A miser will pay twice
In a particular feeling, we had been fortunate to own St. Petersburg Mostotrest one of the primary consumers because they cope with an operation that is day-by-day of. Furthermore, Mr. Y. Petrov, whom had previously been the manager of Mostotrest in those days and an expert that is great “patriot” of the Northern Capital bridges, demanded fr om us to make certain to start with a long-term solution dependability associated with the bridges. Besides, he constantly emphasised that individuals reside and work with St. Petersburg, and so we now have no right to create unsightly bridges or even to design simply a typical framework. The vector of development which he has designated for Stroyproekt nearly fully complied with your perceptions that are own choices. But, the situation that is real Russian road industry into the 90-es could not expedite the job! Russian construction laws and SNIP norms (that are being currently upd ated) are dated back into 60-es and 70-es as soon as the engineering ideology had been mainly dedicated to materials saving. The efficiency that is economic the fundamental requirements for design assessment plus some Russian developers still follow through this approach. In comparison to this, we constantly strived to produce a dependable framework while supplying for logical use of metal and concrete.
St. Petersburg bridges obviously illustrate the real difference of those 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 100 years without major repairs. Besides, their structural elements mostly remained in reasonable condition and required 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. The bridge could stay about sixty years only after it was reconstructed in 1936 – 1939 according to the design by Academician G. Peredery. The Volodarsky Bridge built in 1936 in accordance with G. Peredery design could endure also less without having any repairs: it absolutely was reconstructed in 1986 – 1993.
Within our time, we had been taught to adhere to the example up of G. Peredery, whom as an apologist of constructivism thought the greater rational was the greater amount of beautiful. Besides, this principle had been therefore jealously found in the belated Soviet period that currently the Peredery’s arches in Volodarsky Bridge of 1936 appearance alot more appealing as compared to current facade of this exact same connection. Nonetheless, the training shows that concepts associated with the connection dependability and durability usually do not contradict the wonder concept. In the 60-es – 70-es they relegated the aesthetic element of the backdrop while pursuing the effectiveness and nearly ignored connection architectural aspects. During party regarding the company’s 20th anniversary this season we had been extremely pleased to learn fr om certainly one of our visitors that individuals had found a brand new connection design approach since any bridge created by our business had its specific “face”. In reality, this isn’t a brand new but as soon as generally accepted and later forgotten approach. When making we should always remember that the general public do value a artistic look of bridges along with other road works. If you don’t an expert, you could not have the ability to gauge the structural design effectiveness you could constantly notice if the framework is stunning or otherwise not. Consequently, we se t up an architectural team within the organization at the beginning of our expert activities.
Dispute about composite strengthened concrete
Therefore during our first separate tasks, partially consistent with Mostotrest needs and also to a point consistent with our personal opinions we already designed to replace the current approaches. The project that is first we had been assigned to function as the General Designer ended up being a tiny connection within 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 little bridges that included a cast-in-situ slab and versatile studs made of rebar metal. Regrettably, not absolutely all the solutions with this bridge were realized, nevertheless down the road in 1997–1998 our concept had been implemented for rehabilitation of this connection on the Saimaa Canal when you look at the town of Vyborg.
Bridge building in Soviet Russia ended up being commonly predicated on basic utilization of precast beams for little spans. Carriage way slab joints was once a point of this type of structure week. Whenever into the last half for the 90-es Stroyproekt was included into connection assessment, design and guidance for the Russian Bridges Rehabilitation Program of Overseas Bank for Reconstruction and developing, we’d the opportunity to see with your very very very own eyes the condition that is terrible bridges were. Simply for some thirty several years of procedure the bridges manufactured from precast beams got entirely away from purchase! And we were holding the many bridge that is common. Consequently, we started initially to look for an alternate to precast beams that will make sure structural durability. 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 had been useful for Moscow Ring Road construction. But, Moscow national featuring its capabilities that are financial the one thing, therefore the sleep of Russia was different things. For Russian contractors cast-in-situ reinforced concrete structures had been uncommon and inconvenient, they needed brand new gear and work training and so their construction had been more costly as a whole. For a long time our bridge builders had used to precast structures that have been prefabricated at plant and erected at destination. We knew that cast-in-situ reinforced concrete would hardly ever become extensive in Russia and we discovered an alternative solution which was really obvious as it had been already mentioned in magazines of N. Streletsky, V. Bystrov, etc.
We began utilizing composite reinforced concrete for small spans
You could not really dream from it throughout the Soviet times: metal was a material that is critical for defense industry and its particular usage had been strictly restricted. In bridge building, metal had been utilized just for over 60m long spans. This limitation ceased to exist just in 90-es so we started trying: first during the Slavyanka River venture and down the road at Saimaa Canal.
Wanting to abandon precast slabs and also to begin to use cast-in-situ slabs, we now have considered Finish tasks as one example. A challenge with studs needed to be fixed. Soviet rigid studs usually broke slabs (and beams also) making them non-durable. Today versatile Nelson studs are widely used. And also for the connection over Saimaa Canal we was able to implement an invention that is interesting of 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 particular device at destination, that has been much cheaper. Regrettably, Bakhurin welding device (Gefest) had not been accepted for mass-production and today contractors need certainly to purchase foreign-made Nelson studs and welding that is foreign for them. a higher energy concrete ended up being useful for the Saimaa latin brides at https://myasianbride.net/latin-brides/ Canal Bridge along with versatile studs made from reinforcement metal in leave-in-place formwork. This project that is relatively small a starting place for further professional growth of the organization including elaboration of our very very own design practices. Although we’d made our option, ideological disputes whether composite reinforced concrete ended up being suitable for brief spans proceeded for a number of years.
Whenever back 1999 Stroyproekt had been developing the design for St. Petersburg Ring path interchange with Primorsky roadway near Gorskaya railway section, we used composite structures not merely for the overpass that is main additionally for curved ramps of 60 m radius. It had been an innovation aswell since curved beams had been regarded as being tough to produce. But, our solution ended up being effectively realised and soon after on we now have usually tried it when making the Ring path facilities. At that moment construction for the Ring path that were anticipated because of the town for way too long had simply started, and then we attempted to result in the Gorskaya interchange architecturally simple recognisable. We had been not essential to take action; it absolutely was our very own effort. White ?-shaped (or trapezoid) pylons entrance that is imitating made this big structure look light and stylistically complete. This interchange launched in 2001 became an icon of the stage that is new of Northern Capital transportation development that had started aided by the Ring path construction.