2 Kalinina St., Ostrov, Pskov Region, Russia, 181350
Before the construction of permanent metal bridges, communication between the banks of the Velikaya River in Ostrov was carried out by ferries, as well as by a light temporary wooden bridge on trestles. This fragile bridge had to be dismantled annually, and it was often destroyed by floodwaters. The first project for permanent bridges across the Velikaya River in Ostrov was proposed in 1837. Each bridge was planned to be an arched, three-span structure. However, the significant cost of the arched system forced its abandonment. In 1841, engineer Boreisha proposed a project for the crossing in the form of two two-span bridges with span structures made of wooden plank trusses. In 1846, another project for bridges with wooden beam trusses was presented. However, both these projects had a significant drawback: it would have been necessary to build supports in the riverbed, narrowing its "live cross-section." Concerns that narrowing the river's "live cross-section" would have adverse consequences forced the abandonment of bridges with intermediate supports and the use of single-span bridges with spans of about 90-100 meters. At that time, for such spans, the most appropriate system was suspension, and therefore it was "recognized as the most advantageous and convenient, given local circumstances, to build chain suspension bridges in Ostrov." (Journal of the Main Directorate of Communications and Public Buildings). Construction of the bridges began in the spring of 1851 and was completed in the autumn of 1853. The bridges were designed by the communications engineer, staff-captain engineer Krasnopolsky, who also supervised their construction. Chain suspension bridges, as is known, are highly sensitive to vibrations. And although engineer Krasnopolsky provided special wooden lattice stiffening trusses in the design of the bridges across the Velikaya, nevertheless, in 1853, the Main Directorate of Communications and Public Buildings developed a special "Regulation on Traffic on the Chain Bridges of Ostrov across the branches of the Velikaya." It stated, in particular, that "to avoid the accumulation of carriages and people, stopping on the bridges is prohibited for those passing and walking," that "carriage driving on the bridges is allowed only at a walk," that "horses, oxen, and cows are led across the bridges at a walk, no more than 50 heads at a time," and that "if there are religious processions or public ceremonies with large crowds, crossing the bridges is allowed only in rows, and during this time carriage traffic on the bridges is stopped." The last rule was by no means an excessive precaution, as shortly before, in 1851, in the city of Vladimir, during a religious procession, a new bridge collapsed, killing many people. The roadway and stiffening trusses of the Ostrov bridges were originally wooden. In 1926, they were replaced with metal ones, which increased the load-bearing capacity and durability of the bridges. Few architectural monuments or structures from past centuries have survived in Ostrov. Some were lost to wars, others to time and people. Fortunately, the chain suspension bridges built in the mid-19th century have been preserved. Bridge engineering has advanced far since then, but the Ostrov bridges are still admired.
There is even a legend associated with them: "Once Emperor Nicholas I was crossing the Velikaya by ferry. Due to the rocking, water soaked the belongings in the carriage. The Tsar was furious. In such a mood, he left Ostrov, heading abroad. When he returned, he ordered a bridge to be built." That is the legend. There is some truth in it. Nicholas I indeed passed through the district town several times and often said: "When will I see a permanent bridge in Ostrov?" The first project of arched three-span bridges appeared in 1837 but was abandoned due to its high cost. Only the fourth project, authored by communications and public buildings engineer Mikhail Krasnopolsky, was realized. Construction began in 1850 and was successfully completed three years later. Nicholas I was present at the opening of the bridges in November 1853! "In November 1853, the sovereign walked on foot across the newly built bridge by communications engineer Krasnopolsky, was very pleased, and awarded the builder the Order of St. Anna, 2nd class. 'I am very glad that my wish has finally been fulfilled: congratulations on the bridge,' said the sovereign, addressing the leader of the nobility, retired Major General Melander," states the "Chronicle of the City of Ostrov and Its District of Pskov Province" by Panov. Years flew by, the bridge was over seventy years old when, in 1926, the wooden trusses and roadway were replaced with metal ones. After the repair, it was named the Paris Commune Bridge.
In 1944, during the liberation of the city from the Nazi invaders, the northern span was damaged. It was restored a year later. Currently, it is the only chain suspension transport bridge on the territory of the former Soviet Union. Undoubtedly, it is a valuable monument of engineering art from the past century.
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