Our references


Süderelbbrücke, Hamburg, Germany 2018: Proof of Concept

Motorway bridge (A1)

Riveted steel construction, year of construction 1937

Length 320m


The bridge was replicated  as a 3D-model in different levels of detail.

During a load test, it showed that hitherto unused structure reserves could be utilised for the recalculation.



Unterrieden, Bavaria 2019, Monitoring of the cantilever arms

Motorway bridge on the A6

Prestressed concrete, year of construction 1967

Length 660m


The viaduct must be replaced by a new structure. Four lanes of traffic were redirected over the southern part of the structure during the demolition of the northern part of the structure. This redirection meant that the cantilever arms were subjected to particular stress due to the HGV traffic and therefore they were permanently monitored.



UF Nidda, Hesse 2020: Monitoring of the supporting structure

Motorway bridge on the A5 at the Frankfurter Westkreuz

Prestressed concrete, year of construction 1970

Length 64m


The zero position was monitored at the four measuring points since the structure was rated as conspicuous due to the stress corrosion cracking (SSC).



Rödingsmarkt, Hamburg 2020: Proof of structural stability                        

Railway bridges of the public transport system of the city of Hamburg, Germany
[Hamburger Hochbahn AG] (Viaducts Graskeller and Mönkedammfleet)

Riveted steel construction, year of construction 1911

Total length 145m


In addition to the local strain (extension) measurements, the global deformation behaviour pattern was recorded using laser technology. At the beginning of 2020, trial runs under load conditions were conducted, which were used to calibrate the calculation models. The actual impacts of the traffic loads are recorded during the calibration trips, whereby the laser measuring sections are also used as crane scales.



Component test, Luxembourg 2020: Component behaviour when damaged

Section of motorway bridge

Prestressed concrete, year of construction 1975

Length 26m


The tendons are severed individually one after the other in this component test. After each damage stage, the component is placed under defined load conditions with a load carriage and a shaker. It is expected that the structural damages will be detected before cracks become visible in the concrete by analysing the bending curve and/or the zero positions. The measuring data of the BMG System are evaluated and validated by the University of Luxembourg.