A miser will pay twice
In a particular feeling, we had been happy to own St. Petersburg Mostotrest one of the primary consumers while they cope with an operation that is day-by-day of. Furthermore, Mr. Y. Petrov, whom was previously 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 begin with a long-lasting solution dependability of this bridges. Besides, he constantly emphasised we have no right to build unsightly bridges or to design just a common structure that we live and work in St. Petersburg, and therefore. The vector of development which he has designated for Stroyproekt nearly fully complied with this perceptions that are own choices. Nonetheless, the genuine situation with Russian road industry into 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 once the engineering ideology ended up being primarily dedicated to materials saving. The efficiency that is economic the fundamental requirements for design assessment plus some Russian developers still follow through this approach. As opposed to this, we constantly strived to attain a structure that is reliable supplying for logical usage of metal and concrete.
St. Petersburg bridges plainly illustrate the real difference of the two design approaches. One of the Neva River bridges which is why a reconstruction has been produced by us design, Troitsky and Dvortsovy Bridges withstood about a century without major repairs. Besides, their elements that are structural remained in reasonable condition and needed just some repair 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 integrated 1936 in accordance with G. Peredery design could survive also less without having any repairs: it had been reconstructed in 1986 – 1993.
Within our time, we had been taught to adhere to the example up of G. Peredery, who becoming an apologist of constructivism thought the greater rational was the greater beautiful. Besides, this concept had been therefore jealously found in the belated Soviet duration that currently the Peredery’s arches in Volodarsky Bridge of 1936 appearance far more appealing as compared to current facade associated with exact same connection. Nonetheless, the training demonstrates that maxims associated with the connection durability and reliability usually do not contradict the sweetness concept. In the 60-es – 70-es they relegated the visual aspect of the back ground while pursuing the effectiveness and almost ignored connection architectural aspects. During party for the company’s 20th anniversary this season we were extremely pleased to learn fr om certainly one of our visitors that people had discovered a brand new connection design approach since any connection created by our business had its specific “face”. In reality, it is not a fresh but when generally speaking accepted and soon after forgotten approach. When making we have to always remember that the general public do care about a visual look of bridges as well as other road works. Or even an expert, you could not manage to measure the design that is structural you could constantly notice if the framework is gorgeous or perhaps not. Consequently, we se t up an architectural team within the organization at the beginning of y our expert tasks.
Dispute about composite strengthened concrete
Therefore during our first separate projects, partially in accordance with Mostotrest needs and also to a point consistent with our individual thinking we already meant to replace the approaches that are prevailing. The project that is first we had been assigned to function as the General Designer had been a tiny bridge throughout the Slavyanka River at 676 kilometer of Moscow – St. Petersburg engine road https://myasianbride.net/latin-brides/ (1995–1996). We’ve proposed a brand new design concept of composite decks for tiny bridges that included a cast-in-situ slab and versatile studs manufactured from rebar steel. Regrettably, only a few the solutions because of this bridge were realized, nevertheless afterwards in 1997–1998 our concept had been implemented for rehabilitation of this connection on the Saimaa Canal within the populous town of Vyborg.
Bridge building in Soviet Russia ended up being commonly centered on basic usage of precast beams for tiny spans. Carriage way slab joints was once a week point with this form of framework. Whenever within the last half for the 90-es Stroyproekt ended up being included into connection assessment, design and guidance when it comes to Russian Bridges Rehabilitation Program of Overseas Bank for Reconstruction and developing, we had to be able to see with your very own eyes the problem that is terrible bridges had been. Simply for some thirty many years of operation the bridges made from precast beams got totally out of purchase! And we were holding the many common connection structures. Consequently, we began to seek out an alternate to precast beams that could guarantee structural durability. At that right 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 useful for Moscow Ring path construction. But, Moscow Government featuring its capabilities that are financial the one thing, plus the sleep of Russia was different things. For Russian contractors cast-in-situ reinforced concrete structures had been uncommon and inconvenient, they needed equipment that is new work training and as a consequence their construction ended up being higher priced generally speaking. For decades our connection builders had used to precast structures which were prefabricated at plant and erected at spot. We discovered that cast-in-situ reinforced concrete would hardly ever become widespread in Russia and an alternative was found by us that has been really obvious because it had been already mentioned in publications 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: steel ended up being a critical product needed for defense industry and its own use ended up being strictly limited. In connection building, metal ended up being utilized just for over 60m long spans. This restriction ceased to occur just in 90-es so we began trying: first during the Slavyanka River venture and afterwards at Saimaa Canal.
Desperate to abandon precast slabs and also to begin to use slabs that are cast-in-situ we now have considered complete tasks as a good example. A challenge with studs must be fixed. Soviet studs that are rigid broke slabs (and beams too) 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 unique welding device for ribbed club welding. Rebars might be welded using this device at spot, that was less costly. Regrettably, Bakhurin welding device (Gefest) had not been accepted for mass-production and after this contractors need to purchase foreign-made Nelson studs and welding that is foreign for them. a higher energy concrete was employed for the Saimaa Canal Bridge along with versatile studs manufactured from reinforcement metal in leave-in-place formwork. This project that is relatively small a starting place for further professional growth of the business including elaboration of our 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 time that is long.
Whenever back in 1999 Stroyproekt ended up being developing the look for St. Petersburg Ring path interchange with Primorsky roadway near Gorskaya railway place, we utilized composite structures not merely for the overpass that is main additionally for curved ramps of 60 m radius. It absolutely was an innovation too since curved beams had been regarded as being hard to manufacture. But, 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 associated with the Ring Road that were anticipated because of the town for so very long had just started, and we also tried to result in the Gorskaya interchange recognisable that is architecturally easy. We had been not essential to take action; it had been our very own initiative. White ?-shaped (or trapezoid) pylons entrance that is imitating made this big framework look light and stylistically complete. This interchange started in 2001 became a expression of a brand new stage of this Northern Capital transportation development which had started with all the Ring path construction.