A miser will pay twice
In a sense that is certain we had been happy to own St. Petersburg Mostotrest one of the primary consumers while they handle a day-by-day operation of bridges. Furthermore, Mr. Y. Petrov, whom was once the manager of Mostotrest at that moment and an excellent expert and “patriot” of the Northern Capital bridges, demanded fr om us to make certain to begin with a long-lasting solution dependability regarding the bridges. Besides, he constantly emphasised that people reside and operate in St. Petersburg, and so we now have no right to create ugly bridges or even to design simply a standard framework. The vector of development which he has designated for Stroyproekt very nearly fully complied with your very own perceptions and choices. Nevertheless, the situation that is real Russian road industry when you look at the 90-es could not expedite the duty! Russian construction laws and SNIP norms (that are being currently upd ated) are dated returning to 60-es and 70-es if the engineering ideology ended up being primarily centered on materials saving. The financial effectiveness had been the fundamental requirements for design assessment and some Russian developers still follow through this approach. In comparison to this, we constantly strived to realize a structure that is reliable providing for logical use of metal and concrete.
St. Petersburg bridges plainly illustrate the huge difference among these two design approaches. One of the Neva River bridges which is why we now have produced a reconstruction design, Troitsky and Dvortsovy Bridges withstood about a century without major repairs. Besides, their structural elements mostly remained in reasonable condition and needed just some repair yet not replacement. The Lieutenant Schmidt Bridge (or Blagoveshchensky Bridge), which has been recently reconstructed according to our design, has quite a different fate on the contrary. After it had been reconstructed in 1936 – 1939 according into the design by Academician G. Peredery the connection could remain about sixty years just. The Volodarsky Bridge integrated 1936 relating to G. Peredery design could endure also less with no repairs: it had been reconstructed in 1986 – 1993.
Within our time, we had been taught to adhere to the example up of G. Peredery, whom being an apologist of constructivism thought the greater rational was the greater beautiful. Besides, this concept ended up being therefore jealously found in the belated Soviet duration that currently the Peredery’s arches in Volodarsky Bridge of 1936 appearance so much more appealing compared to the current facade of this exact same bridge. Nevertheless, the training demonstrates that axioms for the connection durability and reliability usually do not contradict the sweetness concept. In the– that is 60-es they relegated the visual aspect of the back ground while pursuing the effectiveness and nearly ignored bridge architectural aspects. During celebration for the company’s twentieth anniversary this year we had been extremely pleased to learn fr om certainly one of our visitors that people had discovered an innovative new connection design approach since any connection created by our company had its specific “face”. In reality, this is simply not an innovative new but when generally accepted and soon after forgotten approach. When making we have to always remember that the general public do value a visual look of bridges along with other road works. Or even a professional, you could not manage to measure the design that is structural you could constantly notice perhaps the framework is gorgeous or perhaps not. Consequently, we se t up a group that is architectural the company at the very beginning of y our expert tasks.
Dispute about composite reinforced concrete
Therefore during our first separate jobs, partially consistent with Mostotrest needs and also to a point in line with this individual philosophy we already meant to change the approaches that are prevailing. The very first task where we had been assigned to end up being the General Designer ended up being a tiny connection throughout the Slavyanka River at 676 kilometer of Moscow – St. Petersburg engine road (1995–1996). We now have proposed a design that is new of composite decks for tiny bridges that included a cast-in-situ slab and versatile studs made from rebar metal. Unfortuitously, not totally all the solutions with this bridge were realized, nevertheless afterwards in 1997–1998 our concept had been implemented for rehabilitation associated with the connection throughout the Saimaa Canal in the town of Vyborg.
Bridge building in Soviet Russia was commonly predicated on basic usage of precast beams for tiny spans. Carriage way slab joints had previously been a point of this type of structure week. Whenever within the last half regarding the 90-es Stroyproekt had been included into connection examination, design and guidance when it comes to Russian Bridges Rehabilitation Program of Global Bank for Reconstruction and developing, we’d to be able to see with your very very own eyes the situation that is terrible bridges had been. Simply for some thirty several years of procedure the bridges manufactured from precast beams got entirely away from purchase! And they certainly were the most common connection structures. Consequently, we began to look for an alternate to precast beams that could make sure durability that is structural. At that amount of time in Russia cast-in-situ tangible started to get some appeal which it currently had abroad. In specific, this technology ended up being employed for Moscow Ring path construction. But, Moscow national along with its capabilities that are financial a very latin bride important factor, therefore the remainder of Russia was different things. For Russian contractors cast-in-situ reinforced concrete structures had been unusual and inconvenient, they needed equipment that is new work training and so their construction had been more costly as a whole. For many years our bridge builders had used to precast structures that have been prefabricated at plant and erected at spot. We discovered that cast-in-situ reinforced concrete would hardly ever become extensive in Russia and we discovered an alternative solution that has been actually obvious as it had recently been mentioned in magazines of N. Streletsky, V. Bystrov, etc.
We began utilizing composite reinforced concrete for little spans
You can not really dream from it through the Soviet times: metal had been a material that is critical for defense industry as well as its usage had been strictly restricted. In connection building, metal had been utilized just for over 60m long spans. This restriction ceased to occur just in 90-es so we began trying: first in the Slavyanka River venture and in the future at Saimaa Canal.
Wanting to abandon precast slabs also to begin to use slabs that are cast-in-situ we’ve considered complete tasks for instance. A challenge with studs must be resolved. Soviet rigid studs frequently broke slabs (and beams aswell) making them non-durable. Flexible Nelson studs are widely used today. And also for the connection over Saimaa Canal we was able to implement an appealing innovation of o. Bakhurin, a professional of Scientific analysis Institute of Concrete and Reinforced Concrete. He proposed a welding that is special for ribbed club welding. Rebars might be welded with this specific device at destination, that was less costly. Unfortuitously, Bakhurin welding device (Gefest) wasn’t accepted for mass-production and after this contractors need certainly to purchase foreign-made Nelson studs and international welding devices for them. a strength that is high had been utilized for the Saimaa Canal Bridge along with versatile studs manufactured from reinforcement metal in leave-in-place formwork. This fairly tiny task became a starting place for further professional growth of the business including elaboration of our very very own design techniques. Although we’d made our choice, ideological disputes whether composite reinforced concrete ended up being suitable for brief spans proceeded for the very long time.
Whenever back 1999 Stroyproekt ended up being developing the look for St. Petersburg Ring path interchange with Primorsky roadway near Gorskaya railway station, we utilized composite structures not just for the overpass that is main additionally for curved ramps of 60 m radius. It had been an innovation also since curved beams had been regarded as being tough to produce. Nevertheless, our solution ended up being effectively realised and soon after it when designing the Ring Road facilities on we have often used. In those days construction of this Ring path that were awaited by the town for way too long had just started, therefore we attempted to make the Gorskaya interchange recognisable that is architecturally easy. We had been not necessary to do this; it had been our personal initiative. White ?-shaped (or trapezoid) pylons entrance that is imitating made this large structure look light and stylistically complete. This interchange exposed in 2001 became a sign of the brand new stage associated with the Northern Capital transportation development which had started with all the Ring path construction.