Bridge Design

 

In the field of prestressed concrete (PC) bridges, I have led or participated in the design of 6 cable-stayed bridges, 17 incrementally launched bridges, 4 balanced cantilever bridges, 9 multi-span bridges cast on falsework or advancing shoring, 40.3km of precast segmental LRT bridges, 26.4km of precast segmental highway bridges, 4 modular systems of precast beam bridges, a modular system of 51 solid-slab overpasses, and 4 modular systems of precast segmental overpasses. My designs for structural bridge retrofitting include one long-span bridge with rigid stays (designed by Morandi in the sixties) and 2 precast I-beam bridges.

In the field of steel and steel-composite bridges, I have led or participated in the design of 5 cable-stayed bridges, 8 arch bridges, 1 tied-arch bridge, 4 incrementally launched bridges, widening of the decking system of a long-span portal bridge, a bridge with double composite action, a modular system of I-girder overpasses designed for inherent redundancy, and kilometers of simple and continuous spans erected with ground cranes and other methods.

These projects are spread in 12 countries on 3 continents and mostly involve pre- or post-award levels of development. Many projects were won as design-build (D/B) pursuits and required site assistance during critical construction stages and some extent of independent review of third-party’s designs. Some projects also required independent design review of the work delivered by other units of the design team.

  • Dragados (2015-2016). Harbor Bridge Replacement Project, Corpus Christi, TX, USA. The Corpus Christi Harbor Bridge Project includes a 1001m-long, 45m-wide cable-stayed bridge, precast segmental approaches, major aerial interchanges, 17 bridges and 4 direct connectors. When completed, the 504m main span over the Port of Corpus Christi Ship Channel will be the longest cable-stayed span in North America, one of the longest precast segmental spans in the world, and the longest prestressed-concrete span in the world with a central plane of stay cables. During this 15-month assignment, I corrected and enhanced many aspects of the pre-award design of main span and approaches. The main span will now use a symmetrical cross-section to avoid short- and long-term twist due to self-weight torsion. The use of light-weight concrete for the wide box girder and normal-weight concrete for the narrow box girder will be avoided. Permanent back-span piers will enhance wind stability, torsional response and live-load bending. A more efficient design of longitudinal post-tensioning will enhance structural efficiency. The starter segments in the Homberg window will be erected as balanced cantilevers with temporary stay cables instead of on 60m-tall shoring towers. The precast segmental approaches will be erected with overhead self-launching gantries instead of by ground assembly and strand-jacking with lifting frames; alternative solutions based on span-by-span in-place casting with MSS and simultaneous balanced cantilever erection of adjacent precast segmental decks were also investigated, estimated and presented to TxDOT.
  • Parsons Brinckerhoff (2014-2015). Harbor Bridge Replacement Project, Corpus Christi, TX, USA. The pre-award design of the Harbor Bridge included an 853m, 41m-wide cable-stayed steel-composite bridge over the Port of Corpus Christi Ship Channel, 11.6km of precast I-beam approaches, and major aerial interchanges, bridges and direct connectors. Owner: Texas Department of Transportation. Procurement method: D/B. As firm’s technical director and the engineer-of-record of the main cable-stayed span pre-award design, my duties included leading the design team and providing technical supervision of structural modeling and analysis.
  • HDR (2012-2014). Tappan Zee Hudson River Crossing, Tarrytown, NY, USA. The New NY Bridge Project was the largest D/B transportation infrastructure project under construction in North America; it included two adjacent cable-stayed bridges with 366m main span over the Hudson River and 5.0km of adjacent approach bridges comprising modules of four 107m continuous spans on seismic I/D systems. The foundations of approaches and main span were designed for the future application of a third cable-stayed bridge for dual-track light-freight railroad traffic. Owner: NYSTA. Procurement method, D/B. As the bridge technical leader and main span deputy lead designer, my duties included leading the design team in the post-award design of main span and approaches, supervision of the wind tunnel testing program, modeling and analysis of main span and approaches, 3D finite-element analysis of transition plugs between pile-cap footings and steel-pipe piles, design of full-depth precast deck panels for 100-year service life, and buckling analysis of precast pile-cap tubs during lifting and floating. Duties also included technical coordination of sub-consultants, writing Design Criteria for the future cable-stayed railroad bridge integrating AREMA and AASHTO-LRFD provisions with Eurocode specifications, design of approach spans for incremental launching construction over the Metro North Railroad, and technical support to multiple design teams and the Tappan Zee Constructors’ site teams.
  • HNTB (2010-2011). Florida High Speed Railway Project, Orlando-Tampa, FL, USA. This assignment included the bid design of 14.3km of dual-track box-girder bridges and numerous single- and multi-span skewed precast I-beam bridges; construction methods include full-span precasting and balanced cantilever casting with form travelers. Owner: Florida HSR. Procurement method: D/B. As lead design engineer, duties included modeling and analysis of numerous railway bridges, time-dependent staged-construction analysis of multi-span continuous bridges, analysis of rail-structure interaction, dynamic analysis with traveling point loads of train-induced resonant vibrations of box girders and skewed I-beam spans, dynamic analysis of train containment loads of single-track U-spans during train derailment, and writing the structural chapter of the Design Criteria for the first high-speed railway project in the United States.
  • HNTB (2009-2012). Honolulu High-Capacity Transit Corridor Project, 1st Segment (WOFH) and 2nd Segment (KHG), Honolulu, HI, USA. Pre- and post-award design of 19.4km of dual-track precast segmental LRT bridges. The construction methods for the 445 spans of the project include span-by-span erection with underslung self-launching gantries and balanced cantilever casting with form travelers. Client: Kiewit Pacific. Procurement method: D/B. As technical leader of the project, my duties included pre- and post-award design of drilled shafts, piers of elevated guideway and aerial stations, and multiple configurations of precast segmental spans and cast-in-place balanced cantilever bridges. Duties included time-dependent staged construction analysis of multi-span continuous bridges, analysis of rail-structure interaction, dynamic analysis of resonant span vibrations with traveling point loads, dynamic analysis of vibrations of aerial stations, and 3D finite-element modeling of precast segmental assemblies for analysis of train derailment stresses and erection stresses from crane on-deck, and for design optimization of transverse post-tensioning of typical segments.
  • HNTB (2008). Willamette River Bridge, Portland, OR, USA. Preliminary bid design of a steel-composite dual-track LRT tied arch crossing the Willamette River (207m main span) and two signature PC approaches with continuous delta-frames and 79m spans. Owner: Tri-Met. Procurement method: D/B. As the lead design engineer, my duties included modeling the tied-arch bridge with 8-node shell elements and performing NLTH dynamic analysis of the seismic response, out-of-plane buckling analysis of the arch ribs, and dynamic analysis of span resonance with traveling point loads.
  • HNTB-Parsons (2006-2009). Gerald Desmond Cable-Stayed Bridge, Long Beach, CA, USA. Advanced preliminary design of a signature 610m cable-stayed span over the main navigation channel of the Port of Long Beach comprising two planes of stay-cables and a 48m-wide steel-composite deck grillage with streamlined box edge girders. The pylons comprise two steel-composite columns connected by shear-links that dissipate seismic energy by yielding in shear. Owner: Caltrans and POLB. Procurement method at the time of the assignment: DBB. As the lead design engineer, my duties included NLTH dynamic analysis of multiple configurations of seismic I/D devices, analysis of project-specific live loads, and dynamic analysis of wind loads from wind-tunnel testing. Final design of the test specimens for the pylon shear-links required 3D finite-element modeling, optimizing cyclic plastic buckling with different configurations of web-stiffeners, and writing a custom cyclic-plasticity material model for ADINA in Fortran.
  • HNTB (2006-2007). Magnolia Bridge Replacement, Seattle, WA, USA. Preliminary and final design of a complex system of PC bridges within the Port of Seattle. The project includes three ramps cast in-place on falsework, a precast railroad crossing, a 1160m mainline bridge cast on falsework, and two 110m balanced cantilever spans cast with form travelers on tight plan curvature. Owner: City of Seattle. Procurement method: DBB. As the lead design engineer, my duties included time-dependent analysis of staged bridge construction.
  • Pizzarotti (2006). D/B pursuit for the Basarab Overpass in Bucharest, Romania. Procurement method: D/B. As freelance consultant, my duties included critical review of the bid design, value engineering, analysis of construction means and methods, and the pre-award design of a modular system of precast T-beam approach bridges and of a cable-stayed precast T-beam grillage crossing the Dambovita River.
  • Pizzarotti (2005-2006). D/B pursuit for the TIBRE Highway Link, Italy. This assignment included the pre-award design of skewed steel wing structures protecting tunnel inlets from wind and snow. The longest wing, spanning 64m and 8.5m-wide, was designed with a 3D structural model comprising 24.000+ shell elements. Owner: ANAS. Procurement method: D/B. As freelance consultant, my duties included pre-award design and analysis of local and global buckling of complex thin-plate structures.
  • Consorzio BBM (2005-2006). D/B pursuit for the BREBEMI Highway, Parma, Italy. This assignment included design and technological assistance to the contractor for the incremental launching construction of three pairs of adjacent bridges on 61m spans: the 570m Oglio River Bridge, the 930m Serio River Bridge, and the 1470m Adda River Bridge. As freelance consultant, my duties included optimization of cross-sections, post-tensioning systems and casting-yard organization.
  • Pizzarotti (2005). D/B pursuit for the Bypass of State Road 212 between Pietrelcina and San Marco dei Cavoti, Foggia, Italy. Owner: ANAS. Procurement method: D/B. As freelance consultant, my duties included critical review of the bid design, value engineering, analysis of construction means & methods, pre-award design of 3.4km of modular precast I-beam bridges, and NLTH dynamic analysis of multiple span configurations.
  • Pizzarotti (2005). D/B pursuit for State Road 106 Ionica – External Bypass of Marina di Gioiosa Ionica between Km. 107+800 and Km 110+550, Cosenza, Italy. Owner: ANAS. Procurement method: D/B. As freelance consultant, my duties included critical review of the bid design, value engineering, analysis of construction means & methods, pre-award design of four precast I-beam bridges with modular spans, and the design of seismic I/D systems with NLTH dynamic analysis with spectrum-matching seismograms.
  • Eiffage-Pizzarotti JV (2005). D/B pursuit for the Direttrice Cremona-Mantova Regional Highway, Parma, Italy. Owner: ANAS. Procurement method: D/B. As the engineer-of-record, my duties included critical review of the bid design of 51 overpasses, value engineering, analysis of construction means & methods, and the pre-award design of two alternative solutions for the 51 overpasses: a modular system of solid-slab PC bridges cast in-place on self-lifting forms, and a modular system of steel-composite bridges with twin I-girders designed for inherent redundancy and full-depth precast slab panels.
  • Pizzarotti (2004-2005). D/B pursuit for the Salerno-Reggio Calabria Highway, Section 3, Segment 3, Italy. This assignment included critical review of the bid design, value engineering, analysis of construction means & methods, and the pre-award design of a modular system of 36 bridges comprising 11 types of precast I-beams with length ranging from 30m to 42m. Owner: ANAS. Procurement method: D/B. As freelance consultant, my duties included structural modeling and analysis of 23 continuous beams and NLTH dynamic analysis with spectrum-matching seismograms for the design of seismic I/D systems.
  • Pizzarotti (2004-2005). D/B pursuit for the Salerno-Reggio Calabria Highway, Section 1, Segment 5, Italy. This assignment included critical review of the bid design, value engineering, analysis of construction means & methods, and the pre-award design of the Molino Bridge. The 4-span bridge was redesigned as a 2-span continuous beam with 98m and 82m spans, varying-depth steel I-girders, and double composite action (bottom concrete slab in the central negative-bending region). Owner: ANAS. Procurement method: D/B. As the engineer-of-record, my duties included analysis of the time-dependent stress redistribution of double-composite action and NLTH dynamic analysis of seismic I/D systems.
  • Studio Matildi (2004-2005). Fosso Damiano Bridge (OP-06), Svincolo A1 Bridge (OP-15), San Calogero Bridge (OP-09), Ragusana Flyover (OP-04), Svincolo A3 Bridge (OP-17), SS194 Flyover (OP-19), Benante Bridge (OP-03), SS144 Villasmundo Viaduct (OP-20), and San Fratello Viaduct (OP-11) for the Siracusa-Catania Highway, Italy. Owner: ANAS. Procurement method: D/B. The assignment included the post-award design of nine simply-supported steel-composite spans ranging from 35m to 43m and featuring three steel I-girders, orthogonal K-diaphragms, varying-width deck, and markedly skewed alignment. As the engineer-of-record, my duties included 3D modeling and analysis of the nine spans with 8-node shell elements.
  • Pizzarotti (2004). D/B pursuit for the Civitavecchia-Orte-Terni-Rieti Motorway, Italy. This assignment included critical review of the bid design, value engineering, analysis of construction means & methods, and the pre-award design of a steel-arch bridge over the Nera River. The arch was designed with a circular profile and close spandrel columns in the crown region, and with twin diverging rectilinear legs toward the springing. The arch spans 161m and the raise is 37m. The 300m steel-composite deck of the arch includes two steel I-girders connected by floorbeams and supporting full-depth precast slab panels made with high-performance concrete. Owner: ANAS. Procurement method: D/B. As freelance consultant, my duties included 3D structural modeling and analysis, buckling analysis of the arch ribs, seismic analysis, analysis of erection sequences for the steel arch, and analysis of the incremental launching construction of the deck over the arch.
  • Pizzarotti-Snamprogetti JV (2003). D/B pursuit for the Variante di Mestre, Venice, Italy. Owner: ANAS. Procurement method: D/B. As freelance consultant, my duties included critical review of the bid design, value engineering, analysis of construction means and methods, and the pre-award design of a modular system of steel-composite bridges featuring four steel I-girders and full-depth precast slab panels.
  • Adige Bitumi-Maltauro JV (2003). D/B pursuit for the Connection of the Industrial Area of Lavis with Highway A22 and the Custom Interport of Trento, Trento, Italy. Owner: Amministrazione Provinciale di Trento. Procurement method: D/B. This assignment included critical review of the bid design, value engineering, analysis of construction means and methods, and the pre-award design of a 205m, 27m-wide cable-stayed bridge with staggered V-pylons to be incrementally launched over Highway A22. Steel box girders were used for edge girders and V-pylons, and the PC deck slab was supported on a steel space-frame connecting the edge girders. As freelance consultant, my duties included 3D modeling of the cable-stayed bridge, analysis of launch and service stresses, and estimates of quantities and costs.
  • Pizzarotti-Snamprogetti JV (2003). D/B pursuit for the Salerno-Reggio Calabria Highway, Section 3, Segment 2, Italy. This assignment included critical review of the bid design, value engineering, and the pre-award design of four steel-composite arch bridges spanning from 85m to 161m and of the widening of the steel orthotropic deck of the Sfalassa’ Viaduct (the largest steel portal-frame bridge in Italy, with a main span of 372m). Owner: ANAS. Procurement method: D/B. As freelance consultant, my duties included pre-award design of four steel-composite arch bridges, finite-element modeling of structural nodes, structural modeling and analysis of multiple arch bridges, erection analysis with half-arches assembled vertically and rotated about springing, and analysis of progressive onset of composite action and time-dependent stress redistribution in the composite arches. Duties also included analysis of stress redistribution within the Sfalassà Viaduct due to progressive application of deck-widening panels.
  • Sembenelli Consulting (2002-2003). Reggiolo Overpass, Reggio Emilia, Italy. The Reggiolo Interchange Project included a skewed 26m multi-cellular PC span with width ranging from 17m to 24m over an electrified railroad. The span was designed to be cast behind the abutment and launched over the railroad in one operation. Owner: Autostrada del Brennero. Procurement method: DBB. As the bridge engineer-of-record, my duties included the preliminary and final design of the span for launching construction.
  • Gennari-Oddi (2002). Ticino River Bridges for the TAV High Speed Railway, Trecate, Italy. Two adjacent 18m-wide steel-composite bridges (340m- and 420m-long) were designed for incremental launching construction on 70m spans. Owner: CavToMI. Procurement method: DBB. As freelance consultant, my duties included preliminary and final design of the bridge superstructures.
  • Pizzarotti-Snamprogetti JV (2002). D/B pursuit for upgrading and retrofitting of the Salerno-Reggio Calabria Highway from km. 53+800 to km. 82+330, Salerno, Italy. This assignment included critical review of the bid design, value engineering, and the pre-award design of multiple steel-composite bridges with spans ranging from 80m to 110m. As freelance consultant, my duties included analysis of means & methods, structural modeling and analysis, analysis of lifting-frame erection of precast composite macro-segments, and cost and quantity estimates.
  • Pizzarotti (2002). D/B pursuit for the duplication of the Milano-Brescia Highway, Bergamo, Italy. The 2120m Adda River Bridge, the 1200m Serio River Bridge, and the 870m Oglio River Bridge were redesigned for incremental launching construction on 46m spans. The 40m-wide superstructure includes a tri-cellular box core widened with steel-composite side wings; the three riverbeds are crossed with concrete-filled tubular arches (two with 150m span, and one with 180m span) that suspend the deck on launch completion on temporary piers. Owner: BREBEMI. Procurement method: D/B. As freelance consultant, my duties included critical review of the bid design, value engineering, analysis of construction means & methods, pre-award design of the three bridges, and the pre-award design of two modular systems of precast segmental overpasses (with and without central pier) and a modular system of precast channel-bridges.
  • Egnatia Odos (2001-2006), Thessaloniki, Greece. As freelance consultant, my duties for this long-term assignment included site-specific seismic-hazard assessment, NLTH dynamic analysis of seismic I/D devices, NLTH dynamic analysis of transverse pounding of adjacent bridge superstructures, constructability review, and technical assistance.
  • TTA (2001). Verea Bridge, Verea, Greece. A skewed 110m PC bridge crossing a channel with 24m spans was designed for span-by-span casting on advancing shoring. Owner: Egnatia Odos. Procurement method: DBB. As freelance consultant, my duties included preliminary and final design of the bridge according to DIN Norms and Greek Standards and design of seismic Isolation/Dissipation (I/D) systems.
  • TTA (2000-2001). Megalorema Bridge, Ioannina, Greece. This project included two adjacent 500m PC bridges to be built by incremental launching on steep gradient and 43m spans. Owner: Egnatia Odos. Procurement method: DBB. As freelance consultant, my duties included design and technological assistance to the prime designer, analysis of thrust and guide forces of incremental launching, launch stress analysis, preliminary design of launch nose and casting-yard organization, and constructability review.
  • DEAL (2000). Modena Bridges, TAV High Speed Railway, Modena, Italy. Nine 3-span single-track PC bridges to be cast in-place span-by-span with an MSS. Client: Modena scarl. Procurement method: D/B. As freelance consultant, my duties included critical review of the bid design, value engineering, analysis of construction means and methods, and pre-award design based on launching two deck sections symmetrically from the opposite abutments, casting a central closure, and side shifting the completed deck to clear the launch alignment for construction of the second and third bridge.
  • Sembenelli Consulting (2000). Metrobus Valtrompia, Brescia, Italy. This assignment for the bid design of the Valtrompia Extension of the Brescia LRT System included 10.0km of dual-track precast segmental LRT bridges and three dual-track precast segmental extradosed LRT bridges with 80m main spans and segment geometry compatible with the short-line casting lines for the rest of the project. Owner: ASM Brescia. Procurement method: D/B. As the bridge engineer-of-record of the project, my duties included the bid design of typical precast segmental spans and extradosed bridges, writing technical provisions for balanced cantilever erection of precast segmental extradosed bridges, bid estimates, and technological assistance to owner and prime designer.
  • Protende (2000). D/B pursuit for the Amolanas Bridge, Ruta 5 Norte, Km. 309+449, Chile. The bid design of a 22m-wide steel-composite bridge with 40m, 61m, 79m and 88m spans provided for incremental launching construction of the steel I-girders followed by in-place casting of the deck slab. As freelance consultant, my duties included critical review of the bid design, value engineering, analysis of construction means and methods, and pre-award design of the bridge for incremental launching construction of the concrete slab over the steel girders.
  • Codelfa (1999-2000). D/B pursuit for the Tiziano Bridge, Alessandria, Italy. The bid design of a 17m-wide, 200m PC bridge provided for span-by-span casting of four 50m spans with an MSS. The pre-award design provided for incremental launching construction of a first 8m-wide box girder, 9m side shifting of this first half of the deck over the permanent piers and abutments, incremental launching construction of the second half of the deck, and connecting the two box-girders with a cast-in-place central curb. Four temporary piers halved the spans in the launch alignment to save launch post-tensioning. Owner: Comune di Alessandria. Procurement method: D/B. As freelance consultant, my duties included critical review of the bid design, value engineering, analysis of construction means & methods, pre-award design of the bridge, and providing technical assistance to the engineer-of-record throughout the design and construction process.
  • ANAS (1999). Salerno-Reggio Calabria Highway, Lot 1.1.2, Lane North, from km 8+000 to km 13+000, Salerno, Italy. Owner: ANAS. Procurement method: DBB. As engineer-of-record (in JV with AIerre Engineering), duties included preliminary and final design of numerous PC bridges. The main structure is a 540m PC bridge built by balanced cantilever casting on 100m spans with form travelers.
  • Sembenelli Consulting (1999). Metrobus Brescia, Brescia, Italy. This assignment for the bid design of the Brescia LRT System included 5.9km of urban tunnels and 10.9km of dual-track precast segmental bridges. Owner: ASM Brescia. Procurement method: D/B. As the bridge engineer-of-record of the project, my duties included optimization of span length and construction methods, the bid design of typical spans and piers, writing technical provisions for short-line match-casting and span-by-span self-launching gantry erection of precast segmental bridges, bid estimates, and technological assistance to owner and prime designer.
  • Protende (1999). Pedestrian overpasses for the Rodovia dos Imigrantes, Saö Paulo, Brazil. As freelance consultant, my duties included the pre-award design of a modular system of pedestrian bridges with double-arch action (convex precast segmental PC slabs supported on a concave steel tubular truss) for spans ranging from 30m to 50m, analysis of span precasting and erection techniques, and dynamic analysis of pedestrian-induced vibrations.
  • Siforms (1998). D/B pursuit for the Helland Bridge, Hellandsas, Norway. The bid design of two adjacent 600m PC bridges provided for span-by-span casting with an MSS on 70m spans. Client: Selmer. Procurement method: D/B. As freelance consultant, my duties included critical review of the bid design, value engineering, analysis of construction means & methods, and the pre-award design of the bridge for full-span incremental launching construction on 70m spans with a front cable-stayed system integrating the launch nose.
  • Siforms (1998). D/B pursuit for the Liodden Bridge, Klokkarhaugen, Sweden. The bid design of a small PC bridge with 30m spans provided for span-by-span casting with advancing shoring. Client: PEAB. Procurement method: D/B. As freelance consultant, my duties included critical review of the bid design, value engineering, analysis of construction means & methods, and the pre-award bridge design for incremental launching.
  • Siforms (1998). D/B pursuit for the Sykkylven Bridge, Sykkylv, Norway. The bid design of an 880m PC bridge provided for span-by-span casting with an MSS on 61m spans over a fjord. Client: Selmer. Procurement method: D/B. As freelance consultant, my duties included critical review of the bridge design, value engineering, analysis of construction means & methods, and the pre-award design of the bridge for full-span incremental launching.
  • Delma (1998). Structural retrofitting of the Wadi El-Kouf Bridge, Al-Beida, Libya. A 520m PC bridge designed by Morandi in the sixties with a 280m main span and rigid stays required torsional stiffening, integrative post-tensioning, bearing replacement for the central closure span, and diffused localized repairs. Owner: Libyan Arab Jamahiriya’s Road Department. Procurement method: DBB. As freelance consultant, my duties included modeling and analysis of the rigid-stayed bridge, assessment of the demand-to-capacity ratio of critical cross-sections, dynamic analysis of the seismic displacement demand on the roll bearings of the central closure span, and writing method statements for materials and construction procedures.
  • ANAS (1998). Structural retrofitting of the Trebbia 1 and Trebbia 2 Bridges, Piacenza, Italy. Two pairs of adjacent 300m precast I-beam bridges required retrofitting of scoured foundations. Owner: ANAS. As project’s engineer-of-record, my duties included final design of foundation retrofitting for DBB procurement.
  • IFF Federici (1997). D/B pursuit for the Rufiji Bridge, Tanzania. The bid design of a 920m PC bridge provided for span-by-span casting with an underslung MSS. As project’s engineer-of-record, my duties included critical review of the bid design, value engineering, analysis of construction means & methods, and the pre-award design of the bridge for incremental launching construction.
  • Santos CMI (1997). D/B pursuit for the Mocoli Bridge, Ecuador. As freelance consultant, my duties for this 8100m² four I-girder steel-composite bridge included critical review of the bid design, value engineering, analysis of construction means & methods, and the pre-award design of the bridge for incremental launching construction of the I-girders followed by incremental launching of the PC slab over the girders.
  • Bonatti (1993-1997). Palizzi Cable-Stayed Light-Rail-Transit (LRT) Bridge, Milan, Italy. A 160m dual-track cable-stayed LRT bridge was incrementally launched over six railroad tracks with the help of two temporary cable-stayed piers. On launch completion, the deck was suspended from twin pylons and the temporary piers were removed. The traffic of 360+ trains a day was not slowed down, and the electric catenaries remained energized. Owner: Metropolitana Milanese. Procurement method: D/B. As the project’s engineer-of-record, my duties included pre- and post-award design of the cable-stayed bridge.
  • Bonatti (1993-1997). Palizzi Bridges, Milan, Italy. Two adjacent 95m three-span PC bridges were incrementally launched over six railroad tracks. The traffic of 360+ trains a day was not slowed down, the electric catenaries remained energized, and the central 49m main span suggested the use of a temporary cable-stayed pier during launch. Owner: Metropolitana Milanese. Procurement method: D/B. As the project’s engineer-of-record, my duties included pre- and post-award design of foundations, piers and all bridge superstructures.
  • Bonatti (1992-1997). Bergamo Road Interchange, Seriate, Italy. The 805m bi-cellular PC box girder of the Serio River Bridge was incrementally launched over seventeen 43m spans and two 37m end spans; the project also included seven 3-span PC solid-slab overpasses cast on ground falsework and a 1300m² bi-cellular roadway tunnel jacked into the embankment of Highway A4 with traffic running on a self-centering paved platform placed on the top slab. Owner: ANAS. Procurement method: D/B. As the project’s engineer-of-record, my duties included pre- and post-award design of foundations, piers, roadway tunnel and all bridge superstructures.
  • Bonatti (1990-1997). All the firm’s bridge pursuits throughout my 8-year tenure: 80.000m² of bridges for international projects and 230.000m² of bridges for domestic jobs. Construction methods included incremental launching, balanced cantilever construction, segmental precasting, launch of steel girders followed by incremental launching of the concrete slab over the girders, incremental launching of prestressed-composite bridges with steel corrugated-plate webs, and steel-composite bridges with double-composite actions. Bids included dozens of Design-Bid-Build (DBB) and D/B projects. Structural schemes included concrete arches, steel arches, composite arches, launching of continuous superstructures over arches, and multiple PC and steel-composite cable-stayed bridges. As technical director at the head of the firm’s bridge department, my duties included value engineering and pre-award bridge design at different levels of detail.
  • Cogefar (1990). Aronde Viaduct of the TGV Atlantique High Speed Railway, Melun, France. A 460m dual-track PC bridge was built by incremental launching on eight 49m spans and two 34m end spans. Half-span segments were cast monolithically, and 65t rebar cages were prefabricated in a rebar jig and transferred into the casting cell with a portal crane. Owner: TGV Atlantique. Procurement method: D/B. As firm’s expert of bridge launching, my duties included value engineering, analysis of construction means & methods, and pre-award design.
  • Cogefar (1989). Lyon Viaduct of the TGV Atlantique High Speed Railway, Lyon, France. A 560m dual-track PC bridge was built by incremental launching on 49m spans. The reinforcement cages for half-span segments were prefabricated in a rebar jig and transferred into the casting cell with a portal crane. Owner: TGV Atlantique. Procurement method: D/B. As firm’s expert of bridge launching, my duties included value engineering, analysis of construction means & methods, and pre-award design.
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