Arenas de Iguña, Spain
Arenas de Iguña, Spain

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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..


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..


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

Hernani Viaduct is a 1226 long viaduct with two cable stayed spans of 120 m and 67.7 m. It will become the first cable stayed bridge for HSR (High Speed Railway) in Spain. Construction started in 2013 and will be finished by the end of 2015. Hernani Viaduct is part of the access railway line to San Sebastian in the North of Spain. This 1226 m long viaduct runs parallel to the Urumea River, crossing it three times with increasing spans (39, 67.7 and 120 m) due to skew angle. Structure depth is limited by 500 year return period flood water level to 1.10 m below railway platform. This depth restriction forces us to adopt singular U shaped deck section and to add cable stayed superstructure for the 67.7 and 120 m spans. Construction is carried out using falsework. Temporary piers are placed every 30 m in the main spans and removed after cable stayed tensioning..


Beade H.,Arenas and Asociados | Garcia M.,Arenas and Asociados | Capellan G.,Arenas and Asociados | Sobrino R.,Arenas and Asociados | Alfonso P.,Arenas and Asociados
Engineering for Progress, Nature and People | Year: 2014

The town of Haro, located in the northern part of Spain, is one of the most relevant sites of La Rioja region, well known because of its important high-quality red wine production. Wine is the vital and cultural expression of the town and is at the same time its main tourist interest, as it hosts some of the oldest and best known wine cellars of the region. The new footbridge is part of a pedestrian connection to link the historic centre with the district where most of these cellars are located. The design intends to be attractive, adapted to the soft topography of the river banks, sustainable, strongly related with the wine culture of the region, but without forgetting elegance as a main target. These objectives were achieved with an innovative three-span variable-depth beam design, made of stainless steel and with a composite-wood decking. An efficient structural scheme and the reduction of maintenance costs make compatible the use of high-quality materials with a reasonable budget.


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.


Miguel G.C.,Arenas and Asociados | Montesinos M.S.,Arenas and Asociados | Arenas J.J.,Arenas and Asociados | Soto S.G.,Arenas and Asociados
Structural Engineering International: Journal of the International Association for Bridge and Structural Engineering (IABSE) | Year: 2014

The Las Llamas Bridge is situated in Santander, Spain, and crosses over the Atlantic Park, a landscaped urban park of great interest, giving access to the Santander University from the city. The bridge is designed as an arch with intermediate deck typology. The bridge has a main span of 102 m between abutments. The center of the arch rises 7,8 m high over the deck 60 m in length, continuing beneath the deck with two straight inclined legs connected to the bearings with hinges 81,6 m apart. The inclined legs continue underground until they reach the foundation at the existing rock bed, 9 m below. The bridge has been designed using high strength, self-compacting white concrete C-60. The connection between the arch and the deck is materialized by means of stainless steel rod hangers. The deck is organized in a central box-girder with two lateral cantilevers conceived as inclined precast elements 9 m long, with openings to illuminate the Park's green area under the bridge. Lateral sidewalks are paved with composite wood decking. A central lane passing through the arch end openings holds a path reserved for bicycles. © 2014 Publishing Technology.


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.


Beade H.,Arenas and Asociados | Ruiz J.,Arenas and Asociados | Capellan G.,Arenas and Asociados | Sobrino R.,Arenas and Asociados | Alfonso P.,Arenas and Asociados
Engineering for Progress, Nature and People | Year: 2014

Las Norias footbridge design is the result of a competition (25 proposals) to solve the connection of two existing neighbourhoods of the city of Logroño separated by the Ebro River. The bridge is an innovative type of bowstring arch that looking for the minimum environmental impact, clears the river with a single 102-m span. Its deck width varies between 5,0 m and 10,0 m, looking for a suitable adaptation to the landings, and its arches rise 11,0 m over the deck, which is suspended from them by spiral-strand cables. These cables are contained in cylindrical surfaces due to the lean of the arches and the curved edges of the deck. The deck, with an innovative design, is made up of a post-tensioned timber slab, lying over a double-Y-shaped steel spine with variable depth. The cross section of the arches is also variable, with maximum depth and minimum width at their springings and the inverse proportions at the centre, in order to avoid out-of-plane buckling.


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.


Beade H.,Arenas and Asociados | Garcia M.,Arenas and Asociados | Capellan G.,Arenas and Asociados | Ruiz J.,Arenas and Asociados | And 2 more authors.
Engineering for Progress, Nature and People | Year: 2014

This article is focused on the first of the bridges that will materialise the connection of the future Zorrotzaurre Island in Bilbao (currently a peninsula) with the rest of the urban fabric. This bridge will clear the watercourse of the Deusto Canal, when completed, with a main span of 76.9 m and an average width of 28 m, carrying two 5-m-wide side pavements for pedestrians and cyclists and four 3.25-m-wide road lanes. Its innovative design concept combines two structural schemes: an inverted Fink truss (it will be the first road bridge in the world of this type to be built) and a threespan variable-height beam. This design (made of steel with a composite road deck) provides transparency and slenderness, fulfils the hydraulic requirements, has an accurate scale for an urban bridge (the height of the main mast is 15.4 m) and serves as a tribute to the sequence of cranes and towers that once were plentiful in the area.

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