three signature bridges- reggio emilia

SANTIAGO CALATRAVA L.L.C.

• CHICAGO SPIRE – USA

• WTC- PATH STATION. NEW YORK. USA

• OAKA – OLYMPIC STADIUM AND VELODROME ROOFS – ATHENS 2004

• CITY OF ARTS AND SCIENCE – VALENCIA – ESPAÑA

SKYSCRAPERS

BRIDGES

LARGE ROOFS AND SINGULAR BUILDINGS

• SAMUEL BECKETT BRIDGE – DUBLIN - IRELAND

• TURNING TORSO. MALMÖ. SUECIA

• THREE SIGNATURE BRIDGES- REGGIO EMILIA – ITALY

OUTSTANDING PROJECTS (2001-2010)

• WOODALL RODGERS BRIDGE-DALLAS – USA

• HIGH SPEED TRAIN STATION. REGGIO EMILIA. ITALY

• HIGH SPEED TRAIN STATION. LISBON. PORTUGAL

• VENICE FOOTBRIDGE-ITALY

• JERUSALEM BRIDGE -ISRAEL

• SERRERIA BRIDGE – VALENCIA - SPAIN

SANTIAGO CALATRAVA L.L.C.OUTSTANDING PROJECTS (2001-2010) by

MARIO RANDO CAMPOSMSc Construction Engineering

PROFESSIONAL EXPERIENCE: More than 20 years as structural engineer and manager

From 2001 to March 2010: SANTIAGO CALATRAVA LLC

(Valencia)Director

of

the

Civil

and

Structural

Engineering

Department

at

the

Valencia office.

Selected projects:• World Trade Center Transportation Hub (New York)• Oriente

Station.

Initial

project

and

renovation

for

high

speed

trains

(Lisbon)• Olympic Sport Complex for Athens 2004: Olympic Stadium Roof (304m

span), Velodrome Roof, Agora, Nations Wall and Main Entreances.• Turning Torso high rise building (192m high) (Malmö)• City

of

Arts

and

Science:

Opera

House,

Science

Museum,

Umbráculo,

Ägora and Serrería Bridge (Valencia)• Cable Stayed Bridge Woodall Rodgers (400m length, 200m span)•Samuel Beckett Bridge (95m cantilever) (Dublin)• The three Bridges of Reggio Emilia (220m span) (Italy)• High Speed Train Station of Reggio Emilia (Italy)

From

March

2010:

SEED

WORKSHOP

LTD

(Simbiosis

y

Equilibrio

entre

Ecologia y Diseño S.L.) ‐

www.seed‐workshop.comFounder and Joint Director

GAUTE MOMSc Structural Engineering

PROFESSIONAL EXPERIENCE: 7 years as structural engineer

From 2003 to 2007: NTNU

(Trondheim), Aadnesen AS (Oslo),

Polytec. Univ. of Panama

(Pan. City), Price & Myers LLP

(London)

Selected Projects:• Whitechapel Art Gallery (Price & Myers LLP, London)• Gjersøe Bridge (Aadnesen AS, Østfold)• Årumfjellet Pedestrian Bridge (Aadnesen AS, Østfold)

From 2007 to 2009: SANTIAGO CALATRAVA LLC

(Valencia)

Selected Projects:• Samuel Beckett Bridge (95m cantilever) (Dublin)• World Trade Center Transportation Hub (New York)

From 2009: GAUTE MO AS ‐

www.gautemo.no

Selected Projects:• Samuel Beckett Bridge (95m cantilever) (Dublin)• Vollan Pedestrian Bridge (Hedmark)• Neby Pedestrian Bridge (Hedmark)• Barcode Project (Multiconsult) (Oslo)

THREE SIGNATURE BRIDGES. REGGIO EMILIASUMMARY

•The three bridges in Reggio Emilia are singular steel structures designed by Santiago Calatravato improve vehicular access and to provide an impressive new entrance from the north.

•These infrastructures are important links between the busy motorway A1, which links Milan to Bologna, passing the city of Reggio Emilia. The three bridges have played an important role in the urban regeneration of the city and were inaugurated in October 2007

•The main structure is the central bridge than spans the motorway and the adjacent railway. There are also twin bridges across two roundabouts next to the main bridge.

•. This work has obtained the 2009 “European Steel Design Award” given by the European Convention for Constructional Steelwork (ECCS) at the international congress in Barcelona..

.

THREE SIGNATURE BRIDGES. REGGIO EMILIA

LOCATION

Client: T.A.V. SpA , Comune Reggio EmiliaGeneral Contractor: Rodano Consortile ScarlSteel Subcontractor: Cimolai S.p.A.Project Value: 18 Million eurosTotal Steel S355 Tonnage: 4000 TonsTotal Concrete Volume poured: 11000m3Height arch over deck 45m , Main Span 220 m

CENTRAL TIED ARCH BRIDGE. MAIN DATA

CENTRAL BRIDGE. STRUCTURAL DESCRIPTION

Structural Layout:•The primary member in the structural scheme is the central arch (type “Bow‐String” with 220 m span and 45 m high) subject to direct compression. •The central bridge is a single span structure with one end fully fixed in the longitudinal direction. The other end has a longitudinally sliding support with a shock absorber.• The deck is a trapezoidal single‐cell closed box girder from which cantilever ribs spring every 3.5m to configure an overall 27m wide deck.

.

220m

• The main arch is the primary member in the structural scheme subject to direct

compression. Many

calculations were developed in order to study the buckling behavior due to the slenderness of the arch,

including 2nd order non‐linear buckling analysis that was undertaken on a two‐stage basis. At first stage a

de‐stabilizing load was applied to the model to invoke an imperfection at the crown of the arch of 270mm

within the geometry. At second stage a non‐linear buckling analysis was carried out using the deformed

shape from Stage 1 as the starting point for the analysis.

• In this type of structure the cables restrain the in‐plane buckling of the arch via the hung‐deck with the

out‐of‐plane buckling

normally more restrictive (see figure).

CENTRAL BRIDGE. STRUCTURAL DESCRIPTION. CENTRAL ARCH

CENTRAL BRIDGE. ARCH SECTIONS

•The

arch

consists

of

two

4

sided

trapezoidal

boxes

with

1.02m

distance

between

them.

Both

boxes

are

intermittently

connected

which

contributes

significantly

to

the

behavior

of

the

arch

for

lateral

buckling.

The

inner

face

of

each

box

is

a

truss

and not standard plate.. •the

arch

is

easy

for

inspection

and

maintenance

during

the

service

life

of

the

bridge.

The

plate

thicknesses

of

the

arch

range between 30mm and 65mm.

CENTRAL BRIDGE. STRUCTURAL DESCRIPTION. CENTRAL ARCH

• The springing of the arch is one

of the more particular parts of

the bridge as the big oculus

captures the attention of the

users. This part plays an

important role in the structural

scheme because is the element

which carries all the forces from

the arch to the deck. The

springing is mainly a box made of

thick plates with internal

stiffeners

in order to avoid the

local buckling of the webs.

CENTRAL BRIDGE. STRUCTURAL DESCRIPTION. DECK

• The deck is the tie

of the structural

scheme and as such is the member

which is subjected mainly under

tension efforts.

• The deck works also like a beam

supported elastically by each pair of

cables because it is the member of

the bridge that supports directly the

live loads.

The deck is a trapezoidal single‐cell closed box

girder

from which cantilever ribs spring every

3.5m to configure an overall 27m wide deck

(including lateral parapets). The box girder is

made of plates of 30‐60mm thickness. The

running surface for the vehicles is a steel

orthotropic deck made of a 14mm plate with

open longitudinal stiffeners of 20mm

CENTRAL BRIDGE. STRUCTURAL DESCRIPTION.CABLES

• The 50 pairs of 44mm

diameter cables

of the main

bridge are locked coil with

the fixed anchorage within

the arch and the active

anchorage in the central box

girder. In this way the

torsional

rigidity of the

structure is pre‐dominantly

controlled by the torsional

stiffness of the central box

girder.

CENTRAL BRIDGE. STRUCTURAL DESCRIPTION

SUPPORT CONDITIONS

• The central bridge, as a tied arch, is a single

span structure with one support fully fixed

in the longitudinal direction. The other end

has a longitudinally sliding support with a

3500kN shock absorber (Lock‐Up Device

or

LUD) provided in order to allow the low

velocity displacements primarily from

temperature and to restrain the longitudinal

direction for the seismic event. In this way

the horizontal forces from the seismic

action are distributed at both abutments.

• There are 4 pot bearings at the abutments.

• The abutments are made of reinforced

concrete

and they carry the reactions from

the bridge to the ground by 36 units of 1.5m

diameters piles at each abutment.

STEEL FABRICATION

The structure was erected taking into

account that the traffic flowing along the

motorway below should be maintained

during the erection.

The contractor proposed to launch from

one side the deck with large segments

of the arch on it.

CENTRAL BRIDGE. ERECTION. LAUNCHING

. The segments of the arch were lift by means of three

temporary towers provided with heavy lifting systems

CENTRAL BRIDGE. ERECTION.LIFTING ARCH SEGMENTS

CENTRAL BRIDGE. ERECTION.LIFTING ARCH SEGMENTS

CENTRAL BRIDGE. FINISHES

TWIN BRIDGES. STRUCTURAL DESCRIPTION

Structural Layout:

The twin bridges across the roundabouts are cable stayed bridges consisting of 1400tons of S355 steel for each one. The pylon is positioned in the transversal plane to the direction of the bridge (Figure) and divides the deck in two symmetrical spans of 90m

.

220m

90m

• The main bearing element is the

central steel pylon, which is a 69m

high arch and rises 58m over the

platform

• The pylon is positioned in the

transversal plane to the direction of

the bridge and divides the deck in two

symmetrical spans of 90m. The

transversal section of the pylon is a

non regular 7 sided polygon made of

38 mm plates.

TWIN BRIDGES. STRUCTURAL DESCRIPTION. CENTRAL ARCH

TWIN BRIDGES. STRUCTURAL DESCRIPTION. CENTRAL ARCH

TWIN BRIDGES. STRUCTURAL DESCRIPTION. DECK

• The platform is 12.5 m wide and is

supported by 25 pairs of cables. It is

divided in one lane per direction for

the vehicular traffic. The concept of

the deck is identical to that of the

central bridge, a central hollow box

from which two cantilever ribs spring

to form a total 14.6m wide deck

(including lateral parapets). The ribs

are spaced longitudinally at 3.5m

centers.

• The box girder is made of 15 and 22

mm thick plates and the floor for the

vehicles is a steel orthotropic deck

made of a 14mm plate with open

longitudinal stiffeners of 20mm

TWIN BRIDGES. STRUCTURAL DESCRIPTION.CABLES

• The 25 pairs of 60mm diameter

cables

of each twin bridge are

locked coil type and they are

anchored from the center of the

deck to the pylon making a very

original pattern


SUPPORT CONDITIONS

• Both ends of the deck are sliding supported. The central support

of the deck at the mid

span consists on a rigid connection with the pylon. This support is the point which

restrains the deck longitudinally.

• Due to the fact that both ends of the bridge are sliding supports, one of the critical

load conditions was the unsymmetrical case of just one span loaded. In this case the

cables of the non loaded span play the role of back stays. In this typology of bridge

under this event the resisting action is the bending and axial stiffness of the deck.


• For the torsional

load cases, the pot bearings (compression‐only supports) are supplied with a couple of

bars (tension‐only supports) placed at both edges of the transversal section. In this way the torsional

forces can be absorbed by taking advantage of the lever arm between one of the bars and the opposite

pot bearing. Benefits in the cost of the bearings are also important because uplift‐resisting devices are

not necessary and the pot bearing can be standard. The bars are anchored to the end of the rib with a

slotted pin which allows the longitudinal movements of the deck.

• The abutments are made of reinforced concrete and they carry the reactions from the bridge to the

ground by 15units of 1.5m diameters piles at each abutment. The pylon is supported by means of two

piles caps of 42 piles of 1.5m diameter

TWIN BRIDGES. ERECTION

• The erection of the cable

stayed bridges was more

conventional but not less

interesting. The erection

consisted on supporting the

deck with just two temporary

supports. The Pylon was

erected in three large pieces

(two straight legs and the tip of

the arch) without any support.

Then the cables were installed

and put in tension in order to

remove the temporary

supports

TWIN BRIDGES. ERECTION

TWIN BRIDGES. FINISHES

SUMMARY

• Opened December 2009

• Landmark

movable

structure

spanning

the

maritime

gateway

to

the

City,

linking

the

outer

orbital route.

• Located east of the City’s centre

and

within

the

newly developed Docklands’

area.

• For private car use, public transport, cyclists and

pedestrians.

SAMUEL BECKETT BRIDGE, DUBLIN

Client & Engineer:

Dublin City Council

Engineer’s supervision:

Dublin City Council &

Flint & Neill

Designer:

Santiago Calatrava

Independent Checker:

Roughan

& O’Donovan

Contractor:

Graham Hollandia JV

Project cost:

ca. 60 000 000

Euros

Construction Period:

30 months

GENERAL DESCRIPTION

123 m long swing‐balance‐cable stayed bridge with an inclined

and curved pylon, and with unequal spans. The bridge rotates

90°

in the horizontal plane to allow ships to pass, with the axis

of rotation approximately 28m from the south quay.

Steel tonnage: Deck

1860 t, Pylon 373 t, Cables

90 t

Counter Ballast tonnage: Steel + Heavy Concrete 2820 t

SAMUEL BECKETT BRIDGE

STRUCTURAL LAYOUT AND DESIGN

As the Samuel Beckett Bridge is a swing bridge, two main conditions needed to be designed

for:

1.

“Open position”:

No vehicular loading and no support at the ends.

2.

“Closed position”:

Subject to live loadings and support at the embankments.

SAMUEL BECKETT BRIDGE. DESIGN

Brukernavn

Presentasjonsnotater

The bridge was designed such that both of these conditions are fully satisfied, whilst ensuring that a fully balanced optimum weight solution was developed in order to facilitate an efficient operation. The balance of the bridge in the open position, i.e., minimal net moment at the main support, is achieved by means of prescribing the mass of the counter-balance, with specified tensions for the fore and backstays, in order to achieve the required profile of the deck and to correctly align the bridge at the abutments. Using the variables of counter-balance, mass, and cable tensions allowed the control of the deck level and also minimised the axial force, bending moment and deflection of the pylon and deck. Once this balance was achieved for the open condition the bridge could be analysed in the closed position with full live load. Therefore, all the elements of the bridge were designed according to an envelope of the two conditions.

STRUCTURAL LAYOUT AND DESIGN

As the Samuel Beckett Bridge is a swing bridge, two main conditions needed to be designed

for:

1.

“Open position”:

No vehicular loading and no support at the ends.

2.

“Closed position”:

Subject to live loadings and support at the embankments.

The bridge was first designed for the “Open position”.

‐

Balance bridge, i.e. obtain minimal net moment at central support by prescribing the counterbalance

mass.

‐

Achieve required profile of the structure and alignment at abutments: By specifying tensions in fore

and backstays.

‐

Design the structure without vehicular loading.

Secondly the balanced

bridge with correct shape was designed for the “Closed position”.

‐

Design the structure with live loads.

Therefore, all the elements of the bridge were designed according to an envelope of the two conditions.


DECK

The

main

fore

deck

structure,

the

“front

span”,

is

a

multi‐cell

box

girder,

made

up

from

relatively

thin

(10‐

20mm)

steel

plates

stiffened

internally

using

a

combination

of

longitudinal

bulb

flats,

angle

sections

and

trapezoidal

stiffeners.

Cantilevered

from

this

main

box

section

are

the

ribs

and

steel

decking

which

form

the

pedestrian and cycle tracks.

The back span, which houses the counterbalance, is also a multi‐cell box girder but, made up from un‐stiffened

steel plates (20‐60mm). The cells in the back span were generally filled with a heavy, self‐compacting concrete,

which also supports the steel plates, preventing them from buckling locally.


DECK

The

cross

section

of

the

deck

consists

of

two

pedestrian

and

cycle

tracks

and

four

lanes

for

car

traffic,

two

of

which can be adapted to accommodate trams in the future.

The top of the box at the front span consists of a 14 mm thick plate with 12 mm trapezoidal stiffeners. The 36

mm mastic asphalt layer was taken account of in the fatigue check for this orthotropic deck.

The

single,

central,

line

of

forestays

supporting

the

front

span

from

a

curved

pylon

tends

to

lead

to

large

torsional

forces

in

the

deck

due

to

unbalanced

live

loadings

either

side

of

the

line

support.

Therefore,

an

advantage of using a multi‐cell box section is its inherent torsional

rigidity.


PYLON

The

pylon was

fabricated from shaped and welded thick steel plates (80‐120

mm), forming a variable box section.

The 25 forestays are attached to the curved, inclined and slender pylon. The

pylon

in

turn

transmits

the

applied

cable

reactions,

via

axial

forces

mainly,

but

also

bending

moments,

to

its

base

where

it

is

fully

connected

to

the

main

deck

and

the

central

lifting

cylinder,

and

to

its

apex

where

it

is

restrained by the six inclined backstays.

The

pylon

is

restrained

from

buckling

in

the

longitudinal

direction

by

the

forestays,

but

is

slender

in

the

transverse

direction

between

the

top

and

bottom

where

it

is

restrained

by

the

backstays

and

deck

structure.

The

buckling factor (for the first shape of buckling) was found to be 3.6.


CABLE STAYS

The cable‐stays are all locked coil strands, with twenty‐five 60 mm diameter strands supporting the front span

and a total of six 145 mm diameter strands towards the back.


Bridon Locked Coil Strands:

Fore Stay Diameter:

Min. Breaking Load:

Max. Permanent Force:

Max. Working Load:

Back Stay Diameter:

Min. Breaking Load:

Max. Permanent Force:

Max. Working Load:

60mm

3590kN

961kN

1292kN

145mm

20100kN

9200kN

10050 kN

CENTRAL SUPPORT

The main support in the river consists of eighteen 1200 mm diameter cast‐in‐place piles supporting a 15x15m

pilecap,

3

m

deep

and

a

circular

concrete

pier

of

varying

diameter

housing

the

hydraulic

turning

and

lifting

equipment,

and

the

horizontal

and

vertical

bearings,

which

support

the

entire

bridge

while

turning.

The

equivalent spring stiffness of the pier was found and applied as

circular spring support in the FE‐model of the

steel superstructure.


LOCKING PIN & EXPANSION JOINT SYSTEM

At the ends of the bridge hydraulically controlled locking‐pins attach the bridge structure to the housings cast

into

the

abutments.

The

locking

pins

are

designed

as

part

of

the

bridge

rotation

mechanism

and

provide

the

final alignment of the bridge, vertically and horizontally. This

is necessary due to the range of deflections at the

bridge ends such as temperature effects and cable sag.

An intelligent hydraulically controlled expansion joint system is installed.

SAMUEL BECKETT BRIDGE

CENTRAL SUPPORT

Site investigation revealed the possibility of water pressure in

the rock exerting an uplift on the underside

of

the

clay,

such

that

it

could

cause

the

base

of

the

cofferdam

to

heave.

Pressure

relief

wells

were

installed and the piezometers

indicated that the pressure

under

the

base

remained

at

safe

levels

during

construction.

The

top

section

of

the

pier

was

complex

in

its

geometry

with

the

outside

surface

curving

in

two

planes.

Bespoke formwork was designed and assembled and the concrete cast in quarters.

SAMUEL BECKETT BRIDGE. CONSTRUCTION

CENTRAL CYLINDER

The

central

cylinder

has

a

diameter

of

2.5

m

and

has

a

plate

thickness

of

120mm.

To

reduce

the

friction

moment

resistance

at

the

bottom,

a 15

tonnes cone‐shaped cast item was welded on. At the level of the horizontal

bearings Iconel (austenitic

nickel‐chromium‐based

superalloy)

was

welded

on

and

machined

to

create

a

hard

and

low‐friction

surface.

This

cylinder

transfers

the

entire

weight

of

the

bridge

(5,850

tonnes)

and

any

out

of

balance moment when the bridge is turning or in open position.


ROTATION MECHANISM


FABRICATION, ASSEMBLY AND TRANSPORT

The deck was fabricated first in eight sections and the pylon in

five. The size of the individual elements to was

dictated

by

the

facilities

at

Hollandia’s

workshops

(amount

of

handling

necessary

and

their

painting

facility).

Hollandia

determined that the bridge deck should be made up of eight sections and that these, once painted,

would

be

joined

together

on

a

prepared

assembly

area

where

the

completed

unit

could

be

easily

transferred

onto a sea going barge for transport to Dublin.


WELDING

A

range

of

welding

processes

were

used

during

fabrication

with

each

method

selected

to

suit

the

joint

configuration

and

position.

Automated

processes

such

as

submerged

arc

were

used

whenever

possible

but

with

manual

methods,

mainly

flux

core,

also

being

used

extensively.

All

butt

welds

and

a

proportion

of

fillet

welds were examined using UT methods for buried defects and MPI for surface breaking defects.

All visible welds were ground flush due to architectural reasons.


ASSEMBLY


ASSEMBLY

As

the

deck

deck

sections

came

out

of

the

paint

shop

they

were

positioned

at

the

correct

position

and

height

at

the

assembly

area,

and

welded

to

the

adjacent

section,

finally

forming

one

bridge

deck.

The

pylon base section was prefabricated and fitted to the bridge deck and the remaining four sections were

welded together, lifted positioned and temporarily supported whilst the final circumferential welds were

laid.


LOAD OUT

The bridge was no ready to be transferred onto the barge. Trailers was positioned underneath the bridge

and drove off the assembly area and onto the barge in a slow and

controlled manner.


SEA TRANSPORT

The

Contractor

investigated

the

sea

route

from

Hollandia’s

fabrication

yard

in

Rotterdam

to

Dublin.

The

East

Link

Bridge

in

Dublin

was

found

to

be

the

limiting

width

restriction

and

the

Konigshaven

Bridge

in

Rotterdam

giving

the

height

limit.

A

detailed

follow

up

investigation

identified

that

if

some

railings

and

street

furniture

could

be

temporarily

removed

from

the

East

Link

Bridge

it

would

be

possible

for

the

complete

bridge

superstructure, including pylon and stays, to pass through on a suitable tide level.


SEA TRANSPORT

The

superstructure

was

shipped

to

Dublin

in

May

2009.

The

journey

from

Rotterdam

to

Dublin

was

carefully

monitored

throughout

the

628

mile

journey.

This

took

eight

days

to

complete

as

the

shipment

was

forced

to

shelter from high winds for a period before traversing the Irish

Sea.


SEA TRANSPORT

The

sea

transport

and

the

sudden

appearance

of

a

land

mark

structure

received

a

lot

of

positive

publicity

in

local and international media.

The Samuel Beckett Bridge through East Link Bridge when arriving

in Dublin.


C.O.G. AND SKIDDING

Following

arrival

in

Dublin,

with

the

bridge

still

supported

on

the

barge

and

now

moored

to

the

quay

wall,

it

was

necessary

to

ballast

the

back

span

using

heavy

concrete

and

steel

blocks

to

ensure

the

centre

of

gravity

was located centrally within the support zone. The structure was

then skidded along the sea going barge

to

a

position that allowed the back span to be supported on a second barge, hence leaving the bridge support area

free

above

the

river.

The

bridge

lifting

cylinder

had

been

positioned

within

the

main

support

pier

and

would

later be welded to the main structure.


LOAD TRANSFER

With

the

bridge

now

balanced

and

supported

on

two

barges,

at

high

tide

the

barges

were

moved

so

as

to

position

the

bridge

support

area

directly

above

the

pier

that

had

been

cast

in

the

river.

As

the

tide

level

continued

to

reduce,

the

barges

could

be

moved

away

from

the

bridge

leaving

the

structure

balanced

and

supported on the rim bearing.


FIRST ROTATION / CLOSING OF BRIDGE

Once in position, the final welded connection of the bridge lifting cylinder was made and the hydraulic system

connected and temporarily activated to rotate the bridge to span

the river for the first time.


COUNTER‐BALLAST

Some of the cells are filled with a combination of steel blocks and concrete. In order to achieve the final bridge

balance the amount of steel ballast placed on‐site during construction in these cells was adjustable. This allows

for

the

addition

or

removal

of

mass

in

order

to

balance

any

future

changes

made

to

the

super‐imposed

dead

loads on the bridge.

The

final

balancing

was

carried

out

by

removing

the

horizontal

bearings

at

the

central

support,

leaving

only

three

vertical

supports.

If

any

of

the

two

supports

at

the

bridge

ends

did

or

did

not

not

have

any

weight

on

itself, the counter ballast had to be adjusted until both had approximately no reaction. During this process one

could

easily

calculate

what

the

out‐of‐balance

moment

was

knowing

reaction,

measured

with

load‐cells

and

arm of cantilever.


GEOMETRY CONTROL

As the Contractor reported actual dead‐loads and deflections a significant amount of re‐analysis was

required to achieve a good balance between final cable forces and bridge deformations. Where cable

forces were changed to amend the deformation of the ends of the deck, stresses in the bridge

structure changed accordingly and had to be checked. The back span of the bridge is extremely stiff,

whilst the pylon and front span deform relatively easily. This resulted in a complex equation with

numerous variables, which was finally solved by amending levels at the abutments, ballast quantities

and cable forces.


SERRERIA BRIDGE – VALENCIA (2005-2008) Cable stayed bridge. Span 155m. Deck width 38m

Inclined curved pylon‐

height 125m

Client: CACSA (Public entity of the Valencia Regional Govern)General Contractor: Joint venture: FCC and PavasalSteel Subcontractor: HORTA Coslada, La Coruña, SpainProject Value: 40 Million eurosProject Completion Programme: 3 yearsTotal Steel Tonnage: 5055 TonsTotal Concrete Volume poured: 21 160 m3Height pylon125m , Main Span 155m , total Length 350m

SERRERIA BRIDGE - VALENCIA

Erection of Pylon unit. Bolt connected and welded

JERUSALEM BRIDGE – ISRAELPeriod of Construction: April 2006 to August 2008 (without the track bed)

Transport the future light rail system and pedestrians over a major intersection and plazaCurved deck‐plan view. Cable‐stayed bridge. The mast forms an angle

JERUSALEM BRIDGE – ISRAEL

General Contractor:

RAMET

Steel Fabricator:

KOOR Metals

(CIMOLAI

SPA as subcontractor)

Span = 160m Height of Pylon = 118m

Steel Tonnage:Deck = 2720 tonsFootbridge = 48 tonsPylon = 1241 tons

Concrete:

5500 cubic meter

VENICE FOOTBRIDGE. ITALY 2005‐2008

Static scheme: Depressed Arch. Span 81m. Rise 4.8m Rise/Span ratio 1/16Weight steel structure 408 tonsSpecial precaution : Horizontal reactions‐control of settlements

VENICE FOOTBRIDGE. ITALY 2005‐2008

OLYMPIC GAMES ATHENS 2004 OLYMPIC STADIUM AND VELODROME ROOFS

INTRODUCTION

Santiago

Calatrava

:

Project

of

aesthetic

unification

of

OAKA

area

for

the

2004

Olympic Games

Two singular structures:

•Olympic Stadium Roof•Velodrome Roof

OLYMPIC STADIUM ROOF. ATHENS

Goal: Provide a new roof for the existing stadium compatible with the renovation works..

Description:• The roof will be composed of a pair of bent “leaves,”which will cover a surface of some 25,000 m2. The two halves are simmetrical and connected only at two points.

• Each half-roof is 250 m long and has a variable width between 45 and 75 m and is suspended by cables connected to the main arch.

• The roof is covered with policarbonat pannels, instead of the laminated glass pannels designed in the project, replaced due to time limitations .

• The bearing structure is made of steel withe painted..

Main Challenges:

• Tight schedule (18 months for fabrication, erection and finishes).

• Special Structural Tipology (tied arches large span).

• Analysis difficulties (non-linearity, cables, seismic loads).


STRUCTURAL LAYOUT

4 bearing pointsNorth Side: Fully restrained movements and rotationsSouth Side: Fully restrained but longitudinal displacements.

Main bearing system: 2 paralell arches type “Bow‐String” 304m span, 80m height and located 141.4m apart.

Transmission of horizontal loads

External side: diagonal elementsInternal side: diagonals and vierendeel beam at three last ribs.


Main bearing system :

• Main arch (Ф 3.25m) – Primary member in Compression.

• Torsion tube (Ф 3.6m) – Tie of the structural scheme and main support for the ribs of the roof, capable of carrying the torsional efforts due to unbalance loads.

STRUCTURAL DESCRIPTION

• Connections – Both tubes are fully fixed at the supports and linked by means of 8 pairs of cables diameter 90mm and 104mm.• Weight balance: The center of gravity of each half roof is located at 2m from the arch plane towards inside.


• Transverse Ribs: 54 ribs per half roof every 5m. The ribs carry the load of the pannels to the main bearing system.

• Other elements at the roof planes:‐ Edge tubes.‐Upper and lower anchor tubes.‐Diagonals.‐Profiles RHS.‐Purlins UPN.

• Secondary cables: The ribs are fully connected to the torsion tube and suspended by means of a pair of cables hanging from the arch.

Roof structural elements:

STRUCTURAL DESCRIPTION

OLYMPIC STADIUM ROOF. ATHENSERECTION AND STRUCTURAL IMPLICATIONS– ARCH ERECTION

MAIN DECISIONS

• Erection of the two half‐roofs separated from the stadium

• Preassembly and welding on ground of large elements : 4 pieces of 70m.

• One half‐roof started 3 weeks before


First Stage‐ Partial Removal of shoring towers of arches:

• Lowering 250mm at temporary towers ¾ span and removing rest of temporary towers.

• This process transfers 1850ton on the definitive supports 42% of the final weight.

• Benefits:1.Using the elements of the central tower for the secondary towers.2.Reduction of forces in other elements due to arches selfweight.

ERECTION AND STRUCTURAL IMPLICATIONS– ARCH ERECTION

250mm 250mm

Desapeo Desapeo Desapeo

Reduction up to 30% bending

moments transverse ribs.

Reduction up to 30% axial effort at

diagonals and longitudinal elements .


ERECTION AND STRUCTURAL IMPLICATIONS–ERECTION OF HALF-ROOFS

Second Stage Erection Half ‐ Roofs:

• Stressing secondary cables, removal of secondary towers, and finally removing shoring towers under arches.

•The main structure (arch‐torsion tube) is bearing on final supports 9000ton.

•The longest ribs had to be reinforced with temporary trusses until both roofs were connected.

OLYMPIC STADIUM ROOF. ATHENSERECTION AND STRUCTURAL IMPLICATIONS SKIDDING OF HALF-ROOFS

Equipment:

1. Final roof supports equiped with temporary steel beams mounted on skidd‐shoes bearing on concrete walls.

2. Steel skidd‐shoes on PTFE layer sliding on stainless steel tracks.

3. Hidraulic jacks for movement.

4. Lateral dampers mounted at north side.

Temporary steel beams

and skidd‐shoes

Lateral dampersConcrete wall

and lateral

guiding

Hidraulic jacks

Temporary

beams

Final supportsSliding data:

1. Speed: 1.4mm/seg

2. Máximum aceleration: 7.2mm/seg2

3. Friction coeficient: 2.6%

OLYMPIC STADIUM ROOF. ATHENSERECTION AND STRUCTURAL IMPLICATIONS– SKIDDING OF HALF-ROOFS

Final position after sliding :

• The connection joint of the two half‐roofs were intentionally left separated 160mm as erection tolerance. The gap is filled with steel plates.

.


ERECTION AND STRUCTURAL IMPLICATIONS–FINAL SUPPORTS FIXED TO FOUNDATIONS

Supports North Side: Fully restrained all the movements.

Supports South Side: Fully restrained, but longitudinal movement


STRUCTURAL ANALYSIS

Most important issues:

1.Arches stability.

2.Construction stages taked into account in the analysis.

3. Cables modelling.

4.Modelling of variable depth ribs, incluiding lateral buckling analysis.

5.Non‐geometric linearity – Precambers included in the analysis.

6. Acctions:6.1 Wind: Wind tunnel tests for load

estimation.6.2 Seismic actions, two different analysis:

Response spectrum linear dynamic analysis and non‐linear analysis with equivalent static loads.


LIST OF PARTICIPANTS AND MAIN DATA

PROJECT: OLYMPIC STADIUM ROOF. OAKA-ATHENS 2004

CLIENT: EYDE / GREEK MINISTRY OF CULTURE

ARQUITECTURAL AND STRUCTURAL DESIGN: SANTIAGO CALATRAVA

GENERAL CONTRACTOR: AKTOR

STEEL SUB-CONTRACTOR: CIMOLAI

CABLE SUPPLIER: TENSO-TECCI

SKIDDING EQUIPMENT: ENERPAC

ROOF PANNELS GALLOP

TOTAL SURFACE COVERED: 24000 m2

STEEL QUANTITY: 17950 ton ( 185 ton cables)

OLYMPIC VELODROME ROOF. ATHENSDESCRIPTION

•The wooden ring of the existing Velodrome had to be covered with a roof that is wood- clad on the interior (for acoustical purposes) and metal-clad on the exterior, with a central area of sun-protected laminated glass.

• The bearing structure is a pair of double bowstring-tied arches made of tubular steel. With dimensions of 145 m long by 100 m wide and rising to a height of 45 m.

•The roof will shield the athletes from potentially disruptive winds. To improve conditions for athletes and spectators, the interior of the Velodrome will also be completely renovated.

Longitudinal Elevation

Plan View

OLYMPIC VELODROME ROOF. ATHENS

ERECTION PROCESS - Sliding•Erection of the roof separated 140m from its final position .



Main data

Steel in structure 3380 tons

Cables 80 tons

Total surface covered 11900m2

Concrete poured 700 m3

Piles lenght 720 m

Participants

Client EYDE. Greek Ministry of Culture

Arquitectural and Structural design Santiago Calatrava L.L.C.

General Contractor AKTOR. Greece

Steel Subcontractor METKA. Greece

Sliding system ALE-LASTRA. Spain

TURNING TORSO. MALMÖ

SUMMARY

•The Turning Torso Tower is a high‐rise building for offices and dwelling designed by Santiago Calatrava in the city of Malmö. The shape of the tower is based on a sculpture called Twisting Torso, by Santiago Calatrava, which is inspired on a human body in a twisting motion.

•The Tower has 55 floors and is composed by nine geometrically equal cubes, each of one consisting of six floors. The total height is 190 m.

• The floors have a pentagonal shape with a surface of 420 m2. Each level rotate 1,62º with respect to the floor below. The total rotation between the lower plan and the top of the building is 90 º.

•The main load bearing structural element is a central concrete core with an internal diameter of 10,5m and variable thickness between 2,5m to 0,40 m.

•Another carachteristic element is the external steel truss that stiffened the tower against horizontal loads.

TURNING TORSO. MALMÖ

LOCATION

HSB

Turning

Torso

is

located

in

Malmö

(

Sweden

)

at

the

Western

Harbour

area,

near

the

sea

and

close

to

the

city

center. The

intention

of

the

owner

HSB

Malmö

was

to

create a landmark for the city.

FOUNDATION

Main tower foundation•The foundation of the Turning Torso consists of a cylindrical box with a diameter of 30m and a depth of 15m. The foundation slab rests on the

limestone bedrock identified in the Geotechnical Site Investigation and has a depth of 7m in order to counteract the effects of the water uplift

and to guarantee the required maximum excentricity of the resultant of the ground reaction force on the slab and to minimize the required

reinforcement amount.

CONCRETE STRUCTURE

Vertical Structural Elements

Central Core

• The

main

load

bearing

structural

element

for

vertical

and horizontal loads is the central concrete core, which

has

an

internal

diameter

of

10,5m

and

variable

thickness between 2,5m in the basement to 0,40 m at

the top of the tower.

• Inside

this

core

there

is

the

elevator

and

staircases

secondary core.

Concrete Column

• There

is

a

continuous

reinforced

concrete

column

(aproximate

dimensions

1.5x1.5

m)

located

at

the

corner of the plans.

CONCRETE STRUCTURE

Conical slab: 90-40 cm thickness

Deck level : Diagonals and Horizontals anchorages

Standard Floors: 27 cm thickness

Conical slab: 90-40 cm thickness

CONCRETE STRUCTURE

STANDARD SLAB “DECK LEVEL”

Standard Slabs

•Each

cube

is

composed

of

6

rc

slabs.

The

upper

5

are

standard

slabs

27

cm

thick,

fully

fixed

to

the

concrete

core

and

supported by

means

of

steel

columns

at

the

perimeter

that transfer the load to the lower conical slab.

Deck levels : Diagonals anchorage

• The upper slab of each cube or “deck level”

is where the diagonals and

horizontals are connected. These slabs are thicker at the anchorage area

STEEL STRUCTURE

Main Elements

STEEL STRUCTURE

Exterior exoskeleton•The

exterior

steel

truss

or

exoskeleton

provides

additional horizontal stiffness to the building.

• It

is

formed

by

the

main

column

or

spine

(900

mm

diameter

pipe),

which

is

connected

to

the

diagonals

and

horizontals

elements

(variable

diameter

from

700mm to 300mm)

• The

main

spine

is

braced

at

every

level

to

the

concrete floors by means of stabilizers, and has a pin

joint

at

every

cube

in

order

to

avoid

large

hyperstatical forces.

STEEL STRUCTURE

STRUCTURAL LOADS

Wind

• The

wind

effects

were

studied

carefully

at

the

Boundary

Layer

Wind

Tunnel

Laboratory,

Ontario,

Canada

(Alan

G.

Davenport

Wind

Engineering

Group).

The

determination

of the

overall

structural

loads

and

responses

was

made

conducting

force‐balance

tests

and

pressure

tests

on

a

rigid

model

.

The

resonant

response

of

the

building

due

to

dynamic

amplification

of

the

buffeting

response

at

the

natural

frequencies

of

the

building

were

determined

analytically

through

the

measurement of force

spectra

and

the

dynamic

properties

of

the

building.

Together

with

the

statistical

wind

climate

model

of

wind

speed

and

direction,

predicted

values

of

loads

and

responses

were

determined

for

various

return

periods.

• The

studies

showed

also

that

the

peak

acceleration

at

the

top

levels

for

a

100

year

return

period

was

0,02

g,

well

below

the

allowed limits for residential buildings.

STRUCTURAL LOADS

Shinkrage and Creep

•Due

to

the

fact

that

two

different

materials

were

used for

the vertical bearing

structures,

concrete

at

the

core

and

column

and

steel

at

exterior

truss,

the

effects

of

shinkrage

and

creep

are

important

as

they will provoke

internal

forces

of

compression

at

the

steel

elements and tension at the concrete ones.

CONCRETE COLUMN:

Cube Shrinkage(m/m) Creep(m/m) Total(m/m) Equivalent Temp (ºC)

1 -2.9·10-4 -3.9·10-4 -6.8·10-4 -68

9 -2.9·10-4 0 -2.9·10-4 -29

NOTES:

1.- Linear interpolation for the intermediate cubes

2.- The assumed thermal factor of the concrete is αc=10-5 (ºC)-1

STRUCTURAL CORE:

Cube Horizontal Direction Vertical Direction

Shrink Creep Total Thermal

factor

Shrink Creep Total Thermal

factor

m/m m/m m/m αc,h (ºC)-1 m/m m/m m/m αc,v (ºC)-1

1 -3·10-4 0 -3·10-4 10-5 -3·10-4 -1.85·10-4 -4.85·10-4 1.62·10-5

9 -3·10-4 0 -3·10-4 10-5 -3·10-4 -0.2·10-4 -3.2·10-4 1.07·10-5

NOTES:

1.- Linear interpolation for the intermediate cubes

2.- A constant variation of temperature has been applied to the whole core = -30 ºC

STRUCTURAL ANALYSIS

Global Model

• The structural analysis of the building was made with a global

finite

element

model with

the

sofware

SAP

2000.

The

model

simulates

all

the

concrete

and

steel

elements

as

well

as

the

foundations slabs and piles.

Deck‐

level

Conical slab

Standard level

Perimeter columns

Shear Walls

(radial and

perimetral)

STRUCTURAL ANALYSISVerification of Concrete elements. Reinforcement area.

•Due to the important hyperstatical forces and the interaction between the different elements (core, cloumn, slabs and shear

walls )

it

is

not

possible

to

analyzed

each

element

isolated

but

to

extract

the

forces

from

the

global

FEM

model.

After

the

analysis of the model the output results of the shell elements of the core, slabs and shear walls, and for all load combinations

were

processed

with

a

post‐processing

program

in

order

to

obtain

the

necessary reinforcement

in

both

local

directions

and

both faces of the element for the predominant case, considering all forces and moments and the material features.

STRUCTURAL ANALYSIS

Analysis of displacements

•The displacements for serviceability Limit

State

were

calculated

at

the

top

of

the

buiding

for

the

worst

wind

actions

for

a

100 year return period.

• The

maximum

drift

(lateral

deflection)

corresponds to south winds and the value

was 360

mm

.

This

magnitude

is

f/H=1/528, which

is

within

the

limits

of

total building drift for this return period.

ERECTION PROCESSErection Method

• After

finishing

the

foundations

started

the

construction of the concrete core . The core

was cast in a sliding form, which means that

the

form

is

suspended

between

vertical

beams and can slide upwards, one floor at a

time, by way of jacks.The

walls

around

staircase

and

lifts

were

poured in

forms suspended

underneath

the

sliding

form.

The

walls

were

poured

in

connection

with

the

casting

of

the

core.

Once

the

concrete

had

hardened

to

a

pre‐

determined degree, the core form as well as

the

forms

for

the

staircase

and

lift

shafts

could then climb upwards to the next floor.

• The

next

step

in

the

pouring

cycle

was

to

form

and

pour

the

structural

slab

around

the core before the cycle could be repeated

with

the

core

and

lift

shafts.

Most

of

the

reinforcement

was

prefabricated

at

shop

in

order

to

form

large

“steel

cages”

and

then

erected

to

its

final

position

where

can

be

overlapped . .

ERECTION PROCESS

•During

the

pouring

of

each

slab

the

temporary

supports

were

kept

at

least 7 levels below.

•The

core,

lift

shafts

and

structural

slabs

were

poured

with

vibrated

concrete while the transversal bracing

walls

under

each

cube

were

made

with

so‐called

self‐compacting

concrete. Because of its flow capacity,

this

type

of

concrete

does

not

need

vibrating.

This

method

was

used

because

the

transversal

walls

were

made

after

the

structural

slab

above

and

below

them

were

finished,

making

it

impossible

to

insert

vibration

rods

down

into

the

concrete.•The forms for the floors were rotated

approx.

1.6

degrees

for

each

floor

in

order

to

create

the

characteristic

twist

of

the

building.

The

time

table

dictated

that

a

new

floor

tier

was

poured every 10th day on the average

for more than a year

ERECTION PROCESS

• The

erection

of

the

exterior

exoskeleton

started

when

the

construction

of

the

concrete

structure

had

reached

the

5th

cube

and

was

completed

few

weeks later than the concrete.

• Finally

the

façade

and

interior

finishes were completed.

MAIN DATA

Quantities

Height of building :

192 m.

Number of floors above ground: 55

Total surface :

31,900 m2

Apartaments total surface (cubes 3 to 9) : 16,500 m2

Offices total useful surface(cubos 1 y 2) : 4,500 m2

Concrete:

25,000 m3

Reinforcement steel:

4,400 Tons.

Steel structure”Exterior exoesqueleton”: 820 Tons.

Façade surface:

20,000 m2

Glass surface:

5,500 m2

Elevators : 3 for apartaments, 2 for offices.

PARTICIPANTS

Client HSB Malmö Ek För

Construction Manager HSB Malmö and NCC Construction Malmö

Architecture and Structural Design Santiago Calatrava SA, Zürich/Valencia

Interior Design Samark Arkitektur & Design AB, Malmö

Geotechnical Advisor Dr. Vollenweider, Zürich

Geotechnical Investigation SWECO, Malmö

Structural Checker SWECO, Stockholm

Concrete 1 (Underground concrete structure) PEAB AB

Concrete 2 (Concrete Structure above ground) NCC Construction AB

Façade fabrication Grupo Folcrá Edificación SA, España

Steel Fabricator Emesa, España

Steel Erector Promecon, Dinamarca

Elevators KONE AB

THANK YOU FOR YOUR ATTENTION

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