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Piacenza viaduct is one of the structures along the new high-speed network in Italy
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For the Port of Rotterdam, the Netherlands have built a dedicated Freight Railway Line
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The development of a new railwaystation in the commercial and leasure area of Amsterdam South East is a mayor project.
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The new A10 Highway between Bucelas and Carregado crosses the Loureiro river valley on a 1.050 m. long viaduct at a height of about 90 m. above water level
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The second Imigrantes highway, inaugurated in December 2002, completes the Anchieta-Imigrantes Highway Complex linking the city of São Paulo to the port of Santos and the São Paulo State coast.
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High speed train line Milan – Bologna / Piacenza 1 and Piacenza 2 viaducts
13 11 2005Piacenza viaduct is one of the structures along the new high-speed network in Italy
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High Speed Freight Railway Line
02 07 2005For the Port of Rotterdam, the Netherlands have built a dedicated Freight Railway Line
[...]
New Railway Station Bijlmer
06 05 2005The development of a new railwaystation in the commercial and leasure area of Amsterdam South East is a mayor project.
[...]
Loureiro Viaduct
12 05 2003The new A10 Highway between Bucelas and Carregado crosses the Loureiro river valley on a 1.050 m. long viaduct at a height of about 90 m. above water level
[...]
The Imigrantes Second Highway
07 01 2003The second Imigrantes highway, inaugurated in December 2002, completes the Anchieta-Imigrantes Highway Complex linking the city of São Paulo to the port of Santos and the São Paulo State coast.
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The Imigrantes Second Highway
published: 07 01 2003
The second Imigrantes highway, inaugurated in December 2002, completes the Anchieta-Imigrantes Highway Complex linking the city of São Paulo to the port of Santos and the São Paulo State coast.
The second Imigrantes highway, inaugurated in December 2002, completes the Anchieta-Imigrantes Highway Complex linking the city of São Paulo to the port of Santos and the São Paulo State coast. It will increase traffic capacity from 8,500 vehicles per hour to 14,000 vehicles per hour.
The total length of the highway is 23.5 km, of which 11.48 km involves the 730m descent through the mountainous Serra do Mar, an important ecological region. In order to minimize environmental damage, the original route was redrawn, transforming the descent into two thirds tunnel and one third viaduct. This change in strategy reduced environmental damage caused by the project intervention on the ecosystem to one 40th of the damage caused during the first highway construction.
Three distinct technologies were utilized in the construction of the viaducts. The most commonly used was the post-tensioned, cast-in-situ, balanced cantilever method. These bridges were constructed by casting a series of “slices” or segments in-situ. Falsework was not required because the relatively short travelling forms needed for casting the concrete segments were supported by trusses fixed onto the previously erected segment of the bridge superstructure. Longitudinal post-tensioning tendons were placed in the upper portion of the segments and then stressed to provide the compressive force needed to resist tensile stresses from the structures’ dead loads and loadings applied after construction. This system permitted spans of up to 98m compared to the 45m of the original project. All but two of the viaducts constructed in this manner were rigid frame segmental bridges, permitting smoother rideabilty. The other two longer spans utilized mid-span deck hinges with expansion joints to allow the structure to deform under sustained dead loads without inducing large internal forces in the girders.
Two of the viaducts were constructed by the incremental launching method. The 25m, 600 ton segments were attached to a previously completed segment of the bridge superstructure, and then the completed section was launched outward to the piers before the subsequent segment was assembled. A 25m steel “starter” truss was fixed to the initial segment to guide the superstructure over the piers and to reduce front-loading. Specially designed hydraulic rams supplied the forces required to push the deck over the 50m span piers, and lubricated PTFE bearings minimized friction and axial forces between the piers and the superstructure. This was the first time this method was utilized in Brazil for “downhill” launching.
Some smaller spans were built utilizing pre-cast beams, usually fabricated on-site, adjacent to the bridge and lifted into position by heavy lift cranes.
At the intersection of the Imigrantes with the coastal highway, for aesthetic reasons, the decision was made to build a cable-stayed bridge. The preferred design was a double span, pre-cast, segmental, 28m-wide cable-stayed bridge with a central, parallel plane, H type pylon. Due to the ease of access beneath the bridge from the completed but unopened highway, coupled with the abundance of flat area surrounding the site, the pre-cast, segmental erection method was chosen. The pre-cast segments of the superstructure were fabricated in the adjacent prefabrication yard and transported and erected by a heavy lift crane. The 50T longitudinal lateral beams with the cast-in stay-cable form tubes were erected first. Longitudinal post-tensioning tendons maintained these lateral beams in balanced cantilever mode, permitting the subsequent erection of the 23m, 30 ton transverse beams. Each longitudinal beam supported 2 transverse beams, laterally tied by post-tensioning. The topography of the bridge section was corrected by the installation and regulation of the respective stay-cables, followed by the placing of the slab elements and the upper slab concreting. This sequence was repeated simultaneously on either side of the pylon until the abutments were reached.The second Imigrantes highway, inaugurated in December 2002, completes the Anchieta-Imigrantes Highway Complex linking the city of São Paulo to the port of Santos and the São Paulo State coast. It will increase traffic capacity from 8,500 vehicles per hour to 14,000 vehicles per hour.
The total length of the highway is 23.5 km, of which 11.48 km involves the 730m descent through the mountainous Serra do Mar, an important ecological region. In order to minimize environmental damage, the original route was redrawn, transforming the descent into two thirds tunnel and one third viaduct. This change in strategy reduced environmental damage caused by the project intervention on the ecosystem to one 40th of the damage caused during the first highway construction.
The total length of the highway is 23.5 km, of which 11.48 km involves the 730m descent through the mountainous Serra do Mar, an important ecological region. In order to minimize environmental damage, the original route was redrawn, transforming the descent into two thirds tunnel and one third viaduct. This change in strategy reduced environmental damage caused by the project intervention on the ecosystem to one 40th of the damage caused during the first highway construction.
Three distinct technologies were utilized in the construction of the viaducts. The most commonly used was the post-tensioned, cast-in-situ, balanced cantilever method. These bridges were constructed by casting a series of “slices” or segments in-situ. Falsework was not required because the relatively short travelling forms needed for casting the concrete segments were supported by trusses fixed onto the previously erected segment of the bridge superstructure. Longitudinal post-tensioning tendons were placed in the upper portion of the segments and then stressed to provide the compressive force needed to resist tensile stresses from the structures’ dead loads and loadings applied after construction. This system permitted spans of up to 98m compared to the 45m of the original project. All but two of the viaducts constructed in this manner were rigid frame segmental bridges, permitting smoother rideabilty. The other two longer spans utilized mid-span deck hinges with expansion joints to allow the structure to deform under sustained dead loads without inducing large internal forces in the girders.
Two of the viaducts were constructed by the incremental launching method. The 25m, 600 ton segments were attached to a previously completed segment of the bridge superstructure, and then the completed section was launched outward to the piers before the subsequent segment was assembled. A 25m steel “starter” truss was fixed to the initial segment to guide the superstructure over the piers and to reduce front-loading. Specially designed hydraulic rams supplied the forces required to push the deck over the 50m span piers, and lubricated PTFE bearings minimized friction and axial forces between the piers and the superstructure. This was the first time this method was utilized in Brazil for “downhill” launching.
Some smaller spans were built utilizing pre-cast beams, usually fabricated on-site, adjacent to the bridge and lifted into position by heavy lift cranes.
At the intersection of the Imigrantes with the coastal highway, for aesthetic reasons, the decision was made to build a cable-stayed bridge. The preferred design was a double span, pre-cast, segmental, 28m-wide cable-stayed bridge with a central, parallel plane, H type pylon. Due to the ease of access beneath the bridge from the completed but unopened highway, coupled with the abundance of flat area surrounding the site, the pre-cast, segmental erection method was chosen. The pre-cast segments of the superstructure were fabricated in the adjacent prefabrication yard and transported and erected by a heavy lift crane. The 50T longitudinal lateral beams with the cast-in stay-cable form tubes were erected first. Longitudinal post-tensioning tendons maintained these lateral beams in balanced cantilever mode, permitting the subsequent erection of the 23m, 30 ton transverse beams. Each longitudinal beam supported 2 transverse beams, laterally tied by post-tensioning. The topography of the bridge section was corrected by the installation and regulation of the respective stay-cables, followed by the placing of the slab elements and the upper slab concreting. This sequence was repeated simultaneously on either side of the pylon until the abutments were reached.The second Imigrantes highway, inaugurated in December 2002, completes the Anchieta-Imigrantes Highway Complex linking the city of São Paulo to the port of Santos and the São Paulo State coast. It will increase traffic capacity from 8,500 vehicles per hour to 14,000 vehicles per hour.
The total length of the highway is 23.5 km, of which 11.48 km involves the 730m descent through the mountainous Serra do Mar, an important ecological region. In order to minimize environmental damage, the original route was redrawn, transforming the descent into two thirds tunnel and one third viaduct. This change in strategy reduced environmental damage caused by the project intervention on the ecosystem to one 40th of the damage caused during the first highway construction.
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| Project | : | The Imigrantes Second Highway |
| Location | : | Connecting São Paulo and Santos, Brazil |
| No. of viaducts and bridges | : | 11 |
| Total length of viaducts and bridges | : | 5.19 km |
| Longest viaduct | : | 1255 m |
| Median deck width | : | 14 m |
| Highest pillar | : | 80m from foundation block |
| Post-tensioning strand utilised | : | 2000 tons (12.7mm and 15.2mm) |
| Volume of concrete | : | 420,000 m³ |
| Quantity of post-tensioning anchorages | : | 5250 |
| Length of sheathing utilized | : | 90,000 m |
| Largest post-tensioning anchorage | : | 19 x 15.2mm dia. |
| Quantity of stays | : | 44 |
| Largest stay-cable anchorage | : | 54 x 15.7mm dia. |
| Stay-cable strand utilised | : | 120 tons (15.7mm dia., galvanised, waxed, HDPE coated) |
| Main Client | : | ECOVIAS DOS IMIGRANTES S.A. (Brazil) |
| Contractor | : | CONSORTIUM IMIGRANTES (C.R. ALMEIDA, Brazil - IMPREGILO, Italy) |
| Designer | : | FIGUEIREDO FERRAZ (Brazil), IN.CO AND GEODATA (Italy) Cable-stayed bridge – OUTEC ENGENHARIA (Brazil) |
| Period | : | 09/1998-12/2002 |
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