Asfinag Insists on Bridge Renewal Despite Tunnel Proposals

Asfinag Insists on Bridge Renewal Despite Tunnel Proposals

 

APA/EXPA/ JOHANN GRODER

Asfinag, the Austrian highway operator, remains firm on its decision: replacing the deteriorating Lueg Bridge on the Brenner Motorway (A13) with a tunnel is not possible. This option has been deemed “technically, professionally, and practically unfeasible,” and the timeframe for such a change has already passed, stated Asfinag’s CEO Stefan Siegele in an interview with APA. The condition of the Lueg Bridge is unique in Austria for being so poor. Additionally, the Europabrücke will also require renovation from 2040 onwards.

During an on-site visit with APA, Siegele stood beneath the Lueg Bridge, braving cold winds despite the mild autumn temperatures. The bridge, built in the late 1960s, proudly rises at an altitude of 1,300 meters. Despite its impressive two-kilometer length, the bridge is now “at the end of its lifespan” and must be replaced, Siegele emphasized. The situation has sparked years of debate over Austria’s longest bridge on the A13, a “theater and controversy” Siegele wishes to leave behind—an issue that has haunted him since 2019, when local residents first proposed building a tunnel as an alternative during a public meeting.

During this visit, Siegele ended up at the “Lueg Mühlsteiger” bus stop—almost as if it were a sign. The ongoing dispute, including legal battles between Asfinag and the municipality of Gries am Brenner, is fueled by the combative mayor of Gries, Karl Mühlsteiger, who strongly supports the tunnel option. Siegele, however, rejected recent campaign promises from FPÖ party leader Herbert Kickl, who pledged to push for a tunnel if the party were part of the government, saying a tunnel is unfeasible “based on technical, practical, and professional evaluation.”

One key reason against the tunnel, aside from operational issues like managing traffic congestion on an incline, is the closed timeframe for such a project. Even if they proceeded without issues, environmental assessments and other procedures would take 10 to 15 years to complete, Siegele noted: “The bridge won’t last that long.”

Siegele added that the bridge, described by Kickl as an “ugly, horrid concrete monster,” is in such a bad state that it will be necessary to limit traffic to one lane starting from early 2025. This restriction will be in place regardless of the planned construction starting in the spring for a new bridge or a complete renovation of the current one—a project with an estimated cost of 300 million euros. However, on particularly busy days—approximately 170 per year—they plan to reroute truck traffic onto the left lane to allow for two lanes. This measure will push the bridge to its limits, Siegele said, emphasizing that safety remains the top priority, which they can still guarantee with their current approach.

Construction on the Lueg Bridge is set to begin this spring, and Asfinag is “very confident” about this timeline, Siegele stated later during an extensive discussion at the historic, still-operational highway maintenance facility in Plon, which bears the original “Brenner Autobahn” sign on its bright orange facade. Although some regulatory procedures are still pending, they do not expect significant delays, only possible additional requirements. Asfinag plans to begin building the new structure next to the existing bridge soon. The first milestone is to complete the new section by 2027 and reroute traffic there. Afterward, the old bridge will be demolished, and a second structure will be built in the same place, allowing the entire bridge with two lanes and emergency shoulders per direction to be completed by 2030.

According to Siegele, a tunnel would also be a “disadvantage for all residents of the Wipptal Valley” due to local conditions. The route is not only long—at two kilometers—but is also on an incline. Currently, the Lueg Bridge already faces congestion on 160 days each year. With a tunnel, the traffic light would turn red more often, leading to traffic jams on the slope. Such stop-and-go traffic, especially with heavy trucks, would be a burden. “And then imagine if it snows,” Siegele added, sighing. “We all know that such a concept wouldn’t work.” The frigid wind quickly drove him back to the safety of his car.

In contrast, the much taller Europabrücke seemed friendlier during the visit, basking in sunshine. From the southern viewpoint, Siegele looked down on the 190-meter-high bridge, which is not yet in need of urgent renovation. However, as part of the Brenner Motorway, the bridge remains under observation and is scheduled for renovation after 2040, with some interim maintenance planned before that. The Brenner route, built in the 1960s, is slowly getting a new face and additional stability, though the renovation phase appears endless. “Once we’re done, we start over again,” Siegele remarked, describing the never-ending cycle of road maintenance.

Even before the Europabrücke, the Mietzener and Gschnitztal bridges are next in line for renewal. Asfinag annually invests between 250 and 350 million euros in Tyrol’s infrastructure, although they cannot provide a total figure for the complete renovation of the Brenner Motorway—likely for the reasons mentioned above. For future projects, Siegele hopes for a simpler approach than the Lueg Bridge: “There will be no tunnel,” the Asfinag manager said, also ruling out a third lane for the A13. One thing is certain: Siegele has no intention of trying the bungee jump from the Europabrücke, visible from their location. “That’s against nature,” he smiled before heading off to his next appointment.

 

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