Studio Malerba

Milano, Italy

Studio Malerba

Milano, Italy
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Quagliaroli M.,Polytechnic of Milan | Malerba P.G.,Polytechnic of Milan | Albertin A.,Studio Malerba | Pollini N.,Technion - Israel Institute of Technology
Computers and Structures | Year: 2015

For their lightweight, versatile forms and architectural impact, cable-strut structural systems have been widely used as large span roofs of arenas, stadiums and open squares. In this paper, the matrix theory for pin-jointed trusses is firstly recalled. Then, through an elementary cable dome, the role of prestress is outlined and commented. Finally, a special optimization procedure, based on genetic algorithms, allows a thorough comparison between classical structural schemes, whose bearing capacity is due to the mechanical stiffness, and prestressed structures, whose bearing capacity is also due to the geometrical stiffness provided by the prestress. © 2015 Elsevier Ltd.


Malerba P.G.,Polytechnic of Milan | Comaita G.,Studio Malerba
Structural Engineering International: Journal of the International Association for Bridge and Structural Engineering (IABSE) | Year: 2011

In this paper, two recently completed bridges at the Malpensa Airport have been presented. The bridges overpass the railway (which runs in a cutting, at a lower level) linking the Malpensa Airport to the city of Milan, Italy; and are part of a U-shaped path called the H (Hotel) Ring which connects the southern ends of the two existing taxiways. Such a crossing had to: (a) intersect the railway track twice with a skew angle of about 45°; (b) carry the maximum aeronautical loads, corresponding to the gears of an Airbus 380 aircraft and; (c) host a 60 m wide taxiway strip, plus a lateral safety lane and a service road, for a total width of 105 m. This paper briefly describes how the above requirements were dealt with while designing two integral bridges.


Malerba P.G.,Polytechnic of Milan | Galli P.,Studio Malerba | Di Domizio M.,Polytechnic of Milan
Large Structures and Infrastructures for Environmentally Constrained and Urbanised Areas | Year: 2010

The new De Gasperi Bridge, located at Milan Portello, is made of two steel arches, having a 80m span. The arches thrust is held by the deck, which works like a tie. The platform is a composite steel-concrete deck. In order to reduce the intensity of the tensile stresses in the concrete slab, the whole deck is prestressed by nine external tendons. A peculiarity of this bridge consist in the two arches diverging towards the lateral sides of the deck, with an inclination of 22,5° with respect to the corresponding vertical planes. The deck longitudinal beams are supported by nine transverse box beams, slightly tapered at the end, stretching outside the deck width. The ends of these transversal beams are connected to nine couples of hangers, having tubular section. The hangers lie onto the same inclined planes of the arches and are normal to the arches axes. In order to avoid flexural stresses, the connection between hangers and arches was made by means of Cardan joints.


Malerba P.G.,Polytechnic of Milan | Patelli M.,Studio Malerba | Quagliaroli M.,Polytechnic of Milan
Structural Engineering and Mechanics | Year: 2012

The Force Density Method (FDM) is a well known and extremely versatile tool in form finding of cable nets. In its linear formulation such method makes it possible to find all the possible equilibrium configurations of a net of cables having a certain given connectivity and given boundary conditions on the nodes. Each singular configuration corresponds to an assumed force density distribution. Its improvement as Non-Linear Force Density Method (NLFDM) introduces the possibility of imposing assigned relative distances among the nodes, the tensile level in the elements and/or their initial undeformed length. In this paper an Extended Force Density Method (EFDM) is proposed, which makes it possible to set conditions in terms of given fixed nodal reactions or, in other words, to fix the positions of a certain number of nodes and, at the same time, to impose the intensity of the reaction force. Through such extension, the (EFDM) enables us to deal with form findings problems of cable nets subjected to given constraints and, in particular, with mixed structures, made of cables and struts. The efficiency and the robustness of method are assessed through comparisons with other form finding techniques in dealing with characteristic applications to the prestress design of cable systems. As a further extension, the EFDM is applied to structures having some parts not yet geometrically defined, as can happen in designing new creative forms. Copyright © 2012 Techno Press.


Malerba P.G.,Polytechnic of Milan | Di Domizio M.,Studio Malerba | Galli P.,Studio Malerba
Procedia Engineering | Year: 2011

The search for new architectural shapes may lead to schemes of bridges which cannot be traced back to known and tested typologies. In these cases, a new aesthetics requires new static views. The novelty of the De Gasperi Bridge, located in Milan, consists of two steel arches diverging towards the lateral sides of the deck. Such a choice involved particular structural problems as regards to both the vertical loads and the lateral ones due to wind and earthquake. Another delicate issue was posed by the array of joints connecting the tubular hangers and the arches, for which cardan joints have been employed in order to avoid any flexural stresses. The paper illustrates the criteria which led to the conception of a structural system which, while respecting the shape determined by architectural choices, activates an effective and natural force path. A synthesis of the analyses and of the experimental tests performed on the cardan joint are presented.


Malerba P.G.,Polytechnic of Milan | Galli P.,Studio Malerba | Di Domizio M.,Studio Malerba | Patelli M.,Studio Malerba
Procedia Engineering | Year: 2011

The new Europa Bridge, currently under construction in Parma, Italy, is composed of two distinct structures: a road bridge and a covered pedestrian bridge. The road bridge is a three spans continuous bridge, with a mixed steel-concrete structure. The covered pedestrian bridge encloses a two level hall, which shall be used as an exhibition centre. This paper presents the main concepts at the basis of the structural lay-out.


Malerba P.G.,Polytechnic of Milan | Comaita G.,Studio Malerba
Structure and Infrastructure Engineering | Year: 2014

In this study, two bridges recently completed at the Malpensa Airport are presented. The bridges overpass the trench where the railway track from Malpensa Airport runs to the city of Milan. They are part of a U-shaped path, called the hotel (H) ring, which connects the southern ends of the two existing taxiways. Such a crossing had to: (a) intersect the railway track twice with a high skew angle, (b) carry the maximum aeronautical loads, corresponding to the gears of an AIRBUS 380 aircraft and (c) host a 60-m wide taxiway strip, plus a lateral safety lane and a service road, for a total width of 96 m. For a bridge operating in such an environment, it was imperative to reduce inspections and maintenance activities to a minimum. Therefore, the designers excluded any detail arrangements or auxiliary devices having life-cycle performances much shorter than that of the main structure. In particular, expansion joints and movable or deformable bearing supports were excluded. Such constraints led to design two structures having the peculiar features that characterise them as integral bridges. This paper will firstly recall the aeronautical and railway specifications and the other operating constraints that characterised the design. In the second part, the criteria followed in designing the foundations, the abutments and the deck are presented. The structural analyses were set out in accordance to the sequence of the construction stages. For the bridge in its service configuration, self-weight and permanent loads give rise to a set of internal forces typical of a portal frame, while the localised loads, due to the aircraft gears, induce bubble deformed shapes characterised by particular transversal load distribution mechanisms. Details of completions and finishing works are finally given. © 2014 © 2014 Taylor & Francis.


Malerba P.G.,Polytechnic of Milan | Comaita G.,Studio Malerba
Bridge Maintenance, Safety, Management, Resilience and Sustainability - Proceedings of the Sixth International Conference on Bridge Maintenance, Safety and Management | Year: 2012

In the following, two recently completed bridges at the Malpensa Airport will be presented. The bridges overpass the railway (which is in a cutting) linking the Malpensa Airport to the city of Milan, and are part of a U shaped path called the H (Hotel) Ring which connects the southern ends of the two existing taxiways. Such a crossing had to (a) intersect the railway track twice with a skew angle of about 45° (b) carry the maximum aeronautical loads, corresponding to the gears of an AIRBUS 380 aircraft and (c) host a 60 m wide taxiway strip, plus a lateral safety lane and a service road, for a total width of 105 m. This paper briefly describes how the above requirements were dealt with in designing the two integral bridges. © 2012 Taylor & Francis Group.

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