Document 1. Statement
Document 1.1 _ Descriptive statement
1. PRECEDENTS
1.1. Situation and location
1.1. Standards
2. PREVIOUS SITUATION AND NECESSITIES TO SATISFY
3. CLIMATOLOGY
4. HYDROLOGY, HYDRAULICS AND NAVIGABILITY
5. CARTOGRAPHY AND TOPOGRAPHY
6. GEOLOGY AND GEOTECHNICS
7. STUDY SOLUTIONS AND MULTI-CRITERIA ANALYSIS
8. SEISMIC ACTION – RESPONSE SPECTRUM ANALYSIS
9. STRUCTURAL CALCULATIONS
9.1 Preliminary design
9.2. Basis design
9.3. Piles
9.3.1. Piles A
9.3.2. Piles B
9.3.3. Piles C & D
9.3.4. Piles E
9.4. Abutments
9.4.1. Abutment A
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9.4.2. Abutment E
9.5. Intermedia piers
9.5.1. Intermedia pier 1
9.5.2. Intermedia pier 2 & 3
9.6. Bearings
9.7. Steel box girder
9.3.1. Steel deck analysis (ULS, SLS)
9.3.2. Global buckling
9.3.3. Shear checking
9.3.4. Local buckling
9.8. Construction stages
10. LAYOUT PLAN
11. ´CONSTRUCTION PROCESS
12. PRICE JUSTIFICATION
13. WORK PLAN (GANTT)
14. EXPROPIATIONS
15. ENVIRONMENTAL IMPACT
16. SAFETY AND HEALTH
17. RESIDUAL WASTE MANAGEMENT
18. BRIDGE WITH
19. BRIDGE SLOPE, CLEARANCE AND ACCESSES
20. MAINTENANCE AND INSPECTION
21. LOAD TEST
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22. PRICES FORMULA REVIEW
23. CONSTRACTOR CLASSIFICATION
24. BUDGET TO GOVERNMENT KNOWLEDGE
25. DECLARATION OF COMPLETE WORK
26. DOCUMENTS OF THE PROJECT
1. PRECEDENTS
1.1. Situation and location
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Figure 1. Situation and location
The footbridge proposed is located in Budapest (Hungary), over the Danube, linking Pest side and
Margit Island.
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The Margarit Island is located in the Danube in the heart of the city. Besides history he carries, is
now an entertainment area full of parks, popular for both tourists and citizens. It houses several
sports facilities, clubs, restaurants, hotels, thermal spas, a theater and two protected by UNESCO
(The Source of Music and the Water Tower) monuments.
From the 80s greatly restricted vehicle access, allowing only the passage of a bus and taxi, as well
as traffic required for procurement of various facilities (shops, restaurants).
This makes the island an attractive place to get away from the bustle of the city while enjoying
opportunities. It is an area of life, especially in summer, where culture, history, leisure and sport
are intertwined.
Currently there are two entrances. The first project was the Árpád Bridge, north of the island. The
second and last to date, the Margit Bridge.
The main function of these two bridges is to communicate Buda and Pest by traffic and a tram
line, so that their cross sections are mainly focused on motorized transport.
Figure 1. Isla margarita and bridges current access
Figure 2. Image uses Margit Bridge (functionality described below)
Driveway - Walkway two lanes - Tram - Medium - Tram - Calzada two lanes - Sidewalk with built cycleway
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Figure 3. Image uses Arpad bridge (functionality described below)
Driveway - Walkway three lanes - Double tramline - Calzada three lanes - Sidewalk
1.2. STANDARDS
Preliminary design
Works by passing new building (standard Spanish)
Traffic loads
EN 1991-2: 2003
It Gives price provider for the assessment of loads imposed Associated with road traffic, rail traffic
and pedestrian actions Including dynamic effects, centrifugal, braking, acceleration and accidental
forces, to be used for the structural design of road, railway and pedestrian / cycle bridges.
Guidance on combinations with non-traffic loads and other actions on road and railway bridges,
and loads on parapets is given.
Temperature
1991-1-5: 2003: Actions on structures - Part 1-5: General actions
It covers the assessment of thermal actions to be used in the structural design of buildings and
civil engineering works due to exposure to daily or seasonal changes and climatic variations.
Geotechnical
EN 1997-1: 2004: General rules
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It covers the overall basis for the geotechnical Aspects of the design of buildings and civil
engineering works, assessment of geotechnical data, use of ground improvement, ground
reinforcement, dewatering and fill. Geotechnical design of spread foundations, piles, retaining
structures, embankments and slopes. Calculation rules for actions Originating from the ground eg
Pressures earth and ground water.
Piling works
EN 1536: 1999. Execution of special geotechnical work. Bored piles
Design of piles
EN 1997-1: 2004, chapter 7.8
Rules for the structural design of piles subjected to axially and laterally loading
are Given in 1997-1: 2004, chapter 7.8.
Design of abutments and connections
Eurocode EN 1997-1 [8]
An abutment wall is a special type of retaining walls. Eurocode EN 1997-1 [8]
Chapter 9.2 "Limit states" presents the minimum limit states That Shall be
Considered for all types of retaining structure. Examples: loss of overall stability.
Piers and abutments
Eurocode EN 1992 - 1-1. Design of concrete structures.
Seismic actions. Earthquakes
Eurocode EN 1998-1. Earthquakes - general.
Eurocode EN 1998-2. Earthquakes - bridges.
National annex Hungary - Eurocode 8.
Snow actions
Eurocode EN 1991-1-3. Snow loads.
IAP-11 (Introduction Actions on Bridges) (Spanish standard).
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Wind actions
Eurocode EN 1991-1-4. Wind actions.
Accidental actions
Eurocode 1991-1-7. Accidental actions.
Thermal actions
Eurocode EN 1991-1-5. Thermal actions.
Combination of actions
1990 Eurocode Basis of structural design. Annex A2: Application for bridges (Normative).
Checking and design of steel structures
Eurocode EN 1993 Design of Steel Structures (2005).
Eurocode EN 1993 - 2 Steel bridges.
Checking and design of reinforced concrete structures
Eurocode EN 1992 Design of concrete structures (2004).
Bearings
AASHTO LRFD Bridge Design Specifications. (American standard)
2. PREVIOUS SITUATION AND NECESSITIES TO SATISFY
Current situation after the area where the gateway is placed different needs evidence that such
action needs to satisfy. The following are summarized:
The distance between accesses is about 2.5 km.
Other reason is the type of access (road intended primarily to vehicular traffic). This new walkway
would provide a distinctive and identification of the city. Moreover, the activity of the island
revitalization would happen.
Another reason for a performance at the foot of the Danube is needed is the poverty of vitality in
your bank. There are many cities that have turned around their rivers into active and both
destination and local areas. The river banks are usually the identification of a city, because often
they are the most attractive part of it.
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This actuation is mainly focused on connecting the island with the city and its revival could be the
beginning of a series of actions on the banks of the Danube in Budapest that would end in the
priority enjoyed by the vehicles. We are in an age where a pedestrian regained its prominence.
3. CLIMATOLOGY
The different characteristics to note about the weather in the area and determine in part the
design of the gateway are:
Precipitation
The monthly rainy days in Budapest are 10 days, with an average monthly rainfall of 40 mm.
Furthermore, different ends in a space between the period 1901 and 2000 have been studied,
obtaining a maximum annual rainfall of about 1200 mm in 1937.
Temperature
Temperature is one of the most important factors to consider in the climatological field of
Budapest. These conditions the expansion and contraction of the metal board, and thus the forces
transmitted.
The maximum annual temperature in the city is 38 ° C and -23 ° C minimum. These values
determine the attached spreadsheet for thermal actions on steel box girder.
Wind
Wind data, prevailing directions and speeds, provide useful for dimensioning of the structure and
substructure information as is necessary to estimate wind action scenarios on the board to verify
that the gateway is resistant to extreme situations.
The conclusion drawn annexed wind is that the basic wind speed at 10 meters high spare surface
has an average value of 2.5 m / s, however, the value to use in the structural design will be 4 m /
s, to cover ends of a long period of time.
Humidity
The maximum moisture in Budapest is 84% and the minimum is 62%.
Sunshine hours
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The maximum hours of daily sunshine occurs in July, with 290h, and the minimum in December
with 50h.
4._HYDROLOGY, HYDRAULIC AND NAVIGATION
The most relevant data in this section are:
Rainfall for flood discharges that cause during the months of April and May. During these months
is when the Danube begins to drain melting snow fall during winter and accuse the different
rainfall areas upstream of the channel.
This situation leads to increases in the flow of the Danube, and therefore the draft. A rise in water
level can lead to the closure of boat traffic. The minimum permissible clearances will condition
the walkway up to this as the maximum achievable levels of water in a return period of 500 years.
The average flow of the Danube in the Margarita Island is 1100 m3 / s. The minimum and
maximum levels are recorded 8,91m water and 0.50 m.
As for seaworthiness, the maximum allowable water is de2,8 m, with a minimum of 2.1m. The
classification of the runway as it passes through the city is VIb / VIc (European Inland Waterways
of Classification) type, thus allowing the movement of large-tonnage ships. This will also
determine the necessary clearances by law.
The presence of cells in the riverbed erosion will not present problems since the reduction of the
width of water flow is minimal.
5. CARTOGRAPHY AND TOPOGRAPHY
The main objective of this section is to obtain the longitudinal profile of the land on which the
gateway is located. This requires obtaining topographic points in the area with its coordinates X,
Y, Z (referenced). Thus, from the point cloud corresponding ground cutting is performed.
The average altitude of the terrain of the area is about 100m, referenced from the level of the
Baltic Sea.
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Figure 4. 3D rendering of the site area, along with cutting the field
Figure 5. Longitudinal profile of the land under the bridge, prior to performance
6. GEOLOGY AND GEOTECHNICS
The most relevant study data in this section are: the type of materials forming the lithologic
section of the area and the groundwater level.
The lithological section is mainly formed by materials Holoceno Oligocene and respectively
abutting against them a layer of filler material has been deposited over the years.
Mainly, the materials in this section are:
Layer 1: Filling
Layer 4: Sandy Limos
Layer 2: silty sand
Layer 5: Limos
Layer 3: sandy gravel
Layer 6: Clay overconsolidated
The clays are lost overconsolidated depths where there is no significance to the behavior of the
subframe. Under the Danube the only layers that are supported are the sandy gravel on
overconsolidated clays.
From these data and a geotechnical investigation, the following material properties are obtained:
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Figure 6. Material properties of the lithologic section of the surroundings
The groundwater level is approximately 6 meters near the banks of the Danube. It contained no
sulfates or chlorides higher than permissible, so that the aggressiveness of the water is controlled
by appropriate coating of the substructure.
In terms of seismicity, although discussed in the respective section, include the area has a
horizontal acceleration of 0.14g Basic, thereby forcing the structure to analyze dynamic forces.
7. STUDY SOLUTIONS AND MULTI-CRITERIA ANALYSIS
Several structural types have been studied as possible alternatives for the design of the gateway.
Depending on a number of valuation factors, with varying degrees of relevance between them,
these typologies have been compared with each other to provide the optimum solution
contextualized.
The types studied were:
Steel box girder, bowstring arch, truss and stress ribbon bridges.
Then the multi-criteria analysis where the solution adopted is exposed is as follows:
Figure 7. Multi-criteria analysis
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The typology of the gateway will therefore beam type steel in drawer CORTEN section.
Figure 8. Silhouette of the structure chosen
8. SEISMIC ACTION – RESPONSE SPECTRUM ANALYSIS
The gateway requires a study of seismic action due to the high value basic horizontal ground
acceleration in the localized area. The vertical component of the seismic action can be neglected
in Hungary therefore not be taken into account in the response spectrum.
The results from this study are satisfactory, verifying the ELU and ELS resistance to different
modes of vibration.
However, in the control of frequencies produced by said modes, further study must be carried out
to ensure that no problem of resonance in the structure.
In turn, acceleration and comfort of pedestrians cannot be verified by the response spectrum
therefore should be verified by a "Time History Analysis."
9. STRUCTURAL CALCULATIONS
9.1. Preliminary
During the pre-dimensioning are made different decisions about the design of the structure and
its actions, still due to be checked or modified during its detailed calculation.
The structure has a length of 277.4 meters, spread over 4 lights 29,4 – 74 – 100 - 74 meters
respectively. The steel deck beam will have a single drawer railing attached to structural variables
songs. The maximum depth is 3m in the center of the longest span of 0.82m and the minimum at
the midpoint of lesser light.
The width of the bridge is 6m.
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The preliminary design of the intermedia piers were rectangular, although throughout the design
calculation this is changed circular section to get a better behavior against erosion and uniformity
in design.
A deep foundation is chosen with reinforced concrete piles of 0.8m diameter, being embedded in
the deepest layer of soil made of overconsolidated clay.
Considering the shaft resistance and base, the lengths of these piles must be:
A = 4 piles with a length of 11,73m
D = 4 piles with a length of 30.1 m
B = 4 piles with a length 16.5m
E = 4 piles with a length of 21m
C = 4 piles with a length of 29.5m
For reasons justified in their respective annexes, only piles A and B are dimensioned to these
lengths and the number of piles.
9.2. Basis of design
In their respective annexed all loads acting on the catwalk, majorization factors, properties of
materials and combinations which must be applied loads in the calculation model are presented.
9.3. Piles
9.3.1. Piles A
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The solution adopted is:
Four 0.8m diameter piles arranged as shown and attached with a length of 11,73m. Its armed
formed by 8 longitudinal bars and fences φ12mm φ16mm every 35cm.
9.3.2. Piles B
The solution adopted is:
Four 0.8m diameter piles arranged as shown and attached with a length of 16.5m. Its armed
forms for 8 longitudinal bars and fences φ12mm φ16mm every 35cm.
9.3.3. Piles C & D
The pre-dimensioning is not valid because the piles have a really high horizontal load due to the
studied collision of a vessel.
The solution adopted is, therefore:
5 tubular diameter steel piles 1,016m willing annexed as indicated and with a length of 9,25m.
That length is the maximum feasible for reasons of production, resulting insufficient to withstand
this maximum axial calculation can apply the foundation. As a solution, the respective battery pile
cap is calculated for the remaining resist vertical load, obtaining satisfactory results.
9.3.4. Piles E
The solution adopted is:
6 reinforced concrete piles of 0.8m diameter arranged as indicated by the attached and with a
length of 13m. Its armed formed by 35 longitudinal bars and fences φ12mm φ25mm every 35cm.
9.4. Abutments
9.4.1. Abutment A
Responds to a solid rectangular concrete base 4,5x6,6m with a height 8m (partly embedded in the
ground). She is not flush to the board, thus allowing longitudinal movement of the structure by
temperature changes.
9.4.2. Abutment E
Responds to a solid rectangular concrete base 4,5x6,6m with a height of 9.6m (partly embedded
in the ground). It is built to the board, giving greater rigidity and stability to the structural
assembly and transmitting all loads to the foundation.
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9.5. Intermedia piers
9.5.1. Intermediate pier 1
Its shape is a solid circular reinforced concrete 1.5m diameter with a height of 6.8m. She is not
built to the board, thus preventing the transmission of horizontal forces and bending moments.
The battery is sized to the event of a vehicle impact, since it is very close to a road.
The assembly is formed by:
9.5.2. Intermediate piers 2 & 3
It is made of a massive circular reinforced concrete 3m in diameter with a height of 10m. They are
not embedded board, thus preventing the transmission of horizontal forces and bending
moments.
The piers are sized to the alleged collision of large tonnage vessel, since they are near the ship
canal route and charges.
The assembly is formed by:
9.6. Bearings
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Braces are strapping type, fitted with an additional slip system Teflon (PTFE) that allows the board
greater longitudinal movements. In addition, this solution allows for the board to withstand
higher vertical loads transmitted, so that you can reach up to 10,000 kN and longer commutes to
0.1m.
The base dimensions vary depending on the neoprene or stirrup stack on which it is located.
However, the elevation is the same for all of them being the following:
Figure 9. Elevation of neoprene without the installation of PTFE
The stirrup A and intermediate piers 2 and 3 will have two props arranged transversely, while the
intermediate battery 1 will only have one due to space problems.
In the respective attached can check the respective dimensions in plan of each of the supports.
9.7. Steel box girder
9.3.1. Analysis of steel box girder (ELU, ELS)
The board is tested to their respective limit states, so that the following results are obtained:
ELU
Span 1 (29.4m) works 32% of the resistant strain capacity for critical stress.
Span 2 (74m) works 84.5% of the resistant strain capacity for critical stress.
Span 3 (100m) works 88.3% of its strength capacity in compression for braking.
Span 4 (74m) works 81.2% of its bearing capacity in tension to its maximum load.
ELS
The permissible limit according to arrow Eurocode is minimal light / anti-ratio arrow 240 Data
obtained are satisfactory for each of the openings:
Span 1 presents a ratio of 402.74 (acceptable)
Span 2 presents a ratio of 804.35 (acceptable)
Span 3 presents a ratio of 254.45 (okay, critical situation)
Span 4 presents a ratio of 1194 (acceptable)
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9.3.2. Buckling
By arranging transverse stiffeners and ribs every 3m along the catwalk, it is found that there are
no problems of global buckling of the structure.
The critical zone is given in vain center of span 3 (100m), where the resisting moment is slightly
above the time of calculation.
9.3.3. Shear
Areas of highest shear, stirrups and close to the batteries, are under study. It is considered that
the shear resist it the souls of both structural railing as the girder. Depending on the section
covered, the varying heights of said webs being constant in thickness.
The results are satisfactory, obtaining the maximum shear stresses occur in the intermediate piers
2 and 3, which are arranged diaphragms with maintenance access hole.
9.3.4. Local buckling
Verifications buckling from shear is carried out by studying the behavior of the board with
transverse ribs disposed every 3m. It is further dent resistance, which becomes a check
considering the web slenderness, the ribs are sufficiently rigid and do not Pandean in any of the
planes tested.
All results have been satisfactory.
9.8. Construction Process
The board should be studied not only for their service status, but also for temporary running
state. Depending on the phase in which the construction project is located, the structure is
subjected to one or other stresses, and this may bring to behave quite differently.
Therefore, for each of the construction phases, the structure is verified and ELS ELU, obtaining the
following results:
-Section 1 (span 1) works at its 17.6% of its strength capacity.
-Section 2 (part of span 2) works at its 25.6% of its strength capacity.
-Section 3 (part of span 4) works as section 2.
- Section 4 (part of span 2, Part 4 and the total of span 3) operating at 36.7% of their strength
capacity.
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10. LAYOUT PLAN
The geographical coordinates of the points are referred to EOV projection system (Hungarian). In
this system all coordinates Y and X are, this is North. And for all the coordinates are greater than
400000 and for all X are less than 400000.
Altitudes are measured from the Baltic Sea.
Check Document No. 2 of the project, "Layout Plan" to view the map staking the catwalk.
11. CONSTRUCTION PROCESS
The construction process of the footbridge is as follows:
- Fitting of the area and staking. At the same time the work shop for fabrication and assembly of
the board begin.
- Foundations (Piles).
- Piers and abutments. Meanwhile, two temporary supports are placed to hold the structure.
- Erection of the deck in 4 sections.
- Placement of the non-structural concrete slab. At the same time the construction of the accesses
starts.
- Installation of the non-structural glass railing.
- Light installation and plantations.
- Load Test
12. PRICE JUSTIFICATION
Justification price covers the cost of labor, equipment and materials market, as well as ancillary
prices shown on site. The reference has been taken a database of Spanish prices, due to the
unavailability of a Hungarian.
The indirect cost, represented as a percentage of the direct, is estimated at 4.6%.
The PEM (DC + IC) of the project is estimated at € 2,593,971.18.
NOTE: As it has not been detail designed in the layouts, the accesses execution is not included in the price of
the project.
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13. WORKS PLAN (GANTT)
The works for the construction and execution of the project has been led as it is showed below.
Each of the units has several sections which are not included in this summary. To get a detailed
information about the work plan see its correspondent annex.
Ongoing activities can be grouped as follows:
- Designation and layout
- Installations
- Soil movements
- Pavements
- Substructure
- Plantations
- Superstructure
- Load test
- Steel box girder
The project is estimated to last 4 months. In this period is partially included the workshop
production of the materials, working parallel to the foundation and superstructure at the
workplace. The duration of the project might take longer depending on the steel box girder
workshop assembling, which was assumed but not meticulously studied.
14. EXPROPRIATIONS
Being a structure located on the banks of the Danube, no expropriation of land is necessary. This
is a public area whose domain belongs to the Hungarian state. The adjacent buildings to the area
of operation will not be affected, since access to the gateway has been designed for this purpose,
among others.
15. ENVIRONMENTAL IMPACT
The environment in which we will carry out the project requires us to pay particular attention to
the environment. The visual impact of a work on a river in the capital of the country has an
important role and therefore their study was careful.
The following factors were taken into account, obtaining in any case the consequences of the
construction of the footbridge involve significant negative problems:
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-Socio-economics
-Noise and vibration
-Flora And fauna
-Skyline and visual impact
-Geology and hydrology
-Cultural
-Air quality
-Materials Used and their origin
The detailed report is attached to its respective memory.
16. SAFETY AND HEALTH
Were defined as Health and Safety at Work all the measures and precautions which the
Contractor is obliged to make and take during the execution of the works. The purpose of these is
to prevent risks of accidents and occupational diseases, as well as derivatives of the repair,
conservation and maintenance, and the required facilities for health and welfare of workers.
The Health and Safety budget is € 6,723.45 and has been introduced as a game show of the
entire amount in the project budget.
17. RESIDUAL WASTE MANAGEMENT
For waste management means the collection, storage, transport, reuse, recycling, recovery and
appropriate treatment of waste for disposal, including the monitoring of these activities, as well
as places of deposit or discharge.
To ensure respect for the environment and controlling discharges of both inert and toxic waste,
must conduct a study of waste management which is specified by the fate of each of the waste
materials of the work.
As far as possible, these materials should be appropriately treated for recycling and reuse.
Control of this process chain, from creation and identify waste in work to its destination, properly
managed at all times, is perfectly detailed in the annex to the report.
1.18. BRIDGE WIDTH
The width of the structure is influenced by the function of which is to provide the gateway and its
accessibility. The width should be sufficient to evacuate the island in a controlled manner if
crowds.
The functionality is as follows:
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-1.7m of resting/staying area, with gazebo, benches and vegetation.
-3m zone of passage for cyclists, pedestrians and disabled.
-1.3 m jogging path
Figure 10. Functional uses Catwalk
A total of 6 meters width along the entire walkway, enough to allow a normal evacuation flow of
482 people / h in case of maximum capacity due to possible agglomerations during events in the
island.
19. BRIDGE SLOPE, CLEARANCE AND ACCESSES
Slope
The maximum slope allowed by law is 6%. In this limit will have access to greater lengths to avoid
that would affect access to other facilities in the vicinity. On the other hand, the slope of the
walkway will be 3% in their vain 1, 2 and 4, and 0% in the vain 3 100m light, which is projected
area stay and not just passing through.
Clearance
Allowable clearances depend on the type of pathway crossing under the bridge.
First, as the main way we the Danube, which it passes through Budapest is rated type VIb and Vic.
Gauges This calls for between 7 and 9 meters.
On the other hand, the road is in Pest, on the river bank, a minimum clearance of 4.5m vain 1.
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Access
Figure 11. Radio access possible action
Access will ramp type, with a slope of 6% alternating every 6 meters with a horizontal landing
1.5m, as required by law. Access Pest have a length of 73m, while the Margaret Island, due to a
higher altitude to save, is 100m.
No elevators or stairs are not available because the ramps is satisfied to all users and include step
alternatives would impact both aesthetics and budget.
20. MAINTENANCE AND INSPECTION
The maintenance of the steel structure is a fundamental requirement that must be carried out
periodically in order to ensure the life of the runway. Being a steel box girder section, different
annual inspections should be conducted to ensure that there are no problems of fracture, fatigue,
corrosion, etc.
From visual inspections to physical or advanced type may be required to ensure the durability of
each of the members that form the structure.
21. LOAD TEST
Given the need to submit any bridge load testing before being put into service as stated in the
respective legislation, it is proposed and modeled charge state for the response data from the
work of step designed, and thus deduce its functional behavior before that state.
To carry it out will be used to water tanks scattered around the structure. In their respective
schedule you can check the procedure for validation.
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22. REVIEW PRICES FORMULA
NOTE: This is simply an example, if a real project located in Europe but outside Spain, other law of contracts
will have to be used, since in this case has been appealed to the Spanish.
The work is not entitled to review unless otherwise specified in the Statement of Conditions of
Contract. In any case be subject to the provisions of Art.104 of the Contracts of Public
Administrations.
Given that the estimated time for completion of works is four months (4 months), less than a
year, it is considered inadmissible the application of formulas for revision of prices, as established
by the General Regulations of the Law of Contracts of Public Administrations.
If extended over a year's work, the price revision formulas specified in the respective section shall
apply.
In the formula below, the symbols used are:
Kt = theoretical coefficient of review for the execution time t.
Ho = index cost of labor at the time of bidding.
Ht = index cost of labor in the execution time t.
Eo = index of energy cost on the date of tender.
Et = index of energy cost in execution time t.
So = index cost of steel materials at the time of bidding.
St = index cost of steel materials at the time of execution t.
Co = cost of cement index on the date of tender.
Ct = cost index for cement in the execution date t.
Cro = cost index of ceramic products on the date of tender.
Crt = cost index of ceramic products on the date of execution t.Mo index = cost of wood on the
date of tender. Mt = index cost of wood in the execution date t.
The formula to be applied where the circumstances provided in that article above is as follows:
-For Steel structure:
Kt = 0.28 · Ht / Ho + 0.11 · Et / Eo + 0.07 · Ct / Co + 0.39 · St / So + 0.15
Project: Footbridge crossing the Danube (Budapest)
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Document 1. Statement
-For Plantations along the catwalk:
Kt = 0.47 · Ht / Ho + 0.28 · Et / Eo + 0.05 · Crt / Cro + 0.05 · Mt / Mo + 0.15
23. CONSTRACTOR CLASIFFICATION
NOTE: This is simply an example, if a real project located in Europe but outside Spain, other law of contracts
will have to be used, since in this case has been appealed to the Spanish.
For the type of work that is planned in accordance with the contents of "General Rules of the
Contracts of Public Administrations" 1098/2001 approved by Royal Decree of 12 October, the
Contractor shall be possessed of the following classifications:
Group A (Excavation and drilling)
Group B (Bridges, viaducts and large
-Subgrupo 1 Sockets and emptied
structures)
-Subgrupo 4 Metal Category:and
-Subgrupo 2 Concrete
Group I (Electrical installations)
K Group (Special)
-Subgrupo 1 Lighting, lighting and light
-Subgrupo 2 Surveys, with pilot injection
beacons
-Subgrupo 3 Piloting
-Subgrupo 4 Paints and metallizations
-Subgrupo 6 Gardening and plantations
23. BUDGET TO THE GOVERNMENT KNOWLEDGE
1 STRUCTURES.
2.447.293,32
2 PAVEMENTS.
131.037,67
3 INSTALLATIONS.
120.282,05
4 PLANTATIONS.
5 SAFETY AND HEALTH.
Presupuesto de ejecución material (PEM)
Project: Footbridge crossing the Danube (Budapest)
729,00
6.723,45
2.706.065,49
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Document 1. Statement
351.788,51
13% de gastos generales
162.363,93
6% de beneficio industrial
3.220.217,93
Suma
676.245,77
21% IVA
3.896.463,70
Presupuesto de ejecución por contrata (PEC)
Asciende el presupuesto de ejecución por contrata a la expresada cantidad de TRES MILLONES
OCHOCIENTOS NOVENTA Y SEIS MIL CUATROCIENTOS SESENTA Y TRES EUROS CON SETENTA
CÉNTIMOS.
1.24. DECLARATION OF COMPLETED WORKS
NOTE: This is simply an example, if a real project located in Europe but outside Spain, other law of contracts
will have to be used, since in this case has been appealed to the Spanish.
This project encompasses an entire work capable of being delivered to the utility, understanding
each and every one of the necessary elements for use as required by Article 125 of the General
Regulations of the Law of Contracts Government (Royal Decree 1098 / 2001 of 12 October).
Therefore, the author of the project considers that it is ensured the whole following of the law
and standards updated for the edition of the project, and proposes its approval.
Alicante, 25 August 2014
Author of the Project
Signed: Civil Engineer Fernando Jover Colom
Project: Footbridge crossing the Danube (Budapest)
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Document 1. Statement
25. PROJECT’S DOCUMENTS
-DOCUMENT Nº1. STATEMENT
1. DESCRIPTIVE STATEMENT
1.1. Precedents
1.1.1. Situation and location
1.1.2. Standards
1.2. Previous situation and necessities to satisfy
1.3. Climatology
1.4. Hydrology, hydraulics and navigability
1.5. Cartography and topography
1.6. Geology and geotechnics
1.7. Study solutions and multi-criteria analysis
1.8. Seismic action – Response Spectrum Analysis
1.9. Structural calculations
1.9.1 Preliminary design
1.9.2. Basis design
1.9.3. Piles
1.9.3.1. Piles A
1.9.3.2. Piles B
1.9.3.3. Piles C & D
1.9.3.4. Piles E
1.9.4. Abutments
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Document 1. Statement
1.9.4.1. Abutment A
1.9.4.2. Abutment E
1.9.5. Intermedia piers
1.9.5.1. Intermedia pier 1
1.9.5.2. Intermedia pier 2 & 3
1.9.6. Bearings
1.9.7. Steel box girder
1.9.3.1. Steel deck analysis (ULS, SLS)
1.9.3.2. Global buckling
1.9.3.3. Shear checking
1.9.3.4. Local buckling
1.9.8. Construction stages
1.10._Layout plan
1.11. Construction process
1.12. Price justification
1.13. Works plan (GANT)
1.14. Expropriations
1.15. Environmental impact
1.16. Safety and health
1.17. Residual Waste Management
1.18. Bridge width
1.19. Bridge slope, clearance and access
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Document 1. Statement
1.20. Maintenance and inspection
1.21. Load test
1.22. Review prices formula
1.23. Contractor classification
1.24. Budget to the government knowledge
1.25. Declaration of complete work
1.26. Documents of the project
2. STATEMENT’S ANNEXES
2.1. Situation and location
2.2. Previous situation and necessities to satisfy
2.3. Climatology
2.4. Hydrology, hydraulics and navigability
2.5. Cartography and topography
2.6. Geology and geotechnics
2.7. Study solutions and multi-criteria analysis
2.8. Seismic action – Response Spectrum Analysis
2.9. Structural calculations
2.9.1 Preliminary design
2.9.2. Basis design
2.9.3. Piles
2.9.3.1. Piles A
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Document 1. Statement
2.9.3.2. Piles B
2.9.3.3. Piles C & D
2.9.3.4. Piles E
2.9.4. Abutments
2.9.4.1. Abutment A
2.9.4.2. Abutment E
2.9.5. Intermedia piers
2.9.5.1. Intermedia pier 1
2.9.5.2. Intermedia pier 2 & 3
2.9.6. Bearings
2.9.7. Steel box girder
2.9.3.1. Steel deck analysis (ULS, SLS)
2.9.3.2. Global buckling
2.9.3.3. Shear checking
2.9.3.4. Local buckling
2.9.8. Construction stages
2.10. Construction process
2.11. Price justification
2.12. Work plan (GANTT)
2.13. Environmental impact
2.14. Safety and health
2.15. Residual Waste Management
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Document 1. Statement
2.16. Bridge width
2.17. Bridge slope, clearance and access
2.18. Maintenance and inspection
2.19. Load test
DOCUMENT Nº2. DRAWINGS
1. Situation
2. Location
3. General plan
4. Elevation, plan and sample section
5. Geology
5.A.
5.B.
5.C.
6. Layout plan
7. Abutment A & piles A
8. Abutment E & piles E
9. Breakdown Abutments
10. Intermedia pier 1 & piles B
11. Intermedia pier 2 & piles C
12. Intermedia pier 3 & piles D
13. Breakdown Piers
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Document 1. Statement
14. Steel structure. Geometrical definition
14.A
14.B
14.C
14.D
14.E
14.F
15. Steel structure. Geometrical definition 2
16. Steel structure. Ribs & stiffeners
17. Construction stages
17.A
17.B
18. Bearings
19. Non-structural laminated glass railing
20. Drainage system
21. Lighting
22. Load test
23. Accesses
24. Pavement – Printed concrete
25. Pavement – Printed rubber
26. Urban furniture and planters
27. Water levels and navigability
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Document 1. Statement
DOCUMENT Nº3. PARTICULAR TECHNICAL SPECIFICATIONS DOCUMENT
1. Introduction and overview
2. Origin and characteristics of materials
3. Execution of works
4. Minimal testing for the reception of the works
5. Measurement and payment of works
DOCUMENT Nº4. BUDGET
1. Measurements
2. Pricing chart Nº1
3. Pricing chart Nº2
4. Budget of material execution (PEM) and chapeters’ budget
5. Contracted operation budget (PEC)
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