Sant Julia de Loria bridge, in Andorra. Structural design

2007

This work presents two proposals for spanning the Galician rías. The rías are the equivalent to the Scottish firths or the Scandinavian fiords, thus long-span bridges are required to communicate both sides of that physical barrier. Additionally, the multidisciplinary approach applied in the design of these proposals that have been developed in the last decade by the Structural Mechanics Research Group is explained.

Structural Engineering International, 2010

distributions, which renders this typology susceptible to be used in extremely light footbridges as well as road and railway bridges. Steinkjer Bridge (Fig. 1) built in Norway in 1963, with a span of 80 m, was his first project using this typology, which saw a fast development in countries like Norway, Germany, United States, and Japan. Description of Palma del Río Arch Bridge The bridge of Palma del Río, over Guadalquivir River, 3-5 constitutes a remarkable development of this typology with a bowstring that spans 130 m (Fig. 4), and two inclined arches that rise 25 m with a tubular cross section of 0,9 m and 50 mm of maximum thickness (Figs.

Proceedings of the ICE - Bridge Engineering, 2005

This paper presents a description of a continuous truss footbridge comprising two spans, one of 140 m and the other 50 m. The bridge crosses the Sant Adria Marina, close to Barcelona. The width of the deck is 6 m and the depth of the two trusses, which form the bridge, range between 6 and 10 m. Main innovations are the use of recycled aggregates for concrete in the approach slab deck, the use of silica fume concrete for the pavement which performs well from the strength, durability and aesthetic points of view and the formal exploration of irregular longitudinal layouts in truss bridges. This formal exploration resulted in the creation of an internal space extremely pleasant for people and avoiding any tunnel sensation. Moreover, the absence of dynamic loads and the light live load allowed the trusses to be designed without using gusset plates.

5th International Conference of Arch Bridge, Madeira, …, 2007

The conceptual design of this world record arch bridge and its most significant structural features are presented, together with the construction method, structural control procedures and the most important actions taken during construction. The monitoring system is also described, some in-construction and in-service measurements are given, and basic data on construction materials are provided.

IABSE Reports, 2014

New Solutions for our Society (Abstracts Book 314 pages + CD-ROM full papers 1196 pages), 2008

IABSE Symposium, Venice 2010: Large Structures and Infrastructures for Environmentally Constrained and Urbanised Areas, 2010

The construction of the new Bridge over the Bay of Cadiz is necessary to break the secular isolation of the city. This brand new infrastructure must also be respectful and compatible with the local shipyard industry, which has many high-tech facilities inside the bay, employing nowadays more than 6000 workers. Regarding the possibility of the construction of ships or offshore structures with extraordinary dimensions, the new bridge will have a removable span, with 140 m horizontal clearance and no vertical clearance limitations. This original structure, which is in a very advanced stage of construction, will have a single 150 m long steel span with variable depth (between 3 and 8 m) and a 33,2 m wide orthotropic plate. The structural detail design and construction of the bridge is presenting many challenges in relation to its dynamic behaviour, fatigue control, durability and quality control of the manufacturing processes.

Structural Engineering International, 2003

Handbook of International Bridge Engineering, 2013

The project includes a cable-stayed bridge and two approach viaducts: one on the Chaco side on National Route 16 and another one on the Corrientes side on National Route 12 (Figure 3.22). Those structures are 2000 m long (1666 m over water) and 8.3 m wide, with one lane in each direction. The vertical navigation clearance is 35 m. The required horizontal clearance is 200 m. The cable-stayed bridge comprises three spans (163 m + 245 m + 163 m). It is composed of two 225 m long suspended structures, placed symmetrically along the main pylons axes, which are 245 m apart. A simply supported span of 20 m links these two structures to form the main span of 245 m. This suspended span reduces the effect of deflections on the two main structures. Each main pylon is a W-shaped frame that rests on a pile cap for its foundation. A set of eight stays completes each main 83 m high pylon. The cross section is a two-box girder. The deck is completed with precast transverse slabs, 6.9 m long and 2 m wide, supported on the main beams. When the deck was finished, the transverse beams were prestressed. The original stays were of the locked coil type, but they had to be replaced after 25 years of service. The longitudinal beams of 3.5 m deep were prestressed. The approach viaducts over the river are composed of nine spans of 82.6 m each on the Chaco side, and three spans of 82.6 m each on the Corrientes side. They were built by the balanced cantilever method with precast segments 4.1 m long and 2 m deep at center span and 4.5 m deep over the supports. The overall deck width is 11.3 m, carrying two 3.65 m wide lanes, narrow emergency shoulders of 0.50 m and pedestrian sidewalks 1.5 m wide. The piers of the approach viaducts are constant deep box sections and were built by the sliding formwork method. The foundations were made using 1.8 m diameter bored piles with variable lengths between 38 m and 60 m, and with preloading cells, they are clamped by penetration into the hard clay stratum. At around 20 years of service, the replacement of all the stays was required. Construction works were carried out by Freyssinet SA (Spain) in 1995. Parallel strands stays were installed. The link between both cities, with only two lanes, has proven to be insufficient for the traffic, which has been ever-growing since its construction. The construction of a new bridge is now under consideration. Construction work began in August of 1968 by the initiative of the governments of the provinces involved: Corrientes, Chaco, and Formosa. The owner was DNV, who called for international bids in 1965.

Structural Engineering International, 1997