Bridges and Viaducts
The Nampula's viaduct crosses the Nacala Railway and the national road N1. Its construction allows the deactivation of the existing level crossing improving security and mobility.
The viaduct is 60.8m log and 11.0m wide. The deck is composed of 5 pre-fabricated pre-stressed concrete beams with pre-cast slabs. The foundations are pier/ pilaes executed as bored piles.
The accesses are long curved retianing walls.
N'Dioum bridge over Doué river allows the connection to the National Road RN2.
The bridge is 159.3m wide. The deck is composed of pre-fabricated concrete beams and pre-casted slabs. Piers are oval concrete cross sections founded over pile caps. Foundations are bored piles.
The bridge was constructed over long temporary earthfills alternativelly executed from each shore.
The bridge stands on national road N1, at Inharrime and crosses the channel between the two lagoons Manjacaze (at West) and Poelela (at east).
The bridge was opened in 1951 and enlarged in 1970. The south embankments have been recursively corrected due to erosion problems on the shore. The crossing is 91m long. The deck is made of concrete beams and it is transversely prestressed. The structural system consists on Gerber spans. The piers are ovalized concrete cross sections supported on piles.
Chicumbane bridge stands on N1 over the lower Limpopo river, near the town of Xai-Xai city. The bridge was opened in 1960 and since then it is subject to violent floods that frequently succeed in the region.
The deck is a 70m long concrete prestressed slab and it is supported on thin piers. Foundations are indirect type and made of driven piles. The spill-throug habutments consist on inclined columns over pile caps.
Following 2013 violent floods, the embankments colapsed and damaged abutments and support elements. Road traffic was restored after emergency project execution.
Este projecto respeita à beneficiação do tabuleiro da ponte Açude e à reabilitação das estruturas dos viadutos de acesso, compreendendo 2344m de extensão de plataofrmas rodoviárias.
O projecto e as obras de reabiltiação foram desenvolvidos em duas fases, sendo uma delas com carácter de Emergência incidindo sobre pilares críticos que apresentavam indícios de rotura iminente.
Os trabalhos realizados de acordo com o Proejcto de Execução compreenderam o seguinte:
1) Reforço de pilares através de 3 tipos de intervenção conforme a sua localização e dano:
- reforço de armadura de cintagem
- encamisamento e reforço de armaduras long. e cintagem
- substituição de pilar com suspensão temporária do tabulerio e colocação de aparelhos de apoio unidireccionais no topo
2) Reforço sísmico transversal nos encontros
3) Reforço das fundações de encontro envolvendo recosntrução de mesa de estribo e espelho
4) Reperfilamento da plataforma e injecção de fendas
These projects refere to the urban planning of the southern area of Maputo, the KaTembe.
This territory is sparsely populated and only accessed by ferryboat but the new bridge will soon improve the region bringing new road accesses, confort, safetty and a better life for the population at the capital, Maputo.
BETAR is the technical auditor of the bridge project designed by CRBC. The main structure is a suspension bridge with 680m of central span.
The Master Plan for the Urbanization of the Municipal District KaTembe provides 4056ha of urban ground and defines extensive areas for housing, commerce and services, industry & logistics, tourism and residencial tourism, waterfront and nautical zones. It includes a few viaducts over Bangoloene swamp with 150m length.
This project refers to the replacement of Penacova’s Bridge deck above the Mondego River.
The bridge shows a total length between end supports of 146,70 m with the following spans: 33.35+80.00+33.35m.
The deck consists in two plate beams with a parabolic variation of height and 2.00m at the span and above the abutments. The slab is in reinforced concrete constructed with precast panels.
Each beam rests on the piers through high damping bearings (HDRB type) to contain the longitudinal force transmitted to these elements.
This project refers to the following bridges into the West Coast Subconcession:
13 Viaducts: Section IC2 VB– V1 (Length=252m, Major Span: 36m), V2 (Length=218m, Major Span: 36m) e V3 (Length=230m, Major Span: 36m), Section IC9 FO – V1 (Length=149m, Major Span: 33m), V2 (Length=138m, Major Span: 36m), V3 (Length=174m, Major Span: 36m) e V5 (Length=218m, Major Span: 36m); Section IC9 JF - V1 (Length=50m, Major Span: 24m), V2 (Length=281m, Major Span: 33m) e V3 (Length=257m, Major Span: 36m); Section IC36 L - V1 (Length=348m, Major Span: 36m), V2 (Length=184m, Major Span: 36m) e V3 (Length=814m, Major Span: 39.5m).
The deck structural solution used pre-cast “I” or “U” type pre-stress reinforced concrete beams. The deck also has pre-cast slab panels to avoid formworks.
This project refers to the preliminary design for an international tender.
The third crossing above Tejo River contains a broad variety of structures with a total length of nearly 8100m. The bridge supports two high-speed railway lines, two conventional railway lines and 2x3 lanes for regular road traffic.
This project refers to the following bridges into the Concession Marão Tunnel.
7 Viaducts: V4 (Length = 195m, major span: 85m), V5 (Length = 220m, major span: 85m), V6 (Length = 130m, major span: 40m), V7 (Length = 150m, major span : 40m), V8 (Length = 230m, major span: 40m), V9 (Length = 160m, major span: 40m) and V10 ( Length = 280m, major span: 44m). The execution of these projects was according to the typology, the span and the foundation conditions. Where made by falsework supported on the ground, with launching girder or through successive advances.
This project refers to the Viaduct St. Estêvão, which crosses an alluvium valley, in a high seismic zone, with liquefaction potential.
The bridge, divided in two independent structures with two identical widths, has 20 spans with a maximum length of 32.7m. The cross section is a beam and slab solution of prestressed concrete which rests on concrete pier-piles.
To absorb the seismic forces, were adopted anti-seismic devices, allocated at the North abutment.
This project refers to the following bridges in A13 motorway:
11 Bridges: Viaduct over Muge Riverside (1382m), Viaduct over Zebro Riverside (334m), Viaduct over Vala Real (430m), Viaduct over Trejoito Riverside (464m), 1st Viaduct over Baeta Valley (155m), 2nd Viaduct over Baeta Valley (165m), the A-Viaduct at A10/A13 knot (198m), B-Viaduct at A10/A13 knot (138m), 3rd Viaduct over Baeta Valley (360m), Viaduct over St. Estêvão Riverside (700m), Bridge over Sorraia River (1684m).
The A13 motorway is located in an alluvial land with bed-rock of medium to high depth, with liquefaction and high seismic potencial. Given the constraints, the design was sought to minimize the cost of infrastructure by adopting a concrete pier-piles solution.
This project refers to the following bridges:
Moçarria Viaduct (296m), Viaduct over Fanadia (337m), Boa Vista Viaduct (257.4 m) and Viaduct over Moita Riverside (546m).
All designed bridges have ribbed prestressed concrete decks with spans between 35 and 39 m.
The New Portela Bridge allows the crossing of the Mondego River, having replaced the previous bridge.
The new bridge has a total length of 189.2m, divided into four spans with the following dimensions 44.5 + 2 x 50.1 + 44.5m.
The bridge deck is a steel-concrete hybrid structure, supported by abutments and piles of reinforced concrete.
This project refers to the design of the following bridges:
8 Viaducts: V1 (Length =327.4m), V2 (Length =106.8m), V3N (Length =106.8m), V3S (Length =106.8m), V3R (Length =106.8m), V4N (Length =81.8m), V4S (Length =103.8m), V4R (Length =81.1m), V5 (Length =59.8m), V6 (Length =51.9m), V7N (Length =60.8m), V7P (Length =68.8m), Viaduct over Fundão Valley (RA) (Length =90.8m), Viaduct over Fundão Valley (RB) (Length L=90.8m)
The Bridge is intended to cross the Espírito Santo Estuary and allows the expansion of Maputo to the district of KaTembe. This link will connect the capital to the South of the Country, to Ponta do Ouro and South Africa.
The crossing is constituted by the main bridge with a cable-stayed structure 700m long, a 350m central span and two access viaducts to the north and south with 980m and 1020m extensions, respectively.