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Arenas de Iguña, Spain

Capellan G.,Arenas and Asociados | Sacristan M.,Arenas and Asociados
Engineering for Progress, Nature and People | Year: 2014

Chilina Bridge is a 562 long prestressed concrete viaduct with two 11.3 m wide decks in the city of Arequipa (Peru) with span scheme: 100+157+142+102+61 m. Free Cantilever Method construction is used. High seismicity in the area reaches Peak Ground Acceleration of 0.6 g and involves special analysis and detailing. The new bridge will become the largest urban bridge in Peru when completed. Construction started in March 2013 and will be finished by the end of 2014. Seismic analysis is done according to AASHTO specifications for a 1000 year return period Earthquake. Seismic displacement demands are as high as 90 cm and 45 cm in transverse and longitudinal direction..

Capellan G.,Arenas and Asociados | Martinez G.,Isolux Corsan S.A. | Martinez J.,Arenas and Asociados | Cosmen F.,Principality of Asturias
Engineering for Progress, Nature and People | Year: 2014

The new access bridge to the town of Soto de Ribera over Caudal river in Asturias (Spain) is an adaptation of the concept of cable stayed bridge to a whole composite section scheme. The solution starts with a twin steel beam solution with concrete slab which has a wide spread in the world for his advantages: speeder construction, industrial quality and economy. These characteristics are the guide of the design of this cable stayed bridge..

De Pablo J.J.A.,Arenas and Asociados
Revista de Obras Publicas | Year: 2015

The article briefly reviews the historical development of arch bridges to improve the understanding of its structural behavior and the development of its typological variations. The evolution of the arch form towards the antifunicular shape which ensures optimal behavior only under compression forces. The appearance of the shell arch bridges, the differentiation of deck and arc, inferior deck arc bridges and bowstring tied arches, represent successive evolutions that come together with technical developments and mastering of new materials. The possible construction procedures for arch bridges include falsework, cantilever segmental construction through triangulation of temporary bracing, or temporary cable staying. The structural behavior of a current bowstring bridge is finally analyzed using the example of the Third Millennium Bridge, and some clues about the present and future of these structures are targeted.

Beade H.,Arenas and Asociados | Garcia M.,Arenas and Asociados | Capellan G.,Arenas and Asociados | Bezzina A.,Bezzina and Cole Ta Xbiex | And 2 more authors.
Engineering for Progress, Nature and People | Year: 2014

St. Elmo breakwater was constructed between 1903 and 1909 to convert the unique Valletta Grand Harbour in an all-weather port. An opening near its land end was left to prevent water stagnation and shorten routes for smaller crafts. Accessibility to the breakwater was possible by means of a two-span steel footbridge, erected in 1906, which was partly demolished in 1941 during WWII. The breakwater and its lighthouse remained isolated until 2012, only accessible by boat. Transport Malta organized a design-and-build competition for the reconstruction of the footbridge by the end of 2009. The new bridge successfully solves, using an innovative design concept, a complex problem: the reconstruction of a piece of Valletta's history, in harsh environmental conditions, and with exceptional construction constraints due to site inaccessibility. The new design is functional, contemporary, transparent, durable, with easy maintenance, sustainable and respectful with history.

Capellan G.,Arenas and Asociados | Meana I.,ADIF | Beade H.,Arenas and Asociados | Garcia P.,Idom Madrid | Arenas J.J.,Arenas and Asociados
Engineering for Progress, Nature and People | Year: 2014

The Almonte River arch bridge over the Alcantara Reservoir, which is part of the Madrid-Portuguese Border High Speed Rail (HSR) link, is a challenge for bridge design, engineering and construction. Its 384-m main span will make this major project become the largest HSR arch in the world and the largest railway bridge in Spain. With the aim of giving response from the design stage to the specific problems of a HSR crossing with large span and length, a formally and structurally innovative design has been used: the arch, linked to the deck at the crown, has an octagonal section with variable depth and width in its central 210 m, from where it splits itself into two legs with irregular hexagonal section until its springings. The design joins together structural efficiency, out-of-plane stability (as HSR horizontal deflection limits require), improved response to wind loads (as exhaustive wind tunnel tests have proved), transparency, aesthetics and durability.

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