Stay cables reference list
Page 1 of 3 > >>
The new railway linking Bologna to Milan is part of the High Speed Lines network at present under construction in Italy.
[...]
During the October 2000 flood almost all the watercourses in the province of Turin that were tributaries of the Po river underwent exceptional high waters and consequent flooding, which caused enormous economic and environmental damage.
[...]
The existing double railway bridge was too low and too old. The crossing with the Twente canal was too low; the bridge was technically at the end of its lifetime. A unique opportunity to design and build another railway cable-stayed bridge in the Netherlands.
[...]
Although the Paranaíba Bridge was the first cable-stayed bridge to break ground in Brazil
[...]
The “Sea Pallini” cable stayed bridge, crossing the main highway reaching the new airport of Athens...
[...]
Page 1 of 3 > >>
High speed train line Milan – Bologna
18 12 2006The new railway linking Bologna to Milan is part of the High Speed Lines network at present under construction in Italy.
[...]
The "Colletta" cable stayed bridge over the Sangone creek
16 07 2005During the October 2000 flood almost all the watercourses in the province of Turin that were tributaries of the Po river underwent exceptional high waters and consequent flooding, which caused enormous economic and environmental damage.
[...]
Arch bridge over the Twente canal
06 07 2005The existing double railway bridge was too low and too old. The crossing with the Twente canal was too low; the bridge was technically at the end of its lifetime. A unique opportunity to design and build another railway cable-stayed bridge in the Netherlands.
[...]
Cable-stayed bridge over the River Paranaíba
04 11 2003Although the Paranaíba Bridge was the first cable-stayed bridge to break ground in Brazil
[...]
Sea Pallini bridge, Athens
02 10 2003The “Sea Pallini” cable stayed bridge, crossing the main highway reaching the new airport of Athens...
[...]
Arched cable-stayed bridge over the Paranoá Lake
published: 11 01 2003
The visually stunning design of the JK (Juscelino Kubitschek) Bridge over the Paranoá Lake was inspired by the image of a skipping pebble over a lake surface.
The visually stunning design of the JK (Juscelino Kubitschek) Bridge over the Paranoá Lake was inspired by the image of a skipping pebble over a lake surface. The skewed arches differentiate the JK Bridge from traditional arch designs and in 2003 the project received the Gustav Lindenthal Medal, for a single, recent, outstanding achievement in bridge engineering, demonstrating technical and material innovation, aesthetic merit and harmony with the environment.
Construction on the six-lane bridge began in June 2000 as part of the Orla Project, which is not only aimed at reversing the privatization of Paranoá Lakeside, but to also at alleviating traffic congestion on the 2 existing bridges between the north-side, commercial and government sector and the residential areas of the south-side.
The 1,200 metre-long bridge has three central arches, each spanning 240 metres. The 62 m. high arches cross diagonally over the deck, which is supported by stay cables suspended from the arches.
The project design stipulated that the four, 4,000 m³ concrete support blocks be submerged 1 m. below the surface of the water. This entailed the construction of a 2,500 ton reinforced-concrete coffer dam above the water level, which was then lowered to the correct position over the pre-driven piles with the aid of 29, 200T capacity hydraulic jacks. The hydraulic jacks were positioned on a steel platform reacting against 1.2 m. diameter piles, specifically driven for this purpose. To avoid internal fissuring in the 4.5 m thick block, the 35Mpa concrete was poured in 75 cm. layers at three-day intervals.
The main spans of the orthotropic steel bridge deck weighed 2,500 tons each and were composed of “SAC 50” structural steel. The decks were assembled in the adjacent prefabrication yard, rolled into position over falsework supported on temporary piers and lowered to the correct level utilizing hydraulic jacks.
The substructure of the arches consisted of reinforced 40MPa strength concrete up to the deck level. The 45º, 15 m. overhang required temporary support which was supplied by 330 tons of trusswork and 20,000 m³ of tubular scaffolding. The superstructure of the arches consisted of 83, “SAC 50” metallic segments. Each 40 ton prefabricated segment was floated out to the bridge and lifted into position by crane onto a trussed template which was in turn supported by three temporary towers. When fully erected, the temporary arch support structures were removed to permit the transference of the bridge deck dead weight from the temporary piers to the arches, via the stay cables.
This load transference was a relatively speedy operation, inasmuch as the entire bridge deck was already in position. The stay cable strands were cut to precision lengths and installed utilizing the “elongation” method of tension equalizing. Final loading of the stay cables was hydraulically adjusted in “real-time” with the aid of load-cells installed in each upper anchor block. The same load-cells also help to provide structural loading information for the long-term monitoring of the bridge performance.
When the bridge deck was fully supported by the stay cables, all temporary support piers were removed.
Construction on the six-lane bridge began in June 2000 as part of the Orla Project, which is not only aimed at reversing the privatization of Paranoá Lakeside, but to also at alleviating traffic congestion on the 2 existing bridges between the north-side, commercial and government sector and the residential areas of the south-side.
The 1,200 metre-long bridge has three central arches, each spanning 240 metres. The 62 m. high arches cross diagonally over the deck, which is supported by stay cables suspended from the arches.
The project design stipulated that the four, 4,000 m³ concrete support blocks be submerged 1 m. below the surface of the water. This entailed the construction of a 2,500 ton reinforced-concrete coffer dam above the water level, which was then lowered to the correct position over the pre-driven piles with the aid of 29, 200T capacity hydraulic jacks. The hydraulic jacks were positioned on a steel platform reacting against 1.2 m. diameter piles, specifically driven for this purpose. To avoid internal fissuring in the 4.5 m thick block, the 35Mpa concrete was poured in 75 cm. layers at three-day intervals.
The main spans of the orthotropic steel bridge deck weighed 2,500 tons each and were composed of “SAC 50” structural steel. The decks were assembled in the adjacent prefabrication yard, rolled into position over falsework supported on temporary piers and lowered to the correct level utilizing hydraulic jacks.
The substructure of the arches consisted of reinforced 40MPa strength concrete up to the deck level. The 45º, 15 m. overhang required temporary support which was supplied by 330 tons of trusswork and 20,000 m³ of tubular scaffolding. The superstructure of the arches consisted of 83, “SAC 50” metallic segments. Each 40 ton prefabricated segment was floated out to the bridge and lifted into position by crane onto a trussed template which was in turn supported by three temporary towers. When fully erected, the temporary arch support structures were removed to permit the transference of the bridge deck dead weight from the temporary piers to the arches, via the stay cables.
This load transference was a relatively speedy operation, inasmuch as the entire bridge deck was already in position. The stay cable strands were cut to precision lengths and installed utilizing the “elongation” method of tension equalizing. Final loading of the stay cables was hydraulically adjusted in “real-time” with the aid of load-cells installed in each upper anchor block. The same load-cells also help to provide structural loading information for the long-term monitoring of the bridge performance.
When the bridge deck was fully supported by the stay cables, all temporary support piers were removed.
| click to enlarge | |||
)) | )) | ||
)) | )) | ||
)) | |||
| Project | : | Arched Cable-Stayed Bridge over the Paranoá Lake |
| Location | : | The division between the States of Minas Gerais and Mato Grosso do ul, Brazil |
| Type | : | Triple-span, metallic arch, cable-stayed bridge |
| Total length of the bridge | : | 1,200 m. |
| Stayed span lengths | : | 240 m. each |
| Deck width | : | 24 m. |
| Height of deck from water level | : | 18 m. |
| Max. height of arch | : | 62 m. |
| Stay cable strand | : | 91 tons |
| No. of stays | : | 48 |
| Longest stay cable | : | 51 m. |
| Max. no. of strands per anchorage | : | 41 x 15.7 mm. dia. |
| Main Client | : | The Government of the Federal District of Brasilia |
| Contractor | : | Via Dragados (Spain) |
| Designer | : | Projconsult Engenharia de Projetos (Brazil) |
| Period | : | 06/2000 – 12/2002 |
Print |
)){kind=link}