser in 1905. According to one of the projects, it was proposed to erect a monument to a revolutionary leader, the first of the naval officers who went over to the side of the insurgent sailors, on the site of the demolished chapel.

They returned to the question of restructuring the Nikolaevsky bridge only after the revolution and the Civil War.

In 1930, the chapel was demolished, and soon it became clear that it was necessary to radically reconstruct the crossing. The wedge mechanism began to jam, in addition, it was necessary to change the span for ships passing along the Neva, since their number increased in connection with the construction of the White Sea-Baltic Canal.

The reconstruction of the crossing was carried out in the 1930s according to the project of the engineer-bridge builder, academician Grigory Petrovich Perederiy. In fact, it was the construction of a new bridge with a central drawbridge on the old abutments. From the external design, only the railing was preserved, made according to the drawings of Alexander Bryullov.

The surname of the engineer and designer Perederiy caused a new surge in the creative activity of Leningrad mockingbirds. In the arsenal of urban folklore, the expression “Perederiy distorted” appeared.

During the reconstruction of the bridge, bridge construction methods, new for that time, were used. The joining of steel structures was carried out using electric welding, which proved itself positively during the construction of the Volodarsky Bridge; a new method of underwater concreting was also used.

After the reconstruction, the length of the Lieutenant Schmidt Bridge became 331 meters, and the width increased by 4 meters and amounted to 24 meters: the carriageway increased to 18 meters, the sidewalks were 3 meters long. At the same time, the mass of the structure decreased by almost four times and became 2,400 tons.

The adjustable wings were now located in the middle span, and their rise time was only 55 seconds.

In the center of the bridge, on round towers, commemorative plaques were installed in memory of Lieutenant Schmidt and the creators of the bridge.

To test the facility for strength, on September 8, 1938, five wooden waterproof boxes, one meter high and 900 tons displacement, were installed on the right-bank carriageway and filled with water, creating a model for placing cars on the crossing in five rows. After three hours, the water was released and the test was carried out on the other side.

From November 5, 1938, traffic on the renovated Lieutenant Schmidt Bridge was opened. The wooden drawbridge flooring was replaced with metal in 1976.

Reconstruction of the Lieutenant Schmidt Bridge in the 2000s

The question of a new reconstruction arose in 2004. For the movement of vehicles and pedestrians during the repair, a backup bridge was built upstream of the Neva.

During the renovation, the old steel structures were replaced with new ones. The grand opening of the renovated bridge took place on August 15, 2007. The newly opened crossing was returned to its historical name - the Blagoveshchensky bridge. Its width has increased from 24 to 37 meters, the number of lanes for traffic is 8.

The old name of the Annunciation Bridge. Blagoveshchensky bridge: the precious necklace of the Neva

Collegiate YouTube

History

1850 bridge

Chapel of St. Nicholas the Wonderworker

1939 bridge

2007 bridge

Design

Exploitation

Notes (edit)

Petersburg legends

Place names of St. Petersburg

From the history

Reconstruction of the Lieutenant Schmidt Bridge in the 2000s