New Removable Bridge over the Bay of Cadiz

IABSE Symposium Report, 2014

The bridge over the Cádiz Bay has a total length of 3157 m and crosses from Cádiz City to Puertorreal. The main bridge is a cable stayed solution with a main span of 540 m and approach spans of 200 m. and a maximum vertical clearance of 70 m. It will be one of the longest cablestayed bridge in Europe. The deck is a trapezoidal box girder 3.0 m deep in a composite construction steel concrete in the bridge over the bay and prestressed concrete in the bridge on the land side. The simply supported deck has a variable depth made of steel with an orthotropic deck. The total width varies from 33.20 to 34.20 m. The bridge will support 2 lanes carriageways for vehicles and 2 tracks carriageway for a tram. The pylon is a double Y shape reinforced concrete structure. The bridge is currently under construction. The main span will be built by free cantilever system with 20 m long segments. The approach span on the Cadiz side will be built by incrementally launched segments. The approach spans on the Puertorreal side will be constructed span by span with a centering. The simply supported 150 m span will be lifted from a barge.

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

The construction works for the New Cadiz Bridge started in April 2007 and the completion is scheduled for autumn 2011. By now, important challenges have been faced, such as the construction of 495 deep piles both inland and on sea, which has demanded innovative excavation solutions. The semi-submerged pier and tower bases have required composite steel-concrete watertight caissons of 1200 tons maximum weight, built inland and placed on site with heavy lift floating sheer-legs, to face the action of the 7 m-high water column, waves and ocean currents. Finally, the rising of the east tower is being developed with a climbing system in the first vertical phase, combined with a complex three-dimensional steel structure anchored to the tower to support the scaffolding of the highly inclined diamond-shaped second phase (only 41º above the horizontal line).

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

The new Viaduct over the Bay of Cadiz is going to be one of the most outstanding infrastructures ever built in Spain, due not only to its large dimensions and structural design, but also to the unique environment that surrounds the area where the construction works are taking place. For this reason, the owner (the Spanish Department of Public Works) together with the Contractor and the Technical Assistance Consulting, are developing during the construction a very specific and high tech quality control assessment.

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

Structural Engineering International, 2008

The Atlantic Motorway, AP-9, crosses the Vigo estuary in Spain by means of a 400 m span cable-stayed bridge with a composite deck over the Rande Strait. This bridge was built between 1973 and 1977, and opened to traffic in 1981. In 2006, the average daily traffic reached 55 000 vehicles, close to its effective capacity, and therefore resulted in frequent traffic congestion conditions. To increase the bridge's traffic capacity, feasibility studies were carried out. After technical, aesthetic and economic comparative analyses, the most favourable solution found was a widening project. The widening solution consists of two new external composite decks positioned along both the outer sides of the existing deck next to the main piers. This system, a worldwide pioneer, will allow bridge-widening works without either interrupting the traffic on the existing bridge or affecting the Vigo estuary, a very valuable zone from a natural environmental and landscape perspective.

Bautechnik, 2012

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.

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, 2009

IABSE Reports, 2014

The Bridge of Sant Julia de Loria, in Andorra, is part of the variation of the CG1 road, main entrance from Spain. SIGMA99 company is in charge of the junction engineering project and has entrusted AMATRIA with the structural design of it. The bridge is a geometrically complex structure resulting from the connection between the portals of tunnels of Tapia, currently under construction, and Grau Vell, planned for future action. The bridge also crosses the Grand Valira River and the existing CG1 road. Three slip roads connect the bridge to the road. So the bridge, or structure, has 11 spans, 7 columns and 5 abutments, with spans between 15 and 50 m. The bridge, without expansion joints except at the 5 abutments, behaves like a spatial structure where two-dimensional behaviour is significant. The deck surface is approximately 3.600m². It is developed over an area of approximately 165 m by 75 m.