This unique viaduct of the CaldearenasLanavé stretch in the Mudéjar Highway A-23 crosses the Guarga River riverbed thanks to a 350 m long composite structure. Lights are placed in the four spans which are of 75-100-100-75 m respectively. They have been defined, according to the DIA requirements, in order to make the most of the advantages of this type of structural typology. The cross-section of the 24.80 m width box is designed with a composite deck – with constant edge of 3,40 m. The composite deck consists of a semicircular metallic box and concrete deck of variable thickness –from 0,20 m in the center to 0,40 m at the start of the cantilever- which protrudes 4,40 m from both sides. A composite “Y” shaped solution is proposed for the piles, with a concrete “bottle-shaped” shaft that connects with the “v-shaped” metallic part that resolves the arms of the structure and adapts to the decks geometry. The 40 meters of separation between the arms enables the span of the deck to be reduced and it aesthetically defines these two viaducts.
• Images of the viaduct’s construction and assembly process. The metallic support of the “v” piles adapts to the longitudinal and transversal slope of the deck by means of an intermediate wedge between the support and the concrete shaft, variable for each pile, that makes it possible to adopt a single geometry for the metallic “v”.
VIADUCT OVER THE GUARGA RIVER, IN THE MUDÉJAR HIGHWAY CONSTRUCTION PROJECT. MONITORING AND SUPERVISION OF SITE WORKS Huesca, 2010-2011
Infrastructure particularized monitorings of the Northwest High Speed Axis. The work is done in temporary consortium with ICYFSA for the Railway Infrastructure Administrator, ADIF. (Left to right, and up down) • Vinaixa Viaduct, over Logroño dual carriageway, Aguilera, Ebro river, Jarama and the Ginel.
STRUCTURE MONITORING OF THE NORTHWEST HIGH SPEED AXIS Spain, 2009-2012
Project for the restitution of the road and pedestrian communication of the Pintor Santiago Santana Avenue, that connects the Obispo Romo and Zaragoza Streets. The construction of a new viaduct, a lift and two footbridges to access the different levels of the residential development are proposed and an urban redistribution of the area is undertaken in order to generate garden and leisure areas and improve the permeability of the neighborhood. Developed in Temporary Consortium with JOFRAHESA.
• Finish details of the deck and the lateral cantilever. • General view of the finished viaduct. • Cross-section of the viaduct.
OBISPO ROMO STREET VIADUCT AND IMPROVEMENT OF THE CANÓDROMO PARK CONSTRUCTION PROJECT and TECHNICAL ASSISTANCE TO THE SITE WORKS MANAGEMENT Las Palmas de Gran Canaria, 2009-2010
In order to maintain a good functionality, structural security, and the typology of the existing frame supports, the projects objective is to identify the possible damages over the structures, adapting the works to the current legislation requirements. Assigning urgency and gravity levels to each reparation, and following the previous establish criteria, all these required reparation measures are specified in the project. In order to evaluate the correct operation work and the efficiency of the reparations, a regular and long monitoring process will be done to the structures once the reparations have been finished. The monitoring of the work will be performed through the location of permanent topographic controls, fissure monitors, etc.
â€˘ Photographs of the bridges of Sant Quirze of Besora, Bruc and Saldes, before and after the reparation work.
BRIDGE AND MASONRY WORK PRESERVATION OF THE REGIONAL COUNCIL OF BARCELONA CONSTRUCTION PROJECT Barcelona, 2007-2011
The viaduct over the Turia river is one of the most remarkable works of the highspeed line in the Valencia access. As its name suggests, the main obstacle is the river itself. It is canalised by means of concrete-sloped embankments and it has a wide channel of 230 m underneath the viaduct. It is located in a consolidated suburban environment in which several services and road (V-30), railway (FGV), hydrologic and agricultural infrastructures can be found. This fact determined the position of the viaduct’s supports. Besides, it meant an additional complexity, not reflected in the definition, since every support line has a different skew. The viaduct has a total length of 572 m. Its singularity is mostly reflected in the crossing over the river, on which an integral structure, characterised by variable edge and clean and slender lines, has been built. Moreover, it is integrated into strict hydraulic conditions. Not only its design but also the execution of the post-stressed floor have been very complex due to different reasons: the changing skew of supports, the curve and reverse curve design with intermediate line, the lighting variability and its width. This made necessary to define one by one every strained cable.
•Overview of one of the central stretches of the built viaduct. •Cross section of the viaduct. •Site plan. •General overview of the built viaduct. •Viaduct elevation, according to project.
TURIA VIADUCT. NEW HIGH-SPEED ACCESS TO LEVANTE, STRETCH PICANYA-VALENCIA CONSTRUCTION PROJECT AND MONITORING AND SUPERVISION OF SITE WORKS Valencia, 2005-2008 FOTO AÉREA tomada desde Edificio próximo de Vallehermoso (si fuera posible pedir a Bilbao Ría 2000)
A new Bridge that takes on a slightly curving and tensed layout in plan in order to pull away from the straight vector of the Arab Bridge while still connecting to the same junctions on both sides of the river. This gesture permits a variable and greater separation between the two constructions and enables the project to be perceived as an operation that joins the historical presence of the Arab bridge, the new infrastructure and the surroundings of the two constructions. From the first approach, the bridge has had a constant reference to asymmetry which is kept as a guiding theme throughout the infrastructure’s design process and becomes an essential element in the urban intervention of the project. In line with these initial premises, the side façade is proposed as a sleek archshaped stroke that spans the river without supporting piers in the river bed. Its deck is situated at a higher level than that of the Arab bridge in order to provide the maximum visual transparency from the pedestrian walkways along the river banks.
•Cross section of the bridge. •Birsdeye photograph and views of the model. •Downriver front view of the bridge.
BRIDGE OVER THE HENARES RIVER NEXT TO THE ARAB BRIDGE CONSTRUCTION PROJECT AND TECHNICAL ASSISTANCE TO THE SITE WORKS MANAGEMENT Guadalajara. 2005-2008
â€˘ View of the curved white concrete arch with the Arab bridge in the background. â€˘ View from bellow in which the cantileveres and lookout can be seen.
A unique viaduct has been designed over the river mouth cone of the hydraulic improvement of the Guadalhorce River. It consists of two independent 840 m long decks and 9 openings. The abutments of the south side are aligned with the retaining wall of the channelization, causing a great obliquity at the start that is solved with a decalage in the decks’ start for their orographic integration, that enables them to reach the north abutment at a position noticeably more orthogonal to the retaining wall. The 136 m long span with variable thickness is worth highlighting, that spans the low water riverbed. Piles are distinguished, emphasized with “V” geometries that rise from the top of the low water riverbed banks and that support the variable edge of the deck naturally and with structural efficiency. The cross section of slender flanges is motivated by the reduced height of the Ring Road slope, conditioned by the proximity of the airport. The visual fitting of a deck with a great width, with solid piles –of low height and considerable dimensions– and the evident skew of the structure regarding the water course, can not be understood in the absence of a permanent sheet of water. For this reason, the creation of a wetland associated to this new viaduct has been proposed.
• Viaduct photomontage in the river park. • Cross sections. • Viaduct infographics.
VIADUCT OVER THE GUADALHORCE RIVER NEW WEST RING ROAD OF MÁLAGA CONSTRUCTION PROJECT Málaga, 2006-2007
The project defines the covering structure of the suburban and subway rail corridor between Hospitalet de Llobregat and the area currently covered next to Sants square, in a stretch where the high speed line is designed in underground tunnel under the above-mentioned corridor. The covering side enclosures are constituted by stretches of reinforced concrete walls “in situ” and stretches of diagonal walls of precast concrete which appearance is that of a triangular shape structure. Such diagonals provide support to the upper roof. Transparent or translucent glass is used for the enclosures, alternating with stretches of wall coating plants. When it is neccesary to free pedestrian or traffic underpasses, the structure acts as a lattice beam. Later development to be carried out, together with ramps, stairs and lifts among different levels layout, will end becoming a large walkable avenue perfectly integrated into the urban environment, constituting a vital area of great quality. The aim of the rail corridor covering is to improve to a large extent the environmental conditions concerning noise, vibrations and barrier effect permeability on people and vehicles from neighborhoods located at the south of Sants station.
• Detail of the structure. • Aerial view of the covering during construction. • Transverse section and night infographics. • General plan of the development.
COVERING OF RAIL ACCESS TO BARCELONA-SANTS STATION CONSTRUCTION PROJECT AND SITE WORKS MANAGEMENT Barcelona, 2005, 2006-2007
The project envisages the definition of two pedestrian walkways over the east arch of the M-30: Breogán Park Salvador de Madariaga street and Ramón de Aguinaga street - San Marcelo street. Breogán Park walkway, of 182 m long, consists of an unique platform composed of two longitudinal metallic beams of 4 spans, which rest on 3 pairs of circular piers of 0,80 m in diameter. The edge varies between 2,0 and 3,0 m and the free width for the pedestrian crossing is 5 m. With the same structure described before, the Aguinaga walkway is 146 m long, distributed on 3 spans and a variable edge between 1,75 and 3,0 m. Three rest areas are located along both walkways. They are composed of a bench and shelter group made of CorTen perforated steel plate That allows the lighting of the internal face. A construction process through crane liftings has been planned, so that the activity interferes in the heavy traffic of the M-30 as little as possible.
• Location plan of the walkways. • Photomontage of the walkway that connects the Breogán Park and the S. Madariaga street, next to the M-30 Morgue. • Cross section and viewpoint section. • Photomontage of the walkway in the Aguinaga – San Marcelo streets.
PEDESTRIAN BRIDGE OVER M-30 HIGHWAY. STRETCH: AVENIDA DE AMÉRICA - O´DONNELL INTERSECTION CONSTRUCTION PROJECT Madrid. 2006
Most of the proposals consist of deconstructing and replacing the existing road structure in las Glorias Square (Glorias Viaduct) with a big single-level square of rectangular shape (of 120,000 m2, approximately). At the same time, it provides a solution to the canalisation of incoming and outgoing road traffic thanks to two underground three-lane tunnels. On the one hand, an exit tunnel (745 m), following the Gran Vía layout, and, on the other hand, an entrance tunnel (860 m) from Gran Vía (Besós side) to Diagonal Avenue. The abovementioned actions are compatible with the future establishment of an underground Modal Interchange which would allow transfers between both railway lines (Puigcerdà and Maresme), the subway line1 (las Glorias Square station) and the new Tram station which will be placed on the surface, in the southern part of the square and opposite to the Museum of Design’s facade. The Modal Interchange will provide a service to the tram station thanks to a direct communication between them. In the same way, the establishment of a bus station of the Maresme line with access to the interchange has been designed. It would be placed in the first underground of this new configuration of the square. Apart from providing a solution to the new road scheme and railway infrastructures, this study envisages different possible solutions to traffic, taking into account the key point with a ADI of 120,000 vehicles in the upper ring and of 35,000 vehicles in the lower ring, approximately. These actions involve important effects to the already complex underground service infrastructure.
•3D overview of the project’s road infrastructures. •Appearance of Las Glorias Square after the works are finished.
ROAD INFRASTRUCTURES IN THE AREA OF LAS GLORIAS SQUARE PRELIMINARY DESIGN Barcelona, 2007
Within the framework of the bridge and masonry conservation program, the Servei de Vies Locals (Local Road Services) of the Regional Council of Barcelona addressed the repair of a series of bridges and masonry works located on the road networks managed by this body. Esteyco has participated in the conservation campaigns of the years 2004 and 2006, drafting the construction projects and participating as technical assistance to the construction management. To carry out these works a series of visits were planned to evaluate and catalog the different pathologies that each structure presented. In order to be able to arrange, systematize and speed up the damage analysis and the consequent repair, a classification by categories was established, based on the experience gained in the execution of similar works and existing bibliography. Depending on the severity or urgency of the determined repair, a code, that allows the global planning of all the actions to be carried out, is assigned to each case.
• Can Ribes Bridge, Cànoves, before and after the conservation tasks. • Bridge over the Ter River, Masies de Voltrega, before and after the conservation tasks. • Pathologies study plan of the Bridge over the B-400, Saldes.
BRIDGES AND MASONRY WORK PRESERVATION
CONSTRUCTION PROJECT Barcelona, 2004-2006
Located in front of a new housing neighborhood, it had to replace the current underpass, used by the Way of St. James, under the motorway. At the other side, the place was an endless waste area which was at the same level of the motorway. A spectacular structure did not fit in that place, with no references, no edges, no scale, still being an undeveloped area. The footbridge characteristics and the light to be covered, about 60 metres, did not technically justity it either. It had to be a crossing for pedestrians and cyclists, of between three and five metres width. A sober and contained structure was the most appropiate for a pilgrimage route, with a more symbolic than of milestone character. It was important for the bridge to fit and integrate with the place, and for that, the surroundings of both ends of the bridge should be undertaken. On the town side, in front of the buildings, to design a natural approach, a small square at the bridge level. On the other side of the carriageway, the existing land, which is lower, made the construction of a support in an artificial rise necessary, to span through ramps and stairs a slope of about nice metres. The support will be in fact an integrated aedicule where a small snack bar with terrace and complementary facilities for pedestrians may be located. The footbridge structure was designed as a lying Z shape beam, horizontal, flush with the surface by the town’s side and as a small projecting viewing point by the other side. The way of crossing in a gentle zigzag is an allegory of the tortuous walk that the pilgrim had to cover on foot to arrive to Santiago.
• Perspective of the footbridge. • Transverse section, plan and elevation of the footbridge. Every name of every town and city crossed by the Way when passing through the province of Logroño are outlined agaisnt the external side of the beam, visible day and night for the road traffic.
PEDESTRIAN BRIDGES AT THE WAY OF ST. JAMES AND OVER LOGROÑO RING ROAD CONSTRUCTION PROJECT Logroño, 2006
Two singular viaducts of similar characteristics have been designed in the A-23 Mudéjar dual carriageway, on its way to Huesca, specifically in the Caldearenas-Lanave stretch. In order to cross the Guarga river, a mixed structure of 350 m long, arranged in four spans of 75-100-100-75 m, each one, is proposed. With regard to the Atos Ravine, it consists of three spans of 60100-60 m and a total length of 220 m. Lighting have been designed to make the most of this type of structural typology, in accordance with EIS conditions. The box cross section is 24,80 m wide. It is built with a mixed deck, with a constant edge of 3,40 m, which is composed of a semi circular metal box and a concrete slab of varying thickness –from 0,20 m in the centre to 0,40 m at the beginning of the cantilever- and its side parts protrude 4,40 m. With regard to piers, a mixed solution is proposed: “Y”-shape piers with a “bottle” shape shaft of concrete connecting with the “V”-shape metal part. By doing so, a solution to the piers’ arms is provided and, at the same time, it perfectly adapts to the deck’s geometry. The 40 m separation between arms makes possible to reduce the deck’s light and it aesthetically defines these two viaducts.
•Infographics of the viaduct over the Guarga river in elevation. •3D studies of the structural typology. •The “V” piers’ metal support adapts itself to the deck’s longitudinal and cross gradients thanks to an intermediate wedge between the deck and the concrete shaft . It is different in each pier and it makes possible to adopt the unique geometry of the metal “V”.
VIADUCTS OVER GUARGA RIVER AND ATOS RAVINE AT THE MUDÉJAR DUAL CARRIAGEWAY. CONSTRUCTION PROJECT Huesca, 2006
The designed underpass crosses under the Puente de Vallecas Station of the Subway Line 1. In every considered solution, the North and South ramps of the underpass are carried out by the demolition of one of the current viaducts in La Albufera Avenue −with the resulting traffic diversions − until the false tunnel of such ramps is built by means of a diaphragm wall, as well as the underpass. Once the traffic was restored, this same operation is repeated with the second viaduct. Different proposals are considered for the development of the whole central area, once the space is free, after the suppression of the flyover of La Albufera Avenue, most commonly known as Puente de Vallecas.
• Cross section of the designed underpass. • Aerial view of the current state of Puente de Vallecas. • Model with the proposed development in surface. • Longitudinal section of the underpass designed to replace the current viaduct.
REMOVAL OF FLYOVER IN THE M-30 OVER LA ALBUFERA AVENUE AND CONSTRUCTION OF UNDERPASS FEASIBILITY PROJECT AND CONSTRUCTION PROJECT Puente de Vallecas, Madrid. 2004-2005