Projects Archives - Page 2 of 9 - Steel Project Engineering

Bridge on the Magra river

Projet de montage du nouveau pont sur la rivière Magra.

Category: Road bridges
Services: Erection Design
Period: October 2021 – February 2022
Client: Fincantieri Infrastructure S.p.A.

The bridge over the river Magra at Km 10 + 422, needed to be rebuilt after the collapse of the existing bridge. It is made with a girder deck in a mixed steel-concrete system and with a static scheme of continuous beam on 4 spans 57.00 + 2 x 90.00 + 54.00 m, for a total length of 291 m.

The steel structure was divided into four macro-segments, entirely assembled at the construction site on the river bank by welding the elementary segments. Each of them was then hoisted up on provisional support and transported to their final location by SPTM, after being positioned at height on provisional supports that were also transported.
The assembly project consisted in checking the girders in each phase and in studying of the various proceedings needed to align the four segments before execution of welded joints.

26 March 2025

Bridge over the Adige river in Egna

Executive design and assembly of steel bridges.

Category: Road Bridges
Activity: Detailed design
Period: May 2019 – December 2020
Client: Bit s.p.a.
Value: 3.082.329,96 € S04 (IXb)

The bridge over the River Adige is composed by a single span of 81.4m with a bowstring arch supporting a 6.5m-wide carriageway, a pedestrian walkway and a cycle path.
It consists of a straight steel deck with an orthotropic plate, supported by a single steel archinclined at 20° from the vertical and located laterally, in an eccentric position with respect to the longitudinal axis. The arch has an irregular pentagonal box and a jib of 13.5 m from the deck. The arch-bridge connection is made by means of welded I-shaped hangers with variable section.

The deck consists of a multi-cellular box with 5 webs and a maximum height of 1.6m with diaphragms spaced by 3.3m. The cycle path and the pedestrian walkway, with an effective width of 2.8m and 2.5m, are supported by I-section cantilevers with variable height and placed in correspondence of the diaphragms. The pedestrian path progressively distances itself from the roadway proceeding towards the centre line.

26 March 2025

Thionville bridge

Project of the Thionville Bridge

Category: Road bridges
Services: Final design
Period: October 2021 – April 2022
Client: Smitu Thionville Fensch

The main structure has a total length of approximately 309 meters and consists of two separate decks. The first deck “(C0-P2” has a plan layout with a radius of curvature of 50.0m and develops over two spans of 34m + 52 m for a total length of 86 m. The deck “P2-C7” has a rectilinear route over 5 spans (58 + 42 + 39 + 48.5 +34 m) for a length of 222 m.
The platform has a total width of approximately 16m, divided into a central part of 7.00 meters wide for the BHLS, a cycle-pedestrian path 5.00 meters wide and 1 sidewalk 2.45 meters wide.

The 1.89 m high cross section is made by a metal box with four webs. Metal slabs lean on the upper flanges and have the function of permanent formwork for the rounding of a reinforced concrete slab 27 cm thick. The connection between footings and slab is ensured by rungs. The reinforced concrete slabs located on the overhangs are made by prefabricated semi-slabs with concreting completely on site. The overhangs are supported by variable-height steel brackets located in correspondence of the standard struts and bridge parts.
The overall weight is approximately 2000 tonnes, of which 600 relate to the curved section alone.
Two laminated elastomer bearings are located on all the piers or abutments; the C0-P2 deck in correspondence of the alignments P2 and C0 on the curved internal side, has special anti-lifting bearings.

26 March 2025

Scafa Bridge

Reinforcement intervention on the Gerber saddles of the existing RC bridge.

Category: Revamping of existing structures
Activity: Final Design
Period: October 2020 – ongoing
Client: Setin s.r.l.

The bridge is an existing three-span reinforced concrete bridge with a total length of 103.10 m. The static diagram is isostatic: the central span is in fact interrupted by two Gerber saddles, 21.50 m apart. The parts of the beam overlapping the piles are made with a three-cell box, while the remaining parts have an open section with four webs connected to the slab.

The intervention to be carried out consists in positioning a metal beam under each web of the box and the open part. Each metal beam has the function, in the event of the Gerber saddle collapsing, of supporting the central span by levering on a pair of bars suspended from the web of the box section, which also serves as a point of support for the lever itself.

26 March 2025

Arch bridge Luxembourg – Bettembourg line (OA14)

Study and design of storage and painting booths for the construction of the arch joints.

Category: Special equipment
Services: Detailed Design
Period: June 2020 – ongoing
Client: Matter SAS

The OA14 railway bridge on the Luxembourg-Bettembourg line is a suppressed-span arch railway bridge with a span of approximately 200m. The arch is of the reticular type with connecting crosspieces between the lower flanges. For the realization in a protected environment of the welding and the painting of the lower and upper arches, the diagonals and the crosspieces, the construction of welding cabins to be moved in each section of joint has been considered.
The cabins have an inverted U-shaped cross-section with a double-pitched roof and a reticular structure made of box-shaped sections.

The OA14 railway bridge on the Luxembourg-Bettembourg line is a suppressed-span arch railway bridge with a span of approximately 200m. The arch is of the reticular type with connecting crosspieces between the lower flanges. For the realization in a protected environment of the welding and the painting of the lower and upper arches, the diagonals and the crosspieces, the construction of welding cabins to be moved in each section of joint has been considered.
The cabins have an inverted U-shaped cross-section with a double-pitched roof and a reticular structure made of box-shaped sections.

The cabins are positioned on an adjustable frame structure attached by clamps and pins to the upper wing of the arch. The huts are connected to the viaduct by means of adjustable supports made with telescopic tubes that allow correct positioning on each working section. In a first phase, where only the lower arch and the diagonals resting on temporary piles remain, the joints of the lower arch and the crosspieces will be made. In a second phase, the upper arch will be installed and the joints of the upper arch and those between the diagonals and the upper arch will be completed; moreover.

The cabins are positioned on an adjustable frame structure attached by clamps and pins to the upper wing of the arch. The huts are connected to the viaduct by means of adjustable supports made with telescopic tubes that allow correct positioning on each working section. In a first phase, where only the lower arch and the diagonals resting on temporary piles remain, the joints of the lower arch and the crosspieces will be made. In a second phase, the upper arch will be installed and the joints of the upper arch and those between the diagonals and the upper arch will be completed; moreover.

The platforms are adjustable in height to adapt to the two working configurations on the lower and upper arch. Access to the shed is provided from below by means of a basket; access to the bow is authorized by adjustable telescopic platforms.
On all sides of the cabin there is a ribbed sheet covering with the function of protection against falls and atmospheric agents; only in the front part, occupied by the arch, a tendon closure will be performed.

The platforms are adjustable in height to adapt to the two working configurations on the lower and upper arch. Access to the shed is provided from below by means of a basket; access to the bow is authorized by adjustable telescopic platforms.
On all sides of the cabin there is a ribbed sheet covering with the function of protection against falls and atmospheric agents; only in the front part, occupied by the arch, a tendon closure will be performed.

15 June 2022

Western High Speed Diameter

Launching plan for the metal viaducts of the Yard 3.1

Category: Launchings
Services: Final design during launching
Period: October 2014 – February 2015
Client: VCS Monthaz – Astaldi

La nuova tangenziale esterna di San Pietroburgo è un’opera di dimensioni ciclopiche che nasce per risolvere il congestionamento del traffico stradale nel centro città: l’orografia della città, costituita da un agglomerato di isole collegate fra loro da ponti stradali, ha reso necessario il ricorso a un tracciato esterno alternativo alla viabilità ordinaria, realizzato in buona parte direttamente sul mare.

La nuova tangenziale esterna di San Pietroburgo è un’opera di dimensioni ciclopiche che nasce per risolvere il congestionamento del traffico stradale nel centro città: l’orografia della città, costituita da un agglomerato di isole collegate fra loro da ponti stradali, ha reso necessario il ricorso a un tracciato esterno alternativo alla viabilità ordinaria, realizzato in buona parte direttamente sul mare.

Dei quasi 12 km costituenti la sezione centrale del WHSD, oggetto del presente appalto, quasi 10 sono costituite da strutture off shore: 2 ponti strallati, un tunnel sotterraneo e una serie di impalcati a travata realizzati direttamente in mare e per tale ragione montati con varo frontale.
L’oggetto del nostro intervento ha riguardato i viadotti stradali in struttura mista della carreggiata sinistra e destra per la Yard 3.1, realizzati con travate continua di 5 campate e luci pari a 105 m x 4 + 108 m. Le attività svolte hanno riguardato la validazione del progetto esecutivo di varo fornito dal general contractor e la redazione del piano di varo da utilizzare operativamente in cantiere durante le fasi di assemblaggi e varo. Abbiamo poi fornito assistenza al cantiere per l’approvazione della documentazione a corredo del varo e durante le fasi di varo e di calaggio degli impalcati metallici.

Dei quasi 12 km costituenti la sezione centrale del WHSD, oggetto del presente appalto, quasi 10 sono costituite da strutture off shore: 2 ponti strallati, un tunnel sotterraneo e una serie di impalcati a travata realizzati direttamente in mare e per tale ragione montati con varo frontale.
L’oggetto del nostro intervento ha riguardato i viadotti stradali in struttura mista della carreggiata sinistra e destra per la Yard 3.1, realizzati con travate continua di 5 campate e luci pari a 105 m x 4 + 108 m. Le attività svolte hanno riguardato la validazione del progetto esecutivo di varo fornito dal general contractor e la redazione del piano di varo da utilizzare operativamente in cantiere durante le fasi di assemblaggi e varo. Abbiamo poi fornito assistenza al cantiere per l’approvazione della documentazione a corredo del varo e durante le fasi di varo e di calaggio degli impalcati metallici.

IL PROGETTO

Conoscenza dei sistemi di montaggio.

In ragione di un varo attuato interamente su pile situate in riva al mare, il montaggio è stato particolarmente complesso su molti fronti, legati:

alla logistica del cantiere
alla tipologia di impalcato varato di punta nonostante un tracciato planimetrico in doppia clotoide
alla tipologia di attrezzature previste dal progetto di varo del GC, ossia rulliere idrauliche per l’adattamento alla variabilità della livelletta e la pesatura delle reazioni dotate anche di sistemi di traslazione in orizzontale per assecondare l’andamento planimetrico del tracciato.

Le attività di validazione del progetto hanno consentito da un lato di verificare la correttezza delle assunzioni fatte nel progetto del GC e dall’altro di completare le parti in cui tale progetto non forniva le informazioni necessarie al cantiere per le procedure operative e di controllo delle diverse fasi di avanzamento del treno di varo.

La conoscenza approfondita dei sistemi di varo e delle relative attrezzature ci ha permesso di tradurre in elaborati operativi per il cantiere le informazioni del progetto di varo, mettendo a disposizione dell’equipe di montaggio un documento esaustivo delle procedure operative e dei processi di controllo durante le fasi di varo, in cui si evidenziano le operazioni e i passaggi più critici e si integrano le procedure nelle parti in cui il progetto del GC non risultava esaustivo.

17 March 2021

New Motorway Variante di valico appenninico A1

Project for the launching of the wide-span metal viaducts of lot 12.

Category: Launchings
Services: Final design during launching and erection equipment design
Period: October 2007 / February 2009
Client: Seteco Ingegneria s.r.l. B.T.P. Costruzioni Generali s.p.a.

Assembly and launching of the viaducts Navale N/S, Bollone N / S and Fiumicello Nord in mixed steel-concrete structure.

Assembly and launching of the viaducts Navale N/S, Bollone N / S and Fiumicello Nord in mixed steel-concrete structure.

Final design of the launching nose, of the thrust structures on the assembling yard and of the lowering equipment . Assistance to the construction site during the launching and lowering phases. Min geometrical features of the viaducts:
• North / South Naval: span 93 + 110 + 93 m
• Bollone Nord: span 80 + 4×95 + 65 m
• Fiumicello Nord: span 70 + 70 + 5×90 + 55 + 55 m

Final design of the launching nose, of the thrust structures on the assembling yard and of the lowering equipment . Assistance to the construction site during the launching and lowering phases. Min geometrical features of the viaducts:
• North / South Naval: span 93 + 110 + 93 m
• Bollone Nord: span 80 + 4×95 + 65 m
• Fiumicello Nord: span 70 + 70 + 5×90 + 55 + 55 m

17 March 2021

Saida-Moulay Railway Line

Project for the launching of the VI 1, VI 6, VI 12 viaducts on the HS Saida- Moulay railway line.

Category: Launchings
Services: Final design during launching and erection equipment design
Period: June 2010 – October 2010
Client: Spic Internazionale s.r.l.
Amount: approximately € 1,450,000.00 (Category IXb )

Launching and prefabrication equipment for three rail viaducts made of prestressed reinforced concrete for extrusion on the prefabrication field with a box-section. The most significant work is the VI 12 viaduct, built with a continuous beam scheme with 8 spans and spans equal to approximately 36 m, 6 x 45 m, 36 m respectively, for a total of approximately 342 m. The route of the viaduct develops in a curve with a constant radius of curvature, equal to 3’200 m along the layout axis. The VI 6 viaduct, on the other hand, is spread over 4 spans of 36 m, 2 x 45 m, 36 m for a total of 162 m. The launching equipment consists of the launching nose with a length of approximately 38 (made with two I-section beams of variable height and equipped with diaphragms and lower bracing),
from the rear beak for the final push phases, from the temporary supports with lateral restraints and from the push group in correspondence with the throwing abutment. The prefabrication field extends for about 50 m and is made up of the support structures for the bottom and side formworks, the lateral sides and all the moving elements of the sides and bottoms.

Launching and prefabrication equipment for three rail viaducts made of prestressed reinforced concrete for extrusion on the prefabrication field with a box-section. The most significant work is the VI 12 viaduct, built with a continuous beam scheme with 8 spans and spans equal to approximately 36 m, 6 x 45 m, 36 m respectively, for a total of approximately 342 m. The route of the viaduct develops in a curve with a constant radius of curvature, equal to 3’200 m along the layout axis. The VI 6 viaduct, on the other hand, is spread over 4 spans of 36 m, 2 x 45 m, 36 m for a total of 162 m. The launching equipment consists of the launching nose with a length of approximately 38 (made with two I-section beams of variable height and equipped with diaphragms and lower bracing),
from the rear beak for the final push phases, from the temporary supports with lateral restraints and from the push group in correspondence with the throwing abutment. The prefabrication field extends for about 50 m and is made up of the support structures for the bottom and side formworks, the lateral sides and all the moving elements of the sides and bottoms.

17 March 2021

Gully PPP Project

Project for the launch of the B19 and B20 metal viaducts.

Category: Launchings
Services: Final design during launching
Period: July 2015 – September 2015
Client: Freyssinet International & Cie

Launch project for the two continuous girder viaducts in mixed steel-concrete structure Bridge 19 Duck Creek and Bridge B20 Cannons Creek.

Launch project for the two continuous girder viaducts in mixed steel-concrete structure Bridge 19 Duck Creek and Bridge B20 Cannons Creek.

Verification of the decks during the launch phase, pre-dimensioning of the pushing jacks, of the thrust structures on the launching field and of the sliding supports on sledges.
Bridge 19 Duck Creek: lights 75 + 75 m
Bridge 20 Cannons Creek: lights 68 + 86 + 72 m

Verification of the decks during the launch phase, pre-dimensioning of the pushing jacks, of the thrust structures on the launching field and of the sliding supports on sledges.
Bridge 19 Duck Creek: lights 75 + 75 m
Bridge 20 Cannons Creek: lights 68 + 86 + 72 m

17 March 2021

Arch bridge in Moggio Udinese

Erection design.

Category: Erections
Services: Final Design
Period: June 2020 – August 2020
Client: BIT s.p.a.

The work concerns the assembly plan of a bridge located in Moggio Udinese, which has a double parallel circular arch structure with calculation span in the axis of supports equal to 74.96m, total length equal to 77.1m, overall width of the roadway. equal to 9.40m, arrow of the arches 14m approx .. The bridge is characterized by a deck which is hung from the arches by means of bar hangers. The deck is made of longitudinal tubular beams and double T crosspieces to support a reinforced concrete slab. The two arches with tubular section are spaced in plan by about 4.6m due to the oblique supports.
First, the lateral segments of the deck beams were mounted, supported by temporary piers placed in the riverbed at the thirds of the span (near the deck joint).

The segment is then erected in the key of the deck and the relative crosspieces. We then proceed with the assembly of the two lateral arch segments supported by a temporary column that stands out from the provisional pile. To close the static scheme, the central segment of arch is then erected. Arch and deck are supported in the provisional phases by saddles suitably shaped and sliding in the longitudinal direction to allow the necessary geometric adjustments.

17 March 2021